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CHINA CLASSIFICATION SOCIETY

RULES FOR CLASSIFICATION OF


SEA-GOING STEEL SHIPS
AMENDMENTS

2017
Effective from July, 1 2017
CHINA CLASSIFICATION SOCIETY

RULES FOR CLASSIFICATION OF


SEA-GOING STEEL SHIPS
AMENDMENTS
2017

PART ONE
PROVISIONS OF CLASSIFICATION

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CONTENTS

CHAPTER 2 SCOPE AND CONDITIONS OF CLASSIFICATION


Section 9 ASSIGNMENT, MAINTENANCE, SUSPENSION, CANCELLATION AND
REINSTATEMENT OF CLASS
Section 12 AVAILABILITY AND CONFIDENTIALITY OF INFORMATION
Appendix 1 LIST OF CLASS NOTATIONS FOR SEA-GOING SHIPS

CHAPTER 3 INSPECTIONS OF PRODUCTS


Section 1 GENERAL PROVISIONS
Section 2 UNIT/BATCH INSPECTIONS
Section 4 TYPE APPROVAL
Section 5 WORKS APPROVAL
Section 6 PRODUCT DRAWING EXAMINATION
Section 7 APPROVAL OF SERVICE FIRM OF INSPECTION AND TESTING
Section 8 CLASS NOTATIONS FOR PRODUCTS
Section 9 REQUIREMENTS FOR QUALITY SYSTEM CHECK
Section 10 ALTERNATIVE CERTIFICATION SCHEME
Appendix 1A LIST OF CERTIFICATION REQUIREMENTS FOR CLASSED MARINE PRODUCTS
Appendix 1B LIST OF CERTIFICATION REQUIREMENTS FOR STATUTORY MARINE
PRODUCTS
Appendix 2A LIST OF CERTIFICATION REQUIREMENTS FOR CLASSED MARINE PRODUCT
PARTS
Appendix 2B LIST OF CERTIFICATION REQUIREMENTS FOR STATUTORY MARINE PRODUCT
PARTS

CHAPTER 4 SURVEYS DURING CONSTRUCTION


Section 3 TESTING PROCEDURES OF WATERTIGHT COMPARTMENTS

CHAPTER 5 SURVEYS AFTER CONSTRUCTION


Section 1 GENERAL PROVISIONS
Section 2 TYPES AND PERIODS OF SURVEYS
Section 3 RETROSPECTIVE REQUIREMENTS FOR EXISTING SHIPS
Section 4 HULL AND EQUIPMENT SURVEYS
Section 5 ADDITIONAL REQUIREMENTS FOR HULL AND EQUIPMENT SURVEYS OF
GENERAL DRY CARGO SHIPS
Section 6 ADDITIONAL REQUIREMENTS FOR HULL AND EQUIPMENT SURVEYS OF OIL
TANKERS
Section 7 ADDITIONAL REQUIREMENTS FOR HULL AND EQUIPMENT SURVEYS OF
BULK CARRIERS
Section 9 SURVEYS OF MACHINERY
Section 10 SURVEYS OF ELECTRICAL INSTALLATIONS
Section 12 SURVEYS OF PROPELLER SHAFTS AND TUBE SHAFTS
Section 13 BOILER SURVEYS
Section 14 INITIAL CLASSIFICATION SURVEYS OF SHIPS CONSTRUCTED NOT UNDER
THE SUPERVISION OF CCS
Section 15 OTHER SURVEYS
Section 16 ADDITIONAL REQUIREMENTS FOR HULL AND EQUIPMENT SURVEYS OF
LIQUEFIED GAS CARRIERS
Appendix 1 CRITERIA FOR RENEWAL OF HULL STRUCTURAL MEMBERS
Appendix 2 CRITERIA FOR LONGITUDINAL STRENGTH OF HULL GIRDER FOR OIL
TANKERS
Appendix 8 PROCEDURAL REQUIREMENTS FOR SERVICE SUPPLIERS
Appendix 13 RECOMMENDED PROCEDURES FOR THICKNESS MEASUREMENTS OF OIL
TANKERS, BULK CARRIERS AND ETC.
Appendix 16 GUIDELINES FOR SURVEY OF PLANNED MAINTENANCE SCHEME (PMS) FOR
MACHINERY

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Appendix 21 GUIDELINES FOR PILOT SCHEMES OF EXTENDED INTERVAL BETWEEN
SURVEYS IN DRY-DOCK − EXTENDED DRY-DOCKING (EDD) SCHEME

CHAPTER 6 SURVEYS RELATED TO CLASS NOTATIONS


Section 3 SURVEYS RELATED TO CLASS NOTATIONS FOR SPECIAL EQUIPMENT

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Note:
The existing names of “Rules for Construction and Equipment of Ships Carrying Dangerous Chemicals in
Bulk” as referred to in this PART are to be replaced by “Rules for Construction and Equipment of Ships
Carrying Dangerous Liquid Chemicals in Bulk”.

CHAPTER 2 SCOPE AND CONDITIONS OF CLASSIFICATION

Section 9 ASSIGNMENT, MAINTENANCE, SUSPENSION, CANCELLATION AND


REINSTATEMENT OF CLASS

2.9.2 Suspension and cancel of class


2.9.2.4 Notification of suspension or cancellation of class
(3) For new ships to which SOLAS applies, constructed on or after 1 July 1998 under SOLAS Reg.
II-1/3.1, the notification will state that certain statutory certificates are implicitly invalidated by
the suspension or withdrawal of class.

Section 12 AVAILABILITY AND CONFIDENTIALITY OF INFORMATION

2.12.2 Disclosure of information


Information Available to Parties Concerned① Table 2.12.2.2(2)
Information available to:
Information in Question Owners Flag Port Insurance Ship
State State Company* Yards
1. CCS Standing Documents:
Rules and Guidelines (Class and statutory 1 1 1 1 1
requirements)
Instructions to Surveyors 1
Quality Manual 1 1 1 1 1
Register Book 1 1 1 1 1
2. Ship Related Information:
A. New buildings
Approved Drawings 1 1 7
Formal Approval Letters 1 1 7
Certificates of Important Equipment 2 1 7
SCF 2 8 7
Formal Review Letters in relation with SCF 2 2 7
B. Ships in Operation:
Class Services
− Date (month and year) of all Class Surveys 7 1 1 1
− Expiry Date of Class Certificate 7 7** 1 1
− Certificates/Reports 7 1 6 5
− Overdue Surveys 7 7** 1 1
Text of Conditions of Class/
− 7 1 1 5
Recommendations
Text of Overdue Conditions of Class /
− 7 1 1 1
Recommendations
− Executive Hull Summary 7 3 3 3
− Statutory Services
− Due Dates of Statutory Surveys 7 7** 1 1
− Expiry Date of Statutory Certificates 7 7** 1 1
− Registered Statutory Recommendations 7 7** 1 5***
− Overdue Statutory Recommendations 7 7** 1 1***

① It is applicable to oil tankers and bulk carriers subject to SOLAS Regulation II-1/3-10 (Goal-based ship
construction standards for bulk carriers and oil tankers).

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Information available to:
Information in Question Owners Flag Port Insurance Ship
State State Company* Yards
3. Other Information:
Correspondence File with Yard and/or
1 1 5&6
Owner
Updated modifications to SCF 7**** 8
Audit of Class Societies QA System 4 4 4 4
Class Transfer Reporting 7 7 7 7
Class Withdrawal Information 7 7 7 7
Notes:
* Insurance Company means P&I Clubs and Hull Underwriters;
** If stated in Agreement;
*** Unless prevented by the agreement with the flag State;
**** By Owner or Shipyard.
1. Will be available upon request.
2. At delivery of the ship by Shipyard.
3. Available under visit on board.
4. Result of audit available on request.
5. When accepted by Owners − or through special clause in insurance contract.
6. When accepted by Owner (Master) or Shipyard as applicable.
7. Automatically available.
8. Available through Owner upon request.
2.12.2.3 Notwithstanding the general duty of confidentiality owed by CCS to its client in
accordance with its Rules, CCS‘ clients hereby accept that CCS will participate in implement
IACS‘ Procedure for Early Warning System① which requires each IACS Member to provide its
fellow IACS Members with relevant technical information on serious failures of hull structures
and engineering systems, as defined in the IACS‘ Procedure for Early Warning System (but not
including any drawings relating to the ship which may be the specific property of another party),
to enable such useful information to be shared and utilized to facilitate the proper working of
IACS‘ Early Warning System. CCS will provide its client with written details of such information
upon sending the same to IACS Members.

① For details, refer to IACS PR2A ―Procedure for Hull Failure Incident Reporting‖ and PR2B ―Procedure for
Early Warning of Serious Hull Failure Incidents - "Early Warning Scheme – EWS‖.

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The existing Appendix 1 is replaced by the following:

“Appendix 1 LIST OF CLASS NOTATIONS FOR SEA-GOING SHIPS

Ships or machineries (including electrical installations) constructed or manufactured in accordance


with relevant rules issued by CCS or other equivalent regulations accepted by it will be assigned
appropriate class notations by CCS. CCS class notations in use for sea-going ships are listed in
this Appendix for reference and application.
General principles for identification of class notations are as follows:
1. Class notations are marked after characters of classification, where the notations for type of
ship, hull and service restriction or limitation, features, equipment, cargo and loading
characteristics, survey, etc. are marked after the characters ★ CSA and the notations for
automation and special equipment of machinery, machinery survey, environmental protection, etc.
are marked after the characters ★CSM.
2. The class notations for type of ship, service restriction or limitation and special duties are
necessary notations and are to be assigned together with characters of classification.
3. Where a class notation (other than those referred to in 2 above) assigned to a specific ship
together with characters of classification is required by the rules to which the ship is subject, such
notation is a necessary one for this ship, or an optional one.
4. Where multiple class notations for type of ship are assigned, such individual notations are to
be separated by the sign ―/‖, i.e. Offshore Tug/Supply ship; Ore/Bulk/Oil Carrier.
5. Any suffix to a class notation is to be bracketed and every two suffixes are to be separated by
a comma ―,‖, i.e.:
Loading Computer (S, I);

Suffix

Class notation

6. Every two sets of class notations are to be separated by a semicolon ―;‖.


7. Unless specifically stated otherwise, class notations are generally given in the sequence A–K
as shown in the table below:

Service
Types of cargo and Refrigerated
Type of restriction Special Special Special Special Environmental Other
class loading Automation cargo
ship or duties features equipment survey protection notations
notations characteristics installation
limitation

Table Table A Table B Table C Table D Table E Table F Table G Table H Table I Table J Table K

For example, in respect to a bulk carrier constructed under supervision of CCS according to CSR
rules, engaged in non-restricted service and service in floating ice condition, with design check by
COMPASS-Structure software, with loading computer for calculation of overall strength, intact
stability and bulk grains, machinery space periodically unattended, screwshaft condition
monitoring and subject to in-water survey, the following characters of classification and class
notations are to be assigned:

★CSA Bulk Carrier; CSR; BC-A; Holds Nos. 2, 4 & 6 may be Empty; COMPASS (R, D, F);
Grab (20); Ice Class B; Loading Computer (S, I, G); ESP; In-Water Survey
★CSM AUT-0; SCM

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Type Notations Table A
Technical
Class notation Description
requirements①
Ships intended primarily to carry dry cargo, and
also liquid cargo contained in vessels, other than
bulk carriers, container ships, ro-ro cargo ships,
refrigerated cargo ships, cement carriers,
livestock carriers, deck cargo ships and general
dry cargo ships of double side skin construction.
General Dry General dry cargo For general dry cargo ships of double side-skin Ch.2, Pt.2 of the
Cargo Ship ships construction, with double side-skin extending Rules
for the entire length of the cargo area, and for
the entire height of the cargo hold to the upper
deck, the notation ―Double Side Skin‖ is to be
added after their type notation and separated by
a comma ―,‖, i.e. General Dry Cargo Ship,
Double Side Skin.
Ships designed and constructed specifically for Ch. 2, Pt. 2 of the
Cement Carrier Cement carriers
the carriage of cement Rules
Ships designed for the carriage of cargo Ch. 2, Pt. 2 of the
Deck Cargo Ship Deck cargo ships
exclusively above deck with no cargo hold fitted Rules
Ships fitted with refrigerated cargo installations, Ch. 2, Pt. 2, Ch. 1 to
Refrigerated Refrigerated
dedicated to the carriage of perishable goods Ch. 3, Pt.5 of the
Cargo Ship cargo ships
such as fish, meat, fruits, vegetables, etc. Rules
Ships designed and constructed specifically for
Ch.2, Pt.8 of the
Livestock Carrier Livestock carriers the carriage of livestock such as cattle, sheep,
Rules
etc.
Ch. 9, Pt. 2 of the
Passenger Ship Passenger ships Ships carrying more than 12 passengers
Rules
Ships carrying vehicles or cargo in pallet form or
Ch. 9, Pt. 2 of the
RO-RO Ship Ro-ro ships in containers and loaded/unloaded by wheeled
Rules
vehicles
Passenger ships with ro-ro cargo spaces or
RO-RO Passenger Ro-ro passenger Ch. 9, Pt. 2 of the
special category spaces and capable of carrying
Ship ships Rules
road vehicles
Train/RO-RO Train and ro-ro Ro-ro ships carrying more than 12 passengers Ch. 9, Pt. 2 of the
Passenger Ship passenger ships and capable of carrying trains Rules
Ships having a continuous deck and carrying
passengers (without sleeping berths) and/or Ch. 9, Pt. 2 of the
Ferry Ferries
vehicles for regular voyages between two sides Rules
of straits or islands
Ships carrying mainly dry cargo in bulk,
normally constructed with single deck, topside
tanks, hopper tanks and double bottom in cargo
spaces, cargo holds bounded by side shell. For
bulk carriers, of which all cargo holds are
Ch. 8, Pt. 2 of the
Bulk Carrier Bulk carriers bounded by double side skin construction of not
Rules
less than 1000 mm breadth at any location
within the hold length, the notation ―Double
Side Skin‖ is to be added after their type
notation and separated by a comma ―,‖, i.e. Bulk
Carrier, Double Side Skin
Ships constructed with single deck, 2
longitudinal bulkheads and a double bottom
Ch. 16, Pt. 2 of the
Ore Carrier Ore carriers throughout the cargo length area and intended
Rules
primarily to carry ore cargoes in the centre holds
only
Ch. 2 and applicable
Water Tanker Water tankers Tankers carrying fresh water sections of Ch. 5 &
6, Pt. 2 of the Rules
Ships carrying crude oil or oil products, note to Ch. 6, Pt. 2 of the
Oil Tanker Oil tankers
be added according to flash point of oil carried: Rules

① The technical requirements listed in this Table is the basic ones for ships assigned to the notation, in other cases,
special consideration is to be given by CCS according to the ship‘s specific conditions.

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Technical
Class notation Description
requirements①
① flash point above 60℃: F.P. >60℃
② flash point up to 60℃: F.P. ≤60℃
For ships with distance between two hulls in
compliance with the Rules, single deck and
small-size hatches, carrying crude oil or oil Ch. 5, Pt. 2 of the
products, the notation ―Double Hull‖ may be Rules
added and separated by a comma ―,‖, i.e. Oil
Tanker, Double Hull
Ships with single hull, single deck, 2
longitudinal bulkheads and double bottom, all or Ch. 5, Ch. 6 & Ch.
Ore/Oil Carrier Ore/oil carriers most of center holds used for carrying ore, side 16, Pt. 2 of the
or side and some centre holds used for carrying Rules
oil
Ships with double hull, single deck, double Ch. 5, Ch. 6 , Ch. 8
Ore/Bulk/Oil Ore/bulk/oil
bottom, topside tanks and hopper tanks, carrying & Ch.16, Pt. 2 of
Carrier carriers
oil or dry bulk cargo (including ore) the Rules
Ships having double bottom and double side
skin construction with torsion box girders fitted
at top sides, large deck openings, carrying Ch. 7, Pt. 2 of the
Container Ship Container ships
containers, or as alternative, single side skin Rules
construction with double bottom and torsion box
girders or equivalent structure
Guidelines for Hull
Ships specially designed and constructed for
Car Carrier Car carriers Structure of Car
carriage of commercial wheeled vehicles
Carriers
Ships having double bottom and double side
skin construction with torsion box girders fitted
at top sides, large deck openings, carrying
Open-Top Open-top Ch. 6, Pt. 8 of the
containers, or as alternative, single side skin
Container Ship container ships Rules
construction with double bottom and torsion box
girders or equivalent structure, but no hatch
covers for holds
Ch. 2, Pt. 2 of the
Dedicated log or timber carriers, provided with Rules, Guidelines
Timber Carrier Timber carriers securing equipment, for which the notation Log for the Preparation
Carrier may also be used of the Cargo
Securing Manual
Ships not provided with main propulsion
machinery used for navigation purposes. Where
such ships are dedicated to carriage of a specific Ch. 12, Pt. 2 of the
Barge Barges
cargo, they may be identified, as necessary, by Rules
the notation X Barge where X is the name of the
specific cargo
Barges carrying crude oil or oil products within Ch. 12, Pt. 2 of the
Oil Barge Oil barges
holds Rules
Barges mixing concrete on the water and
Floating Concrete Floating concrete Ch.12, Pt.2 of the
depositing concrete directly at the construction
Mixer mixers Rules
site
Rules for
Construction and
Equipment of Ships
Chemical Barge Chemical barges Barges carrying chemicals within holds
Carrying Dangerous
Liquid Chemicals in
Bulk
Rules for
Construction and
Gas Barge Gas barges Barges carrying liquefied gases within holds Equipment of Ships
Carrying Liquefied
Gases in Bulk
Square barges carrying water-resistant cargoes Ch. 12, Pt. 2 of the
Pontoon Barge Pontoon barges
on deck Rules
Barges dedicated to carriage of offshore jacket Ch. 12, Pt. 2 of the
Launch Barge Launch barges
structures and for launching such jackets, which Rules

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Technical
Class notation Description
requirements①
will be slid into water through trim of the barge
by stern
Dedicated cargo barge and heavy cargo carriers Ch. 2, Pt. 2 of the
Barge Carrier Barge carriers
with large deck area Rules
Carriers having large deck areas and exclusively
engaged in loading/unloading on decks and
Bridge Crane and
Bridge equipment long-distance transportation by sea of complete Ch.18, Pt.8 of the
Heavy Equipment
carriers sets of heavy equipment and project facilities Rules
Carrier
with large dimension/heavy weight such as
bridge cranes and heavy equipment
Ships fitted with live fish holds, provided with
water cycling or exchanging, in some cases
Ch. 2, Pt. 2 of the
Live Fish Carrier Live fish carriers provided with devices for increasing oxygen,
Rules
purifying water and reducing temperature,
dedicated to carry live fish
Ships capable of being semi-submersible when
Semi-Submersible Semi-submersible Ch. 15, Pt. 2 of the
needed during loading and unloading or
Vessel vessels Rules
operation
Ships fitted with towing equipment, dedicated to Ch. 10, Pt. 2 of the
Tug Tugs
towing ships or other floating objects on water Rules
Ships similar as oil tankers, provided with cargo
containment system, dedicated to carry liquid
cargoes as listed in IBC Code. Chemical tankers
constructed on or after 1 July 1986 and
complying with IBC Code are to be assigned the
following notations respectively, depending on
the category of chemicals carried:
① Type 1: Carrying chemicals with very severe Rules for
environmental and safety hazards, fitted with Construction and
integral and independent tanks; Equipment of Ships
Chemical Tanker Chemical tankers
② Type 2: Carrying chemicals with appreciably Carrying Dangerous
severe environmental and safety hazards, fitted Liquid Chemicals in
with integral and independent tanks; Bulk
③ Type 3: Carrying chemicals with sufficiently
severe environmental and safety hazards, fitted
with integral and independent tanks.
Chemical tankers constructed before 1 July 1986
and complying with BCH Code are to be
assigned the notations of Type I/Type II/Type III
respectively instead of Type 1/Type 2/Type 3
Ships provided with cargo containment system,
dedicated to carry liquefied gases or other cargos
as listed in IGC Code. Liquefied gas carriers
constructed on or after 1 July 1986 and
complying with IGC Code are to be assigned the
following notations respectively, depending on
the preventive measures to preclude the escape
of cargo:
① Type 1G: Maximum preventive measures are
required to preclude the escape of cargo;
Rules for
② Type 2G: Significant preventive measures are
Construction and
Liquefied Gas Liquefied gas required to preclude the escape of cargo;
Equipment of Ships
Carrier carriers Type 2PG: For gas carriers of 150 m in
Carrying Liquefied
length or less and significant preventive
Gases in Bulk
measures are required to preclude the escape
of cargo, the products are carried in type C
independent tanks designed for a MARVS of
at least 0.7 MPa gauge with a MARVS of 7
bar gauge and a cargo containment system
design temperature of -55℃ or above;
③ Type 3G: Moderate preventive measures are
required to preclude the escape of cargo.
Liquefied gas carriers constructed before 1 July
1986 and complying with GC Code are to be

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Technical
Class notation Description
requirements①
assigned the notations of Type IG/Type IIG/Type
IIPG/ Type IIIG respectively instead of Type
1G/Type 2G/Type 2PG/ Type 3G.
The following notations are to be assigned
respectively, depending on the type of cargo
containment systems:
Type A Independent Tank
Type B Independent Tank
Type C Independent Tank
Integral Tank
Membrane Tank
Semi-Membrane Tank
Internal Insulation Tank
Liquefied gas carriers dedicated to carrying
liquefied petroleum gas. The notations Type Rules for
1G/Type 2G/Type 2PG/ Type 3G or Type Construction and
LPG Carrier LPG carriers IG/Type IIG/Type IIPG/ Type IIIG are to be Equipment of Ships
added for preventive measures to preclude the Carrying Liquefied
escape of cargo, as stated in column Description Gases in Bulk
for the notation Liquefied Gas Carrier
Rules for
Liquefied gas carriers dedicated to carrying
Construction and
liquefied natural gas. The notations Type
Equipment of Ships
LNG Carrier LNG carriers 1G/Type 2G/Type 2PG/ Type 3G or Type
Carrying Liquefied
IG/Type IIG/Type IIPG/ Type IIIG are to be
Gases in Bulk
added for preventive measures to preclude the
and/or
escape of cargo, as stated in column Description
Implementation
for the notation Liquefied Gas Carrier.
Guidelines for
Where LNG carriers are adapted for FSUs, the
Liquefied Nature
LNG carriers notation ―LNG-FSU‖ (Liquefied Nature
LNG-FSU Gas Carriers
adapted for FSUs Gas-Floating Storage Unit) is to be added after
Adapted for
LNG Carrier and separated by a comma ―,‖, i.e.
Floating Storage
LNG Carrier, LNG-FSU
Units, 2016
Liquefied gas carriers dedicated to carrying
compressed natural gas. The notations Type Rules for
1G/Type 2G/Type 2PG/ Type 3G or Type Construction and
CNG Carrier CNG carriers IG/Type IIG/Type IIPG/ Type IIIG are to be Equipment of Ships
added for preventive measures to preclude the Carrying Liquefied
escape of cargo, as stated in column Description Gases in Bulk
for the notation Liquefied Gas Carrier
For ships dedicated to carrying melted
petroleum asphalt, this type notation is to be
assigned and the following notations are to be
added:
① for independent tanks: independent tank, or
② for integral tanks: Integral tank;
③ for maximum cargo temperature: Maximum
Petroleum asphalt Cargo Temperature ≤ ×××℃; Ch. 10, Pt. 8 of the
Asphalt Carrier ④ for flash point above 60℃: F.P. > 60℃
carriers Rules
The notation of thermal stress calculation may
be assigned if the requirements of Section 24,
Chapter 2, PART TWO of the Rules are
complied with.
For ships with distance between two hulls in
compliance with the Rules, the notation ―Double
Hull‖ may be added and separated by a comma
―,‖, i.e. Asphalt Carrier, Double Hull
Ships dedicated to supplying food, stores, etc. to
Offshore Supply Offshore supply Ch. 11, Pt. 2 of the
installations and ships engaged in offshore
Ship ships Rules
operations
Offshore Offshore tug and Ships capable of operating as offshore supply Ch. 11, Pt.2 of the
Tug/supply Ship supply ships ships and of towing operations Rules

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Technical
Class notation Description
requirements①
A ship undertaking stand-by tasks for mobile
offshore drilling units or offshore oil/gas
production facilities, with basic functions such
as rescue at sea and maintaining the safety of
waters around the facilities.
Additional auxiliary functions such as fire
fighting, towing, oil recovery, supply may be
provided according to design purposes and
Ch. 24, Pt. 8 of the
Stand-by Ship Stand-by ships multiple type notations may be assigned
Rules
accordingly.
For towing capacity fully complying with
Chapter 10, PART TWO of the Rules, the
notation Stand-by Ship/Tug may be assigned;
and for towing capacity complying only with the
requirements for towing arrangements in
Chapter 10, PART TWO of the Rules, the suffix
T may be added
A building used for shipbuilding and ship
repairs, capable of being semi-submersible in or
floating on water, with its special hull being
open on both ends and corrugated in transverse
section. The hull structure of the dock consists
of wing walls and the dock‘s bottom. Wing walls Rules for
Floating Dock Floating docks and the dock‘s bottom are pontoons consisting of Classification of
with FL (××× t) with FL (××× t) longitudinal or transverse members and face Floating Docks,
plates, divided transversely and longitudinally 2009
into watertight compartments. With water being
filled into or discharged from the compartments,
the amount of ballast water in the dock is
increased or decreased so that the dock
submerges into or rises out of water
Ships provided with cable laying machinery and Ch. 2, Pt. 2 of the
Cable Layer Cable layers
other special equipment Rules
Ships provided with special equipment for Ch. 2 & 13, Pt. 2 of
Pipe Layer Pipe layers
laying pipes the Rules
Rules for
Construction and
Chemical/Oil Chemical/oil Tankers capable of carrying both chemicals and Equipment of Ships
Tanker tankers oil products Carrying Dangerous
Liquid Chemicals in
Bulk
Ch. 5, Pt. 8 of the
Fishing Vessel Fishing vessels Ships provided with fishing equipment
Rules
Ships fitted with lifting appliances on deck,
dedicated to hoisting operations on water. The
notation Lifting Appliance is to be added. Ch. 13, Pt. 2 of the
For floating cranes operating in restricted Rules,
service, one of the following service notations is Rules for Lifting
Floating Crane Floating cranes
to be assigned: Appliances of Ships
(1) Lifting Within R1; and Offshore
(2) Lifting Within R2; Installations
(3) Lifting Within R3;
(4) Lifting Within Harbor
Ships provided with equipment for salvaging Ch. 13, Pt. 2 of the
Salvage Ship Salvage ships
sunken ships or other objects Rules
Ships engaged in rescue operations at sea for Ch. 2, Pt. 2 of the
Rescue Ship Rescue ships
ships and crew in distress Rules
Barges fitted with pile driving equipment at end Ch. 13, Pt. 2 of the
Pile Driving Pile-driving
or centre of deck, dedicated to pile driving in Rules and relevant
Barge barges
water requirements
Ships fitted with dredging equipment, in general
Dredger Dredgers
not operating independently Ch. 14, Pt. 2 of the
Trailing Suction Trailing suction Ships fitted with drag head and other dredging Rules
Hopper Dredger dredgers equipment

1-11
Technical
Class notation Description
requirements①
Cutter Suction Cutter suction Ships fitted with cutter head and other dredging
Dredger dredgers equipment
Ships fitted with bucket and other dredging
Bucket Dredger Bucket dredgers
equipment
Grab Dredger Grab dredgers Ships fitted with one or more grab machines
Ships fitted with dippers.
Dipper Dredger Dipper dredgers Where a back hoe is fitted, the notataion
―Back-hoe Dredger‖ may also be assigned
Cutter Wheel Cutter wheel Ships fitted with cutter-wheel dredging
Dredger dredgers apparatus
Reclamation Craft Reclamation craft Ships fitted with suction pipes, nozzles, etc.
Split Hopper Split hopper Ships with entire main hull being opened along
Dredger dredgers longitudinal centerline for unloading
Barges dedicated to carrying mud. If
Hopper Barge Hopper barges self-propelled, the word ―ship‖ is to be used in
place of the word ―barge‖
Barges with entire main hull being opened along
Split Hopper Split hopper longitudinal centerline for unloading.
Barge Barges If self-propelled, the word ―ship‖ is to be used in
place of the word ―barge‖
A special type of
catamaran high HSC are ships with
Wavepiercing speed craft with maximum speed not less
Wave Pierce Craft
craft large aspect ratio and than 3.7▽0.1667 m/s.
small waterplane For passenger ships as
area defined in 2.1.3.1(18) of
High speed craft Rules for Construction
Air Cushion Craft Air cushion craft wholly supported by and Classification of
air cushion Sea-Going High Speed
High speed craft Craft, the service
with its air cushion notation Passenger A is
being totally or to be added after type
Surface Effect Surface effect
partially retained by notation and where such
Ship HSC craft
permanently ships are fitted with
immersed hard ro-ro spaces or special
structure category spaces, the
A vessel with three notation Ro-Ro
hulls of Passenger A is to be Rules for
displacement form, a added. Construction and
main centre hull For passenger ships as Classification of
High speed
Trimaran HSC stabilized by two defined in 2.1.3.1(19) of Sea-Going High
trimaran craft
much smaller side Rules for Construction Speed Craft
hulls, and three hulls and Classification of
are connected by Sea-Going High Speed
cross deck structure Craft, the service
High speed craft notation Passenger B is
with upper parts of to be added after type
High speed
Catamaran HSC two parallel hulls notation and where such
catamaran craft
being connected by ships are fitted with
strength framing ro-ro spaces or special
High speed High speed craft category spaces, the
Mono-Hull HSC
mono-hull craft with a single hull notation Ro-Ro
Ships supported Passenger B is to be
completely clear added.
above water surface For high speed cargo
Hydrofoil Craft Hydrofoil craft in non-displacement craft, the notation Cargo
mode by is to be added after type
hydrodynamic forces notation
generated on foils
High speed small A special type of catamaran with small Guidelines for
SWATH-HSC waterplane area waterplane area, and with underwater portions of Small Waterplane
twin hull craft hulls being formed in shape of torpedo Area Twin Hull

1-12
Technical
Class notation Description
requirements①
Small waterplane A special type of catamaran with small Craft
SWATH area twin hull waterplane area, and with underwater portions of
craft hulls being formed in shape of torpedo
Ships, which are supported by using ground
effect above the water or some other surface,
without constant contact with such a surface and
supported in the air, mainly, by an aerodynamic
lift generated on a wing (wings) which are
intended to utilize the ground effect action, must Guidelines for
Wing In Ground Wing-in-ground be assigned this type notation with one of Survey of
Craft craft following suffixes being added thereafter: Wing-in-Ground
A — for craft certified for operation only in Craft
ground effect;
B — for craft certified to temporarily increase
its altitude to a limited height beyond
ground effect but not exceeding a certain
distance
Rules for
Passenger Boat Passenger boats Passenger ships less than 20 m in length Construction of
Coastal Boats
Rules for
Cargo Boat Cargo boats Cargo ships less than 20 m in length Construction of
Coastal Boats
Rules for the
Self-propelled free submersibles transporting or Construction and
Passenger Submersible
carrying passengers and capable of underwater Classification of
Submersible Craft passenger craft
sightseeing Diving Systems and
Submersibles
A combination consisting of a pusher tug and a
barge wherein the pusher tug is secured in the
Rigid Connection Rigid barge notch by mechanical means. There is no
Ch. 7, Pt. 8 of the
PB Combination combination: relative motion between the tug and the barge,
Rules
— Pusher Pusher tug resulting in the two vessels acting as a single
unit in a seaway. The pusher tug is a component
part of the combination
A combination consisting of a pusher tug and a
barge wherein the pusher tug is secured in the
Rigid Connection Rigid barge notch by mechanical means. There is no
Ch. 7, Pt. 8 of the
PB Combination combination: relative motion between the tug and the barge,
Rules
— Barge Barge resulting in the two vessels acting as a single
unit in a seaway. The barge is a component part
of the combination
A combination consisting of a pusher tug and a
barge wherein the pusher tug is secured in the
barge notch by mechanical means, allowing
Articulated
Articulated pitch between the tug and the barge in only one
Connection PB Ch. 7, Pt. 8 of the
combination: degree of freedom. The two vessels act as a
Combination — Rules
Pusher tug single unit in a seaway and when disconnected
Pusher
from each other, both may moor or operate
independently. The pusher tug is a component
part of the combination
A combination consisting of a pusher tug and a
barge wherein the pusher tug is secured in the
barge notch by mechanical means, allowing
Articulated
Articulated pitch between the tug and the barge in only one
Connection PB Ch. 7, Pt. 8 of the
combination: degree of freedom. The two vessels act as a
Combination — Rules
Barge single unit in a seaway and when disconnected
Barge
from each other, both may moor or operate
independently. The barge is a component part of
the combination
Dedicated to transporting aquatic products,
Aquatic Aquatic product characterized by using physical media such as Ch. 2, Pt. 2 of the
Product Carrier carriers ice, instead of refrigerating plant, for cold Rules
storage of aquatic products, with insulation

1-13
Technical
Class notation Description
requirements①
layers fitted on inner surface of holds
Rules for
Yacht Pleasure craft Pleasure motorboats not engaged in trade Construction of
Yachts
Ships providing multi-function support to
Offshore Offshore offshore engineering operations, e.g. offshore
Ch. 2, Pt. 2 of the
Engineering engineering installation, survey and repair of structures, as
Rules
Support Ship support ships well as underwater robot operation, diving
operation, etc.
Work barges dedicated to launching ships,
offshore installations or other heavy cargoes
within shipyard and/or port waters. Such
operation may also include cargo moving from
Launching Work Launching work Ch. 17, Pt. 2 of the
water to shore and short-distance movement of
Barge barges Rules
cargoes within above- mentioned waters (The
ship does not have self-propulsion capability,
and movement is driven by other power ships
such as tugs or other facilities)
Ships with upper parts of two separate hulls Ch. 18, Pt. 2 of the
Catamaran Catamarans
being connected by strength framing Rules
Ships designed and constructed specifically for
the carriage of sand, which is to be surveyed Ch. 19, Pt. 2 of the
Sand Carrier Sand carriers
according to the requirements for double hull Rules
bulk carrier
Ships provided with permanent diving support
Diving Support Diving support system to be assigned class notations DSV-Air Ch. 25, Pt. 8 of the
Vessel vessels (conventional air diving system) and DSV-Sat Rules
(saturation diving system)
Polar Class ships which are assigned a class
notation for independent navigation in
ice-infested polar waters, having an operational
profile that includes escort or ice management
Ch.13, Pt.8 of the
Icebreaker Polar icebreakers functions and powering and dimensions that
Rules
allow it to undertake aggressive operations in
ice-covered waters. Relevant polar class is to be
affixed after the class notation, e.g. Icebreaker
PC3
Oil floating storage vessels (FSV) satisfying the
following conditions:
Guidelines for
Oil floating (1) a laid-up double hull oil tanker, of which the
Survey of Oil
Oil FSV fixed at storage vessels cargo tanks and relevant systems have oil
Floating Storage
XXX Anchorage fixed at storage function;
Vessels Fixed at
anchorage (2) a fixed anchorage in restricted marine
Anchorage
environment with an offshore distance not
exceeding 20 nautical miles

Service Restriction or Limitations Notations Table B


Technical
Class notation Description
requirements
Within 200 1.*Seasonal areas as
Service category (summer/tropical*) specified in Annex II to
R1
1 or 100 (winter*) n the International
mile off the shore Convention on Load
Within 20 Lines, 1966.
Service category (summer/tropical*) **Sheltered waters
R2 Ch. 1, Pt. 2 of the
2 or 10 (winter*) n include the sea areas
Rules
mile off the shore between an island and the
shore and between islands
with a distance of less
Service category
R3 Sheltered waters** than 10 n miles in
3
between, which forms a
comparatively good

1-14
Technical
Class notation Description
requirements
sheltered or similar
condition with a little
wave.
2.Working ships may be
assigned service
categories applicable for
transit and operation
respectively, e.g. R2 for
Transiting or R3 for
Operation
Specified route On specified route service, e.g. Shanghai —
×× — ×× service The Rules
service Osaka Service
The service in the sea area within 300 nautical
miles off the shore, and a passenger craft does not
proceed in the course of its voyage more than 4 h,
or a cargo craft 8 h, at operational speed from a
place of refuge when fully laden. Where the sea
Open sea state of some service areas abovementioned is
Open Sea Service
service heavier, more stringent requirements may be
Restriction
restriction made by CCS to the distance above-mentioned,
depending on the specific cases. When special Rules for
provisions for the service area are stipulated by Construction and
the Administration of the flag State or by the Classification of
coastal Authority in charge of the service area, the Sea-Going High
provisions are to be observed. Speed Craft
For craft engaged on voyages in the sea area
within 200 nautical miles off the shore, which
Greater Coastal Greater coastal proceed in the course of a voyage for a time
Service service specified below, at operational speed from a place
Restriction restriction of refuge when fully laden:
① not more than 4 hr for passenger craft;
② not more than 8 hr for cargo craft
For craft engaged on voyages in the sea area Rules for
within 20 nautical miles off the shore, which Construction and
proceed in the course of a voyage for a time Classification of
Coastal Service Coastal service specified below, at operational speed from a place Sea-Going High
Restriction restriction of refuge when fully laden: Speed Craft,
Rules for
① not more than 4 hr for passenger craft;
Construction of
② not more than 8 hr for cargo craft Coastal Boats
For craft engaged on voyages in the sea areas
between islands and the shore and between
Rules for
islands with a distance of less than 10 n miles in
Construction and
between, which forms a comparatively good
Classification of
Sheltered Water Sheltered water sheltered condition with a little wave, or within
Sea-Going High
Service service 10 nautical miles off the shore. Such craft do not
Speed Craft,
Restriction restriction proceed in the course of a voyage more than 2 hr
Rules for
at operational speed from the shore when fully
Construction of
laden, with wind force not exceeding Beaufort
Coastal Boats
scale 6 and visual wave height not more than 2.0
m
Rules for
For craft engaged on voyages in the sea areas
Construction and
within 5 nautical miles off the shore. Such craft
Classification of
Calm Water Calm water do not proceed in the course of a voyage more
Sea-Going High
Service service than 2 hr at operational speed from the shore
Speed Craft,
Restriction restriction when fully laden, with wind force not exceeding
Rules for
Beaufort scale 6 and visual wave height not more
Construction of
than 1.0 m
Coastal Boats
Weather restriction for wing-in-ground craft, with
Guidelines for
N being one of the following:
Weather Weather Survey of
I: Significant wave height not exceeding 3.0 m
Restriction N restriction Wing-in-Ground
and wind force not exceeding Beaufort scale 7 for
Craft
the restricted service

1-15
Technical
Class notation Description
requirements
II: Significant wave height not exceeding 2.0 m
and wind force not exceeding Beaufort scale 6 for
the restricted service
III: Significant wave height not exceeding 1.0 m
and wind force not exceeding Beaufort scale 5 for
the restricted service
IV: Significant wave height not exceeding 0.5 m
and wind force not exceeding Beaufort scale 4 for
the restricted service
Operation
Dredging Within Ch. 14, Pt. 2 of the
within R3 Restricted service area for dredgers
R3 Rules
service area
Operation
Dredging Within Ch. 14, Pt. 2 of the
within R2 Restricted service area for dredgers
R2 Rules
service area
Operation
Dredging Within Ch. 14, Pt. 2 of the
within R1 Restricted service area for dredgers
R1 Rules
service area

Special Duties Notations Table C


Class notation Description Technical requirements①

Ships capable of fire fighting are to be


assigned this notation, with N being one
of the following:
1 – for early stage fire fighting;
2 – for large fire fighting;
3 – for large or oil fire fighting.
Fire Fighting Fire fighting ships For ships provided with a water spraying
Ch. 1, Pt. 8 of the Rules
Ship N of Grade N system for delivering efficient cooling
water spraying over all the exposed
vertical surfaces of the hull so as to
enable the ship to approach the burning
object for fire-fighting and/or rescue
purposes, the notation Water Spraying
may be added after the above notation
Ships dedicated to training of marine
Training Ship Training ships Ch. 2, Pt. 2 of the Rules,
personnel
Code of Safety for Special
Fish-Factory Fisheries processing
Specialized in fish processing Purpose Ships
Ship ships
Ch. 2 and Ch. 9, Pt. 2 of
Ships specialized in marine research and
the Rules,
Research Ship Research ships study, survey, exploration, etc. are to be
Code of Safety for Special
assigned this notation
Purpose Ships
Oil recovery ships
equipped with
Steel ships equipped for the recovery of
means for the oil floating on the sea with a flash point
Oil Recovery
recovery and
Ship with not exceeding 60℃ (closed-cup test) and Ch. 3, Pt. 8 of the Rules
discharge of oil as
Cargo Tank a Reid vapour pressure below
well as with tanks
atmospheric pressure
for storing the
recovered oil
Oil recovery ships
without tanks for
Steel ships equipped for the recovery of
storing the oil floating on the sea with a flash point
Oil Recovery
recovered oil and
Ship without not exceeding 60℃ (closed-cup test) and Ch. 3, Pt. 8 of the Rules
equipped with
Cargo Tank a Reid vapour pressure below
means for the
atmospheric pressure
recovery, but not for
discharge of oil

① The technical requirements listed in this Table is the basic ones for ships assigned to the notation, in other cases,
special consideration is to be given by CCS according to the ship‘s specific conditions.

1-16
Class notation Description Technical requirements①

Oil Recovery Oil recovery ships


Steel ships equipped for the recovery of
Ship not equipped with
oil floating on the sea with a flash point
suitable for means for the
products with a recovery of oil with exceeding 60℃ (closed-cup test) and a Ch. 3, Pt. 8 of the Rules
flash point of a flash point Reid vapour pressure below atmospheric
pressure
60℃ and less exceeding 60℃
For transporting personnel, but not as 1. For ships not less than
Traffic Ship Traffic ships
passenger transport service. 20 m in length, in
accordance with Ch. 2, Pt.
2 of the Rules; for high
speed craft, in accordance
with Rules for
Construction and
Classification of
Sea-Going High Speed
Craft.
2. For ships less than 20 m
Ships owned or operated by the
Public Affair in length, in accordance
Public affair ships Government and used only for
Ship with Rules for
non-commercial services
Construction of Coastal
Boats.
3. For ships carrying more
than 12 personnel, in
accordance with technical
requirements for passenger
ships, unless specially
specified by the
Administration①
1. For ships not less than
20 m in length, in
Ships dedicated to specific services. × is
accordance with Ch. 2, Pt.
to be substituted by a specific service,
2 of the Rules; for high
e.g.:
speed craft, in accordance
Pilot Boat: Ships dedicated to pilot
with Rules for
service;
Construction and
Anchor Boat: Ships dedicated to
× Boat Work boats Classification of
operations related to anchoring and
Sea-Going High Speed
mooring;
Craft.
Light Boat: Ships dedicated to serving as
2. For ships less than 20 m
navigational marks;
in length, in accordance
Diving Boat: Work boats dedicated to
with Rules for
diving operations
Construction of Coastal
Boats
Sewage Sewage recovery
Ships dedicated to recovery of rubbish Ch. 2, Pt. 2 of the Rules
Recovery Ship ships
This notation may be assigned to ships for
which the Special Purpose Ship Safety
Certificate is issued according to IMO
Code of Safety for Special
Code of Safety for Special Purpose Ships
Special purpose Purpose Ships or a
SPS or a standard acceptable to the
ships standard acceptable to the
Administration.
Administration
This notation may be assigned separately,
or as a special duty notation for certain
ship types
Offshore engineering support ships used
Well Guidelines for Well
Well stimulation for or designed to be used for the
Stimulation Stimulation
operation of offshore well stimulation
LNG LNG bunkering Ships with the function of LNG Rules for LNG Bunkering
Bunkering Ship ships bunkering Ships
For sea-going passenger ships which
Ch. 2, Ch. 3 and Ch. 4 of
Cruise Cruise ships provide travel and leisure services, e.g.
Rules for Cruise Ships
culture, sports, dining, shopping,

① The notation ―Crew Boat‖ is used for traffic ships flying the flag of Saint Vincent and Grenadines.

1-17
Class notation Description Technical requirements①

accommodation and sightseeing for


passengers through various living and
recreational facilities provided on board,
the notation ―Cruise‖ may be added after
the class notation ―Passenger Ship‖.
Other ships (e.g. ro-ro passenger ships)
having functions of cruise ship may also
be assigned corresponding class notations
in relation to cruise ships

Cargo and Loading Notations Table D


Technical
Class notation Description
requirements
Bulk carriers are to be assigned this notation,
provided they
Ch. 8, Pt. 2 of the
① are designed to carry dry bulk cargoes of density
Rules
Harmonized 1.0 t/m3 and above;
BC-A For CSR ships, in
notation BC-A ② have specified holds empty at maximum
accordance with Ch.
draught;
1, Pt. 9-1 of the Rules
③ have BC-B requirements included in loading
conditions
Bulk carriers are to be assigned this notation,
provided they Ch. 8, Pt. 2 of the
① are designed to carry dry bulk cargoes of density Rules
Harmonized of 1.0 t/m3 and above;
BC-B For CSR ships, in
notation BC-B
② have all cargo holds loaded; accordance with Ch.
③ have BC-C requirements included in loading 1, Pt. 9-1 of the Rules
conditions
Bulk carriers are to be assigned this notation, Ch. 8, Pt. 2 of the
provided they are Rules
Harmonized
BC-C For CSR ships, in
notation BC-C ① designed to carry dry bulk cargoes of density
accordance with Ch.
less than 1.0 t/m3 1, Pt. 9-1 of the Rules
This notation is to be added after a harmonized
notation to show the limitation when maximum
Maximum Maximum
design cargo density is less than 3.0 t/m3, and Ch. 8, Pt. 2 of the
Cargo Density cargo density
maximum allowed cargo density is to be indicated Rules
(×× t/m3) (×× t/m3)
in the brackets. This notation is applicable only to
BC-A and BC-B
This notation is to be added after a harmonized
notation to show the limitation when the ship has
No loading and
not been designed for loading and unloading in Ch. 8, Pt. 2 of the
No MP unloading in
multiple ports in accordance with the Rules. This Rules
multiple ports
notation is applicable to all harmonized notations
(BC-A, BC-B, BC-C)
Allowed
Combination This notation is to be added after a harmonized
combination of Ch. 8, Pt. 2 of the
of empty holds notation when specified empty holds are allowed in
specified Rules
allowed design. The notation is applicable only to BC-A
empty holds
Holds Nos. For bulk carriers with specified or alternate holds
Holds nos. ××× Ch. 8, Pt. 2 of the
××× may be empty, this notation to be added after a harmonized
may be empty Rules
empty notation
Existing ships, if not meeting the structural strength
requirements for with standing flooding of any one
Holds Nos. cargo hold as specified in SOLAS regulation XII/5.1
××× May Be Restrictions and the strength standards and renewal criteria for
Empty With from sailing single-side skin construction as specified in
SOLAS XII/14
Restrictions with any hold resolution MSC.168(79), are not to sail with any
Imposed By empty cargo hold loaded to less than 10% of the hold‘s
SOLAS XII/14 maximum allowable cargo weight when in the full
load condition, on and after 1 July 2006 or reaching
10 years of age, whichever is later

1-18
Technical
Class notation Description
requirements
Max. Cargo Maximum For bulk chemical tankers, scantlings of structural
Density ××× cargo density members of cargo tanks are determined to the
t/m3 ××× t/m3 maximum design pressure, maximum temperature
Maximum and maximum cargo density, in accordance with the
Max. Pressure characteristics of cargoes intended to be carried.
pressure ×××
××× MPa Where the maximum permissible pressure/vacuum
MPa Rules for
relief valve setting (gauge) of all tanks is combined
Construction and
with the associated maximum cargo density, the
Equipment of Ships
combination is to be marked:
Carrying Dangerous
Max. Pressure XX MPa & Max. Cargo Density YY
Maximum Liquid Chemicals in
Max. Cargo t/m3
cargo Bulk
Temperature Where the maximum permissible pressure/vacuum
temperature relief valve setting (gauge) of a certain group of
×××℃
×××℃ tanks is combined with the associated maximum
cargo density, the combination is to be marked:
Max. Pressure XX MPa & Max. Cargo Density YY
t/m3 for Cargo Tanks No.ZZa, ZZb
Max. Cargo Maximum
Density ××× cargo density
t/m3 ××× t/m3
Maximum For liquefied gas carriers, scantlings of structural
Max. Vapour members of cargo tanks are determined to the
vapour Rules for
Pressure ××× maximum design pressure, maximum cargo density
pressure ××× Construction and
MPa and minimum cargo temperature, in accordance
MPa Equipment of Ships
Minimum Minimum with the characteristics of cargoes intended to be
Carrying Liquefied
Cargo cargo designed to be carried.
Gases in Bulk
Temperature temperature Where fitted with reliquefaction or refrigeration
×××℃ ×××℃ equipment, the notation LG may be added

Reliquefaction
LG
of gas
Max. Cargo Maximum ××× tank is designed to carry liquid cargo of density
Sec 13, Ch. 2, Pt. 2 of
Density in ××× cargo density less than ×× t/m3, the notation is only to be added
the Rules
Tank (×× t/m3) in tank after ―Offshore Supply Ship‖
Ore carriers meeting the requirements for fast Ch. 16, Pt. 2 of the
EL100 Ore carriers
loading may be assigned this notation Rules

Special Features Notations Table E


Technical
Class notation Description
requirements
Ships with longitudinal framing for strength
Strengthened deck and bottom within cargo area, and double
Strengthened For Sec. 22, Ch. 2, Pt. 2
for heavy bottom and strengthening for bottom framing
Heavy Cargoes of the Rules
cargoes within cargo area, may be assigned this
notation
For ships the design of which has been checked
using CCS COMPASS-Structure software, one
or more of the following suffixes R, D and F
are to be added. Meanings of the suffixes are as
follows:
R: for ships the check of which against rules
has been performed using
COMPASS-Structure
COMPASS COMPASS COMPASS-Structure;
software
D: for ships of which hull structure direct
calculations have been performed using
COMPASS-Structure;
F: for ships of which hull structure fatigue
strength assessment has been performed using
COMPASS-Structure.
Such notation is necessary for CSR ships
Emergency Upon prior ERS agreement between the owner ERS agreement or
ERS
response service and CCS and an electronic database for statement signed by

1-19
Technical
Class notation Description
requirements
stability and structural strength of a ship, CCS shipping company or
will in case of emergency of the ship, e.g. shipping operator
collision at sea, grounding, oil spillage, etc. and and CCS is to be
at request of the owner, initiate an emergency provided onboard the
response procedure to provide calculation and ships①
analysis for damage stability, structural
strength and spillage, giving technical support
to the ship in getting out of danger and
recommendations to the owner/master in
making final decision
ERS agreement or
statement signed by
shipping company or
Where ERS agreement or statement is signed
shipping operator
by shipping company or shipping operator and
Emergency and ERS onshore
ERS* ERS onshore service unit designated by the
response service service unit
Administration, the notation may be added with
designated by the
the application of the owner
Administration is to
be provided onboard
the ships
Operation in first-year ice conditions and
having independent icebreaking capability.
Capable of Ch. 9, Pt. 8 of the
Icebreaking This notation is to be used in conjunction with
breaking ice Rules
ice notations and added before the type
notation, e.g. Icebreaking Tug, Ice Class B1
Bottom
Bottom
strengthened for Bottom of dredgers strengthened for operating Ch. 14, Pt. 2 of the
Strengthened for
operating aground Rules
Operating Aground
aground
Strengthening of inner bottom plating, lower
Structural
strake of hopper tank sloping plate and
strengthening
transverse lower stool plating for holds Sec. 1, Ch. 1, Pt. 9-1
GRAB [X] for
designed for loading/unloading by grabs having of the Rules
loading/unloadi
a maximum weight up to × tons
ng by grabs
×-unladen grab weight
Strengthening of inner bottom plating, lower
Structural strake of hopper tank sloping plate and
strengthening transverse lower stool plating for holds of
Sec. 23, Ch.2, Pt. 2
Grab*(×) for non-CSR ships designed for loading/unloading
of the Rules
loading/unloadi by grabs having a maximum weight up to ×
ng by grabs tons
×-unladen grab weight
For ships designed and constructed in
Common accordance with common structural rules
CSR Pt. 9 of the Rules
structural rules contained in PART NINE of the Rules, this
notation is to be added after type notation
Cargo spaces of bulk chemical tankers are Rules for
Stainless Steel Stainless steel
constructed of stainless steel Construction and
Equipment of Ships
Lining with Fitted with
Cargo spaces of bulk chemical tankers are Carrying Dangerous
Corrosion Resistant corrosion
fitted with corrosion resistant lining Liquid Chemicals in
Lining resistant lining
Bulk

① Refer to IACS Rec.145 ―Recommendation for the Operation of Shore-Based Emergency Response Services‖.

1-20
Technical
Class notation Description
requirements
Ships of which specific spaces comply with PSPC(B) and
IMO Performance Standard for Protective PSPC(D) are to
Coatings may be assigned this notation, with comply with the
one or more of suffixes B, C, D and V being requirements of IMO
added thereafter. Meanings of the suffixes are resolution
as follows: MSC.215(82);
B: protective coatings applied in dedicated PSPC(C) is to
Protective seawater ballast tanks of all types of ships; comply with the
PSPC
coating C: protective coatings applied in cargo oil tank requirements of IMO
spaces of crude oil tankers; resolution
D: protective coatings applied in double-side MSC.288(87);
skin spaces; PSPC(V) is to
V: protective coatings applied in void spaces of comply with the
bulk carriers and oil tankers. requirements of IMO
Note: B, C, D and V can operate both resolution
separately and together MSC.244(83)
Ships fit for carriage of dangerous goods in
Fit for carriage packaged form or solid dangerous goods in
SOLAS II-2 Reg.
of dangerous bulk and holding a certificate of fitness for SOLAS Reg. II-2/19
19
goods carriage of dangerous goods, may be assigned
this notation at the request of the owner
Ships intended to use low sulphur fuel oil with
sulphur content not exceeding 0.10% (m/m) Guidelines for Use
Low sulphur
LSFO may be assigned this notation if the of Low Sulphur Fuel
fuel oil
requirements of Guidelines for Use of Low Oils in Ships
Sulphur Fuel Oils in Ships are complied with
Handling of Ch. 20, Pt. 8 of the
Anchor Handling Ships capable of handling anchors
anchors Rules
Ships for which the control of structural
precision at critical locations of hull (including
alignment, fitting-up, edge treatment and
Guidelines for
Monitoring of technological standards) is in accordance with
Construction
CM construction of an approved plan. For tankers and bulk carriers
Monitoring of Hull
hull structure subject to SOLAS Chapter II-1 Part A-1
Structures
Regulation 3-10 (Goal-based ship construction
standards for bulk carriers and oil tankers) this
class notation is necessary
PC1 Year-round operation in all polar waters
Year-round operation in moderate multi-year
PC2
ice conditions
Year-round operation in second-year ice which
PC3
may include multi-year ice inclusions
Operation in
Year-round operation in thick first-year ice
PC4 polar waters Ch. 13, Pt. 8 of the
which may include old ice inclusions
covered by Rules
Year-round operation in medium first-year ice
PC5 multi-year ice
which may include old ice inclusions
Summer/autumn operation in medium first-year
PC6
ice which may include old ice inclusions
Summer/autumn operation in thin first-year ice
PC7
which may include old ice inclusions
Operation in severe ice conditions, not
requiring ice breaker assistance. Maximum and
Ice Class B1* minimum ice class draughts fore, amidships
Operation in
and aft, and minimum required main engine
waters covered Ch. 4, Pt. 2 / Ch. 14,
output to be stated in classification certificate
by first-year Pt. 3 of the Rules②
Operation in severe ice conditions and if
ice①
necessary, with ice breaker assistance.
Ice Class B1
Maximum and minimum ice class draughts
fore, amidships and aft, and minimum required

① Such as Northern Baltic Sea in winter, Bohai Sea in winter and Northern Huanghai Sea in winter.
② Attention is to be paid to relevant special requirements of international industrial organizations and oil
companies.

