Rules For The Classification of Naval Ships: Part E - Additional Class Notations

Rules for the Classification of
Naval Ships
NR 483 - June 2017
Part E - Additional Class Notations

Rules for the Classification of
Naval Ships
PART E – Additional Class Notations
NR 483.E1 DT R02 E June 2017
Marine & Offshore

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MARINE & OFFSHORE - GENERAL CONDITIONS
1. INDEPENDENCY OF THE SOCIETY AND APPLICABLE TERMS 3.2. Subject to the Services performance and always by reference to 9.2. In such a case, the class granted to the concerned Unit and the
1.1. The Society shall remain at all times an independent contractor the Rules, the Society shall: previously issued certificates shall remain valid until the date of effect
and neither the Society nor any of its officers, employees, servants, • review the construction arrangements of the Unit as shown on the of the termination notice issued, subject to compliance with clause 4.1
agents or subcontractors shall be or act as an employee, servant or documents provided by the Client; and 6 above.
agent of any other party hereto in the performance of the Services. • conduct the Unit surveys at the place of the Unit construction; 10. FORCE MAJEURE
1.2. The operations of the Society in providing its Services are exclu- • class the Unit and enters the Unit's class in the Society's Register; 10.1. Neither Party shall be responsible for any failure to fulfil any term
sively conducted by way of random inspections and do not, in any cir- • survey the Unit periodically in service to note that the requirements or provision of the Conditions if and to the extent that fulfilment has
cumstances, involve monitoring or exhaustive verification. for the maintenance of class are met. The Client shall inform the been delayed or temporarily prevented by a force majeure occurrence
1.3. The Society acts as a services provider. This cannot be construed Society without delay of any circumstances which may cause any without the fault or negligence of the Party affected and which, by the
as an obligation bearing on the Society to obtain a result or as a war- changes on the conducted surveys or Services. exercise of reasonable diligence, the said Party is unable to provide
ranty. The Society is not and may not be considered as an underwriter, The Society will not: against.
broker in Unit's sale or chartering, expert in Unit's valuation, consulting • declare the acceptance or commissioning of a Unit, nor its construc- 10.2. For the purpose of this clause, force majeure shall mean any cir-
engineer, controller, naval architect, manufacturer, shipbuilder, repair tion in conformity with its design, such activities remaining under the cumstance not being within a Party's reasonable control including, but
or conversion yard, charterer or shipowner; none of them above listed exclusive responsibility of the Unit's owner or builder; not limited to: acts of God, natural disasters, epidemics or pandemics,
being relieved of any of their expressed or implied obligations as a re- • engage in any work relating to the design, construction, production wars, terrorist attacks, riots, sabotages, impositions of sanctions, em-
sult of the interventions of the Society. or repair checks, neither in the operation of the Unit or the Unit's bargoes, nuclear, chemical or biological contaminations, laws or action
1.4. The Services are carried out by the Society according to the appli- trade, neither in any advisory services, and cannot be held liable on taken by a government or public authority, quotas or prohibition, expro-
cable Rules and to the Bureau Veritas' Code of Ethics. The Society those accounts. priations, destructions of the worksite, explosions, fires, accidents, any
only is qualified to apply and interpret its Rules. 4. RESERVATION CLAUSE labour or trade disputes, strikes or lockouts
1.5. The Client acknowledges the latest versions of the Conditions and 4.1. The Client shall always: (i) maintain the Unit in good condition after 11. CONFIDENTIALITY
of the applicable Rules applying to the Services' performance. surveys; (ii) present the Unit after surveys; (iii) present the Unit for sur- 11.1. The documents and data provided to or prepared by the Society
1.6. Unless an express written agreement is made between the Parties veys; and (iv) inform the Society in due course of any circumstances in performing the Services, and the information made available to the
on the applicable Rules, the applicable Rules shall be the rules applica- that may affect the given appraisement of the Unit or cause to modify Society, are treated as confidential except where the information:
ble at the time of the Services' performance and con tract's execution. the scope of the Services. • is already known by the receiving Party from another source and is
1.7. The Services' performance is solely based on the Conditions. No 4.2. Certificates referring to the Society's Rules are only valid if issued properly and lawfully in the possession of the receiving Party prior
other terms shall apply whether express or implied. by the Society. to the date that it is disclosed;
2. DEFINITIONS 4.3. The Society has entire control over the Certificates issued and • is already in possession of the public or has entered the public
2.1. "Certificate(s)" means class certificates, attestations and reports may at any time withdraw a Certificate at its entire discretion including, domain, otherwise than through a breach of this obligation;
following the Society's intervention. The Certificates are an appraise- but not limited to, in the following situations: where the Client fails to • is acquired independently from a third party that has the right to dis-
ment given by the Society to the Client, at a certain date, following sur- comply in due time with instructions of the Society or where the Client seminate such information;
veys by its surveyors on the level of compliance of the Unit to the fails to pay in accordance with clause 6.2 hereunder. • is required to be disclosed under applicable law or by a governmen-
Society's Rules or to the documents of reference for the Services pro- 5. ACCESS AND SAFETY tal order, decree, regulation or rule or by a stock exchange authority
vided. They cannot be construed as an implied or express warranty of 5.1. The Client shall give to the Society all access and information nec- (provided that the receiving Party shall make all reasonable efforts
safety, fitness for the purpose, seaworthiness of the Unit or of its value essary for the efficient performance of the requested Services. The Cli- to give prompt written notice to the disclosing Party prior to such
for sale, insurance or chartering. ent shall be the sole responsible for the conditions of presentation of disclosure.
2.2. "Certification" means the activity of certification in application of the Unit for tests, trials and surveys and the conditions under which 11.2. The Society and the Client shall use the confidential information
national and international regulations or standards, in particular by del- tests and trials are carried out. Any information, drawings, etc. required exclusively within the framework of their activity underlying these Con-
egation from different governments that can result in the issuance of a for the performance of the Services must be made available in due ditions.
certificate. time. 11.3. Confidential information shall only be provided to third parties
2.3. "Classification" means the classification of a Unit that can result 5.2. The Client shall notify the Society of any relevant safety issue and with the prior written consent of the other Party. However, such prior
or not in the issuance of a class certificate with reference to the Rules. shall take all necessary safety-related measures to ensure a safe work consent shall not be required when the Society provides the confiden-
2.4. "Client" means the Party and/or its representative requesting the environment for the Society or any of its officers, employees, servants, tial information to a subsidiary.
Services. agents or subcontractors and shall comply with all applicable safety 11.4. The Society shall have the right to disclose the confidential infor-
2.5. "Conditions" means the terms and conditions set out in the regulations. mation if required to do so under regulations of the International Asso-
present document. ciation of Classifications Societies (IACS) or any statutory obligations.
6. PAYMENT OF INVOICES
2.6. "Industry Practice" means International Maritime and/or Offshore
6.1. The provision of the Services by the Society, whether complete or 12. INTELLECTUAL PROPERTY
industry practices.
not, involve, for the part carried out, the payment of fees thirty (30) days 12.1. Each Party exclusively owns all rights to its Intellectual Property
2.7. "Intellectual Property" means all patents, rights to inventions, utility
upon issuance of the invoice. created before or after the commencement date of the Conditions and
models, copyright and related rights, trade marks, logos, service marks,
6.2. Without prejudice to any other rights hereunder, in case of Client's whether or not associated with any contract between the Parties.
trade dress, business and domain names, rights in trade dress or get-up,
payment default, the Society shall be entitled to charge, in addition to 12.2. The Intellectual Property developed for the performance of the
rights in goodwill or to sue for passing off, unfair competition rights, rights
the amount not properly paid, interests equal to twelve (12) months LI- Services including, but not limited to drawings, calculations, and re-
in designs, rights in computer software, database rights, topography
BOR plus two (2) per cent as of due date calculated on the number of ports shall remain exclusive property of the Society.
rights, moral rights, rights in confidential information (including know-
days such payment is delinquent. The Society shall also have the right 13. ASSIGNMENT
how and trade secrets), methods and proto cols for Services, and any
to withhold certificates and other documents and/or to suspend or re- 13.1. The contract resulting from to these Conditions cannot be as-
other intellectual property rights, in each case whether capable of regis-
voke the validity of certificates. signed or transferred by any means by a Party to a third party without
tration, registered or unregistered and including all applications for and
6.3. In case of dispute on the invoice amount, the undisputed portion the prior written consent of the other Party.
renewals, reversions or extensions of such rights, and all similar or
of the invoice shall be paid and an explanation on the dispute shall ac- 13.2. The Society shall however have the right to assign or transfer by
equivalent rights or forms of protection in any part of the world.
company payment so that action can be taken to solve the dispute. any means the said contract to a subsidiary of the Bureau Veritas
2.8. "Parties" means the Society and Client together.
2.9. "Party" means the Society or the Client. 7. 7. LIABILITY Group.
2.10. "Register" means the register published annually by the Society. 7.1. The Society bears no liability for consequential loss. For the pur- 14. SEVERABILITY
2.11. "Rules" means the Society's classification rules, guidance notes and pose of this clause consequential loss shall include, without limitation: 14.1. Invalidity of one or more provisions does not affect the remaining
other documents. The Rules, procedures and instructions of the Society • Indirect or consequential loss; provisions.
take into account at the date of their preparation the state of currently avail- • Any loss and/or deferral of production, loss of product, loss of use, 14.2. Definitions herein take precedence over other definitions which
able and proven technical minimum requirements but are not a standard loss of bargain, loss of revenue, loss of profit or anticipated profit, may appear in other documents issued by the Society.
or a code of construction neither a guide for maintenance, a safety hand- loss of business and business interruption, in each case whether 14.3. In case of doubt as to the interpretation of the Conditions, the
book or a guide of professional practices, all of which are assumed to be direct or indirect. English text shall prevail.
known in detail and carefully followed at all times by the Client. The Client shall save, indemnify, defend and hold harmless the Society
15. GOVERNING LAW AND DISPUTE RESOLUTION
2.12. "Services" means the services set out in clauses 2.2 and 2.3 but from the Client's own consequential loss regardless of cause.
15.1. The Conditions shall be construed and governed by the laws of
also other services related to Classification and Certification such as, but 7.2. In any case, the Society's maximum liability towards the Client is
England and Wales.
not limited to: ship and company safety management certification, ship limited to one hundred and fifty per-cents (150%) of the price paid by
15.2. The Society and the Client shall make every effort to settle any
and port security certification, training activities, all activities and duties the Client to the Society for the performance of the Services. This limit
dispute amicably and in good faith by way of negotiation within thirty
incidental thereto such as documentation on any supporting means, soft- applies regardless of fault by the Society, including breach of contract,
(30) days from the date of receipt by either one of the Parties of a writ-
ware, instrumentation, measurements, tests and trials on board. breach of warranty, tort, strict liability, breach of statute.
ten notice of such a dispute.
2.13. "Society" means the classification society 'Bureau Veritas Ma- 7.3. All claims shall be presented to the Society in writing within three
15.3. Failing that, the dispute shall finally be settled by arbitration under
rine & Offshore SAS', a company organized and existing under the (3) months of the Services' performance or (if later) the date when the
the LCIA rules, which rules are deemed to be incorporated by refer-
laws of France, registered in Nanterre under the number 821 131 844, events which are relied on were first discovered by the Client. Any
ence into this clause. The number of arbitrators shall be three (3). The
or any other legal entity of Bureau Veritas Group as may be specified claim not so presented as defined above shall be deemed waived and
place of arbitration shall be London (UK).
in the relevant contract, and whose main activities are Classification absolutely time barred.
16. PROFESSIONNAL ETHICS
and Certification of ships or offshore units. 8. INDEMNITY CLAUSE
16.1. Each Party shall conduct all activities in compliance with all laws,
2.14. "Unit" means any ship or vessel or offshore unit or structure of 8.1. The Client agrees to release, indemnify and hold harmless the So-
statutes, rules, and regulations applicable to such Party including but
any type or part of it or system whether linked to shore, river bed or sea ciety from and against any and all claims, demands, lawsuits or actions
not limited to: child labour, forced labour, collective bargaining, discrim-
bed or not, whether operated or located at sea or in inland waters or for damages, including legal fees, for harm or loss to persons and/or
ination, abuse, working hours and minimum wages, anti-bribery, anti-
partly on land, including submarines, hovercrafts, drilling rigs, offshore property tangible, intangible or otherwise which may be brought
corruption. Each of the Parties warrants that neither it, nor its affiliates,
installations of any type and of any purpose, their related and ancillary against the Society, incidental to, arising out of or in connection with
has made or will make, with respect to the matters provided for here-
equipment, subsea or not, such as well head and pipelines, mooring the performance of the Services except for those claims caused solely
under, any offer, payment, gift or authorization of the payment of any
legs and mooring points or otherwise as decided by the Society. and completely by the negligence of the Society, its officers, employ-
money directly or indirectly, to or for the use or benefit of any official or
3. SCOPE AND PERFORMANCE ees, servants, agents or subcontractors.
employee of the government, political party, official, or candidate.
3.1. The Society shall perform the Services according to the applicable 9. TERMINATION 16.2. In addition, the Client shall act consistently with the Society's
national and international standards and Industry Practice and always 9.1. The Parties shall have the right to terminate the Services (and the Code of Ethics of Bureau Veritas. http://www.bureauveritas.com/
on the assumption that the Client is aware of such standards and In- relevant contract) for convenience after giving the other Party thirty home/about-us/ethics+and+compliance/
dustry Practice. (30) days' written notice, and without prejudice to clause 6 above.
Bureau Veritas Marine & Offshore General Conditions - Edition January 2017
RULES FOR THE CLASSIFICATION OF
NAVAL SHIPS
Part E
Additional Class Notations
Chapters 1 2 3 4 5 6 7 8 9
Chapter 1 SEA KEEPING (SEA-KEEP)

Chapter 2 SYSTEM OF TRACE AND ANALYSIS OF RECORDS (STAR)
Chapter 3 AVAILABILITY OF MACHINERY (AVM)
Chapter 4 AUTOMATION SYSTEMS (AUT)
Chapter 5 MONITORING EQUIPMENT (MON)
Chapter 6 COMFORT ON BOARD (COMF)
Chapter 7 POLLUTION PREVENTION (CLEANSHIP)
Chapter 8 REFRIGERATING INSTALLATION (REF-STORE)
Chapter 9 OTHER ADDITIONAL CLASS NOTATIONS
June 2017
The English wording of these rules take precedence over editions in other
languages.
Unless otherwise specified, these rules apply to ships for which contracts are
signed after June 1st, 2017. The Society may refer to the contents hereof
before June 1st, 2017, as and when deemed necessary or appropriate.
2 Bureau Veritas - Rules for Naval Ships June 2017

C HAPTER 1
S EA K EEPING (SEA-KEEP)
Section 1 Sea-Keeping Assessment (SEA-KEEP)

1 General 23
1.1 Introduction
1.2 Assessment procedure
1.3 Environmental conditions
2 Flight operations (FLY) 24
2.1 General
2.2 Criteria
3 Replenishment at sea (RAS) 25
3.1 General
3.2 Parameters
3.3 Criteria
4 Weapons systems (WEAP) 26
4.1 General
4.2 Criteria
5 Personnel performance (CREW) 27
5.1 General
5.2 Parameters
5.3 Criteria
Appendix 1 Sea-Keeping Calculations

1 Introduction 30
1.1 General
1.2 Scope
2 Short term assessment 30
2.1 General
2.2 Loading conditions
2.3 Ship speed
2.4 Wave spectrum
2.5 Hydrodynamic model
2.6 Spectral moments
2.7 RMS values
3 Long term assessment 31
3.1 General
3.3 Sea state scatter diagram
June 2017 Bureau Veritas - Rules for Naval Ships 3

C HAPTER 2
S YSTEM OF T RACE AND A NALYSIS OF R ECORDS (STAR)
Section 1 Star-Hull
1 General 35
1.1 Principles
1.2 Conditions for the assignment and maintenance of the notation
1.3 Ship database
2 Documentation to be submitted 36
2.1 Plans and documents to be submitted
2.2 Hot spot map
2.3 Inspection and Maintenance Plan (IMP)
3 Inspection and Maintenance Plan (IMP) 37
3.1 Minimum requirements
3.2 General scope of IMP
3.3 Periodicity of inspections
3.4 Extent of inspections
3.5 Inspection reports
3.6 Changes to Inspection and Maintenance Plan
4 Acceptance criteria 40
4.1 Coating assessment
4.2 Sacrificial anode condition (as applicable)
4.3 Thickness measurements (applicable only if required by the Society on case by
case basis)
4.4 Pitting
4.5 Fractures
5 Maintenance of the notation 41
5.1 Annual audit at the Naval Authority’s offices
5.2 Annual shipboard audit
5.3 Class renewal survey
5.4 Suspension and withdrawal of the notation
Section 2 Star-Mach
1 General 45
1.1 Principles
1.2 Conditions for the assignment and maintenance of the notation
1.3 Ship database
2 Documentation to be submitted 46
2.1 Plans, documents and specifications
3 Risk analysis 47
3.1 Initial risk analysis
3.2 Risk analysis review

4 Inspection and Maintenance Plan 48
4.1 General
4.2 Inspection and maintenance reports
4.3 Changes to the Inspection and Maintenance Plan
4.4 Responsible persons
5 Maintenance of the notation 48
5.1 Annual audit at the Naval Authority’s offices
5.2 Annual shipboard audit
5.3 Occasional onboard audits and/or surveys
Appendix 1 Acceptance Criteria for Isolated Areas of Items

1 General 50
1.1 Application
Appendix 2 Acceptance Criteria for Isolated Items

1 Partial safety factors 53
1.1 General
1.2 Partial safety factors based on the increased knowledge of the structure
2 Acceptance criteria for plating 53
2.1 Application
2.2 Renewal thicknesses
3 Acceptance criteria for ordinary stiffeners 55
3.1 Application
3.2 Renewal scantlings
4 Acceptance criteria for primary supporting members 56
4.1 Application
4.2 Work ratios
Appendix 3 Acceptance Criteria for Zones

1 General 59
1.1 Application
Appendix 4 Pitting Intensity Diagrams

1 General 60
1.1 Diagrams

Appendix 5 Naval Authority’s Hull Inspection Reports
1 General 61
1.1
2 Report for inspection of spaces 61
2.1 General
2.2 Identification data
2.3 Summary of findings and repairs
2.4 Details of findings and repairs
2.5 Attached documentation
3 Report for inspection of equipment 63
3.1 General
3.2 Identification data
3.3 Detailed report
Appendix 6 Risk Analyses for Star-Mach

1 General 65
1.1 Application
1.2 Carrying out of risk analysis
1.3 Procedure
2 Overall process 65
2.1 Selection of the ship’s critical systems
2.2 Functional analysis of the systems
2.3 Definition of top events
2.4 Collection of failure and maintenance data
2.5 Preparation of the logic-probabilistic model
2.6 Analysis of the results
2.7 Individuation of the critical components to be monitored
2.8 Collection of actual failure and maintenance data
2.9 Updating of failure and maintenance data
2.10 Analysis of the risk trend
Appendix 7 Planned Maintenance Scheme

1 General 68
1.1
2 Conditions and procedures for the approval of the system 68
2.1 General
2.2 Documentation
2.3 Information on board
2.4 Annual report
3 Implementation of the system 69
3.1
4 Retention and withdrawal of the system 69
4.1

5 Surveys 69
5.1 Implementation survey
5.2 Annual audit
5.3 Damage and repairs
6 Machinery items surveyed on the basis of condition monitoring 70
6.1

C HAPTER 3
A VAILABILITY OF M ACHINERY (AVM)
Section 1 Alternative Propulsion Mode (AVM-APM)

1 General 75
1.1 Application
1.2 Principle
1.3 Definitions
1.4 Documentation to be submitted
2 Design requirements 76
2.1 Availability of the alternative propulsion mode and other ship services
2.2 Machinery systems
2.3 Electrical systems
3 Tests on board 76
3.1 Factory acceptance tests
3.2 Sea trials
Section 2 Duplicated Propulsion System (AVM-DPS)

1 General 78
1.1 Application
1.2 Principle
1.3 Definitions
2.1 Performance of the propulsion plant with one propulsion set inoperative
2.2 Single failures to be considered for the propulsion set design
2.3 Design of machinery systems
2.4 Design of electrical installations
2.5 Design of automation systems
3 Tests on board 79
3.1 Running tests
3.2 Sea trials
Section 3 Independent Propulsion System (AVM-IPSx-(V))

1 General 80
1.1 Application
1.2 Coverage of AVM-IPSx-(V) notation
2 Special arrangements 81
2.1 Systems for cooling, lubrication, fuel supply, air starting, monitoring and control
2.2 Rudders and steering gears
2.3 Electrical installations
2.4 Automation

3 Tests on board 82
3.1 Running tests
3.2 Sea trials
Appendix 1 Procedures for Failure Modes and Effect Analysis

1 General 83
1.1 Introduction
1.2 Objectives
1.3 Sister ships
1.4 FMEA basics
1.5 FMEA analysis
2 FMEA performance 84
2.1 Procedures
2.2 System definition
2.3 Development of system block diagram
2.4 Identification of failure modes, causes and effects
2.5 Failure effects
2.6 Failure detection
2.7 Corrective measures
2.8 Use of probability concept
2.9 Documentation
3 Tests and reporting 86
3.1 Reporting
4 Probabilistic concept 87
4.1 General
4.2 Occurences
4.3 Probability of occurences
4.4 Effects
4.5 Safety level
4.6 Numerical values

C HAPTER 4
A UTOMATION S YSTEMS (AUT)
Section 1 Qualified Automation Systems (AUT-QAS)

1 General 91
1.1 Application
1.2 Communication system
2 Documentation 91
2.1 Documents to be submitted
3 Fire and flooding precautions 91
3.1 Fire prevention
3.2 Fire detection
3.3 Fire fighting
3.4 Protection against flooding
4 Control of machinery 92
4.1 General
4.2 Diesel propulsion plants
4.3 Gas turbine propulsion plants
4.4 Electrical propulsion plant
4.5 Shafting, clutches, CPP, gears
4.6 Auxiliary system
4.7 Control of electrical installation
5 Alarm system 105
5.1 General
5.2 Alarm system design
5.3 Machinery alarm system
5.4 Alarm system
6 Safety systems 106
6.1 General
7 Testing 106
7.1 General
Section 2 Automated Operation in Port (AUT-PORT)

1 General 108
1.1 Application
2 Documentation 108
3 Fire and flooding precautions 108
3.1 General

4 Control of machinery 108
4.1 Plant operation
5 Alarm system 108
5.1 General
6 Location of the continuously manned control station 108
6.1 General
7 Testing 108
7.1 Tests after completion
Section 3 Integrated Automation Systems (AUT-IAS)

1 General 109
1.1 Application
2 Documentation 109
3.1 General
3.2 Integrated computer based systems
4 Testing 110
4.1 Additional testing

C HAPTER 5
M ONITORING E QUIPMENT (MON)
Section 1 Hull Stress and Motion Monitoring (MON-HULL)

1 General 113
1.1 Application
1.2 Documentation
1.3 Data limits, warning levels
2 Hull monitoring system 113
2.1 Main functions
2.2 Sensors
2.3 Specifications
2.4 Real time data processing
2.5 Visual display
2.6 Alarms
2.7 Data storage (MON-HULL+S)
2.8 Exploitation and checking of stored data (MON-HULL+S)
2.9 Power supply unit
2.10 Calibration
2.11 Periodical inspections
Section 2 Shaft Monitoring (MON-SHAFT)

1 General 116
1.1 Applicability of MON-SHAFT notation
2 Requirements for the issuance of the notation 116
2.1 Arrangement
2.2 Lubricating oil analysis

C HAPTER 6
C OMFORT ON B OARD (COMF)
Section 1 General Requirements

1 General 119
1.1 Application
1.2 Basic principles
1.3 Regulations - Standards
2 Conditions of attribution 120
2.1 Measurements
2.2 Acceptance criteria
2.3 Measuring locations
3 Testing conditions 120
3.1 General
3.2 Harbour test conditions
3.3 Sea trial conditions
Section 2 Additional Requirements for Notation COMF-NOISE

1 General 122
1.1 Application
2 Measurement procedure 122
2.1 Instrumentation
2.2 Data processing - Analysis
2.3 Measuring condition
2.4 Measuring positions
3 Noise levels and sound insulation measurement 122
3.1 Noise level requirements
3.2 Sound insulation measurement
Section 3 Additional Requirements for Notation COMF-VIB

1 General 123
1.1 Application
2 Measurement procedure 123
2.1 Instrumentation
2.2 Data processing, presentation of results and analysis
2.3 Measuring conditions
2.4 Measuring positions
3 Vibration level requirements 123
3.1 General

C HAPTER 7
P OLLUTION P REVENTION (CLEANSHIP)

1 Scope and application 127
1.1 General
1.2 Applicable rules and regulations
2 Definitions and abbreviations 128
2.1 Definitions related to sea pollution
2.2 Definitions related to air pollution
2.3 Abbreviations
3 Documents to be submitted and applicable standards 129
3.2 Modifications and additions
Section 2 Design Requirements for the Notations CLEANSHIP and

CLEANSHIP SUPER
1 General 134
1.1 Application
2 Design requirements for the additional class notation CLEANSHIP 134
2.1 Waste management
2.2 Oily wastes
2.3 Wastewaters
2.4 Garbage and hazardous wastes
2.5 Hull antifouling systems
2.6 Prevention of pollution by oil spillage and leakage
2.7 Refrigeration systems
2.8 Fire-fighting systems
2.9 Emission of nitrogen oxides (NOx)
2.10 Emission of sulphur oxides (SOx)
3 Additional design requirements for the additional class
notation CLEANSHIP SUPER 139
3.1 Waste minimization and recycling program
3.2 Oily wastes
3.3 Wastewaters
3.4 Food wastes
3.5 Prevention of pollution by oil spillage and leakage
3.6 Protection against oil pollution in the event of collision or grounding
3.7 Prevention of air pollution
3.8 Monitoring and recording systems

Section 3 Design Requirements for the Pollution Prevention Notations other
than CLEANSHIP and CLEANSHIP SUPER
1 General 142
1.1 Application
2 Additional class notation AWT 142
2.1 Scope
2.2 Definitions and abbreviations
2.3 Design of the AWT plant
3 Additional class notation BWE 143
3.1 Scope
3.2 Design requirements
4 Additional class notation BWT 143
4.1 Scope
4.2 Design and installation requirements
5 Additional class notation GWT 143
5.1 Scope
5.2 Design of the grey water treatment plant
6 Additional class notation NDO-x days 144
6.1 Scope
7 Additional class notation NOX-x% 144
7.1 Scope
8 Additional class notation OWS-x ppm 145
8.1 Scope
9 Additional class notation SOX-x% 145
9.1 Scope
Section 4 Onboard Surveys

1 Application 146
1.1
2 Periodical tests and measurements done by the shipowner 146
2.1 General
2.2 Initial period
2.3 Periodical tests after first year of service
3 Periodical surveys 147
3.1 Initial survey
3.2 Periodical survey

C HAPTER 8
R EFRIGERATING I NSTALLATION (REF-STORE)

1 General 151
1.1 Application
1.2 Definitions
2 Design criteria 151
2.1 Reference conditions
3 Documentation 151
3.1 Refrigerating installations
4 General technical requirements 153
4.1 Refrigeration of chambers
4.2 Refrigerating unit
4.3 Defrosting
4.4 Prime movers and sources of power
4.5 Pumps
4.6 Sea connections
4.7 Refrigerating unit spaces
5 Refrigerated chambers 154
5.1 Construction of refrigerated chambers
5.2 Penetrations
5.3 Access to refrigerated spaces
5.4 Insulation of refrigerated chambers
5.5 Protection of insulation
5.6 Miscellaneous requirements
5.7 Installation of the insulation
5.8 Drainage of refrigerated spaces
6 Refrigerants 155
6.1 General
6.2 Rated working pressures
7 Refrigerating machinery and equipment 156
7.1 Prime movers
7.2 Common requirements for compressors
7.3 Reciprocating compressors
7.4 Pressure vessels
7.5 General requirements for piping
7.6 Accessories
7.7 Refrigerating plant overpressure protection
8 Specific requirements for direct refrigerating systems 157
8.1 Specific requirements for air cooling systems and distribution and renewal of air
in refrigerated spaces
9 Instrumentation, alarm, monitoring 158
9.1 General
9.2 Instrumentation, alarm and monitoring arrangement

10 Material tests, inspection and testing, certification 158
10.1 Material testing
10.2 Shop tests
10.3 Pressure tests at the workshop
10.4 Thermometers and manometers
10.5 Shipboard tests
10.6 Defrosting system

C HAPTER 9
O THER A DDITIONAL C LASS N OTATIONS
Section 1 In-Water Survey Arrangements (INWATERSURVEY)

1 General 163
1.1 Application
2 Structure design principles 163
2.1
Section 2 Manoeuvrability (MANOVR)

1 General 164
1.1 Introduction
2 Manoeuvrability criteria 164
2.1 Standard manoeuvres
2.2 Criteria
3 Full scale trials 165
3.1 General
3.2 Trials conditions
3.3 Trials to be carried out
Section 3 Helicopter Deck (HELICOPTER)

1 General 167
1.1 Application
2 Structure 167
2.1
3 Fire protection, detection and extinction 167
3.1 General
3.2 Additional fire safety measures for helideck
Section 4 Towing (TOW)

1 Emergency towing arrangements 170
1.1 Definitions
1.2 Application
1.3 Documentation
1.4 General
1.5 Emergency towing arrangement approval
1.6 Safe working load (SWL) of towing pennants, chafing gears, fairleads and
strongpoints

1.7 Towing pennant
1.8 Chafing gear
1.9 Fairleads
1.10 Strongpoint
1.11 Hull structures in way of fairleads or strongpoints
1.12 Rapid deployment of towing arrangement
1.13 Type approval
Section 5 Centralised Navigation Equipment (SYS-NEQ)

1 General 177
1.1 Application
1.2 Operational assumptions
1.3 Regulations, guidelines, standards
1.4 Definitions
2 Documentation 179
3 Bridge layout 179
3.1 General
4 Bridge instrumentation and controls 179
4.1 General
4.2 Safety of navigation: collision-grounding
4.3 Position fixing
4.4 Controls - Communication
5 Design and reliability 181
5.1 General
5.2 Power supply
6 Prevention of accidents caused by operator’s unfitness 182
6.1 Bridge safety system
6.2 Field of vision
6.3 Alarm/warning transfer system - Communications
6.4 Bridge layout
7 Ergonomical recommendations 183
7.1 Lighting
7.2 Noise level
7.3 Vibration level
7.4 Wheelhouse space heating/cooling
7.5 Navigator’s safety
8 Testing 183
8.1 Tests
Section 6 Fire (FIRE)

1 Fire protection 184
1.1 Accomodation spaces, service spaces and control stations

Section 7 Flooding Fighting System (FFS)
1 Principle 185
1.1
2 Design of flooding fighting systems 185
2.1 General
2.2 Pumps
2.3 Piping
Section 8 VLS
1 General 187
1.1 Application
2 Hull arrangement and stability 187
2.1 General arrangement design
2.2 Stability

Part E
Chapter 1
SEA KEEPING (SEA-KEEP)
SECTION 1 SEA-KEEPING ASSESSMENT (SEA-KEEP)
APPENDIX 1 SEA-KEEPING CALCULATIONS

Pt E, Ch 1, Sec 1
SECTION 1 SEA-KEEPING ASSESSMENT (SEA-KEEP)
1 General • helicopter and STOVL (Short Take-Off Vertical Landing)

take-off and landing
1.1 Introduction • near-ship operations (e.g. Helicopter In-Flight Refuelling
(HIFR))
1.1.1 Sea-keeping notations • on-deck handling (e.g. fuelling, folding wings or rotors,
The confidential additional class notations SEA-KEEP-FLY, transit into hangar).
SEA-KEEP-RAS and SEA-KEEP-WEAP are assigned to ships
whose specific sea-keeping performance levels are assured 1.1.5 Replenishment at sea (RAS)
up to a certain limiting sea state. Replenishment at sea represents a wide variety of resupply
activities, including:
The above notations are assigned according to the specified
performance assured: • connected replenishment (CONREP)
• FLY-X(L,M,H), for flight operations • fuelling at sea (FAS)
• vertical replenishment (VERTREP).
• RAS-X(L,M,H), replenishment at sea
• WEAP-X(L,M,H), for weapons systems operations CONREP operations involve two (or more) ships that are
• CREW, for crew capability. connected by flexible umbilicals and/or constant tension
wire rigging to exchange personnel and supplies such as
where X specifies the sea state number, followed by a letter munitions and general stores.
indicating whether it is High, Mid or Low sea state, up to FAS operations involve two (or more) ships that are con-
which the required sea-keeping performance is maintained. nected by flexible umbilicals to exchange fuel.
E.g. the additional notation SEA-KEEP-FLY-3(H) is assigned
to a ship that can satisfy the flight operation limits up to VERTREP operations cover operations where a helicopter is
high sea state 3. used to lower personnel and/or materials onto the ship.
1.1.6 Weapons systems operation (WEAP)

1.1.2 Operation limits
Weapons systems operations represent the missions where
The operation limits depend on the specific operation the
the crew must operate or handle the on-board weapons sys-
vessel must perform. For flight, replenishment at sea and
tems, including:
weapons systems operations the limits ensure that:
• operation of radars and sonars
• the aircraft/helicopters can be launched and recovered
• operation of guns
• the replenishment at sea operations can be carried out
safely and effectively • launching/handling of missiles
• the weapons systems can be operated and handled • launching/handling of torpedoes.
safely and effectively
1.2 Assessment procedure
• the crew is capable of performing the tasks connected to
transit missions. 1.2.1 Parameters
Operational limits for flight, replenishment at sea and The parameters to be considered for the assessment of the
weapons systems operations are taken according to the sea-keeping are defined in [2], [3], [4] and [5].
NATO standards STANAG 4154 Ed.3.
1.2.2 Evaluation
1.1.3 Verification approach The values of the ship sea-keeping parameters are to be
The additional notations SEA-KEEP-FLY-X(L,M,H), SEA- assessed by means of computer calculations and/or small-
KEEP-RAS-X(L,M,H), SEA-KEEP-WEAP-X(L,M,H) and SEA- scale model tests in a model basin.
KEEP-CREW are assigned to ships whenever the limiting sea The computer calculations have to be performed as
state X for the specific operation has been determined by described in Ch 1, App 1, and the following documentation
the use of sea-keeping computer calculations according to must be provided:
the indications in Ch 1, App 1. • justification of the validity of the used software
1.1.4 Flight operations (FLY) • parameters to be calculated
In terms of sea-keeping effects on performance, FLY • computation input data
involves a special and fairly consistent set of systems, tasks • computation results
and criteria that must always be considered: • model test results that verify and/or replace calculated
• aircraft take-off and landing results.

Pt E, Ch 1, Sec 1
Concerning model tests the following documentation must 2.1.2 Requirements

be provided:
The requirements for verifying that the crew is able to carry
• parameters to be measured out their tasks in FLIGHT operations is that the parameters
• detailed test program evaluated do not exceed the criteria defined in [2.2].
• analysis procedure of measured data The limiting sea state number X must be defined according
to STANAG 4154, unless specified, and this number will be
• sea- and ship loading-condition during the tests
included in the following FLY notations:
• test results and their analysis.
• FLY_CTOL: criteria specific to “Conventional Take-Off
and Landing”
• FLY_FWAH: criteria specific to “Fixed Wing Aircraft
1.3.1 Sea state Handling”
Sea state is an expression used to categorize wave condi- • FLY_HELOL: criteria specific to “Helicopter and STOVL
tions and normally a sea state comprises a significant wave launch recovery”
height Hs and a wave period.
• FLY_HELOH: criteria specific to “Helicopter and STOVL
If not specified, the environmental conditions are to be handling”.
taken from STANAG 4154.
Whenever computer calculations or model scale tests are
2.2 Criteria
used, i.e. when the environmental conditions are select-
able, the sea states used for the verification of the criteria in
[2.2] and [3.3] should be defined as described in [1.3.2] 2.2.1 Fixed wing aircraft launch & recovery
and [1.3.3]. Limits for Conventional Take-Off and Landing (CTOL) of
fixed wing aircraft from aircraft carriers are listed in Tab 1,
1.3.2 Wave height as RMS values of roll, pitch, vertical and lateral displace-
Generally, the references to the wave height are to be taken ment and vertical velocity.
as the significant wave height Hs, i.e. the average of the 1/3
largest wave heights in a sea state. Table 1 : Fixed wing aircraft launch & recovery
The description of sea states found in STANAG 4154 defines criteria limits
the significant wave height as ranges, not absolute values.
For this reason sea states must be referred to not just by their Governing Performance limitations
number, but also whether it is a low, mid or high sea state. factors Motion Limit Location
Unless specified, a low sea state 6 has Hs = 4,0 m, mid sea
state 6 has Hs = 5,0 m and high sea state 6 has Hs = 6,0 m. Aircraft handling Roll See roll criteria, Fig 1
Sink off bow and Pitch
The wave height to be considered for the verifications See pitch criteria, Fig 2
OLS limits
should be the largest significant wave height relative to the
specified sea state; if a mid sea state 6 is specified, Hs Vertical Stern ramp at
Ramp clearance 0,8 m
should be taken as 5,0 m, if only sea state 6 is specified, Hs displacement flight deck
should be taken equal to 6,0 m. Lateral Stern ramp at
Landing line-up 2,3 m
displacement flight deck
1.3.3 Wave period
Vertical Touch down
Landing gear 0,7 m/s
Generally, references to the wave period are to be taken as velocity point
the modal wave period, as per STANAG 4154.
Note 1: All limits are given in terms of RMS amplitude
For TRAN mission, at least three periods should be consid-
ered, the values of which are to be taken from STANAG Figure 1 : Roll limits
4154. For other cases, one period value should be suffi-
cient.
2 Flight operations (FLY)

2.1 General

2.1.1 Scope
The scope of verifying the sea-keeping performance is to
determine in what sea state the ship motions and accelera-
tions become so severe that they prevent or obstruct the
flight operations.


Pt E, Ch 1, Sec 1
Figure 2 : Pitch limits 2.2.4 Helicopter and STOVL handling

Limits for handling of helicopter and STOVL are given in
2 Tab 4 as RMS values of roll and pitch motion.
Table 4 : Helicopter and STOVL handling criteria limits

Pitch RMS (deg)
1.5
1 Performance limitations
Motion Limit
0.5
Roll 1,8°
0 Pitch 1,8°
0 5 10 15 20 Note 1: All limits are given in terms of RMS amplitude.
Apparent pitch period (s)
3 Replenishment at sea (RAS)
2.2.2 Fixed wing aircraft handling 3.1 General
Limits on support equipment for aircraft handling are given 3.1.1 Scope
in Tab 2 as RMS values for pitch and roll motion. Support The scope of verifying the sea-keeping performance is to
operations encompass a wide range of functions (e.g. ord- determine in what sea state the ship motions and accelera-
nance handling, aircraft arming, fuelling, engine changing), tions become so severe that they prevent or obstruct the
hence the limits for support equipment are presented for the replenishment at sea operations.
most restrictive of these.
3.1.2 Requirements
Table 2 : Fixed wing aircraft handling criteria limits The requirements for certifying that the crew is able to carry
out their tasks in RAS operations is that the parameters eval-
uated do not exceed the criteria defined in [3.3].
Performance limitations
Subsystem The limiting sea state number X must be defined according
Motion Limit Location to STANAG 4154, unless specified, and this number will be
Aircraft and Roll See roll criteria, Fig 1 included in the following RAS notations:
handling equipment • RAS_CONREP: criteria specific to “Connected replen-
Pitch See pitch criteria, Fig 2
ishment”
Elevators Wetness 5/hr Bottom inner lead-
ing elevator edge • RAS_FAS: criteria specific to “Fuelling at sea”
• RAS_VERTREP: criteria specific to “Vertical replenish-
2.2.3 Helicopter and STOVL launch & recovery ment”.
Limits for vertical and short takeoff and vertical landing

3.2 Parameters
(VTOL and STOVL) are given in Tab 3 as RMS values of roll
and pitch motion and vertical velocity. 3.2.1 Motion Sickness Incidence (MSI)
The motion sickness incidence (MSI) is described in [5.2.1].
Table 3 : Helicopter and STOVL launch & recovery
criteria limits 3.2.2 Motion Induced Interruption (MII)
The motion induced interruption (MII) is described in
Performance limitations [5.2.2].
Operation
Motion Limit Location
3.3 Criteria
Generic helicopter Roll 2,5°
launch Pitch 1,5° 3.3.1 Connected replenishment (CONREP)
Roll 2,5° Limits for connected replenishment (CONREP) between two
Generic short takeoff ships are listed in Tab 5 as RMS values of roll and pitch
Pitch 1,5°
motion, and as human factor limits expressed in MSI and
Roll 2,5° MII.
Generic helicopter Pitch 1,5°
recovery 3.3.2 Fuelling at sea (FAS)
Vertical Landing
1,0 m/s Limits for (flexible connected) fuelling at sea (FAS) between
velocity spot
two ships are listed in Tab 6 as human factor limits
Note 1: All limits are given in terms of RMS amplitude. expressed in MSI, MII and wetness index.

Pt E, Ch 1, Sec 1
3.3.3 Vertical replenishment (VERTREP) 4 Weapons systems (WEAP)

Limits for vertical replenishment from helicopters (VER-
TREP) are listed in Tab 7 as RMS values of roll and pitch 4.1 General
motion, vertical displacement and vertical velocity together 4.1.1 Scope
with human factor limits expressed in MSI and MII. The scope of verifying the functionality of the on-board
weapons systems is to ensure that the ship motions and
Table 5 : Connected replenishment criteria limits accelerations, in weather conditions where the ship is
expected to carry out her mission, do not become so severe
Performance limitations that the weapons systems lose functionality.
Limiting
factor Motion Limit Location 4.1.2 Requirements
Equipment: Roll 2,2° The requirement for verifying that the weapons systems are
Pallet truck slip operable is that the parameters evaluated do not exceed the
angle Pitch 2,2° criteria defined in [4.2].
CONREP The limiting sea state for weapons systems operations is
MII 0,5/min
station thus defined as the most severe sea state where the opera-
20% of crew, CONREP tions can be carried out safely and effectively. If not speci-
Personnel MSI fied, the limiting sea state number X must be defined
4 hr station
according to STANAG 4154, unless specified, and this num-
Wetness CONREP ber will be included in the following WEAP notations:
0,5/hr
index station
• WEAP_R-X : criteria specific to “radar”
Note 1: Roll and pitch limits are given in terms of RMS
amplitude. • WEAP_S-X : criteria specific to “sonar”
• WEAP_TM-X : criteria specific to “trainable missile”
Table 6 : Fuelling at sea criteria limits • WEAP_VM-X : criteria specific to “vertical launch system”
• WEAP_T-X : criteria specific to “torpedo system”
Limiting Performance limitations • WEAP_E-X : criteria specific to “support equipment”.
factor Motion Limit Location
4.2 Criteria
MII 0,5/min FAS station
20% of crew, 4.2.1 Radars
MSI FAS station
Personnel 4 hr For air search/surface surveillance radars with elevation-stabi-
Wetness lised antennas, the maximum design roll angle is 25 degrees
0,5/hr FAS station for 100% effective performance and 30 degrees for 0%.
index
These values are rarely limiting. Mission performance will
Note 1: All limits are given in terms of RMS amplitude.
most likely depend upon motion limits on other subsystems.
Table 7 : Vertical replenishment criteria limits 4.2.2 Sonars

Degradation of hull mounted sonar performance will occur
due to the emergence of the sonar housing, modification of
Limiting Performance limitations the signal caused by beam bearing fluctuation, and phase
factor Motion Limit Location and frequency shift of the signal.
Vertical VERTREP Full performance may be expected within the motion limits
0,7m defined in Tab 8.
Helicopter-to- displacement station
ship Vertical VERTREP Table 8 : Sonar criteria limits
1,05m/s
velocity station
Equipment: Roll 1,6° Performance limitations
Hull mounted
Missile dolly sonar
Pitch 1,6° Motion Limit Location
slip angle
Leading edge of
VERTREP Emergence 24/hr
MII 0,5/min dome with hull
station
Active sonar
Roll 7,5°
20% of crew, VERTREP
Personnel MSI
4 hr station Pitch 2,5°
Wetness VERTREP Leading edge of
0,5/hr Passive sonar Emergence 90/hr
index station dome with hull
Note 1: Roll, pitch, vertical displacement and velocity limits Note 1: Roll and pitch limits are given in terms of RMS
are given in terms of RMS amplitude. amplitude.

Pt E, Ch 1, Sec 1
4.2.3 Missile systems Table 11 : Torpedo systems criteria limits

Maximum design limits for both trainable and vertical
launch systems are given in Tab 9 and Tab 10. Performance limitations
Subsystems limitations
It must be noted that these criteria apply only to the missile Motion Limit
launch systems. For launch, the missiles themselves have Launcher Roll or pitch 3,8°
limits on structural strength and controllability until their air
Loading, torpedoes on dollies Roll or pitch 1,3°
speed is sufficient for aerodynamic control. Typically, the
missile is held in the launcher until motions are within Loading by hand Roll or pitch 1,5°
specified lockout limits, then they are launched. The missile Automatic direct loading Roll or pitch 3,8°
lockout criteria are not available in an unclassified format.
Note 1: Limits are given in terms of RMS amplitude.
The roll pitch and yaw limits listed in Tab 10 for vertical
launch system operations are associated with minimum nat- Table 12 : Support equipment criteria limits
ural periods of 9 seconds, 9 seconds and 6 seconds, respec-
tively. The limiting values will decrease below the minimum Performance limitations
periods.
Motion Limit Location
Table 9 : Trainable missile systems criteria limits Roll 1,8°
Pitch 1,8°
Performance limitations
Subsystems limitations Motion Induced Interruption (MII) 1/min Task location
Motion Limit
Note 1: Roll and pitch limits are given in terms of RMS
Launcher Roll or pitch 3,8°
amplitude.
Missile handling -
Roll or pitch 3,8°
Automatic Operation 5 Personnel performance (CREW)
Missile handling -
Roll or pitch 2,5°
Manual Operation 5.1 General
Missile reloading Roll or pitch 1,3°
5.1.1 Scope
Note 1: Limits are given in terms of RMS amplitude. The scope of verifying the personnel behaviour is to ensure
that the ship motions and accelerations do not become so
Table 10 : Vertical launch systems criteria limits severe that they prevent the crew from carrying out their
tasks in weather conditions where the ship is expected to
Performance limitations carry out its mission.
Operation
Motion Limit Location 5.1.2 Requirements
Roll 8,8° The requirements for certifying that the crew is able to carry
Pitch 1,5° out their tasks in TRAN mission is that the parameters evalu-
ated in the limiting sea state do not exceed the criteria
Yaw 0,8° defined in [5.3].
Longitudinal Launcher The Society can accept that the calculations do consider the
Launch 0,15g
acceleration outboard corner effect of active motion damping systems (anti-roll fins, T-
Transverse Launcher foils etc.) if the suitability and efficiency of such systems can
0,35g
acceleration outboard corner be demonstrated.
Vertical Launcher If not specified, the limiting sea states are to be taken as mid
0,30g
acceleration outboard corner sea state 5.
Note 1: Limits are given in terms of RMS amplitude.
5.1.3 Motion induced interruption (MII)
A motion induced interruption (MII) is an incident where
4.2.4 Torpedo systems
ship motions cause a person to slide or lose balance, result-
The criteria limits for torpedo system operation are defined ing in stumble. Motion induced interruption does not only
in Tab 11. The torpedo itself is not limited by ship motion represent a danger to the crew, but also prevents the crew
during launch. Typically heavier torpedoes and missiles from carrying out their tasks.
must be loaded from dollies and thus the limits are some-
In relation to TRAN mission, the MII limits are defined in
what more restrictive than for those that are loaded by
Tab 13.
hand.
As an alternative to the MII limits, the root mean square
4.2.5 Support equipment (RMS) amplitude value of the ship motions can be used to
Support operations encompass a wide range of functions specify limits. The ship motions that cause MII are roll and
(e.g. ordnance handling, aming maintenance), hence the pitch.
limits to support equipment are defined for the most restric- In relation to TRAN mission, the motion RMS limits are
tive of these. defined in Tab 14.

Pt E, Ch 1, Sec 1
Table 13 : Recommended personnel criteria limits T : Exposure time, in hrs

TZ,e : Average zero up-crossing period of the vertical
Parameter Limit Location
accelerations experienced by the ship in irregu-
Motion Sickness 35% of the crew lar waves, defined as:
task location
Incidence (MSI) in 2 hours
2π
Motion Induced T Z, e = ------------------
3/min task location m 2, AZ
Interruption (MII) -------------
m 0, AZ
Table 14 : Default personnel criteria limits m0,AZ : Zero order spectral moment of vertical accelera-
tion
Parameter Limit Location m2,AZ : Second order spectral moment of vertical accel-
Roll 4°
eration.
If agreed with the Society, other models for determining the
Pitch 1,5°
MSI may be applied.
Vertical acceleration 0,2 g bridge
Lateral acceleration 0,1 g bridge 5.2.2 Motion induced interruption (MII)
Note 1: all limits given as RMS amplitude values.

In order to determine the MII index, the so-called Gener-
alised Lateral Force Estimator for tipping port (GLFEp) or
5.1.4 Seasickness starboard (GLFEs) is to be evaluated according to the follow-
ing definitions:
The seasickness corresponds to the man sickness induced
by the ship motions. 1 b
GLFE p = --- ha R – a T – gφ – --- a V
On a perfectly rested man, the seasickness has a direct 3 h
influence on his capacity to ensure the given tasks. 1 b
GLFE s = --- ha R – a T – gφ + --- a V
3 h
Seasickness is best measured in terms of motion sickness
incidence (MSI), where MSI is the percentage of the crew where b and h are defined in Fig 3.
who vomit after a given time of exposure to accelerations. The ratio b/h is called lateral tipping coefficient and a repre-
MSI is therefore function of the ship accelerations (ampli- sentative value of 0,25 with h taken equal to 1,20 m can be
tude and frequency) and the exposure time. assumed based on typical human dimensions.
In relation to TRAN mission, the MSI limits are defined in The formula above must be interpreted as a linear combina-
Tab 13. tion of the transfer functions (in-phase, pedex C, and out-of-
As an alternative to the MSI, the root mean square (RMS) phase, pedex S, components) of roll motion φ, roll accelera-
amplitude value of the acceleration can be applied to mea- tion aR, transverse acceleration aT and vertical acceleration
sure the seasickness. This approach does not take the fre- aV, which can be safely considered as a standard output
quency or the exposure time into account, and thus from frequency-domain codes.
depends only on the acceleration amplitudes.
By definition of generalised lateral force estimator, a tipping
In relation to TRAN mission, the acceleration RMS limits event occurs whenever the estimator exceeds the threshold
are defined in Tab 14. level (b/h)g. In order to evaluate this occurrence frequency
one has to rely upon standard spectral theory, which is rou-
5.2 Parameters tinely incorporated into frequency-domain sea-keeping
codes.
5.2.1 Motion sickness incidence (MSI)
The first step is to determine the in/out-of-phase compo-
A simple and empirical model to relate motion sickness and nents of the estimator, GLEp,sC and GLEp,sS , and conse-
vertical oscillations is given, in %, as: quently its amplitude:
log 10( a V ) – μ MSI
MSI = 100 0, 5 + erf  --------------------------------------
- GLEp, s a =
2
( GLEp, s C ) + ( GLEp, s S )
2
 0, 4 
where: The second step is the evaluation of its zero'th and second
order spectral moments:
μMSI = − 0,819 + 2,32 (log10(ωe))2
ω max
aV : Vertical acceleration, in units of g, averaged 2
over half a motion cycle:

m 0 ;p, s =  GLEp, s a S ( ω )dω
ω min
a V = 0, 7898 RMS AZ T
---
ω max
2 2
2 ω V 2
ωe : (Encounter) frequency of the vertical oscilla-

m 2 ;p, s =  ω – ---------- cos ψ GLEp, s a S ( ω )dω
g
ω min
tions, in units of rad/s:
where S(ω) is the wave spectrum of the sea state, ω is the
ωe = 2 π / TZ,e wave frequency in rad/s, V is the ship speed in m/s, ψ is the
RMSAZ : Root mean square value heading angle and g is the gravity acceleration in m/s2.

Pt E, Ch 1, Sec 1
Figure 3 : Definitions for generalised The motion induced interruptions due to lateral tipping
lateral force estimator port/starboard MIIp,s (in units of tipping events per minute)
can thence be calculated as:
2
- exp  – -----------------
60 m 2 ;p, s a
MII p, s = ------- ------------
2π m 0 ;p, s  2m 0 ;p, s
having posed a = (b/h)g

Finally, the MII can be determined as:
MII = MIIp + MIIs
EGA
5.3 Criteria
5.3.1 Recommended criteria

The recommended criteria that ensure that the crew can
carry out their tasks in a safe and sufficiently effective man-
ner are given in Tab 13.
5.3.2 Default criteria

The default criteria that ensure that the crew can carry out
their tasks in a safe and sufficiently effective manner are
given in Tab 14.

