ΠΛΟΙΑ ΚΑΤΩ ΤΩΝ 90 ΜΕΤΡΩΝ

P a r t 3 : H u l l C o n s t r u c t i o n a n d E q u i p m e n t
RULES FOR BUILDING AND CLASSING

STEEL VESSELS UNDER 90 METERS (295 FEET) IN
LENGTH
2012
PART 3
HULL CONSTRUCTION AND EQUIPMENT

American Bureau of Shipping
Incorporated by Act of Legislature of
the State of New York 1862
Copyright 2011
American Bureau of Shipping
ABS Plaza
16855 Northchase Drive
Houston, TX 77060 USA

ii ABS

RULES FOR BUILDING AND CLASSING STEEL VESSELS UNDER 90 METERS (295 FEET) IN LENGTH
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2012
R u l e C h a n g e N o t i c e ( 2 0 1 2 )
Rule Change Notice (2012)
The effective date of each technical change since 1993 is shown in parenthesis at the end of the
subsection/paragraph titles within the text of each Part. Unless a particular date and month are shown, the
years in parentheses refer to the following effective dates:
(2000) and after 1 January 2000 (and subsequent years) (1996) 9 May 1996
(1999) 12 May 1999 (1995) 15 May 1995
(1998) 13 May 1998 (1994) 9 May 1994
(1997) 19 May 1997 (1993) 11 May 1993

Listing by Effective Dates of Changes from the 2011 Rules

Notice No. 1 (effective on 1 July 2011), which is incorporated in the 2012 Rules, is summarized below.
EFFECTIVE DATE 1 July 2011 shown as (1 July 2011)
(based on the contract date for new construction between builder and Owner)
Part/Para. No. Title/Subject Status/Remarks
3-1-2/9.5 Fabrication To withdraw the ABS Guide for Shipbuilding and Repair Quality
Standard for Hull Structures During Construction and refer to IACS
Recommendation No. 47 Shipbuilding and Repair Quality Standard.
(Incorporates Notice No. 1)
3-4-1/1.7 Materials Containing Asbestos To align the requirements with IMO Res. MSC.282(86), adopting
SOLAS Reg II-1/3-5.2, which prohibits installation of materials
containing asbestos on all ships (both new construction and existing
vessels) after 1 January 2011. (Incorporates Notice No. 1)
3-6-1/1.1.2(b) <No Title> To align the requirements for bridge wing visibility with IACS UI
SC325. (Incorporates Notice No. 1)
3-6-1/Figure 2
(New)
<No Title> To align the requirements for bridge wing visibility with IACS UI
SC325. (Incorporates Notice No. 1)

EFFECTIVE DATE 1 January 2012 shown as (2012)
(based on the contract date for new construction between builder and Owner)
3-1-2/Table 4
(New)
Hull Components and Equipment List
for Steel Vessels Under 90 Meters
To add tabular listing of survey requirements for hull components
and equipment for vessels under 90 meters.
3-2-1/7.3 Hull Girder Moment of Inertia To clarify the requirements in line with IACS UR S4.
3-2-7/3.5 Chain Lockers To align the requirements for chain lockers with recent revisions to
IACS UR L4.
3-2-10/Figure 3 Propeller Nozzle Section View To clarify the definitions of propeller nozzle zones and dimensions.
3-2-11/Table 2
Coefficient k
To define coefficient k
for steering nozzles and azimuthal thrusters.

3-2-11/7 Rudder Stocks To align the requirements for rudder stocks with IACS UR S10.
3-2-11/15.1 Bearings To align the requirements for rudder supporting and anti-lifting
devices with IACS UR S10.
3-2-11/15.3 Rudder Carrier To align the requirements for rudder supporting and anti-lifting
3-2-11/Table 6 Allowable Bearing Surface Pressure To align the requirements for rudder supporting and anti-lifting
3-2-11/21
(New)
Steering Nozzles To add requirements for steering nozzles.
3-2-11/23
(New)
Azimuthal Thruster To add requirements for azimuthal thrusters.

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2012 iii
3-5-1/1 General To provide requirements for equipment mass and size for unconventional
vessels or vessels with unique topside arrangements or operational
profiles.
3-5-1/3.1 Basic Equation To align the definition of profile area with IACS UR A1.
3-7-1/7.3 Temporary Coating To clarify that epoxy-based shop primers may conceal defects.

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2012
PART T a b l e o f C o n t e n t s
3
Hull Construction and Equipment
CONTENTS
CHAPTER 1 General .................................................................................................... 1
Section 1 Definitions .............................................................................. 3
Section 2 General Requirements ........................................................... 6

CHAPTER 2 Hull Structures and Arrangements ..................................................... 13
Section 1 Longitudinal Strength ........................................................... 27
Section 2 Shell Plating ......................................................................... 39
Section 3 Deck Plating ......................................................................... 44
Section 4 Bottom Structure .................................................................. 48
Section 5 Side Frames, Webs and Stringers ....................................... 60
Section 6 Beams, Deck Girders, Deck Transverses and Pillars .......... 66
Section 7 Watertight Bulkheads and Doors ......................................... 76
Section 8 Deep Tanks .......................................................................... 84
Section 9 Superstructures and Deckhouses ........................................ 87
Section 10 Keels, Stems, Stern Frames, Shaft Struts, and Propeller
Nozzles ................................................................................ 95
Section 11 Rudders.............................................................................. 105
Section 12 Protection of Deck Openings ............................................. 135
Section 13 Protection of Shell Openings ............................................. 152
Section 14 Bulwarks, Rails, Freeing Ports, Portlights Windows,
Ventilators, Tank Vents and Overflows .............................. 165
Section 15 Ceiling, Sparring and Proptection of Steel ......................... 176
Section 16 Weld Design ....................................................................... 178

Appendix 1 Loading Manuals and Loading Instruments ......................... 35
Appendix 2 Guidelines for Calculating Bending Moment and Shear
Force in Rudders and Rudder Stocks ................................ 130
Appendix 3 Portable Beams and Hatch Cover Stiffeners of Variable
Cross Section ..................................................................... 150

CHAPTER 3 Subdivision and Stability ................................................................... 187
Section 1 General Requirements ....................................................... 189

Appendix 1 Intact Stability of Tankers During Liquid Transfer
Operations ......................................................................... 191
Appendix 2 Onboard Computers for Stability Calculations ................... 194

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2012 v
CHAPTER 4 Fire Safety Measures ......................................................................... 201
Section 1 Structural Fire Protection ................................................... 202

CHAPTER 5 Equipment ........................................................................................... 204
Section 1 Anchoring, Mooring and Towing Equipment ...................... 205

CHAPTER 6 Navigation ........................................................................................... 221
Section 1 Visibility .............................................................................. 222

CHAPTER 7 Testing, Trials and Surveys During Construction Hull ................ 226
Section 1 Tank, Bulkhead and Rudder Tightness Testing ................ 227
Section 2 Trials .................................................................................. 232
Section 3 Surveys .............................................................................. 233

This Page Intentionally Left Blank

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2012 1
PART C h a p t e r 1 : G e n e r a l
3
CHAPT ER 1 General
CONTENTS
SECTION 1 Definitions ............................................................................................... 3
1 Application .......................................................................................... 3
3 Length ................................................................................................. 3
3.1 Scantling Length (L) ........................................................................ 3
3.3 Freeboard Length (L
f
) ...................................................................... 3
5 Breadth (B) .......................................................................................... 3
7 Depth ................................................................................................... 4
7.1 Molded Depth (D) ............................................................................ 4
7.3 Scantling Depth (D
s
) ........................................................................ 4
9 Draft for Scantlings (d) ........................................................................ 4
11 Molded Displacement and Block Coefficient ...................................... 4
11.1 Molded Displacement () ................................................................ 4
11.3 Block Coefficient (C
b
) ....................................................................... 4
13 Decks .................................................................................................. 4
13.1 Freeboard Deck ............................................................................... 4
13.3 Bulkhead Deck ................................................................................ 4
13.5 Strength Deck .................................................................................. 5
13.7 Superstructure Deck ........................................................................ 5
13.9 Deckhouses ..................................................................................... 5
15 Deadweight and Lightship Weight ...................................................... 5
17 Gross Tonnage ................................................................................... 5
17.1 International Tonnage ..................................................................... 5
17.3 National Tonnage ............................................................................ 5
19 Units .................................................................................................... 5

FIGURE 1 ......................................................................................................... 3

SECTION 2 General Requirements ........................................................................... 6
1 Materials.............................................................................................. 6
1.1 General............................................................................................ 6
1.3 Selection of Material Grade ............................................................. 6
1.5 Note for the Users ........................................................................... 6
3 Workmanship ...................................................................................... 8
5 Design ................................................................................................. 8
5.1 Continuity ........................................................................................ 8
5.3 Openings ......................................................................................... 8
5.5 Brackets .......................................................................................... 8

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2012
7 Structural Sections ............................................................................ 10
7.1 Deep Supporting Members ............................................................ 10
7.3 Frames, Beams and Stiffeners ...................................................... 10
7.5 Hold Frames of Single Side Skin Bulk Carriers ............................. 10
9 Structural Design Details .................................................................. 10
9.1 General .......................................................................................... 10
9.3 Termination of Structural Members ................................................ 11
9.5 Fabrication ..................................................................................... 11

TABLE 1 Material Grades ......................................................................... 7
TABLE 2 Material Class of Structural Members ....................................... 7
TABLE 3 Brackets .................................................................................... 9
TABLE 4 Hull Components and Equipment List for Steel Vessels
Under 90 Meters ..................................................................... 12

FIGURE 1 Bracket ...................................................................................... 9

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2012 3
PART S e c t i o n 1 : D e f i n i t i o n s
3
CHAPT ER 1 General
SECT I ON 1 Definitions
1 Application
The following definitions apply throughout these Rules.
3 Length
3.1 Scantling Length (L)
L is the distance in meters (feet) on the summer load line from the fore side of the stem to the centerline of
the rudder stock. For use with the Rules, L is not to be less than 96% and need not be greater than 97% of
the length on the summer load line. The forward end of L is to coincide with the fore side of the stem on
the waterline on which L is measured.
3.3 Freeboard Length (L
f
)
L
f
is the distance in meters (feet) on a waterline at 85% of the least molded depth measured from the top of
the keel from the fore side of the stem to the centerline of the rudder stock or 96% of the length on that
waterline, whichever is greater. Where the stem is a fair concave curve above the waterline at 85% of the
least molded depth and where the aftmost point of the stem is above the waterline, the forward end of the
length, L
f
, is to be taken at the aftmost point of the stem above that waterline. See 3-1-1/Figure 1.

FIGURE 1
0.85D
D
L
f
FBD Deck
F.P.

5 Breadth (B)
B is the greatest molded breadth in meters (feet).

Part 3 Hull Construction and Equipment
Chapter 1 General
Section 1 Definitions 3-1-1

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2012
7 Depth
7.1 Molded Depth (D)
D is the molded depth at side in meters (feet) measured at the middle of L from the molded base line to the
top of the freeboard-deck beams. In vessels having rounded gunwales, D is to be measured to the point of
intersection of the molded lines of the deck and side shell plating. 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.
7.3 Scantling Depth (D
s
)
The depth, D
s
, for use with scantling requirements is measured to the strength deck, as defined in 3-1-1/13.5.
9 Draft for Scantlings (d)
d is the draft in meters (feet) measured at the middle of the length, L, from the molded keel or the rabbet
line at its lowest point to the estimated summer load waterline, the design load waterline or 0.66D,
whichever is greater.
11 Molded Displacement and Block Coefficient
11.1 Molded Displacement ()
is the molded displacement of the vessel in metric tons (long tons), excluding appendages, taken at the
summer load line.
11.3 Block Coefficient (C
b
)
C
b
is the block coefficient obtained from the following equation:
C
b
= /1.025LB
wl
d (SI & MKS units)
C
b
= 35/LB
wl
d (US units)
where
= molded displacement, as defined in 3-1-1/11.1
L = scantling length, as defined in 3-1-1/3.1
d = draft, as defined in 3-1-1/9
B
wl
= the greatest molded breadth at summer load line
13 Decks
13.1 Freeboard Deck
The freeboard deck is normally the uppermost continuous deck having permanent means for closing all
openings in its weather portions, and below which all openings in the vessels side are equipped with permanent
means for watertight closure. 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 of the Rules may be taken as the lowest actual deck from which the draft
can be obtained under those regulations.
13.3 Bulkhead Deck
The bulkhead deck is the highest deck to which watertight bulkheads extend and are made effective.

Chapter 1 General
Section 1 Definitions 3-1-1

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2012 5
13.5 Strength Deck
The strength deck is the deck which forms the top of the effective hull girder at any part of its length. See
Section 3-2-1.
13.7 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 the Rules, refers to the first such
deck above the freeboard deck.
13.9 Deckhouses
A deckhouse is an enclosed structure above the freeboard deck having side plating set inboard of the hulls
side-shell plating more than 4% of the breadth, B, of the vessel.
15 Deadweight and Lightship Weight
For the purpose of these Rules, the deadweight, DWT, is the difference in metric tons (long tons) between
the displacement of the vessel in water having a specific gravity of 1.025 at the summer load line and the
lightship weight. For the purpose of these Rules, lightship weight is the displacement of a vessel in metric
tons (long tons) without cargo, fuel, lubricating oil, ballast water, fresh water and feed water in tanks,
consumable stores, and passengers and crews and their effects.
17 Gross Tonnage
17.1 International Tonnage
For the purpose of application of these Rules to vessels intended for unrestricted service (see 1-1-3/1 of the
ABS Rules for Conditions of Classification (Part 1)), the referenced gross tonnage throughout the Rules is
the measure of the internal volume of spaces within the vessel as determined in accordance with the
provisions of the International Convention on Tonnage Measurement of Ships, 1969.
17.3 National Tonnage
As an alternative to 3-1-1/17.1 above, requirements applicable on the basis of National Tonnage
measurement and National Regulations will be considered for vessels whose operation is intended to be
restricted exclusively to domestic service. (See 1-1-3/7 of the ABS Rules for Conditions of Classification
(Part 1)).
19 Units
These Rules are written in three systems of units, i.e., SI units, MKS units and US customary units. Each
system is to be used independently of any other system.
Unless indicated otherwise, the format of presentation in the Rules of the three systems of units is as follows:
SI units (MKS units, US customary units).

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PART S e c t i o n 2 : G e n e r a l R e q u i r e m e n t s
3
CHAPT ER 1 General
SECT I ON 2 General Requirements
1 Materials
1.1 General
These Rules are intended for vessels of welded construction using steels complying with the requirements
in Chapter 1 of the ABS Rules for Materials and Welding (Part 2).
1.1.1 Steel
Use of steels other than Grade A and AH in Chapter 1 of the ABS Rules for Materials and Welding
(Part 2) and plate over 20 mm (0.79 in.) in important locations will be specially considered.
1.1.2 Aluminum Alloys
The use of aluminum alloys in hull structures will be considered upon submission of proposed
specification for the alloy and the method of fabrication.
1.1.3 Design Consideration
Where scantlings are reduced in connection with the use of higher-strength steel or where aluminum
alloys are used, adequate buckling strength is to be provided. Where it is intended to use material
of cold flanging quality for important longitudinal strength members, this steel is to be indicated
on the plans.
1.1.4 Guidance for Repair
Where special welding procedures are required for the special steels used in the construction,
including any low temperature steel and those materials not in Chapter 1 of the ABS Rules for
Materials and Welding (Part 2), a set of plans showing the following information for each steel
should be placed aboard the vessel:
Material Specification
Welding Procedure
Location and extent of application
These plans are in addition to those normally placed aboard which are to show all material applications.
1.3 Selection of Material Grade
For vessels 61 m (200 ft) and over in length, steel materials are not to be lower grades than those required
by 3-1-2/Table 1 for the material class given in 3-1-2/Table 2 for the particular location.
1.5 Note for the Users
The attention of users is drawn to the fact that when fatigue loading is present, the effective strength of
higher-strength steel in a welded construction may not be greater than that of ordinary-strength steel.
Precautions against corrosion fatigue may also be necessary.

Chapter 1 General
Section 2 General Requirements 3-1-2

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2012 7
TABLE 1
Material Grades (2000)
Thickness t
mm (in.)
Material Class
I II
t 15 (t 0.60) A
(1)
, AH A, AH
15 < t 20 (0.60 < t 0.79) A, AH A, AH
20 < t 25 (0.79 < t 0.98) A, AH B, AH
25 < t 30 (0.98 < t 1.18) A, AH D, DH
30 < t 35 (1.18 < t 1.38) B, AH D, DH
35 < t 40 (1.38 < t 1.57) B, AH D, DH
40 < t 51 (1.57 < t 2.00) D, DH E, EH
Note:
1 ASTM A36 steel otherwise tested and certified to the ABS satisfaction may be used in lieu of Grade A
for a thickness up to and including 12.5 mm (0.5 in.) for plate and 15 mm (0.6 in.) for sections.

TABLE 2
Material Class of Structural Members (2000)
Structural Member
Material Class
(1)

Within 0.4L Amidships Outside 0.4L Amidships
Shell
Bottom plating including keel plate II A
(4)
/AH
Bilge strake II A
(4)
/AH
Side plating I A
(4)
/AH
Sheer strake at strength deck
(2)
II A
(4)
/AH
Decks
Strength deck plating
(3)
II A
(4)
/AH
Stringer plate in strength deck
(2)
II A
(4)
/AH
Strength deck plating within line of hatches and exposed to
weather, in general
I A
(4)
/AH
Strength deck strake on tankers at longitudinal bulkhead II A
(4)
/AH
Longitudinal Bulkheads
Lowest strake in single bottom vessels I A
(4)
/AH
Uppermost strake including that of the top wing tank II A
(4)
/AH
Other Structures in General
External continuous longitudinal members and bilge keels II A
(4)
/AH
Stem frames, rudder horns, rudders, and shaft brackets I
Strength members not referred to in above categories and
above local structures
A
(4)
/AH A
(4)
/AH
Notes:
1 Special consideration will be given to vessels in restricted service.
2 A radius gunwale plate may be considered to meet the requirements for both the stringer plate and the
sheer strake, provided it extends suitable distances inboard and vertically. For formed material, see
2-4-1/3.13.
3 Plating at the corners of large hatch openings are to be specially considered.
4 ASTM A36 steel otherwise tested and certified to the ABS satisfaction may be used in lieu of Grade A
for a thickness up to and including 12.5 mm (0.5 in.) for plate and 40 mm (1.57 in.) for sections.

Chapter 1 General

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3 Workmanship
All workmanship is to be of commercial marine quality and acceptable to the Surveyor. Welding is to be in
accordance with the requirements of Chapter 4 of the Rules for Materials and Welding (Part 2) and
Section 3-2-16 of these Rules. Plates which have been subjected to excessive furnacing are to undergo a
satisfactory heat treatment before being worked into a hull.
5 Design
5.1 Continuity
Care is to be taken to provide structural continuity. Changes in scantlings are to be gradual. Strength
members are not to change direction abruptly. Where major longitudinal members end at transverse structural
members, tapering may be required forward or aft of the transverses. Stanchions and bulkheads are to be
aligned to provide support and to minimize eccentric loading. Major appendages outside the hull and
strength bulkheads in superstructures are to be aligned with major structural members within the hull.
5.3 Openings
In general, major openings such as doors, hatches, and large vent ducts are to be avoided in the sheer strake
and stringer plate within the amidships three-fifths length. Corners of openings in strength structures are to
have generous radii. Compensation may be required for openings.
5.5 Brackets
Where brackets are fitted having thicknesses as required by 3-1-2/Table 3 and faces at approximately 45
degrees with the bulkhead deck or shell and the bracket is supported by a bulkhead, deck or shell and the
bracket is supported by a bulkhead, deck or shell structural member, the length of each member, , may be
measured at a point 25% of the extent of the bracket beyond the toe of the bracket, as shown in
3-1-2/Figure 1, when a reduction of the span is so permitted in each section. The minimum overlap of the
bracket arm along the stiffener is not to be less than obtained from the following equation:
x = 1.4y + 30 mm x = 1.4y + 1.2 in.
where
x = length of overlap along stiffener, in mm (in.)
y = depth of stiffener, in mm (in.)
Where a bracket laps a member, the amount of overlap generally is to be 25.5 mm (1 in.).

Chapter 1 General

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TABLE 3
Brackets
Metric
Length of Face f, mm
Thickness, mm
Width of Flange, mm
Plain Flanged
Not exceeding 305 5.0
Over 305 to 455 6.5 5.0 38
Over 455 to 660 8.0 6.5 50
Over 660 to 915 9.5 8.0 63
Over 915 to 1370 11.0 9.5 75

Inch
Length of Face f, in.
Thickness, in.
Width of Flange, in.
Plain Flanged
Not exceeding 12
3
/
16

Over 12 to 18
1
/
4

3
/
16
1
1
/
2

Over 18 to 26
5
/
16

1
/
4
2
Over 26 to 36
3
/
8

5
/
16
2
1
/
2

Over 36 to 54
7
/
16

3
/
8
3

FIGURE 1
Bracket
f
y
e x
0.25(e + x)

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7 Structural Sections
The scantling requirements of these Rules are applicable to structural angles, channels, bars, rolled or built-
up sections.
7.1 Deep Supporting Members
The required section modulus of members, such as girders, webs, etc., supporting frames, beams 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 not exceeding
one-half the sum of spacing on each side of the member or 33% of the unsupported span , whichever is
less. For girders and webs along hatch openings, an effective breadth of plating not exceeding one-half the
spacing or 16.5% of the unsupported span, , whichever is less, is to be used. The section modulus of a
shape, bar or fabricated section not attached to plating is that of the member only.
7.3 Frames, Beams and Stiffeners
7.3.1 Section Modulus
The required section modulus is assumed to be provided by the stiffener and a maximum of one
frame space of the plating to which it is attached.
7.3.2 Web Thickness
The ratio of depth to thickness of the web portion of members is not to exceed the following:
Members with flange 50C
1
C
2

Members without flange 15C
1
C
2

C
1
= 0.95 (horizontal web within tank)
= 1.0 (all other cases)
C
2
= 1.0 (ordinary strength steel)
= 0.92 (HT32)
= 0.90 (HT36)
7.5 Hold Frames of Single Side Skin Bulk Carriers (1998)
The hold frames of dry cargo vessels with typical bulk carrier configuration (sloping upper and lower wing
tanks with a transversely framed side shell in way of the hold), in addition to the requirements of Section
3-2-5, are to comply insofar as is practical with the requirements for hold frames given in the following
sections of the Rules.
5C-4-2/11.1, Strength of Frame and Supporting Structure, of the ABS Rules for Building and Classing
Steel Vessels (Steel Vessel Rules)
3-2-16/Table 1, Welding Requirements, of these Rules
9 Structural Design Details
9.1 General
The designer is to give consideration to the following:
i) The thickness of internals in locations susceptible to rapid corrosion.
ii) The proportions of built-up members to comply with established standards for buckling strength.
iii) The design of structural details such as noted below against the harmful effects of stress concentrations
and notches:

Chapter 1 General

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Details of the ends, the intersections of members and associated brackets.
Shape and location of air, drainage or lightening holes.
Shape and reinforcement of slots or cut-outs for internals.
Elimination or closing of weld scallops in way of butts, softening of bracket toes, reducing
abrupt changes of section or structural discontinuities.
iv) Proportions and thickness of structural members to reduce fatigue response due to engine, propeller
or wave-induced cyclic stresses, particularly for higher-strength steels.
Standard construction details based on the above considerations are to be indicated on the plans or in a
booklet submitted for review and comment.
9.3 Termination of Structural Members (1998)
Unless permitted elsewhere in the Rules, structural members are to be effectively connected to the adjacent
structure in such a manner as to avoid hard spots, notches and other harmful stress concentrations.
Where load bearing members are not required to be attached at their ends, special attention is to be given to
the end taper by using a sniped end of not more than 30.
The end brackets of large primary load-bearing members are to be soft-toed. Where any end bracket has a
face bar, it is to be sniped and tapered not more than 30.
Bracket toes and sniped end members are to be kept within 25 mm (1.0 in.) of the adjacent member, unless
the bracket or member is supported by another member on the opposite side of the plating. The depth of
toe or sniped end is generally not to exceed 15 mm (0.60 in.).
Where a strength deck or shell longitudinal terminates without end attachment, it is to extend into the
adjacent transversely framed structure or stop at a local transverse member fitted at about one transverse
frame space, see 3-2-5/1.3, beyond the last floor or web that supports the longitudinal.
The end attachments of non-load bearing members may, in general, be snipe ended. The snipe end is to be
not more than 30 and is to be kept generally within 40 mm (1.57 in.) of the adjacent member unless it is
supported by a member on the opposite side of the plating. The depth of the toe is generally not to exceed
15 mm (0.6 in.).
9.5 Fabrication (1 July 2011)
Structural fabrication is to be carried out in accordance with a recognized standard to the satisfaction of the
attending Surveyor. If a recognized national standard or an appropriate shipbuilding and repair standard is
not available, the latest version of IACS Recommendation No. 47 Shipbuilding and Repair Quality Standard
may be used. These standards are for conventional ship types and hull structures and they are not
applicable to critical and highly stressed areas of the structure, which are to be reviewed and verified on an
individual basis.

Chapter 1 General

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TABLE 4
Hull Components and Equipment List for Steel Vessels Under 90 Meters (2012)
This components and equipment list has been annotated to agree with ABS Rules for Building and Classing Steel
Vessels Under 90 meters (295 feet) in Length. This list is not to be considered exhaustive: should additional
equipment not listed to be fitted on board, the same will be specially considered for compliance with the Rules. In
case of conflict between the content of this list and the applicable Rules and regulations, the latter are to be
considered applicable.
Notes:
1 Please refer to the specific Rule requirement for the applicable latest revision.
2 ABS Surveyor may require additional certification on any equipment as considered necessary on a case-by-case
basis.
Symbol Meaning
d DESIGN REVIEW (Design Review Required)
m MATERIAL TESTING (Material Testing is to be witnessed by an ABS Surveyor)
s MANUFACTURING SURVEYS (Product is to be inspected during fabrication by an ABS Surveyor)
t TYPE/PROTOTYPE (Testing conducted on an actual sample or a prototype model is required, as applicable)
obs ON BOARD SURVEYS Operational, hydrostatic non-destructive testing, or other required tests are to be
witnessed by an ABS surveyor after installation on board vessel
g MANUFACTURER'S DOCUMENTATION (Manufacturer should supply documentation to guarantee that the
material or the equipment complies with an acceptable Standard, (e.g., Standard tests reports, Ex Certification, etc.)

