ROU PartD 2015-06

Rules for the Classification of
Offshore Units
PART D Service Notations

Chapter 1
NR 445.D1 DT R06 E June 2015
Marine & Offshore Division

92571 Neuilly sur Seine Cedex France
Tel: + 33 (0)1 55 24 70 00 Fax: + 33 (0)1 55 24 70 25
Website: http://www.veristar.com
Email: [email protected]
2015 Bureau Veritas - All rights reserved
MARINE & OFFSHORE DIVISION
GENERAL CONDITIONS
ARTICLE 1 ARTICLE 6
1.1. - BUREAU VERITAS is a Society the purpose of whose Marine & Offshore Division (the "Society") is 6.1. - The Society accepts no responsibility for the use of information related to its Services which was not
the classification (" Classification ") of any ship or vessel or offshore unit or structure of any type or part of provided for the purpose by the Society or with its assistance.
it or system therein collectively hereinafter referred to as a "Unit" whether linked to shore, river bed or sea 6.2. - If the Services of the Society or their omission cause to the Client a damage which is proved
bed or not, whether operated or located at sea or in inland waters or partly on land, including submarines, to be the direct and reasonably foreseeable consequence of an error or omission of the Society,
hovercrafts, drilling rigs, offshore installations of any type and of any purpose, their related and ancillary its liability towards the Client is limited to ten times the amount of fee paid for the Service having
equipment, subsea or not, such as well head and pipelines, mooring legs and mooring points or otherwise caused the damage, provided however that this limit shall be subject to a minimum of eight thou-
as decided by the Society. sand (8,000) Euro, and to a maximum which is the greater of eight hundred thousand (800,000)
The Society: Euro and one and a half times the above mentioned fee. These limits apply regardless of fault in-
"prepares and publishes Rules for classification, Guidance Notes and other documents (" Rules "); cluding breach of contract, breach of warranty, tort, strict liability, breach of statute, etc.
"issues Certificates, Attestations and Reports following its interventions (" Certificates "); The Society bears no liability for indirect or consequential loss whether arising naturally or not as
a consequence of the Services or their omission such as loss of revenue, loss of profit, loss of pro-
"publishes Registers.
duction, loss relative to other contracts and indemnities for termination of other agreements.
1.2. - The Society also participates in the application of National and International Regulations or Stand-
6.3. - All claims are to be presented to the Society in writing within three months of the date when the Serv-
ards, in particular by delegation from different Governments. Those activities are hereafter collectively re-
ices were supplied or (if later) the date when the events which are relied on of were first known to the Client,
ferred to as " Certification ".
and any claim which is not so presented shall be deemed waived and absolutely barred. Time is to be in-
1.3. - The Society can also provide services related to Classification and Certification such as ship and terrupted thereafter with the same periodicity.
company safety management certification; ship and port security certification, training activities; all activi-
ARTICLE 7
ties and duties incidental thereto such as documentation on any supporting means, software, instrumen-
tation, measurements, tests and trials on board. 7.1. - Requests for Services are to be in writing.
1.4. - The interventions mentioned in 1.1., 1.2. and 1.3. are referred to as " Services ". The party and/or its 7.2. - Either the Client or the Society can terminate as of right the requested Services after giving
representative requesting the services is hereinafter referred to as the " Client ". The Services are pre- the other party thirty days' written notice, for convenience, and without prejudice to the provisions
pared and carried out on the assumption that the Clients are aware of the International Maritime in Article 8 hereunder.
and/or Offshore Industry (the "Industry") practices. 7.3. - The class granted to the concerned Units and the previously issued certificates remain valid until the
1.5. - The Society is neither and may not be considered as an Underwriter, Broker in ship's sale or char- date of effect of the notice issued according to 7.2. here above subject to compliance with 2.3. here above
tering, Expert in Unit's valuation, Consulting Engineer, Controller, Naval Architect, Manufacturer, Ship- and Article 8 hereunder.
builder, Repair yard, Charterer or Shipowner who are not relieved of any of their expressed or implied 7.4. - The contract for classification and/or certification of a Unit cannot be transferred neither assigned.
obligations by the interventions of the Society. ARTICLE 8
ARTICLE 2 8.1. - The Services of the Society, whether completed or not, involve, for the part carried out, the payment
2.1. - Classification is the appraisement given by the Society for its Client, at a certain date, following sur- of fee upon receipt of the invoice and the reimbursement of the expenses incurred.
veys by its Surveyors along the lines specified in Articles 3 and 4 hereafter on the level of compliance of 8.2. - Overdue amounts are increased as of right by interest in accordance with the applicable leg-
a Unit to its Rules or part of them. This appraisement is represented by a class entered on the Certificates islation.
and periodically transcribed in the Society's Register.
8.3. - The class of a Unit may be suspended in the event of non-payment of fee after a first unfruitful
2.2. - Certification is carried out by the Society along the same lines as set out in Articles 3 and 4 hereafter notification to pay.
and with reference to the applicable National and International Regulations or Standards.
ARTICLE 9
2.3. - It is incumbent upon the Client to maintain the condition of the Unit after surveys, to present
9.1. - The documents and data provided to or prepared by the Society for its Services, and the information
the Unit for surveys and to inform the Society without delay of circumstances which may affect the
available to the Society, are treated as confidential. However:
given appraisement or cause to modify its scope.
"Clients have access to the data they have provided to the Society and, during the period of classifica-
2.4. - The Client is to give to the Society all access and information necessary for the safe and efficient
tion of the Unit for them, to the classification file consisting of survey reports and certificates which
performance of the requested Services. The Client is the sole responsible for the conditions of presenta-
have been prepared at any time by the Society for the classification of the Unit ;
tion of the Unit for tests, trials and surveys and the conditions under which tests and trials are carried out.
"copy of the documents made available for the classification of the Unit and of available survey reports
ARTICLE 3
can be handed over to another Classification Society, where appropriate, in case of the Unit's transfer
3.1. - The Rules, procedures and instructions of the Society take into account at the date of their of class;
preparation the state of currently available and proven technical knowledge of the Industry. They
"the data relative to the evolution of the Register, to the class suspension and to the survey status of
are a collection of minimum requirements but not a standard or a code of construction neither a
the Units, as well as general technical information related to hull and equipment damages, may be
guide for maintenance, a safety handbook or a guide of professional practices, all of which are
passed on to IACS (International Association of Classification Societies) according to the association
assumed to be known in detail and carefully followed at all times by the Client.
working rules;
Committees consisting of personalities from the Industry contribute to the development of those docu-
"the certificates, documents and information relative to the Units classed with the Society may be
ments.
reviewed during certificating bodies audits and are disclosed upon order of the concerned governmen-
3.2. - The Society only is qualified to apply its Rules and to interpret them. Any reference to them tal or inter-governmental authorities or of a Court having jurisdiction.
has no effect unless it involves the Society's intervention.
The documents and data are subject to a file management plan.
3.3. - The Services of the Society are carried out by professional Surveyors according to the applicable
ARTICLE 10
Rules and to the Code of Ethics of the Society. Surveyors have authority to decide locally on matters re-
lated to classification and certification of the Units, unless the Rules provide otherwise. 10.1. - Any delay or shortcoming in the performance of its Services by the Society arising from an event
not reasonably foreseeable by or beyond the control of the Society shall be deemed not to be a breach of
3.4. - The operations of the Society in providing its Services are exclusively conducted by way of ran-
contract.
dom inspections and do not in any circumstances involve monitoring or exhaustive verification.
ARTICLE 11
ARTICLE 4
11.1. - In case of diverging opinions during surveys between the Client and the Society's surveyor, the So-
4.1. - The Society, acting by reference to its Rules:
ciety may designate another of its surveyors at the request of the Client.
"reviews the construction arrangements of the Units as shown on the documents presented by the Cli-
11.2. - Disagreements of a technical nature between the Client and the Society can be submitted by the
ent;
Society to the advice of its Marine Advisory Committee.
"conducts surveys at the place of their construction;
ARTICLE 12
"classes Units and enters their class in its Register;
12.1. - Disputes over the Services carried out by delegation of Governments are assessed within the
"surveys periodically the Units in service to note that the requirements for the maintenance of class are framework of the applicable agreements with the States, international Conventions and national rules.
met.
12.2. - Disputes arising out of the payment of the Society's invoices by the Client are submitted to the Court
The Client is to inform the Society without delay of circumstances which may cause the date or the of Nanterre, France, or to another Court as deemed fit by the Society.
extent of the surveys to be changed.
12.3. - Other disputes over the present General Conditions or over the Services of the Society are
ARTICLE 5 exclusively submitted to arbitration, by three arbitrators, in London according to the Arbitration
5.1. - The Society acts as a provider of services. This cannot be construed as an obligation bearing Act 1996 or any statutory modification or re-enactment thereof. The contract between the Society
on the Society to obtain a result or as a warranty. and the Client shall be governed by English law.
5.2. - The certificates issued by the Society pursuant to 5.1. here above are a statement on the level ARTICLE 13
of compliance of the Unit to its Rules or to the documents of reference for the Services provided for. 13.1. - These General Conditions constitute the sole contractual obligations binding together the
In particular, the Society does not engage in any work relating to the design, building, production Society and the Client, to the exclusion of all other representation, statements, terms, conditions
or repair checks, neither in the operation of the Units or in their trade, neither in any advisory serv- whether express or implied. They may be varied in writing by mutual agreement. They are not var-
ices, and cannot be held liable on those accounts. Its certificates cannot be construed as an im- ied by any purchase order or other document of the Client serving similar purpose.
plied or express warranty of safety, fitness for the purpose, seaworthiness of the Unit or of its value 13.2. - The invalidity of one or more stipulations of the present General Conditions does not affect the va-
for sale, insurance or chartering. lidity of the remaining provisions.
5.3. - The Society does not declare the acceptance or commissioning of a Unit, nor of its construc- 13.3. - The definitions herein take precedence over any definitions serving the same purpose which may
tion in conformity with its design, that being the exclusive responsibility of its owner or builder. appear in other documents issued by the Society.
5.4. - The Services of the Society cannot create any obligation bearing on the Society or constitute any
warranty of proper operation, beyond any representation set forth in the Rules, of any Unit, equipment or BV Mod. Ad. ME 545 L - 7 January 2013
machinery, computer software of any sort or other comparable concepts that has been subject to any sur-
vey by the Society.
RULES FOR THE CLASSIFICATION OF
OFFSHORE UNITS
Part D
Service Notations
Chapter 1
Chapter 1 PRODUCTION, STORAGE AND OFFLOADING SURFACE UNITS
June 2015
The English wording of these rules take precedence over editions in other lan-
guages.
Unless otherwise specified, these rules apply to units for which contracts are
signed after June 1st, 2015. The Society may refer to the contents hereof
before June 1st, 2015, as and when deemed necessary or appropriate.
2 Bureau Veritas Rules for the Classification of Offshore Units June 2015
C HAPTER 1
PRODUCTION, STORAGE AND OFFLOADING
SURFACE UNITS
Section 1 General
1 Application 15
1.1 General
1.2 Notations
1.3 Structural requirements
1.4 Design life
1.5 Station keeping
1.6 Scope of additional class notations
1.7 Classification and towing/transit
2 Rule application 21
2.1 Hull structure
2.2 Other structures
3 Statutory requirements 21
3.1 General
3.2 International Convention on Load Lines
3.3 MARPOL 73/78
3.4 SOLAS
3.5 IMO MODU
4 References 22
4.1 General
4.2 Definitions
4.3 Reference co-ordinate system
5 Calculations 23
5.1 Calculations to be submitted
6 Design criteria and data 23
6.1 General
6.2 Site data
6.3 Operating loading conditions
7 Documentation to be submitted 24
7.1
Section 2 Subdivision and Stability

1 General 26
1.1 Application
2 Stability 26
2.1 General
2.2 Intact stability
2.3 Damage stability
June 2015 Bureau Veritas Rules for the Classification of Offshore Units 3
3 General arrangement of oil storage units 27
3.1 General
3.2 Definitions
3.3 Cargo tanks
3.4 Location and arrangement of spaces adjacent to storage area
3.5 Cargo pump rooms
3.6 Drainage arrangements and slop tanks
3.7 Ballasting of double bottom and narrow tanks
Section 3 Structure Design Principles

1 Definition of the unit areas 29
1.1 Principles
2 Materials and testing 29
2.1 Design temperature
2.2 Offshore areas
2.3 Ship areas
2.4 Steels with specified through thickness properties
2.5 Inspection and checks
3 Structural principles 30
3.1 Accessibility for inspection during service
3.2 General construction
3.3 Plating
3.4 Ordinary stiffeners
3.5 Primary supporting members
4 Net scantling approach 35
4.1 Principle
4.2 Corrosion additions
5 Thickness increments 35
5.1 General
5.2 Thickness increment values
6 Bulkhead structure 35
6.1 General
6.2 Plane bulkheads
6.3 Swash bulkheads
6.4 Racking bulkheads
7 Bottom, side and deck structure 36
7.1 General
7.2 Particular requirements for the side structure
8 Reinforcements in way of supporting structures for hull attachments 36
8.1 Local arrangement
9 Welding and weld connections 37
9.1 General
9.2 Offshore areas
9.3 Ship areas
Section 4 Hydrodynamic Analysis
1 General 39
1.1 Principle
1.2 Hydrodynamic analysis
2 Environmental data for hydrodynamic analysis 39
2.1 General
2.2 Nature of environmental data
2.3 Environmental data to be submitted
3 Design conditions 40
3.1 Loading conditions
3.2 Advance speed
4 Modelling principles 40
4.1 Hydrodynamic mesh
4.2 Mass distribution
4.3 Connection with other structures
4.4 Water depth
5 Floating unit responses 41
5.1 Results
5.2 Response Amplitude Operators
5.3 Calculation of unit responses
5.4 Design wave loads for structural analysis
Section 5 Design Loads

1 General 42
1.1 Principles
1.2 Definitions
1.3 Application criteria
2 Still water loads 43
2.1 Loading manual
2.2 Hull girder still water loads
2.3 Loading instrument
3 Wave loads 45
3.1 Transit and site conditions
3.2 Determination of the design wave loads
3.3 Hull girder wave loads
3.4 Unit absolute motions and global accelerations
3.5 Relative wave elevation
3.6 Local accelerations
4 Load cases 48
4.2 General
5 Sea pressures 50
5.2 General
5.3 Still water pressure
5.4 Wave pressure in upright ship conditions
5.5 Wave pressure in inclined ship conditions
6 Internal pressures 52
6.2 Definitions
6.3 Internal pressures and forces
6.4 Partly filled tanks
6.5 Accommodation
6.6 Flooding
6.7 Testing
Section 6 Hull Girder Strength

1 General 55
1.1 Principle
1.2 Strength characteristics of the hull girder transverse sections
2 Yielding checks 55
2.1 Hull girder stresses
2.2 Checking criteria
2.3 Section modulus and moment of inertia
3 Ultimate strength check 57
3.1 General
3.2 Partial safety factors
3.3 Hull girder loads
3.4 Hull girder ultimate bending moment capacities
3.5 Checking criteria
Section 7 Hull Scantlings

1 General 58
1.1 Principle
2 Plating 59
2.1 General
2.2 Yielding check
2.3 Buckling check
3 Yielding check of ordinary stiffeners 61
3.1 General
3.2 Hull girder stresses
3.3 Net section modulus and net shear sectional area of ordinary stiffeners in intact
conditions
3.4 Net section modulus and net shear sectional area of ordinary stiffeners in
flooding conditions
3.5 Net section modulus and net shear sectional area of ordinary stiffeners in testing
conditions
3.6 Net section modulus and net shear sectional area of ordinary stiffeners subject
to impact loads
4 Buckling check of ordinary stiffeners 64
4.1 Buckling check
5 Primary supporting members 65
5.1 Application
5.2 General
5.4 Structural modelling
5.5 Load model
5.6 Yielding strength criteria
5.7 Buckling check
6 Fatigue check of structural details 70
6.1 General
6.2 Structural details
6.3 Spectral fatigue analysis
6.4 Deterministic fatigue analysis
Section 8 Other Structures

1 Station keeping 74
1.1 General
1.2 Turret mooring system
1.3 Spread mooring system
1.4 Calculations
2 Supports for hull attachments and appurtenances 77
2.1 General
2.2 Calculations
3 Fore part 78
3.1 General
3.2 Reinforcements of the flat bottom forward area
3.3 Reinforcements of the bow area
4 Aft part 80
4.1 General
4.2 Spread mooring
5 Superstructures and deckhouses 80
5.1 General
6 Helicopter deck 80
6.1 General
7 Hull outfitting 80
7.1 Bulwarks and guard rails
7.2 Towing foundation
8 Launching appliances 80
8.1 Deck ordinary stiffeners in way of launching appliances used for survival craft
or rescue boat
Section 9 Local Structural Improvements

1 Protection of hull metallic structures 81
1.1 General
1.2 Plan for the corrosion
1.3 Thickness increments
2 Post welding treatment 81
2.1 Scope
2.2 Grinding of welds for fatigue life improvement
2.3 Fatigue resistance assessment
3 Accidental loads 82
3.1 Analysis
3.2 Protection to explosions
3.3 Collision
3.4 Dropped objects
Section 10 Access, Openings, Ventilation and Venting of Spaces in the

Storage Area
1 Access, openings and ventilation 83
1.1 General
1.2 Arrangement of cargo pump rooms
1.3 Ventilation of cargo pump rooms
1.4 Ventilation of pump rooms
1.5 Cargo compartments
1.6 Other compartments
1.7 Spaces at non-manned end of the unit-air locks
2 Cargo and slop tanks venting, inerting, purging and gas-freeing 85
2.1 Cargo and slop tanks venting
2.2 Cargo and slop tanks inerting, purging and/or gas-freeing crude oil tanks
3 Cargo tanks vents recovery system 88
3.1 General
3.2 Capacity
3.3 Materials and constructive measures
3.4 Particles removal devices
3.5 COTVR piping system
3.6 Instrumentation
3.7 Safeguards
Section 11 Equipment and Safety Particulars

1 General 90
1.1
2 Hazardous areas 90
2.1 General
2.2 Classification of hazardous areas due to oil storage and offloading
3 Ventilation 91
3.1 General
4 Gas detection system 91
4.1 General
4.2 Arrangements for gas measurement in double-hull spaces and double-bottom
spaces
4.3 Arrangements for fixed hydrocarbon gas detection systems in double-hull and
double-bottom spaces of units
4.4 Engineering specifications for fixed hydrocarbon gas detection systems in
double-hull and double-bottom spaces of units
5 Electrical installations 92
5.1 General
6 Machinery 93
6.1 General
7 Fire protection 93
7.1 General
7.2 Passive fire protection
7.3 Fire water pumps
7.5 Fixed deck foam system
7.6 Emergency and offloading control station
8 Life saving appliances 97
8.1 Life saving appliances
Section 12 Piping Systems

1 General 98
1.1 Application
1.2 Separation of systems
2 Bilge - Ballast - Oil fuel - Scupper lines 98
2.1 General
2.2 Bilge system
2.3 Segregated ballast tanks within the storage area
2.4 Air and sounding pipes
2.5 Ballast tanks located outside the storage area (within gas safe zones)
2.6 Fore peak ballast system
2.7 Carriage of ballast in cargo tanks
2.8 Scupper lines
3 Cargo piping and pumping system 101
3.1 General
3.2 Cargo pumping system
3.3 Cargo piping design
3.4 Cargo piping arrangement and installation
4 Inert gas systems 103
4.1 Application
4.2 General
4.3 Principles
4.4 Design and arrangement of the system
4.5 Additional requirements
5 Hydrocarbon blanket gas system 108
5.1 General
5.2 Materials
5.3 Piping system
5.4 Capacity of the system
5.5 Venting arrangement and pressure/ vacuum protection
5.6 Instrumentation
5.7 Safeguards
5.8 Miscellaneous
6 Cargo and slop tanks fittings 110
6.1 Application
6.2 Protection of cargo and slop tanks against overfilling
6.3 Cargo and slop tanks level gauging systems
6.4 Heating systems intended for cargo and slop tanks
6.5 Cleaning of cargo and slop tanks
6.6 Cathodic protection
6.7 Aluminium paints
7 Bow or stern cargo oil transfer 112
7.1 General
7.2 Piping requirements
7.3 Openings
7.4 Coamings
7.5 Fire fighting
7.6 Fire-fighting system
7.7 Remote shut-down
Section 13 Use of Process Gas and Crude Oil as Fuel

1 General 114
1.1 Application
1.2 Additional requirements
1.3 Documents to be submitted
1.4 Definitions
2 Requirements applicable to process gas and to crude oil 114
2.1 Principle
2.2 Ventilation
2.3 Gas detection
2.4 Electrical equipment
3 Use of process gas 115
3.1 Gas conditioning and storage conditions
3.2 Gas fuel supply to engines and boilers
3.3 Dual fuel engines
3.4 Dual fuel boilers
4 Use of crude oil 118
4.1 General
4.2 Arrangement of machinery spaces
4.3 Pumps
4.4 Heating arrangements
4.5 Piping system
4.6 Additional requirements for boilers
4.7 Additional requirements for engines
Section 14 Swivels and Risers

1 Swivels 122
1.1 Pressure swivels
1.2 Electrical swivels
1.3 Test of pressure swivels
1.4 Tests of electrical swivels
2 Marine riser systems 122
2.1 General
2.2 Riser system design
2.3 Riser and riser components
2.4 Riser supports
Part D
Service Notations
CHAPTER 1
PRODUCTION, STORAGE AND OFFLOADING

SURFACE UNITS
SECTION 1 GENERAL
SECTION 2 SUBDIVISION AND STABILITY
SECTION 3 STRUCTURE DESIGN PRINCIPLES
SECTION 4 HYDRODYNAMIC ANALYSIS
SECTION 5 DESIGN LOADS

SECTION 6 HULL GIRDER STRENGTH
SECTION 7 HULL SCANTLINGS
SECTION 8 OTHER STRUCTURES
SECTION 9 LOCAL STRUCTURAL IMPROVEMENTS
SECTION 10 ACCESS, OPENINGS, VENTILATION AND VENTING OF SPACES IN

THE STORAGE AREA
SECTION 11 EQUIPMENT AND SAFETY PARTICULARS
SECTION 12 PIPING SYSTEMS
SECTION 13 USE OF PROCESS GAS AND CRUDE OIL AS FUEL
SECTION 14 SWIVELS AND RISERS
Pt D, Ch 1, Sec 1
SECTION 1 GENERAL
1 Application 1.2.2 Classification Society involvement

The scope of classification for units listed in [1.2.1] is based
1.1 General on an appraisal of the integrated unit covering, in general:
a) Hull, accommodation, helideck and hull attachments
1.1.1 The present Chapter deals with particular provisions and appurtenances including:
applicable to floating units for production, and/or storage of riser support structure
hydrocarbons and intended to be assigned with one of the
structure to which the moorings are attached, and
notations listed in [1.2.1].
supports for mooring equipment
1.1.2 Units intended to be assigned with the service nota- foundations for the support of topsides modules, the
tions liquefied gas storage and/or gas liquefaction, as flare tower, and the hull mounted equipment
defined in Pt A, Ch 1, Sec 2, [4.2], are to comply with support structure for life saving appliances
NR542, Classification of Offshore Floating Gas Units. passive fire protection and cathodic protection
b) Intact and damage stability
1.1.3 Requirements of the present Chapter are additional to
c) Marine equipment (with foundations) pertaining to the
the provisions of Part A, Part B and Part C which remain
offloading facilities
applicable, except where otherwise specified.
d) Accommodation quarters
1.2 Notations e) Mooring system:
for the additional service feature POSA:
1.2.1 Structural type and service notations mooring line components (anchors, chains, wire
Requirements of the present Chapter apply to surface units and accessories) and hull mounted equipment (fair-
having one of the following combination of structural type leads, stoppers...)
and service notations:
for the additional class notation OHS:
offshore service barge - oil storage mooring line handling equipment (winch, sheaves...)
offshore service barge - production
f) Lifting appliances (for the additional class notation
offshore service barge - oil storage/production ALM)
offshore service ship - oil storage g) Equipment and systems necessary for the safe operation
offshore service ship - production of the hull and to the safety of personnel on board, as
offshore service ship - oil storage/production defined in the present Rules and related applicable
Rules (taking into account the additional service fea-
oil tanker ESP/offshore service ship - oil storage
tures AUTO and IG and the additional class notation
oil tanker ESP/offshore service ship - production LSA)
oil tanker ESP/offshore service ship - oil storage/production h) Equipment and systems installed in the hull, the failure
For the definition of these notations, see Part A, Chapter 1. of which may jeopardise the safety of the floating unit
The structural type notation offshore service barge is i) The fire and gas detection system for the hull as well as
granted to surface type floating production and/or storage the definition of the hazardous areas of the hull
units, including the case of converted ships, when unable to j) The fire water and foam system for the protection of the
perform non-assisted voyages. hull
The structural type notation offshore service ship is granted k) Topsides process plant
to surface units having a propulsion system and steering l) Propulsion plant.
appliances for transit purpose, but not involved in the trans-
Some of the systems and items mentioned in items g), h), i),
port of cargoes, as defined in [4.2.14].
j) and k) above are possibly positioned in topsides facilities
The notation oil tanker ESP/offshore service ship is only and remain under the scope of classification, regardless of
granted to oil tankers used as offshore floating production the additional class notation PROC (see also [1.6.2]).
and/or storage units, being able to perform non-assisted For each project, the detailed boundaries for the classifica-
voyages involving transport of cargoes as defined in tion of offshore service barge or offshore service ship are
[4.2.14]. defined by the Society on a case-by-case basis and with ref-
When the notation oil tanker ESP or a combination hereof erence to the requested structural type and service nota-
is granted, the requirements of the Ship Rules related to this tions, additional class notations and additional service
notation are also to be complied with. features.
Pt D, Ch 1, Sec 1
1.2.3 General application of the Rules The Society issues a provisional certificate upon completion
The provisions of these Rules are applicable to the design of the hull, with design criteria for towing/transit condition
and construction of newbuild ship shaped units and to clearly identified.
reassessment and conversion work of an existing unit or Corrosion protection systems are to be arranged for the hull
ship when converted to a unit covered by the present docu- during the outfitting phase. The documentation is to be sub-
ment (see also [1.3.3]). mitted to the Society for information. The Society may
When reference is made to Ship Rules, it means the Rules require thickness measurements to be carried out prior to
for Steel Ships (NR467), and the applicable version of these the hull leaving the yard.
Ship Rules (see definition in [4.2.6]) is the latest one.
1.2.7 Classification - Surveys during service
In case of converted ships, the Society reserves its right to
When the notation oil tanker ESP/offshore service ship is
refer to previous editions of the Ship Rules.
granted, the requirements for survey of ships having service
The Society may consider the acceptance of alternatives to notation oil tanker ESP as given in the Ship Rules are appli-
these Rules, provided they are deemed equivalent to the cable. In addition, the Society may allow the continuous
Rules, to the satisfaction of the Society. survey system for hull to be applied and the bottom survey
in dry-dock to be replaced by in-water survey.
1.2.4 Classification process
For units having a notation not including oil tanker ESP, the
For units intended to have one of the notations given in Society considers the same survey requirements as for oil
[1.2.1] except a combination with oil tanker ESP, the classi- tanker ESP and adapts the required surveys to the specifici-
fication process, prior to issuance of the final class certifi- ties of the units in terms of operational conditions, which
cate, includes towing from completion yard to site (see are to be documented and made available to the Society.
[1.7], hook-up operations and commissioning at site.
Prior to a unit entering into service:
For units intended to have the notation oil tanker ESP or a
a classification renewal plan listing the survey plan for
combination hereof, the classification process may lead to
the five-year classification period is to be submitted to,
issuance of the final certificate at an earlier stage, depend-
and approved by, the Society
ing on the actual intended service of the unit and possible
commissioning activities at the constructing yard. regarding the mooring lines (within the scope of addi-
tional service feature POSA), the Inspection, Mainte-
Procedures and detailed schedules for construction at each
nance and Repair (IMR) plan for the station keeping
construction site together with towing/transit, installation,
system is to be agreed with the Society.
anchoring and production hook-up, and commissioning
activities are to be submitted to the Society for information. RBI methodology may assist the Owner in defining more
These documents are also to indicate the possible interfaces accurately required examinations, in co-operation with the
between the parties involved. Basing on these documents, Society.
the Society prepares the survey program for inspection and
The period of class means the period starting from either the
drawing review.
date of the initial classification or the credited date of the
1.2.5 Classification - Design Criteria Statement last class renewal survey, and is generally equal to 5 years.
Classification is based upon the design data or assumptions 1.2.8 Permanent installations
specified by the party applying for classification.
Surface units having one of the notations given in [1.2.1]
A Design Criteria Statement is to list the services performed are considered as permanent installations when performing
by the unit and the design conditions and other assump- their service either:
tions on the basis of which class is assigned to the unit.
at a single location, or
The Design Criteria Statement is to be:
on a single site for a duration not less than, typically,
issued by the Society 5 years.
referred to on the unit classification certificate
Two types of permanent installations are to be considered:
incorporated in the Operating Manual, as stated in Pt A,
disconnectable, when the unit has a means of disengag-
Ch 1, Sec 1, [3.4].
ing from its mooring and riser systems in extreme envi-
Additional details about the Design Criteria Statement are ronmental or emergency conditions
given in Pt A, Ch 1, Sec 1, [1.6]. non-disconnectable.
1.2.6 Classification - Temporary conditions during A permanent installation is assigned with a site notation
construction consisting in the name of the unit operation field.
In accordance with the provisions of classification, any tem-
porary conditions during fabrication, load out, intermediate 1.2.9 Non-permanent installations
towing/transit between two construction sites before com- In case of mobile units not considered as permanent instal-
plete finalisation of the unit and final load out of topside lations, special requirements are to be met, based on the
modules are considered beyond the scope of classification, operating requirements. Such requirements are to be men-
unless specific demand has been received from the party tioned in the Design Criteria Statement and may influence
applying for classification. not only the design but also the in-service inspections.
Pt D, Ch 1, Sec 1
1.2.10 Site, transit and navigation notations For specific systems fitted onboard floating, storage and
Site, transit and navigation notations are granted in accord- offloading units and covered by the classification, such as:
ance with the provisions of Pt A, Ch 1, Sec 2, [5]. pressure vessels, piping system and mechanical equip-
ment for hydrocarbon processing
1.2.11 Additional service features topside pumps, compressors and turbines
depressuring and flaring systems
The following additional service features defined in Pt A, Ch
1, Sec 2 are mandatory for units covered by the present control systems of hydrocarbon processing plant
Chapter: safety shutdown system of hydrocarbon processing plant
AUTO utility systems of hydrocarbon processing plant
IG offloading systems and components
POSA, POSA HR or POSA JETTY necessary documentation is to be submitted for the purpose
of the risk analysis, in addition to the ones required in Pt E,
VeriSTAR-HULL
Ch 1, Sec 3 of the Ship Rules.
Note 1: For units other than those covered by the present Chapter, A particular attention is to be given to systems covered by
these additional service features are optional. the additional class notations PROC and RIPRO.
1.2.12 Additional class notations 1.3 Structural requirements

The additional class notations defined in Part A may be
1.3.1 Definition
granted to units covered by the present Chapter.
Surface units are in principle similar to oil trading tankers,
Besides, the additional class notations as given by the Ship the main differences being in the following parameters:
Rules may be granted.
specific site as opposed to ocean trading
Note 1: The additional class notation INWATERSURVEY is manda- towing or transit limited to voyage between the con-
tory for the permanent units.
structing shipyard and the intended site, and between
different shipyards
1.2.13 Comfort on board floating units continuous loading and offloading operations at sea
The notations dealt with under this heading are relevant to topsides facilities in continuous operations
the assessment of comfort and health on board floating inspection, repair and maintenance at sea, with no dry-
units with regard to the level of noise and/or vibration.
docking for the intended service life
The parameters which are taken into consideration for the units permanently moored.
evaluation of the comfort, such as the level of noise and the
level of vibration, are indicated in the relevant annex to the The related documentation is to be made available to the
Certificate of Classification. Society for reference.
The parameters are only verified once for all when the unit 1.3.2 Principles
is classed. Design loads and motions are to be evaluated, based on the
As an initial approach, the requirements for the additional following:
class notations COMF HEALTH-NOISE-g and COMF a) Classification marks and notations
HEALTH-VIB-g given in Part C, Chapter 5 are to be consid- b) Environmental conditions (transit/towing phases, site)
ered. The Society is to take into account realistic criteria
upon the final evaluation of the unit and based on the c) Production effects (lightweight, loading cases).
Owner requirements. When a navigation notation completes the site and/or tran-
sit notations (as defined in Pt A, Ch 1, Sec 2, [5]), the esti-
mated loads and motions from the hydrodynamic analysis
1.2.14 STAR-MACH and STAR-MACH SIS
are to be compared to the rule values given for the granted
The additional class notations STAR-MACH and STAR- navigation notation in order to determine the rule design
MACH SIS reflect that a risk analysis has been performed loads and motions.
for the unit machinery and systems, based on the applica-
A Design Criteria Statement, as defined in [1.2.5], lists the
tion of operational and maintenance procedures.
services performed by the unit and the design conditions
They may be granted to units complying with the relevant and other assumptions (including results of the hydrody-
requirements of Pt E, Ch 1, Sec 3 of the Ship Rules, as fol- namic analysis) on the bases of which class is assigned to
lows: the unit.
STAR-MACH SIS, for units on which a Planned Mainte- Considering the intended service life with possible objec-
nance Survey System (PMS), as defined in Pt A, Ch 2, tive of no dry-docking during this period, accessibility for
Sec 1, [4.4], is implemented in-service inspections is to be considered during the
detailed design phase.
STAR-MACH, for all the other units.
Pt D, Ch 1, Sec 1
1.3.3 Conversion, redeployment or life extension of and inspection (see Ch 1, Sec 3, [2.3]). Any deviation from
existing units these standards is to be clearly documented on the con-
As a rule, structural reassessment is mandatory in case of struction drawings and in the specifications.
redeployment, life extension or conversion work of existing When the Ship Rules are applied for the design of the hull
units or ships (see NI 593). current parts, attention is to be paid to the loads specified in
A feasibility study is required for projects based on conver- [1.3.4].
sion of existing seagoing ships into units intended to have The Society reserves the right to require additional docu-
one of the notations given in [1.2.1]. mentation for the design of ship structures like skeg, bilge,
As a minimum, complete re-measurements of the scant- equipment supports, etc.
lings, including comprehensive surveys, are required to
evaluate the condition of the unit. 1.3.7 Definition of offshore areas
For the areas specific to offshore service, such as the ele-
1.3.4 Loads ments listed in Ch 1, Sec 3, Tab 1, reference is made to Part
The design of the structure is to consider the relevant load- B. More details are given in Ch 1, Sec 3, [2.2].
ing conditions and associated loads, including: In case of conflict between the Ship Rules and the present
a) still water conditions Chapter, the latter one is to take precedence over the
requirements of the Ship Rules.
b) extreme environmental conditions during unit operation
(100-year wave)
1.4 Design life
c) offloading conditions
d) limiting conditions before the disconnection from a sin- 1.4.1 The requirements about the service life, the design
gle point mooring, if relevant life, unit modifications and unit re-assessment are given in
Pt A, Ch 1, Sec 1, [1.7].
e) conditions during maintenance or inspection operations
f) transit/towing conditions, from the construction/conver- 1.5 Station keeping
sion location to offshore site and between the different
construction shipyards, when relevant 1.5.1 General
g) loads induced by process and other equipment, in The additional service features POSA, POSA HR and POSA
above conditions, as relevant JETTY cover the complete installation, from anchors or piles
h) damaged conditions, in accordance with the provisions and their fixation in seabed to the fastening devices on the
of Part B, Chapter 2 and Part B, Chapter 3, and taking unit hull for mooring. The provisions for classification are
into account the damage assumptions as given in Ch 1, given in NR493.
Sec 2. Note 1: Classification of the position mooring equipment is manda-
tory for permanent units.
1.3.5 Hull attachments and appurtenances The station keeping of the unit may be reached by different
Loads on the hull are to be clearly identified by the shipyard design configurations, which are subject to review, on a
or the designer. All structures welded to the hull (such as case-by-case basis:
major supports for topsides, flare tower, pipe rack and other a) The floating structure may use catenary, taut spread
hull appurtenances) should be considered regardless of the moorings and/or dynamic positioning systems. Mooring
actual scope of Classification for these structures. Loads are lines may be either combined into a turret base (SPM
to be indicated for operation, design, towing and damage Single Point Mooring) with a single point of contact to
conditions. the hull of the floating unit, or connected to the hull in
When attached structures and equipment are designed by more than one position (spread mooring system).
an independent contractor, the Society may require the b) The floating unit may be connected to a fixed tower
Owner to provide additional design analysis integrating the using a pendulum link arrangement instead of the moor-
loads on attached structures and structure design of the ing hawser.
hull, if not foreseen in design specification.
c) The mooring system may be based on use of the Cate-
The attachments and appurtenances are within the scope of nary Anchor Leg Mooring (CALM) concept (pendulum
Classification if the supported equipment is either within link or rigid arm connection to the hull of the floating
the scope of Classification or essential for the safety of the unit).
unit. Otherwise, the interface between classed and non-
d) The floating structure may have an external or internal
classed parts is to be defined on a case-by-case basis.
turret in the hull enabling the hull to weathervane (in
1.3.6 Definition of ship areas particular for units positioned in severe environmental
areas).
For the hull construction, and similarly to the approach for
the design detailed in the present Rules, the shipbuilding e) The floating structure may be moored permanently to a
practice, the industry and regulatory requirements and the jetty.
Ship Rules (as defined in [4.2.6]) are the base references for The assessment of a mooring system requires evaluation of
the construction of the hull current parts, including materi- the unit motions, the resulting excursions and the line ten-
als, details, welding qualification, fabrication tolerances sions, under specified environmental conditions.
Pt D, Ch 1, Sec 1
The structural parts of the station keeping system are to unit, differential displacements of support points and other
comply with Part B, Chapter 2 and Part B, Chapter 3, in relevant loadings, in accordance with the provisions of Part
addition to the provisions of NR493. B, Chapter 2.
When the station keeping of the unit is achieved by means
1.6.2 Notation PROC not requested
of a turret, the turret structure and structures connecting the
turret to the hull are to be designed in accordance with the When the additional class notation PROC is not requested,
provisions of Ch 1, Sec 8, [1.2]. the structure of deck modules, flare boom and other struc-
tures housing production equipment are not covered by the
When the station keeping of the unit is achieved by means of classification.
a spread mooring system, reference is made to Ch 1, Sec 8,
[1.3]. For equipment and piping installations, where classed sys-
tems within the hull have some part of their facilities
1.5.2 Dynamic positioning systems located within the topsides, these facilities are covered by
the classification. The Society reserves the right to include
The mooring system may consist, either partly (combined
in the scope of classification the structure of the supporting
with passive mooring systems as described in [1.5.1]) or
skid and its connection to the topside structure, even if this
entirely, in dynamic positioning systems, for which refer-
structure is mainly supporting production facilities.
ence is made to the requirements given for additional class
notation DYNAPOS in the Ship Rules, Pt E, Ch 10, Sec 6. The classification covers the equipment necessary to the
proper operation of these systems, as requested by the Rules
1.5.3 Mooring to buoy and other related applicable rules or standards.
The mooring of the floating unit may be realized through a Classification excludes all the equipment only necessary to
buoy, which is a floating body, usually not manned, gener- the operation of the topsides systems. For these systems,
ally of a cylindrical shape, and fitted with mooring equip- upon receipt of specific information and request, the Soci-
ment as deemed necessary. Such buoy may also ensure the ety endeavours to verify that failure of equipment and sys-
fluid transfer between the production and/or storage unit or tems external to the scope of classification does not impair
the onshore installation and the moored floating unit. significantly the hull installation. For the structure support-
ing classed equipment, the attending Surveyor verifies the
The buoy, mooring system included, is to be classed by the
proper fitting of the local supporting elements, as indicated
Society. The additional service feature POSA is to be granted
by the equipment manufacturer.
to the buoy.
Particular attention is to be paid to the design of the pipe
The arrangement of the buoy is to comply with NR494,
rack on the main deck, which remains within the scope of
Rules for the Classification of Offshore Loading and
classification, regardless of the presence of pipes serving the
Offloading Buoys.
topsides process plants.
1.5.4 Single Point Mooring Fig 1 and Fig 2 show examples of classification limits for
different types of appurtenances.
For mooring to an existing Single Point Mooring (SPM) (pos-
sibly classed by another Classification Society), detailed
Figure 1 : Example 1 of classification limits
documentation of the SPM is to be submitted to the Society
for review. This documentation is to include certificate, Flare tower
design and maintenance. The Society reserves the right to
require complete re-classification of the installation, includ-
ing remeasurement of lines and anchors.
Limit of classification
1.6 Scope of additional class notations
Main deck
1.6.1 Classed topsides - Notation PROC
The structure of topside modules supporting entirely the
classed equipment is covered by class and is to be designed
and built in accordance with the relevant requirements of
Part B, Chapter 2 and Part B, Chapter 3.
When the additional class notation PROC is granted, the
structure of deck modules, flare boom and other structures
housing production equipment, as well as related facilities,
are to be designed and built in accordance with the relevant
requirements of Part B, Chapter 2 and Part B, Chapter 3.
When not subjected to green waters, and subject to the
Society agreement, topsides structures may be designed fol-
Excluded from classification
lowing other recognized standards, provided due consider-
Included in classification
ation is given to inertial loads, overall deformations of the
Pt D, Ch 1, Sec 1
Figure 2 : Example 2 of classification limits When the crane pedestal and its foundation are welded to a
classed topside structure covered by the notation PROC,
Typical riser porche they are covered by class for the specific loads provided by
the designer.
When one of the additional class notations ALP, ALM and
ALS is granted and the crane pedestal is partially or com-
pletely supported by a topside structure not covered by
class (notation PROC not requested), the crane pedestal and
its foundation are not covered by class. In case the pedestal
is connected to the topside structure and extended over the
Limit of classification
hull, only the part of pedestal connected to the hull is
classed for the specific loads provided by the shipyard.
The structure calculation for the crane pedestal and its foun-
dation is to be submitted to the Society for information if
not requested otherwise for classification.
Note 1: For the additional class notations ALP, ALM and ALS, the
construction mark as defined in Pt A, Ch 1, Sec 2 is required.
1.7 Classification and towing/transit

1.7.1 General
The towing or sailing by means of own propulsion system,
between the construction shipyard and the intended site, is
Excluded from classification
covered by classification requirements. To flag the unit is:
Included in classification
recommended for the towing
1.6.3 Riser attachment - Additional class notation mandatory in international waters and when people is
RIPRO onboard. Attention is to be paid to the compliance with
The additional class notation RIPRO may be assigned to international codes and standards as required by
units fitted with risers meeting the requirement of Ch 1, Sec National Authorities.
14, [2]. In accordance with the provisions of classification, any tem-
In case the additional class notation RIPRO is not requested porary conditions during fabrication and load out, any
by the Owner, the classification is limited to the riser foun- intermediate towing between two construction sites before
dations securing the risers to the floating unit. Documenta- complete finalisation of the unit and final load out of top-
tion of the estimated design loads is to be submitted to the side modules are considered beyond the scope of classifica-
Society for information. tion, unless a specific demand has been received from the
party applying for classification.
As risers influence the anchoring system of the hull, the
Society reserves its right to require appropriate documenta- 1.7.2 Environmental conditions for towing/transit
tion for the installation, the additional class notation RIPRO
The Society may require:
being or not being requested.
detailed documentation for the intended route between
Equipment fitted onboard for the installation of risers are
the construction shipyard and the intended site, and
considered as outside the scope of classification unless
requested by the Owner or unless an additional class nota- further investigation of slamming loads, green waters,
tion for the lifting appliances is requested. The attachment bow impact and ice loads, if any, depending on the
of all equipment to the hull structure is covered by classifi- severity of the intended route, the planned period of the
cation and it is to be documented that the resulting loads on year and duration for the towing.
the hull are based on breaking strength of the wires used Extreme loads for towing/transit are to be taken by default
during installation. for a return period of 10 years (typically referred to as a
probability level of 107,7). Different values may be consid-
1.6.4 Lifting appliances - Additional class notations
ALP, ALM and ALS ered if specified by the party applying for classification.
The additional class notations ALP, ALM and ALS may be Limitations on sea heading (for avoidance of beam seas)
assigned to units equipped with cranes and other lifting including possible seasonal limitations are to be defined by
appliances meeting the relevant requirements of NR526, the Owner and/or the party applying for classification.
Rules for the Certification of Lifting Appliances onboard
Ships and Offshore Units. 1.7.3 Fatigue strength during towing/transit
When no additional class notation for lifting appliances is The Society reserves the right to require, for structural mem-
granted, the classification covers only the crane pedestal bers, a direct fatigue analysis resulting from the towing/tran-
and its foundation welded to the hull, considering the loads sit. Such fatigue analysis is to be combined with the overall
fatigue verification of the unit in operation at intended site.
specified by the designer.
Pt D, Ch 1, Sec 1
1.7.4 Temporary mooring during towing/transit

The floating unit is to be equipped with temporary mooring 3.1.2 Conflict of Rules
(anchoring) equipment during the towing/transit operation. In case of conflict between the present Rules and any Statu-
This equipment may be removed when the unit is perma- tory Requirements as given by Flag State or Coastal State,
nently moored at the operation site. the latter ones are to take precedence over the requirements
of the present Rules.
2 Rule application
3.2 International Convention on Load Lines
2.1 Hull structure 3.2.1 Application
2.1.1 The Sections to be applied for the hull scantling and Compliance with the Load Line Convention may be
arrangement are given in Tab 1. required by the Owner, the Flag State and/or the Coastal
State.
Table 1 : Sections applicable for hull scantling The Load Line Convention is in general applicable to units
having structural type and service notations as given in
Applicable Sections or Articles
Part [1.2.1] for the towing phase. In case the unit has a flag once
General Specific in service at site, application of the Load Line Convention
Fore part Ch 1, Sec 1 Ch 1, Sec 8, [3] may result in issuance of a Load Line Certificate.
Ch 1, Sec 2 Ch 1, Sec 6 Application of ILLC has an impact on the stability require-
Central part Ch 1, Sec 3 ments (see Ch 1, Sec 2).
Ch 1, Sec 7
Ch 1, Sec 4
Aft part Ch 1, Sec 8, [4] 3.2.2 ILLC at site
Ch 1, Sec 9
The Society verifies that the maximum draught of the unit is
2.2 Other structures equal to, or less than, the draught derived from the calcula-
tion of the geometrical freeboard as given by the Load Line
2.2.1 The Articles to be applied for the scantling and Convention, considering the unit as tanker.
arrangement of specific structures are given in Tab 2.
Operating draughts exceeding the maximum draught as
Table 2 : Articles applicable for scantling given by this Convention may be accepted in special cases,
of other structures depending on the severity of the environmental conditions
and subject to the approval of Coastal State and/or Flag
Item Applicable Articles State.
Superstructures and deckhouses Ch 1, Sec 8, [5]

3.3 MARPOL 73/78
Station keeping Ch 1, Sec 8, [1]
Topside Ch 1, Sec 8, [2] 3.3.1 Application
Helicopter decks Ch 1, Sec 8, [6] The Society recommends to apply the Guidelines for appli-
cation of the revised MARPOL Annex 1 requirements to
Boat landing Ch 1, Sec 8, [7]
FPSOs and FSUs issued by IMO as document MEPC
Hull outfitting Ch 1, Sec 8, [7] 139(53) and MEPC 142 (54).
3 Statutory requirements 3.4 SOLAS
3.1 General 3.4.1 Application

Attention is drawn to the fact that SOLAS requirements may
3.1.1 Project specification be applicable to the units covered by the present Rules, at
Prior to commencement of the review of drawings, the the request of competent authorities.
complete list of Regulations, Codes and Statutory Require- The provisions of the present Rules do not cover all the
ments to be complied with is to be submitted for informa- SOLAS requirements.
tion:
International Regulations 3.5 IMO MODU
Flag State requirements
Coastal State requirements 3.5.1 Application
Owner standards and procedures Compliance with MODU may be required by the Owner,
the Flag State and/or the Coastal State.
Industry standards.
The Society reserves the right to refer to MODU require-
The project specification is also to specify the list of statu- ments for fire-fighting equipment of the helideck installa-
tory certificates requested by the Owner. tion.
Pt D, Ch 1, Sec 1
4 References 4.2.7 Rule length

For offshore service units with a propulsion system, the rule
4.1 General length L is determined similarly to seagoing oil tankers (see
the Ship Rules). In case of units without rudder shaft, the
4.1.1 Unless otherwise specified, the units, symbols, defini- rule length L is to be taken equal to 97% of the extreme
tions and reference co-ordinate system given in Pt B, Ch 1, length at the maximum draught.
Sec 2 of the Ship Rules remain applicable. The extreme length at the maximum draught is not to
include external turret system or boat landing platforms
4.2 Definitions possibly attached to the extreme ends.
4.2.1 Floating production units 4.2.8 Hull and superstructures