1-21
Technical
Class notation Description
requirements
main engine output to be stated in classification
certificate
Operation in moderate ice conditions and if
needed, with ice breaker assistance. Maximum
and minimum ice class draughts fore,
Ice Class B2
amidships and aft, and minimum required main
engine output to be stated in classification
certificate
Operation in light ice conditions and if needed,
with ice breaker assistance. Maximum and
Ice Class B3 minimum ice class draughts fore, amidships
and aft, and minimum required main engine
output to be stated in classification certificate
Operation in very light ice conditions and if
Ice Class B
needed, with ice breaker assistance
Marking the operating draft assigned to floating
cranes, dredgers and hopper barges, with the
Operating draft Sec. 13, Ch. 1, Pt. 2
WD (××.×× m) value in the brackets indicating the maximum
(××.×× m) of the Rules
draft allowed for operations of these working
ships, in m
Where a ship is designed for a minimum design
Minimum fatigue life of 25 years or more, the class Guidelines for
FL design fatigue notation FL may be assigned at 5-year intervals Fatigue Strength of
life starting from the 25th year, e.g. FL (25), FL Ship Structure
(30)
Relevant
requirements of the
Corrosion resistant steel is used as an
Guidelines for
Corrosion alternative to protective coating for cargo oil
MCRS Survey of Corrosion
resistant steel tanks of crude oil tankers in accordance with
Resistant Steel of
IMO resolution MSC.289(87)
Cargo Oil Tanks of
Crude Oil Tankers
The cargo deck
plating in deck cargo
area to comply with
the requirements of
11.3.2 of Sec. 3, Ch.
The deck structure of specified deck cargo area 11, Pt. 2 of the
is designed to be strengthened. The permissible Rules.
loads, in ××× t/m2, in cargo area of The cargo deck
Strengthened for Strengthened
strengthened deck are to be indicated in framing in deck
Deck Cargoes for deck cargoes
operation documents. cargo area to comply
The notation is only to be added after with the
―Offshore Supply Ship‖ requirements for
cargo deck plating as
specified in Sec. 4,
Ch. 11, Pt. 2 and
Sec. 8, Ch. 2, Pt. 2 of
the Rules
The basic Anti-Cold Climate notation,
applicable for ships intended to operate in
ACC (DST)
non-polar waters in low air temperature
environments
The polar Anti-Cold Climate notation,
ACC-POLAR
applicable for ships intended to operate in polar
(DST) Ships operating
waters in low air temperature environments
in low air Ch. 23, Pt. 8 of the
The hull Anti-Cold Climate notation, applicable
temperature Rules
for materials used for hull structures of ships
H (DST) environments
intended to operate in low air temperature
environments
The DE-ICE notation, applicable for ships
operating occasionally in low air temperature
DE-ICE
environments and in addition, for ships
operating in areas and during periods where

1-22
Technical
Class notation Description
requirements
more severe ice and snow accretion are likely
to occur
Conventional
Ships provided with conventional air diving Ch. 25, Pt. 8 of the
DSV-Air air diving
system may be assigned this notation Rules
support system
Saturation
Ships provided with saturation diving system Ch. 25, Pt. 8 of the
DSV-Sat diving support
may be assigned this notation Rules
system
For fatigue strength assessment of specific
route and design fatigue life; the expected
service/route may be added after the class Ch. 8 of Guidelines
Spectrum-based notation, for example, where a membrane tank for Survey of
SBFA
fatigue analysis LNG carrier navigates in North Atlantic Ocean Membrane Tank
is designed for a minimum design fatigue life LNG Carriers
of 25 years, the class notation of SBFA is SBFA
(25, North Atlantic)
Ships which achieve intelligent operation in
terms of one or more aspect of navigation, hull,
machinery, energy efficiency, cargo control,
integration platform are assigned the notation,
where the capital letters in the parentheses
stand for intelligent degree, which are detailed
as follows:
N – basic function of intelligent navigation:
route design and optimization;
No – autonomous navigation;
Nn – advanced autonomous navigation;
H – basis function of intelligent hull: hull
lifecycle management;
Hm – hull monitoring and assistant
decision-making;
M – basic functions of intelligent machinery:
carrying out monitoring of the operating
condition of main propulsion engine(s), engines
used for auxiliary power generation and
shafting;
carrying out analysis and assessment of the
operating condition and health condition of
machinery installations based on data collected
i-Ship (Nx, Hx, by the condition monitoring system; Rules for Intelligent
Intelligent ships
Mx, Ex, Cx, Ix) Mm – the condition-based maintenance based Ships
on condition monitoring is implemented for
main propulsion engine(s) and parts;
Ma – the condition-based maintenance based
on condition monitoring is implemented for
engines used for auxiliary power generation
and its parts;
Mp – the condition-based maintenance based
on condition monitoring is implemented for
propulsion shafting;
E – basic functions of intelligent energy
efficiency management: online monitoring and
obtaining of ship navigational condition,
energy efficiency and energy-consuming
condition, meteorological and environmental
data and providing evaluation, report and alarm
on ship energy efficiency and
energy-consuming condition;
Es – speed optimization;
Et – optimal stowage based on trim
optimization;
C – monitoring alarm and auxiliary systems for
cargo hold, cargo and cargo protection system
as well as cargo stowage system;

1-23
Technical
Class notation Description
requirements
CI – automatic cargo loading and unloading;
I – intelligent integration platform
Cruise ships assigned with class notation CEDI
is to be affixed with one or more Ox, Cx, Fx
marks, the meaning of which are as follows:
Ox – passenger occupation, including tonnage
per passenger, living area per passenger and
passenger to crew ratio;
Cx – comfort, including vibration, noise and
indoor climate;
Fx – passenger leisure facilities, including
Cruising facilities provided in passenger cabin,
Ch. 5 of Rules for
CEDI (Ox, Cx, Fx) Experience passenger public space and recreational and
Cruise Ships
Design Index leisure spaces;
x is divided into grade 3, 4 and 5, matching the
ship hardware such as space arrangement,
equipment and system provision corresponding
to 3 star and 3 star +, 4 star and 4 star +, 5 star
and 5 star + used in the rating of cruise ship
industry respectively, so as to achieve
passenger occupation, comfort and functional
needs required by relevant star rating at the
design and construction stage of cruise ships
Cruise ships comply with the requirements of
Sanitation Ensurance Design Index may be
assigned notation SEDI (x);
Requirements in relation to hygiene and health,
such as for galley and dining room, food
storage, potable water, garbage, solid and
medical waste, medical facilities, indoor
Sanitation environment are put forward;
Ch. 6 of Rules for
SEDI (x) Ensurance x is divided into grade 3, 4 and 5, matching the
Cruise Ships
Design Index ship hardware such as space arrangement,
equipment and system provision corresponding
to 3 star and 3 star +, 4 star and 4 star +, 5 star
and 5 star + used in the rating of cruise ship
industry respectively, so as to achieve
passenger occupation, comfort and functional
needs required by relevant star rating at the
design and construction stage of cruise ships

Machinery Notations Table F


Technical
Class notation Description
requirements
Machinery
Main propulsion machinery remotely controlled
space Ch. 3, Pt. 7 of the
AUT-0 from BCS, machinery space including CCS
periodically Rules
periodically unattended
unattended
Central Ships with this notation are to be provided with CCS
control of and LCS. When machinery and electrical equipment Sec. 2, Ch. 4, Pt. 7 of
MCC
machinery are in normal operation, CCS is to be constantly the Rules
spaces attended by watch-keepers
Remote Main propulsion machinery remotely controlled
Sec. 3, Ch. 4, Pt. 7 of
BRC control from from BCS, machinery spaces constantly attended by
the Rules
bridge watch-keepers

Special Equipment and System Notations Table G


Technical
Class notation Description
requirements
Equipped with
Container Appendix 1 of Ch.
Container Ships other than container ships fitted with container
securing 7, Pt. 2 of the
Securing securing arrangements may be assigned this notation
arrangements Rules
Arrangements

1-24
Technical
Class notation Description
requirements
Emergency Emergency
Tankers provided with emergency towing Sec.5, Ch. 3, Pt. 2
Towing towing
arrangements may be assigned this notation of the Rules
Arrangements arrangements
Ships provided with approved loading computers are
to be assigned this notation, with one or more of
suffixes OA, S, I, G and D being added thereafter.
Meanings of the suffixes are as follows:
Appendices 1 & 2
OA: Capable of calculating optimal trim curve in
of Ch. 2, Pt. 2 of
each loading condition and creating optimal
the Rules, and
energy-saving loading plan by automatic
Guidelines for
Loading Loading optimization;
Application of
Computer computers S: Capable of calculating and checking hull strength
Automatically
under various loading conditions;
Optimized
I: Capable of calculating and checking intact
Loading
stability;
Computers
G: Capable of calculating and checking stability of
grain in bulk;
D: Capable of calculating and checking damage
stability
Mooring
Equipped with Equipped with Equipment
Single Point single point Ships equipped with single point mooring connecting Guidelines of Oil
Mooring mooring installation according to relevant requirements are to Companies
Connecting connecting be assigned the notation International
Installation installation Marine Forum
(OCIMF)
For ships provided with inert gas system.
Inert gas Ch. 4, Pt. 6 of the
IGS Note: ―IGS‖ has the same meaning as ―Inert Gas
systems Rules
System‖
MARPOL Annex I
Crude oil This notation may be added for ships fitted with to be complied
COW
washing system crude oil washing system with, as
appropriate
MARPOL Annex I
Clean ballast This notation may be added for ships fitted with clean to be complied
CBT
tank ballast tanks with, as
appropriate
This notation may be added for ships fitted with MARPOL Annex I
Segregated segregated ballast tanks. to be complied
SBT
ballast tank Where segregated ballast tanks are in a protective with, as
location, the notation PL is to be added after SBT appropriate
For ships with areas and structures for takeoff and
Sec. 18, Ch. 2, Pt.
Helicopter Helicopter landing of helicopters, and storage, fire protection
2 & Ch. 5, Pt. 6 of
Facilities facilities and oil supply facilities for helicopters, this notation
the Rules
may be added
Electrical Electrical
For ships fitted with electrical propulsion system, this Ch.15, Pt. 8 of the
Propulsion propulsion
notation may be added Rules
System systems
Guidelines for
Using liquefied
LPG Fuel For ships using liquefied petroleum gas as fuel, this Survey of Ships
petroleum gas
System notation may be added Powered by Gas
as fuel
Fuel
Standard(s)
acceptable to CCS,
e.g. CB3404-91
―Technical
For ships fitted with water jet units, this notation may
Water Jet Units Water jet units conditions for
be added
water jet
mixed-flow pump
and axial flow
pump of ships‖
Z-propulsion For ships fitted with Z-propulsion system, this Ch. 11, Pt. 3 of the
Z-propulsion
system notation may be added Rules

1-25
Technical
Class notation Description
requirements
This notation is assigned to those ships not fitted with
propulsion equipment used for main propulsion
purposes or those ships fitted with propulsion
machinery used only for purposes such as lateral
Non-propulsion thrusting, operational actions or auxiliary propulsion
Non-propulsion
machinery during tugging, and is to be added after the type
notation. In case of a type notation indicating that the
ship is not self-propelling, e.g. ―Barge, Oil Barge,
Pontoon Barge, Floating Dock, Hopper Barge, Split
Hopper Barge‖, this notation need not be added
For ships fitted with conveyors for cargo handling
and capable of self-loading or self-unloading, this Rules for Lifting
Cargo Handling
Self-unloading notation may be added. In the case of cement carriers Appliances of
by Conveyer
systems fitted with compression operated cargo handling Ships and Offshore
System
system, this notation may be replaced by the notation Installations
Air Slid Conveyer System, as necessary
For ships fitted with systems for control of vapour
Vapour control emission from tanks in compliance with the Rules Ch. 15, Pt. 3 of the
VCS
systems (excluding requirements for VCS-T) , this notation Rules
may be added
Vapour control For ships fitted with systems for control of vapour
Ch. 15, Pt. 3 of the
VCS-T systems – emission from tanks in compliance with the Rules,
Rules
transfer this notation may be added
For ships fitted with auxiliary propelling /
Auxiliary Auxiliary
maneuvering units which are intended not for
Propelling/ propelling/
navigation purposes, but only for locally adjusting Pt. 3 of the Rules
Maneuvering maneuvering
operation position of the ship, this notation may be
Units units
added
Rules for Lifting
Marine lifting appliances. This notation is to be added
Lifting Lifting Appliances of
together with the notation Floating Crane for floating
Appliance appliances Ships and Offshore
cranes and upon request, for other ships
Installations
Ships, of which the main propulsion machinery
and/or the steering gear is provided with redundancy,
may be assigned this notation wherein the letter N
indicates one of the following cases:
1 – A ship fitted with two or more propulsion
machines but only a single propulsor and a
single steering system.
2 – A ship fitted with two or more propulsion
machines and also two or more propulsors and
Redundant
two or more steering systems. Ch. 14, Pt. 8 of the
PR-N propulsion
1S – A ship fitted with only a single propulsor and a Rules
system
single steering system but having two or more
propulsion machines arranged in separate
compartments.
2S – A ship fitted with two or more propulsion
machines and also two or more propulsors and
two or more steering systems, having the
propulsion machines, propulsors and associated
steering systems arranged in separate
compartments
Guidelines for
Dual fuel diesel The class notation may be assigned to LNG carriers Design and
DFD engine used as fitted with dual fuel diesel engines as power plant in Installation of
power plant compliance with the requirements of the Guidelines Dual Fuel Engine
System
This notation may be assigned to ships of which main
Rules for Ships
Natural Gas Natural gas used propulsion and/or auxiliary machinery uses natural
Powered by
Fuel as fuel gas or fuel oil and natural gas as fuel, except for
Natural Gas Fuel
liquefied gas carriers
This notation may be assigned when only sensors
Hull monitoring Ch. 21, Pt. 8 of the
HMS monitoring the global longitudinal stress amidships
system Rules
are installed in the hull monitoring system

1-26
Technical
Class notation Description
requirements
This notation may be assigned when not only sensors
monitoring the global longitudinal stress amidships
are installed in the hull monitoring system, but also
sensors/ components monitoring other parameters are
selected, where within the brackets there will be
letters specifying the selected sensors/components
and multiple letters are separated by comma
mponents and multiple lette components may be
selected for the hull monitoring system:
G: Sensor monitoring the global hull strain
D: Sensor monitoring the local hull strain
O: Sensor monitoring the propulsion shaft(s) output
HMS(x) A: Sensor monitoring the axial acceleration
M: Device for monitoring of hull rigid body motions
(six degrees of freedom)
P: Sensor monitoring the transient sea pressure acting
on the hull (slamming)
S: Sensor monitoring the liquid motion pressures in
tanks (sloshing)
T: Sensor monitoring the temperature
B: Device for monitoring the wave
W: Wind sensor
N: Navigation sensors
C: Online link to loading computer that is
continuously up-dating the loading condition
This notation may be assigned to the hull monitoring
HMS-HSC
system installed on high speed craft
Ergonomic This notation may be assigned to ships the decks of
Ch. 22, Pt. 8 of the
ECL Container which are loaded with containers and specially
Rules
Lashing designed for the safety of securing personnel
Vessels with dynamic positioning systems are to be
assigned this notation, with N being one of the
following:
1 Vessels with dynamic positioning systems can
automatically keep their position and heading within
specified environmental conditions. In addition,
independent centralized manual position control and
automatic heading control are to be provided.
Dynamic
2 Vessels with dynamic positioning systems can Ch. 11, Pt. 8 of the
DP-N positioning
automatically keep their position and heading in case Rules
systems
of a single failure (excluding loss of a cabin or
cabins) within specified environmental conditions
and operating limits.
3 Vessels with dynamic positioning systems can
automatically keep their position and heading in case
of a single failure (including total loss of a cabin
caused by fire or flooding) within specified
environmental conditions and operating limits

1-27
Technical
Class notation Description
requirements
A ship assigned with the class notation of DFDR may
has one or more suffix(es) of XN. The intention of XN
is as follows:
H: the hull structures have been strengthened in
accordance with the relevant requirements of natural
gas fuel powered ships
T: the natural gas fuel containment system
(bunkers/fuel tanks) and its supporting members have
been installed
M: the main engine installed in ship‘s construction is
a dual fuel engine
m: main engine installed in ship‘s construction may
be converted to a dual fuel engine in future
A: the auxiliary engine installed in ship‘s construction
is a dual fuel engine Guidelines for
DFDR Natural gas fuel a: the auxiliary engine installed in ship‘s construction Natural Gas Fuel
(X1,…,XN) ready system may be converted to a dual fuel engine in future Ready Ships
B: the boiler installed in ship‘s construction is a dual
fuel boiler
P: the arrangement in ship‘s construction has been
considered the approaching installation of natural gas
fuel supply system and related to, including the
arrangement of piping, bunkering station, compressor
room, gas valve unit, fire-fighting system, etc.
E: the power distribution system has been reserved
for the equipment related to natural gas fuel powered
system in ship‘s construction
D: the gas dangerous zones have been taken into
consideration in ship‘s construction
Note: It must be alternative to the suffixes M or m; it
is optional for the other suffixes.
Arrangement of bridge and wheelhouse together with
One man bridge Ch. 4, Pt. 8 of the
OMBO navigational equipment and system are suitable for
operation Rules
one man bridge operated ships
Guidelines for
Survey of Solar
Solar Photovoltaic
For ships fitted with solar photovoltaic system, this
SPV photovoltaic System and
notation may be added
system Lithium Iron
Phosphate Battery
System
For EGC Ready (X) class notation, the symbol X
stands for the type of the EGC system, including:
(1) dry desulfurization system, expressed by the
capital letter D;
(2) open loop exhaust gas cleaning system, expressed
Exhaust gas Guidelines for
by the capital letter O;
cleaning Exhaust Gas
EGC Ready (X) (3) closed loop exhaust gas cleaning system,
systems (EGC) Cleaning Systems
expressed by the capital letter C;
Ready Ready
(4) open-closed hybrid composite system, expressed
by the capital letter H.
X is to be replaced by one of the four letters above
based on the type of the EGC system intended to be
installed
In assigning class notation SCR Ready(X), X is to be
Guidelines for
Selective catalytic replaced by U or A, the meaning of which are as
Selective Catalytic
SCR Ready (X) reduction system follows:
Reduction System
(SCR) Ready U: SCR with reductant using aqueous urea solution;
Ready
A: SCR with reductant using aqueous ammonia
Lashing Appendix 1 of Ch.
Ships provided with onboard container lashing
CLC calculation 7, Pt. 2 of the
calculation programme may be assigned this notation
programme Rules
Securing of Ships applying for securing of containers for Appendix 1 of Ch.
CLC (V)
containers for specified voyage on the basis of notation CLC may 7, Pt. 2 of the

1-28
Technical
Class notation Description
requirements
specified be assigned this notation Rules
voyage
Securing of
Ships applying for securing of containers for Appendix 1 of Ch.
containers for
CLC (V, W) specified weather on the basis of notation CLC(V) 7, Pt. 2 of the
specified
may be assigned this notation Rules
weather
Remote
operated Ships provided with remote operated submersible Ch. 25, Pt. 8 of the
ROVS
submersible vehicles may be assigned this notation Rules
vehicles
Ships are not provided with other power source
except the fuel cell power system. The fuel cell
power system provides power to all equipment
FC-FULL onboard the ship (propulsion, steering gears and other
essential equipment, emergency equipment as well as
other equipment) and complies with the provisions of
the Guidelines
Guidelines for
Ships are provided with the diesel generating set and
Fuel cell power Application of
the fuel cell power system. The fuel cell power
systems Fuel Cell Power
FC-POWER 1 system provides power to essential equipment of the
Systems
ship and complies with the provisions of the
Guidelines
Ships are provided with the diesel generating set and
the fuel cell power system. The fuel cell power
FC-POWER 2 system provides power to non-essential equipment
and non-emergency equipment and complies with the
provisions of the Guidelines

Special Survey Notations Table H


Technical
Class notation Description
requirements
This notation is required for oil tankers, oil/bulk
carriers, oil/bulk/ore carriers, chemical tankers, bulk
carriers, self-unloading bulk carriers engaged on
international voyages. This notation is optional by
Enhanced
the owner for oil tankers, oil/bulk carriers,
ESP survey Ch. 5 of this PART
oil/bulk/ore carriers, chemical tankers, bulk carriers,
programme
self-unloading bulk carriers subject to ESP and
engaged on non-international voyages, with attention
being given to the special requirements of the flag
States
In-Water For ships suitable for in-water surveys, this notation Ch. 12, Pt. 8 of the
In-water survey
Survey may be assigned Rules
Where continuous survey system for hull is adopted
in lieu of special survey and items required in special
survey are to be surveyed in regular rotation with
Continuous uniform annual share within the five-year class
CHS Ch. 5 of this PART
hull survey period, this notation may be assigned and applies to
ships other than general dry cargo ships, oil tankers,
combination carriers, chemical tankers and bulk
carriers only
Where continuous survey system for machinery is
Continuous adopted in lieu of special survey and items required
CMS machinery in special survey are to be surveyed in regular Ch. 5 of this PART
survey rotation with uniform annual share within the
five-year class period, this notation may be assigned
Sec. 12 and
This notation may be assigned to oil-lubricated or Appendix 14
Screwshaft water-lubricated propeller shafts fitted with ―Guidelines for
SCM condition approved shaft seals and complying with Appendix Screwshaft
monitoring 14 ―Guidelines for Screwshaft Condition Monitoring Condition
System‖ of Ch. 5 of this PART Monitoring System‖
of Ch. 5 of this

1-29
Technical
Class notation Description
requirements
PART
This notation may be assigned to ships having
lubricating oil condition monitoring system of diesel
engines and complying with Appendix 15
―Guidelines for Lubricating Oil Condition Appendix 15
Monitoring System of Diesel Engines‖ of Ch. 5 of ―Guidelines for
Diesel engine
this PART. Lubricating oil analysis is to cover Lubricating Oil
lube oil
ECM lubricating oil in use for cylinders, pistons, piston Condition
condition
rings, piston rods, piston pins, crossheads, crosshead Monitoring System
monitoring
pins, guides, crankshafts and all bearings, connecting of Diesel Engines‖ of
rods, piston rod stuffing boxes. Results of the Ch. 5 of this PART
analysis is to be used to determine whether an
overhaul is necessary analyzed through lube oil
according to and other parameters
Appendix 16
―Guidelines for
Planned This notation may be assigned to ships for which
Survey of Planned
maintenance CCS-approved PMS is adopted as an alternative to
PMS Maintenance Scheme
scheme (PMS) special or continuous (if adopted) survey of
(PMS) for
for machinery machinery and electrical installations
Machinery‖ of Ch. 5
of this PART
Guidelines for the
For ships the relevant structures of which are tested
Application of
by TOFD under the supervision of CCS surveyors
Time of flight Time-of-Flight
according to the requirements of these Guidelines, if
ANDT (T) diffraction Diffraction (TOFD)
all tested locations are found satisfactory, upon the
(TOFD) and Phased Array
request of the ship owner, the notation may be
Ultrasonic Testing
assigned
(PAUT) Techniques
Guidelines for the
For ships the relevant structures of which are tested
Application of
by PAUT under the supervision of CCS surveyors
Phased array Time-of-Flight
according to the requirements of these Guidelines, if
ANDT (P) ultrasonic Diffraction (TOFD)
all tested locations are found satisfactory, upon the
testing (PAUT) and Phased Array
request of the ship owner, the notation may be
Ultrasonic Testing
assigned
(PAUT) Techniques
Guidelines for
Combined
Combined Inspection
inspection of
of Time-of-Flight
time-of-flight For ships the thick plate butt welds of which are
Diffraction (TOFD)
diffraction jointly tested by TOFD and PAUT according to the
Technique and
ANDT (TP) (TOFD) requirements of these Guidelines, if all tested
Phased Array
technique and locations are found satisfactory, upon the request of
Ultrasonic Testing
phased array the ship owner, the notation may be assigned
(PAUT) for Marine
ultrasonic
Thick Plate Weld
testing (PAUT)
Joints

Environmental Protection Notations Table I


Technical
Class notation Description
requirements
This notation may be assigned to ships complying
with relevant requirements for pollution-preventing
Sec.2, Ch. 8, Pt. 8 of
Clean Clean structures, equipment and operational procedures
the Rules
in CCS rules, in addition to statutory requirements
for pollution prevention
Fuel tank This notation may be assigned to ships with all fuel
FTP (+)
protection tanks provided with double-hull protection
Sec. 3, Ch. 8, Pt. 8 of
This notation may be assigned to ships with
Fuel oil tank the Rules
FTP double-hull protection or equivalent protective
protection
measures

1-30
Technical
Class notation Description
requirements
This notation may be assigned to ships having
control of drainage from laundry, bathroom, galley,
Gray water accommodation and fitted with a grey water
GWC
control holding tank of required capacity, high level alarm
and a sewage disposal system with required
processing capacity
This notation may be assigned to ships, of which
all refrigerants used are to have an Ozone
Refrigeration
RSC Depleting Potential (ODP) rating of zero and a
system control
Global Warming Potential (GWP) of less than
2,000
Sulphur content of all fuel oils used on board is not
SEC(I) to exceed 1.0% (m/m) or equivalent means are
used
Sulphur content of all fuel oils used on board is not
SOx emission
SEC(II) to exceed 0.5% (m/m) or equivalent means are
control
used
Sulphur content of all fuel oils used on board is not
SEC(III) to exceed 0.1% (m/m) or equivalent means are
used
Anti-fouling This notation may be assigned to ships, of which
AFS
system anti-fouling system is not to contain any biocides
Guidelines for
Ballast water
For ships implementing approved ballast water Development of
BWMP management
management plan on board Ship‘s Ballast Water
plan
Management Plan
This notation may be assigned if the noise levels in
related spaces of the ship meet the Rule
COMF Comfort (noise Ch. 16, Pt. 8 of the
requirements for comfort of crew and passengers,
(NOISE N) N) Rules
with N = 1 or 2 or 3 indicating different comfort
levels, where 1 represents the highest comfort level
This notation may be assigned if the vibration
levels in related spaces of the ship meet the Rule
Comfort Ch. 16, Pt. 8 of the
COMF (VIB N) requirements for comfort of crew and passengers,
(vibration N) Rules
with N = 1 or 2 or 3 indicating different comfort
levels, where 1 represents the highest comfort level
This notation may be assigned if the vibration Ch. 14 & 15 of
Habitability levels in related spaces of the ship meet the Guidelines for
HAB (VIB)
(vibration) habitability requirements regarding crew and Shipboard Vibration
passengers in ISO 6954 Control
This notation may be assigned if related structures Ch. 14 & 15 of
Structural of the ship meet the structural vibration Guidelines for
VIB (S)
vibration requirements in the Guidelines and no damage will Shipboard Vibration
be caused due to structural fatigue Control
This notation may be assigned if related
Ch. 14 & 15 of
machineries of the ship meet the mechanical
Machinery Guidelines for
VIB (M) vibration requirements in the Guidelines and no
vibration Shipboard Vibration
damage due to mechanical fatigue or accelerated
Control
wear of moving parts will be caused
Ch. 14 & 15 of
This notation may be assigned if the ship meets the
Guidelines for
VIB Vibration requirements for both structural vibration VIB(S)
Shipboard Vibration
and mechanical vibration VIB(M)
Control
The green elements of the ship in terms of
environmental protection, energy efficiency
(including design energy efficiency and operation
Green Ship I
energy efficiency) and working environment
comply with all applicable requirements for Green Rules for Green
Green ship
Ship I Ships
The green elements of the ship in terms of
environmental protection, energy efficiency
Green Ship II
(including design energy efficiency and operation
energy efficiency) and working environment

1-31
Technical
Class notation Description
requirements
comply with all applicable requirements for Green
Ship II
The green elements of the ship in terms of
environmental protection, energy efficiency
(including design energy efficiency and operation
Green Ship III
energy efficiency) and working environment
comply with all applicable requirements for Green
Ship III
The ship‘s attained EEDI value is equivalent to the
EEDI(I) requirement for EEDI Phase 0 of MARPOL Annex
VI
Energy The ship‘s attained EEDI value is equivalent to the
EEDI(II) efficiency in requirement for EEDI Phase 1 of MARPOL Annex
ship design VI Ch. 2 of Rules for
The ship‘s attained EEDI is equivalent to the Green Ships
EEDI (II+) requirement for EEDI Phase 2 of MARPOL Annex
VI
The ship‘s attained EEDI value is equivalent to the
EEDI(III) requirement for EEDI Phase 3 of MARPOL Annex
VI
In compliance with standards of Tier II in
NEC (II)
NOx emission MARPOL Annex VI
control In compliance with standards of Tier III in
NEC (III)
MARPOL Annex VI
The ship is to carry the Inventory of Hazardous
Materials verified by CCS and complying with the
GPR requirements of Hong Kong International
Sec. 3, Ch. 8, Pt. 8 of
Convention for the Safe and Environmentally
Green passport the Rules
Sound Recycling of Ships, 2009
The ship is to carry the Inventory of Hazardous
GPR(EU) Materials verified by CCS and complying with the
requirements of EU Regulation No.1257/2013
Ballast water Ship‘s ballast water management system must be
BWMS management approved and comply with the requirements for the
system installation and arrangements of the Rules
The ship is to have a Ship Energy Efficiency
SEEMP(I) Management Plan (SEEMP) developed in
accordance with the relevant IMO guidelines
For a ship with notation SEEMP(I), where a ship
energy efficiency management system is
SEEMP(II) established by the Company or the Operator of the
Energy ship and certified by CCS, this notation may be
Ch. 2 of Rules for
efficiency in assigned
Green Ships
ship operation For a ship with notation SEEMP(II), where a ship
has software for real time monitoring of e.g. route
optimization and hull biofouling so as to monitor
SEEMP(III) relevant parameters affecting ship energy
efficiency and/or adjust energy efficiency
measures at any time, this notation may be
assigned
This notation may be assigned to ships meeting the Guidelines for
Crew Accommodation plan approval and construction requirements for Implementation of
Accommodation of crew accommodation of crew members on board Inspections of
(MLC) members sea-going ships in CCS Guidelines, in addition to Maritime Labour
those statutory requirements Conditions
The class notation may be assigned to a ship fitted
with a high-voltage shore connection system
High-voltage
having rated alternating voltage above 1 kV and up
Shore Ch. 19, Pt. 8 of the
AMPS to and including 15 kV for supplying shore power
Connection Rules
while in port so as to ensure normal operation of
System
equipment intended to be used when generating
sets of the ship are stopped
Integrated Bilge The IBTS notation may be assigned for ships the Ch. 8, Pt. 8 of the
IBTS
Water Treatment management and discharge arrangements of the Rules

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Technical
Class notation Description
requirements
System bilge water from machinery spaces complying with
the requirements of the integrated bilge water
treatment system (IBTS) as specified in
MEPC.1/Circ.642, as revised by MEPC.1/Circ.676
and MEPC.1/Circ.760
The EAL notation may be assigned for ships the
lubricants used for the oil/water interfaces
Environmentally complying with the relevant provisions on
EAL Acceptable environmentally acceptable lubricants as specified
Lubricants in CCS Guidelines for implementation of the
survey of the requirements for environmentally
acceptable lubricants by US EPA
The Biofouling-C notation may be assigned for
ship having a biofouling management plan, which
is prepared in accordance with 2011 Guidelines for
Biofouling
Biofouling-C the control and management of ships‘ biofouling to
Control
minimize the transfer of invasive aquatic species
adopted by IMO by resolution MEPC.207(62) and
to be approved by CCS
Guidelines for
SOx emission
Design and
control (Exhaust Ships installed with the EGC systems for reduction
SEC (EGCS) Installation of
gas cleaning of SOx emission may be assigned this notation
Exhaust Gas
system)
Cleaning Systems
Guidelines for
NOx emission Application of
control (Selective Ships installed with the SCR systems for reduction Selective Catalytic
NEC (SCRS)
catalytic reduction of NOx emission may be assigned this notation Reduction (SCR)
system) System Onboard
Ships

Refrigerated Cargo Installation Notations Table J


Technical
Class notation Description
requirements
For ships fitted with refrigerated cargo installations,
CRS (×× Hold this notation is to be added after type notation, and
××℃, ××℃ Refrigerated minimum temperature(s) to be maintained by the Ch. 1 to Ch.3, Pt. 5 of
Max. Sea cargo installation at maximum sea water temperature the Rules
Water) stated and cargo area covered by the minimum
temperature(s) are to be stated
Preservation of For refrigerated installations for cargo fruits, this Ch. 1 to Ch.3, Pt. 5 of
CF
fruit notation is to be added the Rules
For refrigerated cargo installations having a
Ch. 1 to Ch.3, Pt. 5 of
QF Quick freezing quick-freezing capability for fishing vessels, this
the Rules
notation is to be added
For container ships capable of carrying refrigerated
Carriage of containers in holds, this notation may be added,
CRC (××
refrigerated where:
Holds), AC Ch. 4, Pt. 5 of the Rules
containers in AC — Air-cooled refrigerated containers;
f/WC
holds f — Simultaneity factor for refrigerating plant;
WC — Water-cooled refrigerated containers

Other Notations Table K


Technical
Class notation Description
requirements
Capable of applying technical means of optimal
Ship‘s optimal trim operation recommended by IMO or trim Rules for Intelligent
OTA
trim decision optimization system installed on board for guiding Ships
operational trim adjustment
Ship‘s energy Capable of monitoring ship‘s operation in real time Sec. 7, Ch. 6 of this
EOM
efficiency and supporting decision on operational energy PART

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Technical
Class notation Description
requirements
real-time on-line efficiency management and optimization by
monitoring collecting operational parameters of ship‘s
energy-consuming equipment and navigational
equipment and synchronizing with shore-based
equipment
Capable of automatically creating and optimizing
Oil tanker‘s
cargo oil unloading operation plan or installing oil
cargo
tanker unloading operation intelligent Rules for Intelligent
COS operational
decision-making system by carrying out emulation Ships
emulate
or real-time monitoring of oil tanker in-port
optimization
operation
Intelligent solution based on 3D emulate
Hull structure technology, creating digital hull information model,
Rules for Intelligent
HLM full-life-cycle serving each phase of ship construction and
Ships
management operation and facing healthy monitoring
management of hull structure
Hull inspection Periodical inspection and maintenance scheme for
Guidelines for Hull
and hull structure and deck equipment. By
HIMS Inspection and
maintenance implementation of scheme, which is implemented
Maintenance Scheme
scheme by means of computerized management system
Relating thickness measurement data collected by
CCS hull structure thickness measurement software
with digital hull model based on 3D emulate
technology and creating hull structure thickness
database to monitor structure thickness and forecast
Hull structure
corrosion trend, and evaluating hull structural
thickness
strength. The following notation may be assigned, Rules for Intelligent
TS-N monitoring and
where N being one of them: Ships
strength
1 − Hull structure thickness monitoring;
assessment
2 − Hull structure thickness monitoring,
longitudinal bending strength evaluation;
3 − Hull structure thickness monitoring,
longitudinal bending strength evaluation, fatigue
strength evaluation

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CHAPTER 3 INSPECTIONS OF PRODUCTS

Section 1 GENERAL PROVISIONS

3.1.2 Definitions
3.1.2.1 For the purpose of products inspections required by the Rules:
(3) Design approval (DA) means the evaluation process whereby CCS confirms that product
design meets requirements of CCS rules and/or other acceptable standards through drawing
examination and prototype test.
(15) Additional audit means an audit carried out by CCS in accordance with the specific
requirements. Specific requirements mean situations as deemed necessary by CCS, such as
changes to the design, manufacturing process or testing, major production problems or major
product delivery problems and reinstatement of the suspended approval certificate,
(1516) Components mean parts/members forming a piece of equipment and/or a system.
(1617) Design means all relevant drawings, documents and calculation reports describing the
performance, installation and manufacturing technologies of products.
(1718) Documentation means all necessary written information regarding design, processes,
products or services.
(1819) Manufacturer means an organization producing and/or assembling final products and
fully responsible for such products.
(1920) Document means a formal document showing compliance of a design, product, service or
process with specified requirements.
(2021) Manufacturer’s document means statements or certificates issued by the manufacturer as
the result of exercising his inspection duty, showing that the products meet relevant requirements.
(22) Test report means the document issued by manufacturer, showing that the completed
inspection and test of the samples from the existing products has met the requirements for the
products.
(2123) Equivalent document means certificates, reports, etc. issued not in the name of CCS, but
stamped by CCS and endorsed by CCS Surveyor, showing that the products have been
satisfactorily inspected according to CCS requirements.
(2224) Class notations indicate different features of a product in sequence, and will be appended
on approval and/or product certificates. Class notations are optional.
(2325) Approval of class notations means that the manufacturer‗s ability of continuously
producing products meeting requirements of CCS additional requirements are confirmed by CCS
through documentation review, approval test and on-site audit. It is optional.
(2426) Alternative Certification Scheme (ACS) means a certification scheme through which
classification society will evaluate manufacturer‘s quality assurance and quality control
arrangement and authorize the manufacturer to replace classification society‘s surveyor in
undertaking and witnessing tests after confirming the compliance of the arrangement with the
Rules.

3.1.3 Requirements for manufacturers


3.1.3.7 The manufacturer is to notify CCS promptly when any serious quality problems of
production or products are found.

3.1.4 Basic requirements for products inspections


3.1.4.5 Where the products have been approved in one or more modes, the specified unit/batch
inspection requirements may be replaced with the following:
(2) replacing the Surveyor by the manufacturer in carrying out a part of or complete on-site
inspections, verifying by the Surveyor of production and quality control information provided by
the manufacturer.

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Requesting design approval Requesting type approval Requesting works approval

Yes
Design
Document review
approved?

No

Drawing examination Document review Document review

Prototype test Prototype/type test Type test

Yes
Design Approval
Cert.?
Test
No

No No
ISO 9001? Approval terminated ISO 9001?

No Approval completed Yes


Yes
Yes
Self-inspec
tion? ACS?

Check of quality management system Product quality assurance Check of quality management system

Checking quality management system of Checking quality management Checking quality management system of
the manufacturer and verifying system of the manufacturer and the manufacturer and verifying
compliance with requirements for quality verifying compliance with compliance with requirements for quality
On-site audit system of classification society additional requirements for system of classification society
quality system of classification
society

Issue of Design Issue of Type Approval Issue of Type Approval A Issue of Works
Approval Certificate B Certificate Certificate Approval Certificate

Figure 3.1.4.2

3.1.5 Documents
3.1.5.2 Products documents
(1) A unit/batch inspection of classification and statutory products is to be documented as follows:
① CCS Marine Products Certificate:
A document issued by the Surveyor to show that:

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d. the product has been tested in the presence of the Surveyor or recognized independent
third party service firm of inspection and testing accepted by CCS or in a specially
agreed condition.
(2) The products of which the type approval and/or works approval is required but the products
certificate is not required, are to provide type approval and/or works approval certificates and may
be certified as follows:
① Manufacturer‘s document (W) is issued by the manufacturer to show that:
e. the product has been tested and endorsed in the presence of the department‘s
representative authorized by the manufacturer.
(3) An inspection of products other than those specified in rules and statutory requirements is to be
documented as follows:
① Inspection certificate of marine products:
② Test certificate of marine products:

3.1.6 Conditions for use of inspection marks


3.1.6.3 The inspection marks are to be affixed by a steel stamp so far as is practicable, generally
on a readily accessible non-working face and/or nameplate of the product. If this is impracticable,
fake-proof CCS marks inspection poster or other marking means agreed by CCS may be used. The
distribution of the steel stamps or other marks is to be controlled.

3.1.10 Intellectual property rights and confidential principles


3.1.10.2 CCS is responsible for keeping confidentiality of drawings and technical documents
submitted by the applicant. Except for legal litigation, without written authorization of the
applicant, disclosure shall not be made to any other person or entity irrelevant to product design,
manufacturer and maintenance. The application conditions of information disclosure are shown in
2.13.22.12.2 of this PART.

Section 2 UNIT/BATCH INSPECTIONS

3.2.2 General requirements


3.2.2.5 Unit/batch inspections to products without approval which are unnecessary to be
approved are to be carried out unit by unit or batch by batch according to drawings and technical
documents approved by CCS.

3.2.4 Type test


3.2.4.6 After completion of the type test, the test organization is to prepare a test report, covering
at least the following:
(1) type, specification and identification of the product;
(2) test basis: test method and acceptance condition;
(3) specifications of test equipment and measuring instruments (including identification number
and date of last calibration);
(34) environmental conditions of each test item, if applicable;
(45) date and place of test;
(56) test results.

3.2.6 Inspections
3.2.6.3 If work certificates (W) or test reports (TR) are found not to fulfil the standards agreed
with CCS during the inspection, the component or product may not be accepted.

Section 4 TYPE APPROVAL

3.4.1 General requirements


3.4.1.3 The manufacturer is to have a quality management system certificate based upon ISO
9000 or the equivalent standards and issued by an accredited certification body, the certificate is to
be kept valid.
3.4.1.4 The manufacturer is to have a quality control system, drawings, rules and standards that
cover the product to be certified.

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3.4.1.5 The manufacturer applying for type approval of mode A is to have the quality
management system or the additional alternative quality control plan which covers all required
inspection, testing and certification in compliance with CCS rules. Where associated sub-suppliers
or sub-contractors are needed, the quality management system of the sub-supplier or
sub-contractor is to be included in the control requirements of the manufacturer, or the
sub-supplier or sub-contractor applies separately for type approval of mode A.
3.4.1.6 For the manufacturer applying for type approval of mode A, the required inspection and
testing are permitted in two versions with regard to traceability:
(1) The manufacture describes the relevant inspection, testing and certification additional to the
manufacturer‘s standard quality control in order to meet the Rules. The components are to be
stamped with a special stamp supplied by CCS or identified as required by CCS.
(2) The manufacturer has a standard quality control system which covers all required inspection,
testing and certification in compliance with the Rules. The traceability and the required type of
product document for components or products are defined in the system.
3.4.1.7 For manufacturers applying for type approval of mode B for Alternative Certification
Scheme, the relevant requirements of Section 10 of this Chapter are to be complied with.

3.4.3 Document examination


3.4.3.3 In addition, for the manufacturer applying for type approval of mode A, the following
documents are to be submitted for examination:
(1) The extent of the required inspection and testing, and the extent under which conditions the
manufacturer may perform all or parts of the required inspection and testing without the presence
of a Surveyor, including that of the sub-contracted components;
(2) The additional alternative quality control plan which covers all required inspection, testing and
certification in compliance with the Rules, including the procedure of the components to be
stamped with a special stamp supplied by CCS or identified as required by CCS;
(3) The standard quality control system which covers all required inspection, testing and
certification in compliance with the Rules, including the procedure of the traceability and the
required type of product document for components or products;
(4) The existing class approvals of the manufacturer‘s products as far as required;
(5) Quality control plans relevant to the products and relevant components. Such plans are to
detail the inspections and tests required by the Rules with an indication of which inspections and
tests are delegated to the manufacturer and which are to be done in the presence of a Society‘s
representative.
(6) List of nominated personnel for:
① marking/stamping of products;
② tests and inspection (responsible);
③ provision of data and information (e.g. declaration of conformity, test reports etc.).
(7) Any other additional documents that CCS may require in order to evaluate the manufacturing
processes and the product quality control.

3.4.5 On-Site audit


3.4.5.1 Check of quality management system in production location of the manufacturer by the
Surveyor is to meet the requirements of Section 9 of this Chapter.
(2) For the manufacturer applying for type approval of mode A, check of quality management
system is to meet the requirements of 3.9.2.1 and 3.9.2.2, Section 9 of this Chapter.

3.4.7 Periodical audit


3.4.7.1 Within the period of validity of the approval certificate, a manufacturer complying with
the following three conditions is to apply for a periodical verification annually to ensure
maintenance of the validity of the certificate. The periodical verification is to be carried out within
3 months before or after the anniversary date of the certificate which corresponds to the expiry
date:
(3) the product has type approval mode B certificate, and the use of the alternative certification
scheme as specified in Section 10 of this Chapter is applied for.
3.4.7.2 The periodical audit includes:

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(3) for manufacturers using the alternative certification scheme specified in Section 10 of this
Chapter, the process of their product manufacturing, inspection and testing is to be audited to
verify it is properly controlled, and the consistency and validity of the approved quality control
plan.

3.4.8 Renewal audit


3.4.8.1 The renewal audit for the Type Approval Certificate is to be carried out within 3 months
before the expiry date of the certificate. The manufacture is to send a written application to CCS
and inform CCS of any change to the product design and quality system. CCS is to:
(4) for manufacturers using the alternative certification scheme specified in Section 10 of this
Chapter, audit and verify that the process of their product manufacturing, inspection and testing is
to be properly controlled, complying with the conditions for maintaining the alternative
certification scheme, and the consistency and validity of the approved quality control plan.

3.4.10 Additional audit


3.4.10.1 Additional audits may be required to the manufacturer and/or sub-supplier,
sub-contractor at the discretion of CCS.

Section 5 WORKS APPROVAL

3.5.1 General requirements


3.5.1.3 The manufacture is to have obtained the quality management system certificate issued on
the basis of ISO 9000 or equivalent standard and maintained valid.

3.5.2 Document review


3.5.2.1 The applicant is to submit a signed application for works approval, stating the products
and production locations covered by the works approval, together with the following documents
and information for examination:
(1) technical characteristics of the products, at least including the purpose, type, model and main
characteristic parameters of the products together with the latest versions of all standards used;
(4) lists of suppliers of raw materials, main components and parts, with an indication of their class
approval (as far as required by the Rules) and the type of material certification in each case;
(5) quality assurance system documents, including quality manual, and the procedures relevant to
the quality control and inspections, their methods, frequency and certification, information on
main production, inspection and test equipment;.

3.5.6 Periodical audit


3.5.6.1 Within the period of validity of the approval certificate, a manufacturer having works
approval is to apply for a periodical verification annually to ensure maintenance of the validity of
the certificate. The periodical verification is to be carried out within 3 months before or after each
anniversary date of the works approval certificate.
The periodical audit includes:
(3) for manufacturers using the alternative certification scheme specified in Section 10 of this
Chapter, the process of their product manufacturing, inspection and testing is to be audited to
verify it is properly controlled, and the consistency and validity of the approved quality control
plan.

3.5.7 Renewal audit


3.5.7.2 The document review, on-site audit, approval test and issue of the Works Approval
Certificate are to be in accordance with 3.5.2, 3.5.3, 3.5.4 and 3.5.5. For manufacturers using the
alternative certification scheme specified in Section 10 of this Chapter, the process of their product
manufacturing, inspection and testing is to be audited to verify it is properly controlled, complying
with the conditions for maintaining the alternative certification scheme, and the consistency and
validity of the approved quality control plan.

3.5.9 Additional audit

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3.5.9.1 Additional audits may be required to the manufacturer and/or sub-supplier,
sub-contractor at the discretion of CCS.

Section 6 PRODUCT DRAWING EXAMINATION

3.6.1 General requirements


3.6.1.5 Basis for marine product examination includes requirements of CCS rules, international
conventions applicable to the product as well as product standards accepted by CCS. For the
products clearly specified by the rules, at the request of the applicant, appropriate standards may
be accepted as alternative requirements. In any case, alternative standards are not to be inferior to
requirements specified by the rules. The drawing examination is primarily to confirm compliance
of the design of products with applicable rules and guidelines, or their alternative standards as
permitted. Where there are no specially required technical standards in CCS rules, the examination
may be based on applicable industrial standards, or in the absence of applicable rules or industrial
standards, the manufacturer‘s standards or product technical requirements or engineering
calculation and analysis may also be accepted as the basis for examination. The basis for
examination of product drawings will be clearly stated in the product drawing/document approval
notification plan approval comments.
3.6.1.7 The applicant is to submit formal written application for drawing examination. In general,
the applicant is to submit drawings in triplicate to plan approval unit appointed by CCS for
examination. If the same unit carries out drawing examination and inspection, only two copies of
drawings need to be submitted. If the applicant requires more than one copy of drawings to be
returned, number of drawings to be submitted is to be increased accordingly.
3.6.1.7 The applicant is to submit a formal written application for drawing examination together
with the complete drawings and documents, which may be submitted in paper or electronic form
(PDF). The applicant is, in the case of paper drawings, generally to submit the application form (to
be downloaded on website: http://www.ccs.org.cn) and drawings in triplicate to the plan approval
units designated by CCS for examination. Where the drawing examination and inspection are
carried out by a same unit, only two copies of drawings need to be submitted. Where the applicant
requires more than one copy of drawings to be returned, copies of drawings to be submitted are to
be increased accordingly. The application and drawings may be submitted, in the case of
electronic form, through registration on website: http://epasproduct.ccs.org.cn/EPasApp/.

3.6.2 Drawing examination


3.6.2.2 Product drawings and technical documents submitted by the applicant are to comply with
the following requirements:
(2) Drawings and technical documents are to be formal design drawings and documents printed
and duplicated in proper method and with clear face. The preparation, revision and marking of
drawings are to comply with current rules.
3.6.2.3 When examination of drawings and technical documents is completed and designed is
deemed to comply with the requirements of examination basis, CCS will issue product drawing/
document examination approval notification the plan approval comments to applicant.
3.6.2.4 Unless otherwise provided by CCS rules, approval generally means that drawings or
documents have been examined and satisfy applicable examination basis requirements. Other
drawings or technical documents include but not limited to relevant information for support or
assisting examination, which will be kept by CCS for information. Approved conditions and
limitation comments may be written on the drawings or stated in product drawing/document
examination approval notification the plan approval comments. State of ―approval‖ or ―for
information‖ is to be clearly stated in product drawing/document examination approval
notification the plan approval comments.
3.6.2.5 One copy of product drawing/document examination approval notification the plan
approval comments together with stamped drawings and technical documents is to be kept by the
plan approval unit, one copy is to be submitted to the unit carrying out inspection and one copy is
to be returned to the applicant. For items applying in the form of electronic document, return is to
be in electronic form.

3.6.3 Validity of approval

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3.6.3.1 Approved drawings and technical documents are only valid within the scope of
manufacturer, construction engineering No. and construction number stated in product
drawing/document examination approval notification the plan approval comments.

Section 7 APPROVAL OF SERVICE FIRM OF INSPECTION AND TESTING

3.7.2 Document examination


3.7.2.1 The applicant is to submit a signed application for firm approval, indicating scope of
firm approval, and submit the following documents for examination:
(1) firm name, address, brief introduction of service and capability, qualification certificate or
system certificate issued by other authorities (ISO/IEC 17025 certificate is not compulsory, but
service firm of inspection is to establish quality system with reference to ISO/IEC 17025), history
of experience on marine product inspection and testing;

3.7.9 Additional audit


3.7.9.1 Additional audits may be required to the service firm of inspection and testing at the
discretion of CCS.

Section 8 CLASS NOTATIONS FOR PRODUCTS

3.8.1 General requirements


3.8.1.4 Class notations applicable to marine products include but not limited to in the following
Table:
Class Notations for Marine Products
Applicable Technical requirements to be complied
Class notation Description
products with
Sound-isolating structure
Sound-isolating Resolution MSC.337(91) − Code on Noise
for different area is to
structure such as Levels on Board Ships and CCS Guidelines
C-Noise meet requirements for
bulkhead, deck, for Control and Measurement of Noises for
sound- isolating index of
door and window Ships and Marine Products
this area
Marine computer
Safe and reliable
SLC1, SLC2, system (including CCS Guidelines for Safe and Reliable
assessment of the marine
SLC3 programmable Assessment of the Marine Software
software
electronic system)

Section 9 REQUIREMENTS FOR QUALITY SYSTEM CHECK

3.9.2 Contents of quality system check


3.9.2.2 Additional requirements for type approval A and alternative certification scheme quality
system check
(7) The inspection, testing and certification of products comply with the submitted additional
alternative quality control plan or standard quality control system.
3.9.2.3 Requirements for quality system check of periodical audit
(9) For the manufacturer to which alternative certification scheme is issued, the consistency of
manufacturing, inspection and testing of products with the quality control plan approved during
approval is to be checked.

Section 10 ALTERNATIVE CERTIFICATION SCHEME

3.10.1 General requirements


3.10.1.1 During unit/batch inspection, the surveyor may reduce or exempt test items requiring
witness by CCS and allow the manufacturer to carry out inspection and testing as its substitution.
3.10.1.2 The manufacturer using the alternative certification scheme is to be approved by CCS
in one or more modes.
3.10.1.3 For manufacturer using the alternative certification scheme, the required inspection and
testing are permitted in two versions with regard to traceability:

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(1) The manufacture describes the relevant inspection, testing and certification additional to the
manufacturer‘s standard quality control in order to meet the Rules. The components are to be
stamped with a special stamp supplied by CCS or identified as required by CCS.
(2) The manufacturer has a standard quality control system which covers all required inspection,
testing and certification in compliance with CCS rules. The traceability and the required type of
product document for components or products are defined in the system.
3.10.1.4 The manufacturer using the alternative certification scheme is to have the quality
management system or the additional alternative quality control plan which covers all inspection,
testing and certification in compliance with CCS rules. Where associated sub-suppliers or
sub-contractors are needed, the quality management system of the sub-supplier or sub-contractor
is to be included in the control requirements of the manufacturer, or a separate application may be
made by the sub-supplier or sub-contractor.

3.10.2 Conditions
3.10.2.1 The conditions for the manufacturer to be granted the permission to carry out inspection
and testing without the presence of a Surveyor are that:
(1) The manufacturer has a quality control system, current drawings, and Rules and standards that
cover the product to be certified.
(2) The manufacturers (and designers, if producing under license) commit themselves to involve
CCS when changes to the design, manufacturing process or testing are made as well as when any
major production problems or any major product delivery problems have occurred.
(3) The inspection and testing required by the Rules are either standard procedures in the Quality
System and recognized by CCS or specified in detail in the quality control plan.
(4) If work certificates (W) or test reports (TR) are found not to fulfil the standards agreed with
the Society, the component may not be accepted.
(5) CCS ascertains the manufacturer‘s compliance with the ACS requirements by verifying the
required product by means of document review and on-site audit. Follow-up and renewal audits
are conducted by CCS on a regular basis to verify that conditions of the ACS are continuously
maintained by the manufacturer.
(6) The agreed ACS may be suspended or cancelled where deemed necessary by CCS.
(7) Additional audits may be required to the manufacturer and/or sub-supplier and sub-contractor
as deemed necessary by CCS.

3.10.3 Drawing examination


3.10.3.1 The applicant is to submit an application, indicating to which extent and under which
conditions the manufacturer may perform all or parts of the required inspection and testing
without the presence of a Surveyor, including that of the sub-contracted components, and the
following documents are to be submitted for examination:
(1) The additional alternative quality control plan which covers all required inspection, testing and
certification in compliance with CCS rules, including the procedure of the components to be
stamped with a special stamp supplied by CCS or identified as required by CCS; or the standard
quality control system which covers all required inspection, testing and certification in compliance
with CCS rules, including the procedure of the traceability and the required type of product
document for components or products.
(2) The existing CCS class approvals of the manufacturer‘s products as far as required.
(3) Quality control plans relevant to the products and relevant components. Such quality control
plans are to describe the quality assurance, control methods and frequency used in the
manufacturing process according to the technical requirements or standards of the products,
reflecting in particular the inspection and test requirements of CCS rules, guidelines and/or
conventions with an indication of which inspections and tests are delegated to the manufacturer
and which are to be done in the presence of a CCS representative.
(4) List of nominated personnel for:
① marking/stamping of products;
② tests and inspection (responsible);
③ provision of data and information (e.g. declaration of conformity, test reports etc.).
(5) Any other additional documents that CCS may require in order to evaluate the manufacturing
processes and the product quality control.

1-42
3.10.4 On-site audit
3.10.4.1 For manufacturers applying for the alternative certification scheme, the check of quality
management system is to comply with the requirements of Section 9 of this Chapter.

3.10.5 Issuance and validty of alternative certification scheme


3.10.5.1 CCS will issue the product inspection scheme attached with an alternative certification
scheme to a manufacturer at his request for whom the drawing examination and on-site audit have
been completed according to 3.10.2 and 3.10.3 and who is found to comply with the following
requirements:
(1) the requirements for approval of products in one or more modes are met, product quality
assurance meeting requirements of ISO 9001, having an additional CCS-approved procedure for
ensuring that inspections and tests will be in accordance with CCS rules and guidelines;
(2) product quality is found upon CCS inspection experience and quality system check to be
continually kept stable during the period of holding the approval certificate for one or more types
of products;
(3) the operation of the quality management system for marine product is capable of achieving at
least the results of the inspections and tests attended by CCS Surveyor.