No. Equipment d m s t obs g Remarks
1 Hull Steels of Grade A, B, D and E, F X
2 Higher Strength Hull Steel AH/DH/EH 32, 36 & 40 X
3 Aluminum Hull Materials X
4 Hull Steel Castings and Forgings X X X
5 Stern Frame Castings X X X
6 Neck and Pintle Bush Bearing X X
7 Rudder Stock X X X
8 Rudder Pintles X X X
9 Rudder Coupling Bolts and Keys X X X
10 Upper and Lower Rudder Casting X X X
11 Rudder Carrier Casting X X X
12 Rudder Carrier Bearing X X X
13
Fixed Propeller Nozzles with Inner Diameter of
5 meters (16.4 feet) or Less
X X
14
Fixed Propeller Nozzles With Inner Diameter
Greater than 5 meters (16.4 feet)
X X X
15 Anchor Windlass X X X
16 Anchor X X X
17 Anchor Chain X X X
18
Anchor and Anchor Chain EN Less than 205
or Tow
X
19 Bollard, Fairlead and Chocks X X
20 Structural Fire Protection (If Applicable) X X X X
21 Onboard Computer for Stability (If Applicable) X X X X
22 Loading Manual X
23 Portlights and Windows X X X X X Confirm the recognized standards
24 Watertight Doors X X X

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PART C h a p t e r 2 : H u l l S t r u c t u r e s a n d A r r a n g e m e n t s
3
CHAPT ER 2 Hull Structures and Arrangements
CONTENTS
SECTION 1 Longitudinal Strength .......................................................................... 27
1 General ............................................................................................. 27
3 Longitudinal Hull Girder Strength ...................................................... 27
3.1 Minimum Section Modulus ............................................................ 27
3.3 Vessels 61 m (200 ft) in Length and Over ..................................... 28
3.5 Hull Girder Moment of Inertia ........................................................ 31
5 Decks ................................................................................................ 32
5.1 Strength Decks .............................................................................. 32
5.3 Effective Lower Decks ................................................................... 32
7 Longitudinal Strength with Higher-Strength Materials ...................... 32
7.1 General.......................................................................................... 32
7.3 Hull Girder Moment of Inertia ........................................................ 32
7.5 Hull Girder Section Modulus .......................................................... 32
9 Loading Guidance ............................................................................. 33
9.1 Loading Manual and Loading Instrument ...................................... 33
9.3 Allowable Stresses ........................................................................ 33
11 Section Modulus Calculation ............................................................ 33
11.1 Items Included in the Calculation ................................................... 33
11.3 Effective Areas Included in the Calculation ................................... 33
11.5 Section Modulus to the Deck or Bottom ........................................ 33
11.7 Section Modulus to the Top of Hatch Coamings ........................... 34
13 Continuous Longitudinal Hatch Coamings and Above-Deck
Girders .............................................................................................. 34

FIGURE 1 Sign Convention ...................................................................... 28
FIGURE 2 Distribution Factor M ............................................................... 29
FIGURE 3 Distribution Factor F
1
.............................................................. 30
FIGURE 4 Distribution Factor F
2
.............................................................. 30

SECTION 2 Shell Plating .......................................................................................... 39
1 General ............................................................................................. 39
3 Bottom Shell Plating .......................................................................... 39
3.1 Extent of Bottom Plating ................................................................ 39
3.3 Bottom Shell Plating ...................................................................... 39
3.5 Bottom Forward ............................................................................. 40
5 Side Shell Plating .............................................................................. 40
5.1 General.......................................................................................... 40
5.3 Recommendation for Vessels Subject to Impact ........................... 41

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5.5 Side Shell Plating at Ends ............................................................. 41
5.7 Forecastle and Poop Side Plating.................................................. 41
7 Bow and Stern Thruster Tunnels ...................................................... 41
9 Local Strengthening for Research Vessels ....................................... 42
11 Compensation ................................................................................... 42
13 Breaks ............................................................................................... 42
15 Bilge Keels ........................................................................................ 42
17 Higher-strength Materials .................................................................. 42
17.1 General .......................................................................................... 42
17.3 Bottom Plating of Higher-strength Material .................................... 43
17.5 Side Plating of Higher-strength Material ........................................ 43
17.7 End Plating .................................................................................... 43

SECTION 3 Deck Plating .......................................................................................... 44
1 General ............................................................................................. 44
3 Deck Plating ...................................................................................... 44
3.1 All Decks ........................................................................................ 44
3.3 Strength Decks within the Midship 0.8L ......................................... 45
3.5 All Strength Deck Plating Outside the Line of Openings and
Other Effective Deck Plating .......................................................... 45
5 Compensation ................................................................................... 45
7 Wheel Loading .................................................................................. 46
9 Higher-strength Material ................................................................... 47
9.1 Thickness ...................................................................................... 47
9.3 Wheel Loading ............................................................................... 47

FIGURE 1 Wheel Loading Curves of K .................................................... 46

SECTION 4 Bottom Structure .................................................................................. 48
1 Double Bottoms ................................................................................ 48
1.1 General .......................................................................................... 48
1.3 Center Girder ................................................................................. 48
1.5 Side Girders ................................................................................... 49
1.7 Floors ............................................................................................. 49
1.9 Frames .......................................................................................... 49
1.11 Struts ............................................................................................. 50
1.13 Inner-bottom Plating ...................................................................... 50
1.15 Sea Chests .................................................................................... 51
1.17 Access, Lightening, Air, and Drainage Holes ................................. 51
3 Single Bottoms with Floors and Keelsons ........................................ 51
3.1 General .......................................................................................... 51
3.3 Center Keelsons ............................................................................ 51
3.5 Side Keelsons ................................................................................ 52
3.7 Floors ............................................................................................. 52

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5 Single Bottoms with Longitudinal or Transverse Frames ................. 54
5.1 General.......................................................................................... 54
5.3 Bottom Girders and Transverses ................................................... 55
5.5 Center Girder ................................................................................. 56
5.7 Frames .......................................................................................... 56
7 Fore-end Strengthening .................................................................... 57
7.1 General.......................................................................................... 57
7.3 Extent of Strengthening ................................................................. 57
7.5 Longitudinal Framing ..................................................................... 57
7.7 Transverse Framing ...................................................................... 58
9.1 General.......................................................................................... 58
9.3 Inner-bottom Plating ...................................................................... 58
9.5 Bottom and Inner-bottom Longitudinals ......................................... 59
9.7 Center Girders, Side Girders and Floors ....................................... 59
11 Machinery Space .............................................................................. 59
11.1 General.......................................................................................... 59
11.3 Engine Foundations ...................................................................... 59
11.5 Thrust Foundations ....................................................................... 59
11.7 Shaft Stools and Auxiliary Foundations ......................................... 59

TABLE 1 Location of Flat of Bottom Forward ......................................... 57
TABLE 2 Spacing of Floors .................................................................... 58

FIGURE 1 Plate Floors ............................................................................. 53
FIGURE 2 Round Bottom Floors with Deadrise ....................................... 54
FIGURE 3 Transverse Bottom Frames with Longitudinal Side
Girders .................................................................................... 54
FIGURE 4 Longitudinal Frames with Transverse Webs ........................... 55

SECTION 5 Side Frames, Webs, and Stringers ..................................................... 60
1 General ............................................................................................. 60
1.1 Basic Considerations ..................................................................... 60
1.3 End Connections ........................................................................... 60
3 Longitudinal Side Frames ................................................................. 60
3.1 Section Modulus ............................................................................ 60
5 Transverse Side Frames ................................................................... 61
5.1 Section Modulus ............................................................................ 61
5.3 Tween-deck Frames ...................................................................... 63
5.5 Peak Frames ................................................................................. 63
7 Side Web Frames ............................................................................. 64
7.1 Section Modulus ............................................................................ 64
7.3 Tween-deck Web Frames ............................................................. 64
7.5 Proportions .................................................................................... 64
7.7 Tripping Brackets and Stiffeners ................................................... 64
9 Recommendation for Vessels Subject to Impact .............................. 65

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11 Side Stringers.................................................................................... 65
11.1 Section Modulus ............................................................................ 65
11.3 Proportions .................................................................................... 65
11.5 Tripping Brackets and Stiffeners .................................................... 65

FIGURE 1 Transverse Side Frame .......................................................... 62
FIGURE 2 Transverse Side Frame .......................................................... 62
FIGURE 3 Hold and Tween Deck Frames ............................................... 62

SECTION 6 Beams, Deck Girders, Deck Transverses, and Pillars ....................... 66
1 Beams ............................................................................................... 66
1.1 Spacing .......................................................................................... 66
1.3 Section Modulus ............................................................................ 66
1.5 Special Heavy Beams .................................................................... 67
1.6 Deck Fittings .................................................................................. 68
1.7 Container Loading ......................................................................... 70
3 Deck Girders and Deck Transverses ................................................ 70
3.1 General .......................................................................................... 70
3.3 Deck Girders and Transverses Clear of Tanks .............................. 70
3.5 Proportions .................................................................................... 71
3.7 Tripping Brackets and Stiffeners .................................................... 71
3.9 Deck Girders and Transverses in Tanks ........................................ 71
3.11 Hatch Side Girders ........................................................................ 71
3.13 Container Loading ......................................................................... 71
3.15 End Attachments ........................................................................... 71
3.17 Hatch-end Beams .......................................................................... 72
5 Stanchions and Pillars ...................................................................... 73
5.1 General .......................................................................................... 73
5.3 Permissible Load ........................................................................... 73
5.5 Calculated Load ............................................................................. 74
5.7 Stanchions in Double Bottoms and Under Tank Tops ................... 74
5.9 Bulkheads ...................................................................................... 74
5.11 Attachments ................................................................................... 75
7.1 General .......................................................................................... 75
7.3 Beams, Girders and Transverses of Higher-strength
Materials ........................................................................................ 75

TABLE 1 Values of f ............................................................................... 70

FIGURE 1 Application of Design Loads ................................................... 69
FIGURE 2 Hatch-end Beams ................................................................... 73

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SECTION 7 Watertight Bulkheads and Doors ........................................................ 76
1 General ............................................................................................. 76
1.1 Openings and Penetrations ........................................................... 76
3 Arrangement of Watertight Bulkheads .............................................. 76
3.1 Collision Bulkheads ....................................................................... 76
3.3 Engine Room ................................................................................. 77
3.5 Chain Lockers ............................................................................... 77
3.7 Hold Bulkheads ............................................................................. 78
5 Construction of Watertight Bulkheads .............................................. 78
5.1 Plating ........................................................................................... 78
5.3 Stiffeners ....................................................................................... 79
5.5 Girders and Webs ......................................................................... 80
5.7 Corrugated Bulkheads ................................................................... 80
7 Watertight Doors ............................................................................... 82
7.1 Vessels Requiring Subdivision and Damage Stability ................... 82
7.3 Other Vessels ................................................................................ 82
7.5 Construction .................................................................................. 82
9 Testing .............................................................................................. 83

FIGURE 1 Reference Point of Vessels with Bulbous Bow ....................... 77
FIGURE 1A .................................................................................................... 78
FIGURE 1B .................................................................................................... 78
FIGURE 2 Corrugated Bulkhead .............................................................. 81
FIGURE 3 Corrugated Bulkhead End Connections ................................. 81

SECTION 8 Deep Tanks ........................................................................................... 84
1 General Arrangement ....................................................................... 84
3 Construction ...................................................................................... 84
5 Construction of Deep-tank Bulkheads .............................................. 84
5.1 Plating ........................................................................................... 84
5.3 Stiffeners ....................................................................................... 85
5.5 Corrugated Bulkheads ................................................................... 85
5.7 Girders and Webs ......................................................................... 85
7 Tank Top Plating ............................................................................... 86
9.1 General.......................................................................................... 86
9.3 Plating ........................................................................................... 86
9.5 Stiffeners ....................................................................................... 86
11 Drainage and Air Escape .................................................................. 86
13 Testing .............................................................................................. 86

SECTION 9 Superstructures and Deckhouses ...................................................... 87
1 Superstructure Scantlings ................................................................. 87
1.1 Side and Top Plating ..................................................................... 87
1.3 Framing and Internal Bulkheads .................................................... 87
1.5 Breaks in Continuity ...................................................................... 87
1.7 Structural Support ......................................................................... 87

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3 Exposed Bulkheads of Superstructures and Deckhouses ................ 87
3.1 General .......................................................................................... 87
3.3 Stiffeners ....................................................................................... 88
3.5 Plating ............................................................................................ 89
3.7 End Attachments ........................................................................... 90
3.9 Raised-quarter-deck Bulkheads..................................................... 90
5 Enclosed Superstructures ................................................................. 90
5.1 Closing Appliances ........................................................................ 90
5.3 Sills of Access Openings ............................................................... 90
5.5 Means of Access ........................................................................... 90
7 Open Superstructures ....................................................................... 90
9 Deckhouses ...................................................................................... 91
10 Aluminum Deckhouses ..................................................................... 91
10.1 Scantling Correction ...................................................................... 91
10.3 Material Factors ............................................................................. 91
10.5 Attachments ................................................................................... 92
11 Helicopter Decks ............................................................................... 92
11.1 General .......................................................................................... 92
11.3 Structure ........................................................................................ 93
11.5 Safety Net ...................................................................................... 93
11.7 Aluminum Decks ............................................................................ 93

TABLE 1 Values of a .............................................................................. 89
TABLE 2 Values of f ............................................................................... 89
TABLE 3 Allowable Factors of Safety Based on Y for Helicopter
Decks ...................................................................................... 94

SECTION 10 Keels, Stems, Stern Frames, Shaft Struts, and Propeller
Nozzles .................................................................................................. 95
1 Keels ................................................................................................. 95
1.1 Bar Keels ....................................................................................... 95
1.3 Plate Keels .................................................................................... 95
3 Stems ................................................................................................ 95
3.1 Bar Stems ...................................................................................... 95
3.3 Cast or Forged Stems .................................................................... 96
3.5 Plate Stems ................................................................................... 96
5 Sternposts ......................................................................................... 96
5.1 Bar Sternposts ............................................................................... 96
5.3 Cast, Forged, or Fabricated Sternposts ......................................... 96
7 Stern Frames .................................................................................... 96
7.1 Below the Boss .............................................................................. 96
7.3 Above the Boss ............................................................................. 97
7.5 Secondary Members ...................................................................... 97
9 Stern Frames with Shoepieces ......................................................... 98

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11 Shoepieces ....................................................................................... 98
11.1 General.......................................................................................... 98
11.3 Design Stress ................................................................................ 98
11.5 Minimum Scantlings ...................................................................... 99
13 Rudder Horns .................................................................................... 99
15 Rudder Gudgeons ........................................................................... 100
17 Shaft Struts ..................................................................................... 100
17.1 General........................................................................................ 100
17.3 V Strut ......................................................................................... 100
17.5 I Strut ........................................................................................... 100
17.7 Strut Length ................................................................................. 101
19 Propeller Nozzles ............................................................................ 101
19.1 Application ................................................................................... 101
19.3 Design Pressure .......................................................................... 101
19.5 Nozzle Cylinder ........................................................................... 102
19.7 Nozzle Section Modulus .............................................................. 102
19.9 Welding Requirement .................................................................. 103
21 Inspection of Castings ..................................................................... 104

TABLE 1 Coefficient c ........................................................................... 101
TABLE 2 Coefficient ........................................................................... 101
TABLE 3 Coefficient c
n
......................................................................... 102
TABLE 4 Corrosion Allowance t
c
.......................................................... 102

FIGURE 1 Stern Frame ............................................................................ 98
FIGURE 2 Shoepiece ............................................................................... 99
FIGURE 3 Propeller Nozzle Section View .............................................. 103

SECTION 11 Rudders and Steering Equipment .................................................... 105
1 General ........................................................................................... 105
1.1 Application ................................................................................... 105
1.3 Rudder and Rudder Stock Materials ........................................... 105
1.5 Expected Torque ......................................................................... 105
1.7 Rudder Stops .............................................................................. 105
3 Rudder Design Force ...................................................................... 106
3.1 Rudder Blades without Cutouts ................................................... 106
3.3 Rudder Blades with Cutouts ........................................................ 106
5 Rudder Design Torque .................................................................... 109
5.1 General........................................................................................ 109
5.3 Rudder Blades without Cutouts ................................................... 109
5.5 Rudders Blades with Cutouts ...................................................... 110
5.7 Trial Conditions ........................................................................... 110
7 Rudder Stocks ................................................................................ 110
7.1 Upper Rudder Stocks .................................................................. 110
7.3 Lower Rudder Stocks .................................................................. 110
7.4 Rudder Stock Sealing .................................................................. 111
7.5 Bending Moments ....................................................................... 111

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9 Flange Couplings ............................................................................ 112
9.1 General ........................................................................................ 112
9.3 Horizontal Couplings .................................................................... 113
9.5 Vertical Couplings ........................................................................ 113
11 Tapered Stock Couplings ................................................................ 114
11.1 Coupling Taper ............................................................................ 114
11.3 Keyed Fitting ................................................................................ 115
11.5 Keyless Fitting ............................................................................. 115
11.7 Locking Nut .................................................................................. 115
13 Pintles ............................................................................................. 116
13.1 General ........................................................................................ 116
13.3 Diameter ...................................................................................... 116
13.5 Shear and Bearing Forces ........................................................... 117
15 Supporting and Anti-Lifting Arrangements ...................................... 117
15.1 Bearings ...................................................................................... 117
15.3 Rudder Carrier ............................................................................. 118
15.5 Anti-Lifting Devices ...................................................................... 118
17 Double Plate Rudder ....................................................................... 119
17.1 Strength ....................................................................................... 119
17.3 Side, Top and Bottom Plating ...................................................... 121
17.5 Diaphragm Plates ........................................................................ 121
17.7 Watertightness ............................................................................. 121
19 Single Plate Rudders ...................................................................... 121
19.1 Mainpiece Diameter ..................................................................... 121
19.3 Blade Thickness .......................................................................... 122
19.5 Arms ............................................................................................ 122
21 Steering Nozzles ............................................................................. 122
21.1 Application Scope ........................................................................ 122
21.3 Design Force ............................................................................... 123
21.5 Design Torque ............................................................................. 124
21.7 Nozzle Stock ................................................................................ 124
21.9 Design Pressure .......................................................................... 125
21.11 Plate Thickness ........................................................................... 125
21.13 Section Modulus .......................................................................... 125
21.15 Locking Device ............................................................................ 125
23 Azimuthal Thruster .......................................................................... 126
23.1 Plans and Documents .................................................................. 126
23.3 Application Scope ........................................................................ 126
23.5 Locking Device ............................................................................ 126
23.7 Design Force ............................................................................... 127
23.9 Design Torque ............................................................................. 128
23.11 Design Pressure .......................................................................... 128
23.13 Nozzle Scantlings ........................................................................ 128
23.15 Steering Tube .............................................................................. 128
23.17 Section Modulus .......................................................................... 129

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TABLE 1A Coefficient k
c
for Ordinary Rudders ....................................... 107
TABLE 1B Coefficient k
c
for High-Lift/Performance Rudders ................. 107
TABLE 2 Coefficient k
.......................................................................... 109
TABLE 3 Coefficient .......................................................................... 109
TABLE 4 Minimum Bearing Force B
min
................................................. 116
TABLE 5 Bearing Reaction Force ........................................................ 118
TABLE 6 Allowable Bearing Surface Pressure .................................... 119

FIGURE 1 Rudder Blade without Cutouts .............................................. 108
FIGURE 2 Rudder Blade with Cutouts ................................................... 108
FIGURE 3 Tapered Couplings ................................................................ 114
FIGURE 4 ..................................................................................................... 120
FIGURE 5 Nozzle Geometry .................................................................. 123
FIGURE 6 Azimuthal Thruster ................................................................ 127

SECTION 12 Protection of Deck Openings ............................................................ 135
1 General ........................................................................................... 135
3 Additional Requirements for Bulk Carriers, Ore Carriers and
Combination Carriers ...................................................................... 135
5 Positions and Design Pressures ..................................................... 135
5.1 Positions of Deck Openings ........................................................ 135
5.3 Design Pressures ........................................................................ 135
7 Hatchway Coamings, Companionway Sills and Access Sills ......... 136
7.1 Coaming and Sill Heights ............................................................ 136
7.3 Coaming Plates ........................................................................... 137
7.5 Coaming Stiffeners ...................................................................... 137
7.7 Continuous Longitudinal Hatch Coamings ................................... 137
9 Hatchways Closed by Portable Covers and Secured
Weathertight by Tarpaulins and Battening Devices ........................ 137
9.1 Pontoon Covers ........................................................................... 137
9.3 Wooden Hatch Covers ................................................................ 138
9.5 Steel Hatch Covers ..................................................................... 139
9.7 Bearing Surface ........................................................................... 139
9.9 Materials Other Than Steel .......................................................... 139
11 Hatchways Closed by Covers of Steel Fitted with Gaskets and
Clamping Devices ........................................................................... 139
11.1 Strength of Covers ...................................................................... 139
11.3 Means for Securing Weathertightness ........................................ 140
13 Hatchways Closed by Portable Covers in Lower Decks or within
Fully Enclosed Superstructures ...................................................... 141
13.1 General........................................................................................ 141
13.3 Portable Beams and Wood Covers ............................................. 142
13.5 Steel Covers ................................................................................ 142
13.7 Wheel Loading ............................................................................ 142

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14 Small Hatches on the Exposed Fore Deck ..................................... 143
14.1 Application ................................................................................... 143
14.3 Strength ....................................................................................... 143
14.5 Primary Securing Devices ........................................................... 143
14.7 Requirements for Primary Securing ............................................. 143
14.9 Secondary Devices ...................................................................... 144
15 Hatchways within Open Superstructures ........................................ 146
17 Hatchways within Deckhouses ....................................................... 146
19 Container Loading ........................................................................... 147
21 Machinery Casings ......................................................................... 147
21.1 Arrangement ................................................................................ 147
21.3 Exposed Casings on Freeboard or Raised Quarter Decks .......... 147
21.5 Exposed Casings on Superstructure Decks ................................ 148
21.7 Casings within Open Superstructures .......................................... 148
21.9 Casings within Enclosed Superstructures, Deckhouses, or
below Freeboard Decks ............................................................... 148
23 Miscellaneous Openings in Freeboard and Superstructure
Decks .............................................................................................. 148
23.1 Manholes and Scuttles ................................................................ 148
23.3 Other Openings ........................................................................... 149
23.5 Escape Openings ........................................................................ 149
23.7 Chain Pipe Opening ..................................................................... 149

TABLE 1 Coaming and Sill Heights ...................................................... 136
TABLE 2 Scantlings for Small Steel Hatch Covers on the Fore
Deck ...................................................................................... 144

FIGURE 1 Arrangement of Stiffeners ..................................................... 145
FIGURE 2 Example of Primary Securing Method .................................. 146

SECTION 13 Protection of Shell Openings ............................................................ 152
1 Cargo, Gangway, or Fueling Ports ................................................. 152
1.1 Construction ................................................................................ 152
1.3 Location ....................................................................................... 152
3 Bow Doors, Inner Doors, Side Shell Doors and Stern Doors ......... 152
3.1 General ........................................................................................ 152
3.3 Arrangement ................................................................................ 153
5 Securing, Locking and Supporting of Doors ................................... 153
5.1 Definitions .................................................................................... 153
7 Securing and Supporting Devices .................................................. 153
7.1 Bow Doors ................................................................................... 153
7.3 Side Shell and Stern Doors ......................................................... 154
9 Securing and Locking Arrangement ............................................... 154
9.1 General ........................................................................................ 154
9.3 Operation ..................................................................................... 154
9.5 Indication/Monitoring .................................................................... 154

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11 Watertightness ................................................................................ 156
11.1 Bow Doors ................................................................................... 156
11.3 Inner Doors .................................................................................. 156
11.5 Side Shell and Stern Doors ......................................................... 156
13 Bow Door Scantlings ....................................................................... 156
13.1 General........................................................................................ 156
13.3 Primary Structure ........................................................................ 156
13.5 Secondary Stiffeners ................................................................... 156
13.7 Plating ......................................................................................... 156
13.9 Securing and Supporting Devices ............................................... 156
13.11 Visor Door Lifting Arms and Supports ......................................... 157
15 Inner Door Scantlings ..................................................................... 157
15.1 General........................................................................................ 157
17 Side Shell Door and Stern Door Scantlings .................................... 157
17.1 General........................................................................................ 157
17.5 Secondary Stiffeners ................................................................... 158
17.7 Plating ......................................................................................... 158
19 Bow Door Design Loads ................................................................. 158
19.1 External Pressure ........................................................................ 158
19.3 External Forces ........................................................................... 159
19.5 Visor Door Forces, Moments and Load Cases ............................ 161
19.7 Side-Opening Door Load Cases .................................................. 162
21 Inner Door Design Loads ................................................................ 162
21.1 External Pressure ........................................................................ 162
21.3 Internal Pressure ......................................................................... 162
23 Side Shell and Stern Doors............................................................. 163
23.1 Design Forces for Primary Members ........................................... 163
23.3 Design Forces for Securing or Supporting Devices of Doors
Opening Inwards ......................................................................... 163
23.5 Design Forces for Securing or Supporting Devices of Doors
Opening Outwards ...................................................................... 163
25 Allowable Stresses .......................................................................... 164
25.1 Primary Structure and Securing and Supporting Devices ........... 164
25.3 Steel Securing and Supporting Devices Bearing Stress .............. 164
25.5 Tensile Stress on Threaded Bolts ............................................... 164
27 Operating and Maintenance Manual ............................................... 164
27.1 Manual......................................................................................... 164
27.3 Operating Procedures ................................................................. 164

FIGURE 1 Entry and Flare Angles ......................................................... 159
FIGURE 2 Definition of
m
and
m
.......................................................... 160
FIGURE 3 Visor Type Bow Door ............................................................ 161

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SECTION 14 Bulwarks, Rails, Freeing Ports, Portlights, Windows,
Ventilators, Tank Vents, and Overflows ........................................... 165
1 Bulwarks and Guard Rails .............................................................. 165
1.1 Height .......................................................................................... 165
1.3 Strength of Bulwarks .................................................................... 165
1.5 Guard Rails .................................................................................. 165
3 Access and Crew Protection ........................................................... 166
3.1 General ........................................................................................ 166
3.3 Access to Bow on Tankers .......................................................... 166
5 Freeing Ports................................................................................... 169
5.1 Basic Area ................................................................................... 169
5.3 Trunks, Deckhouses, and Hatchway Coamings .......................... 169
5.5 Superstructure Decks .................................................................. 169
5.7 Open Superstructures .................................................................. 169
5.9 Details of Freeing Ports ............................................................... 169
7 Portlights ......................................................................................... 170
7.1 Application ................................................................................... 170
7.3 Location ....................................................................................... 170
7.5 Construction ................................................................................ 170
9 Windows .......................................................................................... 170
9.1 Construction ................................................................................ 170
9.3 Testing ......................................................................................... 172
11 Ventilators, Tank Vents, and Overflows .......................................... 172
11.1 General ........................................................................................ 172
11.3 Ventilators .................................................................................... 172
11.5 Tank Vents and Overflows ........................................................... 172
11.7 Ventilators, Tank Vents and Overflows on the Fore Deck ........... 173

TABLE 1 Acceptable Arrangement for Access ..................................... 167
TABLE 2 ....................................................................................................... 171
TABLE 3 ....................................................................................................... 171
TABLE 4 760 mm (30 in.) High Tank Vents and Overflows
Thickness and Bracket Standards ........................................ 174
TABLE 5 900 mm (35.4 in.) High Ventilator Thickness and Bracket
Standards .............................................................................. 175

FIGURE 1 Guardrail Stanchion .............................................................. 166

SECTION 15 Ceiling, Sparring. and Protection of Steel ........................................ 176
1 Ceiling ............................................................................................. 176
3 Sparring ........................................................................................... 176
5 Protection of Steel Work ................................................................. 176
5.1 All Spaces .................................................................................... 176
5.3 Salt Water Ballast Space ............................................................. 176

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5.5 Oil Spaces ................................................................................... 176
5.7 Cargo Holds on Bulk Carriers (including Combination
Carriers) ...................................................................................... 177

FIGURE 1 Extent of Coatings ................................................................. 177

SECTION 16 Weld Design ........................................................................................ 178
1 Fillet Welds ..................................................................................... 178
1.1 General........................................................................................ 178
1.3 Tee Connections ......................................................................... 178
1.5 Tee Type End Connections ......................................................... 179
1.7 Tee Joints at Boundary Connections ........................................... 179
1.9 Ends of Unbracketed Stiffeners ................................................... 179
1.11 Reduced Weld Size ..................................................................... 179
1.13 Lapped Joints .............................................................................. 179
1.15 Plug Welds or Slot Welds ............................................................ 179
3 Full or Partial Penetration Corner or Tee Joints ............................. 180
5 Alternatives ..................................................................................... 180

TABLE 1 Weld Sizes and Spacing Millimeters .................................. 181
TABLE 1 Weld Sizes and Spacing Inches ........................................ 184

APPENDIX 1 Loading Manuals and Loading Instruments ...................................... 35
1 General ............................................................................................. 35
1.1 Application ..................................................................................... 35
3 Definitions ......................................................................................... 35
3.1 Loading Guidance ......................................................................... 35
3.3 Category I Vessels ........................................................................ 35
3.5 Category II Vessels ....................................................................... 36
5 Required Loading Guidance ............................................................. 36
5.1 Loading Manual ............................................................................. 36
5.3 Modifications ................................................................................. 36
7 Loading Manual ................................................................................ 36
7.1 Required Information ..................................................................... 36
7.3 Loading Conditions ........................................................................ 36
7.5 Language ...................................................................................... 36
9 Loading Instrument ........................................................................... 37
9.1 Type .............................................................................................. 37
9.3 Required Verifications ................................................................... 37
9.5 Language ...................................................................................... 37
11 Annual Surveys ................................................................................. 37

TABLE 1 Loading Conditions in the Loading Manual ............................. 38

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APPENDIX 2 Guidelines for Calculating Bending Moment and Shear Force in
Rudders and Rudder Stocks ............................................................. 130
1 Application ....................................................................................... 130
3 Spade Rudders ............................................................................... 130
3.1 Rudder ......................................................................................... 130
3.3 Lower Stock ................................................................................. 131
3.5 Moment at Top of Upper Stock Taper .......................................... 131
3.7 Bearing Reaction Forces ............................................................. 131
5 Rudders Supported by Shoepiece .................................................. 132
5.1 Shear Force, Bending Moment and Reaction Forces .................. 132
7 Rudders Supported by a Horn with One Pintle ............................... 133
7.1 Shear Force, Bending Moment and Reaction Forces .................. 133

FIGURE 1 Spade Rudder ....................................................................... 132
FIGURE 2 Rudder Supported by Shoepiece .......................................... 133
FIGURE 3 Rudder Supported by a Horn with One Pintle ....................... 134

APPENDIX 3 Portable Beams and Hatch Cover Stiffeners of Variable Cross
Section ................................................................................................ 150
1 Application ....................................................................................... 150

FIGURE 1 SM and I of Construction Elements ....................................... 151

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PART S e c t i o n 1 : L o n g i t u d i n a l S t r e n g t h
3
SECT I ON 1 Longitudinal Strength
1 General
Vessels are to have longitudinal hull girder section modulus in accordance with the requirements of this
section. The equation in this section is, in general, valid for all vessels having breadths, B, which do not
exceed two times their depths, D, as defined in Section 3-1-1. Vessels whose proportions exceed these
limits will be subject to special consideration.
3 Longitudinal Hull Girder Strength
3.1 Minimum Section Modulus
The minimum required hull girder section modulus, SM, at amidships, is to be determined in accordance
with the following equation:
SM = C
1
C
2
L
2
B (C
b
+ 0.7) m-cm
2
(ft-in
2
)
where
C
1
= 30.67 0.98L 12 L < 18 m
= 22.40 0.52L 18 L < 24 m
= 15.20 0.22L 24 L < 35 m
= 11.35 0.11L 35 L < 45 m
= 6.40 45 L < 61 m
= 0.0451L + 3.65 61 L < 90 m
C
1
= 30.67 0.299L 40 L < 59 ft
= 22.40 0.158L 59 L < 79 ft
= 15.20 0.067L 79 L < 115 ft
= 11.35 0.033L 115 L < 150 ft
= 6.40 150 L < 200 ft
= 0.0137L + 3.65 200 L < 295 ft
C
2
= 0.01 (0.01, 0.000144)
L = length of vessel, as defined in 3-1-1/3, in m (ft)
B = breadth of vessel, as defined in 3-1-1/5, in m (ft)
C
b
= block coefficient at design draft, based on the length, L, measured on the design load
waterline. C
b
is not to be taken as less than 0.60.

Chapter 2 Hull Structures and Arrangements
Section 1 Longitudinal Strength 3-2-1

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3.3 Vessels 61 m (200 ft) in Length and Over
In addition to meeting the above criteria in 3-2-1/3.1, vessels of 61 m (200 ft) in length or greater are to
comply with the following requirements.
3.3.1 Sign Convention of Bending Moment and Shear
The sign convention bending moment and shear force is as shown in 3-2-1/Figure 1.

FIGURE 1
Sign Convention
(+)
(+)
F
SW
, F
W
M
SW
, M
W
Aft Fore

3.3.2 Still-water Bending Moment and Shear Force
Still-water bending moment and shear force calculations showing hull girder shear force and bending
moment values along the entire vessel length for the anticipated loaded, transitional and ballasted
conditions are to be submitted together with the distribution of lightship weights.
3.3.3 Wave Loads
3.3.3(a) Wave Bending Moment Amidships. The wave bending moment, expressed in kN-m
(tf-m, Ltf-ft), may be obtained from the following equations:
M
ws
= k
1
C
1
L
2
B(C
b
+ 0.7) 10
3
Sagging Moment
M
wh
= +k
2
C
1
L
2
BC
b
10
3
Hogging Moment
where
k
1
= 110 (11.22, 1.026)
k
2
= 190 (19.37, 1.772)
C
1
= 0.044L + 3.75 SI/MKS units (0.0134L + 3.75 US customary units)
C
b
= block coefficient at summer load waterline, based on L, as defined in 3-1-1/3
3.3.3(b) Envelope Curve of Wave Bending Moment. The wave bending moment along the length
of the vessel L may be obtained by multiplying the midship value by the distribution factor M
given in 3-2-1/Figure 2.


