467-NR PartC 2021-07
467-NR PartC 2021-07
467-NR PartC 2021-07
Steel Ships
Bureau Veritas Marine & Offshore General Conditions – January 2021 version
RULES FOR THE CLASSIFICATION OF SHIPS
Part C
Machinery, Electricity, Automation and
Fire Protection
Chapters 1 2 3 4
Chapter 1 MACHINERY
Chapter 2 ELECTRICAL INSTALLATIONS
Chapter 3 AUTOMATION
Chapter 4 FIRE PROTECTION, DETECTION AND EXTINCTION
July 2021
The English wording of these rules take precedence over editions in other
languages.
Unless otherwise specified, these rules apply to ships for which contracts are
signed after July 1st, 2021. The Society may refer to the contents hereof
before July 1st, 2021, as and when deemed necessary or appropriate.
Section 6 Gearing
1 General 136
1.1 Application
1.2 Documentation to be submitted
Section 8 Propellers
1 General 181
1.1 Application
1.2 Definitions
1.3 Documentation to be submitted
2 Design and construction 183
2.1 Materials
2.2 Solid propellers - Blade thickness
2.3 Built-up propellers and controllable pitch propellers
2.4 Skewed propellers
2.5 Ducted propellers
2.6 Features
3 Arrangement and installation 186
3.1 Fitting of propeller on the propeller shaft
4 Testing and certification 188
4.1 Material tests
4.2 Testing and inspection
4.3 Certification
Section 14 Turbochargers
1 General 296
1.1 Application
1.2 Documentation to be submitted
2 Design and construction 297
2.1 General
2.2 Containment
2.3 Disc-shaft shrinkage fit
2.4 Alarms and monitoring
3 Type tests, workshop inspection and testing, certification 298
3.1 Type tests
3.2 Workshop inspections and testing
3.3 Certification
Appendix 6 Special Approval of Alloy Steel used for Intermediate Shaft Material
1 General 358
1.1 Application
1.2 Torsional fatigue test
1.3 Cleanliness requirements
1.4 Inspection
Section 1 General
1 Application 363
1.1 General
1.2 References to other regulations and standards
2 Documentation to be submitted 363
2.1
3 Definitions 364
3.1 General
3.2 Essential services
3.3 Primary essential services
3.4 Secondary essential services
3.5 Safety voltage
3.6 Low-voltage systems
3.7 High-voltage systems
3.8 Basic insulation
3.9 Supplementary insulation
3.10 Double insulation
3.11 Reinforced insulation
3.12 Earthing
3.13 Normal operational and habitable condition
3.14 Emergency condition
3.15 Main source of electrical power
3.16 Dead ship condition
3.17 Main generating station
3.18 Main switchboard
3.19 Emergency switchboard
3.20 Emergency source of electrical power
3.21 Section boards
3.22 Distribution board
3.23 Final sub-circuit
3.24 Hazardous areas
3.25 High fire risk areas
3.26 Certified safe-type equipment
3.27 Voltage and frequency transient
3.28 Environmental categories
3.29 Black out situation
Section 5 Transformers
1 Constructional and operational requirements 404
1.1 Construction
1.2 Terminals
1.3 Voltage variation, short-circuit conditions and parallel operation
1.4 Electrical insulation and temperature rise
1.5 Insulation tests
2 Testing 405
2.1 General
2.2 Tests on transformers
Section 11 Location
1 General 421
1.1 Location
1.2 Areas with a risk of explosion
2 Main electrical system 421
2.1 Location in relation to the emergency system
2.2 Main switchboard
Section 12 Installation
1 General 425
1.1 Protection against injury or damage caused by electrical equipment
1.2 Protection against damage to electrical equipment
1.3 Accessibility
1.4 Electrical equipment in environmentally controlled spaces
2 Earthing of non-current carrying parts 425
2.1 Parts which are to be earthed
2.2 Methods of earthing
2.3 Earthing connections
2.4 Connection to the ship’s structure
2.5 Earthed distribution systems
2.6 Aluminium superstructures
3 Rotating machines 427
3.1
4 Semiconductor converters 427
4.1 Semiconductor power converters
5 Vented type storage batteries 427
5.1 General
5.2 Protection against corrosion
6 Switchgear and controlgear assemblies 427
6.1 Main switchboard
6.2 Emergency switchboard
6.3 Section boards and distribution boards
Section 15 Testing
1 General 444
1.1 Rule application
1.2 Insulation-testing instruments
2 Type approved components 444
2.1
Section 6 Testing
1 General 475
1.1 General
Appendix 1 Type Testing Procedure for Crankcase Oil Mist Detection and
Alarm Equipment
1 General 485
1.1 Scope
1.2 Reference
1.3 Purpose
1.4 Test facilities
2 Testing 485
2.1 Equipment testing
2.2 Functional tests
2.3 Detectors and alarm equipment to be tested
2.4 Method
2.5 Assessment
2.6 Design series qualification
2.7 Test report
2.8 Acceptance
Section 1 General
1 Premise 491
1.1 Contents
2 Application 491
2.1 General
2.2 National regulations
2.3 Applicable requirements depending on ship type
2.4 Documentation to be submitted
2.5 Type approved products
3 Definitions 492
3.1 Accommodation spaces
3.2 A class divisions
3.3 Atriums
3.4 B class divisions
3.5 Bulkhead decks
3.6 Cargo ship
3.7 Cargo spaces
3.8 Central control station
3.9 C class divisions
3.10 Chemical tankers
3.11 Closed ro-ro spaces
3.12 Closed vehicle spaces
3.13 Combination carriers
3.14 Continuous B class ceilings or linings
3.15 Continuously manned central control stations
3.16 Control stations
3.17 Dangerous goods
3.18 Deadweight
3.19 Fire Test Procedures Code
3.20 Gas carriers
3.21 Lightweight
3.22 Low flame-spread
3.23 Machinery spaces
3.24 Machinery spaces of category A
3.25 Main vertical zones
3.26 Non-combustible material
3.27 Oil fuel unit
3.28 Non-sparking fan
3.29 Open ro-ro spaces
3.30 Open vehicle spaces
3.31 Passenger ship
3.32 Public spaces
3.33 Rooms containing furniture and furnishings of restricted fire risk
3.34 Ro-ro spaces
3.35 Ro-ro passenger ship
3.36 Steel or other equivalent material
3.37 Service spaces
3.38 Semi-enclosed space
Section 8 Escape
1 Notification of crew and passengers 534
1.1 Application
1.2 General emergency alarm system
1.3 Special alarm to summon the crew
1.4 Public address systems
2 Means of escape 534
2.1 General requirements
2.2 Means of escape from control stations, accommodation spaces and service
spaces
2.3 Means of escape from machinery spaces
2.4 Means of escape on passenger ships from special category and open ro-ro
spaces to which any passengers carried can have access
2.5 Means of escape from ro-ro spaces
2.6 Additional requirements for ro-ro passenger ships
Chapter 1
MACHINERY
SECTION 1 GENERAL REQUIREMENTS
SECTION 2 DIESEL ENGINES
SECTION 3 PRESSURE EQUIPMENT
SECTION 4 STEAM TURBINES
SECTION 5 GAS TURBINES
SECTION 6 GEARING
SECTION 7 MAIN PROPULSION SHAFTING
SECTION 8 PROPELLERS
SECTION 9 SHAFT VIBRATIONS
SECTION 10 PIPING SYSTEMS
SECTION 11 STEERING GEAR
SECTION 12 THRUSTERS
SECTION 13 REFRIGERATING INSTALLATIONS
SECTION 14 TURBOCHARGERS
SECTION 15 TESTS ON BOARD
APPENDIX 1 CALCULATION FOR INTERNAL COMBUSTION ENGINE
CRANKSHAFTS
APPENDIX 2 SAFETY OF INTERNAL COMBUSTION ENGINES SUPPLIED WITH
LOW PRESSURE GAS
APPENDIX 3 PLASTIC PIPES
APPENDIX 4 TYPE TESTING PROCEDURE FOR CRANKCASE EXPLOSION
RELIEF VALVES
APPENDIX 5 TYPE APPROVAL OF MECHANICAL JOINTS
APPENDIX 6 SPECIAL APPROVAL OF ALLOY STEEL USED FOR
INTERMEDIATE SHAFT MATERIAL
APPENDIX 7 EXHAUST GAS BACK-PRESSURE ANALYSIS
2.1 General
1.1 Application
2.1.1 The machinery, boilers and other pressure vessels,
1.1.1 Part C, Chapter 1 applies to the design, construction, associated piping systems and fittings are to be of a design
installation, tests and trials of main propulsion and essential and construction adequate for the service for which they are
auxiliary machinery systems and associated equipment, intended and shall be so installed and protected as to reduce
boilers and pressure vessels, piping systems, and steering to a minimum any danger to persons on board, due regard
and manoeuvring systems installed on board classed ships, being paid to moving parts, hot surfaces and other hazards.
as indicated in each Section of this Chapter and as far as The design is to have regard to materials used in construc-
class is concerned only. tion, the purpose for which the equipment is intended, the
working conditions to which it will be subjected and the
For computerized machinery systems, requirements con- environmental conditions on board.
tained in Part C, Chapter 3 shall be referred to.
2.2 Materials, welding and testing
1.2 Additional requirements
2.2.1 General
Materials, welding and testing procedures are to be in
1.2.1 Additional requirements for machinery are given in:
accordance with the requirements of NR216 Materials and
• Part E and Part E, for the assignment of the service nota- Welding, and those given in the other Sections of this Chap-
tions ter. In addition, for machinery components fabricated by
welding the requirements given in [2.2.2] apply.
• Part F, for the assignment of additional class notations.
2.2.2 Welded machinery components
Welding processes and welders are to be approved by the
1.3 Documentation to be submitted Society in accordance with NR216 Materials and Welding,
Chapter 5.
1.3.1 Before the actual construction is commenced, the Man- References to welding procedures adopted are to be clearly
ufacturer, Designer or Shipbuilder is to submit to the Society indicated on the plans submitted for approval.
the documents (plans, diagrams, specifications and calcula-
Joints transmitting loads are to be either:
tions) requested in the relevant Sections of this Chapter.
• full penetration butt-joints welded on both sides, except
when an equivalent procedure is approved
1.4 Definitions • full penetration T- or cruciform joints.
For joints between plates having a difference in thickness
1.4.1 Continuity of service
greater than 3 mm, a taper having a length of not less than 4
The Shipyard is to give special consideration to the reliabil- times the difference in thickness is required. Depending on
ity of single essential propulsion components. This may the type of stress to which the joint is subjected, a taper equal
require a separate source of propulsion power sufficient to to three times the difference in thickness may be accepted.
give the ship a navigable speed, especially in the case of T-joints on scalloped edges are not permitted.
unconventional arrangements.
Lap-joints and T-joints subjected to tensile stresses are to
have a throat size of fillet welds equal to 0,7 times the thick-
1.4.2 Dead ship condition ness of the thinner plate on both sides.
Dead ship condition is the condition under which the In the case of welded structures including cast pieces, the
whole propulsion system, including the main power supply, latter are to be cast with appropriate extensions to permit
is not in operation and auxiliary means for bringing the connection, through butt-welded joints, to the surrounding
main propulsion machinery into operation and for the resto- structures, and to allow any radiographic and ultrasonic
ration of the main power supply, such as compressed air examinations to be easily carried out.
and starting current from batteries, are not available, but Where required, preheating and stress relieving treatments
assuming that means are available to start the emergency are to be performed according to the welding procedure
generator at all times. specification.
In order to maintain sufficient manoeuvrability and secure • for ships assigned with a restricted navigation nota-
control of the ship in all normal circumstances, the main tion which are not intended to comply with IMO
propulsion machinery is to be capable of reversing the SOLAS Convention, and provided that:
direction of thrust so as to bring the ship to rest from the
maximum service speed. The main propulsion machinery is - Special precautions are taken to the Society's
to be capable of maintaining in free route astern at least satisfaction including a demonstration that the
70% of the ahead revolutions. temperature of spaces where fuel oil is stored or
employed will remain at least 10°C below the
Where steam turbines are used for main propulsion, they
fuel oil flashpoint at all times; and
are to be capable of maintaining in free route astern at least
70% of the ahead revolutions for a period of at least - This arrangement is also acceptable to the Flag
15 minutes. Authority.
For main propulsion systems with reversing gears, controlla- b) For installations specially approved for use of natural
ble pitch propellers or electrical propeller drive, running gas or other low-flashpoint fuel as fuel for boilers or pro-
astern is not to lead to an overload of propulsion machinery.
pulsion engines, in the scope of the additional service
During the sea trials, the ability of the main propulsion features LNGfuel, CNGfuel, LPGfuel or, as relevant,
machinery to reverse the direction of thrust of the propeller other additional service features defined in Pt A, Ch 1,
is to be demonstrated and recorded (see also Ch 1, Sec 15). Sec 2, [4.13.1] and subject to the corresponding
requirements.
2.9 Fuels
3 Arrangement and installation on board
2.9.1 Fuel oils employed for engines and boilers are, in 3.1 General
general, to have a flashpoint (determined using the closed
cup test) of not less than 60°C, except as otherwise permit- 3.1.1 Provision shall be made to facilitate cleaning, inspec-
ted in items a) to c) below. tion and maintenance of main propulsion and auxiliary
a) Fuel oils having a flashpoint of less than 60°C but not machinery, including boilers and pressure vessels.
less than 43°C may be accepted: Easy access to the various parts of the propulsion machinery
• in emergency generators; is to be provided by means of metallic ladders and gratings
fitted with strong and safe handrails.
• for feeding the emergency fire pump's engines and
the auxiliary machines which are not located in the Spaces containing main and auxiliary machinery are to be
machinery spaces of category A; or provided with adequate lighting and ventilation.
3.2 Floor plating and gratings and the operation of the machinery. Any other machinery
space shall be adequately ventilated appropriate for the
3.2.1 The floor plating and gratings in machinery spaces purpose of that machinery space.
are to be metallic, divided into easily removable panels. The ventilation of machinery spaces is to be supplied
through suitably protected openings arranged in such a way
3.2.2 The floor plating of normal passageways in machinery that they can be used in all weather conditions, taking into
spaces of category A shall be made of steel. account Reg. 17(3) and Reg. 19 of the 1966 Load Line Con-
vention as amended by the Protocol of 1988.
3.3 Bolting down Special attention is to be paid both to air delivery and
extraction and to air distribution in the various spaces. The
3.3.1 Bedplates of machinery are to be securely fixed to the quantity and distribution of air are to be such as to satisfy
supporting structures by means of foundation bolts which machinery requirements for developing maximum continu-
are to be distributed as evenly as practicable and of a suffi- ous power.
cient number and size so as to ensure proper fitting.
The ventilation is to be so arranged as to prevent any accu-
Where the bedplates bear directly on the inner bottom plat- mulation of flammable gases or vapours.
ing, the bolts are to be fitted with suitable gaskets so as to
ensure a tight fit and are to be arranged with their heads
within the double bottom. 3.7 Hot surfaces and fire protection
Continuous contact between bedplates and foundations 3.7.1 Surfaces, having temperature exceeding 60°C, with
along the bolting line is to be achieved by means of chocks which the crew are likely to come into contact during oper-
of suitable thickness, carefully arranged to ensure a com- ation are to be suitably protected or insulated.
plete contact.
Surfaces of machinery with temperatures above 220°C, e.g.
The same requirements apply to thrust block and shaft line steam, thermal oil and exhaust gas lines, silencers, exhaust
bearing foundations. gas boilers and turbochargers, are to be effectively insulated
with non-combustible material or equivalently protected to
Particular care is to be taken to obtain levelling and general prevent the ignition of combustible materials coming into
alignment between the propulsion engines and their shaft- contact with them. Where the insulation used for this pur-
ing (see Ch 1, Sec 7). pose is oil absorbent or may permit the penetration of oil,
the insulation is to be encased in steel sheathing or equiva-
3.3.2 Chocking resins are to be type approved. lent material.
3.3.3 Where stays are provided for fixing the upper part of Fire protection, detection and extinction is to comply with
engines to the ship’s structure in order, for example, to the requirements of Part C, Chapter 4.
reduce the amplitude of engine vibrations, such stays are to
be so designed as to prevent damage to these engines further 3.7.2 Specific requirements on fire protection
to deformation of the shell plating in way of the said stays. related to engine, turbine and gearbox
installations
The stays are to be connected to the hull in such a way as to
avoid abnormal local loads on the structure of the ship. Materials other than steel may be assessed in relation to the
risk of fire associated with the component and its installa-
tion when engines, turbines and gearboxes are considered.
3.4 Safety devices on moving parts
The use of materials other than steel is considered accept-
3.4.1 Suitable protective devices on access restrictions are able for the following applications:
to be provided in way of moving parts (flywheels, cou- • internal pipes which cannot cause any release of flam-
plings, etc.) in order to avoid accidental contact of person- mable fluid onto the machinery or into the machinery
nel with moving parts. space in case of failure (this does not cover double
sheeted pipes), or
3.5 Gauges • components that are only subject to liquid spray on the
inside when the machinery is running, such as machin-
3.5.1 All gauges are to be grouped, as far as possible, near ery covers, rocker box covers, camshaft end covers,
each manoeuvring position; in any event, they are to be inspection plates and sump tanks. It is a condition that
clearly visible. the pressure inside these components and all the ele-
ments contained therein is less than 0,18 N/mm2 and
3.6 Ventilation in machinery spaces that wet sumps have a volume not exceeding 100 litres,
or
3.6.1 Machinery spaces of Category A shall be adequately • components attached to machinery which satisfy fire
ventilated so as to ensure that when machinery or boilers test criteria according to standard ISO 19921:2005 /
therein are operating at full power in all weather conditions 19922:2005 or other standards acceptable to the Soci-
including heavy weather, an adequate supply of air is main- ety and which retain mechanical properties adequate
tained to the spaces for the safety and comfort of personnel for the intended installation.
3.8.1 For remote control systems of main propulsion 4.2 Trials on board
machinery and essential auxiliary machinery and relevant
alarms and safety systems, the requirements of Part C, Chap- 4.2.1 Trials on board of machinery are detailed in Ch 1,
ter 3 apply. Sec 15.
Engines intended for propulsion of lifeboats and compres- d) The engine builder/licensee submits the comparison list
sion ignition engines intended for propulsion of rescue and the production documentation to the Society
boats are to comply with the relevant Rule requirements. according to the agreed procedure for review/approval.
Additional requirements for control and safety systems for
dual fuel engines are given in Ch 1, App 2. e) The Society returns documentation to the engine
builder/licensee with confirmation that the design has
In addition to the requirements of this Section, those given been approved. This documentation is intended to be
in Ch 1, Sec 1 apply. used by the engine builder/licensee and their subcon-
tractors and attending Surveyors. As the attending Sur-
1.2 Documentation flow for diesel engine veyors may request the engine builder/licensee or their
subcontractors to provide the actual documents indi-
1.2.1 Document flow for obtaining a type approval cated in the list, the documents are necessary to be pre-
certificate pared and available for the Surveyors.
• For the initial engine type, the engine designer prepares
the documentation in accordance with requirements in f) The attending Surveyors, at the engine builder/licen-
Tab 1 and Tab 2 and forwards to the Society according see/subcontractors, will issue product certificates as
to the agreed procedure for review. necessary for components manufactured upon satisfac-
In addition, the documents and drawing listed in Ch 1, tory inspections and tests.
App 2, Tab 1 are to be submitted for approval of DF
g) The engine builder/licensee assembles the engine, tests
engines
the engine with a Surveyor present. An engine certifi-
• Upon review and approval of the submitted documenta- cate is issued by the Surveyor upon satisfactory comple-
tion (evidence of approval), it is returned to the engine tion of assembly and tests.
designer.
• The engine designer arranges for a Surveyor to attend an 1.2.3 Approval of diesel engine components
engine type test and upon satisfactory testing the Society
issues a type approval certificate. Components of engine designer’s design which are covered
by the type approval certificate of the relevant engine type
1.2.2 Document flow for engine certificate are regarded as approved whether manufactured by the
a) The engine type must have a type approval certificate. engine manufacturer or sub-supplied. For components of
For the first engine of a type, the type approval process subcontractor’s design, necessary approvals are to be
and the engine certification process (ECP) may be per- obtained by the relevant suppliers (e.g. exhaust gas turbo-
formed simultaneously. chargers, charge air coolers, etc.).
No. Item
1 Engine particulars (e.g. Data sheet with general engine information, Project Guide, Marine Installation Manual)
2 Engine cross section
3 Engine longitudinal section
4 Bedplate and crankcase of cast design
5 Thrust bearing assembly (1)
6 Frame/frame box/gearbox of cast design (2)
7 Tie rod
8 Connecting rod
9 Connecting rod, assembly (3)
10 Crosshead, assembly (3)
11 Piston rod, assembly (3)
12 Piston, assembly (3)
13 Cylinder jacket/ block of cast design (2)
14 Cylinder cover, assembly (3)
15 Cylinder liner
16 Counterweights (if not integral with crankshaft), including fastening
17 Camshaft drive, assembly (3)
18 Flywheel
19 Fuel oil injection pump
20 Shielding and insulation of exhaust pipes and other parts of high temperature which may be impinged as a result of a fuel sys-
tem failure, assembly
For electronically controlled engines, construction and arrangement of:
21 • Control valves
22 • High-pressure pumps
23 • Drive for high pressure pumps
24 Operation and service manuals (4)
25 FMEA (for engine control system) (5)
26 Production specifications for castings and welding (sequence)
27 Evidence of quality control system for engine design and in service maintenance
28 Quality requirements for engine production
29 Type approval certification for environmental tests, control components (6)
(1) If integral with engine and not integrated in the bedplate.
(2) Only for one cylinder or one cylinder configuration.
(3) Including identification (e.g. drawing number) of components.
(4) Operation and service manuals are to contain maintenance requirements (servicing and repair) including details of any special
tools and gauges that are to be used with their fitting/settings together with any test requirements on completion of mainte-
nance.
(5) Where engines rely on hydraulic, pneumatic or electronic control of fuel injection and/or valves, a failure mode and effects
analysis (FMEA) is to be submitted to demonstrate that failure of the control system will not result in the operation of the engine
being degraded beyond acceptable performance criteria for the engine. The FMEA reports required will not be explicitly
approved by the Society.
(6) Tests are to demonstrate the ability of the control, protection and safety equipment to function as intended under the specified
testing conditions (see Ch 3, Sec 6, [2]).
No Item
1 Bedplate and crankcase of welded design, with welding details and welding instructions (1) (2)
2 Thrust bearing bedplate of welded design, with welding details and welding instructions (1)
3 Bedplate/oil sump welding drawings (1)
4 Frame/framebox/gearbox of welded design, with welding details and instructions (1) (2)
5 Engine frames, welding drawings (1) (2)
6 Crankshaft, details, each cylinder No.
7 Crankshaft, assembly, each cylinder No.
8 Crankshaft calculations (for each cylinder configuration) according to the attached data sheet and Ch 1, App 1
9 Thrust shaft or intermediate shaft (if integral with engine)
10 Shaft coupling bolts
11 Material specifications of main parts with information on non-destructive material tests and pressure tests (3)
Schematic layout or other equivalent documents on the engine of:
12 • Starting air system
13 • Fuel oil system
14 • Lubricating oil system
15 • Cooling water system
16 • Hydraulic system
17 • Hydraulic system (for valve lift)
18 • Engine control and safety system
19 Shielding of high pressure fuel pipes, assembly (4)
20 Construction of accumulators (for electronically controlled engine)
21 Construction of common accumulators (for electronically controlled engine)
22 Arrangement and details of the crankcase explosion relief valve (see [2.3]) (5)
23 Calculation results for crankcase explosion relief valves ( [2.3])
24 Details of the type test program and the type test report) (6)
25 High pressure parts for fuel oil injection system (7)
26 Oil mist detection and/or alternative alarm arrangements (see [2.3])
27 Details of mechanical joints of piping systems ( Ch 1, Sec 10, [2.4])
28 Documentation verifying compliance with inclination limits (see Ch 1, Sec 1, [2.4])
29 Documents as required in Ch 3, Sec 3, as applicable
(1) For approval of materials and weld procedure specifications. The weld procedure specification is to include details of pre and
post weld heat treatment, weld consumables and fit-up conditions.
(2) For each cylinder for which dimensions and details differ.
(3) For comparison with Society requirements for material, NDT and pressure testing as applicable.
(4) All engines.
(5) Only for engines of a cylinder diameter of 200 mm or more or a crankcase volume of 0.6 m3 or more.
(6) The type test report may be submitted shortly after the conclusion of the type test.
(7) The documentation to contain specifications for pressures, pipe dimensions and materials.
No Item
1 Engine particulars
2 Material specifications of main parts with information on non-destructive material tests and pressure tests (1)
3 Bedplate and crankcase of welded design, with welding details and welding instructions (2)
4 Thrust bearing bedplate of welded design, with welding details and welding instructions (2)
5 Frame/framebox/gearbox of welded design, with welding details and instructions (2)
6 Crankshaft, assembly and details
7 Thrust shaft or intermediate shaft (if integral with engine)
8 Shaft coupling bolts
9 Bolts and studs for main bearings
10 Bolts and studs for cylinder heads and exhaust valve (two stroke design)
11 Bolts and studs for connecting rods
12 Tie rods
Schematic layout or other equivalent documents on the engine of: (3)
13 • Starting air system
14 • Fuel oil system
15 • Lubricating oil system
16 • Cooling water system
17 • Hydraulic system
18 • Hydraulic system (for valve lift)
19 • Engine control and safety system
20 Shielding of high pressure fuel pipes, assembly (4)
21 Construction of accumulators for hydraulic oil and fuel oil
22 High pressure parts for fuel oil injection system (5)
23 Arrangement and details of the crankcase explosion relief valve (see [2.3]) (6)
24 Oil mist detection and/or alternative alarm arrangements (see [2.3])
25 Cylinder head
26 Cylinder block, engine block
27 Cylinder liner
28 Counterweights (if not integral with crankshaft), including fastening
29 Connecting rod with cap
30 Crosshead
31 Piston rod
32 Piston, assembly (7)
33 Piston head
34 Camshaft drive, assembly (7)
35 Flywheel
36 Arrangement of foundation (for main engines only)
37 Fuel oil injection pump
38 Shielding and insulation of exhaust pipes and other parts of high temperature which may be impinged as a result of a fuel sys-
tem failure, assembly
39 Construction and arrangement of dampers
For electronically controlled engines, assembly drawings or arrangements of:
40 • Control valves
41 • High-pressure pumps
42 • Drive for high pressure pumps
43 • Valve bodies, if applicable
44 Operation and service manuals (8)
No Item
45 Test program resulting from FMEA (for engine control system) (9)
46 Production specifications for castings and welding (sequence)
47 Type approval certification for environmental tests, control components (10)
48 Quality requirements for engine production
(1) For comparison with Society requirements for material, NDT and pressure testing as applicable.
(2) For approval of materials and weld procedure specifications. The weld procedure specification is to include details of pre and
post weld heat treatment, weld consumables and fit-up conditions.
(3) Details of the system so far as supplied by the engine manufacturer such as: main dimensions, operating media and maximum
working pressures.
(4) All engines.
(5) The documentation to contain specifications for pressures, pipe dimensions and materials.
(6) Only for engines of a cylinder diameter of 200 mm or more or a crankcase volume of 0.6 m3 or more.
(7) Including identification (e.g. drawing number) of components.
(8) Operation and service manuals are to contain maintenance requirements (servicing and repair) including details of any special
tools and gauges that are to be used with their fitting/settings together with any test requirements on completion of maintenance.
(9) Required for engines that rely on hydraulic, pneumatic or electronic control of fuel injection and/or valves.
(10) Documents modified for a specific application are to be submitted to the Society for information or approval, as applicable. See
[1.2.2], item b).
2 Design and construction To avoid interconnection between crankcases and the pos-
sible spread of fire following an explosion, crankcase venti-
lation pipes and oil drain pipes for each engine are to be
2.1 Materials and welding
independent of any other engine.
2.1.1 Crankshaft materials
2.3.3 Warning notice
In general, crankshafts are to be of forged steel having a ten-
A warning notice is to be fitted, preferably on a crankcase
sile strength not less than 400 N/mm2 and not greater than
door on each side of the engine, or alternatively on the con-
1000 N/mm2. trol stand.
The use of forged steels of higher tensile strength is subject This warning notice is to specify that whenever overheating
to special consideration by the Society in each case. is suspected in the crankcase, the crankcase doors or sight
The Society, at its discretion and subject to special condi- holes are not to be opened until a reasonable time has
tions (such as restrictions in ship navigation), may accept elapsed after stopping the engine, sufficient to permit ade-
crankshafts made of cast carbon steel, cast alloyed steel of quate cooling of the crankcase.
appropriate quality and manufactured by a suitable proce-
dure having a tensile strength as follows: 2.3.4 Crankcase explosion relief valves
a) between 400 N/mm2 and 560 /mm2 for cast carbon steel a) Diesel engines of a cylinder diameter of 200 mm and
above or a crankcase gross volume of 0,6 m3 and above
b) between 400 N/mm2 and 700 N/mm2 for cast alloyed are to be provided with crankcase explosion relief
steel. valves in accordance with the following requirements.
The Society, at its discretion and subject to special condi-
b) Engines having a cylinder bore not exceeding 250 mm,
tions (such as restrictions in ship navigation), may also
are to have at least one valve near each end, but over
accept crankshafts made of cast iron for engines of a nomi-
eight crankthrows, an additional valve is to be fitted
nal power not exceeding 110 kW with a significative in-ser-
near the middle of the engine. Engines having a cylinder
vice behaviour either in marine or industry. The cast iron is
bore exceeding 250 mm, but not exceeding 300 mm,
to be of “SG” type (spheroidal graphite) of appropriate qual-
are to have at least one valve in way of each alternate
ity and manufactured by a suitable procedure.
crankthrow, with a minimum of two valves. Engines
2.1.2 Welded frames and foundations having a cylinder bore exceeding 300 mm are to have at
least one valve in way of each main crankthrow.
Steels used in the fabrication of welded frames and bed-
plates are to comply with the requirements of NR216 Mate- c) Additional relief valves are to be fitted on separate
rials and Welding. spaces of the crankcase, such as gear or chain cases for
camshaft or similar drives, when the gross volume of
Welding is to be in accordance with the requirements of Ch
1, Sec 1, [2.2]. such spaces is 0,6 m3 or above. Scavenge spaces in
open connection to the cylinders are to be fitted with
explosion relief valves.
2.2 Crankshaft
d) The free area of each relief valve is not to be less than
2.2.1 Check of the scantling 45 cm2.
The check of crankshaft strength is to be carried out in e) The combined free area of the valves fitted on an engine
accordance with Ch 1, App 1. is not to be less than 115 cm2 per cubic metre of the
crankcase gross volume. (See Note 1).
2.3 Crankcase f) Crankcase explosion relief valves are to be provided
with lightweight spring-loaded valve discs or other
2.3.1 Strength
quick-acting and self closing devices to relieve a crank-
Crankcase construction and crankcase doors are to be of case of pressure in the event of an internal explosion
sufficient strength to withstand anticipated crankcase pres- and to prevent any inrush of air thereafter.
sures that may arise during a crankcase explosion taking
into account the installation of explosion relief valves g) The valve discs in crankcase explosion relief valves are
required by [2.3.4]. Crankcase doors are to be fastened suf- to be made of ductile material capable of withstanding
ficiently securely for them not be readily displaced by a the shock of contact with stoppers at the full open posi-
crankcase explosion. tion.
h) Crankcase explosion relief valves are to be designed
2.3.2 Ventilation and drainage and constructed to open quickly and to be fully open at
Ventilation of crankcase, and any arrangement which could a pressure not greater than 0,02 MPa.
produce a flow of external air within the crankcase, is in i) Crankcase explosion relief valves are to be provided
principle not permitted. with a flame arrester that permits flow for crankcase
Vent pipes, where provided, are to be as small as practica- pressure relief and prevents passage of flame following a
ble. If provision is made for the forced extraction of gases crankcase explosion.
from the crankcase (e.g. for detection of explosive mix- j) Crankcase explosion relief valves are to be type tested in
tures), the vacuum in the crankcase is not to exceed: a configuration that represents the installation arrange-
2,5 10-4 MPa ments that will be used on an engine.
The purpose of type testing crankcase explosion valves b) The oil mist detection system and arrangements are to
is: be installed in accordance with the engine designer’s
• to verify the effectiveness of the flame arrester and oil mist manufacturer’s instructions/recommenda-
• to verify that the valve closes after an explosion tions. The following particulars are to be included in the
instructions:
• to verify that the valve is gas/air tight after an explo-
sion • Schematic layout of engine oil mist detection and
• to establish the level of overpressure protection pro- alarm system showing location of engine crankcase
vided by the valve. sample points and piping or cable arrangements
Where crankcase relief valves are provided with together with pipe dimensions to detector
arrangements for shielding emissions from the valve fol- • Evidence of study to justify the selected location of
lowing an explosion, the valve is to be type tested to sample points and sample extraction rate (if applica-
demonstrate that the shielding does not adversely affect ble) in consideration of the crankcase arrangements
the operational effectiveness of the valve. and geometry and the predicted crankcase atmos-
Type testing procedure is to comply with Ch 1, App 4. phere where oil mist can accumulate
k) Crankcase explosion relief valves are to be provided • The manufacturer’s maintenance and test manual
with a copy of the manufacturer's installation and main-
tenance manual that is pertinent to the size and type of • Information relating to type or in-service testing of
valve being supplied for installation on a particular the engine with engine protection system test
engine. arrangements having approved types of oil mist
detection equipment
The manual is to contain the following information:
• description of valve with details of function and c) A copy of the oil mist detection equipment maintenance
design limits and test manual required by item b) is to be provided on
• copy of type test certification board ship
• installation instructions d) Oil mist detection and alarm information is to be capa-
• maintenance in service instructions to include test- ble of being read from a safe location away from the
ing and renewal of any sealing arrangements engine
• actions required after a crankcase explosion.
e) Each engine is to be provided with its own independent
l) A copy of the installation and maintenance manual oil mist detection arrangement and a dedicated alarm
required in i) above is to be provided on board the unit.
m) Valves are to be provided with suitable markings that f) Oil mist detection and alarm systems are to be capable
include the following information: of being tested on the test bed and board under engine
at standstill and engine running at normal operating
• name and address of manufacturer conditions in accordance with test procedures that are
• designation and size acceptable to the Society
• month/year of manufacture
g) The oil mist detection arrangements are to provide an
• approved installation orientation.
alarm indication in the event of a foreseeable functional
Note 1: The total volume of the stationary parts within the crank-
failure in the equipment and installation arrangements
case may be discounted in estimating the crankcase gross volume
(rotating and reciprocating components are to be included in the h) The oil mist detection system is to provide an indication
gross volume). that any lenses fitted in the equipment and used in
determination of the oil mist level have been partially
2.3.5 Oil mist detection
obscured to a degree that will affect the reliability of the
a) Oil mist detection arrangements (or engine bearing tem- information and alarm indication
perature monitors or equivalent devices) are required:
• for alarm and slow down purposes for low speed i) Where oil mist detection equipment includes the use of
diesel engines of 2250 kW and above or having cyl- programmable electronic systems, the arrangements are
inders of more than 300 mm bore to be in accordance with individual Society require-
ments for such systems
• for alarm and automatic shutoff purposes for medium
and high speed diesel engines of 2250 kW and above j) Plans showing details and arrangements of oil mist
or having cylinders of more than 300 mm bore detection and alarm arrangements are to be submitted
Oil mist detection arrangements are to be of a type for approval in accordance with Tab 2 under item 18
approved and tested in accordance with Ch 3, App 1 k) The equipment together with detectors is to be tested
and comply with b) to c) below. Engine bearing temper- when installed on the test bed and on board ship to
ature monitors or equivalent devices used as safety demonstrate that the detection and alarm system func-
devices have to be of a type approved by the Society for tionally operates. The testing arrangements are to be to
such purposes the satisfaction of the Society
Note 1: An equivalent device for high speed engines could be
interpreted as measures applied to high speed engines where l) Where sequential oil mist detection arrangements are
specific design features to preclude the risk of crankcase explo- provided the sampling frequency and time is to be as
sions are incorporated. short as reasonably practicable
m) Where alternative methods are provided for the preven- 2.5.2 Fuel oil system
tion of the build-up of oil mist that may lead to a poten- Relief valves discharging back to the suction of the pumps
tially explosive condition within the crankcase details or other equivalent means are to be fitted on the delivery
are to be submitted for consideration of individual Soci- side of the pumps.
eties. The following information is to be included in the
details to be submitted for consideration: In fuel oil systems for propulsion machinery, filters are to be
fitted and arranged so that an uninterrupted supply of filtered
• Engine particulars – type, power, speed, stroke, bore
fuel oil is ensured during cleaning operations of the filter
and crankcase volume
equipment, except when otherwise stated in Ch 1, Sec 10.
• Details of arrangements prevent the build up of
potentially explosive conditions within the crank- a) External high pressure fuel delivery lines between the
case, e.g., bearing temperature monitoring, oil high pressure fuel pumps and fuel injectors are to be
splash temperature, crankcase pressure monitoring, protected with a jacketed piping system capable of con-
recirculation arrangements taining fuel from a high pressure line failure.
• Evidence to demonstrate that the arrangements are A jacketed pipe incorporates an outer pipe into which
effective in preventing the build up of potentially the high pressure fuel pipe is placed, forming a perma-
explosive conditions together with details of in-ser- nent assembly.
vice experience The jacketed piping system is to include a means for col-
• Operating instructions and the maintenance and test lection of leakages and arrangements are to be provided
instructions with an alarm in case of a fuel line failure.
n) Where it is proposed to use the introduction of inert gas If flexible hoses are used for shielding purposes, these
into the crankcase to minimise a potential crankcase are to be approved by the Society.
explosion, details of the arrangements are to be submit-
When in fuel oil return piping the pulsation of pressure
ted to the Society for consideration.
with peak to peak values exceeds 2 MPa, shielding of
2.3.6 When materials other than steel are used for crankcase, this piping is also required as above.
requirements in Ch 1, Sec 1, [3.7.2] are to be referred to. b) For ships assigned with a restricted navigation notation,
the requirements under item a) may be relaxed at the
2.4 Scavenge manifolds Society’s discretion.
2.7 Control and monitoring When electronic speed governors of main internal com-
bustion engines form part of a remote control system,
2.7.1 General they are to comply with the following conditions:
In addition to those of this item, the general requirements • If lack of power to the governor may cause major
given in Part C, Chapter 3 apply. and sudden changes in the present speed and direc-
tion of thrust of the propeller, back up power supply
2.7.2 Alarm is to be provided;
The lubricating oil system of diesel engines with a power • Local control of the engines is always to be possible
equal to or in excess of 37 kW is to be fitted with alarms to even in the case of failure in any part of the auto-
give audible and visual warning in the event of an apprecia- matic or remote control systems. To this purpose,
ble reduction in pressure of the lubricating oil supply. from the local control position it is to be possible to
disconnect the remote signal, bearing in mind that
2.7.3 Governors of main and auxiliary engines
the speed control according to [2.7.3] is not availa-
Each engine, except the auxiliary engines for driving elec- ble unless an additional separate governor is pro-
tric generators for which [2.7.6] applies, is to be fitted with vided for such local mode of control.
a speed governor so adjusted that the engine does not
exceed the rated speed by more than 15%. d) Electronic governors for auxiliary engines driving elec-
tric generators
2.7.4 Overspeed protective devices of main and In the event of a fault in the electronic governor system
auxiliary engines the fuel admission is to be set to “zero”.
In addition to the speed governor, each: Alarms are to be fitted to indicate faults in the governor
• main propulsion engine having a rated power of system.
220 kW and above, which can be declutched or which The acceptance of electronic governors fitted on
drives a controllable pitch propeller, and engines driving emergency generators will be consid-
• auxiliary engine having a rated power of 220 kW and ered by the Society on a case by case basis.
above, except those for driving electric generators, for
2.7.6 Governors for auxiliary engines driving
which [2.7.6], item f) applies,
electric generators
is to be fitted with a separate overspeed protective device so a) Prime movers for driving generators of the main and
adjusted that the engine cannot exceed the rated speed n by emergency sources of electrical power are to be fitted
more than 20%; arrangements are to be made to test the with a speed governor which will prevent transient fre-
overspeed protective device. quency variations in the electrical network in excess of
Equivalent arrangements may be accepted subject to special ±10% of the rated frequency with a recovery time to
consideration by the Society in each case. steady state conditions not exceeding 5 seconds, when
the maximum electrical step load is switched on or off.
The overspeed protective device, including its driving
In the case when a step load equivalent to the rated out-
mechanism or speed sensor, is to be independent of the
put of a generator is switched off, a transient speed vari-
governor.
ation in excess of 10% of the rated speed may be
2.7.5 Use of electronic governors acceptable, provided this does not cause the interven-
tion of the overspeed device as required by item f).
a) Type approval
b) At all loads between no load and rated power, the per-
Electronic governors and their actuators are to be type manent speed variation is not to be more than 5% of the
approved by the Society. rated speed.
b) Electronic governors for main propulsion engines c) Prime movers are to be selected in such a way that they
If an electronic governor is fitted to ensure continuous meet the load demand within the ship’s mains and,
speed control or resumption of control after a fault, an when running at no load, can satisfy the requirement in
additional separate governor is to be provided unless item a) above if suddenly loaded to 50% of the rated
the engine has a manually operated fuel admission con- power of the generator, followed by the remaining 50%
trol system suitable for its control. after an interval sufficient to restore speed to steady
A fault in the governor system is not to lead to sudden state. Steady state conditions (see Note 1) are to be
major changes in propulsion power or direction of pro- achieved in not more than 5 s.
peller rotation. Note 1: Steady state conditions are those at which the envelope of
speed variation does not exceed ± 1% of the declared speed at
Alarms are to be fitted to indicate faults in the governor the new power.
system.
d) Application of the electrical load in more than 2 load
The acceptance of electronic governors not in compli- steps can only be allowed if the conditions within the
ance with the above requirements will be considered by ship’s mains permit the use of those auxiliary engines
the Society on a case by case basis, when fitted on ships which can only be loaded in more than 2 load steps (see
with two or more main propulsion engines. Fig 1 for guidance on 4-stroke diesel engines expected
c) Electronic governors forming part of a remote control maximum possible sudden power increase) and provided
system that this is already allowed for in the designing stage.
This is to be verified in the form of system specifications speed protective device, with a means for manual trip-
to be approved and to be demonstrated at ship’s trials. ping, adjusted so as to prevent the rated speed from
In this case, due consideration is to be given to the being exceeded by more than 15%.
power required for the electrical equipment to be auto-
matically switched on after blackout and to the This device is to automatically shut down the engine.
sequence in which it is connected.
g) For alternating current generating sets operating in par-
This also applies to generators to be operated in parallel allel, the governing characteristics of the prime movers
and where the power is to be transferred from one gen- are to be such that, within the limits of 20% and 100%
erator to another, in the event that any one generator is total load, the load on any generating set will not nor-
to be switched off. mally differ from its proportionate share of the total load
by more than 15% of the rated power in kW of the larg-
e) Emergency generator sets must satisfy the governor con- est machine or 25% of the rated power in kW of the
ditions as per items a) and b) when: individual machine in question, whichever is the lesser.
• their total consumer load is applied suddenly, or For alternating current generating sets intended to oper-
ate in parallel, facilities are to be provided to adjust the
• their total consumer load is applied in steps, subject governor sufficiently finely to permit an adjustment of
to: load not exceeding 5% of the rated load at normal fre-
- the total load is supplied within 45 seconds quency.
since power failure on the main switchboard
2.7.7 Summary tables
- the maximum step load is declared and demon-
strated Diesel engines installed on ships without automation nota-
tions are to be equipped with monitoring equipment as
- the power distribution system is designed such detailed in Tab 4 or Tab 5 for main propulsion, in Tab 6 for
that the declared maximum step loading is not auxiliary services and in Tab 7 for emergency respectively.
exceeded
For ships assigned with a restricted navigation notation, the
- the compliance of time delays and loading acceptance of a reduction in the monitoring equipment
sequence with the above is to be demonstrated required in Tab 4, Tab 5 and Tab 6 may be considered.
at ship’s trials
The alarms are to be visual and audible.
f) In addition to the speed governor, auxiliary engines of
rated power equal to or greater than 220 kW driving The indicators are to be fitted at a normally attended posi-
electric generators are to be fitted with a separate over- tion (on the engine or at the local control station).
Figure 1 : Reference values for maximum possible sudden power increases P as a function of
brake mean effective pressure, Pme, at declared power (four-stroke diesel engines)
100
90
80
70
60
P, %
50
40
30
1st power stage
20 2nd power stage
3rd power stage
10 4th power stage
5th power stage
0
1000 1500 2000 2500 3000 3500
Pme, kPa
P: power increase referred to declared power at site conditions; Pme: declared power mean effective pressure
3.1 Starting arrangements The requirements of this item c) do not apply to engines
started by pneumatic motors.
3.1.1 Mechanical air starting d) Compressed air receivers are to comply with the
a) Air starting the main and auxiliary engines is to be requirements of Ch 1, Sec 3. Compressed air piping and
arranged in compliance with Ch 1, Sec 10, [17.3.1]. associated air compressors are to comply with the
requirements of Ch 1, Sec 10.
b) The total capacity of air compressors and air receivers is
to be in compliance with Ch 1, Sec 10, [17.3.2] and Ch 3.1.2 Electrical starting
1, Sec 10, [17.3.3].
a) Where main internal combustion engines are arranged
c) The main starting air arrangements for main propulsion for electrical starting, at least two separate batteries are
or auxiliary diesel engines are to be adequately pro- to be fitted.
tected against the effects of backfiring and internal
explosion in the starting air pipes. To this end, the fol- The arrangement is to be such that the batteries cannot
lowing safety devices are to be fitted: be connected in parallel.
• An isolating non-return valve, or equivalent, at the Each battery is to be capable of starting the main engine
starting air supply connection to each engine. when in cold and ready to start condition.
c) The starting batteries are only to be used for starting and 4 Type tests, material tests, workshop
for the engine’s alarm and monitoring. Provision is to be
inspection and testing, certification
made to maintain the stored energy at all times.
d) Each charging device is to have at least sufficient rating
for recharging the required capacity of batteries within 6
4.1 Type testing
hours.
4.1.1 Objectives
3.1.3 Special requirements for starting The type testing is to be arranged to represent typical fore-
arrangements for emergency generating sets seen service load profiles, as specified by the engine
a) Emergency generating sets are to be capable of being builder, as well as to cover for required margins due to
readily started in their cold condition at a temperature of fatigue scatter and reasonably foreseen in-service deteriora-
0°C. If this is impracticable, or if lower temperatures are tion. This applies to:
likely to be encountered, provision acceptable to the Soci- • Parts subjected to high cycle fatigue (HCF) such as con-
ety shall be made for the maintenance of heating arrange- necting rods, cams, rollers and spring tuned dampers
ments, to ensure ready starting of the generating sets. where higher stresses may be provided by means of ele-
b) Each emergency generating set arranged to be automat- vated injection pressure, cylinder maximum pressure,
ically started shall be equipped with starting devices etc.
approved by the Society with a stored energy capability • Parts subjected to low cycle fatigue (LCF) such as “hot”
of at least three consecutive starts. parts when load profiles such as idle - full load - idle
The source of stored energy shall be protected to preclude (with steep ramps) are frequently used.
critical depletion by the automatic starting system, unless a • Operation of the engine at limits as defined by its speci-
second independent means of starting is provided. In addi- fied alarm system, such as running at maximum permis-
tion, a second source of energy shall be provided for an sible power with the lowest permissible oil pressure
additional three starts within 30 minutes, unless manual and/or highest permissible oil inlet temperature.
starting can be demonstrated to be effective.
c) The stored energy is to be maintained at all times, as fol- 4.1.2 Validity
lows: a) Type testing is required for every new engine type
• electrical and hydraulic starting systems shall be intended for installation onboard ships subject to classi-
maintained from the emergency switchboard fication.
• compressed air starting systems shall be provided in b) A type test carried out for a particular type of engine at
accordance with Ch 1, Sec 10, [17.3.4]. any place of manufacture will be accepted for all
d) Where automatic starting is not required, manual start- engines of the same type built by licensees or the licen-
ing, such as manual cranking, inertia starters, manually sor, subject to each place of manufacture being found to
charged hydraulic accumulators, or powder charge car- be acceptable to the Society.
tridges, is permissible where this can be demonstrated c) A type of engine is defined by:
as being effective.
• bore and stroke
e) When manual starting is not practicable, the require-
• injection method (direct or indirect)
ments of b) and c) are to be complied with, except that
starting may be manually initiated. • valve and injection operation (by cams or electroni-
cally controlled)
3.2 Turning gear • kind of fuel (liquid, dual-fuel, gaseous)
• working cycle (4-stroke, 2-stroke)
3.2.1 Each engine is to be provided with hand-operated
turning gear; where deemed necessary, the turning gear is to • turbo-charging system (pulsating or constant pres-
be both hand and mechanically-operated. sure)
The turning gear engagement is to inhibit starting operations. • the charging air cooling system (e.g. with or without
intercooler)
3.3 Trays • cylinder arrangement (in-line or V) (see Note 1)
• cylinder power, speed and cylinder pressures (see
3.3.1 Trays fitted with means of drainage are to be provided in Note 2)
way of the lower part of the crankcase and, in general, in way
Note 1: One type test will be considered adequate to cover a range
of the parts of the engine, where oil is likely to spill in order to
of different numbers of cylinders. However, a type test of an in-
collect the fuel oil or lubricating oil dripping from the engine. line engine may not always cover the V-version. Subject to the
individual Societies’ discretion, separate type tests may be
3.4 Exhaust gas system required for the V-version. On the other hand, a type test of a
V-engine covers the in-line engines, unless the bmep is higher.
3.4.1 In addition to the requirements given in Ch 1, Sec 10, Items such as axial crankshaft vibration, torsional vibration in
the exhaust system is to be efficiently cooled or insulated in camshaft drives, and crankshafts, etc. may vary considerably
such a way that the surface temperature does not exceed with the number of cylinders and may influence the choice of
220°C (see also Ch 1, Sec 1, [3.7]). engine to be selected for type testing.
Note 2: The engine is type approved up to the tested ratings and c) The inspection for jacketing of high-pressure fuel oil
pressures (100% corresponding to MCR). lines and proper screening of pipe connections (as
Provided documentary evidence of successful service experi- required in [4.1.7], item i) is also to be carried out
ence with the classified rating of 100% is submitted, an before the test runs.
increase (if design approved, only crankshaft calculation and
crankshaft drawings, if modified) may be permitted without a d) Interlock test of turning gear is to be performed when
new type test if the increase from the type tested engine is installed.
within:
4.1.4 Test programme
• 5% of the maximum combustion pressure, or
• 5% of the mean effective pressure, or a) The type testing is divided into 3 stages:
• 5% of the rpm • Stage A - internal tests.
Providing maximum power is not increased by more than 10%, This includes some of the testing made during the
an increase of maximum approved power may be permitted engine development, function testing, and collec-
without a new type test provided engineering analysis and evi- tion of measured parameters and records of testing
dence of successful service experience in similar field applica- hours. The results of testing required by the Society
tions (even if the application is not classified) or documentation
or stipulated by the designer are to be presented to
of internal testing are submitted if the increase from the type
tested engine is within:
the Society before starting stage B.
If an engine has been design approved, and internal This is the inspection of engine parts to the extent as
testing per Stage A (see [4.1.4]) is documented to a rat- required by the Society.
ing higher than the one type tested, the Type Approval b) The complete type testing program is subject to
may be extended to the increased power/bmep/rpm approval by the Society. The extent the Surveyor’s
upon submission of an Extended Delivery Test Report at: attendance is to be agreed in each case, but at least dur-
• Test at over speed (only if nominal speed has ing stage B and C.
increased)
c) Testing prior to the witnessed type testing (stage B and
• Rated power, i.e. 100% output at 100% torque and C), is also considered as a part of the complete type test-
100% speed corresponding to load point 1 (see Fig ing program.
2), 2 measurements with one running hour in
between d) Upon completion of complete type testing (stage A
through C), a type test report is to be submitted to the
• Maximum permissible torque (normally 110%) at Society for review. The type test report is to contain:
100% speed corresponding to load point 3 (see Fig
2) or maximum permissible power (normally 110%) • overall description of tests performed during stage A.
and speed according to nominal propeller curve Records are to be kept by the builders QA manage-
corresponding to load point 3a (see Fig 2), 0,5 hour ment for presentation to the Society.
• 100% power at maximum permissible speed corre- • detailed description of the load and functional tests
sponding to load point 2 (see Fig 2), 0,5 hour. conducted during stage B.
e) An integration test demonstrating that the response of • inspection results from stage C.
the complete mechanical, hydraulic and electronic sys- e) High speed engines for marine use are normally to be
tem is as predicted maybe carried out for acceptance of subjected to an endurance test of 100 hours at full load.
sub-systems (Turbo Charger, Engine Control System, Omission or simplification of the type test may be con-
Dual Fuel, Exhaust Gas treatment…) separately sidered for the type approval of engines with long ser-
approved. The scope of these tests shall be proposed by vice experience from non-marine fields or for the
the designer/licensor taking into account of impact on extension of type approval of engines of a well-known
engine. type, in excess of the limits given in [4.1.2].
4.1.3 Safety precautions Propulsion engines for ships having the service notation
HSC-CAT A, HSC-CAT B, HSC, high speed craft or light
a) Before any test run is carried out, all relevant equipment
ship, high speed craft or light ship that may be used for
for the safety of attending personnel is to be made avail-
frequent load changes from idle to full are normally to
able by the manufacturer/shipyard and is to be opera-
be tested with at least 500 cycles (idle - full load - idle)
tional, and its correct functioning is to be verified.
using the steepest load ramp that the control system (or
b) This applies especially to crankcase explosive condi- operation manual if not automatically controlled) per-
tions protection, but also over-speed protection and any mits. The duration at each end is to be sufficient for
other shut down function. reaching stable temperatures of the hot parts.
110 100
3 3a
Rated power
(continious power)
100 3
1 2 90
90 4
80
1 Range of continuous operation
%
00 %
80
e = 1 100
u
rq e =
5 2 Range of intermittent operation
6 9 70
To .p.
b.m e
Power (%)
70
2 urv
3
rc
Range of short-time
lle
overload operation
pe
60
pro
60
al
rm
No
50
50
7 1 10
40 40
30
30
8 0 11
100
Speed (%) 103,2
Dimensional
Part Material inspection, Visual
Item Non-destructive Hydraulic Applicable to Component
(4) (5) (6) (7) (8) properties including inspection
No. examination (2) testing (3) engines: certificate
(1) surface (Surveyor)
condition
1 fit-up +
Welded bedplate W(C+M) W(UT+CD) All SC
post-welding
2 Bearing transverse
W(C+M) W(UT+CD) X All SC
girders GS
3 fit-up +
Welded frame box W(C+M) W(UT+CD) All SC
post-welding
4 Cylinder block GJL W (10) > 400 kW/cyl
5 Cylinder block GJS W (10) > 400 kW/cyl
6 Welded cylinder fit-up +
W(C+M) W(UT+CD) CH SC
frames post-welding
7 Engine block GJL W (10) > 400 kW/cyl
8 Engine block GJS W(M) W (10) > 400 kW/cyl
9 Cylinder liner W(C+M) W (10) D > 300mm
10 Cylinder head GJL W D > 300mm
11 Cylinder head GJS W D > 300mm
12 Cylinder head GS W(C+M) W(UT+CD) W X D > 300mm SC
13 Forged cylinder
W(C+M) W(UT+CD) W X D > 300mm SC
head
14 Piston crown GS W(C+M) W(UT+CD) X D > 400mm SC
15 Forged piston
W(C+M) W(UT+CD) X D > 400mm SC
crown
16 Random,
Crankshaft: made
SC(C+M) W(UT+CD) W of fillets and All SC
in one piece
oil bores
17 Semi-built Crank-
shaft (Crankthrow, Random,
forged main journal SC(C+M) W(UT+CD W of fillets and All SC
and journals with shrink fittings
flange)
18 Exhaust gas valve
W CH
cage
19 Piston Rod, if D > 400mm
SC(C+M) W(UT+CD Random SC
applicable CH
20 Cross head SC(C+M) W(UT+CD) Random CH SC
21 Random, of all
Connecting rod surfaces, in
SC(C+M) W(UT+CD) W All SC
with cap particular those
shot peened
22 Coupling bolts for Random, of
SC(C+M) W(UT+CD) W All SC
crankshaft interference fit
23 Bolts and studs for
W(C+M) W(UT+CD) D > 300mm
main bearings
24 Bolts and studs for
W(C+M) W(UT+CD) D > 300mm
cylinder heads
25 Bolts and studs for TR of thread
W(C+M) W(UT+CD) D > 300mm
connecting rods making
26 TR of thread
Tie rod W(C+M) W(UT+CD) Random CH SC
making
Dimensional
Part Material inspection, Visual
Item Non-destructive Hydraulic Applicable to Component
(4) (5) (6) (7) (8) properties including inspection
No. examination (2) testing (3) engines: certificate
(1) surface (Surveyor)
condition
27 High pressure fuel W(C+M) W D > 300mm
injection pump W(C+M)
body TR D ≤ 300mm
4.2 Material and non-destructive tests for c) Engines are to be inspected for:
engine components • Jacketing of high-pressure fuel oil lines including the
system used for the detection of leakage.
4.2.1 List of components
• Screening of pipe connections in piping containing
Engine components are to be tested in accordance with Tab flammable liquids.
8 and with the requirements of NR216 Materials and Weld- • Insulation of hot surfaces by taking random tempera-
ing. ture readings that are to be compared with corre-
Symbols used on Tab 8 are defined as below: sponding readings obtained during the type test.
This shall be done while running at the rated power
C : Chemical composition of engine. Use of contact thermometers may be
CD : Crack detection by MPI (magnetic particul accepted at the discretion of the attending Surveyor.
inspection) or DP (dye penetration inspection) If the insulation is modified subsequently to the Type
Approval Test, the Society may request temperature
CH : Crosshead engines
measurements as required by [4.1.7], item g).
D : Cylinder bore diameter (mm)
d) These inspections are normally to be made during the
GJL : Gray cast iron works trials by the manufacturer and the attending sur-
veyor, but at the discretion of the Society parts of these
GJS : Spheroidal graphite cast iron
inspections may be postponed to the shipboard testing.
GS : Cast steel
4.3.3 Works trials (Factory Acceptance Test)
M : Mechanical properties
a) Objectives
SC : Society certificate
The purpose of the works trials is to verify design prem-
TR : Test report ises such as power, safety against fire, adherence to
UT : Ultrasonic testing approved limits (e.g. maximum pressure), and function-
ality and to establish reference values or base lines for
W : Work certificate later reference in the operational phase.
X : Visual examination of accessible surfaces by the b) Records
Surveyor.
1) The following environmental test conditions are to
For components and materials not listed in Tab 8, consider- be recorded:
ation shall be given by the Society upon full details being
submitted and reviewed. • Ambient air temperature
• Ambient air pressure
4.3 Factory Acceptance Test • Atmospheric humidity
2) For each required load point, the following parame-
4.3.1 Safety precautions ters are normally to be recorded:
a) Before any test run is carried out, all relevant equipment • Power and speed
for the safety of attending personnel is to be made avail-
• Fuel index (or equivalent reading)
able by the manufacturer / shipyard and is to be opera-
tional. • Maximum combustion pressures (only when the
cylinder heads installed are designed for such
b) This applies especially to crankcase explosive condi- measurement)
tions protection, but also to over-speed protection and
any other shut down function. • Exhaust gas temperature before turbine and from
each cylinder (to the extent that monitoring is
c) The overspeed protective device is to be set to a value, required in Ch 1, Sec 14 and [2.7])
which is not higher than the overspeed value that was
• Charge air temperature
demonstrated during the type test for that engine. This
set point shall be verified by the surveyor. • Charge air pressure
• Turbocharger speed (to the extent that monitor-
4.3.2 General ing is required in Ch 1, Sec 14).
a) Before any official testing, the engines shall be run-in as 3) Calibration records for the instrumentation are, upon
prescribed by the engine manufacturer. request, to be presented to the attending Surveyor.
b) Adequate test bed facilities for loads as required in 4) For all stages at which the engine is to be tested, the
[4.3.3] shall be provided. All fluids used for testing pur- pertaining operational values are to be measured
poses such as fuel, lubrication oil and cooling water are and recorded by the engine manufacturer. All results
to be suitable for the purpose intended, e.g. they are to are to be compiled in an acceptance protocol to be
be clean, preheated if necessary and cause no harm to issued by the engine manufacturer. This also
engine parts. This applies to all fluids used temporarily includes crankshaft deflections if considered neces-
or repeatedly for testing purposes only. sary by the engine designer.
5) In each case, all measurements conducted at the var- 5) Propulsion engines also driving power take off (PTO)
ious load points are to be carried out at steady state generator:
operating conditions. However, for all load points • 100% power (MCR) at corresponding speed n0:
provision should be made for time needed by the
at least 60 min.
Surveyor to carry out visual inspections. The readings
for MCR, i.e. 100% power (rated maximum continu- • 110% power at engine speed n0: 15 min. - after
ous power at corresponding rpm) are to be taken at having reached steady conditions.
least twice at an interval of normally 30 minutes. • Approved intermittent overload (if applicable):
c) Test loads testing for duration as agreed with the manufac-
turer.
1) Test loads for various engine applications are given
below. In addition, the scope of the trials may be • 90% (or normal continuous cruise power), 75%,
expanded depending on the engine application, ser- 50% and 25% power in accordance with the
vice experience, or other relevant reasons. nominal propeller curve or at constant speed n0,
Note 1: Alternatives to the detailed tests may be agreed between the sequence to be selected by the engine manu-
the manufacturer and the Society when the overall scope facturer.
of tests is found to be equivalent. Note 5: After running on the test bed, the fuel delivery system is to
2) Propulsion engines driving propeller or impeller be adjusted so that full power plus a margin for transient
only: regulation can be given in service after installation
onboard. The transient overload capability is required so
• 100% power (MCR) at corresponding speed n0: that the electrical protection of downstream system com-
at least 60 min. ponents is activated before the engine stalls. This margin
• 110% power at engine speed 1,032n0: Records may be 10% of the engine power but at least 10% of the
to be taken after 15 minutes or after steady con- PTO power.
ditions have been reached, whichever is shorter. 6) Engines driving auxiliaries:
Note 2: 110% test load is only required once for each different • 100% power (MCR) at corresponding speed n0:
engine/turbocharger configuration.
at least 30 min.
• Approved intermittent overload (if applicable):
testing for duration as agreed with the manufac- • 110% power at engine speed n0: 15 min. - after
turer. having reached steady conditions.
• 90% (or normal continuous cruise power), 75%, • Approved intermittent overload (if applicable):
50% and 25% power in accordance with the testing for duration as agreed with the manufac-
nominal propeller curve, the sequence to be turer.
selected by the engine manufacturer. • For variable speed engines, 75%, 50% and 25%
• Reversing manoeuvres (if applicable). power in accordance with the nominal power
Note 3: After running on the test bed, the fuel delivery system is to consumption curve, the sequence to be selected
be so adjusted that overload power cannot be given in ser- by the engine manufacturer.
vice, unless intermittent overload power is approved by the Note 6: After running on the test bed, the fuel delivery system is
Society. In that case, the fuel delivery system is to be normally to be so adjusted that overload power cannot be
blocked to that power. delivered in service, unless intermittent overload power is
3) Engines driving generators for electric propulsion: approved. In that case, the fuel delivery system is to be
blocked to that power.
• 100% power (MCR) at corresponding speed n0:
at least 60 min. d) Turbocharger matching with engine
• 110% power at engine speed n0: 15 min. - after 1) Compressor chart
having reached steady conditions.
Turbochargers shall have a compressor characteristic
• Governor tests for compliance with [2.7] are to that allows the engine, for which it is intended, to
be carried out. operate without surging during all operating condi-
• 75%, 50% and 25% power and idle, the tions and also after extended periods in operation.
sequence to be selected by the engine manufac- For abnormal, but permissible, operation conditions,
turer. such as misfiring and sudden load reduction, no
Note 4: After running on the test bed, the fuel delivery system is to be continuous surging shall occur.
adjusted so that full power plus a 10% margin for transient
regulation can be given in service after installation onboard.
In this item, surging and continuous surging are
defined as follows:
The transient overload capability is required so that the
required transient governing characteristics are achieved • Surging means the phenomenon, which results
also at 100% loading of the engine, and also so that the in a high pitch vibration of an audible level or
protection system utilised in the electric distribution sys- explosion-like noise from the scavenger area of
tem can be activated before the engine stalls. the engine.
4) Engines driving generators for auxiliary purposes: • Continuous surging means that surging happens
Tests to be performed as in item c) 3). repeatedly and not only once.
For those cases when a licensor – licensee agreement A Work’s Certificate may be considered equivalent to a
does NOT apply, an “engine designer” shall be under- Society Certificate and endorsed by the Society under
stood as the entity that has the design rights for the the following cases:
engine type or is delegated by the entity having the
• the test was witnessed by the Society Surveyor; or
design rights to modify the design.
b) Society’s requirements for production facilities compris- • an Alternative Survey Scheme according to NR320
ing manufacturing facilities and processes, machining is in place between the Society and the manufac-
tools, quality assurance, testing facilities, etc. shall be turer or material supplier; or
assessed according to NR320 requirements. • the Work’s certificate is supported by tests carried
out by an accredited third party that is accepted by
4.4.3 Certification of engine components the Society and independent from the manufacturer
a) The engine manufacturer is to have a quality control and/or material supplier.
system that is suitable for the actual engine types to be
certified by the Society. The quality control system is d) Test Report (TR)
also to apply to any sub-suppliers. The Society reserves This is a document signed by the manufacturer stating:
the right to review the system or parts thereof. Materials
• conformity with requirements
and components are to be produced in compliance with
all the applicable production and quality instructions • that the tests and inspections have been carried out
specified by the engine manufacturer. The Society on samples from the current production batch.
requires that certain parts are verified and documented
e) The documents above are used for product documenta-
by means of Society Certificate (SC), Work Certificate
tion as well as for documentation of single inspections
(W) or Test Report (TR).
such as crack detection, dimensional check, etc. If
b) Society Certificate (SC) agreed to by the Society, the documentation of single
This is a document issued by the Society stating: tests and inspections may also be arranged by filling in
• conformity with Rule requirements results on a control sheet following the component
• that the tests and inspections have been carried out through the production.
on the finished certified component itself, or on f) The Surveyor is to review the TR and W for compliance
samples taken from earlier stages in the production with the agreed or approved specifications. SC means
of the component, when applicable that the Surveyor also witnesses the testing, batch or
• that the inspection and tests were performed in the individual, unless an Alternative Survey Scheme,
presence of the Surveyor or in accordance with an according to NR320, provides other arrangements.
Alternative Survey Scheme according to NR320.
g) The manufacturer is not exempted from responsibility
c) Work’s Certificate (W) for any relevant tests and inspections of those parts for
This is a document signed by the manufacturer stating: which documentation is not explicitly requested by the
• conformity with requirements Society.
• that the tests and inspections have been carried out The manufacturing process and equipment is to be set
on the finished certified component itself, or on up and maintained in such a way that all materials and
samples taken from earlier stages in the production components can be consistently produced to the
batch of the component, when applicable required standard. This includes production and assem-
• that the tests were witnessed and signed by a quali- bly lines, machining units, special tools and devices,
fied representative of the applicable department of assembly and testing rigs as well as all lifting and trans-
the manufacturer. portation devices.
“Pressure equipment” means pressure vessels, piping ( Ch c) equipment comprising casings or machinery where the
1, Sec 10), safety accessories and pressure accessories. dimensioning, choice of material and manufacturing
rules are based primarily on requirements for sufficient
1.1.2 Overpressure risk strength, rigidity and stability to meet the static and
dynamic operational effects or other operational charac-
Where main or auxiliary boilers and other pressure vessels
teristics and for which pressure is not a significant
or any parts thereof may be subject to dangerous overpres-
design factor. Such equipment may include:
sure, means are to be provided where practicable to protect
against such excessive pressure. • engines including turbines and internal combustion
engines
1.1.3 Propulsion capability • steam engines, gas/steam turbines, turbo-generators,
Means are to be provided whereby normal operation of compressors, pumps and actuating devices
main boilers can be sustained or restored even through one
d) small pressure vessels included in self-contained
of the essential auxiliaries become inoperative. Special con-
domestic equipment.
sideration is to be given to the malfunctioning of:
• the source of steam supply
1.3 Definitions
• the boiler feed water systems
• the fuel oil supply system for boilers 1.3.1 Pressure vessel
• the mechanical air supply for boilers. “Pressure vessel” means a housing designed and built to
contain fluids under pressure including its direct attach-
However the Society, having regard to overall safety consid- ments up to the coupling point connecting it to other equip-
erations, may accept a partial reduction in propulsion capa- ment. A vessel may be composed of more than one
bility from normal operation. chamber.
c) Spheroidal cast iron is not to be used for parts having a by the Society as per [1.5], the material specifications are to
design temperature T exceeding 350°C. be in compliance with the requirements of the standard used.
d) Bronze is not to be used for parts having design temper-
ature T exceeding 220°C for normal bronzes and 260°C 2.3 Permissible stresses
for bronzes suitable for high temperatures. Copper and
aluminium brass are not to be used for fittings with
design temperature T above 200°C and copper-nickel 2.3.1 The permissible stresses K, in N/mm2, for steels, to be
fittings with design temperature T exceeding 300°C. used in the formulae of this Article, may be determined
from Tab 7, Tab 8, Tab 9 and Tab 10, where Rm is the ulti-
2.2.5 Alternative materials mate strength of the material, in N/mm2. For intermediate
In the case of boilers or pressure vessels constructed in values of the temperature, the value of K is to be obtained
accordance with one of the standards considered acceptable by linear interpolation.
Table 7 : Permissible stresses K for carbon steels intended for boilers and thermal oil heaters
Carbon steel T (°C) ≤ 50 100 150 200 250 300 350 400
Rm = 360 N/mm2 t ≤ 15 mm 133 109 107 105 94 77 73 72
Grade HA 15 mm < t ≤ 40 mm 128 106 105 101 90 77 73 72
40 mm < t ≤ 60 mm 122 101 99 95 88 77 73 72
Rm = 360 N/mm 2 t ≤ 15 mm 133 127 116 103 79 79 72 69
Grades HB, HD 15 mm < t ≤ 40 mm 133 122 114 102 79 79 72 69
40 mm < t ≤ 60 mm 133 112 107 99 79 79 72 69
Rm = 410 N/mm2 t ≤ 15 mm 152 132 130 126 112 94 89 86
Grade HA 15 mm < t ≤ 40 mm 147 131 124 119 107 94 89 86
40 mm < t ≤ 60 mm 141 120 117 113 105 94 89 86
Rm = 410 N/mm 2 t ≤ 15 mm 152 147 135 121 107 95 88 84
Grades HB, HD 15 mm < t ≤ 40 mm 152 142 133 120 107 95 88 84
40 mm < t ≤ 60 mm 152 134 127 117 107 95 88 84
Rm = 460 N/mm2 t ≤ 15 mm 170 164 154 139 124 111 104 99
Grades HB, HD 15 mm < t ≤ 40 mm 169 162 151 137 124 111 104 99
40 mm < t ≤ 60 mm 162 157 147 136 124 111 104 99
2
Rm = 510 N/mm
t ≤ 60 mm 170 170 169 159 147 134 125 112
Grades HB, HD
Table 8 : Permissible stresses K for carbon steels intended for other pressure vessels
Carbon steel T (°C) ≤ 50 100 150 200 250 300 350 400
Rm = 360 N/mm2 t ≤ 15 mm 133 117 115 112 100 83 78 77
Grade HA 15 mm < t ≤ 40 mm 133 114 113 108 96 83 78 77
40 mm < t ≤ 60 mm 130 108 105 101 94 83 78 77
Rm = 360 N/mm 2 t ≤ 15 mm 133 133 123 110 97 85 77 73
Grades HB, HD 15 mm < t ≤ 40 mm 133 131 122 109 97 85 77 73
40 mm < t ≤ 60 mm 133 119 115 106 97 85 77 73
Rm = 410 N/mm2 t ≤ 15 mm 152 141 139 134 120 100 95 92
Grade HA 15 mm < t ≤40 mm 152 134 132 127 114 100 95 92
40 mm < t ≤ 60 mm 150 128 121 112 112 100 95 92
Rm = 410 N/mm2 t ≤ 15 mm 152 152 144 129 114 101 94 89
Grades HB, HD 15 mm < t ≤ 40 mm 152 152 142 128 114 101 94 89
40 mm < t ≤ 60 mm 152 143 139 125 114 101 94 89
Rm = 460 N/mm2 t ≤ 15 mm 170 170 165 149 132 118 111 105
Grades HB, HD 15 mm < t ≤ 40 mm 170 170 161 147 132 118 111 105
40 mm < t ≤ 60 mm 170 167 157 145 132 118 111 105
2
Rm = 510 N/mm
t ≤ 60 mm 189 189 180 170 157 143 133 120
Grades HB, HD
Table 9 : Permissible stresses K for alloy steels intended for boilers and thermal oil heaters
Alloy steel T(°C) ≤ 50 100 150 200 250 300 350 400 450 475 500 525 550 575 600
0,3Mo t ≤ 60 mm 159 153 143 134 125 106 100 94 91 89 87 36
1Cr 0,5Mo t ≤ 60 mm 167 167 157 144 137 128 119 112 106 104 103 55 31 19
2,25Cr 1Mo (1) t ≤ 60 mm 170 167 157 147 144 137 131 125 119 115 112 61 41 30 22
2,25Cr 1Mo (2) t ≤ 60 mm 170 167 164 161 159 147 141 130 128 125 122 61 41 30 22
(1) Normalised and tempered
(2) Normalised and tempered or quenched and tempered
Table 10 : Permissible stresses K for alloy steels intended for other pressure vessels
Alloy steel T(°C) ≤ 50 100 150 200 250 300 350 400 450 475 500 525 550 575 600
0,3Mo t ≤ 60 mm 159 159 153 143 133 113 107 100 97 95 93 38
1Cr 0,5Mo t ≤ 60 mm 167 167 167 154 146 137 127 119 113 111 110 59 33 20
2,25Cr 1Mo (1) t ≤ 60 mm 183 174 167 157 154 146 140 133 127 123 119 65 44 32 23
2,25Cr 1Mo (2) t ≤ 60 mm 174 174 174 172 170 157 150 139 137 133 130 65 44 32 23
(1) Normalised and tempered
(2) Normalised and tempered or quenched and tempered
• in special cases, the Society reserves the right to a) When the ratio external diameter/inside diameter is
equal to or less than 1,5, the minimum thickness of
apply values of permissible stress K lower than those
cylindrical shells is given by the following formula:
specified above, in particular for lifting appliance
devices and steering gear devices pD
t = -------------------------
( 2K – p )e
• in the case of boilers or other steam generators, the
where:
permissible stress K is not to exceed 170 N/mm2
p : Design pressure, in MPa
• for materials other than those listed above the per-
D : Inside diameter of vessel, in mm
missible stress is to be agreed with the Society on a
case by case basis. K : Permissible stress, in N/mm2, obtained as
specified in [2.3]
e : Efficiency of welded joint, the value of
2.4 Cylindrical, spherical and conical shells
which is given in [2.4.2].
with circular cross-sections subject to
internal pressure b) The minimum thickness of shells having ratio external
diameter/inside diameter exceeding 1,5 is subject of
special consideration.
2.4.1 Cylindrical shell thickness
2.4.4 Spherical shells
a) The minimum thickness of cylindrical, spherical and
conical shells with circular cross-sections is not to be a) When the ratio external diameter/inside diameter is
less than the value t, in mm, calculated by one of the equal to or less than 1,5, the minimum thickness of
following formulae, as appropriate. Cylindrical tube spherical shells is given by the following formula:
plates pierced by a great number of tube holes are to pD
t = -------------------------
have thickness calculated by the applicable formulae in ( 4K – p )e
[2.4.3], [2.4.4], [2.4.5] and [2.9.2].
For the meaning of the symbols, see [2.4.3].
b) The thicknesses obtained by the formulae in [2.4.3], b) The minimum thickness of shells having ratio external
[2.4.4] and [2.4.5] are “net” thicknesses, as they do not diameter/inside diameter exceeding 1,5 is subject of
include any corrosion allowance. The thickness special consideration.
obtained by the above formulae is to be increased by
0,75 mm. See also [2.4.7]. 2.4.5 Conical shells
a) The following formula applies to conical shells of thick-
Table 11 : Efficiency of unpierced shells ness not exceeding 1/6 of the external diameter in way
of the large end of the cone:
Case e pD
t = -------------------------------------------
Seamless shells 1,00 ( 2K – p )e ⋅ cos ϕ
Shells of class 1 vessels (1) 1,00 For the meaning of the symbols, see [2.4.3].
Shells of class 2 vessels (with partial radiographic D is measured in way of the large end of the cone and ϕ
0,85 is the angle of slope of the conical section of the shell to
examination of butt-joints)
the pressure vessel axis (see Fig 1). When ϕ exceeds
Shells of class 2 vessels with actual thickness
≤ 15 mm (without radiographic examination of 0,75
75°, the shell thickness is to be taken as required for flat
butt-joints) heads, see [2.7].
(1) In special cases the Society reserves the right to take a b) The minimum thickness of shells having thickness
factor e < 1, depending on the welding procedure exceeding 1/6 of the external diameter in way of the
adopted for the welded joint. large end of the cone is subject of special consideration.
c) Conical shells may be made of several ring sections of
2.4.2 Efficiency decreasing thickness. The minimum thickness of each
section is to be obtained by the formula in a) using for D
a) The values of efficiency e to be used in the formulae in the maximum diameter of the considered section.
[2.4.3], [2.4.4] and [2.4.5] are indicated in Tab 11.
d) In general, the junction with a sharp angle between the
b) The manufacturer may propose a factor e lower than conical shell and the cylindrical or other conical shell,
those indicated in Tab 11 where consistent with the fac- having different angle of slope, is not allowed if the
tor used in the formulae of [2.4.3], [2.4.4] and [2.4.5] angle of the generating line of the shells to be assem-
and with the provisions of specific requirements accord- bled exceeds 30°.
ing to class as per [4.9], [4.10] or [4.11]. The proposed e) The shell thickness in way of knuckles is subject of spe-
efficiency factor is to be agreed by the Society. cial consideration by the Society.
φ
φ
t
t
H : External depth of head, in mm, measured
CONE / CYLINDER
SOLID KNUCKLE
CONE / CYLINDER from the start of curvature at the base.
WELDED KNUCKLE
b) Torispherical heads:
CONE / CONE CONE / CONE
WELDED KNUCKLE
RIN ≤ D
SOLID KNUCKLE
rIN ≥ 0,1 D
D D
rIN ≥ 3 t
radiused
H ≥ 0,18 D
t t where:
α α
RIN : Internal radius of the spherical part, in mm
rIN : Internal knuckle radius, in mm
H : External depth of head calculated by the fol-
φ φ
lowing formula (see Fig 2 (b)):
2.4.6 Minimum thickness of shells H = RE − [(RE − 0,5 D) ⋅ (RE + 0,5 D − 2 rE)]0,5
Irrespective of the value calculated by the formulae in where:
[2.4.3], [2.4.4] or [2.4.5], the thickness t of shells is not to RE : External radius of the spherical
be less than one of the following values, as applicable: part, in mm
• for pressure vessels: t = 3 + D/1500 mm rE : External knuckle radius, in mm.
• for unpierced plates of boilers: t = 6,0 mm
• for boiler cylindrical tube plates: t = 9,5 mm. 2.5.3 Required thickness of solid dished heads
a) The minimum thickness of solid (not pierced) hemi-
No corrosion allowance needs to be added to the above
spherical, torispherical, or ellipsoidal unstayed dished
values.
heads, subject to pressure on the concave (internal)
2.4.7 Corrosion allowance side, is to be not less than the value t, in mm, calculated
The Society reserves the right to increase the corrosion by the following formula:
allowance value in the case of vessels exposed to particular pDC
t = ------------
accelerating corrosion conditions. The Society may also 2Ke
consider the reduction of this factor where particular meas- where:
ures are taken to effectively reduce the corrosion rate of the
vessel. C : Shape factor, obtained from the graph in Fig
3, as a function of H/D and t/D.
2.5 Dished heads subject to pressure on the For other symbols, see [2.4.3].
concave (internal) side b) The thickness obtained by the formula in item a) is “net”
thickness, as it does not include any corrosion allow-
2.5.1 Dished head for boiler headers ance. The thickness obtained by the above formula is to
Dished heads for boiler headers are to be seamless. be increased by 0,75 mm. See also [2.4.7].
r r
IN E
2t
R R
IN E
a
D
D
3,5
2,5 -0.5
d.(t.D)
=5.0
2
=4.0
1,6 =3.0
t/D
0.002
0.005
0.01
0.02 1,2 =2.0
≥0.04
1
0,9
0,8 =1.0
0,7
0,6 =0.5
0,5
0,18 0,2 0,3 0,4 0,5 H/D
where: RIN
s
(a) rIN (b) rIN
≥ 2t
≥ 2t
t
t
s
rIN
≥ 2t ≥ 2t rIN
(c) (d)
t1
t1 t1
t
t
t1
rIN
t1 3t 1,5t
1,5t 4t
rIN
(e) (f)
S≥t
Types shown in (a), (b) and (c) are acceptable for all pressure vessels.
Type shown in (d) is acceptable for class 2 and class 3 pressure vessels.
Types shown in (e) and (f) are acceptable for class 3 pressure vessels only.
t2
t
≥ 3t 0 r
≥ 3t 0
r = 0,2t ÷ 0,5t
D t0 D t1 D
t0
t1
t1
t1 D t1 D t1 D
t1 D t1 D
(g) (h)
D
t1 D t1 D
t1
(j) (k)
(i)
t1 t
t
t1 D
D t1
(l) (m)
D h
D
N
t
t
t1 t1
(n) (o)
2.8 Openings and branches (nozzles) • by reinforcing pads or rings analogous to increasing
the wall thickness: see Fig 12 and Fig 13
2.8.1 Nozzles thickness
• by a combination of previous reinforcement
a) The thickness eb , in mm, of nozzles attached to shells
and headers of boilers is not to be less than: b) Definitions
d
e b = -----E- + 2 ,5 Effective lengths rs required for calculation of efficiency
25
and of compensations is to be taken as:
where dE is the outside diameter of nozzle, in mm.
The thickness of the nozzle is, however, to be not less rs = min ( Dt a, s1)
than the thickness required for the piping system
where:
attached to the vessel shell calculated at the vessel
design pressure, and need not to be greater than the D : Outside diameter, in mm
thickness of the shell to which it is connected.
ta : Available thickness, in mm
b) The thickness of the nozzle attached to shells and head-
ers of other pressure vessels is not to be less than the s1 : Transition length, in mm, according to Fig 9
thickness required for the piping system attached to the
and Fig 10
vessel shell calculated at the vessel design pressure, and
need not be greater than the thickness of the shell to
which it is connected. Figure 9 : Reinforcement by increasing the
wall thickness of the main body with opening
c) Where a branch is connected by screwing, the thickness
of the nozzle is to be measured at the root of the thread.
rs Ød s1
2.8.2 Nozzle connection to vessel shell
a) In general, the axis of the nozzle is not to form an angle
greater than 15° with the normal to the shell.
Af
≤ 30°
ers
b) Fig 30, Fig 31, Fig 32 and Fig 33 show some typical
acceptable connections of nozzles to shells. Other types
of connections are to be considered by the Society on a
case by case basis.
Ødos
Ødis
a) In general, the largest dimensions of the openings in
shells are not to exceed:
Ap
• for shells up to 1500 mm in diameter DE:
1/2 DE , but not more than 500 mm
• for shells over 1500 mm in diameter DE:
Figure 10 : Reinforcement by set-through
1/3 DE , but not more than 1000 mm,
and full penetration welded branch
where DE is the vessel external diameter, in mm.
Ødob
Greater values may be considered by the Society on a
case by case basis. Ødib
bo
A fb
2.8.4 Openings compensation in cylindrical shells
b1
rb
Afs
ers
methods:
erb s1 so
• by increasing the wall thickness of main body com-
pared with that of the cylindrical shell without open-
Ødos
Ødis
bo
Afb
Afs rs where:
ers
b1
rb
K : Permissible stress in the shell, in N/mm2
Af : Total area of cross section (wall and branch
erb s1 so
and pad)
Ap : Total area under pressure p.
In Fig 9 to Fig 13, rs , rb and rbi are effective lengths for
calculation of efficiencies and compensation, equal to:
Ødos
Ødis
• for shell:
Ap
rs = min ( ( D + e rs )e rs, s1 )
• Full case
Ødis
Ødis
er
er
p
er
≥erb
s
s
er
er
er
erb erb
erb Ødib Ødib
is
s
is
Ød
i
Ød
Ød
Ødib
a) set through welded branch b) set in welded branch c) set on welded branch
Ød
ib
e rb
ers
ψ < 45°
Ødis
area I area II
Figure 15 : Angle definition ϕ
for cylindrical shell with non-radial branch
Ødib erb
erb
ers
ψ < 45°
Ødis
a : Circumferential direction
b : Longitudinal direction
c) The opening is to be so situated that its projection, or its • the position of non-compensated openings in the
reinforcement projection in the case of compensated heads is to be as shown in Fig 17
openings, is completely contained inside a circle having
• for flanged openings, the radius r of the flanging (see
its centre at the centre of the head and a diameter of
Fig 17) is not to be less than 25 mm
0,8 D, D being the external diameter of the head (see
Fig 17). However, a small reinforced opening for drain- • the thickness of the flanged part may be less than the
age may be accepted outside the indicated area. Rule thickness.
d1 lae:
l = 0,5 d
2t
l = (2 ⋅ RIN ⋅ t)0,5
where:
D
d : Diameter of the opening, in mm
Not less than RIN : Internal radius of the spherical part, in mm,
the diameter of
the smaller opening
in the case of hemispherical or torispherical
heads
In the case of ellipsoidal heads, RIN is to be
calculated by the following formula (see Fig
2 (a):
4 4 2 2 3⁄2
[a – x (a – b )]
R IN = ------------------------------------------------
4
-
a b
where;
a : Half the major axis of the ellipti-
cal meridian section of the
head, in mm
b : Half the minor axis of the above
section, in mm
2.8.6 Opening compensation in dished heads x : Distance between the centre of
a) Where openings are cut in dished heads and the pro- the hole and the rotation axis of
posed thickness of the head is less than that calculated the shell, in mm.
by the formula in [2.5.3] with the greatest of the shape b) In the case of nozzles or pads welded in the hole, the
factor C according to [2.5.3] the opening is to be com- section corresponding to the thickness in excess of that
pensated. required is to be considered for the part which is subject
b) Fig 30, Fig 31, Fig 32 and Fig 33 show typical connec- to pressure and for a depth h, in mm, both on the exter-
tions of nozzles and compensating rings. nal and internal sides of the head, not greater than:
(dB ⋅ tB)0,5
c) The opening is considered sufficiently compensated
when the head thickness t is not less than that calcu- where dB and tB are the diameter of the opening and the
lated in accordance with [2.5.3] and using the shape- thickness of the pad or nozzle, in mm, respectively.
factor C obtained from the graph in Fig 3 using the c) The area of the welding connecting nozzle and pad
value: reinforcements may be considered as a compensating
section.
d – A
---- ⋅ ( t ⋅ D ) –0 ,5
t d) If the material of reinforcement pads, nozzles and col-
lars has a permissible stress lower than that of the head
instead of: material, the area A, to be taken for calculation of the
d⋅(t ⋅ D)−0,5 coefficient C, is to be reduced proportionally.
e) add to it the area of the compensating plate (if any)
additional strength of material having a higher allowable
stress than that of the flat end plate
Welds attaching branches and compensating plates are to
ecp : Thickness calculated in accordance with equation in
be capable of transmitting the full strength of the reinforcing
[2.8.1] for the part under consideration
area and all other loadings to which they may be subjected.
ecb : Thickness calculated taking efficiency = 1
2.8.10 Covers b : The smaller of the two values:
a) Circular, oval and elliptical inspection openings are to 2,5 erep and (2,5 eb + erp)
be provided with steel covers. Inspection openings with s : The greater of the two values:
a diameter not exceeding 150 mm may be closed by (erep + 75) and (dib / 4)
blind flanges.
Area Y is not to be less than area X.
b) The thickness of the opening covers is not to be less Note 1 : The compensating plate is required only in cases where
than the value t, in mm, given by the following formula: area Y would otherwise be less than area X.
b/a 1,00 1,05 1,10 1,15 1,20 1,25 1,30 1,40 1,50 1,60
C 0,206 0,220 0,235 0,247 0,259 0,271 0,282 0,302 0,321 0,333
b/a 1,70 1,80 1,90 2,00 2,50 3,00 3,50 4,00 4,50 5,00
C 0,344 0,356 0,368 0,379 0,406 0,433 0,449 0,465 0,473 0,480
S
=
Table 14 : Coefficient m
d/s 0,30 0,35 0,40 0,45 0,50 0,55 0,60 0.65 0,70 0,75 0,80
m 0,137 0,175 0,220 0,274 0,342 0,438 0,560 0,740 1,010 1,420 2,060
2.9 Regular pattern openings - Tube holes row is parallel to the cylinder generating line;
α = 90° for circumferential hole row)
2.9.1 Definition
m : Coefficient depending upon the ratio d/s, as
Openings may be considered as regular pattern openings obtained from Tab 14. For intermediate values
when not less than three non isolated openings are dis- of d/s, the value of m is to be obtained by linear
posed in regularly staggered rows in longitudinal or circular interpolation.
direction of a shell.
The value of e actually used is to be the smallest calculated
In such a case, instead of a direct calculation of the com- value for either longitudinal, diagonal or circumferential
pensation of openings, the thickness of the shell could be rows of holes.
calculated by application of applicable formulae given in
[2.4], [2.5] with a reduced efficiency e as indicated in
2.9.3 Welded shells with tube holes and efficiency
[2.9.2] and [2.9.3].
factor of different hole patterns
This requirement apply for pressure vessels and for boiler. Where shells have welding butts and/or different groups of
hole patterns, the value to be assumed for the efficiency e in
2.9.2 Efficiency factor of tube holes in cylindrical the formulae is the minimum of the values calculated sepa-
tube plates
rately for each type of welding (as per [2.4.2]) and for each
The efficiency factor e of pipe holes in cylindrical shells configuration of holes (as per [2.9.1]).
pierced by tube holes is to be determined by direct calcula-
tion or by another suitable method accepted by the Society. 2.9.4 Rectangular section headers
In the case of cylindrical holes of constant diameter and
radial axis, the efficiency factor e may be determined by the a) For seamless type headers of rectangular section design,
following formula (see Fig 19): the wall thickness t, in mm, in way of corner fillets and
the thickness t1, in mm, of any drilled wall is not to be
1 less than those given by the following formulae, as
e = ----------------------------------------------------------------------------------------------
s
----------- ⋅ ( 1 – ( 0 ,5 ⋅ sin2 α ) ) + m ⋅ sin 2α appropriate (see Fig 20):
s–d
0 ,5
100pM
where: t = ---------------------1
K
s : Pitch of the hole row considered, in mm 100pM 0 ,5
t 1 = ---------------------2
eK
d : Diameter of holes, in mm. The hole diameter d
may be reduced by the amount Y/ecp where Y is
where (see also Fig 20):
the compensating area, in mm2, of nozzle and
welds and ecp the calculated unpierced shell t : Wall thickness at the corners, in mm
thickness, see [2.8.9] and Fig 18
t1 : Thickness of drilled wall, in mm
α : Angle between the axis of hole row considered
and the axis of the cylinder (α = 0° if the hole p : Design pressure, in MPa
2a
?
s d 2b
K : Permissible stress, in N/mm2, obtained as where α is the angle between the axis of the
specified in [2.3] diagonal row of the holes under considera-
a : Internal half width of the header, in a direc- tion and the axis of the header, in the case of
tion parallel to the wall under consideration, a staggered pattern of holes.
in mm b) The thickness obtained by the formulae in a) is “net”
b : Internal half width of the header, in a direc- thickness, as it does not include any corrosion allow-
tion normal to the wall under consideration, ance. The thickness obtained by the above formula is to
in mm be increased by 1,5 mm. See also [2.4.7].
c : Distance between the axis of the hole row
considered and the centreline of the header 2.10 Water tubes, superheaters and
wall, in mm economiser tubes of boilers
e : Efficiency factor of holes in the wall, deter-
2.10.1
mined by the following formulae:
a) The thickness of tubes of evaporating parts, economisers
s–d
e = ----------- for d < a and superheaters exposed to gases which are subject to
s
internal pressure is not to be less than the value t given
s – 0 ,67d
e = ------------------------ for a ≤ d < 1 ,3a by the following formula:
s
s – 0 ,33d pd
e = ------------------------ for d ≥ 1 ,3a t = ----------------- + 0 ,3
s 2K + p
where: where:
s : Pitch of the holes, in mm, of the p : Design pressure, in MPa
longitudinal or diagonal row K : Permissible stress, in N/mm2, obtained as
under consideration. For a stag- specified in [2.3]
gered pattern of holes the pitch
d : Outside diameter of tube, in mm.
of the diagonal row is to be con-
sidered However, irrespective of the value calculated by the for-
mulae in item a), the thickness t of tubes is not to be less
d : Diameter of the holes, in mm
than the values given in Tab 15.
M1 : Coefficient to be calculated by the following
b) The values of t determined by the above-mentioned for-
formula:
mula are to be considered as theoretical values for
a 2 + b 2 – ab straight tubes, not taking account of the manufacturing
M 1 = ------------------------------
50 tolerance. Where the tubes are not sized precision
M2 : Coefficient (to be taken always positive) to tubes, the thickness calculated by the formula in item a)
be calculated by one of the following for- is to be increased by 12,5% to take into account the
mulae, as appropriate: manufacturing tolerance. For bent tubes, the thickness
of the thinner part in way of the bend is not to be less
• For a non-staggered pattern of holes: than that given by the formula.
1 3 c) Whenever abnormal corrosion and erosion may occur
b 2 – --- a 2 – ab + --- c 2
2 2
M 2 = ------------------------------------------------- during service, the corrosion constant of 0,3 in the for-
50
mula may be increased to the satisfaction of the Society.
• For a staggered pattern of holes:
d) The thickness of tubes which form an integral part of the
1 boiler and which are not exposed to combustion gases
b – --- a 2 – ab
2
2 is to comply with the requirements for steam pipes (see
M 2 = --------------------------------- cos α
50 Ch 1, Sec 10, [15]).
b) When the end is supported in its centre by an uptake, C1 = 704 for plates supported by flanges or
the minimum thickness t, in mm, is to be calculated equivalent
with the following formula: C2 : C2 = 0 when no doublers are fitted
pR C2 = 0,85 when a complete doubling plate
t = 0 ,77 ⋅ --------I
K is fitted, adequately joined to the base plate.
The value of D is to be in accordance with the following or points of tangency of the circle with
provisions: the contour line). To this end, the con-
• In the parts of the flat heads between the stays: tour of the part under consideration is to
D : D = diameter, in mm, of the largest cir- be drawn at the beginning of the flang-
cle which can be drawn through the ing or connection curve if its inside
centre of at least three stays without radius does not exceed 2,5 times the
enclosing any other stay, where the stays thickness of the plate, or, where such
are not evenly spaced (see Fig 21); or radius is greater, at the above-mentioned
distance (of 2,5 times the thickness of
D = (a2 + b2)0,5 where the stays are
the plate) from the ideal intersection
evenly spaced, considering the most
with other surfaces (see Fig 21).
unfavourable condition,
where: c) When applying the formulae for calculation of thickness
a : Distance between two adja- of heads covered by this sub-article, the position of
cent rows of stays, in mm plates in the most unfavourable condition is to be con-
b : Pitch of stays in the same sidered.
row, in mm
d) Where various types of supports are provided, the value
• In the parts of the flat heads between the stays and of C1 should be the arithmetic mean of the values of C1
the boundaries, where flat heads are generally sup- appropriate to each type of support.
ported by flanges or shapes, or connected to other
parts of the boiler: e) The thickness obtained by the formulae in a), is “net”
D : Diameter, in mm, of the largest circle thickness, as it does not include any corrosion allow-
which can be drawn through not less ance. The thickness obtained by the above formula is to
than three points of support (stay centres be increased by 1 mm. See also [2.4.7].
Figure 21 :
Ø> "
= =
φ>
Key:
1 : Boundaries of areas supported by individual stays
2 : To establish the area supported by bar stays or stay tubes in boundary rows, the boundary of the loaded area is to terminate at the
centre of the associated main circle
3 : Main circles, diameter b
4 : Bar stays
5 : Stay tubes
6 : Termination of boundary areas where stay tubes are situated in the boundary rows only.
t
pL ( L – s )l n + 2
t = ------------------------2- ⋅ -------------
0 ,25R m a n + 1
≥ 50
where:
p : Design pressure, in MPa
a : Depth of the girder plate at mid-length, in t ≥t
mm
DA
L : Length of girder between supports, in mm
s : Pitch of stays, in mm
n : Number of stays on the girder t
l : Distance between centres of girders, in mm
Rm : Minimum ultimate tensile strength of the 2.12.5 Fire tubes
material used for the plates, in N/mm2.
a) The thickness of fire tubes subject to external pressure in
The above formulae refer to the normal arrangement cylindrical boilers is not to be less than the value t, in
where: mm, calculated by the following formula:
• the stays are regularly distributed over the length L
pd
t = ------------------- + 1 ,8
• the distance from the supports of the outer stays 0 ,15R m
does not exceed the uniform pitch s
where:
• when the tops of the combustion chambers are con-
nected to the sides with curved parts with an exter- p : Design pressure, in MPa
nal radius less than 0,5 l, the distance of end girders
from the inner part of the side surface does not d : Outside diameter of tube, in mm
exceed l Rm : Minimum ultimate tensile strength of the
• when the curvature radius mentioned under item tube material, in N/mm2.
just above exceeds 0,5 l, the distance of the end
The minimum acceptable thickness is given in Tab 16.
girders from the beginning of the connection does
not exceed 0,5 l. b) The values of t determined by the above-mentioned for-
In other cases a direct calculation is to be made using a mula are to be considered as theoretical values for
safety factor not less than 5, with respect to the mini- straight tubes, not taking account of the manufacturing
mum value of the tensile strength Rm. tolerance. Where the tubes are not sized precision
tubes, the thickness calculated by the formula in a) is to
i) Ogee rings
be increased by 12,5% to take into account the manu-
The thickness of ogee rings connecting the furnaces to facturing tolerance. In the case of bent tubes, the thick-
the shell in vertical auxiliary boilers (see Fig 22), where ness of the thinner part in way of the bend is not to be
the latter support the weight of the water above the fur- less than that given by the above formula.
nace, is not to be less than the value t, in mm, given by
the following formula: c) Whenever abnormal corrosion and erosion may occur
during service the corrosion constant of 1,8 in the for-
0 ,5
t = [ 1 ,02 ⋅ 10 –3 ⋅ pD A ⋅ ( D A – d A ) ] +1 mula may be increased to the satisfaction of the Society.
Table 16 : Minimum thickness of fire tubes E : Elastic modulus, in MPa, at design tempera-
ture T, in °C, and equal to:
Nominal outside diameter Lowest nominal thickness t E = 208800 − 93,4 T
d ≤ 88,9 3,00 b) Stiffeners
88,9 < d ≤ 114,3 3,15 Stiffeners welded to furnaces tubes according to a stand-
114,3 < d ≤139,7 3,50 ard accepted by the Society may be considered as pro-
viding effective stiffening (reduction of L in upper
139,7 < d ≤168,3 3,99 formulae).
RS,MIN : Value of the minimum yield strength (ReH), or Figure 24 : Dished concave ends
0,2% proof stress (Rp 0,2), at the ambient temper- 0,5 D E
ature, in N/mm2. In no case is the value RS,MIN to
exceed:
• 0,75 Rm for normalised steels
• 0,90 Rm for quenched and tempered steels.
t
2.13.3 Dished heads
Dished ends are to comply with the following requirements:
h1
a) Hemispherical ends: the thickness of the ends is to be
not less than the thickness calculated for spherical shells
in accordance with [2.4.4]
b) Convex ends: see Fig 23 t1
t2
c) Concave base ends: see Fig 24 r
h2
t3
d) Ends with openings: see Fig 25
e) Other types of ends are to be specially considered by t1 > 1,7 t t2 > 2 t t3 > 2 t
the Society. h1 > 6 t h2 > 0,12 DE r > 0,075 DE
t t
t1
H
t t
r
r
r
t2 H t2
H
0,5DE 0,5DE
t t
0,5DE
t
t t
0,5 D E
h1 h1
t1 t1 0,25 ≤ H/D E ≤ 0,5 t 1 ≥ 1,5t r ≥ 0,35D E
r t2 r t2
H
H 2.14.2 Thermal oil heat exchangers
The provisions of [2.14.1] apply also to thermal oil heat
0,5DE 0,5DE
exchangers. However, irrespective of the thickness obtained
H/DE ≥0,20 r ≥0,075DE t1 ≥1,25 t t2 ≥1,5 t h1 ≥6 t by the formula in [2.10.1], the tube thickness of oil fired
and exhaust fired thermal oil heaters is to be not less than
the values indicated in Tab 17.
2.14 Heat exchangers Table 17 : Minimum thickness of
thermal oil heat exchanger tubes
2.14.1 Scantlings
Outside Minimum thickness, in mm, of tubes
a) Vessels are to be designed in accordance with the appli-
diameter, subject to internal pressure of oil fired and
cable requirements stated in [2.4] and [2.5].
in mm exhaust fired thermal oil heaters
b) Tubes are to be designed in accordance with [2.10.1]. < 63,5 2,4
c) Tube plates are to be designed in accordance with a 70 - 89 2,9
standard accepted by the Society. > 89 3,6
3.2.3 Miscellaneous safety valve requirements • exhaust manifolds are to be led to the open and are
a) Safety valves operated by pilot valves to be adequately supported and fitted with suitable
expansion joints or other means so that their weight
The arrangement on the superheater of large relieving
does not place an unacceptable load on the safety
capacity safety valves, operated by pilot valves fitted in
valve bodies.
the saturated steam drum, is to be specially considered
by the Society. e) Steam generator heated by steam
b) Safety valve setting Steam heated steam generators are also to be protected
• safety valves are to be set under steam in the pres- against possible damage resulting from failure of the
ence of the Surveyor to a pressure not higher than heating coils. In this case, the area of safety valves cal-
1,03 times the design pressure culated as stated in [3.2.2] may need to be increased to
the satisfaction of the Society, unless suitable devices
• safety valves are to be so constructed that their set-
limiting the flow of steam in the heating coils are pro-
ting may not be increased in service and their spring
vided.
may not be expelled in the event of failure. In addi-
tion, safety valves are to be provided with simple
3.2.4 Other requirements
means of lifting the plug from its seat from a safe
position in the boiler or engine room Access arrangement
• where safety valves are provided with means for reg- a) Boilers are to be provided with openings in sufficient
ulating their relieving capacity, they are to be so fit- number and size to permit internal examination, clean-
ted that their setting cannot be modified when the ing and maintenance operations. In general, all pressure
valves are removed for surveys. vessels which are part of a boiler with inside diameter
c) Safety valve fitting on boiler exceeding 1200 mm, and those with inside diameter
exceeding 800 mm and length exceeding 2000 mm, are
• the safety valves of a boiler are to be directly con-
to be provided with access manholes.
nected to the boiler and separated from other valve
bodies b) Manholes are to be provided in suitable locations in the
• where it is not possible to fit the safety valves shells, headers, domes, and steam and water drums, as
directly on the superheater headers, they are to be applicable. The “net” (actual hole) dimension of ellipti-
mounted on a strong nozzle fitted as close as practi- cal or similar manholes is to be not less than 300mm x
cable to the superheater outlet. The cross-sectional 400mm. The “net” diameter of circular manholes
area for passage of steam through restricted orifices (actual hole) cannot be less than 400 mm. The edges of
of the nozzles is not to be less than 1/2 the aggregate manholes are to be adequately strengthened to provide
area of the valves, calculated with the formulae of compensation for vessel openings in accordance with
[2.3.2] when C ≤ 10, and not less than the aggregate [2.8.4], [2.8.6] and [2.8.9], as applicable.
area of the valves when C > 10 c) In pressure vessels which are part of a boiler and are not
• safety valve bodies are to be fitted with drain pipes covered by the requirement in item a) above, or where
of a diameter not less than 20 mm for double valves, an access manhole cannot be fitted, at least the follow-
and not less than 12 mm for single valves, leading to ing openings are to be provided, as far as practicable:
the bilge or to the hot well. Valves or cocks are not • head holes: minimum dimensions:
to be fitted on drain pipes.
220mm x 320mm (320 mm diameter if circular)
d) Exhaust pipes
• handholes: minimum dimensions: 87mm x 103mm
• the minimum cross-sectional area of the exhaust
pipes of safety valves which have not been experi- • sight holes: minimum diameter: 50 mm.
mentally tested is not to be less than C times the
d) Sight holes may only be provided when the arrangement
aggregate area A
of manholes, head holes, or handholes is impracticable.
• the cross-sectional area of the exhaust manifold of
safety valves is to be not less than the sum of the e) Covers for manholes and other openings are to be made
areas of the individual exhaust pipes connected to it of ductile steel, dished or welded steel plates or other
approved design. Grey cast iron may be used only for
• silencers fitted on exhaust manifolds are to have a
small openings, such as handholes and sight holes, pro-
free passage area not less than that of the manifolds
vided the design pressure p does not exceed 1 MPa and
• the strength of exhaust manifolds and pipes and the design temperature T does not exceed 220°C.
associated silencers is to be such that they can with-
stand the maximum pressure to which they may be f) Covers are to be of self-closing internal type. Small
subjected, which is to be assumed not less than 1/4 opening covers of other type may be accepted by the
of the safety valve setting pressure Society on a case by case basis.
• in the case that the discharges from two or more g) Covers of the internal type are to have a spigot passing
valves are led to the same exhaust manifold, provi- through the opening. The clearance between the spigot
sion is to be made to avoid the back pressure from and the edge of the opening is to be uniform for the
the valve which is discharging influencing the other whole periphery of the opening and is not to exceed
valves 1,5 mm.
h) Closing devices of internal type covers, having dimen- Feed check valves
sions not exceeding 180mm x 230mm, may be fitted
a) Each fired boiler supplying steam to essential services is
with a single fastening bolt or stud. Larger closing
to be fitted with at least two feed check valves con-
devices are to be fitted with at least two bolts or studs.
nected to two separate feed lines. For unfired steam gen-
i) Covers are to be designed so as to prevent the disloca- erators a single feed check valve may be allowed.
tion of the required gasket by the internal pressure. Only
b) Feed check valves are to be secured directly to the
continuous ring gaskets may be used for packing.
boiler or to an integral economiser. Water inlets are to
Fittings be separated. Where, however, feed check valves are
a) In general, cocks and valves are to be designed in accord- secured to an economiser, a single water inlet may be
ance with the requirements in Ch 1, Sec 10, [2.7.2]. allowed provided that each feed line can be isolated
b) Cocks, valves and other fittings are to be connected without stopping the supply of feed water to the boiler.
directly or as close as possible to the boiler shell. c) Where the economisers may be bypassed and cut off
c) Cocks and valves for boilers are to be arranged in such a from the boiler, they are to be fitted with pressure-limit-
way that it can be easily seen when they are open or ing type valves, unless the arrangement is such that
closed and so that their closing is obtained by a clock- excessive pressure cannot occur in the economiser
wise rotation of the actuating mechanism. when cut off.
Boiler burners d) Feed check valves are to be fitted with control devices
Burners are to be arranged so that they cannot be with- operable from the stokehold floor or from another
drawn unless the fuel supply to the burners is cut off. appropriate location. In addition, for water tube boilers,
at least one of the feed check valves is to be arranged so
Allowable water levels as to permit automatic control of the water level in the
a) In general, for water tube boilers the lowest permissible boiler.
water level is just above the top row of tubes when the e) Provision is to be made to prevent the feed water from
water is cold. Where the boiler is designed not to have getting in direct contact with the heated surfaces inside
fully submerged tubes, when the water is cold, the low- the boiler and to reduce, as far as possible and neces-
est allowable level indicated by the manufacturer is to sary, the thermal stresses in the walls.
be indicated on the drawings and submitted to the Soci-
Drains
ety for consideration.
Each superheater, whether or not integral with the
b) For fire tube boilers with combustion chamber integral
boiler, is to be fitted with cocks or valves so arranged
with the boiler, the minimum allowable level is to be at
that it is possible to drain it completely.
least 50 mm above the highest part of the combustion
chamber. Water sample
c) For vertical fire tube boilers the minimum allowable a) Every boiler is to be provided with means to supervise
level is 1/2 of the length of the tubes above the lower and control the quality of the feed water. Suitable
tube sheet. arrangements are to be provided to preclude, as far as
Steam outlets practicable, the entry of oil or other contaminants which
a) Each boiler steam outlet, if not serving safety valves, may adversely affect the boiler.
integral superheaters and other appliances which are to b) For this purpose, boilers are to be fitted with at least one
have permanent steam supply during boiler operation, is water sample cock or valve. This device is not to be
to be fitted with an isolating valve secured either connected to the water level standpipes.
directly to the boiler shell or to a standpipe of substan-
tial thickness, as short as possible, and secured directly c) Suitable inlets for water additives are to be provided in
to the boiler shell. each boiler.
c
1 4
B 6
A
A
D
F
B
3
9
E
A
8 7
Key
1 : Nozzle (set in); 2 : Flange; 3 : Nozzle (set on); 4 : Reinforcing plate; 5 : Non-pressure part;
6 : Pad (set in); 7 : Pad (set on); 8 : Manhole frame; 9 : Flat plate.
4.2.2 Shell longitudinal and circumferential welds tapering of the shell made as indicated in [2.5.6] is
Longitudinal and circumferential joints are to be welded wholly in the hemisphere.
from both sides of the plate. Welding from one side may be b) For torispherical ends made of parts assembled by weld-
allowed only when there is evidence that the welding pro- ing, no welded joint is normally admitted along a paral-
cess permits a complete penetration and a sound weld root. lel in the knuckle nor at a distance less than 50 mm
If a backing strip is used, it is to be removed after welding from the beginning of the knuckle.
and prior to any non-destructive examination. However, the
backing strip may be retained in circumferential joints of 4.2.5 Welding location
class 2 vessels, having a thickness not exceeding 15 mm, The location of main welded joints is to be chosen so that
and of class 3 vessels, provided that the material of the these joints are not submitted to appreciable bending stresses.
backing strip is such as not to adversely affect the weld.
4.2.6 Accessories and nozzles
4.2.3 Plates of unequal thickness a) Attachment of accessories by welds crossing main
a) If plates of unequal thickness are butt-welded and the welds or located near such welds is to be avoided;
difference between thicknesses is more than 3 mm, the where this is impracticable, welds for attachment of
thicker plate is to be smoothly tapered for a length equal accessories are to completely cross the main welds
to at least four times the offset, including the width of rather than stop abruptly on or near them.
the weld. For longitudinal joints the tapering is to be b) Openings crossing main joints or located near main
made symmetrically on both sides of the plate in order joints are also to be avoided as far as possible.
to obtain alignment of middle lines. c) Doubling plates for attachment of accessories such as fix-
b) If the joint is to undergo radiographic examination, the ing lugs or supports are to be of sufficient size to ensure
thickness of the thicker plate is to be reduced to that of an adequate distribution of loads on pressure parts; such
the thinner plate next to the joint and for a length of at doubling plates are to have well rounded corners. Attach-
least 30 mm. ment of accessories such as ladders and platforms
directly on the walls of vessels such that they restrain
4.2.4 Dished heads their free contraction or expansion is to be avoided.
a) For connection of a hemispherical end with a cylindri- d) Welded connections of nozzles and other fittings, either
cal shell, the joint is to be arranged in a plane parallel to with or without local compensation, are to be of a suita-
that of the largest circle perpendicular to the axis of the ble type, size and preparation in accordance with the
shell and at such a distance from this plane that the approved plans.
(a) (b)
t t
t
(c) (d)
(D)
(e) (f)
4.2.7 Connections of stays to tube plates 4.3 Miscellaneous requirements for fabrica-
a) Where stays are welded, the cross-sectional area of the tion and welding
weld is to be at least 1,25 times the cross-section of the stay.
b) The cross-sectional area of the end welding of welded 4.3.1 Welding position
stay tubes is to be not less than 1,25 times the cross-sec-
tional area of the stay tube. a) As far as possible, welding is to be carried out in the
downhand horizontal position and arrangements are to
4.2.8 Type of weldings be foreseen so that this can be applied in the case of cir-
Fig 28, Fig 29, Fig 30, Fig 31, Fig 32, Fig 33, Fig 34, Fig 35, cumferential joints.
Fig 36 and Fig 37 indicate the type and size of weldings of
typical pressure vessel connections. Any alternative type of b) When welding cannot be performed in this position,
welding or size is to be the subject of special consideration tests for qualification of the welding process and the
by the Society. welders are to take account thereof.
25˚
20˚
3mm
3mm
(i)
t
t
(j) (k)
!
%&"'()* +()*
, -#
"
#
, & #
$
, .
#
#
#
, /
#
# 0
#
#
#
t t
is the greater
is the greater
t/3 or 6 mm
t/3 or 6 mm
whichever
whichever
t t
t
See sketch (a)
(e) (f)
t t
90˚
t
(g)
90˚
(h) (i)
(j)
t t
To be used only for nozzles of
small thickness and diameter
≥t ≥t
≥t
≥t
≥ 0,7 t
(k) (l)
t t
t/3 or 6 mm
t/3 or 6 mm
≥t ≥t
whichever whichever
is the greater is the greater
(m) (n)
t t
t/3 or 6 mm
t/3 or 6 mm
≥t ≥t
whichever
whichever
is the greater is the greater
≥ 0,7 t
(o) (p)
t t
t Remove by mechanical
(q) (r) means after welding
Note: Where preparations of Fig 33 are carried out, the shell is to be carefully inspected to ascertain the absence of lamination.
t or 5 mm
(a) whichever
is greater
(b)
t
t
t
(c) t or 5 mm t or 5 mm
whichever whichever
is greater is greater
(d)
≥ 1,5t or 6 mm
≥ 1,5t or 6 mm
whichever
whichever
is greater
is greater
t
≥ 1,5t or 6 mm
(e) (f) whichever
is greater
t or 5 mm
whichever
is greater
t
(g)
0-3 mm
0,7 t
t
t
0,7 t
(a) (b)
t/3 or 6 mm
whichever is greater
t
(c)
t1
t2
t2
≥ 0,7 t
(d) (e)
60˚
a = t/3 or 6 mm (g)
whichever is the greater
(f)
Preparation shown on sketches (d), (e)
and (f) are to be used when the joint is
t
(h)
1,5 mm
1,5 mm 1,5 mm
a = d/4 1,5 mm a = d/5
40˚
d
d
a
a
(a) (b) (c)
6 mm 6 mm
a
a
d
d
t t
t1 > 0,75 t t1 > 0,75 t
t1 /3 t1 /3
(d) (e)
t + 3 mm 3 mm
t
(f) t
(g)
a) Welded joints are to have a smooth surface without a) Abutting of parts to be welded is to be such that surface
under-thickness; their connection with the plate surface misalignment of plates does not exceed:
is to be gradual without undercutting or similar defects.
• 10% of the thickness of the plate with a maximum of
b) The weld reinforcement of butt welds, on each side of 3 mm for longitudinal joints
the plate, is not to exceed the following thickness:
• 10% of the thickness of the plate plus 1 mm with a
• 2,5 mm for plates having a thickness not exceeding maximum of 4 mm for circumferential joints.
12 mm
b) For longitudinal joints, middle lines are to be in align-
• 3 mm for plates having a thickness greater than ment within 10% of the thickness of the thinner plate
12 mm but less than 25 mm with a maximum of 3 mm.
• 5 mm for plates having a thickness at least equal to c) Plates to be welded are to be suitably retained in posi-
25 mm. tion in order to limit deformation during welding. The
arrangements are to be such as to avoid modification of
the relative position of parts to be welded and misalign-
4.4 Preparation of parts to be welded ment, after welding, exceeding the limits indicated
above.
4.4.1 Preparation of edges for welding
d) Temporary welds for abutting are to be carried out so
a) Grooves and other preparations of edges for welding are that there is no risk of damage to vessel shells. Such
to be made by machining, chipping or grinding. Flame welds are to be carefully removed after welding of the
cutting may also be used provided that the zones dam- vessel and before any heat treatment. Non-destructive
aged by this operation are removed by machining, chip- testing of the corresponding zones of the shell may be
ping or grinding. For alloy steel plates, preheating is to required by the Surveyor if considered necessary.
be provided, if needed, for flame cutting.
e) Accessories such as doubling plates, brackets and stiff-
b) Edges prepared are to be carefully examined to check eners are to be suitable for the surface to which they are
that there are no defects detrimental to welding. to be attached.
Applications at temperatures less than the ambient tempera- 4.7.5 Execution of heat treatment
ture and/or steels other than those indicated above are to be Furnaces for heat treatments are to be fitted with adequate
the subject of special consideration by the Society. means for controlling and recording temperature; tempera-
Stress relieving heat treatment is not to be required when tures are to be measured on the vessel itself. The atmos-
the minimum temperature of the fluid is at least 30°C higher phere in the furnaces is to be controlled in order to avoid
than the KV-notch impact test temperature specified for the abnormal oxidation of the vessel.
steel; this difference in temperature is also to be complied
4.7.6 Treatment of test plates
with for welded joints (both in heat-affected zones and in
weld metal). Test plates are normally to be heated at the same time and
in the same furnace as the vessel.
Pressure vessels and pipes of class 3 and associated parts
When separate heat treatment of test plates cannot be
are not required to be stress relieved, except in specific
avoided, all precautions are to be taken such that this treat-
cases.
ment is carried out in the same way as for the vessel, specif-
ically with regard to the heating rate, the maximum
4.7.3 Heat treatment procedure
temperature, the duration for maintaining this temperature
The temperature of the furnace at the time of introduction of and the cooling conditions.
the vessel is not to exceed 400°C.
4.7.7 Welding after heat treatment
a) The heating rate above 400°C is not to exceed:
a) Normally, welding after heat treatment is only allowed if:
• 220°C per hour if the maximum thickness is not
more than 25 mm, or • the throat of welding fillets does not exceed 10 mm
• the largest dimension of openings in the vessel for
• (5500 / tA)°C per hour, with a minimum of 55°C per
the accessories concerned does not exceed 50 mm.
hour, if the maximum thickness tA , in mm, is more
than 25 mm b) Any welding of branches, doubling plates and other
accessories on boilers and pressure vessels after heat
b) The cooling rate in the furnace is not to exceed: treatment is to be submitted for special examination by
• −280°C per hour if the maximum thickness is not the Society.
more than 25 mm, or
• −(7000 / tA)°C per hour, with a minimum of −55°C 4.8 Welding samples
per hour, if the maximum thickness tA , in mm, is
4.8.1 Test plates for welded joints
more than 25 mm.
a) Test plates of sufficient size, made of the same grade of
Unless specially justified, heat treatment temperatures and steel as the shell plates, are to be fitted at each end of
duration for maintaining these temperatures are to comply the longitudinal joints of each vessel so that the weld in
with the values in Tab 19. the test plates is the continuation of these welded joints.
There is to be no gap when passing from the deposited
Table 19 : Heat treatment procedure metal of the joint to the deposited metal of the test plate.
b) The bend test pieces are to be bent through an angle of b) Fillet welds for parts such as doubling plates, branches
180° over a former of 4 times the thickness of the test or stiffeners are to undergo a spot magnetic particle test
piece. There is to be no crack or defect on the outer sur- for at least 10% of their length. If magnetic particle tests
face of the test piece exceeding in length 1,5 mm trans- cannot be used, it is to be replaced by liquid penetrant
versely or 3 mm longitudinally. Premature failure at the test.
edges of the test piece is not to lead to rejection. As an
c) Welds for which non destructive tests reveal unaccept-
alternative, the test pieces may be bent through an angle
able defects, such as cracks or areas of incomplete
of 120° over a former of 3 times the thickness of the test
fusion, are to be rewelded and are then to undergo a
piece.
new non destructive examination
c) The impact energy measured at 0°C is not to be less
than the values given in NR216 Materials for the steel 4.9.3 Number of test samples
grade concerned.
a) During production, at least one test plate for each 20 m
d) The test piece for macrographic examination is to per- of length (or fraction) of longitudinal weldings is to be
mit the examination of a complete transverse section of tested as per [4.8.2].
the weld. This examination is to demonstrate good pen-
b) During production, at least one test plate for each 30 m
etration without lack of fusion, large inclusions and sim-
of length (or fraction) of circumferential welding is to be
ilar defects. In case of doubt, a micrographic
tested as per [4.8.2].
examination of the doubtful zone may be required.
c) When several vessels made of plates of the same grade
4.8.3 Re-tests of steel, with thicknesses varying by not more than 5
mm, are welded successively, only one test plate may
a) If one of the test pieces yields unsatisfactory results, two
be accepted per each 20 m of length of longitudinal
similar test pieces are to be taken from another test
joints (or fraction) and per each 30 m of circumferential
plate.
welding (or fraction) provided that the welders and the
b) If the results for these new test pieces are satisfactory welding process are the same. The thickness of the test
and if it is proved that the previous results were due to plates is to be the greatest thickness used for these ves-
local or accidental defects, the results of the re-tests may sels.
be accepted.
4.10 Specific requirements for class 2 vessels
4.9 Specific requirements for class 1 vessels
4.10.1 General
4.9.1 General For vessels whose scantlings have been determined using an
The following requirements apply to class 1 pressure ves- efficiency of welded joint e greater than 0,90, see [4.9.1].
sels, as well as to pressure vessels of other classes whose
scantling has been determined using an efficiency of 4.10.2 Non-destructive tests
welded joint e greater than 0,90. All longitudinal and circumferential joints of class 2 vessels
are to be subjected to radiographic or equivalent examina-
4.9.2 Non-destructive tests
tion to an extent of 10% of each weld length. This examina-
a) All longitudinal and circumferential joints of class 1 ves- tion is to cover all the junctions between welds.
sels are to be subject of 100% radiographic or equiva-
This extension may be increased at the Society's discretion
lent examination with the following exceptions:
depending on the actual thickness of the welded plates.
• for pressure vessels or parts designed to withstand
external pressures only, at the Society’s discretion, For actual thickness ≤ 15 mm, this examination can be
the extent may be reduced up to approximately 30% omitted. In this case, the value of the efficiency should be as
of the length of the joints. In general, the positions indicated in Tab 11.
included in the examinations are to include all
welding crossings 4.10.3 Number of test samples
In general, the same requirements of [4.9.3] apply also to
• for vessels not intended to contain toxic or danger-
class 2 pressure vessels. However, test plates are required
ous matters, made of carbon steels having thickness
for each 50 m of longitudinal and circumferential weldings
below 20 mm when the joints are welded by
(or fraction).
approved automatic processes at the Society’s dis-
cretion, the extent may be reduced up to approxi-
mately 10% of the length of the joints. In general, 4.11 Specific requirements for class 3 vessels
the positions included in the examinations are to
include all welding crossings 4.11.1 For vessels whose scantlings have been determined
using an efficiency of welded joint e greater than 0,90, see
• for circumferential joints having an external diame-
[4.9.1].
ter not exceeding 175 mm, at the Society’s discre-
tion, the extent may be reduced up to approximately Heat treatment, mechanical tests and non-destructive tests
10% of the total length of the joints. are not required for welded joints of other class 3 vessels.
5 Design and construction - Control c) Where level indicators are not fixed directly on the boiler
shell, but on level pillars, the internal diameter of such
and monitoring
pillars is not to be less than the value dN given in Tab 20.
Level pillars are to be either fixed directly on the boiler
5.1 Boiler control and monitoring system shell or connected to the boiler by pipes fitted with cocks
secured directly to the boiler shell. The internal diameter
5.1.1 Local control and monitoring
of these pipes dC is not to be less than the values given in
Means to effectively operate, control and monitor the oper-
Tab 20. The upper part of these pipes is to be arranged so
ation of oil fired boilers and their associated auxiliaries are
that there is no bend where condense water can accumu-
to be provided locally. The functional condition of the fuel,
late. These pipes are not to pass through smoke boxes or
feed water and steam systems and the boiler operational
uptakes unless they are located inside metallic ducts hav-
status are to be indicated by pressure gauges, temperature
ing internal diameter exceeding by not less than 100 mm
indicators, flow-meter, lights or other similar devices.
the external diameter of the pipes. Fig 38 shows the
5.1.2 Emergency shut-off sketch of a level pillar arrangement.
Means are to be provided to shut down boiler forced draft
or induced draft fans and fuel oil service pumps from out- Figure 38 : Level pillar arrangement
side the space where they are located, in the event that a cock
fire in that space makes their local shut-off impossible.
Table 24 : Incinerators
Symbol convention
H = High, HH = High high, G = group alarm
Automatic safety actions
L = Low, LL = Low low, I = individual alarm
X = function is required, R = remote
Automatic Activation of
Identification of system parameter Alarms shut down the master Other automatic actions
of the GCU gas valve
Gas supply - pressure L X
Gas supply - temperature L+H X
Combustion fans, dilution fans or combined fans - failure X Start of the stand-by fan
Flame - loss X X
Flame monitoring device - failure X
Flue gas at the stack outlet - temperature H
HH X
GCU stop from any cause X Activation of the block-and-
bleed valves (1)
Control power supply - failure X
Double wall gas piping system (2) - gas leakage X X X
Double wall gas piping system (2) - lost of exhaust venti-
X X X
lation
Single wall gas piping system - gas detection in the GCU De-energization of the non-
X X X
space (3) safe electrical equipment
Single wall gas piping system - loss of ventilation in the De-energization of the non-
X X X
GCU space (3) safe electrical equipment
(1) For gas carriers and gas-fuelled ships. Refer to IGC Code, reg. 16.4.5 or IGF Code, reg. 9.4.4 as applicable
(2) For gas carriers and gas-fuelled ships. Refer to IGC Code, reg. 16.4.6.3 or IGF Code, Table 1, as applicable
(3) Only for gas-fuelled ships. Refer to IGF Code, reg. 5.6.3.3 and Table 1
7.5 Instrumentation and safeties 8.2.2 Minimum distance of boilers from vertical
bulkheads and fuel tanks
7.5.1 The GCU control system as well as the related sys- a) The distance between boilers and vertical bulkheads is
tems are to be of a type approved by the Society. to be not less than the minimum distance necessary to
provide access for inspection and maintenance of the
7.5.2 The alarm and safety systems are to be provided in structure adjacent to the boiler.
accordance with Tab 25.
b) In addition to the requirement in a), the distance of boil-
ers from fuel oil tanks is to be such as to prevent the
8 Arrangement and installation possibility that the temperature of the tank bulkhead
may approach the flash point of the oil.
8.1 Foundations
c) In any event, the distance between a boiler and a verti-
8.1.1 For boilers and pressure vessels bolting down to their cal bulkhead is not to be less than 450 mm.
foundations, see Ch 1, Sec 1, [3.3.1]. Where necessary, they
are also to be secured to the adjacent hull structures by suit- 8.2.3 Minimum distance of boilers from double bottom
able ties. a) Where double bottoms in way of boilers may be used to
Where chocks are required to be fitted between the boilers carry fuel oil, the distance between the top of the dou-
and their foundations, they are to be of cast iron or steel. ble bottom and the lower metal parts of the boilers is
not to be less than:
8.2 Boilers • 600 mm, for cylindrical boilers
Means are to be provided to compensate thermal expansion b) The minimum distance of vertical tube boilers from dou-
of boilers. ble bottoms not intended to carry oil may be 200 mm.
8.2.4 Minimum distance of boilers from ceilings 9.1.3 Class 1 pressure vessels and heat exchangers
a) A space sufficient for adequate heat dissipation is to be In addition to the requirement in [9.1.1], testing of materials
provided on the top of boilers. intended for the construction of class 1 pressure parts of
b) Oil tanks are not permitted to be installed in spaces pressure vessels and heat exchangers is to be witnessed by
above boilers. the Surveyor.
This requirement may be waived at the Society’s discretion
8.2.5 Installation of boilers on engine room flats for mass produced small pressure vessels (such as accumu-
Where boilers are installed on an engine room flat and are lators for valve controls, gas bottles, etc.).
not separated from the remaining space by means of a
watertight bulkhead, a coaming of at least 200 mm in
9.2 Workshop inspections
height is to be provided on the flat. The area surrounded by
the coaming may be drained into the bilge. 9.2.1 Boilers and individually produced class 1 and
2 pressure vessels
8.2.6 Drip trays and gutterways
Boilers are to be fitted with drip trays and gutterways in way of The construction, fitting and testing of boilers and individu-
burners so arranged as to prevent spilling of oil into the bilge. ally produced class 1 and 2 pressure vessels are to be
attended by the Surveyor, at the builder's facility.