1-43
Appendix 1A
LIST OF CERTIFICATION REQUIREMENTS FOR CLASSED MARINE PRODUCTS
Plan
Document Approval mode
No. Product name approval Remark
C/E W DA TA-B TA-A WA PA
Material
For ships with the
water-lubricated screwshaft
Wrapping material of the
2.9 − X − − − X − condition monitoring (SCM)
propeller shaft
system applying for the class
notation SCM
2.10 Structural adhesives - X - - - X -
Hull
5 Hull structure equipment X − − − − X X
Applicable to all forgings and
Stem, stern post, rudder castings integral to hull, and
horn, propeller shaft carrying out inspection and
5.1 X - - - - X X
bracket and fore wheel certification to roughly
bearing seating machined forgings and
castings
6 Outfitting
For Single point mooring
arrangement: chain
Only spare parts need
6.5 stopper, bow fairlead, X − − −X −O − X
inspection and certificate
chafing chain and cable
post
Only spare parts need
For Emergency towing inspection and certificate,
arrangement: short applicable to oil tankers,
6.6 towing rope, chafing X − − −X −O − X liquefied gas carrier and
chain, fairlead, towing dangerous chemical carrier
point and roller fairlead more than 20,000 tonnes
deadweight
Machinery (including machinery equipment of refrigerated vessels)
8 Pumps and piping
Applicable to pipes
mentioned in Appendix 1,
Chapter 2, PART THREE of
8.18 Plastic pipe − X − − − X −
the Rules, also applicable to
the plastic pipes used on
machinery
For fuel oil, lubricating oil,
hydraulic and hot oil system,
fresh water and sea water
Flexible hose assembly,
cooling system, compressed
for piping of Classes I
8.19 X − − X O − X air system, bilge and ballast
and II or more than 50
system, also applicable to the
mm in diameter
flexible hoses used on the
machinery of the above
systems
For fuel oil, lubricating oil,
hydraulic and hot oil system,
fresh water and sea water
cooling system, compressed
Flexible hose assembly: air system, bilge and ballast
8.20 except for O X - X - - X system as well as Class III
above-mentioned steam piping system; C/E is
necessary for gas pipe;
applicable to the flexible
hoses used on the machinery
of the above systems
9 Boiler and pressure vessel
9.1 Boiler body X − − − − X X Including hot oil boiler
Steam heated Steam
9.4 X − X O O − X
generator (over 0.35

1-44
Plan
Document Approval mode
No. Product name approval Remark
C/E W DA TA-B TA-A WA PA
MPa)
10 Machinery equipment
Diesel engine with cylinder
diameter of 300 mm and
above. Dual fuel diesel
10.3 Diesel engine (single) X − OX OX O − X engine and gas fuel diesel
engine are to be in
accordance with this
requirement
Diesel engine with cylinder
diameter less than 300 mm.
Dual fuel diesel engine and
10.4 Diesel engine (in batch) X − X O O − X
gas fuel diesel engine are to
be in accordance with this
requirement
Dual fuel diesel engine and
10.3 Diesel engine X − O X O − X gas fuel engine are referred to
this requirement
For 1) actuation / emergency
actuation; 2) gas control
system; 3) air compressor as
10.45 Air compressor X − X O O − X
replacement of spare air
charging bottle of fireman‘s
outfit
10.56 Oil separator X − X O O − X
10.67 Fuel oil supply unit X − − − − − X
For boiler, main engine,
category A machinery space,
10.78 Fan X − X O O − X
cargo pump tank and other
hazardous zone
When there is class notation
10.89 Refrigerating plant X − − − − − X
of cargo refrigeration

For adjustable pitch propeller


10.91
Hydraulic power plant X − − − − − X (CPP), steering oar and
0
steering gear
10.10 Including compressor for gas
Cargo compressor X − − − − − X
11 fuel, for use by LNG
Applicable to supply of fresh
10.11 Sea water desalting water for operation of fresh
X − − − − − X
12 arrangement water cooling system of main
and auxiliary engines
Applicable to external
10.12 fire-fighting of fire-fighting
Monitor, foam monitor X − − X O − X
13 ships applying for class
notations of FIFI1~ FIFI3
10.13
Steering gear X − X O O − X
14
10.14
Fin stabilizer X − − − − − X
15
Gear transmission
11
arrangement
Applicable to gear
transmission arrangement of
main propulsion machinery
for transmitting maximum
continuous power of not less
Gearbox (100 kW and
11.1 X − − X O − X than 220 kW and essential
above)
auxiliary engine of not less
than 110 kW Applicable to
gear transmission
arrangement of main
propulsion machinery and

1-45
Plan
Document Approval mode
No. Product name approval Remark
C/E W DA TA-B TA-A WA PA
auxiliary engine for generator
Applicable to gear
transmission arrangement of
main propulsion machinery
for transmitting maximum
continuous power of less than
220 kW and essential
11.2 Gearbox (below 100 kW) X − − − − − X
auxiliary engine of less than
110 kW Applicable to gear
transmission arrangement of
main propulsion machinery
and auxiliary engine for
generator
Electrical installations and automatic equipment
13 Electrical installations
Uninterrupted Power For application, refer to 3.9.1,
13.17 Supply (UPS) (50 kVA −X X− − X O − X Chapter 3, PART FOUR of
and over) the Rules
Uninterrupted Power For application, refer to 3.9.1,
13.18 Supply (UPS) (below 50 - X - X O - X Chapter 3, PART FOUR of
kVA) the Rules
For passenger ships with
ro-ro cargo spaces or special
13.18 Additional emergency
− X − X O − X spaces (refer to 2.2.2.3,
19 illumination equipment
Chapter 2, PART FOUR of
the Rules)
Applicable to ships applying
13.19 Cable management
X − − − − − X for class notation of high
20 system
pressure shore power
Distribution cabinet for Applicable to ships applying
13.20
high voltage shore power X − − − − − X for class notation of high
21
connection pressure shore power
Control panel for high Applicable to ships applying
13.21
voltage shore power X − − − − − X for class notation of high
22
switch-in pressure shore power
13.22
Lighting fitting − X − X − − X
23
For heating combustible
13.23
Electrical heater X − − − − − X medium such as fuel oil and
24
lubricating oil
13.24
Explosion-proof motor X − − X O − X
25
13.26 Explosion-proof lamp - X - X - - X
Applicable to electrical
products for which the
Other explosion-proof certification requirements are
electrical equipment X1 X1 X1 specified in the List of
13.27 - - - X
(including switch and - X X Certification Requirements
joint box, light, etc.)1 (such as sensor, meter,
detector and control
box/cabinet, etc.)
Applicable to electrical
products for which the
certification requirements are
Other explosion-proof
13.28 X - - - - - X not specified in the List of
electrical equipment 2
Certification Requirements
(such as junction box, button
box, branch switch, etc.)
13.26
Engine telegraph − X − X − − X
29
13.27
Sound-powered telephone − X − X − − X
30
13.28 Engineer‗s alarm system X − − X O − X

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Plan
Document Approval mode
No. Product name approval Remark
C/E W DA TA-B TA-A WA PA
31
13.29 Automatic start device of
X − − − − − X
32 generators
13.30 Combined visual and
X − − − − − X
33 audible alarm panel (box)
14 Automatic equipment
Including manual valve
Valve remote control
14.5 X − − X O − X remote control system for
system
emergency maneuvering
Applicable to hardware, type
approval is not necessary for
two equipped computers
14.7 EOM system computer − X − X − − X
which are standby each other.
For ships applying for EOM
notation
For ships applying for EOM
14.8 Shaft power meter − X − X O − X
notation
For ships applying for EOM
14.9 Flowmeter − X − X O − X
notation
Symbols:
3) X1: The certification requirements for such explosion-proof product are consistent with those for the existing non
explosion-proof product of the same type.

1-47
Appendix 1B
LIST OF CERTIFICATION REQUIREMENTS FOR STATUTORY MARINE
PRODUCTS
Plan
Document Approval mode
No. Product name approval Remark
C/E W DA TA-B TA-A WA PA
1 Life-saving appliances
Including:
(a) for life boat and rescue
Position-indicating lights
1.2 − X − X − − X boat;
for life-saving appliances
(ba) for lifebuoy;
(cb) for lifejacket
Fire-resisting material,
3 structure and fire-fighting
equipment
Including:
1. (a) cable penetration;
(b) penetrations such as pipes,
ducts and ports (for
penetration piping made of
steel 3 mm and over in
thickness, not less than 900
mm in length or the equivalent
material with no opening,
Class A and class B division certificate is not required);
3.9 − X − X − − X
penetration 2. class B division
penetrations made of a steel
sleeve, having a thickness of
not less than 1.8 mm and a
length of not less than 900
mm for pipe diameters of 150
mm or more and not less than
600 mm for pipe diameters of
less than 150 mm, certificate
is not required
4 Navigational equipment
Electronic chart system
4.19 X − − X O − X
(ECS)
4.19 Multi-system electronic
X − − X O − X
20 positioning equipment
Global positioning system
4.21 X − − X O − X
(GPS) receiver equipment
Shipborne BEIDOU
4.22 Satellite navigation system X − − X O − X
(BDS) receiver equipment
4.20 9 GHz radar search and
X − − X O − X
23 rescue transponders (SART)
4.21
AIS SART equipment X − − X O − X
24
4.22 Automatic Identification
X − − X O − X
25 System (AIS)
4.23
Radar equipment X − − X O − X
26
4.24 Radar equipment with chart
X − − X O − X
27 option
4.25 Radar reflector—passive
− X − X − − X
28 type
4.26
Radar target intensifier − X − X − − X
29
4.27 Searchlight for high speed
− X − X − − X
30 craft
4.28 Night-vision unit for high
− X − X − − X
31 speed craft
4.29
Daylight signaling lamp X − − X O − X
32

1-48
Plan
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No. Product name approval Remark
C/E W DA TA-B TA-A WA PA
4.30 Bridge navigational watch
− X − X − − X
33 alarm system (BNWAS)
4.31
Sound reception system X − − X O − X
34
4.32 Long-range identification
X − − X O − X
35 and tracking system (LRIT)
4.33 Ship‘s electronic clinometer
X − − X O − X
36 (navigation bridge)
4.34
Pilot ladder X − − − − − X
37
4.35 Pilot‘s accommodation
X − − − − − X
38 ladder
Radio communication
5
equipment
BD emergency
5.10 position-indicating radio X − − X O − X
beacon (BD-EPIRB)
5.10 INMARSAT ship earth
X − − X O − X
11 station
MF/HF radio installation
capable of voice
5.11 communication narrow
X − − X O − X
12 band direct-printing
telegraph and digital
selective calling (DSC)
Portable survival craft
5.12
two-way VHF X − − X O − X
13
radiotelephone apparatus
VHF emergency
5.13
position-indicating radio X − − X O − X
14
beacon
5.14
Distress alarm panel X − − X O − X
15
5.15
Ship security alert system X − − X O − X
16
5.16 Aviation two-way VHF
X − − X O − X
17 radiotelephone apparatus
7 SOLAS II-1 equipment
Embarkation and
disembarkation of personnel
on board the ships constructed
7.2 Transfer arrangements X − − − − − X
after 1 January 2010, to which
Part A-1 of Chapter II-1 of
SOLAS apply
8 SOLAS II-2 equipment
8.1 Deep-fat cooking equipment O X − X O − X
9 SOLAS XI-1 equipment
All ships on which the
Portable atmosphere testing
9.1 X − − X O − X instrument is provided on or
instrument
after 1 July 2016
10 IBC and IGC Codes
10.1 Cargo hose O X − X O − X
Symbols:
Other statutory marine products with certification requirements of the Administration are to be implemented as required
by the Administration.

1-49
Appendix 2A
LIST OF CERTIFICATION REQUIREMENTS FOR CLASSED MARINE PRODUCT
PARTS

Plan
Document Approval mode
No. Product name approval Remark
C/E W DA TA-B TA-A WA PA
Material
2 Non-metallic material
Propeller shaft coating
2.9
material
2.10 Structural adhesives
Hull
6 Outfitting
Parts material is subject to
For Single point
6.5 inspection and certification
mooring arrangement
according to rules requirements
Chain stopper, bow Material is subject to inspection
.1 fairlead, chafing chain X and certification according to
and pedestal roller rules requirements
Parts material is subject to
For Emergency towing
6.6 inspection and certification
arrangement
according to rule requirements
Towing pennant,
Material is subject to inspection
chafing chain, fairlead,
.1 X and certification according to
strong point and roller
rules requirements
pedestal
Anchoring and mooring
7
equipment
7.5 Windlass
.10 Main shaft (steel bar) X2 − − − − − X1
If used as an alternative for
Mooring winch and
7.6 windlass, see relevant
capstan
requirements for windlass
.4 Main shaft (forging) X − − − − X X1
.5 Main shaft (steel bar) X2 − − − − − X1
Winch or capstan for
7.7
operation
.4 Main shaft (forging) X − − − − X X1
.5 Main shaft (steel bar) X2 − − − − − X1
Machinery (including machinery equipment of refrigerated vessels)
8 Pumps and piping
Flexible hose assembly,
for piping of Classes I
8.19
and II or more than 50
mm in diameter
Pipe end fittings which are type
tested along with hose assembly
.1 Pipe end fittings − X − X − − −
may not apply for a separate
type approval
Flexible hose assembly:
8.20 except for
above-mentioned
Pipe end fittings which are type
tested along with hose assembly
.1 Pipe end fittings − X − X − − −
may not apply for a separate
type approval
Boiler and pressure
9
vessel
Steam heated Steam
9.4 generator (over 0.35
MPa)
10 Machinery equipment
10.1 Steam turbine
.1 Rotor X − − − − − X Inlet temperature >250℃

1-50
Plan
Document Approval mode
No. Product name approval Remark
C/E W DA TA-B TA-A WA PA
The temperature of main and
auxiliary steam turbine and
.4 Thimble X − − − − − X steam turbine of inlet
temperature > 250℃
Inlet temperature >250℃
The temperature of main and
auxiliary steam turbine and
.5 Blade X − − − − − X steam turbine of inlet
temperature > 250℃
Inlet temperature >250℃
The temperature of main and
auxiliary steam turbine and
.6 Teeth coupling X − − − − − X steam turbine of inlet
temperature > 250℃
Inlet temperature >250℃
The temperature of main and
auxiliary steam turbine and
.7 Cylinder and bolt X − − − − − X steam turbine of inlet
temperature > 250℃
Inlet temperature >250℃
The temperature of main and
auxiliary steam turbine and
.8 Diaphragm plate X − − − − − X steam turbine of inlet
temperature > 250℃
Inlet temperature >250℃
The temperature of main and
auxiliary steam turbine and
.9 Guide blade X − − − − − X steam turbine of inlet
temperature > 250℃
Inlet temperature >250℃
The temperature of main and
auxiliary steam turbine and
.10 Box body X − − − − − X steam turbine of inlet
temperature > 250℃
Inlet temperature >250℃
The temperature of main and
auxiliary steam turbine and
.11 Foundation X − − − − − X steam turbine of inlet
temperature > 250℃
Inlet temperature >250℃
The temperature of main and
auxiliary steam turbine and
.12 Condenser X − − − − − X steam turbine of inlet
temperature > 250℃
Inlet temperature >250℃
10.3 Diesel engine (single)
C/E to be provided for steel
.1 Bedplate X − − − − X X1
plate and steel casting material
C/E to be provided for steel
.2 Entablature X − − − − X X1
plate and steel casting material
.3 Crankcase safety valve − X − X − − X
C/E to be provided for
1 casting/forging material
.4 Piston head X − − − − X X
(cylinder diameter more than
400 mm)
C/E to be provided for casting
.5 Cylinder case X − − − − X X1
material
C/E to be provided for
.6 Crankshaft X − − − − X X1
casting/forging material
Crankshaft coupling C/E to be provided for
.7 X − − − − X X1
flange (not integral casting/forging material

1-51
Plan
Document Approval mode
No. Product name approval Remark
C/E W DA TA-B TA-A WA PA
type) and bolt (cylinder diameter more than
400 mm)
C/E to be provided for
casting/forging material
.8 Piston rod X − − − − X X1
(cylinder diameter more than
400 mm)
C/E to be provided for forging
.9 Connecting rod X − − − − X X1
material
C/E to be provided for
casting/forging material
.10 Crosshead X − − − − X X1
(cylinder diameter more than
400 mm)
C/E to be provided for casting
.11 Cylinder cover X − − − − X X1
and forging material
C/E to be provided for blank
.12 Tie rod X − − − − X X1
material
Crosshead connecting C/E to be provided for blank
.13 X − − − − X X1
bolt material
Connecting rod upper/ C/E to be provided for blank
.14 X − − − − X X1
lower bolt material
C/E to be provided for blank
.15 Main bearing bolt X − − − − X X1
material
Foundation bolts of C/E to be provided for blank
.16 X − − − − X X1
main engines material
C/E to be provided for blank
.17 Cylinder cover bolt X − − − − X X1
material
C/E to be provided for
casting/forging material
.18 Gear X − − − − X X1
(cylinder diameter more than
400 mm)
.19 Resilient mounting X − − X O − X
Including fuel oil pipe and
.20 Fuel injection pipe X − − X O − X
hydraulic oil pipe
.21 Fuel injector − X − − − − X
High pressure fuel
.22 X − − − − − X Applicable to hydraulic oil
pump
Fuel injection control Applicable to electric control
.23 X − − − − − X1
unit diesel engine
Applicable to electric control
Fuel oil common rail
.24 X − − − − − X1 diesel engine, C/E to be
arrangement
provided for forging material
Hydraulic oil control Applicable to electric control
.25 X − − − − − X1
unit diesel engine
Applicable to electric control
Hydraulic oil common
.26 X − − − − − X1 diesel engine, C/E to be
rail arrangement
provided for forging material
.27 Main starting valve X − − − − − X1
.28 Start air pipe X2 − − − − X X1
.29 Pipe of class III − X − − − X X
Flexible hose assembly,
for piping of Classes I
.30 X − − X O − X
and II or more than 50
mm in diameter
Flexible hose assembly:
.31 except for − X − X − − X
above-mentioned
Corrugated expansion
.32 − X − X − − X
joint
.33 Engine-driven air bottle X − − − − − X
.34 Emergency blower X − − − − − X
Motors (50 kW and
.35 X − − X O − X
over)

1-52
Plan
Document Approval mode
No. Product name approval Remark
C/E W DA TA-B TA-A WA PA
.36 Motors (below 50 kW) − X − X - − X
.37 Air cooler X − X O O − X
.38 Supercharger X − X O O − X
.39 Oil mist detector − X − X − − X
Applicable to electronic speed
.40 Speed governor − X − X − − X
governor
Control and alarm box
.41 X − − X O − X Including safety alarm system
of diesel engine
Applicable to electric control
.42 Electric control system X − − X O − X
diesel engine
10.3 Diesel engine
C/E to be provided for steel
.1 Welding bedplate X − − − − X X1
plate and steel casting material
Bearing seat (steel C/E to be provided for steel
.2 X − − − − X X1
casting) casting material
C/E to be provided for steel
.3 Welded frame X − − − − X X1 plate and steel casting /forging
material
C/E to be provided for steel
.4 Weld frame X − − − − X X1 plate and steel casting /forging
material
C/E to be provided for
Block body (iron
.5 − X − − − X X1 casting/forging material
casting)
(cylinder diameter > 300 mm)
Crankcase explosion
.6 − X − X − − X
relief valves
C/E to be provided for
.7 Piston crown X − − − − X X1 casting/forging material
(cylinder diameter > 400 mm)
C/E to be provided for casting
.8 Cylinder liner − X − − − X X1 material (cylinder diameter >
300 mm)
C/E to be provided for
.9 Crankshaft X − − − − X X1
casting/forging material
C/E to be provided for
casting/forging material,
.10 Crank X − − − − X X1 applicable to
structure-semi-integrated
crankshaft
C/E to be provided for forging
Main shaft journal
material, applicable to
.11 (forging) and shaft X − − − − X X1
structure-semi-integrated
journal with flange
crankshaft
Crankshaft connecting
C/E to be provided for
.12 bolt (semi-built X − − − − X X1
casting/forging material
crankshaft)
C/E to be provided for
.13 Piston rod X − − − − X X1 casting/forging material
(cylinder diameter > 400 mm)
Connecting rod
C/E to be provided for forging
.14 (including bearing X − − − − X X1
material
cover)
C/E to be provided for
.15 Crosshead X − − − − X X1 casting/forging material
(applicable to crosshead engine)
C/E to be provided for
.16 Cylinder cover X − − − − X X1 casting/forging material
(cylinder diameter > 300 mm)
C/E to be provided for blank
.17 Tie rod X − − − − X X1 material (applicable to
crosshead engine)
Connecting rod upper/ C/E to be provided for blank
.18 − X − − − X X1
lower bolt material (cylinder diameter >

1-53
Plan
Document Approval mode
No. Product name approval Remark
C/E W DA TA-B TA-A WA PA
300 mm)
C/E to be provided for blank
.19 Main bearing bolt − X − − − X X1 material (cylinder diameter >
300 mm)
C/E to be provided for blank
Foundation bolts of
.20 X − − − − X X1 material (cylinder diameter >
main engines
300 mm)
C/E to be provided for blank
.21 Cylinder cover bolt − X − − − X X1 material (cylinder diameter >
300 mm)
High pressure Also applicable to common rail
.22 X − − X O − X
fuel/servo oil pipe pipe
High pressure fuel
.23 − X − − − − X
injection valve
High pressure fuel Also applicable to high pressure
.24 X − − − − − X
injection pump servo oil pump
Accumulator for fuel oil
.25 X − − − − X X1 Applicable to the capacity > 0.5l
or servo oil system
Piping, pump, actuator C/E to be provided for
.26 for hydraulic driven X − − − − X X1 casting/forging material, if
valves applicable
engine-driven pump
Applicable to power > 800
.27 (oil, water, fuel, bilge X − − X O − X1
kW/cyl
water)
.28 Main starting valve X − − − − − X1
.29 Start air pipe X2 − − − − X X1
.30 Pipe of class III − X − − − X X
Flexible hose assembly,
for piping of Classes I
.31 X − − X O − X
and II or more than 50
mm in diameter
Flexible hose assembly:
.32 except for − X − X − − X
above-mentioned
Corrugated expansion
.33 − X − X − − X
joint
.34 Engine-driven air bottle X − − − − − X
Motors (50 kW and
.35 X − − X O − X
over)
.36 Motors (below 50 kW) − X − X − − X
Including lubricating oil cooler,
.37 Heat exchanger X − X O O − X fuel oil cooler, sea/fresh water
cooler and air cooler
Applicable to its rotating parts
.38 Turbocharger X − X O O − X
and case
.39 Oil mist detector − X − X − − X
Applicable to electronic speed
.40 Speed governor − X − X − − X
governor
Control and alarm
.41 box/cabinet of diesel X − − X O − X Including safety alarm system
engine
Applicable to electric control
.42 Electric control system −X − − X O − X
diesel engine
10.4 Diesel engine (in batch)
Diesel engine of a cylinder
10.4.1 Diesel engine (in batch) diameter below 300 mm and
power not less than 300 kW
C/E to be provided for steel
.1 Engine body X − − − − − X1
plate and casting material
C/E to be provided for
.2 Crankshaft X − − − − − X1
casting/forging material
.3 Connecting rod X − − − − − X1 C/E to be provided for forging

1-54
Plan
Document Approval mode
No. Product name approval Remark
C/E W DA TA-B TA-A WA PA
material
.4 Cylinder case X − − − − − X1
Including fuel oil pipe and
.5 Fuel injection pipe − X − X − − X
hydraulic oil pipe
Including lubricating oil cooler,
.6 Heat exchanger X − X O O − X
fuel oil cooler and air cooler
.7 Supercharger X − X O O − X
Applicable to electronic speed
.8 Speed governor − X − X − − X
governor
Control and alarm box
.9 X − − X O − X Including safety alarm system
of diesel engine
Diesel engine (in batch,
10.4.2 100 ≤ power < 300
kW)
C/E to be provided for casting
.1 Engine body X − − − − − X1
material
C/E to be provided for
.2 Crankshaft X − − − − − X1
casting/forging material
C/E to be provided for forging
.3 Connecting rod X − − − − − X1
material
Including fuel oil pipe and
.4 Fuel injection pipe − X − X − − X
hydraulic oil pipe
.5 Supercharger X − X O O − X
Control and alarm box
.6 X − − X O − X Including safety alarm system
of diesel engine
Certification requirements for
Diesel engine (in batch, components and parts are based
10.4.3
power < 100 kW) on inspection plan after
approval
For boilers, main engine,
10.7 Fan category A machinery space and
other hazardous zone
Gear transmission
11
arrangement
Applicable to gear transmission
arrangement of main propulsion
machinery for transmitting
Gearbox (100 kW and
11.1 maximum continuous power of
above)
not less than 220 kW and
essential auxiliary engine of not
less than 110 kW
Clutch (100 kW and
.4 X − − − − X X1
above)
.54 Heat exchanger X − X O O − X
.65 Lubricating oil pump X − − X O − X
.7 Hydraulic power unit X − − − − − X
Applicable to gear transmission
arrangement of main propulsion
machinery for transmitting
Gearbox (below 100
11.2 maximum continuous power of
kW)
less than 220 kW and essential
auxiliary engine of less than 110
kW
12.10 Side thruster
Refer to Guidelines for Survey
.6 Other parts
of M16 Side Thruster
Electrical installations and automatic equipment
13 Electrical installations
Generating sets (50
13.3
kVA and over)
.4 Elastic coupling − X − X O − X
13.17 Uninterrupted Power

1-55
Plan
Document Approval mode
No. Product name approval Remark
C/E W DA TA-B TA-A WA PA
Supply (UPS) (50 kVA
and over)
Uninterrupted Power
13.18 Supply (UPS) (below
50 kVA)
13.18 Additional emergency
19 illumination equipment
13.19 Cable management
20 system
Distribution cabinet for
13.20
high voltage shore
21
power connection
Control panel for high
13.21
voltage shore power
22
switch-in
13.22
Lighting fitting
23
13.23
Electrical heater
24
13.24
Explosion-proof motor
25
13.26 Explosion-proof lamp
Other explosion-proof
13.25 electrical equipment
27 (including switch and
joint box, light, etc.)1
Other explosion-proof
13.28
electrical equipment 2
13.26
Engine telegraph
29
13.27 Sound-powered
30 telephone
13.28 Engineer‘s alarm
31 system
13.29 Automatic start device
32 of generators
Combined visual and
13.30
audible alarm panel
33
(box)
Symbols:
6) X4: may be accepted subject to special agreement of CCS. may be dispensed with if subject to approval by other
societies and audited and agreed by CCS.

1-56
Appendix 2B
LIST OF CERTIFICATION REQUIREMENTS FOR STATUTORY MARINE PRODUCT
PARTS

Plan
Document Approval mode
No. Product name approval Remark
C/E W DA TA-B TA-A WA PA
1 Life-saving appliances
1.10 Life boats
Position-indicating lights
.18 − X − X − − X
for life boats
1.11 Rescue boats
Position-indicating lights
.13 − X − X − − X
for rescue boats
Equipment limiting SOx
2.10 emission by other
technology
Selective catalysis
2.10.1
reducing system
Refer to the requirements of
.1 Exhaust pipe O X − − − X X paragraphs 8.13~8.15 of
Appendix 1
Valve of diameter not less than
.2 Valve X − − X O − X
300 mm
.3 SCR reactor installation X − − X O − X
.4 Induced-draft fan/ blower X − − − − − X
.5 Motors (50 kW and over) X − − X O − X
.6 Motors (below 50 kW) − X − X − − X
The first product is to be
.7 Electrical control box X − − − − − X
subject to type test
Selective catalysis A system with reductant using
2.10.1 X − − X O − X
reducing system (SCR) urea solution
.1 SCR reactor installation X − − − − − X1
.2 Electronic control system X − − X − − X
Valve of diameter not less than
.3 Valve X − − X O − X
300 mm
.4 Motors (50 kW and over) X − − X O − X
.5 Motors (below 50 kW) − X − X O − X
Flexible hose assembly,
for piping of Classes I
.6 X − − X O − X
and II or more than 50
mm in diameter
Flexible hose assembly:
.7 except for − X − X − − X
above-mentioned
Applicable to the pipes
mentioned in Appendix 1 of
.8 Plastic pipe − X − − − X −
Chapter 2, PART THREE of the
Rules
Crude oil washing
2.13
machine
Comminuting and
2.14
disinfecting system
Devices for processing
2.15 and recording after
discharge
Fire-resisting material,
3 structure and fire-
fighting equipment
Class A and class B
3.9
division penetration
4 Navigational equipment
Electronic chart system
4.19
(ECS)
4.1920 Multi-system electronic

1-57
Plan
Document Approval mode
No. Product name approval Remark
C/E W DA TA-B TA-A WA PA
positioning equipment
9 GHz radar search and
4.2021 rescue transponders
(SART)
Global positioning
4.22 system (GPS) receiver
equipment
Shipborne BEIDOU
Satellite navigation
4.23
system (BDS) receiver
equipment
4.2124 AIS SART equipment
Automatic Identification
4.2225
System (AIS)
4.2326 Radar equipment
Radar equipment with
4.2427
chart option
Radar reflector —
4.2528
passive type
4.2629 Radar target intensifier
Searchlight for high
4.2730
speed craft
Night-vision unit for high
4.2831
speed craft
4.2932 Daylight signaling lamp
Bridge navigational
4.3033 watch alarm system
(BNWAS)
4.3134 Sound reception system
Long-range identification
4.3235 and tracking system
(LRIT)
Ship‘s electronic
4.3336 clinometer (navigation
bridge)
4.3437 Pilot ladder
Pilot‘s accommodation
4.3538
ladder
Radio communication
5
equipment
BD emergency
5.10 position-indicating radio
beacon (BD-EPIRB)
INMARSAT ship earth
5.1011
station
MF/HF radio installation
capable of voice
communication narrow
5.1112
band direct-printing
telegraph and digital
selective calling (DSC)
Portable survival craft
5.1213 two-way VHF
radiotelephone apparatus
VHF emergency
5.1314 position-indicating radio
beacon
5.1415 Distress alarm panel
5.1516 Ship security alert system
Aviation two-way VHF
5.1617
radiotelephone apparatus
8 SOLAS II-2 equipment

1-58
Plan
Document Approval mode
No. Product name approval Remark
C/E W DA TA-B TA-A WA PA
Deep-fat cooking
8.1
equipment
9 SOLAS XI-1 equipment
Portable atmosphere
9.1
testing instrument
10 IBC and IGC Codes
10.1 Cargo hose

1-59
CHAPTER 4 SURVEYS DURING CONSTRUCTION

The existing Section 3 is replaced by the following:

―Section 3 TESTING PROCEDURES OF WATERTIGHT COMPARTMENTS

4.3.1 General requirements


4.3.1 The testing procedures of watertight compartments are to be carried out in accordance with
Annex 1 of this Section, the ―Procedures for Testing Tanks and Tight Boundaries‖, which are
composed of Part A and Part B as follows:
Part A — SOLAS Ships (including CSR BC & OT)
Part B — Non-SOLAS Ships and SOLAS Exempt/Equivalent Ships
4.3.1.2 Testing procedures of watertight compartments for SOLAS Ships (including CSR BC &
OT) are to be carried out in accordance with Part A, unless:
(1) the shipyard provides documentary evidence of the shipowner‘s agreement to a request to the
flag Administration for an exemption from the application of SOLAS Reg. II-1/11, or for an
equivalency agreeing that the content of Part B is equivalent to SOLAS Reg. II-1/11; and
(2) the above-mentioned exemption/equivalency has been granted by the responsible flag
Administration.
4.3.1.3 Testing procedures of watertight compartments are to be carried out in accordance with
Part B for non-SOLAS ships and those SOLAS ships (including CSR BC & OT) for which:
(1) the shipyard provides documentary evidence of the shipowner‘s agreement to a request to the
flag Administration for an exemption from the application of SOLAS Reg. II-1/11, or for an
equivalency agreeing that the content of Part B is equivalent to SOLAS Reg. II-1/11; and
(2) the above-mentioned exemption/equivalency has been granted by the responsible flag
Administration.

Annex 1
Procedures for Testing Tanks and Tight Boundaries
Part A - SOLAS Ships

1 General
1.1 These test procedures are to confirm the watertightness of tanks and watertight boundaries
and the structural adequacy of tanks which consist of the watertight subdivisions① of ships. These
procedures may also be applied to verify the weathertightness of structures and shipboard
outfitting. The tightness of all tanks and watertight boundaries of ships during new construction
and those relevant to major conversions or major repairs② is to be confirmed by these test
procedures prior to the delivery of the ship.
1.2 Testing procedures of watertight compartments for SOLAS Ships (including CSR BC & OT)
are to be carried out in accordance with Part A, unless:
(1) the shipyard provides documentary evidence of the shipowner‘s agreement to a request to the
flag Administration for an exemption from the application of SOLAS Reg. II-1/11, or for an
equivalency agreeing that the content of Part B is equivalent to SOLAS Reg. II-1/11; and
(2) the above-mentioned exemption/equivalency has been granted by the responsible flag
Administration.
2 Application
2.1 All gravity tanks③ and other boundaries required to be watertight or weathertight are to be
tested in accordance with this Procedure and proven to be tight and structurally adequate as
follows:
(1) gravity tanks for their tightness and structural adequacy;
(2) watertight boundaries other than tank boundaries for their watertightness; and

① Watertight subdivision means the transverse and longitudinal subdivisions of the ship required to satisfy the
subdivision requirements of SOLAS Chapter II-1.
② Major repair means a repair affecting structural integrity.
③ Gravity tank means a tank that is subject to vapour pressure not greater than 70 kPa.

1-60
(3) weathertight boundaries for their weathertightness.
2.2 The testing of cargo containment systems of liquefied gas carriers is to be in accordance with
the testing requirements in 4.21 to 4.26 of the IGC Code and standards deemed appropriate by
CCS.
2.3 The testing of structures not listed in Table 1 or Table 2 is to be specially considered.
3 Test Types and Definitions
3.1 The following two types of tests are specified in this requirement:
(1) Structural Test:
A test to verify the structural adequacy of tank construction. This may be a hydrostatic test or,
where the situation warrants, a hydropneumatic test.
(2) Leak Test:
A test to verify the tightness of a boundary. Unless a specific test is indicated, this may be a
hydrostatic/hydropneumatic test or an air test. A hose test may be considered an acceptable form
of leak test for certain boundaries, as indicated by Footnote 3 of Table 1.
3.2 The definition of each test type is as follows:
Hydrostatic Test: A test wherein a space is filled with a liquid to a specified
(Leak and Structural) head.
Hydropneumatic Test: A test combining a hydrostatic test and an air test, wherein a
(Leak and Structural) space is partially filled with a liquid and pressurized with air.
Hose Test: A test to verify the tightness of a joint by a jet of water with the
(Leak) joint visible from the opposite side.
A test to verify tightness by means of air pressure differential
Air Test: and leak indicating solution. It includes tank air test and joint
(Leak) air tests, such as compressed air fillet weld tests and vacuum
box tests.
Compressed Air Fillet Weld
An air test of fillet welded tee joints wherein leak indicating
Test:
solution is applied on fillet welds.
(Leak)
Vacuum Box Test: A box over a joint with leak indicating solution applied on the
(Leak) welds. A vacuum is created inside the box to detect any leaks.
A test to verify the tightness of the sealing of closing devices
Ultrasonic Test:
such as hatch covers by means of ultrasonic detection
(Leak)
techniques.
A test to verify that no visual dye penetrant indications of
Penetration Test: potential continuous leakages exist in the boundaries of a
(Leak) compartment by means of low surface tension liquids (i.e. dye
penetrant test).

4 Test Procedures
4.1 General
Tests are to be carried out in the presence of a Surveyor at a stage sufficiently close to the
completion of work with all hatches, doors, windows, etc. installed and all penetrations including
pipe connections fitted, and before any ceiling and cement work is applied over the joints. Specific
test requirements are given in 4.4 and Table 1. For the timing of the application of coating and the
provision of safe access to joints, see 4.5, 4.6 and Table 3.

4.2 Structural test procedures


4.2.1 Type and time of test
Where a structural test is specified in Table 1 or Table 2, a hydrostatic test in accordance with
4.4.1 will be acceptable. Where practical limitations (strength of building berth, light density of
liquid, etc.) prevent the performance of a hydrostatic test, a hydropneumatic test in accordance
with 4.4.2 may be accepted instead.
A hydrostatic test or hydropneumatic test for the confirmation of structural adequacy may be
carried out while the vessel is afloat, provided the results of a leak test are confirmed to be
satisfactory before the vessel is afloat.
4.2.2 Testing schedule for new construction or major structural conversion
4.2.2.1 Tanks which are intended to hold liquids, and which form part of the watertight

1-61
subdivision of the ship1, shall be tested for tightness and structural strength as indicated in Table 1
and Table 2.
4.2.2.2 The tank boundaries are to be tested from at least one side. The tanks for structural test
are to be selected so that all representative structural members are tested for the expected tension
and compression.
4.2.2.3 The watertight boundaries of spaces other than tanks for structural testing may be
exempted, provided that the water-tightness of boundaries of exempted spaces is verified by leak
tests and inspections. Structural testing may not be exempted and the requirements for structural
testing of tanks in 4.2.2.1 to 4.2.2.2 shall apply, for ballast holds, chain lockers and a
representative cargo hold if intended for in-port ballasting.
4.2.2.4 Tanks which do not form part of the watertight subdivision of the ship①, may be
exempted from structural testing provided that the water-tightness of boundaries of exempted
spaces is verified by leak tests and inspections.

4.3 Leak test procedures


(1) For the leak tests specified in Table 1, tank air tests, compressed air fillet weld tests, vacuum
box tests in accordance with 4.4.4 through 4.4.6, or their combination, will be acceptable.
Hydrostatic or hydropneumatic tests may also be accepted as leak tests provided that 4.5, 4.6 and
4.7 are complied with. Hose tests will also be acceptable for such locations as specified in Table 1,
Footnote 3, in accordance with 4.4.3.
(2) The application of the leak test for each type of welded joint is specified in Table 3.
(3) Air tests of joints may be carried out in the block stage provided that all work on the block that
may affect the tightness of a joint is completed before the test. See also 4.5.1 for the application of
final coatings and 4.6 for the safe access to joints and the summary in Table 3.
4.4 Test methods
4.4.1 Hydrostatic test
(1) Unless another liquid is approved, hydrostatic tests are to consist of filling the space with fresh
water or sea water, whichever is appropriate for testing, to the level specified in Table 1 or Table 2.
See also 4.7.
(2) In cases where a tank is designed for cargo densities greater than sea water and testing is with
fresh water or sea water, the testing pressure height is to simulate the actual loading for those
greater cargo densities as far as practicable.
(3) All external surfaces of the tested space are to be examined for structural distortion, bulging
and buckling, other related damage and leaks.
4.4.2 Hydropneumatic test
(1) Hydropneumatic tests, where approved, are to be such that the test condition, in conjunction
with the approved liquid level and supplemental air pressure, will simulate the actual loading as
far as practicable. The requirements and recommendations for tank air tests in 4.4.4 will also apply
to hydropneumatic tests. See also 4.7.
(2) All external surfaces of the tested space are to be examined for structural distortion, bulging
and buckling, other related damage and leaks.
4.4.3 Hose test
(1) Hose tests are to be carried out with the pressure in the hose nozzle maintained at least at 2· 105
Pa during the test. The nozzle is to have a minimum inside diameter of 12 mm and be at a
perpendicular distance from the joint not exceeding 1.5 m. The water jet is to impinge directly
upon the weld.
(2) Where a hose test is not practical because of possible damage to machinery, electrical
equipment insulation or outfitting items, it may be replaced by a careful visual examination of
welded connections, supported where necessary by means such as a dye penetrant test or
ultrasonic leak test or the equivalent.
4.4.4 Tank air test
(1) All boundary welds, erection joints and penetrations, including pipe connections, are to be
examined in accordance with approved procedure and under a stabilized pressure differential
above atmospheric pressure not less than 0.15· 105 Pa, with a leak indicating solution such as soapy
water/detergent or a proprietary brand applied.

① Watertight subdivision means the main transverse and longitudinal subdivisions of the ship required to satisfy
the subdivision requirements of SOLAS Chapter II-1.

1-62
(2) A U-tube with a height sufficient to hold a head of water corresponding to the required test
pressure is to be arranged. The cross sectional area of the U-tube is not to be less than that of the
pipe supplying air to the tank.
(3) Arrangements involving the use of two calibrated pressure gauges to verify the required test
pressure may be accepted taking into account the provisions in F5.1 and F7.4 of IACS Rec. 140,
―Recommendation for Safe Precautions during Survey and Testing of Pressurized Systems‖.
(4) A double inspection is to be made of tested welds. The first is to be immediately upon applying
the leak indication solution; the second is to be after approximately four or five minutes in order to
detect those smaller leaks which may take time to appear.
4.4.5 Compressed air fillet weld test
(1) In this air test, compressed air is injected from one end of a fillet welded joint and the pressure
verified at the other end of the joint by a pressure gauge. Pressure gauges are to be arranged so
that an air pressure of at least 0.15· 105 Pa can be verified at each end of all passages within the
portion being tested.
Note: Where a leak test is required for fabrication involving partial penetration welds, a compressed air test is also
to be applied in the same manner as to fillet weld where the root face is large, i.e., 6-8 mm.
4.4.6 Vacuum box test
(1) A box (vacuum testing box) with air connections, gauges and an inspection window is placed
over the joint with a leak indicating solution applied to the weld cap vicinity. The air within the
box is removed by an ejector to create a vacuum of 0.20· 105 – 0.26·105 Pa inside the box.
4.4.7 Ultrasonic test
(1) An ultrasonic echo transmitter is to be arranged inside of a compartment and a receiver is to be
arranged on the outside. The watertight/weathertight boundaries of the compartment are scanned
with the receiver in order to detect an ultrasonic leak indication. A location where sound is
detectable by the receiver indicates a leakage in the sealing of the compartment.
4.4.8 Penetration test
(1) A test of butt welds or other weld joints uses the application of a low surface tension liquid at
one side of a compartment boundary or structural arrangement. If no liquid is detected on the
opposite sides of the boundaries after the expiration of a defined period of time, this indicates
tightness of the boundaries. In certain cases, a developer solution may be painted or sprayed on the
other side of the weld to aid leak detection.
4.4.9 Other test
(1) Other methods of testing may be considered by CCS upon submission of full particulars prior
to the commencement of testing.

4.5 Application of coating


4.5.1 Final coating
(1) For butt joints welded by an automatic process, the final coating may be applied any time
before the completion of a leak test of spaces bounded by the joints, provided that the welds have
been carefully inspected visually to the satisfaction of the Surveyor.
(2) Surveyors reserve the right to require a leak test prior to the application of final coating over
automatic erection butt welds.
(3) For all other joints, the final coating is to be applied after the completion of the leak test of the
joint. See also Table 3.
4.5.2 Temporary coating
(1) Any temporary coating which may conceal defects or leaks is to be applied at the time as
specified for the final coating (see 4.5.1). This requirement does not apply to shop primer.

4.6 Safe access to joints


For leak tests, safe access to all joints under examination is to be provided. See also Table 3.

4.7 Hydrostatic or hydropneumatic tightness test


In cases where the hydrostatic or hydropneumatic tests are applied instead of a specific leak test,
examined boundaries must be dew-free, otherwise small leaks are not visible.

1-63
Test Requirements for Tanks and Boundaries Table 1
Tank or boundary
Test type Test head or pressure Remarks
to be tested
The greater of
Leak and
4 - top of the overflow,
1 Double bottom tanks structural1
- to 2.4 m above top of tank2, or
- to bulkhead deck
including pump room
double bottom and bunker
See 4.4.4 through 4.4.6, as
2 Double bottom voids5 Leak tank protection double hull
applicable
required by MARPOL
Annex I
The greater of
Leak and - top of the overflow,
3 Double side tanks
structural1 - to 2.4 m above top of tank2, or
- to bulkhead deck
See 4.4.4 through 4.4.6, as
4 Double side voids Leak
applicable
Deep tanks other than The greater of
Leak and
5 those listed elsewhere in - top of the overflow, or
structural1
this table - to 2.4 m above top of tank2
The greater of
- top of the overflow,
Leak and
6 Cargo oil tanks - to 2.4m above top of tank2, or
structural1
- to top of tank2 plus setting of
any pressure relief valve
Ballast hold of bulk Leak and
7 Top of cargo hatch coaming
carriers structural1
The greater of
Leak and After peak to be tested after
8 Peak tanks - top of the overflow, or
structural1 installation of stern tube
- to 2.4 m above top of tank2
.1 Fore peak spaces with See 4.4.3 through 4.4.6, as
Leak
equipment applicable
See 4.4.4 through 4.4.6, as
.2 Fore peak voids Leak
applicable
9
.3 Aft peak spaces with See 4.4.3 through 4.4.6, as
Leak
equipment applicable
See 4.4.4 through 4.4.6, as After peak to be tested after
.4 Aft peak voids Leak
applicable installation of stern tube
See 4.4.4 through 4.4.6, as
10 Cofferdams Leak
applicable
See 4.4.3 through 4.4.6, as
.1 Watertight bulkheads Leak8
11 applicable7
.2 Superstructure end See 4.4.3 through 4.4.6, as
Leak
bulkheads applicable
Watertight doors below
See 4.4.3 through 4.4.6, as
12 freeboard or bulkhead Leak6, 7
applicable
deck
Double plate rudder See 4.4.4 through 4.4.6, as
13 Leak
blades applicable
Shaft tunnels clear of deep See 4.4.3 through 4.4.6, as
14 Leak3
tanks applicable
See 4.4.3 through 4.4.6, as
15 Shell doors Leak3
applicable
Hatch covers closed by
Weathertight hatch covers See 4.4.3 through 4.4.6, as
16 Leak3, 7 tarpaulins and battens
and closing appliances applicable
excluded
Dual purpose tanks/dry See 4.4.3 through 4.4.6, as In addition to structural test
17 Leak3, 7
cargo hatch covers applicable in item 6 or 7
Leak and
18 Chain lockers Top of chain pipe
structural1
L.O. sump. tanks and
See 4.4.3 through 4.4.6, as
19 other similar tanks/spaces Leak9
applicable
under main engines

1-64
Tank or boundary
Test type Test head or pressure Remarks
to be tested
The greater of
- ballast pump maximum
Leak and
20 Ballast ducts pressure, or
structural1
- setting of any pressure relief
valve
The greater of
- top of the overflow,
Leak and - to 2.4m above top of tank2, or
21 Fuel Oil Tanks
structural1 - to top of tank2 plus setting of
any pressure relief valves, or
- to bulkhead deck
Notes:
1 Refer to section 4.2.2.
2 The top of a tank is the deck forming the top of the tank, excluding any hatchways.
3 Hose Test may also be considered as a medium of the test. See 3.2.
4 Including tanks arranged in accordance with the provisions of SOLAS regulation II-1/9.4.
5 Including duct keels and dry compartments arranged in accordance with the provisions of SOLAS regulation
II-1/11.2 and II-1/9.4 respectively, and/or oil fuel tank protection and pump room bottom protection arranged in
accordance with the provisions of MARPOL Annex I, Chapter 3, Part A regulation 12A and Chapter 4, Part A,
regulation 22 respectively.
6 Where water tightness of a watertight door has not been confirmed by prototype test, testing by filling watertight
spaces with water is to be carried out. See SOLAS regulation II-1/16.2 and MSC/Circ.1176.
7 As an alternative to the hose testing, other testing methods listed in 4.4.7 through 4.4.9 may be applicable subject
to adequacy of such testing methods being verified. See SOLAS regulation II-1/11.1. For watertight bulkheads
(item 11.1) alternatives to the hose testing may only be used where a hose test is not practicable.
8 A ―Leak and structural test‖, see 4.2.2 is to be carried out for a representative cargo hold if intended for in-port
ballasting. The filling level requirement for testing cargo holds intended for in-port ballasting is to be the
maximum loading that will occur in-port as indicated in the loading manual.
9 Where L.O. sump tanks and other similar spaces under main engines intended to hold liquid form part of the
watertight subdivision of the ship, they are to be tested as per the requirements of Item 5, Deep tanks other than
those listed elsewhere in this table.

Additional Test Requirements for Special Service Ships/Tanks Table 2


Type of Structures to be Test Head or
Type of Test Remarks
Ship/Tank tested Pressure
Refer to Rules for
Construction and
Liquefied gas
1 Integral tanks Leak and structural Equipment of Ships
carriers
Carrying Liquefied
Gases in Bulk
Refer to Rules for Refer to Rules for
Hull structure
Construction and Construction and
supporting membrane
Equipment of Ships Equipment of Ships
or semi-membrane
Carrying Liquefied Carrying Liquefied
tanks
Gases in Bulk Gases in Bulk
Refer to Rules for Refer to Rules for
Construction and Construction and
Independent tanks
Equipment of Ships Equipment of Ships
type A
Carrying Liquefied Carrying Liquefied
Gases in Bulk Gases in Bulk
Refer to Rules for Refer to Rules for
Construction and Construction and
Independent tanks
Equipment of Ships Equipment of Ships
type B
Carrying Liquefied Carrying Liquefied
Gases in Bulk Gases in Bulk
Refer to Rules for Refer to Rules for
Construction and Construction and
Independent tanks
Equipment of Ships Equipment of Ships
type C
Carrying Liquefied Carrying Liquefied
Gases in Bulk Gases in Bulk
The greater of
Edible liquid Leak and - top of the
2 Independent tanks
tanks structural1 overflow, or
- to 0.9 m above top

1-65
Type of Structures to be Test Head or
Type of Test Remarks
Ship/Tank tested Pressure
of tank2
Where a cargo
tank is designed
The greater of for the carriage
- to 2.4 m above top of cargoes with
Integral or
Leak and of tank2, or specific gravities
3 Chemical carriers independent cargo
structural1 - to top of tank2 plus larger than 1.0,
tanks
setting of any an appropriate
pressure relief valve additional head
is to be
considered
Note:
1 Refer to section 4.2.2.
2 Top of tank is deck forming the top of the tank excluding any hatchways.

Application of Leak Test, Coating and Provision of Safe Access for Type of Welded Joints
Table 3
Coating1 Safe Access2
After leak test
Type of welded joints Leak test Before leak Structural
but before Leak test
test test
structural test
Automatic Not required Allowed3 N/A Not required Not required
Butt Manual or
Required Not allowed Allowed Required Not required
Semi-automatic4
Boundary
Fillet including Required Not allowed Allowed Required Not required
penetrations
Notes:
1 Coating refers to internal (tank/hold coating), where applied, and external (shell/deck) painting. It does not refer
to shop primer.
2 Temporary means of access for verification of the leak test.
3 The condition applies provided that the welds have been carefully inspected visually to the satisfaction of the
Surveyor.
4 Flux Core Arc Welding (FCAW) semiautomatic butt welds need not be tested provided that careful visual
inspections show continuous uniform weld profile shape, free from repairs, and the results of NDE testing show no
significant defects.

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

1 General
1.1 These test procedures are to confirm the watertightness of tanks and watertight boundaries
and the structural adequacy of tanks which consist of the watertight subdivisions① of ships. These
procedures may also be applied to verify the weathertightness of structures and shipboard
outfitting. The tightness of all tanks and watertight boundaries of ships during new construction
and those relevant to major conversions or major repairs② is to be confirmed by these test
procedures prior to the delivery of the ship.
1.2 Testing procedures of watertight compartments are to be carried out in accordance with Part
B for non-SOLAS ships and those SOLAS ships (including CSR BC & OT) for which:
(1) the shipyard provides documentary evidence of the shipowner‘s agreement to a request to the
flag Administration for an exemption from the application of SOLAS Reg. II-1/11, or for an
equivalency agreeing that the content of Part B is equivalent to SOLAS Reg. II-1/11; and
(2) the above-mentioned exemption/equivalency has been granted by the responsible flag
Administration.

2 Application
2.1 Testing procedures are to be carried out in accordance with the requirements of Part A in

① Watertight subdivision means the main transverse and longitudinal subdivisions of the ship required to satisfy
the subdivision requirements of SOLAS Chapter II-1.
② Major repair means a repair affecting structural integrity.

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association with the following alternative procedures for 4.2.2 ―Testing schedule for new
construction or major structural conversion‖ of Part A and alternative test requirements for Table
1 of Part A.
2.2 The tank boundaries are to be tested from at least one side. The tanks for structural test are to
be selected so that all representative structural members are tested for the expected tension and
compression.
2.3 Structural tests are to be carried out for at least one tank of a group of tanks having structural
similarity (i.e. same design conditions, alike structural configurations with only minor localised
differences determined to be acceptable by the attending Surveyor) on each vessel provided all
other tanks are tested for leaks by an air test. The acceptance of leak testing using an air test
instead of a structural test does not apply to cargo space boundaries adjacent to other
compartments in tankers and combination carriers or to the boundaries of tanks for segregated
cargoes or pollutant cargoes in other types of ships.
2.4 Additional tanks may require structural testing if found necessary after the structural testing
of the first tank.
2.5 Where the structural adequacy of the tanks of a vessel were verified by the structural testing
required in Part A, Table 1, subsequent vessels in the series (i.e. sister ships built from the same
plans at the same shipyard) may be exempted from structural testing of tanks, provided that:
(1) water-tightness of boundaries of all tanks is verified by leak tests and thorough inspections are
carried out;
(2) structural testing is carried out for at least one tank of each type among all tanks of each sister
vessel;
(3) additional tanks may require structural testing if found necessary after the structural testing of
the first tank or if deemed necessary by the attending Surveyor.
For cargo space boundaries adjacent to other compartments in tankers and combination carriers or
boundaries of tanks for segregated cargoes or pollutant cargoes in other types of ships, the
provisions of paragraph Part B 2.3 shall apply in lieu of paragraph Part B 2.5.2.
2.6 Sister ships built (i.e. keel laid) two years or more after the delivery of the last ship of the
series, may be tested in accordance with Part B 2.5 at the discretion of CCS, provided that:
(1) general workmanship has been maintained (i.e. there has been no discontinuity of shipbuilding
or significant changes in the construction methodology or technology at the yard, shipyard
personnel are appropriately qualified and demonstrate an adequate level of workmanship as
determined by CCS); and
(2) an NDT plan is implemented and evaluated by CCS for the tanks not subject to structural tests.
Shipbuilding quality standards for the hull structure during new construction are to be reviewed
and agreed during the kick-off meeting. Structural fabrication is to be carried out in accordance
with IACS Rec. 47, ―Shipbuilding and Repair Quality Standard‖, or a recognised fabrication
standard which has been accepted by CCS prior to the commencement of fabrication/construction.
The work is to be carried out in accordance with the Rules and under survey by CCS.‖

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CHAPTER 5 SURVEYS AFTER CONSTRUCTION

Section 1 GENERAL PROVISIONS

5.1.1 General requirements


5.1.1.1 For the purpose of maintaining the validity of certificates, ships which have been classed
with CCS are to be subject to various surveys as specified in Section 2 of this Chapter (where
applicable). CCS may permit, as appropriate, remote inspection technique ① to be used to
facilitate the required external and internal examinations, including close-up surveys and gauging.
Such surveys may be extended by CCS Surveyors at their professional judgment, and the owner is
to provide appropriate survey conditions and make arrangements accordingly and has the
obligation to pay the expenses related to extending the surveys.

5.1.9 Procedures for thickness measurements


5.1.9.1 General requirements
(1) This paragraph applies to ESP ships and general dry cargo ships. Except for 5.1.9.3, this
paragraph applies to all ships.
(3) The thickness measurement company is to be part of the survey planning meeting prior to the
commencement of the survey as stated in 5.1.6.6.
5.1.9.5 Monitoring of the thickness measurement process onboard
(1) The Surveyor is to decide final extent and location of thickness measurements after completion
of overall survey of representative spaces onboard.

5.1.12 ESP Survey


5.1.12.1 On ships of 20,000 tonnes DWT and above, subject to ESP, starting with special survey
No.3 allat special and intermediate hull classification surveys, surveys of hull structures and
piping systems in way of cargo holds / cargo tanks, cofferdams, cargo pump rooms, pipe tunnels,
void spaces and the selected fuel oil tanks of bulk carriers within the cargo length area and all
ballast tanks are to be carried out by at least two qualified exclusive Surveyors at the same time.
5.1.12.2 On bulk carriers of single side skin construction and 100,000 DWT and above, at the
intermediate hull classification survey between 10 and 15 years of age, surveys of hull structures
and piping systems in way of cargo holds, cofferdams, pipe tunnels, void spaces and the selected
fuel oil tanks within the cargo length area and all ballast tanks are is to be performed by at least
two qualified exclusive Surveyors at the same time.

Section 2 TYPES AND PERIODS OF SURVEYS

5.2.3 Periodical surveys of the outside of the ship’s bottom and related items
5.2.3.8 For passenger ships (including ro-ro passenger ships) engaged on international voyages,
the outside of the bottom of the ship is to be inspected once a year, and at least twice in dry-dock
during each five-year special survey period within a five-year period. In-water surveys may be
carried out in lieu of the others when the ship is afloat. The minimum number of inspections in
dry-dock of the outside of the bottom of a passenger ship (which is not a ro-ro passenger ship) of
15 years of age or less during each five-year special survey period in any five-year period may be
reduced from two to one if relevant technical requirements are met②. In such cases, the interval
between consecutive inspections in dry-dock is not to exceed 60 months, unless otherwise
specified by the flag Administration.

5.2.7 Continuous surveys


5.2.7.2 Continuous survey system for machinery
(1) At the request of the owner and with the consent of CCS, all examination and test items of the
special survey of the machinery (including electrical installations), other than those specified in
5.9.4.3(1) and (2) of this Chapter, may be carried out on the continuous survey basis.
(2) When the continuous survey is carried out, all items for special survey of the machinery
(including electrical installations), other than those specified in 5.9.4.3(1) and (2) of this Chapter,

① Refer to IACS Rec. 42 ―Guidelines for Use of Remote Inspection Techniques for surveys‖.
② Refer to MSC.1/Circ.1348.

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are to be examined in rotation, evenly distributed within the cycle of the special survey (5 years).
(3) The longest interval between consecutive examinations of each item is not to exceed 5 years.
All items to be inspected are to be submitted to the Surveyors for examination after opening and
cleaning, as in the special survey. Control, alarm and safety systems are in general to be checked
only by operation test or simulation test.

5.2.8 Survey of planned maintenance scheme (PMS) for machinery


5.2.8.1 For machinery and installations which are subject to planned maintenance and with the
consent of CCS, the survey of planned maintenance scheme (for details, see Appendix 16 of this
Chapter) may be introduced to replace the special or continuous survey, provided that:.

Section 3 RETROSPECTIVE REQUIREMENTS FOR EXISTING SHIPS

5.3.10 Monitoring of harmonic distortion levels for a ship including harmonic filters
5.3.10.1 Scope of application: for ships contracted for construction before 1 July 2017, the
electrical distribution system of which includes harmonic filters. However, harmonic filters
installed for single application frequency drives such as pump motors may be excluded from these
requirements.
5.3.10.2 Timing requirements: for ships to which 5.3.10.1 applies, the due date of the first
periodical survey on or after 1 July 2017.
5.3.10.3 Technical requirements: as a minimum, harmonic distortion levels of main busbar on
board such existing ships are to be measured annually under seagoing conditions as close to the
periodical machinery survey as possible so as to give a clear representation of the condition of the
entire plant to the surveyor. Harmonic distortion readings are to be carried out when the greatest
amount of distortion is indicated by the measuring equipment. An entry showing which equipment
was running and/or filters in service is to be recorded in the log so this can be replicated for the
next periodical survey. Harmonic distortion levels are also to be measured following any
modification to the ship‘s electrical distribution system or associated consumers by suitably
trained ship‘s personnel or from a qualified outside source. Records of all the above measurements
are to be made available to the surveyor at each periodical survey.

Section 4 HULL AND EQUIPMENT SURVEYS

5.4.2 Annual surveys


5.4.2.2 Scope of the survey for all ships
(1) Hull
⑦ examining, as far as is practicable, the means of access to cargo and other void spaces
when examining internal spaces of oil tankers and bulk carriers;
confirming, when appropriate and as far as is practicable when examining internal spaces
on oil tankers and bulk carriers, that the means of access to cargo and other spaces remain
in good condition;
⑪ examining the cargo hold water level detector and its audible and visual alarms of single
skin single-hold cargo ships;
(6) Fire-fighting equipment
③ confirming that the firemen‘ outfits are complete and in good condition and that the
cylinders, including the spare cylinders, of any required self-contained breathing apparatus
are suitably charged;
confirming that the firefighters' outfits including its self-contained compressed air
breathing apparatus and emergency escape breathing devices (EEBDs) are complete and in
good condition, that the cylinders, including the spare cylinders, of any required
self-contained breathing apparatus are suitably charged, and that on board means of
recharging breathing apparatus cylinders used during drills or a suitable number of spare
cylinders to replace those used are provided, and provision of two-way portable
radiotelephone apparatus of an explosion-proof type or intrinsically safe;
5.4.2.5 Barges Non-self-propelled ships
(1) This paragraph applies to surveys of non-self-propelled ships, but not to surveys of floating
docks, oil hulks, offshore installations, special equipment and machinery.