A floating production unit (FPU) is a unit fitted with process- The hull is a barge shaped floating structure with overall
ing equipment necessary to perform basic treatment (de- dimensions in accordance with Pt B, Ch 5, Sec 2 of the Ship
watering, degassing, gas compression, etc.) of hydrocarbons Rules. The purpose is to store oil (if applicable), ballast and
received from wells, prior to storage and/or export. production liquids. In addition, dedicated machinery
spaces are provided for essential generators, etc.
4.2.2 Floating storage units
The hull includes:
A floating storage unit (FSU) is a surface unit intended for
the storage in bulk of liquid cargoes as defined in [4.2.14]. the living quarters, which are to be designed and built in
accordance with the relevant requirements for super-
4.2.3 Floating storage and offloading units structures given in the Ship Rules. See also Ch 1, Sec 4,
A floating storage and offloading unit (FSO) is a unit fitted [2.1]
with equipment for offloading stored hydrocarbons by shut- the supports for pertinent features of hull structure
tle tankers, moored alongside or in tandem mode. design, named attachments and appurtenances in
Note 1: Export may alternatively be performed by an export flow- these Rules, as, for example, hull topsides supports and
line leading to another offshore installation (e.g. a loading buoy). foundations. The interface point is the bearing and slid-
ing supports of the topside modules.
4.2.4 Floating production, storage and offloading
units 4.2.9 Topsides
Production and storage installations may be combined into A topside structure is usually an independent structure
floating production and storage units (FPSU) or into floating located on the deck of the floating unit (typically the free-
production, storage and offloading units (FPSO). board and strength deck). Depending on the supporting
arrangement, provisions are to be taken for possible effects
4.2.5 Station keeping of longitudinal stress and deformation from hull girder in
A floating production and/or storage unit may be kept in the topsides structure. Topsides equipment may contain
position by means of either: essential marine systems which are within the scope of clas-
a single point mooring at which the unit is moored or sification. The Society may require detailed documentation
articulated, or for information.
an independent anchoring system, or The topsides are usually arranged into modules to ease fab-
a dynamic positioning system. rication and installation, and to reduce impact from longitu-
dinal stress in hull girder of the floating unit.
When provided, the anchoring system may consist in a
spread mooring system or a turret system. 4.2.10 Site draughts
The mooring system may be a disconnectable system, e.g. The draught is the distance, in m, from the base line to the
for units located in typhoon areas, which have kept their waterline, measured amidships.
ship propulsion and steering appliances and are able to sail The maximum site draught is the deepest draught able to be
the way in case of typhoon, or for units located in iceberg observed during operation.
lanes.
The minimum site draught is the lightest draught able to be
An auxiliary propulsion system (thruster) may be fitted, e.g.
observed during operation.
to assist weathervaning or to provide a minimum manoeu-
vrability to the unit, when disconnected.
4.2.11 Transit draughts
4.2.6 Ship Rules For any transit phase, a maximum draught and a minimum
Following [1.2.3], when Ship Rules are mentioned in the draught are to be determined by the designer and reflected
present Rules, reference is made to Rule Note NR467, Rules in the associated loading conditions.
for the Classification of Steel Ships. The applicable require-
ments are those for ships greater than 65 m in length. The 4.2.12 Fore and aft parts
designer has to contact the Society for information about The fore part and aft part are determined on a case-by-case
the latest applicable version of these Rules. basis, according to the main wave heading.
Pt D, Ch 1, Sec 1
4.2.13 Splash zone 5 Calculations

The splash zone is the zone of the floating structure which
is alternately in and out of water due to wind, waves and
motions. Areas which are wetted only in case of major
5.1 Calculations to be submitted
storms are excluded from the splash zone.
5.1.1 Procedures
The exact location and vertical extent of the splash zone are
Procedures and assumptions used for structural and hydro-
to be determined at the design stage as a function of the
dynamic calculations requested by the Rules are to be sub-
environmental conditions at the intended site.
mitted to the Society for review prior to submission of final
Unless otherwise indicated by the designer, the splash zone report with conclusions of the analysis.
is usually considered as extending from 3 m below the low-
est operational draught up to 5 m above the maximum The following calculations are to be submitted:
loaded draught. Hydrodynamic calculations:
Corrosion in the splash zone during service is to be pre- - direct calculation report
vented by means of protective coating systems and/or corro-
sion margins and thickness increments of the plating. - model test report and calibration report, if relevant
Finite element calculations:
4.2.14 Cargo
- primary supporting members of cargo tanks
For the application of this Chapter, cargo means all the oil-
like liquids in relation with the drilling and process (produc- - topside supports
tion) operations and includes also all the flammable liquids - turret supports
having a flash point of less than 60C stored in bulk in cargo
- spread mooring seats
tanks of the unit.
- fatigue structural details
4.2.15 Corrosion addition
- topsides, when PROC notation is granted
The corrosion addition is the thickness to be added to the
net thickness in view of corrosion allowance, as defined in - spectral fatigue when Spectral Fatigue notation is
Ch 1, Sec 3, [4]. granted
Additional calculation procedures, for information:
4.2.16 Thickness increment
The thickness increment is the thickness that may be added - dropped object analysis procedure
to the gross thickness, in accordance with Ch 1, Sec 3, [5]. - collision analysis procedure
- explosion analysis procedure
4.3 Reference co-ordinate system
Calculation of design temperature of structural ele-
4.3.1 The ship geometry, motions, accelerations and loads ments, if relevant (see Ch 1, Sec 3).
are defined with respect to the following right-hand co-ordi-
nate system (see Fig 3): Detailed documentation of software used, demonstrating
calculation accuracy, may be requested by the Society.
Origin: at the intersection between the ship longitudinal
plane of symmetry, the aft end of L and the baseline
X axis: longitudinal axis, positive forwards 5.1.2 Calculation report
Y axis: transverse axis, positive towards portside The calculation report is to follow the procedure as
Z axis: vertical axis, positive upwards. described and agreed to, prior to commencement of the
study. Input data, considerations for decision of boundary
Positive rotations are oriented in anti-clockwise direction conditions and detailed stress results are to be available.
about the X, Y and Z axes.
Finite element models usually consist of plate elements.
Normal and shear stresses are usually obtained in the centre
Figure 3 : Reference co-ordinate system
of the element and stress plots are to show element stresses
Z and not a node average.
Graphically, information for several loading conditions is to
show deformation of structure and Von Mises stress values.
X
6 Design criteria and data
Y 6.1 General
6.1.1 The party applying for classification is to provide the

Society with the classification data and assumptions.
Relevant information is entered in the Design Criteria State-
AE ment.
Pt D, Ch 1, Sec 1
6.2 Site data 7 Documentation to be submitted

6.2.1 The party applying for classification is to specify the
7.1
site at which the unit will operate, and is to provide relevant
design data and background information. 7.1.1 The documentation to be submitted is to include the
Note 1: Units intended to operate on several sites or units not being following information, in addition to the documentation
permanent installations are specially considered. required in Part A, Chapter 1:
a) Design criteria and data, as defined in [6]
6.3 Operating loading conditions b) Data for hydrodynamic analysis:
6.3.1 General lines plan and appendices on hull
The data on unit operation are to include the information environmental data as required in Pt B, Ch 2, Sec 2
required from [6.3.2] to [6.3.5]. properties of the unit related to the assessment of
wind and current loads (areas, coefficients), when a
6.3.2 Cargoes and processed products heading analysis is performed (see Ch 1, Sec 4)
Characteristics of processed hydrocarbons and cargoes properties of mooring system and relevant information
intended to be stored (in particular H2S content). loading manual with description of each loading
condition
6.3.3 Environmental conditions
c) General drawings:
a) Extreme environmental conditions during unit operations
general arrangement of the unit, showing, as relevant:
b) Most severe environmental conditions, if relevant, dur- - location of the storage tanks with their openings,
ing offloading operations towards a shuttle tanker, ballast tanks, cofferdams and void spaces,
moored alongside or in tandem mode accesses to hazardous and safe spaces, cargo
c) Limiting conditions before disconnection from the sin- storage, production piping and vent piping on
gle point mooring, if relevant the open deck, bow or stern transfer lines, etc.
d) Most severe environmental conditions, if relevant, dur- - general arrangement of process, utility and con-
ing maintenance operations such as dismantling of main trol spaces
bearings of connection with the single point mooring - general arrangement of risers, riser supports and
manifolds
e) Environmental conditions during towing/transit from
construction/conversion location to offshore site, when general arrangement of hazardous areas
not covered by a navigation notation. flare radiation level plots
arrangement of the fore and aft spaces
6.3.4 Loads
general arrangement of the mooring system, or SPM
a) loads induced by connection to a Single Point Mooring, connection
if any, in all relevant conditions detailed in [6.3.3],
d) Structural drawings, specifications and supporting docu-
including:
ments:
loads in bearings, in case of arm and yoke connec- booklet of loading conditions
tions
mooring systems foundations (fairleads, tensioners,
loads on secondary bearings during maintenance winches, bollards, etc.), where applicable
operations
connections and supporting structure for floating
b) hawser loads, in case of connection by a hawser units connected to a single point mooring by an arm
c) maximum loads induced by shuttle tankers or a yoke
turret structural and mechanical drawings
d) loads induced by process and other equipment.
riser supports
6.3.5 Loading conditions foundations of deck modules and flare, if any,
The following loading conditions are to be considered: together with the corresponding loads
deck modules, as relevant
a) loading conditions in normal operations, including dis-
tribution of stored hydrocarbon, ballast, stores and oth- flare structure
ers, for the full sequence of loading-unloading of the specification of coatings and drawings of cathodic
unit protection, including hull outside and tank inside,
with drawings of anode securing devices
b) loading conditions in any other particular condition of
operation, such as light ballast, or tank cleaning/inspec- e) Machinery and piping drawings:
tion, and related limiting conditions for environment oil and gas processing plant (general arrangement,
c) loading condition for towing/transit. PID)
Note 1: For control of loadings during operations, refer to Ch 1, Sec cargo offloading equipment
5, [2.3]. gas disposal system
Pt D, Ch 1, Sec 1
diagram of cargo and gas piping systems, including arrangement of instrumentation in control stations
offloading piping
f) Inert gas installations:
connections to risers
single-wire diagram of the installation, together with
diagram of stripping system for cofferdams, pump
the following main characteristics: capacity, pres-
rooms and other spaces within the storage area
sure, temperature, O2 content, water content
diagram of cargo tank vent systems
list of the components (with their characteristics) of:
specification of pumps, valves, expansion joints and
pipes, scrubber, blowers, non-return devices, valves,
other cargo piping fittings
pumps, protective devices for overpressure and vac-
drawing of cargo pump shaft stuffing boxes at bulk- uum
head penetrations
general arrangement plan of installations on board
arrangement of gastight bulkhead penetrations
bilge and drainage systems for hazardous areas diagram of monitoring and alarm systems
ballast pumping within storage area specifications of O2 analyser, recorder and portable
remote control of cargo and ballast pumping systems control instruments
specifications and drawings of cargo hoses g) Safety plans:
cargo tank heating system drawing and specification of fire and gas detection
crude oil tank washing systems, together with speci- systems
fication of equipment
fire protection details in accommodation areas
arrangements for gas-freeing of cargo tanks
pressure water fire main
drawings of product swivels
drawings of electrical swivels fire extinguishing systems in machinery and accom-
modation areas
arrangements for venting cargo tanks, including
specification of venting fittings foam extinguishing systems within storage area: gen-
pressure-vacuum valves eral arrangement diagram, calculation note, foam
agent specification, characteristics of foam monitors
arrangement and capacity of air ducts, fans and
and hoses
motors in storage area, together with justification of
their anti-sparking properties fire-extinguishing system in cargo pump rooms: gen-
rotating parts and casings of fans eral arrangement plan and calculation note
level-gauging arrangements, including drawings and fire-extinguishing system in process areas
specifications h) Others:
emergency shut-down system
documents relevant to contemplated additional
remote control and monitoring systems, including class notations, as specified in the Rules.
specifications of instrumentation
Pt D, Ch 1, Sec 2
SECTION 2 SUBDIVISION AND STABILITY
1 General b) For trim and stability booklet:

The information that is to be included in the trim and
1.1 Application stability booklet is given in Pt B, Ch 3, App 2, [1.1] of
the Ship Rules.
1.1.1 The present Section defines the subdivision and sta- The loading conditions to be checked are given in
bility requirements, with respect to risks of capsizing or [2.2.2].
risks of pollution of the sea for units covered by the present c) In addition to the requirements of Pt B, Ch 3, Sec 2 of
Chapter (see Ch 1, Sec 1, [1.2.1]) and intended to receive the Ship Rules, the criteria of Pt D, Ch 7, Sec 3, [1.2] of
the service notation oil storage. the Ship Rules are to be complied with.
1.1.2 Units covered by the present Chapter but not 2.2.2 Loading conditions
intended to receive the service notation oil storage are to The following conditions are to be submitted:
comply with the requirements of Part B, Chapter 1 instead lightship condition
of the present Section.
transit/towing condition
1.1.3 Provisions of the Ship Rules applicable to oil tankers selected operational loading conditions covering fore-
are also applicable to units intended to be granted a nota- seen fillings of the cargo tanks. One of the conditions
tion including oil tanker ESP/offshore service ship. must correspond to the maximum draught
For the assignment of a tropical freeboard, the corre-
sponding loading condition has also to be submitted
2 Stability loading conditions for inspection of the cargo tanks,
where one or two consecutive cargo tanks are empty (to
2.1 General be consistent with operational practice).
2.1.1 Free surface effects 2.3 Damage stability

The free surface effects of partially filled tanks are to be
taken into account in the stability calculations. Filling 2.3.1 General
restrictions entered in the operating manual are to be given The unit is to comply with the requirements of Pt D, Ch 7,
special consideration by the Society. Sec 3, [1.3] of the Ship Rules which are similar to the ones
in MARPOL.
Nominally full cargo tanks are to be corrected for free sur-
face effects at 98% filling level. In doing so, the correction However the extent of damage given in Pt D, Ch 7, Sec 3,
to initial metacentric height are to be based on the moment Tab 1 of the Ship Rules is not fully applicable. The Table is
of inertia of liquid surface at 5 of the heeling angle divided to be replaced by the prescriptions given in [2.3.2].
by displacement, and the correction to righting lever is sug-
2.3.2 Extent of damage
gested to be on the basis of real shifting moment of cargo
liquids. For the units covered in the present Chapter, the extent of
damage on the bottom is disregarded.
2.1.2 Documentation to be submitted The assumed extent of damage on the side shell is to be as
A stability file is to be submitted by the Owner or its repre- follows:
sentative. It has to include line plans, capacity plans, justifi- longitudinal extent lc:
cation of lightship characteristics, definitions of loading
lc = 1/3 LLL2/3 or 14,5 m, whichever is the lesser
conditions, damage stability booklet, etc.
transverse extent tc measured inboard from the side shell
plating, at right angle to the centreline, at the level of
2.2 Intact stability summer load line:
2.2.1 General tc = B/5 or 11,5 m, whichever is the lesser
The requirements of Pt B, Ch 3, Sec 2 of the Ship Rules con- vertical extent vc , from the moulded line of the bottom
cerning the intact stability are to be complied with. In addi- shell plating at centreline: upwards without limit.
tion, the following requirements are applicable:
2.3.3 Type A freeboard
a) For inclining test and lightweight check: For units assigned with a type A freeboard, the requirements
The unit is to comply with the requirements of Pt B, Ch 3, of Pt B, Ch 3, App 4 of the Ship Rules, which are similar to
App 1 of the Ship Rules. the ones in ILLC 66, are also to be complied with.
Pt D, Ch 1, Sec 2
3 General arrangement of oil storage 3.2.7 Void space

units A void space is an enclosed space in the storage area exter-
nal to a cargo tank, except for hold space, cargo pump room,
pump room, or any space normally used by personnel.
3.1 General
3.2.8 Other spaces
3.1.1 The requirements of Article [3] are additional to, or
replace, in case of conflict, those of Part C, Chapter 4. For definition of other spaces, refer to Part C, Chapter 4.
3.2.9 Independent piping system

3.2 Definitions
An independent piping system is a piping system for which
3.2.1 Storage area no potential connection to other piping systems is available.
The storage area is that part of the unit which contains cargo
3.2.10 Separate piping system
tanks as well as slop tanks, storage pump rooms, including
any other rooms or spaces adjacent to storage tanks or slop A separate piping system is a piping system which is not
tanks as well as deck areas throughout the entire length and permanently connected to another piping system. This sep-
breadth of the unit above the mentioned spaces. aration may be achieved by detachable spool pieces and
valves and suitable blind flanges, or two spectacle flanges
3.2.2 Manned end arranged in series with means between the two spectacles
flanges to detect leakage.
The manned end is the end of the unit where accommoda-
tion is located. Operational separation methods are normally not to be
used within a cargo tank.
Note 1: For the most tankers converted into storage units or storage
and accommodation units, the manned end corresponds to the aft
end. 3.3 Cargo tanks
3.2.3 Forward end 3.3.1 Segregation requirements

The forward end of the unit is defined as: Cargo tanks and slop tanks are to be segregated from
for floating units intended to receive a combination of accommodation, service and machinery spaces, drinking
service and structural type notations including water and stores for human consumption by means of a cof-
tanker/offshore service ship: the forward end, as usually ferdam, or any other similar space.
considered, irrespective of the end connected to a single
point mooring, if any 3.3.2 Ends of storage area
for newbuilt barges articulated around, or moored at, a A cofferdam or similar compartment is normally to be pro-
single point mooring: the end next to this single point vided at both ends of the storage area. Such a cofferdam is
mooring to be bounded by oil-tight bulkheads 760 mm apart as a
minimum and extending from keel to deck across the full
for the other units: the end constituting the forward end breadth of the unit.
during towage.
3.3.3 Double bottom
3.2.4 Production equipment
Double bottoms adjacent to cargo oil tanks are not to be
Throughout the present Chapter, production equipment used as oil fuel bunkers.
means equipment (piping and accessories, valves, pumps,
pressure vessels, etc.) containing or liable to contain hydro-
3.3.4 Arrangement of tanks
carbon products under treatment, excluding transfer from
these production installations. The size and arrangement of cargo tanks and ballast tanks
located in the storage area are to comply with the applica-
3.2.5 Cargo pump room ble provisions of Article [2].
A cargo pump room is a space containing pumps and their

3.3.5 Fore and aft peaks
accessories for the handling of cargo.
Cargo is not to be loaded in fore or aft peaks.
3.2.6 Pump room
After special examination by the Society, newbuild floating
A pump room is a space, possibly located in the storage units may be given a dispensation from the installation of a
area, containing pumps and their accessories for the han- collision bulkhead or aft peak bulkhead provided that the
dling of ballast and oil fuel, or other supplies, cargo being corresponding extremity is efficiently protected by an Single
excluded. Point Mooring articulated to the unit.
Pt D, Ch 1, Sec 2
3.4 Location and arrangement of spaces b) Glazed ports can be provided in the bulkhead separat-
adjacent to storage area ing the cargo pump room from machinery spaces pro-
vided they satisfy the following conditions:
3.4.1 Machinery spaces they are to be sufficiently protected from mechani-
All machinery spaces are to be separated from cargo and cal damage
slop tanks by cofferdams, cargo pump rooms, oil fuel bun- strong covers are to be permanently secured on the
kers or permanent ballast tanks. machinery compartment side
However, the lower portion of the pump room may be glazed ports are to be so constructed that glass and
recessed into the machinery spaces of category A to accom- sealing are not damaged by any deformations of the
modate pumps provided that the deck head of the recess is unit
in general not more than one third of the moulded depth
above the keel. In the case of units of not more than the glazed ports are to be so constructed as to main-
25000 tonnes deadweight, where it can be demonstrated tain the structural integrity and the bulkhead resist-
that for reasons of access and satisfactory piping arrange- ance to fire and smoke.
ment this is impracticable, the Society may permit a recess
in excess of such height, but not exceeding one half of the 3.5.2 Bulkhead penetrations
moulded depth above the keel.
The number of penetrations through the bulkhead separat-
ing the cargo pump room from the machinery spaces is to
3.4.2 Ballast pump rooms
be kept to a minimum.
Pump rooms containing pumps and their accessories for the
handling of ballast for spaces adjacent to cargo tanks and Any penetration through bulkheads or decks bordering the
slop tanks and pumps for fuel oil transfer may be consid- cargo pump room is to be of a type approved by the Society.
ered as equivalent to a cargo pump room for the application
of [3.4.1] and Ch 1, Sec 10, [1.4], provided that such pump 3.6 Drainage arrangements and slop tanks
rooms fulfil the safety requirements applicable to cargo
pump rooms.
3.6.1 Drainage arrangements
The lower portion of pump rooms may be recessed into cat- Drainage arrangements for safe areas are to be entirely sep-
egory A machinery space to accommodate pumps, pro- arate and distinct from drainage arrangements from hazard-
vided that the deck head of the recess is not more than one ous areas.
third of the moulded depth above the keel.
3.6.2 Deck spills
3.4.3 Process and utility
Means are to be provided to keep deck spills away from the
Process and utility spaces may be located above main deck
accommodation and service areas. This may be accom-
in the storage area.
plished by providing permanent continuous coaming of a
Utility and control spaces, and other enclosed spaces, suitable height extending from side to side.
which are not themselves hazardous areas, are to be sepa-
rated from deck by a distance of 3 m minimum, or by a cof- 3.6.3 MARPOL Convention
ferdam.
The attention of the Designer is drawn to the fact that the
arrangements for the storage on board a unit, and the dis-
3.4.4 Accommodation, control and service spaces posal of bilge and effluent from the production spaces are
Accommodation spaces, main cargo oil control stations, subject, outside the scope of classification, to requirements
control stations and service spaces (excluding isolated of the appropriate National Authority, in application of the
cargo handling gear lockers) are to be positioned outside MARPOL Convention.
the storage area and cofferdams or other spaces (crude oil
pump rooms, oil fuel bunkers or permanent ballast tanks) 3.6.4 Slop tanks
considered as equivalent isolating cargo oil or slop tanks
Slop tanks, where fitted in pump rooms, are to be of a
from machinery spaces.
closed type, air and sounding pipes being led to the open
Note 1: A recess provided in accordance with [3.4.2] need not be deck.
taken into account when the position of these spaces is being deter-
mined.
3.7 Ballasting of double bottom and narrow
tanks
3.7.1 It is recommended to provide suitable arrangement
3.5.1 Glazed ports in bulkheads
for ballasting double bottom tanks and double hull tanks
a) The cargo pump rooms are to be separated from the within storage area, if any, and cofferdams and other void
other spaces of the unit by oil tight bulkheads and are spaces contiguous to storage tanks, in order to facilitate gas-
not to have any direct access to the machinery spaces. freeing of such compartments.
Pt D, Ch 1, Sec 3
SECTION 3 STRUCTURE DESIGN PRINCIPLES
1 Definition of the unit areas 1.1.4 Limits between ship areas and offshore areas
The offshore areas always include the following items:
1.1 Principles the foundations of modules and equipment defined in
Tab 1 and their additional local structural members
1.1.1 General
the inserts in primary supporting members, decks, bulk-
Following analysis of the stress level in the structure and heads and side shell
design environment, the Society may categorize some of
the reinforced longitudinal stiffeners
the areas as ship areas or as offshore areas.
the partial stringers, deck girders and web frames.
Elements and types of areas are listed in Tab 1.
The Society reserves its right, according to appropriate For other members and when the limits of offshore area is
structural analyses, to declare other elements as belonging not obvious from engineering judgment, the offshore area is
to offshore areas. to be extended up to a distance where the equivalent mem-
brane stress is lower than 30 MPa when only appurtenance
Table 1 : Types of areas forces are applied.
Elements Area 1.1.5 Structural categories for offshore areas

Flare tower supports Offshore areas are divided into three categories (special,
Turret moon pool, casing, and first and secondary) for the structural members.
surrounding area These categories are defined in Pt B, Ch 3, Sec 2, [2].
Topsides supports at main deck Components in load transmission areas and contributing to
Crane pedestals and foundation into hull the load path, including stiffener brackets, flanges etc., are
Helideck support structure
to be categorized as first or special category area.
Mooring supports Offshore area In principle, topside supports are to be categorized as first
category elements with the highly stressed area as special
Hose handling crane pedestal and category element.
foundation into hull
The helideck structure is considered as first category ele-
Offloading equipment foundations
ment.
Riser porches and their foundations to
the hull
Towing brackets and their foundations 2 Materials and testing
Other elements Ship area
2.1 Design temperature
1.1.2 Offshore area requirements
2.1.1 For the purpose of steel grade requirements stated in
Offshore areas listed in Tab 1 are to be in accordance with [2.2] and [2.3], the design temperature of structural elements
the requirements of Part B: is to be calculated as required in Pt B, Ch 2, Sec 2, [6].
a) Concerned areas are to include the part of the ship
structure affected by the loads on listed elements.
2.2 Offshore areas
b) Structural elements contributing to the longitudinal
strength of the hull girder are also to comply with 2.2.1 General
strength requirements for ship areas (see [1.1.3]).
The steel grade of elements belonging to offshore areas, as
defined in [1.1.1], is to be determined in accordance with
1.1.3 Ship area requirements the requirements of Pt B, Ch 3, Sec 2.
Ship areas listed in Tab 1 are to be in accordance with
Part B and Part D, Chapter 7 of the Ship Rules which remain 2.2.2 Secondary category elements
applicable except where otherwise specified in the present
The steel grades of structural elements categorized as sec-
Chapter.
ondary category are to comply with the most stringent
In case of conflict between the Ship Rules and the present between Pt B, Ch 3, Sec 2 of the present Rules and Pt B,
Chapter, the most severe is to take precedence. Ch 4, Sec 1 of the Ship Rules.
Pt D, Ch 1, Sec 3
2.3 Ship areas 3 Structural principles

2.3.1 The steel grade of elements belonging to ship areas as
3.1 Accessibility for inspection during
defined in [1.1.1], is to be chosen in accordance with Pt B,
Ch 4, Sec 1 of the Ship Rules. service
3.1.1 Principle
2.4 Steels with specified through thickness Accessibility for inspection, and also for maintenance, is
properties required with respect to the durability and integrity of the
structure.
2.4.1 The steels with specified through thickness properties
are to comply with the requirements in Pt B, Ch 3, Sec 2, [4] 3.1.2 Underwater parts
When the additional class notation INWATERSURVEY is
granted to the units, special constructional features are to
be provided as defined in Pt A, Ch 2, Sec 8, [2.2].
2.5 Inspection and checks
For underwater parts, marking and arrangements to facili-
2.5.1 General tate inspections are to be provided. Marking is to be steel
plate welded and painted.
Materials, workmanship, structures and welded connec-
tions are to be subjected, at the beginning of the work, dur- Draught marks are to be provided at both sides at aft end,
ing construction and after completion, to inspections by the midship and bow.
Shipyard suitable to check compliance with the applicable
Marks and identifying photographs shall be provided for
requirements, approved plans and standards.
orienting the diver (and submitted in copy to the Society for
The manufacturer is to make available to the attending Sur- information). These shall include specific areas of plating,
veyor a list of the manual welders and welding operators including locations of bulkheads and tanks, boundaries, sea
and their respective qualifications. chests (intake tubes), sea suction and discharge openings.
Individual connections inside the sea chest (tube) are also to
The manufacturers internal organisation is responsible for be identified.
ensuring that welders and operators are not employed
under improper conditions or beyond the limits of their Detailed drawings of the hull and hull attachments below
respective qualifications and that welding procedures are the waterline are to be submitted to the Society for review.
adopted within the approved limits and under the appropri-
ate operating conditions. 3.1.3 Means of access
Complex areas like turret, riser porches, etc., must be acces-
The manufacturer is responsible for ensuring that the oper-
sible for inspection.
ating conditions, welding procedures and work schedule
are in accordance with the applicable requirements, The means of access in the hull are to allow inspection of
approved plans and recognized good welding practice. the critical structure connections identified during the draw-
ing review by the Society and/or the designer.
2.5.2 Inspection of ship areas
The Regulation II-1/3-6 of the SOLAS Convention can be
For parts of the structure defined as ship areas, the require- used as reference for the arrangement of the means of
ments given in Pt B, Ch 11 of the Ship Rules are to be access in the hull.
applied.
Inaccessible areas are to be clearly identified on structural
Prior to construction start, the constructing shipyard is to drawings. The number of inaccessible areas is to be limited.
propose a recognized standard for approval. The Society reserves the right to establish additional
requirements related to corrosion protection of these areas.
The Society reserves the right to increase the number of non Special attention is to be paid to fatigue strength.
destructive examinations due to complexity of the structure
compared to seagoing ships and with particular attention to Direct access to non-cargo tanks such as wing and side bal-
the intended service. last tanks and voids within the cargo hold block shall be
provided from the hull main deck. Such spaces shall have
2.5.3 Inspection of offshore areas their own access without passing through another such tank.
For parts of the structure defined as offshore areas, reference Web frame numbers shall be attached to structure or walk-
is to be made to NR426, Construction Survey of Steel Struc- way inside of tanks to the satisfaction of the attending Sur-
tures of Offshore Units and Installations. veyor.
The Society reserves the right to increase the number of non Equipment on deck should be arranged to allow inspections
destructive examinations due to complexity of the structure of the deck plating and to avoid permanent concentration of
and with particular attention to the intended service. dust and remaining water.
Pt D, Ch 1, Sec 3
3.2 General construction Longitudinals of the bottom, bilge, sheerstrake, deck, upper
and lower longitudinal bulkhead and inner side strakes, as
3.2.1 Typical arrangement well as the latter strakes themselves, the lower strake of the
Large openings in web frames and stringers should be veri- centreline bottom girder and the upper strake of the cen-
fied and necessary documentation / calculation notes are to treline deck girder, where fitted, are to be continuous
be submitted to the Society. through the transverse bulkheads of the cargo area and cof-
ferdams. Alternative solutions may be examined by the
As a guidance, two typical transverse structural configura-
Society on a case-by-case basis, provided they are equally
tions are shown in Fig 1 and Fig 2.
effective.
Figure 1 : Typical arrangement Where stress concentrations may occur in way of structural
with longitudinal bulkhead in centre line discontinuities, adequate compensation and reinforcements
are to be provided.
Openings are to be avoided, as far as practicable, in way of
highly stressed areas.
Where necessary, the shape of openings is to be specially
designed to reduce the stress concentration factors. Particu-
lar attention is to be paid to the passage of secondary stiff-
eners through web plating in the stress vicinity of heavy
loads, i.e. top side loads on deck supports.
Openings are to be generally well rounded with smooth
edges.
Primary supporting members are to be arranged in such a
way that they ensure adequate continuity of strength.
Abrupt changes in height or in cross-section are to be
avoided.
Figure 2 : Typical arrangement 3.2.3 Connections with higher strength steel
with two longitudinal bulkheads
The vertical extent of higher strength steel is to comply with
the requirements of Pt B, Ch 6, Sec 2, [4.5] of the Ship
Rules.
When a higher strength steel is adopted at deck, members
not contributing to the longitudinal strength and welded on
the strength deck (e.g. hatch coamings, strengthening of
deck openings) are also generally to be made of the same
higher strength steel.
3.2.4 Docking brackets

The Society recommends fitting of docking brackets consid-
ering the future topside weight.
3.2.5 Bilge keel

If a bilge keel is fitted, requirements are given in Pt B, Ch 4,
Sec 4 of the Ship Rules.
3.2.2 Structural continuity
The variation in scantling between the midship region and 3.2.6 Sniped ends
the fore and aft parts is to be gradual. As a rule, sniped ends of primary and secondary stiffeners
Attention is to be paid to the structural continuity: are to be less than 30 degrees as indicated on Fig 3.
in way of changes in the framing system

3.3 Plating
at the connections of primary or ordinary stiffeners
in way of the ends of the cargo area 3.3.1 A local increase in plating thickness is generally to be
achieved through insert plates.
in way of ends of superstructures.
Insert plates are to be made of materials of a quality at least
Longitudinal members contributing to the hull girder longi- equal to that of the plates on which they are welded.
tudinal strength are to extend continuously for a sufficient Plating under heavy concentrated loads shall be reinforced
distance towards the ends of the ship. with doublers (only compression loads allowed) and/or stiff-
Ordinary stiffeners contributing to the hull girder longitudi- eners where necessary. Doublers in way of equipment and
nal strength are generally to be continuous when crossing pipe rack supports are to be limited in size and avoided in
primary supporting members. Otherwise, the detail of con- areas of the deck with high stress. A detailed drawing show-
nections is considered by the Society on a case-by-case ing location of the doublers is to be submitted to the Society
basis. for review.
Pt D, Ch 1, Sec 3
3.4 Ordinary stiffeners f) Stiffening of end brackets is to be designed such that it

provides adequate buckling web stability.
3.4.1 The requirements for the ordinary stiffeners are those
given in Pt B, Ch 4, Sec 3, [3] of the Ship Rules. As guidance, the following prescriptions may be applied:
where the length Lb is greater than 1,5 m, the web of

3.5 Primary supporting members the bracket is to be stiffened
3.5.1 General the net sectional area, in cm2, of web stiffeners is to

In the cargo area, the primary structure is composed of be not less than 16,5, where is the span, in m, of
transverse web frames, stringers, buttress, deck girders, the stiffener
cross-ties, etc. tripping flat bars are to be fitted to prevent lateral
buckling of web stiffeners. Where the width of the
3.5.2 Bracketed end connections
symmetrical face plate is greater than 400 mm, addi-
The primary supporting members are generally connected tional backing brackets are to be fitted.
through brackets. These brackets are to comply with the fol-
lowing requirements. g) In addition to the above requirements, the end brackets
are to comply with the applicable requirements given in
a) Arm lengths of end brackets are to be equal, as far as
[7].
practicable.
With the exception of primary supporting members of
Figure 3 : Bracket with symmetrical face plate
transversely framed single sides (see Pt B, Ch 4, Sec 5 of
the Ship Rules), the height of end brackets is to be not
less than that of the primary supporting member.
b) The net thickness of the end bracket web is generally to
be not less than that of the primary supporting member
web.
c) The net scantlings of end brackets are generally to be
such that the net section modulus of the primary sup- 30
porting member with end brackets is not less than that
of the primary supporting member at mid-span. 15
d) The width, in mm, of the face plate of end brackets is to R

Full penetration
be not less than 50 (Lb + 1), where Lb is the length, in m,
of the free edge of the end bracket.
T.B.
Moreover, the net thickness of the face plate is to be not
t
less than that of the bracket web.
e) Where deemed necessary, face plates of end connecting
brackets are to be symmetrical. In such a case, the fol-
lowing requirements are in general to be complied with: T.B.
face plates are to be tapered at ends with a total
angle not greater than 30
the breadth of face plates at ends is not to be greater
than 25 mm Figure 4 : Bracket with symmetrical face plate
face plates of 20 mm thick and above are to be
full penetration
tapered in thickness at their ends down to their mid- welding with
thickness root R 3 mm
bracket toes are to be of increased thickness R 3 mm
an additional tripping bracket is to be fitted t

1 : 3 chamfer (where face
the radius R of the face plate is to be as large as pos- thickness 25 mm)
sible Radius
collar plates welded to the plating are to be fitted in
way of the bracket toes
throat thickness of fillet welds is not to be less than 15 - 25 mm 100 - 150 mm
t/2, where t is the thickness of the bracket toe. Full penetration
weld
In general, full penetration welds should be applied as
shown on the example of bracket with symmetrical face
plate indicated in Fig 3 and Fig 4.
Pt D, Ch 1, Sec 3
3.5.3 Stiffening arrangement Figure 7 : End connection of ordinary stiffener

One large collar plate
a) Webs
Webs of primary supporting members are generally to

be stiffened where the height, in mm, is greater than
100 t, where t is the web net thickness, in mm, of the
primary supporting member.
In general, the web stiffeners of primary supporting

members are to be spaced not more than 110 t.
b) Net sectional area Figure 8 : End connection of ordinary stiffener

Two large collar plates
Where primary supporting member web stiffeners are
welded to ordinary stiffener face plates, their net sec-
tional area at the web stiffener mid-height is to be not
less than the value obtained, in cm2, from the following
formula:
A = 0,1 k1 (S2 pS + W2 pW) s
where:
pS, pW : Still water and wave pressure, respectively, c) Net moment of inertia
in kN/m2, acting on the ordinary stiffener, The net moment of inertia, I, of the web stiffeners of pri-
defined in Ch 1, Sec 5 mary supporting members is not to be less than the
value obtained, in cm4, from the following formula:
S2, W2 : Partial safety factors, defined in Ch 1, Sec 7
for web stiffeners parallel to the flange of the pri-
for yielding check (general).
mary supporting members (see Fig 9):
k1 : Coefficient depending on the web connec- R eH
I = C A ---------
2
tion with the ordinary stiffener, to be taken -
235
as:
for web stiffeners normal to the flange of the primary
k1 = 0,30 for connections without collar supporting members (see Fig 10):
plate (see Fig 5) 2 R eH
I = 11, 4 st w ( 2, 5 2s ) ---------
2
-
235
k1 = 0,225 for connections with a collar
plate (see Fig 6) where:
C : Slenderness coefficient to be taken as:
k1 = 0,20 for connections with one or two
C = 1,43 for longitudinal web stiffeners
large collar plates (see Fig 7 and Fig 8)
including sniped stiffeners
C = 0,72 for other web stiffeners
Figure 5 : End connection of ordinary stiffener
Without collar plate
: Length, in m, of the web stiffener
s : Spacing, in m, of web stiffeners
tw : Web net thickness, in mm, of the primary
supporting member
A : Net section area, in cm2, of the web stiffener,
including attached plate assuming effective
breadth of 80% of stiffener spacing s
ReH : Minimum specified yield stress of the mate-
rial of the web plate of primary supporting
member.
Figure 6 : End connection of ordinary stiffener
Collar plate Figure 9 : Web stiffeners parallel to the flange
Pt D, Ch 1, Sec 3
Figure 10 : Web stiffeners normal to the flange Figure 11 : Tripping bracket
d) Tripping brackets
Tripping brackets (see Fig 11) welded to the face plate

are generally to be fitted:
d
every fourth spacing of ordinary stiffeners, without
exceeding 4 m 3.5.4 Strength checks of cross-ties analysed
through a three dimensional finite element
at the toe of end brackets
The buckling capacity of cross-ties is to be carried out
at rounded face plates according to NI 615, Buckling Assessment of Plated Struc-
tures. Buckling criteria is to be in accordance with Ch 1,
in way of cross ties Sec 7, [5.7.3].
in way of concentrated loads.
3.5.5 Buttress
Where the width of the symmetrical face plate is greater The buttress of transverse bulkhead is to be assessed
than 400 mm, backing brackets are to be fitted in way of through direct calculation, including fatigue.
the tripping brackets.
The buttress is to be adequately stiffened, including tripping
In general, the width of the primary supporting member brackets according to [3.5.2].
face plate is to be not less than one tenth of the depth of
The bracket ends are to be in accordance with [3.5.2].
the web, where tripping brackets are spaced as specified
above. In general, full penetration welds should be applied as
shown on the example of buttress arrangement (see Fig 12).
The arm length of tripping brackets is to be not less than
the greater of the following values, in m: Figure 12 : Buttress
d = 0 ,38b
s
d = 0 ,85b ---t
t

where:

b : Height, in m, of tripping brackets, shown in
Fig 11
st : Spacing, in m, of tripping brackets
t : Net thickness, in mm, of tripping brackets.
It is recommended that the bracket toe should be

designed as shown in Fig 11.
Tripping brackets with a net thickness, in mm, less than

15 Lb are to be flanged or stiffened by a welded face
plate.

The net sectional area, in cm2, of the flanged edge or the 3.5.6 Stringers
face plate is to be not less than 10Lb, where Lb is the Stringers on bulkheads should be verified as swash bulk-
length, in m, of the free edge of the bracket. heads for sloshing. In case of risk of resonance, horizontal
stringers are to be verified for the associated impact pres-
Where the depth of tripping brackets is greater than 3 m, sure on the adjacent bulkhead plating and stiffeners. Trip-
an additional stiffener is to be fitted parallel to the ping brackets supporting the stringers are to be checked for
bracket free edge. loads as result of sloshing.
Pt D, Ch 1, Sec 3
4 Net scantling approach 5.2.2 Units with the additional class notation STI
When the unit has the additional class notation STI, the
thickness increments may be defined by the Owner or by
4.1 Principle the Society, as follows:
4.1.1 Except when otherwise specified, the scantlings a) When the Owner specifies its own thickness incre-
obtained by applying the criteria specified in this Chapter ments, it is to be notified to the Society where thickness
and in applicable requirements of the Ship Rules are net increments are provided. Thickness increments are to be
scantlings (see Pt B, Ch 4, Sec 2, [1] and [2] of the Ship stated in the Design Criteria Statement.
Rules). b) When the Owner does not provide its own thickness
increments, the values to be considered are defined in
4.2 Corrosion additions Tab 2.
Adequate indications (location, value of thickness incre-
4.2.1 The corrosion additions are to be calculated as ments) are to be given in the relevant structural drawings.
defined in Pt B, Ch 4, Sec 2, [3], of the Ship Rules. Note 1: The additional notation STI, as defined in Pt A, Ch 1, Sec
2, [6.2.10], is strongly recommended for units covered by the
The net scantling plus the corrosion addition is equal to the present Chapter.
gross thickness.
Table 2 : Thickness increments
4.2.2 If the party applying for classification specifies values
Thickness increment,
of corrosion additions greater than those defined in [4.2.1], Structural element
in mm
these values are to be taken into account for calculations
and stated in the Design Criteria Statement. Strength deck 1
Bottom 1
Side shell above the maximum 1
5 Thickness increments draught at site
Side shell below the minimum 1
5.1 General draught at site
Splash zone 5
5.1.1 Principle
Inner skin 1
A thickness increment of platings and, where relevant, of
Upper strake of longitudinal bulkhead 1
stiffeners may be added to the gross thickness in special
areas subject to mechanical wastage due to abrasion or in Lowest side stringer 1
areas of difficult maintenance.
tnet = tgross tc 6 Bulkhead structure
tgross = tas-built ti 6.1 General
where:
6.1.1 The requirements of the present Article [6] apply to
ti : Thickness increment longitudinal or transverse bulkhead structures.
tc : Corrosion addition as defined in [4.2] Generally, plane bulkheads are to be applied. Longitudinal
bulkheads are usually longitudinally stiffened and trans-
tnet : Net thickness verse bulkheads mainly vertically stiffened with horizontal
tgross : Gross thickness; stringers (primary structure).
The gross thickness plus the thickness increment is equal to The lower stringer on transverse bulkheads may be sup-
the as-built thickness. ported by buttress (see Fig 12).
6.1.2 General arrangement

5.1.2 Checking criteria
The number and location of watertight bulkheads are to be
For the checking criteria specified in this Chapter and in in accordance with the relevant requirements given in Ch 1,
applicable requirements of the Ship Rules the thickness Sec 2.
increments are not to be considered.
Longitudinal bulkheads are to terminate at transverse bulk-
heads and are to be effectively tapered to the adjoining
5.2 Thickness increment values structure at the ends and adequately extended in the
machinery space, where applicable.
5.2.1 Units without the additional class notation STI
Where the longitudinal watertight bulkheads contribute to
When the additional class notation STI is not assigned to the longitudinal strength, the plating thickness is to be uniform
unit, the thickness increments are to be taken equal to zero. for a distance of at least 0,1D from the deck and bottom.
Pt D, Ch 1, Sec 3
The structural continuity of the bulkhead vertical and hori- Table 3 : Areas of openings
zontal primary supporting members with the surrounding in transverse swash bulkheads
supporting structures is to be carefully ensured.
Bulkhead portion Lower limit Upper limit
The web height of vertical primary supporting members of
longitudinal bulkheads may be gradually tapered from bot- Upper 10% 15%
tom to deck. The maximum acceptable taper, however, is Central 10% 50%
80 mm per metre.
Lower 2% 10%
6.1.3 Watertight bulkheads of trunks, tunnels
The requirements for watertight bulkheads of trunks and 6.4 Racking bulkheads
tunnels are given in Pt B, Ch 4, Sec 7, [1.3] of the Ship
6.4.1 The Society may request racking bulkheads in the
Rules.
cargo area, if necessary.
6.1.4 Openings in watertight bulkheads The racking bulkheads are to be verified for design pressure
The requirements for openings in watertight bulkheads are indicated for the scantling of swash bulkheads.
given in Pt B, Ch 4, Sec 7, [1.4] of the Ship Rules. The racking bulkheads are to be checked through direct cal-
culations. Particular attention is to be paid to shear stress.
6.1.5 Watertight doors
A racking bulkhead not complying with Tab 3 can not be
The requirements for watertight doors are given in Pt B, Ch
considered as a swash bulkhead. In this case, the racking
4, Sec 7, [1.5] of the Ship Rules.
bulkhead is not to be taken into account in the sloshing cal-
culation.
6.2 Plane bulkheads
6.2.1 The requirements for plane bulkheads are given in Pt 7 Bottom, side and deck structure
B, Ch, Sec 7, [2] of the Ship Rules.
Horizontal stringers and associated brackets are subject to 7.1 General
fatigue loading and are to be accessible for inspection. The
structural analysis of these stringers must take into account 7.1.1 The requirements for bottom, side and deck structure
any openings for ladders and pipes. are given respectively in Pt B, Ch 4, Sec 4, Sec 5 and Sec 6
of the Ship Rules.
Attention is also to be paid to possible sloshing loads.
7.1.2 The topside supports are to be fitted in way of bulk-
6.2.2 The upper part of plane bulkheads (longitudinal and heads or beams.
transversal) are to be adequately reinforced in way of top-
side supports.
7.2 Particular requirements for the side
6.2.3 Vertical secondary stiffeners structure
For floating units with single bottom special attention is to
be paid to the connection of vertical stiffeners on transverse 7.2.1 Riser attachment
bulkheads and bottom longitudinals. Direct calculation is to Equipment located on the side shell (e.g. risers, fenders) are
be submitted for information. to be fitted in way of primary supporting members.
Attention is also to be paid to possible sloshing loads.
8 Reinforcements in way of supporting
6.3 Swash bulkheads structures for hull attachments
6.3.1 General 8.1 Local arrangement
The present [6.3] applies to transverse and longitudinal
swash bulkheads whose main purpose is to reduce the liq- 8.1.1 Generally, the supports for attachments and appurte-
uid motions in partly filled tanks. nances are to be fitted in way of longitudinal and transversal
bulkheads or in way of deck beams. Other supports are to
6.3.2 Openings be fitted in way of large primary supporting members.
The total area of openings in a transverse swash bulkhead is The main structure may be locally reinforced by means of
generally to be between 10% and 30% of the total bulk- insert plates.
head area.
When the supports are only located on transverse web beam,
In the upper, central and lower portions of the bulkhead the longitudinal structure is to be adequately reinforced.
(the depth of each portion being 1/3 of the bulkhead
height), the areas of openings, expressed as percentages of The cut out in the deck transverse for the passage of ordi-
the corresponding areas of these portions, are to be within nary stiffeners are to be closed in way of supports.
the limits given in Tab 3. Particular attention is to be paid to buckling below supports.
In general, openings may not be cut within 0,15D from bot- An example of local supporting structure for hull attach-
tom and from deck. ment is indicated in Fig 13.
Pt D, Ch 1, Sec 3
Figure 13 : Example of local reinforcements As a rule, full penetration welds are to be applied as shown
in way of supporting structure in Fig 14 and Fig 15. The length of full penetration welds is
Limit of classification not to be less than the greater of the following values:
a) length of the area where the tension stress normal to welds
is above 0,3 times the tensile strength of the filler metal
b) 400 mm.
The tension stress and shear stress required in a) and b) are
to be calculated based on the provisions of Ch 1, Sec 7,
using a very fine mesh finite element model. The size of ele-
ments is not to be above 100 mm x 100 mm. Values of
stresses calculated at element centroid are to be used.
The length of areas defined in a) and b) is to include an
entire number of 100 mm x 100 mm elements.
9.3.5 The minimum throat thickness of continuous fillet