Pt E, Ch 1, App 1
APPENDIX 1 SEA-KEEPING CALCULATIONS
1 Introduction 2.3 Ship speed
1.1 General 2.3.1 Unless specified, the ship speed to be considered for
the short term sea-keeping calculations should be taken as:
1.1.1 This Appendix applies to ships with typical hull • the autonomy speed.
shape. Ships of unusual type or design are to be considered
by the Society on a case by case basis.
The requirements are based on the assumption that a fre- 2.4 Wave spectrum
quency domain strip theory sea-keeping code is being used
for the calculations. The software to be used are to be docu- 2.4.1 General
mented and supported by validation documents. The wave spectrum to be applied in the short term sea-
keeping calculations is based on the characteristics of the
1.2 Scope sea area where the ship is going to operate:
1.2.1 The scope of the present Appendix is to supply details • open ocean conditions: Bretschneider spectrum with
on how the sea-keeping calculations are to be performed. both short and long crested seas
Requirements are given primarily on how to perform the • limited fetch sea areas (e.g. North Sea): JONSWAP spec-
short term assessments, but also some recommendations trum with short crested sea.
concerning long term assessments are given.
The short term assessments comprise all analyses of the ship 2.4.2 Bretschneider spectrum
behaviour in a single sea state, and thus short term assess-
ments yield all necessary information for the determination The Bretschneider spectrum, or two parameter Pierson-
of: Moskowitz spectrum, is defined as:
• wetness index 2
H 2π 4 –5 1 2π 4 –4
S ( ω ) = ------S-  ------- ω exp  – ---  ------- ω 
• slamming index 4π T Z    π  TZ  
• propeller emergence
where:
• Motion Sickness Incidence
HS : Significant wave height, in m
• Motion Induced Interruption
ω : Angular wave frequency, in rad/s
• RMS values of all ship motions and accelerations.
TZ : Zero up-crossing period, in s.
Long term assessments of the sea-keeping yield estimates of,
e.g., the long term distribution of the vertical bending
moment. 2.4.3 JONSWAP spectrum
The JONSWAP spectrum is defined as:
2 Short term assessment 2 –5
HS TS ( TS ω ) –4
2 2
exp [ – ( 0, 206F 2 T S ω – 1 ) ⁄ 2σ ]
S ( ω )=173 -------------------------------
4
exp( – 692 ( F 2 T S ω ) )γ
F1 F2
2.1 General
where:
2.1.1 Short term assessments serve to analyse a ship sea-
keeping behaviour in a given sea state. The sea states to be HS : Significant wave height, in m
considered for the required rule checks are defined in Pt B,
ω : Angular wave frequency, in rad/s
Ch 3, Sec 4.
TS : Mean wave period, in s
2.2 Loading conditions γ : JONSWAP peakedness parameter
2.2.1 The sea-keeping verifications should be carried out –1
 0, 07 for ω ≤ ( 0, 206F 2 T S )
for following loading conditions: σ =  –1
 0, 09 for ω > ( 0, 206F 2 T S )
• auxiliary ships: full load and operational condition
• front and second line ships: operational condition. The values of F1 and F2 are given in Tab 1.

Pt E, Ch 1, App 1
Table 1 : F1 and F2 values as function of γ V : Ship speed, in m/s

g : Gravity acceleration (g = 9,81 m/s2)
γ F1 F2
ψ : Heading angle
1 1,00 1,00 D(ψ) : Spreading function
2 1,24 0,95 φ(ω) : RAO
3 1,46 0,93 S(ω) : Wave spectrum
3,3 (1) 1,52 0,92 ω : Wave frequency, in rad/s.
4 1,66 0,91
2.7 RMS values
5 1,86 0,90
6 2,04 0,89 2.7.1 The Root Mean Square (RMS) value of a response is
defined as:
(1) Mean JONSWAP spectrum
RMS = m0
Unless otherwise agreed with the Society, the peakedness where m0 is the zero'th order spectral moment of the
parameter γ should be taken to 3,3, corresponding to the response.
mean JONSWAP spectrum.
2.4.4 Wave spreading 3 Long term assessment

In case of short crested sea a spreading function is to be
applied to the wave spectrum when calculating the spectral 3.1 General
moments of the response processes. The spreading function
is defined as: 3.1.1 Long term assessments serve to estimate long term
distributions of the various ship responses, typically the
2 wave induced amidships vertical bending moment.
D ( ψ ) = --- cos ( ψ – ψ )
2
π
Such a long term distribution can thence be used to obtain
where: estimates of the extreme responses, e.g. the most probable
ψ : Heading angle largest response in 108 wave cycles.
ψ : Angle ranging from (ψ − π/2) to (ψ + π/2).
2.5 Hydrodynamic model 3.2.1 Unless otherwise agreed with the Society, the long
term assessments should be carried out with the following
2.5.1 Short term assessment of the sea-keeping behaviour is
hydrodynamic model:
to imply that RAO's (Response Amplitude Operators) are to
be calculated for: • zero forward speed
• A suitable range of wave frequencies to cover the range • Bretschneider wave spectrum
of the sea spectrum (typically 0,2-2,0 rad/s, with not less • short crested sea
than 20 frequencies). Most frequencies are to be placed • a suitable range of wave frequencies to cover the range
in the range where most wave energy is present, and the of the sea spectrum (typically 0,2-2,0 rad/s with not less
calculation of RAO's at irregular frequencies, or for than 20 frequencies). Most frequencies are to be placed
wave frequencies where the encounter frequency in the range where most wave energy is present, and the
approaches zero, is to be avoided. calculation of RAO's at irregular frequencies is to be
• At least 12 evenly distributed heading angles: 0°, 30°, avoided
60°, … , 330° (with 0° being the following sea). • at least 12 evenly distributed heading angles
• uniform distribution of heading angles, meaning that the
2.6 Spectral moments same probability (e.g. 1/12 if 12 heading angles are con-
sidered) is assigned to each considered heading
2.6.1 The n'th order response spectral moments are to be • extreme responses are to be determined at 10−8 proba-
determined as follows: bility of exceeding.
• Short crested sea:
π
ψ + ---
2
3.3 Sea state scatter diagram
∞ 2 n
ω V
  ω – ---------- cos ψ φ ( ω ) S ( ω )D ( ψ )dψdω
2
mn = 3.3.1 The scatter diagram to be applied in the spectral
0 g
π
ψ – ---
approach relates the probability of occurrence to a wide
2
range of sea states, characterised by their significant wave
• Long crested sea: height and zero up-crossing period.
∞ 2 n When considering unrestricted service the scatter diagram
ω V
 ω – ---------- cos ψ φ ( ω ) S ( ω )dω
2
mn =
0
g shown in Tab 2 is to be applied. However, in case of ship
with a restricted navigation notation, different scatter dia-
where: grams may be applied when agreed on with the Society.

Table 2 : Recommended sea state scatter diagram for unrestricted service
32
TZ
HS
1,5 2,5 3,5 4,5 5,5 6,5 7,5 8,5 9,5 10,5 11,5 12,5 13,5 14,5 15,5 16,5 17,5 18,5 SUM
0,5 0 0 1,3 133,7 865,6 1186 634,2 186,3 36,9 5,6 0,7 0,1 0 0 0 0 0 0 3050
Pt E, Ch 1, App 1
1,5 0 0 0 29,3 986 4976 7738 5569,7 2375,7 703,5 160,7 30,5 5,1 0,8 0,1 0 0 0 22575
2,5 0 0 0 2,2 197,5 2158,8 6230 7449,5 4860,4 2066 644,5 160,2 33,7 6,3 1,1 0,2 0 0 23810
3,5 0 0 0 0,2 34,9 695,5 3226,5 5675 5099,1 2838 1114,1 337,7 84,3 18,2 3,5 0,6 0,1 0 19128
4,5 0 0 0 0 6 196,1 1354,3 3288,5 3857,5 2685,5 1275,2 455,1 130,9 31,9 6,9 1,3 0,2 0 13289
5,5 0 0 0 0 1 51 498,4 1602,9 2372,7 2008,3 1126 463,6 150,9 41 9,7 2,1 0,4 0,1 8328
6,5 0 0 0 0 0,2 12,6 167 690,3 1257,9 1268,6 825,9 386,8 140,8 42,2 10,9 2,5 0,5 0,1 4806
7,5 0 0 0 0 0 3 52,1 270,1 594,4 703,2 524,9 276,7 111,7 36,7 10,2 2,5 0,6 0 2586
8,5 0 0 0 0 0 0,7 15,4 97,9 255,9 350,6 296,9 174,6 77,6 27,7 8,4 2,2 0,5 0,1 1309
9,5 0 0 0 0 0 0,2 4,3 33,2 101,9 159,9 152,2 99,2 48,3 18,7 6,1 1,7 0,4 0,1 626
10,5 0 0 0 0 0 0 1,2 10,7 37,9 67,5 71,7 51,5 27,3 11,4 4 1,2 0,3 0,1 285
11,5 0 0 0 0 0 0 0,3 3,3 13,3 26,6 31,4 24,7 14,2 6,4 2,4 0,7 0,2 0,1 124
12,5 0 0 0 0 0 0 0,1 1 4,4 9,9 12,8 11 6,8 3,3 1,3 0,4 0,1 0 51
13,5 0 0 0 0 0 0 0 0,3 1,4 3,5 5 4,6 3,1 1,6 0,7 0,2 0,1 0 21
14,5 0 0 0 0 0 0 0 0,1 0,4 1,2 1,8 1,8 1,3 0,7 0,3 0,1 0 0 8
Bureau Veritas - Rules for Naval Ships

15,5 0 0 0 0 0 0 0 0 0,1 0,4 0,6 0,7 0,5 0,3 0,1 0,1 0 0 3
16,5 0 0 0 0 0 0 0 0 0 0,1 0,2 0,2 0,2 0,1 0,1 0 0 0 1
SUM 0 0 1 165 2091 9280 19922 24879 20870 12898 6245 2479 837 247 66 16 3 1 100.0000
Note 1: HS is the significant wave height and TZ is the zero up-crossing period of the short term sea states. The probability of a sea state is given as fractions of 100.000.
June 2017
Part E
Chapter 2
SYSTEM OF TRACE AND ANALYSIS OF RECORDS

(STAR)
SECTION 1 STAR-HULL
SECTION 2 STAR-MACH
APPENDIX 1 ACCEPTANCE CRITERIA FOR ISOLATED AREAS OF ITEMS
APPENDIX 2 ACCEPTANCE CRITERIA FOR ISOLATED ITEMS
APPENDIX 3 ACCEPTANCE CRITERIA FOR ZONES

APPENDIX 4 PITTING INTENSITY DIAGRAMS
APPENDIX 5 NAVAL AUTHORITY’S HULL INSPECTION REPORTS
APPENDIX 6 RISK ANALYSES FOR STAR-MACH
APPENDIX 7 PLANNED MAINTENANCE SCHEME

Pt E, Ch 2, Sec 1
SECTION 1 STAR-HULL
1 General • the following documents are to be submitted to the

Society by the Interested Party:
1.1 Principles - plans and documents necessary to carry out the

structural analysis, and information on coatings and
1.1.1 Application on cathodic protection (see [2.1])
The additional class notation STAR-HULL is assigned, in - the hot spot map of the structure identified by the
accordance with Pt A, Ch 1, Sec 2, [6.2.2], to ships comply- FEM analysis (see [2.2])
ing with the requirements of this Section. - the Inspection and Maintenance Plan to be imple-
mented by the Naval Authority (see [2.3])
1.1.2 Scope
- information concerning the ship database and rele-
The additional class notation STAR-HULL is assigned to a vant electronic support to be implemented by the
ship in order to reflect the fact that a procedure including Naval Authority (see [1.3.1])
periodical and corrective maintenance, as well as periodi-
cal and occasional inspections of hull structures and equip- • the Society reviews and approves the initial Inspection
ment, (hereafter referred to as the Inspection and and Maintenance Plan, taking into account the results of
Maintenance Plan) are dealt with on board by the crew and the structural analysis, as well as the information con-
at the Naval Authority’s offices according to approved pro- cerning the ship database
cedures. • the Society carries out an initial shipboard audit to ver-
The assignment of the notation implies that a structural tridi- ify the compliance of the procedures on board with
mensional analysis has been performed for the hull struc- respect to the submitted documentation.
tures, as defined in Pt B, Ch 7, App 1 or Pt B, Ch 7, App 2 or
Pt B, Ch 7, App 3, as applicable. 1.2.2 Maintenance of the notation
The maintenance of the STAR-HULL notation is based on
The implementation of the Inspection and Maintenance
the following surveys and checks, whose scope and period-
Plan is surveyed by the Society through:
icity are specified in [5], to be carried out by the Society:
• periodical audits carried out at the Naval Authority’s
• annual audits at the Naval Authority’s offices (see [5.1])
offices and on board
• annual shipboard audits (see [5.2])
• examination of the data recorded by the Naval Authority
and made available to the Society through an electronic • class renewal surveys (see [5.3]).
ship database suitable for consultation and analysis
• periodical check of the hull structure, normally at the 1.3 Ship database
class renewal survey, against defined acceptance crite-
ria and based on: 1.3.1 The ship database, to be available on board and at
the Naval Authority’s offices, using an electronic support
- the collected data from actual implementation of the
suitable for consultation and analysis, is to provide at least
Inspection and Maintenance Plan the following information:
- the results of the inspections and other checks car- • the hot spot map, as indicated in [2.2]
ried out during the class renewal survey (see [5]).
• the documents required for the Inspection and Mainte-
nance Plan, as indicated in [2.3], and the corresponding
1.2 Conditions for the assignment and reports during the ship operation, as indicated in [3.5].
maintenance of the notation
The ship database is to include a backup system in order for
1.2.1 Assignment of the notation the data to be readily restored, if needed.
The procedure for the assignment of the STAR-HULL nota-
tion is the following: 1.3.2 The ship database is to be:
• a request for the notation is to be sent to the Society: • updated by the Naval Authority each time new inspec-
tion and maintenance data from the ship are available
- signed by the Interested Party applying for the classi-
fication, in the case of new ships • kept by the Naval Authority.
- signed by the Naval Authority, in the case of existing Access to the databases is to be logged, controlled and
ships secured.

Pt E, Ch 2, Sec 1
1.3.3 The ship database is to be made available to the Soci- When the protection against corrosion is achieved by
ety. This ship database is to be transmitted to the Society at means of impressed currents, the description of the system
least every six months. It may be agreed between the Naval and the operating manual are to be provided to the Society.
Authority and the Society that the required data are auto-
matically downloaded into the Society’s ship database after 2.2 Hot spot map
they are collected.
2.2.1 The items to be included in the hot spot map are, in
2 Documentation to be submitted general, the following:
• items (such as a plating panels, ordinary stiffeners or pri-
mary supporting members) for which the structural anal-
2.1 Plans and documents to be submitted ysis carried out at the classification phase for new ships
showed that the ratio between the applied loads and the
2.1.1 Structural analysis allowable limits exceeded 0,975
The plans and documents necessary to support and/or per- • items identified as “hot spot item” during the structural
form the structural analysis covering hull structures are: reassessment according to Ch 2, App 2, or after repair or
• those submitted for class as listed in Pt B, Ch 1, Sec 3, renewal for these ships under the Naval Authority
for new ships responsibility
• those listed in Tab 1, for existing ships or after major • structural details subjected to fatigue, based on the list
repair or renewal for these ships. However, depending defined in Pt B, Ch 11, App 1
on the service and specific features of the ship, the Soci- • other items depending on the results of structural FEM
ety reserves the right to request to the Naval Authority analyses and/or on experience.
additional or different plans and documents from those
in Tab 1. 2.2.2 The updated hot spot map may indicate which items
are to be inspected periodically under the Naval Authority’s
Table 1 : Existing ships - Plans and documents responsibility.
to be submitted to perform the structural analysis
Plans and documents
2.3.1 The Inspection and Maintenance Plan is to be based
Midship section on the Naval Authority’s experience and on the results of
Transverse sections the structural analyses including the hot spot map.
Shell expansion The Inspection and Maintenance Plan is to include:
Longitudinal sections and decks • the list of areas, spaces and hull equipment to be sub-
jected to inspection
Double bottom
• the periodicity of inspections
Pillar arrangements
• the elements to be assessed during the visual examina-
Framing plan tion for each area or space, as applicable:
Deep tank and ballast tank bulkheads - coating
Watertight subdivision decks and bulkheads - anodes (if any)
Watertight tunnels - pitting
Fore part structure - fractures
Aft part structure - deformations
Last thickness measurement report • the elements to be assessed during the inspection of hull
equipment.
2.1.2 Coatings
2.3.2 As regards the maintenance plan, the following infor-
The following information on coatings is to be submitted: mation is to be given by the Naval Authority:
• list of all structural items which are effectively coated • maintenance scope
• characteristics of the coating system. • maintenance type (inspection, reconditioning)
• maintenance frequency (periodicity value unit is to be
2.1.3 Cathodic protection clearly specified, i.e. hours, week, month, year)
The following information on sacrificial anodes is to be sub- • place of maintenance (port, sea, etc.)
mitted:
• manufacturer’s maintenance and repair specifications,
• localisation of anodes in spaces, on bottom plating and as applicable
sea chests
• procedures contemplated for repairs or renewal of struc-
• dimensions and weight of anodes in new condition. ture or equipment.

Pt E, Ch 2, Sec 1
3 Inspection and Maintenance Plan (IMP) 3.3.2 The following areas/items are to be inspected with a
periodicity of Type 1:
3.1 Minimum requirements • deck area structure
• shell plating above waterline
3.1.1 The minimum requirements on the scope of the
Inspection and Maintenance Plan (IMP), the periodicity of • hatches
inspections, the extent of inspection and maintenance to be • deck equipment
scheduled for each area, space or equipment concerned,
and the minimum content of the report to be submitted to • superstructures
the Society after the inspection are given hereafter. • ballast tanks, including peaks
3.1.2 At the Naval Authority’s request, the scope and peri- • dry holds and spaces
odicity may be other than those specified below, provided • other accessible spaces
that this is agreed with the Society.
• sea connections and overboard discharges.
3.1.3 The IMP performed at periodical intervals does not
prevent the Naval Authority from carrying out occasional For ships less than 6 years old, 25% in number of ballast
inspections and maintenance as a result of an unexpected tanks (with a minimum of one) are to be inspected annually,
failure or event which may affect the hull or hull equipment in rotation, so that all ballast tanks are inspected at least
condition. once during the 6-year class period.
Interested parties are also reminded that any damage to the For ships 6 years old or more, all ballast tanks are to be
ship which may affect the class is to be reported to the Society. inspected annually.
3.2 General scope of IMP 3.3.3 The following areas are to be inspected with a peri-
odicity of Type 2:
3.2.1 The IMP is to cover at least the following areas/items: • bunker and double bottom fuel oil tanks
• deck area structure • fresh water tanks
• access hatches
• cargo tanks, if any.
• deck fittings
• steering gear 3.3.4 Whenever the outside of the ship’s bottom is exam-
• superstructures ined in drydock or on a slipway, inspections are to be car-
ried out on the following items:
• shell plating
• tanks, including peaks, • rudders
• rudders • propellers
• sea connections and overboard discharges • bottom plating
• sea chests • sea chests and anodes.
• propellers.
In addition, the requirement under Pt A, Ch 2, Sec 2, [5.4.2]
is to be complied with.
3.3 Periodicity of inspections
3.3.1 Inspections are to be carried out at least with the fol- 3.4 Extent of inspections
lowing periodicity:
• Type 1: two inspections every year, with the following 3.4.1 Deck area structure
principles: The deck plating and structures over deck, as applicable,
- one inspection is to be carried out outside the win- are to be visually examined for assessment of the coating,
dow provided for the execution of the annual class and detection of fractures, deformations and corrosion.
survey, in the vicinity of the halfway date of the
When structural defects affecting the class (such as fractures
anniversary date interval
or deformations) are found, the Society is to be called by
- the other inspection is to be carried out preferably the Naval Authority for occasional survey attendance. If
not more than two months before the annual class such structural defects are repetitive in similar areas of the
survey is conducted deck, a program of additional close-up surveys may be
- the minimum interval between any two consecutive planned at the Society’s discretion for the next inspections.
inspections of the same item is to be not less than
In other cases, such as coating found in poor condition,
four months.
repairs or renewal are to be dealt with, or a program of
• Type 2: inspection at annual intervals, preferably not maintenance is to be set by the Naval Authority in agree-
more than four months before the annual class survey is ment with the Society, at a suitable time, but at the latest at
carried out. the next intermediate or class renewal survey, whichever
• Type 3: inspection at bottom surveys. comes first.

Pt E, Ch 2, Sec 1
3.4.2 Hatches 3.4.5 Superstructures

Hatches are to be visually examined, in particular tightness The structural part of superstructures is to be visually exam-
devices, locking arrangements and coating condition, as ined and checked under the same scope as that required for
well as signs of corrosion. deck structure.
Any defective tightness device or securing/locking arrange- The closing devices (doors, windows, ventilation system,
ment is to be dealt with. Operating devices of hatch covers skylights) are to be visually examined with attention to
are to be maintained according to the manufacturer’s tightness devices and checked for their proper operation.
requirements and/or when found defective. Any defective item is to be dealt with.
For structural defects or coating found in poor condition,
refer to [3.4.1]. 3.4.6 Shell plating
The shell plating, sides and bottom, are to be visually exam-
3.4.3 Deck fittings ined for assessment of the coating, and detection of frac-
The inspection of deck fittings is to cover at least the follow- tures, deformations and corrosion.
ing items: When structural defects affecting the class (such as fractures
• Piping on deck or deformations) are found, the Society is to be called for
occasional survey attendance. If such structural defects are
A visual examination of piping is to be carried out, with
repetitive in similar areas of the shell plating, a program of
particular attention to coating, external corrosion, tight-
additional close-up surveys may be planned at the Society’s
ness of pipes and joints (examination under pressure),
discretion for the next inspections.
valves and piping supports. Operation of valves is to be
checked. In other cases, such as coating found in poor condition,
repairs or renewal are to be dealt with, or a program of
Any defective tightness, supporting device or valve is to
maintenance is to be set by the Naval Authority in agree-
be dealt with.
ment with the Society, at a suitable time, but at the latest at
• Vent system the next intermediate or class renewal survey, whichever
A visual examination of the vent system is to be carried comes first.
out. Dismantling is to be carried out as necessary for
checking the condition of closure (flaps, balls) and 3.4.7 Ballast tanks
clamping devices and of screens. Ballast tanks, including peaks, are to be overall surveyed
with regards to:
Any defective item is to be dealt with.
• structural condition (fractures, deformations, corrosion)
• Ladders, guard rails, bulwarks, walkways
• condition of coating and anodes, if any
A visual examination is to be carried out with attention
to the coating condition (as applicable), corrosion, • fittings such as piping, valves.
deformation or missing elements. A program of close-up survey may also be required,
Any defective item is to be dealt with. depending on the results of the structural analyses and the
• Anchoring and mooring equipment hot spot map.
A visual examination of the windlass, winches, cap- When structural defects affecting the class are found, the
stans, anchor and visible part of the anchor chain is to Society is to be called for occasional survey attendance. If
be carried out. A working test is to be effected by lower- such structural defects (such as fractures or deformations)
ing a sufficient length of chain on each side and the are repetitive in similar structures in the same ballast tanks
chain lengths thus ranged out are to be examined or in other ballast tanks, a program of additional close-up
(shackles, studs, wastage). survey may be planned at the Society’s discretion for the
next inspections.
Any defective item is to be dealt with. For replacement
of chains or anchors, the Society is to be requested for In other cases, such as coating found in poor condition or
attendance. anodes depleted, repairs or renewal are to be dealt with, or
a program of maintenance is to be set by the Naval Author-
The manufacturer’s maintenance requirements, if any,
ity in agreement with the Society, at a suitable time, but at
are to be complied with.
the latest at the next intermediate or class renewal survey,
• Other deck fittings whichever comes first.
Other deck fittings are to be visually examined and
3.4.8 Dry holds and spaces
dealt with under the same principles as those detailed in
the items above according to the type of fitting. Dry holds and other spaces such as vehicle decks are to be
subjected to overall examination and dealt with in the case
3.4.4 Steering gear of defects, under the same scope as that required for ballast
The inspection of the installation is to cover: tanks. Attention is also to be given to other fittings, such as
bilge wells (cleanliness and working test) and ladders.
• examination of the installation
A program of close-up survey may also be required,
• test with main and emergency systems depending on the results of the structural analyses and the
• changeover test of working rams. hot spot map.

Pt E, Ch 2, Sec 1
When structural defects affecting the class are found, the Cargo tanks, if any, are to be overall surveyed with regards
Society is to be called for occasional survey attendance. If to:
such structural defects (such as fractures or deformations) • structural condition (fractures, deformations, corrosion)
are repetitive in similar structures, a program of additional
• condition of coating and anodes, if any
close-up survey may be planned at the Society’s discretion
for the next inspections. • fittings such as piping, valves.
A program of close-up survey may also be required,
3.4.9 Other accessible spaces
depending on the results of the structural analyses and the
Other spaces accessible during normal operation of the ship hot spot map.
or port operations, such as cofferdams, void spaces, pipe
tunnels and machinery spaces are to be examined and dealt When structural defects affecting the class are found, the
with under the same scope as that required for dry holds Society is to be called for occasional survey attendance. If
and spaces. such structural defects (such as fractures or deformations)
are repetitive in similar structures in the same tank or in
Consideration is also to be given to the cleanliness of
other tank, a program of additional close-up survey may be
spaces where machinery and/or other equivalent equipment
planned at the Society’s discretion for the next inspections.
exist which may give rise to leakage of oil, fuel water or
other leakage (such as main and auxiliary machinery spaces In other cases, such as coating found in poor condition,
and steering gear space). repairs or renewal are to be dealt with, or a program of
maintenance is to be set by the Naval Authority in agree-
3.4.10 Rudder(s) ment with the Society, at a suitable time, but at the latest at
A visual examination of rudder blade(s) is to be carried out the next intermediate or class renewal survey, whichever
to detect fractures, deformations and corrosion. Plugs, if comes first.
any, have to be removed for verification of tightness of the
rudder blade(s). Thickness measurements of plating are to 3.5 Inspection reports
be carried out in case of doubt. Access doors to pintles (if
any) have to be removed. Condition of pintle(s) has to be 3.5.1 Inspection reports are to be prepared by the person
verified. Clearances have to be taken. responsible after each survey. They are to be kept on board
Condition of connection with rudder stock is to be verified. and made available to the Surveyor at his request. An elec-
tronic form is to be used for this purpose (see [1.3]).
Tightening of both pintles and connecting bolts is to be
A copy of these reports is to be transmitted to the Naval
checked.
Authority’s offices, for the records and updating of the ship
3.4.11 Sea connections and overboard discharges database.
A visual external examination of sea inlets, outlet corre-
3.5.2 The inspection reports are to include the following.
sponding valves and piping is to be carried out in order to
check tightness. An operation test of the valves and • General information such as date of inspection/mainte-
manoeuvring devices is to be performed. nance, identification of the person performing the
inspection with his signature, identification of the
Any defective tightness and/or operability is to be dealt area/space/equipment inspected.
with.
• For inspection of structural elements (deck area,
3.4.12 Sea chests hatches, superstructures, ballast tanks, dry holds and
Sea chests have to be examined with regards to: spaces, other spaces), the report is to indicate:
• structural condition (fractures, deformations, corrosion) - coating condition of the different boundaries and
• condition of cleanliness, coating and anodes internal structures and, if any, coating repairs
• visual examination of accessible part of piping or valve. - structural defects, such as fractures, corrosion
(including pitting), deformations, with the identifica-
3.4.13 Propellers tion of their location, recurrent defects
A visual examination of propeller blades, propeller boss - condition of fittings related to the space inspected,
and propeller cap is to be carried out as regards fractures, with description as necessary of checks, working
deformations and corrosion. For variable pitch propellers, tests, dismantling, overhaul
absence of leakage at the connection between the blades • For inspection of equipment (deck equipment, sea con-
and the hub is to be also ascertained. nections and overboard discharges), the report is to indi-
Absence of leakage of the aft tailshaft sealing arrangement cate the results of visual examination, working tests,
is to be ascertained. dismantling, repairs, renewal or overhaul performed.
3.4.14 Cargo tanks, bunker and double bottom fuel 3.5.3 When deemed necessary or appropriate, the report is
oil tanks, fresh water tanks, as applicable to be supplemented by documents, sketches or photo-
Bunker and double bottom fuel oil tanks are to be overall graphs, showing for example:
surveyed with regards to: • location and dimension of fractures, pitting, deforma-
• structural condition (fractures, deformations, corrosion) tions
• condition of coating and anodes, if any • condition of equipment before repairs
• fittings such as piping, valves. • measurements taken if required by the Society.

Pt E, Ch 2, Sec 1
3.5.4 Models of inspection reports for structural elements Table 3 : Acceptance criteria for sacrificial anodes
and equipment are given in Ch 2, App 5.
These models are to be used as a guide for entering the col- Condition Percentage of loss in weight
lected data into the ship database, in an electronic form.
Ships less than 12 years old less than 25
3.6 Changes to Inspection and Maintenance Ships 12 years old or more less than 50
Plan
4.3 Thickness measurements (applicable
3.6.1 Changes to ship operation, review of the inspection only if required by the Society on case
and maintenance reports, possible subsequent changes to by case basis)
the hot spot map and corrosion rates different than those
expected may show that the extent of the maintenance per- 4.3.1 General
formed needs to be adjusted if any by the Naval Authority to The acceptance criteria for measured thicknesses are indi-
improve its efficiency. cated in:
Where more defects are found than would be expected, it • Ch 2, App 1 for isolated areas of items (for example a
may be necessary to increase the extent and/or the fre- localized area of a plate)
quency of the maintenance program. Alternatively, the
extent and/or the frequency of the maintenance may be • Ch 2, App 2 for items (for example a plating panel or an
reduced subject to documented justification. ordinary stiffener)
• Ch 2, App 3 for zones (for example the bottom zone).
4 Acceptance criteria When the acceptance criteria are not fulfilled, actions
according to [4.3.2] to [4.3.4] are to be taken.
4.1 Coating assessment
4.3.2 Isolated area
4.1.1 Criteria The thickness diminution of an isolated area of an item is
The acceptance criteria for the coating condition of each the localized diminution of the thickness of that item such
coated space is indicated in Tab 2. as, for example, the grooving of a plate or a web or a local
Where acceptance criteria are not fulfilled, coating is to be severe corrosion. It is expressed as a percentage of the rele-
repaired. vant as built thickness.
It is not to be confused with pitting (see [4.4]).
4.1.2 Repairs
If the criteria of acceptable diminution are not fulfilled for
The procedures for repairs of coatings are to follow the
an isolated area, then this isolated area is to be repaired or
coating manufacturer’s specification for repairs, under the
replaced. In any case, the criteria of thickness diminution
Naval Authority’s responsibility.
are to be considered for the corresponding item (see
Table 2 : Acceptance criteria for coatings [4.3.3]).
4.3.3 Item
Condition Acceptance criteria For each item, thicknesses are measured at several points
Ships less than 12 years old Coatings in GOOD condition and the average value of these thicknesses is to satisfy the
acceptance criteria for the relevant item.
Coatings in GOOD or FAIR
Ships 12 years old or more
condition If the criteria of measured thicknesses are not fulfilled for an
Note 1: item, then this item is to be repaired or replaced. Where the
GOOD : only minor spot rusting criteria are fulfilled but substantial corrosion as defined in
FAIR : local breakdown at edges of stiffeners and weld
Pt A, Ch 2, Sec 2, [3.2.6] is found, the IMP is to be adjusted
connections and/or light rusting over 20% or to increase the frequency and/or extent of the maintenance
more of areas under consideration, but less than program. In any case, for the items which contribute to the
as defined for POOR condition hull girder longitudinal strength, the criteria in [4.3.4] are to
POOR : general breakdown of coating over 20% or more be considered.
of areas or hard scale at 10% or more of areas
under consideration. 4.3.4 Zone
For consideration of the hull girder longitudinal strength,
4.2 Sacrificial anode condition (as applicable) the transverse section of the ship is divided into three zones:
• deck zone
4.2.1 Criteria
• neutral axis zone
The acceptance criteria for sacrificial anodes in each coated
space fitted with anodes is indicated in Tab 3 in terms of • bottom zone.
percentage of losses in weight. The sectional area diminution of a zone, expressed as a per-
Where acceptance criteria are not fulfilled, sacrificial centage of the relevant as built sectional area, is to fulfil the
anodes are to be renewed. criteria of acceptable diminution for that zone.

Pt E, Ch 2, Sec 1
If the criteria of acceptable diminution are not fulfilled for a 4.4.3 Repairs
zone, then some items belonging to that zone are to be Application of filler material (plastic or epoxy compounds)
replaced (in principle, those which are most worn) in order is recommended as a mean for stopping/reducing the corro-
to obtain after their replacement an increased sectional area sion process but this is not an acceptable repair for pitting
of the zone fulfilling the relevant criteria. exceeding the maximum permissible wastage limits.
Welding repairs may be accepted when performed in
4.4 Pitting accordance with agreed procedures.
4.4.1 Pitting intensity
The pitting intensity is defined by the percentage of area 4.5 Fractures
affected by pitting.
4.5.1 General
The diagrams in Ch 2, App 4 are to be used to identify the
Fractures are found, in general, at locations where stress
percentage of area affected by pitting and thus the pitting
concentrations occur.
intensity.
In particular, fractures occur at the following locations:
4.4.2 Acceptable wastage
• beginning or end of a run of welding
The acceptable wastage for a localised pit (intensity ≤ 3%) is
23% of the average residual thickness. • rounded corners at the end of a stiffener
For areas having a pitting density of 50% or more, the • traces of lifting fittings used during the construction of
acceptable wastage in pits is 13% of the average residual the ship
thickness. • weld anomalies
For intermediate values (between localised pit and 50% of • welding at toes of brackets
affected area), the acceptable wastage in pits is to be • welding at cut-outs
obtained by interpolation between 23% and 13% of the
• intersections of welds
average residual thicknesses (see Tab 4).
• intermittent welding at the ends of each length of weld.
Table 4 : Pitting intensity and corresponding
acceptable wastage in pits The structure under examination is to be cleaned and pro-
vided with adequate lighting and means of access to facili-
tate the detection of fractures.
Acceptable wastage in pits,
Pitting intensity, in % If the initiation points of the fractures are not apparent, the
in percentage of the average
(see Ch 2, App 4) structure on the other side of the plating is to be examined.
residual thickness
≤3 23 4.5.2 Criteria
5 22 Where fractures are detected, the Society’s Surveyor is
10 21 always to be called by the Naval Authority for attendance.
15 20
5 Maintenance of the notation
20 19
25 18 5.1 Annual audit at the Naval Authority’s
30 17 offices
40 15
5.1.1 The audit is to be carried out annually preferably
50 13 within the prescribed six-month window as shown in Fig 1.
Figure 1 : Audit periodicity
Annual audit at Naval Authority's office
time
0 1 2 3 4 (years)
3 month annual shipboard audit windows
Annual shipboard audit

Pt E, Ch 2, Sec 1
If two or more ships belonging to the same Naval Authority It is to take account of:
are assigned the STAR-HULL notation, this annual audit
• the results of the IMP held by the Naval Authority during
may be performed for all ships at the same time in a suitable
the current class period, as well as the class surveys car-
period agreed between the Naval Authority and the Society.
ried out during the same period
5.1.2 The Surveyor checks that the ship database held at • the scope of the class renewal survey as required in Pt
the Naval Authority’s offices is kept updated, in particular A, Ch 3, Sec 3 and Part A, Chapter 4, as applicable to
with the inspection and maintenance reports of the IMP. the ship concerned
A preliminary evaluation on how the IMP is applied may be
• the additional requirements related to the STAR-HULL
done on the basis of the data and information collected dur-
notation as indicated in [5.3.3].
ing this audit and the data received from the ship.
Depending on this evaluation, the Society may call for: 5.3.3 In addition to the scope of the class renewal survey as
• an occasional survey on board the ship by a Surveyor of required for the ship concerned, the following is to be car-
the Society to be carried out as soon as possible ried out:
• corrective actions to be taken by the Naval Authority in • an annual shipboard audit as detailed in [5.2]
applying the IMP.
• the assessment of the condition of coating and anodes if
5.1.3 The annual audit at the Naval Authority’s offices per- any
formed before the commencement of the class renewal sur-
• the close-up survey as required in the survey planning
vey is to include the planning required for this survey (see
as a result of the previous structural assessment required
[5.2.2]).
by the Society on case by case basis
5.2 Annual shipboard audit • a specific survey for fatigue fracture detection in accor-
dance with the planning as a result of the previous hot
5.2.1 The annual shipboard audit is to be carried out con- spot map.
currently with the annual survey.
5.3.4 On the basis of the results of the surveys, additional
5.2.2 During this audit the Surveyor: visual examination and fatigue fracture detection carried
• verifies that the ship database is kept updated and trans- out as indicated in [5.3.3], the “as-inspected state” of the
mitted to the Naval Authority’s offices ship is established. A structural reassessment of the “as-
• verifies the consistency and implementation of the IMP inspected state” is performed according to the criteria in Ch
• carries out additional inspections relevant to hull (struc- 2, App 2. This state may be progressively updated based on
ture and equipment), if required as a result of the audit the results of additional inspections and/or thickness mea-
at the Naval Authority’s offices. surements required on the basis of the first “running” of the
analysis.
5.3 Class renewal survey Once the final “as-inspected state” is established, a program
of corrective actions is defined and planned, which may
5.3.1 The survey for the renewal of the STAR-HULL nota- consist of:
tion is to be carried out concurrently with the class renewal
• structural renewals
survey.
The documentation to be prepared, the surveys to be car- • repairs of structural defects (fractures, deformations, etc.)
ried out and the structural reassessment to be done in con- • repairs/renewals of coating and/or anodes, if any.
nection with the class renewal survey are summarised in the
flowchart shown in Fig 2. in order to ensure that the ship continues to comply with
the acceptance criteria given in [4]. In addition, the IMP
5.3.2 The planning of the class renewal survey is to be pre-
may be modified if needed.
pared in advance of the survey by the Naval Authority in
cooperation with the Society. This planning is preferably to
5.3.5 The corrective actions are to be surveyed by a Sur-
be agreed during the annual audit at the Naval Authority’s
veyor of the Society. Subsequently a new “as-repaired state”
offices performed approximately eighteen months before
of the ship is obtained, including an updated hot spot map.
the due date of the class renewal survey (see [5.1.3]).
The planning is to include the following information:
• conditions for survey
• provisions and methods for access to structures 5.4.1 The maintenance of the STAR-HULL notation is sub-
• equipment for survey ject to the same principles as those for the maintenance of
• indication of spaces and areas for internal examination, class: surveys are to be carried out by their limit dates and
overall survey and close-up survey possible recommendations (related to the notation) are to
• indication of tanks to be tested be dealt with by their limit dates.
• indication of areas to be checked for fatigue fracture The suspension of class automatically causes the suspen-
detection (see [5.3.3]). sion of the STAR-HULL notation.

Pt E, Ch 2, Sec 1
Figure 2 : Actions to be taken in connection with the Class Renewal Survey
Planning, documentation, Surveys

structural reassessment
Planning of the class renewal survey based on

existing Hot Spot Map recorded within the ship
data base and collection of maintenance data

- Overall Survey

survey
- Close-up
- Assessment of coating and anode conditions
-Detection of fractures and deformations
Structural reassessment of the AS-INSPECTED

STATE based on the collected data (the
reassessment is repeated, if required, based
on additional thickness measurements)
Updating of ship data base

(AS-INSPECTED STATE)
Definition of a program for corrective actions, as

necessary, using the results of the structural
reassessment based on repairs/renewals
Completion of class renewal survey by

implementing repairs/renewals
Updating the system database

(AS-REPAIRED STATE)
Updating the IMP (as necessary)

Pt E, Ch 2, Sec 1
5.4.2 Various events may lead either to imposition of a rec- - or the suspension of the STAR-HULL notation if the
ommendation related to the STAR-HULL notation or to sus- non-conformity is of a major nature or a recurrence.
pension of the notation itself. Some cases are given below.
• A defect or a deficiency is found in applying the IMP.
• The condition of the ship is below the minimum level
The actions to be taken are the same as stated both for
required for class (e.g. scantling of a hull structure
repair of structure/coating/equipment (first two cases
below the corrosion margin acceptable for the class
above) and for the application of the IMP (third case
around hot spot areas). The action to be taken is either
above).
the immediate repair or the imposition of a recommen-
dation for the class (if acceptable) and suspension of the • An unexpected defect or deficiency is found or an acci-
STAR-HULL notation. However, in cases where the rec- dent occurs, i.e. not as a result of lack of maintenance
ommendation is of a minor nature, the notation may not or failure in the application of the IMP. The actions to be
be suspended. taken are the same as stated for repair of structure/coat-
• The Inspection and Maintenance Plan is not complied ing/equipment (first two cases above).
with (e.g. delays in performing the operations pro-
grammed according to the plan or the scope of inspec- 5.4.3 The withdrawal of the STAR-HULL notation may be
tion and/or maintenance not completely fulfilled), decided in different cases, such as:
and/or the maintenance of the database is not fulfilled.
The action to be taken is: • recurrent suspension of the STAR-HULL notation
- either the immediate compliance with the require- • suspension of the STAR-HULL notation for more than a
ments or the imposition of a recommendation if the given period (i.e. 3 months)
non-conformity is of a minor nature or is an excep-
tional occurrence • expiry or withdrawal of class.

Pt E, Ch 2, Sec 2
SECTION 2 STAR-MACH
1 General 1.1.4 Class renewal survey

The assignment of the STAR-MACH and STAR-MACH-PMS
notations imply that the class renewal surveys of machinery
1.1 Principles are carried out by applying the planned maintenance
scheme (PMS) described in Part A, Ch 2, Sec 2. The proce-
1.1.1 Application dure of recognizing surveys carried out by the Chief Engi-
neer, as indicated in Part A, Ch 2, Sec 2 when CMS or PMS
The additional class notations STAR-MACH and STAR-
schemes are adopted, is also applied.
MACH-PMS are assigned, in accordance with Pt A, Ch 1,
Sec 2, [6.2.3] to ships complying with the requirements of The combination of the Inspection and Maintenance Plan
this Section. implemented by the Naval Authority and the risk analysis
carried out by the Society enables to improve the planned
1.1.2 Inspection and Maintenance Plan maintenance scheme (PMS), as described in Part A, Ch 2,
Sec 2. For instance, it is possible to allow the inspection of a
The STAR-MACH notation reflects the fact that a procedure machinery item based on running hours to be performed at
including periodic and corrective maintenance, condition- intervals exceeding five years, based on its actual condi-
monitoring as well as periodic and occasional inspections tions and performances on board.
of machinery installations and equipment (hereinafter
referred to as the Inspection and Maintenance Plan) is oper- 1.1.5 Manufacturer’s recommendations
ated on board and at the Naval Authority’s offices.
The STAR-MACH notation has by no means to be consid-
The implementation of the Inspection and Maintenance ered a relapsation or a variation of the type and timing of
Plan is verified by the Society through: maintenance recommended by the Manufacturer.
• a risk analysis, initially performed by the Society in Any possible change or optimization of the original mainte-
order to identify tentatively critical machinery and nance scheme may be considered only after the expiry of
equipment items covered in the Inspection and Mainte- the Manufacturers’ warranty period, once that all involved
nance Plan, and periodically updated to analyse the machinery and equipment are set in service and the infor-
performance of these items on the basis of the informa- mation relative to the maintenance and performance of var-
tion stored in the ship database, requiring suitable mod- ious machinery and equipment are collected and
ifications of the inspection and maintenance intervals, if elaborated, as necessary, in consultation with the Manufac-
needed turer, at Naval Authority’s request.
• periodic examination of the data recorded by the Naval

Authority and made available to the Society through an 1.2 Conditions for the assignment and
electronic ship database suitable for consultation and maintenance of the notation
analysis; and
1.2.1 Assignment of the notation
• periodic audits carried out by the Society at Naval
The procedure for the assignment of the STAR-MACH nota-
Authority’s offices and on board.
tion is the following:
1.1.3 Risk analysis • a request for the notation is to be sent to the Society
The purpose of the risk analysis is to assess the inspection • the following documentation is to be submitted to the
and maintenance process taking into account the conse- Society by the Interested Party:
quences if a system fails. - plans and documents of machinery and equipment
(see [2.1])
The risk analysis is to include at least the machinery and
equipment which are identified in [2.1]. The Society, in - the Inspection and Maintenance Plan to be imple-
consultation with the Naval Authority, may extend the mented by the Naval Authority during the ship life
scope of the risk analysis to other equipment or systems (see [2.2]), and
which are considered critical, depending on the ship’s char- - information concerning the ship database and rele-
acteristics. vant electronic support to be implemented by the
Naval Authority during the ship life (see [1.3.1])
For the purpose of the risk analysis, instruction manuals,
spare parts and tools are assumed to be available, when • the Society performs the risk analysis for the ship and its
needed. plants, based on the documentation submitted

Pt E, Ch 2, Sec 2
• the Society reviews and approves the Inspection and 1.3.5 As the risk analysis is subject to be reviewed and
Maintenance Plan, taking into account the results of the updated by the Society during the ship’s life, the software
above-mentioned risk analysis as well as the informa- used by the Naval Authority is to be compatible with the
tion concerning the ship database one used by the Society, in order to make possible the
review and updating of the risk analysis results.
• the Society carries out an initial shipboard audit to ver-
ify the compliance of the procedures on board with
respect to the submitted documentation. 2 Documentation to be submitted
1.2.2 Maintenance of the notation 2.1 Plans, documents and specifications

The maintenance of the STAR-MACH notation is based on a
risk analysis review (see [3.2]) and the following surveys to 2.1.1
be carried out by the Society, according to the scope and a) The plans and documents necessary to assign the STAR-
periodicity given in [5]: MACH notation are to include at least the machinery
• annual audit at the Naval Authority’s offices (see [5.1]) and equipment listed in Tab 1.
• annual shipboard audit (see [5.2]) b) For a new ship, the plans and documents listed in Tab 1
do not need to be duplicated with respect to the docu-
• occasional shipboard audits/surveys (see [5.3]) triggered ments requested for the purpose of classification in Part
by: C.
- risk analysis results c) The plans are to be supplemented by Manufacturer’s

specifications, including the list of relevant equipment
- changes to ship operations and accessories and instructions for their use.
- non-conformities. d) The Society may request additional documents or infor-
mation, when needed.
1.3 Ship database
1.3.1 The ship database, to be available on board and at
the Naval Authority’s offices, using an electronic support 2.2.1 The Inspection and Maintenance Plan is to include at
suitable for consultation and analysis, is to include at least least the following information:
the following information: • the list of machinery and equipment covered, including
• the documents required for the Inspection and Mainte- at least the ones listed in Tab 1
nance Plan, as indicated in [2.2], and the corresponding • for each item of machinery and equipment:
reports during the ship operation, as indicated in [4.2]
- Manufacturer’s maintenance instruction book, tak-
• the results of the risk analysis. ing into consideration the scheme recommended by
the Manufacturer (see [1.1.5])
1.3.2 The ship database is to be: - details relevant to the type of maintenance (e.g.
inspection, reconditioning, overhauls, spare parts)
• updated by the Naval Authority each time new inspec-
tion and maintenance data from the ship are available - maintenance frequency (i.e. running hours, calendar
days, weeks, months, years)
• kept by the Naval Authority.
- condition monitoring scheme, where applied
Access to the database is to be logged, controlled and - place of maintenance execution (e.g. in port, at sea)
secured.
- utilisation rate, running hours and type of service
The ship database is to include a back up system in order (e.g. heavy, light)
that the data can be readily restored, if needed.
- procedures foreseen for repairs, overhauling or sub-
stitution
1.3.3 The ship database is to be made available to the Soci-
ety. • names and qualification of personnel authorized to
carry out the duties foreseen by the Inspection and
The ship database is to be transmitted to the Society at least Maintenance Plan (see [4.4])
every six months. When agreed between the Naval Author-
ity and the Society, the required data may be automatically • procedures for the storage and backup of records and
discharged into a Society’s database. any other relevant information (see [1.3])
• procedure for modification and approval of the plan
1.3.4 The data provided in accordance with [1.3.3] will be based on feedback experience and Manufacturer’s con-
used to carry out the risk analysis. sultation, as necessary.

Pt E, Ch 2, Sec 2
Table 1 : List of machinery and equipment for which plans and documents are requested
No ITEM
1 General arrangement plan
Propulsion plant, including (if applicable):
• diesel engines
• steam or gas turbines
2 • electric motors for propulsion
• gearing
• shafting, including bearings and accessories
• propellers
Steam production and distribution, including (if applicable):
• main propulsion boilers and related accessories
3
• main condenser for propulsion boiler
• main propulsion steam system including pumps, pipes, valves, filters, etc.
Fuel oil heating system, if essential for propulsion, including (if applicable):
• steam heaters, including their accessories
4
• thermal oil heaters, including their accessories
• electrical plant supplying the electrical heaters
Fuel oil system, including:
5 • purifiers
• piping system
Lubricating oil system, including:
• purifiers
6
• coolers (if applicable)
• piping system
Cooling water system, including:
• sea water system
7
• low and high temperature fresh water system
• piping system
8 Compressed air system, including compressors and their prime movers and related piping
9 Steering gear, including all equipment and systems necessary for its control
10 Bilge system
11 Ballast system
Electricity production and distribution system, including prime movers, generators, cables protections and main
12
switchboard
13 Air ventilation system serving the machinery spaces
14 Fire prevention, detection and fighting system
15 Exhaust gas system
Automation and control systems, including information on the possibility for the system to be disconnected in case
16
failure allowing the manual control
Any other system or equipment connected in such a way that any single failure of it or part of it might affect the
17
functionality of one of the system, machinery or equipment covered by the risk analysis
3 Risk analysis • assess the Inspection and Maintenance Plan with

regards to currently accepted levels of risk
3.1 Initial risk analysis • recommend measures to improve the type and/or peri-
odicity of inspection and maintenance, when deemed
necessary.
3.1.1 Scope
The scope of the initial risk analysis, to be carried out by the 3.1.2 Process
Society in order to assign the STAR-MACH notation, is:
The overall process followed by the risk analysis is
• identify critical systems and/or components described in Ch 2, App 6.

Pt E, Ch 2, Sec 2
3.2 Risk analysis review 4.2.2 The inspection/maintenance reports are to include:
• running hours and type of service, as applicable (heavy,
3.2.1 Scope light)
The initial risk analysis carried out in accordance with [3.1] • frequency of maintenance, timing, time spent for the
will be kept up-to-date by the Society, on the basis of the preventative maintenance
information and data gathered from the ship database (see • details relative to the corrective maintenance (over-
[2.2]), for instance relevant to the actual inspection and hauls, spare parts, idle time, time between two different
maintenance, including failures and repairs, if any. stops for maintenance, parts changed and parts recondi-
tioned)
Where deemed necessary, the updated data will be intro-
duced in the logic probabilistic model for a re-evaluation of • trend of condition monitoring parameters, where applied
the critical systems and components. • in case of failure:
- information on mode and reason of failure
When the reviewed risks show a significant deviation from
those identified by the initial risk analysis, the Society will - time out of service
recommend modification of the Inspection and Mainte- - type of repair carried out.
nance Plan, for instance in terms of type and periodicity of
maintenance (see [2.2]). 4.3 Changes to the Inspection and Mainte-
nance Plan
3.2.2 Major alterations
In the case of major alterations of the machinery and equip- 4.3.1 Changes to ship operation, condition monitoring, risk
ment covered by the STAR-MACH notation, the logic prob- analysis review, or any other documented justification may
abilistic model defined in accordance with [3.1] will be demonstrate that the Inspection and Maintenance Plan
updated to suit the new arrangements on board. needs to be adjusted to improve its efficiency. Where more
defects are found than it would be expected, it may be nec-
essary to increase the extent and/or the frequency of the
4 Inspection and Maintenance Plan maintenance programme. Alternatively, the extent and/or
the frequency of the maintenance may be subject to docu-
mented justification and Manufacturer’s consultation.
4.1 General
4.1.1 The Inspection and Maintenance Plan (e.g. type and 4.4 Responsible persons
frequency of maintenance) is based on the Manufacturer’s
4.4.1 The person on board responsible for the collection
recommendations, documented experience, condition
and process of maintenance data within the scope of the
monitoring and results of the risk analysis (see [3]).
Inspection and Maintenance Plan is to be authorized by the
Society in accordance with the procedure established for
4.2 Inspection and maintenance reports the recognition of machinery surveys carried out by Chief
Engineers (see Part A).
4.2.1 Inspection and maintenance reports are to be done
by the responsible person after each inspection/mainte- 5 Maintenance of the notation
nance operation. They are to be kept on board and made
available to the Surveyor on his request. An electronic form
is to be used for that purpose (see [1.3]).
5.1 Annual audit at the Naval Authority’s
offices
A copy of these reports is to be transmitted to the Naval
Authority’s Office, for their records and updating of the ship 5.1.1 The audit is to be carried out annually preferably
data base. within the prescribed six-month window as shown in Fig 1.
Figure 1 :
Annual audit at Naval Authority's office
time
0 1 2 3 4 (years)
3 month annual shipboard audit windows
Annual shipboard audit

Pt E, Ch 2, Sec 2
If more than one ship belonging to the same Owner are • an immediate revision of the Inspection and Mainte-
assigned the STAR-MACH notation, this annual audit may nance Plan is conducted, if deemed necessary.
be performed for all ships at the same time at a suitable
period agreed between the Owner and the Society. The effects of any changes in relation to the Inspection and
Maintenance Plan are monitored during the next annual
5.1.2 The Surveyor checks that the ship data base held at shipboard audit.
Owner’s office is kept updated, in particular with the
inspection and maintenance reports of the Inspection and 5.4 Suspension and withdrawal of the notation
Maintenance Plan.
From the data collected during this audit and data received 5.4.1 The maintenance of the STAR-MACH notation is sub-
from the ship, a preliminary review is done. This review ject to the same principles as those for the maintenance of
may lead to extending the scope of the audit and/or an class: surveys are to be carried out by their limit dates, pos-
occasional machinery survey on board the ship, specifically sible recommendations (related to the notation) are to be
for machinery the performance of which is deteriorating. dealt with by their limit dates.
The audit includes the examination of:
The suspension of class automatically causes the suspen-
• preventive maintenance records sion of the STAR-MACH notation.
• corrective maintenance records
5.4.2 Different events may lead either to imposition of a
• predictive maintenance records, that is, planning recommendation related to the STAR-MACH notation or to
records about outstanding inspections or other actions suspension of the notation itself. Some cases are given
for the forthcoming period. below:
5.2 Annual shipboard audit a) The condition of the machinery installations is below
the minimum level required for class. The action to be
5.2.1 The annual shipboard audit is to be carried out con- taken is either the immediate repair or the imposition of
currently with the annual survey. a recommendation for class (if acceptable) and suspen-
sion of the STAR-MACH notation. However, in cases
5.2.2 During this audit the Surveyor: where the recommendation is of a minor nature, the
notation may not be suspended.
• verifies that the ship data base is kept updated and trans-
mitted to the Owner’s office b) The Inspection and Maintenance Plan is not complied
with (e.g. delays in performing the operations pro-
• verifies the consistency and implementation of the
grammed according to the plan or the scope of inspec-
Inspection and Maintenance Plan
tion and/or maintenance not completely fulfilled),
• carries out additional inspections and/or tests relevant to and/or the maintenance of the data base is not fulfilled.
machinery, if required as a result of the audit at the
Owner’s office. The action to be taken is:
• either the immediate compliance with the require-
5.3 Occasional onboard audits and/or sur- ments or the imposition of a recommendation, if the
veys non-conformity is of a minor nature or is an excep-
tional occurrence, or
5.3.1 Occasional audits may be required after audits at the • the suspension of the STAR-MACH notation, if the
Owner’s offices that showed the Inspection and Mainte- non-conformity is of a major nature or a recurrence.
nance Plan has not been applied or working in the manner
intended, or that particular equipment showed abnormal c) A defect or a deficiency is found in applying the Inspec-
behaviour. tion and Maintenance Plan. The actions to be taken are
the same as stated above both for repair of machinery
5.3.2 The Society is to be notified when an item is due to installations (case a) above) and for the application of
be repaired on a non-scheduled basis because of failure. the Inspection and Maintenance Plan (case b)).
The notification is to include the place, time and specifica- d) An unexpected defect or deficiency is found or a casu-
tion of the corrective action which has to be executed. The alty occurs, i.e. not as a result of lack of maintenance or
Society will decide whether to carry out an occasional on failure in the application of the Inspection and Mainte-
board survey. nance Plan. The actions to be taken are the same as
stated in the case a) above.
5.3.3 Changes to the operation of the ship and/or modifica-
tions to machinery and/or equipment are to be notified to 5.4.3 The withdrawal of the STAR-MACH notation may be
the Society, so that: decided in different cases, such as:
• a survey onboard the ship may be carried out to verify
• recurrent suspension of the STAR-MACH notation
the changes and modifications
• suspension of the STAR-MACH notation for more than a
• the effects of the changes and modifications could be
given period (i.e. 3 months)
taken into consideration, if deemed necessary, during
the next risk analysis • expiry or withdrawal of class.

