Aluminum Vessels

Transcription

Aluminum Vessels

Rules
for
Building and
Classing
Aluminum Vessels
1975
American Bureau of Shipping
Rules for Building and Classing
Aluminum Vessels
1975
Notice No. 5
At the meeting of the Technical Committee held 9 November 1995 the following changes were approved and become effective 9 May 1996 unless
another date is given.
SECTION 35 MATERIALS FOR HULL CONSTRUCTION
General
35.1
A new subsection 35.1.1c introduced to allow acceptance of materials on basis
of the Bureaus Quality Assurance program, in lieu of witnessing actual material
tests. Present 35.1.1c and 35.1.1d are renumbered as 35.1.1d and e respectively.
Para. 35.1.1b is editorially revised to reflect the new para. 35.1.1c.
35.1.1 Test and Inspection
a General - no change
Witnessed Tests Except as permitted by 35.1.1c, all tests are to be conducted in the presence of the Surveyor at the place of manufacture prior to shipping.
c Certification on the Basis of the ABS Quality Assurance Program for Rolled
and Extruded Products (1996) Upon application, consideration will be given to
the acceptance of plates, shapes, and bars without witnessing of mechanical tests by
the Surveyor, on the basis of compliance with the Bureaus Quality Assurance
Program.
d Rejection of Previously Accepted Material - no change
e Calibrated Testing Machines - no change
Table 35.3
Mechanical Property Limits of Non-Heat Treatable Sheet and Plate Aluminum Alloy0 (1996)
Mechanical test specimens are taken as detailed in 35.9.3
The temper 11117 has been deleted from Table 35.3 since it is no longer used. The maximum values of ultimate tensile strength and minimum yield strength have been deleted in accordance with ASTM 8209 standard. Allowance is also given by new Note 6 for use of the
latest ASTM 8209 standard upon application
Ultimate
Tensile Strength
kgrimm2 (ksi)
Thickness'
Alloy and
Temper
5052-0
5052-1132
5052-1134
5052-H112
5083-0
5083-H112
5083-H1163
millimeters
3.0-6.4
6.6-75.0
3.0-6.5
6.6-12.5
12.6-51.0
3.0-6.5
6.6-25.0
6.5-12.5
12.6-51.0
51.1-75.0
1.3-38.0
38.1-76.5
6.5-38.0
38.1-76.5
4.5-38.0
(inches)
(0.114-0.249)
(0.250-3.000)
(0.114-0.249)
(0.250-0.499).
(0.500-2.000)
(0.114-0.249)
(0.250-1.000)
(0.250-0.499)
(0.500-2.000)
(2.001-3.000)
(0.051-1.500)
(1.501-3.000)
(0.250-1.500)
(1.501-3.000)
(0.063-1.500)
minimum
17.6 (25.0)
17.6 (25.0)
21.8 (31.0)
21.8 (31.0)
21.8 (31.0)
23.9 (34.0)
23.9 (34.0)
19.7 (28.0)
17.6 (25.0)
17.6 (25.0)
28.1 (40.0)
27.4 (39.0)
28.1 (40.0)
27.4 (39.0)
30.9 (44.0)
maximum
21.8 (31.0)
21.8 (31.0)
26.7 (38.0)
26.7 (38.0)
26.7 (38.0)
28.8 (41.0)
28.8 (41.0)
35.9 (51.0)
35.2 (50.0)
Minimum
Yield Strength
0.2% Offset
kgfinun' (ksi)
minimum
6.7 (9.5)
6.7 (9.5)
16.2 (23.0)
16.2 (23.0)
16.2 (23.0)
18.3 (26.0)
18.3 (26.0)
11.2 (16.0)
6.7 (9.5)
6.7 (9.5)
12.7 (18,0)
12.0 (17.0)
12.7 (18.0)
12.0 (17.0)
21.8 (31.0)
maximum
20.4 (29.0)
20.4 (29.0)
Minimum
Elongation'
in 50 mm (2 in.)
percent
20
18
9
11
12
7
10
7
12
16
16
16
12
12
12
Ultimate
Tensile Strength
kgfinimi (ksi)
Thickness'
Alloy and
Temper
5083-H323
5083-H343
5086-0
5086-H112
5086-H1163
5454-0
5454-11324,5
545441344,5
5454-H1125
5456-0
5456-H112
millimeters
38.1-76.5
1.5-3.0
3.1-6.5
1.5-3.0
3.1-6.5
1.5-6.5
6.5-51.0
4.5-12.5
12.6-25.5
25.6-51.0
51.1-76.5
1.5-6.5
6.6-51.0
3.0-76.5
1.5-6.5
6.6-51.0
4.0-6.5
6.6-25.5
6.5-12.5
12.6-51.0
51.1-76.5
1.5-38.0
38.1-76.5
6.5-38.0
(inches)
(1.501-3.000)
(0.051-0.125)
(0.126-0.249)
(0.051-0.125)
(0.126-0.249)
(0.051-0.249)
(0.250-2.000)
(0.188-0.499)
(0.500-1.000)
(1.001-2.000)
(2.001-3.000)
(0.063-0.249)
(0.250-2.000)
(0.114-3.000)
(0.051-0.249)
(0.250-2.000)
(0.162-0.249)
(0.250-1.000)
(0.250-0.499)
(0.500-2.000)
(2.001-3.000)
(0.051-1.500)
(1.501-3.000)
(0.250-1.500)
minimum
28.8 (41.0)
31.6 (45.0)
31.6 (45.0)
35.2 (50.0)
35.2 (50.0)
24.6 (35.0)
24.6 (35.0)
25.3 (36.0)
24.6 (35.0)
24.6 (35.0)
23.9 (34.0)
28.1 (40.0)
28.1 (40.0)
21.8 (31.0)
25.3 (36.0)
25.3 (36.0)
27.4 (39.0)
27.4 (39.0)
22.5 (32.0)
21.8 (31.0)
21.8 (31.0)
29.5 (42.0)
28.8 (41.0)
29.5 (42.0)
maximum
38.0 (54.0)
38.0 (54.0)
41.5 (59.0)
41.5 (59.0)
30.9 (44.0)
30.9 (44.0)
28.8 (41.0)
30.9 (44.0)
30.9 (44.0)
33.0 (47.0)
33.0 (47.0)
37.3 (53.0) .
36.6 (52.0)
Minimum
Yield Strength
0.2% Offset
kgf/znm (ksi)
minimum
20.4 (29.0)
23.9 (34.0)
23.9 (34.0)
27.4 (39.0)
27.4 (39.0)
9.8 (14.0)
9.8 (14.0)
12.7 (18.0)
11.2 (16.0)
9.8 (14.0)
9.8 (14.0)
19.7 (28.0)
19.7 (28.0)
8.4 (12.0)
18.3 (26.0)
18.3 (26.0)
20.4 (29.0)
20.4 (29.0)
12.7 (18.0)
8.4 (12,0)
8.4 (12.0)
13.4 (19.0)
12.7 (18.0)
13.4 (19.0)
maximum
30.9 (44.0)
30.9 (44.0)
34.4 (49.0)
34.4 (49.0)
21.1 (30.0)
21.1 (30.0)
Minimum
Elongation'
in 50 mm (2 in.)
percent
12
8
10
6
8
18
16
8
10
14
14
8
10
18
8
12
7
10
8
11
15
16
16
12
Ultimate
Tensile Strength
kgf/mtn2 (ksi)
Thickness'
Alloy and
Temper
5456-H1163
5456-H323
5456-H343
millimeters
38.1-76.5
4.5-15.5
15.6-32.0
32.1-38.0
38.1-76.5
1.5-3.0
3.1-6.5
1.5-3.0
3.1-6.5
(inches)
(1.501-3.000)
(0.063-0.624)
(0.625-1.250)
(1.251-1.500)
(1.501-3.000)
(0.051-0.125)
(0.126-0.249)
(0.051-0.125)
(0.126-0.249)
minimum
28.8 (41.0)
32.3 (46.0)
32.3 (46.0)
30.9 (44.0)
28.8 (41.0)
33.7 (48.0)
33.7 (48.0)
37.3 (53.0)
37.3 (53.0)
Notes
1 Type of test specimen used depends on thickness of material: see 35.9.3.
2 or 4x specimen diameter
3 5083, 5086 and 5456 in the H116 temper are to be capable of passing an appropriate test for resistance to exfoliation corrosion. The Aluminum Association
Tentative Exfoliation Test for Aluminum Magnesium Alloys for Boat and Ship
Hull Construction is considered to be an appropriate method. Other tests will be
specially considered.
Minimum
Yield Strength
0.2% Offset
kgf/mmi (ksi)
maximum
minimum
40.8 (58.0)
40.8 (58.0)
44.3 (63.0)
44.3 (63.0)
12.7 (18.0)
23,2 (33.0)
23.2 (33.0)
21.8 (31.0)
20.4 (29.0)
25.3 (36.0)
25.3 (36.0)
28.8 (41.0)
28.8 (41.0)
maximum
32.3 (46.0)
32.3 (46.0)
35.9 (51.0)
35,9 (51.0)
Minimum
Elongation'
in 50 tam (2 in.)
percent
12
12
12
12
12
6
8
6
8
4 For the corresponding H2 temper, limits for maximum ultimate tensile strength
and minimum yield strength do not apply.
5 5454 is recommended for service applications where exposed to temperatures
exceeding 65C (150F).
6 Use of the latest ASTM B209 specification will be considered upon application.
In Table 35.2, the composition requirements of magnesium is revised to comply with ASTM
B26-86 and B108-87.
TABLE 35.2
Chemical Composition Limits of Cast
Aluminum Alloys
ASTM American Society for Testing and Materials
Aluminum Association
AA
Limits are in percent maximum unless stated otherwise.
Alloy
ASTM
AA
Silicon Iron Copper Manganese Magnesium
0.35' 0.20-0.45
SG70A 356.0 6.5-7.5 0.6' 0.25
0.25-0.45 (The remainder of
0.10
0.20
0.20
SG70B A356.0 6.5-7.5
Table 35.2 is unchanged)
0.03 0.45-0.6
357.0 6.5-7.5 0.15 0.05
Note
' If the iron content exceeds 0.45%, manganese content shall not be less than one half of the iron
Table 35.3 is revised to comply with ASTM B209-86.
TABLE 35.3
Mechanical Property Limits of Non-Heat Treatable
Sheet and Plate Aluminum Alloys
Mechanical test specimens are taken as detailed in 35.9.3
Thickness'
Alloy
and
Temper millimeters (inches)
Ultimate
Tensile Strength
kg/mm' (ksi)
Minimum
Yield Strength
0.2% Offset
kg/mm' (ksi)
minimum maximum minimum maximum
Minimum
Elongation'
in 50 nun (2 in.)
percent
6.7 ( 9.5)
6.7 ( 9.5)
20
18
5052-H32
3.0-6.5 (0.114-0.249) 21.8 (31.0) 26.7 (38.0) 16.2 (23.0)
6.6-12.5 (0.250-0.499) 21.8 (31.0) 26.7 (38.0) 16.2 (23.0)
12.6-51.0 (0.500-2.000) 21.8 (31.0) 26.7 (38.0) 16.2 (23.0)
9
11
12
5052-H34
3.0-6.5 (0.114-0.249) 23.9 (34.0) 28.8 (41.0) 18.3 (26.0)
6.6-25.0 (0.250-1.000) 23.9 (34.0) 28.8 (41.0) 18.3 (26.0)
7
10
5052-0
3.0-65 (0.114-0.249) 17.6 (25.0) 21.8 (31.0)
6.6-75.0 (0.250-3.000) 17.6 (25.0) 21.8 (31.0)
5052-H112 6.5-12.5 (0.250-0.499) 19.7 (28.0)
12.6-51.0 (0.500-2.000) 17.6 (25.0)
51.1-75.0 (2.001-3.000) 17.6 (25.0)
5083-0
11.2 (16.0)
6.7 ( 9.5)
6.7 ( 95)
13-38.0 (0.051-1.500) 28.1 (40.0) 35.9 (51.0) 12.7 (18.0) 20.4 (29.0)
38.1-76.5 (1.501-3.000) 27.4 (39.0) 35.2 (50.0) 12.9 (17.0) 20.4 (29.0)
3
7
12
16
16
16
5083-11112 6.5-38.0 (0.250-1.500) 28.1 (40.0)
38.1-76.5 (1.501-3.000) 27.4 (39.0)
12.7 (18.0)
12.0 (17.0)
12
12
5083-H1163'4.5-12.5 (0.063-0.499) 30.9 (44.0)
12.6-38.0 (0.500-1.500) 30.9 (44.0)
38.1-76.5 (1.501-3.000) 28.8 (41.0)
21.8 (31.0)
21.8 (31.0)
20.4 (29.0)
10
12
12
9.8 (14.0)
9.8 (14.0)
18
16
5086-0
1.5-6.5 (0.051-0.249) 24.6 (35.0) 30.9 (44.0)
6.6-51.0 (0.250-2.000) 24.6 (35.0) 30.9 (44.0)
(0.188-0.499)
(0.500-1.000)
(1.001-1000)
(2.001-3.000)
25.3 (36.0)
24.6 (35.0)
24.6 (35.0)
23.9 (34.0)
12.7 (18.0)
11.2 (16.0)
9.8 (14.0)
9.8 (14.0)
8
10
14
14
5086-H I 1616 1.5-6.5 (0.063-0.249)
6.6-51.0 (0.250-2.000)
28.1 (40.0)
28.1 (40.0)
19.7 (28.0)
19.7 (28.0)
8
10
5086-H112 4.5-12.5
12.6-25.5
25.6-51.0
51.1-76.5
5454-0
3.0-765 (0.114-3.000)
21.8 (31.0) 28.8 (41.0)
8.4 (12.0)
18
5454-H324.5
1.5-65 (0.051-0.249)
6.6-51.0 (0.250-2.000)
253 (36.0) 30.9 (44.0) 18.3 (26-0)
253 (36.0) 30.9 (44.0) 18.3 (26.0)
8
12
5454-H34
4.0-6.5 (0.162-0.249) 27.4 (39.0) 33.0 (47.0) 20.4 (29.0)
6.6-25.5 (0.250-1.000) 27.4 (39.0) 33.0 (47.0) 20.4 (29.0)
7
10
5454-H1125 6.5-12.5 (0.250-0.499) 225 (32.0)
12.6-51.0 (0.500-2.000) 21.8 (31.0)
51.1-76.5 (2.001-3.000) 21.8 (31.0)
5456-0
12.7 (18.0)
8.4 (12.0)
8.4 (12.0)
1.5-38.0 (0.051-1.500) 29.5 (42.0) 37.3 (53.0) 13.4 (19.0) 21:1 (30.0)
38.1-76.5 (1.501-3.000) 28.8 (41.0) 36.6 (52.0) 12.7 (18.0) 21.1 (30.0)
5456-H112 65-38.0 (0.250-1.500) 29.5 (410)
38.1-76.5 (1.501-3.000) 28.8 (41.0)
5456-H116161.5-115
12.6-32.0
32.1-38.0
38.1-765
(0.063-0.499)
(0.500-1.250)
(1.251-1.500)
(1501-3.000)
323 (46.0)
323 (46.0)
30.9 (44.0)
28.8 (41.0)
8
11
15
16
16
13.4 (19.0)
12.7 (18.0)
12
12
23.2 (33.0)
23.2 (33.0)
21.8 (31.0)
20.4 (29.0)
10
12
12
12
Notes
'Type of test specimen used depends on thickness of material; see 35.9.3.
20r 4x specimen diameter.
'5083, 5086 and 5456 in the H116 temper are to be capable of passing an appropriate test for resistance
to exfoliation corrosion. The "Aluminum Association Tentative Exfoliation Test for AluminumMagnesium Alloys for Boat and Ship Hull Construction" is considered to be an appropriate method.
Other tests will be specially considered.
"For the corresponding 112 temper, limits for maximum ultimate tensile strength and minimum yield
strength do not apply.
55454 is recommended for service applications where exposed to temperatures exceeding 65C (150F).
6 The H116 temper designation now also applies to products previously designated H117.
4
Aluminum Vessels
1975
Notice No. 4
At the meeting of the Technical Committee held 11 November 1992 the
following changes were approved and become effective on 11 May 1993
unless another date is given.
Rule Changes
Table 35.3 is revised to show a wider tensile strength range for the indicated alloys in
line with commercial practice..
Section 35 Materials for Hull Construction
Table 35.3 Mechanical Property Limits of Non-Heat-Treatable Sheet and Plate
Aluminum Alloys
Ulimate
Thickness
Alloy
and
Temper
Millimeters
5086-H116
and H1173
1.5-6.5
6.6-51.0
(Inches)
(0.063-0.249)
(0.250-2.000)
Tensile Strength
kg/mm2(ksi)
Minimum Maximum
28.1(40.0)
28.1(40.0)
35.9(51.0)
35.9(51.0)
Aluminum Vessels
1975
Notice Na 3
following changes were approved and become effective on 13 May 1992
unless another date is given.
Rule Changes
Subsection 36.1.5 and 36.1.7 are revised/deleted to eliminate the "Year of Grace'
survey and to provide for a five (5) year Special Periodical Survey interval in
line with the "Rules for Building and Classing Steel Vessels, 1992".
Section 36 Surveys After Construction
36.1
Conditions for Surveys After Construction
36.1.5 Special Periodical Surveys
A Special Periodical Survey is to be completed within five years after
the date of build or after the crediting date of the previous Special
Periodical Survey. The interval between Special Periodical Surveys
may be reduced by the Committee. If a Special Periodical Survey is
not completed at one time, it will be credited as of the completion
date of the survey but no later than five years from date of build
or from the date recorded for the previous Special Periodical Survey.
If the Special Periodical Survey is completed prematurely but within
three months prior to the due date, the Special Periodical Survey will
be credited to agree with the effective due date. Special consideration may be given to Special Periodical Survey requirements in the
case of vessels of unusual design, in layup or in unusual circumstances. The Committee reserves the right to authorize extensions of
Rule required Special Periodical Surveys under extreme circumstances.
Special Periodical Survey may be commenced at the fourth annual
survey and be continued with a view to completion by the due date.
In connection with the preparation for the Special Periodical Survey,
thickness gaugings as required for the forthcoming Special Periodical
Surveys are to be taken to the extent accessible and practical in connection with the fourth annual survey.
Where the Special Periodical Survey is commenced prior to the fourth
annual survey the entire survey is normally to be completed within
12 months if such work is to be credited to the Special Periodical
Survey.
36.1.7 (No text)
Aluminum Vessels
1975
Notice No. 2
At the meeting of the Technical Committee held 14 November 1990
the following changes were approved and become effective 14 May
1991 unless another date is given.
Rule Change:
Section 32 Machinery Components
A new subsection 32.2 added to provide requirements for the use of non-metallic
flexible couplings to isolate stuffing boxes from the aluminum hull structure.
32.2 Tailshaft Stuffing Box
Suitable mechanical sealing arrangements are to be provided to prevent the possibility of seawater from finding its way inboard. Nonmetallic flexible couplings will be considered for vessels 45.7m (150 ft)
and under. Where the stuffing boxes are attached to the shaft tube by
means of a non-metallic flexible coupling, such couplings are to be of
at least four-ply synthetic reinforced rubber tube securely attached by
means of rigid, bolted clamps. Such clamps are to be constructed of
corrosion resistant metal. These hoses are to be subject to inspection
during annual survey.
Aluminum Vessels
1975
Notice No. 1-A
following changes were approved and become effective 8 May 1989 unless
another date is given.
Rule Change
In Table 30.1, the yield strength for the annealed alloy 5083 is revised to be in line with
ASTM 13209/209M.
TABLE 30.1
Minimum Mechanical Properties for Butt-Welded
Aluminum Alloys
The adoption of test values higher than given in the table will be subject to special
consideration. Filler wires are those recommended in Table 30.3. Values shown are for
welds in plate thicknesses up to 38 mm (1.5 in.) unless otherwise noted.
Ultimate Tensile
Strength (Uar)
Yield Strength (Yai)3
Alloy
kg/m&psi)
kg/mm2(psi)
5083'
5086'
5454'
5456'
6061-T-62
28.1(40000)
24.6(35000)
21.8(31000)
29.5(42000)
16.9(24000)
12.7(18000)
9.85(14000)
8.45(12000)
13.4(19000)
10.60(15000)
Notes
' All tempers
=Values when welded with 4043, 5183, 5356 or 5556 filler wire.
'Yield strength is not required for weld procedure qualification. Values shown apply to the yield
strength (Yai) values of 2.19.
In Table 30.2, the composition of silicon and iron for the indicated alloys is revised to
comply with AWS A5.3-80 and A5.10-80. The column Silicon and Iron is deleted.
TABLE 30.2
Aluminum Alloy Filler Metal Composition
Composition in percent maximum, unless shown as range or specified.
Alloy
Silicon
Iron
Copper
4043
5183
5356
5554
5556
4.5-6.0
0.40
0.25
0.25
0.25
0.80
0.40
0.40
0.40
0.40
0.30
0.10
0.10
0.10
0.10
(The remainder of Table
30.2 is unchanged)
*The maximum Beryllium content of all filler wires is to be 0.0008%.
2
Aluminum Vessels
1975
Notice No. 1
Notice is hereby given that the Technical Committee approved the
following revisions to these Rules. These changes became effective
14 May 1979, 1 October 1979, 13 May 1980, 11 May 1981, 17
May 1982, 8 May 1983, and 10 May 1988.
The Technical Committee approved changes to Section 1 and 45.1.10 of
the "Rules for Building and Classing Steel Vessels" which became effective on 1 October 1979. These changes are applicable to other ABS Rules
including "Rules for Building and Classing Aluminum Vessels (1975)."
New subsections have been added to Section 1 to outline the responsibilities of the Bureau. Existing subsections have been renumbered and
some have also been editorially revised as appropriate.
The revised Section 1 which follows replaces existing Section 1 and
subsections 31.1, 31.3, 31.7, 31.9, 31.11, 31.13, 31.15, 36.1.1, 36.1.2, 36.1.3
and 36.1.11 in the 1975 edition of the "Rules for Building and Classing
Aluminum Vessels" as indicated below.
Delete
Subsection
31.1
31.3
31.5
31.7
31.9
31.11
31.13
31.15
36.1.1
36.1.2
36.1.3
36.1.11
Replaced with
Subsection of Revised Section 1
1.11.7
1.11.8
1.13.3
1.8
1.11.9
1.11.10
1.16
1.23
1.17.2
1.17.1
1.17.2
1.17.3
Rule Changes
Note: Section 1 is reproduced below in its revised format as originally adopted
for the 1992 edition of the ABS Rules for Building and Classing Steel
Vessels.
SECTION 1
1.1
SCOPE AND CONDITIONS OF CLASSIFICATION
Classification
Process (1 Jan. 96)
1.1.1
The Classification process consists of a) the development of Rules, Guides, standards and other criteria for the design and construction of marine vessels and structures, for materials, equipment and machinery, b) the review of design and survey
during and after construction to verify compliance with such Rules, Guides, standards or other criteria, c) the assignment and registration of class when such compliance has been verified and d) the issuance of a renewable Classification certificate, with annual endorsements, valid for five years.
The Rules and standards are developed by Bureau staff and passed upon by committees made up of naval architects, marine engineers, shipbuilders, engine builders,
steel makers and by other technical, operating and scientific personnel associated
with the worldwide maritime industry. Theoretical research and development, established engineering disciplines, as well as satisfactory service experience are utilized
in their development and promulgation. The Bureau and its committees can act only
upon such theoretical and practical considerations in developing Rules and standards.
For classification, vessels are to comply with both the hull and the machinery
requirements of the Rules.
1.1.2 Certificates and Reports (1 Jan. 96)
a Plan review and surveys during and after construction are conducted by the
Bureau to verify to itself and its committees that a vessel, structure, item of material, equipment or machinery is in compliance with the Rules, Guides, standards or
other criteria of the Bureau and to the satisfaction of the attending Surveyor. All
reports and certificates are issued solely for the use of the Bureau, its committees,
its clients and other authorized entities.
b The Bureau will release information from reports and certificates to the Port
State to assist in rectification of deficiencies during port state control intervention.
Such information includes text of conditions of classification, survey due dates, and
certificate expiration dates. The owner will be advised of any request and/or release
of information.
c The Bureau will release certain information to the vessel's hull underwriters
and P&I clubs for underwriting purposes. Such information includes text of overdue conditions of classification, survey due dates, and certificate expiration dates.
The owners will be advised of any request and/or release of information. In the case
of overdue conditions of classification, the owners will be given the opportunity to
verify the accuracy of the information prior to release.
1.1.3
Representations as to Classification
Classification is a representation by the Bureau as to the structural and mechanical
fitness for a particular use or service in accordance with its Rules and standards. The
Rules of American Bureau of Shipping are not meant as a substitute for the independent judgement of professional designers, naval architects, marine engineers,
owners, operators, masters and crew nor as a substitute for the quality control procedures of shipbuilders, engine builders, steel makers, suppliers, manufacturers and
sellers of marine vessels, materials, machinery or equipment. The Bureau, being a
technical society, can only act through Surveyors or others who are believed by it to
be skilled and competent.
The Bureau represents solely to the vessel Owner or client of the Bureau that
when assigning class it will use due diligence in the development of Rules, Guides
and standards, and in using normally applied testing standards, procedures and techniques as called for by the Rules, Guides, standards or other criteria of the Bureau
for the purpose of assigning and maintaining class. The Bureau further represents to
the vessel Owner or other client of the Bureau that its certificates and reports evidence compliance only with one or more of the Rules, Guides, standards or other
criteria of the Bureau in accordance with the tee ins of such certificate or report.
Under no circumstances whatsoever are these representations to be deemed to relate
to any third party.
Scope of Classification
1.1.4
Nothing contained in any certificate or report is to be deemed to relieve any designer, builder, Owner, manufacturer, seller, supplier, repairer, operator, other entity or
person of any warranty express or implied. Any certificate or report evidences compliance only with one or more of the Rules, Guides, standards or other criteria of
American Bureau of Shipping and is issued solely for the use of the Bureau, its committees, its clients or other authorized entities. Nothing contained in any certificate,
report, plan or document review or approval is to be deemed to be in any way a representation or statement beyond those contained in 1.1.3. The validity, applicability
and interpretation of any certificate, report, plan or document review or approval are
governed by the Rules and standards of American Bureau of Shipping who shall
remain the sole judge thereof. The Bureau is not responsible for the consequences
arising from the use by other parties of the Rules, Guides, standards or other criteria of the American Bureau of Shipping, without review, plan approval and survey
by the Bureau.
The term approved shall be interpreted to mean that the plans, reports or documents have been reviewed for compliance with one or more of the Rules, Guides,
standards, or other criteria of the Bureau. The Rules are published on the understanding that responsibility for stability and trim, for reasonable handling and loading, as well as for avoidance of distributions of weight which are likely to set up
abnormally severe stresses in vessels does not rest upon the Committee.
1.1.5
Suspension of Representations as to Classification (1 Jan. 96) - deleted
1.1.6 Termination of Classification (1 Jan. 96) - deleted
1.2
Suspension and Cancellation of Class (1 Jan. '96)
1.2.1
Termination of Classification
The continuance of the Classification of any vessel is conditional upon the Rule
requirements for periodical, damage and other surveys being duly carried out. The
Committee reserves the right to reconsider, withhold, suspend, or cancel the class of
any vessel or any part of the machinery for noncompliance with the Rules, for
defects reported by the Surveyors which have not been rectified in accordance with
their recommendations, or for nonpayment of fees which are due on account of
Classification, Statutory and Cargo Gear Surveys, Suspension or cancellation of
class may take effect immediately or after a specified period of time.
1.2.2 Notice of Surveys
It is the responsibility of the owner to ensure that all surveys necessary for the maintenance of class are carried out at the proper time. The Bureau will give proper
notice to an owner of upcoming surveys. This may be done by means of a letter, a
quarterly vessel status or other communication. The non-receipt of such notice,
however, does not absolve the owner from his responsibility to comply with survey
requirements for maintenance of class.
1.13 Special Notations
If the survey requirements related to maintenance of special notations are not
carried out as required, the suspension or cancellation may be limited to those
special notations only.
1.2.4 Suspension of Class Includes:
a Class is suspended for any use, operation, loading condition or other application of any vessel for which it has not been approved and which affects or may
affect classification or the structural integrity, quality or fitness for a particular use
or service.
b If the periodical surveys required for maintenance of class are not carried out
by the due date and no Rule allowed extension has been granted, class will be suspended.
c If recommendations issued by the Surveyor are not carried out within their
due dates, class will be suspended.
d Class is suspended for any damage, failure, deterioration or repair that has
not been completed as recommended.
e If proposed repairs as referred to in 1/3.1.1 of the Rules for Building and
Classing Steel Vessels have not been submitted to the Bureau and agreed upon prior
to commencement, class may be suspended.
Cancellation of Class
1.2.5
a If the circumstances leading to suspension of class are not corrected within
the time specified, the vessel's class will be canceled.
b A vessel's class is canceled immediately when a vessel proceeds to sea without having completed recommendations which were required to be dealt with before
leaving port.
1.3
Classification Symbols
Unrestricted Service
1.3.1
Vessels of aluminum alloys which have been built to the satisfaction of the
Surveyors to the Bureau to the full requirements of these Rules, or to their equivalent, where approved by the Committee for unrestricted ocean service at the
assigned freeboards, will be classed and distinguished in the Record by the symbols
Al indicating compliance with the hull requirements of the Rules and for self-propelled vessels AMS indicating compliance with the machinery requirements of the
Rules.
1.3.2
Special Rules
Surveyors to the Bureau to the requirements as contained in thesw Rules for special
types of vessels and which are approved by the Committee for unrestricted ocean
service at the assigned freeboards, will be classed and distinguished in the Record
by the symbols Al followed by the appropriate notation, such as Oil Carrier, Ore
Carrier, Bulk Carrier, Passenger Vessel, Vehicle Carrier, Container Carrier, Towing
Vessel, Refrigerated Cargo Carrier.
1.3.3 Special Purpose Vessels
Vessels of aluminum alloys, of special design, intended primarily for ferry service,
for dredging, for fishing, etc., which have been built to the satisfaction of the
Surveyors to the Bureau to arrangements and scantlings approved for the particular
purpose, where approved by the Committee for unrestricted ocean service at the
assigned freeboards, will be classed and distinguished in the Record by the symbols
Al followed by a designation of the trade for which special modifications to these
Rules have been approved.
1.3.4 Geographical Limitations
Surveyors to the Bureau to special modified requirements for a limited service,
where approved by the Committee for that particular service, will be classed and
distinguished in the Record by the symbols and notations as described in 1.3.1,
1.3.2, and 1.3.3 above, but the symbols and notations will either be followed by or
have included in them the appropriate service limitation.
1.3.5 Vessels Not Built under Survey
Vessels of aluminum alloys which have not been built under survey to this Bureau,
but which are submitted for classification, will be subjected to a special classification survey. Where found satisfactory and thereafter approved by the Committee,
they will be classed and distinguished, in the Record by the symbols and special
notations as described in 1.3.1 to 1.3.4 above, but the mark signifying the survey
during construction will be omitted.
1.3.6 Equipment Symbol
The symbol placed after the symbols of classification, thus: A will signify that the
equipment of anchors and chain cables of these vessel is in compliance with the
requirements of these Rules, or with requirements corresponding to the service limitation noted in the vessel's classification, which have been specially approved for
the particular service.
1.3.7 AMS Symbols
Machinery and boilers which have been constructed and installed to the satisfaction
of the Surveyors to the Bureau to the full requirements of the Rules, when found satisfactory after trial and approved by the Committee, will be classed and distinguished in the Record by the symbols AMS.
1.3.8 AMS Symbols
Machinery and boilers which have not been constructed and installed under survey
to this Bureau, but which are submitted for classification, will be subjected to a special classification survey. Where found satisfactory and thereafter approved by the
Committee, they will be classed and distinguished in the Record by the symbols
AMS.
1/1.3.9 Centralized or Automatic Control Systems
Where, in addition to the individual unit controls, it is proposed to provide remote,
centralized, or automatic control systems for propulsion units, essential auxiliaries,
or for cargo handling, relevant data is to be submitted to permit the assessment of
the effect of such systems on the safety of the ship. All controls necessary for the
safe operation of the vessel are to be proved to the Surveyor's satisfaction. The automatic and remote-control systems are to be in accordance with the applicable
requirements of Section 4/11 of the Rules for Building and Classing Steel Vessels.
1.3.10 Dynamic Loading Approach
Vessels which have been built to plans reviewed in accordance with an acceptable
procedure and criteria for calculating and evaluating the behavior of hull structures
under dynamic loading conditions, in addition to full compliance with other requirements of the Rules, will be classed and distinguished in the Record by the symbols
DLA placed after the appropriate hull classification notation. See also 3/2.3.3 of the
Rules for Building and Classing Steel Vessels. The application of the dynamic loading approach will be optional.
1.5
Rules For Classification
1.5.1 Application of Rules
These Rules apply to vessels 30.5 m (100 ft) to 152.5 m (500 ft) in length which are
constructed of aluminum alloys. Vessels less than 30.5 m (100 ft) or exceeding
152.5 m (500 ft) in length will be specially considered. These rules, except where
specifically mentioned otherwise, apply to vessels intended for unrestricted ocean
service..
These requirements are applicable to those features that are permanent in nature
and can be verified by plan review, calculation, physical survey or other appropriate
means. Any statement in the Rules regarding other features is to be considered as a
guidance to the designer, builder, owner, et al.
1.5.2 Alternatives
a General The Committee is at all times ready to consider alternative arrangements and scantlings which can be shown, through either satisfactory service experience or a systematic analysis based on sound engineering principles, to meet the
overall safety and strength standards of the Rules.
b National Regulations The Committee will consider special arrangements or
details of hull, equipment or machinery which can be shown to comply with standards recognized in the country in which the vessel is registered or built, provided
they are not less effective.
c Other Rules The Committee will consider hull, equipment or machinery built
to the satisfaction of the Surveyors of the Bureau in accordance with the plans that
have been approved to the Rules of another recognized classification society with
verification of compliance by the Bureau. A notation will be entered in the Record
indicating that classification has incorporated the provisions of this subparagraph.
Submission of plans is to be in accordance with 1.9.
1.5.3 Novel Features
Vessels of aluminum alloys which contain novel features of design in respect of
the hull, machinery, or equipment to which the provisions of these Rules are not
directly applicable may be classed, when approved by the Committee, on the basis
that these Rules insofar as applicable have been complied with and that special consideration has been given to the novel features based on the best information available at the time.
1.5.4 Effective Date of Rule Change
a Six Month Rule Changes to the Rules are to become effective six months
from the date on which The Technical Committee approves them. However, the
Bureau may bring into force individual changes before that date if necessary or
appropriate. Particular attention is directed to recent changes to Part 1, Section 1 of
the Rules for Building and Classing Steel Vessels which are to apply to these Rules
where applicable.
b Implementation of Rule Changes In general, until the effective date, plan
approval for designs will follow prior practice unless review under the latest Rules
is specifically requested by the party signatory to the application for classification.
If one or more vessels are to be constructed from plans previously approved, no
retroactive application of the subsequent Rule changes will be required except as
may be necessary or appropriate for all contemplated construction.
1.7
Other Regulations
1.7.1 General
While these Rules cover the requirements for the classification of new vessels, the
attention of Owners, designers, and builders is directed to the regulations of international, governmental, canal, and other authorities dealing with those requirements
in addition to or over and above the classification requirements.
1.7.2 International Conventions or Codes
Where authorized by the Administration of a country signatory thereto and upon
request of the Owners of a classed vessel or one intended to be classed, the Bureau
will survey a new or existing vessel for compliance with the provisions of
International Conventions and Codes including the following, and certify thereto in
the manner prescribed in the Convention or Code.
International Convention on Load Lines, 1966.
International Convention for the Safety of Life at Sea, 1974, as amended.
International Convention on Tonnage Measurement of Ships, 1969.
International Convention for the Prevention of Pollution from Ships, 1973/78, as
amended.
International Code for the Construction and Equipment of Ships Carrying
Liquefied Gases in Bulk.
International Code for the Construction and Equipment of Ships Carrying
Dangerous Chemicals in Bulk.
1.7.3 Governmental Regulations
Where authorized by a government agency and upon request of the owners of a.
classed vessel or one intended to be classed, the Bureau will survey and certify a
new or existing vessel for compliance with particular regulations of that government
on their behalf.
1.8
IACS Audit
The International Association of Classification Societies (IACS) conducts audits of
processes followed by all its member societies to assess the degree of compliance
with the IACS Quality System Certification Scheme requirements. For this purpose,
auditors from IACS may accompany ABS personnel at any stage of the classification or statutory work which may necessitate the auditors having access to the vessel or access to the premises of the manufacturer or shipbuilder.
In such instances, prior authorization for the auditor's access will be sought by
the local ABS office.
1.9
Submission of Plans
Hull Plans
1.9.1
Plans showing the scantlings, arrangements, and details of the principal parts of the
hull structure of each vessel to be built under survey are to be submitted and
approved before the work of construction is commenced. These plans are to indicate clearly the scantlings and details of welding, and they are to include such particulars as the design draft and design speed. Where provision is to be made for any
special type of cargo or for any exceptional conditions of loading, whether in ballast or with cargo, particulars of the weights to be carried and of their distribution
are also to be given. In general the following plans are to be submitted for review or
reference. See also 3/2.1.1.d.
Vessel Specifications
General Arrangement
Midship section
Scantling profile and decks
Bottom construction, floors, girders, etc.
Framing plan
Inner bottom plating
Shell expansion
Deck plans
Pillars and girders
Watertight and deep-tank bulkheads
Miscellaneous nontight bulkheads which are used as structural supports
Shaft tunnels
Machinery casings, boiler, engine and main auxiliary foundations
Bow framing
Stem
Stern framing
Stern frame and rudder
Shaft struts
Spectacle frames and bossing details
Superstructures and deckhouses, and their closing arrangements
Hatches and hatch-closing arrangements
Ventilation system on weather decks
Anchor handling arrangements
Lines and body plan
Capacity plan
Plans should generally be submitted in triplicate, one copy to be returned to those
making the submission, one copy for the use of the Surveyor where the vessel is
being built, and one copy to be retained in the ABS Technical office for record.
Additional copies may be required where the required attendance of the Surveyor is
anticipated at more than one location
1.9.2 Machinery Plans
Plans showing the proposed arrangements of engine, thrust and boiler foundations,
including holding-down bolts; also such plans of the machinery installation as are
enumerated in the following sections of the machinery requirements are to be submitted and approved before proceeding with the work. It is desired that the sizes,
dimensions, welding and other details, make and size of standard approved appliances be shown on the plans as clearly and fully as possible. All welded construction is to meet the, requirements of Section 30. Plans are to be submitted in quadruplicate where construction is to be carried out at a plant other than that of the
shipbuilder. All plan submissions originating from manufacturers are understood to
be made with the cognizance of the shipbuilder. A fee may be charged for the
review of plans for which there is no contract of classification.
1.9.3 Additional Plans
Where certification under 1.7.2 or 1.7.3 is requested, submission of additional plans
and calculations may be required.
1.9.4 Machinery Equations
The equations for rotating parts of the machinery in the following sections are based
upon strength considerations only and their application does not relieve the manufacturer from responsibility for the presence of dangerous vibrations in the installation at speeds within the operating range.
Conditions for Surveys After Construction
1.11
1.11.1 Damage, Failure and Repair (1 Jan. '96)
a Examination and Repair Damage, failure, deterioration or repair to hull,
machinery or equipment, which affects or may affect classification, is to be submitted by the Owners or their representatives for examination by a Surveyor at first
opportunity. All repairs found necessary by the Surveyor are to be carried out to the
Surveyors satisfaction.
b Repairs Where repairs to hull, machinery or equipment, which affect or may
affect classification, are planned in advance to be carried out, a complete repair procedure including the extent of proposed repair and the need for Surveyor's attendance is to be submitted to and agreed upon by the Bureau reasonably in advance.
Failure to notify the Bureau, in advance of the repairs, may result in suspension of
the vessels classification until such time as the repair is redone or evidence submitted to satisfy the Surveyor that the repair was properly carried out.
Note: The above applies also to repairs during voyage.
The above is not intended to include maintenance and overhaul to hull, machinery
and equipment in accordance with the recommended manufacturer's procedures and
established marine practice and which does not require Bureau approval; however,
any repair as a result of such maintenance and overhauls which affects or may affect
classification is to be noted in the ship's log and submitted to the Surveyor as
required by 1/1.11,1a.
c Representation Nothing contained in this section or in a rule or regulation
of any government or other administration, or the issuance of any report or certificate pursuant to this section or such a rule or regulation, is to be deemed to enlarge
upon the representations expressed in 1.1.1 through 1.1.4 hereof and the issuance
and use of any such reports or certificates are to be governed in all respects by 1.1.1
through 1.1.4 hereof.
1.11.2 Notification and Availability for Survey (1 Jan. '96)
The Surveyors are to have access to classed vessels at all reasonable times. For the
purpose of Surveyor Monitoring, monitoring Surveyors shall also have access to
classed vessels at all reasonable times. Such access may include attendance at the
same time as the assigned Surveyor or during a subsequent visit without the
assigned Surveyor. The Owners or their representatives are to notify the Surveyors
on all occasions when a vessel can be examined in dry dock or on a slipway.
The Surveyors are to undertake all surveys on classed vessels upon request, with
adequate notification, of the Owners or their representatives and are to report thereon to the Committee. Should the Surveyors find occasion during any survey, to recommend repairs or further examination, notification is to be given immediately to
the Owners or their representatives in order that appropriate action may be taken.
The Surveyors are to avail themselves for every convenient opportunity for carrying
out periodical surveys in conjunction with surveys of damages and repairs in order
to avoid duplication of work.
1.11.3 Attendance at Port State Request (1 Jan. '96)
It is recognized that Port State authorities legally may have access to a vessel. In
cooperation with Port States, ABS Surveyors will attend on board a classed vessel
when so requested by a Port State, and upon concurrence by the vessel's master will
carry out a survey in order to facilitate the rectification of reported deficiencies or
other discrepancies that affect or may affect classification. ABS Surveyors will also
cooperate with Port States by providing inspectors with background information, if
requested. Such information includes text of conditions of class, survey due dates,
and certificate expiration dates.
Where appropriate, the vessel's flag state will be notified of such attendance and
survey.
1.13
Fees
Fees in accordance with normal ABS practice will be charged for all services rendered by the Bureau. Expenses incurred by the Bureau in connection with these services will be charged in addition to the fees. Fees and expenses will be billed to the
party requesting that particular service.
1.15
Disagreement
1.15.1 Rules
Any disagreement regarding either the proper interpretation of the Rules, or translation of these Rules from the English language edition, is to be referred to the
Bureau for resolution.
1.15.2 Surveyors
In case of disagreement between the Owners or builders and the Surveyors regarding the material, workmanship, extent of repairs, or application of the Rules relating to any vessel classed or proposed to be classed by this Bureau, an appeal may
be made in writing to the Committee, who will order a special survey to be held.
Should the opinion of the Surveyor be confirmed, the expense of this special survey
is to be paid by the party appealing.
1/1.17 Limitation of Liability
The combined liability of American Bureau of Shipping, its committees, officers,
employees, agents or subcontractors for any loss, claim, or damage arising from its
negligent perfot mance or nonperformance of any of its services or from breach of
any implied or express warranty of workmanlike performance in connection with
those services, or from any other reason, to any person, corporation, partnership,
business entity, sovereign, country or nation, will be limited to the greater of a)
$100,000 or b) an amount equal to ten times the sum actually paid for the services
alleged to be deficient.
The limitation of liability may be increased up to an amount twenty-five times
that sum paid for services upon receipt of Client's written request at or before the
time of performance of services and upon payment by Client of an additional fee of
$10.00 for every $1,000.00 increase in the limitation.
1.18
Trial
A final under-way trial is to be made of all machinery, including the steering gear,
anchor windlass and ground tackle. All automatic controls, including trips which
may affect the vessels propulsion system, are to be tested underway or alongside the
pier, to the satisfaction of the Surveyor.
SECTION 36 SURVEYS AFTER CONSTRUCTION ( 1 January 1996)
The entire Section 36, Surveys after Construction, is deleted and replaced by the following as all surveys are to be in accordance with the applicable requirements of
Steel Vessel Rules, unless otherwise specified. Special Surveys intervals for machinery and electrical equipment are extended to five years to coincide with SS for hull.
Drydocking Survey intervals are changed to 2 and 5 years. Also, the anchor chain
renewal requirements have been deleted.
Surveys
36.1
Unless otherwise specified hereafter, surveys after construction are to be in accordance with the applicable parts and survey requirements of Part I, Section 3,
Surveys after Construction of the ABS Rules for Building and Classing Steel
Vessels.
Special Materials
36.2
Welding is not to be performed on aluminum alloys of the hull structure nor repairs
or renewals commenced on such plating or adjacent to such plating without thorough and careful reference to the recommendations contained in Section 30 of these
Rules. Substitution of aluminum alloys differing from those originally installed is
not to be undertaken without approval.
36.3
Annual Surveys - Hull
36.3.1 Parts to be Examined
At each Annual Survey between Special Surveys the following parts , in addition to
those applicable requirements of the Steel Vessel Rules, are to be examined, placed
in good condition and reported upon:
All parts liable to rapid deterioration, particularly areas adjacent to dissimilar
metals which are in close proximity.
36.4
Special Periodical Surveys - Hull
36.4.1 All Special Periodical Surveys
In addition to the applicable requirements for Special Periodical Surveys of the Steel
Vessel Rules, particular attention is to be given to insulation material in joints of
shell connections between dissimilar metals, which is to be found or made effective
as necessary.
SECTION
1
Scope and Conditions
of Classification
1.1
Classification
The Classification process consists of a) the development of
Rules, Guides, standards and other criteria for the design and
construction of marine vessels and structures, for materials,
equipment and machinery, b) the review of design and survey
during and after construction to verify compliance with such
Rules, Guides, standards or other criteria and c) the assignment
and registration of class when such compliance has been verified.
The Rules and standards are developed by Bureau staff and
passed upon by committees made up of naval architects, marine
engineers, shipbuilders, engine builders, aluminum alloy producers and by other technical, operating and scientific personnel associated with the worldwide maritime industry.
Theoretical research and development, established engineering disciplines, as well as satisfactory service experience are
utilized in their development and promulgation. The Bureau
and its committees can act only upon such theoretical and
practical considerations in developing Rules and standards.
For classification, vessels are to comply with both the hull
and the machinery requirements of these Rules.
1.2 Certificates and Reports
Plan review and surveys during and after construction are
conducted by the Bureau to verify to itself and its committees
that a vessel, structure, item of material, equipment , or machinery is in compliance with the Rules, Guides, standards or
other criteria of the Bureau and to the satisfaction of the attending surveyor. All reports and certificates are issued solely
for the use of the Bureau, its committees, its clients and other
authorized entities.
SECTION 1
1 1 Scope and Conditions of Classification
1.3 Representations as to Classification
Classification is a representation by the Bureau as to the structural and mechanical fitness for a particular use or service in
accordance with its Rules and standards. The Rules of American
Bureau of Shipping are not meant as a substitute for the independent judgment of professional designers, naval architects
and marine engineers nor as a substitute for the quality control
procedures of shipbuilders, engine builders, aluminum alloy
producers, suppliers, manufacturers and sellers of marine vessels, materials, machinery or equipment. The Bureau, being a
technical society, can only act through Surveyors or others who
are believed by it to be skilled and competent.
The Bureau represents solely to the vessel Owner or client
of the Bureau that when assigning class it will use due diligence
in the development of Rules, Guides and standards, and in
using normally applied testing standards, procedures and techniques as called for by the Rules, Guides, standards or other
criteria of the Bureau for the purpose of assigning and maintaining class. The Bureau further represents to the vessel
Owner or other client of the Bureau that its certificates and
reports evidence compliance only with one or more of the
Rules, Guides, standards or other criteria of the Bureau in
accordance with the terms of such certificate or report. Under
no circumstances whatsoever are these representations to be
deemed to relate to any third party.
1.4 Responsibility and Liability
Nothing contained in any certificate or report is to be deemed
to relieve any designer, builder, Owner, manufacturer, seller,
supplier, repairer, operator, other entity or person of any warranty express or implied. Any certificate or report evidences
compliance only with one or more of the Rules, Guides, standards or other criteria of American Bureau of Shipping and is
issued solely for the use of the Bureau, its committees, its clients
or other authorized entities. Nothing contained in any certificate, report, plan or document review or approval is to be
deemed to be in any way a representation or statement beyond
those contained in subsection 1.3 above. The validity, applicability and interpretation of any certificate, report, plan or
document review or approval are governed by the Rules and
standards of American Bureau of Shipping who shall remain
the sole judge thereof.
sEc-noN 1 1 2 Scope and Conditions of Classification
1.5 Suspension of Representations as to Classification
In the event of any damage or casualty to hull, machinery or
equipment which affects or may affect classification, or the
structural integrity, quality or fitness for a particular use or
service of a vessel, structure, item of material, equipments or
machinery, all representations as to classification are to be
considered suspended unless notification of such damage or
casualty is given at first opportunity and survey and repairs
are thereafter undertaken as required in Section 36 of these
Rules. Any use, operation, loading condition, or other application of any vessel, structure, item of material, equipment or
machinery for which it has not been approved and which affects or may affect classification or the structural integrity,
quality or fitness for a particular use or service is to cause all
representations as to classification to be suspended until such
time as the condition shall be remedied.
1.6 Application
These Rules apply to vessels 30.5 m (100 ft) to 152.5 m (500 ft)
in length which are constructed of aluminum alloys. Vessels
less than 30.5 m (100 ft) or exceeding 152.5 m (500 ft) in length
will be specially considered. These rules, except where specifically mentioned otherwise, apply to vessels intended for unrestricted ocean service.
1.7 Interpretation
Any disagreement regarding either the proper interpretation
of these Rules, or translation of these Rules from the English
language edition, is to be referred to the Bureau for resolution.
1.8 Alternatives
The Committee is at all times ready to consider alternative
arrangements and scantlings which can be shown, through
either satisfactory service experience or a systematic analysis
based on sound engineering principles, to meet the overall
safety and strength standards of these Rules. See Appendix H
of the Rules for Building and Classing Steel Vessels for available
structural and machinery analyses. The Committee will consider special arrangements or details of hull, equipment or
machinery which can be shown to comply with standards recognized in the country in which the vessel is registered or
built, provided they are not less effective.
SECTION
1 1 3 Scope and Conditions of Classification
1.9 Novel Features
Vessels of aluminum alloys which contain novel features of
design in respect of the hull, machinery, or equipment to which
the provisions of these Rules are not directly applicable may
be classed, when approved by the Committee, on the basis
that these Rules insofar as applicable have been complied with
and that special consideration has been given to the novel
features based on the best information available at the time.
L10 Effective Date of Rule Change
1.10.1 Six Month Rule
Changes to these Rules are to become effective six months
from the date on which The Technical Committee approves
them. However, the Bureau may bring into force individual
changes before that date if necessary or appropriate. Particular
attention is directed to recent changes to Section 1 of the "Rules
for Building and Classing Steel Vessels" which are to apply to
these Rules where applicable.
1.10.2 Implementation of Rule Changes
In general, until the effective date, plan approval for designs
will follow prior practice unless review under the latest Rules
is specifically requested by the party signatory to the application for classification. If one or more vessels are to be constructed from plans previously approved, no retroactive
application of the subsequent Rule changes will be required
except as may be necessary or appropriate for all contemplated
construction.
1.11 Classification Symbols
1.11.1 Unrestricted Service
Vessels of aluminum alloys which have been built to the satisfaction of the Surveyors to the Bureau to the full requirements
of these Rules, or to their equivalent, where approved by the
Committee for unrestricted ocean service at the assigned freeboards, will be classed and distinguished in the Record by the
symbols ► AI indicating compliance with the hull requirements
of the Rules and for self-propelled vessels e AMS indicating
compliance with the machinery requirements of these Rules.
1.1L2 Special Rules
Vessels of aluminum alloys which have been built to the satisfaction of the Surveyors to the Bureau to the requirements
as contained in these Rules for special types of vessels and
SECTION 1 1 4
Scope and Conditions of Classification
which are approved by the Committee for unrestricted ocean
service at the assigned freeboards, will be classed and distinguished in the Record by the symbols ►1;+ AI followed by the
appropriate notation, such as Oil Carrier, Ore Carrier, Bulk
Carrier.
Vessels of aluminum alloys, of special design, intended primarily for ferry service, for dredging, for fishing, etc., which
have been built to the satisfaction of the Surveyors to the
Bureau to arrangements and scantlings approved for the particular purpose, where approved by the Committee for unrestricted ocean service at the assigned freeboards, will be
classed and distinguished in the Record by the symbols Al
followed by a designation of the trade for which special modifications to these Rules have been approved.
Vessels of aluminum alloys which have been built to the satisfaction of the Surveyors to the Bureau to special modified
requirements for a limited service, where approved by the
Committee for that particular service, will be classed and distinguished in the Record by the symbols and notations as described in 1.11.1, 1.11.2, and 1.11.3 above, but the symbols and
notations will either be followed by or have included in them
the appropriate service limitation.
Vessels of aluminum alloys which have not been built under
survey to this Bureau, but which are submitted for classification, will be subjected to a special classification survey. Where
found satisfactory and thereafter approved by the Committee,
they will be classed and distinguished in the Record by the
symbols and special notations as described in 1.11.1 to 1.11.4
above, but the mark ►ii signifying the survey during construction will be omitted.
The symbol 0 placed after the symbols of classification, thus
34A1© will signify that the equipment of anchors and chain
►
cables of the vessel is in compliance with the requirements of
these Rules, or with requirements corresponding to the service
limitation noted in the vessel's classification, which have been
specially approved for the particular service.
SECTION 115
1.11.7 S AMS Symbols
Machinery and boilers which have been constructed and installed to the satisfaction of the Surveyors to the Bureau to the
full requirements of the Rules, when found satisfactory after
trial and approved by the Committee, will be classed and distinguished in the Record by the symbols S AMS.
1.11.8 AMS Symbols
Machinery and boilers which have not been constructed and
installed under survey to this Bureau, but which are submitted
for classification, will be subjected to a special classification
survey. Where found satisfactory and thereafter approved by
the Committee, they will be classed and distinguished in the
Record by the symbols AMS.
1.11.9 Centralized or Automatic Control Systems
Where, in addition to the individual unit controls, it is proposed
to provide remote, centralized, or automatic control systems
for propulsion units, essential auxiliaries, or for cargo handling,
relevant data is to be submitted to permit the assessment of
the effect of such systems on the safety of the ship. All controls
necessary for the safe operation of the vessel are to be proved
to the Surveyor's satisfaction. The automatic and remote-control systems are to be in accordance with the applicable requirements of Section 41 or Appendix D of the Rules for
Building and Classing Steel Vessels.
1.11.10 Unmanned Propulsion-machinery Spaces
When propulsion-machinery spaces are not intended to be
manned continuously, these spaces are to be fitted with alarm
systems to warn of the presence of fire and rise of water level
in the machinery-space bilges. See 39.1.4 and 39.71 of the Rules
for Building and Classing Steel Vessels for fire-detection and
alarm systems. Automatic and remote-control systems are to
be in accordance with the requirements of Section 41 or Appendix D as applicable of the Rules for Building and Classing
Steel Vessels.
1.12 Plan Review
The term "approved" shall be interpreted to mean that the
plans, reports or documents have been reviewed for compliance with one or more of the Rules, Guides, standards, or other
criteria of the Bureau. Nothing contained in any letter, report,
plan or document review or approval is to be determined to
be in any way a representation or statement beyond that conSECTION 1 1
6 Scope and Conditions of Classification
tamed in subsection 1.3 above. The validity, application, applicability, and interpretation of any letter, report, plan or
document review or approval are governed by the Rules,
Guides, standards, or other criteria of the American Bureau of
Shipping who shall remain the sole judge thereof.
1.13 Submission of Plans
1.13.1 Hull Plans
Plans showing the scantlings, arrangements, and details of the
principal parts of the hull structure of each vessel to be built
under survey are to be submitted and approved before the
work of construction is commenced. These plans are to indicate
clearly the scantlings and details of welding, and they are to
include such particulars as the design draft and intended design
speed. Where provision is to be made for any special type of
cargo or for any exceptional conditions of loading, whether in
ballast or with cargo, particulars of the weights to be carried
and of their distribution are also to be given. In general these
plans should include the following.
Midship section
Framing plan
Shell expansion
Deck plans
Pillars and girders
Miscellaneous nontight bulkheads which are used as structural
supports
Shaft tunnels
Bow framing
Stem
Stern framing
Shaft struts
Superstructures and deckhouses, and their closing arrangements
Anchor handling arrangements
SECTION 1
I 7 Scope and Conditions of Classification
Plans should generally be submitted in triplicate, one copy to
be returned to those making the submission, one copy for
the use of the Surveyor where the vessel is being built, and
one copy to be retained in the Headquarters office for record.
L13.2 Loading Conditions
These Rules are published on the understanding that responsibility for stability and trim, for reasonable handling and loading, as well as for avoidance of distributions of weight which
are likely to set up abnormally severe stresses in vessels does
not rest upon the Committee. Where it is desired to provide
for exceptional conditions of loading, full particulars are to be
given in connection with the submission of plans as outlined
in 1.13.1.
1.13.3 Machinery Plans
Plans showing the proposed arrangements of engine, thrust
and boiler foundations, including holding-down bolts; also such
plans of the machinery installation as are enumerated in the
following sections of the machinery requirements are to be
submitted and approved before proceeding with the work. It
is desired that the sizes, dimensions, welding and other details,
make and size of standard approved appliances be shown on
the plans as clearly and fully as possible. All welded construction is to meet the requirements of Section 30. Plans are to be
submitted in quadruplicate where construction is to be carried
out at a plant other than that of the shipbuilder. All plan submissions originating from manufacturers are understood to be
made with the cognizance of the shipbuilder. A fee may be
charged for the review of plans for which there is no contract
of classification.
1.13.4 Machinery Equations
The equations for rotating parts of the machinery in the following sections are based upon strength considerations only
and their application does not relieve the manufacturer from
responsibility for the presence of dangerous vibrations in the
installation at speeds within the operating range.
1.15 Fees for Plan Approval
Fees, proportional to the work involved, may be charged for
the consideration of new structural designs of a special character which are submitted for approval. Fees may also be
charged for the consideration of plans in cases where the vessel
to which they relate is not constructed under the Bureau's
survey.
SECTION
1 1 8 Scope and Conditions of Classification
1.16 Trial
A final under-way trial is to be made of all machinery, including
the steering gear, anchor windlass and ground tackle. All automatic controls, including trips which may affect the vessel's
propulsion system, are to be tested underway or alongside the
pier, to the satisfaction of the Surveyor.
1.17 Conditions for Surveys after Construction
1.17.1 Damage
Damage to hull, machinery or equipment, which affects or
may affect classification, is to be submitted by the Owners or
their representatives for examination by the Surveyor at first
opportunity. All repairs found necessary by the Surveyor are
to be carried out to his satisfaction. Nothing contained in this
section or in a rule or regulation of any government or other
administration, or the issuance of any report or certificate pursuant to this section or such a rule or regulation, is to be deemed
to enlarge upon the representations expressed in subsections
1.1 through 1.5 hereof and the issuance and use of any such
reports or certificates are to in all respects be governed by
subsections 1.1 through 1.5 hereof.
1.17.2 Notification and Availability for Survey
The Surveyors are to have access to classed vessels at all reasonable times. The Owners or their representatives are to notify the Surveyors on all occasions when a vessel can be
examined in dry dock or on a slipway.
The Surveyors are to undertake all surveys on classed vessels
upon request,with adequate notification, of the Owners or their
representatives and are to report thereon to the Committee.
Should the Surveyors find occasion during any survey to recommend repairs or further examination, notification is to be
given immediately to the Owners or their representatives in
order that appropriate action may be taken. The Surveyors are
to avail themselves for every convenient opportunity for carrying out periodical surveys in conjunction with surveys of
damages and repairs in order to avoid duplication of work.
1.17.3 Alterations
No alterations which affect or may affect classification or the
assignment of load lines are to be made to the hull or machinery
of a classed vessel unless plans of the proposed alterations are
submitted and approved by the ABS Technical Office before
the work of alterations is commenced and such work, when
approved, is carried out to the satisfaction of the Surveyor.
SECTION 1 1 9
Nothing contained in this section or in a rule or regulation of
any government or other administration, or the issuance of any
report or certificate pursuant to this section or such a rule or
regulation, is to be deemed to enlarge upon the representations
expressed in subsections 1.1 through 1.5 hereof and the issuance and use of any such reports or certificates are to in all
respects be governed by subsections 1.1 through 1.5 hereof.
1.19 Fees for Surveys
Fees will be charged for all surveys and for testing material in
accordance with established scales. When the attendance of a
Surveyor is required to suit the convenience of the Owners,
or their representatives, outside of normal working hours, an
extra fee will be charged. Traveling expenses incurred by the
Surveyor in connection with these services will be charged in
addition to the fees.
1.21 Governmental and Other Regulations
While these Rules cover the requirements for the classification
of new vessels, the attention of Owners, designers, and builders
is directed to the regulations of governmental, canal, and other
authorities dealing with such matters as pollution control,
emergency power supply, navigation aids, bilge pumping arrangements, piping details, fire protection, and details in passenger vessels, such as the arrangement and extent of double
bottoms, watertight bulkheads, fire-retarding bulkheads, the
types of admissibility of watertight doors, etc.
1.23 SOLAS 1974
Where authorized by the Administration of a country signatory
to the International Convention for the Safety of Life at Sea
1974, and upon request of the Owners of a classed vessel or
one intended to be classed, the Bureau will survey a new or
existing vessel for compliance with the provisions of SOLAS
1974 and certify thereto in the manner prescribed in the Convention.
1.25 Responsibility
The Bureau, being a technical society, can act only through
Surveyors or others who are believed by it to be skilled and
competent. It is understood and agreed by all who avail themselves in any way of the services of the Bureau that neither
the Bureau nor any of its Committees and employees will,
SECTION
1 10 Scope and Conditions of Classification
under any circumstances whatever, be responsible or liable in
any respect for any act or omission, whether negligent or otherwise, of its Surveyors, agents, employees, officers or Committees, nor for any inaccuracy or omission in the Record or any
other publication of the Bureau, or in any report, certificate
or other document issued by the Bureau, its Surveyors, agents,
employees or Committees.
