part vi – machinery installations and refrigerating plants

RULES FOR THE CLASSIFICATION AND CONSTRUCTION

OF SEA-GOING SHIPS

PART VI MACHINERY INSTALLATIONS AND REFRIGERATING PLANTS

January 2022

GDAŃSK

RULES FOR THE CLASSIFICATION AND CONSTRUCTION OF SEA-GOING SHIPS developed and edited by Polski Rejestr Statków S.A., hereinafter referred to as PRS, consist of the following Parts: Part I – Classification Regulations Part II – HullPart III – Hull EquipmentPart IV – Stability and SubdivisionPart V – Fire ProtectionPart VI – Machinery Installations and Refrigerating PlantsPart VII – Machinery, Boilers and Pressure VesselsPart VIII – Electrical Installations and Control Systems Part IX – Materials and WeldingPart VI – Machinery Installations and Refrigerating Plants – January 2022 was approved by PRS Executive Board on 3 December 2021 and enters into force on 1 January 2022. From the entry into force, the requirements of Part VI – Machinery Installations and Refrigerating Plants apply, within the full scope, to new ships. For existing ships, the requirements of Part VI – Machinery Installations and Refrigerating Plants are applicable within the scope specified in Part I – Classification Regulations. The requirements of Part VI – Machinery Installations and Refrigerating Plants are extended by the following Publications: Publication 4/P – I.C. Engines and Engine Components – Survey and Certification,Publication 7/P – Repair of Cast Copper Alloy Propellers,Publication 23/P – Pipelines Prefabrication,Publication 28/P – Tests of I.C. Engines,Publication 33/P – Air Pipe Closing Devices,Publication 48/P – Requirements Concerning Gas Tankers,Publication 53/P – Plastic Pipelines on Ships,Publication 57/P – Type Approval of Mechanical Joints,Publication 78/P – Guidelines for Exhaust Gas SOX Cleaning Systems,Publication 90/P – Guidance for safe return to port and orderly evacuation and abandonment of passenger ship,Publication 102/P – European Union Recognized Organizations Mutual Recognition Procedure for Type Approval, Publication 103/P – Guidelines on Ship Energy Efficiency, Publication 106/P – Eco Class Rules, Publication 116/P – Bunkering Guidelines for LNG as Marine Fuel, Publication 117P – Using LNG or other Low-Flashpoint Fuels onboard Ships other than Gas Carriers, Publication 122/P – Requirements for Baltic Ice Class Ships and Polar Class for Ships under PRS Supervision, Publication 2/I – Prevention of Vibration in Ships.

© Copyright by Polski Rejestr Statków S.A., 2022

PRS/RP, 12/2021

CONTENTS

1 General Provisions .......................................................................................................................................... 7 1.1 Application ............................................................................................................................................... 7 1.2 Definitions and Explanations .................................................................................................................... 7 1.3 Technical Documentation of Ship ............................................................................................................ 9 1.4 Scope of Survey ........................................................................................................................................ 12 1.5 Pressure Tests ........................................................................................................................................... 13 1.6 Service Conditions .................................................................................................................................... 14 1.7 Materials and Welding .............................................................................................................................. 15 1.8 Main Engines and Main Boilers ............................................................................................................... 16 1.9 Machinery Spaces ..................................................................................................................................... 16 1.10 Arrangement of Engines, Machinery and Equipment ........................................................................... 17 1.11 Installation of Engines, Machinery and Equipment .............................................................................. 19 1.12 Control Devices of Main Engine .......................................................................................................... 20 1.13 Machinery Controlling and Control Stations ........................................................................................ 20 1.14 Means of Communication ..................................................................................................................... 21 1.15 Instrumentation ..................................................................................................................................... 21 1.16 General Requirements for Piping Systems ........................................................................................... 21 1.17 Automatic and Remote Control ............................................................................................................ 44 1.18 Limitations on Oil Fuel Use .................................................................................................................. 44 1.19 Ergonomic Considerations .................................................................................................................... 44

2 Main Propulsion Shafting............................................................................................................................... 46 2.1 General Provisions .................................................................................................................................... 46 2.2 Alternative Calculation Methods .............................................................................................................. 46 2.3 Materials ................................................................................................................................................... 46 2.4 Shaft Diameter .......................................................................................................................................... 46 2.5 Shaft Couplings ........................................................................................................................................ 49 2.6 Propeller Shaft Bearings ........................................................................................................................... 50 2.7 Keyless Shrink Fitting of Propellers and Shaft Couplings ....................................................................... 50 2.8 Braking Devices ....................................................................................................................................... 53 2.9 Stern Tube Seal ......................................................................................................................................... 53 2.10 Shafting alignment ................................................................................................................................... 54

3 Propellers ......................................................................................................................................................... 56 3.1 General Provisions .................................................................................................................................... 56 3.2 Blade Thickness ........................................................................................................................................ 56 3.3 Bosses and Blade Fastening Parts ............................................................................................................. 57 3.4 Controllable Pitch Propellers .................................................................................................................... 57 3.5 Balancing Screw Propellers and Propellers of Thrusters and Active Rudders ......................................... 57

4 Torsional Vibrations ....................................................................................................................................... 58 4.1 General Provisions .................................................................................................................................... 58 4.2 Permissible Stresses .................................................................................................................................. 58 4.3 Measurements of Torsional Vibration Parameters.................................................................................... 60 4.4 Barred Speed Ranges ................................................................................................................................ 61

5 Gravity Overboard Drain System ................................................................................................................. 62

6 Bilge System ..................................................................................................................................................... 64 6.1 Pumps ....................................................................................................................................................... 64 6.2 Pipe Diameters .......................................................................................................................................... 64 6.3 Arrangement and Joints of Pipes .............................................................................................................. 65

6.4 Drainage of Machinery Spaces ................................................................................................................. 66 6.5 Drainage of Tunnels .................................................................................................................................. 68 6.6 Drainage of Cargo Holds .......................................................................................................................... 68 6.7 Drainage of Refrigerated Spaces ............................................................................................................... 69 6.8 Drainage of Deep Tanks ........................................................................................................................... 69 6.9 Drainage of Cofferdams ............................................................................................................................ 69 6.10 Drainage of Fore- and Afterpeaks ......................................................................................................... 69 6.11 Drainage of Other Spaces...................................................................................................................... 70 6.12 Water Drainage from Closed Vehicle and Ro-ro Spaces and Special Category Spaces ....................... 70

7 Oil Residues System ........................................................................................................................................ 73 7.1 Capacity and Construction of Tanks ......................................................................................................... 73 7.2 Discharge of the Tanks Content ................................................................................................................ 74

8 Ballast, Heeling and Trimming Systems........................................................................................................ 76 8.1 Pumps ....................................................................................................................................................... 76 8.2 Pipe Diameters .......................................................................................................................................... 76 8.3 Arrangement of Pipes and Joints .............................................................................................................. 76 8.4 Heeling and Trimming Systems ................................................................................................................ 76 8.5 Additional Requirements Concerning Environmental Protection (Ballast Water and Sediments) ........... 76

9 Air, Overflow and Sounding Pipes................................................................................................................. 83 9.1 Air Pipes ................................................................................................................................................... 83 9.2 Overflow Pipes ......................................................................................................................................... 86 9.3 Overflow Tanks ........................................................................................................................................ 87 9.4 Sounding Pipes and Arrangements ........................................................................................................... 87

10 Exhaust Gas System ........................................................................................................................................ 89 10.1 Exhaust Gas Lines ................................................................................................................................. 89 10.2 Spark Arresters and Silencers ............................................................................................................... 90 10.3 Exhaust Gas Cleaning Systems ............................................................................................................. 90

11 Ventilation System ........................................................................................................................................... 91 11.1 General Requirements ........................................................................................................................... 91 11.2 Arrangement of Ventilation Ducts and Penetrations in Decks, Watertight Bulkheads

and Fire-resisting Divisions .................................................................................................................. 92 11.3 Ventilation of Machinery Spaces .......................................................................................................... 93 11.4 Ventilation of Closed Ro-Ro Spaces, Closed Vehicle Spaces and Special Category Spaces2) ............. 95 11.5 Ventilation of Cargo Spaces .................................................................................................................. 96 11.6 Ventilation of Cargo Spaces Intended for the Carriage of Dangerous Goods ....................................... 96 11.7 Ventilation of Refrigerated Spaces ....................................................................................................... 97 11.8 Ventilation of Fire-extinguishing Stations ............................................................................................ 97 11.9 Ventilation of Battery Rooms and Battery Lockers .............................................................................. 97 11.10 Ventilation of Helicopter Hangars ........................................................................................................ 98 11.11 Ventilation of Radio Rooms .................................................................................................................. 98 11.12 Ventilation of Control Stations ............................................................................................................. 98 11.13 Ventilation of Galleys ........................................................................................................................... 98 11.14 Ventilation of Emergency Fire Pump Room ......................................................................................... 99 11.15 Ventilation of Emergency Generator Room .......................................................................................... 100

12 Oil Fuel System ................................................................................................................................................ 100 12.1 Pumps .................................................................................................................................................... 100 12.2 Piping, Valves and Fittings ................................................................................................................... 100 12.3 Oil Fuel Heating Arrangements in Tanks ............................................................................................. 101 12.4 Water Draining Arrangements for Tanks .............................................................................................. 101

12.5 Oil Fuel Leakage Collecting Arrangements for Engines, Boilers and Other Equipment ................. 102 12.6 Filling Tanks with Oil Fuel ................................................................................................................... 102 12.7 Oil Fuel Tanks ...................................................................................................................................... 102 12.8 Oil Fuel Supply to Internal Combustion Engines ................................................................................. 103 12.9 Oil Fuel Supply to Boilers .................................................................................................................... 104 12.10 Fuel System for Helicopters .................................................................................................................. 104 12.11 Oil Fuel Systems in Periodically Unattended Machinery Spaces ......................................................... 104 12.12 Fuel Pumps on Ships Operating in Emission Control Areas and Non-restricted Areas ........................ 105

13 Lubricating Oil System ................................................................................................................................... 106 13.1 General Requirements ........................................................................................................................... 106 13.2 Lubricating Oil Pumps Serving Internal Combustion Engines, their Gears and Couplings ............ 106 13.3 Lubricating Oil Supply to Internal Combustion Engines and Gears ..................................................... 106 13.4 Lubricating Oil Pumps Serving Steam Turbines and their Gears ......................................................... 107 13.5 Lubricating Oil Supply to Steam Turbines and their Gears .................................................................. 107 13.6 Lubricating Oil Tanks ........................................................................................................................... 108 13.7 Arrangement of Piping .......................................................................................................................... 108

14 Thermal Oil System ........................................................................................................................................ 109 14.1 General Requirements ........................................................................................................................... 109 14.2 Pumps ................................................................................................................................................... 109 14.3 Compensation Tanks ............................................................................................................................. 109 14.4 Storage Tanks ....................................................................................................................................... 109 14.5 Arrangement of Piping .......................................................................................................................... 109 14.6 Air Pipes ............................................................................................................................................... 109 14.7 Oil Leakage Collecting Arrangements .................................................................................................. 110 14.8 Thermal Oil Cooling ............................................................................................................................. 110 14.9 Insulation .............................................................................................................................................. 110 14.10 Thermal Oil Boilers .............................................................................................................................. 110

15 Cooling Water System .................................................................................................................................... 111 15.1 Pumps ................................................................................................................................................... 111 15.2 Arrangement of Pipes and Joints .......................................................................................................... 111 15.3 Cooling Water Strainers ........................................................................................................................ 112 15.4 Cooling of Internal Combustion Engines .............................................................................................. 112

16 Compressed Air Systems ................................................................................................................................ 113 16.1 Number of Air Receivers and Reserve of Compressed Air .................................................................. 113 16.2 Starting Air Compressors ...................................................................................................................... 114 16.3 Arrangement of Pipes and Connections ................................................................................................ 114

17 Boiler Feed Water System .............................................................................................................................. 115 17.1 Pumps ................................................................................................................................................... 115 17.2 Pipe Layout and Arrangement of Connections ..................................................................................... 115 17.3 Tanks .................................................................................................................................................... 115

18 Steam System, Boiler Scum and Blow-down System ................................................................................... 116 18.1 Pipe Layout and Arrangement of Connections ..................................................................................... 116 18.2 Draining of Steam Pipelines ................................................................................................................. 116

19 Condensate System for Steam Turbines ....................................................................................................... 117 19.1 General Requirements ........................................................................................................................... 117 19.2 Pumps ................................................................................................................................................... 117 19.3 Pipe Layout and Arrangement of Connections ..................................................................................... 117

20 Sanitary Drainage System .............................................................................................................................. 118 20.1 General Requirements ........................................................................................................................... 118 20.2 Sewage Treatment Plants, Holding Tanks, Sewage Discharge Systems ............................................... 118

21 Refrigerating Plants ........................................................................................................................................ 121 21.1 Application ............................................................................................................................................ 121 21.2 Refrigerants and Design Pressures ........................................................................................................ 121 21.3 Output and Equipment of Refrigerating Plants ..................................................................................... 122 21.4 Materials ............................................................................................................................................... 123 21.5 Electrical Equipment ............................................................................................................................. 123 21.6 Refrigerating Machinery Spaces ........................................................................................................... 123 21.7 Refrigerant Store Rooms ....................................................................................................................... 124 21.8 Refrigerated Cargo Spaces .................................................................................................................... 125 21.9 Freezing and Cooling Tunnels .............................................................................................................. 125 21.10 Spaces Containing Processing Equipment ............................................................................................ 125 21.11 Compressors .......................................................................................................................................... 126 21.12 Apparatus and Vessels .......................................................................................................................... 126 21.13 Valves, Fittings and Safety Valves ....................................................................................................... 127 21.14 Piping .................................................................................................................................................... 127 21.15 Instrumentation ..................................................................................................................................... 128 21.16 Insulation of Refrigerated Spaces ......................................................................................................... 129 21.17 Tests of Machinery and Equipment at the Maker’s Works ................................................................... 129

22 Requirements for the Assignment of Additional Marks in the Symbol of Class .................................... 130 22.1 Ships of Restricted Service – Marks: I, II and III.................................................................................. 130 22.2 Ships with Baltic Ice Class – Marks: L1A, L1, L2, L3 and (L4) and Ships with Polar Class – Marks:

PC1, PC2, PC3, PC4 ,PC5, PC6, PC7 ................................................................................................... 130 22.3 Passenger Ships – Mark: PASSENGER SHIP ...................................................................................... 130 22.4 Ferries and Ro-ro Ships – Marks: FERRY, RO-RO SHIP .................................................................... 139 22.5 Crude Oil Carriers, Product Carriers and Combination Carriers – Marks: CRUDE OIL TANKER,

PRODUCT CARRIER A, PRODUCT CARRIER B ........................................................................... 139 22.6 Fishing Vessels – Mark: FISHING VESSEL and Special Purpose Ships ............................................... 155 22.7 Tugs and Supply Vessels – Marks: TUG, SUPPLY VESSEL .............................................................. 156 22.8 Ships Intended for Operation in Area of Oil Spillage – Mark: OIL RECOVERY VESSEL ................ 156 22.9 Chemical Spill Response Ships – mark: CHEMICAL RECOVERY VESSEL ...................................... 157 22.10 Bulk Carriers – Mark: BULK CARRIER ............................................................................................. 159 22.11 General Cargo Ships Occasionally Carrying Bulk Cargoes – mark: DRY CARGO SHIP ................... 160 22.12 Chemical Tankers – mark: CHEMICAL TANKER ............................................................................. 161 22.13 Gas Tankers – mark: LIQUEFIED GAS TANKER.............................................................................. 161 22.14 Ships with engines using gases or other low-flashpoint fuel – mark: DUAL FUEL ............................ 161

23 Additional Requirements for Energy Efficient Ships ................................................................................... 163 23.1 Application ............................................................................................................................................ 163 23.2 Documents to be Submitted .................................................................................................................. 163 23.3 Additional Mark EF in the Symbol of Class ......................................................................................... 163

ANNEX to Part VI – Spare Parts ........................................................................................................................ 164

SUPPLEMENT – Retroactive Requirements ..................................................................................................... 170

General Provisions

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1 GENERAL PROVISIONS

1.1 Application

1.1.1 This Part VI – Machinery Installations and Refrigerating Plants applies to machinery spaces and their equipment, shafting and propellers, machinery as well as ship piping systems and special piping systems related to the ship function.

1.1.2 Engines, machinery and equipment employed in the installations and systems covered by Part VI, shall fulfil the relevant requirements of Part VII – Machinery, Boilers and Pressure Vessels and/or Part VIII – Electrical Installations and Control Systems.

1.1.3 Machinery installation design and arrangements may deviate from the requirements specified in Part VI and in SOLAS provided that:

.1 engineering analysis has been performed in accordance with the guidelines concerning the alternative design and arrangements to those required in chapters II-1 (parts C,D,E or G) and III of SOLAS contained in MSC.1/Circ.1212 and MSC.1/Circ.1455;

.2 engineering analysis has been submitted to PRS for evaluation and approval; Note: The methodology for the engineering analysis required by SOLAS is outlined in MSC.1/Circ. 1212/rev.1.

.3 if examinations/tests are required for the purposes of an engineering analysis of such an alternative design and arrangements or their portions, then such tests shall be witnessed by PRS Surveyor;

.4 PRS has issued a document to confirm that the alternative design and arrangements ensure an equivalent level of safety to the requirements specified in Part VI and in SOLAS, in accordance with Regulation II-1/55 of SOLAS.

The alternative design and arrangements shall be clearly documented and approved by PRS and a comprehensive report describing the alternative design and arrangements of machinery installations shall be kept on board the ship for the purposes of inspections of compliance with the requirements specified in Regulation II-1/55 of SOLAS.

1.2 Definitions and Explanations

General terminology definitions used in the Rules for the Classification and Construction of Sea-going Ships (hereinafter referred to as the Rules) are provided in Part I – Classification Regulations. Wherever, in Part VI, definitions provided in other parts of the Rules are used, cross-reference to those parts is made. For the purpose of Part VI, the following additional definitions have been adopted: Auxiliary machinery – machinery providing for the operation of main engines, supply of the ship with electric and other power, as well as for the operation of shipboard systems and arrangements. Burst pressure – the inside static pressure at which a flexible hose assembly or compensator will be destroyed. Cargo area – refer to subchapter 1.2, Part 1 – Classification Regulations. Clean ballast tank – a tank which since oil was last carried therein, has been so cleaned that effluent therefrom if it were discharged from a ship which is stationary into clean calm water on a clear day would not produce visible traces of oil on the surface of the water or on adjoining shorelines or cause a sludge or emulsion to be deposited beneath the surface of the water or upon adjoining shorelines. If the ballast is discharged through an approved oil discharge monitoring and control system, evidence based on such a system to the effect that the oil content of the effluent did not exceed 15 parts per million shall be determinative that the ballast was clean, notwithstanding the presence of visible traces. Compensator – a short length of metallic or non-metallic tube, generally of the bellows type, provided with end fittings, for absorption of axial loads where angular and/or lateral flexibility has to be ensured.

Control stations: automatic – position which ensures automatic adaptation of machinery operation parameters for maintaining the set operation program and/or performance of set sequence without intervention of operators;

Machinery Installations and Refrigerating Plants

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local – a position fitted with operating controls, instrumentation and – in the case of necessity – means of communication, located in close vicinity to or directly on the machine; remote – a position from which remote adjustment of working parameters, as well as possible remote starting and stopping the engines and machinery is possible.

Dead ship condition – condition under which the whole propulsion machinery including generating sets is not in operation and starting devices of the main engine and auxiliary engines such as starting air bottles or batteries are discharged.

Design pressure – pressure not lower than the opening pressure of safety valves or other protecting devices, taken for the strength calculations.

Design temperature – the highest temperature of the medium in pipelines, taken for the calculation of permissible stresses.

Engine control room (ECR) – enclosed space which contains: a central control station of main engines and auxiliary machinery and of controllable pitch propellers or thrusters, control devices, instrumentation, alarms giving warning of reaching the limits of the permissible assumed parameters, alarms announcing the activation of automatic protection devices, means of communication.

Engine room – machinery space where main engines and auxiliary machinery are fitted.

Essential auxiliary boilers – boilers supplying with steam the auxiliary machinery and equipment necessary for ship motion and safety of navigation if there are no other sources of power to keep these machinery and equipment operational in the case of the boilers shutdown.

Exit – opening in a bulkhead, deck or shell plating provided with means for closing and intended for the passage of persons.

Flexible hose assembly – short length of metallic or non-metallic hose complete with end fittings ready for installation.

IGF Code – International Code of Safety for Ships using Gases or other Low-flashpoint Fuels adopted by IMO resolution MSC.391(95), as amended.

IMDG Code – International Maritime Dangerous Goods Code adopted by IMO MSC.122(75), as amended.

IMSBC Code – International Maritime Solid Bulk Cargoes Code adopted by IMO resolution MSC.268(85) and implemented as obligatory by IMO resolution MSC.269(85). This Code supersedes IMO’s Code of Safe Practice for Solid Bulk Cargoes (BC Code).

Low-flashpoint fuel – gaseous or liquid fuel with a flashpoint lower than 60°C.

Machinery spaces of category A – spaces (including trunks to such spaces) which contain: – internal combustion machinery used for main propulsion; – internal combustion machinery used for purposes other than main propulsion where such machinery

has in the aggregate a total power output of not less than 375 kW; – oil-fired boilers or oil fuel units; – inert gas generators, incinerators, etc.

Machinery spaces – all machinery spaces of category A and other spaces containing propulsion machinery, boilers, oil fuel units, incinerators, steam and internal combustion engines, generators and major electrical machinery, oil filling stations, refrigerating, stabilizing, ventilation and air conditioning machinery, and other similar spaces and trunks to such spaces.

Main engines – machinery intended for the ship propulsion such as internal combustion engines, steam and gas turbines, steam engines, electric motors, etc.

Oil – petroleum in any form including crude oil, fuel oil, sludge, oil refuse and refined products (other than petrochemicals which are subject to the provisions of Annex II of MARPOL 73/78 Convention) and also substances listed in Appendix 1 to Annex I of MARPOL 73/78 Convention. (Animal and vegetable oils are not considered oils in the meaning of the present definition).

General Provisions

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Oil fuel unit – any equipment used for the preparation and delivery of oil fuel, heated or not, to boilers (including inert gas generators) and engines (including gas turbines) at a pressure of more than 0.18 MPa. Oil fuel transfer pumps are not considered as oil fuel units.

Oil residues (sludge) – the residual waste oil products generated during the normal operation of a ship, such as:

.1 waste oil resulting from the purification of fuel or lubricating oil for main or auxiliary machinery, or

.2 separated waste oil from oil filtering equipment, or

.3 waste oil collected in drip trays and waste hydraulic and lubricating oils. Note: This definition does not apply to the residual waste oil products from cargo area in oil tankers.

Oily bilge water – water contaminated by oil resulting from oil leakages or maintenance work in the machinery spaces. Any liquid entering the bilge wells, bilge piping, tank top or bilge holding tanks shall be considered oily bilge water. Note: This definition does not include water originating from cargo tanks, slop tanks and cargo pump rooms in oil tankers.

Rated power – see Part VII – Machinery, Boilers and Pressure Vessels, 2.1.4.

Rated speed – the number of revolutions per minute corresponding to the rated power.

Refrigerating machinery space – a space containing the refrigerating plant machinery and equipment intended to lower and maintain required temperature inside refrigerated spaces.

Refrigerating unit – a unit comprising a prime mover, one or more refrigerant compressors, a condenser – and in the case of secondary refrigerant, a brine cooler, fittings and control arrangements necessary to permit independent operation of the unit.

Sanitary drainage – sewage and greywater, according to the definitions given below: Sewage (blackwater): – drainage and other wastes from any form of toilets, urinals and scuppers located in premises containing

such utensils, – drainage from medical premises (dispensary, sick bay, etc.), via wash basins, wash tubes, scuppers, etc., – drainage from cargo holds, where living animals are carried, – other wastewaters when mixed with the drainages defined above. Greywater: – drainage from wash basins, wash tubes, showers and scuppers located in premises containing such

utensils, provided that the scuppers do not drain black water (i.e. they are separated by means of a tight sill from the part of the premises where toilets and/or urinals are located),

– drainage from laundry, – drainage from sinks from washing of food, cooking utensils, dishes, etc.

Segregated ballast tank – a tank which is completely separated from the cargo oil and oil fuel system and which is permanently allocated to the carriage of ballast water. Similar stage of construction – the stage at which construction identifiable with a specific ship begins and assembly of that ship has commenced comprising at least 50 tonnes or one per cent (1%) of the estimated mass of all structural material, whichever is lesser. Slop tank – a tank designated for the collection of any residues and tank washings originating from cargo tanks. Working pressure – the highest permissible pressure during normal course of long lasting operation.

1.3 Technical Documentation of Ship Prior to the commencement of the ship construction the below listed technical documentation shall be

submitted to PRS Head Office for consideration and approval. In the case of vessels, which undergo modifications the below listed documentation is subject to consideration and approval in the scope which covers the modifications.


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1.3.1 Documentation of Machinery and Boiler Arrangements .1 arrangement plan of machinery, boilers and plants in machinery spaces, as well as in the spaces

of emergency power sources, including the means of escape; .2 characteristics of machinery and boilers, including the data necessary for the required calculations; .3 diagram and specification of remote control of main machinery, including the data of fitting remote

control stations with control devices, instrumentation, warning devices, means of communication and other equipment;

.4 drawings of seating the main engines on the foundation;

.5 shafting: – general arrangement plan, – drawings of stern tube and attached parts, – drawings of shafts (propeller, intermediate and thrust), including the connections and

couplings, – drawing of seating the propeller thrust bearing on the foundation unless it forms an integral part

of main engine or main gear, – calculation of torsional vibration of main engine – propeller set, for internal combustion

engines in excess of 75 kW rated power and auxiliary engine – power receiver set, for internal combustion engines of 110 kW rated power and more. In case of turbine or electric driven equipment, the necessity of submitting the torsional vibration calculations shall be agreed with PRS in each particular case;

– drawings of shaft penetration through bulkhead; .6 propeller:

– general drawing, – drawings of blades, boss and fastening elements (for built-up propellers and c.p. propellers), – diagrams and specifications of control systems for c.p. propellers, – drawings of essential parts of pitch control gear in the boss of c.p. propeller;

.7 thrusters: scope of required documentation is given in Part VII – Machinery, Boilers and Pressure Vessels, Chapter 1;

.8 additional documentation may be required on the basis of separate agreements resulting from the scope and conditions of application of Publication 2/I – Prevention of Vibration in Ships.

.9 documentation specified in Publication 90/P – Guidance for safe return to port and orderly evacuation and abandonment of passenger ship;

.10 technical analysis of alternative design solutions. The engineering analysis of alternative design and arrangements for machinery and electrical installations submitted to the Administration/PRS shall provide a safety level equivalent of that required by SOLAS 1974 if they deviate from the requirements specified in parts C, D, E or G of Chapter II-I. The engineering analysis shall be prepared based on the guidelines specified in the Annex to MSC.1/Circ.1212 and MSC.1/Circ.1455.

For energy efficient ships, the scope of documentation and its approval procedure are described in 23.2.

1.3.2 Documentation of Piping Systems:

.1 diagram of gravity overboard drain system (showing arrangement of watertight bulkheads, freeboard deck and the distances between waterline or freeboard deck and particular outlets);

.2 diagram of bilge system;

.3 diagram of oil residues system;

.4 diagram of ballast system;

.5 diagram of heel and trim equalizing systems;

.6 diagrams of air, overflow and sounding pipes;

.7 diagram of exhaust gas system including drawings of silencers and spark arresters;

.8 diagrams of ventilation and air conditioning systems (showing arrangement of watertight bulkheads, fire divisions, closing devices of ventilation ducts and openings);

.9 diagrams of fuel oil systems;

.10 diagrams of lubricating oil systems;

General Provisions

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.11 diagram of thermal oil system;

.12 diagrams of cooling water systems;

.13 diagram of compressed air system;

.14 diagrams of boiler feed water and condensate system;

.15 diagrams of boiler scum and blow-down system, as well as steam machinery and pipelines blow-through system;

.16 diagram of steam system;

.17 diagram of steam pipelines for heating and blowing through bottom and side sea chests, heating side valves and fittings, heating liquids in tanks and for tanks steaming;

.18 drawings of bottom and side sea chests fittings;

.19 diagram of sanitary system;

.20 diagrams of hydraulic systems driving machinery and equipment;

.21 diagrams of cargo piping system, stripping system and COW system (see also 22.5.4.1);

.22 diagrams of venting, gas-freeing and gauging systems for cargo and slop tanks;

.23 diagram of liquefied gas system, not being a cargo;

.24 diagram of toxic gas system;

.25 configuration plan of water level detectors in holds, ballast and dry compartments (for bulk-carriers);

.26 flooding calculations of unattended machinery spaces (see 1.16.10.8).

1.3.3 Documentation of Classed Refrigerating Plant

.1 technical specification of refrigerating plant (for reference);

.2 calculation of power consumption of refrigerating plant, including specification of thermal load for each refrigerated cargo space and for each technological refrigerating receiver (for reference);

.3 arrangement plan of ship’s refrigerating plant;

.4 basic diagrams of the refrigerating agent, cooling agent, and cooling water systems, showing the location of measuring and automatic control equipment;

.5 diagram of the air cooling system, showing watertight bulkheads and fire divisions;

.6 arrangement plan of refrigerating machinery space, showing the ways of exit;

.7 arrangement of refrigerating machinery and equipment in refrigerated spaces, showing the location of temperature measuring equipment;

.8 diagrams of the main and emergency ventilation systems of refrigerating machinery space, showing the watertight bulkheads and providing number of air changes;

.9 detailed technical specification of the insulation, including the vertical and horizontal projection of arrangement of the refrigerated spaces, including the adjacent tanks of fuel and/or liquid cargo, as well as the information on the heating systems installed inside the tanks;

.10 construction drawings of the insulation assemblies specifying the thickness of insulating material layers;

.11 arrangement plan of the refrigerating and freezing arrangements and other technological refrigerating equipment;

.12 basic diagram of the water curtain system in refrigerating machinery space and refrigerating agent storeroom (for refrigerating agents of II group);

.13 basic diagrams of the automatic control, safety and signalling systems;

.14 list of the machinery, tanks and equipment of the refrigerating plant, including their technical characteristics and manufacturer characteristics (for reference);

.15 list of the control and measuring equipment of protecting and signalling arrangements, including the technical characteristics and manufacturer names (for reference);

.16 tables of sizes of partition surfaces of refrigerating cargo spaces, including the design data of heat conduction factor of these surfaces (for reference);

.17 diagram of the refrigerating plant electric system;

.18 electric diagrams of the refrigerating plant switchboards;

.19 list of the electrical equipment and instrumentation;

.20 diagrams of the control, signalling and protection of motors driving refrigerating compressors, pumps and fans.


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1.3.4 Documentation of Non-classed Refrigerating Plant

The scope of documentation includes the documents listed under 1.3.3.3; 1.3.3.4, 1.3.3.8 (for refrigerating agent only), 1.3.3.6, 1.3.3.11, 1.3.3.12 (only for equipment operating under pressure of refrigerating agent), 1.3.3.13 (only for protection and alarm devices), as well as 1.3.3.17÷1.3.3.20.

1.3.5 Documentation of Energy Efficient Ship with Additional Mark ECO EF in the Symbol of Class – see Chapter 23.

1.4 Scope of Survey

1.4.1 General provisions concerning the survey of production and building of ship machinery and systems covered by the Part VI requirements are specified in Part I – Classification Regulations.

1.4.2 Systems, machinery and equipment, whose documentation is subject to consideration and approval, are surveyed during the ship construction or modification.

1.4.3 Fitting the mechanical equipment in machinery spaces, as well as fitting and testing the listed below plants forming a part of ship machinery, are subject to PRS survey:

.1 main engines, their reduction gears and couplings;

.2 boilers, pressure vessels and heat exchangers;

.3 auxiliary machinery;

.4 control, monitoring and 12aralel12n systems of machinery installations;

.5 shafting and propellers;

.6 thrusters.

1.4.4 PRS survey covers vibrations related problems of the propulsion and auxiliary machinery in accordance with the principles set out in Publication 2/I – Prevention of Vibration in Ships.

1.4.5 PRS accepts only these measurements of vibration and other physical values, which were performed by measuring laboratories approved by PRS.

1.4.6 Manufacturing of pipes, valves and fittings intended for piping systems of class I and II (see 1.16.2.2), as well as manufacturing of bottom and side valves and fittings, valves and fittings installed on collision bulkhead and remote controlled valves and fittings, is subject to PRS survey. The above mentioned products shall have PRS survey certificates: Test Certificates or Type Approval Certificates.

1.4.7 The following construction stages of refrigerating plant installations are subject to PRS survey: .1 manufacture and testing of separate components of the refrigerating plant at the manufacturer’s

works; .2 fitting of machinery, apparatus and vessels; .3 fitting of refrigerant system; .4 fitting of coolant, cooling air and cooling water systems; .5 fitting of main and emergency ventilation; .6 fitting of insulation of refrigerated chambers, freezers, apparatus, vessels and refrigerant piping; .7 fitting of control, monitoring, alarm and safety systems of the refrigerating plant.

1.4.8 After the plants, equipment and systems have been fitted on board the ship, the machinery installations and refrigerating plants shall be subjected to load tests in accordance with the programmes agreed with PRS, including the sea trials of main engines, steering and anchor gears, as well as determining the manoeuvring characteristics of the propulsion machinery.

The test programme for internal combustion main engines shall fulfil the relevant requirements of Publication 28/P – Tests of Internal Combustion Engines.

1.4.9 In ships of 500 tonnes gross or more and in all passenger ships engaged on international voyages, the equipment specified below included in Annex A.1 of Commission Directive (EU) 2015/559 of 9 April 2015 is subject to the procedures for the assessment of compliance (certification) with the requirements specified in Directive 2014/90/EU of the European Parliament and of the Council of 23 July 2014 on Marine Equipment, also referred to as MED:

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.1 devices to prevent the passage of flame into cargo tanks in tankers (P/V valve including flame arrester or flame screen );

.2 penetrations through A class divisions: pipe, duct, trunk etc. penetrations;

.3 penetrations through B class divisions: pipe, duct, trunk etc. penetrations;

.4 materials other than steel for pipes penetrating A or B class division;

.5 materials other than steel for pipes conveying oil or fuel oil: plastic pipes and fittings, valves, flexible pipe assemblies and expansion joints; metallic pipe components with resilent and elastomeric seals,

.6 fire dampers.

1.5 Pressure Tests

1.5.1 Pressure Tests of Propulsion Shaft Components

1.5.1.1 The following components shall be subjected to pressure tests upon completion of machining: – propeller shaft liners – with pressure equal to 0.2 MPa, – stern tubes – with pressure equal to 0.2 MPa.

1.5.1.2 The seal of the propeller shaft, if lubricated with oil, shall be tested after assembly for tightness to a pressure equal to the head of working level of lubrication oil in the gravity tank. The propeller shaft shall be rotated during the test.

1.5.2 Pressure Tests of Propellers

1.5.2.1 The boss of controllable pitch propeller, after assembly of the propeller, shall be tested for tightness to an internal pressure equal to the head of working level of lubricating oil in the gravity tank. It is recommended that the blades should be put several times from one extreme position to another during the tests.

1.5.2.2 Rotor sealings of the cycloidal propeller shall be tested for tightness to an internal pressure equal to the head of working level of the lubrication oil in the gravity tank.

1.5.3 Pressure Tests of Valves and Fittings

1.5.3.1 Valves and fittings installed on the piping systems of class I and II (see 1.16.2.2) shall be tested by hydraulic pressure in accordance with the requirements 1.5.2.1 of Part VII – Machinery, Boilers and Pressure Vessels.

1.5.3.2 Valves and fittings designed for rated pressures 0.1 MPa or less, as well as for underpressure shall be tested by hydraulic pressure equal to at least 0.2 MPa.

1.5.3.3 Valves and fittings installed on bottom and side sea chests as well as on external shell plating, below the load waterline, shall be tested by hydraulic pressure of not less than 0.5 MPa.

1.5.3.4 Completely assembled valves fittings shall be tested for closing tightness by hydraulic pressure equal to the design pressure.

1.5.3.5 While testing the fittings, the requirements specified in the following standards shall be taken into account: – PN-W-74017 – Ship’s fittings – Requirements and testing – PN EN 12266-1 – Industrial valves – Testing of valves – Part 1: Pressure tests, test procedures and

acceptance criteria. Mandatory requirements.

1.5.4 Pressure Tests of Piping Systems

1.5.4.1 Piping systems of class I and II (see 1.16.2.2), as well as all steam, feed water, compressed air, thermal oil and oil fuel piping of design pressure exceeding 0.35 MPa, irrespective of their class, are, upon completion of fabrication and final machining, but prior to their insulation, to be tested by hydraulic pressure, in the presence of PRS Surveyor, to a test pressure ppr determined from the formula:


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p ppr = 15. [MPa] (1.5.4.1-1) where: p – design pressure (see 1.16.3.1), [MPa].

When testing steel pipes for design temperatures exceeding 300°C, the test pressure ppr shall be determined in accordance with the following formula, however it shall not be greater than 2 p:

pp td

pr σστ

1005.1= [ MPa ] (1.5.4.1-2)

where: στ

100 – permissible stress at 100 °C, [MPa], σ d

t – permissible stress at design temperature, [MPa]. If, during the pressure test, excessive stresses may be expected in particular elements, then, upon PRS

consent, the test pressure ppr may be reduced to 1.5 p. In no case the stresses occurring during the pressure tests shall exceed 0.9 of yield point of the material

at the test temperature.

1.5.4.2 If, for technical reasons, the complete pressure test of pipes cannot be carried out prior to installing them on the ship, the test programme for particular sections of piping shall be agreed upon with PRS, particularly for assembly connections.

1.5.4.3 Upon agreement with PRS pressure test may be omitted for pipes of nominal diameter less than 15 mm.

1.5.4.4 Tightness of piping shall be checked, in the presence of PRS Surveyor, during operation test upon assembly on board the ship. It is not applicable to: – heating coils and piping of heavy fuel or gas oil, which shall be tested to a pressure equal to 1.5 p, not

less, however, than 0.4 MPa, – liquefied gas piping, which shall be checked for leakage using air or inert gas to the pressure

corresponding to accepted testing method.

1.5.4.5 If, due to technological reasons, the pipes have not been pressure tested in the workshop, the tests can be carried out upon assembly on board the ship.

1.5.5 Pressure Tests of Refrigerating Plants

1.5.5.1 After the refrigerating plant has been assembled on board the ship, the complete refrigerant system shall be pneumatically tested for tightness to a pressure equal to the design pressure p, according to 21.2.2.

1.5.5.2 All tightness tests on board the ship may be carried out with dry air, carbon dioxide or nitrogen.

1.5.5.3 Upon completion of tests required by 1.5.5.1, the refrigerant system shall be dried and checked for tightness in vacuum conditions to an underpressure not exceeding 1.0 kPa.

1.5.5.4 When the system is filled with refrigerant, all joints and fittings shall be checked for tightness.

1.6 Service Conditions

1.6.1 The machinery, equipment and systems fitted on board the ship shall remain operative under the conditions defined in Tables 1.6.1-1 and 1.6.1-2, unless specified otherwise in other parts of the Rules.

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Table 1.6.1-1 List, roll and trim 1) 2)

Item

Machinery or equipment

Prolonged list Roll Prolonged trim Pitch angle [°]

1 Main and auxiliary engines, as well as associated machinery 15.0 22.5 5.04) 7.5

2 Emergency machinery and equipment, e.g. the emergency power sources, emergency fire pumps 22.53) 22.53) 10.0 10.0

1) The prolonged lists and trims, as well as roll and pitch shall be taken into account simultaneously. 2) Subject to PRS acceptance in each particular case, the values indicated in the Table may be changed according to the ship’s

type and dimensions, as well as her service conditions. 3) In tankers carrying crude oil and its products, in liquid gas carriers and chemical cargo carriers, the emergency power sources

shall remain operative when the ship is listed up to 30º. 4) In ships with length exceeding 100 m, the prolonged trim may be equal to 500/L°, where: L – the ship’s length, [m]; (see the

definition in 1.2.2, Part II – Hull). Table 1.6.1-2

Air temperature

Item Arrangement of machinery Temperature range

1 In closed spaces from 0 °C to +45 °C 1)

2 On engines and boilers, as well as in places exposed to high and low temperatures

according to the local conditions

3 On open decks from –25 °C to +45 °C 1) 1) Upon agreement with PRS, other temperature ranges may be determined for ships of restricted service.

The temperature of seawater shall be assumed +32°C. Upon agreement with PRS, a lower temperature of seawater may be assumed for ships of restricted service.

1.7 Materials and Welding

1.7.1 Materials used for production, as well as welding and the scope of acceptance tests and examination shall fulfil the requirements of Part IX – Materials and Welding.

1.7.2 Intermediate, thrust and propeller shafts shall be made of forged steel with tensile strength not exceeding 800 MPa.

Propeller shafts shall be ultrasonic tested during manufacture. Upon completion of machining the following parts: – rear end of cylindrical part of the shaft, together with about 0.3 of the taper length from its greater

diameter in the case of taper mounted propeller, or – rear end of propeller shaft, including flange transition area in the case of flange mounted propeller, shall be magnaflux or die penetrant tested for surface defects.

1.7.3 Solid, built-up and c.p. propellers shall be made of copper alloys or stainless cast steel. Propellers for ships in which speed is not an essential feature, small size propellers operated in low

salinity water, as well as bosses of propellers fitted with blades of stainless cast steel, may be made of carbon cast steel.

Materials for the coupling bolts, blades and bosses of propellers shall be so selected as to avoid electrochemical corrosion.

1.7.4 When alloy steels, including corrosion resistant and high tensile steels, are used for the shafts and propellers, the data on the chemical composition, mechanical and other specific properties of the steel shall be submitted to PRS to confirm their suitability.

1.7.5 Blade fastening and locking arrangements, housings, liners and sealings shall be made of corrosion resistant materials.

1.7.6 Application of any asbestos-containing materials is not permitted.


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1.8 Main Engines and Main Boilers

1.8.1 In order to maintain sufficient manoeuvrability and secure control of the ship in all normal circumstances, the main propulsion machinery shall be capable of ensuring the ship going astern.

1.8.2 Main propulsion machinery shall be capable of maintaining in free route astern at least 70% of the rated ahead revolutions. The rated ahead revolutions should be understood as the revolutions corresponding to the maximum continuous power of the main engine specified in the engine certificate.

1.8.3 Where steam turbines are used for main propulsion, they shall be capable of maintaining in free route astern at least 70% of the rated ahead revolutions for a period of at least 15 minutes. The astern trial is to be limited to 30 minutes or in accordance with manufacturer’s recommendation to avoid overheating of the turbine due to the effects of “windage” and friction.

1.8.4 In the case of main propulsion systems with reversing gear, controllable pitch propeller or electric drive, running astern should not lead to the overload of propulsion machinery. If disengaging clutch is applied in the propulsion system, engaging of the clutch must not create overload in the propulsion system (temporary, impact, dynamic) which may lead to the damage of the system’s elements.

1.8.5 Main propulsion systems shall undergo tests to demonstrate the astern response characteristics. The tests shall be carried out during sea trials at least over the manoeuvring range of the propulsion system and from all control positions. A test plan shall be provided by yard and accepted by PRS. If specific operational characteristics have been defined by the manufacturer these shall be included in the test plan.

1.8.6 The reversing characteristics of the propulsion plant, including the blade pitch control system of controllable pitch propellers, shall be demonstrated and recorded during sea trials. Note: Provisions of 1.8.5 to 1.8.6 are applicable for ships contracted for construction on or after 1 July 2018. If the significant repairs are carried out to main or auxiliary machinery or steering gear, it shall be considered by PRS whether it affects impact on the response characteristics of the propulsion system. Then, the scope of sea trials shall also include a test plan for astern response characteristics. The tests shall demonstrate the satisfactory operation under realistic service conditions at least over the manoeuvring range of the propulsion plant, for both ahead and astern directions. Depending on the actual extent of the repair, PRS may accept a reduction of the test plan.

1.8.7 Ships shall be so equipped that propulsion machinery and generating sets can be brought into operation from the dead ship condition without external aid using only the facilities available on board.

If for this purpose an emergency air compressor or an electric generator is required, these units shall be powered by hand or a hand starting oil-engine or a hand-operated compressor.

The arrangements for bringing main and auxiliary machinery into operation shall have capacity such that the starting energy and any power supplies for engine operation are available within 30 minutes of a dead ship condition.

The emergency generating set may be used for bringing the machinery into operation (see also 16.2.3).

1.8.8 The main engine of single engine propulsion system shall fulfil the requirements specified in 2.4.1 of Part VII – Machinery, Boilers and Pressure Vessels.

1.8.9 Generally, the number of main boilers installed aboard ships of unrestricted service shall not be less than two. The possibility of using the main steam drive with single water tube boiler is subject to PRS acceptance in each particular case.

1.8.10 List of recommended spare parts is given in Annex to this part of the Rules.

1.9 Machinery Spaces

1.9.1 The arrangement of engines and machinery in machinery spaces shall be such as to provide passages from the control stations and attendance positions to the means of escape. The width of passages over the whole length shall be at least 600 mm.

In ships of less than 1000 tonnes gross tonnage, the width of passages may be reduced to 500 mm.

1.9.2 The width of passages along the switchboards shall fulfil the requirements specified in 4.5.7 of Part VIII – Electrical Installations and Control Systems.

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1.9.3 Means of escape meeting the requirements specified in 2.3.3 of Part V – Fire Protection shall be provided for each machinery space.

Means of escape from the shaft and pipeline tunnels shall fulfil the requirements regarding means of escape from machinery spaces of category A and additionally be enclosed with watertight casings extending over the uppermost load waterline. One of these means of escape may lead to the machinery spaces.

The shaft and pipeline tunnel doors leading to the machinery spaces and to the cargo pump rooms shall fulfil the requirements specified in subchapter 7.3 of Part III – Hull Equipment.

1.9.4 Workshops, fuel injectors testing stations, separators’ rooms and similar spaces enclosed within machinery spaces, may have exits to these spaces only. ECR enclosed within machinery space shall have, except exit to this space, an independent means of escape. Where the machinery space is small or where the exit from ECR is situated close to any machinery space means of escape, independent means of escape from ECR need not be provided subject to PRS consent in each rankcase case.

1.9.5 If two adjacent machinery spaces intercommunicate through a door and each of them has only one means of escape through a trunk, the trunks shall be located at the opposite sides of the ship.

1.9.6 Exits from the machinery spaces shall lead to the places providing ready access to the boat (embarkation) deck.

1.9.7 All the doors, as well as the covers of companionways and skylights through which it is possible to leave the machinery spaces, shall be capable of being opened and closed both from the inside and outside. The covers of such companionways and skylights shall bear a clear inscription prohibiting to stow any objects on them.

Covers of the skylights which do not serve as exits shall be fitted with closing devices arranged for locking them from the outside (see also 11.3.7).

1.9.8 The surfaces of machinery, equipment and pipelines, which can heat up to temperatures exceeding 220°C shall be provided with thermal insulation. The insulation shall be made of non-combustible materials. The external surface of the insulation shall be impervious to oils, fuels and their vapours. The insulation shall be of a type and so supported that it will not crack or deteriorate when subjected to vibrations. Additionally, the insulation shall fulfil the requirements specified in 1.7.6 and 1.16.8.

The insulation shall also be protected against mechanical damage.

1.9.9 All the machinery spaces shall be fitted with ventilation systems in accordance with the requirements specified in Chapter 11.

1.10 Arrangement of Engines, Machinery and Equipment

1.10.1 Engines, machinery, boilers, equipment, pipes, valves and fittings shall be so arranged as to provide free access to them for attendance, repairs in case of failure, as well as dismounting and removal from the ship. The requirements 1.9.1 shall also be fulfilled.

1.10.2 The distance from outer surface of the boiler insulation to the walls of oil fuel tanks shall be sufficient to ensure free flow of the air necessary to maintain the temperature of oil fuel in the tanks below the oil fuel flashpoint, except the cases specified in 12.3.4.

1.10.3 No oil fuel tank shall be situated where spillage or leakage therefrom can constitute a fire explosion hazard by falling on heated surfaces. Oil fuel, lubricating oil and other flammable oil tanks, pipes, filters, heaters, etc. shall not be located directly above hot surfaces such as boilers, steam pipes, exhaust manifolds, silencers and other equipment requiring thermal insulation. They shall be installed as far as possible from such surfaces. In particular fuel filters operating under pressure shall be so located that in the event of possible leakage the flow is not directed to such surfaces.

Means shall be provided (e.g. shields), to prevent contact with sources of ignition of any possible leakage of oil fuel, lubricating oil or other flammable oil under pressure from each pump, filter, heater or pipeline (see also 1.16.11.16 to 1.16.11.18).


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1.10.4 As far as practicable, parts of the oil fuel system containing heated oil under pressure exceeding 0.18 MPa shall be located in well illuminated positions in machinery rooms and such that possible defects and leakage can be readily observed.

By “heated oil” is meant oil the temperature of which after heating is higher than 60°C or higher than the current flashpoint of the oil, if this is lower than 60°C.

Ventilation of machinery spaces shall be sufficient under all normal conditions to prevent accumulation of oil vapour.

1.10.5 Auxiliary boilers, if installed in a common space with internal combustion engines, shall be shielded, in the area of burner, with a metal screen or other measures shall be taken to protect the machinery space equipment against effects of a flame accidentally thrown off the furnace.

1.10.6 Around auxiliary oil-fired boilers installed on platforms or in ‘tween-deck, non-watertight spaces oil-tight coamings at least 200 mm high shall be fitted.

1.10.7 As far as practicable, oil fuel tanks shall be part of the ship structure and shall be located outside machinery spaces of category A. Where oil fuel tanks, other than double bottom tanks are necessarily located within the machinery spaces of category A, at least one of their vertical sides shall be contiguous to the machinery space boundaries, and shall preferably have a common boundary with the double bottom tanks, and the area of the tank boundary separating it from the machinery space shall be kept to a minimum. Oil fuel having a flashpoint of less than 60°C shall not be kept in these tanks (see also subchapter 1.18).

The use of free-standing oil fuel tanks shall be avoided. When such tanks are employed their use shall be prohibited in category A machinery spaces on passenger ships. Where permitted, they shall be placed in an oil-tight spill tray of ample size fitted with drain pipes in accordance with 12.5.2 to 12.5.5.

1.10.8 Air compressors shall be installed in such places where the contamination by flammable liquid vapours of air drawn by the compressor is as low as possible.

1.10.9 Fuel oil purifiers for heated oil fuel, and the associated components, shall be placed in a separate room enclosed by steel bulkheads extending from deck/bottom to deck and provided with self-closing steel doors. Such a room shall be provided with:

.1 mechanical ventilation in accordance with the requirements specified in 11.3.4;

.2 fire detection and fire-extinguishing systems in accordance with the requirements specified in subchapter 2.5.5 of Part V – Fire Protection.

Where location of fuel oil purifiers in a separate room is impracticable, then the purifiers and associated components shall be located in a space which is equipped with the following:

.3 scuppers having sufficient capacity to minimize the free surface of oil; where drain pipes are provided from collected leakages, they shall be led to a suitable oil drain tank not forming part of an overflow system;

.4 spray shields in way of any connections of flammable oil pipes; any leakage shall be led to scuppers. The control panel/switches of the fuel oil purifiers shall be located in an area where flammable mist

cannot accumulate and outside the machinery spaces, see 2.1.4.3 of Part V – Fire Protection.

1.10.10 Requirements regarding the arrangement of main and emergency sources of electric power, electrical equipment and switchboards are specified in Part VIII – Electrical Installations and Control Systems.

1.10.11 Hydraulic power packs of more than 50 kW with a working pressure more than 10 MPa shall be installed in specially dedicated spaces, provided with a separate ventilation system.

1.10.12 The use of materials other than steel on engine, turbine and gearbox installations is considered acceptable for the following applications:

.1 internal pipes which cannot cause any release of flammable fluid onto the machinery or into the machinery in case of failure; or

.2 components that are only subject to liquid spray on the inside when the machinery is running, such as machinery covers, rocker box covers, camshaft end covers, inspection plates and sump tanks. It is a condition that the pressure inside these components and all elements contained therein is less than 0.18 N/mm2 and that wet sumps have a volume not exceeding 100 litres; or

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.3 components attached to machinery which satisfy fire test criteria according to standard ISO 19921/19922 or other standard acceptable to PRS, and which retain mechanical properties adequate for the intended installation.

1.11 Installation of Engines, Machinery and Equipment

1.11.1 Engines, machinery and equipment constituting the machinery installations shall be installed on strong and rigid foundations. The foundation design shall fulfil the relevant requirements specified in Chapter 12 of Part II – Hull.

1.11.2 Boilers shall be so installed on the foundations that their welded joints do not rest on supports.

1.11.3 To prevent boilers from shifting, special stops and stays shall be fitted, taking into account thermal expansion of the boiler body.

1.11.4 Machinery and other equipment may be installed on the tanktop, watertight bulkheads, shaft tunnel or oil fuel tank walls, provided they are fixed to foundations or supporting brackets welded to stiffeners, or to these parts of plating which are directly stiffened.

1.11.5 Where it is necessary to install engines or machinery on elastic pads, the pads shall be of a design approved by PRS, taking into account the provisions of Publication 102/P – European Union Recognized Organizations Mutual Recognition Procedure for Type Approval. The installation of engines on composite material pads will be subject to special consideration by PRS. Composite materials used for the pads shall be approved by PRS.

1.11.6 In order to ensure proper seating of the propulsion unit under all operating conditions, the individual components (engine, gearbox) shall be effectively and permanently fixed to the foundation (rigidly or elastically) in accordance with the manufacturer’s instructions for installation. Calculations of admissible deflections of elastic components taking into account all static and dynamic loads (if applicable) shall be performed and verified by PRS. It is to be ensured that not only propeller thrust and the weight of the propulsion unit but also reaction forces of main engine torque and ratio dependent output torque of gearbox, as well as roll and pitch ineria loads are safely supported. If dynamic loads due to the mass acceleration are present (see Publication 100/P, 5.2.1.3 and 5.2.1.4) they shall be included in calculations.

1.11.7 Means such as stoppers or fitted bolts are to be arranged in the case the gearbox is subject to propeller thrust. Stoppers are fixed supports in longitudinal direction (front stoppers) or transverse direction (side stoppers) shall have the capacity to carry the external load independently from friction capacity in foundation bolts. Wedged or double wedged chocks shall be used between stoppers and machinery bedplate.Wedges shall be secured by welding the entire wedge length. Use of shims is not permitted.

1.11.8 Foundation bolts to be designed as headed bolts, and shall be installed so that a check of the bolt preloading can be executed at any time. The requisite preloading of the foundation bolts shall be specified acc.in accordance with manufacturer’s requirements. Bolts property class shall be at least 8.8.

1.11.9 The bolts fixing main engines, auxiliary engines and machinery, as well as shaft bearings to their foundations shall be secured against loosening. Tack welds are not permitted on the foundation bolts and nuts.

1.11.10 In the case of use elastic mounts fitted with pre-tensioning screws (e.g.company Vulkan T series) installation onboard to be performed strictly in accordance with manufacturer’s assembly instructions. The mounts shall be pretensioned precisely and pre-tensioning bolts on the mounts may be removed after seating the weight of the engine on the mounts, otherwise the rubber elements may not work properly. Built-in centralized limiter ensures the security of the assembly in the case of rubber failure and prevents abnormal deflections during extreme movements of the propulsion unit. Limiter position shall be adjusted in accordance with manufacturer’s instructions.


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1.11.11 If measurements onboard show that during static loading conditions limiters are in contact with elastic mount adapter plate, the arrangement may be accepted provided that an additional analysis (e.g. vibration analysis or vibration measurements) show acceptable vibration level on engine or critical components. Note: Transient conditions with limiter contact due to dynamic ship movement are not considered critical.

1.11.12 Seating of propulsion unit on foundation can be performed after completion of the shaftline alignment taking into account recommended manufacturer’s alignment tolerances. Care shall be taken that alignment of the individual propulsion unit components with respect to each other is not altered during the seating activities. The installation instructions of the manufacturers shall be observed.

1.11.13 Engines and machinery with horizontally arranged shafts shall be installed parallel to the ship centre line. Other orientation may be accepted, provided that the engine or machinery construction permits its operation at the conditions specified in 1.6, being so installed.

1.11.14 The generators’ prime movers shall be installed on a common frame with the generators.

1.12 Control Devices of Main Engine

1.12.1 Starting and reversing arrangements shall be so designed and situated that each engine can be started or reversed by one person.

1.12.2 Direction of control levers or hand-wheels movement shall be clearly indicated by an arrow and relevant inscription.

1.12.3 At the control stations on the navigation bridge, moving the control levers of main engines ahead or to the right, and in the case of control hand-wheels turning them clockwise, shall correspond with the ahead running of the ship.

Upon agreement with PRS, at additional control stations, the direction of control levers or hand-wheels may be set in a different way.

1.12.4 The design of main engine controls shall preclude the possibility of self- change of pre-set position.

1.12.5 The controls of main engines equipped with mechanical turning gear shall have interlocking system to preclude starting the main engine while the turning gear is engaged.

1.12.6 It is recommended to provide an interlocking system between the engine telegraph and the reversing and starting arrangements as to prevent the engine from running in the direction opposite to the preset one.

1.12.7 Propulsion machinery orders from the navigation bridge shall be indicated in the main machinery control room or at the manoeuvring platform as appropriate.

1.13 Machinery Controlling and Control Stations

1.13.1 Main and auxiliary machinery essential for the propulsion, control and safety of the ship shall be provided with efficient means for its operation and control. All control systems essential for the propulsion, control and safety of the ship shall be independent or so designed that failure of one system does not preclude performance of another system.