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(2) Barges
① In addition to the survey items in 5.4.2.2, for barges engaged in transportation of dry bulk
cargo over 15 years, the condition of the following structures of hull is to be examined:
a. hold, with special attention given to tank top;
b. structures below main deck;
c. side plating, frames and associated structures.
② The attending Surveyor may require thickness measurements if he deems it necessary, and
means are then to be provided for access into not readily accessible areas.
(3) Other non-self-propelled ships
① survey items in 5.4.2.2.
5.4.2.6 Dredgers
(1) In addition to the survey items in 5.4.2.2, the following additional items are to be carried out
for dredgers (if applicable):
① The deck and relevant structural members in the following regions
a. in way of the main gantry and the bucket ladder gantry;
b. in way of cutter ladders and of supporting of the gantry;
c. in way of supporting of the spud;
d. in way of the gantry supporting the suction pipe;
e. in way of the winch seating;
f. in way of the grab machinery;
g. in way of other working regions of machinery;
h. in way of towing bollards;
i. structural members of hopper;
j. opening and closing devices of doors;
k. strake in way of areas where the drag head may run against bilge and side shell of
trailing suction dredger.
② Dredging pump room
a. bottom framing of dredging pump room and surrounding structures;
b. watertight trunk;
c. dredging pump seating and surrounding structures.
③ Slots.
④ Rubbing bands.
⑤ Deck hinges.
⑥ Connection of hydraulic gearing.
⑦ Hydraulic gearing and connected pipes.
5.4.2.7 Containerships
(1) In addition to the survey items in 5.4.2.2, the following additional items are to be carried out
for containerships (if applicable):
① Documentation
a. cargo securing manual;
b. any renewed securing devices (excluding cell guides) provided with product certificate
or certification as required by the Rules and Research Institute.
② Cell guide system
a. guide, cell guide;
b. intersection between cell guide and cross ties;
c. demountable frames;
d. other equivalent restraint arrangements.
③ Fixed securing device
a. corner post;
b. lashing bridge;
c. lashing point.
④ Portable securing device.
(2) For ships assigned class notation of Open-Top Container Ship, the pipelines and nozzles of
water spray systems are to be tested with compressed air for unimpeded passage, and pipelines
and operating valves externally examined and an appropriate nozzle of the water spray system is
to be selected for effectiveness test.

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5.4.2.8 Timber carriers
(1) In addition to the survey items in 5.4.2.2, the following additional items are to be carried out
for timber carriers (if applicable):
① cargo securing manual;
② arrangements for carrying timbers on the deck;
③ securing devices;
④ safe access.
5.4.2.9 Tugs
(1) In addition to the survey items in 5.4.2.2, the following additional items are to be carried out
for tugs (if applicable):
① operations manual;
② towing hook;
③ release mechanism;
④ towing engine;
⑤ supporting structures.
5.4.2.10 Offshore supply ships
(1) In addition to the survey items in 5.4.2.2, the following additional items are to be carried out
for offshore supply ships (if applicable):
① operations manual;
② cargo securing manual;
③ cargo containment arrangement.

5.4.3 Intermediate surveys


5.4.3.2 Survey items for all ships
(5) Thickness measurements
Where extensive areas of wastage are found, thickness measurements mayare to be required and
renewals made when wastage exceeds allowable margins.

5.4.4 Special surveys


5.4.4.2 Survey items for all ships

Internal Examination of Tanks Table 5.4.4.2(2)


Special Survey Special Survey Special Survey Special Survey No.4
Tank No.1 No.2 No.3 and Subsequent
Age ≤ 5 5 < Age ≤ 10 10 < Age ≤ 15 Age > 15
Salt water and/or
All All All All
cargo/salt water in turn
Fuel oil bunker tanks
- Engine room - - One One
- Cargo length area - One Two Half, minimum two
- If no tanks in cargo - One One Two
length area, additional
fuel tank(s) outside of
engine room (if fitted)
Lube oil - - - One
Fresh water - One All All
Fore and aft peaks (all
All All All All
uses)
Notes:
(1) Special attention is to be paid to the striking plate below the sounding pipe and the plating adjacent to the
mouth piece when examining.
(2) These requirements apply to tanks of integral (structural) type.
(3) If a selection of tanks is accepted to be examined, then different tanks are to be examined at each special
survey, on a rotational basis.
(4) At special survey No.3 and subsequent surveys, one deep tank for fuel oil in the cargo length area is to be
included, if fitted.

(16) Engine room structure is to be examined. Particular attention is to be given to tank tops, shell
plating in way of tank tops, brackets connecting side shell frames and tank tops, and engine room

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bulkheads in way of tank top and bilge wells. Particular attention is to be given to the sea suctions,
seawater cooling pipes and overboard discharge valves① and their connections to the shell plating.
Where wastage is evident or suspect, thickness measurements are to be carried out, and renewals
or repairs made when wastage exceeds allowable limits.

Minimum Requirements for Thickness Measurements at Special Surveys


Table 5.4.4.2(17)①
Special Survey No.1 Special Survey No.2 Special Survey No.3 Special Survey No.4 and Subsequent
Age ≤ 5 5 < Age ≤ 10 10 < Age ≤ 15 Age > 15
(1) Suspect areas (1) Suspect areas (1) Suspect areas
(1) Suspect areas throughout the ship
throughout the ship throughout the ship throughout the ship
(2) One transverse
(2) Two transverse
section of deck plating (2) A minimum of three transverse
sections within the
in way of a cargo space sections in way of cargo spaces within
amidships 0.5L in way of
within the amidships the amidships 0.5L
two different cargo spaces
0.5L
(3) All cargo hold hatch
(3) All cargo hold hatch covers and
covers and coamings
coamings (plating and stiffeners)
(plating and stiffeners)
(4) Internals in forepeak (4) Internals in forepeak and afterpeak
and afterpeak tanks tanks
(5) All exposed main deck plating full
length
(6) Representative exposed
superstructure deck plating (poop,
bridge, and forecastle deck)
(7) Lowest strake and strakes in way
of ‗tween decks of all transverse
bulkheads in cargo spaces together
with internals in way
(8) All wind- and water strakes, port
and starboard, full length
(9) All keel plates full length. Also,
additional bottom plates in way of
cofferdams, machinery space, and aft
end of tanks
(10) Plating of sea chests. Shell plating
in way of overboard discharges as
considered necessary by the attending
Surveyor
Notes: For thickness measurements reporting, the forms included in Appendix 13.1 of this Chapter may be used, as
appropriate. The annexed forms are a recommendation and are not a mandatory requirement.
1. Thickness measurement locations are to be selected to provide the best representative sampling of areas
likely to be most exposed to corrosion, considering cargo and ballast history and arrangement and
condition of protective coatings.
2. Thickness measurements of internals may be specially considered by the Surveyor if the hard protective
coating is in GOOD condition.
3. For ships less than 100 m in length, the number of transverse sections required at special survey No.3
may be reduced to one (1), and the number of transverse sections required at subsequent special surveys
may be reduced to two (2).
4. For ships more than 100 m in length, at special survey No.3, thickness measurements of exposed deck
plating within amidships 0.5L may be required.

5.4.4.3 Non-self-propelled ships


(1) In addition to the survey items in 5.4.4.2, the following items are to be examined and tested:
① waterhead test of tanks may be substituted with airtightness test;
② all pumps and pipes are to be generally examined and tested under working conditions;
③ all sea chests are to be opened up and examination;
④ for tankers carrying cargoes having a flashpoint not exceeding 60℃ and having electrical
installations in dangerous zones, the electrical installations are to be examined and tested in

① Refer to IACS Rec.144 ―Inspection of ship's side valves‖.

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accordance with the provisions for self-propelled tankers;
⑤ pumps or prime movers on board are in general not required to be opened up for
examination, unless deemed necessary as a consequence of the results of the examination or
test.

Section 5 ADDITIONAL REQUIREMENTS FOR HULL AND EQUIPMENT SURVEYS


OF GENERAL DRY CARGO SHIPS①

5.5.4 Special surveys


5.5.4.5 Extent of thickness measurement
(2) Representative thickness measurement to determine both general and local levels of corrosion
in the shell frames and their end attachments in all cargo holds and water ballast tanks is to be
carried out. Thickness measurement is also to be carried out to determine the corrosion levels on
the transverse bulkhead plating. The thickness measurements may be dispensed with provided the
Surveyor is satisfied by the close-up examination, that there is no structural diminution, and the
hard protective coating where applied remains efficient.
(43) For areas in tanks spaces where hard protective coatings are found to be in a GOOD
condition, the extent of thickness measurement according to Table 5.5.4.5(1) may be specially
considered.

The existing paragraphs 5.5.4.5(3) to (6) are renumbered as 5.5.4.5(2) to (5) accordingly.

Section 6 ADDITIONAL REQUIREMENTS FOR HULL AND EQUIPMENT SURVEYS


OF OIL TANKERS

5.6.3 Intermediate surveys


5.6.3.1 General requirements
(1) The intermediate survey extent is dependent on the age of the ship as specified in 5.6.3.2 to
5.6.3.4 and Table 5.6.3 of this Section.

Minimum Requirements for Overall and Close-Up Survey and Thickness Measurements at
Intermediate Survey of Double Hull Oil Tankers
Table 5.6.3
Age of ship at time of intermediate survey due date
5 < age ≤ 10 10 < age ≤ 15 age > 15
Overall survey of Representative
ballast tanks selected by the attending
The requirements of the
surveyor (see 5.6.3.2) The requirements of the previous
previous Special Survey (see
Suspect areas identified at previous Special Survey (see 5.6.3.3)
5.6.3.4)
surveys are to be examined (see
5.6.3.2)

Section 7 ADDITIONAL REQUIREMENTS FOR HULL AND EQUIPMENT SURVEYS


OF BULK CARRIERS

5.7.4 Special surveys


5.7.4.4 Extent of overall and close-up surveys
(2) Double skin bulk carriers
⑤ For areas in spaces where hard protective coatings are found to be in a GOOD condition,
the extent of close-up surveys according to Table 5.7.4.4(2)② or Table 5.7.4.4(2)③ may
be specially considered.

Section 9 SURVEYS OF MACHINERY

① For surveys, assessment and repair of hull structure, refer to IACS Rec.55 ―General Dry Cargo Ships -
Guidelines for Surveys, Assessment and Repair of Hull Structure‖.

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5.9.2 Annual surveys
5.9.2.3 Survey items for all ships
(7) Examining the means for the operation of the main and auxiliary machinery essential for the
propulsion and the safety of the ship, including, when applicable, the means of remotely
controlling the propulsion machinery from the navigating bridge and the arrangements to operate
the main and other machinery from a machinery control room.
Examining the means for the operation of the main and auxiliary machinery essential for the
propulsion and the safety of the ship, including, when applicable, the means of remotely
controlling the propulsion machinery from the navigating bridge (including the control,
monitoring, reporting, alert and safety actions) and the arrangements to operate the main and other
machinery from a machinery control room.

Section 10 SURVEYS OF ELECTRICAL INSTALLATIONS

5.10.2 Annual surveys


5.10.2.2 Survey items
(14) Where the electrical distribution system on board a ship includes harmonic filters, the total
harmonic distortion (THD) recorded onboard the ship is to be checked.

Section 12 SURVEYS OF PROPELLER SHAFTS AND TUBE SHAFTS

5.12.3 Water lubricated shafts (open systems)5.12.3.3 Shaft survey intervals


(1) Survey intervals
② Other systems
Shaft not belonging in one of the configurations listed in 3.3.1.15.12.3.3(1)① has to be surveyed
according to Method 4 every 3 years.

Section 13 BOILER SURVEYS

5.13.3 Scope of surveys


5.13.3.1 The internal examination of steam boilers is to cover the following:
(3) When direct visual internal inspection is not feasible due to the limited size of the internal
spaces, such as for small boilers and/or narrow internal spaces, this may be replaced by a
hydrostatic pressure test or by alternative verifications as determined by CCS.

The existing paragraphs 5.13.3.1(3) to (9) are renumbered as 5.13.3.1(4) to (10) accordingly.

Section 14 INITIAL CLASSIFICATION SURVEYS OF SHIPS CONSTRUCTED NOT


UNDER THE SUPERVISION OF CCS

5.14.1 General requirements


5.14.1.3 Whenever CCS is requested by an owner to accept the transfer of class for a ship and
the losing Society is the Society accepted by CCS, CCS is to immediately notify the owner in
writing that:
(5) the principles given in items (1), (2) and (3) above apply to any additional
recommendations/conditions of class issued against the ship arising from surveys which were not
included in the initial survey status provided by the losing Society because the surveys were
carried out in close proximity to the request for transfer of class. Such additional
recommendations/conditions of class if received after the issuance of the Interim Certificate of
Class by CCS and which are overdue are to be dealt with at the first port of call by the relevant
Society depending on the age of the ship;

5.14.3 Initial classification surveys of ships after construction


5.14.3.1 Initial classification surveys of ships which have been surveyed by the Societies
accepted by CCS
(1) Initial classification surveys of ships which have been certified by the Societies accepted by

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CCS:
① When applying for an initial classification survey, as the prerequisite for issuance of a
long-term classification certificate by CCS, the owner is to submit at least one copy each of
the plans, calculations and other technical documents to CCS for check, including at least
the following:
g. Additional plans required for periodically unattended machinery spaces:
(b) Arrangement of fixed fire alarm systemFire alarm system;
(c) Table List of automatic safety functions (e.g. slackening, closing slowdowns,
shutdowns, etc.);
④ In addition to the items corresponding to ship‘s age and losing class status, the extent of
surveys is to include the following:
b. Machinery (including electrical installations):
(a) A general examination of all essential machinery is to be held and is generally to
include①:
○b compliance of all pressure vessels with submitted drawings and certificates is to be
verified, and all pressure vessels are to be examined in working conditions;.

Section 15 OTHER SURVEYS

5.15.2 Surveys of non-self-propelled ships


5.15.2.1 General requirements
(1) This paragraph applies to surveys of non-self-propelled ships, but not to surveys of floating
docks, oil hulks, offshore installations, special equipment and machinery.
5.15.2.2 Surveys
(1) Annual surveys are to be carried out in accordance with the applicable items of annual surveys
as required in Section 4 of this Chapter.
(2) Intermediate surveys are to be carried out in accordance with the applicable items of annual
surveys as required in Section 4 of this Chapter.
(3) Special surveys are to be carried out in accordance with the applicable items of annual surveys
as required in Section 4 of this Chapter, and docking surveys are to be carried out. In addition, the
following items are to be examined and tested:
① all pumps and pipes are to be generally examined and tested under working conditions;
② all sea chests are to be opened up and examination;
③ for tankers carrying cargoes having a flashpoint not exceeding 60℃ and having
electrical installations in dangerous zones, the electrical installations are to be examined and tested
in accordance with the provisions for self-propelled tankers;
④ pumps or prime movers on board are in general not required to be opened up for
examination, unless deemed necessary as a consequence of the results of the examination or test;
⑤ waterhead test of tanks may be substituted with airtightness test.
(4) Boilers are to be examined in accordance with Section 12 of this Chapter.

The existing paragraphs 5.15.3 are renumbered as 5.15.2 accordingly.

Section 16 ADDITIONAL REQUIREMENTS FOR HULL AND EQUIPMENT SURVEYS


OF LIQUEFIED GAS CARRIERS

5.16.1 General requirements


5.16.1.2 The requirements in this Section apply to surveys of hull structures and piping systems,
except cargo piping covered, in way of pump rooms, compressor rooms, cofferdams, pipe tunnels,
and void spaces and fuel oil tanks within the cargo area and all ballast tanks. The requirements are
additional to the classification requirements applicable to the remainder of the ship, refer to
Section 4 of this Chapter. The requirements for periodical surveys of cargo installations on ships
carrying liquefied gases in bulk are given in Rules for Construction and Equipment of Ships

① For the transfer of class to CCS or adding CCS class at a ship‘s delivery, items ○
c and ○i may be verified by
reviewing the ship‘s record.

1-75
Carrying Liquefied Gases in Bulk.
5.16.4.5 Extent of thickness measurement

Minimum Requirements for the Thickness Measurement at Hull Special Survey of Liquefied
Gas Carriers Table 5.16.4.5(1)
Special Survey No.4 and
Special Survey No.1 Special Survey No.2 Special Survey No.3
subsequent
(Age ≤ 5) (5 < Age ≤ 10) (10 <Age ≤ 15)
(Age > 15)
Within the cargo area: Within the cargo area:
One section of deck ① each deck plate Within the cargo area: ① each deck plate
plating for the full ② one transverse ① each deck plate ② three transverse sections (1)
(1)
beam of the ship section within 0.5 L ② two transverse sections ③ each bottom plate
within 0.5 L amidships in way of a ③ all wind and water strakes ④ duct keel plating and
amidships in way of a ballast tank, if any internals
ballast tank, if any All wind and water strakes, full
Selected wind and water strakes outside the cargo area
length
Measurements, for general assessment and recording of corrosion pattern, of those structural members subject to
close-up survey according to Table 5.16.4.4(2)
Suspect areas
(1) At least one section is to include a ballast tank within 0.5L amidships, if any.
Note 1: For ships having independent tanks of type C, with a midship section similar to that of a general cargo
ship, the extent of thickness measurements may be specially consideredthe extent of thickness
measurements may be increased to include the tank top plating at the discretion of the Surveyor.
Note 2: For areas in spaces where coatings are found to be in GOOD condition, the extent of thickness
measurements may be specially considered.
Note 3: The Surveyor may extend the thickness measurements as deemed necessary. Where substantial corrosion is
found, the extent of thickness measurements is to be increased to the satisfaction of the Surveyor.

1-76
Appendix 1
CRITERIA FOR RENEWAL OF HULL STRUCTURAL MEMBERS

2.7 For the following bulk carriers of 150 m in length and upwards and carrying solid bulk
cargoes having a density of 1.78 t/m3 and above, steel renewal is required where the gauged
thickness of transverse watertight corrugated bulkheads between cargo holds Nos.1 and 2 is less
than tnet + 0.5 mm and coating (applied in accordance with the coating manufacturer‘s
requirements) or annual gauging may be adopted as an alternative to steel renewal where the
gauged thickness is within the range tnet + 0.5 mm and tnet + 1.0 mm, with tnet being calculated in
accordance with IACS UR S19:
(1) bulk carriers contracted for construction before 1 July 1998 and not complying with IACS UR
S18 and S20;
(2) bulk carriers the keels of which were laid or which were at a similar stage of construction
before 1 July 1999 and not complying with IACS UR S18 and S20.

Appendix 2CRITERIA FOR LONGITUDINAL STRENGTH OF HULL GIRDER FOR


OIL TANKERS

Annex 3 Sampling Method of Thickness Measurements for Longitudinal Strength


Evaluation and Repair Methods

2 Sampling method of thickness measurement


2.4 Within 0.1D (where D is the ship‘s moulded depth) of the deck and bottom at each
transverse section to be measured in accordance with the requirements of Table 5.6.4.4(1) of this
Chapter, every longitudinal and girder are to be measured on the web and face plate, and every
plate is to be measured at one point between longitudinals.

Appendix 8 PROCEDURAL REQUIREMENTS FOR SERVICE SUPPLIERS

ANNEX 1 Special Requirements for Various Categories of Service Suppliers

6. Firms engaged in the servicing and testing of radio communication equipment


6.6 Minimum required instruments:
—— equipment for measuring output and reflect effect on VHF and MF/HF;
—— acid tester for checking specific gravity of lead batteries;
—— tester for checking of correct output from free-float satellite EPIRB.

1-77
Appendix 13
RECOMMENDED PROCEDURES FOR THICKNESS MEASUREMENTS① OF OIL
TANKERS, BULK CARRIERS AND ETC.

13.1A RECOMMENDED PROCEDURES FOR THICKNESS MEASUREMENTS OF


SHIPS

1 Notes
1.1 This document is to be used for recording thickness measurements for all ships as required
by Section 4, Chapter 5 of this PART.
1.2 Reporting forms TM1-G, TM2-G (i) and (ii), TM3-G, TM4-G, TM5-G (sheets 4 to 9) are to
be used for recording thickness measurements and the maximum allowable diminution is to be
stated. The maximum allowable diminution is to be stated in an attached document.

GENERAL PARTICULARS

Ship‘s name:
IMO number:
Class identity number:
Port of registry:
Gross tons:
Deadweight:
Date of build:
Classification society:

Name of Company performing thickness measurement:


Thickness measurement company certified by:
Certificate No:
Certificate valid from..................to................
Place of measurement:
First date of measurement:
Last date of measurement:
Special survey/intermediate survey due:
Details of measurement equipment:
Qualification of operators:
_______________________________________________________________________________
Report number: consisting of Sheets
_______________________________________________________________________________
Name of operator: Name of surveyor:
Signature of operator: Signature of surveyor:
Company official stamp: Classification society official stamp:

① This Appendix is recommendatory. For ESP ships, IMO No. is to be marked in the general particulars.
 Delete as appropriate.

1-78
Sheet 4
TM1-G Report on Thickness Measurement of All Deck Plating, All Bottom Shell
Plating or Side Shell Plating*
(*delete as appropriate)

Ship‘s name......................... Class Identity No. ......................... Report No. .........................


STRAKE
POSITION
Forward Reading Aft Reading Mean Maximum
No. Org.
PLATE Diminution Diminution Diminution Diminution Diminution Allowable
or Thk. Gauged Gauged % Diminution
POSITION P S P S
Letter mm
P S mm % mm % P S mm % mm % P S mm
12th forward
11th
10th
9th
8th
7th
6th
5th
4th
3rd
2nd
1st
Amidships
1st aft
2nd
3rd
4th
5th
6th
7th
8th
9th
10th
11th
12th

Operators signature: .............................................

Notes:
1. This report is to be used for recording the thickness measurement of:
A – All strength deck plating within the cargo length area.
B – All keel, bottom shell plating and bilge plating within the cargo length area.
C – Side shell plating that is all wind and water strakes within the cargo length area.
D – Side shell plating that is selected wind and water strakes outside the cargo length area.
2. The strake position is to be clearly indicated as follows:
2.1 For strength deck indicate the number of the strake of plating inboard from the stringer
plate.
2.2 For bottom plating indicate the number of the strake of plating outboard from the keel
plate.
2.3 For side shell plating give number of the strake of plating below sheer strake and letter as
shown on shell expansion.
3. Only the deck plating strakes outside line of openings are to be recorded.
4. Measurements are to be taken at the forward and aft areas of all plates, and the single
measurements recorded are to represent the average of multiple measurements.
5. The maximum allowable diminution could be stated in an attached document.

1-79
Sheet 5
TM2-G(i) Report on Thickness Measurement of Shell and Deck Plating (one, two or three transverse sections)

Ship‘s name......................... Class Identity No. ......................... Report No. .........................


STRENGTH DECK AND SHEERSTRAKE PLATING
FIRST TRANSVERSE SECTION AT FRAME NUMBER SECOND TRANSVERSE SECTION AT FRAME NUMBER THIRD TRANSVERSE SECTION AT FRAME NUMBER
Max. Max. Max.
No. Org. Diminution Diminution No. Org. Diminution Diminution No. Org. Diminution Diminution
STRAKE Alwb. Gauged Alwb. Gauged Alwb. Gauged
or Thk. P S or Thk. P S or Thk. P S
POSITION Dim. Dim. Dim.
Letter Letter Letter
mm mm P S mm % mm % mm mm P S mm % mm % mm mm P S mm % mm %
Stringer Plate
1st strake inboard
2nd
3rd
4th
5th
6th
7th
8th
9th
10th
11th
12th
13th
14th
Centre strake
Sheer strake
TOPSIDE
TOTAL

Operators signature: .............................................

1-80
Notes:
1. This report is to be used for recording the thickness measurement of:
Strength deck plating and sheer strake plating transverse sections:
Two or three sections within the cargo length area, comprising of the structural items.
2. Only the deck plating strakes outside the line of openings are to be recorded.
3. The topside area comprises deck plating, stringer plate and sheerstrake (including rounded gunwales).
4. The exact frame station of measurement is to be stated.
5. The single measurements recorded are to represent the average of multiple measurements.
6. The maximum allowable diminution could be stated in an attached document.

1-81
Sheet 6
TM2-G(ii) Report on Thickness Measurement of Shell and Deck Plating (one, two or three transverse sections)

Ship‘s name......................... Class Identity No. ......................... Report No. .........................


SHELL PLATING
FIRST TRANSVERSE SECTION AT FRAME NUMBER SECOND TRANSVERSE SECTION AT FRAME NUMBER THIRD TRANSVERSE SECTION AT FRAME NUMBER
Max. Max. Max.
No. Org. Diminution Diminution No. Org. Diminution Diminution No. Org. Diminution Diminution
STRAKE Alwb. Gauged Alwb. Gauged Alwb. Gauged
or Thk. P S or Thk. P S or Thk. P S
POSITION Dim. Dim. Dim.
Letter Letter Letter
mm mm P S mm % mm % mm mm P S mm % mm % mm mm P S mm % mm %
1st below
Sheer strake
2nd
3rd
4th
5th
6th
7th
8th
9th
10th
11th
12th
13th
14th
15th
16th
17th
18th
19th
20th
Keel strake
BOTTOM TOTAL

Operators signature: .............................................

1-82
Notes:
1. This report is to be used for recording the thickness measurement of:
Shell plating transverse sections:
Two or three sections within the cargo length area, comprising of the structural items.
2. The bottom area comprises keel, bottom and bilge plating.
3. The exact frame station of measurement is to be stated.
4. The single measurements recorded are to represent the average of multiple measurements.
5. The maximum allowable diminution could be stated in an attached document.

1-83
Sheet 7
TM3-G Report on Thickness Measurement of Longitudinal Members (one, two or three transverse sections)

Ship‘s name......................... Class Identity No. ......................... Report No. .........................


FIRST TRANSVERSE SECTION AT FRAME NUMBER SECOND TRANSVERSE SECTION AT FRAME NUMBER THIRD TRANSVERSE SECTION AT FRAME NUMBER
Max. Max. No. Max.
No. Org. Diminution Diminution No. Org. Diminution Diminution Org. Diminution Diminution
STRUCTURAL Alwb. Gauged Alwb. Gauged or Alwb. Gauged
or Thk. P S or Thk. P S Thk. P S
MEMBER Dim. Dim. Letter Dim.
Letter Letter
mm mm P S mm % mm % mm mm P S mm % mm % mm mm P S mm % mm %

Operators signature: .............................................

Notes:
1. This report is to be used for recording the thickness measurement of:
Longitudinal Members at transverse sections:-
Two or three sections within the cargo length area, comprising of the appropriate structural items.
2. The exact frame station of measurement is to be stated.
3. The single measurements recorded are to represent the average of multiple measurements.
4. The maximum allowable diminution could be stated in an attached document.

1-84
Sheet 8
TM4-G Report on Thickness Measurement of Transverse Bulkheads

Ship‘s name......................... Class Identity No. ......................... Report No. .........................


LOCATION OF STRUCTURE: FRAME NO.:

STRUCTURAL COMPONENT (PLATING/STIFFENER)

Original Max. Diminution Diminution


Gauged
Thickness Alwb. P S
mm Dim.mm Port Starboard mm % mm %

Operators signature: .............................................

Notes:
1. This report is to be used for recording the thickness measurement of cargo hold transverse
bulkheads.
2. The single measurements recorded are to represent the average of multiple measurements.
3. The maximum allowable diminution could be stated in an attached document.

1-85
Sheet 9
TM5-G Report on Thickness Measurement of Miscellaneous Structural Members

Ship‘s name......................... Class Identity No. ......................... Report No. .........................


STRUCTURAL MEMBER: SKETCH

LOCATION OF STRUCTURE:

Max. Diminution Diminution


Org. Gauged
Alwb. P S
Description Thk.
Dim.
mm
mm P S mm % mm %

Operators signature: .............................................

Notes:
1. This report is to be used for recording the thickness measurement of miscellaneous structural
members.
2. The single measurements recorded are to represent the average of multiple measurements.
3. The maximum allowable diminution could be stated in an attached document.

1-86
13.1B RECOMMENDED PROCEDURES FOR THICKNESS MEASUREMENTS
OF SHIPS BUILT ACCORDING TO THE NET SCANTLING APPROACH①

Notes:
1. This document is to be used for recording thickness measurements of ships built according to
the net scantling approach as required by Section 4, Chapter 5 of this PART.
2. Reporting forms TM1-G(NSD), TM2-G(NSD) (i) and (ii), TM3-G(NSD), TM4-G(NSD),
TM5-G(NSD) (sheets 4 to 9) are to be used for recording thickness measurements. The as-built
thickness, the voluntary thickness addition and renewal thickness (minimum allowable thickness)
are to be stated in the said forms.

GENERAL PARTICULARS

Ships name:
IMO number:
Class identity number:
Port of registry:
Gross tons:
Deadweight:
Date of build:
Classification society:

Name of Company performing thickness measurement:


Thickness measurement company certified by:
Certificate No:
Certificate valid from..................to................
Place of measurement:
First date of measurement:
Last date of measurement:
Special survey/intermediate survey due:
Details of measurement equipment:
Qualification of operators:

_______________________________________________________________________________
Report Number: consisting of Sheets
_______________________________________________________________________________
Names of operator:............................ Name of surveyor:..............................
Signature of operator:........................ Signature of surveyor:........................
Company official stamp: Classification society official stamp:

① This Appendix is recommendatory.


 Delete as appropriate.

1-87
Sheet 4
TM1-G(NSD) Report on Thickness Measurement of All Deck Plating, All Bottom Plating
or Side Shell Plating*
(* delete as appropriate)

Ship‘s name......................... Class Identity No. ......................... Report No. .........................


STRAKE
POSITION
Forward Reading Aft Reading Mean
Remaining Remaining Remaining
As Voluntary Gauged Gauged
No. Renewal Corr. Corr. Corr.
PLATE Built Thickness Thk. Thk.
or Thickness Addition, Addition, Addition,
POSITION Thk. Addition mm mm
Letter mm (a) mm mm mm
mm mm (b1) (b2)
(c1)=(b1)-(a) (c2)=(b2)-(a) [(c1)+(c2)]/2
P S P S P S P S P S
12th
11th
10th
9th
8th
7th
6th
5th
4th
3rd
2nd
1st forward
Amidships
1st aft
2nd
3rd
4th
5th
6th
7th
8th
9th
10th
11th
12th

Operators signature: .............................................

1-88
Notes:
1. This report is to be used for recording the thickness measurement of:
A − All strength deck plating within the cargo length area.
B − All keel, bottom shell plating and bilge plating within the cargo length area.
C − Side shell plating that is all wind and water strakes within the cargo length area.
D − Side shell plating that is selected wind and water strakes outside the cargo length area.
2. The strake position is to be clearly indicated as follows:
2.1 For strength deck indicate the number of the strake of plating inboard from the stringer
plate.
2.2 For bottom plating indicate the number of the strake of plating outboard from the keel
plate.
2.3 For side shell plating give number of the strake of plating sheer strake and letter as
shown on shell expansion.
3. Only the deck plating strakes outside line of openings are to be recorded.
4. Measurements are to be taken at the forward and aft areas of all plates and the single
measurements recorded are to represent the average of multiple measurements.
5. The remaining corrosion addition is to be recorded with result of gauged thickness minus
renewal thickness. If the result is negative, the structure in way is to be renewed, and the
mark ―R‖ is to be indicated in the right-hand column. If the result is between 0 and
substantial corrosion allowable limits, the structure in way is to be additionally gauged, and
the mark ―S‖ is to be indicated in the right-hand column.

1-89
Sheet 5
TM2-G(NSD)(i) Report on Thickness Measurement of Shell and Deck Plating (one, two or three transverse sections)

Ship‘s name......................... Class Identity No. ......................... Report No. .........................


STRENGTH DECK AND SHEERSTRAKE PLATING
FIRST TRANSVERSE SECTION AT FRAME NUMBER SECOND TRANSVERSE SECTION AT FRAME NUMBER THIRD TRANSVERSE SECTION AT FRAME NUMBER
Remaining Remaining Remaining
Gauged Gauged Gauged
As Vol. Ren. Corr. As Vol. Ren. Corr. As Vol. Ren. Corr.
No. Thk. No. Thk. No. Thk.
STRAKE Built Thk. Thk. Addition, Built Thk. Thk. Addition, Built Thk. Thk. Addition,
or mm or mm or mm
POSITION Thk. Add. mm mm Thk. Add. mm mm Thk. Add. mm mm
Letter (b) Letter (b) Letter (b)
mm mm (a) (b)-(a) mm mm (a) (b)-(a) mm mm (a) (b)-(a)
P S P S P S P S P S P S
Stringer plate
1st strake
inboard
2nd
3rd
4th
5th
6th
7th
8th
9th
10th
11th
12th
13th
14th
Centre strake
Sheer strake
TOPSIDE
TOTAL

Operators signature: .............................................

1-90
Notes:
1. This report is to be used for recording the thickness measurement of:
Strength deck plating and sheer strake plating transverse sections:
One, two or three sections within the cargo length area, comprising of the structural items.
2. Only the deck plating strakes outside the line of openings are to be recorded.
3. The topside area comprises deck plating, stringer plate and sheer strake (including rounded gunwales).
4. The exact frame station of measurement is to be stated.
5. The single measurements recorded are to represent the average of multiple measurements.
6. The remaining corrosion addition is to be recorded with result of gauged thickness minus renewal thickness. If the result is negative, the structure in way is to be
renewed, and the mark ―R‖ is to be indicated in the right-hand column. If the result is between 0 and substantial corrosion allowable limits, the structure in way
is to be additionally gauged, and the mark ―S‖ is to be indicated in the right-hand column.

1-91
Sheet 6
TM2-G(NSD)(ii) Report on Thickness Measurement of Shell Plating (one, two or three transverse sections)
Ship‘s name......................... Class Identity No. ......................... Report No. .........................
SHELL PLATING
FIRST TRANSVERSE SECTION AT FRAME NUMBER SECOND TRANSVERSE SECTION AT FRAME NUMBER THIRD TRANSVERSE SECTION AT FRAME NUMBER
Remaining Remaining Remaining
Gauged Gauged Gauged
As Vol. Ren. Corr. As Vol. Ren. Corr. As Vol. Ren. Corr.
No. Thk. No. Thk. No. Thk.
STRAKE Built Thk. Thk. Addition, Built Thk. Thk. Addition, Built Thk. Thk. Addition,
or mm or mm or mm
POSITION Thk. Add. mm mm Thk. Add. mm mm Thk. Add. mm mm
Letter (b) Letter (b) Letter (b)
mm mm (a) (b)-(a) mm mm (a) (b)-(a) mm mm (a) (b)-(a)
P S P S P S P S P S P S
1st below
sheer strake
2nd
3rd
4th
5th
6th
7th
8th
9th
10th
11th
12th
13th
14th
15th
16th
17th
18th
19th
20th
Keel strake
BOTTOM TOTAL

Operators signature: .............................................

1-92
Notes:
1. This report is to be used for recording the thickness measurement of:
Shell plating transverse sections:
One, two or three sections within the cargo length area, comprising of the structural items.
2. The bottom area comprises keel, bottom and bilge plating.
3. The exact frame station of measurement is to be stated.
4. The single measurements recorded are to represent the average of multiple measurements.
5. The remaining corrosion addition is to be recorded with result of gauged thickness minus renewal thickness. If the result is negative, the structure in way is to be
renewed, and the mark ―R‖ is to be indicated in the right-hand column. If the result is between 0 and substantial corrosion allowable limits, the structure in way
is to be additionally gauged, and the mark ―S‖ is to be indicated in the right-hand column.

1-93
Sheet 7
TM3-G(NSD) Report on Thickness Measurement of Longitudinal Members (one, two or three transverse sections)

Ship‘s name......................... Class Identity No. ......................... Report No. .........................


FIRST TRANSVERSE SECTION AT FRAME NUMBER SECOND TRANSVERSE SECTION AT FRAME NUMBER THIRD TRANSVERSE SECTION AT FRAME NUMBER
Remaining Remaining Remaining
Gauged Gauged Gauged
As Vol. Ren. Corr. As Vol. Ren. Corr. As Vol. Ren. Corr.
Thk. Thk. Thk.
STRUCTURAL Item Built Thk. Thk. Addition, Item Built Thk. Thk. Addition, Item Built Thk. Thk. Addition,
mm mm mm
MEMBER No. Thk. Add. mm mm No. Thk. Add. mm mm No. Thk. Add. mm mm
(b) (b) (b)
mm mm (a) (b)-(a) mm mm (a) (b)-(a) mm mm (a) (b)-(a)
P S P S P S P S P S P S

Operators signature: .............................................

1-94
Notes:
1. This report is to be used for recording the thickness measurement of:
Longitudinal Members at transverse sections:
One, two or three sections within the cargo length area, comprising of the appropriate structural items.
2. The exact frame station of measurement is to be stated.
3. The single measurements recorded are to represent the average of multiple measurements.
4. The remaining corrosion addition is to be recorded with result of gauged thickness minus renewal thickness. If the result is negative, the structure in way is to be
renewed, and the mark ―R‖ is to be indicated in the right-hand column. If the result is between 0 and substantial corrosion allowable limits, the structure in way
is to be additionally gauged, and the mark ―S‖ is to be indicated in the right-hand column.

1-95
Sheet 8
TM4-G(NSD) Report on Thickness Measurement of Transverse Bulkheads

Ship‘s name......................... Class Identity No. ......................... Report No. .........................


LOCATION OF STRUCTURE: FRAME NO.:

STRUCTURAL COMPONENT (PLATING/STIFFENER)

Gauged Remaining Corr.


Voluntary Renewal Thickness Addition
STRUCTURAL As Built
Thickness Thickness mm mm
COMPONENT Thickness
Addition mm (b) (b)-(a)
(PLATING/STIFFENER) mm
mm (a)
P S P S

Operators signature: .............................................

Notes:
1. This report is to be used for recording the thickness measurement of cargo hold transverse
bulkheads.
2. The single measurements recorded are to represent the average of multiple measurements.
3. The remaining corrosion addition is to be recorded with result of gauged thickness minus
renewal thickness. If the result is negative, the structure in way is to be renewed, and the
mark ―R‖ is to be indicated in the right-hand column. If the result is between 0 and
substantial corrosion allowable limits, the structure in way is to be additionally gauged, and
the mark ―S‖ is to be indicated in the right-hand column.

1-96
Sheet 9
TM5-G(NSD) Report on Thickness Measurement of Miscellaneous Structural Members

Ship‘s name......................... Class Identity No. ......................... Report No. .........................


STRUCTURAL COMPONENT: SKETCH

LOCATION OF STRUCTURE:

Remaining
Gauged
As Voluntary Renewal Corr.
Thickness
Addition
Built Thickness Thickness mm
Description mm
Thk. Addition mm (b)
mm mm (a) (b)-(a)

P S P S

Operators signature: .............................................

Notes:
1. This report is to be used for recording the thickness measurement of miscellaneous structural
members.
2. The single measurements recorded are to represent the average of multiple measurements.
3. The remaining corrosion addition is to be recorded with result of gauged thickness minus
renewal thickness. If the result is negative, the structure in way is to be renewed, and the
mark ―R‖ is to be indicated in the right-hand column. If the result is between 0 and
substantial corrosion allowable limits, the structure in way is to be additionally gauged, and
the mark ―S‖ is to be indicated in the right-hand column.

The existing paragraphs 13.1 to 13.4 in Appendix 13 are renumbered as 13.2 to 13.5 accordingly.

1-97
Appendix 16
GUIDELINES FOR SURVEY OF PLANNED MAINTENANCE SCHEME(PMS)FOR
MACHINERY

3 Survey Requirements

3.2 Annual Audit①

The existing Annex ―Items for Survey of PMS‖ is replaced by the following:

―Annex
Items for Survey of PMS
PMS No. CWBT code Item Details
1 MD-100-000-000 Diesel engine
1.1 MD-101-000-000 Diesel engine F② 1. General inspection
H⑤ 1. Inspecting each connected flange around cylinder
cover and valve hole for defects, e.g. crack, ablation,
③ unevenness.
MD -101-000-000
1.1.1 ④ Cylinder cover 2. Inspecting cooling water jacket space for scale and
GD -101-000-000 corrosion.
3. 0.7 MPa hydraulic test of cooling water jacket space
after repair or where necessary
H Trunk piston:
1. Inspecting piston head, suspension lug, piston ring
groove, piston pin hole, piston skirt, etc. for crack and
ablation, and repair or renewal to be made where
necessary.
2. Measuring and recording.
MD-102-010-000
1.1.2 Piston H Crosshead type engine piston:
GD-102-010-000
1. Inspecting piston head, suspension lug, piston ring
groove and wear ring for crack, ablation, excessive
wear, loosening, etc.
2. Inspecting water jacket space for scale and cleaning
where necessary, hydraulic test.
3. Measuring and recording
H 1. Inspecting the connecting rod for crack.
MD-102-018-000 2. Inspecting bolts for crack, deformation, loosening,
1.1.3 Connecting rod
GD-102-018-000 thread damage, and detection or renewal to be made
where necessary
H 1. Cleaning, inspecting, measuring and recording.
2. Aligning the center and air clearance where
MD-102-011-000 Piton rod
1.1.4 necessary.
MD-102-014-000 Stuffing box
3. Disassembling, cleaning and inspecting the stuffing
box, and renewing stuffing where necessary
H 1. Inspecting the cylinder liner for crack, scotch and
excessive wear, etc.
MD-103-009-000 2. Drawing out the liner for clean and inspection, and
1.1.5 Cylinder liner
GD-103-009-000 renewing the packing ring periodically in accordance
with specifications.
3. Measuring and recording
MD.GD-101-002-000 Intake valve H 1. Inspecting casing, core and spring of each valve for
MD.GD-101-003-000 Exhaust valve crack, whether the working face between valve and
1.1.6 MD.GD-101-005-000 Safety valve valve seat is in normal order, and detection of valve
MD.GD-101-006-000 Indicator valve rod to be made where necessary.
MD.GD-101-007-000 Starting valve 2. Checking the safety valve with opening pressure not

① The term audit, in this context, is not related to ISM audit, the implementation of surveys is to be completed
prior to the commencement of the audit.
② F is the item of annual confirmatory survey.
③ MD is the main diesel engine (main engine).
④ GD is the prime motor of diesel generating set (auxiliary engine).
⑤ H is the item overhauled at least once within each period of survey of PMS and the test of some systems.

1-98
PMS No. CWBT code Item Details
exceeding 1.4 times the maximum combustion
pressure
H 1. Inspecting the crosshead pin for crack and scotch, and
detection to be made where necessary.
2. Inspecting crosshead pin, bearing and white metal of
Crosshead pin & guide plate for crack, overheat, scotch, shelling,
MD-102-015-000 bearing whether the connection is in order, and inspecting the
1.1.7
MD-102-016-000 Guide plate & connecting bolt.
sliding block 3. Measuring the crosshead pin and recording.
4. Measuring the clearances of bearing, sliding block
and guide plate and recording.
5. Correcting and adjusting where necessary
H 1. Inspecting the bearing for crack, shelling, overheat,
Bearing of scotch, breakaway and other contact, wear conditions.
1.1.8 MD-102-018-000
connecting rod 2. Measuring crank pin and recording.
3. Measuring clearance of bearing and recording
Transmission
mechanism of
MD-106-000-000 intake valve H 1. Inspecting and measuring clearance of roller.
1.1.9
GD-105-000-000 Transmission 2. Inspecting the push rod and push rod seat
mechanism of
exhaust valve
H 1. Visual inspection for crack, deformation, damage,
corrosion, etc.
MD-103-055-000 Frame & 2. Inspecting connection of frame, bedplate and cylinder
1.1.10
GD-103-057-000 bedplate block.
3. Hammering check of bolts and rivets for damage,
fracture and tightening
H 1. Visual inspection.
MD-103-056-000 Crankcase &
1.1.11 2. The spring of explosion-proof door has no fracture
GD-103-056-000 safety device
and the valve is in order
H 1. Visual inspection.
MD-103-059-000 Foundation bolts
1.1.12 2. Inspecting foundation bolts for loosening or fracture.
GD-103-055-000 & packing blocks
3. Inspecting the tightening of packing blocks and bolts
H 1. Inspecting the bearing for crack, shelling, overheat,
scotch and contact, wear conditions.
2. Inspecting the shaft journal for scotch, pitting
corrosion, and detection to be made where necessary.
3. Gauging the wear-down of crankshaft by bridge
MD-104-020-000 Main bearing &
1.1.13 gauge, and where necessary, measuring and recording
GD-104-020-000 shaft journal
eccentric deviation.
4. Measuring thickness of bearing pillow, bearing
clearance and recording.
5. Measuring the shaft journal and recording when the
crankshaft is lift
H 1. Tooth gear: inspecting the gear for crack, erosion,
collapse, excessive wear, gear engagement and
lubrication, measuring side clearance of the gear and
Transmission
MD-104-069-000 recording.
1.1.14 mechanism of
GD-104-168-000 2. Chain gear: inspecting links and rollers for crack,
crankshaft
erosion, and wear, whether rollers are in order, and
detection to be made and pre-tightening of chain
adjusted where necessary
H 1. Inspecting the procedure for tightening cam on the
shaft.
2. Inspecting the surface of cam for crack, pitting
corrosion, scotch and excessive wear.
MD-105-000-000 Camshaft 3. The bearing may not be dismantled where it has been
1.1.15
GD-105-000-000 Camshaft bearing in good operation with normal appearance and has not
been repaired.
4. Overhauling, and measuring and recording the size
and eccentric deviation of shaft journal and the
clearance of bearing
H 1. Inspecting the coupling and impeller.
1.1.16 MD-106-314-100 Scavenging fan
2. Inspecting the automatic control device, and

1-99
PMS No. CWBT code Item Details
effectiveness test
H 1. Inspecting the coupling and impeller.
Emergency air
1.1.17 MD-106-314-200 2. Inspecting the automatic & manual control devices,
blower
and effectiveness test
H 1. Piston-type scavenging pump: Inspecting piston,
piston rod, cylinder liner, intake valve, exhaust valve
for crack, scotch and excessive wear. Measuring the
clearances of piston, piston ring, cylinder liner and
Scavenging
1.1.18 MD-106-079-000 bearing and recording.
pump
2. Revolving scavenging pump: Inspecting pump case,
impeller or gear, shaft, bearing and transmission gear
components for crack, deformation, excessive wear,
etc.
H 1. Overhauling the pump case and spring for defects,
e.g. crack, deformation.
MD-107-029-000 High-pressure oil
1.1.19 2. Inspecting the plunger, inlet valve and outlet valve for
GD-106-029-000 pump
defects, e.g. crack, wear, scotch, pit corrosion, burr.
3. Check periodically
H 1. Inspecting the casing for crack, the cooling water
jacket space for scale and the corrosion, and thickness
measurement to be made where necessary. Hydraulic
test with 1.5 times working pressure (not less than 0.4
MPa) for cooling water jacket space of the casing.
MD-109-051-000 Exhaust-gas 2. Lifting out and inspecting the rotor, blades, guide
1.1.20
GD-109-051-000 turbocharger blade and diffuser for defects, e.g. crack, bending,
deformation, collapse, corrosion, and dynamic
balance test to be made and a report submitted where
necessary.
3. Inspecting the bearing for defects and renewing it in
accordance with the specifications
H 1. To inspect whether the pipe and tube plate have
deformation, damage, scale, corrosion, etc.
MD-109-052-000 2. To wash the air and water jacket space.
1.1.21 Air cooler
GD-109-052-000 3. To renew corrosion-proof zinc block.
4. Hydraulic test with 1.5 times working pressure is
made at the side of air cooler
Spare parts and H 1. The number of main spare parts is not less than the
1.1.22
stores requirements of CCS Rules
MD-103-058-000 H 1. To check the pre-tightening of through bolt in
1.1.23 Through bolt
GD-103-058-000 accordance with the specifications
H 1. Flexible base: Inspecting the vibration isolating
rubber and spring for damage.
2. Back balance antivibrator: to inspect the tightening of
MD-104-021-000 Vibration damper back balance and bolt.
1.1.24
GD-104-021-000 or antivibrator 3. Hydraulic spring-type antivibrator: Opening the
covers at both sides of antivibrator, inspecting
whether the spring unit, locating pin and oil hole are
in order and unblocked, inspecting oil quality
H 1. Opening scavenging receiver and cleaning manifold
and the internal of receiver.
2. Inspecting internal valves and fittings, and repairing
Scavenging air
or renewing components where necessary.
1.1.25 MD-106-000-000 receiver & safety
3. Inspecting the passage of nozzles of emergency
device
fire-extinguishing appliances.
4. Inspecting the reliability of explosion-proof door of
scavenging receiver and valves
H 1. Inspecting components, e.g. reversing cam, reversing
valve, reversing servo mechanism.
Reversing
1.1.26 MD-01-10-025-000 2. Overhauling relevant components, valves, etc.
arrangement
periodically in accordance with the specifications.
3. Effectiveness test
H 1. Inspecting wear of worm wheel and worm.
Carriage turning
2. Inspecting the reliability of carriage turning gear and
1.1.27 MD-109-061-000 gear (jacking
interlocked valve.
engine)
3. Inspecting the coupling of motor and carriage turning

1-100
PMS No. CWBT code Item Details
gear.
4. Effectiveness test
MD-110-000-000 Engine-driven air H Where engine-driven pump is a reciprocating pump:
1.1.28
GD-108-152-000 compressor 1. Inspecting the reliability of engine-driven
Engine-driven transmission mechanism.
1.1.29 MD-110-000-000
bilge pump 2. Inspecting piston, piston rod, cylinder liner, air inlet
Engine-driven valve, exhaust air (water, oil) valve and spring for
MD-110-000-000 crack, scotch and excessive wear.
1.1.30 diesel oil booster
GD-106-141-000 3. Lifting out the piston and connecting rod, measuring
pump
Engine-driven the clearance of bearing and recording.
MD-110-000-000 4. Effectiveness test and checking the safety valve
1.1.31 fuel oil booster
GD-106-141-000 H Where engine-driven pump is a rotating-type pump:
pump
Engine-driven 1. Inspecting the reliability of engine-driven
MD-110-000-000 transmission mechanism.
1.1.32 diesel oil
GD-106-141-000 2. Inspecting the casing, impeller or gear or worm,
delivery pump
Engine-driven bearing, shaft, shaft gland and components for crack,
MD-110-000-000 deformation, excessive wear, and renewal to be made
1.1.33 fuel oil delivery
GD-106-141-000 where necessary.
pump
MD-110-000-000 Engine-driven 3. Effectiveness test
1.1.34 H Engine-driven air compressor:
GD-107-142-000 freshwater pump
Engine-driven 1. Inspecting the items as shown in 5.1
MD-110-000-000
1.1.35 cooling
GD-107-142-000
freshwater pump
Engine-driven
MD-110-000-000
1.1.36 cooling pump of
GD-106-142-000
fuel injector
Engine-driven
1.1.37 MD-110-000-000
lub. oil pump
Engine-driven
1.1.38 MD-110-000-000 reduction gear
lub. oil pump
Engine-driven
1.1.39 MD-110-000-000 seawater
circulating pump
Engine-driven
1.1.40 MD-110-000-000 seawater cooling
pump
H 1. Cleaning seawater jacket space, renewing
corrosion-proof zinc block and inspecting end cover
Engine-driven
1.1.41 MD-110-000-000 gasket.
freshwater cooler
2. Washing freshwater jacket space.
3. Hydraulic test
H 1.Cleaning seawater jacket space, renewing
corrosion-proof zinc block and inspecting end cover
Engine-driven
1.1.42 MD-110-000-000 gasket.
lub. oil cooler
2. Washing freshwater jacket space.
3. Hydraulic test
H 1. Visual inspection for corrosion, damage or leakage
trace, and hydraulic test or thickness measurement to
be made where necessary.
Partial pipeline 2. Disassembling some valves and pipeline lengths of
MD-110-000-200
1.2 of starting air starting air system for internal inspection.
GD-108-148-000
system 3. Checking the safety valve of starting air manifold (if
any) with the pressure not exceeding 1.1 times
working pressure.
4. Inspecting the tightness
H 1. Inspecting the shaft journal of crankshaft for scotch,
pitting corrosion, mechanical damage and wear,
inspecting the fillet and oil hole for crack.
2. Inspecting crankshaft cylinder liner or press fit or
MD-104-019-000
1.3 Crankshaft loosening or offset.
GD-104-019-000
3. Inspecting the reliable tightening of flange connection
for sectional crankshaft and of back balance for
assembled crankshaft.
4. Measuring the shaft journal of crankshaft and

1-101
PMS No. CWBT code Item Details
recording.
5. Measuring the crankshaft deflection and recording
2 MT-000-000-000 Turbine
2.1 MT-000-000-000 Steam turbine F 1. General inspection
H 1. Dismantling the cylinder block and bedplate and
inspecting for crack or other defects.
2. Inspecting for the tight connection of cylinder block
and bedplate and for fracture of bolts.
3. Inspecting the joint surface of cylinder for mechanical
damage and leakage trace.
4. Inspecting the bolts connecting upper and lower
Cylinder block &
2.1.1 MT-101-000-000 cylinder blocks for damage or crack.
cylinder cover
5. Measuring the axial clearance of
heat-expansion-prevention separator of cylinder and
recording.
6. Inspecting the separator for corrosion, loosening and
crack.
7. Inspecting the steam seal for wear, deformation or
leakage
H 1. Inspecting the rotor for deformation, loosening and
crack.
2. Inspecting, measuring the working shaft journal and
recording.
3. Inspecting the blade for defects, e.g. crack or wear,
MT-103-310-000
and detection to be made as the circumstance dictates.
2.1.2 MT-103-310-200 Rotor, blades
4. Inspecting the blades for loosening and for securing
MT-103-310-300
of final blade, locking block, bracing, skirt and
blades.
5. Inspecting the installation of rotor, measuring
axial/radial clearances between rotor and separator
and recording
MT-103-171-000 H 1. Inspecting for the connection and for defects of bolts.
2.1.3 MT-103-171-200 Elastic coupling 2. Alignment.
MT-103-171-300 3. Inspecting the elastic elements for crack and damage
H 1. Inspecting the tube plate, pipe head and end cover for
Condenser and
2.1.4 MT-107-000-000 leakage and corrosion.
steam bleeder
2. Inspecting the effectiveness during operation
H 1. Inspecting the white metal and thrust face of bearing.
2. Inspecting, measuring axial/radial clearances and
Main bearing,
recording.
2.1.5 MT-102-000-000 thrust pad and oil
3. Gauging the wear-own of shaft journal by bridge
seal
gauge and recording.
4. Inspecting wear, deformation or leakage
2.1.6 Steam reheater H 1. Inspecting the tube plate, pipe head and end cover for
Steam leakage and corrosion.
2.1.7 TS-105-153-000 2. Inspecting the effectiveness during operation
superheater
2.1.8 Heat reducer
Axial H 1. Inspecting for defects.
2.1.9 MT-108-073-300 displacement 2. Effectiveness test and recording
protection
Overspeed
2.1.10 MT-108-073-000 H 1. The same as 2.1.9
protection
Ahead and astern
MT-108-070-200 steering gear and H 1. Inspecting for connection and defects.
2.1.11
MT-108-070-300 main control 2. Effectiveness test and recording
valve
H 1. Inspecting the internal corrosion of some pipe lengths.
Main steam pipe
2. Thickness measurement for those suspect pipes and
2.1.12 MT-107-148-000 between boiler
recording, or hydraulic test with 2 times working
and steam turbine
pressure
2.2 MG-100-000-000 Gas turbine F 1. General inspection
Rotor, impeller
2.2.1 MG-101-000-000 H 1. Refer to 2.1.2 as appropriate
& blades
2.2.2 MG-102-000-000 Casing of air H 1. Refer to 2.1.1 as appropriate

1-102
PMS No. CWBT code Item Details
compressor
Combustion H 1. Inspecting for defects, e.g. crack, corrosion and
2.2.3 MG-103-000-000
chamber sooting
H 1. Inspecting for defects, e.g. crack, corrosion.
2.2.4 MG-104-000-000 Burner
2. Inspecting nozzle and fuel injector
2.2.5 MG-105-000-000 Intercooler H 1. Refer to 2.1.4 as appropriate
2.2.6 MG-106-000-000 Heat exchanger H 1. Refer to 2.1.6 as appropriate
Starting and
2.2.7 MG-107-000-000 H 1. Refer to 2.1.11 as appropriate
reversing devices
3 PM-100-000-000 Shafting
F 1. General visual inspection of shafting and bearing seat
for crack and tightening, etc.
H 1. Opening the upper cover and inspecting the wear of
shaft journal.
2. Measuring and recording eccentric deviation of shaft
Intermediate
3.1 PM-101-000-000 journal.
shaft and bearing
3. Inspecting for the tightening of bolts for coupling
flange.
4. Inspecting the passage of cooling water pipe.
5. The lower half of bearing not to be dismantled for
inspection where the shafting alignment found good
F 1. Inspecting the bearing shell and oil seal for crack, etc.
2. Inspecting the white metal of thrust pad for wear and
loosening.
Thrust shaft and
3.2 PM-105-000-000 3. Inspecting the operation of lub. oil system.
bearing
4. Inspecting the operation of cooling water.
H 1. Measuring and recording the clearance of thrust
bearing
Propelling
4 PM-000-000-000
system
F 1. General visual inspection of gear box for leakage,
crack and tightening.
H 1. Inspecting gear shaft for wear and shaft journal for
scotch, measuring and recording eccentric deviation
Reduction/increa
of shaft journal.
4.1 PM-104-000-000 sing
2. Inspecting engagement of each gear and pinion for
gear
crack of root.
3. Inspecting wear of tooth face and measuring and
recording clearance.
4. Inspecting lub. oil system
F 1. Inspecting external condition for leakage and the
tightening of hold-down bolts, etc.
4.2 PM-103-000-000 Clutch H 1. Inspecting the items in accordance with the
specifications.
2. Effectiveness test
Essential
5 auxiliary
machinery
F 1. General visual inspection for leakage and operation.
H 1. Dismantling the cylinder head and inspecting valve
hole and water hole.
2. Inspecting cooling water jacket space for scale and
Main air
corrosion.
compressor
AS-102-000-000 3. Inspecting, measuring the wear of crankshaft journal
Auxiliary air
5.1 AS-103-000-000 and bearing and recording.
compressor
AS-203-000-000 4. Measuring and recording each grade of cylinder
Accessory safety
liners.
device
5. Lub. oil condition, and effectiveness test of safety
valve.
6. Opening the end cover of intercooler and inspecting
cooling pipeline and sealing condition
F 1. Inspecting the external corrosion.
Emergency air
H 1. Effectiveness test of emergency air compressor.
5.2 SE-508-000-000 compressor and
2. Airtightness test of outlet valve and drain valve of
air bottle
emergency small air bottle.