1.27 Disagreement
In case of disagreement between the Owners or builders and
the Surveyors regarding the material, workmanship, extent of
repairs, or application of these Rules relating to any vessel
classed or proposed to be classed by this Bureau, an appeal
may be made in writing to the Committee, who will order a
special survey to be held. Should the opinion of the Surveyor
be confirmed, the expense of this special survey is to be paid
by the party appealing.
1.29 Termination of Classification
The continuance of the Classification of any vessel is conditional
upon the Rule requirements for periodical, damage and other
surveys being duly carried out. The Committee reserves the
right to reconsider, withhold, suspend, or cancel the class of
any vessel or any part of the machinery for noncompliance
with these Rules, for defects reported by the Surveyors which
have not been rectified in accordance with their recommendations, or for nonpayment of fees which are due on account
of Classification and other surveys.
SECTION 1 1
11
Approved Rule Changes
The following revisions to the Rules became effective 14 May, 1979.
Table 35.1
The values given below should be inserted in the appropriate
column and row of the table, in order to bring them in line
with current Aluminum Association Standards. Delete the column "Silicon and Iron"
Alloy
5052
5454
5456
Silicon
0.25
0.25
0.25
Iron
0.40
0.40
0.40
Table 35.3
The following percentage elongation is to be substituted in the
appropriate column and row of the table, to bring it in line
with current Aluminum Association Standards.
Alloy
and
Temper
5086-H116
and H1173
Thickness
Minimum
Elongation2
in 50 mm (2 in.)
millimeters (inches)
percent
6.6-51.0 (0.250-2.000)
10
The following revision to the Rules became effective 13 May, 1980.
TABLE 30.1
Minimum Mechanical Properties for Butt-Welded
Aluminum Alloys
The adoption of test values higher than given in the table will be subject to
special consideration. Filler wires are those recommended in Table 30.3. Values
shown are for welds in plate thicknesses up to 38 mm (1.5 in.) unless otherwise
noted.
Ultimate Tensile
Strength (U,d)
Yield Strength (Yad3
kgimm2(psi)
kg,/ mm2 (psi)
Alloy
50831
50861
54541
54561
6061-T-62
28,1(40000)
24.6(35000)
21.8(31000)
29.5(42000)
16.9(24000)
14.8 (21000)
9.85(14000)
8.45(12000)
13.4 (19000)
10.60(15000)
Notes
1 All tempers
2 Values when welded with 4043, 5183, 5356 or 5556 filler wire.
3 Yield strength is not required for weld procedure qualification. Values shown apply to
the yield strength (Li) values of 2.19.
Figure 30.5
Delete definitions t, A, and B, and substitute the following.
Applicable
to material
Thickness of
specimens
A
B
C
D
All alloys
except
6061
t
6%t
31ht
82ht
+ lA
41 t
+1A6
Alloy 6061
3.2 mm
OA in.)
51.6 mm
(2%6 in.)
26.2 mm
(11132 in.)
59.9 mm
(2% in.)
30.2 mm
(13/i6
In the Figure make the following changes:
Width of mandrel change fit to A
Radius of mandrel change 3t to B
Radius in base change A to D
Width of slot change B to C
Jig base dimensions change 22t to 190 ram (7.5 in.)
and 26t to 230 mm (9 in.)
Figure 30.5A
Insert the following general note.
For aluminum alloy bend requirements see Figure 30.5.
In the Figure change Diameter fit to A
The following revision to the Rules became effective 10 May 1988
New paragraph 18.19.3 added with existing 18.19.3 being renumbered 18.19.4
18.19 Miscellaneous Openings in Freeboard and Superstructure Decks
18.19.3 Escape Openings
The closing appliances of escape openings are to be readily
operable from each side.
18.19.4 Companionway Sills
In Position 1 the height above the deck of sills to the doorways
in companionways is to be at least 600 mm (23.5 in.). In Position
2 they are to be at least 380 mm (15 in.).
Other Approved Changes
Changes to "Rules for Building and Classing Steel Vessels" or
"Rules for Building and Classing Steel Vessels Under 61 Meters
(200 feet) in Length" may be generally applied to an Aluminum
Vessel of corresponding size in association with the material
factor as may be specified for respective application.
Corrigenda
2.19.1
The definition of I.Jai and Yal is to read as follow
2.19.2
Ual =
minimum ultimate strength of the welded aluminum alloy under consideration in accordance with Table 30.1
yal
minimum yield strength of the welded aluminum alloy under
consideration in accordance with Table 30.1
The minimum yield strength for material factor Q and Q, is
to be at the 0.2% offset, not the 2% offset.
Table
10.1
Various references to the appropriate column in Table 10.1 for
certain values of h are missing, and the correct references are
as follows:
Forecastle decks (first above freeboard deck)
Superstructure decks (second above freeboard deck)
Second tier above freeboard deck
Third and higher tiers above freeboard deck
23.13.4 The words "or for loading in alternate holds" should be deleted
from the second definition of the value of c.
28.19
The existing title and text are in error and should read:
28.19 Hawsers and Towlines
Hawsers and towlines are listed in Table 28.2 as a guide but
this equipment is not required as a condition for classification.
Table
30.2
Figures
30.5,
30.5A
Table
35.1
For 5356 Alloy, Titanium content is 0.06-0.20.
In Figures 30.5 and 30.5A, a note should be added indicating
that the mandrel radius may be increased up to 8.25t maximum
for alloy 6061.
For 6061 Alloy, copper content is 0.15-0.40 and Chromium
content 0.04-0.35.
Table
35.3
The property limits should read as shown for the following
indicated alloys.
TABLE 35.3
Mechanical Property Limits of Non-Heat-Treatable
Mechanical test specimens are taken as detailed in 35.9.3.
Alloy
and
Temper
Thickness'
millimeters
(inches)
50524134
5083-0
508341112
Ultimate
Tensile Strength
kg/mm2 (ksi)
minimum
maximum
28.8 (41.0)
28.8 (41.0)
1.3-38.0
38.1-76.5
(0.250-1,500)
(1.501-3.000)
Minimum
Yield Strength
0.2% Offset
kg/mm2 (ksi)
minimum
maximum
Minimum
Elongation2
in 50 mm (2 in.)
percent
Table
35.4
Table
35.5
35.7
In the "Thickness" column, replace kgimm2 and ksi by '
and "in.", respectively.
In the Alloy and temper column, replace 5080-0 with 5083o.
The references to the tables should be to Tables 35.4, 35.6,
35.7, and 35.8, not 35.8, 35.10, 35.11, and 35.12.
35.19.2 Paragraph 35.19.2 with subparagraphs a and b should be deleted entirely.
Table
35.8
Delete "6061-T6" and "over 200(8)" from last line in Table
and combine the remainder of the last line with the property
limits included for 6061-T6 immediately above as follows:
TABLE 35.8
Mechanical Property Limits for Hand Forgings
Al
anloy
d
Temper
6061-T6
Thickness
mm (in.)
over 100 (4)
to 200 (8)
Minimum
Elongation
in 50 mm (2 in.)
Minimum
Tensile Strength
kg/min2 (kW
Axis of Test
Specimen
ultimate
yield
percent
Longitudinal
Long transverse
Short transverse
26.0 (37.0)
26.0 (37.0)
24.6 (35.0)
23.9 (34.0)
23.9 (34.0)
22.5 (32.0)
8
6
4
Aluminum Vessels
1975
Incorporated by Act of the Legislature of
the State of New York 1862
Copyright @ 1975
45 Eisenhower Drive
P.O. Box 910
Paramus, New Jersey 07653-0910, U.S.A.
Third Printing March 1991
Contents
Rules for the Construction and Classification of Aluminum Vessels
SECTION
1 Conditions of Classification
2 Definitions
3 General
4 Keels, Stems, and Stern Frames
5 Rudders and Steering Gears
6 Longitudinal Strength
7 Bottom Structure
8 Frames
9 Web Frames and Side Stringers
10 Beams
11 Stanchions and Deck Girders
12 Watertight Bulkheads
13 Deep Tanks
15 Shell Plating
16 Decks
17 Superstructures
18 Protection of Deck Openings
19 Machinery Space and Tunnel
20 Bulwarks, Rails, Ports, Ventilators, and Portlights
21 Ceiling and Sparring
22 Vessels Intended to Carry Oil in Bulk
23 Vessels Intended to Carry Ore or Bulk Cargoes
26 Corrosion and Coatings for Corrosion Prevention
28 Equipment
30 Welding in Hull Construction
Rules for the Construction and Classification of Machinery
31 Conditions of Classification of Machinery
32 Machinery Components
33 Electrical Installations
34 Pumps and Piping Systems
Rules for the Inspection and Testing of Materials
35 Materials for Hull Construction
Rules for Surveys
36 Surveys After Construction
Appendices
A Load Line and Tonnage Marks
B Administration and Technical Committees
C Bureau Offices
D Publications
Index
Rules for the
Construction and
Classification of
Aluminum Vessels
SECTION 1
Conditions of Classification
LI Classification Symbols
1.1.1 Unrestricted Service
Vessels of aluminum alloys which have been built under the supervision of the Surveyors to the Bureau to the full requirements of these
Rules, or to their equivalent, where approved by the Committee for
unrestricted ocean service at the assigned freeboards, will be classed
and distinguished in the Record by the symbols +AL
1.1.2 Special Rules
Vessels of aluminum alloys which have been built under the supervision of the Surveyors to the Bureau to the requirements as contained
in these Rules for special types of vessels and which are approved
by the Committee for unrestricted ocean service at the assigned
freeboards, will be classed and distinguished in the Record by the
symbols +A1 followed by the appropriate notation, such as Oil
Carrier, Ore Carrier, Bulk Carrier.
Vessels of aluminum alloys, of special design, intended primarily for
ferry service, for dredging, for fishing, etc., which have been built
under the supervision of the Surveyors to the Bureau to arrangements
and scantlings approved for the particular purpose, where approved
by the Committee for unrestricted ocean service at the assigned
freeboards, will be classed and distinguished in the Record by the
symbols +A1 followed by a designation of the trade for which special
modifications to these Rules have been approved.
Vessels of aluminum alloys which have been built under the supervision of the Surveyors to the Bureau to special modified requirements
for a limited service, where approved by the Committee for that
particular service, will be classed and distinguished in the Record
by the symbols and notations as described in 1.1.1, 1.1.2 and 1.1.3
above, but the symbols and notations will either be followed by or
have included in them the appropriate service limitation.
Vessels of aluminum alloys which have not been built under the
supervision of the Surveyors to the Bureau, but which are submitted
SECTION
for classification, will be subjected to a special classification survey.
Where found satisfactory and thereafter approved by the Committee,
they will be classed and distinguished in the Record by the symbols
and special notations as described in 1.1.1 to 1.1.4 above, but the
mark + signifying the special survey during construction will be
omitted.
The symbol 0 placed after the symbols of classification, thus: +A 1®
will signify that the equipment of anchors and chain cables of the
vessel is in compliance with the requirements of these Rules, or with
requirements corresponding to the service limitation noted in the
vessel's classification, which have been specially approved for the
particular service.
1.3 Application
These Rules apply to vessels 30.5 m (100 ft) to 152.5 m (500 ft) in
length which are constructed of aluminum alloys. Vessels less than
30.5 m (100 ft) or exceeding 152.5 m (500 ft) in length will be specially considered.
1.5 Novel Features
Vessels of aluminum alloys which contain novel features of design
in respect of the hull, machinery or equipment to which the provisions of these Rules are not directly applicable may be classed, when
approved by the Committee, on the basis that these Rules insofar
as applicable have been complied with and that special consideration
has been given to the novel features based on the best information
available at the time.
1.7 Alternatives
These Rules, except where specifically mentioned otherwise, apply
to vessels intended for unrestricted ocean service. The Committee
are at all times ready to consider alternative arrangements and scantlings which can be shown, through either satisfactory service experience or a systematic analysis based on sound engineering principles,
to meet the overall safety and strength standards of these Rules. The
Committee will consider special arrangements or details of hull,
equipment or machinery which can be shown to comply with standards recognized in the country in which the vessel is registered or
built, provided they are not less effective.
1.9 Other Conditions
The Committee reserve the right to refuse classification of any vessel
in which the machinery, piping, wiring, etc., are not in accordance
with the requirements of these Rules.
SECTION
1 1 2 Conditions of Classification
1.11 Submission of Plans
Plans showing the scantlings, arrangements and details of the principal parts of the hull structure of each vessel to be built under special
survey are to be submitted and approved before the work of construction is commenced. These drawings are to indicate clearly the
scantlings and details of welding, and they are to include such particulars as the design draft and intended sea speed. Where provision
is to be made for any special type of cargo or for any exceptional
conditions of loading, whether in ballast or with cargo, particulars
of the weights to be carried and of their distribution should also be
given. In general these plans should include the following:
Midship section
Framing plan
Shell expansion
Deck plans
Pillars and girders
Miscellaneous nontight bulkheads which are used as structural
supports
Shaft tunnels
Bow framing
Stem
Stern framing
Steering gear
Shaft struts
Superstructures and deckhouses and their closing arrangements
Anchor-handling arrangements
Plans should generally be submitted in triplicate, one copy to be
returned to those making the submission, one copy for the use of
the Surveyors where the vessel is being built, and one copy to be
retained in the New York office for record.
1.13 Fees for Surveys
Fees will be charged for all surveys and for testing material in
accordance with established scales. When the attendance of a Surveyor is required to suit the convenience of the Owners, or their
representatives, outside of normal working hours, an extra fee will
be charged. Traveling expenses incurred by the Surveyor in connection with these services will be charged in addition to the fees.
SECTION i j 3
L15 Fees for Plan Approval
Fees, proportional to the work involved, may be charged for the
consideration of new structural designs of a special character which
are submitted for approval. Fees may also be charged for the consideration of plans in cases where the vessel to which they relate is
not constructed under the Bureau's survey.
1.17 Interpretation
Any disagreement regarding either the proper interpretation of these
Rules, or translation of these Rules from the English edition is to
be referred to the Bureau for resolution.
1.19 Responsibility
The Bureau, being a technical society, can act only through Surveyors or others who are believed by it to be skilled and competent.
It is understood and agreed by all who avail themselves in any way
of the services of the Bureau that neither the Bureau nor any of
its Committees and employees will, under any circumstances whatever, be responsible or liable in any respect for any act or omission,
whether negligent or otherwise, of its Surveyors, agents, employees,
officers or Committees, nor for any inaccuracy or omission in the
Record or any other publication of the Bureau, or in any report,
certificate or other document issued by the Bureau, its Surveyors,
agents, employees or Committees.
1.21 Termination of Classification
The continuance of the classification of any vessel is conditional upon
the Rule requirements for periodical, damage and other surveys being
duly carried out. The Committee reserve the right to reconsider,
withhold or suspend the class of any vessel or any part of the machinery for noncompliance with these Rules, for defects reported by the
Surveyors which have not been rectified in accordance with their
recommendations, or for nonpayment of fees which are due on account of classification and other surveys.
1.23 Loading Conditions
The Rules of the Bureau are published on the understanding that
responsibility for stability and trim, for reasonable handling and
loading, as well as for avoidance of distributions of weight which
are likely to set up abnormally severe stresses in vessels does not
rest upon the Committee. Where it is desired to provide for exceptional conditions of loading, full particulars are to be given in connection with the submission of plans as outlined in 1.11.
SECTION
11 4 Conditions of Classification
1.25 Other Regulations
While these Rules cover the requirements for the classification of
new vessels, the attention of owners, builders and designers is directed to various governmental regulations which control important
structural features, particularly in passenger vessels, such as the
arrangement and extent of double bottoms, watertight bulkheads,
fire-retarding bulkheads, the types of admissibility of watertight
doors, etc.
1.27 SOLAS 1960
Where authorized by the Administration of a country signatory to
the International Convention for the Saftey of Life at Sea 1960, and
upon request of the Owners of a classed vessel or one intended to
be classed, the Bureau will survey a new or existing vessel for compliance with the provisions of SOLAS 1960 and certify thereto in the
manner prescribed in the Convention.
1.29 Disagreement
In case of disagreement between the Owners or builders and the
Surveyors regarding the material, workmanship, extent of repairs,
or application of these Rules relating to any vessel classed or proposed to be classed by this Bureau, an appeal may be made in writing
to the Committee, who will order a special survey to be held. Should
the opinion of the Surveyor be confirmed, the expense of this special
survey is to be paid by the party appealing.
1.31 Effective Date of Rule Change
L31.1 Six Month Rule
Changes to these Rules are to become effective six months from the
date on which The Technical Committee approves them. However,
the Bureau may bring into force individual changes before that date
if necessary or appropriate.
1.31.2 Implementation of Rule Changes
In general, until the effective date, plan approval for designs will
follow prior practice unless review under the latest Rules is specifically requested by the party signatory to the application for classification. If one or more ships are to be constructed from plans previously approved, no retroactive application of the latest Rule changes
will be required except as may be necessary or appropriate for all
contemplated construction.
SECTION
115
SECTION
2
Definitions
The following definitions of symbols and terms are to be understood
(in the absence of other specifications) where they appear in the
Rules.
2.1 Length.
L is the distance in meters or feet on the estimated summer load
line, from the fore side of the stem to the centerline of the rudder
stock. For use with these Rules, L is not to be less than 96% and
need not be greater than 97% of the length on the summer load
line.
2.3 Breadth
B is the greatest molded breadth in meters or feet.
2.5 Depth
D is the molded depth at side in meters or feet, measured at the
middle of L, from the molded base line to the top of the freeboarddeck beams. In cases where watertight bulkheads extend to a deck
above the freeboard deck and are to be recorded in the Record as
effective to that deck, D is to be measured to the bulkhead deck.
The depth D3 for use in the determination of the requirements for
shell plating and for use in association with the strength requirements
of Section 6 is measured to the strength deck as defined in Sections
6 and 15.
2.7 Draft
d is the molded draft in meters or feet from the molded base line
to the summer load line.
2.9 Freeboard Deck
The freeboard deck normally is the uppermost continuous deck
having permanent means for closing all openings. In cases where
a vessel is designed for a special draft considerably less than that
corresponding to the least freeboard obtainable under the International Load Line Regulations, the freeboard deck for the purpose
SECTION
211 Definitions
of these Rules may be taken as the lowest actual deck from which
the draft can be obtained under those regulations.
2.11 Bulkhead Deck
The bulkhead deck is the highest deck to which the watertight
bulkheads extend and are made effective.
2.13 Strength Deck
The strength deck is the deck which forms the top of the effective
hull girder at any part of its length. See Sections 6 and 15.
2.15
Superstructure Deck
A superstructure deck is a deck above the freeboard deck to which
the side shell plating extends. Except where otherwise specified the
term superstructure deck where used in these Rules refers to the
first such deck above the freeboard deck.
2.17
Proportions
These Rules are, in general, valid for all vessels having depths not
less than one-fifteenth of their lengths, L, and breadths which do
not exceed twice their depths to the strength decks. Vessels beyond
these proportions will be specially considered.
2.19
Material Factors For Welded Aluminum Alloys
Material factors for aluminum alloys in the as welded condition
which are identified as Q, and Q are used in various equations for
obtaining the scantlings for specific structural elements of the hull.
2.19.1 Material Factor Qo
Where dynamic loads and stability of the structure are not the major
concern, the strength criterion may be expressed in terms of the
minimum yield strength at 2% offset and ultimate strength of the
aluminum alloy in the as welded condition and is designated as Q,
for use in the applicable equations. The factor Qo is obtained from
the following equation.
Qo = 65/(Yaz + Uai ) Metric Units
Qo = 92000/(Y„/ + Uai) Inch/Pound Units
(Jai = minimum ultimate strength of the welded aluminum alloy
under consideration in kg/mm2 or psi in accordance with the
requirements of Table 30.1
Yaz = minimum yield strength of the welded aluminum alloy under
consideration at 2% offset in a 254 mm (10 in.) gauge length
in kg/rnm2 or in psi in accordance with the requirements of
Table 30.1.
SECTION
2 2 Definitions
2.19.2 Material Factor Q
Where the structural members are subjected to dynamic loading, the
scantling equations include a material factor Q which takes into
consideration the fatigue strength of the welded aluminum alloy. The
factor Q is obtained from the following equation, but is not to be
taken as less than Qo in 2.19.1.
Q = 0.9 + (12/Y.1) Metric Units
Q = 0.9 + (17000/Ya) Inch/Pound Units
Yaz = minimum yield strength of the welded aluminum alloy under
consideration at 2% offset in a 254 mm (10 in.) gauge length
in kg/mm2 or in psi in accordance with the requirements of
Table 30.1.
SECTION
213 Definitions
SECTION
3
General
3.1 Material and Fabrication
3.1.1 Material
These Rules, except where specified otherwise, are intended for
vessels to be constructed of aluminum alloys complying with the
requirements for such alloys in Section 35. Where it is intended to
use aluminum alloys having physical and chemical properties differing from those specified in Section 35, the use of such alloys and
the corresponding scantlings are to be specially considered. Where
two or more aluminum alloys having different mechanical properties
are used, they are to be clearly identified on the drawings submitted
for approval. In all cases, a set of plans is to be placed aboard the
vessel showing the exact location and extent of application, together
with a description of the mechanical properties of each alloy and
the special welding techniques employed. Specifications for the aluminum alloys proposed, together with details of the proposed
methods of fabrication, are to be submitted for approval.
3.1.2 Fabrication
The requirements of these Rules apply to vessels of aluminum alloys
of all welded construction.
3.3 Scantlings
3.3.1 General
The midship scantlings as specified in these Rules are to apply
throughout the midship 0.4L; end scantlings are not to extend for
more than 0.31, from each end of the vessel. The reduction from
the midship to the end scantlings is to be effected in as gradual a
manner as practicable. Sections having appropriate section moduli
or areas, in accordance with their functions in the structure as stiffeners, columns or combinations of both, are to be adopted. It may be
required that calculations be submitted in support of either resistance
to buckling or the fatigue strength for any part of the vessel's structure.
3.3.2 Corrosion Control
Where corrosion control is intended, the particulars are to be stated
when the plans are submitted for approval.
SECTION
311 General
3.5 Workmanship
All workmanship is to be of the best quality, Welding is to be in
accordance with the requirements of Section 30.
3.7 Drydocking
Consideration should be given to vessels being drydocked within
twelve months after delivery. Special attention is to be given to
connections of dissimilar metals.
3.9 Structural Sections
The scantling requirements of these Rules are applicable to structural
angles, channels, bars, rolled, extruded or built-up sections. The
required section modulus of members such as girders, webs, etc.,
supporting frames and stiffeners is to be obtained on an effective
width of plating basis in accordance with this subsection. The section
is to include the structural member in association with an effective
width of plating equal to one-half the sum of spacing on each side
of the member or 33% of the unsupported span 1, whichever is less;
for girders and webs along hatch openings, an effective breadth of
plating equal to one-half the spacing or 16.5% of the unsupported
span 1, whichever is less, is to be used. The required section modulus
of frames and stiffeners is assumed to be provided by the stiffener
and one frame space of the plating to which it is attached.
SECTION
312 General
SECTION
4
Keels, Stems, and Stern Frames
4.1 Plate Keels
The thickness of the plate keel is to be maintained throughout and
is to be not less than the bottom-shell thickness amidships. Where
this strake is increased over the thickness, obtained from Section 15
for longitudinal strength, the flatplate keel may be gradually reduced,
forward and abaft the midship 0.4L, to the requirement amidships.
4.3 Stems
4.3.1 Plate Stems
Plate stems, where used, are not to be less in thickness at the design
load waterline than required by 15.3.9 for minimum thickness of shell
amidships below the upper turn of the bilge. Above and below the
design load waterline the thickness may taper to the thickness of
the shell at ends at the freeboard deck and to the thickness of the
flat-plate keel at the forefoot, respectively.
4.3.2 Cast Stems
Cast stems of special shape are to be proportioned to provide a
strength at least equivalent to that of a plate stem, and all joints
and connections are to be at least that effective.
4.5 Sternposts
4.5.1 Scantlings
Sternposts without propeller bosses are to be of the sizes obtained
from the following equations below the shell; above the shell they
may be gradually reduced until the area at the head is half that size.
for L < 152.5 m
t = 0.9 Ar0(0.73L + 10) mm
for L < 500 ft
t = 0.9 \/(0.0088L + 0.39) in.
for L < 152.5 m
b = 0.9 -V-0(80 + 1.64L — 0.0039L2) mm
b = 0.9 V-0(3.15 + 0.0197L — 0.0000143L2) i n. for L < 500 ft
L = length of vessel as defined in 2.1 in m or ft
t = thickness of sternpost in mm or in.
b = breadth of sternpost in mm or in.
Q = material factor as obtained in 2,19.2
SECTION
4.5.2 Cast Sternposts
Cast sternposts of special shape are to be proportioned to provide
strengths equivalent to those obtained from the equations in 4.5.1.
They are to be effectively attached to the adjacent structure.
4.7 Stern Frames
4.7.1 Posts of Stern Frames
a Posts Posts of stern frames below the propeller boss in singlescrew vessels are to be of the sizes as obtained from the following
equations where L, t, b and Q are as defined in 4.5.1. Above the
boss they may be 85% of the breadth obtained from the equation.
t = 0.9 )10-(1.1,L + 14) mm
for L < 152.5 m
t = 0.9 Y0(0,017L + 0.55) in.
for L < 500 ft
b = 0,9 V-0-(80 + 1.64L 0.0039L2) mm
for L < 152.5 m
b = 0.9 VO(3.15 + 0.0197L 0.0000143L2) in. for L < 500 ft
When the molded draft exceeds 0.05L, the thickness of the post is
to be increased at the rate of 1.3 mm per 100 mm (0.16 in. per ft)
of draft.
4.7.2 Transom Floors
Stem posts in vessels of 91.5 m (300 ft) length and above are to be
extended upwards and effectively attached to transom floors.
4.7.3 Cast Stern Frames
Cast stern frames of special shape are to be proportioned to be at
least equal in strength to bar-type frames.
SECTION
SECTION
5
Rudders and Steering Gears
5.1 Materials
Rudder stocks, frames, pintles, crossheads, tillers, quadrants, etc., are
to be made from material in accordance with the requirements of
Section 43 of the "Rules for Building and Classing Steel Vessels."
The surfaces of rudder stocks in way of exposed bearings are to be
of noncorrosive material.
5.3 Balanced Rudders
5.3.1 Steel Upper Stocks
Steel upper stocks above the neck bearing are to have diameters
not less than obtained from the following equation.
S = 21.66 VRAV2 mm
S = 0.26 VRAV2 in.
S = diameter of upper stock in mm or in.
= distance from the centerline of the upper stock to the center
of gravity of A in m or ft
A = area below the load line in m2 or ft2 of the immersed rudder
surface
V = sea speed of vessel in knots
The least speed to be used with the equation is 8 knots in vessels
of 30 m (100 ft) length, 9 knots at 45 m (150 ft), 10 knots at 61 m
(200 ft) and 11 knots in vessels of 76 m (250 ft) length and above.
The coefficient in the above equation may be reduced from 21.66
to 19.2 (0.26 to 0.23) where the sea speeds are 6 or more knots greater
than the above minima; intermediate coefficients may be used for
smaller additions to the minima. Where rudders are of efficient
streamlined shape, the coefficient in the above equation may be taken
as 19.2 (0.23) for upper stocks but the minimum sea speeds to be
used are to be increased 20% over those given above. The diameter
is also not to be less than obtained from the same equation where
R and A are for the area between the centerline of the upper stock
and the back edge of the rudder and V is equal to the minimum
speed appropriate to the vessel's length. The stock diameter is to
be adequate for the maximum astern speed.
5.3.2 Steel Lower Stocks
Steel lower stocks for balanced rudders are to have diameters not
less than obtained from the following equation.
SECTION
5J 1 Rudders and Steering Gears
S/ = 21.66 VRAV2 mm
S1 = 0.26 .VRAV2
S1 = diameter of lower stock in mm or in.
R = a + \/a2 b2 for balanced rudders which have no bottom
bearings
A = area in m2 or ft2 of the immersed rudder surface
a = vertical distance in m or ft from the bottom of the neck bearing
to the center of gravity of A
b = horizontal distance in m or ft from the center of the lower
stock to the center of gravity of A
V = sea speed of the vessel in knots or the minimum speed appropriate to the vessel's length as given in 5.3.1, whichever is the
greater
The coefficient in the above equation may be modified only in the
cases of vessels whose sea speeds are in excess of the minima appropriate to their length in the same manner as permitted for the upper
stocks of rudders under 5.3.1.
Steel lower stocks of balanced rudders which have no bottom
bearing are to be of the full diameter to the top of a built-up rudder;
the diameter may be gradually reduced below this point until it is
0.33S1 at the bottom. The length of the neck bearing generally need
not be greater than 1.5S1 and the bearing is to be bushed.
5.3.3 Rudder Couplings
Rudder couplings are to be supported by an ample body of metal
worked out from the rudder stock and are to have flanges of not
less thickness than 0.25S; if keyways are cut in couplings, the thickness is to be increased by the depth of the. keyway; the material
outside the bolt holes is not to be less than two-thirds the diameter
of the bolt; there are to be at least 6 bolts in each coupling, and
the total area in square millimeters or square inches of the bolts is
not to be less than obtained from the following equations. Where
couplings are subjected to both shock and tension, they are to be
a Horizontal Couplings
bolt area = 0.3S3/r
S = diameter of upper stock in mm or in.
r = mean distance of the bolt centers from the center of the system
- of bolts in mm or in.
b Vertical Couplings
0.33S2 = bolt area at the bottom of threads
c Scarphecl Couplings
0.4S 2 = bolt area at the bottom of threads
2.5S = length of scarph
1.75S = width of scarph at top where there are two bolts in
end
2.5S = width of scarph at bottom
0.135 = thickness of scarph tips
SECTION 512 Rudders and
Steering Gears
5.5 Balanced Rudder Scantlings
5.5.1 Steel Rudders
Balanced rudders of uniform streamlined section are to be constructed in way of the axis of the stock to have strength and stiffness
not less than a lower stock as required by 5.3.2. The side plating
for a width equal to twice the required diameter of lower stock may
be taken into account in determining the strength. Rudders of unsymmetrical shape are to have lower stocks as required above and
the details are to be specially considered.
Vertical and horizontal diaphragms are to be fitted within the
rudder, effectively attached to each other and to the side plating.
Side plating and diaphragms are to have thicknesses T as obtained
from the following equation, where A and V have the same values
as in 5.3.2, in association with a spacing of horizontal diaphragms
Sp.
T = (0.177V VA + 6.35) mm
Sp = 2.41 V -VA + 585 min
T = (0.00142V
+ 0.25) in.
Sp = 0.029V VA + 23 in.
The thickness of plating is to be increased at the rate of 0.015 mm
for each mm (0.015 in. for each in.) of spacing greater than given
by the equation, and may be reduced at the same rate for lesser
spacing, except that in no case is the side or bottom plating to be
less than required by 13.3.1 for deep tank plating in association with
a head, h measured to the summer load line, plus 2 mm (0.08 in.).
The thickness of plating and diaphragms is not to be less
than 8 mm (0.31 in.) and diaphragms are not to be spaced more than
610 mm (24 in.) where V VA for metric (inch) units equals 12.20
(40) or less, and their thickness need not exceed 19 mm (0.75 in.) with
a spacing of 840 mm (33 in.) where V VA exceeds 107 (350). Vertical
diaphragms are to be spaced approximately 1.5 times the spacing of
horizontal diaphragms. Diaphragms are to be welded to each other
and to the side plating by fillet welds consisting of 75 mm (3 in.)
increments spaced 150 mm (6 in.) between centers, of appropriate
sizes as given in Table 30.1 for foundations for main engines. Where
inaccessible for welding inside the rudder, it is recommended that
diaphragms be fitted with flat bars and the side plating be connected
to these flat bars by continuous or slot welds. The rudder is to be
watertight.
5.5.2 Aluminum Rudders
Where it is intended to use aluminum for the construction of rudders
the plating thickness is to be obtained by increasing the requirements
for steel rudders by the multiplication factor 0.9Q. The rudder structure in way of the axis of the stock is to have a strength of 0.9Q
times that required for steel rudders and a stiffness 2.6 times that
required for a steel rudder. The arrangement and detail of the cou-
SECTION 513
Rudders and Steering Gears
pling is to provide strength equivalent to that required for steel
couplings and is to be subject to special approval.
5.7 Rudder Stops
Strong and effective rudder stops are to be fitted. Where adequate
positive stops are provided within the gear, structural stops will not
be required. See also 5.11.7.
5.9 Supporting Arrangements
Effective means are to be provided for supporting the weight of the
rudder without excessive bearing pressure. They are to be arranged
to prevent accidental unshipping or undue movement of the rudder
which may cause damage to the steering gear.
5.11 Steering Gears
5.11.1 General
All vessels are to be provided with effective means for steering which
is to be capable of putting the rudder from 35 degrees over to 35
degrees over with the vessel running ahead at the maximum continuous rated shaft rpm. The power-operated gear is to be capable of
putting the rudder over from 35 degrees on either side to 30 degrees
on the other side in 28 seconds with the vessel running ahead at
the maximum continuous rated shaft rpm. In addition an effective
auxiliary means for actuating the rudder is to be provided and when
power-operated is to be capable of putting the rudder from 15
degrees over to 15 degrees over in 60 seconds with the vessel running
ahead at half speed, or seven knots, whichever is the greater.
5.11.2 Plans
Detailed plans of the main and auxiliary steering arrangements are
to be submitted for approval.
5.11.3 Steering-gear Protection
The main steering gear is to be under cover and the auxiliary gear
is to be so protected as to permit of satisfactory operation in bad
weather.
5.11.4 Power-driven Steering Gear
The main steering gear is to be power-driven for vessels over 76 in
(250 ft) in length or when the required upper rudder-stock diameter
is over 228 mm (9 in.). The auxiliary means for steering is to be
power-operated when the required steel upper rudder-stock diameter
is over 356 mm (14 in.). The exact position of the rudder, if poweroperated, is to be indicated at the principal steering station.
SECTION
5.11.5 Auxiliary Means of Steering
a When Not Required An auxiliary means of steering will not
be required where power-operated steering-gear units and connections are fitted in duplicate, or where the main gear is of the dualpower hydraulic type, having two independent pumps and separate
leads to the pump prime movers from the source of power, provided
the attachment to the rudder stock is designed for strength in excess
of the requirement of the Rules.
b Block and Tackle A suitable arrangement of block and tackle
will be acceptable as an auxiliary steering means and when arranged
for operation by means of power-driven winches or similar machinery will be considered an auxiliary power steering gear.
5.11.6 Steadying Means for Rudder
All vessels requiring power gears are to be provided with arrangements for steadying the rudder in the event of an emergency and
when a change of gear is required.
5.11.7 Main Power-gear Stops
Main power gears are to be provided with positive arrangements
for stopping the gear before the rudder stops are reached. These
arrangements are to be synchronized with the rudder stock or the
position of the gear itself rather than with the steering-gear control
system.
5.11.8 Tillers, Quadrants, Yokes, Steering Chains,
Rods and Cables
Tillers, quadrants, yokes, steering chains, rods and cables and all parts
of steering gears subject to shock from the rudder are to be of
materials tested in accordance with the applicable requirements of
Those for main gears are to be so proportioned as to have a strength
equivalent to that of the upper rudder stock required by the Rules.
5.11.9 Tested Materials
Steering chains are to be of approved quality and tested as required
in Section 43 of the "Rules for Building and Classing Steel Vessels,"
the proof tests of which are to form the basis for the design of
sheave-pin details, etc. When steel-wire rope is adopted for steering
gears, it is to be tested in accordance with Section 43 of the "Rules
for Building and Classing Steel Vessels."
5.11.10 Leading-block Sheaves
Lead-block sheaves are to be of ample size, about twice the diameter
of the rudder stock for chain, with pins about three times the area
of the steering chains; these blocks are to be placed to provide as
fair a lead to the quadrant as possible, and to avoid acute angles.
Parts subjected to shock are not to be of cast iron. For sheaves
intended to be used with ropes the radius of the grooves is to be
equal that of the rope, plus 0.8 mm (1/32 in.), and the sheave diameter
is to be not less than fourteen times that of the rope.
SECTION
5.11.11 Buffers
Steering gears other than the hydraulic type are to be designed with
suitable buffer arrangements to relieve the gear from shocks to the
rudder.
5.11.12 Spring Buffers
Spring buffers used with chain-and-rod-type of steering gear are to
be so designed that they will not close solid at seven-eighths of the
proof load of the required chain and the carrier is to be marked
to show the compression at 25% and 50% of the proof load.
5.11.13 Piping Arrangement
The arrangement of piping for hydraulic gears is to be such that
a change of gear can be readily effected. A relief valve is to be
provided for the protection of the hydraulic system. Pressure piping
is to meet the applicable requirements of Section 36 of the "Rules
for Building and Classing Steel Vessels," except that the mill tests
need not be witnessed by the Surveyor, but after fabrication the
piping system or each piping component is to be subjected to a
hydrostatic test equal to 1.5 times the design working pressure. After
installation in the vessel the piping is to be tried out under working
conditions including a check of the relief-valve operation.
5.11.14 Steering Gear Control
Control of the main steering gear is to be provided from the bridge
by mechanical, electrical, hydraulic or other approved means. Where
the steering gear is required to be power operated, two independent
control systems are to be provided. If both are not located on the
bridge, one of the control systems is to be situated at another approved location with a suitable rudder angle indicator and a means
of communicating with the bridge.
5.11.15 Electrical Parts
Electrical parts of steering gears are to meet the applicable requirements of Section 35 of the "Rules for Building and Classing Steel
Vessels."
5.11.16 Trial
The steering gear is to be tried out on the trial trip in order to
demonstrate to the Surveyor's satisfaction that the requirements in
5.11.1 have been met. When a number of vessels having similar
characteristics are building at the same yard and have steering gears
of the same type, a complete test of the gears including the changeover from main to auxiliary gear is to be made at sea on one of
the vessels. If this test is satisfactory, the change-over at sea on the
remaining vessels may be waived, provided satisfactory operation
is demonstrated at the dock.
SECTION
SECTION
6
Longitudinal Strength
6.1 General
Vessels intended to be classed for unrestricted ocean service are to
have longitudinal hull-girder section moduli in accordance with the
requirements of this section. The equations in this section are, in
general, valid for all vessels having depths not less than one-fifteenth
of their lengths, L, and breadths which do not exceed twice their
depths,
all as defined in Section 2. Vessels whose proportions
exceed these limits will be subject to special consideration.
6.3 Longitudinal Hull-girder Strength
6.3.1 Normal-strength Standard
The required hull-girder section modulus at amidships, expressed in
centimeters squared meters or inches squared feet, is to be determined in accordance with the basic modulus SMba3i, obtained from
SMba„ic = fB(Cb + 0.5)(0.9Q)
f = value determined from Table 6.2, appropriate to the vessel's
length, L, as defined in 2.1. Intermediate values of f may be
obtained by interpolation
B = breadth as defined in 2.3 in m or ft
Cb = block coefficient at design draft, based on the length measured
on the design load waterline. Cb is not to be taken as less than
0.62.
Q = material factor as obtained in 2.19.2
The required section modulus SM at amidships to the deck and
bottom is obtained from the equations in Table 6.1, where M, in
units of ton meters or ton feet, is the maximum still-water bending
moment in the governing loaded or ballasted condition and
s = 0.744/Q for metric units (s = 4.72/Q for inch/pound units) in
equations of Table 6.1.
6.3.2 Hull-girder Shearing Stress
In general, the thickness of the side shell and longitudinal bulkhead
plating is to be such that the calculated hull-girder shearing stress
based on still-water conditions does not exceed 0.657/Q tons per
square centimeter (4.17/Q tons per square inch) at the quarter-length
points of the vessel, 0.833/Q tons per square centimeter (5.28/Q tons
SECTION
TABLE 6.1
Required Section Modulus
where: M < 0.706s (SMbatte)
I
m + 0.657 (S.Mbask)
SM = 0.486 —
but in no case is SM to be less than 0.95 (SMbasic)
11
where: 0.706s (SMbuic) < M < s (SMbasie)
SM = SMbask
III
where: M > s
SM = 0.425 + 0.575 (SM..k)
TABLE 6.2
Values of f
Meters
'6121) R8g t
L
f
L
150
197
249
308
371
440
516
80
85
90
100
105
110
115
593
678
773
968
1082
1196
1325
120
125
130
140
145
150
155
1480
1603
1750
2066
2236
2409
2595
L
f
L
f
L
f
250
260
270
280
290
300
310
320
330
340
83
90
98
106
115
124
133
142
152
163
350
360
370
380
390
400
410
420
430
440
174
185
196
208
221
234
248
262
276
291
450
460
470
480
490
500
306
321
337
353
370
387
L
150
160
170
180
190
200
210
220
230
240
SECTION
a'S ctiRg ti 88 V`'4,
Feet
per square inch) at amidships and at the ends. Q is the material factor
as obtained in 2.19.2. Elsewhere the values are to be interpolated
between these two values. The calculated local shearing stress is not
to exceed the critical shearing stress associated with the plate-panel
dimensions. In no case is the thickness of the side shell and bulkhead
plating to be less than indicated elsewhere in these Rules for the
particular type of vessel.
6.3.3 Section-modulus Calculation
In general, the following items may be included in the calculation
of the section modulus, provided they are continuous or effectively
developed, extended throughout the midship 0.4L and gradually
tapered beyond the 0.4L.
Deck plating (strength deck and other effective decks)
Shell and inner-bottom plating
Deck and bottom girders
Plating and longitudinal stiffeners of longitudinal bulkheads
All longitudinals of deck, sides, bottom and inner bottom
In general, the net sectional areas of longitudinal-strength members
are to be used in the hull-girder section-modulus calculations. The
section modulus to the deck or bottom is obtained by dividing the
moment of inertia by the distance from the neutral axis to the molded
deck line at side amidships or to the base line, respectively.
6.5 Strength Decks
6.5.1 Definition
The uppermost deck to which the side shell plating extends for any
part of the length of the vessel is to be considered the strength deck
for that portion of the length, except in way of comparatively short
superstructures, or in way of other superstructures where it may be
desired to adopt the modified scantlings for the side shell (see 15.3)
and the modified requirements for the superstructure deck as given
in 17.1.2. In way of such superstructures, the deck on which the
superstructures are located is to be considered the strength deck.
In general, the effective sectional area of the deck for calculating
the section modulus is to exclude hatchways and other openings
through the deck.
6.5.2 Tapering of Deck Sectional Areas
The deck sectional areas used in the section-modulus calculations
are to be maintained throughout the midship 0.4L in vessels of
normal sheer. The sectional areas may be reduced to one-half the
normal requirement at 0.15L from the ends. In way of a superstructure beyond the midship 0.4L the strength deck area may be reduced
to approximately 70% of the normally required deck area at that
location.
SECTION
6.7 Effective Lower Decks
To be considered effective for use in calculating the hull-girder
section modulus, the thicknesses of the stringer plates and deck
plating are to comply with the requirements of 16.5. The sectional
areas of lower decks used in calculating the section modulus are to
be obtained as described in 6.5.1, but should exclude the cutouts in
the stringer plate in way of through frames. These areas are to be
maintained throughout the midship 0.4L and may be gradually reduced to one-half the midship value at 0.15L from the ends.
6.9 Still-water Bending Moments
In general, still-water bending-moment calculations for the anticipated loaded and ballasted conditions are to be submitted for vessels
having lengths of more than 61 m (200 ft). For smaller vessels, the
necessity of submitting the above calculations will be considered in
each case, taking into account the arrangement, the proposed loading
conditions, etc. Where cargo or ballast are carried using distributions
which depart from a reasonably uniform distribution, the above
calculations are to be submitted in the form of curves showing
hull-girder-shear and bending-moment values along the entire ship
length. Where still-water bending-moment calculations show maximum values outside the midship 0.4L, the amount and distribution
of effective longitudinal material will be subject to special consideration.
6.11 Loading Manual
In general, a Loading Manual is to be prepared and submitted for
review in the case of oil carriers, ore or bulk carriers or liquefied
gas carriers for which still-water bending-moment calculations are
required by 6.9. This manual is to show the effects of various loaded
and ballasted conditions upon longitudinal bending moments, and
is to be furnished to the master of each vessel for guidance. Alternate
methods of obtaining this information will be considered.
6.13 Longitudinal Deck Structures Inboard of Lines of Openings
6.13.1 General
Where deck structures are arranged with two or more large openings
abreast, as shown in Figure 6.1, the degree of effectiveness of that
portion of the longitudinal structure located between the openings
is to be determined in accordance with the following paragraph.
Plating and stiffening members forming these structures may be
included in the hull-girder section-modulus calculation to the extent
indicated in the following paragraphs, provided they are substantially
constructed, well supported both vertically and laterally, and developed at their ends to be effectively continuous with other longitudinal
structure located forward and abaft that point.
SECTION
614
FIGURE 6.1
Hatch Arrangements
1
Triple-hatch arrangement
Twin-hatch arrangement
SECTION
615
6.13.2 Effectiveness
The plating and longitudinal stiffening members of longitudinal deck
structures complying with the basic requirements of the foregoing
paragraph, supported by longitudinal bulkheads, in which the transverse slenderness ratio l/r is not greater than 34 \TO', may be considered as fully effective in the hull-girder modulus. Longitudinal
deck structures, not supported by longitudinal bulkheads, but of a
substantial construction having a slenderness ratio l/r about any axis
not greater than 34 V-(3, based on the span between transverse bulkheads, or other major supports, may be considered as partially effective in accordance with the product of the net section area and the
factor H as derived from Table 6.3 which may be used in the section-modulus calculation.
6.15 Hull-girder Moment of Inertia
The hull-girder moment of inertia of a vessel amidships, expressed
in centimeters squared meters squared or inches squared feet squared,
is to be not less than obtained from the following equation.
I = L(SM)/11.9Q
I = hull-girder moment of inertia of vessel
SM = required hull-girder section modulus of vessel as given in 6.3.1
and corrected as required by Table 6.1 for still-water bending
moments
SECTION
TABLE 6.3
Values of H
Intermediate values of H may be determined by interpolation.
Where the length of the longest cargo bold exceeds 0.8B and there is no
pillar or other supporting member installed at about mid-length of hold,
H should be multiplied by a factor of 0.9.
B = breadth of the vessel as defined in 2.3 in m or ft
I = length in m or ft as shown in Figure 6.1
s = length of deck plating between hatch openings in m or ft
b = width of hatch opening in m or ft
1/B Values
s/b Values
SECTION 6
Minimum Ratio for Vessel
1.2
0.8
0.6
or
less
0.15 minimum
0.30
0.50
0,80
1.20
1.80 and above
0.32
0.38
0.48
0.60
0.72
0.82
0.34
0.43
0.56
0.70
0.81
0.89
0.35
0.47
0.62
0.76
0.86
0.92
SECTION
7
Bottom Structure
7.1 Single Bottoms
7.1.1 Center Keelsons
All single-bottom vessels are to have center keelsons formed of continuous or intercostal center girder plates with horizontal top plates.
When the length of the vessel does not exceed 93 m (305 ft), the
thickness of the keelson and the area of the horizontal top plate are
to be obtained from the following equations. The keelsons are to
extend as far forward and aft as practicable. In vessels not exceeding
61 m (200 ft) in length and having a steep rise of bottom these
requirements may be modified.
a Center-girder Thickness Amidships
t=
0.9(Qo + VQ° )
(0.063L + 5) mm
2
t = "(Q°
) (0.00075L + 0.2) in.
h Center girderThickness at Ends
t = 85% of center keelson thickness amidships
c Horizontal Top-plate Area Amidships
A = 0.9Q(0.168L312 — 8) cm2
A = 0.9.2(0.00441,3/2 — 1.25) in.2
d Horizontal Top-plate Area at Ends
A = 0.9Q(0.127L312 — 1) cm2
A = 0.9Q(0.0033L" — 0.15) in.2
t = thickness of center-girder plate in mm or in.
A = area of horizontal top plate in cm2 or in.2
()a = material factor as obtained in 2.19.1
7.1.2 Side Keelsons
Side keelsons are to be arranged so that there are not more than
2.13 m (7 ft) from the center keelson to the inner side keelson, from
keelson to keelson and from the outer keelson to the lower turn of
bilge; forward of the midship one-half length the spacing of keelsons
SECTION
7 1 Bottom Structure
on the flat of floor is not to exceed 915 mm (3 ft). Side keelsons in
vessels over 76 m (250 ft) in length are to be formed of continuous
rider plates on top of the floors; they are to be connected to the
shell plating by intercostal plates. The intercostal plates are to be
attached to the floor plates. in the engine space the intercostal plates
are to be of not less thickness than the center girder plates. For
vessels whose lengths do not exceed 93 m (305 ft) the scantlings of
the side keelsons are to be obtained from the following equations.
a Side Keelson and Intercostal Thickness Amidships
t = 0.9(90 ± V(5°) (0.063L + 4) mm
2
0.9(Q0 +
)
t=
(0.00075L + 0.16) in.
b Side Keelson and Intercostal Thickness at Ends
t = 0.85 of the thickness amidships
c Side Keelson and Intercostal Horizontal Top Plate Area
Amidships
A = 0.9Q(0.038L3/ 2 + 17) cm2
A = 0.9Q(0.001L3/ 2 + 2.6) in.2
d Side Keelson and Intercostal Horizontal Top Plate Area at Ends
A = 0.9Q(0.025L312 + 20) cm2
A = 0.9Q(0.00065L312 + 3.1) in.2
where t, L and A are as defined in 7.1.1 and 90 as obtained in 2.19.1
and Q as obtained in 2.19.2.
7.1.3 Floor Plates
a Floor Plate SM Floor plates similar to that shown in Figure 7.1
are to be fitted on every frame and each is to be of the scantlings
necessary to obtain a section modulus SM as obtained from the
following equation.
SM = 0.9Q(4.74chs12) cm3
SM = 0.9Q(0.0025chs12) in.3
c = 0.9
h = d or 0.66D whichever is greater
s = spacing of the floors in m or in ft
1 = span in m or ft between the toes of the frame brackets plus
0.30 m (1 ft); where no brackets are fitted the length 1 is to
be taken as the span in m or ft between the intersection of
the top of the floor with the inside of the frame plus 0.30 m
(1 ft); where curved floors are fitted the length 1 may be suitable
modified.
Q = material factor as obtained in 2.19.2 but is not to be taken as
lesS than 1.30 without special consideration.
SECTION 712
Bottom Structure
b Floor Thickness and Depth The floor thickness t is not to be
t = Q(0.006 d f + 2.5) mm
t
Q(0.006 d f + 0.10) in.
The depth of floor at the centerline, d f, is not to be less than 0.072 1
(0.863 in. per foot of span 1). The thickness is to be maintained
throughout the midship one-half length, but may be reduced by 10%
at ends. Floors under engines are to be of ample depth and of not
less thickness than the center girder plate. Forward of the midship
three-fifths length either the depth of the floors or the area of the
flanges or face bars is to be increased; where the machinery is aft
both measures are to be adopted. See 7.11.
7.1.4 Floor Flanges
Floor flanges or face plates are to have sectional areas not less than
required by 7.1.3. They are to be continuous from upper part of
bilge to upper part of bilge with curved floors and across the floor
plate with bracketed floors. The area of the face plates is to be
doubled from bilge to bilge on engine bearer floors and on the floors
forward of the midship three-fifths length where the depth of the
floor is not increased; the increased area is to be obtained with face
plates of increased width and thickness. Alternatively the floors may
be flanged at their upper edges to provide an arrangement of equiva
lent strength. Where engines are aft these requirements apply forward of the midship one-half length and the depth of the floors is
to be increased forward of the midship three-fifths length.
FIGURE 7.1
Single-bottom Floors
d or 0.66D
150 mm
(6 in.
Twice depth of
floor at centerline
SECTION
At least half of
depth at centerline
713 Bottom Structure
150 mm
(6 in.
7.3 Double Bottoms
7.3.1 General
Inner bottoms are to be fitted all fore and aft between the peaks
or as near thereto as practicable in vessels of ordinary design having
lengths of 93 rn (305 ft) and above. Where, for special reasons, it
may be desired to omit the inner bottom throughout or in partial
sections of a vessel, the arrangements are to be clearly indicated on
the plans when first submitted for approval and they are to be
specially considered. It is recommended that the inner bottom be
arranged to protect the bilges as much as possible and that it be
extended to the sides of the vessel forward of the midship three-fifths
length. Details of construction at the ends of partial double bottoms
are to be clearly shown on the plans submitted for approval.
7.3.2 Center Girders
Center girders are to extend as far forward and aft as practicable
and they are to be attached to the stern frame. The plates are to
be continuous within the midship three-quarters length; elsewhere
they may be intercostal between the floors. Where double bottoms
are to be used for fuel oil or fresh water, the girders are to be intact,
but need not be tested under pressure; this reqwirement may be
modified in narrow tanks at the ends of the vessel or where other
intact longitudinal divisions are provided at about 0.25B from the
centerline. Where the girders are not required to be intact, manholes
may be cut in every frame space outside the midship three-quarters
length; they may be cut in alternate frame spaces within the midship
three-quarters length in vessels under 90 m (300 ft) in length provided
the depth of the hole does not exceed one-third the depth of the
center girder; manholes within the midship three-quarters length in
vessels 90 m (300 ft) in length and above are to be compensated for
and specially approved.
7.3.3 Center-girder Plates
Center-girder plates are to be of the thickness t and depths dDB given
by the following equations between the peak bulkheads. Where the
center girder forms a tight boundary the plate thickness is to be not
less than that required by 13.3.1. In peaks the center-girder plates
are to be of the thickness of the peak floors. Where longitudinal
framing is adopted, the center-girder plate is to be suitably stiffened
between floors. The ends of the stiffeners are to be attached to
brackets or flat bars extending to the adjacent longitudinals, except
that, where the depth of double bottom is not excessive, the ends
of the stiffeners may be sniped. Where the center girder forms a tight
boundary, the stiffeners are to comply with 13.3.2 and a c value of
1.35 is to be used in 13.3.2 for stiffeners having sniped ends. Docking
brackets are to be provided where the spacing of floors exceeds 2.28 m
(7.5 ft). Where special arrangements such as double skins or lower
wing tanks effectively reduce the unsupported breadth of the double
SECTION
FIGURE 7.2
Double-bottom Open Floors
d or 0.66D
h For bottom frame and
reverse bars with struts
•
1
h For reverse bars
without struts
FIGURE 7.3
Double-bottom Solid Floors
bottom in association with closely spaced transverse bulkheads, the
depth of center girder may be reduced by substituting for B the
distance between sloping plating of the wing tanks at the innerbottom plating level or between the inner skins. Where this distance
is less than 0.9B, an engineering analysis for the double bottom
structure may be required. Where the length of the cargo hold is
greater than 1.2 times B, the thickness and depth of center-girder
plates are to be specially considered.
a Thickness Amidships
t = 0/9020 +
° (0.056L + 5.5) mm
where L < 152.5 m
0.9(Q0 + VC) )
° X 0.00067L + 0.22) in. where L < 500 ft
b Thickness at Ends
85% of that given for amidships
SECTION
c Depth
where L < 152.5 m
mm
where L < 500 ft
cips = 1.15(0.384B + 4.13 -\fir) in.
B = breadth of vessel as defined in 2.3 in m or ft
d = molded draft of vessel at the summer load line in m or ft
= material factor as obtained in 2.19.1 but is not to be taken
as less than 1.30 without special consideration.
= 1.15(32B + 190
7.3.4 Pipe Tunnels
Pipe tunnels may be substituted for center girders provided the sides
of the pipe tunnels have not less thickness than required by 7.3.5a,
increased by 1.5 mm (0.06 in.). The arrangement and details of construction of pipe tunnels are to be clearly shown on the plans submitted for approval. Pipe tunnels are to be suitably stiffened. The
stiffeners and plating are to be in accordance with Section 13.
7.3.5 Solid Floors
Solid floors of the thicknesses obtained from the following equations
in a and b are to be fitted on every frame under machinery bearers,
under the outer ends of bulkhead stiffener brackets and at the forward end (see 7.11); elsewhere they may have a maximum spacing
of 3.66 m (12 ft) in association with intermediate open floors or
longitudinal framing of bottom or inner bottom. With the latter, the
floors are to be of the thickness required in the engine space and
are to have stiffeners at each longitudinal. When partial floors are
fitted on every frame outboard, the outboard portion of solid floors
and the partial floors may be of thickness required for normal floors.
a Floors, Side Girders and Brackets in Engine Space
t=
t =
0.9(Q0
+ \fa, ) (0.036L + 6.2) mm
2
"(Q° VQ° ) (0.00043L + 0.24) in.
2
where L < 152.5 m
where L < 500 ft
b Floors, Side Girders and Brackets Elsewhere
t=
0.9(Qo
+ V-6
) (0.036L + 4.7) Mai
2
= 0.9(Qo +
t
2
) (0.00043L + 0.18) in.
where L < 152.5 m
where L < 500 ft
t = thickness in mm or in.
Qo = material factor as obtained in 2.19.1 btit is not to be taken as
less than 1.30 without special consideration.
SECTION
7.3.6 Tank End Floors
Tank end floors are to be of not less thickness than required by 7.3.5a.
They are also to meet the requirements of 13.3.1 and are to be so
arranged that the subdivision of the double bottom generally corresponds to that of the vessel.
7.3.7 Floor Stiffeners
Stiffeners spaced not more than 1.53 m (5 ft) apart are to be fitted
on solid floors forward and on every solid floor in ships of 85 m
(280 ft) length and above. The ends of stiffeners are to be sniped. The
stiffeners on tank end floors are to comply with 13.3.2 and in transversely framed vessels the ends of the stiffeners are to be attached
to brackets or flat bars extending to the adjacent bottom or reverse
frame, except that where the depth of double bottom is not excessive
the ends of the stiffeners may be sniped and a c value of 1.35 is to
be used in 13.3.2 for tank end floor stiffeners having sniped ends.
7.3.8 Open Floors
Open floors in accordance with this paragraph are to be fitted at
each frame between the solid floors where the solid floors are not
fitted on every frame as permitted by 7.3.5.
a Frames and Reverse Frames Each frame and reverse frame
similar to that shown in Figure 7.2, in association with the plating
to which it is attached, is to have a section modulus SM as obtained
from the following equation.
SM = 0.9Q(7.9chs/2) cm3
SM = 0.9Q(0.004Ichs/2)
s = spacing of frames in m or in ft
h = distance in m or in ft from the keel to the load line, or twothirds of the distance to the bulkhead or freeboard deck, or
to the top of a deep tank, whichever is greatest. In the case
of reverse bars without struts the distance may be measured
from the top of the double bottom.
c = 1.0. Where struts are fitted in accordance with 7.3.11 and
spaced not more than 1.53 m (5 ft), c may be taken as 0.5.
1 = distance in m or in ft between the connecting brackets on the
centerline girder and the margin plate plus 0.09 m (0.30 ft);
where side girders are fitted as specified by 7.9, it is the greatest
distance between supports given by intercostals and brackets
plus 0.09 m (0.30 ft). If effective struts are fitted and where the
tank top is intended to be uniformly loaded with cargo, c may
be taken as 1.00 and the length, 1 may be taken as 60% of the
greatest distance between supports given by intercostals and
brackets as determined above.
7.3.9 Center and Side Brackets
Center and side brackets are to overlap the frames and reverse frames
SECTION
for a distance equal to 0.05B; they are to be of the thickness required
for solid floors in the same location and are to be flanged on their
outer edges.
7.3.10 Struts
The permissible load, Wa, for struts is to be determined in accordance
with Section 11.3.1. The calculated load, W is to be determined
by W = 1.07phs in metric tons or W = 0.03phs in long tons where
s and h have the values as defined in 7.3.8a and p is equal to the
distance in m or ft between the center of the struts.
7.3.11 Bottom Longitudinals
Each bottom longitudinal frame similar to that shown in Figure 7.3,
in association with the plating to which it is attached, is to have
section modulus SM as obtained from the following equation.
SM = 0.9Q(7 .9chs12 ) cm3
SM = 0.9Q(0.0041chs/2) in.3
h = distance in m or ft from the keel to the load line, or two-thirds
of the distance to the bulkhead or freeboard deck or to the top
of a deep tank, whichever is the greatest
s = spacing of longitudinals in m or ft
1 = distance in m or ft between the floors. The value of 1 is not
to be taken as less than 1.83 m (6 ft).
c = 1.30. Where effective struts are fitted, the value of c may be
taken as 0.715 and in such cases, the value of 1 is to be the
distance in meters or in feet between floors, but is not to be
taken as less than 2.44 m (8 ft).
Where the spacing of floors exceeds 2.44 m (8 ft), struts of the sizes
required for struts in open floors are to be fitted between the bottom
and inner-bottom longitudinals midway between the floors
7.3.12 Inner-bottom Longitudinals
Inner-bottom longitudinals are to have values of SM not less than
85% of that required for the bottom longitudinals.
7.3.13 Continuous Longitudinals
Bottom and inner-bottom longitudinals are to be continuous or attached at their ends to effectively develop the sectional area and
the resistance to bending. In general this is to be complied with by
the use of full-depth brackets attached to both bottom and inner
bottom longitudinals and fitted in line on each side of the continuous
transverse member.
7.5 Inner-bottom Plating
7.5.1 Inner-bottom Plating
Inner-bottom plating is not to be of less thickness t than obtained
SECTION
78
Bottom Structure
from a, b and c below, in way of double bottom tanks the requirements of 13.5 are also to be complied with. Where there is no ceiling
under hatchways, the thickness is to be increased 3.0 mm (0.11 in.)
a Engine Space
where L < 152.5 m
t
=
0.9(Q, +
2
)
(0.037L + 0.009s + 1.5) mm
where L < 500 ft
t=
0.9(Q0 + VQ°
(0.000445.L + 0.009s + 0.06) in.
s = frame spacing in mm or in.
Qo = material factor as obtained in 2.19.1 but is not to be less than
1.30 without special consideration
b Elsewhere Elsewhere the thickness of the inner-bottom plating
may be 2.0 mm (0.08 in.) less than that required for engine spaces.
c Longitudinally-framed Bottom For vessels with longitudinally-framed bottom, the minimum thickness of inner-bottom plating, as obtained above, may be reduced by 1 mm (0.04 in.).
7.5.2 Center Strakes
Center strakes are to have a thickness determined from 7.5.1; in way
of pipe tunnels the thicknesses may be required to be suitably increased.
7.5.3 in Way of Engine Bed Plates or Thrust Blocks
In way of engine bed plates or thrust blocks which are bolted directly
to the inner bottom, the plating is to be at least 25.5 mm (1.0 in.)
thick; the thickness is to be increased according to the size and power
of the engines. Holding-down bolts are to pass through angle flanges
of sufficient breadth to take the nuts.