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3.3.3(c) Wave Shear Force. The envelopes of maximum shearing forces induced by waves, F
w
,
as shown in 3-2-1/Figure 3 and 3-2-1/Figure 4, may be obtained from the following equations:
F
wp
= +kF
1
C
1
LB(C
b
+ 0.7) 10
2
For positive shear force
F
wn
= kF
2
C
1
LB(C
b
+ 0.7) 10
2
For negative shear force
where
F
wp
, F
wn
= maximum shearing force induced by wave, in kN (tf, Ltf)
C
1
= as defined in 3-2-1/3.3.3(a)
C
b

= block coefficient at summer load waterline, based on L, as defined in 3-1-1/3
k = 30 (3.059, 0.2797)
F
1

= distribution factor, as shown in 3-2-1/Figure 3
F
2
= distribution factor, as shown in 3-2-1/Figure 4

FIGURE 2
Distribution Factor M
0
M
Aft
end of L
Forward
end of L
0.4 0.65 1.0 0.0
1.0
Distance from the aft end of L in terms of L


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FIGURE 3
Distribution Factor F
1

0
Aft
end of L
Forward
end of L
0.92 X 190 C
b
110 (C
b
+ 0.7)
1.0
0.7
F
1
0.0 0.2 0.3 0.4 0.6 0.7 0.85 1.0

FIGURE 4
Distribution Factor F
2

0
Aft
end of L
Forward
end of L
190 C
b
110 (C
b
+ 0.7)
0.92
F
2
0.7
0.0 0.2 0.3 0.4 0.6 0.7 0.85 1.0

The required hull girder section modulus for 0.4L amidships is to be obtained from the following
equation, or 3-2-1/3.1, whichever is greater.
SM = M
t
/f
p
m-cm
2
(ft-in
2
)
where
M
t
= total bending moment to be obtained as the maximum algebraic sum (see
sign convention in 3-2-1/3.3.1) of still-water bending moment and wave-
induced bending moment, as follows.
M
t
= M
sw
+ M
w

M
sw

= still water bending moment, in accordance with 3-2-1/3.3.2


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M
w
= maximum wave-induced bending moment, in accordance with 3-2-1/3.3.3(a)
f
p
= nominal permissible bending stress
= 17.5 kN/cm
2
(1.784 tf/cm
2
, 11.33 Ltf/in
2
)
3.3.5 Shearing Strength
In calculating the nominal total shear stresses due to still-water and wave-induced loads, the
maximum algebraic sum of the shearing force in still-water, F
sw
, and that induced by wave, F
w
, at
the station examined is to be used. The thicknesses of the side shell and longitudinal bulkhead,
where fitted, are to be such that the nominal total shear stresses, as obtained from 3-2-1/3.3.5(a) or
3-2-1/3.3.5(c), are not greater than 11.0 kN/cm
2
(1.122 tf/cm
2
, 7.122 Ltf/in
2
). Where the side shell
or longitudinal bulkhead is constructed of higher strength material, the permissible shear stresses
may be increased by the factor, 1/Q.
3.3.5(a) Shearing Strength for Vessels without Effective Longitudinal Bulkheads. For vessels
without continuous longitudinal bulkheads, the nominal total shear stress, f
s
, in the side shell
plating may be obtained from the following equation:
f
s
= (F
sw
+ F
w
)m/2t
s
I kN/cm
2
(tf/cm
2
, Ltf/in
2
)
where
I = moment of inertia of the hull girder section, in cm
4
(in
4
), at the section under
consideration
m = first moment, in cm
3
(in
3
), about the neutral axis, of the area of the effective
longitudinal material between the horizontal level at which the shear stress is
being determined and the vertical extremity of effective longitudinal material,
taken at the section under consideration.
t
s
= thickness of the side shell plating, in cm (in.), at the position under
consideration.
F
sw
= hull girder shearing force in still-water, in kN (tf, Ltf)
F
w
= F
wp
or F
wn
, as specified by 3-2-1/3.3.3(c), depending upon loading
3.3.5(b) Modification of Hull Girder Shearing Force for Vessels Carrying Cargo in Alternate
Holds or with Other Non-Uniform Loading. Where cargo is carried in alternate holds, the hull
girder shearing force in still water, F
sw
, to be used for calculating shear stresses in the side shell
plating may be modified to account for the shear loads transmitted through the double bottom
structure to the traverse bulkhead.
3.3.5(c) Shearing Strength for Vessels with Two or Three Longitudinal Bulkheads. For vessels
having continuous longitudinal bulkheads, the total shear stresses in the side shell and longitudinal
bulkhead plating are to be calculated by an acceptable method. In determining the still-water shear
force, consideration is to be given to the effects of non-uniform athwartship distribution of loads.
The method described in Appendix 3-2-A1 of the Steel Vessel Rules may be used as a guide in
calculating the nominal total shear stress, f
s
, related to the shear flow in the side shell or
longitudinal bulkhead plating. Alternative methods of calculation will also be considered. One
acceptable method is shown in Appendix 5C-2-A1 of the Steel Vessel Rules.
3.5 Hull Girder Moment of Inertia
The hull-girder moment of inertia of the vessel amidships, I, is to be not less than obtained from the
following equation:
I = L(SM)/33.3 m
2
-cm
2
(ft
2
-in
2
)
where
SM = hull girder section modulus required for the vessel in 3-2-1/3.1 or 3-2-1/3.3.4


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5 Decks
5.1 Strength Decks
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.
In such a case, the deck on which the superstructures are located is to be considered the strength deck in
way of the superstructure. In general, the effective sectional area of the deck for use in calculating the section
modulus is to exclude hatchways and other large openings through the deck but may include seam overlaps.
The deck sectional areas used in the section modulus calculations are to be maintained throughout the
midship 0.4L in vessels. They 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 normal requirement at that location.
5.3 Effective Lower Decks
To be considered effective for use in calculating the hull girder section modulus, the thickness of the deck
plating is to comply with the requirements of Section 3-2-3. The sectional areas of lower decks used in
calculating the section modulus are to be obtained as described in 3-2-1/5.1. These areas are to be maintained
throughout the midship 0.4L and may be gradually reduced to one-half their midship value at 0.15L from
the ends.
7 Longitudinal Strength with Higher-Strength Materials
7.1 General
Vessels in which the effective longitudinal material of either the upper or lower flanges of the main hull
girder, or both, are constructed of materials having mechanical properties greater than those of ordinary
strength hull structural steel [see Section 2-1-2 of the ABS Rules for Materials and Welding (Part 2)], are
to have longitudinal strength generally in accordance with the preceding paragraphs of this section, but the
value of the hull girder section modulus may be modified as permitted by the following paragraphs.
Applications of higher-strength material are to be continuous over the length of the vessel to locations
where the stress levels will be suitable for the adjacent mild steel structure. Higher strength steel is to be
extended to suitable locations below the strength deck and above the bottom, so that the stress levels will
be satisfactory for the remaining ordinary strength steel structure. The strength deck and bottom structure
are to be longitudinally framed. The longitudinal framing members are to be essentially of the same
material as the plating they support and are to be continuous throughout the required extent of higher
strength steel. Calculations showing that adequate strength has been provided against buckling are to be
submitted for review and care is to be exercised against the adoption of reduced thicknesses of materials
which may be subject to damage during normal operations.
7.3 Hull Girder Moment of Inertia (2012)
The hull-girder moment of inertia is to be not less than required by 3-2-1/3.5 using the mild steel section
modulus obtained from 3-2-1/3.3.4.
7.5 Hull Girder Section Modulus
When either the top or the bottom flange of the hull girder, or both, is constructed of higher-strength
material, the section modulus, as obtained from 3-2-1/3.1 or 3-2-1/3.3.4, may be reduced by the factor Q.
SM
hts
= Q(SM)
where
Q = 0.78 for Grade H32
Q = 0.72 for Grade H36
H32, H36 are as specified in Section 2-1-3 of the ABS Rules for Materials and Welding (Part 2).
Q factor for steels having other yield point or yield strength will be specially considered.


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9 Loading Guidance (1 July 1998)
9.1 Loading Manual and Loading Instrument (2009)
All vessels that are contracted for construction on or after July 1998 are to be provided with a loading
manual. Loading instruments are not required by these Rules. However, when fitted, a loading instrument
is to be in accordance with Appendix 3-2-A1.
9.3 Allowable Stresses
9.3.1 At Sea
See 3-2-1/3.3.4 for bending stress and 3-2-1/3.3.5 for shear stress for vessels with ordinary strength
steel material. For higher strength steel, the allowable stress may be increased by a factor of 1/Q
where Q is as defined in 3-2-1/7.5.
9.3.2 In Port
The allowable in-port stress is 13.13 kN/cm
2
(1.34 tf/cm
2
, 8.5 Ltf/in
2
) for bending and 10 kN/cm
2

(1.025 tf/cm
2
, 6.5 Ltf/in
2
) for shear. For higher strength steel, the allowable stress may be
increased by a factor of 1/Q where Q is as defined in 3-2-1/7.5.
11 Section Modulus Calculation
11.1 Items Included in the Calculation
In general, the following items may be included in the calculation of the section modulus, provided they
are continuous or effectively developed within midship, 0.4L, and gradually tapered beyond the midship,
0.4L. Where the scantlings are based on the still-water bending moment envelope curves, items included in
the hull girder section modulus amidships are to be extended as necessary to meet the hull girder section
modulus required at the location being considered.
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
Continuous longitudinal hatch coamings. See 3-2-1/13.
11.3 Effective Areas Included in the Calculation
In general, the net sectional areas of longitudinal strength members are to be used in the hull girder section
modulus calculations, except that small isolated openings need not be deducted, provided the openings and
the shadow area breadths of the other openings in any one transverse section do not reduce the section
modulus by more than 3%. The breadth or depth of such openings is not to be greater than 1200 mm (47 in.)
or 25% of the breadth or depth of the member in which it is located, whichever is less, with a maximum of
75 mm (3 in.) for scallops. The length of small isolated openings not required to be deducted is generally
not to be greater than 2500 mm (100 in.) The shadow area of an opening is the area forward and aft of the
opening enclosed by the lines tangential to the corners of the opening intersecting each other to form an
included angle of 30 degrees.
11.5 Section Modulus to the Deck or Bottom
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 at side amidships or baseline, respectively.


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11.7 Section Modulus to the Top of Hatch Coamings
For continuous longitudinal hatch coamings, in accordance with 3-2-1/13, the section modulus to the top of
the coaming is to be obtained by dividing the moment of inertia by the distance from the neutral axis to the
deck at side plus the coaming height. This distance need not exceed y
t
, as given by the following equation,
provided y
t
is not less than the distance to the molded deck line at side.
y
t
= y (0.9 + 0.2x/B) m (ft)
where
y = distance, in m (ft), from the neutral axis to the top of the continuous coaming
x = distance, in m (ft), from the top of the continuous coaming to the centerline of the
vessel
B = breadth of the vessel, as defined in 3-1-1/5, in m (ft). x and y are to be measured to
the point giving the largest value of y
t

Section modulus to the top of longitudinal hatch coamings between multi-hatchways will be subject to
special consideration.
13 Continuous Longitudinal Hatch Coamings and Above-Deck Girders
Where strength deck longitudinal coamings of length greater than 0.14L are effectively supported by
longitudinal bulkheads or deep girders, the coamings are to be longitudinally stiffened, in accordance with
3-2-12/7.7. The section modulus amidships to the top of the coaming is to be as required by 3-2-1/3.1,
3-2-1/3.3, and 3-2-1/11.7, but the section modulus to the deck at side, excluding the coaming, need not be
determined in way of such coaming.
Continuous longitudinal girders on top of the strength deck are to be similarly considered. Their scantlings
are also to be in accordance with Section 3-2-6.

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PART A p p e n d i x 1 : L o a d i n g M a n u a l s a n d L o a d i n g I n s t r u m e n t s
3
APPENDI X 1 Loading Manuals and Loading Instruments
(1 July 1998)
Note: These requirements are intended to satisfy Regulation 10(1) of the International Convention on Load Lines, 1966.
1 General
1.1 Application
The requirements in Appendix 3-2-A1 apply to all classed vessels 65 m (213 ft) and above in length (L
f
)
that are contracted for construction on or after 1 July 1998.
3 Definitions
3.1 Loading Guidance
Loading guidance is a generic term covering both loading manual and loading instrument as defined below.
3.1.1 Loading Manual
A loading manual is a document with sufficient information to enable the master of the vessel to
arrange for the loading and ballasting of the vessel in such a way as to avoid the creation of any
unacceptable stresses in the vessels structure.
3.1.2 Loading Instrument
A loading instrument is an instrument by means of which it can be easily and quickly ascertained
that the still water bending moments, shear forces and, where applicable, the still water torsional
moments and lateral loads at the specified points along the length of the vessel will not exceed the
specified values in any loaded or ballast condition.
3.3 Category I Vessels
Category I vessels are any one of the following vessels.
3.3.1
Vessels with large deck openings where combined stresses due to vertical and horizontal hull
girder bending and torsional and lateral loads need to be considered.
3.3.2
Vessels designed for non-homogeneous loading where the cargo and/or ballast may be unevenly
distributed, except those belonging to 3-2-A1/3.5.3.
3.3.3
Chemical carriers and gas carriers.

Appendix 1 Loading Manuals and Loading Instruments 3-2-A1

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3.5 Category II Vessels
Category II vessels are any one of the following vessels.
3.5.1
Vessels with such arrangement as will result in small possibilities for variation in the distribution
of cargo and ballast.
3.5.2
Vessels on regular and fixed trading pattern where the loading manual gives sufficient guidance.
3.5.3
Vessels of which the design takes into account the uneven distribution of cargo or ballast.
5 Required Loading Guidance (2003)
5.1 Loading Manual
All vessels are to be provided with a loading manual reviewed and stamped by ABS, in accordance with
3-2-A1/7, with the exception that a loading manual is not required for Category II vessels where the
deadweight does not exceed 30% of the displacement at the summer load line.
5.3 Modifications
Where the modifications to the vessel or to the loading/trading pattern result in changes to the input
information, a revised or new loading manual is to be submitted and a stamped copy to be placed aboard to
replace the existing manual. The loading instrument is to be re-verified in accordance with 3-2-A1/9.3 or
newly installed and verified in such cases.
Where the changes due to modification of the vessel are such that the still water bending moments and
shear forces corresponding to the new loading conditions are within 2% of the existing allowable values,
the existing allowable values need not be modified.
7 Loading Manual
7.1 Required Information
The loading manual is to be based on the final data of the vessel and is to include at least the following
information:
i) The loading conditions based on which the design of the vessel is approved.
ii) The results of the calculations of still water bending moments, shear forces.
iii) Permissible limits of still water bending moment and shear force and, where applicable, limitations
due to torsional and lateral loads.
iv) Maximum allowable tank top loading.
v) If cargoes other than bulk cargoes are contemplated, such cargoes are to be listed together with
any specific instructions for loading.
vi) Maximum allowable load on deck and hatch covers. If the vessel is not approved to carry load on
deck or hatch covers, that fact is to be clearly stated in the loading manual.
7.3 Loading Conditions
The above information is to be based on the intended service conditions. See 3-2-A1/Table 1 for the
selection of loading conditions.
7.5 Language
The loading manual is to be prepared in, or include, a language understood by the user. English may be
considered as a language understood by the user.


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9 Loading Instrument
9.1 Type
A loading instrument is to be digital. Single point loading instrument is not acceptable.
9.3 Required Verifications
Before a loading instrument is accepted for the vessel, all relevant aspects of the instrument, including but
not limited to the following, are to be demonstrated to the Surveyor for the Surveyors personal verification:
i) That the instrument is type approved, where applicable
ii) That the instrument is based on the final data of the vessel
iii) That the number and position of read-out points are satisfactory
iv) That the relevant limits for all read-out points are satisfactory
v) That the operation of the instrument after installation onboard, in accordance with the approved
test conditions has been satisfactory
vi) That approved test conditions are available onboard
vii) That an operational manual, which does not require approval, is available onboard for the instrument
9.5 Language
The operation manual and the instrument output are to be prepared in, or include, a language understood
by the user. English may be considered to be a language understood by the user.
11 Annual Surveys
The requirements in 7-3-2/1.1.5 of the Rules for Survey After Construction (Part 7) are to be complied
with as follows: At each Annual Survey, loading manual is to be verified onboard and, where applicable,
loading instrument is to be verified in working order. The operation manual for loading instrument is also
to be verified onboard.


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TABLE 1
Loading Conditions in the Loading Manual
1. The loading manual is to include at least
1.1 full load conditions, subdivided into departure and arrival conditions,
1.2 ballast conditions, subdivided into departure and arrival conditions (see also 1.5)
1.3 critical loading conditions on which the design of the vessel is based.
1.4 in-port conditions (see also 1.5.3)
1.5 Intermediate conditions, including but not limited to
1.5.1 before and after any ballasting/deballasting during the voyage.
1.5.2 ballast exchange and its sequence, where intended,
1.5.3 during loading/unloading (for vessels in 2.1, 2.2 and, where applicable, 2.5)
2. The following conditions are to be considered for the particular type of vessel. The list does not preclude any loading
conditions that are necessary for the particular service intended:
2.1 Oil Carriers:
2.1.1 homogeneous cargo if consistent with the service of the vessel
2.1.2 cargoes of typical densities within the expected range
2.1.3 part loaded conditions
2.1.4 short voyages (e.g., half bunker)
2.1.5 tank cleaning conditions
2.1.6 docking conditions afloat
2.2 Bulk Carriers, Ore Carriers, Container Carriers, Dry Cargo Vessels, Other Specialized Carriers:
2.2.1 homogeneous cargo if consistent with the service of the vessel
2.2.2 cargoes of typical densities within the expected range
2.2.3 heavy cargo with empty holds or non-homogeneous conditions
2.2.4 short voyages (e.g., half bunker)
2.2.5 deck cargoes
2.3 Liquefied Gas Carriers:
2.3.1 homogeneous loading for all approved cargoes
2.3.2 with empty or partially filled tank(s)
2.4 Chemical Carriers:
2.4.1 conditions for oil carriers
2.4.2 all approved high density cargoes
2.5 Combination Carriers
2.5.1 conditions as specified in 2.1 and 2.2 above.

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PART S e c t i o n 2 : S h e l l P l a t i n g
3
SECT I ON 2 Shell Plating
1 General
Shell plating is to be of not less thickness than is required by the equations for thickness of side and bottom
plating as required by this section, nor less than required by Section 3-2-1 for longitudinal strength and
Section 3-2-8 for deep tank plating with h not less than the vertical distance to the freeboard deck at side.
3 Bottom Shell Plating
3.1 Extent of Bottom Plating
The term bottom plating refers to the plating from the keel to the upper turn of the bilge or upper chine.
3.3 Bottom Shell Plating
The thickness of the bottom shell plating throughout is not to be less than that obtained from the following
equations:
3.3.1
t =
254
h s
+ 2.5 mm
t =
460
h s
+ 0.10 in.
where
t = thickness of bottom shell plating, in mm (in.)
s = frame spacing, in mm (in.)
h = depth, D, in m (ft), as defined in 3-1-1/7.1, but not less than 0.1L or 1.18d,
whichever is greater
d = draft for scantlings, as defined in 3-1-1/9, or 0.066L, whichever is greater
L = length of vessel, in m (ft), as defined in 3-1-1/3
3.3.2
t =
Q
SM
SM
R
s
A
R
1
mm (in.)
where
t and s are as defined above.
R = 45 with transverse framing
= 55 with longitudinal framing

Section 2 Shell Plating 3-2-2

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SM
R

= hull girder section modulus required by 3-2-1/3, in cm
2
-m (in
2
-ft)
SM
A

= bottom hull girder section modulus, in cm
2
-m (in
2
-ft)
Q = as defined in 3-2-1/7.5
3.5 Bottom Forward
For vessels of 61 m (200 ft) in length and above, where the heavy weather ballast draft or operating draft
forward is less than 0.04L, the plating on the flat of bottom forward, forward of the location given in
3-2-4/Table 1 is to be not less than required by the following equation:
t = 0.0046s
f f
d d L / ) 3 . 1 005 . 0 (
2 2
mm
t = 0.0026s
f f
d d L / ) 3 . 1 005 . 0 (
2 2
in.
where
L = length of vessel, as defined in 3-1-1/3
d
f
= heavy weather ballast draft at the forward perpendicular, in m (ft)
5 Side Shell Plating
5.1 General (1998)
The side shell plating is not to be less in thickness than that obtained from the following equation:
t =
268
h s
+ 2.5 mm
t =
485
h s
+ 0.10 in.
where
t = thickness, in mm (in.)
s = spacing of transverse frames or longitudinals, in mm (in.)
h = depth, in m (ft), as defined in 3-1-1/7, but not less than 0.1L or 1.18d, whichever is
greater
d = draft for scantlings, as defined in 3-1-1/9, or 0.066L, whichever is greater
L = length of the vessel, as defined in 3-1-1/3
t is not to be taken less than 8.5 mm (0.33 in.) for offshore support vessels.
The side shell plating in way of hold frames of dry cargo vessels with typical bulk carrier configuration
(sloping upper and lower wing tanks with a transversely framed side shell in way of the hold) is also not to
be less than that obtained from the following equation:
t = L mm
t = 0.0218 L in.
with L as defined above.


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5.3 Recommendation for Vessels Subject to Impact
For vessels subject to impact loadings during routine operations, it is recommended that a side shell 25%
greater in thickness than that obtained from the equation in 3-2-2/5.1 be provided.
5.5 Side Shell Plating at Ends
The minimum side shell plating thickness, t, at ends is to be obtained from the following equations and is
not to extend for more than 0.1L from the ends. Between the midship 0.4L and the end 0.1L, the thickness
of the plating may be gradually tapered.
t = 0.0455L + 0.009s mm
t = 0.000545L + 0.009s in.
where
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.
5.7 Forecastle and Poop Side Plating
5.7.1 Forecastle Side Plating
The thickness, t, of the plating is to be not less than that obtained from the following equation:
t = 0.038(L + 30.8) + 0.006s mm
t = 0.00045(L + 103.3) + 0.006s in.
5.7.2 Poop Side Plating
The thickness, t, of the plating is to be not less than that obtained from the following equation:
t = 0.0296(L + 39.5) + 0.006s mm
t = 0.00035(L + 132.9) + 0.006s in.
where
s = spacing of frames, in mm (in.)
7 Bow and Stern Thruster Tunnels
The thickness of the tunnel plating is to be not less than that required by 3-2-2/5.5, nor is the thickness to
t = 0.008d + 3.3 mm
t = 0.008d + 0.13 in.
where
d = inside diameter of the tunnel, in mm (in.), but is to be taken as not less than 968 mm
(38 in.)
Where the outboard ends of the tunnel are provided with bars or grids, the bars or grids are to be effectively
secured.


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9 Local Strengthening for Research Vessels
In vessels used for research, wear plates or rollers are recommended at all places where research methods
or gear will subject the shell plating to accelerated wear. Special strengthening may be required in areas
where small boats are regularly launched, retrieved or stowed. Special strengthening may also be required
in areas where the vessel makes contact with another vessel when pursing, hauling, brailing, pumping, loading,
unloading or running together.
11 Compensation
Compensation is to be provided for openings in the shell plating where required to maintain the longitudinal
and transverse strength of the hull. All openings are to have well-rounded corners. Those in the upper side
shell are to be located a suitable distance below the deck edge. Cargo and gangway openings are to be kept
well clear of other discontinuities in the hull girder. Local provision is to be made to maintain the longitudinal
and transverse strength of the hull.
Thick plating or doublers of sufficient breadth to prevent damage from the flukes of stockless anchors are
to be fitted around the hawse pipes.
13 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 sheer strakes at the lower level are to be increased in
thickness well beyond the break in both directions. The thickness is to be increased 25% in way of breaks
of superstructures. The side plating of the superstructure is to be increased in thickness and 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 or poop are appreciably beyond the midship 0.5L, these requirements
may be modified. Gangways, large freeing ports, side shell doors, 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.
15 Bilge Keels
Bilge keels, where fitted, are to be attached to the shell by a doubler. In general, both the bilge keel and the
doubler are to be continuous. The connection of the bilge keel to the doubler, and the doubler to the shell,
are to be by double continuous fillet welds.
Butt welds in the bilge keel and doubler are to be full penetration and are to be kept clear of master erection
butts. In general, shell butts are to be flush in way of the doubler. Doubler butts are to be flush in way of
the bilge keel. In general, scallops and cutouts are not to be used. Where desired, a crack-arresting hole at
least 25 mm (1 in.) in diameter may be drilled in the bilge keel butt weld as close as practicable to the doubler.
The ends of the bilge keel are to be suitably tapered and are to terminate on an internal stiffening member.
The material tensile properties of bilge keels and doublers are to be as required for bottom shell plating.
17 Higher-strength Materials
17.1 General
In general, applications of higher-strength materials are to take into consideration the suitable extension of
the higher-strength material above and below the bottom and deck, respectively, as required by 3-2-1/7.1.
Care is to be taken against the adoption of reduced thickness of material that might be subject to damage
during normal operation. The thickness of bottom and side-shell plating, where constructed of higher-
strength materials, are to be not less than required for purposes of longitudinal hull girder strength; nor are
they to be less than required by the foregoing paragraphs of this section when modified as indicated by the
following paragraphs.


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17.3 Bottom Plating of Higher-strength Material
Bottom shell plating, where constructed of higher-strength material and where longitudinally framed, is to
be not less in thickness than that obtained from the following equation:
t
hts
= (t
ms
C) Q + C
where
t
hts
= thickness of higher-strength material, in mm (in.)
t
ms
= thickness, in mm (in.), of ordinary-strength steel, as required by preceding paragraphs
of this section, or from the requirements of other sections of the Rules, appropriate to
the vessel type.
C = 4.3 mm (0.17 in.)
17.5 Side Plating of Higher-strength Material
Side-shell plating, where constructed of higher-strength material, is to be not less in thickness than that
obtained from the following equation:
t
hts
= [t
ms
C][(Q + 2 Q )/3] + C
where t
hts
, t
ms
, C and Q are as defined in 3-2-2/17.3 for bottom plating.
17.7 End Plating
End-plating thickness, including plating on the flat of bottom forward, where constructed of higher-strength
materials, will be subject to special consideration.

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PART S e c t i o n 3 : D e c k P l a t i n g
3
SECT I ON 3 Deck Plating
1 General
The thickness of the deck plating is not to be less than that required to obtain the hull-girder section
modulus given in Section 3-2-1, nor less than required by this section.
3 Deck Plating
The thickness of plating on each deck is to be not less than the greater of those obtained from the following
equations. The required thickness is not to be less than 5.0 mm (0.20 in.), except for platform decks in
enclosed passenger spaces where the thickness is not to be less than 4.5 mm (0.18 in.). Thickness of strength
deck inside line of openings may be reduced by 1.0 mm (0.04 in.) from t obtained by 3-2-3/3.3 below.
3.1 All Decks
t =
254
h s
+ 2.5 mm
t =
460
h s
+ 0.10 in.
where
s = beam or longitudinal spacing, in mm (in.)
h = height, in m (ft), as follows:
= for a deck or portion of deck forming a tank top, the greater of the following
distances:
two-thirds of the distance from the tank top to the top of the overflow, or
two-thirds of the distance from the tank top to the bulkhead deck or freeboard deck.
= for a lower deck on which cargo or stores are carried, the tween-deck height at side;
where the cargo weights are greater than normal [7010 N/m
3
(715 kgf/m
3
, 45 lbf/ft
3
)],
h is to be suitably adjusted.
= for an exposed deck on which cargo is carried, 3.66 m (12 ft). Where it is intended to
carry deck cargoes in excess of 25850 N/m
2
(2636 kgf/m
2
, 540 lbf/ft
2
), this head is to
be increased in proportion to the added loads which will be imposed on the structure
Elsewhere, the value of h is to be not less than that obtained from the appropriate equation below, where L
is the length of vessel in m (ft), as defined in 3-1-1/3.

Section 3 Deck Plating 3-2-3

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3.1.1 Exposed Freeboard Deck Having No Deck Below
h = 0.028L + 1.08 m
h = 0.028L + 3.57 ft
3.1.2 Exposed Freeboard Deck Having a Deck Below, Forecastle Deck, Superstructure Deck
Forward of Amidships 0.5L
h = 0.028L + 0.66 m
h = 0.028L + 2.14 ft
3.1.3 Freeboard Deck within Superstructure, Any Deck Below Freeboard Deck, Superstructure
Deck Between 0.25L Forward of and 0.20L Aft of Amidships
h = 0.014L + 0.87 m
h = 0.014L + 2.86 ft
3.1.4 All Other Locations
h = 0.014L + 0.43 m
h = 0.014L + 1.43 ft
3.3 Strength Decks within the Midship 0.8L (2002)
For vessels of length equal to or greater than 61 meters, the strength deck plating within the midship 0.8L
shall meet the following requirement:
t = 0.009s + 2.4 mm
t = 0.009s + 0.095 in.
where
s = beam or longitudinal spacing, in mm (in.)
3.5 All Strength Deck Plating Outside the Line of Openings and Other Effective Deck
Plating (2002)
For vessels of length equal to or greater than 61 meters, the strength deck plating within the midship 0.8L
shall meet the following requirement:
t =
Q
SM
SM
R
s
A
R
1
mm (in.)
where
s = beam or longitudinal spacing, in mm (in.), not to be taken less than 610 mm (24 in.)
R = 60 for longitudinal framing, 45 for transverse framing
SM
R

= hull girder section modulus required in 3-2-1/3, in cm
2
-m (in
2
-ft)
SM
A
= hull girder section modulus, in cm
2
-m (in
2
-ft), measured to the deck in question
Q = material factor for the material used in determining SM
R
, as defined in 3-2-1/7.5
5 Compensation
Compensation is to be provided for openings in the strength deck and other effective decks to maintain the
longitudinal and transverse strength. Openings in the strength deck are to have a minimum corner radius of
0.125 times the width of the opening, but need not exceed a radius of 600 mm (24 in.). In other decks, the
radius is to be 0.09375 times the width of the opening, but need not exceed radius of 450 mm (18 in.).
Openings are to be a suitable distance from the deck edge, from cargo hatch covers, from superstructure
breaks and from other areas of structural discontinuity.


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7 Wheel Loading
Where provision is to be made for the operation or stowage of vehicles having rubber tires, and after all
other requirements are met, the thickness of deck plating is to be not less than that obtained from the following
equation:
t = kKn CW mm (in.)
where
k = 8.05 (25.2, 1)
K = as given in 3-2-3/Figure 1
n = 1.0 where /s > 2.0 and 0.85 where /s = 1.0. For intermediate values of /s, n is to be
obtained by interpolation
C = 1.5 for wheel loads of vehicles stowed at sea and 1.1 for vehicles operating in port
W = static wheel load, in kN (tf, Ltf)
a = wheel imprint dimension, in mm (in.), parallel to the longer edge, , of the plate panel
b = wheel imprint dimension, in mm (in.), perpendicular to the longer edge, , of the plate
panel
s = spacing of deck beams or deck longitudinals, in mm (in.)
= length of the plate panel, in mm (in.)
For wheel loading, the strength deck plating thickness is to be not less than 110% of that required by the
above equation, and platform deck plating thickness is to be not less than 90% of that required by the
above equation.
Where the wheels are close together, special consideration will be given to the use of the combined imprint
and load. Where the intended operation is such that only the larger dimension of the wheel imprint is
perpendicular to the longer edge of the plate panel, b above may be taken as the larger wheel imprint
dimension, in which case, a is to be the lesser one.