It shall also be possible to control main and auxiliary machinery, essential for the propulsion and safety of the ship, at or near the machinery concerned.

1.13.2 The local control stations of main engines shall be provided with: – controls, – instrumentation, as determined by the manufacturer, to supervise the operation of main propulsion

machinery, – tachometers and indicators of the direction of propeller shaft rotation,

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– indicator of blade position of controllable pitch propeller, – means of communication.

1.13.3 In ships equipped with several main engines, reversing gears or controllable pitch propellers, a common control station shall be provided.

1.13.4 Where remote or remote-automatic control of the main propulsion machinery is provided, relevant requirements specified in chapters 20 and 21 of Part VIII – Electrical Installations and Control Systems shall be fulfilled.

1.13.5 The control stations at the wings of navigation bridge shall be so interconnected with the bridge control station that control from each station is possible without changing-over.

1.14 Means of Communication

1.14.1 At least two independent means shall be provided for communicating orders from the navigation bridge to the position in the machinery space or ECR from which the engines are normally controlled. One of these shall be an engine room telegraph, which provides visual identification of the orders and responses both in the machinery spaces and on the navigation bridge, fitted with clearly audible signal device well distinct in tone from any other signals which may resound in the room (see also Chapter 7 of Part VIII – Electrical Installations and Control Systems). The second means of communication shall be independent of the engine room telegraph and provide for verification of engine orders and responses.

A means of communication, which provides for verification of both engine orders and responses, shall be provided from the navigation bridge and the engine room to any other position from which the speed or direction of thrust of the propellers may be controlled. Two control positions located close to each other may be provided with one common means of communication.

1.14.2 Two-way communication shall be provided between the engine room, auxiliary machinery spaces and boiler space and, aboard tankers, additionally between the engine room and the cargo pump room.

1.14.3 Means for communicating orders and responses between the navigation bridge and the steering gear compartment shall be provided.

1.14.4 Where means of oral communication is provided, measures shall be taken to ensure clear audibility when the machinery is running.

1.15 Instrumentation

1.15.1 Instruments, with the exception of liquid thermometers, shall be checked and accepted by a competent administration body in accordance with the state rules in force.

1.15.2 The accuracy of tachometer indications shall be within ±2.5% of the measuring range. Where barred speed ranges for main engines are specified (see 4.4), they shall be clearly and durably marked on the indicating dials of all tachometers.

1.15.3 Piping systems shall be fitted with instruments necessary for monitoring their proper operation. When choosing the type and number of the instruments, guidance provided by manufacturers of the mechanisms and equipment employed in particular installation shall be taken into account.

1.15.4 Instruments in the oil fuel, lubricating oil and other flammable oil piping systems shall be fitted with valves or cocks for cutting-off the instruments from the medium. Temperature sensors shall be fitted in tight pockets.

1.16 General Requirements for Piping Systems

1.16.1 Minimum Number of Pumps Serving Ship Piping Systems

According to the conventions in force for ships of gross tonnage 500 and above, the following minimum number of pumps shall be provided:


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.1 for cargo ships – 3 pumps including emergency fire pump, within allowed interchangeability, for serving the following systems: – fire-fighting system (water fire main system), – ballast system, – bilge system;

.2 for crude oil tankers and product carriers carrying cargoes having a flashpoint not exceeding 60 °C – 4 pumps including emergency fire pump, within allowed interchangeability, for serving the following systems: – fire-fighting system (water fire main system), – ballast system, – bilge system, – scrubber cooling system.

1.16.2 Class, Material, Manufacture and Application of Pipes

1.16.2.1 Requirements contained in the present subchapter apply to piping systems normally employed in ships and made of carbon steel, carbon-manganese steel, alloy steel or non-ferrous materials, specified in the scope of the considered documentation (see also 1.16.2.8).

The requirements do not cover open-ended exhaust gas lines from internal combustion engines and gas turbines, pipes being integral part of boilers, as well as cargo pipelines in chemical carriers.

1.16.2.2 For the purpose of determining the scope of tests, the type of joints, the kind of heat treatment and welding procedure, the piping systems, depending on their service and parameters of the conveyed medium, are subdivided into classes in accordance with Table 1.16.2.2.

Table 1.16.2.2 Classes of piping systems

Piping system for: Class I Class II Class III Toxic or strongly corrosive media Without special safeguards 1) With special safeguards

1), 2)

Flammable media with service temperature above the flash point or with the flash point below 60 °C; liquefied gases

Without special safeguards 1) With special safeguards 1)

Steam 4) p > 1.6 or t > 300 Any pressure – temperature combination not belonging to class I and class III, see Fig. 1.16.2.2

p ≤ 0.7 and t ≤ 170 Thermal oil 4) p > 1.6 or t > 300 p ≤ 0.7 and t ≤ 150 Fuel oil, lubricating oil, flammable hydraulic oil, crude oil and petroleum product cargoes 4)

p > 1.6 or t > 150 p ≤ 0.7 and t ≤ 60

Other media 4), 5), 6) p > 4.0 or t > 300 p ≤ 1.6 and t ≤ 200 1) Special safeguards for reducing the possibility of leakage and limiting its consequence, e.g. pipes led in positions where

leakage of internal fluids will not cause a potential hazard or damage to surrounding areas which may include the use of pipe ducts, shielding or screening.

2) Class II is not applicable to toxic media. 3) Except cargo systems for crude oil and its products. 4) p – design pressure, [MPa], (see 1.16.3.1);

t – design temperature, [°C], (see 1.16.3.1). 5) Including water, air, gases, non-flammable hydraulic oil. 6) Open-ended pipes (drains, overflows, air pipes, exhaust gas lines and discharge pipes from steam safety valves) belong to

class III piping system.

General Provisions

23

Fig. 1.16.2.2

1.16.2.3 Materials to be used for pipes, valves and fittings, as well as their testing shall fulfil the requirements of Part IX – Materials and Welding.

Materials for pipes, valves and fittings intended for strongly corrosive media are subject to special consideration by PRS.

Prefabrication of piping systems shall fulfil the requirements specified in Publication 23/P – Prefabrication of Pipelines.

1.16.2.4 Steel pipes intended for class I or class II piping systems shall be seamless, hot or cold drawn pipes. Welded pipes, recognized by PRS as equivalent to seamless pipes, may also be used.

Pipes, valves and fittings made of carbon steel and carbon-manganese steel shall be used only for media with temperature not exceeding 400°C and made of low alloy steel – for media with temperature not exceeding 500°C.

Such steel may also be used for media with temperature higher than those stated above, provided that at such temperatures their mechanical properties and creep strength limit within 100 000 hours are in accordance with the standards in force and that such characteristics are guaranteed by the manufacturer.

Pipes, valves and fittings for media with temperature exceeding 500°C shall be made of alloy steel.

1.16.2.5 Copper and copper alloy pipes shall be seamless or other type approved by PRS. These pipes for class I and class II piping systems shall be seamless.

Copper and copper alloy pipes, valves and fittings shall not be used for media with temperature exceeding: 200ºC – for copper and copper-aluminium alloys, 260ºC – for bronze, 300ºC – for copper-nickel alloys, as well as for ammonia (NH3). See also 12.2.6.

1.16.2.6 Nodular cast-iron of the ferritic type may be used for pipes, valves and fittings for media with temperature not exceeding 350ºC, including: – bilge, ballast and cargo pipes fitted within double bottom or cargo tanks, – ship-side valves and fittings, valves and fittings installed on collision bulkhead and on fuel and oil tanks.

The use of this cast-iron for other valves, fittings and pipes, as well as for class II and class III is subject to PRS acceptance in each particular case.

Nodular cast iron pipes and valves fitted on the ship’s side shall have specified properties to the PRS satisfaction, according to the intention of Regulation 22 of the 1996 Convention on Load Lines.

1.16.2.7 Grey cast-iron may be used for class III piping systems and in oil tankers for cargo and stripping piping within cargo tanks.


24

Grey cast iron may be accepted for pressures up to 1.6 MPa for cargo oil pipelines on weather deck of oil tankers, except for manifolds and their valves and fittings connected to cargo handling hoses.

The use of grey cast-iron pipes, valves and fittings in other service piping systems is subject to special consideration by PRS.

Grey cast-iron shall not be used for: – pipes, valves and fittings for media with temperature exceeding 220ºC, – pipes, valves and fittings subjected to hydraulic shock or excessive strains

and vibrations, – clean ballast pipes, valves and fittings passing through cargo tanks, – pipes, valves and fittings of steam and fire-fighting systems, – pipes connected directly to the hull external shell plating, – valves and fittings fitted on the hull external shell plating or on collision bulkhead, – valves and fittings fitted directly on oil fuel, lubricating oil or other flammable oil tanks under

hydrostatic pressure.

1.16.2.8 The requirements for plastic pipes as well as conditions of their application in ships are specified in Publication 53/P – Plastic Pipelines on Ships.

1.16.2.8.1 Plastic pipes and fittings may be used in ships classed with PRS, provided that the following detailed documentation, as a minimum, has been submitted: – piping system diagram as required in 1.3.2 together with the system description taking account of the

penetrations through watertight and gastight divisions; – Type Approval Certificates issued by PRS or MED Conformity Certificates for plastic pipes and fittings.

1.16.2.9 The type and construction of flexible hose assemblies and compensators used in systems considered by PRS shall fulfil the requirements 1.16.12.

1.16.2.10 Materials readily rendered ineffective by heat shall not be used for overboard scuppers, sanitary discharges, and other outlets which are close to the waterline and pipes penetrating pieces passing through watertight bulkheads and where the failure of the material in the event of fire would give rise to the danger of flooding.

1.16.3 Pipe Wall Thickness

1.16.3.1 The formulae given below are applicable in the cases when the ratio of outside diameter of the pipe to its inside diameter does not exceed the value 1.7.

The wall thickness s for straight or bent metal pipe exposed to internal pressure (taking into account the requirements 1.16.3.2) shall not be less than that determined in accordance with the formula below: s s b c= + +0 [mm] (1.16.3.1-1)

and in no case less than that given in Table 1.16.3.1-1.

p

dpsd +

=ϕσ20 [mm] (1.16.3.1-2)

where: d – outside diameter of the pipe, [mm]; p – design pressure, [MPa] – maximum working pressure, not less than the highest set pressure of any

safety or relief valve; except for: – piping for oil fuel heated up to temperature exceeding 60°C – not less than 1.4 MPa, – piping for CO2 fire extinguishing systems – in accordance with the notes to Table 3.11 in Part V –

Fire Protection; ϕ – safety factor equal to 1.0 for seamless pipes and for welded pipes, considered as equivalent to seamless

pipes; for all other welded pipes, the value of safety factor will be subject to PRS consideration in each particular case;

b – allowance for a reduction of pipe wall thickness due to bending; the value b shall be so determined that the calculated stress in the bend, due to the internal pressure only, does not exceed the

General Provisions

25

permissible stress; where the exact value of thickness reduction at the bend is not available, the value b may be determined by the following formula:

( )b d R s= 0 4 0. / [mm] (1.16.3.1-3)

R – mean inside radius of the bend, [mm]; c – corrosion allowance, [mm], taken:

– for steel pipes – according to Table 1.16.3.1-2, – for non-ferrous metal pipes – according to Table 1.16.3.1-3;

σd – allowable stress, [MPa], taken: – for steel pipes – the lowest out of the following values:

Rm /2.7; Rte /1.8 or Rt

0.2 /1.8; Rz/100000/t /1.8 and Rl/100000/t /1.0 where: Rm – minimum tensile strength, [MPa]; Rt

e , Rt0.2 – minimum yield point or 0.2% proof stress, [MPa], at the design temperature t, [°C];

Rz/100000/t – average creep stress, [MPa], to produce rupture in 105 hours, at design temperature t, [°C];

Rl/100000/t – average stress, [MPa], to produce 1% creep in 105 hours, at design temperature t, [°C].

Notes: 1. The above defined safety factor 1.8 may be reduced to 1.6 subject to PRS consent in each particular

case. 2. PRS may require Rl/100000/t value to be taken into account, if necessary.

– for high alloy steel pipes σd is subject to PRS consideration in each particular case; – for copper and copper alloy pipes σd shall be determined in accordance with Table 1.16.3.1-4;

t – design temperature [°C], to be considered for determining the allowable stress, is the maximum temperature of the medium inside the pipe; in special cases, the design temperature is always subject to PRS consideration.

General Provisions

25

Table 1.16.3.1-1 Minimum wall thickness of pipes, s [mm]

Nominal diameter

[mm]

External diameter

[mm]

Steel pipes Austenitic stainless steel

pipes

Copper pipes

Copper alloy pipes A B C D E F G

1 2 3 4 5 6 7 8 9 10 11 12 < 8 – – – – – – – – 1.0 0.8

6 8.0 – – – – – – – – 1.0 0.8 10.2 1.6 – – – – – – 1.0 1.0 0.8 12 1.6 – – – – – – 1.0 1.2 1.0

8 13.5 1.8 – – – – – – 1.0 1.2 1.0 10 16 1.8 – – – – – – 1.0 1.2 1.0 17.2 1.8 – – – – – – 1.0 1.2 1.0 19.3 1.8 – – – – – – – 1.2 1.0

15 20 2 – – – – – – – 1.2 1.0 21.3 2 – 3.2 – – 3.2 2.6 1.6 1.2 1.0 25 2 – 3.2 – – 3.2 2.6 1.6 1.5 1.2

20 26.9 2 – 3.2 – – 3.2 2.6 1.6 1.5 1.2 30 2 – 3.2 – – 4 3.2 1.6 1.5 1.2

25 33.7 2 – 3.2 – – 4 3.2 1.6 1.5 1.2 38 2 4.5 3.6 6.3 – 4 3.2 1.6 1.5 1.2

32 42.4 2 4.5 3.6 6.3 – 4 3.2 1.6 1.5 1.2 44.5 2 4.5 3.6 6.3 – 4 3.2 1.6 1.5 1.2

40 48.3 2.3 4.5 3.6 6.3 – 4 3.2 1.6 2.0 1.5 51 2.3 4.5 4 6.3 – 4.5 3.6 – 2.0 1.5 54 2.3 4.5 4 6.3 – 4.5 3.6 – 2.0 1.5

50 57 2.3 4.5 4 6.3 – 4.5 3.6 – 2.0 1.5 60.3 2.3 4.5 4 6.3 6.3 4.5 3.6 2.0 2.0 1.5 63.5 2.3 4.5 4 6.3 6.3 5 3.6 2.0 2.0 1.5 70 2.6 4.5 4 6.3 6.3 5 3.6 2.0 2.0 1.5

65 76.1 2.6 4.5 4.5 6.3 6.3 5 3.6 2.0 2.0 1.5 82.5 2.6 4.5 4.5 6.3 6.3 5.6 4 2.0 2.0 1.5

80 88.9 2.9 4.5 4.5 7.1 7.1 5.6 4 2.0 2.5 2.0 90 101.6 2.9 4.5 4.5 7.1 7.1 6.3 4 – 2.5 2.0

100 108 2.9 4.5 4.5 7.1 8.6 7.1 4.5 – 2.5 2.0 114.3 3.2 4.5 4.5 8 8.6 7.1 4.5 2.3 2.5 2.0 127 3.2 4.5 4.5 8 8.6 8 4.5 2.3 2.5 2.0 133 3.6 4.5 4.5 8 8.6 8 5.0 2.3 3.0 2.5

125 139.7 3.6 4.5 4.5 8 9.5 8 5.0 2.3 3.0 2.5


26

1 2 3 4 5 6 7 8 9 10 11 12 152.4 4 4.5 4.5 8.8 9.5 8.8 5.6 2.3 3.0 2.5

150 159 4 4.5 4.5 8.8 11.0 8.8 5.6 2.3 3.0 2.5 168.3 4 4.5 4.5 8.8 11.0 8.8 5.6 2.3 3.0 2.5 177.8 4.5 5 5 8.8 11.0 – – – 3.0 2.5

175 193.7 4.5 5.4 5.4 8.8 11.0 – – – 3.5 3.0 200 219.1 4.5 5.9 5.9 8.8 12.5 – – 2.6 3.5 3.0 225 244.5 5 6.3 6.3 8.8 12.5 – – – 3.5 3.0 250 273 5 6.3 6.3 8.8 12.5 – – 2.9 4.0 3.5

298.5 5.6 6.3 6.3 8.8 12.5 – – – 4.0 3.5 300 323.9 5.6 6.3 6.3 8.8 12.5 – – 3.6 4.0 3.5 350 355.6 5.6 6.3 6.3 8.8 12.5 – – 3.6 4.0 3.5

368 5.6 6.3 6.3 8.8 12.5 – – 3.6 4.0 3.5 400 406.4 6.3 6.3 6.3 8.8 12.5 – – 3.6 4.0 3.5

419 6.3 6.3 6.3 8.8 12.5 – – 4.0 4.0 3.5 450 457.2 6.3 6.3 6.3 8.8 12.5 – – 4.0 4.0 3.5 500 508 – – – – 12.5 – – 4.0 4.6 4.0

A – Piping systems other than those mentioned under B, C, D, E, F, G or in note 8. B – Air, overflow and sounding pipes of structural tanks, except those mentioned under D, and drain pipes covered by 5.9. C – Sea-water pipes (bilge, ballast, cooling water, fire systems, etc.) – except those mentioned under D. D – Bilge, ballast, air, overflow and sounding pipes in way of oil fuel tanks and bilge, air, overflow, sounding and oil fuel pipes in way of ballast tanks as well as air pipes above open deck. E – Ballast piping in way of cargo oil tanks and cargo oil piping in way of segregated ballast tanks. F – Carbon dioxide fire extinguishing piping – from cylinders to distribution valves (see notes 2, 3, 6, 7). G – Carbon dioxide fire extinguishing piping – from distribution valves to discharge nozzles (see notes 2, 3, 6, 7).

Notes: 1) Wall thickness and pipe diameters listed in the Table are determined in accordance with ISO Recommendations R 336. Minor variations resulting from the use of other standards may be

accepted. 2) For the values listed in the Table, no allowances need to be made for negative manufacturing tolerance or reduction in thickness due to bending. 3) For diameters greater than those listed in the Table, the minimum wall thickness is subject to PRS consideration in each particular case. 4) For pipes effectively protected against corrosion, upon agreement with PRS, the wall thickness values specified in columns 4, 5 and 6 may be reduced, but not more than by 1 mm. 5) For sounding pipes, the wall thickness listed in columns 4 and 6 (except cargo tanks for the carriage of cargoes with flashpoint below 60°C) applies to these parts located outside the tanks for

which the pipes are intended. 6) For threaded pipes, the wall thickness listed is the minimum thickness in the threaded part of the pipe. 7) The pipes listed under F and G shall be galvanized at least inside. Subject to PRS consent, short section of pipes installed in engine room need not be galvanized. 8) The Table does not cover exhaust gas lines. Minimum wall thickness values for these lines are subject to PRS consideration in each particular case. The recommended minimum wall thickness

of exhaust gas pipes is 4 mm. 9) The wall thickness of low pressure carbon dioxide extinguishing system from gas storage tanks to discharge nozzles shall be taken according to the values given in column 9 of the Table

General Provisions

27

Table 1.16.3.1-2 Corrosion allowance for steel pipes, c [mm]

Piping service c

Superheated steam systems Saturated steam systems Steam coil systems in cargo tanks and other tanks Feed water for boilers – open circuit systems Feed water for boilers – closed circuit systems Boiler blow-down systems Compressed air systems Hydraulic oil systems Lubricating oil systems Oil fuel systems Cargo oil systems Refrigerating plants Fresh water systems Sea-water systems

0.3 0.8 2.0 1.5 0.5 1.5 1.0 0.3 0.3 1.0 2.0 0.3 0.8 3.0

Notes: 1) If the pipes are effectively protected against corrosion then – subject to PRS consent in each particular case – the corrosion

allowance may be reduced, however not more than by 50%. 2) In the case of use of special alloy steel pipes with sufficient corrosion resistance, the corrosion allowance c may be reduced to

zero. 3) For pipes passing through tanks, the values specified in the Table for inside medium shall be increased by corrosion allowance

taking account of the ambient conditions – in accordance with the Table.

Table 1.16.3.1-3 Corrosion allowance for copper and copper alloy pipes, c [mm]

Pipe material c

Copper and copper alloys except those with lead content

Copper-nickel alloys (with nickel content 10% and more)

0.8

0.5

Note: For special alloy pipes having sufficient resistance to corrosion, corrosion allowance c may be reduced to zero.

Table 1.16.3.1-4 Allowable stress for copper and copper alloys depending on temperature of medium, σd [MPa]

Pipe material

Material condition

Rm

[MPa] Temperature of medium [°C]

50 75 100 125 150 175 200 225 250 275 300

Copper Annealed 215 41 41 40 40 34 27.5 18.5 – – – – Aluminium brass Annealed 325 78 78 78 78 78 51 24.5 – – – – Copper-nickel alloy 95/5 and 90/10 Annealed 275 68 68 67 65.5 64 62 59 56 52 48 44

Copper-nickel alloy 70/30

Annealed 365 81 79 77 75 73 71 69 67 65.5 64 62

Notes: 1) Intermediate values shall be determined by linear interpolation. 2) For materials not included in the Table, the allowable stress is subject to PRS consideration in each particular case.


28

1.16.3.2 For pipes with negative manufacturing tolerance, the wall thickness shall be determined in accordance with the formula below:

s sa1 1 0 01

=− .

(1.16.3.2)

where: s – wall thickness determined in accordance with formula 1.16.3.1-1, [mm]; a – negative manufacturing tolerance of wall thickness, [%].

1.16.3.3 For pipes with an outside diameter of 80 mm and above, conveying superheated steam at a temperature 350°C and over, additional stress caused by thermal expansion shall be taken into account, and the flanged joints shall be calculated for strength and tightness.

1.16.4 Pipe Connections

In ship piping systems, the following pipe connections of pipe lengths may be used: – direct welding, – flanges, – threaded joints, – mechanical joints.

Each of the above-mentioned connection shall be made to a recognized standard or of a proven design to be suitable for the intended purpose and shall be approved by PRS.

The expression „mechanical joints” means devices intended for direct connection of pipe lengths other than by welding, flanges or threaded joints described in 1.16.4.1 to 1.16.4.3.

1.16.4.1 Welded Connections

Welding and non-destructive testing of welds shall be carried out in accordance with Publication 23/P – Pipelines Prefabrication and Part IX – Materials and Welding.

Butt welded joints shall be of full penetration type generally with or without special provision for a high quality of root side1) – for all classes, irrespective of outside diameter.

Butt welded joints with special provision for a high quality of root side may be used for piping of any class, any outside diameter.

Butt welded joints without special provision for a high quality of root side may be used for piping systems of class II and III, irrespective of outside diameter.

1.16.4.2 Slip-on Sleeve and Socket Welded Joints

Slip-on sleeve and socket welded joints shall have sleeves, sockets and weldments of adequate dimensions conforming to a recognized standard or the Rules. Accepted applications of pipe connections in the relevant class of piping are specified in Table 1.16.4.2.

Table 1.16.4.2

Class of piping

Pipe outside diameter [mm]

Type of connection Slip-on sleeve Socket welded joints

I ≤ 88.9

Except piping systems – conveying toxic media, – subject to fatigue loads, – where severe erosion or crevice corrosion is expected to occur II

III Irrespective of the pipe diameter Both types are permitted without limitation

1) The expression “special provision for a high quality of root side” means that butt welds were accomplished as double welded

or by use of a backing ring or inert gas back-up on first pass. Subject to PRS consent, other similar methods may be accepted.

General Provisions

29

1.16.4.3 Flange Connections

1.16.4.3.1 Flange connections of pipelines shall comply with the types shown in Table 1.16.4.3.1.

Gaskets shall be suitable for the media being conveyed under design pressure and temperature conditions and their dimensions and configuration shall be in accordance with recognized standards and the requirements of the Rules. Non-standard flanges and bolts are subject to PRS consent in each particular case.

Examples of flange attachments are shown in Table 1.16.4.3.1. Other types of flange attachments are subject to PRS acceptance in each particular case.

Flange attachments shall be in accordance with national or international standards applicable to the piping system and shall recognize the boundary fluids, design pressure and temperature conditions, external or cyclic loading and location.

Table 1.16.4.3.1

Note: For type D, the pipe and flange shall be screwed with a tapered thread and the diameter of the screw portion of the pipe over the thread shall not be significantly less than the outside diameter of the unthreaded pipe. For certain types of thread, after the flange has been screwed hard home, the pipe shall be expanded into the flange.

1.16.4.3.2 The type of flange connections shall be selected depending on the class of the piping and the conveyed media in accordance with Table 1.16.4.3.2.


30

Table 1.16.4.3.2 Required types of flange connection

Class of piping Toxic, strong corrosive,

flammable media4) and liquefied gases

Lubricating and fuel oil

Steam3) and thermal oil Other media 1), 2), 3), 4), 5)

I A, B 6) A, B A, B 6) A, B II A, B, C A, B, C A, B, C, D 5) III – A, B, C, E A, B, C, D, E A, B, C, D, E,

1) Including water, air, gas and hydraulic oil. 2) Type E connections shall be used for water pipes and open-ended lines only. 3) Only type A when design temperature exceeds 400°C. 4) Only type A when design pressure exceeds 1.0 MPa. 5) Types D and E shall not be used when design temperature exceeds 250°C. 6) Types B connections shall be used for pipes with outside diameter less than 150 mm only.

1.16.4.4 Slip-on Threaded Joints

Slip-on threaded joints having pipe threads where pressure-tight joints are made on the threads with parallel or tapered threads shall fulfil the requirements of recognized national or international standards.

Slip-on threaded joints may be used for outside diameters as indicated in Table 1.16.4.4, except for piping systems conveying toxic or flammable media or services where fatigue, severe erosion or crevice corrosion is expected to occur.

Threaded joints in CO2 systems shall be allowed only inside protected spaces and in CO2 cylinder rooms.

Guidelines for connection of pipe lengths with tapered thread and threaded joints with parallel thread are specified in Table 1.16.4.4.

Table 1.16.4.4

Class of piping Pipe outside diameter [mm]

Type of thread

30aralel thread Tapered thread I ≤ 33.7 – + II

≤ 60.3 – + III + +

Note: „–” – not applicable, „+” – applicable.

In particular cases, sizes in excess of those mentioned above may be accepted by the PRS provided they fulfil a recognized national and/or international standard.

1.16.4.5 Mechanical Joints

1.16.4.5.1 Due to the great variations in design and configuration of mechanical joints, no specific recommendation regarding a calculation method for theoretical strength calculations is given in these requirements. The type approval shall be based on the results of testing of the actual joints.

These requirements apply to pipe unions, compression couplings, and slip-on joints as shown in Table 1.16.4.5.1. Similar joints complying with the requirements 1.16.4.5.2 to 1.16.4.5.11 may be acceptable.

General Provisions

31

Table 1.16.4.5.1 Examples of mechanical joints

Pipe Unions

Welded and brazed types

Compression Couplings

Swage type

Press type

Typical compression type

Bite type

Flared type


32

Slip-on Joints

Grip type

Machine grooved type

Slip type

1.16.4.5.2 Application of the particular type of mechanical joint in accordance with Table 1.16.4.5 is subject to PRS acceptance in each particular case. The acceptance shall be based on the type approval procedure specified in Publication 57/P – Type Approval of Mechanical Joints, taking into account the provisions of Publication 102/P – European Union Recognized Organizations Mutual Recognition Procedure for Type Approval.

1.16.4.5.3 Where the application of mechanical joints results in reduction in pipe wall thickness due to the use of bite type rings or other structural elements, this shall be taken into account in determining the minimum wall thickness of the pipe to withstand the design pressure (see 1.16.3).

1.16.4.5.4 Material of mechanical joints shall be compatible with the piping material and internal and external media.

General Provisions

33

1.16.4.5.5 Where appropriate mechanical joints shall be of fire resistant type as required in accordance with Table 1.16.4.5.10-1.

1.16.4.5.6 Mechanical joints, which in the event of damage could cause fire or flooding, shall not be used in piping sections directly connected to the ship’s side below the bulkhead deck of passenger ships or freeboard deck of cargo ships or tanks containing flammable fluids.

1.16.4.5.7 The number of mechanical joints in flammable fluid systems shall be kept to the minimum. In general, flanged joints conforming to recognized standards shall be used.

1.16.4.5.8 Piping in which a mechanical joint is fitted shall be adequately adjusted, aligned and supported. Supports or hangers shall not be used to force alignment of piping at the point of connection.

1.16.4.5.9 Slip-on joints shall not be used in pipelines in cargo holds, tanks and other spaces which are not easily accessible, unless accepted by PRS. Application of these joints inside tanks may be permitted only for the same media that are in the tanks.

Usage of slip type slip-on joints as the main means of pipe connection is not permitted except for cases where compensation of axial pipe deformation is necessary.

Slip-on type joints, as shown in Table 1.16.4.5.1, provided they are restrained on the pipes, may be used for pipes on deck with a design pressure of 1 MPa or less.

1.16.4.5.10 Application of mechanical joints and their acceptable use for each service is indicated in Table 1.16.4.5.10-1; instructions for class I, II and III piping are specified in Table 1.16.4.5.10-2.

In particular cases, sizes in excess of those mentioned in Table 1.16.4.5.12-2 may be approved by PRS if in compliance with a recognized national and/or international standard.

Table 1.16.4.5.10-1 Acceptable applications of mechanical joints

The following Table indicates systems where the various kinds of joints may be accepted. However, in all cases, acceptance of the joint type is subject to PRS acceptance for the intended application and the requirements of the Rules.

Systems Kind of connections Pipe unions Compression

couplings Slip-on joints

Flammable fluids (flash point ≤ 60°C) 1 Cargo oil lines 4) + + +

2 Crude oil washing lines 4) + + +

3 Vent lines 3) + + +

Inert gas 4 Water seal effluent lines + + +

5 Scrubber effluent lines + + +

6 Main lines 2) , 4) + + +

7 Distribution lines + + + 5)

Flammable fluids (flash point > 60°C)

8 Cargo oil lines 4) + + +

9 Fuel oil lines 2), 3) + + +

10 Lubricating oil lines 2), 3) + + + 11 Hydraulic oil 2), 3) + + + 12 Thermal oil 2), 3) + + +

Sea water

13 Bilge lines 1) + + + 14 Water filled fire extinguishing systems, e.g. foam, drencher systems 3) + + + 15 Non water filled fire extinguishing systems, e.g. foam, drencher

systems 3) + + +

16 Fire main (not permanently filled) 3) + + + 17 Ballast system 1) + + +


34

Systems Kind of connections Pipe unions Compression

couplings Slip-on joints

18 Cooling water system 1) + + + 19 Tank cleaning services + + + 20 Non-essential systems + + +

Fresh water

21 Cooling water system 1) + + +

22 Condensate return 1) + + +

23 Non-essential system + + +

Sanitary/Drains/Scuppers

24 Deck drains (internal) 6) + + + 4)

25 Sanitary drains + + +

26 Scuppers and discharge (overboard) + + –

Sounding/Vent

27 Water tanks/Dry spaces + + +

28 Oil tanks (flash point > 60ºC) 2). 3) + + +

Miscellaneous

29 Starting/control air1) + + –

30 Service air (non-essential) + + + 31 Brine + + + 32 CO2 system1) + + – 33 Steam + + + 5)

Notes concerning fire resistance capability: 1) Inside machinery spaces of category A – only approved fire resistant types. 2) Slip on joints are not accepted inside machinery spaces of category A or accommodation spaces. May be accepted in other

machinery spaces, provided the joints are located in readily visible and accessible positions. 3) Approved fire resistant types, except in cases where such mechanical joints are installed on open decks, as defined in SOLAS

II-I/Reg.9.2.3.3.2.2(10) and not used for fuel oil lines. 4) In pump rooms and open decks – approved fire resistant types. General notes: 5) Slip type slip-on joints as shown in Table 1.16.4.5.10-1. May be used for pipes on deck with a design pressure of 10 bar or

less. 6) Only above the bulkhead deck of passenger ships and the freeboard deck of cargo ships. “+” – application is allowed, “–“ – application is not allowed.

Table 1.16.4.5.10-2 Application of mechanical joints depending upon the class of piping

Types of joints Classes of piping systems I II III

Pipe unions Welded and brazed type + (dz ≤ 60.3 mm) + (dz ≤ 60.3 mm) +

Compression Couplings Swage type + + + Press type – – + Bite type + (dz ≤ 60.3 mm) + (dz ≤ 60.3 mm) + Typical compression type + (dz ≤ 60.3 mm) + (dz ≤ 60.3 mm) + Flared type + (dz ≤ 60.3 mm) + (dz ≤ 60.3 mm) +

Slip-on joints Grip type – + + Machine grooved type + + + Slip type – + +

Notes: The diameters given represent the pipe outside diameter. “+” – application is allowed, “–“ – application is not allowed.

General Provisions

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1.16.4.5.11 Installation of mechanical joints shall be in accordance with the manufacturer’s assembly instructions. Where special tools and gauges are required for installation of the joints, these shall be supplied by the manufacturer.

1.16.4.6 Hydrostatic Tests of Piping

1.16.4.6.1 All classes I and II pipes and integral fittings and, in all cases, all steam pipes, feed pipes, compressed air pipes and fuel oil pipes having a design pressure greater than 0.35 MPa and relative integral fittings, after completion of manufacture but before insulation and coating, if any, shall be subject to a hydrostatic test in the presence of PRS Surveyor at the following value of pressure:

ppr = 1.5 p where: ppr – test pressure, [MPa] p – design pressure as defined in 1.16.3.1, [MPa].

For steel pipes and integral fittings for temperatures above 300°C, the test pressure shall be determined in accordance with the following formula (however, the maximum test pressure shall not exceed 2p):

T

pr KK

pp 1005.1= [ MPa] (1.16.4.6.1)

where: K100 – permissible stress at 100°C KT – permissible stress at the deign temperature.

The value of the test pressure may be reduced, with the approval of PRS, to 1.5p in order to avoid excessive stress in way of bends, T-pieces, etc.

In no case is the membrane stress to exceed 90% of the yield stress at the testing temperature.

1.16.4.6.2 When, for technical reasons, it is not possible to carry out complete hydrotesting before assembly on board, for all sections of piping, proposals shall be submitted for approval to PRS for testing the closing lengths of piping, particularly in respect of seamless parts.

1.16.4.6.3 When the hydrostatic test of piping is carried out on board, these tests may be rankcase in conjunction with the tests required in 1.16.4.7.

Pressure testing of small bore pipes (less than about 15 mm) may be waived subject to PRS acceptance in each particular case.

1.16.4.7 Pressure Tests of Piping After Assembly on Board

After assembly on board, the following tightness tests shall be witnessed by PRS Surveyor. All piping systems covered by these requirements shall be checked for leakage under operational

conditions and, if necessary, using special techniques other than hydrostatic testing. In particular, heating coils in tanks and liquid or gas fuel lines shall be tested to not less than 1.5p but in no case less than 0.4 MPa.

1.16.4.8 Hydrostatic Tests of Valves and Fittings

Valves and fittings non-integral with the piping system, intended for classes I and II, shall be tested in accordance with recognized standards and PRS Rules, however, to the pressure not less than 1.5 times the design pressure.

Valves and cocks intended to be fitted on the ship side below the load waterline shall be tested by hydraulic pressure not less than 0.5 MPa.

1.16.5 Radius of Pipe Bends

The mean radius of bend of the boiler blow down pipes shall not be less than 3.5d (d – outside diameter of the pipe). The mean radius of bend of the steel and copper pipes subjected to a pressure exceeding 0.5 MPa or to a temperature of the internal medium exceeding 60°C, as well as the radius of bend of the pipes intended for self-expansion shall not be less than 2.5d.


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If, during the bending, no reduction of the pipe wall thickness occurs, then – subject to PRS acceptance of the bending process in each particular case – the specified radius may be reduced.

1.16.6 Protection Against Overpressure or mechanical damage.

1.16.6.1 Where the pressure is likely to develop in excess of the working pressure, the piping shall be provided with means preventing the pressure in the pipeline to rise above the working pressure.

Open escape of oil fuel, lubricating oil and other flammable oil from the safety valves is not allowed.

1.16.6.2 Where provision is made for a reducing valve on the pipeline, a pressure gauge and safety valve shall be installed thereafter. An arrangement for bypassing the reducing valves is recommended.

1.16.6.3 Any relief valves and air or overflow pipes shall discharge to a position where there is no risk of fire or explosion from the emergence of oils and vapour and shall not lead into crew spaces, passenger spaces nor into special category spaces, closed ro-ro spaces, machinery spaces or similar spaces.

1.16.6.4 Safe and efficient means of ascertaining the amount of oil fuel contained in any oil fuel tank shall be provided. Provision shall be made to prevent overpressure in any oil tank or in any part of the oil fuel system, including the filling pipes served by pumps on board.

1.16.6.5 Seawater pipes located in cargo holds and in other spaces where pipes may be subject to impacts (e.g. fish holds, chain lockers) are to be protected from mechanical damage.

1.16.7 Control and Management of Ships’ Corrosion, Biofouling and Transfer of Invasive Aquatic Species

1.16.7.1 Upon completion of bending and welding, steel pipes of bilge, ballast and sea-water systems, air, sounding and overflow pipes of water tanks and ballast/fuel tanks, gas freeing and vent pipes of cargo tanks and cofferdams in oil tankers shall be protected against corrosion by a method agreed with PRS.

1.16.7.2 Where bottom and side fittings or their parts are made of copper alloys, provision shall be made for protection of the shell plating and all other elements being in contact with the said fittings against electrolytic corrosion.

1.16.7.3 Where galvanized sea-water pipes are connected to copper alloy casings of pumps, units, heat exchangers and elements of fittings, provision shall be made for protection against electrolytic corrosion.

1.16.7.4 Where steel piping of refrigerant or cooling medium and their connecting elements are not made of stainless steel, they shall be galvanized outside or otherwise protected against corrosion with equivalent means. The surfaces being in contact with refrigerant or cooling medium shall not be galvanized.

The pipes shall be made in accordance with the requirements specified in 21.4.1 and 21.4.2.

1.16.7.5 In the design and construction of machinery installations and piping means shall be taken to minimize ship biofouling and transfer of invasive aquatic species in accordance with Chapter 8 of the Guidelines for the Control and Management of Ships’ Biofouling to Minimize the Transfer of Invasive Aquatic Species specified in Resolution MEPC.207(62) 1).

1.16.8 Insulation of Pipes

1.16.8.1 Insulation of pipes shall fulfil the requirements specified in 2.1.2.1 of Part V – Fire Protection. The requirements do not apply to piping of refrigerating systems in the refrigerated spaces and holds (see also 1.7.6 and 1.9.8).

1) Resolution MEPC.207(62) Guidelines for the Control and Management of Ships' Biofouling to Minimize the Transfer

of Invasive Aquatic Species

General Provisions

37

1.16.8.2 Insulation of refrigerating pipes shall be protected against absorption of moisture. At bulkhead and deck penetrations, the pipes shall not be in direct contact with these divisions, to avoid the formation of heat leakage bridges.

1.16.8.3 Antiperspiration materials and glues applied with insulation as well as insulation of fittings need not fulfil the requirements specified in 1.16.8.1, provided these materials are used in as small quantity as possible, and their uncovered surfaces have the low-flame spread characteristics (see definitions in subchapter 1.2 of Part V – Fire Protection).

1.16.9 Valves and Fittings

1.16.9.1 Covers of valves with internal diameter of more than 32 mm, equipped with turning spindles, shall be secured to the bodies by bolts or studs.

Screwed-on covers of valves shall be effectively secured against loosening. The nut of cock plug shall be secured against unscrewing from the taper.

1.16.9.2 Remote controlled valves, operating with auxiliary source of power, the exception of those mentioned in 1.16.9.4, shall have local manual control, the operation of which shall be independent of the remote control. Manual control of the valves shall not render any failure in the remote control system.

Construction of the remote controlled valves shall be such as to ensure that in the case of failure of remote control system the valves remain in position that not render any state of emergency to the ship or they automatically set to such position.

1.16.9.3 Valves installed inside cargo tanks shall not be compressed air controlled.

1.16.9.4 Hydraulically controlled valves installed inside cargo tanks shall be so designed as to be capable of being emergency controlled by means of a hand operated pump. The pump shall be connected by a separate line at a place suitable for emergency control of each valve of the system or directly to the valves’ actuators.

1.16.9.5 The tank containing working liquid of hydraulic control system of the valves installed inside cargo tanks shall be located above the cargo tanks upper level, as high as practicable, whereas all the hydraulic installation pipes shall be led to the cargo tanks in their upper part. Moreover, the tank shall be provided with an air pipe terminating in a safe place on the open deck and fitted with a flame arrester.

Audible and visual alarms of the low level of liquid in the tank shall be provided.

1.16.9.6 Shut-off devices shall be fitted with nameplates clearly specifying their purpose.

1.16.9.7 For remote controlled valves, nameplates specifying their purpose, as well as the indications (valve open/valve closed), shall be provided in the control stations. Where the remote control is intended for closing the valves only, such indicators need not be provided.

1.16.9.8 Valves and fittings installed on watertight bulkheads shall be secured by studs screwed into pads fitted to the bulkhead, or they may be attached to bulkhead penetration pieces.

The stud holes shall not be through holes.

1.16.9.9 Valve chests and manually controlled valves shall be situated in positions always accessible during the normal operation of the ship.

1.16.9.10 Valves and fittings shall be suitable for the piping for which they are intended, having regard to stresses and the maximum design pressures likely to occur in service.

1.16.10 Bottom and Side Sea Chests, Bottom and Side Valves and Fittings

1.16.10.1 Sea-water inlet valves shall be placed directly on the bottom or side sea chests.

1.16.10.2 Access shall be provided to the inside of the bottom and side sea chests by means of removable covers or gratings.


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1.16.10.3 The number of discharge openings in the shell plating shall be kept to the minimum. Therefore, where possible, the pipes of similar purpose shall be connected to common discharge openings.

1.16.10.4 Arrangement of the sea inlet and discharge openings in the ship’s shell plating shall preclude: – possibility of sucking the drains, ashes and other wastes by sea-water pumps; – passing of discharged water and drains into the ship spaces through the side scuttles and into launched

lifeboats and liferafts; where such arrangement of the openings is not practicable, the openings shall be fitted with arrangements that would prevent water from passing into the ship spaces, lifeboats and liferafts.

1.16.10.5 Openings in the ship shell plating for the bottom and side sea chests shall be fitted with protective gratings; alternatively, holes or slots may be made in the ship’s hull. The total area of the holes or slots shall not be less than 2.5 times the total cross-sectional area of the installed sea-water inlet valves. The diameter of holes or width of slots in the gratings or shell plating shall be about 20 mm.

The bottom sea chests shall be provided with arrangements for clearing the gratings with steam or compressed air. Screw-down non-return valves shall be fitted on the clearing pipes. The steam or compressed air pressure shall not exceed 0.5 MPa.

1.16.10.6 All side inlets and discharges of piping systems, serving the main and auxiliary machinery, located in machinery spaces shall be fitted with readily accessible valves or gate valves with a local control. The valve controls shall be fitted with indicators (valve open/valve closed). Side discharge valves shall be of a screw-down non-return type.

1.16.10.7 The means for operating the bottom sea inlet valves shall be situated in readily accessible positions and fitted with indicators (valve open/valve closed). These means are recommended to be located above the floor plating of engine room.

1.16.10.8 Located in unattended machinery spaces controls of any valve serving a sea inlet, discharge below the waterline or bilge injection system shall be so arranged as to enable quick access and operation thereof in the shortest possible time in the event of the space being flooded. Note: Calculations shall be performed to show that the time taken from alarm activation plus the time to reach and fully close manually operated or powered valves is less than the time taken for the influx of water to reach the control without submergence of the platform on which the person is operating the valve.

If, for the fully loaded ship, the water level in the flooded compartment is above the means of control, provision shall be made to enable the operation of the valves from the positions situated above the water level.

The time it will take to reach and close the sea valves shall be determined by multiplying the inverse of the nominal speed of travel of a person onboard (1.0 m/sec based on the values taken from MSC/Circ.1033) times the distance to be travelled from the platform in way of manually operated valves (or the actuator for valves controlled by stored mechanical energy) to either: – the highest position of the control room for an engine room under continuously manned supervision; or – from the navigation bridge for an unmanned engine room.

The time taken for the influx of water into the engine room shall be determined based on the fluid dynamic principles contained in MSC.245(83) and MSC.362(92) (for ships build on 14 June 2013 or after this date), documentation specified in Publication 90/P – Guidance for safe return to port and orderly evacuation and abandonment of passenger ship, applied to a breach in the largest diameter seawater pipeline in the lowest and highest locations in the engine room and the valve associated with that seawater line. In the event calculations are not available, 10 minutes shall be regarded as adequate time for operation unless otherwise requirements have been specified by the flag state Administration. Interpretation: (A) Bilge injection system means the same as direct suction, referred to in SOLAS, Reg. II-1/35-1, paragraphs

3.7.1 and 3.7.2 (see 22.3.2.5) and is understood to mean Emergency bilge suction, which is used to discharge overboard large quantities of sea water accumulated in engine room bilges using the main cooling (circulating) pump or another suitable pump as permitted by Reg. 35-1, par. 3.7.2 (see 6.4.8 and 22.3.2.5).

General Provisions

39

(B) The requirements for the controls of the “valves serving a sea inlet, a discharge below the waterline or a bilge injection system” are not applicable to valves serving an emergency bilge system1), provided: (1) the emergency bilge valve is normally maintained in a closed position; (2) a non-return device is installed in the emergency bilge piping; Note: A normally closed non-return valve with positive means of closing is considered to satisfy both (1) and (2) above. (3) the emergency bilge suction piping is located inboard of a shell valve that is fitted with the control

arrangements required by SOLAS, reg. II-1/48.3.

1.16.10.9 Bottom and side valves and fittings shall be installed on welded pads. The holes for the fastening bolts or studs shall not be of through type.

The valves and fittings are allowed to be installed on the welded distance pieces, provided the latter are of rigid construction and of a minimum length. The wall thickness of a distance piece shall not be less than the minimum thickness of the shell plating at the ship ends; however, it need not be more than 12 mm.

1.16.10.10 No parts of the side valves and fittings installed below the bulkhead deck and of bottom valves and fittings, including gaskets, shall be made of materials which may readily deteriorate in the event of fire.

1.16.10.11 Bottom and side shell fittings shall have flange connections to allow a pipe to be dismantled while maintaining the ship hull watertight integrity. Spindles and closing parts of the bottom and side valves and fittings shall be made of materials resistant to the corrosive effect of sea-water.

1.16.11 Arrangement of Piping

1.16.11.1 The number of pipes led through watertight bulkheads shall be kept to a minimum corresponding to the design and normal service of the ship.

The pipes passing through watertight bulkheads shall be situated at a distance of at least 0.2 of the ship breadth from the ship side. Where this requirement is not met, measures shall be taken to prevent the spread of water beyond the compartments and tanks specified in the subdivision calculation, in the event of damage to the shell plating and to the pipes.

For ships of length L equal to 100 m and above, see also Part IV – Stability and Subdivision.

1.16.11.2 In cargo ships, and passenger ships every pipe penetrating the collision bulkhead shall be fitted with a screw-down valve installed directly on the bulkhead inside the forepeak. The valve may also be fitted on the collision bulkhead outside the forepeak, provided it is not within cargo space and is readily accessible in all conditions of ship’s service. Note: From 1 January 2020 for cargo ships, the pipe may be fitted alternatively with a butterfly valve suitably fitted to the bulkhead and capable operated from above the freeboard deck (see MSC.1/Circ.1567 and examples of valve arrangements contained in MSC 98/23/Add.1 – Annex 1 – MSC.429(98)).

In ships affixed with a subdivision mark in their class notion, operation of the above-mentioned valves shall be effected from the positions above the bulkhead deck, whereas in other ships – from positions above the freeboard deck. (see also 22.10.2.4)

The pipes penetrating the collision bulkhead above the bulkhead deck or the freeboard deck need not be fitted with a shut-off valve.

1.16.11.3 Where the pipes pierce watertight bulkheads, decks or other watertight structures, provision shall be made for penetration pieces or other arrangements ensuring the watertight integrity of the structure concerned.

Holes for bolts and studs shall not pierce the watertight structures, but shall terminate in the pads. Gaskets made of material easily destructible by fire shall not be used. Penetration pieces attached by welding to watertight decks and bulkheads shall be thicker by 1.5

to 3 mm than the wall thickness of a pipe to be connected, depending on its diameter.

1) Applies to ships, whose keel was laid, or which were at a similar state of construction, on or after 1 January 2013.


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1.16.11.4 Where it is necessary to pass plastic pipes through watertight bulkheads or decks that confine the watertight compartments included in the ship subdivision calculation, valves operated from a position above the bulkhead deck shall be fitted at the penetration. The valves shall be made of steel or other material equivalent to steel with regard to fire resistance.

This requirement does not apply to pipes of ballast system led within the double bottom space.

1.16.11.5 Passing pipes through fire-resisting divisions (see definitions in subchapter 1.2 of Part V – Fire Protection) shall fulfil the following requirements:

.1 penetrations through A Class divisions – the penetration to be made of steel pipe (or other equivalent with regard to fire resistance) with wall thickness not less than 3 mm. Length of the penetration piece shall not be less than 900 mm and preferably 450 mm to be on each side of the division. The penetration shall be tight and insulated to the same level as the division pierced. Penetrations made in a different way may be employed, provided they are subject to tests specified in FTP Code (see definitions in subchapter 1.2 of Part V – Fire Protection), Annex 1, Part 3;

.2 penetrations of pipes, other than steel or copper pipes, through B Class divisions – the penetration to be made as a steel sleeve with wall thickness not less than 1.8 mm and a length of not less than 900 mm for pipe diameters of 150 mm or more and not less than 600 mm for pipe diameters of less than 150 mm. It is also recommended to equally divide the length of the sleeve to each side of the division. When the pipe is not connected to the sleeve but is only led through then the clearance between pipe and sleeve shall not exceed 2.5 mm unless it is made tight by means of non-combustible or other suitable material. Penetrations made in a different way may be employed, provided they are subjected to fire tests applicable to the division where they will be fitted.

Uninsulated metallic pipes penetrating A or B Class divisions shall be made of materials having a melting temperature which exceeds 950°C – for A-0 Class divisions and 850°C – for B-0 Class divisions.

Passing ventilation ducts through fire-resisting divisions shall fulfil the requirements of subchapter 11.2.

1.16.11.6 Where it is necessary to pass plastic pipes through main fire-resisting divisions, steel penetration pieces of adequate length shall be installed with stop valves on both sides of the division. The valves shall be made of steel or other material equivalent to steel with regard to fire-resistance.

1.16.11.7 Means used to secure pipes shall not cause stresses therein due to thermal expansion, deformation of ship structure or vibration.

1.16.11.8 The pipes conveying hot media as well as long pipes led along the ship shall be fitted with expansion pieces or sufficient number of bends securing compensation and having radii not less than provided in 1.16.5 shall be employed. Where no tunnels are used in leading the pipes through tanks, compensation shall be ensured by means of bends within the tanks. Where pipes are led in tunnels, it is recommended that the compensation bends be situated outside the tunnels.

1.16.11.9 Pipes passing through cargo holds, chain lockers and other spaces where they are liable to mechanical damage shall be effectively protected.

1.16.11.10 Hydraulic pipes shall not be led through cargo holds.

1.16.11.11 Pipes shall not be led through the space where the main gyrocompass is installed, with the exception of pipes used for cooling it.

1.16.11.12 It is not recommended to lead any pipes through refrigerated spaces unless they are intended to serve these spaces. Where such leading is indispensable, the pipes shall be insulated. In the spaces there shall be no sections of pipes where water may collect and freeze.

1.16.11.13 Drinking water pipes may be led through oil tanks only in tight tunnels, forming an integral part of the tank structure.

1.16.11.14 Pipes shall not be led through the radio room.

General Provisions

41

1.16.11.15 Pipes carrying chemically aggressive media shall not be led through spaces used for the carriage of dangerous materials.

1.16.11.16 In no case pipes subjected to pressure shall be led above and behind the main or emergency switchboards, or the control panels of important arrangements and machinery.

In front of and alongside the switchboards and control panels such pipes may be led at a distance of at least 1500 mm.

1.16.11.17 Pipes shall not be led through special electrical spaces (see definitions in subchapter 1.2 of Part VIII – Electrical Installations and Control Systems) and accumulator battery rooms, with the exception of pipes of the carbon dioxide fire extinguishing system and pipes serving the electrical equipment installed in such spaces.

1.16.11.18 Pipes conveying easily flammable media shall be screened or otherwise protected as to avoid, as far as possible, spraying or leaking of the medium onto hot surfaces, air intakes to machinery spaces or other sources of ignition. The number of joints in such piping systems shall be kept to a minimum.

Such pipes shall not be led through accommodation and service spaces, unless provided otherwise in the Rules.

1.16.11.19 In ships having an aggregate capacity of fuel tanks 600 m3 and above, lines of oil fuel piping located at a distance from the ship’s bottom of less than h, as defined in paragraph 6, of regulation 12A, MARPOL 73/78, as amended or from the ship’s side less than w, as defined in paragraphs 7 and 8 of regulation 12A, MARPOL 73/78, as amended shall be fitted with valves or similar closing devices within or immediately adjacent to the oil fuel tank. These valves shall be capable of being brought into operation from a readily accessible enclosed space, the location of which is accessible from the navigation bridge or propulsion machinery control position without traversing the exposed freeboard or superstructure decks.

These valves shall close in case of remote control system failure (fail in closed position) and shall be kept closed at sea at any time when the tank contains oil fuel, except that they may be opened during oil fuel transfer operations.

1.16.11.20 Valves for oil fuel tanks located in accordance with the provisions of paragraphs 6, 7 and 8 of MARPOL regulation 12A, Annex I, may be treated in a manner similar to the treatment of suction wells in oil fuel tanks and therefore they shall be located at a distance from the ship’s bottom of not less than 0.5 h.

1.16.11.21 Valves for oil fuel tanks which are permitted to be located at a distance from the ship bottom or side less than h or w, respectively, in accordance with the accidental oil fuel outflow performance standard of MARPOL regulation 12A.11, Annex I, may be arranged at the distance less than h or w, respectively.

1.16.11.22 Fuel tank air escape pipes and overflow pipes are not considered as part of lines of fuel oil piping and therefore may be located at a distance from the ship’s side less than w.

1.16.12 Flexible Hose Assemblies and Compensators

1.16.12.1 Application

1.16.12.1.1 The requirements specified in this Chapter apply to short segments of metallic and non-metallic flexible hose assemblies and compensators intended for a permanent connection between a fixed piping system and items of machinery (e.g. pump). The requirements may be also applied to temporary connected flexible hoses or hoses of portable equipment.

1.16.12.1.2 Flexible hose assemblies and compensators may be used in the following systems: oil fuel, lubricating, hydraulic and thermal oil systems, fresh water and sea water cooling systems, compressed air systems, bilge and ballast systems, as well as class III steam systems if they fulfil the requirements of this subchapter.


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1.16.12.1.3 Flexible hose assemblies and compensators shall not be used in high pressure fuel oil injection systems.

1.16.12.1.4 The requirements of this subchapter are not applicable to hoses intended to be used in fixed fire-extinguishing systems.

1.16.12.2 Design and Construction of Flexible Hose Assemblies and Compensators

1.16.12.2.1 Flexible hose assemblies and compensators shall be designed and constructed in accordance with the requirements of the Polish Standards or recognized National or International Standards acceptable to PRS.

Flexible hose assemblies and compensators constructed of rubber materials and intended for use in oil fuel, lubricating, hydraulic and thermal oil systems, compressed air systems, bilge and ballast systems shall incorporate a single, double or more, closely woven integral wire braid or other suitable material reinforcement. Flexible hoses of plastics materials intended for the same purposes, such as PTFE (e.g. Teflon) or polyamides (e.g. Nylon), which are unable to be reinforced by incorporating a closely woven integral wire braid shall have a suitable material reinforcement as far as practicable. Where rubber or plastics materials hoses and compensators are to be used in oil supply lines to burners, the hoses and compensators shall have an external wire braid in addition to the reinforcement mentioned above.

Flexible hose assemblies and compensators for use in steam systems shall be of metallic construction.

1.16.12.2.2 Flexible hose assemblies and compensators shall be provided with type approved end fittings in accordance with the manufacturer’s specification. The end connections that do not have a flange shall fulfil the requirements 1.16.4.5. Each type of hose (or compensator)/fitting combination shall be subjected to prototype test to the same standard as that required for the hose/ compensator with particular reference to pressure and impulse tests.

1.16.12.2.3 The use of hose clamps and similar types of end attachments is not permitted for flexible hoses and compensators in the systems: steam, flammable media, starting air systems, as well as sea water systems where failure may result in flooding.

In other piping systems, the use of hose clamps may be accepted where the working pressure is less than 0.5 MPa and there are double clamps at each end connection.

1.16.12.2.4 Flexible hose assemblies or compensators intended for installation in piping systems where pressure pulses and/or high levels of vibration are expected to occur in service shall be designed for the maximum expected impulse peak pressure and forces due to vibration.

The tests required in 1.16.12.4 shall take into consideration the maximum anticipated in-service pressures, vibration frequencies and forces due to installation.

1.16.12.2.5 Flexible hose assemblies and compensators of non-metallic materials intended for installation in piping systems for flammable media and sea water systems where failure may result in flooding shall be of fire-resistant type except in cases where such hoses are installed on open decks, as defined in SOLAS II-2, Reg. 9.2.3.3.2.2(10) and not used for fuel oil lines. Fire resistance shall be demonstrated by testing to ISO 15540 and ISO 15541.

1.16.12.2.6 Flexible hose assemblies and compensators shall be selected for the intended location and application taking into consideration ambient conditions, compatibility with fluids under working pressure and temperature conditions consistent with the manufacturer’s instructions and the requirements of PRS Rules.