1-103
PMS No. CWBT code Item Details
3. Check of safety valve
Essential pumps All kinds of pumps are disassembled in accordance with the
5.3
and motors specifications
Seawater pump
BW-102-142-000
5.3.1 & motor for main
BW-102-301-000
engine
Seawater pump
BW-104-142-000
5.3.2 and motor for
BW-104-301-000
berthing
Fresh water
5.3.3 FW-203-000-000 pump & motor
for main engine
Fresh water
5.3.4 FW-207-000-000 pump & motor
for berthing
Feed pump & F 1. General visual inspection of the pump group and
5.3.5 TS-605-000-000
motor for boiler flange connection, and the tightening of seat.
Circulating water H 1. Inspecting shaft gland for wear and leakage.
5.3.6 TS-306-000-000 pump & motor 2. Inspecting the impeller for corrosion and dynamical
for boiler balance.
Circulating water 3. Measuring and recording the clearance between
5.3.7 TS-404-000-000 pump & motor impeller and pump case.
for exhaust boiler 4. Inspecting the wear of blade and tooth face,
Fuel pump & measuring and recording the clearance.
5.3.8 OS-502-000-000
motor for boiler 5. Inspecting the shaft gland for wear.
Fuel pump & 6. Inspecting the bearing for wear.
5.3.9 OS-302-000-000 motor for main 7. Effectiveness test after assembly.
engine Key inspection in accordance with different types of pumps:
Fuel pressure Centrifugal pump:
5.3.10 OS-303-302-000 pump & motor H 1. Inspecting suction pipeline for corrosion and
for main engine self-priming capability.
Lub. oil pump & 2. Inspecting of impeller and blades for cavity corrosion.
5.3.11 LO-302-000-000 motor for main Gear pump:
engine H 1. Measuring and recording the clearance between gear
Oil pump & plane and end cover of pump case.
5.3.12 LO-304-000-000 motor for main Reciprocating pump:
engine camshaft H 1. Inspecting the wear and the opening of piston ring.
fire pump & 2. Measuring and recording the size of pump cylinder.
5.3.13 SE-101-000-000
motor Screw pump:
Emergency fire H 1. Watching the noise and stability during operation.
5.3.14 SE-05-01-000-000 pump & driving 2. Inspecting by-pass safety valve for reliability.
device Sled (vane) pump:
Ballast pump & H 1. Measuring and recording the clearance of vane in
5.3.15 BW-202-000-000 chute.
motor
KP-102-142-000 Bilge pump & 2. Measuring and recording the clearance of vane end
5.3.16 surface.
KP-102-301-000 motor
Equalizing pump Inspection of driving motors of various pumps:
5.3.17 BW-203-000-000 H 1. Measuring and recording insulance of motors.
& motor
General service 2. Replacing the ball bearing or roller bearing and
5.3.18 BW-204-000-000 recording as the circumstance dictates and according
pump & motor
Seawater pump to overhaul period.
and motor for 3. Effectiveness test after assembly.
5.3.19 FW-402-000-000
fresh water
generator
Condensate
pump and motor
5.3.20 FW-405-000-000
for fresh water
generator
OS-102-141-000 Fuel transfer
5.3.21
OS-102-301-000 pump and motor
Diesel oil
5.3.22 OS-104-141-000 transfer pump
and motor
5.3.23 KP-104-141-000 Residual fuel

1-104
PMS No. CWBT code Item Details
KP-104-301-000 pump & motor
Daily service
5.3.24 FW-302-000-000 fresh water pump
& motor
Heat water
5.3.25 FW-303-000-000 circulating pump
& motor
Sanitary pump &
5.3.26 BW-402-000-000
motor
Drinking water
5.3.27 FW-502-000-000
pump & motor
Cooling pump &
FW-205-142-000 motor of fuel
5.3.28
FW-205-301-000 injector for main
engine
Cooling pump &
FW-204-142-100
5.3.29 motor of piston For various ejector pumps:
FW-204-301-100
for main engine H 1. Inspecting nozzle holes for wear.
Fresh water 2. Inspecting diffuser cone for erosion and corrosion.
FW-302-142-000
5.3.30 transfer pump 3. Effectiveness test.
FW-302-301-000
and motor For the 36 types of pumps and motors mentioned in the left
Vacuum pump column, general visual inspection is to be carried out every
5.3.31 FW-403-000-000 set of fresh water year
generator
Salt water pump
5.3.32 FW-404-000-000 & motor for fresh
water generator
5.3.33 Vacuum air pump
Feed water jet
5.3.34
pump
Bilge water jet
5.3.35 BS-202-146-000
pump
All other
5.3.36 engine-driven
pumps
DO-202-619-000 Fuel oil separator H 1. Disassembling oil separator and inspecting each
5.3.37 component.
DO-202-313-000 & motor
Diesel oil 2. Inspecting the vertical spindle for bending and wear.
OS-204-151-000 3. Inspecting bearing for wear and measuring clearance.
5.3.38 separator &
OS-204-301-000 4. Inspecting worm wheel and worm for engagement
motor
and wear of teeth.
5. Measuring insulance of motor and replacing ball
Lub. oil separator bearing or roller bearing as the circumstance dictates
5.3.39 LO-202-000-000
& motor and recording.
6. Effectiveness test after assembly
Air bottles and
various pressure
6
vessels and
accessories
F 1. General visual inspection.
Main & auxiliary
AS-104-155-000 H 1. Opening big and small manholes for internal cleaning.
air bottle,
AS-104-156-000 2. Inspecting air bottle for internal corrosion.
working air
6.1 AS-105-156-000 3. Inspecting various valves for airtightness.
bottles and
AS-104-078-000 4. Checking safety valve.
accessories such
AS-105-078-000 5. Hydraulic test with 1.3 times working pressure for
as safety valves
suspect air bottles
Fresh water
pressure tank, F 1. General visual inspection.
FW-300-000-000 sanitary tank H 1. Opening manholes for internal cleaning.
6.2 BW-401-147-000 (seawater 2. Inspecting internal corrosion, and hydraulic test to be
FW-500-000-000 pressure tank) made where necessary.
and potable fresh 3. Effectiveness test of automatic control equipment
water tank
7 PM-400-000-000 Main & auxiliary F 1. General visual inspection and effectiveness test.

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PMS No. CWBT code Item Details
steering gear and H 1. Inspecting each component of the main steering gear
accessory for flexibility and reliability of effective actions.
equipment and 2. Inspecting auxiliary steering gear for flexible and
control system reliable actions.
3. Inspecting whether various conversions of main
steering gear are correct and flexible, and whether
conversion between main and auxiliary steering gears
is quick.
4. Inspecting each equipment of steering control system
for flexible and reliable actions.
5. Inspecting feedback device, rudder indicator, etc. for
accurate indication.
6. Inspecting whether communication between bridge
and steering gear room is in order.
7. Inspecting whether various alarms of control system
are in order.
8. Measuring the insulance of motor, replacing ball
bearing or roller bearing as the circumstance dictates
and recording.
9. Inspecting the operation of each component of
steering gear
8 DO-201-000-000 Windlass
F 1. Visual inspection and effectiveness test for windlass.
H 1. Inspecting gear, chain sprocket, bearing, brake ribbon
(shoe), etc.
Prime motor,
DO-201-313-000 2. Inspecting hydraulic cylinder, rotor, blade, bearing,
driving and
DO-201-628-000 sealing device, etc.
control units,
8.1 DO-201-304-000 3. Inspecting the tightening of windlass base.
operating and
DO-201-070-000 4. Steam windlass: inspecting cylinder, piston, piston
braking devices
DO-201-608-000 ring, crankshaft, bearing, etc. and recording.
of windlass
5. Inspecting valves, safety valve, etc. on each pipeline.
6. Measuring the insulance of motor and inspect ball
bearing or roller bearing
F 1. Effectiveness test.
Bilge pipe, 2. Visual inspection of bilge well.
strainer, bilge H 1. Effectiveness test.
9 KP-101-000-000
well suction, 2. Inspecting suction screen and mud box for cleanness.
sludge pipe 3. Action test of operating valve of emergency bilge
suction in engine room
Ballast pipe, F 1. Effectiveness test.
BW-201-000-000
10 valve and ballast H 1. Effectiveness test.
BW-205-313-000
operating system 2. Operating test of remote control valve
H 1. Disassembling, cleaning and inspecting screen,
Pressure sealing, pipe, etc.
strainers, heaters, 2. Tubular heater or cooler: Opening the cover for
OS-301-150-000
coolers and internal washing, and external chemical washing of
OS-401-150-000
various strainers cooler. Inspecting watertight riveting of tube plate of
11 LO-301-150-000
of fuel oil, lub. and internal erosion.
LO-401-150-000 and
oil, cooling 3. Plate-type heater or cooler: Opening and scouring
so on
water, boiler clamp plate, and inspecting for corrosion and sealing
water strips.
4. Visual inspection and effectiveness test after assembly
F 1. Operating test in working condition, including ahead
steering, astern steering and reversion tests, and
recording main operation parameters of main engine.
H 1. Operating test in working condition, including ahead
steering, astern steering and reversion tests, and
12 MD-100-000-000 Main engine trial
recording operation parameters and thermal
parameters of main engine; re-starting test after
failure of starting; audible and visual alarm to be
given to block the starting function after 3 failures of
starting or wrong direction, if fitted
13 Miscellaneous

1-106
PMS No. CWBT code Item Details
Fuel oil tank H 1. Inspecting internal structure.
13.1 HS-600-000-000 separated from 2. Inspecting heating pipe.
hull 3. Hydraulic test after overhaul
F 1. Inspecting piping, control system, marks and
operational instructions.
2. Inspecting ventilation, illumination, communication,
Fixed fire -
SE-102-000-000 instrument, etc. in rooms/stations.
extinguishing
SE-103-000-000 3. Visual inspection of fire-extinguishing agent
13.2 system (foam,
SE-104-000-000 containers, valves, etc.
CO2, halide and
SE-200-000-000 4. Measurement of stored quantity of fire-extinguishing
dry powder)
agents and passage test of pipeline to be made once
two years.
5. Action test of quick-closing valve of oil tank
F 1. Inspecting escape route for unobstructed passage,
Escape route in
especially exits not to be locked.
13.3 HS-400-000-000 engine room and
2. Inspecting whether self-closing devices of exit of
boiler room
engine and boiler rooms are effective
Steam boiler, hot
oil heater,
F 1. Visual inspection.
13.4 TS-200-172-000 pressure vessel,
2. Checking safety valves
including their
safety devices
Additional
14 requirements for
oil tankers
Cargo oil pump, F 1. General inspection of cargo oil pump, bilge pump,
bilge pump, stripping pump and segregated ballast pump.
stripping pump, 2. Inspecting the bases of cargo oil pump, bilge pump,
14.1 CG-700-000-000
segregated stripping pump and segregated ballast pump, as well
ballast pump in as the reliability of gaskets and binding bolts,
pump room corrosion of bedplate and condition of locating pins
H 1. Disassembling cargo oil pump and prime motor,
inspecting each component for obvious corrosion,
deformation, wear, measuring clearance of each
CG-702-141-000 component and recording.
14.1.1 CG-703-141-000 Cargo oil pump 2. Inspecting shaft gland for leakage.
CG-704-141-000 3. Aligning the shafting and recording.
4. Functional test of automatic control system and alarm
system of prime motor and recording of parameters.
5. Action test of emergency and remote shutdown
H 1. Disassembling stripping pump and prime motor,
CG-702-141-000 inspecting operation of each component, measuring
14.1.2 CG-703-141-000 Stripping pump clearance and recording.
CG-704-141-000 2. Inspecting shaft gland for leakage.
3. Action test of emergency and remote shutdown
H 1. Disassembling segregated ballast pump, inspecting
Segregated
14.1.3 BW-202-000-000 operation of each component, measuring clearance
ballast pump
and recording
H 1. Disassembling bilge pump, inspecting operation of
14.1.4 KP-102-000-000 Bilge pump each component, measuring clearance and recording.
Action test of emergency and remote shutdown
Sealing device
H 1. Disassembling, inspecting and testing sealing device
14.1.5 CG-705-014-000 for pump drive
for pump drive assembly penetrating bulkhead
assembly
H 1. Disassembling, inspecting, hydraulically testing
Piping and
14.1.6 CG-701-000-000 piping and fittings of cargo oil and ballast pumps and
fittings
recording
F 1. General inspection of venting system (including
breathing valve) in cargo oil tank and slop tank.
H 1. Disassembling and inspecting partial venting pipe in
Venting system cargo oil tank.
14.2 HS-302-000-000
of cargo oil tank 2. Disassembling and inspecting the breathing valve in
cargo oil tank, checking pressure and inspecting flame
screen.
3. Disassembling and inspecting the quick venting valve

1-107
PMS No. CWBT code Item Details
in cargo oil tank fitted with IGS, checking pressure
and inspecting flame screen
Crude oil
F 1. Visual inspection of crude oil washing system.
14.3 CG-708-506-000 washing machine
2. Visual inspection for washing heater
Washing heater
Crude oil H 1. Disassembling and inspecting crude oil washing
14.3.1 CG-708-506-000
washing machine machine and action test
H 1. Disassembling washing heater, inspecting tube plate
for corrosion, inspecting zinc plate, pipe and
hydraulic test.
2. Disassembling, inspecting and testing the safety valve
14.3.2 CG-708-153-000 Washing heater
of washing heater, testing automatic temperature
control system and automatic level control system.
3. Inspecting the valve or other mechanisms separating
the heater from crude oil washing piping
H 1. Inspecting cargo oil heating system and accessories
(safety valve, reducing valve, automatic pressure
Cargo oil heating regulator valve, regulator, etc. of pipeline).
14.4 CG-701-153-000
system 2. Internal inspection, thickness measurement, hydraulic
test of partial cargo oil heating pipe and recording.
3. Inspecting the fixing of heating pipes in cargo oil tank
F 1. General inspection for ventilation system of cargo oil
pump tank.
H 1. Disassembling and inspecting the ventilator in cargo
oil pump tank.
2. Disassembling, inspecting and testing the sealing
Ventilation device of shaft drive assembly for ventilator in cargo
14.5 CG-706-560-000 system of cargo oil pump tank that penetrates bulkhead.
oil pump tank 3. Emergency shutdown of ventilator and effectiveness
test of emergency vent.
4. Visual inspection of ventilator and inspecting the
fixing of ventilator.
5. Inspecting the interlock of ventilator and illumination
of pump room
F 1. General inspection of cargo oil and ballast control
stations and relevant equipment.
H 1. Checking relevant instruments of cargo oil and ballast
control stations by contrast, e.g.:
Steam inlet pressure gauge of steam turbine,
tachometer of cargo oil pump, cargo outlet pressure
Relevant gauge, cargo outlet thermometer, seawater outlet
instruments of thermometer of washing heater, outlet pressure gauge
14.6 CG-708-000-000 cargo oil & of ballast pump, hydro-oil outlet pressure gauge of
ballast control hydraulic pump station, and voltmeter, ammeter and
stations control air pressure gauge of control station.
2. Inspecting the remote control valve and valve position
indicator of cargo oil system for hydro-oil leakage
and correct indication.
3. Test of high level alarm for pump room bilge.
4. Effectiveness test of alarming for combustible gas
concentration
14.7 SE-701-000-000 Inert gas system
Inspection of inert gas system (IGS)
F 1. General inspection of pipeline and components,
serious corrosion, water and oil leakage to be dealt
with if found.
14.7.1 SE-701-000-000 Inert gas system 2. Action test of remote control, automatic control, soot
blower, etc., as far as possible.
3. Alarm test by simulation for key alarming points of
IGS.
4. Checking oxygen content meter
H 1. Checking the accuracy of oxygen content meter by
Monitoring
Standard N2.
14.7.1.1 SE-702-315-000 device of inert
2. Inspecting the operation of audible and visual alarm,
gas system
main control board and area control board.

1-108
PMS No. CWBT code Item Details
3. Checking the parameters of primary alarming points
and inspecting safety device for:
a. excessive oxygen content in IGS manifold;
b. excessively low gas pressure in IGS manifold;
c. excessively low feed pressure of deck water seal;
d. excessively high gas temperature in IGS manifold;
e. excessively low feed pressure of scrubber;
f. accuracy of portable oxygen content analyzer;
g. interlocking with outlet pressure parameters of
cargo oil pump
H 1. Inspecting the action and delay time of automatic
control regulating valve under different alarm levels
Automatic and recording.
14.7.1.2 SE-702-307-000 control for inert 2. Inspecting the quality performance parameters (set
gas system and measured values of outlet pressure of inert gas),
reaction sensitivity and accuracy of automatic control
for the system
H 1. Disassembling and inspecting inert gas generator, and
effectiveness test to be made.
2. Disassembling scrubber and inspecting nozzle, screen,
case, protective coating, discharging pipe.
Inert gas 3. Disassembling fan and inspecting impeller, shaft,
SE-701-709-000
generator, case, and shaft seal, and test conversion with stand-by
14.7.1.3 SE-701-710-000
scrubber, fan, fan.
SE-701-711-000
deck water seal 4. Disassembling deck water seal and inspecting internal
coating, case, damper, passage of discharging pipe
and operation of overboard discharging valve.
5. Disassembling pressure vacuum breaker and
inspecting internal corrosion
H 1. Disassembling and inspecting the cooling pump of
scrubber, measuring and recording clearance, and test
conversion with stand-by pump.
14.7.1.4 SE-701-142-000 Cooling pump
2. Disassembling and inspecting deck water seal,
measuring and recording clearance, and test
conversion with stand-by pump
Electrical
15 ES-000-000-000
installations
Emergency
15.1 SE-000-000-000
equipment
General alarm
F 1. Effectiveness test for inspecting the operation of each
system
switch, button, alarm bell.
SE-305-305-000 Alarm system for
15.1.1 H 1. Effectiveness test for inspecting the operation of each
SE-304-000-000 releasing
switch, button, alarm bell. Recording details of test,
fire-extinguishing
repair, renewal, etc.
agent
F 1. Effectiveness test of fire detection & alarm system in
accommodation space & engine room, and of smoke
detection system & combustible gas monitoring
system (if any) in cargo hold.
Fire detection & H 1. Simulation test of fire detection & alarm system; the
15.1.2 SE-301-000-000
alarm system number of sampled fire detectors to be not less than
5% of the total, including those in boiler space, oil
separator space and centralized control room.
Recording the test of each space and details of repair,
component renewal, etc.
Automatic
F 1. Effectiveness test of control system.
fire-extinguishing
15.1.3 SE-101-166-000 H 1. Effectiveness test of the system and recording details
sprinkler system
of repair, component renewal, etc.
(if fitted)
Emergency F 1. Effectiveness test as practicable as possible.
15.1.4 SE-507-000-000 cut-off device for H 1. Effectiveness test of each emergency cut-off device
fan and oil pump and recording details of test, repair, etc.
Emergency
15.2 SE-502-000-000
electric network
15.2.1 SE-502-000-000 Emergency F 1. Emergency generating set: Power supply test by

1-109
PMS No. CWBT code Item Details
generating set, manual & automatic (if any) starting and automatic
emergency switching on, and recording time of automatic starting
storage batteries & automatic switching on for power supply. Manual
starting to be tested three times if a secondary starting
source is provided.
2. Emergency storage batteries: discharge test for
automatic operation after simulated cutoff of main
power source.
H 1. Operation test of overhauled or repaired generating
set under working load, recording details of overhaul
and test.
2. Charging and discharging test of emergency storage
batteries in rated condition and recording
F 1. Inspecting the working condition under operation.
Emergency
H 1. Measuring the insulance of each branch.
switchboard &
2. Effectiveness test of power distribution and supply,
emergency
15.2.2 SE-504-000-000 and recording indicated values of each instrument and
battery charging
working conditions.
and discharging
3. Testing the interlock of main switchboard and shore
panel
power switch (if any)
Emergency
lighting,
temporary
F 1. Measuring the insulance of each branch.
emergency
15.2.3 SE-502-325-000 2. Effectiveness test: Each light is in order with a
lighting,
distinct mark of emergency light
additional
emergency
lighting (if any)
Main electric
15.3 ES-300-000-000
network
H 1. Operation test of generator under working load and
inspection of working condition.
2. Measuring and recording the clearance of rotor and
Main generator
stator of each generator or dismantling, inspecting the
(main engine –
15.3.1 ES-101-000-000 bearing and measuring the wear-down.
driven generating
3. Single and parallel operation test of overhauled or
set)
repaired generators under working load, inspecting
speed governing of prime motors and load distribution
function of generators, and recording the details
H 1. Measuring the insulance of each branch.
2. Inspecting the working condition under operation and
recording the indicated values of each instrument and
Main
working conditions.
15.3.2 ES-300-000-000 switchboard and
3. Testing the interlock of shore power switch and main
accessories
switch of each generator.
4. Primary instruments to be sent for calibration in
accordance with the metering requirements
H 1. Checking the overload and delay protection,
Protective
under-voltage protection, reverse power protection (or
ES-303-000-000 systems of main
15.3.3 reverse current protection), automatic unloading
SE-503-000-000 and emergency
protection, etc. of each motor, recording protective
power stations
setting and delay time in detail
Safety and H 1. To test the protective functions such as inlet pressure
protective of lub. oil for diesel engine is overdue low, outlet
15.3.4 GD-109-073-000 devices of temperature of cooling fresh water is overdue high,
auxiliary diesel etc. and to record each protective action value in
engines detail
Distributors,
15.4 SE-500-000-000
cables & others

1-110
PMS No. CWBT code Item Details
F 1. Testing and recording the insulance of installations,
such as generators, motors.
H Measuring and recording the insulance of the following
equipment under hot condition:
1. Each generator, motor, main lighting transformer and
Insulance of
emergency lighting transformer (if any).
15.4.1 ES-508-000-000 power system on
2. Main switchboard, emergency switchboard,
board
emergency battery charging and discharging panel,
power distributor.
3. Each power supply branch switch and cable for the
items in subparagraph 2 above.
4. Various electrical heaters
F 1. Testing and recording insulance of each lighting
system.
H Measuring and recording insulance of the following
Insulance of
ES-504-000-000 to equipment in hot condition:
15.4.2 lighting system
ES-507-000-000 1. Each lighting distributor, power supply branch switch
on board
and cable.
2. Each navigation light, signal light and
explosion-proof light
F 1. Inspecting cables for damage.
H 1. Renewed and added cables to be in compliance with
15.4.3 ES-50X-335-000 Cables existing rules and detailed data of cable
specifications, current-carrying capacity, etc. to be
provided
F 1. Inspecting whether each distributor is in order.
Distributor &
15.4.4 ES-50X-302-000 H 1. Inspecting each branch switch, internal wiring, safety
accessories
earthing, etc. and recording damage and repair
NC-802-374-200 Navigation light, F 1. Effectiveness test of alarming for navigation light and
15.4.5
NC-801-374-100 signal light duplicate supply failures and recording
Motors of
essential F 1. Inspecting each motor in normal working condition.
equipment (see 2. Operational test of steering gear.
15.4.6
pump units for H 1. Operational test of overhauled or repaired motors in
machinery working condition and recording details
installations)
Internal F 1. Testing all communications between bridge and
communications engine or centralized control room (including
15.4.7 NC-300-000-000 (telegraph, telegraph and sound-powered telephone).
sound-powered 2. Testing communications between bridge and steering
telephone) gear room
Steering gear
(electric)
PM-402-301-000 Main & auxiliary
F 1. Steering test of main & auxiliary steering gears and
PM-403-301-000 motors
recording each parameter (steering time, maximum
PM-402-302-000 Main & auxiliary
rudder angle, etc.).
PM-403-302-000 motor controllers
15.4.8 2. Checking rudder indicator by actual rudder angle.
PM-402-304-000 Main & auxiliary
3. Effectiveness test of emergency steering.
PM-403-304-000 motor automatic
4. Effectiveness test of power supply from duplicate
PM-405-000-000 controlling
sources
PM-406-331-000 devices
Maneuvering part
Rudder indicator
Ventilator set
Ventilator in
F 1. Effectiveness test of each ventilator set.
RA-502-000-000 cargo hold
2. Effectiveness test of emergency shutdown of
RA-404-000-400 Ventilator in
ventilator sets.
TS-104-314-200 engine room
H 1. For ventilators having operated for a long time,
15.4.9 TS-204-314-200 (including
operational test to be made after dismantling,
TS-304-314-200 ventilators for
replacing or repairing the bearing of motor, and
RA-406-000-600 auxiliary engine
maintenance and operational parameters to be
RA-405-000-500 room and oil
recorded
separator room)
Forced

1-111
PMS No. CWBT code Item Details
ventilation for
boiler
Ventilator in
pump room
Ventilator in CO2
room
Survey items to be added for ships having the class notation AUTO-0, MCC or
15.5 UA-000-000-000
BRC
F 1. Control position conversion test for remote control
system of main engine.
H 1. Testing the functions of emergency stopping button
and override button (if any) for main engine on the
control console of bridge, such buttons being
independent from automatic system.
2. Testing the functions of emergency stopping button
Remote control and override button (if any) for main engine on the
15.5.1 UA-100-000-000 system for main centralized control console of engine room.
engine 3. Testing conversion of control position for main engine
between bridge, centralized control room in engine
room and control console at engine, and inspecting
visual and audible alarm and telegraph function.
4. Testing whether the revolution speed and direction of
main engine are kept at the original condition when
the power source of remote control system for main
engine is interrupted
F 1. Effectiveness test of automatic control system of
power plant.
H 1. Inspecting the standby generating set for starting and
being switched on automatically to supply power
within the required time in a simulated condition of
failure and stopping of the generating set in operation.
Automatic 2. Inspecting primary pumps serving main and auxiliary
15.5.2 UA-200-000-000 control system of engines for starting automatically in sequence after
power plant restoring power supply.
3. For two or more generators operating parallel,
simulating failure and stopping of one generator,
inspecting the actions of automatic unloading device
and the standby generator for starting, being switched
on and distributing load automatically within the
required time, and recording details of such tests
F 1. Effectiveness test of automatic control system of
boiler.
H 1. Testing protective function for automatically stopping
the operation of boiler in case of limited low water
Automatic level, flame failure, excessive steam pressure, etc.,
15.5.3 UA-300-000-000 control system of inspecting visual and audible alarm and recording test
boiler process and data.
2. Testing automatic control procedure of boiler,
especially conditions prior to scavenging.
3. Testing function of emergency stopping buttons for
boilers in centralized control room
F 1. Simulating automatic stopping and reduction
conditions of main engine and inspecting protective
functions of safety system.
H 1. Cutting off main power source of safety system,
inspecting the system for being capable of
Safety and automatically converting power source to independent
protective standby storage batteries and giving visual and
15.5.4 UA-501-000-000
devices of main audible alarm.
engine 2. Simulation test of automatic reduction and stopping
functions of main engine in case of excessively low
lub. oil inlet pressure, excessively high temperature of
cooling water, excessive concentration of oil fog in
crankcase, etc., checking the setting of each sensor
and recording the details

1-112
PMS No. CWBT code Item Details
F 1. Effectiveness test of alarm system for normal
operation of each visual and audible alarm unit. When
main alarms are given, e.g. alarms for main engine,
generating set, boiler, primary auxiliary machinery,
high level of bilge well in engine room and fire in
engine room, the failure logging device (if any) is to
be capable of printing and recording correctly.
H 1. Cutting off main power source of alarm system,
inspecting the system for being capable of
automatically converting power source to independent
standby storage batteries and giving visual and
audible alarm.
2. Testing at least the following alarm items (simulation
test may be made):
Alarm system of
15.5.5 UA-500-000-000 a. excessively low starting air pressure and failure of
engine room
third automatic starting of main engine;
b. low lub. oil inlet pressure of both main engine and
auxiliary engine;
c. low water level of boiler;
d. power failure, loss of A.C. phase, etc of steering
gear;
e. high level of bilge well and long operation (or
excessively frequent starting) of bilge pump in
engine room.
3. Inspecting alarm system for extended alarming
function (if any) and automatically starting engineers‘
alarm in case of no response within the set time, and
inspecting engineers‘ alarm signal for being clearly
audible in engineers‘ accommodation
F 1. Effectiveness test of condition monitoring equipment.
H 1. Baseline data and measurement data of condition
monitoring equipment kept on board.
2. Checking measured data of condition monitoring
Condition equipment with baseline data to ensure reliability of
15.5.6 UA-703-000-000 monitoring equipment when overhauling the equipment.
system (if any) 3. Overhaul and maintenance of monitored machinery
and electrical installations may be carried out in
accordance with the specifications of condition
monitoring equipment provided that the condition
monitoring techniques are proper and reliable
Automatic F 1. Effectiveness test of automatic switching of main
switching of pump sets, recording automatic switch setting,
main pump sets adjustment and maintenance of each pump
Lub.oil pump of
main engine
Fuel pump of
LO-302-304-000 main engine
OS-302-304-000 Fresh water
OS-303-304-000 cooling pump
FW-202-304-100 Seawater cooling
FW-203-304-000 pump
15.5.7 BW-102-304-000 Cooling pump of
FW-204-304-000 piston (if
LO-303-304-000 provided
FW-205-304-000 independently)
TS-605-304-000 Cooling pump of
LO-502-304-000 fuel injector (if
provided
independently)
Feedwater pump
of boiler
Fuel pump of
boiler, etc.

1-113
Appendix 21
GUIDELINES FOR PILOT SCHEMES OF EXTENDED INTERVAL BETWEEN
SURVEYS IN DRY-DOCK − EXTENDED DRY-DOCKING (EDD) SCHEME

1.2 Application
1.2.3 The following ships and ship types are not eligible for the extended dry-docking scheme
described in this Guidelines:
− passenger ships;
− ships subject to the Enhanced Survey Program (ESP);
− ships subject to requirements of sections 5 and 16 of Chapter 5 of this PART;
− ships fitted with propulsion thrusters;
− ships where the propeller connection to the shaft is by means of a keyed taper;
− high speed craft (HSC).

1-114
CHAPTER 6 SURVEYS RELATED TO CLASS NOTATIONS

Section 3 SURVEYS RELATED TO CLASS NOTATIONS FOR SPECIAL EQUIPMENT

6.3.4 CLC notation


6.3.4.1 General requirements
(1) This paragraph applies to ships which have been assigned one of the following class notations
related to container securing:
① CLC: lashing calculation programme;
② CLC(V): securing of containers for specified voyage;
③ CLC(V,W): securing of containers for specified weather.
6.3.4.2 Initial classification
(1) In respect to the initial classification for assigning the notations CLC, CLC(V) and CLC (V,W),
the programme approval, the plan approval and the actual installation survey are to be carried out
in accordance with the relevant requirements of Appendix 1 of Chapter 7, PART TWO of the
Rules.
6.3.4.3 Annual surveys
(1) The owner is to declare to the attending Surveyor that no major change unapproved by CCS
has been made.
(2) The annual survey is to include:
① examination of ambient conditions and location of system installation;
② system function test of a selected approved condition;
③ inquiry into any change of main parameters of the ship, and the effect of any change on
calculation results;
④ inquiry whether an operating manual together with a test report approved by CCS are kept
on board.
6.3.4.4 Special surveys
(1) In addition to the above requirements for the annual survey, the special survey is to include the
following:
① programme privacy test;
② programme stability test.
(2) The special survey is to be carried out in the presence of the CCS Surveyor.

The existing paragraphs 6.3.4 to 6.3.5 are renumbered as 6.3.5 to 6.3.6 accordingly.

1-115
CHINA CLASSIFICATION SOCIETY

RULES FOR CLASSIFICATION OF


SEA-GOING STEEL SHIPS
AMENDMENTS
2017

PART TWO HULL


CONTENTS

CHAPTER 1 GENERAL
Section 5 DIRECT STRENGTH CALCULATIONS
Section 6 CORROSION CONTROL FOR HULL STRUCTURES
Section 9 INTACT STABILITY
Section 10 DAMAGE STABILITY
Section 12 STRUCTURAL ARRANGEMENT

CHAPTER 2 HULL STRUCTURES


Section 1 GENERAL PROVISIONS
Section 2 LONGITUDINAL STRENGTH
Section 6 DOUBLE BOTTOMS
Section 14 STEMS, STERN FRAMES, BULBOUS BOWS AND PROPELLER SHAFT
BRACKETS
Section 15 STRENGTHENING AT ENDS OF SHIP
Section 18 HELICOPTER DECKS
Section 20 HATCHWAYS AND HATCH COVERS
Section 24 ANALYSIS OF TEMPERATURE FIELD AND THERMAL STRESS OF
CARGO TANK STRUCTURE
Section 25 INNER BOTTOM LOADED BY STEEL COILS ON A WOODEN
SUPPORT
Appendix 4 SLAMMING STRENGTH ASSESSMENT OF BOW BOTTOM
STRUCTURES

CHAPTER 3 EQUIPMENT AND OUTFITS


Section 1 RUDDERS
Section 7 SUPPORT STRUCTURE FOR DECK EQUIPMENT

CHAPTER 5 DOUBLE HULL OIL TANKERS


Section 1 GENERAL PROVISIONS
Appendix 1 DIRECT STRENGTH CALCULATION OF DOUBLE HULL OIL
TANKERS

CHAPTER 7 CONTAINER SHIPS


Section 1 GENERAL PROVISIONS
Section 5 SIDE FRAMING
Section 6 DOUBLE BOTTOM
Section 9 ADDITIONAL REQUIREMENTS FOR LARGE CONTAINER SHIPS
Appendix 1 CONTAINER SECURING
Appendix 2 DIRECT STRENGTH CALCULATION OF CONTAINER SHIPS

CHAPTER 8 BULK CARRIERS


Section 1 GENERAL PROVISIONS

2/54
CHAPTER 9 ROLL ON-ROLL OFF SHIPS, PASSENGER SHIPS, RO-RO
PASSENGER SHIPS AND FERRIES
Section 6 VEHICLE RAMPS

CHAPTER 13 FLOATING CRANES


Section 1 GENERAL PROVISIONS

CHAPTER 15 SEMI-SUBMERSIBLE VESSELS


Section 2 STRUCTURAL STRENGTH

CHAPTER 16 ORE CARRIERS


Section 1 GENERAL PROVISIONS
Section 3 HULL FRAMING
Section 4 BULKHEADS
Section 5 EASY LOADING REQUIREMENTS

3/54
CHAPTER 1 GENERAL

Section 5 DIRECT STRENGTH CALCULATIONS

1.5.7.3(1) P-M wave spectrum is used for calculation of ship’s motion on irregular waves, wave
load response and its short- and long-term prediction:
2 496 
 124 H1/3T2  exp( 4 4 ) cos  ,  
4 5 2

S ( , H1/3 , T2 ,  )    T2  2
 0,  as other values

where:  — circular frequency of waves, in rad/s;


H1/3 — significant wave height, in m;
T2 — zero-crossing wave period, in sec.;
2
cos 2  — energy spread function;

 — included angle between complex wave and main sea direction, in rad.

Section 6 CORROSION CONTROL FOR HULL STRUCTURES

1.6.2 Primers or coatings


1.6.2.1 In ships intended for the carriage of oil cargoes having a flash point below 60℃
(closed-cup test), paint containing aluminium is not to be used in cargo tanks, cargo tank decks,
pump rooms, cofferdams or in positions where cargo vapours may accumulate. For oil tankers and
chemical carriers, aluminum coating with aluminum content exceeding 10% (calculated according
to dry film weight) is not to be used in cargo tanks, cargo tank decks, cargo pump rooms,
cofferdams or in spaces where any other cargo vapors may accumulate.

Section 9 INTACT STABILITY

1.9.4.1 The intact stability of ships is to comply with the relevant requirements of IMO
resolution MSC.267(85) – International Code on Intact Stability, 2008 (2008 IS Code) and its
amendments by resolution MSC.398(95). For ships with B/D ≥ 2.5, the requirements of 2.2.3 of
Part A of the Code may be substituted by the following criteria subject to agreement:

1.9.4.5 The intact stability of polar ships having class notation PC and ships intended for
navigation in ice and having class notation B1* or B1 are also to comply with the relevant
requirements of A.1024(26) – Guidelines for Ships Operating in Polar Waters resolution
MSC.385(94) – International Code for Ships Operating in Polar Waters (Polar Code).

4/54
Section 10 DAMAGE STABILITY

In Table 1.10.3.1, ―A.1024(26) MSC.385(94)‖.

Section 12 STRUCTURAL ARRANGEMENT

1.12.8 Arrangement of double bottoms (not of tankers)


1.12.8.1 For passenger ships or cargo ships of 500 gross tonnage and over, a double bottom must
is to be fitted and is to extend from the collision bulkhead to the after peak bulkhead, as far as this
is practicable and compatible with the design and proper working of the ship.

1.12.8.5 Any part of a passenger ship or a cargo ship of 500 gross tonnage and over that is not
fitted with a double bottom in accordance with 1.12.8.1 or 1.12.8.4 of this Section is to be capable
of withstanding satisfy requirements for bottom damages, as specified in SOLAS Reg.Chapter
II-1/9.8, in that part of the ship.

1.12.9 Arrangement of cofferdams


1.12.9.2 Cofferdams are to be provided between compartments intended for fuel oil and those
intended for lubricating oil, and between compartments intended for fuel oil or lubricating oil and
those intended for fresh water (drinking water, water for propelling machinery and boilers).
Cofferdams are to be provided between compartments intended for fuel oil or lubricating oil and
tanks intended for the carriage of liquid foam for fire extinguishing.
Cofferdams are only required between fuel oil tanks in double bottom and tanks immediately
above where the inner bottom plating is subjected to the head of fuel oil contained therein, as in
the case of a double bottom with its top raised at the sides. Where a corner to corner situation
occurs for such tanks, they are not considered to be adjacent.

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CHAPTER 2 HULL STRUCTURES

Section 1 GENERAL PROVISIONS

2.1.1 Application
2.1.1.4 For ships with self-unloading system, such system is to meet the relevant requirements of
CCS Rules for Lifting Appliances of Ships and Offshore Installations.

2.1.2 Class notations


2.1.2.3 Ships which have been strengthened for grabs and comply with the requirements of
Section 23 of this Chapter will be assigned the class notation GRAB – [X] Grab*(X).
2.1.2.4 Ships which comply with the requirements of Section 14, Chapter 8 of this PART will be
assigned the class notation Double Side Skin.

2.1.4 Additional requirements for dry cargo ships occasionally carrying bulk cargo
2.1.4.1 For dry cargo ships occasionally carrying bulk cargo, the hull structure within the cargo
region is to comply with the following requirements, in addition to the requirements of this
Chapter:
(1) the strength of bottom framing is to comply with the requirements of Section 2, Chapter 8 of
this PART;
(2) the strength of watertight bulkhead is to comply with the requirements of Section 4, Chapter 8
of this PART;
(3) the loading manual and loading instruments are to comply with the requirements of Section 7,
Chapter 8 of this PART;
(4) the double side skin structure (where provided) is to comply with the requirements of Section
14, Chapter 8 of this PART.

Section 2 LONGITUDINAL STRENGTH

2.2.5.4 The designer is to provide permissible hogging and sagging still water bending moments
M s (+) and M s (−) of hull girders at each transverse section along the ship’s length, provided that
the following conditions are satisfied:
(1) The permissible hogging and sagging still water bending moments M s of hull girders are to
cover the most severe hogging and sagging design still water bending moments calculated for any
navigation condition given in the loading manual, see 2.2.2 of this Section.
(2) The permissible hogging and sagging still water bending moments M s of hull girders are not
to be greater than the values obtained from the following formulae:

M s (+)max= M - M W (+) kN·m

M s (-)min=- M - M W (-) kN·m

where: MW — wave bending moment, see 2.2.3.1 of this Section;

M — combined permissible bending moment, in kN ·m, to be taken as one of the

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values obtained from the following formulae, whichever is the lesser:
-3
M = Fd Wd [σ]×10 kN·
m

-3
M = Fb Wb [σ]×10 kN·
m

where: Fd, Fb — determined in accordance with 2.2.5.6(1);


Wd — section modulus at deck, in cm3;
Wb — section modulus at keel, in cm3;
Permissible bending stress of hull girder [σ] is determined in accordance with the following
requirements:
[σ] = 175/K, in N/mm2, for 0.4 L amidships;
[σ] = 125/K, in N/mm2, for 0.1 L from the ship’s ends;
for other areas, to be obtained by linear interpolation, where K is material factor.

2.2.5.6 The reduction factor of scantlings of local members is to comply with the following:
(1) Where the maximum longitudinal bending stresses at deck and keel are less than the
permissible bending stress [σ], appropriate reduction factors Fd and Fb may be taken to reduce the
scantlings of local member provided the following conditions are met:
Fd ≥  d
 
Fb ≥  b
 
where: σd — longitudinal bending stress at deck, in N/mm2;
σb — longitudinal bending stress at keel, in N/mm2;
[σ] — permissible bending stress, see 2.2.5.4(2) of this Section.
For shell plating and deck, reduction factors Fd and Fb are not to be less than 0.7; for framing,
reduction factors Fd and Fb are not to be less than 0.8.

Section 6 DOUBLE BOTTOMS

2.6.3.2 The framing members of the duct keel are to be as follows:


(3) Intercostal bBottom longitudinals are to be fitted within the duct keel on the centreline of the
ship, which may be intercostal in way of transverse framing members.

Section 14 STEMS, STERN FRAMES, BULBOUS BOWS AND PROPELLER SHAFT


BRACKETS

2.14.1 Stems
2.14.1.2 The thickness t of plate stems up to 0.5 m above the summer load waterline is not to be
less than that obtained from the following formula:

t = 0.08L + 5.5 t  (0.08L  5.5) K mm

where: L — length of ship, in m, but not to be taken greater than 230 m;

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K — material factor.
From a position above 0.5 m from the summer load waterline, the plate thickness may be
gradually tapered to the stem head where the thickness may be the same as that of the shell at
ends.
Plate stems are to be supported by horizontal webs spaced not more than 1 m apart, and the web
thickness is not to be less than the thickness of the adjacent shell plating. The webs are to be
extended aft to be connected to frames or side stringers, but at least beyond the butts of stem
plates and shell plating.
Where the radius of curvature of the stem is large, a centreline vertical web is to be required,
having the same thickness as the horizontal webs.

Section 15 STRENGTHENING AT ENDS OF SHIP

2.15.1 Fore peak strengthening


2.15.1.1 Solid floors are to be fitted at every frame. The web depth h and thickness t and the face
plate sectional area A of the floors are not to be less than those obtained from the following
formulae:
h = 85D + 140 mm, but need not be greater than 1500 mm
t =(0.03L+6) K mm
A = 0.85BK cm²

where: B — breadth of ship, in m;


D — moulded depth of ship, in m;
L — length of ship, in m, to be taken as not greater than 250200 m;
K — material factor.
2.15.1.5 Where the side shell is framed transversely, panting beams spaced not more than 2 m
apart vertically are to be fitted at alternate frames, from the top of floors up to the lowest deck, and
at least to 1 m above the full-load waterline. The cross-sectional area A and minimum section
moment of inertia I of the panting beams are not to be less than:
A = (0.27L + 8)Kcm²
I = cehil² cm4
where: L — length of ship, in m, to be taken as not greater than 250 m;
c — horizontal spacing of panting beams, in m;
e — vertical spacing of panting beams, in m;
hi — vertical distance, in m, measured from the beam to 3 m above the deck for
measuring the minimum bow height (see Regulation 39 of International Convention
on Load lines, 1966) required by load line, and not to be less than that to upper
deck;
l — span of panting beam, in m;
K — material factor.

Section 18 HELICOPTER DECKS

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2.18.3 Arrangement of helicopter deck
2.18.3.2 The arrangement of helicopter deck of an independent truss-type platform construction
is to be referred to the Amendments to Provisions for Helicopter Facilities in the Code for the
Construction and Equipment of Mobile Offshore Drilling Units, 1989, Annex 3 of Annex 20 to
IMO MSC.63/23/Add.1provisions for helicopter facilities in the Code for the Construction and
Equipment of Mobile Offshore Drilling Units.

Section 20 HATCHWAYS AND HATCH COVERS

Buckling and Reduction Factors for Plane Elementary Plate Panels Table 2.20.2.6(3)
Edge stress Aspect ratio
Buckling load case   ab Buckling factor K Reduction factor k
ratio ψ
1
1   0 K
8.4  x  1 for   c
  1.1  1 0.22 
 x  c  2  for   c
0    1 K  7.63   6.26  10    
 1 c  1.25  0.12   1.25
  1 K  1    5.975  
2
c 0.88
c  1  1  
2 c 
1 R  F 2 H  R  
 1 
2
2.1  y  c  
1   0  1 K  F1 1  2   2 
   
  1.1
c  1.25  0.12   1.25
 
 1  2.11  
2 R   1   for   c
K  F1 1  2   c

1    1.5    1.1 R  0.22 for   c



 13.9  10  c
c  1  1 
0.88 

2  2 c 
 K 
2 0    1  1  2.11    1 
2

K  F1 1  2  F  1  0.912 c1  0


   1.1  p 
 
  
  1 .5  (5.87  1.87 2
 p 2  2  0.5 for 1   p  3
2
2
8.6   F 
 2  10 ) c1  1  1   0
    
1  2
H  R
 1  
2

31   K  F1    5.975 c T  T 2  4 


4     
14 1
 1    2 T  
K  F1 
15 3
  1   3.9675
   
31  
 1  
4

4  0.5375 
  
 1.87
3  1 
4 0.425  2 
1   0   
K  x  1 for   0.7
3  1
 0 1 for   0.7
 1  x 
K  4 0.425  2 1    2  0.51
0    1   
 5 1  3.42 

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Edge stress Aspect ratio
Buckling load case   ab Buckling factor K Reduction factor k
ratio ψ
4

 1  3 
1    1  0 K   0.425  2 
   2

5 K  K  3
 1  4   1 for   0.84
K  5.34  2 
===    0.84 for   0.84
 
0  1  5.34  
K  4  2 
  
Explanations for boundary conditions - - - - - plate edge free
──── plate edge simply supported

2.20.3.2 The local scantlings of hatch covers are to comply with the following requirements:
(3) The scantlings of stiffeners and girders with variable cross-section are to comply with the
following requirements:
① The section modulus at the mid-span of stiffener and girder with a variable cross-section
(see Figure 2.20.3.2(3)) is to be not less than the greater of the values obtained from the
following formulae:
W = Wcs cm3
 3.2    0.8  cm3
W  1  Wcs
 7  0.4 
where: Wcs — section modulus, in cm3, for a constant cross-section, complying with this
Section;
α= l1 , where l0 is span, in m, l1 is length of the variable cross-section, in m;
l0

γ= W1 , where W0 is section modulus at mid-span, in cm3, W1 is section modulus at


W0
ends, in cm3.
② The section moment of inertia I at the mid-span of stiffener and girder with a variable
cross-section is not to be less than the greater of the values obtained, from the following
formulae:

I = Ics cm4

 8 3 1     cm4
I  1   I cs

 0.2  3  

where: Ics — section modulus moment of inertia, in cm3cm4, for a constant cross-section,
complying with this Section;
α= l1 , where l0 is span, in m, l1 is length of the variable cross-section, in m;
l0

β= I1 , where I0 is section moment of inertia at mid-span, in cm4, I1 is section


I0

moment of inertia at ends, in cm4.


③ The web depth of the stiffeners and girders at ends is not to be less than 2/5 of that at the

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mid-span, and is in no case to be less than 150 mm and the section modulus of the
stiffeners and girders at ends is not to be less than 35% of that at the mid-span.

Section 24 ANALYSIS OF TEMPERATURE FIELD AND THERMAL STRESS OF


CARGO TANK STRUCTURE

2.24.1 General requirements


2.24.1.1 This Section applies to ships carrying liquefied gases in bulk, ships carrying dangerous
liquid chemicals having a temperature higher than 80℃ at atmospheric pressure in bulk, oil
tankers and asphalt carriers, and contains specific requirements for cargo tank thermal stress
calculation as required in Chapter 10, PART EIGHT of the Rules, Chapter A4 of CCS Rules for
Construction and Equipment of Ships Carrying Dangerous Liquid Chemicals in Bulk, Chapter A4,
PART TWO of CCS Rules for Construction and Equipment of Ships Carrying Liquefied Gases in
Bulk, and other relevant rules of CCS.

2.24.3.1 Scope of model: For integral tanks, it is to be in accordance with the requirements of
Appendix 1, Chapter 5 of this PART. If necessary (temperature gradient is large), modeling of the
fore end area of the foremost cargo tank and that of the aft end area of the aftermost cargo tank are
to be considered. For independent tanks, at least the entire tank structure is to be taken. For the
effects of temperature on the supporting structure of cargo tanks and on the hull, see the relevant
requirements of Appendix 1, PART TWO of CCS Rules for Construction and Equipment of Ships
Carrying Liquefied Gases in Bulk. For heat transferring analysis, the model is to cover all
contributing heat insulation materials and structures, except that stainless liner may be neglected;
for thermal stress analysis, the model is merely a structural one.

2.24.3.4 Boundary conditions for heat transferring analysis:


(1) The thermal transferring analysis for the determination of steel grades required for structural
materials used at low temperatures is to be in accordance with the following requirements:
a. For ships carrying dangerous chemicals in bulk, to which CCS Rules for Construction and
Equipment of Ships Carrying Dangerous Liquid Chemicals in Bulk apply and for which
thermal stress calculation is to be performed, the boundary conditions regarding external
atmospheric temperature and seawater temperature are to be taken in accordance with
paragraph A4.7 of Chapter A4 of CCS Rules for Construction and Equipment of Ships
Carrying Dangerous Liquid Chemicals in Bulk. For ships carrying liquefied gases in bulk,
to which CCS Rules for Construction and Equipment of Ships Carrying Liquefied Gases
in Bulk apply and for which thermal stress calculation is to be performed, the boundary
conditions regarding external atmospheric temperature and seawater temperature are to be
taken in accordance with paragraph 4.8 of Chapter A4, PART TWO of CCS Rules for
Construction and Equipment of Ships Carrying Liquefied Gases in Bulk.

2.24.3.5 In thermal analysis, the structural boundary conditions for the integral tank model are to
be in accordance with the requirements of Appendix 1, Chapter 5 of this PART. For independent
tanks, the model structural boundary conditions are to be taken as those for the loading conditions

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corresponding to temperature loads, refer to Appendix 1 of CCS Rules for Construction and
Equipment of Ships Carrying Liquefied Gases in Bulk. In addition, restraint of linear displacement
x in the direction of ship length is to be released at a certain end (e.g. end B) of section model for
the boundary condition of above model.

2.24.4.2 The temperature loads as calculated above are to be applied to the model of each
corresponding loading condition. The calculation and application of routine loading conditions are
to follow the applicable requirements in Appendix 1, Chapter 5 of this PART, Appendix 1 and
Appendix 2, Chapter 4, PART TWO of CCS Rules for Construction and Equipment of Ships
Carrying Liquefied Gases in Bulk and other relevant documents or routine practice respectively.

2.24.5.1 For an integral tank model, the criteria are as given in Appendix 1, Chapter 5 of this
PART; for hull portion of an independent tank model, the criteria are as given in Appendix 1 and
Appendix 2, PART TWO of CCS Rules for Construction and Equipment of Ships Carrying
Liquefied Gases in Bulk; for construction materials of independent tanks of petroleum asphalt
carriers, the criteria are as given in Section 2 of Chapter 10, PART EIGHT of the Rules.

2.24.7.7 The analysis of temperature field is to at least include the ambient temperature
conditions specified in Chapter 4, PART THREE of CCS Rules for Construction and Equipment
of Ships Carrying Liquefied Gases in Bulk.

Section 25 INNER BOTTOM LOADED BY STEEL COILS ON A WOODEN SUPPORT

2.25.3 Inner bottom plating


2.25.3.1 The thickness of plating of longitudinally framed inner bottom is not to be less than the
value obtained, in mm, from the following formula:

t  K1
 g  0.5a  F v SC
K
 2.5 mm
 p ReH

t  K1
 g  0.5a  Fv SC
 2.5 mm
 p ReH

where: K1— coefficient taken equal to:

1.7 slK 2  0.73s 2 K 22   l  l ' 


2

K1 
2l '  2s  2lK 2 

av — vertical acceleration, in m/s2, to be calculated according to the formula defined in


1.5.2, Section 5, Chapter 1 of this PART;
FSC— force, in kg, taken equal to:
W nn
FSC  K S SC 1 2 for n2  10 and n3  5
n3
l
FSC  K S n1WSC for n2  10 or n3  5
ls

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λp— coefficient, generally taken 0.8, to be taken 0.9 as the calculated structural member is
not contributing to the hull girder longitudinal strength;
l — length of long edge of elementary plate panel taken along the side length, in m;
s — length of short edge of elementary plate panel taken along the side length in way of
middle of span l, in m;
Ks— coefficient, taken equal to:
Ks =1.4 when steel coils are lined up in one tier with a key coil;
Ks =1.0 in other cases;
WSC— mass of one steel coil, in kg;
K — material factor;
ReH— yield strength of material, in N/mm2;
n1— number of tiers of steel coils;
n2— number of load points per elementary plate panel of inner bottom (see Figure 2.25.3.1
and Figure 2.25.3.2). When n3 ≤ 5, n2 may be obtained from Table 2.25.3.2 according
to values of n3 and l/ls.

Figure 2.25.3.1 Loading Condition of Steel Coils

Figure 2.25.3.2 Loading Condition of Steel Coils


n3 — number of dunnages supporting one steel coil;
ls — length of a steel coil, in m;
K2— coefficient, taken equal to:
2
 l' 
2 2
s s s
K2      1.37   1    2.33
l  
l l  l

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2
 l' 
2 2
s s s
K 2       1.37   1    2.33
l  
l l  l

l'— distance, in m, between outermost load points per elementary plate panel in ship’s
length (see Figure 2.25.3.1 and Figure 2.25.3.2). When n2 ≤10 and n3 ≤ 5, l' may be
obtained from Table 2.25.3.3, according to values of l, ls, n2 and n3. When n2 > 10 or n3 >
5, l' is to be taken equal to l.

2.25.4 Bilge hopper sloping plate and inner hull plate


2.25.4.1 The thickness of plating of longitudinally framed bilge hopper sloping plate and inner
hull is not to be less than the value obtained, in mm, from the following formula:

ahopper FSC' K
t  K1  2.5 mm
 p ReH

ahopper FSC'
t  K1  2.5 mm
 p ReH

where: K1— coefficient, defined in 2.25.3;


K— material factor;
ReH— yield strength of material, in N/mm2;
θh— angle, in deg., between inner bottom plate and bilge hopper sloping plate or inner hull
plate;
ahopper— factor, taken equal to:

 y 
ahopper  aR sin  tan 1 G  SC   h   g cos  h  m 
 R 
aR— tangential acceleration defined in 2.25.2;
yG-SC— centre of gravity in transverse direction, in m, defined in 2.25.2;
R— factor, defined in 2.25.2;
F’SC— force, in kg, taken equal to:
W nC
FSC'  SC 2 k for n2 ≤ 10 and n3 ≤ 5
n3
l
FSC'  CkWSC for n2 > 10 or n3 > 5
ls
λp —coefficient, defined in 2.25.3;
Ck — coefficient, taken equal to:
Ck =2.2, when steel coils are lined up two or more tier, or when steel coils are lined
up one tier and key coil is located second or third from bilge hopper sloping plate or
inner hull plate;
Ck =1.2, in other cases.

2.25.5 Ordinary stiffeners of inner bottom


2.25.5.1 The section modulus W, in cm3, and the shear sectional area A, in cm2, of single span
ordinary stiffeners located on inner bottom plating are not to be less than the values obtained from

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the following formulae:

W  K3
 g  0.5a  F v SC
K
12 ReH

W  K3
 g  0.5a  F v SC

12 ReH

4  g  0.5av  FSC K
A  103
 a sin 

4  g  0.5av  FSC
A  103
 a sin 

where: K3— coefficient, defined in Table 2.25.5.1, to be taken as 2l/3 for n2 > 10;
K— material factor;
av— vertical acceleration, in m/s2, calculated according to the formula defined in 1.5.2,
Section 5, Chapter 1 of this PART;
FSC— force, in kg, defined in 2.25.3;
ReH— yield strength of material, in N/mm2;
τa — shear strength, in N/mm2, taken equal to:
ReH
a 
3
ϕ — angle between stiffener web and shell plating, in deg., to be taken at the middle of
span of stiffener.
Coefficient K3 Table 2.25.5.1
n2 1 2 3 4 5 6 7 8 9 10

l '2 2l '2 5l '2 l '2 7l '2 4l '2 3l '2 5l '2 11l '2
K3 l l l l l l l l l l
l 3l 9l 2l 15l 9l 7l 12l 27l

2.25.6 Ordinary stiffeners located on bilge hopper sloping plate or inner hull plate
2.25.6.1 The section modulus W, in cm3, and the net shear sectional area A, in cm2, of single
span ordinary stiffeners located on bilge hopper sloping plate and inner hull plate are not to be less
than the values obtained from the following formulae:
ahopper FSC' K
W  K3
12 ReH
ahopper FSC'
W  K3
12 ReH
4ahopper FSC' K
A  103
 a sin 
4ahopper FSC'
A  103
 a sin 
where: K3— coefficient, defined in Table 2.25.5.1, to be taken as 2l/3 for n2 > 10;
K — material factor;

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ReH — yield strength of material, in N/mm2;
τa — shear strength, in N/mm2, see 2.25.5.1;
av — vertical acceleration, in m/s2, calculated according to the formula defined in 1.5.2,
Section 5, Chapter 1 of this PART;
F’SC— force, in kg, defined in 2.25.4;
ϕ — angle, in deg., defined in 2.25.5.