Full penetration weld
welding is not to be less than 4 mm for assemblies of high
tensile steel.
9 Welding and weld connections
Table 4 : Welding factor wF
9.1 General Connection Welding
Hull area factor
9.1.1 The standards applicable for offshore areas and for of to wF
ship areas are different, as stated in [9.2] and [9.3].
Double bottom girders bottom and inner 0,35
in way bottom plating
9.2 Offshore areas of cargo tanks floors (interrupted 0,35
girders)
9.2.1 NR426, Construction Survey of Steel Structures of
Offshore Units and Installations, is to be applied for off- floors bottom and inner 0,35
shore areas. bottom plating
inner bottom in way 0,45
9.2.2 For size of fillet welds, reference may be made to of bulkheads or their
AWS D1.1 Structural Welding Code - Steel - the latest edi- lower stools
tion. girders (interrupted 0,35
floors)
9.3 Ship areas
Figure 14 : Reinforcement of throat thickness
9.3.1 Pt B, Ch 11, Sec 1 of the Ship Rules are to be applied of a web frame
for ship areas.
9.3.2 For the members, the web is to be connected to the

face plate by means of double continuous fillet welding.
It is recommended to use continuous fillet welding to con-
nect the web to its associated shell plating. The throat thick- Full penetration
ness of such a welding is neither to be less than the value
specified in Pt B, Ch 11, Sec 1, Tab 2 of the Ship Rules nor
greater than 0,45 t.
Discontinuous welds and scallop welds are generally not Full penetration
allowed in the cargo tank area.
9.3.3 The welding factors for some hull structural connec- 0,40t
tions are specified in Tab 4. These welding factors are to be Full penetration 0,40t
used, in lieu of the corresponding factors specified in Pt B,
Ch 11, Sec 1, Tab 2 of the Ship Rules to calculate the throat
thickness of fillet weld T connections according to Pt B, Ch
11, Sec 1, [2.3] of the Ship Rules. For the connections of
Tab 4, continuous fillet welding is to be adopted.
0,40t 0,40t
9.3.4 Throat thickness of fillet welds for transverse web

frames and horizontal stringers on transverse bulkheads are
to be reinforced as shown in Fig 14 and Fig 15. L
C
Pt D, Ch 1, Sec 3
Figure 15 : Reinforcement of throat thickness

for a stringer
DOUBLE
HULL TRANSVERSE
BULKHEAD
LATERAL
0,35t CARGO TANK
0,45t Full penetration
0,40t 0,40t
0,45t 0,45t 0,45t
0,45t
0,35t Full penetration CENTRE

CARGO
TANK
L
C
Pt D, Ch 1, Sec 4
SECTION 4 HYDRODYNAMIC ANALYSIS
1 General 1.2 Hydrodynamic analysis

1.2.1 Software
1.1 Principle
Assessment by direct calculation is to be carried out using a
1.1.1 Application recognized software, generally using three dimensional
Hydrodynamic analysis is to be performed for both site con- potential flow based on diffraction radiation theory. The
ditions and towing/transit phases, taking into account the software is to be documented.
probability levels defined in [1.1.3].
The target of hydrodynamic analysis is to assess design val- 2 Environmental data for hydrodynamic
ues and distributions of parameters related to wave loading, analysis
defined in [1.1.2].
Direct calculations are to be carried out. Hydrodynamic 2.1 General
calculations may be calibrated based on model tests.
2.1.1 Requirements of the present Section are complemen-
1.1.2 Parameters related to wave loading tary to Part B, Chapter 2, which remain applicable, except
The hydrodynamic analysis is to result in the following where otherwise specified.
parameters specified with their distribution over the length
of the unit:
wave induced vertical bending moment 2.2 Nature of environmental data
wave induced horizontal bending moment
2.2.1 General
wave induced vertical shear force
Two types of environmental data may be available:
local accelerations in three directions for upright and
long-term data: wave description over a long period of
inclined conditions
time
relative wave elevation in upright condition.
short-term data: wave description of extreme sea states.
The hydrodynamic analysis is also to result in the motions
and global accelerations at the floating unit centre of gravity: 2.2.2 Long-term data
surge acceleration Two types of long-term environmental data may be
sway acceleration accepted:
heave acceleration a) Scatter diagrams
yaw acceleration The sea state statistic data are generally provided under
roll amplitude and acceleration the form of a scatter diagram (table including signifi-
pitch amplitude and acceleration. cant wave height, wave period and number of occur-
rences). The reference duration on which the scatter
1.1.3 Return period of considered environment diagram is built is to be indicated.
The parameters defined in [1.1.2] are to correspond to a In order to ensure a good accuracy of results, classes of
probability level of: wave height and wave periods are not to be too coarse.
once in 100 years (typically referred to by a probability Typically, intervals of 1 meter in significant wave height
level of 108,7) for the unit on site and 1 second in wave zero-up crossing period are to be
once in 10 years (typically referred to by a probability used.
level of 107,7) for the unit in transit conditions, except b) Hindcast data
when otherwise specified by the party applying for Clas- Hindcast data consist of a time history of sea states
sification (see Ch 1, Sec 1, [1.7.2]). (wave spectrum parameters, wave height, wave period,
105, , when requested for determinitisc fatigue analysis, wave direction...), and eventually wind and current.
see Ch 1, Sec 7, [6.4]
2.2.3 Short-term data
For the inspection cases the environmental data may be
Short-term data consist of information about extreme envi-
taken into account at a lower return period.
ronmental conditions, given by metocean specialist. They
can be presented under extreme wave height and most
1.1.4 Documents to be submitted
probable associated period or contours wave height/wave
List of documents to be submitted is given in Ch 1, Sec 1,
period. Information on sea state duration is to be provided.
[7.1.1], item b).
Pt D, Ch 1, Sec 4
2.2.4 Combination of wave components If the party applying for Classification specifies additional
In the case of more than one wave component in environ- loading conditions, these conditions are to be taken into
mental data, information about the combinations of differ- account. All parameters required by the Rules for the defini-
ent wave components (joint probabilities) is to be provided. tion of these conditions are to be specified and stated in the
When no information is available from metocean specifica- Design Criteria Statement.
tion, the combinations defined in NR493, Classification of
Mooring Systems for Permanent Offshore Units, are to be 3.1.2 As a minimum, the following loading conditions are
used. to be considered:
When relevant, and particularly in cyclonic areas, informa- on-site condition at design maximum draught, as
tion is to encompass seasonal extremes. defined in Ch 1, Sec 1, [4.2.10]
on-site condition at design minimum draught, as
defined in Ch 1, Sec 1, [4.2.10]
2.3 Environmental data to be submitted
on-site condition in still water giving maximum shear
2.3.1 Description of on-site environment force
For hydrodynamic analysis, the following environmental at least one condition in towing/transit.
data are to be submitted to the Society: The selection of draughts corresponding to each loading
general description of environmental conditions condition is to be at the satisfaction of the Society.
description of wave spectral content: for each compo-
nent, wave spectrum with the specification of its charac- 3.2 Advance speed
teristic parameters, directional spreading if any, and
prevailing directions 3.2.1 Hydrodynamic analysis for on-site conditions are to
long-term data as defined in [2.2.2]. A minimum of 10- be performed using an advance speed equal to zero.
year data is to be used to derive properly 100 years
responses. Information of sea state duration is to be pro- 3.2.2 Hydrodynamic analysis for towing/transit is to take
vided into account both of the following cases:
advance speed equal to zero
short-term data as defined in [2.2.3]. Extreme values are
to be given at least for a return period of 100 years advance speed as specified by the party applying for
Classification.
restrictions of relative headings between the different
components, if any
information regarding combination of wave compo- 4 Modelling principles
nents as required in [2.2.4], when available.
4.1 Hydrodynamic mesh
2.3.2 Description of transit environment
A description of routes used for transit is to be submitted to 4.1.1 The wetted surface of the unit is to be modelled by
the Society. In addition, for each geographic sector on elements having a size consistent with wave parameters
which wave description is defined, the following items are (wave length and wave amplitude in particular). Mesh
to be submitted: dimension of 2 meters is generally recommended.
time spent in each sector The model is to take into account the effects of appendices
if any, and unit trim.
description of wave spectral content: for each compo-
nent, wave spectrum with the specification of its charac-
teristic parameters, directional spreading if any, and 4.2 Mass distribution
prevailing directions
4.2.1 Information regarding mass distribution along all axes
restrictions of relative headings between the different and in particular gyration radius along longitudinal axis is
components, if any to be submitted for each loading condition.
short-term data as defined in [2.2.3]. Extreme values are Effects of free surface moment are to be taken into account
to be given at least for a return period consistent with and duly justified.
[1.1.3]
when available, long-term data as defined in [2.2.2].
The amount of data is to be at the satisfaction of the
4.3 Connection with other structures
Society. 4.3.1 The society may request to take into account the con-
nection of the floating unit with the seabed or other struc-
tures (risers, mooring...).
3 Design conditions
4.4 Water depth
3.1 Loading conditions
4.4.1 Water depth is to be taken as indicated in the envi-
3.1.1 Loading conditions used for hydrodynamic analysis are
ronmental data.
to be selected from those specified in the loading manual.
Pt D, Ch 1, Sec 4
5 Floating unit responses 5.3.3 Wave heading for Single Point Moored units
For site conditions of Single Point Moored units (SPM), all
5.1 Results wave headings (as defined in [5.3.1]) are to be considered
unless:
5.1.1 The hydrodynamic analysis is to provide the follow- restrictions of headings for operating conditions are
ing results for all loading conditions defined in [3.1]: available
floating unit natural periods, and
a heading analysis performed at the satisfaction of the
for all parameters defined in [1.1.2]: Society demonstrates that several wave headings cannot
- Response Amplitude Operators (RAOs) [3.1] occur in 100 years environments (including waves, cur-
- floating unit extreme values (single amplitude) at rent and wind).
probability level defined in [1.1.3].
5.3.4 Directional spreading on site
5.1.2 For all loading conditions, diagrams representing the Directional spreading may be considered in accordance
variations of all parameters defined in [1.1.2] over the with metocean specification for site conditions.
length of the floating unit and for various headings are to be
submitted to the Society for review.
5.3.5 Directional spreading in towing/transit
5.2 Response Amplitude Operators Directional spreading for towing/transit conditions may be
considered in accordance with towing/transit metocean
5.2.1 General specification. As an alternative, the formulation given in
RAOs (Response Amplitude Operators) of all parameters [5.3.6] may be used.
defined in [1.1.2] are to be calculated for each degree of
freedom. 5.3.6 Alternative formulation for directional
spreading in towing/transit
5.2.2 Wave headings The wave energy density function can be written as:
RAOs are to be calculated:
S(,) = D() s()
for different headings including pure head, following
and pure beam seas. RAOs are to be presented over all where:
incidences D() : Directional spreading function, characterizing
with a step in headings not exceeding 15, generally; the directional distribution of the wave energy
the step is not to be less than 5 if directional spreading around a main direction m; by default, this
is used. function is to be taken as:
D()= k cos()
5.2.3 Wave frequencies with k satisfying:
RAOs are to be calculated:
m + 90
for wave circular frequencies covering the anticipated
sea states and spectra and typically from 0,1 rad/s to D() = 1
m 90
2 rad/s
with a step in wave circular frequencies not exceeding s() : Wave energy spectrum.
0,05 rad/s. Refinements are to be performed around nat-
ural periods of the unit, in particular in roll. 5.3.7 Sensitivity analysis
During hydrodynamic analysis, sensitivity analyses are to be
5.2.4 Roll damping performed on the following items, if deemed relevant:
Values and methodology taken into account for roll damp- wave parameters (wave spectrum parameter, direction...)
ing are to be duly justified.
wave periods:
- based on wave height/wave period contours
5.3 Calculation of unit responses
- performing a sensitivity study around the most prob-
5.3.1 Wave heading able wave period as defined by metocean specifica-
Unit responses are to be calculated for all wave directions tion. A range of at least 15% around the most
with a step not exceeding 15. Pure head and following probable peak period is to be considered
seas, and pure beam seas are to be considered. other parameters (trim, loading of unit,...).
The requirements of [5.3.2] and [5.3.3] are also to be con-
sidered.
5.4 Design wave loads for structural analysis
5.3.2 Wave heading in transit/towing
In towing conditions, all wave headings (as defined in [5.3.1] 5.4.1 The design values and distributions of the wave loads
are to be taken at the same probability (no prevailing direc- derived from extreme values obtained as per [5.1] are to be
tion) unless otherwise specified as stated in Ch 1, Sec 1, [1.7]. determined as defined in Ch 1, Sec 5, [3].
Pt D, Ch 1, Sec 5
SECTION 5 DESIGN LOADS
Symbols
L : Length, in m, as defined in Ch 1, Sec 1, [4.2.7] 1 General

L1 : L, but to be taken not greater than 200 m
B : Breadth, in m, as defined in Pt B, Ch 1, Sec 2, 1.1 Principles
[3.1] of the Ship Rules
1.1.1 Application
D : Depth, in m, as defined in Pt B, Ch 1, Sec 2,
The design loads are to be determined in accordance with
[3.5] of the Ship Rules
the present Section, considering the relevant loading condi-
T : Maximum draught, in m, as defined in: tions and associated loads as listed in Ch 1, Sec 1, [1.3.4].
Ch 1, Sec 1, [4.2.10] for site condition
1.1.2 Site conditions
Ch 1, Sec 1, [4.2.11] for transit condition The design loads for site conditions are to be determined as
T1 : Draught associated to the loading condition stated in the present Section, taking into account the results
considered of hydrodynamic analysis (see Ch 1, Sec 4, [5]). Two situa-
n : Navigation coefficient, defined in [3.2] tions may be considered:
CB : Total block coefficient, equal to: when a navigation notation completes the site notation
of the unit, the rule values of wave loads for this naviga-
tion notation are to be superimposed with the values
C B = ---------------------------
1, 025LBT obtained from hydrodynamic analysis, as defined in
and not to be taken greater than 1 [3.2]
when no navigation notation is granted to the unit for
: Moulded displacement, in tonnes, at draught T,
on-site conditions, the wave loads obtained from hydro-
in sea water (density = 1,025 t/m3)
dynamic analysis are to be superimposed with the rule
C : Wave parameter, to be taken equal to: values calculated for sheltered area, as defined in [3.2].
L
C = ( 118 0 ,36L ) ------------- for 65m L < 90m 1.1.3 Transit conditions
1000
300 L 1 ,5 The design loads for transit conditions are to be determined
C = 10 ,75 ------------------- for 90m L < 300m as stated in the present Section, taking into account the
100
results of hydrodynamic analysis (see Ch 1, Sec 4, [5] and
C = 10 ,75 for 300m L 350m
Ch 1, Sec 1, [1.7.2]). Two situations may be considered:
L 350 1 ,5
C = 10 ,75 ------------------- for 350 < L 500m when a navigation notation completes the transit nota-
150
tion of the unit, the rule values of wave loads for this
hW : Wave parameter, in m, equal to: navigation notation are to be superimposed with the
values obtained from hydrodynamic analysis, as defined
L 250 3
in [3.2]
h W = 11 ,44 ------------------- for L < 350m
110 when no navigation notation is granted to the unit for
200 transit conditions, the wave loads obtained from hydro-
h W = ---------- for 350 L 500m
L dynamic analysis are to be used, as defined in [3.2].
aSU : Surge acceleration, in m/s2, defined in [3.4.2]

aSW , TSW : Sway acceleration, in m/s2, and sway period, in 1.2 Definitions
s, defined in [3.4.3]
1.2.1 The definition of the following terms are given in Pt B,
aH : Heave acceleration, in m/s2, defined in [3.4.4] Ch 5, Sec 1, [1] of the Ship Rules:
R ,TR , AR: Roll acceleration, in rad/s2, roll period, in s, and still water loads
roll amplitude, in rad, defined in [3.4.5] wave loads
P ,TP , AP: Pitch acceleration, in rad/s2, pitch period, in s, dynamic loads
and pitch amplitude, in rad, defined in [3.4.6] local loads
Y : Yaw acceleration, in rad/s2, defined in [3.4.7] hull girder loads
g : Gravity acceleration, in m/s2, taken equal to 9,81 loading condition
VS : Maximum ahead speed in transit, in knots. load case.
Pt D, Ch 1, Sec 5
1.3 Application criteria 1.3.7 Load definition criteria to be adopted in

structural analyses of plates and secondary
stiffeners
1.3.1 Hull girder loads
a) Application
The wave and dynamic hull girder loads are to be used for
The present requirement applies for the definition of
the determination of:
local loads to be used in the scantling checks of plating
the hull girder strength, according to the requirements according to Ch 1, Sec 7, [2] and ordinary stiffeners
of Ch 1, Sec 6, and according to Ch 1, Sec 7, [3].
b) Load model
the structural scantling of platings, ordinary stiffeners
and primary supporting members contributing to the 1) When calculating the local loads for the structural
hull girder strength, in combination with the local loads scantling of an element which separates two adja-
given in [5] and [6], according to the requirements in cent compartments, the latter may not be considered
Ch 1, Sec 7. simultaneously loaded. The local loads to be used
are those obtained considering the two compart-
ments individually loaded.
1.3.2 Load cases
2) For elements of the outer shell, the local loads are to
The local loads defined in [5] and [6] for the transit and site be calculated considering separately:
conditions are to be calculated in each of the mutually
exclusive load cases described in [4]. the still water and wave external sea pressures,
considered as acting alone without any counter-
action from the ship interior. This calculation is
1.3.3 Unit motions and global accelerations to be done considering the maximum draught
the still water and wave differential pressures
The wave local loads are to be calculated on the basis of the (internal minus external sea pressure) consider-
reference values of unit motions and global accelerations ing the compartment adjacent to the outer shell
specified in [3.4]. as being loaded. This calculation is to be made
considering the minimum draught.
1.3.4 Calculation and application of local loads Note 1: For site conditions only, the external wave pressure in
case b is to be taken equal to 0.
The criteria for calculating:
In the absence of more precise information, the unit mini-
still water local loads mum draught at site, in m, is to be obtained from the fol-
wave local loads on the basis of the reference values of lowing formula:
unit motions and global accelerations, Tmini = 2 + 0,02 L
are specified in [5] and [6]. 1.3.8 Load definition criteria to be adopted in
structural analyses based on three
dimensional structural models
1.3.5 Flooding conditions
The present requirement applies for the definition of local
The still water and wave pressures in flooding conditions loads to be used in the scantling checks of primary support-
are specified in [6.6]. ing members. For primary supporting members a three
dimensional structural model is required.
The most severe loading conditions and associated draught
1.3.6 Accidental loading cases
for the structural elements under investigation are specified
The design of the floating unit is to consider the possibility in Ch 1, Sec 7, [5].
of accidental loads as may result from collisions, dropped
objects, fire or explosions (see Pt B, Ch 2, Sec 1, [4.3]). 2 Still water loads
Accidental loading cases are required for the transit and site
phases. 2.1 Loading manual
Accidental loading cases according to Pt B, Ch 2, Sec 3, 2.1.1 General

[1.5] are also to be calculated. A loading manual is to be submitted for approval.
The loading manual is to be approved by the Owner.
In accidental conditions, environmental loads are to be
evaluated taking into account the circumstances in which The loading manual is, as a minimum, to be in compliance
the considered situation may realistically occur, and the with the requirements of Pt B, Ch 10, Sec 2, [2] and Pt B,
time needed for evacuation or other remedial action. The Ch 10, Sec 2, [3] of the Ship Rules for the service notation
return period of such environmental loads is generally taken oil tanker ESP.
as 1 year. In addition the requirements given from [2.1.2] to [2.1.8]
are to be satisfied.
Pt D, Ch 1, Sec 5
2.1.2 Lightweight The intermediate conditions must also reflect the difference
The lightweight distribution is to be submitted. in loading and unloading sequences.
The estimation and distribution of the lightweight is to The Society reserves its right to require further loading con-
include the topside loads: ditions to take into account change in loading pattern as a
consequence of human failure and pump system abnormal-
in dry conditions for transit ities (redundancy of pumps).
in wet conditions at site (including loads from mooring
system in case of pre-tension in lines). 2.1.7 Inspection and repair loading conditions
Inspection and repair conditions have usually to be com-
The interface management quality plan for co-ordination bined with the same values for wave loads as given for the
between shipyard and topsides fabrication yard and the pro- maximum, minimum and intermediate conditions.
cedures for transfer of data for update of stability manual
are to be addressed. However, for units anchored in areas with occasional
severe weather conditions (such as tropical hurricanes), cer-
Lightweight of topsides and hull are to be identified inde- tain reductions of the wave loads may be considered for
pendently. those conditions. In other words, an increase of the still
water bending moment and still water shear force above the
2.1.3 Principle for loading conditions
maximum values defined by maximum, minimum and
For a floating unit with mainly ongoing loading/unloading intermediate conditions may be accepted provided the
process a special study is to be carried out to evaluate the Owners written agreement.
sequence of filling with respect to draught, trim and heel
restrictions, if any. Attention is to be paid to minimizing free 2.1.8 Transit condition to intended site
surface areas (sloshing, stability). The loading cases for the transit between shipyard and the
The study is initially to provide the envelopes of still water intended site must be available in the loading manual. Val-
bending moment and shear force, and the data for a certain ues of trim and draught must be chosen to reduce the slam-
number of load patterns, for which the strength of primary ming and bow impact on the unit.
structure will be evaluated, as specified in the present The criteria of the Rules for the transit conditions are based
Chapter. directly on the magnitude and distribution of the still water
bending moment, shear force and draught. The loading case
2.1.4 Design loading conditions
is therefore to be available early in the design phase.
The hull girder is to be designed to allow flexibility in cargo
loading. Any combination of adjacent empty and full cargo
2.2 Hull girder still water loads
tanks are to be permitted over the full operating draught
range (transit draught to scantling draught), with the limita-
2.2.1 Transit and site loads
tion of allowable bending moment, shear force and mini-
mum draught or otherwise as approved by the Owner. The hull girder still water loads as per [2.2.2] and [2.2.3]
have to be defined for both transit and on-site conditions.
The design loading conditions are to be separated into four For this purpose, two distinct sets of still water bending
categories: moments and shear forces are to be specified.
maximum / minimum conditions at site
intermediate conditions at site 2.2.2 Still water bending moment distribution
inspection conditions at site Design or allowable still water bending moment distribu-
tion is to be presented in a diagram or a table showing the
maximum / minimum conditions during transit. values for bending moment at the position of centre of each
compartment and at each transverse bulkhead.
2.1.5 Maximum / minimum loading conditions
The maximum condition is to consider the unit with maxi- 2.2.3 Still water shear force distribution
mum draught and with all compartments filled to their max- Design or allowable still water shear force distribution is to
imum capacity. be presented in a diagram or a table showing the values for
shear force at the position of each transverse bulkhead.
The minimum conditions are to be divided into installation
condition at site and minimum operational draught.
2.3 Loading instrument
2.1.6 Intermediate loading conditions
2.3.1 The loading instruments are to be in accordance with
Several intermediate loading conditions must be evaluated
the requirements of Pt B, Ch 10, Sec 2, [4] of the Ship Rules.
in the loading booklet to reflect the constant loading/
A floating unit with service notation as given in Ch 1, Sec 1,
unloading process and to estimate the maximum values of
[1.2.1], is considered as belonging to Category I ships.
still water bending moment and shear force.
The intermediate loading conditions must be based on the 2.3.2 The loading instrument is also to perform stability
operating requirements which need to be mentioned in the calculations according to the procedures indicated in the
loading booklet. Ship Rules as referenced above.
Pt D, Ch 1, Sec 5
3 Wave loads 3.2.3 Design values and distributions for offshore

areas
3.1 Transit and site conditions For offshore areas, the design values and distributions are to
be based on hydrodynamic analysis as defined in [3.2.4].
3.1.1 Wave loads defined in the present Article are to be
processed for both transit and on-site conditions. For this 3.2.4 Hydrodynamic values and distributions
purpose, two distinct sets of design wave loads are to be Hydrodynamic values and distributions of the wave loads
considered. are based on the results of the hydrodynamic analysis spec-
ified in Ch 1, Sec 4.
3.2 Determination of the design wave loads
At preliminary stage, if the hydrodynamic analysis is not
3.2.1 Definitions available, the Society may accept hydrodynamic values and
The following terms are used to describe the wave loads: distributions determined by the Designer, if duly justified.
Wave load values: wave load parameters constant along
3.2.5 Rule values and distributions
the length of the unit (absolute unit motions and accel-
erations at the centre of gravity of the unit). When a navigation notation as defined in Ch 1, Sec 1,
[1.2.10] is granted to complete the site or the transit nota-
Wave load distributions: wave load parameters varying tion, rule values and distributions are to be calculated
along the length of the unit (e.g. hull girder wave loads, based on the formulas defined in the present Section and
relative wave elevation). with the corresponding navigation coefficient as given in
Tab 1.
3.2.2 Design values and distributions for ship areas
Note 1: It is reminded that the determination of fore and aft parts of
For ship areas, the design values and distributions of wave
the unit is established on a case-by-case basis, depending of the
loads are the maximum between:
main wave heading (see Ch 1, Sec 1, [4.2.12]).
Hydrodynamic values and distributions defined in
[3.2.4] Table 1 : Navigation coefficient n
Minimum values and distributions (for site condition
only) defined in [3.2.7] Navigation notation n
Rule values and distributions, if a navigation notation is Unrestricted navigation 1,00
granted, as defined in [3.2.5]
Summer zone 0,90
The design wave loads are to be entered in the Design Crite- Tropical zone 0,80
ria Statement.
Coastal area 0,80
The following design values are to be provided:
Sheltered area 0,65
Absolute motions and global accelerations at the centre
of gravity of the unit:
3.2.6 Selection of the navigation notation
- surge acceleration
- sway acceleration When hydrodynamic values and distributions are signifi-
cantly above rule values and distributions, the Society
- heave acceleration
reserves the right to change the navigation notation with a
- yaw acceleration more severe one.
- roll amplitude and acceleration
- pitch amplitude and acceleration 3.2.7 Minimum values and distributions
Note 1: Amplitude and acceleration in roll and pitch cannot be dis- Minimum values and distributions are rule values calcu-
sociate from each other. The rule values are to be adopted lated for sheltered area according to Tab 1.
unless that hydrodynamic value of either the amplitude or the
acceleration are found higher. In this case, both the amplitude 3.2.8 Factors of environment
and acceleration are to be adopted based on hydrodynamic
values. The following factors of environment are to be defined with
their distribution along the length of the unit:
The following design distributions are to be provided:
fVBM : Factor of environment for vertical wave bending
Hull girder loads defined in [3.3] and detailed below:
moment, to be calculated with the formula:
- Vertical wave bending moment - Hogging
- Vertical wave bending moment - Sagging M WV, hyd
f VBM = ------------------
-
M WV, S
- Horizontal wave bending moment
- Vertical wave shear force - positive fRWE : Factor of environment for relative wave eleva-
- Vertical wave shear force - negative. tion in upright condition, to be calculated with
the formula:
Relative wave elevation, defined in [3.5.1]
Local accelerations in three directions for upright and RWE
f RWE = -------------
inclined conditions, defined in [3.6]. h1
Pt D, Ch 1, Sec 5
where: H : Wave parameter:

MWV,hyd : Hydrodynamic distribution of the vertical wave 250 0, 7L 3
H = 8, 13 -----------------------------
bending moment obtained according to [3.2.4]. 125
MWV,S : Rule distribution of vertical wave bending without being taken greater than 8,13.
moment in sagging defined in [3.3.1]and calcu-
lated for unrestricted navigation as per Tab 1. 3.3.3 Vertical wave shear force
RWE : Hydrodynamic distribution of the relative wave The rule vertical wave shear force at any hull transverse sec-
elevation obtained according to [3.2.4]. tion is obtained, in kN, from the following formula:
h1 : Rule distribution of the relative wave elevation QWV = 30 FQ n C L B (CB + 0,7) 102
defined in [3.5] and calculated for unrestricted where:
navigation as per Tab 1.
FQ : Distribution factor defined in Tab 3 (see also Fig 2).
3.3 Hull girder wave loads Figure 2 : Distribution factor FQ

FQ
3.3.1 Vertical wave bending moment 1,0
190 CB
0,92 Positive wave
The rule vertical wave bending moments at any hull trans- 110(CB+0,7) shear force
verse section in upright ship condition are obtained, in 0,7
kN.m, from the following formulae:
hogging conditions: 0,0 x
MWV,H = 190 FM n C L2 B CB 103 AE 0,2 0,3 0,4 0,6 0,7 0,85 1,0 FE L
sagging conditions:
-0,7
MWV,S = 110 FM n C L2 B (CB + 0,7) 103 Negative wave
190 CB shear force
-
110(CB+0,7)
where: 0,92
FM : Distribution factor defined in Tab 2 and Fig 1.

3.4 Unit absolute motions and global
Table 2 : Distribution factor FM accelerations
Hull transverse section location Distribution factor FM 3.4.1 General
x Rule values of the unit absolute motions and global acceler-
0 x < 0,4 L 2, 5 ---
L ations are to be determined according to [3.4.2] to [3.4.7]
0,4 L x < 0,65 L 1 with the parameter aB obtained from the following formulae:
For on-site conditions:
2, 86 1 ---
x
0,65 L x < L L 2, 4 h
a B = n --------- + 3 -----w-
L L
Figure 1 : Distribution factor FM
For transit conditions:
FM
0, 2V h
a B = n ----------------S + 3 -----w-
1,0 L L
Unit motions and global accelerations are defined, with

their signs, according to the reference co-ordinate system in
Ch 1, Sec 1.
x Unit motions and global accelerations are assumed to be
0,0 0,4 0,65 1,0 FE L periodic. The motion amplitudes, defined by the formulae
AE in this Article, are half of the crest to through amplitudes.
3.3.2 Horizontal wave bending moment 3.4.2 Surge

The rule horizontal wave bending moment at any hull trans- The rule surge acceleration aSU, in m/s, is to be taken equal
verse section is obtained, in kN.m, from the following for- to 0,8n.
mula:
MHW = 0,42 FM n H L2 T CB 3.4.3 Sway
where: The rule sway period and acceleration are obtained from
the formulae in Tab 4.
FM : Distribution factor defined in Tab 2 and Fig 1
Pt D, Ch 1, Sec 5
Table 3 : Distribution factor FQ
Hull transverse Distribution factor FQ

section location Positive wave shear force Negative wave shear force
x x
0 x < 0,2 L 4 ,6A --- 4 ,6 ---
L L
0,2 L x 0,3 L 0,92 A 0,92
( 9 ,2A 7 ) 0 ,4 --- + 0 ,7 2 ,2 0 ,4 --- 0 ,7

x x
0,3 L < x < 0,4 L L L
0,4 L x 0,6 L 0,7 0,7
3 --- 0 ,6 + 0 ,7 ( 10A 7 ) --- 0 ,6 0 ,7

x x
0,6 L < x < 0,7 L L L
0,7 L x 0,85 L 1 A
6 ,67 1 --- 6 ,67A 1 ---

x x
0,85 L < x L L L
Note 1:
190C B
A = -----------------------------------
-
110 ( C B + 0 ,7 )
Table 4 : Sway period and acceleration Table 5 : Roll amplitude, period and acceleration
Period TSW, in s Acceleration aSW, in m/s2 Amplitude AR , Period TR , Acceleration R ,

in rad in s in rad/s2
0 ,8 L
-------------------------- 0,775 aB g
1, 22F + 1 aB E
2 2
Note 1: 2 ,2 -------------- A R -------
without being taken GM TR
F : Froudes number to be taken equal to: greater than 0,35
for on-site conditions: F = 1,968/L0,5
for transit conditions: F = 0,164 VS/L0,5
Table 6 : Values of GM
3.4.4 Heave Service notation Full load Ballast

The rule heave acceleration is obtained, in m/s2, from the oil storage 0,12 B heavy ballast: 0,18 B
following formula: light ballast: 0,24 B
aH = aB g Other 0,07 B 0,18 B
3.4.5 Roll
Table 7 : Pitch amplitude, period and acceleration
The rule roll amplitude, period and acceleration are
obtained from the formulae in Tab 5. Amplitude AP , Period TP , Acceleration P ,
The meaning of symbols in Tab 5 is as follows: in rad in s in rad/s2
h W 0 ,6 0 ,75 2 2
GM
E = 1 ,39 ---------
- B to be taken not less than 1,0 0 ,328 a B 1 ,32 ------
- -------- 0 ,575 L A p -------
2 L CB Tp

GM : Vertical distance, in m, from the unit centre of
gravity to the transverse metacentre, for the 3.4.6 Pitch
loading considered, to be taken from the loading The rule pitch amplitude, period and acceleration are
manual or Trim and Stability Booklet. When GM obtained from the formulae in Tab 7.
is not known, the values given in Tab 6 may be
accepted by the Society on a case-by-case basis 3.4.7 Yaw
: Roll radius of gyration, in m, for the loading The rule yaw acceleration is obtained, in rad/s2, from the
considered, to be taken from the loading man- following formula:
ual or Trim and Stability Booklet. When is not
known, a value of 0,35 B may be accepted by aB g
Y = 1 ,581 --------
the Society on a case-by-case basis. L
Pt D, Ch 1, Sec 5
3.5 Relative wave elevation mulae given in Tab 9 and Tab 10 for, respectively, upright
and inclined ship conditions and based on the design unit
3.5.1 Design relative wave elevation in upright absolute motions and global accelerations.
condition Note 1: As an alternative the local accelerations directly calculated
The design distribution of the relative wave elevation in by hydrodynamic analysis may be specially considered by the Soci-
upright contidion, h1,DES , in m, is the greatest of: ety.
rule distribution h1 Note 2: Cases a, b, c and d are defined in [4].
hydrodynamic distribution RWE. Table 9 : Total accelerations
in upright ship condition (cases a and b)
3.5.2 Rule relative wave elevation in upright ship
condition
Total accelerations
The rule distribution of the relative wave elevation in Direction
aTX1, aTY1, aTZ1 (m/s2)
upright ship condition is obtained, at any hull transverse
section, from the formulae in Tab 8. X - Longitudinal a TX1 =
2
a SU + [ A P g + p ( z T 1 ) ]
2
Table 8 : Rule relative wave elevation Y - Transversal aTY1 = 0

in upright ship condition
Z - Vertical a TZ1 = a H2 + p2 K X L 2 g
Reference value h1 (m) Note 1:
Location
of relative wave elevation KX : Coefficient to be taken equal to:
x 2
K X = 1 ,2 --- 1 ,1 --- + 0 ,2
4 ,35 x
0 ,7 ----------- 3 ,25 h 1 ,M if C B < 0, 875 L
x=0 C L
B
h 1 ,M if C B 0, 875 without being taken less than 0,018

h 1 ,AE h 1 ,M x
0 < x < 0,3 L h 1 ,AE --------------------------
- --- Table 10 : Total accelerations
0 ,3 L
in inclined ship condition (cases c and d)
0,3 L x 0,7 L 0,67 n C (CB + 0,7)
Total accelerations
h 1 ,FE h 1 ,M x Direction
0,7 L < x < L - --- 0 ,7
h 1 ,M + -------------------------- aTX2, aTY2, aTZ2 (m/s2)
0 ,3 L
X aTX2 = 0
4 ,35
x=L ----------- 3 ,25 h 1 ,M
C Y 2 + [ A g + ( z T ) ]2 + 2 K L2
a TY2 = 0.7C FA a SW R R 1 Y X
B
Note 1: Z 2
a TZ2 = 0.7C FA 0, 25a H + R y g
2 2
h1,AE : Reference value h1 calculated for x = 0

h1,M : Reference value h1 calculated for x = 0,5 L Note 1:
h1,FE : Reference value h1 calculated for x = L KX : Coefficient defined in Tab 9
CFA : Combination factor, to be taken equal to:
3.5.3 Design relative wave elevation in inclined ship 0,7 for load case c
condition 1,0 for load case d
The design distribution, in m, of the relative wave elevation For the definition of cases c and d, see [4].
in inclined ship condition, at any hull transverse section, is
given by: 4 Load cases
BW
h 2 = 0 ,5h 1, DES + A R, DES ------
-
2 4.1 Transit and site conditions
where:
4.1.1 Load cases defined in the present Article are to be
h1,DES : Design distribution of relative wave elevation in
processed for both transit and on-site conditions.
upright condition
BW : Moulded breadth, in m, measured at the water- 4.2 General
line at draught T1 at the hull transverse section
considered 4.2.1 Load cases to be considered according to the type of
AR,DES : Design value of roll amplitude as defined in structural analysis are to be in accordance with Pt B, Ch 5,
[3.2.2] Sec 4, [1] of the Ship Rules.
Note 1: As an alternative the value of h2 directly calculated by However the wave loads and hull girder loads to be consid-
hydrodynamic analysis may be specially considered by the Society. ered in each load case are summarized in Tab 11 and Tab 12.
These loads are obtained by multiplying, for each load case,
3.6 Local accelerations the reference value of each wave load by the relevant com-
bination factor.
3.6.1 The design values of total longitudinal, transverse and Note 1: Pt B, Ch 5, Sec 4, Fig 1 to Pt B, Ch 5, Sec 4, Fig 4 of the
vertical accelerations at any point are obtained from the for- Ship Rules are to be replaced by Fig 3 to Fig 7.
Pt D, Ch 1, Sec 5
Table 11 : Wave local loads in each load case
Relative wave elevations Accelerations aX, aY, aZ

Ship condition Load case
Reference value Combination factor Reference value Combination factor
a 1,0 no acceleration taken into account for case a
Upright h1,DES
b (1) (2) 0,5 aX1; 0; aZ1 1,0
c (3) 1,0 0; aY2; aZ2 CFA = 0,7
Inclined h2
d (3) 0,5 0; aY2; aZ2 CFA = 1,0
(1) For a ship moving with a positive heave motion:
h1,DES is positive
the cargo acceleration aX1 is directed towards the positive part of the X axis
the cargo acceleration aZ1 is directed towards the negative part of the Z axis.
(2) For plating and ordinary stiffeners, refer to [1.3.7]
(3) For a ship rolling with a negative roll angle:
h2 is positive for the points located in the positive part of the Y axis and, vice-versa, is negative for the points located in the
negative part of the Y axis
the cargo acceleration aY2 is directed towards the positive part of the Y axis
the cargo acceleration aZ2 is directed towards the negative part of the Z axis for the points located in the positive part of the Y
axis and, vice-versa, is directed towards the positive part of the Z axis for the points located in the negative part of the Y axis.
Table 12 : Wave hull girder loads in each load case
Ship Vertical bending moment Vertical shear force Horizontal bending moment
Load case
condition Reference value Comb. factor Reference value Comb. factor Reference value Comb. factor
Upright a MWV 1,0 QWV 1,0 MWH 0,0
b 0,7 0,7
Inclined c MWV 0,4 QWV 0,4 MWH 1,0
d 0,25 0,25 0,7
Note 1: The sign of the hull girder loads, to be considered in association with the wave local loads for the scantling of plating, ordi-
nary stiffeners and primary supporting members contributing to the hull girder longitudinal strength, is defined in Ch 1, Sec 7.
Note 2: The combination factors used for direct calculations are given in Ch 1, Sec 7, [5].
Figure 3 : Wave loads in load case a crest Figure 5 : Wave loads in load case b
Z

0,5h1
0,7Qwv az1 0,7Mwv

T1

Figure 4 : Wave loads in load case a trough Figure 6 : Wave loads in load case c
Z

h2
0,7aY2 0,4MWV
0,4QWV h2

T1
0,7aZ2

Y
MWH
Pt D, Ch 1, Sec 5
Figure 7 : Wave loads in load case d Figure 8 : Wave pressure in upright ship conditions
Z (load case a crest)

0,5h2
1,0aY2 0,25MWV
0,5h2
1,0az2 0,25QWV
T1
0,7MWH
Y
5 Sea pressures

Figure 9 : Wave pressure in upright ship conditions
5.1.1 Sea pressures defined in the present Article are to be (load case a trough)
processed for both transit and on-site conditions. For this pur-
pose, two distinct sets of sea pressures are to be calculated.
5.2 General
5.2.1 The sea pressures to be taken into account are those
given in the present Article [5].

However the Society may accept calculations based on

pressures coming directly from hydrodynamic calculation,

if duly justified.
5.3 Still water pressure
5.3.1 Still water pressure on sides and bottom, and pressure

on exposed decks are to be calculated according to Pt B, Ch Figure 10 : Wave pressure in upright ship conditions
5, Sec 5, [1] of the Ship Rules. (load case b)
5.4 Wave pressure in upright ship conditions 0,5h1

5.4.1 Pressure on sides and bottom
The wave pressure in upright ship conditions at any point of
the hull is obtained from the formulae given in Tab 13. See T1
also Fig 8, Fig 9 and Fig 10.
5.4.2 Pressure on exposed decks

The wave pressure on exposed decks is to be considered for
load cases a crest and b crest only. The distribution is 0,25h1 0,25h1
obtained from the formulae given in Tab 14.
Table 13 : Wave pressure on sides and bottom in upright ship conditions (load cases a and b)
Wave pressure pW, in kN/m2

Location
Crest Trough
Bottom and sides below the gC F1 h z + T
gC F1 h 1 z + T 1 ---------------------1 --------------1-
waterline
--------------------- --------------- 2 T1
(z T1) 2 T1
without being taken less than g (z T1)
Sides above the waterline g (T1 + CF1 h1 z)
0,0
(z > T1) without being taken, for case a only, less than 0,24 L
Note 1:
CF1 : Combination factor, to be taken equal to:
CF1 = 1,0 for load case a
CF1 = 0,5 for load case b.
Pt D, Ch 1, Sec 5
Table 14 : Wave pressure on exposed decks in upright ship conditions (load cases a and b)
Wave pressure pW, in kN/m2

Location
Crest Trough
0 x 0,5 L 28f RWE 1 2 0
31, 3 H F 28 x
0,5 L < x < 0,75 L - --- 0 ,5 f RWE 1 2
28 + ------------------------------------ 0
0 , 25 L

0,75 L x L 31, 3f RWE 1 2 H 0
Note 1:
2
H = C F1 2 ,66 --- 0 ,7 + 0 ,14
x VL
------- ( z T 1 ) without being taken less than 0,8
L CB
1 : Coefficient to be taken equal to 1

2 : Coefficient taken equal to:
2 = 1 if L 120 m
2 = L/120 if L < 120 m
HF : Value of H calculated at x = 0,75 L
CF1 = 1,0 for load case a
CF1 = 0,5 for load case b
V : To be taken as:
for on-site conditions, V = 13
for transit conditions, V is to be taken equal to Vs, but not less than 13 knots
Note 2: When a navigation notation is granted, fRWE is to be replaced by n when greater.
Table 15 : Wave pressure in inclined ship conditions (load cases c and d)
Wave pressure pW, in kN/m2 (negative roll angle)

Location
y0 y<0
Bottom and sides below the y z+T

y z+T gC F2 h 2 ------- --------------1
waterline gC F2 h 2 ------- --------------1- BW T1
BW T1
(z T1) without being taken less than g (z T1)
y
Sides above the waterline g T 1 + 2 ------- C F2 h 2 z
BW 0
(z > T1)
without being taken, for case c only, less than 0,15 L
Note 1:
CF2 = 1,0 for load case c
CF2 = 0,5 for load case d
BW : Moulded breadth, in m, measured at the waterline at draught T1, at the hull transverse section considered
h2 : Relative wave elevation in inclined unit condition, in m, as defined in [3.5.3].
5.5 Wave pressure in inclined ship Figure 11 : Wave pressure in inclined ship conditions
conditions (load case c)
Z
5.5.1 Pressure on side and bottom
The wave pressure in inclined ship conditions at any point h2

of the hull is obtained from the formulae in Tab 15. See also
Fig 11 and Fig 12. h2
T1
5.5.2 Pressure on exposed decks Y

The wave pressure on exposed decks is to be considered for 0,5h2
load cases a crest and b crest only (see [5.4.2]). 0,5h2
Pt D, Ch 1, Sec 5
Figure 12 : Wave pressure in inclined ship conditions 6.2.4 Highest point H of the tank in the direction of
(load case d) the total acceleration vector AT
Z The highest point H of the tank in the direction of the total
acceleration vector AT, defined in [6.2.3], is the point of the
tank boundary whose projection on the direction forming
0,5h2 the angle with the vertical direction is located at the
greatest distance from the tanks centre of gravity. It is to be
0,5h2 determined for the inclined ship conditions, as indicated in
Fig 13, where C is the tanks centre of gravity.
T1
Figure 13 : Inclined ship conditions - Point H

Y
0,25h2 Z
Z 90
0,25h2
Y H

6 Internal pressures
aTY2
6.1 Transit and site conditions C
6.1.1 Internal pressures defined in the present Article are to

be processed for both transit and on-site conditions. For this
AT aTZ2
purpose, two distinct sets of internal pressures are to be cal-
culated. Y
6.2 Definitions
6.3 Internal pressures and forces
6.2.1 Cargo 6.3.1 Internal still water pressure
The cargo mass density to be considered is the one indi- The still water pressure to be used in combination with the
cated on the midship section drawing or in the loading inertial pressure in [6.3.2] is the greater of the values
manual. obtained, in kN/m2, from the following formulae:
pS = L g (zL z)
In the absence of more precise values, a cargo mass density
pS = L g (zTOP z) + 100 pPV
of 0,9 t/m3 is to be considered for calculating the internal
pressures. In no case is it to be taken, in kN/m2, less than:
0, 8L 1
In case of filling the oil capacities by sea water for transit p S = L g --------------------
-
between yard and site, the density is to be 1,025 t/m3. 420 L 1
where:
6.2.2 Sea water pPV : Setting pressure, in bar, of safety valves
A sea water mass density of 1,025 t/m3 is to be considered. zTOP : Z co-ordinate, in m, of the highest point of the
tank in the z direction
6.2.3 Total acceleration vector zL : Z co-ordinate, in m, of the highest point of the
liquid:
The total acceleration vector AT is the vector whose absolute
zL = zTOP + 0,5 (zAP zTOP)
values of X, Y and Z components are the longitudinal, trans-
verse and vertical accelerations defined in Tab 9 and Tab 10. zAP : Z co-ordinate, in m, of the top of the air pipes,
to be taken not less than zTOP.
In inclined ship conditions: Note 1: Specific overflow systems leading to higher internal pres-
sure are to be considered on case-by-case basis.
A T = a TY2 Y + a TZ2 Z
6.3.2 Internal inertial pressure
where: The inertial pressure is obtained from the formulae in Tab
16 or in Pt B, Ch 5, App 1 of the Ship Rules for typical tank
Y, Z : Normed vectors as defined in Fig 13 arrangements. In addition, the inertial pressure pW is to be
taken such that:
aTY2 , aTZ2 : Total accelerations for inclined ship conditions
defined in Tab 10. pS + pW 0
where pS is defined in [6.3.1].
Pt D, Ch 1, Sec 5
Table 16 : Watertight bulkheads of liquid compartments - Inertial pressure
Ship condition Load case Inertial pressure pW, in kN/m2

a No inertial pressure
Upright
b L [ 0, 5a TX1 B + a TZ1 ( z z TOP ) + g ( z z TOP ) ]
Inclined c
(negative roll angle) L [ a TY2 ( y y H ) + a TZ2 ( z z H ) + g ( z z TOP ) ]
d
Note 1:
B : Longitudinal distance, in m, between the transverse tank boundaries, without taking into account small recesses in the
lower part of the tank (see Fig 14)
yH, zH : Y and Z co-ordinates, in m, of the highest point of the tank in the direction of the total acceleration vector, defined in
[6.2.3] for load case c and load case d.
Figure 14 : Upright ship conditions - Distance B When hydrodynamic values of unit motions and accelera-
tions are greater than rule values for unrestricted navigation,
Z the impact pressure verification is to be specially considered.
6.5 Accommodation
6.5.1 Design pressure

The scantlings of the accommodation decks are calculated
B using a conventional still water and inertial pressure as
defined in [6.5.2].
6.5.2 Still water and inertial pressures

The inertial pressures transmitted to the deck structures are
obtained, in kN/m2, as specified in Tab 17.
X The values of pS depending on the type of the accommoda-
tion compartment are given in Pt B, Ch 5, Sec 6, [7] of the
6.3.3 Pressure for swash bulkheads Ship Rules.
The still water and inertial pressures transmitted to the
swash bulkhead structures are calculated according to Pt B, 6.6 Flooding
Ch 5, Sec 6, [1.2.1] of the Ship Rules.
6.6.1 Still water and inertial pressures
6.4 Partly filled tanks Unless otherwise specified, the still water and inertial pres-
sures to be considered as acting on platings (excluding bot-
6.4.1 General tom and side shell platings) which constitute boundaries of
All capacities are to be checked for several relevant partial compartments not intended to carry liquids, but considered
filling levels. flooded for damaged stability verification, are obtained, in
kN/m2, from the formulae in Tab 18.
A calculation is to be submitted.
6.4.2 Risk of resonance 6.7 Testing

The risk of resonance and the still water, dynamic sloshing
and dynamic impact pressures are to be evaluated accord- 6.7.1 Still water pressures
ing to Pt B, Ch 5, Sec 6, [2] of the Ship Rules.
The still water pressure to be considered as acting on plates
The values of the pitch period and of the roll period may be and stiffeners subject to tank testing is to be obtained from
taken from the hydrodynamic calculation. Pt B, Ch 5, Sec 6, [10] of the Ship Rules.
6.4.3 Impact pressure 6.7.2 Inertial pressures