FIGURE 1
Wheel Loading Curves of K


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9 Higher-strength Material
9.1 Thickness
In general, applications of higher strength materials are to take into consideration the suitable extension of
the higher strength material below the deck, forward and aft. Care is to be taken to avoid the adoption of
reduced thickness of material such as might be subject to damage during normal operation. The thickness
of deck plating for longitudinally framed decks, where constructed of higher-strength material, is to be not
less than required for longitudinal strength, nor is it to be less than that obtained from the following equation:
t
hts
= (t
ms
C) Q + C
where
t
hts
t
ms
= thickness of ordinary-strength steel, in mm (in.), as required 3-2-3/3.1 and 3-2-3/3.3
C = 4.3 mm (0.17 in.)
Q = is as defined in 3-2-1/7.5
Where the deck plating is transversely framed, or where the Rules do not provide a specific thickness for
the deck plating, the thickness of the higher-strength material will be specially considered, taking into
consideration the size of the vessel, intended service and the foregoing Rule requirements.
9.3 Wheel Loading
Where deck or flats are constructed of higher strength material and provision is made for the operation or
stowage of vehicles having rubber tires, the thickness of plating is to be not less than that obtained from the
following equation:
t
hts
= t
ms
) / ( Y M mm (in.)
where
t
hts
t
ms
= thickness of ordinary-strength steel, as obtained from 3-2-3/7
Y = as defined in 3-2-7/5.1
M = 235 (24, 34000)

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PART S e c t i o n 4 : B o t t o m S t r u c t u r e
3
SECT I ON 4 Bottom Structure
1 Double Bottoms
1.1 General
Inner bottoms are to be fitted fore and aft between the peaks or as near thereto as practicable in vessels of
ordinary design of 500 GT or over. Where, for special reasons, it may be desired to omit the inner bottom,
the arrangements are to be clearly indicated on the plans when first submitted for approval. A double
bottom need not be fitted in way of deep tanks, provided the safety of the vessel in the event of bottom
damage is not thereby impaired. 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.
Shell longitudinals and frames in way of deep tanks are to have not less strength than is required for stiffeners
on deep tank bulkheads.
1.3 Center Girder
A center girder is to be fitted extending as far forward and aft as practicable. The plates are to be continuous
within the midship three-quarters length; elsewhere, they may be intercostal between 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 requirement 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 centerline. Where the girders are not required to be
intact, manholes may be cut in every frame space outside the midships three-quarters length; they may be
cut in alternate frames spaces within the midships three-quarters length. For vessels which have a length
more than 61 m (200 ft) and the length of the cargo hold is greater than 1.2B, the thickness and depth of
center girder plates are to be specially considered based on the results of a direct structural calculation.
1.3.1 Thickness Amidships
The thickness of the center girder within the midship one-half length is not to be less than that
obtained from the following equation.
t = 0.056L + 5.5 mm
t = 0.00067L + 0.22 in.
where
L = length of vessel, in m (ft), as defined 3-1-1/3
1.3.2 Thickness at Ends
The thickness of the center girder forward and aft of the midship one-half length may be reduced
to 85% of the girder thickness amidships.

Section 4 Bottom Structure 3-2-4

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1.3.3 Depth
The depth of the center girder is not to be less than that obtained from the following equation:
h
g
= 32B + 190 d mm
h
g
= 0.384B + 4.13 d in.
where
h
g
= depth, in mm (in.)
B = breadth of vessel, in m (ft), as defined in 3-1-1/5
d = draft for scantlings, in m (ft), as defined in 3-1-1/9
1.5 Side Girders
Where the distance between the center girder and the side shell exceeds 4.57 m (15 ft), intercostal side
girders are to be fitted approximately midway between the center girder and the side shell. The minimum
thickness of the intercostal side girders is not to be less than obtained from the following equation.
t = 0.036L + c mm
t = 0.00043L + c in.
where
c = 4.7 mm (0.18 in.)
1.7 Floors
Solid floors are to be fitted at every frame under the engine room, at every frame in the peaks and under
transverse bulkheads. Elsewhere, the solid floors are to have a maximum spacing of 3.66 m (12 ft) in
association with intermediate open floors or longitudinal framing. The thickness of solid floors is to be
equal to the thickness of side girders obtained in 3-2-4/1.5, except that for widely spaced floors in association
with longitudinal framing, c is to be taken as 6.2 mm (0.24 in.).
1.9 Frames
In transversely framed vessels, open floors consisting of frames and reverse frames are to be fitted at all
frames where solid floors are not fitted. Center and side brackets are to overlap the frames and reverse
frames for a distance equal to 0.05B. They are to be of the thickness required for side girders in the same
location and are to be flanged on their outer edges. Alternatively, longitudinal framing is to be fitted in
association with widely spaced floors. The section modulus, SM, of each frame, reverse frame or bottom,
or inner bottom longitudinal in association with the plating to which it is attached is not to be less than that
obtained from the following equation.
SM = 7.8chs
2
cm
3

SM = 0.0041chs
2
in
3
where
s = frame spacing, in m (ft)
= unsupported span between supporting members, in m (ft). Where brackets are fitted
in accordance with 3-1-2/5.5 and are supported by bulkheads, inner bottom, or side
shell, the length, , may be measured as permitted therein.
h = vertical distance, in m (ft), from the middle of to the deck at side. In way of a deep
tank, h is the greatest distance from the middle of to a point located at two-thirds of
the distance from the top of the tank to the top of the overflow; a point located above
the top of the tank not less than 0.01L + 0.15 m or 0.46 m (0.01L + 0.5 ft or 1.5 ft),
whichever is greatest.


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c for transverse frames and reverse frames:
= 0.8 clear of tanks
= 1.0 in way of tanks
= 0.5 with struts
c for longitudinal frames:
= 1.0 without struts
= 0.55 with struts
c for inner bottom longitudinals:
= 0.85 without struts
= 0.45 with struts
Frames and reverse frames in way of tanks are not to be less than that required clear of tanks if that be greater.
1.11 Struts
Struts are to be angle bar sections fitted midway between floors. In general, they are not to be used where
cargo is discharged by grabs, where heavy cargoes are carried or in the bottom forward slamming area.
The permissible load, W
a
, for struts is to be determined in accordance with 3-2-6/3.5.3. The calculated
load, W, is to be determined by:
W = nphs kN (tf, Ltf)
where
n = 10.5 (1.07, 0.03)
p = sum of the half lengths, in m (ft), on each side of the strut, of the frames supported
h = as defined in 3-2-4/1.9
Struts are to be positioned so as to divide the span into approximately equal intervals.
1.13 Inner-bottom Plating
The thickness of the inner-bottom plating throughout the length of the vessel is to be not less than that
obtained from the following equation. Where applicable, the plating is to meet deep tank requirements.
t = 0.037L + 0.009s + c mm
t = 0.000445L + 0.009s + c in.
where
c = 1.5 mm (0.06 in.) in engine space
= 0.5 mm (0.02 in.) elsewhere
Where no ceiling is fitted under cargo hatchways, except for vessels intended for the exclusive carriage of
containers on the inner bottom, the thickness of the inner-bottom plating is to be increased 2.0 mm
(0.08 in.). For vessels with longitudinally-framed inner bottoms, the minimum thickness of inner-bottom
plating may be reduced by 1 mm (0.04 in.).


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For vessels regularly engaged in trades where the cargo is handled by grabs or similar mechanical appliances,
it is recommended that flush inner-bottom plating be adopted throughout the cargo space, and that the plating
be suitably increased, but the increase need not exceed 5 mm (0.20 in.). It is also recommended that the
minimum thickness be not less than 12.5 mm with 610 mm (0.50 in. with 24 in.) frame spacing and 19 mm
with 915 mm (0.74 in. with 36 in.) frame spacing. Intermediate thicknesses may be obtained by interpolation.
Where provision is to be made for the operation or stowage of vehicles having rubber tires, and after all
other requirements are met, the thickness of the inner bottom plating is to be not less than that obtained
from 3-2-3/7.
Margin plates which are approximately horizontal are to have thicknesses not less than the adjacent inner
bottom plating. Where they are nearly vertical, they are to be not less than the required inner bottom
plating in the engine space and are to extend the full depth of the inner bottom.
1.15 Sea Chests
Where the double bottom structure forms part of a sea chest, the thickness of the plating is to be not less
than the required thickness of the shell plating, using the approximate value of stiffener spacing, s.
1.17 Access, Lightening, Air, and Drainage Holes
Access holes in double bottom tank tops and lightening holes in nontight members are to be sufficient in
size and number to assure accessibility to all parts of the double bottom. The proposed locations and sizes
of the holes are to be indicated on the drawings submitted for approval. Tank top access hole covers are to
be of steel or equivalent material, and where no ceiling is fitted in a cargo hold, the covers are to be protected
against damage by the cargo. Air and drainage holes are to be cut in all nontight parts of the double bottom
structure to assure the free escape of gases to the vents and the free drainage of liquids to the suctions.
3 Single Bottoms with Floors and Keelsons
3.1 General
Where double bottom construction is not required by 3-2-4/1.1 or is not applied, single bottom construction is
to be in accordance with 3-2-4/3 or 3-2-4/5, as may be applicable.
3.3 Center Keelsons
Single-bottom vessels are to have center keelsons formed of continuous or intercostal center girder plates
with horizontal top plates. The thickness of the keelson and the area of the horizontal top plate are to be not
less than that obtained from the following equations. Vessels less than 30.5 m (100 ft) in length will be
subject to special consideration. Tapering of the horizontal top plate area at the ends is not normally
considered for vessels less than 30.5 m (100 ft) in length. The keelsons are to extend as far forward and aft
as practicable.
3.3.1 Center-girder Plate Thickness Amidships
t = 0.063L + 5 mm
t = 0.00075L + 0.2 in.
3.3.2 Center-girder Plates Thickness at Ends
t = 85% of center keelson thickness amidships
3.3.3 Horizontal Top-plate Area Amidships
A = 0.168L
3/2
8 cm
2
A = 0.0044L
3/2
1.25 in
2
3.3.4 Horizontal Top-Plate Area at Ends [L 30.5 m (100 ft)]
A = 0.127L
3/2
1 cm
2
A = 0.0033L
3/2
0.15 in
2


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where
t = thickness of center-girder plate, in mm (in.)
A = area of horizontal top plate, in cm
2
(in
2
)

3.5 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 on the flat of floor is not to exceed 915 mm (36 in.).
Side keelsons 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. The scantlings of the
side keelsons are to be obtained from the following equations but need not exceed 3-2-4/3.3, if that be less.
3.5.1 Side Keelson and Intercostal Thickness Amidships
t = 0.063L + 4 mm
t = 0.00075L + 0.16 in.
3.5.2 Side Keelson and Intercostal Thickness at Ends
t = 85% of center thickness amidships
3.5.3 Side Keelson and Intercostal, Horizontal Top Plate Area Amidships
A = 0.038L
3/2
+ 17 cm
2

A = 0.001L
3/2
+ 2.6 in
2

3.5.4 Side Keelson and Intercostal, Horizontal Top Plate Area at Ends
A = 0.025L
3/2
+ 20 cm
2

A = 0.00065L
3/2
+ 3.1 in
2

t, L and A are as defined in 3-2-4/3.3.
3.7 Floors
With transverse framing, a floor as shown in 3-2-4/Figure 1 is to be fitted on every frame and is to
be of the scantlings necessary to obtain a section modulus, SM, not less than that obtained from
the following equation:
SM = 7.8chs
2
cm
3

SM = 0.0041chs
2
in
3

where
c = 0.55
h = draft, d, in m (ft), as defined in section 3-1-1/9, but not to be less than 0.66D
or 0.066L, whichever is greater.
s = floor spacing, in m (ft)
= span, in m (ft). Where brackets are fitted in accordance with 3-1-2/5.5 and
are supported by bulkheads, inner bottom or side shell, the length, , may be
measured as permitted therein.
The section modulus may be calculated at the centerline of the vessel, provided the rise of floor is
such that the depth at the toe of brackets is not less than one-half of the depth at the centerline.
The above requirements are limited to cargo holds where cargoes of specific gravity 0.715 or less
are uniformly loaded. In way of engine room and in the forward 0.2L, the floor face bar area is to
be doubled.


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3.7.2 Depth
The minimum depth of floors at centerline is not to be less than that obtained from the following
equation:
h
f
= 62.5 mm
h
f
= 0.75 in.
where
h
f
= floor depth, in mm (in.)
= unsupported span of floors, in m (ft). Where brackets are fitted in accordance
with 3-1-2/5.5, the length, , may be measured as permitted therein.
3.7.3 Thickness
The minimum thickness of floors is not to be less than that obtained from the following equation:
t = 0.01h
f
+ 3 mm
t = 0.01h
f
+ 0.12 in.
where
t = floor thickness, in mm (in.)
h
f
= floor depth, in mm (in.)
Floors under engine girders are to be not less in thickness than the thickness required for keelsons.

FIGURE 1
Plate Floors
/2 for floors
side keelson
keelson
C
L


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5 Single Bottoms with Longitudinal or Transverse Frames
5.1 General
Where longitudinal frames supported by bottom transverses or transverse frames supported by longitudinal
girders and bottom transverses are proposed in lieu of keelsons referred to in 3-2-4/3, the construction is to
be in accordance with this subsection. Frames are not to have less strength than is required for watertight
bulkhead stiffeners or girders in the same location in association with head to the bulkhead deck. In way of
deep tanks, frames are not to have less strength than is required for stiffeners or girders on deep tank
bulkheads. See 3-2-4/Figure 2, 3-2-4/Figure 3 and 3-2-4/Figure 4.

FIGURE 2
Round Bottom Floors with Deadrise
deck at side
CVK
C
L
for bottom frames
/2
150
1.5d
150

d
h for bottom
frames

FIGURE 3
Transverse Bottom Frames with Longitudinal Side Girders
150
plate floor
deck at side
h for bottom girder
h for
a
s for bottom girder
C
L
b
/2
a
/2
a
150
h for
b


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FIGURE 4
Longitudinal Frames with Transverse Webs
deck at side
h for bottom
longitudinals
for bottom
transverse
/2
s for longitudinals
h for bottom
transverse
150
150
C
L

5.3 Bottom Girders and Transverses
The section modulus, SM, of each bottom girder and transverse, where intended as a primary
supporting member, in association with the plating to which it is attached, is not to be less than
that obtained from the following equation:
SM = 7.8chs
2
cm
3

SM = 0.0041chs
2
in
3
where
c = 0.915
h = vertical distance, in m (ft), from the center of area supported to the deck at
side
s = spacing, in m (ft)
= unsupported span, in m (ft). Where brackets are fitted in accordance with
3-1-2/5.5 and are supported by bulkheads, inner bottom or side shell, the
length, , may be measured as permitted therein.
Tripping brackets are to be fitted at intervals of about 3 m (10 ft) and stiffeners are to be fitted as
may be required.
5.3.2 Depth
The minimum depth of the girder or transverse is to be not less than 2.5 times the depth of the
cutouts for bottom frames, unless effective compensation for cutouts is provided, nor less than that


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h
w
= 145 mm
h
w
= 1.75 in.
where
h
w
= girder or transverse depth, in mm (in.)
is defined in 3-2-4/5.3.1.
5.3.3 Thickness
The minimum thickness of the web is to be not less than that obtained from the following equation:
t = 0.01h
w
+ 3 mm
t = 0.01h
w
+ 0.12 in.
where
t = floor thickness, in mm (in.)
h
w

is as given in 3-2-4/5.3.2.
5.3.4 Non-prismatic Members
Where the cross sectional properties of the member is not constant throughout the length of the
girders or transverses, the above requirements will be specially considered with particular attention
being paid to the shearing forces at the ends.
5.5 Center Girder
In general, a center girder is to be fitted, complying with 3-2-4/5.3; however, alternative arrangements that
provide suitable support for docking will be considered.
5.7 Frames
The section modulus, SM, of each bottom frame to the chine or upper turn of bilge, in association with the
plating to which it is attached, is not to be less than that obtained from the following equation:
SM = 7.8chs
2
cm
3

SM = 0.0041chs
2
in
3
where
c = 0.80 for transverse frames clear of tanks
= 1.00 for longitudinal frames clear of tanks, and in way of tanks
= 1.00 for transverse frames in way of tanks
s = frame spacing in, m (ft)
= unsupported span, in m (ft), Where brackets are fitted in accordance with 3-1-2/5.5
and are supported by bulkheads, inner bottom or side shell, the length, , may be
measured as permitted therein.
h = vertical distance, in m (ft), from the middle of to the deck at side. In way of a deep
tank, h is the greatest of the distances, in m (ft), from the middle of to a point located
at two-thirds of the distance from the top of the tank to the top of the overflow, a
point located above the top of the tank not less than 0.01L + 0.15 m (0.01L + 0.5 ft)
or 0.46 m (1.5 ft), whichever is greatest.
L is as defined in 3-1-1/3.


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7 Fore-end Strengthening
7.1 General
For vessels 61 m (200 ft) in length and over, where the heavy weather ballast draft forward is less than 0.04L,
strengthening of the flat of bottom forward is to be in accordance with 3-2-4/7.3, 3-2-4/7.5, 3-2-4/7.7 and
3-2-2/3.5. Information on the heavy weather ballast draft forward used for the required fore-end strengthening
is to be furnished to the master for guidance. The heavy weather ballast draft is also to be indicated on the
shell expansion plan.
7.3 Extent of Strengthening
The flat of bottom forward is defined as being forward of the locations indicated in 3-2-4/Table 1. For
intermediate values of C
b
, the locations are to be obtained by interpolation. Aft of these locations, a
suitable transition is to be provided between the increased scantlings and structural arrangements of the flat
of bottom forward and the structure aft of the locations given in 3-2-4/Table 1.

TABLE 1
Location of Flat of Bottom Forward
C
b

is the block coefficient at the summer load waterline, based
on L, as defined in 3-1-1/3.
C
b
Location Forward of Amidships
0.6 or less 0.25L
0.8 or more 0.30L

7.5 Longitudinal Framing
When longitudinal framing is used for the bottom and inner bottom, longitudinals and side girders are to be
continued as far forward as practicable at not more than their amidship spacing. The section modulus of
flat of bottom longitudinals forward of the location indicated in 3-2-4/Table 1 is to be not less than
required by the following equation, nor less than required by 3-2-4/5.7.
SM = 8.47(0.005L
2
1.3d
f
2
)s
2
/d
f
cm
3

SM = 0.0044(0.005L
2
1.3d
f
2
)s
2
/d
f
in
3

where
d
f

= heavy weather ballast draft at the forward perpendicular, in m (ft)
L = length of vessel, as defined in 3-1-1/3
s = spacing of longitudinals, in m (ft)
= distance between floors, in m (ft)
The spacing of floors forward of 0.25L forward of amidships is to be not greater than that given in
3-2-4/Table 2, nor greater than the spacing amidships.


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TABLE 2
Spacing of Floors
d
f
C
b
From 0.25L to 0.3L from amidships Forward of 0.3L from amidships
0.02L or less
0.60 or less 3s 2s
> 0.60 3s 3s
0.035L all values 3s 3s
0.04L and more all values As required elsewhere in the Rules
Notes:
d
f
is the heavy weather ballast draft at the forward perpendicular and C
b
is the block coefficient at the summer load
waterline, based on L as defined in 3-1-1/3.
s is the spacing of the transverse side frames, or s = 2.08L + 438 (mm) [0.025L + 17.25 (in.)], where the side shell
is longitudinally framed.
For values of d
f
between 0.02L, 0.035L and 0.04L m (ft), the required floor spacing may be obtained by interpolation.

7.7 Transverse Framing
Where the heavy weather ballast draft forward is less than 0.04L, solid floors are to be fitted on every
frame and additional full-depth and half-depth side girders are to be introduced so that the spacing of full-
depth girders forward of the locations in 3-2-4/Table 1 does not exceed 2.13 m (7 ft) and so that the spacing
of alternating half- and full-depth girders forward of the location in 3-2-4/Table 1 does not exceed 1.07 m
(3.5 ft). Where the heavy weather ballast draft forward is 0.04L or more, the arrangement of solid floors
and side girders may be in accordance with 3-2-4/1.7 and 3-2-4/1.5.
9.1 General
In general, applications of higher-strength materials for bottom structures are to meet the requirements of
this section, but may be modified as permitted by the following paragraphs. Care is to be exercised to
avoid the adoption of reduced thickness of material such as might be subject to damage during normal
operation, and calculations are to be submitted to show adequate provision against buckling. Longitudinal
framing members are to be of essentially the same material as the plating they support.
9.3 Inner-bottom Plating
Inner-bottom plating, where constructed of higher-strength material and where longitudinally framed, is to be
not less in thickness than required by 3-2-4/1.13 or for tank top plating as modified by the following equation:
t
hts
= [t
ms
C][(Q + 2 Q )/3] + C
where
t
hts
t
ms

= thickness of mild steel, as required by 3-2-4/1.13, in mm (in.), increased where
required for no ceiling
C = 3 mm (0.12 in.) or 5 mm (0.20 in.) where the plating is required by 3-2-4/1.13 to be
increased for no ceiling
The thickness of inner-bottom plating, where transversely framed, will be specially considered.
Where cargo is handled by grabs, or similar mechanical appliances, the recommendations of 3-2-4/1.13 are
applicable to t
hts
.


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9.5 Bottom and Inner-bottom Longitudinals
The section modulus of bottom and inner-bottom longitudinals, where constructed of higher-strength material
and in association with the higher-strength plating to which they are attached, are to be determined as indicated
in 3-2-4/1.9, except that the value may be reduced by the factor Q, as defined in 3-2-1/7.5.
9.7 Center Girders, Side Girders and Floors
Center girders, side girders and floors, where constructed of higher-strength materials, are generally to comply
with the requirements of 3-2-4/1.3, 3-2-4/1.5 or 3-2-4/1.7, but may be modified as permitted by the following
equation:
t
hts
= [t
ms
C][(Q + 2 Q )/3] + C
where
t
hts
, t
ms
and C are defined in 3-2-4/9.3.
Q is as defined in 3-2-1/7.5.
11 Machinery Space
11.1 General
Special attention is directed to arranging for the provision of plated through beams and such casing and
pillar supports as are required to secure structural efficiency. All parts of the machinery, shafting, etc., are
to be efficiently supported and the adjacent structure is to be adequately stiffened.
Consideration is to be given to the submittal of plans of the foundations for main propulsion units, reduction
gears and thrust bearings and of the structure supporting those foundations to the machinery manufacturer
for review. (See also 4-3-1/21.)
11.3 Engine Foundations
11.3.1 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 of thickness and width appropriate
to the holding-down bolts and are to be effectively attached to girders and intercostals.
11.3.2 Double Bottom Vessels
On vessels with double bottoms, the engines are to be seated directly 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.
11.5 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, effectively attached,
are to be fitted in way of the foundations, as may be required.
11.7 Shaft Stools and Auxiliary Foundations
Shaft stools and auxiliary foundations are to be of ample strength and stiffness in proportion to the weight
supported.

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PART S e c t i o n 5 : S i d e F r a m e s , We b s , a n d S t r i n g e r s
3
SECT I ON 5 Side Frames, Webs, and Stringers
1 General
1.1 Basic Considerations
Frames or webs and stringers are not to have less strength than is required for watertight bulkhead
stiffeners, or girders, in the same location in association with heads to the bulkhead deck. In way of deep
tanks, frames or webs and stringers are not to have less strength than is required for stiffeners or girders on
deep-tank bulkheads. The calculated section modulus is based upon the intact sections being used. Where a
hole is cut in the flange of any member or a large opening is made in the web of the member, the net
section is to be used in determining the section modulus of the member in association with the plating to
which it is attached.
1.3 End Connections
At the ends of unbracketed frames, both the web and the flange are to be welded to the supporting member.
At bracketed end connections, continuity of strength is to be maintained at the connection to the bracket
and at the connection of the bracket to the supporting member. Welding is to be in accordance with
3-2-16/Table 1. Where longitudinal frames are not continuous at bulkheads, end connections are to effectively
develop their sectional area and resistance to bending. Where a structural member is terminated, structural
continuity is to be maintained by suitable back-up structure, fitted in way of the end connection of frames,
or the end connection is to be effectively extended by a bracket or flat bar to an adjacent beam, stiffener, etc.
3 Longitudinal Side Frames
3.1 Section Modulus
The section modulus, SM, of each longitudinal side frame above the chine or upper turn of bilge is to be
not less than that obtained from the following equation:
SM = 7.8chs
2
cm
3

SM = 0.0041chs
2
in
3

where
c = 0.915
h = vertical distance, in m (ft), from the frame to the freeboard deck at side, but not less
than 0.02L + 0.46 m (0.02L + 1.5 ft)
= straight-line unsupported span, in m (ft). Where brackets are fitted in accordance with
3-1-2/5.5 and are supported by bulkheads, the length, , may be measured as permitted
therein.

Section 5 Side Frames, Webs and Stringers 3-2-5

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5 Transverse Side Frames
5.1 Section Modulus
The section modulus, SM, of each transverse side frame other than tween deck frames above the chine or
upper turn of bilge, in association with the plating to which the frame is attached, is not to be less than that
obtained from the following equation. See 3-2-5/Figure 1, 3-2-5/Figure 2 and 3-2-5/Figure 3.
SM = 7.8chs
2
cm
3

SM = 0.0041chs
2
in
3

where
c = 0.915 for frames having no tween decks above
= 0.90 + 5.8/
3
(0.90 + 205/
3
) for frames having tween decks above
3-1-2/5.5 and are supported by decks or inner bottoms, the length may be measured
as permitted therein. Where tween decks are located above the frame, is to be taken
as the length between the toes of the brackets, except where beam knees are fitted on
alternate frames, is to be increased by one half the depth of the beam knees. is not
to be taken less than 2.1 m (7.0 ft).
h = on frames having no tween decks above, the vertical distance, in m (ft), from the mid
length of the frame to the freeboard deck at side, but not less than 0.02L + 0.46 m
(0.02L + 1.5 ft).
= on frames having tween decks above, the vertical distance, in m (ft), from the middle
of to the load line or 0.4, whichever is greater, plus bh
1
/33 (bh
1
/100).
b = horizontal distance, in m (ft), from the outside of the frames to the first row of deck
beam supports.
h
1
= vertical distance, in m (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 above the bulkhead or
freeboard deck plus one-half the height of all passenger spaces above the bulkhead or
freeboard deck, or plus 2.44 m (8 ft), if that is greater. Where the cargo load differs
from 715 kgf/m
3
(45 lbf/ft
3
), h
1
is to be adjusted accordingly.


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FIGURE 1
Transverse Side Frame
knuckle is credited
as a point of support
when 150
deck at side
C
L
/2
h for side
frames
middle of

FIGURE 2
Transverse Side Frame
deck at side
middle of
h for side frames
knuckle is not credited
as a point of support
when > 150
C
L

FIGURE 3
Hold and Tween Deck Frames
h
b
Minimum
2.44m
(8 ft)
Minimum
2.10 m (7 ft)
Bhd deck
Type A
Type B
Type C
0.5
h
1


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5.3 Tween-deck Frames
The section modulus, SM, of each transverse side frame above the chine or upper turn of bilge, in association
with the plating to which the frame is attached, is not to be less than obtained from the following equation:
SM = 7.8chs
2
cm
3

SM = 0.0041chs
2
in
3

where
c = 0.90
h = 0.032L 0.68 m (0.032L 2.23 ft) type A frame
= 0.049L 0.81 m (0.049L 2.66 ft) type B frame
= 0.052L 0.13 m (0.052L 0.43 ft) type C frame
= in no case less than the vertical distance, in m (ft), from the mid-length of the frame
to the freeboard deck, but not less than 0.02L + 0.46 m (0.02L + 1.5 ft)
= tween deck height or unsupported length along frame, whichever is greater, in m (ft),
not to be taken less than 2.13 m (7.0 ft). For frame types, see 3-2-5/Figure 3. Forward
of 0.125L, frames above the bulkhead or freeboard deck are to be type B frames.
Longitudinal tween deck frames are to meet the requirements of 3-2-5/3. The section modulus of each
longitudinal tween deck frame forward of 0.125L from the stem is to be not less than required by 3-2-5/5.1
for transverse frames in the same location, taking as the unsupported span along the frame length.
5.5 Peak Frames
5.5.1 General
For vessels 61 m (200 ft) or greater in length, peak frames are to be efficiently connected to deep
floors of not less thickness than that obtained from 3-2-4/1.7 for floors in engine spaces. 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. Breast hooks are to be arranged at rectangular
intervals at and between the stringers above and below the waterline. In general, the frames above
the lowest deck are to be as required by 3-2-5/5, but in vessels having large flare with unusually
long frames, stringers and webs above the lowest deck or suitably increased frames may be required.
For vessels 61 m (200 ft) or greater in length, the section modulus of each peak frame is to be not
less than that obtained from the following equation:
SM = 7.8chs
2
cm
3

SM = 0.0041chs
2
in
3
where
c = 1.13 for forepeak frames
= 0.90 for aftpeak frames
h = 0.110L 1.990 m (0.110L 6.53 ft) for forepeak frames
= 0.062L 1.122 m (0.062L 3.68 ft) for aftpeak frames
= straight line unsupported span, in m (ft), not to be taken less than 2.1 m (7.0 ft)
L = length as defined in 3-1-1/3, but is not to be taken less than 30 m (98.5 ft)


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7 Side Web Frames
7.1 Section Modulus
The section modulus, SM, of each side web frame supporting longitudinal framing or shell stringers above
the chine or upper turn of bilge, in association with the plating to which the web frame is attached, is not to
SM = 7.8chs
2
cm
3

SM = 0.0041chs
2
in
3
where
c = 0.915 aft of the forepeak
= 1.13 in the forepeak of vessel 61 m (200 ft) or greater in length.
3-1-2/5.5 and are supported by decks or inner bottoms, the length, , may be measured
as permitted therein
h = on frames having no tween decks above, the vertical distance, in m (ft), from the mid
length of the frame to the freeboard deck at side, but not less than 0.02L + 0.46 m
(0.02L + 1.5 ft).
= on frames having tween decks above, the vertical distance, in m (ft), from the middle
of to the load line or 0.5, whichever is greater, plus bh
1
/45K (bh
1
/150K).
b = horizontal distance, in m (ft), from the outside of the frames to the first row of deck
beams supports.
h
1
= vertical distance, in m (ft), from the deck at the top of the web frame to the bulkhead
or freeboard deck plus the height of all cargo tween deck spaces above the bulkhead
or freeboard deck plus one-half the height of all passenger spaces above the bulkhead
or freeboard deck, or plus 2.44 m (8 ft), if that is greater. Where the cargo load differs
from 715 kgf/m
3
(45 lbf/ft
3
), h
1
is to be adjusted accordingly.
K = 1.0 where the deck is longitudinally framed and a deck transverse is fitted in way of
each web frame.
= the number of transverse frame spaces between web frames where the deck is
transversely framed.
7.3 Tween-deck Web Frames
Tween-deck web frames are to be fitted below the bulkhead deck over the hold web frames, as may be
required to provide continuity of transverse strength above the main web frames in holds and machinery space.
7.5 Proportions
The depth of each web frame is to be not less than 125 mm (1.5 in.) or, unless effective compensation is
provided for cutouts, 2.5 times the cutout for frame or longitudinal if greater. The thickness of the web of
web frame or stringer is to be not less than 0.01 times the depth plus 3 mm (0.12 in.), is as defined in 3-2-5/7.1.
7.7 Tripping Brackets and Stiffeners
7.7.1 Stiffeners
Where the shell is longitudinally framed, stiffeners attached to the longitudinal frames and extending
to the full depth of the web frame are to be fitted at least at alternate longitudinal frames. Other
stiffening arrangements may be considered based on the structural stability of the web plates.