7.5.4 Margin Plates
Where the margin plate is approximately vertical, the plate amidships is to extend for the full depth of the double bottom with a
thickness as obtained from the equation in 7.5.1a. Where approximately horizontal, margin plates may be of the thickness of the
adjacent tank-top plating.
7.7
Hold Frame Brackets
Brackets connecting hold frames to margin plates are to be of not
less thickness than required for floors in the engine space; they are
to be flanged on their upper edges; where the shape of the vessel
requires exceptionally long brackets, they may be required to be
SECTION
increased in thickness and additional stiffness is to be provided by
increasing the flange area or by fitting fore and aft angles across
the top of the flanges. Where the double bottom is longitudinally
framed, brackets are to be fitted below the margin at every transverse
frame between floors, extending to the outboard longitudinals, and
the edges of the brackets are to be suitably stiffened.
7.9 Side Girders
Amidships and aft side girders of the scantlings obtained from 7.3.5
are to be so arranged that the distance from the center girder to
the first side girder, between the girders, or from the outboard girder
to the center of the margin plate does not exceed 4.57 m (15 ft). At
the fore end they are to be arranged as required by 7.11. Additional
full- or half-depth girders are to be fitted beneath the inner bottom
as required in way of machinery and thrust seatings and beneath
wide-spaced pillars. Where the bottom and inner bottom are longitudinally framed, this requirement may be modified, and the side
girders are to be suitably stiffened between floors, the ends of the
stiffeners are to be sniped where side girders do not form tight
boundaries.
7.11 Fore-end Strengthening
7.11.1 Extent of Strengthening
The increased scantlings as obtained from 15.5.3 and the arrangements for strengthening on the flat of the bottom forward as mentioned elsewhere in the Rules and as described in this paragraph
apply forward of the midship three-fifths length in vessels of ordinary
form with machinery amidships. Where the machinery is aft, or
where the vessel has relatively high speed, these requirements may
be extended to apply forward of the midship one-half length. See
also 7.11.3. Strengthening on the flat of bottom forward is to be
provided by one of the following methods, or the equivalent.
7.11.2 Solid Floors and Side Girders
Solid floors are to be fitted on every frame. Additional full-depth and
half-depth side girders are to be introduced so that the spacing of
full-depth girders forward of the midship one-half length does not
exceed 2.13 m (7 ft) and so that the spacing of alternating half- and
full-depth side girders forward of the midship three-fifths length does
not exceed 1.07 m (3.5 ft).
7.11.3 Longitudinal Frames and Deep Girders
When longitudinal framing is adopted for the bottom and inner
bottom, the additional half-depth girders may be omitted and the
normal longitudinals continued as far forward as practicable at not
more than their spacing amidships. One or more full-depth girders,
suitably spaced, may be required. Forward of the midship one-half
SECTION
length, the spacing of solid floors is to be closed up to half the spacing
of the solid floors amidships but no greater than 1.52 m (5.0 ft).
Alternatively, longitudinals of increased size may be adopted. The
arrangement of solid floors and the extent of fore-end strengthening
on vessels of high speed and fine form will be specially considered.
7.13 Structural Sea Chests
Where the inner-bottom or the double-bottom structure form part
of a sea chest, the thickness of the plating is to be not less than
that of the shell plating in the same location in association with the
same stiffener spacing.
7.15 Drainage
Efficient arrangements are to be provided for draining water which
may gather on the inner bottom. Where wells are fitted for such
purpose, it is recommended that, with the exception of the after
tunnel well, such wells are not to extend for more than one-half the
depth of the double bottom nor to less than 460 mm (18 in.) from
the outer shell or from the inner edge of the margin plate and are
to be so arranged as to comply with Section 36 of the "Rules for
Building and Classing Steel Vessels." Thick plates or other approved
arrangements are to be provided in way of sounding pipes to prevent
damage by the sounding rods. Plating forming drain wells is to be
of the thickness of tank-end floors plus 6.5 mm (0.25 in.), but the total
thickness need not exceed 25.5 mm (1.0 in.). This requirement may
be modified where corrosion-resistant material is used.
7.17 Manholes and Lightening Holes
Manholes and lightening holes are to be cut in all nontight members,
except in way of wide-spaced pillars to ensure accessibility and
ventilation; the proposed locations and sizes of holes are to be indicated on the plans submitted for approval. Manholes in tank tops
are to be sufficient in number to secure free ventilation and ready
access to all parts of the double bottom; care is to be taken in locating
the manholes to avoid the possibility of interconnection of the main
subdivision compartments through the double bottom insofar as
practicable. Covers are to be of aluminum alloy or equivalent material and where no ceiling is fitted in the cargo holds, they are to
be effectively protected from damage by the cargo.
7.19 Air and Drainage Holes
Air and drainage holes are to be cut in all parts of the structure
to ensure the free escape of air to the vents and the free drainage
to the suction pipes.
SECTION
7.21 Testing
Double bottoms are to be tested with a head of water up to the
freeboard deck, the bulkhead deck, or to the highest point to which
the contents may rise under service conditions, whichever is highest.
This test may be made either before or after the vessel is launched.
Any cement work, ceiling, etc. is not to be applied until after testing
is completed. Air pipes, sounding pipes and all other connections
outside the double bottom are to be fitted before testing. Where
engines or thrust blocks are bolted directly to the inner bottom, the
tanks in way of same are to be tested after the machinery is fitted
in place.
SECTION
SECTION
8
Frames
8.1 General
8.1.1 Basic Considerations
The sizes and arrangements of frames are to be as required by this
section and as shown in Figure 8.1; the equations apply to vessels
which have well-rounded lines, normal sheer and bulkhead support
not less effective than that specified in Section 12. Additional stiffness
will be required where bulkhead support is less effective, where sheer
is excessive or where the areas of flat surface are abnormally large.
Frames are not to have less strength than is required for bulkhead
stiffeners in the same location in association with heads to the bulkhead deck and in way of deep tanks they are not to have less strength
than is required for stiffeners on deep-tank bulkheads. Framing
sections are to have sufficient thickness and depth in relation to the
spans between supports.
8.1.2 Frames
Each flanged plate, rolled shape or built-up section having a section
modulus SM in cm3 or ins, in association with the plating to which
it is attached, not less than obtained from 8.5, may be used. '
FIGURE 8.1
Zones of Framing
SECTION
811
Frames
FIGURE 8.2
Hold Frames
Minimum
2.44m
(8 ft)
Type
Bhd deck]
h,
Type
B.
b
1 Minimum
2.10 m (7 ft)
0.'51
SECTION 812 Frames
8.1.3 Holes in Frames
The calculated section moduli for frames are based upon the intact
section being used. Where it is proposed to cut holes in the outstanding flanges or large openings in the webs of any frame, the net
section is to be used in determining the section modulus for the
frame, in association with the plating to which it is attached.
8.3 Frame Spacing
The standard frame spacing S amidships for vessels with transverse
framing may be obtained from the following equation. The spacing
in the peaks and the distance from the stem to the first frame generally are not to exceed 610 mm (24 in.) or the standard frame spacing
amidships, whichever is less; fore-end spacing is to be increased
gradnally to midship spacing. In vessels of fine form, high power,
or with straight lines, the requirements for closer spacing are to be
suitably extended. The spacing of cant frames is not to exceed the
standard frame spacing.
S = 2.08L + 438 mm
S = 0.025L + 17.25 in.
for L < 152.5 m
for L < 500 ft
8.5 Hold Frames
8.5.1 Transverse Frames
The section modulus SM of transverse frames amidships and aft below
the lowest tier of beams is to be obtained from the following equation
where 1 is the span in m or ft as shown in Figures 8.2, 8.3 and 8.4
between the toes of brackets. Where beam knees are fitted on alternate frames, 1is to be increased by one-half of the depth of the beam
knee in m or ft. The value of l for use with the equation is not to
be less than 2.10 m (7 ft).
a Midship Frames
SM = 0.9Qs12(h + bhi /33)(7 + 45//3) cm3
SM = 0.9Qsl2(h + bhi/100)(0.0037 + 0.84/0)
s = frame spacing in m or ft
b = horizontal distance in m or ft from the outside of the frames
to the first row of deck supports
h = vertical distance in m or ft from the middle of 1 to the load
line or 0.41, whichever is the greater. In way of deep tanks,
h is not to be less than the distance from the middle of 1 to
the deck forming the top of tank.
= vertical distance in m or ft from the deck at the top of the
frame to the bulkhead or freeboard deck plus the height of
all cargo 'tween-deck spaces and one-half the height of all
passenger spaces above the bulkhead or freeboard deck, or plus
2.44 rn (8 ft) if that be greater
SECTION
813 Frames
FIGURE 8.3
Hold Frames
/ Minima
2.10 m (7
SECTION
8 4 Frames
b Deck Longitudinals with Deep Beams Where the decks are
supported by longitudinal beams in association with wide-spaced
deep transverse beams, the value of h1 for the normal frames between
the deep beams may be taken as equal to zero; for the frames in
way of the deep beams, the value of h1 is to be multiplied by the
number of frame spaces between the deep beams.
c Sizes Increased for Heavy Load Where frames may be subject
to special heavy loads, such as may occur at the ends of deep transverse girders which in turn carry longitudinal deck girders, the section moduli are to be suitably increased in proportion to the extra
load carried.
d Small Vessels Where the bulkhead deck is the lowest deck and
L is less than 61 m (200 ft), the section modulus obtained from 8.5.1
may be taken as 0.66SM; where L is over 61 m (200 ft) but less
than 91.5 m (300 ft), the section modulus may be (SM)L/91.5
[(SM)L/300)]; where L is 91.5 m (300 ft) and above, the full value
of the section modulus is to be used.
8.5.2 Raised Quarter Decks
In way of raised quarter decks, t is to be the corresponding midship
span in way of the freeboard deck plus one-half the height of the
raised quarter deck and the other factors are to be that obtained
for midship frames in way of the freeboard deck.
8.5.3 Fore-end Frames
Fore-end frames between the midship one-half and the midship
three-quarters length are to have section moduli obtained from 8.5.1,
where 1 is to be the corresponding midship span plus one-half the
sheer at 0.125L from the stem; the other factors are to be those
obtained for midship frames adjusted for spacing if required. Where
there is no sheer, no increase is required. In deep tanks, the unsupported span of frames is not to exceed 3.66 m (12 ft).
8.5.4 Panting Frames
Panting frames between the midship three-quarters length and the
forepeak bulkhead in vessels which have effective panting arrangements as per 8.5.7 are to have section moduli as obtained from 8.5.1,
where 1 is to be the corresponding midship span plus the sheer in
m or ft at 0.125L from the stem. In vessels having normal sheer,
the other factors in 8.5.1 are to be the same as those used for midship
frames, adjusted for spacing if required. Where there is no sheer,
the value of SM in 8.5.1 is to be at least 25% greater than obtained
for corresponding midship frames, adjusted for spacing; where the
sheer is less than normal, the increase is to be proportionate. Panting
frames are to have depths not less than 1/12th of the actual span in
m or ft.
SECTION
815 Frames
FIGURE 8.4
Hold Frames
=
Minimum
2.44 m
(8 ft)
Type
h Where hhd
deck is crown
of deep tank
h Minimum
©.41
1 Minimum
2.10 m
(7 ft)
0.51
SECTION
816 Frames
8.5.5 Side Stringers
Where stringers are fitted in accordance with this paragraph, the
SM in 8.5.1, 8.5.2, and 8.5.3 above may be reduced 20% where 1
exceeds 2.74 m (9 ft) and the stringers are arranged so that there is
not more than 2.10 m (7 ft) of unbroken span at any part of the girth
of the hold framing. Stringers are to be at least as deep as the frames
and are to have continuous face plates.
8.5.6 Frames with Web Frames and Side Stringers
Where frames are supported by a system of web frames and side
stringers of the sizes and arrangement obtained from Section 9, the
section modulus is to be determined in accordance with 8.5.1, 8.5.3,
and 8.5.4, but the length 1 may be taken as the distance from the
toe of the bracket to the lowest stringer plus 0.15 m (0.5 ft); the value
of 1 for use with the equations is not to be less than 2.10 rn (7 ft).
8.5.7 Panting Webs and Stringers
Abaft the forepeak and forward of the after-peak, panting arrangements are to be provided as may be required to meet the effects
of sheer and flatness of form. Where panting beams are fitted, the
frames between the beams are to be efficiently connected to stringer
plates along the inside of the frames. Where beams are not fitted,
web frames are to be fitted at a gradually increasing spacing aft of
the forepeak bulkhead and it is recommended that the first frame
abaft the forepeak bulkhead be increased in size. Narrow stringers,
similar to those described in 8.5.5, are to be fitted in this area in
line with the stringers in the forepeak. At the after end, where owing
to the shape of the vessel, the frames have longer unsupported spans
than the normal midship frames, stringers or frames of increased size
may be required.
8.7 Forepeak Frames
8.7.1 General
Forepeak frames are to be efficiently connected to deep floors of
not less thickness than obtained from 7.3.5 for floors in engine space;
the floors are to extend as high as necessary to give lateral stiffness
to the structure and are to be properly stiffened on their upper edges.
Care is to be taken in arranging the framing and floors to assure
no wide areas of unsupported plating adjacent to the stem. Angle
ties are to be fitted as required across the tops of the floors and across
all tiers of beams or struts to prevent vertical or lateral movement.
Breast hooks are to be arranged at regular intervals at and between
the stringers above and below the waterline. In general, the frames
above the lowest deck are to be of the same sizes as required below,
but in vessels having large flare or varying sheers on the different
decks, with unusually long frames, stringers and webs above the lowest
deck or suitably increased frames may be required.
SECTION
8 7 Frames
8.7.2 Frame Scantlings
The section modulus SM of frames is to be obtained as follows for
three different systems of construction.
a Beams on Alternate Frames In vessels where beams on alternate frames, in conjunction with flanged stringer plates of the sizes
given in 9.5.2, are fitted in tiers at intervals of not more than 1.80 m
(6 ft) apart, and the distance from the lowest tier to the top of the
floor is not more than 1.57 m (5,14 ft), the section modulus SM of each
peak frame is to be obtained from the following equation.
SM = 0.9Q(3.7sL — 9.0) cm3
SM = 0.9Q(0.021sL — 0.55) in.3
for L < 152.5 m
for L < 500 ft
b Beams or Struts on Every Frame Where beams or struts are
fitted on every frame (but without stringer plates) in tiers 1.30 m
(4.3 ft) apart, the section modulus SM of the frames is not to be less
than determined by the above equation, nor is the section modulus
to be less than obtained from the following equation where 1 is the
length, in m or ft, of the longest actual span of the peak frame from
the toe of the lowest deck beam knee to the top of the floor.
SM = 0.9Q(0.025L — 0.44)(7 + 45/13)12 cm3
for L < 152.5 m
SM = 0.9Q(0.085L — 5)(0.0037 + 0.84/13)12 in.3 for L < 500 ft
c No Beams or Struts Fitted Where no beams or struts are fitted,
the section modulus of frames is not to be less than that determined
by the equation in subparagraph a nor is the section modulus to be
less than twice that obtained from the equation in subparagraph b
in association with a length 1 as defined in subparagraph b.
d Struts Struts, where fitted, are generally to be equivalent to
channels having an area approximately the same as the fore peak
frames.
8.9 After-peak Frames
8.9.1 General
After-peak frames are to be efficiently connected to deep floors of
not less thickness than obtained from 7.3.5 for floors in engine space;
the floors are to extend as high as necessary to give lateral stiffness
to the structure and are to be properly stiffened with flanges. Angle
ties are to be fitted across the floors and tiers of beams or struts
as required to prevent vertical or lateral movement.
SECTION
818
Frames
8.9.2 Frame Scantlings
The section modulus SM of each frame is to be obtained from the
following equation, in association with deep floors, tiers of beams,
stringers or struts arranged so that there are not more than 2.1 m
(6.9 ft) between supports at any part of the girth of the frame.
SM = 0.9Q(2.79sL — 36) cm3
SM = 0.9Q(0.016sL — 2.2) in.3
8.9.3 Vessels of High Power and Fine Form
For vessels of high power or fine form, a number of plate floors
extending to the lowest deck or flat and suitably supported longitudinally, web frames in the 'tween decks or other stiffening arrangements may be required in addition to the requirements of 8.9.1 and
8.9.2.
8.11 'Tween-deck Frames
8.11.1 General
The size of 'tween-deck framing is dependent on the standard of
main framing, arrangement of bulkhead support, requirements of
special loading, etc. In the design of the framing, consideration is
to be given to the provision of a reasonable degree of continuity
in the framing from the bottom to the top of the hull; the standard
is also contingent upon the maintenance of general transverse stiffness by means of efficient partial bulkheads in line with the main
hold bulkheads or by the extension of deep frames at regular intervals
to the tops of superstructures.
8.11.2 Superstructure 'Tween-deck Frames
Superstructure 'tween-deck frames within the midship three-fifths
length need only extend to the superstructure deck on alternate
frames in cases where the frames have sufficient strength and stiffness,
the freeboard deck beams are on every frame, the superstructuredeck beams are on alternate frames, the normal frame spacing does
not exceed 610 mm (24 in.) and the thickness of the superstructure
side plating is not less than required for side shell plating amidships
by 15.3, nor than obtained from equation 3 in 16.5.1a. In other cases,
the frames are to be fitted on every frame. At the ends of partial
superstructures, frames are to be fitted on every frame. Care is to
be taken that the strength and stiffness of the framing at the ends
are proportioned to the actual unsupported length of the frame and
not merely to the vertical height of 'tween decks. Panting arrangements, comprised of webs and stringers, may be required in way
of the forecastle side plating to meet the effects of flare.
SECTION
8f9 Frames
8.1L3 'Tween-deck Frames
The section modulus SM of each 'tween-deck frame is to be obtained
from the following equation, where 1 is the 'tween-deck height in
m or ft and where s is equal to the spacing of the frames in m or
ft and K is a factor appropriate to the length of vessel and type
of 'tween decks A, B, C or D as shown in Figures 8.2, 8.3 and 8.4.
'Tween-deck frames forward of 0.125L from the stem are to be based
on type B.
SM = 0.9Q(7 + 45//3)s/21( cm3
SM = 0.9Q(0.0037 + 0.84//3)8/21( in.3
K factor that depends on the type of 'tween deck
Type A K = 0.022L — 0.47
for L < 152.5 m
K = 0.022L — 1.54
for L < 500 ft
Type B K = 0.034L — 0.56
for L < 152.5 m
K = 0.034L — 1.84
for L < 500 ft
Type C K = 0.036L — 0.09
for L < 152.5 m
K = 0.036L — 0.29
for L < 500 ft
Type D K = 0.029L + 1.78
for L < 152.5 m
K = 0.029L + 5.84
for L < 500 ft
L = length of the vessel as defined in 2.1 in m or ft
Q = material factor obtained in 2.19.2
8.13 Machinery Space
Care is to be taken to provide sufficient transverse strength and
stiffness in the machinery space by means of webs, plated through
beams, and heavy pillars in way of deck openings and casings.
SECTION
8110 Frames
SECTION
9
Web Frames and Side Stringers
9.1 General
Web frames and side stringers, similar to those shown in Figure 9.1,
where fitted in association with transverse frames of the sizes specified in 8.5.6, are to be of the sizes as required by this section. It
is recommended that the lowest stringer be not more than 2.10 m
(7 ft) above the top of the floors and that the distance between the
stringers be not more than 2.44 m (8 ft). Webs and stringers are not
to have less strength than would be required for similar members
on watertight bulkheads and in way of deep tanks they are to be
at least as effective as would be required for similar members on
deep-tank bulkheads.
9.3 Web Frames
9.3.1 Hold Web Frames Amidships and Aft .
Each hold web frame amidships and aft is to have a section modulus
SM not less than obtained from the following equation.
SM = 4.7 4cs12(h Nil /45K )0.9Q cm3
SM = 0.0025cs12(h bhi/150K )0.9Q in.3
c = 1.5
s = spacing of the web frames in m or ft
h = vertical distance in m or ft from the middle of 1 to the load
line, the value of h is not to be less than 0.51
h1 = vertical distance in m or ft from the deck at the head of the
web frame to the bulkhead or freeboard deck plus the height
of all cargo 'tween-deck spaces and one-half the height of all
passenger spaces above the bulkhead or freeboard deck or plus
2.44 m (8 ft) if that be greater
b = horizontal distance in m or ft from the outside of the frame
to the first row of deck supports
1 = span in m or ft at amidships measured from the line of the
inner bottom (extended to the side of the vessel) to the deck
at the top of the web frames. Where effective brackets are
fitted, the length 1 may be modified as outlined in 9.3.2
K = 1.0, where the deck is longitudinally framed and a deck transverse is fitted in way of each web frame
= number of transverse frame spaces between web frames where
the deck is transversely framed
SECTION
911 Web Frames and Side Stringers
Q = material factor obtained in 2.19.2 but is not to be taken as
9.3.2 Hold Web Frames Forward of the Midship One-half Length
Hold web frames forward of the midship one-half length are to be
obtained as described in 9.3.1, but the length 1 is to be increased in
proportion to the increase in length due to sheer. Where the sheer
is not less than normal, the other factors in 9.3.1 are to be the same
as used for midship webs. Where there is no sheer, the value of SM
for the webs forward of the midship three-quarters length is to be
increased 25%©; where the sheer is less than normal, the increase is
to be proportionate.
9.3.3 Brackets of Girders, Webs and Stringers
Where brackets are fitted having thicknesses not less than the girder
or web plates, the value for 1 as defined in Sections 9, 11, 12 and
13 may be modified in accordance with the following.
a Where the face area on the bracket is not less than one-half
that on the girder or web and the face plate or flange on the girder
or web is carried to the bulkhead or base, the length 1 may be
measured to a point 150 mm (6 in.) on to the bracket.
b Where the face area on the bracket is less than one-half that
on the girder or web and the face plate or flange on the girder or
web is carried to the bulkhead or base, 1 may be measured to a point
where the area of the bracket and its flange, outside the line of the
girder or web, is equal to the flange area on the girder.
c Where the face plate or flange area of the girder or web is
carried along the face of the bracket, which may be curved for the
purpose, 1 may be measured to the point of the bracket.
d Brackets are not to be considered effective beyond the point
where the arm on the girder or web is 1.5 times the length of the
arm on the bulkhead or base; in no case is the allowance in 1 at
either end to exceed one-quarter of the over-all length of the girder
or web.
9.3.4 Proportions
Hold webs are to have a depth of not less than 0.1441 (1.72 in. per
foot of span 1); the thickness is not to be less than Q(0.008d + 2.5) mm
or Q(0.008d + 0.10) in., where Q is the material factor as obtained
in 2.19.2 but is not to be taken as less than 1.30 without special
consideration and d is the depth of the web in mm or in.
9.3.5 Stiffeners or Tripping Brackets
Stiffeners or tripping brackets are to be fitted on deep webs as may be
required; where the breadth of the flange or either side of the web
exceeds 150 mm (6 in.), the brackets are to be arranged to support
the flanges at intervals of about 2.25 m (7.4 ft).
SECTION 912
FIGURE 9.1
Hold Web-frame Arrangements
Minimum
2.44 m
(8 ft)
0.51
SECTION 913
9.3.6 End Connections
End connections of all girders, webs and stringers should be balanced
by effective supporting members on the opposite side of bulkheads, tank
tops, etc., and their attachments are to be effectively welded.
9.5 Side Stringers
9.5.1 Hold Stringers
a Strength Requirements Each hold stringer, in association with
web frames and transverse frames, is to have a section modulus SM
as obtained from the following equation.
SM = 0.9Q(4.74chs12) cm3
SM = 0.9Q(0.0025chs/2) in.3
c = 1.50
s = sum of the half lengths in m or ft (on each side of the stringer)
of the frames supported
h = vertical distance in m or ft from the middle of s to the load
line, or to two-thirds of the distance from the keel to the
bulkhead deck, or 1.8 m (6 ft), whichever is greatest
1 = span in m or ft between web frames, or between web frame
and bulkhead; where brackets are fitted the length 1 may be
modified
b Proportions Hold stringers are to have a depth of not less
than 0.144/ (1.72 in. per ft of span 1); in general, the depth is not
to be less than 3 times the depth of the slots or the slots arc to be
fitted with filler plates; the thickness is not to be less than that
deter mined by the equation in a for stringers in peaks nor less than
required by 9.3.4.
9.5.2 Peak Stringers
a Peak Stringer- plate Thickness The peak stringer plate thickness
t is not to be less than as obtained from the following equation.
0.9(Q + V(5)
(0.014L + 7.2) mm
2
0.9(Q + V(i)
t=
(0.00017L + 0.28) in.
2
t=
for L < 152.5 m
for L < 500 ft
SECTION 914 Web Frames and Side Stringers
b Peak Stringer-plate Breadth The peak stringer plate breadth
b is not to be less than as obtained from the following equation.
b=
b=
b=
b=
8.15L + 6 inm
2.22L + 600 mm
0.098L + 0.25 in.
0.027L + 23.5 in.
for L < 100 m
for 100 < L < 152.5 m.
for L < 330 ft
for 330 < L < 500 ft
9.5.3 Stiffeners and Tripping Brackets
Stiffeners are to extend for the full depth of the stringer on alternate
frames and tripping brackets are to be fitted at intervals of about
2.25 m (7.3 ft). Where the breadth of the flange on either side of
the stringer exceeds 150 mm (6 in.), the brackets are to be arranged
to support the flange.
9.5.4 End Connections
End connections of side stringers are to be for the full depth of the
web plate. Where the stringers are the same depth as the web frame,
the standing flanges of the side stringers are to be attached.
9.7 'Tween-deck Webs
'Tween-deck webs are to be fitted below the bulkhead deck over
the hold webs as may be required to provide continuity of transverse
strength above the main webs in the holds and machinery space.
9.9 Beams at the Head of Web Frames
Beams at the head of web frames are to be suitably increased in
strength and stiffness.
SECTION
9 5 Web Frames and Side Stringers
SECTION 1 0
Beams
10.1 Spacing
Transverse beams are to be fitted on every frame on all decks and
at all tank tops, tunnel tops and bulkhead recesses.
10.3 Beams
Each beam, in association with the plating to which it is attached,
is to have a section modulus SM as obtained from the following
equation.
SM = 0.9Q0(7.9ch.s/2) cm3
SM = 0.9Q,(0.0041chs/ 2) in.3
s = spacing of beams in in or ft
1 = distance in m or ft from the inner edge of the beam knee to
the nearest line of girder support or between girder supports,
whichever is greater. Normally 1 is not to be less than 0.2B.
Under the top of deep tanks and in way of bulkhead recesses,
the supports are to be arranged to limit the span to not over
4.57 m (15 ft).
c = 0.540 for half beams, for beams with centerline support only,
for beams between longitudinal bulkheads, and for beams over
tunnels or tunnel recesses
= 0.585 for beams between longitudinal deck girders. For longitudinal beams of platform decks and between hatches at all
decks.
= 0.855 for longitudinal beams of effective second and third decks
= 0.945 for longitudinal beams of strength decks
= 0.990 for beams at deep-tank tops supported at one or both
ends at the shell or on longitudinal bulkheads
= 1.170 for beams at deep-tank tops between longitudinal girders
Q0 = material factor as obtained in 2.19.1
h = height in m or ft as follows:
h is normally to be the height measured at the side of the vessel,
of the cargo space wherever coal, stores or cargo may be carried.
h is to be suitably adjusted where cargo is to be suspended from
the beams, as in the case of hanging meat cargoes, and where the
cargo weights are greater or less than normal.
h for bulkhead recesses and tunnel flats is the height in m or ft to
the bulkhead deck at the centerline; where that height is less than
6.10 m (20 ft), the value of h is to be taken as 0.8 times the actual
SECTION 10!
Beams
height plus 1.22 m (4 ft).
h for deep-tank tops is not to be less than two-thirds of the distance
from the top of the tank to the top of the overflow; it is not to
be less than given in column (e) Table 10.1 appropriate to the
length of the vessel, the height to the load line or two-thirds of
the height to the bulkhead or freeboard deck, whichever is greatest.
The section modulus is not to be less than would be required for
cargo beams.
Elsewhere, the value of h may be taken from the appropriate column
of Table 10.1 as follows.
Weather deck and decks covered only by houses:
Freeboard decks having no decks below
Freeboard decks having decks below
Forecastle decks (first above freeboard deck)1
Bridge decks (first above freeboard deck)
Short bridges, not over 0.1L (first above freeboard deck)
Poop decks (first above freeboard deck)
Long superstructures (first above freeboard deck) forward of midship half-length
Long superstructures (first above freeboard deck) abaft
midship half length forward and forward of midship
% length aft
Long superstructures (first above freeboard deck) abaft
midship % length
Superstructure decks (second above freeboard deck)2
Col.
a
Lower decks and decks within superstructures:
Decks below freeboard decks
Freeboard decks
Superstructure decks
Decks to which side shell plating does not extend, tops of
houses, etc:
First tier above freeboard deck
Second tier above freeboard deck3
Third and higher tiers above freeboard deck3
Notes
I See also 17.11.
2 Where superstructures above the first superstructure extend forward of the
midship half length, the value of h may require to be increased.
3 Where decks to which the side shell does not extend are generally used only
as weather covering, the value of h may be reduced, but in no case is it to
be less than in column (g).
SECTION 1012 Beams
TABLE 1 0. 1
Values of h for Beams
Values of h for intermediate lengths of vessel are to be obtained by interpolation.
Meters
a
30
40
50
60
1.36
1.56
1.66
1.96
1.06
1.26
1.46
1.66
0.91
1.01
1.11
1.21
0.60
0.70
0.80
0.90
0.45
0.55
0.65
0.75
0.30
0.40
0.50
0.60
0.30
0.40
0.46
0.46
70
80
90
100
2.16
2.36
2.56
2.76
1.86
2.06
2.26
2.29
1.31
1.41
1.51
1.69
1.00
1.10
1.20
1.30
0.85
0.95
1.05
1.15
0.70
0.80
0.90
0.91
0.46
0.46
0.46
0.46
110
120
122
and
above
2.90
2.90
2.90
2.29
2.29
2.29
1.90
1.98
1.98
1.44
1.64
1.68
1.15
1.27
1.30
0.91
0.91
0.91
0.46
0.46
0.46
Feet
L
SECTION
a
100
125
150
175
4.50
5.00
5.50
6.00
3.50
4.00
4.50
5.00
3.00
3.25
3.50
3.75
2.00
2.25
2.50
2.75
1.50
1.75
2.00
2.25
1.00
1.25
1.50
1.75
1.00
1.25
1.50
1.50
200
225
250
275
6.50
7.00
7.50
8.00
5.50
6.00
6.50
7.00
4.00
4.25
4.50
4.75
3.00
3.25
3.50
3.75
2.50
2.75
3.00
3.2.5
2.00
2.25
2.50
2.75
1.50
1.50
1.50
1.50
300
325
350
375
8.50
9.00
9.50
9.50
7.50
7.50
7.50
7.50
5.00
5.50
6.00
6.50
4.00
4.25
4.50
5.00
3.50
3.75
3.75
4.00
3.00
3.00
3.00
3.00
1.50
1.50
1.50
1.50
400
and
above
9.50
7.50
6.50
5.50
4.25
3.00
1.50
1013
Beams
10.5 Hatch-end Beams
Hatch-end beams, where not supported by stanchions at the corners
of the hatches, are to be specially designed in accordance with the
requirements of 11.13.
10.7 Special Heavy Beams
Special heavy beams are to be arranged where the beams may be
required to carry special heavy concentrated loads such as at the
ends of deckhouses, in way of masts, winches, auxiliary machinery,
etc.
10.9 Attachments
Attachments of transverse beams and half beams (fitted on every
frame) to knees are not to be less than required by Table 30.5.
Longitudinal beams are to be continuous or attached at their ends
to develop effectively their sectional area and the resistance to
bending.
SECTION
101 4 Beams
SECTION
11
Stanchions and Deck Girders
11.1 General
All tiers of beams are to be supported by stanchions or pillars or
by means which are not less effective. 'Tween-deck stanchions are
to be arranged directly above those in the holds, or effective means
are to be provided for transmitting their loads to the supports below.
Wide-spaced pillars are to be fitted in line with a keelson or intercostal double-bottom girder, or as close thereto as practicable; the
seating under them is to be of ample strength and is to provide
effective distribution of the load; lightening holes are to be omitted
in floors and girders directly under wide-spaced hold stanchions of
large size. Special support is to be arranged at the ends and corners
of deckhouses, in machinery spaces, at ends of partial superstructures
and under heavy concentrated weights. For forecastle decks see also
17.11.
11.3 Stanchions and Pillars
11.3.1 Permissible Load
The permissible load Wa of a stanchion, pillar, or strut is to be
obtained from the following equation which will, in all cases, be
equal to or greater than the calculated load W as determined elsewhere in these Rules.
Wa = [1.02
—
WQ = [6.49
Metric Tons
5.93 x 10-3(//r)]A(Yai/17)
Long Tons
— 0.452(//r)]A( Yaz /24000)
1 = unsupported span of the strut, stanchion, or pillar in cm or
ft
r = least radius of gyration in cm or in.
A = area of the strut, stanchion, or pillar in cm2 or in.2
Yai = minimum yield strength as defined in 2.19 of the aluminum
alloy under consideration
11.3.2 Length /
The length 1 for use in the equation is to be measured from the top
of the inner bottom, deck or other structure on which the stanchions
are based to the under side of the beam or girder supported.
SECTION
1111 Stanchions and Deck Girders
11.3.3 Calculated Load
The calculated load, W, for a specific stanchion or pillar is to be
obtained from the following equation.
W = 0.715bhs metric tons
W = 0.02bhs long tons
b = mean breadth in m or ft of the area supported
h = height in m or ft above the area supported as defined below
s = mean length in m or ft of the area supported
For stanchions spaced not more than two frame spaces the height
h is to be taken as the distance from the deck supported to a point
3.80 m (12.5 ft) above the freeboard deck.
For wide-spaced pillars, the height h is to be taken as the distance
from the deck supported to a point 2.44 m (8 ft) above the freeboard
deck, except in the case of such pillars immediately below the freeboard deck in which case the value of h is not to be less than given
in Table 10.1, Column a; in measuring the distance from the deck
supported to the specified height above the freeboard deck, the
height for any 'tween decks devoted to passenger or crew accommodation may be taken as the height given in 10.3 for bridge-deck
beams.
The height h for any pillar under the first superstructure above
the freeboard deck is not to be less than 2.44 m (8 ft). The height
h for any pillar is not to be less than the height given in 10.3 for
the beams at the top of the pillar plus the sum of the heights given
in the same paragraph for the beams of all complete decks and
one-half the heights given for all partial superstructures above.
The height h for pillars under bulkhead recesses or the tops of
tunnels is not to be less than the distance from the recess or tunnel
top to the bulkhead deck at the centerline.
11.3.4 Special Pillars
Special pillars which are not directly in line with those above, or
which are not on the lines of the girders, but which support the
loads from above or the deck girders through a system of supplementary fore and aft or transverse girders, such as at hatch ends
where the pillars are fitted only on the centerline, are to have the
load W for use with the equation proportionate to the actual loads
transmitted to the pillars through the system of girders with modifications to the design value of h as described in 11.3.3.
11.3.5 Pillars under the Tops of Deep Tanks
Pillars under the tops of deep tanks are not to be less than required
by the foregoing. They are to be of solid sections and to have not
less area than 24.36W/Ya1 cm2 (5440W/Yai in.2) where W is
obtained from the following equation, where s and b are the length
and breadth in m or ft of the area of the top of the tank supported
by the pillar, h is the height in m or ft as required by Section 10
for the beams of the top of the tank, and Yal is the minimum yield
SECTION 1112
strength of the aluminum alloy under consideration as defined in 2.19.
W = 1.07bhs
metric tons
11.3.6 Bulkhead Stiffening
Bulkheads which support girders, or pillars and longitudinal bulkheads which are fitted in lieu of girders, are to be specially stiffened
in such manner as to provide supports not less effective than required
for stanchions or pillars.
11.3.7 Attachments
Wide-spaced tubular or solid pillars are to bear solidly at head and
heel and are to be attached by welding, properly proportioned on
the size of the pillar. The attachments of stanchions or pillars under
bulkhead recesses, tunnel tops or deep-tank tops which may be
subjected to tension loads are to be specially developed to provide
sufficient welding to withstand the tension load.
11.5 Deck Girders
Girders of the sizes required by 11.7, 11.9, and 11.13 are to be fitted
elsewhere as required to support the beams; in way of bulkhead
recesses and the tops of tanks they are to be arranged so that the
unsupported spans of the beams do not exceed 3.5 m (11.5 ft). Additional girders are to be fitted as required under masts, king posts,
deck machinery or other heavy concentrated loads. In way of deck
girders or special deep beams, the deck plating is to be of sufficient
thickness and suitably stiffened to provide an effective part of the
girder.
11.7 Deck Girders and Transverses Clear of Tanks
11.7.1 Deck Girders Clear of Tanks
Each deck girder clear of tanks, similar to that shown in Figure 11.1,
equation.
SM = (0.9Q)4.74cbh/2 cm3
SM = (0.9Q)0.0025ebh/2 in.3
e = 1.0
b = mean breadth of the area of deck supported in in or ft
h = height in m or ft as required by Section 10 for the beams
supported
1 = span in m or ft between centers of supporting pillars, or between pillar and bulkhead. Where an effective bracket in accordance with 9.3.2 is fitted at the bulkhead, the length 1 may
be modified.
material
factor obtained in 2.19.2 but is not to be taken as less
Q=
than 1.30
SECTION
11 3 Stanchions and Deck Girders
11.1
Deck Girders and Pillars
FIGURE
b
Superstructure
deck
Freeboard
deck
Mid distance from
girder to beam knee
Superstructure
deck
BM
11.7.2 Deck Transverses Clear of Tanks
Each deck transverse supporting longitudinal deck beams is to have
a section modulus SM as obtained from the equations in 11.7.1 where
c = 1.0
b = spacing of deck transverses in m or in ft
h = height in m or ft as required by Section 10 for the beams
supported
1 = span in m or ft between supporting girders or bulkheads, or
between girder and side frame. Where an effective bracket is
fitted at the side frame, the length /may be modified. See 9.3.2.
less than 1.30
SECTION 1 1 1 4
11.7.3 Proportions
Girders are to have a depth of not less than 0.0672 (0.805 in. per
ft of span 1), the thickness is not to be less than Q(0.009d + 3.25) mm
or Q(0.009d + 0.13)in., but is not to be less than 11.5 mm (0.46 in.)
where the face area is 38 cm2 (6 in.2), 13.5 mm with 63 cm2 (0.54
in. with 10 in.2), 17.0 mm with 127 cm2 (0.67 in. with 20 in.2) and
20.5 mm with 190 cm2 (0.80 in. with 30 sq. in.). Q is the material
factor as obtained in 2.19.2 but is not to be taken as less than 1.30
without special consideration, and d is the depth of the web in mm
or in.
11.7.4 Tripping Brackets
Tripping brackets arranged to support the flanges are to be fitted
at every third frame where the breadth of the flanges on either side
of the web exceeds 150 mm (6 in.), at every second frame where it
exceeds 305 mm (12 in.) and at every frame where it exceeds
450 rnm (18 in.).
11.7.5 End Attachments
End attachments of deck girders are to be effectively attached by
welding.
11.9 Deck Girders and Transverses in Tanks
Deck girders and transverses in tanks are to be obtained in the same
manner as given in 11.7.1 above, except the value of c is to be equal
to 1.50 and the minimum depth of the girder is to be 0.09581(1.15 in.
per foot of span 1). The minimum thickness and the sizes and arrangements of the stiffeners, tripping brackets and end connections
are to be the same as given in 11.7.3, 11.7.4, and 11.7.5.
11.11 Hatch Side Girders
Hatch side girders with athwartship shifting beams are to be obtained
in the same manner as deck girders (11.7 and 11.9). Such girders
along lower deck hatches under trunks in which covers are omitted
are to be increased in proportion to the extra load which may be
required to be carried due to the loading up into the trunks. Where
deep coamings are fitted above decks, such as at weather decks, the
girder below deck may be modified so as to obtain a section modulus
in centimeters cubed or in inches cubed., when taken in conjunction
with the coaming up to and including the horizontal coaming stiffener, of not less than 35% more than the required girder value as
derived from 11.7.1. Where hatch side girders are not continuous
under deck beyond the hatchways to the bulkheads, brackets extending for at least two frame spaces beyond the ends of the hatchways
are to be fitted. Where hatch side girders are continuous beyond
the hatchways, care is to be taken in proportioning their scantlings
beyond the hatchway. Gusset plates are to be fitted at hatchway
SECTION
11 5 Stanchions and Deck Girders
FIGURE 11.2
Hatch-end Beams
Mid-distance between
girder and knee
Mid-distance between
supports
SECTION 1116
corners arranged so as to tie effectively the flanges of the side coamings and extension pieces or continuous girders and the hatch-end
beam flanges both beyond and in the hatchway.
11.13 Hatch-end Beams
11.13.1 Hatch-end Beam Supports
Each hatch-end beam, similar to that shown in Figure 11.2, which
is supported by centerline pillars without pillars at the corners of
the hatchways, is to have a section modulus SM as obtained from
the following equations.
a Where deck hatch side girders are fitted fore and aft beyond
the hatchways:
SM = 0.9QK(AB CD)hl cm3
SM = (09Q)0.000527K(AB + CD)hl in.3
b Where girders are not fitted on the line of the hatch side beyond
the hatchway:
SM = (0.9Q)KABh1 cm3
SM = (0.9Q)0.000527KABh/ in.3
Q = material factor as obtained in 2.19.2 but is not to be taken less
than 1.30 without special consideration.
K = 2.20 + 1.29(F/N) when F/N < 0.6
= 4.28 — 2.17(F/N) when F/N > 0.6
N = one-half the breadth of the vessel in way of the hatch-end beam
F = distance from the side of the vessel to the hatch side girder
A = length in m or ft of the hatchway
B = distance in m or ft from the centerline to the midpoint between
the hatch side and the line of the toes of the beam knees
C = distance in m or ft from a point midway between the centerline
and the line of the hatch side to the midpoint between the hatch
side and the line of the toes of the beam knees; where no girder
is fitted on the centerline beyond the hatchway C is equal to
B
D = distance in m or ft from the hatch-end beam to the adjacent
hold bulkhead
h = height in m or ft for the beams of the deck under consideration
as given in Section 10
1 = distance in m or ft from the toe of the beam knee to the
centerline plus 305 mm (1 ft)
11.13.2 Weather-deck Hatch-end Beams
Weather-deck hatch-end beams which have deep coamings above
deck for the width of the hatch may have the flange area reduced
from a point well within the line of the hatch side girder to approximately 50% of the required area at the centerline; in such cases it
is recommended that athwartship brackets be fitted above deck at
the ends of the hatch-end coaming.
SECTION
11 7
11.13.3 Depth and Thickness
The depth and thickness of hatch-end beams are to be similar to
those required for deck girders by 11.7.3.
11.13.4 Tripping Brackets
Tripping brackets arranged to support the flanges are to be located
at intervals of about 2.25 m (7.3 ft).
11.13.5 Brackets
Brackets at the ends of hatch-end beams are to be generally as
described in 9.3.2. Where brackets are not fitted, the length 1 is to
be measured to the side of the vessel and the face plates or flanges
on the beams are to be attached to the shell by heavy horizontal
brackets extending to the adjacent frame.
SECTION 1 1 E8
SECTION
12
Watertight Bulkheads
12.1 General
All vessels are to be provided with strength and watertight bulkheads
in accordance with this section. In vessels of special types, alternative
arrangements are to be specially approved. In all cases, the plans
submitted shall show clearly the location and extent of the bulkheads.
Watertight bulkheads constructed in accordance with these Rules
will be recorded in the Record as WT (watertight), the symbols being
prefixed in each case by the number of such bulkheads.
12.3 Strength Bulkheads
All vessels are to have suitable arrangements to provide effective
transverse strength and stiffness of hull. This may be accomplished
by fitting transverse bulkheads extending to the strength deck. In
vessels of special type, equivalent transverse strength may be obtained by fitting substantial partial bulkheads, deep webs or combinations of these, so as to maintain effective transverse continuity of
structure.
12.5 Arrangement of Watertight Bulkheads
12.5.1 Collision Bulkheads
a General A collision bulkhead is to be fitted on all vessels. It
is to be intact, that is, without openings except as permitted in 36.9
of the "Rules for Building and Classing Steel Vessels." It is to extend,
preferably in one plane, to the freeboard deck except in passenger
vessels where it is to extend to the bulkhead deck. In the case of
vessels having long superstructures at the fore end, it is to be extended weathertight to the superstructure deck. The extension need
not be fitted directly over the bulkhead below, provided it be not
less than the minima given in b or c abaft the forward perpendicular,
and the part of the deck which forms the step is made effectively
weathertight.
b Location in Passenger Vessels In passenger vessels the collision
bulkhead is to be located not less than 0.05L nor more than 0.05L
plus 3.05 m (10 ft) abaft the forward perpendicular at any point.
e Location in All Other Vessels In vessels other than passenger
vessels the collision bulkhead may be located in accordance with
1 or 2 below.
SECTION
1211
1 The collision bulkhead is to be not less than 0.05L abaft the
forward perpendicular at any point.
2 In the case of vessels having any part of the underwater body,
such as bulbous bow, extending forward of the forward perpendicular, the required distance given in 1 may be measured
from a reference point located a distance forward of the forward perpendicular. This distance x is the lesser of half the
distance between the forward perpendicular and the extreme
forward end of the extension, p/2, or 0.015L. See Figure 12.1.
12.5.2 After-peak Bulkheads
After-peak bulkheads are to be fitted in all screw vessels arranged
to enclose the shaft tubes in a watertight compartment. They are
to extend to the strength deck, or efficient partial bulkheads are to
extend thereto. The requirements of enclosing the shaft tube in a
watertight compartment may be specially considered where such an
arrangement is impracticable.
FIGURE 12.1
Collision Bulkhead Location With Bulbous Bow
F
SECTION
12 2 Watertight Bulkheads
12.5.3 Machinery Spaces
Machinery spaces are to be enclosed by watertight bulkheads which
extend to the freeboard deck. In those cases where the length of
the machinery space is unusually large in association with a small
freeboard, the attention of designers is called to the desirability of
extending the bulkheads to a deck above the freeboard deck, the
fitting of an intermediate bulkhead, or the inclusion of a watertight
deck over the machinery space which, in association with tight
casings, might confine the amount of flooding in the event of damage
in way of the machinery space.
12.5.4 Hold Bulkheads
a General In addition to the foregoing required watertight bulkheads, in the absence of other standards, the following arrangement
of intermediate watertight bulkheads is recommended as a guide to
providing a reasonable standard of subdivision for cargo vessels of
the ordinary type. Where the bulkheads are spaced to provide optimum protection against flooding, modified arrangements will be
considered. It is recognized, however, that for certain types of cargo
vessels in special services it may be impracticable to adhere to the
number and arrangement of hold bulkheads as recommended. In such
cases, the Bureau is prepared to consider an alternative arrangement
or even the omission of certain bulkheads in order to meet the
requirements of special trades.
b Bulkhead Arrangements In vessels of 87 m (285 ft) length and
above a watertight bulkhead, extending to the freeboard deck, is to
be fitted between the forepeak bulkhead and the forward bulkhead
of an amidship-machinery space. Two such bulkheads are to be fitted
between the fore-peak bulkhead and the forward bulkhead of an
after-machinery space. These bulkheads are to be arranged to divide
the hold into approximately equal lengths, but the forward bulkhead
in each case is not to be more than 0.2L abaft the stem.
Vessels of 102 m (335 ft) length and above are to have, in addition
to the foregoing, a watertight bulkhead extending to the freeboard
deck between the after-peak bulkhead and the after bulkhead of an
amidship-machinery space; this bulkhead is to be about 0.2L to 0.25L
forward of the after perpendicular. Where the machinery is aft, three
watertight bulkheads are to be fitted between the fore-peak bulkhead
and the forward bulkhead of the machinery space.
Where the freeboard is less than 0.15d in vessels of 102 m (335 ft)
length and below, less than 0.2d in vessels of 133 m (435 ft) length
and above or less than a proportional ratio of the draft in vessels
between 102 and 133 m (335 and 435 ft) length, the bulkheads are
to extend to a superstructure deck or an additional bulkhead is to
be fitted forward and aft of an amidships machinery space and forward of an after machinery space.
In vessels having comparatively small sheer, the arrangement of
the bulkheads is to be adjusted to provide no less effective subdivision
than the above.
SECTION
12.5.5 Chain Lockers
Chain lockers located abaft the collision bulkhead or those which
extend into a fore-peak deep tank are to be made watertight. The
arrangements are to be such that accidental flooding of the chain
locker cannot result in damage to auxiliaries or equipment necessary
for the proper operation of the vessel. The boundaries of aluminum
chain lockers are to be properly protected by sheathings.
12.7 Construction of Watertight Bulkheads
12,7.1 Plating
Plating is to be of the thickness obtained from the following equations.
a For h < 18 rn (59 ft)
+ VQ0 (Rh
+
2
0.9(Q,
t
6.1)/1830] + 3.05) mm
10 -9(Q0 + VQ0 (8[(h + 20)/6000] + 0.12) in.
2
b For h > 18 m (59 ft)
= 0.9(Q0
t
t
+ VQ0 ) ([(h
0.9(Q„
21.5)/3000 + 3.05) mm
) (Rh + 70.5)/9850] + 0.12) in.
2
h = distance, in m or ft, from the lower edge of the plate to the
bulkhead deck at center
s = spacing of stiffeners in mm or in.
Q, = material factor as obtained in 2.19,1
The plating of collision bulkheads is to be obtained from the equation
using a spacing of 152 mm (6 in.) greater than that actually adopted.
The plating of after-peak bulkheads below the lowest flat is not to
be less than required for solid floors in the after-peak space. (See
Section 8.) The lowest strake of plating is to, be increased 1 mm
(0.04 in.) in each case and it is to extend at least 915 mm (36 in.)
above the top of the hold ceiling.
12.7.2 Stiffeners
Each stiffener, in association with the plating to which it is attached,
equation.
SM = 0.9Q07.9chs/ 2 cm3
SM = 0.9Q00.0041chs/2 in.3
Q0 = material factor as obtained in 2.19.1, except where the foregoing requirements are used in accordance with 8.1.1 for side
framing in which case Q, as obtained in 2.19.2, is to be used.
SECTION
1 2 4 Watertight Bulkheads
h = distance in m or ft from the middle of 1 to the bulkhead deck
at center; where that distance is less than 6.10 m (20 ft), h is
to be taken as 0.8 times the distance in m plus 1.22 (ft plus 4)
c = for vessels 65.50 m (215 ft) length and above
= 0.30 for stiffeners having efficient bracket attachments of both
ends of their spans
= 0.43 for stiffeners having efficient brackets at one end and
supported by clip connections or by horizontal girders at the
other end
= 0.56 for stiffeners having clip connections at both ends, or clip
connections at one end and supported by horizontal girders at
the other end, and for stiffeners in the uppermost 'tween decks
having no end attachments
= 0.60 for other stiffeners having no end attachments and for
stiffeners between horizontal girders
s = spacing of the stiffeners in m or ft
1 = distance in m or ft between the heels of the end attachments;
where horizontal girders are fitted, 1 is the distance from the
heel of the end attachment to the first girder, of the distance
between the horizontal girders
In vessels under 45 m (150 ft) in length, the above values for c may
be 0.29, 0.38, 0.46 and 0.58 respectively, and h may be taken as
the distance in m or ft from the middle of 1 to the bulkhead deck
at center in every case. Vessels between 45 and 65.5 m (150 and 215
ft) length may have inte' mediate values for SM. The value of SM
for stiffeners on collision bulkheads is to be at least 25% greater than
required above for stiffeners on watertight bulkheads. An effective
bracket for the application of these values of c is to have the scantlings shown in Table 12.1 and is to extend onto the stiffener for a
distance equal to one-eighth of the length 1 of the stiffener.
12.7.3 Girders and Webs
a Strength Requirements Each girder and web which supports
bulkhead stiffeners is to have a section modulus SM as obtained from
the following equation where 1 is the span in m or ft measured
between the heels of the end attachments. Where brackets are fitted,
the length 1 may be modified as indicated in 9.3.2.
SM = (0.9Q0)4.74chs12 cm3
SM = (0,9Qa )0.0025chs/2 in.3
Qo = material factor as obtained in 2.19.1, except where the foregoing requirements are used for shell webs and stringers in
which case Q, as obtained in 2.19.2, is to be used. The value
of Q, or Q is not to be taken as less than 1.30 without special
consideration.
c = 1.0
h = vertical distance in m or ft to the bulkhead deck at center
from the middle of s in the case of girders, and from the middle
of 1 in the case of webs; where that distance is less than 6.10 m
(20 ft), the value of h is to be 0.8 times the distance in m plus
1.22 (ft plus 4)
SECTION
12(5 Watertight Bulkheads
s = sum of half lengths in rn or ft (on each side of girder or web)
of the stiffeners supported
The section moduli SM of girders and webs on collision bulkheads
are to be at least 25% greater than required for similar supporting
members on watertight bulkheads.
b Proportions Girders and webs are to have depths not less than
0.09581 (1.15 inch per foot of span 1). The thickness is not to be
less than Q,(0.008d + 2.5) mm or Q0(0.008d + 0,10) in. Qo is the
material factor obtained in 2.19.1 but is not to be taken as less than
1.30 without special consideration and d is the depth of the web
in mm or in.
c Tripping Brackets Tripping brackets are to be fitted at intervals
of about 2.25 m (7.5 ft), and where the width of the face flange
exceeds 150 mm (6 in.) on either side of the girder or web, these
are to be arranged to support the flange.
12.7.4 Attachments
Lower brackets to inner bottoms are to extend over the floor adjacent
to the bulkhead. Where stiffeners cross horizontal girders, they are
to be effectively attached. The attached ends of unbracketed stiffeners are not to terminate on unsupported plate; flat bar clips are
to be attached to the ends of the stiffeners or fitted in line with them
on the opposite side of the plate and extended to an adjacent supporting member.
12.9 Watertight Doors
Watertight doors are to be of ample strength for the water pressure
to which they may be subjected. Door frames are to be carefully
fitted to the bulkheads; where liners are required, the material is
to be not readily injured by heat or by deterioration. Doors in the
lower parts of the vessel, which may be required to be opened at
sea, are to be of the sliding type; they are to be carefully fitted to
the frames and are to be tested at the maker's works. The operating
gear is to be accessible in all cases and workable locally from each
side as well as from above the bulkhead deck; the lead of shafting
is to be as direct as possible and the screw is to work in a gun-metal
nut; there is to be an index at the operating position to show whether
the door is open or closed, and it is to be clearly marked with
directions for closing. All other doors may be substantially constructed hinged doors fitted with gaskets and dogs spaced and designed to ensure that the openings may be closed thoroughly watertight.
Where stiffeners are cut in way of watertight doors, the openings
are to be framed and bracketed to maintain the full strength of the
bulkheads without taking the strength of the door frames into consideration.
SECTION
TABLE 12.1
Thickness and Flanges of Brackets and Knees
The thickness of brackets is to be suitably increased in cases where the
depth at throat is less than two-thirds that of the knee.
Millimeters
Inches
Depth
of
Longer
Arm
Plain
150
175
200
225
250
9.0
9.5
9.5
10.0
11.0
9.0
9.0
9.0
275
300
325
350
375
11.0
11.5
12.0
12.0
13.0
400
425
450
475
500
Arm
Plain
Flanged
55
55
55
6.0
7.5
9.0
10.5
12.0
0.35
0.38
0.40
0.43
0.46
0.35
0.35
0.38
21/4
21/4
21/4
9.5
9.5
9.5
10.0
10.0
55
55
55
60
60
13.5
15.0
16.5
18.0
19.5
0.48
0.51
0.54
0.56
0.59
0.38
0.40
0.40
0.43
0.43
2 Y4
21/4
21/4
21/4
21/4
13.5
13.5
14.0
15.0
15.0
10.0
11.0
11.0
11.0
11.5
60
63
63
63
63
21.0
22.5
24.0
25.5
27.0
0.62
0.65
0.67
0.70
0.72
0.46
0.46
0.48
0.48
0.51
2%
2%
23/4
23/4
3
525
550
600
650
700
15.5
16.0
17.0
17.5
19.0
11.5
11.5
12.0
13.0
13.0
63
63
70
75
75
28.5
30.0
33.0
36.0
39.0
0.75
0.78
0.51
0.54
0.56
0.59
0.62
3
3
31/4
3%
3%
750
800
850
900
950
19.5
13.5
14.0
14.0
15.0
15.5
75
80
85
90
90
42.0
45.0
0.65
0.67
4
41/4
15.5
16.0
17.0
17.0
17.5
95
100
105
110
110
1000
1050
1100
1150
1200
SECTION 1 217
Flanged
Width
of
Flange
Depth
of
Longer
Width
of
Flange
Thickness
Thickness
12.11 Sluice Valves and Cocks
Sluice valves and cocks are not to be fitted on collision bulkheads.
They may be fitted only on other bulkheads under conditions where
they are at all times accessible for examination; the control rods are
to be workable from the bulkhead deck, and are to be provided with
an index to show whether the valve or cock is open or shut. The
control rods are to be properly protected from injury and their
weight is not to be supported by the valve or cock.
12.13 Testing
12.13.1 Watertight Bulkheads, Recesses, and Decks
Testing of watertight bulkheads, recesses and decks is to be carried
out after the completion of all work affecting the watertightness;
a hose test is to be carried out under simultaneous inspection of both
sides of the plating; the pressure of the water in the hose is not to
be less than 2.11 kg/cm2 (30 psi). In passenger spaces where certain
items affecting the watertightness may be fitted after the installation
of some of the finished trim, the requirements for hose testing may
be modified.
12.13.2 Shaft-tube Compartments and Forepeaks
Shaft-tube compartments and forepeaks are to be tested with a head
of water equal to the height of the load draft; the head for fore
peaks is not to be less than two-thirds of the distance to D; where
shaft-tube compartments and forepeaks are used as tanks, the test
heads are not to be less than required by 13.11.
12.13.3 Chain Lockers
Chain lockers aft of the forepeak bulkhead are to be tested by filling
with water.
12.13.4 Testing Option
Testing may be conducted either before or after the vessel is
launched.
SECTION
1 2 8 Watertight Bulkheads
13
SECTION
Deep Tanks
13.1 General
Tanks for fresh water or fuel oil or those which are not intended
to be kept entirely filled in service, are to have divisions or deep
swashes as may be required to minimize the dynamic stress on the
structure. Longitudinal tight divisions, which are fitted for reasons
of stability and which will be subjected to pressure from both sides,
in tanks which are to be entirely filled or empty in service, may
be of the scantlings required for watertight bulkheads by Section
12; in such cases the tanks are to be provided with feed tanks or
deep hatches, fitted with inspection plugs in order to ensure that
they are kept full when in service. Tight divisions in all other cases,
and the boundary bulkheads of all deep tanks in peaks or holds are
to be constructed in accordance with the requirements of this section
where they exceed those of Section 12. The arrangement of all deep
tanks, together with their intended service and the height of the
overflow pipes, are to be clearly indicated on the plans submitted
for approval.
13.3 Construction of Deep-tank Bulkheads
13.3.1 Plating
Plating is to be of the thickness t obtained from the following equation.
t 0.9(Q0 2+
t
) (s. -NA /254 + 2.54) mm
0.9(Q. +
2 -V-0:) (s, \A- /460 + 0.10) in.
Q0 = material factor as obtained in 2.19.1, except where these requirements apply to shell plating in accordance with 15.1.1
in which case Q as obtained in 2.19.2 is to be used.
s = stiffener spacing in mm or in.
h = greatest of the following distances, in m or ft, from the lower
edge of the plate to:
1 A point located two-thirds of the distance from the top of the
tank to the top of the overflow
2 A point located above the top of the tank not less than given
in column (e) of Table 10.1, appropriate to the vessel's length
SECTION 13 1
Deep Tanks
3 A point representing the load line
4 A point located at two-thirds of the distance to the bulkhead
or freeboard deck
13.3.2 Stiffeners
Each stiffener, in association with the plating to which it is attached,
is to have a section modulus SM not less than that obtained from
SM = (0.9Q,)7.9chs/2 cm3
SM = (0.990 )0.0041ehs/2 in.3
Qa = material factor as obtained in 2.19.1, except where 13.3.2 is
used for side framing in accordance with 8.1.1 in which case
Q as obtained in 2.19.2 is to be used.
= distance in m or ft between the heels of the end attachments;
where horizontal girders are fitted, 1 is the distance from the
heel of the end attachment to the first girder or the distance
between the horizontal girders.
s = spacing of the stiffeners in m or ft
= greatest of the following distances, in m or ft from the middle
of 1 to:
1 A point located at two-thirds of the distance from the top of
the tank to the top of the overflow
2 A point located above the top of the tank a distance not less
than given in column (e) of Table 10.1, appropriate to the
vessel's length
3 The load line
4 A point located at two-thirds of the distance from the middle
of 1 to the bulkhead or freeboard deck
c = 0.594 for stiffeners having efficient bracket attachments at both
ends
= 0.747 for stiffeners having efficient bracket attachments at one
end and supported by clip connections or by horizontal girders
at the other end
= 0.900 for stiffeners having clip attachments to decks or flats at
both ends or having such attachments at one end with the other
end supported by horizontal girders
= 1.170 for stiffeners supported at both ends by horizontal girders
An effective bracket for the application of these values of c is to
have the scantlings shown in Table 12.1 and is to extend onto the
stiffener for a distance equal to one eighth of the length 1 of the
stiffener.