If there is a risk of resonance, the scantlings are to be veri- The inertial pressures to be considered as acting on plates
fied taking into account pressure given in Pt B, Ch 5, Sec 6, and stiffeners are given in Pt B, Ch 5, Sec 6, [10] of the Ship
[2] of the Ship Rules. Rules.
Pt D, Ch 1, Sec 5
Table 17 : Accommodation Table 18 : Flooding

Still water and inertial pressures Still water and inertial pressures
Ship Load Still water pressure pS Still water pressure pSF , Inertial pressure pWF ,
condition case and inertial pressure pW, in kN/m2 in kN/m2 in kN/m2
a No inertial pressure g (zF z) p WF = 0, 6 a TZ1 + g ( z F z )
Upright without being taken less than
a TZ1 + g without being taken less than
(positive p W = p S ---------------------
- 0,4 g d0
b g 0,4 g d0
heave
motion) KX : Coefficient defined in Tab 9 Note 1:
zF : Z co-ordinate, in m, of the freeboard deck at
The inertial pressure transmitted to the
deck structures in inclined condition side in way of the transverse section considered.
c
may generally be disregarded. Specific Where the results of damage stability calcula-
Inclined tions are available, the deepest equilibrium
cases in which this simplification is not
deemed permissible by the Society are waterline may be considered in lieu of the free-
d
considered individually. board deck; in this case, the Society may require
transient conditions to be taken into account
d0 : Distance, in m, to be taken equal to:
d0 = 0,02 L for 90 L 120
d0 = 2,4 for L 120
Pt D, Ch 1, Sec 6
SECTION 6 HULL GIRDER STRENGTH
1 General MWV,S : Vertical wave bending moment, in kN.m, in

sagging condition, at the hull transverse section
considered, defined in Ch 1, Sec 5, [3.3]
1.1 Principle
ZA : Gross section modulus, in cm3, at any point of
1.1.1 The hull girder transverse sections are to comply with the hull transverse section, to be calculated
Pt B, Ch 6, Sec 1 of the Ship Rules taking into account the according to Pt B, Ch 6, Sec 1, [2.3.1] of the
requirements of the present Section. Ship Rules
ZAB , ZAD : Gross section moduli, in cm3, at bottom and
1.1.2 The hull girder strength is to be evaluated independ-
deck, respectively, to be calculated according to
ently for the transit phases covered by classification and on-
Pt B, Ch 6, Sec 1, [2.3.2] of the Ship Rules.
site conditions.
1.1.3 The hull girder is to be designed to allow flexibility in 2.1.2 The normal stresses in a member made in material
cargo loading (see Ch 1, Sec 4). other than steel with a Youngs modulus E equal to
2,06x105 N/mm2, included in the hull girder transverse sec-
tions as specified in Pt B, Ch 6, Sec 1, [2.1.6] of the Ship
1.2 Strength characteristics of the hull Rules, are obtained from the following formula:
girder transverse sections
E
1 = -------------------------5 1S
1.2.1 The strength characteristics of the hull girder trans- 2 ,06 10
verse section are to comply with Pt B, Ch 6, Sec 1 of the
where:
Ship Rules.
1S : Normal stress, in N/mm2, in the member under
consideration, calculated according to [2.1.1]
2 Yielding checks considering this member as having the steel
equivalent sectional area ASE defined in Pt B, Ch
2.1 Hull girder stresses 6, Sec 1, [2.1.6] of the Ship Rules.
2.1.1 Normal stresses induced by vertical bending 2.1.3 Shear stress

moments The shear stresses induced by shear forces are obtained
The normal stresses induced by vertical bending moments according to Pt B, Ch 6, Sec 2, [2.3] and Pt B, Ch 6, Sec 2,
are obtained, in N/mm2, from the following formulae: [2.4] of the Ship Rules.
at any point of the hull transverse section:
M SW + M WV 3 2.2 Checking criteria
1 = ----------------------------- 10
ZA
2.2.1 Normal stresses induced by vertical bending
at bottom: moments
M SW + M WV 3 It is to be checked that the normal stresses 1 calculated
1 = ----------------------------- 10
Z AB according to [2.1.1] are in compliance with the following
formula:
at deck:
1 1,ALL
M SW + M WV 3
1 = ----------------------------- 10 where:
Z AD
1,ALL : Allowable normal stress, in N/mm2, obtained
where: from the following formulae:
MSW : Still water bending moment, in KN.m, as
defined in Ch 1, Sec 5, [2.2] 125 x
1, ALL = ---------- for --- 0, 1
k L
MWV : Vertical wave bending moment, in KN.m:
1, ALL = ---------- ---------- --- 0, 1 for 0, 1 < --- < 0, 3
175 250 x x
in hogging conditions: k k L L
MWV = MWV,H 175 x
1, ALL = ---------- for 0, 3 --- 0, 7
in sagging conditions: k L
MWV = MWV,S
1, ALL = ---------- ---------- --- 0, 7 for 0, 7 < --- < 0, 9
175 250 x x
MWV,H : Vertical wave bending moment, in kN.m, in k k L L
hogging condition, at the hull transverse section 125 x
1, ALL = ---------- for --- 0, 9
considered, defined in Ch 1, Sec 5, [3.3] k L
Pt D, Ch 1, Sec 6
2.2.2 Shear stresses Table 1 : Navigation coefficient n1

It is to be checked that the shear stresses 1 calculated
Navigation notation Navigation coefficient n1
according to [2.1.3] are in compliance with the following
formula: Unrestricted navigation 1,00
1 1,ALL Summer zone 0,95

Tropical zone 0,90
where:
Coastal area 0,90
1,ALL : Allowable shear stress, in N/mm2:
Sheltered area 0,80
1,ALL = 110 / k
2.3 Section modulus and moment of inertia 2.3.3 Section modulus outside 0,4 L amidships
The gross section moduli ZAB and ZAD outside 0,4 L amid-
2.3.1 General ships are to be not less than the value obtained, in m3, from
The requirements in [2.3] provide the minimum hull girder the following formula:
section modulus, complying with the checking criteria indi- M SW + M WV 3
cated in [2.2], and the midship section moment of inertia Z R = ----------------------------
- 10
1, ALL
required to ensure sufficient hull girder rigidity.
Scantlings of members contributing to the hull girder longi-
The k material factors are to be defined with respect to the tudinal strength (see Pt B, Ch 6, Sec 1 of the Ship Rules) may
materials used for the bottom and deck members contribut- be gradually reduced, outside 0,4 L amidships, to the mini-
ing to the longitudinal strength according to [1.2]. When mum required for local strength purposes at fore and aft
material factors for higher strength steels are used, the parts, as specified in Part B, Chapter 8 of the Ship Rules.
requirements in [2.3.5] apply.
2.3.4 Midship section moment of inertia
2.3.2 Section modulus within 0,4 L amidships
The gross midship section moment of inertia about its hori-
The gross section moduli ZAB and ZAD within 0,4 L amid- zontal neutral axis is to be not less than the value obtained,
ships are to be not less than the greater value obtained, in in m4, from the following formula:
m3, from the following formulae:
IYR = 3 ZR,MIN L 102
ZR,MIN = n1 C L2 B (CB + 0,7) k 106
where ZR,MIN is the required midship section modulus ZR,MIN,
M SW + M WV 3 in m3, calculated as specified in [2.3.2], but assuming k = 1.
Z R = ----------------------------
- 10
1, ALL
2.3.5 Extent of higher strength steel
where: When a material factor for higher strength steel is used in
calculating the required section modulus at bottom or deck
ZR,MIN : Minimum section modulus taken as the maxi-
according to [2.3.2] or [2.3.3], the relevant higher strength
mum value between ZR,MIN calculated for transit
steel is to be adopted for the members contributing to the
condition and calculated for site condition. longitudinal strength (see Pt B, Ch 6, Sec 1 of the Ship
Parameters n1 and CB are to be taken accord- Rules), at least up to a vertical distance, in m, obtained from
ingly the following formulae:
n1 : Coefficient defined as follows: above the baseline (for section modulus at bottom):
when a navigation notation completes the 1B k 1, ALL
transit or site notation of the unit, n1 is to be V HB = ------------------------------
-z
1B + 1D D
taken as given in Tab 1
below a horizontal line located at a distance VD (see Pt
when no navigation notation is granted to B, Ch 6, Sec 1 of the Ship Rules) above the neutral axis
the unit for the transit or site condition, n1 is of the hull transverse section (for section modulus at
to be taken equal to the value of factor of deck):
environment for vertical wave bending
moment, fVBM, as defined in Ch 1, Sec 5, 1D k 1, ALL
V HD = -------------------------------
- ( N + VD )
[3.2], but not less than 0,80. 1B + 1D
Where the total breadth bS of small openings, as defined in where:

Pt B, Ch 6, Sec 1 of the Ship Rules, is deducted from the 1B , 1D : Normal stresses, in N/mm2, at bottom and deck,
sectional areas included in the hull girder transverse sec- respectively, calculated according to [2.1.1]
tions, the values ZR and ZR,MIN may be reduced by 3%.
zD : Z co-ordinate, in m, of the strength deck,
Scantlings of members contributing to the longitudinal defined in Pt B, Ch 6, Sec 1 of the Ship Rules,
strength (see Pt B, Ch 6, Sec 1 of the Ship Rules) are to be with respect to the reference co-ordinate system
maintained within 0,4 L amidships. defined in Ch 1, Sec 1, [4.3]
Pt D, Ch 1, Sec 6
N : Z co-ordinate, in m, of the centre of gravity of the Table 2 : Partial safety factors

hull transverse section defined in Pt B, Ch 6, Sec 1
of the Ship Rules, with respect to the reference co- Partial safety factor On-site Transit
ordinate system defined in Ch 1, Sec 1, [4.3] covering uncertainties Symbol condition condition
VD : Vertical distance, in m, defined in Pt B, Ch 6, on: value value
Sec 1 of the Ship Rules. Still water hull girder S1 1,00 1,00
The higher strength steel is to extend in length at least loads
throughout 0,4 L amidships where it is required for strength Wave induced hull W1 1,25 (1) 1,10
purposes according to the requirements of Part B of the Ship girder loads
Rules. Material m 1,02 1,02
Resistance R 1,10 1,03
3 Ultimate strength check
(1) If the vertical wave bending moment MWV considered is
derived from hydrodynamic calculations with a 10 000
3.1 General years return period, the partial safety factor W1 may be
reduced to 1,00.
3.1.1 The ultimate strength of the hull girder is to be In this case, the product W1 x MWV defined above with
checked for transit and on site conditions according on Pt B, 10 000 years RP is not to be less than 1.25 MWV derived
Ch 6, Sec 3 and Pt B, Ch 6, App 1 of the Ship Rules. with 100 years RP.
The check is to be done on net scantlings.
3.4 Hull girder ultimate bending moment
The partial safety factors to be taken into account are those capacities
given in [3.2].
3.4.1 The hull girder ultimate bending moment capacities
are to be determined according to Pt B, Ch 6, Sec 3, [3.2]
and Pt B, Ch 6, App 1 of the Ship Rules.
3.2.1 The safety factors to be taken into account in the ulti-
mate strength check of the hull girder are those given in Tab 2. 3.5 Checking criteria
3.5.1 It is to be checked that the hull girder ultimate bend-
ing capacity at any hull transverse section is in compliance
3.3 Hull girder loads
with the following formula:
3.3.1 Bending moment MU
---------- M
R m
The bending moments in transit and on site conditions, in
sagging and hogging, to be considered in the ultimate where:
strength check of the hull girder, are to be obtained, in MU : Ultimate bending moment capacity of the hull
kN.m, from the following formula: transverse section, in KN.m, as defined in Pt B,
Ch 6, Sec 3, [3.3] of the Ship Rules.
M = S1 MSW + W1 MWV
Pt D, Ch 1, Sec 7
SECTION 7 HULL SCANTLINGS
Symbols
MSW,H : Design still water bending moment, in kN.m, in s : Spacing, in m, of ordinary stiffeners
hogging condition, at the hull transverse section : Span, in m, of ordinary stiffeners, measured
considered, defined in Ch 1, Sec 5, [2.2.2] for between supporting members (see Pt B, Ch 4,
transit and site conditions Sec 3, [3.2] of the Ship Rules
MSW,S : Design still water bending moment, in kN.m, in pS : Static pressure, in kN/m2, as defined in Ch 1,
sagging condition, at the hull transverse section Sec 5
considered, defined in Ch 1, Sec 5, [2.2.2] for
transit and site conditions pw : Inertial pressure, in kN/m2, as defined in Ch 1,
Sec 5
MWV,H : Vertical wave bending moment, in kN.m, in
hogging condition, at the hull transverse section L, L1, B, D: Units dimensions defined in Ch 1, Sec 5
considered, defined in Ch 1, Sec 5, [3.3.1] for : Buckling utilisation factor defined as the highest
transit and site conditions ratio between the applied loads and the corre-
MWV,S : Vertical wave bending moment, in kN.m, in sponding ultimate capacity or buckling strength
sagging condition, at the hull transverse section obtained for the different buckling modes.
considered, defined in Ch 1, Sec 5, [3.3.1] for
transit and site conditions 1 General
MWH : Horizontal wave bending moment, in kN.m, at
the hull transverse section considered, defined in 1.1 Principle
Ch 1, Sec 5, [3.3.2] for transit and site conditions
MSW,Hmin : Minimum still water bending moment, in kN.m, 1.1.1 Application
in hogging condition, at the hull transverse sec- The requirements of the present Section cover the assess-
tion considered without to be taken greater than ment of structural elements for the transit and site condi-
0.3MWV,S tions of the unit, except when otherwise specified.
N : Z co-ordinate, in m, with respect to the reference The hull scantlings are to be evaluated independently for
co-ordinate system (defined in Ch 1, Sec 1, transit and site conditions.
[4.3]) of the centre of gravity of the hull trans-
verse section constituted by members contribut- 1.1.2 General reference
ing to the hull girder longitudinal strength
Plating, ordinary stiffeners and primary supporting members
considered as having their net scantlings
are to comply with the requirements of Pt B, Chapter 7 and
x, y, z : X, Y and Z co-ordinates, in m, of the calculation Pt D, Chapter 7 of the Ship Rules, taking into account the
point with respect to the reference co-ordinate requirements of the present Section.
system defined in Ch 1, Sec 1, [4.3]
In case of conflict between the Ship Rules and the present
IY : Net moment of inertia, in m4, of the hull trans- Chapter, this latter is to take precedence.
verse section around its horizontal neutral axis,
to be calculated according to Ch 1, Sec 6, [1.2] 1.1.3 Net thickness
considering the members contributing to the All thickness referred to in this Section are net, i.e. they do
hull girder longitudinal strength as having their not include any margin for corrosion.
net scantlings
The applicable corrosion additions are those specified in
IZ : Net moment of inertia, in m4, of the hull trans-
Ch 1, Sec 3, [4.2].
verse section around its vertical neutral axis, to
be calculated according to Ch 1, Sec 6, [1.2]
considering the members contributing to the 1.1.4 Partial safety factors
hull girder longitudinal strength as having their The partial safety factors to be considered for the determina-
net scantlings tion of the rule scantlings are specified in the present Section.
k : Material factor for steel defined in Pt B, Ch 4,
1.1.5 Slenderness requirement
Sec 1 of the Ship Rules
Structural members are to comply with slenderness and
Ry : Minimum yield stress, in N/mm2, of the mate- proportion requirements of NI 615, Buckling Assessment of
rial, to be taken equal to 235/k unless otherwise Plated Structures.
specified
Pt D, Ch 1, Sec 7
2 Plating 2.2.2 In-plane hull girder shear stresses

The in-plane hull girder shear stresses to be considered for
2.1 General the strength check of plating, subjected to lateral loads,
which contributes to the longitudinal strength are obtained,
2.1.1 Principle in N/mm2, from the following formula:
The thickness plating is to be calculated according to Pt B, 1 = S1 S1 + CFV w1 w1
Ch 7, Sec 1 and Pt D, Chapter 7 of the Ship Rules taking
into account the requirements of the present [2]. where:
2.1.2 Partial safety factors CFV : Combination factor given in Tab 3

The partial safety factors to be used for the assessment of S1 : Absolute value of the hull girder shear stresses,
scantlings of plating are given in Tab 1. in N/mm2, induced by the maximum still water
hull girder vertical shear force in the section
considered
2.2 Yielding check
W1 : Absolute value of the hull girder shear stresses,
2.2.1 In-plane hull girder normal stresses in N/mm2, induced by the maximum wave hull
The in-plane hull girder normal stresses to be considered for girder vertical shear force in the section consid-
the strength check of plating in upright ship conditions are ered.
obtained, in N/mm2, from the following formulae: S1 and W1 are to be taken not less than the values indicated
for plating not contributing to the hull girder longitudi- in Tab 4.
nal strength:
X1 = 0 2.3 Buckling check
for plating contributing to the hull girder longitudinal
strength: 2.3.1 General
X1 = S1 S1 + W1 ( C FV WV1 + C FH WH ) The buckling check of plating is to be performed in accord-
ance with NI 615, Buckling Assessment of Plated Structures.
where:
The compression and shear stresses to be taken into
S1, WV1: Hull girder normal stresses, in N/mm2, defined
account for the checking criteria are to be calculated in
in Tab 2
accordance with [2.3.2] to [2.3.6].
CFV, CFH : Combination factors given in Tab 3.
Table 1 : Plating - Partial safety factors
Strength check of plating subjected to lateral pressure

Partial safety factors Buckling
Symbol Sloshing Watertight bulkhead
covering uncertainties regarding: General Testing check check
pressure plating (1)
Still water hull girder loads S1 1,00 0 1,00 N.A. 1,00
Wave hull girder loads W1 1,07 0 1,07 N.A. 1,07
Still water pressure S2 1,00 1,00 1,00 1,00 N.A.
Wave pressure W2 1,07 1,05 1,07 N.A. N.A.
Material m 1,02 1,02 1,02 1,02 N.A.
Resistance R 1,02 1,10 1,02 (2) 1,05 N.A.
(1) Applies also to plating of bulkheads or inner side which constitute boundary of compartments not intended to carry liquids.
(2) For plating of the collision bulkhead, R =1,25
Note 1: N.A. = not applicable.
Table 2 : Hull girder normal stresses
Condition S1, in N/mm2 (1) WV1, in N/mm2 WH1, in N/mm2

S1 M SW ,S + W1 M WV ,S M SW ,S M WV ,S
-----------------------------------------------------
-1 -------------- ( z N ) 10 3 --------------- ( z N ) 10 3
S1 M SW ,H + W1 M WV ,H IY IY M WH
------------ y 10 3
S1 M SW ,S + W1 M WV ,S M SW ,H M WV ,H IZ
-----------------------------------------------------
-<1 --------------- ( z N ) 10 3 ---------------- ( z N ) 10 3
S1 M SW ,H + W1 M WV ,H IY IY
(1) When the unit in still water is always in hogging condition, MSW,S is to be taken equal to 0.
Pt D, Ch 1, Sec 7
Table 3 : Combination factor CFV and CFH for plating X1 is to be taken as the maximum compression stress on
the plate panel considered.
Load case CFV CFH
When the ship in still water is always in hogging condition,
a 1,0 0 X1 may be evaluated by means of direct calculations when
b 0,7 0 justified on the basis of the ships characteristics and
c 0,4 1,0 intended service. The calculations are to be submitted to
the Society for approval.
d 0,25 0,7
2.3.3 In-plane hull girder shear stresses
Table 4 : Hull girder shear stresses
The in-plane hull girder shear stresses to be considered for
the buckling check of plating are obtained as specified in
Structural element S1, W1 in N/mm2
[2.2.2] for the strength check of plating subjected to lateral
pressure, which contributes to the longitudinal strength.
Bottom, inner bottom and decks
(excluding possible longitudinal sloping 0 2.3.4 Combined in-plane hull girder and local
plates) compression normal stresses
Bilge, side, inner side and longitudinal
The combined in-plane compression normal stresses to be
bulkheads (including possible longitudi-
considered for the buckling check of plating are to take into
nal sloping plates):
account the hull girder stresses and the local stresses result-
ing from the bending of the primary supporting members.
0 0 ,5 + 2 ----
z
0 z 0,25 D D These local stresses are to be obtained from a direct struc-
tural analysis using the design loads given in Ch 1, Sec 5.
0,25 D < z 0,75 D 0
With respect to the reference co-ordinate system defined in
0 2 ,5 2 ----
z
0,75 D < z D Ch 1, Sec 1, [4.3], the combined stresses in x and y direc-
D
tion are obtained, in N/mm2, from the following formulae:
Note 1:
X = X1 + S2 X2 ,S + W2 X2 ,W
47 6, 3
0 = ------ 1 --------- N/mm Y = S2 Y2 ,S + W2 Y2 ,W
k L1
where:
2.3.2 In-plane hull girder compression normal X1 : Compression normal stress, in N/mm2, induced
stresses by the hull girder still water and wave loads,
defined in [2.2.1] or [2.3.2]
The in-plane hull girder compression normal stresses to be
considered for the buckling check of plating contributing to X2,S,Y2,S: Compression normal stress in x and y direction,
the longitudinal strength in inclined ship conditions are respectively, in N/mm2, induced by the local
obtained, in N/mm2, from the following formula: bending of the primary supporting members
and obtained from a direct structural analysis
X1 = S1 S1 + w1 ( C FV WV1 + C FH WH ) using the still water design loads given in Ch 1,
Sec 5
where: X2,W,Y2,W: Compression normal stress in x and y direction,
S1, WV1, WH : Hull girder normal stresses, in N/mm2, respectively, in N/mm2, induced by the local
defined in Tab 5 bending of the primary supporting members and
obtained from a direct structural analysis using
CFV, CFH : Combination factors defined in Tab 3. the wave design loads given in Ch 1, Sec 5.
Table 5 : Hull girder normal compression stresses for buckling check of plates
Condition S1 in N/mm2 (1) WV1 in N/mm2 WH in N/mm2
M SW ,S M WV ,S
zN -------------- ( z N )10 3 --------------- ( z N )10 3
IY IY M WH
- y 10 3
-----------
M SW ,H M WV ,H IZ
z<N --------------- ( z N )10 3 ---------------- ( z N )10 3
IY IY
(1) When the unit in still water is always in hogging condition, S1 for z N is to be obtained, in N/mm2, from the following
formula, unless X1 is evaluated by means of direct calculations (see [2.3.2]):
M SW ,Hmin
- ( z N )10 3
S1 = ---------------------
IY
Pt D, Ch 1, Sec 7
2.3.5 Combined in-plane hull girder and local shear 2.3.7 Buckling check criteria
stresses The buckling strength of plating is to satisfy the following
The combined in-plane shear stresses to be considered for criterion:
the buckling check of plating are to take into account the ALL with: ALL = 1
hull girder stresses and the local stresses resulting from the
bending of the primary supporting members. These local
stresses are to be obtained from a direct structural analysis 3 Yielding check of ordinary stiffeners
using the design loads given in Ch 1, Sec 5.
The combined stresses are obtained, in N/mm2, from the 3.1 General
following formula:
3.1.1 Principle
= 1 + S2 2,S + W2 2,W The scantlings are to be in accordance with Pt B, Ch 7, Sec 2
and Part D, Chapter 7 of the Ship Rules taking into account
where: the requirements of the present Section.
1 : Shear stress, in N/mm2, induced by the hull 3.1.2 Partial safety factors
girder still water and wave loads, defined in The partial safety factors to be considered for the yielding
[2.2.2] check of ordinary stiffeners are specified in Tab 6.
2,S : Shear stress, in N/mm2, induced by the local
bending of the primary supporting members 3.2 Hull girder stresses
and obtained from a direct structural analysis
3.2.1 The hull girder normal stresses to be considered for
using the still water design loads given in Ch 1,
the yielding check of ordinary stiffeners are obtained, in
Sec 5 N/mm2, from the following formulae:
2,W : Shear stress, in N/mm2, induced by the local for longitudinal stiffeners contributing to the hull girder
bending of the primary supporting members and longitudinal strength and subjected to lateral pressure:
obtained from a direct structural analysis using X1 = S1 S1 + W1 (CFV WV1 + CFH WH)
the wave design loads given in Ch 1, Sec 5.
for longitudinal stiffeners not contributing to the hull
girder longitudinal strength:
2.3.6 Hull girder stress for prescriptive buckling
X1 = 0
check
for transverse stiffeners:
For prescriptive buckling check of plating according to
X1 = 0
NI 615, Buckling Assessment of Plated Structures, the hull
girder stresses (hg, hg) are considered as follow: where:
S1, WV1, WH : Hull girder normal stresses, in N/mm2,
hg = X1
defined in Tab 7
hg = 1 CFV, CFH : Combination factors given in Tab 8
Table 6 : Ordinary stiffeners - Partial safety factors
Yielding check
Partial safety factors covering uncertainties Buckling
Symbol Sloshing Watertight bulkhead ordinary Testing
regarding: General check
pressure stiffeners (1) check
Still water hull girder loads S1 1,00 0 1,00 N.A. 1,00
Wave hull girder loads W1 1,07 0 1,07 N.A. 1,07
Still water pressure S2 1,00 1,00 1,003 1,00 1,00
Wave pressure W2 1,07 1,10 1,05 N.A. 1,15
Material m 1,02 1,02 1,02 1,02 N.A.
Resistance R 1,02 1,02 1,02 (2) 1,20 N.A.
(1) Applies also to ordinary stiffeners of bulkheads or inner side which constitute boundary of compartments not intended to carry
liquids.
(2) For ordinary stiffeners of the collision bulkhead, R =1,25.
Note 1: N.A. = Not applicable.
Pt D, Ch 1, Sec 7
Table 7 : Hull girder normal stresses - Ordinary stiffeners subjected to lateral pressure
Condition S1 , in N/mm2 (1) WV1 , in N/mm2 WH , in N/mm2

Lateral pressure applied on the side opposite to the
ordinary stiffener, with respect to the plating:
M SW ,S M WV ,S
zN -------------- ( z N ) 10 3 --------------- ( z N ) 10 3
IY IY
M SW ,H M WV ,H
z<N --------------- ( z N ) 10 3 ---------------- ( z N ) 10 3
IY IY
M WH
------------ y 10 3
Lateral pressure applied on the same side as the IZ
ordinary stiffener:
M SW ,H M WV ,H
zN --------------- ( z N ) 10 3 ---------------- ( z N ) 10 3
IY IY
M SW ,S M WV ,S
z<N -------------- ( z N ) 10 3 --------------- ( z N ) 10 3
IY IY
(1) When the ship in still water is always in hogging condition, MSW,S is to be taken equal to 0.
Table 8 : Combination factor CFV and CFH for stiffeners Table 9 : Coefficients b and s
Load case CFV CFH Brackets Bracket

b s
a 1,0 0 at ends lengths
b 0,7 0 0 1 1
c 0,4 1,0 b
1 -----
2

1 b
- 1 -----b-
d 0,25 0,7 2 2
2
2 b1 ; b2 1 ------
b1 b2
- -------
b1 b2
1 ------
- -------
3.3 Net section modulus and net shear 2 2 2 2
sectional area of ordinary stiffeners in
Note 1: The bracket length b is defined in Pt B, Ch 4, Sec 3 of
intact conditions
the Ship Rules. b1 and b2 are the lengths of the two brackets
3.3.1 Groups of equal ordinary stiffeners fitted at each end.
Where a group of equal ordinary stiffeners is fitted, it is

acceptable that the minimum net section modulus given in 3.3.3 Single span vertical ordinary stiffeners
[3.3.2] to [3.3.4] is calculated as the average of the values subjected to lateral pressure
required for all the stiffeners of the same group, but this
average is to be taken not less than 90% of the maximum The net section modulus w, in cm3, and the net shear sec-
required value. tional area ASh , in cm2, of vertical ordinary stiffeners sub-
jected to lateral pressure are to be not less than the values
The same applies for the minimum net shear sectional area.
obtained from the following formulae:
3.3.2 Single span longitudinal and transverse S2 p S + W2 p W
1 ------ s 10
s
w = R m b b ----------------------------------
2 3
ordinary stiffeners subjected to lateral
12R y 2
pressure
S2 p S + W2 p W
1 ------ s
The net section modulus w, in cm3, and the net shear sec- s
A Sh = 10 R m s s ----------------------------------
Ry 2
tional area ASh , in cm2, of longitudinal or transverse ordi-
nary stiffeners subjected to lateral pressure are to be not less
where:
than the values obtained from the following formulae:
b, s : Coefficients defined in Tab 9
S2 p S + W2 p W
- 1 ------ s 2 10 3
s
w = R m b ------------------------------------------------
12 ( R y R m S X1 ) 2 b : Coefficient taken equal to the greater of the fol-
S2 p S + W2 p W
1 ------ s
s lowing values:
A Sh = 10 R m s ----------------------------------
Ry 2
S2 ( p Sd p Su ) + W2 ( p Wd p Wu )
where: b = 1 + 0 ,2 -----------------------------------------------------------------------------
-
S2 ( p Sd + p Su ) + W2 ( p Wd + p Wu )
b, s : Coefficients defined in Tab 9 S2 ( p Sd p Su ) + W2 ( p Wd p Wu )
b = 1 0, 2 -----------------------------------------------------------------------------
-
S : Coefficient to be taken equal to 0,9. S2 ( p Sd + p Su ) + W2 ( p Wd + p Wu )
Pt D, Ch 1, Sec 7
s : Coefficient taken equal to the greater of the fol- 3.4.2 Single span longitudinal and transverse
lowing values: ordinary stiffeners
The net section modulus w, in cm3, and the net shear sec-
s = 1 + 0 ,4 -----------------------------------------------------------------------------
- tional area ASh , in cm2, of longitudinal or transverse ordi-
S2 ( p Sd + p Su ) + W2 ( p Wd + p Wu )
nary stiffeners are to be not less than the values obtained
s = 1 0, 4 -----------------------------------------------------------------------------
- from the following formulae:
S2 ( p Sd + p Su ) + W2 ( p Wd + p Wu )
S2 p SF + W2 p WF
- 1 ------ s 2 10 3
s
pSd : Still water pressure, in kN/m2, at the lower end w = R m b ------------------------------------------------
12 ( R y R m S X1 ) 2
of the ordinary stiffener considered
S2 p SF + W2 p WF
1 ------ s
s
A Sh = 10 R m s --------------------------------------
pSu : Still water pressure, in kN/m2, at the upper end Ry 2
of the ordinary stiffener considered
where:
pWd : Wave pressure, in kN/m2, at the lower end of
b , s : Coefficients defined in Tab 9
the ordinary stiffener considered
S : Coefficient to be taken equal to 0,9.
pWu : Wave pressure, in kN/m2, at the upper end of
the ordinary stiffener considered. 3.4.3 Single span vertical ordinary stiffeners
3.3.4 Multispan ordinary stiffeners The net section modulus w, in cm3, and the net shear sec-
tional area ASh , in cm2, of vertical ordinary stiffeners are to
The maximum normal stress and shear stress in a multi- be not less than the values obtained from the following for-
span ordinary stiffener are to be determined by a direct cal- mulae:
culation taking into account:
S2 p SF + W2 p WF
1 ------ s 10
s
w = R m b b --------------------------------------
2 3
the distribution of still water and wave pressure and 12R y 2
forces, to be determined on the basis of the criteria
S2 p SF + W2 p WF
1 ------ s
s
specified in Ch 1, Sec 5 A Sh = 10 R m s s --------------------------------------
Ry 2
the number and position of intermediate supports
where:
(decks, girders, etc.)
b , s : Coefficients defined in Tab 9
the condition of fixity at the ends of the stiffener and at
intermediate supports b : Coefficient taken equal to the greater of the fol-
lowing values:
the geometrical characteristics of the stiffener on the
intermediate spans. S2 ( p SFd p SFu ) + W2 ( p WFd p WFu )
b = 1 + 0 ,2 --------------------------------------------------------------------------------------
S2 ( p SFd + p SFu ) + W2 ( p WFd + p WFu )
The maximum normal stress and shear stress in a multi- S2 ( p SFd p SFu ) + W2 ( p WFd p WFu )
b = 1 0, 2 --------------------------------------------------------------------------------------
span ordinary stiffener are to comply with the following for- S2 ( p SFd + p SFu ) + W2 ( p WFd + p WFu )
mulae:
s : Coefficient taken equal to the greater of the fol-
Ry lowing values:
----------
R m
S2 ( p SFd p SFu ) + W2 ( p WFd p WFu )
Ry s = 1 + 0 ,4 --------------------------------------------------------------------------------------
0 ,5 ---------- S2 ( p SFd + p SFu ) + W2 ( p WFd + p WFu )
R m
S2 ( p SFd p SFu ) + W2 ( p WFd p WFu )
s = 1 0, 4 --------------------------------------------------------------------------------------
S2 ( p SFd + p SFu ) + W2 ( p WFd + p WFu )
3.4 Net section modulus and net shear pSFd : Still water pressure, in kN/m2, in flooding con-
sectional area of ordinary stiffeners in ditions, at the lower end of the ordinary stiffener
flooding conditions considered (see Ch 1, Sec 5, [6.6])
pSFu : Still water pressure, in kN/m2, in flooding con-
3.4.1 Groups of equal ordinary stiffeners
ditions, at the upper end of the ordinary stiffener
Where a group of equal ordinary stiffeners is fitted, it is considered (see Ch 1, Sec 5, [6.6])
acceptable that the minimum net section modulus given in pWFd : Wave pressure, in kN/m2, in flooding condi-
[3.4.2] to [3.4.4] is calculated as the average of the values tions, at the lower end of the ordinary stiffener
required for all the stiffeners of the same group, but this considered (see Ch 1, Sec 5, [6.6])
average is to be taken not less than 90% of the maximum
required value. pWFu : Wave pressure, in kN/m2, in flooding condi-
tions, at the upper end of the ordinary stiffener
The same applies for the minimum net shear sectional area. considered (see Ch 1, Sec 5, [6.6]).
Pt D, Ch 1, Sec 7
3.4.4 Multispan ordinary stiffeners X1 = S1 S1 + W1 (CFV WV1 + CFH WH)

The maximum normal stress and shear stress in a multi- where:
span ordinary stiffener in flooding conditions are to be
determined by a direct calculation taking into account: S1, WV1, WH : Hull girder normal stresses, in N/mm2,
defined in Tab 10.
the distribution of still water and wave pressure and
forces in flooding conditions, to be determined on the For longitudinal stiffeners, X1 is to be taken as the maxi-
basis of the criteria specified in Ch 1, Sec 5 mum compression stress on the stiffener considered.
the number and position of intermediate supports When the ship in still water is always in hogging condition,
(decks, girders, etc.) X1 may be evaluated by means of direct calculations when
the condition of fixity at the ends of the stiffener and at justified on the basis of the ships characteristics and
intermediate supports intended service. The calculations are to be submitted to
the Society for approval.
the geometrical characteristics of the stiffener on the
intermediate spans.
The maximum normal stress and shear stress in a multi- 4.1.3 Combined hull girder and local compression
normal stresses
span ordinary stiffener are to comply with the following for-
mulae: The combined compression normal stresses to be consid-
ered for the buckling check of ordinary stiffeners are to take
Ry into account the hull girder stresses and the local stresses
----------
R m resulting from the bending of the primary supporting mem-
Ry bers. These local stresses are to be obtained from a direct
0 ,5 ----------
R m structural analysis using the design loads as given in Ch 1,
Sec 5.
3.5 Net section modulus and net shear sec- With respect to the reference co-ordinate system defined in
tional area of ordinary stiffeners in testing Ch 1, Sec 1, [4.3], the combined stresses in x and y direc-
conditions tion are obtained, in N/mm2, from the following formulae:
X = X1 + S2 X2, S + W2 X2, W
3.5.1 The net section modulus and net shear sectional area
of ordinary stiffeners in testing conditions are to comply with Y = S2 Y2, S + W2 Y2, W
the requirements of Pt B, Ch 7, Sec 2, [3.9] of the Ship Rules.
where:
3.6 Net section modulus and net shear X1 : Compression normal stress, in N/mm2, induced
sectional area of ordinary stiffeners by the hull girder still water and wave loads,
defined in [3.4.2] and [4.1.2]
subject to impact loads
X2,S, Y2,S: Compression normal stress in x and y direction,
3.6.1 The net section modulus and net shear sectional area respectively, in N/mm2, induced by the local
of ordinary stiffeners subject to impact loads are to comply bending of the primary supporting members and
with the requirements of Pt B, Ch 7, Sec 2, [3.10] of the Ship obtained from a direct structural analysis using
Rules. the still water design loads as given in Ch 1, Sec 5
X2,W, Y2,W: Compression normal stress in x and y direction,
respectively, in N/mm2, induced by the local
4 Buckling check of ordinary stiffeners
bending of the primary supporting members and
obtained from a direct structural analysis using
4.1 Buckling check the wave design loads as given in Ch 1, Sec 5.
4.1.1 General 4.1.4 Hull girder stress for prescriptive buckling

check
The buckling check of ordinary stiffeners is to be performed
in accordance with NI 615, Buckling Assessment of Plated The hull girder stress for the prescriptive buckling check of
Structures. the stiffener, in accordance with NI615, Buckling Assess-
ment of Plated Structures, is defined in [2.3.6].
The compression stresses to be taken into account for the
checking criteria are calculated with [4.1.2] and [4.1.3].
4.1.5 Buckling check criteria
4.1.2 Hull girder compression normal stresses The buckling strength of stiffeners is to satisfy the following
criterion:
The hull girder compression normal stresses to be consid-
ered for the buckling check of ordinary stiffeners are ALL with: ALL = 1
obtained, in N/mm2, from the following formula:
Pt D, Ch 1, Sec 7
Table 10 : Hull girder normal compression stresses for buckling check
Condition S1 in N/mm2 (1) WV1 in N/mm2 WH in N/mm2

M SW ,S M WV ,S
zN -------------- ( z N )10 3 --------------- ( z N )10 3
IY IY M WH
- y 10 3
-----------
M SW ,H M WV ,H IZ
z<N --------------- ( z N )10 3 ---------------- ( z N )10 3
IY IY
(1) When the unit in still water is always in hogging condition, S1 for z N is to be obtained, in N/mm2, from the following formula,
unless X1 is evaluated by means of direct calculations:
M SW ,Hmin
- ( z N )10 3
S1 = ---------------------
IY
5 Primary supporting members 5.2.3 Number of models

Each typical cargo tank is to be subject of finite element cal-
5.1 Application culation.
At least three cargo tanks are to be assessed:
5.1.1 VeriSTAR- Hull
the cargo oil tank at midship
All units covered by the present Chapter are to be granted
the additional service feature VeriSTAR-Hull (as stated in Ch the forward cargo tank
1, Sec 1, [1.2.11], and are to comply with the requirements the afterward cargo tank.
of the present Article [5].
5.1.2 VeriSTAR- Hull FLM
In addition, units intended to receive the additional nota- 5.3.1 The partial safety factors to be taken into account for
tion VeriSTAR-Hull FLM, as defined in Ch 1, Sec 1, the checking of the scantlings of the primary supporting
[1.2.12], are to comply with the requirements of NR551 members are given in Tab 11 and in Tab 12.
Structural Analysis of Offshore Surface Units through Full
Length Finite Elements Models. 5.4 Structural modelling
5.4.1 Model construction

5.2 General
The requirements given in Pt B, Ch 7, App 1, [3.1] of the
Ship Rules are to be complied with.
5.2.1 Net thickness
The net thickness of plating which forms the webs and
flanges of primary supporting members are to be checked in 5.4.2 Model extension
accordance with Pt B, Ch 7 and Pt D, Ch 7, Sec 3, [4.3] of Model extension is to comply with the requirements of Pt B,
the Ship Rules taking into account the requirements of the Ch 7, App 1, [3.2] of the Ship Rules.
present Section.
5.4.3 Boundary conditions
5.2.2 Finite element model
The requirements given in Pt B, Ch 7, App 1, [3.6] of the
For the checking of the scantlings of primary supporting
Ship Rules are to be complied with.
members, a three dimensional finite element model is
required.
Table 11 : Resistance partial safety factor
The check is to be made in accordance with Pt B, Ch 7, App 1
of the Ship Rules, taking into account the:
Resistance partial safety factor R
partial safety factors Type of three
dimensional model Watertight bulkhead
General
wave loads primary supporting members
finite element modelling criteria Coarse mesh finite

1,15 1,02
element model
loading conditions Fine mesh finite
1,02 1,02
checking criteria element model
Very fine mesh finite
given in the present Chapter. element model 1,02 1,02
Pt D, Ch 1, Sec 7
Table 12 : Primary supporting members analysed through three dimensional models Partial safety factors
Yielding check Buckling check

Partial safety factors covering
Symbol Watertight bulkhead primary
uncertainties regarding: General Plate panels
supporting members (1)
Still water hull girder loads S1 1,00 1,00 1,00
Wave hull girder loads W1 1,02 1,02 1,02
Still water pressure S2 1,00 1,00 1,00
Wave pressure W2 1,07 1,07 1,07
Material m 1,02 1,02 N.A.
Resistance R defined in Tab 11 defined in Tab 11 N.A.
(1) Applies also to primary supporting members of bulkheads or inner side which constitute boundary of compartments not
intended to carry liquids.
Note 1: For primary supporting members of the collision bulkhead, R = 1,25.
Face plates of primary supporting members or openings are

5.4.4 Finite elements models and modelling criteria to be modelled with shell elements within the very fine
The requirements given in Pt B, Ch 7, App 1, [3.3] and [3.4] mesh zone.
of the Ship Rules are to be complied with.
In case of an analysis based on coarse mesh model, the fol- 5.5 Load model
lowing fine mesh models are to be made:
transverse rings 5.5.1 Loading conditions
primary supporting members supporting the transverse The design on-site loading conditions specified in Fig 1 and
bulkheads Fig 2, as relevant, are to be considered in the analysis of pri-
bottom and deck girders. mary supporting members in cargo and ballast tanks.
In addition, the still water and wave loads are to be calcu-
Units structure may be considered as finely meshed, when
lated for the most severe loading conditions as given in the
each longitudinal ordinary stiffener is modelled; as a conse-
loading manual, with a view to maximizing the stresses in
quence, the standard size of elements used for fine mesh is
the longitudinal structure and primary supporting members.
the spacing of ordinary stiffeners.
When some of the on-site loading conditions shown in Fig
For very fine mesh models, the requirements of [5.4.5] are
1and Fig 2 are not included in the loading manual, and in
to be taken into account.
particular, the alternate and the non symmetrical load
5.4.5 Very fine mesh models cases, it must be indicated on the midship section drawing
Evaluation of detailed stresses requires the use of very fine as well as in the loading manual, that these cases are not
mesh in way of areas of high stress (see [5.6.2] and [5.6.3]). allowed. In addition, it should be demonstrated that these
The very fine mesh analysis may be performed on separate cases will never happen during the life of the unit, in partic-
finite element models, having boundary conditions ular in case of accidental conditions.
obtained from the fine mesh model. As an alternative, very When the conditions shown in Fig 1 and Fig 2 are foreseen
fine mesh zones incorporated in the fine mesh model may in the loading manual, the analysis is to be carried out, tak-
be used. ing into account the associated draughts as specified in the
The extent of very fine mesh zone is not to be less than the table, and not the draughts as given in the loading manual.
relevant spacing of ordinary stiffeners in the considered The filling of ballast tanks as indicated in Fig 1 and Fig 2 is
structural region, in all directions from the area under inves- given as default value and may be changed if available
tigation. When separate models are used, the extent is to be loading information indicates otherwise.
such that the calculated stresses within the investigated area The loads of the topside facilities are to be added, in static
are not significantly affected by the imposed boundary con- conditions, to represent the light weight of the unit, as well
ditions and application of loads. as the weight of the external structures (riser supports, etc.).
The elements inside the very fine mesh zones are to be
modelled based on net scantlings, as defined in Ch 1, Sec 3, 5.5.2 Local loads
[4] and Pt B, Ch 4, Sec 2 of the Ship Rules. The local loads to be taken into account are given in Ch 1,
All platings inside the very fine mesh zone are to be repre- Sec 5.
sented by shell elements having dimensions not above The loads induced by the topside on deck are to be taken
100 mm x 100 mm. Element aspect ratio is to be as close to into account.
1 as possible, and not to exceed 3. Elements corner angles
are to be greater than 60 and less than 120. Triangular 5.5.3 Hull girder loads
elements and elements having dimensions less than their The hull girder loads to be taken into account are given in
thickness are to be avoided. Tab 13 and Tab 14.
Pt D, Ch 1, Sec 7
Table 13 : Hull girder loads - Maximal bending moments at the middle of the central tank/hold
Vertical bending moments at the Horizontal wave bending Vertical shear forces at the
Ship middle of the central tank/hold middle of the central tank/hold
Load case moment at the middle of the
condition
Still water Wave central tank/hold Still water Wave
Upright a crest S1 MSW W1 MWV,H 0 0 0
a trough S1 MSW W1 MWV,S 0 0 0
b S1 MSW 0,7 W1 MWV,S 0 0 0
Inclined c S1 MSW 0,4 W1 MWV (1) W1 MWH 0 0
d S1 MSW 0,25 W1 MWV (1) 0,7 W1 MWH 0 0
Note 1: Hull girder loads are to be calculated at the middle of the central tank/hold.
(1) MWV is to be taken equal to MWV,H or to MWV,S depending on the loading condition.
Figure 1 : Loading conditions for units fitted with one central longitudinal bulkhead for on-site condition

Pt D, Ch 1, Sec 7
Table 14 : Hull girder loads - Maximal shear forces in way of the aft bulkhead of the central tank/hold
Vertical bending moments in way of Vertical shear forces in way of

Ship condition Load case the aft bulkhead of the central tank/hold the aft bulkhead of the central tank/hold
Still water Wave Still water Wave
Upright a crest S1 MSW 0,4 W1 MWV,H S1 QSW W1 QWV
a trough S1 MSW 0,4 W1 MWV,S S1 QSW W1 QWV
b S1 MSW 0,4 W1 MWV,S S1 QSW 0,7 W1 QWV
Note 1: Hull girder loads are to be calculated in way of the aft bulkhead of the central tank/hold.
Figure 2 : Loading conditions for units fitted with two central longitudinal bulkhead for on-site condition