1.16.12.3 Installation of Flexible Hose Assemblies and Compensators

1.16.12.3.1 Flexible hose assemblies shall be limited to a length necessary to provide for relative movement between fixed and flexibly mounted items of machinery/equipment or systems. This length shall not exceed 2 m.

General Provisions

43

1.16.12.3.2 Flexible hose assemblies and compensators shall not be installed where they may be subjected to torsion deformation (twisting) under normal operating conditions.

1.16.12.3.3 The number of flexible hose assemblies and compensators in piping systems, referred to in 1.16.12.1, shall be kept to a minimum and shall be limited to the purpose specified in this paragraph.

1.16.12.3.4 Where flexible hose assemblies and compensators are intended to be used in piping systems conveying flammable fluids that are in close proximity of heated surfaces, the risk of ignition due to failure of the hose assembly and subsequent release of fluids shall be mitigated as far as practicable by the use of screens or other similar protection approved by PRS.

1.16.12.3.5 Flexible hose assemblies and compensators shall be installed in clearly visible and readily accessible locations.

1.16.12.3.6 Provision shall be made for shutting off from the system all flexible hoses (or compensators) used in compressed air, lubricating oil or fuel oil systems.

1.16.12.3.7 The installation of flexible hose assemblies and compensators shall be in accordance with the manufacturer’s instructions and use limitations, with particular attention paid to the following: – orientation; – end connection support (where necessary); – avoidance of hose contact that could cause rubbing and abrasion; – minimum bend radii.

1.16.12.4 Tests of Flexible Hose Assemblies and Compensators

1.16.12.4.1 Acceptance of flexible hose assemblies and compensators is subject to satisfactory prototype testing. Prototype test programme for flexible hose assembly/compensator shall be submitted by the manufacturer to PRS for acceptance. The test programme shall be sufficiently detailed to demonstrate performance in accordance with the relevant standards.

1.16.12.4.2 The tests are, as far as applicable, to be performed on different nominal diameters of flexible hose assembly/compensator complete with end fittings and shall include pressure, burst, impulse resistance and fire resistance test in accordance with the requirements of the relevant standards.

The following standards shall be used, as applicable: – PN EN ISO 6802 – Węże i przewody z gumy i z tworzyw sztucznych, wzmocnione drutem. Badanie

zginania przy pulsującym ciśnieniu hydraulicznym. Rubber and plastics hose and hose assemblies, wire reinforced – Hydraulic impulse test with flexing

– PN EN ISO 6803 – Węże i przewody z gumy i z tworzyw sztucznych. Badanie przy hydraulicznym ciśnieniu pulsującym bez zginania. Rubber or plastics hoses and hose assemblies – Hydraulic pressure impulse test without flexing. Other standards may be accepted subject to PRS acceptance in each particular case.

1.16.12.4.3 All flexible hose assemblies and compensators shall be satisfactorily prototype burst tested to an International Standard1) to demonstrate that they are able to withstand a pressure not less than four times the design pressure without indication of failure or leakage.

1.16.12.5 Marking of Flexible Hose Assemblies and Compensators

Flexible hose assemblies/compensators shall be durably marked by the manufacturer with the following particulars: – the manufacturer’s name or trademark; – date of manufacture (month/year); – designation type reference;

1) The International Standards, e.g. EN for burst testing of non-metallic hoses require the pressure to be increased until burst

without any holding period at 4po.


44

– nominal diameter; – pressure rating; – 44ynthesized rating.

Where flexible hose assembly or compensator is made from components produced by different manufacturers, all components shall be clearly identified and traceable to evidence of prototype testing.

1.17 Automatic and Remote Control

1.17.1 Automatic control and remote control of machinery and systems shall fulfil the relevant requirements specified in chapters 20 and 21 of Part VIII – Electrical Installations and Control Systems.

1.17.2 Automatic control of system equipment shall not preclude local control, except for refrigerating plants provided with two independent automatic control systems, for which the local control is not required.

1.18 Limitations on Oil Fuel Use

1.18.1 Unless provided otherwise in the Rules, the following limitations apply to the use of oil as fuel: .1 except as otherwise permitted by this paragraph, no oil fuel with a flashpoint of less than 60°C

shall be used; .2 in emergency generators, oil fuel with a flashpoint of less than 43°C may be used, .3 for the machines located outside of machinery spaces of category A, oil fuel with a flashpoint

of less than 43°C may be used subject to the following: – fuel tanks (except those arranged in double bottom compartments) are located outside

of machinery spaces of category A, – provisions for the measurement of oil fuel temperature are made on the suction pipe of the oil

fuel pump, – stop valves or cocks are provided on the inlet and outlet side of the oil fuel strainers, – pipe joints of butt welded construction or of a union type are applied as far as practicable (see

1.16.4), .4 in cargo ships, to which SOLAS part G, of chapter II-1 is not applicable the use of oil fuel having

a lower flashpoint than otherwise specified above, for example crude oil, may be permitted provided that such fuel is not stored in any machinery space and subject to PRS approval of the complete installation,

.5 in ships, to which SOLAS part G of chapter II-1 is applicable, the use of oil fuel having a lower flashpoint than otherwise specified above is permitted.

1.19 Ergonomic Considerations

1.19.1 Machinery spaces including the equipment installed thereto, line shafting and associated propellers, machinery piping and general purpose piping systems as well as other ship-specific installations covered by the requirements of this Part VI shall be so designed and arranged and shall be operated so as to ensure the compliance with occupational health and safety requirements and to ensure the seafarer well-being, capabilities and task performance with respect to ventilation, vibration, noise, means of access and egress taking account of the ambient conditions.

1.19.2 Detailed recommendations in this respect are contained in IACS publication Human Element Recommendations for Structural Design of Lighting, Ventilation, Vibration, Noise, Access & Egress Arrangements.

1.19.3 Noise Prevention/Mitigation

The requirements of the Code on Noise Levels on Board Ships contained in IMO Resolution MSC.337(91) are effective as of 1 July 2014 when regulation II-1/A-1/3-12 of SOLAS on the noise protection on board ships came into force. Note: Unified interpretations of Resolution MSC.1/Circ.1509 shall be used as guidance for the Code.

General Provisions

45

1.19.3.1 The requirements of regulation II-1/A-1/3-12 of SOLAS apply to ships of gross tonnage 1600 and above: − contracted for construction on or after before 1 July 2014 and the keels of which are laid or which are

at the similar stage of construction on or after 1 January 2009, − in the absence of a building contract the keel of which is laid, or which is at similar stage of construction,

on or after 1 January 2015, or − delivered on or after 1 July 2018, unless the Administration considers a particular requirement as

unreasonable or impracticable.

1.19.3.2 The requirements of regulation II-1/A-1/3-12 of SOLAS apply to ships delivered before 1 July 2018 and: − to ships contracted for construction on or after 1 July 2014 or ships the keel of which is laid, or which

were at similar stage of construction, on or after 1 January 2009 but before 1 January 2015; or − in the absence of a building contract, on ships the keel of which is laid, or which were at a similar stage

of construction, on or after 1 January 2009 but before 1 January 2015, measures shall be taken to reduce machinery noise in machinery spaces to an acceptable levels as determined by the Administration. Unless the noise can be reduced sufficiently, the source of excessive noise shall be separated of adequately insulated or a refuge from the noise shall be provided if the space is required to be manned. In this matter, IMO guidelines specified in Resolution A.468(XII) shall be taken into account.

1.19.3.3 Ships shall be so constructed as to reduce onboard noise and to protect personnel from noise in accordance with the Code on Noise Levels on Board Ships contained in IMO Resolution MSC.337(91).

1.19.3.4 For each ship Noise survey report shall be made in accordance with Appendix 1 to IMO Resolution MSC.337(91). The report shall comprise information on the noise levels in the various spaces on board and shall also show the reading at each specified measuring point. The points shall be marked on a general arrangement plan, or on accommodation drawings attached to the report, or shall otherwise be identified. The Noise survey report shall always be available for the crew.


46

2 MAIN PROPULSION SHAFTING

2.1 General Provisions

2.1.1 The requirements specified in Chapter 2 apply to propulsion shafts, such as intermediate, propeller, as well as thrust shafts (external to engines) of traditional straight forged design and which are driven by rotating machines such as diesel engines, turbines or electric motors.

2.1.2 For shafts that are integral to equipment, such as gear boxes, podded drives, electrical motors and/or generators, thrusters, turbines and which, in general, incorporate particular design features, additional criteria related to acceptable dimensions, stiffness, high ambient temperature shall be taken into account. Such design features are subject to PRS consideration in each particular case.

2.1.3 The requirements for shafts made of composite materials are subject to PRS consideration in each particular case.

2.2 Alternative Calculation Methods

2.2.1 Alternative calculation methods may be considered by PRS. Any alternative calculation method shall include all relevant loads on the complete dynamic shafting system under all permissible operating conditions. Consideration shall be given to the dimensions and arrangements of all shaft connections.

2.2.2 Alternative calculation methods shall take into account design criteria for continuous and transient operating loads (dimensioning for fatigue strength) and for peak operating loads (dimensioning for yield strength). The fatigue strength analysis may be carried out separately for different load assumptions, as, for example, specified in 4.2.2.

2.3 Materials

2.3.1 Where shafts may experience vibratory stresses close to the permissible stresses for transient operations, the material shall have a minimum ultimate tensile strength Rm of 500 MPa. Otherwise material having minimum ultimate tensile strength Rm of 400 MPa may be used.

2.3.2 In formulae in Chapter 4 and sub–chapter 4.2.2, the value of Rm shall be taken within the following limits: – for carbon and carbon manganese steels, a minimum specified tensile strength Rm not exceeding

760 Mpa shall be used in formula 2.4.1-3 and not exceeding 600 MPa – in formulae 4.2.2.1.1 and 4.2.2.1.2

– for alloy steels, a minimum specified tensile strength Rm not exceeding 800 MPa; – for propeller shafts, in general, a minimum specified tensile strength Rm not exceeding 600 MPa (for

carbon, carbon manganese and alloy steels).

2.3.3 Where materials with tensile strength Rm greater than the limits specified in 2.3.2 are used, reduced shaft dimensions or higher permissible vibration stresses are not acceptable when derived from the formulae specified in Chapter 4 and 4.2.2 unless PRS verifies that the material exhibit similar fatigue life as conventional steels. A torsional fatigue test shall be performed in accordance with Appendix I of UR M68 rev.2 in order to verify that the material exhibits similar fatigue life as conventional steels.

2.4 Shaft Diameter

2.4.1 Shaft diameter dp shall not be less than that determined in accordance with the following formula:

3AnBPkd Fp = [mm] (2.4.1-1)

where: P – rated power of intermediate shaft, [kW]; n – rated speed of intermediate shaft, [rpm]; F – coefficient taking into account type of main propulsion:

Main Propulsion Shafting

47

F = 95 – for turbine drive, for diesel engine drive with the slip type coupling and for electric drive; F = 100 – for other types of drive;

k – shaft design factor (see 2.4.4 and Table 2.4.4). A – correction coefficient of the coaxial hole in hollow shaft, determined in accordance with the formula

below:

4

1

−=

a

o

dd

A (2.4.1-2)

where: do – coaxial hole diameter, [mm]; da – actual outside diameter of shaft, [mm]; if do ≤ 0.4da, A = 1 may be taken; B – material coefficient, determined in accordance with the formula below:

160

560+

=mR

B (2.4.1-3)

for intermediate and thrust shafts B ≥ 0.5833; Rm – tensile strength of the shaft material, [MPa] – see 2.3.2.

2.4.2 The diameter of the propeller shaft located forward of the inboard stern tube seal may be gradually reduced to the corresponding diameter required for the intermediate shaft using the minimum specified tensile strength Rm of the propeller shaft in the formula and taking into account limitations given in subchapter 2.3.

2.4.3 In ships of restricted service assigned additional mark II or III, affixed to the symbol of class, the calculated diameter dp of intermediate, thrust and propeller shaft may be reduced by 5%.

2.4.4 Factors k (for low cycle fatigue) and Ck (for high cycle fatigue) take into account the influence of: – the stress concentration factor Rm (scf) relative to the stress concentration for a flange with fillet radius

of 0.08da (geometric stress concentration of approximately 1.45)

scf

Ck45.1

≈ (2.4.4-1)

and

xscfk

≈

45.1 (2.4.4-2)

where exponent x takes into account the low cycle notch sensitivity; – the notch sensitivity; the assumed values of factors k and Ck are representative for soft steels

(Rm < 600 MPa), while the influence of steep stress gradients in combination with high strength steels may be underestimated. The values of factors k and Ck, indicated in table 2.4.4, are rounded off.


48

Table 2.4.4 Values of k and Ck for different design features

Intermediate shafts Thrust shafts * Propeller shafts

inte

gral

cou

plin

g fla

nge1)

an

d st

raig

ht se

ctio

ns

shrin

k fit

cou

plin

g2)

keyw

ay, t

aper

ed c

onne

ctio

n3) 4

)

keyw

ay, c

ylin

dric

al c

onne

ctio

n3) 4

)

radi

al h

ole5)

long

itudi

nal s

lot6)

on b

oth

sides

of t

hrus

t col

lar 1)

in w

ay o

f bea

ring

whe

n a

rolle

r be

arin

g is

use

d

flang

e m

ount

ed o

r key

less

tape

r fit

ted

prop

elle

r8)

key

fitte

d pr

opel

ler8)

betw

een

forw

ard

end

of a

fterm

ost

bear

ing

and

forw

ard

ster

n tu

be se

al

k = 1.0 1.0 1.10 1.10 1.10 1.20 1.10 1.10 1.22 1.26 1.15

Ck = 1.0 1.0 0.60 0.45 0.50 0.307) 0.85 0.85 0.55 0.55 0.80

* External to engines. 1) Filet radius shall not be less than 0.08da 2) k and Ck refer to the plain shaft section only. Where shafts may experience vibratory stresses close to the permissible stresses

for continuous operation, an increase in diameter to the shrink fit diameter shall be provided, e.g. a diameter increase of 1% to 2% and a blending radius – see Note.

3) At a distance of not less than 0.2da from the end of the keyway, the shaft diameter may be reduced to the diameter calculated with k = 1.0.

4) Keyways shall not be used in installations with a barred speed range. 5) The diameter of radial bore dh shall not exceed 0.3da. 6) Subject to limitations as slot length l/da < 0.8, slot width e/da > 0.15 and do/da < 0.7, the end rounding of the slot shall not

be less than e/2. It is recommended that the edge rounding should preferably be avoided as this increases the stress concentration slightly. The values of k and Ck are valid for 1, 2 and 3 slots, i.e. with slots at 360°, 180° and 120° apart respectively.

7) Ck = 0.30 is approximated taking account of the limitations specified above in 6). More accurate stress concentration factor (scf) calculation may be determined in accordance with 2.4.5. In that case:

Ck = 1.45/scf Note that the scf factor is defined as the ratio between the maximum local principal stress and √3 times the nominal torsional stress (determined for the bored shaft without slots).

8) Applicable to the portion of the propeller shaft between the forward edge of the aftermost shaft bearing and the forward face of the propeller hub (or, if it is applicable, shaft flange), but not less than 2.5 dp. Note: Each transition of diameter shall be designed with either a smooth taper or a blending radius. It is required that a blending radius should be equal to the change in diameter.

2.4.5 The stress concentration factor scf at the end of slots may be determined by means of the following empirical formula (the symbols as given in footnote 6) to Table 2.4.4):

[ ]( )

pp

o

pholet

de

dd

delscf

⋅

−

−⋅+=

1

/8.0α (2.4.5-1)

This formula applies to: – slots at 360°, 180° and 120° apart; – slots with semicircular ends; a multi-radii slot end can reduce the local stresses, but this is not included

in this empirical formula; – slots with no edge rounding (except chamfering), as any edge rounding increases the stress

concentration factor (scf) slightly. α t[hole] represents the stress concentration of radial holes (in this context e = hole diameter) and may be

determined as:


49

[ ]

222

1015332

⋅

⋅+

⋅+⋅−=

p

o

pppholet d

dde

de

de

.α (2.4.5-2)

or simplified to α t[hole] = 2.3.

2.4.6 Shafts complying with the requirements specified in this Chapter satisfy low cycle fatigue criterion (typically < 104), i.e. the primary cycles represented by zero to full load and back to zero, including reversing torque, if applicable. This requirement is addressed in formula 2.4.1-1.

2.5 Shaft Couplings

2.5.1 In general, all coupling bolts at the flanges of shafts shall be fitted. The number of fitted bolts may be reduced to 50% of the total number; however, the number shall not be smaller than three. The minimum diameter of plain coupling bolts shall not be less than the diameter ds determined in accordance with formula 2.5.2.

Flange joints transmitting the torque by friction only (without fitted bolts) may also be used but their use are subject to special consideration by PRS.

Coupling bolts nuts shall be protected against loosening.

2.5.2 The diameter, ds, of fitted coupling bolts shall not be less than that determined in accordance with the formula below:

ms

mpps iDR

Rdd

160)(0.65

3 += [mm] (2.5.2)

where: dp – design diameter of intermediate shaft, taking into account the ice strengthening, if required, [mm];

when the diameter is increased due to torsional vibrations, dp shall be taken equal to the actual diameter of the intermediate shaft;

I – number of fitted bolts in the coupling; D – diameter of the pitch circle of the coupling bolts, [mm]; Rmp – tensile strength of shaft material, [MPa]; Rms – tensile strength of bolt material, [MPa], where:

Rmp ≤ Rms ≤ 1.7 Rmp , however not exceeding 1000 MPa. The diameter of bolts coupling the propeller boss to the propeller shaft flange is subject to special

consideration by PRS.

2.5.3 The thickness of coupling flanges (under the bolt heads) of the intermediate shafts and thrust shafts and of the forward coupling flange of the propeller shaft shall not be less than 0.2dp or ds, determined in accordance with formula 2.5.2 for the shaft material, whichever is greater.

The thickness of the coupling flange of the propeller shaft, by means of which the propeller shaft is connected with the propeller, shall not be less than 0.25 of the actual shaft diameter.

The use of flanges having non-parallel external surfaces is subject to special consideration by PRS, however their thickness shall not be less than ds.

2.5.4 The fillet radius at the base of coupling shall not be less than 0.08 of the actual shaft diameter. The fillet may be performed by the variable radii, provided however, that the coefficient of the stress concentration is not greater than that obtained by one radius used to carry out the fillet. The fillet surface shall be smooth and not affected by the recesses for heads and nuts of coupling bolts.

2.5.5 Dimensions of both the keyway and key for couplings shall be such as to ensure that the unit interface pressure induced by the average torque at the rated number of revolutions and rated output of the engine on the side surface of the keyway does not exceed 0.75 of the yield point of the material of the shaft or flange, respectively. The lower keyway corners shall be rounded to a radius of about 0.0125 of the shaft diameter, however not less than 1.0 mm.


50

2.6 Propeller Shaft Bearings

2.6.1 The length of the shaft bearing next to the propeller shall be determined as follows: .1 for oil lubricated bearings lined with white metal – not less than 2.0 times the rule diameter of the

shaft in way of the bearing. The length of the bearing may be less provided the nominal bearing pressure is not more than 8 bar as determined by static bearing reaction calculation taking into account shaft and propeller weight which is deemed to be exerted solely on the aft bearing divided by the projected area of the shaft. However, the minimum length is to be not less than 1.5 times the actual diameter.

.2 for water lubricated bearings of synthetic material – not less than 4.0 times the rule diameter of the shaft in way of the bearing. For a bearing of synthetic material consideration may be given to a bearing length not less than 2.0 times the rule diameter of the shaft in way of the bearing, provided the bearing design and material is substantiatated by experiments to the satisfaction of PRS. Synthetic materials for application as water lubricated stern tube bearins are to be type approved.

.3 for oil lubricated bearings of synthetic rubber, reinforced resins or plastics materials – not less than 2,0 times the rule diameter of the shaft in way of the bearing. The length of the bearing may be less provided the nominal bearing pressure is not more than 6 bar as determined by static bearing reaction calculation taking into account shaft and propeller weight which is deemed to be exerted solely on the aft bearing divided by the projected area of the shaft. However, the minimum length is to be not less than 1.5 times the actual diameter. Where the material has proven satisfactory testing and operating experience, consideration may be given to an increased bearing pressure. Synthetic materials for application as oil lubricated stern tube bearings are to be type approved.

.4 the length of a grease lubricated bearing is to be not less than 4,0 times the rule diameter of the shaft in way of the bearing.

2.6.2 Where shut-off valve has been provided on the supply of bearing lubricating water, it shall be fitted to the stern tube or afterpeak bulkhead. A flow indicator shall be provided in the piping supplying water lubricating the bearing.

It is recommended that a device preventing the stern tube freezing be fitted.

2.6.3 Oil lubricated bearings shall be provided with means of forced cooling of the oil, unless the afterpeak tank is always filled with water.

Means shall be provided for measuring the temperature of loaded part of the bearing. For bearings of less than 400 mm in diameter the measurement of oil temperature in way of the bearing may be accepted.

2.6.4 For oil lubricated bearings the gravity tanks shall be located above the waterline and shall be provided with level indicators and low oil level alarm.

2.7 Keyless Shrink Fitting of Propellers and Shaft Couplings

2.7.1 In the case of keyless fitting of propellers and/or couplings, the taper of the shaft cone shall not exceed 1:15. When the taper does not exceed 1:50, the fitting of coupling on the shaft may be done without retaining nut or other way of securing the coupling.

2.7.2 Keyless shrink fitting of propeller on propeller shaft shall be done without an intermediate sleeve between the propeller boss and the shaft. The arrangements with intermediate sleeve are subject to PRS consideration in each particular case.

2.7.3 When fitting detachable keyless shrink joint (see Fig. 2.7.3), the axial shift of the boss in respect to the shaft or intermediate sleeve from the moment of obtaining the metallic contact on the cone surface after eliminating the clearance, shall not be less than that determined in accordance with the formula below:

( )( )

−−++

=

zttD

TnD

PLhz

Bh mewyw

w

αα∆ 2

23191080 K [cm] (2.7.3)


51

where: ∆h – assembly axial shift of the boss B – material and shape factor of the joint:

−

−+

+

+

−+

= ww

yy

vww

Ev

yy

EB 2

2

2

2

111

111 [MPa -1]

For connections with non-hollow steel shaft, factor B may be determined by linear interpolation in accordance with Table 2.7.3.

Table 2.7.3 Factor B x105, [MPa -1]

Factor y

Solid steel shaft: w = 0; Ew = 2.059 x 105 Mpa; νw = 0.3

Copper alloy boss νy = 0.34 Steel boss

Ey=

0.98

x 1

05

MPa

Ey=

1.07

8 x

105

MPa

Ey=

1.P7

8 x

105

Mpa

Ey=

1.27

4 x

105

MPa

Ey=

1.37

3 x

105

MPa

Ey=

1.47

1 x

105

MPa

Ey=

1.56

9 x

105

MPa

ν y =

0.3

E

y = 2

.059

x 1

05 M

Pa

1.2 1.3 1.4 1.5 1.6 1.7 1.8

6.34 4.66 3.83 3.33 3.01 2.78 2.62

5.79 4.26 3.52 3.07 2.77 2.48 2.38

5.34 3.95 3.25 2.83 2.57 2.38 2.23

4.96 3.66 3.03 2.64 2.40 2.22 2.09

4.63 3.43 2.83 2.47 2.24 2.09 1.97

4.34 3.22 2.67 2.34 2.12 1.97 1.86

4.09 3.04 2.52 2.21 2.01 1.87 1.76

3.18 2.38 1.98 1.74 1.59 1.49 1.41

1.9 2.0 2.1 2.2 2.3 2.4

2.49 2.39 2.30 2.23 2.18 2.13

2.29 2.20 2.13 2.06 2.01 1.97

2.13 2.05 1.98 1.92 1.88 1.84

1.99 1.92 1.86 1.79 1.75 1.72

1.88 1.80 1.74 1.69 1.65 1.62

1.77 1.70 1.65 1.60 1.57 1.54

1.68 1.62 1.57 1.53 1.49 1.46

1.35 1.29 1.25 1.22 1.19 1.17

Ey – modulus of elasticity of boss material, [MPa]; Ew – modulus of elasticity of shaft material, [MPa]; νy – Poisson’s ratio for boss material; νw – Poisson’s ratio for shaft material; (for steelνw = 0.3); y – mean factor of external boss diameter; w – mean factor of diameter of shaft hole.


52

Fig. 2.7.3

Dw – mean external diameter of shaft at the area of contact with the boss or intermediate sleeve, [cm]: – without intermediate sleeve:

Dw1 = Dy1, Dw3 = Dy3 Dw2 = Dy2, Dw = Dy

– with intermediate sleeve: Dw1 ≠ Dy1, Dw3 ≠ Dy3 Dw2 ≠ Dy2, Dw ≠ Dy

– for boss: y D D DD D D

z z z

y y y

=+ ++ +

1 2 3

1 2 3

– for shaft: wD D DD D D

o o o

w w w

=+ ++ +

1 2 3

1 2 3

DD D D

ww w w=

+ +1 2 3

3

DD D D

yy y y=

+ +1 2 3

3

h – effective height of cone at the contact area of the shaft or intermediate sleeve with the boss with oil grooves deduced, [cm];

z – taper of cone at the contact area of the shaft or intermediate sleeve with the boss; P – power transmitted by the joint, [kW]; L = 1 (for ships with ice strengthening see 22.2.5); n – number of the joint’s revolutions, [rpm]; T – propeller thrust for “ahead” revolutions with the ship moored, [kN]; αy – thermal coefficient of linear expansion of the boss material, [1/°C]; αw – thermal coefficient of linear expansion of the shaft material, [1/°C]; te – temperature of the joint in service conditions, [°C]; tm – temperature at the time of fitting, [°C]; K = 1.0 for the joints without intermediate sleeve, K = 1.1 for the joints with intermediate sleeve.

The calculation shall be made for the highest service temperature te = 35 °C.


53

2.7.4 The shrinkage allowance when fitting steel couplings to make a permanent shrink fit shall not be less than that determined by the formula:

∆ Dw

Bh

PLnD

T=

+

80 1910 3 2

2 [cm] (2.7.4)

∆D – shrinkage allowance when fitting the coupling on diameter Dw. For other symbols – see 2.7.3.

2.7.5 For the boss of a detachable or permanent keyless shrink joint, the following condition shall be fulfilled:

( )AB

CD

t Ry

y w m ey+ −

≤α α 0 75. (2.7.5-1)

where: A – shape factor of the boss determined by the formula:

Ay

y=−

+1

11 32

4 (2.7.5-2)

Factor A may be determined by linear interpolation in accordance with Table 2.7.5.

Table 2.7.5 Factor A

y 1.2 1.3 1.4 1.5 1.6 1.7 1.8 1.9 2.0 2.1 2.2 2.3 2.4

A 6.11 4.48 3.69 3.22 2.92 2.70 2.54 2.42 2.33 2.26 2.20 2.15 2.11

C = ∆Dr – for permanent joints; C = ∆hr z – for detachable joints;

∆hr – actual axial shift of the boss when fitting at temperature tm, [cm]; ∆hr ≥ ∆h; ∆Dr – actual shrinkage allowance for permanent joint, [cm]; ∆Dr ≥ ∆D; Rey – yield point of boss material, [MPa]; Dy – mean inside diameter of the boss at the contact area with the shaft or intermediate sleeve,

[cm]. For other symbols – see 2.7.3.

2.8 Braking Devices

The shafting shall be provided with a braking device. The following devices may be used: brake, turning gear or other locking equipment precluding the shafting rotation in case of failure of the main propulsion machinery.

2.9 Stern Tube Seal

2.9.1 In all cases, stern tubes shall be enclosed in a watertight space of moderate volume. In passenger ships, the stern gland shall be situated in a watertight shaft tunnel or other watertight space separate from the stern tube compartment and of such volume that, if flooded by leakage through the stern gland, the bulkhead deck will not be immersed. By way of derogation, in cargo ships, other measures to minimize the danger of water penetrating into the ship in case of damage to stern tube arrangements may be taken.

2.9.2 In cargo ships, a stern tube enclosed in a watertight space of moderate volume, such as an aft peak tank, where the inboard end of the stern tube extends through the aft peak/engine room watertight bulkhead into the engine room is considered a solution complying with the requirements 2.9.1, provided that the inboard end of the stern tube is effectively sealed at the aft peak/engine room bulkhead by means of an approved, by PRS, watertight and oiltight gland system.


54

2.10 Shafting alignment

For proper arrangement of propulsion plant bearings, shafting alignment calculations shall be performed and submitted to PRS Head Office for consideration and, in case of direct propulsion, presented to main engine manufacturer. Upon PRS consent, such analysis may be waived for propulsion plants with intermediate shaft of a diameter less than 300 mm.

2.10.1 Requirements concerning the scope of shafting alignment calculations:

– shafting alignment calculations shall always be performed when the intermediate shaft diameter is 300 mm and above;

– shafting alignment calculations shall always be performed for propulsion plant with reduction gear, where the output shaft is driven by two or more pinions for ahead run;

– shafting alignment calculations shall always be performed for the shaft generator or electrical motor if they are an integral part of the low speed propulsion plant;

– the calculations results shall include bearings reactions, shear forces and bending moments along the whole shaftline, details on aft sterntube bearing slope (if any), design deflection of bearings off the (straight) base line and detailed procedure of shafting alignment. The specification shall also include table and graph presentation of shaft deflection line in relation to base line and presentation of bending stresses and shear forces;

– calculations shall be performed for hot and cold conditions of running, taking into account hot offsets and maximum allowable alignment tolerances. Hot condition shall be calculated both for design and ballast draught;

– the shafting alignment calculations shall include the influence of: – buoyancy of propeller and propeller shaft; – hydrodynamic propeller loads, both for design and ballast draught; – thermal rise of machinery components (including rise caused by heated tanks in double bottom and

other possible heat sources); – gear loads; – bearing clearances and angular displacement of gear output shaft in its bearings; – bearing stiffness (if substantiated by knowledge or evaluation, otherwise infinite); – hull and structure deflections in the machinery region.

– evaluation of shafting alignment shall also include the influence of: – thermal expansion of materials; – shafting alignment forces; – tooth coupling reaction forces; – universal coupling (Cardan) forces.

2.10.2 Requirements for shafting alignment calculation results:

– report on calculation results shall include all calculation input data, (including reference to relevant drawings) and short description of drive components (manufacturer, type, main parameters);

– the calculation shall include a list of operating conditions and the respective influence parameters; – the calculation shall include data on clearances in the bearings considered; – bearing loads in all operating conditions shall be within allowable load range as determined by bearing

manufacturers; – the calculation shall include the correction factors for bearing reactions if the bearing load is measured

with a jack located close to the bearing and not directly under it; – zero or very low bearing loads are acceptable if these have no adverse influence on whirling vibration; – static load in the aft stern tube bearings shall be below 0.8 MPa for white metal lined bearings and below

0.6 MPa for synthetic bearing materials at bearing length from 1.5 to 2 times the actual propeller shaft diameters;

– shear forces and bending moments acting on propulsion plant components shall be within the limits as determined by the component manufacturer; it is particularly important for the flange of the engine crankshaft and output shaft at the working temperature of propulsion plant (hot condition);


55

– relative nominal slope between propeller shaft and aft sterntube bearing shall not exceed 0.3⋅10-3 rad (0.3 mm/m), otherwise it shall be compensated by aft sterntube bearing slope or a slope bore made in the bearing;

– the calculation shall include data for shafting alignment onboard with tolerances, such as sag and gap between shafting flange and crankshaft flange or gearbox output flange as well as bearing load tolerances;

– maximum bending stresses in shafts as limited by the shaft dimensions criteria contained in the Rules; – acceptance criteria defined by manufacturer of the reduction gear, e.g. limits for output shaft bearing

loads including their maximum difference in size, shall be fulfilled.

2.10.3 Prior to assembly of propeller shaft, position of aft sterntube bearings axes in relation to other propulsion plant bearings shall be verified. The final verification of the shafting alignment shall be performed afloat and witnessed by PRS Surveyor.


56

3 PROPELLERS


3.1.1 The design of propellers other than classical screw propellers is subject to PRS consideration in each particular case.

3.1.2 Guidelines for the repair of propellers are specified in Publication 7/P – Repair of Cast Copper Alloy Propellers.

3.1.3 The requirements for propellers of ships with ice class notation are specified in Publication 122/P – Requirements for Baltic Ice Class Ships and Polar Class for Ships under PRS Supervision.

3.2 Blade Thickness

3.2.1 The blade thickness shall not be less than that determined in accordance with the formula below:

s k A

HD

Pnb Z M

=

+

3 65

0 3122

3

.

.

[mm] (3.2.1)

where: s – maximum thickness of expanded cylindrical section of blade, measured perpendicularly to the

blade pressure side or geometrical chord of the section at the radius of 0.2R for solid propellers, 0.25R or 0.3R for built-up propellers, 0.35R for CP propellers and 0.6R for all propellers, irrespective of their design, [mm];

k = 1; for ships with ice strengthening – see 22.2.6; A – coefficient determined from Table 3.2.1 for the radius of 0.2R, 0.25R, 0.3R, 0.35R or 0.6R,

respectively, and also for the required rake at blade tip; if the rake differs from the values shown in the Table, coefficient A shall be assumed as for the nearest maximum value of that rake;

P – propeller shaft power at the rated output of main engine, [kW]; n – rated number of propeller shaft revolutions, [rpm]; Z – number of blades; b – width of expanded blade at the radius of 0.2R, 0.25R, 0.3R, 0.35R or 0.6R, respectively, [m]; D – propeller diameter, [m]; R – propeller radius, [m]; H/D – pitch ratio at the radius of 0.7R; M = 0.6Rm(s) + 180, but no more than 570 MPa for steel and no more than 610 MPa for non-ferrous alloys; Rm(s) – ultimate tensile strength of the blade material, [MPa].

Table 3.2.1 Values of coefficient A

Radius of blade [m]

Rake at blade tip, as measured along the blade pressure side [deg] 0 2 4 6 8 10 12 14 16

0.20R 0.25R 0.30R 0.35R 0.60R

390 378 367 355 236

391 379 368 356 237

393 381 369 357 238

395 383 371 359 240

397 385 373 361 241

400 388 376 364 243

403 391 379 367 245

407 394 383 370 247

411 398 387 374 249

For ships of restricted service, having in their symbol of class additional mark II or III, the blade thickness s may be reduced by 5%.

3.2.2 The thickness at the blade tip shall not be less than 0.0035D.

3.2.3 Intermediate thicknesses of blade shall be so chosen that the contour lines of the maximum blade thickness sections run smoothly from the root, through intermediate profiles to the tip.

3.2.4 In justified cases PRS may consider proposals different from the requirements 3.2.1 and 3.2.2, provided that detailed strength calculations are submitted.

Propellers

57

3.3 Bosses and Blade Fastening Parts

3.3.1 Fillet radii of the transition from blade to boss at the location of maximum blade thickness shall be at least 0.04D at the blade suction side and at least 0.03D at the blade pressure side (D – propeller diameter).

If the blade is not raked, the fillet radius at both sides shall be at least 0.03D. The transition from blade to boss may be formed of variable radii, provided that the stress concentration

coefficient is not greater than for circular fillets with the radii mentioned above.

3.3.2 The propeller boss shall be provided with holes to fill the void spaces between the boss and the shaft cone with grease. The grease shall also fill the void space inside the propeller cap.

The grease used for filling the above-mentioned spaces shall have solid consistency and not cause corrosion.

3.3.3 Where propeller blades are bolted to the hub, the bolt diameter and thread core diameter of these bolts shall not be less than ds determined in accordance with the formula below:

d k sb R

d Rsm s

m sm

= ( )

( )1

[mm] (3.3.3)

where: k = 0.33 for 3 bolts used on blade pressure side, k = 0.30 for 4 bolts used on blade pressure side, k = 0.28 for 5 bolts used on blade pressure side; s – maximum thickness of blade, measured at the boss, in the section calculated acc. to 3.2.1 (see also

21.2.6), [mm]; b – developed blade width of the cylindrical section (calculated section) measured at the boss, [m]; Rm(s) – tensile strength of the blade material, [MPa]; Rm(sm) – tensile strength of the bolt material, [MPa]; d1 – diameter of the fixing bolts’ circle; for of different arrangement of bolts, i.e. outside the circle,

d1 = 0.85l (where l – distance between the remotest bolts), [m].

3.4 Controllable Pitch Propellers

3.4.1 Hydraulic power operating system of the propeller blades pitch setting device shall be served by two independent pumps of equal capacity – one service and one standby pump. One of the pumps may be driven from the main engine; in that case this pump shall be capable of operating the propeller blades under all operating conditions of the engine.

Ships equipped with two CP propellers may be provided with one independent standby pump for both propellers.

Where the power system is served by more than two pumps, their capacities shall be such that in the case of failure of one of these pumps the combined capacity of remaining pumps will enable reverse of the propeller blades in accordance with 3.4.4.

3.4.2 The propeller blades pitch setting device shall be so designed as to allow the positioning of blades for running ahead in case of hydraulic power operating system failure.

3.4.3 Hydraulic power operating system of the propeller blades pitch setting device shall be constructed in accordance with the requirements specified in Chapter 7 of Part VII – Machinery, Boilers and Pressure Vessels, and the piping of the system shall be tested in accordance with the requirements specified in subchapter 1.5 of this Part VI.

3.4.4 The time of reversing the propeller blades from ”full ahead” to ”full astern” position, with the main engine not running, shall not exceed: – 20 s for propellers of diameter up to and including 2 m, – 30 s for propellers of diameter above 2 m.

3.5 Balancing Screw Propellers and Propellers of Thrusters and Active Rudders

After final machining, screw propellers and propellers of thrusters and active rudders shall be balanced in accordance with the requirements of relevant standards.


58

4 TORSIONAL VIBRATIONS


4.1.1 The scope and methodology of calculating the torsional vibrations of propulsion systems shall be such as to enable a complete analysis of dynamic loads in all parts of the system in all working modes expected during normal operation.

PRS shall be submitted with the calculations performed with the following assumptions: – normal operation of the engine, – no ignition (i.e. no injection but with compression) in this engine cylinder in which the failure causes

most unfavourable dynamic loads. It is recommended to carry out calculation analysis for emergency operations of the system (e.g. damper

failure, flexible coupling failure, breaking the propeller blade, etc.), which in the opinion of the designer are the most probable and significant. In well-grounded cases, PRS may require that the results of such analysis are submitted for consideration.

If changes have been introduced into the design of existing propulsion system which affect its dynamical features and alternating torsional vibrations stresses, the above-mentioned calculations shall be carried out again and submitted to PRS for consideration.

The torsional vibration stresses are the stresses that are added to the torsional stresses resulting from mean torque at the considered engine speed and power output.

4.1.2 Calculations of torsional vibrations shall include: .1 input data:

– mass moments of inertia and rigidity of particular components of a system; – logic diagrams of all the applicable modes of system operation; – type and rated parameters of the torsional vibration dampers, flexible couplings, transmission

gears and generators – where applied; .2 tables of the successive forms of free vibrations with resonance within the range from 0.2nz

to 1.2nz , with their harmonics as specified in .3; .3 firing order in the engine cylinders and the values of vector sum of the relative amplitudes

of torsion angles of the cranks for all considered modes and harmonic orders within the range from 1 to 16 for two-stroke engines and from 0.5 to 12 for four-stroke engines;

.4 values of stresses caused by all significant harmonic excitation torques within the range from 0.2nz to 1.05nz for main engines and 0.5nz ÷1.1nz for power generating set engines at the weakest cylindrical cross sections of the shafting;

.5 dynamic torques in flexible couplings and on the pinion of transmission gears within the speed range as specified in .4;

.6 for power generating sets – dynamic torques on the generator’s rotor;

.7 vibration amplitudes taken at the assumed point of measurement (on the mass where measurements are taken), corresponding to the calculated values of the 58ynthesized stresses and dynamic torques as specified in .4, .5 and .6. The alternating torsional stress amplitude shall be understood as (τmax – τmin)/2;

.8 graphical and tabular presentation of dynamic loads and parameters of the torsional vibrations specified in items from .4 to .7. The graphs and tables shall include both combined values and the most significant harmonic ones.

4.1.3 Torsional vibration calulations of the propulsion system for ships with Baltic Ice or Polar Class notation, relevant dynamic ice loading resulting form ice milling and/or ice impact must be considered to comply with the requirements of Publication 122/P.

4.2 Permissible Stresses

4.2.1 Crankshafts

4.2.1.1 The combined torsional stresses for continuous operation of the engines shall not exceed those determined in accordance with the following formulae:

Torsional Vibrations

59

.1 within the range of crankshaft rpm: 0.7 nz ≤ n ≤ 1.05 nz – for main engines of ships with ice class L1A and L1, 0.9 nz ≤ n ≤ 1.05 nz – for main engines of other ships, 0.9 nz ≤ n ≤ 1.10 nz – for engines driving generators or other auxiliary machinery, – where the maximum value of variable torsional stresses τN max has been determined by the

crankshaft calculation method given in Publication 8/P – Calculation of Crankshafts for I.C. Engines:

max1 Nk ττ ±≤ (4.2.1.1.1-1)

– where the above-mentioned method has not been applied:

Dk C.36302 ±≤τ (4.2.1.1.1-2)

.2 within the rpm ranges of crankshaft lower than those mentioned in .1, respectively:

381

232

3 .

nn

zk

k

−

±≤

τ

τ (4.2.1.1.2-1)

or

−±≤

2

4 2322z

Dk nnCτ (4.2.1.1.2-2)

where: τ1k , τ2k , τ3k , τ4k – permissible stresses, [MPa]; CD – size factor determined using the formula below: CD = 0.35 + 0.93 d –0.2; d – shaft diameter at the weakest section, [mm]; d = min [djournal , dcrankpin]; n – speed under consideration, [rpm]; nz – rated speed, [rpm].

In the propulsion systems operated for prolonged periods of time with rated torque in the range of operational speed below the rated one (e.g. tug-boats, fishing trawlers, etc.) the stresses shall not exceed those determined in accordance with formula 4.2.1.1.1-1 or 4.2.1.1.1-2.

4.2.1.2 The combined torsional stresses for the barred speed ranges, which shall be passed quickly, shall not exceed the values determined in accordance with the following formula:

τ1kz = ±1.9 τ3k (4.2.1.2-1) or τ2kz = ±1.9 τ4k (4.2.1.2-2)

depending on the calculation method applied, where: τ1kz and τ2kz – permissible stress for quick passing through the barred range, [MPa]; τ3k and τ4k – see 4.2.1.1.

4.2.2 Intermediate, Thrust, Propeller and Generator Shafts

4.2.2.1 The combined torsional stresses for continuous operation shall not exceed, in any part of the shaft, the values determined in accordance with the following formulae:

.1 within the range of shaft rpm: 0.7 nz ≤ n ≤ 1.05 nz – for ships with ice class L1A and L1, 0.9 nz ≤ n ≤ 1.05 nz – for other ships, 0.9 nz ≤ n ≤ 1.10 nz – for generators,

τ1w = ±1.38 Cw Ck CD (4.2.2.1.1)


60

.2 within the rpm range lower than mentioned in .1:

−=

2

2 23z

Dkww nnCCCτ (4.2.2.1.2)

where: τ1w ,τ2w – permissible stresses, [MPa]; Cw – material factor determined in accordance with the formula below:

2.4218

160≤

+= m

wR

C

(Rm > 600 MPa shall not be taken into account); Rm – shaft material tensile strength, [MPa]; Ck – shaft structure factor (see 2.4.4): = 1.0 for intermediate shafts and generator shafts with flanges forged together with a shaft, = 0.6 for intermediate shafts and generator shafts in way of keyways, = 0.85 for the parts of thrust shafts specified in 2.4, = 0.55 for the parts of propeller shafts for which, in accordance with 2.5.1, the coefficient

value 1.22 or 1.26 shall be taken; CD , n, nz – see 4.2.1.1.2.

In the propulsion systems operated for prolonged periods of time with the rated torque at speeds below the rated one (e.g. tugboats, fishing trawlers, etc.), the stresses shall not exceed those determined in accordance with formula 4.2.2.1.1.

4.2.2.2 The 60ynthesized torsional stresses for the barred speed ranges, which shall be passed quickly, shall not exceed the value determined in accordance with the formula below:

k

wwz

C. 271 ττ ±= (4.2.2.2)

where: τwz – permissible stress for quick passing through the barred range, [MPa].

For other symbols – see 4.2.2.1.

4.2.2.3 The stress values defined in 4.2.2.1 and 4.2.2.2 refer to the shafts with diameters equal to those required in Chapter 2. Where actual diameters of the shafts are greater than required, PRS may accept higher values of the combined torsional vibration stresses.

PRS may accept the stresses exceeding those determined in 4.2.2.1 and 4.2.2.2 where justified by calculation.

4.2.3 Permissible Dynamic Torques

4.2.3.1 Dynamic moments in flexible couplings and vibration dampers shall not exceed the values specified by the manufacturer.

4.2.3.2 It is recommended that the dynamic torques occurring in any stage of a transmission gear do not exceed 1/3 of the rated torque within the rpm range from 0.9nz to 1.05nz.

4.2.3.3 Dynamic moments occurring in generator rotor shall not exceed the values specified by the manufacturer – depending on the employed construction of connection with the generator shaft.

4.3 Measurements of Torsional Vibration Parameters

4.3.1 The results of calculation of combined torsional vibration stresses shall be confirmed by measurements taken on the first vessel of the series. When estimating these stresses, their harmonic analysis shall be done.

4.3.2 The measured frequencies of free vibrations shall not differ from the calculated values by more than 5%. Where this requirement is not fulfilled – the calculations shall be corrected accordingly.

Torsional Vibrations

61

4.3.3 Where, as a result of calculations, it is not necessary to apply barred speed ranges, or in other justified cases, PRS may allow taking measurements to be waived.

4.4 Barred Speed Ranges

4.4.1 Where the combined actual torsional stresses exceed the permissible values for continuous operation, the barred speed ranges shall be determined. The barred speed ranges shall not occur within the following ranges: – n ≥ 0.7nz – for propulsion system of ships with ice class L1A and L1, – n ≥ 0.8nz – for propulsion system of other ships, – n ≥ 0.85nz – for power generating sets.

4.4.2 The limits of the barred speed range shall be determined as follows: .1 the barred speed range shall cover all speeds where the permissible stresses τ1w and τ2w, calculated in

accordance with formulae (4.2.2.1.1) and (4.2.2.1.2) are exceeded; .2 for controllable pitch propellers with the possibility of individual pitch and speed control, both full

and zero pitch conditions shall be considered. .3 additionally the tachometer tolerance has to be added to the lower and upper limit of the barred

speed range; .4 at each end of the barred speed range the engine shall be stable in operation; .5 generally and subject to the requirements specified in .1 to .4, the following formula may be applied for

the barred speed calculations, provided that torsional stress amplitudes at the border of the barred speed range are less than τ1w or τ2w under normal and stable operating conditions:

16

18

18

16 kz

k

z

k

k

nnn

n

nn

n

−

≤≤−

(4.4.2)

where: n – barred speed range, [rpm]; nk – resonance speed, [rpm]; nz – rated speed, [rpm].

4.4.3 The limits of barred speed may also be determined by extending by 0.03nz to both sides the range within which the combined torsional vibration stresses or torques in the flexible couplings or transmission gear, exceed the permissible values.

4.4.4 Where normal operation of the engine is accompanied by calculated, and confirmed by measurements, speed ranges in which the combined stresses or dynamic torques in couplings or in transmission gears exceed the permissible values, then the ranges of barred speed shall be marked in accordance with 1.15.2. Proper warning plates shall be located at the engine control stations.

4.4.5 Where during the engine operation with one cylinder without ignition (see 4.1.1) the stresses and torques defined in 4.4.4 exceed the allowable values, then:

.1 the engine shall be provided with an automatic alarm system, indicating the lack of ignition in a cylinder, and the engine control stations shall be fitted with the plates indicating the barred speed ranges, determined in accordance with 4.4.2 or 4.4.3 for such a condition of engine;

.2 where the alarm system defined in .1 is not provided, the additional barred speed ranges for the engine operation with one cylinder without ignition shall be marked on the tachometers and warning plates.

Barred speed ranges in one-cylinder misfiring conditions of single propulsion engine ships shall enable safe navigation.


62

5 GRAVITY OVERBOARD DRAIN SYSTEM

5.1 Provisions of the present chapter are applicable to the pipes which penetrate the ship’s shell plating below freeboard deck and which allow liquids from open decks and various ship’s spaces and compartments to be discharged overboard by gravity.

Requirements concerning pipes, which allow liquids to be drained from one compartment into another one within the ship, are given in Chapter 6.

5.2 Drain pipes from non-watertight spaces and compartments shall be led overboard.

5.3 Enclosed cargo spaces located on the freeboard deck may be drained by gravity directly overboard if, with the vessel at the deepest draught and heeled 5 degrees to either board, the freeboard deck edge is not immersed in water (see also 6.6.12).

5.4 Drain pipes from all watertight spaces and compartments of the ship located below or above the freeboard deck shall be fitted with means preventing the seawater from entering into the ship. Normally each drain pipe shall be fitted with a shut-off non-return valve controlled from an readily accessible position located above the freeboard deck. Instead of one shut-off non-return valve, a non-return valve and shut-off valve may be fitted. Means of control of the valves shall be provided with indicators (valve open/valve closed).

5.5 Where sanitary discharges and deck scuppers are led overboard through the shell in way of machinery spaces, the fitting to the shell of a locally operated positive closing valve, together with non-return valve inboard , is considered to provide protection equivalent to the requirements 5.4.

5.6 Where the vertical distance from the summer load waterline (for ships with assigned summer timber load waterline – from the summer timber load waterline) to the open end of the drain pipe inside the ship exceeds 0.01L (L – length of the ship defined in subchapter 1.2 of Part II – Hull) then instead of shut-off non-return valve required in 5.4 two non-return valves may be fitted, provided that the inboard valve is installed above the deepest load waterline in salt water allowed for the ship in a position always accessible under service conditions.

5.7 Where the vertical distance from the summer load waterline (for ships with assigned summer timber load waterline – from the summer timber load waterline) to the open end of the drain pipe inside the ship exceeds 0.02L, then instead of shut-off non-return valve required in 5.4 one non-return valve may be fitted.

5.8 The aforesaid requirements regarding fitting of non-return valves do not apply to the drain pipes which shall be necessarily kept closed at sea (e.g. gravity drains from topside ballast tanks).

5.9 Drain pipes leading from any level and penetrating the ship’s shell plating either more than 450 mm below the freeboard deck or less than 600 mm above the summer load waterline shall be fitted with a non-return valve at the shell. The pipe wall thickness shall not be less than that specified in column 4 of Table 1.16.3.1-1. Unless required by 5.4, 5.6 or 5.7 the non-return valve may be omitted, provided that below the freeboard deck the pipe wall has substantial thickness, in accordance with 5.10.

5.10 The valves preventing seawater from entering into the ship referred to above shall be installed directly on pads welded to the shell plating. Where it is impracticable, the valve may be installed on a distance piece welded to the shell plating. Wall thickness of the distance piece shall not be less than: – 7 mm – for d ≤ 80 mm, – 10 mm – for d = 180 mm, – 12.5 mm – for d ≥ 220 mm, where d is the pipe outside diameter.

For intermediate outside diameters, wall thickness shall be determined by linear interpolation. The distance piece shall be connected with adjacent shell plating stiffeners by means of brackets.

Gravity Overboard Drain System

63

5.11 The table below provides the acceptable arrangements of scuppers, inlets and discharges.

Table 5.11


64

6 BILGE SYSTEM

6.1 Pumps

6.1.1 Self-propelled ships shall be provided with at least two power bilge pumps. In ships having a length LW of up to 91.5 m (definition of LW – see note to Table 6.1.4), one of the bilge pumps may be a main engine-driven pump, or a water or steam ejector, provided the steam boiler is always under pressure.

For ships of restricted service, having in their symbol of class additional mark II or III, one of the pumps may be driven by the main engine, and the other may be a hand pump or an ejector.

6.1.2 Centrifugal bilge pumps shall be of self-priming type or provided with air ejection arrangements. Independent drive sanitary, ballast, fire or general-purpose pumps of adequate capacity may be used as bilge pumps where the Rules allow this kind of service.

Where fire pump is used as a bilge pump, the requirements 3.2.3.3 of Part V – Fire Protection shall be fulfilled.

It is recommended that one of the bilge pumps be of piston type.

6.1.3 Capacity Q of each required bilge pump shall not be less than that determined in accordance with the formula below:

2

100065.5 DQ = [m3/h] (6.1.3)

where: D – internal diameter of the bilge main, determined in accordance with formula 6.2.1-1 or 6.2.1-2, [mm].

Two pumps of combined capacity not less than that calculated from the above mentioned formula may replace one of the bilge pumps.

6.1.4 For the drainage of non-propelled ships having no power-driven auxiliaries, at least two hand pumps shall be installed, and these shall have a combined capacity not less than that specified in Table 6.1.4.

Table 6.1.4 Combined capacity Q of hand bilge pumps

0.8 LWBHB [m3]

Combined capacity of pumps [m3/h]

below 600 from 600 up to 1100

above 1100 up to 1800

8 10 12

Notes: 1) The definitions of LW and B are given in subchapter 1.2 of Part II – Hull. HB is the height of the ship, in general, measured

from the base plane to the bulkhead deck. For ships with enclosed cargo spaces on the bulkhead deck, extending over the whole length of the ship and drained as specified in 6.6.12, the value of HB shall be measured to the next deck above the bulkhead deck.

2) Where enclosed cargo spaces extend over a part of the bulkhead deck then the calculated product LWBHB shall be increased by value equal to lh/LW – where l and h are respectively the length and height of enclosed cargo spaces.

The pumps shall be situated above the bulkhead deck and shall have a sufficient suction head. In non-propelled ships having a power source, it is recommended that power pumps be installed in the number and with the capacity in accordance with the requirements for hand pumps.

6.2 Pipe Diameters

6.2.1 Internal diameter D of the bilge main and of the branch suctions connected directly to the pump, except for the case specified in 6.2.3, shall not be less than that determined in accordance with the formula below:

( ) 25681 ++= BW HBL.D [mm] (6.2.1-1)

Bilge System

65

For dredgers and hopper barges having inner dredging holds, inside diameter D of the bilge main and the branch suctions, connected directly to the pumps, may be determined in accordance with the formula below:

( ) ( ) 2568.1 1 ++−+= hblHBLD BW [mm] (6.2.1-2) where: l1 – length of dredging hold, [m]; b – width of dredging hold, [m]; LW, B, HB – see notes to Table 6.1.4.

6.2.2 Internal diameter d of the branch suctions connected to the bilge main and the diameter of suction pipes of hand pumps shall not be less than that determined in accordance with the formula below:

( ) 2515.2 ++= BHBlD [mm] (6.2.2) where: l – length of the compartment to be drained, measured over its bottom, [m]; B, HB – see notes to Table 6.1.4.

6.2.3 The internal diameter of the bilge main and branch suctions shall not be less than 50 mm. In no case the internal diameter of the bilge main and of the branch suctions connected directly

to the pump shall be less than that of the suction branch of the pump.

6.2.4 Cross-sectional area of the pipe connecting the distribution chest with the bilge main shall not be less than the total cross-sectional area of the two largest branch bilge suctions connected to this chest, however not greater than the cross-sectional area of the bilge main.

6.2.5 In the bilge piping, the minimum water speed of 2 m/s shall be assumed.

6.3 Arrangement and Joints of Pipes

6.3.1 An efficient bilge pumping system shall be provided, capable of pumping from and draining any watertight compartment other than a space permanently appropriated for the carriage of fresh water, water ballast, oil fuel or liquid cargo and for which other efficient means of pumping are provided, under all practical conditions. Efficient means shall be provided for draining water from insulated holds.

This requirement does not apply to the spaces of ammonia refrigerating machinery, peaks, pump rooms and cofferdams of tankers drained by individual pumps.

Each space or group of spaces which are not drained by means of the bilge system pipes shall be provided with other means to remove water.

6.3.2 Arrangement of the bilge and ballast pumping system shall be such as to prevent the possibility of water passing from the sea and from water ballast spaces into the cargo and machinery spaces, or from one compartment to another. Provision shall be made to prevent any deep tank having bilge and ballast connections being inadvertently flooded from the sea when containing cargo, or being discharged through a bilge pump when containing water ballast. For this purpose the suction valves of bilge piping distribution chests as well as the valves on branch suctions connected directly to the bilge main shall be of shut-off non-return type. Non-return valves that are not spring loaded shall not be used.

Other arrangements are subject to PRS consideration in each particular case.

6.3.3 Arrangement of bilge pipes shall be such as to enable draining the engine room through the suctions connected directly to the pump, with other compartments being simultaneously drained by other pumps (see also 6.4.1 and 6.4.2).

6.3.4 Arrangement of bilge pipes shall be such as to enable one of the pumps to be operated while the remaining pumps are under repair or being used for other services.

6.3.5 As far as practicable bilge pipes shall be led outside double bottom space. Where pipes are led within double bottom space, the open ends of suction pipes shall be fitted with non-return valves.

Bilge pipes led inside double bottom tunnel shall be located as high as it is practicable.


66

6.3.6 Where it is necessary to lead bilge pipes through oil fuel, lubricating oil, boiler feed water or drinking water tanks, the pipes shall be led inside tight tunnels forming an integral part of such tanks. Leading pipes without tunnels is allowed, provided that within the tank pipes are seamless and connected by means of permanent joints. Where the use of detachable joints is indispensable, they shall be a flange type with gaskets resistant to the effect of medium stored in the tank.

6.3.7 Bilge system shall enable oily bilge water and clean bilge water to be transported by means of separate pumps and piping with the requirements 6.3.1 being fulfilled.