13.3.3 Girders and Webs
a Strength Requirements Each girder and web which support
frames or beams in deep tanks are to have section modulus SM as
required by Sections 9 and 11 or as required by this paragraph,
whichever is the greater; those which support bulkhead stiffeners
are to be as required by this paragraph. The section modulus SM
SECTION
1312 Deep Tanks
is obtained by using the equation given in 12.7.3, where 1 is the span
in m or ft measured between the heels of the end attachments. Where
effective brackets are fitted, 1 may be modified as indicated in 9.3.2.
c = 1.50
s = sum of half lengths in m or ft (on each side of girder or web)
of the frames or stiffeners supported
h = vertical distance in m or in ft from the middle of s in the case
of girders and from the middle of 1 in the case of webs to the
same heights to which h for the stiffeners is measured (see 13.3.2)
Where efficient struts are fitted across tanks connecting girders on
each side of the tanks and spaced not over three times the depth
of the girder, the value for the section modulus SM for each girder
may be one-half that given above.
b Proportions Girders, except deck girders (see 11.9), and webs
are to have depths not less than 0.1671 (2.01 in. per ft of span 1)
where no struts or ties are fitted, and 0.096/ (1.15 in. per ft of span
1) where struts are fitted; in general, the depth is not to be less than
3 times the depth of the slots; the thickness is not to be less than
Q0 (0.008d + 2.5) mm or Q0 (0.008d + 0.10) in., where Q, is the material factor as obtained in 2.19.1, but is not to be taken as less than
1.30 without special consideration, and d is the depth of the web
in mm or in.
c Tripping Brackets Tripping brackets are to be fitted at intervals
of about 2.25 m (7.5 ft) and where the width of the face flange
exceeds 150 mm (6 in.) on either side of the girder or web, these
are to be arranged to support the flange.
13.3.4 Attachments
End brackets are to extend to adjacent supporting members. The
attached ends of unbracketed stiffeners are not to terminate on
unsupported plate; flatbar clips are to be attached to the ends of
the stiffeners or fitted in line with them on the opposite side of the
plate and extended to an adjacent supporting member.
13.5 Tank-top Plating
Tops of tanks are to have plating 1.5 mm (0.06 in.) thicker than would
be required for vertical plating at the same level; the thickness is
not to be less than required for deck plating. Beams, girders and
pillars are to be as required by Sections 10 and 11.
13.7 Drainage and Air Escape
Limber and air holes are to be cut in all parts of -the structure as
required to ensure the free flow to the suction pipes and the escape
of air to the vents. Efficient arrangements are to be made for draining
the tops of deep tanks.
SECTION 1
3 3 Deep Tanks
13.9 Testing
Deep tanks are to be tested with a head of water to the overflow,
to the load line or two-thirds of the distance from the top of the
tank to the bulkhead or freeboard deck, whichever is greatest. Testing
may be conducted either before or after the vessel is launched.
SECTION
13]4 Deep Tanks
SECTION
15
Shell Plating
15.1 General
Shell plating is to be of not less thickness than is required for purposes
of longitudinal hull-girder strength in accordance with 6.3; nor is
it to be less than is required by this section. In general, after all
corrections are made, the shell plating is not to be less in thickness
than required by Section 13 for deep tanks. Where hull-girder shear
values are abnormal, the thickness of the side-shell plating may be
required to be increased.
15.3 Shell Plating Amidships
15.3.1 Vessels with No Partial Superstructures
Above Uppermost Continuous Deck
In vessels which have no partial superstructures above the uppermost
continuous deck, the thickness of the bottom and side plating and
the width of the sheerstrake are to be obtained from the appropriate
equations where Ds is the molded depth in m or ft to the uppermost
continuous deck.
15.3.2 Superstructures Fitted Above Uppermost Continuous Deck
(Extended Side Plating)
Where superstructures are fitted above the uppermost continuous
deck to which the side plating extends throughout the midship 0.4L,
the thickness of the bottom and side plating and the width of the
sheerstrake at the superstructure deck are to be obtained from the
appropriate equations where Ds is the molded depth in m or ft to
the superstructure deck. In such cases, the sheerstrake beyond the
superstructure is to be proportioned from the thickness as required
for the sheerstrake amidships where Ds is measured to the uppermost
continuous deck.
15.3.3 Superstructures Fitted Above Uppermost Continuous Deck
(No Extended Side Plating)
Where superstructures are fitted above the uppermost continuous
deck but to which the side plating does not extend throughout the
midship 0.4L„ the thickness of the bottom and side plating and the
width of the sheerstrake are to be obtained from the appropriate
equations where Ds is the molded depth in m or ft to the uppermost
continuous deck.
SECTION
151
Shell Plating
15.3.4 In Way of Comparatively Short Superstructures
In way of comparatively short superstructure decks or where the
superstructure deck is not designed as the strength deck, the thickness
of the bottom and side plating and the scantlings of the sheerstrake,
including the length in way of the superstructure, are to be obtained
from the appropriate equations where Ds is the molded depth in
m or ft to the uppermost continuous deck. In such cases, the thickness
of the side plating above the uppermost continuous deck is to be
specially considered, but in no case is it to be less than the thickness
obtained from equation 3 in 16.5.1 substituting frame spacing in mm
or in. for deck-beam spacing.
15.3.5 Side Shell Plating
The minimum thickness of the side shell plating for the midship 0.4L
for vessels having lengths up to 152.5 m (500 ft) is to be obtained
t = [(s/645) \/(L 15.2)(d/Ds ) + 2.5]0.9Q mm
t
[(s/1170) \AL 50)(d/Ds ) + 0.1j0.9Q in.
s = spacing of transverse frames or longitudinals in mm or in.
d = molded draft to the summer load line in in or ft
Ds = molded depth in m or ft as defined in 15.3.1 through 15.3.4
Q = material factor as obtained in 2.19.2 but is not to be taken
as less than 1.30 without special consideration
The d/D, ratio is not to be taken less than 0.65.
15.3.6 Sheerstrake Width
The minimum width of the sheerstrake for the midship 0.41. is to
be obtained from the following equations.
a For vessels less than 120 m (395 ft) in length
b = 5L + 916 mm
b = 0.06L + 36 in.
b For vessels of 120 m (395 ft) or more in length
b = 1525 rnm
b = 60 in.
b = width of sheerstrake in mm or in.
15.3.7 Sheerstrake Thickness
In general, the thickness of the sheerstrake is to be not less than
the thickness of the deck stringer plate, nor is it to be less than the
thickness of the side-shell plating. The thickness of the sheerstrake
is to be increased 25% in way of breaks of superstructures, but this
increase need not exceed 9.5 mm (0.38 in.). Where the breaks of the
SECTION
1 5(2 Shell Plating
forecastle or poop are appreciably beyond the midship 0.5L, this
requirement may be modified.
15.3.8 Bottom Shell Plating Amidships
a Extent of Bottom Plating Amidships The term "bottom plating" refers to the plating from the keel to the upper turn of the
bilge for 0.4L amidships.
b Bottom Shell Plating The thickness t of the bottom shell plating for the midship 0.4L is not to be less than that obtained from
the following equations.
1 For Vessels with Transversely-framed Bottoms
t = [(s/519) -\/(L 19.8)(d/Ds) + 2.5]0.9Q mm
t = [(s/940) -V(L — 65)(d/D,) + 0.1]0.9Q in.
2 For Vessels with Longitudinally framed Bottoms
Vessels less than 122 m (400 ft) in length
t = [(s/671) -V(L — 18.3)(d/Ds ) + 2.5]0.9Q nun
t = [(s/1215) \/(L 60)(d/Ds) + 0.110.9Q in.
Vessels of 122 m (400 ft) or more in length
t = [(s/508) \/(L 62.5)(d/D,) + 2.5]0.9Q mm
t [(s/920) \/(L — 205)(d/Ds) + 0.1]0.9 in.
L, d, Ds are in m or ft, s is in mm or in. as defined in 15.3.5 and
Q is the material factor as obtained in 2.19.2 but is not to be taken
as less than 1.30 without special consideration. The d/D, ratio is
not to be taken less than 0.65.
c Plate Keels For plate keels see 4.1.
15.3.9 Minimum Thickness
After all necessary corrections have been made, the thickness car,
of shell plating amidships below the upper turn of bilge for vessels
of unrestricted service is not to be less than obtained from the following equation.
a Transverse Framing
tinin = [5 + (L 30.5)/12]0.99 mm
tmin = [0.20 + (L — 100)/1000]0.9Q in
for L < 106.7 m
for L < 350 ft
In general, vessels having a length greater than 106.7 m (350 ft) are
to be longitudinally framed.
b Longitudinal Framing
tmin = [4 + (L — 30.5)/12]0.9Q mm
tinin = [0.16 ± (L 100)/1000]0.9Q in.
SECTION
1 513
Shell Plating
15.5 Shell Plating at Ends
15.5.1 Minimum Shell Plating Thickness
The minimum shell plating thickness at ends is to be obtained from
the following equations and is not to extend for more than 0.1L at
the ends. Between the midship 0.4L and the end 0.1L the thickness
of the plating may be gradually tapered.
a For Vessels Less than 85 m (280 ft) in Length
0.9(Q + NrCi)
mm
2
0.9(Q + V-0
t = [0.000545(L + 10) + 0.009s]
) in.
2
t = [0.0455(L + 3) + 0.009s]
b For Vessels of 85 m (280 ft) or More but Not Exceeding 252.5 m
(500 ft) in Length
t = [0.035(L + 29) + 0.009s]
0.9(Q + VO)
t = [0.00042(L + 95) + 0.009s]
0.9(Q +
2
mm
VO) .
in.
s = fore or aft peak frame spacing in mm or in.
Where the strength deck at the ends is above the freeboard deck,
the thickness of the side plating above the freeboard deck may be
reduced to the thickness given for forecastle and poop sides at the
forward and after ends respectively.
15.5.2 Immersed Bow Plating
The thickness of the plating below the load water line for 0.16L
from the stem is not to be less than is given by the following equation,
but need not be greater than the thickness of the side shell plating
amidships.
a For Vessels Less than 85 m (280 ft) in Length
0.9(Q + V(i)
mm
2
0.9(Q + V)
t = [0.00061(L + 56) + 0.009s}
2
b For Vessels of 85 m (280 ft) or More in Length
t = [0.051(L + 17) + 0.009s}
t = [0.05(L + 20) + 0.009s]
0.9(Q + Ai(3)
mm
2
t = [0.0006(L + 66) + 0.009s} 0.9(Q + 170)
SECTION
15 4
Shell Plating
s = fore peak frame spacing in mm or in.
15.5.3 Bottom Forward
The plating on the flat of the bottom forward of the midship threefifths length in vessels having machinery amidships and forward of
the midship one-half length in vessels having machinery aft is not
to be less than required by the following equation. The plating on
the flat of bottom forward on Fargo vessels of high speed and fine
form will be specially considered. The thickness of the plating of
the bottom forward is not to be less than required for the immersed
bow plating in 15.5.2.
t = (0.0018s VE
t = (0.001s VL
+ 3.0)
+ 0.12)
0.9(Q + ArQ)
mm
2
0.9(Q + Ai()
2
in.
for
L < 152.5 m
for
L < 500 ft
Where the ballast arrangements are such that a draft of not less than
0.027L at the forward perpendicular is obtained when no cargo is
being carried, the thickness may be reduced to that obtained from
the equation in 22.19.4 provided the hull girder stresses are acceptable. Supporting calculations may be required to be submitted.
15.5.4 Special Heavy Plates
Special heavy plates of the thicknesses given in the following equations are to be introduced at the attachments to the stern frame for
heel and boss plates and in way of spectacle bossing. Heavy plates
may also be required to provide increased lateral support in the
vicinity of the stern tube in vessels of fine form and high power.
Thick or double plating is to be fitted around hawse pipes, of sufficient breadth to prevent damage from the flukes of stockless anchors.
SECTION
1515 Shell Plating
a Spectacle Bossing
for L < 85 m
0 9(Q +
t = [0.0609(L + 5.5) + 0.009s]
2
mm
for 85 < L < 152.5 m
t = [0.088(L — 23) + 0.009s]
0.9(Q + \10)
mm
2
for L < 280 ft
t = [0.000731(L + 18) + 0.009s]
for 280
0.9(Q +
2
L < 500 ft
t = [0.00106(L — 75) + 0.009s]
0.9(Q + V-0) .
2
b Other Plates on Stern Frame
for L < 85 m
t = [0.00685(L + 10) + 0.009s]
0.9(Q +
2
mm
for 85 < L < 152.5 m
t = [0.094(L — 16) + 0.009s]
0.9(Q +
2
mm
for L < 280 ft
t = [0.000822(L + 32.8) + 0.009s] 0.9(Q +
2
-V0)
for 280 < L < 500 ft
t = [0.00113(L — 53) + 0.009s]
0. 9(Q +V-Q-)
2
in.
c Boss and Heel Plates The thickness of the boss and heel plating
is to be 20% greater than the thickness of spectacle bossing obtained
in 15.5.4a.
SECTION
1 516
Shell Plating
15.5.5 Forecastle and Poop Side Plating
a Forecastle Sick-plating thickness The minimum thickness t of
the forecastle side plating is to be obtained from the following equation.
for L < 85 m
t = [0.0311(L — 7.5) + 0.009s] 0.9 (Q,, 2+ VQ0 ) mm
for 85 < L < 152.5 m
t = [0.038(L — 21) + 0.009s]
0.9(Q0 +
2
) mm
for L < 280 ft
.
t = [0.000373(L — 24.6) + 0.009s] 0.9(Q, + 40 ) m.
for 280 < L < 500 ft
t = [0.000455(L — 69) + 0.009s]
0.9(Q0 + VQ0 )
2
b Poop Side Plating The minimum thickness t of the poop side
plating is to be obtained from the following equation.
t = (0.035L + 4) 0.9(Qo + VQ,) mm
for L < 152.5 m
2
t = (0.00042L + 0.157) 0.9(Q,
+ Via
) in.
for L < 500 ft
Q0 = material factor as obtained in 2.19.1
15.7 Compensation
Compensation is to be made where necessary for holes in shell plates.
All openings are to have well-rounded corners; those for cargo,
gangway, fueling ports, etc. are to be kept well clear of discontinuities in the hull girder; local provision is to be made to maintain
the longitudinal and transverse strength of the hull; where it is
proposed to fit portlights in the shell plating, the locations and sizes
are to be clearly indicated on the midship-section drawing when first
submitted for approval.
15.9 Breaks
Breaks in vessels having partial superstructures are to be specially
strengthened to limit the local increases in stresses at these points.
The stringer plates and sheerstrakes at the lower level are to be
doubled or increased in thickness well beyond the break in both
SECTION
15 7 Shell Plating
directions. The thickness is to be increased 25%© in way of breaks
of superstructures, but this increase need not exceed 9.5 mm
(0.38 in.). The side plating of the superstructure is to be increased
in thickness, the side plating is to extend well beyond the end of
the superstructure in such fashion as to provide a long gradual taper.
Where the breaks of the forecastle and poop are appreciably beyond
the midship 0.5L, these requirements may be modified. Gangways,
large freeing ports and other openings in the shell or bulwarks are
to be kept well clear of the breaks, and any holes which must
unavoidably be cut in the plating are to be kept as small as possible
and are to be circular or oval in form.
SECTION 1 5 8
Shell Plating
SECTION
16
Decks
16.1 General
16.1.1 Extent of Plating
It is recommended that the weather portions of all strength decks
be plated for at least the midship 0.4L; in vessels of 76 m (250 ft)
length and above this recommendation becomes a requirement. In
vessels of 91.5 m (300 ft) length and above, forecastle decks and
strength decks for at least the midship 0.75L are to be plated, and
in vessels of 122 m (400 ft) length and above at least one deck is
to be completely plated. In all vessels, portions of decks forming
the crowns of machinery spaces, the tops of tanks or steps in bulkheads are to be plated. Weather portions of upper superstructure
decks over accommodation, except relatively short deckhouse tops,
are to be plated within the midship 0.4L in vessels of 107 m (350 ft)
length and above. In all other cases decks may be either completely
plated or formed of stringers and tie plates having sufficient breadth
and thickness to satisfy the requirements of 16.3. Where decks are
completely plated for only a part of the length, the plating is to
be gradually tapered to the stringer plates.
16.1.2 Frames
Frames are not to extend through the stringer plates of weather
decks, tanks or watertight flats, unless watertight steel chocks or
collars are fitted. Where frames pass through other tight decks below
the weather deck, welded chocks or collars are to be fitted. Freeboard
decks within superstructure, which are not fully and permanently
enclosed, and bulkhead decks in passenger vessels are to be made
tight in similar fashion.
16.3 Hull-girder Strength
16.3.1 Longitudinal Section Modulus Amidships
The required longitudinal hull-girder section modulus at amidships
is obtained from the equations given in 6.3.
16.3.2 Strength Decks
For the definition of the strength deck for calculations see 6.5.1.
16.3.3 Longitudinally Framed Decks
Where the beams of the strength deck and other decks are fitted
SECTION
1 611 Decks
longitudinally in accordance with Section 10, the sectional area of
effectively developed deck longitudinals may be included in the
hull-girder section-modulus calculation.
16.3.4 Superstructure Decks
Superstructure decks which are comparatively short or which are
not designed as the strength deck (see 16.3.2 and 15.3.4) are to
comply with the requirements of 17.1.2.
16.3.5 Deck Transitions
Where the effective areas in the same deck change, as in way of
partial superstructures or over discontinuous decks, care is to be
taken to extend the heavier plating well into the section of the vessel
in which the lesser requirements apply, to obtain a good transition
from one arrangement to the other. Partial decks within the hull
are to be tapered off to the shell by means of long brackets. Where
effective decks change in level, the change is to be accomplished
by a gradually sloping section or the deck material at each level
is to be effectively overlapped and thoroughly tied together by
diaphragms, webs, brackets, etc., in such manner as will compensate
for the discontinuity of the structure. At the ends of partial superstructures the arrangements are to be as described in 15.11.
16.3.6 Deck Plating
Deck plating within the midship 0.4L is to be of not less thickness
than is required for purposes of longitudinal hull-girder strength in
accordance with 6.3. The thickness of the stringer plate is to be
increased 25% in way of breaks of superstructures, but this increase
need not exceed 9.5 mm (0.38 in.). This requirement may be modified
for set-in bridges and where the breaks of poop and forecastle are
appreciably beyond the midship 0.5L. The required deck area is to
be maintained throughout the midship 0.41, of the vessel and is to
be suitably extended into superstructures located at or near the
midship 0.4L. From these locations to the ends of the vessel, the
deck area contributing to the hull-girder strength may be gradually
reduced in accordance with 6.5.2 or 6.7. In way of superstructures
beyond the midship 0.4L, the strength-deck area may be reduced
to 70% of the normally required deck area. The thickness of the deck
stringer plate at the forward and aft ends is not to be less than given
in 16.5.1a and the remainder of the deck plating is not to be less
than given in 16.5.1a in equation 3.
16.5 Plated Decks
16.5.1 Deck Scantlings .
a Plating Thickness Strength decks are to have stringer plates
of not less thickness than obtained from equations in 1 and 2; the
stringer and the remainder of the plating are to be of the thickness
required to obtain the hull-girder section modulus SM specified in
SECTION
1612 Decks
6.3; and the thickness of the stringer plates and deck plating outside
of the line of the openings, or completely across the vessel where
there are no centerline openings, are not to be less than obtained
from the equation in 3. In vessels under 91.5 m (300 ft) in length,
where the depth is not less than L/12, the thickness of plating may
be obtained from the equation in 4. In small vessels where the
required area is relatively small, it may be disposed in the stringer
and alongside openings in plating of not less thickness than obtained
from the equation in 3; in such cases the remainder of the plating
may be obtained from the equation in 7.
1 Stringer-plate Thickness Amidships
t
t
t
t
= 0.912(0.029r, + 6.5) mm
= 0.9Q(0.008L + 9) mm
= 0.9Q(0.00035L + 0.25) in.
= 0.9Q(0.0001L + 0.35) in.
for
for
for
for
L < 120 m
L > 120 to L < 152.5 m
L < 400 ft
L > 400 to L < 500 ft
2 Stringer-plate Thickness at Ends
t = 0.9Q(0.014L + 7.2) mm
t = 0.9Q(0.00017/, + 0.28) in.
for L < 152.5 m
for L < 500 ft
3 Thickness of Strength Decks on Transverse Beams
t
t
t
t
= 0.9Q(0.01st, + 2.3) mm
= 0.9Q(0.0066sb + 4.9) mm
= 0.9Q(0.01sb + 0.09) in.
= 0.9Q(0.0066sb + 0.192) in.
for 55 < 760 mm
for sb, > 760 mm
for sb < 30 in.
for sb > 30 in.
4 Strength Decks in Small Vessels and on Longitudinal Beams in
Large Vessels and of Forecastle Decks in Vessels Over 120 in
(400 ft) in Length
t
t
t
t
= 0.9Q(0.009sb + 2.4) mm
= 0.9Q(0.006sb + 4.7) mm
= 0.9Q(0.009sb + 0.095) in.
= 0.9Q(0.006sb + 0.185) in.
for sb < 760 mm
for sb > 760 mm
for sb < 30 in.
for st, 5 30 in.
5 Exposed Strength Decks within Line of Openings, Forecastle
Decks in Vessels Under 120 m (400 ft) in Length, Exposed Poop
Decks in Vessels Over 100 m (330 ft) in Length
t
t
t
t
SECTION 1613
= 0.9Q(0.01sb + 0.9) mm
= 0.9Q(0.0067sb + 3.4) mm
= 0.9Q(0.01sb + 0.035) in.
= 0.9Q(0.0067sb + 0.134) in.
Decks
for 56. < 760 mm
for sb > 760 mm
for sb < 30 in.
for sb > 30 in.
6 Exposed Bridge Decks
t = 0.9(Q.
+ '10 (0.01; + 0.25) ram
t = 0-9(Qo + 40) (0.01343sb + 4.6) mm
t=
t=
0.9(Q, + VQ,, )
for sb < 760 mm
for sb > 760 mm
(0.01; + 0.01) in.
for sb < 30 in.
0.9(Q, + VQ,)
(0.0043sb + 0.181)
2
for sb > 30 in.
7 Exposed Poop Decks in Vessels Under 100 m (330 ft) in Length,
Long Deckhouse Sides and Tops and Platform Decks in Enclosed
Cargo Spaces'
t = 0-9(Q0 +
2
0.9(Q0 +
t=
2
0.9(Q, +
t=
2
t = 0-9(Q0
2
(0.009sb + 0.8) mm
for sb < 685 mm
) (0.0039; + 4.3) mm
for sb > 685 mm
11Q0 ) (0.009; + 0.032) in.
for sb C 27 in.
VQ0) (0.0039; + 0.17) in.
for sb > 27 in.
8 Platform Decks in Enclosed Passenger Spaces
t=
t=
0.9(Q0 +
2
0.9(Q, +
) (0.006; + 1.5) mm
)
(0.0055; + 1.9) mm
0.9(Q0 +
40) (0.006; + 0.06) in.
2
)
0.9(Q, +
t=
(0.0055sb + 0.075)
2
t=
for sb < 760 mm
for sb > 760 mm
for sb < 30 in.
for sb > 30 in.
Qo = material factor as obtained in 2.19.1
Q = material factor as obtained in 2.192 but is not to be taken
sb = spacing of deck beams in mm or in.
•Where the 'tween deck height exceeds 2.60 m (8.5 ft), the thickness of plating in
cargo spaces is to be not less than that indicated in equation 7 increased at a rate
of 1.11 mm for each meter (0.015 in. for each foot) of excess 'tween deck height.
b Sectional Area Redistribution Where the deck openings are
comparatively wide and the section-modulus requirements are such
that the necessary thickness of the deck and stringer plates would
be greater than that of the sheerstrake, it is recommended that part
SECTION 1
6 4 Decks
of the effective area be disposed of in the sheerstrake to obtain
thicknesses for the deck stringer and the sheerstrake more nearly
comparable with each other.
c Unusual Hull Arrangements Where the arrangement is such
that either hogging or sagging bending moments greater than usual
may be expected in any normal ballasted or loaded condition, it may
be required that bending-moment calculations be prepared and
scantlings increased.
d Plating within Line of Openings Within the line of openings
the thickness of exposed plating is to be not less than obtained from
the equation in 5, amidships; at the forward and after ends it is to
be as required for exposed forecastle and poop-deck plating. Within
deckhouses, the plating may be of the thickness obtained from the
equation in 7.
16.5.2 Effective Lower Decks
Effective lower decks are to have stringer plates of not less thickness
than obtained from 16.5.1. The stringer plate and the remainder of
the plating is to be of the thickness required to obtain the hull-girder
section modulus specified in 6.3. To be considered effective for use
in calculating the hull-girder section modulus, the thickness of the
deck plating is to be not less than obtained from 16.5.1, appropriate
to the depth Ds, according to Table 16.1.
In no case is plating to be less than obtained from the equation in
7 or 8 in 16.5.1a, after correction for 'tween-deck height. Stringer
plates of effective decks are to be connected to the shell.
TABLE 16.1
Thickness Equation Location
Effective
Lower Deck
D.
meters
D,
feet
Minimum Thickness
Equation
Second Deck
Under 12.8
12.8 to 15.2
Over 15.2
Under 9.8
9.8 to 13.4
13.4 to 17.7
Over 17.7
Under 42
42 to 50
Over 50
Under 32
32 to 44
44 to 58
Over 58
5
4
3
6
5
4
3
Third Deck
SECTION
16 5
Decks
16.5.3 Reinforcement at Openings
a At Hatchways At the corners of hatchways or other openings
in effective decks, generous radii are to be provided.
b In Way of Machinery Space In way of the machinery spaces,
special attention is to be paid to the maintenance of lateral stiffness
by means of through beams and plating and the provision of thoroughly effective deck support.
16.5.4 Platform Decks
Lower decks which are not considered to be effective decks for
longitudinal strength are termed platform decks. The plating is not
to be of less thickness than obtained from the equation in 7 or 8
in 16.5.1a.
16.5.5 Superstructure Decks
See 17.1.2
16.5.6 Decks over Tanks
For decks over tanks see 13.5.
16.5.7 Watertight Flats
Watertight flats over tunnels or forming recesses or steps in bulkheads
are to be of not less thickness than required for the plating of ordinary bulkheads at the same level plus 1.5 mm (0.06 in.).
16.7 Deck Compositions
Deck compositions are to be of material which is not destructive
to aluminum alloys, or they are to be effectively insulated from the
aluminum alloy by a noncorrosive protective covering. Samples may
be taken by the Surveyor from the composition while it is being
laid, in which case the samples are to be subject to independent
analysis at the manufacturer's expense. The plating is to be thoroughly cleaned before the composition is laid. Large areas of deck
are to be divided by cabin sills, angles, etc., and unless otherwise
approved, holdfasts are to be fitted not more than 915 mm (3 ft)
apart. Deck coverings within accommodation spaces on the decks
forming the crown of machinery and cargo spaces are to be of a
type which will not ignite readily.
SECTION
1616 Decks
SECTION
17
Superstructures
17.1 Scantlings
17.1.1 Side Plating
Side plating of superstructures within the midship 0.4L of the vessel
is to be obtained from 15.3. At the forward and after ends, the plating
for 0.1L from each end may be of the thickness obtained from 15.5.5
for forecastle and poop-side plating respectively; beyond 0.11, from
each end the thickness of the plating is to be gradually increased
to that required within the midship 0.4L length.
17.1.2 Decks of Superstructures
Decks of superstructures whose lengths are over OIL are to be
considered as strength decks and are to comply with the requirements
of 16.5. Where less than 0.1L in length, the stringer plate may be
the thickness of the side plating and, in general, the remainder of
the deck plating outboard of openings is to be adjusted to provide
an effective area approximately 50% of that of the deck below in
way of the superstructure. The thickness of the plating at the forward
and aft ends is to be obtained from 16.5.1 for forecastle and poopdeck plating.
17.1.3 Frames
Frames are to be of the sizes obtained from 8.11. Web frames or
partial bulkheads are to be fitted over main bulkheads and elsewhere
as may be required to give effective transverse rigidity to the structure.
17.1.4 Breaks in Continuity
Breaks in the continuity of superstructures are to be specially
strengthened (see 8.11,2 and 15.17). The arrangements in this area
are to be clearly shown on the plans submitted for approval.
17.3 End Bulkheads
17.3.1 Scantlings
Bulkheads at exposed ends of poops, bridges and forecastles on the
freeboard deck of vessels having minimum freeboards are to have
plating of not less thickness than given in Table 17.1 increased by
the multiplication factor of OW,. Each stiffener in association with
the plating to which it is attached is to have a section modulus SM
SECTION
1 711 Superstructures
SM = 0.9Q,(7.9sc/2) cm3
SM = 0.9Q,(0.0041sc/2) in.3
Qo = material factor obtained from 2.19.1
s = spacing of stiffeners in m or ft
c = from Table 17.1
1 = molded height of the superstructure in m or ft
17.3.2 Attachments
Stiffeners on bulkheads at the after ends of forecastles and bridges
may have unattached sniped ends. Stiffeners on the front bulkheads
of bridges and poops are to be attached to the deck plating at their
upper and lower ends by welding all around.
17.3.3 Raised-quarter-deck Bulkheads
Raised quarter-deck bulkheads are to have plating of not less thickness than required for bridge-front bulkheads. The sizes of stiffeners
are to be specially considered on the basis of the length of the vessel,
the actual height of the raised quarter deck and the arrangement
of the structure.
17.5 Enclosed Superstructures
17.5.1 Openings in Bulkheads
All openings in the bulkheads of enclosed superstructures are to be
provided with efficient means of closing, so that in any sea conditions
water will not penetrate the vessel. Opening and closing appliances
are to be framed and stiffened so that the whole structure is equivalent to the unpierced bulkhead when closed.
17.5.2 Doors for Access Openings
Doors for access openings into enclosed superstructures are to be
of aluminum alloy or other equivalent material, permanently and
strongly attached to the bulkhead. The doors are to be provided with
gaskets and clamping devices, or other equivalent arrangements,
permanently attached to the bulkhead or to the doors themselves,
and the doors are to be so arranged that they can be operated from
both sides of the bulkhead.
17.5.3 Sills of Access Openings
Except as otherwise provided in these rules, the height of the sills
of access openings in bulkheads at the ends of enclosed superstructures is to be at least 380 mm (15 in.) above the deck.
17.5.4 Portlights
Portlights in the end bulkheads of enclosed superstructures are to
be of substantial construction and provided with efficient inside
deadlights. Also see 20.7.
SECTION 1
712 Superstructures
TABLE 17.1
Values ©f c
Bridge-front and
Unprotected Poop
Front Bulkhead&
Length of
Vessel in
Meters
Partially
Protected Poop
Front Bulkheads
After Bulkheads
of Bridges and
Forecastles
Plating•
mm
c
Rating
mm
c
Plating'
mm
c
61.0
73.0
85.5
97.5
109.5
7.5
8.5
9.5
10.5
11.0
6.3
7.8
8.6
9.0
9.4
7.0
7.5
8.0
8.5
9.0
1.5
1.9
2.1
2.3
2.6
5.5
6.0
6.5
7.0
7.0
0.85
0.95
1.0
1.0
1.0
122.0
134.0
146.5
158.5
170.5 & over
11.0
11.0
11.0
11.0
11.0
9.8
11.2
12.7
15.1
16.3
9.5
9.5
9.5
9.5
9.5
2.7
3.1
3.7
4.0
4.2
7.5
7.5
7.5
7.5
7.5
1.0
1.0
1.0
1.0
1.0
'Where the spacing of stiffeners is greater or less than 760 mm, the thickness of the
plating is to be increased and may be reduced at the rate of 0.7 for each 100 mm
difference in spacing.
Bridge-front and
Unprotected Poop
Front Bulkheads
Length of
Vessel in
Feet
Partially
Protected Poop
Front Bulkheads
After Bulkheads
of Bridges and
Forecastle
Plating'
in.
c
Plating'
in.
c
Plating*
in.
200
240
280
320
360
0.30
0.34
0.37
0.41
0.44
20.6
25.7
28.3
29.6
30.8
0.27
0.29
0.31
0.33
0.36
4.8
6.1
7.0
7.6
8.4
0.22
0.23
0.25
0.27
0.28
2.8
3.1
3.3
3.4
3.4
400
440
480
520
560 & over
0.44
0.44
0.44
0.44
0.44
32.2
36.7
41.8
49.4
53.3
0.38
0.38
0.38
0.38
0.38
8.9
10.3
12.0
13.1
13.7
0.30
0.30
0.30
0.30
0.30
3.4
3.4
3.4
3.4
3.4
'Where the spacing of stiffeners is greater or less than 30 in., the thickness of the
plating is to be increased and may be reduced at the rate of 0.025 in. for each 4 in.
difference in spacing.
SECTION 17 (3 Superstructures
17.5.5 Bridges and Poops
A bridge or poop is not to be regarded as enclosed unless access
is provided for the crew to reach machinery and other working spaces
inside these superstructures by alternate means which are available
at all times when bulkhead openings are closed.
17.7 Open Superstructures
Superstructures with openings which do not fully comply with 17.5
are to be considered as open superstructures.
17.9 Deckhouses
Deckhouses are to have sufficient strength for their size and location;
those in exposed positions on freeboard and superstructure decks are
to be constructed to approved plans. Their general scantlings are
to be based on the requirements for after bulkheads of bridges with
the fronts of houses suitably increased in strength. Houses whose
lengths are greater than 0.1L are to have effective longitudinal scantlings to give a hull-girder section modulus through the deckhouse
equal to that of the main hull girder. The plating on the sides and
on the tops of long deckhouses is not to be less than obtained from
equation 7 in 16.5.1a. Partial bulkheads, deep webs, etc. are to be
fitted at the sides and ends of large deckhouses to provide resistance
to racking.
17.11 Forecastle Structures in High-speed Vessels
Forecastle structures in high-speed vessels with minimum freeboard
are to be supported by girders in association with deep beams and
web frames, preferably arranged in complete transverse belts and
supported by lines of pillars extending continuously down into the
structure below. Beams and girders are to be arranged, where practicable, to limit the spans to about 2.25 m (7.5 ft). Pillars are to be
provided as required by 11.3.1, except that generally 270-mm (11-in.)
diameter pillars are to be considered as minima for large, high-speed
vessels. Main structural intersections are to be carefully developed
with special attention given to pillar head and heel connections and
to the avoidance of stress concentrations.
SECTION
1 7 14 Superstructures
SECTION
18
Protection of Deck Openings
18.1 General
All openings in decks or tiers of beams are to be framed to provide
efficient support and attachment to the ends of the half beams. The
following requirements relate to vessels having minimum freeboards.
Where the draft is less than that corresponding to the minimum
freeboard, or for decks above the first deck above the freeboard deck,
the heights of the coamings and the effectiveness of the closing
arrangements may be modified. The proposed arrangements and
details for all hatchways are to be submitted for approval.
18.3 Position of Deck Openings
For the purpose of these Rules, two positions of deck openings are
defined as follows.
Position 1 Upon exposed freeboard and raised quarter decks and
upon exposed superstructure decks situated forward of a point located a quarter of the vessel's length from the forward perpendicular
Position 2 Upon exposed superstructure decks situated abaft a
quarter of the vessel's length from the forward perpendicular
18.5 Hatchway Coamings
18.5.1 Height of Coamings
The height of coamings of hatchways secured weathertight by tarpaulins and battening devices is to be at least as follows.
600 mm (23.5 in.) if in Position 1
450 mm (17.5 in.) if in Position 2
Where hatch covers are made of aluminum alloy or other equivalent
material and made tight by means of gaskets and clamping devices,
these heights may be reduced, or the warnings omitted entirely,
provided that the safety of the vessel is not thereby impaired in any
sea condition.
18.5.2 Coaming Plates
Coaming plates are not to be less than 11.5 mm (0.46 in.) thick in
vessels not exceeding 30 m (100 ft) length and 15 mm (0.59 in.) thick
in vessels of 76 in (250 ft) length and above; the thicknesses at intermediate lengths are obtained by interpolation.
SECTION 1811 Protection of Deck Openings
18.5.3 Horizontal Stiffeners
Horizontal stiffeners are to be fitted on coamings in Position 1; they
are to be not more than 200 mm (7.5 in.) below the upper edge of
the coaming; the breadth of the stiffeners is not to be less than
135 mm (5.5 in.) in vessels not exceeding 30 m (100 ft) in length, nor
less than 235 mm (8.5 in.) in vessels of 76 m (250 ft) length and above;
the minimum breadths for vessels of intermediate lengths are to be
obtained by interpolation. Efficient brackets or stays are to be fitted
from the stiffeners to the deck at intervals of not more than 2.25 m
(7.5 ft). All exposed coamings which are 760 mm (30 in.) or more in
height are to be similarly supported and where the height exceeds
915 mm (36 in.), the arrangement of the stiffeners and brackets or
stays is to be such as to provide equivalent support. Where end
coamings are protected, the arrangement of the stiffeners and brackets or stays may be modified.
18.5.4 Heavy Convex or Patent Moldings
Heavy convex or patent moldings are to be fitted at the upper edges
of all exposed coamings, and the lower edges are to be flanged or
provided with other suitable protection against damage.
18.7 Hatchways Closed by Portable Covers and
Secured Weathertight by Tarpaulins and Battening Devices
18.7.1 Bearing Surface
The width of each bearing surface for hatchway covers is to be at
least 85 mm (3.25 in.).
18.7.2 Wood Hatch Covers
Wood hatch covers on exposed hatchways are to have a finished
thickness not less than 60 mm (2.375 in.) where the span is not more
than 1.5 m (4.9 ft); the wood is to be of satisfactory quality, straightgrained, reasonably free from knots, sap and shakes, and is to be
examined before being coated. Hatch rests are to be beveled where
necessary, so as to provide a solid bearing surface.
18.7.3 Aluminum-alloy Hatch Covers
a Design Conditions Where covers are made of aluminum alloy,
the strength is to be calculated with assumed loads not less than 1.75
metric tons per square meter (358 pounds per square foot) on hatchways in Position 1, and not less than 1.30 metric tons per square
meter (266 pounds per square foot) on hatchways in Position 2, and
the product of the maximum stress thus calculated and the factor
4.25 is not to exceed the minimum ultimate strength of the material.
They are to be so designed as to limit the deflection to not more
than 0.0028 times the span under these loads.
b Reduced Design Loads The assumed loads on hatchways in
Position 1 may be reduced to 1 metric ton per square meter (205
pounds per square foot) for vessels 24 m (79 ft) in length and are
to be not less than 1.75 metric tons per square meter (358 pounds
per square foot) for vessels 100 m (328 ft) in length. The corresponding loads on hatchways in Position 2 may be reduced to 0.75
metric tons per square meter (154 pounds per square foot) and 1.30
metric tons per square meter (266 pounds per square foot) respectively. In all cases values at intermediate lengths are to be obtained
by interpolation.
18.7.4 Portable Beams
Where portable beams for supporting hatchway covers are made of
aluminum alloy, the strength is to be calculated with assumed loads
not less than 1.75 metric tons per square meter (358 pounds per
square foot) on hatchways in Position 1, and not less than 1.30 metric
tons per square meter (266 pounds per square foot) on hatchways
in Position 2; and the product of the maximum stress thus calculated
and the factor 5 is not to exceed the minimum ultimate strength
of the material. They are to be so designed as to limit the deflection
to not more than 0.0022 times the span under these loads. For vessels
of not more than 100 m (328 ft) in length the reduced loads indicated
in 18.5.3b may be used.
18.7.5 Pontoon Covers
Where pontoon covers used in place of portable beams and covers
are made of aluminum alloy, the strength is to be calculated with
the assumed loads given in 18.5.3a, and the product of the maximum
stress thus calculated and the factor 5 is not to exceed the minimum
ultimate strength of the material. They are to be so designed as to
limit the deflection to not more than 0.0022 times the span.
Aluminum-alloy plating forming the tops of covers is not to be less
in thickness than 0.9Qo%© of the spacing of stiffeners or 5.4Q0 mm
(0.22Q, in.) if that be greater. For vessels of not more than 100 m
(328 ft) in length the reduced loads indicated in 18.7.3b may be used.
Qo is the material factor obtained in 2.19.1, but is not to be taken
18.7.6 Materials Other Than Aluminum Alloy
The strength and stiffness of covers made of materials other than
aluminum alloy are to be equivalent to those of aluminum alloy and
will be subject to special consideration.
18.7.7 Carriers or Sockets
Carriers or sockets for portable beams are to be of substantial construction, and are to provide means for the efficient fitting and securing of the beams. Where rolling types of beams are used, the arrangements are to ensure that the beams remain properly in position when
the hatchway is closed. The bearing surface is not to be less than
100 mm (4 in.) in width measured along the axis of the beam unless
the carriers be of an interlocking type with the beam ends. Carriers
for beams are to overlap the hatchway coaming angles or the wain-
SECTION 1 813
ings are to be fitted with stiffeners or external brackets in way of
each beam.
18.7.8 Cleats
Cleats are to be set to fit the taper of the wedges. They are to be
at least 85 mm (3.25 in.) wide and spaced not more than 450 mm
(18 in.) center to center; the cleats along each side or end are to
be not more than 115 mm (4.5 in.) from the hatch corners.
18.7.9 Wedges
Wedges are to be of tough wood; they are to have a taper of not
more than 1 in 6 and are to be not less than 13.0 mm (0.50 in.) thick
at the toes.
18.7.10 Battening Bars
Battening bars are to be provided for properly securing the tarpaulins; they are to have a width of 85 mm (3.25 in.) and a thickness
of not less than 12.5 mm (0.455 in.).
18.7.11 Tarpaulins
At least two tarpaulins thoroughly waterproofed and of ample
strength are to be provided for each exposed hatchway. The material
is to be guaranteed free from jute and is to be of an approved type.
Other fabrics which have been demonstrated to be equivalent will
be specially approved.
18.7.12 Security of Hatchway Covers
For all hatchways in Position 1 or 2, aluminum-alloy bars or other
equivalent means are to be provided in order to secure efficiently
and independently each section of hatchway covers after the tarpaulins are battened down. Hatchway covers of more than 1.5 m (4.9 ft)
in length are to be secured by at least two such securing appliances.
18.9 Hatchways Closed by Covers of Aluminum Alloy
Fitted with Gaskets and Clamping Devices
18.9.1 Strength of Covers
Where weathertight covers are of aluminum alloy, the strength is
to be calculated with assumed loads not less than 1.75 metric tons
per square meter (358 pounds per square foot) on hatchways in
Position 1, and not less than 1.30 metric tons per square meter (266
pounds per square foot) on hatchways in Position 2, and the product
of the maximum stress thus calculated and the factor of 4.25 is not
to exceed the minimum ultimate strength of the material. They are
to be so designed as to limit the deflection to not more than 0.0028
times the span under these loads. Aluminum-alloy plating forming
the tops of covers is to be not less in thickness than 0.990% of the
spacing of stiffeners or 5.4Q0 mm (0.22Q0 in.) if that be greater. For
vessels of not more than 100 m (328 ft) in length the reduced loads
SECTION
18 4 Protection of Deck Openings
indicated in 18.7.3b may be used. Q, is the material factor as obtained
in 2.19.1, but is not to be taken as less than 1.11 without special
consideration.
18.9.2 Other Materials
The strength and stiffness of covers made of materials other than
aluminum alloy is to be equivalent to those of aluminum alloy and
is to be subject to special consideration.
18.9.3 Means for Securing Weathertightness
The means for securing and maintaining weathertightness are to be
such that the tightness can be maintained in any sea conditions. The
covers are to be hose-tested in position under a water pressure of
at least 2.1 kg/cm2 (30 psi) at the time of construction and, if considered necessary, at subsequent surveys.
18.11 Hatchways in Lower Decks or
within Fully Enclosed Superstructures
18.11.1 General
The following scantlings are intended for ocean-going vessels and
conventional type covers. Those for covers of special types or for
vessels of restricted service are to be specially considered.
18.11.2 Beams and Wood Covers
Hatchways in lower decks or within fully enclosed superstructures
are to be framed with beams of sufficient strength. Where such
hatches are intended to carry a load of cargo, and the 'tween-deck
height does not exceed 2.59 m (8.5 ft), the hatch beams are to be
not less effective than those given in 18.5.4 for Position 1; the wood
covers are not to be less than 63.5 mm (2.50 in.) thick where the
spacing of the beams does not exceed 1.52 m (5 ft). Where the height
to which the cargo may be loaded on top of a hatch exceeds 2.59 m
(8.5 ft), or where the spacing of the beams exceeds 1.52 m (5 ft), the
sizes of the beams and the thicknesses of the wood covers are to
be suitably increased.
18.11.3 Covers of Aluminum Alloy
Where covers of aluminum alloy are fitted, the thickness of the
plating is to be not less than required for platform decks in enclosed
cargo spaces as obtained from equation 8 in 16.5.1a. A stiffening
bar is to be fitted around the edges as required to provide the necessary rigidity to permit the covers being handled without deformation.
The effective depth of the framework is normally to be not less than
6.5% of its unsupported length. Each stiffener in association with
the plating to which it is attached is to have a section modulus SM
SM = 0.9Q„(7.9hs/2) cm3
SECTION 1815
SM = 0.9Q0 (0.0041hs/2) in 3
= material factor as obtained in 2.19.1 but is not to be taken
h = 'tween-deck height in m or in ft
s = spacing of the stiffeners in m or in ft
length of the stiffener in m or in ft
18.13 Hatchways within Open Supirstructures
Hatchways within open superstructures are to be considered as exposed.
18.15 Hatchways within Deckhouses
Hatchways within deckhouses are to have coamings and closing
arrangements as required m relation to the protection afforded by
the deckhouse from the standpoint of its construction and the means
provided for the closing of all openings into the house.
18.17 Machinery Casings
18.17.1 Arrangement
Machinery-space openings in Position 1 or 2 are to be framed and
efficiently enclosed by casings of aluminum alloy of ample strength,
and, wherever practicable, those in freeboard decks are to be within
superstructures or deckhouses. Access openings in exposed casings
are to be fitted with doors complying with the requirements of 17.5.2,
the sills of which are to be at least 600 mm (23.5 in.) above the deck
if in Position 1, and at least 380 mm (15 in.) above the deck if in
Pdsition 2. Other openings in such casings are to be fitted with
equivalent covers, permanently attached in their proper positions.
18.17.2 Fiddleys, Funnels, and Ventilators
coamings of any fiddley, funnel or machinery-space ventilator in an
exposed position on the freeboard or superstructure deck are to be
as high above the deck as is reasonable and practicable. Fiddley
openings are to be fitted with strong covers of aluminum alloy or
other equivalent material permanently attached in their proper positions and capable of being secured watertight.
18.17.3 Exposed Casings on Freeboard or Raised Quarter Decks
Exposed casings on freeboard or raised quarter decks are to have
plating at least 5.8590 mm (0.2490 in.) thick with 6.75Q0 mm
(0.27Q0 in.) coamings in vessels 61 m (200 ft) in length, and
6.75Q„ mm (0.2790 in.) thick with 12.5 mm (0.50 in.) coamings in
vessels 91.5 m (300 ft) in length and above; intermediate thicknesses
may be obtained by interpolation. Where coamings are not fitted,
the thickness of the plating may be required to be increased. Stiffeners are to be spaced not over 760 mm (30 in.) apart and are- to be
at least as effective as those required for watertight bulkheads. Where
SECTION
1816 Protection of Deck Openings
the ends of the casings are not protected by other structures, the
thickness of the plating and the sizes of the stiffeners are to be
increased as may be required by the conditions. Q, is the material
factor obtained in 2.19.1 but is not to be taken as less than 1.11
without special consideration.
18.17.4 Exposed Casings on Superstructure Decks
Exposed casings on superstructure decks are to have plating at least
4.1Q, mm (0.16Q0 in.) thick with coamings 9.0 nun (0.35 in.) thick
in vessels 61 m (200 ft), and 6.75Q0 mm (0.27Qo in.) thick with coamings 12.5Q0 mm (0.50Q0 in.) thick in those 122 m (400 ft) in length
and above, where the stiffeners are spaced not more than 760 mm
(30 in.) apart; intermediate thicknesses may be obtained by interpolation. Where coamings are not fitted the thickness of the plating
may be required to be increased. Each stiffener in 'association with
the plating to which it is attached are to have a section modulus
SM not less than obtained from the following equation.
SM = 0.9Q,(7 .9csh12) cm3
SM = 0.9Qo(0.0041csh/2) in.3
Qo = material factor as obtained in 2.19.1 but is not to be taken
c = 0.25
h = height of the casing in m or ft
1 = length, between supports, of the stiffeners in m or ft
Where the ends of the casings are not protected by other structures,
the thickness of the plating and the sizes of the stiffeners are to be
increased as may be required by the conditions.
18.17.5 Casings within Open Superstructures
Casings within open superstructures are to be of similar scantlings
to those obtained from 18.17.4 for exposed casings on superstructure
decks. Where there are no end bulkheads to the superstructures, the
arrangements and scantlings are to be specially considered.
18.17.6 Casings within Enclosed Superstructures
or in Decks below Freeboard Deck
Casings within enclosed superstructures or in decks below the freeboard deck where cargo is carried are to have plating at least
4.1Q0 mm (0.16Q0 in.) thick with coamings 5.85Q0 mm (0.24Q0 in.)
thick in vessels 30.5 m (100 ft) in length, and 5.85Q, mm (0.24Qo
in.) thick with coamings 12.5 mm (0.50 in.) thick in those 122 m (400
ft) in length and above, where the stiffeners are spaced not more
than 766 mm (30 in.) apart; intermediate thicknesses may be obtained
by interpolation. Side plating of casings in accommodation space
above the crown of the machinery space may be 6.0 mm (0.24 in.)
thick where the spacing of the stiffeners is not more than 760 mm
(30 in.) and suitable coamings are fitted. The plating thicknesses are
to be increased at the rate of 0.65 mm (0.025 in.) for each 75 mm
(3 in.) greater spacing. Where coamings are not fitted, the thickness
of plating may need to be increased. Each stiffener is to be fitted
in line with the beam and is to have a section modulus SM as required
for exposed casings by 18.17.4, but the coefficient in the equation
may be 0.14 instead of 0.25, h is the 'tween-deck height, and Q0
is the material factor as obtained in 2.19.1 but is not to be taken
18.17.7 Casings within Deckhouses
Casings within deckhouses are to have scantlings, sill heights and
closing arrangements to entrances as required in relation to the
protection offered by the deckhouse from the standpoint of its construction and the means for closing all openings into the house.
18.19 Miscellaneous Openings in Freeboard and Superstructure Decks
18.19.1 Manholes and Scuttles
Manholes and flush scuttles in Position 1 or 2 or within superstructures other than enclosed superstructures are to be closed by substantial covers capable of being made watertight. Unless secured by
closely spaced bolts, the covers are to be permanently attached.
18.19.2 Other Openings
Openings in freeboard decks other than hatchways, machinery-space
openings, manholes and flush scuttles are to be protected by an
enclosed superstructure, or by a deckhouse or companionway of
equivalent strength and weathertightness. Any such opening in an
exposed superstructure deck or in the top of a deckhouse on the
freeboard deck which gives access to a space below the freeboard
deck or a space within an enclosed superstructure is to be protected
by an efficient deckhouse or companionway. Doorways in such deckhouses or companionways are to be fitted with doors complying with
the requirements of 17.5.2.
18.19.3 Companionway Sills
In Position 1 the height above the deck of sills to the doorways in
companionways is to be at least 600 mm (23.5 in.). In Position 2 they
are to be at least 380 mm (15 in.).
18.21 Mast Openings
Openings penetrating decks and other structures to accommodate
masts, kingposts and similar members are to be reinforced by fitting
doublings or plating of increased thickness.
SECTION
1818
SECTION
19
Machinery Space and Tunnel
19.1 General
In view of the effect upon the structure of the necessary openings
in the machinery space, the difficulty of securing adequate support
for the decks, of maintaining the stiffness of sides and bottom and
of distributing the weight of the machinery, special attention is
directed to the need for arranging, in the early stages of design, for
the provision of plated through beams and such casing and pillar
supports as are required to secure structural efficiency; careful attention to these features in design and construction is to be regarded
as of the utmost importance. All parts of the machinery, shafting,
etc., are to be efficiently supported and the adjacent structure is to
be adequately stiffened. In twin-screw vessels and in other vessels
of high power it will be necessary to make additions to the strength
of the structure and the area of attachments, which are proportional
to the weight, power and proportions of the machinery, more especially where the engines are relatively high in proportion to the
width of the bed plate; the height and approximate weight of engines
are to be stated upon the bolting plan, which is to be approved before
the bottom construction is commenced. Where steel and aluminum
members are to be connected, suitable insulation is to be fitted
between them. Consideration is to be given to the submittal to the
machinery manufacturer, for review, of plans of the foundations for
main propulsion units, reduction gears, and thrust bearings and of
the structure supporting those foundations.
19.3 Engine Foundations
19.3.1 Single-bottom Vessels
In vessels with single bottoms the engines are to be seated on thick
plates laid across the top of deep floors or upon heavy foundation
girders efficiently bracketed and stiffened. Intercostal plates are to
be fitted between the floors beneath the lines of bolting to distribute
the weight effectively through the bottom structure to the shell. Seat
plates are to be connected to the girders or intercostals by thick
angles, having flanges of sufficient width to take the nuts or heads
of the holding-down bolts.
19.12 Double-bottom Vessels
In vessels with double bottoms the engines are to be seated directly
SECTION
upon thick inner-bottom plating or upon thick seat plates on top
of heavy foundations arranged to distribute the weight effectively.
Additional intercostal girders are to be fitted within the double
bottom to ensure the satisfactory distribution of the weight and the
rigidity of the structure.
19.5 Boiler Foundations
Boilers are to be supported by transverse or fore-and-aft girders
arranged to distribute the weight effectively. Boilers are to be placed
to ensure accessibility and proper ventilation; they are to be at least
460 mm (18 in.) clear of tank tops, bunker walls, etc.; the available
clearance is to be indicated on the plans submitted for approval.
19.7 Thrust Foundations
Thrust blocks are to be bolted to efficient foundations extending well
beyond the thrust blocks and arranged to distribute the loads effectively into the adjacent structure; extra intercostal girders with double attachments are to be fitted in way of the foundations as may
be required.
19.9 Shaft Stools and Auxiliary Foundations
Shaft stools and auxiliary foundations are to be of ample strength
and stiffness in proportion to the weight supported.
19.11 Tunnels and Tunnel Recesses
19.11.1 Plating
The plating of flat sides of shaft or other watertight tunnels is to
be of the thickness as obtained from 12.7.1 for watertight bulkheads;
the lowest strake of the plating is to be increased 1.5 mm (0.055 in.)
Flat plating on the tops of tunnels or tunnel recesses is to be of the
thickness required for watertight bulkhead plating at the same level;
where unsheathed in way of hatches, the thickness is to be increased
3 mm (0.11 in.) and where the top of the tunnel or recess forms a
part of a deck, the thickness is not to be less than required for the
plating of watertight bulkheads at the same level plus 1.5 mm
(0.055 in.) nor than would be required for the deck plating. Curved
plating may be of the thickness required for watertight bulkhead
plating at the same level in association with a stiffener spacing
200 mm (8 in,) less than that actually adopted; crown plating in way
of hatches is to be increased at least 3.5 mm (0.013 in.) or it is to
be protected by wood sheathing not less than 50 mm (2 in.) thick.
19.11.2 Stiffeners
Stiffeners are not to be spaced more than 915 mm (36 in.) apart, and,
each stiffener, in association with the plating to which they are
SECTION 1 9
attached, is to have a section modulus SM as obtained from the
equation.
SM = 0.9Q,(4.42hs/2) cm3
SM = 0.9120(0.0023hs/2)
Qo = material factor as obtained in 2,19.1
h = distance in m or ft from the middle of 1 to the bulkhead deck
1 = distance in m or ft between the top and bottom supporting
members without brackets
The ends of stiffeners are to be welded to the top and bottom supporting members. Where masts, stanchions, etc., are stepped upon
tunnels, local strengthening is to be provided proportional to the
weight carried.
19.11.3 Beams, Pillars and Girders
Beams, pillars and girders under the tops of tunnels or tunnel recesses
are to be as required for similar members on bulkhead recesses.
19.11.4 Tunnels through Deep Tanks
Where tunnels pass through deep tanks, the thickness of the plating
and the sizes of the stiffeners in way of the tanks are not to be less
than required for deep-tank bulkheads. Tunnels of circular form are
to have plating of not less thickness than obtained from the following
equation.
t = 0.9(Q0 + VQ° (0.1345dh + 9) mm
2
= 0.9(Q0 + 1/"0:: )
(0.000492 dh + 0.36)
2
Qo material factor as obtained in 2.19.1
t = thickness of the plating in mm or in.
d = diameter of the tunnel in m or ft
h = distance in m or ft from the bottom of the tunnel to the load
line or to the highest level to which the tank contents may
rise in service conditions, or two-thirds of the distance to D,
or two-thirds of the test head, whichever is greatest
19.11.5 Testing of Tunnels
Testing of tunnels is to be carried out upon completion of all work
affecting their tightness; the tunnel may be subjected to a waterpressure test or may be hose-tested; the pressure in the hose is not
to be less than 2.1 kg/cm2 (30 psi).
SECTION 1913 Machinery Space and Tunnel
SECTION
20
Bulwarks, Rails, Ports,
Ventilators, and Portlights
20.1 Bulwarks and Guard Rails
20.1.1 Height on Manned Vessels
The height of bulwarks and and rails on exposed parts of freeboard
and superstructure decks is to be at least 1 m (39.5 in.) from the deck.
Where this height would interfere with the normal operation of the
vessel, a lesser height may be approved if adequate protection is
provided. Where approval of a lower height is requested, justifying
information is to be submitted.
20.1.2 Strength of Bulwarks
Bulwarks are to be of ample strength in proportion to their height
and efficiently stiffened at the upper edge; bulwark plating on freeboard decks is not to be less than 8.5 mm (0.34 in.) in thickness. The
bulwark plating is to be kept clear of the sheerstrake and the lower
edge effectively stiffened. Bulwarks are to be supported by efficient
stays; those on freeboard decks are to have stays spaced not more
than 1.38 m (4.5 ft) apart; the stays are to be formed of plate and
angle or built-up tee sections and are to be efficiently attached to
the bulwark and deck plating. Special consideration will be given
to the spacing of bulwark stays and their attachments to deck and
bulwark where it may be intended to carry timber deck cargoes.
Gangways and other openings in bulwarks are to be kept well away
from breaks of superstructures, and heavy plates are to be fitted in
way of mooring pipes.
20.1.3 Spacing of Guard Rails
The opening below the lowest course of the guard rails is not to
exceed 230 mm (9 in.). The other courses are to be not more than
380 mm (15 in.) apart. In the case of vessels with rounded gunwales
the guard-rail supports shall be placed on the flat of the deck.
20.3 Freeing Ports
20.3.1 Basic Area
Where bulwarks on the weather portions of freeboard or superstructure decks form wells, ample provision is to be made for rapidly
freeing the decks of water and for draining them. Except as provided
SECTION
20 1 Bulwarks, Rails, Ports, Ventilators, and Portlights
in 20.3.2 and 20.3.3, the minimum freeing-port area A on each side
of the vessel for each well on the freeboard deck is to be obtained
from the following equations in cases where the sheer in way of the
well is standard or greater than standard sheer as defined in the
International Convention on Load Lines, 1966. The minimum area
for each well on superstructure decks is to be one-half of the area
a Where the length of bulwark I in the well is 20 m (66 ft) or
A = 0.7 + 0.035/ M2
A = 7.6 + 0.115/ R2
b Where I exceeds 20 rn (66 ft):
A = 0.07/ m2
A = 0.23/ ft2
In no case need I be taken as greater than 0.7L where Lis the length
of the vessel as defined in 2.1. If the bulwark is more than 1.2 meters
(3.9 ft) in average height, the required area is to be increased by
0.004 m2 per m (0.04 ft2 per ft) of length of well for each 0.1 m
(1 ft) difference in height. If the bulwark is less than 0.9 m (3 ft) in
average height, the required area may be decreased by 0.004 m2 per
m (0.04 ft2 per ft) of length of well for each 0.1 m (1 ft) difference
in height.
20.3.2 Vessels with Less than Standard Sheer
In vessels with no sheer, the calculated area is to be increased by
50%. Where the sheer is less than the standard, the percentage is
to be obtained by interpolation.
20.3.3 Trunks
Where a vessel is fitted with a trunk, and open rails are not fitted
on weather parts of the freeboard deck in way of the trunk for at
least half their length, or where continuous or substantially continuous hatchway side coamings are fitted between detached superstructures, the minimum area of the freeing-port openings is to be
calculated from the following table.
Note
Breadth of hatchway
or trunk in relation
to the breadth of vessel
Area of freeing ports
in relation to the total
area of the bulwarks
40% or less
75% or more
20%
10%
The area of freeing ports at intermediate breadths is to be obtained by linear
interpolation.
20.3.4 Open Superstructures
In vessels having superstructures which are open at either or both
ends, adequate provision for freeing the space within such super-
SECTION
20[2 Bulwarks, Rails, Ports, Ventilators, and Portlights
structures is to be provided, and the arrangements are to be subject
to special approval.
20.3.5 Details of Freeing Ports
The lower edges of the freeing ports are to be as near the deck as
practicable. Two-thirds of the freeing-port area required is to be
provided in the half of the well nearest the lowest point of the sheer
curve. All such openings in the bulwarks are to be protected by rails
or bars spaced approximately 230 mm (9 in.) apart. If shutters are
fitted to freeing ports, ample clearance is to be provided to prevent
jamming. Hinges are to have pins or bearings of noncorrodible
material. If shutters are fitted with securing appliances, these are
to be of approved construction.
20.5 Cargo, Gangway or Fueling Ports
20.5.1 Construction
Cargo, gangway or fueling ports in the sides of vessels are to be
strongly constructed and capable of being made thoroughly watertight; where frames are cut in way of such ports, web frames are
to be fitted on each side of the opening and suitable arrangements
are to be provided for the support of the beams over the opening.
Shell doublings are to be fitted as required to compensate for the
openings and the corners of the openings are to be well rounded.
Waterway angles and scuppers are to be provided on the deck in
way of openings in cargo spaces below the freeboard deck or in cargo
spaces within enclosed superstructures to prevent the spread of any
leakage water over the deck.
20.5.2 .Location
Unless especially approved, the lower edge of cargo, gangway, or
fueling port openings is not to be below a line drawn parallel to
the freeboard deck at side, which has at its lowest point the upper
edge of the uppermost load line.
20.7 Portlights
20.7.1 Construction
Portlights to spaces below the freeboard deck or to spaces within
enclosed superstructures are to be fitted with efficient inside deadlights arranged so that they can be effectively closed and secured
watertight. They are to have strong frames (other than cast iron)
and opening-type portlights are to have noncorrosive hinge pins.
20.7.2 Location
No portlight is to be fitted in a position with its sill below a line
drawn parallel to the freeboard deck at side and having its lowest
point 2.5% of the breadth of the vessel above the load waterline,
or 500 mm (19.5 in.), whichever is the greater distance.