Pt D, Ch 1, Sec 7
5.5.4 Load cases a) the average Von Mises equivalent stress VM-av, as defined
The loading conditions are to be combined with the load in [5.6.5], is to comply with the following criteria:
cases with the relevant wave loads and sea pressures as VM av MASTER
defined in Ch 1, Sec 5.
The sea states return period for transit and site conditions b) the equivalent stress VM of each (100 mm x 100 mm)
are defined in Ch 1, Sec 4, [1.1]. element in the very fine mesh region, in N/mm, calcu-
lated according to Pt B, Ch 7, App 1, [5] of the Ship
Rules, is to comply with the following criteria:
5.6 Yielding strength criteria
for elements not adjacent to the weld:
5.6.1 Master allowable stress
VM 1, 42 MASTER
The master allowable stress, MASTER, in N/mm, is defined
by the criteria: for elements adjacent to the weld:
Ry VM 1, 3 MASTER
MASTER = ----------
R m
In case of mesh finer than (100 mm x 100 mm), the
equivalent stress VM is to be obtained by averaging over
5.6.2 Yielding criteria for coarse and fine mesh an equivalent area of (100 mm x 100 mm), based on the
analysis methodology given in [5.6.5].
For coarse mesh analysis and fine mesh analysis, and for
elements located in ship areas (as defined in Ch 1, Sec 3, 5.6.5 Stress averaging on very fine mesh
[1]), it is to be checked that the equivalent stress VM , in
N/mm, calculated according to Pt B, Ch 7, App 1, [5] of For the purpose of the criteria given in [5.6.4], item a), the
the Ship Rules is in compliance with the following criteria: average Von Mises equivalent stress VM-av is to be calcu-
lated based on weighted average against element areas:
VM MASTER
n
Areas where the equivalent stress VM obtained through fine VM i Ai

mesh analysis is above 0.95MASTER, are to be investigated VM av
1
= ---------------------------
n
through very fine mesh analysis based on the requirements
of [5.4.5] and the criteria given in [5.6.4] are to be checked. A i
1
The Society may require additional very fine mesh analyses
for areas where the assessment through fine mesh models is where:
not judged as satisfactory.
VM-av : Average Von Mises equivalent stress, in N/mm
5.6.3 Yielding criteria for face plates of primary VM-i : Von Mises stress of the i-th element within the
supporting members and openings considered area, in N/mm
For fine mesh analysis, face plates of primary supporting Ai : Area of the i-th element within the considered
members and openings may be modelled by shell elements area, in mm
or by beam/bar elements.
n : Number of elements within the considered area.
When shell elements are used, the requirements of [5.6.2]
Stress averaging is to be performed over an area defined as
are to be complied with.
follows:
When beam/bar elements are used, it is to be checked that
the beam/bar elements axial stress ax, in N/mm, is in the area considered for stress averaging is to have a size
not above the relevant spacing of ordinary stiffeners
compliance with the following criteria:
(s x s)
ax MASTER
for very fine mesh along rounded edges (openings,
Areas where the beam/bar elements axial stress ax is above rounded brackets) the area considered for stress averag-
0,95 MASTER, are to be investigated through very fine mesh ing is to be limited only to the first ring of border ele-
analysis (with shell elements) based on the requirements of ments, over a length not above the relevant spacing of
[5.4.5] and the criteria given in [5.6.4] are to be checked. ordinary stiffeners (see Fig 3 and Fig 4).
Note 1: Values of beam/bar elements axial stress are generally cal- the area considered for stress averaging is to include an
culated by finite element softwares. The direct use of nodal stresses entire number of elements
is to be avoided. When different values of beam elements axial
stress are calculated for each extremity of the element, both the area considered for stress averaging is not to be
extremity values are to be checked. defined across structural discontinuities, web stiffeners
or other abutting structure
5.6.4 Yielding criteria for very fine mesh analysis for regions where several different stress averaging areas
For very fine mesh analysis required in [5.6.2] and/or may be defined, the worst is to be considered for the
[5.6.3] and complying with the requirements of [5.4.5], the calculation of average Von Mises equivalent stress.
following criteria are to be checked:
Pt D, Ch 1, Sec 7
Figure 3 : Example of stress averaging area at 5.7 Buckling check

opening rounded edge
5.7.1 A local buckling check is to be carried out, according
to [2] for plate panels which constitute primary supporting
members.
In carrying out this check, the stresses in the plate panels
are to be calculated according to the present Article [5].
5.7.2 The buckling criteria for plate panels is to satisfy the

following criterion:
ALL with: ALL = 1
5.7.3 The compressive buckling strength of struts, pillars

and cross ties is to satisfy the following criterion:
ALL with: ALL = 0,75
6 Fatigue check of structural details
6.1 General
6.1.1 The structural details to be checked are those defined
in [6.2].
The Society may require other details to be checked, when
deemed necessary on the basis of the detail geometry and
stress level.
6.1.2 The fatigue life and sea conditions of the unit, are to
Figure 4 : Example of stress averaging area at be specified by the owner, and to be indicated on the mid-
rounded bracket edge ship section drawing.
By default the fatigue life is to be greater than 20 years, on
site conditions.
6.1.3 Fatigue calculation is to be provided to the Society

for design review.
For units intended to be granted the additional notation
Spectral Fatigue, as defined in Pt A, Ch 1, Sec 2, [6.2.13],
this calculation is to be a spectral fatigue analysis per-
formed according to [6.3] and NI 539 Spectral Fatigue
Analysis Methodology for Ships and Offshore Units.
For all other units a deterministic fatigue calculation is to be
s carried out according to [6.4]. Deterministic fatigue calcu-
lation may be also carried out at pre-design stage, or for ver-
ification of the spectral fatigue calculation.
6.1.4 Corrosive environment is to be taken into account

where there is no corrosion protection system. Information
on the corrosion protection system, if any, is to be given by
the Designer.
6.2 Structural details

5.6.6 Particular requirements
6.2.1 The structural details to be checked are those defined
For very fine mesh regions located on bracket webs in the in Pt B, Ch 11, App 2 of the Ship Rules for the service nota-
vicinity of bracket toes, where an equivalent (s x s) area can- tion oil tanker ESP.
not be defined, the yielding check is to be based only on
the criteria given in [5.6.4], item b). 6.2.2 In addition, the following structural details are also to
be checked:
Other structural details having shapes not allowing the
a) In each typical cargo tank within the cargo tank area:
stress averaging as required in [5.6.5] are to be specially
considered by the Society, based on engineering judgment Side shell, bottom and deck longitudinals with:
related to plastic redistribution ability. - transverse oiltight and swash bulkheads
- transverse web frame
Pt D, Ch 1, Sec 7
Ends or bracket ends of: 6.3.3 Intermittent wetting effect, near free surface, is to be
taken into account by means of an additional (differential)
- longitudinal girders
pressure loading on the side shell. Loading is defined for a
- bottom transverse representative finite wave height. The result is used to cor-
rect stiffener bending stress in intermittent wetting area,
- horizontal stringers other contributions of this loading being negligible.
- vertical buttress supporting the horizontal stringer
6.3.4 The overall (solid) mass is distributed on plate and
Flanges of transverse web frames in way of tripping
beam elements by means of adjusted density. Weight of top-
brackets
sides modules are introduced according to the lightship
b) Topside connection with the main deck weight distribution, by means of beam elements with no
rigidity. The inertia loadings are generated from the above
c) Crane pedestal mass model and the accelerations of the vessel. Cargo and
ballast tanks are loaded by internal fluid pressure calculated
d) Mooring integration structure with hull (turret, buoy or
from acceleration at the centre of gravity of the tank (quasi-
spread mooring)
static approximation).
e) Flare tower connection with hull
6.3.5 The short term distribution of hot spot stress ranges
f) Turret: for a given sea-state is obtained by spectral analysis of the
The long term distribution of forces is to be submitted by transfer function of hot spot stress ranges, and by Rayleigh
the turret designer. statistics. The long term distribution, over a given period in
time, is obtained by summation of the short term distribu-
tions, over the scatter diagram at site where the unit will
6.3 Spectral fatigue analysis operate.
6.3.1 The spectral fatigue analysis includes the following 6.3.6 The fatigue damage is evaluated from the distribution
three steps: of stress ranges, by the Miner Sum.
Hydrodynamic analysis:
This analysis determines the external loads induced by
For the spectral fatigue analysis, the fatigue damage ratio is
the waves on the unit, and the resulting motions
to be not greater than those given in Tab 15.
Structural analysis:
Loads are applied on a structural model of the unit. The
structural analysis provides the RAOs of stresses at loca-
6.4 Deterministic fatigue analysis
tion of interest, within the model
Fatigue damage calculation based on statistics of stress 6.4.1 General
ranges.
Deterministic fatigue analysis is to be conducted with loads
6.3.2 The spectral fatigue analysis is to take into account at defined in [6.4.3] partial safety factors defined in [6.4.2]
least, except duly justified: and checking criteria defined in [6.4.9].
3 internal loading conditions, including minimum and

6.4.2 Partial safety factors
maximum draughts
The partial safety factors to be taken into account are those
25 headings
given in Tab 16.
25 frequencies.
Table 15 : Damage ratio for spectral fatigue analysis
Degree of accessibility for inspection, maintenance and repair

Consequence of failure
Not accessible (2) Underwater inspection (3) Dry inspection
Critical (1) 0,1 0,25 0,5
Non-critical 0,2 0,5 1,0
(1) Critical damage as per risk analysis including loss of life, uncontrolled pollution, collision, sinking, other major damage to the
installations and major production losses. When risk analysis report categorizing structural elements as critical or non-critical is
not available, all structural elements are to be considered as critical.
(2) Includes areas that can be inspected in dry or underwater conditions but require heavy works such as dry-docking for repair.
(3) Includes areas that can be inspected in dry conditions but with extensive preparation and heavy impact on operation.
Pt D, Ch 1, Sec 7
Table 16 : Fatigue check Partial safety factors 6.4.6 Cumulative damage ratio
The cumulative damage ratio is to be obtained from the fol-
Value lowing formula:
Partial safety factors Details at 4
covering uncertainties Symbol 1
D
ends of D = ------ K cor
regarding: General IF i i
ordinary
i=1
stiffeners
where:
Still water hull girder
S1 1,00 1,00 i : Part of the units life in loading condition i taken
loads
equal to 0,25 in case of 4 loading conditions.
Wave hull girder loads W1 1,03 1,11
The Society reserves its right to modify the val-
Still water pressure S2 1,00 1,00 ues of the i coefficients:
Wave pressure W2 1,07 1,15
Resistance R 1,02 1,02
i = 1
i
IF : Fatigue life improvement factor for improve-

Table 17 : Loading conditions ment technique, if any, as defined in:
Draught Ti Loading condition i [6.4.7] in case of grinding
[6.4.8] for improvement techniques other
Maximum Tmaxi Full load
than grinding
Intermediate 1 Case by case IF = 1.0 if no improvement technique is used.
By default: 2/3 Tmaxi + 1/3 Tmini By default: full load
Di : Cumulative damage ratio for unit in loading
Intermediate 2 Case by case condition i
By default: 1/3 Tmaxi + 2/3 Tmini By default: ballast D ai + D bi
D i = ab ---------------------
- + c D ci + d D di
Minimum Tmini Ballast 2
ab, c, d: Distribution coefficients for load cases a, b,
Table 18 : Distribution coefficients c, d, as defined in Tab 18
Other values may be considered on a case by
T mini + T maxi T mini + T maxi case basis
T i -----------------------------
- T i < -----------------------------
-
2 2 Dai, Dbi, Dci, Ddi : Elementary damage ratios for load cases
ab 1/3 2/3 a, b, c and d, respectively, in loading
condition i, as defined in [6.4.5]
c 1/3 1/3
Kcor : Corrosion factor, equal to:
d 1/3 0 Kcor = 1,5 for cargo oil tanks
Kcor = 1,1 for ballast tanks having an effec-
6.4.3 Loads
tive coating protection.
The loads to consider for deterministic fatigue analysis are
the design wave loads defined in Ch 1, Sec 5 and taken to a 6.4.7 Grinding of welds
probability level of 105. Grinding technique for improving fatigue life is applicable
The loads to be determined are the following ones: to full penetration welds.
vertical wave bending moment Grinding of welds is to be regarded as an exceptional meas-
ure considered case by case, and only when the design
accelerations
fatigue life cannot be achieved by the design (such as
relative wave elevation. improvements of shape of cut-outs, softening of bracket toes
and local increase in thickness) and geometry of the struc-
tural detail.
6.4.4 Loading conditions
The calculations are generally to be carried out for 4 load- In such a case:
ing conditions with their associated draughts Ti, as defined the information grinding of welds, with indication of
in Tab 17, that are representative of the loading / unloading the toe to be ground, is to be specified by the designer
sequence of the unit. on drawings
the relevant grinding procedure, according to Ch 1, Sec
However, more than 4 loading conditions can be consid-
9, [2.2], is to be submitted to the Society by the designer
ered on a case by case basis.
for review
6.4.5 Elementary damage ratio the fatigue life improvement factor IF, as defined in
The elementary damage ratios are to be calculated accord- [6.4.6], may be taken equal to 2,2, provided that a per-
ing to Pt B, Ch 7, Sec 4 of the Ship Rules taking into account manent protective coating is applied on the ground
a sailing factor 0 equal to 1. weld. Otherwise, the value of IF is considered by the
Society on a case by case basis.
Pt D, Ch 1, Sec 7
where:
6.4.8 Improvement techniques other than grinding SF = 2
of welds R : Partial safety factor defined in [6.4.2].
Improving fatigue life by using improvement techniques Note 1: In case that all hydrodynamic values and distributions are
other than grinding is to be regarded as an exceptional lower than minimum or rule values and distribution with significant
measure. Such improvement techniques may be considered margin (as a rule hydrodynamic loads lower than 25% of the rule
loads), a Safety Factor SF lower than 2 may be considered by the
by the Society on a case by case basis. In such a case, the
Society.
fatigue life improvement factor IF, as defined in [6.4.6], is
to be duly justified by the designer.
6.4.10 Loading / unloading
The fatigue due to loading/unloading may have to be
6.4.9 Checking criteria assessed.
The cumulative damage ratio defined in [6.4.6] is to comply By default one loading/unloading per week is taken into
with the following criteria: account.
1 In this case the calculation should take into account the
SFxD ----
R wave at a probability level not less than 104.
Pt D, Ch 1, Sec 8
SECTION 8 OTHER STRUCTURES
Symbols
ca : Aspect ratio of the plate panel, equal to: 1.1.2 Documents to be submitted
s 2 The following documents are to be submitted by the moor-

c a = 1 ,21 1 + 0 ,33 -- 0 ,69 -
s
ing designer:
to be taken not greater than 1,0 a) specification of Design Limit Operational Conditions
cr : Coefficient of curvature of the panel, equal to: (DLOC) (for reference)
cr = 1 0,5 s / r b) report of model test
to be taken not less than 0,5
c) mooring calculation
: Length, in m, of the longer side of the plate
panel d) design load report (mooring loads
s : Length, in m, of the shorter side of the plate e) design load report (loads on hull)
panel.
p : Correction coefficient defined as follows: f) specification of explosion pressure
s g) report of hydrodynamic analysis. This report includes

p = 1, 2 ------------
2, 1 loads induced by mooring, including dynamic effect on
without being taken greater than 1,0 the buoy in the most severe conditions, and load distri-
Cd : Plate capacity correction coefficient: bution for fatigue assessment.
Cd = 1,0 for flat bottom forward impact Note 1: For items b) to f), information is to be reviewed for the pur-
pose of verification of the mooring interface load only.
Cd = 1,2 for bow flare impact
ns : Number of fixed ends of stiffener:
1.2 Turret mooring system
ns = 2 for continuous members or members
with brackets fitted at both ends
1.2.1 General
ns = 1 for one end equivalent to built-in and
the other end simply supported The supporting structure of the turret is included in the
scope of Classification and is part of the hull structure.
ns = 0 for both ends with low end fixity
tp : Attached plating net thickness, in mm. The structure supporting the turret mooring system is to be
able to withstand the forces generated by the mooring.
hw : height of the web stiffeners
ReG : Minimum specified yield stress of the material 1.2.2 Location of the turret mooring system
The turret mooring system may be:

1 Station keeping
External
1.1 General In this case, the turret may be located aft of the stern or
forward of the bow.
1.1.1 Scope of Classification
The process of the Classification takes place in a procedure Internal
defining the interface between the work carried out by the
mooring contractor and the one carried out by the shipyard. In this case, the turret may be located all along the hull,
inside the cargo tank area or not.
The tasks to be carried out by the mooring contractor are
detailed in Rule Note NR493, Classification of Mooring Sys-
tems for Permanent Offshore Units. 1.2.3 Longitudinal strength
The present Article [1] covers only the part concerning the The longitudinal strength of the hull girder at the location of
hull. the turret is to be checked according to Ch 1, Sec 6.
Pt D, Ch 1, Sec 8
1.2.4 Calculation of the structure supporting the The reaction forces in way of the bearings are to be distrib-
turret uted according to the design load report procedure. If this
A calculation using finite element method is to be carried distribution is not specified, the reaction force is to be dis-
out in order to verify the strength of the structure. If the tur- tributed according to Fig 1, i.e. over an 120 angle, with a
ret is located: cosine distribution.
forward of the bow, externally of the structure:
A local model is to be made. 1.3 Spread mooring system
within the forward structure, forward of the cargo tank
area: 1.3.1 General
As a rule, the structure is to be modelled from the bow The structure supporting the equipment of the mooring sys-
to the aft end of the cargo tank No.1. The model may be tem (as defined in NR493, Classification of Mooring Sys-
clamped in way of the transverse bulkhead located at tems for Permanent Offshore Units) are included in the
the aft end of the cargo tank No.1. scope of Classification and are considered as part of the hull
Note 1: For this calculation, there is no need of model balancing, structure.
but the masses are to be modelled as accurately as possible.
within the cargo tank area: The structure supporting the equipment of the mooring sys-
tem is to be able to withstand the extreme mooring loads
As a rule, the model should include the adjacent cargo and fatigue forces.
tanks, forward and aft of the turret area. The model may
be clamped at the end of one adjacent cargo tank. The
1.3.2 Calculation of the supporting structure
model should be balanced by an adequate procedure
(see Pt B, Ch 7, App 1 of the Ship Rules). A calculation using the finite element method is to be car-
ried out in order to verify the strength of the structure for the
1.2.5 Mooring loads forces submitted by the mooring designer. The extension
The extreme loads on the structure are to be taken into and balancing of the model is to be agreed by the Society.
account for different headings.
As a rule, a heading analysis is mandatory as defined in Ch 1, 1.4 Calculations
Sec 4, [5.3.3]. Depending on the heading analysis results,
load case d) may be disregarded for yield and buckling
checks subject to the Society approval. 1.4.1 Corrosion additions
At least three headings are to be taken into account: 0, 45, The structure should be modelled in net scantlings.
90 (or maximum heading from hydrodynamic analysis, not
less than 60, with associated mooring forces). The corrosion addition tc, in mm, for each exposed side of
plates is not to be less than 1 mm.
Other headings may be requested by the Society, based on
the design of the structure supporting the turret. In case of disconnectable system, the corrosion addition in
The turret is supported in the unit by a system of bearings. areas of friction, chocks, etc., may be increased at the Soci-
ety satisfaction.
Figure 1 : Heading for turret
Figure 2 : Wrap () and pivot () angle definition
120
Pt D, Ch 1, Sec 8
1.4.2 Load cases The calculation is to be carried out for at least the two
The structural model is to take into account the following following draughts:
loads: - minimum draught
Mooring loads - maximum draught.
Mooring loads are to be determined in extreme condi-
tions and are to be distributed according to the designer Design loading conditions defined in Tab 1 may be used as
recommendation and to Appendix 3 of NR493, Classifi- a guidance.
cation of Mooring Systems for Permanent Offshore Units
Hull girder loads Allowable stresses are those given in Pt B, Ch 3, Sec 3, [5].
Hull girder loads to be taken into account are those with
Buckling is to be checked according to Pt B, Ch 3, Sec 3, [6].
a probability level of 108.7, if relevant
Local external loads, if relevant, i.e. sea pressures, liquid For fatigue analysis, the damage ratio is to be not greater
pressures (ballast and cargo) with accelerations given in than those given in Ch 1, Sec 7, Tab 15.
Ch 1, Sec 4, including: 1.4.4 Materials and testing
- upright ship condition For the steel grade selection, the structure supporting the
- inclined ship condition equipment of the mooring system is considered as offshore
Internal loads area (see Ch 1, Sec 3).
Table 1 : Guidance for design loading conditions for mooring system
Design loads Basic

Load System allowable
case condition Environment to stress
Mooring line loads Fairlead angles (see Fig 2)
be considered factor (3)
Design / Mooring line One mooring line with Installation angles 1 year = 0,8
Installation installation load installation load (1) return period
on fairlead Other mooring lines with
sheave pretension
Design / Normal Design tension on each Wrap angle range: 100 years = 0,8
Intact operation mooring line min = pretension return period
max: to be determined by moor-
ing analysis (default value: 90)
Pivot angle range:
min, max: according to manu-
facturer specification (2)
Design / One broken One mooring line broken Wrap angle range: 100 years = 0,8
Damaged mooring line Other lines with design min = pretension return period
tension (mooring analysis max: to be determined by moor-
with one line broken to ing analysis (default value: 90)
be considered) Pivot angle range:
min, max: according to manu-
Accidental Minimum One mooring line with Wrap angle range: 100 years = 1,0
Breaking Load MBL min = pretension return period
(MBL) on one Adjacent lines with intact max: to be determined by moor-
mooring line design tension ing analysis (default value: 90)
Pivot angle range:
min, max : according to manu-
(1) The installation design load is defined as the greater of:
1,33 times the SWL of the considered equipment
the brake load of the winch or the holding capacity of the jacking system used for tensioning.
(2) The maximum values of obtained by mooring analysis may also be used.
(3) As defined in Pt B, Ch 3, Sec 3, [5]. Factor is given in this Table as an indication of safety level for each design loading condition.
Note 1:
For each load case, wave loads are to be combined as follows:
maximum draft with adjacent empty capacities and load case a+ (hogging equilibrium)
minimum draft with adjacent fully loaded and load cases a- and b (sagging equilibrium).
Pt D, Ch 1, Sec 8
2 Supports for hull attachments and

2.1.5 Lifting appliances foundations
appurtenances
For lifting appliances foundations, design loading condi-
tions defined in NR608 Classification of lifting units are to
2.1 General be considered.
2.1.1 The present Article [2] is applicable to all major sup-
ports for hull attachments, such as:
topsides
2.2 Calculations
risers and their protectors 2.2.1 Finite element calculation
flare tower (see [2.1.4]) A three-dimensional finite element model of the support
lifting appliances (see [2.1.5]) structure is to be submitted. A fine mesh of construction
details is required.
offloading stations
The extension of the model is to be agreed by the Society.
helideck
boat landing platforms / stairtowers. 2.2.2 Load cases
The model is to take into account:
2.1.2 The structure supporting the attachments is to be able
to withstand the forces calculated for static, towing, opera- the design hull girder still water bending moment
tion and damage conditions. They are to be calculated by the wave induced bending moment at relevant probabil-
the constructing shipyard or attachment designer. ity level and, where relevant, the wave induced global
As a general rule, the affected supporting structure under hull shear stress, according to Ch 1, Sec 5, [3.3]
the deck or inboard the side shell is to be considered as off-
the forces generated by the support structure on the
shore area as defined in Ch 1, Sec 3, [1.1].
hull.
Cut outs in local structure in way of hull attachments are to
be closed by full collar plates. 2.2.3 Checking criteria
Allowable stresses are those given in Pt B, Ch 3, Sec 3, [5].
2.1.3 As a rule, the forces are to be calculated by the
designer in the following four conditions: Buckling is to be checked according to Pt B, Ch 3, Sec 3,
[6].
static conditions, with = 0,6
For fatigue analysis, the damage ratio is to be not greater
design conditions, with = 0,8
than the values given in Ch 1, Sec 7, Tab 15.
transit towing conditions, with = 0,8
accidental cases, with = 1,0 2.2.4 Materials
For the steel grade selection, the top side support seat areas
where: are considered as offshore unit specific area (see Ch 1, Sec 3).
: Basic allowable stress factor defined in Pt B, Ch
3, Sec 3, [5]. 2.2.5 Corrosion additions
The structure is to be modelled in net scantlings.
2.1.4 Flare tower foundation
Corrosion additions, as defined in Ch 1, Sec 3, [4] are to be
For flare tower foundation, design loading conditions considered as a minimum.
defined in Tab 2 may be used as a guidance.
Table 2 : Guidance for design loading conditions for flare tower foundation
Environment to be Basic allowable stress

Load case System condition Design loads
considered factors (1)
Design On site intact hull 100 year return period Hull girder loads for = 0,8
condition each considered load-
Design Transit 10 year return period ing condition. = 0,8
Accidental On site damaged hull 1 year return period Local loads includ- = 1,0
condition giving the ing: interface loads,
maximum trim and internal and external
heel pressures
(1) As defined in Pt B, Ch 3, Sec 3, [5]. Factor is given in this Table as an indication of safety level for each design loading condi-
tion.
Note 1:In case flare tower foundation is located at short distance from other appurtenance items such as adjacent stools and moor-
ing equipement, the interface effects from these items are to be considered.
Pt D, Ch 1, Sec 8
3 Fore part where:

TF : Minimum forward draught, in m, among those
3.1 General foreseen in operation
The value of TF adopted for the calculations is to
3.1.1 The scantlings and the arrangement of the fore part be specified in the loading manual.
are to be in accordance with the requirements of Pt B, Ch 8,
An alternative arrangement and extension of strengthening
Sec 1 of the Ship Rules but using the design loads given in
with respect to the above may also be required where the
Ch 1, Sec 5 and the partial safety factors defined in:
minimum forward draught exceeds 0,04 L, depending on
Ch 1, Sec 7, Tab 1 for plating the shape of the forward hull body and the ships length.
Ch 1, Sec 7, Tab 6 for stiffeners
3.2.3 Bottom impact pressure
Ch 1, Sec 7, Tab 12 for primary supporting members.
The bottom impact pressure pBI is to be obtained, in kN/m2,
3.1.2 The flat bottom forward area and the bow area are to from the following formula:
be assessed according to the requirements given in [3.2] pBI = 62 C1 CSL L0,6 if L 135
and [3.3] for both transit and site conditions.
pBI = (1510 2,5 L) C1 CSL if L > 135
Alternative method may be accepted on a case-by-case
basis. where:
T
3.1.3 In case of turret mooring system, only the fore part is 119 2300 -----F
L
to be assessed according to [3.2] and [3.3]. C 1 = ----------------------------------- without being taken greater than 1,0
TF
78 + 1800 -----
In case of spread mooring, the Society may also request L
reinforcements according to [3.2] and [3.3] for the aft part.
TF : Draught defined in [3.2.2]
CSL : Longitudinal distribution factor, taken equal to:
3.2 Reinforcements of the flat bottom
forward area C SL = 0 for x x 1
x x1
3.2.1 Area to be reinforced C SL = ---------------- for x 1 < x < x 2
x2 x1
In addition to the requirements in [3.1], the structures of the
C SL = 1 for x x 2
flat bottom forward area are to be able to sustain the
dynamic pressures due to the bottom impact. The flat bot-
x 1 = 0 ,55 + ------------- L
L
tom forward area extends: 2000
longitudinally, over the bottom located between L and
x 2 = 0 ,35 + 0 ,5C B + ------------- L with 0 ,60 C B 0 ,85
L
0,05 L aft of the fore end, where the coefficient is 3000
obtained from the following formula:
Note 1: When fRWE , as defined in Ch 1, Sec 5, is greater than 1,
= 0,25 (1,6 CB)
bow impact pressure should be considered on a case-by-case basis.
without being taken less than 0,20 or greater than 0,25
transversely, over the whole flat bottom and the adja- 3.2.4 Scantlings
cent zones up to a height, in mm, from the base line, In addition to the requirements in Pt B, Ch 8, Sec 1, [2.4.1]
not less than 2 L. In any case, it is not necessary that and Pt B, Ch 8, Sec 1, [2.5.1] of the Ship Rules, the net
such height be greater than 300 mm. scantlings of plating and net plastic section modulus of the
ordinary stiffeners of the flat bottom forward area, defined
3.2.2 Conditions of impact in [3.2.1] and [3.2.2], are to be not less than the values
The bottom dynamic impact pressure is to be considered if: obtained from the formulae in Tab 3 taking into account the
minimum values given in the same Table.
TF < min (0,04 L; 8,6)
Table 3 : Reinforcements of plating and ordinary stiffeners of the flat bottom forward area
Element Formula Minimum value

Net thickness, in mm: Net minimum thickness, in mm:
Plating 15, 8 p s p BI t = (0,03 L + 5,5) k1/2
t = ---------------------
- -------- where k is the material factor defined in Ch 1, Sec 7
Cd R eG
Net plastic section modulus, in cm3: Net minimum web thickness, in mm, to be not less than
p BI the lesser of:
Z pl = ---------------------------------------------
- s 2 10 3 t = 1,5 L21/3 k1/6
0, 9x4 ( n s + 2 )R eG
Ordinary stiffeners where k is the material factor defined in Ch 1, Sec 7
Net web thickness sectional area, in mm:
the net thickness of the attached plating
3 p BI
t w = ------- -----------------------------
- s10 3
2 ( h w + t p )R eG
Pt D, Ch 1, Sec 8
Outside the flat bottom forward area, scantlings are to be Figure 3 : Definition of angles and
gradually tapered so as to reach the values required for the
areas considered.
The scantlings of the primary supporting members are to be
checked according to Pt B, Ch 7, Sec 3 of the Ship Rules,
taking into account a pressure of 0,3 pBI over the ship Calculation
A A
breadth and, in the longitudinal direction, over one floor point
spacing.
3.2.5 Arrangement of primary supporting members

Z
and ordinary stiffeners
Arrangement of primary supporting members and ordinary

stiffeners are to be in accordance with the requirements of:
Pt B, Ch 8, Sec 1, [3.5] of the Ship Rules for longitudi- B
nally framed bottom, or
Section B B
Pt B, Ch 8, Sec 1, [3.6] of the Ship Rules for transversely
framed double bottom.

3.3 Reinforcements of the bow area

B
3.3.1 Area to be reinforced
In addition to the requirements in [3.1], the structures of the
Section A A
bow area are to be able to sustain the dynamic pressures
due to the bow impact pressure.
: Entry angle at the calculation point, defined as
The bow area to be reinforced is the area extending forward the angle between a longitudinal line parallel to
of 0,9 L from the aft end and, vertically, above the minimum the centreline and the tangent to the shell plat-
draught, as defined in Ch 1, Sec 1, [4.2.10]. ing in a horizontal plane (see Fig 3)
k : Parameter to be taken equal to:

3.3.2 Bow impact pressure
The bow impact pressure pFI is to be obtained, in kN/m2, for on-site conditions: k = 4,8
from the following formula:
for transit conditions: k = 0,4 VS
2
p FI = C S C L C Z ( 0 ,22 + 0 ,15 tan ) ( k sin + 0 ,6 L )
The Society may accept a reduced value for k
where: on a case-by-case basis.
CS : Coefficient depending on the type of structures Note 1: When fRWE , as defined in Ch 1, Sec 5, is greater than 1,
on which the bow impact pressure is considered bow impact pressure should be considered on a case-by-case basis.
to be acting:
CS = 1,8 for plating and ordinary stiffeners 3.3.3 Scantlings
CS = 0,5 for primary supporting members In addition to the requirements in Pt B, Ch 8, Sec 1, [2.6.1]
CL : Coefficient depending on the ships length: and Pt B, Ch 8, Sec 1, [2.7.1] of the Ship Rules, the net
scantlings of plating and ordinary stiffeners of the bow area,
CL = 0,0125 L for L < 80 m
defined in [3.3.1], are to be not less than the values
CL = 1,0 for L 80 m obtained from the formulae in Tab 4 and the minimum val-
ues given in the same Table.
CZ : Coefficient depending on the distance between
the summer load waterline and the calculation
point: Outside the bow area, scantlings are to be gradually tapered
so as to reach the values required for the areas considered.
CZ = C 0,5 (z T) for z 2 C + T 11
CZ = 5,5 for z < 2 C + T 11 Intercostal stiffeners are to be fitted at mid-span where the
angle between the stiffener web and the attached plating is
C : Wave parameter, defined in Ch 1, Sec 5 less than 70.
: Flare angle at the calculation point, defined as
the angle between a vertical line and the tan- Primary supporting members are generally to be verified
gent to the side plating, measured in a vertical through direct calculations carried out according to Pt B, Ch
plane normal to the horizontal tangent to the 7, Sec 3 of the Ship Rules, considering the bow impact pres-
shell plating (see Fig 3) sures defined in [3.3.2]
Pt D, Ch 1, Sec 8
Table 4 : Reinforcements of plating and ordinary stiffeners of the bow area
Element Formula Minimum value

Net thickness, in mm: Net minimum thickness, in mm:
Plating 15, 8 p s p FI t = (0,03 L + 5,5) k1/2
t = ---------------------
- -------- where k is the material factor defined in Ch 1, Sec 7
Cd R eG
Net plastic section modulus, in cm3: Net minimum web thickness, in mm, to be not less than
p FI the lesser of:
Z pl = ---------------------------------------------
- s 2 10 3 t = 1,5 L21/3 k1/6
0, 9x4 ( n s + 2 )R eG
Ordinary stiffeners where k is the material factor defined in Ch 1, Sec 7
Net web thickness sectional area, in mm:
the net thickness of the attached plating
3 p Fl
t w = ------- -----------------------------
- s10 3
2 ( h w + t p )R eG
4 Aft part when the height of the supporting pillars is equivalent to

two standard superstructure heights, the lowest tier of
the superstructure is to be considered as a third tier of
4.1 General superstructure, and so on.
4.1.1 The aft part arrangement is to be in accordance with

Pt B, Ch 8, Sec 2 of the Ship Rules but using the design
6 Helicopter deck
loads given in Ch 1, Sec 5 and the partial safety factors
defined in: 6.1 General
Ch 1, Sec 7, Tab 1 for plating
6.1.1 The requirements for the arrangement and structure
Ch 1, Sec 7, Tab 6 for stiffeners of helidecks are given in Pt B, Ch 3, Sec 4, [4].
Ch 1, Sec 7, Tab 12 for primary supporting members.

7 Hull outfitting
4.2 Spread mooring
7.1 Bulwarks and guard rails
4.2.1 In case of spread mooring, the Society may also
request reinforcements according to [3.2] and [3.3] for the
7.1.1 Bulwarks and guard rails are to comply with the
aft part.
requirements of Pt B, Ch 9, Sec 2 of the Ship Rules.
In topsides, the perimeter of all open deck areas, walkways
5 Superstructures and deckhouses around accommodation spaces, catwalks and openings are
also to be protected with similar guard rails.
5.1 General
7.1.2 In case of large bulwarks, a direct calculation (includ-
ing fatigue calculations) may be requested by the Society.
5.1.1 The superstructures and deckhouses are to be in
accordance with the requirements of Pt B, Ch 8, Sec 4 of
the Ship Rules. 7.2 Towing foundation
5.1.2 When the superstructures are not directly located on 7.2.1 The towing foundation is to be in accordance with Pt
the freeboard deck but supported by pillars, a global B, Ch 2, Sec 3, [4.2] and Pt B, Ch 3, Sec 3, [5.4].
strength calculation of the structure supporting the super-
structures is to be submitted according to methods, stand-
ards or codes recognised by the Society.
8 Launching appliances
The lateral pressures on the superstructures are to be calcu-
8.1 Deck ordinary stiffeners in way of
lated as defined in Pt B, Ch 8, Sec 4, [2] of the Ship Rules,
launching appliances used for survival
considering that:
craft or rescue boat
when the height of the supporting pillars is equivalent to
a standard superstructure height, the lowest tier of the 8.1.1 Deck ordinary stiffeners in way of such appliances
superstructure is to be considered as a second tier of are in ship areas and are to follow the requirement of Pt B,
superstructure Ch 7, Sec 2 [2.5] of the Ship Rules.
Pt D, Ch 1, Sec 9
SECTION 9 LOCAL STRUCTURAL IMPROVEMENTS
1 Protection of hull metallic structures 2 Post welding treatment
1.1 General 2.1 Scope
1.1.1 Protection system 2.1.1 General

In normal design and building conditions, post welding
It is the responsibility of the party applying for classification
treatments are not applied.
to choose the system that will perform the protection of the
structure against corrosion. The decisions to apply a post welding treatment may be
required for specific hot spots, on a case-by-case basis,
A protection system is composed of using one or a combi- where the damage ratio is closed to the limit and in case of
nation of the following methods: repair.
application of protective coatings
2.1.2 Conditions of application
cathodic protection Full penetration welding is to be adopted. Post welding
selection of material. treatment of partial penetrations is not accepted.
The post welding treatment procedure is to be performed
It is also the responsibility of the party applying for classifi- according to a recognized standard and approved by the
cation to have the system applied in accordance with the Society.
manufacturers requirements.
2.1.3 Mechanical post welding treatment
1.1.2 Protection methods
The following mechanical post welding treatments are
The protection methods, the design of corrosion protection accepted:
systems is to be in accordance with the requirements of Part grinding
B, Chapter 3.
shot peening
needle peening
1.2 Plan for the corrosion
ultrasonic peening.
1.2.1 An overall plan for the corrosion protection of the
In principle, hammer peening is not accepted.
structure is to be prepared and submitted to the Society, in
accordance with the provisions of Part B, Chapter 3.
2.1.4 Thermal post welding treatment
The plan for the corrosion is to cover the following areas of The following thermal post welding treatments are
the structure: accepted:
all external areas (submerged, splash zone,...) TIG refusion
internal areas (ballast, storage tanks,...). plasma refusion.
The plan for the corrosion is to take into account: 2.2 Grinding of welds for fatigue life
the intended duration of operations and conditions of improvement
maintenance
2.2.1 General
the particular conditions in each area.
The purpose of grinding is to smoothly blend the transition
In case of a converted unit the plan for the corrosion is also between the plate and the weld face.
to take into account the initial conditions of structure Grinding is generally to be burr grinding. However other
(unless renewed during conversion work). techniques of grinding may be considered by the Society on
a case by case basis.
1.3 Thickness increments
2.2.2 Grinding practice
1.3.1 Thickness increments are to be in accordance with The burr radius r is generally to be taken greater than 0,6 t,
the requirements of Ch 1, Sec 3, [5.2]. where t is the plate thickness at the weld toe being ground.
Pt D, Ch 1, Sec 9
In general, grinding must extend to a depth below any visi- 2.3.3 Experimental S-N curves
ble undercut. However, the grinding depth d, in mm, is to When tests are considered to determine the S-N curve, the
be not greater than: test program has to be approved by the Society.
d = 1 mm for t 14 Attention is to be paid to the necessary number of samples,
d = 0,07 t for 10 t < 14 and the distribution of the results along the stress range axis
where t is the plate thickness, in mm, at the weld toe being to allow a correct determination of the S-N curve slope and
ground. standard deviation.
For plate thickness less than 10 mm, grinding is generally To be homogeneous with the Rules for as welded joints, the
not allowed. design curve will correspond to a curve, at minus 2 stand-
ard deviations, and taking into account confidence intervals
After grinding, the weld is to be inspected by the yard qual-
of the calculated mean and standard deviation.
ity control in order to check that the finished ground surface
is as smooth as possible, with no visible evidence of the
original weld toe or undercut or any grinding marks at right 3 Accidental loads
angles to the weld toe line. In addition, the Society may
require measurements of the remaining thickness in way of 3.1 Analysis
the ground weld.
3.1.1 A risk analysis should be performed to assess the risk
2.2.3 Grinding procedure of explosion, collision and dropped objects.
The grinding procedure required in Ch 1, Sec 7, [6.4.7] is to
specify the following items: 3.1.2 As a Rule, when finite element analysis are per-
weld preparation formed, the structural model for the calculations is to be
grinding tool used built on net scantlings, as defined in Ch 1, Sec 3, [4].
position of the tool over the weld toe
location of weld toe on which grinding is applied 3.2 Protection to explosions
extent of grinding at the ends of attachments 3.2.1 The verification of the hull structures with respect to
final weld profile explosions are to comply with requirements defined in Pt
final examination technique, including NDE. B, Ch 3, Sec 9, [2].
2.3 Fatigue resistance assessment 3.3 Collision
2.3.1 General 3.3.1 The verification of the hull structures with respect to
These treatments improve the weld toe and the residual collision are to comply with requirements defined in Pt B,
stresses leading to an increase of the S-N curve class. Ch 3, Sec 9, [3] as applicable for minor or major collisions.
The post weld S-N curve may have a different slope than the
as welded S-N curve.
3.4 Dropped objects
2.3.2 Assessment
The fatigue lifetime of the treated details is to be assessed 3.4.1 The verification of the hull structures with respect to
taking into account the modified S-N curves. The used S-N dropped objects are to comply with requirements defined in
curves are to be duly justified, by fatigue tests or by a recog- Pt B, Ch 3, Sec 9, [4].
nized standard.
Pt D, Ch 1, Sec 10
SECTION 10 ACCESS, OPENINGS, VENTILATION AND

VENTING OF SPACES IN THE STORAGE AREA
1 Access, openings and ventilation 1.2.4 To discourage personnel from entering the cargo
pump room when the ventilation is not in operation, the
lightening in the cargo pump room is to be interlocked with
1.1 General ventilation such that ventilation is to be in operation to
energize the lightening.
1.1.1 Unless otherwise specified in the present Chapter, Failure of the ventilation system is not to cause the lighten-
access to cofferdams, ballast tanks, cargo tanks, and other ing to go out; emergency lightening, if fitted, is not to be
compartments in the storage area is to be direct from the interlocked.
open deck and such as to ensure their complete inspection.
Openings for cargo tank sounding, washing, ventilation, 1.2.5 A system for continuous monitoring the concentra-
etc., are to be located above the open deck. tion of hydrocarbon gases shall be fitted. Sampling points or
detector heads shall be located in suitable positions in order
1.1.2 Provisions are to be made to ensure efficient ventila- that potentially dangerous leakages are readily detected.
tion of each of these spaces. Unless otherwise specified in When the hydrocarbon concentration reaches a preset
the present Chapter, portable means are permitted for that level, which shall not be higher than 10% of the lower flam-
purpose. Ventilation fans are to be fitted according to mable limit, a continuous audible and visual alarm signal
[1.3.7]. shall be automatically effected in the cargo pump room,
engine room, cargo control room and in the central control
1.1.3 The requirement of SOLAS Regulation II-1/3-6 is not room to alert personnel to the potential hazard.
necessary to be complied with except if the unit is subject
to Enhanced Survey Program as specified in IMO Resolu- 1.2.6 All cargo pump rooms shall be provided with bilge
tion A.744(18) as amended. level monitoring devices with appropriately located alarms.
High liquid level in the bilges is to activate an audible and
1.2 Arrangement of cargo pump rooms visual alarm in the cargo control room and in the central
control station.
1.2.1 Cargo pump rooms are to be so arranged as to permit
free access to all cargo handling valves and facilitate the 1.3 Ventilation of cargo pump rooms
hoisting of an injured person from the bottom of the space.
1.3.1 Cargo pump rooms are to be provided with a suction
1.2.2 Main ladders are not to be fitted vertically, unless jus- type mechanical ventilation system. The ventilation of these
tified otherwise by the size of the cargo pump room. rooms is to have sufficient capacity to avoid the accumula-
tion of flammable vapours. The number of changes of air is
Rest platforms are to be provided at suitable intervals not more to be at least 20 per hour, based upon the gross volume of
than 10 m in height apart. Ladders are to be fitted with hand- the space. The air ducts are to be arranged so that all of the
rails and are to be securely attached to the unit's structure. space is effectively ventilated.
1.2.3 Where cargo pumps, ballast pumps and stripping 1.3.2 Ventilation ducts are to be so arranged as to avoid air
pumps are driven by a machinery which is located outside pockets. In particular:
the cargo pump room, the following arrangement are to be
a) The ventilation ducts are to be so arranged that their
provided:
suction is just above the transverse floor plates or bot-
drive shafts are to be fitted with flexible couplings or other tom longitudinal in the vicinity of bilges.
means suitable to compensate for any misalignment b) An emergency intake located about 2,20 m above the
the shaft bulkhead or deck penetration is to be fitted pump room lower grating is to be provided. It is to be
with a gas-tight gland of a type approved by the Society. fitted with a damper capable of being opened or closed
The gland is to be sufficiently lubricated from outside from the exposed main deck and lower grating level.
the pump room and so designed as to prevent overheat- Ventilation through the emergency intake is to be effec-
ing. The seal parts of the gland are to be of material that tive when the lower intakes are sealed off due to flood-
cannot initiate sparks ing in the bilges.
temperature devices are to be fitted for bulkhead shaft c) The foregoing exhaust system is in association with
glands, bearings and pump casings. open grating floor plates to allow the free flow of air.
Pt D, Ch 1, Sec 10
d) Arrangements involving a specific ratio of areas of upper 1.5.4 The dimensions of vertical access openings in wash
emergency and lower main ventilator openings, which tank bulkheads are to be sufficient to allow the passage of
can be shown to result in at least the required 20 air one person wearing a self-contained air breathing appara-
changes per hour through the lower inlets, can be tus. The minimum clear opening is not to be less than
adopted without the use of dampers. When the lower 600 mm by 800 mm with a height of not more than
access inlets are closed then at least 15 air changes per 600 mm from the bottom shell plating unless gratings or
hour should be obtained through the upper inlets. other footholds are provided.
1.3.3 The ventilation ducts are to be led direct to atmos- 1.5.5 Aluminium is not permitted for the construction of
phere at a safe place on open deck, and are not to pass
tank covers. The possible use of reinforced fibreglass covers
through gas safe spaces, cargo tanks or slop tanks.
is to be specially examined by the Society.
1.3.4 Ventilation exhaust ducts are to discharge upwards in
locations at least 8 m from any ventilation intake and open- 1.5.6 Means are to be provided to keep deck spills away
ing to gas safe spaces. from the accommodation and service areas. This may be
accomplished by providing a permanent continuous coam-
Ventilation intakes are to be so arranged as to minimise the ing of a suitable height extending from side to side.
possibility of recycling hazardous vapours from ventilation
discharge openings. Where gutter bars are installed on the weather decks of
units in way of cargo manifolds and are extended aft as far
1.3.5 Protection screens of not more than 13 mm square as the aft bulkhead of superstructures for the purpose of
mesh and fire dampers are to be fitted on ventilation duct containing cargo spills on deck during loading and dis-
intakes and outlets. charge operations, the free surface effects caused by con-
tainment of a cargo spill during liquid transfer operations or
1.3.6 Ventilation fans are to be capable of being controlled of units movements and accelerations (considering applica-
from outside of cargo pump rooms. ble environmental conditions for loading/unloading opera-
tions) are to be considered with respect to the vessel's
1.3.7 Electric motors driving fans are to be placed outside available margin of positive initial stability (GMo).
the ventilation ducts. Ventilation fans are to be of non-
sparking type (see Pt C, Ch 4, Sec 1, [3.6.9]). Where the gutter bars installed are higher than 300 mm,
they are to be treated as bulwarks with freeing ports
1.4 Ventilation of pump rooms arranged and provided with effective closures for use during
loading and discharge operations. Attached closures are to
1.4.1 Pump rooms other than those considered as equiva- be arranged in such a way that jamming is prevented while
lent to cargo pump rooms in application of Ch 1, Sec 2, at sea, enabling the freeing ports to remain effective.
[3.4.2] are to be provided with means of access and ventila-
On units without deck camber, or where the height of the
tion systems at the satisfaction of the Society.
installed gutter bars exceeds the camber, and for units hav-
ing cargo tanks exceeding 60% of the unit's maximum
1.4.2 Ventilation of pump rooms containing:
beam amidunits regardless of gutter bar height, gutter bars
ballast pumps serving spaces adjacent to cargo or slop may not be accepted without an assessment of the initial
tanks, and stability (GMo) for compliance with the relevant intact sta-
oil fuel pumps, bility requirements taking into account the free surface
effect caused by liquids contained by the gutter bars.
is to comply with [1.3.1], [1.3.3], [1.3.4], and [1.3.7].
1.6 Other compartments