6.3.8 In the case of remote or automatically controlled bilge system, where suctions from several spaces are connected to one main line and where the length of such main situated inside the double bottom exceeds 35 m, the main shall be subdivided by means of remote controlled full-flow valves into sections of a length not exceeding 35 m, or other arrangement ensuring the possibility of use of one section of the main when the other one is damaged shall be provided.

6.3.9 All distribution boxes and manually operated valves in connection with the bilge pumping arrangements shall be in positions which are accessible under ordinary circumstances.

6.3.10 Where common arrangements are provided for the discharge of bilge water and sludge through the standard discharge connection, screw-down non-return valves shall be provided to prevent the accidental discharge of sludge to the bilge system, oily bilge water holding tanks or separators. The common discharge line may serve the sole purpose of connecting the oily bilge water discharge to the standard discharge connection or the application of other approved oil residue disposal methods.

6.4 Drainage of Machinery Spaces

6.4.1 Where the engine room has double bottom extending over its full length and forming side bilges, at least two bilge suctions shall be provided at each side. One of the bilge suctions, at each side, shall be directly connected to an independent bilge pump. Where the engine room is situated in the after part of the ship, the bilge suctions shall be fitted near the front bulkhead; in the after part two bilge suctions shall be provided. The number of bilge suctions in the after part will depend on the after part shape and is subject to PRS acceptance in each particular case.

6.4.2 Where tank top extends over the full length and breadth of the engine room, the bilge suctions, referred to in 6.4.1, shall be located in bilge wells. The capacity of each bilge well shall be at least 0.20 m3; and the bilge well design shall fulfil the requirements specified in 6.2.12 of Part II – Hull.

6.4.3 Where the engine room has not double bottom and the bottom rise is 5° or more, at least two bilge suctions shall be provided close to the ship’s plane of symmetry. One of the bilge suctions shall be directly connected to an independent bilge pump. Where the bottom rise is less than 5°, additional bilge suctions shall be provided at each side.

6.4.4 In addition to bilge suctions, required in 6.4.1 to 6.4.3, bilge suctions shall be installed in the log and echo sounder trunks, in the recesses of double bottom provided for the bedplates of engines and other machinery, as well as in other locations where due to the tank top structure water may accumulate.

6.4.5 Where the engine room is separated, by watertight bulkheads, from other machinery spaces, the number and arrangement of branch suctions in these spaces shall be such as in cargo holds (see subchapter 6.6). For ships having subdivision mark in their symbol of class, each of these spaces shall be provided with an additional branch suction connected directly to an independent bilge pump.

6.4.6 In ships propelled by electrical machinery, special arrangements for the drainage of bilge wells under main generators and propulsion motors, as well as for an automatic warning system signal activated when water in the wells exceeds the permissible level, shall be provided. Automatic means to effect the drainage of wells are recommended.

6.4.7 Branch suction of the pipes for normal drainage of machinery compartments and tunnels shall be fitted with readily accessible mud boxes. The pipes from mud boxes to the bilges shall be led as straight

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as practicable. The lower ends of these boxes shall not be fitted with strum boxes. The mud boxes shall be fitted with easy-to-open covers.

In ships of gross tonnage less than 500, strainers may be used instead of mud boxes, provided they are readily accessible for clearing.

6.4.8 For self-propelled ships, provision shall be made for emergency drainage of the engine room. In steam ships, the branch for emergency drainage shall be directly connected to the condenser’s main

cooling pump and in motor ships to the cooling pump of the highest capacity. Such branch shall be fitted with a shut-off non-return valve and the branch inlet shall be situated at a level, which ensures drainage of the machinery space. The diameter of this branch shall be at least two-third of the diameter of the condenser cooling pump inlet in steam ships and shall be equal to the diameter of the connected pump inlet in motor ships.

Where the pumps, specified above, are not suitable for operation as bilge pumps, the branch for emergency drainage shall be led to the largest available power pump not used directly for the bilge drainage. The capacity of this pump shall exceed that required in 6.1.3 by an amount agreed with PRS. The diameter of the branch shall be equal to the diameter of the pump inlet. The spindles of the shut-off non-return valves fitted to the suction branches shall extend above the engine room floor and shall have the following name plates:

„Emergency drainage” Fire pumps are permitted for emergency drainage, provided that the requirements specified in 3.2.3.2

of Part V – Fire Protection are fulfilled. For ships of restricted service, having additional mark II or III in the symbol of class, not provided

with a pump of capacity greater than that of the bilge pump, emergency drainage need not be provided.

6.4.9 Neither mud boxes nor strainers shall be installed on the emergency branch suctions.

6.4.10 Engine room with refrigerating plant using group II and III medium (see Table 21.2.2) shall have a separate bilge system. The capacity of the system’s bilge pump shall not be less than that of the water curtain system at the access door to the compartment. The discharge pipes of the bilge system shall be led directly overboard.

The engine room with refrigerating plant using group I medium (see Table 21.2.2) may be drained by the main bilge system of the ship.

6.4.11 Additional requirements for bilge systems in machinery spaces of ships having in their symbol of class mark of automation are specified in 21.2.7 of Part VIII – Electrical Installations and Control Systems.

6.4.12 According to MARPOL 73/78 Convention (Annex I, Regulations 1.11.1÷1.11.9, 14.1, 14.2, 14.6, 14.7, 15.2.1, 15.2.2, 15.2.3) any ship of 400 tonnes gross and above shall be fitted with oil filtering equipment for the treatment of oily bilge water, such as will ensure that the oil content in the effluent without dilution does not exceed 15 ppm (parts per million by volume). The equipment shall be of a type approved by PRS and fulfil the requirements of the following IMO resolutions:

.1 A.393(X) – for the arrangements fitted on board before 30 April 1994,

.2 MEPC.60(33) – for the arrangements fitted on board on 30 April 1994 and later, but before 1 January 2005,

.3 MEPC.107(49): – for the arrangements fitted on board ships whose keels were laid or who were at the similar

stage of construction on 1 January 2005 or later, and: – for the new arrangements fitted on 1 January 2005 or later on board ships whose keels were

laid or who were at the similar stage of construction before 1 January 2005, if practicable. Detailed requirements concerning the system of oil filtering and effluent discharge are contained in the

Rules for Statutory Survey of Sea-going Ships Part IX – Environmental Protection.


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6.5 Drainage of Tunnels

Each shaft tunnel and each pipe tunnel accessible for personnel shall be drained by a branch pipe led from the bilge well situated in the after part of the tunnel to the bilge main.

Additional suctions shall be provided in the fore part of the tunnel if there is a possibility of water being collected there.

The bilge suctions of the shaft tunnel shall be made in compliance with 6.4.7. Bilge wells extending to the outer bottom may be used in the after part of the shaft tunnel in ships other

than tankers.

6.6 Drainage of Cargo Holds

6.6.1 Each cargo hold where the double bottom forms bilges at the wings, shall have at least one bilge suction at each side in the after part of the hold. The bilge wells installed in the double bottom shall not be deeper than necessary and, additionally, they shall fulfil the requirements specified in 6.2.12 of Part II – Hull.

6.6.2 Where there is a double bottom within a cargo hold extending over the full breadth, at least one bilge suction each side, connected to a bilge well situated in the after part of the hold, shall be provided.

The capacity of the bilge wells shall not be less than 0.20 m3.

6.6.3 In holds where the inner bottom plating has inverse camber, provision shall be made for suctions situated at the centreline, in addition to the suctions situated at the wings.

Where a bilge well extends over the entire breadth of the hold, and the inverse camber exceeds 5°, only one branch suction may be led to such well.

6.6.4 Where an access manhole to the bilge well shall be provided, it shall be arranged as close to the suction strum box as practicable.

6.6.5 In the hold where there is no double bottom and the bottom rise is 5° or more, one bilge suction may be fitted near the centre line.

If the bottom rise is less than 5°, at least one suction at each side shall be provided.

6.6.6 Where the length of hold exceeds 35 m, fore and aft bilge suctions shall be provided. The arrangement of suctions shall fulfil the requirements 6.6.1 to 6.6.5.

6.6.7 At the narrow ends of cargo holds one bilge suction may be fitted.

6.6.8 Drain pipes may be led to the bilges of cargo holds from adjacent spaces situated below the bulkhead deck of the same watertight compartment.

For drain pipes led into the bilges of refrigerated cargo space – see 6.7.

6.6.9 Where tight wooden panels or removable covers are provided over bilges in cargo holds, provision shall be made to enable free draining the water accumulated in the hold into bilges.

6.6.10 Branch suctions from cargo holds and other compartments shall be fitted with strum boxes or strainers with perforations from 8 to 10 mm in diameter. The combined area of such perforations shall not be less than twice the area of the relevant suction pipe. Strum boxes shall be so constructed that they can be cleared without dismantling any joint on the suction branch.

6.6.11 In cargo holds intended for the carriage of dry bulk cargoes (ore, apatite, etc.) constructional measures shall be taken to enable effective drainage of these holds when the cargo is carried.

6.6.12 Provision shall be made for the drainage of enclosed cargo spaces situated on the bulkhead deck of a passenger ship or on the freeboard deck of a cargo ship. For this purpose, the following requirements shall be fulfilled:

.1 where the freeboard to the bulkhead deck or the freeboard deck, respectively, is such that the deck edge is immersed when the ship heels more than 5°, the drainage shall be by means of a sufficient

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number of scuppers of suitable size discharging directly overboard. The drainage of such enclosed spaces to suitable spaces below deck is also permitted, provided that such drainage is arranged in accordance with the provisions of Regulation 22(2) of the International Convention on Load Lines, 1966 (1988 Protocol).

.2 where the freeboard is such that the edge of the bulkhead deck or the edge of the freeboard deck, respectively, is immersed when the ship heels 5° or less, the drainage of the enclosed cargo spaces on the bulkhead deck shall be led to a suitable space, or spaces, of adequate capacity, having high water level alarm and provided with suitable arrangements for discharge overboard. These arrangements shall have the capacity in accordance with the requirements for the draining system specified in 6.6.13;

.3 the number, size and disposition of the scuppers shall be such as to ensure complete drainage of the enclosed cargo spaces;

.4 water contaminated with petrol or other dangerous substances shall not be drained to machinery spaces or other spaces where sources of ignition may be present;

.5 where the enclosed cargo space is protected by a carbon dioxide fire-extinguishing system, the deck scuppers shall be fitted with means to prevent the escape of the smothering gas.

6.6.13 The requirements for the drainage of cargo holds on ships intended for the carriage of dangerous goods in packages are specified in 2.10.7 of Part V – Fire Protection.

6.6.14 Bilge systems for open top container holds shall be independent of the machinery space bilge system and located outside the machinery space.

6.7 Drainage of Refrigerated Spaces

6.7.1 Provision shall be made for draining all spaces, trays, chutes and other places where water may accumulate.

6.7.2 Drain pipes from any non-refrigerated compartments shall not be led into the bilges of refrigerated spaces.

6.7.3 Each drain pipe from refrigerated spaces shall be fitted with a hydraulic seal, or with other equivalent closing arrangement. The head of liquid in the hydraulic seal shall be such that the arrangement is effective under any service conditions.

The hydraulic seals shall be placed in accessible positions outside the insulation. Where drain pipes from the ‘tweendecks are led into a common bilge well, non-return valves shall be fitted at the ends of these pipes. Shut-off valves shall not be fitted to the pipes.

6.8 Drainage of Deep Tanks

Deep tanks intended also for the carriage of dry cargoes shall be fitted with bilge system branch suctions and effective means to disconnect the system from the tanks when oil fuel, ballast or liquid cargo is carried in the tanks, as well as to disconnect oil fuel system or liquid cargo piping when dry cargo is carried in the tanks shall be provided.

The arrangement of branch suctions shall fulfil the requirements of subchapter 6.6.

6.9 Drainage of Cofferdams

Where cofferdams are capable of being filled with water, draining arrangements shall be provided. The arrangement of branch suctions shall fulfil the requirements of subchapter 6.6.

6.10 Drainage of Fore- and Afterpeaks

The peaks which are not used as tanks may be drained by means of separate hand pumps or water ejectors.


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6.11 Drainage of Other Spaces

6.11.1 Chain locker and boatswain’s store may be drained by means of hand pumps, water ejectors or other arrangements.

6.11.2 Drainage of steering gear rooms and other small compartments situated above the afterpeak may be carried out by means of hand pumps or water ejectors or by means of drain pipes led into the shaft tunnel or machinery space bilges. The drain pipes shall be fitted with self-closing cocks located in readily accessible places.

The internal diameter of the drain pipes shall not be less than 39 mm.

6.11.3 Except the cases specified in 6.11.2, drain pipes shall not be led into the bilges of machinery space and shaft tunnel from the spaces situated in other watertight compartments below the bulkhead decks. Drain pipes from these spaces may be led into machinery spaces and shaft tunnels only if terminating into closed drain tanks. Where one tank is intended for the drainage of several watertight compartments and water can overflow from one flooded compartment into another, the drain pipes shall be fitted with non-return valves.

Drain tank shall be drained through a branch suction of the bilge main, and the branch or suction distribution box shall be fitted with non-return valve.

6.11.4 Drain pipes from the spaces situated in enclosed superstructures and deckhouses may be led to the bilges of machinery spaces or holds. In ships having a mark of subdivision in their class notation these pipes shall be fitted with valves controllable from a place above the margin line if, in case of flooding of the machinery space or hold, water could penetrate into the above spaces.

6.11.5 Drain pipes of the storerooms for explosives shall be fitted with valves controllable from the places situated outside these storerooms.

6.12 Water Drainage from Closed Vehicle and Ro-ro Spaces and Special Category Spaces1)

6.12.1.1 The requirements of subchapter 6.12 apply to the spaces provided with water-spraying fire-extinguishing system in accordance with the requirements specified in 6.2.2 and 6.10.2.4 of Part V – Fire Protection to prevent accumulation of significant quantities of water on decks and the build-up of free surfaces. In addition, effective measures shall be taken to ensure that floating debris does not cause blockage of drains.

6.12.1.2 For the purposes of subchapter 6.12, the following definitions apply: Freeing ports – openings in the bulwarks on the open deck to allow water to drain directly overboard. Scupper well – recessed area in the deck where water accumulates before entering the scupper. Bilge well – recessed area where water accumulates before entering the bilges. Drains – refer to either scupper wells and scuppers, freeing ports, or bilge wells and drain pipes. Scuppers – system of gravity deck drains and connected piping leading from the side shell of the ship or to the bilge system.

6.12.1.3 The requirements of subchapter 6.12 apply to both passenger ships and cargo ships, unless otherwise provided in the text.

6.12.2 Arrangements above Bulkhead Deck

6.12.2.1 Above the bulkhead deck, an adequate number of properly-sized drains shall be provided on each deck to ensure that the combined water flow from the fixed water-spraying fire-extinguishing system and the required number of fire hoses can be rapidly discharged overboard or drain to a bilge system with a reservoir tank fitted with a high water level alarm.

1) Definitions of these spaces are provided in subchapter 1.2 of Part V – Fire Protection.

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6.12.2.2 At least four drains shall be located on each side of the protected space, uniformly distributed fore and aft. Freeing ports shall not be installed in enclosed superstructures.

6.12.2.3 Drainage system on each side of the deck shall have an aggregate capacity of not less than 125% of the maximum flow rate of the fixed fire-extinguishing system water pumps plus the flow from two (four during the carriage of dangerous goods) fire hoses. Where an automatic deep well or submersible pumping system is installed, the bilge pump capacity may be subtracted from the required drainage capacity.

6.12.2.4 Minimum capacity of scuppers and freeing ports shall be determined in accordance with the provisions of the Annex to MSC.1/Circ.1320. In no case shall the inside area of each individual drain be less than 0.0078 m2 or the inside diameter – 125 mm.

6.12.2.5 To avoid environmental pollution by oils from the vehicles carried, discharge valves for scuppers shall be fitted with positive means of closing, with a closed/open position indicator, operable from above the bulkhead deck. On the nameplates at the valve operation location, the following notice shall be placed:

Keep the valve open while the ship is at sea.

6.12.3 Arrangements below Bulkhead Deck

6.12.3.1 Below the bulkhead deck, an efficient bilge pumping system shall be provided to ensure that the combined water flow from the fixed fire-extinguishing system and the required number of fire hoses can be rapidly collected and led to suitable arrangements for discharge overboard. The bilge system capacity shall be not less than that required in 6.12.3.3.

6.12.3.2 Bilge system shall fulfil the relevant requirements specified in Chapter 6. The drainage system valves shall be operable from outside the protected space at a position in the vicinity of the extinguishing controls.

At least four bilge wells shall be located on each side of the protected space, uniformly distributed fore and aft. Bilge wells shall be arranged at the side shell of the ship at a distance from each other of not more than 40 m in each watertight compartment.

6.12.3.3 Bilge pumping system on each side of the ship shall have an aggregate capacity of not less than 125% of the maximum flow rate of the fixed fire-extinguishing system water pumps plus the flow from two (four during the carriage of dangerous goods) fire hoses. The bilge system capacity shall be determined in accordance with the provisions of the Annex to MSC.1/Circ.1320.

6.12.3.4 Bilge wells shall be of sufficient holding capacity and in no case shall be less than 0.15 m3.

6.12.3.5 If the system includes a reservoir tank, the tank shall have adequate capacity for at least 20 min of operation at the required drainage capacity for the affected space.

6.12.3.6 If the above mentioned pumping arrangement is not possible in cargo ships, the adverse effect of the added weight and free surface of water upon stability shall be taken into account in the Stability Booklet, required in Part IV – Stability and Subdivision, in accordance with the International Code on Intact Stability, 2008, Chapter 3.

For that purpose, the depth of water on each deck shall be calculated by multiplying the maximum flow rate of the installed fire-extinguishing system water pumps plus the flow from two (four during the carriage of dangerous goods) fire hoses by an operating time of 30 min. This volume of water shall be divided by the area of the affected deck.

6.12.4 Protection of Drain Openings

6.12.4.1 An easily removable grating, screen or other means shall be installed over each drain opening in the protected spaces to prevent debris from blocking the drain. The total open area ratio of the grating to the attached drain pipe shall be at least 6 to 1. The grating shall be raised above the deck or installed at


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an angle to prevent large objects from blocking the drain. No dimension of the individual openings in the grating shall be more than 25 mm.

6.12.4.2 No grating or screen is required where a fixed mechanical system is provided to unblock the drainage system, or where other than a gravity drain system is provided with its own filter.

6.12.4.3 Clearly visible sign or marking shall be provided not less than 1500 mm above each drain opening stating:

Drain opening – do not cover or obstruct. The marking shall be in letters at least 50 mm in height.

6.12.5 Drainage Testing

Drainage facilities on all ships shall be periodically: .1 visually examined for blockage or other damage; .2 flushed with fire hoses to verify that the system is functional and that no obstructions occur.

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7 OIL RESIDUES SYSTEM

7.1 Capacity and Construction of Tanks

7.1.1 Every ship of gross tonnage 400 and above shall be provided with a tank or tanks of adequate capacity, having regard to the type of machinery and the length of voyage, to receive the oil residues (sludge) resulting from oily bilge water treatment, the purification of fuel and lubricating oils and oil leakages from machinery installed in the machinery spaces, oil tank drainage or oil replacement. For ships, the keel of which is laid, or which is at a similar stage of construction, on or after 31 December 1990, the requirements, specified in 7.1.2.4 and 7.1.2.5, shall be used instead of the requirements given in 7.1.2.1 and 7.1.2.2.

7.1.2 The required minimum sludge tank capacity V1 shall be calculated in accordance with the formula: 1. for ships which do not carry ballast water in oil fuel tanks:

V1 = K1CD [m3] (7.1.2-1) where: K1 = 0.01 for ships where heavy fuel oil is purified for main engine use, K1 = 0.005 for ships using heavy fuel oil or diesel oil which does not require purification before

use; C = daily oil fuel consumption [ m3/day]; D = maximum period of voyage between ports where oil residues can be discharged ashore

[days]. 2. for ships fitted with homogenizers, sludge incinerators or other recognized means on board for

the control of sludge, the minimum sludge tank capacity, V1, in lieu of the value given above, shall be as follows: V1 = 1 m3 for ships of gross tonnage 400 and above but less than 4000, V1 = 2 m3 for ships of gross tonnage 4000 and above.

3. for ships which carry ballast water in oil fuel tanks (see 8.1.5), the minimum sludge tank capacity, V2, shall be determined from the formula:

V2 = V1 + K2B [m3] (7.1.2-2) where: V1 = sludge tank capacity specified in .1 or .2, [m3], K2 = 0.01 for heavy fuel oil bunker tanks, K2 = 0.005 for diesel oil bunker tanks, B = capacity of water ballast tanks which can also be used to carry oil fuel [tonnes].

4. for ships which do not carry ballast water in oil fuel tanks, the minimum sludge tank capacity, V1, shall be determined from the formula:

V1 = K1CD [m3] (7.1.2-3) where: K1 = 0.015 for ships where heavy fuel oil is purified for main engine use, K1 = 0.005 for ships using heavy fuel oil or diesel oil which does not require purification before

use; C = daily fuel oil consumption [m3/day]; D = maximum period of voyage between ports where oil residues can be discharged ashore

[days]. In the absence of precise data, a figure of 30 days shall be used. 5. for ships for which the building contract is placed before 1 July 2010 or the keel of which is laid

before 1 July 2010 fitted with homogenizers, sludge incinerators or other recognized means on board for the control of sludge, the sludge tank capacity shall not be less than: – 50% of the value calculated according to .4, or – 1 m3 for ships of gross tonnage 400 and above but less than 4000, or – 2 m3 for ships of gross tonnage 4000 and above, whichever is the greater.


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7.1.3 In ships where heavy fuel oil is purified, at least 80% of the capacity V1 , calculated in accordance with formula 7.1.2-1, shall be allocated to the tank for oil fuel purifiers’ residues.

7.1.4 The combined capacity V2 of drain and leakage oil tanks shall not be less than that determined in accordance with the formula below: – for ships of the main engine power up to 10000 kW V2 = 20DP10 – 6 [m3] (7.1.4-1) – for ships of the main engine power above 10000 kW V2 = D[0.2 + 7(P – 10000)10 – 6] [m3] (7.1.4-2) where: D – the maximum period of voyage between ports where oil residues can be discharged ashore, [days].

In the case of unrestricted service or the absence of precise data, the number of 30 days shall be assumed.

P – the main engine rated power, [kW].

7.1.5 Where the main and auxiliary engines require a complete change of the lubricating oil at sea, exhausted oil tanks shall be provided with capacity V3 determined as 1.5 m3 for each 1000 kW engine rated power.

7.1.6 The design and construction of oil residues tanks shall facilitate their cleaning and the discharge of residues to shore reception facilities.

7.1.7 Oil residues tanks whose content may be incidentally discharged overboard through vent pipes shall be fitted with the alarm of maximum allowable tank filling limit.

7.1.8 Tanks containing oil residues coming from the heavy fuel oil purifiers shall be fitted with adequate heating arrangements to facilitate the discharge of their content.

7.2 Discharge of the Tanks Content

7.2.1 For the discharge of oil residues tanks content, a separate pump (pumps) shall be provided. Type of the pump, its capacity and discharge head shall be selected having regard to the characteristics of the liquids being pumped, the size and position of tanks and the overall discharge time. The content of drain and leakage oil tanks, as well as exhausted oil tanks may be discharged by means of suitable transfer pumps or purifiers.

7.2.2 Pipes leading to and from oil residues tanks cannot have connections to the overboard discharge valves.

The oil residue tanks shall be provided with a designated pump for tanks disposal to standard discharge connection.

In order to prevent oily residues from discharging to the oil bilge system, oily bilge water holding tanks, machinery bilges or oily water separators , screw-down non return valves shall be installed in oily residues pipelines connecting to the common discharge piping system leading to the standard discharge connection.

The common discharge pipe may serve one purpose only: either connection of the discharge lines of the bilge and sludge pumps to the standard discharge connection or any other approved means of disposal such as an incinerator, auxiliary boiler suitable for burning oil residues or other acceptable means which are prescribed in 3.2 of the Supplement to IOPP Form A or B.

7.2.3 Pipes for draining the settled water from oil residues tanks may be permitted, provided they are fitted with manually operated self-closing valves and funnels , and are led to the oily bilge water tank.

Pumping settled water from the double bottom oil residue tanks to an oily bilge water holding tank may be permitted provided that:

.1 the water is pumped only to the oily bilge water tank or bilge well by a small oily sludge pump;

.2 the pumping operation is visually monitored by a responsible person;

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.3 the stop/start control panel of the oily sludge pump must be located close to the operator checking the transfer of settled water.

Note: Acceptable arrangements referred to 7.2.2 and 7.2.3 are shown in diagrams included in IACS Rec.121 Rev.1.

7.2.4 The standard discharge connection for oily bilge water shall be fitted with a flange made in accordance with Table 7.2.4. The standard discharge connection shall be installed on the deck accessible from both sides of the ship and so located as to enable easy connection of the reception hose. The discharge connection shall be fitted with a blank flange and nameplate marked:

Oily Water or Oil Residues.

Table 7.2.4 Standard discharge connection for the discharge of oily bilge water and oil residues

Parameter Dimensions/number

Outside diameter 215 mm Internal diameter According to the pipe outside diameter Bolt circle diameter 183 mm

Slots in flange 6 holes, 22 mm in diameter, equidistantly placed on a bolt circle of the above diameter, slotted to the flange periphery; the slot width to be 22 mm

Flange thickness 20 mm Bolts and nuts 6 sets, bolts of 20 mm in diameter and of suitable length The flange shall be made of steel or other equivalent material and have a flat face. This flange, together with a gasket of oil-resistant material, shall be suitable for a service pressure of 0.6 MPa. The flange is designed to accept pipes up to a maximum internal diameter of 125 mm.


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8 BALLAST, HEELING AND TRIMMING SYSTEMS

8.1 Pumps

8.1.1 At least two pumps shall be provided for filling and emptying the ballast tanks. It is recommended to determine the capacity of the ballast pump on the assumption that when pumping out water from the largest ballast tank, the velocity of the water flow is not less than 2 m/s, with the suction pipe diameter determined by the formula 8.2.1.

8.1.2 General service pumps, as well as fire or sanitary pumps may be used as ballast pumps. As a ballast pump, bilge pump may be used or, taking into account reservations specified in 8.1.3, stand-by cooling water pump. Fire pumps may be used, provided that the requirements specified in 3.2.3.2 of Part V – Fire Protection are fulfilled.

8.1.3 Where ballast tanks are also used for carriage of oil fuel, the stand-by cooling water pump or a fire pump shall not be used for ballasting purposes, nor may the ballast pump be used as a stand-by cooling or fire pump.

8.1.4 Pumps used for taking ballast water from the double bottom tanks shall be of self-priming type.

8.1.5 Ballast tanks shall not be used for the carriage of oil fuel. Possible waiver form this requirement is subject to PRS acceptance in each particular case (see also 12.2.1).

8.2 Pipe Diameters

8.2.1 Internal diameters, dw of suction branches of the ballast pipes for particular tanks shall not be less than those determined in accordance with the formula below:

d Vw =18 3 [mm] (8.2.1) where: V – volume of the ballast tank, [m3].

The actual diameter may have the nearest standard size. The internal diameter of the ballast main shall not be less than the maximum diameter of suction branch,

determined in accordance with formula 8.2.1.

8.3 Arrangement of Pipes and Joints

8.3.1 Arrangement of the suction branches shall ensure the discharge of water from every ballast tank when the ship is upright or inclined not more than 5°.

8.3.2 Ballast pipes passing through oil fuel tanks shall be led inside tight tunnels forming an integral part of the tank or made of seamless steel pipes permanently connected. Where it is impracticable to make permanent joints, flange joints with gaskets resistant to the effect of oil fuel may be permitted.

8.3.3 Ballast pipes shall not be led through cargo holds.

8.4 Heeling and Trimming Systems

Heeling and trimming systems shall fulfil the requirements 8.3.2. These systems are subject to PRS acceptance in each particular case.

8.5 Additional Requirements Concerning Environmental Protection (Ballast Water and Sediments)

8.5.1 Sediments treatment and disposal

8.5.1.1 The design of all ships shall provide safe access to allow for sediment removal and ballast water sampling.

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8.5.1.2 In addition to the requirements of subchapters 8.1 to 8.4, to prevent the transfer of harmful aquatic organisms and pathogens in ballast water, ballast water systems including ballast water tanks and their internal structure shall be designed having regard to the recommendations contained in IMO BWM Convention, as well as in IMO Resolutions MEPC.149(55) and MPEC.209(63) 1).

8.5.2 Regulations for the of Ballast Water and Sediments Management Systems

8.5.2.1 Definitions

Dangerous liquid – any liquid that is identified as hazardous in the material safety data sheet or other documentation relating to this liquid.

Dangerous gas – any gas which may develop an explosive or toxic atmosphere being hazardous to the crew and/or the ship, e.g. hydrogen (H2), hydrocarbon gas, ozone (O3), chlorine (Cl) and chlorine dioxide (ClO2), etc.

Hazardous area – an area in which an explosive gas atmosphere is or may be expected to be present, in quantities such as to require special precautions for the construction, installation and use of equipment. When a gas atmosphere is present, the following hazards may also be present: toxicity, asphyxiation, corrosivity and reactivity.

Ballast water – water with its suspended matter taken onboard to control trim, list, draught, stability or stresses of the ship.

Ballast water capacity – the total volumetric capacity of any tanks, spaces or compartments on a ship used for carrying, loading or discharging ballast water, including any multi-use tank, space or compartment designed to allow carriage of ballast water.

Ballast water management – mechanical, physical, chemical, and biological processes, either singularly or in combination, to remove, render harmless, or avoid the uptake or discharge of harmful aquatic organisms and pathogens within ballast water and sediments.

Ballast Water Management System (hereinafter referred to as BWMS) – any system which processes ballast water such that it meets or exceeds the ballast water performance standard in regulation D-2 of the BWM Convention. The BWMS includes ballast water management equipment, all associated control equipment, monitoring equipment and sampling facilities.

Active substance – a substance or organism, including a virus or a fungus, that has a general or specific action on or against harmful aquatic organisms and pathogens.

8.5.3 Basic Requirements

8.5.3.1 The BWMS shall comply with the requirements of Resolution MEPC.279(70) (G8) or Resolution MEPC 300(72) – Code for approval of ballast water management systems (BWMS Code), which will take effect on 13 October 2019 and have Type Approval Certificate issued by PRS on behalf of Flag Administration.

8.5.3.1.1 BWMS are required to meet the ballast water management standards of regulation D-2 and the conditions established in regulation D-3 of IMO BWM Convention.

8.5.3.1.2 Ships conducting ballast water management in accordance with regulation D-2 shall discharge less than 10 viable organisms per cubic metre greater than or equal to 50 micrometres in minimum dimension and less than 10 viable organisms per millilitre less than 50 micrometres in minimum dimension and greater than or equal to 10 micrometres in minimum dimension; and discharge of the indicator microbes shall not exceed the specified concentrations described in paragraph 2.

Indicator microbes, as a human health standard, shall include:

1) IMO resolutions: MEPC.149(55) introducing Guidelines for Ballast Water Exchange Design and Construction Standards (G11) and

MPEC.209(63) Guidelines on Design and Construction to Facilitate Sediment Control on Ships 2012 (G12).

http://www.imo.org/blast/blastData.asp?doc_id=9764&filename=169%2857%29.pdf


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.1 toxicogenic Vibrio cholerae (O1 and O139) with less than 1 colony forming unit (cfu) per 100 millilitres or less than 1 cfu per 1 gram (wet weight) zooplankton samples;

.2 Escherichia coli less than 250 cfu per 100 millilitres;

.3 intestinal Enterococci less than 100 cfu per 100 milliliters.

8.5.3.1.3 Accordidng to regulation D-3, BWMS are required to meet the following conditions: .1 Except as specified in 8.5.3.2.2, BWMS used to comply with BWM Convention, installed or after

28 October 2020 shall be approved in accordance with the BWMS Code, as may be amended and .2 BWMS installed before 28 October 2020 shall be approved taking into account the guidelines

(resolutions MEPC.125(53), MEPC.174(58) or MEPC.279(70), as appropriate) or the BWMS Code, as amended.

8.5.3.2 The BWMS using active substances shall comply with Resolution MEPC.169(57) (G9), as amended and have Type Approval Certificate for the system.

8.5.3.2.1 Active Substances and Preparations may be added to the ballast water or be generated on board ships by technology within the ballast water management system using an Active Substance to comply with the BWM Convention.

8.5.3.2.2 Ballast water management systems which make use of active substances or preparations containing one or more active substances to comply with this Convention shall be approved by IMO, based on a procedure developed by IMO. This procedure shall describe the approval and withdrawal of approval of active substances and their proposed manner of application. At withdrawal of approval, the use of the relevant active substance or substances shall be prohibited within 1 year after the date of such withdrawal.

8.5.3.3 Prototype ballast water treatment technologies

8.5.3.3.1 If a ship that is not covered with standard in regulation D-2 participates in a programme approved by the Administration to test and evaluate prototype ballast water treatment technologies, the standard in regulation D-2 shall not apply to that ship until five years from the date on which the ship would otherwise be required to comply with such standard.

8.5.3.3.2 If a ship that is covered with the standard in regulation D-2, participates in a programme approved by the Administration, to test and evaluate prototype ballast water technologies with the potential to result in treatment technologies achieving a standard higher than that in regulation D-2, the standard in regulation D-2 shall cease to apply to that ship for five years from the date of installation of such technology.

8.5.3.3.3 In establishing and carrying out any programme to test and evaluate prototype ballast water technologies, Parties shall:

.1 take into account guidelines developed by IMO, and

.2 allow participation only by the minimum number of ships necessary to effectively test such technologies.

8.5.3.3.4 Throughout the test and evaluation period, the treatment system must be operated consistently and as designed.

8.5.4 BWMS Installations

8.5.4.1 General requirements

8.5.4.1.1 All valves, piping fittings and flanges are to comply with the relevant requirements of IACS UR P2 and P4. In addition, special consideration can be given to the material used for this service.

8.5.4.1.2 The BWMS is to be provided with by-pass or override arrangement to effectively isolate it from any essential ship system to which it is connected.

8.5.4.1.3 The BWMS is to be operated at a flow rate within the Treatment Rated Capacity (TRC) range specified in the Type Approval Certificate (TAC).

http://www.imo.org/en/KnowledgeCentre/IndexofIMOResolutions/Marine-Environment-Protection-Committee-%28MEPC%29/Documents/MEPC.279%2870%29.pdf


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8.5.4.1.4 Where a vacuum may occur in the ballast line due to the height difference, a suitable protection means is to be provided, e.g. P/V valves or breather valves, and their outlets are to be led to safe area on open deck.

8.5.4.1.5 Electric and electronic components are not to be installed in a hazardous area unless they are of certified safe type for use in the area. Cable penetrations of decks and bulkheads are to be sealed when a pressure difference between the areas is to be maintained.

8.5.4.1.6 Where the operating principle of the BWMS involves the generation of a dangerous gas, the following requirements are to be satisfied:

.1 Gas detection equipment is to be fitted in the spaces where dangerous gas could be present, and an audible and visual alarm is to be activated both locally and at the BWMS control station in the event of leakage. The gas detection device is to be designed and tested in accordance with IEC 60079-29-1 or recognized standards acceptable to PRS.

.2 The ventilation line of a space where dangerous gas could be present is to be led to a safe area on open deck.

.3 The arrangements used for gas relieving, i.e. degas equipment or equivalent, are to be provided with monitoring measures with independent shutdown. The open end of the gas relieving device is to be led to a safe area on open deck.

8.5.4.1.7 Ballast piping, including sampling lines from ballast tanks considered as hazardous areas, is not to be led to an enclosed space regarded as a safe area, without any appropriate measures, except ships carrying liquefied gases in bulk. However, a sampling point for checking the performance of BWMS, for ballast water containing dangerous gas, may be located in a safe area provided the following requirements are fulfilled:

.1 The sampling facility (for BWMS monitoring/control) is to be located within a gas tight enclosure (hereinafter, referred to as a “cabinet”), and the following from (i) through (iii) are to be complied: i) In the cabinet, a stop valve is to be installed in each sample pipe. ii) Gas detection equipment is to be installed in the cabinet and the valves specified in i) above

are to be automatically closed upon activation of the gas detection equipment. iii) Audible and visual alarm signals are to be activated both locally and at the BWMS control

station when the concentration of explosive gases reaches a pre-set value, which should not be higher than 30% of the lower flammable limit (LFL)/lower explosive limit (LEL) of the concerned product.

.2 The standard internal diameter of sampling pipes is to be the minimum necessary in order to achieve the functional requirements of the sampling system.

.3 The measuring system is to be installed as close to the bulkhead as possible, and the length of measuring pipe in any safe area is to be as short as possible.

.4 Stop valves are to be located in the safe area, in both the suction and return pipes close to the bulkhead penetrations. A warning plate stating Keep valve closed when not performing measurements is to be posted near the valves. Furthermore, in order to prevent backflow, a water seal or equivalent arrangement is to be installed on the hazardous area side of the return pipe.

.5 A safety valve is to be installed on the hazardous area side of each sampling pipe.

8.5.4.1.8 For the spaces, including hazardous areas, where toxicity, asphyxiation, corrosivity or reactivity is present, these hazards are to be taken into account and additional precautions for the ventilation of the spaces and protection of the crew are to be considered.

8.5.4.2 Additional requirements for BWMS installed on tankers

8.5.4.2.1 Hazardous area classification is to be in accordance with IEC 60092-502.

8.5.4.2.2 For tankers carrying flammable liquids having a flashpoint not exceeding 60°C or products listed in the IBC Code having a flashpoint not exceeding 60°C or cargoes heated to temperature above their flashpoint and cargoes heated to temperature within 15°C of their flashpoint, in general, two


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independent BWMS may be required – i.e. one for ballast tanks in hazardous areas and the other for ballast tanks in non-hazardous areas.

8.5.4.2.3 The interconnection of ballast piping between hazardous areas and in non-hazardous areas may be accepted if an appropriate isolation arrangement is applied. Means of appropriate isolation are as follows:

.1 Two screw down check valves in series with a spool piece, or

.2 Two screw down check valves in series with a liquid seal at least 1.5 m in depth, or

.3 Automatic double block and bleed valves and a non-return valve

8.5.4.2.4 Examples of appropriate isolation arrangements are shown in red in section 8.5.4.5. Isolation arrangements are to be fitted on the exposed deck in the hazardous area. Also, ballast water originating from a hazardous area is not to discharge into a non-hazardous area, except as given by 8.5.4.1.7.

8.5.4.3 Ventilation

8.5.4.3.1 BWMS not in Hazardous Areas

BWMS that does not generate dangerous gas is to be located in an adequately ventilated area. BWMS that generates dangerous gas is to be located in a space fitted with a mechanical ventilation system providing at least 6 air changes per hour or as specified by the BWMS manufacturer, whichever is greater.

8.5.4.3.2 BWMS in Hazardous Areas

BWMS, regardless of whether or not it generates dangerous gas, is to be located in a space fitted with mechanical ventilation complying with relevant requirements, e.g. IEC60092-502, IBC Code, IGC Code, etc.

8.5.4.4 Special Requirements

8.5.4.4.1 The length of pipe and the number of connections are to be smallest in piping systems containing dangerous gases/liquids in high concentration. The following requirements are also to be satisfied:

.1 Pipe joints are to be of welded type except for connections to shut off valves, double walled pipes or pipes in ducts equipped with mechanical exhaust ventilation. Alternatively, it is to be demonstrated that risk of leakage is minimized and the formation of toxic or flammable/explosive atmosphere is prevented.

Spool piece

At least 1.5 m Liquid seal

Bleed valve

Double block valve


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.2 Location of the piping system is to be away from heat sources and protected from mechanical damage.

8.5.4.4.2 For BWMS using chemical substances, handling procedures are to be in accordance with the Material Safety Data Sheet and BWM.2/Circ.20, and the following measures are to be taken as appropriate:

.1 The materials used for the chemical storage tanks, piping and fittings are to be resistant to such chemicals.

.2 Chemical storage tanks are to have sufficient strength and be constructed such that maintenance and inspection can be easily performed.

.3 Chemical storage tank air pipes are to be led to a safe area on open deck.

.4 An operation manual containing chemical injection procedures, alarm systems, measures in case of emergency, etc, is to be kept onboard.

8.5.4.4.3 Where the BWMS is installed in an independent compartment, the compartment is to be: .1 provided with fire integrity equivalent to other machinery spaces; .2 positioned outside of any combustible, corrosive, toxic, or hazardous areas unless otherwise

specifically approved.

8.5.4.4.4 A risk assessment may be conducted to ensure that risks, including but not limited to those arising from the use of dangerous gas affecting persons on board, the environment, the structural strength or the integrity of the ship, are addressed.

8.5.4.5 Automation

8.5.4.5.1 In case of any by-pass or override operation of BWMS, an audible and visual alarm is to be given and these events are to be automatically recorded in control equipment. The valves in the by-pass line which trigger the by-pass operation are to be remote-controllable by control equipment or fitted with open/close indicator for automatic detection of the by-pass event.

BWMS which does not require after-treatment.

Hazardous area Ballasting operation

De-ballasting operation


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BWMS which requires after-treatment (Injection type)

Appropriate Isolation Means: two (2) screw down check valves in series with a spool piece or a liquid seal, or automatic double block and bleed valves.

8.5.5 Special provisions depending on the method of ballast water exchange

8.5.5.1 The capability of the ballast water system to provide ballast water exchange by the flow-through method without the risk of the tank being subject to a pressure greater than that for which it has been designed is to be demonstarated by water flow (pressure drop) calculations and by testing on board. Subject to consideration in each particular case, the calculations may be omitted where justified that total cross-sectional area of all vent pipes fitted to the tank is not less than twice the sectional area of the related filling pipes.

Ballasting operation

De-ballasting operation

Hazardous area

Air Overflow and sounding Pipes

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9 AIR, OVERFLOW AND SOUNDING PIPES

9.1 Air Pipes

9.1.1 Each ship’s tank intended for the storage of liquid, every cofferdam and every void space as well as the side and bottom sea chests and boxes of shell coolers, shall be fitted with air pipes.

Air pipes of side and bottom sea chests and boxes of shell coolers shall be fitted with shut-off valves installed directly on those chests and boxes.

Air pipes of double bottom tanks, tanks adjacent to the external shell plating, side and bottom sea chests and boxes of shell coolers shall be led above the bulkhead deck.

Compensation tanks of hydraulic control systems shall be fitted with air pipes in accordance with the requirements 1.16.9.5.

9.1.2 Tank air pipes shall be led from the upper part of the tank from a place situated at the maximum distance from the filling pipe. The number and arrangement of the air pipes shall be determined depending on the shape and size of the tanks so as to preclude the formation of air pockets.

9.1.3 Tanks extending from ship’s side to side shall be fitted with air pipes at both sides. Air pipes must not be used as filling pipes unless the tank is fitted with more than one air pipe.

Air pipes of tanks intended for different kinds of liquids shall not be interconnected.

9.1.4 The height of air pipes measured from the open deck to the uppermost level of the liquid in the filled up air pipe shall be at least: – 760 mm – on the freeboard deck; – 450 mm – on the superstructure deck.

For ships of restricted service, having in their symbol of class additional mark I, II or III, the height of air pipes may be reduced to 600 mm and 380 mm, respectively.

Air pipes shall terminate in the places where the possibility of damage of the pipes during cargo handling operations is precluded.

9.1.5 Open ends of air pipes situated on the freeboard open decks and on the first tier superstructure decks (see definitions in subchapter 1.2 of Part III – Hull Equipment), as well as those situated above these decks within the zone limited by the angle of downflooding (see definitions in subchapter 1.3 of Part IV – Stability and Subdivision) shall be fitted with fixed, self-acting closing appliances – the so called vent heads – of a type approved by PRS preventing the entry of sea-water into the tanks. This requirement does not apply to the compartments permanently filled with sea-water such as side and bottom sea chests and boxes of shell coolers. The ends of air pipes not fitted with the vent heads shall be made as an elbow, with its opening facing downwards or in a different way agreed upon with PRS.

Requirements concerning construction and testing of air pipes closing appliances are specified in Publication 33/P – Air Pipe Closing Devices.

9.1.6 Air pipes of fuel oil tanks shall be led to the places on open deck where the escaping vapours will not cause any fire hazard and shall be fitted with devices preventing the passage of flame resistant to the corrosive effect of sea-water and of a design agreed with PRS (see also 12.3.4).

Location of the air pipes of oil fuel daily service and settling tanks shall be such that in the event of a broken air pipe this shall not directly lead to the risk of ingress of sea-water splashes or rain water into the tanks.

9.1.7 Air pipes from lubricating oil storage tanks may terminate in the machinery space, provided that the open ends are so situated that issuing oil cannot come into contact with electrical equipment or heated surfaces and an alarm device is provided to give warning when the oil reaches a predetermined level in the tank, or alternatively a sight glass is provided in the overflow pipe to indicate when any tank is overflowing. Such sight glasses shall be placed on vertical pipes only and in readily visible positions.

9.1.8 Containers for collecting the possible oil fuel spills shall be provided for the air pipes of oil fuel tanks in accordance with the requirements 12.5.6.


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9.1.9 The total cross-sectional area of air pipes of the tanks filled by gravity shall not be less than the total cross-sectional area of all pipes by which the liquid may be simultaneously delivered into the tank.

9.1.10 The total cross-sectional area of air pipes of tanks filled by the ship’s pumps or shore pumps shall be at least 1.25 times the cross-sectional area of the filling pipe. The total cross-sectional area of an air pipe serving several tanks shall be at least 1.25 times the cross-sectional area of the common filling pipeline and the requirements 9.2.3 shall also be fulfilled.

9.1.11 Where a tank filled by the ship’s pumps or shore pumps is provided with an overflow pipe, the total cross-sectional area of the air pipes of the tank shall not be less than 0.33 of the cross-sectional area of the filling pipe.

9.1.12 Air pipe internal diameter shall not be less than 50 mm.

9.1.13 Arrangement of air pipes shall be such that under normal list and trim conditions no hydraulic seals may occur in the pipes.

9.1.14 Air pipes of oil fuel tanks shall have no detachable joints in way of accommodation and refrigerated spaces.

9.1.15 Nameplates shall be affixed to the upper ends of air pipes.

9.1.16 Air pipes of internal combustion engine crankcases shall fulfil the requirements specified in 2.2.3 of Part VII – Machinery, Boilers and Pressure Vessels.

9.1.17 Air pipes of sewage treatment plants and sewage holding tanks shall be fitted with devices preventing the passage of flame resistant to the corrosive effect of sea-water and of a design accepted by PRS in each particular case (see also 20.2.6).

9.1.18 It is not recommended that air pipes be led through refrigerated spaces. Where such leading is indispensable, the pipes shall properly be insulated.

9.1.19 Air pipes of sea-water tanks and lubricating oil tanks may be led through oil fuel tanks without tight tunnels forming an integral part of such tanks provided that seamless pipes and permanent joints are used. Where the use of detachable joints is indispensable, flange joints with gaskets resistant to the effect of oil shall be used.

9.1.20 Air pipes, ventilator pipes and their closing devices located on the exposed deck over the forward 0.25L, in ships of length 80 m or more, where the height of the exposed deck in way of the item is less than 0.1L (L – the ship’s length, see the definition in 1.2.2 of Part II – Hull) or 22 m above the summer load waterline, whichever is the lesser, shall fulfil the following requirements:

.1 Forces acting in the horizontal direction on the pipe and its closing device shall be calculated for the largest projected area of each component, taking into account the pressure obtained from the formula below:

p = 0.5 ρ v 2 cd cs cp [kN/m2] (9.1.20) where: ρ – density of sea water (1.025 t/m3), v – velocity of water over the fore deck,

= 13.5 m/s, for d ≤ 0.5 d1,

= 13.5

12 1 d

d

−

m/s, for 0.5 d1 < d < d1,

d = distance from summer load waterline to exposed deck, d1 = 0.1L or 22 m, whichever is the lesser,


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cd – shape coefficient: = 0.5 for pipes, 1.3 for air pipe or ventilator heads in general, 0.8 for an air pipe or ventilator

head of cylindrical form with its axis in the vertical direction, cs – slamming coefficient (3.2), cp – protection coefficient:

= 0.7 for pipes and ventilator heads located immediately behind a breakwater or forecastle, = 1.0 elsewhere and immediately behind a bulwark.

.2 Bending moments and stresses in air and ventilator pipes shall be calculated at critical positions: at penetration pieces, at weld or flange connections, at toes of supporting brackets. Bending stresses in the net section shall not exceed 0.8 δy, where δy is the specified minimum yield stress or 0.2% proof stress of the steel at room temperature. Irrespective of corrosion protection, a corrosion addition to the net section of 2.0 mm shall be applied;

.3 The minimum wall thickness of air pipes, depending on nominal diameter, shall not be less than given in Table 1.16.3.1-1. The minimum nominal diameter of air pipes shall be 65 mm (for new ships only).

.4 Air pipes shall be supported by brackets, welded to the pipes and deck. For standard air pipes of 760 mm height closed by heads of not more than tabulated projected area, at least three radial brackets shall be fitted. The brackets dimensions shall not be less than: thickness – 8 mm, length – 100 mm, height – according to column 4 in Table 9.1.20.1. The brackets need not extend over the joint flange for the head. Bracket toes at the deck shall be properly supported. For air pipes of nominal diameter 200 mm or more, brackets need not be provided if the gross air pipe thickness is not less than 10.5 mm, or where the projected head area specified in Table 9.1.20.1 is not exceeded. Air pipes of other than standard 760 mm height or closed by heads having non-typical dimensions shall be fitted with additional means of support. Strength calculations shall be made as required in 9.1.20.1.

The requirements 9.1.20 do not apply to venting systems of cargo tanks on ships assigned additional mark: CRUDE OIL TANKER, PRODUCT CARRIER A, PRODUCT CARRIER B, TANKER FOR...., LIQUEFIED GAS TANKER or CHEMICAL TANKER in the symbol of class. These requirements do not also apply to double skin oil tankers which are subject to the requirements specified in IACS Common Structural Rules for Bulk Carriers and Oil Tankers.

Table 9.1.20.1 760 mm air pipe thickness and bracket standards

Nominal diameter [mm]

Minimum gross thickness [LL 19.20]

[mm]

Maximum projected area [cm2] Height1) of bracket [mm]

40A3) 6.0 – 520

50A3) 6.0 – 520

65A 6.0 – 480

80A 6.3 – 460

100A 7.0 – 380

125A 7.8 – 300

150A 8.5 – 300

175A 8.5 – 300

200A 8.52) 1900 3002)

250A 8.52) 2500 3002)

300A 8.52) 3200 3002)

350A 8.52) 3800 3002)

400A 8.52) 4500 3002)


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Table 9.1.20.2 900 mm ventilator pipe thickness and bracket standards

Nominal diameter [mm]

Minimum gross thickness [LL 19.20]

[mm]

Maximum projected area [cm2]

Height1) of bracket [mm]

80A 6.3 – 460 80A 6.3 – 460

100A 7.0 – 380 150 A 8.5 – 300 200A 8.5 550 – 250A 8.5 880 – 300A 8.5 1200 – 350A 8.5 2000 – 400A 8.5 2700 – 450A 8.5 3300 – 500A 8.5 4000 –

1) Brackets need not extend over the joint flange for the head. 2) Brackets are required where the as fitted (gross) thickness is less than 10.5 mm, or where the tabulated projected head area is

exceeded. 3) Not permitted for new ships. 4) For 900 mm ventilator pipes, their securing and brackets shall be calculated

in accordance with 9.1.20. Calculations shall be submitted to PRS for approval.

9.2 Overflow Pipes

9.2.1 Oil fuel tanks shall be fitted with overflow pipes discharging to the fuel overflow tank or to a storage tank the capacity of which shall be increased by a volume not less than the capacity of the overflow tank determined in accordance with 9.3.1 and its outfit shall fulfil the requirements 9.3.2.

9.2.2 Cross-sectional area of the overflow pipes shall fulfil the requirements specified in 9.1.9 to 9.1.12. The cross-sectional area of the overflow pipes of heavy fuel oil tanks shall not be less than 2 times

the cross-sectional area of the filling pipes.

9.2.3 Where overflow pipes from several tanks forming integral part of the hull structure and situated in different watertight compartments are led to a common line (manifold), the connections and the common line itself shall be situated above the deepest damage load waterline in ships having a mark of subdivision in their symbol of class and above the deepest load waterline in other ships.

9.2.4 Air pipes being also overflow pipes shall not be connected to the air pipe of the overflow tank, but directly to that tank or to other overflow pipe of a sufficient diameter, connected to that tank.

9.2.5 Where, provided the requirements 8.1.5 are fulfilled, a tank is alternately used for the carriage of oil fuel and water ballast or liquid and dry cargoes, the overflow pipes shall be so arranged as to preclude any possibility of liquid passing from one tank into another or vapours entering the tank loaded with dry cargo. In such cases, subject to PRS consent, the overflow pipes may be fitted with shut-off valves, provided these pipes are not used as air pipes.

9.2.6 Overflow pipes of oil fuel daily service and settling tanks shall be led to the tanks situated below the above-mentioned tanks.

9.2.7 A sight glass made of heat resistant to sudden temperature changes glass (e.g. borosilicate glass, thermal shock resistant min ∆T 200 K acc. to DIN 7080/7081) or a signal device indicating the fuel overflowing shall be fitted to the vertical piece of overflow pipes or to the overflow tank.


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9.3 Overflow Tanks

9.3.1 Capacity of oil fuel overflow tanks shall not be less than 10-minute capacity of the fuel transfer pump.

9.3.2 Overflow tank shall be provided with visual and audible alarms giving warning of the tank being filled above 75% of its capacity.

9.4 Sounding Pipes and Arrangements

9.4.1 Tanks and situated below the load waterline cofferdams, as well as bilges and bilge wells not readily accessible, shall be fitted with sounding pipes led to the open deck or with other level indicating devices of a type approved by PRS.

Sounding pipes for cofferdams and tanks not forming part of the hull structure need not be led to the open deck provided they are readily accessible under all service conditions.

9.4.2 Sounding pipes for oil fuel tanks, if not led to the open deck, shall not terminate in compartments where spillage originating from the pipes may cause a fire hazard. In particular, sounding pipes shall not terminate in accommodation and service spaces.

In technically justified cases PRS may accept sounding pipes terminating in machinery spaces or shaft tunnels, provided that:

.1 Top ends of sounding pipes are led to the places distant from the places of high risk of ignition or are fitted with shielding effectively protecting oil fuel, in the case of accidental release, from coming into contact with a heated surfaces of boilers, engines, exhaust pipes, etc. as well as with electric machinery and switchboards.

.2 Top ends of sounding pipes are fitted with self-closing sounding cocks and terminate not less than 0.5 m above the floor level. Additionally, a self-closing test cock of a small diameter is fitted under the above-mentioned cock in order to enable the check that there is no fuel in the pipe prior to opening the sounding cock. Measures shall be taken to prevent ignition in the case of fuel escape through the control cock. The sounding and test cocks shall be corrosion resistant and of a non-sparking design.

.3 An oil fuel level indicator complying with the requirements 9.4.3 is fitted additionally. Short sounding pipes may be used for tanks other than double bottom tanks without the additional

closed level gauge, provided an overflow system is fitted.

9.4.3 Other level indicators, accepted by PRS, of a type approved by PRS, may be used for oil fuel instead of sounding pipes. The indicators shall fulfil the following requirements:

.1 failure of the indicator or overfilling of the tank shall not cause any leakage of oil fuel;

.2 in cargo ships, level indicators with a transparent element are permitted. The element shall be made of unbreakable, flat glass, heat resistant to sudden temperature changes (e.g. borosilicate glass, thermal shock resistant min ∆T 200 K acc. to DIN 7080/7081) or plastic not losing its transparency in contact with oil fuel. Self-closing cocks shall be fitted between the indicator and tank, at the lower and upper end. Cylindrical level glasses are prohibited.

Level switches fitted below the top of the tank shall be contained in steel enclosure or other enclosure which will not be destroyed by fire.

9.4.4 Sounding arrangements for lubricating oil tanks shall fulfil the requirements specified in 9.4.2 (except .3) and 9.4.3. The test cock, mentioned in 9.4.2.2, is not required. In the case of lubricating oil tanks of a capacity less than 500 l, the self-closing cocks mentioned in 9.4.3.2 are not required.

9.4.5 Where level sensors are installed on oil fuel, lubricating oil, hydraulic oil or heating oil or other flammable oil tanks they shall be fitted inside pockets made of steel or other equivalent material which will not be easily destroyed by fire.


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9.4.6 Where the double bottom forms wing bilges or the ship has a flat bottom, one sounding pipe shall be installed at each side of the ship. The pipes shall be led straight or with slight curvature to permit a ready passage of the sounding rod to readily accessible places above the bulkhead deck.

9.4.7 Sounding pipes of the double bottom water tanks may terminate in the spaces above the tanks if they are readily accessible. These pipes shall not be used as air pipes and shall be fitted with self-closing cocks.

9.4.8 Striking plate or an equivalent arrangement protecting the bottom plating against damage shall be fitted under each open ended sounding pipe.

Where slotted sounding pipes having closed ends are employed, the lower ends of the pipes shall be adequately strengthened.

9.4.9 Internal diameter of sounding pipes shall not be less than 32 mm. Internal diameter of sounding pipes led through refrigerated spaces where the temperature may drop to

0°C or below, as well as of the pipes of tanks fitted with heating installation, shall not be less than 50 mm. Within refrigerated spaces the pipes shall be insulated.

9.4.10 Nameplates shall be affixed to the upper ends of sounding pipes.

9.4.11 The upper ends of sounding pipes led to the open deck shall be fitted with tight plugs. The use of other closing arrangements is subject to PRS acceptance in each particular case. The plugs and threaded parts of sounding pipe deck sockets fitted in open decks shall be made of bronze, brass or stainless steel.

Sounding pipes terminating above the open deck level shall be so arranged as to preclude the possibility of their damage or effectively protected against damage.