Pt E, Ch 2, App 1
APPENDIX 1 ACCEPTANCE CRITERIA FOR ISOLATED AREAS

OF ITEMS
1 General 1.1.2 The acceptable limits for the thickness diminution of

isolated areas of items contributing to the hull girder longi-
tudinal strength are specified in:
1.1 Application • Tab 1 for the bottom zone items
• Tab 2 for the neutral axis zone items
1.1.1 The acceptance criteria consist in checking that the
• Tab 3 for the deck zone items.
thickness diminution of an isolated area of an item (mea-
sured according to Ch 2, Sec 1, [4.3.2]) is less than the The acceptable limits for the thickness diminution of iso-
acceptable limits specified in [1.1.2]. Otherwise, actions lated areas of items not contributing to the hull girder longi-
according to Ch 2, Sec 1, [4.3.2] are to be taken. tudinal strength are specified in Tab 4.
Table 1 : Acceptable limits for the thickness diminution of isolated areas of items
Items contributing to the hull girder longitudinal strength and located in the bottom zone
Item Acceptance limit

Plating of: • keel, bottom and bilge
• inner bottom 18%
• lower strake of longitudinal bulkheads
Longitudinal ordinary stiffeners of: • keel, bottom and bilge web 18%
• inner bottom
• lower strake of longitudinal bulkheads flange 15%
web 18%
Longitudinal primary supporting members
flange 15%
Items contributing to the hull girder longitudinal strength and located in the neutral axis zone

Plating of: • side
• longitudinal bulkheads 18%
• decks
Longitudinals ordinary stiffeners of: • side web 18%
• longitudinal bulkheads
• decks flange 15%
web 18%
flange 15%
Items contributing to the hull girder longitudinal strength and located in the deck zone

Plating of: • upper deck, stringer plate and sheerstrake
18%
• upper strake of longitudinal bulkheads
Longitudinal ordinary stiffeners of: • upper deck, stringer plate and sheerstrake web 18%
• upper strake of longitudinal bulkheads flange 15%
web 18%
flange 15%

Pt E, Ch 2, App 1
Items not contributing to the hull girder longitudinal strength

plating 18%
Hatch coamings
brackets 22%
top plating 18%
Hatch covers side and end plating 18%
ordinary stiffeners 18%
Plating of transverse bulkheads 18%
web 22%
Ordinary stiffeners of transverse bulkheads flange 18%
brackets 22%
web 18%
Vertical primary supporting members and horizontal girders of bulkheads flange 15%
brackets /stiffeners 18%
web 18%
Side frames flange 15%
brackets / stiffeners 18%
web 18%
Deck and bottom transverse primary supporting members flange 15%
brackets 18%
Plating of the forward and aft peak bulkheads 18%
web 22%
Ordinary stiffeners of the forward and aft peak bulkheads
flange 18%

Pt E, Ch 2, App 2
APPENDIX 2 ACCEPTANCE CRITERIA FOR ISOLATED ITEMS
Symbols
tA : As-built thickness of plating, in mm wM : Section modulus, in cm3, of ordinary stiffeners,
to be calculated on the basis of the measured
tM : Measured thickness of plating, in mm thicknesses of web, face plate and attached
tC : Corrosion additions, in mm, defined in Pt B, Ch plating
4, Sec 2, [3] wR : Renewal section modulus, in cm3, of ordinary
stiffeners i.e. the section modulus that an ordi-
tC1, tC2 : Corrosion additions, in mm, defined in Pt B, Ch
nary stiffener of a ship in service is to have to
4, Sec 2, [3] for the two compartments sepa-
fulfil the yielding check.
rated by the plating under consideration. For
plating internal to a compartment, tC1 = tC2 = tC tR,W : Renewal thickness, in mm, of ordinary stiffener
web, i.e. the web thickness that an ordinary
tR : Overall renewal thickness, in mm, of plating, in stiffener of a ship in service is to have in order to
mm, defined in: fulfil the buckling check. This thickness is to be
calculated as specified in [3.2.2]
• [2.2.1] in general
tR,F : Renewal thickness, in mm, of ordinary stiffener
• [4.3.1] for the plating which constitutes pri- face plate, i.e. the face plate thickness that an
mary supporting members ordinary stiffener of a ship in service is to have
tR1 : Minimum renewal thickness, in mm, of plating in order to fulfil the buckling check. This thick-
ness is to be calculated as specified in [3.2.2]
defined in [2.2.2]
wG : Rule gross section modulus, in cm3, of ordinary
tR2 : Renewal thickness, in mm, of plating subjected stiffeners, defined in [3.2.3]
to lateral pressure or wheeled loads, i.e. the
thickness that the plating of a ship in service is WRR : Re-assessment work ratio, defined in [4.2.1]
to have in order to fulfil the strength check. This WRA : As-built work ratio, defined in [4.2.2]
thickness is to be calculated as specified in
[2.2.3] tRY : Yielding renewal thickness, in mm, of primary
supporting members, i.e. the thickness that the
tR3 : Compression buckling renewal thickness, in plating which constitutes primary supporting
mm, i.e. the thickness that the plating of a ship members of a ship in service is to have in order
in service is to have in order to fulfil the com- to fulfil the yielding check. This thickness is to
pression buckling check. This thickness is to be be calculated as specified in [4.3.2]
calculated as specified in [2.2.4]
tRB : Buckling renewal thickness, in mm, of primary
tR4 : Shear buckling renewal thickness, in mm, i.e. supporting members, i.e. the thickness that the
the thickness that the plating of a ship in service plating which constitutes primary supporting
is to have in order to fulfil the shear buckling members of a ship in service is to have in order
check. This thickness is to be considered only to fulfil the buckling check. This thickness is to
for ships equal to or greater than 90 m in length be calculated as specified in [4.3.3]
and is to be calculated as specified in [2.2.5] E : Young’s modulus, in N/mm2, to be taken equal
to:
tG : Rule gross thickness, in mm, of plating, defined
in [2.2.6] • for steels in general:
tA,W : As built thickness of ordinary stiffener web, in E = 2,06.105 N/mm2

mm • for stainless steels:
tA,F : As built thickness of ordinary stiffener face E = 1,93.105 N/mm2
plate, in mm
ν : Poisson’s ratio. Unless otherwise specified, a
tM,W : Measured thickness of ordinary stiffener web, in value of 0,3 is to be taken into account
mm ReH : Minimum yield stress, in N/mm2, of the mate-
rial, defined in Pt B, Ch 4, Sec 1, [2]
tM,F : Measured thickness of ordinary stiffener face
plate, in mm γm, γR, γK1, ... , γK9 : Partial safety factors, defined in [1].

Pt E, Ch 2, App 2
1 Partial safety factors 1.2.3 Partial safety factor γK5 for ordinary stiffeners
The partial safety factor for yielding checks of ordinary stiff-
1.1 General eners (γΚ5) is to be calculated as specified in [3.2.1].
1.1.1 The partial safety factors γm and γR are defined in:

1.2.4 Partial safety factors γK6, γK7, γK8 and γK9 for
• Pt B, Ch 7, Sec 1, [1.2] for plating primary supporting members
• Pt B, Ch 7, Sec 2, [1.2] for ordinary stiffeners
These partial safety factors are to be calculated as specified
• Pt B, Ch 7, Sec 3, [1.3] for primary supporting mem- in:
bers.
• [4.2.1] for reassessment structural analyses (γK6, γK7)
1.2 Partial safety factors based on the • [4.3.2] for yielding strength checks (γK8)
increased knowledge of the structure
• [4.3.3] for buckling strength checks (γΚ9).
1.2.1 General
The partial safety factors γK1, γK2, το γΚ9 take into account the
increased knowledge of the structural behaviour obtained
2 Acceptance criteria for plating
through the surveys carried out on in-service ship structures
and verification of their performances. Therefore, they have 2.1 Application
values equal to or less than 1,0 and apply to reduce the par-
tial safety factor on resistance, γR, adopted in the strength
2.1.1 General
checks of new ships (see Part B, Chapter 7.
The acceptance criteria for measured thicknesses of plating,
1.2.2 Partial safety factors γK1, γK2, γK3 and γK4 for together with the application procedure to be adopted dur-
plating ing the reassessment of hull structures, are indicated in Fig 1.
These partial safety factors are to be calculated as specified
in:
2.2 Renewal thicknesses
• [2.2.2] for minimum thicknesses (γK1)
• [2.2.3] for the strength checks of plate panels subjected 2.2.1 Overall renewal thickness
to lateral pressure or wheeled loads (γK2)
The overall renewal thickness is to be obtained, in mm,
• [2.2.4] for the compression buckling strength checks
from the following formula:
(γΚ3)
• [2.2.5] for the shear buckling strength checks (γΚ4). tR = max (tR1, tR2, tR3, tR4)
Figure 1 : Acceptance criteria for measured thicknesses of plating and application procedure
YES
Thickness measurements tM tM< tR Steel renewal required
NO
YES
tM > t +0,5 (t - t ) No steel renewal required
R G R
NO
HOT SPOT ITEM

Pt E, Ch 2, App 2
2.2.2 Minimum renewal thickness t3 : Net thickness to be obtained, in mm, from the
The minimum renewal thickness is to be obtained, in mm, following formulae:
2
b σ x1 γ R γ m 12 ( 1-ν ) 3 R eH
tR1 = t1 γK1 t 3 = --- ------------------------------------------
- 10 for γ m γ R σ x1 ≤ -------
-
π EK 1 ε 2
where: 2 2
b 3 ( 1-ν )R eH R eH
- 10 for γ m γ R σ x1 > -------
t 3 = --- -----------------------------------------------
3
t1 : Minimum net thickness, in mm, to be calcu- -
π EK 1 ε ( R eH -σ x1 γ R γ m ) 2
lated as specified in Pt B, Ch 7, Sec 1, [2.2]
b : Length, in m, of the plate panel side, defined in
γK1 : Partial safety factor:
Pt B, Ch 7, Sec 1, [5.1.2]
γK1 = NP Ψ1
σx1 : In plane hull girder normal stress, in N/mm2 to
without being taken greater than 1,0 be calculated as specified in Pt B, Ch 7, Sec 1,
Np : Coefficient defined in Tab 1 [5.2.2], considering the hull girder transverse
sections as being constituted by elements (plat-
t C1 + t C2
Ψ 1 = 1 + ------------------
- ing, ordinary stiffeners, primary supporting
t1
members) having their measured thicknesses
and scantlings
Table 1 : Coefficient NP
ε, K1 : Coefficients defined in Pt B, Ch 7, Sec 1, [5.3.1]
Plating Coefficient NP
γK3 = NP Ψ3
In general, including that which constitutes
0,85
web of primary supporting members without being taken greater than 1,0
Plating which constitutes face plate of pri- Np : Coefficient defined in Tab 1
0,89
mary supporting members
t C1 + t C2
Ψ 3 = 1 + ------------------
-
t3
2.2.3 Renewal thickness of plating subjected to
lateral pressure or wheeled loads
2.2.5 Shear buckling renewal thickness
The renewal thickness of plating subjected to lateral pres-
The shear buckling renewal thickness is to be obtained, in
sure or wheeled loads is to be obtained, in mm, from the
mm, from the following formula:
following formula:
tR4 = t4 γK4
t R2 = t 2 γ K2
where:
where:
t4 : Net thickness to be obtained, in mm, from the
t2 : Net thickness, in mm, to be calculated as speci-
following formulae:
fied in:
• Pt B, Ch 7, Sec 1, [3], as applicable, for b τ 1 γ R γ m 12 ( 1-ν ) 3
2
R eH
plating subjected to lateral pressure t 4 = --- ---------------------------------------
- 10 for γ m γ R τ 1 ≤ ----------
-
π EK 2 2 3
• Pt B, Ch 7, Sec 1, [4], as applicable, for 2 2
b 3 ( 1-ν )R eH R eH
- 10 for γ m γ R τ 1 > ----------
t 4 = --- ------------------------------------------------- -
3
plating subjected to wheeled loads
π EK 2 ( R eH - 3τ 1 γ R γ m ) 2 3
where the hull girder stresses are to be calcu-
lated considering the hull girder transverse sec- b : Length, in m, of the plate panel side, defined in
tions constituted by elements (plating, ordinary Pt B, Ch 7, Sec 1, [5.1.3]
stiffeners, primary supporting members) having
τ1 : In plane hull girder shear stress, in N/mm2, to be
their measured thicknesses and scantlings
calculated as specified in Pt B, Ch 7, Sec 1,
γK2 : Partial safety factor: [5.2.3], considering the hull girder transverse
γK2 = NP Ψ2 sections as being constituted by elements (plat-
ing, ordinary stiffeners, primary supporting
without being taken greater than 1,0
members) having their measured thicknesses
Np : Coefficient defined in Tab 1 and scantlings
t C1 + t C2 Κ2 : Coefficient defined in Pt B, Ch 7, Sec 1, [5.3.2]
Ψ 2 = 1 + ------------------
-
t2
2.2.4 Compression buckling renewal thickness γK4 = NP Ψ4
The compression buckling renewal thickness is to be without being taken greater than 1,0
obtained, in mm, from the following formula: Np : Coefficient defined in Tab 1
tR3 = t3 γK3 t C1 + t C2
Ψ 4 = 1 + ------------------
-
where: t4

Pt E, Ch 2, App 2
2.2.6 Rule gross thickness where:

The rule gross thickness is to be obtained, in mm, from the wY : Net section modulus, in cm3, to be calculated
following formula: as specified in Pt B, Ch 7, Sec 2, [3], where the
tG = max (t1 , t2 , t3 , t4) + tc1 + tc2 hull girder stresses are to be calculated consid-
ering the hull girder transverse sections consti-
where t1, t2, t3 and t4 are the net thicknesses defined in tuted by elements (plating, ordinary stiffeners,
[2.2.2], [2.2.3], [2.2.4] and [2.2.5], respectively. primary supporting members) having their mea-
sured thicknesses and scantlings
3 Acceptance criteria for ordinary stiff- γK5 : Partial safety factor:
eners γK5 = NS Ψ5
without being taken greater than 1,0
3.1 Application NS : Coefficient defined in Tab 2
3.1.1 The acceptance criteria for measured scantlings of βt
1 + -------C-
ordinary stiffeners, together with the application procedure w
Ψ 5 = -----------------Y
to be adopted during the reassessment of hull structures, are 1 – αt C
indicated in Fig 2. α, β : Parameters, depending on the type of ordinary
stiffener, defined in Pt B, Ch 4, Sec 2, Tab 1.
Table 2 : Coefficient NS
3.2.1 Renewal section modulus
Ordinary stiffeners NS
The renewal section modulus is to be obtained, in cm3,
from the following formula: Flat bars and bulb profiles 0,85
wR = wY γK5 Flanged profiles 0,81
Figure 2 : Acceptance criteria for measured scantlings of ordinary stiffeners and application procedure
WM< WR
OR
Scantling measurements YES Steel renewal required
t M,W < tR,W
tM, t M,W , t M,F
OR
t M,F < tR,F
NO
WM ³ WR + 0,25(WG - WR )
AND
t M,W ³ tR,W + 0,25(t -t ) YES

A,W R,W No steel renewal required
AND
t
M,F
³ t R,F + 0,25(tA,F - tR,F )
NO
HOT SPOT ITEM

Pt E, Ch 2, App 2
Table 3 : Coefficients CW and CF
CW CF
Type of ordinary stiffeners ReH = 235 ReH = 315 ReH = 355 ReH = 235 ReH = 315 ReH = 355
N/mm2 N/mm2 N/mm2 N/mm2 N/mm2 N/mm2
Flat bar 20 18 17,5 Not applicable
Bulb 56 51 49 Not applicable
With symmetrical face plate 56 51 49 34 30 29
With non-symmetrical face plate 56 51 49 17 15 14,5
3.2.2 Renewal web and face plate thicknesses γK6 : Partial safety factor:
The renewal web and face plate thicknesses are to be γK6 = 0,85
obtained, in mm, from the following formulae: γK7 : Partial safety factor:
tR,W = hW / CW γK7 = 1,00
tR,F = bF / CF WRY : Yielding work ratio, defined in [4.2.3]
where: WRB : Buckling work ratio, defined in [4.2.4].
hw : Web height, in mm 4.2.2 As-built work ratio

bf : Face plate breadth, in mm The as-built work ratio is to be obtained from the following
CW, CF : Coefficients depending on the type and material formula:
of ordinary stiffeners, defined in Tab 3. WRA = max (WRY, WRB)
In any case, the renewal web and face plate thicknesses are where:
to be not less than those obtained according to Pt A, Ch 2, WRY : Yielding work ratio, defined in [4.2.3]
App 3, [4], considering a maximum percentage of wastage
WRB : Buckling work ratio, defined in [4.2.4].
equal to 0,75 times the relevant values there specified.
4.2.3 Yielding work ratio
3.2.3 Rule gross section modulus
The yielding work ratio is to be obtained from the following
The rule gross section modulus is to be obtained, in cm3, formula:
γ R γ m σ VM
w Y + βt C WR Y = --------------------
-
wG = --------------------
- Ry
1 – αt C
where:
where: σVM : Equivalent stress, in N/mm2, to be calculated as
α, β : Parameters, depending on the type of ordinary specified in Pt B, Ch 7, App 1, [5.1.2], consider-
stiffener, defined in Pt B, Ch 4, Sec 2, Tab 1 ing the hull structure as being constituted by
wY : Net section modulus, in cm3, defined in [3.2.1]. elements (plating, ordinary stiffeners, primary
supporting members) having their measured
thicknesses and scantlings
4 Acceptance criteria for primary sup- Ry : Minimum yield stress, in N/mm2, of the mate-
porting members rial, to be taken equal to 235/k N/mm2
k : Material factor, defined in Pt B, Ch 4, Sec 1,
4.1 Application [2.3].
4.1.1 The acceptance criteria for measured scantlings of 4.2.4 Buckling work ratio
primary supporting members, together with the application The buckling element work ratio is to be obtained from the
procedure to be adopted during the reassessment of hull following formula:
structures, are indicated in Fig 3.
WRB = max (WRB1, WRB2, WRB3, WRB4)
where:
4.2 Work ratios
WRB1 : Compression buckling work ratio:
4.2.1 Reassessment work ratio γR γm σ
WR B1 = -----------------b
The reassessment work ratio is to be obtained from the fol- σc
lowing formula: WRB2 : Shear buckling work ratio:
WRR = max (γK6WRY, γK7WRB) γR γm τb
WR B2 = ---------------
-
where: τc

Pt E, Ch 2, App 2
Figure 3 : Acceptance criteria for measured scantlings of primary supporting members and application procedure
Scantling measurements
tM
STRUCTURAL ANALYSIS
NO WRR > 0,975

OR
t M < 0,7t A
YES
Damage found? t >t

M R
YES YES
NO Reinforcement
NO
Definition
NO
t >t
M R
YES
STRUCTURAL ANALYSIS
UPDATE
YES WRA > 1,0

for the item affected
by the damage
NO
No steel renewal HOT SPOT Steel renewal Repair with

required ITEM required reinforcement
WRB3 : Compression, bending and shear buckling work σc,τc : Critical buckling stresses, in N/mm2, defined in
ratio: Pt B, Ch 7, Sec 1, [5.3]
F : Coefficient defined in Pt B, Ch 7, Sec 1, [5.4.4]
F
WR B3 = ---- Fc : Coefficient to be obtained from the following
Fc
formulae:
WRB4 : Bi-axial compression and shear buckling work
σ comb R eH
ratio: for ------------
- ≤ -------------
-:
F 2γ R γ m
1
--- Fc = 1
σ a  n  σ b  n n
WR B4 = γ R γ m   -------------
- + --------------- σ comb R eH
  R a σ c ,a  R b σ c ,b  - > -------------
for ------------ -:
F 2γ R γ m
σa, σb, τb : Normal and shear stresses, in N/mm2, defined 4σ comb  σ comb 
F c = ----------------------
- 1 – ----------------------
-
in Pt B, Ch 7, Sec 1, [5.4] R eH ⁄ γ R γ m  R eH ⁄ γ R γ m

Pt E, Ch 2, App 2
σcomb : Combined stress in N/mm2, defined in Pt B, Ch WRY : Yielding work ratio, defined in [4.2.3]
7, Sec 1, [5.4.4] γK8 : Partial safety factor:
σc,a, σc,b : Critical buckling stresses, in N/mm2, defined in
γK8 = NP ΨY
Pt B, Ch 7, Sec 1, [5.4.5]
n, Ra, Rb : Coefficients defined in Pt B, Ch 7, Sec 1, Np : Coefficient defined in Tab 1
[5.4.5]. 0 ,25 ( t C1 + t C2 )
The above quantities are to be calculated considering the Ψ Y = 1 + -----------------------------------
-
tY
hull structure as being constituted by elements (plating,
ordinary stiffeners, primary supporting members) having 4.3.3 Buckling renewal thickness
their measured thicknesses and scantlings.
The buckling renewal thickness is to be obtained, in mm,
tRB = tB γK9
4.3.1 Overall renewal thickness
where:
The overall renewal thickness is to be obtained, in mm,
from the following formula: tB : Net thickness to be obtained, in mm, from the
tR = max (tRY, tRB, 0,75tA) following formula:
4.3.2 Yielding renewal thickness t B = [ t A – 0 ,5 ( t C1 + t C2 ) ] 3 WR B

The yielding renewal thickness is to be obtained, in mm, WRB : Buckling work ratio, defined in [4.2.4]
tRY = tY γK8
γK9 = NP ΨB
where:
tY : Net thickness to be obtained, in mm, from the Np : Coefficient defined in Tab 1
following formula: 0 ,25 ( t C1 + t C2 )
Ψ B = 1 + -----------------------------------
-
tY = [tA − 0,5 (tC1 + tC2)] WRY tB

Pt E, Ch 2, App 3
APPENDIX 3 ACCEPTANCE CRITERIA FOR ZONES
1 General Table 1 : Acceptable limits for the sectional area

diminution of zones
1.1 Application Zone Acceptable limit
1.1.1 The acceptance criteria consist in checking that the Bottom zone 7%
sectional area diminution of a zone (measured according to Side 11%
Ch 2, Sec 1, [4.3.4]) is less than the acceptable limits speci- Neutral
axis zone Inner side and
fied in [1.1.2]. Otherwise, actions according to Ch 2, Sec 1, 11%
[4.3.4] are to be taken. longitudinal bulkheads
Deck zone 7%
1.1.2 The acceptable limits for the sectional area diminu-
tion of zones are specified in Tab 1.

Pt E, Ch 2, App 4
APPENDIX 4 PITTING INTENSITY DIAGRAMS
1 General
1.1 Diagrams
1.1.1 As specified in Ch 2, Sec 1, [4.4.1], the pitting inten-
sity is defined by the percentage of area affected by pitting.
In order to define the area affected by pitting, and thus the
pitting intensity, the diagrams in Fig 1 are to be used.
Figure 1 : Pitting intensity diagrams (from 1% to 50% intensity)

Pt E, Ch 2, App 5
APPENDIX 5 NAVAL AUTHORITY’S HULL INSPECTION REPORTS
1 General 2.1.2 The report is divided into four parts:

• general identification data
1.1 • summary of findings and repairs for the different areas of
the space and for the fittings in this space
1.1.1 Application
• details of findings and repairs, as applicable
As stated in Ch 2, Sec 1, [3.5], inspection reports are to be
• additional documentation attached to the report.
prepared by the Naval Authority’s person responsible each
time an inspection is carried out within the scope of the
Inspection and Maintenance Plan. Two models of inspec- 2.2 Identification data
tion report are provided for this purpose:
2.2.1 The identification data are to give the information
• one model for inspection of spaces (applicable to
about the space inspected, date and place of inspection and
inspection of deck area structure, ballast tanks, dry
name of the person under whose responsibility the inspec-
holds and spaces, superstructures and other accessible
tion has been carried out.
compartments)
• one model for inspection of hull equipment (applicable 2.2.2 The identification of the space is to be such that:
to hatches, deck equipment, sea connections and over- • it is easy to trace the space concerned, in particular in
board discharges). cases where several identical spaces exist on the ship
One separate inspection report is to be issued for each dif- • the same identification is used for the subsequent
ferent space or equipment inspected. inspection reports pertaining to the same space.
1.1.2 Use of models 2.3 Summary of findings and repairs

The Naval Authority is to adapt these models, so far as prac-
ticable and appropriate, to the ship concerned, the spaces 2.3.1 Each space inspected is divided into items corre-
to be inspected and the existing equipment. However, the sponding to:
general content of the report and its layout are to comply • the different boundaries of the space
with the models.
• the internal structure of the space
1.1.3 Ship database • the fittings of the space.
Interested parties are reminded that, as stated in Ch 2, Sec
1, [1.3], the inspection reports are to be processed and For better understanding, the second column of the table
recorded in the ship database which is to be installed on may be used to clarify which elements belong to each item
board ship and at the Naval Authority’s offices. Therefore, or which fittings are concerned.
these models are to be used as a guide for entering the col-
2.3.2 For each item, as applicable, the summary table is to
lected data into the ship database, in an electronic form.
give a general answer to the findings and to the possible
The recording in the ship database is to be such as to easily repairs made.
retrieve the different reports pertaining the same spaces and
• When coating condition is concerned, the answer is to
equipment during the lifetime of the ship, or the reports of
be either “no coating”, or “good”, or “fair”, or “poor”,
inspections performed during a given period, or the reports
as per the definition of such conditions given in Pt A, Ch
related to the same type of space or equipment.
2, Sec 2.
The attached documentation referred to in [2.5] and [3.4] • Anode condition is to be answered by giving an esti-
may be either kept in a separate paper file or electronically mated average loss of weight as a percentage, bearing in
processed in the ship database through appropriate means. mind the acceptance criteria given in Ch 2, Sec 1, [4].
• The other columns (fractures, general corrosion, pit-
2 Report for inspection of spaces ting/grooving, deformations, repairs) are to be answered
“yes” or “no”, depending on whether or not such
2.1 General defect/repair has been found/performed.
• The column “other” is to be used to indicate whether
2.1.1 The model of Naval Authority’s report for space another type of inspection has been carried out, such as
inspection is given in Tab 1. thickness measurement, pressure test or working test.

Pt E, Ch 2, App 5
Table 1 : Naval Authority’s report for space inspection
Person responsible:
Date of inspection: Place of inspection:
Name of ship: Register number:
Name and type of space: Location (port/stbd, from frame... to frame...):
Structure area, Items in the Coating Fractures General Pitting or Deformations Repairs Other
fittings area /anode con- corrosion grooving
dition
Top
Bottom
Port side
Stbd side
Forward bulkhead
Aft bulkhead
Internal structure
Fittings
Findings during inspection: (location, type, details) Action taken: required repair, temporary repair, permanent repair
(location, type and extent)
Other documentation attached to the report:

sketches [ ] , photos [ ] , thickness measurement report [ ] , other [ ]

Pt E, Ch 2, App 5
2.4 Details of findings and repairs 3.2 Identification data
2.4.1 Each time the answer in the summary table is “poor” 3.2.1 The identification data are to give the information
for coating, or “yes” for other topics, this part of the report is about the equipment inspected, date and place of inspec-
to be used to give details on the findings, defects or repairs
tion and name of the person under whose responsibility the
concerned.
inspection has been carried out.
2.4.2 As guidance, the following details are to be given:
3.2.2 The identification of the equipment is to be such that:
• for coating found in poor condition: structural elements
concerned, type of coating defect (breakdown, hard • it is easy to trace the item of equipment concerned, in
scale) particular in cases where several identical items of
• for fractures: location of fractures, dimension, number equipment exist on the ship
of identical fractures
• the same identification is used for the subsequent
• for general corrosion: structural elements concerned, inspection reports pertaining to the same item of equip-
extent of wastage on these elements, estimation of wast- ment.
age (if thickness measurements have been taken)
• for pitting/grooving: structural elements concerned and 3.3 Detailed report
location, depth of pitting/grooving, percentage of
affected surface using diagrams in Ch 2, App 4, length
of grooving 3.3.1 The detailed report of inspection is divided into three
parts:
• for deformations: type of deformation (buckling, exter-
nal cause), location of the deformation and structural • inspection done:
elements concerned, estimation of size
- the type of inspection carried out: visual external
• for repairs (if performed without the attendance of a Sur- examination, internal examination after dismantling,
veyor, when this is possible or acceptable): type of
overhaul
repairs, elements or areas concerned.
- readings performed, when applicable: clearances,
2.5 Attached documentation thickness measurements, working pressure, or other
working parameters of the equipment
2.5.1 It is recommended that the report is supported by
- findings during the inspection: corrosion, fractures,
attaching sketches, photos, the thickness measurement
report or other documentation, when this is deemed neces- pieces of equipment worn out, broken or missing
sary to clarify the findings and/or repairs given in the • maintenance done, repairs carried out and pieces
detailed part.
renewed
For example:
• results of tests performed after the inspection, such as
• photos may be used to show the condition of the coat- working test, pressure test, hose test or equivalent for
ing and anodes, the extent of general corrosion, pitting hatch covers or other weathertight fittings, sea trials.
and grooving, or the appearance and extent of fractures
• sketches may be used to indicate fractures, deformations
and repairs, especially when a photo cannot encompass
the whole image and give a complete representation.
3.4.1 It is recommended that the report is supported by
attaching sketches, photos, the thickness measurement
3 Report for inspection of equipment report or other documentation, when this is deemed neces-
sary to clarify the findings and/or repairs given in the
3.1 General detailed part.
3.1.1 The model of Naval Authority’s report for equipment For example:
inspection is given in Tab 2.
• photos may be used to show the condition of the pieces
of equipment before their overhaul or renewal, the coat-
3.1.2 The report is divided into three parts:
ing condition of piping, or the extent of corrosion
• general identification data
• sketches may be used to indicate fractures and deforma-
• detailed report of findings and repairs
tions, clearances taken, or other measurements per-
• additional documentation attached to the report. formed.

Pt E, Ch 2, App 5
Table 2 : Naval Authority’s report for equipment inspection
Person responsible:
Date of inspection: Place of inspection:
Name of ship: Register number:
Name and type of equipment: Location (port/stbd, at frame ..., ...):
Type of inspection, findings and readings:
Repairs, maintenance, pieces renewed:
Working tests, pressure test, trials,...:
Other documentation attached to the report:

sketches [ ] , photos [ ] , thickness measurement report [ ] , other [ ]

Pt E, Ch 2, App 6
APPENDIX 6 RISK ANALYSES FOR STAR-MACH
1 General f) Event Tree Analysis (ETA) is a logic diagram used to

analyse the effects of an accident, failure or unintended
event, taking into account those actions which may mit-
1.1 Application igate or prevent their escalation. The probabilities of
success or failure of each action, multiplied by the like-
1.1.1 Scope lihood of the accident, gives the likelihood of each con-
sequence.
The scope of this appendix is to describe the procedure
foreseen in order to carry out the risk analysis for the pur- g) Failure Mode and Effect Analysis (FMEA) is a technique
pose of assigning and maintaining the STAR-MACH nota- to analyse the modes and consequences of a single fail-
tion, as given in Ch 2, Sec 2. ure of a component in a system. The effects of each sin-
gle failure are analysed to determine their severity and
The scope of the risk analysis is to identify critical systems
possible mitigation with respect to the loss of the system
and/or components, assess the Inspection and Maintenance
as a whole.
Plan with regards to acceptable levels of risk and recom-
mend measures to improve the type and/or periodicity of h) Montecarlo simulation is a technique used to obtain sta-
inspection and maintenance, when deemed necessary. tistical results about the outcome of a system, by means of
random extractions of samples in a statistical population.
1.2 Carrying out of risk analysis
1.3.2 Flow-chart
1.2.1 Initial risk analysis Each step of the procedure is indicated in Fig 1 and
described in the following paragraphs.
An initial risk analysis is to be carried out by the Society, in
accordance with Ch 2, Sec 2, [3.1.1].
2 Overall process
1.2.2 Risk analysis review
The results of the initial risk analysis will be updated by the 2.1 Selection of the ship’s critical systems
Society on the basis of the information and data gathered
from the ship database, in accordance with Ch 2, Sec 2, 2.1.1 The first step of the risk analysis is to pre-select a list
[3.2.1]. of systems and/or components which may become critical
for the safety and operation of the ship.
1.3 Procedure The selected systems and components are to include at least
the ones listed in Ch 2, Sec 2, Tab 1.
1.3.1 Definitions
2.1.2 The risk analysis is extended to other systems and/or
a) Accident is defined as an event or a series of events
components which are deemed critical from the point of
whose consequence is loss of life, injury, ship loss or
view of safety and operation of the ship, depending on her
damage, or environmental damage.
declared mission.
b) Risk is defined as the combination of the probability and
consequence of an accident. 2.2 Functional analysis of the systems
c) Top event is defined as the final outcome of an event or
a series of events (e.g. loss of propulsion). 2.2.1 The selected critical systems and components are
analysed in order to identify the functions performed by
d) Critical is a system and/or component whose failure each of them during normal operations and in the case of
may result in the loss of an essential ship’s function (e.g. emergency. For instance, the functions include propulsion,
main propulsion system). manoeuvrability, fire prevention, detection and alarm, etc.
e) Fault Tree Analysis (FTA) is a logic diagram showing the The functions and systems are broken down to a level of
causal relationship between events which singly or in detail which is appropriate for the results to be expected
combination may cause the occurrence of a top event. If from the risk analysis. Aspects relevant to the interaction of
two or more events need to occur to cause the next the functions and systems are taken into particular consider-
higher event, this is shown by a logic “and” gate. If any ation, in order to identify possible weak points, e.g. func-
one of two or more events can cause the next higher tions carried out by a single component whose failure may
event, this is shown by a logic “or” gate. impair the availability of the whole system.

Pt E, Ch 2, App 6
Figure 1 : Risk analysis overall process
SELECTION OF
SHIP'S CRITICAL
SYSTEMS
FUNCTIONAL
DEFINITION OF
ANALYSIS OF
INTERFACES
SYSTEMS
DEFINITION OF
TOP EVENTS
COLLECTION OF
FAILURE AND DATA BANKS,
MAINTENANCE HISTORICAL DATA
DATA
PREPARATION
OF LOGIC- FTA, ETA,
PROBABILISTIC MONTECARLO
ETC.
MODEL
UPDATING OF
FAILURE AND
MAINTENANCE
ANALYSIS OF FAILURE RATE, DATA
RESULTS REPAIR TIME, ETC.
INDIVIDUATION OF
CRITICAL DEFINITION OF
COMPONENTS TO INSPECTION ITEMS
BE MONOTORED AND TIMING
COLLECTION
OF ACTUAL
FAILURE AND
MAINTENANCE
DATA IN
SERVICE
ANALYSIS OF RISK
TREND

Pt E, Ch 2, App 6
2.3 Definition of top events 2.7 Individuation of the critical components

to be monitored
2.3.1 This step is relevant to the definition of the top events
which may lead to an accident. Examples of top events are: 2.7.1 The critical components to be monitored during the
• loss of propulsion ship life are those which result from the risk analysis to have
the largest influence on the risks, e.g. the failure of which
• loss of electric generation significantly increases the probability of occurrence of a top
• loss of steering capability, etc. event.
2.4 Collection of failure and maintenance data 2.8 Collection of actual failure and mainte-
nance data
2.4.1 The availability of failure and maintenance data rele-
vant to the functions and systems under consideration is an 2.8.1 The actual information and data relative to preventive
important step of the risk analysis. Examples of useful statis- and corrective maintenance and inspection on board are
tical data are the mean time between failures (MTBF) and downloaded from the ship database (see Ch 2, Sec 2, [1.3]).
the mean time to repair (MTTR). In particular, the following data are needed:
Such statistical data can be obtained from: • working hours of each component
• the ship database (see Ch 2, Sec 2, [1.3]) with data • mode, cause and time of failure
recorded from the ship under consideration or similar
ships of the same Naval Authority, when available • down time induced by the failure
• historical data on similar installations • schedule, timing and resources (manpower and con-
sumables) foreseen for the preventive maintenance
• data released by the Manufacturer
• datails on corrective maintenance (spare parts used,
• data banks. tasks carried out, mean time between two corrective
actions)
2.5 Preparation of the logic-probabilistic • date when the component has been replaced or re-con-
model ditioned.
2.5.1 A logic-probabilistic model is defined for each The actual information and data mentioned above are trans-
selected system in order to establish the relationship formed into statistical parameters, such as the mean time
between parts, sub-systems and/or components, whose fail- between failure (MTBF) and mean time to repair (MTTB) of
ure would impair an essential function of the ship. each component.
The objective of the logic-probabilistic model is to quantify
the likelihood, or probability of occurrence, and the conse- 2.9 Updating of failure and maintenance data
quences of a top event, i.e. the risks against the safety
and/or operation of the ship. 2.9.1
The model is developed by means of suitable techniques, a) The actual information and data relative to preventive
such as Fault Tree Analysis (FTA), Event Tree Analysis (ETA), and corrective maintenance and inspection on board
Failure Mode and Effect Analysis (FMEA), Montecarlo simu- are compared with the ones which were initially
lations, depending on the top events under consideration. assumed to prepare the model. Where necessary, the
This model is based on the statistical data available, such as updated data are introduced in the logic-probabilistic
the mean time between failures (MTBF) and the mean time model for a new evaluation of the results and possible
to repair (MTTR) of the selected components (see [2.4]). re-analysis of the risks.
b) In the case of substantial alterations of the ship machinery
2.5.2 The fault tree analysis will take into account the and/or equipment, the logic-probabilistic model is modi-
duplication required in the Rules for some components (e.g. fied as far as necessary, using the information available.
pumps).
c) The modified logic-probabilistic model is used for opti-
mising the maintenance scheme, according to the steps
2.6 Analysis of the results above.
2.6.1 The results from the previous steps are analysed for
the identified critical components or systems in order to 2.10 Analysis of the risk trend
improve the Inspection and Maintenance Plan, for instance
recommending actions concerning: 2.10.1 The data relevant to the critical systems and compo-
nents are gathered during the ship life in order to verify,
• preventive maintenance (e.g. inspection intervals)
through the risk analysis, whether a modification of the peri-
• corrective maintenance (e.g. procedures for repairs). odicity of Inspection and Maintenance Plan is necessary.

Pt E, Ch 2, App 7
APPENDIX 7 PLANNED MAINTENANCE SCHEME
1 General Items surveyed by the authorised person will be subject to

the confirmatory survey as detailed in Pt A, Ch 2, App 1.
1.1 1.1.6 The conditions and procedures for the approval of a
PMS are indicated in [2].
1.1.1 A Planned Maintenance Scheme (hereafter referred to
as PMS) is a survey system for machinery items which may
be considered as an alternative to the Continuous Machin- 2 Conditions and procedures for the
ery Survey system (hereafter referred to as CMS), as approval of the system
described in Pt A, Ch 2, Sec 2, [5.4].
This scheme is limited to components and systems covered 2.1 General
by CMS.
Any items not covered by the PMS are to be surveyed and 2.1.1 The PMS is to be approved by the Society. To this end
credited in the usual way. the Owner is to make a formal request to the Society and
provide the documentation and information specified in
1.1.2 This survey scheme is to be approved by the Society [2.2], combined in a manual describing the proposed
before being implemented. When the PMS system is scheme and including sample copies of the different docu-
applied, the scope and periodicity of the class renewal sur- ments to be used during the implementation of the scheme.
vey are tailored for each individual item of machinery and
determined on the basis of recommended overhauls stipu- 2.1.2 The PMS is to be programmed and maintained by a
lated by the manufacturers, documented experience of the computerised system. However, this may not be applied to
operators and, where applicable and fitted, condition moni- the current already approved schemes.
toring. For instance, within the scope of a PMS system the When using computerised systems, access for the purpose
following cases may occur: of updating the maintenance documentation and the main-
• switchboard A is surveyed based on the regular expiry tenance programmes is only granted to the person responsi-
date of the class renewal survey ble for the PMS or another person authorised by him.
• lubricating oil pump B is surveyed based on CMS Computerised systems are to include back-up devices, such
• diesel engine C is surveyed based on running hours as disks/tapes, CDs, which are to be updated at regular
• turbo pump D is surveyed based on condition monitoring. intervals.
The functional application of these systems is to be
1.1.3 In general, the intervals for the PMS are not to exceed approved by the Society.
those specified for CMS. However, for components where
the maintenance is based on running hours longer intervals
may be accepted as long as the intervals are based on the 2.2 Documentation
Manufacturer’s recommendations.
2.2.1 The documentation to be submitted is the manual
However, if an approved condition monitoring system is in mentioned above, which is to include:
effect, the machinery survey intervals based on the CMS
cycle period may be extended. a) a description of the scheme and its application on board
as well as the proposed organisation chart identifying
1.1.4 When the condition monitoring of machinery and com- the areas of responsibility and the people responsible
ponents included in the approved PMS shows that their con- for the PMS on board
dition and performance are within the allowable limits, no b) the list of items of machinery and components to be
overhaul is necessary, unless specified by the Manufacturer. considered for classification in the PMS, distinguishing
for each the principle of survey periodicity used as indi-
1.1.5 On board the ship there is to be a person responsible
cated in [1.1.2]
for the management of the PMS for the purpose of which he
is to possess the appropriate professional qualifications. c) the procedure for the identification of the items listed in
This person is usually the Chief Engineer; however, another b), which is to be compatible with the identification sys-
person designated by the Owner may be accepted by the tem adopted by the Society
Society provided that his qualifications are considered d) the scope and time schedule of the maintenance proce-
equivalent to those of the Chief Engineer. dures for each item listed in b), including acceptable
The surveys of machinery items and components covered limit conditions of the parameters to be monitored
by the PMS may be carried out by personnel on board who based on the manufacturers’ recommendations or
have been issued a statement of authorization, under the recognised standards and laid down in appropriate pre-
conditions and limits given in Pt A, Ch 2, App 1. ventive maintenance sheets

Pt E, Ch 2, App 7
e) the original reference data, monitored on board, for 3.1.2 Upon the successful outcome of the Implementation
machinery undergoing maintenance based on condition Survey, the PMS is considered approved. The relevant
monitoring annex to the Certificate of Classification of the ship is
f) the list and specifications of the condition monitoring updated.
equipment, including the maintenance and condition
monitoring methods to be used, the time intervals for 4 Retention and withdrawal of the system
maintenance and monitoring of each item and accept-
able limit conditions
4.1
g) the document flow and pertinent filing procedure.
4.1.1 The PMS system is retained throughout the class
2.3 Information on board period provided that:
2.3.1 The following information is to be available on board: • an annual report covering the year’s service is supplied
to the Society in accordance with [2.4]
a) all the documentation listed in [2.2], duly updated
b) the maintenance instructions for each item of machin- • an annual audit in accordance with [5.2] is satisfactorily
ery, as applicable (supplied by the manufacturer or by completed
the shipyard) • any change to the approved PMS is submitted to the
c) the condition monitoring data of the machinery, includ- Society for agreement and approval.
ing all data since the last dismantling and the original
reference data 4.1.2 The survey arrangement for machinery according to
the PMS may be withdrawn by the Society if the PMS is not
d) reference documentation (trend investigation proce- satisfactorily operated on account of either the maintenance
dures etc.) records or the general condition of the machinery or the
e) the records of maintenance performed, including condi- failure to observe the agreed intervals between overhauls.
tions found, repairs carried out, spare parts fitted
f) the list of personnel on board in charge of the PMS man- 4.1.3 The Owner may discontinue the PMS at any time by
agement. informing the Society in writing. In this case, the items
which have been inspected under the PMS since the last
annual audit will be credited for class at the discretion of
2.4 Annual report
the attending Surveyor.
2.4.1 An annual report covering the year’s service is to be
supplied to the Society. It is to include the following infor- 4.1.4 In the case of sale or change of management of the
mation: ship or transfer of class, the approval of the PMS will be
reconsidered.
• the list of items of machinery and components (item b)
in [2.2.1]) and the procedure for their identification
• the preventive maintenance sheets 5 Surveys
• the condition monitoring data, including all data since
the last dismantling and the original reference data of 5.1 Implementation survey
the machinery checked through condition monitoring
• any changes to the other documentation in [2.2]. 5.1.1 The implementation survey is to be carried out by a
• full trend analysis (including spectrum analysis for Surveyor of the Society, as stated in [3.1.1], within one year
vibrations) of machinery displaying operating parame- from the date of the documentation approval.
ters exceeding acceptable tolerances. In such cases, the
5.1.2 The scope of this survey is to verify that:
actions taken to restore the values of the parameters
within the acceptable tolerances are also to be reported. • the PMS is implemented in accordance with the
approved documentation and is suitable for the type
All the documentation is to be signed by the person respon- and complexity of the components and systems on
sible mentioned in [1.1.5]. board
• the documentation required for the annual audit is pro-
3 Implementation of the system duced by the PMS
3.1 • the requirements of surveys and testing for retention of

class are complied with
3.1.1 When the documentation submitted has been • the shipboard personnel are familiar with the PMS pro-
approved and the PMS system has been implemented on cedures.
board and used for a sufficient period (which is not to
exceed one year) so that all personnel become familiar with Upon the successful outcome of the survey confirming the
it, a survey is to be carried out in order to start the system proper implementation of the PMS, the system is considered
and make it officially operational. The scope of this survey, operational subject to the submission to the Society of a
referred to as Implementation Survey, is given in [5.1.1]. report describing the system.

Pt E, Ch 2, App 7
5.2 Annual audit 5.3 Damage and repairs

5.3.1 Damage to components or items of machinery is to
5.2.1 Once the PMS system is implemented, the continued
be reported to the Society. The repairs of such damaged
compliance with the requirements for checks, overhauls
components or items of machinery are to be carried out to
and repairs, where needed, indicated in [2] is to be verified
the satisfaction of the Surveyor.
by means of annual audits in order to confirm the validity of
the approved survey scheme system. 5.3.2 Any repair and corrective action regarding machinery
under the PMS system is to be recorded in the PMS logbook
5.2.2 The annual audit is to be carried out in conjunction and repair verified by the Surveyor at the Annual Audit.
with the annual class surveys.
5.3.3 In the case of outstanding recommendations or
records of unrepaired damage which may affect the PMS,
5.2.3 The purpose of this audit is to verify that the scheme
the relevant items are to be taken out of the PMS until the
is being correctly operated, in particular that all items (to be recommendations have been fulfilled or the repairs carried
surveyed in the relevant period) have actually been sur- out.
veyed in due time. A general examination of the items con-
cerned is carried out.
6 Machinery items surveyed on the
5.2.4 The maintenance and performance records are exam-
basis of condition monitoring
ined to verify that the machinery has been functioning satis-
factorily since the previous survey or audit or, if necessary, 6.1
that the necessary measures have been taken in response to
machinery operating parameters exceeding acceptable tol- 6.1.1 The extent of condition-based maintenance and asso-
ciated monitoring equipment to be included in the mainte-
erances, and that the overhaul intervals have been
nance scheme is decided by the Owner. The minimum
observed.
parameters to be checked in order to monitor the condition
of the various machinery for which this type of maintenance
5.2.5 Written reports of breakdown or malfunction are to is accepted are indicated in [6.1.2] to [6.1.5].
be made available.
6.1.2 For the main diesel engine the parameters to be
5.2.6 The description of the repairs, if any, carried out is to checked are the following:
be examined. Any machinery part or component which has • power output
been replaced by a spare due to damage is to be retained • rotational speed
on board, where possible. On this occasion such replaced
• indicator diagram (where possible)
parts are to be submitted to the examination of the Sur-
veyor. • fuel oil temperature and/or viscosity
• charge air pressure
5.2.7 Where condition monitoring equipment is in use, • exhaust gas temperature for each cylinder
functions tests, confirmatory inspections and random check • exhaust gas temperature before and after the turbo-
readings are to be carried out as far as practicable and rea- chargers
sonable at the discretion of the Surveyor. • temperatures and pressure of engine cooling systems
The Surveyor also checks that the personnel on board in • temperatures and pressure of engine lubricating oil sys-
charge of the PMS have the appropriate authorisation (see tem
Pt A, Ch 2, App 1). • rotational speed of turbochargers
• vibrations of turbochargers
5.2.8 The Surveyor is to review the annual report or verify
• results of lubricating oil analysis
that it has been reviewed by the Society.
• crankshaft deflection readings
5.2.9 If the Surveyor is not satisfied with the results the PMS • temperature of main bearings.
is achieving, i.e. with the degree of accuracy as regards the
6.1.3 For the main and auxiliary steam turbines the param-
maintenance records and/or the general condition of the
eters to be checked are the following:
machinery, he forwards the Society a report recommending
the changes to the survey scheme and explaining the rea- • turbine bearing vibrations
sons for his suggestions. • power output
• rotational speed
5.2.10 Upon the satisfactory outcome of this audit, the Sur- • plant performance data, i.e. steam conditions at the
veyor confirms the validity of the PMS, endorses the Certifi- inlet and outlet of each turbine, saturated, superheated
cate of Classification in accordance with Pt A, Ch 2, Sec 2, and desuperheated steam conditions at the outlet of
[3.3] and decides which items can be credited for class. boilers, condenser vacuum, sea temperature.

Pt E, Ch 2, App 7
6.1.4 For the auxiliary diesel engines the parameters to be 6.1.5 For other auxiliary machinery the parameters to be
checked are the following: checked are the following, as applicable:
• exhaust gas temperature before and after the turbo-
chargers • inlet and outlet temperatures of cooling systems
• temperatures and pressure of engine cooling systems • inlet and outlet temperatures of heating systems
• temperatures and pressure of engine lubricating oil system
• vibrations and performance data of pumps and fans
• rotational speed of turbochargers
• crankshaft deflection readings. • differential pressure at filters.

Pt E, Ch 2, App 7

Part E
Chapter 3
AVAILABILITY OF MACHINERY (AVM)
SECTION 1 ALTERNATIVE PROPULSION MODE (AVM-APM)
SECTION 2 DUPLICATED PROPULSION SYSTEM (AVM-DPS)

SECTION 3 INDEPENDENT PROPULSION SYSTEM (AVM-IPSX-(V))
APPENDIX 1 PROCEDURES FOR FAILURE MODES AND EFFECT ANALYSIS

Pt E, Ch 3, Sec 1
SECTION 1 ALTERNATIVE PROPULSION MODE (AVM-APM)
1 General 1.3 Definitions

1.3.1 Main propulsion system
1.1 Application Main propulsion system is the machinery installation which
allows the ship to reach its full speed capability. It may con-
1.1.1 The additional class notation AVM-APM is assigned sist of:
in accordance with Pt A, Ch 1, Sec 2, [6.3.2] to self pro- • two or more independent propulsion sets
pelled ships arranged with means for alternative propulsion
• two or more propulsion sets having common auxiliaries,
mode complying with the requirements of this Section.
or
Where several alternative propulsion modes are available, a
suffix, according to the number of such modes, is to be • one single propulsion set.
added to the notation.
1.3.2 Alternative propulsion system
Alternative propulsion system is the machinery installation
1.2 Principle which allows the ship to reach the performance indicated in
[1.2.1] and [2.1.1]. It may be:
1.2.1 The alternative propulsion system is to be capable of • a propulsion set part of the main propulsion system
maintaining the ship in operating conditions without any defined in [1.3.1]
restriction of duration. In particular, it should allow the ship • a propulsion system sharing some components with the
to reach the first suitable port or place of refuge, escape main propulsion system (e.g. a generator driven by the
from severe environment or other operational hazards. main propulsion system and used as electric motor,
However the limitations specified in [2.1.1] apply. together with its electrical supply system), or
• an independent propulsion set located in the main pro-
1.2.2 The alternative propulsion system is to be so designed
pulsion compartment or in a separate compartment.
as to be available in the following cases:
• failure of any component of the main propulsion system 1.3.3 Alternative propulsion mode
or power generation system (see [2.1.3]) The alternative propulsion mode (APM) means the opera-
tion of the alternative propulsion system alone, without:
• maintenance operations to be carried out on any part of
• the main propulsion system when both systems are
the main propulsion system.
independent
Note 1: Failures of the alternative propulsion system components • the rest of the main propulsion system when both sys-
are not to be considered. tems are combined.
Table 1 : Documents to be submitted
Item No I/A (1) Document

1 I Machinery spaces general arrangement
2 A Description of the alternative propulsion system
3 A A risk analysis demonstrating the availability of the alternative propulsion system in case of a single failure as per
[2.1.3] (2)
4 A Calculation note for the fuel capacity necessary to satisfy the range criterion specified in [2.1.1]
5 I An operating manual with the description of the operations necessary to put the alternative propulsion system
into operation when a failure occurs, as listed in [2.1.3]
6 A Test procedures, including factory acceptance tests and sea trials
7 A Electrical load balance in APM mode
(1) A : to be submitted for approval, in quadruplicate
I : to be submitted for information, in duplicate.
(2) This analysis may be in the form of a Failure Mode and Effect Analysis (FMEA), unless the actual arrangement of the machinery
and equipment is quite simple and sufficient operating experience can be demonstrated such as to make unlike the possibility
of consequence failure in the case of a single failure. In such a case, the Society may consider to accept a functional description
of system in lieu of the requested analysis.