8.2.7 Hot surfaces
Hot surfaces with which the crew are likely to come into 9.2.2 Mass produced pressure vessels
contact during operation are to be suitably guarded or insu- Construction of mass produced pressure vessels which are
lated. See Ch 1, Sec 1, [3.7.1]. type approved by the Society need not be attended by the
Surveyor.
8.2.8 Registers fitted in the smoke stacks of oil fired
boilers
9.3 Hydrostatic tests
Where registers are fitted in smoke stacks, they are not to
obstruct more than two thirds of the cross-sectional area of 9.3.1 General
gas passage when closed. In addition, they are to be pro-
Hydrostatic tests of all class 1, 2 and 3 pressure vessels are
vided with means for locking them in open position when
to be witnessed by the Surveyor with the exception of mass
the boiler is in operation and for indicating their position
produced pressure vessels which are built under the condi-
and degree of opening.
tions stated in [9.2.2].
e) Economisers which cannot be shut off from the boiler in board under a pressure at least equal to 1,1 p. For this
any working condition are to be submitted to a hydrau- test, the boiler may be fitted with its lagging. However,
lic test under the same conditions as the boilers. the Surveyor may require this lagging to be partially or
entirely removed as necessary.
f) Economisers which can be shut off from the boiler are to
c) For water tube boilers, the hydraulic test may also be car-
be submitted to a hydraulic test at a pressure determined
ried out separately for different parts of the boiler upon
as a function of their actual design pressure p.
their completion and after heat treatment. For drums and
headers, this test may be carried out before drilling the
9.3.3 Hydraulic test of boiler and pressure vessel tube holes, but after welding of all appendices and heat
accessories treatment. When all parts of the boiler have been sepa-
a) Boilers and pressure vessel accessories are to be tested rately tested and following assembly the boiler is to
at a pressure pt which is not less than 1,5 times the undergo a hydraulic test under a pressure of 1,25 p.
design pressure p of the vessels to which they are 9.3.5 Hydraulic tests of condensers
attached. Condensers are to be subjected to a hydrostatic test at the
b) The test pressure may be determined as a function of a following test pressures:
pressure lower than p; however, in such case, the setting • Steam space: 0,1 MPa
and characteristics of the safety valves and other over- • Water space: maximum pressure which may be devel-
pressure protective devices are also to be determined oped by the pump with closed discharge valve
and blocked as a function of this lower pressure. increased by 0,07 MPa. However, the test pressure is not
to be less than 0,2 MPa. When the characteristics of the
9.3.4 Hydraulic test procedure pump are not known, the hydrostatic test is to be carried
out at a pressure not less than 0,35 MPa.
a) The hydraulic test specified in [9.3.1] is to be carried out
after all openings have been cut out and after execution 9.4 Certification
of all welding work and of the heat treatment, if any. The
vessel to be tested is to be presented without lagging, 9.4.1 Certification of boilers and individually
paint or any other lining and the pressure is to be main- produced pressure vessels
tained long enough for the Surveyor to proceed with a Boilers and individually produced pressure vessels of
complete examination. classes 1, 2 and 3 are to be certified by the Society in
accordance with the procedures stated in Part A.
b) Hydraulic tests of boilers are to be carried out either
after installation on board, or at the manufacturer’s 9.4.2 Mass produced pressure vessels
plant. Where a boiler is hydrotested before installation Small mass produced pressure vessels of classes 1, 2 and 3
on board, the Surveyor may, if deemed necessary, may be accepted provided they are type approved by the
request to proceed with a second hydraulic test on Society in accordance with the procedures stated in Part A.
e) Smooth fillets are to be provided at changes of section b) Bends are to be avoided in steam piping in which water
of rotors, discs and blade roots. The holes in discs are to may accumulate.
be well rounded and polished.
2.2.8 Steam strainers
2.2.2 Bearings Efficient steam strainers are to be provided close to the
a) Turbine bearings are to be so located that their lubrica- inlets to ahead and astern high pressure turbines or alterna-
tion is not impaired by overheating from adjacent hot tively at the inlets to manoeuvring valves.
parts.
2.2.9 Emergency arrangements
b) Lubricating oil is to be prevented from dripping on high
a) In single screw ships fitted with cross compound steam
temperature parts.
turbines, the arrangements are to be such as to enable
c) Suitable arrangements for cooling the bearings after the safe navigation when the steam supply to any one of the
turbines have been stopped may also be required, at the turbines is required to be isolated. For this emergency
discretion of the Society. operation purpose the steam may be led directly to the
low pressure (L.P.) turbine and either the high pressure
2.2.3 Turning gear (H.P.) or medium pressure (M.P.) turbine can exhaust
a) Main propulsion turbines are to be equipped with turn- direct to the condenser.
ing gear for both directions of rotation. The rotors of Adequate arrangements and controls are to be provided
auxiliary turbines are to be capable of being turned by for these operating conditions so that the pressure and
hand. temperature of the steam will not exceed those which
b) The engagement of turning gear is to be visually indi- the turbines and condenser can safely withstand.
cated at the control platform. The necessary pipes and valves for these arrangements
are to be readily available and properly marked. A fit up
c) An interlock is to be provided to ensure that the turbine
test of all combinations of pipes and valves is to be per-
cannot be started up when the turning gear is engaged.
formed prior to the first sea trials.
2.2.4 Astern power for main propulsion The permissible power/speeds when operating without
a) The main propulsion turbine is to have sufficient power one of the turbines (all combinations) is to be specified
for running astern. The astern power is considered to be and information provided on board.
sufficient if it is able to attain astern revolutions equiva- The operation of the turbines under emergency condi-
lent to at least 70% of the rated ahead revolutions for a tions is to be assessed for the potential influence on
period of at least 30 minutes. shaft alignment and gear teeth loading conditions.
b) Ships classed for unrestricted service and fitted with a 2.4.3 Rotor axial displacement
steam turbine propulsion plant and only one main
A quick-closing valve is to be provided which automatically
boiler are to be provided with means to ensure emer-
shuts off the steam supply in the event of axial displacement
gency propulsion in the event of failure of the main of the rotor beyond the permissible limits stated by the man-
boiler. ufacturer. The device controlling the valve is to be actuated
by the turbine shaft.
2.3 Welded fabrication
2.4.4 Emergency oil supply
2.3.1 The manufacturer’s requirements relative to the weld- For the emergency lubricating oil supply, see Ch 1, Sec 10,
ing of turbine rotors or major forged or cast pieces, where [12.5].
permitted, are to be readily identifiable when the plans are
submitted to the Society for approval. Requirements relative 2.4.5 Bearing lubrication failure
to fabrication, welding, heat treatments, examinations, test-
ing and acceptance will be stipulated on a case by case a) Main ahead turbines are to be provided with a quick-
closing valve which automatically shuts off the steam
basis.
supply in the event of a dangerous reduction in oil pres-
In general, all weldings are to be carried out by qualified sure in the bearing lubricating system.
welders in accordance with qualified welding procedures
b) This arrangement is to be such as to ensure the admis-
and using approved consumables.
sion of steam to the astern turbine for braking purposes.
d) Where exhaust steam from auxiliary systems is led to 2.4.7 Summary Tables
the main turbine, provision is to be made to cut off the Tab 3 and Tab 4 summarise the minimum control and mon-
steam automatically when the overspeed protective itoring requirements for main propulsion and auxiliary tur-
device is activated. bines, respectively.
3.1 Foundations 3.4.1 Hot surfaces with which the crew are likely to come
into contact during operation are to be suitably guarded or
3.1.1 Shipyards and Manufacturers are to take care that insulated. See Ch 1, Sec 1, [3.7].
foundations of turbines and connected reduction gears are
to be designed and built so that hull movements do not give
rise to significant movements between reduction gears and 3.5 Alignment
turbines. In any event, such movements are to be absorbed
by suitable couplings. 3.5.1 The Shipyard and the Manufacturer are to take par-
ticular care in the alignment of turbine-reduction gearing,
3.2 Jointing of mating surfaces taking account of all causes which may alter the alignment
from cold conditions to normal service conditions.
3.2.1 The mating flanges of casings are to form a tight joint
without the use of any interposed material. When a structural tank is fitted in way of the turbine or gear-
ing foundations, the expected tank temperature variations
3.3 Piping installation are to be taken into account during alignment operations.
3.3.1 Pipes and mains connected to turbine casings are to Propulsion turbines are to be fitted with indicators showing
be fitted in such a way as to minimise the thrust loads and the axial movements of rotors with respect to casings and
moments. the sliding movements of casings on the sliding feet.
1.1.1 Propulsion turbines and turbines for essential 1.2 Definition of rated power
services
The requirements of this Section apply to: 1.2.1 Rated power is the maximum constant power that the
a) all propulsion turbines turbine can develop at constant speed in the range of air
inlet temperature between 0°C and 35°C. This power is to
b) turbines intended for auxiliary services essential for be considered with 0 intake and exhaust losses and with an
safety and navigation. air relative humidity of 60%.
1.1.2 Turbines for auxiliary generators
In addition to the requirements contained in this Section, 1.3 Documentation to be submitted
auxiliary turbines driving electric generators are to comply
with the applicable requirements of Ch 3, Sec 3. 1.3.1 For propulsion turbines and turbines intended for
driving machinery for essential services, the plans listed in
1.1.3 Dual fuel (DF) gas turbines Tab 1 are to be submitted.
Specific requirements for dual fuel (DF) gas turbines are The listed constructional plans are to be complete with all
given in [5], in addition to the requirements applicable to dimensions and are to contain full indication of the types of
all kinds of gas turbines given in [1] to [4]. materials used.
2.3.7 Turbine exhaust arrangement c) Ships classed for unrestricted service and fitted with
a) The gas exhaust arrangement is to be designed in such a only one propeller and connected shafting driven by a
way as to prevent the entrance of gases into the com- gas turbine are to be provided with means to ensure
pressor. emergency propulsion in the event of failure of the main
turbine.
b) Silencers or other equivalent arrangements are to be
provided in the gas exhaust, to limit the airborne noise
at one metre distance from the turbine to not more than 2.4 Welded fabrication
110 dB (A) in unmanned machinery spaces and not
2.4.1 The manufacturer’s requirements relative to the weld-
more than 90 dB (A) in manned spaces.
ing of turbine rotors or major forged or cast pieces, where
2.3.8 Multi-turbine installations permitted, are to be readily identifiable by the Society in the
Multi-turbine installations are to have separate air inlets and plans submitted for approval.
exhaust systems to prevent recirculation through the idle In general, all weldings are to be carried out by qualified
turbine. welders in accordance with qualified welding procedures
using approved consumables.
2.3.9 Fuel
a) Where the turbine is designed to burn non-distillate 2.5 Control, monitoring and shut-off devices
fuels, a fuel treatment system is to be provided to
remove, as far as practicable, the corrosive constituents 2.5.1 Control and monitoring arrangement
of the fuel or to inhibit their action in accordance with For each main propulsion system, the associated control
the manufacturer’s specification. and monitoring equipment is to be grouped together at
b) Suitable means are to be provided to remove the depos- each location from which the turbine may be controlled.
its resulting from the burning of the fuel while avoiding
abrasive or corrosive action, if applicable. 2.5.2 Governors and speed control system
c) Gas turbines burning boil-off gases of liquefied gas a) Propulsion turbines which may be operated in no-load
cargo tanks will be specially considered by the Society conditions are to be fitted with a control system capable
taking into account the requirements of Pt D, Ch 9, Sec of limiting the speed to a value not exceeding 10% of
16. the maximum continuous speed.
b) Turbines for main propulsion machinery equipped with
2.3.10 Start-up equipment controllable pitch propellers, disengaging couplings or
a) Gas turbines are to be fitted with start-up equipment an electrical transmission system are to be fitted with a
enabling them to be started up from the "shutdown" speed governor which, in the event of a sudden loss of
condition. load, prevents the revolutions from increasing to the trip
b) Provisions are to be made so that any dangerous accu- speed.
mulation of liquid or gaseous fuel inside the turbines is c) In addition to the speed governor, turbines driving elec-
thoroughly removed before any attempt at starting or tric generators are to be fitted with a separate overspeed
restarting. protective device, with a means for manual tripping,
c) Starting devices are to be so arranged that firing opera- adjusted so as to prevent the rated speed from being
tion is discontinued and the main fuel valve is closed exceeded by more than 15%.
within a pre-determined time when ignition is failed. d) The speed increase of turbines driving electric generators
d) The minimum number of starts is to be such as to satisfy - except those for electrical propeller drive - resulting
the requirements of Ch 1, Sec 1, [1.4.2]. from a change from full load to no-load is not to exceed
5% on the resumption of steady running conditions. The
2.3.11 Astern power transient speed increase resulting from a sudden change
For main propulsion machinery with reverse gearing, con- from full load to no-load conditions is not to exceed
trollable pitch propellers or an electrical transmission sys- 10% and is to be separated by a sufficient margin from
tem, astern running is not to cause any overloading of the the trip speed. Alternative requirements may be consid-
propulsion machinery. ered by the Society on a case by case basis based on the
actual turbine design and arrangement.
2.3.12 Emergency operation
a) In installations with more than one propeller and con- 2.5.3 Monitoring system
nected shafting and more than one turbine, the failure of The main operating parameters (pressure, temperature, rpm,
any gas turbine unit connected to a shafting line is not etc.) are to be adequately monitored and displayed at the
to affect the continued, independent operation of the control console.
remaining units.
2.5.4 Emergency shut-off
b) In installations with only one propeller and connected
shafting, driven by two or more main turbines, care is to a) An emergency push-button shut-off device is to be pro-
be taken to ensure that, in the event of one of the tur- vided at the control console.
bines failing, the others are able to continue operation b) Any shut-off device provided in pursuance of the above is
independently. to shut off the fuel supply as near the burners as possible.
d) The starting up of any turbine is to be possible only Tab 2 indicates the minimum control and monitoring
when the quick-closing devices are ready for operation. requirements for main propulsion and auxiliary turbines.
3.2.1 The mating flanges of casings are to form a tight joint 4.1 Type tests - General
without the use of any interposed material.
4.1.1 Upon finalisation of the design for production of
every new turbine type intended for installation on board
3.3 Piping installation
ships, one turbine is to be presented for type testing as
required below.
3.3.1 Pipes and mains connected to turbine and compres-
sor casings are to be fitted in such a way as to minimise the A type test carried out for a particular type of turbine at any
thrust loads and moments. If flexible hoses are used for this manufacturer’s works will be accepted for all turbines of the
purpose, they are to comply with the requirements in Ch 1, same type built by licensees and licensors.
Sec 10, [2.6]. Turbines which are subjected to type testing are to be tested
in accordance with the scope specified below, it being
3.4 Hot surfaces taken for granted that:
• the turbine is optimised as required for the conditions of
3.4.1 Hot surfaces with which the crew are likely to come the type test
into contact during operation are to be suitably guarded or • the investigations and measurements required for relia-
insulated. See Ch 1, Sec 1, [3.7]. ble turbine operation have been carried out during pre-
liminary internal tests by the turbine manufacturer
3.5 Alignment • the documentation to be submitted as required in
[1.3.1] has been examined and, when necessary,
3.5.1 approved by the Society and the latter has been
informed regarding the nature and extent of investiga-
a) The Manufacturer is to take particular care in the align-
tions carried out during pre-production stages.
ment of turbine-reduction gearing, taking account of all
causes which may alter the alignment from cold condi-
tions to normal service conditions. 4.2 Type tests of turbines not admitted to an
alternative inspection scheme
b) When a structural tank is fitted in way of the turbine or
gearing foundations, the expected tank temperature var- 4.2.1 General
iations are to be taken into account during alignment
Turbines for which the Manufacturer is not admitted to test-
operations.
ing and inspections according to an alternative inspection
c) Propulsion turbines are to be fitted with indicators scheme (see NR216 Materials and Welding, Ch 1, Sec 1,
showing the axial movements of rotors with respect to [3.2]), are to be type tested in the presence of the Surveyor
casings and the sliding movements of casings on the in accordance with the following requirements.
sliding feet. Such indicators are to be fitted in an easily The type test is subdivided into three stages:
visible position. This requirement does not apply to tur-
bines fitted with roller bearings. a) Stage A - Preliminary internal tests carried out by the
manufacturer
Stage A includes functional tests and collection of oper-
3.6 Gratings ating values including testing hours during the internal
tests, the relevant results of which are to be presented to
3.6.1 Gratings and any other structures in way of the slid-
the Surveyor during the type test. Testing hours of com-
ing feet or flexible supports are to be so arranged that tur-
ponents which are inspected are to be stated by the
bine casing expansion is not restricted.
manufacturer.
b) Stage B - Type approval test
3.7 Drains
The type approval test is to be carried out in the pres-
3.7.1 Turbines and the associated piping systems are to be ence of the Surveyor.
equipped with adequate means of drainage. c) Stage C - Inspection of main turbine components.
After completion of the test programme, the main turbine 2) test at maximum permissible torque (normally 110%
components are to be inspected. of nominal torque T) at 100% speed; or test at maxi-
mum permissible power and speed according to the
The turbine manufacturer is to compile all results and meas-
nominal propeller curve.
urements for the turbine tested during the type test in a type
test report, which is to be submitted to the Society. 3) tests at partial loads, e.g. 75%, 50%, 25% of maxi-
mum continuous power P and speed according to
4.2.2 Stage A - Internal tests (functional tests and the nominal propeller curve.
collection of operating data)
b) Additional tests
a) During the internal tests the turbine is to be operated at
• test at lowest turbine speed according to the nomi-
the load points considered important by the turbine
nal propeller curve
manufacturer and the relevant operating values are to
be recorded. • starting tests
b) The load points may be selected according to the range • governor tests
of application. • testing and rating of the safety systems.
c) Functional tests under normal operating conditions
include: 4.2.4 Evaluation of test results
The results of the tests and checks required by [4.2.3] will
1) The load points 25%, 50%, 75%, 100% of the rated
be evaluated by the attending Surveyor. Normally the main
power for which type approval is requested, to be
operating data to be recorded during the tests are those
carried out:
listed in [4.3.4].
• along the nominal (theoretical) propeller curve
The values of temperatures and pressures of media, such as
and at constant speed, for propulsion turbines
cooling media, lubricating oil, exhaust gases, etc., are to be
• at constant speed, for turbines intended for gen- within limits which, in the opinion of the Surveyor, are
erating sets. appropriate for the characteristics of the turbine tested.
2) The limit points of the permissible operating range.
4.2.5 Stage C - Inspection of turbine components
These limit points are to be defined by the turbine
Immediately after the test run as per [4.2.3], a selected
manufacturer.
number of components agreed between the manufacturer
d) An alternative testing program may be agreed between and the Society are to be presented for inspection to the
the manufacturer and the Society on a case by case Surveyor.
basis.
4.3 Type tests of turbines admitted to an
4.2.3 Stage B - Type approval tests in the presence
of the Surveyor alternative inspection scheme
During the type test, the tests listed below are to be carried 4.3.1 General
out in the presence of the Surveyor and the results are to be
Turbines admitted to testing and inspections according to
recorded in a report signed by both the turbine manufac-
an alternative inspection scheme (see NR216 Materials and
turer and the Surveyor.
Welding, Ch 1, Sec 1, [3.2]) are to be type tested in the
Any departures from this programme are to be agreed upon presence of the Surveyor in accordance with the following
by the manufacturer and the Society. requirements.
a) Load points The selection of the turbine to be tested from the production
The load points at which the turbine is to be operated line is to be agreed upon with the Surveyor.
according to the power/speed diagram are those listed
below. The data to be measured and recorded when 4.3.2 Type test
testing the turbine at various load points are to include The programme of the type test is to be in general as speci-
all necessary parameters for turbine operation. fied below, P being the rated power and n the correspond-
ing speed.
The operating time per load point depends on the tur-
bine characteristics (achievement of steady-state condi- Any departures from this programme are to be agreed upon
tion) and the time for collection of the operating values. by the manufacturer and the Society.
Normally, an operating time of 0,5 hour per load point a) 6 hours at full power
can be assumed.
b) 10 hours shared at different partial loads (25%, 50%,
At the maximum continuous power as per the following 75% and 90% of power P);
item (1) an operating time of two hours is required. Two
c) 2 hours at intermittent loads
sets of readings are to be taken at a minimum interval of
one hour. d) starting tests
1) test at maximum continuous power P: i.e. 100% e) testing of speed governor, overspeed device and lubri-
output at 100% torque and 100% speed. cating oil system failure alarm device
f) testing of the minimum speed along the nominal (theoret- c) characteristics of the fuel and lubricating oil used during
ical) propeller curve, for main propulsion turbines driving the test
fixed pitch propellers, and of the minimum speed with no
d) turbine speed
brake load, for main propulsion turbines driving control-
lable pitch propellers or for auxiliary turbines. e) brake power
The tests at the above-mentioned outputs are to be com- f) brake torque
bined together in working cycles which are to be repeated
in succession for the entire duration within the limits indi- g) intake and exhaust losses
cated. h) lubricating oil pressure and temperature
In particular, the full power test is to be carried out at the i) exhaust gas temperature in locations of the flow gas
end of each cycle. path selected by the manufacturer
The partial load tests specified in (b) are to be carried out: j) minimum starting air pressure and flow rate necessary to
purge and start the turbine in cold condition, if applica-
• along the nominal (theoretical) propeller curve and at ble.
constant speed, for propulsion turbines
• at constant speed, for turbines intended for generating 4.3.5 Inspection of main turbine components and
evaluation of test results
sets.
The provisions of [4.2.4] and [4.2.5] are to be complied
In the case of prototype turbines, the duration and pro- with, as far as applicable.
gramme of the type test will be specially considered by the
Society. 4.4 Material tests
4.3.3 Alternatives 4.4.1 The materials for the construction of the parts listed in
In cases of turbines for which the manufacturer submits Tab 3 are to be tested in compliance with the requirements
documentary evidence proving successful service experi- of NR216 Materials and Welding.
ence or results of previous bench tests, the Society may, at Magnetic particle or liquid penetrant tests are required for
its discretion, allow a type test to be carried out, in the pres- the parts listed in Tab 3 and are to be effected by the Manu-
ence of the Surveyor according to a programme to be facturer in positions agreed upon by the Surveyor, where
agreed upon in each instance. Manufacturer’s experience shows defects are most likely to
occur.
4.3.4 Data to be recorded
For important structural parts of the turbine, in addition to
During the type test, at least the following particulars are to the above-mentioned non-destructive tests, examination of
be recorded: welded seams by approved methods of inspection may be
required.
a) ambient air temperature, pressure and atmospheric
humidity in the test room Where there are grounds to doubt the soundness of any tur-
bine component, non-destructive tests using approved
b) cooling medium temperature at the inlet of the turbine detecting methods may be required.
4.6.1 Type approval certificate and its validity 5.1.6 DF gas turbines are to be fitted with a control system
Subject to the satisfactory outcome of the type tests and allowing a steady running with stable combustion, with any
inspections specified in [4.2] or [4.3], the Society will issue kind of gas as mentioned in [5.1.1] above, throughout the
to the engine manufacturer a "Type Approval Certificate" operating speed range of the turbine. Automatic switch over
valid for all turbines of the same type. to oil fuel may however be accepted at low loads.
5.1.7 Gas fuel and oil fuel supply systems to DF gas tur- 5.2 Control, alarms and safety systems
bines are to be so designed and controlled as to avoid any
excessive gas delivery to the turbine, which may result in 5.2.1 Control systems of DF gas turbines are to be type-
overspeed, in particular while the turbine is running with approved by the Society.
gas fuel and oil fuel at the same time.
5.2.2 The alarm and safety systems are to be provided in
5.1.8 Arrangements are to be made to avoid the condensa-
accordance with Tab 4.
tion of heavy hydrocarbons or water in the turbine gas inlet
system. Where this is achieved by heating the gas fuel, a
superheat of at least 28°C above the dew point is to be 5.3 Type tests
observed to ensure that no liquid may appear in the gas sys-
tem downstream of the heater. Where necessary, the gas 5.3.1 DF gas turbines are to be subjected to specific type
piping system is to be heat traced to avoid any condensa- tests in gas mode and dual fuel mode, according to an
tion, in particular during the turbine start-up. approved program.
SECTION 6 GEARING
These requirements, however, may be applied to the Before starting construction, all plans, specifications and cal-
enclosed gears, whose gear set is intended to transmit a culations listed in Tab 1 are to be submitted to the Society.
maximum continuous power less than those specified
above at the request of the Society. 1.2.2 Data
The provisions of Article [2] apply only to cylindrical invo- The data listed in Tab 2 or Tab 3 and in Tab 4 are to be sub-
lute spur or helical gears with external or internal teeth. mitted with the documents required in [1.2.1].
Values
Symbol Unit Description
Pinion Wheel
a mm Operating centre distance
bB mm Common face width (for double helix gear, width of one helix)
Q - Gearing quality class according to ISO 1328-1 1997
bS mm Web thickness
sR mm Rim thickness
Rm,rim N/mm 2 Ultimate tensile strength of the rim material
B mm Total face width of double helix gears, including gap
ds mm Shrinkage diameter
mn mm Normal module
αn deg or rad Normal pressure angle at reference cylinder
β deg or rad Helix angle at reference cylinder
x - Addendum modification coefficient
z - Number of teeth
P kW Transmitted power
n rpm Rotational speed
da mm Tip diameter
ρa0 mm Tip radius of the tool
hfp mm Basic rack dedendum
HRC - Rockwell hardness
RZf μm Mean peak-to-valley flank roughness of the gear pair
RZ μm Mean peak-to-valley roughness of the gear pair
Re,s N/mm 2 Minimum yield strength of the shaft material
ν40 mm /s 2 Nominal kinematic viscosity of oil at 40°C
pr mm Protuberance of the tool
q mm Material allowance for finish machining
dext mm External shaft diameter
dint mm Internal shaft diameter
mm Bearing span
ZE 1/2
N /mm Elasticity factor
Values
Symbol Unit Description
Pinion Wheel
Q - Gearing quality class according to ISO 1328-1 1997
sR mm Rim thickness
ds mm Shrinkage diameter
b mm Common face width (for double helix gear width of one helix)
mmn mm Mean normal module
αn deg or rad Normal pressure angle
βm deg or rad Mean helix angle
z - Actual number of teeth
δ deg or rad Pitch angle
Values
Symbol Unit Description
Pinion Wheel
xh - Addendum modification coefficient
xs - Thickness modification coefficient
haP mm Addendum of the basic rack tooth profile
hfP mm Dedendum of the basic rack tooth profile
ρa0 mm Cutter edge radius
rc0 mm Cutter radius
P kW Transmitted power
n rpm Rotational speed
HRC - Rockwell hardness
RZf μm Mean peak-to-valley flank roughness of the gear pair
RZ μm Mean peak-to-valley roughness of the gear pair
Re,s N/mm 2 Minimum yield strength of the shaft material
ν40 mm /s 2 Nominal kinematic viscosity of oil at 40°C
pr mm Protuberance of the tool
q mm Material allowance for finish machining
dext mm External shaft diameter
dint mm Internal shaft diameter
mm Bearing span
ZE 1/2
N /mm Elasticity factor
Machining
No modification
Central crowning fma
Central crowning fma + fsh
Helix correction
Helix correction + crowning
End relief
Maximum base pitch deviation of the wheel
With optimum profile correction
Material Pinion Wheel
St Wrought normalized low carbon steels
Normalized low carbon steels / cast steels
St (Cast) Cast steels
GTS (Perl.) Black malleable cast iron (perlitic structure)
GGG (Perl.) Nodular cast iron (perlitic structure)
GGG (Bai.) Cast iron materials Nodular cast iron (bainitic structure)
GGG (ferr.) Nodular cast iron (ferritic structure)
GG Grey cast iron
V Through-hardened wrought steels Carbon steels, alloy steels
V (cast) Through-hardened cast steels Carbon steels, alloy steels
Eh Case-hardened wrought steels
IF Flame or induction hardened wrought or cast steels
NT (nitr.) Nitrided wrought steels/nitrided steels Nitriding steels
NV (nitr.) /nitrided through-hardening steels Through-hardening steels
NV (nitrocar.) Wrought steels, nitrocarburized Through-hardening steels
(1) A quill shaft is a torsionally flexible shaft intended to improve the load distribution between the gears.
Re,s : Minimum yield strength of the shaft material, in For internal gear, z2, a, d2, da2, db2, x2 and dw2 are to be
N/mm2 taken negative.
RZ : Mean peak-to-valley roughness of the gear pair, z
in μm u = -----2
z1
RZf : Mean peak-to-valley flank roughness of the gear Note 1: u > 0 for external gears, u < 0 for internal gears.
pair, in μm
tan α
sR : Rim thickness, in mm tan α t = ---------------n
cos β
T : Transmitted torque, in kN.m
zi ⋅ mn
d i = ---------------
u : Reduction ratio cos β
v : Linear velocity at pitch diameter, in m/s d bi = d i ⋅ cos α t
x : Addendum modification coefficient
2⋅a
d w1 = -------------
z : Number of teeth 1+u
zn : Virtual number of teeth 2⋅a⋅u
d w2 = ------------------
αa : Transverse profile angle at tooth tip 1+u
Subscripts: n1 π ⋅ d1
The cylindrical gears for marine application are to com- Table 6 : Load sharing factor Kγ
ply with the following restrictions:
Type of gear Kγ
• 1,2 < εα < 2,5
Dual tandem without quill shaft (1) 1,15
• β < 30° gear
with quill shaft (1) 1,10
• sR > 3,5 mn Epicyclic with 3 planetary gears and less 1,00
gear
The relevant formulae are provided in [2.4] and [2.5]. with 4 planetary gears 1,20
with 5 planetary gears 1,30
The influence factors common to the formulae are given
in [2.3]. with 6 planetary gears and more 1,40
(1) A quill shaft is a torsionally flexible shaft intended to
b) Gears, for which the conditions of validity of some fac- improve the load distribution between the gears.
tors or formulae are not satisfied, will be given special
consideration by the Society.
2.3.4 Dynamic factor KV (method B)
c) Other methods of determination of load capacity will be The dynamic factor KV accounts for the additional internal
given special consideration by the Society. Any alterna- dynamic loads acting on the tooth flanks and due to the
tive calculations are to comply with the international vibrations of the pinion and the wheel.
standards ISO 6336.
The calculation of the dynamic factor KV is defined in Tab 7,
where:
2.3 General influence factors N : Resonance ratio, i.e. ratio of the pinion speed to
the resonance speed:
2.3.1 General
N = n1 / nE1, with:
General influence factors are defined in [2.3.2], [2.3.3], nE1 : Resonance speed, in rpm, defined
[2.3.4], [2.3.5] and [2.3.6]. Alternative values may be used by the following formula:
provided they are derived from appropriate measurements.
30000 c γα
n E1 = ---------------- ⋅ ---------
-
2.3.2 Application factor KA πz 1 m red
The load sharing factor Kγ accounts for the uneven sharing Ns = 0,85
of load on multiple path transmissions, such as epicyclic • if Ft KA / b < 100 N/mm:
gears or tandem gears.
Ft KA
N s = 0,5 + 0,35 -------------
The values of Kγ are given in Tab 6. 100b
Note 1:
BP : Non-dimensional parameter taking into account the effect of tooth deviations and profile modifications:
c′ ⋅ f pb, eff
B P = --------------------------
-
KA ⋅ ( Ft ⁄ b )
with:
c’ : Single stiffness defined in Tab 9
fpb,eff : Effective base pitch deviation, in μm, equal to: fpb,eff = fpb − yα
with fpb defined in Tab 14 and yα defined in Tab 15
Bf : Non-dimensional parameter taking into account the effect of tooth deviations and profile modifications:
Bf = BP
Bk : Non-dimensional parameter taking into account the effect of tooth deviations and profile modifications:
c′ ⋅ C a
B k = 1 – ---------------------
-
KA ⋅ Ft ⁄ b
with:
σ Hlim 2
C a = ------ ⋅ -----------
- – ( 18,45 ) + 1,5
1
18 97
When material of the pinion is different from that of the wheel: Ca = 0,5 (Ca1 + Ca2)
Cv1 : Factor for pitch deviation effects: Cv1 = 0,32
Cv2 : Factor for tooth profile deviation effects:
• if 1 < εγ ≤ 2 : Cv2 = 0,34
• if 2 < εγ : Cv2 = 0,57 / (εγ − 0,3)
Cv3 : Factor for cyclic variation effect in mesh stiffness:
• if 1 < εγ ≤ 2 : Cv3 = 0,23
• if 2 < εγ : Cv3 = 0,096 / (εγ − 1,56)
Cv5 : Factor: Cv5 = 0,47
Cv6 : Factor:
• if 1 < εγ ≤ 2 : Cv6 = 0,47
• if 2 < εγ : Cv6 = 0,12 / (εγ − 1,74)
Cv7 : Factor:
• if 1 < εγ ≤ 1,5 : Cv7 = 0,75
• if 1,5 < εγ ≤ 2,5 : Cv7 = 0,125 sin[π (εγ − 2)] + 0,875
• if 2,5 < εγ : Cv7 = 1
2
π d a1 + d f1 2 ( d f1 + d a1 )
2 ⋅ ( d fi – 2 ⋅ s Ri ) m red = --- ⋅ --------------------
- ⋅ -----------------------------------------------------------------------------------------
-
sRi ≠ 0 q i = -------------------------------------
- 8 2d b1 1 1
d fi + d ai 4 ⋅ -----------------------------
4
+ ---------------------------------------
4
-
2
( 1 – q1 ) ⋅ ρ1 ( 1 – q2 ) ⋅ ρ2 ⋅ u
Note 1:
ρi is the density of gearing material (ρ = 7,83 ⋅ 10−6 for steel)
(1) When εα < 1,2: cγα may be reduced up to 10% in case of spur gears.
Note 1:
c’ : Single stiffness, in N/(mm.μm)
c’th : Theoretical mesh stiffness, in N/(mm.μm), equal to:
1
c′th = --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
0,15551 0,25791 0,11654 x 0,24188 x
0, 04723 + ----------------------- + ----------------------- – 0, 00635 x 1 – 0, 00193 x 2 – ----------------------------1 – ----------------------------2 + 0, 00529 x 1 + 0, 00182 x 2
2 2
z n1 z n2 z n1 z n2
When pinion basic rack dedendum is different from that of the wheel, CB = 0,5 (CB1 + CB2).
2.3.5 Face load distribution factors KHβ and KFβ The calculations of the running-in allowance yβ and the
(method C) running-in factor χβ are defined in Tab 12.
The face load distribution factors, KHβ for contact stress and The calculation of the mesh misalignment due to defor-
KFβ for tooth root bending stress, account for the effects of mations of shafts depends on the constant of the pinion
non-uniform distribution of load across the face width. K’ and the distance s of the pinion. They are defined in
Tab 13.
a) The values of KHβ are given in Tab 10. They apply only
to gears with: b) KFβ is to be determined using the following formula:
• pinion on a solid or hollow shaft with an inner where b/h is the smaller of bB1/h1 and bB2/h2 but is not to
diameter ratio not exceeding 0,5 and located sym- be taken lower than 3.
metrically between the bearings
2.3.6 Transverse load distribution factors KHα and
• no effect of clearances
KFα (method B)
• no external loads acting on the pinion shaft.
The transverse load distribution factors, KHα for contact
Note 1: Gears for which the above conditions are not satisfied will stress and KFα for tooth root bending stress, account for the
be given special consideration by the Society. effects of pitch and profile errors on the transversal load dis-
tribution between two or more pairs of teeth in mesh.
The calculation of the initial equivalent misalignment
Fβx is defined in Tab 11. The values of KHα and KFα are given in Tab 14.
F βy c γβ
----------------
-≥1
b cal 2F m ⁄ b 2F βy c γβ
-------- = ----------------- ≤ 1 K Hβ = ------------------ ≥2
2F m ⁄ b b F βy c γβ Fm ⁄ b
F βy c γβ b cal Fm ⁄ b F βy c γβ
----------------
-<1 -------- = 0,5 + --------------
->1 K Hβ = 1 + ----------------
-<2
2F m ⁄ b b F βy c γβ 2F m ⁄ b
Note 1:
bcal : Calculated face width, in mm
Fm : Mean transverse tangential load, in N:
Fm = Ft KA KV
Fβy : Effective misalignment after running-in, in μm:
Fβy = Fβx − yβ = Fβx χβ
where:
Fβx : Initial equivalent misalignment. Estimated values are given in Tab 11
yβ , χβ : Running-in allowance, in μm, and running-in factor, respectively, defined in Tab 12
cγβ : Mesh stiffness, in N/(mm⋅μm):
cγβ = 0,85 cγα
cγα being the mesh stiffness defined in Tab 9.
where:
B* : Transmitted torque factor depending on k, percentage of input torque transmitted in one gear mesh:
• for spur and single helical gears: B* = 1 + 2 (100 − k) / k
• for double helical gears: B* = 0,5 + (200 − k) / k
K’ : Constant of the pinion defined in Tab 13
s : Distance of the pinion, in mm, as shown in Tab 13
fma : Mesh misalignment due to manufacturing deviations, in μm.
Material yβ , in μm χβ Limitations
yβ ≤ Fβx and χβ ≥ 0
St, St (cast), GTS (perl.), GGG (perl.), 320 320
y β = -------------- F βx χ β = 1 – -------------- • if 5 m/s < v ≤ 10 m/s: yβ ≤ 25600 / σH, lim
GGG (bai.), V, V (cast) σ H, lim σ H, lim
• if 10 m/s < v: yβ ≤ 12800 / σH, lim
• if 5 m/s < v ≤ 10 m/s: yβ ≤ 45
GGG (ferr.), GG y β = 0,55 F βx χ β = 0,45
• if 10 m/s < v: yβ ≤ 22
Eh, IF, NT (nitr.), NV (nitr.),
y β = 0,15 F βx χ β = 0,85 yβ ≤ 6
NV (nitrocar.)
Note 1: σH, lim is defined in [2.4.9].
Note 2: When material of the pinion differs from that of the wheel: yβ = 0,5 (yβ1 + yβ2) and χβ = 0,5 (χβ1 + χβ2)
Constant K’ Constant K’
Arrangement (1)
with stiffening without stiffening (2)
T
0,48 0,8
/2 /2
T
− 0,48 − 0,8
/2 /2
T 1,33 1,33
s
− 0,36 − 0,6
/2
− 0,6 − 1,0
/2
(1) The following limitation is to be verified except when helix correction is applied:
s / < 0,3
(2) No stiffening is assumed when d1 / dsh < 1,15 or when the pinion is keyed or shrinked to the shaft.
ε c γα ( f pb – y α ) εγ
εγ ≤ 2 K Hα = K Fα = ----γ 0,9 + 0,4 -----------------------------
- ------------
- ≥ K Hα ≥ 1
2 F tH ⁄ b εα Zε
2
2 ( ε γ – 1 ) c γα ( f pb – y α ) εγ
εγ > 2 K Hα = K Fα = 0,9 + 0,4 ---------------------- ------------------------------ -------------------------------------
- ≥ K Fα ≥ 1
εγ F tH ⁄ b 0,25 ε α + 0,75
Note 1:
cγα : Mesh stiffness, in N/mm.μm, defined in Tab 9
fpb : Larger value of the base pitch deviation of pinion or wheel, in μm.
0,5 0,5 ( Q i – 5 )
Default value: f pb = 0,3 ( m n + 0,4 d bi + 4) ⋅ 2
Material yα , in μm Limitations
St, St (cast), GTS (perl.), GGG (perl.), 160 • if 5 m/s < v ≤ 10 m/s: yα ≤ 12800 / σH,lim
y α = -------------- f pb
GGG (bai.), V, V (cast) σ H, lim • if 10 m/s < v: yα ≤ 6400 / σH,lim
• if 5 m/s < v ≤ 10 m/s: yα ≤ 22
GGG (ferr.), GG yα = 0,275 fpb
• if 10 m/s < v: yα ≤ 11
Eh, IF, NT (nitr.), NV (nitr.), NV (nitrocar.) yα = 0,075 fpb yα ≤ 3
Note 1: fpb is defined in Tab 14 and σH,lim is defined in [2.4.9].
Note 2: When material of the pinion differs from that of the wheel: yα = 0,5 (yα1 + yα2)
tan α tw 4–ε ε
M 2 = ---------------------------------------------------------------------------------------------------------------------------
- Z ε = -------------α- ⋅ ( 1 – ε β ) + ----β-
d 2
d 2 3 εα
------- – 1 – ------- ⋅ ------- – 1 – ( ε – 1 ) -------
a2 2π a1 2π
d b2 z2 d b1 α
z1
2.4.7 Helix angle factor Zβ
b) for helical gears:
The helix angle factor Zβ accounts for the influence of helix
• if εβ ≥ 1: angle on the surface durability, allowing for such variables
ZB = ZD = 1 as the distribution of the load along the lines of contact.
Note 1: For gears with εα ≤ 1, a specific analysis of the decisive 2.4.8 Permissible contact stress σHP
contact stress along the path of contact is necessary.
The permissible contact stress σHP , in N/mm2, is to be deter-
Note 2: For internal gears, ZD = 1. mined separately for pinion and wheel, using the following
formula:
2.4.4 Zone factor ZH
σ H ,lim
The zone factor ZH accounts for the influence on the hertz- σ HP = ------------
- ⋅ Z NT ⋅ Z L ⋅ Z V ⋅ Z R ⋅ Z W ⋅ Z X
SH
ian pressure of tooth flank curvature at the pitch point and
transforms the tangential force at the reference cylinder to where:
normal force at the pitch cylinder.
σH,lim : Endurance limit for contact stress, defined in
ZH is to be determined as follows: [2.4.9]
2 ⋅ cos β b ⋅ cos α tw ZNT : Life factor for contact stress, defined in [2.4.10]
ZH = --------------------------------------------
2
-
( cos α t ) ⋅ sin α tw ZL, ZV, ZR: Lubrication, speed and roughness factors,
respectively, defined in [2.4.11]
2.4.5 Elasticity factor ZE
ZW : Hardness ratio factor, defined in [2.4.12]
The elasticity factor ZE accounts for the influence of the
metal properties (module of elasticity E and Poisson’s ratio ZX : Size factor for contact stress, defined in [2.4.13]
ν) on the hertzian pressure. SH : Safety factor for contact stress, defined in [2.4.14].
For steel gears: ZE = 189,8 N /mm. 1/2
The contact ratio factor Zε accounts for the influence of the The values to be adopted for σH,lim are given, in N/mm2,
transverse contact ratio and the overlap ratio on the specific with the following formula, in relation to the type of steel
surface load of gears. employed and the heat treatment performed:
The lubricant factor ZL accounts for the influence of the type σ H ,lim
C ZR = 0 ,32 – ------------
-
of the lubricant and the influence of its viscosity, the speed 5000
factor ZV accounts for the influence of the pitch line veloc- • if σH,lim > 1200 N/mm2:
ity, and the roughness factor ZR accounts for the influence
CZR = 0,08
of the surface roughness on the surface endurance capacity.
These factors are to be determined as follows: 2.4.12 Hardness ratio factor ZW
a) Lubricant factor ZL The hardness ratio factor ZW accounts for the increase of the
surface durability in the following cases:
4 ⋅ ( 1 ,0 – C ZL )
Z L = C ZL + -----------------------------------
2 a) Surface-hardened with through-hardened wheel
1 ,2 + 134 ----------
ν 40 • if HB < 130:
0,15
Z W = 1,2 ⋅ ---------
where: 3
R ZH
CZL : Constant for lubricant factor, equal to:
• if 130 ≤ HB ≤ 470:
• for σH,lim < 850 N/mm2:
HB – 130 3 0,15
CZL = 0,83 Z W = 1,2 – ------------------------ ⋅ ---------
1700 R ZH
• if 850 N/mm2 ≤ σH,lim ≤ 1200 N/mm2: • if HB > 470:
σ H ,lim 3 0,15
C ZL = ------------
- + 0 ,6357 Z W = ---------
4375 R ZH
• if σH,lim > 1200 N/mm2: where:
CZL = 0,91 RZH : Equivalent roughness, in μm, equal to:
0,33 0,66
b) Speed factor ZV R Zf1 ( 10 ⁄ ρ red ) ⋅ ( R Zf1 ⁄ R Zf2 )
R ZH = ---------------------------------------------------------------------------------
0,33
-
2 ⋅ ( 1 ,0 – C ZV ) ( ν 40 ⋅ v ⁄ 1500 )
Z V = C ZV + -----------------------------------
-
32 ρred being the relative radius of curvature
0 ,8 + ------
v defined in [2.4.11].
b) Through-hardened pinion and wheel with pinion sub- YB : Rim thickness factor, defined in [2.5.6]
stantially harder than the wheel (in that case, the hard-
ness factor is to be applied only to the wheel) YDT : Deep tooth factor, defined in [2.5.7]
2.4.14 Safety factor for contact stress SH YF is to be determined separately for the pinion and the
wheel, using the following formula:
The values to be adopted for safety factor for contact stress
SH are given in Tab 18. h Fe
6 ------ - cos α Fen
mn
Table 18 : Safety factor for contact stress SH Y F = ------------------------------
-
s Fn 2
------- cos α n
m n
Type of installation SH
where:
Main gears single machinery 1,25
(propulsion) duplicate machinery 1,20
hFe : Bending moment arm, in mm:
h Fe 1 d en
2.5 Calculation of tooth bending strength ------- = --- ( cos γ e – sin γ e tan α Fen ) ------
-
mn 2 mn
π ρ fPv
– --- z n cos --- – θ + ------------ – -------
2.5.1 General 1 G
-
2 3 cos θ m n
The criterion for the tooth root bending strength is based on
the local tensile stress at the tooth root in the direction of • for internal gears:
the tooth height.
The tooth root bending stress σF , defined in [2.5.2], is not to h Fe 1 d en
------- = --- ( cos γ e – sin γ e tan α Fen ) ------
-
mn 2 mn
exceed the permissible tooth root bending stress σFP defined
π ρ fPv
– --- z n cos --- – θ – 3 ------------ – -------
in [2.5.8]. 1 G -
2 6 cos θ m n
2.5.2 Tooth root bending stress σF
sFn : Tooth root chord at the critical section, in mm:
The tooth root bending stress σF is to be determined as follows:
• for external gears:
Ft
σ F = --------------
-Y ⋅ Y ⋅ Y ⋅ Y ⋅ Y ⋅ K ⋅ K ⋅ K ⋅ K ⋅ K
b ⋅ m n F S β B DT A γ V Fβ Fα s Fn π ρ fPv
- = z n sin --- – θ + 3 ------------ – -------
G
------ -
mn 3 cos θ m n
where:
YF : Tooth form factor, defined in [2.5.3] • for internal gears:
YS : Stress correction factor, defined in [2.5.4] s Fn π ρ fPv
- = z n sin --- – θ + ------------ – -------
G
------ -
Yβ : Helix angle factor, defined in [2.5.5] mn 6 cos θ m n
ρfPv : Fillet radius at the basic rack, in mm: den : Parameter defined by the following formula:
• for external gears: 2 2 2 2
2z d an – d bn πd cos β cos α n d bn
ρfPv = ρa0 d en = ------ ----------------------------- – ------------------------------------ ( ε αn – 1 ) + ---------
z 2 z 4
• for internal gears: with:
1,95
( x 2 + h fP ⁄ m n – ρ a0 ⁄ m n ) dan : Virtual tip diameter, in mm:
ρ fPv = ρ a0 + m n ⋅ ------------------------------------------------------------------
z
-
3,156 ⋅ 1,036 2
dan = dn + da − d
G : Parameter defined by the following formula:
εαn : Virtual transverse contact ratio:
ρ fPv h fP
G = -------
- – ------- + x εα
mn mn ε αn = ---------------------
-2
( cos β b )
θ : Parameter defined by the following formula:
2G 2.5.4 Stress correction factor YS (method B)
θ = -------- tan θ – H
zn The stress correction factor YS is used to convert the nomi-
This transcendental equation is to be calculated nal bending stress to local tooth root stress, assuming the
by iteration load is applied at the outer point of a single pair tooth con-
tact. It takes into account the influence of:
H : Parameter defined by the following formulae:
• the bending moment
• for external gears:
• the proximity of the load application to the critical section.
2 π E π
H = ----- --- – ------- – ---
z n 2 m n 3 YS is to be determined as follows:
spr = pr − q s Fn
q s = --------
-
2ρ F
The parameters of the virtual gears are defined as follows:
αFen : Load direction angle: with sFn defined in [2.5.3]
αFen = αen − γe Note 1: The notch parameter should be within the range:
1 ≤ qs < 8
γe : Parameter defined by the following formula:
ρF : Radius of root fillet, in mm:
0,5 π + 2 ⋅ tan α n ⋅ x
γ e = -------------------------------------------------
- + invα n – invα en ρ ρ fPv 2G
2
zn ------F- = -------
- + ----------------------------------------------------------------
mn m n cos θ ⋅ ( z n ⋅ cos 2θ – 2G )
with inv, involute function, equal to:
inv α = tan α − α 2.5.5 Helix angle factor Yβ
αen : Form factor pressure angle: The helix angle factor Yβ converts the tooth root stress of a
virtual spur gear to that of the corresponding helical gear,
d bn
cos α en = ------
- taking into account the oblique orientation of the lines of
d en
mesh contact.
dbn : Virtual base diameter, in mm:
Yβ is to be determined as follows:
dbn = dn cos αn
if εβ ≤ 1 and β ≤ 30°: Yβ = 1 − εβ β / 120
with:
if εβ ≤ 1 and β > 30°: Yβ = 1 − 0,25 εβ
dn : Virtual reference diameter, in mm:
if εβ > 1 and β ≤ 30°: Yβ = 1 − β / 120
d
d n = ----------------------2 = m n z n
( cos β b ) if εβ > 1 and β > 30°: Yβ = 0,75
2.5.6 Rim thickness factor YB YX : Size factor for tooth root bending stress, defined
in [2.5.14]
The rim thickness factor YB is a simplified factor used to de-
rate thin rimmed gears. For critically loaded applications, SF : Safety factor for tooth root bending stress,
this method should be replaced by a more comprehensive defined in [2.5.15].
analysis.
YB is to be determined as follows: 2.5.9 Endurance limit for tooth root bending stress σFE
• for external gears: The endurance limit for tooth root bending stress σFE is the
local tooth root stress which can be permanently endured.
- when sR / h ≥ 1,2:
The values to be adopted for σFE are given, in N/mm2, with
YB = 1,0 the following formula, in relation to the type of steel
- when 1,2 > sR / h > 0,5: employed and the heat treatment performed:
σFE = A x + B
Y B = 1,6 ln 2,242 ----
h
s R
where:
Note 1: sR / h ≤ 0,5 is to be avoided. A, B : Constants determined in Tab 19
• for internal gears: x : Surface hardness HB or HV, in N/mm2. The lim-
- when sR / mn ≥ 3: itations xmin and xmax on surface hardness are
indicated in Tab 19.
YB =1,0
Special consideration will be given to other values of σFE,
- when 3 > sR / mn > 1,75: depending on the material category and specification of the
steel employed.
m
Y B = 1,15 ln 8,324 -------n
sR
2.5.10 Design factor Yd
Note 2: sR / h ≤ 1,75 is to be avoided.
The design factor Yd takes into account the influence of load
reversing and shrink fit prestressing on the tooth root strength.
2.5.7 Deep tooth factor YDT
The deep tooth factor YDT adjusts the tooth root stress to Yd is to be determined as follows:
take into account high precision gears and contact ratios • for gears with occasional part load in reverse direction,
within the range 2,05 < εαn ≤ 2,5 (where εαn is defined in such as main wheel in reverse gearboxes: Yd = 0,9
[2.5.3]).
• for idler gears (driven and driving tooth for each cycle
YDT is to be determined as follows: i.e. alternating load): Yd = 0,7
• if εαn > 2,5 and Q ≤ 4: YDT = 0,7 • for shrunk on pinions and wheel rims:
• if 2,5 < εαn ≤ 2,5 and Q ≤ 4: YDT = − 0,666 εαn + 2,366 Yd = 1 − σT / σFE
• otherwise: YDT = 1,0 with:
2.5.8 Permissible tooth root bending stress σFP σFE : Endurance limit for tooth root bending stress
(see [2.5.9])
The permissible tooth root bending stress σFP is to be deter-
mined separately for pinion and for wheel, using the follow- σT : Tangential stress induced by the shrinkage at
ing formula: the tooth root diameter.
Number of YRrelT
Material YNT Material
load cycles NL
Rz < 1 1 ≤ Rz ≤ 40
St, St (cast), GTS (perl.), NL ≤ 103 or static 2,5
V, V (cast),
GGG (perl.),
NL = 3 ⋅ 106 1,0 GGG (perl.),
1,120 1,674 − 0,529 (Rz + 1)0,1
GGG (bai.), V, GGG (bai.),
V (cast), Eh, IF NL = 10 10 0,85 up to 1,0 Eh, IF
NL ≤ 103 or static 1,6 St, St (cast) 1,070 5,306 − 4,203 (Rz + 1)0,01
GGG (ferr.), GG,
NL = 3 ⋅ 106 1,0 GG, GGG (ferr.),
NT (nitr.), NV (nitr.) 1,025 4,299 − 3,259 (Rz + 1)0,0058
NT, NV
NL = 1010 0,85 up to 1,0
Note 1:
NL ≤ 103 or static 1,1
Rz : Mean peak-to-valley roughness, in μm: Rz = 6 Ra
NV (nitrocar.) NL = 3 ⋅ 106 1,0 with Ra : Arithmetic mean roughness.
The criterion for scuffing resistance is based on the calculation 2.6.4 Mean coefficient of friction μm
of the flash temperature method. According to this method, the
An estimation of the mean coefficient of friction μm of com-
risk of scuffing is assessed as a function of the properties of
mon working conditions could be used with the following
gear material, the lubricant characteristics, the surface rough-
formula:
ness of tooth flanks, the sliding velocities and the load.
0,2
w Bt
The interfacial contact temperatures are calculated as the μ m = 0, 06 ⋅ ------------------------
- ⋅ XL ⋅ XR
sum of the interfacial bulk temperature of the moving inter- v gΣC ⋅ ρ relC
face and the fluctuating flash temperature of the moving where:
faces in contact.
wBt : Transverse unit load, in N/mm, defined in [2.6.9]
The maximum value of the interfacial contact temperature
vgΣC : Sum of tangential velocities in pitch point, in m/s:
reduced by oil temperature is not to exceed 0,8 times the
scuffing temperature reduced by oil temperature: vgΣC = 2 v sin αtw
(ΘB,Max − Θoil) ≤ 0,8 (ΘS − Θoil) with v not taken greater than 50 m/s
values has to be used for the calculation of maximum con- X M = 1000 -----------
-
BM
tact temperature.
where:
2.6.3 Flash temperature Θfl Er : Reduced modulus of elasticity, in N/mm2:
The flash temperature Θfl at any point along the path of con- 2
tact, in °C, is calculated with the following formula: E r = ---------------------------------------------------------------
( 1 – ν1 ) ⁄ E1 + ( 1 – ν2 ) ⁄ E2
0, 5
0, 75 v E1, E2 : Moduli of elasticity of pinion and wheel mate-
Θ fl = μ m ⋅ X M ⋅ X J ⋅ X G ⋅ ( X Γ ⋅ w Bt ) ⋅ ----------
0, 25
a rial, in N/mm2
where: ν1, ν2 : Poisson’s ratios of pinion and wheel material
μm : Mean coefficient of friction, defined in [2.6.4] BM : Mean thermal contact coefficient, in
XM : Thermo-elastic factor, in K⋅N −3/4 ⋅s
−1/2⋅m −1/2 ⋅mm, N⋅mm−1/2⋅m−1/2⋅s−1/2⋅K−1, equal to:
defined in [2.6.5] BM = (BM1 + BM2) / 2
BMi : Thermal contact coefficient of pinion material Table 26 : Parameter Γ on the line of action
(i = 1) and wheel material (i = 2), given in
N⋅mm−1/2⋅m−1/2⋅s−1/2⋅K−1 and equal to: Point Γ
A : Lower end point of z tan α a2
BMi = (0,001 λMi ρMi cMi)0,5 Γ A = – ----2- ----------------
- – 1
the path of contact z 1 tan α wt
An average value of 435 N⋅mm−1/2⋅m−1/2⋅s−1/2⋅K−1
AU : Lower end point of ΓAU = ΓA + 0,2 sin βb
for martensitic steels could be used when
buttressing effect
thermo-elastic coefficient is not known
AB : Intermediate point ΓAB = 0,5 (ΓA + ΓB)
λMi : Heat conductivity of pinion material (i = 1) and between A and B
wheel material (i = 2), in N⋅s−1⋅K−1 B : Lower point of single tan α a1 2π
Γ B = ----------------
- – 1 – -----------------------
ρMi : Density of pinion material (i = 1) and wheel pair tooth contact tan α wt z 1 tan α wt
material (i = 2), in kg⋅m−3 C : Point with parameter ΓC = 0
cMi : Specific heat per unit mass of pinion material equal to 0
(i = 1) and wheel material (i = 2), in J⋅kg−1⋅K−1. M : Intermediate point ΓM = 0,5 (ΓA + ΓE)
between A and E
2.6.6 Approach factor XJ D : Upper point of single z tan α a2
Γ D = – ----2- ----------------
- – 1 + -----------------------
2π
The approach factor XJ takes empirically into account an pair tooth contact z 1 tan α wt z 1 tan α wt
increased scuffing risk in the beginning of the approach DE : Intermediate point ΓDE = 0,5 (ΓD + ΓE)
path, due to mesh starting without any previously built up between D and E
oil film. The approach factor at any point should be calcu-
EU : Upper end point of ΓEU = ΓE − 0,2 sin βb
lated according to the following formula:
buttressing effect
• when pinion drives the wheel: E : Upper end point of tan α a1
the path of contact Γ E = ----------------
-–1
- for Γ ≥ 0: tan α wt
ΓE : Parameter of the upper end point of the path of • for wide helical gears (εγ ≥ 2) with profile modification:
contact, defined in Tab 26. XΓ = XΓ,wm Xbut
• for ΓD < Γ ≤ ΓDE , provided that XΓ,m ≤ 1: • for meshes with additional spray for cooling
purpose: XS = 1,0
C a2 1 1 2 C a2 Γ E – Γ
X Γ, m = 1 – -------
- --- + --- + --- -------- ------------------ • for gears submerged in oil, provided suffi-
C eff 3 3 3 C eff Γ E – Γ D
cient cooling: XS = 0,2
• for ΓDE < Γ, provided that XΓ,m ≥ 0: Xmp : Multiple mating pinion factor:
C a1 1 1 2 C a1 Γ E – Γ
X Γ, m = 1 – -------
- --- + --- + --- -------- ------------------ 3+n
X mp = ---------------p
C eff 3 3 3 C eff Γ E – Γ D 4
XΓ,wm : Load sharing factor for profile modification: np : Number of mesh in contact
• for Γ < ΓAB , provided that XΓ,wm ≥ 0: Θfl,m : Average flash temperature on the path of con-
C a2 1 tact, in °C.
X Γ, wm = 1 – ------- - -----
C eff ε α The average temperature should be calculated
( ε α – 1 )C a1 + ( 3ε α + 1 )C a2 Γ – Γ A on at least ten equidistant points on the path
+ -----------------------------------------------------------------
- ------------------
2ε α ( ε α + 1 )C eff ΓB – ΓA line of contact between ΓA and ΓE.
σFE : Endurance limit for tooth root bending stress, in pet = mmt π cos αvt
N/mm²
2 2 2 2
σFP : Permissible tooth root bending stress, in N/mm² ( g vα = 0, 5 ( d va1 – d vb1 + d va2 – d vb2 ) – a v sin α vt )
ε = g vα
------
-
σH : Contact stress, in N/mm² vα p et
σH,lim : Endurance limit for contact stress, in N/mm²
ε = b sin β
σHP : Permissible contact stress, in N/mm². -----------------m-
vβ πm mn
Subscripts: 2 2
( ε vγ = ε vα + ε vβ )
• 1 for pinion, i.e. the gear having the smaller number of
teeth • if εvβ < 1:
bε vα
• 2 for wheel. bm = ---------------------------
2
- ⋅ ε 2vγ – ( 2 – ε vα ) 2 ⋅ ( 1 – ε vβ ) 2
cos β vb ⋅ ε vγ
3.1.2 Geometrical definitions • if εvβ ≥ 1:
In the calculation of surface durability, b is the minimum face bε vα
bm = ---------------------------
-
width on the pitch diameter between pinion and wheel. cos β vb ⋅ ε vγ
In tooth strength calculations, b1 and b2 are the face widths at ’bm = bm cos βvb
the respective tooth roots. In any case, b1 or b2 are not to be c) Geometrical definitions of virtual cylindrical gears in
taken greater than b by more than one module mmn (in case of normal section (suffix vn)
width of one gear much more important than the other). z vi
z vni = --------------------------------------------
-
2
a) General geometrical definitions cos β m ⋅ ( cos β vb )
z
dvni = mmn zvni
u = -----2
z1 avn = 0,5 (dvn1 + dvn2)
z i m mn dvani = dvni + 2 haPi
d ei = ---------------
- + b i sin δ i
cos β m dvbni = dvni cos αn
d e1 d e2
r e = ----------------
- = ----------------
- 2 2
g vαn = 0,5 ( d van1 – d vbn1 + d van2 – d vbn2 ) – a vn sin α n
2 2
2 sin δ 1 2 sin δ 2
ε vα
rm = re − 0,5 b ε vαn = -----------------------
-
( cos β vb ) 2
d e1 d e2 d) Definitions of transmissions characteristics
m et = ------
- = ------
-
z1 z2
60 P
r m m et T i = ------- ⋅ ----
m mt = ------------- 2π n i
re P 60
F mt = ----- ⋅ ------------ ⋅ 10
6
z i m mn n 1 πd m1
d mi = ---------------
-
cos β m πn d m1 πn d m2
v mt = ---------1 ⋅ -------- = ---------2 ⋅ --------
60 10 3 60 10 3
b) Geometrical definitions of virtual cylindrical gears in
0, 5 ⋅ ( Q i – 5 ) 0, 5
transverse section (suffix v) F βi = 2 ⋅ ( 0,1 ⋅ d vi + 0,63 b + 4 ,2 )
zi
z vi = ------------- 3.2 Principle
cos δ i
z v2
u v = ------
- 3.2.1
z v1
a) The following requirements apply to bevel spur or heli-
tan α
tan α vt = ---------------n- cal gears with external teeth, and provide a method for
cos β m
the calculation of the load capacity with regard to:
sin βvb = sin βm ⋅ cos αn • the surface durability (contact stress)
• the tooth root bending stress.
d mi
d vi = ------------- The bevel gears for marine application are to comply
cos δ i
with the following restrictions:
av = 0,5 (dv1 + dv2) • 1,2 < εvα < 2,5
dvai = dvi + 2 haPi • βm < 30°
dvbi = dvi cos αvt • sR > 3,5 mmn
The relevant formulae are provided in [3.4] and [3.5].
dvfi = dvi + 2 mmn xhi − 2 hfPi
The influence factors common to the formulae are given
hvi = 0,5 (dvai − dvfi) in [3.3].
b) Gears, for which the conditions of validity of some fac- cγ : Mesh stiffness, in N/(mm.μm):
tors or formulae are not satisfied, will be given special
cγ = 20 CF Cb
consideration by the Society.
CF and Cb being the correction fac-
c) Other methods of determination of load capacity will be
tors for non average conditions
given special consideration by the Society. Any alterna-
defined in Tab 28.
tive calculations are to comply with the international
standards ISO 6336.
Table 28 : Correction factors CF and Cb
The load sharing factor Kγ accounts for the uneven sharing • intermediate range, when 1,25 ≤ N ≤ 1,50
of load on multiple path transmissions, such as epicyclic This field is normally to be avoided. Some alternative
gears or tandem gears. and more precise calculation could be accepted and
special consideration will be given by the Society
The values of Kγ to be used are given in Tab 6.
• supercritical range, when 1,50 < N.
3.3.4 Dynamic factor Kv
3.3.5 Face load distribution factors KHβ and KFβ
The dynamic factor KV accounts for the additional internal
dynamic loads acting on the tooth flanks and due to the The face load distribution factors, KHβ for contact stress and
vibrations of the pinion and wheel. KFβ for tooth root ending stress, account for the effects of
non-uniform distribution of load across the face width.
The calculation of the dynamic factor KV is defined in Tab 29,
where: a) The calculation of KHβ is to be defined according to the
mounting conditions of pinion and wheel:
N : Resonance ratio, i.e. ratio of the pinion speed to
the resonance speed: • neither member cantilever mounted:
KHβ = 1,575 / Cb
N = n1 / nE1, with:
• one member cantilever mounted:
nE1 : Resonance speed, in rpm, defined
by the following formula: KHβ = 1,650 / Cb
• both members cantilever mounted:
30000 cγ
n E1 = ---------------- ⋅ ---------
-
π ⋅ z1 m red KHβ = 1,875 / Cb
mred : Reduced mass of gear pair, in b) KFβ is to be determined using the following formula:
kg/mm. Estimated calculation of mred
KFβ = KHβ / KF0 , with:
is given by the following formula:
KF0 : Lengthwise curvature factor. It is to be taken
2 2
ρ ⋅ 10 –6 ⋅ π d m1 u above 1,0 and below 1,15 considering the
m red = -------------------------- ⋅ ---------------------
-2 ⋅ ---------------2
8 ( cos α n ) 1 + u following formula:
0, 279 -
ρ : Density of gearing material, equal to: ----------------------------
log ( sin βm )
r c0
K F0 = 0, 211 ⋅ -----
- + 0, 789
ρ = 7,83 for steel rm
with:
c’ : Single stiffness, in N/(mm⋅μm):
c’ = 14 CF Cb , with CF and Cb defined in Tab 28
fp,eff : Effective base pitch deviation, in μm:
fp,eff = fpt − yα
with fpt defined in Tab 30 and yα defined in Tab 31
Bf : Non-dimensional parameter taking into account the effect of tooth deviations and profile modifications:
Bf = Bp
CV1 : Factor for pitch deviation effects:
Cv1 = 0,32
CV2 : Factor for tooth profile deviation effects:
• if 1 < εvγ ≤ 2:
CV2 = 0,34
• if 2 < εvγ:
0,57
C V2 = ----------------------
ε vγ – 0,3
CV7 : Factor:
• if 1 < εvγ ≤ 1,5:
CV7 = 0,75
• if 1,5 < εvγ ≤ 2,5:
CV7 = 0,125 sin[π (εvγ − 2)] + 0,875
• if 2,5 < εvγ:
CV7 = 1
3.3.6 Transverse load distribution factors KHα and 3.4 Calculation of surface durability
KFα
3.4.1 General
The transverse load distribution factors, KHα for contact
The criterion for surface durability is based on the contact
stress and KFα for tooth root bending stress, account for the stress (hertzian pressure) σH on the pitch point or at the
effects of pitch and profile errors on the transversal load dis- inner point of single pair contact.
tribution between two or more pairs of teeth in mesh.
The contact stress σH , defined in [3.4.2], is not to exceed
The values of KHα and KFα are given in Tab 30. the permissible contact stress σHP defined in [3.4.9].
Note 1:
cγ : Mesh stiffness, in N/mm.μm, defined in [3.3.4]
fpt : Larger value of the single pitch deviation of pinion or wheel, in μm.
0,5 0,5 ( Q i – 5 )
Default value: f pt = 0,3 ( m mn + 0,4 d vbi + 4) ⋅ 2
Material yα , in μm Limitations
St, St (cast), GTS (perl.), GGG (perl.), 160 • if 5 m/s < vmt ≤ 10 m/s: yα ≤ 12800 / σH,lim
-------------- f pt
GGG (bai.), V, V (cast) σ H, lim • if 10 m/s < vmt: yα ≤ 6400 / σH,lim
• if 5 m/s < vmt ≤ 10 m/s: yα ≤ 22
GGG (ferr.), GG 0,275 fpt
• if 10 m/s < vmt: yα ≤ 11
Eh, IF, NT (nitr.), NV (nitr.), NV (nitrocar.) 0,075 fpt yα ≤ 3
Note 1: fpt is defined in Tab 30 and σH,lim is defined in [3.4.10].
Note 2: When material of the pinion differs from that of the wheel: yα = 0,5 (yα1 + yα2)
3.4.6 Load-sharing factor ZLS 3.4.11 Life factor for contact stress ZNT
The load-sharing factor ZLS accounts for load sharing The life factor ZNT accounts for the influence of limited ser-
between two or more pairs of teeth. vice life on the permissible contact stress.
ZLS is to be determined as follows: Some values of ZNT are given in Tab 17 for information.
• if εvγ > 2 and εvβ > 1: The value of ZNT to be used will be given special considera-
– 0, 5
tion by the Society depending on the equipment’s arrange-
2 1, 5 4 ment and use.
Z LS = 1 + 2 1 – ------- ⋅ 1 – -----
-
2
ε vγ ε
vγ
3.4.12 Lubrication factor ZL , speed factor ZV and
• if εvγ ≤ 2: roughness factor ZR
ZLS = 1 The lubricant factor ZL accounts for the influence of the type
of the lubricant and the influence of its viscosity, the speed
• otherwise, an alternative calculation should be supplied factor ZV accounts for the influence of the pitch line veloc-
and will be given special consideration by the Society. ity, and the roughness factor ZR accounts for the influence
of the surface roughness on the surface endurance capacity.
3.4.7 Helix angle factor Zβ
These factors are to be determined according to the formu-
The helix angle factor Zβ accounts for the influence of helix
lae of [2.4.11], using the following parameters:
angle on the surface durability, allowing for such variables
as the distribution of the load along the lines of contact. vmt : Linear speed at mean pitch diameter, in m/s. It is
to replace v in the calculation of ZV
Zβ is to be determined as follows:
ρred : Relative radius of curvature, in mm:
1
Z β = -------------------- a v ⋅ sin α νt uv
cos β m ρ red = ------------------------
- ⋅ ---------------------
-
cos β vb ( 1 + u v ) 2
ZW : Hardness ratio factor, defined in [3.4.13] The values to be adopted for the safety factor for contact
stress SH are given in Tab 18.
ZX : Size factor for contact stress, defined in [3.4.14]
SH : Safety factor for contact stress, defined in [3.4.15]. 3.5 Calculation of tooth bending strength
3.4.10 Endurance limit for contact stress σH,lim 3.5.1 General
The endurance limit for contact stress σH,lim , in N/mm , is 2
The criterion for tooth root bending stress is based on the
the limit of repeated contact stress which can be perma- local tensile stress at the tooth root in the direction of the
nently endured. tooth height.
The values to be adopted for σH,lim are given in [2.4.9] in The tooth root bending stress σF , defined in [3.5.2], is not to
relation to the type of steel employed and the heat treat- exceed the permissible tooth root bending stress σFP defined
ment performed. in [3.5.8].
s Fn π ρ a0 --------- - + --------------------------------------------------------------
- = --------- -
- = z vn ⋅ sin --- – θ + 3 ⋅ ------------ – ---------
G m mn m mn cos θ ⋅ ( z vn ⋅ cos 2θ – 2G )
--------- -
m mn 3 cos θ m mn
3.5.6 Load sharing factor YLS 3.5.12 Relative notch sensitivity factor YδreIT
The load sharing factor YLS accounts for load sharing The relative notch sensitivity factor YδreIT indicates the extent
between two or more pairs of teeth. to which the theoretically concentrated stress lies above the
fatigue endurance limit.
YLS is to be determined as follows:
YδreIT is to be determined according to [2.5.12].
2
Y LS = Z LS
3.5.13 Relative surface factor YRreIT
3.5.7 Bevel gear factor YK The relative surface factor YRreIT takes into account the
The bevel gear factor YK accounts for the difference dependence of the root strength on the surface condition on
between bevel and cylindrical gears loading. the tooth root fillet (roughness).
YK is to be determined as follows: The values to be adopted for YRreIT are given in Tab 22 in
′ 2
relation to the type of steel employed.
1 bm
Y K = --- + -------
b
- ⋅ -------- They are valid only when scratches or similar defects
2 2b ′
bm
deeper than 12 Ra are not present.
3.5.8 Permissible tooth root bending stress σFP 3.5.14 Size factor YX
The permissible tooth root bending stress σFP is to be deter- The size factor YX takes into account the decrease of the
mined separately for pinion and for wheel, using the follow- strength with increasing size.
ing formula:
The values to be adopted for YX are given in Tab 23 in rela-
σ FE tion to the type of steel employed and the value of normal
σ FP = ------
- ⋅ Y d ⋅ Y NT ⋅ Y δreIT ⋅ Y RreIT ⋅ Y X
SF module mmn.
where:
3.5.15 Safety factor for tooth root bending stress SF
σFE : Endurance limit for tooth root bending stress,
The values to be adopted for the safety factor for tooth root
defined in [3.5.9] bending stress SF are given in Tab 24.
Yd : Design factor, defined in [3.5.10]
YNT : Life factor for tooth root bending stress, defined 3.6 Calculation of scuffing resistance
in [3.5.11]
3.6.1 General
YδreIT : Relative notch sensitivity factor, defined in
[3.5.12] The following calculations are requested for equipment run-
ning in supercritical domain i.e. when N > 1,5 (see [3.3.4]).
YRreIT : Relative surface factor, defined in [3.5.13]
The criterion for scuffing resistance is based on the calcula-
YX : Size factor for tooth root bending stress, defined
tion of the flash temperature method. According to this
in [3.5.14] method, the risk of scuffing is assessed as a function of the
SF : Safety factor for tooth root bending stress, properties of gear material, the lubricant characteristics, the
defined in [3.5.15]. surface roughness of tooth flanks, the sliding velocities and
the load.
3.5.9 Endurance limit for tooth root bending stress σFE
The interfacial contact temperatures are calculated as the
The endurance limit for tooth root bending stress σFE is the sum of the interfacial bulk temperature of the moving inter-
local tooth root stress which can be permanently endured. face and the fluctuating flash temperature of the moving
The values to be adopted for σFE are given in [2.5.9]] in rela- faces in contact.
tion to the type of steel employed and the heat treatment The maximum value of the interfacial contact temperature
performed. reduced by oil temperature is not to exceed 0,8 times the
scuffing temperature reduced by oil temperature:
3.5.10 Design factor Yd
(ΘB,Max − Θoil) ≤ 0,8 (Θs − Θoil)
The design factor Yd takes into account the influence of load
reversing and shrink fit pre-stressing on the tooth root where:
strength. ΘB,Max : Maximum contact temperature along the path
of contact, in °C, defined in [3.6.2]
Yd is defined in [2.5.10].
Θoil : Oil temperature, in °C
3.5.11 Life factor YNT ΘS : Scuffing temperature, in °C, defined in [3.6.11].
The life factor YNT accounts for the influence of limited ser- Additionally, the difference between the scuffing tempera-
vice life on the permissible tooth root bending stress. ture and the contact temperature along the path is not to be
Some values of YNT are given in Tab 20 for information. below 30°C:
The value YNT to be used will be given special consideration (Θs − ΘB,Max) ≥ 30°C
by the Society depending on the equipment’s arrangement Other methods of determination of the scuffing resistance
and use. could be accepted by the Society.
rm
0, 25 0, 25 tan δ 2
X G = 0, 51 X αβ -------------- + --------------
1 1
-----------------------------------------------------------------------
tan δ 1 tan δ 2 0, 25 tan δ 0, 25
where: (1 + Γ) ⋅ 1 – Γ --------------1
tan δ 2
μm : Mean coefficient of friction, defined in [3.6.4]
where:
XM : Thermo-elastic factor, in K⋅N−3/4⋅s−1/2⋅m−1/2⋅mm,
defined in [3.6.5] Xαβ : Angle factor, equal to:
XJ : Approach factor, defined in [3.6.6] Xαβ = 1,22 (sinαvt)0,25 ⋅ (cosαvt)−0,5 ⋅ (cosβvb)0,25
XG : Geometry factor, defined in [3.6.7] Γ : Parameter of the point on the line of action,
XΓ : Load sharing factor, defined in [3.6.8]] defined in Tab 32.
wBt : Transverse unit load, in N/mm, defined in
3.6.8 Load sharing factor XΓ
[3.6.9].
The load sharing factor XΓ accounts for the load sharing of
3.6.4 Mean coefficient of friction μm succeeding pairs of meshing teeth. It is defined as a function
An estimation of the mean coefficient of friction μm of com- of the value of the parameter in the line of action, increas-
mon working conditions could be used with the following ing at the approach path of transverse double contact.
formula: The values to be adopted for XΓ are given in [2.6.8].
0, 2
w Bt
μ m = 0, 06 ⋅ ------------------------
- ⋅ XL ⋅ XR The parameter of the line of action Γ to be used is given in
v gΣC ⋅ ρ relC
Tab 32.
where:
3.6.9 Transverse unit load wBt
wBt : Transverse unit load, in N/mm (see [3.6.9])
The transverse unit load wBt is calculated according to the
vgΣC : Sum of tangential velocities in pitch point, in m/s:
following formula:
vgΣC = 2 vmt sin αvt
F mt
with the maximum value of vmt equal to 50 m/s w Bt = K A ⋅ K V ⋅ K Hβ ⋅ K Hα ⋅ K γ ⋅ ------
-
b
ρrelC : Transverse relative radius of curvature, in mm:
where:
u ⋅ tan δ 1 ⋅ tan δ 2
ρ relC = -----------------------------------------
- ⋅ r ⋅ sin α vt KA : Application factor (see [3.3.2])
tan δ 1 + u ⋅ tan δ 2 m
KV : Dynamic factor (see [3.3.4])
XL : Lubricant factor, given in Tab 25
XR : Roughness factor: KHβ : Face load distribution factor (see [3.3.5])
KHα : Transverse load distribution factor (see [3.3.6])
R zf1 + R zf2 0, 25
X R = -----------------------
-
2 Kγ : Load sharing factor (see [3.3.3]).
Point Γ
tan δ tan α a2
A : Lower end point of the path of contact Γ A = – -------------2- ----------------
- – 1
tan δ 1 tan α vt
Note 1:
αai : Transverse tip pressure angle of pinion and wheel, in rad:
cos α vt
cos α ai = -------------------------------------------------------
-
1 + 2h f0i ⋅ ( cos δ i ) ⁄ d mi
3.6.10 Interfacial bulk temperature ΘMi b) Materials other than steels will be given special consid-
eration by the Society.
The interfacial bulk temperature ΘMi may be suitably aver-
aged from the two overall bulk temperatures of the teeth in Requirements mentioned in Ch 1, Sec 1, [3.7.2] are to
contact, ΘM1 and ΘM2. An estimation of ΘMi , given in be applied when other materials than steel are used for
[2.6.10], could be used in general configurations. components in contact with flammable fluids.
3.6.11 Scuffing temperature Θs 4.1.2 Steels for pinions and wheel rims
The scuffing temperature ΘS may be determined according a) Steels intended for pinions and wheels are to be
to the following formula: selected considering their compatibility in service. In
particular, for through-hardened pinion / wheel pairs,
ΘS = 80 + (0,85 + 1,4 XW) ⋅ XL ⋅ (SFZG − 1)2 the hardness of the pinion teeth is to exceed that of the
corresponding wheel. For this purpose, the minimum
where:
tensile strength of the pinion material is to exceed that
XW : Structural factor given in Tab 27 of the wheel by at least 15%.
XL : Lubricant factor given in Tab 25 b) The minimum tensile strength of the core is not to be
less than:
SFZG : Load stage where scuffing occurs, according to
gear tests, such as Ryder, FZG-Ryder, FZG L-42 • 750 N/mm2 for case-hardened teeth
or FZG A/8 3/90.
• 800 N/mm2 for induction-hardened or nitrided
teeth.
4 Design and construction - except
tooth load capacity 4.2 Teeth
b) Where the ratio b/d exceeds 0,3, the ends of pinion and 4.3.3 Shrink-fits
wheel are to be chamfered to an angle between 45 and a) The shrink-fit assembly of:
60 degrees. The chamfering depth is to be at least equal • rim and wheel body, and
to 1,5 mn. • wheel body and shaft
is to be designed with a safety factor against slippage of
4.2.4 Surface treatment not less than 2,8 c where c is a coefficient having the
a) The hardened layer on surface-hardened gear teeth is to following values:
be uniform and extended over the whole tooth flank • c = 1 for gears driven by turbines or electric motors
and fillet. • c = 1 for gears driven by diesel engines through a
hydraulic, electromagnetic or high elasticity cou-
b) Where the pinions and the toothed portions of the pling
wheels are case-hardened and tempered, the teeth
• c = 1,2 in the other cases.
flanks are to be ground while the bottom lands of the
Note 1: The manufacturer is to ensure that the maximum torque
teeth remain only case-hardened. The superficial hard-
transmitted during the clutch engagement does not exceed the
ness of the case-hardened zone is to be at least equal to
nominal torque by more than 20%.
56 C Rockwell units.
b) The shrink-fit assembly is to take into account the ther-
c) Where the pinions and the toothed portions of the mal expansion differential between the shrunk-on parts
wheels are nitrided, the hardened layer is to comply in the service conditions.
with Tab 33.
4.3.4 Bolting
d) The use of other processes of superficial hardening of Where rims and hubs are joined together through bolted
the teeth, such as flame hardening, will be given special side plates or flanges, the assembly is to be secured:
consideration, in particular as regards the values to be • by tight fit bolts, or
adopted for σH,lim and σFE.
• by bolts and tight fit pins.
Table 33 : Characteristics of the hardened layer The nuts are to be suitably locked by means other than
for nitrided gears welding.
Note 1: The values of dS, T and M refer to the cross-section of the 4.6.1 General
shaft concerned.
a) Manufacturers are to take care of the following points:
As an alternative to the above formula, the Society may
accept direct strength calculations considering static and • reliable lubrication of gear meshes and bearings is
fatigue stresses occurring simultaneously and assuming ensured:
safety factors for the material employed of at least: - over the whole speed range, including starting,
stopping and, where applicable, manoeuvring
• 1,5 in respect of the yield strength
- for all angles stated in Ch 1, Sec 1, [2.4]
• 2,0 in respect of the alternating bending fatigue limit.
• in multi-propellers plants not fitted with shaft brakes,
4.4.3 Quill shafts provision is to be made to ensure lubrication of
gears likely to be affected by windmilling.
The minimum diameter of quill shafts subject to torque only
is not to be less than the value dQS, in mm, given by the fol- b) Lubrication by means other than oil circulation under
pressure will be given special consideration.
lowing formula:
1
--- 4.6.2 Pumps
d QS = 7 ,65 + ---------------- ⋅ -----------------4
27000 T 3
b) Life duration of bearings is not to be less than 40 000 b) In the case of:
hours. Shorter durations may be accepted on the basis
• gears having a transmitted power not exceeding
of the actual load time distribution, and subject to the
375 kW
agreement of the owner.
• or multi-engines plants
4.5.2 Welded casings b) When fitted to gears intended for propulsion machinery
or machinery driving electric propulsion generators,
a) Carbon content of steels used for the construction of such filters are to be so arranged that they can be easily
welded casings is to comply with the provisions of cleaned without stopping the lubrication of the
NR216 Materials and Welding. machines.
5.1.1 Manufacturers and shipyards are to take care directly • NR216 Materials and Welding, Ch 2, Sec 3, [5.6] for
that stiffness of gear seating and alignment conditions of normalised and tempered or quenched and tem-
gears are such as not to adversely affect the overall tooth pered forgings
contact and the bearing loads under all operating condi-
tions of the ship. • NR216 Materials and Welding, Ch 2, Sec 3, [5.7] for
surface-hardened forgings.
5.2 Fitting of gears b) Non-destructive examination of pinion and wheel forg-
ings is to be performed in accordance with NR216
5.2.1 Means such as stoppers or fitted bolts are to be Materials and Welding, Ch 2, Sec 3, [5.8].
arranged in the case of gears subject to propeller thrust.
However, where the thrust is transmitted by friction and the
relevant safety factor is not less than 2, such means may be 6.2.3 Balancing test
omitted. Rotating components, in particular gear wheel and pinion
shaft assemblies with the coupling part attached, are to
6 Certification, inspection and testing undergo a static balancing test.
1.2.1 The Manufacturer is to submit to the Society the doc- Shaft alignment Ch 1, Sec 7
Shaft line analysis
uments listed in Tab 2 for approval. Torsional vibration Ch 1, Sec 9
Plans of power transmitting parts and shaft liners listed in Additional Navigation in ice Pt F, Ch 8, Sec 3
Tab 2 are to include the relevant material specifications. requirements
In general, the value of the tensile strength of the bolt mate- where:
rial RmB is to comply with the following requirements: d : Minimum required diameter in mm
• R m ≤ RmB ≤ 1,7 R m Q : Factor equal to di / do , where:
• R mB ≤ 1000 N/mm2. di : Actual diameter of the shaft bore, in
mm (to be taken as 0 for solid shafts)
2.1.5 Shaft liners do : Outside diameter of the shaft, in mm.
Liners are to be of metallic corrosion resistant material com- Note 1: Where di ≤ 0,4 do, Q may be taken as 0.
plying with the applicable requirements of NR216 Materials
F : Factor for type of propulsion installation equal
and Welding and with the approved specification, if any; in
to:
the case of liners fabricated in welded lengths, the material
is to be recognised as suitable for welding. • 95 for intermediate and thrusts shafts in tur-
bine installations, diesel installations with
In general, they are to be manufactured from castings. hydraulic (slip type) couplings and electric
For small shafts, the use of liners manufactured from pipes propulsion installations
instead of castings may be considered. • 100 for all other diesel installation and all
Where shafts are protected against contact with seawater propeller shafts.
not by metal liners but by other protective coatings, the k : Factor for the particular shaft design features,
coating procedure is to be approved by the Society. see Tab 3
n : Speed of rotation of the shaft, in revolution per Metal liners are generally to be continuous; however, dis-
minute, corresponding to power P continuous liners, i.e. liners consisting of two or more sepa-
rate lengths, may be accepted by the Society on a case by
P : Maximum continuous power of the propulsion
case basis, provided that:
machinery for which the classification is
requested, in kW • they are fitted in way of all supports
Rm : Specified minimum tensile strength of the shaft • the shaft portion between liners, likely to come into
material, in N/mm2, see [2.1.2]. contact with sea water, is protected with a coating of
The diameter of the propeller shaft located forward of the suitable material with characteristics, fitting method and
inboard stern tube seal may be gradually reduced to the thickness approved by the Society.
corresponding diameter required for the intermediate shaft
using the minimum specified tensile strength of the propel- 2.3.2 Scantling
ler shaft in the formula and recognising any limitations
given in [2.1.2]. The thickness of metal liners fitted on propeller shafts or on
intermediate shafts inside sterntubes is to be not less than
Note 2: Transitions of diameters are to be designed with either a the value t, in mm, given by the following formula:
smooth taper or a blending radius equal to the change in diameter.
d + 230
t = -------------------
32
2.3 Liners
where:
2.3.1 General
d : Actual diameter of the shaft, in mm.
Metal liners or other protective coatings approved by the
Society are required where propeller shafts are not made of Between the sternbushes, the above thickness t may be
corrosion-resistant material. reduced by 25%.
keyway,
1,00 1,00 1,10 1,10 1,10 1,20 1,10 1,10 1,22 1,26 1,15
(1) The fillet radius is to be in accordance with the provisions of [2.5.1].
(2) k values refer to the plain shaft section only. Where shafts may experience vibratory stresses close to permissible stresses for
continuous operation, an increase in diameter to the shrink fit diameter is to be provided, e.g. a diameter increase of 1 to 2%
and a blending radius as described in [2.2.3] Note 2.
(3) At a distance of not less than 0,2 do from the end of the keyway the shaft diameter may be reduced to the diameter calculated
with k = 1,0.
(4) Keyways are to be in accordance with the provisions of [2.5.5].
(5) Diameter of the radial bore is not to exceed 0,3 do.
(6) Subject to limitations as /do < 0,8 and di/do < 0,7 and e/do > 0,15, where:
: slot length in mm
e : slot width in mm
The end rounding of the slot is not to be less than e/2. an edge rounding should preferably be avoided as this increases the stress
concentration slightly.
The k value is valid for 1, 2, 3 slots, i.e. with slots at 360 respectively 180 and respectively 120 degrees apart.
(7) Applicable to the portion of the propeller shaft between the forward edge of the aftermost shaft bearing and the forward face of
the propeller hub (or shaft flange), but not less than 2,5 times the required diameter.
2.4 Stern tube bearings A gravity tank is to be fitted to supply lubricating oil to
the sterntube; the tank is to be located above the full
2.4.1 Oil lubricated aft bearings of antifriction metal load waterline.
a) The length of bearings lined with white metal or other Oil sealing glands are to be suitable for the various sea
antifriction metal is to be not less than twice the rule water temperatures which may be encountered in ser-
diameter of the shaft in way of the bearing. vice.
b) The length of the bearing may be less than that given in b) Grease lubricated bearings will be specially considered
(a) above, provided the nominal bearing pressure is not by the Society.
more than 0,8 N/mm2, as determined by static bearing
2.4.6 Water circulation system
reaction calculations taking into account shaft and pro-
peller weight, as exerting solely on the aft bearing, For water lubricated bearings, means are to be provided to
divided by the projected area of the shaft. ensure efficient water circulation. In case of open loop sys-
tems, the sea water suction is normally to be from a sea
However, the minimum bearing length is to be not less chest.
than 1,5 times its actual inner diameter.
The water grooves on the bearings are to be of ample sec-
2.4.2 Oil lubricated aft bearings of synthetic rubber, tion such as to ensure efficient water circulation and be
reinforced resin or plastics material scarcely affected by wear-down, particularly for bearings of
the plastic type.
a) For bearings of synthetic rubber, reinforced resin or plas-
tics material which are approved by the Society for use The shut-off valve or cock controlling the water supply is to
as oil lubricated sternbush bearings, the length of the be fitted direct to the stuffing box bulkhead or in way of the
bearing is to be not less than twice the rule diameter of water inlet to the sterntube, when this is fitted forward of
the shaft in way of the bearing. such bulkhead.
d) For couplings of intermediate and thrust shafts and for 2.5.2 Shrunk couplings
the forward coupling of the propeller shaft having all fit- Non-integral couplings which are shrunk on the shaft by
ted coupling bolts, the coupling bolt diameter in way of means of the oil pressure injection method or by other
the joining faces of flanges is not to be less than the means may be accepted on the basis of the calculation of
value dB, in mm, given by the following formula: shrinking and induced stresses, and assembly instructions.
d 3 ⋅ ( R m + 160 ) 0 ,5 To this end, the force due to friction between the mating
d B = 0 ,65 ⋅ -------------------------------------
- surfaces is not to be less than 2,8 times the total force due to
n B ⋅ D C ⋅ R mB
the transmitted torque and thrust.
where:
The value 2,8 above may be reduced to 2,5 in the cases
d : Rule diameter of solid intermediate shaft, in specified under item e) of [2.5.1].
mm, taking into account the ice strengthen-
The values of 0,14 and 0,18 will be taken for the friction
ing requirements of Pt F, Ch 8, Sec 3, where
coefficient in the case of shrinking under oil pressure and
applicable
dry shrink fitting, respectively.
nB : Number of fitted coupling bolts In addition, the equivalent stress due to shrinkage deter-
DC : Pitch circle diameter of coupling bolts, in mined by means of the von Mises-Hencky criterion in the
mm points of maximum stress of the coupling is not to exceed
0,8 times the minimum yield strength (ReH), or 0,2% proof
Rm : Value of the minimum tensile strength of
stress (Rp0,2), of the material of the part concerned.
intermediate shaft material taken for calcu-
lation of d, in N/mm2 The transmitted torque is that defined under item e) of
[2.5.1].
RmB : Value of the minimum tensile strength of
coupling bolt material, in N/mm2. Where, in For the determination of the thrust, see Ch 1, Sec 8, [3.1.2].
compliance with [2.1.1], the use of a steel
2.5.3 Other couplings
having RmB in excess of the limits specified
Types of couplings other than those mentioned in [2.5.1]
in [2.1.4] is allowed for coupling bolts, the
and [2.5.2] will be specially considered by the Society.
value of RmB to be introduced in the formula
is not exceed the above limits. 2.5.4 Flexible couplings
e) Flange couplings with non-fitted coupling bolts may be a) The scantlings of stiff parts of flexible couplings sub-
accepted on the basis of the calculation of bolt tighten- jected to torque are to be in compliance with the
ing, bolt stress due to tightening, and assembly instruc- requirements of Article [2].
tions. b) For flexible components, the limits specified by the
To this end, the torque based on friction between the Manufacturer relevant to static and dynamic torque,
mating surfaces of flanges is not to be less than 2,8 times speed of rotation and dissipated power are not to be
the transmitted torque, assuming a friction coefficient exceeded.
for steel on steel of 0,18. In addition, the bolt stress due c) Where all the engine power is transmitted through one
to tightening in way of the minimum cross-section is not flexible component only (ships with one propulsion
to exceed 0,8 times the minimum yield strength (ReH), or engine and one shafting only), the flexible coupling is to
0,2 proof stress (Rp 0,2), of the bolt material. be fitted with a torsional limit device or other suitable
Transmitted torque has the following meanings: means to lock the coupling should the flexible compo-
nent break.
• For main propulsion systems powered by diesel
In stiff transmission conditions with the above locking
engines fitted with slip type or high elasticity cou-
device, a sufficiently wide speed range is to be pro-
plings, by turbines or by electric motors: the mean
vided, free from excessive torsional vibrations, such as
transmitted torque corresponding to the maximum
to enable safe navigation and steering of the ship. As an
continuous power P and the relevant speed of rota-
alternative, a spare flexible element is to be provided on
tion n, as defined under [2.2.3].
board.
• For main propulsion systems powered by diesel
engines fitted with couplings other than those men- 2.5.5 Propeller shaft keys and keyways
tioned in (a): the mean torque above increased by a) Keyed connexions are in general not to be used in
20% or by the torque due to torsional vibrations, installations with a barred speed range.
whichever is the greater.
b) Keyways
The value 2,8 above may be reduced to 2,5 in the fol- Keyways on the propeller shaft cone are to comply with
lowing cases: the following requirements (see Fig 1).
• ships having two or more main propulsion shafts Keyways are to have well rounded corners, with the for-
• when the transmitted torque is obtained, for the ward end faired and preferably spooned, so as to mini-
whole functioning rotational speed range, as the mize notch effects and stress concentrations.
sum of the nominal torque and the alternate torque The fillet radius at the bottom of the keyway is to be not
due to the torsional vibrations, calculated as less than 1,25% of the actual propeller shaft diameter at
required in Ch 1, Sec 9. the large end of the cone.
≥ 0,2 d o
≥4t
t r
r3
do A-A
≥2t
r2
C B A B-B
r
r ≥ 0,0125 d o
r1 < r2< r 3
r1
C-C
C B A
The distance from the large end of the propeller shaft • more than one shaft line with the clutches fitted with
cone to the forward end of the key is to be not less than their own control system, or
20% of the actual propeller shaft diameter in way of the
large end of the cone. • one engine with an output not exceeding 220 kW
Key securing screws are not to be located within the first one of the pumps mentioned in [2.6.1] may be a spare
one-third of the cone length from its large end; the pump ready to be connected to the oil control system, pro-
edges of the holes are to be carefully faired. vided disassembling and reassembling operations can be
carried out on board in a short time.
Note 1: Different scantlings may be accepted, provided that at least
the same reduction in stress concentration is ensured. 2.6.3 However, when the propulsion plant comprises one
c) Keys or more engines, each with an output not exceeding
220 kW, the standby or spare pump may be omitted for the
The sectional area of the key subject to shear stress is to
clutches provided that they are so designed as to be fixed
be not less than the value A, in mm2, given by the fol-
mechanically in the "clutched" position and that the capac-
lowing formula:
ity of the starting means ensures the number of starts
d3 required in such conditions.
A = 0 ,4 ⋅ --------
d PM
• for geared installation, gear tooth forces and values. The shaft alignment verification procedure is
moments described in Ch 1, Sec 15, [3.11.1].
• thermal expansion of the gearbox or of the main The shaft alignment verification is to be carried out by the
engine between cold and hot conditions shipyard in presence of the Surveyor and submitted to the
• jack-up location. Society.
3) Limits The criteria for acceptability of the alignment conditions
• limits specified by engine or gearbox manufac- include the following:
turer (such as allowable bearing loads, allowable
• the position of the two aftermost bearings should not
moments and forces at the shaft couplings)
differ from the specified offsets by more than ± 0,1 mm.
• allowable loads specified by bearing manufac-
turer. • Gap and sag values should not differ from the calcu-
lated values by more than ± 0,1 mm.
4) Results
• Bearing loads should not differ from the calculated val-
• bearings influence coefficients table
ues by more than ± 20%.
• expected bearing reactions, for the different cal-
culation conditions
• expected shaft deflections, shear forces and
4 Material tests, workshop inspection
bending moments alongside the shaftline, for the and testing, certification
different calculation conditions
• gap and sag values (depending on the alignment 4.1 Material and non-destructive tests,
method) workshop inspections and testing
• jack-up correction factors.
c) Acceptability criteria for the calculations 4.1.1 Material tests
The results of the shaft alignment calculations are to Shafting components are to be tested by the Manufacturer
comply with the following acceptability criteria: in accordance with Tab 5 and in compliance with the
requirements of NR216 Materials and Welding.
• Relative slope between propeller shaft and aftermost
boring axis is not to exceed 0,3 mm/m Magnetic particle or liquid penetrant tests are required for
• all bearings are to remain loaded the parts listed in Tab 5 and are to be effected in positions
agreed upon by the Surveyor, where Manufacturer’s experi-
• loads on intermediate shaft bearings are not to
ence shows defects are most likely to occur.
exceed 80% of the maximum permissible load spec-
ified by the manufacturer Ultrasonic testing requires the Manufacturer’s signed certifi-
• stern tube bearing loads are not to exceed the limits cate.
started in [2.4].
4.1.2 Hydrostatic tests
3.4.3 Shaft alignment procedure
Parts of hydraulic couplings, clutches of hydraulic reverse
The shaft alignment procedure is to be submitted for review gears and control units, hubs and hydraulic cylinders of
and is to be consistent with the shaft alignment calculations. controllable pitch propellers, including piping systems and
The shaft alignment procedure should include at least the associated fittings, are to be hydrostatically tested to1,5
following: times the maximum working pressure.
• Ship conditions in which the alignment is to be carried out Sterntubes, when machine-finished, and propeller shaft lin-
(drafts, propeller immersion, engine room temperature) ers, when machine-finished on the inside and with an over-
• Method used for establishing the reference line (using thickness not exceeding 3 mm on the outside, are to be
laser or optical instruments or piano wire) hydrostatically tested to 0,2 N/mm2.
• Description of the different steps of the shafting installa-
tion: 4.2 Certification
- bearing slope boring
- setting of the bearing offset and installation of the tem- 4.2.1 Testing certification
porary shaft support (where relevant) in accordance Society’s certificates (C) (see NR216 Materials and Welding,
with the results of the shaft alignment calculation Ch 1, Sec 1, [4.2.1]) are required for material tests of com-
- flange coupling parameter setting (gap and sag) ponents in items 1 to 5 of Tab 5.
- bearing load test (jack-up test). Works’ certificates (W) (see NR216 Materials and Welding,
Ch 1, Sec 1, [4.2.3]) are required for hydrostatic tests of
3.4.4 Verification of the alignment procedure components indicated in [4.1.2] and for material and non-
The purpose of the verification procedure is to ensure that destructive tests of components in items of Tab 5 other than
the alignment measurements comply with the calculated those for which Society’s certificates (C) are required.
SECTION 8 PROPELLERS
)D
)p
)E
L
E
ϑ 2
T
E
+c
J
h
1.3 Documentation to be submitted b) Common bronze, special types of bronze and cast steel
used for the construction of propeller hubs and blades
1.3.1 Solid propellers are to have a minimum tensile strength of 400 N/mm2.
The documents listed in Tab 1 are to be submitted for solid c) Other materials are subject of special consideration by
propellers intended for propulsion. the Society following submission of full material specifi-
cation.
All listed plans are to be constructional plans complete with
all dimensions and are to contain full indication of types of Table 3 : Normally used materials
materials employed. for propeller blades and hub
z : Number of blades b) The maximum thickness t0.6, in mm, of the solid propel-
ler blade at the section at 0,6 radius from the propeller
Rm : Minimum tensile strength of blade material,
axis is not to be less than that obtained from the formula
in N/mm2.
in [2.2.1] b), using the value of l0,35 in lieu of l.
b) The maximum thickness t0.6, in mm, of the solid propel- c) The radius at the blade root is to be at least ¾ of the
ler blade at the section at 0,6 radius from the propeller minimum thickness required in that position. As an
axis is not to be less than that obtained from the follow- alternative, constant stress fillets may also be consid-
ing formula: ered. When measuring the thickness of the blade, the
0 ,5 increased thickness due to the radius of the fillet at the
D 3
1 ,5 .10 6 .ρ 0 ,6 .M T + 18 ,4 .δ. ---------- .B.l.N .h
2
root of the blade is not to be taken into account.
100
t 0 ,6 = 1 ,9 f --------------------------------------------------------------------------------------------------------------- d) As an alternative to the above formulae, a detailed
l 0 ,6 ⋅ z ⋅ R m
hydrodynamic load and stress analysis carried out by
the propeller designer may be considered by the Soci-
where: ety, on a case by case basis. The safety factor to be used
ρ0,6 : D/H0.6 in this analysis is not to be less than 8 with respect to the
ultimate tensile strength of the propeller blade material
H0.6 : Pitch at 0,6 radius from the propeller axis, in Rm.
m
2.3.2 Flanges for connection of blades to hubs
l0.6 : Expanded width of blade section at 0,6
radius from propeller axis, in mm. a) The diameter DF, in mm, of the flange for connection to
the propeller hub is not to be less than that obtained
c) The radius at the blade root is to be at least 3/4 of the from the following formula:
minimum thickness required in that position. As an
D F = D C + 1 ,8d PR
alternative, constant stress fillets may also be consid-
ered. When measuring the thickness of the blade, the where:
increased thickness due to the radius of the fillet at the DC : Stud pitch circle diameter, in mm
root of the blade is not to be taken into account. If the dPR : Diameter of studs.
propeller hub extends over 0,25 radius, the thickness
calculated by the formula in a) is to be compared with b) The thickness of the flange is not to be less than 1/10 of
the thickness obtained by linear interpolation of the the diameter DF.
actual blade thickness up to 0,25 radius.
2.3.3 Connecting studs
d) As an alternative to the above formulae, a detailed a) The diameter dPR, in mm, at the bottom of the thread of
hydrodynamic load and stress analysis carried out by the studs is not to be less than obtained from the follow-
the propeller designer may be considered by the Soci- ing formula:
ety, on a case by case basis. The safety factor to be used 0 ,5
3
in this analysis is not to be less than 8 with respect to the 4 ,6 .10 7 .ρ 0 ,7 .M T + 0 ,88 .δ. ----- D
- .B.l 0 ,35 .N 2 .h 1
ultimate tensile strength of the propeller material Rm. 10
d PR = ---------------------------------------------------------------------------------------------------------------------
n PR ⋅ z ⋅ D C ⋅ R m ,PR
2.3 Built-up propellers and controllable
where:
pitch propellers
h1 : h1 = h + 1,125 DC
2.3.1 Blade thickness nPR : Total number of studs in each blade
a) The maximum thickness t0.35, in mm, of the blade at the Rm,PR : Minimum tensile strength of stud material,
section at 0,35 radius from the propeller axis is not to be in N/mm2.
less than that obtained from the following formula: b) The studs are to be tightened in a controlled manner
0 ,5
such that the tension on the studs is approximately 60-
D 3
1 ,5 .10 .ρ 0, 7 .M T + 41.δ ---------- B.l 0 ,35 .N h 70% of their yield strength.
6 2
100
t 0 ,35 = 2 ,7 f ------------------------------------------------------------------------------------------------------------ c) The shank of studs may be designed with a minimum
l 0 ,35 ⋅ z ⋅ R m
diameter equal to 0,9 times the root diameter of the
thread.
where: d) The studs are to be properly secured against uninten-
ρ0,7 = D / H0.7 tional loosening.
H0.7 : Pitch at 0,7 radius from the propeller axis, in
m. The pitch to be used in the formula is the
2.4 Skewed propellers
actual pitch of the propeller when the pro- 2.4.1 Skewed propellers
peller develops the maximum thrust
The thickness of skewed propeller blades may be obtained
l0.35 : Expanded width of blade section at 0,35 by the formulae in [2.2] and [2.3.1], as applicable, provided
radius from propeller axis, in mm. the skew angle is less than 25°.
2.4.2 Highly skewed propellers The safety factor to be used in this direct analysis is not to
a) For solid and controllable pitch propellers having skew be less than 9 with respect to the ultimate tensile strength of
angles between 25° and 50°, the blade thickness, in the propeller blade material, Rm.
mm, is not to be less than that obtained from the follow-
ing formulae: 2.5 Ducted propellers
1) For solid propellers
2.5.1 The minimum blade thickness of propellers with
t S – 0 ,25 = t 0 ,25 ⋅ ( 0 ,92 + 0 ,0032ϑ ) wide tip blades running in nozzles is not to be less than the
2) For built-up and controllable pitch propellers values obtained by the applicable formula in [2.2] or
[2.3.1], increased by 10%.
t S – 0 ,35 = t 0 ,35 ⋅ ( 0 ,9 + 0 ,004ϑ )
3) For all propellers 2.6 Features
2
t S – 0 ,6 = t 0 ,6 ⋅ ( 0 ,74 + 0 ,0129ϑ – 0 ,0001ϑ )
2.6.1 Blades and hubs
t S – 0 ,9 = t 0 ,6 ⋅ ( 0 ,35 + 0 ,0015ϑ )
a) All parts of propellers are to be free of defects and are to
where:
be built and installed with clearances and tolerances in
tS-0,25 : Maximum thickness, in mm, of skewed pro- accordance with sound marine practice.
peller blade at the section at 0,25 radius
b) Particular care is to be taken with the surface finish of
from the propeller axis
the blades.
t0,25 : Maximum thickness, in mm, of normal
shape propeller blade at the section at 0,25 2.6.2 Controllable pitch propellers pitch control
radius from the propeller axis, obtained by system
the formula in [2.2.1] a) Where the pitch control mechanism is operated hydrau-
tS-0,35 : Maximum thickness, in mm, of skewed pro- lically, two independent, power-driven pump sets are to
peller blade at the section at 0,35 radius be fitted. For propulsion plants up to 220 kW, one
from the propeller axis power-driven pump set is sufficient provided that, in
t0,35 : Maximum thickness, in mm, of normal addition, a hand-operated pump is fitted for controlling
shape propeller blade at the section at 0,35 the blade pitch.
radius from the propeller axis, obtained by b) Pitch control systems are to be provided with an engine
the formula in [2.3.1] room indicator showing the actual setting of the blades.
tS-0,6 : Maximum thickness, in mm, of skewed pro- Further blade position indicators are to be mounted on
peller blade at the section at 0,6 radius from the bridge and in the engine control room, if any.
the propeller axis c) Suitable devices are to be fitted to ensure that an altera-
t0,6 : Maximum thickness, in mm, of normal tion of the blade setting cannot overload the propulsion
shape propeller blade at the section at 0,6 plant or cause it to stall.
radius from the propeller axis, obtained by d) Steps are to be taken to ensure that, in the event of fail-
the formula in [2.2.1] ure of the control system, the setting of the blades
tS-0,9 : Maximum thickness, in mm, of skewed pro-
• does not change, or
peller blade at the section at 0,9 radius from
the propeller axis • assumes a final position slowly enough to allow the
emergency control system to be put into operation.
ϑ : Skew angle.
e) Controllable pitch propeller systems are to be equipped
b) As an alternative, highly skewed propellers may be
with means of emergency control enabling the control-
accepted on the basis of a stress analysis, as stated in
lable pitch propeller to operate when the remote control
[2.4.3] for very highly skewed propellers.
system fails. This requirement may be complied with by
2.4.3 Very highly skewed propellers means of a device which locks the propeller blades in
For very highly skewed propellers, the blade thickness is to the “ahead” setting.
be obtained by the Manufacturer, using a stress analysis f) Tab 4 indicates the monitoring requirements to be dis-
according to a calculation criteria accepted by the Society. played at the control console.
(B)
GLAND
PROPELLER
BOSS
MASTIC OR GREASE
OR RUBBER LINER
RUBBER JOINT
SHAFT
b) The manufacturer is to submit together with the required power P for which classification is requested at the cor-
constructional plans specifications containing all ele- responding speed of rotation N of the propeller, plus
ments necessary for verifying the shrinkage. Tests and pulsating torque due to torsionals.
checks deemed necessary for verifying the characteris-
i) For the oil injection method, the coefficient of friction μ
tics and integrity of the propeller material are also to be is to be 0,13 in the case of bosses made of bronze, brass
specified. or steel. For other methods, the coefficient of friction
will be considered in each case by the Society.
c) Moreover, the manufacturer is to submit an instruction
handbook, in which all operations and any precautions j) The maximum equivalent uni-axial stress in the boss at
necessary for assembling and disassembling the propel- 0°C, based on the von Mises-Hencky criterion, is not to
ler, as well as the values of all relevant parameters, are exceed 70% of the minimum yield strength (ReH), or
to be specified. A copy, endorsed by the Society, is to be 0,2% proof stress (Rp0,2), of the propeller material, based
kept on board each ship where the propeller is installed. on the test piece value. For cast iron, the value of the
above stress is not to exceed 30% of the nominal tensile
d) The formulae and other provisions below do not apply strength.
to propellers where a sleeve is introduced between shaft
k) For the formulae given below, the material properties
and boss or in the case of hollow propeller shafts. In
indicated in the following items are to be assumed:
such cases, a direct shrinkage calculation is to be sub-
mitted to the Society. • Modulus of elasticity, in N/mm2:
e) The taper of the propeller shaft cone is not to exceed Cast and forged steel: E = 206000
1/15.
Cast iron: E = 98000
f) Prior to final pull-up, the contact area between the mat-
Type Cu1 and Cu2 brass: E = 108000
ing surfaces is to be checked and is not to be less than
70% of the theoretical contact area (100%). Non-con- Type Cu3 and Cu4 brass: E = 118000
tact bands extending circumferentially around the boss
• Poisson’s ratio:
or over the full length of the boss are not acceptable.
Cast and forged steel: ν = 0,29
g) After final push-up, the propeller is to be secured by a
nut on the propeller shaft. The nut is to be secured to the All copper based alloys: ν = 0,33
shaft.
• Coefficient of linear expansion in mm/(mm°C)
h) The safety factor sF against friction slip at 35°C is not to
Cast and forged steel and cast iron: α = 12,0 10−6
be less than 2,8, under the combined action of torque
and propeller thrust, based on the maximum continuous All copper based alloys: α = 17,5 10−6
l) For shrinkage calculation the formulae in the following 3.1.3 Circulating currents
items, which are valid for the ahead condition, are to be Means are to be provided to prevent circulating electric cur-
applied. They will also provide a sufficient margin of rents from developing between the propeller and the hull. A
safety in the astern condition. description of the type of protection provided and its main-
• Minimum required surface pressure at 35°C: tenance is to be kept on board.
sF S F 2 0 ,5
- ⋅ – s F θ + μ 2 + B ⋅ ----2-
p 35 = ------- 4 Testing and certification
AB S
• Minimum pull-up length at temperature T (T<35°C): 4.1.2 Built-up propellers and controllable pitch
propellers
d PM In addition to the requirement in [4.1.1], materials for studs
d T = d 35 + -------- ⋅ ( α M – α P ) ⋅ ( 35 – T )
2θ and for all other parts of the mechanism transmitting torque
• Corresponding minimum surface pressure at tem- are to be tested in the presence of the Surveyor.
perature T:
4.2 Testing and inspection
d
p T = p 35 ⋅ ------T-
d 35 4.2.1 Controllable pitch propellers
• Minimum push-up load at temperature T: The complete hydraulic system for the control of the con-
trollable pitch propeller mechanism is to be hydrotested at a
W T = Ap T ⋅ ( μ + θ ) pressure equal to 1,5 times the design pressure. The proper
• Maximum permissible surface pressure at 0°C: operation of the safety valve is to be tested in the presence
of the Surveyor.
0 ,7R S ,MIN ⋅ ( K 2 – 1 )
p MAX = -----------------------------------------------
( 3K 4 + 1 ) 0 ,5 4.2.2 Balancing
Finished propellers are to be statically balanced in accord-
• Corresponding maximum permissible pull-up length
ance with the specified ISO 484 tolerance class. However,
at 0°C:
for built-up and controllable pitch propellers, the required
p MAX static balancing of the complete propeller may be replaced
d MAX = d 35 ⋅ ----------
-
p 35 by an individual check of blade weight and gravity centre
position.
• Tangential force at interface:
Refer also to NR216 Materials & Welding, Ch 3, Sec 1,
2000CM [3.8.4].
F = -------------------------T
d PM
• Continuous thrust developed for free running ship; if 4.3 Certification
the actual value is not given, the value, in N, calcu-
lated by one of the following formulae may be con- 4.3.1 Certification of propellers
sidered: Propellers having the characteristics indicated in [1.1.1] are
to be individually tested and certified by the Society.
P
S = 1760 ⋅ ----
V 4.3.2 Mass produced propellers
P Mass produced propellers may be accepted within the
S = 57 ,3 ⋅ 10 ⋅ -------------
3
H⋅N framework of the type approval program of the Society.
• the number of propellers of the ship a) Torsional vibration calculations are to be carried out
using a recognised method.
• the number of blades
b) Where the calculation method does not include har-
• the excitation and damping data, if available
monic synthesis, attention is to be paid to the possible
j) for electric motors, generators and pumps, the drawing superimposition of two or more harmonic orders of dif-
of the rotating parts, with their mass moment of inertia ferent vibration modes which may be present in some
and main dimensions. restricted ranges.
Thrust shafts
Intermediate shafts with Propeller shafts
external to engines
flange mounted or
as a thrust bearing
of thrust collar
splined shafts
on both sides
radial hole
keyways,
keyways,
1,00 1,00 0,60 0.45 0.50 0.30 0,80 0,85 0,85 0,55 0,55 0.80
(1) Ck values refer to the plain shaft section only. Where shafts may experience vibratory stresses close to the permissible stresses
for continuous operation, an increase in diameter to the shrink fit diameter is to be provided, e.g. a diameter increase of 1 to 2%
and a blending radius as described in Ch 1, Sec 7, [2.5.1]
(2) Keyways are to be in accordance with the provisions of Ch 1, Sec 7, [2.5.1].
(3) Subject to limitations as /do < 0,8 and di/do < 0,7 and e/do > 0,15, where:
: Slot length in mm
e : Slot width in mm
d i, d o : As per Sec 7, [2.2.3]
The Ck value is valid for 1, 2 and 3 slots, i.e. with slots at 360 respectively 180 and respectively 120 degrees apart.
(4) Applicable to the portion of the propeller shaft between the forward edge of the aftermost shaft bearing and the forward face of
the propeller hub (or shaft flange), but not less than 2.5 times the required diameter.
Note 1: Higher values of Ck factors based on direct calculations may also be considered.
Note 2: The determination of Ck factors for shafts other than those given in this table will be given special consideration by the Society.
3.3.2 Scope of the calculations 3.3.3 Criteria for acceptance of the torsional
vibration loads under normal firing conditions
a) Torsional vibration calculations are to be carried out
considering: a) Torsional vibration stresses in the various shafts are not
to exceed the limits defined in [3.4]. Higher limits cal-
• normal firing of all cylinders, and
culated by an alternative method may be considered,
• misfiring of one cylinder. subject to special examination by the Society.
b) Where the torsional dynamic stiffness of the coupling The limit for continuous running τ1 may be exceeded
depends on the transmitted torque, two calculations are only in the case of transient running in restricted speed
to be carried out: ranges, which are defined in [3.4.5]. In no case are the
torsional vibration stresses to exceed the limit for tran-
• one at full load
sient running τ2.
• one at the minimum load expected in service.
Propulsion systems are to be capable of running contin-
c) For installations with controllable pitch propellers, two uously without restrictions at least within the speed
calculations are to be carried out: range between 0,8 Nn and 1,05 Nn. Transient running
• one for full pitch condition may be considered only in restricted speed ranges for
speed ratios λ ≤ 0,8.
• one for zero pitch condition.
Auxiliary machinery is to be capable of running contin-
d) The calculations are to take into account other possible uously without restrictions at least within the range
sources of excitation, as deemed necessary by the Man- between 0,95 Nn and 1,1 Nn. Transient running may be
ufacturer. Electrical sources of excitations, such as static considered only in restricted speed ranges for speed
frequency converters, are to be detailed. The same ratios λ ≤ 0,95.
applies to transient conditions such as engine start up,
reversing, clutching in, as necessary. b) Torsional vibration levels in other components are to
comply with the provisions of [3.5].
e) The natural frequencies are to be considered up to a
value corresponding to 15 times the maximum service c) The generating set is to show torsional vibration levels
speed. Therefore, the excitations are to include har- which are compatible with the allowable limits for the
monic orders up to the fifteenth. alternator, shafts, coupling and damper.
3.3.4 Criteria for acceptance of torsional vibration 3.4.5 Restricted speed ranges
loads under misfiring conditions
a) Where the torsional vibration stresses exceed the limit
a) The provisions of [3.3.3] related to normal firing condi- τ1 for continuous running, restricted speed ranges are to
tions also apply to misfiring conditions. be imposed which are to be passed through rapidly.
Note 1: For propulsion systems operated at constant speed,
restricted speed ranges related to misfiring conditions may be b) The limits of the restricted speed range related to a criti-
accepted for speed ratios λ > 0,8. cal speed Nc are to be calculated in accordance with
b) Where calculations show that the limits imposed for the following formula:
certain components may be exceeded under misfiring 16 ⋅ N ( 18 – λ ) ⋅ N
conditions, a suitable device is to be fitted to indicate -----------------c ≤ N ≤ --------------------------------c
18 – λ 16
the occurrence of such conditions.
c) Where the resonance curve of a critical speed is
3.4 Permissible limits for torsional vibration obtained from torsional vibration measurements, the
restricted speed range may be established considering
stresses in crankshaft, propulsion
the speeds for which the stress limit for continuous run-
shafting and other transmission shafting ning τ1 is exceeded.
3.4.1 General d) Where restricted speed ranges are imposed, they are to
a) The limits provided below apply to steel shafts. For be crossed out on the tachometers and an instruction
shafts made of other material, the permissible limits for plate is to be fitted at the control stations indicating that:
torsional vibration stresses will be determined by the
• the continuous operation of the engine within the
Society after examination of the results of fatigue tests
considered speed range is not permitted
carried out on the material concerned.
b) These limits apply to the torsional vibration stresses as • this speed range is to be passed through rapidly.
defined in [3.2.1]. They relate to the shaft minimum sec- e) When restricted speed ranges are imposed, the accuracy
tion, without taking account of the possible stress con- of the tachometers is to be checked in such ranges as
centrations. well as in their vicinity.
3.4.2 Crankshaft f) Restricted speed ranges in one-cylinder misfiring condi-
a) Where the crankshaft has been designed in accordance tions of single propulsion engine ships are to enable safe
with Ch 1, App 1, the torsional vibration stresses in any navigation.
point of the crankshaft are not to exceed the following
limits: 3.5 Permissible vibration levels in
• τ1 = τN for continuous running components other than shafts
• τ2 = 1,7 τN for transient running,
3.5.1 Gears
where τN is the nominal alternating torsional stress on
which the crankshaft scantling is based (see Note 1 in a) The torsional vibration torque in any gear step is not to
[3.1.2]). exceed 30% of the torque corresponding to the
b) Where the crankshaft has not been designed in accord- approved rating throughout the service speed range.
ance with Ch 1, App 1, the torsional vibration stresses in Where the torque transmitted at nominal speed is less
any point of the crankshaft are not to exceed the follow- than that corresponding to the approved rating, higher
ing limits: torsional vibration torques may be accepted, subject to
• τ1 = 0,55 . CR . CD . Cλ for continuous running special consideration by the Society.
• τ2 = 2,3 τ1 for transient running. b) Gear hammering induced by torsional vibration torque
reversal is not permitted throughout the service speed
3.4.3 Intermediate shafts, thrust shafts and range, except during transient running at speed ratios
propeller shafts λ ≤ 0,3.
The torsional vibration stresses in any intermediate, thrust
and propeller shafts are not to exceed the following limits: Where calculations show the existence of torsional
vibration torque reversals for speed ratios λ > 0,3, the
• τ1 = CR . Ck . CD . Cλ for continuous running corresponding speed ranges are to be identified by
• τ2 = 1,7 τ1 . Ck -0,5 for transient running. appropriate investigations during sea trials and consid-
ered as restricted speed ranges in accordance with
3.4.4 Transmission shafting for generating sets and [3.4.5].
other auxiliary machinery
The torsional vibration stresses in the transmission shafting for 3.5.2 Generators
generating sets and other auxiliary machinery, such as pumps
or compressors, are not to exceed the following limits: a) In the case of alternating current generators, the tor-
sional vibration amplitude at the rotor is not to exceed
• τ1 = 0,90 . CR . CD for continuous running ± 2,5 electrical degrees at service rotational speed
• τ2 = 5,4 τ1 for transient running. under full load working conditions.
1.2 Documentation to be submitted than the maximum working pressure expected in this
system or the highest setting pressure of any safety valve
1.2.1 Documents or relief device, whichever is the greater.
The documents listed in Tab 1 are to be submitted. b) The design pressure of a boiler feed system is not to be
1.2.2 Additional information less than 1,25 times the design pressure of the boiler or
the maximum pressure expected in the feed piping,
The information listed in Tab 2 is also to be submitted.
whichever is the greater.
Media conveyed by
Class I Class II (1) (4) Class III (7)
the piping system
Toxic media without special safeguards (3) not applicable not applicable
Corrosive media without special safeguards (3) with special safeguards (3) not applicable
Flammable media:
• heated above flashpoint, or
without special safeguards (3) with special safeguards (3) not applicable
• having flashpoint < 60°C
Liquefied gas
Oxyacetylene irrespective of p not applicable not applicable
Steam p > 1,6 or T > 300 other (2) p ≤ 0,7 and T ≤ 170
Thermal oil p > 1,6 or T > 300 other (2) p ≤ 0,7 and T ≤ 150
Fuel oil (8)
Lubricating oil p > 1,6 or T > 150 other (2) p ≤ 0,7 and T ≤ 60
Flammable hydraulic oil (5)
Other media (5) (6) p > 4 or T > 300 other (2) p ≤ 1,6 and T ≤ 200
(1) Valves under static pressure on oil fuel tanks or lubricating oil tanks belong to class II.
(2) Pressure and temperature conditions other than those required for class I and class III.
(3) Safeguards for reducing leakage possibility and limiting its consequences:
e.g. pipes led in positions where leakage of internal fluids will not cause a potential hazard or damage to surrounding areas
which may include the use of pipe ducts, shielding, screening etc.
(4) Valves and fittings fitted on the ship side and collision bulkhead belong to class II. See also [20.5.3] b).
(5) Steering gear hydraulic piping system belongs to class I irrespective of p and T.
(6) Including water, air, gases, non-flammable hydraulic oil.
(7) The open ended pipes, irrespective of T, generally belong to class III (as drains, overflows, vents, exhaust gas lines, boiler escape
pipes, etc.).
(8) Design pressure for fuel oil systems is to be determined in accordance with Tab 4.
Note 1: p : Design pressure, as defined in [1.3.2], in MPa.
Note 2: T : Design temperature, as defined in [1.3.3], in °C.
Note 3: Flammable media generally include the flammable liquids as oil fuel, lubricating oil, thermal oil and flammable hydraulic oil.
For piping systems included in engine, turbine or gearbox b) Materials for class I and class II piping systems are to be
installation in contact with flammable fluids, requirements manufactured and tested in accordance with the appro-
mentioned in Ch 1, Sec 1, [3.7.2] are to be applied when priate requirements of NR216 Materials and Welding.
other materials than steel are used. c) Materials for class III piping systems are to be manufac-
tured and tested in accordance with the requirements of
acceptable national or international standards or speci-
2.1.2 Use of metallic materials
fications.
a) Metallic materials are to be used in accordance with d) Mechanical characteristics required for metallic materi-
Tab 5. als are specified in NR216 Materials and Welding.
b) Plastics intended for piping systems dealt with in this • in Tab 11 for alloy steel pipes, and
Section are to be of a type approved by the Society. • in Tab 12 for copper and copper alloy pipes,
as a function of the temperature. Intermediate values
2.2 Thickness of pressure piping
may be obtained by interpolation.
2.2.1 Calculation of the thickness of pressure pipes b) Where, for carbon steel and alloy steel pipes, the value
a) The thickness t, in mm, of pressure pipes is to be deter- of the permissible stress K is not given in Tab 10 or Tab
mined by the following formula but, in any case, is not 11, it is to be taken equal to the lowest of the following
to be less than the minimum thickness given in Tab 6 to values:
Tab 9.
R m ,20 R SR
----------- -----e ----- S
t0 + b + c 2 ,7 A A
t = ----------------------
a
1 – ---------- where:
100
where: Rm,20 : Minimum tensile strength of the material at
t0 : Coefficient, in mm, equal to: ambient temperature (20°C), in N/mm2
1Cr1/2Mo 440 98 97 91 76 62 51 42 34 27 22
2 1/4Cr1Mo annealed 410 42 42 41 41 41 40 40 40 37 32
2 1/4Cr1Mo normalised and
490 106 96 86 79 67 58 49 43 37 32
tempered below 750°C
2 1/4Cr1Mo normalised and
490 96 88 79 72 64 56 49 43 37 32
tempered above 750°C
1/2Cr 1/2Mo 1/4V 460 101 99 97 94 82 72 62 53 45 37
2.3 Calculation of high temperature pipes 2.3.4 Alternative limits for permissible stresses
Alternative limits for permissible stresses may be considered
2.3.1 General by the Society in special cases or when calculations have
For main steam piping having a design temperature exceed- been carried out following a procedure based on hypothe-
ing 400°C, calculations are to be submitted to the Society ses other than those considered above.
concerning the stresses due to internal pressure, piping
weight and any other external load, and to thermal expan- 2.4 Junction of pipes
sion, for all cases of actual operation and for all lengths of
piping. 2.4.1 General
a) The junctions between metallic pipe lengths or between
The calculations are to include, in particular:
metallic pipe lengths and fittings are to be made by:
• the components, along the three principal axes, of the • direct welding (butt-weld, socket-weld)
forces and moments acting on each branch of piping
• bolted flanges (welded-on or screwed-on)
• the components of the displacements and rotations • threaded sleeve joints, or
causing the above forces and moments
• mechanical joints (see [2.4.5]).
• all parameters necessary for the computation of forces, The joints are to comply with a recognised standard or
moments and stresses. to be of a design proven to be suitable for the intended
In way of bends, the calculations are to be carried out tak- purpose and acceptable to the Society. See also [2.1.2].
ing into account, where necessary, the pipe ovalisation and The expression “mechanical joints” means devices
its effects on flexibility and stress increase. intended for direct connection of pipe lengths other than
by welding, flanges or threaded joints described in
A certain amount of cold springing, calculated on the basis [2.4.2], [2.4.3], [2.4.4].
of expected thermal expansion, is to be applied to the pip-
ing during installation. Such springing is to be neglected in b) The number of joints in flammable oil piping systems is
stress calculations; it may, however, be taken into account to be kept to the minimum necessary for mounting and
in terms of its effect on thrusts on turbines and other parts. dismantling purposes.
c) The gaskets and packings used for the joints are to suit
2.3.2 Thermal stress the design pressure, the design temperature and the
The combined stress σID, in N/mm2, due to thermal expan- nature of the fluids conveyed.
sion, calculated by the following formula: d) The junction between plastic pipes is to comply with Ch
1, App 3.
σID = (σ2 + 4 τ2)0,5
is to be such as to satisfy the following equation: 2.4.2 Welded metallic joints
a) Welded joints are to be used in accordance with Tab 15.
σID ≤ 0,75 K20 + 0,25 KT Welding and non destructive testing of welds are to be
where: carried out in accordance with [3].
σ : Value of the longitudinal stress due to bending b) Butt-welded joints are to be of full penetration type,
moments caused by thermal expansion, with or without special provision for a high quality of
increased, if necessary, by adequate factors for root side.
bends, in N/mm2; in general it is not necessary The expression "special provision for a high quality of
to take account of the effect of axial force root side" means that butt welds were accomplished as
double welded or by use of a backing ring or inert gas
τ : Value of the tangential stress due to torque
back-up on first pass, or other similar methods accepted
caused by thermal expansion, in N/mm2; in
by the Society.
general it is not necessary to take account of the
effect of shear force c) Slip-on sleeve and socket welded joints are to have
sleeves, sockets and weldments of adequate dimensions
K20 : Value of the permissible stress for the material
in compliance with a standard recognised by the Society.
employed, calculated according to [2.2.2], for a
temperature of 20°C, in N/mm2 2.4.3 Metallic flange connections
KT : Value of the permissible stress for the material a) In general, the metallic flange connections used for pip-
employed, calculated according to [2.2.2], for ing systems are to be in compliance with a standard rec-
the design temperature T, in N/mm2. ognised by the Society.
b) The material used for flanges and gaskets is to be suita-
2.3.3 Longitudinal stresses ble for the nature and temperature of the fluid, as well
The sum of longitudinal stresses σL , in N/mm2, due to pres- as pipes on which the flanges are to be fitted.
sure, piping weight and any other external loads is to be c) The dimensions and configuration of flanges and bolts
such as to satisfy the following equation: are to be chosen in accordance with recognised stand-
ard intended for design pressure and design temperature
σL ≤ KT
of the piping system. Otherwise, the flange connections
where KT is defined in [2.3.2]. are subject to special consideration.
d) Flanges are to be attached to the pipes by welding or accordance with national or international standards
screwing. Examples of acceptable metallic flange con- applicable to the piping system and recognise the
nections are shown in Fig 1. However, other types of boundary fluids, design pressure and temperature con-
flange connections may be also considered by the Soci- ditions, external or cyclic loading and location.
ety in each particular case, provided that they are in e) Permitted applications are indicated in Tab 16.