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Appendix 4 SLAMMING STRENGTH ASSESSMENT OF BOW BOTTOM
STRUCTURES

2 SLAMMING PRESSURE

2.3.2 Wave spreading function f0 ( ) is obtained from the following formula:

where:  —relative spreading angle around the main wave heading, in rad.
2.3.22.3.3 The extreme value of slamming pressures is to be determined by short-term prediction
approach and the significant wave height Hs is obtained from the following formulae:
  300 L 
1.5

80.6  ,L300 m
  100 
H S 
 L300 
1.5

80.6   ,L300 m
  100 

  300  L 
1.5

8  0.6   m, L  300m
  100 
HS  
 L  300 
1.5

8  0.6   m, L  300m
  100 

Mean zero-crossingThe average zero up-crossing wave period Tz and calculated navigation time tn
are to be selected in accordance with Table 2.3.3 and the intermediate values are to be obtained by
interpolation.
Selection of sea wave conditions Table 2.3.3
Significant wave height HS (m) 6.0 7.0 8.0 9.0
Mean zero-crossingAverage zero
8.703 9.400 9.990 10.503
up-crossing wave period TZ (s)
Calculated navigation time tn (h) 41 35 35 35

2.3.32.3.4 The speed is to be taken as 0.75V, where V is defined as in 1.1.2.27 of Chapter 1 of


this PART.
2.3.42.3.5 The head sea is to be considered.
2.3.52.3.6 The range of wave frequencies is to include 0.2 rad/s to 1.8 rad/s in increments taken
as 0.05 rad/s.

2.4 Extreme value of slamming pressures


2.4.1 The extreme value of slamming pressures PB is to be obtained from the following formula:
1

2 1 0

ρk V 2 2 Ev ln 1( 1α)1 /n   kPa , where b1 /d1 5
PB ( α ) 

2

 1 ρk1 V01.4 1.625Ev0 .7 ln 1( 1α)1 /n  kPa , where b1 /d1 5

where: d1— d/10 draught, in m, where d is defined as in 1.1.2.4 of Chapter 1;

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b1 — half breadth of the waterline for the transverse section concerned under draught d1, in m;
3
 — density of seawater, in t/m , taken as 1.025;
k1 — slamming coefficient, obtained from the following formula:
k1  exp 1.377  2.419a1  0.873a3  9.624a5 
where: a1, a2, a3 —the coefficient of three-parameter conformal mapping for the transverse section
under draught d1 to unit circle as follows;
a a a
Z 0  U (  1  3  5 ) Z0  U (  a1  a3  a5 )
1 3 5

  

Z 0 — section coordinate, i.e. Z 0  x  iy ;

 — circle coordinate, i.e.     i ;


d1
U — scale ratio, U = ;
1  a1  a3  a5
V0 — critical slamming speed, in m/s, obtained from the following formula:

0.0925 L , for container ship


V0  
0.07 L, for other ship

0.0925 L , for container ship,passenger ship and vehicle carrier


V0 
0.07 L, for other ship

Ev— variance of vertical relative velocities for the hull and wave surface at the bottom of
transverse section concerned, determined according to the spectrum analysis results
of 2.3 of this Appendix;
 — assurance rate, taken as 0.01;
n — number of impacts, replaced by the mean number of impacts N within the
calculated navigation time tn, obtained from the following formula:

tn Ev 
 T
2
V 2 
N  3600 exp   f  0 
2   
Er   rE E v 
where: Er — variance of vertical relative motions for the hull and wave surface at the bottom of
transverse section concerned, determined according to the spectrum analysis results
of 2.3 of this Appendix;
Tf — draught forward in assessment condition, in m.

3 STRENGTH ASSESSMENT

3.1.2 When the relationship of the ultimate capacity Pcp and the extreme value of slamming
pressures PB is satisfied as below, the shell plating is considered to be with sufficient capacity
against slamming:

Pcp Pcp
1000  0.75 1000 ≥ 0.75
PB CS PB

where: PB — extreme value of slamming pressures, in kPa, see 2.4.1 of this Appendix;

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CS— three-dimensional slamming coefficient, obtained from the following formula:

3.2.2 When the relationship of the ultimate capacity pressure Pcl and the extreme value of
slamming pressures PB is satisfied as below, the shell longitudinals are considered to be with
sufficient capacity against slamming:

Pcl P
1000  0.75 1 0 0 0 cl ≥ 0.75
PB CS PB

where: PB — extreme value of slamming pressures, in kPa, see 2.4.1 of this Appendix;
CS— three-dimensional slamming coefficient, same as in 3.1.2.

3.3.3 Loads
According to the principle of slamming, the slamming pressure acts on the floor at the centre
girder, the affected area is a square. The length of a side of this square S1 is obtained from the
following formula:

S1  1.1Cb LB  10 3 m

The extreme value of slamming pressure at each station of bow bottom will not occur at the same
time, therefore the extreme value acting at each station is to be calculated respectively and the
maximum pressure of the bottom grillage is obtained. The distribution of slamming pressures on
the floor is to be determined according to the following three situations:
(1) S1S :
The slamming pressure only acts on one floor, see Figure 3.3.3(1), the force Q acting on the floor
in per unit length is to be calculated by the following formula:

Q  PB S1 Q  CD PB S1 kN/m

where: S — spacing of floors, in m;


PB — extreme value of slamming pressures, in kPa, see 2.4.1 of this Appendix;
CD —dynamic slamming coefficient, obtained by the following formula:

0.4, for container ship,passenger ship and vehicle carrier


C D 
1, for other ship

(2) S S12 S :
The slamming pressure acts on two floors, see Figure 3.3.3(2), the force Q acting on the floor in
per unit length is to be calculated by the following formula:
Q  0.5PB S1 Q  0 . C 5 D PB S1 kN/m
(3) S1 2 S :
The slamming pressure acts on three floors, the force Qc acting on the intermediate floor in per
unit length is to be calculated by the following formula:
QC  PB S QC  CD PB S kN/m
The force Qs acting on the side floor in per unit length is to be calculated by the following

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formula:
QS  0.5PB ( S1  S ) QS  0 . 5CD PB (1S S ) kN/m

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CHAPTER 3 EQUIPMENT AND OUTFITS

Section 1 RUDDERS

3.1.10 Others
3.1.10.2 Connection of rudder tiller to stock
(10) Where the hydraulic fitting or shrinkage fit is adopted for the conical connection, the push-up
length and the average push-up surface pressure are to be determined in accordance with the
following requirements:
① The push-up length S is to meet the following:
S1S S2
2
The minimum push-up length S1  1 [ 2 pr Dm k 2 0.02] mm
k1 E (k 2 2 1)

The maximum push-up length S 2  1 [1.4 ReH Dm k 22


0.02] mm
k1 E 3k 24 1

The maximum push-up length S2  1 [1.6 ReH Dm k22


 0.02] mm
k1 E 3k24  1

where: pr — average surface pressure for the connection of tiller to stock, in N/mm2,
determined according to 3.1.10.2(2) of this Section;
k1 — taper of cone on diameter;
k2 = (Dm + 2ta) / Dm;
Dm — mean diameter of cone, in mm;
ta — mean thickness of boss of tiller, in mm;
ReH — yield stress of material of boss of tiller or rudder stock, whichever is less, in N/mm2;
E — elastic modulus, to be taken as 2.06 × 105, in N/mm2.

Section 7 SUPPORT STRUCTURE FOR DECK EQUIPMENT

3.7.2 Supporting structures for anchoring windlass and chain stopper


3.7.2.4 The strength of securing of windlasses on fore deck is to be checked in accordance with
the requirements of 3.2.5 of this Section.
3.7.2.4 For windlasses satisfying the requirements of 3.2.5.1 of this Chapter, the strength of
securing of windlasses on fore deck is also to be checked in accordance with the requirements of
3.2.5 of this Section.

3.7.3 Supporting structure for mooring winches


3.7.3.1 The following plans and information are to be submitted for approval:
(1) Details of the supporting structure for mooring winches;
(2) Details of the mooring winch foundation design, including material specifications for hold
down bolts and the connection of the foundation to the deck;
(3) Design loads as specified in 3.7.3.2 of this Section and associated reaction forces applied to the

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foundation and supporting structure.
3.7.3.2 The strength of supporting structure for mooring winches is to be checked for the
following conditions:
(1) 125% of the breaking strength of the mooring line (hawser) required by Table 3.2.1.1(2) for
the ship’s corresponding equipment number.
3.7.3.3 For mooring winches situated within the forward 0.25L, the load cases for green seas are
to be applied as indicated in 3.7.2.4 of this Section, with forces given in 3.2.5 of this Section. The
stresses resulting from green sea in the individual bolts in each bolt group are to comply with the
requirements of 3.2.5.8 of this Section.
3.7.3.4 The calculation and analysis requirements, modeling method and permissible stresses are
as given in 3.7.2.5 to 3.7.2.7 of this Section.
3.7.3.5 The supporting structure for mooring winches is also to comply with the requirements in
Section 6 of Chapter 3 of this PART.
3.7.3.1 For conventional ships defined in Section 6 of this Chapter, the supporting structure for
mooring winches is to be checked in accordance with the requirement of this paragraph, and the
following plans and information are to be submitted for approval:
(1) Details of the supporting structure for mooring winches;
(2) Details of the mooring winch foundation design, including material specifications for hold
down bolts and the connection of the foundation to the deck.
3.7.3.2 The following plans and information are also to be submitted:
(1) General arrangement of mooring equipment.
3.7.3.3 The supporting structure for mooring winches is to comply with the requirements of
Section 6 of this Chapter.

3.7.5 Supporting structures for components used in emergency towing arrangements


3.7.5.1 Tankers (including oil tankers, chemical tankers and liquefied gas carriers) carrying
flammable liquid cargoes in bulk and having a deadweight of greater than or equal to 20,000
tonnes are to be fitted with an emergency towing arrangement at both fore and aft ends, complying
with IMO resolution MSC.35(63).

3.7.6 Supporting structure for bollards and bitts, fairleads, stand rollers, chocks and
capstans
3.7.6.1 For conventional ships defined in Section 6 of this Chapter, the supporting structure for
bollards and bitts, fairleads, stand rollers, chocks and capstans is to comply with the requirements
of Section 6 of this Chapter 3 of this PART.

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CHAPTER 5 DOUBLE HULL OIL TANKERS

Section 1 GENERAL PROVISIONS

5.1.1 Application
5.1.1.3 CSR oil tankers Double hull oil tankers of over 150 m in length engaged in unrestricted
service are to comply with the relevant requirements of PART NINE of the Rules.

Appendix 1 DIRECT STRENGTH CALCULATION OF DOUBLE HULL OIL TANKERS

Boundary Conditions for Global Load Table 4.2.3


Displacement constraint Rotation constraint
Position
x y z x y z

Longitudinal centerline section


− Constraint − Constraint − Constraint
(half-breadth model)
Node G (full-breadth model) − Constraint − − − −
Constraint
End planes A, B Link Link − − −
Link
Independent point H (end plate A) Constraint Constraint Constraint Constraint Bending moment −
Independent point H (end plate B) − Constraint Constraint Constraint Bending moment −

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CHAPTER 7 CONTAINER SHIPS

Section 1 GENERAL PROVISIONS

7.1.1 Application
7.1.1.3 Where the hull structural higher tensile steels of more than 50 mm and up to 100 mm in
thickness with the minimum yield strength 460 greater than 355 N/mm2 are used on board
container ships, the requirements of CCS Guidelines for Inspection of Thick Higher Strength Steel
Plates for Ships are to be complied with.
7.1.1.4 Where the hull structural higher tensile steels with the yield strength 390 N/mm2 are used
for strength deck and coaming plating on board container ships, the material factor K for
longitudinal strength calculation may be taken as 0.66, provided that:
(1) the plating thickness is to be more than 50 mm;
(2) the areas of higher tensile steels with 390 N/mm2 is to be evaluated by means of fatigue
spectrum analysis, the positions under evaluation are to include the connection between hatch
coamings and supporting members, and other key positions with more severe response of bending
moment and torque by hull girders, in addition to those as required in 4.1.5, Appendix 2 of this
Chapter;
(3) the key positions of deck and hatch coaming are to be subject to construction monitoring in
accordance with the requirements of CCS Guidelines for Construction Monitoring of Hull
Structures.

Section 5 SIDE FRAMING

7.5.2 Double side skin framing


7.5.2.1 The minimum plate thickness t of transverse frames and horizontal flats (including
perforated flats) within the double side skin construction is not to be less than that obtained from
the following formula, but need not to be greater than 109 mm:
t = 7.5 + 0.015L mm
where: L — length of ship, in m.

Section 6 DOUBLE BOTTOM

7.6.1 General requirements


7.6.1.3 For container ships of 150 metres and above in length, the double bottom structure may
comply with the requirements of 7.9.10 of this Chapter.

Section 9 ADDITIONAL REQUIREMENTS FOR LARGE CONTAINER SHIPS

7.9.9 Scantling of double side skin construction


7.9.9.2 The inner skin plating is to comply with the following requirements:

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(1) The minimum thickness t of inner skin plating is to be calculated by the following formula:

t = 7 + 0.02min (L, 300) K mm

t  7  0.02 L K mm

where: L — length of ship, in m, L need not be taken as greater than 300 m during calculation;
K — material factor.
(2) The inner skin plating is to comply with the requirements for watertight bulkheads of Section
12, Chapter 2 of this PART of 7.9.11.4 of this Section.
(3) The thickness t of inner skin plating forming boundary of tanks within 0.4 L amidships is to
comply with the requirement of (4) and in addition, not to be less than:
z  zn
t  (4  0.6 )s hK  2.5 mm , above the horizontal neutral axis
D  zn

 z z  z z
t   4  0.2 n  s hK  2.5 t   4  0 . 2n  s Fb hK  2 . 5 mm, below the horizontal
 zn   zn 

neutral axis
where: s — spacing of stiffeners, in m;
h — vertical distance, in m, measured from a third of the height from the lower edge
of the plate in a strake to the top of the tank, or half the distance to the top of
overflow, whichever is the greater;
D — moulded depth, in m;
Zn — the height of horizontal neutral axis, from base line, of hull cross section, in m;
Z — the height of calculation point from base line, in m;
Fb — reduction factor, see 2.2.5.6, Chapter 2 of this PART;
K — material factor.
(4) The thickness t of inner skin plating forming boundary of tanks outside 0.4 L amidships is not
to be less than:

t  4s hK  2.5 mm

where: s — spacing of stiffeners, in m;


h — vertical distance, in m, measured from a third of the height from the lower edge
of the plate in a strake to the top of the tank, or half the distance to the top of
overflow, whichever is the greater;
K — material factor.
(5) The difference in thickness between the top strake of inner skin and the strake below is in
general not to exceed 25 mm, and the maximum difference in thickness is not to exceed 35 mm. In
general the higher edge of the thicker plate is tapered in way of connections with a ratio not more
than 1:4.

7.9.9.3 Longitudinals (ship’s side, inner skin) are to comply with relevant requirements of
Chapter 2 of this PART. The minimum thickness of webs of longitudinals is 10 mm. Longitudinals
are to penetrate continuously vertical transverse webs. When side longitudinals are determined
according to 2.7.5.1, Chapter 2 of this PART, calculated pressure head h is to be obtained from
following formula:

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where:D—moulded depth, in m;

DF —minimum moulded depth, in m, in the middle of ship length, vertical distance from

upper edge of flat keel to upper edge of side freeboard deck beam;
d —draught, in m;
C—coefficient, see 2.2.3.1, Chapter 2 of this PART;
Z—height of longitudinal to baseline, in m.

7.9.9.4 The thickness t of vertical or horizontal transverse diaphragm plate forming boundary of
tanks is not to be less than:

t  4s hK  2.5 mm

where: s — spacing of stiffeners, in m;


h — vertical distance, in m, measured from a third of the height from the lower edge
of the plate in a strake to the top of the tank, or half the distance to the top of
overflow, whichever is the greater;
K — material factor.
The minimum thickness of vertical or horizontal transverse diaphragm plate is 10 mm, and the
minimum thickness of watertight diaphragm plate is 11 mm.

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Appendix 1 CONTAINER SECURING

1 GENERAL REQUIREMENTS

1.1 Application
1.1.1 This Appendix applies to containers manufactured in compliance with ISO 1496-1:1990
and its amendment Nos. 1, 2 and 3. Containers of higher allowable loads manufactured in
accordance with ISO 1496-1:1990 amendment No.4, 2006 will be specially considered.
1.1.1 Container stowage and securing requirements in this Appendix are based on containers
manufactured in compliance with ISO 1496-1:2013.
1.1.2 External dimensions, rated weights and corner fitting locations for common freight
containers are given in Table 1.1.2.
External Dimensions, Rated Weights and Corner Fitting Locations for Common Freight

Containers Table 1.1.2
Dimensions Center
Dimensions Center to Rated
Nominal Container Length Width Height to Center of Corner
Center of Corner Weight
Size Designation (mm) (mm) (mm) Fittings(longitudinal)
Fittings(transverse)(mm) (kg)
(mm)
1CC 2591 24000

20 ft 1C 2438 (30480)
6058 2438 5853 2259
ISO668 30480
1CX <2438 ②
(24000)
1AAA 2896
40 ft 1AA 2591
12192 2438 11985 2259 30480
ISO668 1A 2438
1AX <2438
45 ft 1EEE 2896 11985
13716 2438 2259 30480
ISO668 1EE 2591 13509
43 ft 13103 2438 2591 11985 2259 30480
11985
48 ft 14630 2591 2908 2259 30480
14422
11985
53 ft 16154 2591 2908 2259 30480
15947
Notes: ① The statistics of containers of ISO standard in the Table are determined according to ISO 668:1995 and
its amendments2013.
② The rated weight for containers of 20 ft manufactured according to previous version of Amd 1:2005 of
ISO 668:1995, the rated weight for containers of 20 ft is 3048024000 kg. In the design of securing
system, the recommended weights of empty containers are as follows:
20 ft container 2.5 t
40 ft container 3.5 t
43 ft and 45 ft container 4.0 t
48 ft and 53 ft container 4.5 t

1.2 Class notation


1.2.1 Ships other than container ships, fitted with container securing arrangements complying
with the requirements of 1 to 5 of this Appendix, will be assigned the class notation ―Equipped
with Container Securing Arrangements‖.
1.2.2 Where the ship has onboard container lashing program which has the ability to evaluate the
safety of container stowage and lashing arrangement according to the requirements of 1 to 4 of
this Appendix, and the lashing program is installed and maintained in accordance with the
requirements of 6 of this Appendix, the notation CLC may be assigned upon application by the
shipowner.

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1.2.3 In addition to the requirements for CLC, the notation CLC(V) may be assigned, taking into
account of the requirements for specific routes in 7.1 of this Appendix.
1.2.4 In addition to the requirements for CLC(V), the notation CLC(V,W) may be assigned,
taking into account of the seasons and weather factors of specific routes in 7.2 of this Appendix.

1.3 Plans and documents


1.3.1 The following plans and documents are to be submitted for approval:
(1) General arrangement plan showing the disposition and design weights of the containers;
(2) Details of the cell guide structure, where fitted;
(3) Plans of lashing bridges, where fitted;
(4) Plans of stanchions on the deck, where fitted;
(5) Plans of securing arrangements of containers not associated with cell guides, where fitted;
(6) Details of securing devices (fixed and portable equipment, including safe working load);
(7) Container securing manual, which is to be approved by CCS and kept on board. Arrangement
plan of fixed securing devices and plan of hull supporting structure;
(8) Container securing manual/arrangement plan (container securing manual/arrangement plan
approved by CCS is to be kept on board).

1.5 Definitions
1.5.8 Design GM Value: The GM values used in the lashing calculations of containers are
determined by the designer and specified in the container securing manual/arrangement plan. At
least the minimum value and the maximum value are to be included. The minimum value is not to
be less than the GM value in the condition where the maximum number of containers is loaded
and the maximum value is not to be less than the maximum value of all expected container
loading conditions. In the initial design, the minimum design GM value may be taken as 0.025B,
and the maximum design GM value may be taken as 0.075B, where B is the breadth of the ship.

1.6 Special Requirements


1.6.1 For containers not covered by ISO Standard 6681496-1 as well as special ways of
containers arrangement, the securing of such containers is to be considered according to the
parameters and allowable loads as specified in 4.8 of this Appendix.

2 MATERIALS AND TESTING

2.2 Prototype testing


2.2.3 Securing devices may be tested in accordance with Table 2.2.3.
Test Mode Table 2.2.3
Recommended minimum value (kN)
Securing device Test mode
SWL Proof load Breaking load
Lashing rod (higher
180 270 360
tensile steel)
Lashing rod 250 375 360500
Lashing chain
80 — 200
(higher tensile steel)
Lashing chain 100 — 300
Lashing wire 120 — 360

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Recommended minimum value (kN)
Securing device Test mode
SWL Proof load Breaking load
Turnbuckle 250 375 500

200 300 400


Twist lock
250 375 500

Cone 200 300 400


Embedded stacking
250 375 500
device

250 375 500


Stacking device
200 300 400

D-ring 250 375 500

Lashing eye plate 250 375 500

SWL is to be the individual calculation result of the


Buttress stowage arrangement and test load is to be determined
according to Table 2.2.1.

3 STOWAGE AND SECURING OF CONTAINERS

3.2 Arrangements for stowage and securing on exposed decks


3.2.2 Twist locks and (or) lashings are to be used for securing containers.
3.2.2 The securing for containers stowed on the exposed deck is to comply with the following
requirements:
(1) Twist locks and(or) lashing arrangements are to be used for securing containers.
(2) In order to improve the lashing efficiency, the fixed lashing points can be arranged on the
lashing bridge. In such case, the relative displacement between the structure of lashing bridge and
the container stack is to be considered for calculating the lashing force.
(3) Normally, the internal lashing type is to be used for securing, as shown in Figure 3.2.2(a). For
the external lashing type as shown in Figure 3.2.2(b), when the corner fitting connected to the
lashing rod is in tension, due to the clearance existing between the twist locks and the container
corner fittings, the twist locks will not be subject to the pulling force until such clearance between
the twist lock and corner fitting of container is closed. In such case, the lashing rod may be broken
as a result of excessive pulling force. When the external lashing type is selected, this situation is to
be considered in securing calculation. If there is no actual data, 12 mm vertical clearance is to be
used for semi-automatic twist lock and 20 mm vertical clearance for automatic twist lock.

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(a) Internal lashing (b) External lashing
Figure 3.2.2 Internal lashing and external lashing

3.4 Mixed stacks of 20 ft and 40 ft containers


3.4.3 Where it is desired to stow 20 ft containers in the lower tiers without external support at
the mid-bay location, the following requirements are to be complied with.
(1) AverageOverall stacked container weights allowed for 20 ft containers stowed in cell guides
with no 40 ft container overstowed can be derived from Tables 3.4.3(1) depending on the
acceleration and the number of tiers in the stack.
(2) AverageOverall stacked container weights allowed for 20 ft containers stowed in cell guides
with at least one 40 ft container overstowed can be derived from Table 3.4.3(2) depending on the
acceleration and the number of tiers in the stack.
(3) Racking forces acting on end walls of 20 ft containers stowed in the lowest tier at the
mid-length of a cell arranged for 40 ft containers are not to exceed the requirements specified in
4.7 of this Appendix185 kN. The orientation of the containers is to be such ensure as far as
possible that all door ends or closed ends are facing in one direction. Weights listed in Table
3.4.3(1) and Table 3.4.3(2) apply to ISO1496-1:1990 20 ft containers the maximum rated weight
of which is 24 t30480 kg.

The existing Tables 3.4.3(1) and 3.4.3(2) are replaced by the following:
Stowage Weights of 20 ft Container(t) Table
3.4.3(1)
at (g)
0.30 0.31 0.32 0.33 0.34 0.35 0.36 0.37 0.38 0.39 0.40
tiers
12 168.9 163.5 158.4 153.6 149.1 144.8 140.8 137.0 133.4 129.9 126.7
11 168.8 163.4 158.2 153.5 148.9 144.7 140.7 136.9 133.3 129.8 126.6
10 168.4 163.0 157.9 153.1 148.6 144.3 140.3 136.5 133.0 129.5 126.3
9 167.4 162.0 156.9 152.2 147.7 143.5 139.5 135.7 132.1 128.8 125.5
8 166.7 161.3 156.3 151.5 147.1 142.9 138.9 135.1 131.6 128.2 125.0
7 166.4 161.0 156.0 151.3 146.8 142.6 138.7 134.9 131.4 128.0 124.8
6 164.8 159.5 154.5 149.8 145.4 141.2 137.3 133.6 130.1 126.7 123.6
5 152.5 152.5 152.5 149.3 144.9 140.8 136.9 133.2 129.7 126.4 123.2
4 122.0 122.0 122.0 122.0 122.0 122.0 122.0 122.0 122.0 122.0 121.5
3 91.5 91.5 91.5 91.5 91.5 91.5 91.5 91.5 91.5 91.5 91.5
2 61.0 61.0 61.0 61.0 61.0 61.0 61.0 61.0 61.0 61.0 61.0

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at (g)
0.41 0.42 0.43 0.44 0.45 0.46 0.47 0.48 0.49 0.50 0.51
tiers
12 123.6 120.7 117.9 115.2 112.6 110.2 107.8 105.6 103.4 101.4 99.4
11 123.5 120.6 117.8 115.1 112.5 110.1 107.7 105.5 103.3 101.3 99.3
10 123.2 120.3 117.5 114.8 112.3 109.8 107.5 105.3 103.1 101.0 99.1
9 122.5 119.6 116.8 114.1 111.6 109.2 106.8 104.6 102.5 100.4 98.5
8 122.0 119.1 116.3 113.6 111.1 108.7 106.4 104.2 102.0 100.0 98.0
7 121.8 118.9 116.1 113.5 110.9 108.5 106.2 104.0 101.9 99.8 97.9
6 120.6 117.7 115.0 112.3 109.8 107.5 105.2 103.0 100.9 98.9 96.9
5 120.2 117.3 114.6 112.0 109.5 107.1 104.8 102.7 100.6 98.6 96.6
4 118.5 115.7 113.0 110.4 108.0 105.6 103.4 101.2 99.2 97.2 95.3
3 91.5 91.5 91.5 91.5 91.5 91.5 91.5 91.5 91.5 91.5 91.5
2 61.0 61.0 61.0 61.0 61.0 61.0 61.0 61.0 61.0 61.0 61.0

at (g)
0.52 0.53 0.54 0.55 0.56 0.57 0.58 0.59 0.60 0.61 0.62
tiers
12 97.5 95.6 93.8 92.1 90.5 88.9 87.4 85.9 84.5 83.1 81.7
11 97.4 95.5 93.8 92.1 90.4 88.8 87.3 85.8 84.4 83.0 81.7
10 97.2 95.3 93.6 91.9 90.2 88.6 87.1 85.6 84.2 82.8 81.5
9 96.6 94.7 93.0 91.3 89.7 88.1 86.6 85.1 83.7 82.3 81.0
8 96.2 94.3 92.6 90.9 89.3 87.7 86.2 84.7 83.3 82.0 80.6
7 96.0 94.2 92.4 90.8 89.1 87.6 86.1 84.6 83.2 81.8 80.5
6 95.1 93.3 91.5 89.9 88.3 86.7 85.2 83.8 82.4 81.0 79.7
5 94.8 93.0 91.3 89.6 88.0 86.5 85.0 83.5 82.1 80.8 79.5
4 93.4 91.7 90.0 88.3 86.8 85.2 83.8 82.4 81.0 79.7 78.4
3 91.5 89.8 88.2 86.6 85.0 83.5 82.1 80.7 79.4 78.1 76.8
2 61.0 61.0 61.0 61.0 61.0 61.0 61.0 61.0 61.0 61.0 61.0

at (g)
0.63 0.64 0.65 0.66 0.67 0.68 0.69 0.70 0.71 0.72 0.73
tiers
12 80.4 79.2 78.0 76.8 75.6 74.5 73.4 72.4 71.4 70.4 69.4
11 80.4 79.1 77.9 76.7 75.6 74.5 73.4 72.3 71.3 70.3 69.4
10 80.2 78.9 77.7 76.5 75.4 74.3 73.2 72.2 71.2 70.2 69.2
9 79.7 78.5 77.3 76.1 74.9 73.8 72.8 71.7 70.7 69.7 68.8
8 79.4 78.1 76.9 75.8 74.6 73.5 72.5 71.4 70.4 69.4 68.5
7 79.2 78.0 76.8 75.6 74.5 73.4 72.3 71.3 70.3 69.3 68.4
6 78.5 77.2 76.0 74.9 73.8 72.7 71.6 70.6 69.6 68.7 67.7
5 78.2 77.0 75.8 74.7 73.5 72.5 71.4 70.4 69.4 68.4 67.5
4 77.1 75.9 74.8 73.6 72.5 71.5 70.4 69.4 68.4 67.5 66.6
3 75.6 74.4 73.2 72.1 71.1 70.0 69.0 68.0 67.1 66.1 65.2
2 61.0 61.0 61.0 61.0 61.0 61.0 61.0 61.0 61.0 61.0 61.0

at (g)
0.74 0.75 0.76 0.77 0.78 0.79 0.80 0.81 0.82 0.83 0.84
tiers
12 68.5 67.6 66.7 65.8 65.0 64.1 63.3 62.6 61.8 61.1 60.3
11 68.4 67.5 66.6 65.8 64.9 64.1 63.3 62.5 61.8 61.0 60.3
10 68.3 67.4 66.5 65.6 64.8 64.0 63.2 62.4 61.6 60.9 60.1
9 67.9 67.0 66.1 65.2 64.4 63.6 62.8 62.0 61.2 60.5 59.8
8 67.6 66.7 65.8 64.9 64.1 63.3 62.5 61.7 61.0 60.2 59.5
7 67.5 66.6 65.7 64.8 64.0 63.2 62.4 61.6 60.9 60.1 59.4
6 66.8 65.9 65.0 64.2 63.4 62.6 61.8 61.0 60.3 59.6 58.8
5 66.6 65.7 64.8 64.0 63.2 62.4 61.6 60.8 60.1 59.4 58.7
4 65.7 64.8 63.9 63.1 62.3 61.5 60.7 60.0 59.3 58.5 57.8
3 64.3 63.5 62.6 61.8 61.0 60.3 59.5 58.8 58.1 57.4 56.7
2 61.0 61.0 60.3 59.5 58.7 58.0 57.2 56.5 55.8 55.2 54.5
Note: In the above table, ―tiers‖ is the number of tiers of 20 ft containers and ―at‖ the transverse acceleration of the
stack in the intermediate tier. For example, where 7 tiers of 20 ft containers are stacked with no 40 ft
containers overstowed, if the transverse acceleration of the stack in the intermediate tier at is 0.45g, then the
overall weight of the stack is not to exceed 110.9 t, but the weight of container of each tier of stack may be
different.

At least One Tier of 40 ft Containers Stowed above 20 ft Containers(t) Table


3.4.3(2)
at (g)
0.30 0.31 0.32 0.33 0.34 0.35 0.36 0.37 0.38 0.39 0.40
tiers
12 210.8 209.9 209.2 208.4 207.6 206.8 205.9 205.3 204.5 203.6 203.5

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11 218.4 217.6 216.8 216.1 215.3 214.6 213.9 213.0 209.8 204.5 200.4
10 227.4 226.7 225.9 225.3 224.7 223.5 217.4 211.5 206.0 200.8 197.0
9 238.6 237.9 237.2 232.1 225.3 218.9 212.8 207.1 201.7 196.5 193.1
8 244.0 243.1 235.5 228.4 221.7 215.3 209.3 203.7 198.3 193.2 188.4
7 213.5 213.5 213.5 213.5 213.5 209.1 203.3 197.8 192.6 187.7 183.0
6 183.0 183.0 183.0 183.0 183.0 183.0 183.0 183.0 183.0 181.4 176.8
5 152.5 152.5 152.5 152.5 152.5 152.5 152.5 152.5 152.5 152.5 152.5
4 122.0 122.0 122.0 122.0 122.0 122.0 122.0 122.0 122.0 122.0 122.0
3 91.5 91.5 91.5 91.5 91.5 91.5 91.5 91.5 91.5 91.5 91.5
2 61.0 61.0 61.0 61.0 61.0 61.0 61.0 61.0 61.0 61.0 61.0

at (g)
0.41 0.42 0.43 0.44 0.45 0.46 0.47 0.48 0.49 0.50 0.51
tiers
12 198.5 193.8 189.3 185.0 180.9 177.0 173.2 169.6 166.1 162.8 159.6
11 195.5 190.8 186.4 182.1 178.1 174.2 170.5 167.0 163.6 160.3 157.1
10 192.2 187.6 183.2 179.1 175.1 171.3 167.6 164.1 160.8 157.6 154.5
9 188.3 183.9 179.6 175.5 171.6 167.9 164.3 160.9 157.6 154.4 151.4
8 183.8 179.4 175.3 171.3 167.5 163.8 160.4 157.0 153.8 150.7 147.8
7 178.5 174.3 170.2 166.4 162.7 159.1 155.7 152.5 149.4 146.4 143.5
6 172.5 168.4 164.5 160.8 157.2 153.8 150.5 147.4 144.4 141.5 138.7
5 152.5 152.5 152.5 152.5 150.5 147.3 144.1 141.1 138.2 135.5 132.8
4 122.0 122.0 122.0 122.0 122.0 122.0 122.0 122.0 122.0 122.0 122.0
3 91.5 91.5 91.5 91.5 91.5 91.5 91.5 91.5 91.5 91.5 91.5
2 61.0 61.0 61.0 61.0 61.0 61.0 61.0 61.0 61.0 61.0 61.0

at (g)
0.52 0.53 0.54 0.55 0.56 0.57 0.58 0.59 0.60 0.61 0.62
tiers
12 156.5 153.6 150.7 148.0 145.4 142.8 140.3 138.0 135.7 133.4 131.3
11 154.1 151.2 148.4 145.7 143.1 140.6 138.2 135.8 133.6 131.4 129.3
10 151.5 148.6 145.9 143.2 140.7 138.2 135.8 133.5 131.3 129.2 127.1
9 148.5 145.7 143.0 140.4 137.9 135.5 133.1 130.9 128.7 126.6 124.6
8 144.9 142.2 139.6 137.0 134.6 132.2 129.9 127.7 125.6 123.5 121.6
7 140.8 138.1 135.6 133.1 130.7 128.4 126.2 124.1 122.0 120.0 118.1
6 136.0 133.5 131.0 128.6 126.3 124.1 122.0 119.9 117.9 116.0 114.1
5 130.3 127.8 125.4 123.2 121.0 118.8 116.8 114.8 112.9 111.0 109.3
4 122.0 121.1 118.9 116.7 114.6 112.6 110.7 108.8 107.0 105.2 103.5
3 91.5 91.5 91.5 91.5 91.5 91.5 91.5 91.5 91.5 91.5 91.5
2 61.0 61.0 61.0 61.0 61.0 61.0 61.0 61.0 61.0 61.0 61.0

at (g)
0.63 0.64 0.65 0.66 0.67 0.68 0.69 0.70 0.71 0.72 0.73
tiers
12 129.2 127.2 125.2 123.3 121.5 119.7 118.0 116.3 114.6 113.1 111.5
11 127.2 125.2 123.3 121.4 119.6 117.9 116.1 114.5 112.9 111.3 109.8
10 125.1 123.1 121.2 119.4 117.6 115.9 114.2 112.5 111.0 109.4 107.9
9 122.6 120.7 118.8 117.0 115.3 113.6 111.9 110.3 108.8 107.3 105.8
8 119.6 117.8 115.9 114.2 112.5 110.8 109.2 107.7 106.1 104.7 103.2
7 116.2 114.4 112.6 110.9 109.3 107.6 106.1 104.6 103.1 101.7 100.3
6 112.3 110.5 108.8 107.2 105.6 104.0 102.5 101.1 99.6 98.2 96.9
5 107.5 105.8 104.2 102.6 101.1 99.6 98.2 96.8 95.4 94.1 92.8
4 101.9 100.3 98.8 97.3 95.8 94.4 93.0 91.7 90.4 89.2 87.9
3 91.5 91.5 91.5 90.4 89.0 87.7 86.4 85.2 84.0 82.8 81.7
2 61.0 61.0 61.0 61.0 61.0 61.0 61.0 61.0 61.0 61.0 61.0

at (g)
0.74 0.75 0.76 0.77 0.78 0.79 0.80 0.81 0.82 0.83 0.84
tiers
12 110.0 108.5 107.1 105.7 104.4 103.0 101.8 100.5 99.3 98.1 96.9
11 108.3 106.9 105.4 104.1 102.7 101.4 100.2 98.9 97.7 96.6 95.4
10 106.5 105.0 103.7 102.3 101.0 99.7 98.5 97.3 96.1 94.9 93.8
9 104.4 103.0 101.6 100.3 99.0 97.8 96.5 95.3 94.2 93.0 91.9
8 101.8 100.5 99.2 97.9 96.6 95.4 94.2 93.0 91.9 90.8 89.7
7 98.9 97.6 96.3 95.1 93.8 92.7 91.5 90.4 89.3 88.2 87.1
6 95.6 94.3 93.1 91.9 90.7 89.5 88.4 87.3 86.3 85.2 84.2
5 91.5 90.3 89.1 88.0 86.8 85.7 84.7 83.6 82.6 81.6 80.6
4 86.7 85.6 84.5 83.4 82.3 81.3 80.2 79.3 78.3 77.3 76.4
3 80.6 79.5 78.5 77.5 76.5 75.5 74.5 73.6 72.7 71.9 71.0
2 61.0 61.0 61.0 61.0 61.0 61.0 61.0 61.0 61.0 61.0 61.0
Note: In the above table, ―tiers‖ is the number of tiers of 20 ft containers, excluding the number of 40 ft containers

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stacked on the top, and ―at‖ the transverse acceleration of the stack in the intermediate tier. For example,
where 7 tiers of 20 ft containers are stacked with at least a tier of 40 ft containers overstowed, if the
transverse acceleration of the stack in the intermediate tier at is 0.45g, then the overall weight of the stack is
not to exceed 162.7t, excluding the number of 40 ft containers stacked on the top, but the weight of container
of each tier of stack may be different.

4 DETERMINATION OF FORCES ACTING ON CONTAINERS AND STRENGTH OF


SECURING ARRANGEMENTS

4.1 General requirements


4.1.2 The resultant force acting on the containers can be divided into three components as Fx, Fy
and Fz, as shown in Figure 4.1.2, where ox is the central axis of roll and Fx, Fy and Fz act on the
centre of the container, which means that the centre of gravity of the container is assumed to be at
the centre of the container. If the center of gravity is assumed not to be in the center of the
container in the design, the center of gravity of the container is to be provided together with the
center of buoyance, transverse initial metacentric height, draught as well as vertical center of
gravity of the ship.
4.1.2 The resultant force acting on the containers can be divided into three components as Fx, Fy
and Fz, as shown in Figure 4.1.2, where ox is the central axis of roll and Fx, Fy and Fz act on the
centre of the container, which means that the centre of gravity of the container is assumed to be at
the centre of the container. In securing calculation, it may be accepted that the centre of gravity of
the container is at 45% of container height.

4.2 Container securing acceleration


4.2.1 For containers above the deck, the transverse acceleration at is calculated as follows and is
not to be less than the resultant transverse acceleration calculated according to 1.5.2.2(6) of
Section 5, Chapter 1 of this PART:
9 m/s2
at  kGM k x
B 0.16
where: kGM — coefficient, kGM  1  GM  0.055B , when GM ≤ 0.05B and B ≥ 40 m, kGM is not to be
0.165B
less than 0.9; other conditions, kGM is not to be less than 1;
B — breadth of the ship, in m;
GM — design metacentric height, determined in accordance with 1.5.8 of the Appendix;
kx — longitudinal distribution coefficient calculated as follows:
(0.2 L  x)
k x  1  0.1 when x < 0.2L
0.2 L
=1 when 0.2L≤ x ≤ 0.7L
( x  0.7 L)
 1  0.2 when x > 0.7L
0.3L
where: L — length of the ship, in m;
x — longitudinal distance from the calculating point to the aft perpendicular, in m.
4.2.2 For containers below the deck, the transverse acceleration at is calculated as follows and is
not to be less than the resultant transverse acceleration calculated according to 1.5.2.2(6) of
Section 5, Chapter 1 of this PART:

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9 m/s2
at  kGM k x
B 0.23

where: kGM — coefficient, kGM  1  GM  0.055B , kGM is not to be less than 1;


0.165B
For GM, B and kx, see 4.2.1 of this Appendix.
4.2.3 The longitudinal acceleration al is calculated according to 1.5.2.2(7) of Section 5, Chapter
1 of this PART and is not to be less than 1.5 m/s2. In the calculation, speed is taken as half of the

maximum service speed and the maximum rolling angle m is to comply with the following

requirements:
 m  0.122 rad, when L  120 m
 0.105 rad, when 120m  L  275 m
 0.0873 rad, when 275m  L
4.2.4 The vertical acceleration av is calculated according to 1.5.2.2(8) of Section 5, Chapter 1 of

this PART. In the calculation, the maximum rolling angle m is to comply with the requirements

specified in 4.2.3 of this Appendix.


4.2 Container securing acceleration
4.2.1 The transverse acceleration at for container securing calculation is calculated as follows:
2 2
at  ( g  bv )  sin m  bh  cos m  ( )  m  ( z  zROLL ) m/s 2
TR

where: g—gravity acceleration, to be taken as 9.81 m/s2;


bv—acceleration of vertical motion due to pitch and heaving, in m/s2;
bh—acceleration of transverse motion due to yawing and swaying, in m/s2;
υm —rolling angle of ship, in rad;
TR—rolling period of ship, in s;
z—height from container gravity center position to baseline, in m;
zROLL—height from ship rolling centerline to baseline, in m.
In above calculation formula of transverse acceleration, bv and bh are determined by main
dimension, block coefficient and speed of ship, and rolling angle and rolling period are determined
by main dimension and metacentric height of ship. Transverse acceleration at may be determined
through CCS ship calculation system.
4.2.2 The vertical acceleration av for container securing calculation is calculated as follows:

av  0.866k x  g m / s2

where: g—gravity acceleration, to be taken as 9.81 m/s2;


kx—longitudinal distribution coefficient which can be determined through CCS ship
calculation systems.
4.2.3 The longitudinal acceleration al for container securing calculation is calculated as follows:

al  g  (0.4  0.001LBP ) , but need not be less than 1.5 m/s2

where: g—gravity acceleration, to be taken as 9.81 m/s2;

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LBP—length between perpendiculars, in m.

4.3 Forces acting on containers


4.3.1 The transverse force component Fy parallel to deck is to be calculated as follows:

Fy  Gat + Q kN

where: G—gross weight of the container, in t;


at—transverse acceleration, in m/s2, see 4.2.1 and 4.2.2 of this Appendix;
Q = qA, in kN, where q is the wind pressure, to be taken as 1.00.95 kPa for outermost
containers at side (for containers at bottom, a splash force of 1.00.95 kPa is also to be
taken into consideration), and as zero for others; A is the projected side area of
containers bearing the wind pressure, in m2. If the distance between adjacent
container stacks is not more than 1 m, the wind load at containers inside can be
omitted. If the distance between adjacent container stacks is 5 m or over, the wind
load at containers inside is to be included in its entirety. If the distance is between 1
m and 5 m, linear interpolation is needed. If the exposed area is less than 1/3 of the
side area, the wind load can be omitted.
4.3.2 The vertical force component Fz normal to deck is to be calculated as follows:
When checking the strength of the vertical supporting structure of containers:
Fz  9.81G cos m  Gav kN
Fz Ga v kN
When checking the vertical compressive force at corner posts and the vertical tensile force at
corner fittings:
Fz = 9.81GcosφmkxkL kN
where: G —gross weight of the container, in tsee 4.3.1 of this Appendix;
m —maximum rolling angle, in rad, see 1.5.2.1(2) of Section 5, Chapter 1 of this PART;
av —vertical acceleration, in m/s2, see 4.2.42 of this Appendix.
kx —longitudinal distribution coefficient, see 4.2.1 of this Appendix;
kL —coefficient, to be calculated according to the following formula:
kL = 4.35L-0.24
where: L — length of ship, in m.

4.4 Distribution and combination of forces acting on containers


4.4.1 The forces acting on each container are distributed as follows.
(1) The transverse component Fy of force is transmitted to the supporting point x from fore and
after end walls of the container. The transverse force Hi transmitted from each end wall of the no. i
container is to be obtained from the following formula:
Hi = Fyi/2 kN
The distribution of force Hi: if the center of gravity of the container is assumed to be the center of
the container, Hi /2 acting on top of end wall and Hi /2 on bottom of end wall of the container; If
the center of gravity of the container is assumed to be 45% height of the container, 0.45 Hi acting
on top of end wall and 0.55 Hi on bottom of end wall of the container.
where: Fyi — transverse component of force, see 4.3.1 of this Appendix.

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The existing Figure 4.4.2 is replaced by:

(a) Gravity center at container center

(b) Gravity center at 45% height of container


Figure 4.4.2 Distribution of Force at Closed Ends of Containers

4.5 Calculation for lashings


4.5.2 Figure 4.5.2 shows a two tier stack of containers, in which the internal lashing is arranged
diagonally to the second tier. If the center of gravity of the container is assumed to be the center of
the container, for the selection of the effective sectional area A of the lashing, the residual racking
force T (T being as required in 4.7.2 (2) of this Appendix) acting on the containers may be
calculated in accordance with the following formula:

36/54
Figure 4.5.2 Two-Tier Stack

2
1 AEl y
T = 2 H1  H 2  l 3  kN
AEl y2
Cc  1
l3

where:
H 1, H 2 — see 4.4.1 (1) of this Appendix;
l — overall length of lashing assembly, which is to include torsion element,

turnbuckle and eye plate. l can be obtained as follows: l  l x2  l y2  l z2 , in

mm;
lx — longitudinal length component of lashing assembly, in mm;
ly — transverse length component of assembly, in mm;
lz — vertical length component of lashing assembly, in mm;
E — elastic modulus of lashings, to be taken as 10,000 kN/cm2 for steel wire rope,
4,000 kN/cm2 for steel chain based on its nominal diameter, 14,000 kN/cm2
for steel rod (lashed to top of 1st tier containers or bottom of 2nd tier
containers), or 17,500 kN/cm2 for steel rod (lashed to top of 2nd tier
containers or bottom of 3rd tier containers) or 19,000 kN/cm2 for steel rod
(lashed to top of 3rd tier containers or bottom of 4th tier containers);
A — effective sectional area of lashings, in cm2;
μ — sliding at lower corners of container, in mm, to be taken as zero in general to
be taken as 4 mm for 1st and 2nd tier of container door end and 0 for closed
end;
c — spring constant for container transverse frame, to be taken from Table 4.5.2 if
no actual information available, 0.27 mm/kN for door end, 0.06 mm/kN for
closed end and 0.168 mm/kN for side wall.

Spring Constant Cc for Container Transverse Frame (mm/kN) Table 4.5.2


Height of containers (m) Door end Closed end Side wall

2.438 0.275 0.061 0.168


2.591 0.291 0.066 0.178
2.896 0.325 0.073 0.199

4.6 Shoring forces

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4.6.1 Where rigid shoring is used for the stowage of containers in holds without cell guide
systems, the shoring forces may be determined by the following calculation.
The shoring forces Q3 and Q5 as shown in Figure 4.6.1 are to be calculated as follows:
1 1
Q3  [ H 4 (h1  Z 4 )  H 5 (h1  Z 5 )]  [ H1Z1  H 2 Z 2  H 3Z 3 ] kN
h1 h2
1
Q5  ( H 4 Z 4  H 5Z5 ) kN
h1
where: for H1, H2, H3, H4 and H5, see 4.4.1(1) of this Appendix.
Qi is the shoring force for a stack of containers. Where there are n stacks of containers arranged in
the transverse direction and the number n does not exceed 4, the shoring force is to be nQi; where
n exceeds 4, the shoring force Qi (n) may be calculated as follows:
Qi (n) = Qi [n − 0.015(n − 4)3]
 ( n4) 2 
If nm4 , Qi ( n )Qi 1 
 2nm 

If nm4 ,  8m 
Qi (n )Qi  
 2n 
where: n—number of stacks using the same transverse support;
m—maximum tiers of all container stacks.

5 Strength of Lashing Bridges of Containers


5 Strength Evaluation of Container Securing Structure

5.1 General requirements


5.1.1 These requirements apply to the lashing bridge structure and supporting structure of fixed
securing devices on the deck of container ships.
5.1.1 These requirements apply to the lashing bridge and stanchion structure and supporting
structure of fixed securing devices (lashing eye plate, deck ring, etc.) on the deck of container ships.

5.2 Design loads Lashing bridge


5.2.2 To check the strength of a lashing bridge, loads are to be applied according to the condition
where the maximum lashing force may occur in the container securing manual/arrangement plan,
and the lashing force is to be obtained by calculating according to the container securing
manual/arrangement plan. The lashing force is to be applied in line with the lashing rods and can
be decomposed into force components in longitudinal, transverse and vertical direction. The
lashing force is applied to the securing eye plate of the lashing bridge. To take into account the
relative movement between the hatch cover and the hull structure, additional lashing forces are to
be applied according to Table 5.2.2 In calculating lashing forces, the relative displacement
between the lashing bridge and the container stacks are to be taken into account, which is not to
exceed the values given in Table 5.2.2.

The existing Table 5.2.2 is replaced by:


Relative displacement between lashing bridge and container stacks Table 5.2.2
Lashing bridge of 1-tier container Lashing bridge of 2-tier container Lashing bridge of 3-tier container
height height height
10 mm 25 mm 35 mm

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5.2.3 In the initial design, forces may be applied according to the condition where the maximum
lashing force may occur in reality. The lashing force is to be taken as 60% safe working load of for
each lashing rod (or other securing devices) is taken as 175 kN.
5.2.4 When checking the strength of lashing bridges, conditions where lashing forces are applied
to forward and aft part lashing bridges together as well as respectively are to be calculated. All
expected operation directions need to be considered.
5.2.5 The SWL is to be the design load of the support structure of fixed securing devices.
5.2.5 To better describe the force distribution of each structural part in each direction, strength
checking of lashing bridge is to adopt 3-dimentional finite element structural analysis. The extent
of the model, the elements and the boundary conditions are based on the following principles:
(1) The finite element model is to include all lashing bridges above the deck or hatch cover. The
boundary conditions are to restrict all translations between elements and deck or hatch cover.
(2) The mesh size of the plate element is generally 100 mm × 100 mm, and triangle elements are
to be avoided as far as possible in high stress areas and high stress changing areas.
5.2.6 In the design of stanchions on the deck, vertical design loads used to check the strength of
the vertical support structure of containers in 4.3.2 of this Appendix are to be taken into account.

5.3 Direct analysis of calculation


5.3.1 To better describe the force distribution of each structural part in each direction, strength
checking is to adopt 3-dimentional finite element structural analysis.
5.3.2 The extent of the model, the elements and the boundary conditions are based on the
following principles:
(1) The finite element model is to include all lashing bridges and stanchions above the deck or
hatch cover. The boundary conditions are to restrict all translations between elements and deck or
hatch cover.
(2) The mesh size of the plate element is generally 100 mm × 100 mm, and triangle elements are
to be avoided as far as possible in high stress areas and high stress changing areas.
5.3 Deck stanchion
5.3.1 During design of deck stanchion, most dangerous condition as well as transverse load and
vertical load acting on the stanchion are to be taken into account.
5.3.2 If some lashing points are arranged on the stanchion, horizontal and vertical components of
lashing forces are also to be taken into account at the same time.

5.4 Criteria for strength


5.4.1 Allowable stresses for lashing bridges and supporting structures of fixed cargo securing
devices under various conditions are as follows:
Allowable shear stress: [τ]=0.4 ReH
Allowable equivalent stress: [σ]=0.88 ReH
where ReH is the yield stress of the material, in N/mm2.
5.4 Fixed securing device
5.4.1 SWL of connected securing device is to be used as the design load of supporting structure
of fixed securing device.

5.5 Strength criteria

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5.5.1 Allowable stresses for lashing bridge structures, deck stanchion structures and supporting
structures of fixed cargo securing devices under various conditions are as follows:
Allowable shear stress: [τ] = 0.4 ReH
Allowable equivalent stress: [σ] = 0.88 ReH
where ReH is the yield stress of the material, in N/mm2.

6 Lashing Calculation Program

6.1 General requirements


6.1.1 The lashing calculation program is the a software program installed in the onboard
computer, which can carry out container securing strength calculation according to the
requirements of this Appendix.
6.1.2 Recommendations for the lashing calculation program include program approval and full
scale installation inspection.

6.2 Requirements for specific approval of lashing calculation program


6.2.1 The specific approval of lashing calculation program means, for the purpose of a specific
ship, the approval of the program installed on board, i.e. the approval of the design method,
calculation functions and principles, input data, output data, operation manual and test report and
other documents.
6.2.2 The specific approval of lashing calculation program may specifically include the
following:
(1) Design method, calculation functions and principles of the program are to be in conformity
with the requirements and comply with the functional requirements of 6.2.3 of this Appendix.
(2) All input data of the program are to be consistent with those of the actual ship.
(3) By comparing calculation results for test conditions selected according to 6.4 of this Appendix
with those of CCS plan approval software, the error is to be controlled within ±5%.
(4) Operation manual of the lashing calculation program is to comply with the requirements of 6.5
of this Appendix.
6.2.3 Lashing calculation program is to have following functional requirements:
(1) The program is to be such that a common user can not alter the inputted data of the actual ship
such as the geometric characteristics and permissible values.
(2) The program is to be such that any user can not alter the inputted calculation program.
(3) The program is to, as far as possible, reduce significant or illogical input errors.
(4) The program is to be capable of clearly judging whether a calculation condition complies with
the relevant requirements and carrying out calculation for a certain condition. Where the
calculation results exceed permissible values, the user is to be alerted by distinct means such as
prominent display, special markings or visual and audible alarms, screen display or printout.
(5) The program interface is to be fully user-friendly and to alert the user with an alarm in case of
any operational error. Data loss or computer crash caused by the user’s error is to be minimized.
(6) The program is to be provided with passwords so that the computer will refuse to work and
alert the user with an alarm where any illegal password is input.
(7) The program is to be capable of calculating the container securing strength under any condition,
and carrying out calculation and storing the date and time of calculation results by means of screen
display and printout. The screen display and printout are to include the following information

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under any condition:
initial metacentric height;
position of container stack;
actual weight of stacked container;
maximum permissible stack weight;
lashing arrangement of stacked containers;
transverse acceleration of each tier of container;
racking force of each tier of container;
vertical tension and pressure between each tier of container;
stack bottom pressure;
lashing force;
transverse horizontal pressure and tension;
warnings (if any strength criteria is exceeded).

6.3 Steps for implementing approval of lashing calculation program


6.3.1 The applicant is to submit the following plans and information to CCS for approval:
(1) Instructions for lashing calculation program, which is to include program design method,
calculation function and data structure;
(2) Operation manual of lashing calculation program;
(3) Test report of lashing calculation program.
6.3.2 The applicant is to provide relevant plan or data of a specific ship (e.g. general
arrangement of ship, container securing manual/arrangement plan) for information or checking
calculation.
6.3.3 On completion of approving above plans and information, cover pages of operation
manual of lashing calculation program and test report may be affixed with an approval stamp, and
it is to be indicated in the issued plan approval comment that class notation CLC or class notations
CLC(V) and CLC(V,W) are recommended to be assigned.

6.4 Test condition


6.4.1 Test condition is to be selected from container securing manual/arrangement plan of the
ship.
6.4.2 Test condition is at least to include:
(1) Container lashing arrangement condition corresponding to minimum and maximum initial
metacentric height;
(2) For ships assigned class notation CLC(V) or CLC(V,W), corresponding additional condition is
to be supplemented.
6.4.3 Test condition is to include all functions of program as far as possible.
6.4.4 Approved test condition is to be kept as input data to ensure that they can not be revised by
the user. A copy of approved test condition is to be kept on board.

6.5 Operation manual


6.5.1 At least one copy of operation manual of lashing calculation program approved by CCS is
to be kept on board.
6.5.2 The operation manual of lashing calculation program is to be written by a language used

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by the user on board, and the language is to be the same as that for screen display, printout and the
approved container securing manual/arrangement plan kept on board. Where the language is not
English, a translation into English is to be provided.
6.5.3 The operation manual is to be written in a clear and unambiguous manner. The use of
flowcharts is recommended for illustrating operational processes.
6.5.4 The operation manual is to include the following:
(1) particulars and version number of the lashing calculation program;
(2) specification of hardware needed to run the lashing calculation program and guidance for
program installation;
(3) program running steps shown in menus and dialogues, error messages and warnings likely to
be encountered during the program run and instructions for subsequent actions to be taken in such
case;
(4) description of test conditions;
(5) operation of program shown by calculation cases;
(6) input and output data, calculation results shown by screen display, necessary explanatory text;
(7) explanation for function keys.

6.6 Full scale installation inspection


6.6.1 The shipowner or the entrusting party is to submit application to CCS survey unit of port
of call of ship.
6.6.2 The crew may grasp operation and calculation of lashing calculation program of the ship
by means of study or training, and installation inspection is to be carried out by crew of the ship.
6.6.3 Full scale installation inspection is to be carried out with the presence of CCS surveyor.
Installation inspection is generally to include following items:
(1) Checking that the user’s operation manual and test report approved by CCS are kept on board
the ship.
(2) Examining the environment and position for installing the program: confirming that the
position and method for installing the program are as required in the instruction.
(3) Program stability test: the program is to be capable of working normally after a continuous
running period of one hour.
(4) Program security test: where an illegal password is inputted (or in case of human inadvertent
operation), the program should refuse to work.
(5) Program safety test: a common user is not to be capable of changing the application program
and the input ship’s data such as geometrical characteristics and permissible values.
(6) Program functional test: the calculation results from the program operated by the crew of the
ship based upon the conditions as stated in the approved test report, the calculations are to be the
same as those in the approved test report.
6.6.4 During installation inspection, test report printed by lashing calculation program is to be
confirmed and endorsed by site surveyor. On completion of satisfactory installation inspection,
site surveyor is to issue report and CCS is to assign relevant class notation.
6.6.5 For ships provided with lashing calculation program approved by other IACS member
societies, the operation manual and test report approved by these Societies may be reviewed and
installation inspections are to be carried out in accordance with 6.6.3 of this Appendix.
6.6.6 For ships provided with lashing calculation program not complying with the relevant

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requirements of CCS or approved by a party which is not a member of IACS, the program
approval and the installation inspection is to be carried out once again.