Pt E, Ch 3, Sec 1
1.4 Documentation to be submitted b) The following items do not need to be considered for
the purpose of granting the AVM-APM notation:
1.4.1 The documents listed in Tab 1 are to be submitted. • rigidly coupled shafting components (i.e. propeller,
propeller shaft, intermediate shafts, bearings, cou-
plings, pinions and wheels of reduction gears)
2 Design requirements • static components of the systems which are neces-
sary for the operation of the main propulsion system
(i.e. pipes, valves, pipe fittings, pipe supports, tanks,
2.1 Availability of the alternative propulsion
cables)
mode and other ship services
• loss of one compartment due to fire or flooding
2.1.1 Operating conditions to be achieved when the • plate type heat exchangers.
alternative propulsion mode is activated c) Consequence failures, i.e. any failure of any component
directly caused by a single failure of another compo-
Where the alternative propulsion mode is activated, the fol-
nent, are also to be considered.
lowing operating conditions are to be achieved (calm sea,
no current and no wind condition):
2.2 Machinery systems
• full load speed not less than 7 knots
2.2.1 Fuel oil tanks
• operating range of 150 hours, ensured by the provisions An alarm is to be activated when the level in the fuel oil ser-
detailed in [2.2.1] vice tank is below the calculated value necessary to achieve
Note 1: Fuel oil tanks capacity is to take into account all services
the range indicated in [2.1.1]. As an alternative, a dedicated
necessary for APM operation, including the following systems: tank of an appropriate capacity is to be made available.
• safety systems, including fire fighting systems, bilge system, 2.2.2 Steering gear
navigating lights, communication apparatus, life-saving a) In addition to the redundancies (main and auxiliary
appliances steering gears or duplication of the power units)
• minimum habitability services, including minimum light- required by SOLAS Regulation II-1/29 and 30), the steer-
ing (50%), ventilation (50%), air conditioning (≥ 50%), ing gear is to be so designed as to remain available in
hospital (100%), galleys (75%), refrigerated stores (100%), case of single failure affecting any other active compo-
drinking water production (100%) nent, such as a rudder actuator.
• ship autodefense system.

b) Performance of the steering gear in case of single failure
is to be in compliance with the criteria stated in Resolu-
tion MSC.137(76) “Standards for ship manoeuvrability”
2.1.2 Services not required during operation of the and in IMO Circular MSC/Circ.1053 “Explanatory notes
alternative propulsion mode
to the standards for ship manoeuvrability”.
Services not required during APM operation are all non
essential services not listed in [2.1.1]. 2.2.3 Activation of the alternative propulsion mode
When the alternative propulsion system shares some com-
ponents with the main propulsion system, it is to be capable
2.1.3 Single failures to be considered
of being activated with an effective, readily usable system,
a) The alternative propulsion mode is to be available when in a time not exceeding half an hour.
any of the following single failures occurs:
2.3 Electrical systems
• loss of a main propulsion prime mover
2.3.1 Main switchboard
• any failure of a non-static component of systems
which are necessary for the operation of the main In case of loss of one main switchboard, the alternative pro-
propulsion system (i.e. prime movers control and pulsion system is to remain available.
monitoring systems, fuel oil systems, lubricating oil
2.3.2 Emergency generator
systems, cooling system, compressed air system)
The emergency generator is not to be considered in the
• any failure of tube heat exchangers, necessary for electrical load balance when the alternative propulsion
main propulsion system mode is active.
• any failure of any non-static component of fuel oil

and lubricating oil transfer system
3 Tests on board
• any single failure of any electric apparatus, includ- 3.1 Factory acceptance tests
ing total failure of one of the main switchboards,
electric motors, transformers, distribution switch- 3.1.1 The components of the alternative propulsion system
boards, panels. are to be subjected to the running tests required by the Rules.

Pt E, Ch 3, Sec 1
3.1.2 Where the alternative electrical propulsion system is • test to demonstrate the performance required in [2.1.1]
provided, the integration tests of the alternative propulsion • test required by the risk analysis conclusions and, where
system are to be carried out in factory prior to installation. deemed necessary, simulation of certain single failures.
Note 1: During the test, the power and rotational speed of the alter-
3.2 Sea trials native propulsion system and the ship speed are to be recorded.
3.2.1 Alternative propulsion system 3.2.2 Steering gear
The alternative propulsion system is to undergo the follow- The performance test of the steering gear is to be carried out
ing tests during the sea trials: assuming a single failure, in accordance with the provisions
• activation test (see [2.2.3]) of [2.3.2].

Pt E, Ch 3, Sec 2
SECTION 2 DUPLICATED PROPULSION SYSTEM (AVM-DPS)
1 General 1.2.3 Steering

Each steering set is to be so designed as to individually
1.1 Application comply with the provisions of Pt C, Ch 1, Sec 11.
1.1.1 The additional class notation AVM-DPS is assigned in

1.3 Definitions
accordance with Pt A, Ch 1, Sec 2, [6.3.3] to self propelled
ships arranged with duplicated propulsion and steering sys-
1.3.1 Propulsion set
tems complying with the requirements of this Section.
A propulsion set includes the following components:
1.2 Principle • propeller (or impeller)
1.2.1 General • shafting

Ships having the notation AVM-DPS are to be fitted with at • gear box (where provided)
least: • driven generators and pumps (where provided)
• two independent propulsion sets, so arranged that at
least 50% of the overall power remains available when- • flexible coupling (where provided)
ever any of the propulsion plant is not in operation • prime mover
• two steering sets, so arranged that the full steering capa- • fuel supply, lubrication, cooling, starting and control
bility of the ship is maintained in case of failure of one systems.
steering set.
Note 1: The propulsion sets may be installed in the same compart- 1.3.2 Independent propulsion sets
ment. Propulsion sets are said to be independent where no com-
Note 2: The steering gears may be installed in the same compart- mon auxiliary systems are provided. It means that each pro-
ment. pulsion set has dedicated fuel supply, lubrication, cooling,
starting and control systems.
1.2.2 Propulsion
Each propulsion set is to be so designed as to individually 1.3.3 Steering set
comply with the relevant provisions of Part C, Chapter 1
A steering set includes the rudder, the rudder stock and the
and Part C, Chapter 2. In particular, its operation is to be
steering gear.
maintained or restored even in case of single failure of one
component, as listed in [2.2.1]. Partial reduction of the pro-
pulsion set capability may however be accepted when it is 1.4 Documentation to be submitted
demonstrated that the safe operation of the ship is not
impaired. 1.4.1 The documents listed in Tab 1 are to be submitted.

2 A Description of the propulsion installation
3 A Description of the steering installation
A risk analysis demonstrating the availability of the operating conditions as per [2.1.1] in case of a single failure
4 A
as per [2.2.1] (2)
An operating manual with the description of the operations necessary to recover:

5 I • the propulsion in case of failure of one propulsion set
• the operation of a propulsion set when affected by a single failure (see [2.2.1])
• the steering in case of failure of one steering set.
(1) A : to be submitted for approval, in quadruplicate
I : to be submitted for information, in duplicate.
(2) This analysis may be in the form of a Failure Mode and Effect Analysis (FMEA). Ch 3, App 1 describes an acceptable procedure
for carrying out the FMEA.

Pt E, Ch 3, Sec 2
2 Design requirements 2.3.3 Steering systems

Where ships do not have traditional rudder and steering
gears, being their steering capability supplied by azimuth
2.1 Performance of the propulsion plant
thrusters or equivalent features, means are to be provided to
with one propulsion set inoperative allow at least the same redundancy as that afforded by two
independent steering systems.
2.1.1 Operating conditions to be achieved with one
propulsion set inoperative 2.3.4 Recovery of the propulsion and steering in
The performance required in [1.2.1] for the propulsion case of failures
plant with one propulsion set inoperative is to satisfy the The time for recovering:
following criteria:
• the propulsion in case of failure of one propulsion set
• full load speed not less than 7 knots • the operation of a propulsion set when affected by a sin-
• no restriction of the operating range gle failure (see [2.2.1])
• availability of safety systems, including fire fighting sys- • the steering in case of failure on one steering set
tems, bilge system, navigating lights, communication
is not to exceed half an hour.
apparatus, life-saving appliances
• minimum habitability conditions, including minimum 2.4 Design of electrical installations
lighting, ventilation, air conditioning, galleys, refriger-
ated stores, drinking water or evaporator services (see 2.4.1 At least two main sources of electrical power and two
Ch 3, Sec 1) main switchboards are to be provided.
• operational efficiency (including combat system and
stabilizers). 2.5 Design of automation systems
2.1.2 Services not required during the operation of 2.5.1 The automation system is to be arranged in such a
the propulsion plant with one propulsion set way as to prevent the possibility that a single failure of the
inoperative control system may lead to the loss of more than one pro-
The non-essential services not listed in [2.1.1] need not be pulsion system.
supplied during the operation of the propulsion plant with
one propulsion set inoperative. 3 Tests on board
2.2 Single failures to be considered for the 3.1 Running tests
propulsion set design
3.1.1 The duplicated propulsion system is to be subjected
2.2.1 The propulsion sets are to be so designed as to to the running tests required by the Rules for similar sys-
remain available when one of the following failures occurs: tems.
• an electrically driven pump for fuel supply, cooling and
lubrication 3.2 Sea trials
• an air compressor for starting or control purposes
3.2.1 Operation of the ship with one propulsion set
• a tube heat exchanger inoperative
• a fan serving the concerned machinery compartment. The sea trials are to include the following tests with one
propulsion set inoperative:
2.3 Design of machinery systems • propulsion recovery test (see [2.3.4])
• speed measurement test.
2.3.1 Fuel oil system
Note 1: During the test, the power and the rotational speed of the
At least two store tanks and two service tanks are to be fit- active propulsion set are also to be recorded.
ted, with means to periodically equalize the content on
each set of tanks during the consumption of the fuel. 3.2.2 Operation of a propulsion set in case of single
failure
An alarm is to be activated when the level in any fuel oil
storage tank is below the calculated value necessary to During the sea trials, each type of propulsion set is to be
achieve a 150 hours range. subjected to the following tests:
• propulsion recovery test (see [2.3.4])
2.3.2 Ventilation system • tests required by the risk analysis conclusions and,
Where the propulsion sets are located in a common com- where deemed necessary, simulation of certain single
partment, the ventilation system serving this compartment is failures.
to be so designed as to allow the operation of the propul-
sion sets with an aggregate capacity of at least 50% of the 3.2.3 Steering system
full capacity while satisfying the temperature criteria laid The sea trials are to include a a recovery test of the steering
down in Pt C, Ch 1, Sec 1, [2.5.2]. system with one steering set inoperative.

Pt E, Ch 3, Sec 3
SECTION 3 INDEPENDENT PROPULSION SYSTEM (AVM-

IPSX-(V))
1 General • In case of a fire or a flooding casualty, sufficient propul-

sion power is to remain available to allow the ship to
proceed at speed of not less than 7 knots assuming that:
1.1 Application - the ship is fully laden
- the wind speed is equal to 11 m/s
1.1.1 The additional class notation AVM-IPSx-(V) is
assigned in accordance with Pt A, Ch 1, Sec 2, [6.3.4] to - the significant wave height is 2,4 m with a mean
self propelled ships arranged with means for independent period equal to 6,5 s.
propulsion system complying with the requirements of this • Full load speed not less than V knots, where V is a
Section. speed specified by the owner, but not less than 7 knots
• Range of 1000 nautical miles or range corresponding to
1.1.2 This notation is granted, provided that: 1/2 of the range achievable with the full supply of fuel,
whichever is the less
a) The ship is arranged with at least two propellers and the
• Duplicated steering rudder and steering gear, or equiva-
associated independent shafting, each one indepen-
lent arrangement to ensure full steering capability in
dently driven by separate machinery, in such a way that
case of a major failure of the rudder or steering gear
at least 50% of the power remains available whenever
any of the propulsion machinery and the associated pro- • Availability of safety systems, including fire fighting sys-
peller and shafting are out of service. tems, bilge system, navigating lights, communication
apparatus, life-saving appliances
It is also applicable to ships arranged with at least two • Habitability conditions, including minimum lighting,
independent azimuth thrusters and any other equivalent ventilation, galleys, refrigerated stores, drinking water or
arrangement. evaporator services
b) The propulsive installations are arranged in different • Operational efficiency (including combat system and
compartments, in such a way that at least 50% of the stabilizers).
power installed on board is still available whenever the
machinery arranged in any one compartment is not 1.2.2 Services not available during emergency
operating operation of the independent propulsion
system
c) The arrangement of the independent propulsion system
The following services need not to be supplied during the
is such as to allow the ship to reach the first suitable port
emergency operation of one (or more) of the propulsion sys-
or place of refuge, or to escape from severe environ-
tems, when any of the propulsion system is not available
ment, providing the minimum services for navigation,
due to a single failure of any component of the propulsion
preservation of cargo and habitability in case of any sin-
plant or of any of the auxiliaries and equipment necessary
gle failure.
for the propulsion:
• Non essential services.
1.2 Coverage of AVM-IPSx-(V) notation
1.2.3 Use of the independent propulsion system in
1.2.1 Applicability case of single failure
In order to grant AVM-IPSx-(V), the independent propulsion
The following operating conditions are to be achieved: system is to be arranged in such a way that the ship can
• In case one propulsion system becomes inoperative due continue or can recover in such a short time, as not to
to a system failure coming from any single failure of one impair the safety of the ship, its operation in the case of a
of the items specified in Ch 3, Sec 1, [2.1.3], at least single failure (as defined in Ch 3, Sec 1, [2.1.3]) of any com-
50% of the propulsion systems of the ship remains avail- ponent of the main propulsion, steering or power genera-
able and allows the ship to proceed at a speed of not tion system.
less than 7 knots assuming that:
1.2.4 Single failure concept
- the ship is fully laden a) A single failure of static and non-static components of
the propulsion, steering and power generation systems
- the wind speed is equal to 11 m/s
is to be considered. Consequence failures, i.e. any fail-
- the significant wave height is 2,4 m with a mean ure of any component directly caused by a single failure
period equal to 6,5 s. of another component, are also to be considered.

Pt E, Ch 3, Sec 3
b) The loss of one or more compartment due to fire or 2.1.2 Pumps

flooding. The possible notations in this respect are: For the assignment of the AVM-IPSx-(V) notation, the sys-
• AVM-IPS1-(V) notation is granted to ships having tems concerned are to be provided with at least two pumps,
the propulsion systems and power generating sta- one as a stand-by of the other. One of the two pumps may
tions arranged in compartments which are contigu- be driven by the propulsion machinery, while the other
ous each other, and therefore the damage in way of pump is to be independently driven.
a bulkhead, and the consequent loss of two adjacent
compartments due to flooding does not allow the 2.1.3 Cooling system
ship to comply with the condition in [1.2.1] Separate cooling systems are to be provided for each com-
• AVM-IPS2-(V) notation is granted to ships having partment of the main propulsion system. In general, sepa-
the propulsion and auxiliary systems arranged in rate cooling systems are to be provided for each main
non contiguous compartments and arranged so that propulsion system, unless the FMEA demonstrates that one
a damage in way of a bulkhead, and the consequent cooling system serving all propulsion systems within one
loss of two adjacent compartments due to flooding compartment is arranged in such a way that any single fail-
still allows the ship to comply with the condition in ure of the system does not make inoperative all the propul-
[1.2.1]; irrespective of what above, the steering gear sion systems of the compartment.
arrangements need not to be installed in non-contig-
uous spaces, provided that the functionality of the 2.1.4 Lubricating oil system
steering gears is granted also under flooded condi- Each main propulsion system is to be fitted with a separate
tion by means of either the selection of adequate lubrication oil system.
components (e.g. having a suitable degree of protec-
tion) or of their position with respect to the waterline 2.1.5 Fuel oil system
in flooded conditions. At least two store tanks and two service tanks are to be fit-
ted. Means are to be provided to periodically equalize the
1.2.5 Redundancy
content on each set of tanks during the consumption of the
All the redundancies normally required by the Rules are to fuel, in order to achieve the minimum range indicated in
be foreseen also under a single failure case of independent [1.2.1] after a single failure.
propulsion, with the exception of its control system.
2.1.6 By-pass
1.3 Documentation to be submitted Means are to be provided to by-pass and shut-off each of
the components which may be subject of a single failure, as
1.3.1 The documents listed in Tab 1 are to be submitted. defined in Ch 3, Sec 1, [2.1.3], without impairing the func-
tioning of the system itself (including machinery and equip-
2 Special arrangements ment) or of the other systems which are to be operated in
connection with navigation in emergency.
2.1 Systems for cooling, lubrication, fuel sup- 2.1.7 Piping segregation
ply, air starting, monitoring and control Piping systems connecting the independent propulsion sys-
tems located in different spaces or piping systems serving
2.1.1 General one propulsion systems and passing through the spaces
The systems are to be constructed such as to satisfy the con- where another independent propulsion system is arranged
ditions stipulated in Ch 3, Sec 1, [2.1]. In addition to what are to be fitted with closing devices on both sides of the
stated in the relevant parts of the Rules, the following separating bulkheads, which are to be kept permanently
requirements apply. closed.

2 A Description of the independent propulsion system
3 A An analysis demonstrating the availability of the operating conditions as per Ch 3, Sec 1, [2.1.1] in case of a
single failure as per Ch 3, Sec 1, [2.1.3] (2)
4 I An operating manual with the description of the operations necessary to recover the propulsion and essential
services in case of a single failure as described in Ch 3, Sec 1, [2.1.3]
(1) A : to be submitted for approval, in quadruplicate;
I : to be submitted for information, in duplicate
(2) This analysis may be in the form of a Failure Mode and Effect Analysis (FMEA). Ch 3, App 1 describes an acceptable procedure
for carrying out the FMEA.

Pt E, Ch 3, Sec 3
2.2 Rudders and steering gears c) The power supplies to a machinery space are not to pass
through the spaces where other independent propulsion
2.2.1 systems are arranged, unless a second power supply to
the same apparatus is fitted and not passing through the
a) Duplicated rudders and steering gears are to be same spaces.
arranged in separate compartments.
b) Where ships do not have traditional rudder and steering 2.4 Automation
gears, being their steering capability supplied by azi-
2.4.1 The automation system is to be arranged in such a
muth thrusters or equivalent features, means are to be
way as to prevent the possibility that a single failure of the
provided to allow at least the same redundancy as
control system may lead to the loss of more than one pro-
required in a) above.
pulsion system.
2.3 Electrical installations 3 Tests on board

2.3.1
3.1 Running tests
a) Where the propulsion systems are supplied by the main
source of electrical power, the capacity of the electric 3.1.1 The independent propulsion system is to be sub-
generators is to be that indicated in Pt C, Ch 2, Sec 3, jected to the running tests required by the Rules for similar
[2.2], with the exception of those services indicated in systems.
[1.2.4], including the power requested for the dupli-
cated propulsion, without recourse to the emergency 3.2 Sea trials
source of electrical power and with any one of the gen-
erating sets spaces unavailable. 3.2.1 In the course of sea trials the single failures men-
tioned in Ch 3, Sec 1, [2.1.3] are to be simulated and the
b) At least two main sources of electrical power and two values of the power and speed developed in this condition
main swichboards are to be provided. are to be recorded.

Pt E, Ch 3, App 1
APPENDIX 1 PROCEDURES FOR FAILURE MODES AND EFFECT

ANALYSIS
1 General 1.2 Objectives
1.2.1 Primary objective

1.1 Introduction
The primary objective of FMEA is to provide a comprehen-
1.1.1 FMEA requirement sive, systematic and documented investigation which estab-
lishes the important failure conditions of the ship
As specified in Ch 3, Sec 1, Ch 3, Sec 2 and Ch 3, Sec 3 in
propulsion, steering and power generation systems and
order to grant the AVM notations, an FMEA is to be carried
assesses their significance with regard to the safety of the
out, with the exception indicated in Note 2 of Ch 3, Sec 1,
ship and her occupants.
Tab 1 to dimostrate that, in case of single failure to the pro-
pulsion, steering or power generating system, the ship is still
1.2.2 Aim of the analysis
capable to achieve the performances indicated in the appli-
cable Sections as a condition for granting the notation. The main aims of undertaking the analysis are to:
a) provide ship and system designers with data to audit
1.1.2 Scope of the Appendix
their proposed designs
This Appendix describes a failure mode and effects analysis
(FMEA) and gives guidance as to how it may be applied by: b) provide the Owner with the results of a study into ship’s
selected systems failure characteristics so as to assist in
a) explaining basic principles an assessment of the measures to be taken to limit the
b) providing the procedural steps necessary to perform an damages consequent of the failure within acceptable
analysis limits
c) identifying appropriate terms, assumptions, measures c) provide the Master and crew of the ship with data to
and failure modes, and generate comprehensive training, operational and main-
tenance programmes and documentation.
d) providing examples of the necessary worksheets.
1.1.3 Definition of FMEA 1.3 Sister ships

A practical, realistic and documented assessment of the fail-
1.3.1 For ships of the same design and having the same
ure characteristics of the ship and its component systems
equipment, one FMEA on any one of such ships may be suf-
aiming at defining and studying the important failure condi-
ficient.
tions that may exist.
1.1.4 FMEA principles 1.4 FMEA basics

The FMEA is based on a single failure concept under which
each considered system at various levels of a system’s func- 1.4.1 Before proceeding with a detailed FMEA into the
tional hierarchy is assumed to fail by one probable cause at effects of the failure of the system elements on the system
a time. The effects of the postulated failure are analysed and functional output it is necessary to perform a functional fail-
classified according to their severity. Such effects may ure analysis of the considered systems. In this way only sys-
include secondary failures (or multiple failures) at other tems which fail the functional failure analysis need to be
level(s). Any failure mode which may cause a catastrophic investigated by a more detailed FMEA.
effect should be safeguarded by either system or equipment
redundancy unless the probability of such failure is 1.4.2 Operational modes
extremely improbable. For failure modes causing hazardous When conducting a system FMEA the following typical
effects corrective measures may be accepted in lieu. operational modes within the normal design environmental
conditions of the ships are to be considered:
1.1.5 Alternatives
a) normal seagoing conditions at full speed
While FMEA is suggested as one of the most flexible analy-
sis techniques, it is accepted that there are other methods b) maximum permitted operating speed in congested waters
which may be used and which in certain circumstances
c) manoeuvring alongside
may offer an equally comprehensive insight into particular
failure characteristics. These methods may be accepted by d) seagoing conditions in emergency, as defined in Ch 3,
the Society on case by case base. Sec 1, Ch 3, Sec 2 and Ch 3, Sec 3.

Pt E, Ch 3, App 1
1.4.3 Functional interdependence 2 FMEA performance

This functional interdependence of these systems is also to
be described in either block diagrams or fault tree diagrams 2.1 Procedures
or in a narrative format to enable the failure effects to be
understood. As far as applicable, each of the systems to be 2.1.1 The following steps are necessary to perform an
analysed is assumed to fail in the following failure modes: FMEA:
a) complete loss of function a) to define the system to be analysed
b) rapid change to maximum or minimum output b) to illustrate the interrelationships of functional elements
c) uncontrolled or varying output of the system, by means of block diagrams
d) premature operation c) to identify all potential failure modes and their causes
e) failure to operate at a prescribed time d) to evaluate the effects on the system of each failure
mode
f) failure to cease operation at a prescribed time.
e) to identify failure detection methods
Depending on the system under consideration other failure
modes may have to be taken into account. f) to identify corrective measures for failure modes
g) to assess the probability of failures causing hazardous or
1.4.4 Systems which can fail without catastrophic catastrophic effects, where applicable
effects
h) to document the analysis
If a system can fail without any hazardous or catastrophic
effect, there is no need to conduct a detailed FMEA into the i) to prepare FMEA report.
system architecture. For systems whose individual failure
can cause hazardous or catastrophic effects and where a 2.2 System definition
redundant system is not provided, a detailed FMEA as
described in the following paragraphs should be followed. 2.2.1 The first step in an FMEA study is a detailed study of
the system to be analysed, through the use of drawings and
1.4.5 Redundant systems equipment manuals. A narrative description of the system
Where a system, the failure of which may cause a hazard- and its functional requirements is to be drawn up including
ous or catastrophic effect, is provided with a redundant sys- the following information:
tem, a detailed FMEA may not be required provided that:
a) general description of system operation and structure
a) the redundant system can be put into operation or can
b) functional relationship among the system elements
take over the failed system within the time-limit dictated
by the most onerous operational mode without hazard- c) acceptable functional performance limits of the system
ing the ship and its constituent elements in each of the typical oper-
ational modes
b) the redundant system is completely independent from
the system and does not share any common system ele- d) system constraints.
ment the failure of which would cause failure of both
the system and the redundant system. Common system 2.3 Development of system block diagram
element may be acceptable if the probability of failure
complies with [4] 2.3.1 Block diagram
c) if the redundant system uses the same power source as The next step is to develop block diagram(s) showing the
the system, an alternative power source is readily avail- functional flow sequence of the system, both for technical
able with regard to the requirement of a) above. understanding of the functions and operation of the system,
The probability and effects of operator’s error to bring in the and for the subsequent analysis. As a minimum the block
redundant system are also to be considered. diagram is to contain:
a) breakdown of the system into major sub-systems or
1.5 FMEA analysis equipment
b) all appropriate labelled inputs and outputs and identifi-
1.5.1 The systems to be subject to a more detailed FMEA cation numbers by which each sub-system is consis-
investigation at this stage are to include all those that have tently referenced
failed the system FMEA and may include those that have a
very important influence on the safety of the ship and her c) all redundancies, alternative signal paths and other
occupants and which require an investigation at a deeper engineering features which provide "fail-safe" measures.
level than that undertaken in the system functional failure
analysis. These systems are often those which have been 2.3.2 Block diagrams and operational modes
specifically designed or adapted for the ship, such as the It may be necessary to have a different set of block diagrams
craft’s electrical and hydraulic systems. prepared for each different operational modes.

Pt E, Ch 3, App 1
2.4 Identification of failure modes, causes 2.4.2 System failure

and effects A failure mode in a system element could also be the failure
cause of a system failure. For example, the hydraulic line of
2.4.1 Failure mode a steering gear system might have a failure mode of "exter-
Failure mode is the manner by which a failure is observed. nal leakage" (10). This failure mode of the hydraulic line
It generally describes the way the failure occurs and its could become a failure cause of the steering gear system’s
impact on the equipment or system. As an example, a list of failure mode "loss of output" (29).
failure modes is given in Tab 1. The failure modes listed in
Tab 1 can describe the failure of any system element in suf- 2.4.3 Top-down approach
ficiently specific terms. When used in conjunction with per-
formance specifications governing the inputs and outputs Each system should be considered in a top-down approach,
on the system block diagram, all potential failure modes starting from the system’s functional output, and failure is to
can be thus identified and described. Thus, for example, a be assumed by one possible cause at a time. Since a failure
power supply may have a failure mode described as "loss of mode may have more than one cause, all potential inde-
output" (29), and a failure cause "open (electrical)" (31). pendent causes for each failure mode are to be identified.
Table 1 : Example of failure mode list 2.4.4 Delay effect when operating back-up systems
If major systems can fail without any adverse effect there is
1 Structural failure (rupture)
no need to consider them further unless the failure can go
2 Physical binding or jamming undetected by an operator. To decide that there is no
3 Vibration adverse effect does not mean just the identification of sys-
4 Fails to remain in position tem redundancy. The redundancy is to be shown to be
immediately effective or brought on line with negligible
5 Fails to open time lag. In addition, if the sequence is: "failure - alarm -
6 Fails to close operator action - start of back up- back up in service", the
7 Fails open effects of delay should be considered.
8 Fails closed
9 Internal leakage 2.5 Failure effects
10 External leakage
2.5.1 Concept
11 Fails out of tolerance (high)
The consequence of a failure mode on the operation, func-
12 Fails out of tolerance (low) tion, or status of an equipment or a system is called a "fail-
13 Inadvertent operation ure effect". Failure effects on a specific sub-system or
14 Intermittent operation equipment under consideration are called "local failure
effects". The evaluation of local failure effects will help to
15 Erratic operation
determine the effectiveness of any redundant equipment or
16 Erroneous indication corrective action at that system level. In certain instances,
17 Restricted flow there may not be a local effect beyond the failure mode
itself.
18 False actuation
19 Fails to stop 2.5.2 End effect
20 Fails to start
The impact of an equipment or sub-system failure on the
21 Fails to switch system output (system function) is called an "end effect".
22 Premature operation End effects should be evaluated and their severity classified
in accordance with the following categories:
23 Delayed operation
24 Erroneous input (increased) a) catastrophic
25 Erroneous input (decreased) b) hazardous
26 Erroneous output (increased)
c) major
27 Erroneous output (decrease)
d) minor.
28 Loss of input
29 Loss of output The definition of these four categories of failure effects is in
[4].
30 Shorted (electrical)
31 Open (electrical) 2.5.3 Catastrophic and hazardous effects
32 Leakage (electrical) If the end effect of a failure is classified as hazardous or cat-
33 Other unique failure conditions as applicable to astrophic, back-up equipment is usually required to prevent
the system characteristics, requirements and or minimize such effect. For hazardous failure effects cor-
operational constraints rective operational procedures may be generally accepted.

Pt E, Ch 3, App 1
2.6 Failure detection 2.8 Use of probability concept
2.6.1 Detectable failures 2.8.1 Acceptance criteria

The FMEA study in general only analyses failure effects If corrective measures or redundancy as described in previ-
based on a single failure in the system and therefore a fail- ous paragraphs are not provided for any failure, as an alter-
ure detection means, such as visual or audible warning native the probability of occurrence of such failure is to
devices, automatic sensing devices, sensing instrumentation meet the following criteria of acceptance:
or other unique indications, is to be identified.
a) a failure mode which results in a catastrophic effect is to
be assessed to be extremely improbable
2.6.2 Non detectable failures
b) a failure mode assessed as extremely remote is to not
Where the system element failure is non-detectable (i.e. a
result in worse than hazardous effects
hidden fault or any failure which does not give any visual or
audible indication to the operator) and the system can con- c) a failure mode assessed as either frequent or reasonably
tinue with its specific operation, the analysis is to be probable is not to result in worse than minor effects.
extended to determine the effects of a second failure, which
in combination with the first undetectable failure may result 2.8.2 Data
in a more severe failure effect e.g. hazardous or cata-
strophic effect. Numerical values for various levels of probabilities are laid
down in [4]. In areas where there is no data from ships to
determine the level of probabilities of failure other sources
2.7 Corrective measures can be used such as:
2.7.1 Back-up equipment response a) workshop test
The response of any back-up equipment, or any corrective b) history of reliability used in other areas under similar
action initiated at a given system level to prevent or reduce operating conditions
the effect of the failure mode of system element or equip-
c) mathematical model if applicable.
ment, is also to be identified and evaluated.
2.7.2 Corrective design provisions 2.9 Documentation

Provisions which are features of the design at any system
2.9.1 Worksheet
level to nullify the effects of a malfunction or failure, such
as controlling or deactivating system elements to halt gener- It is helpful to perform FMEA on worksheets. Tab 1 shows
ation or propagation of failure effects, activating back-up or an example of worksheet.
standby items or systems, are to be described. Corrective
design provisions include: 2.9.2 Worksheet organization
a) redundancies that allow continued and safe operation The worksheets are be organized to first display the highest
system level and then proceed down through decreasing
b) safety devices, monitoring or alarm provisions, which system levels.
permit restricted operation or limit damage
c) alternative modes of operation. 3 Tests and reporting

2.7.3 Manual corrective actions
3.1 Reporting
Provisions which require operator action to circumvent or
mitigate the effects of the postulated failure are to be 3.1.1 The FMEA report is to be a self-contained document
described. The possibility and effect of operator’s errors is to with a full description of the craft, its systems and their func-
be considered, if the corrective action or the initiation of the tions and the proposed operation and environmental condi-
redundancy requires operator input, when evaluating the tions for the failure modes, causes and effects to be
means to eliminate the local failure effects. understood without any need to refer to other plans and doc-
uments not in the report. The analysis assumptions and sys-
2.7.4 Acceptability of corrective action tem block diagrams are to be included, where appropriate.
It is to be noted that corrective responses acceptable in one The report is to contain a summary of conclusions and rec-
operational mode may not be acceptable at another, e.g. a ommendations for each of the systems analysed in the sys-
redundant system element with considerable time lag to be tem failure analysis and the equipment failure analysis. It is
brought into line, while meeting the operational mode "nor- also to list all probable failures and their probability of fail-
mal seagoing conditions at full speed" may result in a cata- ure where applicable, the corrective actions or operational
strophic effect in another operational mode, e.g. "maximum restrictions for each system in each of the operational
permitted operating speed in congested water". modes under analysis.

Pt E, Ch 3, App 1
Table 2 : FMEA worksheet
Name of system:
References:
Mode of operation:
System block diagram:
Sheet No:
Date:
Drawings:
Name of analyst:
Equipment Failure effect Correc- Severity Probability of

Ident. Failure Failure Failure
name or Function Local End tive of failure failure Remarks
No. mode cause detection
number effect effect action effect (if applicable)
4 Probabilistic concept 4.2.4 Error

Error is an occurrence arising as a result of incorrect action
4.1 General by the operating crew or maintenance personnel.
4.1.1 For the purposes of this Chapter, the following defini- 4.3 Probability of occurences
tions apply.
4.3.1 Frequent
4.2 Occurences Frequent is an occurrence which is likely to happen often
4.2.1 Occurence during the operational life of a particular ship.
Occurence is a condition involving a potential lowering of 4.3.2 Reasonably probable
the level of safety.
Reasonably probable is an occurrence which is unlikely to
4.2.2 Failure happen often but which may happen several times during
Failure is an occurrence in which a part, or parts, of the ship the total operational life of a particular ship.
fail. A failure includes:
4.3.3 Recurrent
a) a single failure
Recurrent is a term embracing the total range of frequent
b) independent failures in combinations within a system,
and reasonably probable.
and
c) independent failures in combinations involving more 4.3.4 Remote
than one system, taking into account: Remote is an occurrence which is unlikely to happen to
1) any undetected failure that is already present every ship but may happen to a few ships of a type over the
2) such further failures as would be reasonably total operational life of a fleet of ship of the same type.
expected to follow the failure under consideration,
and 4.3.5 Extremely remote
d) common cause failure (failure of more than one compo- Extremely remote is an occurrence which is unlikely to hap-
nent or system due to the same cause). pen when considering the total operational life of a fleet of
ships of the same type, but nevertheless is considered as
Note 1: In assessing the further failures which follow, account
being possible.
should be taken of any resulting more severe operating conditions
for items that have not up to that time failed.
4.3.6 Extremely improbable
4.2.3 Event Extremely improbable is an occurrence which is so unlikely
Event is an occurrence which has its origin outside the craft to happen extremely remote that it is considered as not
(e.g., waves). being possible to happer.

Pt E, Ch 3, App 1
4.4 Effects d) marginal conditions for, or injury to, occupants, or

e) an essential need for outside rescue operations.
4.4.1 Effect
Effect is a situation arising as a result of an occurrence. 4.4.5 Catastrophic effect
4.4.2 Minor effect Catastrophic effect is an effect which results in the loss of
Minor effect is an effect which may arise from a failure, an the craft and/or in fatalities.
event, or an error which can be readily compensated for by
the operating crew; it may involve: 4.5 Safety level
a) a small increase in the operational duties of the crew or
4.5.1 Safety level is a numerical value characterizing the
in their difficulty in performing their duties, or
ship performance. The safety levels and the corresponding
b) a moderate degradation in handling characteristics, or severity of effects on passengers and safety criteria for ship
c) slight modification of the normal operating conditions. performance are defined in Tab 2.
4.4.3 Major effect

4.6 Numerical values
Major effect is an effect which produces:
a) a significant increase in the operational duties of the 4.6.1 Where numerical probabilities are used in assessing
crew or in their difficulty in performing their duties compliance with requirements using the terms similar to
which by itself should not be outside the capability of a those given above, the approximate values given in Tab 3
competent crew provided that another major effect does may be used as guidance (values are on an hourly basis).
not occur at the same time, or The probabilities quoted in the analysis should be on an
hourly or per journey basis, depending on which is more
b) significant degradation in handling characteristics, or
appropriate to the assessment in question.
c) significant modification of the normal operating condi-
Note 1: Different occurrences may have different acceptable proba-
tions, but will not remove the capability to complete a
bilities, according to the severity of their consequences (see Tab 4).
safe journey without demanding more than normal skill
on the part of the operating crew. Table 3 :
4.4.4 Hazardous effect
Frequent More than 10-3
Hazardous effect is an effect which produces:
Reasonably probable 10-3 to 10-5
a) a dangerous increase in the operational duties of the
crew or in their difficulty in performing their duties of Remote 10-5 to 10-7
such magnitude that they cannot reasonably be Extremely remote 10-7 to 10-9
expected to cope with them and will probably require
Extremely Whilst no approximate numerical
outside assistance, or
improbable probability is given for this, the figures
b) dangerous degradation of handling characteristics, or used should be substantially less than
c) dangerous degradation of the strength of the ship, or 10-9
Table 4 :
SAFETY LEVEL 1 1 1 2 3 4
EFFECT ON SHIP Normal Nuisance Operating Emergency procedures; Large reduction in safety Casualties and
AND limitations significant reduction in margin; crew over-burden deaths, usually with
OCCUPANTS safety margins; difficult because of work-load or loss of ship
for crew to cope with environmental conditions;
adverse conditions; per- serious injuries to small
son injuries number of persons
F.A.R. Extremely
Probable Improbable
PROBABILITY (1) improbable
JAR-25 Probable Improbable
PROBABILTY Extremely
Reasonably improbable
(2) Frequent Remote Extremely remote
probable
10-0 10-2 10-3 10-5 10-7 10-9
CATEGORY OF
Minor Major Hazardous Catastrophic
EFFECT
(1) The United States Federal Aviation Regulation
(2) European Joint Airworthiness Regulations

Part E
Additional Class NotSations
Chapter 4
AUTOMATION SYSTEMS (AUT)
SECTION 1 QUALIFIED AUTOMATION SYSTEMS (AUT-QAS)
SECTION 2 AUTOMATED OPERATION IN PORT (AUT-PORT)

SECTION 3 INTEGRATED AUTOMATION SYSTEMS (AUT-IAS)

Pt E, Ch 4, Sec 1
SECTION 1 QUALIFIED AUTOMATION SYSTEMS (AUT-QAS)
1 General 3.1.2 Where heating is necessary, it is to be arranged with

automatic control. A high temperature alarm is to be fitted
in all central damage control stations and the possibility of
1.1 Application adjusting its threshold according to the fuel quality is to be
1.1.1 The additional class notation AUT-QAS is assigned in provided.
accordance with Pt A, Ch 1, Sec 2, [6.4.2] to ships fitted
with automated installations enabling periodically unat- Table 1 : Documents to be submitted
tended operation of machinery spaces, and complying with
the requirements of this Section. No I/A (1) Document
Note 1: Machinery spaces are defined in Pt C, Ch 1, Sec 1. 1 A Means of communication diagram
2 A Layout of remote control positions
1.1.2 The arrangements provided are to be such as to
ensure that the safety of the ship in all sailing conditions, 3 A System of protection against flooding
including manoeuvring, is equivalent to that of a ship hav- Fire detection system: diagram, location and
ing the machinery spaces manned. 4 A
cabling
(1) A : to be submitted for approval
1.2.1 A reliable means of vocal communication is to be 3.2 Fire detection
provided among all machinery spaces, their machinery
control room, the continuously manned central operating 3.2.1 For fire detection, the requirements given in Part C,
position(s) and the navigation bridge. Chapter 4 are applicable.
1.2.2 Navigation bridge, continuously manned control 3.2.2 An automatic fire detection system is to be fitted in
position and propulsion and steering control positions are machinery spaces as defined in Pt C, Ch 1, Sec 1 and Part C,
to be served by a reliable communication network able to Chapter 4 intended to be unattended.
permit simultaneous communication.
3.2.3 The fire detection system is to be designed with self-
1.2.3 The location and the design of the means of commu-
monitoring properties. Power or system failures are to ini-
nication referred to in [1.2.2] are to be such that the manual
tiate an audible alarm distinguishable from the fire alarm in
operation of the propulsion and steering machinery may be
the central damage control station.
assured also in case of failure of the remotecontrol system.
1.2.4 Means of communication are to be capable of being 3.2.4 The fire detection indicating panel is to be located in
operated even in the event of failure of supply from the the central damage control station.
main source of electrical power.
3.2.5 The fire detection indicating panel is to indicate the
1.2.5 The capacity of the battery assuring the continuity of place of the detected fire in accordance with the arranged
the supply is to be of at least 30 min. fire zones by means of a visual signal. Audible signals
clearly distinguishable in character from any other signals
2 Documentation are to be audible in the central damage control station.
3.2.6 Fire detectors are to be of such type and so located

2.1 Documents to be submitted that they will rapidly detect the onset of fire in conditions
normally present in the machinery space. Consideration is
2.1.1 In addition to those mentioned in Pt C, Ch 3, Sec 1,
to be given to avoiding false alarms. The type and location
Tab 1, the documents in Tab 1 are required.
of detectors are to be approved by the Society and a combi-
nation of detector types is recommended in order to enable
3 Fire and flooding precautions the system to react to more than one type of fire symptom.
3.1 Fire prevention 3.2.7 Except in spaces of restricted height and where their
use is specially appropriate, detection systems using ther-
3.1.1 The requirements regarding piping and arrangements mal detectors only are not permitted. Flame detectors may
of fuel oil and lubricating oil systems given in Pt C, Ch 1, be installed, although they are to be considered as comple-
Sec 10 are applicable. mentary and are not to replace the main installation.

Pt E, Ch 4, Sec 1
3.2.8 Fire detector zones are to be arranged in a manner 3.4.2 Where the bilge pumps are capable of being started
that will enable the operating staff to locate the seat of the automatically, means shall be provided to indicate when
fire. The arrangement and the number of loops and the the influx of liquid is greater than the pump capacity or
location of detector heads are to be approved in each case. when the pump is operating more frequently than would
Air currents created by the machinery are not to render the normally be expected.
detection system ineffective.
3.4.3 Where the bilge pumps are automatically controlled,
3.2.9 When fire detectors are provided with the means to they are not be started when the oil pollution level is higher
adjust their sensitivity, necessary arrangements are to be than accepted in Pt C, Ch 2, Sec 1.
allowed to fix and identify the set point.
3.4.4 The location of controls of any valve serving a sea inlet, a
discharge below the waterline or a bilge injection system shall
3.2.10 When it is intended that a particular loop or detec-
be so sited as to allow adequate time for operation in case of
tor is to be temporarily switched off, this state is to be
influx of water to the space, having regard to the time likely to
clearly indicated. Reactivation of the loop or detector is to
be required in order to reach and operate such controls. If the
be performed automatically after a preset time.
level to which the space could become flooded with the ship in
the fully loaded condition so requires, arrangements shall be
3.2.11 The fire detection indicating panel is to be provided
made to operate the controls from a position above such level.
with facilities for functional testing.
3.4.5 Bilge level alarms are to be given in the central dam-
3.2.12 The fire detection system is to be continuously pow- age control station.
ered and is to have an automatic change over to a stand by
power supply in case of loss of normal power supply.
4 Control of machinery
3.2.13 The capacity of the battery assuring the continuity of
the supply is to be of at least 30 min. 4.1 General
3.2.14 Facilities are to be provided in the fire detecting sys- 4.1.1 Under all sailing conditions, including manoeuvring,
tem to manually release the fire detection alarm from the the speed, direction of thrust and, if applicable, the pitch of
following places: the propeller are to be fully controllable from the navigation
bridge.
• passageways having entrances to engine and boiler
rooms 4.1.2 All manual operations or services expected to be car-
• central damage control station. ried out with a periodicity of less than 24 h are to be elimi-
nated or automated, particularly for: lubrication, topping up
3.2.15 Spaces where main and auxiliary engines are of make up tanks and filling tanks, filter cleaning, cleaning
located, are to be supervised by TV camera monitored from of centrifugal purifiers, drainage, load sharing on main
the continuously manned central station. engines and various adjustments. Nevertheless, the transfer
of operation mode may be effected manually.
3.3 Fire fighting 4.1.3 A centralized control position shall be arranged with
the necessary alarm panels and instrumentation indicating
3.3.1 Pressurization of the fire main at suitable pressure by any alarm.
starting main fire pumps and carrying out the other neces-
sary operations is to be possible from the central damage 4.1.4 Parameters for essential services which need to be
control station. adjusted to a preset value are to be automatically controlled.
4.1.5 The control system is to be such that the services

3.3.2 In addition to the fire-extinguishing arrangements
needed for the operation of the main propulsion machinery
mentioned in Part C, Chapter 4, periodically unattended
and its auxiliaries are ensured through the necessary auto-
spaces containing steam turbines (whose power is at least
matic arrangements.
375 kW) are to be provided with one of the fixed fire-extin-
guishing systems required in the same Chapter for machin- 4.1.6 It is to be possible for all machinery essential for the
ery spaces of category A containing oil fired boilers or fuel safe operation of the ship to be controlled from a local posi-
oil units. tion, even in the case of failure in any part of the automatic
or remote control systems.
3.4 Protection against flooding
4.1.7 The design of the remote automatic control system
3.4.1 Bilge wells or machinery spaces bilge levels are to be shall be such that in the case of its failure an alarm will be
monitored in such a way that the accumulation of liquid is given. Unless impracticable, the preset speed and direction
detected in normal angles of trim and heel. of thrust of the propeller it is to be maintained until local
control is in operation.
All compartments considered as foldable for the damage
stability verification (see Pt B, Ch 3, Sec 3) have to be pro- 4.1.8 Critical speed ranges, if any, are to be rapidly passed
vided with water level detectors. over by means of an appropriate automatic device.

Pt E, Ch 4, Sec 1
4.1.9 Propulsion machinery is to stop automatically only in 4.1.11 Where standby machines are required for other aux-
exceptional circumstances which could cause quick critical iliary machinery essential to propulsion, automatic
damage, due to internal faults in the machinery. The design changeover devices shall be provided.
of automation systems whose failure could result in an
unexpected propulsion stop is to be specially examined. An 4.1.12 In the continuously manned control position, it is to
overriding device for cancelling the automatic shutdown is be possible to restore the normal electrical power supply in
the case of power failure (e.g. with remote control of the
to be considered.
generating sets).
4.1.10 Where the propulsive plant includes several main 4.1.13 In addition to the automatic restart of essential aux-
engines, a device is to be provided to prevent any abnormal iliaries remote control from the continuously manned con-
overload on each of them. trol position is to be provided.
Table 2 : Main propulsion slow speed diesel engine
Symbol convention Automatic control

H = High, HH = High high, G = group alarm
Monitoring
L = Low, LL = Low low, I = individual alarm
Main Engine Auxiliary
X = function is required, R = remote
Slow- Shut- Control Stand Stop
Identification of system parameter Alarm Indic
down down by Start
Fuel oil system
• Fuel oil pressure after filter (engine inlet) L R
X
• Fuel oil viscosity before injection pumps or fuel oil H+L
temperature before injection pumps (for engine running
on heavy fuel) X
• Leakage from high pressure pipes where required H

Lubricating oil system
• Lubricating oil to main bearing and thrust bearing pres- L R X
sure LL X
X
• Lubricating oil to crosshead bearing pressure when L R X
separate LL X
X
• Lubricating oil to camshaft pressure when separate L
LL X
X
• Lubricating oil to camshaft temperature when separate H
X
• Lubricating oil inlet temperature H
X
• Thrust bearing pads or bearing outlet temperature H local X
• Main, crank, crosshead bearing oil outlet temp. or oil
H X
mist concentration in crankcase (5)
• Flow rate cylinder lubricator (each apparatus) L X
• Level in lubricating oil tanks or oil sump, as appropri-
L
ate (4)
• Lubricating oil to turbocharger inlet pressure L
• Turbocharger lubricating oil outlet temperature on each
H
bearing
(1) Not required, if the coolant is oil taken from the main cooling system of the engine.
(2) Where outlet flow cannot be monitored due to engine design, alternative arrangement may be accepted.
(3) For engines of 220 KW and above.
(4) If separate lubricating oil tanks are installed, then an individual level alarm for each tank is required.
(5) For engines having a power of more than 2250 kw or a cylinder bore of more than 300 mm.

Pt E, Ch 4, Sec 1

Monitoring
down down by Start
Piston cooling system
• Piston coolant inlet pressure L X (1)
X
• Piston coolant outlet temperature on each cylinder H local X
• Piston coolant outlet flow on each cylinder (2) L local X
• Level of piston coolant in expansion tank L
Sea water cooling system
• Sea water cooling pressure L
X
Cylinder fresh cooling water system
• Cylinder fresh cooling water system inlet pressure L local (3) X
X
• Cylinder fresh cooling water outlet temperature or,
when common cooling space without individual stop H local X
valves, the common cylinder water outlet temperature
• Oily contamination of engine cooling water system
(when main engine cooling water is used in fuel and H
lubricating oil heat exchangers)
• Level of cylinder cooling water in expansion tank L
Fuel valve coolant system
• Pressure of fuel valve coolant L
X
• Temperature of fuel valve coolant H
• Level of fuel valve coolant in expansion tank L
Scavenge air system
• Scavenging air receiver pressure R
• Scavenging air box temperature (detection of fire in
H local X
receiver, see [3.2.2])
• Scavenging air receiver water level H
Exhaust gas system
• Exhaust gas temperature after each cylinder H R X
• Exhaust gas temperature after each cylinder, deviation
H
from average
• Exhaust gas temperature before each turbocharger H R
• Exhaust gas temperature after each turbocharger H R
Miscellaneous
• Speed of turbocharger R
• Engine speed (and direction of speed when reversible) R
X
• Engine overspeed (3) H X
• Wrong way X
• Control, safety, alarm system power supply failure X
(1) Not required, if the coolant is oil taken from the main cooling system of the engine.
(2) Where outlet flow cannot be monitored due to engine design, alternative arrangement may be accepted.
(3) For engines of 220 KW and above.
(4) If separate lubricating oil tanks are installed, then an individual level alarm for each tank is required.
(5) For engines having a power of more than 2250 kw or a cylinder bore of more than 300 mm.

Pt E, Ch 4, Sec 1
Table 3 : Main propulsion medium or high speed diesel engine

Monitoring
down down by Start
Fuel oil system
• Fuel oil pressure after filter (engine inlet) L R
X
• Fuel oil viscosity before injection pumps or fuel oil H+L
temperature before injection pumps (for engine run-
ning on heavy fuel) X
• Leakage from high pressure pipes where required H

• Lubricating oil to main bearing and thrust bearing L R X
pressure LL X
X X
• Lubricating oil filter differential pressure H R
• Lubricating oil inlet temperature H R
X
• Oil mist concentration in crankcase (1) H X
• Flow rate cylinder lubricator (each apparatus) L X
• Lubricating oil to turbocharger inlet pressure (2) L R
Sea water cooling system
• Sea water cooling pressure L R
X
Cylinder fresh cooling water system
• Cylinder water inlet pressure or flow L R X
X
• Cylinder water outlet temperature H R
X
• Level of cylinder cooling water in expansion tank L
Scavenge air system
• Scavenging air receiver temperature H
Exhaust gas system
• Exhaust gas temperature after each cylinder (3) H R X
• Exhaust gas temperature after each cylinder (3), devi-
H
ation from average
Miscellaneous
• Engine speed R
X
• Engine overspeed H X
• Control, safety, alarm system power supply failure X
(1) Only for medium speed engines having a power of more than 2250 kw or a cylinder bore of more than 300 mm. One oil mist
detector for each engine having two independent outputs for initiating the alarm and shutdown would satisfy the requirement
for independence between alarm and shutdown system.
(2) If without integrated self-contained oil lubrication system.
(3) For engine power > 500 kW/cyl.

Pt E, Ch 4, Sec 1
Table 4 : Propulsion gas turbine

Monitoring
Turbine Auxiliary
Slow- Shut- Control Standby Stop
down down Start
• Turbine supply pressure L X X
LL X
• Differential pressure across lubricating oil filter H
• Bearing or lubricating oil (discharge) temperature H
Mechanical monitoring of gas turbine
• Speed R X
H X
• Vibration H
HH X
• Rotor axial displacement (not applicable to roller bear- H
ing) HH X
• Number of cycles performed by rotating parts H
Gas generator monitoring system
• Flame and ignition failure X
• Fuel oil supply pressure L
• Fuel oil supply temperature H+L
X
• Cooling medium temperature H
• Exhaust gas temperature or gas temperature in specific H
locations of flow gas path (alarm before shutdown) HH X
• Pressure at compressor inlet (alarm before shutdown) L
Miscellaneous
• Control system failure X
• Automatic starting failure X
4.2 Diesel propulsion plants • When the control and monitoring system of the propul-
sion plant is computer based, a functional diagram of
4.2.1 When a diesel engine is used for the propulsion the interface between the programmable logic control-
plant, monitoring and control of equipment is to be per- ler and computer network.
formed according to Tab 2 for slow speed engines or Tab 3
for medium or high speed engines. 4.4.2 Alarm system
The following requirements are applicable to the alarm sys-
tem of electrical propulsion:
4.3 Gas turbine propulsion plants
• Alarms circuits of electrical propulsion are to be con-
4.3.1 For gas turbines, monitoring and control elements are nected to the main alarm system on board. As an alter-
required according to Tab 4. native, the relevant circuit may be connected to a local
alarm unit. In any case, a connection between the local
alarm unit and the main alarm system is to be provided.
4.4 Electrical propulsion plant
• The alarms can be arranged in groups, and shown in the
control station. This is acceptable when a discrimination
4.4.1 Documents to be submitted
is possible locally.
The following additional documents are to be submitted to
• When the control system uses a computer based system,
the Society:
the requirements of Pt C, Ch 3, Sec 4 are applicable, in
• A list of the alarms and shutdowns of the electrical pro- particular, for the data transmission link between the
pulsion system alarm system and the control system.