9.4.12 Sounding pipes of sea water tanks and lubricating oil tanks passing through oil fuel tanks shall be led inside tight tunnels forming an integral part of the such tanks or shall be made of seamless steel pipes permanently connected. Where the use of permanent joints is impracticable, flange joints with gaskets resistant to the effect of oil fuel may be used.

Exhaust Gas System

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10 EXHAUST GAS SYSTEM

10.1 Exhaust Gas Lines

10.1.1 Exhaust gas lines shall terminate on the open deck.

10.1.2 Where exhaust gas lines with water injection are led through the shell plating, near or below the load waterline, means shall be provided to prevent the sea-water from entering the engine. The pipes shall be looped or fitted with a suitable device such as a riser to prevent the return of water to the engine. Water for cooling exhaust gas shall be injected in a manner that minimizes the possibility of cooling water entering the engine through through the exhaust manifold. Where a shut – off valve is fitted at the overboard discharge, means shall be provided to prevent the engine from being started when the valve is not fully open. Moreover this valve is to be readily operable from accessible position.

10.1.3 In ships intended for the carriage of dangerous goods with the flash point below 60°C as well as in ships intended for the carriage of timber, the exhaust gas lines of main and auxiliary engines, boilers, incinerators and galley stoves shall be fitted with the devices for smothering sparks – the so called spark arresters of type approved by PRS. The type approval tests shall be performed in accordance with approval procedure agreed with PRS and taking into account the provisions of Publication 102/P – European Union Recognized Organizations Mutual Recognition Procedure for Type Approval.

10.1.4 Alternatively the pipes may be led overboard through the shell plating, provided that the outlet is arranged at least 0.3 m below the light waterline.

10.1.5 Exhaust gas lines and oil fuel tanks shall not be less than 450 mm apart.

10.1.6 The engines’ exhaust gas lines shall be fitted with silencers whose construction is subject to PRS acceptance in each particular case.

Each main I.C. engine shall be fitted with an individual exhaust line while the exhaust gas pipes of auxiliary engines may be connected to a common exhaust line, provided reliable measures are taken to prevent: – exhaust gas from the common exhaust line from entering the engines which are not in operation, – damage to any of the engines when starting.

In ships of restricted service having in their symbol of class additional mark II or III, exhaust gas pipes of main and auxiliary engines may be connected to a common exhaust line, provided safety measures as mentioned above are taken.

10.1.7 In exhaust gas boilers, as well as in boilers with combined heating which, due to their construction, cannot be left without water when heated with exhaust gas, provision shall be made for a by-pass with dampers for complete cut-off of the boilers from the exhaust gas lines.

10.1.8 The exhaust gas lines of internal combustion engines, boilers and incinerators shall be thermally insulated with suitable insulating material, or by means of double walls or shielding in accordance with the requirements 1.9.8.

10.1.9 Where the exhaust gas lines of main and auxiliary boilers are connected, it is permitted to provide dampers fitted with locking devices keeping the dampers in the open position.

In places, where it deems necessary, manholes and inspection doors shall be provided to enable inspection and cleaning of the exhaust gas lines and air ducts.

10.1.10 The exhaust gas lines of auxiliary engines provided with remote and automatic starting shall be provided with permanent drainage arrangements preventing water from entering the engine. These arrangements shall be situated in readily accessible places and measures to enable cleaning thereof shall be taken.

Internal diameter of the drain pipes shall not be less than 25 mm.


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10.1.11 Exhaust pipes shall be so designed that any expansion does not cause abnormal stresses in the piping system, and in particular in the connection with engine turbocharger(s).

10.1.12 The devices used for supporting the pipes are to allow their expansion (see also par.1.16.11.7 and 1.16.11.8).

10.2 Spark Arresters and Silencers

10.2.1 Spark arresters shall be so located as to enable their cleaning. For this purpose, cleanouts, drain cocks or plugs shall be provided.

10.2.2 Where exhaust gas boilers and wet type spark arresters are installed, measures shall be taken to prevent water from entering the engine in the case of boiler pipes leakage or due to any other damage. The drain pipes shall be led to the engine room bilges and fitted with hydraulic seals.

10.2.3 Silencers shall be provided with cleanouts for periodical cleaning and internal inspection.

10.3 Exhaust Gas Cleaning Systems

Ships engaged on voyages within the SECA shall use low-sulphur fuel oil or shall be fitted with the EGC unit to reduce the SOX emissions (see 6.3.1.2 and 6.3.2.1 of Part IX – Environmental Protection of the Rules for Statutory Survey of Sea-going Ships). The EGC unit is subject to the approval by PRS under the authority of the Flag State Administration. The requirements for such an approval are specified in Publication 78/P – Guidelines for Exhaust Gas-SOX Cleaning Systems.

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11 VENTILATION SYSTEM The requirements specified in this Chapter apply to the full extent to ships of gross tonnage 500

and above. Arrangements other than required in 11.1.1, 11.1.4, 11.1.5, 11.1.9, 11.2.3, 11.2.5 to 11.2.10, 11.3.4, 11.3.6, 11.3.7, 11.3.8 and, 11.3.9 as well as in subchapters 11.4, 11.5, 11.11 to 11.13 may be accepted for ships of gross tonnage less than 500 subject to PRS acceptance in each particular case.

11.1 General Requirements

11.1.1 Ventilation ducts, including single and double wall ducts, shall be made of steel or other equivalent material4) except flexible bellows of short length not exceeding 600 mm used for connecting fans to the ducting in air-conditioning rooms. Any other material used in the construction of ducts, including insulation. However, short ducts with a length generally not exceeding 2 m and with a free cross-sectional area1) not exceeding 0.02 m2, need not be made of non-combustible materials provided that:

.1 ducts are made of heat resisting non-combustible material, which may be faced internally and externally with membranes having low flame-spread characteristics and, in each case, a calorific value2) not exceeding 45 MJ/m2 of their surface area for the thickness used;

.2 ducts are the end sections of the ventilation system for the connection of ventilation equipment; and

.3 ducts are not located at the distance of not less than 600 mm, measured along the duct, from a penetration of an A or B Class division or continuous B Class ceiling (see definitions in subchapter 1.2, Part V – Fire Protection).

Combustible gaskets in flanged ventilation duct connections are not permitted within 600 mm from an opening in an A or B class divisions and in ducts required to be of A class construction.

11.1.2 Ventilation ducts shall be protected against corrosion or made of corrosion resisting material.

11.1.3 In places where moisture condensation may occur, ventilation ducts shall be insulated. The sections of ventilation ducts where water may condense shall be fitted with drain plugs.

11.1.4 Mechanical ventilation of accommodation spaces, service spaces, cargo spaces, control stations and machinery spaces shall be capable of being remote stopped form easily accessible positions outside the spaces being served. These positions shall not be readily cut off in the event of fire in the spaces served.3)

11.1.5 The ventilation systems for machinery spaces of category A, galleys, ro-ro spaces, vehicle spaces, special category spaces and cargo spaces (conventional cargo spaces) shall be separated from each other and from the ventilation systems serving other spaces.

Heads of the ventilation systems shall be located on the open deck and shall be so spaced and arranged that in the event of fire in one of the spaces the smoke coming out through the heads to the open deck will not be drawn in by inlet ventilation of the other spaces.

11.1.6 Ventilation inlets and outlets3)1 in outer walls/open decks shall be fitted with closing appliances

which need not fulfil the requirements specified in 11.2.7.

11.1.7 All inlets and outlets of the ventilation systems for machinery spaces, cargo spacesor other spaces provided with total flooding fire-extinguishing system shall be fitted with air-tight closing arrangements capable of being operated from outside of these spaces.

11.1.8 Closing arrangements and coamings of ventilation ducts on open decks shall fulfil the requirements of subchapter 7.7 of Part III – Hull Equipment.

1) The term “free cross-sectional area” shall be understood as cross-sectional area calculated on the basis of the inner dimensions

of the duct. It also covers pre-insulated ducts, i.e. ducts delivered by the manufacturer with ready insulation covering. 2) Refer to the recommendation published in standard PN-EN ISO 1716:2010, Reaction to fire tests for building products –

Determination of the heat of combustion. 3) See interpretations of SOLAS contained in MSC.1/Circ.1434. 4) See interpretations of SOLAS contained in MSC.1/Circ.1527.


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11.1.9 Inlet ventilation heads, as well as air inlets to ventilation systems serving ship spaces shall be located at a suitable distance from the outlets of fuel and oil tanks vents and shall be so arranged as to preclude the possibility of oil products vapours penetration, through ventilation ducts, to these spaces.

Heads of the ventilation systems, as well as air inlets located on the open deck shall be adequately protected against water penetration into ventilation ducts.

11.1.10 When designing ventilation systems for ships with length L of 100 m or more, the relevant requirements specified in Part IV – Stability and Subdivision shall also be fulfilled.

11.1.11 Electric drives for fans shall fulfil the requirements of subchapter 5.8 of Part VIII – Electrical Installations and Control Systems.

11.2 Arrangement of Ventilation Ducts and Penetrations in Decks, Watertight Bulkheads and Fire-resisting Divisions

11.2.1 Where, for ventilation purposes, penetration of watertight bulkheads by ventilation ducts is necessary, the number of such penetrations shall be limited as far as possible and closures of a design ensuring watertight integrity of the bulkheads, operated from a position above the bulkhead deck, shall be fitted at the place of penetration. The ventilation duct at the place of bulkhead penetration shall be watertight and shall have the strength corresponding to that of the bulkhead.

Penetration of collision bulkhead by ventilation ducts is not permitted.

11.2.2 Trunkways and vertical ventilation ducts led through the watertight decks within one watertight compartment below the bulkhead deck shall be watertight and shall have the strength equivalent to the strength of the ship hull structure in way of the penetration.

11.2.3 Ventilation ducts provided for the ventilation of machinery spaces of category A, galleys, ro-ro spaces, vehicle spaces and special category spaces shall not pass through accommodation spaces, service spaces or control stations (see definitions in subchapter 1.2 of Part V – Fire Protection), except when:

.1 the ducts having a width or a diameter of not more than 300 mm are constructed of steel having a thickness of at least 3 mm, and ducts having a width or a diameter of more than 760 mm are constructed of steel having a thickness of at least 5 mm; for the ducts of intermediate dimensions, thickness shall be obtained by linear interpolation;

.2 the ducts are suitably supported and stiffened;

.3 the ducts are fitted with automatic fire dampers close to the boundaries penetrated; and

.4 the ducts are insulated to a point at least 5 m beyond each fire damper, and the insulation meets the requirements for at least Class A-60 division; or

.5 the ducts are constructed in accordance with the requirements specified in .1 and .2 above; and

.6 the ducts are insulated to the standard of Class A-60 division throughout the spaces they pass through, for ducts that pass through spaces of category (9) or (10) mentioned in 6.1.4.2 of Part V – Fire Protection.

The above requirements are also applicable to the ventilation ducts serving the accommodation spaces, service spaces, or control stations, passing through machinery spaces of category A, galleys, vehicle spaces, ro-ro spaces and special category spaces.

11.2.4 For the purposes of 11.2.3.4 and 11.2.3.6, ducts shall be insulated over their entire cross-sectional external surface. Ducts that are outside byt adjacent to the specified space, and share one or more surfaces with it, shall be considered to pass through the specified space, and shall be insulated over the surface they share with the space for a distance of 450 mm past the duct1.

11.2.5 Ventilation ducts intended for the extraction of explosive or flammable vapours or gases shall not pass through the explosion-hazardous spaces, unless led in gastight tunnels.

1 See sketches of such arrangements contained in the Unified Interpretations of SOLAS Chapter II-2 (MSC.1/Circ.1276).

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11.2.6 Where thin plated ventilation ducts with a free cross-sectional area (see footnote to 11.1.1) not exceeding 0.02 m2 pass through A Class division, the opening in the division shall be fitted with a steel sleeve (penetration piece for the duct) having a wall thickness of at least 3 mm and a length of at least 200 mm divided preferably into 100 mm on each side of the division. Where the duct passes through the deck, the whole sleeve shall be beneath the deck.

11.2.7 Where ventilation ducts with a free cross-sectional area (see footnote to 11.1.1) exceeding 0.02 m2 but not more than 0.075 m2 pass through A Class division, the opening in the division shall be fitted with a steel sleeve (penetration piece for the duct), unless the duct in way of the penetration is constructed of steel, and both the duct and the sleeve at the length defined below fulfil the following requirements:

.1 The wall thickness is not less than 3 mm and the length of the penetration piece is not less than 900 mm and this length is preferably divided into 450 mm on each side of the division. The sleeves (ducts) shall be provided with fire insulation. Fire integrity of the insulation shall be at least the same as of the division at the location where the duct passes. Equivalent fire protection may be applied subject to PRS consent in each particular case.

.2 Ducts with a free cross-sectional area exceeding 0.075 m2 shall be fitted with fire dampers in addition to the requirements specified in .1. The fire dampers shall close automatically in the case of fire and be capable of being controlled manually from both sides of the division and provided with indicators (open/closed). The manual closing may be achieved by mechanical means of release (mechanical release lever) or by remote operation of the fire damper by means of a fail-safe electrical switch or pneumatic release (spring-loaded, etc.) on both sides of the division. The fire dampers need not be fitted, where ducts passing through spaces surrounded by A Class divisions do not serve the spaces and have the same fire integrity as the divisions which they pierce. Fire dampers shall be easily accessible. Where they are placed behind ceiling’s or wall’s linings, inspection doors providing access to such dampers shall be fitted and identification number of the damper shall be exhibited on the doors. The fire damper identification number shall also be placed on any remote controls of the dampers. A duct of cross-sectional area exceeding 0.075 m2

shall not be divided into smaller ducts at the penetration of an “A” class division and then recombined into the original duct once through the division to avoid installing the damper required by this provision.

11.2.8 Ventilation ducts penetrations (steel sleeves), referred to in 11.2.5 and 11.2.6 and installed in A Class divisions are subject to tests in accordance with the FTP Code (see the definitions in subchapter 1.2, Part V – Fire Protection). The test is not required where steel sleeves are directly joined to ventilation ducts by means of riveted or screwed flanges or by welding.

11.2.9 Fire dampers, referred to in 11.2.5 and 11.2.6, including their controls and installed in A Class divisions are subject to tests in accordance with the FTP Code (see the definitions in subchapter 1.2, Part V – Fire Protection).

11.2.10 Where ventilation ducts with a free cross-sectional area (see footnote to 11.1.1) exceeding 0.02 m2 pass through B Class division, then at the penetration they shall be lined with a steel sheet (liner) of 900 mm in length divided preferably into 450 mm on each side of the division unless the ducts are constructed of steel for this length and meet the requirements applicable to liners.

11.3 Ventilation of Machinery Spaces

11.3.1 Machinery spaces of category A shall be adequately ventilated so as to ensure that when machinery or boilers therein are operating at full power in all weather conditions including heavy weather, adequate supply of air is maintained to the spaces for the safety and comfort of personnel and the operation of machinery. Any other machinery space shall be adequately ventilated appropriately to the purpose of that machinery space.

The inlets of ventilation ducts for air supply to machinery spaces shall be suitably protected and so arranged that they can be used in all weather conditions, taking into account the requirements of subchapter 7.7 of Part III – Hull Equipment.


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Ventilators which are essential for continuous air supply to the engine room shall be fitted with coamings in accordance with the requirements specified in 7.7.2 of Part III – Hull Equipment. These ventilators need not be fitted with weathertight closing arrangements.

Ventilation of machinery spaces shall be sufficient under normal conditions to prevent accumulation of oil vapour.

Provision shall be made for the extraction of gases heavier than air from the lower parts of those spaces, from the places below the floor plates where the gases may accumulate, as well as from the locations where fuel system appliances, settling and service tanks are installed.

Means of control provided for the mechanical ventilation serving machinery spaces shall be so grouped as to be operable from two positions, one of which shall be outside such spaces, in the position of emergency switching off fuel oil and lubricating oil pumps and starting fire-extinguishing system. The means provided for stopping the mechanical ventilation of the machinery spaces shall be entirely separate from the means provided for stopping ventilation of other spaces.

11.3.2 Shaft tunnels shall be provided with effective mechanical or natural ventilation. Pipe tunnels in the double bottom shall be provided with mechanical exhaust ventilation.

11.3.3 Emergency generating set room shall be provided with ventilation system sufficient for the engine to run at full power in closed compartment under all service conditions.

Ventilators which are essential for continuous air supply to the emergency generating set room, if it is considered buoyant in the stability calculations or protects openings leading below, shall have coamings of sufficient height in accordance with the requirements 7.7.2 of Part III – Hull Equipment.

11.3.4 Fuel oil purifiers room, referred to in 1.10.9, shall be provided with independent mechanical ventilation or a ventilation arrangement which can be separated from the machinery space ventilation.

11.3.5 Ventilation ducts terminating in unsheltered positions on the freeboard deck or superstructure decks which are essential for continuous air supply to the engine room and, where necessary, immediate air supply to the emergency generating set shall be provided with coamings having a height of not less than specified in 7.7.2 of Part III – Hull Equipment. Where it is impracticable due to the ship size or applied arrangements, the coamings may be shorter, provided they are fitted with strong covers such as specified in 7.2.2 and additional arrangements ensuring undisturbed adequate ventilation of such spaces are employed. In any case the requirements specified in 7.7.1 of Part III – Hull Equipment shall be fulfilled.

11.3.6 The means for closing the main inlets and outlets of category A machinery spaces, required in 11.1.7, shall be installed in a safe position so located that hot gases produced by a fire in the machinery space will not preclude their use.

11.3.7 Arrangements shall be made to permit the release of smoke from machinery spaces, in the event of fire therein. The following means may be used for this purpose: – skylights, – openings in the funnel, which normally allow exhaust ventilation, – ventilators, – other openings, provided they are fitted with means of controls for their closure and opening, which are located outside machinery spaces they serve so that in the event of fire in the spaces access to the means will not be cut off.

For the release of smoke ventilation systems normally serving machinery spaces may also be used.

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11.3.8 Where a ventilation room serves only such an adjacent engine room and there is no fire division between the ventilation room and the engine room, closing the ventilation duct to/from the engine room shall be located outside the engine room. In that case, the controls for the closing of the engine-room ventilation duct (i.e. fire damper installed in accordance with 11.2.7.2) shall be located outside the fan room1.

11.3.9 Where a fan room serves the engine-room or multiple spaces containing the engine-room and is separated from the machinery space by a A-0 class division, closing of the ventilation duct to/from the engine-room shall be possible from outside the engine-room. In that case, the controls for the closing of the engine-room ventilation duct (i.e. fire damper installed in accordance with 11.2.7.2) may be located inside the fan room 1).

11.4 Ventilation of Closed Ro-Ro Spaces, Closed Vehicle Spaces and Special Category Spaces2)

11.4.1 Closed ro-ro spaces, closed vehicle spaces and special category spaces shall be provided with mechanical ventilation ensuring at least the below-specified air changes:

.1 Passenger ships: – Special category spaces – 10 air changes per hour. – Closed ro-ro spaces and vehicle spaces, other than special category spaces – in ships carrying

more than 36 passengers – 10 air changes per hour. – Closed ro-ro and vehicle spaces, other than special category spaces – in ships carrying not more

than 36 passengers – 6 air changes per hour. .2 Cargo ships – 6 air changes per hour. PRS may require an increased number of air changes having regard to the increased amount of exhaust

gases during loading and unloading of vehicles.

11.4.2 In passenger ships, the power ventilation system of spaces referred to above shall be separate from other ventilation systems. The power ventilation system shall be operated to give at least the number of air changes required in 11.4.1 at all times when vehicles are in such spaces, except where an air quality control system in accordance with 11.4.5 is provided. Ventilation ducts serving such spaces shall be effectively sealed and shall be separate for each such space. The system shall be capable of being controlled from a position outside such spaces.

11.4.3 In cargo ships, ventilation fans shall normally be run continuously and give at least the number of air changes required in 11.4.1 whenever vehicles are on board, except where an quality control system in accordance with 11.4.5 is provided. Where this is impracticable, they shall be operated for a limited period daily as weather permits and in any case for a reasonable period prior to discharge, after which period the space shall be proved to be gas-free. One or more portable combustible gas detecting instruments shall be carried for this purpose. The ventilation system shall be entirely separate from other ventilation systems. Ventilation ducts serving ro-ro or vehicle spaces shall be capable of being effectively sealed for each cargo space. The system shall be capable of being controlled from a position outside such spaces.

11.4.4 The ventilation system shall be so constructed as to ensure uniform air circulation in the space and to prevent the formation of air pockets.

11.4.5 For all ships, where an air quality control system is provided based on the Revised design guidelines and operational recommendations for ventilation systems in ro-ro cargo spaces (see IMO MSC/Circ.1515), the ventilation system may be operated at a decreased number of air changes and/or a decreased amount of ventilation. This relaxation does not apply to spaces to which at least ten air changes per hour is required in 11.4.11, enclosed cargo spaces subject to 2.10.6.1 of Part V – Fire Protection, and spaces intended for the carriage of motor vehicles with compressed natural gas in their tanks for their own propulsion as cargo.

1) See interpretations of SOLAS in MSC.1/ Circ.1239. 2) The definitions of these spaces are provided in subchapter 1.2 of Part V – Fire Protection.


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11.4.6 Means shall be provided on the navigation bridge to indicate any loss of the required ventilating capacity.

This requirement is considered fulfilled by an alarm on the bridge, initiated by fall-out of starter relay of fan motor.

11.4.7 Arrangements shall be provided to permit a rapid shutdown of the fans and effective closure of the ventilation ducts in case of fire. These arrangements shall be located outside the spaces served by the ventilation system and shall be accessible in all weather conditions.

Access routes to these arrangements shall fulfil the following requirements: – they shall be clearly marked and at least 600 mm of clear width; – they shall be provided with a single handrail or wire rope lifeline not less than 10 mm in diameter; and – they shall be provided with appropriate means of access (such as ladders or steps) to the closing devices

of fans located in high positions (i.e. 1.8 m and above). Alternatively, remote closing and position indicating arrangements from the bridge or a fire control

station for those ventilator closures are acceptable.

11.4.8 Ventilation ducts, including dampers, within a common horizontal zone shall be made of steel. In passenger ships, ventilation ducts that pass through other horizontal zones or machinery spaces of category A shall be A-60 Class steel ducts, constructed in accordance with the requirements 11.2.3.

11.4.9 Where ducts for a ro-ro/vehicle spaces pass through other ro-ro/vehicle spaces without serving that spaces, each duct shall be insulated all along itself to A-30 fire integrity in ways of other ro-ro/ vehicle spaces unless the sleeves and fire dampers in compliance with 11.2.6 and 11.2.7 in order to prevent spread of fire through the ducts are fitted.

11.4.10 Fans shall be of non-sparking construction and shall fulfil the requirements specified in 5.3.2 of Part VII – Machinery, Boilers and Pressure Vessels; electric motors of the fans shall fulfil the requirements specified in 22.2.1 of Part VIII – Electrical Installations and Control Systems. It is recommended that the electric motors should not be situated in the stream of discharged gases.

11.4.11 Where in spaces other than special category spaces below the bulkhead deck, above a height of 450 mm from the deck or from a platform for vehicles, electrical equipment has been installed which is not of non-sparking construction but is of a type so enclosed and protected as to prevent the escape of sparks, the ventilation system shall be so designed as to provide continuous ventilation of the cargo spaces at the rate of at least 10 air changes per hour when the vehicles are in the spaces.

11.4.12 Exhaust ventilation outlets shall be located in a safe position, far from machinery or other equipment which may constitute a source of ignition.

Inlet and outlet ventilation openings shall be fitted with protection mesh guards of not more than 13x13 mm mesh.

11.4.13 When designing the ventilation system, the guidelines specified in IMO MSC.1/Circ.1515 shall be taken into account.

11.5 Ventilation of Cargo Spaces

Considering the fumigation operation of cargo holds, ventilation ducts shall not have shared structural elements (e.g. common divisions) with ventilation ducts running to any other ships spaces, such as crew spaces, machinery spaces and other working spaces as defined by IMO in paragraph 3.3.2.3 of MSC.1/Circ.1264, the Recommendations on the Safe Use of Pesticides in Ships Applicable to the Fumigation of Cargo Holds, as amended.

11.6 Ventilation of Cargo Spaces Intended for the Carriage of Dangerous Goods

Cargo spaces intended for the carriage of dangerous goods shall be provided with adequate ventilation, depending on the class of dangerous goods carried, in accordance with the requirements of subchapter 2.10 of Part V – Fire Protection.

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11.7 Ventilation of Refrigerated Spaces

11.7.1 In the case of carriage of cargoes, which require air changes in refrigerated spaces, proper ventilation system ensuring fresh air supply (cooled or heated), shall be provided.

11.7.2 Inlet and outlet ventilation openings shall be provided with arrangements for their tight closure.

11.7.3 Air ducts passing through refrigerating spaces shall be gastight and well insulated.

11.8 Ventilation of Fire-extinguishing Stations

The requirements for ventilation of fire-extinguishing stations are specified in 3.6.2.5.4 of Part V – Fire Protection.

11.9 Ventilation of Battery Rooms and Battery Lockers

11.9.1 Ventilation system (both inlet and outlet) of battery rooms and battery lockers shall be independent and ensure removal of air from upper parts of the ventilated rooms and lockers.

Ventilation ducts (both inlet and outlet ducts) shall be gastight.

11.9.2 Fresh air shall be supplied to the lower parts of the rooms and lockers.

11.9.3 Outlets to the open of ventilation ducts shall be so arranged as to prevent admission of water, precipitation and solids. Flame arresters shall not be fitted on these ducts. The outlets of the exhaust ventilation ducts shall be situated in such positions where the gases discharged will not cause any fire risk.

11.9.4 Ventilation system of accumulator battery rooms shall be fitted with a means of closing1), if: – accumulator battery room does not open directly to an exposed deck; – ventilation opening for the battery room is required to be fitted with a closing device in accordance with

7.7.2 of Part III – Hull Equipment where the height of ventilator coamings located in position 1 does not exceed 4500 mm and in position 2 – does not exceed 2300 mm; or

– accumulator battery room is fitted with a fixed gas fire-extinguishing system. Where the ventilation system of the accumulator battery room and battery locker is fitted with a closing

device, the following requirements apply: a) closing devices of inlets and outlets of ventilation ducts shall be capable of being closed from

a position outside the ventilated space. Means of closing shall be easily accessible as well as prominently and permanently marked and shall indicate whether the shut-off is open or closed,

b) to mitigate the possibility of inadvertent closing, the following readily visible warning notice shall be provided:

This closing device shall be kept open and only closed in the event of fire or other emergency – Explosive gas.

11.9.5 Ventilation of accumulator battery lockers containing batteries with charging capacity not exceeding 0.2 kW, may be effected through holes in the lower and upper parts of the locker.

11.9.6 The rate of air flow Q for ventilation of an accumulator battery room or accumulator battery locker shall not be less than that determined in accordance with the formula below:

Q = 0.11In [m3/h] (11.9.6) where: I – maximum charging current during gas evolution, but not less than 0.25 times the maximum charging

current; n – number of battery cells.

1) See interpretations of MSC.1/Circ.1434.


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11.9.7 Cross-sectional area F of a vent duct in the case of natural ventilation of accumulator battery rooms or lockers shall not be less than that determined in accordance with the formula below:

F = 2.9Q [cm2] (11.9.7) however, not less than 40 cm2,

where: Q – air flow rate, [m3/h], determined in accordance with formula 11.9.6.

11.9.8 Natural ventilation of the rooms may be applied where: .1 required amount of air, determined in accordance with formula 11.9.6, is less than 85 m3/h; .2 rake of the ventilation duct from vertical is less than 45°; .3 number of bends of the duct does not exceed 2; .4 length of the ventilation duct does not exceed 5 m; .5 ventilation performance does not depend on the wind direction.

11.9.9 Where the air flow rate determined in accordance with formula 11.9.6 is 85 m3/h or more, the accumulator battery room shall be provided with mechanical exhaust ventilation.

11.9.10 Internal surfaces of the exhaust ducts, as well as the fans and their motors shall be protected against the action of electrolyte vapours.

11.9.11 Fans shall be of non-sparking construction and fulfil the requirements specified in 5.3.2 of Part VII – Machinery, Boilers and Pressure Vessels and their electric motors – the requirements specified in 22.2.1 of Part VIII – Electrical Installations and Control Systems. It is recommended that the electric motors be not situated in the stream of discharged gases.

Inlet and outlet openings shall be fitted with wire mesh guards having aperture size not exceeding 13x13 mm (see also 11.1.4).

11.10 Ventilation of Helicopter Hangars

Enclosed hangar facilities or enclosed spaces containing 98emperatu installations shall be provided with mechanical ventilation in accordance with the relevant requirements for closed ro-ro spaces of cargo ships, of subchapter 11.4.

11.11 Ventilation of Radio Rooms

The radio rooms shall be provided with ventilation system such as is required for control stations.

11.12 Ventilation of Control Stations

Ventilation of control stations located outside machinery spaces shall be such as to ensure, in case of fire, removal of smoke to the extent necessary for normal operation of the machinery and equipment contained therein and their supervision. Two independent and separate means of air supply shall be provided; and the air intake openings shall be so arranged that the risk of both inlets drawing in smoke simultaneously is reduced to a minimum.

The above-specified requirements need not be applied to control stations situated on or opening onto an open deck or where local closing arrangements would be equally effective. Equally effective local closing arrangements means that in case of ventilators these should be fitted with fire dampers or smoke dampers which could be closed easily within the control station in order to maintain the absence of smoke in the event of fire.

11.13 Ventilation of Galleys

11.13.1 The ventilation system of galleys shall fulfil the requirements specified in 11.1.6, except that the galley ventilation system in cargo ships of gross tonnage less than 4000 need not be completely separated, but may be served by separate ducts fitted with fire dampers near the ventilation unit which will close automatically in the event of fire.

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11.13.2 Where exhaust ventilation ducts from galley ranges pass through accommodation spaces or spaces where combustible materials may be present, the construction of the ducts shall fulfil the requirements for A Class division. Fire protection of the galley exhaust ventilation ducts shall fulfil the requirements specified in 2.7.1 of Part V – Fire Protection.

11.14 Ventilation of Emergency Fire Pump Room

The requirements for ventilation of the emergency fire pump room are specified in 3.2.4.4.5 of Part V – Fire Protection.

11.15 Ventilation of Emergency Generator Room

The following requirements apply to ventilation louvers for emergency generator room and to closing appliances where fitted to ventilators serving emergency generator room:

.1 ventilation louvers and closing appliances may either be hand-operated or power operated (hydraulic/pneumatic/electric) and shall be operable under fire conditions;

.2 hand operated ventilation louvers and closing appliances shall be kept open during normal operation of the ship. Corresponding instruction plates shall be provided at the location where hand operation is provided;

.3 power operated ventilation louvers and closing appliances shall be of a fail-to-open type. Closed power-operated ventilation louvers and closing appliances are acceptable during normal operation of the ship. Power-operated ventilation louvers and closing appliances shall open automatically whenever the emergency generator is starting or is in operation;

.4 it shall be possible to close ventilation openings by a manual operation from a clearly marked safe position outside the space where the closing operation can be easily confirmed. The louver status (open/closed) shall be indicated at this position. Such closing shall not be possible from any other remote position.


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12 OIL FUEL SYSTEM

12.1 Pumps

12.1.1 At least two power-driven pumps shall be provided for fuel transfer. One of these pumps may be a stand-by pump.

Any suitable pump, including oil fuel separator pump, may be used as stand-by pump. For ships of restricted service, having additional mark II or III in their symbol of class, the stand-by

pump is not required. In ships with a daily consumption of fuel not exceeding 2 tonnes, one hand pump may be installed. Oil fuel transfer pumps and oil fuel unit pumps, besides a local control, shall be capable of being

stopped, in case of emergency, from a position outside the space in which they are situated.

12.1.2 Shut-off valves shall be provided on the suction as well as on the delivery side of oil fuel pumps.

Safety valve discharging to the suction side of the pump shall also be provided. This valve need not be fitted if the installation is served by a centrifugal pump having design pressure not greater than design pressure of the piping.

12.2 Piping, Valves and Fittings

12.2.1 Oil fuel piping shall be separated from any other systems. Where satisfying the requirement specified in 8.1.5 is impracticable, and fuel tanks, including deep

tanks, can be used as ballast tanks, effective arrangements for disconnecting ballast system from the tanks when they contain oil fuel, and disconnecting fuel system, when the tanks contain ballast water, shall be provided. Piping for the discharge of oily ballast water to port reception facilities shall be provided and it should terminate on open deck and be fitted with a standard discharge connection specified in 7.2.4.

12.2.2 Oil fuel pipes shall not be led above internal combustion engines, turbines, exhaust gas pipes, steam piping (with the exception of fuel heating pipes), and steam boilers. In exceptional cases it is allowed to lead oil fuel pipes above the specified equipment, provided that in these positions the pipes do not have detachable joints or they are provided with tight screens and/or drip trays preventing the oil fuel from coming into contact with the aforesaid equipment (see also 1.10.3).

Tight screens and/or drip trays are required for flange connections and other fuel oil pipe connections of the working pressure higher than 0.18 N/mm2.

12.2.3 Every oil fuel pipe, which, if damaged, would allow oil fuel to escape from a storage, settling or daily service tank having a capacity of 500 l and above situated above the double bottom, shall be provided with a remote controlled, quick closing shut-off valve fitted directly on the tank. Control of the valve shall be effected from a safe position located outside the space where the tank is situated. In case of a tank situated in a shaft tunnel, pipe tunnel or other similar space, the shut-off valve shall be fitted on the tank, but control in the event of fire may be effected by means of additional valve fitted on the pipe outside the space where the tank is situated. In such case the valve, if fitted in machinery space, shall be controlled from outside of the space.

Remote control of quick closing valve fitted on the emergency generator oil fuel tank shall be effected from a different position than control of other quick closing valves fitted on oil fuel tanks situated in machinery spaces.

12.2.4 Oil fuel pipes shall not be led through cargo holds, accommodation and service spaces or spaces intended for the carriage of dangerous or explosive materials. The possibility of waiver from the requirement, if allowed elsewhere in this part of Rules, is subject to PRS consideration in each particular case.

12.2.5 Oil fuel pipes may be led through drinking water tanks and boiler feed water tanks only in tight tunnels forming an integral part of the tanks.

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12.2.6 Oil fuel pipes shall not be made of copper or aluminium brass.

12.2.7 All valves and cocks of the oil fuel system located inside machinery spaces shall be controlled from readily accessible positions. Where such valves or cocks are located below the floor plates, their means of control shall be led above the floor plates.

12.2.8 Oil filters fitted in parallel for the purpose of enabling cleaning without disrupting oil supply to engines (e.g. duplex filters) shall be provided with arrangements that will minimize the possibility of a filter under pressure being opened inadvertently. Filters/filter chambers shall be provided with proper means for: – venting when put into operation; – depressurising before being opened.

Valves or cocks with drain pipes led to a safe location shall be used for this purpose.

12.3 Oil Fuel Heating Arrangements in Tanks

12.3.1 Oil fuel shall be heated by means of steam or water coils, or by means of electrical heating arrangements. In the case of electrical arrangements the requirements specified in Chapter 15 and additionally (ships with automation class) in 21.2.8 of Part VIII – Electrical Installations and Control Systems shall be fulfilled.

12.3.2 Heating coils, as well as electric heating elements shall be located in the lowermost parts of the tanks.

12.3.3 The open ends of the suction pipes in daily service and settling tanks shall be situated above the heating coils or electric heating elements, to prevent, as far as possible, the coils and elements from being emerged.

12.3.4 The maximum temperature of the heated oil fuel in the tanks shall be at least 10°C below the oil fuel flash point.

Oil fuel contained in daily service, settling and other tanks of the engines’ and boilers’ oil fuel supply system may be heated to higher temperatures, provided that:

.1 the length of vent pipes from such tanks or an applied cooling device enable the vapours to cool down to temperature below 60ºC or the vent pipes outlets are situated at a distance not less than 3 m from the potential source of ignition,

.2 vent pipes are fitted with temperature sensors adjusted to give an alarm signal when the temperature exceeds a limit set at 10°C below the oil fuel flash point,

.3 vapours are prevented to penetrate from the upper parts of tanks and vent pipes into machinery spaces,

.4 no enclosed spaces are situated above such oil fuel tanks, except for well ventilated cofferdams,

.5 electrical equipment is not fitted in the vapour space of the tanks unless it is certified to be intrinsically safe.

12.3.5 Condensate from the heating coils shall be led to the observation tank fitted with a sight glass.

12.3.6 The pressure of steam used for heating oil fuel in tanks shall not exceed 0.7 MPa.

12.3.7 Where steam heaters or heaters using other heating media are provided in fuel oil systems, they shall be fitted with high temperature alarm or low flow alarm in addition to a temperature control, except where the temperature dangerous for the ignition of the medium cannot be reached.

12.4 Water Draining Arrangements for Tanks

Settling and daily service tanks shall be provided with self-closing valves and drain pipes led to the drain tank. The drain pipes shall be fitted with sight glasses. Where a drip tray has been provided, an open funnel, instead of the sight glass, may be fitted.


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12.5 Oil Fuel Leakage Collecting Arrangements for Engines, Boilers and Other Equipment

12.5.1 Suitable drip trays shall be fitted where oil fuel leakage from burners, separators, valves and fittings installed on daily service tanks, pumps, filters and other equipment may be expected.

12.5.2 The drain pipes from the drip trays shall be led to drain tanks. The pipes shall not be led to bilges and overflow tanks.

12.5.3 The internal diameter of the drain pipes shall not be less than 25 mm.

12.5.4 Drain pipes shall be led to the drain tank bottom as close as practicable. Where the drain tank is situated in the double bottom, structural measures shall be taken to prevent penetration of water into the engine room through the open ends of the drain pipes in event of damage to the shell plating. It is recommended that non-return valves reacting to a small pressure difference be used.

Provision shall be made for signals warning of the maximum permissible level being achieved in a drain tank.

12.5.5 Where pipes from the drip trays located in various watertight compartments are led to a common drain tank, constructional measures shall be provided to prevent the possibility of the overflow of water from the flooded compartment to other compartments through the open ends of drain pipes.

12.5.6 On every ship on open deck under or around each end of air, overflow or filling pipe, a container shall be provided of a capacity not less than: – 0.16 m3 – for ships of gross tonnage 1600 and above, – 0.08 m3 – for ships of gross tonnage above 300 but less than 1600, – 0.02 m3 – for ships of gross tonnage 100 up to 300; for such ships portable containers may be accepted.

Where the above arrangements are inconvenient or impracticable automatic closing valves shall be used. Such arrangement is subject to PRS acceptance in each particular case.

12.6 Filling Tanks with Oil Fuel

12.6.1 Bunkering of oil fuel shall be effected by means of a permanent pipeline provided with necessary valves and fittings enabling all storage tanks to be filled with oil fuel. The filling pipes shall be led to the tank bottom as close as practicable.

12.6.2 The filling pipes of the tanks situated above the double bottom shall be led through the tank wall in its upper part. Where such arrangement is impracticable, the filling pipes shall be fitted with a non-return valve installed directly on the tank.

Where the filling pipe is also used as a suction pipe, the non-return valve shall be replaced with a valve remotely closed from a readily accessible position outside the space in which the tank is located.

12.6.3 It is admissible that the filling pipe of emergency generator set service tank be led through accommodation and service spaces. It is also admissible that other filling pipes be led through sanitary spaces, provided that the pipe wall thickness is not less than 5 mm and the pipes have no detachable joints in way of these spaces.

12.6.4 Provision shall be made for a bunker sampler (a device designed to provide a sample of fuel oil during the bunkering period) in accordance with the requirements specified in IMO resolutions: MEPC.182(59) and MEPC.192(61), as amended by resolution MEPC.273(69) and the requirements specified in EN ISO 3170.

12.7 Oil Fuel Tanks

12.7.1 Oil fuel tanks, which do not form an integral part of the ship’s structure, shall fulfil the provisions for the hull tanks, where applicable.

12.7.2 The arrangement of the oil fuel tanks in the machinery spaces shall fulfil the requirements 1.10.2 and 1.10.7.

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12.7.3 The oil fuel tanks situated on open decks, superstructure decks and in other places open to the atmosphere shall be protected from exposure to the sun rays or a water spraying system shall be provided.

12.7.4 The oil fuel tanks shall be separated from drinking water and boiler feed water tanks, as well as from vegetable oil and lubricating oil tanks by means of cofferdams in accordance with the requirements specified in 9.2.4 of Part II – Hull.

12.7.5 In ships of 400 tonnes gross or more, the compartments situated afore the collision bulkhead shall not be used for the carriage of oil fuel or other flammable liquids.

Smaller ships shall fulfil the above requirement as far as practicable.

12.7.6 Two fuel oil service tanks for each type of fuel used on board necessary for propulsion and vital installations such as generating sets and auxiliary boilers or equivalent arrangements shall be provided on each new ship, with a capacity of at least 8 h at maximum continuous rating of the propulsion plant and normal operating load at sea of the generator plant. Interpretation: Arrangements complying with this regulation and acceptable “equivalent arrangements” for the most commonly fuel systems are shown in IACS SC123 Rev.3. A service tank is a fuel oil tank which contains only fuel of a quality ready for use i.e. fuel of a grade and quality that meet the specification required by the equipment manufacturer. A service tank is to be declared as such and not to be used for any other purpose. Use of a settling tank with or without purifiers, or purifiers alone, and one service tank is not acceptable as an “equivalent arrangement” to two service tanks.

Where the main engine, auxiliary boiler and generating sets use heavy oil fuel, two heavy oil fuel service tanks, with a capacity of at least 8 hours at maximum simultaneous rating of the propulsion plant, auxiliary boiler and generating sets and one diesel oil fuel tank for starting the main engine and maintenance of the engine/boiler shall be provided. Admissible equivalent arrangement consists of one heavy oil fuel daily service tank with a capacity sufficient for at least 8 hours at maximum simultaneous rating of the propulsion plant, auxiliary boiler and generating sets and one diesel oil fuel tank with a capacity sufficient for at least 8 hours at maximum simultaneous rating of the propulsion plant, auxiliary boiler and generating sets.

Where the main engine uses heavy oil fuel and generating sets and an auxiliary boiler use diesel oil, two heavy oil fuel service tanks, with a capacity sufficient for at least 8 hours at maximum simultaneous rating of the propulsion plant and auxiliary boiler and two diesel oil service tanks, each of the capacity sufficient for at least 8 hours of generating set(s) normal operating load at sea of the generator plant shall be provided on the ship. Admissible equivalent arrangement consists of one heavy oil fuel daily service tank with a capacity specified above and two diesel oil service tanks, each of the capacity of at least 4 hours at maximum simultaneous rating of the propulsion plant, generating set(s), and auxiliary boiler or at least 8 hours at maximum simultaneous rating of the propulsion plant and auxiliary boiler, whichever is greater.

Waiver of these requirements is permitted for ships of gross tonnage less than 500 and for ships of restricted service subject to PRS acceptance in each particular case. Note: Examples of tanks arragements are contained in interpretation 4.2 of MSC.1/Circ.1572.

12.7.7 Capacity of the oil fuel tank intended for the supply of emergency fire pump shall fulfil the requirements specified in 3.2.4.5 of Part V – Fire Protection.

12.8 Oil Fuel Supply to Internal Combustion Engines

12.8.1 The equipment of oil fuel system shall provide the engine with oil fuel prepared and purified to such a degree as is required for the particular engine. Note: Recommendations for petroleum fuel oil treatment systems are contained in IACS Rec. No. 151

12.8.2 The system arrangement or the construction of filters fitted in the pipeline supplying oil fuel to the oil fuel injecting pumps shall enable the filters to be cleaned without stopping the engine (see also subchapter 12.4 of Part VII – Machinery, Boilers and Pressure Vessels).


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12.8.3 In systems, where the engines are supplied with oil fuel by a booster pump, provision shall be made to ensure the oil fuel delivery to the engines in the event of the booster pump failure.

The above requirement does not apply to systems with two or more engines, where each engine is provided with its own booster pump and to ships of restricted service, having in their symbol of class additional mark II or III.

12.8.4 Where the main engines operate on two types of oil fuel (diesel oil and heavy fuel oil), measures shall be taken to prevent the mixing of the heavy fuel oil with the diesel oil for auxiliary engines.

12.8.5 In multi-engine installations supplied from the same source of oil fuel, means of isolating the oil fuel supply to individual engines shall be provided. Isolation of oil fuel supply to one engine shall not affect operation of the other engines. Location of the means of isolation shall be such that they are not rendered inaccessible by a fire of any of the engines.

12.8.6 Oil fuel for the emergency generating set’s engine shall be supplied from an independent daily service tank located in the generating set compartment. Oil fuel from this tank shall not be used for other purposes. Capacity of the tank shall ensure operation of the set for a period of time specified in 9.3.1 or 22.1.2.1 of Part VIII – Electrical Installations and Control Systems.

12.8.7 Components of a diesel engine fuel system shall be designed taking into account the maximum peak pressure which will be experienced in service, including any high pressure pulses which are generated and transmitted back into fuel supply and spill lines by the action of fuel injection pumps. Connections within the fuel supply and spill lines shall be constructed having regard to their ability to prevent oil fuel leaks while in service and after maintenance.

12.9 Oil Fuel Supply to Boilers

12.9.1 The system supplying oil fuel to main boilers and essential auxiliary boilers (definition – see 1.2) shall comprise at least two oil fuel units, each consisting of a pressure pump, a filter in the suction and delivery piping and a heater. The capacity of each of these units shall be sufficient to obtain the nominal parameters of the boilers.

The pressure pumps shall not be used for any other purpose and, apart from local controls, they shall be provided with means for their stopping from a readily accessible position outside the spaces where the pumps are installed.

12.9.2 The piping supplying oil fuel to boiler shall be fitted, at each boiler, with quick closing valve controlled locally and remotely from a position outside the boiler room. This requirement applies to the boilers with hand-torch-ignited burners and boilers where oil fuel is fed by gravity.

12.9.3 In systems where oil fuel is fed to the boilers by gravity, filters shall be fitted in the supply piping.

12.9.4 Provision shall be made to ensure starting the main boilers without the aid of a power supply from outside the ship.

12.9.5 Where oil fuel shall be stored in double bottom tanks, which are also used as water ballast tanks (see 12.2.1), provision shall be made for settling tanks. Where two daily service tanks are available, installation of settling tank is not required.

12.10 Fuel System for Helicopters

System provided for supplying other ships and helicopters with fuel having a flash point of less than 43°C shall fulfil the requirements specified in subchapter 7.3 of Part V – Fire Protection.

12.11 Oil Fuel Systems in Periodically Unattended Machinery Spaces

12.11.1 In addition to the requirements of subchapters 1.10; 1.18; 12.2; 12.3, the oil fuel systems in periodically unattended machinery spaces shall fulfil the following:

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12.11.2 Where daily service oil fuel tanks are filled automatically, or by remote control, means shall be provided to prevent overflow spillages.

12.11.3 The equipment which treats flammable liquids automatically (e.g. oil fuel purifiers and their heaters), whenever practicable, shall be installed in a special space reserved for purifiers and their heaters and shall have arrangements to prevent overflow spillages.

12.11.4 Where daily service oil fuel tanks or settling tanks are fitted with heating arrangements, a high temperature alarm shall be provided if the flashpoint of the oil fuel can be exceeded.

12.12 Fuel Pumps on Ships Operating in Emission Control Areas and Non-restricted Areas

12.12.1 For ships intending to use heavy fuel oil (HFO) or marine diesel oil (MDO) in non-restricted areas and marine fuels with a sulphur content not exceeding 0.1% m/m and minimum viscosity of 2 cSt in emission control areas, the following arrangements are considered to be in compliance with SOLAS II-I/26.3.4:

.1 in non-restricted areas, ships are provided with two fuel oil pumps that can each supply the fuel primarily used by the ship (i.e. HFO or MDO) in the required capacity for normal operation of the propulsion machinery;

.2 in emission control areas one of the following configurations: .1 fuel oil pumps mentioned in 12.12.1.1, provided these are each suitable for marine fuels with

a sulphur content not exceeding 0.1% m/m and minimum viscosity of 2 cSt at the required capacity for normal operation of propulsion machinery,

.2 where the fuel oil pumps mentioned in 12.12.1.1 are suitable to operate on marine fuels with a sulphur content not exceeding 0.1% m/m and minimum viscosity of 2 cSt but one pump alone is not capable of delivering marine fuels with a sulphur content not exceeding 0.1% m/m and minimum viscosity of 2 cSt at the required capacity, then both pumps may operate in parallel to achieve the required capacity for normal operation of propulsion machinery. In that case, one additional (third) fuel oil pump shall be provided. The additional pump shall, when operating in parallel with one of the pumps mentioned in 12.12.1.1, be suitable for and capable of delivering marine fuels with a sulphur content not exceeding 0.1% m/m and minimum viscosity of 2 cSt at the required capacity for normal operation of the propulsion machinery; Note: The requirements of 12.12.1 and 12.12.2 apply to ships contracted for construction on or after 1 July 2013.

.3 in addition to the requirements of 12.12.1.1, two separate fuel oil pumps shall be provided, each capable of and suitable for supplying marine fuels with a sulphur content not exceeding 0.1% m/m and minimum viscosity of 2 cSt at the required capacity for normal operation of propulsion machinery. Notes: 1. If a marine distillate grade fuel with a different maximum sulphur content is specified by regulation for

the area of operation of the ship (e.g., ECA, specific ports or local areas, etc.) then that maximum shall be applied.

2. The requirement for automatic start of standby pumps applies irrespective of the pump arrangement for ships holding an additional mark for unattended machinery space in the symbol of class.

3. Where electrical power is required for the operation of propulsion machinery, the requirements also apply to the machinery for power generation when such machinery is supplied by common fuel supply pumps.


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13 LUBRICATING OIL SYSTEM


13.1.1 Arrangements for storage, distribution and use of the oil applied in pressure lubrication systems shall be such as to ensure the safety of the ship and persons on board and such arrangements in machinery spaces shall at least fulfil the requirements specified in 1.10.4, 1.16.2, 1.16.6.3, 1.16.6.4, 9.4.2, 12.2.2, 12.2.3 and in subchapter 12.11 as well as in 2.5.3 and 2.5.4 of Part VII – Machinery, Boilers and Pressure Vessels, except that:

.1 this does not preclude the use of sight-flow glasses in lubricating systems provided that they are shown by test to have an adequate degree of fire resistance; and

.2 use of sounding pipes may be permitted in machinery spaces; the requirements specified in 9.4.2 and 12.2.3 need not be applied on condition that the sounding pipes are fitted with proper means of closure.

13.1.2 For ships constructed on or after 1 January 2003, the provisions of 12.2.3 also apply to lubricating oil tanks except those of having a capacity less than 500 litres, storage tanks on which valves are closed during the normal operation of the ship or where it is determined that the unintended operation of a quick-closing valve on the lubricating oil tank would endanger the safe operation of the main propulsion and essential auxiliary machinery.

13.2 Lubricating Oil Pumps Serving Internal Combustion Engines, their Gears and Couplings

13.2.1 In machinery installations where one main engine is fitted, at least two lubricating oil pumps of equal capacity shall be provided. One of the pumps may be driven by the main engine.

For ships of restricted service, having in their symbol of class additional mark II or III, the stand-by pump is not required.

Lubricating oil circulating pumps, besides local control, shall be capable of being stopped, in case of emergency, from a position outside the space in which they are situated.

13.2.2 In machinery installations where two or more main engines are fitted, each of them shall be provided with a separate lubricating pump, which may be driven by the engine.

The necessity of providing a stand-by pump or a spare one depends on the arrangement of connections in the lubricating oil system among the engines, and is subject to special consideration by PRS.

13.2.3 Oil circulating pumps in lubricating oil systems of main gears as well as pumps supplying hydraulic couplings shall fulfil the requirements specified in 13.2.1 and 13.2.2.

13.2.4 Where lubricating oil system for the main engines turbochargers is served by an independent electrically driven pump, provision shall be made for a stand-by pump and a gravity tank of sufficient capacity to ensure free rundown of the turbochargers in the event of a sudden stop of the oil pumps.

The tank shall be provided with a system to give warning of reaching the lowest permissible oil level in the tank.

The oil pumps shall change-over automatically. Provision shall be made for suitable means for checking the oil flow through the turbocharger bearings.

13.2.5 Each auxiliary engine and emergency generating set engine shall be provided with its own, independent lubricating system.

A common lubricating system for auxiliary engines and number of pumps in such system, including the stand-by ones are subject to separate consideration by PRS.

13.3 Lubricating Oil Supply to Internal Combustion Engines and Gears

13.3.1 Drain pipes from the engine crankcase to the circulating tank – their lower ends – shall be so arranged that they are permanently submerged in oil during the engine operation. The drain pipes of two or more engines shall not be interconnected.

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13.3.2 The pipes of lubricating oil system shall not be connected to the pipes of other systems, except connections to the purifiers, which may be used for oil fuel purification, provided that reliable structural arrangements preventing oil fuel from being mixed with lubricating oil have been employed.

13.3.3 Where lubricating oil purifiers are employed, means preventing the main engine oil from being mixed with the auxiliary engines’ lubricating oil shall be provided.

13.3.4 The pipes of the lubricating oil circulation systems shall be fitted with: – magnetic strainer – on the suction pipe of lubricating pumps serving gears; – one coarse filter (gauze) – on the pumps’ suction pipe; – two parallel filters, one interchangeable duplex filter or one self-cleaning filter – on the discharge pipe

of the lubricating pump serving main engine. The throughput of each lubricating oil filter shall exceed by 10% the capacity of the largest pump.

13.3.5 Oil filters fitted in parallel for the purpose of enabling cleaning without disrupting oil supply to engines (e.g. duplex filters) shall be provided with arrangements that will minimize the possibility of a filter under pressure being opened by mistake.

Filters/filter chambers shall be provided with proper means for: – venting when put into operation; – depressurising before being opened.

Valves or cocks with drain pipes led to a safe location shall be used for this purpose.

13.3.6 Where steam heaters or heaters using other heating media are provided in lubricating oil systems, they shall be fitted with high temperature alarm or low flow alarm in addition to a temperature control, except where the temperature dangerous for the ignition of the medium cannot be reached.

13.4 Lubricating Oil Pumps Serving Steam Turbines and their Gears

13.4.1 The lubricating oil system of the main turbine set shall be served by two oil pumps, the capacity of each pump being sufficient to ensure lubrication of the turbine set at the maximum output. At least one of the pumps shall be independently driven.

Where two main turbine sets are installed in one engine room, one independently driven stand-by pump for both turbine sets may be provided.

13.4.2 The design and location of lubricating oil pumps shall ensure reliable operation of the pumps without priming thereof before starting.

13.4.3 The lubricating system of the main turbine sets shall be of the gravity type. Every measure shall be taken to ensure supply of lubricating oil to the main turbine set in the event of failure of the main oil pump or until the turbine comes to rest in the event of interruption of power supply to the pumps’ motors.

The use of circulation lubricating system without the gravity tank is subject to separate consideration by PRS.

13.5 Lubricating Oil Supply to Steam Turbines and their Gears

13.5.1 The circulating oil piping, including all branches to individual receivers shall be made of copper, copper-nickel alloy or equivalent pipes.

13.5.2 The oil from lubricating oil system of the main turbine set may be taken only for the purposes of control, adjustment and safety devices and for lubrication of the main thrust bearing.

13.5.3 Each lubricating oil system shall be fitted with audible and visual alarm system to give warning, at the main turbine control station, of the reduction in pressure of the oil. In the gravity lubricating system, the alarm system shall be actuated at such a level of oil in the gravity tank, as to enable the start of the stand-by or emergency pump before the turbine is stopped by the safety system.

13.5.4 The capacity of tank in the gravity lubricating system shall not be less than 5 minutes demand at the rated output of the turbine set.


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The tank shall be fitted with an overflow pipe with a sight glass well lit and visible from the control station. The pipe cross-sectional area shall be at least 1.25 times the cross-sectional area of the discharge pipe from the pump.

Provision shall be made for the supply of oil by the pump to the oil receivers directly, with the omission of the tank.

13.5.5 The lubricating oil system of the main turbine set shall be fitted with two oil coolers, one of which shall be a stand-by cooler.

Where two turbine sets are installed in one engine room, only one stand-by oil cooler may be provided for both turbine sets.

The oil coolers of main turbine sets shall be served by circulating pumps of the main condensers. Where a separate, independent pump has been provided for the oil coolers, provision shall be made

additionally for a stand-by pump having a capacity of not less 0.6 times the capacity necessary for oil coolers at the rated output of the turbine set. Any general service pump may be used as a stand-by pump.

13.5.6 The lubricating oil system of the main turbine set and its gear shall also fulfil the requirements specified in 13.3.3.

13.6 Lubricating Oil Tanks

13.6.1 The lubricating oil tanks shall be separated from oil fuel, boiler feed water and drinking water tanks by cofferdams in accordance with the requirements specified in 9.2.4 of Part II – Hull.

13.6.2 The circulation drain tanks of turbines shall in each case be separated from the bottom shell plating by a cofferdam in accordance with the requirements specified in 9.2.4 of Part II – Hull.

It is recommended that cofferdams be arranged under the engines. In the case of internal combustion engines, where such cofferdams are not provided, non-return or shut-off valves capable of being operated from above the engine room floor plates shall be fitted on the drain pipes from the engines crankcases.

13.6.3 In ships of unrestricted service and in ships of restricted service having additional mark I in their symbol of class, provision shall be made for a lubricating oil storage tank with a capacity sufficient for filling the system with oil to the working level.

It is recommended that the tank be arranged outside the double bottom.

13.6.4 The requirements given in 12.2.3 are also applicable to lubricating oil tanks except that the remote control is not required for:

.1 valves on the storage tanks, which are normally closed, and

.2 quick-closing valves, which if closed inadvertently would endanger the safe operation of the main propulsion or essential auxiliary machinery.