7 Specific Route and Season

7.1 Transverse acceleration for specific route

7.1.1 For container securing of specific route, transverse acceleration avt is to be calculated

according to following formula:

avt  at  f route m / s2

where: at — transverse acceleration calculated according to 4.2.1 of this Appendix, in m/s2;

froute—specific route factor.


7.1.2 For each specific route, CCS will determine route factor froute by statistical calculation of
ship motion. CCS will develop specific wave scatter diagram based on acceptable wave statistical
data to obtain froute. For each specific route, latitude and longitude coordinates of a series of points
along the route is to be provided by the shipowner or the information on sea areas passed by the
route is to be provided. Division of sea areas and statistical data of wave in sea area are to be
agreed by CCS. For each passed sea area, at least one point is to be given. If possible, time
percentage for each passed sea area is to be provided.

7.2 Transverse acceleration for specific season

7.2.1 For container securing of specific season, transverse acceleration awt is to be calculated

according to following formula:

awt  avt  f season m/s 2

where: avt — transverse acceleration of specific route which is calculated according to 7.1.1 of

this Appendix, in m/s2;

f season —specific season factor.

7.2.2 Specific season factor f season is the ratio of transverse acceleration calculated in

accordance with the wave statistical data of a specific route in different seasons to transverse
acceleration calculated in accordance with the wave statistical data of the whole year.

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Appendix 2 DIRECT STRENGTH CALCULATION OF CONTAINER SHIPS

2 DIRECT CALCULATIONS OF STRENGTH OF PRIMARY STRUCTURES


OF CARGO AREA

2.1 General requirements


2.1.1 The direct strength calculations for cargo holds are applicable to the evaluation of the
strength of the following primary structures structural members within cargo area in typical
loading conditions loading conditions given in 2.3:
(1) double bottom structure (bottom plating, inner bottom plating, girders, floors);
(2) transverse (transverse bulkhead, transverse web frame) structure double side skin structure
(shell plating, inner hull plate, stringers and web frames);
(3) side (longitudinal bulkhead) structure transverse bulkhead structure;
(4) deck and deck between hatchways cross deck structure.

2.2 Design loads


2.2.3 The forces arising from acceleration of the longitudinal motion of each container within
hold is to be distributed from corresponding corners of the container to primary members of the
transverse bulkhead (or the transverse open bulkhead) in way of cell guides.
2.2.3 In addition to the loads above, conditions 1, 1G, 2, 2G, 3, 3G, 7G, 8G and 9G are to
include the mass and inertia load of hull structure and containers; conditions 4 and 5 are to
include the mass of hull structure and containers; condition 6 is to include the longitudinal load
due to ship longitudinal acceleration.
2.2.4 Determination of load due to containers on hatch cover:
(1) The longitudinal forces from containers on each hatch cover are to be calculated at mid-height
of the stack. The moment about stack base caused by longitudinal forces may be ignored.
(2) The number of tiers of containers is the maximum one of loaded containers, and the maximum
stack weight and the number of tiers are to be those permitted in the loading manual or the cargo
handling manual.
(3) The longitudinal forces from containers sited between the ship’s side and the longitudinal
hatch coamings may be ignored.
2.2.5 In addition to the loads above, the mass of hull structure and inertial forces of the
containers are to be taken into consideration.

2.3 Loading conditions


2.3.1 The applicable loading conditions are to be checked according to Table 2.3.1. For more
severe loading conditions in the loading manual not covered by the Table, direct strength
calculation is to be carried out.

In the existing Table 2.3.1, Note (6) is amended as follows:


―(6) for condition 6, loads within hold and on hatch cover to be determined as specified in 2.2.3 and 2.2.42.3.5 of
this Appendix;‖

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2.3.2 For checking the local strength of deck plating, bottom plating, inner bottom plating, side
shell plating, longitudinal bulkheads and double bottom girders under loading conditions 1, 2, 3, 4,
5 and 6, consideration is to be given to the stress composition resulting from the stress due to the
overall longitudinal bending moment acting on hull girders and the stress along ship’s length due
to local loads (conditions 1G, 2G, 3G, 7G, 8G and 9G), the assessment criteria are given in 2.6.2
and 2.6.1 respectively. The stress response under the hull girder longitudinal bending moment is to
be calculated by means of the FE model as specified in 2.4, and the boundary conditions for the
global load are given in 2.5.3 of this Appendix.

2.3.5 In the case of condition 6, load on hatch cover is to be calculated as follows:


(1) 15% of the total longitudinal force acting on hatch covers is to be distributed on nodes at top of
longitudinal and transverse hatch coamings to simulate the friction force to which the bearing pads
at hatch coamings are subjected due to longitudinal motion.
(2) The remaining 85% of the longitudinal forces on hatch covers are to act on nodes
corresponding to the longitudinal stop positions at one end of the hatch cover (top of the
transverse hatch coaming). If the stop positions are unknown, they are assumed to be located at the
mid-breadth of the aft end of the hatch cover. Three covers are to be assumed if the number of
hatch covers is unknown.
2.3.5 Under surging condition (condition 6), the forces arising from acceleration of the
longitudinal motion of each container within hold is to be distributed from corresponding corners
of the container to primary members of the transverse bulkhead (or the transverse open bulkhead)
in way of cell guides. The longitudinal acceleration is calculated according to 1.5.2.2(7), Section 5,
Chapter 1 of this PART (In calculating a0, V is taken as half of the maximum service speed).
Determination of loads due to containers on hatch cover is as follows:
(1) The longitudinal forces from containers on each hatch cover are to be calculated at mid-height
of the stack. The moment about stack base caused by longitudinal forces may be ignored.
(2) The number of tiers of containers is the maximum one of loaded containers, and the maximum
stack weight and the number of tiers are to be those permitted in the loading manual or the cargo
handling manual.
(3) The longitudinal forces from containers sited between the ship’s side and the longitudinal
hatch coamings may be ignored.
(4) 15% of the total longitudinal force acting on hatch covers is to be distributed on nodes at top of
longitudinal and transverse hatch coamings to simulate the friction force to which the bearing pads
at hatch coamings are subjected due to longitudinal motion.
(5) The remaining 85% of the longitudinal forces on hatch covers are to act on nodes
corresponding to the longitudinal stopper positions at one end of the hatch cover (top of the
transverse hatch coaming). If the stopper positions are unknown, they are assumed to be located at
the mid-breadth of the aft end of the hatch cover. Three covers are to be assumed if the number of
hatch covers is unknown.

3 DIRECT CALCULATION OF GLOBAL STRENGTH OF SHIP

3.3 Finite element model for whole global ship


3.3.2 Selection of elements

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3.3.2.2 Secondary members on plating may be lumped as an equivalent beam element into mesh
boundaries of plate elements, its sectional area is the sum of respective areas of the lumped
members and its sectional properties are to be considered for eccentric setting of connection of the
equivalent beam with plating.
3.3.3 Meshing
3.3.3.1 Normally for meshing of the FE model of the whole ship, one element is used for each
spacing of double bottom floors in longitudinal direction, one element for each spacing of girders
in transverse direction and one element for each spacing of vertical girders or decks in vertical
direction Unless otherwise specified in this Appendix, the requirements for structural modeling are
given in Section 5, Chapter 1 of this PART.

4 FATIGUE STRENGTH EVALUATION FOR DECK HATCH CORNERS

4.2 Loads
4.2.3.3 The range of dynamic stresses at the edge of hatch corners is to be based on the
calculation results of each loading condition stipulated in 4.2.3.1 of this Appendix and combined
as follows:
 12   LC1   LC 2
 34   LC 3   LC 4
 56   LC 5   LC 6
 78   LC 7   LC 8
 910   LC 9   LC10

where:  ij  ij — range of tangential dynamic stresses at corner edge under the combined load

cases i and j, in N/mm2;


2
 LCi — value of tangential stress at corner edge in load case i, in N/mm .

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CHAPTER 8 BULK CARRIERS

Section 1 GENERAL PROVISIONS

8.1.1 Application
8.1.1.3 Bulk carriers of 90 m and up to 350 m in length and engaged in unrestricted service,
where their structural configuration meets one of the following conditions, are to comply with the
relevant requirements in PART NINE of the Rules:
(1) bulk carriers with single deck, double bottom, topside tanks and hopper tanks in cargo area,
and of single side or double side skin construction;
(2) hybrid bulk carriers, where at least one cargo hold is constructed with hopper tank and topside
tank.
8.1.1.3 CSR bulk carriers are to comply with the requirements for bulk carrier structure (CSR) in
PART NINE of the Rules.

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CHAPTER 9 ROLL ON-ROLL OFF SHIPS, PASSENGER SHIPS, RO-RO PASSENGER
SHIPS AND FERRIES

Section 6 VEHICLE RAMPS

9.6.2 Framing of vehicle ramps


(3) allowable bending stress [σ] = 141/K, in N/mm2, with K being the material factor; allowable
deflection [f] = l/400 mm[f] = l/200 mm, with l being the distance between the supporting points
of stiffeners main structural members of vehicle ramps, in mm.

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CHAPTER 13 FLOATING CRANES

Section 1 GENERAL PROVISIONS

13.1.3 Definitions
13.1.3.1 Length of ship L (m): Length L is the horizontal distance from the external surface of
fore end shell plating to that of the aft end shell plating, measured along the under side of upper
deck plating.
13.1.3.213.1.3.1 Fore end and aft end: The fore end and aft end of non-self-propelled floating
cranes are to be determined according to their operation conditions. During transit, the floating
cranes are to be treated as ordinary ships with the fore end of the hull in the forward direction
being called the fore end and the opposite end the after end. In conditions other than transit, the
end where the crane jib is fitted is called the fore end and the opposite end the aft end.

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CHAPTER 15 SEMI-SUBMERSIBLE VESSELS

Section 2 STRUCTURAL STRENGTH

15.2.4 Local strength


15.2.4.2 The thickness of boundary plating of ballast water tanks, oil tanks, fresh water tanks,
slop tanks, empty holds, etc. is not to be less than the value obtained by the following formula:
t=t0+2.5 mm, and not to be less than 7.5 mm
where:
s
t0 3.95 hK 1.1 
t0  3.95s  hK , t0 is also to be multiplied by 2.5l
for l/s<4;
K — material factor;
s — spacing of stiffeners, in m;
ρ — density of liquid, in t/m3, taken as not less than 1.025 for calculation;
h — calculated pressure head, in m, see Table 15.2.4.2, to be measured from the lower
edge of plate;
l — span of stiffener, in m.

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CHAPTER 16 ORE CARRIERS

Section 1 GENERAL PROVISIONS

16.1.4 Direct strength calculation and fatigue strength assessment for hull structure
16.1.4.2 For ore carriers of 150 m in length and above, fatigue strength assessment in respect to
structures following locations within the cargo region is to be carried out and the assessment
results are to be submitted to CCS:
(1) connections of longitudinals (bottom, side, deck and inner hull) to transverse web frames;
(2) connections of longitudinals (bottom, side, deck and inner hull) to transverse bulkheads;
(3) connections of inner hull longitudinal bulkheads to inner bottom plates;
(4) connections of inner bottom plates to lower stools;
(5) inner hull longitudinal bulkhead knuckles (if any).

Section 3 HULL FRAMING

16.3.2 Single bottom


16.3.2.1 The section modulus W of bottom longitudinals is not to be less than that obtained by
the following formula:
W = 10sDl2K cm3
where: s — spacing of longitudinals, in m;
D — moulded depth, in m;
l — span of longitudinal, in m;
K — material factor.
16.3.2.1 The section modulus W of bottom longitudinals is not to be less than that obtained by
the following formula:
W  11.5sdl 2 K cm3
where: s — spacing of longitudinals, in m;
d — draught, in m;
l — span of longitudinal, in m;
K — material factor.

16.3.4 Side framing


16.3.4.1 The ship’s sides are normally longitudinally framed, and the side longitudinals within
0.1D from bottom and deck are to continuously pass through transverse bulkheads. The section
modulus W of side longitudinals is not to be less than that obtained by the following formula:
W = 8.4s(h + 1.2)l2K cm3
W = 7.2s(h+1.2)l2K cm3
where: s — spacing of longitudinals, in m;
h — vertical distance measured from the longitudinal under consideration to deck line at
side amidships, in m, but not less than 2.5 m;
l — span of longitudinal, in m;
K — material factor.

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16.3.6 Cargo hold boundary
16.3.6.1 Cargo hold boundary means longitudinal bulkhead, corrugated transverse bulkhead as
well as upper and lower stool (if any), plane transverse bulkhead, upper deck and hatch coaming
in the cargo hold (except for inner bottom) which are in contact with cargo.
16.3.6.2 Thickness t of cargo hold boundary plate is not to be less than the value obtained from
following formula:

K C HK
t  4.65C 1s mm

where: s — length of shorter side of plate panel, in m;


γ — loading rate, in m3/t, not to be more than 0.833;
H — vertical distance measured from lower edge of panel to deck in way of midship side,
in m;
s
C1 = 1.2- , where l is length of longer side of plate panel, C1 is to be taken as 1 if C1 is
2l
more than 1;
KC — cargo pressure coefficient, to be taken as:

Kc  cos2   (1  sin  )sin2  for transverse bulkhead and longitudinal

bulkhead, lower stool, vertical upper stool and hatch coaming;


Kc  0 for upper deck and inclined upper stool;
 —included angle between considered plate and horizontal plane, in degree;
Ψ — angle of repose assumed for cargo in bulk, in degree, to be taken as 35°for carriage of

ore.
K — material factor.
16.3.6.3 Section modulus W of cargo hold boundary stiffener is not to be less than the value
obtained from following formula:

8.5
W= K C Hsl 2 K cm3

where: γ and KC are the same as those in 16.3.6.2;
l — span of stiffener, in m;
s — spacing of stiffeners, in m;
H — vertical distance measured from the midpoint of span of stiffener to deck in way of
midship side, in m;
K — material factor.

Section 4 BULKHEADS

16.4.1 Transverse watertight bulkheads


16.4.1.2 The scantlings of upper and lower stools of transverse watertight bulkheads are, if fitted,

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to comply with the requirements of this Section and in addition, the relevant requirements of
Section 12, Chapter 2 and Section 4, Chapter 8 of this PART.

16.4.2.8 Horizontal stiffeners


(1) The section modulus W of horizontal stiffeners is not to be less than that obtained by the
following formula:
W = 8.4s (h + 1.2)l2K cm3
W=7.2s(h+1.2)l2K cm3
where: s — spacing of horizontal stiffeners, in m;
h — vertical distance, in m, measured from horizontal stiffener to tank top on the
centreline, but not less than 0.25D2.5 m;
l — span of horizontal stiffener, in m;
K — material factor.
(2) The section modulus of horizontal stiffeners within 0.10 (D − ho) above the inner bottom is not
to be less than that of adjacent inner bottom longitudinals with the same spacing and is to be
gradually tapered to that of horizontal stiffeners, where ho is the depth of double bottom.
(3)(2) Horizontal stiffeners are to continuously pass through transverse bulkheads within 0.1D
from deck and inner bottom.

Section 5 EASY LOADING REQUIREMENTS

16.5.1 General requirements


16.5.1.1 This Section applies to ore carriers having a single hold being capable of loading 100%
(easy loading) capacity in one step for all cargo holds.
16.5.1.2 Average loading rate during easy loading is not to be more than the provisions in Table
16.5.1.1. Higher average loading rate is to be specially considered.
Average loading rate Table 16.5.1.1
Deadweight tonnage (t) Average loading rate (t/h)
220000~250000 14000
>250000 16000

16.5.2 Class notation


16.5.2.1 Ore carriers complying with the provisions of this Section are to be assigned class
notation EL100.

16.5.3 Hull structure strength


16.5.3.1 In the whole process of easy loading, actual still water bending moment and still water
shearing force of hull girder are not to exceed permissible still water bending moment and
permissible still water shearing force in harbor condition.
16.5.3.2 In the whole process of easy loading, it is to be ensured that double bottom and
transverse bulkhead have sufficient local strength, and direct calculation of structural strength is to
be carried out in accordance with CCS Guidelines for Direct Strength Analysis of Hull Structure
of Ore Carriers.

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16.5.4 Equipment provision and requirements
16.5.4.1 If ballast adjustment is required to control that actual still water bending moment and
still water shearing force of hull girder do not exceed permissible still water bending moment and
still water shearing force in harbor condition, requirements of 16.5.4.2 and 16.5.4.3 are to be
complied with.
16.5.4.2 The ballast system is to be able to match the requirements of mean loading rate in
16.5.1.2, including ballast tank arrangement, capacity of ballast pump and arrangement of ballast
piping system.
16.5.4.3 The ship is to be provided with tank (e.g. ballast tank, fuel oil tank, etc.) remote control
sounder and ship draught reading system, which are synchronous with loading instrument on
board. It is not necessary to consider fuel oil tanks without level change during loading.

16.5.5 Requirements of easy loading manual


16.5.5.1 Easy loading manual which is approved by CCS is to be provided on board or may be
included in other approved loading manual.
16.5.5.2 Easy loading sequence is to include operation sequence of each step of loading from the
beginning to the end as well as synchronous ballast adjustment, so as to ensure that the
requirements of 16.5.3.1 are complied with during loading (including each cargo hold from empty
load to full load).
16.5.5.3 Easy loading manual is at least to include following:
(1) loading capacity in each hold for each step;
(2) ballast water adjustment in each ballast tank for each step;
(3) maximum still water bending moment and shearing force at the end of each step;
(4) ship’s draught and trim at the end of each step.

54/54
CHINA CLASSIFICATION SOCIETY

RULES FOR CLASSIFICATION OF


SEA-GOING STEEL SHIPS

AMENDMENTS
2017

PART THREE
MACHINERY INSTALLATIONS
CONTENTS

CHAPTER 1 GENERAL
Section 2 GENERAL PROVISIONS

CHAPTER 2 PUMPING AND PIPING SYSTEMS


Section 5 CONNECTION OF PIPE LENGTHS, HEAT TREATMENT AND
NON-DESTRUCTIVE TESTING
Appendix 2 FLEXIBLE HOSES
Appendix 3 TYPE APPROVAL OF MECHANCIAL JOINTS

Appendix 4 AIR PIPE CLOSING DEVICES

CHAPTER 3 SHIP’S PIPING AND VENTILATING SYSTEMS


Section 2 DRAINAGE OF COMPARTMENTS, OTHER THAN MACHINERY SPACES
Section 11 VENTILATION

CHAPTER 4 MACHINERY PIPING SYSTEMS


Section 2 OIL FUEL SYSTEMS
Section 6 LUBRICATING OIL SYSTEMS

CHAPTER 9 DIESEL ENGINES


Section 1 GENERAL PROVISIONS
Section 4 PIPING SYSTEMS
Section 5 STARTING ARRANGEMENTS
Section 10 TYPE TEST, WORKS ACCEPTANCE TEST AND SHIPBOARD TRIALS
Appendix 4 TYPE TEST OF DIESEL ENGINES
Appendix 5 APPROVAL AND CERTIFICATION OF DIESEL ENGINES

CHAPTER 10 TRANSMISSION GEARING


Section 1 GENERAL PROVISIONS
Appendix 1 APPRAISAL OF GEAR STRENGTH

CHAPTER 12 SHAFT VIBRATION AND ALIGNMENT


Section 5 SHAFTING ALIGNMENT

CHAPTER 13 STEERING GEAR AND WINDLASSES


Section 1 STEERING GEAR

CHAPTER 14 STRENGTHENING FOR NAVIGATION IN ICE


Section 1 GENERAL PROVISIONS
Section 2 PROPULSION MACHINERY
CHAPTER 1 GENERAL

Section 2 GENERAL PROVISIONS

1.2.10 Emission treatment


1.2.10.1 For ships installed with exhaust gas cleaning systems (hereinafter referred to as the EGC systems)
for reduction of SOx emission from fuel oil combustion units, in addition to complying with the relevant
provisions of this PART, they are also to comply with the requirements of CCS Guidelines for Design and
Installation of Exhaust Gas Cleaning Systems.
1.2.10.2 For ships installed with selective catalytic reduction systems (hereinafter referred to as the SCR
systems) for reduction of NOx emission from diesel engines, in addition to complying with the relevant
provisions of this PART, they are also to comply with the requirements of CCS Guidelines for Approval
and Survey of Selective Catalytic Reduction (SCR) systems and Guidelines for Application of Selective
Catalytic Reduction (SCR) Systems Onboard Ships.

1.2.1011 Trials
1.2.1011.1 The mooring and sea trials for machinery installations are to be carried out according to the
relevant provisions of the Rules and the approved test programs.
On completion of the trials, corresponding technical documents and trial reports are to be furnished by the
shipyard.

3-3
CHAPTER 2 PUMPING AND PIPING SYSTEMS

Section 5 CONNECTION OF PIPE LENGTHS, HEAT TREATMENT AND NON-DESTRUCTIVE


TESTING

2.5.3 Mechanical joints


2.5.3.1 The different mechanical joints applicable to this paragraph are indicated in Table 2.5.3.1(1). Their
application is to be in compliance with those specified in Table 2.5.3.1(2) and Table 2.5.3.1(3).The
mechanical joints are to be subject to type approval based on different usage and location in accordance with
the requirements of Appendix 3 of this Chapter.
2.5.3.2 Construction of mechanical joints is to prevent the possibility of tightness failure affected by
pressure pulsation, piping vibration, temperature variation and other similar adverse effects occurring
during operation on board.
2.5.3.2 Where appropriate, mechanical joints are to be of fire resistant type as required by Table
2.5.3.1(2).
2.5.3.4 The mechanical joints are to be designed to withstand internal and external pressure as applicable
and where used in suction lines are to be capable of operating under vacuum.
2.5.3.4 Application of mechanical joints and their acceptable use for each service is indicated in Table
2.5.3.1(2); dependence upon the Class of piping and pipe dimensions is indicated in Table 2.5.3.1(3).
In particular cases, sizes in excess of those mentioned above may be accepted if in compliance with a
recognized national and/or international standard.
2.5.3.6 Mechanical joints, which in the event of damage could cause flooding or fire fire or flooding, are
not to be used in piping sections directly connected to the sea openings ship’s side below the bulkhead deck
of passenger ships (or freeboard deck of cargo ships) or tanks containing flammable fluids. The number of
mechanical joints in oil flammable fluid systems is to be kept to a minimum. In general, flanged joints
conforming to recognized standards are to be used.
2.5.3.10 Slip-on joints are not to be used in pipelines in cargo holds, tanks and other spaces which are not
easily accessible. Application of these joints inside tanks may be permitted only for the same media that is
in the tanks.
Unrestrained slip-on joints are to be used only in cases where compensation of lateral pipe deformation is
necessary. Usage of these joints as the main means of pipe connection is not permitted. Usage of slip type
slip-on joints as the main means of pipe connection is not permitted except for cases where compensation
of axial pipe deformation is necessary.

Examples of mechanical joints Table 2.5.3.1(1)


Pipe unions

Welded and
brazed types

Compression

Swage type

3-4
Press type

Bite type

Flared type

Slip-on joints

Grip type

Machine
grooved type

3-5
Slip type

Application of mechanical joints Table 2.5.3.1(2)


Kind of connections
Systems Compression
Pipe unions ⑥ Slip-on joints
couplings
Flammable fluids (flash point ≤ 60℃)
④ ⑤
1 Cargo oil lines × × ×
④ ⑤
2 Crude oil washing lines × × ×
③ ③
3 Vent lines × × ×
Inert gas
4 Water seal effluent lines × × ×
5 Scrubber effluent lines × × ×
②④ ②⑤
6 Main lines × × ×
④ ⑤
7 Distribution lines × × ×
Flammable fluids (flash point > 60℃)
④ ⑤
8 Cargo oil lines × × ×
③② ②③
9 Fuel oil lines × × ×
②③ ②③
10 Lubricating oil lines × × ×
②③ ②③
11 Hydraulic oil × × ×
②③ ②③
12 Thermal oil × × ×
Sea water
① ①
13 Bilge lines × × ×

14 Fire main and water sprayWater filled × × ×
fire extinguishing systems, e.g.

sprinkler systems

15 Foam systemNon water filled fire × × ×
extinguishing systems, e.g. foam,

drencher systems

16 Sprinkler systemFire main (not × × ×

permanently filled)

3-6
① ①
17 Ballast system × × ×
① ①
18 Cooling water system × × ×
19 Tank cleaning services × × ×
20 Non-essential systems × × ×
Fresh water
① ①
21 Cooling water system × × ×
① ①
22 Condensate return × × ×
23 Non-essential system × × ×
Sanitary/drains/scuppers
⑥ ④
24 Deck drains (internal) × × ×
25 Sanitary drains × × ×
26 Scuppers and discharge (overboard) × × –
Sounding/vent
27 Water tanks / Dry spaces × × ×
②③ ②③
28 Oil tanks (f.p. >60℃) × × ×
Miscellaneous
29 Starting/control air

× × –
30 Service air (non-essential) × × ×
31 Brine × × ×
32 CO2 system

× × –
⑦⑤
33 Steam × × ×
Notes:
× Application is allowed.
– Application is not allowed.
 Fire resistance capability:
If mechanical joints include any components which readily deteriorate in case of fire, they are to be of an approved fire
resistant type under consideration of the following footnotes:
① Inside machinery spaces of category A – only approved fire resistant types.
② Not 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 exposed open decks, as
defined in SOLAS II-2/Reg. 9.2.3.3.2.2(10) and not used for fuel oil lines.
④ Above free board deck only.
⑤④ Only in pump rooms and open decks – only approved fire resistant types.
 General:
⑥ If compression couplings include any components which readily deteriorate in case of fire, they are to be of approved
fire resistant type as required for slip-on joints.
⑦⑤ Slip type slip-on joints as shown in Table 2.5.3.1(1), provided that they are restrained on the pipes, may be used for
pipes on deck with a design pressure of 10 bar or less.
⑥ Only above bulkhead deck of passenger ships (or freeboard deck of cargo ships).

3-7
Appendix 2 FLEXIBLE HOSES

1.3 Design and construction


1.3.5 Following flexible hose assemblies constructed of non-metallic materials are to be of fire-resistant

type except in cases where such hoses 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:
(1) used for flammable media;
(2) used for sea water systems where failure may result in flooding.

3-8
Appendix 3 TYPE APPROVAL OF MECHANICAL JOINTS

1.5 Testing, procedures and requirements


1.5.2 Selection of test specimen
Test specimens are to be selected from production line or at random from stock.
Where there are various sizes from type of joints requiring approval, minimum of three separate sizes
representative of the range, from each type of joints are to be subject to the tests listed in Table 1.5.1.
Where there is a variety of size of joints requiring approval, a minimum of three separate sizes,
representative of the range, from each type of joint to be tested in accordance with Table 1.5.1 are to be
selected.

1.5.5 Methods of tests


(1) Tightness test
In order to ensure correct assembly and tightness of the joints, all mechanical joints are to be subject to a
tightness test, as follows:
① Mechanical joint assembly test specimen is to be connected to the pipe or tubing in accordance with
the requirements of 1.5.3 and the manufacturers instructions, filled with test fluid and de-aerated.
Mechanical joints assemblies intended for use in rigid connections of pipe lengths, are not to be
longitudinally restrained.
Pressure inside the joint assembly is to be slowly increased to 1.5 times of design pressure. This test
pressure is to be retained for a minimum period of 5 min.
In the event where there is a drop in pressure or there is visual indication of leakage, the test
(including fire test) is to be repeated for two test pieces. If during the repeat test one test piece fails,
the testing coupling is regarded as having failed.
(2) Vibration (fatigue) test
In order to establish the capability of the mechanical joint assembly to withstand fatigue, which is likely to
occur due to vibrations under service conditions, mechanical joints assembly is to be subject to the
following vibration test.
Conclusions of the vibration tests should show no leakage or damage, which could subsequently lead to a
failure.
① Testing of compression couplings and pipe unions
Compression couplings, pipe unions or other similar joints intended for use in rigid connections of
pipe Compression couplings and pipe unions intended for use in rigid pipe connections are to be
tested in accordance with this method described as follows.
Rigid connections are joints, connecting pipe length without free angular or axial movement.
……
Pressure during the test is to be monitored. In the event of drop in the pressure and visual signs of
visible leakage, the test is to be repeated as described in 1.5.4 of this Appendix.
Visual examination of the joint assembly is to be carried out for signs of damage which may
eventually lead to joint leakage.
……
(5) Pull-out test
In order to determine ability of a mechanical joint assembly to withstand axial load likely to be encountered
in service without the connecting pipe from becoming detached, following pull-out test is to be carried out.
Pipes length of suitable sizelength isare to be fitted to each end of the mechanical joints assembly test
specimen. The test specimen is to be pressurized to design pressure. When pressure is attained, an external

axial load is to be imposed with a value calculated by the following formula :
……

(6) Fire endurance test


In order to establish capability of the mechanical joints to withstand effects of fire which may be
encountered in service, mechanical joints are to be subjected to a fire endurance test. The fire endurance
test is to be conducted on the selected test specimens as per the following standards.
① ISO 19921: 2005(E): Ships and marine technology – Fire resistance of metallic pipe components with
resilient and elastomeric seals – Test methods.
② ISO 19922: 2005(E): Ships and marine technology – Fire resistance of metallic pipe components with
resilient and elastomeric seals – Requirements imposed on the test bench.

3-9
Clarifications to the standard requirements:
① If the fire test is conducted with circulating water at a pressure different from the design pressure of the
joint (however of at least 5 bar), the subsequent pressure test is to be carried out to twice the design
pressure.
② A selection of representative nominal bores may be tested in order to evaluate the fire resistance of a
series or range of mechanical joints of the same design. When a mechanical joint of a given nominal bore
(Dn) is so tested then other mechanical joints falling in the range Dn to 2×Dn (both inclusive) are considered
accepted.
③ Alternative test methods and/or test procedures considered to be at least equivalent may be accepted in
cases where the test pieces are too large for the test bench and cannot be completely enclosed by the
flames.
④ Thermal insulation materials applied on couplings are to be non-combustible in dry condition and when
subjected to oil spray. A non-combustibility test according to ISO 1182 is to be carried out.
(7) Vacuum test
In order to establish capability of mechanical joint assembly to withstand internal pressures below
atmosphere, similar to the conditions likely to be encountered under service conditions, following vacuum
test is to be carried out.
Mechanical joint assembly is to be connected to a vacuum pump and subjected to a pressure 0.0170 MPa
absolute. Once this pressure is stabilized, the mechanical joint assembly test specimens under test are to be
isolated from the vacuum pump and this pressure is to be maintained retained for a period of 5 min.
Pressure is to be monitored during the test.
No internal pressure rise is permitted.

3-10

Appendix 4 AIR PIPE CLOSING DEVICES

1.2 Design
1.2.9 The inner and the outer chambers of an automatic air pipe head is to be of a minimum thickness of 6
mm. Where side covers are provided and their function is integral to providing functions of the closing
device as outlined in 1.2.6 of this Appendix, they are to have a minimum wall thickness of 6 mm. If the air
pipe head can meet the tightness test in 1.4.1(2) of this Appendix without the side covers attached, then the
side covers are not considered to be integral to the closing device, in which case a wall less than 6 mm can
be acceptable for side covers.

3-11
CHAPTER 3 SHIP’S PIPING AND VENTILATING SYSTEMS

Section 2 DRAINAGE OF COMPARTMENTS, OTHER THAN MACHINERY SPACES

3.2.1 General requirements


3.2.1.1 All ships are to be provided with efficient bilge pumping systems capable of pumping from and
draining any watertight compartment, other than a space permanently appropriated for the carriage of fresh
water, water ballast, oil fuel or liquid cargo, and any other space where efficient means of pumping are
available under all practical conditions. For particular compartments, if the survival capability and the
safety of the ship are not impaired by flooding of the compartments, bilge pumping arrangements may be
dispensed with.
Efficient means are to be provided for draining water from insulated holds. For their particular
requirements, see relevant provisions specified in Chapter 3 of PART FIVE of the Rules.

Section 11 VENTILATION

3.11.4 Ventilation of emergency generator rooms

3.11.4.1 Emergency generator rooms are to be provided with ventilation openings for the admission of
combustion air to engines and the removal of heat. These openings are usually provided with louvers which
can be closed from the outside of the emergency generator rooms (when fire breaks out in emergency
generator rooms). The louvers may be hand-operated or power-operated. Alternatively, the louvers may be
of fixed type with a closing door which may be hand-operated or automatic.
3.11.4.2 The following requirements apply to ventilation louvers for emergency generator rooms and to
closing appliances where fitted to ventilators serving emergency generator rooms:
(1) Ventilation louvers and closing appliances may either be hand-operated or power-operated (hydraulic /
pneumatic / electric) and are to be operable under a fire condition.
(2) Hand-operated ventilation louvers and closing appliances are to be kept open during normal operation
of the vessel. Corresponding instruction plates are to be provided at the location where hand-operation is
provided.
(3) Power-operated ventilation louvers and closing appliances are to be of a fail-to-open type. Closed
ventilation louvers and closing appliances are acceptable during normal operation of the vessel.
Power-operated ventilation louvers and closing appliances are to open automatically whenever the
emergency generator is starting / in operation.
(4) It is to be possible to close ventilation openings by a manual operation from a clearly marked safe
position outside the space where the closing operation can be easily confirmed. The louver status (open /
closed) is to be indicated at this position. Such closing is not to be possible from any other remote position.

3-12
CHAPTER 4 MACHINERY PIPING SYSTEMS

Section 2 OIL FUEL SYSTEMS

4.2.5.9 Location of fuel tanks in cargo area on oil and chemical tankers
On oil and chemical tankers, fuel tanks located with a common boundary to cargo tanks are not to be
situated within the cargo tank block. Such tanks may, however, be situated at the forward and aft ends of
the cargo tank block instead of cofferdams.
Fuel tanks are to extend neither fully nor partly into cargo or slop tanks. They may however be accepted
when located as independent tanks on open deck in the cargo area subject to spill and fire safety
considerations.
Fuel tanks are not permitted to extend into the protective area of cargo tanks required by MARPOL Annex I
and the IBC code. For chemical tankers due attention is to be paid to restrictions on cargoes that can be
located adjacent to fuel tanks. The arrangement of independent fuel tanks and associated fuel piping
systems, including the pumps, can be as for fuel tanks and associated fuel piping systems located in the
machinery spaces. For electrical equipment, requirements to hazardous area classification must however be
taken into account.
Cargo tank block is the part of the ship extending from the aft bulkhead of the aftmost cargo or slop tank to
the forward bulkhead of the forward most cargo or slop tank, extending to the full depth and beam of the
ship, but not including the area above the deck of the cargo or slop tank as shown in Figure 4.2.5.9.

Figure 4.2.5.9

Section 6 LUBRICATING OIL SYSTEMS

4.6.2.6 Ships classed for unrestricted services are to be provided with lubricating oil separators. If
necessary, ships for restricted services are also to be provided with such separators.

3-13
CHAPTER 9 DIESEL ENGINES

Section 1 GENERAL PROVISIONS

9.1. 12 Plans and documents


9.1.12.1 The following engine plans and documents are to be submitted for approval:
No. Item

14 Construction and strength of common rail (accumulators) (for electronically controlled engine)

Section 4 PIPING SYSTEMS


9.4.4 Exhaust systems
9.4.4.1 An instrument for measuring the exhaust gas temperature is to be fitted to each cylinder of diesel
engines with cylinder bore 200 mm and over.
9.4.4.2 The exhaust pipes of diesel engines are to be provided with effective silencers or other equivalent
silencing measures.
9.4.4.3 Each diesel engine is to have a separate exhaust pipe to prevent the backflow of the exhausts.
Where the exhausts of two or more engines are led to a common silencer or exhaust gas-heated boiler or
economizer, an isolating device is to be provided in each exhaust pipe.
9.4.4.4 Where the exhaust is led overboard near the waterline, means are to be provided to prevent water
from being siphoned back to the diesel engine.
9.4.4.5 For alternatively fired furnaces of boilers using exhaust gases and oil fuel, the exhaust gas inlet
pipe is to be provided with an isolating device and interlocking arrangements whereby oil fuel can only be
supplied to the burners when the isolating device is closed to the boiler.
9.4.4.6 In addition, the exhaust systems are to comply with the relevant requirements of Section 10,
Chapter 4 of this PART.

Section 5 STARTING ARRANGEMENTS

9.5.3.5 Where the emergency generating sets are provided with electronic speed governors (or other
auxiliary facilities which are only able to start after being supplied with electric power), two sets of power
supply which are independent from each other are to be provided.
9.5.3.56 The emergency generator used to restore operation from the dead ship condition is to comply
with the provisions of 1.2.6, Chapter 1 of this PART.

Section 10 TYPE TEST, WORKS ACCEPTANCE TEST AND SHIPBOARD TRIALS1

9.10.2.3 One type test will be considered adequate to cover a range of different numbers of cylinders.
However, a type test of an in-line engine may not always cover the V-version. Subject to the individual
Societies CCS’ discretion, separate type tests may be 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.
Items such as axial crankshaft vibration, torsional vibration in camshaft drives, and crankshafts, etc. may
vary considerably with the number of cylinders and may influence the choice of engine to be selected for
type testing.

1
(1) The new requirements of type approval and type testing (including Appendix 4 and Appendix 5 of this Chapter) apply
to engines for which the date of an application for type approval certification is dated on or after 1 July 2016.
(2) The ―date of application for type approval‖ is the date of documents accepted by CCS as request for type approval
certification of a new engine type or of an engine type that has undergone substantive modifications in respect of the
one previously type approved, or for renewal of an expired type approval certificate.
(3) Engines with an existing type approval on 1 July 2016 are not required to be re-type approved in accordance with the
new requirements until the current type approval becomes invalid. The certification of such engines may be carried out
in accordance with the current type approval and related submitted documentation.

3-14
Appendix 4 TYPE TEST OF DIESEL ENGINES

2.1.2 At least the following conditions are to be tested:

Appendix 5 APPROVAL AND CERTIFICATION OF DIESEL ENGINES

Documentation for the inspection of components and systems Table 1


No. Item

10 Construction of accumulators for hydraulic oil and fuel oil

3-15
CHAPTER 10 TRANSMISSION GEARING

Section 1 GENERAL PROVISIONS

10.1.4 Plans and documents


10.1.4.1 Following plans and documents are to be submitted for approval:
(16) Plans and documents for gear box lubricating and cooling systems.

Appendix 1 APPRAISAL OF GEAR STRENGTH

4 Alignment

4.2.2 Calculation for dynamic resultants


Take the upward direction (Y direction) as positive for counterforce on bearings; take the right direction (Z
direction) as positive for counterforce on bearings while observed from aft to left fore bearings.

4.4.2 The requirements to be satisfied for shafting alignment


(1) Rolling bearings
For rolling bearings, there is no need for establishment of lubricant film and the influence of gear force is
considered during design, shafting alignment after the ship is loaded is to satisfy the following
requirements:
① static specific pressure load or dynamic specific pressure load of bearing is not to exceed the
permissible value;
② static counterforce difference or dynamic counterforce difference of fore and aft bearings is not to
exceed the permissible value.

3-16
CHAPTER 12 SHAFT VIBRATION AND ALIGNMENT

Section 5 SHAFTING ALIGNMENT

12.5.1 General requirements


12.5.1.1 The alignment of main propulsion shafting systems is to comply with the requirements of this
Section. For shafting systems using environmentally acceptable lubricants, the alignment of shafting
systems is to additionally comply with the requirements of Chapter 4 of The Guidelines for Surveys on
Implementation of the Requirements of U.S. Environmental Protection Agency on Environmentally
Acceptable Lubricants.

12.5.3 Shafting alignment requirements


12.5.3.6 The relative angle between the propeller shaft and the aftermost sterntube bearing at the
supporting point of the bearing is , in general, not to exceed 3.5 × 10-4 rad in the static condition.

12.5.5 Shafting alignment procedure


12.5.5.1 Where the conditions specified in 12.5.4 are met, shafting alignment may be performed
according to the approved alignment calculations or alignment technology (as specified in 12.5.1.4 or
12.5.1.6).
12.5.5.2 Where any noncompliance with calculation conditions (e.g. the ambient temperature, propeller
immersion, ship’s condition, load adjustment of main bearings of engines) may affect the alignment results
during the installation of shafting systems, the alignment calculations together with alignment instructions
are to be resubmitted for approval, unless such effects have been included in the calculations.
12.5.5.3 The shipyard is to give full consideration to the influence of deflection of boring equipment on
the machining precision of stern tubes. After finishing machining of stern tubes, sizes of bores on stern
tubes are to be measured to confirm the deviation of center lines of the stern tube body. Such deviation is to
be taken into consideration during cylindrical grinding of stern bearing and compensation during machining
is to be made for deviation from stern tube center line as appropriate.
12.5.5.4 After stern bearing is pressed and fitted, slope at stern bearing is to be measured.
12.5.5.35 Where the load of the sterntube forward bearing is not positive for unconnected shafting flanges,
the force applied downward from the propeller shaft forward flange is to comply with the calculations.
12.5.5.46 The axial distance of temporary supports, if fitted, is to comply with the calculations.
12.5.5.57 For shafting alignment, the propeller shaft forward flange is to be used as the reference for
positioning bearings or temporary supports and the engine (or gearbox) from aft to fore by adjusting the sag
and gap of unconnected flange pairs, in compliance with the relevant requirements.
12.5.5.68 The sag and gap tolerances of flange pairs for straight alignment shafting are to comply with
the requirements of 12.5.6.1 and to be recorded.
12.5.5.79 Where The sag and gap values of flanges are used for the reasonable alignment shafting, such
values of flange pairs for the reasonable alignment shafting are to comply with the shafting alignment
calculations and tolerances are to comply with the requirements of 12.5.6.1. After connection of flanges, at
least 1 or 2 bearings are to be selected for load verification is to be carried out on stern tube forward
bearing (if any), intermediate bearing, last three bearings of the main engine (direct transmission to
propulsion system), wheel shaft bearing (if any) with the ship afloat, and tolerances are to comply with the
requirements of 12.5.6.2 and appropriate records are to be made.
12.5.5.8 Where the jack-up method is used for the reasonable alignment shafting, the sag and gap of
unconnected flange pairs are to be preliminarily adjusted. After connection of flanges, loads of the related
flanges are to be measured with the ship afloat, and tolerances are to comply with the requirements of
12.5.6.2 and appropriate records are to be made.
12.5.5.910 At the time of completing the shafting alignment, the gear engagement is to be examined or
the difference between crank webs of engine measured, and the results are to comply with the requirements
of 12.5.6.3 or 12.5.6.4 and appropriate records are to be made.
12.5.5.1011 After completion of shafting alignment, coupling bolts are to be provided to flanges, chocks
provided or epoxy resin cast to diesel engines (or gearboxes) and engine foundation bolts provided,
followed by connection and fixing.

3-17
CHAPTER 13 STEERING GEAR AND WINDLASSES

Section 1 STEERING GEAR

13.1.9 Monitoring and alarms


13.1.9.1 The alarm and monitoring requirements for the steering gear are to be in accordance with Table
13.1.9.1 and comply with the relevant requirements of Section 4, Chapter 2 of PART SEVEN of the Rules.
Where audible and visual alarms are fitted at the navigation bridge for critical deviations between steering
orders and responses, these may be accepted as alternative means to items 5 to 7 in Table 13.1.9.1. The
monitoring of critical deviations is to cover three parameters, i.e. rudder direction (actual rudder position
corresponding to set rudder angle), time lag (permissible time limits within which the rudder is to reach the
set position) and accuracy (the set value for the final rudder position is to be within the design deviation
tolerance). The failures likely to cause uncontrolled movements of rudder as indicated in the Table below
are to be clearly identified. In the event of detection of such failure, the rudder is to stop in the current
position.

Alarm and Monitoring Requirements Table 13.1.9.1


No. Item Alarm and monitoring Location Note
1 Steering gear power unit Power supply failure Navigation bridge −
Steering gear circuit and Broken connections and Navigation bridge and
2
motor overload main control position in −
3 Steering gear motor Indication of running engine room
4 Power supply failure −
Earth fault on AC and DC If applicable (e.g. the
circuits control system is
5 connected to main
power supply through
transformer)
Navigation bridge
Loop failures in closed loop
65 systems (short circuit, broken −
connections and earth faults)
76 Data communication errors
If programmable
Computer hardware and
87 electronic system is used
Steering gear control software failures
system Deviation alarm 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
9 loop control systems
(e.g. follow-up control
and autopilot).
Deviation alarm may be
caused by mechanical,
hydraulic or electrical
failures
Hydraulic oil tank of Navigation bridge and Each oil tank is to be
108 Low level
steering gear machinery space monitored
Angular position of Navigation bridge and
119 Rudder angle indication See 13.1.8.3
rudder steering gear compartment
1210 Automatic rudder Failure
Navigation bridge —
1311 arrangement Indication of operation
1412 Hydraulic oil High temperature Navigation bridge If fitted with oil cooler
1513 Hydraulic oil filter High pressure difference Navigation bridge If oil filter is fitted
Steering gear (power or
1614 Hydraulic locking Navigation bridge See 13.1.9.5
control) hydraulic system

3-18
CHAPTER 14 STRENGTHENING FOR NAVIGATION IN ICE

Section 1 GENERAL PROVISIONS

14.1.2.3 For ships with ice notations B1*, B1, B2 and B3, the required main engine output Nr is to be
determined by the following formula. The engine output requirement is to be calculated for two draughts.
Draughts to be used are the maximum draught amidship referred to as UIWL and the minimum draught
referred to as LIWL, as defined in 4.1.2 of PART TWO of the Rules. In the calculations, the ship’s
parameters which depend on the draught are to be determined at the appropriate draught, but L and B are to
be determined only at the UIWL. The main engine output is not to be less than the greater of these two
outputs.
3/ 2
 RCH 
 
Nr  Ke 
1000  kW
Dp
where: Dp — diameter of the propeller, in m;
Ke — propulsion coefficient, for conventional propulsion systems, to be taken from Table
14.1.2.3(1), for advanced propulsion systems, to be determined by ship model tests and
other equivalent methods, but the requirements of 14.1.2.4 are to be complied with.

Propulsion Coefficient Ke Table 14.1.2.3(1)


Propeller type or machinery CP or electric or hydraulic propulsion machinery FP propeller
1 propeller 2.03 2.26
2 propellers 1.44 1.60
3 propellers 1.18 1.31
RCH — the resistance of the ship in a channel with brash ice and a consolidated layer, in N, to be
determined by the following formula:
3
 LT  Awf
RCH  C1  C2  845C μ  H F  H M   B  Cψ H F   42 LPAR H F2  825  2 
2

B  L
where C1 and C2 are coefficients taking into account a consolidated upper layer of the brash ice and
taken as zero for B1, B2 and B3; for B1*:
BL
C1  23 PAR  (1  0.0211 )(45.8B  14.7 LBOW  29 BLBOW ) ;
2T
1
B
T B2 ;
C2  (1  0.0631 )(1530  170 B)  (400  480 )
B L
C  0.15 cos 2  sin sin  , C  0.45 ;
C  0.047  2.115 , and C  0 if   45 ;
3
 LT  is not to be greater than 20 or less than 5;
 2
B 
 tan 2  ;
  arctan 
 sin  
Awf — area of waterline of the bow, in m2, see Figure 14.1.2.3;
B — maximum breadth of the ship, measured horizontally from outside of frame to
outside of frame, in m;
HM — thickness of the brash ice in mid channel, in m, to be taken as 1.0 for B1* and B1,
0.8 for B2 and 0.6 for B3;
HF— thickness of the brash ice layer displaced by the bow, in m, H F  0.26  H M B ;
LBOW — length of the bow, in m, see Figure14.1.2.3;
L PAR — length of the parallel midship body, in m, see Figure 14.1.2.3;
L— length of the ship between the perpendiculars, in m, measured from the forward
side of the stem to the after side of the rudder post, or to the center of the rudder

3-19
stock if there is no rudder post;
T— actual ice class draughts of the ship, i.e. maximum draught amidship referred to as
UIWL and the minimum draught referred to as LIWL, in m;
α— the angle of the waterline at B/4, in °, see Figure 14.1.2.3;
φ1— the rake of the stem at the centerline, in °, see Figure 14.1.2.3, for bulbous bow, φ1
= 90°;
φ2— the rake of the bow at B/4, in °, see Figure 14.1.2.3.

Figure 14.1.2.3

When the required value of main engine output is calculated according to above-mentioned formula, if the
value of parameter exceeds the scope listed in Table 14.1.2.3(2), the value of RCH is to be determined by
ship model tests and other equivalent methods, but the requirements of 14.1.2.4 are to be complied with.

Effective scope of output calculating parameters Table 14.1.2.3(2)


Parameter Minimum effective value Maximum effective value
α (°) 15 55
φ1 (°) 25 90
φ2 (°) 10 90
L(m) 65.0 250.0
B(m) 11.0 40.0
T(m) 4.0 15.0
LBOW /L 0.15 0.40
LPAR /L 0.25 0.75

Dp /T 0.45 0.75
Awf/(LB) 0.09 0.27
Note: ① The actual ice class draught T of the ship is determined by UIWL.

Section 2 PROPULSION MACHINERY

14.2.5.1(1) Maximum backward blade force Fb for propellers


For D ≤ Dlimit
0. 3
Fb  27nD0.7  EAR  D 2 kN
 Z 

For D > Dlimit


0. 3
Fb  23 nD0.7  EAR  DH ice1.4 kN
 Z 
0.3
 EAR 
Fb  23  nD 
0.7
  DH ice
1.4
kN
 Z 

where: Dlimit = 0.85 Hice1.4, in m;

3-20
n — the nominal rotational speed (at MCR in free running condition) for a CP propeller and 85%
of the nominal rotational speed (at MCR in free running condition) for an FP propeller.

14.2.5.1 (4) Maximum backward blade ice force Fb for ducted propellers
For D ≤ Dlimit
0. 3
Fb  9.5nD 0.7  EAR  D 2 kN
 Z 
For D > Dlimit
0. 3
Fb  66 nD0.7  EAR  D 0.6 H ice1.4 kN
 Z 
0.3
 EAR 
Fb  66  nD 
0.7 0.6 1.4
  D H ice kN
 Z 

where: Dlimit = 4 Hice, in m;


n — the nominal rotational speed (at MCR in free running condition) for a CP propeller and 85%
of the nominal rotational speed (at MCR in free running condition) for an FP propeller.

3-21
CHINA CLASSIFICATION SOCIETY

RULES FOR CLASSIFICATION OF


SEA-GOING STEEL SHIPS
AMENDMENTS
2017

PART FOUR ELECTRICAL INSTALLATIONS

1/9
CONTENTS

CHAPTER 1 GENERAL
Section 1 GENERAL PROVISIONS
Section 2 OPERATING CONDITIONS
Section 3 DESIGN, CONSTRUCTION AND INSTALLATION

CHAPTER 2 ELECTRICAL INSTALLATIONS IN SHIPS


Section 8 INTERNAL COMMUNICATION SYSTEMS
Section 17 ADDITIONAL REQUIREMENTS FOR SHIPS CARRYING VEHICLES
WITH FUEL IN THEIR TANKS FOR THEIR OWN PROPULSION
Section 18 ADDITIONAL REQUIREMENTS FOR SHIPS CARRYING DANGEROUS
GOODS

CHAPTER 3 CONSTRUCTION AND TESTING OF ELECTRICAL EQUIPMENT


Section 2 ROTATING MACHINES
Section 5 CABLES

CHAPTER 4 SUPPLEMENTARY REQUIREMENTS FOR SMALL SHIPS AND


SHIPS IN RESTRICTED SERVICE
Section 1 GENERAL PROVISIONS

2/9
CHAPTER 1 GENERAL

Section 1 GENERAL PROVISIONS

1.1.3.1(19) Simplified circuit diagram of electrical propulsion system machinery, in which the
following are to be indicated:
① main ratings of motors, transformers, batteries, electrical and electronic equipment;
② type, cross-sectional area and current loadings of cables;
③ type and main rating of circuit breakers and fuses;
④ earth fault monitoring.

Section 2 OPERATING CONDITIONS

1.2.3.1 AC electrical equipment is to operate satisfactorily with a supply voltage containing a


total harmonic content of the voltage waveform not exceeding 85%. If the harmonic content may
exceed 85%, attention is to be given in selecting the equipment to ensure its normal function.

Section 3 DESIGN, CONSTRUCTION AND INSTALLATION

A new paragraph 1.3.7 is added as follows:


“1.3.7 Harmonic Distortion for Ship Electrical Distribution System including Harmonic
Filters ①
1.3.7.1 The electrical distribution system on board a ship including harmonic filters is to meet
the requirements of 1.3.7.2 to 1.3.7.6. However, harmonic filters installed for single application
frequency drives such as pump motors and harmonic filters installed for enhancing
electromagnetic compatibility of single equipment/system may be excluded from these
requirements.
1.3.7.2 The total harmonic distortion (THD) of electrical distribution systems is not to exceed
8%. This limit may be exceeded where all installed equipment and systems have been designed for
a higher specified limit and the harmonic distortion calculation report is to be provided and made
available on board as a reference for the surveyor at each periodical survey.
1.3.7.3 Ships are to be fitted with facilities to continuously monitor the levels of harmonic
distortion experienced on the main busbar as well as alerting the crew should the level of
harmonic distortion exceed the acceptable limits. Where the engine room is provided with
automation systems, this reading is to be logged electronically, otherwise it is to be recorded in the
engine log book for future inspection by the surveyor.
1.3.7.4 The system integrator of the distribution system is to show, by calculation, the effect of a
failure of a harmonic filter on the level of harmonic distortion experienced. The system integrator
of the distribution system is to provide the ship owner with guidance documenting permitted
modes of operation of the electrical distribution system while maintaining harmonic distortion
levels within acceptable limits during normal operation as well as following the failure of any
combination of harmonic filters. The calculation results and validity of the guidance provided are

① Applicable to ships contracted for construction on or after 1 July 2017 or ships where an application for a
periodical or occasional machinery survey after the retrofit of harmonic filters is dated on or after 1 July 2017.
3/9
to be verified by the surveyor during sea trials.
1.3.7.5 A harmonic filter is to be arranged as a three phase unit with individual protection of
each phase. The activation of the protection arrangement in a single phase is to result in automatic
disconnection of the complete filter. Additionally, a current unbalance detection system
independent of the overcurrent protection alerting the crew in case of current unbalance is to be
installed. This alarm is to be provided locally and/or in normally attended spaces.
1.3.7.6 Consideration is to be given to additional protection for the individual capacitor element
as e.g. relief valve or overpressure disconnector in order to protect against damage from rupturing.
This consideration should take into account the type of capacitors used.”

4/9
CHAPTER 2 ELECTRICAL INSTALLATIONS IN SHIPS

Section 8 INTERNAL COMMUNICATION SYSTEMS

2.8.1.2(5) An audible alarm is to be provided for wrong direction of rotation of the main engine
(applicable to reversible main engines) in the normal control position of the propeller.

Section 17 ADDITIONAL REQUIREMENTS FOR SHIPS CARRYING VEHICLES


WITH FUEL IN THEIR TANKS FOR THEIR OWN PROPULSION

2.17.2 Carriage of vehicles in special category spaces, closed ro-ro spaces ① above the
bulkhead deck of passenger ships and in closed ro-ro cargo spaces (with not less than 10 air
changes per hour) of passenger ships and cargo ships

2.17.2.2 In spaces other than those specified in 2.17.2.1, where electrical equipment other than
that of certified safe type is fitted, the enclosure of which is to be of at least IP55 type and the
temperature rise on the surface is not to exceed 200℃.

2.17.3 Carriage of vehicles in special category spaces, closed ro-ro spaces below the
bulkhead deck of passenger ships and in closed ro-ro cargo spaces (with less than 10 air
changes per hour) of passenger ships and cargo ships

2.17.4.1 Where vehicles are carried in cargo spaces of passenger ships, Tthe electrical equipment
fitted within such spaces and their exhaust ventilation trunking are to be of certified safe type.
2.17.4.2 All electrical circuits terminating in such spaces are to be provided with multi-pole
linked isolating switches located outside such spaces. Provision is to be made for locking in the off
position. This does not apply to circuits such as those for fire, smoke or gas detectors. Where
vehicles are carried in cargo spaces of cargo ships, the electrical equipment fitted within such
spaces and their exhaust ventilation trunking are to be of certified safe type. 2.17.4.3 For spaces
with not less than 10 air changes per hour and other than those within a height of 450 mm above
the vehicle deck or vehicle platform, where electrical equipment other than that of certified safe
type is fitted, the enclosure of which is to be of at least IP55 type and the temperature rise on the
surface is not to exceed 200℃.

2.17.5 Carriage of vehicles in open ro-ro spaces, open vehicle spaces and an area on
weather deck of passenger ships and cargo ships
2.17.5.1 For the electrical equipment fitted in the area, the degrees of protection by enclosures
are to comply with the relevant requirements of Table 1.3.2.2 of this PART and in addition, the
temperature rise on the surface is not to exceed 200℃.

Section 18 ADDITIONAL REQUIREMENTS FOR SHIPS CARRYING DANGEROUS


GOODS

① With not less than 10 air changes per hour.