Pt E, Ch 4, Sec 1
• Individual alarms are considered as critical and are to 4.4.4 Transformers

be individually activated at the control stations, and
For transformers, parameters according to Tab 5 are to be
acknowledged individually.
controlled or monitored.
• Shutdown activation is to be considered as an individ-
ual alarm. 4.4.5 Converters
For converters, parameters according to Tab 6, Tab 7 and
4.4.3 Safety functions
Tab 8 are to be monitored or controlled.
The following requirements are applicable to the safety sys-
tem of electrical propulsion: 4.4.6 Smoothing coil
• As a general rule, safety stop using external sensors such For the converter reactor, parameters according to Tab 9 are
as temperature, pressure overspeed, main cooling fail- to be monitored or controlled.
ure, stop of converter running by blocking impulse is to
be confirmed by the automatic opening of the main cir- 4.4.7 Propulsion electric motor
cuit using a separate circuit.
For propulsion electric motors, parameters according to Tab
• In order to avoid accidental stop of the propulsion line 10 are to be monitored or controlled.
and limit the risk of blackout due to wire break, the trip-
ping of the main circuit-breaker is to be activated by an
4.4.8 All parameters listed in the tables of this item are con-
emission coil with a monitoring of the line wire break.
sidered as a minimum requirement for unattended machin-
• In the case of a single line propulsion system, the power ery spaces.
limitation order is to be duplicated.
Some group alarms may be locally detailed on the corre-
• As a general rule, when the safety stop is activated, it is sponding unit (for instance loss of electronic supply, failure
to be maintained until local acknowledgement. of electronic control unit, etc.).
Table 5 : Transformers

Monitoring
Motor Auxiliary
down down Start
Earth failure on main propulsion circuits I
Circuit-breaker, short-circuit I (2) X
Circuit-breaker, overload I (2) X
Circuit-breaker, undervoltage I (2) X
Temperature of winding on phase 1, 2, 3 (1) G
I, H X (3)
I, HH X
Temperature sensor failure (short-circuit, open circuit,
G
supply failure)
Cooling pump pressure or flow G, L
X
X
Cooling medium temperature G, H X
Leak of cooling medium G
X
(1) A minimum of 6 temperature sensors are to be provided :
• 3 temperature sensors to be connected to the alarm system (can also be used for the redundant tripping of the main circuit-
breaker)
• 3 temperature sensors connected to the control unit.
(2) To be kept in the memory until local acknowledgement.
(3) Possible override of slowdown by the operator.

Pt E, Ch 4, Sec 1
Table 6 : Network converter

Monitoring
Motor Auxiliary
down down Start
Short-circuit current I max I X
Overvoltage G X
Undervoltage G
Phase unbalanced I (X) (1)
Power limitation failure I
Protection of filter circuit trip I
Circuit-breaker opening operation failure I
Communication circuit, control circuits, power supplies,
G X
watchdog of control system according to supplier’s design
(1) This parameter, when indicated in brackets, is only advisable according to the supplier’s requirements.
Table 7 : Motor converter

Monitoring
Motor Auxiliary
down down Start
Short-circuit current I max I X
Overvoltage G X
Undervoltage G X
Phase unbalanced I
Protection of filter circuit trip I
Communication circuit, control circuits, power supplies,
G X
watchdog of control system according to supplier’s design
Speed sensor system failure G X (1)
Overspeed I X
(1) Automatic switch-over to the redundant speed sensor system.
Table 8 : Converter cooling circuit

Monitoring
Motor Auxiliary
down down Start
Air cooling temperature high I R
Ventilation, fan failure G
X
Cooling pump pressure or flow low G R
X
Cooling fluid temperature high G
X
G
supply failure)

Pt E, Ch 4, Sec 1
Table 9 : Smoothing coil

Monitoring
Motor Auxiliary
down down Start
Temperature of coil I, H R
I, HH
Air cooling temperature I, H
Ventilation fan failure G
X
Cooling pump pressure or flow low G R
X
Cooling fluid temperature high G
X
G
supply failure)
4.5 Shafting, clutches, CPP, gears with regard to power supply, cooling system, lubricating
system etc.
4.5.1 For shafting and clutches, parameters according to
Tab 11 are to be monitored or controlled. 4.6.4 Means shall be provided to keep the starting air pres-
sure at the required level where internal combustion
4.5.2 For controllable pitch propellers, parameters accord- engines are used.
ing to Tab 12 are to be monitored or controlled.
4.6.5 Where daily service fuel oil tanks are filled automati-
4.5.3 For reduction gears and reversing gears, parameters cally, or by remote control, means shall be provided to pre-
according to Tab 13 are to be monitored or controlled. vent overflow spillages.
4.6.6 Arrangements are to be provided to prevent overflow

4.6 Auxiliary system
spillages coming from equipment treating flammable liq-
4.6.1 Where standby machines are required for other auxil- uids.
iary machinery essential to propulsion, automatic change-
4.6.7 Where daily service fuel oil tanks or settling tanks are
over devices shall be provided.
fitted with heating arrangements, a high temperature alarm
Change-over restart is to be provided for the following sys- shall be provided.
tems:
• cylinder, piston and fuel valve cooling 4.6.8 For auxiliary systems, the following parameters,
according to Tab 14 to Tab 24 are to be monitored or con-
• cylinder cooling of diesel generating sets (where the cir-
trolled.
cuit is common to several sets)
• main engine fuel supply 4.7 Control of electrical installation
• diesel generating sets fuel supply (where the circuit is
common to several sets) 4.7.1 Where the electrical power can normally be supplied
• sea water cooling for propulsion plant by one generator, suitable load shedding arrangement shall
be provided to ensure the integrity of supplies to services
• sea water to main condenser (main turbines) required for propulsion and steering as well as the safety of
• hydraulic control of clutch, CPP or main thrust unit the ship.
• thermal fluid systems (thermal fluid heaters).
4.7.2 In the case of loss of the generator in operation, ade-
4.6.2 When a standby machine is automatically started, an quate provision shall be made for automatic starting and
alarm is to be activated. connecting to the main switchboard of a standby generator
of sufficient capacity to permit propulsion and steering and
4.6.3 When the propulsion plant is divided into two or to ensure the safety of the ship with automatic restarting of
more separate units, the automatic standby auxiliary may be the essential auxiliaries including, where necessary, sequen-
omitted, when the sub-units concerned are fully separated tial operations.

Pt E, Ch 4, Sec 1
Table 10 : Propulsion electric motor

Monitoring
Motor Auxiliary
down down Start
Automatic tripping of overload and short-circuit protec-
G, H H
tion on excitation circuit
Loss of excitation G X
Winding current unbalanced G
Harmonic filter supply failure I
Interface failure with power management system I X
Earthing failure on stator winding and stator supply I R
Temperature of winding on phase 1, 2, 3 G R
I, H X
I, HH X
Motor cooling air temperature I, H R
Cooling pump pressure or flow G ,L R
X
X
Cooling fluid temperature G, H
X
G
supply failure)
Motor bearing temperature G, H R
Bearing lubrication oil pressure (for self-lubricated motor, I, L R
when the speed is under the minimum RPM specified by X
the manufacturer, shutdown is to be activated)
X
Bearing lubrication oil pressure G, L
Turning gear engaged I
Brake and key engaged I
Shaft reduction gear bearing temperature I, H
Shaft reduction gear lubricating oil temperature I, H
Shaft reduction gear bearing pressure I, L
X
Table 11 : Shafting and clutches of propulsion machinery

Monitoring
down down Start
Temperature of each shaft thrust bearing (not applicable
H X
for ball or roller bearings)
Sterntube bush oil gravity tank level L
Clutch lubricating oil temperature H X
Clutch oil tank level L

Pt E, Ch 4, Sec 1
Table 12 : Controllable pitch propeller

Monitoring
down down Start
Control oil temperature H R
Oil tank level L R
Table 13 : Reduction gears/reversing gears

Monitoring
X = function is required, R = remote Main Engine Auxiliary

down down Start
Lubricating oil temperature at the oil cooler outlet H R (1) X
Lubricating oil pressure L (1) R X
X
Oil tank level L R X
LL X
(1) May be omitted in the case of restricted navigation notation.
Table 14 : Control and monitoring of auxiliary electrical systems

Monitoring
down down Start
Electric circuit, blackout X
Power supply failure of control, alarm and safety system X
Table 15 : Incinerators

Monitoring
Incinerator Auxiliary
Slow- Shut- Control Stand- Stop
down down by Start
Combustion air pressure L X
Flame failure X X
Furnace temperature H X
Exhaust gas temperature H
Fuel oil pressure L
Fuel oil temperature or viscosity , where heavy fuel is used H+L

Pt E, Ch 4, Sec 1
Table 16 : Auxiliary boilers

Monitoring
Boiler Auxiliary
down down Start
Water level L+H X X
Fuel oil temperature L+H X X
Flame failure X X
Combustion air supply fan low pressure X
Temperature in boiler casing (fire) H
Steam pressure H (1) X X
Steam temperature X (2)
(1) When the automatic control does not cover the entire load range from zero load.
(2) For superheated steam over 330°C.
Table 17 : Fuel oil system

Monitoring
System Auxiliary
down down Start
Fuel oil tank level, overflow H (1)
Air pipe water trap level on fuel oil tanks H (2)
Outlet fuel oil temperature H (4) X (5) X
Sludge tank level H
Fuel oil settling tank level H (1)
Fuel oil settling tank temperature H (3)
Fuel oil centrifugal purifier overflow H X
Fuel oil in daily service tank level L
Fuel oil daily service tank temperature H (3) X
Fuel oil in daily service tank level
H (1)
(to be provided if no suitable overflow arrangement)
(1) Or sight-glasses on the overflow pipe.
(2) Or alternative arrangement as per Pt C, Ch 1, Sec 10.
(3) Applicable where heating arrangements are provided.
(4) Or low flow alarm in addition to temperature control when heated by steam or other media.
(5) Cut off of electrical power supply when electrically heated.
Table 18 : Lubricating oil system

Monitoring
System Auxiliary
down down Start
Air pipe water trap level of lubricating oil tank
H
See Pt C, Ch 1, Sec 10
Sludge tank level H
Lubricating oil centrifugal purifier overflow H
(stop of oil supply) X

Pt E, Ch 4, Sec 1
Table 19 : Thermal oil system

Monitoring
System Auxiliary
down down Start
Forced draft fan stopped X
Thermal fluid temperature H
X
Thermal fluid pressure X
Flow through each element L X
Heavy fuel oil temperature or viscosity H+L X
Burner flame failure X X
Flue gas temperature (when exhaust gas heater) H X
Expansion tank level L X (1)
(1) Stop of burner and fluid flow.
Table 20 : Hydraulic oil system

Monitoring
System Auxiliary
down down Start
Pump pressure L+H
Service tank level L (1)
(1) The low level alarm is to be activated before the quantity of lost oil reaches 100 litres or 50% of the circuit volume , whichever
is the lesser.
Table 21 : Boiler feed and condensate system

Monitoring
System Auxiliary
down down Start
Sea water flow or equivalent L X
Vacuum L
LL X
Water level in main condenser (unless justified) H+L
X
HH X
Salinity of condensate H
Feed water pump delivery pressure L X
Feed water tank level L
Deaerator inside temperature or pressure L + H (1)
Water level in deaerator L+H
Extraction pump pressure L
Drain tank level L+H
(1) In the case of forced circulation boiler.

Pt E, Ch 4, Sec 1
Table 22 : Compressed air system

Monitoring
System Auxiliary
down down by Start
Air temperature at compressor outlet H
Compressor lubricating oil pressure (except where
LL X
splash lubrication)
Control air pressure after reducing valves L+H R
X
Starting air pressure before main shut-off valve L (2) local + R (1)
X
X X
Safety air pressure L+H
X
(1) Remote indication is required if starting of air compressor is remote controlled, from wheelhouse for example.
(2) For starting air, the alarm minimum pressure set point is to be so adjusted as to enable at least four starts for reversible propul-
sion engines and two starts for non-reversible propulsion engines.
Table 23 : Cooling system

Monitoring
System Auxiliary
down down Start
Sea water pump pressure or flow X X
L
Fresh water pump pressure or flow X X
L
Level in cooling water expansion tank L
Table 24 : Thrusters

Monitoring
Thruster Auxiliary
down down Start
Control oil temperature (preferably before cooler) H
Oil tank level L
4.7.3 The standby electric power is to be available in not load to permit propulsion and steering, and to ensure the
more than 45 seconds. safety of the ship.
4.7.4 If the electrical power is normally supplied by more 4.7.5 Following a blackout, automatic connection of the
than one generator simultaneously in parallel operation, standby generating set is to be followed by an automatic
provision shall be made, for instance by load shedding, to restart of the essential electrical services. If necessary, time
ensure that, in the case of loss of one of these generating delay sequential steps are to be provided to allow satisfac-
sets, the remaining ones are kept in operation without over- tory operation.

Pt E, Ch 4, Sec 1
4.7.6 Monitored parameters for which alarms are required 5.1.2 The alarm system is to be designed to function inde-
to identify machinery faults and associated safeguards are pendently of control and safety systems, so that a failure or
listed in Tab 25 and Tab 26. These alarms are to be indi- malfunction of these systems will not to prevent the alarm
cated at the control location for machinery as individual system from operating. Common sensors for alarms and
alarms; where the alarm panel with all individual alarms is automatic slowdown functions are acceptable as specified
installed on the engine or in the vicinity, a common alarm in each specific table.
in the control location for machinery is required. For com-
munication of alarms detailed requirements are contained 5.1.3 The alarm system shall be continuously powered and
in [5]. shall have an automatic change-over to a standby power
supply in the case of loss of normal power supply.
5 Alarm system 5.2 Alarm system design

5.2.1 The alarm system and associated sensors are to be
5.1 General capable of being tested during normal machinery operation.
5.1.1 A system of alarm displays and controls is to be pro- 5.2.2 Insulation faults on any circuit of the alarm system
vided which readily allows identification of faults in the are to generate an alarm, when an insulated earth distribu-
machinery and satisfactory supervision of related equip- tion system is used.
ment. This is to be arranged at the continuously manned
control station and at subsidiary control stations and as far 5.3 Machinery alarm system
as practicable at the machinery local control position if any.
In the latter case, a master alarm display is to be provided at 5.3.1 The local silencing of the alarms in the continuously
the main control station showing which of the subsidiary manned central control station or subsidiary control stations
control stations is indicating a fault condition. is not to stop the audible machinery space alarm.
Table 25 : Auxiliary reciprocating I.C. engines driving generators

Monitoring
Engine Auxiliary
down down by Start
Fuel oil viscosity or temperature before injection L+H local
X (4)
Fuel oil pressure local
Fuel oil leakage from pressure pipes H
Lubricating oil temperature H
Lubricating oil pressure L local X
LL X (1)
Oil mist concentration in crankcase (2) H X
Pressure or flow of cooling water, if not connected to
L local
main system
Temperature of cooling water or cooling air H local
Level in cooling water expansion tank, if not connected to
L
main system
Engine speed local
X
H X
Fault in the electronic governor system X
Level in fuel oil daily service tank L
Starting air pressure L
Exhaust gas temperature after each cylinder (3) H
(1) Not applicable to emergency generator set.
(2) For engines having a power of more than 250 kW.
(3) For engine power above 100 kW/cyl.
(4) Only when HFO is used

Pt E, Ch 4, Sec 1
Table 26 : Auxiliary steam turbines

Monitoring
Turbine Auxiliary
down down Start
Turbine speed local
X
HH X
Lubricating oil supply pressure L X
LL X
5.3.2 As far as practicable, machinery faults are to be indi- 7 Testing

cated at the control locations for machinery.
7.1 General
5.4 Alarm system
5.4.1 The alarm system is to activate an audible and visual 7.1.1 Tests of automated installations are to be carried out
alarm on the navigation bridge for any situation which according to Pt C, Ch 3, Sec 6 to determine their operating
requires action by or the attention of the officer on watch. conditions. The details of these tests are defined, in each
case, after having studied the concept of the automated
5.4.2 Alarms associated with faults requiring speed reduc- installations and their construction. A complete test pro-
tion or automatic shutdown are to be separately identified gram is to be submitted for approval and may be as follows:
on the bridge.
7.1.2 The tests of equipment carried out alongside under
5.4.3 Individual alarms are to be provided at the navigation normal conditions of use include, for instance:
bridge indicating any power supply failures of the remote
control of propulsion machinery. • the electrical power generating set
• the auxiliary steam generator
6 Safety systems • the automatic bilge draining system
• automatic centrifugal separators or similar purifying
6.1 General
apparatus
6.1.1 Safety systems of different units of the machinery • automatic change-over of service auxiliaries
plant are to be independent. Failure in the safety system of
• detection of high pressure fuel leaks from diesel gener-
one part of the plant is not to interfere with the operation of
ating sets or from flexible boiler burner pipes.
the safety system in another part of the plant.
6.1.2 In order to avoid undesirable interruption in the oper- 7.1.3 Sea trials are used to demonstrate the proper opera-
ation of machinery, the system is to intervene sequentially tion of the automated machinery and systems. For this pur-
after the operation of the alarm system by: pose, for instance, the following tests are to be carried out:
• starting of standby units • Test of the remote control of propulsion:
• load reduction or shutdown, such that the least drastic - checking of the operation of the automatic control
action is taken first. system: programmed or unprogrammed starting
speed increase, reversal, adjusting of the propeller
6.1.3 The arrangement for overriding the shutdown of the
pitch, failure of supply sources, etc.
main propelling machinery is to be such as to preclude
inadvertent operation. - checking of the crash astern sequence, to ensure that
the reversal sequence is properly performed from
6.1.4 Safeguard disactivation, if provided at the centralised full away, the ship sailing at its normal operation
control position, is to be so arranged so that it cannot be speed. The purpose of this check is not to control the
operated accidentally; the indication «safety devices off» is nautical performances of the ship (such as stopping
to be clearly visible. This device is not to disactivate the distance, etc.)
overspeed protection.
- finally, checking of the operation of the whole instal-
6.1.5 After stoppage of the propulsion engine by a safety lation in normal working conditions, i.e. as a gen-
shutdown device, the restart is only to be carried out, unless eral rule without watch-keeping personnel for the
otherwise justified, after setting the propulsion bridge con- monitoring and/or running of the machinery during
trol level on «stop». 6 h at least

Pt E, Ch 4, Sec 1
- The following procedure may, for instance, be cho- - load-shedding in the event of generating set over-
sen: «underway» during 3 h, then decreasing to «full load
ahead». Staying in that position during 5 min. Then - automatic starting of a generating set in the event of
stopping for 15 min. Then, putting the control lever generating set overload.
in the following positions, staying 2 minutes in each
one: astern slow, astern half, astern full, full ahead, • Test of fire and flooding system:
half ahead, stop, full astern, stop, ahead dead slow, - Test of normal operation of the fire detection system
half ahead, then increasing the power until «under- (detection, system faults)
way» position.
- Test of detection in the scavenging air belt and boiler
• Test of the operating conditions of the electrical produc- air duct
tion:
- Test of the fire alarm system
- automatic starting of the generating set in the event
of a blackout - Test of protection against flooding.
- automatic restarting of auxiliaries in the event of a • Test of operating conditions, including manoeuvring, of
blackout the whole machinery in an unattended situation for 6 h.

Pt E, Ch 4, Sec 2
SECTION 2 AUTOMATED OPERATION IN PORT (AUT-PORT)
1 General 4 Control of machinery
1.1 Application 4.1 Plant operation
1.1.1 The additional class notation AUT-PORT is assigned 4.1.1 The machinery and systems which are to be in opera-
in accordance with Pt A, Ch 1, Sec 2, [6.4.3] to ships fitted tion in port are to be designed according to Ch 4, Sec 1, [4],
with automated installations enabling the ship’s operation unless otherwise stated.
in port without personnel specially assigned for the watch-
keeping of the machinery in service, and complying with 4.1.2 The requirements of Ch 4, Sec 1 regarding electrical
the requirements of this Section. production for propulsion are not applicable.
4.1.3 The operation of auxiliaries, other than those associ-

1.1.2 The arrangements provided are to be such as to
ensure that the safety of the ship in port is equivalent to that ated with propulsion, is to be designed according to Ch 4,
of a ship having the machinery spaces manned. Sec 1.
1.2 Communication system 5 Alarm system
1.2.1 The requirements of Ch 4, Sec 1, [1.2] are applicable. 5.1 General
5.1.1 The alarm system is to be designed according to Ch

2 Documentation 4, Sec 1, [5], unless otherwise stated in this Section.
5.1.2 The alarm system is to be designed so as to inform of

any situation which requires attention of the personnel on
watch.
2.1.1 In addition to the those mentioned in Pt C, Ch 3, Sec
1, Tab 1, documents according to Tab 1 are required. For this purpose, an audible and visual alarm is to be acti-
vated in the continuously manned control station in port.
Table 1 : Documentation to be submitted
6 Location of the continuously
No I/A (1) Document manned control station
1 A Technical description of automatic engineers’
alarm and connection of alarms to remote
6.1 General
positions
2 A System of protection against flooding 6.1.1 A CMCS enabling the ship operation in port is to be
3 I List of machinery to be in operation in port provided.
6.1.2 However this station may be left unmanned where all
I : to be submitted for information.
monitoring, alarm, safety and control function are trans-
ferred to another CMCS located either on another ship or a
3 Fire and flooding precautions shore.
3.1 General 7 Testing
3.1.1 The requirements given in Ch 4, Sec 1, [3] are appli- 7.1 Tests after completion
cable unless otherwise indicated below.
7.1.1 Tests are to be carried out of all systems which are
3.1.2 The remote control of the main fire pumps for the required to be in operation in port, such as: the fuel oil puri-
pressurisation of the fire main is to be located at the contin- fier system, electrical power generation, auxiliary steam
uously manned control station in port. generator, etc.

Pt E, Ch 4, Sec 3
SECTION 3 INTEGRATED AUTOMATION SYSTEMS (AUT-IAS)
1 General 3.1.2 Consequences of a possible fault are to be taken into

account. Normally, no consideration is given to defects
occurring simultaneously; however in the case of defects
1.1 Application which would remain undetected, it might be necessary to
take into consideration the adding of several independent
1.1.1 The additional class notation AUT-IAS is assigned in
defects.
accordance with Pt A, Ch 1, Sec 2, [6.4.4] to ships fitted
with automated installations enabling periodically unat- 3.1.3 Necessary arrangements are to be made to avoid
tended operation of machinery spaces and additionally with interaction between the various automatic control circuits
integrated systems for the control and monitoring of plat- in the event of a fault in one of them (e.g. galvanic separa-
form systems. tion of automatic control electric circuits or earth leak mon-
This notation is assigned when the requirements of this Sec- itoring device with possibility of disconnecting the faulty
tion are complied with in addition to those of Ch 4, Sec 1 circuit, keeping the others in service).
for the assignment of the notation AUT-QAS.
3.1.4 Arrangements are to be made to avoid self-oscillation
1.1.2 The design of automation systems, including com- of these automatic control devices; their natural frequencies
puter based systems when applicable, is to be such that are to be sufficiently far from those of the controlled instal-
even when a single failure occurs in the system leading to lation to avoid resonance.
the loss of the functionality of the service, then a secondary
independent means is to be made available to restore the 3.1.5 Sequential controls are to ensure checking of the
functionality of the service. condition necessary for automatic starting of main and aux-
iliary machinery. If one of these conditions is not fulfilled,
1.1.3 The need of redundancy of subsystems, I/O sensors the starting process is to be locked. A new starting attempt
and final actuators is to be evaluated on a case by case may be allowed only after returning to a steady and safe
basis. position.
2 Documentation 3.1.6 To determine the operating conditions of the

sequences, transducers are to check the parameter resulting
from each step. The use of simple time delays for control-
2.1 Documents to be submitted ling the sequences is to be limited to cases where they can
previously be clearly defined.
2.1.1 In addition to the those mentioned in Pt C, Ch 3, Sec 1,
Tab 1 and Ch 4, Sec 1, Tab 1, documents listed in Tab 1 are
to be submitted. 3.2 Integrated computer based systems
Table 1 : Documents to be submitted 3.2.1 The following requirements apply in addition to those
in Pt C, Ch 3, Sec 3 and Ch 4, Sec 1.
No I/A (1) Document
3.2.2 In addition to the requirements of Pt C, Ch 3, Sec 3
1 I Block diagram of the integrated computer the computer network is to be single fault tolerant.
based systems
2 A FMEA study 3.2.3 The integrated automation system is to be designed
2 I Description of the data transmission protocol such that the subsystem is still operating in the case of loss
of transmission of the network.
3 I Description of the auto-diagnosis function
(1) A : to be submitted for approval 3.2.4 A document is to be issued when a modification of
I : to be submitted for information. the configuration of the integrated system is carried out.
3.2.5 In case of failure of one computer server on which

3 Design requirements software is resident, at least another computer server is to
be available.
3.1 General
3.2.6 In the case of failure of one workstation, the corre-
3.1.1 The computer network is to be capable of supporting sponding functions are to be possible from at least another
all the integrated subsystems ensuring the minimum perfor- work station in the same location, without a stop of the sys-
mance required in Pt C, Ch 3, Sec 3. tem in operation.

Pt E, Ch 4, Sec 3
4 Testing • visual inspection

• functional operation of workstation
4.1 Additional testing • transfer of control of workstation
4.1.1 In addition to those required in Ch 4, Sec 1, the fol- • inhibition function of alarms
lowing additional tests are to be carried out along side or at
• alarm acknowledgement procedure
sea where necessary:
• checking of the fire detection system • simulation of internal and external failure of the
integrated system, including loss or variation of
• checking of the proper operating condition of the inte-
power supply
grated computer based systems used for monitoring and
control and, in particular: • wrong data insertion test.

Part E
Chapter 5
MONITORING EQUIPMENT (MON)
SECTION 1 HULL STRESS AND MOTION MONITORING (MON-HULL)
SECTION 2 SHAFT MONITORING (MON-SHAFT)

Pt E, Ch 5, Sec 1
SECTION 1 HULL STRESS AND MOTION MONITORING

(MON-HULL)
1 General 1.3.2 The above information can also be compared against

warning levels determined by the Owner.
1.1 Application A warning level is always to be less than the corresponding
alarm level mentioned in [1.3.1].
1.1.1 The additional class notation MON-HULL is assigned
When a warning level is reached, a signal is to be emitted,
in accordance with Pt A, Ch 1, Sec 2, [6.5.2] to ships
different from the alarm mentioned in [1.3.1].
equipped with a Hull Stress and Motion Monitoring System
(hereafter referred to as Hull Monitoring System for easy ref-
erence), complying with the requirements of this Section. 2 Hull monitoring system
1.1.2 A Hull Monitoring System is a system which:
2.1 Main functions
• provides real-time data to the Captain and the Officers
of the ship on hull girder longitudinal bending moments 2.1.1 The Hull Monitoring System is to be able to ensure
and motions the ship experiences while navigating and the following main functions:
during loading and unloading operations in harbour
(notation: MON-HULL) • collection of data
• optionally, allows the storage of real-time data and/or of • data processing: scaling, consistency checks, statistical
a set of statistical results. processing when needed by the plain MON-HULL
implementation
The stored information should be organized in view of a
• management of the displays, handling of the alarms and
later exploitation by the Owner, for instance as an addi-
warnings
tional element in the exploitation and maintenance of the
ship or as an addition to her logbook. This option is distin- • in MON-HULL+S: selection, compression, if any, and
guished by the additional class notation +S, the notation storage of the information.
becoming MON-HULL+S.
Note 1: The resources needed for the later onshore exploitation of
Note 1: The information provided by the Hull Monitoring System is the recorded results need not be considered as part of the Hull
to be considered as an aid to the Captain. It does not replace his Monitoring System, provided that they cannot have access to the
own judgement or responsibility. storage medium in order to modify the content.
1.2 Documentation 2.2 Sensors

1.2.1 The following documents are to be submitted to the
2.2.1 The sensors are to consist of a set of devices able to
Society for approval:
provide at least:
• specification of the main components: sensors, process-
• indirect information on the longitudinal bending
ing units, display unit, storage unit, power supply and
moment of the hull, at least at one location where the
cabling
maximum hull girder normal stress can be expected
• functional scheme of the system during navigation, loading and unloading
• principles and algorithm used for the data processing,
• information on the vertical acceleration at the bow
either in MON-HULL or in MON-HULL+S
• determination of measurement ranges If a consistent monitoring of the vertical acceleration in
any point of the hull girder is required, vertical accelera-
• determination of data limits
tion is also to be collected at the stern
• initial calibration procedure including calibration values
• information on the transverse acceleration due to the
and tolerances
roll and the heel.
• procedure for the periodical checks.
2.2.2 Attention is drawn to the possible existence of local
1.3 Data limits, warning levels strains induced by temperature gradients in the hull struc-
ture.
1.3.1 The information provided by the transducers is to be
compared against relevant limits corresponding to maxi- The strain sensors are to be located in areas free from these
mum values obtained from the requirements on the basis of temperature gradients.
which the hull structure is approved. When a limit is If a temperature compensation device is implemented, the
reached, an alarm is to be issued. Manufacturer is to demonstrate its effectiveness on site.

Pt E, Ch 5, Sec 1
2.2.3 The sensors are to comply with the applicable 2.5 Visual display
requirements concerning protection against conducted and
radiated electric and radioelectric emissions. 2.5.1 A graphical display is to be fitted, with the following
features:
2.2.4 The sensors are to be selected and installed in such a • it is to be simple, clear and non-confusing
way that a periodical on-site check can be carried out with- • the user is to be able to obtain the information through
out extra equipment. one reading
When this operation is impossible, the Manufacturer is to • it is to be readable at a distance of at least 0,5 m
declare what are the period and procedure for a shop recal- • two major pieces of information (e.g. stress and/or verti-
ibration and demonstrate that the calibration remains valid cal acceleration at bow) are declared as “default condi-
within the period. tions” and displayed at power up and before the user
takes any action
2.3 Specifications • when an alarm is emitted, the corresponding informa-
tion is to be displayed instead of the above “default con-
2.3.1 For each type of measurement, the Manufacturer is to ditions”.
state the limits of the domain, according to the ship.
2.5.2 When the system detects a malfunction, the corre-
The limits are to include: sponding status is to be superimposed on the display.
• the strain ranges
• the acceleration ranges 2.6 Alarms
• the corresponding frequency range 2.6.1 For each limit stated in [1.3.1], visual and audible
alarms are to be fitted on the bridge to indicate when the
• the temperature ranges: sea water, open air, hull struc-
limit is approached and exceeded.
ture, sheltered, accommodation.
The alarms associated with each limit are to be clearly dis-
2.3.2 The global resolution of the instrument is to be such tinguishable from those relevant to other limits.
that the uncertainty as to the displayed information is less
2.6.2 When a warning level is reached (see [1.3.2]), a visi-
than 7% of its full scale display. The global resolution
ble signal is to be issued, distinct from those of the alarms
applies on the entire domain, display included; the specifi-
for limits stated in [2.6.1].
cation of the components is to be set accordingly.
2.6.3 When the system detects a malfunction, the alarms
2.3.3 The system is to be able to detect and signal the mal- and warnings associated with the data are to be inhibited
functions which can impair the validity of the data, e.g.: and a malfunction alarm is to be issued (see also [2.5.2]).
• data are out of range
• data remain strictly constant
2.7 Data storage (MON-HULL+S)
• data are corrupted by high intensity noise 2.7.1 The real time data are to be stored either by a record-
ing device which is part of the Hull Monitoring System,
• the system stops or hangs.
according to [2.7.2] to [2.7.4], or by the integrated bridge
system, if any.
2.4 Real time data processing
2.7.2 An electronic data storage recording device suitable
2.4.1 Wave-induced data are to be processed through any for accumulating statistical information for feedback pur-
convenient procedure (maximum peak value, root mean poses is to be fitted.
square, mean value, frequency spectrum, etc.) selected in
2.7.3 The data storage recording device is to be:
order that the displayed information is significant, not con-
fusing, immediately understood and as close as possible to • entirely automatic, excluding replacement operations of
the nautical experience of the crew. the storage support
• such that its operation does not interrupt or delay the
The procedure is to produce smoothed results that are not
process of collecting and processing data.
to deviate by more than 10% from one cycle to the next
when in steady navigation conditions. 2.7.4 Data are to be recorded with information on the date
The procedure is to be such that a significant aggravation in and time.
the navigation conditions appears on the display after no
more than three cycles. 2.8 Exploitation and checking of stored data
(MON-HULL+S)
The system is to switch automatically from port to sea con-
ditions, and vice versa. 2.8.1 The data stored according to [2.7] are to be pro-
cessed by the Owner through a statistical process.
2.4.2 Provision is to be made for a transfer of information
to a Voyage Data Recorder where this is fitted on board, 2.8.2 Periodicity of exploitation of data is to be defined by
according to the standards of the Voyage Data Recorder. the Owner depending on the ship’s operation.

Pt E, Ch 5, Sec 1
2.8.3 Means are to be incorporated which ensure that the The differences between results obtained from the Hull
integrity of the collected data can be checked at the exploi- Monitoring System and approved values are to be less than
tation stage. 5%.
2.10.2 The initial calibration of the Hull Monitoring System

2.9 Power supply unit
is to be carried out with a Surveyor in attendance.
2.9.1 The Hull Monitoring System is to be powered by the
main power source of the ship and in addition with an 2.11 Periodical inspections
internal uninterruptible 30 minute power source.
2.11.1 Checks of the main functions of the Hull Monitoring
System are to be carried out at intervals as agreed by the
2.10 Calibration
Society and not exceeding one year.
2.10.1 The initial calibration of indirect information of the The instrument is to include an auto-checking facility so
bending moment is to be based on an approved loading that the verification of the Hull Monitoring System can be
case in still water. carried out without the need of external devices.

Pt E, Ch 5, Sec 2
SECTION 2 SHAFT MONITORING (MON-SHAFT)
1 General 2.2.2 Timing

Stern bearing lubricating oil is to be analysed regularly; in
1.1 Applicability of MON-SHAFT notation any event, the interval between two subsequent analyses is
not to exceed six months.
1.1.1 The additional class notation MON-SHAFT is
assigned, in accordance with Pt A, Ch 1, Sec 2, [6.5.3], to
2.2.3 Records
ships fitted with a temperature monitoring system for the
tailshaft sterntube aft bearing complying with the require- The lubricating oil analysis documentation is to be available
ments of this Section. on board showing in particular the trend of the parameters
measured according to [2.2.4].
1.1.2 This notation is assigned only to ships having
tailshafts arranged with oil lubricated stern bearing and with
2.2.4 Content of analysis
approved oil sealing glands.
Each analysis is to include the following parameters:
1.1.3 The assignment of this notation allows a reduced
scope for complete tailshaft surveys; see Pt A, Ch 2, Sec 2, • water content
[6.6.4].
• chloride content
2 Requirements for the issuance of the • bearing material and metal particle content
notation • oil ageing (resistance to oxidation).
2.1 Arrangement The oil samples are to be taken under service conditions
and are to be representative of the oil within the sterntube.
2.1.1 In order for the notation MON-SHAFT to be granted,
the stern bearing is to be arranged with facilities for mea- 2.2.5 Additional data to be recorded
surement of bearing wear down.
In addition to the results of the oil sample analysis, the fol-
2.2 Lubricating oil analysis lowing data are to be regularly recorded:
• oil consumption
2.2.1 Item to be monitored
In order for the notation MON-SHAFT to be granted, the • bearing temperatures (a temperature sensor for each
lubricating oil of the stern bearing is to be analysed as indi- bearing or other approved arrangements are to be pro-
cated in this Section. vided).

Part E
Chapter 6
COMFORT ON BOARD (COMF)
SECTION 1 GENERAL REQUIREMENTS
SECTION 2 ADDITIONAL REQUIREMENTS FOR NOTATION COMF-NOISE

SECTION 3 ADDITIONAL REQUIREMENTS FOR NOTATION COMF-VIB

Pt E, Ch 6, Sec 1
1 General • IEC Publication 60942 “Electroacoustics - Sound cali-

brators”
1.1 Application • ISO 140 “Acoustics - Measurements of sound insulation

in buildings and of building elements”, namely:
1.1.1 The following additional class notations are assigned, Part 14 - 2004, “Guidelines for special situation in field”
in accordance with Pt A, Ch 1, Sec 2, [6.6], to naval ships
complying with the applicable requirements of the present • ISO 16283-1 “Acoustics - Field measurement of sound
Chapter: insulation of buildings and of building elements - Part 1:
Airborne sound insulation”
• COMF-NOISE with regard to noise criteria
• COMF-VIB with regard to vibration criteria. • ISO 717 “Acoustics - Rating of sound insulation in
buildings and of building elements”, namely:
Both class notations may be assigned separately. Part 1 - 1997, “Airborne sound insulation in buildings
The requirements corresponding to those additional class and interior elements”.
notations are given in Ch 6, Sec 2 and Ch 6, Sec 3.
• ISO 1996 “Acoustics - Description, measurements and
1.1.2 Special requirements assessment of environmental noise”, namely:
Special requirements related to the specific activities and/or • Part 1 “Basic quantities and assessment procedure”
missions of the ship are not covered by these Rules. The fol-
• Part 2 “Determination of environmental noise levels”
lowing additional class notation only considers noise/vibra-
tion sources connected with the ship platform.
1.3.2 The present Chapter refer to the following standards
applicable to vibrations:
1.2 Basic principles
• ISO 2041 “Vibration and shock - Vocabulary”
1.2.1 The comfort class grade is granted on the basis of • ISO 6954 “Mechanical vibration and shock - Guidelines
measurements performed by an acoustic and vibration spe- for the overall evaluation of vibration in merchant ships”
cialist from the Society during building stage, sea trials or in
service. • ISO 2631 “Mechanical vibration and shock - Evaluation
of human exposure to whole-body vibration”
However, measurements may be performed by another
acoustic and vibration specialist from external company • ISO 8041 “Human response to vibration – Measuring
provided that this specialist has duly obtained the relevant instrumentation”.
delegation from the Society.
1.2.2 These Rules take into account several International 1.4 Documentation to be submitted
standards and are deemed to preserve their general princi-
ples. 1.4.1 Prior to the trials, some documents are to be submit-
ted, as listed in Tab 1.
1.3 Regulations - Standards Table 1 : Documents to be submitted

1.3.1 The present chapter refer to the following standards
N° A/I Documents
applicable to noise:
1 I General arrangements
• IMO Resolution MSC.337(91) “Adoption of the Code on
noise levels on board ships” 2 A Measurement program:
• loading conditions
• ISO 2923 “Acoustic: Measurements of noise on board
• propulsion operating conditions
vessels”
• other equipment to be run
• ISO 31/VII “Quantities and units of acoustics” • weather conditions
• IEC Publication 61672 “Electroacoustics - Sound level • measuring instruments
meters” Note 1:
• IEC Publication 61260 “Octave, half-octave and third A : to be submitted for approval
octave band filters” I : to be submitted for information

Pt E, Ch 6, Sec 1
2 Conditions of attribution 2.3 Measuring locations

2.3.1 Measurements are to be carried out in each type of
2.1 Measurements space, if existing, specified in Ch 6, Sec 2, Tab 1 according
to the following principles:
2.1.1 Measurements aiming at giving the comfort class • At least 30% of the cabins and all cabins adjacent to
notation are to be performed under the conditions specified engine casing or machinery spaces
in [3]. • All mess rooms and recreational spaces
• All spaces permanently manned in normal operational
2.1.2 Measurement and calibration equipment are to meet conditions
the requirements of ISO 2923, IEC 61672-1, IEC 61260 and
For spaces larger than 50m2, two measurements are to be
IEC 60942 for noise, and ISO 2631 and ISO 8041 for vibra-
taken conveniently spaced.
tion.
The measurement locations are to be chosen to assure a
Sound insulation measurements are to be carried out good representation of the overall noise and vibration envi-
according to ISO 16283-1 and ISO 140-14. ronment on board.
Noise and vibration calibrators are to be verified at least The list of measuring points is to be prepared prior to the
every year. Measuring equipment are to be verified at least tests by the Society or the external company (see [1.2.1]).
every two years. This verification shall be done by a This list may be adjusted during the tests.
national standard laboratory or a competent laboratory
accredited according to ISO 17025 (2005) as corrected by 3 Testing conditions
(Cor 1:2006).
3.1 General
2.1.3 When it is not possible for the Society to follow or to
do all the required measurements, spot-check is to be per- 3.1.1 This Article gives the conditions to be fulfilled during
formed by the Society. This spot-check consists of a cross- measurements. Additional details of these conditions may
comparison between: be taken from International Standards, namely:
• IMO Resolution MSC.337(91), ISO 2923 for noise
• a sample of at least 10% of the measurements provided
• ISO 6954 for vibrations.
by the shipyard/external specialist
3.1.2 Prior to the tests, possible divergence on the required
Note 1: The maximum deviations allowed during the cross-com-
parison are 2 dB(A) for noise measurements and 0,3mm/s for vibra-
conditions may be accepted by the Society. If any, it is to be
tion measurements for overall frequency weighted RMS readings.
clearly mentioned in the report.
• and the corresponding readings obtained during the 3.1.3 The measurement program has to be approved before
spot-check measurements. the trials (see [1.4.1]). During the tests, some additional
measurements may be decided upon request of the Society.
This procedure enables the validation of the entire set of 3.1.4 During measurements, especially for noise, rooms
measurements provided by the shipyard/external specialist. have to be preferably fully completed (outfitting, furniture,
covering...). Measurements may be performed even in an
unfinished state, which generally suppose better final
2.2 Acceptance criteria
results.
2.2.1 The COMF-NOISE notation is assigned on condition

3.2 Harbour test conditions
that none of the measured values exceeds the limits given in
Ch 6, Sec 2, Tab 1 and Ch 6, Sec 2, Tab 2. A tolerance on 3.2.1 The sound insulation measurements are to be con-
noise levels may be accepted but shall not exceed the fol- ducted at quay or at anchorage. For these specific tests,
lowing maximum values: measurements should preferably be performed without
machinery, ventilation or air conditioning running.
• 3 dB(A) for 25% and 5 dB(A) for 5% of the measuring
points
3.3 Sea trial conditions
• 1 dB for 20% and 2 dB for 10% of apparent weighted
sound reduction indexes R’w (with a minimum of one 3.3.1 Propulsion plant power
partition). During the measurements, propeller output is to correspond
to the operating conditions specification of the ship and not
The COMF-VIB notation is assigned on condition that none less the 80% of the maximum continuous rating (MCR)
of the measured values exceeds the limits given in Ch 6, Sec unless other conditions are specified by the Naval Authority.
3, Tab 1. A tolerance on vibration levels may be accepted Ships which are frequently operated by means of a
but shall not exceed 0,3 mm/s for 20% of measuring points Dynamic Positioning system (DP system) shall require addi-
for overall frequency weighted r.m.s. velocity criteria. tional measurements to be performed in DP mode. The

Pt E, Ch 6, Sec 1
Owner, Shipyard and Society shall agree on a process to • To this end only the personnel needed for the normal
simulate the operation of the DP thruster system under con- operation of the ship and those carrying out the mea-
ditions which would approximate station-holding at, or surements are to be present.
above, 40 per cent of maximum thruster power for design
environmental conditions that the ships operates in. 3.3.4 Ship course
Ship course has to be kept constant, with rudder angle less
3.3.2 Auxiliaries
than 2 degrees portside or starboard, for the duration of the
During measurements, forced ventilation and air condition- measurement. If ship manoeuvring is needed, measure-
ing system (HVAC systems) are to be operating, as well as ments must be stopped until recovery of heading
auxiliary systems used in normal service condition. Any
other frequently used equipment (more than 1/3 of the time 3.3.5 Water depth
at sea) is to be run at its normal operating conditions (if
practicable. Water depth is greater than 5 times the mean ship draught.
3.3.3 Human activity 3.3.6 Meteorological conditions

• During measurements, noise arising from every kind of Tests have to be conducted in sea and weather condition 3
unnecessary human activity is to be avoided as far as or less. Measurements carried out with worst weather con-
possible. ditions may be accepted at the sight of the results.

Pt E, Ch 6, Sec 2
SECTION 2 ADDITIONAL REQUIREMENTS FOR NOTATION

COMF-NOISE
1 General suring locations is indicated in Ch 6, Sec 1, [2.3]. Three

measuring points are to be carried out in the wheelhouse
(centre line and both sides).
1.1 Application
2.4.2 The insulation measurements location have to fulfil
1.1.1 The requirements of this Section are applicable when the recommendations of ISO 140-14.
the additional class notation COMF-NOISE is assigned.
The selection of sound insulation measuring locations is to
They are additional to the applicable requirements of Ch 6,
be representative of the different types of insulation pro-
Sec 1.
vided in Tab 2 (a minimum of two measurements of each
insulation type is required).
2 Measurement procedure
3 Noise levels and sound insulation
2.1 Instrumentation measurement
2.1.1 The instrumentation is to be calibrated in situ, before
and after the tests, and is to include one third octave band 3.1 Noise level requirements
filter (see Ch 6, Sec 1, [2.1.2]). The instrument is to be able
to give LAeq measurements. 3.1.1 For each space typology, maximum noise levels are
given in Tab 1 unless otherwise specified by the Naval
Authority.
2.2 Data processing - Analysis
Table 1 : Noise level requirements
2.2.1 The nominal noise level is evaluated with LAeq,T
value. LAeq,T (dB(A) re. 20 µPa) is the equivalent continu- Location LAeq,T (dB(A))
ous A weighted sound pressure level, T greater than 20 sec- Wheelhouse 65
onds. Results are to be given on table in global values
Operational rooms 60
(dB(A)). Upon request of the Society or his representative,
they may have to be presented in a table giving the third Cabins 60
octave band analysis. Offices 65
Recreational spaces 65
2.2.2 To evaluate the required privacy inside accommoda-
tions, the apparent weighted sound reduction index R'w is Mess Rooms 65
to be calculated. R'w (dB) is a field measure of airborne Hospital 60
sound insulation between rooms. This index is to be deter- Galleys (without food processing equip-
75
mined in accordance with ISO 717-1 and ISO 16283-1. ment operating)
Workshop, laundries (without equipment
85
2.3 Measuring condition operating)
Engine control room 75
2.3.1 Tests are to be conducted in the conditions described
in Ch 6, Sec 1, [3]. Air conditioning is to be in normal oper- 3.2 Sound insulation measurement
ation. Doors and windows are to be closed, unless they are
kept open in normal use. 3.2.1 Between two adjacent accommodation spaces,
Measurements are to be conducted with all equipments in apparent weighted sound reduction index R’w is to be
normal operating conditions. higher than the requirements given in Tab 2. Measurements
are to be performed in situ.
2.4 Measuring positions Table 2 : Apparent weighted sound
reduction indexes R’w
2.4.1 Measurements are to be taken at a height between
1,2 m and 1,6 m from the deck and at a distance above 1,0 Walls between cabins and R’w (dB)
m from any boundary surface of the room. In cabins and
Cabin 30
offices, one measurement will be performed in the middle
of the space. The measurement is to be taken at 2,0 m at Corridor 30
least from the existing noise sources (e.g. inlet/outlet of air Recreational room, mess room,
45
conditioning openings). The selection of noise level mea- public spaces

Pt E, Ch 6, Sec 3
SECTION 3 ADDITIONAL REQUIREMENTS FOR NOTATION

COMF-VIB
1 General to be taken on the floor in the centre of the room. For larger
rooms, several measuring points may be required and are to
be chosen according to the local structure (measurements
1.1 Application
of the different existing types of stiffened panels).
1.1.1 The requirements of this Section are applicable when Three measuring points are to be carried out in the wheel-
the additional class notation COMF-VIB is assigned. They are house (centre line and both sides).
additional to the applicable requirements of Ch 6, Sec 1.
In addition to vertical direction, measurements in transverse
and longitudinal directions are to be performed on one
2 Measurement procedure point on each deck.
2.1 Instrumentation 3 Vibration level requirements

2.1.1 The instrumentation is to be calibrated in situ, before
and after the tests (see Ch 6, Sec 1, [2.1.2]). 3.1 General
The instrumentation is to include at least a transducer
(accelerometer or velocity transducer) with an appropriate 3.1.1 Vibration level requirements are provided in Tab 1 in
amplifier, and a FFT analyser. accordance with ISO 6954-2000. The limits listed in Tab 1
Should the vibration measurements be performed on a soft are applicable for any directions.
floor, the use of a rigid plate with the person standing on the
Table 1 : Overall velocity level requirements
plate and the accelerometer rigidly fixed on is recom-
mended.
Vibration velocity values (mm/s)
Space
2.2 Data processing, presentation of results values from 1 Hz to 80 Hz
and analysis Wheelhouse 3,2
Operational rooms 3,2
2.2.1 The criterion of vibration is to be expressed in terms
of overall frequency-weighted r.m.s. velocity (mm/s) from 1 Cabins 3,2
to 80 Hz as defined by ISO 6954:2000. Offices 4,0
Recreational spaces 4,0
2.3 Measuring conditions
Mess Rooms 4,0
2.3.1 Tests are to be conducted in the conditions described Hospital 3,2
in Ch 6, Sec 1, [3]
Galleys (without food
Measurements are to be conducted with all equipments in processing equipment 6,0
normal operating conditions. operating)
Workshop, laundries
2.4 Measuring positions (without equipment 6,0
operating)
2.4.1 Measurements are to be taken in vertical direction. In
cabins, offices or other small size rooms, measurements are Engine control room 6,0

Pt E, Ch 6, Sec 3

Part E
Chapter 7
POLLUTION PREVENTION (CLEANSHIP)
SECTION 2 DESIGN REQUIREMENTS FOR THE NOTATIONS CLEANSHIP

AND CLEANSHIP SUPER
SECTION 3 DESIGN REQUIREMENTS FOR THE POLLUTION PREVENTION

NOTATIONS OTHER THAN CLEANSHIP AND CLEANSHIP
SUPER
SECTION 4 ONBOARD SURVEYS

Pt E, Ch 7, Sec 1
1 Scope and application For the assignment of the CLEANSHIP SUPER notation, at
least three notations among those referred to as “eligible” in
Tab 1, column 4, are also to be assigned.
1.1 General
The relevant symbol, scope, reference to the Rules and
assignment conditions are given in Tab 1.
1.1.1 This Chapter contains the requirements for the pre-
vention of sea and air pollution. Examples of notations are given below:
• CLEANSHIP
1.1.2 Additional class notations for the prevention of sea • CLEANSHIP, BWE
and air pollution include:
• CLEANSHIP SUPER (AWT, NOX-80%, SOX-60%)
• CLEANSHIP and CLEANSHIP SUPER notations • OWS-5 ppm
• other notations having a specific scope. • AWT, NDO-2 days
Table 1 : Additional class notations for the prevention of pollution
Eligible for the

Reference to the assignment of
Symbol Scope Assignment conditions
Rules CLEANSHIP
SUPER notation
CLEANSHIP Prevention of sea and air pollution Ch 7, Sec 2, [2] N/A
CLEANSHIP SUPER Prevention of sea and air pollution Ch 7, Sec 2, [2] N/A At least 3 eligible notations
Ch 7, Sec 2, [2] are to be assigned
AWT Fitting of an Advanced Wastewater Ch 7, Sec 2, [3] Yes
Treatment plant
BWE The ship is designed for Ballast Water Ch 7, Sec 2, [3] No
Exchange in accordance with the
BWM Convention (2004)
BWT Fitting of a Ballast Water Treatment Ch 7, Sec 3 Yes
plant and NI 538
GREEN PASSPORT Hazardous material inventory NR528 No
GWT Fitting of a treatment installation for Ch 7, Sec 3 Yes
Grey Waters
HVSC Fitting of a High Voltage Shore Con- NR557 Yes Alternatively, use of natural
nection gas as fuel when the ship is
at berth may be accepted,
provided that the provisions
of NR529 are complied with
NDO-x days The ship is designed for No Dis- Ch 7, Sec 3 Yes
charge Operation during x days
NOX-x% Average NOx emissions of engines Ch 7, Sec 3 Yes
not exceeding x% of IMO Tier II limit
OWS-x ppm Fitting of an Oily Water Separator Ch 7, Sec 3 Yes
producing effluents having a hydro-
carbon content not exceeding x ppm
(parts per million)
SOX-x% Oil fuels used within and outside Ch 7, Sec 3 Yes As an alternative, equivalent
SECAs have a sulphur content not arrangements (e.g. exhaust
exceeding x% of the relevant IMO gas cleaning systems) may
limit be accepted
Note 1: N/A = not applicable.