1.5 Cargo compartments
1.6.1 Notwithstanding [1.1.1], access to double bottom
1.5.1 Each cargo tank is to be provided with an access
tanks is permitted from a pump room, a cargo pump room,
hatch with a clear opening at least equivalent to a circle of
a cofferdam or a pipe tunnel or even, under reserve of the
600 mm in diameter.
agreement of the Society, from a segregated ballast tank.
1.5.2 Covers fitted on all cargo tank openings are to be of
sturdy construction, and to ensure tightness for liquid 1.6.2 The pipe tunnels are to comply with the following
hydrocarbon and water. requirements:
1.5.3 Access ladders of cargo tanks are not to be fitted ver- they are not to communicate with the machinery room
tically, unless justified otherwise by the size of the tanks. where the prime movers of the cargo pumps are located
Rest platforms are to be provided at suitable intervals not provision is to be made for at least two exits to the open
more than 10 m in height apart. Ladders are to be fitted with deck arranged at a maximum distance from each other.
handrails and are to be securely attached to the unit's struc- One of these exits fitted with a watertight closure may
ture. lead to the cargo pump room.
Pt D, Ch 1, Sec 10
Where there is permanent access from a pipe tunnel to the 1.7.2 An air lock is to comprise two steel doors sufficiently
cargo pump room, a watertight door complying with the gastight spaced at least 1,5 m but not more than 2,5 m
requirements of Pt B, Ch 1, Sec 4 and in addition with the apart. The doors are to be of the self-closing type and with-
following: out any holding back arrangements.
the watertight door is to be capable of being manually 1.7.3 The air lock is to be mechanically ventilated from a
closed from outside the main cargo pump room gas safe space and maintained at an overpressure of
entrance 0,25 mbar minimum compared to the hazardous area on
the open weather deck in accordance with the general pro-
the watertight door is to be kept closed during normal visions of Pt C, Ch 4, Sec 3, [5], and at a lower pressure
operations of the unit except when access to the pipe than that maintained in the protected space which is itself
tunnel is required. to be ventilated by a mechanical ventilation system with an
air renewal rate at least 12 changes per hour.
Note 1: A warning notice is to be affixed to the door in order to
avoid to be left open. 1.7.4 If the spaces opposite to accommodation block, pro-
tected by the same air lock, include several rooms, some of
Pipes tunnel are to be suitable ventilated. the rooms need not be mechanically ventilated if they are
separated from the air lock by a mechanically ventilated
1.6.3 Horizontal access openings, hatches or manholes are space and by a self-closing sufficiently gastight steel door.
to be of sufficient size to allow the free passage of one per-
son wearing a self-contained air breathing apparatus. The 1.7.5 The air lock may have more than two doors, in which
clear opening, unless otherwise authorised by the Society, is case, the arrangements stated in [1.7.2] relating to the spac-
to be at least equivalent to a circle of 600 mm in diameter. ing of the internal and external doors are not required. The
arrangement of such an air lock is to be to the satisfaction of
the Society.
1.6.4 The minimum clear opening for vertical access is not
to be less than 600 mm by 800 mm, unless otherwise
1.7.6 It is reminded that, in accordance with Part C, Chap-
authorised by the Society.
ter 4, the store for paints is to be fitted with certified safe
lighting irrespective of their arrangement.
1.6.5 Unless other additional arrangements (considered
satisfactory by the Society), are provided to facilitate their 1.7.7 The ventilation system provided for the air lock and
access, the double bottom tanks are to be provided with at the protected space(s) is to be capable of being controlled
least two separate means of access, in compliance with from outside the air lock and these spaces. A warning plate
[1.1.1] and [1.6.1]. is to be provided at the entrance of the air lock indicating
that the ventilation is to be switched on at least 15 min
1.6.6 Notwithstanding [1.1.1], access manholes to spaces before entering the space.
at the non-manned end of the unit classed as hazardous An audible and visual alarm is to be provided to indicate
areas are permitted from an enclosed gas safe space, pro- that the external door of the air lock is moved from the
vided that their closing means are gastight and that a warn- closed position when the ventilation system of the air lock
ing plate is provided in their vicinity to indicate that the or the protected space(s) is stopped, or in case of loss of the
opening of the manholes is only permitted after checking positive pressure required in [1.7.3], between the hazard-
ous area on the open deck and the protected spaces.
that there are no flammable gases inside the compartment
in question.
2 Cargo and slop tanks venting,
1.7 Spaces at non-manned end of the unit- inerting, purging and gas-freeing
air locks
2.1 Cargo and slop tanks venting
1.7.1 The enclosed spaces located at the non-manned end
of the unit, below the forecastle deck, if any, are not consid- 2.1.1 Principle
ered in general as hazardous areas, provided they are sepa-
Cargo tanks are to be provided with venting systems entirely
rated by an air lock from hazardous areas on the open deck.
distinct from the air pipes of the other compartments of the
Note 1: Such an agreement is, in general, only permitted for spaces unit. The arrangements and position of openings in the
opposite to accommodation block. In case such an agreement is cargo tank deck from which emission of flammable vapours
considered for spaces other than the spaces opposite to accommo- can occur are to be such as to minimise the possibility of
dation block, it is to be specially examined by the Society. flammable vapours being admitted to enclosed spaces con-
taining a source of ignition, or collecting in the vicinity of
Note 2: attention is drawn to the fact that such an arrangement may deck machinery and equipment which may constitute an
not be allowed by certain national regulations. ignition hazard.
Pt D, Ch 1, Sec 10
2.1.2 Design of venting arrangements 2.1.4 The venting arrangements are to be connected to the
top of each cargo tank and are to be self-draining to the
The venting arrangements are to be so designed and operated cargo tanks under all normal conditions of trim and list of
as to ensure that neither pressure nor vacuum in cargo tanks the unit. Where it may not be possible to provide self-drain-
exceeds design parameters and be such as to provide for: ing lines, permanent arrangements are to be provided to
drain the vent lines to a cargo tank.
a) the flow of the small volumes of vapour, air or inert gas
mixtures caused by thermal variations in a cargo tank in Plugs or equivalent means are to be provided on the lines
after the safety relief valves.
all cases through pressure/vacuum valves, and
b) the passage of large volumes of vapour, air or inert gas 2.1.5 Openings for pressure release
mixtures during cargo loading and unloading or ballasting Openings for pressure release required by [2.1.2] are to:
c) a secondary means of allowing full flow relief of vapour, a) have as great a height as is practicable above the cargo
tank deck to obtain maximum dispersal of flammable
air or inert gas mixtures to prevent overpressure or
vapours but in no case less than 2 m above the cargo
underpressure in the event of failure of the arrangements tank deck
in item b). Alternatively, pressure sensors may be fitted
in each tank protected by the arrangement required in b) be arranged at the furthest distance practicable but not
less than 5 m from the nearest air intakes and openings
item b), with a monitoring system in the unit's cargo
to enclosed spaces containing a source of ignition and
control room or the position from which cargo opera-
from deck machinery and equipment which may consti-
tions are normally carried out. Such monitoring equip- tute an ignition hazard.
ment is also to provide an alarm facility which is
Note 1: The provisions of item a) are not applicable to the pressure/
activated by detection of overpressure or underpressure vacuum breaker fitted on the inert gas main (see Note 1 of [2.1.2])
conditions within a tank. provided its settings are above those of the venting arrangements
required by items a) and b) of [2.1.2].
Note 1: A pressure/vacuum breaker fitted on the inert gas main
may be utilised as the required secondary means of venting. Where Note 2: If provided, Anchor windlass and chain locker openings
constitute an ignition hazard. They are to be located at the dis-
the venting arrangements are of the free flow type and the mast-
tances required by item b) above.
head isolation valve is closed for the unloading condition, the inert
gas system will serve as the primary underpressure protection with 2.1.6 Pressure/vacuum valves
the pressure/vacuum breaker serving as the secondary means.
a) Pressure/vacuum valves are to be set at a positive pres-
2.1.3 Combination of venting arrangements sure not exceeding 0,021 N/mm2 and at a negative pres-
sure not exceeding 0,007 N/mm2.
The venting arrangements in each cargo tank may be inde-
Note 1: Higher setting values not exceeding 0,07 N/mm2 may be
pendent or combined with other cargo tanks and may be accepted in positive pressure if the scantlings of the tanks are
incorporated into the inert gas piping. appropriate.
Where the arrangements are combined with other cargo b) Pressure/vacuum valves required by [2.1.2] may be pro-
vided with a bypass when they are located in a vent
tanks, either stop valves or other acceptable means are to
main or masthead riser. Where such an arrangement is
be provided to isolate each cargo tank. Where stop valves
provided, there are to be suitable indicators to show
are fitted, they are to be provided with locking arrange- whether the bypass is open or closed.
ments which are to be under the control of the responsible
c) Pressure/vacuum valves are to be of a type approved by
officer. There is to be a clear visual indication of the opera-
the Society.
tional status of the valves or other acceptable means. Where
tanks have been isolated, it is to be ensured that relevant d) Pressure/vacuum valves are to be readily accessible.
isolating valves are opened before cargo loading or ballast- e) Pressure/vacuum valves are to be provided with a man-
ing or discharging of those tanks is commenced. Any isola- ual opening device so that valves can be locked on
tion must continue to permit the flow caused by thermal open position. Locking means on closed position are
variations in a cargo tank in accordance with [2.1.2]. not permitted.
Note 1: Inadvertent closure or mechanical failure of the isolation 2.1.7 Vent outlets
valves need not be considered in establishing the secondary means
Vent outlets for cargo loading, unloading and ballasting
of venting cargo tanks required in [2.1.2].
required by [2.1.2] are:
If cargo loading and ballasting or discharging of a cargo
a) to permit:
tank or cargo tank group is intended, which is isolated from
a common venting system, that cargo tank or cargo tank 1) the free flow of vapour mixtures, or
group is to be fitted with a means for overpressure or under- 2) the throttling of the discharge of the vapour mixtures
pressure protection as required in [2.1.2]. to achieve a velocity of not less than 30 m/s
Pt D, Ch 1, Sec 10
b) to be so arranged that the vapour mixture is discharged 2.1.10 Prevention of liquids rising in the venting
vertically upwards system
c) to be, where the method is by free flow of vapour mix- a) Provisions are to be made to prevent liquid rising in the
tures, such that the outlet is not less than 6 m above the venting system (refer to Ch 1, Sec 12, [6.2]).
cargo tank deck or fore and aft gangway if situated
within 4 m of the gangway and located not less than b) Cargo tanks gas venting systems are not to be used for
10 m measured horizontally from the nearest air intakes overflow purposes.
and openings to enclosed spaces containing a source of
ignition and from deck machinery and equipment c) Spill valves are not considered equivalent to an over-
which may constitute an ignition hazard flow system.
d) to be, where the method is by high velocity discharge, 2.1.11 Additional provisions for units fitted with an
located at a height not less than 2 m above the cargo overflow system
tank deck and not less than 10 m measured horizontally
from the nearest air intakes and openings to enclosed a) On units fitted with an inert gas system, one or more
spaces containing a source of ignition and from deck pressure/vacuum-breaking devices are to be provided to
machinery which may constitute an ignition hazard. prevent the cargo tanks from being subject to:
These outlets are to be provided with high velocity
devices of a type approved by the Society 1) positive pressure in excess of the test pressure of the
cargo tank if the cargo were to be loaded at the
e) to be designed on the basis of the maximum designed
maximum rated capacity and all other outlets are
loading rate multiplied by a factor of at least 1,25 to
left shut, and
take account of gas evolution, in order to prevent the
pressure in any cargo tank from exceeding the design 2) negative pressure in excess of 700 mm water gauge
pressure. The Master is to be provided with information if cargo were to be discharged at the maximum rated
regarding the maximum permissible loading rate for capacity of the cargo pumps and the inert gas blow-
each cargo tank and in the case of combined venting
ers were to fail.
systems, for each group of cargo tanks.
Note 1: The height requirements of items c) and d) are not applica- b) The location and design of the devices referred to in
ble to the pressure/vacuum breaker fitted on the inert gas main (see item a) are to be in accordance with requirements
Note 1 of [2.1.2]) provided its settings are above those of the vent- [2.1.1] to [2.1.10].
ing arrangements required by items a) and b) of [2.1.2].
Note 2: If provided, anchor windlass and chain locker openings 2.2 Cargo and slop tanks inerting, purging
constitute an ignition hazard. They are to be located at the dis-
tances required by items c) and d). and/or gas-freeing crude oil tanks
2.1.8 High velocity valves 2.2.1 General
a) High velocity valves are to be readily accessible. a) Arrangements are to be made for purging and/or gas-free-
ing of cargo tanks. The arrangements are to be such as to
b) High velocity valves not required to be fitted with flame
minimise the hazards due to the dispersal of flammable
arresters (see [2.1.9]) are not to be capable of being
vapours in the atmosphere and to flammable mixtures in
locked on open position.
a cargo tank. Accordingly, the provisions of [2.2.2] and
[2.2.3], as applicable, are to be complied with.
2.1.9 Prevention of the passage of flame into tanks
a) The venting system is to be provided with devices to b) The arrangements for inerting, purging or gas-freeing of
prevent the passage of flame into the cargo tanks. The empty tanks as required in Ch 1, Sec 12, [4] are to be to
design, testing and locating of these devices shall be to the satisfaction of the Society and are to be such that the
the satisfaction of the Society for compliance with IMO accumulation of hydrocarbon vapours in pockets
MSC Circular 677. formed by the internal structural members in a tank is
minimized.
Note 1: The above requirement is not applicable to the pressure/
vacuum breaker fitted on the inert gas main (see Note 1 of
c) Ventilation/gas-freeing lines between fans and cargo
[2.1.2]) provided its settings are above those of the venting
arrangements required by items a) and b) of [2.1.2].
tanks are to be fitted with means, such as detachable
spool pieces, to prevent any back-flow of hydrocarbon
Note 2: Attention is to be provided to additional tests required for gases through the fans when they are not used.
detonation flame arrestors located in line.
d) Discharge outlets are to be located at least 10 m meas-
b) A flame arresting device integral to the venting system
ured horizontally from the nearest air intake and open-
may be accepted.
ings to enclosed spaces with a source of ignition and
c) Flame screens and flame arresters are to be designed for from deck machinery equipment which may constitute
easy overhauling and cleaning. an ignition hazard.
Pt D, Ch 1, Sec 10
2.2.2 Units provided with an inert gas system 3.1.4 Throughout the present, the term crude oil tanks
The following provisions apply to units provided with an includes also slop tanks.
inert gas system:
3.1.5 Detailed instruction manuals are to be provided on
a) On individual cargo tanks the gas outlet pipe, if fitted, is board, covering the operations, safety and maintenance
to be positioned as far as practicable from the inert gas / requirements and occupational health hazards relevant to
air inlet and in accordance with [2.2.2]. The inlet of the COTVR system and its application to the cargo tanks
such outlet pipes may be located either at the deck level system. The manuals are to include guidance on procedures
or at not more than 1 m above the bottom of the tank. to be followed in the event of a fault or failure of the
b) The cross-sectional area of such gas outlet pipe referred COTVR system.
to in item a) is to be such that an exit velocity of at least
20 m/s can be maintained when any three tanks are 3.1.6 The following documents are to be submitted for
being simultaneously supplied with inert gas. Their out- review:
lets are to extend not less than 2 m above deck level.
process and Instrumentation diagrams of the COTVR
c) Each gas outlet referred to in item b) is to be fitted with system and of its connection to the cargo tanks system,
suitable blanking arrangements. to the IG system, to the HC blanket gas system, if any,
and to the flare system
d) The arrangement of inert gas and cargo piping systems is
to comply with the provisions of Ch 1, Sec 12, [4.4.7], cause and effect diagram for the system
item f).
settings of the pressure / vacuum protection devices
e) The cargo tanks are first to be purged in accordance
HAZID and HAZOP studies of the system.
with the provisions of items a) to d) until the concentra-
tion of hydrocarbon vapours in the cargo tanks has been
reduced to less than 2% by volume. Thereafter, gas-free- 3.1.7 Piping, fittings and mechanical parts of this COTVR
ing may take place at the cargo tank deck level. system are to comply with the relevant requirements of Part
C, Chapter 1.
2.2.3 Units not provided with an inert gas system
3.1.8 Equipment must be suitable for the hazardous area
When the unit is not provided with an inert gas system, the
where they are located.
operation is to be such that the flammable vapour is dis-
charged initially:
3.1.9 The COTVR system is to remain within the cargo
a) through the vent outlets as specified in [2.1.7], or area.
b) through outlets at least 2 m above the cargo tank deck
level with a vertical efflux velocity of at least 30 m/s 3.1.10 The limit of the scope of Classification (without
maintained during the gas-freeing operation, or PROC notation) is generally downstream the COTVR at the
isolation valve referred to in [3.5.4].
c) through outlets at least 2 m above the cargo tank deck
level with a vertical efflux velocity of at least 20 m/s and 3.1.11 Depending on findings of the HAZOP studies, the
which are protected by suitable devices to prevent the Society may raise additional requirements.
passage of flame.
When the flammable vapour concentration at the outlet has
3.2 Capacity
been reduced to 30% of the lower flammable limit, gas-
freeing may thereafter be continued at cargo tank deck
level. 3.2.1 The system is to be capable of boosting cargo tank
vents to the process or LP flare system at a rate of at least
125% of the maximum loading capacity of the unit
3 Cargo tanks vents recovery system expressed as a flow rate.
3.1 General 3.3 Materials and constructive measures
3.1.1 Application 3.3.1 Those parts of piping, fittings, recovery equipment,

This system may be fitted to boost cargo gas or vapour mix- blowers, filters, non-return devices and other drain pipes
ture to the process or low pressure (LP) flare system in lieu which may be subjected to corrosive action of the gases
of sending them to the standard cargo venting system. and/or liquids are to be either constructed of corrosion
resistant material or lined with rubber, glass fibre epoxy
3.1.2 The acronym COTVR stands for Cargo Tanks Vents resin or other equivalent coating material.
Recovery.
3.3.2 Constructive measures are to be taken to minimize
3.1.3 The COTVR system is to be designed, constructed the risk of ignition from generation of static electricity by
and tested to the satisfaction of the Society. the system itself.
Pt D, Ch 1, Sec 10
3.4 Particles removal devices 3.5.5 The COTVR system is to be so designed that the min-
imum and maximum pressures which it can exert on any
3.4.1 Filters or equivalent devices are to be fitted to mini- cargo tank will not exceed the test pressures of any cargo
mize the amount of water and other particles carried over to tank.
the cargo tanks vents recovery equipment.
3.6 Instrumentation
3.6.1 A pressure device to regulate the capacity of the
3.5 COTVR piping system
recovery equipment or a gas regulating valve is to be fitted.
3.5.1 Branch piping from each cargo tank should be con- 3.6.2 Devices and alarms are to be provided for continu-
nected to the COTVR main. This branch piping is to be fit- ously recording and indicating:
ted with either stop valves or equivalent means of control
for isolating each tank. Where stop valves are fitted, they a) The temperature and pressure upstream the shutdown
are to be provided with locking arrangements which are to valve mentioned in [3.5.3] whenever the system is oper-
be under the control of the responsible officer. There is to ating
be a clear visual indication of the operational status of the b) The temperature and pressure downstream the shut-
valve or other acceptable means. Where tanks have been down valve mentioned in [3.5.4]
isolated, it is to be ensured that relevant isolating valves are c) The oxygen content of the gas recovery equipment
opened before cargo loading or ballasting or discharging of
d) The failure of the blowers
those tanks is commenced. Any isolation must continue to
permit the flow caused by thermal variations in a cargo e) The water level in the devices mentioned in [3.4].
tanks.
3.6.3 The alarms referred to in [3.6.2] are to be fitted in the
In case of COTVR is connected to the dirty inert gas header, cargo central station.
above referred valves may be the ones of the IG system. Iso-
lation mean as per [3.5.3] is nevertheless to be provided.
3.7 Safeguards
3.5.2 Piping systems are to be so designed as to prevent the
accumulation of cargo or water in the pipelines under all 3.7.1 Automatic stop of the blower as well as closing shut-
normal conditions. down valves mentioned in [3.5.3]and [3.5.4] is to be
arranged in case of:
3.5.3 Arrangements are to be made to ensure an effective High-high pressure in respect to [3.6.2] item a) and b)
isolation of the Vent Recovery Unit from the upstream sys- Low-low pressure in respect to [3.6.2] item a) and b)
tems (cargo tanks/cargo venting/Inert gas/HC blanket gas
High- high temperature in respect to [3.6.2] item a) and
systems). This may consist in a shut-down valve.
b)
When content of oxygen exceeds 5% in respect to
3.5.4 Arrangements are to be made to ensure an effective
[3.6.2] item c)
isolation of the Vent Recovery Unit from the downstream
systems (process systems/LP flare system). This may consist Failure in respect to [3.6.2] item d)
in a shut-down valve. High level alarm in respect to [3.6.2] item e).
Pt D, Ch 1, Sec 11
SECTION 11 EQUIPMENT AND SAFETY PARTICULARS
1 General d) cargo pump rooms
e) enclosed or semi-enclosed spaces, immediately above

1.1 cargo tanks (for example, between decks) or having
bulkheads above and in line with cargo tank bulkheads,
1.1.1 The equipment is to comply with the applicable unless protected by a diagonal plate acceptable to the
National Rules and, for items covered by classification, with Society
requirements of Part C.
f) enclosed or semi-enclosed spaces immediately above
The present Section gives particular requirements to be met cargo pump rooms or above vertical cofferdams adja-
in addition to Part C requirements. cent to cargo tanks, unless separated by a gas-tight deck
and suitable ventilated
2 Hazardous areas g) spaces, other than cofferdams, adjacent to and below

the top of a cargo tank (for example, trunks, passage-
ways and holds)
2.1 General
h) areas on open deck, or semi-enclosed spaces on open
2.1.1 The present Article [2] is applicable to hazardous deck, within 3 m of any cargo tank outlet, gas, vapour
areas due to cargo storage. outlet (see Note 1 below), cargo manifold valve, cargo
valve, cargo pipe flange, cargo pump room ventilation
For hazardous areas due to other causes refer to Part C, outlets and cargo tank openings for pressure release
Chapter 4. provided to permit the flow of small volumes of gas or
vapour mixtures caused by thermal variation
2.1.2 For definitions used in the present Article [2], refer to
Pt C, Ch 4, Sec 3. Note 1: Such areas are, for example, all areas within 3 m of cargo
tank hatches, sight ports, tank cleaning opening, ullage open-
ings, sounding pipes, cargo vapour outlets.
2.1.3 Attention is drawn on the fact that provisions of IMO
Regulations for hazardous areas of oil tankers and liquefied i) areas on open deck, or semi-enclosed spaces on open
gas carriers, as well as those of the Ship Rules applicable to deck above and in the vicinity of any cargo gas outlet
the same, are applicable to units intended to receive a com- intended for the passage of large volumes of gas or
bination of service and structural type notations including vapour mixture during cargo loading and unloading and
oil tanker (or liquefied gas carrier) / offshore service ship. ballasting (for example flare facility), within a vertical
cylinder of unlimited height and 6 m radius centred
2.2 Classification of hazardous areas due to upon the centre of the outlet, and within a hemisphere
of 6 m radius below the outlet
oil storage and offloading
j) areas on open deck, or semi-enclosed spaces on open
2.2.1 For the purpose of machinery and electrical installa- deck within 1,5 m of cargo pump room entrances, cargo
tions, hazardous areas are classified as in [2.2.2] to [2.2.4]. pump room ventilation inlet, openings into cofferdams
or other zone 1 space
2.2.2 Hazardous area zone 0 are the interiors of cargo
tanks, slop tanks, any pipework of pressure-relief or other k) areas on open deck within 3 m spillage coamings sur-
venting systems for cargo and slop tanks, pipes and equip- rounding cargo manifold connections
ment containing the cargo or developing flammable gases
or vapours. l) areas on open deck over all the cargo (including all bal-
last tanks within the cargo tank area) where structures
are restricting the natural ventilation and to the full
2.2.3 Hazardous areas zone 1 are:
breath of the unit plus 3 m fore and aft of the forward-
a) void spaces adjacent to, above or below, integral cargo most cargo tank and aft of the aft-most cargo tank bulk-
tanks head, up to a height of 2,4 m above the deck
b) hold spaces containing independent cargo tanks m) compartments for cargo hoses
c) cofferdams and permanent (for example, segregated) n) enclosed or semi-enclosed spaces in which pipes con-
ballast tanks adjacent to cargo tanks taining cargoes are located.
Pt D, Ch 1, Sec 11
2.2.4 Hazardous areas zone 2 are:

a) areas of 1,5 m surrounding the zone 1 spaces defined in 4.2 Arrangements for gas measurement in
[2.2.3] item h) double-hull spaces and double-bottom
b) spaces 4 m beyond the cylinder and 4 m beyond the spaces
sphere defined in [2.2.3] item i)
c) areas in open deck extending to the coaming fitted to 4.2.1 In selecting portable instruments for measuring oxy-
keep any spills on deck and away from the accommoda- gen and flammable vapour concentrations, due attention
tion and service areas and 3 m beyond these up to a shall be given to their use in combination with the fixed gas
height of 2,4 m above the deck sampling line systems referred to in [4.2.2].
d) areas on open deck over all the cargo and slop tanks 4.2.2 Where the atmosphere in double-hull spaces cannot
(including all ballast tanks within the cargo tank area) be reliably measured using flexible gas sampling hoses,
where unrestricted natural ventilation is guaranteed and such spaces shall be fitted with permanent gas sampling
to the full breath of the unit plus 3 m fore and aft of the lines. The configuration of gas sampling lines shall be
forward-most cargo tank and aft of the aft-most cargo adapted to the design of such spaces.
tank bulkhead, up to a height of 2,4 m above the deck,
surrounding open or semi-enclosed spaces of zone 1 4.2.3 The materials of construction and dimensions of gas
e) spaces forward of the open deck areas the reference of sampling lines shall be such as to prevent restriction. Where
which is made in [2.2.3] item l) and [2.2.4] item d), plastic materials are used, they shall be electrically conductive.
below the level of the main deck, and having an open-
ing on to the main deck or at a level less than 0,5 m
above the main deck, unless the entrance to such spaces
4.3 Arrangements for fixed hydrocarbon gas
does not face the cargo tank area and, together with all
other openings to the spaces, including ventilating sys-
detection systems in double-hull and
tem inlets and exhausts, are situated at least 5 m away double-bottom spaces of units
from the foremost or aftermost cargo tank and at least
10 m measured horizontally away from any cargo tank 4.3.1 In addition to the requirements in [4.1] and [4.2], the
outlet and gas outlet and the spaces are mechanically units of 20 000 tonnes deadweight and above, shall be pro-
ventilated. vided with a fixed hydrocarbon gas detection in accordance
with Pt C, Ch 4, Sec 5 for measuring hydrocarbon gas con-
centrations in all ballast tanks and void spaces of double-
3 Ventilation hull and double-bottom spaces adjacent to the cargo tanks,
including the forepeak tank and any other tanks and spaces
3.1 General under the bulkhead deck adjacent to cargo tanks.
3.1.1 Requirements of Pt C, Ch 4, Sec 3, [5] are to be com- 4.3.2 Units provided with constant operative inerting sys-
plied with. tems for such spaces need not be equipped with fixed
hydrocarbon gas detection equipment.
4 Gas detection system
4.3.3 Notwithstanding the above, cargo pump-rooms sub-
ject to the provisions of Ch 1, Sec 10, [1.3] need not com-
4.1 General
ply with the requirements of this paragraph.
4.1.1 Portable Gas detectors
The following are to be provided: 4.4 Engineering specifications for fixed
at least two portable flammable gas monitoring devices, hydrocarbon gas detection systems in
each capable of accurately measuring a concentration
double-hull and double-bottom spaces
of flammable gas
of units
at least one portable oxygen content meter.
These devices are to be of a type approved by the Society. 4.4.1 General
4.1.2 Fixed automatic gas detection and alarm

system a) The fixed hydrocarbon gas detection system is to be
A fixed automatic gas detection and alarm system is to be designed, constructed and tested to the satisfaction of
provided to the satisfaction of the Society so arranged as to the Society based on performance standards developed
monitor continuously all enclosed areas of the unit in which by IMO (Msc.1 Circ. 1370).
an accumulation of flammable gas may be expected to b) The system is to be comprised of a central unit for gas
occur, and capable of indicating at the main control point measurement and analysis and gas sampling pipes in all
by audible and visual means the presence and location of ballast tanks and void spaces of double-hull and dou-
an accumulation. ble-bottom spaces adjacent to the cargo tanks, includ-
The same system is to be provided at ventilation inlets to ing the forepeak tank and any other tanks and spaces
safe areas. under the bulkhead deck adjacent to cargo tanks.
Pt D, Ch 1, Sec 11
c) The system may be integrated with the cargo pump- 2) The hydrocarbon gas sampling pipes shall be
room gas detection system, provided that the spaces equipped with flame arresters. Sample hydrocarbon
referred to in item b) above are sampled at the rate gas is to be led to the atmosphere with outlets
required in [4.4.2], item c) 1). Continuous sampling arranged in a safe location, not close to a source of
from other locations may also be considered provided ignitions and not close to the accommodation area
the sampling rate is complied with. air intakes
3) Bulkhead penetrations of sample pipes between safe

4.4.2 Component requirements
and hazardous areas are to be of a type approved
a) Gas sampling lines and have same fire integrity as the fire division pene-
trated. A manual isolating valve, which shall be eas-
1) Common sampling lines to the detection equipment ily accessible for operation and maintenance, shall
shall not be fitted, except the lines serving each pair be fitted in each of the sampling lines at the bulk-
of sampling points as required in item 3) below. head on the gas safe side
2) The materials of construction and the dimensions of 4) The hydrocarbon gas detection equipment including
gas sampling lines are to be such as to prevent sample piping, sample pumps, solenoids, analysing
restriction. Where non-metallic materials are used, units etc., shall be located in a reasonably gas-tight
they shall be electrically conductive. The gas sam- cabinet (e.g., fully enclosed steel cabinet with a
pling lines shall not be made of aluminium. door with gaskets) which is to be monitored by its
3) The configuration of gas sampling lines is to be own sampling point. At a gas concentration above
adapted to the design and size of each space. Except 30% of the lower flammable limit inside the steel
as provided in items 4) and 5) below, the sampling enclosure the entire gas analysing unit is to be auto-
system shall allow for a minimum of two hydrocar- matically shut down; and
bon gas sampling points, one located on the lower 5) Where the enclosure cannot be arranged directly on
and one on the upper part where sampling is the bulkhead, sample pipes shall be of steel or other
required. When required, the upper gas sampling equivalent material and without detachable connec-
point shall not be located lower than 1 m from the tions, except for the connection points for isolating
tank top. The position of the lower located gas sam- valves at the bulkhead and analysing unit, and are to
pling point shall be above the height of the girder of be routed on their shortest ways.
bottom shell plating but at least 0,5 m from the bot-
tom of the tank and it shall be provided with means c) Gas detection equipment
to be closed when clogged. In positioning the fixed
sampling points, due regard should also be given to 1) The gas detection equipment is to be designed to
the density of vapours of the oil products intended to sample and analyse from each sampling line of each
be transported and the dilution from space purging protected space, sequentially at intervals not
or ventilation. exceeding 30 min
4) For units with deadweight of less than 50000 tonnes, 2) Means are to be provided to enable measurements
the Society may allow the installation of one sam- with portable instruments, in case the fixed system is
pling location for each tank for practical and/or out of order or for system calibration. In case the
operational reasons. system is out of order, procedures shall be in place
to continue to monitor the atmosphere with portable
5) For ballast tanks in the double-bottom, ballast tanks instruments and to record the measurement results
not intended to be partially filled and void spaces,
the upper gas sampling point is not required. 3) Audible and visual alarms are to be initiated in the
cargo control room, navigation bridge and at the
6) Means are to be provided to prevent gas sampling analysing unit when the vapour concentration in a
lines from clogging when tanks are ballasted by given space reaches a pre-set value, which shall not
using compressed air flushing to clean the line after be higher than the equivalent of 30% of the lower
switching from ballast to cargo loaded mode. The flammable limit
system shall have an alarm to indicate if the gas
sampling lines are clogged. 4) The gas detection equipment shall be so designed
that it may readily be tested and calibrated.
b) Gas analysis unit
The gas analysis unit shall be located in a safe space and
may be located in areas outside the unit's cargo area; for 5 Electrical installations
example, in the cargo control room and/or navigation
bridge in addition to the hydraulic room when mounted
5.1 General
on the forward bulkhead, provided the following
requirements are observed:
5.1.1 Electrical installations for production, storage and
1) Sampling lines shall not run through gas safe spaces, offloading surface units are to comply with Part C, Chapter 2
except where permitted under item 5) below and Part C, Chapter 3.
Pt D, Ch 1, Sec 11
6 Machinery lated to A-60 standard, with the exception of the bound-

ary facing the storage area. Bolted plates for the removal of
machinery may be fitted within the limits specified in
6.1 General [7.2.2].
Note 1: An access to a deck foam system room (including the foam

6.1.1 As a general rule, internal combustion engines are to
tank and the control station) can be permitted within the limits
be avoided as far as possible inside hazardous areas. Never-
mentioned in [7.2.2], provided that the conditions listed in [7.2.3]
theless, the Society may permit fitting of internal combus- are satisfied and that the door is located flush with the bulkhead.
tion engines inside hazardous areas provided it is satisfied
with their safety type accordingly to Pt C, Ch 4, Sec 3, [6].
7.2.4 Windows and sidescuttles facing the storage area and
the sides of the superstructures and deckhouses within the
7 Fire protection limits specified in [7.2.2] are to be of non-opening type.
Such windows and sidescuttles are to be constructed of A-
60 class standard.
7.1 General
7.2.5 When a loading or offloading connection is provided
7.1.1 Particular provisions of the present Article are in at the manned end of the unit, entrances, air inlets and
addition to the provision of Part C which remains applica- openings to accommodation spaces, service and machinery
ble, except otherwise justified. spaces and control stations are not to face the cargo transfer
connection location. They are to be located on the out-
7.1.2 The fire protection of the storage area is to be pro- board side of the superstructure or deckhouse at a distance
vided by a fixed foam fire extinguishing system complying equal to at least 4% of the unit's length but not less than
with [7.5]. 3 m from the end of the superstructure or deckhouse facing
the connection. This distance, however, need not exceed
7.1.3 For units fitted with bow or stern cargo transfer instal- 5 m.
lations, refer to [7.2.5] and Ch 1, Sec 12, [7] for the protec-
tion of the corresponding zones. Sidescuttles facing the connection location and on the side
of the superstructure or deckhouse within the distance men-
tioned above are to be of the non-opening type. In addition,
7.2 Passive fire protection during the use of the transfer arrangements, all doors, ports
and other openings on the corresponding superstructure or
7.2.1 As a general rule, requirements of Part C, Chapter 4 deckhouse side are to be kept closed.
are applicable. Nevertheless, Tab 1 and Tab 2 for fire integ-
rity of bulkheads and decks are to replace Pt C, Ch 4, Sec 4, Air pipes and other openings to enclosed spaces not listed
Tab 1 and Pt C, Ch 4, Sec 4, Tab 2. above are to be shielded from any spray which may come
from a burst hose or connection.
Definitions of fire categories of the spaces are those given in
Pt C, Ch 4, Sec 4, [1.2.2] item b), plus the following one:
7.2.6 The location and arrangement of the galleys are to be
(12) Cargo pump rooms are spaces containing cargo pumps such that there is a minimum risk of fire.
and entrances and trunks to such spaces
Air intakes and air outlets of machinery spaces are to be
located as far aft as practicable and, in any case, outside the
7.2.2 Entrances, air inlets and openings to accommodation limits specified in [7.2.2].
spaces, service spaces, control spaces and machinery
spaces are not to face the storage area. They are to be
located on the transverse bulkhead not facing the storage 7.3 Fire water pumps
area or on the outboard side of the superstructure or deck-
house at a distance equal to at least 4% of the unit's length 7.3.1 The requirements of Pt C, Ch 4, Sec 6 relative to fire
but not less than 3 m from the end of the superstructure or water pumps and mains are applicable, together with addi-
deckhouse facing the storage area. This distance, however,
tional requirements of [7.3.2] and [7.3.3].
need not exceed 5 m.
7.3.2 Within the storage area, isolation valves are to be fit-

7.2.3 The Society may permit access doors in boundary
ted in the fire main at intervals of not more than 40 m to
bulkheads facing the storage area or within the 5 m limits
preserve the integrity of the fire main system in case of fire
specified in [7.2.2], to main cargo stations and to such serv-
ice spaces as provision rooms, store rooms and lockers, pro- or explosion.
vided they do not give access directly or indirectly to any
other spaces containing or provided for accommodation, 7.3.3 Operation of a deck foam system at its required out-
control stations or service spaces such as galleys, pantries put is to permit the simultaneous use of the minimum
or workshops, or similar spaces containing sources of required number jets of water at the required pressure from
vapour ignition. The boundary of such space is to be insu- the fire main and the process deluge system if any.
Pt D, Ch 1, Sec 11
Table 1 : Fire integrity of bulkheads separating adjacent spaces
Spaces (1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11) (12)
Control stations (1) A-0 A-0 A-60 A-0 A-15 A-60 A-15 A-60 A-60 * A-0 A-60
[d] [e]
Corridors (2) C B-0 A-0 B-0 A-60 A-0 A-0 A-0 * B-0 A-60
[b] [e]
Accommodation (3) C A-0 B-0 A-60 A-0 A-0 A-0 * C A-60
spaces [b] [e]
Stairways (4) A-0 A-0 A-60 A-0 A-0 A-0 * A-0 A-60
[b] [b] [e] [b]
Service spaces (5) C A-60 A-0 A-0 A-0 * B-0 A-60
(low risk)
Machinery spaces (6) * A-0 A-60 A-60 * A-0 A-0
of category A [a] [a]
Other machinery (7) A-0 A-0 A-0 * A-0 A-0
spaces [a] [b]
Hazardous areas (8) A-0 * A-0 A-0
Service spaces (9) A-0 * A-0 A-60
(high risk) [c]
Open decks (10) * *
Sanitary and (11) C A-60
similar spaces
Cargo pump room (12) *
[a] : Where the space contains an emergency power source or components of an emergency power source that adjoins a
space containing a unit's service generator or the components of a unit's service generator, the boundary bulkheads
between those spaces is to be A-60 class division.
[b] : Except otherwise accepted in Part C, Chapter 4.
[c] : Where spaces are of the same numerical category and superscript (c) appears, a bulkhead of the rating shown in the
tables is only required when the adjacent spaces are for a different purpose e.g. in category (i). A galley does not require
a bulkhead but a galley next to a paint room requires an A-0 bulkhead.
[d] : Bulkheads separating the navigating bridge, chartroom and radio room from each other may be B-0 rating.
[e] : An engineering evaluation is to be conducted in accordance with Pt C, Ch 4, Sec 4, [4.1.1]. In no case the bulkhead or
deck rating is to be less than the value indicated in the tables. See Part C, Chapter 4.
Note 1: When an asterisk * appears in the table, the division is required to be of steel or equivalent material but not required to be
of "A" class standard. However, where a deck is penetrated for the passage of electric cables, pipes and vent ducts, such penetrations
are to be made tight to prevent the passage of flame and smoke.
7.4 Cargo pump rooms tified safe type. A light signal is not required but, if it
is provided, it is also to be of a certified safe type
7.4.1 Each cargo pump room is to be provided with a fixed
When the audible signal is of pneumatic type, it
fire extinguishing system operated from a readily accessible
must not be activated by the fire extinguishing
position outside the pump room. medium but by clean dry air
7.4.2 The fixed fire extinguishing system required in [7.4.1] - a notice is to be exhibited at the controls stating that,
is to be one of the following fixed fire-extinguishing systems due to the electrostatic ignition hazard, the system is
operated from a readily accessible position outside the to be used only for fire extinguishing and not for
cargo pump room. Cargo pumps room are to be provided inerting purposes, or
with a system suitable for machinery spaces of category A:
a high expansion foam system complying with the pro-
either a carbon dioxide or another extinguishing visions of Pt C, Ch 4, Sec 11, [5.1.2], provided that the
medium system complying with the applicable provi- foam concentrate supply is suitable for extinguishing
sions of Pt C, Ch 4, Sec 11, [4] and with the following: fires involving the cargo stored, or
- the audible signal mentioned in Pt C, Ch 4, Sec 11, a fixed pressure water-spraying system complying with
[4.1.1] item b)2), if of electrical type, is to be of cer- Pt C, Ch 4, Sec 11, [6.1.1] or Pt C, Ch 4, Sec 11, [6.1.2].
Pt D, Ch 1, Sec 11
Table 2 : Fire integrity of decks separating adjacent spaces
Space above
Spaces below
(1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11) (12)
Control stations (1) A-0 A-0 A-0 A-0 A-0 A-60 A-0 A-0 A-0 * A-0 XXX
[e]
Corridors (2) A-0 * * A-0 * A-60 A-0 A-0 A-0 * * XXX
[e]
Accommodation (3) A-60 A-0 * A-0 * A-60 A-0 A-0 A-0 * * XXX
spaces [e]
Stairways (4) A-0 A-0 A-0 * A-0 A-60 A-0 A-0 A-0 * A-0 XXX
[e]
Service spaces (5) A-15 A-0 A-0 A-0 * A-60 A-0 A-0 A-0 * A-0 XXX
(low risk)
Machinery spaces (6) A-60 A-60 A-60 A-60 A-60 * A-60 A-60 A-60 * A-0 XXX
of category A [a]
Other machinery (7) A-15 A-0 A-0 A-0 A-0 A-0 * A-0 A-0 * A-0 XXX
spaces [a] [a]
Hazardous areas (8) A-60 A-0 A-0 A-0 A-0 A-60 A-0 A-0 A-0 A-0
[e] [e] [e] [e]
Service spaces (9) A-60 A-0 A-0 A-0 A-0 A-60 A-0 A-0 A-0 * A-0 XXX
(high risk) [c]
Open decks (10) * * * * * * * * * XXX
Sanitary and (11) A-0 A-0 A-0 A-0 A-0 A-0 A-0 * * XXX
similar spaces
Cargo pump room (12) XXX XXX XXX XXX XXX A-0 A-0 A-0 A-0 * *
Note 1: Refer to Tab 1
Note 2: XXX in the cells indicates that corresponding vicinities are prohibited.
7.4.3 Where the extinguishing medium used in the crude c) Operation of a deck foam system at its required output
oil pump room system is also used in systems serving other shall permit the simultaneous use of the minimum
spaces, the quantity of medium provided or its delivery rate required number of jets of water at the required pressure
need not be more than the maximum required for the larg- from the fire main. Where the deck foam system is sup-
est compartment. plied by a common line from the fire main, additional
foam concentrate shall be provided for operation of two
7.4.4 Two portable foam extinguishers or equivalent are to nozzles for the same period of time required for the
be provided for each pump room; one is to be fitted near foam system.
the pumps and the other near the access to the pump room.
The simultaneous use of the minimum required jets of
7.5 Fixed deck foam system water shall be possible on deck over the full length of
the ship, in the accommodation spaces, service spaces,
7.5.1 Definitions control stations and machinery spaces.
a) An applicator is a hose and nozzle that can be held and Note 1: A common line for fire main and deck foam line can only
directed by hand. be accepted if it can be demonstrated that the hose nozzles can
be effectively controlled by one person when supplied from the
b) A foam solution is a homogeneous mixture of water and
common line at a pressure needed for operation of the moni-
foam concentrate in the proper proportions. tors.
7.5.2 Principles
d) Foam from the fixed foam system is to be supplied by
a) The arrangements for providing foam are to be capable
means of monitors and/or deluge system and foam
of delivering foam to the entire cargo tank deck area as
well as into any cargo tank the deck of which has been applicators.
ruptured.
e) Foam applicators are to be provided to ensure flexibility
b) The deck foam system is to be capable of simple and of action during fire-fighting operations and to cover
rapid operation. areas screened and/or deluge system.
Pt D, Ch 1, Sec 11
7.5.3 Foam solution Foam concentrate b) When an arrangement of monitor is provided, the
a) The supply rate of the foam solution is not to be less capacity of any monitor is to be at least 3 l/min of foam
than the greatest of the following: solution per square meter of the deck area protected by
that monitor, such area being entirely forward of the
1) 0,6 l/min/m of storage deck area, where storage monitor. Such capacity is not to be less than 1250 l/min.
deck area means the maximum breadth of the unit
c) The capacity of any applicator is to be not less than
multiplied by the total longitudinal extent of the
cargo and slop tank spaces 400 l/min and the applicator throw in still air conditions
is not to be less than 15 m.
2) 6 l/min/m of the horizontal sectional area of the sin- Note 1: The flow delivered from one applicator shall be limited by
gle tank having the largest such area the reaction force at the working pressure that one operator can
3) 3 l/min/m of the horizontal sectional area of group withstand. As a recommendation, the applicator reaction usu-
of tanks to be protected simultaneously as defined ally limits the solution flow to about 1150 l/min.
by the worst case fire scenario d) The capacity of the deluge system is to be compliant
with [7.5.3]item a)3).
4) if the fixed deck foam system is ensured by an
arrangement of monitors, 3 l/min/m of the area pro- e) Foam applicators, nozzles and monitors are to be of
tected by the largest monitor, such area being type approved by the Society.
entirely forward of the monitor, but not less than f) Prototype tests of the monitors, nozzles and foam appli-
1250 l/min. cators shall be performed to ensure the foam expansion
b) Sufficient foam concentrate is to be supplied to ensure and drainage time of the foam produced does not differ
at least 20 min of foam generation on storage units fitted more than 10 per cent of that determined in [7.5.3],
with an inert gas installation or at least 30 min of foam item d).
generation on storage units not fitted with an inert gas
installation when using solution rates stipulated in item 7.5.5 Arrangement and installation
a), whichever is the greatest. a) The foam concentrate is to be stored in an accessible
c) When medium expansion ratio foam (between 21 to 1 location unlikely to be damaged in the event of fire or
and 200 to 1 expansion ratio) is employed, the applica- explosion and not having direct opening or exposure to
tion rate of the foam and the capacity of a monitor the protected areas.
installation shall be to the satisfaction of the Society. b) The arrangement of the deck foam system ducting shall
be such that a fire or explosion in the protected areas
d) The water supply to this fixed deck foam system shall be will not affect the foam generating equipment.
of a quality so that adverse effects on foam formation,
c) Monitors
stability or performances do not occur.
1) The number and position of monitors are to be such
e) The foam concentrate supplied on board shall be
as to comply with [7.5.2] item a).
approved by the Society (Refer to the Guidelines for per-
formance and testing criteria and surveys of foam con- 2) The area protected by a monitor is considered
centrates for fixed fire-extinguishing systems located entirely forward of the monitor.
(MSC.1/Circ.1312)) for the cargoes intended to be car- 3) The distance from the monitor to the farthest extrem-
ried. Type B foam concentrates shall be supplied for the ity of the protected area forward of that monitor is
protection of crude oil, petroleum products and non- not to be more than 75% of the monitor throw in
polar solvent cargoes. Type A foam concentrates shall still air conditions.
be supplied for polar solvent cargoes, as listed in the 4) A monitor and hose connection for a foam applica-
table of chapter 17 of the IBC Code. Only one type of tor are to be situated both port and starboard at the
foam concentrate shall be supplied, and it shall be front of the accommodation spaces facing the stor-
effective for the maximum possible number of cargoes age area. The monitors and hose connections shall
intended to be carried. For cargoes for which foam is be aft of any cargo tanks, but may be located in the
not effective or is incompatible, additional arrange- cargo area above pump-rooms, cofferdams, ballast
ments to the satisfaction of the Society shall be pro- tanks and void spaces adjacent to cargo tanks if
vided. capable of protecting the deck below and aft of each
other.
f) Liquid cargoes with a flashpoint not exceeding 60C for
5) The number of foam applicators provided is not to
which a regular foam fire-fighting system is not effective
be less than four. The number and disposition of
shall comply with the provisions of regulation II-
foam main outlets is to be such that foam from at
2/1.6.2.1 of the SOLAS Convention.
least two applicators can be directed on to any
cargo tank deck area.
7.5.4 Monitors, nozzles of deluge systems and
applicators d) Deluge systems
a) When an arrangement of monitor is provided, at least 1) The number and position of foam nozzles are to be
50% of the foam solution supply rate required in items such as to comply with [7.5.2].
a)1) and a)2) of [7.5.3] is to be delivered from each 2) The foam deluge system may be separated in several
monitor. sections by means of remote control stop valves.
Pt D, Ch 1, Sec 11
3) A coaming of a sufficient height is to be provided on 7.6.2 Offloading control stations are to be provided with all
the cargo tank deck in order to avoid the spillage of necessary instruments for safe and easy operation of han-
flammable liquids. This coaming should be in line dling systems, fully independent from instruments necessary
with the fire zones identified during the fire scenario for propulsion (if any) and operation of auxiliary engines.
analysis mentioned in [7.5.3] item a)3).
Note 1: For the design of the fire zones, reference is made to the These control stations are to be permanently fitted with:
provisions of NFPA 101 and 101A code.
indicators showing if remote controlled valves are
e) Isolation valves are to be provided in the foam main,
closed or open
and in the fire main when this is an integral part of the
deck foam system, immediately forward of any monitor means of communication with open deck, pump
position to isolate damage section of those mains. room(s), machinery spaces and control room.
f) The main control station for the system is to be suitably
located outside the storage area, adjacent to the accom- Besides which, indicators showing if valves are closed or
modation spaces and readily accessible and operable in open are to be fitted on all locally manoeuvrable valves.
the event of a fire in the areas protected.
7.6 Emergency and offloading control 8 Life saving appliances

station
7.6.1 At least one emergency control station is to be pro- 8.1 Life saving appliances
vided, at a suitable manned location outside hazardous
areas. 8.1.1 In addition to requirements of Pt C, Ch 4, Sec 12
If two emergency control stations are provided, the second applicable for units intended to receive LSA additional class
one is to be placed at the same location as the loading con- notation, lifeboats are to be of a totally enclosed fire resist-
trol station. ant type
Pt D, Ch 1, Sec 12
SECTION 12 PIPING SYSTEMS
1 General 2.1.3 Unless otherwise specified, bilge, ballast and scupper