5/9
2.18.1.2 Dangerous goods, for which safety measures are required with respect to the electrical
equipment, are grouped into the following classes in accordance with IMO International Maritime
Dangerous Goods Code (IMDG Code) and International Maritime Solid Bulk Cargoes (IMSBC)
Code:
(1) Dangerous goods in packaged form
Class 1 Explosives, except goods in division 1.4, compatibility group S of IMDG Code;
Class 2.1 All flammable gases, compressed, liquefied or dissolved under pressure;
Class 2.3 All toxic gases having a subsidiary risk class 2.1;
Class 3.1, 3.2 All flammable liquids having a flashpoint below 23℃ (closed-cup test);
Class 4.3 Liquids having a flashpoint below 23℃, which in contact with water, emit
flammable gases;
Class 6.1 All toxic substances having a flashpoint below 23℃ (closed-cup test);
Class 8 All corrosive liquids having a flashpoint below 23℃ (closed-cup test);
Class 9 Miscellaneous dangerous substances emitting flammable gases.
(2) Solid dangerous goods in bulk
Class 4.1 Flammable solids;
Class 4.2 Substances liable to spontaneous combustion;
Class 4.3 Substances, which in contact with water, emit flammable gases;
Class 5.1 Oxidizing substances;
Class 9 Miscellaneous dangerous substances, that is, any other substance which
experience has shown, or may show, to be of such a dangerous character that the
provisions of this Section apply to it;
MHB Materials which may possess chemical hazards when transported in bulk other
than materials classified as dangerous goods in the IMDG Code.

2.18.1.5 When carrying flammable liquids having flashpoints less than 23℃ as Class 3.1, 3.2,
6.1 or 8 in cargo spaces, aluminium smelting by-products or aluminium remelting by-products
(UN 3170), aluminium smelting or remelting by-products processed (MHB), ferrosilicon (MHB)
and ferrosilicon (UN 1408), the bilge pipes with flanges, valves, pumps, etc., constitute a source of
release and the enclosing spaces (e.g. pipe tunnels, bilge pump rooms, etc.) are to be classified as
an extended hazardous area (comparable with Zone 2).

2.18.4 Carriage of cargoes capable of creating explosive gas atmosphere only, including
flammable liquids in packaged form having a flashpoint below 23℃ (classes 3.1, 3.2, 6.1 and
8), flammable gas in packaged form (class 2.1), miscellaneous dangerous substances emitting
flammable gases in packaged form (class 9) and substances emitting flammable gases in
contact with water (solid class 4.3)

A new paragraph 2.18.10 is added as follows:


“2.18.10 Carriage of flammable liquids having a flashpoint below 23℃ in packaged form
(classes 3, 6.1 and 8), aluminium smelting by-products or aluminium remelting by-products
(UN 3170), aluminium smelting or remelting by-products processed (MHB), ferrosilicon
(MHB) and ferrosilicon (UN 1408)

6/9
2.18.10.1 The bilge pipes with flanges, valves, pumps, etc., constitute a source of release and the
enclosing spaces (e.g. pipe tunnels, bilge pump rooms, etc.) are to be classified as an extended
hazardous area (comparable with Zone 2) unless these spaces are continuously mechanically
ventilated with a capacity for at least six air changes per hour.
2.18.10.2 Except where the space is protected with redundant mechanical ventilation capable of
starting automatically, equipment not certified for Zone 2 are to be automatically disconnected
following loss of ventilation while essential systems such as bilge and ballast systems are to be
certified for Zone 2.
2.18.10.3 Where redundant mechanical ventilation is employed, equipment and essential
systems not certified for Zone 2 are to be interlocked so as to prevent inadvertent operation if the
ventilation is not operational. Audible and visual alarms are to be provided at a manned station if
failure occurs.”

7/9
CHAPTER 3 CONSTRUCTION AND TESTING OF ELECTRICAL EQUIPMENT

Section 2 ROTATING MACHINES

3.2.9.2 All machines of 50 kW and over, intended for essential services, are to be surveyed by
CCS Surveyors during test and, if appropriate, during manufacturing. CCS and the manufacturer
may agree on an alternative survey plan which makes Surveyor’s attendance in accordance with
the requirements above unnecessary.

Section 5 CABLES

3.5.1.1 Cables are to comply with the requirements of this Section. Those not covered in this
Section are to comply with the relevant requirements of acceptable standards①. Fire-resisting
cables are to additionally comply with the relevant requirements for fire-resisting cables of
acceptable standards②.
3.5.1.2 In addition to the standards referred to in 3.5.1.1, cables may be manufactured and tested
to other acceptable and relevant international or national standards. Cables manufactured and
tested to standards other than those specified in 3.5.1.1 will be accepted provided they are in
accordance with an acceptable and relevant international or national standard and are of an
equivalent or higher safety level than those listed in 3.5.1.1. However, cables such as flexible
cable, fibre-optic cable, etc. used for special purposes may be accepted provided they are
manufactured and tested in accordance with the relevant standards accepted by CCS.

① Refer to IEC publications 60092-350, 60092-351, 60092-352, 60092-353, 60092-354, 60092-359, 60092-373,
60092-374, 60092-375 60092-360, 60092-370 and 60092-376.
② Refer to:
IEC publication 60331-1 for testing electric cables of greater than 20 mm overall diameter;
IEC publication 60331-21 or 60331-2 for testing electric cable of up to 20 mm overall diameter;
IEC publication 60331-23 for testing electric data cables;
IEC publication 60331-25 for testing optical fibre cables.
8/9
CHAPTER 4 SUPPLEMENTARY REQUIREMENTS FOR SMALL SHIPS AND SHIPS
IN RESTRICTED SERVICE

Section 1 GENERAL PROVISIONS

A new paragraph 4.1.1.2 is added as follows:


“4.1.1.2 The relevant requirements of this Chapter for ships engaged on non-international
voyages are also to be in compliance with the relevant requirements of the flag State
Administration. In case of any inconsistency with requirements of this Chapter, the requirements
of the flag State Administration may be accepted and those of this Chapter need not be complied
with.”

9/9
CHINA CLASSIFICATION SOCIETY

RULES FOR CLASSIFICATION OF


SEA-GOING STEEL SHIPS

AMENDMENTS
2017

PART SIX FIRE PROTECTION, DETECTION AND


EXTINCTION

6-1
CONTENTS

CHAPTER 3 FIRE SAFETY MEASURES


Section 3 PROTECTION OF CARGO PUMP ROOMS
Section 4 MISCELLANEOUS

6-1
CHAPTER 3 FIRE SAFETY MEASURES

Section 3 PROTECTION OF CARGO PUMP ROOMS

3.3.1 Measures to prevent explosions in cargo pump rooms on oil tankers


3.3.1.3 Lighting in cargo pump rooms, except emergency lighting, is to be interlocked with ventilation such that
the ventilation is to be has been in operation for at least 5 minutes before when switching on the lighting. Failure
of the ventilation system is not to cause the lighting to go out.
3.3.1.4 A system for continuously monitoring the concentration of hydrocarbon gases is to be fitted. Sampling
points or detector heads are to be located in suitable positions in order that potentially dangerous leakages are
readily detected. When the hydrocarbon gas concentration reaches a preset level, which is not to be higher than 10%
of the lower flammable limit, a continuous audible and visual alarm signal is to be automatically effected in the
cargo pump room, engine control room, cargo control room and navigation bridge to alert personnel to the
potential hazard.
(1) Where a system for sequential sampling is used for sampling of cargo pump rooms including exhaust ducts,
the time between two samplings of a same position is to be reasonably short.
(2) For the number and arrangement of sampling points, appropriate consideration is to be given to the vapour
density of carried cargo and the ventilation condition of tanks. Sampling points are to be located in the exhaust
ventilation duct or lower part of the pump room not more than 450 mm above floor plates.

Section 4 MISCELLANEOUS

3.4.15 Arrangement of oxygen, acetylene cylinders


3.4.15.1 Storage of oxygen, acetylene cylinders is to meet the following requirements:
(1) The design, construction and approval of gas cylinders are to comply with the applicable requirements of
PART THREE of the Rules or requirements of the recognized standards. Each gas Oxygen cylinders is are to be
provided with proper pressure relief device such as a fusible plug or a rupture disc.

6-2
CHINA CLASSIFICATION SOCIETY

RULES FOR CLASSIFICATION OF


SEA-GOING STEEL SHIPS

AMENDMENTS
2017

PART SEVEN AUTOMATION SYSTEMS

7-1
CONTENTS

CHAPTER 1 GENERAL
Section 1 GENERAL PROVISIONS
CHAPTER 2 BASIC REQUIREMENTS
Section 6 COMPUTER BASED SYSTEMS
Appendix 1 DEFINITIONS AND NOTES RELATING TO TESTS AND EVIDENCE OF COMPUTER
SYSTEMS
Section 8 MAIN PROPULSION MACHINERY REMOTELY CONTROLLED FROM NAVIGATION
BRIDGE
CHAPTER 3 REQUIREMENTS FOR CLASS NOTATION AUT-0 OF PERIODICALLY
UNATTENDED MACHINERY SPACES
Section 3 BOILERS
Section 7 ADDITIONAL REQUIREMENTS FOR CONTROL STATIONS (ROOMS)
Section 8 ADDITIONAL REQUIREMENTS FOR CONTROL AND MONITORING SYSTEMS
Section 9 FIRE PRECAUTIONS AND PROTECTION AGAINST FLOODING
Section 10 AUTOMATIC CONTROL AND MONITORING ITEMS
CHAPTER 4 REQUIREMENTS FOR MACHINERY NOTATIONS OF CONSTANTLY ATTENDED
MACHINERY SPACES
Section 2 REQUIREMENTS FOR AUTOMATION OF SHIPS WITH CLASS NOTATION MCC
Section 3 REQUIREMENTS FOR AUTOMATION OF SHIPS WITH CLASS NOTATION BRC

7-2
CHAPTER 1 GENERAL

Section 1 GENERAL PROVISIONS

1.1.3.2 Plans and technical documents for computer systems of categories II and III (refer to 2.6.2 of this PART)
are to be submitted in accordance with (1) to (4) below.
(1) Computer systems, for which an inspection is requested:
① The following plans and technical documents are to be submitted for approval:
(a) System description, covering at least detailed description of hardware configuration, description of
system function, description of data communication, description of redundancy system conversion,
description of system self-monitoring and data storage means;
(b) Block diagram of hardware and peripheral configuration, showing internal connection of main
unit/module of system and interface with other system;
(c) System wiring connection diagram;
(d) Diagram of power source supply;
(e) Details of input and output devices;
(f) Software description, including at least description of the basic software installed in each hardware unit,
the communication software installed on nodes in a network and application software;
(g) Block diagram of software functions;
(h) Failure analysis for safety related functions (only applicable to computer systems of category III) by
adequate methods (such as failure tree analysis, risk analysis, FMEA or FMECA);
(i) Technical specifications of hardware and peripherals;
(j) Type test information for wireless data communication equipment (if applicable);
(k) Test program, including type test and routine test. Test procedure is to describe test configuration and
simulation method. Each test is to stipulate initial state of equipment/system, test method, test result
analysis and acceptance criteria. Each test is to cover normal mode and failure mode as well as power
supply and communication failure.
② The following plans and technical documents are to be submitted for information:
(a) Operating manual (including troubleshooting instructions);
(b) Software quality control plan;
(c) Information related to wireless data communication (if applicable), which is to include details of
manufacturers recommended installation and maintenance practices, network plan with arrangement
and type of antenna and identification of location, specification of wireless communication system
protocols and management functions, details of radio frequency and power levels.
(2) For computer systems, of which new installation or major modification is requested, the system description is
to be submitted for information and the following plans and technical documents are to be submitted for approval:
① Plan of onboard power supply system;
② Arrangement of onboard systems;
③ Test program (including system function tests and onboard test procedures).
(3) For computer systems on board existing ships, of which an initial survey is requested, the system description
and operation manual are to be submitted for information and the following plans and technical documents are to
be submitted for approval:
① Plan of onboard power supply system;
② Arrangement of onboard systems (if necessary).
(4) For inspections after construction, description of any major modification of hardware and software, if
applicable, is to be submitted for information.
1.1.3.3 Upon request of CCS, for computer systems of category I, necessary plans and documents may be
submitted for information according to the requirements of 1.1.3.2.
1.1.3.4 Additional plans and documents are to be submitted for approval as deemed necessary by CCS.

7-3
CHAPTER 2 BASIC REQUIREMENTS

Section 6 COMPUTER BASED SYSTEMS

2.6.1 General requirements


2.6.1.1 This Section applies to design, construction, commissioning and maintenance of computer based systems
where they depend on software for the proper achievement of their functions. The requirements focus on the
functionality of the software and on the hardware supporting the software. This Section applies to onboard
computer based systems which provide control, alarm, monitoring, or safety or internal communication functions
which are subject to classification requirements, including programmable electronic systems. This Section does

not apply to loading instruments and radio communication and navigation equipment with detailed performance
standard by IMO.
2.6.1.2 The following standards are to be used for the development of hardware/software of computer based
systems. Other standards accepted by CCS may also be considered where necessary:
(1) IEC 61508: Functional safety of electrical/electronic/programmable electronic safety-related systems;
(2) ISO/IEC 12207: Systems and software engineering - Software life cycle processes;
(3) ISO 9001:2008 Quality Management Systems – Requirements;
(4) ISO/IEC 90003: Software engineering - Guidelines for the application of ISO 9001:2008 to computer
software;
(5) IEC 60092-504: Electrical installations in ships - Part 504: Special features – Control and instrumentation;
(6) ISO/IEC 25000: Systems and software engineering - Systems and software Quality Requirements and
Evaluation (SQuaRE) - Guide to SQuaRE;
(7) ISO/IEC 25041: Systems and software engineering - Systems and software Quality Requirements and
Evaluation (SQuaRE) - Evaluation guide for developers, acquirers and independent evaluators;
(8) IEC 61511: Functional safety - Safety instrumented systems for the process industry sector;
(9) ISO/IEC 15288: Systems and software engineering - system life cycle process.
2.6.1.3 Documents for computer based systems are to be submitted to CCS in accordance with Table 2.6.1.3
and tests and trials are to be witnessed by the CCS surveyor.
2.6.1.4 ―Associated hardware description‖ in Table 2.6.1.3 of this Section is to include at least the following
plans and documents:
(1) System description, covering detailed description of hardware configuration, description of system function
and description of system self-monitoring;
(2) Block diagram of hardware and peripheral configuration, showing internal connection of main unit/module of
system and interface with other system;
(3) System wiring connection diagram;
(4) Technical specifications of hardware and peripherals.

Drawings and Documents to be Submitted and Tests and Trials to be Witnessed


Table 2.6.1.3
Supplier System
Owner Category Category
Requirement Involved Integrator Category I
Involved II III
Involved
Quality Plan X X Ⓐ Ⓐ Ⓐ
Risk assessment
X Ⓐ Ⓐ
report
Software modules
functional description X (if
X Ⓘ Ⓘ
and associated necessary)
hardware description
Evidence of
X (if
verification of software X Ⓘ Ⓘ
necessary)
code


Refer to the requirements of Appendix 1 ―Loading Instruments‖ of Chapter 2, PART TWO of the Rules.

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Supplier System
Owner Category Category
Requirement Involved Integrator Category I
Involved II III
Involved
Evidence of functional
tests for elements
included in systems of
Category II and III at X X Ⓘ Ⓘ
the level of software
module, sub-system
and system
Test programs and
procedures for
functional tests and
failure tests including a X Ⓐ Ⓐ
supporting FMEA or
equivalent, at the
request of CCS
Factory acceptance test
event including
X X Ⓦ Ⓦ
functional and failure
tests
Test program for
simulation tests for X Ⓐ Ⓐ
final integration
Simulation tests for
X Ⓦ Ⓦ
final integration
Test program for on
board tests (includes
X Ⓐ Ⓐ
wireless network
testing)
Test program for on
board tests (includes
wireless network
testing) On board X Ⓦ Ⓦ
integration tests
(includes wireless
network testing)
- List and versions of
software installed in
system
- Functional
description of software
- User manual
X Ⓘ Ⓘ
including instructions
during software
Maintenance
- List of interfaces
between system and
other ship systems
Updated Software
X X Ⓘ Ⓘ
Registry
Procedures and
documentation related Ⓘ Ⓘ
to Security Policy
Hardware test reports
according to CCS
Guidelines for Type
X X Ⓐ Ⓐ Ⓐ
Approval Test of
Electric and Electronic
Products
Notes: the symbols used in the table and their meanings are as follows:
ⒶSubmitted to CCS for approval ⒾProvided to CCS for information ⓌTo be witnessed by CCS surveyors

2.6.1.2 Computer systems are to fulfill the functional requirements of the system under control for all operating
conditions including emergency conditions, taking into account in particular that they are:
(1) not to cause danger to persons;

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(2) not to cause damage to ship and its equipment;
(3) not to affect operability of non-computer devices and systems (e.g. main and auxiliary engines);
(4) not to cause damage to the environment;
(5) not to affect system usability;
(6) easy to maintain.
2.6.1.3 When an alternative design or arrangement deviating from the requirements of this Section are proposed,

an engineering analysis carried out in accordance with a relevant International or National Standard is to be
submitted to CCS for approval. As a failure of a category III system may lead to an accident with catastrophic
severity, the use of unconventional technology (e.g. radio communication technology) for such applications will
only be permitted exceptionally in cases where evidence is presented that demonstrates acceptable and reliable
system performance to the satisfaction of CCS.
2.6.1.4 Computer systems of categories II and III are to be protected against unintentional or unauthorized
modification of programs. Any modification made after performance tests witnessed by CCS surveyor is to be

documented and traceable. Any major modification is to be resubmitted to CCS for approval.
2.6.1.5 Modification of characteristic values and set values of computer systems of category III is to be
confirmed by CCS.

2.6.2 Objects
2.6.2.1 The hierarchy and relationships of a typical computer based system are as shown in Figure 2.6.2.1. The
objects in the figure are defined as follows:
(1) Vessel: ship or offshore unit where the system is to be installed;
(2) System: combination of interacting programmable devices and/or sub-systems organized to achieve one or
more specified purposes;
(3) Sub-system: identifiable part of a system, which may perform a specific function or set of functions;
(4) Programmable device: physical component where software is installed;
(5) Software module: a module is a standalone piece of code that provides specific and closely coupled
functionality.

Note: dashed lines show non-developed branches of diagram


Figure 2.6.2.1 Illustrative System Hierarchy

2.6.32 System categories


2.6.32.1 Computer based systems are divided into categories based on their effects on system function, as shown
in Table 2.6.3.1. Computer systems may be divided into categories I, II and III according to the possible extent of
the damage caused by a single failure, as shown in Table 2.6.2.1. The damage considered is not an indirect one,
but directly incurred by an event. Identical redundancy will not be taken into account for the assignment of a
system category.

Computer Based System Categories Table 2.6.32.1


Category Effect Typical System Function Example


Refer to Reg.II-1/55 of SOLAS Convention.

Major modification means modification affecting system function and safety.

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Category Effect Typical System Function Example
System fault will not
endanger personnel safety,
ship safety and
— Monitoring and routine
environmentThose systems,
management function for — Maintenance and support system
I failure of which will not lead
informational/administrat — Routine information processing
to dangerous situations for
ive tasks
human safety, safety of the
vessel and/or threat to the
environment
— Monitoring and alarming
System fault will finally functions
— Monitoring and alarm devices
endanger personnel safety, — Control necessary for
— Sounding means for tank capacity
ship safety and environment maintaining normal
— Control system of auxiliary machinery
Those systems, failure of operation and living
— Remote control system of main
II which could eventually lead conditions of the ship
propulsion machinery
to dangerous situations for Control functions which
— Fire detection and extinction system
human safety, safety of the are necessary to maintain
— Bilge system
vessel and/or threat to the the ship in its normal
— Speed adjuster
environment operational and habitable
conditions
System fault will
immediately endanger — Protective system or means of
personnel safety, ship safety machinery
— Control functions
and environment Those — Control system of burners
necessary for
systems, failure of which — Electronic oil injector of internal
III maintaining the vessel’s
could immediately lead to combustion engines
propulsion and steering
dangerous situations for — Control system for propulsion and
— Vessel Ssafety function
human safety, safety of the steering
vessel and/or threat to the — Synchronizing units for generators
environment

2.6.3.2 The following systems which are not exhaustive typically belong to Category III, the exact category
being dependent on the risk assessment for all operational scenarios:
(1) Propulsion system of a ship, meaning the means to generate and control mechanical thrust in order to move the
ship (devices used only during manoeuvring are not in the scope of this requirement such as bow tunnel thrusters);
(2) Steering system control system;
(3) Electric power system (including power management system);
(4) Ship safety systems covering fire detection and fighting, flooding detection and fighting, internal
communication systems involved in evacuation phases, ship systems involved in operation of life saving
appliances equipment;
(5) Dynamic positioning system of class notations DP2 and DP3;
(6) Drilling systems.
2.6.3.3 The following systems which are not exhaustive typically belong to Category II, the exact category
being dependent on the risk assessment for all operational scenarios:
(1) Liquid cargo transfer control system;
(2) Bilge level detection and associated control of pumps;
(3) Fuel oil treatment system;
(4) Ballast transfer valve remote control system;
(5) Stabilization and ride control systems, e.g. fin stabilizer control system;
(6) Alarm and monitoring systems for propulsion systems.
2.6.2.2 The categorization of computer systems varies depending on different types and dimensions of ships,
duration and frequency of working of personnel in dangerous zones, complexity of systems and possibility of
preventing damage.
2.6.2.3 Where independent effective backup or other means of averting danger is provided, the system category
III may be decreased by one category.

2.6.4 Requirements for software and supporting hardware


2.6.4.1 The life cycle approach is to be a global top to bottom approach to be undertaken regarding software and
the integration in a system, spanning the software lifecycle. This approach is to be accomplished according to
software development standards as listed in this Section or other standards recognized by CCS.

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(1) System integrators① and suppliers② are to operate a quality system regarding software development and
testing and associated hardware such as ISO 9001 taking into account ISO 90003. The quality system is to be
certified as compliant to the recognized standard by an organisation with accreditation under a national
accreditation scheme, or CCS is to confirm compliance to the standard through a specific assessment. The quality
system is to include:
① Relevant procedures regarding responsibilities, system documentation, configuration management and
competent staff.
② Relevant procedures regarding software lifecycle and associated hardware:
a) Organization set in place for acquisition of related hardware and software from suppliers;
b) Organization set in place for software code writing and verification;
c) Organization set in place for system validation before integration in the vessel.
③ Minimum requirements for approval of Quality system:
a) Having a specific procedure for verification of software code of Category II and III at the level of systems,
sub-systems and programmable devices and modules;
b) Having check points for Category II and III systems. Examples of check points can be a required submittal of
documentation, a test event, a technical design review meeting, or peer review meeting;
c) Having a specific procedure for software modification and installation on board the vessel defining
interactions with owners③
④ A quality plan is to be produced that records how the quality management system will be applied for the
specific computer based system and that includes, as a minimum, all of material required by paragraphs ○1 to ○3
inclusively.
(2) The following steps are to be completed during the design phase:
① Risk assessment of system is to be undertaken to determine the risk to the system throughout the lifecycle by
identifying and evaluating the hazards associated with each function of the system. The system category is to be
verified by the results of risk assessment. The risk assessment report for Category II and III systems is to be
submitted to CCS. The submittal of risk assessment report for Category I may be required if deemed necessary by
CCS. The risk assessment④ report is normally to be submitted by the system integrator or the supplier, including
data coming from other suppliers. Based on the risk assessment, a revised system category might need to be
agreed between CCS and the system supplier. Where the risks associated with a computer based system are well
understood, it is permissible for the risk assessment to be omitted, however in such cases the supplier or the
system integrator shall provide a justification for the omission. The justification should include the known risks,
the equivalence of the context of use of the current computer based system and the computer based system
initially used to determine the risks and the adequacy of existing control measures in the current context of use.
② Code production and testing. The following documents are to be provided to CCS for Category II and III
systems:
a) Software modules functional description and associated hardware description for programmable devices. This
is to be provided by the supplier and system integrator;
b) Evidence of verification (detection and correction of software errors) for software modules, in accordance
with the selected software development standard. Evidence requirements of the selected software standard
might differ depending on how critical the correct operation of the software is to the function it performs (i.e.
IEC 61508 has different requirements depending on SILs, similar approaches are taken by other recognized

① The role of system integratoris to be taken by the yard unless an alternative organisation is specifically contracted/assigned this
responsibility. The system integrator is responsible for the integration of systems and products provided by suppliers into the
system invoked by the requirements specified herein. The system integrator may also be responsible for integration of systems in
the vessel. If there are multiple parties performing system integration at any one time a single party is to be responsible for
overall system integration and coordinating the integration activities. If there are multiple stages of integration different system
integrators may be responsible for specific stages of integration but a single party is to be responsible for defining and
coordinating all of the stages of integration.
② 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 responsible for providing programmable devices, sub-systems or systems to the system
integrator. The supplier provides a description of the software functionality that meets the Owner’s specification, applicable
international and national standards, and the requirements specified in this Section.
③ The Owner is responsible for contracting the system integrator and/or suppliers to provide a hardware system including software
according to the owner’s specification. The Owner could be the Ship Builder Integrator (Builder or Shipyard) during initial
construction. After vessel delivery, the owner may delegate some responsibilities to the vessel operating company.
④ IEC/ISO31010 ―Risk management - Risk assessment techniques‖ may be applied in order to determine method of risk
assessment.

7-8
standard). This is to be supplied by the supplier and system Integrator.
c) Evidence of functional tests for programmable devices at the software module, subsystem, and system level.
This is to be supplied by the supplier via the system integrator. The functional testing is to test the software
functions other than the functions of operating system. The functional testing is also to test function libraries,
customized layer of software and any set of parameters.
(3) Integration testing before installation on board. Intra-system integration testing is to be done between system
and sub-system software modules before being integrated on board. The objective is to check that software
functions are properly executed, that the software and the hardware it controls interact and function properly
together and that software systems react properly in case of failures. Faults are to be simulated as realistically as
possible to demonstrate appropriate system fault detection and system response. The results of any required failure
analysis are to be observed. Functional and failure testing can be demonstrated by simulation tests①. For Category
II and III systems, the following requirements are to be complied with:
① Test programs and procedures for functional tests and failure tests are to be submitted to CCS. A FMEA may
be requested by CCS in order to support containment of failure tests programs.
② Factory acceptance test including functional and failure tests are to be witnessed by CCS sueveyors.
③ The following documents are to be provided:
a) Functional description of software;
b) List and versions of software installed in system;
c) User manual including instructions during software maintenance;
d) List of interfaces between system and other ship systems;
e) List of standards used for data links;
f) Additional documentation as requested by CCS which might include an FMEA or equivalent to demonstrate
the adequacy of failure test case applied.
(4) Approval of programmable devices for Category II and III systems. Approval of programmable devices
integrated inside a system are to be delivered to the system integrator or supplier. Approval can be granted on case
by case basis, or as part of a product type approval, so long as the documents mentioned in 2.6.4.1(1) ~ (3) of this
Section have been reviewed/approved and the required tests have been witnessed by CCS surveyors (also see
2.6.5 regarding hardware environmental type tests). Documentation should address the compatibility of the
programmable device in the ship’s application, the necessity to have on board tests during ship integration and
should identify the components of system using the approved programmable devices.
(5) Final integration and on board testing. Simulation tests are to be undertaken before installation, when it is
found necessary to check safe interaction with other computerized systems and functions that could not be tested
previously. For Category II and III systems, the final integration and on board testing report is to be submitted to
CCS and the tests is to be witnessed by CCS surveyors. On board tests are to check that a computer based system
in its final environment, integrated with all other systems with which it interacts is:
① Performing functions it was designed for;
② Reacting safely in case of failures originated internally or by devices external to the system;
③ Interacting safely with other systems implemented on board vessel.
2.6.4.2 Sub-systems and programmable devices may be approved for limited applications with service
restrictions by CCS when the ship system where they will be integrated is not known. In this case, requirements of
2.6.4.1(3) of this Section might need to be fulfilled. Additional drawings, details, tests reports and surveys related
to the standard declared by the supplier may be required by CCS upon request. Sub-systems and programmable
devices may in this case be granted with a limited approval mentioning the required checks and tests performed.
2.6.4.3 Organizations in charge of software modifications are to be clearly declared by Owner to CCS. A
System integrator is to be designated by the Owner and is to fulfil requirements mentioned in 2.6.4.1. Limited life
cycle steps may be considered for modifications already considered and accepted in the scope of initial approval.
The software modification effect analysis record and test report are to be submitted to CCS for information. It is
the responsibility of Owner to manage traceability of these modifications. The achievement of this responsibility
is to be supported by system integrators updating the software registry. The software registry is to contain list and
versions of software installed in systems required in 2.6.4.1(3) of this Section and results of security scans as
described in 2.6.4.5 of this Section.
2.6.4.4 The owner is to ensure that necessary procedures for software and hardware change management exist
on board, and that any software modification/upgrade are performed according to the procedure. All changes to
computer based systems in the operational phase are to be recorded and be traceable.

① Simulation tests mean control system testing where the equipment under control is partly or fully replaced with simulation tools,
or where parts of the communication network and lines are replaced with simulation tools.

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2.6.4.5 Owner, system integrator and suppliers are to adopt security policies and include these in their quality
systems and procedures. Unauthorized modification of software is to be prevented. Physical and logical security
measures are to be taken to prevent unauthorized or unintentional modification of software, whether undertaken at
the physical system or remotely. Prior to installation, all artefacts, software code, executables and the physical
medium used for installation on the vessel are to be scanned for viruses and malicious software. Results of the
scan are to be documented and kept with the software registry.

2.6.5 Requirements for hardware regarding environment


2.6.5.1 For hardware of Category II and III computer based systems and sub-systems, environmental condition
test is to be carried out in accordance with CCS Guidelines for Type Approval Test of Electric and Electronic
Products and the test report is to be submitted to CCS.
2.6.5.2 For hardware of Category I computer based systems and sub-systems, environmental condition test is to
be carried out by referring to CCS Guidelines for Type Approval Test of Electric and Electronic Products.

2.6.6 Requirements for data links for Category II and III systems
2.6.6.1 Loss of a data link is to be specifically addressed in risk assessment analysis. A single failure in data link
hardware is to be automatically treated in order to restore proper working of system. Characteristics of data link is
to prevent overloading in any operational condition of system. Data link is to be self-checking, detecting failures
on the link itself and data communication failures on nodes connected to the link. Detected failures are to initiate
an alarm.
2.6.6.2 When the computer based systems use wireless data links, the following requirements are to be complied
with. Category III systems may not use wireless data links unless specifically considered by CCS:
(1) Recognised international wireless communication system protocols are to be employed, incorporating:
① Message integrity. Fault prevention, detection, diagnosis, and correction so that the received message is not
corrupted or altered when compared to the transmitted message;
② Configuration and device authentication. Shall only permit connection of devices that are included in the
system design;
③ Message encryption. Protection of the confidentiality and or criticality of the data content;
④ Security management. Protection of network assets, prevention of unauthorized access to network assets.
(2) The internal wireless system within the vessel is to comply with the radio frequency and power level
requirements of International Telecommunication Union and flag state requirements. Consideration should be
given to system operation in the event of port state and local regulations that pertain to the use of radio-frequency
transmission prohibiting the operation of a wireless data communication link due to frequency and power level
restrictions.
(3) For wireless data communication equipment, tests during harbour and sea trials are to be conducted to
demonstrate that radio-frequency transmission does not cause failure of any equipment and does not its self-fail as
a result of electromagnetic interference during expected operating conditions.

2.6.3 System design


2.6.3.1 A computer system is to have sufficient capability to:
(1) perform necessary autonomous operations,
(2) accept user commands,
(3) inform the user correctly,
under all operating conditions including emergency.
2.6.3.2 The system is to be designed to provide adequate response time for all functions, taking into
consideration the maximum load and maximum number of simultaneous tasks, including network communication
speed, under normal and abnormal process conditions.
2.6.3.3 Computer systems are to be designed in such a way that they can be used without special previous
knowledge, otherwise operators are to be provided with relevant training.
2.6.3.4 The failure and restarting of computer systems are not to cause processes to enter undefined or critical
states. When the power supply is recovered after failure, the computer system is to be capable of restarting to
operate in accordance with the predetermined procedures in a short time and its function is also to be recovered
rapidly.
2.6.3.5 The system is to be so designed that failure of one part will not induce failure of other parts or the entire
system; such failure is to be restricted to the failing module. Where necessary, redundancy design (e.g. standby
means) may be used and the equipment is to be capable of restoring its functionality.

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2.6.3.6 For ease of maintenance and renewal, the hardware is to consist of replaceable modules and is to be
standardized and modularized so far as possible. The use of different modules is to be minimized to reduce
quantity of spares. Each replaceable part is to be constructed for easy and safe handling. Plug-in modules and
joints (including electrical connection means) are to be marked for identification and so designed that they will
not be incorrectly plugged in.
2.6.3.7 Systems performing essential functions are to store data in permanent storage units so as to ensure that
power breakdown will cause no loss or error to programs, characteristic curves and limit values in use.
2.6.3.8 The design of software of computer system of categories II and III is to comply with following
requirements:
(1) The software is to be capable of being kept in privacy and closed.
(2) The operating system program is to be suitable for development, installation and subsequent modification
during all phases of the software life cycle.
(3) System tests are to be performed and documented. These tests are to include all software functions and
important combinations of functions, performance, dependability and usability requirements under all modes of
operation including emergency conditions and behavior under failure conditions. Upon modification of the
software, the tests are to be changed accordingly.
(4) The software is to be designed such that the operator cannot modify programs and fixed ship-related data.
2.6.3.9 Computer systems are to be self-checking and all faults inducing loss of essential functions are to give
visual and audible alarms.
2.6.3.10 All faults of the computer system, which affect its essential functions and cannot be displayed by itself,
are to be displayed by a unit independent of it.
2.6.3.11 The external power supply of computer system is to be provided with failure monitoring and visual
and audible alarms are to be given in case of failure. If redundancy system is adopted, each system is to be
supplied by independent final sub circuit.
2.6.3.12 In the computer-based systems performing programmed control and monitoring, the control system,
alarm system and safety system are to be in compliance with the requirements for independence in 2.1.4 of this
Chapter.
2.6.3.13 When the computer system is used for important functions related to propulsion, steering and ship
safety, standby or emergency measures are to be provided, which are to be independent of computer system as far
as possible.

2.6.4 Data communication


2.6.4.1 The reliability of data communication is to be determined according to categories of computer systems
and their specific application. Systems of categories II and III are to comply with the requirements of 2.6.4.2 to
2.6.4.10 below.
2.6.4.2 The data communication link is to be continuously self-checking, for detecting failures on the link itself
and data communication failure on nodes and is to give an alarm in the event of an abnormal condition.
2.6.4.3 System is to automatically initiate transition to the least hazardous state in the event of data
communication failure.
2.6.4.4 When the same data communication link is used for two or more essential functions, this link is to be
redundant.
2.6.4.5 Switching between redundant links is not to disturb data communication or continuous operation of
functions.
2.6.4.6 To ensure that data can be exchanged between various systems, standardized interfaces are to be used.
2.6.4.7 Where a single component failure results in loss of data communication, means are to be provided to
automatically restore data communication.
2.6.4.8 Loss of a data communication link is not to affect the ability to operate essential services by alternative
means.
2.6.4.9 Means are to be provided to ensure the integrity of data and provide timely recovery of corrupted or
invalid data.
2.6.4.10 The characteristics of the data communication link are to be such as to transmit all necessary
information in adequate time and overloading is prevented.

2.6.5 Additional requirements for wireless data links


2.6.5.1 In addition to complying with the requirements of 2.6.4 of this Section, the requirements of 2.6.5.2 to
2.6.5.4 below are to be complied with for system category II using wireless data communication links. For system
category III, the use of wireless data communication links is to comply with 2.6.1.3 of this Section.

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2.6.5.2 Functions that are required to operate continuously to provide essential services dependent on wireless
data communication links are to have an alternative means of control that can be brought in action within an
acceptable period of time.
2.6.5.3 Wireless data communication is to employ recognized international wireless communication system
protocols that incorporate the following:
(1) Message integrity: Fault prevention, detection, diagnosis and correction so that the received message is not
corrupted or altered when compared to the transmitted message.
(2) Configuration and device authentication. It is only to permit connection of devices that are included in the
system design.
(3) Message encryption: Protection of the confidentiality and/or criticality of the data content.
(4) Security management: Protection of network assets, prevention of unauthorized access to network assets.
2.6.5.4 The wireless system is to comply with the radio frequency and power level requirements of International

Telecommunications Union and of the flag Administration .

2.6.6 Input and output devices


2.6.6.1 Input and output devices of computer systems are to be designed for ease of handling and
user-friendliness and are so far as possible to follow ergonomic principles.
2.6.6.2 The keyboard of a computer is to meet the following requirements:
(1) Where equipment operations or functions may be changed via keyboards, appropriate measures (such as
setting password) are to be employed so as to limit access of such operations to authorized personnel only.
(2) If the operation of a key is able to cause dangerous operating conditions, measures are to be taken to prevent
the instruction in question from being executed by a single action such as use of a special key lock, or use of two
or more keys.
2.6.6.3 The computer displays are to comply with following requirements:
(1) The size, color and density of text and graphic information displayed on a visual display unit is to be such that
it may be easily read from the normal operator position under all operational lighting conditions. The brightness
and contrast are to be capable of being adjusted to the prevailing ambient conditions.
(2) Information is to be displayed in a logical priority.
(3) If alarm messages are displayed on color monitors, the distinctions in the alarm status are to be ensured even
in the event of a failure of a primary color.
2.6.6.4 Where a display unit is used for alarm in place of a general indicating lamp in computer systems of
categories II and III, the following requirements are to be satisfied:
(1) The indication of the display unit is to be clear under the bright environmental condition. Data and information
shown on the display unit are to be capable of being easily read by an operator in a normal working position.
(2) The display unit is to be capable of clearly indicating all the alarm signals.
(3) The display unit is to be capable of distinguishing the status of fault alarms, i.e., the status before and after
acknowledgment; but this distinction is not to be shown by means of different colors only.
(4) A storage device and an output interface are to be provided in order to record and output the faults and their
time.
(5) For the centralized monitoring and alarm system in the engine room, at least a standby display unit or lamp
panel is to be provided, or a printer is to be provided in order to record the faults and their time.
(6) The display unit is to be capable of normal operation in the event of a failure of the normal power supply.
(7) Where a display unit is common to parameter and alarm displays, the parameter display is not to interfere with
the initiation of alarm signals.

2.6.7 Graphical user interface


2.6.7.1 Information is to be presented clearly and intelligibly according to its functional significance and
association. Screen contents are to be logically structured and their representation is to be restricted to the data
which is directly relevant for the user.
2.6.7.2 When using general purpose graphical user interfaces, only the functions necessary for the respective
process are to be available.
2.6.7.3 Alarms are to be visually and audibly presented with priority over other information in every operating
mode of the system; they are to be clearly distinguishable from other information.

2.6.8 Tests and evidence



Consideration is to be given to system operation in the event of port State and local regulations that pertain to the use of
radio-frequency transmission prohibiting the operation of a wireless data communication link.

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2.6.8.1 Tests and evidence are to be in accordance with Table 2.6.8.1. Definitions and notes relating to Table
2.6.8.1 are given in Appendix 1 of this Chapter.
Tests and Evidence of Computer Systems Table 2.6.8.1
System category
No. Tests and evidence
I II III
1. Evidence of quality system
Quality plan for software M M
Inspection of components (only Hardware) from sub-suppliers M M
Quality control in production M M
Final test reports M M S
Traceability of software M M S
2. Hardware and software description
Software description M S
Hardware description M S
Failure analysis for safety related functions only S
3. Evidence of software testing
Evidence of software testing according to quality plan M S
Analysis regarding existence and fulfilment of programming procedures for safety related
S
functions
4. Hardware tests
Tests according to CCS Guidelines for Type Approval Test of Electric and Electronic
W W
Products, 2006
5. Software tests
Module tests M S
Subsystem tests M S
System test M S
6. Performance tests
Integration test M W
Fault simulation W W
Factory Acceptance Test (FAT) M W W
7. On-board test
Complete system test M W W
Integration test W W
Operation of wireless equipment to demonstrate electromagnetic compatibility W W
8. Modifications
Tests after modifications M S/W S/W
Notes: M = Evidence kept by manufacturer and submitted on request.
S = Evidence checked by CCS.
W = To be witnessed by CCS.

Appendix 1 DEFINITIONS AND NOTES RELATING TO TESTS AND EVIDENCE OF COMPUTER


SYSTEMS

1.1 Evidence of quality system


1.1.1 Quality plan for software: a plan for software lifecycle activities is to be produced which defines relevant
procedures, responsibilities and system documentation, including configuration management.
1.1.2 Inspection of components (only Hardware) from sub-suppliers: proof that components and/or
subassemblies conform to specification.
1.1.3 Quality control in production: evidence of quality assurance measures on production.
1.1.4 Final test reports: reports from testing of the finished product and documentation of the test results.
1.1.5 Traceability of software: modification of program contents and data, as well as change of version has to be
carried out in accordance with a procedure and is to be documented.

2.1 Hardware and software description


2.1.1 Software description: software is to be described, e.g.:
— Description of the basic and communication software installed in each hardware unit;
— Description of application software (not program listings);

7-13
— Description of functions, performance, constraints and dependencies between modules or other
components.
2.1.2 Hardware description: hardware is to be described, e.g.:
— System block diagram, showing the arrangement, input and output devices and interconnections;
— Connection diagrams;
— Details of input and output devices;
— Details of power supplies.
2.1.3 Failure analysis for safety related functions only (e.g. FMEA): the analysis is to be carried out using
appropriate means, e.g.:
— Fault tree analysis;
— Risk analysis;
— FMEA or FMECA.
The purpose is to demonstrate that for single failures, systems will fail to safety and that systems in operation will
not be lost or degraded beyond acceptable performance criteria when specified by CCS.

3.1 Evidence of software testing


3.1.1 Evidence of software testing according to quality plan: procedures for verification and validation activities
are to be established, e.g.:
— Methods of testing;
— Test programs producing;
— Simulation.
3.1.2 Analysis regarding existence and fulfilment of programming procedures for safety related functions:
specific assurance methods are to be planned for verification and validation of satisfaction of requirements, e.g.:
— Diverse programs;
— Program analysis and testing to detect formal errors and discrepancies to the description;
— Simple structure.

4.1 Hardware tests


4.1.1 Tests according to CCS Guidelines for Type Approval Test of Electric and Electronic Products, 2006 will
normally be a type approval test. Special consideration may be given by CCS to tests witnessed and approved by
another IACS member society.

5.1 Software tests


5.1.1 Module tests: software module tests are to provide evidence that each module performs its intended
function and does not perform unintended functions.
5.1.2 Subsystem tests: subsystem testing is to verify that modules interact correctly to perform the intended
functions and do not perform unintended functions.
5.1.3 System test: system testing is to verify that subsystems interact correctly to perform the functions in
accordance with specified requirements and do not perform unintended functions.

6.1 Performance tests


6.1.1 Integration tests: programmable electronic system integration testing is to be carried out using
satisfactorily tested system software, and as far as practicable intended system components.
6.1.2 Fault simulation: faults are to be simulated as realistically as possible to demonstrate appropriate system
fault detection and system response. The results of any required failure analysis are to be observed.
6.1.3 Factory Acceptance Test (FAT): factory acceptance testing is to be carried out in accordance with a test
program accepted by CCS. Testing is to be based on demonstrating that the system fulfils the requirements
specified by CCS.

7.1 On-board tests


7.1.1 Complete system test: testing is to be performed on the completed system comprising actual hardware
components with the final application software, in accordance with an approved test program.
7.1.2 Integration tests: on board testing is to verify that correct functionality has been achieved with all systems
integrated.
7.1.3 For wireless data communication equipment, tests during harbour and sea trials are to be conducted to
demonstrate that radio-frequency transmission does not cause failure of any equipment and does not its self fail as
a result of electromagnetic interference during expected operating conditions. Where electromagnetic interference

7-14
caused by wireless data communication equipment is found to be causing failure of equipment required for
Category II or III systems, the layout and/or equipment is to be changed to prevent further failures occurring.

8.1 Modifications
8.1.1 Tests after modifications: modifications to approved systems are to be notified in advance and carried out
to the satisfaction of CCS, see 2.6.1.4 of this Chapter.

Section 8 MAIN PROPULSION MACHINERY REMOTELY CONTROLLED FROM NAVIGATION


BRIDGE

2.8.1.10 An alarm is to be provided on the navigation bridge and in the machinery space to indicate low starting
air pressure which is to be set at a level to permit further main propulsion machinery starting operations. If the
remote control system of the main propulsion machinery is designed for automatic starting, the number of
automatic consecutive is to be limited to not more than 3. Visual and audible alarms are to be given on the
navigation bridge at the third failure and an alarm is to be provided on the navigation bridge and in the machinery
space to indicate low starting air pressure which is to be set at a level to permit main propulsion machinery
starting operations.
2.8.1.11 Bridge control station, engine room centralized control station (room) and main propulsion machinery
local control station are to indicate:
(1) main engine speed or propeller speed;
(2) the direction of rotation of fixed pitch propellers or the blade angle (or the pitch) for controllable pitch
propellers;
(3) clutch position and shaft brake position (where applicable);
(4) starting air pressure or voltage of starting storage batteries for main engines;
(5) the control station in control;
(5)(6) the power supply to control and monitoring systems relating to the bridge control station.

7-15
CHAPTER 3 REQUIREMENTS FOR CLASS NOTATION AUT-0 OF PERIODICALLY
UNATTENDED MACHINERY SPACES

Section 3 BOILERS

3.3.1.2(2)②(a) prior to the initial ignition of the burner, the combustion chamber and flue passes are to be
prepurged. The purging time is to be appropriate to a minimum of four air changes in the combustion chamber and
flue passes. During boiler purge, the air registers and dampers are to be kept widely open;

Section 7 ADDITIONAL REQUIREMENTS FOR CONTROL STATIONS (ROOMS)

A new paragraph 3.7.2.3 is added as follows:


―3.7.2.3 If the main engine is remotely started from the bridge control station, the indicator is to be fitted on the
bridge control station for the starting air pressure or voltage of starting storage batteries of main engines.‖

Section 8 ADDITIONAL REQUIREMENTS FOR CONTROL AND MONITORING SYSTEMS

3.8.2.7 A changeover switch is to be provided to relay all the fault alarms to the engineers’ accommodation and
each engineer’s cabin by group alarms so as to ensure that the alarm signal is relayed at least to one cabin of the
engineer on watch.
Acknowledgment of alarms at positions outside a machinery space (including the CCS) is not to silence the
audible alarm or extinguish the visual alarm in that machinery space (including the CCS).
Where an alarm has not been acknowledged in a certain time (not more than 5 min) in the machinery space
(including the CCS), the alarm system referred to in 2.8.4, Chapter 2 of PART FOUR of the Rules is to be
activated automatically, and the alarm is to be clearly audible within the engineers’ accommodation and related
public spaces.

Section 9 FIRE PRECAUTIONS AND PROTECTION AGAINST FLOODING

3.9.1.2(5)① high temperature alarm or low flow alarm is to be provided unless it is imposible to reach the
ignition temperature of medium;

Section 10 AUTOMATIC CONTROL AND MONITORING ITEMS

Automatic Control and Monitoring Items for Ships with Class Notation AUT-0
Table 3.10.1.1
CCS Mode of
Mode of
protective
Item alarm at Remarks
Display Limit alarm control
BCS
action
1 2 3 4 5 6
1.3 Turbocharger system
Unless provided with a
self-contained lubricating oil
Turbocharger lub-oil inlet pressure Pressure Low – Y
system integrated with the
turbocharger
Where outlet temperature from
each bearing cannot be
monitored due to the
engine/turbocharger design,
alternative arrangements may
Turbocharger lub-oil outlet temp each be accepted. Continuous
Temp High – Y
bearing monitoring of inlet pressure
and inlet temperature in
combination with specific
intervals for bearing inspection
in accordance with the
turbocharger manufacturer’s

7-16
CCS Mode of
Mode of
protective
Item alarm at Remarks
Display Limit alarm control
BCS
action
1 2 3 4 5 6
instructions may be accepted as
an alternative.
Necessary for crosshead diesel
enginesApplicable to Class B
Speed of turbocharger Speed High – –
and C turbochargers (refer to
9.6.2, Ch.9, Pt.3)
2 Auxiliary diesel engines▲
Low –
Lub-oil inlet pressure Pressure Excessively Y
a
low
Fuel oil temperature or viscosity Temp. or
Low or high – Y Only for heavy oil
(before injection pumps) viscosity
For engine power > 500 kW
Exhaust gas temp. after each cylinder Temp. High – Y
per cylinder only
Lub-oil inlet temperature – High – Y
Temperature of cooling water or
Temp. High – Y
cooling air outlet
Pressure or flow of cooling water – Low – Y
Applicable to diesel engines of
Speed – Overspeed a Y
rated power of 220 KW or over
Starting air pressure Pressure Low – Y
Fuel oil leakage from pressure pipes – Leakage – Y
Applicable to diesel engines
specified in 9.7.6, Ch.9, Pt.3;
one oil mist detector for each
engine having two independent
Oil mist concentration in crankcase – High a Y outputs for initiating the alarm
and shutdown would satisfy the
requirement for independence
between alarm and shutdown
systems
Level in fuel oil daily service tank – Low – Y
If not connected to main
Level in cooling water expansion tank – Low – Y
system
Common rail fuel oil pressure – Low – Y
Common rail servo oil pressure – Low – Y
Applicable to Class B and C
Speed of turbocharger Speed High – – turbochargers (refer to 9.6.2,
Ch.9, Pt.3)
Electrical,
Power supply for control-safety-alarm pneumatic
Indication of voltage may be
systems (electrical, pneumatic and and Loss – Y
replaced by indicating lamp
hydraulic pressure) hydraulic
pressure
23 Diesel engines driving propulsion generators
Fuel oil inlet pressure Pressure Low c R Fitted after filter
Fuel oil temperature or viscosity Temp. or
Low or high – Y Only for heavy oil
(before injection pumps) viscosity
High pressure fuel pipes – Leakage – Y
Level of fuel oil in daily service tank – Low – Y
Common rail fuel oil pressure – Low – Y
Common rail servo oil pressure – Low – Y
Low c R
Lub-oil inlet pressure Pressure Excessively
a Ga
low
Lub-oil filter differential pressure Pressure Great – Y
Lub-oil inlet temperature – High – Y

7-17
CCS Mode of
Mode of
protective
Item alarm at Remarks
Display Limit alarm control
BCS
action
1 2 3 4 5 6
Applicable to Class B and C
Speed of turbocharger Speed High – – turbochargers (refer to 9.6.2,
Ch.9, Pt.3 )
Applicable to diesel engines
specified in 9.7.6, Ch.9, Pt.3;
one oil mist detector for each
engine having two independent
Oil mist concentration in crankcase – High a S outputs for initiating the alarm
and shutdown would satisfy the
requirement for independence
between alarm and shutdown
systems
Flow rate of cylinder lubricator. Each Required if necessary for safe
– Small – Y
apparatus operation of the engines
Pressure of cooling seawater Pressure Low c R
Pressure or
Cylinder cooling water pressure or flow Low c R
flow
Cylinder cooling water outlet
Temp. High – Y
temperature
Level of cylinder cooling water in
– Low – Y
expansion tank
Starting air pressure Pressure Low – S
Control air pressure Pressure Low – S
For diesel engines having a
Exhaust gas temp. after each cylinder Temp. High – Y power of more than 500 kW
per cylinder only
Applicable to diesel engines of
Speed – Overspeed a Ga
rated power of 220 KW or over
Electrical,
Power supply for control-safety-alarm pneumatic
Indication of voltage may be
systems (electrical, pneumatic and and Loss – Y
replaced by indicating lamp
hydraulic pressure) hydraulic
pressure

7-18
CHAPTER 4 REQUIREMENTS FOR MACHINERY NOTATIONS OF CONSTANTLY
ATTENDED MACHINERY SPACES

Section 2 REQUIREMENTS FOR AUTOMATION OF SHIPS WITH CLASS NOTATION MCC

Automatic Control and Monitoring Items for Ships with Class Notation MCC
Table 4.2.6.1
CCS Mode of
protective
Item Remarks
Display Limit alarm control
action
1 2 3 4 5
1.3 Turbocharger system
Unless provided with a
self-contained lubricating oil
Turbocharger lub-oil inlet pressure Pressure Low –
system integrated with the
turbocharger
Where outlet temperature from
each bearing cannot be monitored
due to the engine/turbocharger
design, alternative arrangements
may be accepted. Continuous
Turbocharger lub-oil outlet temp monitoring of inlet pressure and
Temp High –
each bearing inlet temperature in combination
with specific intervals for bearing
inspection in accordance with the
turbocharger manufacturer’s
instructions may be accepted as an
alternative
Necessary for crosshead diesel
enginesApplicable to Class B and
Speed of turbocharger Speed High –
C turbochargers (refer to 9.6.2,
Ch.9, Pt.3)
2 Auxiliary diesel engines▲
Low –
Lub-oil inlet pressure Pressure Excessively
a
low
Fuel oil temperature or viscosity Temperature
Low or high – Only for heavy oil
(before injection pumps) or viscosity
For engine power > 500 kW per
Exhaust gas temp. after each cylinder Temperature High –
cylinder only
Lub-oil inlet temperature – High –
Temperature of cooling water or
Temperature High –
cooling air outlet
Pressure or flow of cooling water – Low –
Applicable to diesel engines of
Speed – Overspeed a
rated power of 220 KW or over
Starting air pressure Pressure Low –
Fuel oil leakage from pressure pipes – Leakage –
Applicable to diesel engines
specified in 9.7.6, Ch.9, Pt.3; one
oil mist detector for each engine
having two independent outputs
Oil mist concentration in crankcase – High a for initiating the alarm and
shutdown would satisfy the
requirement for independence
between alarm and shutdown
systems
Level in fuel oil daily service tank – Low –
Level in cooling water expansion
– Low – If not connected to main system
tank
Common rail fuel oil pressure – Low –
Common rail servo oil pressure – Low –

7-19
CCS Mode of
protective
Item Remarks
Display Limit alarm control
action
1 2 3 4 5
Applicable to Class B and C
Speed of turbocharger Speed High – turbochargers (refer to 9.6.2, Ch.9,
Pt.3)
Electrical,
Power supply for
pneumatic
control-safety-alarm systems Indication of voltage may be
and Loss –
(electrical, pneumatic and hydraulic replaced by indicating lamp
hydraulic
pressure)
pressure
19 Diesel engines driving propulsion generators
Fuel oil inlet pressure Pressure Low – Fitted after filter
Fuel oil temperature or viscosity Temp. or
Low or high – Only for heavy oil
(before injection pumps) viscosity
High pressure fuel pipes – Leakage –
Level of fuel oil in daily service tank – Low –
Common rail fuel oil pressure – Low –
Common rail servo oil pressure – Low –
Low –
Lub-oil inlet pressure Pressure Excessively
a
low
Lub-oil filter differential pressure Pressure Great –
Lub-oil inlet temperature – High –
Applicable to Class B and C
Speed of turbocharger Speed High – turbochargers (refer to 9.6.2, Ch.9,
Pt.3)
Applicable to diesel engines
specified in 9.7.6, Ch.9, Pt.3; one
oil mist detector for each engine
having two independent outputs
Oil mist concentration in crankcase – High a for initiating the alarm and
shutdown would satisfy the
requirement for independence
between alarm and shutdown
systems
Flow rate of cylinder lubricator. Required if necessary for safe
– Small –
Each apparatus operation of the engines
Pressure of cooling seawater Pressure Low –
Cylinder cooling water pressure or Pressure or
Low –
flow flow
Cylinder cooling water outlet
Temp. High –
temperature
Level of cylinder cooling water in
– Low –
expansion tank
Starting air pressure Pressure Low –
Control air pressure Pressure Low –
For diesel engines having a
Exhaust gas temp. after each cylinder Temp. High – power of more than 500 kW per
cylinder only
Applicable to diesel engines of
Speed – Overspeed a
rated power of 220 KW or over
Electrical,
Power supply for
pneumatic
control-safety-alarm systems Indication of voltage may be
and Loss –
(electrical, pneumatic and hydraulic replaced by indicating lamp
hydraulic
pressure)
pressure

Section 3 REQUIREMENTS FOR AUTOMATION OF SHIPS WITH CLASS NOTATION BRC

A new paragraph 4.3.2.7 is added as follows:

7-20
―4.3.2.7 If the main engine is remotely started from the bridge control station, the indicator is to be fitted
on the bridge control station for the starting air pressure or voltage of starting storage batteries of main
engines.‖

Automatic Control and Monitoring Items for Ships with Class Notation BRC
Table 4.3.4.1
CCS Mode of
Mode of
protective
Item alarm at Remarks
Display Limit alarm control
BCS
action
1 2 3 4 5 6
1.3 Turbocharger system
Unless provided with a
self-contained lubricating oil
Turbocharger lub-oil inlet pressure Pressure Low – Y
system integrated with the
turbocharger
Where outlet temperature
from each bearing cannot be
monitored due to the
engine/turbocharger design
alternative arrangements may
be accepted. Continuous
monitoring of inlet pressure
Turbocharger lub-oil outlet temp
Temp. High – Y and inlet temperature in
each bearing
combination with specific
intervals for bearing
inspection in accordance with
the turbocharger
manufacturer’s instructions
may be accepted as an
alternative
Necessary for crosshead diesel
enginesApplicable to Class B
Speed of turbocharger Speed High – –
and C turbochargers (refer to
9.6.2, Ch.9, Pt.3)
9 Diesel engines driving propulsion generators
Fuel oil inlet pressure Pressure Low – Y Fitted after filter
Fuel oil temperature or viscosity Temp. or
Low or high – Y Only for heavy oil
(before injection pumps) viscosity
High pressure fuel pipes – Leakage – Y
Level of fuel oil in daily service tank – Low – Y
Common rail fuel oil pressure – Low –
Common rail servo oil pressure – Low –
Low – Y
Lub-oil inlet pressure Pressure Excessively
a Ga
low
Lub-oil filter differential pressure Pressure Great – Y
Lub-oil inlet temperature – High – Y
Applicable to Class B and C
Speed of turbocharger Speed High – – turbochargers (refer to 9.6.2,
Ch.9, Pt.3)
Applicable to diesel engines
specified in 9.7.6, Ch.9,