Pt E, Ch 7, Sec 1
1.2 Applicable rules and regulations 2.1.4 Sewage sludge

Sewage sludge means any solid, semi-solid, or liquid resi-
1.2.1 It is a prerequisite for the assignment of any addi- due removed during the treatment of on-board sewage.
tional class notation listed in Tab 1 that the ship complies
with the following regulations: 2.1.5 Grey water
a) adopted Annexes of the MARPOL 73/78 Convention Grey water includes drainage from dishwashers, showers,
b) International Convention on the control of harmful anti- sinks, baths and washbasins, laundry and galleys.
fouling systems, 2001.
2.1.6 Garbage
1.2.2 Additional requirements may be imposed by the ship Garbage means all kinds of victual, domestic and opera-
flag Authorities and/or by the State or Port Administration in tional waste excluding fresh fish and parts thereof, gener-
the jurisdiction of which the ship is intended to operate, in ated during the normal operation of the ship and liable to
particular with respect to: be disposed of continuously or periodically, except those
• exhaust gas smoke (particulate emissions, smoke opacity) substances which are defined or listed in Annexes I, II, III
and IV to MARPOL 73/78.
• fuel oil sulphur content
• bilge water oil content Garbage includes all kinds of solid wastes like plastics,
paper, oily rags, glass, metal, bottles, and incinerator ash.
• on board waste incineration.
Food wastes are considered as garbage.
2 Definitions and abbreviations 2.1.7 Oil residue (sludge)

Oil residue (sludge) means the residual waste oil products
2.1 Definitions related to sea pollution generated during the normal operation of a ship such as
those resulting from the purification of fuel or lubricating oil
2.1.1 Hazardous wastes for main or auxiliary machinery, separated waste oil from
Hazardous wastes are those wastes composed of substances oil filtering equipment, waste oil collected in drip trays, and
which are identified as marine pollutants in the Interna- waste hydraulic and lubricating oils.
tional Maritime Dangerous Goods Code (IMDG Code).
2.1.8 Oil residue (sludge) tank
Hazardous wastes include in particular:
Oil residue (sludge) tank means a tank which holds oil resi-
• photo processing chemicals due (sludge) from which sludge may be disposed directly
• dry cleaning waste through the standard discharge connection or any other
• used paints approved means of disposal.
• solvents
2.1.9 Oily bilge water
• heavy metals
Oily bilge water means water which may be contaminated
• expired chemicals and pharmaceuticals by oil resulting from things such as leakage or maintenance
• waste from printers work in machinery spaces. Any liquid entering the bilge
• hydrocarbons and chlorinated hydrocarbons system including bilge wells, bilge piping, tank top or bilge
holding tanks is considered oily bilge water.
• used fluorescent and mercury vapour light bulbs
• batteries. 2.1.10 Oily bilge water holding tank
Oily bilge water holding tank means a tank collecting oily
Note 1: Empty packagings previously used for the carriage of
bilge water prior to its discharge, transfer or disposal.
hazardous substances are to be considered as hazardous
substances.
2.1.11 Oily wastes
2.1.2 Wastewater Oily wastes means oil residues (sludge) and oily bilge water.
Wastewater includes both sewage and grey water defined
hereunder. 2.1.12 Advanced Wastewater Treatment (AWT)
Any treatment of wastewater that goes beyond the second-
2.1.3 Sewage ary or biological water treatment stage and includes the
Sewage means: removal of nutrients such as phosphorus and nitrogen and a
• drainage and other wastes from any form of toilets, uri- high percentage of suspended solids. AWT water effluent
nals, and WC scuppers, here designated as black waters standard corresponds to the technology currently available
for municipal wastewater treatment plants.
• drainage from medical premises (dispensary, sick bay,
etc.) via wash basins, wash tubs and scuppers located in 2.1.13 Accidental discharge
such premises
All discharge to sea caused by unforeseen or accidental
• drainage from spaces containing live animals, or events, such as damage to the ship or its equipment, and
• other waste waters when mixed with the drainages including discharge necessary for the purpose of protection
defined above. of the ship or saving life at sea.

Pt E, Ch 7, Sec 1
2.1.14 No discharge condition 2.2.5 Shipboard incineration

Condition without discharge of hazardous wastes, treated Shipboard incineration means the incineration of wastes or
and untreated wastewater, oily wastes or garbage into the other matter on board a ship, if such wastes or other matter
sea. were generated during normal operation of that ship.
Note 1: Where the AWT notation is assigned to the ship, the dis- 2.2.6 Shipboard incinerator
charge of treated sewage and treated grey water is allowed.
Shipboard incinerator means a shipboard facility designed
Note 2: In the “No discharge condition”, no effluents from exhaust for the primary purpose of incineration.
gas cleaning systems may be discharged into the sea.
2.2.7 Exhaust gas smoke
Exhaust gas smoke is a visible suspension of solid and/or
liquid particles in gases resulting from combustion or pyrol-
2.2 Definitions related to air pollution ysis.
Note 1:
2.2.1 Emission
• Black smoke (soot) is mainly comprised of carbon particles
Emission means any release of substances, subject to con- • blue smoke is usually due to droplets resulting from the incom-
trol by Annex VI of MARPOL 73/78, from ships into the plete combustion of fuel or lubricating oil
atmosphere or sea.
• white smoke is usually due to condensed water and/or liquid
fuel
2.2.2 Ozone depleting substances
• yellow smoke is caused by NO2.
Ozone-depleting substances means controlled substances
defined in paragraph (4) of article 1 of the Montreal Proto- 2.3 Abbreviations
col on Substances that Deplete the Ozone Layer, 1987,
listed in Annexes A, B, C or E to the said protocol in force at 2.3.1 AWT
the time of application or interpretation of Annex VI of
MARPOL 73/78. AWT means advanced wastewater treatment.
Ozone-depleting substances that may be found on board 2.3.2 ECA

ship include, but are not limited to: ECA means emission control area.
• Halon 1211Bromochlorodifluoromethane 2.3.3 EGC
• Halon 1301Bromotrifluoromethane EGC means exhaust gas cleaning.
• Halon 2402 1,2-Dibromo-1,1,2,2-tetrafluoroethane 2.3.4 OWS

(also known as Halon 114B2)
OWS means oily water separator.
• CFC-11 Trichlorofluoromethane
• CFC-12 Dichlorodifluoromethane 3 Documents to be submitted and

applicable standards
• CFC-113 Trichloro-1,2,2-trifluoroethane
• CFC-114 1,2-Dichloro-1,1,2,2-tetrafluoroethane 3.1 Documents to be submitted

• CFC-115 Chloropentafluoroethane.
3.1.1 Certificates
The certificates to be submitted prior to the delivery of the
2.2.3 NOx technical code
additional class notations CLEANSHIP, CLEANSHIP SUPER
NOx Technical Code means the Revised Technical Code on and other notations are listed in Tab 2.
Control of Emission of Nitrogen Oxides from Marine Diesel
Engines adopted at MEPC 58 on 10 October 2008 with Res- 3.1.2 Operational procedures
olution MEPC.177(58). The operational procedures to be submitted are listed in Tab
3.
2.2.4 Emission control area
3.1.3 Plans and documents
Emission control area means an area where the adoption of
special mandatory measures for emissions from ships is The plans and documents to be submitted are listed in Tab 4.
required to prevent, reduce and control air pollution from
NOx or SOx and particulate matter or all three types of 3.2 Modifications and additions
emissions and their attendant adverse impacts on human
health and the environment. Emission control areas include 3.2.1 In case of modifications or additions to the approved
those listed in, or designated under, regulations 13 and 14 installations, arrangements or procedures, the relevant
of Annex VI of MARPOL 73/78. details are to be submitted for review.

Pt E, Ch 7, Sec 1
Table 2 : Required certificates
Notations Certificate Applicable Rules and Regulations

CLEANSHIP IOPP certificate (1) Annex I of MARPOL 73/78, Appendix II
CLEANSHIP SUPER Type approval certificate of: IMO Resolution MEPC.107(49):
• 15 ppm bilge separator • Part 1 of the Annex
• 15 ppm bilge alarm • Part 2 of the Annex
ISPP certificate (1) Annex IV of MARPOL 73/78, Appendix
Type approval certificate of the sewage system IMO Resolution MEPC.159(55)
Type approval certificate of the incinerator (2) • IMO Resolution MEPC.76(40) as amended by Resolu-
tion MAPC.93(45)
• Annex VI of MARPOL 73/78, Appendix IV
IAPP certificate (1) • Annex VI of MARPOL 73/78, Appendix I
• IMO Resolution MEPC.194(61)
EIAPP certificates of diesel engines (3) (4) NOx Technical Code 2008, Appendix I
SOx emission compliance certificate IMO Resolution MEPC.184(59), Appendix I

Certificate of unit approval for exhaust gas
cleaning system (5)
IAFS certificate or Declaration on Anti-fouling International Convention on the control of Harmful and
system Anti-fouling systems, 2001, Annex 4, Appendices 1and 2
AWT Type approval of the AWT plant Ch 7, Sec 3, [2]
BWE IBWM certificate (or Statement of compliance to International Convention on the Control and Management
the BWM Convention before its entry into force) of Ships’ Ballast Water and Sediments, Appendix 1
Type approval certificate of the ballast water IMO Resolution MEPC.174(58), Appendix
management system
BWT Type approval certificate of the ballast water IMO Resolution MEPC.169(57)
treatment plant
GREEN PASSPORT See NR528
GWT Type approval certificate of the grey water Ch 7, Sec 3, [5]
treatment plant
HVSC See NR557
NDO-x days N/R
NOX-x% EIAPP certificates of diesel engines (4) Ch 7, Sec 3, [7]
OWS-x ppm Type approval certificate of the oily water sepa- Ch 7, Sec 3, [8]
rator with indication of “x ppm” performance
SOX-x% Type approval certificate of the exhaust gas Ch 7, Sec 3, [9]
cleaning system (5)
(1) Only where required by MARPOL 73/78 Convention, according to the ship’s gross tonnage.
(2) Shipboard incinerator is not required. However, when fitted on board, it is to be type-approved.
(3) Only where required by Annex VI of MARPOL 73/78 Convention, according to the engine power and intended use.
(4) The EIAPP certificate may include a NOx-reducing device as a component of the engine. See NOx Technical Code 2008,
regulation 2.2.5.
(5) Where such an equivalent arrangement is provided in pursuance of Annex VI of MARPOL 73/78 Convention, regulation 4.
Note 1: N/R = not required

Pt E, Ch 7, Sec 1
Table 3 : Required operational procedures
Notations Operational procedure Applicable Rules and Regulations

CLEANSHIP Shipboard oil pollution emergency plan (1) IMO Resolution MEPC.54(32) as amended
CLEANSHIP SUPER by Resolution MEPC.86(44)
Procedure to prepare and maintain an oil record book (1) Annex I of MARPOL 73/78, Appendix III
Procedure to maintain, operate and troubleshoot bilge water IMO Circular MEPC.1/Circ.677
treatment systems
Bunkering procedure −
Measures to prevent oil pollution −
Sewage and grey water management plan and discharge con- IMO Resolution MEPC.157(55)
trol plan (1)
Garbage management plan including procedures to prepare • IMO Resolution MEPC.70(38)
and maintain a garbage record book and hazardous waste pro- • IMO Circular MEPC/Circ.317
cedures (1) • Annex V of MARPOL 73/78, Appendix
Operating procedure to be followed to minimise the risk and −
the consequences of ozone-depleting refrigerant leakage,
under normal and emergency conditions, including:
• checking of the piping tightness
• recharge
• detection of leakage
• maintenance and repair
(2)
Procedure to prepare and maintain the ozone-depleting sub- −
stances record book
NOx emission control plan −
Fuel oil quality management plan • Annex VI of MARPOL 73/78, Regulation
18 and Appendix VI
Where an exhaust gas cleaning (EGC) system is used: IMO Resolution MEPC.184(59)
• SOx emission compliance plan
• Onboard monitoring manual
• Procedure to prepare and maintain the EGC record book
AWT Wastewater management plan and discharge control plan −
BWE Ballast water management plan, with procedures to prepare IMO Resolution MEPC.127(53)
and maintain a Ballast Water Record Book
BWT As above for BWE notation • IMO Resolution MEPC.127(53)
Detailed procedures and information for safe application of • IMO Circular BWM.2/Circ.20
active substances
GREEN PASSPORT See NR528
GWT Grey water management plan and discharge control plan −
HVSC See NR557
NDO-x days Management and storage plan for liquid effluents and solid −
waste in case of no-discharge operation
NOX-x% NOx emissions control plan −
OWS-x ppm Performance monitoring plan for the oily water separator −
SOX-x% SOx emissions control plan −
(1) Only where required by MARPOL 73/78 Convention, according to the ship’s gross tonnage.
(2) Only where ozone-depleting substances are used on board.

Pt E, Ch 7, Sec 1
Table 4 : Required plans and documents
Notation Documents Approval status

CLEANSHIP General:
CLEANSHIP SUPER • general arrangement plan with indication of the waste collection and conveying cir- I
cuits, storage means and treatment installations intended for the prevention of pollution
by oil, sewage, grey waters, garbage and hazardous packaged substances
• capacity plan I
• program for a waste source reduction, minimization and recycling A
Prevention of pollution by oil:
• diagram of the oil residue (sludge) system, I
• diagram of the independent clean drain system, where provided I
• diagram of the oily bilge system (pumping, treatment, discharge) I
• details of the bilge water holding tank A
• calculation of the bilge water holding tank capacity A
Prevention of pollution by sewage and wastewater:
• diagram of the grey water system (collection, treatment, discharge) I
• diagram of the sewage system (collection, treatment, discharge) I
• details of the sewage holding tank and grey water holding tank A
• calculation of the sewage holding tank and grey water holding tank capacity A
• description of the sewage treatment plant or comminuting/disinfecting system I
Prevention of pollution by garbage:
• general information on the equipment intended for collecting, storing, processing and I
disposing of garbage (except where type-approved)
• calculation of the necessary storing, processing and disposing capacities A
• diagram of control and monitoring systems for garbage handling equipment A
Prevention of pollution by oil spillage and leakage:
• diagram of the fuel oil and lubricating oil overflow systems A
• diagram of the fuel oil and lubricating oil filling, transfer and venting systems I
• arrangement of the fuel oil and lubricating oil spillage containment systems A
• diagram of the control and monitoring system for fuel oil filling, transfer and overflow I
systems
• diagram of the stern tube lubricating oil system A
Prevention of oil pollution in case of collision or stranding:
• arrangement of the fuel oil tanks, lubricating oil tanks and sludge tanks with indication I
of the volume and of the distance between the tank and the ship base line/ship shell side
Prevention of pollution by anti-fouling systems:
• specification of antifouling paint A
Prevention of pollution by refrigerants and fire-fighting media:
• arrangement of retention facilities including material specifications, structural drawings, A
welding details and procedures, as applicable
• means to isolate portions of the plant so as to avoid release of medium A
AWT • diagram of the grey water system (collection, treatment, discharge) I
• diagram of the sewage system (collection, treatment, discharge) I
• details of the sewage holding tank and grey water holding tank A
• calculation of the sewage holding tank and grey water holding tank capacity A
• description of the Advanced Wastewater Treatment (AWT) plant and relevant operating I
principles
Note 1:
I = to be submitted for information
A = to be submitted for approval
A/I = to be submitted for approval or information, in accordance with the relevant Rules or Rule Note.
Note 2: Diagrams are to include information about monitoring and recording of parameters.

Pt E, Ch 7, Sec 1
Notation Documents Approval status

BWE See IMO Resolution MEPC.127(53) A/I
BWT See Guidance Note NI538 A/I
GREEN PASSPORT See Rule Note NR528 A/I
GWT • diagram of the grey water system (collection, treatment, discharge) I
• details of the grey water holding tank A
• calculation of the grey water holding tank capacity A
• description of the grey water treatment plant and relevant operating principles I
HVSC See Rule Note NR557 A/I
NDO-x days Calculation of the storage capacity for solid wastes and liquid effluents A
NOX-x% • calculation of the weighted average NOx emission level of the ship A
• calculation of the weighted average IMO Tier II NOx emission limit of the ship A
OWS-x ppm Description of the OWS plant and relevant operating principles I
SOX-x% Where low sulphur fuel oils are used:
• diagram of the fuel oil supply systems I
• change-over procedure I
Where an exhaust gas cleaning system is fitted:
• washwater diagram A
• description of the system and relevant operating principles I
Note 1:
I = to be submitted for information
A = to be submitted for approval
A/I = to be submitted for approval or information, in accordance with the relevant Rules or Rule Note.
Note 2: Diagrams are to include information about monitoring and recording of parameters.

Pt E, Ch 7, Sec 2
SECTION 2 DESIGN REQUIREMENTS FOR THE NOTATIONS

CLEANSHIP AND CLEANSHIP SUPER
1 General 1.2.3 Plans and documents

The plans and documents to be submitted for the additional
1.1 Application class notations CLEANSHIP and CLEANSHIP SUPER are
listed in Ch 7, Sec 1, Tab 4.
1.1.1 The requirements of this Section apply to ships hav-
ing the additional class notations CLEANSHIP and CLEAN- 2 Design requirements for the
SHIP SUPER.
additional class notation CLEANSHIP
Requirements for onboard surveys are given in Ch 7, Sec 4
and Pt A, Ch 5, Sec 7.
2.1 Waste management
1.1.2 Ships having the additional class notation CLEAN-
SHIP are to comply with the provisions of Article [2]. 2.1.1 Waste generation
Ships having the additional class notation CLEANSHIP The waste quantities to be considered for the calculation of:
SUPER are to comply with the provisions of Articles [2] and
• the volume of the holding tanks
[3].
• the capacity of the waste treatment and storage equip-
ment
are to be derived from the experience gained on similar
1.2.1 Certificates types of ships operated in similar conditions. Where no data
The certificates to be submitted for the additional class are available, the figures listed in Tab 1 are to be used.
notations CLEANSHIP and CLEANSHIP SUPER are listed in
Ch 7, Sec 1, Tab 2. 2.1.2 Separation of waste streams
Design arrangements and procedures for collecting, sorting,
1.2.2 Operational procedures treating, storing and discharging solid and liquid waste and
The operational procedures to be submitted for the addi- harmful substances are to be such that the discharge or dis-
tional class notation CLEANSHIP are listed in Ch 7, Sec 1, charge prohibition criteria laid down in annexes I, IV and V
Tab 3. of MARPOL 73/78 Convention can be fulfilled.
Table 1 : Waste generation quantities
Quantities for
No Type of Waste Unit Ro-ro passenger Ro-ro passenger

Cruise ships ships designed ships designed Cargo ships
for night voyages for day voyages
1 Plastics kg/person/day 0,1 0,1 0,1 0,1
2 Paper and cardboard kg/person/day 1,0 1,0 1,0 1,0
3 Glass and tins kg/person/day 1,0 1,0 1,0 1,0
4 Food wastes kg/person/day 0,7 0,7 0,7 0,7
5 Total garbage (1 + 2 + 3 + 4) kg/person/day 2,8 2,8 2,8 2,8
6 Black water litres/person/day 12 for a vacuum system
100 for a conventional flushing system
7 Grey water (excluding laundry litres/person/day 160 150 50 100
and galley)
8 Laundry litres/person/day 80 20 20 40
9 Galley litres/person/day 90 30 30 60
10 Total grey water (7 + 8 + 9) litres/person/day 330 200 100 200

Pt E, Ch 7, Sec 2
Generally, this implies that the following categories of 2.2.2 Bilge water holding tank
wastes are separated before any treatment or storage: All machinery space bilges and spaces containing hydraulic
equipment have to be drained into a bilge water holding
• products containing hazardous substance, as defined in
tank before separation and oil filtration or discharge ashore.
Ch 7, Sec 1, [2.1.1]
This bilge holding tank is to be separate and independent
• plastics, which have to be separated from wastes ulti- from the sludge tanks.
mately discharged to sea (sewage or food wastes for Sea or freshwater drains not contaminated by oil may be
instance) discharged overboard.
• sewage, including drainage from medical premises, For ships operating with heavy fuel oil having a relative
which has to be collected separately from grey water, density greater than 0,94 at 15°C, the bilge water holding
except if a common treatment installation is installed on tank is to be fitted with heating facilities.
board. The bilge water holding tank is to be arranged so as to facil-
itate the separation of any oil (or oil emulsions resulting
Note 1: This does not preclude the mixing of effluents after from the use of bilge cleaning agents) from the bilge water
treatment (e.g. treated sewage mixed with grey water). and the removal of accumulated sediments.
Note 2: When sea water is mixed with wastewater (e.g. for The shore discharge piping system from the bilge water
the purpose of washing the holding tanks), the discharge holding tank is to be terminated by the standard discharge
requirements for the wastewater apply to the resulting mix- connection specified in MARPOL 73/78 Convention,
ture. Annex I, Reg. 13.
Note 3: When categories of wastewater having different dis- 2.2.3 Oil water separating equipment
charge requirements are mixed together, the most stringent The following approved equipment is to be provided in
requirements apply to the resulting mixture. accordance with IMO Resolution MEPC.107(49):
• 15 ppm bilge separator
2.1.3 Incineration and disposal
• 15 ppm bilge alarm
Although disposal into the sea and onboard incineration are • automatic stopping device.
possible in the conditions specified in MARPOL 73/78 Con-
vention, storage and subsequent discharge to port reception The capacity of the bilge separator is to take into account
facilities is to be given first priority. the route of the vessel, the volume of the bilge water hold-
ing tanks and the separating technology.
Except otherwise stated in this Article, storage arrangements
are to be provided for all kinds of liquid and solid wastes, The 15 ppm bilge separator and the 15 ppm bilge alarm are
to be installed in accordance with the provisions of IMO
with a capacity corresponding to one day operation of the
Resolution MEPC.107(49), paragraph 6.
ship.
Note 1: The attention is drawn to the specific requirements 2.2.4 Oil residue (sludge) tanks
imposed by certain flag Authorities and / or State or Port Oil residue (sludge) may be disposed of directly from the oil
Administration, which may restrict or prohibit waste dis- residue (sludge) tanks through the standard discharge con-
charge and/or incineration in the waters under their juris- nection referred to in MARPOL 73/78, Annex I, Reg. 13, or
diction. any other approved means of disposal.
2.2.5 Overboard discharges from the bilge pumping

2.2 Oily wastes system
The overboard discharge valve of any bilge overboard dis-
2.2.1 Compliance with MARPOL 73/78 charge line, unless passing through the 15 ppm bilge sepa-
rator, is to be kept shut and provided with lead-sealing
Ships granted with the additional class notation CLEAN- arrangements.
SHIP have to comply with the following requirements of
MARPOL 73/78 Convention, Annex I, and with the relevant 2.2.6 Segregation of oil and water ballast
unified interpretations: No ballast water is to be carried in any fuel oil or lubricat-
• Reg. 12 for arrangement and capacity of oil residues ing oil tank.
(sludge) tanks
2.2.7 Discharge records
• Reg. 13 for standard discharge connection Provisions are to be made to record the following parame-
ters related to the oily water discharge:
• Reg. 14 for oil filtering equipment
• date and time of the discharge
• Reg. 15 for oil discharge criteria • ship location
• Reg. 17 for oil record book (machinery space operations). • quantity and oil content of oily water discharged.

Pt E, Ch 7, Sec 2
2.3 Wastewaters 2.4.2 Garbage management plan

Procedures for collection, sorting, processing and disposal
2.3.1 Compliance with MARPOL 73/78 of garbage are to be available in the garbage management
Ships granted with the additional class notation CLEAN- plan required by MARPOL 73/78, Annex V, Reg. 9.
SHIP have to comply with the relevant requirements of The garbage management plan is to include procedures in
MARPOL 73/78 Convention, Annex IV, revised according to order to make sure that the following hazardous wastes are
IMO Resolution MEPC.115(51): not discharged at sea nor mixed with other waste streams:
• Reg. 10 for standard discharge connection • photo processing waste (including X-ray development
• Reg. 11 for discharge criteria. fluid waste)
• dry cleaning waste, containing in particular tetrachloro-
Note 1: Discharge of grey water is not regulated by MARPOL 73/78
ethylene or perchloroethylene (PERC)
Convention.
• printing materials, like inks, except soy based, non chlo-
Note 2: Attention is drawn to the fact that some national regula-
rinated hydrocarbon based ink products
tions prohibit the discharge of sewage (treated or untreated) and
grey water while in port or within other designated areas. • laser printer toner cartridges
• unused and outdated pharmaceuticals
2.3.2 Design and arrangement of the sewage • fluorescent / mercury vapour bulbs
system
• batteries
The ship is to be equipped with one of the following sewage
systems: • used cleaners, solvents, paints and thinners
• products containing metals such as lead, chromium,
• a sewage treatment plant, or
copper, cadmium and mercury.
• a sewage comminuting and disinfecting system fitted
with facilities for temporary storage of sewage when the 2.4.3 Handling of hazardous waste
ship is less than 3 nautical miles from the nearest land, Hazardous wastes are to be collected and stored in separate
or leakproof containers prior to disposal ashore. The storage
• a holding tank of the capacity to the satisfaction of the capacity is to be sufficient for the average production of
Society for the retention of all sewage, having regard to 30 days. The contents of all containers are to be clearly
the operation of the ship, the number of persons on marked.
board and other relevant factors. Note 1: Waste fluids associated with photo processing,
including X-ray development, may be treated to remove sil-
2.3.3 Holding tanks ver for recycling. The effluent from the recovery unit may be
The holding tanks are to be efficiently protected against cor- led to the grey water provided it contains less than 5 parts
rosion and fitted with a level indicator and a high level per million (ppm). The residues from the recovery unit are
alarm. to be landed ashore for disposal or recycling.
2.3.4 Sewage treatment plants and piping 2.4.4 Collection of garbage

Sewage treatment plants are to be of a type approved in Garbage bins are to be placed at suitable places and within
accordance with the provisions of IMO Resolution a suitable distance in accommodation spaces and open
MEPC.159(55). decks.
Provisions are to be made in the design for easy access Hazardous wastes, plastics and food contaminated wastes
points for the purpose of obtaining representative influent are to be collected separately from other wastes.
and effluent samples. 2.4.5 Storage of garbage
2.3.5 Discharge records The ship is to have sufficient capacity to store all kinds of
garbage produced during one day, taking into account the
Provisions are to be made to record the following parame- daily waste generation figures given in [2.1.1] and the val-
ters related to the sewage discharge:
ues of density given in Tab 2.
• date and time of discharge If incineration is permitted in the areas where the ship is
• position of the ship (latitude and longitude) intended to operate, the needed capacity for wastes other
• quantity of sewage discharged. than glass and tins may be reduced by 40%, without being
less than the needed volume corresponding to one day.
2.4 Garbage and hazardous wastes Table 2 : Waste density
2.4.1 Compliance with MARPOL 73/78 Density (kg/m3)

Ships granted with the additional class notation CLEAN- Type of waste compacted uncompacted
SHIP have to comply with the requirements of MARPOL waste waste
73/78, Annex V:
Glass, tin 1600 160
• Reg. 3, 4, 5 and 6 for disposal into the sea criteria
Paper, cardboard, plastic 410 40
• Reg. 9 for placards, garbage management plans and gar-
bage record-keeping. Food wastes − 300

Pt E, Ch 7, Sec 2
2.4.6 Food wastes 2.5 Hull antifouling systems

Arrangements are to be made to store food wastes prior to
2.5.1 Compliance with IMO AFS Convention
discharge to port reception facilities or, where permitted,
disposal into the sea. Ships granted with the additional class notation CLEAN-
SHIP have to comply with the relevant requirements of IMO
The onboard storage capacity is to be sufficient for one day Convention on the Control of Harmful Anti-fouling Systems
food waste production, taking into account the figures given on Ships, 2001, requiring the complete prohibition of orga-
in [2.1.1] and the values of density given in Tab 2. notin compounds which act as biocides in anti-fouling sys-
tems.
Where food waste disposal into the sea is permitted, pre-
cautions are to be taken to ensure that plastics contami- 2.5.2 Type-approval of anti-fouling systems
nated by food wastes, like plastic food wrappers, are not
Anti-fouling paints are to be of a type approved by the Soci-
discharged to sea with other food wastes.
ety, on the basis of the following criteria:
2.4.7 Incinerators • the product is to be TBT-free
Where fitted, incinerators are to be type-approved by the • small quantities of organotin compounds acting as a
Society, designed and constructed according to the require- chemical catalyst are allowed provided their concentra-
ments of: tion does not exceed 2500 mg total tin per kg of dry
paint.
• MEPC.76(40), as amended by MEPC.93(45)
• MARPOL Annex VI, Appendix IV. 2.6 Prevention of pollution by oil spillage
and leakage
Proper hazardous waste management procedures including
segregating hazardous wastes are to be instituted onboard 2.6.1 Compliance with MARPOL 73/78
each ship to assure hazardous wastes are not introduced Ships granted with the additional class notation CLEAN-
into the incinerator. In particular, batteries are to be SHIP have to comply with MARPOL 73/78 Convention,
removed from any waste that will be incinerated onboard. Annex I, regulation 12A (Oil fuel tank protection).
Ashes containing toxic or heavy metal residues are to be
2.6.2 Overflow systems
kept on board in a suitable container and landed ashore for
disposal. Other ashes may be discharged at sea where per- All fuel and lubricating oil tanks the capacity of which
mitted. exceeds 10 m3 are to be fitted with an overflow system and
a high level alarm or a flow alarm in the overflow system.
Note 1: Ashes are considered as free from toxic or heavy metal res- The alarm signal is to be given where the person in charge
idues when metal analysis show that the limit concentrations given
of the bunkering or transfer operation will normally be
in Tab 3 are not exceeded.
located.
Table 3 : Limit concentrations of Note 1: The overflow system is to comply with the provi-
toxic and heavy metals substances in ashes sions of Pt C, Ch 1, Sec 10, [9.3].
2.6.3 Containment systems

Substance Limit concentration (ppm) On the weather and superstructure decks, each fuel or
Arsenic 0,3 lubricating oil tank vent, overflow and fill pipe connection
and each other area where oil spillage may occur is to be
Barium 4,0 fitted with a fixed deck container or enclosed deck area
Cadmium 0,3 with a capacity of:
Chromium 5,0 • 80 litres if the gross tonnage of the ship is between 300
and 1600
Lead 1,5
• 160 litres if the gross tonnage of the ship is greater than
Mercury 0,01
1600.
Selenium 0,3
The deck container or area is to be sitted with a closed
Silver 0,2
drainage system.
2.4.8 Discharge records 2.6.4 Stern tube leakage

Provisions are to be made to record the following parame- Sealing glands are to be provided with an oil leak preven-
ters related to the garbage discharge: tion air seal or the stern tube oil is to be of a non-toxic and
biodegradable quality approved in accordance with recog-
• date and time of discharge nized standards.
• ship location (latitude and longitude) or location of The oil tanks are to be fitted with a level sensor giving an
ashore discharge facilities alarm in case of low level. Arrangements are to be made to
• estimated amounts discharged for each category, includ- record the level of those tanks.
ing incinerator ash (in cubic meters). All oil filling or topping up operations are to be recorded.

Pt E, Ch 7, Sec 2
2.6.5 Oily condensates from venting pipes 2.7.7 Alarm

Venting pipes from machinery spaces and containing Any detection of medium leak is to activate an audible and
hydrocarbon vapours are to be led to a venting box pro- visible alarm in a normally manned location. The alarm is
vided with a draining pipe connected to a suitable oily to be activated when the concentration of refrigerant
drain tank. reaches a value agreed with the Society on a case by case
basis.
2.7 Refrigeration systems
2.8 Fire-fighting systems
2.7.1 Application
The following requirements apply to the ship centralized 2.8.1 Compliance with MARPOL 73/78
refrigerating plants, centralized air conditioning plants and
gas reliquefaction plants. Ships granted with the additional class notation CLEAN-
SHIP have to comply with MARPOL 73/78 Convention,
They do not apply to the refrigeration facilities intended for Annex VI, regulation 12 (Ozone Depleting Substances).
the storage of the galley supplies and to the air conditioning
plants for limited parts of the ship, such as the control
2.8.2 Acceptable fire-fighting media
rooms and the wheelhouse.
The use of halon and halocarbons media in the fixed and
2.7.2 Compliance with MARPOL 73/78 portable fire fighting equipment is prohibited.
Ships granted with the additional class notation CLEAN-
SHIP have to comply with MARPOL 73/78 Convention, 2.8.3 Design requirements for fire-fighting systems
Annex VI, regulation 12 (Ozone Depleting Substances). Provisions are to be made for the safe containment and dis-
posal of fire-fighting media in case of spillage during main-
2.7.3 Acceptable refrigerants
tenance or repair.
The use of halogenated substances as refrigerant is prohib-
ited, with the exception of hydrochlorofluorocarbons
(HCFCs), which are permitted until 1 January 2020. 2.9 Emission of nitrogen oxides (NOx)
2.7.4 Retention facilities 2.9.1 Compliance with MARPOL 73/78

Refrigeration systems are to be fitted with retention facilities Diesel engines fitted to ships granted with the additional
having the capability to retain all the refrigerants, should the class notation CLEANSHIP have to comply with the require-
necessity to evacuate the whole plant arise in an emer- ments of:
gency. The retention facilities may be tanks for liquid media
and/or bottles for gaseous media. If only tanks for liquid are • MARPOL 73/78, Annex VI, Reg. 13
used as retention facilities, one or more compressors having
• NOx Technical Code (2008)
the combined capacity to discharge completely the
medium from the system into the tanks are to be installed.
2.9.2 Application
2.7.5 Prevention of leakage The following requirements apply to all diesel engines,
Refrigeration systems are to be designed in such a way as to independently of the service, with a rated power of more
minimise the risk of medium release in the case of mainte- than 130 kW, installed on the ship, with the exceptions of:
nance, repair or servicing. Arrangements are to be made to
• emergency diesel engines, diesel engines installed in
isolate those sections which are to be serviced by a system
lifeboats and any other diesel engines intended to be
of valves and by-passes, in such a way as not to stop the
used solely in an emergency situation, independently of
operation of the plant, while in service, preventing the risk
their rated power
of release of the medium outside of the plant.
• engines which are subject to alternative measures for
Means are to be provided to avoid the possibility of leak to
limiting NOx emission, under special consideration of
the atmosphere of the refrigerants or its vapours in any case
the Society.
of failure of the plant.
A warning instruction plate stating that deliberate emissions Note 1: NOx emissions from gas only engines, gas turbines,
of halogenated substances is prohibited is to be displayed in boilers and incinerators are not subject to these require-
the vicinity of the vessels and of the releasing devices. ments.
Note 1: This requirement does not apply to spaces contain-
ing only pipes 2.9.3 NOx certification of engines
Prior to installation onboard the ship, engines have to be
2.7.6 Leak detection NOx-certified in accordance with the relevant provisions of
The spaces where the medium might be likely to leak are to the NOx Technical Code for the intended application. A
be continuously monitored by appropriate leak detectors, valid EIAPP certificate (or statement of compliance) is nor-
which are to be of a type approved by the Society. mally to be issued by the Society.

Pt E, Ch 7, Sec 2
2.9.4 NOx reduction methods 3 Additional design requirements for

Where NOx reduction methods (such as water injection, the additional class notation
fuel oil emulsification, charge air humidification, exhaust CLEANSHIP SUPER
gas after-treatment) are used, they are to be approved by the
Society and taken into account in the EIAPP certificate of
the engine. 3.1 Waste minimization and recycling pro-
The measurement of NOx emission levels, where required gram
for the control of the reduction process (e.g. to adjust the
injection rate of the reduction agent for SCR systems), is to 3.1.1 Direct waste minimization and recycling programs
be carried out by means of type-approved analysers. involving significant reduction of the waste amounts men-
tioned in Tab 1 are to be implemented. Such programs are
to cover the influence of measures such as:
2.10 Emission of sulphur oxides (SOx)
• use of technical water (e.g. air conditioning condensate)
2.10.1 Compliance with MARPOL 73/78 where possible
Ships granted with the additional class notation CLEAN- • use of water recovery systems (e.g. filtering and reuse of
SHIP have to comply with the relevant requirements of laundry water - last rinse use for first wash)
MARPOL 73/78 Convention, Annex VI and related Guide-
lines: • reclamation and reuse of properly treated and filtered
wastewaters as technical water (e.g. in toilet flushing,
• Reg. 13 for Sulphur Oxides (SOx) and Particulate Matter
laundry, open deck washing)
• Reg. 18 and Appendices V and VI for fuel oil quality
Note 1: Effluents from water treatment plants may be reused or
recycled only if they comply with a recognised quality stan-
• IMO Resolution MEPC.182(59) for the sampling of fuel
dard for potable water.
oil.
• active water conservation (e.g. use of reduced flow
2.10.2 Use of low sulphur fuel oils shower heads, vacuum systems for toilets, laundry
Where several types of fuel are used in pursuance of equipment that utilizes less water)
[2.10.1], arrangements are to be made to allow the com-
• use of reusable packaging and bulk packaging
plete flushing of the high sulphur fuel supply system before
entering the emission control area (ECA). • replacement of plastic packaging by containers built in
other material
Arrangements are to be made to record the following
parameters: • minimization of the amount of oily bilge water and pro-
• volume of fuel oil in each tank cessing of the oily bilge water and oil residue (sludge) in
accordance with the Integrated Bilge Water Treatment
• date, time and position of the ship when the fuel System (IBTS) concept (see IMO Circular
change-over operation is completed or started (respec- MEPC.1/Circ.642).
tively when entering the ECA or leaving the ECA).
3.1.2 In addition to the procedures required in [2.4.2], the
2.10.3 Use of exhaust gas cleaning systems
procedures for garbage source reduction, minimization and
Exhaust gas cleaning (EGC) systems, which may be recycling are to be available in the garbage management
accepted as an arrangement equivalent to the use of low plan.
sulphur fuel oils in pursuance of MARPOL 73/78 Conven-
tion, Annex VI, Regulation 4.1, are to be approved in accor-
dance with IMO Resolution MEPC.184(59): 2009 3.2 Oily wastes
Guidelines for exhaust gas cleaning systems.
3.2.1 The bilge water holding tank is to have a capacity
EGC systems are to be fitted with data measuring, recording
that provides to the ship the flexibility of operation in ports,
and processing devices in accordance with the aforesaid
costal waters and special areas, without the need to dis-
Resolution.
charge de-oiled water overboard. The minimum capacity of
The discharge washwater is to satisfy the criteria given in the bilge water holding tank is not to be less than the greater
the aforesaid Resolution. of the two following values (in m3):
Washwater treatment residues generated by the EGC unit • 0,075 S, where S is the surface of the vertical projection,
are to be stored in a holding tank having a capacity suffi- in m2, of the largest machinery space drained into the
cient for 30 days operation of the ship, then delivered bilge holding tank
ashore to adequate reception facilities. Such residues are
not be discharged to the sea or incinerated on board. • the value calculated from Tab 4.

Pt E, Ch 7, Sec 2
Table 4 : Minimum capacity of the bilge water 3.3.4 Discharge records

holding tank according to main engine rating
Provisions are to be made to record the following parame-
ters related to the sewage and grey water discharges:
Main engine rating (kW) (1) Capacity (m )3
up to 1000 1,5 • date and time of discharge
above 1000 up to 20000 1,5 + (P − 1000) / 1500 • position of the ship (latitude and longitude)
above 20000 14,2 + 0,2 (P − 20000) / • quantity of sewage and/or grey water discharged
1500
• quantity of sludges incinerated or discharged ashore.
(1) For diesel-electric propulsions, the main engine rating
is to be substituted with the aggregate power of the
electric power motors. 3.4 Food wastes
3.3 Wastewaters 3.4.1 Food wastes and wastes contaminated with food are
to be stored in high integrity sealed packaging and refriger-
3.3.1 Design and arrangement of the sewage and ated to 5°C.
grey water systems
The ship is to be fitted with a sewage system and a grey 3.5 Prevention of pollution by oil spillage
water system designed and arranged as follows:
and leakage
• An approved sewage treatment plant or sewage commi-
nuting and disinfecting system is to be provided 3.5.1 Containment systems
• A tank is to be provided for the storage of untreated or A seven-barrel spill kit containing the following is to be
treated sewage with a capacity complying with [3.3.2] available on board, ready to be used during bunkering
• A tank is to be provided for the storage of grey waters operation:
with a capacity complying with [3.3.2]
• sorbents sufficient to absorb seven barrels of oil
• Grey waters from galleys are to be collected separately
from other grey waters and led through a grease trap • non-sparking hand scoops, shovels and buckets
prior to additional treatment, storage or discharge. • portable containers suitable for holding seven barrels of
Note 1: Treated sewage and grey water holding tanks may be com-
recovered solid waste and seven barrels of recovered
bined together. liquid waste
Note 2: Plastic garbage is to be separated from sewage and/or grey • a minimum of 60 litres of a deck cleaning agent
waters before entering the treatment unit.
• appropriate protective clothing to protect personnel
3.3.2 Holding tanks from inhalation hazards, eye exposure and skin contact
Holding tanks for sewage and grey water are to have a • non-sparking portable pumps with appropriate hoses.
capacity sufficient for 24 hours operation of the ship, having
regard to the maximum number of persons on board, the 3.5.2 Oil detection in cooling water circuits
daily production of wastewater given in Tab 1 and other rel-
Hydrocarbon detectors are to be provided in sea water and
evant factors.
fresh water cooling systems comprising fuel oil or lubricat-
3.3.3 Sewage sludges ing oil heat exchangers in order to detect any contamina-
tion of the water.
Sludges from sewage treatment are to be collected and
stored then discharged ashore or, where permitted, inciner-
ated onboard. 3.6 Protection against oil pollution in the
Where provided, incineration devices are to completely
event of collision or grounding
burn the sludges to a dry and inert ash and not to discharge
fly ash, malodors or toxic substances. 3.6.1 All fuel oil and lubricating oil tanks are to be located
in protected locations in accordance with the provisions of
The capacity of the sewage sludge tanks is to be calculated NR467, Pt C, Ch 1, Sec 10, [11.5.3].
taking into consideration:
Note 1: This requirement does not apply to engine lubricating oil
• the maximum period of voyage between ports where drain tanks.
sludge can be discharged ashore, or
• the incinerator capacity and whether incineration is per-
mitted in the areas where the ship is intended to operate. 3.7 Prevention of air pollution
In the absence of precise data, a figure of 30 days is to be 3.7.1 All refrigerants used onboard are to have:
used.
• a Global Warming Potential (GWP) not exceeding 2000
Ashes from sludge incineration are be disposed ashore
except where permitted under [2.4.7]. • an Ozone Depleting Potential (ODP) equal to zero.

Pt E, Ch 7, Sec 2
3.8 Monitoring and recording systems Note 1: The correspondence between the SO2/CO2 ratio and the
sulphur content of the fuel oil is detailed in IMO Resolution
3.8.1 On-board emission measurement and MEPC.184(59), Table 1 and Appendix II.
monitoring equipment
3.8.2 Remote transmission of the parameters
Ships having the additional class notation CLEANSHIP related to waste discharge and air emissions
SUPER are to provided with a type-approved measurement,
All the waste discharge and air emission parameters
monitoring and recording equipment, for:
required to be monitored and recorded as per the require-
• NOx emissions, in compliance with MO Resolution ments of [2] and [3] are to be transmitted on a regular basis
MEPC.103(49) (e.g. every day) via a satellite communication system to a
• SO2 and CO2 emissions, in compliance with IMO Res- shipowner facility ashore. Such information is to be made
olution MEPC.184(59). available to the Surveyor of the Society upon request.

Pt E, Ch 7, Sec 3
SECTION 3 DESIGN REQUIREMENTS FOR THE POLLUTION

PREVENTION NOTATIONS OTHER THAN CLEAN-
SHIP AND CLEANSHIP SUPER
1 General 2.2.3 BOD5

BOD5 is the 5-day measure of the pollutant parameter bio-
1.1 Application chemical oxygen demand.
1.1.1 The requirements of this Section apply to ships hav- 2.2.4 Percent removal
ing one of the additional class notations for pollution pre- The percent removal is a percentage expression of the
vention listed in Ch 7, Sec 1 other than CLEANSHIP and removal efficiency across a treatment plant for a given pol-
CLEANSHIP SUPER. lutant parameter, as determined from the 30-day average
Requirements for onboard surveys are given in Ch 7, Sec 4 values of the raw wastewater influent pollutant concentra-
and in Pt A, Ch 5, Sec 7. tions to the AWT plant and the 30-day average values of the
effluent pollutant concentrations for a given time period.
1.2 Documents to be submitted 2.2.5 SS
1.2.1 Certificates SS is the pollutant parameter total suspended solids.
The certificates to be submitted for the aforementioned
additional class notations are listed in Ch 7, Sec 1, Tab 2. 2.3 Design of the AWT plant
1.2.2 Operational procedures 2.3.1 Required capacity

The operational procedures to be submitted for the afore- The capacity of the AWT plant is to be sufficient for the
mentioned additional class notations are listed in Ch 7, Sec maximum number of persons onboard, taking into account
1, Tab 3. the sewage and grey water quantities given in Ch 7, Sec 2,
[2.1.1].
1.2.3 Plans and documents
2.3.2 Effluent quality
The plans and documents to be submitted for the aforemen-
tioned additional class notations are listed in Ch 7, Sec 1, The AWT plant is to be so designed that the minimum level
Tab 4. of effluent quality complies with the following limits:
a) BOD5
2 Additional class notation AWT 1) the 30-day average is not to exceed 30 mg/l
2) the 7-day average is not to exceed 45 mg/l
2.1 Scope 3) the 30-day average percent removal is not to be less
than 85 percent.
2.1.1 The additional class notation AWT applies to ships
fitted with an advanced wastewater treatment (AWT) plant, b) SS
capable of treating both sewage and grey waters with an 1) the 30-day average is not to exceed 30 mg/l
effluent quality complying with [2.3]. 2) the 7-day average is not to exceed 45 mg/l
Note 1: Effluents from the AWT plant may be reused or recycled
3) the 30-day average percent removal is not to be less
only if they comply with a recognised quality standard for potable
than 85 percent.
water.
c) pH
2.2 Definitions and abbreviations The effluent values for pH are to be maintained within
the limits of 6,0 to 9,0.
2.2.1 7-day average d) Fecal coliform
The 7-day average is the arithmetic mean of pollutant
The geometric mean of the samples from the discharge
parameter values for samples collected in a period of
during any 30-day period is not to exceed 20 fecal
7 consecutive days.
coliform/100 millilitres (ml) and no more than 10% of
2.2.2 30-day average the samples may exceed 40 fecal coliform/100 ml.
The 30-day average is the arithmetic mean of pollutant e) Total residual chlorine
parameter values for samples collected in a period of Concentrations of total residual chlorine is not to
30 consecutive days. exceed 10,0 micrograms per litre (μg/l).

Pt E, Ch 7, Sec 3
2.3.3 Type tests 4 Additional class notation BWT

Advanced Wastewater Treatment plants are to be of a type
approved in accordance with IMO Resolution 4.1 Scope
MEPC.159(55), taking into account the following effluent
standards: 4.1.1 The additional class notation BWT applies to ships
a) Fecal coliform standard: complying with the International Convention for the Con-
trol and Management of Ships’ Ballast Water and Sedi-
The geometrical mean of the fecal coliform count of the
ments, 2004 and to the relevant Guidelines, and fitted with
samples of the effluent taken during the test period
an approved ballast water treatment system.
should not exceed 14 coliforms/100 ml M.P.N. (most
probable number) as determined by a 5 tube fermenta-
tion analysis or an equivalent analytical procedure. In 4.2 Design and installation requirements
addition, no more than 10% of the number of samples
exceed an M.P.N. of 43 coliforms /100 ml. 4.2.1 General
The ballast water treatment system is to be designed and
b) Total suspended solids standard:
installed in accordance with the provisions of Guidance
The geometrical mean of total suspended solids is not to Note NI538.
exceed 10 mg/l.
4.2.2 Safety
c) 5-day biochemical oxygen demand (BOD5) standard:
Arrangements are to be made for the safe handling and stor-
The geometrical mean of BOD5 is not to exceed age of chemicals used to treat ballast water.
20 mg/l.
The risk resulting from the possible production of hazardous
d) Total nitrogen (TN) standard: by-products (aqueous or gaseous) during the ballast water
The geometrical mean of TN is not to exceed 10 mg/l. treatment process is to be properly addressed.
e) Total phosphorus (TP) standard: Relevant safety procedures are to be developed.
The geometrical mean of TP is not to exceed 1 mg/l.
4.2.3 Ballast water treatment records
Provisions are to be made to get and record the following
3 Additional class notation BWE parameters related to the ballast water discharge/treatment:
• date and time of ballast water discharge and intake
3.1 Scope (when the treatment is performed at the intake stage)
• ship location (latitude and longitude)
3.1.1 The additional class notation BWE applies to ships
complying with the International Convention for the Con- • date, time, duration and conditions of treatment (at
trol and Management of Ships’ Ballast Water and Sedi- intake or discharge stage, or during voyage)
ments, 2004, and to the relevant Guidelines, and • amounts of water treated.
performing ballast water exchange.
5 Additional class notation GWT
3.2.1 Design of the pumping and piping systems 5.1 Scope

The pumping and piping systems involved in the ballast 5.1.1 The additional class notation GWT applies to ships
water exchange are to comply with the provisions of Pt C, fitted with a grey water treatment system, the effluents from
Ch 1, Sec 10, [7]. which have a quality complying with [5.2].
Note 1: Effluents from the grey water treatment plant may be
3.2.2 Sediment handling
reused or recycled only if they comply with a recognised quality
Arrangements are to be made for: standard for potable water.
• monitoring the sediment build up
• cleaning the tanks and removing the sediments 5.2 Design of the grey water treatment plant
• disposing the sediments to reception facilities. 5.2.1 Required capacity
3.2.3 Discharge records The capacity of the grey water treatment plant is to be suffi-
cient for the maximum number of persons onboard, taking
Provisions are to be made to get and record the following into account the daily production of grey water given in Ch
parameters related to the ballast water discharge: 7, Sec 2, [2.1.1].
• date and time of discharge
5.2.2 Effluent quality
• ship location (latitude and longitude)
The grey water treatment plant is to be so designed that the
• amounts of water exchanged minimum level of effluent quality complies with the limits
• amount of sediments disposed to reception facilities. given in IMO Resolution MEPC.159(55).

Pt E, Ch 7, Sec 3
5.2.3 Type tests 7 Additional class notation NOX-x%

Grey water treatment plants are to be type-approved in
accordance with IMO Resolution MEPC.159(55). 7.1 Scope
7.1.1 The additional class notation NOX-x% applies to
6 Additional class notation NDO-x days
ships fitted with diesel engines having a weighted average
NOx emission level not exceeding x% of the weighted aver-
6.1 Scope age IMO Tier II limit.
The NOx performance index x is to be ≤ 90.
6.1.1 The additional class notation NDO-x days applies to
ships having sufficient onboard storage capacity for solid
waste and liquid effluents, allowing the fully loaded ship to
operate without discharging any substances into the sea 7.2.1 General
during x consecutive days (no discharge period).
The diesel engines to be considered are those referred to in
Ch 7, Sec 2, [2.9.2].
NOx reducing devices may be considered if they are cov-
ered by the EIAPP certificate of the engine.
6.2.1 The no discharge operation presupposes that, during
the no discharge period: 7.2.2 Calculation of the weighted average NOx
• no incineration is carried out emission level of the ship
The weighted average NOx emission level of the ship
• no waste nor effluents are discharged into the sea.
[NOx]ship ,in g/kWh, is to be calculated as follows:
Note 1: Where the AWT notation is assigned to the ship, the dis-
n
 [ NOx ] ⋅ P
charge of treated sewage and treated grey water is allowed.
i i
Note 2: Discharge of washwaters from exhaust gas clean cleaning i=1
(EGC) systems are not allowed during the no discharge operation.

[ NOx ] ship = -----------------------------------
n
The installation of closed loop EGC systems may be considered in 
Pi
this respect. i=1
6.2.2 The storage capacity for each of the following solid where:
and liquid wastes is to be sufficient to allow the no dis- n : Total number of engines installed on the ship
charge operation of the ship during x days: [NOx]i : NOx emission level of each individual engine
• plastics as per EIAPP certificate (in g/kWh)
• paper and cardboard Pi : Rated power of each engine (in kW).
• glass and tins 7.2.3 Calculation of the weighted average IMO Tier II
• food waste NOx emission limit of the ship
The weighted average IMO Tier II NOx emission limit of the
• sewage (see Note 1) ship [IMO]ship, in g/kWh, is to be calculated as follows:
• grey water (see Note 1)
n
• sewage sludges (where applicable)  [ IMO ] ⋅ P
i=1
i i
• bilge water [ IMO ] ship = -----------------------------------

n
• oil residues (sludge) 

i=1
Pi
• hazardous wastes
• washwater treatment residues from EGC units (where where:
applicable). n, Pi : As defined in [7.2.2]
[IMO]i : Applicable IMO Tier II NOx emission limit of
Note 1: Storage capacity is not required for treated sewage and
treated grey water when the notation AWT is assigned to the ship.
each individual engine as per MARPOL 73/78,
Annex VI, Reg. 13.4 (in g/kWh).
6.2.3 Except otherwise stated, the storage capacities are to
7.2.4 Calculation of the NOx performance index x
be based on:
The NOx performance index x is to be calculated as fol-
• the maximum number of persons onboard lows:
• the daily production of solid waste and liquid effluents [ NOx ] ship
given in Ch 7, Sec 2, [2.1.1]. x = -----------------------
-
[ IMO ] ship
6.2.4 Unless otherwise justified, the minimum capacity where:

required for the bilge water holding tank is not to be less [NOx]ship :Weighted average NOx emissions for the ship
than x times the capacity given inCh 7, Sec 2, Tab 4. (in g/kWh), as calculated in [7.2.2]

Pt E, Ch 7, Sec 3
[IMO]ship: Weighted average IMO Tier II NOx emission • the sulphur content of fuel oils used in emission control
limit for the ship (in g/kWh), as calculated in areas (ECAs) is not is not to exceed x% of the IMO limit
[7.2.3]. given in MARPOL 73/78, Annex VI, regulation 14.4
• the sulphur content of fuel oils used in other areas is not
8 Additional class notation OWS-x ppm to exceed x% of the IMO limit given in MARPOL 73/78,
Annex VI, regulation 14.1
8.1 Scope
The SOx performance index x is to be ≤ 90.
8.1.1 The additional class notation OWS-x ppm applies to Alternative arrangements may be accepted if the resulting
ships fitted with an oily water separator (OWS) capable of SOx emission reduction is deemed equivalent to that corre-
producing effluents having a hydrocarbon content not sponding to the use of fuel oils with reduced sulphur con-
exceeding x ppm. tent.
The OWS performance index x is to be ≤ 10.
Note 1: ppm means parts of oil per million parts of water by vol-
ume.
9.2.1 Use of fuel oils with reduced sulphur content

Where fuel oils with reduced sulphur content are used, the
8.2.1 The OWS is to be type-approved in accordance with requirements in Ch 7, Sec 2, [2.10] are to be complied
the provisions of IMO Resolution MEPC.107(49), for an with.
effluent quality of x ppm.
The bilge alarm and the automatic stopping device are to be 9.2.2 Use of exhaust gas cleaning systems as
alternative arrangement
efficient for the x ppm limit.
Where exhaust gas cleaning systems are used, they are to
be approved in accordance with IMO Resolution
9 Additional class notation SOX-x%
MEPC.184(59), for a SOx emission performance corre-
sponding to the use of a fuel oil having a sulphur content of
9.1 Scope x% of the IMO sulphur limit applicable to ECAs.
9.1.1 The additional class notation SOX-x% applies to Provisions of Ch 7, Sec 2, [2.10.3] and Ch 7, Sec 2, [3.8.1]
ships using fuel oils complying with the following criteria: for data measuring and recording are to be complied with.