SECTION
20 3 Bulwarks, Rails, Ports, Ventilators, and Portlights
20.9 Ventilators
20.9.1 Construction of Coamings
Ventilators on exposed freeboard or superstructure decks to spaces
below the freeboard deck or decks of enclosed superstructures are
to have coamings of aluminum alloy or other equivalent material.
Coaming-plate thicknesses are not to be less than 10.0 mm (0.40 in.)
for ventilators up to 200 mm (8 in.) diameter, and 13.5 mm (0.53 in.)
for diameters of 460 mm (18 in.) and above; the thicknesses for intermediate diameters may be obtained by interpolation. Coamings are
to be effectively and properly secured to properly stiffened deck
plating of sufficient thickness. Coamings which are more than
900 mm (35.5 in.) high and which are not supported by adjacent
structures are to have additional strength and attachment. Ventilators
passing through superstructures other than enclosed superstructures
are to have substantially constructed coamings of aluminum alloy
at the freeboard deck.
20.9.2 Height of Coamings
Ventilators in Position 1 are to have coamings at least 900 mm
(35.5 in.) above the deck; ventilators in Position 2 are to have coamings at least 760 mm (30 in.) above the deck. (See 18.3 for definition
of Positions 1 and 2.) In exposed positions, the height of coamings
may be required to be increased.
20.9.3 Means for Closing Openings in Ventilators
Except as provided below, ventilator openings are to be provided
with efficient closing appliances. In vessels of not more than 100 m
(328 ft) in length, the closing appliances are to be permanently
attached; where not so provided in other vessels, they are to be
conveniently stowed near the ventilators to which they are to be
fitted. Ventilators in Position 1, the coamings of which extend to more
than 4.5 m (14.8 ft) above the deck, and in Position 2, the coamings
of which extend to more than 2.3 m (7.5 ft) above the deck, need
not be fitted with closing arrangements unless unusual features of
the design make it necessary.
SECTION
2014 Bulwarks, Rails, Ports, Ventilators, and Portlights
SECTION
21
Ceiling and Sparring
21.1 Close Ceiling
Close ceiling in vessels with single bottoms is to be fitted on the
floors and up to the upper turn of the bilge; the ceiling is not to
be less than 50 mm (2 in.) thick in vessels under 61 m (200 ft) in
length, 57 mm (2.25 in.) in vessels 61 to 76 m (200 to 250 ft), nor
less than 63 mm (2.5 in.) in vessels of greater length. The ceiling is
to be laid in portable sections on the flat of floors, or other convenient
arrangements are to be made for easy removal when required for
cleaning, painting or inspection of the bottom. In vessels with double
bottoms, where close ceiling is fitted, it is to be laid from the margin
plate to the upper part of the bilge, so arranged as to be readily
removable for inspection of the limbers. Where the margin plate
is horizontal, this requirement may be modified. Ceiling is to be laid
under all hatchways or the thickness of the inner bottom is to be
increased 2.5 mm (0.11 in.). Ceiling, where fitted on top of innerbottom plating, is to be laid on battens, for drainage purposes, or
it is to be bedded in a substantial body of mixed tar and cement
or other suitable covering.
21.3 Sparring
Sparring is to be fitted to the sides above the bilge ceiling, if any,
in all cargo spaces where it is intended to carry general cargo; the
sparring is not to be less than 40 mm (1% in.) thick, finished, nor
is it to provide less protection to the framing than is obtained from
battens at least 140 mm (5,5 in.) wide, finished, and spaced 380 mm
(15 in.) center to center. Sparring is to be bolted, fitted in cleats,
or in portable frames for convenience in removal. Sparring may be
omitted in vessels engaged in the carriage of coal, bulk cargoes,
containers and similar cargoes. In such cases the notation NS will
be entered in the Record, indicating no sparring.
SECTION
2111
Ceiling and Sparring
SECTION
22
Vessels Intended
to Carry Oil in Bulk
22,1 General
22.1.1 Classification
The classification Oil Carrier is to be assigned to vessels designed
for the carriage of oil cargoes in bulk, and built to the requirements
of this section and other relevant sections of these Rules. As used in
these Rules, the term "oil" refers to petroleum products having flash
points below 60C (140F), closed cup test, and specific gravity of not
over 1.05. Vessels intended to carry fuel oil having a flash point at
or above 60C (140F), closed cup test, and to receive classification
Fuel Oil Carrier are to comply with the requirements of this section
and other relevant sections of these Rules with the exception that
the requirements for cofferdams and gastight bulkheads may be
modified.
22.1.2 Application
The Rules contained in this section are intended to apply to longitudinally framed tank vessels having depths of not less than onefifteenth their length and which are generally of welded construction
and of usual form, having machinery aft, single bottoms, either two
or three continuous longitudinal bulkheads, with all continuous longitudinal members effectively developed at the transverse bulkheads.
These Rules are also intended to apply to other vessels of similar
type and arrangement. Where the arrangement of longitudinal or
transverse bulkheads differs from that described, with unusual widths
or lengths of tank spaces, the scantlings may require adjustment and
an additional longitudinal bulkhead may be required to provide
strength equivalent to that obtained in a vessel of the usual form.
It is recommended that compliance with the following requirements
be accomplished through a detailed investigation of the magnitude
and distribution of the imposed longitudinal and transverse forces
by using an acceptable method of engineering analysis. The following
paragraphs are to be used as a guide in determining scantlings.
Where it can be shown that the calculated stresses using the loading
conditions specified in 22.27.3 are less than those stated to be permissible, consideration will be given to scantlings alternative to those
recommended by this section. The structural arrangements are to
be in accordance with those given in the following paragraphs.
SECTION
22.1.3 Thickness of Internal Members
In the selection of shapes special consideration is to be given to the
thicknesses of the webs and flanges to provide suitable structural
stability.
22.1.4 Breaks
Special care is to be taken throughout the structure to provide
against local stresses at the ends of the oil spaces, superstructures,
etc. The main longitudinal bulkheads are to be suitably tapered at
their ends and effective longitudinal bulkheads in the poop are to
be located, to provide effective continuity between the structure in
way of and beyond the main cargo spaces. Where the break of a
superstructure lies within the midship 0.5L, the required shell and
deck scantlings for the midship 0.4L may be required to be extended
to effect a gradual taper of structure and the deck stringer plate
and sheerstrake are to be increased. See 22.19.2 and 22.21.1. Where
the breaks of the forecastle and poop are appreciably beyond the
midship 0.5L, the requirements of 22.19.2 and 22.21.1 may be modified.
22.1.5 Variations
Tankers of special type or design differing from those described in
the following Rules will be specially considered on the basis of
equivalent strength.
22.1.6 Loading Manual
In general, a loading manual is to be prepared and submitted for
review in the case of vessels for which still-water bending-moment
calculations are required by 6.9. This manual is to show the effects
of various loaded and ballasted conditions upon longitudinal bending
moments and is to be furnished to the master of each vessel for
guidance. Alternate methods of providing this information will be
considered.
22.3 Special Requirements for Deep Loading
Where a vessel is intended to operate at the freeboard allowed by
the International Convention on Load Lines, 1966, for Type-A vessels, the requirements of 22.3.1 to 22.3.6 are to be complied with.
22.3.1 Machinery Casings
Machinery casings are normally to be protected by an enclosed poop
or bridge, or by a deckhouse of equivalent strength. The height of
such structure is to be at least 1.8 m (5.9 ft) for vessels up to and
including 75 m (246 ft) in length, and 2.3 m (7.5 ft) for vessels 125 m
(410 ft) or more in length; the minimum height at intermediate
lengths is to be obtained by interpolation. The bulkheads at the
forward ends of these structures are to be of not less scantlings than
required for bridge-front bulkheads. (See 17.3.) Machinery casings
SECTION
22 2
Vessels Intended to Carry Oil in Bulk
may be exposed, provided they are specially stiffened and there are
no openings giving direct access from the freeboard deck to the
machinery space. A door complying with the requirements of 17.5.2
may, however, be permitted in the machinery casing, provided that
it leads to a space or passageway which is as strongly constructed
as the casing and is separated from the stairway to the engine room
by a second door complying with 17.5.2; the sill of the exterior door
is to be not less than 600 mm (23.5 in.), and of the second door not
less than 230 mm (9 in.).
22.3.2 Gangway and Access
An efficiently constructed fore-and-aft permanent gangway of sufficient strength is to be fitted at the level of the superstructure deck
between the poop and the midship bridge or deckhouse, or an equivalent access such as a below-deck passage is to be provided as a
substitute for the gangway. Elsewhere, and on tankers without a
midship bridge, satisfactory arrangements are to be provided to
safeguard the crew in reaching all parts used in the necessary work
of the ship. Safe and satisfactory access from the gangway level is
to be available between separate crew accommodations and also
between crew accommodations and the machinery space.
22.3.3 Hatchways
Exposed hatchways on the freeboard and forecastle decks or on the
tops of expansion trunks are to be provided with efficient watertight
covers of aluminum alloy. The use of material other than aluminum
alloy will be subject to special consideration
22.3.4 Freeing Arrangements
Tankers with bulwarks are to have open rails fitted for at least half
the length of the exposed parts of the weather deck or other effective
freeing arrangements. The upper edge of the sheerstrake is to be
kept as low as practicable. Where superstructures are connected by
trunks, open rails are to be fitted for the whole length of the exposed
parts of the freeboard deck.
22.3,5 Flooding
Attention is called to the requirement of the International Convention on Load Lines, 1966, that tankers over 150 m (492 ft) in length
to which freeboards are assigned as Type-A vessels are to be able
to withstand the flooding of certain compartments.
22.3.6 Ventilators
Ventilators to spaces below the freeboard deck are to be specially
stiffened or protected by superstructures or other efficient means.
22.5 Arrangement
22.5,1 Subdivision
The length of the tanks, location of expansion trunks, and position
SECTION
2213
of longitudinal bulkheads are to be arranged to avoid excessive dynamic stresses in the hull structure.
22.5.2 Cofferdams
Cofferdams, thoroughly oiltight and vented, having widths as required for ready access are to be provided for the separation of all
cargo tanks from galleys and living quarters, general cargo spaces
which are below the uppermost continuous deck, boiler rooms, and
spaces containing propelling machinery or other machinery where
sources of ignition are normally present. Pump rooms, compartments
arranged solely for ballast, and fuel-oil tanks may be considered as
cofferdams in compliance with this rule.
22.5.3 Gaslight Bulkheads
Gastight bulkheads are to be provided for the isolation of all cargo
pumps and piping from spaces containing stoves, boilers, propelling
machinery, electric apparatus, or machinery where sources of ignition are normally present. These bulkheads are to comply with
the requirements of Section 12.
22.5.4 Ports in Pump Room Bulkheads
Where fixed ports are fitted in the bulkheads between a pump room
and the machinery or other safe space, they are to maintain the
gastight and watertight integrity of the bulkhead. The ports are to
be effectively- protected against the possibility of mechanical damage
and are to be fire resistant. Hinged port covers of steel, having
non-corrosive hinge pins and secured from the safe space side, are
to be provided. The covers are to provide strength and integrity
equivalent to the unpierced bulkhead. Except where it may interfere
with the function of the port, the covers are to be secured in the
closed position. The use of material other than steel for the covers
Lighting fixtures providing strength and integrity equivalent to
that of the port covers will be accepted as an alternative.
22.5.5 Location of Cargo Oil Tank Openings
Cargo oil tank openings, including those for tank cleaning, which are
not intended to be secured gastight at all times during the normal
operation of the vessel are not to be located in enclosed spaces. For
the purpose of this requirement, spaces open on one side only are
to be considered enclosed.
22.7 Ventilation
Holes are to be cut in every part of the structure where otherwise
there might be a chance of gases being "pocketed." Special attention
is to be paid to the effective ventilation of pump rooms and other
working spaces adjacent to the oil tanks. Efficient means are to be
provided for clearing the oil spaces of dangerous vapors by means
SECTION
of artificial ventilation or steam. For the venting of the cargo tanks,
see 36.73 of the "Rules for Building and Classing Steel Vessels."
22.9 Pumping Arrangements
See Section 36 of the "Rules for Building and Classing Steel Vessels."
22.11 Electric Equipment
22.13 Testing of Tanks
All cargo, ballast and cofferdam spaces are to be tested before the
vessel is launched or when in drydock with a head of water 1.22 m
(4 ft) above the deck at side forming the crown of the tanks in vessels
of 61 m (200 ft) length and under, and 2.44 m (8 ft) above, in vessels
of 122 m (400 ft) length and over; for intermediate lengths, intermediate heights above the deck are to be used. The test head is not
to be less than the distance to the tops of the hatches. The foregoing
requirements may be modified where the tanks are tested by air
pressure in association with a means for detecting leaks. Bulkheads
separating cargo tanks from cofferdams, pump rooms, machinery
spaces, or tanks arranged exclusively for ballast are to be hydrostatically tested as indicated above, but this testing may be carried out
after the vessel is afloat.
22.15 Machinery Spaces
Machinery spaces aft are to be specially stiffened transversely; longitudinal material at the break is also- to be specially considered to
reduce concentrated stresses in this region. Longitudinal wing bulkheads are to be incorporated with the machinery casings or with
substantial accommodation bulkheads in the 'tween decks and within
the poop.
The longitudinal hull-girder section modulus is to be not less than
required by the equations given in 6.3.
22.17.2 Still-water Bending-moment Calculations
For still-water bending-moment calculations see 6.9.
22.19 Shell Plating
22.19.1 Amidships
Shell plating within the midship 0.4L is to be of not less thickness
SECTION
than is required for longitudinal hull-girder strength in accordance
with 6.3, or than that obtained from a and b.
a Bottom Shell Thickness The thickness of the bottom shell
plating is not to be less than that obtained from 1 or 2.
1 t
0.01L(8.4 + 10/D)0.9Q nun
t = 0.0003937L(2.6 + 10/D)0.9Q in.
2 t = 0.9(9.006s -017d + 0.02(L — 50) + 2.5) mm
t = 0.9Q(0.00331s A/0.7d + 0.02(L — 164) + 0.1) in.
b Side Shell Thickness The thickness of the side shell plating is
not to be less than that obtained from 1 or 2.
1 t = 0.01L(6.5 + 21/D)0.9Q mm
t = 0.000393742.0 + 21/D)0.9Q in.
2 t = 0.9Q(0.0052s V0.07d + 0.02L + 2.5) mm
t = 0.9Q(0.002878 )/0.7d + 0.02L + 0.1) in.
t = plate thickness in mm or in.
L = length of vessel as defined in 2.1 but need not be taken as greater
than 152.5 m (500 ft)
D = molded depth as defined in 2.5 in m or ft
d = molded draft to the summer load line as defined in 2.7 in m
or ft
s = spacing of bottom longitudinals or spacing of side lorigitudinals
or vertical side frames in mm or in.
Q = material factor obtained in 2.19.2 but is not to be taken as less
than 1.30 without special consideration
22.19.2 Sheerstrake
The thickness of the sheerstrake is to be not less than the thickness
of the deck stringer plate or the side-shell plating, whichever is
greater. The thickness is to be increased 25% in way of breaks of
superstructures, but this increase need not exceed 9.6 mm (0.37 in.).
See 22.1.3.
22.19.3 Keel Plate
The thickness of the flat plate keel is to be maintained throughout
and is not to be less than the bottom-shell thickness amidships. Where
this strake is increased for longitudinal strength, the flat-plate keel
may be gradually reduced, forward and abaft the midship 0.4L, to
the requirement amidships.
22.19.4 Flat of Bottom Forward
The plating on the flat of bottom forward of the midship 0.5L is
to be not less in thickness than the immersed bow plating as specified
by 15.5.2 nor less than obtained from the following equations,
SECTION
2216 Vessels intended to Carry Oil in Bulk
t=
0.9(Q + -\70-)
(0.00139s L -- 10.1 + 3) mm
2
0.9(Q +
\) (0.000767s A/L — 33 + 0.12)
s = spacing of frames in mm or in.
L = length of vessel as defined in 2.1 but need not be taken as
greater than 153.5 m (500 ft)
22.19.5 Plating Outside Midship 0.4L
The bottom and side shell, including the sheerstrake beyond the
midship 0.4L, is generally to be in accordance with the requirements
of 15.5 and is to be gradually reduced from the midship thickness
to the end thickness.
22.19.6 Small Vessels
In vessels under 76 m (250 ft) in length, the thickness of the bottom
shell is to be obtained from Section 15.
22.21 Deck Plating
22.21.1 Amidships
The strength deck within the midship 0.4L is to be of not less thickness than is required to provide the deck area necessary for longitudinal strength in accordance with 22.17; nor is the thickness to be
less than that determined by the following equations for thickness
of deck plating. The thickness of the stringer plate is to be increased
25% in way of breaks of superstructures, but this increase need not
exceed 9.6 mm (0.37 in.). See 22.1.3. This requirement may be modified for vessels with set-in bridges. The required deck area is to be
maintained throughout the midship 0.4L of the vessel or beyond the
end of a superstructure at or near the midship 0.4L point; from these
locations to the ends of the vessel the deck area may be gradually
reduced in accordance with 6.5.2. In way of a superstructure beyond
the midship 0.4L, the strength-deck area may be reduced to 70%©
of those requirements.
t = 0.9Q[0.0016s
— 53 + 0.32(L/D) — 2.5] mm
t = 0.9Q[0.000883s -VL — 174 + 0.0126(L/D) 0.1] in.
t = plate thickness in mm or in.
s = spacing of deck longitudinals in rnm or in.
D = molded depth as defined in 2.5 in m or ft
SECTION 227 Vessels Intended to Carry Oil
in Bulk
22.21.2 Small 'Vessels
In vessels under 76 m (250 ft) in length, the thickness of deck plating
is to be obtained from Section 16.
22.23 Bulkhead Plating
The plating is to be of not less thickness than is required for deeptank bulkheads by 13.3 where h is measured from the lower edge
of the plate to the top of the hatch or to a point located 1.22 m
(4 ft) above the deck at side amidships, whichever is greater. It is
recommended that the top strake of a complete longitudinal bulkhead be not less than 13.0 mm (0.51 in.) in vessels of 91.5 m (300
ft) length, and 17.0 mm (0.67 in.) in vessels of 152.5 m (500 ft) length,
and that the strake below the top strake be not less than 13.0 mm
(0.51 in.) in vessels of 122 m (400 ft) length and 14.0 mm (0.56 in.)
in vessels of 152.5 m (500 ft) length, with intermediate thicknesses
at inter mediate lengths.
22.25 Long Tanks
In vessels fitted with long tanks, the scantlings of oiltight transverse
bulkheads in center tanks are to be specially considered when the
spacing between tight bulkheads, nontight bulkheads, or partial
bulkheads exceeds 15 m (50 ft).
22.27 Webs, Girders and Transverses
22.27.1 General
Webs, girders and transverses which support longitudinal frames,
beams or bulkhead stiffeners, generally are to be in accordance with
the following paragraphs. It is recommended that deep girders be
arranged in line with webs and stringers to provide complete planes
of stiffness. In vessels without a longitudinal centerline bulkhead or
effective centerline supporting member, a center vertical keel is to
be provided having sufficient strength to serve as one line of support
where centerline keel blocks are used in drydocking operations.
22.27.2 Section Modulus
Each member is to have a section modulus SM in cm3 or in.3, not
SM =.(M/f)
M = maximum bending moment along the member between the toes
of the end brackets as computed by an acceptable method of
engineering analysis, in kg-cm or ton-in.
permissible
maximum bending stress as determined from the
f=
following table
SECTION
Values of f
Transverse members
Longitudinal members
Note
kg/ern2
1578/Q
1052/Q
tons/
10/Q
6.7/Q
Local axial loads on webs, girders, or transverses are to be accounted for by
reducing the maximum permissible bending stress.
In addition, the following equation is to be used in obtaining the
required section modulus SM.
SM = (4.74chs4,2)0.9Q cm3
SM = (0.0025chs/b2)0.9Q in.3
c = for bottom and deck transverses as shown in Figure 22.1.
= 2.00 for bottom girders, vertical webs on transverse bulkheads,
horizontal girders and stringers
= 2.50 for deck girders
c = for side transverses and vertical webs on longitudinal bulkheads
= 1.50 without struts
= 1.10 with one horizontal strut
= 0.65 with two horizontal struts
= 0.55 with three horizontal struts
Where a centerline longitudinal bulkhead is fitted, the value
of c for side-shell transverses and vertical webs on longitudinal
wing bulkheads will be subject to special consideration.
h = for bottom transverses and girders, the depth of the vessel D
in m or ft as defined in 2.5
h = for side transverses and vertical webs on longitudinal bulkheads,
vertical webs on transverse bulkheads and horizontal girders and
stringers, the vertical distance in m or ft from the center of
the area supported to a point located 1.22 m (4 ft) abovea the
deck at side amidships in vessels 61 m (200 ft) in length and
under, and to a point located 2.44 m (8 ft) above the deck at
side amidships in vessels 122 m (400 ft) in length and above;
for intermediate lengths, intermediate points may be used. The
value of h is to be not less than the vertical distance in m or
ft from the center of the area supported to the tops of the
hatches.
h = for deck transverses and girders, is to be measured as indicated
above for side transverses, etc., except that in no case is it to
be less than 15% of the depth of vessel
s = spacing of transverses, or width of area supported, in m or ft
lb = span of the member, in m or ft measured between the points
of support as indicated in Figure 22.1. Where effective brackets
are fitted, the length lb is to be measured as indicated in Figure
22.2a and 22.2b; nor is the length for deck and bottom transverses in wing tanks to be less than 0.125B or one-half the
breadth of the wing tank, whichever is the greater. Where a
centerline longitudinal bulkhead is also fitted, this minimum
length will be specially considered.
SECTION
Where no struts or other effective supporting arrangements are
provided for the wing-tank vertical transverses, the deck transverses
in the wing tanks are to have section moduli values not less than
70% of that for the vertical side transverses. In no case are the deck
transverses in the wing tanks to have less than 70% of the section
moduli for the corresponding members in the center tanks.
Note
For loaded tanks the head h is to be measured to a point located 2.44 m (8 ft)
above the deck at side, except in the case of vessels 122 m (400 ft) and less
in length, as explained in 22.27.2,
22.27.3 Local Loading Conditions
In addition to withstanding the loads imposed by longitudinal hullgirder shearing and bending action, the structure is to be capable
of withstanding the following local loading conditions without exceeding the permissible bending and average shearing stresses stated
in 22.27.2 and 22.27.4:
1 Center tank loaded; wing tanks empty; % maximum draft
2 Center tank empty; wing tanks loaded; 1/3 maximum draft
3 Center and wing tanks loaded; 1/3 maximum draft
In addition, where the arrangement of the vessel involves tanks
of relatively short length, or tanks designated as permanent ballast
tanks, it is recommended that the following appropriate loading
conditions also be investigated:
4 Center tank loaded; wing tanks empty; maximum design draft
5 Center tank empty; wing tank loaded; maximum design draft
In all cases the structure is to be reviewed for other realistic
loading conditions associated with the vessel's intended service.
22.27.4 Web Portion of Members
The net sectional area of the web portion of the member, including
effective brackets where applicable, is not to be less than obtained
A=
F
q
FA' cm2 or in.2
shearing force, in kg or long tons, at the point under consideration
allowable average shearing stress in the web of the supporting
member as determined from Table 22.2. For longitudinal supporting members, the value of q is to be 80% of the value shown
in Table 22.2.
Where individual panels exceed the limits given in Table 22.2,
detail calculations are to be submitted in support of adequate
strength against buckling.
In no case are the thicknesses of the web portions of the members
to be less than given in Table 22.3 for minimum thicknesses.
It is recommended that compliance with the foregoing requirement be accomplished through a detailed investigation of the magni-
SECTION
tude and distribution of the imposed shearing forces by means of
an acceptable method of engineering analysis. Where this is not
practicable, the following equations may be used as guides in approximating the shearing forces.
F = csD(K4 — he) for bottom transverses
for lower side transverses
or vertical transverses on
he (h
F = cs[KL1s h
Ilt)]
longitudinal bulkheads
F = es[K u18h he (h
2
h )]
2
for upper side transverses
or vertical transverses on
c = 1025 with metric units
0.0285 with inch/pound units
spacing
of transverses in m or in ft
s=
D = depth of vessel as defined in 2.5 in m or ft
B = breadth of vessel as defined in 2.3 in m or ft
lx = span of transverse, in m or ft, as indicated in Figure 22.3
he = effective length or height of bracket, in m or ft, as indicated in Figure 22.3. In no case is he to be greater than
0.33l
h = vertical distance, in m or ft, as defined in 22.27.2 for the
particular member in question
K = for bottom members, K is as shown in Figure 22.3 for the
point under consideration
K L, K u = Factors for vertical side transverses and transverses on
KL = 0.65 without struts
= 0.55 with one strut
= 0.43 with two struts
= 0.38 with three or more struts
Ku = 0.35 without struts
= 0.25 with one strut
= 0.20 with two struts
= 0.17 with three or more struts
Where a centerline longitudinal bulky cad is fitted, the tabulated
values of KL and K u will be specially considered.
The net sectional area of the lower side, transverse as required
by the foregoing paragraphs should be extended up to the lowest
strut, or to 0.334, whichever point is the higher. The required sectional area of the upper side transverse may be extended over the
upper 0.3.34 of the member.
SECTION
TABLE 22.2
Values of q
s = spacing of stiffeners or depth of web plate, whichever
is the lesser, in cm or in.
t = thickness of web plate, in cm or in.
Q
material factor as obtained in 2.19.2 but is not to be taken
s/t
kg/ ctn2
tons/in.2
55 and less
110 maximum
967/Q
611/Q
6.11/Q
3.89/Q
TABLE 22.3
Minimum Thicknesses for
Web Portions of Members
L is the length of the vessel as defined in 2.1. For vessels of
lengths intermediate to those in the table, the thickness is to
be obtained by interpolation.
L, m
t, mm
L, ft
t, in.
46 and under
82
118
142.5
11.5
13
14.5
16
150 and under
270
390
500
0.46
0.52
0.58
0.64
SECTION 22112
FIGURE 22.1
Coefficients and Lengths for Transverses
= 1.75 for it girder only
c = 1.15 for three girders
a
SECTION
22 13 Vessels Intended to Carry Oil in Bulk
FIGURE 22.2
Lengths with Brackets
Where face plate area on the member is
carried along the face of the bracket
Where face plate area on the member is
not carried along the face of the bracket,
and where face plate area on the bracket
is at least one-half the face plate area on
the member
a
b
SECTION 22 14 Vessels Intended to Carry Oil in Bulk
FIGURE 22.3
Span of Members and Effective Lengths or Heights of
Brackets
t bhd
K = 0.60
K = 0.25 \B/l,
b
a
C
SECTION
but not less
than 0.50
d
22.27.5 Proportions
Webs, girders, and transverses are to be not less in depth than required
by the following, where the required depth of member is expressed
as a percentage of the span.
14.25% for side and deck transverses, for webs and horizontal girders
of longitudinal bulkheads, and for stringers.
23% for deck and bottom centerline girders, bottom transverses, and
webs and horizontal girders of transverse bulkheads.
The depth of side transverses and vertical webs is to be measured
at the middle of 1b, as defined in 22.27.2, and the depth may be
tapered from bottom to top by an amount not exceeding 8 mm per
100 mm (1 in. per ft). In no case are the depths of members to be
less than 3 times the depth of the slots for longitudinals. The thicknesses of webs are to be not less than required by 22.27.4; nor are
they to be less than the minimum thicknesses given in Table 22.3.
22.27.6 Brackets
Brackets are generally to be of the same thickness as the member
supported, are to be flanged at their edges, and are to be suitably
stiffened.
22.27.7 Stiffeners
Stiffeners attached to the longitudinals are to be fitted for the full
depth of the member and are to be spaced at each longitudinal frame
on bottom transverses, on alternate longitudinal frames on side transverses, vertical webs and horizontal girders, and generally on every
third longitudinal frame on deck transverses. Special attention is to
be given to the stiffening of web-plate panels close to changes in
contour of the web. Tripping brackets, arranged to support the
flanges, are to be spaced at intervals of about 2.25 m (7.5 ft), close
to changes of section, and in line with or as near as practicable to
the flanges of struts. Where the depth/thickness ratio of the web
plating is greater than 140, a stiffener is to be fitted parallel to the
flange at approximately one-Quarter depth of the web from the face
plate. Special attention is to be given to providing for compressive
loads. The moment of inertia I of the stiffener, attached to longitudinals, frames, stiffeners, etc. and normal to flanges of the webs,
transverses, etc. including effective plating, should be not less than
I = 0.191t3(l/s)3 cm4 or in.4 for 1/s < 2.0
I = 0.381t3(1/s)2 cm4 or in.4 for Us > 2.0
= length of stiffener between effective supports, in cm or in.
t = required thickness of web plating in cm or in. but need not be
greater than s/55
s = spacing of stiffeners in cm or in.
The effective breadth of plating in determining the inertia of the
SECTION
stiffener is not to exceed the stiffener spacing, s or 0.331, whichever
is the lesser.
22.27.8 Slots and Lightening Holes
Slots and lightening holes where cut in webs are to be kept well
clear of other openings. The slots are to be neatly cut and well
rounded. Lightening holes are to be located midway between the
slots and at about one-third of the depth of the web from the shell,
deck or bulkhead; their diameters are not to exceed two-tenths the
depth of the web. In general, lightening holes are not to be cut in
those areas of webs, girders and transverses where the shearing
stresses are high. Similarly, slots for longitudinals are to be provided
with filler plates in these same areas. Where openings are required
in these locations, they are to be effectively compensated.
22.27.9 Struts
Where one or more struts are fitted as an effective supporting system
for the wing-tank members, they are to be spaced so as to divide
the supported members into spans of approximately equal length.
The value of W for struts is obtained by the following equation.
W = 1.07bhs metric tons
b = mean breadth in m or ft of the area supported
h = vertical distance in m or ft from the center of the area supported
to a point located 1.22 m (4 ft) above the deck at side amidships
in vessels 61 m (200 ft) in length and under and to a point
located 2.44 m (8 ft) above the deck at side amidships in vessels
122 m (400 ft) in length and above; for intermediate lengths,
intermediate points may be used. The value of h is not to be
less than the vertical distance in m or ft from the center of
the area supported to the tops of the hatches.
s = spacing of transverses in m or ft
The permissible load of struts, Wa in tons is to be determined by
the following equation and is to be equal to or greater than the
calculated load W as determined above.
W. = [1.02 — 5.93 x 10-3(1/r))Ac(21-) metric tons
Wa = [6.49 — 0.452(l/r)Ac
(X000)
long tons
1 = unsupported span of the strut in cm or ft
r = least radius of gyration in cm or in.
A = area of the strut in cm2 or in.2
c = 0.75 for one-strut arrangement
= 0.90 for two-strut arrangement
= 1.00 for three-strut arrangement
Yaz = minimum yield strength as defined in 2.19
Struts are to be suitably stiffened and special attention is to be paid
SECTION 22( 17
to the end connections for tension members as well as to the stiffening
arrangements at their ends to provide effective means for transmission of the compressive forces into the webs. In addition, horizontal stiffeners are to be located in line with and attached to the first
longitudinal above and below the ends of the struts.
22.29 Frames, Beams and Bulkhead Stiffeners
22.29.1 Arrangement
The sizes of the longitudinals or stiffeners as given in this paragraph
are predicated on the transverses or webs being regularly spaced.
Longitudinals or horizontal stiffeners are to be continuous or attached at their ends to develop their sectional area effectively. This
requirement may be modified in the case of stiffeners on transverse
bulkheads. Consideration is to be given to the effective support of
the plating in compression when selecting the size and spacing of
longitudinals.
22.29.2 Structural Sections
Each structural section for longitudinal frames, beams or bulkhead
stiffeners, in association with the plating to which it is attached, is
to have a section modulus SM as obtained from the following equation.
SM = (7.90chs/2)0.9Q cm3
SM = (0.0041chs/2)0.9Q in.3
c = 1.40 for bottom longitudinals
= 0.95 for side longitudinals
= 1.25 for deck longitudinals
= 1.00 for vertical shell frames
= 1.00 for horizontal or vertical stiffeners on transverse bulkheads
and vertical stiffeners on longitudinal bulkheads
= 0.90 for horizontal stiffeners on longitudinal bulkheads
h = distance in m or ft from the longitudinals, or from the middle
of 1 for vertical stiffeners, to a point located 1.22 m (4 ft) above
the deck at side amidships in vessels of 61 m (200 ft) length
and under, and to a point located 2.44 m (8 ft) above the deck
at side amidships in vessels of 122 m (400 ft) length and above;
at intermediate lengths h is to be measured to intermediate
heights above the side of the vessel. The value of h for bulkhead
stiffeners and deck longitudinals is not to be less than the distance in m or ft from the longitudinal or stiffener to the top
of the hatch.
s = spacing of longitudinals or stiffeners in m or ft
1 = length between supporting points in m or ft
Q,= material factor obtained in 2.19.2
22.29.3 Bilge Longitudinals
Longitudinals around the bilge are to be graded in size from that
required for the lowest side longitudinal to that required for the
bottom longitudinals.
SECTION
22 18 Vessels Intended to Carry Oil in Bulk
22.29.4 Vessels Under 76 m (250 ft)
In vessels under 76 m (250 ft) in length,the coefficient c for use in
the above equation for bottom longitudinals may be reduced to 1.30.
22.31 Structure at Ends
Beyond the cargo spaces the scantlings of the structure may be as
required in way of the oil spaces in association with values of h in
the various equations measured to the upper deck, except that in
way of deep tanks the value of h is to be not less than the distance
in m or ft measured to the top of the overflow. In way of dry spaces,
the longitudinals are to be as required in Section 10. The value of
h for deck transverses in way of dry spaces is to be obtained from
Section 10 and the section modulus SM as obtained from the following equation.
SM = (4.74chs /2)0.9Q cm 3
SM = (0.0025chs12)0.9Q in.3
c = 1.23
s = spacing of transverses in m or ft
1 = span in m or ft
less than 1.30 without special consideration
The transition from longitudinal framing to transverse framing is to
be effected in as gradual a manner as possible, and it is recommended
that a system of closely spaced transverse floors be adopted in way
of the main machinery.
SECTION
2 211 9 Vessels Intended to Carry Oil in Bulk
SECTION
23
Vessels Intended
to Carry Ore or Bulk Cargoes
23.1 General
23.1.1 Classification
The classification Bulk Carrier, or Ore Carrier, is to be assigned to
vessels designed for the carriage of bulk cargoes, or ore cargoes, and
built to the requirements of this section and other relevant sections
of these Rules. Where the vessel has been specially reinforced for
the carriage of heavy-density cargoes, special loading arrangements,
or both, it will be distinguished in the Record with a notation describing the special arrangements. Full particulars of the loading
conditions and the maximum density of the cargoes to be provided
for are to be given on the basic design drawings.
23.1.2 Application
These requirements are intended to apply to vessels having machinery aft, one deck and a complete or partial double bottom. They
are intended to apply to vessels of welded construction, usual form,
and having depths not less than one-fifteenth their lengths. They are
applicable to vessels having longitudinal framing and may have
topside tanks and side tanks, or two continuous longitudinal bulkheads. Transverse side framing will also be acceptable. These Rules
are also intended to apply to other vessels of similar type and arrangement.
23.1.3 Arrangement
Watertight and strength bulkheads in accordance with Section 12
are to be provided. Where this is impracticable, the transverse
strength and stiffness of the hull is to be effectively maintained by
deep webs or partial bulkheads. Where it is intended to carry liquid
in any of the spaces, additional bulkheads or swash bulkheads may
be required. Tank bulkheads are to be in accordance with the requirements of Section 13 or Section 22, as appropriate. The depth
of double bottom at the centerline is not to be less than the height
for center girders as obtained from Section 7.
23.1.4 Scantlings
It is recommended that compliance with the following requirements
be accomplished through detailed investigation of the magnitude and
SECTION 231 i Vessels Intended to Carry Ore or Bulk Cargoes
distribution of the imposed longitudinal and transverse forces by
using an acceptable method of engineering analysis. Where the
structural members are highly stressed, their stability characteristics
are to be investigated. In any case, the following paragraphs are to
be used as a guide in determining scantlings.
23.3 Carriage of Oil Cargoes
23.3.1 General
Ore carriers and bulk carriers intended also for the carriage of oil
cargoes, as defined in 22.1, are to comply with the applicable parts
of Section 22 as well as this section.
23.3.2 Gas Freeing
Prior to and during the handling of bulk or ore cargoes all spaces
except slop tanks are to be free of cargo oil vapors.
23.3.3 Slop Tanks
Slop tanks are to be separated from spaces that may contain sources
of vapor ignition by oiltight and adequately vented cofferdams, as
defined in 22.5.2, or by cargo oil tanks which are maintained gas
free.
23.5 Special Requirements for Deep Loading
Bulk carriers or ore carriers to which freeboards are assigned based
on the subdivision requirements of the International Convention on
Load Lines, 1966, are to comply with those regulations.
The longitudinal hull-girder section modulus is to be as required by
the equations given in Section 6.
23.7.2 Hull-girder Shear and Bending Moments
For shear and bending-moment calculation requirements see Section 6.
23.7.3 Loading Manual
In general, a loading manual is to be prepared and submitted for
review as required by Section 6.
23.9 Shell Plating
23.9.1 Amidships
Shell plating within the midship 0.41, is to be not less in thickness
than is required for purposes of longitudinal hull-girder strength in
accordance with 23.5, nor is it to be less than is required by, 15.3
SECTION
23 2
Vessels Intended to Carry Ore or Bulk Cargoes
for thicknesses of shell plating corresponding to the length of the
vessel.
23.9.2 Flat of Bottom Forward
The plating on the flat of the bottom forward of the midship 0.5L
is to be not less in thickness than required by 15.5
23.9.3 Plating outside Midship 0.41,
The requirements of 15.3 for the bottom and side shell, including
the sheerstrake, are to be maintained throughout the midship portion
and are to be gradually tapered from the rnidship thickness to the
end thickness. See 15.5.
23.11 Deck Plating
Deck plating within the midship 0.4L is to be of not less thickness
than is required for longitudinal hull-girder strength in accordance
with Section 6. The remainder of the deck plating is to be in accordance with Section 16.
23.13 Double-bottom Structure
23.13.1 General
The double bottom is generally to be arranged with a centerline
girder, or equivalent, and full-depth side girders, in accordance with
Section 7 except that the side girders are to be spaced approximately
2.25 m (7.5 ft). The scantlings of the double-bottom structure are to
be in accordance with Section 7 except as modified in this section.
Increases may be required when cargo is to be carried in alternate
holds. It is recommended that the depth of double bottom forward
be increased where subject to slamming forces and that unnecessary
openings in the floors and girders be avoided. See also 23.1.3. Where
ducts forming a part of the double bottom structure are used as a
part of the piping system for transferring cargo oil or ballast, the
structural integrity of the duct is to be safeguarded by suitable relief
valves or other arrangement to limit the pressure in the system to
the value for which it is designed. See also 23.1.3.
23.13.2 Floors and Transverses
In general, transverse floors under the cargo holds are to be spaced
not more than 2.25 m (7.5 ft) and their thickness is to be as required
by Section 7. Closely spaced transverses or floors fitted in the lower
wing tanks are to have thicknesses as required by 7.3.5 for floors,
intercostals and brackets elsewhere.
SECTION 23]3
23.13.3 Bottom- and Side-tank Framing
Each structural section for bottom longitudinals and side members
in lower wing tanks in bulk carriers, as well as shell framing and
bulkhead longitudinals in ore carriers, is to have a section modulus
SM in accordance with the following equation.
SM
(7.9chsl 2)0.9Q cm3
SM = (0.0041chs/ 2)0.9Q in.3
c = 1.30 for bottom longitudinals
= 1.00 for longitudinal frames on the side shell and stiffeners in
wing tanks and side tanks, in bulk carriers
= 1.00 for vertical side shell frames and vertical stiffeners on
= 0.95 for side shell longitudinals in ore carriers
= 0.90 for horizontal stiffeners on longitudinal bulkheads in ore
carriers.
h = for bulk carriers the distance in m or ft from the longitudinal
or from the middle of 1 for vertical members, to the load line,
or to a point located two-thirds of the distance from the keel
to the bulkhead or freeboard deck, whichever is greater. In case
of deep side tanks, h is to be measured to a point located
two-thirds of the distance from the top of the tank to the top
of the overflow, and in no case is h to be less than the distance
measured to a point located above the top of the tank as given
in column (e) of Table 10.1, appropriate to the vessel's length
h = for ore carriers the distance in m or ft from the longitudinals
or from the middle of 1 for vertical stiffeners, to a point located
1.22 m (4 ft) above the deck at side amidships in vessels of 61 m
(200 ft) length and under, and to a point located 2.44 m (8 ft)
above the deck at side amidships in vessels of 122 m (400 ft)
length and above; at inter mediate lengths h is to be measured
to intermediate heights above the side of the vessel
For ore carriers with bottom longitudinals inboard of tight
longitudinal bulkheads the value of h may be that indicated
for bulk carriers.
s = spacing of the members in m or ft
1 = length of unsupported span in m or ft
Longitudinals around the bilge are to be graded in size from that
required for the lowest side longitudinal to that required for bottom
longitudinals. Shell longitudinals in topside wing tanks are to be as
required by 23.15.2.
23.13.4 Inner-bottom Longitudinals
The section modulus SM of inner-bottom longitudinals is not to be
less than 85% of that required for bottom longitudinals, nor is it to
be less than required by the following equation.
SECTION
2314
SM = (7 .9cnhs12)0.9Q cm3
SM = (0.0041crihs12)0.9Q in.3
c = 1.12 for vessels intended for bulk cargo
= 1.75 for vessels specially reinforced for ore cargo or for loading
in alternate holds
n = 0.40(1 + V/1041) for vessels intended for bulk cargo Metric
= V/2403 for vessels specially reinforced for ore cargo Units
Inch/
= 0.40(1 + V/85) for vessels intended for bulk cargo
Pound
= V/150 for vessels specially reinforced for ore cargo
Units
In no case is n to be less than 0.80
V = cargo deadweight, in kilograms or in pounds divided by the
total volume of the holds, in m3 or ft3. Where the cargo is not
uniformly distributed in all holds, the value of V is to be
checked for each hold (cargo deadweight of each hold, in kilograms or in pounds, divided by the volume of the hold, in m3
or ft3) and where in any one hold it exceeds the mean value
calculated as directed above, the longitudinals of that hold are
to be increased accordingly.
h = distance in m or ft from the inner bottom to the deck at centerline
s = spacing of longitudinals in m or ft
I = spacing of the floors in m or ft
23.13.5 Inner-bottom Plating
It is recommended that flush inner-bottom plating be fitted throughout the cargo space and that it have a thickness not less than required
by Section 7. It is recommended that in the case of ore carriers the
least thickness be 25.4 mm (1.0 in.) at 510 mm (20 in.) spacing of
longitudinals. Where cargo with a stowage factor of less than
0.97 m3/ton (35 ft3/ton) is to be carried, the requirements of 7.5 are
to be suitably increased, but the increase need not exceed 7 mm
(0.27 in.).
23.13.6 Lower Wing-tank Plating
The thickness of the lower wing-tank plating where fitted in bulk
carriers is not to be less than that required by 13.3.1 for the spacing
of stiffeners and the distance h in m or ft measured from the lower
edge of the plating to a point located at two-thirds of the distance
from the top of the tank to the top of the overflow. In no case is
h to be less than the distance measured to a point located above
the top of the tank as given in column (e) of Table 10.1, appropriate
to the vessel's length. Where part of the lower side-tank plating is
within or near the line of the hatch, it is recommended that part
of the sloping bulkhead be suitably reinforced. Special consideration
is to be given to the thickness of the inner bottom plating where
SECTION 235 Vessels Intended to Carry Ore or Bulk Cargoes
cargoes with a stowage factor of less than 0.97 m3/ton (35 ft3/ton)
are to be carried.
23.13.7 Lower Wing-tank Stiffeners
The section modulus for each stiffener on the lower wing-tank bulkheads is to be in accordance with 23.13.3 or as determined by the
equation in 23.13.4, except that for the latter, h is to be measured
from the longitudinal or, in the case of vertical stiffeners, from the
middle of 1.
23.13.8 Transverse Webs
Each transverse web in the lower wing tanks, where fitted in bulk
carriers, is to have a section modulus SM not less than obtained from
SM = (4_74chs/2)0.9Q cm3
SM = (0.0025chs12)0.9Q in 3
S=
h = as defined in 23.13.3
1=
c = 1.5 for side-shell, bottom-shell and wing-tank bulkheads.
Transverse webs are to be in line with the solid floors and are to
have depths of not less than 0.1671 (2.01 in. per foot of span 1). In
general, the depth is to be not less than 2.5 times the depth of
the slots. See also 23.13.2.
23.15 Framing
23.15.1 Hold Frames
a Transverse Hold Frames Transverse hold frames, in general,
are to be in accordance with Section 8 as modified below. The section
modulus SM is obtained_ fromthe following equation.
45/13)190.9Q cm3
SM = [sh(7
SM = [sh(0.0037 + 0.84//3)/2]0.9Q in.3
h = vertical distance, in m or ft, from the middle of 1 to the load
line or 0.4L, whichever is greater
1 = unsupported span of the frame in m or ft between the toes
of the brackets.
b in Line With Transverse Webs of Topside Wing Tanks Frames
in line with the transverse webs of topside wing tanks, are to have
a section modulus SM obtained from the following equation.
SM = s[h + 09(2.44 + 1.5m)/33](7 + 45/13)120.9Q cm3
SM = s[h + kb(8.0 + 1.5770/100](0.0037 + 0.84//3)/ 20.9Q in.3
SECTION
s = spacing of frames in m or ft
= vertical distance in m or ft from the middle of 1 to the load
line or 0.4L, whichever is greater
k = number of frame spaces between reinforced frames
b = horizontal distance in m or ft from the outside of the frames
to the hatch coaming
= mean depth of top side tanks in m or ft
1 = unsupported span of the frame in In or ft between the toes
of the brackets
When web frames are not provided, the scantlings of the transverse
strength bulkheads and of the ordinary frames may be required to
be suitably increased. Where web frames are fitted in the hold spaces,
they are to comply with the requirements of 9.3.3.
23.15.2 Topside Wing-tank Framing
Each structural section for the side-shell and each wing-tank stiffener
and deck longitudinal in way of a topside wing tank is to have a
section modulus SM as obtained from the following equation.
SM = 7.9ch,s/ 20.9Q cm3
SM 0.0041chs/20.9Q in.3
c = 1.00 for side-shell longitudinals
= 1.00 for sloping-bulkhead longitudinals
= 1.00 for vertical side frames and sloping-bulkhead stiffeners
= 1.05 for deck longitudinals
h = distance in in or ft from the center of the area supported to
a point located two-thirds of the distance from the top of the
tank to the top of the overflow, and in no case is h to be less
than the distance measured to a point located above the 'top
of the tank as given in column (e) of Table 10.1, appropriate
to the vessel's length, except for deck members, where column
(a) of Table 10.1, is to be used
s = spacing of member in m or ft
I = unsupported span in m or ft
,23.15.3 Transverse Webs
Each transverse web in an upper wing tank, where fitted, is to have
a section modulus SM as obtained from the following equation.
SM = 4.74chs120.9Q cm3
SM = 0.0025chs120.9Q in.3
c = 1.50 for shell and sloping-bulkhead webs and deck transverses
S=
h = as defined in 23.15.2
1=
The webs in the upper wing tanks are to have depths of not less
than 0.09161 (1.1 in. per foot of span); thicknesses are to be not less
SECTION
23j7 Vessels Intended to Carry Ore or Bulk Cargoes
than (0.009d + 3.25)Q mm or (0.009d + 0.13)Q in., where Q = the
material factor as obtained in 2.19.2 but is not to be taken as less
than 1.3 without special consideration, and d is the depth of web
in mm or in In general, the depth is to be not less than 2.5 times
the depth of slots for longitudinals and the thickness is not to be less
than 9 mm (0.36 in.).
SECTION
SECTION
26
Corrosion and Coatings
for Corrosion Prevention
26.1 General
Aluminum alloys intended for the construction of vessels classed by
the Bureau are to be used generally only under conditions which
will not induce excessive corrosion. Where exposure to environments
which may induce excessive corrosion cannot be avoided, suitable
coatings, tapes, sacrificial anodes, impressed-current systems or
other corrosion preventive measures are to be employed. When tapes
are used for corrosion protection, they are to be non-wicking and
non-water absorbing.
26.3 Coatings
26.3.1 General
Coatings are to be applied in accordance with the manufacturer's
instructions, and are to be preceded by appropriate cleaning and
possibly chemical conversion of surfaces as may be required in accordance with the manufacturer's recommendations. Coatings are to
be free from voids, scratches or other imperfections which are potential sites for localized corrosion.
26.3.2 Composition
The composition of coatings is to be compatible with aluminum.
Coatings containing copper, lead, mercury or other metals which
can induce galvanic or other forms of corrosion are not to be used.
Insulating coatings intended to prevent galvanic corrosion are not
to contain graphite or other conducting materials.
26.5 Faying Surface between Aluminum and other Metals
26.5.1 Hull
Suitable means are to be taken to avoid direct contact of faying
surfaces of aluminum to other metals. When such faying surfaces
occur in hull construction, suitable non-wicking and non-water absorbing insulating tapes or coatings are to be used Other types of
joints between aluminum and other metals may be approved in
certain applications.
SECTION
26
Corrosion and Coatings for Corrosion Prevention
26.5.2 Piping
Suitable means, such as special pipe hangers, are to be taken to avoid
conductive connections between aluminum hulls and non-aluminum
piping systems. Where watertightness is required, such as when
piping passes through bulkheads, decks, tanktops, and shell, special
fittings will be required to maintain isolation between dissimilar
metals. See also 34.3.
26.5.3 Bearing Areas
Bearing areas such as engine beds, pump foundations, propeller
shafts, rudders and other appendages of metals other than aluminum
are to be suitably isolated by such means as non-metallic bearing
casings, non-conductive packing (not containing graphite or other
conductors) or suitable tapes and coatings. Alternate methods for
minimizing corrosion at these locations will be specially considered.
Wicking-type tapes or water-absorbing packing materials such as
canvas should not be used. The metals used for such applications
are to be selected to minimize galvanic effects; stainless steels should
be considered. The use of copper-base alloys such as brass or bronze
is generally not recommended where galvanic corrosion is of concern, and these materials may only be used when specially approved.
In those cases where the use of dissimilar metals cannot be avoided,
or where galvanic corrosion is of concern, such as in wet tanks, a
suitable sacrificial anode or impressed current system should be installed.
26.7 Faying Surface between Aluminum and Non-metals
Aluminum in contact with wood or insulating-type materials is to
be protected from the corrosive effects of the impurities in these
materials by a suitable coating or covering. Concrete used with
aluminum is to be free of additives for cold weather pouring. Preformed glass insulation is recommended for piping insulation. Any
adhesives which may be used to connect insulation to aluminum are
to be free of agents which would be corrosive to aluminum. Foaming
agents harmful to aluminum, such as freon, are not to be used for
insulating foams, Areas where dirt or soot are likely to collect and
remain for prolonged periods are to be protected from pitting corrosion by the use of coatings or other suitable means.
26.9 Corrosion in Wet Spaces
Suitable means are to be used to avoid arrangements that could
induce crevice corrosion in wet spaces. In bilge spaces, chain lockers,
and similar locations where exfoliation corrosion may be of concern,
appropriate materials suitably heat-treated for resistance to this form
of corrosion are to be employed.
SECTION
2 612
Corrosion and Coatings for Corrosion Prevention
26.11 Service at Elevated Temperatures
For service temperatures of 66C (150F) or above, only aluminum
alloys and filler metals specially designated for service at these temperatures are to be used.
26.13 Cathodic Protection for Corrosion Prevention
For applications where corrosion is of concern, consideration is to
be given to the use of sacrificial-anode or impressed currents systems
of corrosion control. Details of sacrificial anodes and arrangements
are to be submitted for review. When impressed current systems are
used, adequate precautions are to be taken that the negative voltage
is not excessive. See also Section 33.
26.15 Stray Currents Protection
Precautions are to be taken when in dock to prevent stray currents
from welding power sources or other sources from adversely affecting
the aluminum. Whenever possible, the cathodic protection system
of the vessel should be in place and operating whenever the vessel
is in the water. A.C. power sources are to be insulated from the
hull. For battery and other D.C. power sources, grounding is to be
avoided if possible. Where safety considerations require grounding
to the hull, the negative pole is to be connected to the hull.
SECTiON
26 3 Corrosion and Coatings for Corrosion Prevention
SECTION
28
Equipment
28.31 General
All vessels are to have a complete equipment of steel anchors and
chains. The letter ® placed after the symbols of classification in the
Record, thus: +A1(), will signify that the equipment of the vessel
is in compliance with the requirements of these Rules, or with requirements corresponding to the service limitation noted in the
vessel's classification, which have been specially approved for the
particular service. The weight per anchor of bower anchors given
in Table 28.1 is for anchors of equal weight. The weight of individual
anchors may vary 7%© plus or minus from the tabular weight provided
that the combined weight of all anchors is not less than that required
for anchors of equal weight.
Cables which are intended to form part of the equipment are not
to be used as check chains when the vessel is launched. The inboard
ends of the cables of the bower anchors are to be secured by efficient
means. Two bower anchors and their cables are to be connected and
positioned, ready for use. Where three anchors are given in Table
28.1, the third anchor is intended as a spare bower anchor and is
listed for guidance only; it is not required as a condition of classification. Means are to be provided for stopping each cable as it is paid
out, and the windlass should be capable of heaving in either cable.
Suitable arrangements are to be provided for securing the anchors
and stowing the cables.
28.3 Equipment Weight and Size
Steel anchors and chains are to be in accordance with Table 28.1
and the numbers, weights and sizes of these are to be regulated by
the equipment number obtained from the following equation.
Metric Units
Equipment Number =
2Bh + 0.14
Inch/Pound Units
Equipment Number = 1.012 &/3 + 0.186Bh + 0.00929A
A = molded displacement in metric tons (long tons) to the summer
load waterline
B = molded breadth as defined in 2.3 in m or ft
h = a + h1 + h2 + h3 + . . . as shown in Figure 28.1.1n the calculation of h, sheer, camber, and trim may be neglected.
SECTION
2811 Equipment
freeboard, in m or ft, from the summer load waterline amidships.
A = profile area in m2 or ft2 of the hull, superstructure and
houses above the summer load waterline which are within the
Rule length and have a breadth greater than 0.25B. Screens and
bulwarks more than 1.5 m (4 ft 11 in.) in height are to be regarded as parts of houses when calculating h and A
hi, h2, h3 . . = height in m or ft, on the centerline of each tier of
houses having a breadth greater than B/4.
In determining the equipment number for vessels under 61 m (200 ft)
in length, the maximum breadth of either the superstructure or house
at each tier may be used with h i, h2, h3, . in the equation.
28.5 Equipment With the Symbol 0
The equipment weight and size for all vessels with the symbol is
to be in accordance with Table 28.1.
28.7 Equipment Without the Symbol C)
28.7,1 General
Vessels under 61 m (200 ft) in length, except as provided for in 28.9
and 28.11, for which the symbol ® is not desired, are to have
equipment in accordance with Table 28.1 and Section 43 of the
"Rules for Building and Classing Steel Vessels," except that the tests
need not be witnessed by the surveyor.
28.9 Fishing Vessels, Ferries, Supply Vessels,
and Launches
Fishing vessels, ferries, supply vessels, launches, etc., with an equipment number less than 150 are to have one anchor of the tabular
weight and one-half the tabulated length of anchor chain in Table
28.1. Alternatively, two anchors of one-half the tabular weight with
the total length of anchor chain listed in Table 28.1 may be fitted
provided both anchors are positioned and ready for use and the
windlass is capable of heaving in either anchor.
28.11 Tugs
Tugs are to have at least one anchor of one-half the tabular weight
listed in Table 28.1.
28.13 Wire Rope
Anchor chains may be replaced with wire rope of equal strength
on vessels less than 30 m (98.4 ft) in length. Wire rope of equal
strength may be used in lieu of the chain cable of one anchor on
vessels between 30 m (98.4 ft) and 40 m (131.2 ft) in length. In general, wire ropes of trawl winches may be used to comply with the
anchor cable requirements permitted in this paragraph. Where wire
SECTION
28 2 Equipment
FIGURE 28.1
Effective Heights of Deck Houses
ropes are substituted for anchor chain the following additional requirements apply:
a A length of chain not less than 12.5 m (41 ft) is to connect the
anchor to the wire rope.
b The length of wire rope is to be 1.5 times that required for
the chain it is replacing.
28.15 Tests
Tests are to be in accordance with the requirements of Section 43
of the "Rules for Building and Classing Steel Vessels," for the respective sizes of anchors, chains and wire rope.
28.17 Anchor Types
Anchors are to be of the stockless type. The weight of the head of
a stockless anchor, including pins and fittings, is not to be less than
three-fifths of the total weight of the anchor. Where specifically
requested by the Owners, the Bureau is prepared to give consideration to the use of special types of anchors and where these are
of proven superior holding ability consideration may also be given
to some reduction in the weight, up to a maximum of 25% from
the weight specified in Table 28.1. In such cases an appropriate
notation will be made in the Record.
28.19 Hawsers, Towlines, Stream Anchor and Cable
Hawsers, towlines and stream anchor and cable sizes are listed in
Table 28.3 as a guide for vessels having lengths of 61 m (200 ft) and
above. Table 28.2 includes, as a guide, particulars of mooring lines
and hawsers for vessels under 61 m (200 ft) in length. This equipment
is not required as a condition for classification.
28.21 Windlass
The windlass is to be of good and substantial make, suitable for the
size of cable required by Table 28.1; care is to be taken to insure
a fair lead for the chain from the windlass to the hawse pipes and
to the chain pipes. The windlass is to be well bolted down to a
substantial bed, and deck beams below the windlass are to be of extra
strength and additionally supported. Where wire ropes are specially
approved in certain limited services in lieu of chain cables, winches
capable of controlling the wire rope at all times are to be fitted.
28.23 Hawse Pipes
Hawse pipes are to be of steel and of ample size and strength; they
are to have full rounded flanges and the least possible lead, in order
to minimize the nip on the cables; they are to be securely attached
SECTION
28 4 Equipment
to thick doubling or insert plates. When in position they are to be
thoroughly tested for watertightness by means of a hose in which
the water pressure is not to be less than 2.1 kg/cm2 (30 psi). Hawse
pipes for stockless anchors are to provide ample clearances; the
anchors are to be shipped and unshipped so that the Surveyor may
be satisfied that there is no risk of the anchor jamming in the hawse
pipe.
28.25 Chain Pipes
Chain pipes are to be of steel of ample size and strength. The inboard
ends of the pipes are to be suitably shaped to ensure a fair lead
out by the chains and are also to be adequately supported by brackets
attached to the deck beams.
SECTION
28 5 Equipment
TABLE 28.1
Equipment for Self-propelled
Ocean-going Vessels
Metric Units
Chain Cable
Stud Link Bower Chain
Stockless
Bower
Anchors
Equip- Equiprnent ment
NumNumNumeral ber ber
Diameter
Weight
per
Anchor Length
kg
Extra
Normal- High- HighStrength Strength Strength
Steel
Steel
Steel
m mm mm mm
30
40
50
60
70
2
2
2
2
2
75
100
120
140
160
192.5
192.5
192.5
192.5
220.0
12.5
115
12.5
12.5
14.0
123
UA6
U A7
UA8
U A9
UA10
80
90
100
110
120
2
2
2
2
2
180
210
240
270
300
220.0
220.0
220.0
2473
247.5
14.0
16.0
16.0
17.5
17.5
12.5
14.0
14.0
16.0
16.0
UAll
UA12
U6
U7
U8
130
140
150
175
205
2
2
2
2
2
340
390
480
570
660
275.0
275.0
275.0
302.5
302.5
19.0
20.5
22.0
24.0
26.0
16.0
17.5
19.0
20.5
22.0
U9
U10
U 11
U12
1513
240
280
320
360
400
2
2
2
2
2
780
900
1020
1140
1290
330.0
357.5
357.5
385.0
385.0
28.0
30.0
32.0
34.0
36.0
24.0
26.0
28.0
30.0
32.0
U14
U15
U16
U17
U18
450
500
550
600
660
2
2
2
2
2
1440
1590
1740
1920
2100
412.5
412.5
440.0
440.0
440.0
38.0
40.0
42.0
44.0
46.0
34.0
34.0
36.0
38.0
40.0
U19
U20
U21
U22
U23
720
780
840
910
980
3
3
3
3
3
2280
2460
2640
2850
3060
467.5
467.5
467.5
495
495
48
50
52
54
56
42
44
46
48
50
40
42
44
U24
U25
U26
U27
U28
1060
1140
1220
1300
1390
3
3
3
3
3
3300
3540
3780
4050
4320
495
552.5
522.5
522.5
550
58
60
62
64
66
50
52
54
56
58
46
46
48
50
50
UA1
U A2
U A3
UA4
U A5
SECTION 28 6 Equipment
TABLE 28.1 (continued)
Metric Units
Chain Cable
Stockless
Bower
Anchors
Equipmerit
Numeral
Equipment
Numbe?'
U29
U30
U31
Diameter
NormalStrength
Steel
mm
HighStrength
Steel
mm
Extra
HighStrength
Steel
mm
68
70
60
62
52
54
577.5
577,5
73
76
78
64
66
68
56
58
60
6450
6900
7350
7800
8300
605
605
605
632.5
632.5
81
84
87
90
92
70
73
76
78
81
62
64
66
68
70
8700
9300
9900
10500
11100
632.5
660
660
660
687.5
95
97
100
102
105
84
84
87
90
92
73
76
78
78
81
Numher
Weight
per
Anchor
kg
Length
m
1480
1570
1670
3
3
3
4590
4890
5250
550
550
577.5
U32
U33
1790
1930
3
3
5610
6000
U34
U35
U36
U37
U38
2080
2230
2380
2530
2700
3
3
3
3
3
U39
U40
U41
U42
U43
2870
3040
3210
3400
3600
3
3
3
3
3
'For intermediate values of equipment number use equipment complement in sizes
and weights given for the lower equipment number in the table.