Type A1 Type A2
Type D
Type E1 Type E2
Note 1: For type D, the pipe and flange are to be screwed with a tapered thread and the diameter of the screw portion of the pipe over the
thread is not to be appreciably less than the outside diameter of the unthreaded pipe. For certain types of thread, after the flange has been
screwed hard home, the pipe is to be expanded into the flange.
Note 2: The leg length of the fillet weld, as well as the dimension of the groove penetration in the flange, is to be in general equal to 1,5
times the pipe thickness but not less than 5 mm.
Permitted
Joints Restrictions of use
classes of piping
Butt-welded, with special provision III, II, I no restrictions
for a high quality of root side (1)
Butt-welded, without special provi- III, II no restrictions
sion for a high quality of root side (1)
Slip-on sleeve and socket welded (2) III no restrictions
not allowed for:
• pipes with outside diameter of more than 33,7 mm
I • pipes inside tanks
• piping systems conveying toxic or flammable media or services where
Threaded sleeve joints with tapered fatigue, severe erosion or crevice corrosion is expected to occur (4).
thread (3) not allowed for:
• pipes with outside diameter of more than 60,3 mm
III, II • pipes inside tanks
• piping systems conveying toxic or flammable media or services where
fatigue, severe erosion or crevice corrosion is expected to occur (4).
not allowed for:
Threaded sleeve joints with parallel • pipes with outside diameter of more than 60,3 mm
thread and tightening suitable for III • pipes inside tanks
intended design conditions (3) • piping systems conveying toxic or flammable media or services where
fatigue, severe erosion or crevice corrosion is expected to occur (4).
(1) For expression “special provision for a high quality of root side” see [2.4.2] b).
(2) Particular cases may be allowed by the Society for piping systems of Class I and II having outside diameter ≤ 88,9 mm except for
piping systems conveying toxic media or services where fatigue, severe erosion or crevice corrosion is expected to occur.
(3) In particular cases, sizes in excess of those mentioned above may be accepted by the Society if found in compliance with a rec-
ognised national and/or international standard.
(4) May be accepted for accessory lines and instrumentation lines with external diameters up to 25 mm.
Note 1: Other applications will be specially considered by the Society.
Table 16 : Use of metallic flange connections in piping systems (types as shown in Fig 1)
2.4.4 Slip-on threaded joints h) Piping in which a mechanical joint is fitted is to be ade-
quately adjusted, aligned and supported. Supports or
a) Slip-on threaded joints having pipe threads where pres- hangers are not to be used to force alignment of piping
sure-tight joints are made on the threads with parallel or at the point of connection.
tapered threads are to comply with requirements of a
recognised national or international standard and are to i) Slip-on joints are not to be used in pipelines in cargo
be acceptable to the Society. holds, tanks, and other spaces which are not easily
accessible, unless approved by the Society. Application
b) Slip-on threaded joints may be used for piping systems of these joints inside tanks may be permitted only for the
in accordance with Tab 15. same media that is in the tanks. Usage of slip type slip-
on joints as the main means of pipe connection is not
c) Threaded joints may be accepted also in CO2 piping permitted except for cases where compensation of axial
systems, provided that they are used only inside pro- pipe deformation is necessary.
tected spaces and in CO2 cylinder rooms.
j) Application of mechanical joints and their acceptable
use for each service is indicated in Tab 17; dependence
2.4.5 Mechanical joints upon the class of piping, pipe dimensions, working
Due to the great variations in design and configuration of pressure and temperature is indicated in Tab 18.
mechanical joints, specific recommendation regarding cal-
k) In some particular cases, sizes in excess of those men-
culation method for theoretical strength calculations is not
tioned above may be accepted by the Society if they are
specified. The Type Approval is to be based on the results of in compliance with a recognised national and/or inter-
testing of the actual joints. national standard.
Below specified requirements are applicable to pipe l) Application of various mechanical joints may be
unions, compression couplings, slip-on joints as shown in accepted as indicated by Tab 17. However, in all cases,
Fig 2. Similar joints complying with these requirements may acceptance of the joint type is to be subject to approval
be acceptable. for the intended application, and subject to conditions
of the approval and applicable Rules.
a) The application and pressure ratings of different
mechanical joints are to be approved by the Society. m) Mechanical joints are to be tested in accordance with a
The approval is to be based on the Type Approval proce- program approved by the Society, which is to include at
dure provided in Ch 1, App 5. Mechanical joints includ- least the following:
ing pipe unions, compression couplings, slip-on joints
1) leakage test
and similar joints are to be of approved type for the ser-
vice conditions and the intended application. 2) vacuum test (where necessary)
b) Where the application of mechanical joints results in 3) vibration (fatigue) test
reduction in pipe wall thickness due to the use of bite
type rings or other structural elements, this is to be taken 4) fire endurance test (where necessary)
into account in determining the minimum wall thick-
5) burst pressure test
ness of the pipe to withstand the design pressure.
6) pressure pulsation test (where necessary)
c) Material of mechanical joints is to be compatible with
the piping material and internal and external media. 7) assembly test (where necessary)
d) As far as applicable, the mechanical joints are to be 8) pull out test (where necessary).
tested to a burst pressure of 4 times the design pressure.
For design pressures above 200 bar the required burst n) The installation of mechanical joints is to be in accord-
ance with the manufacturer’s assembly instructions.
pressure is to be specially considered by the Society.
Where special tools and gauges are required for installa-
e) Where appropriate, mechanical joints are to be of fire tion of the joints, these are to be supplied by the manu-
resistant type as required by Tab 17. facturer.
Pipe Unions
Compression Couplings
Slip-on Joints
Roll Groove
Cut Groove
Packing
Kind of connections
Systems
Pipe unions Compression couplings Slip-on joints
Flammable fluids (flash point ≤ 60°C)
1 Cargo oil lines (4) + + +
2 Crude oil washing lines (4) + + +
3 Vent lines (3) + + +
Inert gas
4 Water seal effluent lines + + +
5 Scrubber effluent lines + + +
6 Main lines (2) (4) + + +
7 Distribution lines (4) + + +
Flammable fluids (flash point > 60°C)
8 Cargo oil lines (4) + + +
9 Fuel oil lines (2) (3) + + +
10 Lubricating oil lines (2) (3) + + +
11 Hydraulic oil (2) (3) + + +
12 Thermal oil (2) (3) + + +
Sea water
13 Bilge lines (1) + + +
14 Water filled fire extinguishing systems, e.g. + + +
sprinkler systems (3)
15 Non water filled fire extinguishing systems, + + +
e.g. foam, drencher systems (3)
16 Fire main (not permanently filled) (3) + + +
17 Ballast system (1) + + +
18 Cooling water system (1) + + +
19 Tank cleaning services + + +
20 Non-essential systems + + +
Fresh water
21 Cooling water system (1) + + +
22 Condensate return (1) + + +
23 Non-essential systems + + +
Sanitary/Drains/Scuppers
24 Deck drains (internal) (6) + + +
25 Sanitary drains + + +
26 Scuppers and discharge (overboard) + + −
Sounding/Vent
27 Water tanks/Dry spaces + + +
28 Oil tanks (flash point > 60°C) (2) (3) + + +
Miscellaneous
29 Starting/Control air (1) + + −
30 Service air (non-essential) + + +
31 Brine + + +
32 CO2 system (1) + + −
33 Steam (5) + + +
Note 1:
+ : Application is allowed.
− : Application is not allowed.
Footnotes - Fire resistance capability
If mechanical joints include any components which readily deteriorate in case of fire, the following footnotes are to be observed:
(1) Inside machinery spaces of category A - approved fire resistant types
(2) Slip on joints are not accepted inside machinery spaces of category A or accommodation spaces. May be accepted in other
machinery spaces provided the joints are located in easily visible and accessible positions.
(3) Approved fire resistant types except in cases where such mechanical joints are installed on open decks, as defined in SOLAS II-
2/Reg. 9.2.3.3.2.2(10) and not used for fuel oil lines
(4) In pump rooms and open decks - approved fire resistant types.
Footnotes - General
(5) Slip type slip-on joints as shown in Fig 2 may be used for pipes on deck with a design pressure of 10 bar or less.
(6) Only above bulkhead deck of passenger ships and freeboard deck of cargo ships.
2.5.2 Protection of flammable oil systems in these pipes cannot exceed the design pressure by
more than 10%.
Provisions shall be made to prevent overpressure in any
flammable oil tank or in any part of the flammable oil sys-
tems, including the filling lines served by pumps on board. 2.6 Flexible hoses and expansion joints
f) Specific requirements for flexible hoses and expansion • maximum expected impulse peak pressure.
joints intended for cargo pipe lines are given in: The metallic materials are to comply with [2.1.2].
• Part D, Chapter 7 for oil tankers d) Where rubber materials are intended for use in bilge,
• Part D, Chapter 8 for chemical tankers ballast, compressed air, oil fuel, lubricating, hydraulic
• Part D, Chapter 9 for liquefied gas carriers and thermal oil systems, the construction is to incorpo-
rate a single, double or more, closely woven integral
• NR 620 for flexible hoses intended for LNG bunker- wire braid or other suitable material reinforcement
ing. acceptable to the Society.
2.6.2 General conditions of use applicable to Flexible hoses and expansion joints of plastic materials
flexible hoses and expansion joints for the same purposes, such as Teflon or Nylon, which
are unable to be reinforced by incorporating closely
a) Unless otherwise specified, the Society may permit the
woven integral wire braid, are to have suitable material
use of flexible hoses and expansion joints, made of both
reinforcement, as far as practicable.
metallic and non-metallic materials, provided they are
approved for the intended service. They may be Rubber or plastic material hoses and expansion joints
accepted for use in oil fuel, lubricating, hydraulic and used in oil supply lines to burners are to have external
thermal oil systems, fresh water and sea water cooling wire braid protection in addition to the reinforcement
systems, compressed air systems, bilge and ballast sys- mentioned above.
tems, Class III steam systems and exhaust gas systems e) Flexible hose assemblies and expansion joints con-
where they comply with the requirements of this sub- structed of non-metallic materials, which are intended
article. for installation in piping systems for flammable media or
b) For steam systems, the flexible hose assemblies and in sea water systems where failure may result in flood-
expansion joints are to be of metallic construction. ing, are to be of fire-resistant type except in cases where
such hoses are installed on open decks as defined in Ch
c) The position of flexible hose assemblies and expansion 4, Sec 5, [1.5.2] and not used for fuel oil lines.
joints is to be clearly shown on the drawings listed in
Fire resistance is to be demonstrated by testing in
[1.2.1] and [1.2.2] when submitted to the Society.
accordance with the standards specified in Tab 37.
d) Flexible hose assembly or an expansion joint is to be
f) Flexible hoses and expansion joints are to be complete
selected for the intended location and application tak-
with approved end fittings in accordance with manufac-
ing into consideration ambient conditions, compatibility
turer's specification. The end connections that do not
with fluids under working pressure and temperature
have a flange are to comply with [2.4.5] as applicable
conditions consistent with the manufacturer's instruc-
and each type of hose/fitting combination is to be sub-
tions and any requirements of the Society.
ject to prototype testing to the same standard as that
e) The arrangement and installation of the flexible hose required by the hose or expansion joint with particular
assemblies and expansion joints are also to comply with reference to pressure and impulse tests.
[5.9.3].
2.6.5 Specific requirements for the design of
2.6.3 Specific conditions of use applicable to flexible hoses
flexible hoses The hose clamps and similar types of end attachments are
Flexible hose assembly is not accepted in high pressure fuel not acceptable for use in piping systems for steam, flamma-
oil injection systems. ble media, starting air systems or for sea water systems
where failure may result in flooding. In other piping sys-
2.6.4 General requirements for the design of tems, the use of hose clamps may be accepted where the
flexible hoses and expansion joints working pressure is less than 0,5 MPa and provided that
a) Flexible hoses and expansion joints are to be designed there are double clamps at each end connection.
and constructed in accordance with recognised National
or International standards acceptable to the Society. 2.6.6 Marking
Flexible hoses or expansion joints are to be permanently
b) Acceptance of a flexible hose assembly or an expansion
marked by the manufacturer with the following details:
joint is subject to satisfactory prototype testing in
accordance with the provisions of [20.2]. • manufacturer's name or trademark
• date of manufacture (month/year)
c) The material, design and construction are to be at least
suitable for: • designation type reference
• marine environment and external contact with • nominal diameter
hydrocarbons • pressure rating
• internal contact and resistance to the fluid they are • temperature rating.
to convey
Where a flexible hose assembly or an expansion joint is
• maximal pressure and temperature of fluid they are made up of items from different manufacturers, the compo-
to convey nents are to be clearly identified and traceable to evidence
• maximum expected forces due to vibrations of prototype testing.
2.7 Valves and accessories The manual operation by hand pump is to have the con-
trol lines to each submerged valve provided with the
2.7.1 General quick coupling connections, as close to the valve actua-
a) Valves and accessories are normally to be built in tor as practicable, to allow easy connection of the hand
accordance with a recognised standard. Otherwise, pump. For shipside valves and valves on the collision
they are subject to special consideration for approval by bulkhead, the hand pump is to be permanently attached
the Society. and fitted to the quick coupling connection. For other
valves, not less than two portable hand pumps are to be
Valves and fittings in piping systems are to be compati- provided.
ble with the pipes to which they are attached in respect
of their strength (see [1.3.2] for design pressure) and are d) In the case of valves which are to be provided with
to be suitable for effective operation at the maximum remote control in accordance with the Rules, opening
working pressure they will experience in service. and/or closing of the valves by local manual means is
Valves and accessories which are fitted: not to render the remote control system inoperable.
• in a class I piping system, or e) Power failure of the remote control system is not to
cause an undesired change of the valve position.
• in a class II piping system, or
• on the ship side, on the collision bulkhead, on fuel f) Unless otherwise specified, indicators are to be pro-
oil tanks or on lubricating oil tanks under static pres- vided on the remote controls to show whether the
sure, valves are open or closed.
are to be subject to the applicable testing and inspection The indicators for local manual control are to comply
required by the Rules. See [20.7.1]. with [2.7.2], item e).
b) Shut-off valves are to be provided where necessary to
isolate pumps, heat exchangers, pressure vessels, etc., 2.8 Sea inlets and overboard discharges
from the rest of the piping system when necessary, and
in particular: 2.8.1 General
• to allow the isolation of duplicate components with- a) Except where expressly stated in Article [8], the require-
out interrupting the fluid circulation ments of this sub-article do not apply to scuppers and
• for survey or repair purposes. sanitary discharges.
2.7.2 Design of valves and accessories b) Unless otherwise specified, the number of sea inlets is
to be as stated in [10.7].
a) Materials of valve and accessory bodies are to comply
with the provisions of [2.1]. c) The sea inlets are to comply also with the requirements
specified for particular service notations or additional
b) Connections of valves and accessories with pipes are to
class notations, such as:
comply with the provisions of [2.4].
c) All valves and accessories are to be so designed as to • Pt D, Ch 7, Sec 4, [2.3.6] for oil tankers and FLS
prevent the loosening of covers and glands when they tankers
are operated. • Pt E, Ch 4, Sec 3, [3.3.2] for fire fighting ships
d) Valves are to be so designed as to shut with a right-hand • Pt D, Ch 15, Sec 4, [1.8] for fishing vessels
(clockwise) motion of the wheels.
• Pt F, Ch 8, Sec 3, [3.2] for navigation in ice
e) Valves are to be provided with local indicators showing
whether they are open or shut, unless this is readily • Pt F, Ch 11, Sec 11, [6.2.2] for navigation in cold
apparent. weather conditions.
2.7.3 Valves with remote control 2.8.2 Design of sea inlets and overboard
discharges
a) Unless otherwise specified, the valves and cocks which
can not be fitted in places where they are at all times a) All inlets and discharges in the shell plating are to be fit-
readily accessible are to be provided with remote con- ted with efficient and accessible arrangements for pre-
trol. venting the accidental admission of water into the ship.
All valves which are provided with remote control are b) Sea inlets and overboard discharges are to be fitted with
also to be designed for local manual operation. valves complying with [2.7] and [2.8.3].
b) The remote control system and means of local operation
c) Machinery space main and auxiliary sea inlets and dis-
are to be independent. For shipside valves and valves on
charges in connection with the operation of machinery
the collision bulkhead, the means for local manual
are to be fitted with readily accessible valves between
operation are to be permanently attached.
the pipes and the shell plating or between the pipes and
c) For submerged valves in ballast, cargo, or other tanks fabricated boxes attached to the shell plating. The valves
where accepted by the Society, local manual operation may be controlled locally and are to be provided with
may be by extended spindle or portable hand pump. indicators showing whether they are open or closed.
d) Sea inlets are to be so designed and arranged as to limit c) Screws used for fixing gratings are not to be located in
turbulence and to avoid the admission of air due to the corners of openings in the hull or of doubling plates.
motion of the ship. d) In the case of large sea inlets, the screws used for fixing the
e) Sea inlets are to be fitted with gratings complying with gratings are to be locked and protected from corrosion.
[2.8.4]. e) When gratings are cleared by use of compressed air or
f) Provisions are to be made for clearing sea inlet gratings. steam devices, the chests, distance pieces and valves of
g) Sea chests are to be suitably protected against corrosion. sea inlets and outlets thus arranged are to be so con-
structed as to withstand the maximum pressure to which
h) Sea water suction lines are to be fitted with strainers they may be subjected when such devices are operating.
having a free passage area of at least twice that of the
sea suction valve. f) For additional class notation INWATERSURVEY, see Pt F,
Ch 11, Sec 3.
2.8.3 Valves
2.8.5 Ship side connections for blow-down of
a) Sea inlet and overboard discharge valves are to be boilers
secured:
a) Blow-down pipes of boilers are to be provided with
• directly on the shell plating, or cocks or valves placed as near the end of the pipes as
• on sea chests built on the shell plating, with scant- possible, while remaining readily accessible and
lings in compliance with Part B of the Rules, or located above the engine room floor.
• on extra-reinforced and short distance pieces b) Blow-down valves are to be so designed that it is easy to
attached to the shell (see Tab 6). ascertain whether they are open or shut. Where cocks
b) The bodies of the valves and distance pieces are to have are used, the control keys are to be such that they can-
a spigot passing through the plating without projecting not be taken off unless the cocks are shut. Where valves
beyond the external surface of such plating or of the are used, the control-wheels are to be permanently fixed
doubling plates and stiffening rings, if any. to the spindle.
c) Valves are to be secured by means of: c) A protection ring is to be fitted on the shell plating, out-
side, at the end of the blow-down pipes. The spigot of
• bolts screwed through the plating with a counter-
the valve referred to in [2.8.3], item b), is to pass
sunk head, or
through this ring.
• studs screwed in heavy pads themselves secured to
the hull or chest plating, without penetration of the
2.9 Control and monitoring
plating by the stud holes.
d) The use of butterfly valves will be specially considered 2.9.1 General
by the Society. In any event, butterfly valves not fitted a) Local indicators are to be provided for at least the fol-
with flanges are not to be used for water inlets or over- lowing parameters:
board discharges unless provisions are made to allow • pressure, in pressure vessels, at pump or compressor
disassembling at sea of the pipes served by these valves discharge, at the inlet of the equipment served, on
without any risk of flooding. the low pressure side of pressure reducing valves
e) The materials of the valve bodies and connecting pieces • temperatures, in tanks and vessels, at heat
are to comply with Tab 5. exchanger inlet and outlet
f) Ship side valves serving piping systems made of plastics • levels, in tanks and vessels containing liquids.
are to comply with following requirements:
b) Safeguards are to be provided where an automatic
• the ship side valves required in [2.8.2] and, where action is necessary to restore acceptable values for a
provided, the connecting pipes to the shell are to be faulty parameter.
made of metal in accordance with [2.1], and
c) Automatic controls are to be provided where it is neces-
• Ship side valves are to be provided with remote con- sary to maintain parameters related to piping systems at
trol from outside the space concerned. See Ch 1, a pre-set value.
App 3, Tab 1
g) In manned machinery spaces, the valves may be con- 2.9.2 Level gauges
trolled locally and shall be provided with indicators Level gauges used in flammable oil systems are to be of a
showing whether they are open or closed. Location of type approved by the Society and are subject to the follow-
controls shall comply with [5.5.4]. ing conditions:
• in passenger ships, they are not to require penetration
2.8.4 Gratings below the top of the tank and their failure or overfilling
a) Gratings are to have a free flow area not less than twice of the tanks is not to permit release of fuel
the total section of the pipes connected to the inlet. • in cargo ships, their failure or overfilling of the tank is
b) When gratings are secured by means of screws with a not to permit release of fuel into the space. The use of
countersunk head, the tapped holes provided for such cylindrical gauges is prohibited. The Society may permit
screws are not to pass through the plating or doubling the use of oil-level gauges with flat glasses and self-clos-
plates outside distance pieces or chests. ing valves between the gauges and fuel tanks.
• their glasses are to be made of heat-resistant material 3.3.2 Assembly of pipes of unequal thickness
and efficiently protected against shocks. If the difference of thickness between pipes to be butt-
welded exceeds 10% of the thickness of the thinner pipe
Note 1: On cargo ships of less than 500 tons gross tonnage and
non-propelled ships: plus 1 mm, subject to a maximum of 4 mm, the thicker pipe
is to be thinned down to the thickness of the thinner pipe on
• cylindrical gauges may be used provided they are fitted with
self-closing valves at their lower end as well as at their upper a length at least equal to 4 times the offset, including the
end if the latter is below the maximum liquid level width of the weld if so desired.
• in the case of tanks not subject to filling by power pumps, with
3.3.3 Accessories
the exception of fuel oil service tanks, the valves need not be of
the self-closing type. Such valves are, however, to be readily a) When accessories such as valves are connected by
accessible and instruction plates are to be fitted adjacent to welding to pipes, they are to be provided with necks of
them specifying that they are to be kept closed. sufficient length to prevent abnormal deformations dur-
ing the execution of welding or heat treatment.
3 Welding of steel piping b) For the fixing by welding of branch pipes on pipes, it is
necessary to provide either a thickness increase as indi-
3.1 Application cated in [2.2.5] or a reinforcement by doubling plate or
equivalent.
3.1.1
a) The following requirements apply to welded joints 3.4 Preparation of elements to be welded
belonging to class I or II piping systems. and execution of welding
They may also be applied to class III piping systems, at
3.4.1 General
the discretion of the Society.
Attention is drawn to the provisions of Ch 1, Sec 3, which
b) This article does not apply to refrigerated cargo installa- apply to the welding of pressure pipes.
tion piping systems operating at temperatures lower
than minus 40°C. 3.4.2 Edge preparation for welded joints
c) The requirements for qualification of welding proce- The preparation of the edges is preferably to be carried out
dures are given in NR216 Materials and Welding. by mechanical means. When flame cutting is used, care is
to be taken to remove the oxide scales and any notch due to
irregular cutting by matching, grinding or chipping back to
3.2 General
sound metal.
3.2.1 Welding processes
3.4.3 Abutting of parts to be welded
a) Welded joints of pipes are to be made by means of elec-
a) The elements to be welded are to be so abutted that sur-
tric arc or oxyacetylene welding, or any other previ-
face misalignments are as small as possible.
ously approved process.
b) As a general rule, for elements which are butt-welded
b) When the design pressure exceeds 0,7 MPa, oxyacety-
without a backing ring the misalignment between inter-
lene welding is not permitted for pipes with an external
nal walls is not to exceed the lesser of:
diameter greater than 100 mm or a thickness exceeding
6 mm. • the value given in Tab 19 as a function of thickness t
and internal diameter d of these elements, and
3.2.2 Location of joints • t/4.
The location of welded joints is to be such that as many as Where necessary, the pipe ends are to be bored or slightly
possible can be made in a workshop. The location of expanded so as to comply with these values; the thickness
welded joints to be made on board is to be so determined obtained is not to be less than the Rule thickness.
as to permit their joining and inspection in satisfactory con-
c) In the case of welding with a backing ring, smaller val-
ditions.
ues of misalignment are to be obtained so that the space
between the backing ring and the internal walls of the
3.3 Design of welded joints two elements to be assembled is as small as possible;
normally this space is not to exceed 0,5 mm.
3.3.1 Types of joints
d) The elements to be welded are to be adequately secured
a) Except for the fixing of flanges on pipes in the cases
so as to prevent modifications of their relative position
mentioned in Fig 1 and for the fixing of branch pipes,
and deformations during welding.
joints between pipes and between pipes and fittings are
to be of the butt-welded type. Other type of connections Table 19 : Maximum value of misalignment
might be accepted by the Society according to Tab 15.
b) For butt-welded joints between pipes or between pipes and t (mm)
d (mm)
flanges or other fittings, correctly adjusted backing rings t≤6 6 < t ≤ 10 10 < t
may be used; such rings are to be either of the same grade d < 150 1,0 1,0 1,0
of steel as the elements to be welded or of such a grade as
150 ≤ d < 300 1,0 1,5 1,5
not to adversely influence the weld; if the backing ring can-
not be removed after welding, it is to be correctly profiled. 300 ≤ d 1,0 1,5 2,0
3.4.4 Protection against adverse weather conditions 3.5.2 Heat treatment after welding other than
oxyacetylene welding
a) Pressure pipes are to be welded, both on board and in
the shop, away from draughts and sudden temperature a) Stress relieving heat treatment after welding other than
variations. oxyacetylene welding is to be performed as indicated in
Tab 21, depending on the type of steel and thickness of
b) Unless special justification is given, no welding is to be the pipes.
performed if the temperature of the base metal is lower
b) The stress relieving heat treatment is to consist in heat-
than 0°C.
ing slowly and uniformly to a temperature within the
range indicated in Tab 21, soaking at this temperature
3.4.5 Preheating for a suitable period, normally one hour per 25 mm of
a) Preheating is to be performed as indicated in Tab 20, thickness with a minimum of half an hour, cooling
depending on the type of steel, the chemical composi- slowly and uniformly in the furnace to a temperature
tion and the pipe thickness. not exceeding 400°C and subsequently cooling in still
atmosphere.
b) The temperatures given in Tab 20 are based on the use c) In any event, the heat treatment temperature is not to be
of low hydrogen processes. Where low hydrogen pro- higher than (TT − 20)°C, where TT is the temperature of
cesses are not used, the Society reserves the right to
the final tempering treatment of the material.
require higher preheating temperatures.
Table 21 : Heat treatment temperature
Table 20 : Preheating temperature
b) For austenitic and austenitic ferritic steels, post-weld Normalising 930 to 980
0,5Cr-0,5Mo-0,25V
head treatment is generally not required. Tempering 670 to 720
3.6 Inspection of welded joints fusion in welds for class II pipes are not acceptable.
Other types of imperfection are to be assessed in
3.6.1 General accordance with a recognised standard accepted by
a) The inspection of pressure pipe welded joints is to be the Society.
performed at the various stages of the fabrication further • Unacceptable indications are to be eliminated and
to the qualifications defined in [3.1.1], item c). repaired where necessary. The repair welds are to be
b) The examination mainly concerns those parts to be examined on their full length using magnetic parti-
welded further to their preparation, the welded joints cle or liquid penetrant test and ultrasonic or radio-
once they have been made and the conditions for carry- graphic testing.
ing out possible heat treatments. When unacceptable indications are found, addi-
c) The required examinations are to be carried out by qual- tional area of the same weld length are to be exam-
ified operators in accordance with procedures and tech- ined unless the indication is judged isolated without
niques to the Surveyor’s satisfaction. any doubt. In case of automatic welded joints, addi-
tional NDE is to be extended to all areas of the same
3.6.2 Visual examination weld length.
Welded joints, including the inside wherever possible, are The extent of examination can be increased at the
to be visually examined. surveyor's discretion when repeated non-acceptable
indications are found.
3.6.3 Non-destructive examinations
Non-destructive tests required are given in: 4 Bending of pipes
• Tab 23 for class I pipes
• Tab 24 for class II pipes. 4.1 Application
3.6.4 Defects and acceptance criteria 4.1.1 This Article applies to pipes made of:
a) Joints for which non-destructive examinations reveal
• alloy or non-alloy steels,
unacceptable defects are to be re-welded and subse-
quently to undergo a new non-destructive examination. • copper and copper alloys.
The Surveyor may require that the number of joints to be
subjected to non-destructive examination is larger than 4.2 Bending process
that resulting from the provisions of [3.6.3].
b) Acceptance criteria and repairs 4.2.1 General
• Indications evaluated to be crack, lack of fusion or The bending process is to be such as not to have a detri-
lack of penetration for class I pipes are not accept- mental influence on the characteristics of the materials or
able. Indications evaluated to be crack or lack of on the strength of the pipes.
b) Lead or other heat sensitive materials are not to be used 5.4.2 Liquid cargo, lubricating oil and fuel oil
in piping systems which penetrate watertight subdivi- These lines are not to be connected to bilge and ballast lines.
sion bulkheads or decks, where deterioration of such
systems in the event of fire would impair the watertight 5.4.3 Pipe lines connected to tanks used alternatively
integrity of the bulkhead or decks. as ballast, fuel oil, liquid or dry cargo when
permitted
This applies in particular to the following systems:
Such pipes shall be fitted with blind flanges or other appropri-
• bilge system ate change over-devices in order to avoid any mishandling.
• ballast system
• scuppers and sanitary discharge systems. 5.5 Prevention of progressive flooding
c) Where bolted connections are used when passing
5.5.1 Principle
through watertight bulkheads or decks, the bolts are not
to be screwed through the plating. Where welded con- a) In order to comply with the subdivision and damage sta-
nections are used, they are to be welded on both sides bility requirements of Pt B, Ch 3, Sec 3, provision is to
of the bulkhead or deck. be made to prevent any progressive flooding of a dry
compartment served by any open-ended pipe, in the
d) Penetrations of watertight bulkheads or decks and fire
event that such pipe is damaged or broken in any other
divisions by plastic pipes are to comply with Ch 1, App 3,
compartment by collision or grounding.
[4.7.2].
b) For this purpose, if pipes are situated within assumed
5.3.3 Passage through the collision bulkhead flooded compartments, arrangements are to be made to
a) Except as provided in b) the collision bulkhead may be ensure that progressive flooding cannot thereby extend
pierced below the bulkhead deck of passenger ships to compartments other than those assumed to be flooded
and the freeboard deck of cargo ships by not more than for each case of damage. However, the Society may per-
one pipe for dealing with fluid in the forepeak tank, pro- mit minor progressive flooding if it is demonstrated that
vided that the pipe is fitted with a screw-down valve its effects can be easily controlled and the safety of the
capable of being operated from above the bulkhead ship is not impaired. Refer to Pt B, Ch 3, Sec 3.
deck of passenger ships and the freeboard deck of cargo
5.5.2 Extent of damage
ships, the valve being located inside the forepeak at the
collision bulkhead. The Society may, however, authorize For the definition of the assumed transverse extent of dam-
the fitting of this valve on the after side of the collision age, reference is to be made to Pt B, Ch 3, Sec 3.
bulkhead provided that the valve is readily accessible
5.5.3 Piping arrangement
under all service conditions and the space in which it is
located is not a cargo space. Alternatively, for cargo a) The assumed transverse extent of damage is not to con-
ships, the pipe may be fitted with a butterfly valve suita- tain any pipe with an open end in a compartment
bly supported by a seat or flanges and capable of being located outside this extent, except where the section of
operated from above the freeboard deck. All valves shall such pipe does not exceed 710 mm2.
be of steel, bronze or other approved ductile material. Note 1: Where several pipes are considered, the limit of 710 mm2
Valves of ordinary cast iron or similar material are not applies to their total section.
acceptable. b) Where the provisions of item a) cannot be fulfilled, and
b) If the forepeak is divided to hold two different kinds of after special examination by the Society, pipes may be
liquids the Society may allow the collision bulkhead to situated within the assumed transverse extent of damage
be pierced below the bulkhead deck of passenger ships penetration provided that:
and the freeboard deck of cargo ships by two pipes, • either a closable valve operable from above the
each of which is fitted as required by a), provided the bulkhead deck is fitted at each penetration of a
Society is satisfied that there is no practical alternative to watertight subdivision and secured directly on the
the fitting of such a second pipe and that, having regard bulkhead, or
to the additional subdivision provided in the forepeak, • a closable valve operable from above the bulkhead
the safety of the ship is maintained deck is fitted at each end of the pipe concerned, the
c) The remote operation device of the valve referred to in valves and their control system being inboard of the
a) is to include an indicator to show whether the valve is assumed extent of damage, or
open or shut. • the tanks to which the pipe concerned leads are
regarded in the damage stability calculations as
5.4 Independence of lines being flooded when damage occurs in a compart-
ment through which the pipe passes.
5.4.1 Independence between bilge and ballast lines
c) Valves required to be operable from above the bulkhead
These lines are to be independent. This requirement does deck are to be fitted with an indicator to show whether
not need to be fulfilled for: the valve is open or shut.
• pipes located between collecting boxes and pump suc- Where the valve is remote controlled by other than
tions mechanical means, and where the remote control sys-
• pipes located between pumps and overboard discharges tem is located, even partly, within the assumed extent of
damage penetration, this system is to be such that the 5.7 Supporting of the pipes
valve is automatically closed by loss of power.
d) Air and overflow pipes are to be so arranged as to pre- 5.7.1 General
vent the possibility of flooding of other tanks in other Unless otherwise specified, the fluid lines referred to in this
watertight compartments in the event of any one tank Section are to consist of pipes connected to the ship's struc-
being flooded. ture by means of collars or similar devices.
This arrangement is to be such that in the range of posi- 5.7.2 Arrangement of supports
tive residual righting levers beyond the angle of equilib-
Shipyards are to take care that:
rium stage of flooding, the progressive flooding of tanks
or watertight compartments other than that flooded does a) The arrangement of supports and collars is to be such
not occur. that pipes and flanges are not subjected to abnormal
bending stresses, taking into account their own mass,
5.5.4 Suction and discharge valves below the waterline the metal they are made of, and the nature and charac-
a) The location of the controls of any valve serving a sea teristics of the fluid they convey, as well as the contrac-
inlet, a discharge below the waterline or a bilge injection tions and expansions to which they are subjected.
system shall be so sited as to allow adequate time for b) Heavy components in the piping system, such as valves,
operation in case of influx of water to the space, having are to be independently supported.
regard to the time likely to be required in order to reach
and operate such controls. If the level to which the space
5.8 Protection of pipes
could become flooded with the ship in the fully loaded
condition so requires, arrangements shall be made to 5.8.1 Protection against shocks
operate the controls from a position above such level.
Pipes passing through cargo holds and ‘tweendecks are to
A calculation is to be carried out to show that the time be protected against shocks by means of strong casings.
taken from alarm activation plus the time to reach and
fully close manually operated or powered valves is less 5.8.2 Protection of sea water pipes from mechanical
than the time taken for the influx of water to reach the damage
control without submergence of the platform on which Seawater pipes located below the freeboard deck in cargo
the person is operating the valves. If necessary a remote holds are to be protected from impact where they are liable
control device is to be fitted above the level. to be damaged by cargo.
Note 1: The time it takes for the influx of water to reach the control
of valves should be based on a breach in the largest diameter 5.8.3 Protection against corrosion and erosion
seawater line in the lowest location in the engine room when a) Pipes are to be efficiently protected against corrosion,
the ship is fully loaded.
particularly in their most exposed parts, either by selec-
Note 2: The time it takes to reach the sea valves should be deter- tion of their constituent materials, or by an appropriate
mined based on the distance between the navigation bridge coating or treatment.
and the platform from where the valves associated with the
aforementioned seawater line are manually operated (or the b) The layout and arrangement of sea water pipes are to be
actuator for valves controlled by stored mechanical energy). such as to prevent sharp bends and abrupt changes in
Note 3: In the event calculations are not available, 10 minutes section as well as zones where water may stagnate. The
shall be regarded as adequate time for operation unless other inner surface of pipes is to be as smooth as possible,
requirements are specified by the flag Administration. especially in way of joints. Where pipes are protected
b) When the Administration of the State whose flag the ship against corrosion by means of galvanising or other inner
coating, arrangements are to be made so that this coat-
is entitled to fly has issued specific rules covering flood-
ing protection, the Society may accept such rules for clas- ing is continuous, as far as possible, in particular in way
sification purposes in lieu of those given in item a). of joints.
c) If galvanised steel pipes are used for sea water systems,
5.6 Provision for expansion the water velocity is not to exceed 3 m/s.
d) If copper pipes are used for sea water systems, the water
5.6.1 General velocity is not to exceed 2 m/s.
Piping systems are to be so designed and pipes so fixed as e) Arrangements are to be made to avoid galvanic corro-
to allow for relative movement between pipes and the ship’s sion.
structure, having due regard to the:
f) If aluminium bras pipes are used for sea water systems,
• temperature of the fluid conveyed
the water velocity is not to exceed 3 m/s
• coefficient of thermal expansion of the pipes material
g) If 90/10 copper-nickel-iron pipes are used for sea water
• deformation of the ship’s hull. systems, the water velocity is not to exceed 3,5 m/s
5.6.2 Fitting of expansion devices h) If 70/30 copper-nickel pipes are used for sea water sys-
All pipes subject to thermal expansion and those which, tems, the water velocity is not to exceed 5 m/s
due to their length, may be affected by deformation of the i) If GRP pipes are used for sea water systems, the water
hull, are to be fitted with expansion pieces or loops. velocity is not to exceed 5 m/s.
5.8.4 Protection against frosting f) Where flexible hoses or an expansion joint are intended
Pipes are to be adequately insulated against cold wherever to be used in piping systems conveying flammable fluids
deemed necessary to prevent frost. that are in close proximity of heated surfaces, the risk of
ignition due to failure of the hose assembly and subse-
This applies specifically to pipes passing through refriger-
quent release of fluids is to be mitigated, as far as practi-
ated spaces and which are not intended to ensure the refrig-
cable, by the use of screens or other similar protection,
eration of such spaces.
to the satisfaction of the Society.
5.8.5 Protection of high temperature pipes and g) The adjoining pipes are to be suitably aligned, sup-
components ported, guided and anchored.
a) All pipes and other components where the temperature h) Isolating valves are to be provided permitting the isola-
may exceed 220°C are to be efficiently insulated. Where tion of flexible hoses intended to convey flammable oil
necessary, precautions are to be taken to protect the or compressed air.
insulation from being impregnated with flammable oils. i) Expansion joints are to be protected against over exten-
b) Particular attention is to be paid to lagging in way of sion or over compression.
flanges. j) Where they are likely to suffer external damage, flexible
hoses and expansion joints are to be provided with ade-
5.9 Valves, accessories and fittings quate protection.
5.10.2 Prohibition of carriage of flammable oils in 5.10.4 Provisions for flammable oil leakage
forepeak tanks containment
In cargo ships of more than 400 tons gross tonnage and in a) Tanks used for the storage of flammable oils together
passenger ships, fuel oil, lubricating oil and other flamma- with their fittings are to be so arranged as to prevent
ble oils are not to be carried in forepeak tanks or tanks for- spillages due to leakage or overfilling.
ward of the collision bulkhead.
b) Drip trays with adequate drainage to contain possible
leakage from flammable fluid systems are to be fitted:
5.10.3 Prevention of flammable oil leakage ignition
• under independent tanks
a) As far as practicable, the piping arrangement in the
flammable oil systems shall comply generally with the • under burners
following: • under purifiers and any other oil processing equip-
• The conveying of flammable oils through accommo- ment
dation and service spaces is to be avoided. Where it • under pumps, heat exchangers and filters
is not possible, the arrangement may be subject to • under valves and all accessories subject to oil leak-
special consideration by the Society, provided that age
the pipes are of a material approved having regard
to the fire risk. • surrounding internal combustion engines.
• The pipes are not to be located immediately above c) The coaming height of drip trays is to be appropriate for
or close to the hot surfaces (exhaust manifolds, the service and not less than 75 mm. In case of addi-
silencers, steam pipelines, boilers, etc.), electrical tional class notation AUT-IMS, see also Pt F, Ch 3, Sec 4,
installations or other sources of ignition. Otherwise, [3.1.1].
suitably protection (screening and effective drainage d) Where boilers are located in machinery spaces on
to the safe position) is to be provided to prevent of ‘tweendecks and the boiler rooms are not separated
spraying or leakage onto the sources of ignition. from the machinery spaces by watertight bulkheads, the
• Parts of the piping systems conveying heated flam- ‘tweendecks are to be provided with oil-tight coamings
mable oils under pressure exceeding 0,18 MPa are at least 200 mm in height.
to be placed above the platform or in any other posi- e) Where drain pipes are provided for collecting leakages,
tion where defects and leakage can readily be they are to be led to an appropriate drain tank.
observed. The machinery spaces in way of such
f) The draining system of the room where thermal fluid
parts are to be adequately illuminated.
heaters are fitted, as well as the save all of the latter, are
b) No flammable oil tanks are to be situated where spillage not to allow any fire extension outside this room. See
or leakage therefrom can constitute a hazard by falling also [13.3.2].
on:
5.10.5 Drain tank
• hot surfaces, including those of boilers, heaters,
steam pipes, exhaust manifolds and silencers a) The drain tank is not to form part of an overflow system
and is to be fitted with an overflow alarm device.
• electrical equipment
b) In ships required to be fitted with a double bottom,
• air intakes appropriate precautions are to be taken when the drain
• other sources of ignition. tank is constructed in the double bottom, in order to
avoid flooding of the machinery space where drip trays
c) Parts of flammable oil systems under pressure exceeding
are located, in the event of accidentally running
0,18 MPa such as pumps, filters and heaters are to com-
aground.
ply with the provisions of b) above.
d) Pipe connections, expansion joints and flexible parts of 5.10.6 Valves
flammable oil lines are to be screened or otherwise suit- All valves and cocks forming part of flammable oil systems
ably protected to avoid, as far as practicable, oil spray or are to be capable of being operated from readily accessible
oil leakages onto hot surfaces, into machinery air positions and, in machinery spaces, from above the working
intakes, or on other sources of ignition. In case of addi- platform.
tional class notation AUT-IMS, see also Pt F, Ch 3, Sec 4,
[3.1.2]. The fastening of connections (nuts, screws, etc.) 5.10.7 Level switches
of lubricating oil or fuel oil pipes above 1,8 bar pressure Level switches fitted to flammable oil tanks are to be con-
is to be locked. tained in a steel or other fire-resisting enclosure.
e) Any relief valve or air vent cock fitted within the flam-
mable liquid systems is to discharge to a safe position, 6 Bilge systems
such as an appropriate tank.
f) Appropriate means are to be provided to prevent undue 6.1 Application
opening (due to vibrations) of air venting cocks fitted on
equipment or piping containing flammable liquid under 6.1.1 This Article does not apply to bilge systems of non-
pressure. propelled ships. See Part D, Chapter 14.
6.1.2 Application to ships having the additional b) Bilge suctions are to be arranged as follows:
service feature SPxxx or SPxxx-capable
• wing suctions are generally to be provided except in
Ships having the additional service feature SPxxx or SPxxx- the case of short and narrow compartments when a
capable are to comply, in addition to the applicable require- single suction ensures effective draining in the above
ments of this Article, with the requirements of Pt D, Ch 11, conditions
Sec 4, [1], considering special personnel as passengers.
• in the case of compartments of unusual form, addi-
tional suctions may be required to ensure effective
6.2 Principle draining under the conditions mentioned in item a).
6.2.1 General c) In all cases, arrangements are to be made such as to
An efficient bilge pumping system shall be provided, capa- allow a free and easy flow of water to bilge suctions.
ble of pumping from and draining any watertight compart-
ment other than a space permanently appropriated for the 6.3.3 Prevention of communication between spaces
carriage of fresh water, water ballast, fuel oil or liquid cargo Independence of the lines
and for which other efficient means of pumping are to be a) Bilge lines are to be so arranged as to avoid inadvertent
provided, under all practical conditions. Efficient means flooding of any dry compartment.
shall be provided for draining water from insulated holds.
b) Bilge lines are to be entirely independent and distinct
Bilge pumping system is not intended at coping with water from other lines except where permitted in [5.4].
ingress resulting from structural or main sea water piping
damage. c) In ships designed for the carriage of flammable or toxic
liquids in enclosed cargo spaces, the bilge pumping sys-
6.2.2 Availability of the bilge system tem is to be designed to prevent the inadvertent pump-
The bilge system is to be able to work while the other essen- ing of such liquids through machinery space piping or
tial installations of the ship, especially the fire-fighting pumps. See also Ch 4, Sec 12, [2.6].
installations, are in service.
6.4 Draining of cargo spaces
6.2.3 Bilge and ballast systems
The arrangement of the bilge and ballast pumping system 6.4.1 General
shall be such as to prevent the possibility of water passing
a) Cargo holds are to be fitted with bilge suctions con-
from the sea and from water ballast spaces into the cargo and
nected to the bilge main.
machinery spaces, or from one compartment to another.
Provisions shall be made to prevent any deep tank having b) Drainage arrangements for cargo holds likely to be used
bilge and ballast connections being inadvertently flooded alternatively for ballast, fuel oil or liquid or dry cargoes
from the sea when containing cargo, or being discharged are to comply with [7.1].
through a bilge pump when containing water ballast. c) Drainage of enclosed cargo spaces situated on the free-
board deck of a cargo ship and on the bulkhead deck of
6.3 Design of bilge systems a passenger ship shall comply with [8.5].
b) If the inner bottom is of a particular design, shows dis- pose, the emergency bilge suction is to be led from the
continuity or is provided with longitudinal wells, the largest available independent power driven pump to the
number and position of bilge suctions will be given spe- drainage level of the machinery space. Such a pump is
cial consideration by the Society. not to be a bilge pump. Its capacity when the emer-
gency suction is operating is to be at least equal to the
6.4.4 Ships with holds over 30 m in length required capacity of each bilge pump as determined in
In holds greater than 30 m in length, bilge suctions are to be [6.7.4].
provided in the fore and aft ends.
c) The emergency bilge suction is to be located at the low-
6.4.5 Additional suctions est possible level in the machinery spaces.
Additional suctions may be required in the forward part of
6.5.5 Number and distribution of suctions in
holds in ships which are likely to navigate normally with a propulsion machinery spaces
trim by the head.
a) In propulsion machinery spaces, bilge suctions are to
6.4.6 Drainage of cargo spaces, other than ro-ro include:
spaces, intended for the carriage of motor • where the bottom of the space, bottom plating or top
vehicles with fuel in their tanks for their own of the double bottom slope down to the centreline
propulsion by more than 5°, at least two centreline suctions, i.e.
In cargo spaces, other than ro-ro spaces, intended for the one branch bilge suction and one direct suction, or
carriage of motor vehicles with fuel in their tanks for their
• where the bottom of the space is horizontal or
own propulsion and fitted with a fixed pressure water-spray-
slopes down to the sides and in all passenger ships,
ing fire-extinguishing system, the pumping arrangement is
at least two suctions, i.e. one branch bilge suction
to be such as to prevent the build-up of free surfaces. If this
and one direct suction, on each side, and
is not possible, the adverse effect upon stability of the
added weight and free surface of water is to be taken into • one emergency bilge suction.
account to the extent deemed necessary by the Society in its b) If the tank top is of a particular design or shows discon-
approval of the stability information. See Part B, Chapter 3. tinuity, additional suctions may be required.
See also [8.7]. c) Where the propulsion machinery space is located aft,
suctions are normally to be provided on each side at the
6.4.7 Drainage of cargo spaces intended for the
fore end and, except where not practicable due to the
carriage of flammable or toxic liquids
shape of the space, on each side at the aft end of the
In ships designed for the carriage of flammable or toxic liq- space.
uids in enclosed cargo spaces, and where large quantities of
such liquids are carried, consideration is to be given to the d) In electrically propelled ships, provision is to be made
provision of additional means of draining such spaces. See to prevent accumulation of water under electric genera-
also Ch 4, Sec 12, [2.6]. tors and motors.
6.6.3 Draining of fore and aft peaks collision bulkhead, is to be capable of being brought
a) Where the peaks are not used as tanks and bilge suc- into operation from a readily accessible enclosed space,
tions are not fitted, drainage of both peaks may be the location of which is accessible from the navigation
effected by hand pump suction provided that the suc- bridge or propulsion machinery control position without
tion lift is well within the capacity of the pump and in traversing exposed freeboard or superstructure decks.
no case exceeds 7,3 m. The following criteria are to govern the application of
the requirement:
b) Except where permitted in [5.3.3], the collision bulk-
head is not to be pierced below the freeboard deck. • a position which is accessible via an under deck
passage, a pipe trunk or other similar means of
c) For tankers, see Pt D, Ch 7, Sec 4, [2.1.4]. access is not to be taken as being in the accessible
d) For ships intended primarily to carry dry cargo in bulk, enclosed space.
see [6.6.7]. • the requirement does not apply to the enclosed
spaces the volume of which does not exceed 0,1%
6.6.4 Draining of spaces above fore and aft peaks
of the ship maximum displacement volume and to
a) Provision is to be made for the drainage of the chain the chain locker.
lockers and watertight compartments above the fore
peak tank by hand or power pump suctions. b) The water level detectors, giving an audible and visual
alarm located on the navigation bridge, are to be fitted:
b) Steering gear compartments or other small enclosed
• in any ballast tank forward of the collision bulkhead,
spaces situated above the aft peak tank are to be pro-
indicating when the liquid in the tank reaches a
vided with suitable means of drainage, either by hand or
level not exceeding 10% of the tank capacity. An
power pump bilge suctions. However, in the case of
alarm overriding device may be installed to be acti-
rudder stock glands located below the summer load
vated when the tank is in use.
line, the bilge suctions of the steering gear compartment
are to be connected to the main bilge system. • in any dry or void space which is to comply with the
requirements in item a), giving the alarm at a water
c) If the compartments referred to in b) are adequately iso-
level of 0,1 m above the deck.
lated from the adjacent ‘tweendecks, they may be
drained by scuppers discharging to the tunnel (or c) The capacity of the dewatering system is to be designed
machinery space in the case of ships with machinery to remove water from the forward spaces at a rate of not
aft) and fitted with self-closing cocks situated in well- less than (320⋅A) m3/h, where A is the cross-sectional
lighted and visible positions. area, in m2, of the largest air pipe or ventilator pipe con-
Note 1: This arrangement is not applicable to ships required to nected from the exposed deck to a closed forward space
comply with [5.5], and in particular to passenger ships, unless that is required to be dewatered by these arrangements.
they are specially approved in relation to subdivision. d) When dewatering systems are in operation, the follow-
d) For ships intended primarily to carry dry cargo in bulk, ing is to be fulfilled:
see [6.6.7]. • other systems essential for the safety of the ship,
including fire-fighting and bilge systems, are to
6.6.5 Draining of tunnels remain available and ready for immediate use
a) Tunnels are to be drained by means of suctions con- • it is to be possible to start fire pumps immediately
nected to the main bilge system. Such suctions are gen-
and to have a ready available supply of fire-fighting
erally to be located in wells at the aft end of the tunnels. water
b) Where the top of the double bottom, in the tunnel, • the systems for normal operation of electric power
slopes down from aft to forward, an additional suction is supplies, propulsion and steering are not to be
to be provided at the forward end of this space. affected by this operation.
6.6.6 Draining of refrigerated spaces e) The drainage arrangements are to be such that:
Provision is to be made for the continuous drainage of con- • any accumulated water can be drained directly by a
densate in refrigerated and air cooler spaces. To this end, pump or an eductor
valves capable of blanking off the water draining lines of • it may be possible to configure and use bilge system
such spaces are not to be fitted, unless they are operable for any compartment when the drainage system is in
from an easily accessible place located above the load operation
waterline.
• remotely operated valves within the system comply
6.6.7 Specific requirements for drainage of forward with [2.7.3]
spaces of bulk, ore and combination carriers • bilge wells are protected by gratings or strainers to
("dewatering system") prevent blockage of the drainage system with debris.
Unless otherwise specified, this requirement applies to f) Where pipes serving such tanks or bilge pierce the colli-
ships with service notation bulk carrier, ore carrier or com- sion bulkhead, valve operation by means of remotely
bination carrier, as described in Pt A, Ch 1, Sec 2, [4.3]. operated actuators may be accepted as an alternative to
a) The bilge of dry spaces any part of which extends for- the valve control required in [5.3.3], provided that the
ward of the foremost cargo hold, as well as the means location of such valve controls complies with [5.3.3].
for draining and pumping ballast tanks forward of the For that purpose, the following is to be fulfilled:
6.7.7 Electrical supply of submersible pump motors 6.8.2 Distribution box branch pipes
a) Where submersible bilge pumps are provided, arrange- The cross-section of any branch pipe connecting the bilge
ments are to be made to start their motors from a con- main to a bilge distribution box is not to be less than the
venient position above the bulkhead deck. sum of the cross-sections required for the two largest branch
suctions connected to this box. However, this cross-section
b) Where an additional local-starting device is provided at need not exceed that of the bilge main.
the motor of a permanently installed submersible bilge
pump, the circuit is to be arranged to provide for the 6.8.3 Branch bilge suction pipes
disconnection of all control wires therefrom at a posi- a) The internal diameter, in mm, of pipes situated between
tion adjacent to the starter installed on the deck. distribution boxes and suctions in holds and machinery
spaces is not to be less than the diameter given by the
6.8 Size of bilge pipes following formula:
d 1 = 25 + 2 ,16 L 1 ( B + D )
6.8.1 Bilge main line
where:
a) The diameter of the bilge main is to be calculated
B and D : as defined in [6.8.1]
according to the following formula:
L1 : Length of the compartment, in m.
d = 25 + 1 ,68 L ( B + D ) d1 is not to be less than 50 mm and need not exceed
where: 100 mm.
d : Internal diameter of the bilge main, in mm b) For ships other than passenger ships, which have side
ballast tanks forming a double hull, the diameter of suc-
L and B : Length and breadth of the ship as defined in tion pipes in holds may be determined by introducing as
Pt B, Ch 1, Sec 2, in m B the actual breadth of the holds amidships.
D : Moulded depth of the ship to the bulkhead
6.8.4 Direct suctions other than emergency
deck, in m, provided that, in a ship having
suctions
an enclosed cargo space on the bulkhead
deck which is internally drained in accord- a) Direct suctions are to be suitably arranged and those in
ance with the requirements of [8.5.3] and a machinery space are to be of a diameter not less than
which extends for the full length of the ship, that required for the bilge main.
D is measured to the next deck above the b) In cargo ships having separate machinery spaces of
bulkhead deck. Where the enclosed cargo small dimensions, the size of the direct suctions need
spaces cover a lesser length, D is to be taken not exceed that given in [6.8.3] for branch bilge suc-
as the moulded depth to the bulkhead deck tions.
plus l⋅h/L where l and h are the aggregate
length and height, respectively, of the 6.8.5 Emergency suctions in machinery spaces
enclosed cargo spaces, in m. a) The diameter of emergency bilge suction pipes is to be:
Note 1: In cargo ships fitted with side ballast tanks forming a dou- • at least two thirds of the diameter of the pump inlet
ble hull on the whole length of the holds, the diameter of the in the case of steamships
bilge main may be determined by introducing the actual • the same as the diameter of the pump inlet in the
breadth of the holds amidships as B in the above formula. For case of motorships.
the part of bilge main serving the suctions to machinery spaces,
the cross-section is not to be less than twice the cross-sections b) Where the emergency suction is connected to a pump
resulting from [6.8.3] for branch bilge suctions to those other than a main circulating or cooling pump, the suc-
machinery spaces and need not exceed that of the bilge main tion is to be the same diameter as the main inlet of the
resulting from the above formula. pump.
b) In no case is the actual internal diameter to be: 6.8.6 Bilge suctions from tunnels
• more than 5 mm smaller than that obtained from the Bilge suction pipes to tunnel wells are not to be less than 65
formula given in a), or mm in diameter. In ships up to 60 metres in length, this
• less than 60 mm, or diameter may be reduced to 50 mm.
• less than that obtained from the formula given in 6.8.7 Scuppers in aft spaces
[6.8.3] for branch bilge suctions. Any scupper provided for draining aft spaces and discharg-
c) For tankers, the internal diameter d of the bilge main in ing to the tunnel is to have an internal diameter not less
engine room shall be determined in accordance with Pt than 35 mm.
D, Ch 7, Sec 4, [2.2.2]. 6.8.8 Bilge for small ships
d) For cargo ships where L < 20 m and assigned with a For cargo ships of a length L, as defined in [6.8.1], less than
restricted navigation notation, as well as for sailing ships 20 m and assigned with a restricted navigation notation, as
with or without auxiliary engine, the bilge system will well as for sailing ships with or without auxiliary engine, the
be specially considered by the Society in each particular bilge system will be specially considered by the Society in
case. each single case.
6.11.5 Access to valves and distribution boxes b) The water level detectors are to be fitted in the aft end of
All distribution boxes and manually operated valves in con- the cargo hold or above its lowest part where the inner
nection with the bilge pumping arrangement shall be in bottom is not parallel to the designed waterline. Where
positions which are accessible under ordinary circum- webs or partial watertight bulkheads are fitted above the
stances inner bottom, the Society may require the fitting of addi-
tional detectors. The visual alarms are to clearly dis-
Hand-wheels of valves controlling emergency bilge suc-
criminate between the two different water level
tions are to rise at least 0,45 m above the manoeuvring
detectors in hold.
floor.
c) The water level detectors need not to be fitted in ships
6.12 Water ingress detection complying with the requirements in [6.12.1] or in ships
having watertight side compartments each side of the
6.12.1 Specific requirements for bulk, ore and cargo hold length extending vertically at least from the
combination carriers inner bottom to the freeboard deck.
Unless otherwise specified, the provisions of [6.12.1] apply d) Relevant documentation and drawings are to be submit-
to ships having one of the service notations bulk carrier ted for review, including at least:
ESP, bulk carrier CSR ESP, bulk carrier CSR BC-A ESP, bulk
• type approval of Water Ingress Detection System,
carrier CSR BC-B ESP, bulk carrier CSR BC-C ESP, bulk car-
i.e. sensors/detectors wiring and control panel
rier, self-unloading bulk carrier ESP, ore carrier ESP, com-
bination carrier/OBO ESP or combination carrier/OOC • general arrangement of sensors and cables
ESP. • power supply electrical diagram
a) Each cargo hold is to be fitted with the water level • detailed installation drawing of a sensor
detectors, giving audible and visual alarms located on • copy of the DOC of compliance for the carriage of
the navigation bridge, one when the water level above dangerous goods and BC Code attestation, if any.
the inner bottom in any hold reaches a height of 0,5 m
Note 1: The requirements also apply to dedicated cement carriers,
and another at a height not less than 15% of the depth
dedicated forest product carriers, dedicated woodchip carriers, tim-
of the cargo hold but not more than 2 m.
ber and log carriers, with the same conditions.
b) The water level detectors are to be fitted in the aft end of Note 2: The scope of application for this type of ships is subject to
the cargo holds. For cargo holds which are used for special consideration.
water ballast, an alarm overriding device may be
installed. The visual alarms are to clearly discriminate
between the two different water levels detected in each
7 Ballast systems
hold.
c) Relevant documentation and drawings are to be submit- 7.1 Design of ballast systems
ted for review, including at least:
7.1.1 Independence of ballast lines
• type approval of Water Ingress Detection System,
Ballast lines are to be entirely independent and distinct
i.e. sensors/detectors wiring and control panel
from other lines except where permitted in [5.4].
• general arrangement of sensors and cables
• power supply electrical diagram 7.1.2 Prevention of undesirable communication
between spaces or with the sea
• detailed installation drawing of a sensor
Ballast systems in connection with bilge systems are to be
• copy of the DOC of compliance for the carriage of so designed as to avoid any risk of undesirable communica-
dangerous goods and BC Code attestation, if any. tion between spaces or with the sea. See [6.2.3].
6.12.2 Specific requirements for general cargo ships
7.1.3 Alternative carriage of ballast water or other
Unless otherwise specified, the provisions of [6.12.2] apply liquids and dry cargo
to ships having a length L of less than 80 m and 500 GT and Holds and deep tanks designed for the alternative carriage
over, with the service notation general cargo ship (see Note of water ballast, fuel oil or dry cargo are to have their filling
1), container ship, ro-ro cargo ship, PCT carrier (see Note and suction lines provided with blind flanges or appropriate
2), refrigerated cargo ship, livestock carrier, deck ship (see change-over devices to prevent any mishandling.
Note 2), liquefied gas carrier or LNG bunkering ship (of
LPG type) (see Note 2) or supply (see Note 2).
7.2 Ballast pumping arrangement
a) Ships with a single cargo hold below the freeboard
deck, or with cargo holds below the freeboard deck 7.2.1 Filling and suction pipes
which are not separated by at least one bulkhead made
a) All tanks including aft and fore peak and double bottom
watertight up to the freeboard deck, are to be fitted with
tanks intended for ballast water are to be provided with
water level detectors, giving audible and visual alarms
suitable filling and suction pipes connected to special
located on the navigation bridge, one when the water
power driven pumps of adequate capacity.
level above the inner bottom reaches a height of not less
than 0,3 m and another at a height not more than 15% b) Small tanks used for the carriage of domestic fresh water
of the mean depth of the cargo hold. may be served by hand pumps.
c) Suctions are to be so positioned that the transfer of sea 7.3 Requirements on ballast water
water can be suitably carried out in the normal operat- exchange at sea
ing conditions of the ship. In particular, two suctions
may be required in long compartments. 7.3.1 General
d) On bulk carriers, the means for draining and pumping Unless otherwise specified, this sub-article applies to ships
ballast tanks forward of the collision bulkhead are to assigned with additional class notation BWE.
comply with [6.6.7].
7.3.2 Definitions
7.2.2 Pumps
a) A Ballast Water Exchange (BWE) plan contains proce-
At least two power driven ballast pumps are to be provided,
dures and advice to safely and efficiently exchange of
one of which may be driven by the propulsion unit. Sanitary
ballast water in accordance with applicable structural
and general service pumps may be accepted as independ-
and stability requirements and taking into account the
ent power ballast pumps.
precautions contained in Appendix 2 of IMO Res. A.
Bilge pumps may be used for ballast water transfer provided 868(20).
the provisions of [6.7.3] are fulfilled.
b) Sequential method - a process by which a ballast tank or
Alternative means of deballasting, such as an eductor, may hold intended for the carriage of water ballast is emp-
be accepted in lieu of a second ballast pump, subject to tied of at least 95% or more of its volume and then
special consideration in each particular case. refilled with replacement ballast water.
7.2.3 Passage of ballast pipes through tanks c) Flow-through method - a process by which replacement
If not contained in pipe tunnels, the ballast steel pipes pass- ballast water is pumped into a ballast tank or hold
ing through tanks intended to contain fresh water, fuel oil or intended for the carriage of water ballast allowing water
liquid cargo are: to flow through overflow or other arrangements. At least
• to have reinforced thickness, as per Tab 6 three times the tank or hold volume is to be pumped
through the tank or hold.
• to consist either of a single piece or of several pieces
assembled by welding, by reinforced flanges or by d) Dilution method - a process by which replacement bal-
devices deemed equivalent for the application consid- last water is filled through the top of the ballast tank or
ered hold intended for the carriage of water ballast with
• to have a minimal number of joints in these lines simultaneous discharge from the bottom at the same
flow rate and maintaining a constant level in the tank or
• to have expansion bends in these lines within the tank,
hold. At least three times the tank or hold volume is to
where needed
be pumped through the tank or hold.
• not to have slip joints.
For ballast lines passing through oil cargo tanks, where per- 7.3.3 Ballast water pumping and piping
mitted, see Pt D, Ch 7, Sec 4, [2.1.3]. arrangement
a) Ballast water pumping and piping arrangements are to
7.2.4 Ballast valves and piping arrangements be capable of filling and pumping out any ballast tank
a) Ballast tank valves and hold intended for the carriage of water ballast under
Valves controlling flow to ballast tanks are to be any environmental conditions permitted by the Ballast
arranged so that they remain closed at all times except Water Exchange (BWE) plan.
when ballasting. Where butterfly valves are used, they b) Where the flow-through method of water ballast
are to be of a type able to prevent movement of the exchange is used, the design of water ballast exit
valve position due to vibration or flow of fluids. arrangements are to be such that when the tank or hold
b) Remote control valves is overflowing at the maximum pumping capacity avail-
Remote control valves, where fitted, are to be arranged able to the tank or hold, it is not subject to a pressure
so that they close and remain closed in the event of loss greater than that for which it has been designed.
of control power. The valves may remain in the last c) Every ballast tank and hold intended for the carriage of
ordered position upon loss of power, provided that there water ballast is to be provided with isolating valves for
is a readily accessible manual means to close the valves filling and /or emptying purposes.
upon loss of power.
d) On ships classed for navigation in ice, ship side ballast
Remote control valves are to be clearly identified as to
discharge valves placed above the assigned lightest load
the tanks they serve and are to be provided with posi-
line are to be arranged with adequate heating arrange-
tion indicators at the ballast control station.
ments.
c) Ballast piping arrangements
For ships which are subject to damage stability, the pip- 7.3.4 Sea chests and shipside openings intended
ing arrangements are to comply with the requirements for ballast water exchange
of [5.5] concerning the prevention of progressive fload- The relative positions of ballast water intake and discharge
ing. The pipes, if damaged, which are located within the openings are to be such as to preclude as far as practicable
extent of assumed damage, are not to affect damage sta- the possibility of contamination of replacement ballast
bility considerations. water by water which is being pumped out.
• Cargo area of tankers is defined in SOLAS Ch II-2 Reg. • (iii) Audible and visual alarm signals are to be
3/6, IBC Code Ch. 1.3.6, IGC Code Ch. 1.2.7 and LHNS activated both locally and at the BWMS control
Guidelines MSC Res. 236(82) Ch 1.3.1 as applicable. station when the concentration of explosive
• Dangerous liquid means any liquid that is identified as gases reaches a pre-set value, which should not
hazardous in the Material Safety Data Sheet or other be higher than 30% of the lower flammable limit
documentation relating to this liquid. (LFL) of the concerned product. Upon an activa-
tion of the alarm, all electrical power to the cab-
7.4.3 General requirements inet is to be automatically disconnected.
a) All valves, piping fittings and flanges are to comply with • (iv) The cabinet is to be vented to a non-hazard-
the relevant requirements of this Section. In addition, ous area in the weather deck and the vent is to
special consideration can be given to the material used be fitted with a flame screen.
for this service with the agreement of the Society.
b) The BWMS is to be provided with by-pass or override 2) The standard internal diameter of sampling pipes is
arrangement to effectively isolate it from any essential to be the minimum necessary in order to achieve the
ship system to which it is connected. functional requirements of the sampling system.
c) The BWMS is to be operated in accordance with the 3) The measuring system is to be installed as close to
requirements specified in the Type Approval Certificate the bulkhead as possible, and the length of measur-
issued by the Flag Administration. ing pipe in any safe area is to be as short as possible.
d) Where a vacuum or overpressure may occur in the bal- 4) Stop valves are to be located in the safe area, in both
last line due to the height difference or injection of inert the suction and return pipes close to the bulkhead
gas, a suitable protection is to be provided. penetrations. A warning plate stating "Keep valve
The setting of the protection device should not exceed closed when not performing measurements" is to be
the design pressure of the ballast line. posted near the valves. Furthermore, in order to pre-
e) Electric and electronic components are not to be vent backflow of flammable vapours from the haz-
installed in a hazardous area unless they are of certified ardous areas, a water seal or equivalent arrangement
safe type for use in the area. Cable penetrations of decks is to be installed on the hazardous area side of the
and bulkheads are to be sealed when a pressure differ- sample suction and return pipes.
ence between the areas is to be maintained. 5) A safety valve is to be installed on the hazardous
f) Where the BWMS is installed in an independent com- area side of each sampling pipe.
partment, the compartment is to be:
d) A BWMS, regardless of whether or not it generates dan-
1) provided with fire integrity equivalent to other gerous gas, is to be located in a space fitted with
machinery spaces. mechanical ventilation complying with relevant require-
2) positioned outside of any hazardous areas or toxic ments, e.g. IEC60092-502, IBC Code, IGC Code, etc.
area unless otherwise specifically specified.
7.4.5 Special requirements for BWMS generating
7.4.4 Additional requirements for tankers dangerous gas or dealing with dangerous
a) Hazardous area classification is to be in accordance liquids
with IEC 60092-502.
a) Where the operating principle of the BWMS involves
b) In general, two independent BWMS may be required the generation of a dangerous gas, the following
i.e. one for ballast tanks located within the cargo area requirements are to be satisfied:
and the other one for ballast tanks located outside cargo
area. Specific arrangements with only one single BWMS 1) Gas detection equipment is to be fitted in the spaces
could be accepted on case by case basis. where dangerous gas could be present, and an audi-
ble and visual alarm is to be activated both locally
c) Sampling lines from ballast tanks considered as hazard-
and at the BWMS control station in the event of
ous areas are not to be led to an enclosed space
leakage. The gas detection device is to be designed
regarded as a safe area, without appropriate measures.
and tested in accordance with IEC 60079-29-1 or
However, a sampling point for checking the perfor-
recognized standards acceptable to the Society.
mance of BWMS, may be located in a safe area pro-
vided the following requirements are fulfilled: 2) The spaces where the dangerous gas could be pres-
1) The sampling facility (for BWMS monitoring/control) ent are to be provided with an independent ventila-
is to be located within a gas tight enclosure (herein- tion system providing at least 6 air changes per hour
after, referred to as a “cabinet”), and the following (i) or as specified by the BWMS manufacturer, which-
through (iv) are to be complied. ever is greater. This ventilation is to be led to a safe
area on open deck.
• (i) In the cabinet, a stop valve is to be installed in
each sample pipe. 3) The arrangements used for gas relieving, e.g. H2
• (ii) Gas detection equipment is to be installed in degas equipment or equivalent, are to be provided
the cabinet and the valves specified in (i) above with monitoring measures and independent shut-
are to be automatically closed upon activation of downs. The open end of the gas relieving device is
the gas detection equipment. to be led to a safe area on open deck.
b) Where the piping is conveying active substances, by- process, hazardous areas are to be defined according to
products or neutralizer that are containing dangerous this standard.
gas/liquids as defined in [7.4.2], the following require-
ments are to be satisfied: e) For electrolysis-type BWMS:
1) The piping is to be of Class I or Class II as required by • the areas on open deck, or semi-enclosed spaces on
Tab 3 with due consideration of the applicable safe- open deck, within 3 m of the hydrogen de-gas outlet
guards like double walled pipes, pipe ducts, shield- are to be categorized hazardous zone 1; and
ing, screening, etc. The selected materials, the testing • an additional 1,5 m surrounding the 3 m hazardous
of the material, the welding, the nondestructive tests zone 1 is to be categorized hazardous zone 2.
of the welding, the type of connections, the hydro-
Electrical apparatus located in the above hazardous areas
static tests and the pressure tests after assembly on-
zone 1 and zone 2 is to be suitable for at least IIC T1.
board are to be as required in the Rules. Mechanical
joints, where allowed, are to be selected in accord- f) A risk assessment may be conducted to ensure that risks,
ance with Tab 18. including but not limited to those arising from the use of
2) The length of pipe and the number of connections dangerous gas affecting persons on board, the environ-
are to be minimised. ment, the structural strength or the integrity of the ship
are addressed.
3) Double walled pipes or pipes in ducts are to be
equipped with mechanical exhaust ventilation lead- 7.4.6 Certification of BWMS
ing to a safe area. Ballast water management systems shall be:
4) The routing of the piping system is to be kept away • type approved by the Administration according to IMO
from any source of heating, ignition and any other Guidelines for Approval of Ballast Water Management
source that could react hazardously with the danger- Systems (G8) as applicable, and
ous gas/liquid conveyed inside. The pipes are to be • type approved by the Society.
suitably supported and protected from mechanical
damage.
Note 1: The requirements of item b) are not applicable to the main
8 Scuppers and sanitary discharges
lines conveying the ballasts water to/from the ballast tanks
where the active substances or neutralizers are diluted. 8.1 Application
c) For BWMS using chemical substances, which are stored
8.1.1
on-board, procedures are to be in accordance with the
Material Safety Data Sheet and BWM.2/Circ.20 “Guid- a) This Article applies to:
ance to ensure safe handling and storage of chemicals • scuppers and sanitary discharge systems, and
and preparations used to treat ballast water and the • discharges from sewage tanks.
development of safety procedures for risks to the ship
and crew resulting from the treatment process”, and the b) Discharges in connection with machinery operation are
following measures are to be taken as appropriate: dealt with in [2.8].
Note 1: Arrangements not in compliance with the provisions of
1) The materials, inside coating used for the chemical this Article may be considered for the following ships:
storage tanks, piping and fittings are to be resistant
• ships of less than 24 m in length
to such chemicals.
• cargo ships of less than 500 tons gross tonnage
2) Chemical storage tanks are to be designed, con- • ships to be assigned restricted navigation notations
structed, inspected, certified and maintained in
• non-propelled units.
accordance with the Rules for pressure vessels of
Class I or Class II as applicable.
8.2 Principle
3) Chemical storage tank air pipes are to be led to a
safe area on open deck. 8.2.1
4) An operation manual containing chemical injection a) Scuppers, sufficient in number and suitable in size, are
procedures, alarm systems, measures in case of to be provided to permit the drainage of water likely to
emergency, etc. is to be kept onboard. accumulate in the spaces which are not located in the
5) Chemical storage tanks and other associated com- ship's bottom.
ponents of the BWMS subject to leakage, if applica- b) The number of scuppers and sanitary discharge open-
ble, are to be provided with spill trays of ample size, ings in the shell plating is to be reduced to a minimum
large enough to cover the leakage points such as either by making each discharge serve as many as possi-
manholes, drain valves, gauge glass, filter, pumps, ble of the sanitary and other pipes, or in any other satis-
etc. Drains from such spill trays or chemical dosing factory manner.
sampling/vent piping are not to be led to the engine c) Except otherwise specified, the design of scuppers and san-
room bilges or engine room sludge tank. itary discharges shall generally comply with recognised
d) Where products covered by IEC standard 60092-502 national or international standard acceptable to the Society
are stored on-board or generated during the treatment (reference is made to ISO 15749-1 to -5, as applicable).
8.3 Drainage from spaces below the board deck, respectively, is to be led to a suitable space, or
freeboard deck or within enclosed spaces, of appropriate capacity, having a high water level
superstructures and deckhouses on the alarm and provided with suitable arrangements for dis-
charge overboard.
freeboard deck
In addition, it is to be ensured that:
8.3.1 Normal arrangement • the number, size and arrangement of the scuppers are
Scuppers and sanitary discharges from spaces below the such as to prevent unreasonable accumulation of free
freeboard deck or from within superstructures and deck- water - see also [8.7]
houses on the freeboard deck fitted with doors complying • the pumping arrangements take account of the require-
with the provisions of Pt B, Ch 8, Sec 6 are to be led to: ments for any fixed pressure water-spraying fire-extin-
• the bilge in the case of scuppers, or guishing system - see also [8.7]
• suitable sanitary tanks in the case of sanitary discharges. • water contaminated with petrol or other dangerous sub-
stances is not drained to machinery spaces or other
8.3.2 Alternative arrangement spaces where sources of ignition may be present, and
The scuppers and sanitary discharges may be led overboard
• where the enclosed cargo space is protected by a car-
provided that:
bon dioxide fire-extinguishing system, the deck scup-
• the spaces drained are located above the load waterline pers are fitted with means to prevent the escape of the
formed by a 5° heel, to port or starboard, at a draft cor- smothering gas.
responding to the assigned summer freeboard, and
• the pipes are fitted with efficient means of preventing 8.6 Drainage of cargo spaces, other than
water from passing inboard in accordance with [8.8] ro-ro spaces, intended for the carriage
of motor vehicles with fuel in their tanks
8.4 Drainage of superstructures or for their own propulsion
deckhouses not fitted with efficient
weathertight doors 8.6.1 Prevention of build-up of free surfaces
In cargo spaces, other than ro-ro spaces, intended for the car-
8.4.1 Scuppers leading from superstructures or deckhouses riage of motor vehicles with fuel in their tanks for their own
not fitted with doors complying with the requirements of Pt B, propulsion and fitted with a fixed pressure water-spraying
Ch 8, Sec 6 are to be led overboard. fire-extinguishing system, the drainage arrangement is to be
such as to prevent the build-up of free surfaces. If this is not
8.5 Drainage of enclosed cargo spaces possible, the adverse effect upon stability of the added
situated on the bulkhead deck or on the weight and free surface of water are to be taken into account
freeboard deck to the extent deemed necessary by the Society in its approval
of the stability information. Refer to Pt B, Ch 3, Sec 3.
8.5.1 General
Means of drainage are to be provided for enclosed cargo 8.6.2 Scupper draining
spaces situated on the bulkhead deck of a passenger ship Scuppers from cargo spaces, other than ro-ro spaces,
and on the freeboard deck of a cargo ship. The Society may intended for the carriage of motor vehicles with fuel in their
permit the means of drainage to be dispensed with in any tanks for their own propulsion are not to be led to machin-
particular compartment if it is satisfied that, by reason of ery spaces or other places where sources of ignition may be
size or internal subdivision of such space, the safety of the present.
ship is not impaired.
8.7 Drainage and pumping arrangements for
8.5.2 Cases of spaces located above the waterline vehicle, special category and ro-ro
resulting from a 5° heel
spaces protected by fixed pressure
a) Scuppers led through the shell from enclosed super-
water-spraying systems
structures used for the carriage of cargo are permitted,
provided the spaces drained are located above the 8.7.1 When fixed pressure water-spraying fire-extinguish-
waterline resulting from a 5° heel to port or starboard at ing systems are fitted, in view of the serious loss of stability
a draught corresponding to the assigned summer free- which could arise due to large quantities of water accumu-
board. Such scuppers are to be fitted in accordance with lating on the deck or decks during the operation of the fixed
the requirements stated in [8.8]. pressure water-spraying system, the following arrangements
b) In other cases, the drainage is to be led inboard in shall be provided.
accordance with the provisions of [8.5.3].
8.7.2 In cargo ships, the drainage and pumping arrange-
8.5.3 Cases where the bulkhead or freeboard deck ments shall be such as to prevent the build-up of free sur-
edge is immersed when the ship heels 5° or less faces. In such case, the drainage system shall be sized to
Where the freeboard is such that the edge of the bulkhead remove no less than 125% of the combined capacity of
deck or the edge of the freeboard deck, respectively, is both the water-spraying system pumps and the required
immersed when the ship heels 5° or less, the drainage of the number of fire hose nozzles, taking into account IMO Cir-
enclosed cargo spaces on the bulkhead deck or on the free- cular MSC.1/Circ.1320. The drainage system valves shall be
operable from outside the protected space at a position in 3) Alternative arrangement when the inboard end of
the vicinity of the extinguishing system controls. Bilge wells the discharge pipe is above the summer waterline by
shall be of sufficient holding capacity and shall be arranged more than 0,01 L:
at the side shell of the ship at a distance from each other of
not more than 40 m in each watertight compartment. If this Where the vertical distance from the summer load
is not possible, the adverse effect upon stability of the waterline to the inboard end of the discharge pipe
added weight and free surface of water shall be taken into exceeds 0,01 L, the discharge may have two auto-
account to the extent deemed necessary by the Society in its matic non-return valves without positive means of
approval of the stability information. Such information shall closing, provided that:
be included in the stability information supplied to the mas-
ter as required in Pt B, Ch 3, Sec 2, [1.1.1]. • the inboard valve is above the level of the tropi-
cal load waterline so as to always be accessible
8.7.3 For passenger ships, refer to Pt D, Ch 11, Sec 4, [1.6]. for examination under service conditions, or
8.7.4 For closed vehicles and ro-ro spaces and special cat- • where this is not practicable, a locally controlled
egory spaces, where fixed pressure water-spraying systems sluice valve is interposed between the two auto-
are fitted, means shall be provided to prevent the blockage matic non-return valves.
of drainage arrangements, taking into account IMO Circular
MSC.1/Circ.1320. 4) Alternative arrangement when the inboard end of
the discharge pipe is above the summer waterline by
more than 0,02 L:
8.8 Arrangement of discharges led overboard
Where the vertical distance from the summer load
8.8.1 Arrangements for discharges led from spaces waterline to the inboard end of the discharge pipe
below the bulkhead or freeboard deck exceeds 0,02 L, a single automatic non-return valve
without positive means of closing may be accepted
a) Normal arrangement:
subject to the approval of the Society.
Each separate discharge led though the shell plating
from spaces below the bulkhead or freeboard deck is to e) Arrangement of discharges through manned machinery
be provided with one automatic non-return valve fitted spaces:
with positive means of closing it from above the bulk-
head or freeboard deck or. Where sanitary discharges and scuppers lead overboard
through the shell in way of machinery spaces, the fitting
b) Alternative arrangement when the inboard end of the at the shell of a locally operated positive closing valve
discharge pipe is above the summer waterline by more together with a non-return valve inboard may be
than 0,01 L: accepted. The operating position of the valve will be
Where the vertical distance from the summer load given special consideration by the Society.
waterline to the inboard end of the discharge pipe
exceeds 0,01 L, the discharge may have two automatic 8.8.2 Arrangements for discharges led from other
non-return valves without positive means of closing, spaces
provided that the inboard valve is:
a) Scupper and discharge pipes originating at any level
• above the deepest subdivision load line, and and penetrating the shell either more than 450 millime-
• always accessible for examination under service tres below the freeboard deck or less than 600 millime-
conditions. tres above the summer load waterline are to be provided
with a non-return valve at the shell. Unless required by
c) For SOLAS ships, no other alternative arrangement as
[8.8.1], this valve may be omitted if the piping is of sub-
those described above is accepted except for discharges
stantial thickness, as per Tab 25.
led from the shell plating from spaces above the bulk-
head or freeboard deck and those as provided in e). b) Scupper and discharge pipes penetrating the shell less
d) For NON SOLAS ships: than 450 millimetres below the freeboard deck and
more than 600 millimetres above the summer load
1) The provisions of this sub-article are applicable only waterline are not required to be provided with a non-
to those discharges which remain open during the return valve at the shell.
normal operation of a ship. For discharges which
must necessarily be closed at sea, such as gravity
drains from topside ballast tanks, a single screw- 8.9 Summary table of overboard discharge
down valve operated from the deck may be accepted. arrangements
2) The position of the inboard end of discharges is
related to the timber summer load waterline when a 8.9.1 The various arrangements acceptable for scuppers
timber freeboard is assigned. and sanitary overboard discharges are summarised in Fig 3.
Discharges coming from enclosed spaces below the freeboard deck Discharge coming from other spaces
or on the freeboard deck
Superstructure or
Deckhouse Deck
FB FB
FB Deck FB Deck FB Deck FB Deck Deck Deck
TWL
*
* control of the valves from
an approved position
inboard end of pipes non return valve without
positive means of closing
remote control
outboard end of pipes non return valve with positive normal thickness
Note 1: References are those corresponding to means of closing controlled locally
the International Convention on Load Lines, pipes terminating on the open deck valve controlled locally substantial thickness
Rules are to be additionally be taken into account.
8.11.2 Passage through cargo spaces decks and leading directly overboard, taking into considera-
Where scupper and sanitary discharge pipes are led through tion the quantity of wastewater occurring.
cargo spaces, the pipes and the valves with their controls
are to be adequately protected by strong casings or guards. 8.11.10 Sewage and grey water discharges
The requirements specified below are general and should
8.11.3 Passage through tanks apply to any ship fitted with sewage and grey water piping
a) As a rule, scupper and sanitary discharge pipes are not systems. They are not sufficient for the compliance with
to pass through fuel oil tanks. MARPOL Annex IV and for additional class notation
CLEANSHIP. Furthermore, the National Authority of the
b) Where scupper and discharge pipes pass unavoidably country in which the ship is to be registered may also have
through fuel oil tanks and are led through the shell additional requirements.
within the tanks, the thickness of the piping is not to be
less than that given in Tab 25, column 1 (substantial a) Except otherwise specified, the sewage (or black water)
thickness). It need not, however, exceed the thickness of means:
the adjacent Rule shell plating. • drainage and other wastes from any form of toilets
and urinals
c) Scupper and sanitary discharge pipes are normally not
to pass through fresh and drinking water tanks. • drainage from medical premises (dispensary, sick
bay, etc.) via wash basins, wash tubs and scuppers
d) For passage through cargo oil tanks, see Pt D, Ch 7, Sec 4. located in such premises
8.11.4 Passage through watertight bulkheads or • drainage from spaces containing living animals; or
decks • other waste waters when mixed with the drainages
a) The intactness of machinery space bulkheads and of defined above.
tunnel plating required to be of watertight construction b) Grey water means other sanitary discharges which are
is not to be impaired by the fitting of scuppers discharg- not sewage.
ing to machinery spaces or tunnels from adjacent com-
c) In general, sewage systems should be of a design which
partments which are situated below the freeboard deck.
will avoid the possible generation of toxic and flamma-
b) Such scuppers may, however, be led into a strongly con- ble gases (such as hydrogen sulphide, methane, ammo-
structed scupper drain tank situated in the machinery nia) during the sewage collection and treatment.
space or tunnel, but close to the above-mentioned adja- Additional means of protection is to be suitable ventila-
cent compartments and drained by means of a suction tion of the pipework and tanks.
of appropriate size led from the main bilge line through
d) Drain lines from the hospital area should be, as far as
a screw-down non-return valve.
practicable, separated from other discharges and fitted
8.11.5 Discharge in refrigerated spaces to the drain collector at the lowest level.
No scupper pipe from non-refrigerated spaces is to dis- e) Sewage and grey water may be collected into storage
charge in refrigerated spaces. tanks together or separately, either for holding prior to
transfer to a treatment unit, or for later discharge. Any
8.11.6 Discharge from galleys and their stores tank used for holding sewage shall comply with the fol-
Discharges from galleys and their stores are to be kept sepa- lowing:
rate from other discharges and be drained overboard or in • suitable air pipes shall be fitted, leading to the open
separate drainage tanks; alternatively, discharges are to be deck
provided with adequate devices against odours and over- • design and configuration of those tanks should be
flow. such as to facilitate the effective drainage and flush-
ing of the tanks
8.11.7 Discharge from aft spaces
• suitable means for flushing of the tanks shall be pro-
Where spaces located aft of the aft peak bulkhead not
vided
intended to be used as tanks are drained by means of scup-
pers discharging to the shaft tunnel, the provisions of [6.6.4] • such tanks are to be efficiently protected against cor-
item c) are to be complied with. rosion
• tanks shall have a means to indicate visually the
8.11.8 Scupper tank amount of its content
a) The scupper tank air pipe is to be led to above the free- • suitable means for emptying sewage tanks through
board deck. the standard discharge connection to reception
b) Provision is to be made to ascertain the level of water in facilities shall be provided. Ballast and bilge pumps
the scupper tank. are not be used for that purpose.
f) Air pipes from the sewage and grey water systems are to
8.11.9 Drains from the funnels be independent of all other air pipes and to be led to the
Drain line from the funnel or stack top should not terminate outside of the ship, away from any air intake. Such pipes
on an exposed deck owing to the soot that may be con- should not terminate in areas to which personnel have
tained in the wastewater. Except otherwise specified, this frequent access and should be clear of any sources of
line may be connected to other lines draining exposed ignition.
g) The overboard discharges shall be located as far from 9 Air, sounding and overflow pipes
seawater inlets as possible, seen in the direction of
travel. In general, the sewage outlets should be located
9.1 Air pipes
below the summer loadline.
h) The sewage and grey water discharge lines are to be fit- 9.1.1 Principle
ted at the ships' side with screw-down valve and non- Air pipes are to be fitted to all tanks, double bottoms, coffer-
return valve. Possible characteristically arrangement is dams, tunnels and other compartments which are not fitted
shown on Fig 4. with alternative ventilation arrangements, in order to allow
The non-return valve may be omitted where a pipe loop is the passage of air or liquid so as to prevent excessive pres-
fitting on discharge line, provided that the lowest part of the sure or vacuum in the tanks or compartments, in particular
loop is at least 200 mm above the waterline with the ship in those which are fitted with piping installations. Their
on summer loadline draft and when the ship has a 5° list open ends are to be so arranged as to prevent the free entry
(see Fig 5). of sea water in the compartments.
Figure 4 : Sewage and grey water overboard 9.1.2 Number and position of air pipes
discharge typical arrangement a) Air pipes are to be so arranged and the upper part of
compartments so designed that air or gas likely to accu-
! mulate at any point in the compartments can freely
evacuate.
b) Air pipes are to be fitted opposite the filling pipes and/or
% at the highest parts of the compartments, the ship being
$
" ! assumed to be on an even keel.
c) In general, two air pipes are to be fitted for each com-
$ & partment, except in small compartments, where only
one air pipe may be accepted. When the top of the
compartment is of irregular form, the position of air
' # pipes will be given special consideration by the Society.
Note 1: Two air vents are normally required for long tanks e.g. a
ballast tank in a double hull ship.
$ $ In machinery spaces, two air vents are not normally required.
1 grey water drain line d) Where only one air pipe is provided, it is not to be used
2 sewage water drain line as a filling pipe.
3 bypass line for sewage
4 bypass line for grey water 9.1.3 Location of open ends of air pipes
5 sewage disposal line
a) Air pipes of double bottom compartments, tunnels,
6 shutoff gate valve
7 spectacle flange, optional deep tanks and other compartments which can come
8 overboard discharge into contact with the sea or be flooded in the event of
9 collector tank or treatment unit hull damage are to be led to above the bulkhead deck
10 pump or the freeboard deck.
11 non-return valve Note 1: In ships not provided with a double bottom, air pipes of
12 screw-down overboard valve small cofferdams or tanks not containing fuel oil or lubricating
13 standard discharge connection. oil may discharge within the space concerned.
b) Air pipes of tanks intended to be pumped up are to be
Figure 5 : Typical overboard discharge
led to the open above the bulkhead deck or the free-
arrangement without non-return valve
board deck.
3 2 c) Air pipes other than those of flammable oil tanks may be
led to enclosed cargo spaces situated above the free-
board deck, provided that:
• overflow pipes are fitted in accordance with [9.3.4],
where the tanks may be filled by pumping
5°
≥ 200
d) Unless otherwise specified, in passenger ships the open • and for ships assigned timber freeboard.
end of air pipes terminating within a superstructure shall
be at least 1 m above the waterline when the ship heels See also Pt B, Ch 3, Sec 2, [2.1.2] and Pt B, Ch 3, Sec 3,
to an angle of 15°, or the maximum angle of heel during [3.3.2].
intermediate stages of flooding, as determined by direct c) Automatic closing appliances are to be of a type
calculation, whichever is the greater. Alternatively, air approved by the Society. Requirements for type tests are
pipes from tanks other than oil tanks may discharge given in [20.3.1].
through the side of the superstructure.
d) For ships subject to specific buoyancy or stability
e) The air pipe of the scupper tank is to be led to above
requirements, the fitting of closing appliances to air
freeboard deck.
pipes will be given special consideration.
f) The location of air pipes for flammable oil tanks is also
e) Pressure/vacuum valves installed on cargo tanks, as per
to comply with [9.1.7].
Part D, Chapter 7 and Part D, Chapter 8, can be
accepted as closing appliances.
9.1.4 Height of air pipes
a) The height of air pipes extending above the freeboard 9.1.6 Design of closing appliances
deck or superstructure deck from the deck to the point
where water may have access below is to be at least: a) When air pipes are required to be fitted with automatic
closing devices, they are to comply with the following:
• 760 mm on the freeboard deck, and
• 450 mm on the superstructure deck. 1) Air pipe automatic closing devices are to be so
designed that they will withstand both ambient and
This height is to be measured from the upper face of the working conditions, and be suitable for use at incli-
deck, including sheathing or any other covering, up to nations up to and including ± 40°.
the point where water may penetrate inboard.
2) Air pipe automatic closing devices are to be con-
b) Where these heights may interfere with the working of structed to allow inspection of the closure and the
the ship, a lower height may be approved, provided the inside of the casing as well as changing the seals.
Society is satisfied that this is justified by the closing
arrangements and other circumstances. Satisfactory 3) Efficient ball or float seating arrangements are to be
means which are permanently attached are to be pro- provided for the closures. Bars, cage or other
vided for closing the openings of the air pipes. devices are to be provided to prevent the ball or
float from contacting the inner chamber in its nor-
c) The height of air pipes may be required to be increased
mal state and made in such a way that the ball or
on ships subject to damage stability requirements since
float is not damaged when subjected to water
the air pipe outlets should be above final water line at
impact due to a tank being overfilled.
any damaged condition assumed by the Damage stabil-
ity examination as defined in Pt B, Ch 3, App 4, [3.5.2]. 4) Air pipe automatic closing devices are to be self-
draining.
d) The height of air pipes discharging through the side of
the superstructure is to be at least 2,3 m above the sum- 5) The clear area through an air pipe closing device in
mer load waterline. the open position is to be at least equal to the area of
the inlet.
9.1.5 Fitting of closing appliances
6) An automatic closing device is to:
a) Satisfactory appliances which are permanently attached
are to be provided for closing the openings of air pipes • prevent the free entry of water into the tanks
in order to prevent the free entry of water into the
spaces concerned, except for pipes of tanks fitted with • allow the passage of air or liquid to prevent
cross-flooding connections. excessive pressure or vacuum coming on the
tank.
b) Automatic closing appliances are to be fitted in the fol-
lowing cases: 7) In the case of air pipe closing devices of the float
type, suitable guides are to be provided to ensure
• where air pipes to ballast and other tanks extend unobstructed operation under all working condi-
above the freeboard or superstructure decks tions of heel and trim. Where side covers are pro-
• where, with the ship at its summer load waterline, vided and their function is integral to providing
the openings are immersed at an angle of heel of 40° functions of the closing device as outlined in
or, at the angle of down-flooding if the latter is less [9.1.6]item a) 6), they shall have a minimum wall
than 40° thickness of 6 mm. If the air pipe head can meet the
tightness test in [20.3.1], item a) without the side
• where, as per [9.1.3] item c), air pipes terminate in
covers attached, then the side covers are not consid-
enclosed spaces
ered to be integral to the closing device, in which
• where, as per [9.1.4] item b), air pipes have a height case a wall less than 6 mm can be acceptable for
lower than that required in [9.1.4] item a) side covers.
8) The maximum allowable tolerances for wall thick- e) Where seawater or rainwater may enter fuel oil service,
ness of floats is not to exceed ± 10% of thickness. settling and lubrication oil tanks through broken air
pipes, arrangements such as water traps with:
9) The inner and the outer chambers of an automatic
air pipe head is to be of a minimum thickness of • automatic draining, or
6 mm. • alarm for water accumulation
10) Casings of air pipe closing devices are to be of are to be provided.
approved metallic materials adequately protected
against corrosion. 9.1.8 Construction of air pipes
11) For galvanised steel air pipe heads, the zinc coating a) Where air pipes to ballast and other tanks extend above
is to be applied by the hot method and the thickness the freeboard deck or superstructure deck, the exposed
is to be 70 to 100 microns. parts of the pipes are to be of substantial construction,
with a minimum wall thickness of at least:
12) For areas of the head susceptible to erosion (e.g.
those parts directly subjected to ballast water impact • 6,0 mm for pipes of 80 mm or smaller external
when the tank is being pressed up, for example the diameter
inner chamber area above the air pipe, plus an over-
• 8,5 mm for pipes of 165 mm or greater external
lap of 10° or more either side), an additional harder
diameter,
coating is to be applied. This is to be an aluminium
bearing epoxy, or other equivalent, coating, applied Intermediate minimum thicknesses may be determined
over the zinc. by linear interpolation.
13) Closures and seats made of non-metallic materials b) Air pipes with height exceeding 900 mm are to be addi-
are to be compatible with the media intended to be tionally supported.
carried in the tank and to seawater and suitable for
c) In each compartment likely to be pumped up, and where
operating at ambient temperatures between −25°C
no overflow pipe is provided, the total cross-sectional
and +85°C.
area of air pipes is not to be less than 1,25 times the
b) Where closing appliances are not of an automatic type, cross-sectional area of the corresponding filling pipes.
provision is to be made for relieving vacuum when the
d) The internal diameter of air pipes is not to be less than
tanks are being pumped out. For this purpose, a hole of
50 mm, except for tanks of less than 2 m3.
approximately 10 mm in diameter may be provided in
the bend of the air pipe or at any other suitable position e) Air pipes from several tanks or spaces may be led into a
in the closing appliance. common main line, provided that:
c) Wooden plugs and trailing canvas are not permitted in • the tanks or spaces are not intended for liquids
position 1 or position 2, as defined in Pt B, Ch 3, Sec 2. which are not compatible and that the arrangement
could not effect unacceptable condition for the ship
9.1.7 Special arrangements for air pipes of
• the cross-sectional area of the air pipes main is gen-
flammable oil tanks
erally not less than the aggregate cross-sectional
a) Air pipes from fuel oil and thermal oil tanks are to dis- area of the two largest pipes discharging into the
charge to a safe position on the open deck where no main. However, a reduced value may be considered
danger will be incurred from issuing oil or gases. for acceptance in each particular case on the basis
of back pressure calculation submitted for all normal
Where fitted, wire gauze diaphragms are to be of corro-
working conditions
sion resistant material and readily removable for clean-
ing and replacement. The clear area of such diaphragms • as far as practical, each separate air pipe is fitted to
is not to be less than the cross-sectional area of the pipe. the common air pipe from the top side
b) Air pipes of lubricating or hydraulic oil storage tanks, • where no overflow pipes are provided, the cross-
which are neither heated nor subject to flooding in the sectional area of a common air pipe from several
event of hull damage, may be led to machinery spaces, tanks is not less than 1,25 times the area of the com-
provided that in the case of overflowing the oil cannot mon filling pipeline for these tanks
come into contact with electrical equipment, hot sur- • where the tanks or spaces are situated at the shell
faces or other sources of ignition. side, the connections to the air pipes main are to be
c) The location and arrangement of vent pipes for fuel oil above the freeboard deck. Where it is not practical,
service, settling and lubrication oil tanks are to be such different position proposed as far as possible above
that in the event of a broken vent pipe there is no risk of the deepest load waterline may be considered for
ingress of seawater or rainwater. acceptance. For vessels subject to damage stability
requirements these connections should be above
d) Air pipes of fuel oil service, settling and lubrication oil final water line at any damaged condition assumed
tanks likely to be damaged by impact forces are to be by the Damage stability examination as defined in Pt
adequately reinforced. B, Ch 3, App 4, [3.5.2].
f) Vents acting also as overflows may be accepted pro- e) For standard ventilators of 900 mm height closed by
vided all the requirements applicable to both vents and heads of not more than the tabulated projected area,
overflows are complied with. pipe thickness and bracket heights are specified in Tab
27. Brackets, where required are to be as specified in
g) Where tanks are fitted with cross flooding connections, item c). See also Pt B, Ch 8, Sec 10, [9].
the air pipes are to be of adequate area for these con-
nections. f) For ventilators of height greater than 900 mm, brackets
or alternative means of support shall be fitted according
to the arrangement acceptable to the Society. See also Pt
9.1.9 Strength requirements to resist green sea
forces for the air pipes, ventilator pipes and B, Ch 8, Sec 10, [9]. Pipe thickness is not to be taken
their closing devices located within the less than as indicated in [9.1.8].
forward quarter length
g) All component parts and connections of the air pipe or
a) In addition to all other requirements specified before, ventilator are to be capable of withstanding the loads
the following shall apply on the exposed deck over the defined in item i).
forward 0,25 L, applicable to: h) Rotating type mushroom ventilator heads are not suita-
• All ship types of sea going service of length 80 m or ble for application in the areas where these require-
more, where the height of the exposed deck in way ments are applied.
of the item is less than 0,1 L or 22 m above the sum- i) Applied loading may be calculated:
mer load waterline, whichever is the lesser.
• The pressures p, in kN/m2, acting on air pipes, venti-
• For application to existing ships (that are contracted lator pipes and their closing devices may be calcu-
for construction prior to 1 January 2004), see Part A, lated from:
Chapter 6.
p = 0,5 ρ V2 Cd Cs Cp
The rule length “L” is the distance, in m, taken as
where:
defined in Pt B, Ch 1, Sec 2, [3.1.1].
ρ : Density of sea water, equal to 1,025 t/m3
The requirements do not apply to the cargo tank venting
systems and the inert gas systems of tankers. V : Velocity of water over the fore deck, in
m/s, to be taken equal to:
b) Generally, the bending moments and stresses in air and
• 13,5 if d ≤ 0,5 d1
ventilator pipes are to be calculated at following critical
positions:
13, 5 2 1 – -----
d
•
• at penetration pieces d 1
Nominal pipe diameter Minimum fitted Maximum projected area Height of brackets
(mm) gross thickness, (mm) of head (cm2) (mm)
80A 6,3 − 460
100A 7,0 − 380
150A 8,5 − 300
200A 8,5 550 −
250A 8,5 880 −
300A 8,5 1200 −
350A 8,5 2000 −
400A 8,5 2700 −
450A 8,5 3300 −
500A 8,5 4000 −
Note 1: For other ventilator heights, the relevant requirements of [9.1.9], items b) to h), are to be applied.
9.2.4 Special arrangements for sounding pipes of c) Bent portions of sounding pipes are to have reinforced
flammable oil tanks thickness and be suitably supported.
a) Where sounding pipes are used in flammable (except d) The internal diameter of sounding pipes is not to be less
lubricating) oil systems, they are to terminate in the than 32 mm. Where sounding pipes pass through refrig-
open air, where no risk of ignition of spillage from the erated spaces, or through the insulation of refrigerated
sounding pipe might arise. In particular, they are not to spaces in which the temperature may be below 0°C,
terminate in passenger or crew spaces. As a general their internal diameter is to be at least 60 mm.
rule, they are not to terminate in machinery spaces. e) Doubling plates are to be placed under the lower ends
However, where the Society considers that this require- of sounding pipes in order to prevent damage to the
ment is impracticable, it may permit termination in hull. When sounding pipes with closed lower ends are
machinery spaces on condition that the following provi- used, the closing plate is to have reinforced scantlings.
sions are satisfied:
1) in addition, an oil-level gauge is provided meeting 9.3 Overflow pipes
the provisions of [2.9.2]
9.3.1 Principle
2) the sounding pipes terminate in locations remote Overflow pipes are to be fitted to tanks:
from ignition hazards unless precautions are taken,
• which can be filled by pumping and are designed for a
such as the fitting of effective screens, to prevent the
hydrostatic pressure lower than that corresponding to
fuel oil in the case of spillage through the termina-
the height of the air pipe, or
tions of the sounding pipes from coming into con-
tact with a source of ignition • where the cross-sectional area of air pipes is less than
that prescribed in [9.1.8], item d).
3) the terminations of sounding pipes are fitted with
self-closing blanking devices and with a small diam- 9.3.2 Design of overflow systems
eter self-closing control cock located below the a) Overflow pipes are to be led:
blanking device for the purpose of ascertaining • either outside, or
before the blanking device is opened that fuel oil is
• in the case of fuel oil or lubricating oil, to an over-
not present. Provision is to be made so as to ensure
flow tank of adequate capacity or to a storage tank
that any spillage of fuel oil through the control cock
having a space reserved for overflow purposes.
involves no ignition hazard.
b) Where tanks containing the same or different liquids are
b) For lubricating oil and fuel oil leakage tanks less than connected to a common overflow system, the arrange-
2 m3, the oil-level gauge mentioned in a) 1) and the ment is to be such as to prevent any risk of:
control cock mentioned in a) 3) need not be provided
• intercommunication between the various tanks due
on condition that the sounding pipes are fitted with
to movements of liquid when emptying or filling, or
appropriate means of closure.
due to the inclination of the ship
c) Short sounding pipes may be used for tanks other than • overfilling of any tank from another assumed
double bottom tanks without the additional closed level flooded due to hull damage.
gauge provided an overflow system is fitted. For this purpose, overflow pipes are to be led to a high
enough point above the deepest load waterline or, alter-
9.2.5 Closing appliances natively, non-return valves are to fitted where necessary.
a) Self-closing appliances are to be fitted with cylindrical c) Arrangements are to be made so that a compartment
plugs having counterweights such as to ensure auto- cannot be flooded from the sea through the overflow in
matic closing. the event of another compartment connected to the
same overflow main being bilged. To this end, the open-
b) Closing appliances not required to be of the self-closing
ings of overflow pipes discharging overboard are as a
type may consist of a metallic screw cap secured to the
rule to be placed above the deepest load waterline and
pipe by means of a chain or a shut-off valve.
are to be fitted where necessary with non-return valves
on the plating, or, alternatively, overflow pipes from
9.2.6 Construction of sounding pipes
tanks are to be led to a point above the deepest load
a) Sounding pipes are normally to be straight. If it is neces- waterline.
sary to provide bends in such pipes, the curvature is to d) Where deep tanks which can be used to contain liquid
be as small as possible to permit the ready passage of or dry cargo or fuel oil are connected to a common
the sounding apparatus. overflow system, arrangements are to be made so that
b) In cargo ships, the sounding arrangement of compart- liquid or vapours from other compartments cannot enter
ments by means of bent pipes passing through other such tanks when carrying dry cargo.
compartments will be given special consideration by the e) Where tanks alternately containing fuel oil and ballast
Society. Such an arrangement is normally accepted only water are connected to a common overflow system,
if the compartments passed through are cofferdams or arrangements are to be made to prevent the ballast
are intended to contain the same liquid as the compart- water overflowing into the tanks containing fuel oil and
ments served by the sounding pipes. vice-versa.
f) Additional requirements for ships subject to damage sta- 9.4.3 Passage of pipes through certain spaces
bility checks are given in [5.5.3]. a) Air pipes and sounding pipes led through refrigerated
cargo holds or spaces are to be suitably insulated.
9.3.3 Overflow tanks
b) When sounding, air and overflow pipes made of steel
a) Overflow tanks are to have a capacity sufficient to are permitted to pass through ballast tanks or fuel oil
receive the delivery of the pumps for at least 10 min- tanks, they are to be of reinforced thickness, in accord-
utes. ance with Tab 6.
b) Overflow tanks are to be fitted with an air pipe comply- c) Sounding, air and overflow pipes passing through cargo
ing with [9.1] which may serve as an overflow pipe for holds are to be adequately protected.
the same tank. When the vent pipe reaches a height
exceeding the design head of the overflow tank, suitable 9.4.4 Self-draining of pipes
means are to be provided to limit the actual hydrostatic Air pipes and overflow pipes are to be so arranged as to be
head on the tank. self-draining when the ship is on an even keel.
Such means are to discharge to a position which is safe 9.4.5 Name plates
in the opinion of the Society.
Nameplates are to be fixed at the upper part of air pipes and
c) An alarm device is to be provided to give warning when sounding pipes.
the oil reaches a predetermined level in the tank, or
alternatively, a sight-flow glass is to be provided in the 10 Cooling systems
overflow pipe to indicate when any tank is overflowing.
Such sight-flow glasses are only to be placed on vertical
pipes and in readily visible positions. 10.1 Application
• one heat exchanger of appropriate capacity. 10.4 Design of fresh water cooling systems
b) Where, in ships having more than one engine per pro-
10.4.1 General
peller or having several propellers, each engine is
served by its own cooling circuit, the second means Fresh water cooling systems are to be designed according to
requested in [10.3.1] is to be provided, consisting of: the applicable requirements of [10.3].
11.4.3 Independence of fuel oil transfer lines are situated within the boundaries of machinery spaces
of category A, they are not to contain fuel oil having a
Except where permitted in [11.4.4], the fuel oil transfer pip-
flashpoint of less than 60°C.
ing system is to be completely separate from the other pip-
ing systems of the ship. Note 1: Machinery spaces of category A are defined in Ch 4, Sec 1.
d) The location of fuel oil tanks is to be in compliance with
11.4.4 Alternative carriage of fuel oil, ballast water or the requirements of Part B, Chapter 2, particularly as
other liquid and dry cargo regards the installation of cofferdams, the separation
between fuel oil tanks or bunkers and the other spaces
Where certain compartments are likely to contain alterna-
of the ship, and the protection of these tanks and bun-
tively fuel oil, ballast water and other liquid or dry cargo,
kers against any abnormal rise in temperature.
the transfer pipes supplying these compartments are to be
fitted with blind flanges or other appropriate change-over e) Attention is drawn to the requirements of Pt D, Ch 7,
devices. Sec 4 regarding the segregation of fuel bunkers from the
cargo area.
11.4.5 Transfer pumps
11.5.2 Use of free-standing fuel oil tanks
a) At least two means of transfer are to be provided. One a) In general the use of free-standing fuel oil tanks is to be
of these means is to be a power pump. The other may avoided except on cargo ships, where their use is per-
consist of: mitted in category A spaces.
• a standby pump, or, alternatively, b) For the design and the installation of independent tanks,
refer to Pt B, Ch 5, Sec 6 and Part B, Chapter 7.
• an emergency connection to another suitable power
pump. 11.5.3 Protection against oil pollution in the event of
collision or grounding
Note 1: Where provided, purifiers may be accepted as means of
transfer. a) Application
The provisions of [11.5.3] apply to all ships with an
b) Where necessary, transfer pumps are to be fitted on their
aggregate oil fuel capacity of 600 m3 and above.
discharge side with a relief valve leading back to the
suction of the pump or to any other place deemed satis- They apply to all oil fuel tanks except small oil fuel
factory. tanks with a maximum individual capacity not exceed-
ing 30 m3, provided that the aggregate capacity of such
excluded tanks is not greater than 600 m3.
11.5 Arrangement of fuel oil tanks and Note 1: For the purpose of application of this requirement, oil fuel
bunkers means any oil used as fuel oil in connection with the propul-
sion and auxiliary machinery of the ship in which such oil is
11.5.1 Location of fuel oil tanks carried.
Note 2: The provisions of this requirement apply to oil fuel over-
a) No fuel oil tank is to be situated where spillage or leak- flow tanks except if they are provided with an alarm for detec-
age therefrom can constitute a hazard by falling on tion of oil and kept empty according to the operational
heated surfaces. procedures.
b) Fuel oil tanks and bunkers are not to be situated imme- b) Maximum capacity of oil fuel tanks
diately above boilers or in locations where they could Individual oil fuel tanks are not to have a capacity of
be subjected to high temperatures, unless specially over 2500 m3.
agreed by the Society. In general, the distance between c) Oil fuel tank protection
fuel oil tanks and boilers is not to be less than 450 mm.
Where boilers are situated above double bottom fuel oil For ships having an aggregate oil fuel capacity of
tanks, the distance between the double bottom tank top 600 m3 and above, oil fuel tanks are to be located at a
and the lower metallic part of the boilers is not to be sufficient distance from the bottom shell plating and
less than: from the side shell plating in accordance with the rele-
vant provisions of MARPOL 73/78, Annex I, Regulation
• 750 mm for water tube boilers 12A.
• 600 mm for cylindrical boilers. d) Suction wells
Suction wells in oil fuel tanks may protrude in the dou-
c) As far as practicable, fuel oil tanks are to be part of the
ble bottom provided that the conditions stated in MAR-
ship’s structure and are to be located outside machinery
POL 73/78, Annex I, Regulation 12A.10 are satisfied.
spaces of category A. Where fuel oil tanks, other than
double bottom tanks, are necessarily located adjacent to e) Valves
or within machinery spaces of category A, at least one Lines of fuel oil piping located at a distance from the
of their vertical sides is to be contiguous to the machin- ship’s bottom or from the ship’s side less than those
ery space boundaries, and is preferably to have a com- referred to in item c) are to be fitted with valves or simi-
mon boundary with the double bottom tanks, and the lar closing devices within, or immediately adjacent to,
area of the tank boundary common with the machinery the oil fuel tank. These valves are to be capable of being
spaces is to be kept to a minimum. Where such tanks brought into operation from a readily accessible
enclosed space the location of which is accessible from b) Such valves and cocks are also to include local control.
the navigation bridge or propulsion machinery control Indicators are to be provided on the remote and local
position without traversing exposed freeboard or super- controls to show whether they are open or shut (see
structure decks. The valves are to close in case of remote [2.7.3]). Where quick-closing valves are used, the indi-
control system failure and are to be kept closed at sea at cators for remote controls may be omitted.
any time when the tank contains oil fuel except that they
c) In the special case of deep tanks situated in any shaft or
may be opened during oil fuel transfer operations.
pipe tunnel or similar space, valves are to be fitted on
the tank but control in the event of fire may be effected
11.6 Design of fuel oil tanks and bunkers by means of an additional valve on the pipe or pipes
outside the tunnel or similar space. If such additional
11.6.1 General
valve is fitted in the machinery space it is to be operated
Tanks such as collector tanks, de-aerator tanks etc. are to be from a position outside this space.
considered as fuel oil tanks for the purpose of application of
this sub-article, and in particular regarding the valve Note 2: For cargo ships of less than 500 tons gross tonnage and
requirements. non-propelled ships where the fuel oil transfer installation is
designed for manual operation, suction valves from fuel oil tanks
Tanks with a volume lower than 500 l will be given special and bunkers, with the exception of daily service tanks, need not be
consideration by the Society. arranged with remote controls provided they are maintained closed
except during transfer operations. Such valves are, however, to be
11.6.2 Scantlings readily accessible and instruction plates are to be fitted in their
The scantlings of fuel oil tanks and bunkers are to comply vicinity specifying that they are to be kept closed except during
with the requirements stated in Part B, Chapter 7. transfer operations.
11.7.2 Tank heating systems b) Electric heating of fuel oil is to be avoided as far as prac-
ticable.
a) Oil fuel in storage tanks are not to be heated to temper-
atures within 10°C below the flashpoint of the fuel oil, c) However, when electric heaters are fitted, means are to
except that, where oil fuel in service tanks, settling tanks be provided to ensure that heating elements are perma-
and any other tanks in supply system is heated, the fol- nently submerged during operation. In all cases a safety
lowing arrangements are to be provided: temperature switch is to be fitted in order to avoid a sur-
face temperature of 220°C and above. It is to be:
• the length of the vent pipes from such tanks and/or a
cooling device is sufficient for cooling the vapours • independent from the automatic control sensor
to below 60°C, or the outlet of the vent pipes is • designed to cut off the electrical power supply in the
located 3 m away from a source of ignition event of excessive temperature
• the vent pipes are fitted with flame screens • provided with manual reset.
• there are no openings from the vapour space of the d) Fuel oil heaters are to be fitted with relief valves leading
fuel tanks into machinery spaces (bolted manholes back to the pump suction concerned or to any other
are acceptable) place deemed satisfactory.
Heating pipes and coils inside the tanks are to be of a) Where fuel oil needs to be purified, at least two purifiers
material suitable for the heated fluid. are to be installed on board, each capable of efficiently
purifying the amount of fuel oil necessary for the normal
For steel pipes, the thickness is not to be less than the operation of the engines.
values given in column 4, with Note (4), of Tab 6.
Note 1: On ships with a restricted navigation notation where fuel
oil needs to be purified, one purifier only may be accepted.
The heating coils within the tanks are to have welded
connections and are to be supported in such a way that b) Subject to special consideration by the Society, the
they are not subject to non permissible stress due to capacity of the standby purifier may be less than that
vibration or thermal extension. required in a), depending on the arrangements made for
the fuel oil service tanks to satisfy the requirement in
11.7.3 Fuel oil heaters [11.9.2].
a) Where steam heaters or heaters using other heating c) The standby purifier may also be used for other services.
media are provided in fuel oil systems, they are to be fit-
d) Each purifier is to be provided with an alarm in case of
ted with at least a high temperature alarm or a low flow
failures likely to affect the quality of the purified fuel oil.
alarm in addition to a temperature control, except
where temperatures dangerous for the ignition of the e) Fuel oil purifiers are to be installed as required in Part C,
fuel oil cannot be reached. Chapter 4.
11.9 Design of fuel supply systems Acceptable “equivalent arrangements” shall comprise at
least:
11.9.1 General • one (1) HFO service tank with a capacity sufficient
a) Except otherwise specified, the propulsion machinery for at least 8 h operation of main engine(s), auxiliary
and auxiliary engines which are able to use the same engines and auxiliary boiler(s), and
type of fuel may be supplied from the same fuel source, • one (1) MDO service tank with a capacity sufficient
provided that the following is satisfied: for at least 8 h operation of main engine(s), auxiliary
• the viscosity, inlet pressure and outlet pressure engines and auxiliary boiler(s), and
required by the engine's manufacturer are to be • for pilot burners of auxiliary boilers, if provided, an
identical additional MDO service tank for 8 h may be
• the fuel oil preparation unit is to comply with the required.
provisions of [11.9.4] This arrangement only applies where main and auxiliary
• the capacity of fuel oil preparation unit is to be suffi- engines can operate with HFO under all load conditions
cient for maximum continuous rating of all supplied and, in the case of main engines, during manoeuvring.
engines in normal working conditions d) Where main engines and auxiliary boiler(s) are operated
• the fuel oil lines supplying propulsion machinery with Heavy Fuel Oil (HFO) and auxiliary engines are
and those supplying auxiliary engines are to be so operating with Marine Diesel Oil (MDO), the arrange-
arranged that a failure within one of those lines is ments complying with this regulation or acceptable
not to render the other lines inoperable "equivalent arrangements" shall be provided.
• the arrangement to stop propulsion from outside the The arrangements complying with this regulation shall
machinery spaces is not to affect the main electrical comprise at least the following tanks:
power supply. • two (2) HFO service tanks, each of a capacity suffi-
See also Part F for requirements associated with the cient for at least 8 h operation of main engine(s) and
applicable additional class notations. auxiliary boiler(s), and
b) In ships where heavy fuel oil and marine diesel oil are • two (2) MDO service tanks each of a capacity suffi-
used, a change-over system from one fuel to the other is cient for at least 8 h operation of auxiliary engines.
to be provided. This system is to be so designed as to Acceptable "equivalent arrangements" shall comprise at
avoid: least:
• overheating of marine diesel oil • one (1) HFO service tank with a capacity sufficient
• inadvertent ingress of heavy fuel oil into marine die- for at least 8 h operation of main engine(s) and aux-
sel oil tanks. iliary boiler(s), and
c) When necessary, arrangements are to be made for cool- • two (2) MDO service tanks, each of a capacity suffi-
ing the marine diesel oil from engine return lines. cient for:
- 4 h operation of main engine(s), auxiliary
11.9.2 Fuel oil service tanks engines and auxiliary boiler(s), or
a) A service tank is a fuel oil tank which contains only fuel - 8 h operation of auxiliary engines and auxiliary
of a quality ready for use i.e. fuel of a grade and quality boiler(s).
that meet the specification required by the equipment
manufacturer. A service tank is to be declared as such e) The "equivalent arrangements" in items c) and d) apply,
and not to be used for any other purpose. provided the propulsion and vital systems using two
types of fuel support rapid fuel change over and are
b) In general, two fuel oil service tanks for each type of capable of operating in all normal operating conditions
fuel used on board necessary for propulsion and vital at sea with both types of fuel (MDO and HFO).
systems, or equivalent arrangements, are to be provided.
Each tank is to have a capacity of at least 8 h at maxi- f) The arrangement of oil fuel service tanks is to be such
mum continuous rating of the propulsion plant and nor- that one tank can continue to supply oil fuel when the
mal operating load at sea of the generator plant. other is being cleaned or opened up for repair.
c) For "one fuel ship", where main and auxiliary engines g) The use of a setting tank with or without purifiers, or
and boiler(s) are operated with Heavy Fuel Oil (HFO), purifiers alone, and one service tank is not acceptable
the arrangements complying with this regulation or as an “equivalent arrangement” to two service tanks.
acceptable "equivalent arrangements" shall be provided. Note 1: This requirement [11.9.2] need not be applied to cargo
ships of less than 500 tons gross tonnage and non-propelled ships.
The arrangements complying with this regulation shall
comprise at least the following tanks: 11.9.3 Fuel oil supply to boilers
• two (2) HFO service tanks, each of a capacity suffi- a) In ships where boilers burning oil under pressure are
cient for at least 8 h operation of main engine(s), installed to supply steam to the propulsion machinery or
auxiliary engines and auxiliary boiler(s), and auxiliary machinery serving essential services, the fuel
• one (1) Marine Diesel Oil (MDO) service tank for ini- oil supply system is to include at least the following
tial cold starting or repair work of engines or boilers. equipment:
• Two independently driven fuel oil service pumps, c) Oil filters fitted in parallel are to be so arranged as to
each one of a capacity sufficient to supply the boil- minimise the possibility of a filter under pressure being
ers at their rated output. The pumps are to be opened by mistake.
arranged such that one may be overhauled while the
Filter chambers are to be provided with suitable means
other is in service.
for:
• Filters or strainers fitted on the suction lines and so
• ventilating when put into operation
arranged that they can be cleaned without interrupt-
ing the fuel supply. For that purpose, two filters or • de-pressurising before being opened.
strainers fitted in parallel, or one duplex type with a Valves or cocks used for this purpose are to be fitted
change over facility, may be accepted. with drain pipes led to a safe location.
• Two heaters in the case that fuel oil heating is
required, each one of a capacity sufficient to supply d) Oil filters are to be so located that in the event of a leak-
heated fuel oil to the boilers at their normal operat- age the fuel oil cannot be pulverised onto the exhaust
ing capacity. The heaters are to be arranged such that manifold.
one may be overhauled while the other is in service. e) When an fuel oil booster pump is fitted which is essen-
For boiler plants where exhaust gas boiler is fitted, such tial to the operation of the main engine, a standby
that steam service essential for propulsion can be sup- pump, connected ready for immediate use, is to be pro-
plied without the operation of the fuel oil system of the vided.
auxiliary boiler and that other essential services, as The standby pump may be replaced by a complete spare
defined in Pt A, Ch 1, Sec 1, [1.2.1], are not to remain pump of appropriate capacity ready to be connected, in
inoperable, only one fuel oil heater may be accepted. the following cases:
b) The fuel oil supply system is to be capable of supplying • where two or more main engines are fitted, each
the fuel oil necessary to generate enough steam for pro- with its own booster pump
pulsion purposes and essential services with one unit
out of action. • in ships having main engines each with an output
not exceeding 375 kW.
c) A quick-closing valve is to be provided on the fuel sup-
ply to the burners of each boiler, arranged to be easily f) Where fuel oils require pre-heating in order to have the
operated in case of emergency, either directly or by appropriate viscosity when being injected in the engine,
remote control. the following equipment is to be provided in the fuel oil
line:
d) The fuel supply to the burners is to be capable of being
automatically cut off when required under Ch 1, Sec 3, • one viscosity control and monitoring system
[5.1.8]. • two pre-heaters, one serving as a standby for the
e) Burners are to comply with Ch 1, Sec 3, [2.2.5]. other.
f) Where burners are provided with fuel oil flow-back to g) Excess fuel oil from pumps or injectors is to be led back
the pump suctions or other parts under pressure, non- to the service or settling tanks, or to other tanks
return devices are to be provided to prevent fuel oil intended for this purpose.
from flowing back to the burners when the oil supply is
cut off. h) De-aeration tanks fitted in pressurised fuel oil return
lines are to be equipped with at least:
g) Where fuel oil is supplied to the burners by gravity, a
double filter satisfying the provisions of item a) is to be • an automatic venting valve or equivalent device dis-
provided in the supply line. charging to the daily service tank or to other safe
place deemed satisfactorily having a device for flow
h) Fuel oil supply systems are to be entirely separate from detection.
feed, bilge, ballast and other piping systems.
• a non-return valve in the return line from the
11.9.4 Fuel oil supply to internal combustion engines engines.
a) The suctions of engine fuel pumps are to be so arranged i) For high pressure fuel oil pipes and other components
as to prevent the pumping of water and sludge likely to which may be built-in or attached to the engine, see Ch
accumulate after decanting at the lower part of service 1, Sec 2, [2.5].
tanks.
Anyhow, the components of a diesel engine fuel oil sys-
b) Internal combustion engines intended for main propul- tem are to be designed considering the maximum peak
sion are to be fitted with at least two filters, or similar pressure which will be experienced in service, includ-
devices, so arranged that one of the filters can be over- ing any high pressure pulses which are generated and
hauled while the other is in use. transmitted back into the fuel supply and spill lines by
Note 1: Where the propulsion plant consists of: the action of fuel injection pumps.
• two or more engines, each one with its own filter, or j) Connections within the fuel supply and spill lines are to
• one engine with an output not exceeding 375 kW, be constructed having regard to their ability to prevent
the second filter may be replaced by a readily accessible and pressurised fuel oil leaks while in service and after
easily replaceable spare filter. maintenance.
k) In multi-engine installations which are supplied from c) Remote control of the valve fitted to the emergency gen-
the same fuel source, means of isolating the fuel supply erator fuel tank is to be in a separate location from that
and spill piping to individual engines are to be pro- of other valves fitted to tanks in the engine room.
vided. The means of isolation are not to affect the opera- “Separate location” does not mean separate spaces.
tion of the other engines and shall be operable from a
position not rendered inaccessible by a fire on any of d) The positions of the remote controls are also to comply
the engines. with Part C, Chapter 3.
11.10 Control and monitoring 11.11 Construction of fuel oil piping systems
11.11.1 Materials
11.10.1 Monitoring
Alarms and safeguards are to be provided for fuel oil sys- a) Fuel oil pipes and their valves are to be of steel or other
tems in accordance with Tab 29. approved material, except that the use of flexible pipes
may be accepted provided they comply with [2.6.4].
Note 1: Some departures from Tab 29 may be accepted by the
Society in the case of ships with a restricted navigation notation. b) The materials and/or their surface treatment used for the
storage and distribution of oil fuel are to be selected
11.10.2 Automatic controls such that they do not introduce contamination or mod-
ify the properties of the fuel. In addition to the criterion
Automatic temperature control is to be provided for:
given in Tab 5, the use of copper or zinc compounds in
• steam heaters or heaters using other media oil fuel distribution and utilisation piping is not permit-
• electric heaters. ted except for small diameter pipes in low pressure sys-
tems.
11.10.3 Remote controls
11.11.2 Pipe thickness
a) The remote control arrangement of valves fitted on fuel
The thickness of pipes conveying heated fuel oil, as well as
oil tanks is to comply with [11.6.4].
their flanges, is to be calculated for a design pressure deter-
b) The power supply to: mined in accordance with Tab 4.
• fuel oil burning pumps
11.11.3 Pipe connections
• transfer pumps and other pumps of the fuel oil sys- a) Connections and fittings of pipes containing fuel oil are
tem, and to be suitable for a design pressure according to Tab 3
• fuel oil purifiers, and Tab 4.
is to be capable of being stopped from a position within b) Connections of pipes conveying heated fuel oil are to be
the space containing the pumps and from another posi- made by means of close-fitting flanges, with joints made
tion located outside such space and always accessible of a material impervious to oil heated to 160°C and as
in the event of fire within the space. thin as possible.
11.12.1 Passage of fuel oil pipes through tanks 12.3.1 Arrangement of lubricating oil systems
a) Fuel pipes are not to pass through tanks containing a) The arrangements for the storage, distribution and utili-
boiler feed water, fresh water, other flammable oil or liq- sation of oil used in pressure lubrication systems are to
uid cargo, unless they are contained within tunnels. be such as to ensure the safety of the ship and persons
on board.
b) Transfer pipes passing through ballast tanks are to have
a reinforced thickness complying with Tab 6. b) The provisions of [5.10] are to be complied with, where
applicable.
11.12.2 Passage of pipes through fuel oil tanks
Boiler feed water, fresh water or liquid cargo pipes are not 12.3.2 Filtration
to pass through fuel oil tanks, unless such pipes are con- a) In forced lubrication systems, a device is to be fitted
tained within tunnels. which efficiently filters the lubricating oil in the circuit.
11.12.3 Segregation of fuel oil purifiers b) The filters provided for this purpose for main machinery
and machinery driving electric propulsion generators
Purifiers for heated fuel oil are to be in accordance with Ch are to be so arranged that they can be easily cleaned
4, Sec 6, [4.1.2]. without stopping the lubrication of the machines.
c) The fineness of the filter mesh is to comply with the
12 Lubricating oil systems requirements of the engine or turbine manufacturers.
d) Where filters are fitted on the discharge side of lubricat-
12.1 Application ing oil pumps, a relief valve leading back to the suction
or to any other convenient place is to be provided on
12.1.1 This Article applies to lubricating oil systems serving the discharge of the pumps.
diesel engines, steam and gas turbines, reduction gears,
clutches and controllable pitch propellers, for lubrication or 12.3.3 Purification
control purposes.
Where lubricating oil needs to be purified, the arrangement
It also applies to separate oil systems intended for the cool- of the purifiers are to comply with [11.8.3].
ing of engine pistons.