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7.7.2 Tripping Brackets
Tripping brackets are to be fitted at intervals of about 3 m (10 ft) and near the change of section.
Where the breadth of the flanges on either side of the web exceeds 200 mm (8 in.), tripping brackets
are to be arranged to support the flange.
9 Recommendation for Vessels Subject to Impact
For vessels subject to impact loadings during routines, it is recommended that side frames with a section
modulus 25% greater than that obtained above be provided.
11 Side Stringers
11.1 Section Modulus
The section modulus, SM, of each side stringer in association with the plating to which the side stringer is
attached is not to be less than that obtained from the following equation:
SM = 7.8chs
2
cm
3

SM = 0.0041chs
2
in
3
where
c = 0.915
= 1.13 in the forepeak of vessel 61 m (200 ft) or greater in length.
h = vertical distance, in m (ft), from the middle of s to the freeboard deck at side, but not
less than 0.02L + 0.46 m (0.02L + 1.5 ft).
= for stringers above the lowest deck or at a similar height in relation to the design
draft, not less than given in 3-2-5/5.3 appropriate to the tween deck location.
= for stringers in the peaks of vessels 61 m (200 ft) or greater in length, not less than
given in 3-2-5/5.5.
s = sum of the half lengths, in m (ft), (on each side of the stringer) of the frames
supported.
= span, in m (ft), between web frames, or between web frame and bulkhead. Where
brackets are fitted in accordance with 3-1-2/5.5 and are supported by transverse
bulkheads, the length, , may be measured as permitted therein.
11.3 Proportions
Side stringers are to have a depth of not less than 0.125 (1.5 in per ft of span ) plus one-quarter of the
depth of the slot for the frames, but need not exceed the depth of the web frames to which they are attached.
In general, the depth is not to be less than 2.5 times the depth of the slots, or the slots are to be fitted with
filler plates. The thickness of each stringer is to be not less than 0.014L + 7.2 mm (0.00017L + 0.28 in.)
where L is as defined in 3-1-1/3.
11.5.1 Stiffeners
Stiffeners attached to the frame and extending to the full depth of the stringer are to be fitted at
least at alternate transverse frames. Other stiffening arrangements may be considered based on the
structural stability of the web plates.
11.5.2 Tripping Brackets
The arrangements of tripping brackets are to be in accordance with 3-2-5/7.7.2.

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PART S e c t i o n 6 : B e a m s , D e c k G i r d e r s , D e c k T r a n s v e r s e s , a n d P i l l a r s
3
SECT I ON 6 Beams, Deck Girders, Deck Transverses, and
Pillars
1 Beams
1.1 Spacing
Beams may be fitted either transversely or longitudinally. Transverse beams, where provided, are to be
fitted at each transverse side frame at the tops of tanks, tunnel tops, and bulkhead recesses. Elsewhere,
these beams are not to be more than two frame spaces apart and those in different tiers are to be fitted on
the same frames.
1.3 Section Modulus
The section modulus, SM, of each transverse or longitudinal beam, in association with the plating to which
it is attached, is not to be less than that obtained from the following equations:
SM = 7.8chs
2
cm
3

SM = 0.0041chs
2
in
3
where
c = 1.00 for transverse or longitudinal beams at the tops of tank, with
deep tank h
= 1/(1.709 0.651k) for longitudinal beams of strength decks and effective lower decks
= 0.60 for all other transverse beams
= 0.70 for all other longitudinal beams
k = SM
R
Y/I
A

SM
R

= required hull-girder section modulus amidships from 3-2-1/3, in cm
2
-m (in
2
-ft)
Y = distance, in m (ft), from the neutral axis to the deck being considered, always taken as
positive
I
A
= hull girder moment of inertia of the vessel amidships, in cm
2
-m
2
(in
2
-ft
2
)
The values of I
A
and Y are to be those obtained using the area of the longitudinal beams given by the above
equation.
s = beam spacing, in m (ft)
= unsupported span, in m (ft). At the tops of tanks and bulkhead recesses, the maximum
span permissible between supports is 4.57 m (15 ft). Where brackets are fitted in
accordance with 3-1-2/5.5, the length, , may be measured as permitted therein.

Section 6 Beams, Deck Girders, Deck Transverses and Pillars 3-2-6

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h = height, in m (ft), as follows:
= for a deep tank top, is the greatest of the following: two-thirds of the distance from
the top of the tank to the top of the overflow, or
two-thirds of the distance from the top of the tank to the bulkhead deck or freeboard
deck, or
the height to the load line, or
0.01L + 0.15 m (0.01L + 0.5 ft)
= for a lower deck on which cargo or stores are carried, the tween-deck height at side.
Where the cargo weights differ from 7010 N/m
3
(715 kgf/m
3
, 45 lbf/ft
3
), h is to be
proportionately adjusted.
= for an exposed deck on which cargo is carried, 3.66 m (12 ft). Where it is intended to
carry deck cargoes in excess of 25850 N/m
2
(2636 kgf/m
2
, 540 lbf/ft
2
), this head is to
be increased in proportion to the added loads which will be imposed on the structure.
Elsewhere, the value of h is obtained from the appropriate equation below, where L = length of the vessel,
in m (ft), as defined in 3-1-1/3.
1.3.1 Exposed Freeboard Deck Having no Deck Below
h = 0.02L + 0.76 m
h = 0.02L + 2.5 ft
1.3.2 Exposed Freeboard Deck Having a Deck Below, Forecastle Deck, Superstructure Deck
Forward of Amidships 0.5L
h = 0.02L + 0.46 m
h = 0.02L + 1.5 ft
1.3.3 Freeboard Deck within Superstructure, any Deck Below Freeboard Deck, Superstructure
Deck Between 0.25L Forward of and 0.30L Aft of Amidships
h = 0.01L + 0.61 m
h = 0.01L + 2.0 ft
1.3.4 All Other First Tier Above Freeboard Deck Locations
h = 0.01L + 0.30 m
h = 0.01L + 1.0 ft
1.3.5 Second Tier Above Freeboard Deck; Deckhouse Top or Short Superstructure*
h = 0.01L + 0.15 m
h = 0.01L + 0.5 ft
* Where used only as weather covering, may be used as 3-2-6/1.3.6, but L need not be taken greater than
45.70 m (150 ft).
1.3.6 Third Tier Above Freeboard Deck Deckhouse Top or Short Superstructure*
h = 0.01L m
h = 0.01L ft
* Where used only as weather covering, may be used as 3-2-6/1.3.6, but L need not be taken greater than
45.70 m (150 ft).
1.5 Special Heavy Beams
Special reinforced beams are to be fitted under concentrated loads such as the ends of deckhouses, masts,
winches, auxiliary machinery, etc. Beams at the heads of web frames are to be suitably increased in strength
and stiffness.


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1.6 Deck Fittings (2007)
1.6.1 General
The strength of supporting hull structures used for mooring operations and/or normal towing
operations at bow, sides and stern are to comply with the requirements of this section.
Deck fittings for mooring and/or towing are to be located on longitudinals, beams and/or girders,
which are part of the deck construction so as to facilitate efficient distribution of the mooring
and/or towing load. The same attention is to be paid to recessed bitts, if fitted, of their structural
arrangements and strength of supporting structures.
1.6.2 Design Loads
Unless greater safe working load (SWL) of deck fittings is specified by the applicant, the minimum
design load to be used is the greater values obtained from 3-2-6/1.6.2(a) or 3-2-6/1.6.2(b), whichever
is applicable:
1.6.2(a) Mooring Operations. The minimum design load for deck fittings for mooring operations
is the applicable value obtained from 3-2-6/1.6.2(a)i) or 3-2-6/1.6.2(a)ii):
i) Mooring Line Force. 1.25 times the breaking strength of the mooring line according to
3-5-1/Table 2 for each equipment number (EN). EN is the corresponding value used for
determination of the vessels equipment. (See Note)
Notes:
1 Side projected area including maximum stacks of deck cargoes is to be taken into
account for assessment of lateral wind forces, arrangements of tug boats and selection
of mooring lines.
2 Where the tabular breaking strength exceeds 490 kN (50,000 kgf, 110,200 lbf), the
breaking strength of individual mooring line may be reduced with corresponding
increase of number of the mooring lines, provided that the total breaking load of all
lines aboard the vessel is not less than the total loads as specified in 3-5-1/Table 2.
The number of mooring lines is not less than 6 and no one line is to have a strength
less than 490 kN. (See also 3-5-1/17 and 3-5-1/19.7)
ii) Mooring Winch Force. The design load applied to supporting hull structures for winches,
etc. is to be 1.25 times the intended maximum brake holding load and, for capstans, 1.25
times the maximum hauling-in force.
1.6.2(b) Towing Operations. The minimum design load for deck fittings for towing operations is
the applicable value obtained from 3-2-6/1.6.2(b)i or 3-2-6/1.6.2(b)ii):
i) Normal towing operations (e.g., harbor/maneuvering). 1.25 times the intended maximum
towing load (e.g., static bollard pull) as indicated on the towing and mooring arrangements
plan.
ii) Other towing service (e.g., escort). The nominal breaking strength of the tow line according
to the 3-5-1/Table 2 for each equipment number (EN). EN is the corresponding value
used for determination of the vessels equipment. (See Note)
Note: Side projected area including maximum stacks of deck cargoes is to be taken into account for
assessment of lateral wind forces, arrangements of tug boats and selection of mooring lines.
1.6.2(c) Application of Design Loads. The design load is to be applied through the mooring line
or tow line, whichever is applicable, according to the arrangement shown on the mooring and
towing arrangements plan.
The method of application of the design load to the supporting hull structures is to be taken into
account such that the total load need not be more than twice the design load specified in
3-2-6/1.6.2(b) above, i.e., no more than one turn of one line (see 3-2-6/Figure 1 below).


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FIGURE 1
Application of Design Loads (2007)
Fitting
Design Load on Line
D
e
s
i
g
n

L
o
a
d

o
n

L
i
n
e
D
e
s
i
g
n

L
o
a
d

o
n

F
i
t
t
i
n
g
(
N
o
t

m
o
r
e

t
h
a
n

2

t
i
m
e
s
d
e
s
i
g
n

l
o
a
d

o
n

l
i
n
e
)

When a specific SWL is applied for a deck fitting at the request of the applicant, by which the
design load will be greater than the above minimum values, the strength of the supporting hull
structures is to be designed using this specific design load.
1.6.3 Supporting Structures
1.6.3(a) Arrangement. The reinforced structural members (e.g., carling) are to be arranged
beneath the deck where deck fittings are located and effectively distribute the loads from deck
fittings for any variation of direction (horizontally and vertically).
1.6.3(b) Line Forces. The acting point of the mooring and/or towing force on deck fittings is to
be taken at the attachment point of a mooring line or a towing line, as applicable.
1.6.3(c) Allowable Stresses. Allowable stresses under the design load conditions as specified in
3-2-6/1.6.2 are as follows:
Normal stress: 100% of the specified minimum yield point of the material;
Shearing stress: 60% of the specified minimum yield point of the material;
No stress concentration factors being taken into account. Normal stress is the sum of bending stress
and axial stress with the corresponding shearing stress acting perpendicular to the normal stress.
1.6.4 Scantlings
1.6.4(a) Net Scantlings. The net minimum scantlings of the supporting hull structure are to
comply with the requirements given in 3-2-6/1.6.3. The net thicknesses, t
net
, are the member
thicknesses necessary to obtain the above required minimum net scantlings. The required gross
thicknesses are obtained by adding the total corrosion additions, t
c
, given in 3-2-6/1.6.4(b), to t
net
.
1.6.4(b) Corrosion Addition. The total corrosion addition, t
c
, in mm (in.), for both sides of the
hull supporting structure is not to be less than the following values:
Ships covered by Common Structural Rules (CSR) for bulk carriers and CSR for double hull
oil tankers: Total corrosion additions defined in these Rules
Other ships: 2.0 (0.08)


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1.7 Container Loading
Where it is intended to carry containers, the exact locations of the container pads and the maximum total
static load on the pads are to be indicated on the plans. Where the pads are not in line with the supporting
structures, headers are to be provided to transmit the loads to these members.
Each member intended to support containers is to have a section modulus, SM, in cm
3
(in
3
), not less than
that obtained from the following equation:
SM = M/f
where
M = maximum bending moment due to maximum static container loading in kN-cm
(kgf-cm, Ltf-in)
f = permissible maximum bending stress, as given in 3-2-6/Table 1.
In determining the maximum bending moment, members may be considered fixed-ended, provided the
member is continuous over the adjacent spans or is effectively attached to a bulkhead stiffener or frame or
has suitable end connections. Where this is not the case, the member is to be considered simply-supported.
Where weather deck containers are supported by pedestals, the section modulus required by 3-2-6/1.3, with
h equal to the distance between the deck and the underside of the container, but not greater than 50% of the
value given in 3-2-1/1.3.1 through 3-2-1/1.3.6, is to be added to the above required section modulus.

TABLE 1
Values of f
kN/cm
2
kgf/cm
2
Ltf/in
2

Effective longitudinal members 12.36 1262 8
Transverse members and longitudinal members
inside the line of openings
13.90 1420 9

The net sectional area of the web of the member in cm
2
(in
2
), including effective brackets, where
applicable, is to be not less than that obtained from the following equation:
A = F/q
where
F = shearing force at the point under consideration, kN (kgf, Ltf)
q = allowable average shear stress in the web, not to exceed 10.35 kN/cm
2

(1057 kgf/cm
2
, 6.7 Ltf/in
2
)

3 Deck Girders and Deck Transverses
3.1 General
Girders and transverses are to be fitted as required to support beams and longitudinals. Additional girders
are to be fitted as required under masts, king posts, deck machinery or other heavy concentrated loads.
3.3 Deck Girders and Transverses Clear of Tanks
Section modulus, SM, of each longitudinal deck girder and deck transverse clear of tanks is not to be less
than that obtained from the following equation:
SM = 7.8cbh
2
cm
3

SM = 0.0041cbh
2
in
3


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where
c = 0.60
b = mean breadth of area of deck supported (for girders), or spacing of deck transverses
(for transverses), in m (ft)
h = height, in m (ft), as required by 3-2-6/1.3 for the beams supported
= unsupported span, in m (ft). Where brackets are fitted at bulkhead supports, in
3.5 Proportions
The minimum depth of a deck girder or transverse supporting member is to be 58.3 mm (0.7 in.), where
is as defined in 3-2-6/3.3; the depth is also not to be less than 2.5 times the cutout for the beam or
longitudinal unless effective compensation is provided for the cutouts. The minimum thickness is to be 1
mm per 100 millimeters (0.01 in. per inch) of depth plus 4 mm (0.16 in.).
Tripping brackets are to be fitted on girders and transverses at a spacing of about 3 m (10 ft). Stiffeners are
to be fitted as may be required.
3.9 Deck Girders and Transverses in Tanks
The requirements for deck girders or transverse supporting members in tanks may be obtained in the same
manner as given in 3-2-6/3.3, 3-2-6/3.5 and 3-2-6/3.7, except that c is equal to 0.915. The minimum depth
of a girder or transverse supporting member is to be 83.3 mm (1.0 in.), where is as defined in 3-2-6/3.3.
3.11 Hatch Side Girders
Scantlings for hatch side girders supporting athwartship shifting beams or supporting hatch covers are to
be obtained in the same manner as deck girders (3-2-6/3.3 and 3-2-6/3.9). 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. The structure on which the hatch covers
are seated is to be effectively supported.
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 cm
3
(in
3
), 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 3-2-6/3.3. 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 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.
3.13 Container Loading
Where it is intended to carry containers, the structure is to comply with 3-2-6/1.7.
3.15 End Attachments
The ends of deck girders and transverses are to be effectively attached by welding.


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3.17 Hatch-end Beams
Each hatch-end beam, similar to that shown in 3-2-6/Figure 2, which is supported by a centerline pillar
without a pillar at the corner of the hatchway, is to have a section modulus, SM, not less than that obtained
from the following equations:
3.17.1 Where Deck Hatch-side Girders are Fitted Fore and Aft Beyond the Hatchways
SM = K(AB + CD)h cm
3

SM = 0.000527K(AB + CD)h in
3

3.17.2 Where Girders are not Fitted on the Line of the Hatch Side Beyond the Hatchway
SM = KABh cm
3

SM = 0.000527KABh in
3

where
A = length of the hatchway, in m (ft)
B = distance from the centerline to the midpoint between the hatch side and the
line of the toes of the beam knees, in m (ft)
C = distance 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, in m (ft). Where no girder is fitted on the centerline beyond the
hatchway, C is equal to B
D = distance from the hatch-end beam to the adjacent hold bulkhead, in m (ft)
h = height for the beams of the deck under consideration, as given in 3-2-6/1.3,
in m (ft)
= distance from the toe of the beam knee to the centerline plus 0.305 m (1 ft),
in m (ft)
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
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 centerline; in such cases, it is recommended that athwartships brackets be fitted above
deck at the ends of the hatch-end coaming.
Brackets at the end of hatch-end beams are to be generally as described in 3-1-2/5.5. Where brackets are
not fitted, the length, , 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.


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FIGURE 2
Hatch-end Beams
A
D
B
N
C
F
305 mm (1 ft)
305 mm (1 ft)
C
L
Center Support
Girder
Mid-distance between
girder and knee
Mid-distance between
supports
C
L

5 Stanchions and Pillars
5.1 General
Supports under pillars are to be sufficient strength to distribute the loads effectively. Tween-deck pillars
are to be arranged directly above those below, or effective means are to be provided for transmitting their
loads to supports below. Tripping brackets are to be fitted on members in way of pillars, both when the
pillar is over and under the member.
5.3 Permissible Load
The permissible load a pillar can carry is to be equal to or greater than the pillar load, W, as determined in
3-2-6/5.5. The permissible load may be obtained from the following equation:
W
a
= (k n/r)A
where
W
a
= load, in kN (tf, Ltf)
k = 12.09 (1.232, 7.83)
n = 0.0444 (0.00452, 0.345)


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= unsupported length of the pillar, in cm (ft)
r = least radius of gyration of pillar, in cm (in.)
A = area of pillar, in cm
2
(in
2
)
5.5 Calculated Load
The load on a pillar is to be obtained from the following equation:
W = nbhs
where
W = load, in kN (tf, Ltf)
n = 7.04 (0.715, 0.02)
b = mean breadth, in m (ft), of area supported
h = height, in m (ft), above the deck supported, as defined below
s = mean length, in m (ft), of area supported
For a pillar below an exposed deck on which cargo is carried, h is the distance from the deck supported to a
point 3.66 m (12 ft) above the exposed deck. Where it is intended to carry deck cargoes in excess of 2636
kilograms per square meter (540 pounds per square foot), this head is to be increased in proportion to the
added loads which will be imposed on the structure.
For a pillar below the freeboard deck, h is to be measured to a point not less than 0.02L + 0.76 m (0.02L + 2.5 ft)
above the freeboard deck.
For a pillar below the superstructure deck, h is to be measured to a point not less than 0.02L + 0.46 m
(0.02L + 1.5 ft) above the superstructure deck.
The height, h, for any pillar is not to be less than the given height in 3-2-6/1.3 for the beams at the top of
the pillar plus the sum of the heights given in the same paragraphs for the beams of all complete cargo
decks and one-half the heights given for all partial superstructure decks above.
L is the length of vessel, in m (ft), as defined in 3-1-1/3.
5.7 Stanchions in Double Bottoms and Under Tank Tops
Stanchions in double bottoms and under the tops of deep tanks are to be solid in cross section. Stanchions
under the tops of deep tanks are not to be less than required by 3-2-6/5.3 and 3-2-6/5.5, nor are they to
have less section area than cW cm
2
(in
2
) where W is to be obtained from the following equation:
W = nbhs
where
W = load, in kN (tf, Ltf)
n = 10.5 (1.07, 0.03)
b = breadth, in m (ft), of the area of the top of the tank supported by the stanchion
h = height, in m (ft), as required by 3-2-6/1.3, for the tank-top beams
s = length, in m (ft), of the area of the top of the tank supported by the stanchion
c = 0.1035 (1.015, 0.16)
5.9 Bulkheads
Bulkheads supporting girders or bulkheads fitted in lieu of girders are to be stiffened to provide supports
not less effective than required for pillars.


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5.11 Attachments
Wide-spaced tubular or solid pillars are to bear solidly at head and heel and are to be attached by welding,
properly proportioned to 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.
7.1 General
In general, applications of higher-strength materials for deck beams, girders and transverses are to meet the
requirements of this section, but may be modified as permitted by the following paragraph.
Calculations are to be submitted to show adequate provision against buckling. Longitudinal members are
to be of essentially the same material as the plating they support.
7.3 Beams, Girders and Transverses of Higher-strength Materials
Each beam, girder and transverse of higher-strength material, in association with the higher-strength plating
to which it is attached, is generally to comply with the requirements of the appropriate preceding paragraphs
of this section and is to have a section modulus, SM
hts
, not less than obtained from the following equation:
SM
hts
= SM(Q)
where
SM = required section modulus in ordinary-strength material, as determined elsewhere in
this section.

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PART S e c t i o n 7 : Wa t e r t i g h t B u l k h e a d s a n d D o o r s
3
SECT I ON 7 Watertight Bulkheads and Doors
1 General
All vessels having lengths, L, equal to or exceeding 15 m (50 ft) are to be provided with watertight bulkheads
in accordance with this section. The plans submitted are to clearly show the location and extent of each
watertight bulkhead. Watertight bulkheads constructed in accordance with the Rules will be recorded in the
Record as WT (watertight), the symbols being prefixed in each case by the number of such bulkheads.
1.1 Openings and Penetrations (2006)
The number of openings in watertight subdivisions is to be kept to a minimum, compatible with the design
and proper working of the vessel. Where penetrations of watertight bulkheads and internal deck are necessary
for access, piping, ventilation, electrical cables, etc., arrangements are to be made to maintain the watertight
integrity. Relaxation in the watertightness of openings above the freeboard deck may be considered, provided
it is demonstrated that any progressive flooding can be easily controlled and that the safety of the vessel is
not impaired.
Ventilation penetrations through watertight subdivision bulkheads are to be avoided. Where penetrations
are unavoidable, the ventilation ducting is to satisfy watertight bulkhead requirements or watertight closing
appliances are to be installed at the bulkhead penetrations. For ventilation penetrations below the bulkhead
deck or below damage equilibrium waterlines, the closing appliances are to be operable from the bridge.
Otherwise, local, manual controls may be provided.
3 Arrangement of Watertight Bulkheads
3.1 Collision Bulkheads
3.1.1 General
A collision bulkhead is to be fitted on all vessels. It is to be intact, that is, without openings,
except as permitted in 4-4-1/9.11. It is to extend, preferably in one plane, to the freeboard 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 bulkheads below,
provided the location of the extension meets the following requirements and the part of the deck
which forms the step is made effectively weathertight.
On vessels with bow-doors, that part of their sloping loading ramps that form part of the extension
of a collision bulkhead and are more than 2.3 m (7.5 ft) above the freeboard deck may extend
forward of the limit below.
Collision bulkhead requirements for passenger vessels are as indicated in Part 5C, Chapter 7 of the
Steel Vessel Rules.
3.1.2 Location (1 July 2010)
The collision bulkhead is to be located at any point not less than 0.05L
f
abaft the reference point.
At no point on vessels having 500 or more gross tonnage, except as specially permitted, is it to be
further than 0.08L
f
or 0.05L
f
+ 3 m (9.84 ft), whichever is greater, from the reference point.

Section 7 Watertight Bulkheads and Doors 3-2-7

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3.1.3 Reference Point
The reference point in determining the location of the collision bulkhead is the forward end of L
f,

except that in the case of vessels having any part of the underwater body, such as the bulbous bow,
extending forward of the forward end of L
f
, the required distances are to be measured from a
reference point located a distance forward of the forward end of L
f
. This distance, x, is the lesser of
the following (see 3-2-7/Figure 1):
i) Half the distance between the forward end of L
f
and the extreme forward end of the
extension, p/2 or
ii) 0.015L
f

iii) 3 m (9.84 ft)
where L
f
is as defined in 3-1-1/3.3.
The forward end of L
f
is to coincide with the fore side of the stem on the waterline at which L
f
is
measured.

FIGURE 1
Reference Point of Vessels with Bulbous Bow
FP
p
x
R.P.
x = p/2
0.015L
r
or
3m (9.84 ft)
whichever is least

3.3 Engine Room
The engine room is to be enclosed by watertight bulkheads extending to the freeboard deck.
3.5 Chain Lockers (2012)
For vessels with freeboard length, L
f
, (as defined in 3-1-1/3.3) greater than 24 meters (79 feet), chain
lockers and chain pipes are to be made watertight up to the weather deck. 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 nor in successive flooding into other spaces. Bulkheads between
separate chain lockers not forming a part of subdivision bulkhead (* see 3-2-7/Figure 1A below), or
bulkheads which form a common boundary of chain lockers (see 3-2-7/Figure 1B below), need not be
watertight.
Where means of access into chain lockers are provided, they are to be closed by a substantial cover secured
by closely spaced bolts. Doors are not permitted.
Where a means of access to chain lockers is located below the weather deck, the access cover and its securing
arrangements are to be in accordance with recognized standards (such as ISO 5894-1999), or equivalent for
watertight manhole covers. Butterfly nuts and/or hinged bolts are prohibited as the securing mechanism for
the access cover.


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For closure of chain pipes, see 3-2-12/23.7.
The arrangements on vessels that are not subject to the International Convention on Load Lines or its
Protocol may be specially considered.

FIGURE 1A (2007) FIGURE 1B (2007)

3.7 Hold Bulkheads (1 July 1998)
In addition to the above required bulkheads, for vessels of applicable type and size, the number and arrangement
of hold bulkheads are to satisfy the subdivision and damage requirements in 3-3-1/3.3. Review procedures
for this requirement are indicated in 3-3-1/5.
5 Construction of Watertight Bulkheads
5.1 Plating (1998)
Watertight bulkhead plating thickness is to be obtained from the following equation:
t = sk qh /c + 1.5 mm but not less than 6 mm or s/200 + 2.5 mm, whichever is greater
t = sk qh /c + 0.06 in. but not less than 0.24 in. or s/200 + 0.10 in., whichever is greater
where
s = spacing of stiffeners, in mm (in.)
k = (3.075 2.077)/( + 0.272) (1 2)
= 1.0 ( > 2)
= aspect ratio of the panel (longer edge/shorter edge)
q = 235/Y N/mm
2
(24/Y kgf/mm
2
, 34,000/Y psi)
Y = specified minimum yield point or yield strength, in N/mm
2
(kgf/mm
2
, psi), as defined
in 2-1-1/13, for the higher strength material or 72% of the specified minimum tensile
strength, whichever is less
h = distance from the lower edge of the plate to the deepest equilibrium waterline in the
one compartment damaged condition, in m (ft)
For passenger vessels, h is to be taken as not less than the distance to the margin
line.
For cargo vessels, h is to be not less than the distance to the bulkhead deck at
center unless a deck lower than the uppermost continuous deck is designated as
the freeboard deck, as allowed in 3-1-1/13.1, in which case, h is to be not less
than the distance to the designated freeboard deck at center.


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c = 254 (460) for collision bulkhead
= 290 (525) for other watertight bulkheads
For vessels under 30.5 m (100 ft) in length, the following deductions may be made to the thicknesses obtained
from the above equation for mild steel only.
L
meters
Deduction
mm
L
feet
Deduction
in.
24.40 to 30.50 0.25 80 to 100 0.01
21.35 to 24.40 0.50 70 to 80 0.02
18.30 to 21.35 0.75 60 to 70 0.03
Under 18.30 1.00 Under 60 0.04

In general, main non-tight transverse strength bulkhead plating is to be similar to that required for watertight
bulkheads. Other non-tight strength bulkheads plating is to be not less than s/150, or 4 mm (0.16 in.),
whichever is greater. The section modulus of non-watertight bulkhead stiffeners is to be not less than one-
half of that required by 3-2-7/5.3.
5.3 Stiffeners (1998)
The section modulus, SM of each bulkhead stiffener, in association with the plating to which it is attached,
is to be not less than that obtained from the following equation:
SM = 7.8chs
2
cm
3

SM = 0.0041chs
2
in
3

where
c = 0.30 for a stiffener with effective brackets at both ends of its span. An effective
bracket for the application of this value of c is to have scantlings not less than
shown in 3-1-2/Table 3 and is to extend onto the stiffener for a distance at
least one-eighth of the length, , of the stiffener.
= 0.43 for a stiffener with an effective bracket at one end and a clip connection or
horizontal girder at the other end. An effective bracket for the application of
this value of c is to have scantlings not less than shown in 3-1-2/Table 3 and
is to extend onto the stiffener for a distance at least one-eighth of the length,
, of the stiffener.
= 0.56 for a stiffener with clip connections at both ends or a clip connection at one
end and a horizontal girder at the other end.
= 0.60 for a stiffener between horizontal girders or for a stiffener with no end
attachments.
h = distance from the middle of to the deepest equilibrium waterline in the one
compartment damaged condition, in m (ft)
line.
For cargo vessels, h is to be taken as not less than the distance to the bulkhead
deck at center unless a deck lower than the uppermost continuous deck is designated
as the freeboard deck, as allowed in 3-1-1/13.1, in which case, h is to be not less
For all vessels, where this distance is less than 6.10 m (20 ft), h is to be taken as
0.8 times the distance plus 1.22 m (4 ft).
s = spacing of stiffeners, in m (ft)
= distance, in m (ft), between the heels of the end attachments. Where horizontal girders
are fitted, is the distance from the heel of the end attachment to the first girder, or
the distance between the horizontal girders.