SECTION
28 7 Equipment
Inch/Pound Units
Chain Cable
Stockless
Bower
Anchors
Equipmerit
Numeral
UA1
UA2
UA3
UA4
UA5
SECTION
Equiprrzent
Numbee
Numbar
Weight
per
Anchor
pounds
Diameter
Length
fathoms
NormalStrength
Steel
inches
HighStrength
Steel
inches
1/2
Extra
HighStrength
Steel
inches
30
40
50
60
70
2
2
2
2
2
165
220
265
310
350
105
105
105
105
120
1/
1/2
1/2
1/2
9/16
UA6
UA7
UA8
UA9
UA10
80
90
100
110
120
2
2
2
2
2
400
460
530
595
670
120
120
120
135
135
9/16
5/8
UAI1
UA12
U6
U7
U8
130
140
150
175
205
2
2
2
2
2
750
860
1060
1255
1455
150
150
150
165
165
240
U 10
280
U11
320
U12
360
U13
400
2
2
2
2
2
1720
1985
2250
2510
2840
180
195
195
210
210
U14
U15
U16
U17
U18
450
500
550
600
660
2
2
2
2
2
3170
3500
3830
4230
4630
225
225
240
240
240
13/4
113/46
17A6
11/z
13/46
U19
U20
U21
U22
U23
720
780
840
910
980
3
3
3
3
3
5020
5420
5820
6280
6740
255
255
255
270
270
1V8
2
21/16
21/8
23/16
15/s
13/4
113/16
1%
113/4 6
19/16
U24
U25
U26
U27
U28
1060
1140
1220
1300
1390
3
3
3
3
3
7270
7800
8330
8930
9520
270
285
285
285
300
25/16
2
21/16
21/8
23/16
2%6
113/16
113/16
1%
2
2
2818 Equipment
%
11/16
11/16
3/4
13A6
7/8
1%6
1
11/s
13/46
%
9/16
3/46
5/8
5/8
11/16
11716
34
13/46
7/s
151/16
1
11/4
15/16
17/16
13/16
11/2
13/46
1%s
1%
15/16
2%
27/16
21/2
25/8
11/s
11/4
1%
13/4
inch/Pound
Units
Chain Cable
Stockless
Bower
Anchors
Diameter
Steel
inches
Extra
HighStrength
Steel
inches
211/16
23/4
27/s
3
3%6
2%
27/16
21/2
2%
211/16
21/x6
278
2%6
2%6
2%
330
330
330
345
345
33/16
3%6
37A6
39/16
3%
23/4
27/8
3
31/16
3346
2716
345
360
360
360
375
35/4
37/8
31%6
4
41/s
35/16
27/8
35/16
37/16
3%6
35/s
3
31/16
31/16
33/16
Weight
Equipment
Equipmerit
Nu-
Num-
Num-
meral
bee
U29
U30
U31
U32
U33
ber
Anchor
pounds
Length
fathoms
NormalStrength
Steel
inches
1480
1570
1670
1790
1930
3
3
3
3
3
10120
10800
11600
12400
13200
300
300
315
315
315
U34
U35
U36
U37
U38
2080
2230
2380
2530
2700
3
3
3
3
3
14200
15200
16200
17200
18300
U39
U40
U41
U42
U43
2870
3040
3210
3400
3600
3
3
3
3
3
19200
20500
21800
23100
24500
per
HighStrength
2%
2%
211/16
23/4
For intermediate values of equipment number use equipment complement in sizes
SECTION
2819 Equipment
TABLE 28.2
Towline and Hawsers for Self-propelled
Ocean-going Vessels
Metric Units
Towline
Wire or Rope
Equiptent
Numetal
Equiptent
Numbet'
Hawsers
Numher
Length
of
Each
m
Breaking
Strength
kg
Breaking
Length
m
Strength
kg
UAl
UA2
UA3
UA4
UA5
30
40
50
60
70
2
2
2
60
80
100
3000
3000
3500
UA6
UA7
UA8
UA9
UA10
80
90
100
110
120
2
2
2
2
2
100
110
110
110
110
3750
3750
4000
4000
4500
UA11
UA12
U6
U7
U8
130
140
150
175
205
180
180
180
10000
11400
13200
2
2
2
2
2
120
120
120
120
120
4500
5000
5550
6000
6550
U9
U10
Ull
U12
U13
240
280
320
360
400
180
180
180
180
180
15300
17700
21100
22800
25500
3
3
3
3
3
120
140
140
140
140
7250
8000
8750
9500
10250
U14
U15
U16
U17
U18
450
500
550
600
660
180
190
190
190
190
28200
31200
34500
37800
41400
3
4
4
4
4
140
160
160
160
160
11000
11500
12000
12500
13000
U19
U20
U21
U22
U23
720
780
840
910
980
190
190
190
190
200
45000
48900
52800
57000
61500
4
4
4
4
4
170
170
170
170
180
13500
14000
14500
15000
16000
U24
U25
U26
U27
U28
1060
1140
1220
1300
1390
200
200
200
200
200
66000
70500
75300
80100
85200
4
4
4
4
4
180
180
180
180
180
17000
18000
19000
20000
21000
SECTION 28j 10 Equipment
Metric Units
Towline
Wire or Rope
U29
U30
U31
U32
U33
Number
Length
of
Each
m
Breaking
Strength
kg
90600
98000
104400
113100
119100
Crl CRGt Ca Vt
Equipment
Numbee
Equipment
Numeral
Hawsers
190
190
190
190
190
22000
23000
24000
25000
26000
240
240
240
260
260
128400
138300
148200
150000
150000
5
5
5
6
6
200
200
200
200
200
27000
28000
29000
30000
31000
260
280
280
280
300
150000
150000
150000
150000
150000
6
6
6
6
6
200
200
200
200
200
32000
33000
34000
35000
36000
Length
m
Breaking
Strength
kg
1480
1570
1670
1790
1930
220
220
220
220
220
U34
U35
U36
U37
U38
2080
29-0
2380
2530
2700
U39
U40
U41
U42
U43
2870
3040
3210
3400
3600
SECTION 281 1 1 Equipment
Inch/Pound Units
Towline
Wire or Rope
Equipmeat
Numeral
Equipmeat
Numbee
Length
Fathoms
Breaking
Strength
pounds
Hawsers
Numher
Length
of
Each
fathoms
Breaking
Strength
pounds
UA1
UA2
UA3
UA4
UA5
30
40
50
60
70
2
2
2
33
44
55
6600
6600
7700
UA6
UA7
UA8
UA9
UAIO
80
90
100
110
120
2
2
2
2
2
55
60
60
60
60
8250
8250
8800
8800
9900
UAl 1
UAI2
U6
U7
138
130
140
150
175
205
98
98
98
22000
25100
29100
2
2
2
2
2
66
66
66
66
66
9900
11000
12200
13200
14400
159
U10
U11
U12
U13
240
280
320
360
400
98
98
98
98
98
33700
39000
46500
50300
56200
3
3
3
3
3
66
77
77
77
77
16000
17600
19300
20900
22600
U14
U15
U16
U17
U18
450
500
550
600
660
98
104
104
104
104
62200
68800
76000
83300
91200
3
4
4
4
4
77
88
88
88
88
24200
25300
26400
27600
28700
U19
U20
U21
U22
U23
720
780
840
910
980
104
104
104
104
109
99200
107800
116400
125600
135500
4
4
4
4
4
93
93
93
93
98
29800
30900
32000
33100
35300
U24
U25
U26
U27
U28
1060
1140
1220
1300
1390
109
109
109
109
109
145500
155400
166000
176500
187800
4
4
4
4
4
98
98
98
98
98
37500
39700
41900
44100
46300
U29
U30
U31
U32
U33
1480
1570
1670
1790
1930
120
120
120
120
120
199700
211500
230000
249500
262500
5
5
5
5
5
104
104
104
104
104
48500
50700
52900
55100
57300
SECTION
2811 2 Equipment
Inch/Pound Units
Towline
Wire or Rope
Equip-
Equip-
ment
Nurneral
ment
Numbe'
Length
Fatharras
U34
U35
U36
U37
U38
2080
2230
2380
2530
2700
131
131
131
142
142
U39
U40
U41
U42
U43
2870
3040
3210
3400
3600
142
153
153
153
164
Hawsers
Length
Breaking
Strength
pounds
Numher
of
Each
fathoms
Breaking
Strength
283000
305000
326500
330500
330500
5
5
5
6
6
109
109
109
109
109
59500
61700
63900
66100
68300
330500
330500
330500
330500
330500
6
6
6
6
6
109
109
109
109
109
70500
72700
74900
77100
79300
pounds
SECTION
28 13 Equipment
SECTION
30
Welding in Hull Construction
30.1 General
30.1.1 Hull Welding
Welding in aluminum hull construction is to comply with the requirements of this section, unless specially approved otherwise. It
is recommended that appropriate permanent welded markings be
applied to the side shell of welded vessels to indicate the location
of bulkheads for reference. In all instances, welding procedures and
filler metals are to be applied which will produce sound welds that
have strength in accordance with Table 30.1; the chemical compositions of the filler metals are to be generally in accordance with Table
30.2. The selection of filler metals for welding various aluminum
alloys is to be in accordance with Tables 30.3, and 30.4.
30.1.2 Plans and Specifications
The plans submitted are to indicate clearly the extent to which
welding is proposed to be used. The welding process, filler metal
and joint design are to be shown on the detail drawings or in separate
specifications submitted for approval, which are to distinguish between manual, semi-automatic and automatic welding. The shipbuilders are to prepare and file with the Surveyor a planned procedure
to be followed in the erection and welding of the important structural
members.
30.1.3 Workmanship and Supervision
The Surveyor is to satisfy himself that all welders and welding operators to be employed in the construction of vessels to be classed are
properly qualified and are experienced in the type of work proposed
and in the proper use of the welding processes and procedures to
be followed. The Surveyor is to be satisfied with the employment
of a sufficient number of skilled supervisors to ensure a thorough
supervision and control of all welding operations.
30.1.4 Welding Procedures
Procedures for the welding of all joints are to be established for each
welding process, type of electrode, edge preparation, welding technique, and position proposed. Details of proposed welding procedures and sequences may be required to be submitted for review
depending on the intended application. (See 30.13).
SECTION
30
30.3 Preparation for Welding
30.3.1 Edge Preparation and Fitting
The edge preparation is to be accurate and uniform and the parts
to be welded are to be fitted in accordance with the approved
welding detail. Joint edges may be prepared by mechanical means,
such as saws, millers and routers and by plasma arc cutting. Thermal
cutting methods may be employed, provided it can be demonstrated
to the satisfaction of the Surveyor that their use does not have
deleterious effects on the base material or completed weld. All means
for correcting improper fitting are to be to the satisfaction of the
Surveyor. Where excessive root openings are encountered, weld build
up of the plate edges may be allowed, at the discretion of the
Surveyor, before welding the plates together. Unless specially approved otherwise, such build up of each plate edge, where permitted,
is not to exceed Y2t or 12.5 mm (Y2 in.) whichever is lesser, where
t is the thickness of the thinner plate being welded.
30.3.2 Alignment
Means are to be provided for maintaining the parts to be welded
in correct position and alignment during the welding operation. In
general, strong backs or other appliances used for this purpose are
to be arranged so as to allow for expansion and contraction during
production welding. The removal of such items is to be carried out
to the satisfaction of the Surveyor.
30.3.3 Cleanliness
Suitable solvents or mechanical means are to be used to remove oil,
grease, indelible markingsand all other contaminants from the vicinity of all joints prior to welding. In addition, oxide films including
any water stains are to be removed from joint surfaces by mechanical
means, such as a power-driven, clean stainless-steel wire brush, or
by suitable chemical means. Degreasers are not to be used when
the joint is such that the degreaser can collect in crevices such as
Lying surfaces between plate and backing bars or in way of lapped
connections. Fusion welding is not to be performed on anodically
treated aluminum except when the surface oxide is removed from
the joint areas to be welded.
30.3.4 Tack Welds
Tack welds of consistently good quality, made with a suitable filler
metal, as intended for production welding and deposited in such a
manner as not to interfere with the completion of the final weld,
need not be removed, provided they are found upon examination
to be thoroughly clean and free from cracks, porosity or other defects. Defective tack welds are to be removed and tack welds with
objectional contours should be tapered or removed before final
welding.
SECTION 30
30.3.5 Stud Welding
The attachment of pins, hangers, studs and other related items by
stud welding may be approved at the discretion of the Surveyor.
Prior to actual production work, trial stud welds are to be destructively tested to demonstrate their suitability for the intended application. The use of stud welding for structural attachments is subject
to special approval and may require special procedure tests appropriate to each application.
30.3.6 Temporary Back-up Plates and Tapes
A temporary back-up plate may be applied to the opposite side of
the joint during welding to assist in reducing distortion and to decrease heat concentration. Anodized "hard" aluminum back-up
plates are recommended for this purpose, although clean stainless
steel or rust-free mild steel plates may also be used. Back-up plates
when used are to be free of contaminants and oxides which would
interfere with welding. Welding is to be controlled so as not to allow
arcing of the aluminum filler metal to the temporary back-up plate.
Any accidental arcing to the back-up plate is to be corrected by
removal of all contaminated weld or base metal. Approval of procedures involving the use of backing tapes may be considered provided
it is demonstrated to the Surveyor's satisfaction that their use results
in satisfactory welding and that plate distortion is not excessive.
30.3.7 Run-on and Run-off Tabs
When used, run-on and run-off tabs are to be designed to minimize
the possibility of high-stress concentrations and cracking of the base
metal and weld metal.
30.3.8 Forming
Cold forming of 5000 series aluminum alloys is to be conducted at
temperatures below 52C (125F), except for the 5454 alloy, where
the maximum temperature may be 149C (300F). When the extent
of cold forming is such that base plate properties are changed beyond
acceptable limits, appropriate reheat or stress relief treatments are
to be used to re-establish acceptable properties. Hot forming of 5000
series aluminum alloys is generally conducted at temperatures between 260C and 425C (500F and 800F). Hot or cold forming is not
to be performed in structures of any aluminum alloy unless supporting data is presented to the Surveyor's satisfaction indicating that
significant deleterious material property changes will not result.
Appropriate temperature control methods are to be used in all hot
forming and stress relieving operations. In hot forming or stress
relieving, exposure of the 5000 series alloys to the 65C (150F) to
200C (400F) temperature range is to be minimized by the use of
appropriate cooling techniques.
SECTION
30.5 Production Welding
30.5.1 Environment
Proper precautions are to be taken to insure that all welding is done
under conditions where the welding site is protected against deleterious effects of moisture, wind and severe cold. Paint or oil mist
and other contaminants which tend to cause weld porosity are to
be excluded from the vicinity where welding is in progress.
30.5.2 Preheat
Preheating is not generally required for aluminum alloys. The use
of preheat may be desirable when welding materials of thick cross
section, materials subject to high restraint, and when welding is
performed under high humidity conditions or when the temperature
of the aluminum alloy is below OC (32F). When preheating is used
appropriate production controls are to be used to maintain the specified temperatures. Preheating temperatures which sensitize an alloy
to corrosion are to be avoided. For the 5000 series alloys it is generally recommended to avoid prolonged exposure to the 65C to 200C
(150F to 400F) temperature range.
30.5.3 Postheating
Weldments of work hardenable 5000 series aluminum alloys are not
to be postweld heat treated unless the procedures have been specially
approved. Where use of a heat treatable alloy has been approved,
any postweld heat treatment proposed is to be as established in
procedure qualification tests.
30.5.4 Accessibility
Assembly and welding is to be arranged to provide sufficient accessibility to the joint by the welder, the welding equipment, and for
inspection.
30.5.5 Sequence
Welding is to be planned to progress symmetrically so that shrinkage
on both sides of the structure will be equalized. The ends of frames
and stiffeners are to be left unattached to the plating at the subassembly stage for a distance of about 300 mm (12 in.) until connecting welds are made in the intersecting systems of plating, framing
and stiffeners at the erection stage. Welds are not to be carried across
an unwelded joint or beyond an unwelded joint which terminates
at the joint being welded unless especially approved.
30.5.6 Back Gouging
Chipping, routing, milling, grinding or other suitable methods are
to be employed at the root or underside of the weld to obtain sound
metal before applying subsequent beads for all full-penetration
welds.
SECTION
30 4 Welding in Hull Construction
30.5.7 Fairing and Flame Shrinking
Fairing by heating or flame shrinking to correct distortion or defective workmanship in fabrication of main strength members within
the midships portion of the vessel and other plating which may be
subject to high stresses, is not generally recommended, but if used,
is to be carried out only with the express approval of the Surveyor.
For the 5000 series alloys it is generally recommended that heating
and cooling through the sensitizing range of 65C-200C (150E-400F)
be as rapid as practicable.
30.5.8 Inspection of Welds
a Visual Inspection Visual inspection during construction is to
consist of inspecting the surface appearance of welds for the existence of cracks and injurious arc strikes, porosity, cold laps and other
flaws or defects. The surface of the welds is to be regular and uniform
with proper contour, a minimum amount of reinforcement and reasonably free from undercut and overlap.
b Dye Penetrant Dye penetrant inspection is to be used when
investigating the outer surface of welds or may be considered for
use as a check of intermediate weld passes, such as root passes and
also to check back-chipped, ground or gouged joints prior to depositing subsequent passes. Any dye penetrant used is to be thoroughly removed from the area before re-welding. Dye penetrant is
not to be used where complete removal of the dye penetrant materials cannot be assured.
c Radiographic or Ultrasonic Inspection Radiographic or ultrasonic inspection or both may be used when the overall soundness
of the weld cross section is to be evaluated. Finished welding is to
be sound and thoroughly fused throughout its cross section and to
the base material, Production welds are to be crack free. Other
discontinuities, such as incomplete fusion or incomplete penetration,
slag and porosity are only to be present to the degree permitted
by the pertinent inspection standard. The procedures and standards
for radiographic and ultrasonic inspection is to be in accordance with
the Bureau's separately issued publication "Rules for Nondestructive
Inspection of Hull Welds," or other approved acceptance standards.
d Weld Plugs or Samples The practice of taking weld plugs or
samples by machining or cutting from the welded structure is not
recommended and is to be considered only in the absence of other
suitable inspection methods and is to be subject to the special approval of the Surveyor. When such weld plugs or samples are removed from the welded structure, the holes or cavities formed are
to be properly prepared and welded, using a suitable welding procedure approved by the Surveyor and as established for the original
joint.
30.5.9 Quality Control
To maintain quality control, sample welds may be required to be
SECTION
made by welders and operators periodically, at the discretion of the
Surveyor and at the location of production welding, using the same
equipment, material and filler metal as intended for production. The
sample welds are to be examined for acceptable workmanship and
may be required to be sectioned, etched and examined for weld
soundness. When necessary, measures are to be taken to correct
unacceptable workmanship.
30.5.10 Repair Welding
Unsatisfactory welding as determined by visual inspection, nondestructive test methods, or leakage under hydrostatic tests is to be
corrected by the removal of the defective weld or adjacent material
or both and corrected by rewelding, using a suitable repair welding
procedure consistent with the material being welded. Removal by
mechanical means, of minor surface defects such as arc strikes,
scratches or shallow gouges may be permitted at the discretion of
the attending Surveyor.
30.7 Butt Welds
30.7.1 Joint Design
Hull plating up to 5.0 mm (3/16 in.) in thickness may be square-butt
welded without beveling the abutting plate edges. Plates exceeding
5.0 mm (3/16 in.) may be prepared for welding by similarly beveling
the edges of both plates from one or both sides to form a singleVee or double-Vee butt joint with an included angle of from 60
degrees to 90 degrees. For single-Vee butt joints in material 5.0 ram
(346 in.) and thicker the root gap may vary from 0 to 5.0 mm (3/16 in.)
and the root face or land may be up to 3.0 mm (% in.) in depth.
Root faces or lands below 1.5 mm (1/116 in.) are not generally recommended. For double-Vee butt joints in material 8.0 mm (%6 in.) and
thicker the gap may vary from 0 to 5.0 mm (346 in.). Joints of other
designs and root openings, such as the square butt joints in heavy
thicknesses used with automated procedures will be subject to special
consideration. In general, use of double-Vee in lieu of single-Vee joints
and the narrowest root gap practicable is recommended to minimize
distortion. For both single-Vee and double-Vee joints, the weld metal
at the root on the reverse side of a weld made without permanent
backing is to be removed to sound metal by an approved method
before applying subsequent weld passes. See 30.5.6. Permanent backing straps of a suitable aluminum alloy, tack welded or otherwise
held in place behind the joint may be used for single-Vee butt welds.
Cleaning, removal of oxides and fit-up of the backing strap should
be adequate to prevent root defects. The backing bar is to be fitted
so that a minimum space exists between the backing bar and plates
to be joined. Connections in the backing bar are to be made with
full-penetration welds. Upon completion of welding, the backing
strap may become an integral part of the joint. Permanent backing
straps are not recommended where crevice corrosion is of concern.
SECTION 30
For use under these conditions, all edges of the backing straps are
to be completely welded.
30.9 Fillet Welds
30.9.1 General
Fillet welds may be made by an approved manual, semi-automatic
or automatic process. The actual sizes of fillet welds are subject to
approval in each case, and are to be indicated on detail drawings
or on a separate welding schedule. In general, the required size and
spacing of the fillets is to be determined by the thickness of the stem
of the tee or the plate to which it is joined, whichever is the lesser.
Where the opening between members exceeds 1.5 mm (1/16 in.) and
is not greater than 5 mm (%6 in.) the size of the fillets is to be
increased by the amount of the opening. Spacing between plates
forming tee joints is not to exceed 5 mm (%6 in.). Frames, beams,
bulkhead stiffeners, floors and intercoastals, etc., are to have at least
the disposition and sizes of continuous fillet welds as required by
Table 30.5. In general, continuous fillet welds on each side of the
joint are preferred to intermittent welds. Where it is intended to
use intermittent welding, the weld size, length, and spacing are to
be indicated on the drawings submitted for approval. The leg size
of intermittent welds will be specially considered. Crater filling by
back stepping is recommended to provide a sound ending for each
fillet.
30.9.2 Tee Joints
Tee joints are to be formed by either continuous or intermittent fillet
welds on each side as required by 30.9.3 and 30.9.4, except where
full penetration welds may be required to develop the effectiveness
of continuous longitudinal members.
30.9.3 Tee Type End Connections
Tee type end connections where fillet welds are used are to have
continuous welds on each side. In general, the sizes of the welds
are not to be less than 3/4 times the thickness of the thinner member
being attached, but in special cases where heavy members are attached to relatively light plating, the sizes may be modified. In
certain cases only the webs of girders, beams and stiffeners need be
attached. In such cases, it is recommended that the unattached face
plates or flanges be cut back.
30.9.4 Tee Joints at Boundary Connections
The stem of a non-watertight tee connection is to be scalloped at
the boundary in way of the joint of both members forming the tee.
30.9.5 Lapped Joints
Lapped joints are generally to have overlaps of not less width than
twice the thinner plate thickness plus 25 mm (1 in.) but not less than
SECTION
3017
3 times the thickness of the thinner plate. Both edges of an overlap
joint are to have fillet welds which, depending upon the members
to be connected, may be continuous or intermittent and of the sizes
as required by 30.9.6 and 30.9.7.
30.9.6 Overlapped End Connections
Overlapped end connections of longitudinal strength members within
the midships 0.41, are to have continuous fillet welds on both edges
each equal in size to thickness of the thinner of the two plates joined.
All other overlapped end connections are to have continuous welds
on each edge of the sizes such that the sum of the two is not less
than 11/2 times the thickness of the thinner plate.
30.9.7 Overlapped Seams
Overlapped seams are to have welds on both edges of the sizes
required by 30.9.4 for Tee connections at boundaries.
30.9.8 Plug Welds or Slot Welds
Plug welds or slot welds are to be specially approved for particular
applications. When approved, an appropriate demonstration that
adequate weld penetration and soundness is achieved is to be made
to the Surveyor's satisfaction. Where used in the attachment of
doublers and similar applications, such welds may be spaced about
300 mm (12 in.) between centers in both directions. In general elongated slot welds are recommended.
30.11 Faying Surfaces and Joining to Other Materials
30.11.1 Joining Aluminum to Other Materials
Techniques required for joining aluminum to other materials will be
subject to special consideration. The use of explosion bonding may
be considered depending on the application and the mechanical and
corrosion properties of the joint. Such joints, when used, may be
required to be appropriately painted, coated, wrapped or protected
by other methods to prevent galvanic corrosion. Where aluminum
will be joined to other materials, each faying surface shall be suitably
coated to minimize corrosion. In addition, when one or both sides
of aluminum to dissimilar metal joints are exposed to weather, sea
water or wet spaces, a minimum of 0.5 mm (0.02 in.) of suitable
insulation shall be installed between faying surfaces and extend beyond the edge of the joint. Non-welded oil stops and stop waters
are to be a plastic insulation tape or equivalent which would provide
a suitably corrosion resistant system.
30.11.2 Faying Surfaces—Aluminum to Aluminum
Aluminum faying surfaces which will be exposed to the weather,
sea water or other corrosive environments are to be suitably coated
when crevice corrosion in way of the faying surfaces is to be minimized.
SECTION
30.13 Filler Metals
30.13.1 General
Filler metals are to be of a type suitable to produce sound welds
that have strength, ductility and corrosion resistant properties comparable to the materials being welded. Appropriate precautions are
to be used to prevent any critical property change of filler wire
quality during storage and handling. A list of recommended filler
metals for different alloys is given in Tables 30.3 and 30.4.
30.13.2 Approval Basis
Filler metals will be approved and listed subject to tests conducted
at the manufacturer's plant. Upon satisfactory completion of tests,
a certificate will be issued for general approval indicating the grade
or classification to which the filler metal was tested and the relevant
characteristics of the filler metal. Test assemblies are to be prepared
in the presence of the Surveyor and all tests are to be attended by
and carried out to the satisfaction of the Surveyor. Procedure and
testing is to comply with either of the following standards.
a Filler metals will be considered for approval based upon tests
conducted to standards established by the American Welding Society
or other recognized agency.
b Special approvals to manufacturer's specifications.
30.15 Approval of Welding Procedures
30.15.1 Approved Filler Metals
Approval of aluminum alloy filler metals used on Bureau classed
weldments will depend on the specific application and alloys for
which the filler metal is intended. Procedure tests may be required
as a general condition of approval or at the discretion of the attending Surveyor to determine the shipyard's or fabricator's capability
in the application of the proposed filler metal to the base material.
The extent of such tests may vary depending upon the intended
application, but generally would follow those tests outlined in
30.15.4, and are to be carried out under production conditions.
30.15.2 Surveyor's Acceptance
The Surveyor may, at his discretion, accept a filler metal, welding
procedure, or both, in a shipyard or fabricator's plant where it is
established to his satisfaction that they have been adequately used
for similar work under similar conditions.
30.15.3 New Procedures and Methods
Weld tests as outlined in 30.15.4 and 30.15.5 and Figures 30.1 to
30.10, using procedures and materials similar to those intended for
production welding, and carried out under production conditions,
may be required to be prepared by each shipyard or fabricator when
new or unusual methods, base metals, or filler metals are proposed.
SECTION
3019
All tests are to be made in the presence of the Surveyor and carried
out to his satisfaction.
30.15.4 Tests
Tests Nos. 1 and 2 are to be carried out for procedures involving
butt welds. Test No. 3 is to be carried out for procedures involving
fillet welds. Unless otherwise specified, the number of specimens is
to be as indicated. The minimum test results required are stated with
the figures:
Test No. 1—Reduced Section Tension Test (with reinforcement
removed) (Figure 30.3 or 30.3A). Two specimens made in each position
involved. The test specimens are to meet or exceed the ultimate
tensile strength shown in Table 30.1.
Test No. 2—Guided Bend Test (Figure 30.4 or 30.4A). For material
12.5 mm (0.5 in.) thick and under, two face-bend and two root-bend
specimens for each position; for material over 12.5 mm (0.5 in.) thick,
four side-bend specimens for each position involved. The bending jig
and test requirements are indicated in Figure 30.5. Equivalent bending jigs, such as wrap around bend test fixtures may also be used.
Test No. 3—Fillet Weld Test (Figure 30.6)
30.15.5 Special Tests
All-weld-metal tensile, macro-etch, radiographic inspection, or other
relevant tests may be required for certain applications, and the results
submitted for consideration.
30.17 Welder Qualifications
30.17.1 General
The Surveyor is to be satisfied that the welders and operators are
proficient in the type of work which they are called upon to perform
either through requiring any or all of the tests outlined in the following paragraphs or through due consideration of the system of employment, training, apprenticeship, plant testing, inspection, etc.,
employed.
30.17.2 Qualification Tests
The tests, if required for qualification for various welding processes
are given in Table 30.6. Such tests are based on the material thicknesses and welding processes involved. Qualification of welders for
a particular alloy may be acceptable for qualification of the welder
for other aluminum alloys. Separate qualification tests are to be made
for the gas metal arc and gas tungsten arc processes. The tests are
referred to by Nos. Q1, Q2, Q4, and Q5, for which specimens are
to be prepared and tested in accordance with Figures 30.7 to 30.10
respectively. Specimens for qualification tests are to be bent in a
bending jig having the profile shown in Figure 30.5 or in a bending
jig having an equivalent wrap around design. Alternatively, upon the
request of the employer, the welder may be qualified by use of
SECTION
radiography, provided the complete particulars of the equipment
available and the procedures are demonstrated to be satisfactory. Test
assemblies for either mechanical testing or radiographic examination
are to be prepared according to material thickness and welding
position as indicated in Table 30.6.
30.19 Alternates
The foregoing are considered minimum requirements for aluminum
welding in hull construction, but alternate methods, arrangements
and details may be considered for approval.
SECTION
TABLE 30.1
Minimum Mechanical Properties for
Butt-Welded Aluminum Alloys
The adoption of test values higher than given in the table
will be subject to special consideration. Filler wires are those
recommended in Table 30.3. Values shown are for welds in
plate thicknesses up to 38 mm (1.5 in.) unless otherwise noted.
Ultimate Tensile
Strength (UaL)
Yield Strength (Y.,)
Alloy
kg/m7722(psi)
kg/mm2(psi)
50831
50861
5454'
54561
6061-T-62
28.1(39000)
24.6(35000)
21.8(31000)
29.5(41000)
16.9(24000)
14.8 (21000)
9.85(14000)
8.45(12000)
13.4 (19000)
10.6 (15000)
Notes
1 All tempers
2 Values when welded with 5183, 5356, or 5556 filler wire.
SECTION
30J 12 Welding in Hull Construction
fT1
C")
z
0..)
0
--,,
TABLE 30.2
Aluminum Alloy Filler Metal Composition
Composition in percent maximum, unless shown as range or specified.
a_
5
ca
-•
z
i
c
=
0
.z
U)
-4.
C
C)
....
0
Other'
Silicon
and
W
4043
5183
5356
5554
5556
4.5-6.0
0.40
0.80
0.40
0.50
0.40
0.40
0.30
0.10
0.10
0.10
0.10
0.05
0.50-1.0
0.05-0,20
0.50-1.0
0.50-1.0
The maximum Beryllium content of all filler wires is to be 0.0008%.
0.05
4.3-5.2
4.5-5.5
2.4-3.0
4.7-5.5
0.05-0.25
0.05-0.20
0.05-0.20
0.05-0.20
0.10
0.25
0.10
0.25
0,25
0.20
0.15
0.60-0.20
0.05-0.20
0.05-0.20
0.05 0.15
0.05 0.15
0.05 0.15
0.05 0.15
0.05 0.15
Remainder
Remainder
Remainder
Remainder
Remainder
TABLE 30.3
Filler Metals for Welding Aluminum Alloy—
Sheet, Plate, and Extrusions
Recommendations in this table apply to gas shielded-arc welding processes.
Filler metal alloys 5183, 5356 and 5556 may be used interchangeably provided that strength, ductility and corrosion
resistance are suitable for the service conditions.
Base
Metal
Alloys
5083
5086
54541
5456
6061
5083
5086
54541
5456
6061
5183
5356
5356
5183
5356
5356
5356
5356
5356
5356
5356
5356
55541
5356
53562
5183
5356
5356
5556
5356
5356
5356
5356
5356
40432
Notes
1 5454 aluminum alloy welded with 5554 filler metal is generally
recommended for service applications above 65C (150F) such as
for smoke stacks and engine room enclosures.
2 5183 or equivalents may be used.
SECTION 30 14 Welding in Hull Construction
TABLE 30.4
Filler Metals for Welding Aluminum
Alloy Castings To Castings and Plate
AA
Castings
ASTM
AA
SG70A 356.0
SG70B A356.0
357.0
SG70A, SG706, 357.0 5154, 5454, 6061 5456, 5083, 5086
(Note 3)
(Note 1)
(Note 2)
4043
4043
4043
4043
4043
4043
5356
5356
5356
Notes
I Filler metal with same analysis as base metal is sometimes used.
2 5183, 5356, 5554, 5556 and 5654 may be used. In some cases they
may provide higher weld ductility and higher weld strength. 5554
is suitable for elevated temperature service.
3 5183, 5356 or 5556 may be used. 4043 may be used for some
applications where filler metal properties are not of primary
concern.
SECTION30116
TABLE 30.5
Weld Sizes
Millimeters
For slab longitudinals the attachment to the plating is to be made by double
continuous fillet welds of a leg size which is 0.3 times the thickness of the
thinner plate but need not be greater than 10 mm.
Size and Thickness
in Millimeters
Lesser thickness of
members joined
Not
over
5
Over Over Over Over Over
5 to
6.5
8 to
9.5
11 to
9.5
to 11
12.5
6.5
to 8
Over
12.5 to
14.5
Over Over
16 to
14.5
to 16
17.5
Over Over Over Over Over
19 to
17.5
21 to
24 to
22.5
21
22.5
to 24
25.5
to 19
Double Continuous Fillet Weld Leg Sizes, to
Structural Items
Single•Bottom Floors
To center keelson Note: Connections elsewhere to take
same weld as floors
in double bottom
4.5
4.5
5.0
6.0
6.0
6.5
7.5
8.5
9.5
10
11
12
12.5
13.5
-
5.0
6.0
6.0
6.5
7.5
8.0
8.5
9.0
9.5
10
10.5
11
Double-Bottom Floors
To shell in aft peaks of
vessels having high power
and fine form
N OLL33S
ii06
L
uopmlsuo3 linH u! 6u
To shell flat of bottom forward (fore-end strengthening)
and in peaks
5.0
5.0
5.5
6,0
6.5
6.5
7.0
7.5
7,5
8.0
8.0
9.0
To shell elsewhere
4.5
4.5
5.0
5.0
5.5
5.5
6.0
6.0
6.5
6.5
7.0
7.0
7.5
8.0
Solid floors to center vertical
keel plate in engine room,
under boiler bearers, widespaced floors with longitudinal frames and in
vessels where length exceeds
152.5 m
4.5
4.5
5.0
6.0
6.0
6.5
7,5
8.5
9.5
10
11
12
12,5
13.5
keel plate elsewhere, and
open-floor brackets to center
vertical keel
4.5
4.5
5.0
5.0
5,5
6,0
6.5
6.5
7.0
7.5
7.5
8.0
8.0
9.0
Solid floors and open-floor
brackets to margin plate
4.5
4.5
5.0
8.0
6.0
6.5
7.5
8.5
8.5
10
11
12
12.5
13.5
To inner bottom in engine
room
4.5
4.5
5.0
6.0
6,0
6.5
7.5
8.5
9.5
10
11
12
12.5
13.5
To inner bottom at forward
end (fore-end strengthening)
4.5
4.5
5.0
5.0
5.5
6.0
6.5
6.5
7.0
7.5
7.5
8.0
8.0
9.0
To inner bottom elsewhere
4.5
4.5
5.0
5.0
5.5
5.5
6.0
6.0
6.5
6.5
7.0
7.0
7.5
8.0
Wide spaced with longitudinal
framing to shell and inner
bottom
4.5
4.5
5.0
6.0
6.0
6.5
7.5
8.5
9.5
10
11
12
12.5
13.5
Solid floor stiffeners at
watertight or oiltight
boundaries
4.5
5.0
5.0
5.5
5.5
6.0
6.0
6.5
6.5
7.0
7.0
7.5
8.0
8.0
Watertight and oiltight periphery connections of floors
throughout double bottom
4,5
4.5
5.0
6.0
6.0
6.5
7.5
8.5
9,5
10
11
12
12.5
13.5
0
rn
0
-i
.
Size and Thickness in Millimeters
0
co
0
Lesser thickness of
members joined
Not
over
5
Over
5 to
6.5
Over
6.5
to 8
Over
8 to
9.5
Structural Items
Over
9.5
to 11
Over
/./ to
12.5
Over
12.5 to
14.5
Over
14.5
to 16
Over
16 to
17.5
Over
17.5
to 19
Over
19 to
21
Over
21 to
22.5
Over
22.5
to 24
Over
24 to
25.5
Double Continuous Fillet Weld Leg Sizes, w
Center Girder
to
5'
I
UOIPM1SUO0
C
Nontight to inner-bottom or
center strake in way of engine and to shell or bar keel
4.5
4.5
5,0
6.0
6.0
6.5
7.5
8.5
9.5
10
11
12
12.5
13.5
center strake clear of engine
4.5
5.0
5.0
6.0
6.0
6.5
7.5
8.0
8.5
9.0
9.5
10
10.5
11
4.5
4.5
5.0
6.0
6.0
6,5
7.5
8.0
9.5
10
11
12
12.5
13.5
5.0
5.0
6.0
6,0
6.5
7.5
8.0
8.5
9.0
9.5
10
10.5
11
Watertight or oiltight to inner
bottom, rider plate, shell or bar
keel
Side Girders
Intercostals and continuous
longitudinal girders to shell
on flat of bottom forward
(fore-end strengthening) and
to inner bottom in way of
engines
and inner bottom elsewhere
and to floors
4.5
4.5
5.0
5.0
5.5
6.0
6.5
6.5
7.0
7.5
7.5
8.0
8.0
9.0
Watertight and oiltight
periphery connections of
longitudinal girders in
double bottom
4.5
4.5
5.0
6.0
6.0
6.5
7.5
8.5
8.5
10
11
12
12.5
13.5
m
0
O
z
U04311JISUO0
0
Frames
and fine form
5.0
6.0
6.0
6.5
7,5
8.0
8.5
9.0
9.5
10
10.5
11
To shell for 0.125L forward
and in peaks
5.0
5.0
5.5
6.0
6.5
6.5
7.0
7.5
7.5
8.0
8.0
9.0
To shell elsewhere
4.5
4.5
5.0
5.0
5.5
5.5
6.0
6.0
6.5
6,5
7,0
7.0
7.5
8.0
Unbracketed to inner
bottom
5.0
6.0
7.0
8.0
9.0
9.5
11
11.5
12.5
13.5
14.5
15.5
16.5
17
Frathe brackets to frames,
decks and inner bottom
5.0
6.0
6.0
7.0
8.0
9.0
10
10.5
11.5
12.5
13.5
14.5
15.5
16
Longitudinals to shell and
inner bottom
4.5
4.5
5.0
5.0
5.5
5.5
6.0
6.0
6.5
8.5
7.0
7.0
7.5
8.0
Longitudinals to shell on
flat of bottom forward
(fore-end strengthening)
5.0
6,0
7.0
8.0
9.0
9.5
11
11.5
12.5
13.5
14.5
15.5
16.5
17
5.5
5.5
5,5
6.0
6.0
6,5
7.0
7.0
7.5
8.0
8.0
8.5
9.0
5.0
5.0
5.5
6.0
6,5
6.5
7,0
7.5
7.5
8.0
8.0
9.0
5.0
5.0
5.5
5.5
6.0
6.5
7.0
7.5
7.5
8.0
8.0
9.0
5.0
5.0
5.5
6,0
6.5
6.5
7.0
7.5
7.5
8.0
8.0
9.0
Girders and Webs
To shell and to bulkheads
or decks in tanks
To bulkheads or decks
elsewhere
Webs to face plate where
area of face plate is 64.5
sq. cm. or less
Webs to face plate where
area of face plate exceeds
84.5 sq. cm.
4.5
4.5
nH U! 6u1plem OZ OENO1103S
uo!lon4suo3
Peripheries of oiltight or
watertight bulkheads
Lesser thickness of
members joined
Not
over
5
Over
5 to
6.5
Over
6.5
to 8
Over
8 to
9,5
Over
9.5
to 11
Over
/1 to
12,5
Over
12.5 to
14.5
Over
14.5
to 16
Over
18 to
17.5
Over
17,5
to 19
Over
19 to
21
Over
21 to
22,5
Over
22.5
to 24
Over
24 to
25.5
Double Continuous Fillet Weld Leg Sizes,
Structural Items
Bulkheads
Peripheries of swash
bulkheads
5.0
5..,)
5
0r .or 6.0
6.0
6.5
7
7.0
7.5
8.0
8.0
8.5
9.0
Peripheries of nontight structural bulkheads
4.5
5.0
5.0
5.5
6.0
6.5
6.5
7.0
7.5
7.5
8.0
8.0
9.0
4.5
5.0
6.0
6.0
6.5
7.5
8.5
9.5
10
II
12
12.5
13.5
Stiffeners to deeptank
bulkheads
4.5
5.0
5.0
5.5
5.5
6.0
6.0
6.5
6.5
7.0
7,0
7,5
8.0
Stiffeners to ordinary watertight bulkheads and deckhouse fronts
4.5
5.0
5.0
5.5
5.5
6.0
6.0
6.5
6.5
7.0
7.0
7.5
8.0
4.5
Stiffeners to nontight
structural bulkheads; stiffeners on deckhouse sides
and after ends
4.5
4.5
5.0
5.0
5.5
5.5
6.0
6.0
6.5
6.5
7.0
7.0
7.5
8.0
Stiffener brackets to
beams, decks, etc.
5.0
5.0
6.0
7.0
8.0
9.0
10
10.5
11.5
12,5
13.5
14.5
15.5
16
4.5
4.5
5.0
6.0
6.0
6.0
7.0
8.0
8.5
9.0
10
11
12
12.5
Decks
Peripheries of platform decks and nontight flats
l ZIOE NOU.D3S
uoRonnsuo3
co
-.
5
ca
5
Peripheries of strength decks
as required by Section 16,
exposed decks, and all
watertight or oiltight decks,
tunnels and flats
4.5
4,5
5.0
6.0
6.0
8.5
7.5
8.5
9.5
10
11
12
12.5
13.5
Beams (transverse or
longitudinal) to decks
4.5
4.5
5.0
5.0
5.5
5.5
6.0
6.0
6.5
6.5
7.0
7.0
7.5
8.0
Beam knees to beams
and frames
5.0
5.0
6,0
7.0
8.0
9.0
10
10.5
11,5
12,5
13.5
14.5
15.5
16
Hatch coamings to
exposed decks
-
5.0
6.0
6.5
7.5
8.5
8.5
10
11
12
12.5
13.5
Transverses or deep beams
to decks in tanks
5.0
5.5
5.5
6.0
6.0
6.5
7.0
7.0
7.5
8.0
8.0
8.5
9.0
-
-
5.0
5.0
5.5
6.0
6.5
6.5
7.0
7.5
7.5
8.0
8.0
9.0
To top plates, shell or
inner bottom for main engines and major auxiliaries
5.0
6.0
7.0
8.0
9.0
9.5
11
11.5
12,5
13.5
14.5
15.5
16.5
17
To top plates, shell or inner
bottom for boilers and
other auxiliaries
4.5
4.5
5.0
5.0
6.0
6.5
7.5
8.5
9.5
10
11
12
12.5
13.5
to decks elsewhere
Foundations
SECTION3O122
Welding in Hull
Construction
Additional Welding for Vessels Classed "Oil Carrier"
Lesser thickness of
members joined
Not
Over
6.5
Over
6,5
to 8
Over
8 to
9.5
Over
9.5
to 11
Structural Items
Over
11 to
12,5
Over
12.5
14.5
Over
14.5
to 16
Over
16 to
17,5
Over
17.5
to 19
Over
19 to
21
Over
21 to
22.5
Over
22,5
to 24
Over
24 to
25.5
Girders and Webs
Centerline girder to shell
6.0
Centerline girder to deck
8.0
8.0
9.0
8.5
10
11
6.0
7.0
7.0
9.5
Bulkhead webs to plating
6.0
7.0
7.5
8.5
To face plates
5.0
5.0
6.0
Bottom transverses to shell
6.0
7.0
Side, deck and bulkhead transverses to plating
6.0
To face plates
5.0
13
12.5
14
13,5
15
14.5
16
16
17
16.5
18
10.5
12
11.5
9.0
10
11
12
12.5
13.5
14.5
15
16
6.0
6.5
6.5
8.0
8.5
9.0
9.5
10
10.5
11
8.0
9.0
10
11
12
13
14
15
16
17
18
7.0
7.5
8.5
9.0
10
11
12
12.5
13.5
14.5
15
16
5.0
6.0
6.0
6.5
6.5
8.0
8.5
9.0
9.5
10
10.5
11
17
Transverses
NO1133S
EZIOE
TABLE 30.5
Weld Sizes
uo!pnilsuo0 nH
Inches
For slab longitudinals the attachment to the plating is to be made by
double continuous fillet welds of a leg size which is 0.3 times the thickness
of the thinner plate but need not be greater than 1%2 in.
Size and Thickness in Inches
Lesser thickness of
members famed
Not
over
0,19
Over
0.19
to
0.25
Over Over Over Over Over Over
0.44
0.38
0.50
0.57
0.25
0.32
to
to
to
to
to
to
0.63
0.32
0.38
0.44
0.50
0.57
Over Over Over
0.75
0.63
0.69
to
to
to
0.69
0.75
0.82
Over Over Over
0.82
0.88
094
to
to
to
0.88
0.94
1.00
Structural Items
Single-Bottom Floors
To center keelson Note:
Connections elsewhere to
take same weld as floors in
double bottom
3/16
3/16
7/32
1/4
%2
V32
"/32
7/16
17/32
9/16
19/32
2132
V ZIO E NO1103S
uo!lon4suop "H u! bumiem
Lesser thickness of
members joined
Not
over
0.19
Over
0.19
to
0.25
Over
0.25
to
0.32
Over
0.32
to
0.38
Over
0.38
to
0.44
Over
0.44
to
0.50
Over
0.50
to
0.57
Over
0.57
to
0.63
Over
0.63
to
0.69
Over
0,69
to
0.75
Over
0.75
to
0.82
Over
0.82
to
0.88
Over
0,88
to
0.94
Over
0.94
to
1.00
Double Continuous Fillet Weld Leg Sizes, iv
Structural Items
Double-Bottom Floors
and fine form
1/4
1
/4
9/32
To shell flat of bottom
forward (fore end strengthening) and in peaks
732
7/32
7/32
j7/32
/
7/32
13
"
/32
3/8
3/8
Y4
9/32
9/32
5/16
5/16
5/16
11/
/ 32
1
/4
1/4
14
9/32
9/32
9/32
5/1.6
5/16
%2
11/32
3/8
13 32
7/16
17/32
9/16
19/32
32
21/
/32
1/4
Y4
9/32
. 9/32
5/16
5/16
5/16
11A 2
13/
/ 32
7116
1/2
17/32
9/16
19/32
21/32
13132
7/16
1/2
9/16
19/32
21/32
Y4
%2
9/32
5/116
'
3/4 6
9/32
11/32
32
To shell elsewhere
3/16
3/16
7/32
keel plate in engine room,
under boiler bearers, widespaced floors with longitudinal frames and in vessels
where length exceeds 500 ft
3/16
3/16
7/32
Solid floors to-center vertical
keel plate elsewhere, and
open-floor brackets to center
vertical keel
3/16
3/16
732
7/32
732
1/4
Solid floors and open-floor
brackets to margin plate
3/16
3/16
7/32
1/4
9/32
11/32
To inner bottom in engine
room
3/16
3/16
732
1/4
9/32
11/'3'2
3/8
To inner bottom at forward
end (fore-end strengthening)
3/16
%6
732
7/32
7/32
1/4
Y4
1
/4
1/2
17/32
%2
/32
32
m
O
z
uoganitsuo3 pH u! Bu!piam
0
To inner bottom elsewhere
3/16
3/16
7/32
7/32
7/32
Wide spaced with longitudinal
framing to shell and inner
bottom
3/16
3/16
7/32
1/4
%2
3/16
7/32
7/32
7/32
3/16
3/46
7/32
1/4
9/32
1%2
center strake in way of engine and to shell or bar keel
3/16
3/16
7/32
1
14
9/32
"/32
center strake clear of engine
7/32
7/32
9/32
9/32
Watertight or oiltight to inner
bottom, rider plate, shell or
bar keel
%6
3/16
9/32
11/32
1/4
9/32
9/32
7/32
7/32
Solid floor stiffeners at
tight or oiltight boundaries
Watertight and oiltight periphery connections of floors
throughout double bottom
1/4
11/22
1/4
9/32
3/42
17/32
8/32
5/16
5/16
9/16
19/32
21/22
3/8
13/32
7/16
1/2
1/4
1/4
1/4
9/32
9/32
9/32
5/16
5/16
1%2
7/16
1/2
17/
/32
9/16
19/
/32
21/
/32
7 16
17/32
9/16
13/42
11/32
3/
13/32
13/32
7/16
17/32
11/32
1%2
Center Girder
1/4
7/32
13/32
3/46
11/32
/
21/32
7/16
7/16
9/16
19/32
21/22
13/32
7/16
7/16
9/32
3/46
5/16
Intercostal*
on flat of bottom forward
(fore-end strengthening) and
to inner bottom in way of
engines
and inner bottom elsewhere
and to floors
7/32
3/46
3/16
7/32
1/4
3/46
4
9/32
3/8
9/32
8/32
uo!lonnsuop linH u t 6u!plaAA
9210EN OI L33S
Lesser thickness of
members joined
Not
over
0.19
Over
0.19
to
0.25
Over
0.25
to
0.32
Over
0.32
to
0.38
Structural Items
Over
0,38
to
0.44
Over
0.44
to
0.50
Over
0.50
to
0.57
Over
0.57
to
0.63
Over
0.63
to
0,69
Over
0.69
to
0.75
Over
0.75
to
0.82
Over
0.82
to
0.88
Over
0.88
to
0.94
Over
0.94
to
1.00
intercostals (corked)
Watertight and oittight
periphery connection of longitudinal girders in double
bottom
3/16
7A
2
%2
11/32
3/8
13/
/ 32
7/t
6
1/2
17/32
9/16
19/32
21
/32
Frames
To shell in aft peaks of vessels having high power and fine
form
To shell for 0.125/, forward
and in peaks
____
-
'A
'A
9/32
9/32
3/16
11/32
1 /32
%
3/8
13/
/32
7/16
7/16
7/32
7/32
7A2
1
/4
1/4
Y4
1/4
%2
9/32
5/16
5/16
5/16
111
/32
1/4
9/32
17/32
%2
9/32
%6
%
5/16
21/32
17/32
19/32
5/8
9/32
9/32
9/32
5/16
To shell elsewhere
3/16
3/16
7/32
7/32
7/32
1
/4
1/4
Unbracketed to inner bottom
7/32
7A2
1
/4
5/16
11/32
3/8
13/32
15/32
1/2
Frame brackets to frames,
decks and inner bottom
3/16
3/16
7/32
9/32
5/16
11/32
3/8
13/32
15/32
Longitudinals to shell and
inner bottom
3/16
3/16
7/32
7/32
7/32
Longitudinals to shell on flat
of bottom forward (fore-end
strengthening)
7/32
7/32
1/4
5/16
7/32
7/32
7/32
11/32
4
3/8
1
/4
13/32
4
1/2
15/
/32
1
/2
17/32
9/16
5/8
1/4
9/32
9/32
5/16
5/16
21/32
5/16
11/16
21/32
5/16
11/16
Girders and Webs
To shell, and to bulkheads or
decks in tanks
7/32
1
/4
11/
/32
11/
/32
LZI OE N01103S
To bulkheads or decks elsewhere
Webs to face plate where area
of face plate is 10 sq. in. or
less
3/16
31
Webs to face plate where area
of face plate exceeds 10 sq.
in,
9/32
5/16
5/16
11
/32
1
/32
%2
9/32
%2
5/16
Y16
9/32
9/32
5/16
5/16
5/16
11/32
1/4
9/32
9/32
5/16
5/16
I I ,/
/ 32
"/32
1/4
9/32
9/32
5/16
5/16
13/
/ 32
7A 6
1732
9/16
19/
/ 32
2 V32
Y4
9/32
9/32
9/32
5/16
5/16
9/32
9/32
9/32
5/16
1/4
9/32
9/32
9/32
5/76
5/16
15/32
1/2
17/32
19./
/ 32
5/8
2 V32
13/32
716
7A 6
1/4
1/4
732
1/
/4
1/4
7/32
7/32
1/4
1/4
1/4
1/4
7/32
7/32
732
7/32
7/32
7/,32
Ct.
Bulkheads
t3
Peripheries of swash bulkheads
7/32
7/32
7/32
7/32
Peripheries of nontight structural bulkheads
7/32
7/32
7/32
7/32
3/1 6
7/32
1/4
9/32
3/16
7/32
7/32
7/32
1/4
1/4
1/4
3/16
7/32
7/32
7/32
1/4
4
1/4
1/4
1/4
1/4
o
0
Peripheries of oiltight or
watertight bulkheads
sn
3/16
Stiffeners to deep-tank bulkheads
1/4
Y4
11/32
9/32
I/4
1/2
1 I/32
1/32
Stiffeners to ordinary
watertight bulkheads and
deckhouse fronts
Stiffeners to nontight structural bulkheads; stiffeners on
deckhouse sides and after
ends
3/16
3/16
7/32
7/32
7/32
Stiffener brackets to beams,
decks, etc.
3/16
3/16
7/32
9/32
5/16
3/16
3/16
7/32
11/32
13/32
Decks
Peripheries of platform decks and nontight flats
1/4
5/16
11/32
U)m
-4
2
O.)
0
Lesser thickness of
members joined
Not
over
0,19
Over Over Over Over Over Over Over Over Over Over Over Over Over
0.44
0,50
0.57
0.63
0.69
0.75
0.82
0.88
0.94
0.32
0.38
0.25
0.19
to
to
to
to
to
to
to
to
to
to
to
to
to
0.75
0.82
0.88
0.94
0.44
0.50
0.57
0.63
0.69
1.00
0.32
0.38
0.25
uoprulsuop "H u! Bupam
Co
Structural Items
Decks (cont'd)
Peripheries of strength decks
as required by Section 16,
exposed decks, and all
watertight or oiltight decks,
tunnels and flats
3
116
% 6
7A 2
2/4
9/32
1132
3/8
13/32
7/16
2/2
17/32
%6
1%2
21 32
Beams (transverse or longitudinal) to decks
3/16
3/16
7/32
7A 2
7/32
1/4
1/4
1/4
1/4
9/32
9/32
9/32
3/4 6
3/4 6
Beam knees to beams and
frames
3/4 6
3/16
7/32
9/32
3/4 6
3/8
13/32
15/32
1/2
27/32
19/32
5/8
1/4
9/32
3/8
13/32
7/16
1/2
7/32
7/32
7/32
1/4
1/4
1/4
9/32
9/32
5/16
5/16
7/32
7/32
7/32
1/4
1/4
1/4
9/32
9/32
5/16
3/4 6
3/4 6
5/16
21/32
23/32
1%2
17/32
9/16
5/8
1/32
11/16
1/4
9/32
1/2
27/32
%6
32
Y9/32
2V
/ 32
Hatch coamings to exposed
decks
to decks in tanks
%6
Transverses or deep beams to
decks elsewhere
11/32
11/32
17/32
9/16
19/32
11/32
21/32
21/32
1% 2
11/32
Foundations
To top plates, shell or inner
bottom for main engines
and major auxiliaries
7/32
7/32
To top plates shell or inner
bottom for boilers and other
auxiliaries
3/16
3/16
7/32
2 132
3/8
13/32
7/16
SECTI ON
Additional Welding for Vessels Classed "Oil Carrier"
30129 WeldinginHullConstruction
Centerline girder to shell
Girders and Webs
Centerline girder to deck
Bulkhead webs to plating
To face plates
VI 6
5/16
9/32
1/4
11/32
11/32
11/32
9/32
13/:32
3/8
11/32
9/32
7/16
3/8
3/8
5/16
5/16
11/32
13/132
7/16
9/32
1/4
1/4
11//32
9/32
11/32
3/8
5/16
7/32
7/32
7/32
7/32
1/4
1/4
1/4
7/32
1/4
7/32
7/32
Transverses
Bottom transverses to shell
Side, deck and bulkhead
transverses to plating
To face plates
Y4
9/32
1/2
15/32
7/16
"/32
7/16
11/32
17/32
1/2
7/16
"/32
9/16
732
17/3232
9//16
7/16
11/32
3/8
5/8
9/16
17/32
4/8
1/2
17/
/32
3/8
Y8
21/32
3/8
19/32
13/32
11/16
21// 32
19//32
11/32
32
11/16
23/32
5/8
7/16
21/32
7/16
5/8
7A 6
2 /3232
11/16
21/32
7/16
/
TABLE 30.6
Welder Qualification Tests
Position In Which Welding Is To Be Done On Job
Construction Material
Flat, Horizontal
Vertical and
Overhead
On material of
limited thickness
19,1 mm (3/4 in.)
or less. See Note 1
Test No. Q1 in
vertical and
overhead positions
On material of unlimited thickness
(any thickness)
See Note 2
Test No. Q2 in
Test No. Q2 in
vertical and hor- vertical posiizontal position
tions
Test No. Q2 in
flat position
On piping or tubing. See Note 3
Test No. Q4 in
horizontal and
vertical fixed
positions
Test No. Q4 in
horizontal and
vertical fixed
positions
Test No. 94 in
horizontal
rolled position
For tack welders
Test No. Q5 in
vertical and
overhead positions
Test No. Q5 in
vertical position
Flat and
Vertical
Flat Position
Only
Test 91 in ver- Test No. 91 in
tical position
flat position
Notes
1 Where the maximum thickness of material on which a welder may have occasion to work throughout the period governed by a test in indeterminate, the
Surveyor may, if desired, require the welder to qualify under unlimited thickness requirements.
2 Where the maximum plate thickness to be welded is between 19.1 mm (%
and 38.1 mm (11/2 in.) qualification Test No. 92 may, with the permission of
the Surveyor, be conducted on plate of maximum thickness involved.
3 Welding operators qualified under the requirements of Test No. Q4 will be
considered as qualified to make welds governed by Tests Nos. Q1 and Q2.
Welding operators qualified to weld on plate in the vertical position may be
permitted to weld on pipe in the horizontal rolled position.
SECTION
FIGURE 30.1
Preparation of Test Plates and Pipes for Weld Tests
Nos. 1 and 2
For Plate Over 19.1 mm (3/4 in.) Thick
Discard
Side bend
.
495mm
•
See
Figure 30.5
Reduced section
9 5 inm
T (3/s in.)
Side bend
250 mrn
(10 in ) min
(%
Side bend
Reduced section
Side bend mirmrommomz.
Discard
.•,..
About 280 mm (11 in.)
= thickness
of plate
For Plate Up To 19.1 mm (% in.) Thick
-,
Discard
Reduced section
Root bend
mm
(16 ir1.) min
.7
..•t- .
See
Figure 30.3
38 mm
(1% in.)
Face bend
Root bend
,
38 mm
(1% in.
38 111M
(I% in.)
Face bend
Reduced section
Discard
..
5° max
Note
9.5 mm
(% in.)
Edge preparation, welding procedure and postweld heat treatment, if any, are to be the
same as those for the work represented.
FIGURE 30.1 (continued)
Preparation of Test Plates and Pipes for Weld Tests
Nos. 1 and 2
(3/4 - .) Thick
For Pipe Over 19.1
Side bend
= thickness of pipe
Reduced section
Side bend
•
Side bend
section
sec
Side bend
For Pipe Up To 19.1 mm (34 in.) Thick
9.5 = mm (% in.
Face bend
Reduced section
Root bend
Face bend
Reduced section
Root bend
Note Edge preparation, welding procedure and postweld heat treatment, if any, are to be the
same as those for the work represented.
SECTION
FIGURE 30.2
Typical Arrangement of Test Plates for Workmanship
Tests in Group B1
230 min
(9 in.)
of tests required
Note
Tack weld test plates together and support test assembly so that warping due to welding
does not cause deflection of more than 5 degrees. Should straightening of any test assembly
within this limit be necessary to facilitate making test specimens, the test assembly is to
be straight-ended after cooling and before any postweld heat treatment.
SECTION 30133 Welding in Hull Construction
FIGURE 30.3
Test No. 1 - Reduced-section Tension Test for Plate
Notes
1 Both faces of weld are to be machined flush with plate.
2 For procedure qualification t is to be representative of thickness welded in production.
3 w = approximately 38 mm (1.5 in.) where t is 25.4 mm (1 in.) or less. w = 25.4 mm (1 in.)
where t is more than 25.4 mm (1 in.).
4 When the capacity of the available testing machine does not permit testing the full thickness
specimen, two or more thinner than full thickness specimens may be prepared by cutting
the full thickness specimen into sections, each of which is to meet the requirements.
Requirement
The tensile strength of each specimen, when it breaks in or adjacent to the weld, is not to be
less than the minimum specified tensile strength as indicated in Table 30.1.
SECTION
FIGURE 30.3A
Test No. 1 - Reduced-section Tension Test for Pipe
—0.1 Weld
I
II/
Notes
I Both faces of weld are to be machined flush with plate. The minimum amount needed to
obtain plane parallel faces over the 19 mm (3/4 in.) wide reduced section may be machined
at the option of the testing facility.
2 For procedure qualification t is to be representative of thickness welded in production.
3 w = approximately 38 mm (1.5 in.) where t is 25.4 mm (1 in.) or less. w 25.4 mm (1 in.)
where t > 25.4 mm (1 in.). Consideration may be given to reducing w to 19 mm (3/4 in.)
for pipe dia. < 305 mm (12 in.).
4 When the capacity of the available testing machine does not permit testing the full thickness
specimen, two or more thinner than full thickness specimens may be prepared by cutting
the full thickness specimen into sections each of which is to meet the requirements.
Requirements
1 The tensile strength of each specimen, when it breaks in the weld, is not to be less than
the minimum specified tensile strength as indicated in Table 30.1.
2 The tensile strength of each specimen, when it breaks in the base metal and the weld shows
no signs of failure, is not to be less than 95% of the minimum specified tensile strength of
the base material.
FIGURE 30.4
Test No. 2 - Guided Bend Test for Root Bend and
Face Bend (Plate or Pipe)
PLATE
n
PIPE
70 mm
A(23/4 in.) minimum R
38 mm
(1% in.
r==:E==3, 9.5 nun.
T (% in.)
150 mm (6 in.) —1-
/ 38 mm
(11/2 in.)
9.5 mm
(3/8 in.)