12.3.4 Heat transfer
12.2 Principle Lubricating oil heaters are to comply with [11.7.3].
12.5 Design of steam turbine lubrication 12.6 Design of lubricating oil tanks
systems
12.6.1 Remote control of valves
12.5.1 General Lubricating oil tanks with a capacity of 500 litres and above
An alarm device is to be provided giving audible warning in are to be fitted with remote controlled valves in accordance
the event of damage or of an appreciable reduction of the with the provisions of [11.6.4].
oil pressure. The remote controlled valves need not be arranged for stor-
age tanks on which valves are normally closed except dur-
12.5.2 Lubrication of propulsive turbines and ing transfer operation, or where it is determined that an
turbogenerators unintended operation of a quick closing valve on the oil
a) Propulsive turbines and turbogenerators are to be pro- lubricating tank would endanger the safe operation of the
vided with: main propulsion and essential auxiliary machinery.
• one main lubricating pump, and 12.6.2 Filling and suction pipes
• one independently driven standby pump of at least Filling and suction pipes are to comply with the provisions
the same capacity. of [11.6.3].
b) Lubricating systems for propulsive turbines and tur-
12.6.3 Air and overflow pipes
bogenerators are to be provided with a device which
stops the steam supply to the turbines (see [12.7.1]). Air and overflow pipes are to comply with the provisions of
[9.1] and [9.3].
12.5.3 Emergency lubrication of propulsive turbines
and turbogenerators 12.6.4 Sounding pipes and level gauges
a) Safe and efficient means of ascertaining the amount of
a) Propulsive turbines and turbogenerators are to be pro-
lubricating oil contained in the tanks are to be provided.
vided with an emergency lubricating system arranged
for automatic start (see [12.7.1]). b) Sounding pipes are to comply with the provisions of
[9.2].
b) When a gravity system is provided for the purpose of a),
it is to ensure an adequate lubrication for not less than c) Oil-level gauges complying with [2.9.2] may be used in
six minutes and, in the case of turbogenerators, for a place of sounding pipes.
period at least equal to the stopping period after unload- d) Gauge cocks for ascertaining the level in the tanks are
ing. not to be used.
c) When the emergency supply is fulfilled by means of an 12.6.5 Oil collecting tanks for engines
emergency pump, it is to be so arranged that its opera-
a) In ships required to be fitted with a double bottom,
tion is not affected by a failure of the power supply.
wells for lubricating oil under main engines may be per-
d) Suitable arrangements for cooling the bearings after mitted by the Society provided it is satisfied that the
stopping may also be required. arrangements give protection equivalent to that afforded
by a double bottom complying with Pt B, Ch 4, Sec 4.
12.5.4 Lubrication of auxiliary turbines intended for
essential services b) Where, in ships required to be fitted with a double bot-
tom, oil collecting tanks extend to the outer bottom, a
a) Auxiliary turbines intended for essential services are to
valve is to be fitted on the oil drain pipe, located
be provided with:
between the engine sump and the oil drain tank. This
• one main lubricating pump, and valve is to be capable of being closed from a readily
• one independently driven standby pump of at least accessible position located above the working platform.
the same capacity. Alternative arrangements will be given special consider-
b) The standby pump is to be capable of supplying satisfac- ation.
tory lubrication to the turbines during starting and stop- c) Oil collecting pipes from the engine sump to the oil col-
ping operations. lecting tank are to be submerged at their outlet ends.
13.4 Design of thermal oil heaters and heat 13.6 Design of circulation and heat exchange
exchangers systems
This applies in particular for hydraulic equipment deliv- 14.4.6 Provision for venting
ering pressure over 25 bar to the following equipment: Cocks are to be provided in suitable positions to vent the air
• controllable pitch propellers or main transverse from the circuit.
thrust units
14.4.7 Provision for drainage
• clutches Provisions are to be made to allow the drainage of the
• turbine manoeuvring steam valves hydraulic oil contained in the installation to a suitable col-
• exhaust gas valves of diesel engines or gas damper lecting tank.
control systems
• hydraulically operated valves and pumps. 14.5 Design of hydraulic tanks and other
components
b) Where demonstrated that the arrangement required in
item a) is not practical, at least the following is to be 14.5.1 Hydraulic oil service tanks
provided: a) Service tanks intended for hydraulic power installations
• Shields or similar protections are to be fitted around supplying essential services are to be provided with at
such hydraulic equipment as in order to avoid any least:
accidental oil spray or mist to the hot surfaces or • a level gauge complying with [2.9.2]
other sources of ignition.
• a temperature indicator
• The low level alarm required for hydraulic tanks of • a level switch complying with [14.6.2].
these circuits is to be triggered as soon as possible.
b) The free volume in the service tank is to be at least 10%
• The automatic stop of hydraulic pumps is to be oper- of the tank capacity.
ated in the same circumstances, except where this
stop can lead to propulsion stop. 14.5.2 Hydraulic oil storage tanks
a) Hydraulic power installations supplying essential ser-
14.4 Design of hydraulic pumps and vices are to include a storage tank of sufficient capacity
accessories to refill the whole installation should the need arise in
case of necessity.
14.4.1 Power units b) For hydraulic power installations of less than 5 kW, the
a) Hydraulic power installations are to include at least two storage means may consist of sealed drums or tins stored
power units so designed that the services supplied by in satisfactory conditions.
the hydraulic power installation can operate simultane-
ously with one power unit out of service. A reduction of 14.5.3 Hydraulic accumulators
the performance may be accepted. The hydraulic side of the accumulators which can be iso-
lated is to be provided with a relief valve or another device
b) Low power hydraulic installations not supplying essen- offering equivalent protection in case of overpressure.
tial services may be fitted with a single power unit, pro-
vided that alternative means, such as a hand pump, are
available on board.
14.6 Control and monitoring
14.6.1 Indicators
14.4.2 Pressure reduction units
Arrangements are to be made for connecting a pressure
Pressure reduction units used in hydraulic power installa- gauge where necessary in the piping system.
tions are to be duplicated.
14.6.2 Monitoring
14.4.3 Filtering equipment Alarms and safeguards for hydraulic power installations
a) A device is to be fitted which efficiently filters the intended for essential services, except steering gear, for
hydraulic oil in the circuit. which the provisions of Ch 1, Sec 11 apply, are to be pro-
b) Where filters are fitted on the discharge side of hydrau- vided in accordance with Tab 31.
lic pumps, a relief valve leading back to the suction or Note 1: Some departures from Tab 31 may be accepted by the
to any other convenient place is to be provided on the Society in the case of ships with a restricted navigation notation.
discharge of the pumps. Note 2: Tab 31 does not apply to steering gear.
15.2 Principle made to allow the excess steam to be discharged to the con-
denser by means of an appropriate dump valve.
15.2.1 Availability
15.3.4 Provision for draining
a) Where a single boiler is installed, the steam system may
Means are to be provided for draining every steam pipe in
supply only non-essential services.
which dangerous water hammer action might otherwise
b) Where more than one boiler is installed, the steam pip- occur.
ing system is to be so designed that, in the event that
any one boiler is out of action, the steam supply to 15.3.5 Steam heating pipes
essential services can be maintained. a) When heating coils are fitted in compartments likely to
contain either fuel oil or liquid or dry cargoes, arrange-
15.3 Design of steam lines ments such as blind flanges are to be provided in order
to disconnect such coils in the event of carriage of dry
or liquid cargoes which are not to be heated.
15.3.1 General
b) The number of joints on heating coils is to be reduced to
a) Every steam pipe and every connected fitting through
the minimum consistent with dismantling requirements.
which steam may pass is to be designed, constructed
and installed such as to withstand the maximum work-
15.3.6 Steam lines in cargo holds
ing stresses to which it may be subjected.
a) Live and exhaust steam pipes are generally not to pass
b) When the design temperature of the steam piping sys- through cargo holds, unless special provisions are made
tem exceeds 400°C, calculations of thermal stresses are with the Society's agreement.
to be submitted to the Society as specified in [2.3].
b) Where steam pipes pass through cargo holds in pipe
c) Steam connections on boilers and safety valves are to tunnels, provision is to be made to ensure the suitable
comply with the applicable requirements of Ch 1, Sec 3. thermal insulation of such tunnels.
c) When a steam smothering system is provided for cargo
15.3.2 Provision against overpressure
holds, provision is to be made to prevent spurious dam-
a) If a steam pipe or fitting may receive steam from any age of the cargo by steam or condensate leakage.
source at a higher pressure than that for which it is
designed, a suitable reducing valve, relief valve and 15.3.7 Steam lines in accommodation spaces
pressure gauge are to be fitted. Steam lines are not to pass through accommodation spaces,
b) When, for auxiliary turbines, the inlet steam pressure unless they are intended for heating purposes.
exceeds the pressure for which the exhaust casing and
associated piping up to the exhaust valves are designed, 15.3.8 Turbine connections
means to relieve the excess pressure are to be provided. a) A sentinel valve or equivalent is to be provided at the
exhaust end of all turbines. The valve discharge outlets
15.3.3 Provision for dumping are to be visible and suitably guarded if necessary.
In order to avoid overpressure in steam lines due to exces- b) Bled steam connections are to be fitted with non-return
sive steam production, in particular in systems where the valves or other approved means to prevent steam and
steam production cannot be adjusted, provisions are to be water returning to the turbines.
d) For main boilers, one or more evaporators are to be pro- 16.5 Control and monitoring
vided, the capacity of which is to compensate for the
losses of feed water due to the operation of the 16.5.1 General
machines, in particular where the fuel supplied to the
The provisions of this sub-article apply only to feed water
boilers is atomised by means of steam.
and condensate systems intended for propulsion.
b) Cooling of the main condenser is to comply with the 16.6 Arrangement of feed water and
provisions of [10.3.5]. condensate piping
16.4.2 Condensate pumps 16.6.1
a) Condensate pumps are to include at least: a) Feed water pipes are not to pass through fuel oil or
lubricating oil tanks.
• one main condensate pump of sufficient capacity to
transfer the maximum amount of condensate pro- b) Pipes connected to feed water tanks are to be so
duced under nominal conditions, and arranged as to prevent the contamination of feed water
by fuel oil, lubricating oil or chlorides.
• one independently driven standby condensate
pump.
16.7 Arrangement of feed water system for
b) The standby condensate pump may be used for other
shell type exhaust gas heated
purposes.
economizer
16.4.3 Condensate observation tanks
16.7.1 Every shell type exhaust gas heated economizer,
Any condensate from the steam heating pipes provided for that may be isolated from the steam piping system, is to be
fuel oil tanks and bunkers, cargo tanks and fuel oil or lubri- provided with arrangements for pre-heating and de-aera-
cating oil heaters is to be led to an observation tank or some tion, addition of water treatment or combination thereof to
other device of similar efficiency located in a well-lighted control the quality of feed water to within the manufac-
and readily accessible position. turer's recommendations.
17 Compressed air systems starts of each main non-reversible type engine con-
nected to a controllable pitch propeller or other device
enabling the start without opposite torque.
17.1 Application
The number of starts refers to the engine in cold and
17.1.1 This Article applies to compressed air systems ready-to-start condition (all the driven equipment that
intended for essential services, and in particular to: cannot be disconnected is to be taken into account).
• starting of engines, A greater number of starts may be required when the
engine is in warm running condition.
• control and monitoring.
At least 3 consecutive starts is to be possible for each
engine driving electric generators and engines for other
17.2 Principle
purposes. The capacity of a starting system serving two
17.2.1 General or more of the above specified purposes is to be the sum
of the capacity requirements.
a) As a rule, compressed air systems are to be so designed
that the compressed air delivered to the consumers: b) For multi-engine propulsion plants, the capacity of the
starting air receivers is to be sufficient to ensure at least
• is free from oil and water, as necessary 3 consecutive starts per engine. However, the total
• does not have an excessive temperature. capacity is not to be less than 12 starts and need not
b) Compressed air systems are to be so designed as to pre- exceed 18 starts.
vent overpressure in any part of the systems. Regardless of the above, for any other specific installa-
tion the number of starts may be specially considered by
17.2.2 Availability the Society and depending upon the arrangement of the
a) Compressed air systems are to be so designed that, in engines and the transmission of their output to the pro-
the event of failure of one air compressor or one air pellers in each particular case.
receiver intended for starting, control purposes or other
essential services, the air supply to such services can be 17.3.2 Number and capacity of air compressors
maintained. The filling connections of the compressed a) Where main and auxiliary engines are arranged for start-
air receivers shall be fitted with a non-return valve. ing by compressed air, two or more air compressors are
b) The compressed air system for starting the main and to be fitted with a total capacity sufficient to supply
auxiliary engines is to be arranged so that the necessary within one hour the quantity of air needed to satisfy the
initial charge of starting air can be developed on board provisions of [17.3.1] charging the receivers from
ship without external aid. If, for this purpose, an emer- atmospheric pressure. This capacity is to be approxi-
gency air compressor or an electric generator is mately equally divided between the number of com-
required, these units are to be powered by a hand-start- pressors fitted, excluding the emergency compressor
ing oil engine or a hand-operated compressor. fitted in pursuance of item c) below.
c) Where compressed air is necessary to restore propul- b) At least one of the compressors is to be independent of
sion, the arrangements for bringing main and auxiliary the engines for which starting air is supplied and is to
machinery into operation are to have capacity such that have a capacity of not less than 50% of the total
the starting energy and any power supplies for engine required in item a).
operation are available within 30 minutes of a dead ship c) Where, for the purpose of [17.2.2], an emergency air com-
condition. For definition of the “dead ship condition”, pressor is fitted, this unit is to be power driven by internal
see Ch 1, Sec 1, [1.4.2] and Ch 2, Sec 1, [3.16.1]. combustion engine, electric motor or steam engine.
The procedure for such condition and relevant calcula- Suitable hand starting arrangement or independent elec-
tion is to be submitted. trical starting batteries may be accepted. In the case of
small installations, a hand-operated compressor of
d) Where the compressed air is necessary for the air whis-
tle or other safety services, it is to be available from two approved capacity may be accepted.
compressed air receivers. At least one of them is to be
17.3.3 Number and capacity of air receivers
starting air receiver for main engines. The separate con-
nection, dedicated for this purpose, is to be provided a) Where main engines are arranged for starting by com-
directly from the compressed air main. pressed air, at least two air receivers are to be fitted of
approximately equal capacity and capable of being
used independently.
17.3 Design of starting air systems
b) The total capacity of air receivers is to be sufficient to
17.3.1 Air supply for starting the main and auxiliary provide without replenishment the number of starts
engines required in [17.3.1]. When other users such as auxiliary
a) The total capacity of the compressed air available for engine starting systems, control systems, whistle, etc.
starting purpose is to be sufficient to provide, without are connected to the starting air receivers, their air con-
replenishment, not less than 12 consecutive starts alter- sumption is also to be taken into account.
nating between ahead and astern of each main engine Compressed air receivers are to comply with the
of the reversible type, and not less than 6 consecutive requirements of Ch 1, Sec 3.
17.3.4 Air supply for starting the emergency 17.5 Design of air compressors
generating set
17.5.1 Prevention of excessive temperature of
Where starting air arrangement is one of two independent
discharged air
means of starting required in Ch 1, Sec 2, [3.1.3] for the
emergency generator, the following is to be complied with: Air compressors are to be so designed that the temperature
of discharged air cannot exceed 95°C. For this purpose, the
a) The starting air arrangement is to include a compressed air compressors are to provided where necessary with:
air vessel, storing the energy dedicated only for starting • suitable cooling means
of the emergency generator. The capacity of the com-
pressed air available for starting purpose is to be suffi- • fusible plugs or alarm devices set at a temperature not
cient to provide, without replenishment, at least three exceeding 120°C.
consecutive starts.
17.5.2 Prevention of overpressure
b) The compressed air starting systems may be maintained a) Air compressors are to be fitted with a relief valve com-
by the main or auxiliary compressed air receivers plying with [2.5.3].
through a non-return valve fitted in the emergency gen-
erator space, or by an emergency air compressor which, b) Means are to be provided to prevent overpressure wher-
ever water jackets or casings of air compressors may be
if electrically driven, is supplied from the emergency
subjected to dangerous overpressure due to leakage
switchboard.
from air pressure parts.
c) All of these starting, charging and energy storing devices c) Water space casings of intermediate coolers of air com-
are to be located in the emergency generator space and pressors are to be protected against any overpressure
is not to be used for any purpose other than the opera- which might occur in the event of rupture of air cooler
tion of the emergency generating set. tubes.
a) The control and monitoring air supply to essential ser- 17.5.4 Provision for draining
vices is to be available from two sources of a sufficient Air compressors are to be fitted with a drain valve.
capacity to allow normal operation with one source out
of service. 17.6 Control and monitoring of compressed
b) At least one air vessel fitted with a non-return valve is to air systems
be dedicated for control and monitoring purposes,
17.6.1 Monitoring
unless the installation is provided with local independ-
ent mechanical control and a means for communication Alarms and safeguards are to be provided for compressed
with the wheelhouse is permanently fitted at position of air systems in accordance with Tab 33.
local control. For notation AUT, see also Pt F, Ch 3, Sec Note 1: Some departures from Tab 33 may be accepted by the
4, [5.2.2]. Society in the case of ships with a restricted navigation notation.
c) Pressure reduction units used in control and monitoring 17.6.2 Automatic controls
air systems intended for essential services are to be Automatic pressure control is to be provided for maintain-
duplicated, unless an alternative air supply is provided. ing the air pressure in the air receivers within the required
d) Failure of the control air supply is not to cause any sud- limits.
den change of the controlled equipment which may be
detrimental to the safety of the ship. 17.7 Materials
17.4.2 Pressure control 17.7.1 Pipes and valve bodies in control and monitoring air
systems and in other air systems intended for non-essential
Arrangements are to be made to maintain the air pressure at services may be made of plastic in accordance with the pro-
a suitable value in order to ensure satisfactory operation of visions of Ch 1, App 3.
the installation.
17.8 Arrangement of compressed air piping
17.4.3 Air treatment systems
In addition to the provisions of [17.8.3], arrangements are
to be made to ensure cooling, filtering and drying of the air 17.8.1 Prevention of overpressure
prior to its introduction in the monitoring and control cir- Suitable pressure relief arrangements are to be provided for
cuits. all systems.
coaming devices associated to spill kits is to be 9) Piping systems involved in process are not to pass
implemented. Drainage directly to the sea is to be through accommodations, control stations and ser-
avoided as far as possible. vice spaces.
2) Treatment chemical tanks are not to be contiguous 10) Ventilation of compartments where treatment chemi-
with tanks containing sea water, fresh water, fuel, cals are stored or used somehow is to be separated
lubricating tanks. A ventilated cofferdam between from any ventilation systems. It has to be provided with
treatment chemical tanks and above mentioned mechanical means of ventilation. Common ventilation
tanks is an acceptable solution. Necessity of ventila- with other compartments may be accepted on case by
tion is to be considered on a case by case basis, with case basis subject to risk analysis.
relevant risk analysis. 11) Additional requirements about retention of treat-
Treatment chemical tanks are not to be located in ment water on board are to be fulfilled in case
category A machinery spaces unless a specific risk CLEANSHIP notation is granted.
analysis is submitted to the Society for approval. d) Storage and use of SCR reductants
Treatment chemical tanks when located adjacent to 1) The following requirements apply to urea/water
or within a compartment used for other purposes are solutions.
to be surrounded by coamings delimitating space fit- For other reductants falling under the scope of
ted with a high level alarm. Bilge system of this IMDG Code like aqueous ammonia or anhydrous
compartment may be connected to ship bilge sys- ammonia, following conditions should be fulfilled:
tem. In this case, arrangements are to be made to • It is to be demonstrated that the use of urea
isolate remotely this bilge suction and an alternative based reductant is not practicable and in case of
fixed pumping system, remotely controlled, is to be the anhydrous ammonia, that the use of aqueous
installed in order to pump liquid contained in com- ammonia is not practicable either
partment bilge and inside area delimited by coam-
Note 1: It is reminded that use of anhydrous ammonia may
ings to chemical substance to bunkering station.
need the agreement of the Flag Administration.
3) For compartment containing treatment chemical • A risk based analysis is to be provided regarding
tanks a risk analysis is to be provided, taking into the loading, carriage and use of the product
account normal or abnormal operating conditions • Requirements mentioned in item c) are to be ful-
(failure, fluid leakage, fire) regarding human health filled.
and damage to essential equipment contained in
compartment. 2) The storage tank is to be arranged so that any leak-
age will be contained and prevented from making
4) Toxic or flammable product pipes, which, if dam- contact with heated surfaces. All pipes or other tank
aged, would allow the product to escape from a penetrations are to be provided with manual closing
tank, are to be fitted with a quick closing valve valves attached to the tank. Tank and piping arrange-
directly on the tank, capable of being closed from a ments are to be approved.
safe position outside the compartment involved.
3) The storage tank may be located in the engine room.
5) Overflow pipes of treatment chemical tanks are to 4) If a urea storage tank is installed in a closed com-
be led to a specific tank dedicated for one kind of partment, the area is to be served by an effective
product. If several treatment chemical tanks exist for mechanical ventilation system of the extraction type
a same product, overflow tank may be common. providing not less than 6 air changes per hour. This
6) Sounding pipes and air pipes are to end in an open ventilation system is to be independent from the
space above freeboard deck. Means in order to pre- ventilation system of accommodation, service
vent water entry through these pipe ends in any cir- spaces, or control stations. The ventilation system is
cumstances are to be provided. to be capable of being controlled from outside the
compartment. A warning notice requiring the use of
7) Filling systems for treatment chemicals are to be such ventilation before entering the compartment is
located in places where no interference with other to be provided outside the compartment adjacent to
ship activities would happen. In case interference is each point of entry.
unavoidable, risk analysis is to be provided in order
Alternatively, where a urea storage tank is located
to evaluate occurrence and level of danger for crew
within an engine room, a separate ventilation system
and passengers if any.
is not required when the general ventilation system
Filling systems are to fulfil same requirements as in for the space is arranged so as to provide an effective
[11.4.2]. Drainage of coamings if any and outlet of movement of air in the vicinity of the storage tank
safety valves are to be led to a tank designed for that and is maintained in operation continuously except
purpose. when the storage tank is empty and has been thor-
8) In case substances covered by IEC standards 60092- oughly ventilated.
502 or -506 are used, requirements regarding elec- 5) Each urea storage tank is to be provided with tem-
tric installations, dangerous areas and ventilation perature and level monitoring arrangements. High
mentioned in these standards are to be applied and and low level alarms together with high and low
a specific risk analysis is to submitted. temperature alarms are also to be provided.
19.3.2 Acetylene and oxygen bottles d) Safety valves are to be provided on the low pressure
side of the pressure reducing devices and led to the
a) The bottles are to be tested under attendance of the
open air at least 3 m above the deck in a safe location
Society or by a body recognised by the Society.
where no source of ignition is present.
b) Bottles with a capacity exceeding 50 litres are not per-
mitted. 19.4 Arrangement of oxyacetylene welding
c) Bottles supplying the plant and spare bottles are to be systems
installed in the gas bottle room. Installation within
accommodation spaces, service spaces, control stations 19.4.1 Gas bottle rooms
and machinery spaces is not permitted. a) The gas bottle room is to be located in an independent
d) Bottles are to be installed in a vertical position and are space over the highest continuous deck and provided
to be safely secured. The securing system is to be such with direct access from outside. The limiting bulkheads
as to allow the ready and easy removal of the bottles. and decks are to be gas-tight and made of steel.
19.3.3 Piping systems b) When the total number of gas bottles, including possi-
ble spare bottles which are not connected to the plant,
a) In general, the acetylene and oxygen piping systems are
does not exceed 8, acetylene and oxygen bottles may
to comply with the following provisions:
be installed in the same room. Otherwise, acetylene
• all valves and fittings as well as welding torches and and oxygen bottles are to be separated by a gas-tight
associated supply hoses are to be adapted to this bulkhead.
specific service and suitable for the conditions
c) The bottle room is to be adequately insulated and venti-
expected in the different parts of the system
lated so that the temperature inside does not exceed
• acetylene piping is to be of stainless steel and seam- 40°C. If the temperature cannot be controlled by means
less drawn of natural ventilation, mechanical and independent ven-
• oxygen piping is to be of copper or stainless steel tilation is to be provided. Air outlets are to be led at
and seamless drawn least 3 m away from ignition sources and ventilation
• the connections between the various pipe sections intakes and are to be equipped with flameproof wire
are to be carried out by means of butt welding. gauze.
d) The gas bottle room is not to be used for other services 20 Certification, inspection and testing
on board. Flammable oil or gas piping, except that
related to the oxyacetylene welding plant, is not to be
of piping systems
led through this room.
Note 1: On pontoons and service working ships, gas bottles may 20.1 Application
be installed on open deck in a safe position to the satisfaction of the
Society. In such case, appropriate protection is to be provided: 20.1.1 This Article defines the certification and workshop
• for gas bottles, against sunrays and atmospheric agents, by inspection and testing programme to be performed on:
means of watertight covers,
• the various components of piping systems
• for the associated valves, piping and fittings, by means of steel
covers, metal grids or similar devices. • the materials used for their manufacture.
Such means of protection are to be easily removable to allow bottle
On board testing is dealt with in Ch 1, Sec 15.
removal, when necessary.
Location of
Signboard to be posted 20.2.2 Flexible hoses
the signboard
diagram of the oxyacetylene plant a) For the flexible hoses which are to comply with [2.6],
in the gas bottle room relevant type approval tests are to be carried out on a
“no smoking”
representative sampling on each type and for each pres-
in way of: sure range.
• bottle stop valves “to be kept shut when distribution
• distribution station stations are not working” b) The flexible hoses subjected to the tests are to be fitted
stop valves with their connections.
indication of the maximum allowa- c) Type approval tests are to be carried out in accordance
in way of the pressure
ble pressure at the pressure reduc-
reducing devices with the prototype test programmes required in [2.6.4],
ing device outlet
including, but not limited to, the scope of testing speci-
in way of the safety fied in Tab 36 for metallic flexible hoses and in Tab 37
“no smoking”
valve discharge outlet for non-metallic flexible hoses.
Table 36 : Type tests and procedures for metallic flexible hoses depending on the application
Table 37 : Type tests and procedures for non-metallic flexible hoses depending on the application
dimensional check
Visual inspection
Change in length
Cover adhesion
Cold flexibility
Fire resistance
against liquid
resistance (2)
Resistance
Vibration
Vacuum
Impulse
Ozone
Burst
and
EN ISO EN ISO
EN ISO EN ISO EN ISO EN ISO ISO Ch 3, EN ISO
15540/ ISO 6802/ EN ISO
1402 4671 1402 8033 7326 Sec 6, 10619-2
15541 1817 (1) 6803 7233 (1)
(1) (1) (1) (1) (1) Tab 1 (1) (1)
(1) (1)
Fuel Oil X X X X X X X (3) (4) (5) (6)
Lubricating Oil X X X X X X X (3) (4) (5) (6)
Hydraulic Oil X X X X X X X (3) (4) (5) (6)
Thermal Oil X X X X X X X (3) (4) (5) (6)
Fresh water X X X X X (3) (4) (5) (6)
Sea water X X X X X X (3) (4) (5) (6)
Compressed air X X X X X (3) (4) (5) (6)
Bilge X X X X X (3) (4) (5) (6)
Exhaust Gas X X X X X (3) (4) (5) (6)
(1) Other recognized standards may be accepted where agreed by the Society.
(2) For rubber hoses only.
(3) For piping systems subject to pressure pulsation.
(4) Where fitted to engines, pumps, compressors or other sources of high vibrations.
(5) For suction hoses only.
(6) For piping systems subject to low temperature (< 0°C).
20.2.3 Expansion Joints including, but not limited to, the scope of testing speci-
a) For the expansion joints which are to comply with fied in Tab 38 for metallic expansion joints and in Tab
[2.6], relevant type approval tests are to be carried out 39 for non-metallic expansion joints.
on a representative sampling on each type and for each
pressure range. d) Exemptions from prototype burst test may be granted for
b) The expansion joints subjected to the tests are to be fit- expansion joints of large diameter used on sea water lines
ted with their connections. and to large diameter expansion joints used on exhaust
c) Type approval tests are to be carried out in accordance gas lines, except for those which are fitted directly on
with the prototype test programmes required in [2.6.4], engines. Testing may be limited to pressure test.
Table 38 : Type tests and procedures to be performed for metallic expansion joints
Resistance Cyclic
Burst Fire resistance Ozone resistance Impulse Vibration
against liquid expansion (2)
[20.2.1] d) ISO 15540/41 EN ISO Ch 3, Sec 6,
ISO 1817 (1) (3) (1) ISO 7326 (1)
(1) (1) 6802/6803 (1) Tab 1 (1)
Fuel Oil X X X X (4) (5) (6)
Lubricating Oil X X X X (4) (5) (6)
Hydraulic Oil X X X X (4) (5) (6)
Thermal Oil X X X X (4) (5) (6)
Fresh water X X (4) (5) (6)
Sea water X X X (4) (5) (6)
Compressed air X X (4) (5) (6)
Bilge X X (4) (5) (6)
(1) Other recognized standards may be accepted where agreed by the Society.
(2) For piping systems subject to expansion cycles.
(3) Test procedure is to be submitted to the Society for approval
(4) For rubber expansion joints only.
(5) For piping systems subject to pressure pulsation.
(6) Where fitted to engines, pumps, compressors or other sources of high vibrations
20.3 Type tests of air pipe closing appliances c) Discharge / Reverse flow test
20.3.1 Testing of air pipe automatic closing devices The air pipe head shall allow the passage of air to pre-
vent excessive vacuum developing in the tank. A reverse
Each type and size of air pipe automatic closing device is to
flow test shall be performed. A vacuum pump or
be surveyed and type tested at the manufacturer’s works or
another suitable device shall be connected to the open-
a recognized laboratory accepted by the Society. The test
ing of the air pipe leading to the tank. The flow velocity
requirements for an air pipe automatic closing device are to
shall be applied gradually at a constant rate until the
include the following:
float gets sucked and blocks the flow. The velocity at the
a) Determination of the flow characteristics point of blocking shall be recorded. 80% of the value
The flow characteristics of the air pipe closing device recorded will be stated in the certificate.
are to be determined.
The maximum allowable leakage per cycle is not to
Measuring of the pressure drop versus rate of volume exceed 2 ml/mm of nominal diameter of inlet pipe dur-
flow is to be carried out using water and with any ing any individual test.
intended flame or insect screens in place.
b) Tightness test during immersion/emerging in water 20.3.2 Testing of non-metallic floats
An automatic closing device is to be subjected to a series
Impact and compression loading tests are to be carried out
of tightness tests involving not less than two immersion
on the floats before and after pre-conditioning, as per Tab 40.
cycles under each of the following conditions:
• The automatic closing device is to be submerged a) Impact test
slightly below the water surface at a velocity of
approximately 4 m/min. and then returned to the The impact test may be conducted on a pendulum type
original position immediately. The quantity of leak- testing machine. The floats are to be subjected to 5
age is to be recorded. impacts of 2,5 Nm each and are not to suffer permanent
deformation, cracking or surface deterioration at this
• The automatic closing device is to be submerged to impact loading.
a point slightly below the surface of the water. The
submerging velocity is to be approximately 8 m/min Subsequently the floats are to be subjected to 5 impacts
and the air pipe vent head is to remain submerged of 25 Nm each. At this impact energy level, some local-
for not less than 5 minutes. The quantity of leakage ised surface damage at the impact point may occur. No
is to be recorded. permanent deformation or cracking of the floats is to
• Each of the above tightness tests is to be carried out appear.
in the normal position as well as at an inclination of
b) Compression loading test
40°under the strictest conditions for the device. In
cases where such strictest conditions are not clear, Compression tests are to be conducted with the floats
tests shall be carried out at an inclination of 40 mounted on a supporting ring of a diameter and bearing
degrees with the device opening facing in three dif- area corresponding to those of the float seating with
ferent directions: upward, downward, sideways (left which the tested float is intended to be used. For ball
or right). See Fig 6 and Fig 7. type float, loads are to be applied through a concave
cap of the same internal radius as the test float and bear-
Figure 6 : Example of normal position ing on an area of the same diameter as the seating. For a
vertical disc type float, loads are to be applied through a disc of
equal diameter as the float.
Figure 7 : Examples of inclination of 40° with different directions of the device opening
vertical vertical vertical
opening
opening
40° opening 40° 40°
Device opening facing upward Device opening facing downward Device opening facing sideways
Tests are to be conducted in accordance with item [20.3.2] Note 1: Classes of pipes are defined in [1.5.2].
a) above. The tests are to be carried out at room temperature c) Pressure testing of small bore pipes (less than 15 mm)
and in the dry condition. may be waived at the discretion of the Surveyor,
depending on the application.
20.4 Testing of materials d) Where the design temperature does not exceed 300°C,
the test pressure is to be equal to 1,5 p.
20.4.1 General
a) Requirements for material tests are given in NR216 e) Where the design temperature exceeds 300°C, the test
Materials and Welding. pressure is to be as follows:
b) The requirements of this Article do not apply to piping • for carbon and carbon-manganese steel pipes, the
systems subjected to low temperatures, such as cargo test pressure is to be equal to 2 p
piping of liquefied gas carriers. • for alloy steel pipes, the test pressure PH is to be
determined by the following formula, but need not
20.4.2 Tests for materials exceed 2 p:
a) Where required in Tab 41, materials used for pipes,
K 100
valves and other accessories are to be subjected to the p H = 1 ,5 --------
-p
KT
following tests:
• tensile test at ambient temperature where:
• flattening test or bend test, as applicable K100 : Permissible stress for 100°C, as stated in
Tab 11
• tensile test at the design temperature, except if one
of the following conditions is met: KT : Permissible stress for the design temper-
ature, as stated in Tab 11.
- the design temperature is below 200°C
Note 2: Where alloy steels not included in Tab 11 are used, the
- the mechanical properties of the material at high
permissible stresses will be given special consideration.
temperature have been approved
- the scantling of the pipes is based on reduced f) Where it is necessary to avoid excessive stress in way of
values of the permissible stress. bends, branches, etc., the Society may give special con-
sideration to the reduction of the test pressure to a value
b) Plastic materials are to be subjected to the tests speci- not less than 1,5 p. The membrane stress is in no case to
fied in Ch 1, App 3. exceed 90% of the yield stress at the testing temperature.
c) For piping systems included in engine, turbine or gear- g) While satisfying the condition stated in b), the test pres-
box installation in contact with flammable fluids, sure of pipes located on the discharge side of centrifugal
requirements mentioned in Ch 1, Sec 1, [3.7.2] are to pumps driven by steam turbines is not to be less than the
be applied when other materials than steel are used. maximum pressure liable to be developed by such
Especially, piping systems might need to be tested pumps with closed discharge at the operating speed of
according to ISO 19921:2005 / 19922:2005. their overspeed device.
h) Hydrostatic testing may be carried out after assembly on
20.5 Hydrostatic testing of piping systems board of the piping sections under the conditions stated
and their components in Ch 1, Sec 15, [3.12.1].
20.5.1 General For pressure tests of piping after assembly on board, see
Ch 1, Sec 15, [3.12.1], Ch 1, Sec 15, [3.12.2] and Ch 1,
Pneumatic tests are to be avoided wherever possible.
Sec 15, [3.12.3].
Where such testing is absolutely necessary in lieu of the
hydraulic pressure test, the relevant procedure is to be sub- For pressure tests of plastic pipes after assembly on
mitted to the Society for acceptance prior to testing. board, see Ch 1, App 3, [4.3.1].
20.5.3 Hydrostatic tests of valves, fittings and heat pressure pH defined in a). When determining pH , the
exchangers pressure p to be considered is that which may result
from accidental communication between the cooler
a) Valves and fittings non-integral with the piping system
and the adjoining stage of higher pressure, allowance
and intended for class I and II pipes are to be subjected
being made for any safety device fitted on the cooler.
to hydrostatic tests in accordance with standards recog-
nised by the Society, at a pressure not less than 1,5 times d) The test pressure for water spaces of compressors and
the design pressure P defined in [1.3.2]. their intermediate coolers is not to be less than 1,5 times
the design pressure in the space concerned, subject to a
b) Valves and distance pieces intended to be fitted on the
minimum of 0,2 MPa.
ship side below the load waterline are to be subjected to
hydrostatic tests under a pressure not less than 0,5 MPa. e) For air compressors and pumps driven by internal com-
bustion engines, see Ch 1, Sec 2.
c) The shells of appliances such as heaters, coolers and
heat exchangers which may be considered as pressure
20.5.6 Hydrostatic test of flexible hoses and
vessels are to be tested under the conditions specified in
expansion joints
Ch 1, Sec 3.
a) Each flexible hose or expansion joint, together with its
d) The nests of tubes or coils of heaters, coolers and heat connections, is to undergo a hydrostatic test under a
exchangers are to be submitted to a hydraulic test under pressure at least equal to 1,5 times the maximum ser-
the same pressure as the fluid lines they serve. vice pressure.
e) For coolers of internal combustion engines, see Ch 1, b) During the test, the flexible hose or expansion joint is to
Sec 2. be repeatedly deformed from its geometrical axis.
pH is not to be less than 0,4 MPa. Magnetic particle or liquid penetrant testing is to be per-
formed on welded joints selected according to manufac-
b) While satisfying the condition stated in a), the test pres- turer’s plan.
sure for centrifugal pumps driven by steam turbines is
not to be less than 1,05 times the maximum pressure
20.7 Inspection and testing of piping
likely to be recorded with closed discharge at the oper-
systems
ating speed of the overspeed device.
c) Intermediate coolers of compressors are to undergo a 20.7.1 The inspections and tests required for piping sys-
hydrostatic test under a pressure at least equal to the tems and their components are summarised in Tab 41.
Table 41 : Inspection and testing at works for piping systems and their components
1.3.9 Maximum astern speed dse : Actual diameter of the upper part of the rudder
Maximum astern speed is the speed which it is estimated stock in way of the tiller, in mm
the ship can attain at the designed maximum astern power (in the case of a tapered coupling, this diameter
at the deepest seagoing draught. is measured at the base of the assembly)
TR : Rule design torque of the rudder stock given, in
1.3.10 Maximum working pressure kN.m, by the following formula:
Maximum working pressure is the maximum expected pres- 3
T R = 13 ,5 ⋅ d s ⋅ 10
–6
Note 1: for hand-operated main steering gear, the following speed corresponding to the number of maximum con-
value is to be used: tinuous revolutions of the main engine and maximum
TG = 1,25.TR design pitch, ships may demonstrate compliance with
TA : For auxiliary hydraulic or electrohydraulic steer- this requirement by one of the following methods:
ing gears, torque induced by the auxiliary steer- 1) during sea trials the ship is at even keel and the rud-
ing gear on the rudder stock when the pressure der fully submerged whilst running ahead at the
is equal to the setting pressure of the relief speed corresponding to the number of maximum
valves protecting the rudder actuators continuous revolutions of the main engine and maxi-
Note 2: for hand-operated auxiliary steering gear, the follow- mum design pitch; or
ing value is to be used: Note 1: “even keel” means that the vessel is an acceptable trim
TA = 1,25.TE condition
T’G : For steering gear which can activate the rudder Note 2: “fully submerged” means AT is greater than 0.95⋅AF, where
with a reduced number of actuators, the value AT and AF are defined in [2.2.3].
of TG in such conditions
σ : Normal stress due to the bending moments and 2) where full rudder immersion during sea trials cannot
the tensile and compressive forces, in N/mm2 be achieved, an appropriate ahead speed shall be
calculated using the submerged rudder blade area in
τ : Tangential stress due to the torsional moment
the proposed sea trial loading condition. The calcu-
and the shear forces, in N/mm2
lated ahead speed shall result in a force and torque
σa : Permissible stress, in N/mm2 applied to the main steering gear which is at least as
σc : Combined stress, determined by the following great as if it was being tested with the ship at its
formula: deepest seagoing draught and running ahead at the
2 2
speed corresponding to the number of maximum
σc = σ + 3τ continuous revolutions of the main engine and maxi-
R : Value of the minimum specified tensile strength mum design pitch; or
of the material at ambient temperature, in 3) the rudder force and torque at the sea trial loading
N/mm2 condition have been reliably predicted and extrapo-
Re : Value of the minimum specified yield strength lated to the full load condition. The speed of the ship
of the material at ambient temperature, in shall correspond to the number of maximum contin-
N/mm2 uous revolutions of the main engine and maximum
R’e : Design yield strength, in N/mm2, determined by design pitch of the propeller;
the following formulae: Specific requirements of [2.2.3] are to be applied for
• R’e = Re, where R ≥ 1,4 Re trials not performed at full load condition;
• R’e = 0,417 (Re + R) where R < 1,4 Re c) operated by power where necessary to meet the
requirements of b) and in any case when the Society
requires a rudder stock of over 120 mm diameter in way
2 Design and construction of the tiller, excluding strengthening for navigation in ice,
and
2.1 General d) so designed that they will not be damaged at maximum
astern speed; however, this design requirement need
2.1.1 Unless expressly provided otherwise, every ship shall
not be proved by trials at maximum astern speed and
be provided with main steering gear and auxiliary steering
maximum rudder angle.
gear to the satisfaction of the Society.
Note 3: The mentioned diameter is to be taken as having been cal-
culated for rudder stock of mild steel with a yield stress of 235
2.2 Strength, performance and power N/mm2, i.e. with a material factor k1 = 1.
operation of the steering gear
2.2.2 Auxiliary steering gear
2.2.1 Main steering gear The auxiliary steering gear and rudder stock shall be:
The main steering gear and rudder stock shall be: a) of adequate strength and capable of steering the ship at
a) of adequate strength and capable of steering the ship at navigable speed and of being brought speedily into
maximum ahead service speed which shall be demon- action in an emergency
strated b) capable of putting the rudder over from 15° on one side
b) capable of putting the rudder over from 35° on one side to to 15° on the other side in not more than 60s with the
35° on the other side with the ship at its deepest seagoing ship at its deepest seagoing draught and running ahead
draught and running ahead at maximum ahead service at one half of the maximum ahead service speed or 7
speed and, under the same conditions, from 35° on either knots, whichever is the greater.
side to 30° on the other side in not more than 28 s Where it is impractical to demonstrate compliance with
Where it is impractical to demonstrate compliance with this requirement during sea trials with the ship at its
this requirement during sea trials with the ship at its deepest seagoing draught and running ahead at one half
deepest seagoing draught and running ahead at the of the speed corresponding to the number of maximum
2.3 Control of the steering gear b) Wires, terminals and the components for duplicated
steering gear control systems installed in units, control
2.3.1 Main and auxiliary steering gear control boxes, switchboards or bridge consoles are to be sepa-
rated as far as practicable.
Steering gear control shall be provided:
Where physical separation is not practicable, separation
a) for the main steering gear, both on the navigation bridge may be achieved by means of a fire-retardant plate.
and in the steering gear compartment
c) All electrical components of the steering gear control
b) where the main steering gear is arranged in accordance systems are to be duplicated. This does not require
with [2.4.2], by two independent control systems, both duplication of the steering wheel or steering lever.
operable from the navigation bridge and the steering
d) If a joint steering mode selector switch (uniaxial switch)
gear compartment. This does not require duplication of
is employed for both steering gear control systems, the
the steering wheel or steering lever. Where the control
connections for the control systems are to be divided
system consists in a hydraulic telemotor, a second inde-
accordingly and separated from each other by an isolat-
pendent system need not be fitted, except in a tanker,
ing plate or air gap.
chemical tanker or gas carrier of 10 000 gross tonnage
and upwards e) In the case of double follow-up control, the amplifier is
to be designed and fed so as to be electrically and
The two independent steering gear control systems are
mechanically separated. In the case of non-follow-up
to be:
control and follow-up control, it is to be ensured that
• so arranged that a mechanical or electrical failure in the follow-up amplifier is protected selectively.
one of them will not render the other one inopera-
f) Control circuits for additional control systems, e.g.
tive, and
steering lever or autopilot, are to be designed for all-
• in accordance with [2.3.3] pole disconnection.
c) for the auxiliary steering gear, in the steering gear com- g) The feedback units and limit switches, if any, for the
partment and, if power operated, it shall also be opera- steering gear control systems are to be separated electri-
ble from the navigation bridge and to be independent of cally and mechanically connected to the rudder stock or
the control system for the main steering gear. actuator separately.
Note 1: The term “steering gear control system” is to be understood
to cover “the equipment required to control the steering gear 2.4 Availability
power actuating system”.
2.4.1 Arrangement of main and auxiliary steering
2.3.2 Control systems operable from the navigating gear
bridge The main steering gear and the auxiliary steering gear shall
Any main and auxiliary steering gear control system operable be so arranged that the failure of one will not render the
from the navigating bridge shall comply with the following: other inoperative.
• if electrical, it shall be served by its own separate circuit 2.4.2 Omission of the auxiliary steering gear
supplied from a steering gear power circuit from a point
Where the main steering gear comprises two or more identi-
within the steering gear compartment, or directly from
cal power units, auxiliary steering gear need not be fitted,
switchboard busbars supplying that steering gear power
provided that:
circuit at a point on the switchboard adjacent to the
supply to the steering gear power circuit a) in a passenger ship, the main steering gear is capable of
operating the rudder as required in [2.2.1] while any
• means shall be provided in the steering gear compart-
one of the power units is out of operation
ment for disconnecting any control system operable
from the navigation bridge from the steering gear it b) in a cargo ship, the main steering gear is capable of
serves operating the rudder as required in [2.2.1] while operat-
ing with all power units
• the system shall be capable of being brought into opera-
tion from a position on the navigating bridge c) the main steering gear is so arranged that after a single
failure in its piping system or in one of the power units,
• in the event of failure of electrical power supply to the
the defect can be isolated so that steering capability can
control system, an audible and visual alarm shall be
be maintained or speedily regained.
given on the navigation bridge, and
Steering gear other than of the hydraulic type is to achieve
• short-circuit protection only shall be provided for steer- standards equivalent to the requirements of this paragraph
ing gear control supply circuits. to the satisfaction of the Society.
• if TG ≤ 1,25 TR : σa = 1,25 σ0
• if 1,25 TR < TG < 1,50 TR : σa = σ0 TG/TR
Normal operation TG
• if TG ≥ 1,50 TR : σa = 1,50 σ0
where σ0 = 0,55 R’e
Emergency operation achieved by hydraulic or electrohy- lower of TR and 0,8 TA 0,69 R’e
draulic steering gear
Emergency operation, with a reduced number of actuators lower of TR and 0,8 T’G 0,69 R’e
Table 3 : Scantling of components not protected against overloads induced by the rudder
2.5.4 Tillers, quadrants and rotors c) Keys are to satisfy the following provisions:
a) The scantling of the tiller is to be determined as follows: • the key is to be made of steel with a yield stress not
• the depth H0 of the boss is not to be less than 0,75.ds less than that of the rudder stock and that of the tiller
boss or rotor without being less than 235 N/mm2
• the radial thickness of the boss in way of the tiller is
not to be less than the greater of: • the width of the key is not to be less than 0,25.ds
• the thickness of the key is not to be less than 0,10.ds
235
• 0, 3 ⋅ d s ⋅ ----------
R′ e • the ends of the keyways in the rudder stock and in
the tiller (or rotor) are to be rounded and the keyway
• 0, 25 ⋅ d s root fillets are to be provided with small radii of not
less than 5 per cent of the key thickness.
• the section modulus of the tiller arm in way of the d) Bolted tillers and quadrants are to satisfy the following
end fixed to the boss is not to be less than the value provisions:
Zb, in cm3, calculated from the following formula: • the diameter of the bolts is not to be less than the
value db, in mm, calculated from the following for-
0 ,147 ⋅ d L ′ R
3
Z b = -------------------------s ⋅ ---- ⋅ -----e′ mula:
1000 L Re
where: TR 235
d b = 153 ---------------------------------
- ⋅ ----------
n ( b + 0 ,5d se ) R eb
L : Distance from the centreline of the rud-
der stock to the point of application of where:
the load on the tiller (see Fig 1) n : Number of bolts located on the same
L’ : Distance between the point of applica- side in respect of the stock axis (n is not
tion of the above load and the root sec- to be less than 2)
tion of the tiller arm under consideration b : Distance between bolts and stock axis,
(see Fig 1) in mm (see Fig 2)
• the width and thickness of the tiller arm in way of Reb : Yield stress, in N/mm2, of the bolt mate-
the point of application of the load are not to be less rial
than one half of those required by the above formula
• the thickness of each of the tightening flanges of the
• in the case of double arm tillers, the section modu- two parts of the tiller is not to be less than the fol-
lus of each arm is not to be less than one half of the
lowing value:
section modulus required by the above formula.
n ⋅ ( b – 0, 5 ⋅ D e ) R eb
1, 85 ⋅ d b ⋅ ------------------------------------------ ⋅ -------
′
Figure 1 : Tiller arm H0 Re
Where:
De : External boss diameter, in mm (average
value)
• in order to ensure the efficient tightening of the cou-
L'
pling around the stock, the two parts of the tiller are
L
e) Shrink-fit connections of tiller (or rotor) to stock are to At the discretion of the Society, high cycle and cumula-
satisfy the following provisions: tive fatigue analysis may be required for the design of
• the safety factor against slippage is not to be less piping and components, taking into account pulsating
than: pressures due to dynamic loads.
• 1 for keyed connections b) The power piping for hydraulic steering gear is to be
• 2 for keyless connections arranged so that transfer between units can be readily
effected.
• the friction coefficient is to be taken equal to:
• 0,15 for steel and 0,13 for spheroidal graphite c) Arrangements for bleeding air from the hydraulic system
cast iron, in the case of hydraulic fit are to be provided, where necessary.
• 0,17 in the case of dry shrink fitting d) The hydraulic piping system, including joints, valves,
flanges and other fittings, is to comply with the require-
• the combined stress according to the von Mises crite-
ments of Ch 1, Sec 10 for class I piping systems, and in
rion, due to the maximum pressure induced by the
particular with the requirements of Ch 1, Sec 10, [14],
shrink fitting and calculated in way of the most
unless otherwise stated.
stressed points of the shrunk parts, is not to exceed 80
per cent of the yield stress of the material considered 2.6.2 Materials
Note 1: Alternative stress values based on FEM calculations may
a) Ram cylinders, pressure housings of rotary vane type actu-
also be considered by the Society.
ators, hydraulic power piping, valves, flanges and fittings
• the entrance edge of the tiller bore and that of the are to be of steel or other approved ductile material.
rudder stock cone are to be rounded or bevelled.
b) In general, such material is to have an elongation of not
2.5.5 Piston rods less than 12% and a tensile strength not greater than
The scantling of the piston rod is to be determined taking 650 N/mm2.
into account the bending moments, if any, in addition to Grey cast iron may be accepted for valve bodies and
compressive or traction forces and is to satisfy the following redundant parts with low stress level, excluding cylin-
provisions: ders, subject to special consideration.
a) σc ≤ σa
2.6.3 Isolating valves
where:
Shut-off valves, non-return valves or other appropriate
σc : Combined stress as per [1.4.1] devices are to be provided:
σa : Permissible stress as per [2.5.3]
• to comply with the availability requirements of [2.4]
b) in respect of the buckling strength: • to keep the rudder steady in position in case of emer-
gency.
------------2 ⋅ ωF c + --------- ≤ 0 ,9σ a
4 8M
πD 2 D2
In particular, for all ships with non-duplicated actuators,
where: isolating valves are to be fitted at the connection of pipes to
D2 : Piston rod diameter, in mm the actuator, and are to be directly fitted on the actuator.
Fc : Compression force in the rod, in N, when it
2.6.4 Flexible hoses
extends to its maximum stroke
a) Flexible hoses may be installed between two points
M : Possible bending moment in the piston rod,
where flexibility is required but are not to be subjected
in N.mm, in way of the fore end of the cylin-
to torsional deflexion (twisting) under normal operation.
der rod bearing
In general, the hose is to be limited to the length neces-
ω : ω = β + (β2 − α)0,5 sary to provide for flexibility and for proper operation of
with: machinery.
α = 0,0072 (s
D2)2 ⋅ R’e/235 b) Hoses are to be high pressure hydraulic hoses according
β = 0,48 + 0,5 α + 0,1 α 0,5 to recognised standards and suitable for the fluids, pres-
sures, temperatures and ambient conditions in question.
s = Length, in mm, of the maximum unsup-
ported reach of the cylinder rod. c) They are to be of a type approved by the Society.
d) The burst pressure of hoses is to be not less than four
2.6 Hydraulic system times the design pressure.
This power source is to be activated automatically, rent of the motor or circuit so protected, and is to be
within 45 seconds, in the event of failure of the main arranged to permit the passage of the appropriate start-
source(s) of electrical power. ing currents.
The independent source is to be used only for this pur- d) Steering gear motor circuits obtaining their power sup-
pose. ply via an electronic converter, e.g. for speed control,
The alternative power source is also to supply the steer- and which are limited to full load current are exempt
ing gear control system, the remote control of the power from the requirement to provide protection against
unit and the rudder angle indicator. excess current, including starting current, of not less
f) In every ship of 10 000 tons gross tonnage and upwards, than twice the full load current of the motor. The
the alternative power supply is to have a capacity for at required overload alarm is to be set to a value not
least 30 minutes of continuous operation and in any greater than the normal load of the electronic converter.
other ship for at least 10 minutes. Note 1: “Normal load” is the load in normal mode of operation
that approximates as close as possible to the most severe con-
2.7.3 Motors and associated control gear ditions of normal use in accordance with the manufacturer’s
operating instructions.
a) To determine the required characteristics of the electric
motors for power units, the breakaway torque and maxi- e) Where fuses are fitted, their current ratings are to be two
mum working torque of the steering gear under all oper- step higher than the rated current of the motors. How-
ating conditions are to be considered. The ratio of pull- ever, in the case of intermittent service motors, the fuse
out torque to rated torque is to be at least 1,6. rating is not to exceed 160% of the rated motor current.
b) Motors for steering gear power units may be rated for f) The instantaneous short-circuit trip of circuit breakers is
intermittent power demand. to be set to a value not greater than 15 times the rated
The rating is to be determined on the basis of the steer- current of the drive motor.
ing gear characteristics of the ship in question; the rating g) The protection of control circuits is to correspond to at
is always to be at least: least twice the maximum rated current of the circuit,
• S3 - 40% for motors of electric steering gear power though not, if possible, below 6 A.
units
• S6 - 25% for motors of electrohydraulic steering gear 2.7.6 Starting and stopping of motors for steering
power units and for convertors. gear power units
c) Each electric motor of a main or auxiliary steering gear a) Motors for power units are to be capable of being
power unit is to be provided with its own separate motor started and stopped from a position on the navigation
starter gear, located within the steering gear compartment. bridge and from a point within the steering gear com-
partment.
2.7.4 Supply of motor control circuits and steering b) Means are to be provided at the position of motor start-
gear control systems ers for isolating any remote control starting and stopping
a) Each control for starting and stopping of motors for devices (e.g. by removal of the fuse-links or switching
power units is to be served by its own control circuits off the automatic circuit breakers).
supplied from its respective power circuits.
c) Main and auxiliary steering gear power units are to be
b) Any electrical main and auxiliary steering gear control arranged to restart automatically when power is restored
system operable from the navigating bridge is to be after a power failure.
served by its own separate circuit supplied from a steer-
ing gear power circuit from a point within the steering 2.7.7 Installation
gear compartment, or directly from switchboard busbars
a) Duplicated electric power circuits are to be separated as
supplying that steering gear power circuit at a point on
far as practicable.
the switchboard adjacent to the supply to the steering
gear power circuit. The power supply systems are to be b) Cables for duplicated electric power circuits with their
protected selectively. associated components are to be separated as far as
c) The remote control of the power unit and the steering practicable. They are to follow different routes separated
gear control systems is to be supplied also by the alter- both vertically and horizontally, as far as practicable,
native power source when required by [2.7.2], item e). throughout their entire length.
c) Actuators controlling the power systems of the steering
2.7.5 Circuit protection gear, e.g. magnetic valves, are to be duplicated and sep-
a) Short-circuit protection is to be provided for each con- arated.
trol circuit and each power circuit of electric or electro-
hydraulic main and auxiliary steering gear. 2.8 Alarms and indications
b) No protection other than short-circuit protection is to be
provided for steering gear control system supply circuits. 2.8.1 Power units
c) Protection against excess current (e.g. by thermal a) In the event of a power failure to any one of the steering
relays), including starting current, if provided for power gear power units, an audible and visual alarm shall be
circuits, is to be for not less than twice the full load cur- given on the navigating bridge.
b) Means for indicating that the motors of electric and elec- 2.8.3 Control system
trohydraulic steering gear are running shall be installed In the event of a failure of electrical power supply to the
on the navigating bridge and at a suitable main machin- steering gear control systems, an audible an visual alarm
ery control position. shall be given on the navigating bridge.
c) Where a three-phase supply is used, an alarm shall be
2.8.4 Rudder angle indication
provided that will indicate failure of any one of the sup-
The angular position of the rudder is to be:
ply phases.
a) indicated on the navigating bridge, if the main steering
d) An overload alarm shall be provided for each motor of
gear is power operated. The rudder angle indication is
electric or electrohydraulic steering gear power units.
to be independent of the steering gear control system
e) The alarms required in c) and d) shall be both audible and be supplied through the emergency switchboard, or
and visual and situated in a conspicuous position in the by an alternative and independent source of electrical
main machinery space or control room from which the power such as that referred to in [2.7.2], item e);
main machinery is normally controlled. b) recognisable in the steering gear compartment.
2.8.2 Hydraulic system 2.8.5 Steering gear failure
a) Hydraulic oil reservoirs are to be provided with the The steering gear failures likely to cause uncontrolled
alarms required in [2.6.6]. movements of rudder are to be clearly identified. In the
event of detection of such failure, the rudder is to stop in the
b) Where hydraulic locking, caused by a single failure,
current position without manual intervention or, subject to
may lead to loss of steering, an audible and visual
the discretion of the Society, is to return to the midship/neu-
alarm, which identifies the failed system, is to be pro-
tral position.
vided on the navigating bridge.
Note 1: For hydraulic locking failure, refer also to [2.8.2] item b)
Note 1: This alarm is to be activated when, for example:
and [5.5.1].
• the position of the variable displacement pump control
system does not correspond with the given order, or 2.8.6 Summary table
• an incorrect position in the 3-way valve, or similar, in the Displays and alarms are to be provided in the locations
constant delivery pump system is detected. indicated in Tab 5.
Location
Alarms
Item Display (audible Engine
Navigation Steering gear
and visible) Control Room
Bridge compartment
(3)
Indication that electric motor of each power unit is running X X X
Rudder angle indicator X X X
Power failure of each power unit X X X
Power failure of each control system X X X
Overload of electric motor of each power unit X X X
Phase failure of electric motor of each power unit X X X
Earth fault on AC and DC circuits X X X
Loop failures in closed loop systems,
X X X
coth command and feed back loops (1)
Data communication errors X X X
Control system
failures Programmable system failures (Hard-
X X X
ware and software failures)
Deviation between rudder order and
X X X
feedback (2)
Low level of each hydraulic fluid reservoir X X X
Hydraulic lock X X
(1) Normally short circuit, broken connections and earth faults
(2) Deviation alarm is to be initiated if the rudder’s actual position does not reach the set point within acceptable time limits for the
closed loop control systems (e.g. follow-up control and autopilot). Deviation alarm may be caused by mechanical, hydraulic or
electrical failures.
(3) Common alarm may be accepted if individual alarms are available locally.
d
d =
3 4.2.1 General
3 j
j
The requirements in this sub-article apply to ships fitted
with alternative propulsion and steering arrangements, such
with: as but not limited to, azimuthing propulsors or water jet
propulsion systems.
dj : Rule diameter of the upper part of the rudder
stock of each rudder in way of the tiller, exclud- 4.2.2 Steering arrangements for ships fitted with
ing strengthening for navigation in ice. multiple steering-propulsion units
For a ship fitted with multiple steering-propulsion units, such
as, but not limited to, azimuthing propulsors or water jet pro-
3.2 Synchronisation
pulsion systems, each of the steering-propulsion units is to be
provided with a main steering gear and an auxiliary steering
3.2.1 General gear or with two or more identical steering actuating systems
A system for synchronising the movement of the rudders is in compliance with [4.2.7]. The main steering gear and the
to be fitted, either: auxiliary steering gear are to be so arranged that the failure of
one of them will not render the other one inoperative.
• by a mechanical coupling, or
4.2.3 Steering arrangements for ships fitted with
• by other systems giving automatic synchronising adjust- single steering-propulsion unit
ment. For a ship fitted with a single steering-propulsion unit, the
steering gear is to be provided with two or more steering
3.2.2 Non-mechanical synchronisation actuating systems complying with [4.2.7]. A detailed risk
assessment is to be submitted in order to demonstrate that
Where the synchronisation of the rudder motion is not
in the case of any single failure in the steering gear, control
achieved by a mechanical coupling, the following provi-
system and power supply, the ship steering is maintained.
sions are to be met:
4.2.4 Design of components used in steering
a) the angular position of each rudder is to be indicated on arrangements
the navigation bridge
All components used in steering arrangements for ship direc-
b) the rudder angle indicators are to be independent from tional control are to be of sound reliable construction to the
each other and, in particular, from the synchronising satisfaction of the Administration or recognized organiza-
system tions acting on its behalf. Special consideration should be
given to the suitability of any essential component which is
c) in case of failure of the synchronising system, means are not duplicated. Any such essential component is, where
to be provided for disconnecting this system so that appropriate, to utilize anti-friction bearings such as ball
steering capability can be maintained or rapidly bearings, roller bearings or sleeve bearings which should be
regained. See also Pt D, Ch 7, Sec 4, [7.2.2]. permanently lubricated or provided with lubrication fittings.
4.2.5 Main steering arrangements • in a cargo ship, is capable of satisfying the require-
The main steering arrangements for ship directional control ments in [4.2.5]while operating with all power units;
are to be: and
• of adequate strength and capable of steering the ship at • is arranged so that after a single failure in its piping
maximum ahead service speed which should be system or in one of the power units, steering capa-
demonstrated bility can be maintained or speedily regained.
• capable of changing direction of the steering-propulsion b) For a ship fitted with multiple steering-propulsion units,
unit from one side to the other at declared steering where each main steering system comprises two or more
angle limits at an average turning speed of not less than identical steering actuating systems, an auxiliary steering
2,3°/s with the ship running ahead at maximum ahead gear need not be fitted provided that each steering gear:
service speed
• for all ships, operated by power; and • in a passenger ship, is capable of satisfying the
requirements in [4.2.5] while any one of the steering
• so designed that they will not be damaged at maximum gear steering actuating systems is out of operation
astern speed; this design requirement need not be
proved by trials at maximum astern speed and declared • in a cargo ship, is capable of satisfying the require-
steering angle limits. ments in [4.2.5] while operating with all steering
gear steering actuating systems
Note 1: Declared steering angle limits are the operational limits in
terms of maximum steering angle, or equivalent, according to man- • is arranged so that after a single failure in its piping or
ufacturers' guidelines for safe operation, also taking into account in one of the steering actuating systems, steering capa-
the ship's speed or propeller torque/speed or other limitation; the bility can be maintained or speedily regained; and
“declared steering angle limits” are to be declared by the direc-
tional control system manufacturer for each ship specific non-tradi- • the above capacity requirements apply regardless
tional steering mean. whether the steering systems are arranged with com-
Note 2: Ship manoeuvrability tests, such as those in the Standards mon or dedicated power units.
for ship manoeuvrability (IMO Resolution MSC.137(76)) should be Note 1: For the purposes of alternative steering arrangements, the
carried out with steering angles not exceeding the declared steering steering gear power unit should be considered as defined in
angle limits. [1.3.4]. For electric steering gears, refer to [1.3.4]; electric steering
motors should be considered as part of the power unit and actuator.
4.2.6 Auxiliary steering arrangements
The auxiliary steering arrangements for ship directional 4.2.8 Case of the steering-propulsion units having a
control are to be: residual steering capability when propulsion
• of adequate strength and capable of steering the ship at power is lost
navigable speed and of being brought speedily into This requirement applies to steering-propulsion units having
action in an emergency a certain proven steering capability due to ship speed also
• capable of changing direction of the ship's directional in case propulsion power has failed.
control system from one side to the other at declared
Where the propulsion power exceeds 2,500 kW per thruster
steering angle limits at an average turning speed, of not
unit, an alternative power supply, sufficient at least to sup-
less than 0.5°/s; with the ship running ahead at one half
ply the steering arrangements which complies with the
of the maximum ahead service speed or 7 knots, which-
requirements of [2.2.2], item b), and also its associated con-
ever is the greater; and
trol system and the steering gear response indicator, is to be
• for all ships, operated by power where necessary to provided automatically, within 45 s, either from the emer-
meet the requirements of SOLAS regulation II-1/29.4.2 gency source of electrical power or from an independent
and in any ship having power of more than 2,500 kW source of power located in the steering gear compartment.
propulsion power per steering-propulsion unit. This independent source of power is to be used only for this
purpose. In every ship of 10,000 gross tonnage and
Note 1: The definition of “declared steering angle limits”, set out in upwards, the alternative power supply is to have a capacity
[4.2.5], applies.
for at least 30 min of continuous operation and in any other
Note 2: Ship manoeuvrability tests, such as those in the Standards ship for at least 10 min.
for ship manoeuvrability (IMO Resolution MSC.137(76)) should be
carried out with steering angles not exceeding the declared steering
4.2.9 Additional requirement for ships fitted with
angle limits.
multiple electric or electrohydraulic steering
systems
4.2.7 Omission of the auxiliary steering gear
a) For a ship fitted with a single steering-propulsion unit For a ship fitted with multiple electric or electrohydraulic
where the main steering gear comprises two or more steering systems, the requirements of [2.7.2], items a), b)
identical power units and two or more identical steering and c), are to be applied to each of the steering systems.
actuators, an auxiliary steering gear need not be fitted
provided that the steering gear: 4.3 Use of water-jets
• in a passenger ship, is capable of satisfying the
requirements in [4.2.5] while any one of the power 4.3.1 The use of water-jets as steering means will be given
units is out of operation special consideration by the Society.
5 Arrangement and installation speed, it is recommended to fit a limit system 35° for full
speed. A notice is to be displayed at all steering wheel
stations indicating that rudder angles of more than 35°
5.1 Steering gear room arrangement are to be used only at very reduced speed.
5.1.1 The steering gear compartment shall be: 5.3.3 Relief valves
a) readily accessible and, as far as practicable, separated Relief valves are to be fitted in accordance with [2.6.5].
from machinery spaces, and
5.3.4 Buffers
b) provided with suitable arrangements to ensure working
access to steering gear machinery and controls. These Buffers are to be provided on all ships fitted with mechani-
arrangements shall include handrails and gratings or cal steering gear. They may be omitted on hydraulic gear
other non-slip surfaces to ensure suitable working condi- equipped with relief valves or with calibrated bypasses.
tions in the event of hydraulic fluid leakage.
5.4 Means of communication
5.2 Rudder actuator installation
5.4.1 A means of communication is to be provided
5.2.1 between the navigation bridge and the steering gear com-
partment.
a) Rudder actuators are to be installed on foundations of
If electrical, it is to be fed through the emergency switch-
strong construction so designed as to allow the transmis-
board or to be sound powered.
sion to the ship structure of the forces resulting from the
torque applied by the rudder and/or by the actuator,
considering the strength criteria defined in [2.5.3] and 5.5 Operating instructions
[5.3.1]. The structure of the ship in way of the founda-
tions is to be suitably strengthened. 5.5.1 For steering gear comprising two identical power
units intended for simultaneous operation, both normally
b) Where the rudder actuators are bolted to the hull, the provided with their own (partly or mutually) separate con-
grade of the bolts used is not to be less than 8.8. Unless trol systems, the following standard notice is either to be
the bolts are adjusted and fitted with a controlled tight- placed on a signboard fitted at a suitable place on the steer-
ening, strong shocks are to be fitted in order to prevent ing control post on the bridge or incorporated into the oper-
any lateral displacement of the rudder actuator. ation manual:
CAUTION
5.3 Overload protections
IN SOME CIRCUMSTANCES WHEN 2 POWER UNITS ARE
5.3.1 Mechanical rudder stops RUNNING SIMULTANEOUSLY, THE RUDDER MAY NOT
RESPOND TO THE HELM. IF THIS HAPPENS STOP EACH
a) The steering gear is to be provided with strong rudder PUMP IN TURN UNTIL CONTROL IS REGAINED.
stops capable of mechanically stopping the rotation of
the rudder at an angle slightly greater than its maximum
working angle. Alternatively, these stops may be fitted 6 Certification, inspection and testing
on the ship to act on another point of the mechanical
transmission system between the rudder actuator and 6.1 Type tests of hydraulic pumps
the rudder blade. These stops may be built in with the
actuator design. 6.1.1 Each type of power unit pump is to be subjected in
b) The scantlings of the rudder stops and of the compo- the workshop to a type test of not less than 100 hours’ dura-
nents transmitting to the ship’s structure the forces tion.
applied on these stops are to be determined for the The test arrangements are to be such that the pump may run
greater value of the torques TR or TG. both:
Where TG ≥1,5TR , the rudder stops are to be fitted • in idling conditions, and
between the rudder actuator and the rudder stock, • at maximum delivery capacity at maximum working
unless the rudder stock as well as all the components pressure.
transmitting mechanical forces between the rudder
actuator and the rudder blade are suitably strengthened. During the test, idling periods are to be alternated with peri-
ods at maximum delivery capacity at maximum working
5.3.2 Rudder angle limiters pressure. The passage from one condition to another is to
occur at least as quickly as on board.
a) Power-operated steering gear is to be provided with pos-
itive arrangements, such as limit switches, for stopping During the test, no abnormal heating, excessive vibration or
the gear before the rudder stops are reached. These other irregularities are permitted.
arrangements are to be synchronised with the gear itself After the test, the pump is to be disassembled and
and not with the steering gear control. inspected.
b) For power-operated steering gears and where the rudder Note 1: Type tests may be waived for a power unit which has been
may be oriented to more than 35° at very reduced proven to be reliable in marine service.
6.2 Testing of materials hydraulic cylinder shells, pump casings and accumula-
tors, refer to Ch 1, Sec 3.
6.2.1 Components subject to pressure or
transmitting mechanical forces b) Defects may be repaired by welding only on forged
a) Materials of components subject to pressure or transmit- parts or steel castings of weldable quality. Such repairs
ting mechanical forces, specifically: are to be conducted under the supervision of the Sur-
veyor in accordance with the applicable requirements
• cylindrical shells of hydraulic cylinders, rams and
of NR216 Materials and Welding.
piston rods
• tillers, quadrants
6.3.2 Hydraulic piping, valves and accessories
• rotors and rotor housings for rotary vane steering
gear Hydraulic piping, valves and accessories are to be
inspected and tested during manufacturing in accordance
• hydraulic pump casings
with Ch 1, Sec 10, [20], for a class I piping system.
• and hydraulic accumulators, if any,
are to be duly tested, including examination for internal
defects, in accordance with the requirements of NR216 6.4 Inspection and tests after completion
Materials and Welding.
b) A works’ certificate may be accepted for low stressed 6.4.1 Hydrostatic tests
parts, provided that all characteristics for which verifica- a) Hydraulic cylinder shells and accumulators are to be
tion is required are guaranteed by such certificate. subjected to hydrostatic tests according to the relevant
provisions of Ch 1, Sec 3.
6.2.2 Hydraulic piping, valves and accessories
Tests for materials of hydraulic piping, valves and accesso- b) Hydraulic piping, valves and accessories and hydraulic
ries are to comply with the provisions of Ch 1, Sec 10, pumps are to be subjected to hydrostatic tests according
[20.4]. to the relevant provisions of Ch 1, Sec 10, [20.5].
SECTION 12 THRUSTERS
Table 3 : Data and documents to be submitted for athwartship thrusters, azimuth thrusters and water-jets
2.2.2 Propellers b) The scantlings of the nozzle connection to the hull and
a) For propellers of thrusters intended for propulsion, the the welding type and size will be specially considered
requirements of Ch 1, Sec 8, [2.5] apply. by the Society, which reserves the right to require
detailed stress analysis in the case of certain high power
b) For propellers of thrusters intended for manoeuvring
installations.
only, the requirements of Ch 1, Sec 8, [2.5] also apply,
although the increase in thickness of 10% does not need c) For steerable thrusters, the equivalent rudder stock
to be applied. diameter is to be calculated in accordance with the
requirements of Part B, Chapter 9.
2.2.3 Shafts
a) For propeller shafts of thrusters intended for propulsion, 2.2.6 Transverse thruster tunnel
the requirements of Ch 1, Sec 7, [2.2.3] apply. a) The thickness of the tunnel is not to be less than the
b) For propellers of thrusters intended for manoeuvring adjacent part of the hull.
only, the minimum diameter dS of the shaft, in mm, is b) Special consideration will be given by the Society to
not to be less than the value obtained by the following tunnels connected to the hull by connecting devices
formula: other than welding.
1/3
d S = [ ( C ⋅ M T ) 2 + ( D ⋅ M ) 2 ] 1 / 6 ⋅ ----------------4
1
1 – Q 2.3 Water-jets
where:
2.3.1 Shafts
MT : Maximum transmitted torque, in N⋅m;
The diameter of the shaft supporting the impeller is not to
where not indicated, MT may be assumed as
be less than the diameter d2, in mm, obtained by the follow-
9550 (P/N)
ing formula:
where:
1/3 1⁄3
d 2 = 100fh ⋅ ---- ⋅ ----------------4
P : Maximum power of the thruster P 1
prime mover, in kW N 1 – Q
2.3 Special requirements for ammonia 2) A fixed ammonia detector system with audible and
(R717) visual alarms inside and outside the space. This sys-
tem is also to stop the compressor when a dangerous
2.3.1 Refrigerating machinery compartment gas concentration is reached.
a) Ammonia refrigerating machinery is to be installed in 3) Water screens above all access doors, operable man-
dedicated gastight spaces, complying with items b) to e). ually from outside the space. Water for the water
Ammonia plants with a quantity of ammonia not greater screens may be supplied from the fire pumps.
than 25 kg are however allowed to be located in the
engine room, provided that the requirements of [2.3.2] 4) an independent bilge system.
are fulfilled. d) At least two sets of breathing apparatus and protective
Note 1: For fishing vessels, refer to Pt D, Ch 15, Sec 4, [21.3.1]. clothing are to be available outside and in the vicinity of
b) At least two access doors are to be provided. One of the ammonia machinery space.
these doors is to lead directly to the open deck. The e) Ammonia piping is not to pass through accommodation
doors are to open outwards and are to be self-closing. spaces.
c) Dedicated spaces containing ammonia machinery
(including process vessels) are to be fitted with: 2.3.2 Ammonia in located in the engine room
1) A negative ventilation system independent of venti- When installation of an ammonia plant is allowed in the
lation systems serving other ship spaces and having engine room in accordance with the provision of [2.3.1]
a capacity not less than 30 air changes per hour item a), the area where the ammonia machinery is installed
based upon the total volume of the space. Other is to be served by a hood with a negative pressure ventila-
suitable arrangements which ensure an equivalent tion system, having a capacity of not less than 30 air
effectiveness may be considered. Provision is to be changes per hour, independent from any other ship ventila-
made for starting and stopping the ventilation fans tion system, so as to prevent any leakage of ammonia from
from outside the space. dissipating into other areas in the engine room.
Where the access to the ammonia machinery space
A water spray system is to be provided for the said area,
is from an accommodation or machinery space, the
covering the whole ammonia machinery and operable
ventilation of the ammonia machinery space may
locally and from the outside of the engine room.
not be designed to keep it under negative pressure
with respect to the adjacent space, provided that the The provisions of items c) 2), d) and e) of requirement
access is through an airlock. [2.3.1] are also to be complied with.
SECTION 14 TURBOCHARGERS
No. Document
1 Containment test report
2 Cross sectional drawing with principal dimensions and names of components
3 Test program
2.2.4 Containment tests shall be performed at working tem- 2.4.2 In addition to [2.4.1], the general requirements given
perature. in Part C, Chapter 3 apply.
Category of turbochargers
No Monitored Parameters B C Notes
Alarm Indication Alarm Indication
1 Speed High (1) X (1) High (1) X (1)
2 Exhaust gas at each turbocharger High (2) X (2) High X High temp. alarms for each cylinder at
inlet, temperature engine is acceptable (3)
3 Lub. oil at turbocharger outlet, tem- High X If not forced system, oil temperature
perature near bearings
4 Lub. oil at turbocharger inlet, pressure Low X Low X Only for forced lubrication systems (4)
(1) On turbocharging systems where turbochargers are activated sequentially, speed monitoring is not required for the turbo-
charger(s) being activated last in the sequence, provided all turbochargers share the same intake air filter and they are not fitted
with waste gates.
(2) For Category B turbochargers, the exhaust gas temperature may be alternatively monitored at the turbocharger outlet, provided that
the alarm level is set to a safe level for the turbine and that correlation between inlet and outlet temperatures is substantiated.
(3) Alarm and indication of the exhaust gas temperature at turbocharger inlet may be waived if alarm and indication for individual
exhaust gas temperature is provided for each cylinder and the alarm level is set to a value safe for the turbocharger.
(4) Separate sensors are to be provided if the lubrication oil system of the turbocharger is not integrated with the lubrication oil sys-
tem of the diesel engine or if it is separated by a throttle or pressure reduction valve from the diesel engine lubrication oil system.
3 Type tests, workshop inspection and 3.1.4 The suitability of the turbocharger for such kind of
operation is to be preliminarily stated by the manufacturer.
testing, certification
3.1.5 The rotor vibration characteristics shall be measured
3.1 Type tests and recorded in order to identify possible sub-synchronous
vibrations and resonances.
3.1.1 Requirements mentioned from [3.1.2] to [3.1.7] are
applicable to Categories B and C turbochargers.
3.1.6 The type test shall be completed by a hot running test
3.1.2 The type test for a generic range of turbochargers may at maximum permissible speed combined with maximum
be carried out either on an engine (for which the turbo- permissible temperature for at least one hour. After this test,
charger is foreseen) or in a test rig. the turbocharger shall be opened for examination, with
focus on possible rubbing and the bearing conditions.
3.1.3 Turbochargers are to be subjected to at least 500 load
cycles at the limits of operation. This test may be waived if 3.1.7 The extent of the surveyor’s presence during the vari-
the turbocharger together with the engine is subjected to ous parts of the type tests is left to the discretion of each
this kind of low cycle testing, see Ch 1, Sec 2, [4.1.4]. Society.
3.2 Workshop inspections and testing specifications are met, and that manufacturing is in accord-
ance with the approved drawings.
3.2.1 Category B and C turbochargers shall go through fol-
lowing inspections and testings and associated certificates • For category C turbochargers, certification scheme for
shall be produced as mentioned in Tab 5. IBV product shall be selected. Each turbocharger shall
be delivered with a Class certificate.
3.3 Certification
• For category B turbochargers, certification scheme for
3.3.1 The manufacturer shall adhere to a certification HBV product shall be selected. Each turbocharger shall
scheme according to NR320 to ensure that the designer’s be delivered with a works’ certificate.
3.3 Navigation and manoeuvring tests • For boilers fitted with superheaters, the safety valves
of the latter are to be set to lift before or, at the latest,
3.3.1 Speed trials at the same time as the valves of the saturated steam
chest
a) Where required by the Rules (see Pt A, Ch 1, Sec 2,
[4.10.4]), the speed of the ship is to be determined using c) Verification that, at the maximum steaming rate, the
procedures deemed suitable by the Society. boiler pressure does not exceed 110% of the design
pressure when the stop valves of the boiler, except those
b) The ship speed is to be determined as the average of the which must remain open for the burning operation, are
speeds taken in not less than two pairs of runs in oppo- closed. The boiler is to be fed so that the water level
site directions. remains normal throughout the test. The test is to last:
• 15 minutes for fire tube boilers
3.3.2 Astern trials
• 7 minutes for water tube boilers.
a) The ability of the machinery to reverse the direction of
thrust of the propeller in sufficient time, and so to bring d) Test and simulation of all safety devices, alarms, shut-off
the ship to rest within reasonable distance from maxi- and automatic starting of standby equipment.
mum ahead service speed, shall be demonstrated and
recorded. 3.4.3 Alternative requirement
b) The stopping times, ship headings and distances a) When it is recognised, for certain types of boilers, that
recorded on trials, together with the results of trials to accumulation tests might endanger the superheaters, the
determine the ability of ships having multiple propellers omission of such tests may be considered.
to navigate and manoeuvre with one or more propellers
b) Such omission can be permitted, however, only if the
inoperative, shall be available on board for the use of drawings and the size of safety valves have been
the Master or designated personnel. reviewed by the Society, and provided that the safety
c) Where the ship is provided with supplementary means valves are of a type whose relieving capacity has been
for manoeuvring or stopping, the effectiveness of such established by a test carried out in the presence of the
means shall be demonstrated and recorded as referred Surveyor, or in other conditions deemed equivalent to
to in paragraphs a) and b). those of the actual boiler.
d) For electric propulsion systems, see [3.9]. c) When the Society does not agree to proceed with an
accumulation test, the valve manufacturer is to supply,
e) Main propulsion systems are to undergo tests to demon- for each safety valve, a certificate specifying its relieving
strate the astern response characteristics.The tests are to capacity for the working conditions of the boiler. In
be carried out at least over the manoeuvring range of addition, the boiler manufacturer is to supply a certifi-
the propulsion system and from all control positions. A cate specifying the maximum steam capacity of the
test plan is to be provided by the yard and accepted by boiler.
the surveyor. If specific operational characteristics have
been defined by the manufacturer these shall be
included in the test plan. 3.5 Tests of diesel engines
f) The reversing characteristics of the propulsion plant, 3.5.1 Objectives
including the blade pitch control system of controllable
The purpose of the shipboard testing is to verify compatibil-
pitch propellers, are to be demonstrated and recorded
ity with power transmission and driven machinery in the
during trials.
system, control systems and auxiliary systems necessary for
the engine and integration of engine / shipboard control
3.4 Tests of boilers systems, as well as other items that had not been dealt with
in the FAT (Factory Acceptance Testing).
3.4.1 General
The satisfactory operation of the main and auxiliary boilers 3.5.2 Starting capacity
supplying essential services is to be ascertained in all oper- Starting manoeuvres are to be carried out in order to verify
ating conditions during the trials at the moorings and the that the capacity of the starting media satisfies the required
sea trials. number of start attempts.
3.5.3 Monitoring and alarm system g) Propulsion engines also driving power take off (PTO)
The monitoring and alarm systems are to be checked to the generator.
full extent for all engines, except items already verified dur- • 100% engine power (MCR) at corresponding speed
ing the works trials. n0: at least 4 hours.
c) If the ship cannot be tested at the deepest draught, alter- Note 3: Azimuth thrusters are to be subjected to the above tests, as
native trial conditions will be given special considera- far as applicable.
tion by the Society. In such case, the ship speed
corresponding to the maximum continuous number of 4 Inspection of machinery after sea
revolutions of the propulsion machinery may apply.
trials
3.13.2 Tests to be performed
Tests of the steering gear are to include at least: 4.1 General
a) functional test of the main and auxiliary steering gear
4.1.1
with demonstration of the performances required by Ch
1, Sec 11, [2.3] a) For all types of propulsion machinery, those parts which
have not operated satisfactorily in the course of the sea
b) test of the steering gear power units, including transfer
trials, or which have caused doubts to be expressed as
between steering gear power units
to their proper operation, are to be disassembled or
c) test of the isolation of one power actuating system, opened for inspection.
checking the time for regaining steering capability
Machinery or parts which are opened up or disassem-
d) test of the hydraulic fluid refilling system bled for other reasons are to be similarly inspected.
e) test of the alternative power supply required by Ch 1, b) Should the inspection reveal defects or damage of some
Sec 11, [2.7.2], item e) importance, the Society may require other similar
f) test of the steering gear controls, including transfer of machinery or parts to be opened up for inspection.
controls and local control c) An exhaustive inspection report is to be submitted to the
g) test of the means of communication between the navi- Society for information.
gation bridge, the engine room and the steering gear
compartment 4.2 Diesel engines
h) test of the alarms and indicators
i) where the steering gear design is required to take into 4.2.1
account the risk of hydraulic locking, a test is to be per- a) In general, for all diesel engines, the following items are
formed to demonstrate the efficiency of the devices to be verified:
intended to detect this. • the deflection of the crankshafts
Note 1: Tests d) to i) may be carried out either during the mooring • the cleanliness of the lubricating oil filters.
trials or during the sea trials.
Note 2: For ships of less than 500 tons gross tonnage and for fishing b) In the case of propulsion engines for which power tests
vessels, the Society may accept departures from the above list, in have not been carried out in the workshop, some parts,
particular to take into account the actual design features of their agreed upon by the interested parties, are to be disas-
steering gear. sembled for inspection after the sea trials.
Symbols
B : Width of the web, in mm (see Fig 3) MBRFmin : Minimum value of the bending moment MBRF
within one working cycle, in N⋅m
In case of 2-stroke semi-built crankshafts, B is to
be taken in way of crankpin fillet radius centre MBRFN : Alternating bending moment related to the cen-
according to Fig 3 tre of the web, in N⋅m, defined in [2.1.2], item b)
D : Crankpin diameter, in mm (see Fig 3 and Fig 4) MBRO : Bending moment of the radial component of the
connecting rod force, in N⋅m (see Fig 5)
DA : Outside diameter of web, in mm, as defined in
[1.2.1], item p) MBTO : Bending moment of the tangential component
of the connecting rod force, in N⋅m (see Fig 5)
DBG : Diameter of axial bore in journal, in mm (see
Fig 3 and Fig 4) MT : Torque, in N⋅m
MTmax : Maximum value of the torque MT within one
DBH : Diameter of axial bore in crankpin, in mm (see
working cycle, in N⋅m
Fig 3)
MTmin : Minimum value of the torque MT within one
DG : Journal diameter, in mm (see Fig 3 and Fig 4)
working cycle, in N⋅m
DO : Diameter of oil bore in crankpin, in mm (see Fig
MTN : Alternating torque, in N⋅m, as defined in
5)
[2.2.2]
DS : Shrink-fit diameter, in mm (see Fig 4) Q1 : Acceptability factor for the crankpin fillet, as
E : Pin eccentricity, in mm (see Fig 3) defined in [7.1.1]
F : Area, in mm2, related to the reference cross-sec- Q2 : Acceptability factor for the journal fillet, as
tion of web, equal to: defined in [7.1.1]
F=BW Q3 : Acceptability factor for the crankpin outlet of oil
K : Crankshaft manufacturing process factor, as bore, as defined in [7.1.1]
defined in [6.1.1], item a) QRF : Radial force acting in web, in N, as defined in
[2.1.1], item c)
Ke : Empirical factor considering to some extent the
influence of adjacent crank and bearing QRFmax : Maximum value of the radial force QRF within
restraint, and taken as follows: one working cycle, in N
• Ke = 0,8 for 2-stroke engines QRFmin : Minimum value of the radial force QRF within
one working cycle, in N
• Ke = 1,0 for 4-stroke engines
QRFN : Alternating radial force related to the web, in N,
LS : Axial length of the shrink-fit, in mm (see Fig 4) as defined in [2.1.2], item c)
MBO : Bending moment calculated at the outlet of RG : Fillet radius of journal, in mm (see Fig 3 and Fig
crankpin oil bore, in N⋅m, equal to: 4)
MBO = MBTO cos ψ + MBRO sin ψ RH : Fillet radius of crankpin, in mm (see Fig 3)
MBOmax : Maximum value of the bending moment MBO Rm : Minimum specified tensile strength of crank-
within one working cycle, in N⋅m shaft material, in N/mm2
MBOmin : Minimum value of the bending moment MBO S : Pin overlap, in mm, given by the following for-
within one working cycle, in N⋅m mula (see Fig 3):
MBON : Alternating bending moment calculated at the D+D
S = ------------------G – E
outlet of crankpin oil bore, in N⋅m, defined in 2
[2.1.2], item d) Where pins do not overlap, the negative value
MBRF : Bending moment acting in web, in N⋅m, as of S calculated by the above formula is to be
defined in [2.1.1], item c) considered
MBRFmax : Maximum value of the bending moment MBRF TG : Recess of journal fillet, in mm (see Fig 3)
within one working cycle, in N⋅m TH : Recess of crankpin fillet, in mm (see Fig 3)
W : Axial web thickness, in mm (see Fig 3) σ′DW : Allowable alternating bending fatigue strength
We : Section modulus related to the cross-section of of crankshaft in the crankpin fillet area, in
axially bored crankpin, in mm3, equal to: N/mm2, as defined in [6.1.1], item a)
1.2 Documentation to be submitted k) oscillating mass of one cylinder (mass of piston, rings,
pin, piston rod, crosshead, oscillating part of connecting
1.2.1 The following documents and particulars required for rod), in kg
the calculation of crankshafts as indicated in Ch 1, Sec 2, mass of connecting rod, in kg, and position of gravity
Tab 1 and Ch 1, Sec 2, Tab 2 are to be submitted: centre
a) engine builder l) digitalized gas pressure curve presented at equidistant
intervals, in bar versus crank angle (at least every 5° CA)
b) crankshaft drawings containing all the data in respect of
m) for V-type engines: V-angle αv , in deg (see Fig 1)
the geometrical configurations of the crankshaft
n) data of crankshaft:
c) engine type designation
• drawing number
d) kind of engine: • kind of crankshaft (e.g. solid-forged crankshaft,
• in-line engine or V-type engine with adjacent con- semi-built crankshaft, etc.)
necting rods • method of manufacture (e.g. free form forged, con-
tinuous grain flow forged, drop-forged, etc.), with
• V-type engine with forked/inner connecting rods
description of the forging process
• V -type engine with articulated-type connecting rods • heat treatment (e.g. tempered)
• crosshead engine or trunk piston engine • every surface treatment affecting fillets or oil holes
• particulars of alternating torsional stress calculations
e) operating method: 2-stroke or 4-stroke cycle
(see [2.2])
f) combustion method: direct injection, precombustion o) crank dimensions necessary for the calculation of stress
chamber, etc concentration factors, in mm unless other specified (see
g) number of cylinders Fig 2 and Fig 3):
• crankpin diameter D
diameter of cylinders, in mm
• diameter of axial bore in crankpin DBH
length of piston stroke, in mm
• fillet radius of crankpin RH
length of connecting rod (between bearing centers), in • recess of crankpin fillet TH
mm
• journal diameter DG
h) rated power, in kW • diameter of axial bore in journal DBG
rated engine speed, in rpm • fillet radius of journal RG
mean effective pressure, in bar • recess of journal fillet TG
mean indicated pressure, in bar • web thickness W
• web width B
maximum net cylinder pressure Pmax, in bar
• bending length L1
charge air pressure (before inlet valves or scavenge • bending length L2
ports, whichever applies), in bar
• bending length L3
nominal compression ratio
• diameter of oil bore in crankpin DO
i) direction of rotation: clockwise or counter clockwise • smallest edge radius of oil bore
(see Fig 1) • surface roughness of oil bore fillet
j) firing order (corresponding to item i) with the respective • inclination of oil bore axis related to shaft axis Y, in
ignition intervals, in deg deg.
6 A6
5 4 A5
4 3 A B6
2
3
A 2 A B5
1 A1 B4
B3
B2
B1
driving shaft v
driving shaft flange
flange
counter counter
clockwise clockwise
clockwise
clockwise
E
E
DG
connecting rod
DG
centreline of
connecting rods
centrelines of
= = = =
L1 L1 L1 L1
L2 L2 L2 L2
L3 L3
(a) Crankthrow for in-line engine (b) Crankthrow for V-type engine
(with one connecting rod) (with two adjacent connecting rods)
L1 : Distance between main journal centreline and crankweb centre (see also Fig 3 for crankshaft without overlap)
L2 : Distance between main journal centreline and connecting rod centre
L3 : Distance between two adjacent main journal centrelines.
RG
D BH
D
S
E
RH
DBG
DG
(DG - S) / 2
TG TH W
Overlapped crankshaft
TH
RH
Wred
= =
L1 B
RG
DBG
DG
DS
LS
DA
p) additional data for shrink-fits of semi-built crankshafts, The calculation is also based on the assumption that the
in mm unless other specified (see Fig 4): areas exposed to highest stresses are:
• shrink diameter DS • fillet transitions between the crankpin and web as well
as between the journal and web
• length of shrink-fit LS
• outlets of crankpin oil bores.
• outside diameter of web DA or twice the minimum
distance x (see Fig 4) between centreline of journals When the journal diameter is equal to or larger than the
and outer contour of web, whichever is less crankpin one, the outlets of main journal oil bores are to be
• distance y between the adjacent generating lines of formed in a similar way to the crankpin oil bores, otherwise
journal and pin connected to the same web separate documentation of fatigue safety may be required.
2.2 Calculation of alternating torsional d) natural frequencies with their relevant modes of vibra-
stresses tion and the vector sums for the harmonics of the engine
excitation
2.2.1 General
e) estimated torsional vibration stresses in all important
The calculation for nominal alternating torsional stresses is elements of the system with particular reference to
to be undertaken by the engine manufacturer according to clearly defined resonance speeds of rotation and contin-
the information contained in [2.2.2]. uous operating ranges.
The maximum nominal alternating torsional stress is to be
specified by the manufacturer. 2.2.2 Calculation of nominal alternating torsional
stresses
The maximum value obtained from such calculations will
be used by the Society when determining the equivalent The maximum and minimum values of the alternating
alternating stress according to the provisions of Article [5]. torques are to be ascertained for every mass point of the
In the absence of such a maximum value, the Society complete dynamic system and for the entire speed range by
reserves the right to incorporate a fixed value in the calcula- means of a harmonic synthesis of the forced vibrations from
tion for the crankshaft dimensions, to be established at its the 1st order up to and including the 15th order for 2-stroke
discretion in each case. cycle engines and from the 0,5th order up to and including
the 12th order for 4-stroke cycle engines.
In the event of the Society being entrusted to carry out a
forced vibration calculation on behalf of the engine manu- In performing this calculation, allowance is to be made for
facturer to determine the torsional vibration stresses the damping that exists in the system and for unfavourable
expected in the engine and where relevant in the shafting, conditions (e.g., misfiring in one of the cylinders).
the following data are to be submitted in addition to those Note 1: Misfiring is defined as cylinder condition when no com-
required in [1.2.1]: bustion occurs but only compression cycle.
a) equivalent dynamic system of the engine, comprising: The speed step calculation shall be selected in such a way
• mass moment of inertia of every mass point, in that any resonance found in the operational speed range of
kg.m2 the engine shall be detected.
• inertialess torsional stiffnesses, in N⋅m/rad, of all Where barred speed ranges are necessary, they shall be
crankshaft parts between two mass points arranged so that satisfactory operation is possible despite
b) vibration dampers, specifying: their existence. There are to be no barred speed ranges
• type designation above a speed ratio of λ ≥ 0,8 for normal firing conditions.
• mass moments of inertia, in kg.m² The values received from such calculation are to be submit-
• inertialess torsional stiffnesses, in N⋅m/rad ted to the Society for consideration.
• values of the damping coefficients, in N⋅m.s The nominal alternating torsional stresses referred to crank-
c) flywheels, specifying: pin (τNH) and journal (τNG) in every mass point which is
essential to the assessment result, in N/mm2, from the fol-
• mass moment of inertia, in kg⋅m².
lowing formulae:
Where the whole propulsion system is to be considered, the
following information is also to be submitted: M TN
τ NH = ± ----------
- ⋅ 10 3
a) elastic couplings, specifying: W PH
The approval of crankshaft will be based on the installation The stress concentration factors for torsion (αT and βT) are
having the largest nominal alternating torsional stress (but defined as the ratio of the maximum equivalent shear stress
not exceeding the maximum figure specified by the engine (occurring in the fillets under torsional load) to the nominal
manufacturer). torsional stress related to the axially bored crankpin or jour-
Thus, for each installation, it is to be ensured by suitable nal cross-section.
calculation that this approved nominal alternating torsional The stress concentration factors for bending (γB) and torsion
stress is not exceeded. This calculation is to be submitted to (γT) are defined as the ratio of the maximum principal stress
the Society for assessment (see Ch 1, Sec 9). (occurring at the outlet of the crankpin oil hole under bend-
ing and torsional loads) to the corresponding nominal stress
2.2.3 Calculation of alternating torsional stresses in related to the axially bored crankpin cross-section.
fillets and outlet of crankpin oil bore
When reliable measurements and/or calculations are avail-
The calculation of the alternating torsional stresses is to be
able, which can allow direct assessment of stress concentra-
carried out for the crankpin fillet, the journal fillet and the
tion factors, the relevant documents and their analysis
outlet of the crankpin oil bore, as follows:
method have to be submitted to the Society in order to
a) the alternating torsional stress τH , in N/mm², in way of demonstrate their equivalence to the present rule evalua-
crankpin fillet is given by the following formula: tion. This is always to be performed when dimensions are
τH = ± (αT ⋅ τNH) outside of any of the validity ranges for the empirical formu-
lae presented in [3.1.2] to [3.1.4].
b) the alternating torsional stress τG , in N/mm², in way of
Articles [9] and [12] describes how FE analyses can be used
journal fillet is given by the following formula (not
for the calculation of the stress concentration factors. Care
applicable to semi-built crankshafts):
should be taken to avoid mixing equivalent (von Mises)
τG = ± (βT ⋅ τNG) stresses and principal stresses.
c) the alternating torsional stress σTO, in N/mm², in way of For the calculation of stress concentration factors in crank-
outlet of crankpin oil bore is given by the following for- pin and journal fillets, the related dimensions given in Tab 1
mula: are to be applied.
σTO = ± (γT ⋅ τNH) Table 1 : Related dimensions for calculation
where: of stress concentration factors
αT , βT , γT , τNG , τNH : As defined in Symbols. Crankpin fillet Journal fillet
rH = RH / D rG = RG / D
3 Evaluation of stress concentration
s=S/D
factors (SCF)
w = W / D for crankshafts with overlap
w = Wred / D for crankshafts without overlap
3.1 General
b=B/D
3.1.1 The stress concentration factors are evaluated by d o = DO / D
means of the formulae according to [3.1.2], [3.1.3] and
[3.1.4] applicable to the fillets and crankpin oil bore of dH = dBH / D dG = DBG / D
solid forged web-type crankshafts and to the crankpin fillets t H = TH / D tG = TG / D
of semi-built crankshafts only. It is to be noticed that stress
concentration factor formulae concerning the oil bore are Stress concentration factors are valid for the following
only applicable to a radially drilled oil hole. All formulae ranges of related dimensions for which the investigations
are based on investigations of FVV (Forschungsvereinigung have been carried out:
Verbrennungskraftmaschinen) for fillets and on investiga- 0,03 ≤ rH ≤ 0,13
tions of ESDU (Engineering Science Data Unit) for oil holes.
0,03 ≤ rG ≤ 0,13
Where the geometry of the crankshaft is outside the bound-
aries of the analytical stress concentration factors, the cal- s ≤ 0,50
culation method detailed in Article [9] may be undertaken. 0,20 ≤ w ≤ 0,80
All crank dimensions necessary for the calculation of stress 1,10 ≤ b ≤ 2,20
concentration factors are shown in Fig 3. 0 ≤ do ≤ 0,20
The stress concentration factors for bending (αB and βB) are 0 ≤ dH ≤ 0,80
defined as the ratio of the maximum equivalent von Mises
stress (occurring in the fillets under bending load) to the 0 ≤ dG ≤ 0,80
nominal bending stress related to the web cross-section. Low range of s can be extended down to large negative val-
The stress concentration factor for compression (βQ) in the ues provided that:
journal fillet is defined as the ratio of the maximum equiva- • if the value of calculated factor f(recess) is less than 1,
lent von Mises stress (occurring in the fillet due to the radial then f(recess) = 1 is to be considered
force) to the nominal compressive stress related to the web • if s < − 0,5 then f(s,w) and f(r,s) are to be evaluated
cross-section. replacing the actual value of s by s = − 0,5.
3.1.2 Crankpin fillet c) The stress concentration factor for torsion βT is equal to:
a) The stress concentration factor for bending αB is equal • if D = DG and RH = RG:
to:
βT = αT
αB = 2,6914 ⋅ f(s,w) ⋅ f1(w) ⋅ f1(b) ⋅ f(rH) ⋅ f(dG) ⋅ f(dH) ⋅ • if D ≠ DG and/or RH ≠ RG:
f(recess)
where: βT = 0,8 ⋅ f(rH,s) ⋅ f2(b) ⋅ f2(w)
f(s,w) = − 4,1883 + 29,2004 w − 77,5925 w + 91,9454 w 2 3 with f(rH,s), f2(b) and f2(w) determined in accordance
− 40,0416 w4 + (1 − s) (9,5440 − 58,3480 w + 159,3415 w2 with [3.1.2], item b), but taking rH = RG / DG instead
− 192,5846 w3 + 85,2916 w4) + (1 − s)2 (−3,8399 + of rH = RH / D for the calculation of f(rH,s).
25,0444 w − 70,5571 w2 + 87,0328 w3 − 39,1832 w4)
3.1.4 Outlet of crankpin oil bore
f1(w) = 2,1790 w0,7171
The stress concentration factors for bending γB and for tor-
f1(b) = 0,6840 − 0,0077 b + 0,1473 b2
sion γT are equal to:
f(rH) = 0,2081 rH−0,5231
γB = 3 − 5,88 do + 34,6 do2
f(dG) = 0,9993 + 0,27 dG − 1,0211 dG2 + 0,5306 dG3
γT = 4 − 6 do + 30 do2
f(dH) = 0,9978 + 0,3145 dH − 1,5241 dH2 + 2,4147 dH3
f(recess) = 1 + (tH + tG) (1,8 + 3,2 s)
4 Additional bending stresses
b) The stress concentration factor for torsion αT is equal to:
αT = 0,8 ⋅ f(rH,s) ⋅ f2(b) ⋅ f2(w) 4.1 General
where:
f(rH,s) = rHx with x = − 0,322 + 0,1015 (1 − s) 4.1.1 In addition to the alternating bending stresses in fillets
(see [2.1.3]), further bending stresses due to misalignment
f2(b) = 7,8955 − 10,654 b + 5,3482 b2 − 0,857 b3 and bedplate deformation as well as due to axial and bend-
f2(w) = w−0,145 ing vibrations are to be considered, applying σadd as given
in Tab 2.
3.1.3 Journal fillet (not applicable to semi-built
crankshaft) Table 2 : Additional bending stress σadd
a) The stress concentration factor for bending βB is equal
to: Type of engine σadd , in N/mm2
βB = 2,7146 ⋅ fB(s,w) ⋅ fB(w) ⋅ fB(b) ⋅ fB(rG) ⋅ fB(dG) ⋅ fB(dH) ⋅ Crosshead engine ± 30 (1)
f(recess) Trunk piston engine ± 10
where: (1) The additional stress of ± 30 N/mm2 is composed of
fB(s,w) = − 1,7625 + 2,9821 w − 1,5276 w2 + (1 − s) two components:
(5,1169 − 5,8089 w + 3,1391 w2) + (1 − s)2 (− 2,1567 + • an additional stress of ± 20 N/mm2 resulting from
2,3297 w − 1,2952 w2) axial vibration
fB(w) = 2,2422 w0,7548 • an additional stress of ± 10 N/mm2 resulting from
misalignment/bedplate deformation.
fB(b) = 0,5616 + 0,1197 b + 0,1176 b2
fB(rG) = 0,1908 rG−0,5568 It is recommended that a value of ± 20 N/mm2 be used for
fB(dG) = 1,0012 − 0,6441 dG + 1,2265 dG2 the axial vibration component for assessment purposes
where axial vibration calculation results of the complete
fB(dH) = 1,0022 − 0,1903 dH + 0,0073 dH2
dynamic system (engine/shafting/gearing/propeller) are not
f(recess) : As defined in [3.1.2], item a). available. Where axial vibration calculation results of the
b) The stress concentration factor for compression βQ due complete dynamic system are available, the calculated val-
to the radial force is equal to: ues may be used instead.
As a result, the equivalent alternating stress is to be calcu- c) allowable alternating bending fatigue strength of crank-
lated for the crankpin fillet as well as for the journal fillet, shaft σ′′′DW , in N/mm2, in the crankpin oil bore area:
using von Mises criterion.
1 ,073 785 – R m 196 2
σ′′′ DW = ± K R′ m 0 ,264 + --------------
- + ---------------------- + ---------- -------
D
0, 2
4900 R m D O
At the oil hole outlet, bending and torsion lead to two dif-
ferent stress fields which can be represented by an equiva- where:
lent principal stress equal to the maximum of principal
K : Factor equal to:
stress resulting from combination of these two stress fields
with the assumption that bending and torsion are time- • for different types of crankshafts without sur-
phased. face treatment (values greater than 1,00 are
only applicable to fatigue strength in fillet
The above two different ways of equivalent stress evaluation area):
both lead to stresses which may be compared to the same - K = 1,05 for continuous grain flow
fatigue strength value of crankshaft assessed according to forged or drop-forged crankshafts
von Mises criterion. - K = 1,00 for free form forged crankshafts
(without continuous grain flow)
5.2 Equivalent alternating stresses • for cast steel crankshafts with cold rolling
treatment in fillet area:
5.2.1 The equivalent alternating stresses, in N/mm2, are - K = 0,93 for cast steel crankshafts manu-
calculated according to the following formulae: factured by companies using a cold roll-
ing process approved by the Society
a) equivalent alternating stress σ′V in way of crankpin fillet: R′m = 0,42 Rm + 39,3
2 2 When a surface treatment process is applied, it is to be
σ′ V = ± ( σ BH + σ add ) + 3τ H
approved by the Society. Guidance for calculation of sur-
face treated fillets and oil bore outlets is presented in Article
b) equivalent alternating stress σ″V in way of journal fillet:
[11].
σ′′ V = ± σ BG + σ add + 3τ G
2 2 These formulae are subject to the following conditions:
• surfaces of the fillet, the outlet of the oil bore and inside
c) equivalent alternating stress σ′″V in way of outlet of the oil bore (down to a minimum depth equal to 1,5
crankpin oil bore: times the oil bore diameter) are to be smoothly finished
• for calculation of σ′DW , σ″DW and σ′′′DW , the values of
9 σ TO 2
σ′′′ V = ± --- σ BO 1 + 2 1 + --- --------
1 RG , RH and DO/2 are to be taken as not less than 2 mm.
-
3 4 σ BO
As an alternative, the fatigue strength of the crankshaft can
be determined by experiment based either on full size crank
6 Calculation of fatigue strength throw (or crankshaft) or on specimens taken from a full size
crank throw. For evaluation of test results, see Article [10].
crankpin
9.2.2 Element mesh recommendations >2r
When using 20 node hexahedral elements, the ele- • Principal stress criterion
ment size in the circumferential direction may be The quality of the mesh should be assured by checking
extended up to 5 a. the stress component normal to the surface of the fillet
radius. Ideally, this stress should be zero. With principal
In the case of multi-radii fillet, r is the local fillet stresses σ1, σ2 and σ3, the following criterion is required:
radius.
Min (|σ1| ; |σ2| ; |σ3|) < 0,03 Max (|σ1| ; |σ2| ; |σ3|)
If 8 node hexahedral elements are used even smaller • Averaged / unaveraged stress criterion
element size is required to meet the quality criteria.
The criterion is based on observing the discontinuity of
• Recommended manner for element size in fillet stress results over elements at the fillet for the calcula-
depth direction: tion of SCF.
- 1rst layer thickness equal to element size of a Unaveraged nodal stress results calculated from each
element connected to a node i should differ less than by
- 2nd layer thickness equal to element size of 2 a 5% from the 100% averaged nodal stress results at this
node i at the examined location.
- 3rd layer thickness equal to element size of 3 a
Figure 7 : Boundary and load conditions for the torsion load case
x
Multi-point constraint:
z all nodes of cross-section
are rigidly connected to
central node (= master)
Load:
connecting rod
torque T applied
centreline of
to central node
= =
L1
Boundary conditions:
DOFs for all nodes
are fully restrained L2
u x,y,z = 0
L3
For all nodes in both the journal and crank pin fillets, prin- Boundary and load conditions (see Fig 8) are valid for both
cipal stresses are extracted and the equivalent torsional in-line- and V- type engines.
stress τequiv is calculated:
For all nodes in both the journal and crankpin fillets, von
σ1 – σ2 σ2 – σ3 σ1 – σ3 Mises equivalent stresses σequiv are extracted.
τ equiv = Max -------------------
- ; -------------------
- ; -------------------
-
2 2 2
The maximum value for crankpin fillet σequiv, α and for jour-
The maximum value for crankpin fillet τequiv, α and for jour- nal fillet σequiv, β is used for the subsequent calculation of the
nal fillet τequiv, β is used for the subsequent calculation of the SCF αB and βB:
SCF αT and βT :
σ equiv, α
α B = ---------------
-
τ equiv, α σN
α T = --------------
-
τ NH σ equiv, β
β B = ---------------
τ equiv, β σN
β T = --------------
τ NG
where:
where:
σN : Nominal bending stress, in N/mm2, related to
τNH , τNG : Nominal torsional stresses, in N/mm2, referred the web cross-section and calculated as per
to the crankpin and the journal, respectively, [2.1.2] item b) with the bending moment M (see
and calculated as per [2.2.2] with the torsional Fig 8):
torque T (see Fig 7):
M
T τ N = ± ------------- ⋅ 10 3
τ NH = ± ----------- ⋅ 10 3 W eqw
W PH
T 9.3.4 Bending with shear force (3-point bending)
τ NG = ± ----------- ⋅ 10 3
W PG
This load case is calculated to determine the SCF for pure
transverse force (radial force, βQ) for the journal fillet.
9.3.3 Pure bending (4-point bending)
In analogy to the testing apparatus used for the investiga- In analogy to the testing apparatus used for the investiga-
tions made by FVV, the structure is loaded in pure bending. tions made by FVV, the structure is loaded in 3-point bend-
In the model, surface warp at the end faces is suppressed. ing. In the model, surface warp at the both end faces is
suppressed.
The bending moment is applied to the central node located
at the crankshaft axis. This node acts as the master node All nodes are connected rigidly to the central node; bound-
with 6 degrees of freedom and is connected rigidly to all ary conditions are applied to the central nodes. These nodes
nodes of the end face. act as master nodes with 6 degrees of freedom.
Figure 8 : Boundary and load conditions for the pure bending load case
x
Multi-point constraint:
z all nodes of cross-section
are rigidly connected to
central node (= master)
Load:
in-plane bending by
connecting rod
centreline of
moment M applied
at central node
= =
L1
Boundary conditions:
DOFs for all nodes
are fully restrained L2
u x,y,z = 0
L3
The force is applied to the central node located at the pin with:
centreline of the connecting rod. This node is connected to
all nodes of the pin cross-sectional area. Warping of the Q3P : Radial (shear) force in the web due to the
sectional area is not suppressed. force F3P , in N, applied to the centreline of
the actual connecting rod (see also Fig 2).
Boundary and load conditions are valid for in-line engines
(see Fig 9) and V-type engines. V-type engines can be mod- b) Method 2
eled with one connecting rod force only. Using two con-
necting rod forces will make no significant change in the This method is not analogous to the FVV investigation.
SCF. In a statically determined system with one crank throw
supported by two bearings, the bending moment and
The maximum equivalent von Mises stress σ3P in the journal radial (shear) force are proportional. Therefore the SCF
fillet is evaluated. The SCF in the journal fillet can be deter- in the journal fillet can be found directly by the 3-point
mined with one of the two following methods: bending FE calculation.
a) Method 1 The SCF is then calculated according to:
This method is analogue to the FVV investigation. The
σ 3P
results from 3-point and 4-point bending are combined β BQ = ----------
-
σ N3P
as follows:
σ3P : As found by the FE calculation When using this method, the radial force and stress
determination in this Appendix becomes superfluous.
σN3P : Nominal bending stress in the web centre The alternating bending stress in the journal fillet as per
due to the force F3P , in N, applied to the [2.1.3] is then evaluated:
centreline of the actual connecting rod (see
Fig 10) σ BG = ± β BQ ⋅ σ BFN
βB : SCF as determined in [9.3.3] Note 1: The use of this method does not apply to the crankpin fillet
and this SCF must not be used in connection with calculation
Q 3P methods other than those assuming a statically determined sys-
σ Q3P = ---------
-
BW tem as in this Appendix.
Figure 9 : Boundary and load conditions for the 3-point bending load case of an in-line engine
Load:
force F3P applied at
central node at
connecting rod
centreline Boundary conditions:
y displacement in z direction
for master node is restrained:
uz = 0
x axial and vertical displacements
and rotations are free:
z ux, uy and ¹ 0
Multi-point constraint:
all nodes of cross-section
are connected to a
central node (= master)
connecting rod
centreline of
connecting rod
centreline of
centreline of
= = = =
L1 L1
L2 L2
L3 L3
10 Guidance for evaluation of fatigue The calculation technique presented in [10.2.4] was devel-
oped for the original staircase method. However, since
tests
there is no similar method dedicated to the modified stair-
case method the same is applied for both.
10.1 Introduction
10.2.2 Staircase method
10.1.1 Fatigue testing can be divided into two main groups;
In the original staircase method, the first specimen is sub-
testing of small specimens and full-size crank throws. Test-
jected to a stress corresponding to the expected average
ing can be made using the staircase method or a modified
version thereof which is presented in this document. Other fatigue strength. If the specimen survives 107 cycles, it is
statistical evaluation methods may also be applied. discarded and the next specimen is subjected to a stress that
is one increment above the previous, i.e. a survivor is
10.1.2 Small specimen testing always followed by the next using a stress one increment
For crankshafts without any fillet surface treatment, the above the previous. The increment should be selected to
fatigue strength can be determined by testing small speci- correspond to the expected level of the standard deviation.
mens taken from a full-size crank throw. When other areas When a specimen fails prior to reaching 107 cycles, the
in the vicinity of the fillets are surface treated introducing obtained number of cycles is noted and the next specimen
residual stresses in the fillets, this approach cannot be is subjected to a stress that is one increment below the pre-
applied. vious. With this approach, the sum of failures and run-outs
One advantage of this approach is the rather high number is equal to the number of specimens.
of specimens which can be then manufactured. Another This original staircase method is only suitable when a high
advantage is that the tests can be made with different stress number of specimens are available. Through simulations it
ratios (R-ratios) and/or different modes e.g. axial, bending has been found that the use of about 25 specimens in a
and torsion, with or without a notch. This is required for staircase test leads to a sufficient accuracy in the result.
evaluation of the material data to be used with critical plane
criteria. 10.2.3 Modified staircase method
10.1.3 Full-size crank throw testing When a limited number of specimens are available, it is
advisable to apply the modified staircase method. Here the
For crankshafts with surface treatment the fatigue strength
first specimen is subjected to a stress level that is most likely
can only be determined through testing of full size crank
well below the average fatigue strength. When this speci-
throws. For cost reasons, this usually means a low number
of crank throws. The load can be applied by hydraulic actu- men has survived 107 cycles, this same specimen is sub-
ators in a 3 or 4 point bending arrangement, or by an jected to a stress level one increment above the previous.
exciter in a resonance test rig. The latter is frequently used, The increment should be selected to correspond to the
although it usually limits the stress ratio to R = −1. expected level of the standard deviation. This is continued
with the same specimen until failure.
10.2 Evaluation of test results Then the number of cycles is recorded and the next speci-
men is subjected to a stress that is at least 2 increments
10.2.1 Principles below the level where the previous specimen failed.
Prior to fatigue testing the crankshaft must be tested as With this approach, the number of failures usually equals
required by quality control procedures, e.g. for chemical the number of specimens. The number of run-outs, counted
composition, mechanical properties, surface hardness, as the highest level where 107 cycles were reached, also
hardness depth and extension, fillet surface finish, etc. equals the number of specimens.
The test samples should be prepared so as to represent the
The acquired result of a modified staircase method should
“lower end” of the acceptance range e.g. for induction
be used with care, since some results available indicate that
hardened crankshafts this means the lower range of accept-
testing a runout on a higher test level, especially at high
able hardness depth, the shortest extension through a fillet,
mean stresses, tends to increase the fatigue limit. However,
etc. Otherwise the mean value test results should be cor-
this “training effect” is less pronounced for high strength
rected with a confidence interval: a 90% confidence inter-
steels (e.g. UTS > 800 MPa).
val may be used both for the sample mean and the standard
deviation. If the confidence calculation is desired or necessary, the
The test results, when applied in this Appendix, shall be minimum number of test specimens is 3.
evaluated to represent the mean fatigue strength, with or
10.2.4 Calculation of sample mean and standard
without taking into consideration the 90% confidence inter-
deviation
val as mentioned above. The standard deviation should be
considered by taking the 90% confidence into account. Sub- A hypothetical example of tests for 5 crank throws is pre-
sequently the result to be used as the fatigue strength is then sented further in the subsequent text. When using the modi-
the mean fatigue strength minus one standard deviation. fied staircase method and the evaluation method of Dixon
and Mood, the number of samples will be 10, meaning 5
If the evaluation aims to find a relationship between (static) run-outs and 5 failures, i.e.:
mechanical properties and the fatigue strength, the relation
must be based on the real (measured) mechanical proper- • Number of samples:
ties, not on the specified minimum properties. n = 10
Furthermore, the method distinguishes between: 10.2.5 Confidence interval for mean fatigue limit
• Less frequent event is failures: If the staircase fatigue test is repeated, the sample mean and
the standard deviation will most likely be different from the
C=1
previous test. Therefore, it is necessary to assure with a
• Less frequent event is run-outs: given confidence that the repeated test values will be above
C=2 the chosen fatigue limit by using a confidence interval for
the sample mean.
The method uses only the less frequent occurrence in the
test results, i.e. if there are more failures than run-outs, then The confidence interval for the sample mean value with
the number of run-outs is used, and vice versa. unknown variance is known to be distributed according to
the t-distribution (also called student’s t-distribution) which
In the modified staircase method, the number of run-outs is a distribution symmetric around the average.
and failures are usually equal. However, the testing can be
Note 1: The confidence level normally used for the sample mean is
unsuccessful, e.g. the number of run-outs can be less than 90%, meaning that 90% of sample means from repeated tests will
the number of failures if a specimen with 2 increments be above the value calculated with the chosen confidence level.
below the previous failure level goes directly to failure. On Fig 11 shows the t value for (1 − α) 100% confidence interval for
the other hand, if this unexpected premature failure occurs the sample mean.
after a rather high number of cycles, it is possible to define If Sa is the empirical mean and s is the empirical standard
the level below this as a run-out. deviation over a series of n samples, in which the variable
Dixon and Mood’s approach, derived from the maximum values are normally distributed with an unknown sample
likelihood theory, which also may be applied here, espe- mean and unknown variance, the (1 − α) 100% confidence
cially on tests with few samples, presented some simple interval for the mean is:
approximate equations for calculating the sample mean and
P S a – t α, n – 1 ------- < S aX% = 1 – a
s
the standard deviation from the outcome of the staircase
test. The sample mean can be calculated as follows: n
The resulting confidence interval is symmetric around the
empirical mean of the sample values, and the lower end-
S a = S a0 + d ---- – ---
A 1
when C = 1
F 2 point can be found as:
S a = S a0 + d ---- + ---
A 1 s
when C = 2 S aX% = S a – t α, n – 1 -------
F 2
n
The standard deviation can be found by: which is the mean fatigue limit (population value) to be
2
used to obtain the reduced fatigue limit where the limits for
FB – A -
s = 1, 62d ------------------ + 0, 029 the probability of failure are taken into consideration.
F2
A (1 − α) 100% confidence interval for the standard devia- 10.3.2 Determination of bending fatigue strength
tion is obtained by the square root of the upper limit of the It is advisable to use un-notched specimens in order to
confidence interval for the variance and can be found by: avoid uncertainties related to the stress gradient influence.
Push-pull testing method (stress ratio R = -1) is preferred,
n–1
s χ% = -------------
2
-s but especially for the purpose of critical plane criteria other
χ a, n – 1 stress ratios and methods may be added.
This standard deviation (population value) is to be used to In order to ensure principal stress direction in push-pull
obtain the fatigue limit, where the limits for the probability testing to represent the full-size crank throw principal stress
of failure are taken into consideration. direction and when no further information is available, the
specimen shall be taken in 45 degrees angle as shown in Fig
Figure 12 : Chi-square distribution 13.
a) If the objective of the testing is to document the influ-
ence of high cleanliness, test samples taken from posi-
tions approximately 120 degrees in a circumferential
direction may be used. See Fig 13.
b) If the objective of the testing is to document the influ-
ence of continuous grain flow (cgf) forging, the speci-
mens should be restricted to the vicinity of the crank
plane.
,n – 1
10.3.3 Determination of torsional fatigue strength
a) If the specimens are subjected to torsional testing, the
selection of samples should follow the same guidelines
10.3 Small specimen testing as for bending above. The stress gradient influence has
to be considered in the evaluation.
10.3.1 In this connection, a small specimen is considered
to be one of the specimens taken from a crank throw. Since b) If the specimens are tested in push-pull and no further
the specimens shall be representative for the fillet fatigue information is available, the samples should be taken
strength, they should be taken out close to the fillets, as out at an angle of 45 degrees to the crank plane in order
shown in Fig 13. to ensure collinearity of the principal stress direction
between the specimen and the full size crank throw.
It should be made certain that the principal stress direction
When taking the specimen at a distance from the (crank)
in the specimen testing is equivalent to the full-size crank
middle plane of the crankshaft along the fillet, this plane
throw. The verification is recommended to be done by uti-
rotates around the pin centre point making it possible to
lizing the finite element method.
resample the fracture direction due to torsion (the
The (static) mechanical properties are to be determined as results are to be converted into the pertinent torsional
stipulated by the quality control procedures. values).
25 x 25
45°
19 x 6,5
30 = 12
1 3
10 J11 J 2 J13 J14 J ,5
J9 J 15
7 J8 J1
J 6J
J6 17
J5
A
J1
J4
8
J3
B
J1
9J
J2
45°
20
J1
P1
20
C
P1
P3
D
P4
P5
P1
7
C, D bars from crankpin radius
P6 P1
P7 1 6
P8
P9 1 5P
P1 0 P 14 P
11 P 12 P13 P
19
x7=
133
11 Guidance for calculation of surface entire fillet or oil bore contour as well as below the surface
to a depth below the treatment-affected zone i.e. to cover
treated fillets and oil bore outlets
the depth all the way to the core.
Consideration of the local fatigue strength shall include the
11.1 Introduction influence of the local hardness, residual stress and mean
working stress. The influence of the ‘giga-cycle effect’, espe-
11.1.1 This Article deals with surface treated fillets and oil cially for initiation of subsurface cracks, should be covered
bore outlets. The various treatments are explained and some by the choice of safety margin.
empirical formula are given for calculation purposes. Con-
It is of vital importance that the extension of harden-
servative empiricism has been applied intentionally, in
ing/peening in an area with concentrated stresses be duly
order to be on the safe side from a calculation standpoint.
considered. Any transition where the hardening/peening is
Note 1: Measurements or more specific knowledge should be used ended is likely to have considerable tensile residual stresses.
if available. However, in the case of a wide scatter (e.g. for residual
stresses) the values should be chosen from the end of the range that This forms a ‘weak spot’ and is important if it coincides with
would be on the safe side for calculation purposes. an area of high stresses.
Alternating and mean working stresses must be known for
11.2 Definition of surface treatment the entire area of the stress concentration as well as to a
depth of about 1,2 times the depth of the treatment. Fig 16
11.2.1 “Surface treatment” is a term covering treatments indicates this principle in the case of induction hardening.
such as thermal, chemical or mechanical operations, lead- The base axis is either the depth (perpendicular to the sur-
ing to inhomogeneous material properties such as hardness, face) or along the fillet contour.
chemistry or residual stresses from the surface to the core. The acceptability criterion should be applied stepwise from
the surface to the core as well as from the point of maxi-
Table 3 : Surface treatment methods and the mum stress concentration along the fillet surface contour to
characteristics they affect. the web.
Fatigue strength R = -1
Cold rolling - - X
Dynamic working stress
Stroke peening - - X
Shot peening - - X
Laser peening - - X
Ball coining - - X
Residual stresses
11.2.2 Surface treatment methods
11.3.2 Evaluation of local fillet stresses
Tab 3 covers possible treatment methods and how they
influence the properties that are decisive for the fatigue It is necessary to have knowledge of the stresses along the
strength. fillet contour as well as in the subsurface to a depth some-
what beyond the hardened layer. Normally this will be
It is important to note that since only induction hardening, found via FEA as described in Article [9]. However, the ele-
nitriding, cold rolling and stroke peening are considered ment size in the subsurface range will have to be the same
relevant for marine engines, other methods as well as com- size as at the surface. For crankpin hardening only the small
bination of two or more of the above are not dealt with in element size will have to be continued along the surface to
this document. In addition, die quenching can be consid- the hard layer. If no FEA is available, a simplified approach
ered in the same way as induction hardening. may be used. This can be based on the empirically deter-
mined stress concentration factors (SCFs), as in Article [3] if
11.3 Calculation principles within its validity range, and a relative stress gradient
inversely proportional to the fillet radius. Bending and tor-
11.3.1 The basic principle is that the alternating working sional stresses must be addressed separately. The combina-
stresses shall be below the local fatigue strength (including tion of these is addressed by the acceptability criterion.
the effect of surface treatment) wherein non-propagating The subsurface transition-zone stresses, with the minimum
cracks may occur, see also [11.6.2] for details. This is then hardening depth, can be determined by means of local
divided by a certain safety factor. This applies through the stress concentration factors along an axis perpendicular to
the fillet surface. These functions αB-local and αT-local have dif- If no FEA is available, a simplified approach may be used.
ferent shapes due to the different stress gradients. This can be based on the empirically determined SCF from
Article [3] if within its applicability range. Bending and tor-
The SCFs αB and αT are valid at the surface. The local αB-local
and αT-local drop with increasing depth. The relative stress sional stresses at the point of peak stresses are combined as
gradients at the surface depend on the kind of stress raiser, in Article [5].
but for crankpin fillets they can be simplified to 2/RH in
Fig 19 indicates a local drop of the hardness in the transi-
bending and 1/RH in torsion. The journal fillets are handled
tion zone between a hard and soft material. Whether this
analogously by using RG and DG. The nominal stresses are
drop occurs depends also on the tempering temperature
assumed to be linear from the surface to a midpoint in the
after quenching in the QT process.
web between the crankpin fillet and the journal fillet for
bending and to the crankpin or journal centre for torsion. The peak stress in the bore occurs at the end of the edge
The local SCFs are then functions of depth t: rounding. Within this zone the stress drops almost linearly
to the centre of the pin. As can be seen from Fig 19, for
• for bending (see Fig 17):
shallow (A) and intermediate (B) hardening, the transition
0, 6
– 2t-
-------
-----------
αB
point practically coincides with the point of maximal
+ 1 – -----------------------
RH 2t
α B – local = ( α B – 1 )e stresses. For deep hardening the transition point comes out-
2 2
W +S side of the point of peak stress and the local stress can be
• for torsion (see Fig 18): assessed as a portion (1-2tH/D) of the peak stresses where
tH is the hardening depth.
1
–t ----------
------- αT
+ 1 – -----
RH 2t
α T – local = ( α T – 1 )e The subsurface transition-zone stresses (using the minimum
D
hardening depth) can be determined by means of local
stress concentration factors along an axis perpendicular to
If the pin is hardened only and the end of the hardened
zone is closer to the fillet than three times the maximum the oil bore surface. These functions γB-local and γT-local have
hardness depth, FEA should be used to determine the actual different shapes, because of the different stress gradients.
stresses in the transition zone.
The stress concentration factors γB and γT are valid at the
11.3.3 Evaluation of oil bore stresses surface. The local SCFs γB-local and γT-local drop with increas-
ing depth. The relative stress gradients at the surface depend
Stresses in the oil bores can be determined also by FEA. The
on the kind of stress raiser, but for crankpin oil bores they
element size should be less than 1/8 of the oil bore diame-
ter D0 and the element mesh quality criteria should be fol- can be simplified to 4/Do in bending and 2/Do in torsion.
lowed as prescribed in Article [9]. The fine element mesh The local SCFs are then functions of the depth t:
should continue well beyond a radial depth corresponding
– 4t
--------
to the hardening depth. Do
γ B – local = ( γ B – 1 )e +1
The loads to be applied in the FEA are the torque, see
– 2t
[9.3.2] and the bending moment, with four-point bending --------
Do
as in [9.3.3]. γ T – local = ( γ T – 1 )e +1
1,6
1,2
0,8
0,4
0
RH/2 Depth below surface, in mm W2 + S2
2
The corresponding SCF for the journal fillet can be found by replacing RH with RG.
1,6
1,2
0,8
0,4
0
RH Depth below surface, in mm D/2
The corresponding SCF for the journal fillet can be found by replacing RH with RG and D with DG.
Figure 19 : Stresses and hardness in In the case of crankpin or journal hardening only, the mini-
induction hardened oil holes mum distance to the fillet shall be specified due to the ten-
A sile stress at the heat-affected zone as shown in Fig 21.
HV
If the hardness-versus-depth profile and residual stresses are
not known or specified, one may assume the following:
• the hardness profile consists of two layers (see Fig 20):
- constant hardness from the surface to the transition
zone
B - constant hardness from the transition zone to the
HV
core material
• residual stresses in the hard zone of 200 MPa (compres-
sion)
• transition-zone hardness as 90% of the core hardness
unless the local hardness drop is avoided
C • transition-zone maximum residual stresses (von Mises)
HV
of 300 MPa tension.
If the crankpin or journal hardening ends close to the fillet,
the influence of tensile residual stresses has to be considered.