13.6.5 Where lubricating oil tanks are fitted with heating system, the requirements of subchapter 12.3 shall be fulfilled.

13.5.6 With regard to the lubricating oil tanks situated in the machinery spaces of category A and, if practicable, also to such tanks in other machinery spaces, the requirements specified in 1.16.6.4, 12.2.2, 12.2.3 and subchapter 12.5 and 12.11 shall be fulfilled (see also 1.10.2 and 1.10.3).

13.7 Arrangement of Piping

13.7.1 Oil pipes may be led through drinking water tanks and boiler feed water tanks only in tight tunnels forming an integral part of the tanks.

13.7.2 Oil pipes may be led through oil fuel tanks without the use of tight tunnels forming an integral part of the tanks provided that the pipes are seamless and connected by means of permanent joints. Where the use of permanent joints is impracticable, flange connections shall be used.

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14 THERMAL OIL SYSTEM


The arrangements for the storage, distribution and use of other flammable oils applied under pressure in heating systems shall be such as to ensure the safety of the ship and persons on board. In locations where means of ignition are present, such arrangements shall at least fulfil the requirements specified in as well as with the requirements specified in 1.10.4, 1.16.2, 1.16.6.3, 1.16.6.4, 9.4.2, 12.2.2, 12.2.3 and subchapter 12.11 and also requirements specified in 2.5.3 and 2.5.4 of Part VII – Machinery, Boilers and Pressure Vessels.

14.2 Pumps

14.2.1 Thermal oil system shall be fitted with two circulating pumps – main and stand-by pump. Thermal oil transfer pumps, besides local control, shall be capable of being stopped, in case

of emergency, from a position outside the space in which they are situated.

14.2.2 A transfer pump shall be provided for filling the compensation tanks and for the transfer of oil.

14.3 Compensation Tanks

14.3.1 Thermal oil systems shall be provided with a compensation tank situated at the highest point of the system. Capacity of the tank shall be at least 1.5 times the increase of oil volume when the oil is heated up to its service temperature.

14.3.2 Compensation tank shall be provided with a level indicator complying with the requirements specified in 9.4.3. The lowermost allowable oil level shall be marked on the indicator.

14.3.3 Compensation tank shall be provided with an overflow pipe led to the thermal oil storage or draining tank.

14.3.4 Compensation tank shall be fitted with alarms for maximum and minimum allowable oil level. Oil heating shall be automatically cut off in the case when oil level in the compensation tank drops

below the allowable level.

14.3.5 The compensation tank of thermal oil system intended for the operation in the atmosphere of inert gas shall be fitted with pressure gauge and safety valve.

14.3.6 Effective means shall be provided for removal of vapours and gases from the system through the compensation tank.

14.4 Storage Tanks

14.4.1 Capacity of the thermal oil storage tank shall be sufficient to fill one section of pipelines or the system’s element of the greatest volume.

14.4.2 Where the storage tank is also used as a drain tank for the oil from entire system, its capacity shall be sufficient for the containment of the oil plus the volume of heating oil specified in 14.4.1.

14.5 Arrangement of Piping

14.5.1 The arrangement of thermal oil system piping shall fulfil the requirements specified in 1.16.11 and 13.6.

14.6 Air Pipes

Air pipes from expansion tanks and thermal oil storage tanks shall fulfil the requirements of subchapter 9.1 and shall be led to open deck.


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14.7 Oil Leakage Collecting Arrangements

14.7.1 Oil leakage collecting arrangements shall fulfil the requirements of subchapter 12.5.

14.7.2 Where the shut-off valves on thermal oil boiler are not provided with remote control, a quick acting device shall be provided for draining the oil from the system into a special tank or into the storage tank of a volume specified in 14.4.2.

14.8 Thermal Oil Cooling

Thermal oil systems fitted with exhaust gas heaters (boilers) shall be provided with oil cooling arrangements.

14.9 Insulation

Insulation of pipes and elements of thermal oil system shall fulfil the requirements 1.9.8.

14.10 Thermal Oil Boilers

Thermal oil boilers shall fulfil the requirements of subchapter 9.14 of Part VII – Machinery, Boilers and Pressure Vessels.

Cooling Water System

111

15 COOLING WATER SYSTEM

15.1 Pumps

15.1.1 The main engines cooling water systems shall fulfil the following requirements: .1 Sea-water cooling system of one main engine shall be provided with two pumps, one of which shall

be a stand-by pump. The capacity of the stand-by pump shall not be less than that of the main pump. At least one of the pumps shall have independent drive. It is admissible to apply one common, independently driven stand-by pump for both sea and fresh water. The capacity of the pump shall not be less than that of the main pumps. Provision shall be made, however, to prevent the mixing of sea-water and fresh water.

.2 Sea and fresh water cooling systems of two or more engines, may be served by: – separate pumps for each engine and in such a case no stand-by pumps are required, or – one pump for sea-water system of capacity sufficient for simultaneous cooling of all engines

running at maximum load, and one fresh water pump meeting the same requirements. In such a case at least one stand-by pump of capacity not less than that required for every main pump shall be provided.

.3 In ships of restricted service having additional mark II or III in their symbol of class with one main engine, instead of stand-by fresh water cooling pump, an emergency sea-water cooling may be provided.

15.1.2 For water cooled lubricating oil coolers and air coolers of the main electric motors, emergency means of cooling equivalent to the main ones shall be provided.

15.1.3 Where each of the auxiliary engines is provided with a cooling water pump, the stand-by pumps for these engines are not required.

Where for a group of auxiliary engines provision is made for a common cooling system, one stand-by pump for serving both the fresh and sea-water system is sufficient.

Where a common cooling water system for the main and auxiliary engines is provided, separate stand-by pumps for the auxiliary engines are not required.

For the generating sets, which shall be kept ready for immediate use (hot reserve) provision shall be made for continuous circulation of hot water.

15.1.4 The independent cooling systems of pistons and injection valves, shall be provided with stand-by pumps having capacity not less than that of main pumps.

15.1.5 Oil coolers of the main turbine sets shall be served by circulating pumps of main condensers. Where a separate cooling water pump for oil coolers is provided, a stand-by pump with a capacity not

less than 2/3 of the cooling water demand for the cooler at the rated power of the turbine set shall be provided.

15.1.6 The ballast, draining and other general service pumps used for the transfer of clean water only may be used as stand-by cooling pumps.

Fire pumps may be used for the purpose, provided the requirements 3.2.3.2 of Part V – Fire Protection are fulfilled.

15.2 Arrangement of Pipes and Joints

15.2.1 Sea-water supply to the cooling system shall be provided by means of at least two inlet valves, one of which shall be located at the bottom, the other one on the side of the ship. These valves shall be interconnected and the cooling water shall be taken from the connecting sea-water main.

15.2.2 It is recommended that water supply to the cooling system of auxiliary engines and condensers of auxiliary turbines be provided from separate bottom valves. Where such valves are located in the machinery space, suction lines of these systems shall be connected to the sea-water main in accordance with the requirements 15.2.1, and the suction lines shall be fitted with shut-off valves.


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15.2.3 Internal seawater cooling systems shall be designed and made of an appropriate material to minimize biofouling and constructed with a minimum of bends, kinks and flanges in seawater piping in accordance with the guidance contained in IMO Resolution MEPC.207(62).

15.3 Cooling Water Strainers Where sea-water is used for the direct cooling of the main engine and auxiliary machinery engines,

the cooling water suction pipes shall be provided with strainers. Cleaning the strainers shall not cause stopping the cooling water supply to the engines.

15.4 Cooling of Internal Combustion Engines

15.4.1 In the fresh water cooling system provision shall be made for fresh water expansion tank, in which the level of water shall be higher than the highest level of water in the engine. The expansion tank, which may serve the cooling system of several engines, shall be connected to the suction piping of pumps and shall be fitted with an alarm to give warning on the minimum water level.

15.4.2 Location of a discharge line in the sea-water cooling system of the engines shall ensure covering with water the uppermost cooled areas of engines, water coolers and oil coolers, and shall prevent the formation of stasis.

15.4.3 Where oil fuel or lubricating oil is used in the cooling systems of pistons or injection valves, the requirements specified in chapters 12 and 13 shall be fulfilled.

15.4.4 The engines of emergency driving systems shall have their own, independent cooling systems.

Compressed Air Systems

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16 COMPRESSED AIR SYSTEMS

16.1 Number of Air Receivers and Reserve of Compressed Air

16.1.1 Compressed air system for starting the main engines shall be so designed as to enable simultaneous starting and reversing of all main engines.

16.1.2 The reserve of compressed air necessary for starting the main engines and functioning of their control systems shall be stored in at least two receivers or groups of receivers so arranged that they can be used independently. Each of these receivers or groups thereof shall contain a reserve of starting air not less than half of the amount required in 16.1.3 and 16.1.4 respectively.

16.1.3 The reserve of compressed air contained in all receivers and intended for starting and reversing the main engines shall ensure at least 12 consecutive starts, ahead and astern alternately, of each main engine ready for operation.

16.1.4 The reserve of compressed air intended for starting the non-reversible main engines driving controllable pitch propellers or connected to other machinery which enable starting the engines without load, shall be sufficient to assure each engine, ready for operation, to make at least: – 6 starts – in single engine installation, – 3 starts of each engine – in installation with two or more engines.

16.1.5 For starting the auxiliary engines, provision shall be made for a separate compressed air receiver of a capacity sufficient to provide 6 starts of the biggest engine ready for operation. In addition to the above, the following requirements shall be fulfilled: – provision shall be made for the possibility of starting the auxiliary engines from one of the air receivers

serving the main engines, or – the required amount of compressed air shall be stored in two receivers, each having capacity sufficient

to provide 3 starts. PRS may waive the requirement for installing separate receiver for starting the auxiliary engines, provided that the requirement 16.1.6 is fulfilled.

16.1.6 Compressed starting air receiver or group of receivers specified in 16.1.2 may provide air for starting the auxiliary engines, for supplying the whistle or for other purposes, provided that: – the capacity of the air receivers is increased respectively and – automatic topping-up of the compressed air receivers is provided, or – provision is made for an alarm to give warning in the case of pressure drop of not more than 0.5 MPa

below the working pressure of the compressed air receivers. Where special air receiver is fitted for the whistle, its capacity shall be sufficient to enable the whistle

to work continuously for 2 minutes and hourly capacity of the air compressor shall not be less than that required to provide 8 minutes operation of the whistle.

Where it is intended to take air from the receiver provided for the whistle, the capacity of the receiver shall be increased accordingly and automatic topping-up or an alarm device warning in the case when the amount of air in the receiver reaches the lower limit required for the whistle shall be arranged.

In ships having in their symbol of class the mark of automation, the topping-up of air receivers shall fulfil the requirements of subchapter 21.2 of Part VIII – Electrical Installations and Control Systems.

16.1.7 The starting air receiver for auxiliary engines, specified in 16.1.5 may be topped-up from the receivers specified in 16.1.6, however, provision shall be made to prevent air flow in the opposite direction.

16.1.8 Where compressed air is used for starting the emergency generating set, a compressed air receiver of capacity sufficient to provide 3 starts of the engine shall be located in the generating set room. The receiver may be charged from the main or auxiliary engines receivers through a non-return valve fitted in the generating set room or by an electrically driven compressor supplied from the emergency switchboard.

Where the compressed air is the only means of starting the emergency generating set, two compressed air receivers shall be provided, each of a capacity sufficient to provide 3 starts of the generating set.


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16.1.9 Provision shall be made to reduce to a minimum the entry of oil into the air pressure systems and to drain these systems providing drainage cocks on the compressed air cylinders and on the lowest positioned pipes of these systems.

16.2 Starting Air Compressors

16.2.1 The number of the main compressors shall not be less than two, one of which may be a main engine-driven compressor. The combined capacity of the main compressors shall be sufficient for charging the air receivers of the main engines within 1 hour from atmospheric pressure to the pressure sufficient for the number of starts and reverses specified in 16.1.3 or 16.1.4.

The capacity of each of the main compressors shall be the same. The capacity of independently driven compressors shall not be less than 0.5 of that required for all main compressors.

In the event of failure of one of the compressors, the capacity of the other shall not be less than that required in 16.1.6 for the whistle.

16.2.2 In ships of restricted service instead of a compressor driven by the main engine, arrangements for charging the starting air receivers from the main engine cylinders may be applied.

In ships of restricted service having in their symbol of class additional mark III, a single arrangement for charging starting air receivers may be applied subject to PRS consent in each particular case.

The capacity of the compressor or throughput of the charging valves fitted on the cylinders shall fulfil the requirements specified in 16.2.1.

16.2.3 In ships, where the main and auxiliary engines are started by means of compressed air, provision shall be made to enable starting of the engines from the dead ship condition in accordance with the requirements specified in 1.8.4.

A hand driven compressor or a compressor set with hand starting internal combustion engine may be used for this purpose and the compressors shall charge with air a separate receiver of a capacity sufficient to provide 3 starts of one generating set or one main compressor, if the compressor is driven by an internal combustion engine.

A separate air receiver is not required where the hand or engine driven compressor is capable of charging the air receiver mentioned in 16.1.5 within 1 hour.

16.3 Arrangement of Pipes and Connections

16.3.1 Each of the starting air receivers specified in subchapter 16.1 shall be capable of being charged from each of the main compressors specified in subchapter 16.2. For piping connections between the air receivers – see 16.1.7.

16.3.2 A non-return shut-off valve shall be fitted in the discharge pipe of each compressor.

16.3.3 The temperature of compressed air entering the receiver from the charging valve on the engine shall not exceed 90°C. Where necessary, provision shall be made for an air cooler. The pipes used for charging the receivers shall not be led under the floor plates.

16.3.4 The cross-sectional area of pipes discharging the compressed air from safety valves or fusible plugs outside the machinery space shall not be less than twice the free area of the valve or plug.

The pipes shall be provided with water draining arrangements.

Boiler Feed Water System

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17 BOILER FEED WATER SYSTEM

17.1 Pumps

17.1.1 Each main boiler and each essential auxiliary boiler (definition – see subchapter 1.2) or a group of boilers working together and each other boiler which may be hazardous in the event of lack of water supply shall be provided with at least two independently driven feed pumps. The capacity of each of these pumps shall be sufficient for boiler operation at the rated service conditions.

Non-essential auxiliary boilers and unfired boilers (exhaust gas boilers) of a construction which enables them to be kept without water when heated with exhaust gases, may be provided with one feed pump.

Where more than two feed pumps are fitted, then with one of the pumps being out of service the combined capacity of the other shall not be less than the capacity specified above for one feed pump.

Where the design of feed pump does not preclude the possibility of pressure rise above a determined value the pump casing or delivery pipe before the first shut-off valve shall be fitted with relief valve or other safety arrangement.

17.1.2 Steam supply to the steam-driven feed pumps shall be provided by means of a separate pipeline and shall be possible from each boiler served by these pumps.

17.1.3 The main and essential auxiliary boilers with forced water circulation shall be fitted with at least two circulating pumps, one of them being a stand-by pump.

17.2 Pipe Layout and Arrangement of Connections

17.2.1 In the case of open circuit feed system provision shall be made to enable the feed pumps to take water from the hot wells and from the feed water storage tanks.

17.2.2 Where a steam generation system consists of two or more adequately sized boilers which provide services essential for the ship safety, it shall be provided with not less than two separate feed water systems including the feed pumps, noting that a single penetration of the steam drum is acceptable.

For auxiliary boilers which do not provide essential services, one feed water system is sufficient.

17.2.3 Means effectively preventing the entry of oil to boiler feed water shall be provided. Feed water pipes may be led through oil tanks only in tight tunnels forming an integral part of the tanks.

17.2.4 The feed water system of main and essential auxiliary boilers shall be provided with automatic salinometer.

17.3 Tanks Feed water tanks shall be separated from oil fuel, lubricating oil and vegetable oil tanks by cofferdams

complying with the requirements specified in 9.2.4 of Part II – Hull.

Machinery Installations… – Steam System, Boilers Scum and Blow-Down System

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18 STEAM SYSTEM, BOILER SCUM AND BLOW-DOWN SYSTEM


18.1.1 Where two or more boilers are interconnected, non-return valves shall be fitted at each boiler before the manifold. These valves need not be installed where shut-off non-return valves are fitted on the boilers.

18.1.2 The pipes from scum and blow-down valves of two or more boilers may be connected to a common discharge pipe, provided that non-return valves are fitted in these pipes before the common discharge pipe.

18.1.3 Steam for the ship’s whistle shall be supplied through a separate pipe directly from the main boiler. This requirement does not apply to ships having pneumatically or electrically operated sound means, in addition to the steam whistle.

18.1.4 The machinery connected to the steam pipes shall be free of the stresses caused by thermal expansion of the pipes, by fitting a self-compensation means (e.g. pipe bends) or by installing thermal compensators in appropriate positions (see also 1.16.11.8).

18.1.5 Where the steam pipes supply steam to arrangements and machinery designed for a pressure lower than the boiler pressure, reducing valves shall be fitted and the requirements 1.16.6.2 shall be fulfilled.

18.1.6 Where piping system for steaming oil fuel tanks and oil cargo tanks is provided, shut-off non-return valve shall be fitted on each tank.

18.1.7 The steam pipelines in the engine and boiler rooms shall be led in the upper parts of these spaces, where practicable, in a position accessible for inspection and servicing.

Except for the heating and boiler scum and blow-down pipes, leading the steam pipes under the floor plates of the engine and boilers rooms is not allowed.

The steam pipes shall not be led in the vicinity of the oil fuel tanks.

18.1.8 Steam pipes shall not be led through the paint stores, lantern rooms and other spaces intended for the carriage of flammable substances.

18.1.9 Steam pipes shall not be led through the cargo holds.

18.2 Draining of Steam Pipelines

18.2.1 Steam supply pipelines shall be fitted with condensate draining arrangements to protect the machinery against waterhammer.

18.2.2 In the case of open drain pipes system for the steam pipelines, the drain pipes shall be led below the floor plates.

Condensate System for Steam Turbines

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19 CONDENSATE SYSTEM FOR STEAM TURBINES


Each main turbine set shall be fitted with its own condensate system ensuring a stable vacuum under all rated conditions of service.

The auxiliary turbines may have a common condensate system. With the ship under way, waste steam from the auxiliary turbo-generators may be discharged into the main condenser or into the stages of the main turbine set.

19.2 Pumps

19.2.1 The condensate system of the main steam turbine shall be fitted with two independent cooling water pumps – one main and one stand-by pump.

The capacity of the stand-by pump shall not be less than 0.3 of the rated demand for cooling water. Any pump of sufficient capacity may be used as a stand-by pump.

In twin-propeller ships, application of only one stand-by circulating pump for both turbine sets is permitted.

Where provision is made for cooling the main condenser by simultaneous operation of two pumps, each having a capacity not less than 0.5 of the rated demand for water, the stand-by circulating pump is not required.

19.2.2 Where the auxiliary condenser is common for all auxiliary turbines, it shall be served by two independent cooling water pumps – one main and one stand-by pump. Any pump of sufficient capacity may be used as a stand-by pump.

19.2.3 The condensate system of the steam turbines shall be fitted with two independent condensate pumps – one main and one stand-by pump. The capacity of each pump shall be at least 1.25 of the maximum amount waste steam delivered to the condenser. In systems with two main condensers arranged in one engine room, the stand-by condensate pump may be common for both condensers.


19.3.1 Pipe layout and arrangement of connections shall fulfil the requirements of subchapters 15.2 and 15.3.

19.3.2 The condensate collector, discharge pipe and the condensate pump shall be so arranged in respect to each other as to preclude the flooding of the lower rows of pipes and to ensure smooth drainage of condensate to the pump. The handhole for cleaning the collector shall be provided.

19.3.3 The nozzles of the ejectors of the condensate system shall be protected against damage and clogging. For this purpose, a protective metal wire net shall be installed in the steam pipe.


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20 SANITARY DRAINAGE SYSTEM


20.1.1 Ships, which fulfil at least one of the following conditions: – have the gross tonnage of 400 and above, – are certified to carry more than 15 persons, shall be fitted with gravity or vacuum sanitary drainage system in accordance with the requirements of the present subchapter and subchapter 20.2.

20.1.2 Ships other than those mentioned in 20.1.1 and fitted with sanitary drainage system shall fulfil the requirements of the present subchapter, requirements 20.2.2, 20.2.6, 20.2.8, 20.2.9 and 20.2.10 and additionally shall fulfil the requirements for non-convention ships set forth in Part IX – Environment Protection of the Rules for Statutory Survey of Sea-going Ships.

20.1.3 Gravity systems drain pipes shall slope in the direction of discharge so as to ensure that, under list and trim conditions expected during normal service, the sanitary drainage will not remain in the pipes.

20.1.4 All sanitary utensils, sinks, laundry tubes, scuppers, etc. connected to the gravity drain system shall be fitted with water seals.

20.1.5 Gravity systems drain pipes shall be fitted with air pipes led from the main vertical drains, as well as from the places most distant from the main vertical drains. The number, arrangement and diameter of air pipes shall be such as to prevent water from being sucked from water seals by the sanitary drainage flowing away.

20.1.6 The air pipes shall terminate away from doors, the opening type windows, inlets to ventilation systems, etc. so as to prevent the escaping gases from entering the spaces where people may be present.

20.1.7 Air pipes shall fulfil the relevant requirements of subchapter 9.1.

20.1.8 The direct overboard discharge pipes of sanitary drainage shall fulfil the relevant requirements specified in Chapter 5.

20.2 Sewage Treatment Plants, Holding Tanks, Sewage Discharge Systems

20.2.1 Ships shall be provided with a blackwater holding tank or sewage treatment plant (or both) as well as with the piping to discharge the tank and the plant content to shore reception facilities through a standard discharge connection located on deck, as specified in 20.2.11. For the discharge of holding tank content a pump of proper type and parameters shall be provided having regard to the characteristics of the liquid being pumped, the size and the position of the tank and the overall discharge time.

20.2.2 Sewage holding tanks shall not have common boundaries with accommodation spaces, food storerooms and tanks other than ballast tanks, heavy fuel oil storage tanks, oil residues tanks or tanks intended for other liquid wastes. Where sewage holding tanks form integral part of the ship structure, the surrounding cofferdams shall fulfil the requirements specified in 9.2.4 of Part II – Hull.

20.2.3 Holding tank shall enable retention of blackwater. Where blackwater and grey water systems are interconnected, the tank capacity shall be sufficient for the retention of all sanitary drainage. Where the systems are separated, holding tank for greywater is not required. Capacity V of the holding tank shall be determined in accordance with the formula below: V = 0.001qnt [m3] (20.2.3) where: q – amount of sanitary sewage, in litres, per person a day. For blackwater, 70 l/person a day shall be

assumed, for greywater and blackwater (common system) 230 l/person a day shall be assumed.

Sanitary Drainage System

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In the case of vacuum systems, 25 l/person a day or 185 l/person a day respectively shall be assumed, unless otherwise specified by the manufacturer of the system;

n – maximum number of persons the ship is certified to carry; t – time, in days, of the ship’s stay in port and/or operation in the area where sanitary drainage shall not

be discharged in accordance with the provisions of MARPOL 73/78 Convention, Annex IV. Normally it shall be shorter than 3 days. Where, apart from the holding tank, a sewage treatment plant is also provided, to calculate the tank capacity, t = 2 days may be assumed. For passenger ships engaged on voyages lasting up to 4 hours, the tank capacity may be reduced to 30% of the value calculated in accordance with the above formula and where the voyage duration does not exceed 2 hour – up to 10%.

20.2.4 The retention tank shall be provided with an alarm device set at 75% and 100% of the tank capacity.

20.2.5 The retention tank shall be fitted with water washing system. It is recommended that wall stiffeners be provided outside the tank.

20.2.6 Sewage treatment plants and sanitary drainage holding tanks provided with internal partitions shall be fitted with air pipes led from chambers to which the inlet pipes are connected, unless construction of the partitions does not require such an arrangement.

20.2.7 Sewage treatment plants installed on ships shall be type-approved by IMO or PRS and shall fulfil the requirements of the following IMO Resolutions within the scope of tests and the quality of effluent discharged overboard: – sewage treatment plants installed on ships before 1 January 2010 – the requirements of Resolution

MEPC.2(VI); – sewage treatment plants installed on ships on or after 1 January 2010 – the requirements of Resolution

MEPC. 159(55)1). – 2012 guidelines on implementation of effluent standards and performance tests for sewage treatment

plants MEPC.227(64). Capacity of the sewage treatment plants shall be sufficient for the number of persons the ship is certified

to carry, having regard the manufacturer’s guidelines.

20.2.8 Where sewage treatment plant installed on board employs a biological treatment process, grey water and blackwater systems shall be separated. Sewage shall be led to the first stage of the plant whereas grey water – to the last stage (disinfection chamber).

20.2.9 Where comminuting and disinfecting system is installed on board, it shall be type-approved by PRS.

20.2.10 On the effluent discharge pipe from the sewage treatment plant as well as on the discharge pipe from the comminuting and disinfecting system sampling cocks shall be fitted.

20.2.11 Standard discharge connection for the discharge of sewage (blackwater) from the holding tank and from the treatment plant shall be fitted with a flange made in accordance with Table 20.2.11. The standard discharge connection shall be installed on deck and so located as to enable easy connection of the reception hose. The discharge connection shall be fitted with a blank flange and nameplate marked:

Sewage (blackwater).

1) Sewage treatment plants installed on board ships on or after 1 January 2010 shall fulfil the amended guidelines

on the implementation of effluent standards and performance tests for sewage treatment plants, contained in Resolution MEPC. 159(55). This means that the above requirements apply to new ships, whose keels were laid or which were at a similar stage of construction on or after 1 January 2010 and to existing ships on whom new installations were fitted with the contract date of delivery to the ship on or after 1 January 2010 or, in the absence of a contract delivery date, to ships on whom the actual delivery of equipment was on or after 1 January 2010.


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Table 20.2.11 Standard discharge connection for sewage (blackwater)

Parameter Dimensions / number Outside diameter 210 mm Internal diameter According to the pipe outside diameter Bolt circle diameter 170 mm Slots in flange 4 holes, 18 mm in diameter, equidistantly placed on a bolt circle of the above diameter, slotted

to the flange periphery; the slot width to be 18 mm Flange thickness 16 mm Bolts and nuts 4 sets, bolts of 16 mm in diameter and of suitable length The flange shall be made of steel or other equivalent material and have a flat face. This flange, together with a gasket, shall be suitable for a service pressure of 0.6 MPa. The flange is designed to accept pipes up to a maximum internal diameter of 100 mm.

20.2.12 Where the ship is provided with a system for the discharge into the sea of the content of holding tank, where blackwater or blackwater and grey water are collected, the side discharge valve shall be provided with nameplate marked:

Untreated sewage (blackwater). Keep the valve closed within 12 nautical miles from the nearest land.

Such a plate shall also be affixed at the side valves of blackwater direct overboard discharge.

Refrigerating Plants

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21 REFRIGERATING PLANTS

21.1 Application

21.1.1 Classed refrigerating plants shall fulfil all the requirements specified in this Chapter.

21.1.2 With regard to non-classed refrigerating plants the following requirements apply: – 21.1.3.1; 21.1.3.2; 21.1.3.5 (only for apparatus and vessels exposed to the refrigerant pressure); – 21.1.3.6 (only for refrigerant system); – 21.2.1; 21.2.2; 21.6.1; 21.6.3 to 21.6.7; 21.7.1 to 21.7.5; 21.8.4; 21.9.3; 21.10; 21.11.2; 21.12.1 to

21.12.3; 21.13.1 and .2; 21.14; 21.15.2 and .3; 21.15.4.3; 21.15.8; 21.17.2 (only for equipment exposed to the refrigerant pressure);

– 21.17.3 and .5, as well as in 1.4.7.2, .3, .5 and .7 (only for safety devices); – 1.4.7.1 (only for machinery and apparatus in accordance with 21.1.3.1, .2 and .5); – 1.5.5.1; 1.16.8.2 and 1.16.8.3.

21.1.3 The following machinery and equipment installed in refrigerating plants shall be approved by PRS: .1 refrigerant compressors; .2 refrigerant pumps; .3 coolant pumps; .4 cooling water pumps; .5 heat exchangers and other apparatus and vessels exposed to the pressure of refrigerant, coolant

or cooling water; .6 pipes, valves and fittings intended for the pressure of 1.0 MPa and higher; .7 devices of automatic control, monitoring and safety systems, as well as temperature measuring and

recording instruments in refrigerated chambers. The above mentioned machinery and equipment shall fulfil the relevant requirements specified in

Part VII – Machinery, Boilers and Pressure Vessels, Part VIII – Electrical Installations and Control Systems and Part IX – Materials and Welding.

21.2 Refrigerants and Design Pressures

21.2.1 The refrigerants are subdivided into three groups:

I – non-flammable; II – toxic and flammable, having lower flammable limit (mixture of refrigerant vapours with air)

corresponding to 3.5% refrigerant content in the air by volume or more; III – explosive or flammable refrigerants, having lower flammable limit (mixture of refrigerant

vapours with air) corresponding to less than 3.5% refrigerant content in the air by volume. The refrigerants of group III may be used, upon agreement with PRS, only for refrigerating plants

of liquefied gas carriers where the cargo is used as refrigerant.

21.2.2 For the strength calculations of components exposed to the refrigerant pressure, the design pressure shall be taken from Table 21.2.2.

Table 21.2.2 Refrigerants and design pressures

Refrigerant group Symbol Chemical formula Design pressure 1)

[MPa] High pressure side Low pressure side

I R-12 2) R-22 R-502

CF2Cl2

CHF2Cl azeotropic mixture

R22 + R115

1.2 2.0 2.0

1.1 1.7 1.9

II R-717 NH3 2.0 1.8 III R-290 C3H8 1.6 1.5

1) The design pressure is equal to the maximum working pressure. 2) Not to be used in new plants.


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The design pressure of refrigerating plant components exposed to the pressure of refrigerant having low critical temperature (below +50°C) is subject to PRS consideration in each particular case.

21.2.3 Refrigerants not mentioned in Table 21.2.2 may be used subject to PRS agreement in each particular case.

The value of design pressure shall be taken as the pressure of saturated vapours of the particular refrigerant at the temperature +55°C, for high pressure side and +45°C, for low pressure side.

21.3 Output and Equipment of Refrigerating Plants

21.3.1 Refrigerating plant shall ensure, under normal service conditions of the ship, maintaining an appropriate temperature in refrigerated chambers, depending on the nature of cargo carried and the navigation area.

21.3.2 The refrigerating plant of ships of unrestricted service shall be capable of maintaining the required temperature in refrigerated holds and of supplying other cold consumers under the following conditions: – sea water temperature +32°C, – ambient air temperature +40°C.

21.3.3 The refrigerating plant shall comprise at least two refrigerating units capable of maintaining the required temperature of the carried cargo, also with the largest unit switched off for a whole day.

21.3.4 The capacity of refrigerating plant intended for cooling down of non-precooled cargo shall be sufficient for lowering its temperature within a specified period of time, with all the units running simultaneously.

21.3.5 In factory ships which, besides having a refrigerating plant for the cargo spaces, are also provided with other plants like freezing, cooling, ice producing, etc. only one refrigerating unit may be designated for cooling the cargo spaces, provided its output is such that when working continuously throughout a day the requirements 21.3.1 are fulfilled.

In that case, one or more refrigerating units serving other purposes but being a part of the classed plant, may be used as stand-by unit.

21.3.6 The stand-by refrigerating unit shall comprise a compressor with prime-mover, a condenser and, in the case of indirect cooling a brine cooler, as well as a control system and necessary fittings, to ensure independent operation of the unit.

21.3.7 A freezing or cooling installation shall ensure freezing or cooling down the fishing products within a specified period of time.

Where cooling or freezing installation, having capacity in excess of 10 t/day, is fitted, at least two such installations, having total capacity equal to the required one, shall be provided.

21.3.8 The layout of cooling grids shall ensure uniform cooling in the space concerned. The grids shall be arranged in not less than two separate sections, each of them capable of being shut off.

Cooling grids with direct expansion of group II agent shall not be used. Such grids may only be used in freezing installations in factory ships (see subchapter 21.9).

21.3.9 Where pump unit is used in the refrigerant system, at least two circulating pumps shall be fitted – one main and one stand-by pump.

Where circulation of the refrigerant is also ensured with the circulating pump not running, a stand-by pump need not be installed, provided the refrigerating plant capacity still fulfils the requirements 21.3.1 and the freezing installation capacity is not less than 0.8 of its rated value.

21.3.10 The cooling system serving one group of cold consumers shall be fitted with two independent coolant pumps – one main and one stand-by pump.


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Where there are two or more groups of cold consumers (different by temperatures) with their own cooling systems, each of these groups shall be provided with at least two independent coolant pumps – one main and one stand-by pump.

A common stand-by pump of adequate ratings may be provided for these groups.

21.3.11 Refrigerating plant shall be provided with two independent cooling water circulating pumps – one main and one stand-by pump. Any sea-water pump serving any system may be used as stand-by pump, provided it has adequate ratings.

21.3.12 Cooling water shall be supplied from at least two sea valves. When using general service sea inlet valves, provision shall be made for sufficient supply of water from each valve under normal service conditions of the ship.

21.4 Materials

21.4.1 The type and the basic properties of materials used for parts, assemblies and fastenings of refrigerating equipment, operating under conditions of dynamic loads, under pressure, at variable and low temperatures shall fulfil the relevant requirements specified in Part IX – Materials and Welding. When selecting materials, the following principles shall be followed:

.1 materials for the equipment parts operating in contact with refrigerant and its mixtures, lubricating oils, as well as cooling and cooled media shall be non-reactive and resistant to their effect;

.2 materials for the equipment parts operating at low temperatures must not undergo permanent structural changes and shall maintain sufficient strength in these conditions;

.3 materials for parts and structures of refrigerating equipment operating at low temperatures down to –50°C shall be selected taking into account the relevant requirements specified in 2.2.1.4 of Part II – Hull and Chapter 3 of Part IX – Materials and Welding;

.4 materials for the equipment parts operating at temperatures lower than –50°C are subject to PRS consideration in each particular case.

21.4.2 Parts of machinery and apparatus coming into contact with corrosive agents shall be made of materials having sufficient resistance to the corrosive action or be protected by corrosion-resisting coatings. Assemblies of machinery and apparatus made of materials having different electric potential which may come into contact with sea-water shall be adequately protected against electrolytic corrosion.

21.5 Electrical Equipment

The electrical equipment of refrigerating and freezing plant, the system of automatic control, as well as the lighting installation of the refrigerating machinery spaces, refrigerant storage spaces and that of refrigerated chamber shall fulfil the relevant requirements specified in Part VIII – Electrical Installations and Control Systems.

21.6 Refrigerating Machinery Spaces

21.6.1 The refrigerating machinery spaces shall fulfil the relevant requirements sof subchapter 1.9 and the requirements of this subchapter.

Refrigerating plants operating on group II or III refrigerant shall be installed in separate gas-tight spaces. The arrangement of machinery and equipment shall fulfil the requirements of subchapters 1.10 and

1.11. The drainage of the refrigerating machinery spaces shall fulfil the requirements 6.4.10.

21.6.2 The machinery, apparatus and piping shall be so arranged in the refrigerating machinery space, as to permit free access for attendance and to enable the parts to be replaced without having to dismantle the machinery and apparatus from their foundations. The machinery, apparatus and other equipment shall be located at least 100 mm from bulkheads and vertical surfaces of other equipment.

21.6.3 The refrigerating machinery space shall have two escape ways arranged as far apart as practicable, with the doors opening outwards. Where the refrigerating machinery space is not situated


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at the open deck level, each of the escape ways shall be fitted with steel ladders as widely separated from each other as possible and leading to the spaces, which give the access to the open deck.

Spaces of automated unattended refrigerating machinery, operating on group I refrigerants, need not be provided with a second means of escape.

21.6.4 The escape ways from the refrigerating machinery space, operating on group II or III refrigerant, shall not lead to accommodation or service spaces or spaces adjacent to that mentioned before.

Where escape ways lead through corridors or casings, these shall be fitted with exhaust and supply ventilation, the latter being mechanical. The starting arrangements of the ventilation shall be arranged both inside the refrigerating machinery space and outside, in the vicinity of the exit.

21.6.5 Exits from refrigerating machinery spaces operating on group II refrigerant shall be fitted with water screens (see also 3.4.9 of Part V – Fire Protection). The arrangement activating water screens shall be situated outside the space next to the exit.

Fire hydrant with fire hose and nozzle connected to the water fire main system shall be provided in the refrigerating machinery space or near entrance doors of the space.

21.6.6 The refrigerating machinery space shall be fitted with independent exhaust ventilation system, ensuring at least 10 air changes per hour in empty space. Supply ventilation may be natural, however independent of the ventilation of other spaces. The ventilation system shall ensure underpressure inside the machinery space.

21.6.7 In addition to the main ventilation system required in 21.6.6, each refrigerating machinery space shall be fitted with independent emergency exhaust ventilation system ensuring:

.1 30 air changes per hour – in the case of refrigerating machinery operating on group II or III refrigerants;

.2 20 air changes per hour – in the case of refrigerating machinery operating on group I refrigerants. Depending on the density of refrigerant vapours, the ventilation system shall ensure efficient extraction

of the vapours from the uppermost or the lowest parts of the space. When calculating the emergency ventilating system, the capacity of the main ventilation system fans

may be included, provided they will operate together with the emergency ones, should the switchboard of the refrigerating units be deenergized.

21.6.8 Refrigerating machinery operating on group II refrigerant shall be provided with ammonia detectors, giving an alarm inside and outside the space (see also Part VIII – Electrical Installations and Control Systems).

21.6.9 Ammonia refrigerating machinery spaces shall be fitted with at least 2 escape breathing apparatuses.

21.6.10 In fishing vessels of less than 55 m in length, the refrigerating plants operating on group II refrigerant and other devices containing not more than 25 kg of ammonia may be located in the engine room.

The area where such refrigerating unit or device is installed shall be ventilated through a hood ensuring underpressure in the area so that any leak of ammonia could not spread to other spaces within this compartment.

The requirements 21.6.8, 21.6.9 and 21.14.1 shall also be fulfilled.

21.7 Refrigerant Store Rooms

21.7.1 Refrigerant store rooms shall be separated from other spaces and their location in the ship as well as construction, taking refrigerant group into account, is subject to PRS acceptance in each particular case. The bulkheads and decks adjacent to accommodations and service spaces shall be gastight.

21.7.2 The refrigerant cylinders shall be so secured that they will not move in stormy weather conditions. Non-metallic distance pieces shall be placed between the steel plating of the store room and the cylinders, as well as between the cylinders.


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21.7.3 The refrigerant store rooms shall be provided with independent ventilation system and so insulated that the temperature inside the space cannot exceed +45°C.

21.7.4 Cylinders containing other compressed gases as well as combustible materials shall not be stored in the refrigerant store rooms. Insulation of the spaces shall be made of non-combustible materials.

21.7.5 Reserve of refrigerant may be stored in fixed receivers on the condition that the receivers and spaces where they are located fulfil the requirements 21.6.5, 21.6.7, 21.12.1, 21.12.2, 21.14.5 and 21.14.6. Delivery pipes from these receivers shall not pass through accommodations or service spaces.

Provision shall be made for sucking off group II refrigerants from the delivery pipes after filling or topping-up the system.

21.8 Refrigerated Cargo Spaces

21.8.1 Refrigerating machinery, apparatus and piping located in refrigerated cargo spaces shall be properly secured in place and protected against damage by the cargo.

21.8.2 Where an air cooling system is used, the air coolers may be located either in separate spaces or in the refrigerated cargo spaces.

Air coolers located in refrigerated cargo spaces shall be provided with trays to collect water condensate. In spaces with minus temperatures, it is recommended that such trays be fitted with heating appliances.

Direct expansion of group II refrigerant shall not be applied in air coolers.

21.8.3 In the case of air cooling system, the air coolers shall be accessible also with the cargo space being entirely loaded.

The access to air coolers shall enable replacement of fan rotor and electric motor.

21.8.4 Where ducts of indirect air cooling system pass through watertight bulkheads, gate valves shall be fitted at the bulkheads and they shall be designed to withstand the same pressure as the bulkheads. Controls of the gate valves shall be located in readily accessible positions, above the bulkhead deck.

21.8.5 Refrigerated spaces shall be fitted with instruments for remote measurement of temperature (see also 21.15.2). Where such instruments are not provided, each refrigerated chamber shall be fitted with at least two tubes of not less than 50 mm in diameter for temperature measuring. These parts of the tubes that pass through non-cooled spaces shall be carefully insulated.

21.9 Freezing and Cooling Tunnels

21.9.1 The arrangement of refrigerating air coolers and fans in freezing tunnels shall fulfil the requirements 21.8.1 and 21.8.2.

21.9.2 The refrigerating machinery spaces shall be provided with instruments for checking the operation of freezing and cooling apparatus using direct expansion of refrigerant.

21.9.3 Where direct cooling with a group II refrigerant is used in freezing tunnel, the space where the tunnel is installed shall fulfil the requirements of subchapter 21.6.

21.9.4 Valves and fittings of the piping going into the freezing tunnel shall be located outside the tunnel.

21.10 Spaces Containing Processing Equipment

21.10.1 The arrangement of machinery, apparatus and receivers operating under the refrigerant pressure outside the machinery space is subject to PRS acceptance in each particular case.

21.10.2 Spaces containing processing equipment using direct cooling with a group II refrigerant shall be provided with fire hose fitted with nozzle and connected to the water fire main system.

21.10.3 Spaces containing processing equipment shall be provided with independent ventilation. Spaces containing refrigerating equipment using direct cooling shall be provided, apart from the main ventilation


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system, also with emergency ventilation system. The number of air changes per hour of the main and emergency ventilation shall fulfil the requirements 21.6.6 and 21.6.7.

21.10.4 Spaces containing processing equipment using direct cooling with group II or III refrigerants shall be provided with two escape ways, in accordance with the requirements 21.6.3 and 21.6.4. When group II refrigerant is employed, the exits shall be fitted with water screens as in refrigerating machinery spaces, in accordance with the requirement 21.6.5.

21.11 Compressors

21.11.1 The suction and delivery sides of the refrigerant compressors shall be fitted with manually controlled stop valves apart from the automatically controlled valves. See also requirements 21.14.3.

21.11.2 Refrigerant, oil and cooling water spaces shall be provided with draining arrangements fitted in appropriate locations.

21.11.3 At the delivery side of intermediate and final stage of the compressor, between the cylinder and cut-off valve, a pressure relief valve or other automatically operated safety device shall be fitted, discharging to the suction side of the compressor in the case of excessive pressure rise. Discharging capacity of the safety devices shall not be less than the maximum volume capacity of the protected compressor stage. Pressure relief valves shall be of such discharging capacity that, when fully open, the pressure will not rise by more than 10% of the lifting pressure.

No shut-off devices shall be fitted in the piping between the relief valve and the suction side. The use of an arrangement discharging the refrigerant directly to the atmosphere is subject to separate

consideration by PRS.

21.12 Apparatus and Vessels

21.12.1 Shell-and-tube apparatus as well as refrigerant vessels of 50 l capacity and more shall be fitted with safety arrangements, having such design discharging capacity that the pressure inside the equipment will not exceed the design pressure by more than 10%, with the relief valve fully open.

The discharging capacity G of safety valves shall not be less than that determined in accordance with the formula below:

r

qSG = [kg/s] (21.12.1)

where: q = 10 kW/m2 – heat flux density during fire; S – external area of the vessel (apparatus), [m2]; r – latent heat of refrigerant vaporization at the relief valve lifting pressure, [kJ/kg].

The safety arrangement shall consist of two relief valves and a change-over device so designed that both relief valves or one of them is in any case connected to the apparatus or pressure vessel. Each valve shall be calculated for the full required discharging capacity. No stop valves shall be fitted between the apparatus or vessel and the safety arrangement.

PRS may require that safety arrangements also be fitted on other apparatus having regard to their dimensions.

The use of safety arrangements with one pressure relief valve or safety arrangements of other type is subject to PRS acceptance in each particular case.

21.12.2 Apparatus and vessels containing liquid refrigerant of group II or III shall be fitted with arrangements for emergency discharge of the refrigerant below the minimum draught waterline. The design discharge time of the refrigerant shall not exceed 2 minutes, at a constant pressure in the apparatus or vessel equal to the design pressure specified in 21.2.2.

21.12.3 The evaporators where direct expansion of refrigerant takes place shall be of welded or brazed construction. Flange connections between the sections may be employed only where indispensable and in such places, where they can be checked for tightness.


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21.12.4 Where a single air cooler is used for cooling the cargo spaces, it shall comprise not less than two individual sections, each of them capable of being disconnected.

21.13 Valves, Fittings and Safety Valves

21.13.1 Shut-off, control and safety valves applied in refrigerating plant systems shall be designed for a pressure not less than 1.25 times the pressure determined in accordance with the requirements 21.2.2.

Valves and fittings shall be made of steel. The cast iron built-in shut-off valves for inlet and outlet spaces of the compressors and nodular cast iron valves and fittings may be used for group II and III refrigerants at an ambient temperature not lower than –40°C.

Valves and fittings of other materials are subject to PRS acceptance in each particular case.

21.13.2 Safety valves shall fully open at a pressure not exceeding 1.1 times the design pressure determined in accordance with the requirements 21.2.2.

21.14 Piping

21.14.1 The piping of group I refrigerant belongs to class II piping, whereas the piping of group II and III refrigerants belong to class I (see 1.16.2.2).

The refrigerant piping of group II and III refrigerant shall not be led through accommodation spaces, refrigerated cargo spaces and provision spaces.

21.14.2 Piping for refrigerant as well as for coolant shall be made of seamless pipes. In the case of refrigerant piping made of steel the pipes shall be connected by welding and in the case of copper pipes – by welding or brazing. Detachable joints may be used where connecting the pipes to valves, fittings, machinery, apparatus or vessels.

21.14.3 Delivery pipes of compressors and refrigerant pumps, apart from being fitted with valves in accordance with the requirements 21.11.1, shall be provided with non-return valves. Such valves need not be fitted at compressors operating with group I refrigerants and not provided with pressure relief devices.

21.14.4 In the pipes of liquid freon and other refrigerants of group I, dryers shall be fitted to remove moisture from the system. The dryers shall be installed together with additional or built-in filters.

21.14.5 The pipes discharging the refrigerant from safety valves, except those mentioned in 21.11.3 shall be led overboard below the minimum draught waterline. The pipes shall be provided with refrigerant leak detectors and non-return valves fitted directly on the ship’s side. Refrigerants of group I may be discharged to the open air at a place not endangering people.

21.14.6 The pipes for emergency discharge of the refrigerant from apparatus and vessels shall be led to an emergency discharge manifold located outside the refrigerating machinery space, but near to the access thereto. Shut-off valves shall be fitted on each pipe near the manifold and a refrigerant leak detector shall be fitted after each valve. These valves shall be protected against operation by persons and shall be capable of being sealed when closed. The discharge piping from the manifold shall be fitted with non-return valve and shall be led overboard below the minimum draught waterline. To permit the piping to be blown-through, a connection with compressed air or steam system shall be provided.

The internal diameters of the pipes for emergency discharge of the refrigerant from individual apparatus and pressure vessels shall not be less than that of the safety valve determined in accordance with the requirements 21.12.1. The cross-sectional area of the emergency discharge piping from the manifold shall not be less than the combined cross-sectional area of the three largest pipes for emergency discharge of the refrigerant from apparatus and pressure vessels, connected to the manifold.

21.14.7 The wall thickness of pipes mentioned in 21.14.5 and 21.14.6 discharging below the minimum draught waterline shall not be less than that specified in column 4 of Table 1.16.3.1-1.


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21.15 Instrumentation

21.15.1 The compressors and apparatus of the refrigerating plant shall be fitted with instruments necessary for the control of their working parameters. Requirements of subchapter 12.2 of Part VII – Machinery, Boilers and Pressure Vessels shall also be fulfilled. Furthermore provision shall be made for installing additional instruments necessary for testing the plant.

21.15.2 Instruments shall be placed in readily accessible and visible positions. The scales shall bear clear marks indicating the minimum and maximum permissible values of the parameters controlled. The instruments shall be checked and accepted by a competent administration body in accordance with the state rules in force.

21.15.3 The refrigerant compressors shall be provided with automatic arrangements for stopping their drive in case of unacceptable:

.1 pressure drop of suction;

.2 pressure rise of delivery;

.3 pressure drop of lubricating oil;

.4 temperature rise of delivery (applicable to refrigerating plants using refrigerants of group II and III, as well as for automated unattended refrigerating plants).

21.15.4 Liquid separators, intermediate vessels and liquid refrigerant receivers (where pumps are used for refrigerant circulation), as well as evaporators with free surface of the liquid shall be fitted with automatic arrangements capable of:

.1 maintaining constant level of the refrigerant necessary for proper operation of the evaporator, or constant temperature of vapour superheating;

.2 stopping the delivery of liquid refrigerant in the case of compressor shut-down regardless of the type of evaporators and intermediate vessels;

.3 stopping the compressor, should the level of refrigerant rise inadmissibly.

21.15.5 Plants incorporating shell-and-tube evaporators shall be fitted with automatic arrangements capable of:

.1 stopping the compressor, should the circulation of the coolant inside the evaporator be stopped or cutting off this evaporator from the refrigerant system;

.2 stopping the compressor, should the temperature of the coolant drop inadmissibly.

21.15.6 Refrigerating plants shall be fitted with alarm systems giving warning to the refrigerating plant control station, should the automatic arrangements mentioned in 21.15.3 to 21.15.5 be activated.

At the local control post of refrigerating plant provision shall be made for identification of the factor that activated the alarm system.

21.15.7 In ships with mark of automation, assigned in accordance with the requirements specified in subchapter 3.4 of Part I – Classification Regulations, alarm system activating when deviation of the temperature set for refrigerated chambers from those admissible for a particular type of the cargo carried shall be provided.

21.15.8 Unattended automatic refrigerating plants, as well as arrangements operating on refrigerants of group II and III shall be provided with gas analysers giving an alarm to the refrigerating plant control station in case of refrigerant leakage.

21.15.9 The following arrangements shall be provided for automatic refrigerating plants control post without permanent watch:

.1 indicators informing about operation and condition of machinery, as well as temperatures in refrigerated spaces;

.2 alarm signals of temperature deviations from those admissible for the particular type of the cargo carried in refrigerated spaces.


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21.16 Insulation of Refrigerated Spaces

21.16.1 All metal structures of ship’s hull inside the refrigerated cargo spaces shall be efficiently insulated.

21.16.2 Insulation of refrigerated spaces shall be made of odourless materials resistant to mould and mycelium growth.

21.16.3 The surfaces of bulkheads and inner bottom plating in way of structural and independent oil fuel tanks shall be lined with oil resistant odourless materials.

21.16.4 These linings shall be laid prior to insulating these surfaces.

21.16.5 The insulation of refrigerated spaces shall be protected against infiltration of moisture, or suitable means for drying it during service shall be provided. The insulation shall also be protected against damage by rodents.

21.16.6 The insulation of refrigerated cargo chambers shall be suitably lined or shall have an external protective layer suitable for the cargo to be carried.

21.16.7 Insulation of freezing tunnels shall fulfil the requirements 11.6.3, 21.16.2, 21.16.4 and 21.16.5.

21.17 Tests of Machinery and Equipment at the Maker’s Works

21.17.1 Tests of the refrigerating plant components at the maker’s works shall be performed in the presence of PRS Surveyor.

21.17.2 The hydraulic tests of components working under the pressure of refrigerant shall be performed to a test pressure of not less than 1.5p (where p – design pressure specified in 21.2.2), except for piston compressor crankcases for which the test pressure shall not be less than 1p.

Components working under the pressure of liquid coolant or water shall be hydraulically tested to a pressure equal to 1.5p, however not less than 0.4 MPa, and the box type components shall be tested to a pressure equal to 1.5p.

21.17.3 Pneumatic tightness tests of components working under pressure of refrigerant shall be performed to a test pressure of not less than 1p, except for piston compressor crankcases for which the test pressure shall not be less than 0.8 MPa.

21.17.4 Complete valves, fittings and automatic control equipment provided with shut-off devices, apart from the above specified tests, shall be subjected to pneumatic tests of closing tightness to a test pressure equal to 1p.

21.17.5 Machinery and equipment other than specified above shall be tested in accordance with the requirements 1.5.2 of Part VII – Machinery, Boilers and Pressure Vessels.


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22 REQUIREMENTS FOR THE ASSIGNMENT OF ADDITIONAL MARKS IN THE SYMBOL OF CLASS

22.1 Ships of Restricted Service – Marks: I, II and III

Relaxed requirements due to the restricted service are specified in the following paragraphs: 1.6.1, 2.2, 2.4, 2.5.1, 3.2.1, 6.1.1, 6.4.8, 9.1.4, 10.1.5, 12.1.1, 12.7.6, 12.8.3, 13.1.1, 13.5.3, 15.1.1.3, 16.2.2, 22.3.2.8.

22.2 Ships with Baltic Ice Class – Marks: L1A, L1, L2, L3 and (L4) and Ships with Polar Class – Marks (PC1, PC2, PC3, PC4, PC5, PC6, PC7)

Provisions for ships with Baltic Ice Class (L1A,L1,L2, L3 and (L4) ) based on the applicable requirements of the Finnish – Swedish Ice Class Regulations (listed at website www.trafi.fi/en/maritime/ice classes_of_ships) are contained in Part I of Publication 122/P – Requirements for Baltic Ice Class Ships and Polar Class for Ships under PRS Supervision. Provisions for ships with Polar class (PC1 – PC7) are contained in Part II of Publication 122/P.

All ships with keel laying dates on or after 1 January 2017 (new ships) and before 1 January 2017 (existing ships) operating in polar waters shall fulfil requirements of International Code for Ships Operating in Polar Waters (Polar Code) chapter 6, adopted by Resolution MSC.385 (94). SOLAS ships operating in polar waters require Polar Ship Certificate and Polar Water Operational Manual (PWOM) onboard, specific to the ship and its intended operation in polar waters.

An operational assessment of the ship and its equipment is required by the Polar Code in order to establish procedures or operational limitations (see also MSC.1/ Circ.1519).

22.3 Passenger Ships – Mark: PASSENGER SHIP

22.3.1 Arrangement of Piping

22.3.1.1 Valves not being part of piping systems shall not be fitted on watertight subdividing bulkheads. Only one pipeline is allowed to be led below the bulkhead deck through the collision bulkhead for

handling the liquid contained in the forepeak. Where the forepeak is divided by a longitudinal bulkhead into two watertight compartments, one suction branch pipe serving each compartment may be provided.

On every suction branch pipe specified above, inside the forepeak, a screw-down valve capable of being operated from a ready accessible position on the bulkhead deck, shall be provided. Such valve may be also installed at aft side of the collision bulkhead, provided that it is readily accessible in all service conditions and the compartment where it is installed is not a cargo space.

22.3.1.2 The means for operating the bottom valves shall be led above the floor plates of machinery space.

22.3.1.3 In passenger ships (including those engaged on domestic voyages only) fuel oil and other flammable liquids shall not be carried in forepeak tanks.

22.3.2 Bilge System

22.3.2.1 At least three power pumps shall be fitted connected to the bilge main, one of which may be driven by the main propulsion machinery.

To determine the required number of bilge pumps, the bilge pump numeral b shall be calculated as follows: for P1 > P : b = 72 [(M + 2P1) / (V + P1 – P)] (22.3.2.1-1)

for P1 < P : b = 72 [(M + 2P1) / V] (22.3.2.1-2) where: L – length of ship (defined in Part II – Hull), [m],

http://www.trafi.fi/en/maritime/ice%20classes_of_ships



Requirements for the Assignment of Additional Marks in the Symbol of Class

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M – volume of machinery space below the bulkhead deck, with the addition thereto of the volume of any permanent oil fuel bunkers which may be situated above the inner bottom and forward of, or abaft, the machinery space, [m3],

P* – whole volume of the passenger and crew spaces below the bulkhead deck which are provided for the accommodation and use of passengers and crew, excluding baggage, store and provision room and mail rooms, [m3],

V – whole volume of ship below bulklhead deck, [m3],

P1 = K × N where: N – number of passengers for which ship is certified, K = 0.056 L

However, where the value of K×N is greater than the sum of P and the whole volume of the actual passenger spaces above the bulkhead deck, the figure to be taken as P1 is that sum or two thirds of K×N, whichever is greater.

Where b > 30, one additional independent pump shall be provided.

22.3.2.2 Where practicable, the power bilge pumps shall be placed in separate watertight compartments and so arranged or situated that these compartments will not be flooded by the same damage. If the main propulsion machinery, auxiliary machinery and boilers are in two or more watertight compartments, the pumps available for bilge service shall be distributed as fas as is possible throughout these compartments.

22.3.2.3 On a ship of length L > 91.5 m having a bilge pump numeral b > 30, their arrangement shall be such that at least one power bilge pump shall be available for use in all flooding conditions which the ship is required to withstand, and for ships which the building contract is paced onor after 1 January 2020 in all flooding conditions derived from consideration of minor demages as specified in SOLAS/II-1 Part B Reg.8 as follows:

.1 one of the required bilge pumps shall be an emergency pump of a reliable submersible type having a source of power situated above the bulkhead deck, or

.2 the bilge pumps and their sources of power shall be so distributed throughout the ship length that at least one pump in an undamaged compartment will be available.

22.3.2.4 With the exception of additional pumps which may be provided for peak compartments only, each required bilge pump shall be so arranged as to draw water from any space required to be drained in 6.3.1. Independent power bilge pumps situated in machinery spaces shall have direct suctions from these spaces. It is not required to install more than two such suctions in each compartment. When two or more suctions are provided, one of them shall be situated at the port side and the other one at the starboard side.

Where bilge pumps are situated in other compartments, a direct branch bilge suction from these compartments may be required by PRS. Direct suctions shall be suitably arranged and those in a machinery space shall be of a diameter not less than that required for the bilge main.