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In vessels under 46 meters (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 meters or in feet from the middle of to the bulkhead
deck at center in every case. For vessels between 46 and 65.5 meters (150 and 215 feet), intermediate values
for c may be obtained by interpolation.
The section modulus of stiffeners on collision bulkheads is to be increased by 25% over the section modulus
of stiffeners on ordinary watertight bulkheads.
5.5 Girders and Webs (1998)
Each horizontal girder or vertical web supporting bulkhead stiffeners is to have a section modulus, SM, not
SM = 4.74chs
2
cm
3

SM = 0.0025chs
2
in
3

where
c = 1.0
h = vertical distance, in m (ft), to the deepest equilibrium waterline in the one compartment
damaged condition from the middle of s in the case of a horizontal girder or from the
middle of in the case of a vertical web.
line.
For cargo vessels, h is to be not less than the distance to the bulkhead deck at
center unless a deck lower than the uppermost continuous deck is designated as
the freeboard deck, as allowed in 3-1-1/13.1, in which case, h is to be not less
For all vessels, where this distance is less than 6.10 m (20 ft), h is to be taken as
0.8 times the distance plus 1.22 m (4 ft).
s = sum of half lengths, in m (ft), (on each side of the girder or web) of the stiffeners
supported by the girder or web
= unsupported span of girder or web, in m (ft). Where brackets are fitted in accordance
with 3-1-2/5.5, the length, , may be measured as permitted therein.
The required section modulus of girders or webs on collision bulkheads are to be increased by 25% over
the required section modulus of girders or webs on ordinary bulkheads. The depth of a girder or web is not
to be less than twice the depth of the cutout unless effective compensation is provided for stiffener cutouts.
Tripping brackets are to be fitted at intervals of about 3 m (10 ft), and stiffeners are to be fitted as may be
required.
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.
5.7 Corrugated Bulkheads
5.7.1 Plating
The plating of corrugated bulkheads is to be of the thickness required by 3-2-7/5.1 with the
following modification. The spacing to be used is the greater of dimensions a or c, as indicated in
3-2-7/Figure 2. The angle is to be 45 degrees or more.
5.7.2 Stiffeners
The section modulus, SM, for a corrugated bulkhead is to be not less than that obtained from the
following equation:
SM = 7.8chs
2
cm
3

SM = 0.0041chs
2
in
3


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where
= distance between supporting members, in m (ft)
s = a + b, where a and b are as defined in 3-2-7/Figure 2, in m (ft)
c = 0.56
h = as defined in 3-2-7/5.3
The developed section modulus, SM, may be obtained from the following equation, where a, t, and
d are as indicated in 3-2-7/Figure 2.
SM = td
2
/6 + (adt/2)

FIGURE 2
Corrugated Bulkhead
t
d
c
b a b

5.7.3 End Connections
The structural arrangements and size of welding at the ends of corrugations are to be designed to
develop the required strength of corrugation stiffeners. Joints within 10% of the depth of
corrugation from the outer surface of corrugation, d
1
, are to have double continuous welds with
fillet size, w, not less than 0.7 times the thickness of the bulkhead plating or penetration welds of
equal strength (3-2-7/Figure 3). See also 3-2-16/3.

FIGURE 3
Corrugated Bulkhead End Connections
0.7t
0.1d
1
t
d
1


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7 Watertight Doors
7.1 Vessels Requiring Subdivision and Damage Stability
7.1.1 Doors Used While at Sea (2002)
Doors which are used while at sea are to be sliding watertight doors capable of being remotely
closed from the bridge and are also to be operable locally from each side of the bulkhead.
Indicators are to be provided at the control position showing whether the doors are open or closed,
and an audible alarm is to be provided which is to sound whenever the door is closed remotely by
power. The power-operated doors, control systems and indicators are to be functional in the event
of main power failure. Particular attention is to be paid to minimize the effect of control system
failure. Each power-operated sliding watertight door is to be provided with an individual hand-
operated mechanism. It is to be possible to open and close the door by hand at the door itself from
each side. For vessels less than 80 m (262.4 ft) in length (L
f
as defined in 3-1-1/3.3), hinged quick-
acting doors, operable from both sides of the door, are permitted above a deck, the molded line of
which at its lowest point at side, is at least 2.14 m (7 ft) above the deepest load line. Hinged quick-
acting doors, operable from both sides, are also permitted for vessels less than 80 m (262.4 ft) in
length, L
f
, in way of inboard compartments that are not within the assumed extent of damage that
may be applicable to the vessel.
7.1.2 Access Doors Normally Closed at Sea
Access doors and access hatch covers normally closed at sea may be substantially constructed
hinged type, fitted with gaskets and dogs, spaced and designed to ensure that the opening may be
closed thoroughly watertight. These closing appliances are to be provided with means of
indicating locally and on the bridge whether they are open or closed. A notice is to be affixed to
each closing appliance to the effect that it is not to be left open.
7.1.3 Doors or Ramps Dividing Large Cargo Spaces
Watertight doors or ramps of satisfactory construction may be fitted to internally subdivide large
cargo spaces, provided it is demonstrated to ABS that such doors or ramps are essential.
These doors or ramps may be hinged, rolling, or sliding doors or ramps, but are not to be remotely
controlled. Such doors or ramps may be approved on condition that they be closed by the shipboard
personnel before the voyage commences and kept closed during navigation and that the time of
opening such doors or ramps in port and of closing them before the vessel leaves port is to be
entered in the log book.
Doors or ramps accessible during the voyage are to be fitted with a device which prevents
unauthorized opening.
7.1.4 Other Openings Closed at Sea
Closing appliances which are kept permanently closed at sea to ensure the watertight integrity of
internal openings in watertight bulkheads and decks and are not fitted with a device which prevents
unauthorized opening are to be provided with a notice affixed to each such closing appliance to the
effect that it is to be kept closed. Manholes fitted with closely bolted covers need not be so marked.
7.3 Other Vessels
Watertight doors may be installed in all watertight bulkheads, except collision bulkheads.
7.5 Construction
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. Sliding doors are to be carefully fitted to the frames and are to be tested
at the makers works.
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.


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9 Testing
Requirements for testing are contained in Section 3-7-1.

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PART S e c t i o n 8 : D e e p T a n k s
3
SECT I ON 8 Deep Tanks
1 General Arrangement
The arrangement of all deep tanks, their intended service, and the heights of the overflow pipes are to be
clearly indicated on the drawings submitted for approval. Tanks forward of the collision bulkhead are not
to be arranged for the carriage of oil or other flammable or combustible substances.
3 Construction
Boundary bulkheads and tight divisions of all deep tanks are to be constructed in accordance with the
requirements of this section where they exceed those of Section 3-2-7. Where the specific gravity of the
liquid exceeds 1.05, the design head, h, in this section is to be increased by the ratio of the specific gravity
of 1.05.
5 Construction of Deep-tank Bulkheads
5.1 Plating
The minimum thickness of deep-tank boundary bulkheads and tight divisions is to be obtained from the
following equation:
t = (sk qh /254) + 2.5 mm but not less than 6.5 mm or s/150 + 2.5 mm, whichever is greater
t = (sk qh /460) + 0.10 in. but not less than 0.25 in. or s/150 + 0.10 in., whichever is greater
where
s = stiffener spacing, in mm (in.)
k = (3.075 2.077)/( + 0.272) (1 2)
= 1.0 ( > 2)
= aspect ratio of the panel (longer edge/shorter edge)
q = 235/Y N/mm
2
(24/Y kgf/mm
2
, 34,000/Y psi)
Y = as defined in 3-2-7/5.1
h = the greatest of the following distances, in m (ft), from the lower edge of the plate to:
A point located at two-thirds of the distance to the bulkhead or freeboard deck, or
A point located at two-thirds the distance from the top of the tank to the top of
the overflow, or
The load line, or
A point located above the top of the tank, not less than the greater of the following:
0.01L + 0.15 m (0.5 ft), where L is as defined in 3-1-1/3, or 0.46 m (1.5 ft)

Section 8 Deep Tanks 3-2-8

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5.3 Stiffeners
The section modulus, SM, of each deep-tank stiffener, in association with the plating to which it is attached,
is not to be less than that obtained from the following equation:
SM = 7.8chs
2
cm
3

SM = 0.0041chs
2
in
3

where
c = 0.594 for stiffeners having effective bracket attachments at both ends. An effective
bracket for the application of this value of c is to have scantlings not less
than shown in 3-1-2/Table 2 and is to extend onto the stiffener for a distance
at least one-eighth of the length, , of the stiffener.
= 0.747 for stiffeners having an effective bracket attachment at one end and a clip
connection or horizontal girder at the other end. An effective bracket for the
application of this value of c is to have scantlings not less than shown in
3-1-2/Table 2 and is to extend onto the stiffener for a distance at least one-
eighth of the length, , of the stiffener.
= 0.90 for stiffeners having clip connections at both ends or having such
attachments at one end and horizontal girders at the other end.
= 1.00 for stiffeners having horizontal girders at both ends.
= the distance, in m (ft), between the heels of the end attachments. Where horizontal
girders are fitted, is the distance from the heel of the end attachment to the first
girder or the distance between the horizontal girders.
s = stiffener spacing, in m (ft)
h = the greatest of the following distances, in m (ft), from the middle of to:
A point located at two-thirds of the distance from the middle of to the bulkhead
or freeboard deck, or
A point located at two-thirds of the distance from the top of the tank to the top of
the overflow, or
The load line, or
A point located above the top of the tank, not less than the greater of the
following:
0.01L + 0.15 m (0.5 ft), where L is the length of a vessel as defined in 3-1-1/3, or
0.46 m (1.5 ft)
5.5 Corrugated Bulkheads
Where corrugated bulkheads are used as deep-tank boundaries, the scantlings may be developed from
3-2-7/5.7. The plating thickness, t, and value of SM are to be as required by 3-2-8/5.1 and 3-2-8/5.3,
respectively, with c = 0.90.
5.7 Girders and Webs
Horizontal girders or vertical webs supporting bulkhead stiffeners in deep tanks are to have a section
modulus as required by this paragraph. Girders or webs supporting frames or beams in deep tanks are to have
section modulus as required by Sections 3-2-5 and 3-2-6, respectively, or as required by this paragraph,
whichever is the greater. The section modulus, SM, of each girder or web is not to be less than that
SM = 4.74chs
2
cm
3

SM = 0.0025chs
2
in
3

Section 8 Deep Tanks 3-2-8

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where
c = 1.5
h = vertical distance, in m (ft), from the middle of s in the case of a girder or from the
middle of in the case of a web to the same heights to which h for the stiffeners is
measured (see 3-2-8/5.3)
s = sum of half lengths, in m (ft) (on each side of the girder or web), of the frames or
stiffeners supported by the girder or web.
= unsupported length of girder or web, in m (ft). Where brackets are fitted in
The depth of a girder or web is not to be less than 2.5 times the depth of the cutout unless effective
compensation is provided for stiffener cutouts. The thickness is to be not less than 1 mm per 100
millimeters (0.01 inch per inch) of depth plus 3 mm (0.12 in.). Tripping brackets are to be fitted at intervals
of about 3 m (10 ft) and stiffeners are to be fitted as may be required.
7 Tank Top Plating
Tops of tanks are to have plating 1 mm (0.04 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 Section 3-2-6.
9.1 General
In general, applications of higher-strength materials for deep-tank plating are to meet the requirements of
this section, but may be modified as permitted by the following paragraphs. Calculations are to be submitted
to show adequate provision to resist buckling.
9.3 Plating
Deep-tank plating of higher-strength material is to be of not less thickness than that obtained by 3-2-8/5.1.
9.5 Stiffeners
Each stiffener of higher-strength material, in association with the higher-strength plating to which it is
attached, is to have section modulus, SM
hts
, not less than that obtained from the following equation:
SM
hts
= 7.8chs
2
Q cm
3

SM
hts
= 0.0041chs
2
Q in
3

c, h, s and are as defined in 3-2-8/5.3 and Q is as defined in 3-2-1/7.5.
11 Drainage and Air Escape (2011)
Limber and air holes are to be cut, as required, in non-tight parts of the tanks to permit the free flow of
liquids to the suction pipes and the escape of air to the vents. Vent pipes are to be arranged to prevent over
pressuring of tanks. (See 4-4-3/9.1) Arrangements are to be made for draining the tops of the tanks.
13 Testing
Requirements for testing are contained in Section 3-7-1.

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PART S e c t i o n 9 : S u p e r s t r u c t u r e s a n d D e c k h o u s e s
3
SECT I ON 9 Superstructures and Deckhouses
1 Superstructure Scantlings
1.1 Side and Top Plating
The thickness of superstructure side plating is to be not less than that obtained from the requirements of
3-2-2/5. The thickness is also not to be less than that required by 3-2-9/3.5 for exposed aft-end bulkheads.
Superstructure top plating is to be in accordance with Section 3-2-3.
1.3 Framing and Internal Bulkheads
Superstructure side frames are to be in accordance with 3-2-5/5.3. Bulkheads, partial bulkheads or web
frames are to be fitted in the superstructure over the main hull bulkheads and elsewhere, as may be
required to give effective transverse rigidity.
1.5 Breaks in Continuity
Breaks in the continuity of superstructures are to be specially strengthened (See 3-2-2/13). The arrangements
in this area are to be clearly shown on the plans submitted for approval. Openings and changes in the scantlings
of the decks and shell are to be kept well clear of the breaks.
1.7 Structural Support
Main bulkheads in the hull are to be arranged to provide support under the ends of the superstructures.
3 Exposed Bulkheads of Superstructures and Deckhouses
3.1 General
The scantlings of the exposed bulkheads of superstructures and deckhouses are to be in accordance with
the following paragraphs, except that the requirements for house side stiffeners need not exceed the
requirements of Section 3-2-5 for the side frames directly below the deck on which the house is located.
Special consideration may be given to the bulkhead scantlings of deckhouses which do not protect openings
in the freeboard deck, superstructure deck or in the top of a lowest tier deckhouse or which do not protect
machinery casings, provided they do not contain accommodation or do not protect equipment essential to
the operation or safety of the vessel.
Superstructures or deckhouses located within the midship 0.4L that have lengths greater than 0.1L are to
have effective longitudinal scantlings to give a hull-girder section modulus through the superstructure or
deckhouse meeting the requirements for the main hull-girder. The superstructure scantlings are to be in
accordance with 3-2-9/1 and the house top and side plating of long deckhouses are to be not less than
0.009s + 0.8 mm (0.009s + 0.032 in.) where s is the spacing of the deck beams in mm (in.).
Partial bulkheads, deep webs, etc. are to be fitted at the ends and sides of large superstructures or deckhouses
to provide resistance to racking.
In general, the first or lowest tier is that located on the freeboard deck. Where the depth to the uppermost
continuous weather deck is such that the freeboard to this deck exceeds tabular freeboard by at least one
standard superstructure height, deckhouses and superstructures on this weather deck may be considered
second tier. Watertight bulkheads are to extend to this weather deck. This consideration of excess
freeboard may be followed in a similar manner to determine third tier deckhouses or superstructures.

Section 9 Superstructures and Deckhouses 3-2-9

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3.3 Stiffeners
Each stiffener, in association with the plating to which it is attached, is to have section modulus, SM, not
SM = 3.5s
2
h cm
3

SM = 0.00185s
2
h in
3

where
s = stiffener spacing, in m (ft)
= tween deck height or unsupported length, in m (ft)
h = a[(bf) y]c, design head in m (ft). For unprotected front bulkheads on the lowest tier,
h is to be taken as not less than 9.9 m (32.5 ft), and for sides and ends of first tier, h is
to be taken as not less than 3.3 m (10.8 ft). For all other bulkheads the minimum
value of h is to be not less than 1.25 + L/200 m (4.1 + L/200 ft).
a = coefficient given in 3-2-9/Table 1.
b = 1.0 +
2
2 . 0
45 . 0 ) / (
(
b
C
L x
where (x/L) 0.45
b = 1.0 + 1.5
2
2 . 0
45 . 0 ) / (
(
b
C
L x
where (x/L) > 0.45
C
b
= block coefficient at summer load waterline, based on the vessels length, L, as
defined in 3-1-1/3, not to be taken less than 0.60 nor greater than 0.80. For aft end
bulkheads forward of amidships, C
b
need not be taken as less than 0.80.
x = distance, in m (ft), between the after perpendicular and the bulkhead being considered.
Deckhouse side bulkheads are to be divided into equal parts not exceeding 0.15L in
length, and x is to be measured from the after perpendicular to the center of each part
considered.
f = (L/10)(e
L/300
) [1 (L/150)
2
] for L, in m, see also 3-2-9/Table 2
(L/10)(e
L/984
) [3.28 L/272)
2
] for L, in ft, see also 3-2-9/Table 2
y = vertical distance, in m (ft), from the summer load waterline to the midpoint of the
stiffener span.
c = (0.3 + 0.7b
1
/B
1
), but is not to be taken as less than 1.0 for exposed machinery casing
bulkheads. In no case is b
1
/B
1
to be taken as less than 0.25.
b
1
= breadth of deckhouse at position being considered, in m (ft)
B
1
= actual breadth of vessel at the freeboard deck at the position being considered, in m (ft)
Where windows are fitted in bulkheads, the spacing, s, is to be the spacing of the mullion stiffeners. The
mullion stiffeners are to extend continuously from deck to deck.


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TABLE 1
Values of a
Bulkhead Location Metric Units US Units
Unprotected front Lowest tier 2.0 + L/120 2.0 + L/393.6
Unprotected front Second tier 1.0 + L/120 1.0 + L/393.6
Unprotected front Third tiers 0.5 + L/150 0.5 + L/492
Protected front All tiers 0.5 + L/150 0.5 + L/492
Sides, All tiers 0.5 + L/150 0.5 + L/492
Aft ends, aft of amidships, All tiers 0.7 + (L/1000) 0.8x/L 0.7 + (L/3280) 0.8x/L
Aft ends, forward of amidships, All tiers 0.5 + (L/1000) 0.4x/L 0.5 + (L/3280) 0.4x/L

TABLE 2
Values of f
Intermediate values of f may be obtained by interpolation
SI and MKS Units US Units
L, m f L, ft f
24 1.24 79 4.09
40 2.57 130 8.34
60 4.07 200 13.6
80 5.41 250 17.0
90 6.00 295 19.8

3.5 Plating
The plating is to be not less in thickness than that obtained from the following equation:
t = 3s h mm
t = s h /50 in.
where
s and h are as defined in 3-2-9/3.3 above. When determining h, y is to be measured to the middle of the panel.
In no case is the thickness for bulkheads, other than the lowest tier, to be less than 5.0 mm (0.20 in.).
In addition, the thicknesses are to be not less than the following:
For the lowest tier and for deckhouses on the forecastle deck:
For front bulkheads:
t = (s/0.60)(6 + 0.02L) mm
t = (s/1.97)(0.24 + 0.00024L) in.
For side and end bulkheads:
t = (s/0.60)(5 + 0.02L) mm
t = (s/1.97)(0.20 + 0.00024L) in.
Where L is as defined in 3-2-9/3.3 and s is as defined in 3-2-9/3.3, but is not to be taken less than 0.60 m
(1.97 ft).


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3.7 End Attachments
The upper and lower ends of all lowest tier bulkheads stiffeners, of all bulkhead stiffeners of the tier on the
forecastle deck and of all unprotected front bulkhead stiffeners are to be effectively attached. The end
attachments are to be formed by end brackets, by welding the webs all around to the deck plating or by
lapping the stiffener onto the deck beam.
The ends of all transverse webs in way of girders or transverses are to be welded.
Where only the webs are welded, the flange or face bar is to be sniped not more than 30.
The webs of all the bulkhead stiffeners may be sniped, having due regard to their scantlings and the depth
of the web.
3.9 Raised-quarter-deck Bulkheads
Raised-quarter-deck bulkheads are to have plating of not less thickness than required for unprotected 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.
5 Enclosed Superstructures
5.1 Closing Appliances
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, when closed, is equivalent to the unpierced
bulkhead.
Doors for access openings into enclosed superstructures are to be of steel 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.
Portlights in the end bulkheads of enclosed superstructures are to be of substantial construction and provided
with efficient inside deadlights. Also see 3-2-14/7 and 3-2-14/9.
The location and means of the closing appliances for windows are to be in accordance with 3-2-14/9.
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. See 3-2-12/Table 1 for
required sill heights.
5.5 Means of Access
Superstructures are 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.
7 Open Superstructures
Superstructures with openings which do not fully comply with 3-2-9/5 are to be considered as open
superstructures. See also 3-2-14/5.7.


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9 Deckhouses
Deckhouses are to comply with 3-2-9/3. Bulkheads are to be arranged as necessary in the main hull to
support deckhouses.
The closing appliances for the openings in deckhouse bulkheads are to comply with 3-2-9/5.1.
Doors for access openings into deckhouses are to be of steel 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 arranged so that they can be operated from both sides of the bulkhead.
10 Aluminum Deckhouses (2002)
10.1 Scantling Correction
Where deckhouses are constructed of aluminum alloys, the required plate thickness and stiffener section
modulus, SM, are first to be determined as required for steel deckhouses, and are then to be increased by
the material factor, Q
0
, as indicated below.
For all deck and bulkhead plating and stiffeners, the required thickness and section modulus for aluminum
alloy plate and shapes are obtained from the following equations:
Deck plating:
s al
t
Q Q
t
2
) ( 9 . 0 +
=
Bulkhead plating:
t
al
= 0.9Q
0
t
s

Deck and bulkhead stiffeners:
SM
al
= 0.9Q
0
SM
s

where
t
al
= minimum thickness of aluminum plate
t
s
= required plate thickness for steel obtained from 3-2-3/3 for decks and 3-2-9/3.5 for
side and end bulkheads
SM
al
= minimum section modulus of aluminum stiffeners
SM
s
= minimum section modulus of steel stiffeners, as determined from 3-2-6/1 and 3-2-6/3
for deck stiffeners and 3.2.9/3.3 for bulkhead stiffeners
Q = material factor, as determined from 3-2-9/10.3 below
Q
0
= material factor, as determined from 3-2-9/10.3 below
10.3 Material Factors
The material factor, Q, is obtained from the following equation:
Q = 0.9 + (120/Y
al
) SI Units
Q = 0.9 + (12/Y
al
) MKS Units
Q = 0.9 + (17000/Y
al
) U.S. Units
but is not to be taken as less than Q
0
below.


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The material factor, Q
0
, is obtained from the following equation:
Q
0
= 635/(
y
+
u
) SI Units
Q
0
= 65/(
y
+
u
) MKS Units
Q
0
= 92000/(
y
+
u
) U.S. Units
Y
al

= minimum yield strength of the welded aluminum alloy under consideration at 2%
offset in a 254 mm (10 in.) gauge length, in N/mm
2
(kgf/mm
2
, psi), in accordance
with the requirements of the table below
u
= minimum ultimate strength of the welded aluminum alloy under consideration, in
N/mm
2
(kgf/mm
2
, psi), in accordance with the table below
y
= minimum yield strength of the welded aluminum alloy under consideration, in
N/mm
2
(kgf/mm
2
, psi), in accordance with the table below

Minimum Mechanical Properties for Butt-Welded Aluminum Alloys (2011)
Alloy Ultimate Tensile Strength (
u
)
N/mm
2
(kgf/mm
2
, psi)
Yield Strength (
y
)
(3)

N/mm
2
(kgf/mm
2
, psi)
5083
(1)
275 (28.1, 40000) 125 (12.7, 18000)
5086
(1)
240 (24.6, 35000) 95 (9.85, 14000)
5454
(1)
215 (21.8, 31000) 85 (8.45, 12000)
5456
(1)
290 (29.5, 42000) 130 (13.4, 19000)
6061-T6
(2)
165 (16.9, 24000) 105 (10.6, 15000)
Notes:
1 (2011) For other tempers, refer to 2-5-A1/Table 2 of the ABS Rules for Materials and Welding (Part 2)
Aluminum and Fiber Reinforced Plastics (FRP).
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 values of 3-2-9/10.3.
For other alloys, refer to Table 4 of Section 3 of the Aluminum Associations
Aluminum Construction Manual.

10.5 Attachments
Stiffeners on bulkheads are to be attached to the deck plating at their upper and lower ends by welding all
around, for which cladding metal is to be inserted between stiffeners and steel deck plate. Suitable means
are to be taken to avoid direct contact of faying surfaces of aluminum to steel.
11 Helicopter Decks
11.1 General
Helicopter landing facilities, where provided, are to meet the following structural and safety requirements.
The attention of owners, builders and designers is directed to various international and governmental
regulations and guides regarding the operational and other design requirements for helicopters landing on
ships. See also Section 1-1-5 of the ABS Rules for Conditions of Classification (Part 1) and 4-5-1/7 of
these Rules. Plans showing the arrangement, scantlings and details of the helicopter deck are to be
submitted. The arrangement plan is to show the overall size of the helicopter deck and the designated
landing area. If the arrangement provides for the securing of a helicopter or helicopters to the deck, the
predetermined position(s) selected to accommodate the secured helicopter, in addition to the locations of
deck fittings for securing the helicopter, are to be shown. The type of helicopter to be considered is to be
specified and calculations for appropriate loading conditions are to be submitted.


ABS

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11.3 Structure
Scantlings of helicopter decks and supporting structure are to be determined on the basis of the following
loading conditions, whichever is greater, in association with the allowable factors of safety shown in
3-2-9/Table 3. Plastic design considerations may be applied for deck plating and stiffeners.
11.3.1 Overall Distributed Loading
A minimum distributed loading of 2010 N/m
2
(205 kgf/m
2
, 42 lbf/ft
2
) is to be taken over the entire
helicopter deck.
11.3.2 Helicopter Landing Impact Loading
A load of not less than 75% of the helicopter maximum take-off weight is to be taken on each of
two square areas, 0.3 m 0.3 m (1 ft 1 ft). Alternatively, the manufacturers recommended wheel
impact loading will be considered. The deck is to be considered for helicopter landings at any
location within the designated landing area. The structural weight of the helicopter deck is to be
added to the helicopter impact loading when considering girders, stanchions, truss supports, etc.
Where the upper deck of the superstructure or deckhouse is used as a helicopter deck and the
spaces below are normally manned (quarters, bridge, control room, etc.), the impact loading is to
be multiplied by a factor of 1.15.
11.3.3 Stowed Helicopter Loading
If provisions are made to accommodate helicopters secured to the deck in a predetermined position,
the structure is to be considered for a local loading equal to the manufacturers recommended
wheel loadings at maximum take-off weight, multiplied by a dynamic amplification factor based
on the predicted motions of the vessel for this condition, as may be applicable for the vessel under
consideration.
In addition to the helicopter load, a uniformly distributed loading of 490 N/m
2
(50 kgf/m
2
, 10.5 lbf/ft
2
)
representing wet snow or ice is to be considered, if applicable. For the girders, stanchions, truss
supports, etc., the structural weight of the helicopter deck is also to be considered.
11.3.4 Loading due to Motions of Vessel
The structure supporting helicopter decks is to withstand the loads resulting from the motions of
the vessel.
11.3.5 Special Landing Gear
Helicopters fitted with landing gear other than wheels will be specially considered.
11.3.6 Environmental Loading
Calculations are to consider anticipated wind and wave impact loadings on helicopter decks and
their supporting structures.
11.5 Safety Net
The unprotected perimeter of the helicopter landing deck is to be provided with safety netting or equivalent.
11.7 Aluminum Decks
Aluminum may be used for helicopter decks above deckhouses provided the following conditions are
complied with:
i) There are to be no openings in the exterior bulkheads directly below the helicopter decks.
ii) All windows in the lower exterior bulkheads are to be fitted with steel shutters.


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TABLE 3
Allowable Factors of Safety Based on Y for Helicopter Decks
Y = specified minimum yield point or yield strength of the material

Plating Beams Girders, Stanchions
Truss Supports, etc.
(See Note 3)
Overall Distributed Loading 1.67
(See Note 1)
1.67 1.67
Helicopter Landing Impact Loading (See Note 2) 1.00 1.10
Stowed Helicopter Loading 1.00 1.10 1.25
Notes:
1 The minimum plate thickness, t, is generally not to be less than that obtained from the following:
Beam Spacing t Beam Spacing t
460 mm
610 mm
760 mm
4.0 mm
5.0 mm
6.0 mm
18 in.
24 in.
30 in.
0.16 in.
0.20 in.
0.24 in.

2 An allowable stress that exceeds Y may be considered, provided the rationale of the submitted analysis is
sufficiently conservative.
3 For members subjected to axial compression, the factor of safety is to be based on the yield stress or critical
buckling stress, whichever is less.

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PART S e c t i o n 1 0 : K e e l s , S t e m s , S t e r n F r a m e s , S h a f t S t r u t s a n d P r o p e l l e r N o z z l e s
3
SECT I ON 10 Keels, Stems, Stern Frames, Shaft Struts, and
Propeller Nozzles
1 Keels
1.1 Bar Keels
Bar keels are to have thicknesses and depths not less than that obtained from the following equations:
t = 0.625L + 12.5 mm t = 0.0075L + 0.50 in.
h = 1.46L + 100 mm h = 0.0175L + 4 in.
where
h = depth, in mm (in.)
L = length of vessel, in m (ft), as defined in Section 3-1-1
Thicknesses and widths other than given above are acceptable, provided the section moduli and moments
of inertia about the transverse horizontal axis are not less than given above, nor is h/t more than 4.5.
1.3 Plate Keels
The thickness of the plate keel throughout the length of the vessel is to be not less than the bottom shell
required in 3-2-2/3.3.
3 Stems
3.1 Bar Stems
Bar stems are to have thicknesses and widths not less than that obtained from the following equations:
t = 0.625L + 6.35 mm t = 0.0075L + 0.25 in.
w = 1.25L + 90 mm w = 0.015L + 3.5 in.
where
w = width, in mm (in.)
This thickness and width is to be maintained between the keel and design load waterline. Above the design
load waterline, they may be gradually reduced until the area at the head is 70% of that obtained from the
equations.
Thicknesses and widths other than given above are acceptable, provided the section moduli and moments
of inertia about the longitudinal axis are not less than above, nor w/t more than 5.5. The thickness of the
bar stem, in general, should also not be less than twice the shell thickness.