If the minimum distance between the end of the hardening
and the beginning of the fillet is more than 3 times the maxi-
mum hardening depth, the influence may be disregarded.
11.3.4 Acceptability criteria
Acceptance of crankshafts is based on fatigue consider- Figure 20 : Typical hardness as a function of depth.
ations; This Appendix compares the equivalent alternating
HV
stress and the fatigue strength ratio to an acceptability factor
of Q ≥ 1,15 for oil bore outlets, crankpin fillets and journal
fillets. This shall be extended to cover also surface treated
areas independent of whether surface or transition zone is
examined.
Figure 21 : Residual stresses along the surface When the residual stresses are known to be lower, also
of a pin and fillet smaller value of subtraction shall be used. For low-strength
steels the percentage chosen should be higher.
End of the hardened layer
For the purpose of considering surface fatigue near the end
Surface of the hardened zone (i.e. in the heat-affected zone shown
in the Fig 21) the influence of the tensile residual stresses
Unheated region Heat-affected can be considered by subtracting a certain percentage, in
zone Tensile accordance with Tab 4, from the value determined by the
surface
stresses above formula.
The fatigue strength in the transition zone can be deter- face residual stresses can be determined through neutron
mined by the equation introduced in Article [6]. For crank- diffraction, the local fatigue strength is virtually non-assess-
pin and respectively to journal applies: able on that basis since suitable and reliable correlation for-
mula are hardly known.
σ Ftransition, cpin = ± K ( 0, 42R m + 39, 3 ) Therefore, the fatigue strength has to be determined by
– 0, 2 785 – R 196 1 fatigue testing; see also Article [10]. Such testing is normally
0, 264 + 1, 073Y + ----------------------m + ---------- ---
4900 Rm X carried out as four-point bending, with a working stress ratio
of R = −1. From these results, the bending fatigue strength,
where: surface or subsurface-initiated depending on the manner of
failure can be determined and expressed as the representa-
• for journal fillet: Y = DG and X = RG tive fatigue strength for applied bending in the fillet.
• for crankpin fillet: Y = D and X = RH In comparison to bending, the torsion fatigue strength in the
fillet may differ considerably from the ratio (utilized by the
• for oil bore outlet: Y = D and X = Do/2
von Mises criterion) 31/2. The forming-affected depth that is
sufficient to prevent subsurface fatigue in bending, may still
Note 2: This fatigue strength is not assumed to include the influ-
ence of the residual stresses.
allow subsurface fatigue in torsion. Another possible reason
for the difference in bending and torsion could be the
In contrast to induction-hardening the nitrited components extension of the highly stressed area.
have no such distinct transition to the core. Although the
compressive residual stresses at the surface are high, the The results obtained in a full-size crank test can be applied
balancing tensile stresses in the core are moderate because for another crank size provided that the base material
of the shallow depth. For the purpose of analysis of subsur- (alloyed Q + T) is of the similar type and that the forming is
face fatigue the disadvantage of tensile residual stresses in done so as to obtain the similar level of compressive resid-
and below the transition zone may be even disregarded in ual stresses at the surface as well as through the depth. This
view of this smooth contour of a nitriding hardness profile. means that both the extension and the depth of the cold
forming must be proportional to the fillet radius.
Although in principle the calculation should be carried out
along the entire hardness profile, it can be limited to a sim- 11.6.2 Stroke peening by means of a ball
plified approach of examining the surface and an artificial
The fatigue strength obtained can be documented by means
transition point. This artificial transition point can be taken
of full size crank tests or by empirical methods if applied on
at the depth where the local hardness is approximately
the safe side. If both bending and torsion fatigue strengths
20 HV above the core hardness. In such a case, the proper-
ties of the core material should be used. This means that the have been investigated and differ from the ratio 31/2, the von
stresses at the transition to the core can be found by using Mises criterion should be excluded.
the local SCF formula mentioned earlier when inserting If only bending fatigue strength has been investigated, the
t = 1,2tN. torsional fatigue strength should be assessed conservatively.
If the bending fatigue strength is concluded to be x% above
Figure 22 : Sketch of the location for the artificial the fatigue strength of the non-peened material, the tor-
transition point in the depth direction sional fatigue strength should not be assumed to be more
than 2/3 of x% above that of the non-peened material.
HV
As a result of the stroke peening process the maximum of
the compressive residual stress is found in the subsurface
area. Therefore, depending on the fatigue testing load and
the stress gradient, it is possible to have higher working
stresses at the surface in comparison to the local fatigue
strength of the surface. Because of this phenomenon small
cracks may appear during the fatigue testing, which will not
be able to propagate in further load cycles and/or with fur-
+20 HV ther slight increases of the testing load because of the pro-
file of the compressive residual stress. Put simply, the high
compressive residual stresses below the surface ‘arrest’
small surface cracks.
Figure 23 : Working and residual stresses below the If only bending fatigue strength has been investigated, the
stroke-peened surface torsional fatigue strength should be assessed conservatively.
Straight lines 1 to 3 represent different If the bending fatigue strength is concluded to be x% above
possible load stress gradients. the fatigue strength of the non-rolled material, the torsional
Tensile residual stress fatigue strength should not be assumed to be more than 2/3
of x% above that of the non-rolled material.
Fatigue strength
3 1 Fatigue strength - without 11.6.5 Use of existing results for similar crankshhafts
«hairline cracks» The increase in fatigue strength, which is achieved applying
2 «non-propagable hairline cracks»
2 3 Fatigue strength - rupture level cold rolling (see [11.6.4]), may be utilized in another simi-
Gradiented load (e.g. bending/torsion) lar crankshaft if all of the following criteria are fulfilled:
• at least the same circumferential extension of cold rolling
1 • angular extension of the fillet contour relative to fillet
Residual stress after radius within ±15% in comparison to the tested crank-
stroke peening shaft and located to cover the stress concentration
during engine operation
Distance from surface • similar base material, e.g. alloyed quenched and tem-
pered
Fatigue strength (local concept:
total from residuel stress and • roller force to be calculated so as to achieve at least the
«base fatigue strength of the same relative (to fillet radius) depth of treatment.
quenched and tempered material»)
• at least the same circumferential extension of the stroke The SCF calculated according to the rules set forth in this
peening document is defined as the ratio of FEM-calculated stresses
to nominal stresses calculated analytically. In use in con-
• angular extension of the fillet contour relative to fillet nection with the present method in this Appendix, principal
radius within ±15% in comparison to the tested crank- stresses shall be calculated.
shaft and located to cover the stress concentration
during engine operation The analysis is to be conducted as linear elastic FE analysis,
and unit loads of appropriate magnitude are to be applied
• similar base material, e.g. alloyed quenched and tem- for all load cases.
pered
It is advisable to check the element accuracy of the FE
• forward feed of ball of the same proportion of the radius solver in use, e.g. by modeling a simple geometry and com-
• force applied to ball proportional to base material hard- paring the FEM-obtained stresses with the analytical solu-
ness (if different) tion.
• force applied to ball proportional to square of ball radius. A boundary element method (BEM) approach may be used
instead of FEM.
11.6.4 Cold rolling
The fatigue strength can be obtained by means of full size 12.2 Model requirements
crank tests or by empirical methods, if these are applied so
as to be on the safe side. If both, bending and torsion fatigue 12.2.1 The basic recommendations and assumptions for
strengths have been investigated, and differ from the ratio building of the FE-model are presented in [12.2.2]. The final
31/2, the von Mises criterion should be excluded. FE-model must meet one of the criteria in [12.2.4].
12.2.4 Element mesh quality criteria For all nodes in the oil bore outlet, principal stresses are
obtained and the maximum value is taken for subsequent
If the actual element mesh does not fulfill any of the follow-
calculation of the SCF:
ing criteria in the area examined for SCF evaluation, a sec-
ond calculation, with a finer mesh is to be performed. max ( σ 1 σ 2 σ 3 )
γ B = ------------------------------------------
-
a) Principal stresses criterion σN
The quality of the mesh should be assured through where the nominal bending stress σN referred to the crank-
checking of the stress component normal to the surface pin is calculated per [2.1.2], item d) with bending moment
of the oil bore outlet radius. With principal stresses σ1, M:
σ2 and σ3 the following criterion must be met:
M
σ N = ------
min ( σ 1 σ 2 σ 3 ) < 0, 03max ( σ 1 σ 2 σ 3 ) we
The gas / air mixture in the cylinder can be ignited by the 1.2.7 Gas valve unit (GVU)
combustion of a certain amount of fuel (pilot injection) or Gas valve unit (GVU) is a set of manual shut-off valves,
by extraneous ignition (sparking plug). actuated shut-off and venting valves, gas pressure sensors
The scope of this appendix is limited to natural gas fuelled and transmitters, gas temperature sensors and transmitters,
engines. gas pressure control valve and gas filter used to control the
gas supply to each gas consumer. It also includes a connec-
1.1.2 Applications tion for inert gas purging.
This appendix covers, but is not limited to, the following
applications: 1.2.8 Low pressure gas
• mechanical propulsion Low pressure gas means gas with a pressure up to 10 bar.
• generating sets intended for main propulsion and auxil- 1.2.9 Lower heating value (LHV)
iary applications
Lower heating value (LHV) means the amount of heat pro-
• single engine or multi-engine installations. duced from the complete combustion of a specific amount
of fuel, excluding latent heat of vaporization of water.
1.2 Definitions
1.2.10 Methane number
1.2.1 Certified safe Methane Number is a measure of resistance of a gas fuel to
Certified safe type equipment is to be as defined in Ch 2, knock, which is assigned to a test fuel based upon operation
Sec 1, [3.26]. The certification of electrical equipment is to in knock testing unit at the same standard knock intensity.
correspond to the category and group for methane gas. Note 1: Pure methane is used as the knock resistant reference fuel,
that is, methane number of pure methane is 100, and pure hydro-
1.2.2 Double block and bleed valves gen is used as the knock sensitive reference fuel, methane number
of pure hydrogen is 0.
Double block and bleed valves means the set of valves
referred to in: 1.2.11 Pilot fuel
• Pt D, Ch 9, Sec 16, [4.5.1] Pilot fuel means the fuel oil that is injected into the cylinder
• NR529, 2.2.9 and NR529, 9.4.4 to 9.4.6. to ignite the main gas-air mixture on DF engines.
1.2.13 Safety Concept • a gas leakage downstream of the gas valve unit
Safety concept is a document describing the safety philoso- • the safety of the engine in case of emergency shutdown
phy with regard to gas as fuel. It describes how risks associ- or blackout, when running on gas
ated with this type of fuel are controlled under reasonably
foreseeable abnormal conditions as well as possible failure • the interactions between the gas fuel system and the
scenarios and their control measures. engine.
Note 1: A detailed evaluation regarding the hazard potential of
injury from a possible explosion is to be carried out and reflected in Note 1: With regard to the scope of the risk analysis it shall be
the safety concept of the engine. noted that failures in systems external to the engine, such as fuel
storage or fuel gas supply systems, may require action from the
engine control and monitoring system in the event of an alarm or
1.3 Document to be submitted fault condition. Conversely failures in these external systems may,
from the vessel perspective, require additional safety actions from
1.3.1 In addition to those required in Ch 1, Sec 2, Tab 1, those required by the engine limited risk analysis required by this
Ch 1, Sec 2, Tab 2 and Ch 1, Sec 2, Tab 3, the documents appendix.
and drawing listed in Tab 1 are to be submitted for approval
of DF or GF engines. 1.4.2 Form of the risk analysis
Where considered necessary, the Society may request fur- The risk analysis is to be carried out in accordance with
ther documents to be submitted. international standard ISO 31010:2009: Risk management -
Risk assessment techniques, or other recognized standards.
1.4 Risk analysis
The required analysis is to be based on the single failure
1.4.1 Scope of the risk analysis concept, which means that only one failure needs to be
considered at the same time. Both detectable and non-
The risk analysis is to address: detectable failures are to be considered. Consequences fail-
• a failure or malfunction of any system or component ures, i.e. failures of any component directly caused by a sin-
involved in the gas operation of the engine gle failure of another component, are also to be considered.
2.2.4 Exhaust system on the engine • When the valve is arranged without enclosure in
accordance with the “ESD-protected machinery space”
The exhaust gas system on the engine is to be designed in concept (see [2.2.2], item b)), no certification is
accordance with [2.1.2]. required for the outside of the valve, provided that the
In case of a single engine installation, the engine is to be valve is de-energized upon gas detection in the space.
capable of operating at sufficient load to maintain power to
essential consumers after opening of the pressure relief However, if they are not rated for the zone they are
devices caused by an explosion event. Sufficient power for intended for, it is to be documented that they are suitable
propulsion capability is to be maintained. for that zone. Documentation and analysis is to be based on
IEC 60079-10-1 or IEC 60092-502.
Continuous relief of exhaust gas (through open rupture disc)
into the engine room or other enclosed spaces is not
acceptable.
3 Specific design requirements
3.1.2 Starting, changeover and stopping Note 1: Pilot injection is to be monitored for example by fuel oil
pressure and combustion parameters.
DF engines are to be arranged to use either oil fuel or gas
fuel for the main fuel charge and with pilot oil fuel for igni-
tion. The engines are to be arranged for rapid changeover 3.2 GF engines
from gas use to fuel oil use. In the case of changeover to
either fuel supply, the engines are to be capable of continu- 3.2.1 Spark ignition system
ous operation using the alternative fuel supply without
In case of failure of the spark ignition, the engine is to be
interruption to the power supply.
shut down except if this failure is limited to one cylinder,
Changeover to gas fuel operation is to be only possible at a subject to immediate shut off of the cylinder gas supply and
power level and under conditions where it can be done provided that the safe operation of the engine is substanti-
with acceptable reliability and safety as demonstrated ated by the risk analysis and by tests.
through testing.
Changeover from gas fuel operation mode to oil fuel opera- 3.3 Pre-mixed engines
tion mode is to be possible at all situations and power levels.
3.3.1 Charge air system
The changeover process itself from and to gas operation is
Inlet manifold, turbo-charger, charge air cooler, etc. are to
to be automatic but manual interruption is to be possible in
be regarded as parts of the fuel gas supply system. Failures
all cases.
of those components likely to result in a gas leakage are to
In case of shut-off of the gas supply, the engines are to be be considered in the risk analysis (see [1.4]).
capable of continuous operation by oil fuel only.
Flame arresters are to be installed before each cylinder
head, unless otherwise justified in the risk analysis, consid-
3.1.3 Pilot injection
ering design parameters of the engine such as the gas con-
Gas supply to the combustion chamber is not to be possible centration in the charge air system, the path length of the
without operation of the pilot oil injection. gas-air mixture in the charge air system, etc.
tests is to be agreed with the Society for selected cases 4.2.3 Records
based on the risk analysis required in [1.4], and is to In addition to the records required in Ch 1, Sec 2, [4.3.3],
include at least the following incidents: item b), the following engine data are to be recorded:
• failure of ignition (spark ignition or pilot injection • fuel index, both gas and diesel as applicable (or equiva-
systems), both for one cylinder unit and common lent reading)
system failure • gas pressure and temperature.
• failure of a cylinder gas supply valve
4.2.4 Test loads
• failure of the combustion (to be detected by e.g. mis-
Test loads for various engine applications are given in Ch 1,
firing, knocking, exhaust temperature deviation, etc.)
Sec 2, [4.3.3], item c). DF engines are to be tested in both
• abnormal gas pressure diesel and gas mode as found applicable. In addition the
• abnormal gas temperature scope of the trials may be expanded depending on the
Note 3: Abnormal gas temperature may be carried out using a sim- engine application, service experience, or other relevant
ulation signal of the temperature. reasons.
For DF engines, the load tests referred to in Ch 1, Sec 2, The above tests may be carried out using simulation or
[4.3.3], item c), are to be carried out in gas mode at the dif- other alternative methods, subject to special consideration
ferent percentages of the maximum power available in gas by the Society.
mode (see [3.1.1]). The 110% load test is not required in the
gas mode. 4.3 Shipboard trials
4.2.2 Safety precautions 4.3.1 Shipboard trials are to be carried out in accordance
In addition to the safety precautions mentioned in Ch 1, Sec with the provisions of Ch 1, Sec 15, [3.5].
2, [4.3.1], measures to verify that gas fuel piping on engine For DF engines, the test loads required in Ch 1, Sec 15,
is gas tight are to be carried out prior to start-up of the [3.5.4] are to be carried out in all operating modes (gas
engine. mode, diesel mode, etc.).
1.1.3 Piping systems intended for non-essential services are 1.4.7 Fire endurance
only required to meet the requirements of recognized stan- Fire endurance means the capability of piping to maintain
dards and [2.1.3], item b), [2.5.2], [3.1.2], [3.1.3], [3.1.4], its strength and integrity (i.e. capable of performing its
[3.1.5], [3.1.6], [3.1.7] and [4]. intended function) for some predetermined period of time
while exposed to fire.
1.2 Use of plastic pipes
2 General requirements
1.2.1 Plastic may be used in piping systems in accordance
with the provisions of Ch 1, Sec 10, [2.1.3], provided the 2.1 Strength
following requirements are complied with.
2.1.1 The strength of the pipes is to be determined by a
1.2.2 Plastic pipes are to be type approved by the Society. hydrostatic test failure pressure of a pipe specimen under
the standard conditions: atmospheric pressure equal to 100
1.3 Specifications kPa, relative humidity 30%, environmental and carried fluid
temperature 298 kPa (25°C).
1.3.1 The specification of the plastic piping is to be submit-
ted in accordance with the provisions of Ch 1, Sec 10, 2.1.2 The strength of fittings and joints is to be not less than
[1.2.2]. It is to comply with a recognised national or inter- that of the pipes.
national standard approved by the Society. In addition, the
2.1.3 The nominal pressure PN is to be determined from the
requirements stated below are to be complied with.
following conditions:
1.4 Terms and conditions a) Internal pressure
For an internal pressure PN int , the following is to be
1.4.1 Plastic(s) taken whichever is smaller:
Plastic(s) includes both thermoplastic and thermosetting • PN int ≤ Psth / 4
plastic materials with or without reinforcement, such as • PN int ≤ Plth / 2,5
PVC and fibre reinforced plastic (FRP). Plastic includes syn-
where:
thetic rubber and materials of similar thermo/mechanical
properties. Psth : Short-term hydrostatic test pipe failure pres-
sure
1.4.2 Pipes / piping systems Plth : Long-term hydrostatic test pipe failure pres-
Pipes / piping systems means those made of plastic(s) and sure (>100 000 hours)
include the pipes, fittings, system joints, method of joining b) External pressure PN ext, (for any installation which may
and any internal or external liners, coverings and coatings
be subject to vacuum conditions inside the pipe or a
required to comply with the performance criteria.
head of liquid acting on the outside of the pipe; and for
1.4.3 Joint any pipe installation required to remain operational in
case of flooding damage, as per Regulation II-1/8-1 of
Joint means the location at which two pieces of pipe or a
SOLAS 1974 Convention, as amended, or for any pipes
pipe and a fitting are connected together. The joint may be
that would allow progressive flooding to other compart-
made by adhesive bonding, laminating, welding, flanges etc.
ments through damaged piping or through open ended
1.4.4 Fitting pipes in the compartments)
Fittings means bends, elbows, fabricated branch pieces etc. PN ext ≤ Pcol / 3
of plastic materials. where Pcol is the collapse pressure.
In no case is the pipe collapse pressure to be less than Depending on the capability of a piping system to maintain
0,3 MPa its strength and integrity, there exist three different levels of
fire endurance for piping systems:
The maximum working external pressure is the sum of
the vacuum inside the pipe and the static pressure head a) Level 1. Piping having passed the fire endurance test speci-
outside the pipe. fied in Appendix 1 of IMO Resolution A.753(18), as
amended by IMO Resolution MSC. 313(88) and IMO Reso-
2.1.4 Notwithstanding the requirements of items a) or b) as lution MSC. 399(95) for a duration of a minimum of one
applicable, the pipe or pipe layer minimum wall thickness hour without loss of integrity in the dry condition is consid-
is to follow recognized standards. In the absence of stan- ered to meet level 1 fire endurance standard (L1).
dards for pipes not subject to external pressure, the require-
ments of item a) above are to be met. Level 1W - Piping systems similar to Level 1 systems
except these systems do not carry flammable fluid or
2.1.5 The maximum permissible working pressure is to be any gas and a maximum 5% flow loss in the system after
specified with due regard for maximum possible working exposure is acceptable (L1W).
temperatures in accordance with Manufacturer's recom-
mendations. b) Level 2. Piping having passed the fire endurance test
specified in Appendix 1 of IMO Resolution A.753(18),
as amended by IMO Resolution MSC. 313(88) and IMO
2.2 Axial strength Resolution MSC. 399(95) for a duration of a minimum
of 30 minutes in the dry condition is considered to meet
2.2.1 The sum of the longitudinal stresses due to pressure, level 2 fire endurance standard (L2).
weight and other loads is not to exceed the allowable stress
in the longitudinal direction. Level 2W - Piping systems similar to Level 2 systems
except a maximum 5% flow loss in the system after
2.2.2 In the case of fibre reinforced plastic pipes, the sum exposure is acceptable (L2W).
of the longitudinal stresses is not to exceed half of the nom-
inal circumferential stress derived from the nominal internal c) Level 3. Piping having passed the fire endurance test speci-
pressure condition (see [2.1.3]). fied in Appendix 2 of IMO Resolution A.753 (18) for a
duration of a minimum of 30 minutes in the wet condition
is considered to meet level 3 fire endurance standard (L3).
2.3 Impact resistance
Permitted use of piping depending on fire endurance, loca-
2.3.1 Plastic pipes and joints are to have a minimum resis- tion and piping system is given in Tab 1.
tance to impact in accordance with a recognised national
or international standard. For Safe Return to Port purposes (SOLAS II-2, Reg.21.4),
plastic piping can be considered to remain operational after
After the test the specimen is to be subjected to hydrostatic a fire casualty if the plastic pipes and fittings have been
pressure equal to 2,5 times the design pressure for at least 1 tested to L1 standard.
hour.
2.5.2 Flame spread
2.4 Temperature
a) All pipes, except those fitted on open decks and within
2.4.1 The permissible working temperature depending on tanks, cofferdams, pipe tunnels, and ducts if separated
the working pressure is to be in accordance with Manufac- from accommodation, permanent manned areas and
turer's recommendations, but in each case it is to be at least escape ways by means of an A class bulkhead are to
20ºC lower than the minimum heat distortion/deflection have low surface flame spread characteristics not
temperature of the pipe material, determined according to exceeding average values listed in Appendix 3 of IMO
ISO 75 method A, or equivalent e.g. ASTM D648. Resolution A. 753(18), as amended by IMO Resolution
MSC. 313(88) and IMO Resolution MSC. 399(95).
The minimum heat distortion/deflection temperature is to
be not less than 80ºC. b) Surface flame spread characteristics are to be deter-
mined using the procedure given in the 2010 FTP Code,
2.5 Requirements depending on service Annex 1, Part 5 with regard to the modifications due to
and/or location the curvilinear pipe surfaces as also listed in Appendix 3
of IMO Resolution A.753(18), as amended by IMO Reso-
lution MSC. 313(88) and IMO Resolution MSC. 399(95).
2.5.1 Fire endurance
Pipes and their associated fittings whose integrity is essen- c) Surface flame spread characteristics may also be deter-
tial to the safety of ships, including plastic piping required mined using the test procedures given in ASTM D635,
by SOLAS II-2, Reg.21.4 to remain operational after a fire or in other national equivalent standards. Under the
casualty, are required to meet the minimum fire endurance procedure of ASTM D635 a maximum burning rate of
requirements of Appendix 1 or 2, as applicable, of IMO 60 mm/min applies. In case of adoption of other
Resolution A.753(18), as amended by IMO Resolution national equivalent standards, the relevant acceptance
MSC. 313(88) and IMO Resolution MSC. 399(95). criteria are to be defined
LOCATION (13)
Accommodation,
Other machinery
control spaces
Fuel oil tanks
Ballast water
pump rooms
Cargo pump
Ro-Ro cargo
pipe tunnels
void spaces,
Cofferdams,
Open decks
Cargo tanks
service and
spaces and
Machinery
category A
and ducts
spaces of
rooms
holds
holds
tanks
PIPING SYSTEM
(14) (15) (16) (17) (18) (19) (20) (21) (22) (23) (24)
CARGO (FLAMMABLE CARGOES WITH FLASH POINT ≤ 60°C)
Cargo lines NA NA L1 NA NA 0 NA 0 (10) 0 NA L1 (2)
Crude oil
NA NA L1 NA NA 0 NA 0 (10) 0 NA L1 (2)
washing lines
Vent lines NA NA NA NA NA 0 NA 0 (10) 0 NA X
INERT GAS
Water seal
NA NA 0 (1) NA NA 0 (1) 0 (1) 0 (1) 0 (1) NA 0
effluent line
Scrubber
0 (1) 0 (1) NA NA NA NA NA 0 (1) 0 (1) NA 0
effluent line
Main line 0 0 L1 NA NA NA NA NA 0 NA L1 (6)
Distribution line NA NA L1 NA NA 0 NA NA 0 NA L1 (2)
FLAMMABLE LIQUIDS (FLASH POINT > 60°C)
Cargo lines X X L1 X X NA (3) 0 0 (10) 0 NA L1
Fuel oil X X L1 X X NA (3) 0 0 0 L1 L1
Lubricating oil X X L1 X X NA NA NA 0 L1 L1
Hydraulic oil X X L1 X X 0 0 0 0 L1 L1
SEA WATER (1)
Bilge main and branches L1 (7) L1 (7) L1 X X NA 0 0 0 NA L1
Fire main and water spray L1 L1 L1 X NA NA NA 0 0 X L1
Foam system L1W L1W L1W NA NA NA NA NA 0 L1W L1W
Sprinkler system L1W L1W L3 X NA NA NA 0 0 L3 L3
Ballast L3 L3 L3 L3 X 0 (10) 0 0 0 L2W L2W
Cooling water, essential
L3 L3 NA NA NA NA NA 0 0 NA L2W
services
Tank cleaning services,
NA NA L3 NA NA 0 NA 0 0 NA L3 (2)
fixed machines
Non-essential systems 0 0 0 0 0 NA 0 0 0 0 0
FRESH WATER
Cooling water, essential
L3 L3 NA NA NA NA 0 0 0 L3 L3
services
Condensate return L3 L3 L3 0 0 NA NA NA 0 0 0
Non-essential systems 0 0 0 0 0 NA 0 0 0 0 0
SANITARY, DRAINS, SCUPPERS
Deck drains (internal) L1W (4) L1W (4) NA L1W (4) 0 NA 0 0 0 0 0
Sanitary drains (internal) 0 0 NA 0 0 NA 0 0 0 0 0
Scuppers and discharges 0 0 0 0 0 0 0 0 0 0 0
(over-board) (1) (8) (1) (8) (1) (8) (1) (8) (1) (8) (1) (8)
SOUNDING, AIR
Water tanks, dry spaces 0 0 0 0 0 0 (10) 0 0 0 0 0
Oil tanks (flash point >
X X X X X X (3) 0 0 (10) 0 X X
60°C)
LOCATION (13)
Accommodation,
Other machinery
control spaces
Fuel oil tanks
Ballast water
pump rooms
Cargo pump
Ro-Ro cargo
void spaces,
pipe tunnels
Cofferdams,
Open decks
Cargo tanks
service and
spaces and
Machinery
category A
and ducts
spaces of
rooms
holds
holds
tanks
PIPING SYSTEM
(14) (15) (16) (17) (18) (19) (20) (21) (22) (23) (24)
MISCELLANEOUS
Control air L1 (5) L1 (5) L1 (5) L1 (5) L1 (5) NA 0 0 0 L1 (5) L1 (5)
Service air (non-essential) 0 0 0 0 0 NA 0 0 0 0 0
Brine 0 0 NA 0 0 NA NA NA 0 0 0
Auxiliary low steam pres-
L2W L2W 0 (9) 0 (9) 0 (9) 0 0 0 0 0 (9) 0 (9)
sure (≤ 0,7 MPa)
Central vacuum cleaners NA NA NA 0 NA NA NA NA 0 0 0
Exhaust gas cleaning sys- L3 (1) (11)
L3 (1) L3 (1) NA NA NA NA NA NA NA NA
tem effluent line NA
Urea transfer / supply sys- L3 (1) (11)
L1 (12) L1 (12) NA NA NA NA NA NA 0 0
tem (SCR installations) NA
Note 1:
• L1 : Fire endurance test (appendix 1 of IMO Resolution A.753(18), as amended by IMO Resolution MSC. 313(88) and IMO Reso-
lution. MSC. 399(95)) in dry conditions, 60 min
• L1W : Fire endurance test (see [2.5.1])
• L2 : Fire endurance test (appendix 1 of IMO Resolution A.753(18), as amended by IMO Resolution MSC. 313(88) and IMO Reso-
lution MSC. 399(95)) in dry conditions, 30 min
• L2W : Fire endurance test (see [2.5.1])
• L3 : Fire endurance test (appendix 2 of IMO Resolution A.753(18), as amended by IMO Resolution MSC. 313(88) and IMO Reso-
lution MSC. 399(95)) in wet conditions, 30 min
• 0 : No fire endurance test required
• NA : Not applicable
• X : Metallic materials having a melting point greater than 925°C
(1) Where non-metallic piping is used, remote controlled valves to be provided at ship side (valve is to be controlled from outside
space).
(2) Remote closing valves to be provided at the cargo tanks.
(3) When cargo tanks contain flammable liquids with flash point > 60 °C, “0” may replace “NA” or “X”.
(4) For drains serving only the space concerned, “0” may replace “L1W”.
(5) When controlling functions are not required by the Rules, “0” may replace “L1”.
(6) For pipes between machinery space and deck water seal, “0” may replace “L1”.
(7) For passenger vessels, “X” is to replace “L1”.
(8) Scuppers serving open decks in positions 1 and 2, as defined in Pt B, Ch 1, Sec 2, are to be “X” throughout unless fitted at the
upper end with a means of closing capable of being operated from a position above the freeboard deck in order to prevent
downflooding.
(9) For essential services, such as fuel oil tank heating and ship’s whistle, “X” is to replace “0”.
(10) For tankers required to comply with Pt D, Ch 7, Sec 4, [2.1.3], “NA” is to replace “0”.
(11) L3 in service spaces, NA in accommodation and control spaces.
(12) Type Approved plastic piping without fire endurance test (0) is acceptable downstream of the tank valve, provided this valve is
metal seated and arranged as fail-to-closed or with quick closing from a safe position outside the space in the event of fire.
(13) For passenger Ships subject to SOLAS II-2, Reg.21.4 (Safe return to Port), plastic pipes for services required to remain operative
in the part of the ship not affected by the casualty thresholds, such as systems intended to support safe areas, are to be consid-
ered essential services. In accordance with MSC Circular MSC.1/Circ.1369, interpretation 12, for Safe Return to Port purposes,
plastic piping can be considered to remain operational after a fire casualty if the plastic pipes and fittings have been tested to L1
standard.
(14) Machinery spaces of category A are defined in Ch 4, Sec 1, [3.24.1].
(15) Spaces, other than category A machinery spaces and cargo pumps rooms, containing propulsion machinery, boilers, fuel oil
units, steam and internal combustion engines, generators and major electrical machinery, oil filling stations, refrigerating, stabi-
lizing, ventilation and air-conditioning machinery, and similar spaces, and trunks to such spaces.
(16) Spaces containing cargo pumps, and entrances and trunks to such spaces.
LOCATION (13)
Accommodation,
Other machinery
control spaces
Fuel oil tanks
Ballast water
pump rooms
Cargo pump
Ro-Ro cargo
void spaces,
pipe tunnels
Cofferdams,
Open decks
Cargo tanks
service and
spaces and
Machinery
category A
and ducts
spaces of
rooms
holds
holds
tanks
PIPING SYSTEM
(14) (15) (16) (17) (18) (19) (20) (21) (22) (23) (24)
(17) Ro-ro cargo spaces and special category spaces are defined in Ch 4, Sec 1, [3].
(18) All spaces other than ro-ro cargo holds used for non-liquid cargo and trunks to such spaces.
(19) All spaces used for liquid cargo and trunks to such spaces.
(20) All spaces used for fuel oil (excluding cargo tanks) and trunks to such spaces.
(21) All spaces used for ballast water and trunks to such spaces.
(22) Cofferdams and voids are those empty spaces between two bulkheads separating two adjacent compartments.
(23) Accommodation spaces, service spaces and control stations are defined in Ch 4, Sec 1, [3].
(24) Open decks are defined in Ch 4, Sec 1, [3].
2.5.3 Fire protection coating 3.1.4 Each pipe and fitting is to be tested by the Manufac-
Where a fire protective coating of pipes and fittings is nec- turer at a hydrostatic pressure not less than 1,5 times the
essary for achieving the fire endurance level required, it is nominal pressure. Alternatively, for pipes and fittings not
to meet the following requirements: employing hand lay up techniques, the hydrostatic pressure
• The pipes are generally to be delivered from the manu- test may be carried out in accordance with the hydrostatic
facturer with the protective coating on. testing requirements stipulated in the recognised national or
international standard to which the pipe or fittings are man-
• The fire protection properties of the coating are not to be ufactured, provided that there is an effective quality system
diminished when exposed to salt water, oil or bilge slops. It in place.
is to be demonstrated that the coating is resistant to prod-
ucts likely to come into contact with the piping. 3.1.5 Piping and fittings are to be permanently marked with
• In considering fire protection coatings, such characteris- identification. Identification is to include pressure ratings,
tics as thermal expansion, resistance against vibrations the design standards that the pipe or fitting is manufactured
and elasticity are to be taken into account. in accordance with, and the material of which the pipe or
• The fire protection coatings are to have sufficient resist- fitting is made.
ance to impact to retain their integrity.
3.1.6 In case the Manufacturer does not have an approved
2.5.4 Electrical conductivity quality system complying with ISO 9000 series or equiva-
lent, pipes and fittings are to be tested in accordance with
Where electrical conductivity is to be ensured, the resis-
this Appendix to the satisfaction of the Surveyors for every
tance of the pipes and fittings is not to exceed 1⋅105
batch of pipes.
Ohm/m.
3.1.7 Depending upon the intended application a Society
3 Material approval and quality control may require the pressure testing of each pipe and/or fitting.
during manufacture
4 Arrangement and installation of
3.1 General plastic pipes
3.1.1 Except as required in [1.1.3], prototypes of pipes and
4.1 Supports
fittings are to be tested to determine short-term and long-
term design strength, fire endurance and low surface flame 4.1.1 Selection and spacing of pipe supports in shipboard
spread characteristics (if applicable), electrical resistance systems are to be determined as a function of allowable
(for electrically conductive pipes), impact resistance in stresses and maximum deflection criteria. Support spacing
accordance with the requirements of this Appendix. is not to be greater than the pipe Manufacturer's recom-
mended spacing. The selection and spacing of pipe sup-
3.1.2 For prototype testing representative samples of pipes
ports are to take into account pipe dimensions, length of the
and fittings are to be selected to the satisfaction of the Soci-
piping, mechanical and physical properties of the pipe
ety.
material, mass of pipe and contained fluid, external pres-
3.1.3 The Manufacturer is to have quality system that meets sure, operating temperature, thermal expansion effects,
ISO 9000 series standards or equivalent. The quality system loads due to external forces, thrust forces, water hammer,
is to consist of elements necessary to ensure that pipes and vibrations, maximum accelerations to which the system
fittings are produced with consistent and uniform mechani- may be subjected.
cal and physical properties. Combination of loads is to be considered.
4.1.2 Each support is to evenly distribute the load of the Regardless of the fluid being conveyed, plastic piping is to
pipe and its content over the full width of the support. be electrically conductive if the piping passes through a
Measures are to be taken to minimise wear of the pipes hazardous area. The resistance to earth from any point in
where they are in contact with the supports. the piping system is not to exceed 1 x 106 Ohm. It is pre-
ferred that pipes and fittings be homogeneously conductive.
4.1.3 Heavy components in the piping system such as valves Pipes and fittings having conductive layers are to be pro-
and expansion joints are to be independently supported. tected against a possibility of spark damage to the pipe wall.
Satisfactory earthing is to be provided.
4.4.1 General 4.7.3 If the bulkhead or deck is also a fire division and
destruction by fire of plastic pipes may cause the inflow of liq-
a) The strength of connections is not to be less than that of uid from tanks, a metallic shut-off valve operable from above
the piping system in which they are installed. the freeboard deck is to be fitted at the bulkhead or deck.
b) Pipes and fittings may be assembled using adhesive-
bonded, welded, flanged or other joints. 4.8 Control during installation
c) When used for joint assembly, adhesives are to be suit-
able for providing a permanent seal between the pipes 4.8.1 General
and fittings throughout the temperature and pressure a) Installation is to be in accordance with the Manufac-
range of the intended application. turer’s guidelines.
d) Tightening of joints, where required, is to be performed b) Prior to commencing the work, joining techniques are
in accordance with the manufacturer’s instructions. to be approved by the Society.
• when the largest size to be joined is greater than 200 • a statement of all reinforcements employed where
mm nominal outside diameter, the size of the test the reference number does not identify the mass per
assembly is to be either 200 mm or 25% of the larg- unit area or the tex number of a roving used in a fila-
est piping size to be joined, whichever is the greater. ment winding process, these are to be detailed
d) When conducting performance qualifications, each • full information regarding the type of gel-coat or
bonder and each bonding operator are to make up test thermoplastic liner employed during construction,
assemblies, the size and number of which are to be as as appropriate
required above. • cure/post-cure conditions. The cure and post-cure
temperatures and times employ resin/reinforcement
ratio
5 Test specification for plastic pipes
• winding angle and orientation
• IMO MSC/Circular 677 – Revised Standards for the f) The test vessel for explosion testing is to have docu-
Design, Testing and Locating of Devices to Prevent the mented dimensions. The dimensions are to be such that
Passage of Flame into Cargo Tanks in Tankers. the vessel is not “pipe like” with the distance between
dished ends being not more than 2.5 times its diameter.
The internal volume of the test vessel is to include any
1.3 Purpose standpipe arrangements
g) The test vessel is to be provided with a flange, located
1.3.1 The purpose of type testing crankcase explosion relief
centrally at one end perpendicular to the vessel longitu-
valves is fourfold:
dinal axis, for mounting the explosion relief valve.
• To verify the effectiveness of the flame arrester The test vessel is to be arranged in an orientation consis-
• To verify that the valve closes after an explosion tent with how the valve will be installed in service, i.e.,
• To verify that the valve is gas/air tight after an explosion in the vertical plane or the horizontal plane
h) A circular plate is to be provided for fitting between the
• To establish the level of over pressure protection pro-
pressure vessel flange and valve to be tested with the
vided by the valve.
following dimensions:
1) Outside diameter of 2 times the outer diameter of
1.4 Approval the valve top cover
1.4.1 The approval of explosion relief valves is at the dis- 2) Internal bore having the same internal diameter as
cretion of the Society based on the appraisal of plans and the valve to be tested
particulars and the test facility’s report of the results of type i) The test vessel is to have connections for measuring the
testing. methane in air mixture at the top and bottom
j) The test vessel is to be provided with a means of fitting 2.3.4 The type testing of valves is to recognise the orienta-
an ignition source at a position specified in [2.2.3]. tion in which they are intended to be installed on the
engine or gear case. Three valves of each size are to be
k) The test vessel volume is to be as far as practicable, tested for each intended installation orientation, i.e. in the
related to the size and capability of the relief valve to be vertical and/or horizontal positions.
tested. In general, the volume is to correspond to the
requirement in Ch 1, Sec 2, [2.3.4], d) for the free area
of explosion relief valve to be not less than 115 cm2/m3
2.4 Method
of crankcase gross volume.
2.4.1 The following requirements are to be satisfied at
Note 1: This means that the testing of a valve having 1150 cm2 of explosion testing:
free area, would require a test vessel with a volume of 10 m3. a) The explosion testing is to be witnessed by a classifica-
Note 2: Where the free area of relief valves is greater than 115 tion society surveyor
cm2/m3 of the crankcase gross volume, the volume of the test vessel b) Where valves are to be installed on an engine or gear
is to be consistent with the design ratio. case with shielding arrangements to deflect the emission
Note 3: In no case is the volume of the test vessel to vary by more of explosion combustion products, the valves are to be
than +15% to −15% from the design cm2/m3 volume ratio. tested with the shielding arrangements fitted
c) Successive explosion testing to establish a valve’s func-
tionality is to be carried out as quickly as possible
2.2 Explosion test process during stable weather conditions
2.2.1 All explosion tests to verify the functionality of crank- d) The pressure rise and decay during all explosion testing
case explosion relief valves are to be carried out using an is to be recorded
air and methane mixture with a volumetric methane con- e) The external condition of the valves is to be monitored
centration of 9.5% ±0.5%. The pressure in the test vessel is during each test for indication of any flame release by
to be not less than atmospheric and is not to exceed the video and heat sensitive camera
opening pressure of the relief valve.
2.4.2 The explosion testing is to be in three stages for each
valve that is required to be approved as being type tested.
2.2.2 The concentration of methane in the test vessel is to
be measured at the top and bottom of the vessel and these a) Stage 1:
concentrations are not to differ by more than 0.5%. Two explosion tests are to be carried out in the test ves-
sel with the circular plate described in [2.1.1] h) fitted
2.2.3 The ignition of the methane and air mixture is to be and the opening in the plate covered by a 0.05 mm
made at the centreline of the test vessel at a position thick polythene film
approximately one third of the height or length of the test Note 1: These tests establish a reference pressure level for determi-
vessel opposite to where the valve is mounted. nation of the capability of a relief valve in terms of pressure rise
in the test vessel, see [2.5.1] f).
2.2.4 The ignition is to be made using a maximum 100 b) Stage 2:
joule explosive charge. 1) Two explosion tests are to be carried out on three
different valves of the same size. Each valve is to be
2.3 Valves to be tested mounted in the orientation for which approval is
sought i.e., in the vertical or horizontal position with
the circular plate described in [2.1.1] h) located
2.3.1 The valves used for type testing (including testing
between the valve and pressure vessel mounting
specified in [2.3.3] are to be selected from the manufac-
flange
turer’s normal production line for such valves by the classifi-
cation society witnessing the tests. 2) The first of the two tests on each valve is to be carried
out with a 0.05mm thick polythene bag, having a
2.3.2 For approval of a specific valve size, three valves are minimum diameter of three times the diameter of the
to be tested in accordance with [2.3.3] and [2.4]. For a circular plate and volume not less than 30% of the
series of valves see [2.6]. test vessel, enclosing the valve and circular plate.
Before carrying out the explosion test the polythene
bag is to be empty of air. The polythene bag is
2.3.3 The valves selected for type testing are to have been
required to provide a readily visible means of assess-
previously tested at the manufacturer’s works to demon-
ing whether there is flame transmission through the
strate that the opening pressure is in accordance with the
relief valve following an explosion consistent with
specification within a tolerance of ± 20% and that the valve
the requirements of the standards identified in [1.2]
is air tight at a pressure below the opening pressure for at
least 30 seconds. Note 2: During the test, the explosion pressure will open the valve
and some unburned methane/air mixture will be collected
Note 1: This test is to verify that the valve is air tight following in the polythene bag. When the flame reaches the flame
assembly at the manufacturer’s works and that the valve begins to arrester and if there is flame transmission through the flame
open at the required pressure demonstrating that the correct spring arrester, the methane/air mixture in the bag will be ignited
has been fitted. and this will be visible.
3) Provided that the first explosion test successfully f) The effect of an explosion relief valve in terms of pres-
demonstrated that there was no indication of com- sure rise following an explosion is ascertained from
bustion outside the flame arrester and there are no maximum pressures recorded at the centre of the test
visible signs of damage to the flame arrester or vessel during the three stages. The pressure rise within
valve, a second explosion test without the polythene the test vessel due to the installation of a relief valve is
bag arrangement is to be carried out as quickly as the difference between average pressure of the four
possible after the first test. During the second explo- explosions from Stages 1 and 3 and the average of the
sion test, the valve is to be visually monitored for first tests on the three valves in Stage 2. The pressure rise
any indication of combustion outside the flame is not to exceed the limit specified by the manufacturer
arrester and video records are to be kept for subse- g) The valve tightness is to be ascertained by verifying from
quent analysis. The second test is required to the records at the time of testing that an underpressure
demonstrate that the valve can still function in the of at least 0.3bar is held by the test vessel for at least 10
event of a secondary crankcase explosion seconds following an explosion. This test is to verify that
the valve has effectively closed and is reasonably gas-
4) After each explosion, the test vessel is to be main- tight following dynamic operation during an explosion
tained in the closed condition for at least 10 seconds
h) After each explosion test in Stage 2, the external condi-
to enable the tightness of the valve to be ascer-
tion of the flame arrester is to be examined for signs of
tained. The tightness of the valve can be verified
serious damage and/or deformation that may affect the
during the test from the pressure/time records or by a
operation of the valve
separate test after completing the second explosion
test i) After completing the explosion tests, the valves are to be
dismantled and the condition of all components ascer-
c) Stage 3: tained and documented. In particular, any indication of
valve sticking or uneven opening that may affect opera-
Carry out two further explosion tests as described in tion of the valve is to be noted. Photographic records of
Stage 1. These further tests are required to provide an the valve condition are to be taken and included in the
average baseline value for assessment of pressure rise, report.
recognising that the test vessel ambient conditions may
have changed during the testing of the explosion relief
valves in Stage 2.
2.6 Design series qualification
2.6.1 The qualification of quenching devices to prevent the
2.5 Assessment and records passage of flame can be evaluated for other similar devices
of identical type where one device has been tested and
found satisfactory.
2.5.1 For the purposes of verifying compliance with the
requirements of this Section, the assessment and records of 2.6.2 The quenching ability of a flame arrester depends on
the valves used for explosion testing is to address the fol- the total mass of quenching lamellas/mesh. Provided the
lowing: materials, thickness of materials, depth of lamellas/thick-
ness of mesh layer and the quenching gaps are the same,
a) The valves to be tested are to have evidence of design then the same quenching ability can be qualified for differ-
appraisal/approval by the classification society witness- ent sizes of flame arresters satisfying:
ing tests
n1 S1
----- = -----
b) The designation, dimensions and characteristics of the n2 S2
valves to be tested are to be recorded. This is to include
the free area of the valve and of the flame arrester and and
the amount of valve lift at 0.2bar A1 S
------ = -----1
A2 S2
c) The test vessel volume is to be determined and recorded
where:
d) For acceptance of the functioning of the flame arrester
n1 : total depth of flame arrester corresponding to
there is not to be any indication of flame or combustion
the number of lamellas of size 1 quenching
outside the valve during an explosion test. This should
device for a valve with a relief area equal to S1
be confirmed by the test laboratory taking into account
measurements from the heat sensitive camera n2 : total depth of flame arrester corresponding to
the number of lamellas of size 2 quenching
e) The pressure rise and decay during an explosion is to be device for a valve with a relief area equal to S2
recorded, with indication of the pressure variation
A1 : free area of quenching device for a valve with a
showing the maximum overpressure and steady under-
relief area equal to S1
pressure in the test vessel during testing. The pressure
variation is to be recorded at two points in the pressure A2 : free area of quenching device for a valve with a
vessel relief area equal to S2
2.6.3 The qualification of explosion relief valves of larger b) One valve of the smallest size, subject to a), requiring
sizes than that which has been previously satisfactorily qualification is subject to satisfactory testing required by
tested in accordance with [2.4] and [2.5] can be evaluated [2.3.3] and [2.4.2], b) except that a single valve will be
where valves are of identical type and have identical fea- accepted in [2.4.2], b), 1) and the volume of the test
tures of construction subject to the following: vessel is not to be more than the volume required by
a) The free area of a larger valve does not exceed three [2.1.1], k)
times + 5% that of the valve that has been satisfactorily c) The assessment and records are to be in accordance
tested with article [2.5] noting that [2.5.1], f) will only be
b) One valve of the largest size, see a), requiring qualifica- applicable to Stage 2 for a single valve.
tion is subject to satisfactory testing required by [2.3.3]
and [2.4.2], b) except that a single valve will be 2.7 Report
accepted in [2.4.2], b), 1) and the volume of the test
vessel is not to be less than one third of the volume 2.7.1 The test facility is to deliver a full report that includes
required by [2.1.1], k) the following information and documents:
c) The assessment and records are to be in accordance • Test specification
with [2.5]noting that [2.5.1], f) will only be applicable • Details of test pressure vessel and valves tested
to Stage 2 (see [2.4.2]for a single valve.
• The orientation in which the valve was tested, (vertical
2.6.4 The qualification of explosion relief valves of smaller or horizontal position).
sizes than that which has been previously satisfactorily • Methane in air concentration for each test
tested in accordance with [2.4] and [2.5] can be evaluated
• Ignition source
where valves are of identical type and have identical fea-
tures of construction subject to the following: • Pressure curves for each test
a) The free area of a smaller valve is not less than one third • Video recordings of each valve test
of the valve that has been satisfactorily tested • The assessment and records stated in [2.5].
1.1.1 This specification describes the type testing condition 2.1.1 The aim of tests is to demonstrate ability of the pipe
for type approval of mechanical joints intended for use in joints to operate satisfactory under intended service condi-
marine piping systems. Conditions outlined in these tions. The scope and type of tests to be conducted e.g.
requirements are to be fulfilled before Type Approval Certif- applicable tests, sequence of testing, and the number of
icates are issued. specimen, is subject to approval and will depend on joint
design and its intended service in accordance with the
1.1.2 The Society may accept alternative testing in accor- requirements of Ch 1, Sec 10.
dance with national or international standards where appli-
cable to the intended use and application.
2.2 Test fluid
1.1.3 This specification is applicable to mechanical joints
defined in Ch 1, Sec 10, [2.4.5] including compression cou- 2.2.1 Unless otherwise specified, the water or oil as test
plings and slip-on joints of different types for marine use. fluid is to be used.
1.3 Materials 2.5.3 Where not specified, the length of pipes to be con-
nected by means of the joint to be tested is to be at least five
times the pipe diameter. Before assembling the joint, con-
1.3.1 The materials used for mechanical joints are to com-
formity of components to the design requirements is to be
ply with the requirements of Ch 1, Sec 10, [2.4.5].
verified. In all cases the assembly of the joint is to be carried
The manufacturer has to submit evidence to substantiate out only according to the manufacturer’s instructions. No
that all components are adequately resistant to working the adjustment operations on the joint assembly, other than that
media at design pressure and temperature specified. specified by the manufacturer, are permitted during the test.
2.6 Test results acceptance criteria b) For compression couplings a static gas pressure test is to
be carried out to demonstrate the integrity of the
2.6.1 Where a mechanical joint assembly does not pass all mechanical joints assembly for tightness under the influ-
or any part of the tests in Tab 1, two assemblies of the same ence of gaseous media. The pressure is to be raised to
size and type that failed are to be tested and only those tests maximum pressure or 70 bar whichever is less.
which the mechanical joint assembly failed in the first
c) Where the tightness test is carried out using gaseous
instance, are to be repeated. In the event where one of the
media as permitted in a) above, then the static pressure
assemblies fails the second test, that size and type of assem-
test mentioned in b) above need not be carried out.
bly is to be considered unacceptable.
2.7.2 Vibration (fatigue) test
2.6.2 The methods and results of each test are to be
In order to establish the capability of the mechanical joint
recorded and reproduced as and when required.
assembly to withstand fatigue, which is likely to occur due
to vibrations under service conditions, mechanical joints
2.7 Methods of tests assemblies are to be subject to the following vibration test.
2.7.1 Tightness test Conclusions of the vibration tests should show no leakage
In order to ensure correct assembly and tightness of the or damage.
joints, all mechanical joints are to be subjected to a tight- a) Testing of compression couplings and pipe unions
ness test, as follows: Compression couplings and pipe unions intended for
a) The mechanical joint assembly test specimen is to be use in rigid pipe connections are to be tested as follows.
connected to the pipe or tubing in accordance with the Rigid connections are joints, connecting pipe length
requirements of [2.5] and the manufacturers instruc- without free angular or axial movement.
tions, filled with test fluid and de-aerated. Two lengths of pipe are to be connected by means of the
Mechanical joints assemblies intended for use in rigid joint to be tested. One end of the pipe is to be rigidly
connections of pipe lengths, are not to be longitudinally fixed while the other end is to be fitted to the vibration
restrained. rig. The test rig and the joint assembly specimen being
The pressure inside the joint assembly is to be slowly tested are to be arranged as shown in Fig 1.
increased to 1,5 times of design pressure. This test pres- The joint assembly is to be filled with test fluid, de-aer-
sure is to be retained for a minimum period of 5 minutes. ated and pressurised to the design pressure of the joint.
In the event of a drop in pressure or visible leakage, the Pressure during the test is to be monitored. In the event
test (including fire test) is to be repeated for two further of a drop in the pressure and visible leakage, the test is
specimens. to be repeated as described in [2.6].
If during the repeat test one test piece fails, the coupling Visual examination of the joint assembly is to be carried
is regarded as having failed. out.
Other alternative tightness test procedure, such as pneu- Re-tightening may be accepted once during the first
matic test, may be accepted. 1000 cycles.
Vibration amplitude is to be within 5% of the value cal- ted to the vibrating element on the rig. The length of
culated from the following formula: pipe connected to the fixed end should be kept as short
2 as possible and in no case exceed 200 mm.
2SL
A = ------------ Mechanical joint assemblies are not to be longitudinally
3ED
restrained.
where:
The assembly is to be filled with test fluid, de-aerated
A : Single amplitude, in mm and pressurized to the design pressure of the joint. Pre-
L : Length of the pipe, in mm liminary angle of deflection of pipe axis is to be equal to
S : Allowable bending stress, in N/mm2, based the maximum angle of deflection, recommended by the
on 0,25 of the yield stress manufacturer. The amplitude is to be measured at 1m
distance from the center line of the joint assembly at
E : Modulus of elasticity of tube material (for
free pipe end connected to the rotating element of the
mild steel, E = 210 kN/mm2)
rig (see Fig 2).
D : Outside diameter of tube, in mm. Parameters of testing are to be as indicated as per Tab 2
Test specimen is to withstand not less than 107 cycles and to be carried out on the same assembly.
with frequency 20 - 50 Hz without leakage or damage. Pressure during the test is to be monitored. In the event
b) Grip type and machine grooved type joints of a drop in the pressure and visual signs of leakage the
Grip type joints and other similar joints containing elas- test is to be repeated as described in [2.6]. Visual exam-
tic elements are to be tested in accordance with the fol- ination of the joint assembly is to be carried out for signs
lowing method. of damage which may eventually cause leakage.
A test rig of cantilever type used for testing fatigue Table 2 : Parameters of testing
strength of components may be used. The test specimen
being tested is to be arranged in the test rig as shown in Number of cycles Amplitude, mm Frequency, Hz
Fig 2. 3·10 6 ± 0,06 100
Two lengths of pipes are to be connected by means of 3·106 ± 0,50 45
joint assembly specimen to be tested. One end of the
pipe is to be rigidly fixed while the other end is to be fit- 3·106 ± 1,50 10
Pressure gauge
30 L Up
Down
To hydraulic unit
α
P = Design pressure
Coupling
Pressure gauge
2.7.3 Pressure pulsation test Where considered convenient, the mechanical joint test
specimen used in the tightness test in [2.7.1], may be used
In order to determine capability of mechanical joint assem-
for the burst test provided it passed the tightness test.
bly to withstand pressure pulsation likely to occur during
working conditions, joint assemblies intended for use in The specimen may exhibit a small deformation whilst under
rigid connections of pipe lengths, are to be tested in accor- test pressure, but no leakage or visible cracks are permitted.
dance with the following method.
2.7.5 Pull-out test
The mechanical joint test specimen for carrying out this test
In order to determine the ability of a mechanical joint
may be the same as that used in the test in [2.7.1], item a),
assembly to withstand the axial loading likely to be encoun-
provided it passed that test.
tered in service without the connecting pipe becoming
The vibration test in [2.7.2] and the pressure pulsation test detached, following pullout test is to be carried out.
are to be carried out simultaneously for compression cou- Pipes of suitable length are to be fitted to each end of the
plings and pipe unions. mechanical joints assembly test specimen. The test speci-
men is to be pressurized to design pressure. When pressure
The mechanical joint test specimen is to be connected to a
is attained, an external axial load is to be imposed with a
pressure source capable of generating pressure pulses of
value calculated using the following formula:
magnitude as shown in Fig 3.
π 2
Impulse pressure is to be raised from 0 to 1,5 times the L = --- D p
4
design pressure of the joint with a frequency equal to 30-
100 cycles per minute. The number of cycles is not to be where:
less than 5 x 105. D : Pipe outside diameter, in mm
The mechanical joint is to be examined visually for sign of p : Design pressure, in N/mm2
leakage or damage during the test. L : Applied axial load, in N.
The pressure and axial load are to be maintained for a
Figure 3 : Impulse pressure diagram period of 5 minutes.
During the test, pressure is to be monitored and relative
movement between the joint assembly and the pipe mea-
sured.
The mechanical joint assembly is to be visually examined
for drop in pressure and signs of leakage or damage.
There is to be no movement between the mechanical joint
assembly and the connecting pipes.
c) For dry and dry/wet tests as required in Ch 1, Sec 10, 2.7.7 Vacuum test
Tab 17, the tests are to be carried out on a test bench In order to establish the capability of the mechanical joint
according to ISO 19922. Test methods are to be in assembly to withstand internal pressures below atmo-
accordance with ISO 19921, but the test medium (dry spheric, similar to the conditions likely to be encountered
under service conditions, the following vacuum test is to be
or dry/wet) and durations are to be adjusted as stated in
carried out.
Ch 1, Sec 10, Tab 17.
The mechanical joint assembly is to be connected to a vac-
d) Alternative test methods and/or test procedures consid- uum pump and subjected to a pressure of 170 mbar abso-
ered to be at least equivalent may be accepted at the lute. Once this pressure is stabilized, the specimen under
test is to be isolated from the vacuum pump and the pres-
discretion of the Society in cases where the test pieces
sure is to be maintained for a period of 5 minutes.
are too large for the test bench and cannot be com-
No internal pressure rise is permitted.
pletely enclosed by the flames.
2.7.8 Repeated assembly test
e) Thermal insulation materials applied on couplings are to
The mechanical joint test specimen is to be dismantled and
be non-combustible in dry condition and when sub- reassembled 10 times in accordance with manufacturers
jected to oil spray. A non-combustibility test according instructions and then subjected to a tightness test as defined
to ISO1182 is to be carried out. in [2.7.1].
1.1.1 This Appendix provides guidance regarding the • Exhaust gas pipe diameter and length before boiler /
exhaust gas back-pressure analysis to be submitted to justify SCR / silencer and/or any equipment in the exhaust gas
exhaust systems connections without forced ventilation as line (as applicable)
per Ch 1, Sec 10, [18.5.4] item a) 2), when an exhaust gas • Exhaust gas pipe diameter and length after Boiler / SCR /
treatment system is installed. silencer and/or any equipment in the exhaust gas line
(as applicable)
1.2 Required analysis • Exhaust gas pipe diameter and length after exhaust gas
treatment system
1.2.1 Calculation cases
A dedicated exhaust gas back-pressure analysis is to be sub- 1.3.2 Ambient conditions
mitted for each exhaust gas treatment system installation Ambient conditions corresponding to the ship operation, in
on-board. particular summer and winter conditions as well as area of
navigation are to be taken into consideration for the back-
1.2.2 Conclusion of the back-pressure assessment pressure calculation.
The back-pressure created by the exhaust gas treatment sys-
tem is to be determined for each case, with a view to ensure 1.3.3 A general description of the exhaust gas piping and
that the specific equipment is compatible with an intercon- exhaust gas treatment system with the applicable limitations
nected exhaust gas piping system without forced ventilation and ambient conditions is to be detailed in each case.
(spray, packing, etc.).
The back-pressure calculation is to demonstrate that the 1.4 Exhaust gas back-pressure assessment
diesel engines associated with the exhaust gas treatment
system are capable of being operated within the limits spec- 1.4.1 General
ified by the engine manufacturer.
The analysis is to detail the pressure losses along the
Note 1: Particular attention is to be paid to the part of the piping exhaust lines.The total pressure loss is to be calculated for
system between isolating valves and exhaust gas treatment system each possible exhaust line configuration depending on the
line outlet due to the fact that there is a reduction of flow circula- number of engines connected to the exhaust gas treatment
tion and altered temperature conditions. Moisture issues are to be system.
taken into account during material selection of the exhaust piping,
in order to avoid any premature corrosion. In addition, the following pressure losses are to be detailed
individually:
1.3 Input data • Pressure losses along the exhaust gas treatment system
line
1.3.1 The particulars of each engine type are to be docu-
mented and explained: • Pressure losses along lines with components other than
exhaust gas treatment system such as silencer, exhaust
• Engine type gas boiler, SCR etc
• Number of turbochargers
1.4.2 The calculation methodology is to be described with
• Exhaust gas temperature at turbocharger outlet detailed formulas and related assumptions and/or approxi-
mations.
• Exhaust gas temperature after boiler / SCR / silencer
and/or any equipment in the exhaust gas line (as appli-
cable) 1.4.3 CFD simulation
The Society reserves the right to require a CFD simulation
• Total exhaust gas quantity
for each case near the limit of engine manufacturer maxi-
• Engine manufacturer maximum permissible pressure mum permissible pressure drop to validate the installation
drop of such design on board.
Chapter 2
ELECTRICAL INSTALLATIONS
SECTION 1 GENERAL
SECTION 5 TRANSFORMERS
SECTION 9 CABLES
SECTION 11 LOCATION
SECTION 12 INSTALLATION
SECTION 15 TESTING
SECTION 1 GENERAL
3.4.2 Services for habitability are those intended for mini- 3.11.1 A single insulation system applied to live parts,
mum comfort conditions for people on board. which provides a degree of protection against electric shock
equivalent to double insulation.
Examples of equipment for maintaining conditions of habit-
ability: Note 1: The term "insulation system" does not imply that the insula-
tion must be one homogeneous piece. It may comprise several lay-
• cooking ers which cannot be tested singly as supplementary or basic
• heating insulation.
• domestic refrigeration
• mechanical ventilation 3.12 Earthing
• sanitary and fresh water
3.12.1 The earth connection to the general mass of the hull
• electric generators and associated power sources sup- of the ship in such a manner as will ensure at all times an
plying the above equipment. immediate discharge of electrical energy without danger.
3.16.1 The condition under which the main propulsion 3.24.2 Hazardous areas are classified in zones based upon
plant, boilers and auxiliaries are not in operation due to the the frequency and the duration of the occurrence of explo-
absence of power. sive atmosphere.
Note 1: Dead ship condition is a condition in which the entire
3.24.3 Hazardous areas for explosive gas atmosphere are
machinery installation, including the power supply, is out of opera-
tion and the auxiliary services such as compressed air, starting cur- classified in the following zones:
rent from batteries etc., for bringing the main propulsion into • Zone 0: an area in which an explosive gas atmosphere
operation and for the restoration of the main power supply are not is present continuously or is present for long periods
available.
• Zone 1: an area in which an explosive gas atmosphere
is likely to occur in normal operation
3.17 Main generating station
• Zone 2: an area in which an explosive gas atmosphere
3.17.1 The space in which the main source of electrical is not likely to occur in normal operation and if it does
power is situated. occur, is likely to do only infrequently and will exist for
a short period only.
3.18 Main switchboard
3.25 High fire risk areas
3.18.1 A switchboard which is directly supplied by the
main source of electrical power and is intended to distribute 3.25.1 The high fire risk areas are defined as follows:
electrical energy to the ship’s services. a) machinery spaces as defined in Ch 4, Sec 1, [3.24],
except spaces having little or no fire risk as defined by
3.19 Emergency switchboard category (10) of Ch 4, Sec 5, [1.3.4] item b) 2)
b) spaces containing fuel treatment equipment and other
3.19.1 A switchboard which in the event of failure of the
highly inflammable substances
main electrical power supply system is directly supplied by
the emergency source of electrical power or the transitional c) galleys and pantries containing cooking appliances
source of emergency and is intended to distribute electrical d) laundry with drying equipment
energy to the emergency services.
e) spaces as defined in Ch 4, Sec 5, [1.3.3] for ships carry-
ing more than 36 passengers, as:
3.20 Emergency source of electrical power
• (8) accommodation spaces of greater fire risk
3.20.1 A source of electrical power, intended to supply the • (12) machinery spaces and main galleys
emergency switchboard in the event of failure of the supply
from the main source of electrical power. • (14) other spaces in which flammable liquids are
stowed
3.27 Voltage and frequency transient The designation of the environmental categories is indi-
cated by the EC Code in Tab 2.
3.27.1 Voltage transient
The first characteristic numeral indicates the temperature
Sudden change in voltage (excluding spikes) which goes range in which the electrical equipment operates satisfacto-
outside the nominal voltage tolerance limits and returns to rily, as specified in Tab 3.
and remains inside these limits within a specified recovery
time after the initiation of the disturbance (time range: sec- The second characteristic numeral indicates the vibration
onds). level in which the electrical equipment operates satisfacto-
rily, as specified in Tab 4.
3.27.2 Frequency transient
Sudden change in frequency which goes outside the fre- 3.28.2 The tests for verifying the additional letters and the
quency tolerance limits and returns to and remains inside characteristic numeral of the environmental categories are
these limits within a specified recovery time after initiation defined in Ch 3, Sec 6.
of the disturbance (time range: seconds).
Table 2 : EC Code
Code letter First characteristic numeral Second characteristic numeral Additional letter
S (1)
EC (numerals 1 to 4) (numerals 1 to 3) C (2)
B (3)
(1) The additional letter S indicates the resistance to salt mist (exposed decks, masts) of the electrical equipment.
(2) The supplementary letter C indicates the relative humidity up to 80% (air conditioned areas) in which the electrical equipment
operates satisfactorily.
(3) The additional letter B indicates the compliance for installing on the bridge and deck zone or in the vicinity of the bridge, with
regards to EMC requirements specified in IEC 60533.
Second Displacement
Frequency range, Acceleration
characteristic Brief description of location amplitude,
in Hz amplitude g
numeral in mm
Machinery spaces, command and control stations, from 2,0 to 13,2 1,0 −
1
accommodation spaces, exposed decks, cargo spaces from 13,2 to 100 − 0,7
from 2,0 to 13,2 3,0 −
2 Masts
from 13,2 to 50 − 2,1
from 2,0 to 25,0 1,6 −
3 On air compressors, on diesel engines and similar
from 25,0 to 100 − 4,0
Machinery spaces, command and control stations, accommodation from 2,0 to 13,2 1,0 −
spaces, exposed decks, cargo spaces from 13,2 to 100 − 0,7
from 2,0 to 25,0 1,6 −
On air compressors, on diesel engines and similar
from 25,0 to 100 − 4,0
from 2,0 to 13,2 3,0 −
Masts
from 13,2 to 50 − 2,1
Table 6 : Voltage and frequency variations of 2.3.2 For direct current components supplied by electrical
power supply in a.c. battery the following voltage variations are to be assumed:
2.3 d.c. distribution systems 2.3.3 Any special system, e.g. electronic circuits, whose
function cannot operate satisfactorily within the limits
shown in the tables should not be supplied directly from the
2.3.1 For direct current components the power supply vari-
system but by alternative means, e.g. through stabilized
ations shown in Tab 7 are to be assumed.
supply.
2.4.2 For components intended for systems fed by static to which they are likely to be exposed. Particular consider-
converters, and/or systems in which the static converter ation is to be given to sea air and oil vapour contamination.
load predominates, it is assumed that: Note 1: The flame-retardant and moisture-resistant characteristics
may be verified by means of the tests cited in IEC Publication
• the single harmonics distorsion does not exceed 5% of
60092-101 or in other recognised standards.
the nominal voltage up to the 15th harmonic of the
nominal frequency, decreasing to 1% at the 100th har- 4.1.2 Where the use of incombustible materials or lining
monic (see Fig 1), and that with such materials is required, the incombustibility charac-
• the total harmonic distortion does not exceed 8%. teristics may be verified by means of the test cited in IEC
Publication 60092-101 or in other recognised standards.
Figure 1 :
4.2 Insulating materials for windings
10
5
4.2.1 Insulated windings are to be resistant to moisture, sea
air and oil vapour unless special precautions are taken to
protect insulants against such agents.
1
4.2.2 The insulation classes given in Tab 8 may be used in
(%)
5.1.7 All equipment is generally to be provided with suit- • special protection: Ex(s) (apparatus not conforming with
able, fixed terminal connectors in an accessible position for IEC 60079 may be considered safe by a national or
convenient connection of the external cables. other authorised body for use in potentially explosive
atmospheres. In such cases, the apparatus is identified
5.2 Degree of protection of enclosures with the symbol “s”)
• oil-immersed apparatus (only when required by the
5.2.1 Electrical equipment is to be protected against the application): Ex(o).
ingress of foreign bodies and water.
The minimum required degree of protection, in relation to 6.1.3 Other equipment complying with types of protection
the place of installation, is generally that specified in Ch 2, other than those in [6.1.2] may be considered by the Soci-
Sec 3, Tab 2. ety, such as:
5.2.2 The degrees of protection are to be in accordance • simple electrical apparatus and components (e.g. ther-
with: mocouples, photocells, strain gauges, junction boxes,
switching devices), included in intrinsically-safe circuits
• IEC Publication No. 60529 for equipment in general
not capable of storing or generating electrical power or
• IEC Publication No. 60034-5 for rotating machines. energy in excess of limits stated in the relevant rules
5.2.3 For cable entries see [5.1.5]. • electrical apparatus specifically designed and certified
by the appropriate authority for use in Zone 0 or spe-
6 Protection against explosion hazard cially tested for Zone 2 (e.g. type “n” protection)
• equipment the type of which ensures the absence of
6.1 Protection against explosive gas or sparks and arcs and of “hot spots” during its normal
operation
vapour atmosphere hazard
• pressurised equipment
6.1.1 Electrical equipment intended for use in areas where • equipment having an enclosure filled with a liquid
explosive gas or vapour atmospheres may occur (e.g. oil dielectric, or encapsulated.
tankers, liquefied gas carriers, chemical tankers, etc.), is to
be of a "safe type" suitable for the relevant flammable atmo-
sphere and for shipboard use. 6.2 Protection against combustible dust
hazard
6.1.2 The following “certified safe type” equipment is con-
sidered: 6.2.1 Electrical appliances intended for use in areas where
• intrinsically-safe: Ex(ia) - Ex(ib) a combustible dust hazard may be present are to be
• flameproof: Ex(d) arranged with enclosures having a degree of protection and
maximum surface temperature suitable for the dust to
• increased safety: Ex(e)
which they may be exposed.
• pressurised enclosure: Ex(p)
Note 1: Where the characteristics of the dust are unknown, the
• encapsulated: Ex(m) appliances are to have a degree of protection IP6X. For most dusts a
• sand filled: Ex(q) maximum surface temperature of 200°C is considered adequate.
2.2.4 Those services necessary to provide normal opera- of any of these generating sets, the remaining ones are kept
tional conditions of propulsion and safety include primary in operation to permit propulsion and steering and to
and secondary essential services. ensure safety.
For the purpose of calculating the capacity necessary for
2.2.8 Where the electrical power is normally supplied by
such services, it is essential to consider which of them can
one generator, provision shall be made, upon loss of power,
be expected to be in use simultaneously.
for automatic starting and connecting to the main switch-
For a duplicated service, one being supplied electrically board of stand-by generator(s) of sufficient capacity with
and the other non-electrically (e.g. driven by the main automatic restarting of the essential auxiliaries, in sequen-
engine), the electrical capacity is not included in the above tial operation if required. Starting and connection to the
calculation. main switchboard of the stand-by generator is to be prefera-
bly within 30 seconds, but in any case not more than 45
2.2.5 The services in [2.2.4] do not include: seconds after loss of power.
• thrusters not forming part of the main propulsion Where prime movers with longer starting time are used, this
(except in manoeuvring conditions) starting and connection time may be exceeded upon
approval from the Society.
• cargo handling gear
• cargo pumps 2.2.9 Load shedding or other equivalent arrangements
should be provided to protect the generators required in the
• refrigerators for air conditioning. present Article against sustained overload.
2.2.6 Further to the provisions above, the generating sets The load shedding should be automatic.
shall be such as to ensure that with any one generator or its The non-essential services, services for habitability and, if
primary source of power out of operation, the remaining necessary, the secondary essential services may be shed in
generating sets shall be capable of providing the electrical order to make sure that the connected generator set(s) is/are
services necessary to start the main propulsion plant from a not overloaded.
“dead ship” condition.
2.2.10 The emergency source of electrical power may be
2.2.7 Where the electrical power is normally supplied by used for the purpose of starting from a “dead ship” condi-
more than one generator set simultaneously in parallel tion if its capability either alone or combined with that of
operation, provision of protection, including automatic dis- any other source of electrical power is sufficient to provide
connection of sufficient non-essential services and, if neces- at the same time those services required to be supplied in
sary, secondary essential services and those provided for accordance with the provisions of [3.6.3], items a), b), c)
habitability, should be made to ensure that, in case of loss and d), or Pt D, Ch 11, Sec 5 for passenger ships.
2.2.11 The arrangement of the ship’s main source of electri- This may be achieved by arranging at least two three-phase
cal power shall be such that essential services can be main- or three single-phase transformers supplied, protected and
tained regardless of the speed and direction of rotation of installed as indicated in Fig 1, so that with any one trans-
the main propulsion machinery or shafting. former not in operation, the remaining transformer(s) is (are)
sufficient to ensure the supply to the services stated in
2.2.12 Generators driven by the propulsion plant (shaft [2.2.3].
generators) which are intended to operate at constant speed
Each transformer required is to be located as a separate unit
(e.g. a system where vessel speed and direction are con-
with separate enclosure or equivalent, and is to be served
trolled by varying propeller pitch) may be accepted as form-
by separate circuits on the primary and secondary sides.
ing part of the main source of electrical power if, in all
Each of the primary and secondary circuits is to be provided
sailing and manoeuvring conditions including the propeller
with switchgears and protection devices in each phase.
being stopped, the capacity of these generators is sufficient
to provide the electrical power to comply with [2.2.3] and Suitable interlocks or a warning label are to be provided in
all further requirements, especially those of [2.2.6]. They order to prevent maintenance or repair of one single-phase
are to be not less effective and reliable than the indepen- transformer unless both switchgears are opened on their pri-
dent generating sets. mary and secondary sides.
b) the capacity of the standby set is sufficient for the loads 2.2.18 Generators and generator systems, having the ship
necessary for propulsion and safety of the vessel propulsion machinery as their prime mover but not forming
part of the ship main source of electrical power, may be
c) the time required to restore these services is not longer
used whilst the ship is at sea to supply electrical services
than 45 s.
required for normal operational and habitable conditions
2.2.14 Where transformers, converters or similar appli- provided that:
ances constitute an essential part of the electrical supply a) there are sufficient and adequately rated additional gen-
system, the system is to be so arranged as to ensure the erators fitted, which constitute the main source of elec-
same continuity of supply as stated in this sub-article. trical power required by [2.2.1]
Figure 1 :
R R
'P' S 'P' S
T T
enclosure or separation
R R
S S
T T
b) arrangements are fitted to automatically start one or 2.3.6 An indicator shall be mounted in a suitable place on
more of the generators, constituting the main source of the main switchboard or in the machinery control room to
electrical power required by [2.2.1], upon the frequency indicate when the batteries constituting either the emer-
variations exceeding ± 10% of the limits specified gency source of electrical power or the transitional source
below of emergency electrical power referred to in [2.3.15] and
c) within the declared operating range of the generators [2.3.16] are being discharged.
and/or generator systems the specified limits for the volt-
2.3.7 If the services which are to be supplied by the transi-
age variations and the frequency variations in Ch 2, Sec
tional source receive power from an accumulator battery by
2 can be met
means of semiconductor converters, means are to be pro-
d) the short circuit current of the generator and/or genera- vided for supplying such services also in the event of failure
tor system is sufficient to trip the generator/generator of the converter (e.g. providing a bypass feeder or a duplica-
system circuit-breaker taking into account the selectivity tion of converter).
of the protective devices for the distribution system
e) where considered appropriate, load shedding arrange- 2.3.8 Where electrical power is necessary to restore propul-
ments are to be fitted sion, the capacity of the emergency source shall be suffi-
cient to restore propulsion to the ship in conjunction to
f) on ships having remote control of the ship's propulsion other machinery as appropriate, from a dead ship condition
machinery from the navigating bridge, means are pro- within 30 min. after blackout.
vided, or procedures be in place, so as to ensure that
supplies to essential services are maintained during For the purpose of this requirement only, the dead ship con-
manoeuvring conditions in order to avoid a blackout sit- dition and blackout are both understood to mean a condi-
uation. tion under which the main propulsion plant, boilers and
auxiliaries are not in operation and in restoring the propul-
sion, no stored energy for starting the propulsion plant, the
2.3 Emergency source of electrical power main source of electrical power and other essential auxilia-
ries is to be assumed available. It is assumed that means are
2.3.1 A self-contained emergency source of electrical
available to start the emergency generator at all times.
power shall be provided.
The emergency generator and other means needed to
2.3.2 Provided that suitable measures are taken for safe- restore the propulsion are to have a capacity such that the
guarding independent emergency operation under all cir- necessary propulsion starting energy is available within 30
cumstances, the emergency generator may be used, minutes of blackout/dead ship condition as defined above.
exceptionally, and for short periods, to supply non-emer- Emergency generator stored starting energy is not to be
gency circuits. directly used for starting the propulsion plant, the main
Exceptionally is understood to mean conditions, while the source of electrical power and/or other essential auxiliaries
vessel is at sea, such as: (emergency generator excluded).
a) blackout situation For steam ships, the 30 minute time limit given in SOLAS
can be interpreted as time from blackout/dead ship condi-
b) dead ship situation
tion defined above to light-off the first boiler.
c) routine use for testing
d) short-term parallel operation with the main source of 2.3.9 Where the emergency source of power is necessary
electrical power for the purpose of load transfer. to restore the main source of electrical power, provisions
are to be made to allow a manual restart of a main generat-
Unless otherwise instructed by the Society, the emergency ing set in case of failure of the emergency source.
generator may be used during lay time in port for the supply
of the ship mains, provided the requirements of [2.4] are 2.3.10 Provision shall be made for the periodic testing of
complied with. the complete emergency system and shall include the test-
ing of automatic starting arrangements, where provided.
2.3.3 The electrical power available shall be sufficient to
supply all those services that are essential for safety in an 2.3.11 For starting arrangements for emergency generating
emergency, due regard being paid to such services as may sets, see Ch 1, Sec 2, [3.1].
have to be operated simultaneously.
2.3.12 The emergency source of electrical power may be
2.3.4 The emergency source of electrical power shall be
either a generator or an accumulator battery which shall
capable, having regard to starting currents and the transi-
comply with the requirements of [2.3.13] or [2.3.15],
tory nature of certain loads, of supplying simultaneously at
respectively.
least the services stated in [3.6.3] for the period specified, if
they depend upon an electrical source for their operation. 2.3.13 Where the emergency source of electrical power is a
generator, it shall be:
2.3.5 The transitional source of emergency electrical
power, where required, is to be of sufficient capacity to sup- a) driven by a suitable prime mover with an independent
ply at least the services stated in [3.6.7] for half an hour, if supply of fuel, having a flashpoint (closed cup test) of
they depend upon an electrical source for their operation. not less than 43°C
b) started automatically upon failure of the main source of 2.3.19 If the emergency generator is fitted with control,
electrical power supply to the emergency switchboard alarm and safety systems based on electronic equipment,
unless a transitional source of emergency electrical these systems are to be so arranged that, when in failure,
power in accordance with c) below is provided; where there is still a possibility to operate the emergency generator
the emergency generator is automatically started, it shall manually.
be automatically connected to the emergency switch- A failure of the electronic governor is not considered.
board; those services referred to in [3.6.7] shall then be
connected automatically to the emergency generator, 2.3.20 For the emergency source of electrical power in pas-
and senger ships, see Pt D, Ch 11, Sec 5.
c) provided with a transitional source of emergency electri-
cal power as specified in [2.3.16] unless an emergency 2.3.21 Ships having the additional service feature SPxxx or
generator is provided capable both of supplying the ser- SPxxx-capable with xxx greater than 60 are to comply, in
vices mentioned in that paragraph and of being auto- addition to the requirements of this article, with the provi-
matically started and supplying the required load as sions of Pt D, Ch 11, Sec 5, [2].
quickly as is safe and practicable subject to a maximum
of 45 s. 2.4 Use of emergency generator in port
2.3.14 It is accepted to apply the total consumer load in 2.4.1 To prevent the generator or its prime mover from
steps providing that: becoming overloaded when used in port, arrangements are
• the total load is supplied within 45 seconds since power to be provided to shed sufficient non-emergency loads to
failure on the main switchboard ensure its continued safe operation.
• the power distribution system is designed such that the 2.4.2 The prime mover is to be arranged with fuel oil filters
declared maximum step loading is not exceeded and lubrication oil filters, monitoring equipment and pro-
• the compliance of time delays and loading sequence tection devices as requested for the prime mover for main
with the above is demonstrated at ship’s trials. power generation and for unattended operation.
Note 1: Pt F, Ch 3, Sec 1, Tab 28 applies.
2.3.15 Where the emergency source of electrical power is
an accumulator battery it shall be capable of: 2.4.3 The fuel oil supply tank to the prime mover is to be
provided with a low level alarm, arranged at a level ensur-
a) carrying the emergency electrical load without recharg-
ing sufficient fuel oil capacity for the emergency services for
ing while maintaining the voltage of the battery through-
the period of time as required in [3.6].
out the discharge period within 12% above or below its
nominal voltage
2.4.4 The prime mover is to be designed and built for con-
b) automatically connecting to the emergency switchboard tinuous operation and should be subjected to a planned
in the event of failure of the main source of electrical maintenance scheme ensuring that it is always available
power, and and capable of fulfilling its role in the event of an emer-
c) immediately supplying at least those services specified gency at sea.
in [3.6.7].
2.4.5 Fire detectors are to be installed in the location where
2.3.16 The transitional source of emergency electrical the emergency generator set and emergency switchboard
power where required by [2.3.13] item c), shall consist of are installed.
an accumulator battery which shall operate without
2.4.6 Means are to be provided to readily change over to
recharging while maintaining the voltage of the battery
emergency operation.
throughout the discharge period within 12% above or
below its nominal voltage and be so arranged as to supply
2.4.7 Control, monitoring and supply circuits for the pur-
automatically in the event of failure of either the main or the
pose of the use of the emergency generator in port are to be
emergency source of electrical power for half an hour at
so arranged and protected that any electrical fault will not
least the services in [3.6.7] if they depend upon an electri-
influence the operation of the main and emergency ser-
cal source for their operation.
vices.
2.3.17 Where the emergency and/or transitional source of When necessary for safe operation, the emergency switch-
power is an uninterruptible power system (UPS), it is to board is to be fitted with switches to isolate the circuits.
comply with the requirement of Ch 2, Sec 6, [3].
2.4.8 Instructions are to be provided on board to ensure
2.3.18 Where the emergency and/or transitional emer- that, even when the vessel is underway, all control devices
gency loads are supplied from a battery via an electronic (e.g. valves, switches) are in a correct position for the inde-
converter or inverter, the maximum permitted d.c. voltage pendent emergency operation of the emergency generator
variations are to be taken as those on the load side of the set and emergency switchboard.
converter or inverter. These instructions are also to contain information on the
Where the d.c. is converted into a.c. the maximum varia- required fuel oil tank level, position of harbour/sea mode
tions are not exceed those given in Ch 2, Sec 2, Tab 6. switch, if fitted, ventilation openings, etc.
3.1.2 Means of disconnection are to be fitted in the neutral 3.4.2 No common switchgear (e.g. contactors for emer-
earthing connection of each generator so that the generator gency stop) is to be used between the switchboard’s busbars
may be disconnected for maintenance or insulation resis- and two primary non duplicated essential services.
tance measurements.
3.4.3 Where the main source of electrical power is neces-
3.1.3 Generator neutrals may be connected in common, sary for propulsion and steering of the ship, the system shall
provided that the third harmonic content of the voltage be so arranged that the electrical supply to equipment nec-
wave form of each generator does not exceed 5%. essary for propulsion and steering and to ensure safety of
the ship will be maintained or immediately restored in the
3.1.4 Where a switchboard is split into sections operated case of loss of any one of the generators in service.
independently or where there are separate switchboards,
neutral earthing is to be provided for each section or for
3.4.4 Ships having the additional service feature SPxxx or
each switchboard. Means are to be provided to ensure that
SPxxx-capable with xxx greater than 60 are to comply, in
the earth connection is not removed when generators are
isolated. addition to the requirements of this article, with the provi-
sions of Pt D, Ch 11, Sec 5, [1.2.1].
3.1.5 Where for final sub-circuits it is necessary to locally
connect a pole (or phase) of the sub-circuits to earth after
the protective devices (e.g. in automation systems or to
avoid electromagnetic disturbances), provision (e.g.
3.5 Main distribution of electrical power
d.c./d.c. converters or transformers) is to be made such that
current unbalances do not occur in the individual poles or 3.5.1 Where the main source of electrical power is neces-
phases. sary for propulsion of the ship, the main busbar is to be
divided into at least two parts which are normally to be
3.1.6 For high voltage systems see Ch 2, Sec 13. connected by circuit breakers or other approved means
such as circuit breakers without tripping mechanisms or dis-
connecting links or switches by means of which busbars
3.2 Insulated distribution systems
can be split safely and easily.
3.2.1 Every insulated distribution system, whether primary Bolted links, for example bolted bus bar sections, are not
or secondary (see Note 1), for power, heating or lighting, accepted.
shall be provided with a device capable of continuously
monitoring the insulation level to earth (i.e. the values of The connection of generating sets and associated auxiliaries
electrical insulation to earth) and of giving an audible and and other duplicated equipment is to be equally divided
visual indication of abnormally low insulation values (see between the parts as far as practicable, so that in the event
Ch 2, Sec 15). of damage to one section of the switchboard the remaining
Note 1: A primary system is one supplied directly by generators. parts are still supplied.
Secondary systems are those supplied by transformers or convert-
ers. 3.5.2 Two or more units serving the same consumer (e.g.
main and standby lubricating oil pumps) are to be supplied
3.2.2 For high voltage systems see Ch 2, Sec 13. by individual separate circuits without the use of common
feeders, protective devices or control circuits.
3.3 Distribution systems with hull return This requirement is satisfied when such units are supplied
by separate cables from the main switchboard or from two
3.3.1 Where the hull return system is used, if permitted, all independent section boards.
final sub-circuits, i.e. all circuits fitted after the last protec-
tive device, shall be two-wire. 3.5.3 A main electric lighting system which shall provide
The hull return is to be achieved by connecting to the hull illumination throughout those parts of the ship normally
one of the busbars of the distribution board from which the accessible to and used by (passengers or) crew shall be sup-
final sub-circuits originate. plied from the main source of electrical power.
4) at all stowage positions for fire-fighter’s outfits c) the means of communication which is provided
between the bridge and the radio communication sta-
5) at the steering gear, and tion, if any
6) at the fire pump referred to in e) below, at the sprin- d) the public address system.
kler pump, if any, at the emergency bilge pump, if
any, and at the starting positions of their motors 3.6.5 Internal signals required in an emergency generally
c) for a period of 18 hours: include:
1) the navigation lights and other lights required by the a) general alarm
International Regulations for Preventing Collisions at b) watertight door indication.
Sea in force
3.6.6 In a ship engaged regularly in voyages of short dura-
2) on ships constructed on or after 1 February 1995 the
tion, i.e. voyages where the route is no greater than 20 nau-
VHF radio installation required by Regulation
tical miles offshore or where the vessel has a class notation
IV/7.1.1 and IV/7.1.2 of SOLAS Consolidated Edi-
“Coastal Navigation”, the Society may, if satisfied that an
tion 1992, and, if applicable:
adequate standard of safety would be attained, accept a
• the MF radio installation required by Regulations lesser period than the 18-hour period specified in [3.6.3],
IV/9.1.1, IV/9.1.2, IV/10.1.2 and IV/10.1.3 items b) to e), but not less than 12 hours.
• the ship earth station required by Regulation Note 1: In ships for which Solas is not applicable, a reduced period
IV/10.1.1, and of time may be accepted.
• the MF/HF radio installation required by Regula- Note 2: For passenger ships see Pt D, Ch 11, Sec 5.
tions IV/10.2.1, IV/10.2.2 and IV/11.1
3.6.7 The transitional source of emergency electrical
d) for a period of 18 hours:
power, where required, shall supply for half an hour at least
1) all internal communication equipment as required in the following services if they depend upon an electrical
an emergency [3.6.4] source for their operation:
a) the lighting required by [3.6.3], items a), b) and c) 1) for 3.8.2 Each motor is to be provided with controlgear ensur-
this transitional phase, the required emergency electric ing its satisfactory starting.
lighting, in respect of the machinery space and the
Direct on line starters are accepted if the voltage drop does
accommodation and service spaces may be provided by
not exceed 15% of the network voltage.
permanently fixed, individual, automatically charged,
relay operated accumulator lamps, and
3.8.3 Efficient means are to be provided for the isolation of
b) all services required by [3.6.3], items d) 1), d) 3) and the motor and its associated control gear from all live poles
d) 4), unless such services have an independent supply of the supply.
for the period specified from an accumulator battery
suitably located for use in an emergency. Where the control gear is mounted on or adjacent to a
switchboard, a disconnecting switch in the switchboard
may be used for this purpose.
3.7 Shore supply
Otherwise, a disconnecting switch within the control gear
3.7.1 Where arrangements are made for supplying the enclosure or a separate enclosed disconnecting switch is to
electrical installation from a source on shore or elsewhere, be provided.
a suitable connection box is to be installed on the ship in a
convenient location to receive the flexible cable from the 3.8.4 Where the starter or any other apparatus for discon-
external source. necting the motor is remote from the motor itself, one of the
following is to be arranged:
3.7.2 Permanently fixed cables of adequate rating are to be
provided for connecting the box to the main switchboard. a) provision for locking the circuit disconnecting switch in
the OFF position
3.7.3 Where necessary for systems with earthed neutrals,
the box is to be provided with an earthed terminal for con- b) an additional disconnecting switch fitted near the motor
nection between the shore’s and ship’s neutrals or for con- c) provision such that the fuses in each live pole or phase
nection of a protective conductor. can be readily removed and retained by persons autho-
rised to have access to the motor.
3.7.4 The connection box is to contain a circuit-breaker or
a switch-disconnector and fuses.
3.8.5 Unless automatic restarting is required, motor control
The shore connection is to be protected against short-circuit circuits are to be designed so as to prevent any motor from
and overload however, the overload protection may be unintentional automatic restarting after a stoppage due to
omitted in the connection box if provided on the main over-current tripping or a fall in or loss of voltage, if such
switchboard. starting is liable to cause danger. Where reverse-current
braking of a motor is provided, provision is to be made for
3.7.5 Means are to be provided for checking the phase
the avoidance of reversal of the direction of rotation at the
sequence of the incoming supply in relation to the ship’s
end of braking, if such reversal may cause danger.
system.
3.7.6 The cable connection to the box is to be provided 3.9 Specific requirements for special power
with at least one switch-disconnector on the main switch- services
board.
3.9.1 For the supply and characteristics of the distribution
3.7.7 The shore connection is to be provided with an indi-
of the following services see the requirements listed:
cator at the main switchboard in order to show when the
cable is energised. • steering gear: Ch 1, Sec 11, [2]
3.7.8 At the connection box a notice is to be provided giv- • fire-extinguishing and detecting systems: Ch 4, Sec 15
ing full information on the nominal voltage and frequency • permanently installed submersible bilge pump: Ch 1,
of the installation. Sec 10, [6.7.7]
3.7.9 The switch-disconnector on the main switchboard is • ventilation fans, fuel pumps: Ch 4, Sec 2, [2.1]
to be interlocked with the main generator circuit-breakers • pumps discharging overboard above the lightest water
in order to prevent its closure when any generator is supply- line and in way of the area of lifeboat and liferaft
ing the main switchboard. launching: Ch 1, Sec 10, [5.2.4].
3.7.10 Adequate means are to be provided to equalise the
3.9.2 All power circuits terminating in a bunker or cargo
potential between the hull and the shore when the electri-
space are to be provided with a multiple-pole switch out-
cal installation of the ship is supplied from shore.
side the space for disconnecting such circuits.
3.11 Reefer containers 3.13.4 Where there are double navigation lights, i.e. lights
with two lamps or where for every navigation light a spare
3.11.1 Where the ship is intended to carry a large number is also fitted, the connections to such lights may run in a
of refrigerated containers, provision of suitable means for single cable provided that means are foreseen in the distri-
preventing earth faults on containers from affecting the bution board to ensure that only one lamp or light may be
main distribution system is to be made (galvanic isolation, supplied at any one time.
tripping of the faulty circuit).
3.13.5 Each navigation light is to be provided with an auto-
3.12 Power supply to final sub-circuits: matic indicator giving audible and/or visual warning in the
socket outlet and lighting event of failure of the light. If an audible device alone is fit-
ted, it is to be connected to a separate source of supply from
3.12.1 Final sub-circuits for lighting supplying more than that of the navigation lights, for example an accumulator
one lighting point and for socket-outlets are to be fitted with (storage) battery.
protective devices having a current rating not exceeding If a visual signal is used connected in series with the naviga-
16 A. tion light, means are to be provided to prevent the extinc-
tion of the navigation light due to the failure of the visual
3.12.2 In spaces such as:
signal.
• main and large machinery spaces
A minimum level of visibility is to be assured in the case of
• large galleys
use of dimmer devices.
• passageways
• stairways leading to boat-decks
3.14 General emergency alarm system
• public spaces
there is to be more than one final sub-circuit for lighting 3.14.1 An electrically operated bell or klaxon or other
such that failure of any one circuit does not reduce the equivalent warning system installed in addition to the ship's
lighting to an insufficient level. whistle or siren, for sounding the general emergency alarm
signal, is to comply with the requirements of this sub-article.
3.12.3 Where the emergency installation is required, one
of the circuits in [3.12.2] may be supplied from the emer- 3.14.2 The general emergency alarm system is to be sup-
gency source of power. plemented by either a public address system complying
with the requirements in [3.15] or other suitable means of
3.12.4 All lighting circuits terminating in a bunker or cargo communication.
space are to be provided with a multiple-pole switch out-
side the space for disconnecting such circuits. 3.14.3 Entertainment sound system is to be automatically
turned off when the general alarm system is activated.
3.12.5 The number of lighting points (lamps) supplied by a
final sub-circuit having a current rating not exceeding 16 A 3.14.4 The system is to be continuously powered and is to
is not to exceed the following maxima: have an automatic change-over to a standby power supply
• 10 lamps for voltage up to 55 V in case of loss of normal power supply.
• 14 lamps for voltage from 56 V up to 120 V An alarm is to be given in the event of failure of the normal
• 24 lamps for voltage from 121 V to 250 V. power supply.
3.12.6 Final sub-circuits for lighting in accommodation 3.14.5 The system is to be powered by means of two cir-
spaces may include socket-outlets. In that case, each cuits, one from the ship's main supply and the other from
socket-outlet counts for two lighting points. the emergency source of electrical power required by [2.3]
and [3.6].
3.13 Navigation lights
3.14.6 The system is to be capable of operation from the
3.13.1 Navigation lights are to be connected separately to navigation bridge and, except for the ship’s whistle, also
a distribution board specially reserved for this purpose. from other strategic points.
Note 1: Other strategic points are taken to mean those locations,
3.13.2 The distribution board in [3.13] is to be supplied other than the navigation bridge, from where emergency situations
from two alternative circuits, one from the main source of are intended to be controlled and the general alarm system can be
power and one from the emergency source of power (see activated. A fire control station or a cargo control station should
also [3.6]). normally be regarded as strategic points.
The transfer of supply is to be practicable from the bridge,
for example by means of a switch. 3.14.7 The alarm is to continue to function after it has been
triggered until it is manually turned off or is temporarily
3.13.3 Each navigation light is to be controlled and pro- interrupted by a message on the public address system.
tected in each insulated pole by a double-pole switch and a
fuse or, alternatively, by a double-pole circuit-breaker, fitted 3.14.8 The alarm system is to be audible throughout all the
on the distribution board referred to in [3.13]. accommodation and normal crew working spaces.
3.14.9 The minimum sound pressure level for the emer- • the system automatically overrides any other non emer-
gency alarm tone in interior and exterior spaces is to be 80 gency input system when an emergency alarm is
dB (A) and at least 10 dB (A) above ambient noise levels required
occurring during normal equipment operation with the ship • the system automatically overrides any volume control
underway in moderate weather. provided to give the required output for the emergency
3.14.10 In cabins without a loudspeaker installation, an mode when an emergency alarm is required
electronic alarm transducer, e.g. a buzzer or similar, is to be • the system is arranged to prevent feedback or other
installed. interference
3.14.11 The sound pressure level at the sleeping position in • the system is arranged to minimise the effect of a single
cabins and in cabin bathrooms is to be at least 75 dB (A) failure so that the alarm signal is still audible (above
and at least 10 dB (A) above ambient noise levels. ambient noise levels) also in the case of failure of any
one circuit or component, by means of the use of:
3.14.12 For cables used for the general emergency alarm - multiple amplifiers
system, see [9.6.1].
- segregated cable routes to public rooms, alleyways,
stairways and control stations
3.15 Public address system
- more than one device for generating electronic
3.15.1 The public address system is to be a loudspeaker sound signal
installation enabling the broadcast of messages into all - electrical protection for individual loudspeakers
spaces where people on board are normally present. against short-circuits.
In spaces such as under deck passageways, bosun’s locker,
hospital and pump rooms, the public address system is/may
3.17 Control and indication circuits
not be required.
3.15.2 Where the public address system is used to supple- 3.17.1 For the supply of automation systems, comprising
ment the general emergency alarm system as per [3.14.2], it control, alarm and safety system, see the requirements of
is to be continuously powered from the emergency source Part C, Chapter 3.
of electrical power required by [2.3] and [3.6].
3.17.2 Control and indicating circuits relative to primary
3.15.3 The system is to allow for the broadcast of messages essential services are to be branched off from the main cir-
from the navigation bridge and from other places on board cuit in which the relevant equipment is installed. Equivalent
the ship as deemed necessary. arrangements may be accepted by the Society.
3.15.4 The system is to be protected against unauthorised 3.17.3 Control and indicating circuits relative to secondary
use. essential services and to non-essential services may be sup-
plied by distribution systems reserved for the purpose to the
3.15.5 The system is to be installed with regard to acousti- satisfaction of the Society.
cally marginal conditions and not require any action from
the addressee.
3.18 Power supply to the speed control
3.15.6 Where an individual loudspeaker has a device for systems of main propulsion engines
local silencing, an override arrangement from the control
station(s), including the navigating bridge, is to be in place. 3.18.1 Electrically operated speed control systems of main
engines are to be fed from the main source of electrical
3.15.7 With the ship underway in normal conditions, the power.
minimum sound pressure level for broadcasting emergency
announcements is to be: 3.18.2 Where more than one main propulsion engine is
a) in interior spaces, 75 dB (A) and at least 20 dB (A) above foreseen, each speed control system is to be provided with
the speech interference level an individual supply by means of separate wiring from the
b) in exterior spaces, 80 dB (A) and at least 15 dB (A) main switchboard or from two independent section boards.
above the speech interference level. Where the main busbars are divided into two sections, the
With respect to cabin/state rooms, the sound pressure level governors are, as far as practicable, to be supplied equally
is to be attained as required inside such spaces during sea from the two sections.
trials.
3.18.3 In the case of propulsion engines which do not
depend for their operation on electrical power, i.e. pumps
3.16 Combined general emergency alarm-
driven from the main engine, the speed control systems are
public address system to be fed both from the main source of electrical power and
3.16.1 Where the public address system is the only means from an accumulator battery for at least 15 minutes or from
for sounding the general emergency alarm signal and the a similar supply source.
fire alarm, in addition to the requirements of [3.14] and Such battery may also be used for other services such as
[3.15], the following are to be satisfied: automation systems, where foreseen.
3.19 Power supply to the speed control enced on the main busbar. The crew is to be alerted when
systems of generator sets the level of harmonic distortion exceed the acceptable lim-
its.
3.19.1 Each electrically operated control and/or speed con-
trol system of generator sets is to be provided with a sepa- 3.22.2 Where the electrical distribution system on board a
rate supply from the main source of electric power and from ship includes harmonic filters the system integrator of the
an accumulator battery for at least 15 minutes or from a distribution system is to show, by calculation, the effect of a
similar supply source. failure of a harmonic filter on the level of harmonic distor-
tion experienced.
3.19.2 The speed control system of generator sets is to be
supplied from the main switchboard or from independent 3.22.3 The system integrator of the distribution system is to
section boards. provide the Society, for information, with guidance docu-
Where the main busbars are divided into two sections, the menting permitted modes of operation of the electrical dis-
governors are, as far as practicable, to be supplied from the tribution system while maintaining harmonic distortion
sections to which the relevant generators are connected. levels within acceptable limits during normal operation as
well as following the failure of any combination of har-
monic filters
3.20 Installation of water-based local
application fire-fighting systems 3.22.4 Arrangements are to be provided to alert the crew in
(FWBLAFFS) the event of activation of the protection of a harmonic filter
circuit.
3.20.1 The system is to be capable of manual release.
3.22.5 A harmonic filter is to be arranged as a three phase
3.20.2 The activation of the fire-fighting system is not to unit with individual protection of each phase. The activa-
result in loss of electrical power or reduction of the tion of the protection arrangement in a single phase is to
manoeuvrability of the ship. result in automatic disconnection of the complete filter.
3.20.3 The system and its components are to be designed 3.22.6 A current unbalance detection system, independent
to withstand ambient temperature changes, vibration, of the overcurrent protection, is to be provided in order to
humidity, shock, impact, clogging and corrosion normally alert the crew in case of current unbalance.
encountered in machinery spaces. Components within the
protected spaces are to be designed to withstand the ele- 3.22.7 Additional protection for the individual capacitor
vated temperatures which could occur during a fire. element as e.g. relief valve or overpressure disconnector in
order to protect against damage from rupturing may be con-
3.20.4 Degrees of protection are to be in accordance with sidered, depending on the type of capacitors used.
[4.2].
3.21.1 Integrated electric systems used to drive both cargo 4.1.2 Equipment supplied at nominal voltages in excess of
and ballast pumps on tankers, including control and safety 500 V and accessible to non-authorised personnel (e.g.
systems, are to comply with the provisions of Pt D, Ch 7, equipment not located in machinery spaces or in locked
Sec 4, [3.6]. compartments under the responsibility of the ship’s officers)
is to have a degree of protection against touching live parts
of at least IP 4X.
3.22 Harmonic distortion for ship electrical
distribution system including harmonics 4.1.3 In addition to the requirements of this paragraph,
filters equipment installed in spaces with an explosion hazard is
also subject to the provisions of Ch 2, Sec 2, [6].
3.22.1 Where harmonic filters are installed on main bus-
bars of electrical distribution system, other than those 4.1.4 The enclosures of electrical equipment for the moni-
installed for single application frequency drives such as toring and control of watertight doors which are situated
pump motors, the ships are to be fitted with facilities to con- below the bulkhead deck are to provide suitable protection
tinuously monitor the levels of harmonic distortion experi- against the ingress of water.
• tracking as the result of water entering the equipment 6.1 Environmental categories
• potential damage as the result of residual salts from sea water 6.1.1 The environmental categories of the electrical equip-
systems ment, in relation to the place of installation, are generally to
be those specified in Tab 3.
• high voltage installations
6.1.2 For ships operating outside the tropical belt, the max-
• personnel protection against electric shock
imum ambient air temperature may be assumed as equal to
Equipment may require maintenance after being subjected to water + 40°C instead of + 45°C, so that the first characteristic
mist/spray. numeral changes from 1 to 3.
Accessories
Switch- Heat- Cook-
(e.g.
Condition in Example of board, Gener- Trans- Lumi- ing ing Socket
Motors switches,
location location control gear, ators formers naires appli- appli- outlets
connection
motorstarters ances ances
boxes)
Danger of Dry accommoda-
touching live tion spaces, dry IP 20 X (1) IP 20 IP 20 IP 20 IP 20 IP 20 IP 20 IP 20
parts only control rooms
Control rooms,
wheel-house, IP 22 X IP 22 IP 22 IP 22 IP 22 IP 22 IP 22 IP 22
radio room
Engine and boiler
IP 22 IP 22 IP 22 IP 22 IP 22 IP 22 IP 22 IP 44 IP 44
Danger of rooms above floor
dripping liquid Steering gear
IP 22 IP 22 IP 22 IP 22 IP 22 IP 22 X IP 44 IP 44
and/or rooms
moderate Emergency
mechanical IP 22 IP 22 IP 22 IP 22 IP 22 IP 22 X IP 44 IP 44
machinery rooms
damage
General
IP 22 X IP 22 IP 22 IP 22 IP 22 X IP 22 IP 44
storerooms
Pantries IP 22 X IP 22 IP 22 IP 22 IP 22 IP 22 IP 44 IP 44
Provision rooms IP 22 X IP 22 IP 22 IP 22 IP 22 X IP 44 IP 44
Ventilation ducts X X IP 22 X X X X X X
Bathrooms and/or
X X X X IP 34 IP 44 X IP 55 IP 55
showers
Increased Engine and boiler
X X IP 44 X IP 34 IP 44 X X IP 55
danger of rooms below floor
liquid and/or Closed fuel oil
IP 44 X IP 44 IP 44 IP 34 IP 44 X X IP 55
mechanical separator rooms
damage
Closed
lubricating oil IP 44 X IP 44 IP 44 IP 34 IP 44 X X IP 55
separator rooms
Ballast pump IP 44 IP 44
IP 44 X IP 34 IP 44 X IP 55 IP 55
rooms (2) (2)
Increased Refrigerated
danger of X X IP 44 X IP 34 IP 44 X IP 55 IP 55
rooms
liquid and
mechanical Galleys and
IP 44 X IP 44 IP 44 IP 34 IP 44 IP 44 IP 44 IP 44
damage laundries
Public bathrooms
X X IP 44 IP 44 IP 34 IP 44 X IP 44 IP 44
and shower
Danger of Shaft or pipe
liquid spraying, tunnels in double IP 55 X IP 55 IP 55 IP 55 IP 55 X IP 56 IP 56
presence of bottom
cargo dust, Holds for general
serious mechani- X X IP 55 X IP 55 IP 55 X IP 56 IP 56
cargo
cal damage,
aggressive fumes Ventilation trunks X X IP 55 X X X X X X
Danger of liquid
in massive Open decks IP 56 X IP 56 X IP 55 IP 56 X IP 56 IP 56
quantities
(1) The symbol “X” denotes equipment which it is not advised to install.
(2) Electric motors and starting transformers for lateral thrust propellers located in spaces similar to ballast pump rooms may have
degree of protection IP 22.
7.3.2 Equipment is to be chosen on the basis of its rated short-circuit current liable to occur at the point of installa-
current and its making/breaking capacity. tion having regard to the time required for the short-circuit
to be removed.
7.3.3 In the selection of circuit-breakers with intentional
short-time delay for short-circuit release, those of utilisation 7.4.5 The use of a protective device not having a short-cir-
category B are to be used and they are to be selected also cuit breaking or making capacity at least equal to the maxi-
taking into account their rated short-time withstand current mum prospective short-circuit current at the point where it
capacity (Icw). is installed is permitted, provided that it is backed up on the
For circuit-breakers without intentional short-time delay for generator side by a fuse or by a circuit-breaker having at
short-circuit release, circuit breakers of utilisation category least the necessary short-circuit rating and not being the
A may be used and they are to be selected according to generator circuit-breaker.
their rated service short-circuit breaking capacity (Ics).
7.4.6 The same fuse or circuit-breaker may back up more
Note 1: For the purpose of these Rules, utilisation categories A and
B are defined as follows:
than one circuit-breaker where the circuits concerned do
not involve essential services.
• utilisation category A: circuit-breakers not specifically intended
for selectivity under short-circuit conditions with respect to
7.4.7 The short-circuit performance of the back-up arrange-
other short-circuit protective devices in series on the load side,
i.e. without an intentional short-time delay provided for selec- ment is to be equal to the requirements of IEC Publication
tivity under short-circuit conditions 60947-2 for a single circuit-breaker having the same short-
circuit performance category as the backed-up circuit-
• utilisation category B: circuit-breakers specifically intended for breaker and rated for the maximum prospective short-cir-
selectivity under short-circuit conditions with respect to other
cuit level at the supply terminals of the arrangement.
short-circuit protective devices in series on the load side, i.e.
with an intentional short-time delay (which may be adjustable)
provided for selectivity under short-circuit conditions. 7.4.8 Circuit-breakers with fuses connected to the load side
may be used, provided the back-up fuses and the circuit-
7.3.4 For duplicated essential services and non-essential breakers are of coordinated design, in order to ensure that
services, circuit-breakers may be selected according to their the operation of the fuses takes place in due time so as to
ultimate short-circuit breaking capacity (Icu). prevent arcing between poles or against metal parts of the
circuit-breakers when they are submitted to overcurrents
7.3.5 For switches, the making/breaking capacity is to be in involving the operation of the fuse.
accordance with utilisation category AC-22 A or DC-22 A
(in compliance with IEC Publication 60947-3). 7.4.9 When determining the performance requirements for
the above-mentioned back-up protection arrangement, it is
7.3.6 For fuse-switch disconnectors or switch-disconnector permissible to take into account the impedance of the vari-
fuse units, the making/breaking capacity is to be in accor- ous circuit elements of the arrangement, such as the imped-
dance with utilisation categories AC-23 A or DC-23 A (in ance of a cable connection when the backed-up circuit-
compliance with IEC Publication 60947-3). breaker is located away from the back-up breaker or fuse.
Continuity of supply
1 1 1
2 3 2 3 2 3
Continuity of service
1 1 1
2 3 2 3 2 3
7.8.5 After disconnection of a generator due to overload, 7.9.2 Each circuit is to be protected by a multipole circuit-
the circuit-breaker is to be ready for immediate reclosure. breaker or switch and fuses against overloads and short-cir-
cuits.
7.8.6 Generator circuit-breakers are to be provided with a
reclosing inhibitor which prevents their automatic reclosure 7.9.3 Circuits for lighting are to be disconnected on both
after tripping due to a short-circuit. non-earthed conductors. Single-pole disconnection of final
sub-circuits with both poles insulated is permitted only in
7.8.7 Generators having a capacity of 1500 kVA or above accommodation spaces, when a differential protection is
are to be equipped with a suitable protective device or sys- provided.
tem which, in the event of a short-circuit in the generator or
in the supply cable between the generator and its circuit- 7.9.4 The protective devices of the circuits supplying
breaker, will de-excite the generator and open the circuit- motors are to allow excess current to pass during transient
breaker (e.g. by means of differential protection). starting of motors.
7.8.8 Where the main source of electrical power is neces- 7.9.5 Final sub-circuits which supply one consumer with
sary for the propulsion of the ship, load shedding or other its own overload protection (for example motors), or con-
equivalent arrangements are to be provided to protect the sumers which cannot be overloaded (for example perma-
generators against sustained overload. nently wired heating circuits and lighting circuits), may be
provided with short-circuit protection only.
7.8.9 Arrangements are to be made to disconnect or reduce
automatically the excess load when the generators are over-
7.9.6 Steering gear circuits are to be provided with short-
loaded in such a way as to prevent a sustained loss of speed
circuit protection only (see Ch 1, Sec 11, [2]).
and/or voltage (see Ch 2, Sec 2, Tab 6). The operation of
such device is to activate a visual and audible alarm. A time
delay of 5-20 s is considered acceptable. 7.10 Protection of motors
7.8.10 When an overload is detected the load shedding 7.10.1 Motors of rating exceeding 1 kW and all motors for
system is to disconnect automatically, after an appropriate essential services are to be protected individually against
time delay, the circuits supplying the non-essential services overload and short-circuit. The short-circuit protection may
and, if necessary, the secondary essential services in a sec- be provided by the same protective device for the motor
ond stage. and its supply cable (see [7.9.5]).
7.8.11 Alternating current generators arranged to operate 7.10.2 For motors intended for essential services, the over-
in parallel are to be provided with reverse-power protec- load protection may be replaced by an overload alarm (for
tion. steering gear motors see Ch 1, Sec 11, [2]).
The protection is to be selected in accordance with the
characteristics of the prime mover. 7.10.3 The protective devices are to be designed so as to
allow excess current to pass during the normal accelerating
The following values are recommended: period of motors according to the conditions corresponding
• 2-6% of the rated power for turbogenerators to normal use.
• 8-15% of the rated power for diesel generators. If the current/time characteristic of the overload protection
The reverse-power protection may be replaced by other device does not correspond to the starting conditions of a
devices ensuring adequate protection of the prime movers. motor (e.g. for motors with extra-long starting period), pro-
vision may be made to suppress operation of the device
7.8.12 Generators are to be provided with an undervoltage during the acceleration period on condition that the short-
protection which trips the breaker if the voltage falls to circuit protection remains operative and the suppression of
70%-35% of the rated voltage. overload protection is only temporary.
The undervoltage release also prevents the closing of the
7.10.4 For continuous duty motors the protective gear is to
circuit-breaker if the generator voltage does not reach a
have a time delay characteristic which ensures reliable ther-
minimum of 85% of the rated voltage.
mal protection against overload.
The operation of the undervoltage release is to be instanta-
neous when preventing closure of the breaker, but it is to be 7.10.5 The protective devices are to be adjusted so as to
delayed for selectivity purposes when tripping the breaker. limit the maximum continuous current to a value within the
range 105% - 120% of the motor’s rated full load current.
7.8.13 Generators are to be provided with overvoltage pro-
tection to avoid damage to the connected equipment. 7.10.6 For intermittent duty motors the current setting and
the delay (as a function of time) of the protective devices are
7.9 Protection of circuits to be chosen in relation to the actual service conditions of
the motor.
7.9.1 Each separate circuit shall be protected against short-
circuit and against overload, unless otherwise specified in 7.10.7 Where fuses are used to protect polyphase motor
these Rules or where the Society may exceptionally other- circuits, means are to be provided to protect the motor
wise permit. against unacceptable overload in the case of single phasing.
7.10.8 Motors rated above 1 kW are to be provided with: 7.13.2 Control circuits and control transformers are to be
protected against overload and short-circuit by means of
• undervoltage protection, operative on the reduction or
multipole circuit-breakers or fuses on each pole not con-
failure of voltage, to cause and maintain the interruption
nected to earth.
of power in the circuit until the motor is deliberately
restarted or Overload protection may be omitted for transformers with a
• undervoltage release, operative on the reduction or fail- rated current of less than 2 A on the secondary side.
ure of voltage, so arranged that the motor restarts auto-
The short-circuit protection on the secondary side may be
matically when power is restored after a power failure.
omitted if the transformer is designed to sustain permanent
short-circuit current.
7.10.9 The automatic restart of a motor is not to produce a
starting current such as to cause excessive voltage drop.
7.13.3 Where a fault in a pilot lamp would impair the oper-
In the case of several motors required to restart automati- ation of essential services, such lamps are to be protected
cally, the total starting current is not to cause an excessive separately from other circuits such as control circuits.
voltage drop or sudden surge current to this end, it may be
necessary to achieve a sequence start. Note 1: Pilot lamps connected via short-circuit-proof transformers
may be protected in common with control circuits.
7.10.10 The undervoltage protective devices are to allow
the motor to be started when the voltage exceeds 85% of 7.13.4 Circuits whose failure could endanger operation,
the rated voltage and are to intervene without fail when the such as steering gear control feeder circuits, are to be pro-
voltage drops to less than approximately 20% of the rated tected only against short-circuit.
voltage, at the rated frequency and with a time delay as nec-
essary. 7.13.5 The protection is to be adequate for the minimum
cross-section of the protected circuits.
7.11 Protection of storage batteries
7.14 Protection of transformers
7.11.1 Batteries are to be protected against overload and
short-circuit by means of fuses or multipole circuit-breakers
7.14.1 The primary winding side of power transformers is
at a position adjacent to the battery compartment.
to be protected against short-circuit and overload by means
Note 1: Overcurrent protection may be omitted for the circuit to of multipole circuit-breakers or switches and fuses.
the starter motors when the current drawn is so large that is imprac-
ticable to obtain short-circuit protection. Overload protection on the primary side may be dispensed
with where it is provided on the secondary side or when the
Note 2: When conductors from the batteries are not protected
total possible load cannot reach the rated power of the
against short-circuiting and overload, they are to be installed so as
to be adequately protected against short-circuits and earth faults transformer.
and as short as possible, e.g., starting batteries for emergency gen-
erator or fire pumps engines in the same skid or very near. 7.14.2 The protection against short-circuit is to be such as
to ensure the selectivity between the circuits supplied by
7.11.2 Emergency batteries supplying essential services are the secondary side of the transformer and the feeder circuit
to have short-circuit protection only. of the transformer.
7.12 Protection of shore power connection 7.14.3 When transformers are arranged to operate in paral-
lel, means are to be provided so as to trip the switch on the
7.12.1 Permanently fixed cables connecting the shore con- secondary winding side when the corresponding switch on
nection box to the main switchboard are to be protected by the primary side is open.
fuses or circuit-breakers (see [3.7.4]).
8 System components
7.13 Protection of measuring instruments,
pilot lamps and control circuits
8.1 General
7.13.1 Measuring circuits and devices (voltage transform-
ers, voltmeters, voltage coils of measuring instruments, 8.1.1 The components of the electrical system are to be
insulation monitoring devices etc.) and pilot lamps are to be dimensioned such as to withstand the currents that can pass
protected against short-circuit by means of multipole cir- through them during normal service without their rating
cuit-breakers or fuses. being exceeded.
9.1.2 When cables are laid in bunches, cable types are to • in damp or wet spaces (e.g. in bathrooms)
be chosen in compliance with Ch 2, Sec 9, [1.1.7]. • in refrigerated spaces
9.1.3 Cables which are required to have fire-resisting char- • in machinery spaces and, in general
acteristics are to comply with the requirements stipulated in • where condensation water or harmful vapour may be
Ch 2, Sec 9, [1.1.9]. present.
9.1.4 Cables and insulated wiring are generally to be cho-
9.3.2 Where cables are provided with armour or metallic
sen and installed in accordance with IEC Publications
braid (e.g. for cables installed in hazardous areas), an over-
60092-352, as well with the provisions of this Chapter.
all impervious sheath or other means to protect the metallic
elements against corrosion is to be provided (see Ch 2, Sec
9.2 Choice of insulation 9, [1.5]).
9.2.1 The maximum rated operating temperature of the 9.3.3 An impervious sheath is not required for single-core
insulating material is to be at least 10°C higher than the cables installed in tubes or ducts inside accommodation
maximum ambient temperature liable to occur or to be pro- spaces, in circuits with maximum system voltage 250 V.
duced in the space where the cable is installed.
9.3.4 In choosing different types of protective coverings,
9.2.2 The maximum rated conductor temperature for nor- due consideration is to be given to the mechanical action to
mal and short-circuit operation, for the type of insulating which each cable may be subjected during installation and
compounds normally used for shipboard cables, is not to in service.
exceed the values stated in Tab 4. Special consideration will
be given to other insulating materials. If the mechanical strength of the protective covering is con-
sidered insufficient, the cables are to be mechanically pro-
9.2.3 PVC-ST2 insulated cables are not to be used either in tected (e.g. by an armour or by installation inside pipes or
refrigerated spaces, or on decks exposed to the weather of conduits).
ships classed for unrestricted service.
9.3.5 Single-core cables for a.c. circuits with rated current
9.2.4 Mineral insulated cables will be considered on a case exceeding 20 A are to be either non-armoured or armoured
by case basis. with non-magnetic material.
9.4 Cables in refrigerated spaces fire zones other than those which they serve, they are to be
so arranged that a fire in any of these areas or zones does
9.4.1 Cables installed in refrigerated spaces are to have a not affect the operation of the service in any other area or
watertight or impervious sheath and are to be protected zone. This may be achieved by either of the following mea-
against mechanical damage. If an armour is applied on the sures:
sheath, the armour is to be protected against corrosion by a
further moisture-resisting covering. a) Cables being of a fire resistant type complying with Ch
2, Sec 9, [1.1.9] are installed and run continuous to
keep the fire integrity within the high fire risk area (see
9.5 Cables in areas with a risk of explosion
Fig 4)
9.5.1 For cables in areas with a risk of explosion, see Note 1: The application of this requirement for public spaces con-
[10.3]. taining furniture and furnishings of other than restricted fire risk
and having a deck area of 50 m2 or more will be considered on
9.6 Cables in circuits required to be opera- the case by case basis.
9.8 Internal wiring of switchboards and Table 6 : Current carrying capacity, in A, in continuous
other enclosures for equipment service for cables based on maximum conductor oper-
ating temperature of 85°C (ambient temperature 45°C)
9.8.1 For installation in switchboards and other enclosures
for equipment, single-core cables may be used without fur- Nominal section, Number of conductors
ther protection (sheath). in mm2 1 2 3 or 4
Other types of flame-retardant switchboard wiring may be 1,5 21 18 15
accepted at the discretion of the Society. 2,5 28 24 20
4 38 32 27
9.9 Current carrying capacity of cables 6 49 42 34
9.9.1 The current carrying capacity for continuous service 10 67 57 47
of cables given in Tab 5 to Tab 9 is based on the maximum 16 91 77 64
permissible service temperature of the conductor also indi- 25 120 102 84
cated therein and on an ambient temperature of 45°C. 35 148 126 104
50 184 156 129
9.9.2 The current carrying capacity cited in [9.9.1] is appli-
cable, with rough approximation, to all types of protective 70 228 194 160
covering (e.g. both armoured and non-armoured cables). 95 276 235 193
120 319 271 223
9.9.3 Values other than those shown in Tab 5 to Tab 9 may 150 367 312 257
be accepted provided they are determined on the basis of
185 418 355 293
calculation methods or experimental values approved by
the Society. 240 492 418 344
300 565 480 396
9.9.4 When the actual ambient temperature obviously dif- dc: 650 dc: 553 dc: 455
fers from 45°C, the correction factors shown in Tab 10 may 400
ac: 630 ac: 536 ac: 441
be applied to the current carrying capacity in Tab 5 to Tab 9. dc: 740 dc: 629 dc: 518
500
Table 5 : Current carrying capacity, in A, in continuous ac: 680 ac: 578 ac: 476
service for cables based on maximum conductor oper- dc: 840 dc: 714 dc: 588
630
ating temperature of 60°C (ambient temperature 45°C) ac: 740 ac: 629 ac: 518
Table 8 : Current carrying capacity, in A, in continuous Table 9 : Current carrying capacity, in A, in continuous
service for cables based on maximum conductor oper- service for cables based on maximum conductor oper-
ating temperature of 90°C (ambient temperature 45°C) ating temperature of 95°C (ambient temperature 45°C)
9.9.5 Where more than six cables are bunched together in In no case is a period shorter than 1/2-hour to be used,
such a way that there is an absence of free air circulating whatever the effective period of operation.
around them, and the cables can be expected to be under
full load simultaneously, a correction factor of 0,85 is to be 9.9.7 For supply cables to single services for intermittent loads
applied. (e.g. cargo winches or machinery space cranes), the current
carrying capacity obtained from Tab 5 to Tab 9 may be
9.9.6 Where a cable is intended to supply a short-time load increased by applying the correction factors given in Tab 12.
for 1/2-hour or 1-hour service (e.g. mooring winches or
bow thruster propellers), the current carrying capacity The correction factors are calculated with rough approxi-
obtained from Tab 5 to Tab 9 may be increased by applying mation for periods of 10 minutes, of which 4 minutes with a
the corresponding correction factors given in Tab 11. constant load and 6 minutes without load.
Table 12 : Correction factors for intermittent service peratures and follow substantially identical routing or be
installed in close proximity. Connections in parallel are only
Sum of nominal cross-sectional areas permitted for cross-sections of 10 mm2 or above. When
of all conductors, in mm2 equal impedance can not be assumed, a correction factor of
Correction 0,9 is to be applied to the current carrying capacity.
Cables with Cables without factor
metallic sheath and metallic sheath and
armoured cables non-armoured cables 9.10 Minimum nominal cross-sectional area
S≤5 1,10
of conductors
9.9.8 The current carrying capacity of cables connected in • earthing connections for distribution systems, see Ch 2,
parallel is the sum of the current ratings of all parallel con- Sec 12, [2.5]
ductors but the cables must have equal impedance, equal • neutral connections for three-phase systems, see Ch 2,
cross-section, equal maximum permissible conductor tem- Sec 8, [1.2.4].
10.2 Certified safe type documentation 10.4.3 Standard marine electrical equipment may be
installed in compartments assigned solely to valve-regu-
10.2.1 Safe type certificates or equivalent documentation lated sealed storage batteries.
issued by an accredited or recognized certification body
and established on a basis at least equivalent to the IEC 10.5 Electrical installations in paint stores or
60079 series publication are to be submitted for each elec-
enclosed spaces leading to paint stores
trical equipment located in hazardous areas.
10.5.1 Electrical equipment is to be installed in paint stores
10.2.2 For intrinsically safe circuits, a document describing
and in ventilation ducts serving such spaces only when it is
the system is to be submitted to the Society, specifying the
essential for operational services.
items of electrical equipment and the electrical parameters
of the system, including those of inter-connecting wiring. Certified safe type equipment of the following type is
This document is not required in case a certificate defining acceptable:
the parameters for the complete intrinsically safe system is • certified intrinsically-safe apparatus Ex(i)
available. • certified flameproof Ex(d)
The requirements of IEC 60079-14 apply. • certified pressurised Ex(p)
• certified increased safety Ex(e)
10.3 Electrical cables • certified specially Ex(s).
10.3.1 Electrical cables are not to be installed in hazardous Cables (through runs or termination cables) of armoured
areas except as specifically permitted or when associated type or installed in metallic conduit are to be used.
with intrinsically safe circuits.
10.5.2 Switches, protective devices and motor control gear
10.3.2 All cables installed in Zone 0 or in Zone 1 are to be of electrical equipment installed in a paint store are to inter-
sheathed with at least one of the following: rupt all poles or phases and are preferably to be located in a
non hazardous space.
a) a non-metallic impervious sheath in combination with
braiding or other metallic covering 10.5.3 Electrical equipment for use in paint stores is to
b) a copper or stainless steel sheath (for mineral insulated have minimum explosion group IIB and temperature class
cables only). T3.
10.3.3 All cables installed in non-weather exposed Zone 2 10.5.4 In the areas on open deck within 1 m of inlet and
areas are to be provided with at least a non-metallic exter- exhaust ventilation openings of paint stores or 3 m of
nal impervious sheath. exhaust mechanical ventilation outlets of such spaces, fol-
lowing electrical equipment may be installed:
10.3.4 Cables of intrinsically safe circuits are to have a • electrical equipment with the type of protection as per-
metallic shielding with at least a non-metallic external mitted in paint stores, or
impervious sheath.
• equipment of protection class Exn, or
10.3.5 The circuits of a category “ib” intrinsically safe sys- • appliances which do not generate arcs in service and
tem are not to be contained in a cable associated with a cat- whose surface does not reach unacceptably high tem-
egory “ia” intrinsically safe system required for a hazardous perature, or
area in which only category “ia” systems are permitted. • appliances with simplified pressurised enclosures or
vapour proof enclosures (minimum class of protection
10.4 Electrical installations in battery rooms IP55) whose surface does not reach unacceptably high
temperature
10.4.1 Only lighting fittings may be installed in compart- • cables as specified in [10.5.1].
ments assigned solely to large vented storage batteries (see
Ch 2, Sec 11, [6.2.1]). 10.5.5 Enclosed spaces giving access to paint stores may
The associated switches are to be installed outside such be considered as non-hazardous, provided that:
spaces. • the door to the paint store is a gastight door with self-
Electric ventilator motors are to be outside ventilation ducts closing devices without holding back arrangements
and, if within 3 m of the exhaust end of the duct, they are to • the paint store is provided with an acceptable, indepen-
be of an explosion-proof safe type. The impeller of the fan is dent, natural ventilation system ventilated from a safe
to be of the non-sparking type. area
Overcurrent protective devices are to be installed as close • warning notices are fitted adjacent to the paint store
as possible to, but outside of, battery rooms. entrance stating that the store contains flammable liq-
uids.
Electrical cables other than those pertaining to the equip-
ment arranged in battery rooms are not permitted. Note 1: The paint stores and inlet and exhaust ventilation ducts
under [10.5.4] are classified as Zone 1 and areas on open deck
10.4.2 Electrical equipment for use in battery rooms is to under [10.5.4] are classified as Zone 2 as defined in IEC standard
have minimum explosion group IIC and temperature class 60092-502.
T1. Note 2: A watertight door may be considered as being gastight.
1.1.2 Shafts are to be made of material complying with the 1.4 Electrical insulation
provisions of NR216 Materials and Welding, Ch 2, Sec 3 or,
1.4.1 Insulating materials for windings and other current
where rolled products are allowed in place of forgings, with
carrying parts are to comply with the requirements of Ch 2,
those of NR216 Materials and Welding, Ch 2, Sec 1.
Sec 2, [4.2] and Ch 2, Sec 2, [4.3].