22.3.2.5 In addition to the direct bilge suction or suctions required in 22.3.2.4, a direct suction from the main circulating pump leading to the drainage level of the machinery space and fitted with a non-return valve shall be provided in the machinery space. The diameter of this direct suction pipe shall be at least two thirds of the diameter of the pump inlet in the case of steamships, and of the same diameter as the pump inlet in the case of motorships. Where in the opinion of PRS the main circulating pump is not suitable for this purpose, a direct emergency bilge suction shall be led from the largest available independent power driven pump to the drainage level of the machinery space; the suction shall be of the same diameter as the main inlet of the pump used. The capacity of the pump so connected shall exceed that of a required bilge pump by an amount deemed satisfactory by PRS. The means for operating the valves of direct bilge suction (hand wheels) shall extend well above the floor plates of machinery space.

22.3.2.6 Bilge pipes from the suction ends to the pumps shall be independent of other piping systems. Provision shall be made to prevent the compartment served by any bilge suction pipe being flooded in the event of the pipe being severed or otherwise damaged by collision or grounding in any other compartment.


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Where the bilge piping or part thereof is led at a distance, from the ship side, of less than 0.2 of the ship breadth (measured at right angles to the centreline at the deepest subdivision load waterline) or is led in a duct keel, then in the space where the suction end is located, a non-return valve shall be fitted on the suction branch pipe if it is led through other watertight compartments. For ships which the building contract is placed on or after 1 January 2020, the deepest subdivision load line shall be taken as the deepest subdivision draught.

22.3.2.7 All valve boxes, cocks and valves associated with bilge system shall be so arranged that in the event of flooding, one of the bilge pumps will be capable of draining any compartment. Moreover, a damage to any pump or its pipe connection to the bilge main situated at a distance of less than 0.2 of the ship breadth, measured from the ship’s side, shall not put the bilge system out of action.

Where only one piping system, common to all pumps, is arranged, the cocks and valves necessary for controlling the branch bilge suctions shall be provided with means for operating them from the places located above the bulkhead deck.

All cocks and valves shall have their controls at their place of operation clearly marked and shall be provided with means to indicate their function and also whether they are open or closed.

Where, in addition to the main bilge system, an emergency drainage system is provided, it shall be independent of the bilge system and so arranged that in the event of flooding, the pump is capable of discharging water from any compartment.

Where emergency drainage system is employed, only the cocks and valves required for controlling the system shall be capable of being operated from the places located above the bulkhead deck and the pump and associated suction pipes shall be situated at a distance of more than 0.2 of the ship breadth from the ship side.

22.3.2.8 In ships of restricted service, having in their symbol of class additional mark II, not fitted with the pump of the capacity exceeding that of the bilge pump – emergency drainage of machinery spaces need not be provided.

22.3.2.9 The compartments specified in 6.11.2 shall not be drained by means of drain pipes.

22.3.2.10 The drainage of very small compartments may be dealt with movable hand pumps.

22.3.2.11 The bilge pumping system required in 6.3.1 shall be capable of operation under all practicable conditions after a casualty whether the ship is upright or listed. For this purpose wing suctions are generally to be fitted, except in narrow compartments, at the end of the ship where one suction may be sufficient. In compartments of unusual form, additional suctions may be required. Arrangements shall be made whereby water in the compartment may find its way to the suction pipes.

22.3.3 Air and Sounding Pipes

22.3.3.1 Open ends of air pipes led into superstructure shall be located at least 1 m above the waterline of the ship heeled to 15° or to the maximum angle of heel determined for the intermediate stages of flooding whichever is greater. Alternatively air pipes of tanks other than oil fuel and oil tanks may penetrate side walls of the superstructure subject to the requirements 9.1.5.

22.3.3.2 The use of oil fuel indicators mentioned in 9.4.3 must not cause the necessity to make penetration through the tank boundary below its top.

22.3.4 Ventilation System

22.3.4.1 Where it is indispensable to lead ventilation ducts through the main fire-resisting divisions (see definitions in subchapter 1.2 of Part V – Fire Protection), they shall be provided with fire dampers installed on the divisions and capable of being automatically closed in the event of fire. The dampers shall also be provided with means for their manual closing fitted on both sides of the division. The manual closing may be achieved by mechanical means of release (mechanical release lever) or by remote operation of the fire damper by means of a fail-safe electrical switch or pneumatic release (spring-loaded, etc.) on both sides


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of the division. The automatic drive shall operate independent of the manual one. Such controls shall be readily accessible and marked with red reflection paint. At least on one side of the division an indicator of the damper position (open/closed) shall be provided.

Where the damper is not fitted directly on the division, the duct between the division and the damper shall be made of steel or equivalent material and, where necessary, shall have insulation equivalent to the division’s insulation.

22.3.4.2 In ships carrying more than 36 passengers, the fans and associated ventilation ducts shall serve compartments within one main vertical zone (see definitions in subchapter 1.2 of Part V – Fire Protection).

The controls of all fans, except those serving the machinery and cargo spaces and control stations (see definitions in subchapter 1.2 of Part V – Fire Protection), shall be so arranged in groups that all fans may be stopped from either of two positions which shall be situated as far apart as practicable (see also 5.8.1 of Part VIII – Electrical Installations and Control Systems).

Fans serving power ventilation systems to cargo spaces shall be capable of being stopped from safe positions outside such spaces.

The fan in HVAC temperature control unit, or a circulation fan inside a cabinet/switchboard is not considered to be a ventilation fan, if it is not capable of supplying outside air to the space when the power ventilation is shut down (e.g. small units intended for recirculation of air within the cabin). Therefore, such fans need not be capable of being stopped from easily accessible position (or a safe position) outside the space being served and not be capable of being controlled from a continuously manned central station.

22.3.4.3 Where in ships carrying more than 36 passengers, ventilation ducts penetrate decks, then in addition to compliance with the requirements relating to penetrations, specified in 11.2.6 and 11.2.7, precautions shall be taken to reduce the likelihood of smoke and hot gases passing from one ‘tween-deck space to another.

A ventilation duct, irrespective of its cross-section, serving more than one ‘tween-deck, shall be fitted, near the penetration of each deck served, with a fire or smoke damper.

Such dampers shall close automatically by means of a fusible link or other suitable device, and manually from the deck in which the passage of smoke, due to a fire in the deck immediately below which is served by the same duct, will be avoided.

Where, within a main vertical zone, a fan serves more than one ‘tween-deck through separate ducts, each of these dedicated to a single ‘tween-deck, then each such duct shall be provided with a manually operated smoke damper fitted close to the fan.

In addition to compliance with the requirements relating to ducts construction, specified in 22.3.4.5, vertical ducts shall, if necessary, be insulated as required by the appropriate Tables 6.1.4-1 and 6.1.4-2 of Part V – Fire Protection.

22.3.4.4 In passenger ro-ro ships, the ventilation system of closed ro-ro spaces, closed vehicle spaces and special category spaces shall fulfil the requirements of subchapter 11.4.

22.3.4.5 Except in cargo spaces, ventilation ducts in ships carrying more than 36 passengers shall be constructed of the following materials:

.1 ducts with a free cross-sectional area of not less than 0.075 m2 and all vertical ducts serving more than a single ‘tween-deck space shall be constructed of steel or other equivalent material;

.2 ducts with a free cross-sectional area of less than 0.075 m2 other than vertical ducts referred to in .1, shall be constructed of steel or other equivalent material. If such ducts penetrate an A or B Class division, the penetrations shall be so made as to ensure the fire integrity of those divisions; and

.3 short sections of ducts with a free cross-sectional area generally not exceeding 0.02 m2 and a length up to 2 m shall fulfil the requirements 11.1.1.

22.3.4.6 Stairway enclosures in ships carrying more than 36 passengers shall be served by an independent system consisting of a fan and ventilation duct system.


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22.3.4.7 In order to enable inspection and cleaning, exhaust ventilation ducts in ships carrying more than 36 passengers shall be provided with openings fitted with covers. Such openings shall be arranged in the vicinity of fire dampers.

22.3.4.8 Exhaust ducts from galley ranges shall fulfil the fire protection requirements 6.1.17 of Part V – Fire Protection.

22.3.4.9 Safe access from the open deck to the means of closing and opening ventilation openings, which permit the release of smoke from machinery spaces in accordance with 11.3.7 shall be provided.

22.3.4.10 Atria (see the definitions in subchapter 1.2 of Part V – Fire Protection) shall be fitted with smoke extraction systems in accordance with the requirements 22.3.5; internal assembly stations shall be fitted with smoke control and ventilation system in accordance with the requirement 22.3.6 and escape routes with smoke management systems in accordance with the requirement 22.3.7.

22.3.4.11 The ventilation system shall fulfil the requirement 11.1.6, except that in passenger ships carrying not more than 36 passengers, the ventilation system of galleys need not be completely separated, but may be served by separate ducts fitted with fire dampers near the ventilation unit which will close automatically in the event of fire.

22.3.4.12 Ducts provided for ventilation to accommodation spaces, service spaces or control stations shall not pass through machinery spaces of category A, galleys, car deck spaces, ro-ro spaces or special category spaces, unless they fulfil the requirements specified in .1.1 to .1.3 or .2.1 and .2.2:

.1.1 the ducts where they pass through a machinery space of category A, galley, car deck space, ro-ro space or special category space are constructed of steel in accordance with the requirements 11.2.3.1 and 11.2.3.2;

.1.2 automatic fire dampers are fitted close to the boundaries penetrated; and

.1.3 the integrity of the machinery space, galley, car deck space, ro-ro space or special category space boundaries is maintained at the penetrations; or

.2.1 the ducts where they pass through a machinery space of category A, galley, car deck space, ro-ro space or special category space are constructed of steel in accordance with the requirements 11.2.3.1 and 11.2.3.2; and

.2.2 the ducts are insulated to A-60 standard throughout the machinery space, galley, car deck space, ro-ro space or special category space;

except that penetrations of the main zone divisions shall also fulfil the requirements of subchapter 11.2.

22.3.4.13 In passenger ships, ventilation of control stations shall fulfil the requirements of subchapter 11.11.

Ventilation system serving safety centres (see the definitions in subchapter 1.2 of Part V – Fire Protection) may be derived from the ventilation system serving the navigation bridge unless located in an adjacent main vertical zone (this requirement applies to ships constructed on or after 1 July 2010).

22.3.5 Smoke Control and Ventilation Systems for Atriums

22.3.5.1 Atriums shall be provided with the smoke control and ventilation systems capable of maintaining visibility in order to assist in safe escape and to allow fire-fighters to operate.

Arrangement of additional exhaust fans is not required if the smoke extraction system of the atrium ensures the required smoke extraction capacity.

22.3.5.2 The capacity of the ventilation system serving an atrium shall be such as to ensure that the space is sufficiently free of smoke in 10 min or less. When determining the capacity of the ventilation system, the volumes of enclosures spaces, such as lockers, pantries, shops, offices and restaurants shall be taken into account.


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22.3.5.3 Each atrium shall be served by a separate ventilation system that is independent of ventilation system serving other spaces.

22.3.5.4 The smoke extraction system shall be capable of maintaining a negative pressure within the atrium with respect to the pressure that may be found under normal operating conditions in the surroundings spaces.

22.3.5.5 The smoke extraction system shall be capable of manual and automatic operation. The control panel shall be located in the central control station.

22.3.5.6 The automatic activation of the smoke extraction system, by means of the smoke detectors, may be delayed for up to 2 min from the activation of the first detector, if not acknowledged. This 2 minute delay is intended to allow for crew verification of the smoke detector alarm.

22.3.5.7 The emergency stop controls for ventilation system for each atrium shall be independent from any other emergency stop controls and shall fulfil the requirements 22.1.1.1 of Part VIII – Electrical Installations and Control Systems.

22.3.5.8 After installation on board, the smoke control and ventilation systems are subject to tests. Two separate tests shall be carried.

22.3.5.9 The first test shall verify that the smoke control and ventilation systems are capable of starting automatically upon activation of the smoke detection system. The tests shall be performed as follows:

.1 it shall be ensured that the fans and related dampers are placed in automatic operation;

.2 a smoke detector in the space shall be activated;

.3 it shall be verified that the fans start automatically;

.4 it shall be verified that the dampers are in correct position; and

.5 it shall be verified that the doors, which are automatically operated by the detection system, are closed.

22.3.5.10 The second test shall verify that the space is sufficiently free of smoke in 10 min or less. The tests shall be carried as follows:

.1 it shall be ensured that the fans are placed in manual operation;

.2 it shall be ensured that the doors, which are automatically operated by the detection system, are closed manually;

.3 the space shall be filled with smoke using smoke generating machines or equivalent;

.4 it shall be verified that the smoke has been spread at all levels of the space and that the visibility is reduced to approximately 1 m;

.5 it shall be demonstrated that within 10 min. of the starting of the smoke control system the entire space is sufficiently free of smoke so that, on each level, an exit sign adjacent to an exit door can be observed from a position or positions approximately equidistant from all exit doors; and

.6 it shall be demonstrated that the system is capable of maintaining a negative pressure in relation to the surrounding spaces. It shall also be verified that the negative pressure does not impair the operation of escape doors.

22.3.5.11 Installation plans, operating manuals and maintenance instructions shall be readily available on board.

22.3.6 Smoke Control and Ventilation Systems for Internal Assembly Stations

22.3.6.1 Internal assembly stations shall be provided with the smoke and ventilation systems capable of preventing the entry of smoke from surrounding spaces in order to permit the assembling of passengers.

22.3.6.2 Each internal assembly station shall be served by a separate ventilation system that is independent of ventilation systems serving other spaces.


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22.3.6.3 Smoke control and ventilation systems shall be capable of maintaining positive pressure within the space served with respect to the pressure that may be found under normal operating conditions in the surrounding spaces.

22.3.6.4 Smoke control and ventilation systems shall be manually operated only. The control panel shall be located in the central control station.

22.3.6.5 Emergency stop controls for ventilation systems for each internal assembly station shall be independent of any other emergency stop controls for other ventilation systems and shall fulfil the requirements 22.1.1 of Part VIII – Electrical Installations and Control Systems.

22.3.6.6 After installation on board, the smoke control and ventilation systems are subject to acceptance and tests. The tests shall be performed as follows:

.1 it shall be ensured that the fans are placed in manual operation;

.2 main entrance doors shall be kept open;

.3 the ventilation system of the surrounding spaces shall be operated under normal conditions;

.4 smoke generating machine or equivalent shall be located outside the space, close to the main entrance doors; and

.5 it shall be demonstrated that the system is capable of preventing smoke from entering the space and maintaining a positive pressure in relation to the surrounding spaces. It shall be verified that the positive pressure does not impair the operation of escape doors.

22.3.6.7 Installation plans, operating manuals and maintenance instructions shall be readily available on board.

22.3.7 Smoke Management Systems for Escape Routes

22.3.7.1 The systems, if installed, shall be so designed as to maintain sufficiently smoke free escape routes in case of fire. They may be either independent systems or part of or combined with the general air conditioning and ventilation systems.

22.3.7.2 The systems should be provided with an alternative source of power in order to remain operational when the initial source of power is lost.

22.3.7.3 After fire or smoke has been detected, activation of the systems should be in controlled manner, either automatic or manual from the continuously manned central control station and/or the safety centre.

22.3.7.4 The system should be arranged for manual operation. Automatic operation with manual override may be accepted by PRS.

22.3.7.5 The system should be arranged in sections such that smoke will be retained in the space of origin by using smoke barriers made of non-combustible material and/or pressure differentials, whereby any section should not serve more than one main vertical zone.

22.3.7.6 The system covering large volume spaces like atrium or other multi-deck spaces should be designed on respective fire scenarios.

22.3.7.7 The system should be capable to maintain the stairway enclosure with a positive pressure compared to the adjacent areas in order to prevent ingress of smoke. This may be achieved by supplying more air then extracting from the stairway or respective active system.

22.3.7.8 The minimum pressure differential for each section should prevent smoke spread across the smoke control boundary, as applicable, considering the most demanding ventilation arrangement. The pressure difference should not cause any constraint of opening doors in escape routes.

22.3.7.9 The system should be designed to be fully operational within 2 minutes after activation, regardless of manual or automatic.

22.3.7.10 The system should be provided with at least two independent power sources.


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22.3.7.11 All ducts used for smoke extraction should be made of steel or equivalent and insulated depending on the type of spaces passing through. System components of smoke management system in contact with smoke should be of materials able to withstand temperatures expected during operation.

22.3.7.12 The system should be so arranged that extracted smoke will not affect external means of escape and the embarkation deck.

22.3.7.13 After installation on board the smoke management system should be tested using theatrical hot smoke, or other means, that are sufficient to overcome any stratification effects, if applicable, as acceptable by PRS.

22.3.7.14 A design, installation, operation and maintenance manual should be provided on board.

22.3.7.15 The smoke management system should be included in the ship’s maintenance plan as required by SOLAS regulation II-2/14.2.2.

22.3.7.16 An operational strategy as when and how to use a smoke management system should be prepared and included in crew’s training plan as well as the regular fire drills.

22.3.7.17 The system should be approved by PRS.

22.3.8 Control Systems of Watertight Doors

22.3.8.1 In order to reduce the probability of failure as the result of a damage the ship can sustain, the control equipment of watertight door, including the hydraulic pipes and electric cables, shall be installed as close as practicable to the bulkhead where the door is installed. Location of watertight door and its control equipment shall be such that, in a damaged ship within zone 0.2B (see definitions in subchapter 1.2 of Part II – Hull) measured at right angles to the centre line of ship at the deepest subdivision load line (see definitions in subchapter 1.2 of Part IV – Stability and Subdivision), the functioning of watertight door, outside the damaged part of ship, is not impeded.

22.3.8.2 Each, power operated, slide watertight door shall be fitted with devices indicating at all remote control posts whether the door is opened or closed. The remote control posts, according to the requirements 22.3.7.3.2, shall be situated only on the navigation bridge and in the place where manual remote control is required from above the bulkhead deck.

22.3.8.3 Each power operated slide watertight door shall fulfil the following requirements:

.1 it shall be fitted with devices necessary for opening and closing the door with use of electric, hydraulic or other power considered as suitable for this purpose;

.2 it shall be fitted with individual means of manual control. The possibility of manual opening and closing directly from the place at both sides of the bulkhead shall be provided, as well as additional possibility of closing from an accessible position located above the bulkhead deck by means of a knob with turning movement or other movement providing equivalent degree of safety. The sense of rotation or other movement of the knob shall be clearly marked at each control post. The time necessary for full closing the door with use of manual drive shall not exceed 90 s in normal position of the ship;

.3 it shall be fitted with power opening and closing device at both sides of the watertight door, as well as with power closing from the central control console on the navigation bridge;

.4 the closing speed, when power driven, shall be approximately constant. The closing time, from the beginning of the door motion till full closing, shall not be in any case shorter than 20 s and longer than 40 s in normal position of the ship;

.5 it shall be fitted with audible alarm signal, different from other signals used in the area, activated for at least 5 s, however not more than 10 s before starting the door motion and functioning the whole time until the door is completely closed. In the case of remote manual closing, the audible signal may function only during the door motion. In the area of increased level of noise PRS may require additional visual signal device to be fitted. Requirements concerning electric


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drive of watertight door are specified in 5.10.2 of Part VIII – Electrical Installations and Control Systems.

22.3.8.4 Each power operated slide watertight door shall be provided with:

.1 central hydraulic system with two independent power supply units, each of them consisting of motor and pump and capable of closing all the doors simultaneously. Additionally the system shall be fitted with complete installation of hydraulic accumulators of capacity sufficient for at least 3 operation cycles (closing, opening, closing) of all the doors, against 15° heel of the ship. It shall also be possible to operate the doors in such cycle with the accumulator charged to pressure equal to the pressure of automatic activation of the pump. The hydraulic medium should be chosen taking into account the temperatures occurring during the system operation. The system shall be so designed as to minimize the negative effect of single failure of hydraulic piping to more than one door. Low level alarm in hydraulic medium tanks of the system shall be provided, as well as low pressure alarm of gas or other effective means indicating loss of energy stored in hydraulic accumulators. These alarms shall be audible and visual and shall be installed in the central control console on the navigating bridge; or

.2 independent hydraulic system for each door with power unit consisting of motor, pump and hydraulic accumulator, capable of opening and closing the door. Other requirements concerning the accumulator, the hydraulic medium and the alarm of accumulator energy loss are the same as in .1, except that the indication of accumulated energy loss shall also be provided at each local control post; or

.3 independent electric system with motor for each watertight door where each power unit shall ensure the motor be capable of opening and closing the door. Requirements concerning power supply of electric drives are specified in 5.10.2 of Part VIII – Electrical Installations and Control Systems.

The drives specified in .1, .2 and .3 shall be separated from any other power systems. Single failure in electric or hydraulic system of watertight door drive, with possible exception of

hydraulic cylinder failure, should not impede the manual operation of any door.

22.3.8.5 Control levers shall be installed at both sides of the bulkhead, at least 1.6 m above the floor and they shall be so arranged as to enable the persons passing through the door opening to keep both levers in open position precluding the closing device to be accidentally switched on. Directions of control lever motion when opening or closing the door shall be in accordance with the door motions and shall be clearly marked.

22.3.9 Additional Requirements for Ships with Additional Mark Class A

New passenger ships with additional mark Class A shall additionally fulfil the requirements specified in Directive 2009/45/EC and Annex I thereto as further amended by Directive (EU) 2016/844 and corrigendum to Directive (EU) 2016/844.

22.3.10 Additional Requirements for Ships with Additional Mark Class B, Class C or Class D

New passenger ships with additional mark Class B, Class C or Class D shall additionally fulfil the requirements specified in Directive 2009/45/EC and Annex I thereto as further amended by Directive (EU) 2016/844 and corrigendum to Directive (EU) 2016/844.

22.3.11 Location of Emergency Installations on Passenger Ships

Emergency sources of electrical power, fire pumps, bilge pumps except those specifically serving the spaces forward of the collision bulkhead, and fixed fire-extinguishing system required by Part V – Fire Protection, and other emergency services which are essential for the safety of the ship, except anchor windlasses, shall not be installed forward of the collision bulkhead.

22.3.12 Passenger ships built on 1 July 2010 or after and having a length of 120 m and more or having 3 or more vertical zones assigned with additional mark SRTP in the symbol of class shall additionally fulfil the requirements specified in Publication 90/P – Guidance for safe return to port and orderly evacuation and abandonment of passenger ship.


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22.4 Ferries and Ro-ro Ships – Marks: FERRY, RO-RO SHIP

22.4.1 Drainage system of cargo spaces shall fulfil the requirements of subchapter 5.11 or 6.6.13 as appropriate.

22.4.2 Ventilation system of closed ro-ro spaces and closed vehicle spaces (see the definitions in subchapter 1.2, Part V – Fire Protection) shall fulfil the relevant requirements specified in subchapter 11.4.

22.4.3 Ventilation ducts of ro-ro spaces and vehicle spaces shall fulfil the relevant requirements 11.2.3.

22.5 Crude Oil Carriers, Product Carriers and Combination Carriers – Marks: CRUDE OIL TANKER, PRODUCT CARRIER A, PRODUCT CARRIER B

Unless expressively provided otherwise, the requirements specified in this subchapter are applicable to the full extent to ships having additional mark CRUDE OIL TANKER or PRODUCT CARRIER A in their symbol of class. Ships having additional mark PRODUCT CARRIER B in their symbol of class need not fulfil, to the extent agreed with PRS, the requirements associated with the explosion hazard.

22.5.1 Machinery and Ship Piping Systems

22.5.1.1 Bilge System

22.5.1.1.1 For the drainage of fore compartments, provision shall be made for a separate pump or ejector, which may be also used for draining and filling the tanks intended for water ballast only.

22.5.1.1.2 The cargo pump rooms shall be drained by separate pumps or ejectors located in these rooms. Stripping pump discharging to the slop tank may be used for this purpose, provided that shut-off non-return valves are fitted on the branch bilge suctions and shut-off valve is fitted on the piping connecting the bilge suction valve box to the stripping pump.

22.5.1.1.3 Where bilge pumps are intended for draining the machinery spaces only, the cross-sectional area of the bilge main shall not be less than two times the cross-sectional area of the branch pipe for the space as determined by formula 6.2.2.

22.5.1.1.4 A system providing for the discharge of oily bilge water from machinery space to a slop tank or to a designated cargo tank serving for such purpose may be accepted, provided that the system is so constructed as to preclude the cargo and its vapours from entering the machinery space.

22.5.1.2 Air and Sounding Pipes

22.5.1.2.1 Air and sounding pipes serving ballast tanks shall not pass through cargo and slop tanks, unless they fulfil the requirements applicable to cargo pipes specified in 22.5.2.9.

22.5.1.2.2 Special requirements for air and sounding pipes of forepeak are specified in 22.5.1.3.2.

22.5.1.2.3 Air pipes of double bottom and double side spaces adjacent to cargo and/or slop tanks shall be led to an open deck in positions, where there is no fire hazard. The outlets shall be protected by flame screens (see 22.5.3) whose construction is subject to PRS acceptance in each particular case. The clear area through such screens shall not be less than the cross-sectional area of the air pipe.


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22.5.1.3 Ballast System

22.5.1.3.1 Ballast tanks adjacent to cargo and/or slop tanks shall be drained by means of separate pumps. The pumps shall be located in cargo pump room or other room within cargo area, where there is no source of ignition. Ballast pipes shall not be led through cargo and slop tanks, unless they fulfil the requirements applicable to cargo pipes given in 22.5.2.9.

22.5.1.3.2 The forepeak tank can be ballasted with the system serving other ballast tanks within the cargo area, provided that: – the forepeak tank is considered as explosion hazardous space; – the vent pipe openings are located on open deck at an appropriate distance1) from any sources of

ignition. In this respect, the hazardous zones distances shall be determined in accordance with standard IEC 60092-502;

– means are provided, on the open deck, to allow measurement of flammable gas concentration within the forepeak tank by a suitable portable instrument;

– the sounding arrangement to the forepeak tank is direct from the open deck; – access to the forepeak tank is direct from the open deck. Alternatively, indirect access from the open

deck to the fore peak tank through an enclosed space may be accepted. If the enclosed space is separated by cofferdams from the cargo tanks, an access through a gastight bolted manhole from an enclosed space may be accepted. In that case a warning plate shall be provided at the manhole stating that the tank may be opened only after it has been confirmed that the tank is gas-free or that the electrical equipment installed in the space where the manhole is located has been isolated from the power supply. If the enclosed space has a common boundary with the cargo tanks and is therefore hazardous, the enclosed space shall be well ventilated. Note: The hazardous areas classification shall be in accordance with standard IEC 60092-502.

22.5.1.3.3 Inlets and overboard discharges of clean ballast tanks shall not be connected to bottom valves and discharge boxes serving cargo tanks intended for ballast purposes in heavy weather conditions.

22.5.1.3.4 The requirements regarding piping intended for the discharge of oily ballast water are specified in 22.5.5.5 and 22.5.5.6.

22.5.1.4 Ventilation System

22.5.1.4.1 Air inlets of the supply ventilation to accommodation spaces, service spaces, control stations and machinery spaces shall not be located on the superstructure bulkhead facing the cargo area. They shall be located on the opposite bulkhead or on the sides of the superstructure at the distance from the cargo area of at least 0.04 of the ship’s length however not less than 3 m. This distance need not exceed 5 m.

Where the ship is fitted with stern loading/unloading arrangements, location of such openings is subject to PRS acceptance in each particular case.

22.5.1.4.2 Cargo pump rooms shall be provided with an independent mechanical exhaust ventilation system to limiting the possibility of accumulation of flammable vapours. The number of air changes shall be at least 20 per hour, based upon the gross volume of the space. The air ducts shall be so arranged that all of the space is effectively ventilated.

Ventilation control of cargo rooms shall be interlocked with lighting such that the ventilation shall be in operation prior to lighting the room. Failure of the ventilation system shall not cause the lighting go out.

22.5.1.4.3 Exhaust ducts of cargo pump room shall be so arranged as to permit extraction of air from beneath the pump room grating as well as emergency extraction of the air at the height of about 2 m above lower grating. The emergency air extraction shall have a damper fitted which is capable of being closed from the exposed main deck and lower grating level.

Floor gratings shall not disturb the free flow of air.

1) This requirement is applicable to ships whose keel was laid or were at a similar stage of construction on or after 1 January 2012.


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Vapour density and pump-room temperature shall be carefully considered for the ventilation arrangement design.

22.5.1.4.4 The position of exhaust ducts outlets of cargo pump room shall be arranged at a distance of at least 3 m measured horizontally from any ignition source and from the nearest opening to accommodation, service or machinery spaces.

The outlets of the ventilation system for cargo pump-rooms and machinery spaces of category A shall be situated as far aft as practicable.

22.5.1.4.5 Pump room fans shall be of non-sparking construction and fulfil the requirements of 5.3.2 of Part VII – Machinery, Boilers and Pressure Vessels and their controls shall fulfil the requirements 22.5.7.2 of Part VIII – Electrical Installations and Control Systems.

Inlet and outlet ventilation openings shall be fitted with wire mesh guards having aperture size not exceeding 13 x 13 mm.

22.5.1.4.6 Electric motors intended for the drive of fans located in cargo pump room shall be installed in adjacent spaces fitted with mechanical ventilation and having no exits to the cargo pump rooms.

The penetrations of driving shafts of the fans through bulkhead or deck shall be provided with gastight glands in accordance with the requirements 22.5.2.5.

22.5.1.4.7 In spaces intended for inert gas equipment, such as gas generators, scrubbers, fans and their fittings, an exhaust ventilation system shall be provided ensuring at least 6 air changes per hour calculated for empty space. Supply ventilation may be natural.

Where the equipment is arranged inside machinery spaces, the requirements of subchapter 11.3 shall also be fulfilled.

22.5.1.4.8 All spaces of double bottom and double hull adjacent to cargo tanks and/or slop tanks shall be provided with connections to allow ventilation of such spaces. The following methods of air supply are acceptable: – filling and subsequent emptying with ballast water; – using portable fans fitted to the openings of ventilated space and provided with hose or pipe extending

to its bottom (pipes of non-metallic materials may be used if documented to be electrically conductive and if electrically bonded to the hull);

– using inert gas fans and system; – arranging portable connection piece between the inert gas system and ballast system and supplying air

through the ballast pipes; – supplying air at one side of the ship and discharging at the other (U-shaped tanks); – supplying and discharging air at the deck level (dilution method).

22.5.1.4.9 In combination carriers, cargo spaces and any enclosed space adjacent to cargo spaces shall be capable of being mechanically ventilated. The mechanical ventilation may be provided by portable fans.

22.5.1.5 Cargo Heating Systems

22.5.1.5.1 The temperature of heating steam and oil used in the cargo area shall not exceed 220°C and the pressure of saturated heating steam shall not exceed 2 MPa.

22.5.1.5.2 Heating of liquid cargoes with a flash point below 60°C shall be arranged by means of a separate secondary system, located completely within the cargo area.

A direct system may also be accepted, provided the following conditions are fulfilled: – the pressure in every heating section with the circulation pump not running shall be at least 30 kPa

higher than the hydrostatic pressure of the liquid; – expansion tank of the system shall be fitted with high and low oil level alarm sensors; – means are provided to detect the cargo vapours inside the expansion tank; – cut-off valves of individual heating sections are fitted with locking arrangements to ensure constant

hydrostatic pressure.

22.5.1.5.3 Thermal oil installation shall fulfil the requirements specified in Chapter 14.


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22.5.1.6 Exhaust Gas System

22.5.1.6.1 The exhaust gas lines of main and auxiliary engines, boilers, incinerators and galley stoves shall be fitted with spark arresters of a design agreed with PRS.

Alternatively, the pipes may be led overboard through the shell plating, provided that the outlet is arranged at least 0.3 m below the light waterline.

22.5.1.6.2 The exhaust gas pipe outlets from main and auxiliary engines, boilers, galley stoves and similar equipment constituting ignition sources, as well as the outlets of venting pipes of diesel engines, shall be situated at least 6 m above the maximum draught waterline. In each case they shall be located outside explosion hazardous areas (see 22.5.3 of Part VIII – Electrical Installations and Control Systems).

22.5.1.7 Oil Fuel Tanks

22.5.1.7.1 Double bottom oil fuel tanks shall fulfil the following requirements: – access manholes to the tanks shall not be located in cargo spaces and engine room, – piping serving these tanks shall not be led through cargo and slop tanks and shall not be interconnected

with pipelines serving the cargo or slop tanks, – air and sounding pipes of these tanks may be led through the cargo tanks, provided that they are

connected by welding and properly fastened, protected against mechanical damage, and have the walls of proper thickness.

22.5.1.7.2 On oil tankers, carrying liquid cargoes having a flashpoint not exceeding 600C fuel oil tanks located with a common boundary to cargo or slop tanks shall not be situated within nor extend partly into the cargo tank block (for definition – see 22.5.1.7.3). Such tanks may, however, be situated aft and/or forward of the cargo tank block. They may be accepted when located as independent tanks on open deck in the cargo area subject to spill and fire safety considerations.

The arrangement of independent fuel oil tanks and associated fuel piping system, including the pumps, can be as for fuel tanks and associated fuel piping system located in the machinery spaces. For electrical equipment, requirements to hazardous area classification must however be met.

22.5.1.7.3 Cargo tank block is the part of the ship extending from the aft bulkhead of the aftmost cargo or slop tank to the forward bulkhead of the forward bulkhead of the forward most cargo or slop tank, extending to the full depth and beam of the ship, but not including the area above the deck of the cargo or slop tank.

Fig. 22.5.1.7.3

22.5.1.8 Pipe Tunnels

22.5.1.8.1 Pipe tunnels in the double bottom below cargo tanks shall fulfil the following requirements: – they shall not have exits into the engine room, – they shall be provided with two exits to the open deck, arranged as far apart as practicable; one of these

exits, fitted with watertight door, may lead to the cargo pump room, – provision shall be made for efficient mechanical ventilation of the tunnel.


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22.5.1.9 Cargo Pump Rooms

22.5.1.9.1 Exits from cargo pump rooms shall lead directly to the open deck. No exits from the pump rooms to other machinery spaces shall be arranged.

The pump room floor and platforms shall be made of perforated plates. Doors and hatch covers of cargo pump rooms shall be opened and closed from both sides.

22.5.1.9.2 Construction of the cargo pump rooms’ doors and hatch covers shall preclude any possibility of sparking.

22.5.1.9.3 Where there is an entrance to the pipe tunnel from the cargo pump room, it shall be fitted with type 3 watertight sliding door (see Table 21.2.1.1 in Part III – Hull Equipment). Means of power and manual drive of such door, position and movement indicating devices, power supply of the drives shall fulfil the requirements specified in 21.2.1.6 to 21.2.1.9 of Part III – Hull Equipment and the position of manual closing of the door, mentioned in 21.2.1.6, which shall be readily accessible and located above the bulkhead deck, shall be arranged outside the cargo pump room close to its entrance. During normal operation of the ship the door shall be kept closed.

22.5.2 Cargo and Stripping System

22.5.2.1 Cargo pump-rooms, cargo tanks, slop tanks and cofferdams shall be positioned forward of machinery spaces. However, oil fuel bunker tanks need not be forward of machinery spaces, see 1.10.7.

22.5.2.2 Cargo pump-rooms and slop tanks shall be isolated from machinery spaces by cofferdams, cargo pump-rooms, oil bunker tanks or ballast tanks.

22.5.2.3 Pump-rooms containing pumps and their accessories for ballasting those spaces situated adjacent to cargo tanks and slop tanks and pumps for oil fuel transfer, shall be considered as equivalent to a cargo pump-room provided that such pump rooms have the same safety standard as that required for cargo pump-rooms. The lower portion of the pump-room may be recessed into machinery spaces of category A to accommodate pumps, provided that the deck head of the recess is in general not more than one third of the moulded depth above the keel, except that in the case of ships of not more than 25 000 tonnes deadweight, where it can be demonstrated that for reasons of access and satisfactory piping arrangements this is impracticable, the Administration may permit a recess in excess of such height, however not exceeding one half of the moulded depth above the keel.

Void spaces or ballast water tanks protecting fuel oil tanks (see Fig. 22.5.2.3) need not be considered as “cargo area” even though they have a cruciform contact with the cargo oil tank or slop tank.

22.5.2.4 Cargo and stripping pumps shall not be used for other purposes than for serving the cargo tanks, except for the case mentioned in 22.5.2.10. The pumps shall not have connections with spaces other than the cargo spaces. Cargo and stripping pumps shall be located in a separate pump room.


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Fig. 22.5.2.3

22.5.2.5 Motors intended for the drive of pumps for cargo pump room shall be installed in spaces provided with mechanical ventilation system and having no exits to the cargo pump rooms. Steam engines of working temperature not exceeding 220°C, as well as hydraulic motors may be installed in the pump rooms.

Penetrations of driving shafts of cargo pumps through bulkhead or deck shall be provided with gastight glands, provided with effective lubrication led from outside of the pump room. The gland construction, if practicable, shall preclude its overheating. These parts of the gland, which may be in contact with shaft in case of misalignment of driving shaft or defective bearings, shall be made of materials precluding the possibility of sparks being emitted. The glands shall be suitable for installation of temperature sensors – see 22.5.7.1 of Part VIII – Electrical Installations and Control Systems. If bellows type seals are used in the glands, they shall be pressure tested prior to being installed.

22.5.2.6 The pumps, their drives, valves and fittings shall be so constructed as to preclude, to the maximum extent, the possibility of spark being emitted.

22.5.2.7 Means shall be provided for stopping each cargo and stripping pump from the top platform of the pump room situated at the level of the main deck. Where a main cargo control station is provided, it is sufficient that stopping arrangements of the pumps be installed at the station.

Electric drives of cargo pumps shall fulfil the requirements specified in subchapter 5.7 of Part VIII – Electrical Installations and Control Systems.

22.5.2.8 Pressure gauges of the cargo discharge and stripping lines shall be installed at the pumps and on the top platform of the pump room or in the main cargo control station.

22.5.2.9 Cargo lines shall not be led through ballast tanks. This does not apply to short sections of such pipes, provided the following conditions are fulfilled: – minimum wall thickness of the pipes complies with the values specified in column 7 of Table 1.16.3.1-1, – the pipes are connected by welding or by means of heavy type flanges; the number of joints is kept to

an indispensable minimum, – provision for compensation is made in the form of compensation bends only, – no valves or fittings are installed in these lines.

22.5.2.10 Cargo lines shall not be connected to ballast piping or oil fuel piping intended for the ship service.

For the emergency discharge of ballast water, it is allowed to arrange that the ballast system be connected to a cargo pump by means of a portable spool piece. In that case the pipes of ballast and cargo


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systems intended to be connected shall be provided with cut-off valves and the ballast pipe shall be additionally provided with a non-return valve to prevent the cargo from entering the ballast system. The portable spool piece shall be fixed in an easily visible position in the pump room and durable plate shall be situated next to the piece to inform on the conditions when it is permitted to be used.

22.5.2.11 The cargo lines shall be so designed and installed that the amount of oil retained in the lines is minimized. Means shall be provided to enable drainage of cargo pumps and lines after completion of cargo discharge. The drainings shall be capable of being discharged both ashore and to a designated cargo tank or slop tank.

22.5.2.12 In the case of remote control of cargo system all valves located between the cargo lines and pumps apart from means of remote control shall be fitted with means of manual operation.

22.5.2.13 The means used for the control of valves located inside the cargo tanks and cofferdams shall fulfil the following requirements: – strips or bushes securing such means shall be made of such materials which preclude the possibility of

sparks being emitted, – the means shall be led to the open deck through gastight glands of a construction that allows

replacement of packing from the deck, – the means shall be provided with position indicators (valve open/valve closed), – construction of the means shall preclude formation of any traps where the cargo residues might collect.

22.5.2.14 Shore connections intended for the attachment of shore hoses shall be made of materials precluding the possibility of sparks being emitted. The connections shall be fitted with cut-off valves and blank flanges. Blank flanges are not required when patent couplings are applied. Collecting trays shall be fitted below the shore connections and cargo spray shields shall be provided.

22.5.2.15 The pipelines on deck and in cargo tanks shall be properly fixed and provided with expansion joints.

22.5.2.16 All portions of pipes connected by means of flanges shall be so connected as to ensure electrical conductivity. The pipelines shall be electrically bonded to the hull at least in one place (see 2.5.6 of Part VIII – Electrical Installations and Control Systems). Cargo hoses shall be electrically conductive throughout their length including flange connections and, when in use, they shall be electrically connected to the hull.

22.5.2.17 The slop tanks shall be served by an independent system of discharge and filling pipes. Where such system is not provided, the pipes serving the tanks shall be fitted with spectacle flanges or other arrangements to prevent inadvertent connection to other pipelines.

22.5.2.18 In combination carriers, separate pump and pipes shall be provided for discharging the slop tanks’ content directly to the open deck when the ship carries dry cargo. The system shall not be connected to other systems. Provision shall be made for the separation of slop tanks from cargo tanks for the time when dry cargo is carried by means of spectacle flange or a portable spool piece. The spectacle flange or portable spool piece shall be installed at the slop tanks, however when it is inexpedient or impracticable, they may be installed in the pump room, just after the pipe penetration through the bulkhead.

22.5.2.19 Where, in combination carriers, side cargo tanks located directly under the deck are provided, cargo lines shall be led inside these tanks. Such lines may be led in special ducts subject to PRS consent in each particular case provided that the ducts are capable of being efficiently cleaned and mechanically ventilated (for this purpose portable fans may be used).

In ships where side cargo tanks are not provided, cargo lines led below the deck shall be located in special ducts.

22.5.2.20 The pipes of stern and bow loading and unloading arrangements shall be permanently installed. At the loading/unloading stations portable adaptors and couplings may be used.


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22.5.2.21 Stern and bow loading and unloading lines shall not be led through accommodation and service spaces as well as machinery spaces located within the accommodation spaces or control stations.

22.5.2.22 Stern and bow loading and unloading lines outside the cargo area shall be connected by welding. Flange connections are acceptable only at valves, expansion joints and at the loading/unloading stations. Expansion pieces may be installed in such lines only when indispensable. The lines shall be clearly marked. The lines shall be capable of being separated when not in use by means of one of the following arrangements applied in the cargo area: – two shut-off valves fitted one after another – for such an arrangement, provision shall be made to

interlock the valves in closed position and for checking whether leakage to the pipe section between the valves occurs,

– shut-off valve, portable spool piece and blank flanges, – shut-off valve and spectacle flange.

22.5.2.23 Shore connections of stern and bow loading/unloading stations shall meet the requirements 22.5.2.14, however the collecting trays and cargo spray shields are not required where the connections are located outboard.

22.5.2.24 Inert gas system shall be connected to the stern and bow loading and unloading lines and it shall be capable of being efficiently separated from these lines.

22.5.2.25 In ships provided with bow loading arrangements and equipped for single point offshore mooring a quick release system shall be provided for cargo hoses. The design and location of such arrangements are subject to PRS acceptance in each particular case.

Forepeak’s vent heads shall be located as far as practicable from the bow loading arrangements.

22.5.2.26 Integrated cargo and ballast systems, i.e. integrated hydraulic and/or electric systems used to drive both cargo and ballast pumps (including active control and safety systems) shall be so designed as to prevent cargo and ballast pumps becoming inoperative simultaneously due to a single failure in the integrated system. Additional requirements for electric installation of pumps control and safety systems are specified in subchapter 22.5 of Part VIII – Electrical Installations and Control Systems.

22.5.3 Cargo and Slop Tank Venting, Gas-freeing and Gauging Arrangements

22.5.3.1 For the purpose of this Chapter, the following definitions are introduced:

Venting system – a system providing for the flow of air, vapours or inert gas mixtures to and from tanks during the carriage of cargo as well as during cargo loading, discharging and ballasting.

Gas-freeing system – a system providing for the safe discharge of air, vapours or inert gas mixtures from empty tanks during venting or purging of the tanks.

Devices to prevent the passage of flame – devices meeting the requirements of MSC/Circ.677 amended by MSC/Circ.1009 and MSC.1/Circ.1324 and ISO 15364:2016 fitted in venting or gas-freeing systems in order to prevent the ignition or explosion on the protected side. They comprise: flame arresters, flame screens, pressure/vacuum valves (hereinafter called P/V valves) and high-velocity pressure/vacuum valves (hereinafter called high-velocity P/V valves).

Flame arrester – a device based on the principle of quenching the flame.

Flame screen – a device which includes wire mesh to prevent the passage of flame.

P/V valve – a device maintaining pressure and vacuum in a closed container within preset limits. Such a device is considered as a device to prevent the passage of flame when designed and tested in accordance with IMO Circular MSC/ Circ.677 amended by MSC/Circ.1009 and MSC.1/Circ.1324.

High-velocity P/V valve – a P/V valve preventing the passage of flame in which the opening available for flow is so adjusted, in accordance with the pressure at the inlet, as to ensure the efflux velocity of not less than 30 m/s.


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Fittings intended to be used in an explosive gas and air mixture shall fulfil the requirements 22.5.4.12 and 22.5.4.13 of Part VIII – Electrical Installations and Control Systems. P/V valves shall fulfil the requirements specified in ISO 15364.

22.5.3.2 The tank venting system shall be entirely separated from the air pipes of the other compartments of the ship. The arrangement of outlets from this system on cargo tank deck shall be such as to minimize the possibility of entering flammable vapours into enclosed spaces containing sources of ignition, or their accumulation in way of deck machinery and equipment which may be a source of ignition. The use of ullage openings for tank pressure equalization is prohibited.

22.5.3.3 The venting arrangements shall be connected to the top of each tank and they shall be self-draining under normal conditions of trim and list of the ship. Where this is impracticable, permanently installed arrangements shall be provided to drain the lines to a cargo tank.

22.5.3.4 Venting system shall be so designed that neither pressure nor vacuum which may occur inside the tanks exceeds their design parameters. The system shall be designed taking account of gas evolution from the cargo by multiplying the maximum loading rate (i.e. the maximum design capacity at which the cargo can be loaded to a tank) by a factor of 1.25. Account shall also be taken for the increase of flow resistance due to fouling of the devices to prevent the passage of flame.

22.5.3.5 The venting system shall ensure: .1 the flow of small volumes of air, vapour or inert gas mixtures caused by temperature variations

inside tanks, and .2 the flow of large volumes of air, vapour or inert gas mixtures during cargo loading, discharging

and ballasting. In both cases the efflux of air, vapour or inert gas mixtures shall be directed through the vents vertically

upwards.

22.5.3.6 All inlet and outlet openings of the venting system open to the atmosphere shall be fitted with suitable devices of a type approved by PRS to prevent the passage of flame.

22.5.3.7 The venting arrangements of individual tanks may be independent, combined into a common venting line or incorporated into the inert gas system (see also 6.3.4.1, 6.3.4.2 and 6.3.4.3 of Part V – Fire Protection). Where the venting arrangements of different tanks are combined into a common venting line then in each pipe led from individual tank a flame arrester of a type approved by PRS and cut-off valve or other arrangement providing for isolation of the cargo tank shall be fitted. The flame arresters shall be situated in such places where, under all service conditions including the ship rolling, the possibility of liquid cargo entering the devices is precluded. There shall be a clear visual indication of the operational status of the cut-off valves. The valves shall be capable of being blocked both in the closed and open positions. Isolation of any tank from the common line shall continue to permit venting of the tank as required in 22.5.3.5.1. It shall be ensured that appropriate cut-off valves are open, before commencement of loading, discharging or ballasting the tanks which have been isolated from the common venting system. For tankers constructed on or after 1 January 2017, any isolation shall also continue to permit the passage of large volumes of vapour, air and inert gas mixtures during cargo loading and ballasting, or during discharging in accordance with 22.5.3.5.2.

22.5.3.8 The outlets of vents intended for the purpose specified in 22.5.3.5.1 shall be fitted with P/V valves. The valves’ outlets shall be not less than 2 m above the cargo tank deck and not less than 5 m from the nearest air intakes and openings to enclosed spaces containing sources of ignition and from deck machinery and equipment which may constitute an ignition hazard. Anchor windlasses and chain pipes shall be considered as a potential source of ignition. For tankers constructed on or after 1 January 2017, the openings shall be arranged in accordance with 22.5.3.9 (Res. MSC.392(95), II-2, Part C, Reg.11).

22.5.3.9 Pipes intended for the purpose specified in 22.5.3.5.2 shall: .1 allow the free flow of efflux from the vents or .2 ensure such throttling at the outlet that the efflux velocity be not less than 30 m/s.


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Where the free flow method is used, the outlets shall not be less than 6 m above the cargo tank deck or fore and aft gangway – if situated within 4 m of the gangway – and not less than 10 m measured horizontally from the nearest air intakes and openings to enclosed spaces containing sources of ignition and from deck machinery and equipment which may constitute an ignition hazard.

Where the throttling method is used, the outlets shall be fitted with high-velocity P/V valves. The valves’ outlets shall not be less than 2 m above the cargo tank deck and not less than 10 m measured horizontally from the nearest air intakes and openings to enclosed spaces containing sources of ignition and from deck machinery and equipment which may constitute an ignition hazard.

22.5.3.10 Provision shall be made for additional vents intended for the purpose specified in 22.5.3.5.2 so that in the event of failure of the relief valves employed in the primary system neither dangerous overpressure nor underpressure may occur in any tank. In addition, for tankers constructed on or after 1 January 2017, secondary means shall be capable of preventing over-pressure or under-pressure in the event of damage to, or inadvertent closing of isolating valves for tanks. Where the ship is provided with common venting system with isolating valves for individual tanks, additional vents protecting the tanks against dangerous overpressure or underpressure in the event of inadvertent closure or failure of the valves shall be fitted; additional vents are not required, where the isolating valves are of a simple construction limiting the risk of their failure, fitted with indicators (valve closed/valve open) and remain under the control of the responsible ship’s officer. Alternatively, instead of double vents, each tank may be fitted with pressure sensors with monitoring system in the ship’s cargo control station or in the position from which cargo operations are normally controlled. In the monitoring equipment, an alarm facility warning on dangerous overpressure or underpressure in the tank shall also be provided.

22.5.3.11 Where it is intended to load, unload or ballast a tank or group of tanks which are isolated from the common venting system, the tank or group of tanks shall also be fitted with additional vent(s) protecting against dangerous overpressure or underpressure in accordance with the requirements 22.5.3.10.

22.5.3.12 P/V valve installed in the inert gas main line may be utilised as the required secondary means of venting in addition to the vent required in 22.5.3.10 and 22.5.3.11, where the cargo is homogenous or for multiple cargoes where the vapours are compatible and do not require isolation mentioned in 22.5.3.5.2. It is not required that the valve meet the requirements for the devices preventing the passage of flame nor that the location of the valve outlet meet the requirements 22.5.3.9, provided that its opening pressure setting is higher than the opening pressure of the venting systems mentioned in 22.5.3.5.1 and 22.5.3.5.2. Where venting is achieved by free-flow method in accordance with requirements 22.5.3.9.1 and the isolating valve is closed for the unloading period, the inert gas system may be accepted as primary protection against dangerous underpressure and the P/V valve fitted in the system as the additional protection required in 22.5.3.10 and 22.5.3.11.

22.5.3.13 By-passing of P/V valves whose function is described in 22.5.3.5.1 is allowed during cargo operations for cargoes which do not require a vapour return system, provided that the vent-line outlet is fitted with flame arresters and is located at the required height above the deck level. By-passing of high-velocity valves, however, is not permitted.

22.5.3.14 Provision shall be made to guard against liquid rising in the venting system to a height which would exceed the design head of cargo tanks. This can be accomplished by employing an overflow system, high level alarm system or other equivalent means, together with level gauging system and tank filling procedures. Overflow valves are not considered as equivalent to an overflow system.

22.5.3.15 In combination carriers provided with common venting system, provision shall be made for the possibility of fitting blank flanges in order to isolate slop tanks containing oil or oil residues from cargo tanks.

22.5.3.16 Gas-freeing pipes shall be located as far as possible from the openings through which fresh air or inert gas is supplied to the tank. Gas-freeing pipes shall terminate at a height of at least 2 m above the cargo tank deck.


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22.5.3.17 Diameter of gas-freeing pipes shall be so selected that the efflux velocity is at least 20 m/s taking account of the fans’ capacity. The efflux shall be directed vertically upwards.

22.5.3.18 Outlets of gas-freeing pipes shall be fitted with the devices to prevent the passage of flame of a type approved by PRS. This requirement does not apply where the efflux velocity is at least 30 m/s or the ship is provided with inert gas system (see also 6.3.4.2 of Part V – Fire Protection).

22.5.3.19 Both fixed and portable gas-freeing pipes may be used. Venting pipes may be used as gas-freeing pipes.

22.5.3.20 Fans used for ventilation of tanks shall meet the requirements 5.3.2 of Part VII – Machinery, Boilers and Pressure Vessels. Where the fans are fixed, provision shall be made to ensure their effective isolation from the tanks by means of portable spool pieces or blank flanges.

22.5.3.21 The arrangements for the discharge of vapours of highly violate oil products having a Reid vapour pressure above atmospheric pressure are subject to PRS acceptance in each particular case.

22.5.3.22 The basic method of gauging the liquid level in cargo and slop tanks shall be a closed gauging method not requiring the opening of manholes to such tanks.

The open gauging method may only be used as a reserve method in ships provided with the inert gas fire-extinguishing system.

22.5.3.23 The ullage openings shall be provided with self-closing tight covers. Fitting flame arresters or flame screen to such openings is not permitted.

The ullage openings do not include cargo tank openings that are fitted with standpipe arrangements used for sampling, monitoring or measuring of ullage/temperature/interface, oxygen, liquid and hand dipping in the cargo tank.

Standpipes shall be fitted with shut-off valves and shall fulfil with the relevant requirements specified in Chapter 9.4 (9.4.6; and 9.4.8 ÷ 9.4.11).

22.5.4 Crude Oil Washing System for Tanks (COW System)

Every crude oil tanker (mark CRUDE OIL TANKER) of 20 000 tonnes deadweight and above shall be fitted with a cargo tank cleaning system using crude oil washing. PRS assigns additional mark COW in the symbol of class when satisfied that the requirements specified below are fulfilled. On the ship operator’s request, PRS may assign the mark COW to a crude oil tanker of less than 20 000 tonnes deadweight fitted with a cargo tank cleaning system using crude oil washing.

22.5.4.1 The following documentation is required to be submitted to PRS for consideration and approval:

.1 COW system diagram including list of materials.

.2 Stripping system diagram.

.3 Drawings of the tanks showing the areas covered by direct impingement of jets from tank washing machines and the shadow areas.

.4 Data list regarding the number, location, type and capacity of tank washing machines.

.5 Drawings showing connection and fixing of tank washing machines.

.6 Drawings of COW piping anchoring.

.7 Drawings showing exact location and construction of the arrangements for sounding the tanks and for gas sampling.

.8 Test programme comprising tightness tests and operational tests.


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22.5.4.2 Piping, Valves and Fittings

22.5.4.2.1 Piping, valves and fittings of COW system shall be made of steel or other equivalent material and shall be adequate for the intended pressure to which they may be subjected during service.

22.5.4.2.2 The pipes shall be permanently secured to the ship’s structure. In combination carriers, the arrangements which enable removal of tank washing machines for the period of carriage of cargoes other than oil are acceptable. The way of securing the pipes shall permit their movements due to thermal expansion and flexing of the ship’s hull. Piping shall be so secured as to prevent its excessive displacement in case of hydraulic shock. Piping securing devices shall be situated at the furthest positions from the crude oil input to the tank washing machines’ supply pipes. Where tank washing machines are used to secure the end sections of supply pipes, means shall be provided for securing the pipes in the case when the machines have been removed.

22.5.4.2.3 The piping shall be independent of the fire mains and of any systems other than those intended for tank washing. Sections of the cargo system may be incorporated in the COW system if they fulfil the requirements relevant to the COW system.

22.5.4.2.4 The use of flexible hoses is allowed only in combination carriers to connect the tank washing machines fitted in cargo tank hatch covers. Such hoses shall be provided with flanged connections and they shall fulfil the requirements 22.5.2.13 and be of a type approved by PRS. The hose length shall not be greater than necessary to connect the tank washing machine to the supply piping which shall be led as close to the hatch as practicable. Special, properly prepared space shall be provided for the storage of these hoses.

22.5.4.2.5 Means shall be provided to prevent excessive pressure rise in the supply piping of tank washing machines. Relief valves shall discharge into the suction piping of the supply pump.

22.5.4.2.6 All connections for pressure gauges and other measuring instruments shall be provided with shut-off valves fitted directly in the piping, unless special fittings of the sealed type and type approved by PRS are installed.

22.5.4.2.7 Where hydrant valves intended for water washing of cargo tanks are fitted on the COW system, the valves shall be adequate for working pressure in the system and their outlets shall be provided with blank flanges to be fitted when the piping may contain crude oil. Alternatively, hydrant valves may be isolated from the COW system by means of spade blanks.

22.5.4.2.8 No part of the COW system shall be located in the machinery space. Steam heater used during washing the tanks with hot water is not considered as a part of the COW system and may be arranged inside machinery space together with its supply pump, where it can be connected to the COW system only after the COW system has been isolated from the cargo system and the connection is effected by means of portable pipe sections located within the cargo tanks area.

22.5.4.2.9 Where the tank washing system is fitted with steam heater (arranged outside the machinery space) for water washing, effective isolation of the heater with double shut-off valves or clearly identifiable blanks shall be provided for the period of crude oil washing.

22.5.4.2.10 Where a combined piping is provided for crude-oil washing and water washing, it shall be so designed as to enable its drainage of crude oil to a designated slop or cargo tank as effectively as practicable before the water washing.

22.5.4.2.11 The piping system shall be of such diameter that the greatest required number of tank washing machines may operate simultaneously at the design pressure and output. The arrangement of piping shall ensure the possibility for each cargo tank of simultaneous operation of the required number of tank washing machines.