150 min (6 in.)
For alloy 6061 the thickness of the bend specimen may be reduced to 3 mm (/8 in.)
Note
Both faces of weld to be machined flush with base metal.
FIGURE 30.4A
Test No. 2 - Guided Bend Test for Side Bend (Plate
or Pipe)
150 Min
(6 in.) min
(3/8 in.)
. 110
Where t is over 12.5 mm (1/2 in.)
to 38 mm (11/2
w=t
Where t is over 38 mm (Iy, in.)
w = 38 mm (1% in.)
For alloy 6061 the thickness of the bend specimen may be reduced to 3 mm (1/s
Note
SECTION
Both faces of weld to be machined flush with base metal.
FIGURE 30.5
Guided Bend Test Jig
Test Requirement After bending, the specimen is not to show any cracking or other open defect
exceeding 3.2 mm (% in.) on the convex side except at the corners
As required
19 mm
(3/4 in)
As required
I
I
50 mm (2 m.)
9.5 mm
(% in)
t
Shoulders
hardened and
'eased
9 mm (% in.)
V
6
-1 1.12.5 mm (% in.
171 mm
mm
(63/4 in.) (3/4 in.)
3.2 mm (1/8
3t
19 mm
`
(3/4 in.
—96 mm (3%
19 mm
(3/4 in)
26t
t = thickness of material, mm or in.
A = 4t + 1.6 mm (4t + 1A6 in.)
B 8t+ 3.2 mm (8t + % in.)
FIGURE 30.5A
Alternative Guided Bend
Test Jig
Roller
Notes
1 The dimension t is the thickness of the material.
2 The reduced section is to be parallel within 0.05 mm (0.002 in.) and may have a gradual taper
in width from the ends toward the center with the ends not more than 0.10 mm (0.005 in.)
wider than the center. The ends of the specimens are to be symmetrical with the centerline
of the reduced section within 0.25 mm (0.01 in,).
FIGURE 30.6
Test No. 3 Fillet Weld Test
-41
Bend
here
Single or multiple pass
weld whichever used
250 min (10 in.) min
127 mm
(5 in.) min
Notes
For procedure qualifications T and t are to be representative of thicknesses welded in production.
Base and standing web is to be straight and in intimate contact and securely tacked at ends
before fillet-weld is made, to insure maximum restraint.
The test plate may be flame cut into short sections to facilitate breaking open.
Requirements
The fillet is to be the required contour and size, free from undercutting and overlapping. When
broken as indicated, the fractured surface is to be free from cracks, and reasonably free from visible
porosity and lack of root fusion, except that porosity or incomplete fusion at the root corners of
fillets may be acceptable, provided the total length of the incompletely fused areas is less than
approximately 10% of the total length of the weld.
SECTION
FIGURE 30.7
Welder Qualification Test No. Q1
For Plate Material 19.1 mm (3/4 in.) or less
Direction of plate rolling --I.-
Discard
Face bend
III
Root bend
1 29 mm
(VA in.)
38 mm
(1Y2 in.)
150n im
(6 it
(318%mrn
i n, )
1 II
IIIIII
Discard
29 mm
-1-(11/s in.)
300 mm (12 in.)
0
Root opening 6.25 mm (% in.) max.
9.5 mm (3/s in.)
6 mm
T
25 mm
(1 in.) minimum
(y4 in.) min.
Notes
1 Weld is to be made with the maximum size of electrodes that will be used in production
and a maximum interpass temperature of 66C (150F).
2 Machine reinforcement and backing strap flush. Do not remove any undercutting.
3 Machining is to be done transverse to weld.
4 All specimens are to be machined or sawed from plate.
5 Backing strap is to be contiguous with plates.
6 joints welded in the vertical position are to be welded upwards.
7 Welding is to be done from one side only.
8 Bend specimens in Guided Bend Test Jig (Figure 30.5 or 30.5A)
9 1 Face Bend and 1 Root Bend required.
SECTION
FIGURE 30.8
For Materials Of Unlimited Thickness
Direction of plate rolling
Side bend
32 mm
(11/4 in.)
Discard
f
Discard
T
E •in v".3•7--!
E•
a .E.
ir) -....?„.0
'-?---
E
f
Discard
Side bend )
32 mm
(11/4 in.)
300 mm (12 in.)
Warping 5° max.
9.5 mm (% in.)....,
If
Innufi ,:l
See Note 1
38 mm
(11/2 in.)
+•1
6 mm (1/4 in.) min.
38 mm
(172 in.) minimum
Notes
1 When welding in the flat and vertical positions of welding, the groove angle is to be 25°;
when welding in the horizontal position, the groove angle is to be 35° and the unbeveled
plate is to be located on the top side of the joint.
3 Each pass of the weld is to be made with the same size of electrodes that will be used in
production and a maximum interpass temperature of 66C (150F).
4 Joints welded in the vertical position are to be welded upwards.
7 All specimens are to be machined or sawed from plate.
9 Break edges of specimens to a radius of t/6 maximum.
10 Bend Specimen in Guided Bend Test Jig (Figure 30.5 or 30.5A).
11 2 Side Bends required for plate. 4 Side Bends required for pipe.
SECTION
FIGURE 30.9
For Pipe 19.1 mm (3/, in.) Thick or Less
rAmormirminoramirrAragemourivoworourannr.r.
agairdrAtoririroomorawilamour ArarireirrilasrAor
I or floor
150 mm
(6 in.)
300 min
(12 in.)
.I.•••••••
150 mm
(6 in.)
0
See detail
135°
0
0
00
00
0
M acro
specimen
(optional)
Tack weld or clamp
225°
A
6 min
(1/4 in.)
9 mm
(0.350 in.) min.
5 mm (3/16
smov
11111111111111115am
all
15°
13 mm
(% in.)
25 min
(1 in.)
Use 150 mm (6 in.) piping (min.)
Notes
1 Each pass of the weld is to be made with the same size of electrodes that will be used in
production and a maximum interpass temperature of 66C (150F).
4 All specimens are to be machined or sawed from piping.
5 Break edges of bend specimens to a radius of t/6 maximum,
6 Mark top and front of piping to insure proper location of specimens.
7 Remove face-bend specimens from 45° and 225° points, and root-bend specimens from 135°
and 315° points as indicated.
9 Bend specimens in Guided Bend Test Jig (Figure 30.5 or 30.5A).
10 2 Root Bends and 2 Face Bends required.
11 For thicknesses over 19.1 mm (% in.), t is to be a minimum of the thickness to be welded
in production.
12 For GTA welding, no backing bar need be employed and root opening may be reduced to
zero.
SECTION 3001 Welding in Hull Construction
FIGURE 30.10
For Tack Welders
4
Direction of plate rolling
4
25 min
, (1 in.)
A
25 mm
(1 in.)
150 ir m
(6 in
Single beads
75 mm
(3 in.)
25 mm
(1 in.)
250 mm (10 in.)
■
3 mm (2/8 in.)
9.5 mm
(3/8 in.)
6 mm (Y, in.)
25 mm
(1 in.)
Notes
1 Electrode diameter used is to be representative of that used for tack welding in production.
3 Joints welded in the vertical position are to be welded upwards.
4 Specimen is to be bent in one piece with backing strap in place and face of weld in tension..
5 Weld fractures are to exhibit no unfused areas on backing strap or sides of groove throughout
length of each tack.
6 For GTA welding, no backing bar need be employed and root opening may be reduced to
zero.
SECTION
Rules for the
Construction and
Classification of
Machinery
SECTION
3
Conditions of
Classification of Machinery
31.1 CAMS Symbols
Machinery and boilers which have been constructed and installed
under the supervision of the Surveyor to the full requirements of
these Rules, when found satisfactory after trial and approved by the
Committee, will be classed and distinguished in the Record by the
symbols -PAMS.
31.3 AMS Symbols
Machinery and boilers which have not been constructed and installed
under the supervision of the Surveyor, but which are submitted for
classification, will be subjected to a special classification survey.
Where found satisfactory and thereafter approved by the Committee,
they will be classed and distinguished in the Record by the symbols
AMS.
31.5 Plans and Data to Be Submitted
Plans showing the proposed arrangements of engine, thrust and boiler
foundations, including holding-down bolts; also such plans of the
machinery installation as are enumerated in the following sections
of the machinery requirements are to be submitted and approved
before proceeding with the work. It is desired that the sizes, dimensions, welding and other details, make and size of standard approved
appliances be shown on the plans as clearly and fully as possible.
All welded construction of steel is to meet the requirements of
Plans are to be submitted in quadruplicate where construction is to
be carried out at a plant other than that of the shipbuilder.
31.7 Novel Design Features
Vessels which contain novel features of design in respect of the
machinery to which the provisions of these Rules are not directly
applicable may be classed, when approved by the Committee, on
the basis that these Rules insofar as applicable have been complied
with and that special consideration has been given to the novel
features based on the best information available at the time.
SECTION
31.9 Centralized or Automatic Control Systems
Where, in addition to the individual unit controls, it is proposed to
provide remote, centralized, or automatic control systems for propulsion units, essential auxiliaries, or for cargo handling, relevant data
is to be submitted to permit the assessment of the effect of such
systems on the safety of the vessel. All controls necessary for the
safe operation of the vessel are to be pc wed to the Surveyor's satisfaction. Where certification is requested for special conditions of operation (+ACC or +ACCU) the automatic and remote-control systems
are to be in accordance with the requirements of Section 41 of the
"Rules for Building and Classing Steel Vessels."
31.11 Unmanned Propulsion-macbbery Spaces
When propulsion-machinery spaces are not intended to be manned
continuously, these spaces are to be fitted with alarm systems to warn
of the presence of fire and rise of water level in the machinery-space
bilges. See Section 39 of the "Rules for Building and Classing Steel
Vessels" for fire-detection and alarm systems. Automatic and remotecontrol systems are to be in accordance with the requirements of
31.13 Trial
A final under-way trial is to be made of all machinery, including
the steering gear, anchor windlass and ground tackle, to the satisfaction of the Surveyor in attendance.
31.15 Governmental and Other Regulations
While these Rules cover the requirements for the classification of
new vessels, the attention of owners, designers and builders is directed to the regulations of governmental, canal, and other authorities dealing with such matters as pollution control, emergency power
supply, navigation aids, bilge pumping arrangements, piping details
and fire protection.
SECTION
SECTION
32
Machinery Components
32.1 Propulsion and Auxiliary Machinery
In general, the propulsion and auxiliary machinery, pressure vessels,
pumps and piping systems, ship's service electrical plant, refrigeration
plant, automation equipment and fire-fighting equipment are to be
in accordance with the applicable requirements of the following
sections of the "Rules for Building and Classing Steel Vessels," except
as modified by Sections 33 and 34 of these Rules. See also 26.5.2 and
26.5.3.
Section 32 Boilers and Pressure Vessels
Section 33 Engines and Turbines
Section 34 Internal-combustion Engines
Section 35 Electrical Equipment
Section 36 Pumps and Piping Systems
Section 37 Propellers
Section 39 Fire Extinguishing Systems
Section 41 Shipboard Automatic and Remote-control Systems
Section 42 Refrigerating Machinery and Insulating of Cargo
Spaces
Section 44 Materials for Machinery, Boilers, Pressure Vessels and
Piping
SECTION
3211
Machinery Components
SECTION
33
Electrical installations
33.1 General
In general, electrical systems are to be isolated from the hull at all
times. Hull return systems are not to be used. Floating ground systems between the engine and related machinery components may
be installed where required. In addition to power supply systems,
attention for maintaining electrical isolation is to be given to communication devices, instrumentation and shore-power systems where
used. See also 33.7.
33.3 DC Systems
Batteries generally are not to be grounded to propulsion engines or
related machinery components. Where it is necessary for batteries
to be grounded to the hull, the negative poles are to be connected
to the hull. Batteries for engine starting may be grounded to the
engine.
33.5 AC Systems
AC power supplies are to be isolated from the hull at all times. A
high resistance continuity tester (such as a 90 volt DC battery, NE2
neon through 100K ohms) is to be carried on board in order that
the electrical installation may be checked at the time of installation
and at regular intervals to insure isolation of AC circuits.
33.7 Shore Power
The shore electrical power is to enter the vessel through a 1 : 1
isolation transformer. Additional precautions to prevent electrolysis
of the hull when docking are recommended.
33.9 Cathodic Protection Installations
33.9.1 Sacrificial Anode Systems
Sacrificial anodes for use in sea water on alUminum hulls are to be
effective for the hull material being protected. For proposed systems,
the calculations, types, numbers, sizes and placement of anodes are
to be submitted for review. See also 26.13.
SECTION
33 1 Electrical Installations
33.9.2 Impressed Current Systems
a General Where impressed current cathodic protection systems
are proposed, complete details, including types of anodes, voltages,
arrangements and schematic of the wiring system, are to be submitted for review.
b Arrangements Cables for cathodic protection systems are not
to be run through oil tanks. Where passing through cofferdams,
pumprooms and similar hazardous spaces, cables are to be encased
in extra-heavy pipe, and are to be shielded from damage in cargo
spaces and other areas where they may be exposed to mechanical
damage. If piping used is not aluminum, it is to be isolated from
the hull. It is recommended that impressed current cathodic protection systems be equipped with alarm devices to indicate inadequate
or excessive current, and reversed polarity.
SECTION
33[2 Electrical Installations
SECTION
34
Pumps and Piping Systems
34.1 General
Pumps and piping systems are to be in accordance with Section 36
of the "Rules for Building and Classing Steel Vessels." The use of
steel, copper or other non-aluminum pipes, valves, and fittings will
require special attention to avoid galvanic corrosion with dissimilar
metals as indicated in 34.3. Aluminum piping, valves, and fittings
34.3 Installation of Piping Systems
Piping systems are to consist of pipes and fittings of the same or
compatible material. Piping runs of material not compatible with
aluminum are to be isolated from the hull by suitable isolating
brackets or insulating material. Where non-aluminum pipes pass
through decks, bulkheads, tank tops, and shell plating, they are to
be isolated from vessel's structure with suitable insulation. See also
Section 26.
SECTION
34(1
Pumps and Piping systems
Rules for the
Inspection and
Testing of
Materials
SECTION
35
Materials for Hull Construction
35.1 General
35.1.1 Testing and Inspection
a General All materials subject to test and inspection, intended
for use in the construction of the hulls of vessels classed or proposed
for classification, are to be tested by the material producer and
inspected by the Bureau's Surveyor in accordance with the following
requirements or their equivalent. Materials having characteristics
differing from those prescribed herein may be approved upon application, due regard being given to established practices in the country
in which the material is produced and the purpose for which the
material is intended, such as the parts for which it is to be used,
the type of vessel and intended service, and the nature of the construction of the vessel. The requirements are based on the customary
U.S. units shown in brackets and the metric units are derived by
conversion from the U.S. units.
b Witnessed Tests All tests are to be conducted in the presence
of the Surveyors at the place of manufacture prior to shipping.
c Rejection of Previously Accepted Material In the event of any
material proving unsatisfactory in the process of being worked, it
shall be rejected, notwithstanding any previous certificate of satisfactory testing.
d Calibrated Testing Machines The Surveyor is to satisfy himself
that the testing machines are maintained in a satisfactory and accurate condition and are to keep a record of the dates and by whom
the machines were rechecked and calibrated.
35.1.2 Defects
All materials are to be free from cracks, injurious surface flaws,
lamination or similar defects. Welding or dressing for the purpose
of remedying defects is not permitted unless and until sanctioned
by the Surveyor. Discoloration characteristic of proper solution heat
treatment is not cause for rejection.
35.1.3 Manufacturer's Certificates
a Form of Certificate Four copies of the mill certificates or the
shipping statements of all accepted plate and shape materials indicating the aluminum alloy and temper are to be furnished to the
Surveyor for his approval, one is to be forwarded to the purchaser,
three are to be retained for the use of the Bureau. Before the mill
SECTION
certificates or shipping statements are distributed by the local Bureau
office the manufacturer is to furnish the Surveyor with a certificate
stating that the material has been sampled, tested and inspected in
accordance with these Rules and that it has met the requirements.
The following form of certificate will be accepted if printed on each
mill sheet or shipping statement with the name of the firm and
initialed by the authorized representative of the manufacturer:
"We hereby certify that the material described herein has been
made to the applicable specifications of alloy
, and the required samples tested in actemper
(The Americordance with the requirements of
can Bureau of Shipping Rules or state other specification) in the
presence of a Surveyor from the American Bureau of Shipping
with satisfactory results."
At the request of manufacturers, consideration may be given to
modifications to the form of certificate provided it correspondingly
indicates compliance with the requirements of these Rules to no less
degree than indicated in the foregoing statement.
h Other Certificates Where an aluminum alloy ingot is not produced in the plant where it is rolled, extruded or forged, a certified
report is to be supplied to the Surveyor stating the name of the
manufacturer, the alloy, ingot or manufacturing and inspection lot
identification numbers and certification that the alloy meets the
required chemical composition limits.
35.1.4 Identification Marking
a Material Identification All materials which have been sampled,
tested, and have successfully passed the requirements and have been
approved by the Surveyor are to be clearly ink marked or stamped
by the manufacturer with the initials AB, the applicable alloy and
temper and the manufacturers name or trademark on each finished
sheet, plate, shape, bar, rod casting or forging to signify that the
material has satisfactorily complied with the tests prescribed.
b Stencilled Material In special cases, when approved, strapped
or secured lifts or bundles of light sheet, plates, shapes, bars, rods
or tubes of comparatively small size may be marked or stencilled
on only the top piece or the marking may be shown on the tag
attached to each lift or bundle.
35.3 Standard Test Methods
35.3.1 General
The latest issue of the following test methods or specifications or
then. equivalents are to be used:
a Chemical Analysis ASTM E101 or E227 Methods of Spectroc•lhciiucal Analysis or ASTM E34 Methods of Chemical Analysis of
Aluminum and Aluminum Base Alloys.
b Tension Testing ASTM ES Methods of Tension Testing of
SECTION
Metallic Materials or B557 Tension Testing Wrought-Aluminum and
Magnesium Alloy Products.
c Shear Testing ASTM B316 Aluminum Alloy Rivet and Cold
Heading Wire and Rods.
35.5 Chemical Composition
35.5.1 General
The chemical composition is to be determined by the aluminum
manufacturer and is to conform to the applicable requirements of
the alloys listed in Tables 35.1 or 35.2 or such other requirements
as may be specially approved.
35.5.2 Sampling
A control sample for chemical analysis is to be taken before starting
to pour and one additional sample is to be taken during the pouring
of each group of ingots poured simultaneously from the same source
of molten metal. If not analyzed during pouring samples may be
taken from semi-finished or finished products. When samples are
taken from finished or semi-finished products, one sample is to represent each 1800 kg (4000 lb), or fraction thereof, of each alloy in a
lot.
35.5.3 Definition of Lot
A lot is defined as all material of the same alloy, temper, section
and size in a shipment (for sheet and plate, all material of the same
thickness is considered to be of the same size).
35.7 Heat Treatment
Alloy 6061 products are to be suitably treated to develop the mechanical properties specified in Tables 35.8. 35.10, 35.11 and 35.12
for the various tempers. Alternative heat treatments will be specially
considered.
Solution heat treated and then naturally aged.
T4
T451 For sheet and plate that are stress relieved by stretching
after solution heat treatment.
T4511 For extruded bars, rods or shapes that are stress relieved
by stretching after solution heat treatment.
T6
Solution heat treated and then artificially aged.
T651 For sheet and plate that are stress relieved by stretching
after solution heat treatment and then artificially aged.
T6511 For extruded bars, rods or shapes that are stress relieved
by stretching after solution heat treatment and then artificially aged.
SECTION
35 3
35.9 Tensile Properties
35.9.1 General
Tensile properties are to conform to the applicable requirements of
the alloys and tempers listed in Tables 35.3 through 35.9.
35.9.2 Yield Strength
The yield strength is defined as that deter nined at 0.2% offset.
35.9.3 Standard Test Specimens
a General Tension test specimens may be substantially the full
cross section of the material being tested or they may be machined
as indicated for specific product forms. Test specimens in accordance
with other recognized standards will be specially approved.
b Full-section Specimens Tension test specimens of substantially
the full cross section of the material may be used, for wire, rod,
bar, shapes and tubular products. It is permissible to reduce the
section slightly throughout the test section to insure fracture within
the gauge marks. The gauge length is to be four times the diameter
for round specimens and 50 mm (2 in.) for other sections.
c Machined Specimens Standard machined test specimens for
tension testing of wrought aluminum mill products are of two types:
Round and rectangular, with a gauge length of 50 mm (2 in.) and
a width or diameter of 12.5 mm (0.5 in.). They are shown in Figures
35.1 and 35.2. Other sizes of small round specimens may be used
if the gauge length for measurement of elongation is four times the
diameter of the reduced section of the specimen.
35.9.4 Retests
a No Test If the percentage elongation of a tension test specimen
is less than that specified, and if any part of the fracture is outside
of the middle half of the gauge length or in a punched or scribed
mark within the reduced section, another test specimen may be
selected.
b Failure to Meet Requirements If any tension test specimen fails
to conform to the requirements, two additional specimens are to be
selected from other products in the lot and tested. If either of these
specimens fails to conform to the applicable requirements, the material is to be rejected. If, however, the failure of the specimen to
conform with the requirements is the result of an inadequate thermal
treatment, the material may be reannealed or reheat treated, as
applicable. Only one such retreatment of the material is to be
permitted.
35.11 Sheet and Plate
35.11.1 Scope
The following requirements cover non-heat-treatable and heattreatable aluminum alloys for sheet and plate intended to be used
SECTION
35 4 Materials for Hull Construction
FIGURE 35.1
Standard Rectangular Tension Test Specimen with
50 mm (2 in.) Gage Length.
Reduced Section
60 mm (2.25 in.) min.
12.5 mm 0.25 mm
(0.500 in. It: 0.010 in.)
50 mm
(2 in.)
min.
Approx. 20 mm (0.75 in.)
(2.00 in. ± 0.005 in..) • Radius
13 mm
Gage Length for
measuring elong. (0.50 in.) min.
after fracture
Notes
1 The dimension t is the thickness of the material.
2 The reduced section is to be parallel within 0.05 mm (0.002 in.) and may have a gradual
taper in width from the ends toward the center with the ends not more than 0.10 mm (0.005
in.) wider than the center. The ends of the specimens are to be symmetrical with the centerline
of the reduced section within 0.25 mm (0.01 in.).
FIGURE 35.2
Standard Round Tension Test Specimen with 50 mm
(2 in.) Gauge Length.
12.5 mm 0.25 mm
(0.500 in. Lt.- 0.010 in.)
Reduced section
60 mm (2.2.5 in.)
Radius 10 mm
(0.375 in.) min.
50 rnm 0.125 rum
(2 in. 0.005 in.)
Gage length for
measuring elong.
after fracture
Notes
I The gauge length and fillets are to be as shown, but the ends may be of any shape to fit
the holders of the testing machine in such a way that the load shall be axial. The reduced
section may have a gradual taper from the ends toward the center, with the ends not more
than 0.13 mm (0.005 in.) larger in diameter than the center.
2 When the size of material makes use of the full size specimen impracticable, round specimens
of smaller size proportional to the standard specimen may be used provided that the diameter
of such specimens is not less than 6.0 mm (0.25 in.) and the length of the reduced section
is not less than 32.0 mm (1.25 in.).
SECTION
in hull construction. The material covered is in substantial agreement
with ASTM Designation B209. Sheet and plate differing in chemical
composition, mechanical properties or heat treatment will be specially considered.
35.11.2 Selection of Specimens
For non-heat-treatable alloy sheet and plate, tension test specimens
are to be taken parallel to the direction of rolling. For heat-treatable
alloys, tension test specimens are to be taken transverse to the direction of rolling where sheet or plate widths permit. The standard
rectangular tension test specimen shown in Figure 35.1 is to be used
for sheet and plate less than 12.5 mm (0.5 in.) in thickness. For plate
12.5 mm (0.5 in.) and greater in thickness, the tension test specimen
shown in Figure 35.2 is to be used. The tension test specimen is to
be taken midway between the two plate surfaces for plate in thicknesses of 115 mm (0.5 in.) up to 38 mm (1.5 in.). For plate over
38 mm (1.5 in.) in thickness, the specimen shall be taken midway
between the center and surface of the plate.
35.11.3 Number of Tests
Tension test specimens are to be selected as follows.
a Sheet For sheet under 6.3 mm (0.25 in.) in thickness, one tensile
test specimen is to be taken from one random sheet representative
of 900 kg (2000 pounds) or fraction thereof in each lot.
b Plate For plate 6.3 mm. (0.25 in.) and over in thicknesses, one
tensile test specimen from each 1800 kg (4000 lb) or fraction thereof
in each lot.
35.11.4 Surface Finish
The material is to be free from injurious defects and have a workmanlike finish. It is to be surface inspected at the mill by the Surveyors only when specifically requested and so ordered by the purchaser.
35.13 Rods, Bars, Shapes and Tubular Products
35.13.1 Scope
The following requirements cover extruded non-heat-treatable and
heat-treatable aluminum alloy rods, bars, shapes and tubular products
intended to be used in hull construction. The material covered is
in substantial agreement with ASTM Designation B221. Extruded
rods, bars, shapes and tubular products and rolled rods and bars
differing in chemical composition, mechanical properties or heat
treatment will be specially considered. See 35.19 for aluminum alloy
rivets.
Tension test specimens are to be taken in the longitudinal direction
and are to be of the full section of the material where practicable.
Otherwise, the specimens shown in Figures 35.1 or 35.2 may be used.
SECTION
For material 38 mm (1.5 in.) and less in diameter or thickness, the
specimen is to be taken from the center of the section. For material
greater than 38 mm (1.5 in.) in thickness or diameter the specimen
is to be located midway between the center and an edge.
For material with a nominal weight of less than 0.67 kg/m (1 lb/ft),
one tensile test specimen is to be taken from each 450 kg (1000 lb)
or fraction thereof in each lot. Otherwise, one tensile test specimen
is to be taken for each 300 m (1000 ft) or fraction thereof in each
lot.
35.13.4 Surface Finish
The material is to be free from injurious defects and have a workmanlike finish. It is to be surface inspected at the mill only when
specifically requested and so ordered by the purchaser.
35.15 Forgings
35.15.1 Scope
The following requirements cover non-heat-treatable and heattreatable aluminum alloy die and hand forgings intended to be used
with ASTM Designation B247. Forgings differing in chemical composition, mechanical properties or heat treatment will be specially
considered.
a Location of Specimens Tension test specimens are to be taken
from prolongations having a sectional area not less than that of the
body of the forging. Tension test specimens are normally taken parallel to the direction in which the metal is most drawn out (longitudinal) but may be taken transversely. Specimens taken in the longitudinal direction are to be taken from as near to the center of the
cross-section of the forging as is practicable. The midpoint of the
axes of transverse specimens are to be near to the center of the
cross-section of the forging.
b Small Forgings In the case of forgings weighing less than
114 kg (250 lb) each, where the foregoing procedures are impracticable, a special forging may be made for the purpose of obtaining
test specimens provided the Surveyor is satisfied that these test specimens are representative of the forgings submitted for testing. In such
cases the special forging should be subjected to the same amount
of working and reduction as the forging represented and if applicable, be heat treated with those forgings. Alternatively, test specimens
may be taken from one of the forgings in the lot.
c Test Specimens The tension test specimen shown in Figure 35.2
is to be used.
SECTION
a Large Forgings In the case of forgings weighing over 2700 kg
(6000 lb) each, one tension test specimen is to be taken from each
end of the forging.
b Smaller Forgings In the case of forgings weighing less than
2700 kg (6000 lb) each, except as noted in c, one tension test specimen is to be taken from each forging.
c Small Forgings In the case of forgings weighing less than
114 kg (2501b) each, one tension test specimen may be taken from
one forging as representative of 900 kg (2000 lb) provided the forgings are of similar size, of one alloy and temper, are made from the
same lot of stock and if applicable, heat treated in the same furnace
charge.
d Special Situations In the case of a number of pieces cut from
a single forging, individual tests need not necessarily be made for
each piece, but forgings may be tested in accordance with whichever
of the foregoing procedures is applicable to the primary forging
involved.
35.15.4 Inspection
The forgings are to be inspected by the Surveyor after final heat
treatment, where applicable, to insure that the forgings are free from
injurious defects.
35.17 Castings
35.17.1 Scope
The following requirements cover aluminum alloy castings for use
with alloys SG70A and SC7013 of ASTM Designations 826 and 13108
(Aluminum Association alloys 356.0 and A356.0) and AA357.0 of the
Aluminum Association. Except in cases specifically approved otherwise, all aluminum castings are to be furnished in the heat treated
condition. Castings differing in chemical composition, mechanical
properties or heat treatment from those covered herein will be
a Large Castings Tensile specimens are to be taken from integral
test bars. Integral test bars are not to be detached until the heat
treatment of the castings has been completed nor until the coupons
have been stamped by the Surveyor for identification.
b Small Castings In the case of castings weighing less than 450 kg
(1000 lb) each, test coupons may be cast separately provided they
are poured from the same source of molten metal as the castings
represented. When separate coupons are used, the Surveyor is to
be furnished an affidavit by the manufacturer stating that the coupons
were poured from the same source of molten metal as the castings
represented and that they were heat treated with the castings.
SECTION
c Test Specimens The tension test specimen shown in Figure 35.1
is to be used.
At least one tension test is to be made representative of the same
source of molten metal and in each heat-treatment charge.
35.17.4 Inspection
The castings are to be inspected by the Surveyor after final heat
treatment and thorough cleaning to insure that the castings are free
from injurious defects.
35.17.5 Welded Repair of Defects
Defects in non-critical areas may, with the Surveyor's approval, be
repaired by welding using an approved procedure. The welding is
to be done before the final heat-treatment.
35.19 Rivets
35.19.1 General
Non-heat-treatable and heat-treatable aluminum alloy cold heading
rod and wire for use in manufacturing rivets should be in agreement
with a specification equivalent to ASTM Designation B316. Material
differing from ASTM 13316 in chemical composition, mechanical
properties or heat-treatment may be specially considered.
35.19.2 Finished Rivets
Finished rivets are to undergo shear tests and meet the requirements
of Table 35.11.
a Shear Test Specimens Shear test specimens of the full cross
section of the rivets are to be used for rivets up through 9.5 mm
(0.372 in.) in diameter. Rivets over 9.5 mm (0.372 in.) in diameter
may be machined down to 9.5 mm (0.372 in.) in diameter for testing.
Rivets in diameters other than those for which a standard shear jig
size is available may be machined down to the next smaller jig size.
b Number of Shear Test Specimens Ten shear test specimens are
to be taken from each 450 kg (1000 lb) of finished rivets in a lot.
SECTION
0 1. 19 E
Chemical Composition Limits of Wrought Aluminum Alloys
uog.orwsuop pH N. si epaleity
NOLL33 S
TABLE 35.1
Alloy
5052
5083
5086
5454
5456
6061
Silicon
Iron
Silicon
and
Iron
0.45
0.40
0.40
0.40
0.50
0.48
0.40
0,40-0.8
0.7
Others
Copper
Manganese
Magnesium
Chromium
Zinc
Titanium
Each
Thtal
Aluminum
0.10
0.10
0.10
0.10
0.10
0.15-0.04
0.10
0.40-1.0
0.20-0.7
0.50-1.0
0.50-1.0
0.15
2.2-2.8
4.0-4.9
3.5-4.5
2.4-3.0
4.7-5.5
0.8-1.2
0.15-0.35
0.05-0.25
0.05-0.25
0.05-0.20
0.05-0.20
0.40-0.35
0.10
0.25
0.25
015
0.25
0.25
0.15
0.15
0.20
0.20
0.15
0.05
0.05
0.05
0.05
0.05
0.05
0.15
0.15
0.15
0.15
0.15
0.15
Remainder
Remainder
Remainder
Remainder
Remainder
Remainder
Chemical Composition Limits of Cast Aluminum Alloys
uoprulsuo0
H JOI sieyeleiN
gE
NOI133S
TABLE 35,2
AA
Others
Alloy
ASTM
AA
Silicon
Iron
Copper
Manganese
Magnesium
Zinc
Titanium
Each
Total
Aluminum
SG70A
SC7OB
356.0
A356.0
357.0
6.5-7.5
6.5-7.5
6.5-7.5
0.6
0.20
0.15
0.25
0.20
0.05
0.35
0.10
0.03
0.20-0.40
0.20-0.40
0,45-0,6
0.35
0.10
0.05
0.25
0.20
0.2()
0.05
0.05
0.05
0,15
0.15
0.15
Remainder
Remainder
Remainder
NO1133S
Z L 1 9E
uopnAsuo0 nH Jell siepalevy
TABLE 35.3
Alloy
and
Temper
Thickness1
Ultimate
Tensile Strength
kg/mm2 (ksi)
Minimum
Yield Strength
0.2% Offset
kg/mm2 (ksi)
minimum
maximum
Minimum
Elongation2
in 50 mm (2 in.)
percent
(inches)
minimum
maximum
3.0- 6.5
6.6-75.0
(0.114-0249)
(0.250-3.000)
17.6 (25.0)
17.6 (25.0)
21.8 (31.0)
21.8 (31.0)
6.7 ( 9.5)
6.7 ( 9.5)
20
18
5052-1432
3.0- 6.5
6.6-12.5
12.6-51.0
(0.114-0.249)
(0.250-0.499)
(0.500-2.000)
21.8 (31,0)
21.8 (31.0)
21.8 (31.0)
26.7 (38.0)
26.7 (38.0)
26.7 (38.0)
16.2 (23.0)
16.2 (23.0)
16.2 (23.0)
9
11
12
5052-1134
3.0- 6.5
6.6-25.0
(0.114-0.249)
(0.250-1.000)
23.9 (34.0)
23.9 (34.0)
28.8 (41.0)
28.2 (41.0)
18.3 (26.0)
18.3 (26.0)
7
10
5052-11112
6.5-12.5
12.6-51.0
51.1-75.0
(0.250-0.499)
(0.500-2.000)
(2.001-3.000)
19.7 (28.0)
17.6 (25.0)
17.6 (25.0)
11.2 (16.0)
6.7 ( 8.5)
6.7 ( 9.5)
7
12
16
5083-0
1.5-38.0
38.1-76.5
(0.051-1.500)
(1.501-3.000)
28,1 (40.0)
27.4 (39.0)
5083-11112
6.5-38.0
38J-76.5
(0.250-1.500)
(1.500-3.000)
28.1 (40.0)
27.4 (39.0)
5083-H116
4.5-38.0
(0.063-1.500)
30.9 (44.0)
39.4 (56.0)
21.8 (31.0)
30.2 (43.0)
12
5083-H1173
38.1-76.5
(1.501-3.000)
28.8 (41.0)
39.4 (56.0)
20.4 (29.0)
30.2 (43,0)
12
5083-H323
1.5-3. 0
3.1-6. 5
(0.051-0.125)
(0.126-0.249)
31.6 (45.0)
31.8 (45.0)
38.0 (54.0)
38.0 (54.0)
23.9 (34.0)
23.9 (34.0)
30.9 (44.0)
30.9 (44.0)
8
10
5052-0
millimeters
35.9 (51.0)
35.2 (50.0)
12.7 (18.0)
12.0 (17.0)
20.4 (29.0)
20.4 (29.0)
16
16
12
12
12.7 (18.0)
12.0 (17.0)
34.4 (49.0)
34.4 (49.0)
6
8
5083-H343
1.5-3. 0
3.1- 6.5
(0.051-0.125)
(0.126-0.249)
35.2 (50.0)
35.2 (50.0)
41.5 (59.0)
41.5 (59.0)
27.4(39.0)
27.4 (39.0)
5086-0
1.5- 6.5
6.6-51.0
(0.051-0.249)
(0.250-2.000)
24.6 (35.0)
24.6 (35.0)
30.9 (44.0)
30.9 (44.0)
9.8 (14.0)
9.8 (14.0)
18
16
4.5-12.5
12.6-25.5
25.6-51.0
51.1-76.5
(0.188-0.499)
(0500-1.000)
(1.001-2,000)
(2.001-3.000)
25.3 (36.0)
24.6 (35.0)
24.6 (35.0)
23.9 (34.0)
12.7 (18.0)
11.2 (16.0)
9.8 (14.0)
9.8 (14.0)
8
10
14
14
1.5- 6.5
6.6-51.0
(0,063-0.249)
(0.250-2.000)
28.1 (40.0)
28.1 (40.0)
33.0 (47.0)
33.0 (47,0)
19.7 (28.0)
19.7 (28.0)
8
12
5454-0
3.0-76.5
(0.114-3.0(X))
21.8 (31.0)
28.8 (41.0)
8.4 (12.0)
18
5454-H324,5
1.5- 6.5
6.6-51.0
4.0- 6.5
6.6-25.5
(0.051-0.249)
(0.250-2.000)
(0.162-0.249)
(0.250-1.000)
25.3 (36.0)
25.3 (36.0)
27.4 (39.0)
27.4 (39.0)
30.9 (44.0)
30.9 (44.0)
33.0 (47.0)
33.0 (47.0)
18.3 (26.0)
18.3 (26.0)
20.4 (29.0)
20.4 (29.0)
8
12
7
10
5454-H1125
6.5-12.5
12.6-51.0
51.1-76.5
(0.250-0.499)
(0.500-2.000)
(2.001-3.000)
22.5 (32.0)
21.8 (31.0)
21.8 (31.0)
12.7 (18.0)
8.4 (12.0)
8.4 (12.0)
8
11
15
5456-0
1.5-38.0
38.1-76.5
(0.051-1.500)
(1.501-3.000)
29.5 (42.0)
28.8 (41.0)
5456-11112
6.5-38.0
38.1-76.5
(0.250-1.560)
(1.501-3.000)
29.5 (42.0)
28.8 (41.0)
4.5-15.5
15.6-32.0
32.1-38.0
38.1-76.5
(0.063-0.624)
(0.625-1.250)
(1.251-1.500)
(1.501-3.000)
32.3 (46.0)
32.3 (46.0)
30.9 (440)
28.8 (41.0)
5086-11112
5086-H116
and H 1173
5454-H344,5
5456-H116
and H1173
37.3 (53.0)
36.6 (52.0)
13.4 (19.0)
12.7 (18.0)
21.1 (30.0)
21.1 (30.0)
12
12
13.4 (19.0)
12.7 (18.0)
41.5 (59.0)
39.4 (56.0)
39.4 (56.0)
39.4 (56.0)
23.2 (33.0)
23.2 (33.0)
21.8 (31.0)
20.4 (29.0)
16
16
32.3 (46.0)
31.6 (45.0)
30.2 (43.0)
30.2 (43.0)
12
12
12
12
ge N01133S
nH IN si epalevy
uop.on.nsuoo
Alloy
and
Temper
Thickness►
Millimeters
Minimum
Yield Strength
0.2% Offset
kg/mm2 (ksi)
Ultimate
Tensile Strength
kg/►mn2 (ksi)
(inches)
rnirsimurn
1/111XMIUM
minimum
maximum
Minimum
Elongation 2
in 50 min (2 in.)
percent
5456-11323
1.5- 3.0
3.1- 6.5
(0.051-0.125)
(0.126-0.249)
33.7 (48.0)
33.7 (48.0)
40.8 (58.0)
40.8 (58.0)
25.3 (36.0)
25.3 (36.0)
32.3 (46.0)
32.3 (46.0)
6
8
5456-11343
1.5- 3.0
3.1- 6.5
(0.051-0.125)
(0.126-0.249)
37.3 (53.0)
37.3 (53.0)
44.3 (63.0)
44.3 (63.0)
28.8 (41.0)
28.8 (41.0)
35.9 (51.0)
35.9 (51.0)
6
Notes
1 Type of test specimen used depends on thickness of material: see
35.9.3.
2 Or 4x specimen diameter.
3 5083, 5086 and 5456 in the 11116 and 11117 tempers are to be capable
of passing an appropriate test for resistance to exfoliation corrosion.
The "Aluminum Association Tentative Exfoliation Test for Alum inumMagnesium Alloys for Boat and Ship Hull Construction" is considered to be an appropriate method. Other tests will be specially
considered.
4
8
For the corresponding H2 temper, limits for maximum ultimate
tensile strength and minimum yield strength do not apply.
5 5454 is recommended for service applications where exposed to
temperatures exceeding 65C (150F).
NO1133S
g L I SE
TABLE 35.4
Mechanical Property Limits of Heat-Treatable
Alloy
and
Temper
Thickness'
Minimum
Tensile Strength
Minimum
Yield Strength
0.296 Offset
Minimum
Elongation2
in 50 mm (2 in.)
Type
kg/mm2
(ksi)
kg/m/42 (Jul)
kg/inni2 (ksi)
percent
6061-T4
Sheet
0.5- 6.5
(0.021-0.249)
21.1 (30.0)
11.2 (16.0)
16
8061-T4514'5
Plate
6.5-25.5
25.6-76.0
(0.250-1.000)
(1,001-3.000)
21.1 (30.0)
21.1 (30.0)
11.2 (16.0)
11.2 (16.0)
18
16
6061-T6
Sheet
0.5- 6.5
(0.021-0.249)
29.5 (42.0)
24.6 (35.0)
10
6061-T623
and T6514'5
Plate
6.5-12.5
12.6-25.5
25.6-51.0
51.1-76.2
(0150-0.499)
(0.500-1.000)
(1.001-2.000)
(2.001-3.000)
29.5 (42.0)
29.5 (42,0)
29.5 (42.0)
29.5 (42.0)
24.6 (35.0)
24.6 (35.0)
24.8 (35.0)
24.6 (35.0)
10
9
8
6
Notes
1 Type of test specimen used depends on thickness of material; see
35.9,3.
2 Or 4x specimen diameter
3 These properties apply to samples of material in the 0 of F tempers,
which are solution heat treated or solution and precipitation treated
by the producer to determine that the material will respond to
proper heat treatment. Properties attained by the user, however,
may be lower than those listed if the material has been formed or
otherwise cold or hot worked, particularly in the annealed temper,
prior to solution heat treatment.
4 For stress-relieved tempers, characteristics and properties other than
those specified may differ somewhat from the corresponding charac-
teristics and properties of material in the basic temper.
5 Upon artificial aging, T451 temper material is to be capable of
developing the mechanical properties applicable to the T651 temper.
NO1133S
gE
TABLE 35.5
Aluminum Alloys for Extruded Bars, Rods, Shapes, and Tubes
uo!lonAsuo0 nH IN st epalevy
Maximum.
Diameter or
Thickness'
Ultimate
Tensile Strength
kg/mtn2 (ksi)
Maximum
Area
Minimum
Yield Strength
0.2% Offset
Minimum
Eloription 2
in 50 inni (2 in.)
Alloy
and
Temper
mm
(in.)
rnm2 (in.')
ininimion
maximum
kg/mint (ksi)
percent
5080-0
5083-H111
5083-11112
to 127.5
127.5
127.5
(5.0)
2065 (32)
2065 (32)
27.4 (39.0)
35.9 (51.0)
(5.0)
(5.0)
2065 (32)
28.1 (40.0)
27.4 (39.0)
11.2 (16.0)
16.9 (24.0)
11.2 (16.0)
14
12
12
5086-0
5086-H111
5086-H112
127.5
127.5
127.5
(5.0)
(5.0)
(5.0)
2065 (32)
2065 (32)
2065 (32)
24.6 (35.0)
25.3 (36.0)
24.6 (35.0)
32.3 (46.0)
9.8 (14.0)
14.8 (21.0)
9.8 (14.0)
14
12
12
5456-0
5456-11111
5456-11112
127.5
127.5
127.5
(5.0)
(5.0)
(5.0)
2065 (32)
2065 (32)
2065 (32)
28.8 (41.0)
29.5 (42.0)
28.8 (41.0)
37.3 (53.0)
13.4 (19.0)
18.3 (26.0)
13.4 (19.0)
14
12
12
Notes
35.9.3
rn
0
-1
0
TABLE 35.6
Mechanical Property Limits of Heat-Treatable
Aluminum Alloys for Extruded Products
0
uo!on.usuo3 "H IN siepalevg
Alloy
and
Temper
6061-T44,5
6061-T6, T623
and
T-65114
Ultimate Tensile
Strength kg/1)11)32 (ksi)
Minimum Yield
Strength 0.2%
Offset
Minimum
Elongation)2
in 50 mm (2.in.)
area
minimum
kg/mine (ksi)
percent
All
18.3 (26.0)
26.7 (38.0)
11.2 (16.0)
All
24.6 (35.0)
16
8
All
26.7 (38.0)
24.6 (35.0)
10
Diameter or
Thickness;
PM (in.)
All
to 6.5 (0.249)
6.6 (0.250) and over
Notes
35.9.3.
3 These properties apply to samples of material in the 0 to F tempers
which are solution heat treated or solution and precipitation treated
by the producer to determine that the material will respond to proper
heat treatment. Properties attained by the user, however, may he
lower than those listed if the material has been formed or otherwise
cold or hot worked, particularly in the annealed temper, prior to
solution heat treatment.
For stress-relieved tempers characteristics and properties other than
those specified may differ somewhat from the corresponding characteristics and properties of material in the basic temper.
5 Upon artificial aging, T4 and T4511 temper material are to be
capable of developing the mechanical properties applicable to the
T6 and T6511 tempers respectively.
4
cn
oz
TABLE 35.7
Mechanical Property Limits of Die Forgings
cia
Specimen Axis Not Parallel to
Direction of Grain Flow
Specimen Axis Parallel to Direction
of Grain Flow
Materials for H ull Construction
Alloy
and
Temper
5083-11111
5083-H112
5456-1-11121
6061-T6
Thickness
mm (in.)
to 100
to 100
to 100
to 100
(4)
(4)
(4)
(4)
Tensile Strength
kg/mm2 (ksi)
Minimum
Elongation
in 50 mm (2 in.)
Tensile Strength
kg/m7n2 (ksi)
Minimum
Elongation
in 50 mm (2 in.)
ultimate
yield
percent
ultimate
yield
percent
29.5 (42.0)
28.1 (40.0)
30.9 (44.0)
26.7 (38.0)
15.5 (22.0)
12.7 (18.0)
14.1 (20.0)
24.6 (35.0)
14
16
16
72
27.4 (39.0)
27.4 (39.0)
14.1 (20.0)
11.2 (16.0)
12
14
26.7 (38.0)
24.6 (35.0)
5
Notes
1 Alloy 5456 is not covered in B247-70 but use of such forgings meeting
these requirements may be considered.
2 When sample is selected from a test coupon an elongation minimum
of 10% applies.
0
m
0
-4
5
z
TABLE 35.8
Mechanical Property Limits for Hand Forgings
c...)
en
Materials forHull Construction
Alloy
and
Temper
Minimum
Tensile Strength
kg/mm2 (ksi )
Thickness
mm (in,)
Minimum
Elongation
in 50 mm (2 in.)
Axis of Test
Specitnen
ultimate
yield
percent
5083-H111
to 100 (4)
Longitudinal
Long transverse
29.5 (42.0)
27.4 (39.0)
15.5 (22.0)
14.1 (20.0)
14
12
5083-H112
to 100 (4)
Longitudinal
Long transverse
28.1 (40.0)
27.4 (39.0)
12.7 (18.0)
11.2 (16.0)
16
14
5456-H1121
to 75 (3)
Longitudinal
Long transverse
30.9 (44.0)
29.5 (42.0)
14.1 (20.0)
12.5 (18.0)
16
14
6061-T6
to 100 (4)
Longitudinal
Long transverse
Short transverse2
26.7 (38.0)
26.7 (38.0)
26.0 (37.0)
24.6 (35.0)
24.6 (35.0)
23.2 (33.0)
10
8
5
6061-T6
over 100 (4)
Longitudinal
Long transverse
26.0 (37.0)
26.0 (37.0)
23.9 (34.0)
23.9 (34.0)
8
6
6061-T6
over 200 (8)
Short transverse
24.6 (35.0)
22.5 (32.0)
4
Notes
1 Alloy 5456 is not covered in B247-70 but use of such forgings meeting
these requirements may be considered.
2 Requirement applicable to thicknesses of 50 mm (2 in.) and greater.
OZI 9ENO1133S
H Joj. sieyamAj
uoRannsuoo
TABLE 35.9
Mechanical Property Limits for Aluminum Alloy Castings
AA
Ultimate
Tensile Strength
Minimum
Yield Strength
0.20% Offset
Minimum.
Elongation
in 50 mm (2 in.)
kg/mre (ksi)
kg/mm2 (ksi)
percent
Sand
21,0 (30.0)
14.0 (20.0)
3
Permanent mold
23.0 (33.0)
15.5 (22.0)
3
23.0 (33.0)
26.0 (37.0)
31.5 (45.0)
18.0 (26.0)
18.0 (26.0)
3
5
3
Alloy
ASTM
SG70A
AA
356.0
Temper
T6
SG 70A
SG70B
Integral coupons
Separately cast coupons
None
A356.0
357.0
Casting
T61
T6
TABLE 35.10
Aluminum Alloy Equivalents
AA
ASTM
CSA
NF
BS
UNI
JIS
ISO
American Society for Testing and Materials
Canadian Standards Association
Normes Francaises
British Standard
Unificazione Nazionale Italiana
Japanese Industrial Standard
International Organization for Standardization
The equivalents are approximate based on the best available information. The actual
specification or standard should be consulted for full information.
U.S.
ASTM
AA
Canada
France
UK
Italy
Japan
CSA
NF
BS
UNI
11S
ISO
PAIMg2.5
A2-1
AlMg2.5Mn
A2-7
Al.Ig4.5Mn
5052
GR20
2L.55,
2L.56,
L80, L81
5083
GM41
EMS'
N8
AG4MC
5086
AIMg4
5454 GM31N
55330"
AlMg3Mn
5456
N6I
6061 GS11N
H2O
'Commercial designations
SECTION
A2-4
A IM glSiC u
Rules for
Surveys
SECTION
36
Surveys after Construction
36.1 General Conditions
36.1.1 Notification
The Surveyor is to have access to classed vessels at all reasonable
times. Owners or their representatives are to notify the Surveyor
on all occasions when a vessel can be examined in dry dock or on
a slipway. If at any visit a Surveyor should find occasion to recommend repairs or further examination, intimation is to be made immediately to the Owners or their representatives in order that appropriate action may be taken.
36.1.2 Damage
Damage to hull, machinery or equipment, which affects or may affect
seaworthiness or classification, is to be submitted by the owners or
their representatives for examination by the Surveyor. All repairs
found necessary by the Surveyor is to be carried out to his satisfaction.
36.1.3 Availability for Survey
The Surveyor is to undertake all surveys on classed vessels at the request of the Owners or their representatives and is to report thereon
to the Committee. He is to avail himself of every convenient opportunity for carrying out periodical surveys in conjunction with
damage and repair surveys in order to avoid unnecessary duplication
of work.
36.1.4 Annual Surveys
Annual Surveys are to be made during each year of service.
36.1.5 Special Periodical Surveys
For vessels built under Classification Survey, the first Special Periodical Survey becomes due four years after the date of build. For other
vessels, a Special Periodical Survey becomes due four years from
the date of the Special Survey for Classification. Subsequent Special
Periodical Surveys are due four years after the crediting date of the
previous Special Survey. The interval between Special Surveys may
be reduced by the Committee. If a Special Survey is not completed
at one time, it will be credited as of the end of that period during
which the greatest part of the survey has been carried out. Special
consideration may be given to Special Periodical Survey requirements in the case of vessels of unusual design.
SECTION 3611
36.1.6 Continuous Surveys
At the request of the Owner, and upon approval of the proposed
arrangements, a system of Continuous Surveys may be undertaken
whereby the Special Survey requirements are carried out in regular
rotation to complete all the requirements of the particular Special
Survey within a five-year period. For Continuous Surveys, a suitable
notation will be entered in the Record and the date of completion
of the cycle published. If any defects are found during the survey,
they are to be examined and dealt with to the satisfaction of the
Surveyor.
36.1.7 Year of Grace
To be eligible for the year of grace to complete the Special Survey
within one year after the due date, the vessel is to be presented for
survey at about the due date of the Special Survey. The requirements
for surveys to qualify for a period of grace are to be specially considered in each case and may include drydocking or gauging or both.
If the survey is satisfactory, the completion of the Special Survey
may be deferred for a period not exceeding twelve months, provided
the whole Special Survey is satisfactorily completed within five years
from date of build or from the date recorded for the previous Special
Survey.
36.1.8 Reactivation Surveys
In the case of vessels which have been laid up for an extended period
the requirements for surveys on reactivation are to be specially
considered in each case, due regard being given to the status of
surveys at the time of the commencement of the lay-up period, the
length of the period and the conditions under which the vessel had
been maintained during that period.
36.1.9 Incomplete Surveys
When a survey is not completed, the Surveyors are to report immediately upon the work done in order that Owners and the Committee
may be advised of the parts still to be surveyed.
36.1.10 Premature Commencement—Special Survey
When circumstances cause a Special Survey to be commenced before
it is due, the entire survey is to be completed within a period of
twelve months if such work is to be credited to the Special Survey.
36.1.11 Alterations
No structural alterations which affect or may affect seaworthiness,
classification or the assignment of load lines are to be made to the
hull or machinery of a classed vessel unless plans of the proposed
alterations are submitted and approved by the Committee before
the work of alterations is commenced and such work, when approved, is carried out under the supervision of the Surveyor.
SECTION
3612 Surveys
after Construction
36.1.12 Special Materials
Welding is not to be performed on aluminum alloys of the hull
structure nor repairs or renewals commenced on such plating or
adjacent to such plating without thorough and careful reference to
the recommendations contained in Section 30. Substitution of aluminum alloys differing from those originally installed is not to be undertaken without approval.
36.1.13 Drydocking Survey
a Interval An examination of each classed vessel is to be made
in drydock at intervals not exceeding two years. Consideration may
be given to any special circumstances justifying an extension of the
interval.
b Parts to be Examined The vessel is to be placed in drydock
or upon a slipway and the keel, stem, stern frame or stern post and
outside plating are to be cleaned and examined together with appurtenances, the propeller, stern bushing, sea connections and their
fastenings. Underwater aluminum plating in close proximity to dissimilar metal is to be examined both internally and externally as far
as practicable.
36.3 Annual Surveys—Hull
At each Annual Survey between Special Surveys the following parts
are to be examined, placed in good condition and reported upon:
a All parts of the steering arrangements, including the gear, quadrants, tillers, blocks, rods, chains, telemotor, or other transmission gear and brakes
b Sluice valves, watertight doors in bulkheads and vessel's sides,
closing appliances in superstructure bulkheads and for air and
sounding pipes
c Coamings of ventilators to spaces below the freeboard deck and
below decks of superstructures which are intact or closed by
closing appliances; hatchway coamings, tarpaulins, hatch covers,
and all their supports
d All parts liable to rapid deterioration, particularly areas adjacent
to dissimilar metals which are in close proximity.
e Machinery casings, guard rails, and all other means of protection
provided for openings and for access to crew's quarters
f Freeing port doors in bulwarks of enclosed wells in freeboard
and superstructure decks are to be examined and their hinges
put in good order; fittings for securing shutters are not to prevent the shutters from opening in the event of a substantial
amount of water coming aboard
g Internal structure of a random cargo space, dry or liquid, together with any other space deemed necessary by the Surveyor,
with particular attention to be given bilges and drain wells.
SECTION
36 3 Surveys after Construction
36.3.2 Special Load Lines
Where vessels have timber, tanker, or special load lines, an examination is to be made of the structural arrangements, fittings and appliances upon which such load lines are conditional.
36.3.3 Position of Load Lines
The Surveyor is to satisfy himself at each Annual Survey that no
material alteration has been made in the hull, superstructures or
means of closing openings in superstructures which affects the position of load lines.
36.5 Special Periodical Surveys—Hull
36.5.1 Special Periodical Survey No. I
Special Periodical Survey No. 1 is to include compliance with all
Annual Survey requirements, and the Surveyor is to satisfy himself
by examination in position, that all means of protection to openings
are in good condition and are readily accessible. Effect also is to
be given to the following requirements.
a The vessel is to be placed in dry dock or upon a slipway and
the keel, stem, stern frame or stern post and outside plating
are to be cleaned and afterward examined. Load-line marks are
to be checked and recut or painted as required.
b The rudder is to be examined and lifted when required and
the gudgeons rebushed. The condition of carrier and steadiment
bearings and the effectiveness of stuffing boxes are to be ascertained when the rudder is lifted.
c Particular attention is to be given to overboard discharges and
all other openings in the shell, casings being removed so that
a proper examination can be made. Insulating material in joints
of shell connections between dissimilar metals is to be found
or made effective as necessary.
d The holds, `tween decks, deep tanks, peaks, bilges, engine, and
boiler spaces and coal bunkers are to be cleaned out and the
surfaces of the framing and plating are to be cleaned and
examined.
e All watertight bulkheads are to be examined.
f Close ceiling in holds and coal bunkers of single-bottom vessels
is to be lifted to the extent of at least two strakes on each side
(one stake being at the bilge) and all portable hatches in holds
and the flooring plates in machinery spaces are to be removed
for internal examination of the bottom framing and plating.
g The cement or other composition on the inner surface of the
bottom plating is to be carefully examined and sounded to
ascertain if it is adhering satisfactorily to the plating.
h Where a double bottom is fitted, the tanks and cofferdams are
to be thoroughly cleaned out and examined internally; sufficient
ceiling is to be lifted from the double bottom to enable the
SECTION
3614 Surveys after Construction
Surveyor to satisfy himself as to the condition of the tank-top
plating, and if necessary all ceiling is to be removed for cleaning
and coating the top plating. Requirements for tanks which are
used exclusively for permanent ballast, and are fitted with an
effective means for corrosion control, are to be specially considered.
Where double-bottom and other tanks are used primarily for
oil, the gas freeing and internal cleaning and examination may
be waived, except for the fore-and-after peak tanks, provided
that, upon a general external examination of the tanks, the
Surveyors find their condition to be satisfactory.
j Double-bottom, deep, ballast, peak and other tanks are to be
tested with a head of liquid to the highest point that liquid
will rise under service conditions. The testing of doublebottoms
and other spaces not designed for the carriage of liquids may
be omitted provided an internal examination is carried out
together with an examination of the tanktop and, in the opinion
of the Surveyor, testing may be waived. For deep tanks designed and used for the carriage of liquid cargoes, an alternate
means of testing may be approved, provided the Surveyor is
satisfied with the internal and external condition of the tanks
and associated structure.
k The Surveyor is to see that a thick plate is securely fixed below
each sounding pipe for the rod to strike upon.
I The decks are to be examined and deck compositions are to
be examined and sounded, but need not be disturbed if found
to be adhering satisfactorily to the plating.
m The hawse pipes are to be examined. Anchors and chain cables
are to be examined if they are ranged and the required complement and condition verified.
n The efficiency of hand pumps is to be tested.
p Aluminum-alloy cargo hatch covers not fitted with tarpaulins
are to be hose tested or otherwise proven tight.
q Load line marks to be checked and recut or painted as required.
r In any part of the vessel where wastage is evident, the Surveyor
may require gauging of the affected parts.
36.5.2 Cleaning of Tanks and Their Testing in Tank Vessels
In vessels intended for the carriage of oil in bulk, the tanks are to
be thoroughly cleared of gas and cleaned before inspection, and
every precaution is to be taken to insure safety during inspection.
Where fitted, anodes and their attachments are to be examined. The
bulkheads at the ends of cargo-tank spaces are to be tested with a
head of liquid up to the top of the expansion trunk or, if specifically
approved, by an alternate method. The Surveyor is to be satisfied
as to the tightness of the remaining cargo-tank bulkheads.
36.5.3 Special Periodical Survey No. 2
SECTION
requirements for Special Periodical Survey No. 1 and with those
which follow.
a Close ceiling in vessels with a single bottom is to be lifted to
an extent which permits all material below the ceiling to be
properly examined; in vessels with double-bottom tanks sufficient ceiling and flooring is to be lifted to enable the Surveyor
to satisfy himself as to the condition of the material in tank
tops, bulkheads, tunnels, side framing and piping.
b All double-bottom and other tanks and cofferdams are to be
thoroughly cleaned out and examined internally. In cases where
the double-bottom tanks are used primarily for oil, a forward
double-bottom tank is to be gas freed, thoroughly cleaned out
and examined internally and, if found satisfactory, the gas freeing and cleaning of the remaining double-bottom oil tanks may
be waived, provided that, upon a general external examination
of the tanks, the Surveyor finds their condition satisfactory.
Likewise the gas freeing, cleaning and internal examination of
other tanks (excluding the peak tanks) used for oil fuel may be
waived if, after a general examination, the Surveyor finds their
condition satisfactory.
c The chain cables are to be ranged and examined, together with
the chain locker and cable holdfasts. Cables are to be renewed
in cases which it is found that the links have been so far worn
that their sectional area is 25% below the requirements or their
diameter reduced below the Rule diameter by the amount given
in the following table:
Millimeters
L59 mm reduction in cables 12.7 mm
3.18 mm reduction in cables 19.0 mm
and under 19.0 mm diam.
and under 50.8 mm diem.
and under 88.9 mm diarn.
Inches
in. reduction in cables of 346 in.
/
2/16 in. reduction in cables of 12 16 in.
%6 in. reduction in cables of 1446 in.
4/16 in. reduction in cables of 112/16 in.
546 in. reduction in cables of 2
6/16 in. reduction in cables of 2%6 in.
in.