Section 10 Keels, Stems, Stern Frames, Shaft Struts, and Propeller Nozzles 3-2-10

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3.3 Cast or Forged Stems
Cast or forged stems of special shape are to be proportioned to provide strengths at least equivalent to
those of bar stems, as obtained in 3-2-10/3.1, and all joints and connections are to be at least as effective as
would be required on equivalent bar stems.
3.5 Plate Stems
Where plate stems are used, they are not to be less in thickness than the bottom shell plating required in
3-2-2/1 and 3-2-2/3, where s is the frame spacing, or 610 mm (24 in.), if greater.
5 Sternposts
5.1 Bar Sternposts
Bar sternposts without propeller bosses are to have thicknesses and widths not less than that obtained from
the following equations:
t = 0.73L + 10 mm t = 0.0088L + 0.39 in.
b = 1.283L + 87.4 mm b = 0.0154L + 3.44 in.
where
b = width, in mm (in.)
Above the bottom shell plating, sternposts may be gradually reduced until the areas at their heads are half
the areas obtained from the above equations.
Thickness or width less than given above are acceptable, provided the section modulus and moment of
inertia about the longitudinal axis are not less than those of a plate having the minimum thickness and
width given above, and with b/t not more than 4.0.
5.3 Cast, Forged, or Fabricated Sternposts
Cast, forged or fabricated sternposts of special shape are to be so proportioned as to provide strengths at least
equivalent to those of bar posts, as obtained from 3-2-10/5.1, and all joints and connections are to be at
least as effective as would be required on equivalent bar posts.
7 Stern Frames
Except as modified in 3-2-10/9, the scantlings of stern frames of single screw vessels are to be in accordance
with the following, as applicable.
7.1 Below the Boss
7.1.1 Fabricated Stern Frame
The thickness, t, width, w, and length, , are not to be less than given by the following equations:
t = 0.225 L cm t = 0.049 L in.
w = 5 L cm w = 1.09 L in.
= 4 L cm = 0.87 L in.
Widths and lengths other than given above are acceptable, provided the section modulus, SM, about
the longitudinal axis is not less than:
SM = 1.60L
1.5
cm
3
SM = 0.0164L
1.5
in
3


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2012 97
where
t = thickness of side plating, in cm (in.) (See 3-2-10/Figure 1)
w = width of stern frame, in cm (in.) (See 3-2-10/Figure 1)
= length of stern frame, in cm (in.) (See 3-2-10/Figure 1)
7.1.2 Cast Stern Frame
The thicknesses, t
1
, t
2
, width, w, and length, , are not to be less than given by the following equations:
t
1
= 0.3 L cm t
1
= 0.065 L in.
but not less than 2.5 cm (1.0 in.)
t
2
= 1.25t
1

w = 5 L cm w = 1.09 L in.
= 4 L cm = 0.87 L in.
Widths and lengths other than given above are acceptable, provided the section modulus, SM, about
the longitudinal axis is not less than:
SM = 1.60L
1.5
K
g
cm
3
SM = 0.0164L
1.5
K
g
in
3
where
t
1
= thickness of casting at end. (See 3-2-10/Figure 1)
t
2
= thickness of casting at mid-length. (See 3-2-10/Figure 1)
K
g
= material factor defined in 3-2-11/1.3
w, , L are as defined in 3-2-10/7.1.1.
The thickness in way of butt welding to shell plating may be tapered below t
1
. The length of taper
is to be at least three times the offset.
The castings are to be cored out to avoid large masses of thick material likely to contain defects
and to maintain a relatively uniform section throughout. Suitable radii are to be provided in way of
changes in section.
7.3 Above the Boss
Above the propeller boss, the scantlings are to be in accordance with 3-2-10/7.1, except that in the upper
part of the propeller aperture where the hull form is full and centerline supports are provided, the thickness
may be reduced to 80% of the requirements in 3-2-10/7.1, subject to the same minimum for cast steel stern
frames.
7.5 Secondary Members
Where round bars are used at the after edge of stern frames, their scantlings and connection details are to
be such as to facilitate welding.
Ribs or horizontal brackets of thickness not less than 0.8t or 0.8t
1

are to be provided at suitable intervals,
extended forward and attached to the adjacent floor. Where t or t
1
is reduced in accordance with 3-2-10/7.3, a
proportionate reduction in the thickness of ribs or horizontal brackets may be made.


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2012
FIGURE 1
Stern Frame
a. Fabricated
b. Cast
t
t
1
t
2
/2
w
w

9 Stern Frames with Shoepieces
The scantlings below the boss of stern frames with shoepieces are to be gradually increased to provide
strength and stiffness in proportion to those of the shoepieces.
11 Shoepieces
11.1 General
The shoepiece is to be sloped to avoid pressure from the keel blocks when docking and is to extend at least
two frame spaces forward of the forward edge of the propeller boss.
11.3 Design Stress
The equivalent stress,
e,
in the shoepiece at any section is not to exceed 115/K
g
N/mm
2
(11.7/K
g
kgf/mm
2
,
16700/K
g

psi) and is to be obtained from the following equation:
2 2
3 + =
b e
n
where
n = 1000 (1000, 2240)
K
g
= K, as defined in 3-2-11/1.3 for castings and forgings
= 1.0 for ordinary strength hull steel plate


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b

= bending stress = 0.5C
R
/Z
v

C
R
= rudder force, as defined in 3-2-11/3.
= horizontal distance between centerline of rudder stock and the particular section of
the stern frame shoe, in m (in.) (see 3-2-10/Figure 2)
Z
v
= section modulus of shoepiece about the vertical axis at the particular section under
consideration, in cm
3
(in
3
)
= shear stress = 0.5C
R
/A
s

A
s
= sectional area at the section of the shoepiece under consideration, in mm
2
(in
2
)
11.5 Minimum Scantlings
In addition, shoepiece width is to be approximately twice the depth, and vertical and horizontal section
modulus and sectional area are in no case less than required by the following equations.
Z
z
= k
z
C
R
K
g
cm
3
(in
3
)
Z
y
= 0.5Z
z

cm
3
(in
3
)
A
s
= k
a
C
R
K
g
mm
2
(in
2
)
where
Z
z
= minimum required section modulus of shoepiece about the vertical axis at the
particular section under consideration
Z
y
= minimum required section modulus of shoepiece about the transverse horizontal axis
at the particular section under consideration
A
s
= minimum required sectional area of shoepiece at the section under consideration
k
z
= 6.25 (61.3, 0.0967)
k
a

= 10.4 (102, 0.161)
C
R
, and K
g
are as defined in 3-2-10/11.3.

FIGURE 2
Shoepiece

13 Rudder Horns
Vessels that have rudder horns are to meet the requirements in 3-2-13/5 of the Steel Vessel Rules.


100 ABS

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15 Rudder Gudgeons
Rudder gudgeons are to be an integral part of the stern frame. The bearing length of the pintle is to be
between 1.0 and 1.2 times the pintle diameter, and the thickness of the pintle housing is not to be less than
25% of the pintle diameter.
17 Shaft Struts
17.1 General
Tail-shaft (propeller-shaft) struts, where provided, may be of the V or I type. The thickness of the strut
barrel or boss is to be at least one-fourth the diameter of the tail shaft. The length of the strut barrel or boss
is to be adequate to accommodate the required length of propeller-end bearings. The following equations
are for struts having streamlined cross-sectional shapes.
17.3 V Strut
17.3.1 Inertia
The moment of inertia, I
x-x
, of each strut arm is not to be less than that obtained from the following
equation:
I
x-x
= 0.0044D
4
mm
4
(in
4
)
where
D = required diameter of ABS Grade 2 tail shaft, in mm (in.) (see Section 4-3-1)
The section modulus, SM
x-x
, of each strut arm is not to be less than that obtained from the following
equation:
SM
x-x
= 0.024D
3
mm
3
(in
3
)
where
D = required diameter of ABS Grade 2 tail shaft, in mm (in.)
Where the included angle is less than 45 degrees, the foregoing scantlings are to be specially
considered.
17.5 I Strut
17.5.1 Inertia
The moment of inertia, I
x-x
, of the strut arm is not to be less than that obtained from the following
equation:
I
x-x
= 0.018D
4
mm
4
(in
4
)
where
The section modulus, SM
x-x
, of the strut is not to be less than that obtained from the following
equation:
SM
x-x
= 0.068D
3
mm
3
(in
3
)
where


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17.7 Strut Length
The length of the longer leg of a V strut or the leg of an I strut, measured from the outside perimeter of the
strut barrel or boss to the outside of the shell plating, is not to exceed 10.6 times the diameter of the tail
shaft. Where this length is exceeded, the width and thickness of the strut are to be increased, and the strut
design will be given special consideration.
19 Propeller Nozzles (2009)
19.1 Application
The requirements in this section are applicable for fixed propeller nozzles with inner diameter d of
5 meters (16.4 feet) or less. Nozzles of larger inner diameter are subject to special consideration with all
supporting documents and calculations submitted for review.
19.3 Design Pressure
The design pressure of the nozzle is to be obtained from the following:
|
|
.
|
\
|
=

p
d
A
N
c p
6
10 N/mm
2
(kgf/mm
2
, psi)
where
c = coefficient as indicated in 3-2-10/Table 1
= coefficient as indicated in 3-2-10/Table 2, but not to be taken less than 10
N = maximum shaft power, in kW (hp)
A
p
= propeller disc area
=
4
2

D , in m
2
(ft
2
)
D = propeller diameter, in m (ft)

TABLE 1
Coefficient c (2009)
Propeller Zone
(see 3-2-10/Figure 3)
c
p
d
in N/mm
2
p
d
in kgf/mm
2
p
d
in psi
2 10.0 1.02 11.62 10
3

1 & 3 5.0 0.51 5.81 10
3

4 3.5 0.36 4.067 10
3

TABLE 2
Coefficient (2009)
p
d
in N/mm
2
p
d
in kgf/mm
2
p
d
in psi

|
|
.
|
\
|

p
A
N
2
10 2 21
|
|
.
|
\
|

p
A
N
2
10 2 21
|
|
.
|
\
|

p
A
N
2
10 16 21


102 ABS

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19.5 Nozzle Cylinder
19.5.1 Shell Plate Thickness
The thickness of the nozzle shell plating, in mm (in.), is not to be less than:
t = t
o
+ t
c
, but not to be taken less than 7.5 (0.3) mm (in.)
where
t
o
= thickness obtained from the following formula:
= c
n
S
p

n d
K p mm (in.)
c
n
= coefficient as indicated in 3-2-10/Table 3
S
p
= spacing of ring webs in mm (in.)
p
d
= nozzle design pressure in N/mm
2
(kgf/mm
2
, psi), as defined in 3-2-10/19.3
t
c
= corrosion allowance determined by 3-2-10/Table 4
K
n
= nozzle material factor as defined in 3-2-11/1.3

TABLE 3
Coefficient c
n
(2009)
p
d
in N/mm
2
p
d
in kgf/mm
2
p
d
in psi
c
n

1.58 10
-1
4.95 10
-1
1.32 10
-2

TABLE 4
Corrosion Allowance t
c
(2009)
Value of t
o
t
c
mm (in.)
If t
o
10.0 (0.4) 1.5 (0.06)
If t
o
> 10.0 (0.4) the lesser of b
1
, b
2

where
b
1
= 3.0 (0.12) mm (in.)
b
2
=
|
|
.
|
\
|
+ 5
/ 1
n
o
K
t
10
-1
mm or b
2
=
|
|
.
|
\
|
+ 2 . 0
/ 1
n
o
K
t
10
-1
in.

19.5.2 Internal Diaphragm Thickness
Thickness of nozzle internal ring web is not to be less than the required nozzle shell plating for
Zone 3.
19.7 Nozzle Section Modulus
The minimum requirement for nozzle section modulus is obtained from the following formula:
SM = d
2
b V
d
2
Q n cm
3
(in
3
)
where
d = nozzle inner diameter, in m (ft)
b = nozzle length, in m (ft)


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V
d
= design speed in ahead condition, in knots, as defined in 3-2-11/3.1
Q = reduction factor conditional on material type
= 1.0 for ordinary strength steel
= 0.78 for H32 strength steel
Q factor for steel having yield strength other than above is to be specially considered.
n = nozzle type coefficient taken equal to 0.7 (0.0012) for fixed nozzles

FIGURE 3
Propeller Nozzle Section View (2012)
b
d
Zone 1 Zone 2 Zone 3
Zone 4
min. (b/8)
Propeller disc
center plane

b = nozzle length
d = nozzle inner diameter
Zone 1 zone of nozzle inner skin from nozzle leading edge to the fore end of Zone 2
Zone 2 zone of nozzle inner skin in way of propeller tips with two ring webs
within the zone; the length on each side of the propeller center plane is not
to be less than
1
/
8
of the nozzle length b
Zone 3 zone of nozzle inner and outer skin covering the tail vicinity, from aft end
of Zones 2 to the aft end of Zone 4
Zone 4 zone of nozzle outer skin from the leading edge to the fore end of Zone 3

19.9 Welding Requirement
The inner and outer nozzle shell plating is to be welded to the internal stiffening ring webs with double
continuous welds as far as practicable. Plug/slot welding is prohibited for the inner shell, but may be
accepted for the outer shell plating, provided that the nozzle ring web spacing is not greater than 350 mm
(13.8 in.).


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21 Inspection of Castings
The location of radiographic or other subsurface inspections of large stern-frame and rudder-horn castings
is to be indicated on the approved plans. See applicable parts of Chapter 1 of the ABS Rules for Materials
and Welding (Part 2).

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PART S e c t i o n 1 1 : R u d d e r s a n d S t e e r i n g E q u i p m e n t
3
SECT I ON 11 Rudders and Steering Equipment (2009)
1 General
1.1 Application
Requirements specified in this section are applicable to:
i) Ordinary profile rudders described in 3-2-11/Table 1A;
ii) High-lift rudders described in 3-2-11/Table 1B;
Rudders not covered in 3-2-11/Table 1A or Table 1B are subject to special consideration, provided that all
the required calculations are prepared and submitted for review in full compliance with the requirements in
this section.
Rudders provided on Ice Classed vessels, are subject to additional requirements specified in 6-1-4/31 or
6-1-5/41 of the Steel Vessel Rules.
1.3 Rudder and Rudder Stock Materials
Rudder stocks, pintles, coupling bolts and keys are to be made from material in accordance with the
requirements of Chapter 1 of the ABS Rules for Materials and Welding (Part 2). The Surveyor need not
witness material tests for coupling bolts and keys. The surface of rudder stocks in way of exposed bearings
are to be of non-corrosive material.
Material factors of castings and forgings used for the shoepiece (K
g
), horn (K
h
), stock (K
s
), bolts (K
b
),
coupling flange (K
f
) and pintles (K
p
), and nozzles (K
n
) are to be obtained for their respective material from
the following equation.
K = (n
y
/Y)
e

where
n
y
= 235 N/mm
2
(24 kgf/mm
2
, 34000 psi)
Y = specified minimum yield strength of the material, in N/mm
2
(kgf/mm
2
, psi), but is not
to be taken as greater than 0.7U or 450 N/mm
2
(46 kgf/mm
2
, 65000 psi), whichever is
lesser
U = minimum tensile strength of material used, in N/mm
2
(kgf/mm
2
, psi)
e = 1.0 for Y 235 N/mm
2
(24 kgf/mm
2
, 34000 psi)
= 0.75 for Y > 235 N/mm
2
(24 kgf/mm
2
, 34000 psi)
1.5 Expected Torque
The torque considered necessary to operate the rudder in accordance with 4-3-3/1.9 is to be indicated on
the submitted rudder or steering gear plan. See 4-3-3/1.5 and 3-2-11/5.7.
Note that this expected torque is not the design torque for rudder scantlings.
1.7 Rudder Stops
Strong and effective structural rudder stops are to be fitted. Where adequate positive mechanical stops are
provided within the steering gear in accordance with 4-3-3/5.1, structural stops will not be required.

Section 11 Rudders and Steering Equipment 3-2-11

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3 Rudder Design Force
Rudder force, C
R
, upon which rudder scantlings are to be based, is to be obtained from equation described
either in 3-2-11/3.1 or 3-2-11/3.3 as applicable. Where for the ordinary rudders the rudder angle, , exceeds
35, the rudder force, C
R
, is to be increased by a factor of 1.74 sin ().
3.1 Rudder Blades without Cutouts
Where the rudder profile can be defined by a single quadrilateral, the rudder force is to be obtained from
C
R
= n k
R
k
c
k
AV
R
2
kN (tf, Ltf)
where
n = 0.132 (0.0135, 0.00123)
k
R
= (b
2
/A
t
+ 2)/3 but not taken more than 1.33
b = mean height of rudder area, in m (ft), as determined from 3-2-11/Figure 1
A
t
= sum of rudder blade area, A, and the area of rudder post or rudder horn within the
extension of rudder profile, in m
2
(ft
2
)
A = total projected area of rudder as illustrated in 3-2-11/Figure 1, in m
2
(ft
2
)
For steering nozzles, A is not to be taken less than 1.35 times the projected area of the
nozzle.
k
c
= coefficient depending on rudder cross section as indicated in 3-2-11/Table 1A and 1B.
For cross section differing from those in 3-2-11/Table 1A and 1B, k
c
is subject to
special consideration.
k
= coefficient as specified in 3-2-11/Table 2

V
R
= vessel speed, in knots
= for ahead condition V
R
equals V
d
or V
min
, whichever is greater
= for astern condition V
R
equals V
a
or 0.5V
d
, or 0.5V
min
, whichever is greater
V
d
= design speed in knots with the vessel running ahead at the maximum continuous rated
shaft rpm and at the summer load waterline
V
a
= maximum astern speed in knots
V
min
= (V
d
+ 20)/3
3.3 Rudder Blades with Cutouts
This paragraph applies to rudders with cutouts (semi-spade rudders), such that the whole blade area cannot
be adequately defined by a single quadrilateral. See 3-2-11/Figure 2. Equations derived in this paragraph
are based on a cutout blade with two quadrilaterals. Where more quadrilaterals are needed to define the
rudder shape, similar rules apply.
The total rudder force described in 3-2-11/3.1 is applicable for rudders with cutout(s), with A being the
summation of sub-quadrilaterals that make up the whole area of the rudder blade. Rudder force distribution
over each quadrilateral is to be obtained from the following equations:
C
R1
= C
R
A
1
/A kN (tf, Ltf)
C
R2
= C
R
A
2
/A kN (tf, Ltf)
where
C
R
and A are as defined in 3-2-11/3.1.
A
1
and A
2
are as described in 3-2-11/Figure 2.


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TABLE 1A
Coefficient k
c
for Ordinary Rudders (2009)
Profile Type
k
c

Ahead Condition Astern Condition
1
Single plate

1.0 1.0
2
NACA-OO
Gttingen

1.1 0.80
3
Flat side

1.1 0.90
4
Mixed
(e.g., HSVA)

1.21 0.90
5
Hollow

1.35 0.90

TABLE 1B
Coefficient k
c
for High-Lift/Performance Rudders (2009)
Profile Type
k
c

1
Fish tail
(e.g., Schilling high-lift
rudder)

1.4 0.8
2
Flap rudder

1.7 1.3
3
Rudder with steering nozzle

1.9 1.5


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FIGURE 1
Rudder Blade without Cutouts (2009)
x
3
+ x
2
- x
1
- x
4
2
z
3
+ z
4
- z
2
- z
1
2
b=
c=
4
3
2
1
A
f
c
A
Rudder Stock
Centerline
z (vert)
x (fwd)
b
A (see 3-2-11/3.1)
A
f
(see 3-2-11/5.3)

FIGURE 2
Rudder Blade with Cutouts (2009)
x
6
+ x
3
- x
4
- x
7
2
z
3
+ z
4
- z
2
- z
1
2
b=
c
1
=
x
2
+ x
5
- x
1
- x
7
2
c
2
=
z (vert)
x (fwd)
4
3
2 1
7 5
6
A
1f
A
2f
Rudder Stock
Centerline
C
1
b
A
1
A
1f
, A
2f
(see 3-2-11/5.5)
C
2
A
2
A
2
(see 3-2-11/3.3)
A
1
(see 3-2-11/3.3)


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5 Rudder Design Torque
5.1 General
The rudder design torque, Q
R
, for rudder scantling calculations is to be in accordance with 3-2-11/5.3 or
3-2-11/5.5 as applicable.
5.3 Rudder Blades without Cutouts
Rudder torque, Q
R
, is to be determined from the following equation for both ahead and astern conditions.
Q
R
= C
R
r kN-m (tf-m, Ltf-ft)
where
C
R

= rudder force, as calculated in 3-2-11/3
r = c( k) but not less than 0.1c for ahead condition
c = mean breadth of rudder area, as shown in 3-2-11/Figure 1, in m (ft)
k = A
f
/A
A
f
= area of rudder blade situated forward of the centerline of the rudder stock, in m
2
(ft
2
),
as shown in 3-2-11/Figure 1
A = whole rudder area as described in 3-2-11/3.1

TABLE 2
Coefficient k
(2012)
Rudder/Propeller Layout k

Rudders outside propeller jet 0.8
Rudders behind a fixed propeller nozzle 1.15
Steering nozzles and azimuthing thrusters 1.15
All others 1.0

TABLE 3
Coefficient (2009)
Rudder Position
or High-lift

Located behind a fixed
structure, such as a rudder
horn
0.25 0.55
Located where no fixed
structure forward of it
0.33 0.66
High-Lift Rudders
(see 3-2-11/Table 1B)
Special consideration
(0.40 if unknown)
Special consideration


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5.5 Rudders Blades with Cutouts
This paragraph refers to rudder blades with cutouts (semi-spade rudders) as defined in 3-2-11/3.3.
Equations derived in this paragraph are based on a cutout blade with two quadrilaterals. Where more
quadrilaterals are needed to define the rudder shape, similar rules apply.
Total rudder torque, Q
R
, in ahead and astern conditions is to be obtained from the following equation:
Q
R
= C
R1
r
1
+ C
R2
r
2
kN-m (tf-m, Ltf-ft)
but not to be taken less than Q
Rmin
in the ahead condition
where
Q
Rmin
= 0.1C
R
(A
1
c
1
+ A
2
c
2
)/A
r
1
= c
1
( k
1
) m (ft)
r
2
= c
2
( k
2
) m (ft)
c
1
, c
2
= mean breadth of partial area A
1
, A
2
, from 3-2-11/Figure 2
k
1
, k
2
= A
1f
/A
1
, A
2f
/A
2
where A
1f
, A
2f
= area of rudder blade situated forward of the centerline
of the rudder stock for each part of the rudder, as shown in 3-2-11/Figure 2
C
R
, C
R1
, C
R2
, A
1
, A
2
5.7 Trial Conditions
The above equations for Q
R
are intended for the design of rudders and should not be directly compared
with the torque expected during the trial (see 3-2-11/1.5) or the rated torque of steering gear (see
4-3-3/1.5).
7 Rudder Stocks
7.1 Upper Rudder Stocks (2012)
The upper rudder stock is that part of the rudder stock above the neck bearing or above the top pintle, as
applicable.
At the upper bearing or tiller, the upper stock diameter is not to be less than that obtained from the following
equation:
S = N
u
3
s R
K Q mm (in.)
where
N
u
= 42.0 (89.9, 2.39)
Q
R
= total rudder torque, as defined in 3-2-11/5, in kN-m (tf-m, Ltf-ft)
K
s
= material factor for upper rudder stock, as defined in 3-2-11/1.3
7.3 Lower Rudder Stocks (2012)
In determining lower rudder stock scantlings, values of rudder design force and torque calculated in 3-2-
11/3 and 3-2-11/5 are to be used. Bending moments, shear forces, as well as the reaction forces are to be
determined from 3-2-11/7.5 and 3-2-11/13.5, and are to be submitted for review. For rudders supported by
shoe pieces or rudder horns, these structures are to be included in the calculation model to account for
support of the rudder body. Guidance for calculation of these values is given in Appendix 3-2-A2.


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The lower rudder stock diameter is not to be less than that obtained from the following equation:
S
= S
6
2
) / )( 3 / 4 ( 1
R
Q M + mm (in)
where
S = upper stock required diameter from 3-2-11/7.1, in mm (in.)
M = bending moment at the section of the rudder stock considered in kN-m (tf-m, Ltf-ft)
Q
R
= rudder torque from 3-2-11/5, in kN-m (tf-m, Ltf-ft)
Above the neck bearing, a gradual transition is to be provided where there is a change in the diameter of
the rudder stock.
The equivalent stress of bending and torsion,
c
to be assessed from the aforementioned direct calculation
in the transition is not to exceed 118 /K N/mm
2
(12.0/K kgf/mm
2
, 17100/K lbs/in
2
).
c
=
2 2
3 +
b
K
where
K = material factor as defined in 3-2-11/1.3.
b
= 10.2M/
3
t
= 5.1Q
R
/
3
S
7.4 Rudder Stock Sealing (2012)
i) In rudder trunks which are open to the sea, a seal or stuffing box is to be fitted above the deepest
load waterline, to prevent water from entering the steering gear compartment and the lubricant
from being washed away from the rudder carrier.
ii) Where the top of the rudder trunk is below the deepest waterline two separate stuffing boxes are to
be provided.
7.5 Bending Moments
The bending moment on the rudder and rudder stock may be determined in accordance with Appendix 3-2-A2
or in accordance with the following equations.
7.5.1 Spade Rudders
M
n
= C
R
n
kN-m (Ltf-ft)
M
s
= C
R
A
A
1
c
kN-m (Ltf-ft)
where
M
n
= bending moment at neck bearing
M
s
= bending moment at section under consideration
n
= distance from center of neck bearing to the centroid of rudder area, m (ft)
c
= distance from section under consideration to the centroid of rudder area, A
1
,
m
2
(ft
2
)
A
1
= area below section under consideration, m
2
(ft
2
)
C
R

and A are as defined in 3-2-11/3.


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7.5.2 Balanced Rudders with Shoepiece Support
The bending moment at the neck bearing may be taken as indicated below. Bending moments at
other locations are to be determined by direct calculation and are to be submitted. See Appendix
3-2-A2 for guidance in calculating bending moments.
M
n
= NC
R
b
kN-m (Ltf-ft)
where
M
n
= bending moment at neck bearing
b
= distance between center of neck bearing and center of shoepiece pintle bearing,
m (ft)
N =
(
(
(
(
(
|
|
.
|
\
|
+ +
+
u
b
b
u
I
I
1 1
8
5 . 0
1
1
1
=
b
d
s
b
I
I
3
3

I
d
= mean moment of inertia of shoepiece about the vertical axis, cm
4
(in
4
)
s
= distance between center of shoepiece pintle bearing and the effective support
point of the shoepiece in the hull, m (ft)
I
b
= mean moment of inertia of the rudder, cm
4
(in
4
), considering a width of
rudder plating twice the athwartship dimension of the rudder and excluding
welded or bolted cover plates for access to pintles, inc.
u
= distance between center of the neck bearing and the center of the rudder
carrier bearing, m (ft)
I
u
= mean moment of inertia of rudder stock, between neck bearing and rudder
carrier bearing, cm
4
, (in
4
)
C
R
is as defined in 3-2-11/3.
9 Flange Couplings
9.1 General
Rudder flange couplings are to comply with the following requirements:
i) Couplings are to be supported by an ample body of metal worked out from the rudder stock.
ii) The smallest distance from the edge of the bolt holes to the edge of the flange is not to be less than
two-thirds of the bolt diameter.
iii) Coupling bolts are to be fitted bolts.
iv) Suitable means are to be provided for locking the nuts in place.
In addition to the above, rudder flange couplings are to meet the type-specific requirements in 3-2-11/9.3
(horizontal couplings) or 3-2-11/9.5 (vertical couplings) as applicable.


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9.3 Horizontal Couplings
9.3.1 Coupling Bolts
There are to be at least six coupling bolts in horizontal couplings, and the diameter, d
b
, of each bolt is
not to be less than that obtained by the following equation:
d
b
= 0.62 ) /(
3
s b s
nrK K d mm (in.)
where
d
s
= required rudder stock diameter, S (3-2-11/7.1 ) or S
(3-2-11/7.3) as
applicable, in way of the coupling
n = total number of bolts in the horizontal coupling
r = mean distance, in mm (in.), of the bolt axes from the center of the bolt
system
K
b
= material factor for bolts, as defined in 3-2-11/1.3
K
s
= material factor for stock, as defined in 3-2-11/1.3
9.3.2 Coupling Flange
Coupling flange thickness is not to be less than the greater of the following equations:
t
f
= d
bt
) /(
b f
K K mm (in.)
t
f
= 0.9d
bt
mm (in.)
where
d
bt
= calculated bolt diameter as per 3-2-11/9.3.1 based on a number of bolts not
exceeding 8
K
f
= material factor for flange, as defined in 3-2-11/1.3
K
b
= material factor of bolts, as defined in 3-2-11/1.3
9.5 Vertical Couplings
9.5.1 Coupling Bolts
There are to be at least eight coupling bolts in vertical couplings and the diameter, d
b
, of each bolt
is not to be less than that obtained from the following equation:
d
b
= 0.81d
s
) /(
s b
nK K mm (in.)
where
n = total number of bolts in the vertical coupling
d
s
, K
b
, K
s
In addition, the first moment of area, m, of the bolts about the center of the coupling is not to be
less than that given by the following equation:
m = 0.00043d
s
3
mm
3
(in
3
)
where
d
s
= diameter, in mm (in.), as defined in 3-2-11/9.3
9.5.2 Coupling Flange
Coupling flange thickness is not to be less than d
b
, as defined in 3-2-11/9.5.1.


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11 Tapered Stock Couplings
11.1 Coupling Taper (2011)
Tapered stock couplings are to comply with the following general requirements in addition to type-specific
requirements given in 3-2-11/11.3 or 3-2-11/11.5 as applicable:
i) Tapered stocks, as shown in 3-2-11/Figure 3, are to be effectively secured to the rudder casting by
a nut on the end.
ii) Taper length () in the casting is generally not to be less than 1.5 times the stock diameter (d
o
) at
the top of the rudder.
iii) The taper on diameter (c) is to be 1/12 to 1/8 for keyed taper couplings and 1/20 to 1/12 for
couplings with hydraulic mounting/dismounting arrangements, as shown in the following table.
iv) Where mounting with an oil injection and hydraulic nut, the push-up oil pressure and the push-up
length are to be specially considered upon submission of calculations.
v) Means of effective sealing are to be provided against sea water ingress.