1.1.3 Where welded parts are foreseen on shafts and rotors,
the provisions of NR216 Materials and Welding, Chapter 5 2 Special requirements for generators
are to apply.
2.1 Prime movers, speed governors and
1.1.4 Sleeve bearings are to be efficiently and automati-
cally lubricated at all running speeds. overspeed protection
Provision is to be made for preventing the lubricant from 2.1.1 Prime movers for generators are to comply with the
gaining access to windings or other insulated or bare cur- relevant requirements of Ch 1, Sec 2, [2.7].
rent carrying parts.
2.1.2 When generators are to operate in parallel, the char-
1.1.5 Means are to be provided to prevent bearings from acteristics of speed governors are to comply with the provi-
being damaged by the flow of currents circulating between sions of [2.2].
them and the shaft. According to the manufacturer’s
requirements, electrical insulation of at least one bearing is 2.2 A.c. generators
to be considered.
2.2.1 Alternators are to be so constructed that, when
1.1.6 For surface-cooled machines with an external fan started up, they take up the voltage without the aid of an
installed on the open deck, adequate protection of the fan external electrical power source.
against icing is to be provided.
Where these provisions are not complied with, the external
1.1.7 When liquid cooling is used, the coolers are to be so electrical power source is to be constituted by a battery
arranged as to avoid entry of water into the machine, installation in accordance with the requirements for electri-
whether by leakage or condensation in the heat exchanger, cal starting systems of auxiliary machinery (see Ch 1, Sec 2).
and provision is to be made for the detection of leakage. 2.2.2 The voltage wave form is to be approximately sinu-
soidal, with a maximum deviation from the sinusoidal fun-
1.1.8 Rotating machines whose ventilation or lubrication
damental curve of 5% of the peak value.
system efficiency depends on the direction of rotation are to
be provided with a warning plate. 2.2.3 Each alternator is to be provided with automatic
means of voltage regulation.
1.2 Sliprings, commutators and brushes
2.2.4 For a.c. generating sets operating in parallel, the gov-
1.2.1 Sliprings and commutators with their brushgear are to erning characteristics regarding the load are to comply with
be so constructed that undue arcing is avoided under all requirement of Ch 1, Sec 2, [2.7.6].
normal load conditions.
2.2.5 When a.c. generators are operated in parallel, the
1.2.2 The working position of brushgear is to be clearly and reactive loads of the individual generating sets are not to
permanently marked. differ from their proportionate share of the total reactive
load by more than 10% of the rated reactive power of the
1.2.3 Sliprings, commutators and brushgear are to be read- largest machine, or 25% of that of the smallest machine,
ily accessible for inspection, repairs and maintenance. whichever is the lesser.
2.3 Approval of generating sets 3.1.4 All machines of 100 KW and over, intended for
essential services are to be type approved or case-by-case
2.3.1 A generating set is considered as a whole system approved and surveyed by the Society during testing and, if
including: appropriate, during manufacturing. Tested machines are to
• a prime mover engine and its auxiliaries (for fuel oil, be individually certified by the Society.
turbo compressor, lubricating oil, cooling circuits...) In addition for rotating machines intended for propulsion
• an alternator, and its auxiliaries, if any (lubricating and developing a power of more than 1 MW, requirements
cooling system...) given in [5] apply.
Note 1: An alternative inspection scheme may be agreed by the
• engine control system, speed governor and associated
Society with the manufacturer whereby the attendance of the Sur-
sensors
veyor will not be required as indicated above.
• an automatic voltage regulator
• a coupling system 3.1.5 All machines below 100 KW intended for essential
services are to be type approved or case-by-case approved.
• cabling Individual works' certificate is to be issued by the manufac-
turer and detailed test report submitted to the Society.
2.3.2 Components are to be type approved. Case by case
approvals may be admitted at the discretion of the Society. 3.1.6 For rotating machines intended for non essential ser-
vices, individual works' certificate is to be issued by the
2.3.3 Documentation for system assembly is to be provided:
manufacturer and detailed test report made available and
• List of components submitted upon request.
• General electrical diagram
3.1.7 Case-by-case approval, mentioned in [3.1.4] and
• Coupling system [3.1.5], is to be in line with requirement given in Ch 2, Sec
• Torsional Vibration Calculation, when required in Ch 1, 15, [2.1.2].
Sec 9, [1.1]
3.2 Shaft material
2.3.4 The rated power of the generating set is to be appro-
priate for its actual use. See also Ch 1, Sec 2, [1.3.2]. 3.2.1 Shaft material for electric propulsion motors and for
main engine driven generators where the shaft is part of the
2.3.5 The entity responsible of assembling the generating
propulsion shafting is to be certified by the Society.
set is to install a rating plate marked with at least the follow-
ing information:
3.2.2 Shaft material for other machines is to be in accord-
a) the generating set manufacturer's name or mark ance with recognized international or national standard.
b) the set serial number
3.3 Tests
c) the set date of manufacture (month/year)
d) the rated power (both in kW and KVA) with one of the 3.3.1 Type test are to be carried out on a prototype
prefixes COP, PRP (or, only for emergency generating machine or on the first batch of machines, and routine tests
sets, LTP) as defined in ISO 8528-1:2018 carried out on subsequent machines in accordance with
Tab 1.
e) the rated power factor
f) the set rated frequency, in Hz 3.3.2 Where the test procedure is not specified, the
g) the set rated voltage, in V requirements of IEC 60034-1 apply.
4.1.2 A visual inspection of the machine is to be made to 4.3 Winding resistance measurement
ensure, as far as practicable, that it complies with the tech-
nical documentation. 4.3.1 The resistances of the machine windings are to be
measured and recorded using an appropriate bridge
method or voltage and current method.
4.2 Insulation resistance measurement
4.4 Verification of the voltage regulation
4.2.1 Immediately after the high voltage tests the insulation
resistances are to be measured using a direct current insula- 4.4.1 The alternating current generator, together with its
tion tester between: voltage regulation system, is to be verified in such a way
that, at all loads from no load running to full load, the rated
a) all current carrying parts connected together and earth
voltage at the rated power factor is maintained under steady
b) all current carrying parts of different polarity or phase, conditions within ± 2,5%. These limits may be increased to
where both ends of each polarity or phase are individu- ± 3,5% for emergency sets.
ally accessible.
4.4.2 When the generator is driven at rated speed, giving its
The minimum values of test voltages and corresponding rated voltage, and is subjected to a sudden change of sym-
insulation resistances are given in Tab 2. The insulation metrical load within the limits of specified current and
resistance is to be measured close to the operating tempera- power factor, the voltage is not to fall below 85% nor
ture, or an appropriate method of calculation is to be used. exceed 120% of the rated voltage.
4.4.3 The voltage of the generator is then to be restored to the machine is rated and marked in accordance with the
within plus or minus 3% of the rated voltage for the main testing methods specified in IEC 60034-1, or by means of a
generator sets in not more than 1.5 s. For emergency sets, combination of other tests (see indirect methods in Ch 2,
these values may be increased to plus or minus 4% in not App 1 for synchronous machines and in Ch 2, App 2 for
more than 5 s, respectively. induction machines).
Table 3 : Temperature rise limits for air-cooled machines based on an ambient temperature of 45°C
4.6.2 Overtorque test is to be carried out as a type test for 4.8 Overspeed test
motors, as required in IEC 60034-1. The overtorque test is a
proof of momentary excess torque capability of the machine. 4.8.1 Machines are to withstand the overspeed test as spec-
ified in IEC 60034-1.
General purpose rotating machines are to be designed to
withstand the following excess torque:
4.9 Dielectric strength test
• AC induction motors and DC motors: 60% in excess of
the torque that corresponds to the rating, for 15 s, with- 4.9.1 New and completed rotating machines are to with-
out stalling or abrupt change in speed (under gradual stand a dielectric test as specified in IEC 60034-1.
increase of torque), the voltage and frequency being
4.9.2 For high voltage machines an impulse test is to be
maintained at their rated value
carried out on the coils according to Ch 2, Sec 13.
• AC synchronous motors with salient poles: 50% in
excess of the torque that corresponds to the rating, for 4.9.3 When it is necessary to perform an additional high
15 s, without falling out of synchronism, the voltage, voltage test, this is to be carried out after any further drying,
frequency and excitation current being maintained at with a test voltage of 80% of that specified in IEC 60034-1.
their rated values
4.9.4 Completely rewound windings of used machines are
• AC synchronous motors with wound (induction) or to be tested with the full test voltage applied in the case of
cylindrical rotors: 35% in excess of the torque that cor- new machines.
responds to the rating, for 15 s, without losing synchro-
nism, the voltage and frequency being maintained at 4.9.5 Partially rewound windings are to be tested at 75% of
their rated value. the test voltage required for new machines. Prior to the test,
the old part of the winding is to be carefully cleaned and
Note 1: The overtorque test can be replaced at a routine test by an dried.
overcurrent test.
4.9.6 Following cleaning and drying, overhauled machines
Note 2: The overtorque test may be omitted for electrical propul- are to be subjected to a test at a voltage equal to 1,5 times
sion motor supplied by converter if an overload protection / limita- the rated voltage, with a minimum of 500 V if the rated volt-
tion is provided inside the converter. Justifications are to be age is less than 100 V, and with a minimum of 1000 V if the
transmitted by the converter manufacturer.
rated voltage is equal to or greater than 100 V.
4.6.3 In the case of machines for special uses (e.g. for 4.9.7 A repetition of the high voltage test for groups of
wind-lasses), overload values other than the above may be machines and apparatus is to be avoided if possible, but if a
considered. test on an assembled group of several pieces of new appara-
tus, each of which has previously passed its high voltage
test, is per-formed, the test voltage to be applied to such
4.7 Verification of the steady short circuit assembled group is 80% of the lowest test voltage appropri-
current ate for any part of the group.
Note 1: For windings of one or more machines connected together
4.7.1 It is to be verified that under steady state short-circuit electrically, the voltage to be considered is the maximum voltage
conditions, the generator with its voltage regulating system that occurs in relation to earth.
is capable of maintaining, without sustaining any damage, a
current of at least three times the rated current for a duration 4.10 No load test
of at least 2 s or, where precise data is available, for a dura-
tion of any time delay which may be fitted in a tripping 4.10.1 Machines are to be operated at no load and rated
device for discrimination purposes. speed whilst being supplied at rated voltage and frequency
as a motor while generators are to be driven by a suitable
In order to provide sufficient information for determining
means and excited to give rated terminal voltage.
the discrimination settings in the distribution system where
the generator is going to be used, the generator manufac- During the running test, the vibration of the machine and
turer is to provide the Society, for information, with docu- operation of the bearing lubrication system, if appropriate,
mentation showing the transient behavior of the short are to be checked.
circuit current upon a sudden short-circuit occurring when
excited, and running at nominal speed. The influence of the 4.11 Verification of degree of protection
automatic voltage regulator is to be taken into account, and
the setting parameters for the voltage regulator are to be 4.11.1 As specified in IEC 60034-5.
noted together with the decrement curve. Such a decrement
curve is to be available when the setting of the distribution 4.12 Verification of bearings
system’s short-circuit protection is calculated. The decre-
ment curve need not be based on physical testing. The man- 4.12.1 Upon completion of the above tests, machines
ufacturer’s simulation model for the generator and the which have sleeve bearings are to be opened upon request
voltage regulator may be used where this has been vali- for examination by the Surveyor, to establish that the shaft is
dated through the previous type test on the same model. correctly seated in the bearing shells.
SECTION 5 TRANSFORMERS
1.2.1 Suitable fixed terminal connections are to be pro- 1.4.4 For dry-type transformers cooled with an external liq-
vided in an accessible position with sufficient space for uid cooling system, the permissible limits of temperature
convenient connection of the external cables. rise with a sea water temperature of 32°C are 13°C higher
than those specified in Tab 1.
1.2.2 Terminals are to be clearly identified.
1.4.5 For liquid-cooled transformers, the following tem-
perature rises measured by the resistance method apply:
1.3 Voltage variation, short-circuit condi- • 55°C where the fluid is cooled by air
tions and parallel operation
• 68°C where the fluid is cooled by water.
1.3.1 Under resistive load (cos Φ = 1), the voltage drop
from no load to full load is not to exceed 2,5%. 1.5 Insulation tests
For transformers with a power lower than 5 kVA per phase, 1.5.1 Transformers are to be subjected to a high voltage test
this voltage drop is not to exceed 5%. in accordance with the procedure defined in IEC publica-
An exception is made for special transformers, such as start- tion 60076-3.
ing and instrument transformers, for which a different volt-
age variation may be considered. 1.5.2 The test voltage is to be applied between each wind-
ing under test and the other windings not under test, core
1.3.2 In determining the voltage ratio and the impedance and enclosure all connected together.
voltage of transformers, account is to be taken of the total Single-phase transformers for use in a polyphase group are
permitted voltage drop from the main switchboard’s busbars to be tested in accordance with the requirements applicable
to the consumers (see Ch 2, Sec 3, [9.11.4]). to that group.
1.5.3 The r.m.s. value of the test voltage is to be equal to number, insulation class and all other technical data rele-
2 U + 1000 V, with a minimum of 2500 V, where U is the vant to the transformer, as well as the results of the tests
rated voltage of the winding. The full voltage is to be main- required.
tained for 1 minute. Such test reports are to be made available to the Society.
1.5.4 Partially rewound windings are to be tested at 80% of
2.1.3 In the case of transformers which are completely
the test voltage required for new machines.
identical in rating and in all other constructional details, it
1.5.5 The insulation resistance of a new, clean and dry will be acceptable for the temperature rise test to be per-
transformer, measured after the temperature rise test has formed on only one transformer.
been carried out (at or near operating temperature) at a volt- The results of this test and the serial number of the tested
age equal to 500 V d.c., is to be not less than 5 MΩ. transformer are to be inserted in the test reports for the other
transformers.
1.5.6 Transformers are to be subjected to an induced volt-
age insulation test by applying to the terminals of the wind- 2.1.4 Where the test procedure is not specified, the
ing under test a voltage equal to twice the rated voltage. The requirements of IEC 60076 apply.
duration of the test is to be 60 s for any test frequency fp up
to and including twice the rated frequency fn. 2.1.5 The tests and, if appropriate, manufacture of trans-
If the test frequency exceeds twice the rated frequency, the formers of 100 kVA and over (60 kVA when single phase)
test time in seconds will be 120 fn/fp with a minimum of 15s. intended for essential services are to be attended by a Sur-
veyor of the Society.
2 Testing Transformers of 5 kVA up to the limit specified above are
approved on a case by case basis, at the discretion of the
Society, subject to the submission of adequate documenta-
2.1 General tion and routine tests.
2.1.1 Transformers intended for essential services are to be
subjected to the test stated in [2.2]. 2.2 Tests on transformers
2.1.2 The manufacturer is to issue a test report giving, inter 2.2.1 Tests to be carried out on transformers are specified
alia, information concerning the construction, type, serial in Tab 2.
1 Constructional and operational 1.1.10 Semiconductor converters are to be rated for the
required duty having regard to the peak loads, system tran-
requirements
sient and overvoltage and to be dimensioned so as to with-
stand the maximum short-circuit currents foreseen at the
1.1 Construction point of installation for the time necessary to trip the protec-
tion of the circuits they supply.
1.1.1 Semiconductor converters are generally to comply
with the requirements for switchgear assemblies (see Ch 2,
1.2 Protection
Sec 8).
1.2.1 Semiconductor elements are to be protected against
1.1.2 The design of semi-conductor converters is to comply
short-circuit by means of devices suitable for the point of
with the requirements of IEC Publication 60146-1-1 with
installation in the network.
applicable requirements modified to suit marine installa-
tions like e.g. environmental requirements stated in Ch 2,
Sec 2. 1.2.2 Overcurrent or overvoltage protection is to be
installed to protect the converter. When the semiconductor
1.1.3 The design of semi-conductor converters for power converter is designed to work as an inverter supplying the
supply is to comply with the requirements of IEC 62040 network in transient periods, precautions necessary to limit
serie (see Article [2]). the current are to be taken.
1.1.4 The design of semi-conductor converters for motor 1.2.3 Semiconductor converters are not to cause distortion
drives is to comply with the requirements of IEC 61800 in the voltage wave form of the power supply at levels
serie. exceeding the voltage wave form tolerances at the other
user input terminals (see Ch 2, Sec 2, [2.4]).
1.1.5 The monitoring and control circuits are generally to
comply with the requirements of Part C, Chapter 3. 1.2.4 An alarm is to be provided for tripping of protective
devices against overvoltages and overcurrents in electric
1.1.6 For liquid-cooled converters the following provisions propulsion converters and for converters for the emergency
are to be satisfied: source of power.
1.5 Insulation test 2.2.3 The type of UPS unit employed, whether off-line, line
interactive or on-line, is to be appropriate to the power sup-
1.5.1 The test procedure is that specified in IEC Publication ply requirements of the connected load equipment.
60146.
2.2.4 An external bypass is to be provided.
1.5.2 The effective value of the test voltage for the insula-
tion test is to be as shown in Tab 1. 2.2.5 The UPS unit is to be monitored and audible and
visual alarm is to be given in a normally attended location
Table 1 : Test voltages for high voltage test for:
on static converters • power supply failure (voltage and frequency) to the con-
nected load
Um
-------
-= U Test voltage • earth fault
2
V • operation of battery protective device
in V (1)
• when the battery is being discharged
U ≤ 60 600
• when the bypass is in operation for on-line UPS units.
60 < U ≤ 90 900
90 < U
2 U + 1000 2.3 Location
(at least 2000)
(1) Um: highest crest value to be expected between any 2.3.1 The UPS unit is to be suitably located for use in an
pair of terminals. emergency.
2.1 Definitions
2.4 Performance
2.1.1 Uninterruptible power system (UPS)
2.4.1 The output power is to be maintained for the duration
Combination of converters, switches and energy storage required for the connected equipment as stated in Ch 2, Sec
means, for example batteries, constituting a power system 3, [3.6.3] and Pt D, Ch 11, Sec 5, [2.2.3].
for maintaining continuity of load power in case of input
power failure (see IEC Publication 62040). 2.4.2 No additional circuits are to be connected to the UPS
unit without verification that the UPS unit has adequate
2.1.2 Off line UPS unit capacity.
A UPS unit where under normal operation the output load
is powered from the bypass line (raw mains) and only trans- 2.4.3 The UPS battery capacity is, at all times, to be capa-
ferred to the inverter if the bypass supply fails or goes out- ble of supplying the designated loads for the time specified
side preset limits. This transition will invariably result in a in the regulations.
brief (typically 2 to 10 ms) break in the load supply.
2.4.4 On restoration of the input power, the rating of the
2.1.3 Line interactive UPS unit charge unit shall be sufficient to recharge the batteries while
An off-line UPS unit where the bypass line switch to stored maintaining the output supply to the load equipment.
energy power when the input power goes outside the preset
voltage and frequency limits. 3 Testing
2.1.4 On line UPS unit
3.1 General
A UPS unit where under normal operation the output load
is powered from the inverter, and will therefore continue to 3.1.1 Converters intended for essential services are to be
operate without break in the event of the supply input fail- subjected to the tests stated in [3.2].
ing or going outside preset limits.
3.1.2 The manufacturer is to issue a test report giving infor-
2.2 Design and construction mation on the construction, type, serial number and all
technical data relevant to the converter, as well as the
2.2.1 UPS units are to be constructed in accordance with results of the tests required.
IEC 62040, or an acceptable and relevant national or inter-
national standard. 3.1.3 In the case of converters which are completely identi-
cal in rating and in all other constructional details, it will be
2.2.2 The operation of the UPS is not to depend upon acceptable for the rated current test and temperature rise
external services. measurement stipulated in [3.2] not to be repeated.
3.1.4 The tests and, if appropriate, manufacture of convert- 3.3 Additional testing and survey for unin-
ers of 50 kVA and over intended for essential services are to terruptible power system (UPS) units as
be attended by a Surveyor of the Society. alternative and/or transitional power
3.2 Tests on converters 3.3.1 UPS units of 50 kVA and over are to be surveyed by
the Society during manufacturing and testing.
3.2.1 Converters are to be subjected to tests in accordance
with Tab 2.
3.3.2 Appropriate testing is to be carried out to demon-
Type tests are the tests to be carried out on a prototype con-
strate that the UPS unit is suitable for its intended environ-
verter or the first of a batch of converters, and routine tests
ment. This is expected to include as a minimum the
are the tests to be carried out on subsequent converters of a
following tests:
particular type.
• functionality, including operation of alarms
3.2.2 The electronic components of the converters are to
be constructed to withstand the tests required in Ch 3, Sec • ventilation rate
6.
• battery capacity.
3.2.3 Final approval of converters is to include complete
function tests after installation on board, performed with all 3.3.3 Where the supply is to be maintained without a break
ship’s systems in operation and in all characteristic load following a power input failure, this is to be verified after
conditions. installation by practical test.
2.1.2 In the absence of indications regarding its operation, 2.1.6 Protection against reversal of the charging current is
the battery charger is to be such that the completely dis- to be provided.
charged battery can be recharged to 80% capacity within a
period of 10 hours without exceeding the maximum per- 2.1.7 Battery chargers are to be constructed to simplify
missible charging current. A charging rate other than the maintenance operation. Indications are to be provided to
above (e.g. fully charged within 6 hours for batteries for visualise the proper operation of the charger and for trou-
starting of motors) may be required in relation to the use of bleshooting.
the battery.
2.2 Tests on chargers
2.1.3 For floating service or for any other condition where
the load is connected to the battery while it is on charge, 2.2.1 Battery chargers are to be subjected to tests in accor-
the maximum battery voltage is not to exceed the safe value dance with Tab 1.
of any connected apparatus. Type tests are the tests to be carried out on a prototype char-
Note 1: Consideration is to be given to the temperature variation of ger or the first of a batch of chargers, and routine tests are
the batteries. the tests to be carried out on subsequent chargers of a par-
ticular type.
2.1.4 The battery charger is to be designed so that the
charging current is set within the maximum current allowed 2.2.2 The electronic components of the battery chargers
by the manufacturer when the battery is discharged and the are to be constructed to withstand the tests required in Ch
floating current to keep the battery fully charged. 3, Sec 6.
2.1.5 Trickle charging to neutralise internal losses is to be 2.2.3 The tests of battery chargers of 5 kW and over
provided. An indication is to be provided to indicate a intended for essential services are to be attended by a Sur-
charging voltage being present at the charging unit. veyor of the Society.
1.1.7 Instruments, handles or push-buttons for switchgear 1.1.15 When Busbar Trunking systems are used outside
operation are to be placed on the front of the switchboard. switchboards, IACS Recommendation No.67: Test and
All other parts which require operation are to be accessible Installation of busbar trunking systems may be taken as ref-
and so placed that the risk of accidental touching of live erence for design, installation and testing.
parts, or accidental making of short-circuits and earthings,
is reduced as far as practicable.
1.2 Busbars and bare conductors
1.1.8 Where it is necessary to make provision for the open-
1.2.1 Busbars are to be of copper or of copper-surrounded
ing of the doors of the switchboard, this is to be in accor-
aluminium alloy if suitable for use in the marine environment
dance with one of the following requirements: and if precautions are taken to avoid galvanic corrosion.
a) opening is to necessitate the use of a key or tool (e.g.
when it is necessary to replace a lamp or a fuse-link) 1.2.2 All connections are to be so made as to inhibit corro-
sion.
b) all live parts which can be accidentally touched after
the door has been opened are to be disconnected before 1.2.3 Busbars are to be dimensioned in accordance with
the door can be opened IEC Publication 60092-302.
The mean temperature rise of busbars is not to exceed 45°C 1.3 Internal wiring
under rated current condition with an ambient air tempera-
ture of 45°C (see Ch 2, Sec 2, [1.2.2]) and is not to have any 1.3.1 Insulated conductors for internal wiring of auxiliary
harmful effect on adjacent components. Higher values of circuits of switchboards are to be constructed in accor-
temperature rise may be accepted to the satisfaction of the dance with Ch 2, Sec 9, [1.1.1].
Society.
1.3.2 All insulated conductors provided for in [1.3.1] are to
1.2.4 The cross-section of neutral connection on an a.c. be of flexible construction and of the stranded type.
three-phase, four-wire system is to be at least 50% of the
cross-section for the corresponding phases. 1.3.3 Connections from busbars to protective devices are to
be as short as possible. They are to be laid and secured in
1.2.5 Bare main busbars, excluding the conductors such a way to minimise the risk of a short-circuit.
between the main busbars and the supply side of outgoing
units, are to have the minimum clearances and creepage 1.3.4 All conductors are to be secured to prevent vibration
distances given in Tab 1. The values shown apply to clear- and are to be kept away from sharp edges.
ances and creepage distances between live parts as well as
between live parts and exposed conductive parts. 1.3.5 Connections leading to indicating and control instru-
ments or apparatus mounted in doors are to be installed
Note 1: Clearance is the distance between two conductive parts such that they cannot be mechanically damaged due to
along a string stretched the shortest way between such parts.
movement of the doors.
Creepage distance is the shortest distance along the surface of an
insulating material between two conductive parts.
1.3.6 Non-metallic trays for internal wiring of switchboards
are to be of flame-retardant material.
Table 1 : Clearance and creepage distances
1.3.7 Control circuits are to be installed and protected such
Rated insulation voltage Minimum Minimum creep-
that they cannot be damaged by arcs from the protective
a.c. r.m.s. or d.c., clearance, age distance,
devices.
in V in mm in mm
≤ 250 15 20 1.3.8 Where foreseen, fixed terminal connectors for con-
> 250 to ≤ 690 20 25 nection of the external cables are to be arranged in readily
> 690 25 35 accessible positions.
1.2.6 Reduced values as specified in IEC Publication 1.4 Switchgear and controlgear
60092-302 may be accepted for type tested and partially
type tested assemblies. 1.4.1 Switchgear and controlgear are to comply with IEC
The reference values for the evaluation of the minimum Publication 60947 series and to be chosen from among that
clearances and creepage distances for these assemblies are type approved by the Society.
based on the following:
1.4.2 The characteristics of switchgear, controlgear and
• pollution degree 3 (conductive pollution occurs, or dry protective devices for the various consumers are to be in
non-conductive pollution occurs which becomes con- compliance with Ch 2, Sec 3, [7].
ductive due to condensation which is expected)
1.5.5 The supply of auxiliary circuits by specifically • 2 frequency meters (frequency measurements of each
arranged control distribution systems will be specially con- alternator and busbar).
sidered by the Society. Note 1: As an alternative, a switch may be provided to enable one
voltmeter and one frequency meter to be connected to each
1.5.6 Means are to be provided for isolating the auxiliary generator before the latter is connected to the busbars.
circuits as well when the main circuit is isolated (e.g. for The other voltmeter and frequency meter are to be permanently
maintenance purposes). connected to the busbars.
Note 2: Voltmeter and frequencymeter with dual display may be
1.5.7 For the protection of auxiliary circuits see Ch 2, Sec 3,
considered.
[7.13].
1.6.12 Each secondary distribution system is to be provided
1.6 Instruments with one voltmeter.
1.6.1 The upper limit of the scale of every voltmeter is to be 1.6.13 Switchboards are to be fitted with means for moni-
not less than 120% of the rated voltage of the circuit in toring the insulation level of insulated distribution systems
which it is installed. as stipulated in Ch 2, Sec 3, [3.2.1].
1.6.2 The upper limit of the scale of every ammeter is to be 1.6.14 The main switchboard is to be fitted with a voltme-
not less than 130% of the normal rating of the circuit in ter or signal lamp indicating that the cable between the
which it is installed. shore-connection box and the main switchboard is ener-
gised (see Ch 2, Sec 3, [3.7.7]).
1.6.3 The upper limit of the scale of every wattmeter is to
be not less than 120% of the rated voltage of the circuit in 1.6.15 For each d.c. power source (e.g. converters, rectifi-
which it is installed. ers and batteries), one voltmeter and one ammeter are to be
provided, except for d.c. power sources for starting devices
1.6.4 Ammeters or wattmeters for use with a.c. generators (e.g. starting motor for emergency generator).
which may be operated in parallel are to be capable of indi-
cating 15% reverse-current or reverse power, respectively. 1.7 Synchronisation of generators
1.6.5 For wattmeters using one current circuit only, the 1.7.1 It is to be possible to synchronise each generator
measurement of the current of all generators is to be made intended for parallel operation with two independent syn-
in the same phase. chronizing devices. at least, one of these synchronizing
devices is to be manual.
1.6.6 The rated value of the measure read, at full load, is to
be clearly indicated on the scales of instruments. 1.7.2 Provisions are to be made for manual speed control
of the prime mover and manual voltage control of the gen-
1.6.7 Frequency meters are to have a scale at least ± 5% of erators at the place where the manual synchronization is
the nominal frequency. carried out.
3.1.4 The test procedures are as specified in IEC Publica- 3.3.4 The value of the test voltage for main and auxiliary
tion 60092-302. circuits is given in Tab 2 and Tab 3.
3.3.1 The test is to be performed with alternating voltage at 3.4.2 The insulation resistance between all current carrying
a frequency between 45 and 65 Hz of approximately sinu- parts and earth (and between each polarity and the other
soidal form. polarities) is to be at least equal to 1 MΩ.
SECTION 9 CABLES
1.1.6 The insulated wiring is to be at least of the flame- 1.3 Insulating materials
retardant type according to IEC Publication 60332-1.
1.3.1 The materials used for insulation are to comply with
Switchboard wires, of an equivalent flame-retardant type, IEC Publication 60092-360 and to have the thicknesses
will be specially considered by the Society. specified for each type of cable in the relevant standard.
The maximum permissible rated temperature is specified for
1.1.7 In addition to the provisions of Ch 2, Sec 3, [9.1.1], the various materials.
when cables are laid in bunches, cable types are to be cho-
sen in compliance with IEC Publication 60332-3 Category 1.3.2 Materials and thicknesses other than those in [1.3.1]
A, or other means (see Ch 2, Sec 12, [7.1.4], items b) and will be specially considered by the Society.
c)) are to be provided such as not to impair their original
flame-retarding properties. 1.4 Inner covering, fillers and binders
1.1.8 Where necessary for specific applications such as 1.4.1 The cores of a multicore cable are to be laid up. The
radio frequency or digital communication systems, which spaces between the cores are to be filled so as to obtain an
require the use of particular types of cables, the Society may assembly having an essentially circular cross-section. The
permit the use of cables which do not comply with the pro- filling may be omitted in multicore cables having a conduc-
visions of Ch 2, Sec 3, [9.1.1] and with [1.1.7]. tor cross-sectional area not exceeding 4 mm2.
1.1.9 Fire resistant cables are to be designed and tested in 1.4.2 When a non-metallic sheath is applied directly over
accordance with the relevant IEC Publication 60092-series the inner covering or the fillers, it may substitute partially
standards. for the inner covering or fillers.
1.5.3 The materials used for sheaths are to be in accord- 2.2.1 Every length of finished cable is to be subjected to the
ance with IEC Publication 60092-360 and are to have the tests specified in [2.2.2].
thicknesses specified for each type of cable in the relevant 2.2.2 The following routine tests are to be carried out:
standard.
a) visual inspection
The quality of the materials is to be adequate to the service b) check of conductor cross-sectional area by measuring
temperature of the cable. electrical resistance
c) high voltage test
1.5.4 Materials other than those in [1.5.3] will be specially d) insulation resistance measurement
considered by the Society.
e) dimensional checks (as necessary).
1 Switchgear and controlgear, 1.3.6 The reverse power protection device is to respond to
the active power regardless of the power factor, and is to
protective devices
operate only in the event of reverse power.
2.3.1 Visual inspection Rated insulation voltage Ui Test voltage a.c. (r.m.s.)
It is to be verified that the electrical slip ring assembly: (V) (V)
• complies with the approved drawings Ui ≤ 60 1000
• maintains the prescribed degree of protection 60 < Ui ≤ 300 2000
• is constructed in accordance with the relevant construc- 300 < Ui ≤ 660 2500
tional requirements, in particular as regards creepage
660 < Ui ≤ 800 3000
and clearance distances.
800 < Ui ≤ 1000 3500
2.3.2 Insulation resistance measurement 1000 < Ui ≤ 3600 10.000
Immediately after the high voltage tests the insulation resist-
3600 < Ui ≤ 7200 20.000
ances are to be measured using a direct current insulation
tester between: 7200 < Ui ≤ 12000 28.000
Un = 250 2 Un 1
2.3.4 Torque measurement test
250 < Un ≤ 1000 500 1
1000 < Un ≤ 7200 1000 Un/1000 + 1 The purpose of this test is to measure and record the run-
7200 < Un ≤ 15000 5000 Un/1000 + 1
ning and break-out torque of the electrical slip ring assem-
bly. Test is to be carried out on the full 360° in both
2.3.3 Dielectric strength test clockwise and anti-clockwise directions. Measured values
are not to exceed data given by manufacturer.
Slip ring assemblies are to be subjected to a high voltage test
between the polarities and between live parts and the enclo-
sure.The test voltage is to be as given in Tab 3 and Tab 4. The 2.3.5 Continuity test
test voltage is to be applied for 1 minute at any frequency The purpose of this test is to ensure the continuous connec-
between 25 and 100 Hz of approximately sinusoidal form. tion of each passes while the slip ring is rotating in both
No break down should occur during the test. directions. No transitional discontinuity is to be detected.
2.3.6 Resistance or attenuation test 4.2.2 Terminals are to be suitable for the connection of
The purpose of this test is to measure the maximum resist- stranded conductors, except in the case of rigid conductors
ance or the maximum attenuation of each pass while slip for mineral-insulated cables.
ring is rotating. Test is to be carried out between the inlet
and outlet connection of the slip ring assembly on the full 5 Plug-and-socket connections
360° in both clockwise and anti-clockwise directions. Val-
ues are not to exceed data given by manufacturer.
5.1 Applicable requirements
2.3.7 Rotational test
A rotational test at rated voltage and rated current is to be 5.1.1 Plug-and-socket connections are to comply with IEC
carried out. Number of rotations is to be evaluated taking Publication 60092-306 and with the following additional
into consideration the intended purpose of the slip ring. An standards in relation to their use:
endurance test is to be performed following manufacturer • in accommodation spaces, day rooms and service
recommendations. rooms (up to 16 A, 250 V a.c.): IEC Publication 60083
or 60320, as applicable
3 Lighting fittings • for power circuits (up to 250 A, 690 V a.c.): IEC Publica-
tion 60309
3.1 Applicable requirements • for electronic switchgear: IEC Publications, e.g. 60512
and 60603
3.1.1 Lighting fittings are to comply with IEC Publications
60598 and 60092-306. • for refrigerated containers: ISO 1496-2.
Lighting fittings complying with other standards will be spe-
cially considered by the Society. 6 Heating and cooking appliances
3.2 Construction
6.1 Applicable requirements
3.2.1 The temperature of terminals for connection of sup-
plying cables is not to exceed the maximum conductor tem- 6.1.1 Heating and cooking appliances are to comply with
perature permitted for the cable (see Ch 2, Sec 3, [9.9]). the relevant IEC Publications (e.g. those of series 60335),
with particular attention to IEC 60092-307.
Where necessary, luminaires are to be fitted with terminal
boxes which are thermally insulated from the light source.
6.2 General
3.2.2 Wires used for internal connections are to be of a
temperature class which corresponds to the maximum tem- 6.2.1 Heating elements are to be enclosed and protected
perature within the luminaire. with metal or refractory material.
3.2.3 The temperature rise of parts of luminaires which are 6.2.2 The terminals of the power supply cable are not to be
in contact with the support is not to exceed 50°C. The rise is subjected to a higher temperature than that permitted for
not to exceed 40°C for parts in contact with flammable the conductor of the connection cable.
materials.
6.2.3 The temperature of parts which are to be handled in
3.2.4 The temperature rise of surface parts which can easily service (switch knobs, operating handles and the like) is not
be touched in service is not to exceed 15°C. to exceed the following values:
3.2.5 High-power lights with higher surface temperatures • 55°C for metal parts
than those in [3.2.2] and [3.2.3] are to be adequately pro- • 65°C for vitreous or moulded material.
tected against accidental contact.
6.4 Cooking appliances 6.5.2 Each oil heater is to be provided with a thermostat
maintaining the oil temperature at the correct level.
6.4.1 Live parts of cooking appliances are to be protected 6.5.3 In addition to the thermostat in [6.5.2], each oil
such that any foods or liquids which boil over or spill do not heater is to be provided with a temperature limiting device
cause short-circuits or loss of insulation. without automatic reconnection, and with the sensing
device installed as close as possible to the heating elements
and permanently submerged in the liquid.
6.5 Fuel oil and lube oil heaters
6.6 Water heaters
6.5.1 In continuous-flow fuel oil and lube oil heaters, the
maximum temperature of the heating elements is to be 6.6.1 Water heaters are to be provided with a thermostat
below the boiling point of the oil. and safety temperature limiter.
SECTION 11 LOCATION
1.1.1 The degree of protection of the enclosures and the 2.2.6 Where essential services for steering and propulsion
environmental categories of the equipment are to be appro- are supplied from section boards, these and any transform-
priate to the spaces or areas in which they are located; see ers, converters and similar appliances constituting an essen-
Ch 2, Sec 3, Tab 2, Ch 2, Sec 3, Tab 3 and Ch 2, Sec 2, tial part of the electrical supply system are also to satisfy the
[5.2.2]. above provisions.
3.2.2 The arrangement of the main electrical system is to 5.1.4 Cables are generally not to be installed across expan-
be such that a fire or other casualty in spaces containing the sion joints.
main source of electrical power, associated converting Where this is unavoidable, however, a loop of cable of
equipment, if any, the main switchboard and the main light- length proportional to the expansion of the joint is to be
ing switchboard will not render inoperative the emergency provided (see Ch 2, Sec 12, [7.2.2]).
electric lighting system and the other emergency services
other than those located within the spaces where the fire or
5.2 Location of cables in relation to the risk
casualty has occurred.
of fire and overheating
3.3 Emergency switchboard 5.2.1 Cables and wiring serving essential or emergency
power, lighting, internal communications or signals are, so
3.3.1 The emergency switchboard shall be installed as near far as is practicable, to be routed clear of galleys, laundries,
as is practicable to the emergency source of electrical machinery spaces of Category A and their casings and other
power. high fire risk areas, except for supplying equipment in those
spaces.
3.3.2 Where the emergency source of electrical power is a
generator, the emergency switchboard shall be located in 5.2.2 When it is essential that a circuit functions for some
the same space unless the operation of the emergency time during a fire and it is unavoidable to carry the cable for
switchboard would thereby be impaired. such a circuit through a high fire risk area (e.g. cables con-
necting fire pumps to the emergency switchboard), the
3.4 Emergency battery cable is to be of a fire-resistant type or adequately protected
against direct exposure to fire.
3.4.1 No accumulator battery fitted in accordance with the
provisions of Ch 2, Sec 3, [2.3] shall be installed in the same 5.2.3 The electrical cables to the emergency fire pump are not
space as the emergency switchboard. to pass through the machinery spaces containing the main fire
pumps and their source(s) of power and prime mover(s).
3.4.2 For ships not subject to Solas, accumulator batteries They are to be of a fire resistant type, in accordance with Ch
fitted in accordance with the provisions of Ch 2, Sec 3, 2, Sec 9, [1.1.9], where they pass through other high fire
[2.3] and connected to a charging device of power of 2 kW risk areas.
or less may be accepted in the same space as the emer-
gency switchboard but outside the emergency switchboard 5.2.4 Main cable runs (see Note 1) and cables for the sup-
to the satisfaction of the Society. ply and control of essential services are, as far as is practica-
ble, to be kept away from machinery parts having an
4 Distribution boards increased fire risk (see Note 2) unless:
• the cables have to be connected to the subject equip-
4.1 Distribution boards for cargo spaces ment
and similar spaces • the cables are protected by a steel bulkhead or deck, or
• the cables in that area are of the fire-resisting type.
4.1.1 Distribution boards containing multipole switches for
the control of power and lighting circuits in bunkers and Note 1: Main cable runs are for example:
cargo spaces are to be situated outside such spaces. • cable runs from generators and propulsion motors to main and
emergency switchboards
4.2 Distribution board for navigation lights • cable runs directly above or below main and emergency
switchboards, centralised motor starter panels, section boards
and centralised control panels for propulsion and essential
4.2.1 The distribution board for navigation lights is to be
auxiliaries.
placed in an accessible position on the bridge.
Note 2: Machinery, machinery parts or equipment handling com-
bustibles are considered to present an increased fire risk.
5 Cable runs
5.2.5 Cables and wiring serving essential or emergency
5.1 General power, lighting, internal communications or signals are to be
arranged, as far as practicable, in such a manner as to pre-
5.1.1 Cable runs are to be selected so as to be as far as clude their being rendered unserviceable by heating of the
practicable accessible, with the exception of single cables, bulkheads that may be caused by a fire in an adjacent space.
situated behind walls or ceilings constructed of incombus-
5.2.6 Cables are to be arranged as remote as possible from
tible materials, supplying lighting fittings and socket-outlets
sources of heat such as hot pipes, resistors, etc. Where
in accommodation spaces, or cables enclosed in pipes or
installation of cables near heat sources cannot be avoided,
conduits for installation purposes.
and where there is consequently a risk of damage to the
5.1.2 Cable runs are to be selected so as to avoid action cables by heat, suitable shields are to be installed, or other
from condensed moisture and from dripping of liquids. precautions to avoid overheating are to be taken, for exam-
ple use of ventilation, heat insulation materials or special
5.1.3 Connection and draw boxes are to be accessible. heat-resisting cables.
6.1.2 Storage batteries are to be suitably housed, and com- 6.4 Small vented batteries
partments (rooms, lockers or boxes) used primarily for their
accommodation are to be properly constructed and effi- 6.4.1 Batteries connected to a charging device of power
ciently ventilated so as to prevent accumulation of flamma- less than 0,2 kW calculated as stated in [6.2.1] (hereafter
ble gas. referred to as "small batteries") are to be arranged in the
same manner as moderate or large batteries, or without a
6.1.3 Starter batteries are to be located as close as practica- box or locker, provided they are protected from falling
ble to the engine or engines served. objects, or in a box in a ventilated area.
6.1.4 Accumulator batteries shall not be located in sleeping 6.4.2 Boxes for small batteries may be ventilated only by
quarters except where hermetically sealed to the satisfaction means of openings near the top to permit escape of gas.
of the Society.
6.5 Ventilation
6.1.5 Lead-acid batteries and alkaline batteries are not to
be installed in the same compartment (room, locker, box), 6.5.1 The ventilation of battery compartments is to be inde-
unless of valve-regulated sealed type. pendent of ventilation systems for other spaces.
6.5.2 The quantity of air expelled (by natural or forced ven- 6.5.6 Exhaust ducts of natural ventilation systems:
tilation) for compartments containing vented type batteries a) are to be run directly from the top of the compartment
is to be at least equal to: to the open air above (they may terminate in the open or
in well-ventilated spaces)
Q = 110 I n
b) are to terminate not less than 90 cm above the top of the
where: battery compartment
c) are to have no part more than 45° from the vertical
Q : Quantity of air expelled, in litres per hour
d) are not to contain appliances (for example for barring
I : Maximum current delivered by the charging flames) which may impede the free passage of air or gas
equipment during gas formation, but not less mixtures.
than one quarter of the maximum obtainable Where natural ventilation is impracticable or insufficient,
charging current in amperes mechanical exhaust ventilation is to be provided.
n : Number of cells in series. 6.5.7 In mechanical exhaust ventilation systems:
For natural ventilation, the available inlet and outlet duct a) electric motors are to be outside the exhaust ducts and
free cross-sectional area S, in mm² is deemed sufficient pro- battery compartment and are to be of safe type if
vided it complies with following criteria: installed within 3 m from the exhaust of the ventilation
duct
S ≥ 2,8 Q b) fans are to be so constructed and of a material such as to
render sparking impossible in the event of the impeller
Otherwise, the dimensioning of the natural ventilation is to touching the fan casing
be considered on a case-by-case basis depending on the
c) steel or aluminium impellers are not to be used
actual ducting arrangement. Detailed calculations may be
required for this purpose. d) the system is to be interlocked with the charging device
so that the battery cannot be charged without ventila-
tion (trickle charge may be maintained)
6.5.3 The quantity of air expelled (by natural or forced ven-
tilation) for compartments containing valve-regulated e) a temperature sensor is to be located in the battery com-
sealed batteries is to be at least 25% of that given in [6.5.2]. partment to monitor the correct behaviour of the battery
in cases where the battery element is sensitive to tem-
perature.
6.5.4 Ducts are to be made of a corrosion-resisting material
or their interior surfaces are to be painted with corrosion- 6.5.8 For natural ventilation systems for deck boxes:
resistant paint. a) holes for air inlet are to be provided on at least two
opposite sides of the box
6.5.5 Adequate air inlets (whether connected to ducts or b) the exhaust duct is to be of ample dimensions
not) are to be provided near the floor of battery rooms or the
c) the duct is to terminate at least 1,25 m above the box in
bottom of lockers or boxes (except for that of small batteries).
a goose-neck or mushroom-head or the equivalent
Air inlet may be from the open air or from another space d) the degree of protection is to be in accordance with Ch 2,
(for example from machinery spaces). Sec 3, Tab 2.
SECTION 12 INSTALLATION
1.2.4 If electrical fittings, not of aluminium, are attached to b) supplied at a voltage not exceeding 250 V by safety iso-
aluminium, suitable provision is to be made to prevent gal- lating transformers supplying one consuming device
vanic corrosion. only; or
c) constructed in accordance with the principle of double
1.3 Accessibility insulation.
1.3.1 Equipment is to be so installed that sufficient space is 2.1.2 To minimise shock from high frequency voltage
available for inspection and maintenance as required for all induced by the radio transmitter, handles, handrails and
its parts (see [6.1.3]). other metal elements on the bridge or upper decks are to be
in electrical connection with the hull or superstructures.
1.4 Electrical equipment in environmentally
controlled spaces 2.2 Methods of earthing
1.4.1 Where electrical equipment is installed within envi- 2.2.1 Metal frames or enclosures of apparatus and electri-
ronmentally controlled space the ambient temperature for cal machinery may be fixed to, and in metallic contact
which the equipment is to be suitable may be reduced from with, the ship’s structure, provided that the surfaces in con-
45°C and maintained at a value not less than 35°C pro- tact are clean and free from rust, scale or paint when
vided: installed and are firmly bolted together.
2.2.2 For metal frames or enclosures which are not earthed 2.4 Connection to the ship’s structure
as specified in [2.2.1], earthing connections complying
with [2.3] and [2.4] are to be used. 2.4.1 Every connection of an earth-continuity conductor or
earthing lead to the ship’s structure is to be secured by
2.2.3 For requirements regarding the earthing of coverings means of a screw of brass or other corrosion-resistant mate-
of cables and the mechanical protection of cables, see rial of diameter not less than 6 mm.
[7.11] and [7.12].
2.4.2 Such earthing connection is not to be used for other
purposes.
2.3 Earthing connections
2.4.3 The connection described in [2.4.1] is to be located
2.3.1 Every earthing connection is to be of copper or other
in an accessible position where it may readily be checked.
corrosion-resistant material and is to be securely installed
and protected, where necessary, against damage and elec-
trolytic corrosion. 2.5 Earthed distribution systems
2.3.2 The nominal cross-sectional area of each copper 2.5.1 The system earthing of earthed distribution systems is
earthing connection is to be not less than that required in to be effected by means independent of any earthing
Tab 1. arrangements of non-current carrying parts and is to be con-
nected to the hull at one point only.
Earthing connections of other metals are to have conduc-
tance at least equal to that specified for a copper earthing 2.5.2 In an earthed distribution system in which the earth-
connection. ing connection does not normally carry current, this con-
nection is to conform with the requirements of [2.3], except
2.3.3 Metal parts of portable appliances are to be earthed, that the lower limit of 70 mm2 does not apply (see Tab 1).
where required (see [2.1.1]), by means of an earth-continu-
ity conductor in the flexible supply cable or cord, which 2.5.3 In a distribution system with hull return, the system
has the cross-sectional area specified in Tab 1 and which is earthing connection is to have at least the same cross-sec-
earthed, for example, through the associated plug and tional area as the feeder lines.
socket.
2.5.4 The earthing connection is to be in an accessible
2.3.4 In no circumstances is the lead sheathing or armour position where it may readily be inspected and discon-
of cables to be relied upon as the sole means of earthing. nected for insulation testing.
Cross-sectional area
Type of earthing connection of associated current Minimum cross-sectional area of copper earthing connection
carrying conductor
1 Earth-continuity any Same as current carrying conductor up to and including 16 mm2 and one half
conductor in flexible above 16 mm2 but at least 16 mm2
cable or flexible cord
2 Earth-continuity any a) for cables having an insulated earth-continuity conductor
conductor • a cross-section equal to the main conductors up to and including
incorporated in fixed 16 mm2, but minimum 1,5 mm2
cable • a cross-section not less than 50% of the cross-section of the main
conductor when the latter is more than 16 mm2, but at least 16 mm2
b) for cables with a bare earth wire in direct contact with the lead sheath
Cross-section of main conductor, Earthing connection,
in mm2 in mm2
1 ÷ 2,5 1
4÷6 1,5
3 Separate fixed ≤ 2,5 mm2 Same as current carrying conductor subject to minimum of 1,5 mm2 for
earthing conductor stranded earthing connection or 2,5 mm2 for unstranded earthing connection
> 2,5 mm2 but One half the cross-sectional area of the current carrying conductor, subjected
≤ 120 mm2 to a minimum of 4 mm2
> 120 mm2 70 mm2
2.6 Aluminium superstructures 5.2.2 Interior surfaces of metal shelves for battery cells,
whether or not grouped in crates or trays, are to be pro-
2.6.1 When aluminium superstructures are insulated from tected by a lining of electrolyte-resistant material, watertight
the steel hull to prevent electrolytic corrosion, they are to and carried up to at least 75 mm on all sides. In particular,
be secured to the hull by means of a separate bonding con- linings are to have a minimum thickness of 1,5 mm, if of
nection. lead sheet for lead-acid batteries, and of 0,8 mm, if of steel
for alkaline batteries.
2.6.2 The connections are to be adequately close together
Alternatively, the floor of the room or locker is to be lined as
and are to have a resistance less than 0,1 Ω.
specified above to a height of at least 150 mm.
2.6.3 The connections are to be located where they may
readily be inspected. 5.2.3 Battery boxes are to be lined in accordance with
[5.2.2] to a height of at least 75 mm.
3 Rotating machines
6 Switchgear and controlgear
3.1 assemblies
4.1 Semiconductor power converters When withdrawable equipment is contained in the switch-
board, the width of the space is to be not less than 0,5 m
4.1.1 Naturally air-cooled semiconductor converters are to when the equipment is fully withdrawn.
be installed such that the circulation of air to and from the Reduced widths may be considered for small ships.
stacks or enclosures is not impeded and that the tempera-
ture of the cooling inlet air to converter stacks does not 6.1.3 Where necessary, an unobstructed space is to be pro-
exceed the ambient temperature for which the stacks are vided at the rear of the switchboard ample to permit main-
specified. tenance; in general, the width of this passage is to be not
less than 0,6 m, except that this may be reduced to 0,5 m in
5 Vented type storage batteries way of stiffeners and frames, and the height sufficient for the
operation foreseen.
5.1 General 6.1.4 Where the switchboard is open at the rear, the rear
space in [6.1.3] is to form a locked space provided at each
5.1.1 Batteries are to be arranged so that each cell or crate end with an access door. The required IP protection for the
of cells is accessible from the top and at least one side to corresponding location is to be fulfilled.
permit replacement and periodical maintenance.
6.1.5 If necessary, the clear height above the switchboard
5.1.2 Cells or crates are to be carried on insulating supports
specified by the manufacturer is to be maintained for pres-
of material non-absorbent to the electrolyte (e.g. treated
sure relief in the event of a short-circuit.
wood).
6.1.6 When the voltage exceeds the safety voltage, non-
5.1.3 Cells are to be securely chocked by means of insulat-
conducting mats or gratings are to be provided at the front
ing material non-absorbent to the electrolyte, e.g. strips of
and rear of the switchboard as necessary.
treated wood. Special mechanical precautions are to be
taken to prevent the emergency battery from being dam- 6.1.7 Piping and conduits are not to be installed directly
aged by the shock due to a collision. above or in the vicinity of switchboards.
5.1.4 Provision is to be made for the free circulation of air. Where this is unavoidable, pipes and conduits are to have
welded joints only or to be provided with protection against
5.2 Protection against corrosion spray from steam or pressurised liquids or dripping.
5.2.1 The interior of battery compartments (rooms, lockers, 6.2 Emergency switchboard
boxes) including all metal parts subject to the electrolyte is
to be protected against the deteriorating effect of the latter 6.2.1 For the installation of the emergency switchboard, the
by electrolyte-resistant coating or other equivalent means, same requirements apply as given in [6.1] for the installa-
unless corrosion-resistant materials are used. tion of the main switchboard.
6.3 Section boards and distribution boards b) the use of fire stops having at least B0 penetrations fitted
as follows (see Fig 1, Fig 2, Fig 3 and Fig 4):
6.3.1 For the installation of section and distribution boards, • cable entries at the main and emergency switch-
the same requirements apply, as far as applicable, as given board
in [6.1] for the installation of the main switchboard. • where cables enter engine control rooms
• cable entries at centralised control panels for pro-
7 Cables pulsion machinery and essential auxiliaries
• at each end of totally enclosed cable trunks
7.1 General • at every second deck or approximately 6 metres for
vertical runs and every 14 metres for horizontal runs
7.1.1 Cables having insulating materials with different in enclosed and semi-enclosed spaces
maximum permissible conductor temperatures are not to be • at the boundaries of the spaces in cargo areas.
bunched together.
Figure 1 : Totally enclosed trunks
Where this is not practicable, the cables are to be so
installed that no cable reaches a temperature higher than its
rating.
2a
a B
2a
2a
14 m
BO BO
Penetration Penetration
DECK DECK
a Steel plate
1a
c) the use of fire protection coating applied to at least 1 7.2.2 Where the installation of cables across expansion
metre in every 14 metres on horizontal cable runs and joints is unavoidable, the minimum internal radius of the
over the entire length of vertical cable runs for cables loop at the end of the travel of the expansion joint is to be
installed in enclosed and semi-enclosed spaces. not less than 12 times the external diameter of the cable.
The cable penetrations are to be installed in steel plates of
at least 3 mm thickness extending all around to twice the
7.3 Fixing of cables
largest dimension of the cable run for vertical runs and once
for horizontal runs, but need not extend through ceilings,
decks, bulkheads or solid sides of trunks. These precautions 7.3.1 Cables shall be installed and supported in such a
apply in particular to bunches of 5 or more cables in areas manner as to avoid chafing or other damage.
with a high fire risk (such as Category A machinery spaces,
galleys etc.) and to bunches of more than 10 cables in other 7.3.2 The supports (tray plates, separate support brackets or
areas. hanger ladders) and the corresponding accessories are to be
of robust construction and of corrosion-resistant material or
7.2 Radius of bend suitably treated before erection to resist corrosion.
Vertical
or
2a
2a 2a a 2a
FIRE STOP
FIRE STOP
Steel plate
BO Penetration
Horizontal
1a
14m
1m 1m
Coating Coating
7.3.3 With the exception of cables installed in pipes, con- 7.5.3 Cables passing through decks and continuing verti-
duits, trunkings or special casings, cables are to be fixed by cally are to be protected against mechanical damage to a
means of clips, saddles or straps of suitable material, in suitable height above the deck, considering a minimum
order to tighten the cables without their coverings being height of 100 mm.
damaged.
7.5.4 Where cables pass through bulkheads or decks sepa-
7.3.4 Cable clips or straps made from a material other than rating areas with a risk of explosion, arrangements are to be
metal are to be manufactured of a flame-retardant material. such that hazardous gas or dust cannot penetrate through
openings for the passage of cables into other areas.
7.3.5 The distances between fastenings and between sup-
7.5.5 Where cables pass through a bulkhead or deck which
ports are to be suitably chosen according to the type and
is required to have some degree of fire integrity, penetration
number of cables and the probability of vibration.
is to be so effected as to ensure that the required degree of
fire integrity is not impaired.
7.3.6 When cables are fixed by means of clips or straps
made from a material other than metal and these cables are
not laid on top of horizontal cable supports (e.g. in the case 7.6 Expansion joints
of vertical installation), suitable metal clips or saddles
7.6.1 If there is reason to fear that a tray plate, pipe or con-
spaced not more than 1 metre apart are to be used in addi-
duit may break because of the motion of the ship, different
tion in order to prevent the release of cables during a fire.
load conditions and temperature variations, appropriate
expansion joints are to be provided.
7.3.7 Suspended cables of fire-resisting type are to be fixed
by means of steel straps spaced not more than 500 mm This may apply in particular in the case of cable runs on the
apart. weather deck.
7.8.2 Materials used are to comply with [7.7.6] and [7.7.7]. 7.11.5 Metal coverings of single-core a.c. cables and spe-
cial d.c. cables with high "ripple" content (e.g. for thyristor
7.8.3 If the fixing of covers is by means of screws, the latter equipment) are to be earthed at one point only (e.g. at the
are to be of non-rusting material and arranged so as not to mid-point).
damage the cables.
7.11.6 The electrical continuity of all metal coverings of
7.8.4 Means are to be provided to ensure that the heat from
cables throughout the length of the latter, particularly at
the cables can be dissipated and water accumulation is
joints and tappings, is to be ensured.
avoided (see [7.7.4]).
7.11.7 The metal covering of cables may be earthed by
7.9 Cable ends means of glands intended for the purpose and so designed
as to ensure an effective earth connection.
7.9.1 Terminations in all conductors are to be so made as
to retain the original electrical, mechanical, flame-retarding The glands are to be firmly attached to, and in effective
properties of the cable. electrical contact with, a metal structure earthed in accor-
dance with these requirements.
7.9.2 Where mechanical clamps are not used, the ends of
all conductors having a cross-sectional area greater than 4 7.11.8 The metal covering of cables may also be earthed by
mm2 are to be fitted with soldering sockets or compression- means of clamps or clips of corrosion-resistant material
type sockets of sufficient size to contain all the strands of making effective contact with the covering and earthed
the conductor. metal.
7.9.3 Cables not having a moisture-resistant insulation (e.g. 7.12 Earthing and continuity of metal pipes,
mineral-insulated) are to have their ends effectively sealed
against ingress of moisture.
conduits and trunking or casings
7.11.4 Earthing is to be at one end only in those installa- 7.13.2 Where it is necessary to use single-core cables for
tions (mineral-insulated cables, intrinsically safe circuits, alternating current circuits rated in excess of 20 A, the
control circuits (see Ch 3, Sec 5), etc.) where it is required requirements of [7.13.3] to [7.13.7] are to be complied
for technical or safety reasons. with.
7.13.3 Conductors belonging to the same circuit are to be 7.16 Cables and apparatus for services
contained within the same pipe, conduit or trunking, unless required to be operable under fire
this is of non-magnetic material. conditions
7.13.4 Cable clips are to include cables of all phases of a 7.16.1 Cables and apparatus for services required to be
circuit unless the clips are of non-magnetic material. operable under fire conditions including their power sup-
plies are to be so arranged that the loss of these services is
minimized due to a localized fire at any one area or zone
7.13.5 In the installation of two, three or four single-core
listed in Ch 2, Sec 1, [3.25].
cables forming respectively single-phase circuits, three-
phase circuits, or three-phase and neutral circuits, the cables
are to be in contact with one another, as far as possible. In 7.17 Cables in the vicinity of radio equipment
any event, the distance between the external covering of two
7.17.1 All cables between antennas and transmitters are to
adjacent cables is to be not greater than one diameter. be routed separately of any other cable.
7.13.6 When single-core cables having a current rating 7.17.2 Where it is necessary to use single-core cables, the
greater than 250 A are installed near a steel bulkhead, the arrangement of conductors is to be such as to avoid com-
clearance between the cables and the bulkhead is to be at plete or partial loops.
least 50 mm, unless the cables belonging to the same circuit
are installed in trefoil twisted formation. 7.18 Cables for submerged bilge pumps
7.13.7 Magnetic material is not to be used between single- 7.18.1 See Ch 2, Sec 3, [9.7].
core cables of a group. Where cables pass through steel
plates, all the conductors of the same circuit are to pass 7.19 Cable trays/protective casings made of
through a plate or gland, so made that there is no magnetic plastics materials
material between the cables, and the clearance between the
7.19.1 Cable trays or protective casings made of plastics
cables and the magnetic material is to be no less than
materials (thermoplastic or thermosetting plastic materials)
75 mm, unless the cables belonging to the same circuit are
are to be case-by-case approved or type-approved in
installed in trefoil twisted formation.
accordance with IACS recommendation No. 73.
8 Various appliances Note 1: To this end, for example, hooks or other devices for hang-
ing garments are not to be fitted above space heaters or, where
appropriate, a perforated plate of incombustible material is to be
8.1 Lighting fittings mounted above each heater, slanted to prevent hanging anything
on the heater itself.
8.1.1 Lighting fittings are to be so arranged as to prevent tem-
perature rises which could damage the cables and wiring. 8.2.2 Space heaters are to be so installed that there is no
Note 1: Where the temperature of terminals of lighting fittings risk of excessive heating of the bulkheads or decks on
exceeds the maximum conductor temperature permitted for the which or next to which they are mounted.
supplied cable (see Ch 2, Sec 3, [9.9]), special installation arrange-
ments, such as terminal boxes thermally insulated from the light 8.2.3 Combustible materials in the vicinity of space heaters
source, are to be provided. are to be protected by suitable incombustible and thermal-
insulating materials.
8.1.2 Lighting fittings are to be so arranged as to prevent
surrounding material from becoming excessively hot.
8.3 Heating cables and tapes or other
8.1.3 Lighting fittings are to be secured in place such that heating elements
they cannot be displaced by the motion of the vessel.
8.3.1 Heating cables and tapes or other heating elements
8.1.4 Emergency lights are to be marked for easy identifica- are not to be installed in contact with combustible materials.
tion. Where they are installed close to such materials, they are to
be separated by means of a non-flammable material.
8.2 Heating appliances
8.2.1 Space heaters are to be so installed that clothing,
bedding and other flammable material cannot come in con-
tact with them in such a manner as to cause risk of fire.
A system is defined effectively earthed (low impedance) 4.1.1 Dry type transformers are to comply with IEC 60076-
when this factor is lower than 0,8. A system is defined non- 11.
effectively earthed (high impedance) when this factor is
Liquid cooled transformers are to comply with IEC 60076.
higher than 0,8.
Note 1: Earthing factor is defined as the ratio between the phase-to- Oil immersed transformers are to be provided with the fol-
earth voltage of the health phase and the phase-to-phase voltage. lowing alarms and protection:
This factor may vary between 1/31/2 and 1.
• liquid level (Low) - alarm
2.4.3 Power transformers are to be provided with overload • liquid temperature (High) - alarm
and short circuit protection.
• liquid level (Low) - trip or load reduction
When transformers are connected in parallel, tripping of the
• liquid temperature (High) - trip or load reduction
protective devices on the primary side is to automatically
trip the switch connected on the secondary side. • gas pressure relay (High) - trip.
6.1 General 6.3.2 When external source of supply is necessary for aux-
iliary circuits, at least two external sources of supply are to
be provided and so arranged that a failure or loss of one
6.1.1 Switchgear and controlgear assemblies are to be con-
source will not cause the loss of more than one generator
structed in accordance with IEC 62271-200 and the follow- set and/or a main switchboard section as described in
ing additional requirements. [2.1.1] and/or set of essential services.
7.2.2 High voltage cables are to be segregated from cables 7.2.5 High voltage cables are to be readily identifiable by
operating at different voltage ratings; in particular, they are suitable marking.
not to be run in the same cable bunch, in the same ducts or
pipes, or in the same box. 7.2.6 Before a new high voltage cable installation, or an
Where high voltage cables of different voltage ratings are addition to an existing installation, is put into service, a
installed on the same cable tray, the air clearance between voltage withstand test is to be satisfactorily carried out on
cables is not to be less than the minimum air clearance for the each completed cable and its accessories.
higher voltage side in [2.3.1]. However, high voltage cables
The test is to be carried out after an insulation resistance
are not to be installed on the same cable tray for cables oper-
test.
ating at the nominal system voltage of 1 kV and less.
For cables with rated voltage (Uo/U) above 1,8/3 kV
7.2.3 High voltage cables are generally to be installed on
(Um = 3,6 kV) an a.c. voltage withstand test may be carried
cable trays when they are provided with a continuous
out upon advice from high voltage cable manufacturer. One
metallic sheath or armour which is effectively bonded to
of the following test is to be used:
earth; otherwise, they are to be installed for their entire
length in metallic castings effectively bonded to earth. • test for 5 minutes with the phase to phase voltage of the
system applied between the conductor and the metallic
7.2.4 Terminations in all conductors of high voltage cables screan/sheath
are, as far as practicable, to be effectively covered with suit-
able insulating material. In terminal boxes, if conductors are • test for 24 hours with the normal operating voltage of
not insulated, phases are to be separated from earth and the system. Alternatively, a d.c. test voltage equal to 4
from each other by substantial barriers of suitable insulating Uo may be applied for 15 minutes.
materials.
High voltage cables of the radial field type, i.e. having a For cables with rated voltage (Uo/U) up to 1,8/3 kV
conductive layer to control the electric field within the insu- (Um = 3,6 kV) an d.c. voltage equal to 4 Uo is to be applied
lation, are to have terminations which provide electric stress for 15 minutes.
control.
7.2.7 After completion of the test, the conductors are to be
Terminations are to be of a type compatible with the insula-
connected to earth for a sufficient period in order to remove
tion and jacket material of the cable and are to be provided
any trapped electric charge.
with means to ground all metallic shielding components
(i.e. tapes, wires etc.). An insulation resistance test is then repeated.
1.1.1 The following requirements apply to ships for which 2.1.1 The electrical power for the propulsion system may
the main propulsion plants are provided by at least one be supplied from generating sets, dedicated to the propul-
electric propulsion motor and its electrical supply. All elec- sion system, or from a central power generation plant,
trical components of the propulsion plants are to comply which supplies the ship’s services and electric propulsion.
with these requirements.
The minimum configuration of an electric propulsion plant
consists of one prime mover, one generator and one electric
1.1.2 Prime movers are to comply with the requirements of motor. When the electrical production used for propulsion
Ch 1, Sec 2. is independent of the shipboard production, the diesel
engines driving the electric generators are to be considered
1.1.3 For the torsional vibration characteristics of the elec- as main engines.
tric propulsion plant, the provisions of Ch 1, Sec 9 apply.
Note 1: When the electric power plant is constituted with 2 genera-
tors, the corresponding prime movers are to be considered as main
1.1.4 Cooling and lubricating oil systems are to comply
propulsion medium. For electrical propulsion plant fitted with more
with the requirements of Ch 1, Sec 10.
than 2 generators, they will be considered as auxiliary generators. The
corresponding control and monitoring will be considered accordingly.
1.1.5 Monitoring and control systems are to comply with
the requirements of Part C, Chapter 3. 2.1.2 For plants having only one propulsion motor con-
trolled via a static converter, a standby converter which it is
1.1.6 Installations assigned an additional notation for auto- easy to switch over to is to be provided. Double stator
mation are to comply with the requirements of Part F, Chap- windings with one converter for each winding are consid-
ter 3 and Part F, Chapter 4. ered as an alternative solution.
1.2 Operating conditions 2.1.3 In electric propulsion plants having two or more con-
stant voltage propulsion generating sets, the electrical
1.2.1 The normal torque available on the electric propul- power for the ship’s auxiliary services may be derived from
sion motors for manoeuvring is to be such as to enable the this source. Additional ship’s generators for auxiliary ser-
vessel to be stopped or reversed when sailing at its maxi- vices need not be fitted provided that effective propulsion
mum service speed. and the services mentioned in Ch 2, Sec 3, [2.2.3] are
maintained with any one generating set out of service.
1.2.2 Adequate torque margin is to be provided for three- Where transformers are used to supply the ship’s auxiliary
phase synchronous motors to avoid the motor pulling out of services, see Ch 2, Sec 5.
synchronism during rough weather and when turning.
2.1.4 Plants having two or more propulsion generators, two
1.2.3 Means are to be provided to limit the continuous or more static converters or two or more motors on one pro-
input to the electric propulsion motor. This value is not to peller shaft are to be so arranged that any unit may be taken
exceed the continuous full load torque for which motor and out of service and disconnected electrically, without affect-
shafts are designed. ing the operation of the others.
2.2.3 The electric plant is to be so designed as to prevent 2.5.2 For plants where only one generator or only one
the harmful effects of electromagnetic interference gener- motor is foreseen, each machine is to be provided with a
ated by semiconductor converters, in accordance with Ch 2, standby exciter, which it is easy to switch over to.
Sec 3. In case of multi-propeller propulsion ships, standby exciter
may be omitted, provided failure of one exciter on one
2.3 Auxiliary machinery electric motor doesn't impair the functionality of the
remaining motor.
2.3.1 Propeller/thruster auxiliary plants are to be supplied
2.5.3 In case of multi-propeller propulsion ships, standby
directly from the main switchboard or from the main distri-
exciter may be omitted, provided failure of one exciter on
bution board or from a distribution board reserved for such
one electric motor doesn’t impair the functionality of the
circuits, at the auxiliary rated voltage.
remaining motor.
2.3.2 When the installation has one or more lubrication 2.5.4 In excitation circuits, there is to be no overload pro-
systems, devices are to be provided to ensure the monitor- tection causing the opening of the circuit, except for exci-
ing of the lubricating oil return temperature. tation circuits with semiconductor converters.
2.3.3 Propelling machinery installations with a forced 2.5.5 Each exciter is to be supplied by a separate feeder.
lubrication system are to be provided with alarm devices
which will operate in the event of oil pressure loss.
3 Construction of rotating machines
and semiconductor converters
2.4 Electrical Protection
2.4.5 In the case of propulsion plants supplied by genera- 3.3 Rotating machines
tors in parallel, suitable controls are to ensure that, if one or
more generators are disconnected, those remaining are not 3.3.1 Electrical machines are to be able to withstand the
overloaded by the propulsion motors. excess speed which may occur during operation of the ship.
2.4.6 In three-phase systems, phase-balance protective 3.3.2 The design of rotating machines supplied by static
devices are to be provided for the motor circuit which de- converters is to consider the effects of harmonics.
excite the generators and motors or disconnect the circuit
concerned. 3.3.3 The winding insulation of electrical machines is to be
capable of withstanding the overvoltage which may occur
in manoeuvring conditions.
2.5 Excitation of synchronous electric
propulsion motor 3.3.4 The design of a.c. machines is to be such that they
can withstand without damage a sudden short-circuit at
2.5.1 Each propulsion motor is to have its own exciter. their terminals under rated operating conditions.
3.3.5 The obtainable current and voltage of exciters and 4.2.5 Where power-aided control (for example with electri-
their supply are to be suitable for the output required during cal, pneumatic or hydraulic aid) is used for manual opera-
manoeuvring and overcurrent conditions, including short- tion, failure of such aid is not to result in interruption of
circuit in the transient period. power to the propeller. Any such device is to be capable of
purely manual local operation.
3.4 Semiconductor converters 4.2.6 The control system is to include the following main
functions:
3.4.1 The following limiting repetitive peak voltages URM
are to be used as a base for each semiconductor valve: • monitoring of the alarms: any event critical for the
proper operation of an essential auxiliary or a main ele-
• when connected to a supply specifically for propeller
ment of the installation requiring immediate action to
drives:
avoid a breakdown is to activate an alarm
URM = 1,5 UP • speed or pitch control of the propeller
• when connected to a common main supply: • shutdown or slow down when necessary.
URM = 1,8 UP
4.2.7 Where the electric propulsion system is supplied by the
where main switchboard together with the ship’s services, load shed-
UP : Peak value of the rated voltage at the input of ding of the non-essential services and /or power limitation of
the electric propulsion is to be provided. An alarm is to be
the semiconductor converter.
triggered in the event of power limitation or load shedding.
3.4.2 For semiconductor converter elements connected in
4.2.8 The risk of blackout due to electric propulsion opera-
series, the values in [3.4.1] are to be increased by 10%.
tion is to be eliminated. At the request of the Society, a fail-
Equal voltage distribution is to be ensured.
ure mode and effects analysis is to be carried out to
3.4.3 For parallel-connected converter elements, an equal demonstrate the reliability of the system.
current distribution is to be ensured.
4.3 Indicating instruments
3.4.4 Means are to be provided, where necessary, to limit
the effects of the rate of harmonics to the system and to 4.3.1 In addition to the provisions of Part C, Chapter 3 of
other semiconductor converters. Suitable filters are to be the Rules, instruments indicating consumed power and
installed to keep the current and voltage within the limits power available for propulsion are to be provided at each
given in Ch 2, Sec 2. propulsion remote control position.
3.4.5 The piping system of the cooling system is to be in 4.3.2 The instruments specified in [4.3.3] and [4.3.4] in
accordance with Ch 1, Sec 10. relation to the type of plant are to be provided on the power
control board or in another appropriate position.
4 Control and monitoring 4.3.3 The following instruments are required for each pro-
pulsion alternator:
4.1 General • an ammeter on each phase, or with a selector switch to
all phases
4.1.1 The control and monitoring systems, including com- • a voltmeter with a selector switch to all phases
puter based systems, are to be type approved, according to
• a wattmeter
Ch 3, Sec 6.
• a tachometer or frequency meter
• a power factor meter or a var-meter or a field ammeter
4.2 Power plant control systems
for each alternator operating in parallel
4.2.1 The power plant control systems are to ensure that • a temperature indicator for direct reading of the tem-
adequate propulsion power is available, by means of auto- perature of the stator windings, for each alternator rated
matic control systems and/or manual remote control sys- above 500 kW.
tems.
4.3.4 The following instruments are required for each a.c.
4.2.2 The automatic control systems are to be such that, in propulsion motor:
the event of a fault, the propeller speed and direction of • an ammeter on the main circuit
thrust do not undergo substantial variations. • an embedded sensor for direct reading of the tempera-
ture of the stator windings, for motors rated above
4.2.3 Failure of the power plant control system is not to 500 kW
cause complete loss of generated power (i.e. blackout) or
loss of propulsion. • an ammeter on the excitation circuit for each synchro-
nous motor
4.2.4 The loss of power plant control systems is not to • a voltmeter for the measurement of the voltage between
cause variations in the available power; i.e. starting or stop- phases of each motor supplied through a semiconductor
ping of generating sets is not to occur as a result. frequency converter.
4.3.5 Where a speed measuring system is used for control 4.5 Reduction of power
and indication, the system is to be duplicated with separate
sensor circuits and separate power supply. 4.5.1 Power is to be automatically reduced in the following
cases:
4.3.6 An ammeter is to be provided on the supply circuit
for each propulsion semiconductor bridge. • low lubricating oil pressure of bearings of propulsion
generators and motors
4.4 Alarm system • high winding temperature of propulsion generators and
motors
4.4.1 An alarm system is to be provided, in accordance
with the requirements of Part C, Chapter 3. The system is to • fan failure in machines and converters provided with
give an indication at the control positions when the param- forced ventilation, or failure of cooling system
eters specified in [4.4] assume abnormal values or any • lack of coolant in machines and semiconductor converters
event occurs which can affect the electric propulsion.
• load limitation of generators or inadequate available
4.4.2 Where an alarm system is provided for other essential power.
equipment or installations, the alarms in [4.4.1] may be
connected to such system. 4.5.2 When power is reduced automatically, this is to be
indicated at the propulsion control position (critical alarm).
4.4.3 Critical alarms for propulsion are to be indicated to
the bridge separately. 4.5.3 Switching-off of the semiconductors in the event of
abnormal service operation is to be provided in accordance
4.4.4 The following alarms are to be provided, where
with the manufacturer’s specification.
applicable:
• high temperature of the cooling air of machines and
semiconductor converters provided with forced ventila- 5 Installation
tion (see Note 1)
• reduced flow of primary and secondary coolants of 5.1 Ventilation of spaces
machines and semiconductor converters having a
closed cooling system with a heat exchanger 5.1.1 Loss of ventilation to spaces with forced air cooling is
• leakage of coolant inside the enclosure of machines and not to cause loss of propulsion. To this end, two sets of ven-
semiconductor converters with liquid-air heat exchangers tilation fans are to be provided, one acting as a standby unit
for the other. Equivalent arrangements using several inde-
• high winding temperature of generators and propulsion
pendently supplied fans may be considered.
motors, where required (see [4.3])
• low lubricating oil pressure of bearings for machines
with forced oil lubrication 5.2 Cable runs
• tripping of protective devices against overvoltages in
5.2.1 Instrumentation and control cables are to comply
semiconductor converters (critical alarm)
with the requirements of Ch 3, Sec 5 of the Rules.
• tripping of protection on filter circuits to limit the distur-
bances due to semiconductor converters 5.2.2 Where there is more than one propulsion motor, all
• tripping of protective devices against overcurrents up to cables for any one machine are to be run as far as is practi-
and including short-circuit in semiconductor converters cable away from the cables of other machines.
(critical alarm)
• voltage unbalance of three-phase a.c. systems supplied 5.2.3 Cables which are connected to the sliprings of syn-
by semiconductor frequency converters chronous motors are to be suitably insulated for the voltage
to which they are subjected during manoeuvring.
• earth fault for the main propulsion circuit (see Note 2)
• earth fault for excitation circuits of propulsion machines
(see Note 3).
6 Tests
Note 1: As an alternative to the air temperature of converters or to
the airflow, the supply of electrical energy to the ventilator or the 6.1 Test of rotating machines
temperature of the semiconductors may be monitored.
Note 2: In the case of star connected a.c. generators and motors 6.1.1 The test requirements are to comply with Ch 2, Sec 4.
with neutral points earthed, this device may not detect an earth
fault in the entire winding of the machine. 6.1.2 For rotating machines, such as synchronous genera-
Note 3: This may be omitted in brushless excitation systems and in tors and synchronous electric motors, of a power of more
the excitation circuits of machines rated up to 500 kW. In such than 1 MW, a quality plan detailing the different controls
cases, lamps, voltmeters or other means are to be provided to during the machine assembly is to be submitted to the Soci-
detect the insulation status under operating conditions. ety for approval.
6.1.3 In relation to the evaluation of the temperature rise, it 7.3 Electric motor
is necessary to consider the supplementary thermal losses
induced by harmonic currents in the stator winding. To this 7.3.1 The thermal losses are dissipated by the liquid cool-
end, two methods may be used: ing of the bulb and by the internal ventilation of the POD.
The justification for the evaluation of the heating balance
• direct test method, when the electric propulsion motor
between the sea water and air cooling is to be submitted to
is being supplied by its own frequency converter, and/or
the Society.
back to back arrangement according to the supplier’s
Note 1: The calculation method used for the evaluation of the cool-
facility
ing system (mainly based on computer programs) is to be docu-
• indirect test method as defined in Ch 2, App 1; in this mented. The calculation method is to be justified based on the
case, a validation of the estimation of the temperature experience of the designer of the system. The results of scale model
excess due to harmonics is to be documented. A justifi- tests or other methods may be taken into consideration.
cation based on a computer program calculation may
7.3.2 Means to adjust the air cooler characteristics are to
be taken into consideration, provided that validation of
be provided on board, in order to obtain an acceptable tem-
such program is demonstrated by previous experience.
perature rise of the windings. Such means are to be set fol-
lowing the dock and sea trials.
6.1.4 Rotating machines used for propulsion or manoeu-
vring are to be subjected to the tests stated in Ch 2, Sec 4, 7.3.3 Vibrations of the electric motor are to be monitored.
[5.1.1]. The alarm set point is to be defined in accordance with the
manufacturer recommendation.
7 Specific requirements for PODs
7.4 Instrumentation and associated devices
7.1 General 7.4.1 Means are to be provided to transmit the low level
signals connected to the sensors located in the POD.
7.1.1 The requirements for the structural part of a POD are
specified in Pt B, Ch 9, Sec 1, [11]. 7.5 Additional tests and tests on board
7.1.2 When used as steering manoeuvring system, the 7.5.1 Tests of electric propulsion motors are to be carried
POD is to comply with the requirements of Ch 1, Sec 11. out in accordance with Ch 2, Sec 4, and other tests in
accordance with Ch 1, Sec 15.
7.2 Electrical slip ring assemblies 7.5.2 Tests are to be performed to check the validation of
the temperature rise calculation.
7.2.1 Electrical slip ring assemblies are to comply with Ch 2,
Sec 10, [2]. 7.5.3 Tests on board are described in Ch 1, Sec 15, [3.9].
SECTION 15 TESTING
1.1.1 Before a new installation, or any alteration or addi- 3.1.1 The insulation resistance between all insulated poles
tion to an existing installation, is put into service, the elec- (or phases) and earth and, where practicable, between
trical equipment is to be tested in accordance with [3], [4] poles (or phases), is to be at least 1 MΩ in ordinary condi-
and [5] to the satisfaction of the Surveyor in charge. tions.
The installation may be subdivided to any desired extent
1.2 Insulation-testing instruments and appliances may be disconnected if initial tests give
results less than that indicated above.
1.2.1 Insulation resistance may be measured with an instru-
ment applying a voltage of at least 500 V. The measurement 3.2 Internal communication circuits
will be taken when the deviation of the measuring device is
stabilised. 3.2.1 Circuits operating at a voltage of 50 V and above are
Note 1: Any electronic devices present in the installation are to be to have an insulation resistance between conductors and
disconnected prior to the test in order to prevent damage. between each conductor and earth of at least 1 MΩ.
1.2.2 For high voltage installation, the measurement is to 3.2.2 Circuits operating at voltages below 50 V are to have
be taken with an instrument applying a voltage adapted to an insulation resistance between conductors and between
the rated value and agreed with the Society. each conductor and earth of at least 0,33 MΩ.
• cable trays or protective casings made of plastics materi- 3.4.2 The test is to be carried out with the machine hot
als (thermoplastic or thermosetting plastic materials). immediately after running with normal load.
2.1.2 Case by case approval based on submission of ade- 3.4.3 The insulation resistance of generator and motor con-
quate documentation and execution of tests may also be nection cables, field windings and starters is to be at least
granted at the discretion of the Society. 1 MΩ.
5.1.1 Generating sets are to be run at full rated load to ver- 5.3.1 The calculation results and the validity of the guid-
ify that the following are satisfactory: ance required in Ch 2, Sec 3, [3.22.2] and Ch 2, Sec 3,
• electrical characteristics [3.22.3] are to be verified by the Surveyor during sea trials.
• commutation (if any)
• lubrication 5.4 Consuming devices
• ventilation
• noise and vibration level. 5.4.1 Electrical equipment is to be operated under normal
service conditions (though not necessarily at full load or
5.1.2 Suitable load variations are to be applied to verify the simultaneously) to verify that it is suitable and satisfactory
satisfactory operation under steady state and transient con- for its purpose.
ditions (see Ch 2, Sec 4, [2]) of:
• voltage regulators 5.4.2 Motors and their starters are to be tested under nor-
• speed governors. mal operating conditions to verify that the following are sat-
isfactory:
5.1.3 Generating sets intended to operate in parallel are to
be tested over a range of loading up to full load to verify • power
that the following are satisfactory:
• operating characteristics
• parallel operation
• sharing of the active load • commutation (if any)
• sharing of the reactive load (for a.c. generators). • speed
Synchronising devices are also to be tested. • direction of rotation
5.1.4 The satisfactory operation of the following protective • alignment.
devices is to be verified:
• overspeed protection 5.4.3 The remote stops foreseen are to be tested.
• overcurrent protection (see Note 1)
• load-shedding devices 5.4.4 Lighting fittings, heating appliances etc. are to be
tested under operating conditions to verify that they are suit-
• any other safety devices.
able and satisfactory for their purposes (with particular
For sets intended to operate in parallel, the correct opera- regard to the operation of emergency lighting).
tion of the following is also to be verified:
• reverse-power protection for a.c. installations (or 5.5 Communication systems
reverse-current protection for d.c. installations)
• minimum voltage protection. 5.5.1 Communication systems, order transmitters and
Note 1: Simulated tests may be used to carry out this check where mechanical engine-order telegraphs are to be tested to ver-
appropriate. ify their suitability.
• Test N° 2: Rated stator winding current with the termi- The following parameters are recorded, every 1/2 hour:
nals short-circuited. The temperature of the stator wind- • temperature sensors as well as the stator current and
ing depends on the thermal Joule losses and mechanical voltage
losses, as above, where:
• the main field voltage and current
• Δts2 is the stator temperature rise
• the bearing temperatures (embedded sensor or ther-
• Δtr2 is the rotor temperature rise, which for test N° 2 mometer), and the condition of cooling of the bearings,
is negligible. which are to be compared to those expected on board.
Shaft
coupling
Driving motor
Exciter rotating machine
Rotating diods
1.1.3 The tests described above allow the determination of equal to 1), the temperature rise of the rotor is to be cor-
the final temperature rise of stator and rotor windings with rected as follows:
an acceptable degree of accuracy.
• The temperature rise of the stator winding is estimated Δt rotor = (Δtr1 − Δtr3) x (rated loading conditions Ir/ test
as follows: loading conditions Irt)2 + Δtr3
Δt stator = Δts1 + Δts2 − Δts3
Δt stator winding is to be corrected by the supplemen- 1.1.4 In the indirect method, a possible mutual influence of
tary temperature rise due to current harmonics evalu- the temperature rise between the stator and the rotor is not
ated by the manufacturer taken into consideration. The test results may be representa-
• Considering that in test N° 1 the magnetic field winding tive of the temperature rise on board ship, but a margin of
current Irt is different from the manufacturer’s estimated 10 to 15°C is advisable compared with the permitted tem-
value Ir (due to the fact that the cos ϕ in operation is not perature of the Rules and the measure obtained during tests.
Chapter 3
AUTOMATION
SECTION 6 TESTING
APPENDIX 1 TYPE TESTING PROCEDURE FOR CRANKCASE OIL MIST
DETECTION AND ALARM EQUIPMENT
3.2.2 Pneumatic power supply 5.1.2 A test program for verification and validation of cor-
rect operation is to be made available.
For pneumatic equipment, the operational characteristics
are to be maintained under permanent supply pressure vari- 5.1.3 Where the modifications may affect compliance with
ations of ± 20% of the rated pressure. the rules, they are to be carried out under survey and the
Detailed requirements are given in Ch 1, Sec 10. installation and testing are to be to the Surveyor’s satisfaction.
1.1.1 All control systems essential for the propulsion, con- 3 Control systems
trol and safety of the ship shall be independent or designed
such that failure of one system does not degrade the perfor-
mance of another system.
3.1 General
3.1.1 In the case of failure, the control systems used for
1.1.2 Controlled systems are to have manual operation.
essential services are to remain in the last position they had
Failure of any part of such systems shall not prevent the use before the failure, unless otherwise specified by these Rules.
of the manual override.
1.1.3 Automation systems are to have constant perfor- 3.2 Local control
mance.
3.2.1 Each system is to be able to be operated manually
1.1.4 Safety functions are to be independent of control and from a position located so as to enable visual control of
monitoring functions. operation. For detailed instrumentation for each system,
refer to Part C, Chapter 1and Part C, Chapter 2.
1.1.5 Control, monitoring and safety systems are to have It shall also be possible to control the auxiliary machinery,
self-check facilities. In the event of failure, an alarm is to be essential for the propulsion and safety of the ship, at or near
activated. the machinery concerned.
In particular, failure of the power supply of the automation Note 1: For electrically driven units in auxiliary services, the local
system is to generate an alarm. control is normally to be arranged at the motor starter in motor
control centers and, if applicable, also near the equipment under
1.1.6 When a computer based system is used for control, control.
alarm or safety systems, it is to comply with the require-
ments of Ch 3, Sec 3. 3.2.2 Local control systems is to be self-contained and not
depend on other systems or external communication links
1.1.7 The automatic change-over switch is to operate inde- for its intended operation.
pendently of both systems. When change-over occurs, no
stop of the installation is necessary and the latter is not to 3.2.3 When local control is selected, any control signal(s)
enter undefined or critical states. from the remote control system is to be ignored.
1.1.8 Emergency stops are to be hardwired and indepen- 3.3 Remote control systems
dent of any computer based system.
Note 1: Computerized systems may be admitted if evidence is 3.3.1 When several remote control stations are provided,
given demonstrating they provide a safety level equivalent to a control of machinery is to be possible at one station at a
hardwired system. time. At each location, an indicator showing which location
is in control is to be provided.
2 Power supply of automation systems 3.3.2 Remote control is to be provided with the necessary
instrumentation, in each remote control station, to allow
2.1 effective control (correct function of the system, indication
of control station in operation, alarm display).
2.1.1 Automation systems are to be arranged with an auto-
matic change-over to a continuously available stand-by 3.3.3 When transferring the control location, no significant
power supply in case of loss of normal power source. alteration of the controlled equipment is to occur. Transfer
of control is to be protected by an audible warning and
2.1.2 The capacity of the stand-by power supply is to be acknowledged by the receiving remote control location.
sufficient to allow the normal operation of the automation The main remote control location is to be able to take con-
systems for at least half an hour. trol without acknowledgment.
2.1.3 Failure of any power supply to an automation system 3.3.4 Failure in remote control systems is not to prevent
is to generate an audible and visual alarm. local operation.
3.4 Automatic control systems 4.2.6 Indicators shall be fitted on the navigation bridge, in
the main machinery control room and at the manoeuvring
3.4.1 Automatic starting, operational and control systems platform, for:
shall include provisions for manually overriding the auto- • propeller speed and direction of rotation in the case of
matic controls. fixed pitch propellers; and
• propeller speed and pitch position in the case of con-
3.4.2 Automatic control is to be stable in the range of the trollable pitch propellers.
controller in normal working conditions.
4.2.7 The main propulsion machinery shall be provided
3.4.3 Automatic control is to have instrumentation to verify with an emergency stopping device on the navigation
the correct function of the system. bridge which shall be independent of the navigation bridge
control system.
3.4.4 For machinery systems which due to their complexity In the event that there is no reaction to an order to stop,
requires continuous automatic control, manual control of provision is to be made for an alternative emergency stop.
the individual Equipment Under Control may not be feasi- This emergency stopping device may consist of a simple
ble. In such cases, local means are to be provided to both and clearly marked control device, for example a push-but-
monitor the concerned process- and to enable/disable any ton. This fitting is to be capable of suppressing the propeller
automatic functions / modes (a typical example is the gas thrust, whatever the cause of the failure may be.
supply system to a gas fuelled engine).
4.3.7 Remote starting of the propulsion machinery is to be 4.6 Automatic control of propulsion and
automatically inhibited if a condition exists which may manoeuvring units
damage the machinery, e.g. shaft turning gear engaged,
drop of lubrication oil pressure or brake engaged. 4.6.1 When the power source actuating the automatic con-
trol of propelling units fails, an alarm is to be triggered. In
4.3.8 As a general rule, the navigating bridge panels are not such case, the preset direction of thrust is to be maintained
to be overloaded by alarms and indications which are not long enough to allow the intervention of engineers. Failing
required. this, minimum arrangements, such as stopping of the shaft
line, are to be provided to prevent any unexpected reverse
of the thrust. Such stopping may be automatic or ordered by
4.3.9 Automation systems shall be designed in a manner
the operator, following an appropriate indication.
which ensures that threshold warning of impending or
imminent slowdown or shutdown of the propulsion system
is given to the officer in charge of the navigational watch in 4.7 Clutches
time to assess navigational circumstances in an emergency.
In particular, the systems shall control, monitor, report, alert 4.7.1 Where the clutch of a propulsion engine is operated
and take safety action to slowdown or stop propulsion electrically, pneumatically or hydraulically, an alarm is to be
while providing the officer in charge of the navigational given at the control station in the event of loss of energy; as
watch an opportunity to manually intervene, except for far as practicable, this alarm is to be triggered while it is still
those cases where manual intervention will result in total possible to operate the equipment.
failure of the engine and/or propulsion equipment within a
short time, for example in the case of overspeed. 4.7.2 When only one clutch is installed, its control is to be
fail-set. Other arrangements may be considered in relation
to the configuration of the propulsion machinery.
4.4 Remote control from navigating bridge
for gas fueled ship 4.8 Brakes
4.4.1 For ships assigned with additional service feature 4.8.1 Automatic or remote controlled braking is to be pos-
LNGfuel, CNGfuel, LPGfuel or, as relevant, other additional sible only if:
service features defined in Pt A, Ch 1, Sec 2, [4.13], the pro- • propulsion power has been shut off
visions of NR529, 9.4.3; NR529, 15.5(b); NR529, 15.11.4
and NR529, 15.7 are applicable. • the turning gear is disconnected
• the shaftline speed (r.p.m.) is below the threshold stated
by the builder.
4.5 Automatic control
5 Communications
4.5.1 The requirements in Article [3] are applicable. In
addition, the following requirements are to be considered, if
relevant. 5.1 Communications between navigating
bridge and machinery space
4.5.2 Main turbine propulsion machinery and, where appli-
cable, main internal combustion propulsion machinery and 5.1.1 At least two independent means are to be provided
auxiliary machinery shall be provided with automatic shut- for communicating orders from the navigating bridge to the
off arrangements in the case of failures such as lubricating position in the machinery space or in the control room from
oil supply failure which could lead rapidly to complete which the speed and the direction of the thrust of the pro-
breakdown, serious damage or explosion. pellers are normally controlled; one of these is to be an
engine room telegraph, which provides visual indication of
the orders and responses both in the machinery space and
4.5.3 The automatic control system is to be designed on a on the navigating bridge, with audible alarm mismatch
fail safe basis, and, in the event of failure, the system is to between order and response.
be adjusted automatically to a predetermined safe state.
4.5.4 Operations following any setting of the bridge control 5.1.2 The engine room telegraph is required in any case,
device (including reversing from the maximum ahead ser- even if the remote control of the engine is foreseen, irre-
vice speed in case of emergency) are to take place in an spective of whether the engine room is attended. An alarm
automatic sequence and with acceptable time intervals, as is to be given at the navigation bridge in the event of failure
prescribed by the manufacturer. of power supply to the engine room telegraph.
4.5.5 For steam turbines, a slow turning device is to be pro- 5.1.3 Where the main propulsion system of the ship is
vided which operates automatically if the turbine is stopped controlled from the navigating bridge by a remote control
longer than admissible. Discontinuation of this automatic system, the second means of communication may be the
turning from the bridge is to be possible. same bridge control system.
5.1.4 The second means for communicating orders is to be 7.2 Alarm functions
fed by an independent power supply and is to be indepen-
dent of other means of communication. 7.2.1 Alarm activation
6.1.1 The following requirements are applicable to valves Alarms, including the detection of transient faults, are to be
whose failure could impair essential services. maintained until acknowledgment of the visual indication.
6.1.2 Failure of the power supply is not to permit a valve to Acknowledgment of visual signals is to be separate for each
move to an unsafe condition. signal or common to a limited group of signals. Acknowl-
edgment is only to be possible when the user has visual
6.1.3 An indication is to be provided at the remote control information on the alarm condition for the signal or all sig-
station showing the actual position of the valve or whether nals in a group.
the valve is fully open or fully closed. This indication may
be omitted for quick-closing valves. 7.2.3 Inhibition of alarms
6.1.4 When valves are remote controlled, a secondary Manual inhibition of separate alarms may be accepted
manual means of operating them is to be provided (see Ch when this is clearly indicated.
1, Sec 10, [2.7.3]).
Inhibition of alarm and safety functions in certain operating
modes (e.g. during start-up or trimming) is to be automati-
7 Alarm system cally disabled in other modes.
7.1.1 Alarms are to be visual and audible and are to be It is to be possible to delay alarm activation in order to
clearly distinguishable, in the ambient noise and lighting in avoid false alarms due to normal transient conditions (e.g.
the normal position of the personnel, from any other signals. during start-up or trimming).
1 General requirements 1.3.2 The response time between the detection of an event
and the related action or signalization is to be compatible
with the application. As a general requirement without
1.1 Application other specification, this time is to be less than 5 seconds.
1.1.1 Systems covered
This Section applies to design, construction, commissioning 1.4 References
and maintenance of computer based systems where they
depend on software for the proper achievement of their 1.4.1 For the purpose of application of the requirements
functions. These requirements focus on the functionality of contained in this Section, the following identified standards
the software and on the hardware supporting the software. can be used for the development of hardware/software of
These requirements apply to the use of computer based sys- computer based systems. Other industry standards may be
tems which provide control, alarm, monitoring, safety or considered:
internal communication functions which are subject to clas-
sification requirements. • IEC 61508: Functional safety of electrical/elec-
tronic/programmable electronic safety-related systems
Navigation systems required by SOLAS Chapter V, Radio-
communication systems required by SOLAS Chapter IV, and • ISO/IEC 12207: Systems and software engineering -
vessel loading instrument/stability computer are not in the Software life cycle processes
scope of these requirements.
• ISO 9001:2008 Quality Management Systems -
Note 1: For loading instrument/stability computer, see Pt B, Ch 10, Requirements
Sec 2, [4].
• ISO/IEC 90003: Software engineering - Guidelines for
1.2 Requirement for ship the application of ISO 9001:2008 to computer software
2.1.2 System integrator ating system based computers from operational and infor-
The role of system integrator is to be taken by the Yard mation systems as programmable logic controllers from
unless an alternative organization is specifically con- industrial control systems.
tracted/assigned this responsibility. The system integrator is
2.1.8 Network communication device
responsible for the integration of systems and products pro-
vided by suppliers into the system invoked by the require- A computer based equipment, ensuring service or function
ments specified herein and for providing the integrated for the communication devices of the ship, who handles,
system. The system integrator may also be responsible of manages and routes packets over the networks.
integration of systems in the vessel.
2.2 Objects
If there are multiple parties performing system integration at
any one time a single party is to be responsible for overall 2.2.1 Fig 1 shows the hierarchy and relationships of a typi-
system integration and coordinating the integration activi- cal computer based system.
ties. If there are multiple stages of integration different Sys-
tem Integrators may be responsible for specific stages of Figure 1 : Illustrative system hierarchy
integration but a single party is to be responsible for defin-
ing and coordinating all of the stages of integration. Vessel
2.1.3 Supplier
System System
The Supplier is any contracted or subcontracted provider of
system components or software under the coordination of
the System Integrator or Shipyard. The supplier is responsi- Sub-system Programmable Sub-system
device
ble for providing programmable devices, sub-systems or
systems to the system integrator. The supplier provides a Programmable
description of the software functionality that meets the device
Owner's specification, applicable international and
Software Software Software Software
national standards, and the requirements specified herein. module module module module
The following systems typically belong to Category III, the 3 Documentation and test attendance
exact category being dependent on the risk assessment for
all operational scenarios:
3.1
• Propulsion system of a ship, meaning the means to gener-
ate and control mechanical thrust in order to move the 3.1.1 Documentation to be submitted and test to be
ship (devices used only during manoeuvring are not in the attended are listed in Tab 2.
scope of this requirement such as bow tunnel thrusters)
3.1.2 User interface description
• Steering system control system The documentation is to contain:
• Electric power system (including power management • a description of the functions allocated to each operator
system) interface (keyboard/screen or equivalent)
• Ship safety systems covering fire detection and fighting, • a description of individual screen views (schematics,
flooding detection and fighting, internal communication colour photos, etc.)
systems involved in evacuation phases, ship systems • a description of how menus are operated (tree presenta-
involved in operation of life saving appliances equipment tion)
• Dynamic positioning system of equipment classes 2 and • an operator manual providing necessary information for
3 according to Pt F, Ch 11, Sec 6 installation and use.
• Drilling systems
4 Requirements for software and
The following systems typically belong to Category II, the supporting hardware
exact category being dependent on the risk assessment for
all operational scenarios: 4.1 Life cycle approach
• liquid cargo transfer control system
4.1.1 A global top to bottom approach is to be undertaken
• bilge level detection and associated control of pumps regarding software and the integration in a system, spanning
the software lifecycle. This approach is to be accomplished
• fuel oil treatment system:
according to software development standards as listed
- ballast transfer valve remote control system herein or other standards recognized by the Society.
- stabilization and ride control systems 4.1.2 Quality system
• alarm and monitoring systems for propulsion systems. System integrators and suppliers shall operate a quality sys-
tem regarding software development and testing and associ-
The example systems are not exhaustive. ated hardware such as ISO 9001 taking into account
ISO 90003.
2.4 Other terminology Satisfaction of this requirement is to be demonstrated by
either:
2.4.1 Simulation tests • The quality system being certified as compliant to the
Control system testing where the equipment under control recognized standard by an organization with accredita-
is partly or fully replaced with simulation tools, or where tion under a national accreditation scheme, or
parts of the communication network and lines are replaced • The Society confirming compliance to the standard
with simulation tools. through a specific assessment.
This quality system is to include:
2.4.2 Expert system
a) Relevant procedures regarding responsibilities, system
Expert system is an intelligent knowledge-based system that documentation, configuration management and compe-
is designed to solve a problem with information that has tent staff.
been compiled using some form of human expertise.
b) Relevant procedures regarding software lifecycle and
2.4.3 Integrated system associated hardware:
• organization set in place for acquisition of related
Integrated system is a system consisting of two or more sub-
hardware and software from suppliers
systems having independent functions connected by a data
transmission network and operated from one or more work- • organization set in place for software code writing
stations. and verification
• organization set in place for system validation
2.4.4 Data communication link before integration in the vessel.
Data communication link includes point to point links, c) Minimum requirements for approval of Quality system:
instrument net and local area networks, normally used for • having a specific procedure for verification of soft-
inter-computer communication on board units. The soft- ware code of Category II and III at the level of sys-
ware and hardware which support the data communication tems, sub-systems and programmable devices and
are also included. modules
• having check points for the Class Society for Cate- rect operation of the software is to the function it
gory II and III systems (see Tab 2 for the minimum performs (i.e. IEC 61508 has different requirements
check points, see Note 1) depending on SILs, similar approaches are taken by
• having a specific procedure for software modifica- other recognized standard). This is to be supplied by
tion and installation on board the vessel defining the Supplier and System Integrator.
interactions with owners. • Evidence of functional tests for programmable
d) Quality Plan devices at the software module, sub-system, and sys-
tem level. This is to be supplied by the Supplier via
A document, referred to herein as a Quality Plan, is to the System Integrator. The functional testing is to be
be produced that records how the quality management designed to test the provisions of features used by
system will be applied for the specific computer based the software but provided by the operating system,
system and that includes, as a minimum, all of material function libraries, customized layer of software and
required by [4.1.2], items a) to c) inclusively. any set of parameters.
Note 1: Examples of check points can be a required submittal of
documentation, a test event, a technical design review meeting, or 4.1.4 Integration testing before installation on board
peer review meeting.
Intra-system integration testing is to be done between sys-
4.1.3 Design phase tem and sub-system software modules before being inte-
grated on board. The objective is to check that software
a) Risk assessment of system functions are properly executed, that the software and the
This step is to be undertaken to determine the risk to the hardware it controls interact and function properly together
system throughout the lifecycle by identifying and eval- and that software systems react properly in case of failures.
uating the hazards associated with each function of the Faults are to be simulated as realistically as possible to
system. A risk assessment report is upon request to be demonstrate appropriate system fault detection and system
submitted to the Society. response. The results of any required failure analysis are to
be observed. Functional and failure testing can be demon-
This document is normally to be submitted by the Sys-
strated by simulation tests.
tem Integrator or the Supplier, including data coming
from other suppliers. For Category II and III systems:
IEC/ISO31010 “Risk management - Risk assessment a) Test programs and procedures for functional tests and
techniques” may be applied in order to determine failure tests are to be submitted to the Society. A FMEA
method of risk assessment. The method of risk assess- may be requested by the Society in order to support
ment is to be agreed by the society. containment of failure tests programs.
Based on the risk assessment, a revised system category b) Factory acceptance test including functional and failure
might need to be agreed between Class and the system tests are to be witnessed by the Society.
supplier.
Following documentation is to be provided:
Where the risks associated with a computer based sys-
tem are well understood, it is permissible for the risk 1) Functional description of software
assessment to be omitted, however in such cases the
2) List and versions of software installed in system
supplier or the system integrator is to provide a justifica-
tion for the omission. The justification should give con- 3) User manual including instructions for use during
sideration to: software maintenance
• how the risks are known 4) List of interfaces between system and other ship sys-
• the equivalence of the context of use of the current tems
computer based system and the computer based sys- 5) List of standards used for data communication links
tem initially used to determine the risks
6) Additional documentation as requested by the Soci-
• the adequacy of existing control measures in the ety which might include an FMEA or equivalent to
current context of use. demonstrate the adequacy of failure test case applied.
b) Code production and testing For Category III systems:
The following documentation is to be provided to the
Simulation tests required in [4.1.4] are to fulfill in following
Society for Category II and III systems:
conditions:
• Software modules functional description and associ-
• software of control system identical to those that shall
ated hardware description for programmable
be installed on board are to be used for testing
devices. This is to be provided by Supplier and Sys-
tem Integrator. • the environment of the control system is to be simulated
• Evidence of verification (detection and correction of with sufficient details and accuracy to run functional
software errors) for software modules, in accordance and failure tests
with the selected software development standard. • the devices used for simulating the environment of the
Evidence requirements of the selected software stan- control system need to be evaluated by the Society
dard might differ depending on how critical the cor- before test is undertaken.
4.1.5 Approval of programmable devices for other computerized systems and functions that could not be
Category II and III systems tested previously.
Approval of programmable devices integrated inside a sys-
On board tests are to check that a computer based system in
tem is to be delivered to the system integrator or supplier.
its final environment, integrated with all other systems with
Approval can be granted on case by case basis, or as part of
which it interacts is:
a product type approval, so long as above mentioned docu-
ments have been reviewed/approved (as per Tab 2) and the • performing functions it was designed for
required tests have been witnessed by the Society (also see • reacting safely in case of failures originated internally or
Ch 3, Sec 6, [2.2] regarding hardware environmental type by devices external to the system
tests). Documentation should address the compatibility of
• interacting safely with other systems implemented on
the programmable device in the ship’s application, the
board vessel.
necessity to have on board tests during ship integration and
should identify the components of system using the For final integration and on board testing of Category II and
approved programmable devices. III systems:
4.1.6 Final integration and on board testing • test specifications are to be submitted to the Society for
Simulation tests are to be undertaken before installation, approval
when it is found necessary to check safe interaction with • the tests are to be witnessed by the Society.
System
Supplier Owner Category Category Category
Requirement integrator
involved involved I II III
involved
Quality Plan X X A (2) A A
Risk assessment report X I (2) I (2) I (2)
Software modules functional description and associated X X I I
hardware description (if necessary)
Software registry X X X I I I
Evidence of verification of software code X X I I
(if necessary)
Evidence of functional tests for elements included in sys- X X I I
tems of Category II and III at the level of software module,
sub-system and system
Test programs and procedures for functional tests and fail- X A A
ure tests including a supporting FMEA or equivalent, at the
request of the Class Society
Factory acceptance test event including functional and fail- X X W W
ure tests
Test program for simulation tests for final integration X A A
Simulation tests for final integration X W W
Test program for on board tests (includes wireless network X A A
testing)
On board integration tests (includes wireless network test- X W W
ing)
• List and versions of software installed in system X I I
• Functional description of software
• User manual including instructions during software
maintenance
• List of interfaces between system and other ship sys-
tems
Updated software registry X X I I
Procedures and documentation related to security policy I I
Test reports according to Ch 3, Sec 6, [2.2] requirements X X A (3) A A
User interface description see [3.1.2] X X I I I
(1) Additional documentation may be required upon request
(2) Upon request
(3) If in the scope of Class requirement
Note 1: A = to be submitted for approval, I = to be submitted for information, W = Test to be witnessed by the Surveyor
4.2 Limited approval 4.4.4 Security events are kept with the software registry.
Organizations in charge of software modifications are to be c) Owner is to maintain software inventory delivered by
clearly declared by Owner to the Society. A system Integra- the Shipyard. If missing, this document is to be estab-
tor is to be designated by the Owner and is to fulfill the lished by the Owner. Maintenance of the software
requirements mentioned in [4.1]. Limited life cycle steps inventory is to be done in accordance with the Life
may be considered for modifications already considered Cycle of the equipment as described in [4.1]. Modifica-
and accepted in the scope of initial approval. The level of tion history is to be kept.
documentation needed to be provided for the modification
are to be determined by the Society. 4.5.3 The software inventory may be a numeric document
(e.g. spreadsheet file) containing elements described in
At the vessel level, it is the responsibility of Owner to man- [4.5.4] to [4.5.7].
age traceability of these modifications; the achievement of
this responsibility is to be supported by system integrators 4.5.4 Global information
updating the software registry. This software registry is to The software inventory is to be structured per equipment
contain elements as described in [1.2.2]. and is to contain:
• equipment name, brand, model or reference, supplier
4.3.2 Change management
name, function and global version
The Owner is to ensure that necessary procedures for soft- • history of changes with dates, actors and motivations.
ware and hardware change management exist on board,
and that any software modification/upgrade are performed 4.5.5 Operating system related information
according to the procedure. All changes to computer based
If an equipment has multi, dual-boot system, each operating
systems in the operational phase are to be recorded and be
system is to be considered.
traceable by number, date or other appropriate means.
About operating system, the following information is to be
delivered:
4.4 System security
• operating system distribution name, editor's name,
4.4.1 Owner, system integrator and suppliers shall adopt global version
security policies and include these in their quality systems • operating system detailed version (applied CVE should
and procedures. be listed)
For Category I, II, and III systems, physical and logical secu- • operating system installed desktop applications, rele-
rity measures are to be in place to prevent unauthorized or vant versions and motivations [4.5.6] is to be applied)
unintentional modification of software, whether undertaken • operating system installed system services, relevant ver-
at the physical system or remotely. sions and motivations [4.5.7] is to be applied)
Prior to installation, all artefacts, software code, executables • license number.
and the physical medium used for installation on the vessel
are to be scanned for viruses and malicious software. 4.5.6 Desktop applications related information
Results of the scan are to be documented and kept with the Desktop applications are software editors' applications used
software registry. on the equipment. Desktop applications may be reserved to
a local usage (e.g. notepad) but Desktop applications may
4.4.2 Unused communication ports are to be disabled. also connect to remote computers (e.g. ftp client). But desk-
top applications cannot accept connections. Application
4.4.3 Results of the scan are to be documented and using entering connections are called "Network Services"
recorded to security events (could be electronic file). and are addressed in [4.5.7].
b) The mechanical construction is to be designed to with- When a computer based system is used with a non-essential
stand the vibration levels defined in Ch 2, Sec 2, system and connected to a network used for essential sys-
depending on the applicable environmental condition. tems, the coupling device is to be of an approved type.
7.2 System functional indication When several control stations are provided in different
spaces, an indication of the station in control is to be dis-
7.2.1 A means is to be provided to verify the activity of the played at each control station. Transfer of control is to be
system, or subsystem, and its proper function. effected smoothly and without interruption to the service.
2.2.8 The programmable components are to be clearly 4.1.3 Hydraulic circuits of automation systems are to be
tagged with the program date and reference. independent of any other hydraulic circuit on board.
Components are to be protected against outside alteration
when loaded. 5 Automation consoles
2.3.1 Cables and insulated conductors used for internal 5.1.1 Automation consoles are to be designed on ergo-
wiring are to be at least of the flame-retardant type, and are nomic principles. Handrails are to be fitted for safe opera-
to comply with the requirements in Part C, Chapter 2. tion of the console.
2.3.2 If specific products (e.g. oil) are likely to come into 5.2 Indicating instruments
contact with wire insulation, the latter is to be resistant to
such products or properly shielded from them, and to com- 5.2.1 The operator is to receive feed back information on
ply with the requirements in Part C, Chapter 2. the effects of his orders.
3.2.2 Cable terminations are to be able to withstand the 4.1.3 Hydraulic and pneumatic piping for automation sys-
identified environmental conditions (shocks, vibrations, salt tems is to be marked to indicate its function.
mist, humidity, etc.).
4.1.1 For installation of piping circuits used for automation 5.1.2 The location is to be such as to allow easy access for
purposes, see the requirements in Ch 1, Sec 10. maintenance operations.
SECTION 6 TESTING
2.1.1 The following requirements are applicable, but not The test procedure is to be defined with the Society in each
case.
confined, to electrical and electronic equipment which are
intended to be type approved for control, monitoring, alarm
and protection systems for use in ships. 2.3 Software type approval
2.3.1 Software of computer based systems are to be
2.1.2 The necessary documents to be submitted, prior to approved in accordance with Ch 3, Sec 3.
type testing, are listed in Ch 3, Sec 1, [2.3.1] and Ch 3, Sec
3, [3.1.1]. The type approval of automation systems refers to
hardware type approval or software type approval, as appli-
2.4 Loading instruments
cable.
2.4.1 Loading instrument approval consists of:
• approval of hardware according to [2.2], unless two
2.2 Hardware type approval computers are available on board for loading calcula-
tions only
2.2.1 Hardware type approval of automation systems is • approval of basic software according to [2.3]
obtained subject to the successful outcome of the tests • approval of application software, consisting in data veri-
described in Tab 1. These tests are to demonstrate the ability fication which results in the Endorsed Test Condition
of the equipment to function as intended under the speci- according to Part B
fied test conditions.
• installation testing according to [4].
Vibration and salt mist testing may be performed on differ-
ent specimens, where applicable. 2.5 Oil mist detection system
Reset of the automation system is accepted between each 2.5.1 Type test of oil mist detection system are to be carried
test, where necessary. out according to Ch 3, App 1.
3 Power supply − • 3 interruptions during 5 minutes • verification of the specified action of the
failure • switching- off time 30 s each case equipment on loss and restoration of sup-
ply in accordance with the system design
• verification of possible corruption of pro-
gramme or data held in programmable
electronic systems, where applicable
• the time of 5 minutes may be exceeded if
the equipment under test needs a longer
time for start up, e.g. booting sequence
• for equipment which requires booting, one
additional power supply interruption
during booting to be performed
5 Dry heat (1) IEC 60068-2-2 • Temperature: 55°C ± 2°C • equipment operating during conditioning
(10) Test “Bb” for non-heat Duration: 16 hours, or and testing
dissipating equipment • Temperature: 70°C ± 2°C • functional test (9) during the last hour at
Duration: 16 hours the test temperature
• for equipment specified for increased tem-
perature the dry heat test is to be con-
ducted at the agreed test temperature and
duration.
6 Damp heat IEC 60068-2-30 Test Db Temperature: 55°C • measurement of insulation resistance
Humidity: 95% before test
Duration: 2 cycles (12 + 12 hours) • the test shall start with 25°C ± 3°C and at
least 95% humidity
• equipment operating during the complete
first cycle and switched off during second
cycle except for functional test
• functional test during the first 2 hours of
the first cycle at the test temperature and
during the last 2 hours of the second cycle
at the test temperature; Duration of the sec-
ond cycle can be extended due to more
convenient handling of the functional test
• recovery at standard atmosphere condi-
tions
• insulation resistance measurements and
performance test
9 Insulation Rated Test Minimum insulation resistance • insulation resistance test is to be carried
resistance supply voltage out before and after: damp heat test, cold
voltage (D.C. volt- before after test, salt mist test and high voltage test
age) (V) • between all phases and earth, and where
appropriate between the phases
Un ≤ 65 V 2 x Un 10 Mohms 1,0 Mohms
Note: Certain components, e. g. for EMC pro-
min. 24 V
tection, may be required to be disconnected
Un > 65V 500 V 100 Mohms 10 Mohms for this test
17 Electrical Fast IEC 61000-4-4 Single pulse time: 5ns (between 10% • arcs generated when actuating electrical
Transients / and 90% value) contacts
Burst Single pulse width: 50 ns (50% value) • interface effect occurring on the power
Amplitude (peak): 2 kV line on power supply, as well as at the external wiring of
supply port/earth; 1 kV on I/O data the test specimen
control and communication ports • performance criterion B (see (4))
(coupling clamp)
Pulse period: 300 ms
Burst duration: 15 ms
Duration/polarity: 5 min
According to test level 3
18 Surge IEC 61000-4-5 Test applicable to AC and DC power • to simulate interference generated, for
ports. instance, by switching “ON” or “OFF” high
Open-circuit voltage: power inductive consumers
• Pulse rise time: 1,2 μs (front time) • test procedure in accordance with figure
• Pulse width: 50 μs (time of half 10 of the standard for equipment where
value) power and signal lines are identical
• Amplitude (peak): 1 kV line/earth; • performance criterion B (see (4))
0,5kV line/line
Short circuit current:
• Pulse rise time: 8 μs (front time)
• Pulse width: 20 μs (time of half
value)
Repetition rate: ≥ 1 pulse/min
No of pulses: 5 per polarity
Application: continuous
According to test level 2
Generator
Power supply
AC DC
L1 (+)
V Voltmeter *)
EUT N ()
PE
*) Decoupling (optional)
Table 2 : Alternative requirements for equipment when the application for their type approval is dated before
1 January 2020
3.1.1 Acceptance tests are generally to be carried out at the 3.3.1 Software acceptance tests of computer based systems
manufacturer’s facilities before the shipment of the equip- are to be carried out according to Ch 3, Sec 3.
ment, when requested.
Acceptance tests refer to hardware and software tests as
applicable. 4 On board tests
- verification of the required performance (range, set On board testing is to verify that correct functionality has
points, etc.) for on/off sensors been achieved with all systems integrated.
- verification of the required performance (range,
When completed, automation systems are to be such that a
response time, etc.) for actuators
single failure, for example loss of power supply, is not to
- verification of the required performance (full scale, result in a major degradation of the propulsion or steering of
etc.) for indicating instruments the ship. In addition, a blackout test is to be carried out to
• endurance test (burn-in test or equivalent) show that automation systems are continuously supplied.
• high voltage test Upon completion of on board tests, test reports are to be
• hydrostatic tests. made available to the Surveyor.
Table 3 : On board tests 4.1.3 For wireless data communication equipment, tests
during harbour and sea trials are to be conducted to
Equipment Nature of tests demonstrate that radio-frequency transmission does not
Electronic Main hardware and software functionalities cause failure of any equipment and does not itself fail as a
equipment with all systems integrated result of electromagnetic interference during expected oper-
ating conditions.
Analogue Signal calibration, trip set point adjustment
Note 1: Where electromagnetic interference caused by wireless data
sensors
communication equipment is found to be causing failure of equip-
Simulation of parameter to verify and record ment required for Category II or III systems, the layout and/or equip-
On/off sensors
the set points ment are/is to be changed to prevent further failures occurring.
Checking of operation in whole range and
Actuators
performance (response time, pumping)
Reading Checking of calibration, full scale and
instruments standard reference value
1 General 2 Testing
1.1.1 This Appendix is to specify the tests required to 2.1.1 The range of tests for the alarm/monitoring panel is to
demonstrate that crankcase oil mist detection and alarm include the following:
equipment intended to be fitted to diesel engines. a) functional tests described in [2.2]
Note 1: This test procedure is also applicable to oil mist detection b) electrical power supply failure test
and alarm equipment intended for gear cases. c) power supply variation test
d) dry heat test
1.2 Reference
e) damp heat test
1.2.1 See Ch 3, Sec 6, [2] for test specification for type f) vibration test
approval. g) EMC test
h) insulation resistance test
1.3 Purpose i) high voltage test
1.3.1 The purpose of type testing crankcase oil mist detec- j) static and dynamic inclinations, if moving parts are con-
tion and alarm equipment is to verify: tained.
• the functionality of the system 2.1.2 The range of tests for the detectors is to include the
• the effectiveness of the oil mist detectors following:
• the accuracy of oil mist detectors a) functional tests described in [2.2]
• the alarm set points b) electrical power supply failure test
• time delays between oil mist leaving the source and c) power supply variation test
alarm activation d) dry heat test
• functional failure detection e) damp heat test
• the influence of optical obscuration on detection. f) vibration test
g) EMC test where susceptible
1.4 Test facilities h) insulation resistance test
i) high voltage test
1.4.1 Test houses carrying out type testing of crankcase oil
mist detection and alarm equipment are to satisfy the fol- j) static and dynamic inclinations.
lowing criteria:
2.2 Functional tests
• A full range of facilities for carrying out the environmen-
tal and functionality tests required by this procedure 2.2.1 All tests to verify the functionality of crankcase oil
shall be available and be acceptable to the Society mist detection and alarm equipment are to be carried out in
• The test house that verifies the functionality of the accordance with [2.2.2] to [2.2.7] with an oil mist concen-
equipment is to be equipped so that it can control, tration in air, known in terms of mg/l to an accuracy of
measure and record oil mist concentration levels in ± 10%.
terms of mg/l to an accuracy of ± 10% in accordance
with this procedure. 2.2.2 The concentration of oil mist in the test chamber is to
be measured in the top and bottom of the chamber and
• When verifying the functionality, test houses are to con- these concentrations are not to differ by more than 10%.
sider the possible hazards associated with the genera- See also [2.4.1], item a).
tion of the oil mist required and take adequate
precautions. The Society will accept the use of low tox- 2.2.3 The oil mist detector monitoring arrangements are to
icity, low hazard oils as used in other applications, pro- be capable of detecting oil mist in air concentrations of
vided it is demonstrated to have similar properties to between 0 and 10% of the lower explosive limit (LEL) or
SAE 40 monograde mineral oil specified. between 0 and a percentage of weight of oil in air deter-
mined by the Manufacturer based on the sensor measure- 2.2.10 It is to be demonstrated that an indication is given
ment method (e.g. obscuration or light scattering) that is where lenses fitted in the equipment and used in determina-
acceptable to the Society taking into account the alarm tion of the oil mist level have been partially obscured to a
level specified in [2.2.4]. degree that will affect the reliability of the information and
Note 1: The LEL corresponds to an oil mist concentration of alarm indication as required by Ch 1, Sec 2, [2.3.5].
approximately 50 mg/l (~4,1% weight of oil in air mixture).
2.3 Detectors and alarm equipment to be
2.2.4 The alarm set point for oil mist concentration in air is tested
to provide an alarm at a maximum level corresponding to
not more than 5% of the LEL or approximately 2,5 mg/l. 2.3.1 The detectors and alarm equipment selected for the
type testing are to be selected from the manufacturer’s nor-
2.2.5 Where alarm set points can be altered, the means of mal production line by the Surveyor witnessing the tests.
adjustment and indication of set points are to be verified
against the equipment manufacturer’s instructions. 2.3.2 Two detectors are to be tested. One is to be tested in
clean condition and the other in a condition representing
2.2.6 The performance of the oil mist detector in mg/l is to the maximum level of lens obscuration specified by the
be demonstrated. This is to include the following: manufacturer.
• range (oil mist detector)
2.4 Method
• resolution (oil mist detector)
• sensitivity (oil mist detector) 2.4.1 The following requirements for oil mist generation
are to be satisfied at type testing:
Note 1: Sensitivity of a measuring system: quotient of the change in
an indication of a measuring system and the corresponding change a) The ambient temperature in and around the test cham-
in a value of a quantity being measured. ber is to be at the standard atmospheric conditions
defined in Ch 3, Sec 6, [2] before any test run is started.
Note 2: Resolution: smallest change in a quantity being measured
that causes a perceptible change in the corresponding indication. b) Oil mist is to be generated with suitable equipment
using an SAE 40 monograde mineral oil or equivalent
2.2.7 Where oil mist is drawn into a detector via piping and supplied to a test chamber. The selection of the oil
arrangements, the time delay between the sample leaving to be used is to take into consideration risks to health
the crankcase and operation of the alarm is to be deter- and safety, and the appropriate controls implemented. A
mined for the longest and shortest lengths of pipes recom- low toxicity, low flammability oil of similar viscosity
mended by the manufacturer. The pipe arrangements are to may be used as an alternative. The oil mist produced is
be in accordance with the manufacturer’s instructions/rec- to have an average (or arithmetic mean) droplet size not
ommendations. Piping is to be arranged to prevent pooling exceeding 5 μm. The oil droplet size is to be checked
of oil condensate which may cause a blockage of the sam- using the sedimentation method or an equivalent
pling pipe over time. method to a relevant international or national standard.
If the sedimentation method is chosen, the test chamber
2.2.8 It is to be demonstrated that the openings of detector is to have a minimum height of 1m and a volume of not
equipment does not become occluded or blocked under less than 1m3.
continuous splash and spray of engine lubricating oil, as Note 1: The calculated oil droplet size using the sedimentation
may occur in the crankcase atmosphere. Testing is to be in method represents the average droplet size.
accordance with arrangements proposed by the manufac-
c) The oil mist concentrations used are to be ascertained
turer and agreed by the classification society. The tempera-
by the gravimetric deterministic method or equivalent.
ture, quantity and angle of impact of the oil to be used is to
Where an alternative technique is used its equivalence
be declared and their selection justified by the manufac-
is to be demonstrated.
turer.
Note 2: For this test, the gravimetric deterministic method is a pro-
2.2.9 Detector equipment may be exposed to water vapour cess where the difference in weight of a 0,8 µm pore size mem-
from the crankcase atmosphere which may affect the sensi- brane filter is ascertained from weighing the filter before and
after drawing 1 litre of oil mist through the filter from the oil
tivity of the equipment and it is to be demonstrated that
mist test chamber. The oil mist chamber is to be fitted with a
exposure to such conditions will not affect the functional recirculating fan.
operation of the detector equipment. Where exposure to
water vapour and/or water condensation has been identi- d) Samples of oil mist are to be taken at regular intervals
fied as a possible source of equipment malfunctioning, test- and the results plotted against the oil mist detector out-
ing is to demonstrate that any mitigating arrangements such put. The oil mist detector is to be located adjacent to
as heating are effective. Testing is to be in accordance with where the oil mist samples are drawn off.
arrangements proposed by the manufacturer and agreed by e) The results of a gravimetric analysis are considered inva-
the Society. lid and are to be rejected if the resultant calibration
Note 1: This testing is in addition to that required by [2.1.2], item e) curve has an increasing gradient with respect to the oil
and is concerned with the effects of condensation caused by the mist detection reading. This situation occurs when insuf-
detection equipment being at a lower temperature than the crank- ficient time has been allowed for the oil mist to become
case atmosphere. homogeneous. Single results that are more than 10%
below the calibration curve are to be rejected. This situ- • results of tests are to include a declaration by the manu-
ation occurs when the integrity of the filter unit has been facturer of the oil mist detector of its:
compromised and not all of the oil is collected on the
• performance, in mg/L
filter paper.
f) The filters require to be weighed to a precision of 0,1mg • accuracy, of oil mist concentration in air
and the volume of air/oil mist sampled to 10 ml. • precision, of oil mist concentration in air
2.4.2 For type testing approval by the Society the testing is • range, of oil mist detector
to be witnessed by authorised personnel from the Society.
• resolution, of oil mist detector
2.4.3 Oil mist detection equipment is to be tested in the • response time, of oil mist detector
orientation (vertical, horizontal or inclined) in which it is
intended to be installed on an engine or gear case as speci- • sensitivity, of oil mist detector
fied by the equipment manufacturer. • obscuration of sensor detection, declared as per-
centage of obscuration. 0% totally clean, 100%
2.4.4 Type testing is to be carried out for each type of oil totally obscure
mist detection and alarm equipment for which a manufac-
turer seeks approval. Where sensitivity levels can be • detector failure alarm.
adjusted, testing is to be carried out at the extreme and mid-
point level settings. 2.8 Acceptance
2.5 Assessment 2.8.1 Acceptance of crankcase oil mist detection equip-
ment is at the discretion of the Society based on the
2.5.1 Assessment of oil mist detection equipment after test-
appraisal plans and particulars and the test house report of
ing is to address the following:
the results of type testing.
• The equipment to be tested is to have evidence of
design appraisal/approval. 2.8.2 The following information is to be submitted to the
• Details of the detection equipment to be tested are to be Society for acceptance of oil mist detection equipment and
recorded such as name of manufacturer, type designa- alarm arrangements:
tion, oil mist concentration assessment capability and
alarm settings, the maximum percentage level of lens • Description of oil mist detection equipment and system
obscuration used in [2.3.2]. including alarms
• After completing the tests, the detection equipment is to • Copy of the test house report identified in [2.7]
be examined and the condition of all components
• Schematic layout of engine oil mist detection arrange-
ascertained and documented. Photographic records of ments showing location of detectors/sensors and piping
the monitoring equipment condition are to be taken and arrangements and dimensions
included in the report.
• Maintenance and test manual which is to include the
2.6 Design series qualification following information:
- intended use of equipment and its operation
2.6.1 The approval of one type of detection equipment may
be used to qualify other devices having identical construc- - functionality tests to demonstrate that the equipment
tion details. Proposals are to be submitted for consideration. is operational and that any faults can be identified
and corrective actions notified
2.7 Test report - maintenance routines and spare parts recommenda-
tions
2.7.1 The test house is to provide a full report which
includes the following information and documents: - limit setting and instructions for safe limit levels
• test specification - where necessary, details of configurations in which
• details of equipment tested the equipment is and is not to be used.
Chapter 4
SECTION 1 GENERAL
SECTION 1 GENERAL
ae) Flammable gas detection system 3.2.2 The products indicated in Tab 2 may be installed
af) Fixed fire extinguishing systems for protection of galley without testing or approval.
cooking equipment
ag) Portable fire-extinguishers 3.3 Atriums
ah) Low location lighting systems 3.3.1 Atriums are public spaces within a single main verti-
ai) Inert gas systems serving cargo tanks. cal zone spanning three or more open decks.