7/16 in. reduction in cables of 3
146
and under 12/16 in. diam.
and under 1%6 in. diam.
in. diam.
and under 2
and under 29/16 in. diam.
in. diam.
and under 3
d In insulated cargo spaces all limbers and hatches are to be
removed and plating examined.
e Where structural alterations to the vessel have had the effect
of so increasing the equipment numeral as to bring the vessel
SECTION
into a higher grade, the original cables may be used until they
have been reduced 25% below the area of the larger cable
required by the higher grade.
requirements for Special Periodical Survey No 2 and with those
which follow:
a Close ceiling, spar ceiling and wood lining is to be removed
in sufficient quantity to enable the Surveyor to satisfy himself
as to the condition of the structure underneath such ceiling and
lining. Casings in the holds and platform plates in the machinery
spaces are to be removed as required by the Surveyor. The vessel
is to be made sufficiently free from foreign matter inside and
out in order to expose for examination the framing and plating,
together with discharge, scupper, air and sounding pipes.
b When the vessel is thus prepared, the outer and inner surface
of the shell plating and the framing, floors, brackets, reverse
bars, keelsons, girders, tank-top plating, engine and boiler seatings, shaft tunnels, thrust and shaft stools, beams, watertight
bulkheads, rivets, stringers and decks are to be examined and
found or placed in good condition.
c The thicknesses of the shell and deck plating and such other
parts of the vessel as are liable to excessive corrosion are to
be determined; where a material reduction from the required
scantlings is found to have taken place, the structure is to be
dealt with as found necessary by the Surveyor.
d In cases where the deterioration of scantlings is widespread, a
detailed preliminary report with a sketch is to be made and
immediately forwarded by the Surveyor to the Committee for
consideration.
e Double bottoms, cofferdams and other tanks are to be thoroughly cleaned and examined internally. In the case of double
bottom tanks carrying oil, one double bottom forward, one in
vicinity of amidships, and one aft is to be gas freed, thoroughly
cleaned out and examined internally and, if found satisfactory,
the gas freeing and cleaning of the remaining fuel-oil doublebottom tanks may be waived, provided that, upon a general
external examination of the tanks, the Surveyor finds their condition satisfactory. Likewise, the gas freeing, cleaning and internal examination of other tanks (excluding the peak tanks) used
for fuel oil may be waived if, after a general examination, the
Surveyor finds their condition satisfactory.
f When spaces are insulated in connection with refrigeration, the
limbers and hatches are to be lifted and enough lining is to be
removed from all spaces to enable the Surveyor to satisfy himself
as to the general condition of the plating and framing in way
of the insulation.
SECTION
36.5.5 Special Periodical Surveys Nos. 4 and 5
These surveys are to be at least as comprehensive as Special Periodical Survey No. 2 with special attention being given to the condition
and thickness of material liable to corrosion. The thicknesses of the
shell, deck and other members which have not previously been
ascertained are to be determined, having regard to the degree of
wastage previously indicated by a review of the records of the vessel.
This survey is to be at least as comprehensive as Special Periodical
Survey No. 3 and in addition at least one double-bottom tank in
way of each cargo hold is to be thoroughly cleaned, gas freed where
oil is carried and examined internally. The actual scantlings of the
vessel are to be ascertained by the Surveyor and reported in detail
to the Committee.
36.5.7 Special Periodical Surveys Subsequent to No. 6
These surveys are to be at least as comprehensive as Special Periodical Survey No. 6. The requirements for gaugings of the scantlings
are to be specially considered after a review of the record of the
previous gaugings.
36.7 Annual Surveys—Machinery
A general inspection of engines, boilers, steering machinery, windlass
and fire-extinguishing apparatus required for Classification as outlined in Section 39 of the "Rules for Building and Classing Steel
Vessels" is to be made, if practicable, during each year of service.
36.9 Special Periodical Surveys—Machinery
36.9.1 Correlation with Hull Special Surveys
Main and auxiliary engines of all types are to undergo Special Periodical Survey at intervals similar to those for Special Surveys on
the hull, in order that both may be recorded at approximately the
same time. In cases where damage has involved extensive repairs
and examination, the survey thereon may, where approved by the
Committee, be accepted as equivalent to a Special Periodical Survey.
At each Special Periodical Survey effect is to be given to the following requirements.
a All openings to the sea, together with the cocks and valves
connected therewith, are to be examined internally and externally while the vessel is in dry dock. The fastenings to the shell
plating are to be renewed when considered necessary by the
Surveyor, at which time insulating materials in joints of shell
SECTION
368
connections between dissimilar metals are to be found or placed
in good order.
b Pumps and pumping arrangements, including valves, cocks,
pipes and strainers, are to be examined. Nonmetallic flexible
expansion pieces in the main saltwater circulating system are
to be examined internally and externally. The Surveyor is to
be satisfied with the operation of the bilge system, including
an internal examination of the emergency bilge suction valve.
Other systems are to be tested as considered necessary.
e All shafts (except the propeller shaft), thrust bearings, main, and
lineshaft bearings, and evaporators are to be opened out for
examination.
d The foundations of main and auxiliary machinery are to be
examined.
e Relief valves of unfired pressure containers intended for working
pressure above 3.5 kg /cm2 (50 psi) necessary to the vessel's
operation.
f Examination of the steering machinery is to be carried out,
including an operational test and checking of relief-valve settings, - and the machinery may be required to be opened for
further examination as considered necessary by the Surveyor.
g Reduction gears are to be opened as considered necessary by
the Surveyor in order to permit the examination of the gears,
gear teeth, spiders, pinions, shafts and bearings.
h An examination of the fire extinguishing apparatus required for
Classification as outlined in Section 39 of the "Rules for Building
and Classing Steel Vessels" is to be made in order that the
Surveyor may satisfy himself as to its efficient state.
36.9.3 Engines and Turbines
a In addition to the foregoing requirements, turbine blading and
rotors, cylinders, pistons, valves, condensers and such other parts
of main and auxiliary machinery as may be considered necessary,
are to be opened up for examination. At Special Periodical No.
I only, for vessels having more than one main propulsion ahead
turbine with emergency steam crossover arrangements, the turbine casings need not be opened provided approved vibration
indicators and rotor position indicators are fitted and that the
operating records are considered satisfactory by the Surveyor.
An operational test of the turbines may be required if considered
necessary by the Surveyor.
b Exhaust steam turbines, gears, clutches, and electric motors are
to be opened up and examined, and coned ends of internal
driving shafts are to be examined.
c Main steam piping is to be examined and where considered
necessary by the Surveyor, sections may be required to be removed for examination. Alternatively for installations operating
at temperatures not exceeding 427C (800F) hydrostatic tests to
1 % times the working pressure may be accepted. Copper pipes
SECTION
36]9
are to be annealed before the test. Where considered desirable
by the Surveyor, the thickness is to be ascertained to determine
the future working pressure.
36.9.4 Internal-combustion Engines
a In addition to the foregoing applicable requirements, cylinders,
cylinder heads, valves and valve gear, fuel pumps, scavenging
pumps, and superchargers, pistons, crossheads, connecting rods,
crankshafts, clutch, reversing gear, air compressors, intercoolers,
and such other parts of the main and auxiliary machinery as
are considered necessary are to be opened out for examination.
Parts which have been examined within twelve months need
not be again examined except in special circumstances.
b Oil tanks and air reservoirs are to be examined and, if considered
necessary, tested under the water pressure required for new
construction. If air reservoirs cannot be examined internally they
are to be hydrostatically tested.
36.9.5 Examination During Overhaul
On all occasions of overhaul or adjustment, facilities are to be provided for the Surveyor to examine the parts opened up; in the event
of defects being discovered, such other parts as may be considered
necessary are to be opened up and examined.
36.9.6 Examination at Shorter Intervals
If it be found desirable, upon inspection, that any part of the machinery should be examined at shorter intervals than specified above, it
will be necessary for Owners to comply with the Committee's requirements in this respect.
36.11 Propeller Shaft Surveys
36.11.1 Propeller Shaft Surveys
Propeller shafts fitted with continuous liners or with glands which
effectively prevent sea water from contacting the steel shaft are to
be drawn at least once every three years for single-screw vessels and
four years for vessels fitted with multiple screws. All other shafts
are to be drawn every two years or more frequently if considered
necessary by the Surveyor. In the case of single-screw vessels fitted
with tailshafts having continuous liners or with effective sealing
glands, the interval between examinations may be extended to four
years when requested by the Owners, provided that, in addition to
the propeller hub details given in Section 37 of the "Rules for Building and Classing Steel Vessels," the design includes other features
which would further reduce stress concentrations in the propeller
assembly and that, during each survey, the shaft is examined by an
effective crack-detection method from the after edge of the liner
for one-third of the length of the cone from the large end. Consid-
SECTION
eration may be given to any special circumstances which might
modify the requirements in particular cases.
36.11.2 Allowable Weardown
Where machinery is located amidships, the after bearing is to be
rebushed when it has worn down to 6.4 mm (y4 in.) clearance in the
case of shafts 229 mm (9 in.) or less in diameter, 7.95 mm (5/16 in.)
clearance where the diameter is above 229 mm (9 in.), but not more
than 305 mm (12 in.), and 9.53 mm (3/8 in.) clearance where the shaft
exceeds 305 mm (12 in.) in diameter. In cases where machinery is
located aft the maximum clearance is to be one grade less than the
foregoing.
36.13 Boiler Surveys
36.13.1 Survey Interval
a Water-tube Boilers for Propulsion
1 For vessels fitted with more than one boiler the interval between
surveys shall not exceed two years.
2 For vessels fitted with one boiler, the interval between surveys
shall not exceed two years for the first eight years; thereafter
the boiler shall be surveyed annually.
b Fire-tube Boilers for Propulsion Boilers are to be surveyed
when four years old and when six years old; thereafter boilers are
to be surveyed annually.
c Auxiliary Boilers Waste-heat or fired auxiliary boilers, normally used for the operation of the vessel at sea, are to be surveyed
at intervals not exceeding two years.
a At each survey the boilers, superheaters, and economizers are
to be examined internally (water-steam side) and externally
(fire-side).
b Boiler mountings and safety valves are to be examined at each
survey and opened as considered necessary by the Surveyor.
c The proper operation of the safety valves is to be confirmed
at each survey.
d All studs fastening mountings directly to boiler shells or heads
are to be examined at least once every eight years.
e When considered necessary by the Surveyor, the boilers and
superheaters are to be subjected to hydrostatic pressure test.
36.15 Electrical Equipment
36.15.1 Timing of Survey
The entire installation, including auxiliary and emergency equipment, is to undergo Special Periodical Survey every four years at
the same time as the Special Survey on the machinery. The following
are to be carried out at each Special Periodical Survey.
SECTION
36 11
36.15.2 Auxiliary Apparatus
a Fittings and connections on main switchboards and distribution
panels are to be examined, and care is to be taken to see that
no circuits are overfused.
b Cables are to be examined as far as practicable without undue
disturbance of fixtures.
c All generators are to be run under load, either separately or
in parallel; switches and circuit breakers are to be tested.
d All equipment and circuits are to be inspected for possible
development of physical changes or deterioration. The insulation resistance of the circuits is to be measured between conductors and between conductors and ground and these values compared with those previously measured. Any large and abrupt
decrease in insulation resistance is to be further investigated and
either restored to normal or renewed as indicated by the conditions found.
e Where electrical auxiliaries are used for vital purposes, the
generators and motors are to be examined and their prime
movers opened for inspection. The insulation resistance of each
generator and motor is to be measured with all circuits of
different voltages above ground being tested separately. This
test is to be made at a direct-current potential of 500 volts,
if practicable, and the insulation resistance in megohms is to
be at least equal to the following value.
Rated voltage of the machine
Rating in kva
+ 1000
100
The minimum insulation resistance of the fields of machines
separately excited with voltage less than the rated voltage of
the machine is to be of the order of one-half to one megohm.
36.15.3 Main Propulsion Apparatus
a The windings of generators and motors are to be thoroughly
examined and found or made dry and clean; particular attention
is to be paid to the ends of all windings of stators and rotors.
After the windings have been cleaned and found dry, they are
to be varnished, if necessary, with a standard insulating varnish
applied preferably by spraying.
b All air ducts in stator coils and the ventilating holes in rotors
and retaining rings of alternators are to be carefully examined
and found or made clear and clean.
c All cable runs are to be examined and found or placed in good
condition as to supports, etc., and the ground connections of
protective coverings or sheath found substantial and effective.
Particular attention is also to be paid to high-potential bus
insulators, which are to be free from dust or oil in order to
prevent creepage to ground.
SECTION
d The insulation resistance of each propulsion unit is to be measured and found equal to the requirements noted above for
auxiliary generators and motors. In order to further evaluate
these insulation-resistance readings, it is recommended that a
separate log be kept of insulation-resistance measurements taken
frequently at regularly scheduled intervals. Humidity, ambient
temperature and condition of the machine are also to be noted.
Any large and abrupt decrease in insulation resistance, when
compared with those recorded in the log, is to be further investigated and corrected.
e Alternately, a log of insulation resistance values is to be commenced at the beginning of the survey enabling a comparison
to be made before the survey is completed. Any large or abrupt
decrease in insulation resistance is to be further investigated and
corrected.
36.15.4 Major Repairs
On the occasion of major repairs, the coils repaired or renewed are
to be subjected to a dielectric strain test as specified under the
applicable parts of Section 35 of the "Rules for Building and Classing
Steel Vessels." In addition the circuits containing the repairs or
renewals and coils which have been disturbed during repairs are to
be subjected to dielectric strain tests for one minute by application
of a potential of 125% of the maximum operating voltage of the
circuits to which it is applied. The d-c fields of generators and motors
are to be subjected for one minute to a test potential equal to 50%
of the value specified under the applicable parts of Section 35, and
the whole apparatus operated full-load conditions.
36.17 Refrigerating Plant
36.19 Shipboard Automatic and Remote-control Systems
36.21 Vessels Intended to Carry Liquefied Gases
SECTION
36 13
Appendices
APPENDIX
A
Load Line and
Tonnage Marks
Load Line Markings for Great Lakes Vessels
Inches
The American Bureau of Shipping is authorized to assign Load Lines to vessels
navigating on the Great Lakes registered in the United States and Canada. Requests
for the assignment of Load Lines are to be made on forms which will be furnished
by one of the offices of the Bureau.
1"*---15 in.
nomm
Top of deck line
Freeboard to be
measured from
center of diamond
to top of deck line
i
26 in. forward of
center of diamond
3 in.
SW
These measurements
to be taken from
center of diamond to
top of each line
FW
MS
4',I2 in.
MS
Upper edge of
horizontal line to
pass through center
of diamond
S
•
15 in.
•
W
21 in.
11/2 in.
W
siorswor
thickness of all lines 1 in.
H 9 in.--a-1H 9
The Center of Diamond to be placed on both sides of vessel at the middle
of the length on the load line. The diamond and lines are to be permanently
marked by center punch marks or chisel, and the particulars given in the
Load Line Certificate are to be entered in the official log.
The markings shown are for the starboard side; on the port side the
markings are to be similar, and forward of diamond.
The letters A B signify
MS
!I
I/
W
SW
F W
Midsummer Load Line
Summer Load Line
Load Line in Intermediate Seasons
Winter Load Line
Salt Water
/I Fresh Water
Note The salt water marks are assigned only to vessels intending to load in salt water
of the St. Lawrence River.
APPENDIX
A 1
•
Load Line Markings for Ocean-going Vessels
Millimeters
registered in the United States and other countries. Requests for the assignment of
Load Lines are to be made on forms which will be furnished by one of the offices
of the Bureau.
Top of deck line
540 mm
forward of center
of ring
Freeboard to be
measured from
center of ring to
top of the deck line
TF
imim■mr
75 mm
F
These measurements
to be taken from
center of ring to
top of each line
rrrrmmrii
T
115 mm
S
Upper edge of horizontal
line to pass through the
center of ring
iromorni
WNA
41..1.111111111111.1
+300 mm--10/
230 mm
38 mm
1.230 mm
450 mm
Thickness of all lines 25 mm
The center of the ring is to be placed on each side of the vessel at the
middle of the length as defined in the Load Line Regulations. The ring
and lines are to be permanently marked, as by center punch, chisel cut
or bead of weld.
The letters A B
•
•
•
•
APPENDIX
Af 2
TF
F
T
S
W
WN A
signify American Bureau of Shipping
" Tropical Fresh Water Allowance
Fresh Water Allowance
Load Line in Tropical Zones
Summer Load Line
Winter Load Line
Winter North Atlantic Load Line
Load Line Markings for Ocean-going Vessels
Inches
Load Lines are to be made on forms which will be furnished by one of the offices
of the Bureau.
-0-12 in.7-01
Top of deck line
arrrrrmrmrm
21 in.
forward of center
of ring
Freeboard to be
measured from
center of ring to
top of the deck line
TF
3 in.
F
These measurements
to be taken from
center of ring to
top of each line
T
S
Upper edge of horizontal
line to pass through the
center of ring
WNA
Ammemorm
-0-12 in.-4-
9 in.-10 [41- 9
18
Thickness of all lines 1 in.
The center of the ring is to be placed on each side of the vessel at the
middle of the length as defined in the Load Line Regulations. The ring
and lines are to be permanently marked, as by center punch, chisel cut
or bead of weld.
signify American Bureau of Shipping
Tropical Fresh Water Allowance
"
Fresh Water Allowance
T
Load Line in Tropical Zones
S
Summer Load Line
11
Winter Load Line
11
WNA
Winter North Atlantic Load Line
The letters A B
11
TF
It
11
11
APPENDIX
A13
Tonnage Mark Diagram
For Vessels Operating with Dual Tonnages
Millimeters
The American Bureau of Shipping is authorized to assign a Tonnage Mark to vessels
registered in the United States and other countries. Requests for the assignment of a Tonnage
Mark are to be made in writing to any one of the offices of the Bureau.
Top of deck line
TF
grip►
p
F
Irrirmo
380 min
•
540 mm
2000 mm max.
w = Allowance for Fresh Water and Tropical Waters (V" of the Molded Draft to the Tonnage
Mark)
p = Distance from Deck Line to Tonnage Mark
The Tonnage Mark has been adopted by some governments as a means of
controlling the inclusion or omission of certain spaces in calculating the gross
tonnage of the vessel by regulating the draft, through use of the Tonnage Mark,
rather than by fitting "tonnage openings" in superstructures or 'tween deck
bulkheads or a "tonnage hatch" in the weather deck as a means of omitting the
spaces.
APPENDIX
A4
For Vessels Operating with Dual Tonnages
Inches
registered in the United States and other countries_ Requests for the assignment of
a Tonnage Mark are to be made in writing to any one of the offices of the Bureau.
Top of deck line
TF
smomilmmer
p
F
uniummo
15 in.
d
21 in. min.
6 ft-6 in. max.
Thickness of all lines I in.
w = Allowance for Fresh Water and Tropical Waters (i 8 of the Molded Draft to the Tonnage
Mark)
p = Distance from Deck Line to Tonnage Mark
The Tonnage Mark has been adopted by some governments as a means of
controlling the inclusion or omission of c( rtain spaces in calculating the
gross tonnage of the vessel by regulating the draft, through use of the
Tonnage Mark, rather than by fitting "tonnage openings" in superstructure
or 'tween deck bulkheads or a "tonnage hatch" in the weather deck as a
means of omitting the spaces.
APPENDIX AJ5
For Vessels Operating with Single Low Tonnage
Millimeters
Top of deck line
411.1111.1111.1Milin
300 mm
TF
111111111111111111111111••
k--
380 mm-0.
F
immumn•
T
S
Erimmellm
✓omorim
WNA
-1-- 540 mm
2000 mm max.
When the load line assigning authority certifies that the load line is fixed
at a place determined as though the second deck were the freeboard deck,
the tonnage mark may be placed below the deck less than the minimum
distance derived from the tonnage mark table. In that case the tonnage
mark is to be placed on the level of the uppermost part of the load line
grid. If the tonnage mark is so placed, the additional line for fresh water
and tropical waters is not to be used.
APPENDIX
A16
For Vessels Operating with Single Low Tonnage
Inches
Top of deck line
111=111111•111111111111111111
12 in.--Di
TF
moolv
F
monommi
15 in.
-a
PP.
21 in. min. 6 ft-6 in. max.
Thickness of all lines 1 in.
When the load line assigning authority certifies that the load line is fixed
at a place determined as though the second deck were the freeboard deck,
the tonnage mark may be placed below the deck less than the minimum
distance derived from the tonnage mark table. In that case the tonnage
mark is to be placed on the level of the uppermost part of the load line
grid. If the tonnage mark is so placed, the additional line for fresh water
and tropical waters is not to be used.
APPENDIX A[7
APPENDIX
B
Administration and
Technical Committees
Officers
Chairman and
President
Robert T. Young
Executive Vice
President
Charles J. L. Schaefer
Senior Vice President
Ralph C. Christensen
Vice Presidents
Robert S. Little
Kenneth D. Morland
Kurt Molter
William N. Johnston
Secretary
John R. Blackeby
Treasurer
N. Herbert Mullem
Board of Managers
John V. Banks
Captain Leo V. Berger
Richard W. Berry
Christian F. Beukema
George H. Blohm
John M. Carras
Adam E. Cornelius, Jr.
Jack R. Dant
David A. Floreen
Lawrence C. Ford
Worth B. Fowler
Andrew E. Gibson
John T. Gilbride
Basil P. Goulandris
R. S. Haddow
G. C. Halstead
Edward J. Heine
J. J. Henry
APPENDIX
B
Joseph Kahn
Adolph B. Kurz
Costas M. Lemos
George P. Livanos
Harold R. Logan
Daniel K. Ludwig
Joseph T. Lykes,r.
Charles M. Lynch
M. R. McEvoy
john J. McMullen
William T. Moore
Edmond J. Moran
Robert A. Murphy
Erling D. Naess
Andrew Neilson
Stavros S. Niarchos
Y. K. Pao
John B. Ricker, Jr.
Ward K. Savage, Jr.
Allen E. Schumacher
Spyros S. Skouras
Leland A. Smith
Thomas J. Smith
C. Y. Tung
John M. Will
Commandant,
U.S. Coast Guard
R. Adm. Owen W. Siler
Assistant Secretary of
Commerce for
Maritime Affairs
Robert J. Blackwell
The Technical Committee
Stratis G. Andreadis
Nicholas Bachko
R. Adm. Wm. Benkert
A. P. Bliek
Thomas M. Buermann
Pietro Campanella
G. T. R. Campbell
Gordon W. Colberg
Richard B. Couch
Joseph J. Cuneo
Hollinshead De Luce
Hugh C. Downer
M. G. Forrest
R. Adm. R. C. Goodling
David A. Groh
L. A. Harlander
Edwin A. Hartzman
Ludwig C. Hoffman
Hudig
Francis J. Joyce
George R. Knight, Jr.
John B. Letherbury
A. M. Lissenden
Pierre Loygue
Douglas C. MacMillan
William S. Martin
Robert H. Miller
W. F. Muir
R. Adm. Charles P.
Murphy
John F. Nace
John J. Nachtsheim
Capt. Jack A.
Obermeyer
C. R. Schaeffner
Enrique de Sendagorta
R. Adm. Halert C.
Shepheard
Andrew G. Spyrou
R. J. Taylor
A. K. L. Ugland
Manfred Volger
Charles J. Whitestone
Masao Yoshiki
Charles Zeien
Kenneth Evans
F. D. Finlayson
J. L. Goldman
Harry A. Hofmann
Yung Hoe Ko
Norman V. Laskey
Edward V. Lewis
Capt. David J. Linde
Richard L. May
john J. Nachtsheim
R. R. Raven
Carl H. Sjostrom
R. A. Stearn
W. E. G. Talbot
Robert J. Tapscott
Capt. C. R. Thompson
Kent C. Thornton
Robert P. Giblon
Cdr. Charles B. Glass
Harrison R. Glennon, Jr.
Howard M. Hardy
Maurice R. Hauschildt
R. E. Kennemer
Michael Kin
W. C. Lafferty
C. L. Long
James R. MacMorran
Hugh F. Munroe
Wiliam O. Nichols
Eugene Panagopulos
E. C. Rohde
David H. Specht
E. V. Stewart
Leonard P. tick
Committee on Naval Architecture
Alvin E. Cox
Robert T. Cunningham
Paul C. Dahan
R. V. Danielson
Amelio M. d'Arcangelo
A. Delli Paoli
Mr. Malcolm Dick
Alan N. Donkin
S. J. Dwyer
Committee on Engineering
Pierre Borqeaud
Wallace B. Brian
R. F. Brunner
Barton B. Cook, Jr.
W. W. Dedman
John M. Dempsey, Jr.
James P. Doyle
William C. Freeman
T. E. Gerber
Committee on Nuclear Applications
Delma L. Crook
John M. Dempsey, Jr.
James P. Doyle
Richard P. Godwin
A. Dudley Haff
Andrew R. Jones
Harborough I. Lill, Jr.
Douglas C. MacMillan
Donald W. Montgomery
Robert T. Pennington
Lynn C. Harivel
Edgar M. Jacobsen
Norman V. Laskey
John W. Manning
Walter C. Maximowicz
Robert H. Miller
Alex S. Morris
R. A. Stearn
Lawrence J. Sundlie
Carlton E. Tripp
William H. 'Wade
Trevor White
Great Lakes Technical Committee
Osborn R. Archer
Warren E. Bonn
Howard C. Braun, Jr.
W. A. Cleary, Jr.
G. Corbin
David A. Groh
APPENDIX
B2
Western Rivers Technical Committee
John Buursema
George L. Grunthaner
Reid S. Byers
Kent E. Hoffmeister
Craig T. Capp
George P. Hogg
Donald P. Courtsal
R. B. Nissley
William A. Creelman, Jr. John W. Oehler
Robert L. Gray
Robert J. Patrick
Ira J. Singleton, jr.
L. J. Sullivan
William H. Swiggart, III
W, T. Toutant
Allen Zang
Belgian Technical Committee
Chairman
A. P. Bliek
Vice President
Frank A. Van Diicke
J. Claes
Henri Cran
E De Laet
P. de Landsheer
Georges Lefebvre
W. J. M. Moreau
Jean Sohet
C. Van Oekel
Pierre Pluys
Brazilian Technical Committee
V. Admiral Carlos Auto de Andrade
Capt. (Ret.) Joao Carlos Soares Bandeira
Capt. (Ret.) Lauro Monteiro de Barros
R. Adm. (Ret.) Ari Biolchini
Dr. Walter Correa do Carrno
R. Adm. (Ret.) Decio Simch de Campos
Dr. Mauro Fernando Orofino Campos
R. Adm. (Ret.) Vivaldo Cheola
Dr. Ignacy Felczak
Capt. (Ret.) Paulo Teixeira de Freitas
Dr. Pedro Morand
Dr. Arsenio Carlos Nobrega
R. Adm. (Ret.) Aniceto Cruz Santos
Vice Adm. (Ret.) Jose Cruz Santos
Dr. Renato Luiz de Castro Santos
Capt. (Ret.) Raymundo Victor da Costa Ramos Sharp
Ko Tani
R. Adm. (Ret.) Ernesto Frend Vargas
R. Adm. Nelson Augusto Moraes Xavier
British Technical Committee
Chairman
William S. Martin
Vice Chairman
J. F. Denholm
Ian Blackwood
J. Craik
APPENDIX
B3
R. C. Ffooks
Sidney E. Fowler
James L. Fox
Peter J. F. Green
Reginald Ibison
A. Logan
C. B. Longbottom
J. Mackenzie
J. B. Main
George J. Mortenson
M. A. R. McKenzie
Peter N. Miller
A. W. Pearce
E. F. Pointon
A. W. Race
French Technical Committee
Honorary Chairman
Pierre Loygue
Chairman
Jean Barnaud
Vice Chairman
B. L. Bonnefoi
Vincent Albiach
Jean Alleaume
Francois Arnaud
Marcel Berre
Benjamin L. Bonnefoi
Jean Coune
Jean d'Huart
Andre Detrie
A. Galani
Andy Gilles
Jacques Leclerc
Lucien Lefol
oseph Lubrano
JGilles-E.
oger Mane
Merlin
Elmar Fritzsche
Max Haneke
Gerhard Hanke
Peter Hansen-Wester
Karl Holando
Hans-Martin
Huchzermeier
Gerrit Korte
Claus Muller
Kurt Walter Reiter
Heinrich Rohrs
Adolf Schiff
Johannes F. Stelloh
Hans Stucheli
W. Vogler
Paul Entz von Zerssen
Dietrich D. Zoepffel
A. j. Chandris
E. M
. J. Colocotronis
D. N. Cottakis
D. S. Fafalios
Basil E. Frangoulis
Alexander N. Goulandris
Basil P. Goulandris
Alkimos G. Gratsos
Costas M. Lemos
George P. Livanos
George S. Livanos
K. J. Lyras
Adm. P. Mavromatis
Stavros S. Niarchos
Peter M. Nomikos
Aristotle S. Onassis
Capt. Nicholas D.
Papalios
A. G. Pappadakis
Thomas A. Pappas
Nicholas B. Rethymnis
Basil S. Rossolimos
A. Vergottis
Michael M. Xylas
Pierre Sartral
Pierre Sartre
Martin Stehlin
Maurice Terrin
Patrice Vieljeux
German Technical Committee
Chairman
Manfred Volger
Vice Chairman
H. Koch
Werner Bartels
Dr. Ing. Hans Dinger
Carl Drewes
Paul Entz
Greek Technical Committee
Chairman
Stratis G. Andreadis
Vice Chairman
John M. Carras
Alexander S. Andreadis
Antonio Angelicousis
Anthony C. Antoniou
C. Caldis
P. G. Callimanopulos
John C. Carras
Indian Technical Committee
Chairman
Capt. J. C. Anand
Vice Chairman
V. S. Dempo
R. Adm. Krishan Dev
APPENDIX
BJ4
V. V. Nair
T. M. Goculdas
G. V. Kapadia
M. S. Ram
V. Adm. N. Krishnan
J. G. Saggi
R. Adm. E. C. Kuruvila V. M. Salgaocar
K. M. G. Menon
D. S. Sheth
S. C. Mitra
Vijaypat Singhania
P. M. Nair
M. P. Tolani
Italian Technical Committee
Chairman
Pietro Campanella
Vice Chairman
Francesco Ferraro
Luigi Atzori
Giorgio Beltrami
Filippo Cameli
Giuseppe Carnevale
Duilio Colombo
Rinaldo Corrado
Gaetano Cortesi
Emanuele Cosseto
Arturo Costa
Luigi Croce
Edgardo De Vito
Rinaldo Gastaldi
Paolo Gerolimich
Aldo Grimaldi
Alberto Guglielmotti
Ercole Lauro
Giuseppe Ravano
Vincenzo Ventafridda
Kenji Hasegawa
Akio Hirata
Haruya Horikoshi
Shigatoshi Ishihara
Moriyoshi Kadota
Hiroshi Kihara
Massanori Kurokawa
Takao Nagata
Tsuneo Nakamura
Hisashi Shinto
Isoe Takezawa
Koichi Toyama
Genzaemon Yamamoto
Katsuro Yamamoto
Shizuo Yano
Hiroshi Yoshida
P. J. van der Giessen
J. Groenendijk
H. 't Hart
Ix. J. van der Meer
J. P. van der Schee
R. W. Scheffer
C. Scherpenhuijsen
B. Schuil
L, van der Tas
K. G. Tegelberg
J. H. van der Veen
N. van der Vorm
Japanese Technical Committee
Chairman
Masao Yoshiki
Vice Chairman
Isamu Yamashita
Shozo Doi
Kiyoshi Fujino
Hideo Goda
Netherlands Technical Committee
Chairman
R. J. H. Fortuyn
Vice Chairman
D. Boterenbrood
E. M. Coppenrath
Scandinavian Technical Committee
Chairman
Jan-Erik Jansson
Vice Chairman
B. Sandlien
P. Alsen
O. Lars Granse
S. Gunnarsson
S. FlOjer
N. Jannerfeldt
G. Kaudern
V. Klernrning
B. G. Kullberg
Karl Mosvold
L. Norberg
I. K. Norden
Anders Ostergaard
P. E. Peterson
Olafur Sigurdsson
P. E. Sundman
R. Sundstrom
A. K. L. Ugland
Vincente Alvarez-Cascos
Carlos Angulo
Eduardo Aznar
Fernando de Azqueta
Carlos Barreda
Jose Luis Esteva
Ramon Ruiz Fornells
Joaquin Gonzalez Lianos
Andres Luna
Ernesto Maceira
Jose M. Marco
Angel Morales
Miguel Pardo
Spanish Technical Committee
Chairman
Enrique de Sendagorta
Vice Chairman
Alfredo Pardo
Antonio Abbad
APPENDIX B
5
Special Committee on Electrical Engineering
F. W. Haltenhoff
A. LeBrun
G. McGowan
Burr Melvin
E. C. Mericas
Richard Meyer
S. Owens
Lt. John W. Reiter
Frank A. Shean
Thomas Stitt
Robert A. Manley
Dave Phillips
G. Rothschild
J. F Saenger, Jr.
G. E. Saur
Harrison S. Sa e
Daniel J. Sny er
L. Cdr. Robert G.
Williams
F. 0. Ransom
E. . Rozic, Jr.
R. . Stout
R. D. Webb
L. Cdr. Robert G.
Williams
Donald F. MacNaught
Edward C. March
J. W. Ritter
R. Adm. Halert C.
Shepheard
Albert L. Bossier, Jr.
T. P. Campbell
J. Lamar Cochran
Harold Datio
Samuel T. Demro
Leonard A. Dommin
Special Committee on Welding
Darwin C. Christofferson
W. T. DeLong
Charles L. Dooley
Allen G. Hogaboom
G. C. Holland
Special Committee on Materials
V. W Butler
James B. Doran
Harold A. Grubb
A. S. Melilli
Special Committee on Cargo Gear
Raymond A. Engstrom
Norman 0. Hammer
M. R. Jones
Special Committee on Ship Operations
Victor J. Bahorich
Joseph Bernstein, Jr.
Petros M. Beys
W. R. Bogenrief
Richard L. Bower
James C. Clarke
George Ernmerson
R. E. Fulton
Robert E. Gross
V. Gruber
R. W Haessner
Arys H. Huizinga
Theodore J. Kaiser
E. Karikas
Norman W. Lee
J. McGuire
P. J. O'Keefe
James B. Rettig
George M. Tsangaris
Harry G. Webber
T. T. Wilkinson
C. R. Wise
Special Committee on Chemical Cargoes
Alfred L. De Vries
George W. Feldmann
R. K. Gregg
APPENDIX
B6
George P. Hogg
George P. Jacobson
T. E. O'Brien
Sam P. Stone
Cdr. M. E. Welsh
David A. Wright
Special Committee on Submersible Vehicles
William Berkowitz
Warren E. Bonn
W. Robert Bryant
LCDR Ian S.
Cruickshank
Scott C. Daubin
Capt. R. J. Dzikowski
J. H. Evans
Gosta Fahlrna.n
Nathan Friedland
John A. Gruver
Capt. S. E. Hopkins
John T. Horton
Alexander Julian
Charles G. Kosonen
Edwin A. Link
E. I. Mohl
Cdr. Robert F. Nevin
Jacques Piccard
John A. Pritzlaff
W. 0. Rainnie, Jr.
J. E. Sinclair
Capt. D. L. Soracco
Alain Thibaudeau
W. C. Walsh, Jr.
Wiliam Watson
Special Committee on Offshore Mobile Drilling Units
F. H. Ackema
Sadamicki Aizawa
Yukio Arita
Cdr. R. L. Brown
Garvin W. Cooper
Carmon R. Costello
J. C. Craft
H. E. Denzler, Jr.
T. H. Doussan
John C. Estes
Kenneth J. Farmer
Yoram Goren
G. B. Grafton
ohn R. Graham
.
J W. Greely
M. J`. Guidry
A. S. Hove
R. P. Knapp
L. C. S. Kobus
Dean A. Kypke
Richard L. LeTourneau
C. W. Levingston
S. H. Lloyd
Robert H. Macy
P. D. Manning
Warren Marshall
Charles 0. McDonald
W. L. McDonald, Jr.
Ralph G. McTaggart
W. H. Michel
G. E. Mott
F. T. Pease
Jack H. Sybert
Special Committee on Single Point Moorings
A. P. Cheng
John Flory
K. P. Havik
R. D. Karl
Donald Laing, Jr.
T. J. Laney
Price McDonald
Kenneth MacKenzie
R. May
W. W. Mitchell
M. Pitkin
Capt. Robert I. Price
E. J. Roland
E. V. Stewart
W. J. Van Heijst
Homer B. Willis
•
T. R. Wise
Michael Yachnis
Special Committee on Cargo Containers
M. H. Allen
George Chieger
Charles R. Cushing
James L. Davies
L. A. Harlander
Maurice Higgins
Ronald M. Katims
Norman Kiehle
C. W. Kirchner
Thomas J. Kunz
Edward Moore
R. A. Murphy
C. A. Narvvicz
George Schmidt
William F. Warm
Carl H. Wheeler
L. L. Willis
W. S. Richardson
F. 3. Schlobohm
Thomas W. Steele
F. A. Thoma
Norman Mark
Frank L. Pavlik
E. P. Rahe
R. G. Seitz
Merville E. Willis
Panel on Gears
E. T. Bergquist
Fred Griffin
K. Kasschau
Panel on Floating Dry Docks
. K. Berner
aul S. Crandall
Clifford E. Jones
APPENDIX
B7
APPENDIX C
Bureau Offices
The American Bureau of Shipping has offices throughout the world.
ARAB REPUBLIC OF
EGYPT
Alexandria
ARGENTINA
Beunos Aires
AUSTRALIA
Brisbane'
Cairns'
Darwin*
Fremantle'
Hobart, Tasmania'
Launceston, Tasmania'
Melbourne`
Port Adelaide'
Port Kembla'
Sydney
AUSTRIA
Leoben (Steiermark)'
Linz'
AZORES
Ponta Delgada"
Sao Paulo
Sao Sebastian, Sao Paulo'
FINLAND
Turku'
BELIZE
Belize City'
FRANCE
Bordeaux'
Brest
Denain
Dunkirk'
La Ciotat
La Seyne
Le Havre
Lorient'
Marseille
Metz
Paris
Saint Etienne'
Saint-Nazaire
BURMA
Rangoon'
CANADA
Halifax
Montreal
St. John
Seven Islands'
Toronto
Vancouver
CANARY ISLANDS
Las Palmas
Grand Canary'
CAPE VERDE ISLANDS
Saint Vincent'
BAHRAIN ISLAND
Manama
CHILE
Antofagasta'
Valparaiso
BANGLADESH
Decca
CHINA, REPUBLIC OF
Taiwan/Taipei
BELGIUM
Antwerp
COLOMBIA
Barranquilla*
Buenaventura'
Cali
Cartagena'
BERMUDA ISLANDS
Hamilton'
BRAZIL
Belem'
Fortaleza'
Porto Alegre'
Recife'
Rio de Janeiro
Salvador'
Santos, Sao Paulo
'denotes non-exclusive surveyor
APPENDIX
C
FRENCH TERRITORY OF
THE AFFARS & ISSAS
Djibouti'
GERMANY
Bremen
Essen
Hamburg
GIBRALTAR
DENMARK
Helsingor
GREAT BRITAIN
Aberdeen'
Cardiff'
Glasgow
Hull
Liverpool
London
Middlesbrough
Newcastle-on-Tyne
Plymouth'
Southampton
ECUADOR
Guayaquil'
GREECE
Piraeus
FIJI ISLANDS
Suva, Fiji'
GUINEA, REPUBLIC OF
Port Karnsar'
LIBERIA
Monrovia'
Szczecin
Sosnowiec*
HONG KONG
LIBYA
Tripoli*
PORTUGAL
Lisbon
Oporto and Leixoes'
ICELAND
Reykjavik'
MALTA
Valletta'
INDIA
Bombay
Calcutta
Cochin'
Madras
Morrnugao, Goa'
Visakhapatnam'
MARIANA ISLANDS
Guam'
HOLLAND
Groningen'
Rotterdam
MAURITIUS
Port Louis'
MEXICO
Mexico City
INDONESIA
Jakarta
MOROCCO
Casablanca'
IRAN
Tehran
MOZAMBIQUE
Beira'
Lourenco Marques'
IRELAND
Dublin'
NEW ZEALAND
Auckland
Dunedin'
Lyttelton'
ISRAEL
Haifa'
ITALY
Genoa
Naples
Palermo
Trieste
Venice
NIGERIA
Apapa'
RUMANIA
Braila'
Galatz
SAUDI ARABIA
Jeddah•
SENEGAL
Dakar'
SIERRE LEONE
WEST AFRICA
Freetown'
SINGAPORE, REPUBLIC OF
SOUTH AFRICA
Cape Town
Durban
Johannesburg'
Port Elizabeth'
SOUTH VIETNAM
Saigon'
PANAMA
Balboa
SPAIN
Barcelona
Bilbao
Cadiz
El Ferrol
Gijon
Madrid
Santander
Valencia
Vigo
PAPUA, NEW GUINEA
Port Moresby'
SRI LANKA, REPUBLIC OF
Colombo'
PARAGUAY
Asuncion'
SURINAM
Paramaribo'
PERU
Callao
KUWAIT, ARABIAN GULF
PHILIPPINE ISLANDS
Cebu'
Manila
SWEDEN
Gothenburg
Hjarnaro'
Lulea'
Orebro'
Stockholm
LEBANON
Beirut'
POLAND
Gdansk'
SWITZERLAND
Kriens Luzern'
NORWAY
Bergen'
Oslo'
Stavanger'
IVORY COAST
WEST AFRICA
Abidjan'
PAKISTAN
Karachi
JAPAN
Kobe
Kure
Nagasaki
Nagoya
Tokyo
Yokohama
KENYA, EAST AFRICA
Mombasa'
KOREA
Pusan
Seoul
APPENDIX C
2
TAHITI ISLAND
Papeete"
THAILAND
Bangkok'
TURIC.EY
Istanbul
UNITED ARAB EMIRATES
Dubai
UNITED STATES
Baltimore
Beaumont
Boston
Brownsville
Buffalo
Charleston
Chicago
Cleveland
Corpus Christi
Decatur
Duluth
APPENDIX C13
Galveston
Harrisburg
Honolulu
Houston
Jacksonville
Jeffersonville
Los Angeles
Miami
Milwaukee
Mobile
Nashville
New Orleans
Newport News
New York
Pascagoula
Philadelphia
Pittsburgh
Portland
St. Louis
San Francisco
Savannah
Seattle
Sturgeon Bay
Tampa
Toledo
URUGUAY
Montevideo'
VENEZUELA
Caracas
Puerto On
WEST INDIES ISLANDS
Christ Church, Barbados•
Curacao, N. A.
Guadeloupe, Martinique'
Kingston, Jamaica'
Port of Spain, Trinidad'
San Juan,
Puerto Rico
Santo Domingo,
Dominican Rep.'
St. Thomas,
Virgin Islands'
YUGOSLAVIA
Split
APPENDIX
D
Publications
Record of the American Bureau of Shi
ping
Annual subscription with semi-monthly
Supplements
$125.00
Rules for Building and Classing Steel Vessels
(English Language Edition) (Annual)
$15.00
Greek Language Edition (1973)
$16.00
German Language Edition (1973)
$16.00
Spanish Language Edition (1972)
$16.00
Portuguese Language Edition (1968)
$13.50
Rules for Building and Classing Aluminum
Vessels
(English Language Edition) (1975)
$10.00
Rules for Building and Classing Steel Vessels for Service on Rivers and Intracoastal
Waterways
(English Language Edition) (1971)
$10.00
Spanish Language Edition (1968)
$6.00
Rules for Building and Classing Offshore
Mobile Drilling Units (1973)
$7.50
Rules for Building and Classing Steel Vessels Under 61 Meters (200 Feet) in Length
(1973)
$10.00
Rules for Building and Classing Steel
Barges for Offshore Service (1973)
$5.00
APPENDIX
D1
Rules for Building and Classing Bulk Carriers for Service on the Great Lakes (1966)
$2.00
Rules for Building and Classing Single
Point Moorings (1975)
$7.50
Guide for the Classification of Nuclear
Ships (1962)
$1.00
Requirements for the Certification of SelfUnloading Cargo Gear on Great Lakes
Vessels (1974)
$1.50
Requirements for the Certification of the
Construction and Survey of Cargo Gear
on Merchant Vessels (1970)
$1.50
Rules for the Certification of Cargo Containers (1974)
$5,00
Guide for the Classification of Manned
Submersibles (1968)
$5.00
Guide for Shipboard Elevators (1975)
$3.00
Guide for Repair, Welding, Cladding and
Straightening of Tailshafts (1975)
$3.00
Approved Welding Electrodes, Wire-Flux
and Wire-Gas Combinations (Annual)
$6.00
Rules for the Approval of Electrodes for
Manual Arc Welding in Hull Construction
(1965)
$1.00
Rules for the Approval of Wire-Flux Combinations for Submerged Arc Welding
(1965)
$1.00
Rules for Nondestructive Inspection of
Hull Welds (1975)
$5.00
Guide for Inert Gas Installations on Vessels Carrying Oil in Bulk (1973)
$.50
Provisional Rules for the Approval of
Wire-Gas Combinations for Gas Metal Arc
Welding (1968)
$1.00
Guidance Manual for Making Bronze Propeller Repairs (1972)
$3.00
Provisional Rules for the Approval of Filler
Metals for Welding Higher Strength Steels
(1968)
$1.00
,A,PENDIX
D12
Sales and other taxes are in addition to
prices quoted. Shipping charges outside
the United States are to be paid by
the purchaser. Requests for publications
should be made to the Book Order Section,
American Bureau of Shipping, 45 Broad
Street, New York, New York 10004, or to
any of the offices of the Bureau.
Index
index
After Peak
Breaks
bulkheads, 12.5.2
framing, 8.9
testing, 12.13
strengthening, 15.9
strengthening superstructure, 17.1.4
Bridges see Superstructures
Bulk Carriers see also Ore Carriers
bending moments, 23.5.2
deck plating, 23.11
deep loading, 23.2
double-bottom structure, 23.13
framing, 23.15
general, 23.1
hull-girder strength, 23.5
shell plating, 23.7
Air Containers
surveys, 36.11
Air and Drainage Holes
deep tanks, 13.7
double bottoms. 7.15. 7.19
Alternatives 1.7
Anchors and Other Equipment
Section 28
application, 1.3
sizes required, Tables 28.1, 28.2, 28.3
Arc Welding see Welding
Automation
see Shipboard Automatic and Remote
Control Systems
Auxiliaries
foundations for, 19.9
Auxiliary Machinery Section 32
Battens
hatchway, 18.7.10
Batteries
electric, 33.3
Beams Section 10
attachments, 10.9
hatch, portable, 18.7.4
hatch-end, 10.5, 11.3
higher-strength materials, 10.11
size of, 10.3
spacing, 10.1
special, heavy, 10.7
Bending Moments
bulk carriers, 23.5.2
oil carriers, 22.17.2
ore carriers, 23.5.2
still-water, 6.9
Bottom Structure Section 7
air and drainage holes, 7.19
double bottoms, 7.3
drainage, 7.15
fore-end strengthening, 7.11
hold frame brackets, 7.7
inner-bottom plating, 7.5
manholes, and lightening holes, 7.17
side girders, 7.9
single bottoms, 7.1
structural sea chests, 7.13
testing, 7.21
Boundary Angles see Bulkheads
Breadth
definition, 2.3
INDEX{
Bulkheads
afterpeak, 12.5.2
arrangement of watertight, 12.5
construction of deep tank, 13.3
construction of watertight, 12.7
end, 17.3
floors, 7.1.5
forepeak, see Forepeak Bulkhead
girders, deep tank, 13.3.3
girders, watertight, 12.7.4
hold, 12,5.4
machinery space, 12.5.3
oil vessel, see Oil Carriers
openings in superstructure, 17.5.1
passenger vessels, 1.23
plating, deep tank, 13.3.1
plating, watertight, 12.7.1, Table 12.1,
22.23
raised quarter deck, 17.3.3
stiffeners, watertight, 12.7.2
stiffeners, 22.29.2
strength, 12.3
testing deep tank, 13.9
testing deep tank, watertight, 12.13
Watertight, Section 12
watertight doors, 12.9
watertight webs, deep tank, 13.3.3
Bulkhead Deck
definition, 2.11
Bulwarks, Rails, Ports, Ventilators,
and Portlights Section 20
bulwarks, 20.1
cargo, gangway or fueling ports, 20.5
portlights, 20.7
ventilators, 20.9
Casings
machinery, 18.17
Castings
hull, 35.17
Cathodic Protection 26.13
Ceiling and Sparring Section 21
Center Girders 7.3.2
Chain Cables
and other equipment, Section 28
locker construction, 12.5.5
locker construction, testing, 12.13
Chains, 28.1, 28.3
steering, 5.11.8, 5.11.9
Classification Conditions and Symbols
hulls, Section 1
interpretation, 1.17
machinery, Section 31
not built under Special Survey, 1.1.5
termination of, 1.21
Cleats
hatch, 18.7.8
Close ceiling 21.1
Coamings
construction, 18.5
height, 18.5.1
ventilator, 20.9.2
coatings, 26.3
Cofferdams
oil tanks, 22.5.2
Collision Bulkheads 12.5.1
Companionways 18.19.3
Compensation
for deck openings, 16.5.3
for shell openings, 15.7
Composition
for decks, 16.7
hull and equipment, Section 1
Conditions of Classification of
Machinery Section 31
Corrosion and Coatings for Corrosion
Control Section 26
coatings, 26.3
cathodic protection, 26.13
corrosion in wet places, 26.9
elevated temperatures, 26.11
Paying surfaces, 26.5, 26.7
general, 26.3
stray currents, 26.15
Corrosion Control 3.3.2, 26.9
Covers
hatchway, 18.7, 18.9
Openings, Protection of, Section 18
plating, 16.1-16.7
plating, bulk carriers, 23.11
plating, oil carriers, 22.21
plating, ore carriers, 23.11
position of, deck openings, 18.3
Decks Section 16
composition, 16.7
fork lift trucks, provision for, 16.5.9
platform, 16.5.4
superstructure, 17.1.2
superstructure, definition, 2.15
Deep Tank Bulkheads
construction, 13.3
Deep Tanks Section 13
division for stability, 13.1
drainage and air escapes, 13.7
plating, 13.3.1
testing, 13.9
tops of, 13.5
Definitions Section 2
breadth, 2.3
bulkhead deck, 2.11
depth, 2.5
draft, 2.7
freeboard deck, 2.9
length, 2.1
material factors, 2.19
material factor Q , 2.19.1
material factor , 2.19.2
proportions, 2.1 0
strength deck, 2.13
superstructure deck, 2.15
Depth of Vessels
definition, 2.5
Distribution, Electric
see Electrical Equipment
Double Bottoms 7.3
air and drainage holes, 7.19
bulk carriers, 23.13
drainage, 7.15
extent, 7.3.1
manholes and lightening holes, 7.17
open floors, 7.3.8
ore carriers, 23.13
plating, 7.5.1
side girders, 7.9
tank-end floors, 7.3.6
testing, 7.21
wells, 7.15
Draft
Deck
definition, 2.7
beams 10.1-10.9
beams, hatch-end, 11.13
compensation at openings, 16.5.3
frames, 16.1.2
Girders and Stanchions, Section 11
girders clear of tanks, 11.7
girders in tanks, 11.9
houses, 17.9
Drainage and Air Escapes
IN DEX12
deep tank tops, 13.7
double bottoms, 7.15-7.19
Drain Wells in Double Bottom 7.15
Drydocking
after launching, 3.9
at Special Survey No. 1, 36.7.1
Survey, 36.1.13
Electric Arc Welding see Welding
Electrical Equipment Section 33
batteries, 33.3
cathodic protection, 33.9
circuits, a-c, 33.5
circuits, d-c, 33.3
distribution systems, 33.3, 33.5
general, 33.1
hull return prohibited, 33.1
shore power, 33.7
End Bulkheads 17.3
Engine and Boiler Casings 18.17
Engine Foundations 19.3
Equipment Required Section 28
anchor types, 28.13
general, 28.1
hawse pipes, 28.19
ocean-going vessels, Table 28.1
ocean-going tugs, Table 28.2
size, 28.3
tests, 28.11
weight, 28.3
windlass, 28.17
Equivalent Sections 3.9
Exposed Hatchways 18.5
Extent of Midship Scantlings 3.3.1
Factors, Material 2.19
Fees
for plan approval, 1.13
survey, 1.11
Fire Extinguishing Systems 32.1
general, 39.1, 39.29
Floors 7.1.3-7.3.8
double bottom, 7.3.5-7.3.8
single bottom, 7.1
tank end, 7.3.6
Forecastle
special reinforcing, 17.11
Fore End Strengthening 7.11
Fore Peak
bulkhead (collision), 12.5.1
framing, 8.7
panting arrangements, 8.5.7
testing, 12.13
Forgings
hull, 35.15
Fork Lift Trucks 16.5.9
Foundations
boiler, 19.5
engine, 19.3
thrust and auxiliary, 19.7, 19.9
Frames Section 8
after peak, 8.9
brackets to inner bottom, 7.7
bulk carriers, 23.13.3, 23.15
double bottom, 7.3.9
fore end strengthening, 7.11
fore peak, 8.7
general, 8.1
INDEX 3
hold, 8.5
longitudinal, 7.3.12
machinery space, 8.13
open floor, 7.3.8
panting, 8.5.4
single bottom floor, 7.1.3
spacing, 8.3
'tween deck, 8.11
web, 9.3
Freeboard Deck
definition, 2.9
Freeing Ports and Gangway Ports
20.3, 20.5
Gangway Ports 20.5
Gaugings
hull, 36.7.3, 36.7.4
General Section 3
Girders
center double bottom, 7.3.2
deck, 11.5-11.11
deep tank, 13.3.3
hatch side, 11.11
side double bottom, 7.9
watertight bulkheads, 12.7.4
Governmental Authority Regulations
1.25, 31.17
Grounds
electrical, 33.1, 33.3
Guard Rails 20.1
Hatch
beams, 18.7.4
cleats, 18.7.8
covers, aluminum-alloy 18.7.3
covers, pontoon, 18.7.5
covers, wood, 18.7.2
tarpaulins, 18.7.11
Hatch-end Beams 11.13
Hatch Side Girders 11.11
Hatchway Covers 18.7, 18.9
Hatchways
exposed, 18.5-18.7
portable cover closures, 18.7
protected, 18.11
Hawse Pipes 28.19
Hawsers
Tables 28.2 and 28.3
Heel Plates
on stern frames, 15.5.4
Hold
bulkheads, 12.5.4
frame brackets, 7.7
frames, 8.5
Houses
deck, 17.9
Hull Girder Strength
bulk carriers, 23.5
decks, 16.3
Hull Girder Strength
longitudinal, 6.3
oil carriers, 22.17
ore carriers, 23.5
Internal Combustion Engines Section 32
Keels Section 4
plate, 4.1
Keelsons
center, 7.1.1
side, 7.1.2
Length
definition, 2.1
Loading Conditions
general, 1.21
manual, bulk carriers, 23.7.3
manual, oil carriers, 22.1.6
manual, ore carriers, 23.7.3
Longitudinal framing
beams, 10.3, 10.9
bottom and inner bottom, 7.3.11, 7.3.12
center girder, 7.3.3
decks, 16.3.3
deck transverses, 11.7.2
floors, 7.3.5
fore-end strengthening, 7.11
hold frame brackets, 7.7
struts, 7.3.10
Longitudinal Strength Section 6
effective strength decks, 6.7
general, 6.1
loading manual, 6.11
longitudinal hull girder strength, 6.3
still-water bending moment, 6.9
strength decks, 6.5
structures inboard of lines of openings,
6.13
Longitudinally-framed Tankers
Section 22
Machinery Components Section 32
Machinery
casings, 18.17
plans submitted, 31.5
space bulkheads, 12.5.3
Machinery Space and Tunnel
Section 19
auxiliary foundations, 19.9
boiler foundations, 19.5
engine foundations, 19.3
shaft stools, 19.9
tunnels and tunnel recesses, 19.11
Manholes and Other Openings
in center girders, 7.3.2
in double bottoms, 7.17
Margin Plate 7.5.4
Masts
openings for, 18.21
INDEXI4
Material Factors for Aluminum Alloys
2.19
Materials, Hull Section 35
bars, 35.13
castings, 35.17
chemical composition, 35.5
forgings, 35.15
general, 35.1
heat treatment, 35.7
rivets, 35.19
rods, 35.13
shapes, 35.13
sheet and plate, 35.11
standard test methods, 35.3
tensile properties, 35.9
tubular products, 35.13
Materials Requiring Test and Inspection
hull, 3.1
Novel Design Features
hull, 1.5
machinery, 31.7
Oil Carriers, Bulk, Section 22
arrangement, 22.5
beams, 22.29
bending moments, 22.17.2
bulkhead plating, 22.23
cargo pumping system, 32.1
cofferdams, 22.5.2
deck plating, 22.21
frames, 22.29
general requirements, 22.1
hull girder strength, 22.17
long tanks, 22.25
machinery spaces, 22.15
minimum scantlings, 22.19.1
scantlings beyond cargo space 22.31
special requirements for deep loading,
22.3
special requirements if carrying fuel oil,
22.1.1
stiffening-frames, beams, bulkheads,
22.29
structure at ends, 22.31
testing, 22.13
ventilation, 22.7
webs, girders, transverses, 22.27
Open Floors 7.3.8
Openings
cargo oil tank, 22.5.6
compensation for deck, 16.5.3
compensation for shell, 15.9
in superstructure bulkheads, 17.5.1
Ore Carriers, Bulk, Section 23
deck plating, 23.11
general requirements, 23.1
inner bottom longitudinals, 23.13.4
scantlings, 23.1.4
Ore Carriers, Bulk, Section 23
shell plating, 23.7
special requirements for deep loading,
23.2
transverses, 23.13.2, 23. 13.8
Panting, Webs, and Stringers 8.5.7
Pillars 11.1, 11.3
Pipe Tunnels
in double bottoms, 7.3.4
Piping Systems,
construction and installation, 34.2
fire protection, 32.1
general, 34.1
special requirements, 34.1
Plan Approval
fees, 1.15
Plans
submission of, 1.11
Plans and Data Required for Approval
hulls, 1.11
machinery, general, 31.5
welding, 30.1
Plates
and shapes, hull, 35.13
Plate Keels 4.1
Plate Stems 4.3.1
Platform Decks 16.5.4
Poop Front Bulkhead 17.3
Portlights
in side plating, 20.7
superstructure bulkheads, 17.5.4
Ports
cargo, fueling and gangway, 20.5
freeing, 20.3
pump room bulkhead, 22.5.3
Proportion of Hulls 2.17, 22.1.2
Section 18
Pump Room
arrangement, 22.5
ventilation, 22.7
Quadrants 5.11.8
Quarter Decks
bulkheads on raised, 17.3.3
Reverse Frames
double bottom, 7.3.8a
workmanship, 3.5
Rivets
hull, 35.19
Rudders Section 5
balanced, 5.5
materials, 5.1
stops, 5.7
supporting arrangements, 5.9
Rule Change
effective date, 1.31
INDEX 5
Safety of Life at Sea 1960 1.27
Scantlings 3.3
bulk carriers, 23.14
oil carriers, 22.19-22.31
ore carriers, 23.14
Scuttles
flush, 18.19.1
Sea Chests
structural, 7.13
Shaft Stools 19.9
Shaft Tunnels and Recesses 19.11
Shell Plating Section 15
amidships, 15.3
at breaks, 15.11
bulk carriers, 23.7
compensation for openings, 15.7
ends, 15.5
fore end below water, 15.5.2
oil carriers, 22.19
ore carriers, 23.7
sheer strake, 22.19.2
Shipboard Automatic and Remote
Control Systems 32.1
Side Girders
bottom structure, 7.9
Side Stringers and Web Frames
Section 9
Single Bottom Floors 7.1.3
Sluice Valves and Cocks 12.11
Slop Tanks 23.2.5
SOLAS 1960 1.27
Solid Floors 7.3.5
Sparring and Ceiling Section 21
Stanchions and Pillars 11.1-11.3
attachments, 11.3.7
under deep tanks, 11.3.5
Steering Gear 5.11
auxiliary, 5.11.5
Stems 4.3
Stern Frames 4.5, 4.7
Sternposts 4.5
Stiffeners
bulkhead deep tank, 13.3.2
bulkhead, watertight, 12.7.2
on double bottom floors, 7.3.7
Strength Bulkheads 12.3
Strength Deck
definition, 2.13
Strengthening
at breaks, 17.1.4
fore-end, 7.11
Stringer Plates
deck, 16.5.1
side, 9.5
Structural Sections 3.9
Struts on Open Floors 7.3.10
Submission of Plans 1.11
Superstructure Deck
definition, 2.15
Superstructures Section 17
decks of, 17.L2
enclosed, 17.5
end bulkheads, 17.3
forecastle, 17.11
frames of, 17.1.3
open, 17.7
openings, 17.5.1
portlights, 17.5.4
side plating, 17.1.1
strengthening of breaks, 17.1.4
Survey Fees 1.13
Surveys After Construction, Hull
Section 36
annual, 36.3
drydocking, 36.1.13
general, 36.1
Great Lakes Vessels, 36.21-36.25
intermediate, 36.5
special materials, 36.1.12
special periodical, 36.7
Surveys After Construction, Machinery
Section 36
annual, 36.9
automatic and remote controls, 32.1
boilers, 36.15
electrical equipment, 36.17
examination at shorter intervals, 36.11.6
examination during overhaul, 36.11.5
propeller shafts, 36.13
refrigeration equipment, 32.1
special periodical, 36.11
Swash Bulkheads 13.1
Symbols of Classification
hull, 1.1
machinery, 31.1, 31.3
Tank Top see Double Bottoms
Tankers see Oil Carriers
Tarpaulins 18.7.11
Termination of Classification 1.21
Testing
bulk oil carriers, 22.13
chain lockers, 12.13
deep tanks, 13.9
double bottoms, 7.21
fore peaks, 12.13
shaft tube compartments, 12.13
tunnels, 19.11.5
watertight bulkheads, 12.13
watertight, decks, 12.13
watertight, recesses, 12.13
Tiers of Beams in Peaks 8.7, 8.9
Tillers 5.11.8
Trials
machinery, 31.13
steering gears, 5.11.15
Tunnels and Tunnel Recesses 19.11
pipe, 7.3.4
through deep tanks, 19.11.4
'Tween Deck Frames 8.11
Ventilation
deep tanks, 13.7
double bottoms, 7.19
Ventilator Comings 20.9
Ventilators 20.9
Watertight
bulkheads, 12.5
doors, 12.9
Section 9
side stringers, 9.5
web frames, 9.3
Webs
in superstructures, 17.1.3, 22.27
Wedges 18.7.9
Welders
qualification, 30.15
Welding Section 30
Welding, Hull 30.1-30.17
butt welds, 30.7
fillet welds, 30.9
general, 30.1
inspection of welds, 30.5.8
lapped joints, 30.9.5
plans and specifications, 30.1.2
plug welds or slot welds, 30.9.8
preheat, 30.5.2
preparation for welding, 30.3
production welding, 30.5
repair welding, 30.5.10
spacing of welds, Table 30.1
tack welds, 30.3.4
tee joints, 30.9.2
tests,
approval of welding procedures, 30.13
qualification
tests, 30.15.2
workmanship
tests, 30.15.2
workmanship and supervision, 30.1.3
Wells
in double bottoms, 7.15
welded construction, see Welding
Windlass 28.17
Workmanship
Thrust Foundations 19.7
general, 3.5
Tests
I N D EX I 6

Aluminum Vessels

Transcription

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