systems serving spaces or compartments situated within the
storage area are to be independent from other systems serv-
1.1 Application ing spaces or compartments outside the storage area and
are not to lead into such spaces.
1.1.1 Bilge, ballast, scupper, oil fuel, cargo and other pip-
ing systems are to comply with the applicable requirements 2.1.4 Oil fuel piping systems are to be independent from
of Part C, Chapter 1 and of other documents referred to in the cargo piping system and, unless otherwise authorised by
this Chapter; requirements of the present Section are addi- the Society, independent from the ballast piping system.
tional ones. They are not to led through cargo tanks or slop tanks.
1.1.2 Production piping systems are to comply, in addition 2.1.5 As applicable, the forward spaces located forward of
to requirements of [3], with applicable requirements of the fore cofferdam in gas safe space and, the aftermost
NR459, Process Systems on Board Offshore Units and spaces located abaft the aft cofferdam in gas safe space, are
Installations. to be drained in accordance with the applicable require-
ments of Part C, Chapter 1.
1.2 Separation of systems
2.1.6 The sea inlets serving the segregated ballast tanks are
1.2.1 Piping systems carrying non-hazardous fluids are to be separated from the sea outlets serving the cargo tanks
generally to be separate from piping systems which may or slop tanks.
contain hazardous fluids. Cross connection of the piping
systems may be permitted where means for avoiding possi- 2.2 Bilge system
ble contamination of the non-hazardous fluid system by the
hazardous fluid are provided. 2.2.1 Bilge pumps
a) At least one bilge pump is to be provided for draining
the spaces located within the cargo area. Cargo pumps
2 Bilge - Ballast - Oil fuel - Scupper or stripping pumps may be used for this purpose.
lines b) Bilge pumps serving spaces located within the cargo
area are to be located in the cargo pump room or in
2.1 General another suitable space within the cargo area.
2.1.1 Cargo storage tanks are not to be used for ballast pur- 2.2.2 Draining of pump room
poses except in emergency cases; tanks used for cargo stor- a) Arrangements are to be provided to drain the pump
age are not to be served by the ballasting system of the unit, rooms by means of power pumps or bilge ejectors.
except as provided for throughout the present Section. Note 1: On units of less than 500 gross tonnage, the pump rooms
may be drained by means of hand pumps with a suction diam-
2.1.2 Passage through cargo tanks and slop tanks eter of not less than 50 mm.
a) Unless otherwise specified, bilge, ballast and fuel oil b) Cargo pumps or stripping pumps may be used for drain-
systems serving gas safe spaces located outside the ing cargo pump rooms provided that:
cargo area are not to pass through cargo tanks or slop a screw-down non-return valve is fitted on the bilge
tanks. They may pass through ballast tanks or void suctions, and
spaces located within the cargo area. a remote control valve is fitted between the pump
b) Where expressly permitted, ballast pipes passing suction and the bilge distribution box.
through cargo tanks are to fulfil the following provi- c) Bilge pipe diameter is not to be less than 50 mm.
sions:
d) The bilge system of cargo pump rooms is to be capable
1) they are to have welded or heavy flanged joints the of being controlled from outside.
number of which is to be kept to a minimum
e) A high level alarm is to be provided. Refer to item d) of
2) they are of extra reinforced wall thickness as per Pt C, Ch 1, Sec 10, [1.2.6].
Ch 1, Sec 7
2.2.3 Draining of tunnels and pump rooms other
3) they are adequately supported and protected against than cargo pump rooms
mechanical damage. Arrangements are to be provided to drain tunnels and pump
c) Lines of piping which run through cargo tanks are to be rooms other than cargo pump rooms. Cargo pumps may be
fitted with closing devices. used for this service under the provisions of [2.2.2], item b).
Pt D, Ch 1, Sec 12
2.2.4 Draining of cofferdams located at the fore and are to be of the welded type. Connections by means of
aft ends of the cargo area heavy flanges may nevertheless be permitted provided they
a) When they are not intended to be filled with water bal- are kept to a minimum. Expansion joints are not to be used
last, cofferdams located at the fore and aft ends of the for that purpose.
cargo spaces are to be fitted with drainage arrange- Note 1: Sliding type coupling are not to be used for expansion pur-
ments. poses where ballast lines pass through cargo tanks. Expansion
bends only are permitted.
b) Aft cofferdams (and/or fore as applicable) adjacent to
the cargo pump room may be drained by a cargo pump 2.3.5 For emergency ballasting of the segregated ballast
in accordance with the provisions of [2.2.2], items b) tanks located within the storage area, the use of a pump
and c), or by bilge ejectors. located outside the storage area is permitted under the con-
c) Drainage of the after cofferdam (and/or fore cofferdam ditions that the filling pipe does not pass through cargo
as applicable) from the engine room bilge system is not tanks and that connection to ballast tanks is made at the top
permitted. of these tanks and consists in a detachable spool piece and
Note 1: On units of less than 500 gross tonnage, cofferdams may
a non-return valve to prevent siphon effects.
be drained by means of hand pumps with a suction diameter of
not less than 50 mm 2.3.6 Furthermore, for emergency deballasting or ballasting
of the segregated ballast tanks located within the storage
2.2.5 Drainage of cofferdams or void spaces area, the use of a pump other than a cargo pump is permit-
located within the cargo area ted if located within the storage area and if it only serves
Other cofferdams and void spaces located within the cargo spaces or compartments located within the storage area.
area and not intended to be filled with water ballast are to
be fitted with suitable means of drainage. 2.3.7 When the foremost or aftermost cofferdam, located
forward or abaft the cargo tanks, are intended for ballasting,
they may be emptied by a ballast pump located inside the
2.3 Segregated ballast tanks within the machinery compartment or the fore spaces whichever the
storage area case, provided that the corresponding suction line is
directly connected to that pump and not to any of the
2.3.1 Tanks within storage area, intended to be used exclu- machinery compartment mains and that the delivery side is
sively for ballast (segregated ballast tanks), are, according to directly connected to the unit's side.
[2.1.3], unless otherwise permitted, to be served by piping
and pumping systems independent of cargo and fuel oil 2.3.8 Ends of filling pipes serving ballast tanks located
piping and pumping systems. Ballast systems serving segre- within the storage area are to be as near as possible to the
gated ballast in the cargo area are to be entirely located bottom of the tanks in order to minimise the risk of generat-
within the cargo area and are not to be connected to other ing static electricity.
piping systems.
Note 1: Ballast pumps are to be located in the cargo pump room, 2.4 Air and sounding pipes
or a similar space within the cargo area not containing any source
of ignition
2.4.1
Note 2: Where installed in the cargo pump room, ballast pumps
are to comply with [3.2.3]. a) The air and sounding pipes fitted to the following
spaces:
2.3.2 Two distinct pumping means are to be provided for cofferdams located at the fore and aft ends of the
these tanks, one of which at least, is to be mechanically or cargo spaces
hydraulically driven or comprising an ejector used exclu-
sively for this purpose. The second may be a portable tanks and cofferdams located within the cargo area
means. and not intended for cargo,
are to be led to the open deck.
2.3.3 For emergency deballasting of the segregated ballast
tanks located within the storage area, cargo pumps may be b) The air pipes referred to in item a) are to be arranged as
used under the following conditions: per Part C, Chapter 1 and are to be fitted with easily
removable flame screens at their outlets.
the connection between ballast pumping system and the
cargo pump is not to be permanent and to be located as c) In offshore units of 600 tons deadweight and above, the
close as possible to the cargo pump suction air and sounding pipes referred to in item a) are not to
pass through cargo tanks except in the following cases:
the connection is to comprise a detachable spool piece,
a non-return valve to prevent using the pump to fill 1) short lengths of piping serving ballast tanks
tanks, and a shut-off valve located on the ballast pipe
2) lines serving double bottom tanks located within the
side.
cargo area, except in the case of oil units of
5 000 tons deadweight and above,
2.3.4 Where segregated ballast pipes pass through cargo
tanks, namely for the application of [2.3.3], they are to be where the following provisions are complied with
made of steel of reinforced thickness and their connections [2.1.2], item b).
Pt D, Ch 1, Sec 12
2.5 Ballast tanks located outside the d) the access to the fore peak tank is direct from open
storage area (within gas safe zones) deck. Alternatively, indirect access from the open deck
to the fore peak tank through an enclosed space may be
2.5.1 Tanks within gas safe zones, intended to be used accepted provided that:
exclusively for ballast, are, according to [2.1.3], unless oth- in case the enclosed space is separated from the
erwise permitted, to be served by piping and pumping sys- cargo tanks by cofferdams, the access is through a
tems independent from piping and pumping systems gas tight bolted manhole located in the enclosed
serving spaces or compartments within the storage area, space and a warning sign is to be provided at the
and corresponding pipes are not to pass through cargo oil manhole stating that the fore peak tank may only be
or slop tanks. opened after:
- it has been proven to be gas free, or
2.5.2 Requirement [2.5.1] is applicable, without any possi-
- any electrical equipment which is not certified
ble deviation, namely to compartments located abaft
safe in the enclosed space is isolated
(and/or forward as applicable depending on the location of
accommodation blocks) the aft (and/or fore) cofferdam. in case the enclosed space has a common boundary
with the cargo tanks and is therefore hazardous, the
2.5.3 However, for tanks other than those mentioned in enclosed space can be well ventilated.
[2.5.2] pumps exclusively dedicated to segregated ballast
tanks located within hazardous areas, may be used for bal- 2.7 Carriage of ballast in cargo tanks
last tanks located within gas safe zones, on the conditions
that there are no common parts in the two circuits other 2.7.1 Every cargo tank is, in general, to be capable of being
than those needed for this connection to pumps and unit filled with sea water.
sea chests. Note 1: Attention is to be provided on the applicable requirements
of the MARPOL 73/78 Annex I convention as amended and IMO
2.5.4 For the emergency deballasting of the ballast tanks MEPC Circular 139 (53) for this operation.
located within gas safe zones, other than those covered by
[2.5.2], the piping system serving segregated ballast tanks 2.7.2 Two shut-off valves, at least, are recommended to iso-
within hazardous areas, may be used, on the condition that late cargo piping system from sea chests.
the pipe connection to the tank is fitted as near as possible
to the tanks by means of a detachable spool piece and a 2.7.3 Cargo tanks are to be capable of being stripped by
screw-down non return valve preventing the filling of these two separate means. Cargo pumps may be used for this pur-
tanks by this piping system. pose if their performance characteristics are suitable.
2.7.4 Provisions are to be made, to the Society's satisfac-

2.5.5 Pipes serving ballast tanks located within gas safe
tion, to permit efficient draining of tanks at the end of
zones may, irrespective of the case covered by [2.5.4], pass
offloading.
through cargo tanks, on the condition that [2.3.4] is com-
plied with. Moreover, the thickness of steel pipes is to be at 2.7.5 The cargo piping system is to be so designed and
least 16 mm. arranged as to permit efficient cleaning and draining.
2.5.6 Pipes serving ballast tanks located within gas safe 2.7.6 The requirements relating to the possible connections
zones, other than those covered by [2.5.2], may pass between cargo piping system and segregated ballast tank
through segregated ballast tanks within hazardous area but piping system are given in [2.3] and [2.5].
expansion joints are not to be used for pipe connections.
The possible use of a cargo pump for emergency deballast- 2.7.7 Emergency ballasting of cargo tank may be made by
ing of the tanks in question is to be subjected to [2.3.3]. segregated ballast tank pumps on the condition that the
connection is made to the top of the tanks and consists of a
2.5.7 Attention is drawn to the requirements of Part C, detachable spool piece and a screw-down valve to prevent
Chapter 1 and of other documents referred to in this Chap- siphon effects. The tank filling line is to end as near as pos-
ter relating to the maintenance of the integrity of the water- sible to the tank bottom in order to reduce the risk of gener-
tight subdivision and unit's stability. ating static electricity.
2.6 Fore peak ballast system 2.8 Scupper lines
2.6.1 The fore peak can be ballasted with the system serv- 2.8.1 The passage of scupper pipes or sanitary discharges
ing ballast tanks within the storage area, provided: through cargo tanks is to be avoided as far as practicable. If
this is not possible, the number of these pipes is to be
a) the tank is considered as hazardous reduced to a minimum.
b) the vent pipe openings are located on open deck 3 m
2.8.2 The portions of scupper pipes and sanitary discharges
away from sources of ignition
passing through cargo tanks are to be of steel and are to
c) means are provided, on the open deck, to allow meas- have only welded joints, the number of which is to be kept
urement of flammable gas concentrations within the to a minimum. Furthermore, their thickness is not to be less
tank by a suitable portable instrument than 16 mm.
Pt D, Ch 1, Sec 12
3 Cargo piping and pumping system 2) hydraulic motors
3) electric motors of a certified safe type suitable for

3.1 General installation in hazardous area zone 1 as specified in
Ch 1, Sec 11, [2.2] with explosion group and tem-
3.1.1 A complete system of pumps and piping is to be fitted perature class of at least IIA and T3 as per Pt C, Ch 2,
for handling the cargo oil. Except where expressly permit- Sec 15, [4].
ted, and namely for the bow and stern cargo loading and b) Pumps with a submerged electric motor are not permit-
unloading, this system is not to extend outside the cargo ted in cargo tanks.
area and is to be independent of any other piping system on
board. c) Where cargo pumps are driven by a machine which is
located outside the cargo pump room, the provisions of
Ch 1, Sec 10, [1.2.3] are to be complied with.
3.2 Cargo pumping system
3.2.4 Design of cargo pumps
3.2.1 Number and location of cargo pumps
a) Materials of cargo pumps are to be suitable for the prod-
a) Each cargo tank is to be served by at least two separate
ucts carried.
fixed means of discharging and stripping. However, for
tanks fitted with an individual submerged pump, the b) The delivery side of cargo pumps is to be fitted with
second means may be portable. relief valves discharging back to the suction side of the
pumps (bypass) in closed circuit. Such relief valves may
b) Cargo pumps are to be located:
be omitted in the case of centrifugal pumps with a max-
1) in a dedicated pump room, or imum delivery pressure not exceeding the design pres-
sure of the piping, with the delivery valve closed.
2) on deck, or
c) Pump casings are to be fitted with temperature sensing
3) when designed for this purpose, within the cargo devices (see Tab 1).
tanks.
3.2.5 Monitoring of cargo pumps
3.2.2 Use of cargo pumps
Cargo pumps are to be monitored as required in Tab 1.
a) Except where expressly permitted in [2.2] and [2.3],
cargo pumps are to be used exclusively for handling the
liquid cargo and are not to have any connections to 3.2.6 Control of cargo pumps
compartments other than cargo tanks. Cargo pumps are to be capable of being stopped from:
b) Subject to their performance, cargo pumps may be used a position outside the pump room, and
for tank stripping.
a position next to the pumps.
c) Cargo pumps may be used, where necessary, for the
washing of cargo tanks.
3.3 Cargo piping design
3.2.3 Cargo pump drive
3.3.1 General
a) Prime movers of cargo pumps are not to be located in
the cargo area, except in the following cases: Cargo piping is to be designed and constructed according to
the requirements of Pt C, Ch 1, Sec 7 applicable to piping
1) steam driven machine supplied with steam having a systems of class I, unless otherwise agreed with the Society.
temperature not exceeding 220C
Table 1 : Monitoring of cargo pumps
Equipment, parameter Alarm (1) Indication (2) Comments

Pump, discharge pressure L on the pump (3), or
next to the unloading control station
Pump casing, temperature H visual and audible, in cargo control room or pump control station
Bearings, temperature H visual and audible, in cargo control room or pump control station
Bulkhead shaft gland, temperature, H visual and audible, in cargo control room or pump control station
if relevant
(1) H = high
(2) L = low
(3) and next to the driving machine if located in a separate compartment.
Pt D, Ch 1, Sec 12
3.3.2 Materials 3.3.6 Cargo hoses

a) For the protection of cargo tanks carrying crude oil and a) Cargo hoses are to be of a type approved by the Society
petroleum products having a flash point not exceeding for the intended conditions of use.
60C, materials readily rendered ineffective by heat are b) Hoses subject to tank pressure or pump discharge pres-
not to be used for valves, fittings, cargo vent piping and sure are to be designed for a bursting pressure not less
cargo piping so as to prevent the spread of fire to the than 5 times the maximum pressure under cargo transfer
cargo. conditions.
b) Cargo piping is, in general, to be made of steel or cast c) Unless bonding arrangements complying with Ch 1, Sec
iron. 6 are provided, the ohm electrical resistance of cargo
c) Valves, couplings and other end fittings of cargo pipe hoses is not to exceed 106 .
lines for connection to hoses are to be of steel or other
suitable ductile material. 3.4 Cargo piping arrangement and
d) Spheroidal graphite cast iron may be used for cargo oil
installation
piping within the double bottom or cargo tanks.
3.4.1 Cargo pipes passing through tanks or
e) Grey cast iron may be accepted for cargo oil lines: compartments
a) Cargo piping is not to pass through tanks or compart-
1) within cargo tanks, and
ments located outside the cargo area.
2) on the weather deck for pressure up to 1,6 Mpa.
b) Cargo piping and similar piping to cargo tanks is not to
It is not to be used for manifolds and their valves of fittings pass through ballast tanks except in the case of short
connected to cargo handling hoses. lengths of piping complying with [2.1.2], item b).
c) Cargo piping may pass through vertical fuel oil tanks
3.3.3 Connection of cargo pipe length adjacent to cargo tanks on condition that the provisions
Cargo pipe lengths may be connected either by means of of [2.1.2], item b) are complied with.
welded joints or, unless otherwise specified, by means of d) Cargo piping passing through cargo tanks is subject to
flange connections. the provisions of MARPOL 73/78 Convention Annex I
Regulation 24 (6) as recommended to be applied by
3.3.4 Expansion joints IMO MEPC Circular 406.
a) Where necessary, cargo piping is to be fitted with
expansion joints or bends. 3.4.2 Cargo piping passing through bulkheads
Cargo piping passing through bulkheads is to be so
b) Expansion joints including bellows are to be of a type arranged as to preclude excessive stresses at the bulkhead.
approved by the Society. Bolted flanges are not to be used in the bulkhead.
c) Expansion joints made of non-metallic material may be
accepted only inside tanks and provided they are: 3.4.3 Valves
a) Stop valves are to be provided to isolate each tank.
1) of an approved type
b) A stop valve is to be fitted at each end of the cargo man-
2) designed to withstand the maximum internal and ifold.
external pressure
c) When a cargo pump in the cargo pump room serves
3) electrically conductive. more than one cargo tank, a stop valve is to be fitted in
the cargo pump room on the line leading to each tank.
d) Sliding type couplings are not to be used for expansion
purposes where lines for cargo oil pass through tanks for d) Main cargo oil valves located in the cargo pump room
segregated ballast. below the floor gratings are to be remote controlled
from a position above the floor.
3.3.5 Valves with remote control e) Valves are also to be provided where required by the
a) Valves with remote control are to comply with Part C, provisions of MARPOL 73/78 Convention Annex I Reg-
Chapter 1. ulation 24 (5) and (6) as recommended to be applied by
IMO MEPC Circular 406.
Note 1: All valves provided with a remote control are to be capable
of being locally operated.
3.4.4 Prevention of the generation of static
b) Submerged valves are to be remote controlled. In the electricity
case of a hydraulic remote control system, control boxes a) In order to avoid the generation of static electricity, the
are to be provided outside the tank, in order to permit loading pipes are to be led as low as practicable in the
the emergency control of valves. tank.
c) Valve actuators located inside cargo tanks are not to be b) Cargo pipe sections and their accessories are to be elec-
operated by means of compressed air. trically bonded together and to the unit's hull.
Pt D, Ch 1, Sec 12
3.4.5 Draining of cargo pumps and cargo lines b) All units operating with a cargo tank cleaning procedure
Every unit required to be provided with segregated ballast using crude oil washing are to be fitted with an inert gas
tanks or fitted with a crude oil washing system is to comply system complying with the requirements of this Article.
with the following requirements: Such system is to be provided in every cargo tank and
a) it is to be equipped with oil piping so designed and slop tank.
installed that oil retention in the lines is minimized, and
c) Units required to be provided with an inert gas system
b) means are to be provided to drain all cargo pumps and by item a) or b) are to receive the additional class nota-
all oil lines at the completion of cargo discharge, where tion IG.
necessary by connection to a stripping device. The line
and pump draining are to be capable of being dis- 4.1.2 Units where an inert gas system is not required
charged both by an external transfer and to a cargo tank but provided with the additional class notation IG
or a slop tank. For discharge by external transfer, a spe-
cial small diameter line having a cross-sectional area Inert gas systems provided on units where such systems are
not exceeding 10% of the main cargo discharge line is not required by [4.1.1] and which are provided with the
to be provided and is to be connected on the down- additional class notation IG are to comply with the provi-
stream side of the units deck manifold valves, both port sions of [4.5.2].
and starboard, when the cargo is being discharged (see
Fig 1).
4.2 General
Figure 1 : Connection of small diameter line
to the manifold valve 4.2.1 The inert gas system referred to in [4.1] is to be
designed, constructed and tested to the satisfaction of the
Society.
4.2.2 Throughout this Article, the term "cargo tank"
includes also slop tanks.
4.2.3 Detailed instruction manuals are to be provided on

board, covering the operations, safety and maintenance

requirements and occupational health hazards relevant to
the inert gas system and its application to the cargo tank
system. The manuals are to include guidance on procedures
to be followed in the event of a fault or failure of the inert
gas system.

Note 1: Refer to the Revised guidelines for inert gas systems
adopted by the IMO Maritime Safety Committee at its forty-eight
session in June 1983 (MSC/Circ. 353).
3.4.6 Cleaning and gas freeing
a) The cargo piping system is to be so designed and arranged 4.3 Principles
as to permit its efficient cleaning and gas-freeing.
b) Requirements for inert gas systems are given in [4]. 4.3.1 The inert gas system referred to in this Chapter is to
be so designed and operated as to render and maintain the
4 Inert gas systems atmosphere of the cargo tanks non-flammable at all times,
except when such tanks are required to be gas-free. In the
event that the inert gas system is unable to meet the opera-
4.1 Application tional requirement set out above and it has been assessed
that it is impractical to effect a repair, then cargo loading,
4.1.1 Units where an inert gas is required
offloading, and necessary tank cleaning are only to be
a) Units (in particular storage units such as FPSO, FSO, resumed when the "emergency conditions" laid down in the
FSU...) carrying more than 20000 tons of crude oil in Guidelines for Inert Gas Systems are complied with.
bulk in their tanks are to be fitted with an inert gas sys-
tem complying with the provisions of this Article or with Note 1: Refer to the "Guidelines for Inert Gas Systems" approved by
an equivalent fixed installation. the IMO Maritime Safety Committee at its 42nd session, and subse-
quent amendments thereto, approved by the same Committee at its
Note 1: To be considered equivalent, the system proposed in lieu of 48th and 50th sessions, which have been circulated through IMO
the fixed inert gas system is to be: Circulars MSC/Circ. 282, 353 and 387 respectively.
capable of preventing dangerous accumulation of explo-
sive mixtures in intact cargo tanks during normal service, 4.3.2 The system is to be capable of:
loading and offloading and necessary in-tank operations,
and a) inerting empty cargo tanks by reducing the oxygen con-
so designed as to minimize the risk of ignition from the tent of the atmosphere in each tank to a level at which
generation of static electricity by the system itself. combustion cannot be supported
Pt D, Ch 1, Sec 12
b) maintaining the atmosphere in any part of any cargo b) Flue gas isolating valves are to be fitted in the inert gas
tank with an oxygen content not exceeding 8% by vol- supply mains between the boiler uptakes and the gas
ume and at a positive pressure at all times in port and at scrubber. These valves are to be provided with indica-
sea except when it is necessary for such a tank to be tors to show whether they are open or shut, and precau-
gas-free tions are to be taken to maintain them gas-tight and
keep the seating clear of soot. Arrangements are be
c) eliminating the need for air to enter a tank during nor-
made to ensure that boiler soot blowers cannot be oper-
mal operations except when it is necessary for such a
ated when the corresponding flue gas valve is open.
tank to be gas-free
c) A gas regulating valve is to be fitted in the inert gas sup-
d) purging empty cargo tanks of hydrocarbon gas, so that ply main. This valve is to be automatically controlled to
subsequent gas-freeing operations will at no time create close as required in items a) and b) of [4.4.11]. It is also
a flammable atmosphere within the tank. to be capable of automatically regulating the flow of
inert gas to the cargo tanks unless means are provided
4.3.3 The system is to be capable of delivering inert gas to to automatically control the speed of the inert gas blow-
the cargo tanks at a rate of at least 125% of the maximum ers required in [4.4.4].
rate of discharge capacity of the unit expressed as a volume.
In case the gas generators are installed inside the hull in
4.3.4 The system is to be capable of delivering inert gas safe area, the valve referred to in the above paragraph is
with an oxygen content of not more than 5% by volume in to be located at the forward bulkhead of the forward
the inert gas supply main to the cargo tanks at any required most or abaft bulkhead of the aftermost gas-safe space
rate of flow. through which the inert gas supply main passes.
In case the gas generators are installed on deck, the
4.3.5 The inert gas supply may be treated flue gas from valves referred to in the above paragraph is to be
main or auxiliary boilers. The Society may accept systems located at an accessible area in the utilities area, close
using flue gases from one or more separate gas generators to the inert gas generator package.
or other sources or any combination thereof, provided that
Note 1: A gas-safe space is a space in which the entry of hydrocar-
an equivalent standard of safety is achieved. Such systems bon gases would produce hazards with regard to flammability or
are, as far as practicable, to comply with the requirements toxicity.
of this Article. Systems using stored carbon dioxide are not
permitted unless the Society is satisfied that the risk of igni- 4.4.3 Flue gas scrubber
tion from generation of static electricity by the system itself
a) A flue gas scrubber is to be fitted which will effectively
is minimized.
cool the volume of gas specified in [4.3.3] and [4.3.4]
and remove solids and sulphur combustion products.
4.3.6 The inert gas system is to be so designed that the
maximum pressure which it can exert on any cargo tank b) The cooling water arrangements are to be that an ade-
will not exceed the test pressure of any cargo tank. quate supply of water will always be available without
interfering with any essential services of the unit. Provi-
4.3.7 Arrangements are to be provided to enable the func- sion is to be made for an alternative supply of cooling
tioning of the inert gas plant to be stabilized before com- water.
mencing cargo offloading.
c) Filters or equivalent devices are to be fitted to minimize
the amount of water carried over to the inert gas blowers.
4.3.8 An automatic control capable of producing suitable
inert gas under all service conditions is to be fitted. d) The scrubber is to be located outside of all cargo tanks,
cargo pump-rooms and cargo aft and fore ends coffer-
dams separating these spaces from machinery spaces of
4.4 Design and arrangement of the system
category A.
4.4.1 Materials
4.4.4 Blowers
Those parts of scrubbers, blowers, non-return devices,
a) At least two blowers are to be fitted which together are
scrubber effluent and other drain pipes which may be sub-
to be capable of delivering to the cargo tanks the vol-
jected to corrosive action of the gases and/or liquids are to
ume of gas required by [4.3.3] and [4.3.4]. In the system
be either constructed of corrosion resistant material or lined
with gas generator, the Society may permit only one
with rubber, glass fibre epoxy resin or other equivalent coat-
blower if that system is capable of delivering the total
ing material.
volume of gas required by [4.3.3] and [4.3.4] to the pro-
tected cargo tanks, provided that sufficient spares for the
4.4.2 Inert gas supply
blower and its prime mover are carried on board to ena-
a) Two fuel oil pumps are to be fitted to the inert gas gener- ble any failure of the blower and its prime mover to be
ator. The Society may permit only one fuel oil pump on rectified by the unit's crew.
condition that sufficient spares for the fuel oil pump and Note 1: When two blowers are provided, the total required capac-
its prime mover are carried on board to enable any fail- ity of the inert gas system is preferably to be divided equally
ure of the fuel oil pump and its prime mover to be recti- between them, and in no case is one blower to have a capacity
fied by the unit's crew. less than 1/3 of the total capacity required.
Pt D, Ch 1, Sec 12
b) Suitable shut-off arrangements are to be provided on the i) As an additional safeguard against the possible leakage
suction and discharge connections of each blower. of hydrocarbon liquids or vapours back from the deck
c) If the blowers are to be used for gas-freeing, their inlets main, means are to be provided to permit this section of
are to be provided with blanking arrangements. the line between the valve having positive means of clo-
sure referred to in item h) and the valve referred to in
d) The blowers are to be located outside of all cargo tanks, [4.4.2], item c) to be vented in a safe manner when the
cargo pump-rooms and cargo aft and fore ends coffer- first of these valves is closed.
dams separating these spaces from machinery spaces of
category A. 4.4.7 Inert gas piping system
4.4.5 Means for preventing flue gas leakages a) The inert gas main may be divided into two or more
branches forward of the non-return devices required by
a) Special consideration is to be given to the design and
[4.4.6].
location of scrubber and blowers with relevant piping
and fittings in order to prevent flue gas leakages into b) The inert gas supply main is to be fitted with branch pip-
enclosed spaces. ing leading to each cargo tank. Branch piping for inert
b) To permit safe maintenance, an additional water seal or gas is to be fitted with either stop valves or equivalent
other effective means of preventing flue gas leakage is to means of control for isolating each tank. Where stop
be fitted between the flue gas isolating valves and scrub- valves are fitted, they are to be provided with locking
ber or incorporated in the gas entry to the scrubber. arrangements, which are to be under the control of a
responsible unit's officer. The control system operated is
4.4.6 Means for preventing the return of to provide positive indication of the operational status of
hydrocarbons such valves.
a) At least two non return devices, one of which is to be a c) Piping systems are to be so designed as to prevent the
water seal, are to be fitted in the inert gas supply main, accumulation of cargo or water in the pipelines under
in order to prevent the return of hydrocarbon vapour to all normal conditions.
the machinery space uptakes or to any gas-safe spaces
under all normal conditions of trim, list and motion of d) Suitable arrangements are to be provided to enable the
the unit. They are to be located between the automatic inert gas main to be connected to an external supply of
valve required by [4.4.2], item c) and the aftermost con- inert gas.
nection to any cargo tank or cargo pipeline. e) The inert gas supply main may be used for the venting of
b) The devices referred to in item a) are to be located in the the vapours displaced from the cargo tanks during load-
cargo area on deck. ing and offloading. See also Ch 1, Sec 10, [2].
c) The water seal referred to in item a) is to be capable of f) If a connection is fitted between the inert gas supply
being supplied by two separate pumps, each of which is mains and the cargo piping system, arrangements are to
to be capable of maintaining an adequate supply at all be made to ensure an effective isolation having regard
times. to the large pressure difference which may exist
between the systems. This is to consist of two shut-off
d) The arrangement of the seal and its associated fittings is
valves with an arrangement to vent the space between
to be such that it will prevent backflow of hydrocarbon
the valves in a safe manner or an arrangement consist-
vapours and will ensure the proper functioning of the
ing of a spool-piece with associated blanks.
seal under operating conditions.
The valve separating the inert gas supply main from the
e) Provisions are to be made to ensure that the water seal
cargo main and which is on the cargo main side is to be
is protected against freezing, in such a way that the
a non-return valve with a positive means of closure.
integrity of seal is not impaired by overheating.
f) A water loop or other approved arrangement is also to 4.4.8 Connection of the adjacent spaces of the
be fitted to each associated water supply and drain pipe cargo and slop tanks to the inert gas
and each venting or pressure-sensing pipe leading to gas distribution system
safe spaces. Means are to be provided to prevent such On units required to be fitted with inert gas systems:
loops from being emptied by vacuum.
a) the Society may require to provide suitable connections
g) The deck water seal and all loop arrangements are to be for the supply of inert gas into cofferdams, double hull
capable of preventing return of hydrocarbon vapours at and void spaces adjacent to cargo and slop tanks spaces
a pressure equal to the test pressure of the cargo tanks.
b) where hull spaces are connected to a permanently fitted
h) The second device is to be a non-return valve or equiva-
inert gas distribution system, means are to be provided
lent capable of preventing the return of vapours or liq-
to prevent hydrocarbon gases from the cargo tanks
uids and fitted forward of the deck water seal required
entering to the cofferdams, double hull and void spaces
in item a). It is to be provided with positive means of
adjacent to cargo and slop tanks through the inert gas
closure. As an alternative to positive means of closure,
system
an additional valve having such means of closure may
be provided forward of the non-return valve to isolate c) where such spaces are not permanently connected to an
the deck water seal from the inert gas main to the cargo inert gas distribution system, appropriate means are to
tanks. be provided to allow connection to the inert gas main.
Pt D, Ch 1, Sec 12
4.4.9 Instrumentation 3) In addition, meters are to be fitted:

a) Indication devices in the central control room to indicate at all
times the pressure referred to in the first item of
Means are to be provided for continuously indicating
bullet list of 1) and the pressure in the slop tanks
the temperature and pressure of the inert gas at the dis-
of combination units, whenever those tanks are
charge side of the gas blowers, whenever the gas blow-
isolated from the inert gas supply main, and
ers are operating.
in the machinery control room or in the machin-
b) Indicating and recording devices ery space where the inert gas generator is fitted
1) Instrumentation are to be fitted for continuously to indicate the oxygen content referred to in the
indicating and permanently recording, when the second paragraph of item 1).
inert gas is being supplied: c) Portable instruments
the pressure of the inert gas supply mains down- Portable instruments for measuring oxygen and flamma-
stream of the non-return devices required by ble vapour concentration are to be provided. In addi-
item a) of [4.4.6], and tion, suitable arrangement are to be made on each
the oxygen content of the inert gas in the inert cargo tank such that the condition of the tank atmos-
gas supply mains on the discharge side of the gas phere can be determined using these portable instru-
blowers. ments.
d) Means for instrument calibration
2) The devices referred to in item 1) are to be placed in
the cargo control room where provided. But where Suitable means are to be provided for the zero and span
no cargo control room is provided, they are to be calibration of both fixed and portable gas concentration
placed in a position easily accessible to the officer measurement instruments, referred to in items b) and c).
in charge of cargo operations. e) Measuring instruments are summarized in Tab 2.
Table 2 : Measuring instruments, alarms and safety devices for inert gas systems
Parameters to be monitored Alarms Actions / Remarks

Close regulating valve + Shut-off blowers
Water pressure / flow rate to gas scrubber Low
+ Shut-off fuel supply (1) (2)
Water level in gas scrubber High Close regulating valve + Shut-off blowers
Close regulating valve + Shut-off blowers
I.G. temperature at gas blowers discharge side High
+ Shut-off fuel supply (1) (2)
Blowers Failure Close regulating valve
I.G. pressure at gas blowers discharge side Low (10 mbar) + High Continuous display
Continuous display and permanent recording (5)
I.G. pressure downstream ton non-return valves (3)
+ Shut-off cargo pump
I.G. oxygen content (4) High (8%) Continuous display and permanent recording (5)
Power supply to indicating devices (5) Failure
Power supply to regulating valve (5) Failure
Water level in deck water seal (6) Low
Fuel supply (1) Failure Close regulating valve (2)
Power supply (1) Failure Close regulating valve (2)
Power supply to automatic burning control system (1) Failure Close regulating valve (2)
(1) applicable to separate inert gas generators only.
(2) It is to be noticed that the provisions of Chapter 15 of IMO International Code for Fire Safety Systems do not require such
parameters to be monitored or actions triggered off by alarms; these ones are therefore additional requirements.
(3) Continuous measurement device and permanent recorder are to be located in cargo storage control station with readings dis-
played in wheelhouse.
When cargo pump shut-off is not provided, an additional I.G. low pressure alarm system, independent from the first system, is
to be provided.
Low pressure alarm system is to be provided in machinery, or at I.G. generator control station and at cargo storage control station.
(4) Alarm is to be provided in machinery, or at I.G. generator control station and at cargo storage control station.
Continuous measurement device and permanent recorder are to be located in cargo storage control station with readings dis-
played at machinery control station or in machinery.
(5) Alarm is to be provided in machinery, or at I.G. generator control station and at cargo storage control station.
The present requirement is applicable also to the alarm to be provided for failure of pressure permanent recorders.
(6) Alarm is to be triggered off when I.G. system is stopped.
Pt D, Ch 1, Sec 12
4.4.10 Alarms b) Automatic shutdown of the gas regulating valve is to be

a) For inert gas systems of both the flue gas type and the arranged in respect of:
inert gas generator type, audible and visual alarms are 1) a failure of the inert gas blowers referred to in
to be provided to indicate: [4.4.4]
1) low water pressure or low water flow rate to the flue 2) the power supply to the oil fired inert gas generators.
gas scrubber as referred to in [4.4.3]
c) In respect of item a)5), when the oxygen content of the
2) high water level in the flue gas scrubber as referred inert gas exceeds 8% by volume, immediate action is to
to in [4.4.3] be taken to improves the gas quality. Unless the quality
of the gas improves, all cargo tank operations are to be
3) high gas temperature as referred to in item a) of
suspended so as to avoid air being drawn into the tanks
[4.4.9]
and the isolation valve referred to in item h) of [4.4.6] is
4) failure of the inert gas blowers referred to in [4.4.4] to be closed.
5) oxygen content in excess of 8% by volume as d) Arrangements are to be made to vent the inert gas from
referred to in item b)1) of [4.4.9] oil fired inert gas generators to the atmosphere when the
inert gas produced is off-specification, e.g. during start-
6) failure of the power supply to the automatic control
ing-up or in the event of equipment failure.
system for the gas regulating valve and to the indi-
cating devices as referred to in item c) of [4.4.2] and e) Automatic shut-down of the oil fuel supply to inert gas
item b)1) of [4.4.9] generators is to be arranged on predetermined limits
being reached with respect to low water pressure or
7) low water level in the water seal as referred to in
mow water flow rate to the cooling and scrubbing
item a) of [4.4.6]
arrangement and with respect to high gas temperature.
8) gas pressure less than 100 mm water gauge as
f) Safety devices are summarized in Tab 2.
referred to in item b)1) of [4.4.9], and
9) high gas pressure as referred to in item b)1) of 4.5 Additional requirements
[4.4.9].
b) For inert gas systems of the inert gas generator type, 4.5.1 Nitrogen generator systems
additional audible and visual alarms are to be provided a) The following requirements are specific only to the gas
to indicate: generator system and apply where inert gas is produced
1) insufficient fuel oil supply by separating air into its component gases by passing
compressed air through a bundle of hollow fibres, semi-
2) failure of the power supply to the generator permeable membranes or absorber materials.
3) failure of the power supply to the automatic control b) Where such systems are provided in place of the boiler
systems for the generator. flue gas or oil fired inert gas generators, the previous
c) The alarms required in items a)5), a)6) and a)8) are to be requirements for inert gas systems applicable to piping
fitted in the machinery space where the inert gas gener- arrangements, alarms and instrumentation downstream
ator is located and in cargo control room, where proof the generator are to be complied with, as far as appli-
vided, but in each case in such a position that they are cable.
immediately received by responsible members of the c) A nitrogen generator consists of a feed air treatment sys-
crew. tem and any number of membrane or absorber modules
d) In respect of item a)7), the Society is to be satisfied as to in parallel necessary to meet the required capacity
the maintenance of an adequate reserve of water at all which is to be at least 125% of the maximum discharge
times and the integrity of the arrangements to permit the capacity of the unit expressed as a volume.
automatic formation of the water seal when the gas flow d) The air compressor and the nitrogen generator may be
ceases. The audible and visual alarm on the low level of installed:
water in the water seal is to operate when the inert gas is
in hull: in the engine room or in a separate compart-
not being supplied.
ment. A separate compartment is to be treated as
e) An audible alarm system independent of that required one of the "Other machinery spaces" category (7)
in item a)8) or automatic shutdown of cargo pumps is to with respect to fire protection, or
be provided to operate on predetermined limits of low in the topside modules: at a suitable location outside
pressure in the inert gas mains being reached. hazardous areas as defined in Pt C, Ch 4, Sec 3.
f) Alarms are summarized in Tab 2. e) In connection with above, where a separate compart-
ment is provided, it is to be positioned outside the cargo
4.4.11 Safeguards area and is to be fitted with an independent mechanical
a) Automatic shutdown of the inert gas blowers and gas extraction ventilation system providing 6 air changes
regulating valve is to be arranged on predetermined lim- per hour. A low oxygen alarm is to be fitted as well. The
its being reached in respect of items a)1), a)2) and a)3) compartment is to have no direct access to accommo-
of [4.4.10]. dation spaces, service spaces and control stations.
Pt D, Ch 1, Sec 12
f) The nitrogen generator is to be capable of delivering o) The instrumentation referred to in the preceding item n)
high purity nitrogen with O2 content not exceeding 5% is to be placed in the cargo control room.
by volume. The system is to be fitted with automatic
p) Audible and visual alarms are to be provided to indi-
means to discharge off-specification gas to the atmos-
cate:
phere during start-up and abnormal operation.
g) The system is to be provided with two air compressors. 1) low feed-air pressure from compressor as referred to
The total required capacity of the system is preferably to in item m)1)
be divided equally between the two compressors, and 2) high air temperature as referred to in item m)1)
in no case is one compressor to have a capacity less
than 1/3 of the total capacity required. Only one air 3) high condensate level at automatic drain of water
compressor may be accepted provided that sufficient separator as referred to in item h)
spares for the air compressor and its prime mover are
4) failure of electrical heater, if fitted
carried on board to enable their failure to be rectified by
the unit's crew. 5) oxygen content in excess of that required in item f)
h) A feed air treatment system is to be fitted to remove free 6) failure of power supply to the instrumentation as
water, particles and traces of oil from the compressed referred to in item n).
air, and to preserve the specification temperature.
q) Automatic shutdown of the system is to be arranged
i) Where fitted, a nitrogen receiver/buffer tank may be upon alarm conditions as required by items p)1) to p)5).
installed depending on the location of the generator:
r) The alarms required by items p)1) to p)6) are to be fitted
in hull: in a dedicated compartment or in the sepa-
in the machinery space and cargo control room, where
rate compartment containing the air compressor and
provided, but in each case in such a position that they
the generator or may be located in the cargo area.
are immediately received by responsible members of
Where the nitrogen receiver/buffer tank is installed
the crew.
in an enclosed space, the access is to be arranged
only from the open deck and the access door is to
4.5.2 Nitrogen/inert gas systems fitted on units (in particu-
open outwards. Permanent ventilation and alarm are
lar storage units as FPSO, FSO, FSU...) carrying less than
to be fitted as required by item e)
20000 tons of crude oil and for which an inert gas system is
in the topsides: close to the generators or in the not required by [4.1.1] are to comply with the following:
cargo area.
a) the provisions of [4.5.1] apply except items a) to c) and
j) The oxygen-enriched air from the nitrogen generator item g)
and the nitrogen-product enriched gas from the protec-
tive devices of the nitrogen receiver are to be discharged b) where the connections to the cargo tanks, to the hold
to a safe location on the open deck. spaces or to cargo piping are not permanent, the non-
return devices required by item l) of [4.5.1] may be
k) In order to permit maintenance, means of isolation are replaced by two non-return valves.
to be fitted between the generator and the receiver.
l) At least two non-return devices are to be fitted in the
inert gas supply main, one of which is to be of the dou-
5 Hydrocarbon blanket gas system
ble block and bleed arrangement. The second non-
return device is to be equipped with positive means of 5.1 General
closure.
Note 1: A block and bleed arrangement consisting of two shut-off 5.1.1 Application
valves in series with a venting valve in between may be In addition to the inert gas system required in the present
accepted, provided:
Section, an hydrocarbon blanket gas system may be
the operation of the valve is automatically executed. Sig- installed. It will help to reduce Volatile Organic Compound
nal(s) for opening/closing is (are) to be taken from the proc- (VOC) releases to atmosphere.
ess directly, e.g. inert gas flow or differential pressure
alarm for faulty operation of the valves is provided, e.g. the
If a hydrocarbon blanket gas system is installed, a cargo
operation status of "blower stop" and "supply valve(s) open" tank vents recovery system referred to in Ch 1, Sec 10, [3]
is an alarm condition. shall also be fitted.
m) Instrumentation is to be provided for continuously indi- 5.1.2 Principles
cating the temperature and pressure of air:
The principle of the hydrocarbon blanket gas system is to
1) at the discharge side of the compressor replace the use of inert gas with pure hydrocarbon (HC)
2) at the entrance side of the nitrogen generator. blanket gas in the cargo tanks and to recover the off gas.
n) Instrumentation is to be fitted for continuously indicat- Gas from the process will be used as blanket gas during
ing and permanently recording the oxygen content of cargo tank offloading. During loading the gas emitted from
the inert gas downstream of the nitrogen generator the cargo tanks will be recovered and recycled in the proc-
when inert gas is being supplied. ess plant.
Pt D, Ch 1, Sec 12
5.1.3 General prescriptions 5.3.2 Arrangements are to be made to limit the carriage of
a) The inert gas system required by the provision of [4.1.1] water present in hydrocarbon blanket gas in the cargo
will remain as a backup system in case the hydrocarbon tanks.
blanket gas sources are not available (e.g. production
5.3.3 Arrangements are to be made to ensure an effective
stopped), or if there is a need to gas free cargo tanks for
isolation of the cargo tanks and the hydrocarbon blanket
purposes such as maintenance.
gas supply source. This may consist in a fast closing shut-
b) When using inert gas as blanket gas, the blanket gas down valve.
recovery system is to be shutdown to prevent inert gas
entering the re-compression train.
5.4 Capacity of the system
c) The hydrocarbon blanket gas system is to be designed,
constructed and tested to the satisfaction of the Society. 5.4.1 The hydrocarbon blanket gas supply capacity shall be
d) Throughout the present [5], the term cargo tanks at least 125% of maximum offloading rate at cargo tank
includes also slop tanks. conditions.
e) Detailed instruction manuals are to be provided on