Pt E, Ch 7, Sec 4
SECTION 4 ONBOARD SURVEYS
1 Application 2.3 Periodical tests after first year of service
1.1 2.3.1 General
The effluents and wastes usually discharged to sea are to be

1.1.1 Survey requirements for the additional class notations periodically sampled and analyzed by a qualified labora-
CLEANSHIP, CLEANSHIP SUPER and other additional class tory. The frequency of these tests in a five-year term period
notations listed in Ch 7, Sec 1, Tab 1 are given in Pt A, Ch 5, is specified in Tab 2.
Sec 7.
This Section contains additional requirements applying to Tab 3 lists the number of occurrences where the pollutant
the additional class notations CLEANSHIP, CLEANSHIP maximum concentration may exceed the limit concentra-
SUPER and AWT. tion specified in Tab 4 and Tab 5, without exceeding the
reject value.
2 Periodical tests and measurements Test results of the measurements are to be recorded in the
done by the shipowner wastewater and garbage logbooks and made available to
the surveyor during the periodical surveys.
2.1 General
2.3.2 Water effluent standard
2.1.1 Purpose The effluent standard for biological analyses of waters are
The following tests and measurements, done under the given in Tab 4.
responsibility of the shipowner, are intended to demonstrate
the effective implementation of the waste management pro- 2.3.3 Metals analyses
cedures and the constant level over time kept by the quality
of the effluents discharged at sea. The analyses given in Tab 5 are to qualify the incinerator
ash and grey water as free from hazardous wastes. The met-
als listed in Tab 5 are considered as indicators of toxicity.
2.2 Initial period
2.2.1 Initial tests Table 2 : Frequency of analyses of waste streams

after the first year of service
During the first year of commercial operation, the Ship-
owner is to proceed with the following measurements and
Number of analyses
analyses: Waste stream
in a 5-year period
• collection of actual shipboard data’s concerning the vol-
Metals analyses in incinerator ash (1) 2
ume of wastes generation, using the waste streams as
defined in Ch 7, Sec 2, Tab 4 Metals analyses in grey water 2
• analyses of the effluent and waste streams for pollutant Effluent analyses sewage treatment 2
concentration, according to the periodicity defined in plan
Tab 1. Effluent analyses for Advanced Waste- 20
water Treatment
Table 1 : Frequency of analyses of waste streams
Oil content analyses of machinery 2
during the first year of service
bilge water
(1) If the ship is equipped to dump incinerator ash overboard.
Frequency of
Waste stream
analyses
Table 3 : Permissible number of analyses
Metals analyses in incinerator ash (1) quarterly
exceeding limit values
Metals analyses in grey water quarterly
Effluent analyses sewage treatment plan yearly Number of analyses in a 5-year Maximum number of
period analyses above limit
Effluent analyses for Advanced Wastewater quarterly
Treatment 2-5 0
(1) If the ship is equipped to dump incinerator ash overboard. 20 3

Pt E, Ch 7, Sec 4
Table 4 : Biological analyses standard for waters
Water to be tested Pollutant Limit concentration Reject value

Effluent of oil filtering equipment Oil 15 ppm −
Effluent of sewage treatment plant Fecal coliform 100 coli/100 ml −
Total suspended solids (TSS) 35 mg/l −
5-day Biochemical Oxygen Demand (BOD5) 25 mg/l −
Effluent of AWT unit (applies only Fecal coliform 14 coli/100 ml 43 coli/100 ml
to ships having the additional class
TSS 10 mg/l 25 mg/l
notation AWT)
BOD5 20 mg/l 30 mg/l
Total Nitrogen (TN) 10 mg/l 25 mg/l
Total phosphorus (TP) 1 mg/l 5 mg/l
Table 5 : Detection of heavy metals 3 Periodical surveys

in ashes and water
3.1 Initial survey
Metal Limit concentration (ppm)
3.1.1 Tests
Arsenic 0,3
After installation on board, the equipment and systems rele-
Barium 4,0 vant to the requirements of the present Chapter are to be
Cadmium 0,3 tested in the presence of the Surveyor under operating con-
Chromium 5,0
ditions. The control, monitoring and alarm systems are also
to be tested in the presence of the Surveyor or their func-
Lead 1,5 tioning is to be simulated according to a procedure agreed
Mercury 0,01 with the Society.
Selenium 0,3
3.2 Periodical survey
Silver 0,2
3.2.1 The annual and class renewal surveys are to be car-
ried out in accordance with the provisions of Pt A, Ch 5,
Sec 7, [2].

Pt E, Ch 7, Sec 4

Part E
Chapter 8
REFRIGERATING INSTALLATION (REF-STORE)

Pt E, Ch 8, Sec 1
1 General 1.2.6 Refrigerated chamber

A Chamber may be a ship’s store space or any other ship
1.1 Application service space for preservation or de-freezing of ship's
domestic victuals.
1.1.1 The additional class notation REF-STORE is assigned,
in accordance with Pt A, Ch 1, Sec 2, [6.8], to ships with 2 Design criteria
refrigerating installations related to preservation of ship’s
domestic supplies, complying with the requirement of this
Chapter. 2.1 Reference conditions
1.1.2 The requirements of this Chapter apply to refrigerat- 2.1.1 Design arrangements and temperature
ing installations on ships. These requirements are specific to The design arrangements of refrigerated and conditioned
permanently installed refrigerating installations and associ- spaces for transport, preservation, de-freezing, processing,
ated arrangements and are to be considered additional to distribution of victuals, including incompatibility victuals
those specified in Pt C, Ch 1, Sec 13, which are mandatory preservation as well as appropriate space temperature to
for all ships with refrigerating installations. stowed victuals, are to comply with hygienic-healthful
requirement of Naval Authority.
1.2 Definitions The refrigerating plants are to be designed according to
temperatures requested by the Naval Authority and in
1.2.1 Direct cooling system accordance with the Administration requirements.
Direct cooling system is the system by which the refrigera-
tion is obtained by direct expansion of the refrigerant in 2.1.2 Environmental conditions
coils fitted on the walls and ceilings of the refrigerated Unless otherwise indicated in the ship specification, the fol-
chambers. lowing environmental conditions are to be considered for
the heat transfer and balance calculations and for the run-
1.2.2 Indirect cooling system ning rate of the refrigerating machinery:
Indirect cooling system is the system by which the refrigera- • Sea water temperature: 32°C
tion is obtained by brine or other secondary refrigerant,
which is refrigerated by a primary refrigerant, circulated • Outside air temperature: 35°C
through pipe grids or coils fitted on the walls and ceilings of • Relative humidity of air at 35°C: 80%.
the refrigerated chambers.
For the determination of heat transfer through outside walls
1.2.3 Refrigerant liable to be exposed to sun radiation, the outside air tem-
perature is to be taken as equal to 45°C.
Refrigerant is a cooling medium which is used to transmit
and maintain the cool in the refrigerated chamber.
2.1.3 Operating conditions
1.2.4 Brine The refrigerating plant inclusive of all machinery, equip-
ment and accessories is to operate satisfactorily under the
Brine is a refrigerant constituted by a solution of industrial
conditions indicated in Tab 1.
salts, which is normally used to cool the chambers in the
indirect cooling systems, as secondary refrigerant. In gen-
eral, in this Chapter, the word brine is also used to cover 3 Documentation
other types of secondary refrigerants, as for instance refrig-
erants based on glycol.
3.1 Refrigerating installations
1.2.5 Refrigerating unit
3.1.1 Plans to be submitted
A refrigerating unit includes one or more compressors
The plans listed in Tab 2 are to be submitted as applicable.
driven by one or more prime movers, one condenser and all
the associated ancillary equipment necessary to form an The listed plans are to be constructional plans complete
independent gas-liquid system capable of cooling refriger- with all dimensions and are to contain full indication of
ated chambers. types of materials employed.
When the installation includes a secondary refrigerant Plans of equipment which are type approved by the Society
(brine), the refrigerating unit is also to include a brine cooler need not be submitted, provided the types and model num-
(evaporator) and a pump. bers are made available.

Pt E, Ch 8, Sec 1
Table 1 : Operating conditions
Length of ship (m) < 100 < 200 ≤ 300 > 300
Permanent list 15° 15° 15° 15°
Roll ± 22,5° ± 22,5° ± 22,5° ± 22,5°
Pitch ± 10° ± 7,5° ± 5° ± 3°
Aft 5,0° 2,5° 1,5° 1,0°
Trim
Forward 2,0° 1,0° 0,5° 0,3°
Nr A/I Document
1 I Detailed specification of the plant (refrigerating machinery and insulation) including the reference design and
ambient conditions
2 I General arrangement of refrigerated spaces including:
• the intended purpose of spaces adjacent to refrigerated spaces
• the arrangement of air ducts passing through refrigerated spaces
• the arrangement of steelwork located in refrigerated spaces or in insulated walls
• the arrangement of the draining system
• the individual volume and the total volume of the refrigerated spaces
3 A Drawings showing the thickness and methods of fastening of insulation on all surfaces in refrigerated spaces,
including:
• insulation material specification
• hatch covers
• doors
• steel framing (pillars, girders, deck beams)
• bulkhead penetrations
• etc.
4 A Cooling appliances in refrigerated spaces (coil grids, air coolers with air ducts and fans, etc.)
5 I Characteristic curves of fans (capacity, pressure, power consumption)
6 A Distribution of the thermometers and description of remote thermometer installation, if any, including:
• detailed description of the apparatus with indication of the method and instruments adopted, measuring
range, degree of accuracy and data regarding the influence of temperature variations on connection cables
• electrical diagram of apparatus, with indication of power sources installed, characteristics of connection
cables and all data concerning circuit resistance
• drawings of sensing elements and their protective coverings and indicators, with specification of type of
connections used
7 A General arrangement and functional drawings of piping (refrigerant system, brine system if any, sea water sys-
tem, defrosting system, etc.)
8 I Characteristic curves of circulating pumps for refrigerant or brine (capacity, pressure, power consumption,
etc.)
9 I General arrangement of refrigerating machinery spaces (main data regarding prime movers for compressors
and pumps, including source of power, are to be included in this drawing)
10 A Electrical wiring diagram
11 A Compressor main drawings (sections and crankshaft or rotors) with characteristic curves giving the refrigerat-
ing capacity
12 A Drawings of main items of refrigerant system and pressure vessels, such as condensers, receivers, oil separa-
tors, evaporators, gas containers, etc.
13 A Remote control, monitoring and alarm system (if any)
14 I Operation manual for the refrigerating plant and for refrigerated containers, as applicable
Note 1: A = for Approval, I = for Information.

Pt E, Ch 8, Sec 1
3.1.2 Calculations to be submitted 4.4 Prime movers and sources of power

The calculations listed in Tab 3 are to be carried out in 4.4.1 Number of power sources
accordance with criteria agreed with the Society and are to
The motive power for each refrigerating unit is to be pro-
be submitted.
vided by at least two distinct sources. Each source is to be
capable of ensuring the service of the plant under the con-
Table 3 : Calculations to be submitted ditions stated in [2.1.1], [2.1.2] and [2.1.3], without inter-
fering with other essential services of the ship.
No A/I Item
4.4.2 Electric motors
1 I Detailed calculation of the heat balance of the
plant. The calculation is to take into account the Where the prime movers of refrigerating units are electric
minimum internal temperatures for which the motors, the electrical power is to be provided by at least
classification is requested and the most unfavour- two distinct generating sets.
able foreseen ambient conditions.
Note 1: I = for Information. 4.5 Pumps
4.5.1 Minimum number of condenser pumps
4 General technical requirements a) At least one standby condenser circulating pump is to
be provided; this pump is to be ready for use and its
4.1 Refrigeration of chambers capacity is not to be less than that of the largest pump
that it may be necessary to replace.
4.1.1 Refrigerating systems b) One of the condenser circulating pumps may be one of
the ship's auxiliary pumps, provided its capacity is suffi-
Refrigeration of the chambers may be achieved by one of cient to serve the refrigerating plant working at maxi-
the following systems: mum power without interfering with essential services
of the ship.
• direct cooling system
• air cooling system. 4.6 Sea connections
4.1.2 Cold distribution 4.6.1 Number and location of sea connections

a) Where an intermediate cooling medium is used, at least
a) The chambers may be refrigerated either by means of one standby brine circulating pump is to be provided;
grids distributed on their walls or by means of air circu- this pump is to be ready for use and its capacity is not to
lation on air coolers. be less than that of the largest pump that it may be nec-
essary to replace.
b) Grids and/or air coolers may be supplied either by brine
or by a direct expansion system depending on the type b) The same provision applies to any other type of plants in
of refrigerating system. which the circulation of refrigerant is ensured by pumps.
4.6.2 Connections to other plants

4.2 Refrigerating unit Where the circulating pump(s) of the refrigerating plant
is/are connected to the same circuit as other pumps, pre-
4.2.1 Availability cautions are to be taken in the design and arrangement of
piping so that the working of one pump does not interfere
The total refrigerating capacity of the plant is to be such as,
with another.
in the most unfavourable conditions of external tempera-
tures, it is possible to maintain, in the insulated spaces
loaded with refrigerated goods, the temperature(s) for which 4.7 Refrigerating unit spaces
the plant has been designed, with all refrigerating units,
4.7.1 Arrangement
except one, working 24 h a day, if necessary.
Refrigerating machinery spaces are to be provided with effi-
cient means of ventilation and drainage and, unless other-
4.3 Defrosting wise allowed by the Society, are to be separated from the
refrigerated spaces by means of gas-tight bulkheads.
4.3.1 Means are to be provided for defrosting air cooler Ample space is to be provided around the refrigerating
coils, even when the refrigerated chambers are loaded to machinery to permit easy access for routine maintenance
their maximum. Air coolers are to be fitted with trays and and to facilitate overhauls, particularly in the case of con-
gutterways for gathering condensed water. densers and evaporators.
4.3.2 Arrangements are to be made to drain away the con- 4.7.2 Dangerous refrigerants in machinery spaces
densate even when the refrigerated chambers are loaded to Use of dangerous refrigerants in machinery spaces may be
their maximum. See [5.8] for specific requirements. permitted in accordance with Part C, Chapter 1.

Pt E, Ch 8, Sec 1
5 Refrigerated chambers 5.4 Insulation of refrigerated chambers
5.4.1 The insulation of refrigerated chambers shall comply

5.1 Construction of refrigerated chambers with the following requirements:
5.1.1 Bulkheads surrounding refrigerated chambers a) The insulating material is to be non-hygroscopic. The
insulating boards are to have satisfactory mechanical
a) Generally, the bulkheads of refrigerated chambers are to strength. Insulating materials and binders, if any, are to
be of metallic construction; however, the bulkheads be odourless and so selected as not to absorb any of the
between two refrigerated spaces intended to contain odours of the goods contained in refrigerated chambers.
goods of the same nature or having no contaminating The materials used for linings are to comply with the
effect need not be metallic. same provisions.
b) The bulkheads are to be gas-tight. b) Polyurethane and other plastic foams used for insulation
are to be of a self-extinguishing type according to a
c) Steels intended to be used for the construction of refrig-
standard acceptable by the Society. In general, these
erated chambers are to comply with the applicable pro-
foams are not to be used without a suitable protective
visions of Pt B, Ch 4, Sec 1 for low temperature steels.
coating.
5.1.2 Prefabricated chambers c) The insulation together with its coating is normally to
have low flame spread properties according to an
Prefabricated chambers are to be of a robust construction,
accepted standard.
capable of withstanding the usual movements of a sea going
vessel e.g. vibration, inclination, acceleration, etc... d) Plastic foams of a self-extinguishing type, suitably lined,
may also be used for insulation of piping and air ducts.
They are to be fitted with suitable pressure equalising
devices; these devices are to be so designed to allow the e) When it is proposed to use foam prepared in situ, the
passage of air in either direction and remain closed in the detail of the process is to be submitted for examination
absence of pressure differential. before the beginning of the work.
The inner and outer surfaces of the prefabricated panels are f) Prefabricated panels are to be of a design such that,
to be covered with a suitable lining. when erected, the continuity of the insulation is
ensured.
5.1.3 Closing devices Possible gaps are to be filled with insulation material.
a) The closing devices of the accesses to refrigerated
chambers, such as doors, hatch covers and plugs for 5.5 Protection of insulation
loading or surveying are to be as far as possible gas-
tight. 5.5.1 Insulation extension
The insulation and the lining are to be carefully protected
b) The ventilators of refrigerated chambers, if any, are to be
from all damage likely to be caused by the goods contained
fitted with gas-tight closing devices.
in the chamber or by their handling.
5.2 Penetrations 5.5.2 Insulation strength

The insulation lining and the air screens with their supports
5.2.1 Penetration of pipes and ducts are to be of sufficient strength to withstand the loads due to
Penetrations of pipes through watertight, gas-tight or fire- the goods liable to be carried in the refrigerated chambers.
resistant decks and bulkheads are to be achieved by fitting Insulation linings are to be constructed and fitted so that
glands suitable for maintaining the tightness and fire-resist- thay are airtight and provide an effective vapour barrier. The
ing characteristics of the pierced structure. means of joining prefabricated panels are to have sufficient
mechanical strength to maintain a vapour barrier on the
5.2.2 Penetration of electrical cables inner and outer faces. All joints are to be sealed with a suit-
Where electrical wiring passes through refrigerated cham- able gasket.
bers, the relevant requirements of Part C, Chapter 2 are to
be complied with. 5.5.3 Removable panels
a) A sufficient number of removable panels are to be pro-
5.3 Access to refrigerated spaces vided in the insulation, where necessary, to allow
inspection of the bilges, bilge suctions, bases of pillars,
vent and sounding pipes of tanks, tops of shaft tunnels
5.3.1 Access doors to refrigerated chambers are to be pro-
and other structures and arrangements covered by the
vided with means of opening from inside even where they
insulation.
have been shut from outside.
b) Where the insulation is covered with a protective lining,
5.3.2 A calling mean is to be installed inside the refriger- certain panels of this lining are to be provided with a
ated chambers, in an accessible place on the lower part of suitable number of inspection openings fitted with
one of the walls. watertight means of closing.

Pt E, Ch 8, Sec 1
5.6 Miscellaneous requirements c) The insulating materials are to be carefully and perma-
nently installed; where they are of slab form, the joints
5.6.1 Refrigerated chambers adjacent to oil or fuel are to be as tight as possible and the unavoidable crev-
tanks ices between slabs are to be filled with insulating mate-
rial. Bitumen is not to be used for this purpose.
a) An air space of at least 50 mm is to be provided
between the top of fuel and lubricating oil tanks and the d) Joints of multiple layer insulations are to be staggered.
insulation, so designed as to allow leaks to drain to the e) In applying the insulation to the metallic structures, any
bilges. Such air space may be omitted provided multiple paths of heat leakage are to be carefully avoided.
sheaths of an odourless oil-resisting material are applied
to the upper surface of tank tops. The total required
thickness of sheathing depends on the tank construc- 5.8 Drainage of refrigerated spaces
tion, on the composition used and on the method of
5.8.1 General
application.
All refrigerated spaces and trays under air coolers are to be
b) In general, the sides of fuel and lubricating oil tanks are fitted with means suitable for their continuous and efficient
to be separated from refrigerated spaces by means of drainage.
cofferdams. The cofferdams are to be vented, the air
vents fitted for this purpose are to be led to the open and 5.8.2 Drain pipes
their outlets are to be fitted with wire gauze which is a) Drain pipes from refrigerating space cooler trays are to
easily removable for cleaning or renewal. The coffer- be fitted with liquid sealed traps provided with non-
dams may be omitted provided that multiple sheaths of return valves which are easily accessible, even when the
an odourless oil-resisting material are applied on the chamber is fully loaded.
tank side surface facing the refrigerated chambers. The
total required thickness of this sheathing depends on the b) Threaded plugs, blank flanges and similar means of
composition used and on the method of application. closing of drain pipes from refrigerated spaces and trays
of air coolers are not permitted.
5.6.2 Refrigerated chambers adjacent to high c) Where means of closing of drain pipes are required by
temperature spaces the Owner, these are to be easily checked and the con-
The insulation of the walls adjacent to coalbunkers or to trols are to be located in an accessible position on a
any space where an excessive temperature may arise, by deck above the maximum ship draft.
accident or otherwise, is to be made of mineral wool or any
equivalent material; wood chips, if any, are to be fireproof 6 Refrigerants
and separated from the plates on which they are fitted by
means of insulating sheets.
6.1 General
5.6.3 Wooden structures
6.1.1 Prohibited refrigerants
Wooden beams and stiffeners are to be insulated and strips
For restrictions on the selection of refrigerants, see Pt C, Ch
of suitable insulating material are to be fitted between them
1, Sec 13, [2.2.1] and Pt C, Ch 1, Sec 13, [2.2.2].
and the metallic structures.
5.6.4 Metal fittings 6.2 Rated working pressures

All metal fittings (bolts, nuts, hooks, hangers, etc.) necessary 6.2.1 Pressure parts design pressure
for fitting of the insulation are to be galvanised or made in a
corrosion-resistant material. a) The refrigerant design pressure is not to be less than the
maximum working pressure of the installation or its
5.6.5 Equipment below the insulation parts, either in operation or at rest, whichever is the
greater. No safety valve is to be set at a pressure higher
Arrangements are to be made whilst building in order to than the maximum working pressure.
facilitate the examination in service of parts such as bilge
suctions, scuppers, air and sounding pipes and electrical b) In general, the design pressure of the low pressure side
wiring which are within or hidden by the insulation. of the system is to be at least the saturated vapour pres-
sure of the refrigerants at 40°C. Due regard is to be paid
to the defrosting arrangement which may increase the
5.7 Installation of the insulation pressure on the low pressure system.
5.7.1 The following requirements shall be fulfilled: c) The design pressure of the high pressure side of the
installation is to be based on the condenser working
a) Before laying the insulation, steel surfaces are to be suit- pressure while it operates with water cooling in tropical
ably cleaned and covered with a protective coating of zones. In general, the rated working pressure is to be
appropriate composition and thickness. taken not less than the effective saturated vapour pres-
b) The thickness of the insulation on all surfaces together sure at 50°C.
with the laying process are to be in accordance with the d) The design pressure of the system is also not to be lower
approved drawings. than the values given in Tab 4.

Pt E, Ch 8, Sec 1
Table 4 : Design working pressure 7.3 Reciprocating compressors
Refrigerant 7.3.1 Crankcase

High pressure side Low pressure side
number
a) When subjected to refrigerant pressure, compressor
R134a 1,3 MPa 1,1 MPa crankcases are to be either:
R404a 2,0 1,7 MPa • designed to withstand the rated working pressure of
R507 2,3 1,8 MPa the LP side; or
Note 1: Due to consideration is to be given to the values • fitted with safety valves designed to lift at a pressure
applicable to other refrigerants, not exceeding 0,8 times the crankcase test pressure;
in this case, arrangements are to be made for the
refrigerant to discharge to a safe place; or
7 Refrigerating machinery and
• protected against overpressures by means of devices
equipment
likely to ensure a similar protection.
b) An oil level sight glass is to be fitted in the crankcase.
7.1 Prime movers
c) Means are to be provided to heat the crankcase when
7.1.1 General requirements the compressor is stopped if the power of the compres-
sor technically required such an arrangement.
a) The diesel engines driving the compressors are to satisfy
the relevant requirements of Pt C, Ch 1, Sec 2.
7.4 Pressure vessels
b) The electric motors driving the compressors, pumps or
fans are to satisfy the relevant requirements of Pt C, Ch 7.4.1 General
2, Sec 4. The general requirements of Pt C, Ch 1, Sec 13, [2.1.2] are
applicable.
7.2 Common requirements for compressors
7.4.2 Refrigerant receivers
7.2.1 Casings a) The receivers are to have sufficient capacity to accumu-
The casings of rotary compressors are to be designed for the late liquid refrigerant during changes in working condi-
design pressure of the high pressure side of the system indi- tions, maintenance and repairing.
cated in Tab 4. b) Each receiver is to be fitted with suitable level indica-
tors. Glass gauges, if any, are to be of the flat plate type
7.2.2 Cooling and are to be heat resistant. All level indicators are to be
a) Air-cooled compressors are to be designed for an air provided with shut-off devices.
temperature of 45°C. c) Each receiver that may be isolated from the system is to
be provided with an adequate overpressure safety
b) For sea water cooling, a minimum inlet temperature of
device.
32°C is to be applied. Unless provided with a free out-
let, the cooling water spaces are to be protected against
7.4.3 Evaporators and condensers
excessive overpressure by safety valves or rupture safety
devices. a) All parts of evaporators and condensers are to be acces-
sible for routine maintenance; where deemed necessary,
7.2.3 Safety devices efficient means of corrosion control are to be provided.
a) Stop valves are to be provided on the compressor suc- b) Safety valves are to be fitted on the shells of evaporators
tion and discharge sides. and condensers when the pressure from any connected
pump may exceed their anticipated working pressure.
b) A safety valve or rupture disc is to be arranged between
the compressor and the delivery stop valve. 7.4.4 Air coolers
c) When the power exceeds 10 kW, the protection may a) Air coolers are to be made of corrosion-resistant mate-
consist of a pressure control device which automatically rial or protected against corrosion by galvanising.
stops the machine in the event of overpressure. Details
b) Air coolers are to be provided with drip trays and ade-
of the design of this device are to be submitted to the
quate drains.
Society.
d) Compressors arranged in parallel are to be provided 7.5 General requirements for piping
with check valves in the discharge line of each compres-
sor. 7.5.1 General
e) Means are to be provided to indicate the correct direc- The general requirements of Pt C, Ch 1, Sec 13, [2.1.3] are
tion of rotation. applicable.

Pt E, Ch 8, Sec 1
7.5.2 Piping arrangement 7.7.2 Safety valves

a) Pipelines are to be adequately supported and secured so a) Safety valve discharges are to be led to a safe place
as to prevent vibrations. Approved type flexible hoses above the deck. Discharge pipes are to be designed in
may be used where necessary to prevent vibrations. such a way that the ingress of water, snow, dirt or debris
b) Provision is to be made for allowing thermal expansion affecting the operation of the system can be prevented.
and contraction of the piping system under all operating
conditions. Approved type flexible hoses may be used b) Refrigerant pumps are to be fitted with safety valves at
where necessary for this purpose. the discharge side. The valves may discharge at the
pump suction side or at another suitable location.
c) Where necessary, pipe insulation is to be protected from
mechanical damage and is to be provided with an effi- c) After setting, safety valves are to be suitably protected
cient vapour barrier which is not to be interrupted in against the possibility of inadvertent change of setting.
way of supports, valves, fittings, etc.
d) Safety valves are to lift at a pressure not more than 0,80
times the test pressure of the parts concerned.
7.6 Accessories
7.6.1 Oil separators 8 Specific requirements for direct

Oil separators with drains are to be fitted on the refrigerant refrigerating systems
lines. When a wire gauze is fitted, this is to be of material
which cannot be corroded by the refrigerant.
8.1 Specific requirements for air cooling
7.6.2 Filters systems and distribution and renewal of
a) Efficient filters are to be fitted at the suction of compres- air in refrigerated spaces
sors and on the high pressure side of reducing valves.
The filters of compressors may be incorporated in the 8.1.1 Rated circulation
crankcases, provided their filtering area is sufficient.
The air circulation system is to be so designed as to ensure
b) Filters are to be fitted with a wire gauze strainer which as uniform as possible a distribution of air in refrigerated
cannot be corroded by the refrigerant and allowing a spaces.
sufficient flow area for the fluid. Small filters such as
those of reducing valves are to be such that they can be
8.1.2 Refrigerated air circulation systems
easily removed without any disassembling of the pipes.
a) For air coolers, see [7.4.4].
7.6.3 Dehydrators
An efficient dehydrator is to be fitted. The dehydrator is to b) Air coolers are to be designed for a maximum tempera-
be so designed and arranged that the drying product can be ture difference between cooling medium and cooling
replaced without any disassembling of the pipes. air at the air cooler inlet of about 5°C for fruit cargoes
and about 10°C for deep frozen goods.
7.7 Refrigerating plant overpressure protection c) The coils are to be divided into two sections, each capa-
ble of being easily shut off.
7.7.1 General
d) Means for defrosting the coils of the air coolers are to be
a) The refrigerant circuits and associated pressure vessels
provided. Defrosting by means of spraying with water is
are to be protected against overpressure by safety
to be avoided.
valves, rupture discs or equivalent arrangement. How-
ever, inadvertent discharge of refrigerant is to be pre- e) Fans and their motors are to be arranged so as to allow
vented. easy access for inspection and repair and/or removal of
b) The safety devices are to be in such number and so the fans and motors themselves when the chambers are
located that there is no possibility that any part of the loaded with refrigerated goods. Where duplicate fans
system may be isolated from a safety device. Where it is and motors are fitted and each fan is capable of supply-
necessary to be able to isolate one of these devices from ing the quantity of air required, it is sufficient that easy
the system for maintenance purposes, the valves may be access for inspection is provided.
duplicated provided a change-over valve is arranged in
such a way that when one device is isolated it is not f) The air circulation is to be such that delivery and suc-
possible to shut off the other. tion of air from all parts of the refrigerated chambers are
ensured.
c) Pressure vessels connected by pieces of pipe without
valves may be considered as a single pressure vessel g) The air capacity and the power of the fans are to be in
from the point of view of overpressure protection, pro- proportion to the total heat to be extracted from the
vided that the interconnecting pipe does not prevent refrigerated chambers, due regard being given to the
effective venting of the vessels. nature of the service.

Pt E, Ch 8, Sec 1
Table 5 : Refrigerating compressors
Function
Item Indicator Automatic Comments
Alarm
shutdown
Refrigerant suction pressure low X At saturated temperature and
Refrigerant discharge pressure high X including intermediate stages
Refrigerant suction temperature For installations over 25 kW only
Refrigerant discharge temperature
Lubricating oil pressure low X
Lubricating oil temperature For installations over 25 kW only
Cooling water temperature For installations over 25 kW only
Cumulative running hours hours All screw compressors and installa-
tions over 25 kW only
Note 1: Shutdown is also to activate an audible and visual alarm, locally or at remote position.
Table 6 : Refrigerating systems
Function
Item Indicator Automatic Comments
Alarm
shutdown
Chamber temperature temperature X
Bilge level in refrigerated space high X
Note 1: Audible and visual alarm to be activated locally or at remote position.
9 Instrumentation, alarm, monitoring 10 Material tests, inspection and

testing, certification
9.1 General
10.1 Material testing
9.1.1 Automation safety equipment
10.1.1 The materials for the construction of the parts listed
The automation safety equipment is to be of the fail-safe below are to be tested in compliance with the requirements
type and is to be so designed and installed as to permit of NR216 Materials:
manual operation. In particular, manual operation of the
compressors is to be ensured in the event that any of the • compressor crankshafts, couplings, connecting rods and
equipment is inoperable. piston rods
• compressor liners, cylinder heads and other parts sub-
9.1.2 Regulation devices jected to pressure
Regulation devices such as motor-operated valves or ther- • steel and copper tubing for evaporator and condenser
mostatic expansion valves are to be such that they can be coils and for pressure piping in general
isolated, thus allowing the plant to be manually operated • oil separators, intermediate receivers and other pressure
should the need arise. vessels included in the gas circuit
• condensers and evaporators of shell type (tube or
9.2 Instrumentation, alarm and monitoring welded plate).
arrangement
10.2 Shop tests
9.2.1 Compressors
10.2.1 Individual pieces of equipment
Tab 5 summarises the minimum control and monitoring
requirements for refrigerating compressors. Shop tests are to be carried out on pumps, electric motors
and internal combustion engines forming parts of refrigerat-
9.2.2 Refrigerating systems ing installations, following procedures in accordance with
the requirements applicable to each type of machinery. The
Tab 6 summarises the minimum control and monitoring relevant running data (capacity, pressure head, power and
requirements for refrigerating systems. rotational speed, etc.) are to be recorded for each item.

Pt E, Ch 8, Sec 1
10.2.2 Refrigerating unit 10.5 Shipboard tests

a) At least one refrigerating unit of each type installed on
board is to be subjected to shop tests in order to ascer- 10.5.1 Pressure tests
tain its refrigerating capacity in the most unfavourable After installation on board, and before operating, the plant
temperature conditions expected, or in other tempera- is to be subjected to a test at the maximum working pres-
ture conditions established by the Society. sure determined as indicated in [6.2.1].
b) Where the complete unit cannot be shop tested (for However, all pressure piping portions which have welded
instance, in the case of direct expansion installations), joints made on board are to be subjected to a strength test at
only the compressors are to be tested according to pro- a pressure equal to 1,5 times the rated working pressure
cedures approved by the Society. before being insulated.
After the pressure test, and before charging with refrigerant,
10.3 Pressure tests at the workshop a vacuuming and a drying out of the complete refrigerating
plant is to be carried out.
10.3.1 Strength and leak tests
Upon completion, all parts included in the suction and Air tightness of the refrigerated chambers is to be checked.
delivery branches of the refrigerant circuit are to be sub-
jected to a strength and leak test. 10.5.2 Tests of the ventilation system
The strength test is a hydraulic test carried out with water or After installation, the ventilation system is to be tested. The
other suitable liquid. The leak test is a test carried out with distribution of air in the various refrigerated spaces is to be
air or other suitable gas while the component is submerged checked.
in water at a temperature of approximately 30°C.
10.5.3 Operational tests
The components to be tested and the test pressure are indi-
cated in Tab 7. a) Upon completion of the installation, each refrigerating
plant is to be subjected to an operational test on board
Table 7 : in order to check the proper operation of the machinery
and the refrigerating capacity of the unit.
Test pressure b) Before starting the actual test, the Surveyor will check at
Component random that thermometers, pressure gauges and other
Strength Leak
instruments are in working order, calibrated and
test test
arranged as directed in each case by the Society.
Compressor cylinder blocks, cylinder cov-
ers, stop valves, pipes and other compo- c) All the refrigerating machinery is to be put into service
1,5 p1 p1 and all chambers, closed and empty, are to be simulta-
nents (condensers, receivers, etc.) of the
high pressure part of the circuit. neously cooled to the minimum expected temperature,
i.e. the temperature required to be entered in the nota-
Compressor crankcases subjected to
tion, or a lower temperature determined so that a differ-
refrigerant pressure, stop valves, pipes and
1,5 p2 p2 ence of at least 20 °C can be maintained between the
other components of the low pressure part
average external temperature and the temperature in the
of the circuit.
refrigerated spaces. The expected temperature is to be
Where p1 and p2 are the design pressures indicated in [6.2] maintained for a period of time sufficient to remove all
for high pressure and low pressure parts. the heat from the insulation.
10.3.2 Condensers d) The regulation of the refrigerating capacity of the plant

may be effected by reducing the number of running
Circulating water sides of condensers are to be subjected to compressors, by varying their rotational speed or even
a hydrostatic test at a pressure equal to 1,5 times the design by running them intermittently.
pressure, but in no case less than 0,1 N/mm2.
e) The following data are to be recorded in the course of
the test:
10.4 Thermometers and manometers
• Temperatures in the refrigerated spaces, external air
10.4.1 The following requirements shall be fulfilled: temperature and sea water temperature (in particu-
a) All thermometers recording the temperature of refriger- lar, at the outlet and inlet of the condensers).
ated spaces, the air temperature at the inlet and outlet of • Absorbed power and speed of the compressors and
air coolers and the temperature at various points in the the temperatures and pressures which determine the
refrigerant circuit or in the brine circuit are to be care- running of the refrigerating machinery.
fully calibrated by the Manufacturer. The Society
• Absorbed power of the motors driving the fans FV
reserves the right to require random checks of the cali-
and brine pumps FP
bration.
b) The accuracy of manometers and other measuring • Temperatures and pressures at various locations
instruments is also to be checked before the commence- along the refrigerant circuits
ment of the tests required in [10.5]. • Air temperatures at the inlet and outlet of air cooler.

Pt E, Ch 8, Sec 1
f) Particular cases, e.g. when the test is carried out with • a copy of the log book of the refrigerated chambers,
very low external atmospheric temperatures which including the temperature reading, after the first
would require the temperature within the refrigerated loaded voyage.
spaces to be brought down below the above specified
values, or where tests with empty chambers are not 10.6 Defrosting system
deemed sufficient/significant, will be specially consid-
ered by the Society. In particular, the following may be 10.6.1 The defrosting arrangements are also to be sub-
required: jected to an operational test.
• appropriate testing conditions, such as simulation Instructions regarding the procedure to be followed for the
with equivalent thermal loading or chamber heating, operational test of the refrigerating plant on board will be
and/or given by the Society in each case.

Part E
Chapter 9
OTHER ADDITIONAL CLASS NOTATIONS
SECTION 1 IN-WATER SURVEY ARRANGEMENTS

(INWATERSURVEY)
SECTION 2 MANOEUVRABILITY (MANOVR)
SECTION 3 HELICOPTER DECK (HELICOPTER)

SECTION 4 TOWING (TOW)
SECTION 5 CENTRALISED NAVIGATION EQUIPMENT (SYS-NEQ)
SECTION 6 FIRE (FIRE)

SECTION 7 FLOODING FIGHTING SYSTEM (FFS)
SECTION 8 VLS

Pt E, Ch 9, Sec 1
SECTION 1 IN-WATER SURVEY ARRANGEMENTS

(INWATERSURVEY)
1 General 1.2.2 Photographs

As far as practicable, a photographic documentation, used
as a reference during the in-water surveys, of the following
1.1 Application hull parts is to be submitted to the Society:
• propeller boss
1.1.1 The additional class notation INWATERSURVEY is
assigned, in accordance with Pt A, Ch 1, Sec 2, [6.9.1]. • rudder pintles, where slack is measured
• typical connections to the sea
• directional propellers, if any
• other details, as deemed necessary by the Society on a
1.2.1 Plans case by case basis.
Detailed plans of the hull and hull attachments below the 1.2.3 Documentation to be put on board
water line are to be submitted to the Society in triplicate for The Owner is to put on board of the ship the plans and doc-
approval. These plans are to indicate the location and/or the uments given in [1.2.1] and [1.2.2] and they are to be made
general arrangement of: available to the Surveyor and the divers when an in-water
• all shell openings survey is carried out.
• stem
2 Structure design principles
• rudder and fittings
• sternpost 2.1
• propeller, including the means used for identifying each 2.1.1 Identification system
blade Identification system such as Ariadne thread, or any other
• anodes, if any, including securing arrangements systems accepted by the Society which permit to locate the
diver under the hull of the ship is to be supplied to facilitate
• bilge keels the in-water survey.
• welded seams and butts.
2.1.2 Rudder arrangements
The plans are also to include the necessary instructions to Rudder arrangements are to be such that rudder pintle
facilitate the divers’ work, especially for taking clearance clearances and fastening arrangements can be checked as
measurements. far as practicable.
Moreover, a specific detailed plan showing the systems to 2.1.3 Tailshaft arrangements
be adopted in order to assess, when the ship is floating, the Tailshaft arrangements are to be such that clearances (or
slack between pintles and gudgeons is to be submitted to wear down by poker gauge) can be checked as far as practi-
the Society in triplicate for approval. cable.

Pt E, Ch 9, Sec 2
SECTION 2 MANOEUVRABILITY (MANOVR)
1 General b) Turning circle manoeuvre is the manoeuvre to be per-

formed to both starboard and port with 35° rudder angle
or the maximum rudder angle permissible at the test
1.1 Introduction speed, following a steady approach with zero yaw rate.
1.1.1 Ship manoeuvrability c) Advance is the distance travelled in the direction of the
original course of the midship point of a ship from the
The manoeuvrability of a ship include the stability of a position at which the rudder order is given to the posi-
steady state motion with "fixed controls" as well as the time tion at which the heading has changed 90° from the
dependent responses that result from the control actions original course.
used to maintain or modify steady motion, make the ship fol-
low a prescribed path or initiate an emergency manoeuvre. d) Tactical diameter is the distance travelled by the mid-
ship point of a ship from the position at which the rud-
1.1.2 Manoeuvrability criteria der order is given to the position at which the heading
has changed 180° from the original course. It is mea-
Some of the control actions are considered to be especially
sured in a direction perpendicular to the original head-
characteristic of ship manoeuvring performance and there-
ing of the ship.
fore are required to meet a certain minimum standard. The
minimum standard is here considered to be the criteria e) Zig-zag test is the manoeuvre where a known amount of
given in IMO resolution A.751(18) (Explanatory notes to helm is applied alternately to either side when a known
this resolution are given in IMO MSC/Circ.644). Based on heading deviation from the original heading is reached.
compliance with these requirements, the Society can f) 10°/10° zig-zag test is performed by turning the rudder
release the additional class notation MANOVR-IMO. alternately 10° to either side following a heading devia-
In some cases the Naval Authority might wish to ensure a tion of 10° from the original heading in accordance
higher level of manoeuvring performance. In the following with the following procedure:
a different set of manoeuvring criteria, suitable for high per- • after a steady approach with zero yaw rate, the rud-
formance military vessels, is given. By documenting com- der is put over to 10° to starboard/port (first execute);
pliance with these criteria the Society can release the • when the heading has changed to 10° off the origi-
additional class notation MANOVR-MIL. nal heading, the rudder is reversed to 10° port/star-
board (second execute);
1.1.3 Verification approach
• after the rudder has been turned to port/starboard,
It is a basic requirement that compliance with manoeu- the ship will continue turning in the original direc-
vrability criteria is to be demonstrated by full scale trials. tion with decreasing turning rate. In response to the
The additional notations MANOVR-IMO and MANOVR- rudder, the ship should then turn to port/starboard.
MIL can only be released when complete compliance with When the ship has reached a heading of 10° to
the relevant criteria has been demonstrated by means of port/starboard of the original course the rudder is
full-scale trials. again reversed to 10° to starboard/port (third exe-
cute).
1.1.4 Application
g) The first overshoot angle is the additional heading devi-
The following sections apply to all vessels. This is also the ation experienced in the zig-zag test following the sec-
case when the MANOVR-IMO notation is requested; the ond execute.
IMO criteria should also be fulfilled for vessels with
L<100m, where L is the rule length in m. h) The second overshoot angle is the additional heading
deviation experienced in the zig-zag test following the
third execute.
2 Manoeuvrability criteria
i) 20°/20° zig-zag test is performed using the procedure
given for the 10°/10° zig-zag test, using 20° rudder
2.1 Standard manoeuvres angles and 20° change of heading.
j) Full astern stopping test determines the track reach of a
2.1.1 Terminology
ship from the time of an order of full astern is given until
The standard manoeuvres and associated terminology are the ship stops in the water.
as defined below:
k) Track reach is the distance along the path described by
a) Test speed (V) is a speed of at least 90% of the ship's the midship point of a ship measured from the position
speed corresponding to 85% of the maximum engine at which an order for full astern is given until the ship
output. stops in the water.

Pt E, Ch 9, Sec 2
l) Inherent dynamic stability; a ship is dynamically stable 3.2 Trials conditions

on a straight course if it, after a small disturbance, soon
will settle on a new straight course without any correc- 3.2.1 General
tive rudder. In order to evaluate the performance of a ship, manoeuvring
m) Pull-out manoeuvre determines the ships dynamic sta- trials should be conducted to both port and starboard and at
bility. After the completion of the turning circle test the conditions specified below:
rudder is returned to the midship position and kept there
a) deep, unrestricted water
until a steady turning rate is obtained. If the ship is sta-
ble the rate of turn will decay to zero for turns to both b) calm environment
port and starboard. If the ship is unstable then the rate of
c) full or operational load, even keel condition
turn will reduce to some residual rate of turn.
d) steady approach at the test speed.
2.2 Criteria The above conditions are further described in the following
sections.
2.2.1 The criteria related to the MANOVR-MIL notation are
given in Tab 1. 3.2.2 Deep, unrestricted water
Manoeuvrability of a ship is strongly affected by interac-
Table 1 : Manoeuvrability criteria
tions with the bottom of the waterway, banks and passing
Test Criteria vessels. Trials should therefore be carried out in deep,
unconfined but sheltered waters. Following minimum
Turning circle manoeuvre requirement to the water depth applies:
• advance 4,5 L
• The water depth should exceed four times the mean
• tactical diameter 5,0 L
draught of the vessel.
Initial turning ability With the application of 10° rud-
der angle to port/starboard, the 3.2.3 Environmental conditions
ship should not have travelled
more than 2,5L by the time the
Trials should be carried out in the calmest weather condi-
heading angle has changed by tions possible. Wind, waves and current can significantly
10° from the original heading. affect trials results, having a more pronounced effect on
smaller ships. Trials are to be conducted in conditions
10°/10° zig-zag test First overshoot angle should not within the following limits:
exceed 10°; Second overshoot
angle should not exceed the a) Wind: not to exceed Beaufort 4 (< 7 m/s)
above by more than 15°.
b) Wave: not to exceed sea state 3 (HS < 1,25 m)
20°/20° zig-zag test First overshoot angle should not
exceed 20°. c) Current: uniform only.
Stopping ability The track reach in full astern (1) The environmental conditions should be carefully recorded
stopping test should not exceed before and after trials so that corrections of the trials results
10 L. can be applied. Corrections according to IMO
MSC/Circ.644, section 3.4.2, of June 6, 1994 may be
Dynamic stability, After the completion of the turn-
applied. As a minimum following environmental data must
pull-out test ing circle test the rudder is
be recorded:
returned to the midship position
and kept there until a steady a) Water depth
turning rate is achieved. This
turning rate should be zero. b) Waves: the sea state should be noted. If there is a swell,
period and directions must be noted
(1) Power corresponding to 85% of the maximum continu-
ous power. c) Current: the trials should be conducted in a well sur-
veyed area and the condition of the current noted from
relevant hydrographical data. Correlation shall be made
3 Full scale trials
with the tide
3.1 General d) Weather conditions, including visibility, should be

observed and noted.
3.1.1 Scope of trials
3.2.4 Loading condition
Full scale trials must be carried out in order to demonstrate
that a vessel complies with the manoeuvring criteria given The manoeuvring trials should be carried out in following
in: loading conditions:
• [2.2] in cases where the MANOVR-MIL notation is con- • Auxiliary ships: full load condition
sidered • Front and second line ships: at a displacement con-
• IMO resolution A.751(18) in cases where the tained between the average operational displacement
MANOVR-IMO notation is considered. and the full load end of life displacement.

Pt E, Ch 9, Sec 2
3.2.5 Steady approach • turning circle manoeuvre

Prior to the start of the manoeuvring test the vessel must • 10° zig-zag manoeuvre
perform an approach run. The approach run means that
• 20° zig-zag manoeuvre
below conditions must be fulfilled for at least two minutes
preceding the test: • stopping test
a) The ship speed must be steady and equal to the test • pull-out manoeuvre.
speed, defined in [2.1.1].
All trials must be carried out according to the descriptions
b) The heading should be constant and preferably head to in IMO MSC/Circ.644, 6 June, 1994.
the wind.
c) Engine control setting to be kept constant.
3.3 Trials to be carried out 3.4.1 The following documentation is to be submitted:
3.3.1 General • for information, before the execution of the sea trials:
In order to demonstrate compliance with the manoeuvring sea trials specifications
criteria, following full scale trials are to be carried out: • for approval, report on the sea trials results.

Pt E, Ch 9, Sec 3
SECTION 3 HELICOPTER DECK (HELICOPTER)
1 General c) The loads transmitted by the helicopter to helideck

structures are to be calculated according to Pt B, Ch 8,
Sec 10, [5].
1.1 Application
d) The still water loads transmitted by the helicopter to
1.1.1 Ships complying with the requirements of this Chap- helideck structures, namely the landing and parking
ter are eligible for the assignment of the additional class loads transmitted through the helicopter tyres, are to be
notation HELICOPTER, as defined in Pt A, Ch 1, Sec 2, provided by the Designer.
[6.9.3].
e) The inertial forces induced by ship motion and accelera-
1.1.2 Ships dealt with in this Chapter are to comply with tion are to be calculated, on the basis of the above still
the requirements stipulated in Parts A, B, C and D of the water loads, according to Pt B, Ch 5, Sec 6.
Rules, as applicable and with the requirements of this
2.1.3 Hull scantlings
Chapter, which are specific to helideck.
In general, the helideck structures are to be checked
according to Part B, Chapter 7, considering the design local
2 Structure loads and their combination with the hull girder loads as
specified in the above Chapter.
2.1
2.1.4 Documents to be submitted
2.1.1 For ships with the additional class notation
The documents listed in Tab 1 items 1 and 2 are to be sub-
HELICOPTER, the helicopter loads, as specified in this Arti-
mitted.
cle, are to be provided for information.
2.1.2 Design loads 3 Fire protection, detection and extinc-

a) In general, the design loads are to be calculated as spec- tion
ified in items c) or d), as applicable depending on the
service notation assigned to the ship.
3.1 General
b) Other loads are to be considered when deemed neces-
sary by the Society, depending on the operation that will 3.1.1 The provisions of this Article are in addition of those
be carried out on the ships (e.g. the loads induced by given in Pt C, Ch 4, Sec 10.
the helicopter engine test operations). In these cases, the
design loads are to be provided by the Designer. 3.1.2 The documents listed in Tab 1 are to be submitted.
Item No I/A (1) Documents (2) (3)

1 A Drawings of helideck structural arrangements and scantlings
2 I Details on the loads calculations
3 I General plans shown the position of ship's spaces and helideck, refuelling and de-refuelling stations
and JP5-NATO(F44) pump rooms, helicopter and aircraft positions, take off areas, landing areas, as well
as spaces dedicated to fire-extinguishing units (as applicable)
4 A Diagram of thick water fire-extinguishing systems for helideck
5 A Diagram of twin media fire-extinguishing system for helideck including pressure containers
6 A Diagram of JP5-NATO(F44) pump room fire-extinguishing systems (as applicable)
7 A Plan(s) of fire appliances for helideck as well as refuelling and de-refuelling stations and drainage facil-
ities (as applicable)
(1) A = to be submitted for approval, in four copies
I = to be submitted for information, in duplicate
(2) Diagram are also to include, where applicable, the (local and remote) control and monitoring systems and automation systems
(3) Diagrams are to be schematic and functional and have to contain all information necessary for their correct interpretation and
verification

Pt E, Ch 9, Sec 3
3.2 Additional fire safety measures for e) The nozzles provided for the system may be fitted
helideck directly on the helideck.
f) The system shall be capable of delivery thick water at a
3.2.1 General
rate of not less than 5 l/m2/min during not less than 5
The helideck shall be provided with the following fire-fight- minutes operation time.
ing appliances from item a) to e) or from item f) to i):
g) The helideck thick water system may be divided into
a) in substitution to the requirements of Pt C, Ch 4, Sec 10,
sections which shall be fed by the relevant sections of
[3.1.1], item d), at least one semi-portable carbon diox-
the fire main.
ide extinguisher having capacity of at least 18 kg with
necessary fittings to direct the carbon dioxide to the h) The system section valves and connection valves with
engine of helicopter when in the take off position; and the fire main shall be monitored from the central dam-
b) at least one semi-portable foam fire-extinguisher of at age control station. Such valves shall be located outside
least 45 l capacity with necessary fittings to direct the the protected area. The remote operation of such valves
foam on deck area of crashed helicopter; and shall be possible from the control room of the helicopter
operations. Local operation of the section valves shall
c) a thick water helideck system; and be also possible.
d) in substitution to the requirements of Pt C, Ch 4, Sec 10,
i) The thick water helideck system may be combined with
[3.1.1], items a), b) and c), a twin media helideck sys-
the pre-washing system provided for NBC protection, if
tem; and
provided, on the condition that the provisions for both
e) in substitution to the requirements of Pt C, Ch 4, Sec 10, systems are complied with.
[3.1.1], items a), b) and c), at least two autonomous
mobile twin media applicators; or 3.2.3 Twin media helideck system
f) in substitution to the requirements of Pt C, Ch 4, Sec 10, a) The two media shall be dry chemical powder, and foam
[3.1.1], item d), at least one semi-portable carbon diox- solution. The powder and the foam forming liquid shall
ide extinguisher having capacity of at least 18 kg with be of a type approved by the Society.
necessary fittings to direct the carbon dioxide to the
b) The two media shall be stored in pressure vessels which
engine of helicopter when in the take off position; and
shall be pressurized by pressure air in dedicated pres-
g) at least two semi-portable foam fire-extinguishers of at surized bottles.
least 45 l capacity with necessary fittings to direct the
foam on deck area of crashed helicopter; and c) In addition the system shall be provided with means of
control, fixed media pressurizing piping and fixed
h) a thick water system complying with the requirements media delivering pipes to monitors.
of [3.2.2] for the protection of the door of the hangar
only. This system is not required to provide continuous d) The two media shall be delivered by in pairs monitors
and complete coverage of the helideck with thick water; capable of simultaneous operation. In any case there
and shall be fitted at least two monitors.
i) in substitution to the requirements of Pt C, Ch 4, Sec 10, e) The system shall be capable of delivery the two media
[3.1.1], items a), b) and c), a twin media helideck sys- on any part of the parcking area for helicopter which
tem complying with the requirements of [3.2.3]. In has caught fire.
addition, the monitors shall be capable of delivery the Note 1: The parking area of the helideck is the area contained
two media on any part of the helideck. The supply rate within a circle of diameter “D”, where “D” is the distance in
of the foam shall be not less than 5 l/min/m2 during at meters across the main rotor and the tail rotor in the fore and
least 10 min discharge time. In any case, each monitor aft line of an helicopter with a single main rotor and across
shall be capable of delivering foam at a supply rate of at both rotors for a tandem rotor helicopter.
least 2000 l/min during at least 10 min discharge time. f) The monitor throw in still air conditions shall not be less
than 1,3 times the maximum distance of the monitor
3.2.2 Thick water helideck system
from any point of the area intended to be protected by
a) The thick water helideck system shall provide continu- this monitor.
ous and complete coverage of the helideck and the
door of the hangar with thick water. g) The discharge rate is to be as follow:
b) The thick water is composed by sea water mixed with at • not less than 10, 25 and 45 kg/s for the maximum
least 3% of a type approved AFFF emulsifier (Agent coverage distance of 10, 30 and 40 meters for the
Forming a Floating Film). The Society may authorize a powder delivery
lower concentration if the emulsifier media efficiency • not less than 20 l/s for the foam delivery.
and the correct working of the system with lower con-
h) The quantity of chemical powder and foam solution in
centrations are demonstrated.
the system containers for shall be not less than the
c) The thick water shall be generated by generators units quantity required for 45 seconds discharge time for the
which shall include emulsifier container with a gauging powder and the foam. The container volume shall be
system, proportioning mixer connected to the fire main. that required for housing the medium and that of the
d) Means shall be provided for washing the system with gap necessary for the pressurization of the container
fresh water after use. with air.