As regards the granting of type approval, the requirements
of Part A apply. 3.4 B class divisions
The Society may request type approval for other materials, 3.4.1 “B” class divisions are those divisions formed by
equipment, systems or products required by the applicable bulkheads, decks, ceilings or linings which comply with the
provisions for ships or installations of special types. following criteria:
a) they are constructed of approved non-combustible
3 Definitions materials and all materials used in the construction and
erection of “B” class divisions are non-combustible,
3.1 Accommodation spaces with the exception that combustible veneers may be
permitted provided they meet other appropriate require-
3.1.1 Accommodation spaces are those spaces used for pub- ments of this Chapter
lic spaces, corridors, stairs, lavatories, cabins, offices, hospi-
b) they have an insulation value such that the average tem-
tals, cinemas, games and hobbies rooms, barber shops,
perature of the unexposed side will not rise more than
pantries containing no cooking appliances and similar spaces.
140°C above the original temperature, nor will the tem-
perature at any one point, including any joint, rise more
3.1.2 Pantries or isolated pantries containing no cooking
than 225°C above the original temperature, within the
appliances may contain:
time listed below:
• toasters, microwave ovens, induction heaters and simi-
- class “B-15”.......................................... 15 minutes
lar appliances each of them with a maximum power of
5 kW; and - class “B-0”............................................ 0 minutes
• electrically heated cooking plates and hot plates for c) they are so constructed as to be capable of preventing
keeping food warm each of them with a maximum power the passage of flame to the end of the first half hour of
of 2 kW and a surface temperature not above 150°C. the standard fire test; and
d) the Society required a test of a prototype division in
These pantries may also contain coffee machines, dish
accordance with the Fire Test Procedures Code (see
washers and water boilers with no exposed hot surfaces
[3.19]) to ensure that it meets the above requirements
regardless of their power. A dining room containing such
for integrity and temperature rise.
appliances should not be regarded as a pantry.
3.8.1 The central control station is a control station in 3.15.1 A continuously manned central control station is a
which the following control and indicator functions are cen- central control station which is continuously manned by a
tralized: responsible member of the crew.
a) fixed fire detection and fire alarm systems
b) automatic sprinkler, fire detection and fire alarm systems 3.16 Control stations
c) fire door indicator panels 3.16.1 Control stations are those spaces in which the ship’s
d) fire door closures radio or main navigating equipment or the emergency
e) watertight door indicator panels source of power is located or where the fire recording or fire
control equipment is centralized.
f) watertight door closures
g) ventilation fans
3.17 Dangerous goods
h) general/fire alarms
i) communication systems including telephones; and 3.17.1 Dangerous goods are those goods belonging to the
Note 1: The communication systems referred to are only those
following classes:
required by this Chapter. • class 1 - Explosives
j) microphones to public address systems. • class 2 - Gases: compressed, liquefied or dissolved
under pressure
3.9 C class divisions • class 3 - Flammable liquids
• class 4.1 - Flammable solids
3.9.1 “C” class divisions are divisions constructed of
approved non-combustible materials. They need meet nei- • class 4.2 - Substances liable to spontaneous combustion
ther requirements relative to the passage of smoke and • class 4.3 - Substances which, in contact with water, emit
flame nor limitations relative to the temperature rise. Com- flammable gases
bustible veneers are permitted provided they meet the
requirements of this Chapter. • class 5.1 - Oxidising substances
• class 5.2 - Organic peroxides
3.10 Chemical tankers • class 6.1 - Poisonous (toxic) substances
• class 6.2 - Infectious substances
3.10.1 A chemical tanker is a cargo ship constructed or
adapted and used for the carriage in bulk of any liquid • class 7 - Radioactive materials
product of a flammable nature listed in Pt D, Ch 8, Sec 17. • class 8 - Corrosives
• class 9 - Miscellaneous dangerous substances (that is
3.11 Closed ro-ro spaces any other substance which experience has shown, or
may show, to be of such a dangerous character that the
3.11.1 Closed ro-ro spaces are ro-ro spaces which are nei- provisions of Part A, Chapter VII of SOLAS Convention
ther open ro-ro spaces nor weather decks. are to be applied).
3.21.1 The lightweight is the displacement of a ship, in 3.26.2 In general, products made only of glass, concrete,
tonnes, without cargo, fuel, lubricating oil, ballast water, ceramic products, natural stone, masonry units, common
fresh water and feed water in tanks, consumable stores and metals and metal alloys are considered as being non-com-
passengers and crew and their effects, but including liquids bustible and may be installed without testing and approval.
in piping and mediums required for the fixed fire-fighting
systems (e.g. fresh water, CO2, dry chemical powder, foam
3.27 Oil fuel unit
concentrate, etc.).
3.27.1 The oil fuel unit is the equipment used for the prepa-
3.22 Low flame-spread ration of oil fuel for delivery to an oil-fired boiler, or equip-
ment used for the preparation for delivery of heated oil to
3.22.1 A low flame-spread means that the surface thus an internal combustion engine, and includes any oil pres-
described will adequately restrict the spread of flame, this sure pumps, filters and heaters dealing with oil at a pressure
being determined in accordance with the Fire Test Proce- of more than 0,18 MPa.
dures Code.
3.27.2 Oil fuel unit includes any equipment used for the
preparation and delivery of oil fuel, heated or not, to boilers
3.22.2 Non-combustible materials are considered as low (including inert gas generators) and engines (including gas
flame spread. However, due consideration will be given by turbines) at a pressure of more than 0,18 N/mm2. Oil fuel
the Society to the method of application and fixing. transfer pumps are not considered as oil fuel units.
3.23.1 Machinery spaces are machinery spaces of category 3.28.1 A fan is considered as non-sparking if in either nor-
A and other spaces containing propulsion machinery, boil- mal or abnormal conditions it is unlikely to produce sparks.
ers, oil fuel units, steam and internal combustion engines, For this purpose, the following criteria are to be met:
generators and major electrical machinery, oil filling sta- a) Design criteria
tions, refrigerating, stabilizing, ventilation and air condition-
ing machinery, and similar spaces, and trunks to such 1) The air gap between the impeller and the casing is to
spaces. be not less than 1/10 of the shaft diameter in way of
the impeller bearing and in any case not less than 2
mm, but need not exceed 13 mm.
3.24 Machinery spaces of category A 2) Protective screens with square mesh of not more
than 13 mm are to be fitted to the inlet and outlet of
3.24.1 Machinery spaces of category A are those spaces ventilation ducts to prevent objects entering the fan
and trunks to such spaces which contain either: housing.
3.29.1 Open ro-ro spaces are those ro-ro spaces which are 3.34 Ro-ro spaces
either open at both ends or have an opening at one end, and
are provided with adequate natural ventilation effective over 3.34.1 Ro-ro spaces are spaces not normally subdivided in
their entire length through permanent openings distributed in any way and normally extending to either a substantial
the side plating or deckhead or from above, having a total length or the entire length of the ship in which motor vehi-
area of at least 10% of the total area of the space sides. cles with fuel in their tanks for their own propulsion and/or
goods (packaged or in bulk, in or on rail or road cars, vehi-
cles (including road or rail tankers), trailers, containers, pal-
3.30 Open vehicle spaces lets, demountable tanks or in or on similar stowage units or
other receptacles) can be loaded and unloaded normally in
3.30.1 Open vehicle spaces are those vehicle spaces which a horizontal direction.
are either open at both ends or have an opening at one end
and are provided with adequate natural ventilation effective 3.35 Ro-ro passenger ship
over their entire length through permanent openings distrib-
uted in the side plating or deckhead or from above, having a 3.35.1 Ro-ro passenger ship means a passenger ship with
total area of at least 10% of the total area of the space sides. ro-ro spaces or special category spaces as defined in [3.39].
3.36 Steel or other equivalent material Note 1: For the purpose of this Chapter, the term tanker includes
the following service notations (see Pt A, Ch 1, Sec 2, Tab 1):
3.36.1 Steel or other equivalent material means any non- • Chemical tanker
combustible material which, by itself or due to insulation • Combination carrier/OBO
provided, has structural and integrity properties equivalent
• Combination carrier/OOC
to steel at the end of the applicable exposure to the standard
fire test (e.g., aluminium alloy with appropriate insulation). • FLS tanker
• Liquefied gas carrier or LNG bunkering ship
duct. In using the above definition the following terms may 3.50 Helideck
be associated:
a) automatic smoke damper is a smoke damper that closes 3.50.1 Helideck is a purpose-built helicopter landing area
independently in response to exposure to smoke or hot located on a ship including all structure, fire-fighting appli-
gases; ances and other equipment necessary for the safe operation
b) manual smoke damper is a smoke damper intended to of helicopters.
be opened or closed by the crew by hand at the damper
itself; and
3.51 Helicopter facility
c) remotely operated smoke damper is a smoke damper
that is closed by the crew through a control located at a
3.51.1 Helicopter facility is a helideck including any refuel-
distance away from the controlled damper.
ling and hangar facilities.
1.1.1 Limitation in the use of oils as fuel 1.3.4 Insulation surfaces against oil penetration
In spaces where penetration of oil products is possible, the
See Ch 1, Sec 1, [2.9].
surface of insulation shall be impervious to oil or oil vapours.
1.1.2 Arrangements for fuel oil
1.3.5 Primary deck coverings
See Ch 1, Sec 10.
Primary deck coverings, if applied within accommodation
1.1.3 Arrangements for lubricating oil and service spaces and control stations or if applied on
cabin balconies of passenger ships, shall be of approved
See Ch 1, Sec 10. material which will not readily ignite, this being determined
in accordance with the Fire Test Procedures Code (see Ch 4,
1.1.4 Arrangements for other flammable oils Sec 1, [3.19]).
See Ch 1, Sec 10.
2.1.2 Means of control in machinery spaces d) It shall be possible to close ventilation openings by a
a) Means of control shall be provided for opening and clo- manual operation from a clearly marked safe position
sure of skylights, closure of openings in funnels which outside the space where the closing operation can be
normally allow exhaust ventilation and closure of venti- easily confirmed. The louver status (open/closed) shall
lator dampers. be indicated at this position. Such closing shall not be
possible from any other remote position.
The controls of ventilation fans and fire dampers serving
Note 1: See also the requirements of Pt B, Ch 8, Sec 10, [9.1]
engine rooms should also comply with Ch 4, Sec 15, regarding closing appliances for ventilation systems.
[8.2.1], Note 1.
b) Means of control shall be provided for stopping ventilat- 2.2 Fire protection materials
ing fans. Controls provided for the power ventilation
serving machinery spaces shall be grouped so as to be 2.2.1 Use of non-combustible materials
operable from two positions, one of which shall be out- a) Insulating materials
side such spaces. The means provided for stopping the
Insulating materials shall be non-combustible, except in
power ventilation of the machinery spaces shall be
cargo spaces, mail rooms, baggage rooms and refrigerated
entirely separate from the means provided for stopping
compartments of service spaces. Vapour barriers and adhe-
ventilation of other spaces.
sives used in conjunction with insulation, as well as insula-
c) Means of control shall be provided for stopping forced tion of pipe fittings for cold service systems, need not be of
and induced draught fans, oil fuel transfer pumps, oil non-combustible materials, but they shall be kept to the
fuel unit pumps, lubricating oil service pumps, thermal minimum quantity practicable and their exposed surfaces
oil circulating pumps and oil separators (purifiers). shall have low flame-spread characteristics.
However, items d) and e) hereafter need not apply to Cold service means refrigeration systems and chilled
oily water separators. water piping for air conditioning systems.
d) The controls required in a) to c) above shall be located b) Ceilings and linings
outside the space concerned so they will not be cut off
1) Item 2 below applies to passenger ships and item 3
in the event of fire in the space they serve.
applies to cargo ships.
In machinery spaces of category A, controls to close off 2) Except in cargo spaces, all linings, grounds, draught
ventilation ducts and pipes are to be installed with due stops and ceilings shall be of non-combustible mate-
regard to the hot gases produced by a fire in the space rials except in mail rooms, baggage rooms, saunas or
concerned. refrigerated compartments of service spaces.
e) In passenger ships, the controls required in items a) to 3) All linings, ceilings, draught stops and their associ-
d) above and in Ch 4, Sec 4, [3.2.1] and Ch 4, Sec 5, ated grounds shall be of non-combustible materials:
[4.2.2] and the controls for any required fire-extinguish-
• in accommodation and service spaces and con-
ing system shall be situated at one control position or
trol stations for ships where method IC is speci-
grouped in as few positions as possible to the satisfac-
fied as referred to in Ch 4, Sec 5, [1.4.1]; and
tion of the Society. Such positions shall have a safe
access from the open deck. • in corridors and stairway enclosures serving
accommodation and service spaces and control
2.1.3 Closing appliances in emergency generator stations for ships where methods IIC or IIIC are
rooms specified as referred to in Ch 4, Sec 5, [1.4.1].
The following requirements apply to ventilation louvers for c) Partial bulkheads and decks on passenger ships
emergency generator rooms when provided and to closing 1) Partial bulkheads or decks used to subdivide a space
appliances where fitted to ventilators serving emergency for utility or artistic treatment shall be of non-com-
generator rooms: bustible materials.
a) Ventilation louvers and closing appliances may either 2) Linings, ceilings and partial bulkheads or decks used
be hand-operated or power-operated (hydraulic/pneu- to screen or to separate adjacent cabin balconies
matic/electric) and are to be operable under a fire con- shall be of non-combustible materials.
dition.
2.2.2 Use of combustible materials
b) Hand-operated ventilation louvers and closing appli-
ances are to be kept open during normal operation of the a) General
vessel. Corresponding instruction plates are to be pro- 1) Item 2) below applies to passenger ships and item 3)
vided at the location where hand-operation is provided. applies to cargo ships.
c) Power-operated ventilation louvers and closing appli- 2) “A”, “B” or “C” class divisions in accommodation
ances shall be of a fail-to-open type. Closed ventilation and service spaces and cabin balconies which are
louvers and closing appliances are acceptable during faced with combustible materials, facings, mould-
normal operation of the vessel. Power-operated ventila- ings, decorations and veneers shall comply with the
tion louvers and closing appliances shall open automat- provisions of b) to d) below and Article [3]. How-
ically whenever the emergency generator is starting/in ever, the provisions of c) need not apply to cabin
operation. balconies.
3) Non-combustible bulkheads, ceilings and linings fit- mined in accordance with the Fire Test Procedures Code,
ted in accommodation and service spaces may be and shall not restrict the passenger escape route. The
faced with combustible materials, facings, mould- Society may permit additional seating in the main recep-
ings, decorations and veneers provided such spaces tion area within a stairway enclosure if it is fixed, non-
are bounded by non-combustible bulkheads, ceil- combustible and does not restrict the passenger escape
ings and linings in accordance with the provisions of route. Furniture shall not be permitted in passenger and
b) to d) below and article [3]. crew corridors forming escape routes in cabin areas. In
b) Maximum calorific value of combustible materials addition to the above, lockers of non-combustible mate-
rial, providing storage for non-hazardous safety equip-
Combustible materials used on the surfaces and linings ment required by these regulations, may be permitted.
specified in item a) shall have a calorific value (see Note
1) not exceeding 45 MJ/m2 of the area for the thickness Drinking water dispensers and ice cube machines may
used. The requirements of this paragraph are not appli- be permitted in corridors provided they are fixed and do
cable to the surfaces of furniture fixed to linings or bulk- not restrict the width of the escape routes. This applies
heads. as well to decorative flower or plant arrangements, stat-
ues or other objects of art such as paintings and tapes-
c) Total volume of combustible materials tries in corridors and stairways
Where combustible materials are used in accordance
with the previous item a), the total volume of combus-
tible facings, mouldings, decorations and veneers in 2.2.4 Furniture and furnishings on cabin balconies
accommodation and service spaces shall not exceed a of passenger ships
volume equivalent to 2,5 mm veneer on the combined On passenger ships, furniture and furnishings shall comply
area of the walls and ceiling linings. Furniture fixed to with Ch 4, Sec 1, [3.33.1], items a), b), c), f) and g) unless
linings, bulkheads or decks need not be included in the such balconies are protected by a fixed pressure water-
calculation of the total volume of combustible materials. spraying and fixed fire detection and alarm systems comply-
d) Low flame-spread characteristics of exposed surface in ing with Ch 4, Sec 3, [9.1] and Ch 4, Sec 6, [5.1.3].
passenger ships
The following surfaces shall have low flame-spread char- 3 Smoke generation potential and
acteristics in accordance with the Fire Test Procedures toxicity
Code:
1) exposed surfaces in corridors and stairway enclo-
3.1 Paints, varnishes and other finishes
sures and of bulkhead and ceiling linings in accom-
modation and service spaces (except saunas) and
control station 3.1.1 Paints, varnishes and other finishes used on exposed
interior surfaces shall not be capable of producing excessive
2) surfaces and grounds in concealed or inaccessible quantities of smoke and toxic products, this being deter-
spaces in accommodation and services spaces and mined in accordance with the Fire Test Procedures Code.
control stations
3) exposed surfaces of cabin balconies, except for natu-
3.1.2 This requirement only applies to accommodation
ral wood decking systems.
spaces, service spaces and control stations as well as stair-
e) Low flame spread characteristics of exposed surface in way enclosures.
cargo ships
The following surfaces shall have low flame spread char- 3.1.3 On passenger ships, paints, varnishes and other fin-
acteristics in accordance with the Fire Test Procedures ishes used on exposed surfaces of cabin balconies shall not
Code: be capable of producing excessive quantities of smoke and
toxic products, this being determined in accordance with
1) exposed surfaces in corridors and stairway enclo-
the Fire Test Procedures Code.
sures and of ceilings in accommodation and service
spaces (except saunas) and control stations; and
2) surfaces and grounds in concealed or inaccessible
3.2 Primary deck coverings
spaces in accommodation and service spaces and
control stations. 3.2.1 Primary deck coverings, if applied within accommo-
dation and service spaces and control stations, shall be of
Note 1: The gross calorific value measured in accordance with ISO
approved material which will not give rise to smoke or toxic
Standard 1716 “Building Materials - Determination of Calorific
or explosive hazards at elevated temperatures, this being
Potential” should be quoted.
determined in accordance to the Fire Test Procedures Code.
2.2.3 Furniture in stairway enclosures
3.2.2 On passenger ships, primary deck coverings on cabin
a) [2.2.3] applies to passenger ships. balconies shall be of approved material which will not give
b) Furniture in stairway enclosures shall be limited to seat- rise to smoke or toxic or explosive hazards at elevated tem-
ing. It shall be fixed, limited to six seats on each deck in peratures, this being determined in accordance to the Fire
each stairway enclosure, be of restricted fire risk deter- Test Procedures Code.
1 General For fixed fire detection and fire alarm system in unattended
machinery spaces, see also Part F, Chapter 3.
1.1 Passenger ships
3.2 Design
1.1.1 A fixed fire detection and fire alarm system for pas-
senger ships shall be capable of remotely and individually 3.2.1 The fixed fire detection and fire alarm system required
identifying each detector and manually operated call point. in [3.1.1] a) shall be so designed and the detectors so posi-
tioned as to detect rapidly the onset of fire in any part of
those spaces and under any normal conditions of operation
1.2 Minimum number of detectors of the machinery and variations of ventilation as required by
the possible range of ambient temperatures. Except in
1.2.1 Where a fixed fire detection and fire alarm system is
spaces of restricted height and where their use is specially
required for the protection of spaces other than those speci-
appropriate, detection systems using only thermal detectors
fied in [4.2.1], at least one detector complying with the
shall not be permitted.
requirements given in Ch 4, Sec 15 shall be installed in each
such space. The detection system shall initiate audible and visual alarms
distinct in both respects from the alarms of any other system
not indicating fire, in sufficient places to ensure that the
2 Initial and periodical tests alarms are heard and observed on the navigation bridge
and by a responsible engineer officer. When the navigation
2.1 General bridge is unmanned, the alarm shall sound in a place where
a responsible member of the crew is on duty.
2.1.1 The function of fixed fire detection and fire alarm sys-
tems required by the relevant Sections of this Chapter shall be
tested under varying conditions of ventilation after installation.
4 Protection of accommodation and
service spaces and control stations
2.1.2 The function of fixed fire detection and fire alarm sys-
tems shall be periodically tested to the satisfaction of the 4.1 Application
Society by means of equipment producing hot air at the
appropriate temperature, or smoke or aerosol particles hav- 4.1.1 The provisions of [4.2] apply to ships of all types,
ing the appropriate range of density or particle size, or other those of [4.3] to [4.5] apply to passenger ships and those of
phenomena associated with incipient fires to which the [4.6] apply to cargo ships.
detector is designed to respond.
4.2 Smoke detectors in accommodation spaces
3 Protection of machinery spaces 4.2.1 Smoke detectors shall be installed in all stairways,
corridors and escape routes within accommodation spaces.
3.1 Installation Consideration shall be given to the installation of special
purpose smoke detectors within ventilation ducting.
3.1.1 A fixed fire detection and fire alarm system comply-
ing with the relevant provisions given in Ch 4, Sec 15 shall
be installed in: 4.3 Requirements for passenger ships
carrying more than 36 passengers
a) periodically unattended machinery spaces of category A,
b) machinery spaces of category A where: 4.3.1 A fixed fire detection and fire alarm system shall be so
1) the installation of automatic and remote control sys- installed and arranged as to provide smoke detection in ser-
tems and equipment has been approved in lieu of vice spaces, control stations and accommodation spaces,
continuous manning of the space, and including corridors, stairways and escape routes within
accommodation spaces. Smoke detectors need not be fitted
2) the main propulsion and associated machinery, in private bathrooms and galleys. Spaces having little or no
including the main sources of electrical power, are fire risk such as voids, public toilets, carbon dioxide rooms
provided with various degrees of automatic or and similar spaces need not be fitted with a fixed fire detec-
remote control and are under continuous manned tion and alarm system.
supervision from a control room,
Heat detectors in lieu of smoke detectors may be installed
and in galleys. CO2 rooms need not be protected by a fire
c) enclosed spaces containing incinerators. detection system or a sprinkler system.
Detectors fitted in cabins, when activated, shall also be smoke detection in all corridors, stairways and escape
capable of emitting, or cause to be emitted, an audible routes within accommodation spaces.
alarm within the space where they are located. c) Method IIIC
A fixed fire detection and fire alarm system shall be so
4.4 Requirements for passenger ships installed and arranged as to detect the presence of fire in
carrying not more than 36 passengers all accommodation spaces and service spaces, providing
smoke detection in corridors, stairways and escape
4.4.1 There shall be installed throughout each separate routes within accommodation spaces, except spaces
zone, whether vertical or horizontal, in all accommodation which afford no substantial fire risk such as void spaces,
and service spaces and, where it is considered necessary by sanitary spaces, etc. In addition, a fixed fire detection
the Society, in control stations, except spaces which afford and fire alarm system shall be so installed and arranged
no substantial fire risk such as void spaces, sanitary spaces, as to provide smoke detection in all corridors, stairways
etc., either: and escape routes within accommodation spaces.
CO2 rooms need not be protected by a fire detection system
a) a fixed fire detection and fire alarm system so installed
and arranged as to detect the presence of fire in such or a sprinkler system.
spaces and providing smoke detection in corridors, stair-
ways and escape routes within accommodation spaces.
Detectors fitted in cabins, when activated, shall also be 5 Protection of cargo spaces
capable of emitting, or cause to be emitted, an audible
alarm within the space where they are located; or 5.1 Application and general requirements
b) an automatic sprinkler, fire detection and fire alarm sys-
tem of an approved type complying with the relevant 5.1.1 The present Article applies to passenger ships.
requirements of Ch 4, Sec 15 and so installed and
5.1.2 A fixed fire detection and fire alarm system complying
arranged as to protect such spaces and, in addition, a with the requirements of Ch 4, Sec 15 or a sample extrac-
fixed fire detection and fire alarm system so installed and
tion smoke detection system complying with the require-
arranged as to provide smoke detection in corridors, stair-
ments of Ch 4, Sec 15 shall be provided in any cargo space
ways and escape routes within accommodation spaces. which, in the opinion of the Society, is not accessible,
CO2 rooms need not be protected by a fire detection system except where it is shown to the satisfaction of the Society
or a sprinkler system. that the ship is engaged on voyages of such short duration
that it would be unreasonable to apply this requirement.
8 Fire alarm signalling systems supply in case of loss of normal power supply. The control
panel shall be powered from the main source of electrical
power and the emergency source of electrical power
8.1 Application
defined in Pt D, Ch 11, Sec 5, [2] unless other arrangements
8.1.1 The present Article applies to passenger ships. are permitted by the Rules, as applicable.
3.2 Controls
2 Protection of control stations outside
3.2.1 Means of control shall be provided for permitting the
machinery spaces release of smoke and such controls shall be located outside
the space concerned so that they will not be cut off in the
2.1 General event of fire in the space they serve.
5.1 Atriums
2.1.2 For ships other than passenger ships carrying more
than 36 passengers, equally effective local closing arrange- 5.1.1 Atriums shall be equipped with a smoke extraction
ments means that in the case of ventilators these are to be system. The smoke extraction system shall be activated by
fitted with fire dampers or smoke dampers which are to be the required smoke detection system and be capable of
manual control. The fans shall be sized such that the entire
easily closed within the control station in order to maintain
volume within the space can be exhausted in 10 min or less.
the absence of smoke in the event of fire.
Table 1 : Bulkheads not bounding either main vertical zones or horizontal zones
in passenger ships carrying more than 36 passengers
SPACES (1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14)
Control stations (1) B-0 A-0 A-0 A-0 A-0 A-60 A-60 A-60 A-0 A-0 A-60 A-60 A-60 A-60
[a]
Stairways (2) A-0 A-0 A-0 A-0 A-0 A-15 A-15A-0 A-0 A-15 A-30 A-15 A-30
[a] [c]
Corridors (3) B-15 A-60 A-0 B-15 B-15 B-15 B-15 A-0 A-15 A-30 A-0 A-30
Evacuation stations and A-60 A-60 A-60 A-0 A-60 A-60 A-60 A-60
(4) − A-0 A-0
external escape routes [b][d] [b][d] [b][d] [d] [b] [b] [b] [b]
Open deck spaces (5) − A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0
Accommodation spaces of
(6) B-0 B-0 B-0 C A-0 A-0 A-30 A-0 A-30
minor fire risk
Accommodation spaces of
(7) B-0 B-0 C A-0 A-15 A-60 A-15 A-60
moderate fire risk
Accommodation spaces of
(8) B-0 C A-0 A-30 A-60 A-15 A-60
greater fire risk
Sanitary and similar spaces (9) C A-0 A-0 A-0 A-0 A-0
Tanks, voids and auxiliary
A-0
machinery spaces having (10) A-0 A-0 A-0 A-0
[a]
little or no fire risk
Auxiliary machinery spaces,
cargo spaces, cargo and other A-0
(11) A-0 A-0 A-15
oil tanks and other similar [a]
spaces of moderate fire risk
Machinery spaces and main A-0
(12) A-0 A-60
galleys [a]
store-rooms, workshops, A-0
(13) A-0
pantries etc. [a]
Other spaces in which flam-
(14) A-30
mable liquids are stowed
Note 1: (to be applied to Tab 1 and Tab 2, as appropriate)
[a] : Where adjacent spaces are in the same numerical category and letter “a” appears, a bulkhead or deck between such spaces
need not be fitted if deemed unnecessary by the Society. For example, in category (12) a bulkhead need not be required
between a galley and its annexed pantries provided the pantry bulkheads and decks maintain the integrity of the galley bound-
aries. A bulkhead is, however, required between a galley and machinery space even though both spaces are in category (12).
[b] : The ship's side, to the waterline in the lightest seagoing condition, superstructure and deckhouse sides situated below
and adjacent to liferafts and evacuation slides may be reduced to A-30.
[c] : Where public toilets are installed completely within the stairway enclosure, the public toilet bulkhead within the stair-
way enclosure can be of B class integrity.
[d] : Where spaces of category (6), (7), (8) and (9) are located completely within the outer perimeter of the assembly station,
the bulkheads of these spaces are allowed to be of B-0 class integrity. Control positions for audio, video and light instal-
lations may be considered as part of the assembly station.
1.3 Passenger ships greater than 1600 m2 on any deck. The length or width of
a main vertical zone is the maximum distance between the
1.3.1 Main vertical zones and horizontal zones furthermost points of the bulkheads bounding it.
a) In ships carrying more than 36 passengers, the hull, If a stairway serves two main vertical zones, the maxi-
superstructure and deckhouses shall be subdivided into mum length of any one main vertical zone need not be
main vertical zones by A-60 class divisions. Steps and measured from the far side of the stairway enclosure. In
recesses shall be kept to a minimum, but where they are this case all boundaries of the stairway enclosure are to
necessary they shall also be A-60 class divisions. Where a be insulated as main vertical zone bulkheads and
category (5), (9) or (10) space defined in item b) of access doors leading into the stairway are to be pro-
[1.3.3] is on one side or where fuel oil tanks are on both vided from the two outside zones. The number of main
sides of the division the standard may be reduced to A-0. vertical zones of 48 m length is not limited as long as
b) In ships carrying not more than 36 passengers, the hull, they comply with all the requirements.
superstructure and deckhouses in way of accommoda- d) Such bulkheads shall extend from deck to deck and to
tion and service spaces shall be subdivided into main ver- the shell or other boundaries.
tical zones by A class divisions. These divisions shall have
e) On ships designed for special purposes, such as auto-
insulation values in accordance with Tab 3 and Tab 4.
mobile or railroad car ferries, where the provision of
c) As far as practicable, the bulkheads forming the bounda- main vertical zone bulkheads would defeat the purpose
ries of the main vertical zones above the bulkhead deck for which the ship is intended, equivalent means for
shall be in line with watertight subdivision bulkheads situ- controlling and limiting a fire shall be substituted and
ated immediately below the bulkhead deck. The length specifically approved by the Society.
and width of main vertical zones may be extended to a However, in a ship with special category spaces, such
maximum of 48 m in order to bring the ends of main verti- spaces shall comply with the applicable provisions of Ch 4,
cal zones to coincide with watertight subdivision bulk- Sec 13 and, where such compliance would be inconsistent
heads or in order to accommodate a large public space with other requirements for passenger ships specified in this
extending for the whole length of the main vertical zone Chapter, the requirements of Ch 4, Sec 13 shall prevail.
provided that the total area of the main vertical zone is not
Table 2 : Decks not forming steps in main vertical zones nor bounding horizontal zones
in passenger ships carrying more than 36 passengers
SPACE above
SPACE below
(1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14)
Control stations (1) A-30 A-30 A-15 A-0 A-0 A-0 A-15 A-30 A-0 A-0 A-0 A-60 A-0 A-60
Stairways (2) A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-30 A-0 A-30
A-0
Corridors (3) A-15 A-0 A-60 A-0 A-0 A-15 A-15 A-0 A-0 A-0 A-30 A-0 A-30
[a]
Evacuation stations and
(4) A-0 A-0 A-0 A-0 − A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0
external escape routes
Open deck spaces (5) A-0 A-0 A-0 A-0 − A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0
Accommodation spaces
(6) A-60 A-15 A-0 A-60 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0
of minor fire risk
Accommodation spaces
(7) A-60 A-15 A-15 A-60 A-0 A-0 A-15 A-15 A-0 A-0 A-0 A-0 A-0 A-0
of moderate fire risk
Accommodation spaces
(8) A-60 A-15 A-15 A-60 A-0 A-15 A-15 A-30 A-0 A-0 A-0 A-0 A-0 A-0
of greater fire risk
Sanitary and similar spaces (9) A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0
Tanks, voids and auxiliary
A-0
machinery spaces having (10) A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0 A-0
[a]
little or no fire risk
Auxiliary machinery spaces,
cargo spaces, cargo and other A-0
(11) A-60 A-60 A-60 A-60 A-0 A-0 A-15 A-30 A-0 A-0 A-0 A-0 A-30
oil tanks and other similar [a]
spaces of moderate fire risk
Machinery spaces and A-30
(12) A-60 A-60 A-60 A-60 A-0 A-60 A-60 A-60 A-0 A-0 A-30 A-0 A-60
main galleys [a]
store-rooms, workshops,
(13) A-60 A-30 A-15 A-60 A-0 A-15 A-30 A-30 A-0 A-0 A-0 A-0 A-0 A-0
pantries, etc.
Other spaces in which
(14) A-60 A-60 A-60 A-60 A-0 A-30 A-60 A-60 A-0 A-0 A-0 A-0 A-0 A-0
flammable liquids are stowed
Note 1: The notes of Tab 1 apply to Tab 2, as appropriate.
1.3.2 Bulkheads within a main vertical zone there is a doubt as to its classification for the pur-
a) For ships carrying more than 36 passengers, bulkheads pose of the present Section, or where it is possible to
which are not required to be A class divisions shall be at assign two or more classifications to a space, it shall
least B class or C class divisions as prescribed in Tab 1 be treated as a space within the relevant category
and Tab 2. having the most stringent boundary requirements.
Smaller, enclosed rooms within a space that have
b) For ships carrying not more than 36 passengers, bulk-
less than 30 % communicating openings to that
heads within accommodation and service spaces which
space are considered separate spaces. The fire integ-
are not required to be A class divisions shall be at least B
rity of the boundary bulkheads and decks of such
class or C class divisions as prescribed in Tab 3 and Tab
smaller rooms shall be as prescribed in Tab 1 and
4. In addition, corridor bulkheads, where not required
Tab 2. The title of each category is intended to be
to be A class, shall be B class divisions which shall
typical rather than restrictive. The number in paren-
extend from deck to deck except:
theses preceding each category refers to the applica-
1) when continuous B class ceilings or linings are fitted ble column or row in the tables.
on both sides of the bulkhead, the portion of the bulk- • (1) Control stations
head behind the continuous ceiling or lining shall be of
Spaces containing emergency sources of power
material which, in thickness and composition, is
and lighting
acceptable in the construction of B class divisions, but
which shall be required to meet B class integrity stand- Wheelhouse and chartroom
ards only in so far as is reasonable and practicable in Spaces containing the ship’s radio equipment
the opinion of the Society; and Fire control stations
2) in the case of a ship protected by an automatic Control room for propulsion machinery when
sprinkler system complying with the provisions of located outside the propulsion machinery space
Ch 4, Sec 15, the corridor bulkheads may terminate Spaces containing centralized fire alarm equipment
at a ceiling in the corridor provided such bulkheads
Spaces containing centralized emergency public
and ceilings are of B class standard in compliance
address system stations and equipment.
with [1.3.4]. All doors and frames in such bulkheads
shall be of non-combustible materials and shall have • (2) Stairways
the same fire integrity as the bulkhead in which they Interior stairways, lifts, totally enclosed emergency
are fitted. escape trunks, and escalators (other than those
wholly contained within the machinery spaces) for
c) Bulkheads required to be B class divisions, except corri-
passengers and crew and enclosures thereto
dor bulkheads as prescribed in item b) above, shall
extend from deck to deck and to the shell or other In this connection a stairway which is enclosed at
boundaries. However, where a continuous B class ceil- only one level shall be regarded as part of the
ing or lining is fitted on both sides of a bulkhead which space from which it is not separated by a fire door.
is at least of the same fire resistance as the adjoining • (3) Corridors
bulkhead, the bulkhead may terminate at the continu- Passenger and crew corridors and lobbies.
ous ceiling or lining.
• (4) Evacuation stations and external escape routes
1.3.3 Fire integrity of bulkheads and decks in ships Survival craft stowage area
carrying more than 36 passengers Open deck spaces and enclosed promenades
a) In addition to complying with the specific provisions for forming lifeboat and liferaft embarkation and
fire integrity of bulkheads and decks mentioned in lowering stations
[1.3.1] and [1.3.2], the minimum fire integrity of all bulk- Assembly stations, internal and external
heads and decks shall be as prescribed in Tab 1 and External stairs and open decks used for escape
Tab 2. Where, due to any particular structural arrange- routes
ments in the ship, difficulty is experienced in determin-
The ship’s side to the waterline in the lightest
ing from the tables the minimum fire integrity value of
seagoing condition, superstructure and deck-
any divisions, such values shall be determined to the sat-
house sides situated below and adjacent to the
isfaction of the Society.
liferaft and evacuation slide embarkation areas.
b) The following requirements shall govern application of
• (5) Open deck spaces
Tab 1 and Tab 2:
Open deck spaces and enclosed promenades
1) Tab 1 shall apply to bulkheads not bounding either clear of lifeboat and liferaft embarkation and
main vertical zones or horizontal zones. lowering stations. To be considered in this cate-
Tab 2 shall apply to decks not forming steps in main gory, enclosed promenades shall have no signifi-
vertical zones nor bounding horizontal zones. cant fire risk, meaning that furnishings shall be
2) For determining the appropriate fire integrity stand- restricted to deck furniture. In addition, such
ards to be applied to boundaries between adjacent spaces shall be naturally ventilated by perma-
spaces, such spaces are classified according to their nent openings.
fire risk as shown in categories (1) to (14) below. Air spaces (the space outside superstructures
Where the contents and use of a space are such that and deckhouses).
Workshops (not part of machinery spaces, gal- and [1.3.2], the minimum fire integrity of bulkheads and
leys, etc.) decks shall be as prescribed in Tab 3 and Tab 4.
Lockers and store-rooms having areas greater b) The following requirements govern application of the
than 4 m2, other than those spaces that have tables:
provisions for the storage of flammable liquids. 1) Tab 3 and Tab 4 shall apply, respectively, to the
• (14) Other spaces in which flammable liquids bulkheads and decks separating adjacent spaces.
are stowed 2) For determining the appropriate fire integrity stand-
Paint lockers ards to be applied to divisions between adjacent
Store-rooms containing flammable liquids spaces, such spaces are classified according to their
(including dyes, medicines, etc.) fire risk as shown in categories (1) to (11) below.
Laboratories (in which flammable liquids are Where the contents and use of a space are such that
stowed). there is a doubt as to its classification for the pur-
pose of the present Section, or where it is possible to
3) Notwithstanding the provisions of [1.3.2], there are
assign two or more classifications to a space, it shall
no special requirements for material or integrity of
be treated as a space within the relevant category
boundaries where only a dash appears in the tables.
having the most stringent boundary requirements.
4) The Society shall determine in respect of category Smaller, enclosed rooms within a space that have
(5) spaces whether the insulation values in Tab 1 less than 30% communicating openings to that
shall apply to ends of deckhouses and superstruc- space are considered separate spaces. The fire integ-
tures, and whether the insulation values in Tab 2 rity of the boundary bulkheads and decks of such
shall apply to weather decks. In no case shall the smaller rooms shall be as prescribed in Tab 3 and
requirements of category (5) of Tab 1 or Tab 2 Tab 4. The title of each category is intended to be
necessitate enclosure of spaces which in the opinion typical rather than restrictive. The number in paren-
of the Society need not be enclosed. theses preceding each category refers to the applica-
c) Continuous B class ceilings or linings, in association with ble column or row in the tables.
the relevant decks or bulkheads, may be accepted as • (1) Control stations
contributing, wholly or in part, to the required insulation Spaces containing emergency sources of power
and integrity of a division. and lighting
d) In approving structural fire protection details, the Society Wheelhouse and chartroom
shall have regard to the risk of heat transmission at inter-
Spaces containing the ship’s radio equipment
sections and terminal points of required thermal barriers.
Fire control stations
e) Construction and arrangement of saunas
Control room for propulsion machinery when
• The perimeter of the sauna shall be of “A” class located outside the machinery space
boundaries and may include changing rooms, show-
Spaces containing centralized fire alarm equip-
ers and toilets. The sauna shall be insulated to “A-60”
ment.
standard against other spaces except those inside the
perimeter and spaces of categories (5), (9) and (10). • (2) Corridors
• Bathrooms with direct access to saunas may be con- Passenger and crew corridors and lobbies.
sidered as part of them. In such cases, the door • (3) Accommodation spaces
between sauna and the bathroom need not comply Spaces as defined in Ch 4, Sec 1, [3.1] excluding
with fire safety requirements. corridors.
• The traditional wooden lining on the bulkheads and • (4) Stairways
ceiling are permitted in the sauna. The ceiling above Interior stairways, lifts, totally enclosed emer-
the oven shall be lined with a non-combustible plate gency escape trunks, and escalators (other than
with an air gap of at least 30 mm. The distance from those wholly contained within the machinery
the hot surfaces to combustible materials shall be at spaces) and enclosures thereto
least 500 mm or the combustible materials shall be
In this connection, a stairway which is enclosed
protected (e.g. non-combustible plate with an air
only at one level shall be regarded as part of the
gap of at least 30 mm).
space from which it is not separated by a fire door.
• The traditional wooden benches are permitted to be
• (5) Service spaces (low risk)
used in the sauna.
Lockers and store-rooms not having provisions
• The sauna door shall open outwards by pushing.
for the storage of flammable liquids and having
• Electrically heated ovens shall be provided with a timer. areas less than 4 m2 and drying rooms and laun-
Note 1: For the purpose of this Chapter, hammams are treated as dries.
saunas.
• (6) Machinery spaces of category A
1.3.4 Fire integrity of bulkheads and decks in ships Spaces as defined in Ch 4, Sec 1, [3.24].
carrying not more than 36 passengers • (7) Other machinery spaces
a) In addition to complying with the specific provisions for Electrical equipment rooms (auto-telephone
fire integrity of bulkheads and decks mentioned in [1.3.1] exchange, air-conditioning duct spaces)
Spaces as defined in Ch 4, Sec 1, [3.23], exclud- of passenger ships to have A class integrity. Similarly, in
ing machinery spaces of category A. such boundaries which are not required to have A class
integrity, doors may be constructed of materials which
Spaces dedicated to urea or sodium hydroxide
are to the satisfaction of the Society.
solution tanks for selective catalytic reduction
(SCR) systems, exhaust gas recirculation (EGR)
e) In approving structural fire protection details, the Soci-
systems or exhaust gas cleaning systems (EGCS),
ety shall have regard to the risk of heat transmission at
when separated from the engine room.
intersections and terminal points of required thermal
• (8) Cargo spaces barriers.
All spaces used for cargo (including cargo oil f) Saunas shall comply with [1.3.3], item e).
tanks) and trunkways and hatchways to such
spaces, other than special category spaces. g) A navigation locker that can only be accessed from the
wheelhouse should be considered as a control station
• (9) Service spaces (high risk) with respect to the provisions of Tab 3 and the bulkhead
Galleys, pantries containing cooking appliances, separating the wheelhouse and such a locker should
paint lockers, lockers and store-rooms having have fire integrity of at least “B-0” class.
areas of 4 m2 or more, spaces for the storage of
flammable liquids, saunas and workshops other 1.3.5 Protection of stairways and lifts in
than those forming part of the machinery spaces. accommodation area
• (10) Open decks a) Stairways shall be within enclosures formed of A class
Open deck spaces and enclosed promenades divisions, with positive means of closure at all openings,
having little or no fire risk. Enclosed promenades except that:
shall have no significant fire risk, meaning that 1) a stairway connecting only two decks need not be
furnishing shall be restricted to deck furniture. In enclosed, provided the integrity of the deck is main-
addition, such spaces shall be naturally venti- tained by proper bulkheads or self-closing doors in
lated by permanent openings one ‘tweendeck space. When a stairway is closed in
Air spaces (the space outside superstructures one ‘tweendeck space, the stairway enclosure shall
and deckhouses). be protected in accordance with the tables for decks
in [1.3.3] or [1.3.4].
• (11) Special category and ro-ro spaces
The door provided at this stairway enclosure is to be
Spaces as defined in Ch 4, Sec 1, [3.34] and Ch of the self-closing type.
4, Sec 1, [3.39].
2) stairways may be fitted in the open in a public
3) In determining the applicable fire integrity standard space, provided they lie wholly within the public
of a boundary between two spaces within a main space.
vertical zone or horizontal zone which is not pro-
b) Lift trunks shall be so fitted as to prevent the passage of
tected by an automatic sprinkler system complying
smoke and flame from one ‘tweendeck to another and
with the provisions of Ch 4, Sec 15 or between such
shall be provided with means of closing so as to permit the
zones neither of which is so protected, the higher of
control of draught and smoke. Machinery for lifts located
the two values given in the tables shall apply.
within stairway enclosures shall be arranged in a separate
4) In determining the applicable fire integrity standard room, surrounded by steel boundaries, except that small
of a boundary between two spaces within a main passages for lift cables are permitted. Lifts which open into
vertical zone or horizontal zone which is protected spaces other than corridors, public spaces, special cate-
by an automatic sprinkler system complying with the gory spaces, stairways and external areas shall not open
provisions of Ch 4, Sec 15 or between such zones into stairways included in the means of escape.
both of which are so protected, the lesser of the two
values given in the tables shall apply. Where a zone 1.3.6 Arrangement of cabin balconies
with sprinklers and a zone without sprinklers meet
within accommodation and service spaces, the Non-load bearing partial bulkheads which separate adja-
higher of the two values given in the tables shall cent cabin balconies shall be capable of being opened by
apply to the division between the zones. the crew from each side for the purpose of fighting fires.
SPACES (1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11)
Control stations (1) A-0 [c] A-0 A-60 A-0 A-15 A-60 A-15 A-60 A-60 * A-60
A-0 [a] A-15
Corridors (2) C [e] B-0 [e] B-0 [e] A-60 A-0 A-0 * A-30
B-0 [e] A-0 [d]
A-0 [a] A-15 A-30
Accommodation spaces (3) C [e] B-0 [e] A-60 A-0 A-0 *
B-0 [e] A-0 [d] A-0 [d]
A-0 [a] A-0 [a] A-15
Stairways (4) A-60 A-0 A-0 * A-30
B-0 [e] B-0 [e] A-0 [d]
Service spaces (low risk) (5) C [e] A-60 A-0 A-0 A-0 * A-0
Machinery spaces of category A (6) * A-0 A-0 A-60 * A-60
Other machinery spaces (7) A-0 [b] A-0 A-0 * A-0
Cargo spaces (8) * A-0 * A-0
Service spaces (high risk) (9) A-0 [b] * A-30
Open decks (10) − A-0
Special category and ro-ro spaces (11) A-30
Note 1: (to be applied to Tab 3 and Tab 4, as appropriate)
[a] : For clarification as to which applies, see [1.3.2] and [1.3.5].
[b] : Where spaces are of the same numerical category and letter “b” appears, a bulkhead or deck of the rating shown in the
tables is only required when the adjacent spaces are for a different purpose, e.g. in category (9). A galley next to a galley
does not require a bulkhead, but a galley next to a paint room requires an A-0 bulkhead.
[c] : Bulkheads separating the wheelhouse and chartroom from each other may have a B-0 rating. No fire rating is required for
those partitions separating the navigation bridge and the safety centre when the latter is within the navigation bridge.
[d] : See items b) 3) and b) 4) of [1.3.4].
[e] : For the application of item b) of [1.3.1], B-0 and C, where appearing in Tab 3, are to be read as A-0.
[f] : Fire insulation need not be fitted if the machinery space in category (7), in the opinion of the Society, has little or no fire risk.
* : Where an asterisk appears in the tables, the division is required to be of steel or other equivalent material, but is not
required to be of A class standard. However, where a deck, except in a category (10) space, 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.
Divisions between control stations (emergency generators) and open decks may have air intake openings without means
for closure, unless a fixed gas fire-extinguishing system is fitted.
For the application of item b) of [1.3.1], an asterisk, where appearing in Tab 4, except for categories (8) and (10), is to be
read as A-0.
SPACE above
SPACE below
(1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11)
Control stations (1) A-0 A-0 A-0 A-0 A-0 A-60 A-0 A-0 A-0 * A-60
Corridors (2) A-0 * * A-0 * A-60 A-0 A-0 A-0 * A-30
A-30
Accommodation spaces (3) A-60 A-0 * A-0 * A-60 A-0 A-0 A-0 *
A-0 [d]
Stairways (4) A-0 A-0 A-0 * A-0 A-60 A-0 A-0 A-0 * A-30
Service spaces (low risk) (5) A-15 A-0 A-0 A-0 * A-60 A-0 A-0 A-0 * A-0
Machinery spaces of category A (6) A-60 A-60 A-60 A-60 A-60 * A-60 [f] A-30 A-60 * A-60
Other machinery spaces (7) A-15 A-0 A-0 A-0 A-0 A-0 * A-0 A-0 * A-0
Cargo spaces (8) A-60 A-0 A-0 A-0 A-0 A-0 A-0 * A-0 * A-0
Service spaces (high risk) (9) A-60 A-30 A-30 A-30 A-0 A-60 A-0 A-0 A-0 * A-30
A-0 [d] A-0 [d] A-0 [d]
Open decks (10) * * * * * * * * * − A-0
Special category and ro-ro spaces (11) A-60 A-30 A-30 A-30 A-0 A-60 A-0 A-0 A-30 A-0 A-30
A-0 [d]
Note 1: The notes to Tab 3 apply to this table as appropriate.
SPACES (1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11)
Control stations (1) A-0 [e] A-0 A-60 A-0 A-15 A-60 A-15 A-60 A-60 * A-60
A-0 [c]
Corridors (2) C B-0 B-0 A-60 A-0 A-0 A-0 * A-30
B-0
A-0 [c]
Accommodation spaces (3) C [a,b] B-0 A-60 A-0 A-0 A-0 * A-30
B-0
A-0 [c] A-0 [c] *
Stairways (4) A-60 A-0 A-0 A-0 A-30
B-0 B-0 *
Service spaces (low risk) (5) C A-60 A-0 A-0 A-0 * A-0
Machinery spaces of category A (6) * A-0 A-0 [g] A-60 * A-60 [f]
Other machinery spaces (7) A-0 [d] A-0 A-0 * A-0
Cargo spaces (8) * A-0 * A-0
Service spaces (high risk) (9) A-0 [d] * A-30
Open decks (10) − A-0
Ro-ro and vehicle spaces (11) A-30
Note 1: (to be applied to Tab 5 and Tab 6, as appropriate)
[a] : No special requirements are imposed upon bulkheads in methods IIC and IIIC fire protection.
[b] : In case of method IIIC, B class bulkheads of B-0 rating are to be provided between spaces or groups of spaces of 50m2
and over in area.
[c] : For clarification as to which applies, see [1.4.2] and [1.4.4].
[d] : Where spaces are of the same numerical category and letter “d” appears, a bulkhead or deck of the rating shown in the
tables is only required when the adjacent spaces are for a different purpose, e.g. in category (9). A galley next to a galley
does not require a bulkhead, but a galley next to a paint room requires an A-0 bulkhead.
[e] : Bulkheads separating the wheelhouse, chartroom and radio room from each other may have a B-0 rating.
[f] : An A-0 rating may be used if no dangerous goods are intended to be carried or if such goods are stowed not less than 3 m
horizontally from such a bulkhead.
[g] : For cargo spaces in which dangerous goods are intended to be carried, Ch 4, Sec 12, [2.9] applies.
[h] : Fire insulation need not be fitted in the machinery space in category (7) if, in the opinion of the Society, it has little or no
fire risk.
* : Where an asterisk appears in the tables, the division is required to be of steel or other equivalent material but is not
required to be of A class standard. However where a deck, except an open 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. Divisions
between control stations (emergency generators) and open decks may have air intake openings without means for clo-
sure, unless a fixed gas fire-extinguishing system is fitted.
SPACE above
SPACE below
(1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11)
Control stations (1) A-0 A-0 A-0 A-0 A-0 A-60 A-0 A-0 A-0 * A-60
Corridors (2) A-0 * * A-0 * A-60 A-0 A-0 A-0 * A-30
Accommodation spaces (3) A-60 A-0 * A-0 * A-60 A-0 A-0 A-0 * A-30
Stairways (4) A-0 A-0 A-0 * A-0 A-60 A-0 A-0 A-0 * A-30
Service spaces (low risk) (5) A-15 A-0 A-0 A-0 * A-60 A-0 A-0 A-0 * A-0
Machinery spaces of category A (6) A-60 A-60 A-60 A-60 A-60 * A-60 [h] A-30 A-60 * A-60
Other machinery spaces (7) A-15 A-0 A-0 A-0 A-0 A-0 * A-0 A-0 * A-0
Cargo spaces (8) A-60 A-0 A-0 A-0 A-0 A-0 A-0 * A-0 * A-0
Service spaces (high risk) (9) A-60 A-0 A-0 A-0 A-0 A-60 A-0 A-0 A-0 [d] * A-30
Open decks (10) * * * * * * * * * − A-0
Ro-ro and vehicle spaces (11) A-60 A-30 A-30 A-30 A-0 A-60 A-0 A-0 A-30 A-0 A-30
Note 1: The notes to Tab 5 apply to this Table as appropriate.
1.4.2 Bulkheads within accommodation area 2) For determining the appropriate fire integrity stand-
a) Bulkheads required to be B class divisions shall extend ards to be applied to divisions between adjacent
from deck to deck and to the shell or other boundaries. spaces, such spaces are classified according to their
However, where a continuous B class ceiling or lining is fire risk as shown in categories (1) to (11) below.
fitted on both sides of the bulkhead, the bulkhead may Where the contents and use of a space are such that
terminate at the continuous ceiling or lining. there is a doubt as to its classification for the pur-
pose of the present Section, or where it is possible to
b) Method IC assign two or more classifications to a space, it shall
Bulkheads not required by this or other Sections for be treated as a space within the relevant category
cargo ships to be A or B class divisions shall be of at having the most stringent boundary requirements.
least C class construction. Smaller, enclosed rooms within a space that have
less than 30 % communicating openings to that
c) Method IIC space are considered separate spaces. The fire integ-
There shall be no restriction on the construction of bulk- rity of the boundary bulkheads and decks of such
heads not required by this or other Sections for cargo smaller rooms shall be as prescribed in Tab 5 and
ships to be A or B class divisions except in individual Tab 6. The title of each category is intended to be
cases where C class bulkheads are required in accord- typical rather than restrictive. The number in paren-
ance with Tab 5. theses preceding each category refers to the applica-
ble column or row in the tables.
d) Method IIIC
• (1) Control stations
There shall be no restriction on the construction of bulk-
Spaces containing emergency sources of power
heads not required for cargo ships to be A or B class
and lighting
divisions except that the area of any accommodation
space or spaces bounded by a continuous A or B class Wheelhouse and chartroom
division shall in no case exceed 50 m2, except in individ- Spaces containing the ship’s radio equipment
ual cases where C class bulkheads are required in Fire control stations
accordance with Tab 5. However, consideration may be Control room for propulsion machinery when
given by the Society to increasing this area for public located outside the machinery space
space.
Spaces containing centralised fire alarm equipment.
• (2) Corridors
1.4.3 Fire integrity of bulkheads and decks
Corridors and lobbies.
a) In addition to complying with the specific provisions for • (3) Accommodation spaces
fire integrity of bulkheads and decks of cargo ships, the
Spaces as defined in Ch 4, Sec 1, [3.1], excluding
minimum fire integrity of bulkheads and decks shall be
corridors.
as prescribed in Tab 5 and Tab 6.
• (4) Stairways
b) The following requirements shall govern application of
Interior stairways, lifts, totally enclosed emer-
Tab 5 and Tab 6:
gency space trunks, and escalators (other than
1) Tab 5 and Tab 6 shall apply respectively to the bulk- those wholly contained within the machinery
heads and decks separating adjacent spaces. spaces) and enclosures thereto
In this connection, a stairway which is enclosed c) Saunas shall comply with [1.3.3], item e).
only at one level shall be regarded as part of the d) A navigation locker that can only be accessed from the
space from which it is not separated by a fire door. wheelhouse should be considered as a control station
• (5) Service spaces (low risk) with respect to the provisions of Tab 5 and the bulkhead
Lockers and store-rooms not having provisions separating the wheelhouse and such a locker should
for the storage of flammable liquids and having have fire integrity of at least “B-0” class.
areas less than 4 m2 and drying rooms and laun-
dries. 1.4.4 Protection of stairways and lift trunks in
accommodation spaces, service spaces and
• (6) Machinery spaces of category A control stations
Spaces as defined in Ch 4, Sec 1, [3.24]. a) Stairways which penetrate only a single deck shall be
• (7) Other machinery spaces protected, at a minimum, at one level by at least B-0
class divisions and self-closing doors. Lifts which pene-
Electrical equipment rooms (auto-telephone
trate only a single deck shall be surrounded by A-0 class
exchange, air-conditioning duct spaces)
divisions with steel doors at both levels. Stairways and
Spaced as defined in Ch 4, Sec 1, [3.23], exclud- lift trunks which penetrate more than a single deck shall
ing machinery spaces of category A. be surrounded by at least A-0 class divisions and be pro-
Spaces dedicated to urea or sodium hydroxide tected by self-closing doors at all levels.
solution tanks for selective catalytic reduction Dumb-waiters are to be regarded as lifts.
(SCR) systems, exhaust gas recirculation (EGR)
b) On ships having accommodation for 12 persons or less,
systems or exhaust gas cleaning systems (EGCS),
where stairways penetrate more than a single deck and
when separated from the engine room.
where there are at least two escape routes direct to the
• (8) Cargo spaces open deck at every accommodation level, the A-0
All spaces used for cargo (including cargo oil requirements of item a) above may be reduced to B-0.
tanks) and trunkways and hatchways to such
spaces. 1.5 Tankers
• (9) Service spaces (high risk)
1.5.1 Application
Galleys, pantries containing cooking appliances,
saunas, paint lockers and store-rooms having For tankers, only method IC as defined in item a) of [1.4.1]
areas of 4 m2 or more, spaces for the storage of shall be used.
flammable liquids, and workshops other than
1.5.2 Fire integrity of bulkheads and decks
those forming part of the machinery spaces.
a) In lieu of the requirements of [1.4] and in addition to
• (10) Open decks complying with the specific provisions for fire integrity
Open deck spaces and enclosed promenades of bulkheads and decks of tankers, the minimum fire
having little or no fire risk. To be considered in integrity of bulkheads and decks shall be as prescribed
this category, enclosed promenades shall have in Tab 7 and Tab 8.
no significant fire risk, meaning that furnishings b) The following requirements shall govern application of
shall be restricted to deck furniture. In addition, Tab 7 and Tab 8:
such spaces shall be naturally ventilated by per-
manent openings 1) Tab 7 and Tab 8 shall apply respectively to the bulk-
heads and decks separating adjacent spaces.
Air spaces (the space outside superstructures
and deckhouses). 2) For determining the appropriate fire integrity stand-
ards to be applied to divisions between adjacent
• (11) Ro-ro and vehicle spaces
spaces, such spaces are classified according to their
Ro-ro spaces as defined in Ch 4, Sec 1, [3.34] fire risk as shown in categories (1) to (10) below.
Vehicle spaces as defined in Ch 4, Sec 1, [3.42]. Where the contents and use of a space are such that
there is a doubt as to its classification for the pur-
3) Continuous B class ceilings or linings, in association pose of the present Section, or where it is possible to
with the relevant decks or bulkheads, may be assign two or more classifications to a space, it shall
accepted as contributing, wholly or in part, to the be treated as a space within the relevant category
required insulation and integrity of a division. having the most stringent boundary requirements.
4) External boundaries which are required in Ch 4, Sec Smaller, enclosed areas within a space that have less
7, [2.1.1] to be of steel or other equivalent material than 30 % communicating openings to that space
may be pierced for the fitting of windows and sides- are considered separate areas. The fire integrity of
cuttles provided that there is no requirement for the boundary bulkheads and decks of such smaller
such boundaries of cargo ships to have A class integ- spaces shall be as prescribed in Tab 7 and Tab 8.
rity. Similarly, in such boundaries which are not The title of each category is intended to be typical
required to have A class integrity, doors may be con- rather than restrictive. The number in parentheses
structed of materials which are to the satisfaction of preceding each category refers to the applicable col-
the Society. umn or row in the tables.
SPACES (1) (2) (3) (4) (5) (6) (7) (8) (9) (10)
Control stations (1) A-0 [c] A-0 A-60 A-0 A-15 A-60 A-15 A-60 A-60 *
A-0 [a]
Corridors (2) C B-0 B-0 A-60 A-0 A-60 A-0 *
B-0
A-0 [a]
Accommodation spaces (3) C B-0 A-60 A-0 A-60 A-0 *
B-0
A-0 [a] A-0 [a]
Stairways (4) A-60 A-0 A-60 A-0 *
B-0 B-0
Service spaces (low risk) (5) C A-60 A-0 A-60 A-0 *
Machinery spaces of category A (6) * A-0 A-0 [d] A-60 *
Other machinery spaces (7) A-0 [b] A-0 A-0 *
Cargo pump-rooms (8) * A-60 *
Service spaces (high risk) (9) A-0 [b] *
Open decks (10) −
Note 1: (to be applied to Tab 7 and Tab 8, as appropriate)
[a] : For clarification as to which applies, see [1.4.2] and [1.4.4].
[b] : Where spaces are of the same numerical category and letter “b” appears, a bulkhead or deck of the rating shown in the
tables is only required when the adjacent spaces are for a different purpose, e.g. in category (9). A galley next to a galley
does not require a bulkhead, but a galley next to a paint room requires an A-0 bulkhead.
[c] : Bulkheads separating the wheelhouse, chartroom and radio room from each other may have a B-0 rating.
[d] : Bulkheads and decks between cargo pump-rooms and machinery spaces of category A may be penetrated by cargo
pump shaft glands and similar gland penetrations, provided that gastight seals with efficient lubrication or other means
of ensuring the permanence of the gas seal are fitted in way of the bulkheads or decks.
[e] : Fire insulation need not be fitted in the machinery space in category (7) if, in the opinion of the Society, it has little or no
fire risk.
* : Where an asterisk appears in the tables, the division is required to be of steel or other equivalent material, but is not
required to be of A class standard. However, where a deck, except an open 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. Divi-
sions between control stations (emergency generators) and open decks may have air intake openings without means for
closure, unless a fixed gas fire-extinguishing system is fitted.
SPACE above
SPACE below
(1) (2) (3) (4) (5) (6) (7) (8) (9) (10)
Control stations (1) A-0 A-0 A-0 A-0 A-0 A-60 A-0 − A-0 *
Corridors (2) A-0 * * A-0 * A-60 A-0 − A-0 *
Accommodation spaces (3) A-60 A-0 * A-0 * A-60 A-0 − A-0 *
Stairways (4) A-0 A-0 A-0 * A-0 A-60 A-0 − A-0 *
Service spaces (low risk) (5) A-15 A-0 A-0 A-0 * A-60 A-0 − A-0 *
Machinery spaces of category A (6) A-60 A-60 A-60 A-60 A-60 * A-60 [e] A-0 A-60 *
Other machinery spaces (7) A-15 A-0 A-0 A-0 A-0 A-0 * A-0 A-0 *
Cargo pump-rooms (8) − − − − − A-0 [d] A-0 * − *
Service spaces (high risk) (9) A-60 A-0 A-0 A-0 A-0 A-60 A-0 − A-0 [b] *
Open decks (10) * * * * * * * * * −
Note 1: The notes to Tab 7 apply to this Table as appropriate.
2.2.1 Where B class divisions are penetrated for the pas- 3.2.1 Openings in A class divisions
sage of electric cables, pipes, trunks, ducts, etc., of for the a) Except for hatches between cargo, special category,
fitting of ventilation terminals, lighting fixtures and similar store and baggage spaces, and between such spaces
devices, arrangements shall be made to ensure that the fire and the weather decks, openings shall be provided with
resistance is not impaired, subject to the provisions of para- permanently attached means of closing which shall be
graph [6.4.2]. Pipes other that steel or copper that penetrate at least as effective for resisting fires as the divisions in
B class divisions shall be protected by either: which they are fitted.
• a fire-tested penetration device suitable for the fire resist- b) The construction of doors and door frames in A class
ance of the division pierced and the type of pipe used, or divisions, with the means of securing them when closed,
shall provide resistance to fire as well as to the passage
• a steel sleeve, having a thickness of not less than 1,8 mm of smoke and flame equivalent to that of the bulkheads
and a length of not less than 900 mm for pipe diameters in which the doors are situated, this being determined in
of 150 mm or more and not less than 600 mm for pipe accordance with the Fire Test Procedures Code. Such
diameters of less than 150 mm (preferably equally doors and door frames shall be constructed of steel or
divided to each side of the division). The pipe shall be other equivalent material.
connected to the ends of the sleeve by flanges or cou-
Doors approved without the sill being part of the frame
plings; or the clearance between the sleeve and the pipe
shall be installed such that the gap under the door does
shall not exceed 2,5 mm; or any clearance between
not exceed 12 mm.
pipe and sleeve shall be made tight by means of non-
combustible or other suitable material. A non-combustible sill shall be installed under the door
such that floor coverings do not extend beneath the
closed door.
2.3 Pipes penetrating A or B class divisions c) Watertight doors need not be insulated.
2.3.1 Uninsulated metallic pipes penetrating A or B class d) It shall be possible for each door to be opened and
divisions shall be of materials having a melting temperature closed from each side of the bulkhead by one person
which exceeds 950°C for A-0 and 850°C for B-0 class divi- only.
sions. e) Fire doors in main vertical zone bulkheads, galley
boundaries and stairway enclosures other than power-
2.3.2 Where the Society may permit the conveying of oil operated watertight doors and those which are normally
and combustible liquids through accommodation and ser- locked shall satisfy the following requirements:
vice spaces, the pipes conveying oil or combustible liquids 1) the doors shall be self-closing and be capable of
shall be of a material approved by the Society having regard closing with an angle of inclination of up to 3,5°
to the fire risk. opposing closure
2) the approximate time of closure for hinged fire doors
shall be no more than 40 s and no less than 10 s
2.4 Prevention of heat transmission
from the beginning of their movement with the ship
in upright position. The approximate uniform rate of
2.4.1 In approving structural fire protection details, the closure for sliding doors shall be of no more than
Administration shall have regard to the risk of heat transmis- 0,2 m/s and no less than 0,1 m/s with the ship in
sion at intersections and terminal points of required thermal upright position
barriers. The insulation of a deck or bulkhead shall be car-
ried past the penetration, intersection or terminal point for a 3) the doors, except those for emergency escape
distance of at least 450 mm in the case of steel and alumin- trunks, shall be capable of remote release from the
ium structures. If a space is divided with a deck or a bulk- continuously manned central control station, either
head of A class standard having insulation of different simultaneously or in groups, and shall be capable of
values, the insulation with the higher value shall continue release also individually from a position at both sides
on the deck or bulkhead with the insulation of the lesser of the door. Release switches shall have an on-off
value for a distance of at least 450 mm. function to prevent automatic resetting of the system
4) hold-back hooks not subject to central control sta-
tion release are prohibited
3 Protection of openings in fire-resisting
5) a door closed remotely from the central control sta-
divisions tion shall be capable of being re-opened from both
sides of the door by local control. After such local
3.1 Application opening, the door shall automatically close again
6) indication shall be provided at the fire door indicator
3.1.1 The provisions of [3.2] apply to passenger ships and panel in the continuously manned central control
those of [3.3] apply to cargo ships. station whether each door is closed
7) the release mechanism shall be so designed that the doors located in stairways, public spaces and main vertical
door will automatically close in the event of disrup- zone bulkheads in escape routes shall be equipped with a
tion of the control system or central power supply self-closing hose port. The material, construction and fire
8) local power accumulators for power-operated doors resistance of the hose port shall be equivalent to the door
shall be provided in the immediate vicinity of the into which it is fitted, and shall be a 150 mm square clear
doors to enable the doors to be operated at least ten opening with the door closed and shall be inset into the
times (fully opened and closed) after disruption of lower edge of the door, opposite the door hinges or, in the
the control system or central power supply using the case of sliding doors, nearest the opening.
local controls
3.2.2 Openings in B class divisions
9) disruption of the control system or central power a) Doors and door frames in B class divisions and means of
supply at one door shall not impair the safe function- securing them shall provide a method of closure which
ing of the other doors shall have resistance to fire equivalent to that of the divi-
10)remote-released sliding or power-operated doors sions, this being determined in accordance with the Fire
shall be equipped with an alarm that sounds at least Test Procedures Code, except that ventilation openings
5 s but no more than 10 s, after the door is released may be permitted in the lower portion of such doors.
from the central control station and before the door Where such opening is in or under a door, the total net
begins to move and continues sounding until the area of any such opening or openings shall not exceed
door is completely closed 0,05 m2. Alternatively, a non-combustible air balance
11)a door designed to re-open upon contacting an duct routed between the cabin and the corridor, and
object in its path shall re-open not more than 1 m located below the sanitary unit, is permitted where the
from the point of contact cross-sectional area of the duct does not exceed
0,05 m2. All ventilation openings shall be fitted with a
12)double-leaf doors equipped with a latch necessary
grill made of non-combustible material. Doors shall be
for their fire integrity shall have a latch that is auto-
non-combustible.
matically activated by the operation of the doors
when released by the system Doors approved without the sill being part of the frame
shall be installed such that the gap under the door does
13)doors giving direct access to special category spaces
not exceed 25 mm.
which are power-operated and automatically closed
need not be equipped with the alarms and remote- b) Cabin doors in B class divisions shall be of a self-closing
release mechanisms required in items 3) and 10) type. Hold-back hooks are not permitted.
14)the components of the local control system shall be c) The requirements for B class integrity of the outer
accessible for maintenance and adjusting boundaries of a ship shall not apply to glass partitions,
15)power-operated doors shall be provided with a con- windows and sidescuttles. Similarly, the requirements
trol system of an approved type which shall be able for B class integrity shall not apply to exterior doors in
to operate in case of fire and be in accordance with superstructures and deckhouses. For ships carrying not
the Fire Test Procedures Code. This system shall sat- more than 36 passengers, the Society may permit the
isfy the following requirements: use of combustible materials in doors separating cabins
from the individual interior sanitary spaces such as
• the control system shall be able to operate the
showers.
door at the temperature of at least 200°C for at
least 60 min, served by the power supply d) B15 doors for shops leading to corridors shall be self-
closing and equipped with hold-back capable of remote
• the power supply for all other doors not subject
release from the continuous manned central control sta-
to fire shall not be impaired, and
tion. Such remote release may be grouped with the
• at temperatures exceeding 200°C, the control release of the nearest remote controlled A class fire
system shall be automatically isolated from the door. Individual release shall also be possible locally
power supply and shall be capable of keeping from a position in the corridor close to the door.
the door closed up to at least 945°C.
f) The requirements for A class integrity of the outer 3.2.3 Windows and sidescuttles
boundaries of a ship shall not apply to glass partitions, a) Windows and sidescuttles in bulkheads within accom-
windows and sidescuttles, provided that there is no modation and service spaces and control stations other
requirement for such boundaries to have A class integ- than those to which the provisions of item f) of [3.2.1]
rity in item c) of [3.2.3]. The requirements for A class and item c) of [3.2.2] apply shall be so constructed as to
integrity of the outer boundaries of the ship shall not preserve the integrity requirements of the type of bulk-
apply to exterior doors, except for those in superstruc- heads in which they are fitted, this being determined in
tures and deckhouses facing life-saving appliances, accordance with the Fire Test Procedures Code.
embarkation and external assembly station areas, exter- b) Notwithstanding the requirements of Tab 1 to Tab 4,
nal stairs and open decks used for escape routes. Stair- windows and sidescuttles in bulkheads separating
way enclosure doors need not meet this requirement. accommodation and service spaces and control stations
g) Except for watertight doors, weathertight doors (semi- from weather shall be constructed with frames of steel
watertight doors), doors leading to the open deck and or other suitable material. The glass shall be retained by
doors which need to be reasonably gas-tight, all A class a metal glazing bead or angle.
c) For ships carrying more than 36 passengers, windows cabin and the corridor, and located below the sanitary unit,
facing survival craft, embarkation and assembly stations, is permitted where the cross-sectional area of the duct does
external stairs and open decks used for escape routes, not exceed 0,05 m2. Ventilation openings, except those
and windows situated below liferaft and escape slide under the door, shall be fitted with a grill made of non-com-
embarkation areas shall have fire integrity as required in bustible material.
Tab 1. Where automatic dedicated sprinkler heads are
provided for windows, A-0 windows may be accepted 3.3.4 Watertight doors need not be insulated.
as equivalent. To be considered under this paragraph,
the sprinkler heads must either be: 4 Protection of openings in machinery
1) dedicated heads located above the windows, and space boundaries
installed in addition to the conventional ceiling
sprinklers; or
4.1 Application
2) conventional ceiling sprinkler heads arranged such
that the window is protected by an average applica- 4.1.1 The provisions of Article [4] shall apply to machinery
tion rate of at least 5 l/min per square metre and the spaces of category A and, where the Society considers it
additional window area is included in the calcula- desirable, to other machinery spaces.
tion of the area of coverage; or The provisions of [4.2] apply to ships of all types, except
3) approved water-mist nozzles; and those of [4.2.3] and [4.2.5] which apply to passenger ships.
Windows located in the ship’s side below the lifeboat
embarkation area shall have fire integrity at least equal 4.2 Protection of openings in machinery
to A-0 class. space boundaries
d) For ships carrying not more than 36 passengers, win-
dows facing survival craft and escape slide, embarkation 4.2.1
areas and windows situated below such areas shall have a) The number of skylights, doors, ventilators, openings in
fire integrity at least equal to A-0 class. funnels to permit exhaust ventilation and other openings
to machinery spaces shall be reduced to a minimum
3.3 Doors in fire-resisting divisions consistent with the needs of ventilation and the proper
and safe working of the ship.
3.3.1 The fire resistance of doors shall be equivalent to that b) Skylights shall be of steel and shall not contain glass
of the division in which they are fitted, this being deter- panels.
mined in accordance with the Fire Test Procedures Code.
Doors approved as A class without the sill being part of the 4.2.2 Means of control shall be provided for closing power-
frame shall be installed such that the gap under the door operated doors or actuating release mechanisms on doors
does not exceed 12 mm and a non-combustible sill shall be other than power-operated watertight doors. The controls
installed under the door such that floor coverings do not shall be located outside the space concerned, where they
extend beneath the closed door. Doors approved as B class will not be cut off in the event of fire in the space they serve.
without the sill being part of the frame shall be installed
such that the gap under the door does not exceed 25 mm. 4.2.3 The means of control required in [4.2.2] shall be situ-
Doors and door frames in A class divisions shall be con- ated at one control position or grouped in as few positions
structed of steel. Doors in B class divisions shall be non- as possible, to the satisfaction of the Society. Such positions
combustible. Doors fitted in boundary bulkheads of shall have safe access from the open deck.
machinery spaces of category A shall be reasonably gas-
tight and self-closing. In ships constructed according to 4.2.4 When access to any machinery space of category A is
method IC, the Society may permit the use of combustible provided at a low level from an adjacent shaft tunnel, there
materials in doors separating cabins from individual interior shall be provided in the shaft tunnel, near the watertight
sanitary accommodation such as showers. door, a light steel fire-screen door operable from each side.
3.3.2 Doors required to be self-closing shall not be fitted 4.2.5 Doors, other than power-operated watertight doors,
with hold-back hooks. However, hold-back arrangements shall be so arranged that positive closure is assured in case
fitted with remote release devices of the fail-safe type may of fire in the space by power-operated closing arrangements
be utilized. or by the provision of self-closing doors capable of closing
against an inclination of 3,5° opposing closure, and having
3.3.3 In corridor bulkheads, ventilation openings may be a fail-safe hold-back arrangement, provided with a remotely
permitted in and under the doors of cabins and public operated release device. Doors for emergency escape
spaces. Ventilation openings are also permitted in B class trunks need not be fitted with a fail-safe hold-back facility
doors leading to lavatories, offices, pantries, lockers and and a remotely operated release device.
store-rooms. Except as permitted below, the openings shall
be provided only in the lower half of a door. Where such an
4.2.6 Windows shall not be fitted in machinery space
opening is in or under a door, the total net area of any such
boundaries. However, this does not preclude the use of
opening or openings shall not exceed 0,05 m2. Alternatively, glass in control rooms within the machinery spaces.
a non-combustible air balance duct routed between the
5 Protection of cargo space boundaries 6.2.2 The following arrangements shall be tested in accord-
ance with the Fire Test Procedures Code:
5.1 Application a) fire dampers, including their relevant means of opera-
tion. However, the testing is not required for dampers
5.1.1 The provisions of [5.2] to [5.3] apply to passenger located at the lower end of the duct in exhaust ducts for
ships. galley ranges, which must be of steel and capable of
stopping the draught in the duct; and
5.2 Passenger ships carrying more than 36 b) duct penetrations through “A” class divisions. However,
passengers the test is not required where steel sleeves are directly
joined to ventilation ducts by means of riveted or
5.2.1 The boundary bulkheads and decks of special cate- screwed connections or by welding.
gory and ro-ro spaces shall be insulated to A-60 class stand-
ard. However, where a category (5), (9) or (10) space, as 6.2.3 Fire dampers shall be easily accessible. Where they
defined in [1.3.3], is on one side of the division, the stand- are placed behind ceilings or linings, these ceilings or linings
ard may be reduced to A-0. Where fuel oil tanks are below shall be provided with an inspection hatch on which the
a special category space, the integrity of the deck between identification number of the fire damper is marked. The fire
such spaces may be reduced to A-0 standard. damper identification number shall also be marked on any
remote controls provided.
5.3 Indicators 6.2.4 Ventilation ducts shall be provided with hatches for
inspection and cleaning. The hatches shall be located near
5.3.1 Indicators shall be provided on the navigation bridge the fire dampers.
which shall indicate when any fire door leading to or from
the special category spaces is closed. 6.2.5 The main inlets and outlets of ventilation systems
shall be capable of being closed from outside the spaces
being ventilated. The means of closing shall be easily acces-
6 Ventilation systems sible as well as prominently and permanently marked and
shall indicate the operating position of the closing device.
6.1 Application 6.2.6 Combustible gaskets in flanged ventilation duct con-
nections are not permitted within 600 mm of openings in
6.1.1 The provisions of [6.2]] to [6.4], [6.6], and [6.7]
“A” or “B” class divisions and in ducts required to be of “A”
apply to ships of all types.
class construction.
The provisions of [6.5] and [6.8] apply to passenger ships
carrying more than 36 passengers. 6.2.7 Ventilation openings or air balance ducts between
two enclosed spaces shall not be provided except as permit-
6.2 General ted by [3.2.2] and [3.3.3].
6.2.1 Ventilation ducts, including single and double wall 6.3 Arrangement of ducts
ducts, shall be of steel or equivalent material except flexible
bellows of short length not exceeding 600 mm used for con- 6.3.1 The ventilation systems for machinery spaces of cate-
necting fans to the ducting in air-conditioning rooms. gory A, vehicle spaces, ro-ro spaces, galleys, special category
Unless expressly provided otherwise in [6.2.6], any other spaces and cargo spaces shall, in general, be separated from
material used in the construction of ducts, including insula- each other and from the ventilation systems serving other
tion, shall also be non-combustible. However, short ducts, spaces. However, the galley ventilation systems on cargo
not generally exceeding 2 m in length and with a free cross- ships of less than 4,000 gross tonnage and in passenger ships
sectional area not exceeding 0.02 m2, need not be of steel carrying not more than 36 passengers need not be com-
or equivalent material, subject to the following conditions: pletely separated from other ventilation systems, but may be
served by separate ducts from a ventilation unit serving other
a) the ducts shall be made of non-combustible material, spaces. In such a case, an automatic fire damper shall be fit-
which may be faced internally and externally with mem- ted in the galley ventilation duct near the ventilation unit.
branes having low flame-spread characteristics and, in
each case, a calorific value not exceeding 45 MJ/m2 of 6.3.2 Ducts provided for the ventilation of machinery
their surface area for the thickness used; spaces of category A, galleys, vehicle spaces, ro-ro spaces
b) the ducts are only used at the end of the ventilation or special category spaces shall not pass through accommo-
device; and dation spaces, service spaces, or control stations unless they
comply with [6.3.4].
c) the ducts are not situated less than 600 mm, measured
along the duct, from an opening in an “A” or “B” class 6.3.3 Ducts provided for the ventilation of accommodation
division, including continuous “B” class ceiling. spaces, service spaces or control stations shall not pass
Note 1: The term free cross-sectional area means, even in the case through machinery spaces of category A, galleys, vehicle
of a pre-insulated duct, the area calculated on the basis of the inner spaces, ro-ro spaces or special category spaces unless they
dimensions of the duct itself and not the insulation. comply with [6.3.4].
6.3.4 As permitted by [6.3.2] and [6.3.3] ducts shall be with steel sheet sleeves. The ducts and sleeves shall
either: have a thickness of at least 3 mm and a length of at least
a) 900 mm. When passing through bulkheads, this length
shall be divided preferably into 450 mm on each side of
1) constructed of steel having a thickness of at least 3 the bulkhead. These ducts, or sleeves lining such ducts,
mm for ducts with a free cross-sectional area of less shall be provided with fire insulation. The insulation
than 0.075 m2, at least 4 mm for ducts with a free shall have at least the same fire integrity as the division
cross-sectional area of between 0.075 m2 and 0.45 through which the duct passes.
m2, and at least 5 mm for ducts with a free cross-sec-
tional area of over 0.45 m2; Equivalent penetration protection may be provided to
the satisfaction of the Society, and
2) suitably supported and stiffened;
3) fitted with automatic fire dampers close to the c) Automatic fire dampers shall be fitted in all ducts with a
boundaries penetrated; and free cross-sectional area exceeding 0,075 m2 that pass
4) insulated to “A-60” class standard from the bounda- through “A” class divisions. Each damper shall be fitted
ries of the spaces they serve to a point at least 5 m close to the division penetrated and the duct between
beyond each fire damper; or the damper and the division penetrated shall be con-
structed of steel in accordance with [6.3.4] item a) 1)
b) and [6.3.4] item a) 2). The fire damper shall operate
1) constructed of steel in accordance with item a) 1) automatically, but shall also be capable of being closed
and item a) 2); and manually from both sides of the division. The damper
2) insulated to “A-60” class standard throughout the shall be fitted with a visible indicator which shows the
spaces they pass through, except for ducts that pass operating position of the damper. Fire dampers are not
through spaces of category (9) or (10) as defined in required, however, where ducts pass through spaces
[1.3.3], item b). surrounded by “A” class divisions, without serving those
spaces, provided those ducts have the same fire integrity
6.3.5 For the purposes of [6.3.4], item a) 4) and [6.3.4], as the divisions which they penetrate. A duct of cross-
item b) 2), ducts shall be insulated over their entire cross- sectional area exceeding 0,075 m2 shall not be divided
sectional external surface. Ducts that are outside but adja- into smaller ducts at the penetration of an “A” class divi-
cent to the specified space, and share one or more surfaces sion and then recombined into the original duct once
with it, shall be considered to pass through the specified through the division to avoid installing the damper
space, and shall be insulated over the surface they share required by this provision.
with the space for a distance of 450 mm past the duct.
6.4.2 Ventilation ducts with a free cross-sectional area
6.3.6 Where it is necessary that a ventilation duct passes exceeding 0,02 m2 passing through “B” class bulkheads
through a main vertical zone division, an automatic fire shall be lined with steel sheet sleeves of 900 mm in length,
damper shall be fitted adjacent to the division. The damper divided preferably into 450 mm on each side of the bulk-
shall also be capable of being manually closed from each heads unless the duct is of steel for this length.
side of the division. The control location shall be readily
accessible and be clearly and prominently marked. The
duct between the division and the damper shall be con- 6.4.3 All fire dampers shall be capable of manual opera-
structed of steel in accordance with [6.3.4], item a) 1) and tion. The dampers shall have a direct mechanical means of
[6.3.4], item a) 2) and insulated to at least the same fire release or, alternatively, be closed by electrical, hydraulic, or
integrity as the division penetrated. The damper shall be fit- pneumatic operation. All dampers shall be manually opera-
ted on at least one side of the division with a visible indica- ble from both sides of the division. Automatic fire dampers,
tor showing the operating position of the damper. including those capable of remote operation, shall have a
failsafe mechanism that will close the damper in a fire even
upon loss of electrical power or hydraulic or pneumatic
6.4 Details of fire dampers and duct pressure loss. Remotely operated fire dampers shall be
penetrations capable of being reopened manually at the damper.
6.4.1 Ducts passing through “A” class divisions shall meet
the following requirements: 6.5 Ventilation systems for passenger ships
a) Where a thin plated duct with a free cross sectional area carrying more than 36 passengers
equal to, or less than, 0,02 m2 passes through “A” class
divisions, the opening shall be fitted with a steel sheet 6.5.1 In addition to the requirements in [6.2], [6.3] and
sleeve having a thickness of at least 3 mm and a length [6.4], the ventilation system of a passenger ship carrying
of at least 200 mm, divided preferably into 100 mm on more than 36 passengers shall also meet the following
each side of the bulkhead or, in the case of a deck, requirements.
wholly laid on the lower side of the decks penetrated.
b) Where ventilation ducts with a free cross-sectional area 6.5.2 In general, the ventilation fans shall be so arranged
exceeding 0,02 m2, but not more than 0,075 m2, pass that the ducts reaching the various spaces remain within a
through “A” class divisions, the openings shall be lined main vertical zone.
6.5.3 Stairway enclosures shall be served by an independent 6.6.2 Requirements for cargo ships and passenger
ventilation fan and duct system (exhaust and supply) which ships carrying not more than 36 passengers
shall not serve any other spaces in the ventilation systems.
When passing through accommodation spaces or spaces
6.5.4 A duct, irrespective of its cross-section, serving more containing combustible materials, the exhaust ducts from
than one 'tween-deck accommodation space, service space galley ranges shall be constructed in accordance with
or control station, shall be fitted, near the penetration of [6.3.4], item a) 1) and [6.3.4], item a) 2). Each exhaust duct
each deck of such spaces, with an automatic smoke shall be fitted with:
damper that shall also be capable of being closed manually
from the protected deck above the damper. Where a fan a) a grease trap readily removable for cleaning;
serves more than one 'tween-deck space through separate
ducts within a main vertical zone, each dedicated to a sin- b) an automatically and remotely operated fire damper
gle 'tween-deck space, each duct shall be provided with a located in the lower end of the duct at the junction
manually operated smoke damper fitted close to the fan. between the duct and the galley range hood and, in
addition, a remotely operated fire damper in the upper
6.5.5 Vertical ducts shall, if necessary, be insulated as
end of the duct close to the outlet of the duct;
required by Tab 1 and Tab 2. Ducts shall be insulated as
required for decks between the space they serve and the c) arrangements, operable from within the galley, for shut-
space being considered, as applicable.
ting off the exhaust and supply fans; and
6.6 Exhaust ducts from galley ranges d) fixed means for extinguishing a fire within the duct.
6.6.1 Requirements for passenger ships carrying 6.7 Ventilation rooms serving machinery
more than 36 passengers
spaces of category A containing internal
a) In addition to the requirements in [6.2], [6.3] and [6.4],
combustion machinery
exhaust ducts from galley ranges shall be constructed in
accordance with [6.3.4], item b) 1) and [6.3.4], item b)
2). They shall also be fitted with: 6.7.1 Where a ventilation room serves only such an adja-
cent machinery space and there is no fire division between
1) a grease trap readily removable for cleaning unless an
the ventilation room and the machinery space, the means
alternative approved grease removal system is fitted;
for closing the ventilation duct or ducts serving the machin-
2) a fire damper located in the lower end of the duct at ery space shall be located outside of the ventilation room
the junction between the duct and the galley range and machinery space.
hood which is automatically and remotely operated
and, in addition, a remotely operated fire damper
located in the upper end of the duct close to the out- 6.7.2 Where a ventilation room serves such a machinery
let of the duct; space as well as other spaces and is separated from the
machinery space by a “A-0” class division, including penetra-
3) a fixed means for extinguishing a fire within the duct;
tions, the means for closing the ventilation duct or ducts for
4) remote-control arrangements for shutting off the the machinery space can be located in the ventilation room.
exhaust fans and supply fans, for operating the fire
dampers mentioned in item a) 2) and for operating
the fire-extinguishing system, which shall be placed in 6.8 Ventilation systems for laundries in
a position outside the galley close to the entrance to passenger ships carrying more than 36
the galley. Where a multi-branch system is installed, a passengers
remote means located with the above controls shall
be provided to close all branches exhausting through
the same main duct before an extinguishing medium 6.8.1 Exhaust ducts from laundries and drying rooms of
is released into the system; and category (13) spaces as defined in [1.3.3], item b) shall be
fitted with:
5) suitably located hatches for inspection and cleaning,
including one provided close to the exhaust fan and a) filters readily removable for cleaning purposes;
one fitted in the lower end where grease accumulates.
b) a fire damper located in the lower end of the duct which
The requirements given in item a) 1) to item a) 5) apply
to all exhaust ducts from galley ranges in which grease is automatically and remotely operated;
or fat is likely to accumulate from galley ranges.
c) remote-control arrangements for shutting off the exhaust
b) Exhaust ducts from ranges for cooking equipment fans and supply fans from within the space and for oper-
installed on open decks shall conform to item a), as ating the fire damper mentioned in item b); and
applicable, when passing through accommodation
spaces or spaces containing combustible materials. d) suitably located hatches for inspection and cleaning.
1 Water supply systems ing from the navigation bridge and fire control
station, if any, or permanent pressurization of the fire
main system by one of the main fire pumps, except
1.1 General that the Society may waive this requirement for
cargo ships of less than 1600 gross tonnage if the fire
1.1.1 Ships shall be provided with fire pumps, fire mains,
pump starting arrangement in the machinery space
hydrants and hoses complying with the applicable require-
is in an easily accessible position.
ments of this Section.
1.2.3 Diameter of fire mains
1.2 Fire mains and hydrants
The diameter of the fire main and water service pipes shall
1.2.1 General be sufficient for the effective distribution of the maximum
required discharge from two fire pumps operating simulta-
Materials readily rendered ineffective by heat shall not be neously, except that in the case of cargo ships other than
used for fire mains and hydrants unless adequately pro- those included in [6.3], the diameter need only be sufficient
tected. The pipes and hydrants shall be so placed that the for the discharge of 140 m3/hour.
fire hoses may be easily coupled to them. The arrangement
of pipes and hydrants shall be such as to avoid the possibil-
1.2.4 Isolating valves and relief valves
ity of freezing. Suitable drainage provisions shall be pro-
vided for fire main piping. Isolation valves shall be installed a) Isolating valves to separate the section of the fire main
for all open deck fire main branches used for purposes other within the machinery space containing the main fire
than fire fighting. In ships where deck cargo may be carried, pump or pumps from the rest of the fire main shall be fit-
the positions of the hydrants shall be such that they are ted in an easily accessible and tenable position outside
always readily accessible and the pipes shall be arranged as the machinery spaces. The fire main shall be so
far as practicable to avoid risk of damage by such cargo. arranged that when the isolating valves are shut all the
hydrants on the ship, except those in the machinery
1.2.2 Ready availability of water supply space referred to above, can be supplied with water by
The arrangements for the ready availability of water supply another fire pump or an emergency fire pump. The
shall be: emergency fire pump, its seawater inlet, and suction
and delivery pipes and isolating valves shall be located
a) in passenger ships: outside the machinery space. If this arrangement cannot
1) of 1000 gross tonnage and upwards such that at be made, the sea-chest may be fitted in the machinery
least one effective jet of water is immediately availa- space if the valve is remotely controlled from a position
ble from any hydrant in an interior location and so as in the same compartment as the emergency fire pump
to ensure the continuation of the output of water by and the suction pipe is as short as practicable. Short
the automatic starting of one required fire pump, lengths of suction or discharge piping may penetrate the
machinery space, provided they are enclosed in a sub-
2) of less than 1000 gross tonnage by automatic start of
stantial steel casing or are insulated to A-60 class stand-
at least one fire pump or by remote starting from the
ards. The pipes shall have substantial wall thickness, but
navigation bridge of at least one fire pump. If the
in no case less than 11 mm, and shall be welded except
pump starts automatically or if the bottom valve can-
for the flanged connection to the sea inlet valve.
not be opened from where the pump is remotely
started, the bottom valve shall always be kept open, b) A valve shall be fitted to serve each fire hydrant so that
and any fire hose may be removed while the fire pumps are
3) if fitted with periodically unattended machinery in operation.
spaces, the Society shall determine provisions for c) Relief valves shall be provided in conjunction with fire
fixed water fire-extinguishing arrangements for such pumps if the pumps are capable of developing a pres-
spaces equivalent to those required for normally sure exceeding the design pressure of the water service
attended machinery spaces; pipes, hydrants and hoses. These valves shall be so
b) in cargo ships: placed and adjusted as to prevent excessive pressure in
any part of the fire main system.
with a periodically unattended machinery space or
when only one person is required on watch, there d) In tankers, isolation valves shall be fitted in the fire main at
shall be immediate water delivery from the fire main the poop front in a protected position and on the tank
system at a suitable pressure, either by remote start- deck at intervals of not more than 40 m to preserve the
ing of one of the main fire pumps with remote start- integrity of the fire main system in case of fire or explosion.
b) In addition to the requirements in item a) above, pas- Ships shall be provided with independently driven fire
senger ships shall comply with the following: pumps as follows:
more than one bulkhead and/or deck adjacent to c) Additional pumps for cargo ships
the compartment containing the other main fire In addition, in cargo ships where other pumps, such as
pump will also require an emergency fire pump general service, bilge and ballast, etc., are fitted in a
• Where a power operated emergency fire pump is machinery space, arrangements shall be made to ensure
fitted, its fuel or power supply is to be so that at least one of these pumps, having the capacity
arranged that it will not readily be affected by a and pressure required by [1.3.4] item b) and by [1.2.6]
fire in the compartment containing the main fire item b), is capable of providing water to the fire main.
pumps.
1.3.4 Capacity of fire pumps
b) Requirements for the space containing the emergency
a) Total capacity of required fire pumps
fire pump in cargo ships
The required fire pumps shall be capable of delivering
1) Location of the space for fire-fighting purposes a quantity of water, at the pres-
The space containing the fire pump shall not be con- sure specified in [1.2.6], as follows:
tiguous to the boundaries of machinery spaces of 1) pumps in passenger ships: the quantity of water is
category A or those spaces containing main fire not less than two thirds of the quantity required to
pumps. Where this is not practicable, the common be dealt with by the bilge pumps when employed
bulkhead between the two spaces shall be insulated for bilge pumping, and
to a standard of structural fire protection equivalent
2) pumps in cargo ships, other than any emergency
to that required for a control station in Ch 4, Sec 5,
pump: the quantity of water is not less than four
[1.4.3].
thirds of the quantity required in Ch 1, Sec 10 to be
2) Access to the emergency fire pump dealt with by each of the independent bilge pumps
in a passenger ship of the same dimension when
No direct access shall be permitted between the employed in bilge pumping, provided that in no
machinery space and the space containing the cargo ship other than those included in [6.3], need
emergency fire pump and its source of power. When the total required capacity of the fire pumps exceed
this is impracticable, the Society may accept an
180 m3/hour.
arrangement where the access is by means of an air-
lock with the door of the machinery space being of b) When the main water supply for other fixed fire-extin-
A-60 class standard and the other door being at least guishing systems is from the fire pumps, the total capac-
steel, both reasonably gastight, self-closing and with- ity of the fire pumps is to be sufficient for the
out any hold-back arrangements. Alternatively, the simultaneous use of:
access may be through a watertight door capable of • the minimum required number of jets of water at the
being operated from a space remote from the required pressure from the fire main, and
machinery space and the space containing the
• other fixed fire-extinguishing systems primarily fed
emergency fire pump and unlikely to be cut off in
by the fire main at their required output, or likely
the event of fire in those spaces. In such cases, a sec-
combination thereof.
ond means of access to the space containing the
emergency fire pump and its source of power shall c) Capacity of each fire pump
be provided. Each of the required fire pumps (other than any emer-
When a single access to the emergency fire pump gency pump required in [1.3.3] a) for cargo ships) shall
room is through another space adjoining a machin- have a capacity not less than 80% of the total required
ery space of category A or the spaces containing the capacity divided by the minimum number of required
main fire pumps, an A-60 class boundary is required fire pumps, but in any case not less than 25 m3/hour,
between such other space and the machinery space and each such pump shall in any event be capable of
of category A or the spaces containing the main fire delivering at least the two required jets of water. These
pumps. fire pumps shall be capable of supplying the fire main
system under the required conditions. Where more
3) Ventilation of the emergency fire pump space pumps than the minimum of required pumps are
Ventilation arrangements to the space containing the installed, such additional pumps shall have a capacity of
independent source of power for the emergency fire at least 25 m3/h and shall be capable of delivering at
pump shall be such as to preclude, as far as practica- least the two jets of water required in [1.2.5] a).
ble, the possibility of smoke from a machinery space d) Specific requirements for ships designed to carry five or
fire entering or being drawn into that space. more tiers of containers on or above the weather deck
If the space is mechanically ventilated the power is • in cases where the mobile water monitors are sup-
to be supplied by the emergency source. plied by separate pumps and piping system, the total
capacity of the main fire pumps need not exceed
4) Illumination of the space
180 m3/h and the diameter of the fire main and
The room where the emergency fire pump prime water service pipes (hereinafter referred to “the pipe-
mover is located is to be illuminated from the emer- work diameter”) need only be sufficient for the dis-
gency source of supply and is to be well ventilated. charge of 140 m3/h.
• in cases where the mobile water monitors are sup- 1) of 1000 gross tonnage and upwards, the number of
plied by the main fire pumps; the total capacity of fire hoses to be provided shall be one for each 30 m
required main fire pumps and the pipework diame- length of the ship and one spare, but in no case less
ter shall be sufficient for simultaneously supplying than five in all. This number does not include any
both the required number of fire hoses and mobile hoses required in any engine-room or boiler room.
water monitors. However, the total capacity shall The Society may increase the number of hoses
not be less than the following, whichever is smaller: required so as to ensure that hoses in sufficient num-
- four thirds of the capacity required under Ch 1, ber are available and accessible at all times, having
Sec 10, [6.7.4] for each bilge pump or group of regard to the type of ship and the nature of trade in
bilge pump; or which the ship is employed. Ships carrying danger-
ous goods in accordance with Ch 4, Sec 12 shall be
- 180m3/h
provided with three hoses and nozzles, in addition
• in cases where the mobile water monitors and the to those required above.
“water spray system” (fixed arrangement of spraying
Hydrants in machinery spaces of category A shall be
nozzles or flooding the cargo space with water)
provided with fire hoses, and
required by Ch 4, Sec 12, [2.2.3] are supplied by the
main fire pumps, the total capacity of the main fire 2) of less than 1000 gross tonnage, the number of fire
pumps and the pipework diameter need only be suf- hoses to be provided shall be calculated in accord-
ficient to supply whichever of the following is the ance with the provisions of item 1) above. However
greater: the number of hoses shall in no case be less than
- the mobile water monitors and the four nozzles three.
required by Ch 4, Sec 12, [2.2.2]; or
1.4.3 Size and type of nozzles
- the four nozzles required by Ch 4, Sec 12,
a) For the purposes of this Chapter, standard nozzle sizes
[2.2.2] and the water spray system required by
shall be 12 mm, 16 mm and 19 mm or as near thereto
Ch 4, Sec 12, [2.2.3]
as possible. Larger diameter nozzles may be permitted
The total capacity, however, is not to be less than at the discretion of the Society.
specified in the above bullet point.
b) For accommodation and service spaces, a nozzle size
greater than 12 mm need not be used.
1.4 Fire hoses and nozzles
c) For machinery spaces and exterior locations, the nozzle
1.4.1 General specifications size shall be such as to obtain the maximum discharge
a) Fire hoses shall be of non-perishable material approved possible from two jets at the pressure mentioned in
by the Society and shall be sufficient in length to project [1.2.6] from the smallest pump, provided that a nozzle
a jet of water to any of the spaces in which they may be size greater than 19 mm need not be used.
required to be used. Each hose shall be provided with a d) Nozzles shall be of an approved dual-purpose type (i.e.
nozzle and the necessary couplings. Hoses specified in spray/jet type) incorporating a shut-off.
this Chapter as “fire hoses” shall, together with any nec-
essary fittings and tools, be kept ready for use in conspic-
2 Portable fire extinguishers
uous positions near the water service hydrants or
connections. Additionally, in interior locations in passen-
ger ships carrying more than 36 passengers, fire hoses 2.1 Type and design
shall be connected to the hydrants at all times. Fire hoses
shall have a length of at least 10 m, but not more than: 2.1.1 Portable fire extinguishers shall comply with the
requirements of Ch 4, Sec 15.
• 15 m in machinery spaces
• 20 m in other spaces and open decks, and
2.2 Arrangement of fire extinguishers
• 25 m for open decks on ships with a maximum
breadth in excess of 30 m. 2.2.1 Accommodation spaces, service spaces and control
b) Unless one hose and nozzle is provided for each stations shall be provided with portable fire extinguishers of
hydrant in the ship, there shall be complete interchange- appropriate types and in sufficient number to the satisfac-
ability of hose couplings and nozzles. tion of the Society. Ships of 1000 gross tonnage and
upwards shall carry at least five portable fire extinguishers.
1.4.2 Number and diameter of fire hoses The number and the type of portable fire extinguishers
a) Ships shall be provided with fire hoses, the number and required for the above-mentioned spaces are to be as follows:
diameter of which shall be to the satisfaction of the Society. • in accommodation and service spaces of passenger
b) In passenger ships, there shall be at least one fire hose ships: one foam extinguisher or equivalent, for each
for each of the hydrants required by [1.2.5] and these group of adjacent spaces with easy access between
hoses shall be used only for the purposes of extinguish- them having total deck area not exceeding 200 m2
ing fires or testing the fire-extinguishing apparatus at fire • in accommodation spaces of cargo ships of 1000 gross
drills and surveys. tonnage and upwards: at least five foam extinguishers or
c) In cargo ships: equivalent, but not less than one for each 'tweendeck
• in accommodation spaces of cargo ships of less than are located below deck or spaces where access from the
1000 gross tonnage: at least two foam extinguishers or open deck is not provided shall be fitted with a mechanical
equivalent, but not less than one for each 'tweendeck ventilation system designed to take exhaust air from the bot-
• in the proximity of any electric switchboard or section tom of the space and shall be sized to provide at least 6 air
board having a power of 20 kW and upwards: at least changes per hour. Access doors shall open outwards, and
one CO2 or powder extinguisher bulkheads and decks, including doors and other means of
closing any opening therein, which form the boundaries
• in any service space where deep fat cooking equipment between such rooms and adjacent enclosed spaces, shall
is installed: at least one foam extinguisher or equivalent be gastight. For the purpose of the application of Ch 4, Sec
• in the proximity of any paint or flammable product 5, Tab 1 to Ch 4, Sec 5, Tab 8, such storage rooms shall be
locker: at least one foam extinguisher or equivalent treated as fire control stations.
• on the navigating bridge: one CO2 extinguisher or
equivalent. 3.4 Water pumps for other fire-extinguishing
systems
2.2.2 One of the portable fire extinguishers intended for
use in any space shall be stowed near the entrance to that 3.4.1 Pumps, other than those serving the fire main,
space. required for the provision of water for fire-extinguishing sys-
tems required by the present Chapter, their sources of
3 Fixed fire-extinguishing systems power and their controls shall be installed outside the space
or spaces protected by such systems and shall be so
3.1 Types of fixed fire-extinguishing systems arranged that a fire in the space or spaces protected will not
put any such system out of action.
3.1.1 A fixed fire extinguishing system required by article [4]
may be any of the following systems: 4 Fire-extinguishing arrangements in
a) a fixed gas fire-extinguishing system complying with the machinery spaces
provisions of Ch 4, Sec 15
b) a fixed high-expansion foam fire-extinguishing system 4.1 Machinery spaces arrangement
complying with the provisions of Ch 4, Sec 15, and
c) a fixed pressure water-spraying fire-extinguishing system 4.1.1 General
complying with the provisions of Ch 4, Sec 15. a) The arrangement of machinery spaces is to be such that
safe storage and handling of flammable liquids is
3.1.2 Where a fixed fire-extinguishing system not required ensured.
by this Chapter is installed, it shall meet the relevant
requirements of this Chapter. b) All spaces where oil-consuming installations, settling
tanks or daily service fuel tanks are located are to be
3.1.3 Fire-extinguishing systems using Halon 1211, 1301, easily accessible and well ventilated.
and 2402 and perfluorocarbons shall be prohibited. c) Where leakage of flammable liquids may occur during
normal service or routine maintenance work, special
3.1.4 In general, the Society shall not permit the use of
arrangement is to be made to prevent these fluids from
steam as a fire-extinguishing medium in fixed fire-extinguish-
reaching other parts of the machinery where danger of
ing systems.
ignition may arise.
3.2 Closing appliances for fixed gas fire- d) Materials used in machinery spaces are not normally to
have properties increasing the fire potential of these
extinguishing systems
rooms. Neither combustible nor oil-absorbing materials
3.2.1 Where a fixed gas fire-extinguishing system is used, are to be used as flooring, bulkhead lining, ceiling or
openings which may admit air to, or allow gas to escape deck in the control room, machinery spaces, shaft tun-
from, a protected space shall be capable of being closed nel or rooms where oil tanks are located. Where pene-
from outside the protected space. tration of oil products is possible, the surface of the
insulation is to be impervious to oil or oil vapours.
3.3 Storage rooms of fire-extinguishing medium 4.1.2 Segregation of fuel oil purifiers and other
systems for preparing flammable liquids
3.3.1 When the fire-extinguishing medium is stored outside
a protected space, it shall be stored in a room which is These following systems:
located behind the forward collision bulkhead, and is used • systems (such as purifiers) for preparing flammable liq-
for no other purposes. Any entrance to such a storage room uids for use in boilers and machinery,
shall preferably be from the open deck and shall be inde- • separate oil systems with working pressure above 1.5
pendent of the protected space. If the storage space is MPa and which are not part of the main engines, auxil-
located below deck, it shall be located no more than one iary engines or boilers, etc,
deck below the open deck and shall be directly accessible
by a stairway or ladder from the open deck. Spaces which are subjected to the following additional requirements:
a) The main components in the systems are to be placed in b) There shall be at least two portable foam extinguishers
a separate room, enclosed by steel bulkheads extending or equivalent in each firing space in each boiler room
from deck to deck and provided with self-closing steel and in each space in which a part of the oil fuel installa-
doors. tion is situated. There shall be not less than one
Transfer pumps may be placed outside this room. approved foam-type extinguisher of at least 135 l capac-
ity or equivalent in each boiler room. These extinguish-
Note 1: Lubricating oil systems part of the main machinery may be
located in the main engine room in location ventilated by
ers shall be provided with hoses on reels suitable for
extraction. reaching any part of the boiler room. In the case of
domestic boilers of less than 175 kW, or boilers pro-
b) Rooms in which flammable liquids are handled, are to tected by fixed water-based local application fire-extin-
be provided with:
guishing systems as required by [4.7], an approved
• independent mechanical ventilation or ventilation foam-type extinguisher of at least 135 l capacity is not
arrangements which can be isolated from the required.
machinery space ventilation
In the proximity of any electric switchboard or section
• a fire detecting system
board having a power of 20 kW and upwards at least
• a fixed fire-extinguishing installation. The extin- one CO2 or powder extinguisher is to be fitted.
guishing installation is to be capable of being acti-
vated from outside the room. The extinguishing c) In each firing space there shall be a receptacle contain-
system is to be separated for the room, but may be a ing at least 0,1 m3 sand, sawdust impregnated with
part of the main fire-extinguishing system for the soda, or other approved dry material, along with a suita-
machinery space. Closing of ventilation openings is ble shovel for spreading the material. An approved port-
to be effected from a position close to where the able extinguisher may be substituted as an alternative.
extinguishing system is activated.
c) Where the size of the engine room makes it impractica-
4.3 Machinery spaces of category A
ble to locate the main components of such systems in a
separate space, specific measures with regard to the containing internal combustion machinery
location, containment of possible leakages and shield-
ing of the components, and to ventilation, are to be pro- 4.3.1 Fixed fire-extinguishing systems
vided to the satisfaction of the Society, such as:
Machinery spaces of category A containing internal com-
• fitting of drip trays and shielding for leakage contain- bustion machinery shall be provided with one of the fixed
ment fire-extinguishing systems required in [3.1].
• location close to ventilation exhaust so as to avoid
flammable gas accumulation in vicinity 4.3.2 Additional fire-extinguishing arrangements
• fitting of dedicated hood above for ventilation
a) There shall be at least one portable foam applicator unit
exhaust.
complying with the provisions of Ch 4, Sec 15.
A local fixed fire-extinguishing system as required by
[4.7] is to be provided, capable of being activated auto- b) There shall be in each such space approved foam-type
matically or activated manually from the machinery fire extinguishers, each of at least 45 l capacity or equiv-
control position or from another suitable location. If alent, sufficient in number to enable foam or its equiva-
automatic release is provided, additional manual lent to be directed onto any part of the fuel and
release is to be arranged. lubricating oil pressure systems, gearing and other fire
hazards. In addition, there shall be provided a sufficient
4.2 Machinery spaces containing oil-fired number of portable foam extinguishers or equivalent
boilers or oil fuel units which shall be so located that no point in the space is
more than 10 m walking distance from an extinguisher
4.2.1 Fixed fire-extinguishing systems and that there are at least two such extinguishers in each
Machinery spaces of category A containing oil fired boilers such space. For smaller spaces of cargo ships, the Soci-
or oil fuel units shall be provided with any one of the fixed ety may consider relaxing this requirement.
fire-extinguishing systems in [3.1].
c) In the case of machinery spaces containing both boilers
In each case, if the engine-room and boiler room are not and internal combustion engines, [4.2] and [4.3] apply,
entirely separate, or if fuel oil can drain from the boiler with the exception that one of the foam fire extinguishers
room into the engine-room, the combined engine and boiler of at least 45 l capacity or equivalent may be omitted
rooms shall be considered as one compartment. provided that the 136 l extinguisher can efficiently and
readily protect the area covered by the 45 l extinguishers.
4.2.2 Additional fire-extinguishing arrangements
a) There shall be in each boiler room or at an entrance out- d) There shall be at least one CO2 or powder extinguisher
side of the boiler room at least one portable foam appli- in the proximity of any electric switchboard or section
cator unit complying with the provisions of Ch 4, Sec 15. board having a power of 20 kW and upwards.
4.4 Machinery spaces containing steam turbines 4.7.2 Machinery spaces of category A above 500 m3 in vol-
or enclosed steam engines ume shall, in addition to the fixed fire-extinguishing system
required in [4.2.1], be protected by an approved type of
4.4.1 Fixed fire-extinguishing systems fixed water-based or equivalent local application fire-extin-
guishing system. In the case of periodically unattended
In spaces containing steam turbines or enclosed steam machinery spaces, the fire-extinguishing system shall have
engines used for main propulsion or other purposes having both automatic and manual release capabilities. In the case
in the aggregate a total output of not less than 375 kW, one of continuously manned machinery spaces, the fire-extin-
of the fire-extinguishing systems specified in [3.1] shall be guishing system is only required to have a manual release
provided if such spaces are periodically unattended. capability.
4.4.2 Additional fire-extinguishing arrangements 4.7.3 Fixed local application fire-extinguishing systems are
to protect areas such as the following without the necessity
a) There shall be approved foam fire extinguishers, each of of engine shutdown, personnel evacuation, or sealing of the
at least 45 l capacity or equivalent, sufficient in number spaces:
to enable foam or its equivalent to be directed on to any
part of the pressure lubrication system, on to any part of a) the fire hazard portions of internal combustion machinery
the casings enclosing pressure-lubricated parts of the b) boiler fronts
turbines, engines or associated gearing, and any other
c) the fire hazard portions of incinerators, and
fire hazards. However, such extinguishers shall not be
required if protection, at least equivalent to that d) purifiers for heated fuel oil.
required by this item, is provided in such spaces by a
fixed fire-extinguishing system fitted in compliance with 4.7.4 Activation of any local application system shall give a
[3.1]. visual and distinct audible alarm in the protected space and
at continuously manned stations. The alarm shall indicate
b) There shall be a sufficient number of portable foam the specific system activated. The system alarm require-
extinguishers or equivalent which shall be so located ments described within this requirement are in addition to,
that no point in the space is more than 10 m walking and not a substitute for, the detection and fire alarm system
distance from an extinguisher and that there are at least required elsewhere in this Chapter.
two such extinguishers in each such space, except that
such extinguishers shall not be required in addition to
any provided in compliance with item b) of [4.2.2].
5 Fire-extinguishing arrangements in
control stations, accommodation
c) There shall be at least one CO2 or powder extinguisher
and service spaces
in the proximity of any electric switchboard or section
board having a power of 20 kW and upwards.
5.1 Sprinkler and water spray systems in
passenger ships
4.5 Other machinery spaces
5.1.1 Passenger ships carrying more than 36 passengers
4.5.1 Where, in the opinion of the Society, a fire hazard shall be equipped with an automatic sprinkler, fire detection
exists in any machinery space for which no specific provi- and fire alarm system of an approved type complying with
sions for fire-extinguishing appliances are prescribed in the requirements of Ch 4, Sec 15 in all control stations,
[4.2], [4.3] and [4.4], there shall be provided in, or adjacent accommodation and service spaces, including corridors
to, that space such a number of approved portable fire and stairways. Alternatively, control stations, where water
extinguishers or other means of fire extinction as the Society may cause damage to essential equipment, may be fitted
may deem sufficient. with an approved fixed fire-extinguishing system of another
type. Spaces having little or no fire risk such as voids, public
toilets, carbon dioxide rooms and similar spaces need not
4.6 Additional requirements for passenger be fitted with an automatic sprinkler system.
ships
5.1.2 In passenger ships carrying not more than 36 passen-
4.6.1 In passenger ships carrying more than 36 passengers, gers, when a fixed smoke detection and fire alarm system
each machinery space of category A shall be provided with complying with the provisions of Ch 4, Sec 15 is provided
at least two suitable water fog applicators, complying with only in corridors, stairways and escape routes within
Ch 4, Sec 15. accommodation spaces, an automatic sprinkler system shall
be installed in accordance with Ch 4, Sec 3, [4.4.1], item b).
4.7 Fixed local application fire-extinguishing 5.1.3 A fixed pressure water-spraying fire-extinguishing sys-
systems tem complying with the provisions of the Fire Safety Sys-
tems Code shall be installed on cabin balconies to which Ch
4.7.1 The present sub-article shall apply to passenger ships 4, Sec 2, [2.2.4] applies, when furniture and furnishings on
of 500 gross tonnage and above and cargo ships of 2000 such balconies are not as defined in Ch 4, Sec 1, [3.33.1],
gross tonnage and above. items a), b), c), f) and g).
5.3 Spaces containing flammable liquid 6.1.1 Except as provided for in [6.2], the cargo spaces of
passenger ships of 1000 gross tonnage and upwards shall
be protected by a fixed carbon dioxide or inert gas fire-extin-
5.3.1 Paint lockers shall be protected by:
guishing system complying with the provisions of Ch 4, Sec
a) a carbon dioxide system, designed to give a minimum 15 or by a fixed high-expansion foam fire-extinguishing sys-
volume of free gas equal to 40% of the gross volume of tem which gives equivalent protection.
the protected space
6.1.2 Where it is shown to the satisfaction of the Society
b) a dry powder system, designed for at least 0,5 kg pow-
that a passenger ship is engaged on voyages of such short
der/m3
duration that it would be unreasonable to apply the require-
c) a water spraying or sprinkler system, designed for 5 l/m2 ments of [6.1.1] and also in ships of less than 1000 gross
min. Water spraying systems may be connected to the tonnage, the arrangements in cargo spaces shall be to the
fire main of the ship, or satisfaction of the Society, provided that the ship is fitted
with steel hatch covers and effective means of closing all
d) a system providing equivalent protection, as determined ventilators and other openings leading to the cargo spaces.
by the Society.
In all cases, the system shall be operable from outside the 6.1.3 Except for ro-ro and vehicle spaces (see Ch 4, Sec
protected space. 13), cargo spaces on cargo ships of 2000 gross tonnage and
upwards shall be protected by a fixed carbon dioxide or
5.3.2 Flammable liquid lockers shall be protected by an inert gas fire-extinguishing system complying with the provi-
appropriate fire-extinguishing arrangement approved by the sions of Ch 4, Sec 15, or by a fire-extinguishing system
Society. which gives equivalent protection.
5.3.3 For lockers of a deck area of less than 4 m2, which do 6.1.4 The Society may exempt from the requirements of
not give access to accommodation spaces, a portable car- [6.1.3] and [6.2] cargo spaces of any cargo ship if con-
bon dioxide fire extinguisher sized to provide a minimum structed, and solely intended, for the carriage of ore, coal,
volume of free gas equal to 40% of the gross volume of the grain, unseasoned timber, non-combustible cargoes or car-
space may be accepted in lieu of a fixed system. A dis- goes which, in the opinion of the Society, constitute a low
charge port shall be arranged in the locker to allow the dis- fire risk. Such exemptions may be granted only if the ship is
charge of the extinguisher without having to enter into the fitted with steel hatch covers and effective means of closing
protected space. The required portable fire extinguisher all ventilators and other openings leading to the cargo
shall be stowed adjacent to the port. Alternatively, a port or spaces. When such exemptions are granted, this will be
hose connection may be provided to facilitate the use of fire reported on the Certificate of Classification.
main water. Note 1: The list of solid bulk cargoes for which a fixed gas fire-
extinguishing system may be exempted is given in the IMO Circular
MSC.Circ.1395, as amended.
5.4 Deep-fat cooking equipment
5.4.1 Deep-fat cooking equipment installed in enclosed 6.2 Fixed gas fire-extinguishing systems for
spaces or on open decks shall be fitted with the following: dangerous goods
a) an automatic or manual fire-extinguishing system tested
6.2.1 A ship engaged in the carriage of dangerous goods on
to an international standard
deck or in any cargo spaces shall be provided with a fixed
b) a primary and backup thermostat with an alarm to alert carbon dioxide or inert gas fire-extinguishing system com-
the operator in the event of failure of either thermostat plying with the provisions of Ch 4, Sec 15 or with a fire-
extinguishing system which, in the opinion of the Society,
c) arrangements for automatically shutting off the electrical gives equivalent protection for the cargoes carried.
power upon activation of the fire-extinguishing system
d) an alarm for indicating operation of the fire-extinguish- 6.3 Firefighting for ships designed to carry
ing system in the galley where the equipment is
containers on or above the weather deck
installed, and
e) controls for manual operation of the fire-extinguishing 6.3.1 Ships shall carry, in addition to the equipment and
system which are clearly labelled for ready use by the arrangements required by article [1], at least one water mist
crew. lance.
The water mist lance shall consist of a tube with a piercing 2) the two jets of water required by item a) of [1.2.5]
nozzle which is capable of penetrating a container wall and can be supplied at the pressure required by [1.2.6];
producing water mist inside a confined space (container, and
etc.) when connected to the fire main. 3) each of the required mobile water monitors can be
supplied by separate hydrants at the pressure neces-
6.3.2 Ships designed to carry five or more tiers of contain- sary to reach the top tier of containers on deck.
ers on or above the weather deck shall carry, in addition to
c) The mobile water monitors may be supplied by the fire
the requirements of [6.3.1], mobile water monitors as fol-
main, provided the capacity of fire pumps and fire main
lows, and comply with item a) to d):
diameter are adequate to simultaneously operate the
• ships with breadth less than 30 m: at least two mobile mobile water monitors and two jets of water from fire
water monitors; or hoses at the required pressure values. If carrying danger-
ous goods, the capacity of fire pumps and fire main
• ships with breadth of 30 m or more: at least four mobile diameter shall also comply with Ch 4, Sec 12, [2.2.5], as
water monitors. far as applicable to on-deck cargo areas.
a) The mobile water monitors, all necessary hoses, fittings d) The operational performance of each mobile water
and required fixing hardware shall be kept ready for use monitor shall be tested during initial survey on board the
in a location outside the cargo space area not likely to ship to the satisfaction of the Society. The test shall verify
be cut-off in the event of a fire in the cargo spaces. that:
1) the mobile water monitor can be securely fixed to
b) A sufficient number of fire hydrants shall be provided the ship structure ensuring safe and effective opera-
such that:
tion; and
1) all provided mobile water monitors can be operated 2) the mobile water monitor jet reaches the top tier of
simultaneously for creating effective water barriers containers with all required monitors and water jets
forward and aft of each container bay; from fire hoses operated simultaneously.
SECTION 8 ESCAPE
1 Notification of crew and passengers b) Unless expressly provided otherwise in this Article, a
corridor, lobby, or part of a corridor from which there is
only one route of escape shall be prohibited. Dead-end
1.1 Application
corridors used in service areas which are necessary for
1.1.1 The provisions of [1.2] apply to ships of all types and the practical utility of the ship, such as fuel oil stations
those of [1.3] and [1.4] apply to passenger ships. and athwartship supply corridors, shall be permitted,
provided such dead-end corridors are separated from
crew accommodation areas and are inaccessible from
1.2 General emergency alarm system
passenger accommodation areas. Also, a part of a corri-
1.2.1 A general emergency alarm system required in Ch 2, dor that has a depth not exceeding its width is consid-
Sec 3, [3.14] shall be used for notifying crew and passengers ered a recess or local extension and is permitted.
of a fire. c) All stairways in accommodation and service spaces and
control stations shall be of steel frame construction
1.3 Special alarm to summon the crew except where the Society sanctions the use of other
equivalent material.
1.3.1 A special alarm, operated from the navigating bridge
or fire control station, shall be fitted to summon the crew. d) If a radiotelegraph station has no direct access to the
This alarm may be part of the ship’s general alarm system open deck, two means of escape from, or access to, the
but it shall be capable of being sounded independently of station shall be provided, one of which may be a port-
the alarm to the passenger spaces. hole or window of sufficient size or other means to the
satisfaction of the Society.
1.4 Public address systems e) Doors in escape routes shall, in general, open in way of
the direction of escape, except that:
1.4.1 A public address system or other effective means of
communication complying with the requirements of Ch 2, 1) individual cabin doors may open into the cabins in
Sec 3, [3.15] shall be available throughout the accommoda- order to avoid injury to persons in the corridor when
tion and service spaces and control stations and open decks. the door is opened, and
2) doors in vertical emergency escape trunks may open
2 Means of escape out of the trunk in order to permit the trunk to be
used both for escape and for access.
2.1 General requirements
2.2.3 Means of escape in passenger ships
2.1.1 Unless expressly provided otherwise in this Article, at a) Escape from spaces below the bulkhead deck
least two widely separated and ready means of escape shall
be provided from all spaces or groups of spaces. 1) Below the bulkhead deck, two means of escape, at
least one of which shall be independent of water-
2.1.2 Lifts shall not be considered as forming one of the tight doors, shall be provided from each watertight
means of escape as required by this Article. compartment or similarly restricted space or group
of spaces. Exceptionally, the Society may dispense
2.2 Means of escape from control stations, with one of the means of escape for crew spaces
accommodation spaces and service that are entered only occasionally, if the required
escape route is independent of watertight doors.
spaces
2) Where the Society has granted dispensation under
2.2.1 Application the provisions of a) 1) above, this sole means of
The provisions of [2.2.2] apply to ships of all types, those of escape shall provide safe escape. However, stair-
[2.2.3] apply to passenger ships and those of [2.2.4] apply ways shall not be less than 800 mm in clear width
to cargo ships. with handrails on both sides.
2.2.2 General requirements b) Escape from spaces above the bulkhead deck
a) Stairways and ladders shall be so arranged as to provide Above the bulkhead deck there shall be at least two
ready means of escape to the lifeboat and liferaft embar- means of escape from each main vertical zone or simi-
kation deck from passenger and crew accommodation larly restricted space or group of spaces, at least one of
spaces and from spaces in which the crew is normally which shall give access to a stairway forming a vertical
employed, other than machinery spaces. escape.
c) Direct access to stairway enclosures including stairways and exits, shall be marked by light-
Stairway enclosures in accommodation and service spaces ing or photoluminescent strip indicators placed not
shall have direct access from the corridors and be of a suffi- more than 300 mm above the deck at all points of the
cient area to prevent congestion, having in view the num- escape route, including angles and intersections. The
ber of persons likely to use them in an emergency. Within marking must enable passengers to identify the routes
the perimeter of such stairway enclosures, only public toi- of escape and readily identify the escape exits. If elec-
lets, lockers of non-combustible material providing storage tric illumination is used, it shall be supplied by the
for non-hazardous safety equipment and open information emergency source of power and it shall be so arranged
counters are permitted. Only corridors, lifts, public toilets, that the failure of any single light or cut in a lighting
special category spaces and open ro-ro spaces to which strip will not result in the marking being ineffective.
any passengers carried can have access, other escape stair- Additionally, escape route signs and fire equipment
ways required by the following item d) and external areas location markings shall be of photoluminescent mate-
are permitted to have direct access to these stairway enclo- rial or marked by lighting. The Society shall ensure that
sures. Public spaces may also have direct access to stairway such lighting or photoluminescent equipment has been
enclosures except for the backstage of a theatre. Small cor- evaluated, tested and applied in accordance with Ch
ridors or lobbies used to separate an enclosed stairway 4, Sec 15.
from galleys or main laundries may have direct access to 2) In passenger ships carrying more than 36 passen-
the stairway provided they have a minimum deck area of gers, the requirements of item e) 1) above shall also
4,5 m2, a width of no less than 900 mm and contain a fire apply to the crew accommodation areas.
hose station. 3) In lieu of the escape route lighting system required
d) Details of means of escape by item e) 1) above, alternative evacuation guidance
1) At least one of the means of escape required by the systems may be accepted if approved.
preceding items a) 1) and b) shall consist of a readily f) Normally locked doors that form part of an escape route
accessible enclosed stairway, which shall provide con- Cabin and stateroom doors shall not require keys to
tinuous fire shelter from the level of its origin to the unlock them from inside the room. Neither shall there
appropriate lifeboat and liferaft embarkation decks, or be any doors along any designated escape route which
to the uppermost weather deck if the embarkation require keys to unlock them when moving in the direc-
deck does not extend to the main vertical zone being tion of escape.
considered. In the latter case, direct access to the
Escape doors from public spaces that are normally
embarkation deck by way of external open stairways
latched shall be fitted with a means of quick release. Such
and passageways shall be provided and shall have
means shall consist of a door-latching mechanism incor-
emergency lighting in accordance with Ch 2, Sec 3
porating a device that releases the latch upon the applica-
and slip-free surfaces underfoot. Boundaries facing
tion of a force in the direction of escape flow. Quick
external open stairways and passageways forming part
release mechanisms shall be designed and installed to the
of an escape route and boundaries in such a position
satisfaction of the Society and, in particular:
that their failure during a fire would impede escape to
the embarkation deck shall have fire integrity, including 1) consist of bars or panels, the actuating portion of
insulation values, in accordance with Ch 4, Sec 5, Tab which extends across at least one half of the width of
1 to Ch 4, Sec 5, Tab 4, as appropriate. the door leaf, at least 760 mm and not more than
1120 mm above the deck
2) Protection of access from the stairway enclosures to
the lifeboat and liferaft embarkation areas shall be 2) cause the latch to release when a force not exceed-
provided either directly or through protected internal ing 67 N is applied, and
routes which have fire integrity and insulation values 3) not be equipped with any locking device, set screw or
for stairway enclosures as determined by Ch 4, Sec 5, other arrangement that prevents the release of the latch
Tab 1 to Ch 4, Sec 5, Tab 4, as appropriate. when pressure is applied to the releasing device.
3) Stairways serving only a space and a balcony in that g) Evacuation analysis for passenger ships
space shall not be considered as forming one of the
For passenger ships carrying more than 36 passengers
required means of escape.
and ro-ro passenger ships, escape routes shall be evalu-
4) Each level within an atrium shall have two means of ated by an evacuation analysis early in the design pro-
escape, one of which shall give direct access to an cess, in line with IMO Circular MSC.1/Circ.1533
enclosed vertical means of escape meeting the “Revised Guidelines on evacuation analyses for new
requirements of d) 1) above. and existing passenger ships”.
The same requirement applies in general to public The analysis shall be used to identify and eliminate, as
spaces spanning two decks. far as practicable, congestion which may develop dur-
5) The widths, number and continuity of escapes shall be ing an abandonment, due to normal movement of pas-
in accordance with the requirements in Ch 4, Sec 15. sengers and crew along escape routes, including the
possibility that crew may need to move along these
e) Marking of escape routes routes in a direction opposite to the movement of pas-
1) In addition to the emergency lighting required by Pt D, sengers. In addition, the analysis shall be used to
Ch 11, Sec 5 and Ch 2, Sec 3, the means of escape, demonstrate that escape arrangements are sufficiently
flexible to provide for the possibility that certain escape 2) one steel ladder leading to a door in the upper part
routes, assembly stations, embarkation stations or sur- of the space from which access is provided to the
vival craft may not be available as a result of a casualty. embarkation deck and additionally, in the lower part
of the space and in a position well separated from
2.2.4 Means of escape in cargo ships the ladder referred to, a steel door capable of being
a) General operated from each side and which provides access
to a safe escape route from the lower part of the
At all levels of accommodation there shall be provided
space to the embarkation deck.
at least two widely separated means of escape from
each restricted space or group of spaces. b) Escape from spaces above the bulkhead deck
b) Escape from spaces below the lowest open deck Where the space is above the bulkhead deck, the two
Below the lowest open deck the main means of escape means of escape shall be as widely separated as possi-
shall be a stairway and the second escape may be a ble and the doors leading from such means of escape
trunk or a stairway. shall be in a position from which access is provided to
the appropriate lifeboat and liferaft embarkation decks.
c) Escape from spaces above the lowest open deck Where such means of escape require the use of ladders,
Above the lowest open deck the means of escape shall these shall be of steel.
be stairways or doors to an open deck or a combination c) Dispensation from two means of escape
thereof.