5.5 Venting arrangement and pressure/
board, covering the operations (including first time start
up, change-over from inert to hydrocarbon blanket gas vacuum protection
and gas freeing), safety and maintenance requirements.
5.5.1 As a general rule, the venting and pressure/vacuum
f) Piping, fittings and mechanical parts of this hydrocarbon protection systems are to be so designed that the minimum
blanket gas system are to comply with Part C, Chapter 1 and maximum pressures exerted on any cargo tank consid-
and are to be designed for the hydrocarbon blanket gas ering the process systems will not exceed the test pressures
maximum possible supply temperature and pressure. of any cargo tank.
g) Equipment must be suitable for the hazardous area
where they are located. 5.5.2 As a general rule, the arrangement of the venting and
pressure/vacuum protection systems shall ensure that no
h) This hydrocarbon blanket gas system is to remain within flammable mixtures will be present in the cargo tanks.
the cargo area.
i) The limit of the scope of Classification (without PROC 5.5.3 Relief capacity of the venting arrangements required
notation) is generally: in Ch 1, Sec 10, [2.2] shall be designed considering the
possible maximum hydrocarbon blanket gas supply if one
upstream at the gas regulating valve referred to in
tank is loaded with all gas connections isolated.
[5.6.1]
downstream as defined in Ch 1, Sec 10, [3.1.10]. 5.5.4 The vacuum protection system is to be designed con-
j) Depending on the findings of the HAZOP studies, the sidering a flow rate equal to the maximum offloading rate
Society may raise additional requirements. from the cargo tanks.
5.1.4 Documents to be submitted 5.5.5 Settings of the pressure/vacuum protection system

shall take into account the hydrocarbon blanket gas supply
The following documents are to be submitted for review:
and recovery and shall remain within the range defined in
process and instrumentation diagrams of the hydrocar- Ch 1, Sec 10, [2.1.7].
bon blanket gas system and of its connection to the
cargo tanks system, to the inert gas system, to the vent- 5.5.6 Cargo vents, if discharged to the atmosphere, shall be
ing systems and to the cargo tank vents recovery system led to well-ventilated safe areas.
referred to in Ch 1, Sec 10, [3]
cause and effect diagram for the system 5.6 Instrumentation
settings of the pressure/vacuum protection devices
5.6.1 A gas regulating valve is to be fitted in the hydrocar-
HAZID and HAZOP studies of the system bon blanket gas supply line upstream the shutdown valve
explosion hazard study which investigates hydrocarbon mentioned in [5.3.3].
leaks from tank hatches or hydrocarbon blanket gas
pipes. 5.6.2 In addition to instrumentation devices and alarms
required in Ch 1, Sec 10, [3.6.2] the following are to be
5.2 Materials provided for continuously recording and indicating:
a) pressure in each individual cargo tank protected by the
5.2.1 Coating of the cargo tanks shall be suitable for the hydrocarbon blanket gas system
hydrocarbon blanket gas composition. The pressure loss from the cargo tank to this transmitter
is to be as low as possible.
5.3 Piping system
b) temperature of the hydrocarbon blanket supply gas
5.3.1 Piping systems are to be so designed as to prevent the upstream the gas regulating valve mentioned in [5.6.1]
accumulation of hydrocarbon blanket gas in the pipelines c) oxygen content in each individual cargo tank protected
under all normal conditions. by the hydrocarbon blanket gas system.
Pt D, Ch 1, Sec 12
5.6.3 The alarms referred to in [5.6.2] are to be fitted in the b) Sufficient ullage is to be left at the end of tank filling to
machinery space and cargo control room, where provided, permit free expansion of liquid during carriage.
but in each case in such a position that they are immedi-
ately received by responsible members of the crew. c) High level alarms, overflow control systems and other
means referred to in a) are to be independent of the
gauging systems referred to in [6.3].
5.7 Safeguards
6.2.2 High level alarms
5.7.1 In addition to safeguards required in Ch 1, Sec 10,
[3.7] the following are to be provided: a) High level alarms are to be type approved.
a) automatic shutdown of the shutdown valve mentioned b) High level alarms are to give an audible and visual sig-
in [5.3.3] and of the hydrocarbon blanket gas system is nal at the central control room, where provided.
to be arranged on predetermined limits being reached in
respect of [5.6.2], item a) (High) 6.2.3 Other protection systems
b) automatic shutdown of the cargo offloading or transfer a) Where the tank level gauging systems, cargo and ballast
pumps is to be arranged on predetermined limits being pump control systems and valve control systems are
reached in respect of [5.6.2], item a) (Low) centralised in a single location, the provisions of [6.2.1]
may be complied with by the fitting of a level gauge for
c) automatic shutdown of the cargo offloading or transfer the indication of the end of loading, in addition to that
pumps is to be arranged in respect of [5.6.2] item c), required for each tank under [6.3]. The readings of both
when the oxygen content exceeds 5% by volume gauges for each tank are to be as near as possible to
each other and so arranged that any discrepancy
d) automatic shutdown of the hydrocarbon blanket gas
between them can be easily detected.
supply is to be arranged in respect of Ch 1, Sec 10,
[3.6.2] item e) (failure of the recovery equipment)]. b) Where a tank can be filled only from other tanks, the
provisions of [6.2.1] are considered as complied with.
Note 1: These requirements may be adapted based on the findings
and conclusions of the HAZOP report.
6.3 Cargo and slop tanks level gauging
5.8 Miscellaneous systems
5.8.1 An adequate automatic gas detection system comply- 6.3.1 General

ing with Pt C, Ch 4, Sec 5, [3] is to be fitted on the main a) Each cargo or slop tank is to be fitted with a level gaug-
cargo deck. ing system indicating the liquid level along the entire
height of the tank. Unless otherwise specified, the gauge
5.8.2 Any tank that is prepared for maintenance/inspection may be portable or fixed with local reading.
activities is to be kept isolated from all the other tanks,
hydrocarbon blanket. b) Gauging devices and their remote reading systems are
to be type approved.
5.8.3 Depending on findings of the HAZOP studies, the
c) Ullage openings and other gauging devices likely to
Society may raise additional requirements.
release cargo vapour to the atmosphere are not to be
arranged in enclosed spaces.
6 Cargo and slop tanks fittings
6.3.2 Definitions
6.1 Application a) A restricted gauging device means a device which
penetrates the tank and which, when in use, permits a
6.1.1 Requirements of the present [6] are complementary small quantity of vapour or liquid to be exposed to the
to relevant requirements of Part C, Chapter 1 which remain atmosphere. When not in use, the device is completely
applicable. closed. Examples are sounding pipes.
b) A closed gauging device means a device which is sep-
6.2 Protection of cargo and slop tanks arated from the tank atmosphere and keeps tank con-
against overfilling tents from being released. It may:
1) penetrate the tank, such as float-type systems, elec-
6.2.1 General tric probe, magnetic probe or protected sight glass
a) Provisions are to be made to guard against liquid rising 2) not penetrate the tank, such as ultrasonic or radar
in the venting system of cargo or slop tanks to a height devices.
which would exceed the design head of the tanks. This
is to be accomplished by high level alarms or overflow c) An indirect gauging device means a device which
control systems or other equivalent means, together determines the level of liquid, for instance by means of
with gauging devices and cargo tank filling procedures. weighing or pipe flow meter.
Pt D, Ch 1, Sec 12
6.3.3 Units fitted with an inert gas system 6.4.3 Hot water heating
a) In units fitted with an inert gas system, the gauging Hot water systems serving cargo tanks are to be independ-
devices are to be of the closed type. ent of other systems. They are not to enter machinery spaces
b) Use of indirect gauging devices will be given special unless the expansion tank is fitted with:
consideration. a) means for detection of flammable vapours
b) a vent pipe led to the open and provided with a flame
6.3.4 Units not fitted with an inert gas system
arrester.
a) In units not fitted with an inert gas system, the gauging
devices are to be of the closed or restricted types. 6.4.4 Thermal oil heating
Ullage openings may be used only as a reserve sound- Thermal oil heating systems serving cargo tanks are to be
ing means and are to be fitted with a watertight closing arranged by means of a separate secondary system, located
appliance. completely within the cargo area. However, a single circuit
b) Where restricted gauging devices are used, provisions system may be accepted, provided that:
are to be made to:
a) the system is so arranged as to ensure a positive pressure
1) avoid dangerous escape of liquid or vapour under in the coil of at least 3 meter water column above the
pressure when using the device static head of the cargo when the circulating pump is
2) relieve the pressure in the tank before the device is not in operation
operated. b) means are provided in the expansion tank for detection
c) Where used, sounding pipes are to be fitted with a self- of flammable cargo vapours. Portable equipment may
closing blanking device. be accepted
c) valves for the individual heating coils are provided with
6.4 Heating systems intended for cargo and a locking arrangement to ensure that the coils are under
slop tanks static pressure at all times.
6.4.1 General 6.5 Cleaning of cargo and slop tanks

a) Heating systems intended for cargo are to comply with
the relevant requirements of Part C, Chapter 1. 6.5.1 Adequate means are to be provided for cleaning the
cargo tanks.
b) No part of the heating system is normally to exceed
220C. 6.5.2 Units having a storage capacity of 20 000 tons of
c) Blind flanges or similar devices are to be provided on crude oil and above is to be fitted with a cargo tanks clean-
the heating circuits fitted to tanks carrying cargoes ing system using crude oil washing complying with the fol-
which are not to be heated. lowing requirements. Unless the cargo stored in such unit is
d) Heating systems are to be so designed that the pressure not suitable for crude oil washing, the unit is to operate the
maintained in the heating circuits is higher than that system with the following requirements.
exerted by the cargo oil. This need not be applied to Note 1: The crude oil washing installation and associated equipment
heating circuits which are not in service provided they and arrangements are to comply with the requirements of MARPOL
are drained and blanked-off. 73/78 Annex I convention and IMO Resolution A.446(XI) as
amended by Resolutions A.497(XII) and A.897(21). The sentence of
e) Isolating valves are to be provided at the inlet and outlet resolution A. 446(XI) paragraph 4.4.4 ".. Suitable arrangements for
connections of the tank heating circuits. Arrangements hand dipping are to be provided at the aftermost portion of a cargo
are to be made to allow manual adjustment of the flow. tank.." is to be read "...Suitable arrangements for hand dipping are to
f) Heating pipes and coils inside tanks are to be built of a be provided at the lowest portion of a tank at the operating trim.."
material suitable for the heated fluid and of reinforced
thickness as per Pt C, Ch 1, Sec 7. They are to have 6.5.3 Every offshore unit operating with crude oil washing
welded connections only. system is to be provided with an Operations and Equipment
Manual detailing the system and equipment and specifying
6.4.2 Steam heating operational procedures such a manual is to be to the satis-
To reduce the risk of liquid or gaseous cargo returns inside faction of the Society and is to contain all the information
the engine or boiler rooms, steam heating systems of cargo set out in Note 1 of [6.5.2]. If an alteration affecting the
tanks are to satisfy either of the following provisions: crude oil washing system is made, the Operating and Equip-
ment Manual is to be revised accordingly.
a) they are to be independent of other unit services, except
cargo heating or cooling systems, and are not to enter Note 1: For the Standard format of the Crude Oil Washing Opera-
tion and Equipment Manual reference is made to the IMO Resolu-
machinery spaces, or
tion MEPC.3(XII) as amended by IMO Resolution MEPC.81(43).
b) they are to be provided with an observation tank on the
water return system located within the cargo area. How- 6.5.4 Fixed or portable tank washing machines are to be of
ever, this tank may be placed inside the engine room in a type approved by the Society.
a well-ventilated position remote from boilers and other Note 1: Washing machines are to be made of steel or other elec-
sources of ignition. Its air pipe is to be led to the open tricity conducting materials with a limited propensity to produce
and fitted with a flame arrester. sparks on contact.
Pt D, Ch 1, Sec 12
6.5.5 Fixed washing machines are to be installed and 6.6.5 As a general rule, the requirements of the present
secured to the satisfaction of the Society. They are to be iso- [6.6] are applicable also to compartments adjacent to cargo
lated by a valve or equivalent device. or slop tanks.
6.5.6 Washing pipes are to be built, fitted, inspected and

6.7 Aluminium paints
tested in accordance with the requirements of Part C, Chap-
ter 1 and of other documents referred to in this Chapter 6.7.1 Aluminium paints are not to be used in cargo and
applicable to pressure piping, depending of the kind of slop tanks, pump rooms, cofferdams, or wherever danger-
washing fluid, water or crude oil. ous vapours may gather unless it is justified by tests that the
paints utilised do not increase the risk of spark production.
6.5.7 Washing machines of floating storage units using a
crude oil washing system are to be fixed.
7 Bow or stern cargo oil transfer
6.5.8 Crude oil washing pipes are to satisfy the require-
ments of [3] applicable to cargo pipes. However, crude oil
washing machines may be connected to water washing
7.1 General
pipes, provided that isolating arrangements, such as a valve
7.1.1 Bow or stern cargo transfer installations are to com-
and a detachable pipe section, are fitted to isolate water
ply with the applicable requirements of [3] and [7.2]. Porta-
pipes.
ble arrangements are not permitted.
6.5.9 Crude oil washing pipes, if used for water washing
operations, are to be fitted with efficient drainage means. 7.2 Piping requirements
6.5.10 If crude oil and water washing pipes are not sepa- 7.2.1 Cargo piping outside the storage area is to be clearly
rated, the washing water heater is to be placed outside the identified and fitted with shut-off valves at connections to
engine room and is to be isolated by valves or other equiva- the cargo piping system within the storage area and, where
lent clearly marked arrangements. applicable, at junctions with flexible hose(s) or articulated
piping used for connection with single point mooring or
6.5.11 The installation of the washing systems is to comply riser.
with the following provisions: Note 1: The piping outside the cargo area is to be fitted with a shut-
a) tank cleaning openings are not to be arranged in off valve at its connection with the piping system within the cargo
enclosed spaces area and separating means such as blank flanges or removable
spool pieces are to be provided when the piping is not in use, irre-
b) the complete installation is permanently earthed to the spective of the number and type of valves in the line.
hull.
7.2.2 Article [3] is applicable. Moreover, pipe connections
outside the storage area are to be of welded type only.
6.6 Cathodic protection
7.2.3 Arrangements are to be made to allow piping to be
6.6.1 Unless specially authorised by the Society, impressed efficiently drained and purged.
current cathodic protection systems are not to be used in
cargo oil or slop tanks. 7.3 Openings
6.6.2 Aluminium or magnesium alloy anodes are not to be 7.3.1 Openings are to comply with Ch 1, Sec 11, [7.2.5].
used in cargo and slop tanks.
6.6.3 Aluminium anodes are permitted in cargo and slop 7.4 Coamings
tanks only if their potential energy does not exceed
7.4.1 Continuous coamings of suitable height are to be fit-
0,275 kJ, the height of the anode being measured from the
ted to keep spills on deck and away from the accommoda-
tank bottom to the centre of the anode and its weight being
tion and service areas.
the total weight, including the securing devices.
Escape routes are not to terminate within the limits of these
Where an aluminium anode is fitted above an horizontal
coamings or within a distance of 3 m from them.
surface such as a bulkhead stiffener, and provided that the
stiffener measures at least 1 m in width and comprises a The zones within the limits and a distance of 3 m beyond
flange extending at least 75 mm above its horizontal sur- these coamings are considered as hazardous zones 1 or 2,
face, the anode height may be measured to the horizontal according to Ch 1, Sec 11, [2.2].
surface of the stiffener.
Aluminium anodes are not to be located under access 7.5 Fire fighting
hatches or washing holes unless they are protected by the
adjacent structure. 7.5.1 Where the loading and offloading areas of the unit
are not protected by the fixed deck foam system required in
6.6.4 In all cases, the anodes are to be properly secured to Ch 1, Sec 11, [7.5], 2 additional foam monitors or applica-
the structure. tors are to be provided to protect these areas.
Pt D, Ch 1, Sec 12
7.6 Fire-fighting system 7.7 Remote shut-down

7.6.1 The fixed foam fire-fighting system provided for the 7.7.1 Provision is to be made for the remote shut-down of
application of Ch 1, Sec 11, [7.5] is to permit the protection cargo pumps from the cargo transfer location.
of the transfer zone by at least two foam applicators. Means of communication between the loading control sta-
tion and the cargo transfer location are to be provided and
certified safe, if necessary.
Pt D, Ch 1, Sec 13
SECTION 13 USE OF PROCESS GAS AND CRUDE OIL AS FUEL
1 General 1.4.3 Dual fuel engine (or boiler)

A dual fuel engine (or boiler) is an engine (or boiler) which
1.1 Application can be operated with liquid fuel (MDO or HFO) and gase-
ous fuel.
1.1.1 This Section addresses the design of machinery
fuelled with process gas or crude oil, as well as the arrange- 1.4.4 Crude oil engine (or boiler)
ment of the spaces where such machinery is located. A crude oil engine (or boiler) is an engine (or boiler) which
can be operated either with liquid fuel (MDO or HFO) or
1.2 Additional requirements with crude oil, successively.
1.2.1 Additional requirements for machinery are given in: 2 Requirements applicable to process
Rule Note NR481, Design and Installation of Dual Fuel gas and to crude oil
Engines Using Low Pressure Gas
Pt C, Ch 1, App 1, which addresses the design of dual 2.1 Principle
fuel diesel engines using high pressure gas.
2.1.1 Engines (or boilers) intended to burn process gas or
1.3 Documents to be submitted crude oil are also to be capable of burning bunker fuel oils
(MDO or HFO) in case of failure of the process gas or crude
1.3.1 The drawings and documents to be submitted for gas oil supply.
fuelled installations are listed in NR481, Design and Instal-
lation of Dual Fuel Engines Using Low Pressure Gas. 2.1.2 The arrangement of the machinery spaces containing
dual fuel or crude oil engines or boilers, the distribution of
1.3.2 The drawings and documents to be submitted for the engines or boilers and the design of the safety systems
crude oil fuelled installations are to include at least: are to be such that, in case of any gas or crude oil vapours
general arrangement of the engine or boiler compart- leakage, the automatic safety actions will not result in all
ment engines or boilers being disabled. Provisions are to be made
to maintain the essential services of the unit in such case.
general arrangement of the auxiliary compartment
diagram and PID for crude oil and fuel oil (HFO/MDO) 2.1.3 The use of gases heavier than air is not permitted in
systems inside auxiliary compartment and engine or machinery spaces, except if it is demonstrated that the
boiler compartment geometry of the space bottom and the arrangement of the
ventilation system preclude any risk of gas accumulation.
ventilation diagram and location of the crude oil vapour
detectors
2.2 Ventilation
details of the pipe ducting system (on the engine or
boiler and external) and hoods, where provided
2.2.1 Spaces in which gas fuel or crude oil is utilized are to
details of the leakage detection system be fitted with a mechanical ventilation system and are to be
specification of the engines or boilers, auxiliary systems, arranged in such a way as to prevent the formation of dead
electrical equipment, etc. spaces. Such ventilation is to be particularly effective in the
vicinity of electrical equipment and machinery or of other
risk analysis covering the operation of the engines on equipment or machinery which may generate sparks. Such
crude oil as well as the possible presence of crude oil a ventilation system is to be separated from those intended
vapours in the machinery spaces. for other spaces.
1.4 Definitions 2.3 Gas detection

1.4.1 Low pressure / high pressure gas
2.3.1 Combustible gas detectors are to be fitted in all
Low pressure gas means gas with a maximum service pres- machinery spaces where gas or crude oil is utilized, particu-
sure less than or equal to 50 bar gauge. larly in the zones where air circulation is reduced. Hydro-
gen sulphide detectors are also to be fitted unless means for
1.4.2 Engine sulphur removal are provided. The gas detection systems is
Engine means either a diesel engine or a gas turbine. to comply with the requirement of Pt C, Ch 4, Sec 5, [4].
Pt D, Ch 1, Sec 13
2.3.2 Gas detectors are also to be provided where required 3.1.4 Reducing valves
in Articles [3] and [4], i.e. in ducts containing gas or crude The reducing valves provided on the gas system are to be
oil pipes, hoods, etc. installed as specified in [3.1.1].
The reducing valves are to be fitted on the low pressure
2.4 Electrical equipment side, with safety outlets discharging in the open air.
2.4.1 Electrical equipment installed in gas dangerous areas 3.1.5 Protection against overpressure
or in areas which may become dangerous (such as hoods, The usual overpressure safety devices are to be fitted. This is
ducts or covers in which gas or crude-oil piping is placed) is applicable, in particular, to safety valves on the compres-
to be of certified safe type as required by Pt C, Ch 2, Sec 15. sors, crude oil storage tanks and, possibly, heaters, all such
safety valves discharging in the open air.
3 Use of process gas
3.2 Gas fuel supply to engines and boilers
3.1 Gas conditioning and storage conditions 3.2.1 General
Gas fuel piping for engine and boiler supply is not to pass
3.1.1 General through accommodation spaces, services spaces, or control
The installations required for conditioning the gas for use in stations. Gas fuel piping may pass through or extend into
boilers or engines (heating, compression, etc.) and possible other spaces provided its design fulfils the provisions of Tab 1.
storage are to be situated on the weather deck in the storage If a gas leak occurs, the gas fuel supply should not be
area, due precautions being taken for the protection of restored until the leak has been found and repaired. Instruc-
these installations against the sea and for their free access tions to this effect should be placed in a prominent position
under normal circumstances. If those installations are situ- in the machinery spaces.
ated in closed rooms on the weather deck, such rooms are
to be efficiently exhaust ventilated by means of a mechani- Table 1 : Design principle of the gas fuel piping
cal ventilating system completely independent from the
other ventilation systems of the unit and fitted with gas Working Nature of the gas
detectors. These rooms are to communicate with the out- pressure
(bar) Lighter than air Heavier than air
side only.
10 double-walled piping double-walled
The scantlings and construction of the various pressure parts according to [3.2.2], piping according
of the installation are to comply with the applicable to [3.2.2]
or
requirements of the present chapter and of Pt C, Ch 1, Sec 3
safeguarded machin-
(pressure equipment) and Pt C, Ch 1, Sec 7 (piping systems).
ery spaces according
to [3.2.3] (1)
3.1.2 Heaters - Coolers
>10 double-walled piping
Operation of the heaters/coolers is to be automatically regu- according to [3.2.2]
lated according to the temperature of the gas at the outlets.
(1) Safeguarded machinery spaces arrangement is sub-
Before their possible return to the machinery compart- ject to the agreement of the Flag Administration.
ments, the heating/cooling fluids are, normally, to pass
through a gas freeing tank fitted with a pipe provided with a 3.2.2 Double-walled piping arrangement
gas detector and exhausting to the open air. a) Double-walled piping systems are to fulfil one of the fol-
lowing:
3.1.3 Compressors
1) the gas fuel piping should be of a double-wall piping
Discharge of the compressors is to be automatically system with the gas fuel contained in the inner pipe.
stopped: The space between the concentric pipes should be
when the suction pressure falls below the atmospheric pressurized with inert gas at a pressure greater than
pressure or a pressure determined as a function of the the gas fuel pressure. Suitable alarms should be pro-
setting of the crude oil tank vacuum safety valves vided to indicate the loss of inert gas pressure
between the pipes. The pressure in the space
when the discharge pressure or the pressure in the crude between the concentric pipes is to be continuously
oil tanks reaches a value determined as a function of the monitored. An alarm is to be issued and the two
setting of the safety valves fitted on the high pressure automatic valves on the gas fuel line and the master
side of the compressors or on the crude oil storage tanks gas valve referred to in [3.2.7] are to be closed
in case of lowering of the temperature of the gas at the before the pressure drops to below the inner pipe
heater outlets. pressure. At the same time, the interlocked venting
valve is to be opened. The inside of the gas fuel sup-
The compressors are to be capable of being remotely ply piping system between the master gas valve and
stopped from a place easily accessible at all times as well as the engine is to be automatically purged with inert
from the machinery compartment. gas when the master gas valve is closed; or
Pt D, Ch 1, Sec 13
2) the gas fuel piping should be installed within a venti- the exhaust fans are to be of a non-sparking type
lated pipe or duct. The air space between the gas the prime movers of the exhaust fans are to be
fuel piping and inner wall of this pipe or duct should located outside the concerned space and outside the
be equipped with mechanical exhaust ventilation exhaust ducts serving the compartment. Alterna-
having a capacity of at least 30 air changes par hour. tively, intrinsically safe motors may be used
The ventilation system should be arranged to main-
tain a pressure less than the atmospheric pressure. the exhaust duct is to be led to a location where
The fan motors should be placed outside the venti- there is no risk of ignition.
lated pipe or duct. The ventilation outlet should be d) Electrical equipment
placed in a position where no flammable gas-air mix-
The electrical equipment not pertaining to the engine
ture may be ignited. The ventilation should always be
and which is required for the safety of the compartment
in operation when there is gas fuel in the piping.
(such as lighting or ventilation) is to be of a safe type.
Continuous gas detection should be provided to indi-
cate leaks. It should activate the alarm at 30% of the In case of gas detection with a concentration reaching
lower flammable limit and shut down the gas the 60 percent of the LFL, the other electrical equipment sit-
master gas fuel valve referred to in [3.2.7] before the uated in the compartment is to be de-energized by
gas concentration reaches 60% of the lower flamma- switching off their electrical supply.
ble limit. The master gas fuel valve should close auto- e) Gas monitoring systems
matically if the required air flow is not established
At least one gas monitoring system is to be provided in
and maintained by the exhaust ventilation system.
way of each engine, and one in the compartment at the
The air intakes of the mechanical ventilation system exhaust air outlet.
are to be provided with non-return devices effective
for gas fuel leaks. However, if a gas detector is fitted Gas monitoring systems are to of the continuous type.
at the air intake, this requirement may be dispensed They are to be so designed as to avoid any false detec-
with. tion. Voting systems or equivalent arrangement are to be
considered for this purpose.
The materials, construction and strength of protec-
tion pipes or ducts and mechanical ventilation sys- f) Validation tests
tems are to be sufficiently durable against bursting The efficiency of the ventilation system and gas monitor-
and rapid expansion of high pressure gas in the ing installation is to be demonstrated by means of
event of gas pipe burst. appropriate analysis or tests for all operating cases
b) The double-wall piping system of the ventilated pipe or (number of engines in operation, power developed by
duct provided for the gas fuel piping should terminate at the engines, ventilation rate). In particular, the following
the ventilation hood or casing required by [3.2.9]. parameters are to be validated:
3.2.3 Arrangement of the safeguarded machinery position of the ventilation inlets and outlets
spaces distribution of the ventilation flows
Where permitted, safeguarded machinery spaces arranged number and distribution of the gas detectors.
in accordance with the following provisions may be
accepted as an alternative to [3.2.2]: 3.2.4 Class of the gas piping
a) Volume of the machinery spaces Class of the gas piping is to comply with the provisions of
The volume of the machinery spaces is to be kept as low Tab 2.
as practicable, to facilitate the ventilation and gas detec-
tion. Table 2 : Class of gas piping
b) Piping arrangement
Class Class Class
Pipes are to be installed as far as practicable from hot Gas piping type
I II III
surfaces and electrical equipment.
Double wall type with pressurized and
c) Ventilation inerted external pipe (see [3.2.2],
The machinery spaces are to be fitted with a ventilation item a)1))
system of the extraction type complying with the follow- internal pipe X
ing provisions:
external pipe X
the ventilation system is to maintain a pressure less
than that of the adjacent spaces, this pressure being Double wall type with inerted external
permanently monitored pipe or duct (see [3.2.2], item a)2))
the capacity of the ventilation system is to be at least internal pipe X
30 changes per hour external pipe or duct X
the ventilation system is to be so arranged as to
Gas pipe arranged according to the
ensure an immediate and effective evacuation of the
safeguarded machinery space X
leaked gas, whatever the location and the extent of
(see [3.2.3])
the piping damage. In particular, the possibility of
gas accumulation in dead spaces is to be precluded Open-ended gas vent lines X
Pt D, Ch 1, Sec 13
3.2.5 Materials piping, at the gas fuel utilization units, such as boilers, diesel
Materials used in gas supply lines are to comply with the engines or gas turbines. If this ventilation hood or casing is
relevant provisions of IGC Code, Chapters 5 and 6. not served by the exhaust ventilation fan serving the venti-
lated pipe or duct as specified in [3.2.2] a)2), then it should
3.2.6 Pipe connections be equipped with an exhaust ventilation system and contin-
a) Class I pipes uous gas detection should be provided to indicate leaks and
to shut down the gas fuel supply to the machinery space in
Class I pipes are to be connected by means of full pene- accordance with [3.2.2] a)2). The master gas fuel valve
tration butt-welded joints. However, welded neck required by [3.2.7] b) should close automatically if the
flanges (type A1 according to Pt C, Ch 1, Sec 7, Fig 1) required air flow is not established and maintained by the
restricted to the minimum necessary for mounting and exhaust ventilation system.
dismantling purposes may be accepted. All welded
joints are to be fully radiographied. Note 1: When the machinery space is arranged according to the
safeguarded machinery spaces principle (see [3.2.3]), the ventila-
b) Class II pipes
tion hood or casing is not required.
Class II pipes may be connected as required in item a)
or by means of slip-on or socked welded flanges. Other In the case of gas fuel lighter than air, the ventilated hood or
piping connections may be accepted by the Society on a casing is to be installed or mounted to permit the ventilating
case by case basis. air to sweep across the gas utilization unit and be exhausted
at the top of the ventilation hood or casing.
Note 1: Screwed couplings of a type approved by the Society may
be used only for accessory lines and instrumentation lines with In the case of gas fuel heavier than air, the ventilated hood
external diameters of 25 mm or less. or casing is to be so arranged as to permit the ventilating air
to sweep across the engine or turbine and be exhausted at
3.2.7 Automatic shut-off valves the bottom of the ventilation hood or casing.
a) Block-and-bleed valves
Each gas utilization unit should be provided with a set of 3.3 Dual fuel engines
three automatic valves. Two of these valves should be in
series in the gas fuel pipe to the consuming equipment. 3.3.1 Dual fuel engines are to be type-approved by the
The third valve should be in a pipe that vents, to a safe Society.
location in the open air, that portion of the gas fuel pip-
ing that is between the two valves in series. These valves
3.3.2 Dual fuel engines are to be designed so as to operate
should be arranged so that abnormal pressure in the gas
safely with any gas composition within the unit specifica-
fuel supply line, or failure of the valve control actuating
tion range, taking into account the possible variations of the
medium will cause the two gas fuel valves which are in
gas composition during the process operations. Tests are to
series to close automatically and the vent valve to open
be conducted to demonstrate their ability in this respect.
automatically. Alternatively, the function of one of the
valves in series and the vent valve can be incorporated
3.3.3 The fuel supply is to be capable of being switched
into one valve body so arranged that, when one of the
over from gas fuel to oil fuel while the engine is running at
above conditions occurs, flow to the gas utilization unit
any load, without significant fluctuation of the engine out-
will be blocked and the vent opened. The three shutoff
put nor of the rotational speed.
valves should be arranged for manual reset.
Note 1: Block-and-bleed valves are also to be fitted on the pilot 3.3.4 Prior to a normal stop, the engine is to be switched
burners supply lines.
over from gas fuel to oil fuel.
b) Master gas valves
A master gas fuel valve that can be closed from within 3.3.5 After each gas operation of the engine not followed
the machinery space should be provided within the by a oil fuel operation, the engine including the exhaust
cargo area. The valve should be arranged so as to close system is to be purged during a sufficient time in order to
automatically if leakage of gas is detected, or loss of ven- discharge the gas which may be present.
tilation for the duct or casing or loss of pressurization of
the double-wall gas fuel piping occurs. 3.3.6 Engines are to be fitted with a control system allow-
ing a steady running with stable combustion, with any gas
3.2.8 Gas pressure regulation composition within the unit specification range, throughout
When supplying engines, the gas fuel system is to be pro- the operating speed range of the engine, in particular at low
vided with a pressure regulation system allowing a gas sup- loads.
ply to the engines at the required pressure without
significant fluctuations, irrespective of the number of 3.3.7 Engines are to be so designed and controlled as to
engines in operation and of the developed power. Where avoid any excessive gas delivery to the engine, which may
necessary a buffer tank is to be fitted. result in the engine overspeed, in particular while the
engine is running with gas fuel and oil fuel at the same time.
3.2.9 Ventilation hoods and casings
A ventilation hood or casing should be provided for the 3.3.8 Gas piping located on the engine is to comply with
areas occupied by flanges, valves, etc., and for the gas fuel the provisions of [3.2].
Pt D, Ch 1, Sec 13
3.4 Dual fuel boilers 4 Use of crude oil

3.4.1 Liquid fuel pilot burner 4.1 General
For dual-fuel boilers, a liquid fuel pilot burner is normally to
be permanently in service on the boiler when the boiler is 4.1.1 Crude oil may be used as fuel for main or auxiliary
working and a safety device is to be fitted to prevent gas boilers and for engines according to the following require-
supply when this burner is not in service. ments. For this purpose all arrangement drawings of a crude
oil installation with pipeline layout and safety equipment
However, the gas supply to the boiler without the pilot are to be submitted for approval in each case.
burner in service may be admitted, subJect to the following
arrangements: 4.1.2 Crude oil or slops may be taken directly from cargo
tanks or from other suitable tanks. These tanks are to be fit-
the gas burners are to be ignited by the liquid fuel burners ted in the cargo tank area and are to be separated from non-
the eventual switching to the liquid fuel is to be auto- gas dangerous areas by means of cofferdams with gas-tight
matic and as fast as possible in order to shorten the bulkheads.
duration of the power loss, taking into account the pos-
4.1.3 The construction and workmanship of the engines
sible durations for scavenging and pressure recovery
and boilers, including their burners, are to be proved to be
for this purpose, the liquid fuel burners and their supply satisfactory operation with crude oil.
piping are always to be kept available during stand-by
while gas firing 4.1.4 Arrangement are to be made to prevent crude oil
effluents or vapours from reaching any gas safe compart-
the flame detection is to be efficient for all firing condi- ment or contaminating non-hazardous fluid systems.
tions
in the event of a complete loss of flame in the furnace, 4.2 Arrangement of machinery spaces
the ignition procedure of the liquid fuel burners must
include an efficient scavenging of the furnace. 4.2.1 Boilers and engines supplied with crude oil are to be
located in a dedicated space, referred to as crude oil
machinery space, separated from other machinery spaces
3.4.2 Safety devices
by gas-tight bulkheads. This space is not to contain electric
Safety devices are to be provided for the automatic stopping and steam prime movers of pumps, of separators, etc.,
of the gas supply to the boiler in the following cases: except when steam temperature is less than 220C.
abnormal variation in the pressure of the gas 4.2.2 The whole system of pumps, strainers, separators and
abnormal variation in the pressure of the air heaters, if any, are to be fitted in the cargo pump room or in
another room, to be considered as dangerous, and sepa-
stopping of the forced draught fans rated from other machinery spaces by gas-tight bulkheads.
extinction of the gas burners.
4.3 Pumps
Each burner is to be fitted with a quick closing cock or
valve, so designed that the burner cannot possibly be with- 4.3.1 Pumps are to be fitted with a pressure relief bypass
drawn without the gas supply being automatically cut off. from delivery to suction side and it is to be possible to stop
them by a remote control placed in a position near the
Precautions are to be taken to ensure the stability of the boiler fronts, engine local control position or machinery
flame of the gas burners, specially at low load. A device is to control room and from outside the machinery spaces.
be provided to maintain the ratio air-gas at a suitable value.
4.3.2 Where drive shafts pass through pump room bulk-
Safety devices are to be provided to prevent each boiler head or deck plating, type-approved gas-tight glands are to
from being fired before the combustion chamber is suitably be fitted. The glands are to be efficiently lubricated from
air scavenged. outside the pump room.
3.4.3 Automatic burning installations 4.4 Heating arrangements

Automatic burning installations will be subject to special
examination by the Society. 4.4.1 General
All crude oil and slop heating systems are to be built, fitted
3.4.4 Design of combustion chambers and tested in accordance with the provisions of Pt C, Ch 1,
Sec 7. Refer also to Ch 1, Sec 12, [6.4].
Combustion chambers are to be so designed as to avoid
The heating medium temperature is not to exceed 220C.
dead zones where gas might accumulate. The Society
reserves the right to require gas detectors in such zones, if Heating pipes, unless otherwise accepted by the Society,
these cannot be avoided, and additional air inlets to scav- are to be fitted with valves or equivalent arrangements to
enge these zones if necessary. isolate them from each tank and manually adjust the flow.
Pt D, Ch 1, Sec 13
Means are to be provided to prevent the heating medium 4.5.2 Pipe connections
supply to the tank heating coils when the product which is
Crude oil pipes connections are to be of the heavy flange
not to be heated.
type. They are to be kept to the minimum necessary for
Tank heating system is to be so designed that, when in serv- inspection and maintenance.
ice, the pressure maintained in the system is higher than
that exerted by crude oil. 4.5.3 Master valve
The heating piping system is to be so arranged as to be eas- A quick closing master valve is to be fitted on the crude oil
ily drained in case of contamination by crude oil. supply to each boiler or engine.
4.4.2 Observation tank 4.5.4 Crude oil return and overflow pipes
When crude oil is heated by steam or hot water, the outlet
Crude oil return and overflow pipes are not to discharge
of the heating coils is to be led to a separate observation
into fuel oil tanks.
tank installed together with the components mentioned in
[4.2.1]. Fuel oil delivery to, and returns from, boilers and engines
This tank is to be closed and located in a well ventilated are be effected by means of a suitable mechanical interlock-
position. It is to be fitted with: ing device so that running on fuel oil automatically
excludes running on crude oil or vice versa.
adequate lighting
a venting pipe led to the atmosphere in a safe position 4.5.5 Crude oil draining pipes and drain tanks
according to Ch 1, Sec 10 and with the outlet fitted with
Tanks collecting crude oil drains are to be located in the
a suitable flame proof wire gauze of corrosion resistant
pump room or in another suitable space, to be considered
material which is to be easily removable for cleaning
as dangerous. Such tanks are to be fitted with a vent pipe
arrangements for sampling. led to the open in a safe position and with the outlet fitted
with wire gauze made of material resistant to corrosion and
4.4.3 Tank heating arrangements easily dismountable for cleaning.
Heating system pipes are to penetrate crude oil storage
tanks only at the top. Draining pipes are to be fitted with arrangements to prevent
the return of gas to the machinery spaces.
Pipes fitted inside tanks are to be of reinforced thickness
and built of material suitable for heated fluids. Pipe connec-
tions inside crude oil or slop tanks, unless otherwise author- 4.6 Additional requirements for boilers
ised by the Society, are to be hard-soldered or welded,
depending on the type of material. 4.6.1 Piping arrangement
Within the crude oil machinery spaces and other machinery
4.4.4 Control and monitoring spaces, crude oil pipes are to be fitted within a metal duct,
Each tank equipped with a heating system is to be provided which is to be gas-tight and tightly connected to the fore
with arrangements which permit the measurement of the bulkhead separating the pump room and to the tray. This
liquid temperature. Portable arrangements may be used, duct (and the enclosed piping) is to be fitted at a distance
unless otherwise specified by the Society. In that case, the from the ships side of at least 20% of the vessels beam
tank opening is to be of a restricted type. amidships and be at an inclination rising towards the boiler
When it is necessary to preheat crude oil or slops, their tem- so that the oil naturally returns towards the pump room in
perature is to be automatically controlled and a high tem- the case of leakage or failure in delivery pressure. It is to be
perature alarm is to be fitted. fitted with inspection openings with gas-tight doors in way
of connections of pipes within it, with an automatIc closing
drain-trap placed on the pump room sIde, set in such a way
4.5 Piping system as to discharge leakage of crude oil into the pump room.
4.5.1 Pipe thickness In order to detect leakages, level posItion indicators with
The piping for crude oil or slops and the draining pipes relevant alarms arc to he fitted on the drainage tank defined
referred to in [4.5.5], [4.6.3] and [4.7.3] are to have a thick- in [4.6.3]. Also a vent pipe is to be fitted at the highest part
ness complying with Tab 3. of the duct and is to be led to the open in a safe position.
The outlet is to be fitted with a suitable name proof wire
Table 3 : Minimum thickness of crude oil pipes gauze of corrosion resistant material which is to be easily
removable for cleaning.
External diameter de of pipe, Minimum thickness t,
in mm in mm The duct is to be permanently connected to an approved
inert gas system or steam supply in order to make possible:
de 82,5 6,3
injection of inert gas or steam in the duct in case of fire
88,9 < de 108,0 7,1
or leakage
114,3 < de 139,7 8,0
purging of the duct before carrying out work on the pip-
152,4 < de 8,8 Ing in case or leakage.
Pt D, Ch 1, Sec 13
4.6.2 Shut-off valves 4.6.6 Boiler purging

In way of the bulkhead to which the duct defined in [4.6.1] Means are to be provided for the boiler to be automatically
is connected, delivery and return oil pipes are to be fitted purged before firing.
on the pump room side, with shut-off valves remotely con-
trolled from a position near the boiler fronts or from the 4.6.7 Pilot burner
machinery control room. The remote control valves should
be interlocked with the hood exhaust fans (defined in One pilot burner in addition to the normal burning control
[4.6.4]) to ensure that whenever crude oil is circulating the is required.
fans are running.
4.6.8 Fire safety
4.6.3 Trays and gutterways Independent of the fire extinguishing plant as required by
Boilers are to be fitted with a tray or gutterway of a height to Rules, an additional fire extinguishing plant is to be fitted in
the satisfaction of the Society and placed in such a way as the boiler room in such a way that it is possible for an
to collect any possible oil leakage from boilers, valves and approved fire extinguishing medium to be directed on to the
connections. boiler fronts and on to the tray defined in [4.6.3]. The emis-
sion of extinguishing medium is to automatically stop the
Such a tray or gutterway is to be fitted with a suitable flame exhaust fan of the boiler hood (see [4.6.2]).
proof wire gauze, made of corrosion resistant material and
easily dismountable for cleaning. Delivery and return oil A warning notice must be fitted in an easily visible position
pipes are to pass through the tray or gutterway by means of near the boiler front. This notice must specify that when an
a tight penetration and are then to be connected to the oil explosive mixture is signalled by the gas detector plant
supply. defined in IACS UR M24.13 the watchkeepers are to imme-
diately shut off the remote controlled valves on the crude
The tray or gutterway is to be fitted with a draining pipe dis- oil delivery and return pipes in the pump room, stop the rel-
charging into a collecting tank complying with the provi- ative pumps, inject inert gas into the duct defined in [4.6.1]
sions of [4.5.5]. and turn the boilers to normal running on fuel oil.
4.6.4 Hoods
4.7 Additional requirements for engines
Boilers are to be fitted with a suitable hood placed in such a
way as to enclose as much as possible of the burners, valves 4.7.1 General
and oil pipes, without preventing, on the other side, air inlet
to burner register. Engines and their crude oil supply system are to comply
with the applicable provisions of [4.6] and with the follow-
The hood, if necessary, is to be fitted with suitable doors ing requirements.
placed in such a way as to enable inspection of and access
to oil pipes and valves placed behind it. It is to be fitted with 4.7.2 Arrangement of the crude oil piping system
a duct leading to the open in a safe position, the outlet of fitted to the engine
which is to be fitted with a suitable flame wire gauze, easily
dismountable for cleaning. At least two mechanically Crude oil pipes fitted to the engine are to be placed within a
driven exhaust fans having spark proof impellers are to be duct or covers complying with the provisions of [4.6.1].
fitted so that the pressure inside the hood is less than that in However, the duct or covers may not be gas-tight provided
the boiler room. The exhaust fans are to be connected with that:
automatic change over in case of stoppage or failure of the
the space within the duct or covers is maintained at a
one in operation.
pressure below the pressure in the engine room by
The exhaust fan prime movers are to be placed outside the means of a mechanical exhaust ventilation system hav-
duct and a gas-tight bulkhead penetration is to be arranged ing a capacity of at least 30 changes per hour
for the shaft. at least 2 exhaust fans are provided with automatic
change-over in case of pressure loss
4.6.5 Gas detection
the fans are of the non-sparking type, and their driving
A gas detection plant is to be fitted with intakes: motor are placed outside the duct
in the duct defined in [4.6.1] the temperature within the duct or covers is well below
in the hood duct referred to in [4.6.4] the self-ignition temperature of the crude oil
in all zones where ventilation may be reduced. a pressure sensor is fitted inside the duct or covers to
detect any vacuum loss
An optical warning device is to be installed near the boiler a system is provided to detect the presence of crude oil
fronts and in the machinery control room. An acoustical vapour in the duct or covers
alarm, audible in the machinery space and control room, is
to be provided. a flame arrester is fitted on the duct venting outlet.
Pt D, Ch 1, Sec 13
4.7.3 Arrangement for oil leakage collection and 4.7.5 Safety arrangements
detection
The crude oil supply is to be shut-off and the engine
Gutterways or suitable grooves are to be arranged in way of switched over to fuel oil in the following cases:
the engine crude oil piping for the collection of possible
leakages. They are to discharge into a detection well fitted vacuum loss (see [4.7.2]
with a high level alarm. crude oil detection (see [4.7.3])
The detection wells are to be fitted with a draining pipe dis- vapour detection (see [4.7.4]).
charging into a collecting tank complying with the provi-
sions of [4.5.5]. 4.7.6 Fire safety
4.7.4 Gas detection The duct or covers are to be fitted with a suitable fire-fight-
Gas detectors are to be fitted: ing system.
in the duct or covers referred to in [4.7.2] Where the duct or covers are not gas-tight, the fire-fighting
in all zones where ventilation may be reduced. system is to be of the spray water system.
Pt D, Ch 1, Sec 14
SECTION 14 SWIVELS AND RISERS
1 Swivels 1.3.2 Dynamic tests

Rotation and oscillation tests including rest periods are to
be performed at design pressure with measurement of start-
1.1 Pressure swivels ing and running moments.
At least two complete rotations, or equivalent, in each
1.1.1 The pressure parts of a pressure swivel are to be
direction are to be performed. The rotation speed is to be
designed and manufactured according to the requirements
around 1/s.
of Pt C, Ch 1, Sec 3 of the Ship Rules or other recognised
pressure vessel code.
1.4 Tests of electrical swivels
1.1.2 A pressure swivel is to be isolated from the structural
loads due to the anchoring systems. 1.4.1 Static tests
An electrical swivel is to be subjected to dielectric and insu-
1.1.3 Piping loads on swivel are to be minimised (e.g. by lation resistance tests in accordance with Pt C, Ch 2, Sec
means of an expansion joint). 10.
1.4.2 Dynamic tests

1.1.4 Materials of swivel and seals are to be compatible
with transported products. A continuity test is to be performed with the swivel in rota-
tion.
1.1.5 Bearings are to be protected against internal fluids
and marine environment. Bearings are to be designed for 2 Marine riser systems
the rated life of the swivel.
2.1 General
1.1.6 If necessary, pressure seals are to be protected against
mechanical aggression. 2.1.1 Application
In principle, the limit of classification is the connector of the
1.1.7 The sealing system of flammable or toxic products is riser with the pipeline end manifold.
to constitute, at least, a double barrier against leakage to
environment or, for multiple product swivels, between the Other limits may be agreed upon and in this case are to be
different products. specified on the Certificate of Classification.
The provisions of the present Article [2] are only applicable
Means are to be provided to allow the checking of the seal-
to marine riser systems connecting production or storage
ing system integrity with the swivel in operation. A leak
units to sea-bottom equipment and export lines when the
detection and alarm system is to be provided.
additional class notation RIPRO is requested.
1.1.8 Means are to be provided to collect and safely dis- 2.1.2 Definitions
pose of liquid leaks of flammable products.
a) Riser system
The riser system includes the riser itself, its supports and
1.2 Electrical swivels all integrated riser components.
b) Riser
1.2.1 Electrical swivels are to be designed and manufac-
tured according to the applicable requirements of Part C, The riser is the rigid or flexible pipe between the con-
Chapter 2. nectors located on the unit and on the sea bottom.
c) Riser components
1.2.2 Where relevant, electrical swivels are to be suitable
The riser components are all the equipment associated
for the hazardous area in which they are located.
with the riser such as clamps, connectors, joints, end fit-
tings, bend stiffeners.
1.3 Test of pressure swivels d) Riser supports
The riser supports are the ancillary structures giving the
1.3.1 Static resistance tests
riser its configuration and securing it to the unit and to
A pressure swivel is to be subjected to a pressure resistance the sea bed, such as buoyancy modules and sinkers,
static test, according to its design code. arch systems, anchor points, tethers, etc.
Pt D, Ch 1, Sec 14
2.2 Riser system design API RP 2RD Design of Risers for Floating Produc-
tion Systems (FPSs) and Tension-Leg Platforms (TLPs)
2.2.1 Risers are subject to actions of currents and waves
API RP 1111 Design, Construction, Operation and
along the line, and primarily, to imposed displacements of
Maintenance of Offshore Hydrocarbon Pipelines
riser head attached to the unit. Design analyses are to be
(Limit State Design).
carried out in order to ascertain that the design configura-
tion is appropriate and in order to verify that extreme ten- b) For non-bonded flexible riser systems:
sions, curvatures, and cyclic actions are within the design Guidance Note NI 364, Non-Bonded Flexible Steel
limits of the specified product. Pipes Used as Flow-Lines
The load cases selected for analysis are to be verified as
API Spec 17J Specification for Unbonded Flexible
being the most unfavourable combinations of vessel offsets
Pipes
and current/wave loadings.
An analysis of interference is to be performed in order to API RP 17B Recommended Practice for Flexible
verify that all the risers, umbilical and anchor lines remain Pipe.
at an acceptable distance from each other (and from the c) For bonded flexible riser systems:
unit) during operation.
OCIMF Guide to Purchasing, Manufacturing and
The fatigue life of the riser is to be assessed. Testing of Loading and Discharge Hoses for Offshore
Moorings within 100 m waterdepth
2.3 Riser and riser components API Spec 17K Specification for bonded flexible
pipe.
2.3.1 Each marine riser is to be designed, fabricated, tested
and installed in accordance with the requirements of a rec-
ognised standard, submitted to the agreement of the Soci- 2.4 Riser supports
ety, such as:
a) For rigid riser systems: 2.4.1 Equipment for supporting of risers are to be designed
in accordance with the relevant provisions of Part B, Chap-
ANSI B 31.4 Liquid transportation systems for
ter 3.
hydrocarbons, liquid petroleum gas, anhydrous
ammonia and alcohols 2.4.2 Steel cables and fibre ropes used as tethers and asso-
ANSI B 31.8 Gas transmission and distribution pip- ciated fittings are to be designed and constructed in accord-
ing systems ance with the relevant provisions of NR493, Classification
BS 8010 Code of practice for pipelines of Mooring Systems for Permanent Offshore Units.
Pt D, Ch 1, Sec 14

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Rules for the Classification of

PART D Service Notations

NR 445.D1 DT R06 E June 2015

Marine & Offshore Division

Chapter 1 PRODUCTION, STORAGE AND OFFLOADING SURFACE UNITS

Section 2 Subdivision and Stability

Section 3 Structure Design Principles

Section 5 Design Loads

Section 6 Hull Girder Strength

Section 7 Hull Scantlings

Section 8 Other Structures

Section 9 Local Structural Improvements

Section 10 Access, Openings, Ventilation and Venting of Spaces in the

Section 11 Equipment and Safety Particulars

Section 12 Piping Systems

Section 13 Use of Process Gas and Crude Oil as Fuel

Section 14 Swivels and Risers

PRODUCTION, STORAGE AND OFFLOADING

SECTION 2 SUBDIVISION AND STABILITY

SECTION 3 STRUCTURE DESIGN PRINCIPLES

SECTION 4 HYDRODYNAMIC ANALYSIS

SECTION 5 DESIGN LOADS

SECTION 7 HULL SCANTLINGS

SECTION 8 OTHER STRUCTURES

SECTION 9 LOCAL STRUCTURAL IMPROVEMENTS

SECTION 10 ACCESS, OPENINGS, VENTILATION AND VENTING OF SPACES IN

SECTION 11 EQUIPMENT AND SAFETY PARTICULARS

SECTION 12 PIPING SYSTEMS

SECTION 13 USE OF PROCESS GAS AND CRUDE OIL AS FUEL

SECTION 14 SWIVELS AND RISERS

1 Application 1.2.2 Classification Society involvement

1.2.12 Additional class notations 1.3 Structural requirements

1.7 Classification and towing/transit

1.7.4 Temporary mooring during towing/transit

Superstructures and deckhouses Ch 1, Sec 8, [5]

3 Statutory requirements 3.4 SOLAS

3.1 General 3.4.1 Application

4 References 4.2.7 Rule length

4.2.1 Floating production units 4.2.8 Hull and superstructures

4.2.13 Splash zone 5 Calculations

6.1.1 The party applying for classification is to provide the

6.2 Site data 7 Documentation to be submitted

SECTION 2 SUBDIVISION AND STABILITY

1 General b) For trim and stability booklet:

2.1.1 Free surface effects 2.3 Damage stability

3 General arrangement of oil storage 3.2.7 Void space

3.2.9 Independent piping system

3.2.3 Forward end 3.3.1 Segregation requirements

A cargo pump room is a space containing pumps and their

SECTION 3 STRUCTURE DESIGN PRINCIPLES

Elements Area 1.1.5 Structural categories for offshore areas

2.3 Ship areas 3 Structural principles

3.2.4 Docking brackets

3.2.5 Bilge keel

in way of changes in the framing system

3.4 Ordinary stiffeners f) Stiffening of end brackets is to be designed such that it

where the length Lb is greater than 1,5 m, the web of

3.5.1 General the net sectional area, in cm2, of web stiffeners is to

5.3 Still water pressure