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22.5.4.2.12 The piping system shall be tested to 1.5 times the working pressure after it has been installed on board.

22.5.4.3 Tank Washing Machines

22.5.4.3.1 The tank washing machines for crude oil washing of the tanks shall be permanently installed and be of a type approved by PRS.

22.5.4.3.2 The number and location of tank washing machines shall be such as to fulfil the below conditions: – all horizontal and vertical areas of a tank shall be washed by direct or deflected impinging jet or its

splashes, – the sum of horizontal areas of a tank bottom and the upper surfaces of a tank’s stringers and other large

primary structural members shielded from direct impingement (so called sum of shadows) by bottom or deck transverses, main girders, stringers or similar large primary structural members shall not exceed 10% of the sum of all horizontal areas of the tank,

– the sum of vertical areas of the sides of a tank shielded from direct impingement (the sum of shadows) by bottom or deck transverses, main girders, stringers or similar large primary structural members shall not exceed 15% of the sum of all vertical areas of the tank sides.

22.5.4.3.3 Tank washing machines shall be installed in each cargo tank. The installation method is subject to PRS acceptance in each particular case. In order to ensure adequate coverage of the tank sides by the impinging jet more than one type of tank washing machines may be required.

22.5.4.3.4 Performance characteristic of each tank washing machine determined by the nozzle diameter, working pressure and the movement pattern and timing shall ensure cleaning of the tank sections intended for the machine within the time specified in the Operations and Equipment Manual.

22.5.4.3.5 Each tank washing machine shall be connected to the supply pipe by a shut-off valve. Provision shall be made to blank off the supply pipe and to close the opening in the deck where tank washing machine is installed in case the machine has been removed.

22.5.4.3.6 Construction of tank washing machines installed on deck shall be such, that means are provided outside the cargo tank to indicate the sense of rotation and angular displacement of the machine arm during washing. In the case of non-programmable dual nozzle type machines, other arrangements to provide equivalent indication of the machines’ operation may be accepted.

22.5.4.3.7 Submerged tank washing machines shall be non-programmable. It is recommended that the machines be provided with rotation indicators which enable verification of their operation from outside of the tank. Other methods of verification in accordance with IMO Resolution A.446(XI), as further amended, may be used subject to PRS acceptance in each particular case.

22.5.4.4 Pumps

22.5.4.4.1 Cargo pumps or other pumps specifically provided for such purpose may be used for the supply of tank washing machines.

22.5.4.4.2 Capacity of the pumps shall be sufficient to ensure simultaneous operation at the required pressure and throughput of the maximum number of tank washing machines specified in the Operations and Equipment Manual. Additionally, if an ejector is fitted for tank stripping, the pumps shall ensure the supply of driving fluid to the ejector necessary for its proper operation.

22.5.4.4.3 The above specified requirements shall also be fulfilled for one of these pumps being inoperational.


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22.5.4.5 Stripping System

22.5.4.5.1 The stripping system shall be so designed that on completion of the tank washing process crude oil or sediments on the tank bottom do not accumulate.

22.5.4.5.2 The capacity of stripping system shall be 1.25 times the total output of all tank washing machines specified in the Operations and Equipment Manual for simultaneous washing of the bottom of tanks.

22.5.4.5.3 Such means as level gauges, hand dipping and stripping system performance gauges shall be provided to ensure that the bottom of every tank is dry after completion of crude oil washing. Proper arrangements for manual sounding shall be provided in the after part of each cargo tank and in three other appropriate locations unless other means are fitted for ascertaining that the tank bottom is dry. The tank bottom is considered “dry” if no accumulated oil is detected in the tank except possibly small quantity of oil near the suction end of the stripping system.

22.5.4.5.4 Provision shall be made for draining all cargo pumps and lines. Where necessary draining may be effected by means of stripping devices. The cargo pump and line drainings shall be capable of being discharged both ashore and to a cargo tank. For the discharge ashore, a special small diameter line shall be provided, which shall be connected to the ship’ outboard discharge manifold cut-off valve. The cross-sectional area of the line in question shall not exceed 10% of that of the main cargo discharge line.

22.5.4.5.5 Positive-displacement pump, self-priming centrifugal pump or an ejector may be employed for stripping oil. Where a stripping line is connected to several tanks, shut-off valves shall be provided for individual tanks.

22.5.4.5.6 Means shall be provided for monitoring the operation of stripping system. Such arrangements shall enable remote reading of operating parameters in the cargo control room or other safe place easily accessible to the officer in charge of cargo and tank washing operations. Where a stripping pump is provided, the monitoring equipment shall include, as appropriate, a flow indicator or a revolution or stroke counter and pressure gauges at the suction and discharge of the pump. Where ejector is used, pressure gauges shall be provided at the driving fluid intake and outlet and a pressure/vacuum gauge at the ejector suction.

22.5.4.5.7 Internal construction of the tank shall ensure free drainage of liquid towards the suction ends of the stripping system both along and across the ship centre line, so as to enable the tank to be effectively drained (see 22.5.4.5.1 and 22.5.4.5.3).

22.5.5 Retention of Oil on Board

22.5.5.1 Oil tankers of gross tonnage 150 and above shall be provided with: .1 means for cleaning the cargo tanks and transferring the tank washings to a slop tank(s). The capacity

of the slop tank(s) shall be sufficient to retain cargo residues and oily mixtures until they can be discharged overboard in accordance with the provisions of Annex I to MARPOL 73/78 Convention. The total capacity of the tank(s) shall normally not be less than 3% of the oil carrying capacity of the ship, however PRS may accept reduction of the capacity to: – 2%, if the capacity of the slop tank is such that once it is charged with water, the amount of the

water is sufficient for washing all cargo tanks and supplying draining ejectors (if any), without the need of introduction of additional water;

– 2%, if the ship is provided with segregated ballast tanks or dedicated clean ballast tanks, or where COW system is fitted. The capacity may be further reduced to 1.5% if the capacity of the slop tank is such that once it is charged with water, the amount of the water is sufficient for washing all cargo tanks and supplying draining ejectors (if any), without the need of introduction of additional water;

– 1% for combination carriers where cargo is carried in tanks with smooth walls. The capacity may be further reduced to 0.8% if the capacity of the slop tank is such that once it is charged


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with water, amount of the water is sufficient for washing all cargo tanks and supplying draining ejectors (if any), without the need of introduction of additional water. In ships of 70 000 tonnes deadweight or more, at least two slop tanks shall be provided. The

tanks shall be so designed particularly in respect of the position of inlets, outlets and baffles so as to avoid excessive turbulence and entrainment of oil or emulsion with the water.

.2 an oil discharge monitoring and control system of a type approved by PRS in accordance with IMO Resolution MEPC.108(49) as amended by Resolution MEPC.240(65). The system shall comprise an oil content meter and a device continuously recording the rate of oil discharge in litres per nautical mile and total quantity of discharged oil or oil content in the effluent and the rate of the effluent discharge. The records shall be identifiable as to time and date and shall be kept for at least 3 years. The system shall be activated when any discharge of oily mixture into the sea occurs and shall ensure that any discharge is automatically stopped when the instantaneous rate of discharge of oil exceeds that specified in Annex I to MARPOL 73/78 Convention. Any failure of the system shall stop the discharge of effluent. In the event of failure, the system shall be capable of being manually operated.

.3 oil/water interface detectors of a type approved by PRS in accordance with IMO Resolution MEPC.5(XII), capable of rapid and accurate determination of the oil/water interface in slop tank(s). Such detectors shall also be provided for the tanks where the separation of oil and water is effected and from which the effluent will be discharged directly into the sea.

22.5.5.2 Subject to agreement with the Flag State Administration, PRS may waive the requirements 22.5.5.1, provided that all cargo residues and oily mixtures are retained on board until their discharge to reception facilities.

22.5.5.3 The requirements 22.5.5.1 do not apply to tankers carrying such cargoes (e.g. asphalt) which through their physical properties inhibit effective product/water separation and monitoring of their discharge.

22.5.5.4 Ships other than those specified in 22.5.5.1 shall retain all cargo residues and oily mixtures until their discharge to reception facilities.

22.5.5.5 Ships shall be provided with piping for the discharge to shore reception facilities of dirty (oily) ballast water and other oily mixtures coming from the cargo area. The piping shall be locatedon the open deck and have connections on both sides of the ship.

22.5.5.6 Pipelines for the ballast water discharge to the sea shall be led to the open deck or penetrate the ship’s side above the waterline in the deepest ballast condition. Different piping arrangements which enable the discharge of ballast water to the sea in accordance with the provisions of Annex I to MARPOL 73/78 Convention are subject to PRS acceptance in each particular case.

22.5.6 Use of Crude Oil as Fuel for Boilers

22.5.6.1 Crude oil or residues thereof may be used as fuel for main or auxiliary boilers in accordance with the requirements specified in this subchapter. In each such case complete set of technical documentation of crude oil supply system, including list of equipment, piping layout and safety system, shall be submitted to PRS for approval.

22.5.6.2 Crude oil or residues thereof may be taken directly from the cargo tanks, slop tanks or from other adequately adapted tanks arranged in cargo area.

22.5.6.3 The suitability of boiler design and burners for operation with crude oil shall be confirmed by the results of appropriate tests.

Boilers shall be situated in the boiler room gastight separated from the engine room. The boilers shall be tested for gastightness prior to being put into operation.


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22.5.6.4 The whole system of pumps, strainers, separators and heaters (if any) shall be fitted in cargo pump room or in other room considered as hazardous and separated from the engine room and boiler room by gastight bulkheads.

When crude oil is heated by steam or water, the outlets from the heating coils shall be led to a separate closed observation tank, arranged together with the above mentioned equipment. This tank shall be fitted with a vent pipe led to a safe place on the open deck. The vent outlet shall be located in accordance with the requirements 22.5.3.9 and protected with flame screen of corrosion-resistant material, which shall be easily removable.

The arrangement of driving motors of the pumps, separators, etc. shall fulfil the requirements 22.5.1.4.

22.5.6.5 Pumps shall be fitted with pressure relief valves connecting delivery side to suction side and provision shall be made for remote stopping of the pumps from a control stand located close to the boiler local control post or from ECR, as well as from a place outside the engine room.

22.5.6.6 In the case of heating crude oil or residues thereof, provision shall be made for automatic control of the temperature and for high temperature alarm.

22.5.6.7 The wall thickness of pipes used for the piping of crude oil or residues thereof and for drain pipes from trays mentioned in 22.5.6.9 shall comply with the values specified in column 5 of Table 1.16.3.1-1. The pipes shall be connected by means of type A or B connections – see 1.16.4.2.

The above mentioned pipes within engine room and boiler room shall be led inside metal gastight tunnel which shall be tightly connected with the pump room fore bulkhead, and to the drip trays mentioned above. The tunnel shall rise towards the boiler so that in the event of fuel pressure drop or fuel leakage the fuel will flow down to the pump room. Such a tunnel shall be fitted inboard of the ship’s side at a distance of at least 0.2 of the ship’s breadth and shall be provided with inspection openings with gastight covers arranged in the vicinity of connections of the pipes led inside. Furthermore it shall be fitted with self-closing draining device installed on the pump room side so as to enable the drainage of possible leakages of crude oil. Moreover, in the uppermost part of the tunnel an air pipe as required in 22.5.6.4 shall be fitted.

The tunnel shall have permanent connection to the inert gas system or steam system in order to ensure supply of one of these agents in the event of fire, as well as for purging the tunnel after fire or leakage.

22.5.6.8 On the pump room side in way of the bulkhead to which the tunnel mentioned in 22.5.6.7 is connected, crude oil delivery and return pipes shall be fitted with shut-off valves remotely controlled from a position near the boiler local control post or from ECR. These valves shall be interlocked with the control system of exhaust fans mentioned in 22.5.6.10 so that one of the fans is running whenever crude oil is passed through the pipes.

22.5.6.9 The boilers shall be provided with trays or gutterways with coamings of a proper height (not less than 200 mm) so arranged as to be capable of collecting any possible leakages from burners, valves and joints. The tray or gutterway shall be fitted with a drain pipe led to a drain tank in the pump room and provided with arrangements to prevent the return of gases to the boiler room and engine room. On the drain tank, a level gauge and alarm giving warning of leak shall be installed.

Above the trays and gutterways, proper flame screens made of corrosion resisting material and readily removable for cleaning shall be provided.

Delivery and return crude oil pipes shall pass through the tray or gutterway boundaries by means of tight penetrations and then they shall be connected to the delivery or return manifolds. A quick-closing valve shall be fitted on the oil supply manifold to each boiler.

22.5.6.10 Boilers shall be fitted with proper hoods so arranged as to cover as much as possible burners, valves and fuel pipes, without obstructing the air supply to the burner nozzles. The hoods, if necessary, shall be fitted with properly closed openings providing access for inspection of the shielded oil pipes and valves. Each hood shall be connected to a duct leading to a safe place on the open deck in accordance with the requirements 22.5.6.4.

At least two independently driven exhaust fans having impellers of non-sparking material shall be fitted to ensure that the pressure inside the hood is lower than in the boiler room. In the case of stopping or


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failure of the fan in operation, the stand-by one shall start automatically. Driving motors of the fans shall be located outside the duct and penetrations of the driving shafts through the duct shall be gastight.

Electrical equipment installed in the areas which are or may become hazardous (e.g. inside the hoods or crude oil piping tunnels) shall be of explosion-proof type confirmed by a proper certificate issued by an authorized institution.

22.5.6.11 Provision shall also be made for the use of oil fuel for such boilers by fitting, inside the boiler room, oil fitting units complying with the requirements specified in subchapter 12.9 and with the requirements specified in Chapter 10 of Part VII – Machinery, Boilers and Pressure Vessels. Adequate means with mechanical interlocking arrangements shall be provided in the burners’ fuel oil delivery and return pipes to prevent feeding the boiler with oil fuel when crude oil is being used and vice versa.

22.5.6.12 Boiler rooms shall be fitted with mechanical ventilation system and so arranged as to avoid formation of pockets where gases may accumulate. The ventilation shall be particularly efficient in way of electrical equipment, machinery, and other equipment, which constitute a source of ignition. This system shall be separated from ventilation systems serving other compartments and shall fulfil the requirements 11.3.1.

22.5.6.13 The tunnels mentioned in 22.5.6.7, ventilation ducts of furnace hoods and areas where the effectiveness of ventilation may be reduced shall be provided with gas detection system having its sensors fitted in the exhausted stream and in the area of pockets (see also 22.5.8 of Part VIII – Electrical Installations and Control Systems).

Optical warning devices shall be installed near the boiler fronts and in the ECR. Additionally, an alarm giving audible warning in the machinery space and in ECR shall be provided.

22.5.6.14 The boilers shall be fitted with an automatic system, purging the furnace before firing.

22.5.6.15 A plate shall be placed in a conspicuous place next to the boiler local control stand, instructing that in the event of an explosive mixture formation being 155ignaled by the system required in 22.5.6.13, the operators shall close immediately the remotely controlled valves located in the pump room at crude oil delivery and return pipelines, stop the relevant pumps, apply inert gas to the tunnel specified in 22.5.6.7 and switch over the boilers to oil fuel firing.

22.5.6.16 Apart from the normal devices to control the boiler firing, PRS may require one pilot burner to be installed.

22.6 Fishing Vessels – Mark: FISHING VESSEL and Special Purpose Ships

The requirements specified in subchapter 22.6 apply to fishing vessels which are assigned additional mark FISHING VESSEL as well as to special purpose ships which are assigned an additional mark defined in Part I – Classification Regulations.

22.6.1 The bilge system in ships of up to 50 m in length and carrying up to 50 persons of special personnel shall fulfil the requirements 22.3.1.1.

22.6.2 The bilge system in ships of above 50 m in length and carrying up to 50 persons of special personnel shall fulfil the requirements 22.3.1.1 and 22.3.2.2 and also the following requirements:

.1 In a compartment where strum box is located, a non-return valve shall be fitted in the bilge suction pipe if the pipe is led through other watertight compartments.

.2 The valve boxes, cocks and valves in connection with the bilge system shall be so arranged that, in the event of flooding the compartment other than machinery space, one of the bilge pumps will be capable of draining any compartment. Furthermore any damage to a pump or a bilge pipe connected to the bilge main and located outside of the machinery space shall not put the bilge system out of operation. Valves in the bilge suction pipes from the compartments other than the machinery space shall be capable of being controlled from the machinery space or from places located above the bulkhead deck.

22.6.3 The bilge system in ships carrying more than 50 persons of special personnel shall fulfil the requirements 22.3.1.1, 22.3.2.1, 22.3.2.2, 22.3.2.3, 22.3.2.4, 22.3.2.6 and 22.3.2.7.


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22.6.4 The ventilation system in ships carrying more than 50 persons of special personnel shall also fulfil the requirements 22.3.4.1 to 22.3.4.4 and 22.3.4.6.

22.6.5 It is recommended that fixed arrangements be installed for cutting wires and fishing nets, which can twist round the propeller and propeller shaft. Construction of such arrangements is subject to PRS consideration in each particular case.

22.6.6 In addition to the requirements specified in this Part of the Rules, fishing vessels shall fulfil the requirements specified in Directive No. 97/70/EC of 11 December 1997 as further amended through Directive No. 2002/35/EC of 25 April 2002.

22.7 Tugs and Supply Vessels – Marks: TUG, SUPPLY VESSEL

The exhaust gas lines of main and auxiliary engines, boilers, incinerators and galley stoves of supply vessels and tugs serving oil tankers, chemical carriers, combination carriers and other ships carrying dangerous goods and timber shall fulfil the requirements 10.1.3.

22.8 Ships Intended for Operation in Area of Oil Spillage – Mark: OIL RECOVERY VESSEL

22.8.1 Equipment and piping used for crude oil recovery and transfer shall be arranged outside machinery and accommodation spaces.

22.8.2 Where in ships intended for the carriage of different cargoes, the fixed installation for crude oil recovery cannot be used for the cargo operations due to the nature of the cargoes, suitable shut-off arrangements shall be provided.

22.8.3 Where a ship is provided with portable crude oil recovery unit then not more than two filling stub pipes connected with all tanks intended for the storage of the collected oil shall be provided on the upper deck to connect the unit discharge pipes. The location of the stub pipes shall enable simultaneous connection of two recovery units operating on both sides of the ship.

The pipes connecting filling stub pipes with storage tanks shall not be led through accommodation spaces situated on the open deck level. The possibility of leading such pipes through safe enclosed spaces, i.e. other than the hazardous spaces specified in 21.5.3.1 of Part VIII – Electrical Installations and Control Systems, is subject to PRS acceptance in each particular case.

22.8.4 Inside diameter of sounding pipes of the spilled oil storage tanks shall not be less than 32 mm.

22.8.5 Exhaust gas lines of main and auxiliary engines, boilers, incinerators and galley stoves shall fulfil the requirements 10.1.3.

22.8.6 Outlets of exhaust gas lines of main and auxiliary engines, boilers, incinerators and galley stoves and other arrangements which contain source of ignition, as well as outlets of vent pipes of the engine crankcases shall be situated at least 6 m above the highest load waterline and in each case shall be outside the hazardous areas.

22.8.7 Ventilation systems serving hazardous spaces shall be independent of the ventilation systems serving safe spaces. Compartments of different hazard levels shall be provided with independent ventilation systems.

22.8.8 Safe spaces and air locks1) shall be provided with mechanical supply ventilation maintaining an overpressure against the adjacent hazardous spaces.

22.8.9 Provision shall be made for automatic starting the fans and for alarm in the case of loss of overpressure in the air lock. Alternatively, the following protective measures may be provided:

.1 light signalling for each fan to indicate its operation;

.2 an interlocking device to enable starting the fan only when the damper in ventilation duct is open;

1) Air lock – enclosed gastight compartment, provided with gastight, self-closing doors separating safe space from dangerous

space.


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.3 an audible alarm indicating inadvertent switching-off the fan’s motor.

22.8.10 Intakes of the supply ventilation and outlets of the exhaust ventilation shall be located on the open decks outside the hazardous spaces.

22.8.11 Compartments situated in the hazardous zones shall be provided with mechanical exhaust ventilation ensuring at least 20 air changes per hour. In such ventilation system, automatic switches may be fitted which change-over from 20 into 10 air changes per hour when the concentration of gases in the compartment does not exceed (20±10)% of the low explosion limit.

22.8.12 The exhaust ventilation ducts from hazardous compartments shall be gastight and shall have sufficient stiffness. Such ducts shall not be led through safe compartments.

22.8.13 Ventilation systems of compartments and air locks shall be fitted with arrangements monitoring the operation of equipment specified in 22.8.9 and 22.8.12.

22.8.14 The oil recovery operations and equipment manual (ORO Manual) containing a description of the safety precautions needed when preparing and carrying out oil recovery operations shall be placed aboard the vessel for guidance of operating personnel. The manual shall be approved by PRS.

The manual include: .1 conditions and operational procedures to be followed when preparing and carrying out oil recovery

operations; .2 storage oil tanks arrangement plan and venting system; .3 oil transfer diagram including pumps; .4 gas detection system; .5 plans showing the arrangement of the appliances and equipment used in oil recovery operations; .6 a list of appliances and equipment provided for oil recovery operations with instructions on their

installation and operation; .7 ventilation system showing the spaces with overpressure ventilation and the arrangement of air

locks; .8 measures for starting up the overpressure ventilation and gas detection systems; .9 a list of all electrical equipment to be disconnected when carrying out oil recovery operations.

22.9 Chemical Spill Response Ships – mark: CHEMICAL RECOVERY VESSEL

The requirements specified in this subchapter apply to ships who may with not restrictions be involved in a chemical spill response operation in hazardous atmosphere for the purposes of search, rescue and marine pollution tackling*.

22.9.1 Exhaust Gas System

22.9.1.1 Exhaust gas associated with internal combustion engines and boilers shall be provided with spark arresters approved by PRS.

22.9.1.2 Exhaust gas outlets to the open air shall not be situated in Zone 0. Exhaust gas outlets below the waterline are permitted on the following conditions:

− the maximum temperature of exhaust gas does not exceed 108°C and is being monitored in accordance with 22.9.1.4,

− other means such as water cooling or water injection have been provided to preclude the escape of sparks.

22.9.1.3 The temperature exhaust gas discharged to the open air in Zone 1 or Zone 2 shall not exceed 135°C.

* Definitions of noxious substances, hazardous atmosphere and hazardous zones are provided in subchapter 1.2 of Part I –

Classification Regulations and in Table 29.2.1.1 in Part II – Hull.


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22.9.1.4 The temperature of exhaust gas discharged to the open shall be monitored. If the maximum allowed temperature of exhaust gas is exceeded, alarm shall be given to the operating centre.

22.9.1.5 Exhaust gas lines shall be provided with flame arresters. If engines require to be started in a hazardours atmosphere, other means may be accepted to preclude the passage of gas-air mixtures or vapour-gas mixtures into the the lines. Flame arresters shall be approved by PRS.

22.9.1.6 The number of detachable joints in exhaust gas lines shall be reduced to the practicable minimum.

22.9.2 Venting and Service Tank Filling Systems

22.9.2.1 Engine crankcase venting systems shall be so arranged as to preclude the passage of hazardous substances into the crankcase.

22.9.2.2 Venting and service tank filling pipes shall be so arranged as to preclude the passage of hazardous substances into these tanks. Potable water tank air pipes shall terminate inside the citadel.

22.9.3 Cooling Water System

22.9.3.1 Cooling water systems shall be so arranged that during the ship operation in hazardous atmosphere the machinery and the associated installations be cooled without the sea water being taken in directly when the ship is operating in hazardous atmosphere, e.g by means of box or skin cooling.

22.9.4 Ventilation of Citadel and Air Locks

22.9.4.1 Citadel and air locks* shall be provided with overpressure supply ventilation.

22.9.4.2 Citadel ventilation system shall be so arranged that overpressure of at least 0.5 mbar in the entire volume of citadel be maintained while the ship is operating in hazardous atmosphere.

22.9.4.3 Citadel ventilation and air-conditioning systems shall include respective filtering arrangements for filtering or circulation and re-conditioning of the aspirated air while the ship is operating in hazardous atmosphere.

22.9.4.4 Air re-conditioning arrangements shall include a compressed air tank for the emergency source of air to be supplied to the citadel.

22.9.4.5 The capacity of air filtering arrangements shall be such as to meet the air demand of the crew and personnel involved in the chemical spill response operation.

22.9.4.6 Air locks shall be so designed as to ensure the diposal, by aspiration of air from inside, of any hazardous substances introduced in the locks as a result of their use. Not less than 20 air changes of the total air lock volume per hour shall be ensured.

22.9.5 Cargo Area Ventilation

22.9.5.1 Ventilation system of hazardous cargo area shall provide for 30 air changes per hour. Electric motors shall be so located no to be exposed to the air flow.

22.9.6 Cargo Area Bilge System

22.9.6.1 Cargo area shall be provided with bilge system.

22.9.6.2 Separate fixed bilge system shall be provided for the disposal of potentionally released hazardous substances.

22.9.7 Classification Documentation

22.9.7.1 Classification documentation shall, in addition to that specified in 1.3, include:

* Definitions and symbols are provided in subchapter 1.2 of Part I – Classification Regulations.


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.1 arrangement plan of pressurized spaces and air locks,

.2 ventilation plans of the citadel, air locks, and cargo spaces,

.3 arrangement plan of air filtering/re-conditioning arrangements including their characteristics,

.4 cargo area bilge system plan.

22.9.8 Additional Requirements

22.9.8.1 Additional Requirements for Safe Carriage of Hazardous Liquids

22.9.8.1.1 During the carriage of hazardous liquids in bulk, ships classed for chemical spill response operations shall, in addition to the requirements specified in 22.9.2.1 to 22.9.6, fulfil the requirements of the IBC Code specified in: − Chapter 3 – Ship Arrangements, subchapter 3.3 – Cargo Pump-rooms, subchapter 3.5 – Bilge

and Ballast Arrangements, subchapter 3.6 – Pump and Pipeline Identification, subchapter 3.7 – Bow or Stem Loading and Unloading Arrangements;

− Chapter 5 – Cargo Transfer; − Chapter 8 – Cargo Tank Venting and Gas-freeing Arrangements; − Chapter 12 – Mechanical Ventilation in Cargo Area; − Chapter 15 – Special Requirements, subchapter 15.12 – Toxic Products.

22.9.8.2 Additional Requirements for Safe Carriage of Hazardous Solid Substances in Bulk or Packaged

22.9.8.2.1 During the carriage of hazardous solid substances in bulk and/or packaged, ships classed for chemical spill response operations shall, in addition to the requirements specified in paragraphs from 22.9.2.1 to 22.9.6, fulfil the following requirements of Regulation II-2/19 of SOLAS Convention as well as the IMSBC Code – for the carriage of hazardous solid substances in bulk and the IMSBC Code – for the carriage of packaged hazardous solid substances.

22.9.8.3 Additional Means of Marine Environment Protection

22.9.8.3.1 The conditions for the carriage of hazardous substances on ships for chemical spill response and the required operational documentation are specified in Annex II to MARPOL, Chapter 2 of Part IX – Environmental Protection of the Rules for Statutory Survey of Sea-going Ships and Chapter 20 of the IBC Code.

22.10 Bulk Carriers – Mark: BULK CARRIER

22.10.1 Hold, Ballast and Dry Space Water Level Detectors

22.10.1.1 To detect and warn of water ingress into cargo holds and other spaces, bulk carriers of gross tonnage 500 and above shall be provided with water level detectors with visual and audible indication in accordance with the requirements of subchapters 7.9, 22.8 of Part VIII – Electrical Installations and Control Systems and paragraph 2.4 of Supplement.

22.10.2 Draining and Pumping Arrangements

22.10.2.1 The means for draining and pumping ballast tanks forward of the collision bulkhead, and bilges of dry spaces, any part of which extends forward of the foremost cargo hold, shall be capable of being brought into operation from a readily accessible enclosed space, the location of which is accessible from the navigation bridge or propulsion machinery control position, without traversing exposed freeboard deck or superstructure decks. Where pipes serving such tanks or bilges pierce the collision bulhead, valve operation by means of remotely operated actuators may be accepted, as alternative to the valve control specified in 1.16.11.2, provided that the location of such valve controls complies with requirements of this paragraph. Note: This does not apply to the enclosed spaces the volume of which does not exceed 0,1% of the ship’s maximum displacement volume and to the chain cable locker (see MSC/Circ.1069). Interpretations given below are applicable to ships constructed on or after 9 June 2017.


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22.10.2.2 The dewatering system for ballast tanks located forward of the collision bulkhead and for bilges of dry spaces any part of which extends forwards of the foremost cargo hold shall be provided to remove water from the forward spaces at the rate of not less than 320 A [m3/h], where A is the cross-sectional area in m2 of the largest air pipe or ventilator pipe connected from the exposed deck to a closed forward space that is required to be dewatered by these arrangements.

22.10.2.3 Where the piping arrangements for dewatering closed dry spaces are connected to the piping arrangements for the drainage of water ballast tanks, two non-return valves shall be provided to prevent the ingress of water into dry spaces from those intended for the carriage of water ballast.

The non-return valves shall be located in readily accessible positions. One of these valves shall be fitted with shut-off isolation arrangement capable of being controlled from the navigation bridge, ECR or an enclosed space which is readily accessible from the navigation bridge or ECR, without travelling exposed freeboard deck or superstructure decks.

In this context, a position via an under-deck passage, a pipe trunk or other similar means of access, shall not be taken as being the readily accessible enclosed space.

22.10.2.4 The valves, referred to in 1.16.11.2 shall be capable of being controlled from the navigation bridge, the propulsion machinery control position or enclosed space which is readily accessible from the navigation bridge or the propulsion machinery control position without travelling exposed freeboard deck or superstructure deck. In this context, a position which is accessible via an under-deck passage, a pipe trunk or other similar means of access shall not be taken as being in the “readily accessible enclosed space”. Positive indication shall be provided at the remote control station to show that the valve is fully open or closed. The valve shall not be moved from the demanded position in case of failure of the control system power or actuator power. Local hand-powered valve operation from the above freeboard deck, as permitted under par. 1.16.11.2 is required. An acceptable alternative to such arrangement may be remotely operated actuators as specified in 22.10.2.1, on the condition that all of the provisions are fulfilled.

22.10.2.5 The dewatering arrangements shall be such that when they are in operation, other systems essential for the safety of the ship, including fire-fighting and bilge systems remain available and ready for immediate use. The systems for normal operation of electric power supplies, propulsion and steering shall not be affected by the operation of dewatering systems. It shall also be possible to immediately start fire pumps and have a readily available supply of firefighting water, and to be able to configure and use the bilge system for any compartment when dewatering system is in operation.

22.10.2.6 The dewatering arrangements shall be such that any accumulated water can be drained directly by a pump or ejector.

22.10.2.7 Bilge wells shall be provided with gratings or strainers to prevent blockage of the dewatering system with debris.

22.10.2.8 The enclosures of electrical equipment for the dewatering system – see 22.8.1 of Part VIII – Electrical Installations and Control Systems and 2.3 of Supplement.

22.11 General Cargo Ships Occasionally Carrying Bulk Cargoes – mark: DRY CARGO SHIP

22.11.1 Hold, Ballast and Dry Space Water Level Detectors

To detect and warn of water ingress into cargo holds and other spaces, ships shall be provided with water level detectors with visual and audible indication in accordance with the requirements of subchapter 22.9 of Part VIII – Electrical Installations and Control Systems

22.11.2 Draining and Pumping Arrangements

Ships shall fulfil the requirements for draining and pumping arrangements specified in 22.10.2.


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22.12 Chemical Tankers – mark: CHEMICAL TANKER

22.12.1 Chemical tankers shall fulfil the requirements specified in the International Code for Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk (IBC Code) as further amended.

In addition, any proposal for lining steel tanks and related piping systems with corrosion-resistant materials is subject to PRS consideration in each particular case. Such lining shall be applied to the tank or piping system in a solid state with the elasticity property as specified in paragraph 15.11.2 of the IBC Code.

22.12.2 Devices to prevent the passage of flame into cargo tanks (P/V valves) for chemical tankers certified for carriage of products with an MESG (Maximum Experimental Safety Gap) less than 0.9 mm should be tested with the media corresponding to the apparatus group required for each cargo in column I” of Chapter 17 of IBC Code in accordance with IMO MSC.1/ Circ.1324 amending the IMO MSC /Circ.677 as follows:

.1 ships carrying cargoes requiring apparatus group II B – ethylene (MESG = 0.65 mm) and

.2 ships carrying cargoes requiring apparatus group II C – hydrogen (MESG = 0.28 mm) Where no apparatus group is assigned in column I”, the device should be tested in accordance with the

requirements for apparatus group II B. Note: The requirements of MSC.1/Circ.1324 apply to ships constructed on or after 2013 and to ships constructed before 1 January 2013, not later than the first scheduled dry-docking carried out on or after 1 January 2013

22.12.3 On chemical tankers, carrying liquid cargoes having a flashpoint not exceeding 600 C and/or toxic liquid cargoes14fuel oil tanks located with a common boundary to cargo or slope tanks shall not be situated within nor extend partly into the cargo tank block as defined in par.22.5.1.7.3. Such tanks may, however, be situated aft and/or forward of the cargo tank block. They may be accepted when located as independent tanks on open deck in the cargo area subject to spill and fire safety considerations.

The arrangement of independent fuel oil tanks and associated fuel piping systems, including the pumps, can be as for fuel tanks and associated fuel piping system located in the machinery spaces. For electrical equipment, requirements to hazardous area classification must however be met.

22.13 Gas Tankers – mark: LIQUEFIED GAS TANKER

22.13.1 Gas tankers shall fulfil the requirements specified in the International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk (IGC Code)2,5as amended, as well as the requirements specified in Publication 48/P – Requirements Concerning Gas Tankers.

22.14 Ships with engines using gases or other low-flashpoint fuel – mark: DUAL FUEL

22.14.1 Ships with engines using gases or other flashpoint fuel shall fulfil the requirements of the International Code of Safety for Ships Using Gases or other Low-flashpoint Fuel (IGF Code) adopted by IMO Res.MSC.391(95) (see also PRS Publication 117/P – Using LNG or other Low-Flashpoint Fuels onboard Ships other then Gas Carriers).

22.14.2 Except as provided for in 22.14.5 and 22.14.6 the requirements apply to ships using low-flash fuels:

.1 for which the building contract is placed on or after 1 January 2017,

1 For the purpose of this provision, toxic liquid cargoes include those for which toxic vapour detection is specified in column “k”

of the table chapter 17 of the IBC Code. 2 Ships constructed on or after 1 July 1986 and before 1 July 2016 shall fulfil the requirements of IMO Resolution MSC.5(48) as

further amended, whereas ships constructed on or after 1 July 2016 shall fulfil the requirements of IMO Resolution MSC.370(93). A ship, irrespective of the date of construction, which is converted to a gas carrier on or after 1 July 2016 is treated as a gas carrier constructed on the date on which such conversion commences (see IMO Resolution MSC.370(93), paragraphs 1.1.2.1, 1.1.2.3, and 1.1.3).


162

.2 in the absence of a building contract, the keels of which are laid or which are at a similar stage of construction on or after 1 July 2017; or

.3 the delivery of which is on or after 1 January 2021.

22.14.3 Except as provided for in par. 22.14.5 and 22.14.6, a ship irrespective of the date of construction, including one constructed before 1 January 2009, which converts to using low-flashpoint fuels on or after 1 January 2017 shall be treated as a ship using low-flashpoint fuels on the date on which such conversion commenced.

22.14.4 Except as provided for in par. 22.14.5 and 22.14.6, a ship using low-flashpoint fuels, irrespective of the date of construction, including one constructed before 1 January 2009, which on or after 1 January 2017, undertakes to use low-flashpoint fuels different from those which it was originally approved to use before 1 January 2017 shall be treated as a ship using low-flashpoint fuels on the date on which such undertaking commenced.

22.14.5 The requirements of IGF Code do not apply to gas carriers in the following cases: .1 using their cargo as fuel and complying with the requirements of the IGC Code; or .2 using other low-flashpoint gaseous fuels provided that the fuel storage and distribution systems for

such gaseous fuels comply with the requirements of the IGC Code for gas as cargo.

22.14.6 The requirements of the IGF Code do not apply to ships owned or operated by a Government of the country being the party to SOLAS Convention and used, for the time being, only in Government non-commercial service. However such ships are encouraged to act in a manner consistent, so far as reasonable and practicable with the requirements.

22.14.7 The requirements concerning safe bunkering of LNG on ships are contained in Publication 116/P – Bunkering Guidelines for LNG as Marine Fuel.

Additional Requirements for Energy Efficient Ships

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23 ADDITIONAL REQUIREMENTS FOR ENERGY EFFICIENT SHIPS

23.1 Application

The requirements specified in this Chapter apply to new ships or ships who have undergone substantial modification of gross tonnage 400 and above engaged on international voyages, specified in Regulation 21 of Annex VI to MARPOL, in accordance with definitions contained in Regulations 2.23 and 2.24 of Annex VI to MARPOL.

23.2 Documents to be Submitted

The documents to be submitted at each stage of design are specified in the Guidelines on Survey and Certification of EEDI and the Industry Guidelines on Calculation and Verification of EEDI contained in Publication 103/P – Guidelines on Ship Energy Efficiency.

Prior to commencement and during the ship construction or modification, the documentation required at each stage of design, including the documentation prepared after the sea trials conducted, shall be submitted to PRS Head Office for consideration and approval.

23.3 Additional Mark EF in the Symbol of Class

Ships whose attained energy efficiency design index (EEDI) does not exceed the required value of EEDI (determined for the specific period) may be assigned additional mark ECO EF in the symbol of class, according to Part I – Classification Regulations and Publication 106/P – Eco Class Rules.


164

ANNEX TO PART VI

SPARE PARTS

1 GENERAL PROVISIONS

1.1 The number, kind and location of spare parts in the ship are left to the Ship Operator’s decision. The design and equipment of engine room, conditions of intended service, recommendations of the machinery manufacturers as well as the requirements of the Flag Administration shall be taken into account.

1.2 The spare parts for machinery and equipment, including suitable tools, materials and instruments, shall be properly secured in easily accessible places and protected against corrosion.

1.3 It is recommended to provide one complete set of flexible joints of each type and size used in the ship.

1.4 In addition to the items specified in Table 2.8 for refrigerating plants, it is recommended that spare parts be provided considering Tables 2.1 (as for auxiliary engines), 2.5, 2.7, as well as the requirements of Chapter 23 of Part VIII – Electrical Installations and Control Systems.

1.5 The spare parts specified in the tables are not the condition for class assignment (renewal) but shall be considered as guidelines for the Ship Operator.

1.6 The spare parts of I.C. engines should be manufactured and surveyed in compliance with PRS requirements of Publication 4/P – IC Engines and Engine Components – Survey and Certification.

2 LIST OF SPARE PARTS

The number and kind of spare parts specified in the tables shall be considered as general guidelines.

Table 2.1 Internal combustion engines 1)

Item No.

Spare parts

Main engines Auxiliary engines

Ships of un-

restricted service

Ships of restricted service I

Ships of restricted service II

Ships of un-

restricted service



1 2 3 4 5 6 7 8

1 Main bearings or their shells of each type and size fitted, complete with bolts (studs) nuts and set of shims

1 set per bearing

1 set per bearing

– 1 set per bearing

1 set per

bearing

–

2 Main thrust block – see Table 2.4, item 1

3 Cylinder liner complete with sealing rings and gaskets

1 1 – Only sealing

rings and gaskets

1 set

Only sealing

rings and gaskets

1 set

–

4 Cylinder head complete with valves, sealing rings and gaskets; for engines without covers – the respective valves

1 1 – Only sealing

rings and gaskets

1 set

Only sealing

rings and gaskets

1 set

–

4.1 Studs with nuts for securing cylinder heads

½ of set per one cyl.

Head

½ of set per one cyl.

Head

– – – –

Annex

165

Table 2.1 (continued)

1 2 3 4 5 6 7 8 5 Valves 5.1 Exhaust valves complete (casings, seats,

springs and other parts) 2 sets per

one cylinder

1 set per one

cylinder

1 set per one

cylinder

2 sets per one

cylinder

1 set per one

cylinder

–

5.2 Inlet valves complete (casings, seats, springs and other parts)

1 set per one

cylinder

1 set per one

cylinder

1 set per one

cylinder

1 set per one

cylinder

– –

5.3 Starting air valve complete (casing, seat, springs and other parts)

1 1 – 1 – –

5.4 Relief valve, complete 1 1 – 1 – – 5.5 Fuel valves of each type and size fitted,

complete with all parts 1 set for

one engine2)

¼ set for one

engine

1 ½ set for one

engine

1 –

6 Connecting rod bearings 6.1 Bottom end bearings or shells of each type and

size fitted, complete with bolts, nuts and shims 1 set per

one cylinder

1 set per one

cylinder

– 1 set per one

cylinder

1 set per one

cylinder

–

6.2 Top end bearings or shells of each type and size fitted, complete with bolts, nuts and shims

1 set per one

cylinder

1 set per one

cylinder

– 1 set per one

cylinder

1 set per one

cylinder

–

7 Pistons: 7.1 of crosshead type: piston of each type and size fitted, complete

with piston rod, stuffing box, skirt, rings, studs and nuts

1 1 – – – –

7.2 of trunk type: piston of each type and size fitted, complete with skirt, rings, piston pin, studs and nuts

1 1 – only piston pin

with bushes per

one cylinder

set

– –

8 Piston rings 1 set per one

cylinder

1 set per one

cylinder

1 set per one

cylinder

1 set per one

cylinder

1 set per one

cylinder

–

9 Hinged or telescope cooling pipes of pistons with packing and other fittings

1 set per one

cylinder

1 set per one

cylinder

– 1 set per one

cylinder

– –

10 Lubricator of the largest size, complete with drive

1 – – – – –

11 Fuel injection pumps 11.1 Fuel pump complete or, if parts are

replaceable on board, complete set of parts for one pump (plunger, sleeve, valves, springs, etc.)

1 1 – 1 – –

11.2 High pressure fuel pipe of each size and shape fitted, complete with unions

1 – – 1 – –

12 Scavenging air blowers 12.1 Complete rotors, nozzle arrangement,

bearings, gear wheels or equivalent working parts for other types of blowers 3)

1 set – – – – –

12.2 Suction and delivery valves for one pump of each type and size fitted

1 set – – – – –


166

1) For engines of one type, the above recommendations regarding the number of spare parts are applicable irrespective of the number of engines installed on board (“engines of one type” mean such engines whose spare parts are interchangeable).

2) For engines with one or two fuel valves in one cylinder – full number of complete fuel valves. For engines with three or more fuel valves in one cylinder – two complete fuel valves for each cylinder, and for the remaining number of fuel valves – all parts except casings.

Not required for engines complying with requirements 2.4.1 of Part VII – Machinery, Boilers and Pressure Vessels.

Table 2.2 Steam turbines (main and auxiliary) 1)

Item No. Spare parts

Number per ship Ships

of unrestricted service Ships

of restricted service I Ships

of restricted service II

1 Main bearing bushes or shells of each type and size

1 set per one bearing



2 Thrust bearing pads of each type and size for one face2) or thrust rings of each type and size with assorted liners for one turbine

1 set 1 set 1 set

3 Rolling bearings, of each type and size (where fitted)

1 pc 1 pc 1 pc

4 Seals with springs, of each type and size 1 set 1 set 1 set 5 Strainers and other inserts for oil filters of

special design, of each type and size 1 set per filter 1 set per filter 1 set per filter

1) For turbines of one type, the above recommendations are applicable irrespective of the number of turbines installed on board (“turbines of one type” mean turbines whose spare parts are interchangeable).

2) Where the pads of one face differ from those of the other one, complete set of pads shall be provided for each face.

Table 2.3 Gears and couplings 1)


Number per ship Ships of unrestricted

service Ships of restricted

service I Ships of restricted

service II 1 Main bearing bushes or shells of each type

and size 1 set per one

bearing 1 set per one

bearing –

2 Pads of the gear thrust bearing with liners or thrust rings of each type and size with liners for one bearing face 2)

1 set 1 set –

3 Inner and outer race with rollers (where fitted)

1 set 1 set –

1) For gears and couplings of one type the above recommendations are applicable irrespective of the number of gears and couplings installed on board (“gears and couplings of one type” mean gears and couplings whose spare parts are interchangeable).

2) Where the pads of one face differ from those of the other one, complete set of pads shall be provided for each face.

Annex

167

Table 2.4 Shafting and propellers


Number per ship Ships

of unrestricted service Ships

of restricted service I Ships

of restricted service II

1 Thrust bearing 1) 1.1 Thrust bearing pads for ahead running

where pad type bearings are fitted 1 set 1 set –

1.2 Thrust collars for ahead running where multiple collar bearings are fitted

1 set 1 set –

1.3 Roller bearing where such bearings are fitted

1 set 1 set –

2 Propellers 2) 2.1 Cycloidal propeller blades complete with

fastening elements 2 pcs per propeller 2 pcs per propeller –

2.2 Bearings of blades, parts of pitch control gear and packing (rings, collars) for CP propellers and cycloidal propellers

1 set per propeller – –

2.3 Spare parts for gears of CP propellers, for cycloidal propellers and for units to serve systems other than specified in 2.1 and 2.2, depending on propeller design

on agreement with PRS

– –

1) For bearings of one type the requirements are applicable irrespectively of the number of bearings installed on board. 2) For ships with ice class L1A and L1 – see 22.2.9.

Table 2.5 Pumps and compressors


Number per ship1) Ships of unrestricted

service Ships of restricted

service I Ships of restricted

service II 1 Piston pumps 2), 3) 1.1 Valve with seat and springs, of each type

and size 1 set – –

1.2 Piston rings, each type and size 1 set 1 set 1 set 2 Centrifugal pumps 2), 3) 2.1 Bearings of each type and size 1 pc 1 pc 1 pc 2.2 Shaft sealing of each type and size 1 pc 1 pc 1 pc 3 Rotary pumps (screw, gear and cam

type)2), 3)

3.1 Bearings of each type and size 1 pc 1 pc 1 pc 3.2 Shaft sealing of each type and size 1 pc 1 pc 1 pc 4 Compressors 4.1 Suction and delivery valves, complete,

each type and size for one compressor ½ set ½ set –

4.2 Piston rings of each type and size for one piston

1 set 1 set –

1) The recommendations regarding spare parts apply also to pumps and compressors driven by the main and auxiliary engines. 2) For machinery of one type the recommendations regarding the number of spare parts are applicable irrespective of the number

of machinery installed (”machinery of one type” means machinery whose spare parts are interchangeable). 3) Where a particular system is provided with stand-by pump of sufficient capacity recommendations regarding spare parts are not given.


168

Table 2.6 Shipboard equipment and deck machinery


Number per ship

Ships of unrestricted service



1 Steering gear 1.1 Rudder stock rolling bearing 1 pc 1 pc – 2 Power driven quadrant steering gear 2.1 Bearings or shells for worm reduction

gear, each type and size 1 set 1 set –

2.2 Buffer springs 1 set 1 set – 3 Hydraulic steering gear 3.1 Seals of cylinder plungers/pistons 1 set 1 set – 3.2 Packing rings for pumps, each type

and size 1 set 1 set –

3.3 Valve springs, each type and size 1 pc 1 pc 1 pc 3.4 Safety and non-return valves, each type

and size 1 pc – –

3.5 Rolling bearings 1 set per pump – – 3.6 Special pipe connections of steering gear 1 set – – 4 Windlasses 4.1 Brake bands, complete 1 set 1 set –

Table 2.7 Steam boilers, pressure vessels and heat exchangers


Number per ship

Ships of unrestricted service



1 2 3 4 5 1 Steam boilers, main and auxiliary 1.1 Springs of safety valves, each type

and size 1 pc per boiler 1 pc per boiler 1 pc per boiler

1.2 Flat glasses of water gauges 2 pcs per boiler 2 pcs per boiler 2 pcs per boiler 1.3 Mica plates or glasses with mica

plates, each type and size (for boiler of steam pressure over 3 MPa)

2 sets per boiler 2 sets per boiler 2 sets per boiler

1.4 Oil fuel burners complete, each type and size

1 pc per boiler 1 pc per boiler 1 pc per boiler

1.5 Fuel atomizers complete with washers

1 set per boiler 1 set per boiler 1 set per boiler

1.6 Plugs for tubes of each diameter 4% of tubes, but not more than 20 pcs

4% of tubes, but not more than 20 pcs

4% of tubes, but not more than 20 pcs

1.7 Plugs for superheater tubes 10% of tubes 10% of tubes 10% of tubes 1.8 Stoppers for smoke tubes 4% of tubes per boiler 4% of tubes per boiler 4% of tubes per boiler 1.9 Boiler pressure gauges, each type

and size 1 pc per steam

generating system 1 pc per steam

generating system 1 pc per steam

generating system 1.10 Metal gaskets of special type for

valves and fittings of superheaters and economizers


1.11 Gaskets for manholes and cleanouts, each type and size


1.12 Clamps, studs and gaskets for elements of superheaters of the fire tube boilers

20% per boiler 10% per boiler 10% per boiler

Annex

169

1 2 3 4 5 2 Heat exchangers and pressure

vessels

2.1 Inlet and outlet valves, (working part without body, or valve complete) of air receivers, each type and size

1 pc – –

2.2 Glasses of level gauges, each type and size

1 pc 1 pc 1 pc

2.3 Gaskets and seals of special type for covers, manholes, cleanouts, valves and fittings, each type and size

1 set per heat exchanger or

pressure vessel


pressure vessel


pressure vessel 2.4 Pressure gauges, thermometers,

each type and size 1 pc

1 pc

–

2.5 Packing rings for tubes 1) 2% 2% – 2.6 Ferrules of glands for tubes 1) 2% 2% – 2.7 Plugs for heat exchanger tubes 1) 5% 5% –

1) For boilers installed in ships of restricted service and in the case of auxiliary and exhaust gas boilers, regardless of the ship service area, the amount of spare parts may be reduced.

Table 2.8 Refrigerating plants

Item No.

Spare parts Number of pieces

1 Compressor piston with connecting rod complete, each type 1 2 Gland1) of compressor crankshaft, each type 1 3 Liner of compressor cylinder, each type and size 1 4 Fan impeller complete with shaft of refrigerated spaces and freezing tunnels, each type 1 5 Refrigerant control valve, each type and size 1 6 Various cocks, valves and fitting, each type and size 1 7 Gaskets, each type and size 1 8 Thermometers, pressure gauges and vacuum gauges, each type and size 1 9 Safety valve springs, each size 1 10 Freon leakage detector 1 11 Hydrometer (only where brine is the cooling medium) 1

1) Where practicable, due to the gland design, only items subject to quick wear-down need to be provided.


170

SUPPLEMENT

Retroactive Requirements

1 Existing passenger ships with an additional mark Class A shall fulfil the relevant requirements of SOLAS, as further amended, and the basic requirements specified in chapters 1 to 21 as well as additional requirements of subchapter 22.3.

The above mentioned requirements shall be fulfilled in compliance with the schedule specified in 2, unless earlier deadlines concerning the existing ships are provided by SOLAS.

2 Existing passenger ships with additional mark Class B

The following requirements shall be fulfilled in compliance with the following schedule for each ship whose keel was laid or who was at a similar stage of construction unless Annex 1 to Directive 2009/45/EC, as amended, specifies earlier deadlines: – before 1 January 1940 – after 1 July 2006; – 1 January 1940 or later, but before 31 December 1962 – after 1 July 2007; – 1 January 1963 or later, but before 31 December 1974 – after 1 July 2008; – 1 January 1975 or later, but before 31 December 1984 – after 1 July 2009; – 1 January 1985 or later, but before 1 July 1998 – after 1 July 2010.

The ships shall fulfil the relevant requirements specified in the following chapters and subchapters: 1.8 Main Engines and Main Boilers: 1.8.1, 1.8.2, 1.8.4; 1.9 Machinery Spaces 1.9.8; 1.10 Arrangement of Engines, Machinery and Equipment: 1.10.1, 1.10.3, 1.10.4, 1.10.7; 1.14 Means of Communication: 1.14.1; 1.16 General Requirement for Piping Systems: 1.16.2.1, 1.16.2.2, 1.16.2.3, 1.16.2.4, 1.16.2.9, 1.16.2.10,

1.16.6.1, 1.16.6.3, 1.16.6.4, 1.16.10.10, 1.16.11.5.1, 1.16 .11 .5 .2 , 1.16.11.18; 1.18 Limitation in Use of Oil Fuel: 1.18.1; 6. Bilge System: 6.1.2, 6.2.1, 6.2.2, 6.2.5, 6.3.1, 6.3.2, 6.3.3, 6.3.6, 6.3.9; 9. Air, Flow and Sounding Pipes: 9.1.20, 9.4.3; 11. Ventilation System: 11.1.1, 11.1.2, 11.2.2, 11.2.3.1, 11.2.3.2, 11.3.1, 11.4.1, 11.4.2, 11.4.4; 12. Oil Fuel System: 12.2.2, 12.2.3, 12.3.4, 12.7.6 12.11; 13. Lubricating Oil System: 13.1, 13.6.6; 14. Thermal Oil System: 14.1; 22.3. Passenger Ships – Mark: PASSENGER SHIP: 22.3.1.1, 22.3.1.3, from 22.3.2.1 to 22.3.2.7,

22.3.2.10, 22.3.2.11, 22.3.4.2, 22.3.4.3.

3 Existing passenger ships with an additional mark Class C or D engaged on domestic voyages, provided that they satisfy the relevant detailed requirements of Directive 2009/45/EC, as amended, as well as the requirements which have been considered by the Administration to ensure their safe operation need not fulfil the above mentioned requirements.

4 Passenger ships with an additional mark Class B, C or D constructed on 1 January 2003 or later

4.1 Each ship with an additional mark Class B, Class C or Class D shall fulfil the relevant requirements specified in the following chapters and subchapters: 1.10 Arrangement of Engines, Machinery and Equipment: 1.10.3; 1.13 Machinery Controlling and Control Stations: 1.13.1; 11. Ventilation System: 11.1.1, 11.1.5, 11.2.3, 11.2.4, 11.2.5, 11.2.6, 11.2.7, 11.2.9, 11.11; 12. Oil Fuel System: 12.2.2, 12.3.4, 12.8.5, 12.8.7; 22.3. Passenger Ships – mark: PASSENGER SHIP: 22.3.4.1, 22.3.4.13.

It shall be possible to control auxiliary machinery, essential for the propulsion and safety of the ship, at or near the machinery concerned.

Stairway enclosures shall be ventilated and served only by an independent fan and duct system which does not serve any other spaces in the ventilation system.

4.2 In addition to the requirements specified in 4.1, each ship with an additional mark Class B shall fulfil the relevant requirements specified in 12.7.6.

Supplement 171

4.3 In addition to the requirements specified in 4.1, each ship with an additional mark Class C or Class D shall fulfil the following requirement:

Two fuel oil service tanks for each type of fuel used on board necessary for propulsion and vital systems or equivalent arrangements shall be provided on each ship, with a capacity of at least 4 hours at maximum continuous rating of the propulsion plant and normal operating load at sea of the generator plant.

5 For all ships: repairs, alterations and modifications of a major character and outfitting related thereto shall fulfil the requirements for new ships.

Alterations made to an existing ship which are intended solely to achieve a higher standard of survivability are not regarded as modifications of a major character.

6 Bulk Carriers

6.1 Bulk carriers constructed before 1 July 2004 shall fulfil the requirements specified in 22.10.2.2 not later than by the due date of the annual, intermediate or class renewal survey to be held after 1 July 2004, whichever comes first.

6.2 Bulk carriers constructed before 1 July 2004 shall fulfil the requirements specified in 22.10.2.1 to 22.10.2.6 not later than by the due date of intermediate or class renewal survey to be held after 1 July 2004, however not later than 1 July 2007.

7 Air Pipes and Their Closing Arrangements (Vent Heads)

7.1 On bulk carriers, combination carriers, general cargo carriers (except for container ships, road vehicles carriers, ro-ro ships and timber carriers) with the length of 100 m or more, air pipes and their closing arrangements (vent heads) on open decks serving the compartments situated afore the collision bulkhead as well as the compartments extending aft beyond the bulkhead line shall fulfil the requirements specified in 9.1.20.1 to 9.1.20.4.

7.2 Ships mentioned in 7.1 of the Supplement which were contracted for construction before 1 January 2004 shall fulfil the requirements specified in 7.1 of the Supplement as follows:

.1 ships with 15 years of age and older (as of 1 January 2004) – by the due date of the intermediate or special survey to be held after 1 January 2004;

.2 ships with 10 years of age and older (as of 1 January 2004) – by the due date of the special survey to be held after 1 January 2004;

.3 ships with less than 10 years of age as of 1 January 2004 – before the date when they are 10 years of age.

8 Ships with Single Cargo Hold other than Bulk Carriers

To detect and warn of water ingress into cargo holds and other spaces, ships with single cargo hold other than bulk carriers shall be fitted with water level detectors and alarm, both visual and audible, in accordance with the requirements of subchapters 7.9, 22.8 of Part VIII – Electrical Installations and Control Systems, and 2.4 of Supplement.

9 General Cargo Ships Occasionally Carrying Bulk Cargoes – mark: DRY CARGO SHIP

The requirements 22.10.1 and 22.10.2 apply to ships whose keel was laid or were at a similar stage of construction on or after 1 July 2010.

10 Water Drainage from Closed Vehicle and Ro-ro Spaces and Special Category Spaces 1)

On all ships, for closed vehicles and ro-ro spaces and special category spaces, where fixed pressure water-spraying systems are fitted, means shall be provided, by the first survey after 1 January 2010, to prevent the blockage of drainage arrangements in accordance with the requirements 6.12.4.

1) Definitions of these spaces are provided in subchapter 1.2 of Part V – Fire Protection.


172

List of amendments effective as of 1 January 2022

Item Title/Subject Source

11.15.3 Ventilation of Emergency Generator Room IACS UR M75 rev.1