In a ship of less than 1000 gross tonnage, the Society
d) Dead-end corridors may dispense with one of the means of escape, due
No dead-end corridors having a length of more than regard being paid to the width and disposition of the
7 m shall be accepted. upper part of the space. In a ship of 1000 gross tonnage
and above, the Society may dispense with one means of
e) Width and continuity of escape routes
escape from any such space, including a normally unat-
The width, number and continuity of escape routes shall tended auxiliary machinery space, so long as either a
be in accordance with the requirements in Ch 4, Sec 15. door or a steel ladder provides a safe escape route to the
f) Dispensation from two means of escape embarkation deck, due regard being paid to the nature
and location of the space and whether persons are nor-
Exceptionally the Society may dispense with one of the
mally employed in that space. In the steering gear
means of escape, for crew spaces that are entered only
space, a second means of escape shall be provided
occasionally, if the required escape route is independent
when the emergency steering position is located in that
of watertight doors.
space unless there is direct access to the open deck.
2.3 Means of escape from machinery spaces d) Escape from machinery control rooms
Two means of escape shall be provided from a machin-
2.3.1 Application ery control room located within a machinery space, at
The provisions of [2.3.2] apply to passenger ships, those of least one of which will provide continuous fire shelter to
[2.3.3] apply to cargo ships. a safe position outside the machinery space.
e) Inclined ladders and stairways
2.3.2 Means of escape on passenger ships
Means of escape from each machinery space in passenger All inclined ladders/stairways fitted to comply with a)
ships shall comply with the following provisions: with open treads in machinery spaces being part of or
providing access to escape routes but not located within
a) Escape from spaces below the bulkhead deck a protected enclosure shall be made of steel. Such lad-
Where the space is below the bulkhead deck, the two ders/stairways shall be fitted with steel shields attached
means of escape shall consist of either: to their undersides, such as to provide escaping person-
nel protection against heat and flame from beneath.
1) two sets of steel ladders as widely separated as pos-
sible, leading to doors in the upper part of the space, Inclined ladders/stairways in machinery spaces being
similarly separated and from which access is pro- part of, or providing access to, escape routes but not
vided to the appropriate lifeboat and liferaft embar- located within a protected enclosure shall not have an
kation decks. One of these ladders shall be located inclination greater than 60° and shall not be less than
within a protected enclosure that satisfies Ch 4, Sec 600 mm in clear width. Such requirement need not be
5, [1.3.3], category (2), or Ch 4, Sec 5, [1.3.4], cate- applied to ladders/stairways not forming part of an
gory (4), as appropriate, from the lower part of the escape route, only provided for access to equipment or
space it serves to a safe position outside the space. components, or similar areas, from one of the main plat-
Self-closing fire doors of the same fire integrity stand- forms or deck levels within such spaces.
ards shall be fitted in the enclosure. The ladder shall
be fixed in such a way that heat is not transferred f) Escape from main workshops within machinery spaces
into the enclosure through non-insulated fixing Two means of escape shall be provided from the main
points. The protected enclosure shall have minimum workshop within a machinery space. At least one of
internal dimensions of at least 800 mm × 800 mm, these escape routes shall provide a continuous fire shel-
and shall have emergency lighting provisions, or ter to a safe position outside the machinery space.
2.3.3 Means of escape on cargo ships d) With regard to application of items b) and c), the follow-
ing applies:
Means of escape from each machinery space in cargo ships
shall comply with the following provisions: • Steering gear spaces which do not contain the emer-
gency steering position need only have one means
a) Escape from machinery spaces of category A of escape.
• Steering gear spaces containing the emergency steer-
Except as provided in the following item b), two means
ing position can have one means of escape provided
of escape shall be provided from each machinery space
it leads directly onto the open deck. Otherwise, two
of category A. In particular, one of the following provi-
means of escape are to be provided but they do not
sions shall be complied with:
need to lead directly onto the open deck.
1) two sets of steel ladders, as widely separated as pos- • Escape routes that pass only through stairways and/or
sible, leading to doors in the upper part of the space, corridors are considered as providing a “direct
similarly separated and from which access is pro- access to the open deck”, provided that the escape
vided to the open deck. One of these ladders shall routes from the steering gear spaces have fire integ-
be located within a protected enclosure that satisfies rity protection equivalent to steering gear spaces or
Ch 4, Sec 5, [1.4.3], category (4), from the lower stairways/corridors, whichever is more stringent.
part of the space it serves to a safe position outside
e) Inclined ladders and stairways
the space. Self-closing fire doors of the same fire
integrity standards shall be fitted in the enclosure. All inclined ladders/stairways fitted to comply with a)
The ladder shall be fixed in such a way that heat is with open treads in machinery spaces being part of or
not transferred into the enclosure through non-insu- providing access to escape routes but not located within
lated fixing points. The enclosure shall have mini- a protected enclosure shall be made of steel. Such lad-
mum internal dimensions of at least 800 mm × ders/stairways shall be fitted with steel shields attached
800 mm, and shall have emergency lighting provi- to their undersides, such as to provide escaping person-
sions, or nel protection against heat and flame from beneath.
Inclined ladders/stairways in machinery spaces being
2) one steel ladder leading to a door in the upper part part of, or providing access to, escape routes but not
of the space from which access is provided to the located within a protected enclosure shall not have an
open deck and, additionally, in the lower part of the inclination greater than 60° and shall not be less than
space and in a position well separated from the lad- 600 mm in clear width. Such requirement need not be
der referred to, a steel door capable of being oper- applied to ladders/stairways not forming part of an
ated from each side and which provides access to a escape route, only provided for access to equipment or
safe escape route from the lower part of the space to components, or similar areas, from one of the main plat-
the open deck. forms or deck levels within such spaces.
b) Dispensation from two means of escape f) Escape from machinery control rooms in machinery
spaces of category “A”
In a ship of less than 1000 gross tonnage, the Society
Two means of escape shall be provided from the
may dispense with one of the means of escape required
machinery control room located within a machinery
under item a), due regard being paid to the dimension
space. At least one of these escape routes shall provide
and disposition of the upper part of the space.
a continuous fire shelter to a safe position outside the
In addition, the means of escape from machinery spaces machinery space.
of category A need not comply with the requirement for g) Escape from main workshops in machinery spaces of
an enclosed fire shelter listed in item a) 1) above. In the category “A”
steering gear space, a second means of escape shall be Two means of escape shall be provided from the main
provided when the emergency steering position is workshop within a machinery space. At least one of
located in that space unless there is direct access to the these escape routes shall provide a continuous fire shel-
open deck. ter to a safe position outside the machinery space.
c) Escape from machinery spaces other than those of cate-
gory A 2.4 Means of escape on passenger ships from
special category and open ro-ro spaces to
From machinery spaces other than those of category A, which any passengers carried can have
two escape routes shall be provided except that a single
escape route may be accepted for spaces that are
access
entered only occasionally and for spaces where the 2.4.1 In special category and open ro-ro spaces to which
maximum travel distance to the door is 5 m or less. any passengers carried can have access, the number and
Note 1: In machinery spaces other than those of category A, which locations of the means of escape both below and above the
are not entered only occasionally, the travel distance shall be bulkhead deck shall be to the satisfaction of the Society
measured from any point normally accessible to the crew, tak- and, in general, the safety of access to the embarkation
ing into account machinery and equipment within the space. deck shall be at least equivalent to that provided for in items
a) 1), b), d) 1) and d) 2) of [2.2.3].
Such spaces shall be provided with designated walkways to d) Where enclosed spaces adjoin an open deck, openings
the means of escape with a breadth of at least 600 mm. The from the enclosed space to the open deck shall, where
parking arrangements for the vehicles shall maintain the practicable, be capable of being used as an emergency
walkways clear at all times. exit.
e) Escape routes shall not be obstructed by furniture and
2.4.2 Direct access to special category spaces other obstructions. With the exception of tables and
One of the escape routes from the machinery spaces where chairs which may be cleared to provide open space, cab-
the crew is normally employed shall avoid direct access to inets and other heavy furnishings in public spaces and
any special category space. along escape routes shall be secured in place to prevent
shifting if the ship rolls or lists. Floor coverings shall also
be secured in place. When the ship is under way, escape
2.5 Means of escape from ro-ro spaces routes shall be kept clear of obstructions such as cleaning
carts, bedding, luggage and boxes of goods.
2.5.1 At least two means of escape shall be provided in ro-
ro spaces where the crew are normally employed. The 2.6.2 Instruction for safe escape
escape routes shall provide a safe escape to the lifeboat and a) Decks shall be sequentially numbered, starting with “1”
liferaft embarkation decks and shall be located at the fore at the tank top or lowest deck. The numbers shall be
and aft ends of the space. prominently displayed at stair landings and lift lobbies.
Decks may also be named, but the deck number shall
One of the means of escape should be a stairway, the sec-
ond escape may be a trunk or a stairway. always be displayed with the name.
b) Simple “mimic” plans showing the “you are here” posi-
The fore and aft ends of the ro-ro space are considered as tion and escape routes marked by arrows shall be prom-
the areas being within the distance equal to the breadth of inently displayed on the inside of each cabin door and
the ro-ro space, measured at its widest point, from its for- in public spaces. The plan shall show the directions of
ward most and aftmost point. escape and shall be properly oriented in relation to its
position on the ship.
2.6 Additional requirements for ro-ro
2.6.3 Strength of handrails and corridors
passenger ships
a) Handrails or other handholds shall be provided in corri-
dors along the entire escape route so that a firm hand-
2.6.1 General
hold is available at every step of the way, where
a) Escape routes shall be provided from every normally possible, to the assembly stations and embarkation sta-
occupied space on the ship to an assembly station. tions. Such handrails shall be provided on both sides of
These escape routes shall be arranged so as to provide longitudinal corridors more than 1,8 m in width and
the most direct route possible to the assembly station, transverse corridors more than 1 m in width. Particular
and shall be marked with symbols in accordance with attention shall be paid to the need to be able to cross
the recommendations of IMO Resolution A.1116 (30). lobbies, atriums and other large open spaces along
escape routes. Handrails and other handholds shall be
b) The escape route from cabins to stairway enclosures of such strength as to withstand a distributed horizontal
shall be as direct as possible, with a minimum number load of 750 N/m applied in the direction of the centre of
of changes in direction. It shall not be necessary to cross the corridor or space, and a distributed vertical load of
from one side of the ship to the other to reach an escape 750 N/m applied in the downward direction. The two
route. It shall not be necessary to climb more than two loads need not be applied simultaneously.
decks up or down in order to reach an assembly station
or open deck from any passenger space. b) The lowest 0,5 m of bulkheads and other partitions
forming vertical divisions along escape routes shall be
c) External routes shall be provided from open decks, as able to sustain a load of 750 N/m to allow them to be
referred to in item b), to the survival craft embarkation used as walking surfaces from the side of the escape
stations. route with the ship at large angles of heel.
1 Application
2.1.2 The number of portable equipment available at each
location is to be specified.
1.1 General
2.1.3 In ships carrying more than 36 passengers, plans and
1.1.1 This Section applies to passenger ships and cargo booklets required by [2.1.1] shall provide information
ships. regarding fire protection, fire detection and fire extinction
based on the guidelines of IMO Resolution A.756(18).
2 Fire control plans Note 1: IMO Resolution A.756(18) requires the following informa-
tion to be provided with the fire control plans and available at all
2.1 Compilation of the fire control plans times:
• ship’s keel laying date and application of the SOLAS Conven-
2.1.1 General arrangement plans shall be permanently tion and amendments. Original method (I, II, III or with or
exhibited for the guidance of the ship’s officers, showing without sprinklers etc.) of fire safety construction, as applicable
clearly for each deck the control stations, the various fire • which additional fire safety measures, if any, were applied
sections enclosed by A class divisions, the sections enclosed • dates and description of any modifications to the ship which in
by B class divisions together with particulars of the fire any way alter its fire safety
detection and fire alarm systems, the sprinkler installation,
• if the information required by the above item is not available
the fire-extinguishing appliances, means of access to differ- for modifications carried out before 1 October 1994, at least
ent compartments, decks, etc. and the ventilating system, the fire safety method (I, II, III of the SOLAS Convention and
including particulars of the fan control positions, the posi- amendments thereto) as presently used in the ship is to be
tion of dampers and identification numbers of the ventilat- stated. Where more than one method or a combination of
ing fans serving each section, and the position of fuel oil methods is used in different locations of the ship, this is to be
quick-closing valve remote control and fuel oil pump stops. specified.
Alternatively, at the discretion of the Society, the aforemen-
tioned details may be set out in a booklet, a copy of which 2.1.4 Special equipment provided for the carriage of dan-
shall be supplied to each officer, and one copy shall at all gerous goods, if fitted, is to be shown.
times be available on board in an accessible position. Plans
2.1.5 Where fitted in line with the requirements of Ch 4,
and booklets shall be kept up to date; any alterations
Sec 11, [2], the controls for jettisoning fuel for auxiliary
thereto shall be recorded as soon as practicable. Descrip-
vehicles are to be shown.
tion in such plans and booklets shall be in the language or
languages required by the Society. If the language is neither
English nor French, a translation into one of those languages 2.2 Location of the fire control plans
shall be included.
2.2.1 A duplicate set of fire control plans or a booklet con-
In addition, instructions concerning the maintenance and taining such plans shall be permanently stored in a promi-
operation of all the equipment and installations on board for nently marked weathertight enclosure outside the deckhouse
the fighting and containment of fire shall be kept under one for the assistance of shore-side fire-fighting personnel.
cover, readily available in an accessible position.
6.1 General
6.1.1 Each helicopter facility shall have an operations man-
ual, including a description and a checklist of safety precau-
tions, procedures and equipment requirements. This manual
may be part of the ship’s emergency response procedures.
Both kinds of installations may be installed on a ship, if ded- 1.3.1 Facilities for fuel for auxiliary vehicles are to be fully
icated to different fuels. segregated from any other fuel system.
3 Fixed fuel installations • inboard from the shell plating or from aft terminal of the
ship:
3.1 Tank design the greater of B/10 or 0,8 m. However, this distance
need not be greater than B/15 or 2 m, whichever is less,
3.1.1 Fuel tanks are to comply with the requirements of Ch where the shell plating is located inboard of B/5 or 11,5
1, Sec 10 for fuel oil tanks and flammable liquid tanks. The m, whichever is less, as required above.
scantlings of fuel tanks are to be in compliance with the • above the bottom shell plating:
provisions of Pt B, Ch 5, Sec 6 and Part B, Chapter 7.
B/15 or 2,0 m, whichever is less, measured from the
3.1.2 High and low level alarm arrangements are to be pro- moulded line of the bottom shell plating at the centre-
vided. High level alarm is to indicate when fuel tanks are line.
close to being filled in excess of maximum operating levels. • abaft a transverse plane at 0,08L measured from the for-
ward perpendicular.
3.1.3 Fuel tanks are to be part of the ship's structure.
Note 1: These distances are to be measured considering the most
Independent fuel tanks of limited capacity may however be restrictive between the outermost and the lowermost boundary of
permitted provided: the fuel tank.
a) the scantlings of independent tanks are in compliance
with the provisions of Pt B, Ch 5, Sec 6 and Part B, 3.2.3 Fuel tanks are to be located outside of category A
Chapter 7, except that the net thickness is not to be less machinery spaces. Fuel tanks may however be located in
than 5 mm. the storage hold or fuel handling room dedicated to this
fuel.
b) the requirements of [3.2] are complied with.
c) suitable drip trays are provided in way of the tanks, in
line with [3.4.7]. 3.2.4 Segregation from other spaces
Fuel tanks are to be segregated from machinery spaces, pro-
3.1.4 Fuel tanks are to be fitted with a cock or valve peller shaft tunnels, dry cargo spaces, accommodation, ser-
directly on the tank capable of being closed from a safe vice spaces and control stations and from drinking water
position outside the space concerned in the event of a fire and stores for human consumption, by means of a coffer-
occurring in the space in which the tanks are situated. dam, void space, pump-room, empty tank, ship oil fuel
tank, or other similar space complying with the require-
3.1.5 The venting outlet of the fuel tank is to be led to the ments of [3.3]. In the case of independent tanks, a coffer-
atmosphere in a safe and well ventilated position and is to dam need not be required provided:
be provided with a flame screen. • the hold space complies with the requirements of [3.3];
or
3.1.6 Overflow pipes are to be fitted to tanks which can be
filled by pumping and are designed for a hydrostatic pres- • the fuel tank is located on the open deck and the dis-
sure lower than that corresponding to the height of the air tance between the tank boundaries and the boundaries
pipe. Where fitted, overflow systems are to be dedicated to of the spaces from which the tank is to be segregated
this specific fuel and are to comply with the applicable complies with the requirements of [3.3.3].
requirements of Ch 1, Sec 10.
3.2.5 Storage holds are to be treated as a category A
machinery spaces for structural fire protection, fire extinc-
3.2 Tank location and protection tion and detection purposes.
3.2.1 Application The boundaries between storage holds and other category A
Structural tanks are to comply with the requirements of machinery spaces are to have A-60 fire integrity and the
[3.2.2] to [3.2.4]. boundaries between storage holds for different fuels are to
have A-30 fire integrity.
Independent tanks are to comply with [3.2.2] to [3.2.4] and
with: 3.2.6 Storage holds are to be dedicated to the storage of
• the requirements of [3.2.5] and [3.2.6]when located in one specific fuel. Fuel pumps and other equipment
an enclosed space intended for handling this fuel may however be located in
• the requirements of [3.2.7] and [3.2.8] when located on the storage hold.
the open deck.
3.2.7 Fuel tanks located on the open deck are to be pro-
3.2.2 Protection against collision and grounding tected by a manually activated water-spray system with a
capacity of at least 5L/min/m2 of protected area. The water-
Fuel tanks are to be located as follows, with respect to the
spray system is to provide coverage for exposed parts of the
rule length L defined in Pt B, Ch 1, Sec 2, [3.1] and ship's
fuel tank and for the boundaries of normally manned super-
moulded breadth B defined in Pt B, Ch 1, Sec 2, [3.4]:
structures facing the fuel tanks and located within 10 m of
• inboard from the ship's side: their boundaries.
B/5 or 11,5 m, whichever is less, measured inboard Note 1: Both horizontal and vertical surfaces to be protected are to
from the ship side at right angles to the centreline at the be considered when determining the capacity of the water-spray
level of the summer load line draught system.
3.2.8 Decks and superstructure boundaries located within 3.4.6 Fuel piping in non-hazardous enclosed spaces is to
10 m of the boundaries of the fuel tanks are to be provided be completely enclosed by a steel gastight double pipe or
with fire integrity equivalent to the fire integrity required duct which is to be:
with respect to a category A machinery space. Navigation • at an inclination such that the fuel naturally returns
bridge windows however are not required to have such fire towards a safe draining location in the case of leakage
integrity. or failure in delivery pressure
In addition, fuel tanks are to be segregated from cargo in • fitted with inspection openings with gastight doors in
accordance with the requirements of the International Mari- way of connections of pipes within it, with an automatic
time Dangerous Goods (IMDG) Code where the fuel tanks closing drain-trap leading to a safe location, set in such
are regarded as a class 2.1 bulk package. a way as to discharge leakage of fuel into a safe location
• fitted with a vent pipe at the highest part of the duct.
3.3 Cofferdams This vent pipe is to be led to the atmosphere in a safe
position. The outlet is to be fitted with a flame screen
3.3.1 Cofferdams surrounding structural fuel tanks and • of a thickness not less than the minimum thickness
required by [3.2.4] are to comply with the requirement of given in Ch 1, Sec 10, Tab 6 for pipes in general.
this sub-article. 3.4.7 Containment and detection of a leakage
Suitable drip trays are to be provided at locations where fuel
3.3.2 Direct access from the open deck leakage could occur, i.e. in way of independent tanks,
Access to the cofferdams is to be direct from the open deck. pumps, tank connections, piping connections, filling mani-
Alternatively, access to the cofferdams may be provided fold etc. The drip trays are to be fitted with means to drain
through void spaces or spaces dedicated to fuel handling or any fuel leakage to a dedicated drainage tank complying
storage or machinery spaces, subject to consideration of with [3.5.2].
ventilation aspects. An alarm is to be provided in case of fuel leakage in the
drip tray.
3.3.3 Access to the cofferdams is to be provided through Note 1: Double walled independent tanks need not be provided
gas-tight openings, with the following minimum clear with an additional drip tray. It should however be possible to
width: detect, and dispose of, any fuel leakage in the interbarrier space.
• 600 x 600 mm for horizontal openings 3.4.8 Means are to be provided to drain fuel piping after
filling and refuelling operations. Means of drainage may
• 600 x 800 mm for vertical openings. however be omitted for fuel piping located in the storage
hold.
3.3.4 Drainage from the cofferdams surrounding fuel tanks
is to comply with the requirements of [3.5.1]. 3.5 Drainage
3.5.1 Drainage and/or bilge pumping of cofferdams and of
3.4 Piping spaces intended for fuel storage or fuel handling is to be
separated from the ship bilge system, and is not to be led to
3.4.1 Fuel piping is to comply with the requirements of Ch machinery spaces or to other spaces where ignition sources
1, Sec 10 for fuel oil piping and flammable liquid piping. may be present. Drainage directly to the sea is to be
avoided as far as possible.
3.4.2 The connections between the various pipe sections 3.5.2 Drainage tank
are to be carried out by means of butt welding. Other types
The tank intended to gather drainage from for spaces
of connections including threaded connections and flange
intended for fuel storage or fuel handling is to be:
connections are not permitted.
• closed
3.4.3 Fuel piping is to be located at a distance from the • dedicated to these spaces
ship's side of at least 800 mm measured inboard from the • located outside of the machinery spaces
ship's side at right angles to the centerline at the level of the • provided with a vent pipe to a safe location on the open
summer load line draught. deck
• fitted with level position indicators with relevant alarms,
3.4.4 Fuel piping is not to be led directly through accom- in order to detect leakages.
modation spaces, service spaces, electrical equipment
• provided with a capacity sufficient to manage the whole
rooms, control stations or category A machinery spaces not
content of any one fuel tank.
related to the handling of this specific fuel.
3.5.3 The space containing the bilge pumps is to be pro-
3.4.5 Fuel piping led through ro-ro spaces, special category vided with mechanical ventilation complying with [4.4]. If
spaces and on open decks is to be protected against the space has access from another enclosed space, the door
mechanical damage. is to be self-closing.
3.6 Fuel handling 3.7.4 Fixed fire detection and fire alarm system
Enclosed and semi-enclosed filling stations are to be cov-
3.6.1 Storage tank fuel pumps are to be provided with ered by a fixed fire detection and fire alarm system comply-
means which permit shutdown from a safe remote location ing with the requirements of Ch 4, Sec 15, [8]. The fixed fire
in the event of a fire. Where a gravity fuelling system is detection system is to combine smoke detection and
installed, equivalent closing arrangements are to be pro- another way of detecting fire which may be by means of
vided to isolate the fuel source. fusible elements designed to melt at temperatures between
98°C and 104°C, or by area fire detection methods.
In the case of an open filling station, a fixed fire detection
3.6.2 The fuel pumping unit is to be connected to one tank and alarm system is to cover the filling manifold.
at a time. The piping between the tank and the pumping
unit are to be of steel or equivalent material, as short as pos- 3.8 Refuelling station
sible, and protected against damage.
3.8.1 Hangar, refuelling and maintenance facilities and
spaces where fuel handling is intended are to be treated as
3.6.3 Electrical fuel pumping units and associated control a category A machinery space with regards to fire protec-
equipment are to be of a type suitable for the location and tion, fixed fire extinguishing and detection system require-
potential hazards. ments.
3.7 Filling station Recognized standards for refuelling hoses include, but are
not limited to, EN 1361 type C, BS 3158, and API 1529.
3.7.1 For structural fire protection purposes, enclosed or 3.8.4 It is to be possible to shut down the refuelling pump
semi-enclosed filling stations are to be handled as: from the refuelling station. This control is to be located at an
• auxiliary machinery spaces of moderate fire risk i.e. easily accessible position close to the escape from this
cat(11) on passenger ships carrying more than 36 pas- space or area.
sengers
In addition, the safety measures detailed in [3.7.2] to [3.7.4] 4.1 Electrical bonding
are to be applied.
4.1.1 Fuel tanks, piping and equipment used in refuelling
3.7.2 The boundaries between enclosed or semi-enclosed or filling operations are to be electrically bonded.
filling stations and other enclosed spaces are to be A-60
class divisions and reasonably gastight.
4.2 Source of ignition
3.7.3 Fixed fire-extinguishing system 4.2.1 Access to areas intended for or affected by filling,
Enclosed filling stations are to be provided with a fixed fire- storage, and refuelling of fuel for auxiliary vehicles is to be
extinguishing system suitable for category A machinery limited to crew members on duty.
spaces. Depending on the quantity of fuel, duration of the
filling operation and filling procedure, alternative arrange- 4.2.2 “NO SMOKING” signs are to be displayed at appro-
ments based on portable fire extinguishing equipment may priate locations in areas intended for the filling, storage, and
be accepted on a case-by-case basis. refuelling of fuel for auxiliary vehicles.
Open or semi enclosed filling stations are to be covered by 4.2.3 Any equipment which may constitute a source of
a manually activated water-spray system with a capacity of ignition of flammable vapours is not to be installed in haz-
at least 5L/min/m2 of protected area (horizontally projected ardous spaces or areas.
surfaces).
4.2.4 As a general rule, electrical equipment and wiring is d) Where a flow monitoring device is used to indicate fail-
not to be fitted in hazardous spaces or areas, unless it is ure of pressurization, it should be verified that either the
essential for operational purposes or enhancing safety. If elec- pressurization level required by item a) is maintained
trical equipment is fitted in such spaces, it is to be suitable for with any door or other opening open, or an alarm is
use in dangerous environment as per Ch 2, Sec 3, [10]. given if any door or opening is not closed.
Portable equipment that need to be used in hazardous e) In the event of the loss of overpressure, the following
spaces or areas is to be of a suitable certified safe type. protective measures are to apply to electrical equipment
Note 1: On a case-by-case basis, the Society might however allow not protected for use in hazardous areas:
electrical equipment not suitable for use in dangerous environment • suitable alarm (visible and audible)
to be installed in hazardous spaces or areas related to refilling or
refuelling operations, provided: • immediate action to restore pressurization
• suitable interlocks and operational procedures are provided to • programmed disconnection of power supply if the
ensure that non-certified safe equipment will be disconnected pressurization cannot be restored for an extended
in all scenarios that may lead to the presence of an explosive period or if the concentration of flammable gas is
atmosphere rising to a dangerous level.
• such equipment need not be used during refuelling or refilling
operations 4.3.3 Airlock
• suitable justification of the above is provided Access between a hazardous area Zone 1 and a non-haz-
ardous area may be provided through an airlock, consisting
4.2.5 Exhausts of internal combustion machinery are to be of two self-closing, substantially gastight, steel doors with-
led outside of hazardous areas. out holding back arrangements and capable of maintaining
the overpressure. The airlock space is to be mechanically
4.3 Hazardous areas ventilated from a non-hazardous area and maintained at an
overpressure with respect to the hazardous area Zone 1, in
4.3.1 In order to facilitate the selection of appropriate elec- accordance with [4.3.2].
trical apparatus and the design of suitable electrical installa-
tions, hazardous areas are divided into zone 0, 1 and 2 4.4 Ventilation of hazardous spaces
according to Ch 2, Sec 1, [3.24.3]. The different spaces and
areas are to be classified according to Tab 1. 4.4.1 Hazardous spaces are to be fitted with extraction-
Note 1: As an alternative to Table 1, more refined hazardous spaces type mechanical ventilation capable of providing at least 6
and areas may be defined in line with the requirements of IEC air changes per hour.
60079-10 and based on relevant analysis to the satisfaction of the
Society. 4.4.2 Ventilation
Enclosed hangar facilities or enclosed spaces containing
4.3.2 Protection by overpressure refuelling installations are to be provided with mechanical
Where a space has an opening into an adjacent hazardous ventilation as required by Ch 4, Sec 13, [2] for closed ro-ro
space or area, it may be made into a non-hazardous space spaces of cargo ships. Ventilation fans are to be of a non-
in accordance with the following requirements: sparking type (see Ch 4, Sec 1, [3.28]).
a) A minimum overpressure of 25 Pa (0,25 mbar) with
respect to the adjacent, hazardous space or area is to be 4.4.3 Filling stations, refuelling stations, fuel pump rooms
maintained at all points inside the space and its associ- and storage holds are to be fitted with mechanical ventila-
ated ducts at which leaks are liable to occur, all doors tion of the extraction type, capable of providing at least 15
and windows being closed. air changes per hour. A reduced rate of mechanical ventila-
tion capacity may be considered for such spaces when they
b) During initial start-up or after shut-down, it is necessary, are of a semi-enclosed type.
before energizing any electrical apparatus within the
space which is not suitably protected for the classifica- 4.4.4 Any loss of the ventilating capacity required in
tion of the space in the absence of pressurization, to [4.4.1] or [4.4.3] is to trigger a visual alarm at the entrance
either ensure that the internal atmosphere is non-haz- door of the considered space, an audible alarm inside the
ardous, or proceed with prior purging of sufficient dura- space and at the navigation bridge.
tion that the internal atmosphere may be considered as
non-hazardous, and pressurize the space. 4.4.5 Arrangements are to be provided to permit rapid
The atmosphere is considered non-hazardous when, at shutdown and effective closure of the ventilation system
all points in the space, the equipment enclosures and from outside of the space in case of fire, taking into account
any associated ducts, the concentration of explosive the weather and sea conditions. It is to be possible to shut-
gases or vapours is below 30% of the lower explosive off the ventilation of each compartment separately.
limit. The place of measurement should be judiciously
4.4.6 The fans are to be non-sparking.
chosen to determine the highest concentration of gas.
c) Monitoring is to be provided to ensure the satisfactory 4.4.7 Electrical equipment and wiring, if installed in an
functioning of pressurization of spaces having an open- exhaust ventilation duct, are to be of a type approved for
ing into a more hazardous zone. use in explosive petrol and air mixtures.
4.4.8 Electric motors driving fans of the ventilation systems at least 1.5m from the limits of any hazardous area. Where
of hazardous spaces are to be located outside of the ventila- the inlet duct passes through a hazardous area, the inlet duct
tion ducting unless they are of a certified safe type. is to have over-pressure in relation to this area unless the
mechanical integrity and gas-tightness of the duct is consid-
4.4.9 Ducting used for the ventilation of hazardous spaces ered by the Society to be such that no pressure differential is
is to be separate from that used for the ventilation of non- required to ensure that gases will not leak into the duct.
hazardous spaces
4.4.10 Air inlets for hazardous enclosed spaces are to be 4.5.2 Air outlets from non-hazardous enclosed spaces are
taken from areas which, in the absence of the considered to be located in a non-hazardous open area.
inlet, would be non-hazardous.
4.5.3 Air outlets from high fire risk spaces are to be located
4.4.11 Air outlets for hazardous enclosed spaces are to be at least 3 m away from fuel tanks, filling stations or refuel-
located in an open area which, in the absence of the con-
ling stations located on the open deck or in semi-enclosed
sidered outlet, would be of the same or lesser hazard than
spaces.
the ventilated space.
Note 1: “High fire risk spaces” means machinery spaces of category
4.5 Ventilation and door openings of non- A, ro-ro spaces, cargo holds where fixed fire-fighting systems are
hazardous spaces required (See Ch 4, Sec 6, [6.1]), galleys, pantries containing cook-
ing appliances, laundry with drying equipment, spaces in which
4.5.1 Air inlets and door openings for non-hazardous flammable liquids or gases are stored, battery rooms and workshops.
enclosed spaces are to be taken from non-hazardous areas
Hazardous
No. Description of spaces
area
The interior of fuel tanks, any pipework or pressure-relief or other venting system for fuel, pipes and equip-
ment containing the fuel or developing flammable gases and vapours.
1 • Drainage tanks as defined in [3.5.2] are covered by this item. Zone 0
• Scuppers and discharges as defined in [3.5.1] are covered by this item
• Overflow tanks are covered by this item
2 Enclosed or semi-enclosed filling stations, refuelling stations and, storage holds and fuel handling spaces Zone 1
3 Ventilation ducts serving the spaces identified in item 2 and item 8 Zone 1
Areas on open deck, or semi-enclosed spaces on open deck:
• within 1,5 m of any exhaust ventilation outlet of a hazardous area zone 1
4 • within 1,5 m of entrances to, or openings in, filling station or fuel pump room entrances Zone 1
• Within 0.5 m of ventilation inlets of filling stations or fuel pump rooms
• Within 0.5 m of any opening into zone 1 spaces
Areas on open deck, or semi-enclosed spaces on open deck, within 3m of any venting outlet from the spaces
5 Zone 1
defined in item 1
6 Areas on open deck within filling manifold drip trays and 1,5 m around these Zone 1
Enclosed or semi-enclosed spaces having a direct opening into any of the spaces as identified in item 2 or
item 3, unless appropriate measures are taken to prevent flammable gas from entering such spaces (protection
7 Zone 1
by overpressure as per [4.3.2], airlock as per [4.3.3] or gastight door as detailed in item 11).
This item does not cover areas adjacent to ventilation inlets and outlets which are covered by item 4.
Air space between the fuel piping and the wall of the outer pipe or duct of double walled fuel piping as per
8 Zone 1
[3.4.6]
9 Spaces adjacent to fuel tanks including cofferdams required in [3.2.4] Zone 1
10 Areas on open deck within 1,5 m of fuel tank surfaces exposed to the weather (2) Zone 1
Enclosed or semi-enclosed spaces having a direct opening into any of the spaces as identified in item 2 or
item 3, which are separated from such space by a self-closing, substantially gastight, steel door without hold-
11 Zone 2
ing back arrangement.
This item does not cover areas adjacent to ventilation inlets and outlets which are covered by item 4.
12 Spaces forming an airlock as defined in [4.3.3] Zone 2
13 Areas of 1,5 m surrounding open or semi-enclosed spaces of zone 1 Zone 2
(1) Drainage tanks as defined in [3.5.2], scuppers and discharges as defined in [3.5.1] and overflow tanks are covered by this item.
(2) In the case of double wall tanks, this hazardous area may be omitted provided the secondary barrier of the tank is able to con-
tain any leakage from the tank and remain gastight.
1.1.1 In addition to complying with the requirements of the 2.1.1 Unless otherwise specified, the following require-
other Sections of this Chapter, as appropriate, ship type6s ments shall govern the application of Tab 1, Tab 2 and Tab 3
and cargo spaces, referred to in [1.1.2], intended for the to both “on-deck” and “under-deck” stowage of dangerous
carriage of dangerous goods shall comply with the require- goods where the numbers of following subarticles [2.2] to
ments of this Section, as appropriate, except when carrying [2.11] are indicated in the first column of the tables.
dangerous goods in limited quantities and excepted quanti-
ties unless such requirements have already been met by
compliance with the requirements elsewhere in this Chap- 2.2 Water supplies
ter. The types of ships and modes of carriage of dangerous
goods are referred to in [1.1.2] and in Tab 1, where the 2.2.1 Arrangements shall be made to ensure immediate
items of the list in [1.1.2] are referred to in the head of availability of a supply of water from the fire main at the
table. Cargo ships of less than 500 gross tonnage shall com- required pressure either by permanent pressurisation or by
ply with this Section, but the Society may reduce the suitably placed remote arrangements for the fire pumps.
requirements and such reduced requirements shall be
recorded in the document of compliance referred to in 2.2.2 The quantity of water delivered shall be capable of sup-
MSC/Circ. 642. plying four nozzles of a size and at pressures as specified in
Ch 4, Sec 6, [1.2.6], capable of being trained on any part of
Note 1: “limited quantities” as per the IMO “International Maritime
the cargo space when empty. This amount of water may be
Dangerous Goods Code” (IMDG Code).
applied by equivalent means to the satisfaction of the Society.
Table 1 : Application of the requirements to different modes of carriage of dangerous goods in ships and cargo spaces
Requirement [1.1.2]
Requirements Weather a) b) c) d) e)
of Article [2] decks a) to e) Not specifically Container Closed ro-ro Open ro-ro Solid dangerous Shipborne
inclusive designed cargo spaces spaces (5) spaces goods in bulk barges
[2.2.1] x x x x x x
[2.2.2] x x x x x −
[2.2.3] − x x x x x
[2.2.4] − x x x x x
[2.3] − x x x x x (4)
[2.4] − x x x − x (4)
For application of
[2.5.1] − x x (1) x − requirements of x (4)
[2.5.2] − x x (1) x − Ch 4, Sec 12 to x (4)
[2.6] − x x (1) x − different classes of −
[2.7.1] x x x x x dangerous goods, −
see Tab 2
[2.7.3] x x x x x −
[2.8] x x − − x −
[2.9] x x x (2) x x −
[2.10] − − − x (3) x −
[2.11.1] − − − x − −
[2.11.2] − − − x − −
x : Where “x” appears in the Table, it means that this requirement is applicable to all classes of dangerous goods as given in
the appropriate line of Tab 3, except as indicated by the following notes.
(1) For classes 4 and 5.1 solids, not applicable to closed freight containers. For classes 2, 3, 6.1 and 8 when carried in closed
freight containers, the ventilation rate may be reduced to not less than two air changes per hour. For classes 4 and 5.1 liquids
when carried in closed freight containers, the ventilation rate may be reduced to not less than two air changes per hour.
For the purpose of this requirement, a portable tank is a closed freight container.
(2) Applicable to decks only.
(3) Applies only to closed ro-ro spaces, not capable of being sealed.
(4) In the special case where the barges are capable of containing flammable vapours or, alternatively, if they are capable of dis-
charging flammable vapours to a safe space outside the barge carrier compartment by means of ventilation ducts connected to
the barges, these requirements may be reduced or waived to the satisfaction of the Society.
(5) Special category spaces shall be treated as closed ro-ro spaces when dangerous goods are carried.
Requirements Class
of Article [2] 4.1 4.2 4.3 (1) 5.1 6.1 8 9
[2.2.1] x x − x − − x
[2.2.2] x x − x − − x
[2.3] x x (2) x x (3) − − x (3)
[2.5.1] − x (2) x − − − −
[2.5.2] x (4) x (2) x x (2) (4) − − x (2) (4)
[2.5.3] x x x x x x x
[2.7] x x x x x x x
[2.9] x x x x (2) − − x (5)
(1) The hazards of substances in this class which may be carried in bulk are such that special consideration shall be given by the
Society to the construction and equipment of the ship involved in addition to meeting the requirements enumerated in this
Table.
(2) Only applicable to Seedcake containing solvent extractions, to Ammonium nitrate and to Ammonium nitrate fertilizers.
(3) Only applicable to Ammonium nitrate and to Ammonium nitrate fertilizers. However, a degree of protection in accordance
with standards contained in the “International Electrotechnical Commission, publication 60079 - Electrical Apparatus for
Explosive Gas Atmospheres” is sufficient.
(4) Only suitable wire mesh guards are required.
(5) The requirements of the “International Maritime Solid Bulk Cargoes (IMSBC) Code”, as amended, are sufficient.
July 2021
Class
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23
9
2.1
2.2
4.1
4.2
5.1
1.4S
Requirements
≤ 60°C
5.2 (6)
≤ 60°C
8 solids
8 liquids
of
1.1 to 1.6
4.3 solids
6.1 solids
6.1 liquids
Article [2]
2.3 non-flammable
551
Pt C, Ch 4, Sec 12
Pt C, Ch 4, Sec 12
2.3.2 The hazardous areas are to be defined in accordance 2.5.4 If adjacent spaces are not separated from cargo
with IEC 60092-506 standard, Special features - Ships carry- spaces by gastight bulkheads or decks, then they should be
ing specific dangerous goods and materials hazardous only considered as part of the enclosed cargo space and the ven-
in bulk. tilation requirements should apply to the adjacent space as
for the enclosed cargo space itself.
2.3.3 In addition, when carrying flammable liquids having For open-top container ships, power ventilation should be
flashpoints less than 23°C as Class 3, 6.1 or 8 in cargo required only for the lower part of the cargo hold for which
spaces, the bilge pipes with flanges, valves, pumps, etc. purpose ducting is required. The ventilation capacity should
constitute a source of release and the enclosing spaces (e.g. be at least two air changes per hour, based on the empty
pipe tunnels, bilge pump rooms, etc.) are to be classified as hold volume below weather deck.
an extended hazardous area (comparable with Zone 2) Note 1: Additional requirements are given in the IMO Circular
unless these spaces are continuously mechanically venti- MSC.1/Circ.1120, for cargoes liable to give off vapours or gases
lated with a capacity for at least six air changes per hour. which can form an explosive mixture with air and for cargoes liable
to spontaneous combustion.
Except where the space is protected with redundant
mechanical ventilation capable of starting automatically,
equipment not certified for Zone 2 are to be automatically 2.6 Bilge pumping
disconnected following loss of ventilation while essential
systems such as bilge and ballast systems are to be certified 2.6.1 Where it is intended to carry flammable or toxic liq-
for Zone 2. uids in enclosed cargo spaces, the bilge pumping system
shall be designed to protect against inadvertent pumping of
Where redundant mechanical ventilation is employed, such liquids through machinery space piping or pumps.
equipment and essential systems not certified for Zone 2 Where large quantities of such liquids are carried, consider-
shall be interlocked so as to prevent inadvertent operation if ation shall be given to the provision of additional means of
the ventilation is not operational. Audible and visible draining those cargo spaces. These means shall be to the
alarms shall be provided at a manned station if failure satisfaction of the Society.
occurs.
2.7 Personnel protection 2.10.1 Each open ro-ro space having a deck above it and
each space deemed to be a closed ro-ro space not capable
2.7.1 Four sets of full protective clothing, resistant to chem- of being sealed shall be fitted with an approved fixed pres-
ical attack, shall be provided in addition to the fire-fighter’s sure water-spraying system for manual operation which
outfits required by SOLAS, chapter II-2, regulation 10.10 shall protect all parts of any deck and vehicle platform in
and shall be selected taking into account the hazards asso- the space, except that the Society may permit the use of any
ciated with the chemicals being transported and the stand- other fixed fire-extinguishing system that has been shown by
ards developed by IMO according to the class and physical full-scale test to be no less effective. However, the drainage
state. The protective clothing shall cover all skin, so that no and pumping arrangements shall be such as to prevent the
part of the body is unprotected. build-up of free surfaces. The drainage system shall be sized
to remove no less than 125% of the combined capacity of mise the passage of dangerous vapours and liquids between
both the water-spraying system pumps and the required such spaces. Alternatively, such separation need not be pro-
number of fire hose nozzles. The drainage system valves vided if the ro-ro space is considered to be a closed cargo
shall be operable from outside the protected space at a space over its entire length and fully complies with the rele-
position in the vicinity of the extinguishing system controls. vant special requirements of this Section.
Bilge wells shall be of sufficient holding capacity and shall
be arranged at the side shell of the ship at a distance from 2.11.2 In ships having ro-ro spaces, a separation shall be
each other of not more than 40 m in each watertight com- provided between a closed ro-ro space and the adjacent
partment. If this is not possible, the adverse effect upon sta- weather deck. The separation shall be such as to minimise
bility of the added weight and free surface of water shall be the passage of dangerous vapours and liquids between such
taken into account to the extent deemed necessary by the spaces. Alternatively, a separation need not be provided if
Society in its approval of the stability information. the arrangements of the closed ro-ro spaces are in accord-
ance with those required for the dangerous goods carried
on adjacent weather decks.
2.11 Separation of ro-ro spaces
2.11.1 In ships having ro-ro spaces, a separation shall be
provided between a closed ro-ro space and an adjacent
open ro-ro space. The separation shall be such as to mini-
• the cargo spaces are in compliance with the appropriate b) Cargo ships: 6 air changes per hour.
requirements of Ch 4, Sec 12; and The Society may require an increased number of air
changes when vehicles are being loaded and unloaded.
• the vehicles are carried in accordance with the IMO
IMDG Code.
2.1.2 Performance of ventilation systems
a) In passenger ships, the power ventilation system shall be
1.2 Basic principles for passenger ships separate from other ventilation systems. The power ven-
tilation system shall be operated to give at least the num-
1.2.1 The basic principle underlying the provisions of this ber of air changes required in [2.1.1] at all times when
Section is that the main vertical zoning required by Ch 4, vehicles are in such spaces, except where an air quality
Sec 5, [1] may not be practicable in vehicle spaces of pas- control system in accordance with d) is provided. Venti-
senger ships and, therefore, equivalent protection must be lation ducts serving such cargo spaces capable of being
obtained in such spaces on the basis of a horizontal zone effectively sealed shall be separated for each such
concept and by the provision of an efficient fixed fire-extin- space. The system shall be capable of being controlled
guishing system. Based on this concept, a horizontal zone from a position outside such spaces.
for the purpose of this Section may include special category b) In cargo ships, the ventilation fans shall normally be run
spaces on more than one deck provided that the total over- continuously and give at least the number of air changes
all clear height for vehicles does not exceed 10 m. required in [2.1.1] whenever vehicles are on board,
except where an air quality control system in accord-
ance with item d) is provided. Where this is impractica-
1.2.2 The basic principle underlying the provisions of ble, they shall be operated for a limited period daily as
[1.2.1] is also applicable to ro-ro spaces. weather permits and in any case for a reasonable period
prior to discharge, after which period the ro-ro or vehi-
1.2.3 The requirements of ventilation systems, openings in cle space shall be proved gas-free. One or more porta-
A class divisions and penetrations in A class divisions for ble combustible gas detecting instruments shall be
maintaining the integrity of vertical zones in this Chapter carried for this purpose. The system shall be entirely
shall be applied equally to decks and bulkheads forming the separate from other ventilation systems. Ventilation
boundaries separating horizontal zones from each other ducts serving ro-ro or vehicle spaces shall be capable of
and from the remainder of the ship. being effectively sealed for each cargo space. The sys-
tem shall be capable of being controlled from a position
outside such spaces.
c) In passenger and cargo ships, the ventilation system
2 Precaution against ignition of shall be such as to prevent air stratification and the for-
flammable vapours in closed vehicle mation of air pockets.
d) For all ships, where an air quality control system is pro- Electrical installations in vehicle, special category and ro-ro
vided based on the guidelines developed by IMO, the spaces are to comply with the requirements of Pt D, Ch 1,
ventilation system may be operated at a decreased num- Sec 4 or Pt D, Ch 12, Sec 4 as applicable.
ber of air changes and/or a decreased amount of venti-
lation. This relaxation does not apply to spaces to which 2.2.2 In case of other than special category spaces below
at least ten air changes per hour is required by [2.2.2] the bulkhead deck, notwithstanding the provisions in [2.2.1],
and spaces subject to the requirements of [6] and Sec above a height of 450 mm from the deck and from each plat-
11, [2.5.1]. form of vehicles, if fitted, except platforms with openings of
Note 1: Refer to the Revised design guidelines and operational rec- sufficient size permitting penetration of petrol gases down-
ommendations for ventilation systems in ro-ro cargo spaces wards, electrical equipment of a type so enclosed and pro-
(MSC/Circ.1515) tected as to prevent the escape of sparks shall be permitted
e) Fans are to be of non-sparking type. as an alternative, on condition that the ventilation system is
so designed and operated as to provide continuous ventila-
2.1.3 Indication of ventilation systems tion of the cargo spaces at the rate of at least ten air changes
Means shall be provided on the navigation bridge to indi- per hour whenever vehicles are on board.
cate any loss of the required ventilating capacity.
2.3 Electrical equipment and wiring in
2.1.4 Closing appliances and ducts
exhaust ventilation ducts
a) Arrangements shall be provided to permit a rapid shut-
down and effective closure of the ventilation system 2.3.1 Electrical equipment and wiring, if installed in an
from outside of the space in case of fire, taking into exhaust ventilation duct, shall be of a type approved for use
account the weather and sea conditions. in explosive petrol and air mixtures and the outlet from any
For this purpose, the requirements of either 1) or 2) exhaust duct shall be sited in a safe position, having regard
below are to be complied with: to other possible sources of ignition.
1) The access routes to the controls for closure of the
ventilation system are to be: 2.4 Other ignition sources
• clearly marked and at least 600 mm clear width,
and 2.4.1 Other equipment which may constitute a source of
• provided with a single handrail or wire rope life- ignition of flammable vapours shall not be permitted.
line not less than 10 mm in diameter, supported
by stanchions not more than 10 m apart in way 2.5 Scuppers and discharges
of any route which involves traversing a deck
exposed to weather, and 2.5.1 Scuppers shall not be led to machinery or other
• fitted with appropriate means of access (such as lad- spaces where sources of ignition may be present.
ders or steps) to the closing devices of ventilators
located in high positions (i.e. 1,8 m and above).
2) Alternatively, remote closing and position indicator
3 Detection and alarm
arrangements from the bridge or a fire control sta-
tion for those ventilator closures is acceptable. 3.1 Fixed fire detection and fire alarm systems
b) Ventilation ducts, including dampers, within a common
horizontal zone shall be made of steel. In passenger 3.1.1 There shall be provided a fixed fire detection and fire
ships, ventilation ducts that pass through other horizon- alarm system complying with the requirements of Ch 4, Sec
tal zones or machinery spaces shall be A-60 class steel 15. The fixed fire detection system shall be capable of rap-
ducts constructed in accordance with Ch 4, Sec 5, idly detecting the onset of fire. The type of detectors and
[6.3.4], items a) and b). their spacing and location shall be to the satisfaction of the
Society, taking into account the effects of ventilation and
2.1.5 Permanent openings other relevant factors. After being installed, the system shall
Permanent openings in the side plating, the ends or deck- be tested under normal ventilation conditions and shall give
head of the space shall be so situated that a fire in the cargo an overall response time to the satisfaction of the Society.
space does not endanger stowage areas and embarkation Fire detectors are to be smoke detectors.
stations for survival craft and accommodation spaces, ser-
vice spaces and control stations in superstructures and
deckhouses above the cargo spaces. 3.2 Sample extraction smoke detection systems
5.1 Fixed fire-extinguishing systems 6.1 Spaces intended for carriage of motor vehicles
with compressed natural gas in their tanks
5.1.1 Vehicle spaces and ro-ro spaces, which are not spe-
cial category spaces and are capable of being sealed from a 6.1.1 Electrical equipment and wiring
location outside of the cargo spaces, shall be fitted with one
of the following fixed fire-extinguishing systems: All electrical equipment and wiring shall be of a certified
safe type for use in an explosive methane and air mixture
a) a fixed gas fire-extinguishing system complying with the
Note 1: Refer to the recommendations of the International Electro-
provisions of Ch 4, Sec 15
technical Commission, in particular, publication IEC 60079.
b) a fixed high-expansion foam fire-extinguishing system
complying with the provisions of Ch 4, Sec 15; or 6.1.2 Ventilation arrangement
c) a fixed water-based fire fighting system for ro-ro spaces a) Electrical equipment and wiring, if installed in any venti-
and special category spaces complying with the provi- lation duct, shall be of a certified safe type for use in
sions of Ch 4, Sec 15. explosive methane and air mixtures.
b) The fans shall be such as to avoid the possibility of ignition
5.1.2 Vehicle spaces and ro-ro spaces not capable of being of methane and air mixtures. Suitable wire mesh guards
sealed and special category spaces shall be fitted with a shall be fitted over inlet and outlet ventilation openings.
fixed water-based fire-fighting system for ro-ro spaces and
special category spaces complying with the provisions of Ch 6.1.3 Other ignition sources
4, Sec 15, which shall protect all parts of any deck and vehi- Other equipment which may constitute a source of ignition
cle platform in such spaces. of methane and air mixtures shall not be permitted.
Such a water-based fire-fighting system shall have:
• a pressure gauge on the valve manifold 6.2 Spaces intended for carriage of motor vehicles
• clear marking on each manifold valve indicating the with compressed hydrogen in their tanks
spaces served
6.2.1 Electrical equipment and wiring
• instructions for maintenance and operation located in
the valve room; and All electrical equipment and wiring shall be of a certified
safe type for use in an explosive hydrogen and air mixture
• a sufficient number of drainage valves to ensure com-
plete drainage of the system. Note 1: Refer to the recommendations of the International Electro-
technical Commission, in particular, publication IEC 60079.
5.1.3 The Society may permit the use of any other fixed fire-
extinguishing system that has been shown, by a full-scale 6.2.2 Ventilation arrangement
test in conditions simulating a flowing petrol fire in a vehicle a) Electrical equipment and wiring, if installed in any venti-
space or a ro-ro space, to be not less effective in controlling lation duct, shall be of a certified safe type for use in
fires likely to occur in such a space. explosive hydrogen and air mixtures and the outlet from
any exhaust duct shall be sited in a safe position, having 6.3 Detection
regard to other possible sources of ignition.
b) The fans shall be designed such as to avoid the possibil- 6.3.1 When a vehicle carrier carries as cargo one or more
ity of ignition of hydrogen and air mixtures. Suitable wire motor vehicles with either compressed hydrogen or com-
mesh guards shall be fitted over inlet and outlet ventila- pressed natural gas in their tanks for their own propulsion,
tion openings.
at least two portable gas detectors shall be provided. Such
6.2.3 Other ignition sources detectors shall be suitable for the detection of the gas fuel
Other equipment which may constitute a source of ignition and be of a certified safe type for use in the explosive gas
of hydrogen and air mixtures shall not be permitted. and air mixture.
Description Dimension
1.1 Application Outside diameter 178 mm
Inside diameter 64 mm
1.1.1 This Section is applicable to fire safety systems as
Bolt circle diameter 132 mm
referred to in the other Sections of this Chapter.
Slots in flange 4 holes, 19 mm in diameter spaced
equidistantly on a bolt circle of the
1.2 Use of toxic extinguishing media above diameter, slotted to the flange
periphery
1.2.1 The use of a fire-extinguishing medium which, in the Flange thickness 14,5 mm minimum
opinion of the Society, either by itself or under expected Bolts and nuts 4, each of 16 mm diameter, 50 mm in
conditions of use gives off toxic gases, liquids and other sub- length
stances in such quantities as to endanger persons shall not
be permitted. 2.1.2 Materials and accessories
International shore connections shall be of steel or other
equivalent material and shall be designed for 1,0 N/mm2
2 International shore connections
services. The flange shall have a flat face on one side and,
on the other side, it shall be permanently attached to a cou-
2.1 Engineering specifications pling that will fit the ship’s hydrant and hose. The connec-
tion shall be kept aboard the ship together with a gasket of
any material suitable for 1,0 N/mm2 services, together with
2.1.1 Standard dimensions
four bolts of 16 mm diameter and 50 mm in length, four
Standard dimensions of flanges for the international shore 16 mm nuts and eight washers.
connection shall be in accordance with Tab 1 (see also Fig 1).
3 Fire extinguishers
Figure 1 : International shore connection
3.1 Type approval
3.1.1 All fire extinguishers shall be of approved types and
designs.
a) Safety requirements
Fire extinguishers containing an extinguishing medium
which, in the opinion of the Society, either by itself or
under the expected conditions of use gives off toxic
gases in such quantities as to endanger persons or which
is an ozone depleting substance shall not be permitted.
b) Quantity of medium
1) Each powder or carbon dioxide extinguisher shall
19
The open or closed position of control valves is to be 4.1.2 Carbon dioxide systems - General
indicated. a) Quantity of fire-extinguishing medium
Means are to be provided in order to permit the 1) For cargo spaces the quantity of carbon dioxide
blowing through each branch line of the piping sys- available shall, unless otherwise provided, be suffi-
tem downstream of the master (control) valves. cient to give a minimum volume of free gas equal to
2) Means shall be provided for automatically giving 30% of the gross volume of the largest cargo space
audible and visual warning of the release of fire- to be protected in the ship.
extinguishing medium into any ro-ro spaces, con- 2) For vehicle spaces and ro-ro spaces which are not
tainer holds equipped with integral reefer contain- special category spaces, the quantity of carbon diox-
ers, spaces accessible by doors or hatches, and ide available shall be at least sufficient to give a min-
other spaces in which personnel normally work or to imum volume of free gas equal to 45% of the gross
which they have access. The audible alarms shall be volume of the largest such cargo space which is
located so as to be audible throughout the protected capable of being sealed, and the arrangements shall
space with all machinery operating, and the alarms be such as to ensure that at least two thirds of the
should be distinguished from other audible alarms gas required for the relevant space shall be intro-
by adjustment of sound pressure or sound patterns. duced within 10 min. Carbon dioxide systems shall
The pre-discharge alarm shall be automatically acti- not be used for the protection of special category
vated (e.g. by opening of the release cabinet door). spaces.
The alarm shall operate for the length of time
3) For machinery spaces the quantity of carbon dioxide
needed to evacuate the space, but in no case less
carried shall be sufficient to give a minimum volume
than 20 seconds before the medium is released.
of free gas equal to the larger of the following vol-
Conventional cargo spaces and small spaces (such
umes, either:
as compressor rooms, paint lockers, etc.) with only a
local release need not be provided with such an • 40% of the gross volume of the largest machin-
alarm. ery space so protected, the volume to exclude
that part of the casing above the level at which
However, ro-ro cargo spaces, holds in container the horizontal area of the casing is 40% or less of
ships equipped for integrated reefer containers and the horizontal area of the space concerned taken
other spaces where personnel can be expected to midway between the tank top and the lowest
enter and where the access is therefore facilitated by part of the casing, or
doors or manway hatches are to be provided with
such an alarm. • 35% of the gross volume of the largest machin-
ery space protected, including the casing.
Where audible alarms are fitted to warn of the
In the calculation of 35% of the above-men-
release of fire-extinguishing medium into pump
tioned volume, the net volume of the funnel
rooms, they may be of the pneumatic or electrical
shall be considered up to a height equal to the
type:
whole casing height if the funnel space is in
• pneumatically operated alarms open connection with the machinery space
Air operated alarms may be used provided the without inter-position of closing means.
air supply is clean and dry. 4) The percentages specified in item 3) above may be
• electrically operated alarms reduced to 35% and 30%, respectively, for cargo
ships of less than 2000 gross tonnage.
When electrically operated alarms are used, the
arrangements are to be such that the electrical In this case, where two or more machinery spaces
actuating mechanism is located outside the are not entirely separate, they are to be considered
pump room except where the alarms are certi- as forming one space.
fied intrinsically safe. 5) For the purpose of this item the volume of free car-
Electrically operated alarms are to be supplied with bon dioxide shall be calculated at 0,56 m3/kg.
power from the main and an emergency source of 6) For machinery spaces, the fixed piping system shall
power. They are to differ from other signals transmit- be such that 85% of the gas can be discharged into
ted to the protected space. the space within 2 minutes.
3) The means of control of any fixed gas fire-extinguish- 7) For container and general cargo spaces (primarily
ing system shall be readily accessible, simple to intended to carry a variety of cargoes separately
operate and shall be grouped together in as few secured or packed) the fixed piping system shall be
locations as possible at positions not likely to be cut such that at least two thirds of the gas can be dis-
off by a fire in a protected space. At each location charged into the space within 10 min. For solid bulk
there shall be clear instructions relating to the opera- cargo spaces the fixed piping system shall be such
tion of the system having regard to the safety of per- that at least two thirds of the gas can be discharged
sonnel. into the space within 20 min. The system controls
4) Automatic release of fire-extinguishing medium shall shall be arranged to allow one third, two thirds or
not be permitted, except as permitted by the Society. the entire quantity of gas to be discharged based on
the loading condition of the hold.
• two separate controls shall be provided for f) Pipes are to be appropriately protected against corro-
releasing carbon dioxide into a protected space sion. Steel pipes are to be, at least, zinc or paint coated,
and to ensure the activation of the alarm. One except those fitted in machinery spaces, with the reser-
control shall be used for opening the valve of the vation of the Society’s acceptance.
piping which conveys the gas into the protected g) After mounting onboard, and in complement to tests
space and a second control shall be used to dis- and inspections at the Manufacturer’s workshop, as per
charge the gas from its storage containers. Posi- requirements of Part C, Chapter 1, carbon dioxide pipes
tive means (see Note 1) shall be provided so and their accessories are to undergo the following tests:
they can only be operated in that order; and 1) pipe lengths between bottles and master valves:
• the two controls shall be located inside a release a hydraulic test, at the workshop or on board, at
box clearly identified for the particular space. If 128 bar. When the hydraulic test is carried out at the
the box containing the controls is to be locked, a workshop, at least test with inert gas or air, at 7 bar,
key to the box shall be in a break-glass-type is to be carried out on board
enclosure conspicuously located adjacent to the 2) pipe lengths between master valves and nozzles:
box.
a test on board with inert gas or air, at 7 bar
2) The pre-discharge alarm may be activated before the 3) master valves:
two separate system release controls are operated
a hydraulic test at 128 bar
(e.g. by a micro-switch that activates the pre-dis-
charge alarm upon opening the release cabinet door 4) a test of the free air flow in all pipes and nozzles;
as per [4.1.1], item c) 2). Therefore, the two separate and
controls for releasing carbon dioxide into the pro- 5) a functional test of the alarm equipment.
tected space (i.e. one control to open the valve of
the piping which conveys the gas into the protected Table 2 : Minimum wall thickness for steel pipes
space and a second control used to discharge the for CO2 fire-extinguishing systems
gas from its storage containers) as per item b) 1)
above can be independent of the control for activat- Minimum wall thickness (mm)
External diameter
ing the alarm. (mm) between bottles between master
and master valves valves and nozzles
A single control for activation of the alarm is suffi-
cient. 21,3 - 26,9 3,2 2,6
Note 1: The “positive means”, referred to for the correct sequential 30,0 - 48,3 4,0 3,2
operation of the controls, is to be achieved by a mechanical 51,0 - 60,3 4,5 3,6
and/or electrical interlock that does not depend on any opera-
tional procedure to achieve the correct sequence of operation. 63,5 - 76,1 5,0 3,6
Note 2: The controls requirements detailed in item b) apply to the 82,5 - 88,9 5,6 4,0
spaces identified in [4.1.1], item c) 2) to be provided with a 101,6 6,3 4,0
pre-discharge alarm.
108,0 - 114,3 7,1 4,5
4.1.3 High-pressure carbon dioxide systems 127,0 8,0 4,5
a) The system is to be designed for an ambient temperature 133,0 - 139,7 8,0 5,0
range of 0°C/55°C, as a rule. 152,4 - 168,3 8,8 5,6
b) Containers for the storage of the fire-extinguishing
4.1.4 Low-pressure carbon dioxide systems
medium are to be designed and tested in accordance
with the relevant requirements of Part C, Chapter 1. When carbon dioxide, instead of being contained in non-
refrigerated high pressure bottles, is contained in refriger-
c) The filling ratio of carbon dioxide bottles is to be nor- ated low pressure vessels, in addition to the requirements in
mally 0,67 kg/l, or less, of the total internal volume; [4.1.2] the following are to be complied with.
however, for bottles to be fitted in ships which are to a) General
operate solely outside the tropical zone, the filling ratio
Except where different requirements are given in this
may be 0,75 kg/l.
item, the requirements of [4.1.3] for systems with car-
d) Piping and accessories are to generally satisfy the rele- bon dioxide contained in high pressure bottles are gen-
vant requirements of Part C, Chapter 1. erally to be complied with.
2) The pipes from the vessels to the release valves on b) Foam is the extinguishing medium produced when foam
the distribution manifold are to be subjected to a solution passes through a foam generator and is mixed
pressure test to not less than 1,5 times the set pres- with air.
sure of the safety relief valves.
c) Foam solution is a solution of foam concentrate and
3) The pipes from the release valves on the distribution water.
manifold to the nozzles are to be tested for tightness
d) Foam concentrate is a liquid which, when mixed with
and free flow of CO2, after having been assembled
water in the appropriate concentration forms a foam
on board.
solution.
4) After having been fitted on board, the refrigerating
e) Foam delivery ducts are supply ducts for introducing
plant is to be checked for its proper operation.
high-expansion foam into the protected space from
5) If deemed necessary by the Society, a discharge test foam generators located outside the protected space.
may be required to check the fulfilment of the f) Foam mixing ratio is the percentage of foam concen-
requirements of item d) 3) above. trate mixed with water forming the foam solution.
g) Foam generators are discharge devices or assemblies
4.2 Equivalent fixed gas fire-extinguishing through which high-expansion foam solution is aerated
systems to form foam that is discharged into the protected
space. Foam generators using inside air typically consist
4.2.1 Fixed gas fire-extinguishing systems equivalent to of a nozzle or set of nozzles and a casing. The casing is
those specified in [4.1] are to be specially considered by the typically made of perforated steel/stainless steel plates
Society. shaped into a box that enclose the nozzle(s). Foam gen-
erators using outside air typically consist of nozzles
enclosed within a casing that spray onto a screen. An
4.3 Requirements of steam systems
electric, hydraulic or pneumatically driven fan is pro-
vided to aerate the solution.
4.3.1 The boiler or boilers available for supplying steam are
to have an evaporation of at least 1 kg of steam per hour for h) High-expansion foam fire-extinguishing systems are
each 0,75 m3 of the gross volume of the largest space so fixed total flooding extinguishing systems that use either
protected. In addition to complying with the foregoing inside air or outside air for aeration of the foam solution.
requirements, the systems in all respects are to be as deter- A high-expansion foam system consists of both the foam
mined by, and to the satisfaction of, the Society. generators and the dedicated foam concentrate
approved during the fire testing specified in [5.2.1], item
c).
5 Fixed foam fire-extinguishing systems
i) Inside air foam system is a fixed high-expansion foam
fire-extinguishing system with foam generators located
5.1 General inside the protected space and drawing air from that
space.
5.1.1 Application
j) Nominal flow rate is the foam solution flow rate
The Article [5] details the specifications for fixed foam fire- expressed in l/min.
extinguishing systems for:
k) Nominal application rate is the nominal flow rate per
• the protection of machinery spaces in accordance with area expressed in l/min/m2.
Ch 4, Sec 6, [3.1.1], item b)
l) Nominal foam expansion ratio is the ratio of the volume
• cargo spaces in accordance with Ch 4, Sec 6, [6.1.1] of foam to the volume of foam solution from which it
• cargo pump-rooms in accordance with Pt D, Ch 7, Sec was made, under non-fire conditions, and at an ambient
6, [4.2.2], item a) 2) and temperature of e.g. around 20ºC.
• vehicle, special category and ro-ro spaces in accord- m) Nominal foam production is the volume of foam pro-
ance with Ch 4, Sec 13, [5.1.1]. duced per time unit, i.e. nominal flow rate times nomi-
nal foam expansion ratio, expressed in m3/min.
This Article does not apply to cargo pump-rooms of chemi-
n) Nominal filling rate is the ratio of nominal foam produc-
cal tankers carrying liquid cargoes, unless the Society spe-
tion to the area, i.e. expressed in m/min.
cifically accepts the use of these systems based on
additional tests with alcohol-based fuel and alcohol resist- o) Nominal filling time is the ratio of the height of the pro-
ant foam. tected space to the nominal filling rate, i.e. expressed in
minutes.
5.1.2 Definitions
p) Outside air foam system is a fixed high-expansion foam
a) Design filling rate is at least the minimum nominal filling system with foam generators installed outside the pro-
rate used during the approval tests. tected space that are directly supplied with fresh air.
5.2 Fixed high-expansion foam fire- machinery space of category A to enable the pump to
extinguishing systems be run on full load for an additional 15 h. If the fuel tank
serves other internal combustion engines simultane-
5.2.1 Principal performance ously, the total fuel tank capacity shall be adequate for
all connected engines.
a) The system shall be capable of manual release, and shall
be designed to produce foam at the required applica- k) The arrangement of foam generators and piping in the
tion rate within 1 minute of release. Automatic release of protected space shall not interfere with access to the
the system shall not be permitted unless appropriate installed machinery for routine maintenance activities.
operational measures or interlocks are provided to pre- l) The system source of power supply, foam concentrate
vent any local application systems required by Pt C, Ch supply and means of controlling the system shall be
4, Sec 6, [4.7], from interfering with the effectiveness of
readily accessible and simple to operate, and shall be
the system. arranged at positions outside the protected space not
b) The foam concentrates shall be approved by the Society likely to be cut off by a fire in the protected space. All
based on IMO Circular MSC/Circ.670. Different foam electrical components directly connected to the foam
concentrate types shall not be mixed in a high-expan- generators shall have at least an IP 54 rating.
sion foam system.
m) The piping system shall be sized in accordance with a
c) The system shall be capable of fire extinction and manu- hydraulic calculation technique to ensure availability of
factured and tested to the satisfaction of the Society flows and pressures required for correct performance of
based on IMO Circular MSC.1/Circ.1384. the system.
d) The system and its components shall be suitably Note 1: Where the Hazen-Williams method is used, the values of
the friction factor C given in Tab 3 for different pipe types
designed to withstand ambient temperature changes,
which may be considered should apply:
vibration, humidity, shock, clogging and corrosion nor-
mally encountered on ships. Piping, fittings and related
Table 3 : Friction factor C
components inside the protected spaces (except gas-
kets) shall be designed to withstand 925°C.
Pipe type C
e) System piping, foam concentrate storage tanks, compo-
Black or galvanized mild steel 100
nents and pipe fittings in contact with the foam concen-
trate shall be compatible with the foam concentrate and Copper or copper alloys 150
be constructed of corrosion resistant materials such as Stainless steel 150
stainless steel, or equivalent. Other system piping and
foam generators shall be full galvanized steel or equiva-
n) The arrangement of the protected spaces shall be such
lent. Distribution pipework shall have self-draining capa-
that they may be ventilated as the space is being filled
bility.
with foam. Procedures shall be provided to ensure that
f) Means for testing the operation of the system and assur- upper level dampers, doors and other suitable openings
ing the required pressure and flow shall be provided by are kept open in case of a fire. For inside air foam sys-
pressure gauges at both inlets (water and foam concen- tems, spaces below 500 m3 need not comply with this
trate supply) and at the outlet of the foam proportioner. requirement.
A test valve shall be installed on the distribution piping
o) Onboard procedures shall be established to require per-
downstream of the foam proportioner, along with ori-
sonnel re-entering the protected space after a system
fices which reflect the calculated pressure drop of the
discharge to wear breathing apparatus to protect them
system. All sections of piping shall be provided with
from oxygen deficient air and products of combustion
connections for flushing, draining and purging with air.
entrained in the foam blanket.
All nozzles shall be able to be removed for inspection in
order to prove clear of debris. p) Installation plans and operating manuals shall be sup-
plied to the ship and be readily available on board. A list
g) Means shall be provided for the crew to safely check the
or plan shall be displayed showing spaces covered and
quantity of foam concentrate and take periodic control
the location of the zone in respect of each section.
samples for foam quality.
Instructions for testing and maintenance shall be availa-
h) Operating instructions for the system shall be displayed ble on board.
at each operating position.
q) All installation, operation and maintenance instruc-
i) Spare parts shall be provided based on the manufac- tions/plans for the system shall be in the working lan-
turer's instruction. guage of the ship. If the working language of the ship is
not English, French, nor Spanish, a translation into one
j) If an internal combustion engine is used as a prime of these languages shall be included.
mover for the seawater pump for the system, the fuel oil
tank to the prime mover shall contain sufficient fuel to r) The foam generator room shall be ventilated to protect
enable the pump to run on full load for at least 3 h and against overpressure, and shall be heated to avoid the
sufficient reserves of fuel shall be available outside the possibility of freezing.
s) The quantity of foam concentrate available shall be suffi- required in obstructed locations. The foam genera-
cient to produce a volume of foam equal to at least five tors shall be arranged with at least 1 m free space in
times the volume of the largest protected space front of the foam outlets, unless tested with less
enclosed by steel bulkheads, at the nominal expansion clearance. The generators shall be located behind
ratio, or enough for 30 min of full operation for the larg- main structures, and above and away from engines
est protected space, whichever is greater. and boilers in positions where damage from an
t) Machinery spaces, cargo pump-rooms, vehicle spaces, explosion is unlikely.
ro-ro spaces and special category spaces shall be pro- b) Systems for the protection of vehicle, ro-ro, special cate-
vided with audible and visual alarms within the pro- gory and cargo spaces
tected space warning of the release of the system. The
alarms shall operate for the length of time needed to 1) The system shall be supplied by the ship's main
evacuate the space, but in no case less than 20 s. power source. An emergency power supply is not
required.
5.2.2 Inside air foam systems 2) Sufficient foam-generating capacity shall be provided
a) Systems for the protection of machinery spaces and to ensure the minimum design filling rate for the sys-
cargo pump-rooms tem is met and in addition shall be adequate to com-
pletely fill the largest protected space within 10 min.
1) The system shall be supplied by both main and emer-
However, for systems protecting vehicle and ro-ro
gency sources of power. The emergency power supply
spaces and special category spaces, with decks that
shall be provided from outside the protected space.
are reasonably gas-tight and that have a deck height
2) Sufficient foam-generating capacity shall be provided of 3 m or less, the filling rate shall be not less than two
to ensure the minimum design filling rate for the sys- thirds of the design filling rate and in addition suffi-
tem is met and in addition shall be adequate to com- cient to fill the largest protected space within 10 min.
pletely fill the largest protected space within 10 min.
3) The system may be divided into sections, however,
Where such a machinery space includes a casing the capacity and design of the system shall be based
(e.g. an engine casing in a machinery space of cate- on the protected space demanding the greatest vol-
gory A containing internal combustion machinery, ume of foam. Adjacent protected spaces need not
and/or a boiler), the volume of such casing, above be served simultaneously if the boundaries between
the level up to which foam shall be filled to protect the spaces are “A” class divisions.
the highest position of the fire risk objects within the
machinery space, need not be included in the vol- 4) The arrangement of foam generators shall in general
ume of the protected space. be designed based on the approval test results. The
number of generators may be different, but the mini-
The level up to which foam shall be filled to protect
mum design filling rate determined during approval
the highest positioned fire risk objects within the
testing shall be provided by the system. A minimum
machinery space shall not be less than whichever is
of two generators shall be installed in every space.
higher between 1 m above the highest point of any
The foam generators shall be arranged to uniformly
such object; and the lowest part of the casing.
distribute foam in the protected spaces, and the lay-
Where such a machinery space does not include a out shall take into consideration obstructions that can
casing, the volume of the largest protected space be expected when cargo is loaded on board. As a
shall be that of the space in its entirety, irrespective minimum, generators shall be located on every sec-
of the location of any fire risk object therein. ond deck, including movable decks. The horizontal
Fire risk objects include, but may not be limited to, spacing of the generators shall ensure rapid supply of
those listed in Ch 4, Sec 1, [3.24.1], and those foam to all parts of the protected space. This shall be
defined in Ch 4, Sec 1, [3.27.1], although not established on the basis of full scale tests.
referred to in those requirements, they may also 5) The foam generators shall be arranged with at least
include items having a similar fire risk such as 1 m free space in front of the foam outlets, unless
exhaust gas boilers or oil fuel tanks. tested with less clearance.
3) The arrangement of foam generators shall in general
be designed based on the approval test results. A 5.2.3 Outside air foam systems
minimum of two generators shall be installed in a) Systems for the protection of machinery spaces and
every space containing combustion engines, boilers, cargo pump-rooms
purifiers, and similar equipment. Small workshops
and similar spaces may be covered with only one 1) The system shall be supplied by both main and
foam generator. emergency sources of power. The emergency power
supply shall be provided from outside the protected
4) Foam generators shall be uniformly distributed
machinery space.
under the uppermost ceiling in the protected spaces
including the engine casing. The number and loca- 2) Sufficient foam-generating capacity shall be provided
tion of foam generators shall be adequate to ensure to ensure the minimum design filling rate for the sys-
all high risk areas are protected in all parts and at all tem is met and in addition shall be adequate to com-
levels of the spaces. Extra foam generators may be pletely fill the largest protected space within 10 min.
3) The arrangement of foam delivery ducts shall in gen- 3) The system may be divided into sections, however,
eral be designed based on the approval test results. the capacity and design of the system shall be based
The number of ducts may be different, but the mini- on the protected space demanding the greatest vol-
mum design filling rate determined during approval ume of foam. Adjacent protected spaces need not
testing shall be provided by the system. A minimum be served simultaneously if the boundaries between
of two ducts shall be installed in every space con- the spaces are “A” class divisions.
taining combustion engines, boilers, purifiers, and
similar equipment. Small workshops and similar 4) The arrangement of foam delivery ducts shall in gen-
spaces may be covered with only one duct. eral be designed based on the approval test results.
The number of ducts may be different, but the mini-
4) Foam delivery ducts shall be uniformly distributed mum design filling rate determined during approval
under the uppermost ceiling in the protected spaces testing shall be provided by the system. A minimum
including the engine casing. The number and loca- of two ducts shall be installed in every space. The
tion of ducts shall be adequate to ensure all high risk foam generators shall be arranged to uniformly dis-
areas are protected in all parts and at all levels of the tribute foam in the protected spaces, and the layout
spaces. Extra ducts may be required in obstructed shall take into consideration obstructions that can be
locations. The ducts shall be arranged with at least 1
expected when cargo is loaded on board. As a mini-
m free space in front of the foam delivery ducts,
mum, ducts shall be led to every second deck,
unless tested with less clearance. The ducts shall be
including movable decks. The horizontal spacing of
located behind main structures, and above and
the ducts shall ensure rapid supply of foam to all
away from engines and boilers in positions where
parts of the protected space. This shall be estab-
damage from an explosion is unlikely.
lished on the basis of full scale tests.
5) The arrangement of the foam delivery ducts shall be
such that a fire in the protected space will not affect 5) The system shall be arranged with at least 1 m free
the foam-generating equipment. If the foam genera- space in front of the foam outlets, unless tested with
tors are located adjacent to the protected space, less clearance.
foam delivery ducts shall be installed to allow at
6) The arrangement of the foam delivery ducts shall be
least 450 mm of separation between the generators
such that a fire in the protected space will not affect
and the protected space, and the separating divi-
the foam-generating equipment. If the foam genera-
sions shall be class “A-60” rated. Foam delivery
tors are located adjacent to the protected space,
ducts shall be constructed of steel having a thickness
foam delivery ducts shall be installed to allow at
of not less than 5 mm. In addition, stainless steel
dampers (single or multi-bladed) with a thickness of least 450 mm of separation between the generators
not less than 3 mm shall be installed at the openings and the protected space, and the separating divi-
in the boundary bulkheads or decks between the sions shall be class “A-60” rated. Foam delivery
foam generators and the protected space. The ducts shall be constructed of steel having a thickness
dampers shall be automatically operated (electri- of not less than 5 mm. In addition, stainless steel
cally, pneumatically or hydraulically) by means of dampers (single or multi-bladed) with a thickness of
remote control of the foam generator related to not less than 3 mm shall be installed at the openings
them, and arranged to remain closed until the foam in the boundary bulkheads or decks between the
generators begin operating. foam generators and the protected space. The
dampers shall be automatically operated (electri-
6) The foam generators shall be located where an ade- cally, pneumatically or hydraulically) by means of
quate fresh air supply can be arranged. remote control of the foam generator related to
them, and arranged to remain closed until the foam
b) Systems for the protection of vehicle and ro-ro spaces
generators begin operating.
and special category and cargo spaces
7) The foam generators shall be located where an ade-
1) The system shall be supplied by the ship's main
quate fresh air supply can be arranged.
power source. An emergency power supply is not
required.
5.2.4 Installation testing requirements
2) Sufficient foam-generating capacity shall be pro-
vided to ensure the minimum design filling rate for a) After installation, the pipes, valves, fittings and assem-
the system is met and in addition shall be adequate bled systems shall be tested to the satisfaction of the
to completely fill the largest protected space within Society, including functional testing of the power and
10 min. However, for systems protecting vehicle and control systems, water pumps, foam pumps, valves,
ro-ro spaces and special category spaces, with decks remote and local release stations and alarms. Flow at the
that are reasonably gas-tight and that have a deck required pressure shall be verified for the system using
height of 3 m or less, the filling rate shall be not less orifices fitted to the test line. In addition, all distribution
than two thirds of the design filling rate and in addi- piping shall be flushed with freshwater and blown
tion sufficient to fill the largest protected space through with air to ensure that the piping is free of
within 10 min. obstructions.
b) Functional tests of all foam proportioners or other foam 6 Fixed pressure water-spraying and
mixing devices shall be carried out to confirm that the
water-mist fire-extinguishing
mixing ratio tolerance is within +30 to −0% of the nomi-
nal mixing ratio defined by the system approval. For systems
foam proportioners using foam concentrates of Newto-
nian type with kinematic viscosity equal to or less than 6.1 Engineering specifications
100 cSt at 0ºC and density equal to or less than
1,100 kg/m3, this test can be performed with water 6.1.1 Fixed pressure water-spraying fire-
instead of foam concentrate. Other arrangements shall extinguishing systems
be tested with the actual foam concentrate. Fixed-pressure water-spraying fire-extinguishing systems for
machinery spaces and cargo pump-rooms shall be
5.2.5 Systems using outside air with generators approved by the Society based on IMO Circular
installed inside the protected space MSC.1/Circ.1165.
Systems using outside air but with generators located inside 6.1.2 Equivalent water-mist fire-extinguishing
the protected space and supplied by fresh air ducts may be systems
accepted by the Society provided that these systems have Water-mist fire-extinguishing systems for machinery spaces
been shown to have performance and reliability equivalent and cargo pump rooms shall be approved by the Society
to systems defined in [5.2.3]. For acceptance, the Society based on IMO Circular MSC.1/Circ.1165.
should consider the following minimum design features:
6.1.3 Fixed pressure water-spraying fire-
• lower and upper acceptable air pressure and flow rate in extinguishing systems for cabin balconies
supply ducts; Fixed pressure water-spraying fire-extinguishing systems for
• function and reliability of damper arrangements; cabin balconies shall be approved by the Society based on
IMO Circular MSC.1/Circ.1384.
• arrangements and distribution of air delivery ducts
including foam outlets; and 6.1.4 Fixed water-based fire-fighting systems for
ro-ro spaces, vehicle spaces and special
• separation of air delivery ducts from the protected category spaces
space.
Fixed water-based fire-fighting systems for ro-ro spaces,
vehicle spaces and special category spaces shall be
5.3 Fixed low-expansion foam fire- approved by the Society based on IMO Circular
extinguishing systems MSC.1/Circ.1430.
solely for that purpose. The feeders shall be so arranged means of replenishing the air under pressure and of
as to avoid galleys, machinery spaces and other enclosed replenishing the fresh water charge in the tank shall
spaces of high fire risk except in so far as it is necessary be provided. A glass gauge shall be provided to indi-
to reach the appropriate switchboards, and shall be run cate the correct level of the water in the tank.
to an automatic change-over switch situated near the The tank is to be designed and built in compliance
sprinkler pump. This switch shall permit the supply of with the requirements for pressure vessels given in
power from the main switchboard so long as a supply is Ch 1, Sec 3.
available therefrom, and be so designed that upon failure
2) Means shall be provided to prevent the passage of
of that supply it will automatically change-over to the
sea water into the tank.
supply from the emergency switchboard. The switches
on the main switchboard and the emergency switch- c) Sprinkler pumps
board shall be clearly labelled and normally kept closed. 1) An independent power pump shall be provided
No other switch shall be permitted in the feeders con- solely for the purpose of continuing automatically
cerned. One of the sources of power supply for the the discharge of water from the sprinklers. The
alarm and detection system shall be an emergency pump shall be brought into action automatically by
source. Where one of the sources of power for the pump the pressure drop in the system before the standing
is an internal combustion engine it shall, in addition to fresh water charge in the pressure tank is completely
complying with the provisions of [7.1.4], item c), be so exhausted.
situated that a fire in any protected space will not affect
2) The pump and the piping system shall be capable of
the air supply to the machinery.
maintaining the necessary pressure at the level of the
b) Cargo ships highest sprinkler to ensure a continuous output of
There shall be not less than two sources of power supply water sufficient for the simultaneous coverage of a
for the sea water pump and automatic alarm and detec- minimum area of 280 m2 at the application rate
tion system. If the pump is electrically driven, it shall be specified in [7.1.5], item b) 3). The hydraulic capa-
connected to the main source of electrical power, which bility of the system shall be confirmed by the review
shall be capable of being supplied by at least two genera- of hydraulic calculations, followed by a test of the
tors. The feeders shall be so arranged as to avoid galleys, system, if deemed necessary by the Society.
machinery spaces and other enclosed spaces of high fire 3) The pump shall have fitted on the delivery side a test
risk except in so far as it is necessary to reach the appro- valve with a short open-ended discharge pipe. The
priate switchboards. One of the sources of power supply effective area through the valve and pipe shall be
for the alarm and detection system shall be an emergency adequate to permit the release of the required pump
source. Where one of the sources of power for the pump output while maintaining the pressure in the system
is an internal combustion engine, it shall, in addition to specified in item b) 1) above.
complying with the provisions of [7.1.4], item c), be so
situated that a fire in any protected space will not affect 7.1.4 Installation requirements
the air supply to the machinery.
a) General
7.1.3 Component requirements 1) Any parts of the system which may be subjected to
a) Sprinklers freezing temperatures in service shall be suitably
protected against freezing.
The sprinklers shall be resistant to corrosion by the
marine atmosphere. In accommodation and service 2) Special attention shall be paid to the specification of
spaces the sprinklers shall come into operation within water quality provided by the system manufacturer
the temperature range from 68°C to 79°C, except that in to prevent internal corrosion of sprinklers and clog-
locations such as drying rooms, where high ambient ging or blockage arising from products of corrosion
temperatures might be expected, the operating tempera- or scale-forming minerals.
ture may be increased by not more than 30°C above the b) Piping arrangements
maximum deckhead temperature. 1) Sprinklers shall be grouped into separate sections,
b) Pressure tanks each of which shall contain not more than 200
1) A pressure tank having a volume equal to at least sprinklers. In passenger ships, any section of sprin-
twice that of the charge of water specified in this item klers shall not serve more than two decks and shall
shall be provided. The tank shall contain a standing not be situated in more than one main vertical zone.
charge of fresh water, equivalent to the amount of However, the Society may permit such a section of
water which would be discharged in one minute by sprinklers to serve more than two decks or be situ-
the pump referred to in item c) 2) below, and the ated in more than one main vertical zone, if it is sat-
arrangements shall be provided for maintaining an air isfied that the protection of the ship against fire will
pressure in the tank such as to ensure that where the not thereby be reduced.
standing charge of fresh water in the tank has been Sprinkler heads installed to fulfil the provisions of Ch
used the pressure will be not less than the working 4, Sec 5, [3.2.3] are not required to be solely dedi-
pressure of the sprinkler, plus the pressure exerted by cated to the windows and sidescuttles they are to pro-
a head of water measured from the bottom of the tect, provided that the sprinkler heads protecting the
tank to the highest sprinkler in the system. Suitable room and having a spraying density of 5 l/(m2 min) are
arranged such that the window or sidescuttle is cov- 2) The automatic sprinkler system shall be kept
ered with the same spraying density and the relevant charged at the necessary pressure and shall have
area is considered in the calculation as per [7.1.5]. provision for a continuous supply of water as
required in this Section.
2) Each section of sprinklers shall be capable of being
isolated by one stop-valve only. The stop-valve in b) Alarm and indication
each section shall be readily accessible in a location
outside of the associated section or in cabinets 1) Each section of sprinklers shall include means for
within stairway enclosures. The valve's location shall giving a visual and audible alarm signal automati-
be clearly and permanently indicated. Means shall cally at one or more indicating units whenever any
be provided to prevent the operation of the stop- sprinkler comes into operation. Such alarm systems
valves by any unauthorized person. shall be such as to indicate if any fault occurs in the
system. Such units shall indicate in which section
3) A test valve shall be provided for testing the auto- served by the system a fire has occurred and shall be
matic alarm for each section of sprinklers by a dis- centralized on the navigation bridge or in the contin-
charge of water equivalent to the operation of one uously-manned central control station and, in addi-
sprinkler. The test valve for each section shall be situ- tion, visible and audible alarms from the unit shall
ated near the stop-valve for that section. also be placed in a position other than on the afore-
mentioned spaces to ensure that the indication of
4) The sprinkler system shall have a connection from
fire is immediately received by the crew.
the ship’s fire main by way of a lockable screw-down
non-return valve at the connection which will pre- 2) Switches shall be provided at one of the indicating
vent a backflow from the sprinkler system to the fire positions referred to in the previous item 1) which
main. will enable the alarm and the indicators for each sec-
The automatic sprinkler fire detection and fire alarm tion of sprinklers to be tested.
system shall be an independent unit and therefore 3) Sprinklers shall be placed in an overhead position
no other piping system shall be connected to it, and spaced in a suitable pattern to maintain an aver-
except for the following: age application rate of not less than 5 l/m2/minute
• connections for feeding the system from shore- over the nominal area covered by the sprinklers. For
side sources, fitted with adjacent stop valves and this purpose, nominal area shall be taken as the
non-return valves gross horizontal projection of the area to be cov-
ered. However, the Society may permit the use of
• connection from the fire main as required above. sprinklers providing such an alternative amount of
The valves on the shore filling connection and on water suitably distributed as has been shown, to the
the fire main connection shall be fitted with clear satisfaction of the Society, to be not less effective.
and permanent labels indicating their service. These
4) A list or plan shall be displayed at each indicating
valves shall be capable of being locked in the
unit showing the spaces covered and the location of
“closed” position.
the zone in respect of each section. Suitable instruc-
5) A gauge indicating the pressure in the system shall tions for testing and maintenance shall be available.
be provided at each section stop-valve and at a cen-
c) Testing
tral station.
Means shall be provided for testing the automatic opera-
6) The sea inlet to the pump shall, wherever possible, tion of the pump on reduction of pressure in the system.
be in the space containing the pump and shall be so
arranged that when the ship is afloat it will not be
necessary to shut off the supply of sea water to the
pump for any purpose other than the inspection or
8 Fixed fire detection and fire alarm
repair of the pump. systems
c) Location of systems
8.1 Definitions
The sprinkler pump and tank shall be situated in a posi-
tion reasonably remote from any machinery space of
8.1.1 Section means a group of fire detectors and manually
category A and shall not be situated in any space
operated call points as reported in the indicating unit(s).
required to be protected by the sprinkler system.
8.1.2 Section identification capability means a system with
7.1.5 System control requirements the capability of identifying the section in which a detector
or manually operated call point has activated.
a) Ready availability
1) Any required automatic sprinkler, fire detection and 8.1.3 Individually identifiable means a system with the capa-
fire alarm system shall be capable of immediate bility to identify the exact location and type of detector or
operation at all times and no action by the crew manually activated call point which has activated, and which
shall be necessary to set it in operation. can differentiate the signal of that device from all others.
8.2 Engineering specifications e) The system and equipment shall be suitably designed to
withstand supply voltage variation and transients, ambi-
8.2.1 General requirements ent temperature changes, vibration, humidity, shock,
a) Any required fixed fire detection and fire alarm system impact and corrosion normally encountered in ships. All
with manually operated call points shall be capable of electrical and electronic equipment on the bridge or in
immediate operation at all times (this does not require a the vicinity of the bridge shall be tested for electromag-
backup control panel). Notwithstanding this, particular netic compatibility, taking into account IMO Resolution
spaces may be disconnected, for example, workshops A.813(19).
during hot work and ro-ro spaces during on and off-
f) Fixed fire detection and fire alarm systems with individu-
loading. The means for disconnecting the detectors shall
ally identifiable fire detectors shall be so arranged that:
be designed to automatically restore the system to nor-
mal surveillance after a predetermined time that is 1) means are provided to ensure that any fault (e.g.
appropriate for the operation in question. The space power break, short circuit, earth, etc.) occurring in
shall be manned or provided with a fire patrol when the section will not prevent the continued individual
detectors required by regulation are disconnected. identification of the remainder of the connected
Detectors in all other spaces shall remain operational. detectors in the section;
b) The fire detection system shall be designed to:
2) all arrangements are made to enable the initial con-
1) control and monitor input signals from all connected figuration of the system to be restored in the event of
fire and smoke detectors and manual call points; failure (e.g. electrical, electronic, informatics, etc.);
2) provide output signals to the navigation bridge, con-
tinuously manned central control station or onboard 3) the first initiated fire alarm will not prevent any other
safety centre to notify the crew of fire and fault con- detector from initiating further fire alarms; and
ditions; 4) no section will pass through a space twice. When
3) monitor power supplies and circuits necessary for this is not practical (e.g. for large public spaces), the
the operation of the system for loss of power and part of the section which by necessity passes
fault conditions; and through the space for a second time shall be
4) the system may be arranged with output signals to installed at the maximum possible distance from the
other fire safety systems including: other parts of the section.
• paging systems, fire alarm or public address sys- g) In passenger ships, the fixed fire detection and fire alarm
tems system shall be capable of remotely and individually
• fan stops (See Note 1) identifying each detector and manually operated call
• fire doors point. Fire detectors fitted in passenger ship cabins,
when activated, shall also be capable of emitting, or
• fire dampers (See Note 1)
cause to be emitted, an audible alarm within the space
• sprinkler systems where they are located. In cargo ships and on passenger
• smoke extraction systems ship cabin balconies the fixed fire detection and fire
• low-location lighting systems alarm system shall, as a minimum, have section identifi-
• fixed local application fire-extinguishing systems cation capability.
• closed circuit television (CCTV) systems, and
• other fire safety systems. 8.2.2 Sources of power supply
Note 1: The ventilation fans and the fire dampers serving a machin-
a) There shall be not less than two sources of power supply
ery room equipped with internal combustion engines tak-
for the electrical equipment used in the operation of the
ing their combustion air directly inside the room are not to
be automatically stopped or closed in case of fire detec- fixed fire detection and fire alarm system, one of which
tion, in order to prevent depressurization of the room. shall be an emergency source of power. The supply shall
be provided by separate feeders reserved solely for that
c) The fire detection system may be connected to a deci-
purpose. Such feeders shall run to an automatic change-
sion management system provided that:
over switch situated in, or adjacent to, the control panel
1) the decision management system is proven to be for the fire detection system. The change-over switch
compatible with the fire detection system; shall be arranged such that a fault will not result in the
2) the decision management system can be discon- loss of both power supplies. The main (respective emer-
nected without losing any of the functions required gency) feeder shall run from the main (respective emer-
by this chapter for the fire detection system; and gency) switchboard to the change-over switch without
3) any malfunction of the interfaced and connected passing through any other distributing switchboard.
equipment should not propagate under any circum- b) The operation of the automatic changeover switch or a
stance to the fire detection system. failure of one of the power supplies shall not result in
d) Detectors and manual call points shall be connected to loss of fire detection capability. Where a momentary loss
dedicated sections of the fire detection system. Other fire of power would cause degradation of the system, a bat-
safety functions, such as alarm signals from the sprinkler tery of adequate capacity shall be provided to ensure
valves, may be permitted if in separate sections. continuous operation during change-over.
c) There shall be sufficient power to permit the continued 6) All detectors shall be of a type such that they can be
operation of the system with all detectors activated, but tested for correct operation and restored to normal
not more than 100 if the total exceeds this figure. surveillance without the renewal of any component.
d) The emergency source of power specified in item a) 7) Fixed fire detection and fire alarm systems for cabin
above may be supplied by accumulator batteries or balconies shall be approved by the Society, based
from the emergency switchboard. The power source on IMO Circular MSC.1/Circ.1242.
shall be sufficient to maintain the operation of the fire 8) Detectors fitted in hazardous areas shall be tested
detection and fire alarm system for the periods required and approved for such service. Detectors required
under Pt C, Ch 2, Sec 3 for cargo ships, Pt D, Ch 11, Sec by Ch 4, Sec 12, [3] and installed in spaces that
5 for passenger ships and Pt D, Ch 12, Sec 4 for ro-ro comply with regulation Ch 4, Sec 12, [2.2.2] need
passenger ships and, at the end of that period, shall be not be suitable for hazardous areas. Detectors fitted
capable of operating all connected visual and audible in spaces carrying dangerous goods, required in Ch
fire alarm signals for a period of at least 30 min. 4, Sec 11, Tab 3 to comply with Ch 4, Sec 11, [2.3],
e) Where the system is supplied from accumulator batteries, shall be suitable for hazardous areas.
they shall be located in or adjacent to the control panel b) Control panel
for the fire detection system, or in another location suita-
The control panel for the fire detection system shall be
ble for use in an emergency. The rating of the battery
tested according to standards EN 54-2:1997, EN 54-
charge unit shall be sufficient to maintain the normal out-
4:1997 and IEC 60092-504:2001. Alternative standards
put power supply to the fire detection system while
may be used as determined by the Society.
recharging the batteries from a fully discharged condition.
c) Cables
8.2.3 Component requirements Cables used in the electrical circuits shall be flame
a) Detectors retardant according to standard IEC 60332-1. On pas-
senger ships, cables routed through other main vertical
1) Detectors shall be operated by heat, smoke or other
zones that they serve, and cables to control panels in an
products of combustion, flame, or any combination
unattended fire control station shall be fire resisting
of these factors. Detectors operated by other factors
according to standard IEC 60331, unless duplicated and
indicative of incipient fires may be considered by the
well separated.
Society provided that they are no less sensitive than
such detectors. 8.2.4 Installation requirements
2) Smoke detectors required in all stairways, corridors a) Sections
and escape routes within accommodation spaces
1) Detectors and manually operated call points shall be
shall be certified to operate before the smoke den-
grouped into sections.
sity exceeds 12,5% obscuration per metre, but not
until the smoke density exceeds 2% obscuration per 2) A section of fire detectors which covers a control
metre, when tested according to standards EN station, a service space or an accommodation space
54:2001 and IEC 60092-504. Alternative testing shall not include a machinery space of category A or
standards may be used as determined by the Soci- a ro-ro space. A section of fire detectors which cov-
ety. Smoke detectors to be installed in other spaces ers a ro-ro space shall not include a machinery
shall operate within sensitivity limits to the satisfac- space of category A. For fixed fire detection systems
tion of the Society having regard to the avoidance of with remotely and individually identifiable fire
detector insensitivity or oversensitivity. detectors, a section covering fire detectors in accom-
modation, service spaces and control stations shall
3) Heat detectors shall be certified to operate before
not include fire detectors in machinery spaces of
the temperature exceeds 78°C but not until the tem-
category A or ro-ro spaces.
perature exceeds 54°C, when the temperature is
raised to those limits at a rate less than 1°C per min- 3) Where the fixed fire detection and fire alarm system
ute, when tested according to standards EN does not include means of remotely identifying each
54:2001 and IEC 60092-504. Alternative testing detector individually, no section covering more than
standards may be used as determined by the Soci- one deck within accommodation spaces, service
ety. At higher rates of temperature rise, the heat spaces and control stations shall normally be permit-
detector shall operate within temperature limits to ted except a section which covers an enclosed stair-
the satisfaction of the Society having regard to the way. In order to avoid delay in identifying the source
avoidance of detector insensitivity or oversensitivity. of fire, the number of enclosed spaces included in
each section shall be limited as determined by the
4) The operation temperature of heat detectors in dry-
Society. If the detection system is fitted with
ing rooms and similar spaces of a normal high ambi-
remotely and individually identifiable fire detectors,
ent temperature may be up to 130°C, and up to
the sections may cover several decks and serve any
140°C in saunas.
number of enclosed spaces.
5) Flame detectors shall be tested according to stand-
4) In passenger ships, a section of detectors and manually
ards EN 54-10:2001 and IEC 60092-504. Alternative
operated call points shall not be situated in more than
testing standards may be used as determined by the one main vertical zone, except on cabin balconies.
Society.
5) Where a fixed fire detection and fire alarm system is 3) In passenger ships, an indicating unit that is capable
required by regulation Ch 4, Sec 3, [4], spaces hav- of individually identifying each detector that has
ing little or no fire risk need not be fitted with detec- been activated or manually operated call point that
tors. Such spaces include void spaces with no has operated shall be located on the navigation
storage of combustibles, private bathrooms, public bridge. In cargo ships, an indicating unit shall be
toilets, fire-extinguishing medium storage rooms, located on the navigation bridge if the control panel
cleaning gear lockers (in which flammable liquids is located in the fire control station. In ships with a
are not stowed), open deck spaces and enclosed cargo control room, an additional indicating unit
promenades having little or no fire risk and that are shall be located in the cargo control room. In cargo
naturally ventilated by permanent openings. ships and on passenger cabin balconies, indicating
units shall, as a minimum, denote the section in
c) Arrangement of cables
which a detector has activated or manually operated
1) Cables which form part of the system shall be so call point has been operated.
arranged as to avoid galleys, machinery spaces of
A space in which a cargo control console is
category A and other enclosed spaces of high fire
installed, but does not serve as a dedicated cargo
risk except where it is necessary to provide for fire
control room (e.g. ship's office, machinery control
detection or fire alarms in such spaces or to connect
room), should be regarded as a cargo control room
to the appropriate power supply.
for the purposes of this requirement and therefore be
2) A section with individually identifiable capability provided with an additional indicating unit.
shall be arranged so that it cannot be damaged at
more than one point by a fire. 4) Clear information shall be displayed on or adjacent
to each indicating unit about the spaces covered
Table 4 : Spacing of detectors and the location of the sections.
Maximum Maximum Maximum 5) Power supplies and electric circuits necessary for the
Type of operation of the system shall be monitored for loss of
floor area distance apart distance away
detector power and fault conditions, as appropriate, includ-
per detector between centres from bulkheads
ing:
Heat 37 m2 9m 4,5 m
• a single open or power break fault caused by a
Smoke 74 m2 11 m 5,5 m broken wire;
8.2.5 System control requirements • a single ground fault caused by the contact of a
wiring conductor to a metal component; and
a) Visual and audible fire signals
• a single wire to wire fault caused by the contact
1) The activation of any detector or manually operated
of two or more wiring conductors.
call point shall initiate a visual and audible fire
detection alarm signal at the control panel and indi- Occurrence of a fault condition shall initiate a visual
cating units. If the signals have not been acknowl- and audible fault signal at the control panel which
edged within 2 minutes, an audible fire alarm shall shall be distinct from a fire signal.
6) Means to manually acknowledge all alarm and fault 2) sampling pipes: a piping network that connects the
signals shall be provided at the control panel. The smoke accumulators to the control panel, arranged
audible alarm sounders on the control panel and indi- in sections to allow the location of the fire to be
cating units may be manually silenced. The control readily identified;
panel shall clearly distinguish between normal, alarm,
acknowledged alarm, fault and silenced conditions. 3) three-way valves: if the system is interconnected to a
fixed-gas fire-extinguishing system, three-way valves
7) The system shall be arranged to automatically reset are used to normally align the sampling pipes to the
to the normal operating condition after alarm and control panel and, if a fire is detected, the three-way
fault conditions are cleared. valves are re-aligned to connect the sampling pipes
to the fire-extinguishing system discharge manifold
8) When the system is required to sound a local audi-
and isolate the control panel; and
ble alarm within the cabins where the detectors are
located, a means to silence the local audible alarms 4) control panel: the main element of the system which
from the control panel shall not be permitted. provides continuous monitoring of the protected
spaces for indication of smoke. It typically may
9) In general, audible alarm sound pressure levels at
include a viewing chamber or smoke sensing units.
the sleeping positions in the cabins and 1 m from the
Extracted air from the protected spaces is drawn
source shall be at least 75 dB(A) and at least
10 dB(A) above ambient noise levels existing during through the smoke accumulators and sampling pipes
normal equipment operation with the ship under to the viewing chamber, and then to the smoke sens-
way in moderate weather. The sound pressure level ing chamber where the airstream is monitored by
should be in the 1/3 octave band about the funda- electrical smoke detectors. If smoke is sensed, the
mental frequency. Audible alarm signals shall not repeater panel (normally on the bridge) automati-
exceed 120 dB(A). cally sounds an alarm (not localized). The crew can
then determine at the smoke sensing unit which
b) Testing cargo hold is on fire and operate the pertinent three-
way valve for discharge of the extinguishing agent.
Suitable instructions and component spares for testing
and maintenance shall be provided. Detectors shall be b) Any required system shall be capable of continuous opera-
periodically tested using equipment suitable for the tion at all times except that systems operating on a sequen-
types of fires to which the detector is designed to tial scanning principle may be accepted, provided that the
respond. Detectors installed within cold spaces such as interval between scanning the same position twice gives a
refrigerated compartments shall be tested using proce- maximum allowable interval determined as follows:
dures having due regard for such locations. Ships with
self-diagnostic systems that have in place a cleaning The interval (I) should depend on the number of scan-
regime for areas where heads may be prone to contami- ning points (N) and the response time of the fans (T),
nation may carry out testing in accordance with the with a 20% allowance:
requirements of the Society.
I = 1,2 T N
a) Wherever in the text of Article [9] the word “system” d) The system and equipment shall be suitably designed to
appears, it shall mean “sample extraction smoke detec- withstand supply voltage variations and transients,
tion system”. ambient temperature changes, vibration, humidity,
shock, impact and corrosion normally encountered in
A sample extraction smoke detection system consists of ships and to avoid the possibility of ignition of a flamma-
the following main components: ble gas-air mixture.
1) smoke accumulators: air collection devices installed e) The system shall be of a type that can be tested for cor-
at the open ends of the sampling pipes in each cargo rect operation and restored to normal surveillance with-
hold that perform the physical function of collecting out the renewal of any component.
air samples for transmission to the control panel
through the sampling pipes, and may also act as dis- f) An alternative power supply for the electrical equipment
charge nozzles for the fixed-gas fire-extinguishing used in the operation of the system shall be provided.
system, if installed;
9.1.2 Component requirements 5) Smoke accumulators from more than one enclosed
space shall not be connected to the same sampling pipe.
a) The sensing unit shall be certified to operate before the
smoke density within the sensing chamber exceeds 6) In cargo holds where non-gastight “‘tween deck
6,65% obscuration per metre. panels” (movable stowage platforms) are provided,
smoke accumulators shall be located in both the
b) Duplicate sample extraction fans shall be provided. The
upper and lower parts of the holds.
fans shall be of sufficient capacity to operate with the
normal conditions or ventilation in the protected area b) Sampling pipes
and the connected pipe size shall be determined with
1) The sampling pipe arrangements shall be such that
consideration of fan suction capacity and piping
the location of the fire can be readily identified.
arrangement to satisfy the conditions of [9.1.4], item
b) 2). Sampling pipes shall be a minimum of 12 mm 2) Sampling pipes shall be self-draining and suitably pro-
internal diameter. The fan suction capacity should be tected from impact or damage from cargo working.
adequate to ensure the response of the most remote
area within the time criteria required in [9.1.4], item 9.1.4 System control requirements
b) 2). Means to monitor airflow shall be provided in
each sampling line. a) Visual and audible fire signals
c) The control panel shall permit observation of smoke in 1) The detection of smoke or other products of com-
the individual sampling pipes. bustion shall initiate a visual and audible signal at
the control panel and indicating units.
d) The sampling pipes shall be so designed as to ensure
that, as far as practicable, equal quantities of airflow are 2) The control panel shall be located on the navigation
extracted from each interconnected accumulator. bridge or in the fire control station. An indicating
unit shall be located on the navigation bridge if the
e) Sampling pipes shall be provided with an arrangement control panel is located in the fire control station.
for periodically purging with compressed air.
the control panel can be located in the CO2 room
f) The control panel for the smoke detection system shall provided that an indicating unit is located on the
be tested according to standards EN 54-2 (1997), EN navigation bridge. Indicating unit has the same
54-4 (1997) and IEC 60092-504 (2001). Alternative meaning as repeater panel and observation of smoke
standards may be used as determined by the Society. should be made either by electrical means or by
visual on repeater panel.
9.1.3 Installation requirements 3) Clear information shall be displayed on, or adjacent
to, the control panel and indicating units designating
a) Smoke accumulators
the spaces covered.
1) At least one smoke accumulator shall be located in
4) Power supplies necessary for the operation of the sys-
every enclosed space for which smoke detection is
tem shall be monitored for loss of power. Any loss of
required. However, where a space is designed to
power shall initiate a visual and audible signal at the
carry oil or refrigerated cargo alternatively with car-
control panel and the navigating bridge which shall
goes for which a smoke sampling system is required,
be distinct from a signal indicating smoke detection.
means may be provided to isolate the smoke accu-
mulators in such compartments for the system. Such 5) Means to manually acknowledge all alarm and fault
means shall be to the satisfaction of the Society. signals shall be provided at the control panel. The
audible alarm sounders on the control panel and indi-
2) Smoke accumulators shall be located on the overhead cating units may be manually silenced. The control
or as high as possible in the protected space and shall panel shall clearly distinguish between normal, alarm,
be spaced so that no part of the overhead deck area is acknowledged alarm, fault and silenced conditions.
more than 12 m measured horizontally from an accu-
mulator. Where systems are used in spaces which may 6) The system shall be arranged to automatically reset
be mechanically ventilated, the position of the smoke to the normal operating condition after alarm and
accumulators shall be considered having regard to the fault conditions are cleared.
effects of ventilation. At least one additional smoke b) Testing
accumulator is to be provided in the upper part of
each exhaust ventilation duct. An adequate filtering 1) Suitable instructions and component spares shall be
system shall be fitted at the additional accumulator to provided for the testing and maintenance of the system.
avoid dust contamination. 2) After installation, the system shall be functionally
3) Smoke accumulators shall be positioned where tested using smoke generating machines or equiva-
impact or physical damage is unlikely to occur. lent as a smoke source. An alarm shall be received at
the control unit in not more than 180 s for vehicle
4) Sampling pipe networks shall be balanced to ensure decks, and not more than 300 s for container and
compliance with [9.1.2], item d). The number of general cargo holds, after smoke is introduced at the
accumulators connected to each sampling pipe shall most remote accumulator.
ensure compliance with [9.1.4], item b) 2).
10 Low-location lighting systems and pitch likely to be encountered in service. The bal-
last condition of a ship on entering or leaving a dry
dock need not be considered a service condition.
10.1 Application
4) Arrangement of the sea suction of the emergency fire
10.1.1 This Article details the specifications for low-loca- pump
tion lighting systems as required by Ch 4, Sec 8. • The sea suction for the pump is to be fitted at a
safe depth below the waterline at any draught
10.2 Engineering specification under all trim and heeling conditions; the ballast
condition of a ship on entering or leaving a dry
10.2.1 General requirements dock need not be considered a service condi-
Any required low-location lighting systems shall be tion. The emergency fire pump is to be of the
approved by the Society based on IMO resolution self-priming type. The location of the pump is to
A.752(18) and on the Recommendations by the Interna- be such that it is capable of pumping at any
tional Organization for Standardization, in particular, publi- draught under all trim and heeling conditions.
cation ISO 15370 on Low-location lighting on passenger The sea valve is to be capable of being operated
ships. from a position near the pump.
• Where it is found necessary to locate the emer-
11 Fixed emergency fire pumps gency fire pump sea suction in the space con-
taining the main fire pumps, the sea valve is to
be operable from a readily accessible position
11.1 Engineering specifications not likely to be affected by a fire in the space
containing the main fire pumps.
11.1.1 Type of emergency fire pumps
b) Diesel engines and fuel tank
The emergency fire pump shall be a fixed independently
driven power-operated pump. 1) Starting of diesel engine
Any diesel-driven power source for the pump shall
11.1.2 Component requirements be capable of being readily started in its cold condi-
a) Emergency fire pumps tion down to the temperature of 0°C by hand (man-
1) Capacity of the pump ual) cranking. Where ready starting cannot be
assured, if this is impracticable, or if lower tempera-
The capacity of the pump shall not be less than 40% tures are likely to be encountered, and if the room
of the total capacity of the fire pumps required by for the diesel driven power source is not heated,
Ch 4, Sec 6, [1.3.4] and in any case not less than the electric heating of the diesel engine cooling water or
following: lubricating oil system shall be fitted, to the satisfac-
• for passenger ships of less than 1000 gross ton- tion of the Society. If hand (manual) starting is
nage and for cargo ships of 2000 gross tonnage impracticable, the Society may permit compressed
and upwards: 25 m3/h, and air, electricity, or other sources of stored energy,
• for cargo ships of less than 2000 gross tonnage: including hydraulic power or starting cartridges to be
15 m3/h. used as a means of starting. These means shall be
such as to enable the diesel-driven power source to
The emergency pump is to be capable of supplying be started at least six times within a period of 30 min-
two jets of water to the satisfaction of the Society utes and at least twice within the first 10 minutes.
and the amount of water needed for any fixed fire-
extinguishing system provided to protect the space 2) Fuel tank capacity
where the main fire pumps are located. Any service fuel tank shall contain sufficient fuel to
On board cargo ships designed to carry five or more enable the pump to run on full load for at least
tiers of containers on or above the weather deck, the 3 hours and sufficient reserves of fuel shall be availa-
total capacity of the emergency fire pump need not ble outside the machinery space of category A to
exceed 72 m3/h. enable the pump to be run on full load for an addi-
tional 15 hours.
2) Pressure at hydrants c) Prime mover and source of power of the emergency fire
When the pump is delivering the quantity of water pump
required by item 1) above, the pressure at any 1) The emergency fire pump and its prime mover are to
hydrants shall be not less than the minimum pres- be to the satisfaction of the Society.
sure required in Ch 4, Sec 6, [1.2.6].
2) The emergency fire pump prime mover is to be so
3) Suction heads arranged that an immediate start is possible under
The total suction head and the net positive suction all prevailing temperature conditions. Diesel
head of the pump shall be determined having due engines exceeding 15 kW are to be equipped with
regard to the requirements of Ch 4, Sec 6 and the an approved auxiliary starting device, e.g. starting
present Article on the pump capacity and on the battery, independent hydraulic system or independ-
hydrant pressure under all conditions of list, trim, roll ent starting air system, having a capacity sufficient
for at least six starts of the fire emergency pump. For • The calculation of stairway widths shall be based
diesel engines of 15 kW and smaller, manual means upon the crew and passenger load on each
of starting are sufficient. deck. Occupant loads shall be rated by the
3) For the operation of the emergency fire pump, fuel is designer for passenger and crew accommoda-
to be available from outside the main machinery tion spaces, service spaces, control spaces and
space for at least 18h operation. machinery spaces. For the purpose of the calcu-
lation the maximum capacity of a public space
4) When the emergency fire pump is electrically
shall be defined by either of the following two
driven, the power is to be supplied by a source other
values: the number of seats or similar arrange-
than that supplying the main fire pumps and to be
ments, or the number obtained by assigning
located outside the engine room, and separated
2 m2 of gross deck surface area to each person.
from it by an A class division, and the relevant elec-
trical cables are not to pass through the compart- 2) Calculation method for minimum value
ment containing the main fire pump. • Basic formulae
d) Testing of the emergency fire pump and its prime mover In considering the design of stairway widths for
1) Upon completion of the installation of the emer- each individual case which allow for the timely
gency fire pump, a running test is to be carried out flow of persons evacuating to the assembly sta-
to the satisfaction of the Society. tions from adjacent decks above and below, the
following calculation methods shall be used (see
2) The emergency generator and its prime mover and Fig 3 and Fig 2):
any emergency accumulator battery are to be so
arranged as to ensure that they will function at full - when joining two decks:
rated power when the ship is upright and when W = (N1 + N2) x 10 mm
inclined at any angle of list up to and including - when joining three decks:
22,5° either way or up to and including 10° inclina- W = (N1 + N2 + 0,5 N3) x 10 mm
tion either way in the fore and aft direction. The
- when joining four decks:
above angles of list and trim are to be considered to
occur simultaneously in their most unfavourable W = (N1 + N2 + 0,5 N3 + 0,25 N4) x 10 mm
combination (see also Ch 1, Sec 1, [2.4]). - when joining five decks or more decks, the
width of the stairways shall be determined by
applying the above formula for four decks to
12 Arrangement of means of escape the deck under consideration and to the con-
secutive deck,
12.1 Passenger ships where:
12.1.1 Width of stairways W : The required tread width between
a) Basic requirements for stairway widths handrails of the stairway.
Stairways shall not be less than 900 mm in clear width. The calculated value of W may be reduced
The minimum clear width of stairways shall be increased where available landing area S is provided in
by 10 mm for every one person provided for in excess of stairways at the deck level defined by subtracting
90 persons. The total number of persons to be evacuated P from Z, such that:
by such stairways shall be assumed to be two thirds of P = S x 3,0 persons/m2; and Pmax = 0,25 Z
the crew and the total number of passengers in the areas where:
served by such stairways. The width of the stairways shall
Z : The total number of persons
not be inferior to those determined by item b) hereafter.
expected to be evacuated on the
b) Calculation method of stairway widths deck being considered
1) Basic principles of the calculation P : The number of persons taking tem-
• This calculation method determines the mini- porary refuge on the stairway land-
mum stairway width at each deck level, taking ing, which may be subtracted from Z
into account the consecutive stairways leading to a maximum value of P = 0,25 Z
into the stairway under consideration. (to be rounded down to the nearest
• It is the intention that the calculation method whole number)
shall consider evacuation from enclosed spaces S : The surface area (m2) of the landing,
within each main vertical zone individually and minus the surface area necessary for
take into account all of the persons using the the opening of doors and minus the
stairway enclosures in each zone, even if they surface area necessary for accessing
enter that stairway from another vertical zone. the flow on stairs (see Fig 3)
• For each main vertical zone the calculation shall N : The total number of persons expected
be completed for the night-time (case 1) and to use the stairway from each consecu-
daytime (case 2) and the largest dimension from tive deck under consideration; N1 is
either case used for determining the stairway for the deck with the largest number of
width for each deck under consideration. persons using that stairway; N2 is
N1 = 200
N = 200
W = 2000
DK 8
Assembly station
N = 283 D = 2000 + 9355 = 11355
(see Note)
DK 7
DK 3
N1 = 200
N = 200
W = 200 x 10 = 2000
DK 2
Note: The doors to the assembly station shall have aggregate widths of 11355 mm.
Intermediate landing
W2
Handrail on both sides W2 W2
of the stairway
W1 W1
W1
N
Door Area
P = S x 3 persons/m2 = the number of persons taking refuge on the landing to a maximum of P = 0,25 Z
N = Z − P = the number of persons directly entering the stairway flow from a given deck
S = available landing area (m2) after subtracting the surface area necessary for movement and subtracting the space taken by the door swing
area. Landing area is a sum of flow area, credit area and door area
d) Landings
12.1.2 Details of stairways With the exception of intermediate landings, landings at
each deck level shall be not less than 2 m2 in area and
a) Handrails
shall increase by 1 m2 for every 10 persons provided for in
Stairways shall be fitted with handrails on each side. The excess of 20 persons, but need not exceed 16 m2, except
maximum clear width between handrails shall be for those landings servicing public spaces having direct
access onto the stairway enclosure. Intermediate landings
1800 mm.
shall be sized in accordance with [12.1.3], item a).
b) Alignment of stairways
12.1.3 Doorways and corridors
All stairways sized for more than 90 persons shall be
a) Doorways and corridors and intermediate landings
aligned fore and aft.
included in means of escape shall be sized in the same
c) Vertical rise and inclination manner as stairways.
b) The aggregate width of stairway exit doors to the assem-
Stairways shall not exceed 3,5 m in vertical rise without
bly station shall not be less than the aggregate width of
the provision of a landing and shall not have an angle of stairways serving this deck.
inclination greater than 45°.
35 40
PUBLIC SPACE
DOOR DOOR
AREA AREA
DOWN UP
STAIRWAY
FLOW PATH
LANDING
CREDIT AREA
DOOR DOOR
AREA AREA
PUBLIC SPACE
48 45
10m
125 PASSENGERS x 75% = 93 passengers
25m
5) delivering inert gas with an oxygen content of not e) Arrangements shall be provided to enable the function-
more than 5% by volume to the cargo tanks at any ing of the inert gas plant to be stabilized before com-
required rate of flow. mencing cargo discharge. If blowers are to be used for
gas-freeing, their air inlets shall be provided with blank-
c) Materials used in inert gas systems shall be suitable for
ing arrangements.
their intended purpose. In particular, those components
which may be subjected to corrosive action of the gases f) Where a double block and bleed valve is installed, the
and/or liquids are to be either constructed of corrosion- system shall ensure upon of loss of power, the block
resistant material or lined with rubber, glass fibre epoxy valves are automatically closed and the bleed valve is
resin or other equivalent coating material. automatically open.
d) The inert gas supply may be: 13.2.3 System components
1) treated flue gas from main or auxiliary boilers, or a) Non-return devices
2) gas from an oil or gas-fired gas generator, or 1) At least two non-return devices shall be fitted in
3) gas from nitrogen generators. order to prevent the return of vapour and liquid to
the inert gas plant, or to any gas-safe spaces.
The Society may accept systems using inert gases from one
or more separate gas generators or other sources or any 2) The first non-return device shall be a deck seal of the
combination thereof, provided that an equivalent level of wet, semi-wet, or dry type or a double-block and
safety is achieved. Such systems shall, as far as practicable, bleed arrangement. Two shut-off valves in series with
comply with the requirements of this article. Systems using a venting valve in between, may be accepted pro-
stored carbon dioxide shall not be permitted unless the vided:
Administration is satisfied that the risk of ignition from gen- • the operation of the valve is automatically exe-
eration of static electricity by the system itself is minimized. cuted. Signal(s) for opening/closing is (are) to be
taken from the process directly, e.g. inert gas
13.2.2 Safety measures flow or differential pressure; and
a) The inert gas system shall be so designed that the maxi- • alarm for faulty operation of the valves is pro-
mum pressure which it can exert on any cargo tank will vided, e.g. the operation status of “blower stop”
not exceed the test pressure of any cargo tank. and “supply valve(s) open” is an alarm condi-
tion.
b) Automatic shutdown of the inert gas system and its
components parts shall be arranged on predetermined 3) The second non-return device shall be a non-return
limits being reached, taking into account the provisions valve or equivalent capable of preventing the return
of [13.2.4], [13.3.3] and [13.4.3]. of vapours and liquids and fitted between the deck
The automatic shutdown of the inert gas system and its water seal (or equivalent device) and the first con-
components should involve the following: nection from the inert gas main to a cargo tank. It
shall be provided with positive means of closure. As
• shutdown of fans and closing of regulating valve for an alternative to positive means of closure, an addi-
the following: tional valve having such means of closure may be
- high water level in scrubber (not applicable for provided between the non-return valve and the first
N2); connection to the cargo tanks to isolate the deck
water seal, or equivalent device, from the inert gas
- low pressure/flow to scrubber (not applicable for
main to the cargo tanks.
N2); or
4) A water seal, if fitted, shall be capable of being sup-
- high-high temperature of inert gas supply.
plied by two separate pumps, each of which shall be
• closing of regulating valve in the event of: capable of maintaining an adequate supply at all
- high oxygen content (in excess of 5% by vol- times. The audible and visual alarm on the low level
ume); or of water in the water seal shall operate at all times.
1) Audible and visual alarms shall be provided, based Detailed instruction manuals shall be provided on board,
on the system designed, to indicate: covering the operations, safety and maintenance require-
ments and occupational health hazards relevant to the inert
• oxygen content in excess of 5% by volume (see gas system and its application to the cargo tank system.
also item e) 2));
Note 1: Refer to the Revised Guidelines for inert gas systems
• failure of the power supply to the indicating (MSC/Circ.353), as amended by MSC/Circ.387.
devices as referred to in item b); The manuals shall include guidance on procedures to be fol-
• gas pressure less than 100 mm water gauge. The lowed in the event of a fault or failure of the inert gas system.
alarm arrangement shall be such as to ensure
that the pressure in slop tanks in combination 13.3 Requirements for flue gas and inert gas
carriers can be monitored at all times (see also generator systems
item e) 2));
• high-gas pressure; and 13.3.1 Application
In addition to the provisions in [13.2], for inert gas systems
• failure of the power supply to the automatic con-
using flue gas or inert gas generators, the provisions of this
trol system (see also item e) 2)).
sub-article shall apply.
2) The alarms required in item e) 1) for:
13.3.2 System requirements
• oxygen content
a) Inert gas generators
• gas pressure less than 100 mm water gauge, and
1) Two fuel oil pumps shall be fitted to the inert gas
• failure of the power supply to the automatic con- generator. Suitable fuel in sufficient quantity shall be
trol system, provided for the inert gas generators.
shall be fitted in the machinery space and cargo 2) The inert gas generators shall be located outside the
control room, where provided, but in each case in cargo tank area. Spaces containing inert gas genera-
such a position that they are immediately received tors shall have no direct access to accommodation
by responsible members of the crew. service or control station spaces, but may be located
in machinery spaces. If they are not located in
3) An audible alarm system independent of that machinery spaces, such a compartment shall be
required in item e) 1) for gas pressure less than 100 separated by a gastight steel bulkhead and/or deck
mm water gauge, or automatic shutdown of cargo from accommodation, service and control station
pumps shall be provided to operate on predeter- spaces. Adequate positive-pressure-type mechani-
mined limits of low pressure in the inert gas main cal ventilation shall be provided for such a compart-
being reached. ment.
The term “alarm system independent” means that a b) Gas regulating valves
second pressure sensor, independent of the sensor
serving the alarms for low pressure, high pressure 1) A gas regulating valve shall be fitted in the inert gas
and pressure indicator/recorder should be provided. main. This valve shall be automatically controlled to
Notwithstanding the above, a common programma- close, as required in [13.2.2], item b). It shall also be
ble logic controller (PLC) should, however, be capable of automatically regulating the flow of inert
accepted for the alarms in the control system. The gas to the cargo tanks unless means are provided to
independent sensor should not be required if the automatically control the inert gas flow rate.
system is arranged for the shutdown of cargo pumps. 2) The gas regulating valve shall be located at the for-
If a system for shutdown of cargo pumps is arranged, ward bulkhead of the forward most gas-safe space
an automatic system shutting down all cargo pumps through which the inert gas main passes.
should be provided. The shutdown should be
alarmed at the control station. The shutdown should c) Cooling and scrubbing arrangement
not prevent the operation of ballast pumps or pumps 1) Means shall be fitted which will effectively cool the
used for bilge drainage of a cargo pump room. volume of gas specified in [13.2.1], item b) and
remove solids and sulphur combustion products.
The cooling water arrangements shall be such that
4) Two oxygen sensors shall be positioned at appropri-
an adequate supply of water will always be available
ate locations in the space or spaces containing the
without interfering with any essential services on the
inert gas system. If the oxygen level falls below 19%,
ship. Provision shall also be made for an alternative
these sensors shall trigger alarms, which shall be
supply of cooling water.
both visible and audible inside and outside the
space or spaces and shall be placed in such a posi- 2) Filters or equivalent devices shall be fitted to mini-
tion that they are immediately received by responsi- mize the amount of water carried over to the inert
ble members of the crew. gas blowers.
14 Helicopter facility foam firefighting 14.3.3 Where foam monitors are installed, the distance
from the monitor to the farthest extremity of the protected
appliances
area shall be not more than 75% of the monitor throw in
still air conditions.
14.1 Application
14.1.1 This Article details the specifications for foam fire- 14.3.4 For helicopter landing areas, at least two portable
fighting appliances for the protection of helidecks and heli- foam applicators or two hose reel foam stations shall be
copter landing areas as required by Ch 4, Sec 10. provided, each capable of discharging a minimum foam
solution discharge rate, in accordance with Tab 5.
14.2 Definitions The quantity of foam concentrate shall be adequate to
allow operation of all connected discharge devices for at
14.2.1 D-value means the largest dimension of the helicop- least 10 min. For tankers fitted with a deck foam system, the
ter used for assessment of the helideck when its rotors are Society may consider an alternative arrangement, taking
turning. It establishes the required area of foam application. into account the type of foam concentrate to be used.
14.2.2 Deck integrated foam nozzles are foam nozzles
recessed into or edge mounted on the helideck. Table 5 : Foam discharge rates
14.3.10 The foam concentrate shall be demonstrated effec- 14.3.13 Oscillating monitors, if used, shall be pre-set to dis-
tive for extinguishing aviation fuel spill fires and is to be charge foam in a spray pattern and have a means of disen-
approved based on IMO Circular MSC.1/Circ.1312 or Inter- gaging the oscillating mechanism to allow rapid conversion
national Civil Aviation Organization - Airport Services Man- to manual operation.
ual, Part 1 - Rescue and Firefighting, Chapter 8 - Extinguishing
Agent Characteristics, Paragraph 8.1.5 - Foam Specifications 14.3.14 If a foam monitor with flow rate up to 1000 l/min is
Table 8-1, Level “B” foam. Where the foam storage tank is on installed, it shall be equipped with an air-aspirating nozzle.
the exposed deck, freeze protected foam concentrates shall If a deck integrated nozzle system is installed, then the addi-
be used, if appropriate, for the area of operation. tionally installed hose reel shall be equipped with an air-
aspirating handline nozzle (foam branch pipes). Use of
14.3.11 Any foam system equipment installed within the non-air-aspirating foam nozzles (on both monitors and the
take-off and approach obstacle-free sector shall not exceed additional hose reel) is permitted only where foam monitors
a height of 0.25 m. Any foam system equipment installed in with a flow rate above 1000 l/min are installed. If only port-
the limited obstacle sector shall not exceed the height per- able foam applicators or hose reel stations are provided,
mitted for objects in this area. these shall be equipped with an air-aspirating handline noz-
zle (foam branch pipes).
14.3.12 All manual release stations, monitor foam stations,
hose reel foam stations, hose reels and monitors shall be
provided with a means of access that does not require travel
across the helideck or helicopter landing area.