Pt E, Ch 9, Sec 3
i) The helideck shall be provided with the twin media g) The discharge rate is to be as follow :
units necessary to comply with the provisions items. • not less than 100 kg/min for the powder delivery
Such units shall be positioned as not to interfere with • not less than 200 l/min for the foam delivery.
the helicopter operations.
h) The quantity of chemical powder and foam solution in
j) Monitors shall have features for manual and remote the system containers for each applicator nozzle shall
control laying as well as for media discharge operations. be not less than the quantity required for 1 minute dis-
k) The expansion ratio of the foam shall not exceed 12 to 1. charge time for the powder media and 10 minutes for
the foam media. The container volume shall be that
3.2.4 Autonomous mobile twin media applicators required for housing the medium and that of the gap
necessary for the pressurization of the container with
a) The two media shall be dry chemical powder, and foam air.
solution. The powder and the foam forming liquid shall
be of a type approved by the Society. i) The helideck shall be provided with the twin media
units necessary to comply with the provisions items.
b) The two media shall be stored in pressure vessels which Such units shall be positioned as not to interfere with
shall be pressurized by pressure air in dedicated pres- the helicopter operations.
surized bottles.
j) Applicator nozzles fitted with hand hose lines shall have
c) In addition the system shall be provided with means of features for one man operation.
control, fixed media pressurizing piping and fixed k) The expansion ratio of the foam shall not exceed 12 to 1.
media delivering pipes to applicator nozzles fitted with
hand hose lines. 3.2.5 Nozzles and rescue equipment
d) The two media shall delivered by in pairs of applicator When not required by Pt C, Ch 4, Sec 10, [3.1.1], at least
nozzles capable of simultaneous operation. two nozzles of an approved type (jet/spray) each fed by two
hose lengths complying with Pt C, Ch 4, Sec 6, [1.2.5] and
e) The system shall be capable of delivery the two media Pt C, Ch 4, Sec 6, [1.4.3] shall be capable to reach any part
on any part of the helideck. of flying-deck.
f) The hand hose lines shall not exceed 33 meters in All fire stations relevant to helideck shall be capable to
length. delivery water or low expansion foam.

Pt E, Ch 9, Sec 4
SECTION 4 TOWING (TOW)
1 Emergency towing arrangements 1.4 General
1.1 Definitions 1.4.1 Scope

The emergency towing arrangements are to be so designed
1.1.1 Deadweight
as to facilitate salvage and emergency towing operations on
Deadweight is the difference, in t, between the displace-
the concerned ship, primarily to reduce the risk of pollution.
ment of a ship in water of a specific gravity of 1,025 t/m3 at
the load waterline corresponding to the assigned summer
1.4.2 Main characteristics
freeboard and the lightweight of the ship.
The emergency towing arrangements are, at all times, to be
1.2 Application capable of rapid deployment in the absence of main power
on the ship to be towed and easy connection to the towing
1.2.1 The requirements of this Article apply to equipment ship.
arrangement for towing ships out of danger in emergencies
such as complete mechanical breakdowns, loss of power or To demonstrate such rapid and easy deployment, the emer-
loss of steering capability. gency towing arrangements are to comply with the require-
ments in [1.12].
1.2.2 An emergency towing arrangement is to be fitted at
the bow. 1.4.3 Typical layout
1.3 Documentation Fig 1 shows an emergency towing arrangement which may

be used as reference.
1.3.1 Documentation for approval
In addition to the documents in Pt B, Ch 1, Sec 3, the fol- 1.4.4 List of major components
lowing documentation is to be submitted to the Society for
The major components of the towing arrangements, their
approval:
position on board and the requirements of this Article
• general layout of the bow towing arrangement and asso- which they are to comply with are defined in Tab 1.
ciated equipment
• operation manual for the bow towing arrangement Table 1 : Major components of the
• construction drawings of the bow strongpoints (towing emergency towing arrangement
brackets or chain cable stoppers) and fairleads (towing
chocks), together with material specifications and rele- Reference of
vant calculations Towing
Forward applicable
component
• drawings of the local ship structures supporting the loads requirements
applied by strongpoints, fairleads and roller pedestals. Towing pennant optional [1.7]
Chafing gear required [1.8]
1.3.2 Documentation for information
The following documentation is to be submitted to the Soci- Fairlead required [1.9]
ety for information (see Pt B, Ch 1, Sec 3): Strongpoint (inboard end
required [1.10]
• specifications of chafing gears, towing pennants, pick- fastening of the towing gear)
up gears and roller fairleads Pick-up gear optional no requirement
• deadweight, in t, of the ship at summer load line. Pedestal roller fairlead required no requirement
Figure 1 : Typical emergency towing arrangement

AFT FORE >3
m
TOWED VESSEL
Strongpoint Chafing gear

Fairlead

Pt E, Ch 9, Sec 4
1.4.5 Inspection and maintenance The safe working load of other components is to be suffi-
All the emergency towing arrangement components are to cient to withstand the load to which such components may
be inspected by ship personnel at regular intervals and be subjected during the towing operation.
maintained in good working order.
1.7 Towing pennant
1.5 Emergency towing arrangement
approval 1.7.1 Material
The towing pennant may be made of steel wire rope or syn-
1.5.1 General thetic fibre rope, which is to comply with the applicable
Emergency towing arrangements of ships are to comply requirements in NR216 Materials, Ch 4, Sec 1.
with the following requirements:
• they are to comply with the requirements of this item 1.7.2 Length of towing pennant
• they are to be type approved according to the require- The length P of the towing pennant is to be not less than
ments in [1.13] that obtained, in m, from the following formula:
• Certificates of inspection of materials and equipment P = 2 H + 50
are to be provided according to [1.13.2]
where:
• fitting on board of the emergency towing arrangements
is to be witnessed by a Surveyor of the Society and a rel- H : Lightest seagoing ballast freeboard measured, in
evant Certificate is to be issued m, at the fairlead.
• demonstration of the rapid deployment according to the 1.7.3 Minimum breaking strength of towing
criteria in [1.12] is to be effected for each ship and this pennants when separate chafing gear is used
is to be reported in the above Certificate.
Where a separate chafing gear is used, the minimum break-
1.5.2 Alternative to testing the rapid deployment for ing strength MBSp of towing pennants, including their termi-
each ship nations, is to be not less than that obtained from the
At the request of the Owner, the testing of the rapid deploy- following formula:
ment for each ship according to [1.5.1] may be waived pro- MBSP = 2 μ SWL
vided that:
where:
• the design of emergency towing arrangements of the
considered ship is identical to the type approved μ : Coefficient that accounts for the possible loss in
arrangements and this is confirmed by the on board strength at eye terminations, to be taken not less
inspection required in [1.5.1] than 1,1
• the strongpoints (chain stoppers, towing brackets or SWL : Safe working load of the towing pennants,
equivalent fittings) are type approved (prototype tested). defined in [1.6.1].
In this case, an exemption certificate is to be issued. 1.7.4 Minimum breaking strength of towing pennants
In general, such dispensation may be granted to subsequent when no separate chafing gear is used
ships of a series of identical new buildings fitted with identi- Where no separate chafing gear is used (i.e. where the tow-
cal arrangements. ing pennant may chafe against the fairlead during towing
operation), the minimum breaking strength of the towing
1.6 Safe working load (SWL) of towing pen- pennants MBSPC is to be not less than that obtained, in kN,
nants, chafing gears, fairleads and from the following formula:
strongpoints MBSPC = ϕ MBSP
1.6.1 Safe working load where:

The safe working load (defined as one half of the ultimate MBSP : Minimum breaking strength, in kN, defined in
strength) of towing pennants, chafing gear, fairleads and [1.7.3]
strongpoints is to be not less than that obtained, in kN, from ϕ : Coefficient to be taken equal to:
Tab 2.
2 ρ
The strength of towing pennants, chafing gear, fairleads and ϕ = --------------------
strongpoints is to be sufficient for all pulling angles of the 2 ρ–1
towline, i.e. up to 90° from the ship’s centreline to port and ϕ may be taken equal to 1,0 if tests carried out
starboard and 30° vertical downwards. under a test load equal to twice the safe work-
ing load defined in [1.6.1] demonstrate that the
Table 2 : Safe working load
strength of the towing pennants is satisfactory
Ship deadweight DWT, in t Safe working load, in kN ρ : Bending ratio (ratio between the minimum
bearing surface diameter of the fairlead and the
DWT < 50000 1000
towing pennant diameter), to be taken not less
DWT ≥ 50000 2000 than 7.

Pt E, Ch 9, Sec 4
1.7.5 Towing pennant termination • 52 mm for a safe working load, defined in [1.6.1], equal
For towing connection, the towing pennant is to have a hard to 1000 kN
eye-formed termination allowing connection to a standard • 76 mm for a safe working load, defined in [1.6.1], equal
shackle. to 2000 kN.
Socketed or ferrule-secured eye terminations of the towing
pennant are to be type tested in order to demonstrate that 1.8.7 Chafing chain ends
their minimum breaking strength is not less than twice the
One end of the chafing chain is to be suitable for connec-
safe working load defined in [1.6.1].
tion to the strongpoint. Where a chain stopper is used, the
inboard end of the chafing chain is to be efficiently secured
1.8 Chafing gear in order to prevent any inadvertent loss of the chafing chain
when operating the stopping device. Where the chafing
1.8.1 General
chain is connected to a towing bracket, the corresponding
Different solutions for the design of chafing gear may be
chain end may be constructed as shown in Fig 2, but the
used.
inner dimension of the pear link may be taken as 5,30 d
If a chafing chain is to be used, it is to have the characteris- (instead of 5,75 d).
tics defined in the following requirements.
The other end of the chafing chain is to be fitted with a stan-
1.8.2 Type dard pear-shaped open link allowing connection to a stan-
Chafing chains are to be stud link chains. dard bow shackle. A typical arrangement of this chain end
is shown in Fig 2. Arrangements different than that shown in
1.8.3 Material Fig 2 are considered by the Society on a case-by-case basis.
In general, grade Q3 chain cables and associated accesso-
ries complying with the applicable requirements in NR216 1.8.8 Storing
Materials, Ch 4, Sec 1 are to be used.
The chafing chain is to be stored and stowed in such a way
1.8.4 Chafing chain length that it can be rapidly connected to the strongpoint.
The chafing chain is to be long enough to ensure that the
towing pennant, or the towline, remains outside the fairlead 1.9 Fairleads
during the towing operation. A chain extending from the
strongpoint to a point at least 3 m beyond the fairlead com- 1.9.1 General
plies with this requirement.
Fairleads are normally to be of a closed type (such as Pan-
1.8.5 Minimum breaking strength ama chocks).
The minimum breaking strength of the stud link chafing Fairleads are to have an opening large enough to pass the
chain and the associated links is to be not less than twice largest portion of the chafing gear, towing pennant or tow-
the safe working load defined in [1.6.1]. line. The corners of the opening are to be suitably rounded.
1.8.6 Diameter of the common links Where the fairleads are designed to pass chafing chains, the
The diameter of the common links of stud link chain cables openings are to be not less than 600mm in width and
is to be not less than: 450mm in height.
Figure 2 : Typical outboard chafing chain end

Pt E, Ch 9, Sec 4
1.9.2 Material 1.10 Strongpoint

Fairleads are to be made of fabricated steel plates or other
ductile materials such as weldable forged or cast steel com- 1.10.1 General
plying with the applicable requirements of NR216 Materi- The strongpoint (inboard end fastening of the towing gear) is
als, Chapter 2. to be a chain cable stopper or a towing bracket or other fit-
ting of equivalent strength and ease of connection. The
1.9.3 Operating condition strongpoint can be designed integral with the fairlead.
The bow fairlead is to give adequate support for the towing The strongpoint is to be type approved according to [1.13]
pennant during towing operation, which means bending and is to be clearly marked with its SWL.
90° to port and starboard side and 30° vertical downwards.
1.10.2 Materials
1.9.4 Positioning The strongpoint is to be made of fabricated steel or other
The bow fairlead is to be located so as to facilitate towing ductile materials such as forged or cast steel complying
from either side of the bow and minimise the stress on the with the applicable requirements of NR216 Materials,
towing system. Chapter 2.
The bow fairlead is to be located as close as possible to the Use of spheroidal graphite cast iron (SG iron) may be
deck and, in any case, in such a position that the chafing accepted for the main framing of the strongpoint provided
chain is approximately parallel to the deck when it is under that:
strain between the strongpoint and the fairlead. • the part concerned is not intended to be a component
part of a welded assembly
Furthermore, the bow fairlead is normally to be located on
the ship's centreline. Where it is practically impossible to fit • the SG iron is of ferritic structure with an elongation not
the towing fairleads exactly on the ship’s centreline, it may less than 12%
be acceptable to have them slightly shifted from the centre- • the yield stress at 0,2% is measured and certified
line.
• the internal structure of the component is inspected by
1.9.5 Bending ratio suitable non-destructive means.
The bending ratio (ratio between the towing pennant bear- The material used for the stopping device (pawl or hinged
ing surface diameter and the towing pennant diameter) is to bar) of chain stoppers and for the connecting pin of towing
be not less than 7. brackets is to have mechanical properties not less than
those of grade Q3 chain cables, defined in NR216 Materials
1.9.6 Fairlead lips and Welding, Ch 4, Sec 1.
The lips of the fairlead are to be suitably faired in order to
1.10.3 Typical strongpoint arrangement
prevent the chafing chain from fouling on the lower lip
when deployed or during towing. Typical arrangements of chain stoppers and towing brackets
are shown in Fig 3, which may be used as reference.
1.9.7 Yielding check Chain stoppers may be of the hinged bar type or pawl
The equivalent Von Mises stress σE, in N/mm2, induced in (tongue) type or of other equivalent design.
the fairlead by a load equal to the safe working load defined
in [1.6.1], is to comply with the following formula: 1.10.4 Position and operating condition
The operating conditions and the positions of the strong-
σE ≤ σALL points are to comply with those defined in [1.9.3] and
Areas subjected to stress concentrations are considered by [1.9.4], respectively, for the fairleads.
the Society on a case-by-case basis.
1.10.5 Stopping device
Where the fairleads are analysed through fine mesh finite The stopping device (chain engaging pawl or bar) is to be
element models, the allowable stress may be taken as arranged, when in closed position, to prevent the chain
1,1 σALL. stopper from working in the open position, in order to avoid
chain cable release and allow it to pay out.
1.9.8 Alternative to the yielding check
Stopping devices are to be easy and safe to operate and, in
The above yielding check may be waived provided that fair- the open position, are to be properly secured.
leads are tested with a test load equal to twice the safe
working load defined in [1.6.1] and this test is witnessed by 1.10.6 Connecting pin of the towing bracket
a Surveyor of the Society. In this case, the Designer is
The scantlings of the connecting pin of the towing bracket
responsible for ensuring that the fairlead scantlings are suffi-
are to be not less than those of a pin of a grade Q3 end
cient to withstand such a test load.
shackle, as shown in Fig 3, provided that clearance
Unless otherwise agreed by the Society, components sub- between the two side lugs of the bracket does not exceed
jected to this test load are considered as prototype items 2,0d, where d is the chain diameter specified in [1.8.6] (see
and are to be discarded. also Fig 2).

Pt E, Ch 9, Sec 4
Figure 3 : Typical strongpoint arrangement
Pawl type chain stopper
Stopping device
(tongue)
Securing pin
in open position
Securing pin Grade Q3 chafing chain
in closed position Sliding track common link diameter = d
2,2 d
Towards
fairlead
Thrust chock
Horizontal part of
sliding track ≥ 14 d
Bar hinged type chain stopper
Stopping device
(hinged bar)
Sliding track
3,5 d (approx.)
2,2 d
Towards
fairlead
Horizontal part of
sliding track ≥ 14 d
Towing bracket
(*) : See [4.10.6]
Studless end link
Enlarged link
5,3 d Common links

(diameter = d)
Connecting pin (*)
1,8 d(*)
(steel grade Q3)
Twin lug bracket

1,4 d(*)
Towards
fairlead
approx.
3,5 d
14 d
(approx.)
1.10.7 Yielding check Areas subjected to stress concentrations are considered by

The equivalent Von Mises stress σE , in N/mm2, induced in the Society on a case-by-case basis.
the strongpoint by a load equal to the safe working load Where the strongpoints are analysed through fine mesh
defined in [1.6.1], is to comply with the following formula: finite element models, the allowable stress may be taken as
σE ≤ σALL 1,1 σALL.

Pt E, Ch 9, Sec 4
1.10.8 Alternative to the yielding check 1.12 Rapid deployment of towing arrange-
The above yielding check may be waived provided that ment
strongpoints are tested with a test load equal to twice the
safe working load defined in [1.6.1] and this test is wit- 1.12.1 General
nessed by a Surveyor. In this case, the Designer is responsi-
To facilitate approval of towing arrangements and to ensure
ble for ensuring that the fairlead scantlings are sufficient to
rapid deployment, emergency towing arrangements are to
withstand such a test load.
comply with the requirements of this item.
Unless otherwise agreed by the Society, components sub-
jected to this test load are considered as prototype items 1.12.2 Marking
and are to be discarded.
All components, including control devices, of the emer-
gency towing arrangements are to be clearly marked to
1.10.9 Bolted connection
facilitate safe and effective use even in darkness and poor
Where a chain stopper or a towing bracket is bolted to a visibility.
seating welded to the deck, the bolts are to be relieved from
shear force by means of efficient thrust chocks capable of 1.12.3 Forward
withstanding a horizontal force equal to 1,3 times the safe
working load defined in [1.6.1] within the allowable stress The forward emergency towing arrangement is to be capa-
defined in [1.10.7]. ble of being deployed in harbour conditions in not more
than 1 hour.
The steel quality of bolts is to be not less than grade 8.8 as
defined by ISO standard No. 898/1. The forward emergency towing arrangement is to be
designed at least with a means of securing a towline to the
Bolts are to be pre-stressed in compliance with appropriate chafing gear using a suitably positioned pedestal roller to
standards and their tightening is to be suitably checked. facilitate connection of the towing pennant.
Forward emergency towing arrangements which comply

1.11 Hull structures in way of fairleads or with the requirements for aft emergency towing arrange-
strongpoints ments may be accepted.
1.11.1 Materials and welding

1.13 Type approval
The materials used for the reinforcement of the hull struc-
ture in way of the fairleads or the strongpoints are to comply
with the applicable requirements of NR216 Materials. 1.13.1 Type approval procedure
Emergency towing arrangements are to be type approved
Main welds of the strongpoints with the hull structure are to
according to the following procedure:
be 100% inspected by adequate non-destructive tests.
• the arrangement design is to comply with the require-
1.11.2 Yielding check of bulwark and stays ments of this Section
The equivalent Von Mises stress σE , in N/mm2, induced in • each component of the towing arrangement is to be
the bulwark plating and stays in way of the fairleads by a tested and its manufacturing is to be witnessed and cer-
load equal to the safe working load defined in [1.6.1], for tified by a Surveyor according to [1.13.2]
the operating condition of the fairleads defined in [1.9.3], is
to comply with the following formula: • prototype tests are to be carried out in compliance with
[1.13.3].
σE ≤ σALL
1.13.2 Inspection and certification
1.11.3 Yielding check of deck structures
The materials and equipment are to be inspected and certi-
The equivalent Von Mises stress σE , in N/mm2, induced in fied as specified in Tab 3.
the deck structures in way of chain stoppers or towing
brackets, including deck seatings and deck connections, by 1.13.3 Prototype tests
a horizontal load equal to 1,3 times the safe working load
defined in [1.6.1], is to comply with the following formula: Prototype tests are to be witnessed by a Surveyor and are to
include the following:
σE ≤ σALL
• demonstration of the rapid deployment according to the
1.11.4 Minimum gross thickness of deck plating criteria in [1.12]
The gross thickness of the deck is to be not less than: • load test of the strongpoints (chain stoppers, towing
brackets or equivalent fittings) under a proof load equal
• 12 mm for a safe working load, defined in [1.6.1], equal
to 1,3 times the safe working load defined in [1.6.1].
to 1000 kN,
• 15 mm for a safe working load, defined in [1.6.1], equal A comprehensive test report duly endorsed by the Surveyor
to 2000 kN. is to be submitted to the Society for review.

Pt E, Ch 9, Sec 4
Table 3 : Material and equipment certification status
Material Equipment
Component Reference of applicable Reference of applicable
Certificate Certificate
requirements requirements
Towing pennant not applicable [1.7.1] COI (1) [1.7]
Chafing chain and associated COI (2) [1.8.3] COI (1) [1.8]
accessories
Fairleads CW [1.9.2] COI [1.9]
Strongpoint: COI (3) [1.10]
• main framing COI (2) [1.10.2]
• stopping device COI (2) [1.10.2]
Pick-up gear: no requirement
• rope not applicable − CW
• buoy not applicable − not required (4)
• line-throwing appliance not applicable − not required (4)
Pedestal roller fairlead CW − not required (4) no requirement
(1) according to NR216 Materials, Ch 4, Sec 1.
(2) according to NR216 Materials, Chapter 1.
(3) to be type approved.
(4) may be type approved.
Note 1:
COI : Certificate of inspection
CW : Works’ certificate 3.1.B according to EN 10204.

Pt E, Ch 9, Sec 5
SECTION 5 CENTRALISED NAVIGATION EQUIPMENT (SYS-

NEQ)
1 General a) Regulations 15 to 28, Chapter V of the 1974 “Interna-

tional Convention for the Safety of Life at Sea” (SOLAS)
and applicable amendments
1.1 Application
b) The international Regulations for Preventing Collisions
at Sea and all other relevant Regulations relating to Glo-
1.1.1 The additional class notation SYS-NEQ is assigned, in
bal Maritime Distress and Safety System (GMDSS) and
accordance with Pt A, Ch 1, Sec 2, [6.9.6], to ships fitted
Safety of Navigation required by Chapters IV and V of
with a centralised navigation control system so laid out and
SOLAS 1974, as amended
arranged that it enables normal navigation and manoeuvr-
ing operation of the ship by two persons in cooperation. c) the Provisional Guidelines for the Conduct of Trials in
which the Officer of the Navigational Watch acts as the
This notation is assigned when the requirements of Articles sole Lookout in Periods of Darkness (MSC Circular 566
[1] to [5], [7] and [8] of this Section are complied with. of 2 July 1991)
1.1.2 The additional class notation SYSNEQ-1 is assigned, d) IMO A.694: 1991, General requirements for shipborne
in accordance with Pt A, Ch 1, Sec 2, [6.9.6], when, in addi- radio equipment forming part of the global maritime
tion to [1.1.1], the installation is so arranged that the naviga- distress and safety system (GMDSS) and for electronic
tion and manoeuvring of the ship can be operated under navigational aids
normal conditions by one person for periodical one man e) MSC Circular 982, Guidelines on ergonomic criteria for
watches. This notation includes specific requirements for bridge equipment and layout
prevention of accidents caused by the operator’s unfitness. f) Convention on the International Regulations for Pre-
This notation is assigned when the requirements of this Sec- venting Collision at Sea, 1972 (COLREG)
tion are complied with. g) IMO Performance Standards for navigational equipment
applicable to:
1.1.3 The composition and the qualification of the person-
• magnetic compasses (Resolution A.382)
nel on watch remain the responsibility of the Owner and the
Administration. The authorisation to operate the ship in such • gyrocompasses (Resolution A.424)
condition remains the responsibility of the Administration. • performance standards for radar equipment (Resolu-
tion MSC.192(79))
1.2 Operational assumptions • speed and distance measuring equipment (Resolu-
tion A.478, A.824, MSC.96 (72))
1.2.1 The requirements are framed on the following • echo sounding equipment (Resolution A.224,
assumptions: MSC.74 (69) Annex 4)
• Plans for emergencies are specified and the conditions • electronic navigational aids – general requirements
under which a one man watch is permitted are clearly (Resolution A.574)
defined in an operations manual which is acceptable to • VHF Radio installation (Resolution MSC.68 (68)
the Administration with which the ship is registered. Annex 1, A.524 (13), A.803 (19))
• The manning of the bridge watch is in accordance with • heading control systems (HCS) (Resolution A.342,
the national regulations in the country of registration MSC.64 (67) Annex 3)
and for the waters in which the ship is operating. • rate-of-turn indicators (Resolution A.526)
• The requirements of the International Convention on • VHF watchkeeping receiver (Resolution A.803 (19),
Standards of Training Certification and Watchkeeping MSC.68 (68) Annex 1)
for seafarers (STCW) and other applicable statutory reg- • Performance standards for track control systems
ulations are complied with. (Resolution MSC.74 (69) Annex 2)
• Performance standards for marine transmitting head-
1.3 Regulations, guidelines, standards ing devices (THDs) (Resolution MSC.116 (73))
• Performance standards for electronic chart display
1.3.1 The requirements are based on the understanding and information systems (Resolution A.817 (19),
that the applicable regulations and guidelines issued by the MSC.86 (70) Annex 4, MSC.64 (67) Annex 5)
International Maritime Organisation are complied with, in • Maintenance of electronic chart display and infor-
particular: mation system (ECDIS) software (IMO circ.266)

Pt E, Ch 9, Sec 5
• Performance standards for shipborne global posi- • CPA: closest point of approach, i.e. the shortest target
tioning system receiver equipment (Resolution ship-own ship calculated distance that will occur in the
A.819 (19)) case of no change in course and speed data
• Adoption of the revised performance standards for • Conning position: the place in the wheelhouse with a
shipborne global positioning system (GPS) receiver commanding view and which is used by navigators
equipment (Resolution MSC.112 (73)) when monitoring and directing the ship mouvements
• Adoption of the revised performance standards for • Display: means by which a device presents visual infor-
shipborne GLONASS receiver equipment (Resolu- mation to the navigator, including conventional instru-
tion MSC.113 (73)) mentation
• Adoption of the revised performance standards for • Ergonomics: application of the human factor in the
shipborne DGPS and DGLONASS maritime radio analysis and design of equipment, work and working
beacon receiver equipment (Resolution MSC.114 environment
(73)).
• Field of vision: angular size of a scene that can be
• Performance standards for a universal automatic observed from a position on the ship's bridge
identification system (AIS) (Resolution MSC.74 (69)
• Lookout: activity carried out by sight and hearing as
Annex 3)
well as by all available means appropriate in the pre-
• Performance standards for an integrated navigation vailing circumstances and conditions so as to make a
system (INS) (Resolution MSC.86 (70) Annex 3) full appraisal of the situation and of the risk of collision
• Performance standards for sound reception systems • Navigation: all tasks relevant for deciding, executing
(Resolution MSC.86 (70) Annex 1) and maintaining course and speed in relation to waters
• performance standards for the presentation of navi- and traffic
gation-related information on shipborne naviga- • Navigator: person navigating, operating bridge equip-
tional displays (Resolution MSC.191(79)) ment and manoeuvring the ship
• performance standards for a bridge navigational • NAVTEX: an international maritime radio telex system
watch alarm system (BNWAS) (Resolution sponsored by IMO and IHO, which automatically
MSC.128(75)) receives the broadcast telex information such as naviga-
• performance standards for shipborne voyage data tional, meteorological warnings and search and rescue
recorders (VDRs) (Resolution A.861(20) as amended (SAR) alerts on a 24-hour watch basis
by IMO Res. MSC.214(81)) • Normal conditions: when all systems and equipment
related to navigation operate within design limits, and
1.3.2 The requirements and guidelines of ISO 8468 – ed. 3 environmental conditions such as weather and traffic do
“Ship’s bridge layout and associated equipment– Require- not cause excessive workload to the officer of the watch
ments and guidelines” are applicable.
• Officer of the watch: erson responsible for safe navigat-
1.3.3 Additional requirements may be imposed by the ing, operating of bridge equipment and manoeuvring of
national authority with whom the ship is registered and/or the ship
by the Administration within whose territorial jurisdiction it • OMBO: one man bridge operation
is intended to operate.
• OMBO ship: one man bridge operated ship
• Radar plotting: the whole process of target detection,
1.4 Definitions
tracking, calculation of parameters and display of infor-
mation
1.4.1 Terms used in the requirements are defined below:
• Seagoing ship: ship navigating on the high seas, i.e.
• Acquisition: the selection of those target ships requiring
areas along coasts and from coast to coast
a tracking procedure and the initiation of their tracking
• TCPA: time to closest point of approach
• Alarm: a visual and audible signal indicating an abnor-
mal situation • Tracking: process of observing the sequential changes in
the position of a target, to establish its motion
• ARPA: automatic radar plotting aid
• Vigilance system: system provided to verify the officer of
• Backup navigator: any individual, generally an officer,
the watch’s alertness
who has been designated by the ship’s Master to be on
call if assistance is needed on the navigation bridge • Watch alarm: alarm that is transferred from the bridge to
the Master and the backup navigator in the event of any
• Bridge: that area from which the navigation and control
officer of the watch deficiency (absence, lack of alert-
of the ship is exercised, including the wheelhouse and
ness, no response to another alarm/warning, etc.)
bridge wings
• Wheelhouse: enclosed area of the bridge
• Bridge wings: those parts of the bridge on both sides of
the ship's wheelhouse which, in general, extend to the • Workstation: position at which one or several tasks con-
ship side stituting a particular activity are carried out.

Pt E, Ch 9, Sec 5
2 Documentation 4 Bridge instrumentation and controls
2.1 Documents to be submitted 4.1 General

2.1.1 In addition to the documents mentioned in Pt C, Ch
4.1.1 The instrumentation and controls at the workstation
3, Sec 1, Tab 1, and the requirement in Pt C, Ch 3, Sec 1,
for navigation and traffic surveillance/manoeuvring are to
[2.1.1], documents according to Tab 1 are to be submitted.
be arranged to enable the officer of the watch to:
2.1.2 Additional plans and specifications are to be submit- a) determine and plot the ship's position, course, track and
ted for approval, if requested by the Society. speed
b) analyse the traffic situation

3 Bridge layout
c) decide on collision avoidance manoeuvres
3.1 General d) alter course
3.1.1 The bridge configuration, the arrangement of con- e) change speed
soles and equipment location are to enable the officer of the
watch to perform navigational duties and other functions f) effect internal and external communications related to
allocated to the bridge as well as maintain a proper lookout navigation and manoeuvring, radio communication on
from a convenient position on the bridge, hereafter referred the VHF
to as a 'workstation'.
g) give sound signals
3.1.2 A workstation for navigation and traffic surveil- h) hear sound signals
lance/manoeuvring is to be arranged to enable efficient
operation by one person under normal operating condi- i) monitor course, speed, track, propeller revolutions
tions. All relevant instrumentation and controls are to be (pitch), rudder angle and depth of water
easily visible, audible and accessible from the workstation.
j) record navigational data (may be manually recorded
3.1.3 The bridge layout design and workstations are to from data available at the workstation).
enable the ship to be navigated and manoeuvred safely by
two navigators in cooperation. 4.1.2 Irrespective of their size, gross tonnage and date of
construction, all ships assigned the additional class notation
3.1.4 The requirements and guidelines of the ISO 8468 SYS-NEQ are to be equipped with the instrumentation and
Standard are to be regarded as a basic reference for the controls described in [4.2] to [4.4] and as referred to in Tab
design of bridge layout. 2.
Table 1 : Documentation to be submitted
N° I/A (1) Documentation

1 A General arrangement of bridge and wheelhouse showing the position of the control console and panels
2 A Plans showing the field of vision from each workstation
3 A List and specification of navigational equipment fitted on the bridge and references (Manufacturer, type,
national authority approval...)
4 A Functional block diagram indicating the relationship between the items of navigational equipment and
between them and other equipment
5 A List of alarms and instrumentation fitted on the bridge
6 A Diagram of electrical supply to the navigational equipment
7 A Diagram of the system linking the bridge alarms with the other operational locations (2)
8 A Diagram of the navigation officer’s call system (2)
9 A Diagram of the communication systems (2)
10 A Diagram of the vigilance systems (2)
11 A Test program including test method
12 I List of the intended area of operation of the ship
I : to be submitted for information.
(2) Documents to be submitted only when a SYSNEQ-1 notation is requested.

Pt E, Ch 9, Sec 5
Table 2 : List of mandatory equipment
Additional class notations

Equipment
SYS-NEQ SYS-NEQ 1
Multifunction displays - according to MSC.191(79) optional optional
Radar (1) CAT 1/2/3 CAT 1
Gyrocompass one one
Magnetic compass yes yes
Spare magnetic compass or second gyrocompass fed by main and emergency
yes yes
power supply and in addition by a transitional power supply (e.g. battery)
Transmitting Heading Device (THD) yes yes
Heading Control System (HCS), formerly autopilot yes yes
ECDIS with backup yes yes
Position receiver (GNSS …) one one
Bridge Navigation Watch Alarm System (BNWAS) yes yes
Call system (back-up Officer) yes yes
yes, at least to yes, at least to
Alarm transfer system
master’s cabin master’s cabin
Central alarm panel yes yes
Echo sounder yes yes
Speed Distance and Measuring Equipment (SDME) (2) yes yes
Sound reception (if totally enclosed bridge) yes yes
VHF at conning position one one
NAVTEX yes yes
Weather chart facsimile yes yes
Wind speed and direction yes yes
AIS yes yes
VDR yes yes
(1) According to [4.2.1]
H: when approched for high speed application
(2) Speed of the ship through the water and over the ground
4.2 Safety of navigation: collision-grounding d) a speed log system

e) an echo sounding system.
4.2.1 The ship is to be equipped with an RADAR/ARPA sys-
tem meeting the requirements of IMO Resolution f) an ECDIS with backup arrangement.
MSC.192(79)).
The categories of ship with their radar performance require- 4.4 Controls - Communication
ments are specified in Tab 3.
4.4.1 Ships are to be provided with the following control
4.2.2 An heading control system (HCS) is to be provided and communication:
and monitored by a heading alarm addressed to the naviga- a) a propulsion plant remote control system, located on
tor, in case of malfunction. This alarm is to be derived from the bridge
a system independent from the automatic steering system.
b) a whistle control device
An overriding control device is to be provided at the navi-
gating and manoeuvring workstation. c) a window wipe and wash control device
d) a main workstation console lighting control device
4.3 Position fixing e) steering pump selector/control switches
4.3.1 Ships are to be provided with the following position f) an internal communication system
systems: g) a VHF radiotelephone installation
a) position fixing systems appropriate to the intended serv- h) a wheelhouse heating/cooling control device
ice areas
i) a NAVTEX automatic receiver and recorder.
b) at least two independent radar, one of which is to oper-
Note 1: The systems or controls under a) to g) are to be fitted within
ate within the X-band the reach of the officer of the watch when seated or standing at the
c) a gyrocompass system main navigating and manoeuvring workstation.

Pt E, Ch 9, Sec 5
Table 3 : Categories of ship with their radar performance requirements
Categoy of ship
CAT 3 CAT 2 CAT 1
Size of ship/craft <500 gt 500 gt to < 10000 gt ≥ 10000 gt
Minimum operational display area diameter 180 mm 250 mm 320 mm
Minimum display area 195 mm x 195 mm 270 mm x 270 mm 340 mm x 340 mm
Auto acquisition of targets - - yes
Minimum acquired radar target capacity 20 30 40
Minimum activated AIS target capacity 20 30 40
Minimum sleeping AIS target capacity 100 150 200
Trial manoeuvre - - yes
5 Design and reliability viding the data to be supplied from the same distribu-
tion board bus serving the radio equipment rather than
the bus bar serving the navigation equipment.
5.1 General
f) Failure of any power supply to the panel is to initiate
5.1.1 Where computerised equipment is interconnected and audible and visual alarm at the navigation bridge.
through a computer network, failure of the network is not to
g) Each consumer is to be individually connected to the
prevent individual equipment from performing its individual
distribution panel bus bar and individually provided
functions.
with short-circuit protection.
5.2 Power supply h) An indicator is to be mounted in a suitable place to indi-

cate when batteries of the reserve source of energy are
5.2.1 Power supply for AC equipment being discharged.
a) Power to navigation equipment is to be supplied by two 5.2.2 Power supply for DC equipment
circuits, one fed directly from the main source of electri-
cal power, and one fed directly from the emergency a) The requirements of [5.2.1] are applicable.
source of power. Power to radio equipment is also to be
b) Where the equipment is fed via converters, separate
supplied by two circuits as described above and is addi-
converters are to be provided and these are to be
tionally to be supplied by a reserve source of energy.
located on the supply side of change-over facility.
b) The power supplies to the distribution panels are to be
arranged with automatic change-over facilities between c) The radio equipment and the navigation equipment are
the two sources. to be provided with separate converters.
c) The distribution of supplies to navigation equipment is 5.2.3 Power supply for equipment operated either
to be independent of those for radio equipment. The cir- AC or DC
cuits from the power sources is to be terminated either
in one or two distribution panels. When one distribution a) Each consumer is to be individually connected to the
panel is used, the two circuits supplying power to the main source of electrical power and to a distribution
panel are to be provided with split feeds into two sepa- bus bar of the panel which is fed from the emergency
rate bus bars, one for the radio equipment and one for source of electrical power and also, in case of the radio
the navigation equipment. The panel(s) is(are) to be equipment, from the reserve source of energy (radio bat-
sited on the navigation bridge or other suitable position teries). These two circuits are to be separated throughout
on the bridge deck. their length as fas as practicable.
d) The circuits supplying the board(s) are, as far as practi- b) The radio equipment and the navigation equipement are
cable, to be separated from each other throughout their to be provided with separate converters.
length. Facilities are to be provided in each distribution
c) An indicator is to be mounted in a suitable place visible
board for changing over between the main source of
for responsible member of the crew to indicate when
power and the emergency source of power. It is prefera-
batteries of the reserve source of energy are being dis-
ble that change over be initiated automatically. When a
charged.
single distribution board is used for both radio and navi-
gation equipment, separate change-over switches are to 5.2.4 Following a loss of power which has lasted for 30
be provided for each service. seconds or less, all primary functions are to be readily rein-
e) Where radio equipment requires an uninterrupted input stated. Following a loss of power which has lasted for more
of information from the ship’s navigational equipment or than 30 seconds, as many primary functions as practical are
other equipment, it is necessary for the quipment pro- to be readily reinstated.

Pt E, Ch 9, Sec 5
5.3 Environmental conditions ship. The field of vision from a workstation is to be in accor-
dance with the guidelines on navigation bridge visibility, as
5.3.1 Shipborne navigational equipment specified in IMO specified in IMO Resolution A.708, MSC Circular 982 and
Publication 978-88-04E “PERFORMANCE STANDARDS ISO 8468 ed.3 as it applies to new ships.
FOR NAVIGATIONAL EQUIPMENT” is to be capable of
continuous operation under the conditions of various sea 6.3 Alarm/warning transfer system -
states, vibration, humidity, temperature and electromag-
Communications
netic interference likely to be experienced in the ship in
which it is installed. 6.3.1 Any alarm/warning that requires bridge operator
response is to be automatically transferred to the Master
5.3.2 Equipment which has been additionally specified in
and, if he deems it necessary, to the selected backup navi-
this notation is to comply with the environmental condi-
gator and to the public rooms, if not acknowledged on the
tions specified in Pt C, Ch 2, Sec 2 for control and instru-
bridge within 30 seconds.
mentation equipment, computers and peripherals for
shipboard use. Such transfer is to be carried out through the systems
required by [6.3.3] and [6.3.7], where applicable.
6 Prevention of accidents caused by 6.3.2 Acknowledgement of alarms/warnings is only to be
operator’s unfitness possible from the bridge.
6.3.3 The alarm/warning transfer is to be operated through

6.1 Bridge safety system a fixed installation.
6.1.1 A vigilance system is to be provided to indicate that
6.3.4 Provision is to be made on the bridge for the opera-
an alert officer of the navigational watch is present on the
tion of a navigation officer call-alarm to be clearly audible
bridge.
in the spaces of [6.3.1].
6.1.2 Any system used for verification of the officer of the 6.3.5 The alarm transfer system is to be continuously pow-
navigational watch's alertness is not to cause undue inter- ered and have an automatic change-over to a standby
ference with the performance of bridge functions. power supply in the case of loss of normal power supply.
6.1.3 The system is to be so designed and arranged that it 6.3.6 At all times, including during blackout, the officer of
cannot be operated in an unauthorised manner, as far as the watch is to have access to facilities enabling two-way
practicable. speech communication with another qualified officer.
6.1.4 Any system used for periodical verification of the The bridge is to have priority over the communication sys-
officer of the navigational watch's alertness is to be adjust- tem.
able up to 12 minute intervals and constructed, fitted and Note 1: The automatic telephone network is acceptable for this
arranged so that only the ship's Master has access to the purpose, provided that it is automatically supplied during blackouts
component for setting the appropriate intervals. and that it is available in the locations specified in [6.3.1].
6.1.5 The system is to provide for the acknowledgement by 6.3.7 If, depending on the shipboard work organisation,
the officer of the navigational watch at the navigating and the backup navigator may attend locations not connected to
traffic surveillance/manoeuvring workstation and other the fixed installation(s) described in [6.3.1], he is to be pro-
appropriate locations in the bridge from where a proper vided with a portable wireless device enabling both the
lookout may be kept. alarm/warning transfer and the two-way speech communi-
cation with the officer of the watch.
6.1.6 Such system is to be connected to the alarm transfer
system described in [6.3]. 6.3.8 External sound signals from ships and fog signals that
are audible on open deck are also to be audible inside the
6.1.7 An alarm is to operate on the bridge in the event of a wheelhouse; a transmitting device is to be provided to
failure of the bridge safety systems. reproduce such signals inside the wheelhouse (recom-
mended frequency range: 70 to 700 Hertz).
6.1.8 The requirements of [6.1.1] to [6.1.7] do not prevent
the Society from accepting any technical systems that ade-
6.4 Bridge layout
quately verify or help maintain the alertness of the officer of
the watch at intervals up to 12 minutes. 6.4.1 The bridge configuration, the arrangement of con-
soles and equipment location are to enable the officer of the
6.2 Field of vision watch to maintain a proper lookout from a convenient
workstation.
6.2.1 For the purpose of performing duties related to navi-
gation, traffic surveillance and manoeuvring, the field of 6.4.2 A workstation for navigation and traffic surveil-
vision from a workstation is to be such as to enable observa- lance/manoeuvring is to be arranged to enable efficient
tion of all objects which may affect the safe conning of the operation by one person under normal operating conditions.

Pt E, Ch 9, Sec 5
7 Ergonomical recommendations 7.5.2 Sufficient handrails or the equivalent are to be fitted

inside the wheelhouse or around instruments and equip-
ment therein for safety in bad weather.
7.1 Lighting
7.1.1 The lighting required on the bridge should be 7.5.3 Adequate means are to be made for anti-slip of the
designed so as not to impair the night vision of the officer floor, whether it is dry or wet.
on watch. Lighting used in areas and at items of equipment
requiring illumination whilst the ship is navigating is to be 7.5.4 Doors to the bridge wings are to be easy to open and
such that night vision adaptation is not impaired, e.g. red close. Means are to be provided to hold the doors open at
lighting. Such lighting is to be arranged so that it cannot be any position.
mistaken for a navigation light by another ship. It is to be
noted that red lighting is not to be fitted over chart tables so
7.5.5 Where provision for seating is made in the wheel-
that possible confusion in colour discrimination is avoided.
house, means for securing are to be provided, having regard
to storm conditions.
7.2 Noise level
7.2.1 The noise level on the bridge should not interfere 8 Testing
with verbal communication and mask audible alarms.
7.3 Vibration level 8.1 Tests

7.3.1 The vibration level on the bridge should not be
8.1.1 Documentary evidence in the form of certification
uncomfortable to the bridge personnel.
and/or test results is to be submitted to the satisfaction of the
Society. Where acceptable evidence is not available, the
7.4 Wheelhouse space heating/cooling requirements of Pt C, Ch 3, Sec 6 are applicable.
7.4.1 Unless otherwise justified, wheelhouse spaces are to
be provided with heating and air cooling systems. System 8.1.2 Shipboard tests and sea trials are to be carried out in
controls are to be readily available for the officer of the accordance with the test procedures submitted for approval
watch. in advance to the Society. Tests and trials are to be per-
formed under the supervision of the Surveyors.
7.5 Navigator’s safety
8.1.3 After fitting on board, the installations are to be sub-
7.5.1 There are to be no sharp edges or protuberances on mitted to tests deemed necessary to demonstrate correct
the surfaces of the instruments and equipment installed on operation. Some tests may be carried out at quay side, while
the bridge which could cause injury to the navigator. others are to be effected at sea trials.

Pt E, Ch 9, Sec 6
SECTION 6 FIRE (FIRE)
1 Fire protection
1.1 Accomodation spaces, service spaces

and control stations
1.1.1 Sprinkler system
Ships provided with the additional class notation FIRE shall
be equipped with a sprinkler system of an approved type
complying with the requirements of Pt C, Ch 4, Sec 13, [8]
in all service spaces, control stations and accommodation
spaces, including corridors and stairways.

Pt E, Ch 9, Sec 7
SECTION 7 FLOODING FIGHTING SYSTEM (FFS)
1 Principle Q : Total capacity of pumps serving the compart-

ment, in m3/h
1.1 W : Volume of the compartment, in m3
g : Gravity constant (9,81 m/s2)

1.1.1 With the additional class notation FFS, ships shall be
provided with a flooding fighting system to cope with h : Vertical distance between the water line at full
ingress of great amount of water resulting from a hull dam- displacement of the ship and the maximum
age or a sea water pipe breaking. level which may be reached in the compart-
This flooding fighting system is to serve all machinery ment, in m, see Fig 1.
spaces, including auxiliary machinery spaces.
The maximum level which may be reached in the compart-
Note 1: For a greater convenience in the present Section the word ments is defined as:
“flooding” could be used in place of the more right expression
“flooding fighting system”. • the lowest location of sensitive equipment of which fail-
ure means total unavailability of a primary essential ser-
vice (see Pt C, Ch 2, Sec 1, [3.3]), electric switchboard,
2 Design of flooding fighting systems cabinet or junction box
• at least, the third of the height H of the compartment

2.1 General considered.
2.1.1 Each machinery and auxiliaries spaces is fitted with a

dedicated flooding fighting system independent from each Figure 1 :
others.
Flooding pumps and piping system are not to be situated at
a distance less than B/5 from the ship side, where B is the After flooding Before flooding
ship's width.
Bilge pumps and piping system are not to be situated at a

distance less than B/5 from the ship side, where B is the
ship's width.
Machinery space
Water plane
2.2 Pumps after flooding h = pumping H = Height of Normal
height compartment
water plane
2.2.1 Arrangement of pumps Inside
maximum level
For each compartment served by the flooding system, at
least two fixed means of pumping are to be provided, in
general one pump and one ejector supplied with the fire
main.
One of the pumps may be replaced by a hydraulic ejector 2.2.3 Type of pumps
connected to sea water fire main and capable of ensuring
a) Flooding pumps, are to be of the self-priming type. Cen-
the drainage under similar conditions to those obtained
trifugal pumps are to be fitted with efficient priming
with the other pump.
means, unless an approved priming system is provided
to ensure the priming of pumps under normal operating
2.2.2 Capacity of pumps
conditions.
The pumping capacity for flooding in each compartment
referred to in [1.1.1] shall be not less than the capacity b) Flooding power pumps are to be suitable to operate
determined by the following formula: when submersed in seawater.
Q = 0, 36W
2⁄3
2gh c) Arrangements are to be provided to start the motor of
dedicated flooding power pumps from the central dam-
where: age control station and locally

Pt E, Ch 9, Sec 7
d) Where an additional local-starting device is provided at 2.3 Piping

the motor of a permanently installed submersible bilge
pump, the circuit is to be arranged to provide for the 2.3.1 Size of flooding pipes
disconnection of all control wires there from central The actual internal diameter of flooding pipes is to be cal-
damage control station. culated assuming a water velocity less than 5 m/s. It is in
any case not to be less than 125 mm.
2.2.4 Portable means of pumping
Each safety area is to comprise at least one portable means 2.3.2 Distribution of suctions
of pumping (pump or ejector) allowing the draining of all One direct suction is to be fitted for each pump or ejector,
spaces other than main and auxiliary machinery spaces. located at the lowest point.

Pt E, Ch 9, Sec 8
SECTION 8 VLS
1 General 2.2 Stability
1.1 Application 2.2.1 Intact stability

Ships provided with the additional class notation VLS are to
1.1.1 This additional class notation VLS applies to Special
comply with the requirements of Pt B, Ch 3, Sec 1 and Pt B,
Service - Auxiliary Naval vessels as defined in Pt A, Ch 1,
Ch 3, Sec 2 for intact stability.
Sec 2, [4.7], provided the requirements of this section are
complied with. Note 1: above listed requirement replace the requirements of Part
D, Chapter 4 regarding intact stability.
2 Hull arrangement and stability
2.2.2 Damage stability
2.1 General arrangement design Ships provided with the additional class notation VLS are to
comply with the requirements of Pt B, Ch 3, Sec 3 for dam-
2.1.1 Ships provided with the additional class notation VLS
age stability, as applicable for a ship of Category II as
are to comply with the requirements of Part B, Chapter 2 for
defined in Pt B, Ch 3, Sec 3, [2.4.2] a).2).
hull general arrangement and design.
Note 1: above listed requirement replace requirements of Part D, Note 1: above listed requirement replace the requirements of Part
Chapter 4 where Part D, Chapter 4. D, Chapter 4 regarding damage stability.

Pt E, Ch 9, Sec 8

Print: Activ’Company - Ref.: NR 483 E1 DT R02 E
Marine & Offshore QUALITY SYSTEM

92571 Neuilly-sur-Seine Cedex - France CERTIFIED BY
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Rules for the Classification of

Part E - Additional Class Notations

PART E – Additional Class Notations

NR 483.E1 DT R02 E June 2017

Marine & Offshore

Chapter 1 SEA KEEPING (SEA-KEEP)

2 Bureau Veritas - Rules for Naval Ships June 2017

Section 1 Sea-Keeping Assessment (SEA-KEEP)

Appendix 1 Sea-Keeping Calculations

June 2017 Bureau Veritas - Rules for Naval Ships 3

4 Bureau Veritas - Rules for Naval Ships June 2017

Appendix 1 Acceptance Criteria for Isolated Areas of Items

Appendix 2 Acceptance Criteria for Isolated Items

Appendix 3 Acceptance Criteria for Zones

Appendix 4 Pitting Intensity Diagrams

June 2017 Bureau Veritas - Rules for Naval Ships 5

Appendix 6 Risk Analyses for Star-Mach

Appendix 7 Planned Maintenance Scheme

6 Bureau Veritas - Rules for Naval Ships June 2017

June 2017 Bureau Veritas - Rules for Naval Ships 7

Section 1 Alternative Propulsion Mode (AVM-APM)

Section 2 Duplicated Propulsion System (AVM-DPS)

Section 3 Independent Propulsion System (AVM-IPSx-(V))

8 Bureau Veritas - Rules for Naval Ships June 2017

Appendix 1 Procedures for Failure Modes and Effect Analysis

June 2017 Bureau Veritas - Rules for Naval Ships 9

Section 1 Qualified Automation Systems (AUT-QAS)

Section 2 Automated Operation in Port (AUT-PORT)

10 Bureau Veritas - Rules for Naval Ships June 2017

Section 3 Integrated Automation Systems (AUT-IAS)

June 2017 Bureau Veritas - Rules for Naval Ships 11

Section 1 Hull Stress and Motion Monitoring (MON-HULL)

Section 2 Shaft Monitoring (MON-SHAFT)

12 Bureau Veritas - Rules for Naval Ships June 2017

Section 1 General Requirements

Section 2 Additional Requirements for Notation COMF-NOISE

Section 3 Additional Requirements for Notation COMF-VIB

June 2017 Bureau Veritas - Rules for Naval Ships 13

Section 1 General Requirements

Section 2 Design Requirements for the Notations CLEANSHIP and

14 Bureau Veritas - Rules for Naval Ships June 2017

Section 4 Onboard Surveys

June 2017 Bureau Veritas - Rules for Naval Ships 15

Section 1 General Requirements

16 Bureau Veritas - Rules for Naval Ships June 2017

June 2017 Bureau Veritas - Rules for Naval Ships 17

Section 1 In-Water Survey Arrangements (INWATERSURVEY)

Section 2 Manoeuvrability (MANOVR)

Section 3 Helicopter Deck (HELICOPTER)

Section 4 Towing (TOW)

18 Bureau Veritas - Rules for Naval Ships June 2017

Section 5 Centralised Navigation Equipment (SYS-NEQ)

Section 6 Fire (FIRE)

June 2017 Bureau Veritas - Rules for Naval Ships 19

20 Bureau Veritas - Rules for Naval Ships June 2017

SEA KEEPING (SEA-KEEP)

SECTION 1 SEA-KEEPING ASSESSMENT (SEA-KEEP)

APPENDIX 1 SEA-KEEPING CALCULATIONS

June 2017 Bureau Veritas - Rules for Naval Ships 21