Type of Coupling Assembly c =
u o
d d

Without hydraulic mounting/dismounting 1/12 c 1/8
With hydraulic mounting/dismounting 1/20 c 1/12

FIGURE 3
Tapered Couplings (2009)
d
o
d
u
d
g
d
n
h
n

d
o

1
.
5
Locking
Nut
a) Keyed Fitting
d
o
d
u
d
g
d
1
Securing
Flat Bar
b) Keyless Fitting

d
o

1
.
5


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11.3 Keyed Fitting (2010)
Where the stock is keyed, the key is to be fitted in accordance with the following:
i) The top of the keyway is to be located well below the top of the rudder.
ii) Torsional strength of the key equivalent to that of the required upper stock is to be provided.
iii) The effective shear area* of the key is not to be less than A
k
, given below.
K
S
md
k
Y
Y
r
S
A =
1 . 5
3

where
A
k
= shear area of key; mm
2
(in
2
)
S = required upper stock diameter; mm (in.); as determined by 3-2-11/7.1
r
md
= offered radius of tapered stock at mid length of the bearing surface of the
key; mm (in.)
Y
S
= specified minimum yield strength of keyway material; N/mm
2
(kgf/mm
2
, psi)
Y
K
= specified minimum yield strength of key material; N/mm
2
(kgf/mm
2
, psi)
iv) In general, the key material is to be at least of equal strength to the keyway material. For keys of
higher strength materials, shear and bearing areas of keys and keyways may be based on the
respective material properties of the keys and the keyways, provided that compatibilities in
mechanical properties of both components are fully considered. In no case, is the bearing stress of
the key on the keyway to exceed 90% of the specified minimum yield strength of the keyway
material.
* Note: The effective area is to be the gross area reduced by any area removed by saw cuts, set screw holes, chamfer, etc.,
and is to exclude the portion of the key in way of spooning of the key way.
11.5 Keyless Fitting
Hydraulic and shrink fit keyless couplings are to be fitted in accordance with the following:
i) Hydraulic pressure is to be specially considered upon submittal of detailed preloading stress
calculations and fitting instructions;
ii) The calculated torsional holding capacity is to be at least 2.0 times the transmitted torque based on
the steering gear relief valve setting;
iii) Preload stress is not to exceed 70% of the minimum yield strength of either the stock or the bore;
iv) Prior to applying hydraulic pressure, at least 75% of theoretical contact area of rudder stock and
rudder bore is to be achieved in an evenly distributed manner;
v) The upper edge of the upper main piece bore is to have a slight radius;
vi) The locking nut is to be fitted in accordance with 3-2-11/11.7.
11.7 Locking Nut
Dimensions of the securing nut, as shown in 3-2-11/Figure 3, are to be proportioned in accordance with the
following and the nut is to be fitted with an effective locking device.
Height h
n
0.6d
g

Outer diameter of nut d
n
1.2d
u
or 1.5d
g
whichever is greater
External thread diameter d
g
0.65d
o

In the case of a hydraulic pressure secured nut, a securing device such as a securing flat bar is to be
provided. Calculations proving the effectiveness of the securing device are to be submitted.


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13 Pintles
13.1 General
i) Pintles are to be fitted in the gudgeons by conical attachment to the full extent of the gudgeon depth
ii) The depth of the pintle boss is not to be less than the required pintle diameter d
p
, and bearing
length is to between 1.0 and 1.2 times d
p
.
iii) The taper on the diameter is to be:
1/12 to 1/8 for keyed and other manually assembled pintles with locking nut.
1/20 to 1/12 for pintle mounted with oil injection and hydraulic nut.
iv) Threads and nuts are to be in accordance with 3-2-11/11.7.
v) For rudders on horns with two pintles, as shown in 3-2-13/Figure 3b of the Steel Vessel Rules,
calculations are to include pintle bearing forces with the vessel running ahead at the maximum
continuous rated shaft rpm and at the lightest operating draft.
vi) The bearing allowable pressure is to be in accordance with 3-2-11/Table 6.
13.3 Diameter
The diameter of the pintles is not to be less than that obtained from the following equation.
d
p
= k
1 p
BK mm (in.)
where
k
1
= 11.1 (34.7, 1.38)
B = bearing force, in kN (tf, Ltf), from 3-2-11/13.5 but not to be taken less than B
min
as
specified in 3-2-11/Table 4
K
p
= material factor for the pintle, as defined in 3-2-11/1.3

TABLE 4
Minimum Bearing Force B
min
(2009)
Pintle Type B
min

Conventional two pintle rudder 0.5 C
R

3-2-A2/Figure 2 lower pintle 0.5 C
R

3-2-A2/Figure 3 main pintle
C
R
a
/
p
*
3-2-13/Figure 3 of the Steel
Vessel Rules
main pintle
C
R
a
/
p
*
upper pintle 0.25 C
R

* B
min
= C
R
where
a
/
p
1

a
,
p
as described in 3-2-13/Figure 3 of the Steel Vessel Rules


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13.5 Shear and Bearing Forces
The shear and bearing forces may be determined in accordance with Appendix 3-2-A2 or by the equations
given below.
13.5.1 Spade Rudder
Bearing force at rudder carrier: P
u
=
u
n
M
kN (tf Ltf)
Bearing force at neck bearing: P
n
= C
R
+ P
u
kN (tf Ltf)
Shear force at neck bearing: F
n
= C
R
kN (tf Ltf)
where C
R
is as defined in 3-2-11/3 and
u
is as defined in 3-2-11/7.5.2.
13.5.2 Balanced Rudder with Shoepiece Support
Bearing force at rudder carrier: P
u
=
u
n
M
kN (tf Ltf)
Bearing force at neck bearing: P
n
= |
.
|
\
|
+ +
|
|
.
|
\
|
+
p
R
b
R
b
u
u
C
P
2
1 kN (tf Ltf)
where
b
= distance between the center of neck bearing support and the center of
shoepiece support, as shown in 3-2-A2/Figure 2
=
p
+
r
+
p
= distance between bottom of rudder blade and center of support of neck
bearing
= distance between top of rudder blade and center of support of neck bearing
Bearing force at shoepiece: P
p
= C
R
+ P
u
P
n
kN (tf, Ltf) but not less than 0.5C
R

Shear force at neck bearing: F
n
= P
n
P
u
kN (tf, Ltf)
where C
R
15 Supporting and Anti-Lifting Arrangements
15.1 Bearings (2012)
15.1.1 Bearing Surfaces
Bearing surfaces for rudder stocks, shafts and pintles are to meet the following requirements:
i) The length/diameter ratio (
b
/d
) of the bearing surface is not to be greater than 1.2*

ii) The projected area of the bearing surface (A
b
= d

b
) is not to be less than A
bmin
,
where
d
= outer diameter of the liner, in mm (in.)
b
= bearing length, in mm (in.)
A
bmin
=
a
q
P
k
1
mm
2
(in
2
)
k
1
= 1000 (2240)


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P = bearing reaction force, in kN (tf, Ltf), as determined from 3-2-11/Table 5
p
a
= allowable surface pressure, as indicated in 3-2-11/Table 6 depending on
bearing material, in N/mm
2
(kgf/mm
2
, psi)
* Request for bearing arrangement of length/diameter ratio greater than 1.2 is subject to special
consideration provided that calculations are submitted to show acceptable clearance at both ends of
the bearing.
15.1.2 Bearing Clearance
i) The clearance for metal bearings is not to be less than d
i
/1000 + 1.0 mm (d
i
/1000 + 0.04 in.)
on the diameter, where d
i
is the inner diameter of the bushing, in mm (in.).
ii) The clearance for non-metallic bearings is to be specially determined considering the
materials swelling and thermal expansion properties. This clearance in general is not to be
taken less than 1.5 mm (0.06 in.) on diameter*.
* Request of clearance less than 1.5 mm (0.06 in.) for non-metallic bearings is subject to special
considerations provided that documented evidence, such as manufacturer's recommendation on
acceptable clearance, expansion allowance and satisfactory service history with reduced clearances,
are submitted for review.
15.1.3 Bearing Pressure
Bearing pressure is to be accordance with 3-2-11/Table 6.
15.1.4 Bearing Material
Where stainless steel or wear-resistant steel is used for liners or bearings, the material properties
including chemical composition of both components are to be submitted for review for an approved
combination.
15.3 Rudder Carrier (2012)
i) The weight of the rudder assembly is to be supported by a rudder carrier mounted on the hull
structure designed for that purpose.
ii) At least half of the rudder carriers holding-down bolts are to be fitted bolts. Alternative means of
preventing horizontal movement of the rudder carrier may be considered.
iii) Rudder carrier bearings are to comply with the requirements in 3-2-11/15.1.
iv) Hull structures in way of the rudder carrier are to be suitably strengthened.
15.5 Anti-Lifting Devices
Means are to be provided to prevent accidental unshipping or undue movement of the rudder which may
cause damage to the steering gear. There are to be at least two bolts in the joint of the anti-lifting ring.

TABLE 5
Bearing Reaction Force (2009)
P, Bearing Reaction Force
Bearing Type kN (tf, Ltf)
Pintle bearings P = B as defined in 3-2-11/13
Other bearings Calculation of P is to be submitted.
Guidelines for calculation can be
found in Appendix 3-2-A2


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TABLE 6
Allowable Bearing Surface Pressure (2012)
p
a

Bearing Material N/mm
2
kgf/mm
2
psi
lignum vitae 2.5 0.25 360
white metal, oil lubricated 4.5 0.46 650
synthetic material with hardness
between 60 and 70 Shore D *
5.5 0.56 800
steel and bronze and hot-pressed
bronze-graphite materials
7.0 0.71 1000
Higher values than given in the table may be taken if they are verified by tests.
Stainless and wear-resistant steel in an approved combination with stock liner.
* Indentation hardness test at 23C and with 50% moisture, according to a
recognized standard. Synthetic bearing materials to be of approved type.

17 Double Plate Rudder
17.1 Strength
The section modulus and web area of the rudder mainpiece are to be such that the stresses indicated in the
following Subparagraphs are not exceeded.
In calculating the section modulus of the rudder, the effective width of side plating is to be taken as not
greater than twice the athwartship dimension of the rudder. Welded or bolted cover plates on access openings
to pintles are not to be considered effective in determining the section modulus of the rudder. Generous
radii are to be provided at abrupt changes in section where there are stress concentrations, including in way
of openings and cover plates.
Moments, shear forces and reaction forces are to be as given in 3-2-11/7.5 and 3-2-11/13.5.
17.1.1 Clear of Cut-outs
Allowable stresses for determining the rudder strength clear of cutouts are as follows:
Bending stress
b
= K
/Q N/mm
2
(kgf /mm
2
, psi)
Shear stress = K
/Q N/mm
2
(kgf /mm
2
, psi)
Equivalent stress
e
=
2 2
3 +
b
= K
e
/Q N/mm
2
(kgf/mm
2
, psi)
where
SI units MKS units US units
K
110 11.2 15,900

K
50 5.1 7,300
K
e
120 12.2 17,400
Q = 1.0 for ordinary strength hull steel
= as defined in 3-2-1/7.5 for higher strength steel plate


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17.1.2 In Way of Cutouts
Allowable stresses for determining the rudder strength in way of cutouts (see 3-2-11/Figure 4) are
as follows:
Bending stress
b
= K
/Q N/mm
2
(kgf /mm
2
, psi)
Shear stress = K
/Q N/mm
2
(kgf /mm
2
, psi)
Equivalent stress
e
=
2 2
3 +
b
= K
e
/Q N/mm
2
(kgf/mm
2
, psi)
where
SI units MKS units US units
K
75 7.65 10,900
K
50 5.1 7,300
K
e
100 10.2 14,500

FIGURE 4 (2009)
Z
6r
2
6r
1
6r
1
r
2
6r
2
X
Note:
r
1
= corner radius of rudder plate in way of
portable bolted inspection hole
r
2
= corner radius of rudder plate
I
n

w
a
y

o
f

c
u
t
o
u
t
s
r
1

The mainpiece of the rudder is to be formed by the rudder side plating (but not more than the effective
width indicated above) and vertical diaphragms extending the length of the rudder or the extension of the
rudder stock or a combination of both.
For spade rudders, the section modulus at the bottom of the rudder is not to be less than one-third required
section modulus of the rudder at the top of the rudder or at the center of the lowest pintle.
Where rudders have an unsymmetrical foil section (e.g., reaction rudder) details of the rudder are to be
submitted.
Special attention is to be paid in design and construction of rudders with slender foil sections in the vicinity
of their trailing edge (e.g., hollow foil sections, fishtail foil sections). Where the width of the rudder blade
at the aftermost vertical diaphragm is equal or less than 1/6 of the trailing edge length measured between
the diaphragm and the trailing edge, vibration analysis of the rudder blade is also to be submitted for review.


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17.3 Side, Top and Bottom Plating
The plating thickness is not to be less than that obtained from the following equation:
t = 0.0055s ) / (
2 1
A C k d k
R
+ Q + k
3

where
k
1
= 1.0 (1.0, 0.305)
k
2
= 0.1 (0.981, 10.7)
k
3
= 2.5 (2.5, 0.1)
d = summer load line draft of the vessel, in m (ft)
C
R
= rudder force according to 3-2-11/3, in kN (tf, Ltf)
A = rudder area, in m
2
(ft
2
)
=
2
) / ( 5 . 0 1 . 1 b s ; maximum 1.0 for b/s 2.5
s = smaller unsupported dimension of plating, in mm (in.)
b = greater unsupported dimension of plating, in mm (in.)
The thickness of the rudder side or bottom plating is to be at least 2 mm (0.08 in.) greater than that
required by 3-2-8/5 for deep tank plating in association with a head, h, measured to the summer load line.
17.5 Diaphragm Plates
Vertical and horizontal diaphragms are to be fitted within the rudder, effectively attached to each other and
to the side plating. Vertical diaphragms are to be spaced approximately 1.5 times the spacing of horizontal
diaphragms.
The thickness of diaphragm plates is not to be less than 70% of the required rudder side plate thickness or
8 mm (0.31 in.), whichever is greater. Openings in diaphragms are not to exceed one half their depth.
Welding is to be in accordance with Section 2-4-1 of the ABS Rules for Materials and Welding (Part 2)
and Section 3-2-16 of these Rules. 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
welds or by 75 mm (3 in.) slot welds spaced at 150 mm (6 in.) centers. The slots are to be fillet welded
around the edges and filled with a suitable compound.
17.7 Watertightness
The rudder is to be watertight and is to be tested in accordance with 3-7-1/Table 1.
19 Single Plate Rudders
19.1 Mainpiece Diameter
The mainpiece diameter is calculated according to 3-2-11/7.3. For spade rudders, the lower third may be
tapered down to 0.75 times stock diameter at the bottom of the rudder.


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19.3 Blade Thickness
The blade thickness is not to be less than that obtained from the following equation:
t
b
= 0.0015sV
R
+ 2.5 mm
t
b
= 0.0015sV
R
+ 0.1 in.
where
s = spacing of stiffening arms, in mm (in.), not to exceed 1000 mm (39 in.)
V
R
= speed, as defined in 3-2-11/3
19.5 Arms
The thickness of the arms is not to be less than the blade thickness obtained in 3-2-11/19.3. The section
modulus of each set of arms about the axis of the rudder stock is not to be less than that obtained from the
following equation:
SM = 0.0005sC
1
2
V
R
2
Q cm
3

SM = 0.0000719sC
1
2
V
R
2
Q in
3

where
C
1
= horizontal distance from the aft edge of the rudder to the centerline of the rudder
stock, in m (ft)
s and V
R
Q is as defined in 3-2-11/17.3.
21 Steering Nozzles (2012)
21.1 Application Scope
Requirements in this Subsection are applicable to conventional steering nozzles, as illustrated in
3-2-11/Figure 5, with the following restrictions:
i) The inner diameter of 5 meters (16.4 feet) or less, and
ii) The operating angle ranging not more than 35 to +35 port and starboard
iii) Nozzles of above features but provided on the vessels for Ice Class are subject to additional
requirements specified in Part 6 of the Steel Vessel Rules, as applicable
Steering nozzles outside of the application scope are subject to special consideration with all supporting
documents and calculations submitted to ABS for review. The submitted documents and calculations are to
include, but not limited to, the items listed in the following:
i) The drawings and plans of steering nozzle with indications of design operating angles and the
torque considered necessary to operate the steering nozzle at the design operating angle
ii) The calculated steering nozzle section modulus
iii) The calculated maximum water induced pressure of the nozzle under design speed (both ahead
and astern conditions) and at the design operating angle, and
iv) The calculated maximum shear and bending of nozzle support structure under design speed (both
ahead and astern conditions) and at the design operating angle


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21.3 Design Force
The design force, C
R
, for steering nozzles is to be obtained from the following equation:
C
R
= nk
R
k
c
k
AV
R
2
kN (tf, Ltf)
where
k
R
= (d
m
2
/A
t
+ 2)/3 but not taken more than 2
d
m
= mean external diameter of the nozzle, in m (ft)
= 0.5(d
f
+ d
a
)
d
f
, d
a
= fore and aft nozzle external diameters as shown in 3-2-11/Figure 5, in m (ft)
A
t
= A
eq
+A
po
+A
mf
, in m
2
(ft
2
)
A
eq
= nominal projected area of nozzle cylinder, not to be taken less than 1.35d
m
b
b = nozzle length in m (ft)
A
po
= projected area of nozzle post or horn within the extension of nozzle profile as
applicable
A
mf
= projected area of movable flap if present
= d
a
b
mf

A = A
eq
+ A
mf
, in m
2
(ft
2
)
k
c
= 1.9 for ahead condition
= 1.5 for astern condition
k
= 1.15, as specified in 3-2-11/Table 2

n, V
R

FIGURE 5
Nozzle Geometry (2012)
d
a
d
f
d
c
b
mf
b
a
b
f
b


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2012
21.5 Design Torque
Design torque, Q
R
, for steering nozzle is to be determined from the following equation for both ahead and
astern conditions:
Q
R
= C
R
where
r = ( k), but not less than 0.1 for ahead condition
= b without flap, in m (ft)
= b + b
mf
if flap present
k = A
f
/A
A
f
= A
eq
b
f

/, in m
2
(ft
2
)
d
c
= nozzle diameter at the section intersecting with nozzle stock axis;
is as defined in 3-2-11/Table 3.
A, C
R
21.7 Nozzle Stock
21.7.1 Upper Stock
The upper stock is that part of the nozzle stock above the neck bearing.
At the upper bearing or tiller, the upper stock diameter is not to be less than obtained from the
following equation:
S = N
u
3
s R
K Q mm (in.)
where
N
u
= 42.0 (823.9, 2.39)
Q
R
= as defined in 3-2-11/21.5
K
s
= material factor for nozzle stock, as defined in 3-2-11/1.3
21.7.2 Lower Stock
In determining lower stock diameters, values of nozzle design force and torque calculated in
3-2-11/21.3 and 3-2-11/21.5 are to be used. Bending moments and shear forces, as well as the
reaction forces are to be determined by direct calculation and are to be submitted for review. For
nozzles supported by shoe pieces, these structures are to be included in the calculation.
Calculation guidance for these values is given in Appendix 3-2-A2.
The lower nozzle stock diameter is not to be less than obtained from the following equation:
S
= S ( )
6
2
/ 3 / 4 1
R
Q M + mm (in.)
where
S = required upper stock diameter from 3-2-11/21.7.1, in mm (in.)
M = bending moment at the cross section of the nozzle stock considered, in kN-m
(tf-m, Ltf-ft)
Q
R
= design torque obtained from 3-2-11/21.5, in kN-m (tf-m, Ltf-ft)
Where there is a change in stock diameter above the neck bearing, a gradual transition is to be
provided.


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2012 125
p = p
d
+ p
s
N/mm
2
(kgf/mm
2
, psi)
where
p
s
= c
s
C
R
/A
c
s
= 0.001 (0.0001, 0.145)
C
R
, A as defined in 3-2-11/21.3
p
d
as defined in 3-2-10/19.3
21.11 Plate Thickness
21.11.1 Nozzle Shell
The thickness of the nozzle shell plating, in mm (in.), is not to be less than:
t = t
o
+ t
c
mm (in.), but not to be taken less than 7.5 mm (0.3 in.)
where
t
o
= thickness obtained from the following formula:
= c
n
S
p
n
pK mm (in.)
c
n
S
p
= spacing of ring webs, in mm (in.)
p = design pressure, in N/mm
2
(kgf/mm
2
, psi), as defined in 3-2-11/21.9
t
c
K
n
= nozzle material factor as defined in 3-2-11/1.3
21.11.2 Internal Diaphragm
Thickness of nozzle internal ring web is not to be less than the required nozzle shell plating for
Zone 3 as illustrated in 3-2-10/Figure 3.
21.11.3 Movable Flap
Nozzle movable flap plate thickness, if present, is to comply with the following:
i) For double-plate movable flap, requirements in 3-2-11/17 are to be satisfied as applicable;
ii) For single-plate movable flap, requirements in 3-2-11/19 are to be satisfied as applicable;
Steering nozzle is to have a section modulus at least equal to that specified in 3-2-10/19.7, where n is
replaced by 1.0 (0.0017).
21.15 Locking Device
A mechanical locking device is to be provided:
i) To prevent the steering nozzle from rotating beyond the maximum operating angle at design speed
ii) To prevent steering nozzle from rotating toward undesired directions in the event of accident or
damage
Steering nozzle welding procedures are to comply with 3-2-10/19.9.


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23 Azimuthal Thruster (2012)
23.1 Plans and Documents
The following plans and documents are to be submitted to ABS as applicable:
i) General arrangement of the thruster
ii) Structural items (nozzle, bracing, etc.)
iii) Structural connection to hull
iv) Propeller drawings
v) Bearing details
vi) Propeller and intermediate shafts
vii) Gears
viii) Rotating mechanism of the thruster
ix) Thruster control system
x) Piping systems connected to thruster
xi) Manufacturer specified/calculated maximum load on the unit for crash stop condition
Note For specific requirements of machinery components, see Part 4 as applicable
23.3 Application Scope
Requirements in this Subsection are applicable to Azimuthal Thrusters (also referred as integrated nozzle
propellers), as illustrated in 3-2-11/Figure 6, with the following restrictions:
i) The inner diameter of thrusters nozzle is of 5 meters (16.5 feet) or less, and
ii) Azimuthal thrusters of above features but provided on the vessels for Ice Class are subject to
additional requirements specified in Part 6 of the Steel Vessel Rules, as applicable
Azimuthal thrusters outside of the above application scope are subject to special consideration with all
supporting documents and calculations submitted to ABS for review. The submitted documents and
calculations include, but are not limited to, the following items:
i) The drawings and plans of the thruster with indications of design operating angles and the torque
considered necessary to operate the thruster at the design operating angle
ii) The calculated thruster section modulus
iii) The calculated maximum water induced pressure of the thruster under design speed (both ahead
and astern conditions) and at the design operating angle, and
iv) The calculated maximum shear and bending of thruster support structure under design speed (both
ahead and astern conditions) and at the design operating angle
23.5 Locking Device
A locking device is to be provided to prevent the azimuthal thruster from rotating toward undesired directions
in the event of accident or damage.


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23.7 Design Force
The design force, C
R
, for azimuthal thrusters is the maximum load for crash stop condition (3-2-11/23.1) or
as obtained from the following equation, whichever is greater:
C
R
= nk
R
k
c
k
AV
R
2
kN (tf, Ltf)
where
k
R
= (d
m
2
/A + 2)/3 but not taken more than 1.33
d
m
= mean external diameter of the nozzle, in m (ft)
= 0.5(d
f
+ d
a
)
d
f
, d
a
= fore and aft nozzle external diameters as shown in 3-2-11/Figure 6, in m (ft)
b = nozzle length in m (ft)
A = A
eq
+A
tb
, in m
2
(ft
2
)
A
eq
= equivalent nominal area of nozzle cylinder, not to be taken less than 1.35d
m
b, in m
2
(ft
2
)
A
tb
= effective projected areas of the azimuthal thruster forward of the nozzle, not to be
taken less than 0.707d
f
d
o
, in m
2
(ft
2
)
d
o
= outer diameter of steering tube, in m (ft)
k
c
= 1.9 for ahead condition
= 1.5 for astern condition.
k
= 1.15, as specified in 3-2-11/Table 2

n, V
R

FIGURE 6
Azimuthal Thruster (2012)
d
a
d
f
b
a

f
d
o
Steering
Tube
Support
Strut
Nozzle
Propeller
Housing
c


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23.9 Design Torque
Design torque, Q
R
, for azimuthal thruster is to be determined from the following equation for both ahead
and astern conditions:
Q
R
= C
R
where
r = ( k), but not less than 0.1 for ahead condition
= length of azimuthal thruster, in m (ft)
k = A
f
/A
A
f
= effective projected area of azimuthal thrust unit forward of steering centerline (within
the extent length of
f
), not to be taken less than 0.5 A
tb
, in m
2
(ft
2
)
is as defined in 3-2-11/Table 3.
C
R
and A are as defined in 3-2-11/23.7.
p = p
d
+ p
s
N/mm
2
(kgf/mm
2
, psi)
where
p
s
= c
s
C
R
/A N/mm
2
(kgf/mm
2
, psi)
p
d
, c
s
C
R
, A are as defined in 3-2-11/23.7.
23.13 Nozzle Scantlings
23.13.1 Nozzle Shell
The thickness of the nozzle shell plating, in mm (in.), is not to be less than the following:
t = t
o
+ t
c
mm (in.), but not to be taken less than 7.5 mm (0.3 in.)
where
t
o
= c
n
S
p
n
pK mm (in.)
c
n
S
p
= nozzle ring web spacing, in mm (in.)
p = design pressure as defined in 3-2-11/23.11
t
c
K
n
= material factor of the nozzle, as defined in 3-2-11/1.3
23.13.2 Internal Diaphragm
Thickness of nozzle internal ring webs and diaphragms are not to be less than that required by
3-2-10/19.5.2.
23.15 Steering Tube
The steering tube of the azimuthal thruster is to have scantlings of at least the same strength against bending
moment and shear force as an equivalent stock with diameter calculated in accordance with 3-2-11/7.
where
Q
R
is replaced by the design torque as defined in 3-2-11/23.9
K
s
is replaced by material factor of the steering tube
M is the bending moment calculated at the section of the steering tube under consideration


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Azimuthal thruster nozzle is to have a section modulus at least equal to that specified in 3-2-10/19.7, where
n is replaced by 1.1 (0.00187).
Integrated nozzle welding procedures are to comply with 3-2-10/19.9 as applicable.

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PART Appendix 2: Guidelines for Calculating Bending Moment and Shear Force in Rudders and Rudder Stocks
3
APPENDI X 2 Guidelines for Calculating Bending Moment and
Shear Force in Rudders and Rudder Stocks
1 Application
Bending moments, shear forces and reaction forces of rudders, stocks and bearings may be calculated
according to this Appendix for the types of rudders indicated. Moments and forces on rudders of different
types or shapes than those shown are to be calculated using alternative methods and will be specially
considered.
3 Spade Rudders
3.1 Rudder
3.1.1 Shear Force
Lateral shear force, V(z), at a horizontal section of the rudder z meters (feet) above the bottom of
R
is given by the following equation:
V(z) = ( )
(
c c
z
c
A
zC
u
R
R
2
kN (tf, Ltf)
where
z = distance from the bottom of
R
to the horizontal section under consideration,
in m (ft)
C
R
= rudder force, as defined in 3-2-11/3, in kN (tf, Ltf)
A = rudder blade area, in m
2
(ft
2
)
c
, c
u
and
R
are dimensions as indicated in 3-2-A2/Figure 1, in m (ft).
3.1.2 Bending Moment
Bending moment, M(z), at a horizontal section z meters (feet) above the baseline of the rudder is
given by the following equation:
M(z) = ( )
(
c c
z
c
A
C z
u
R
R
3 2
2
kN-m, (tf-m, Ltf-ft)
where z, C
R
, A, c
, c
u
and
R
are as defined in 3-2-A2/3.1.1.

Appendix 2 Guidelines for Calculating Bending Moment & Shear Force in Rudders and Rudder Stocks 3-2-A2

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3.3 Lower Stock
3.3.1 Shear Force
Lateral shear force, V
, at any section of the lower stock between the top of the rudder and the
neck bearing, is given by the following equation:
V
= C
R
kN (tf, Ltf)
where C
R
3.3.2 Bending Moment at Neck Bearing
The bending moment in the rudder stock at the neck bearing, M
n
, is given by the following equation:
M
n
=
(
+
+
+
) ( 3
) 2 (
u
u R
R
c c
c c
C
kN-m (tf-m, Ltf-ft)

where
C
R
= rudder force, as defined in 3-2-11/3
c
, c
u
,
and
R
are dimensions, as indicated in 3-2-A2/Figure 1, in m (ft).
3.5 Moment at Top of Upper Stock Taper
The bending moment in the upper rudder stock at the top of the taper, M
t
, is given by the following equation:
M
t
=
(
+ +
+
+
+
u
t R u
u
u R
R
z
c c
c c
C
) (
) ( 3
) 2 (
kN-m (tf-m, Ltf-ft)
where
z
t
= distance from the rudder baseline to the top of the upper rudder stock taper, in m (ft)
C
R
c
, c
u
,
,
u
and
R
3.7 Bearing Reaction Forces
Reaction forces at the bearings are given by the following equations:
P
u
= reaction force at the upper bearing
=
u
n
M
kN (tf, Ltf)
P
n
= reaction force at the neck bearing
= C
R
+
u
n
M
kN (tf, Ltf)
where
M
n
= bending moment at the neck bearing, as defined in 3-2-A2/3.3.2
C
R
= rudder force, as defined in 3-2-11/3.
u
is as indicated in 3-2-A2/Figure 1, in m (ft).


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FIGURE 1
Spade Rudder
u
c
c
u
z

5 Rudders Supported by Shoepiece
5.1 Shear Force, Bending Moment and Reaction Forces
Shear force, bending moment and reaction forces may be calculated according to the model given in
3-2-A2/Figure 2.
w
R
= rudder load per unit length
=
R
R
C
kN/m (tf/m, Ltf/ft)

where
C
R
k
s
= spring constant reflecting support of the shoepiece
=
3
s
s s
I n
kN/m (tf/m, Ltf/ft)

n
s
= 6.18 (0.630, 279)
I
s
= moment of inertia of shoepiece about the vertical axis, in cm
4
(in
4
)
I
u
= moment of inertia of the rudder stock above the neck bearing, in cm
4
(in
4
)
I
= moment of inertia of the rudder stock below the neck bearing, in cm

4
(in
4
)
I
R
= moment of inertia of the rudder about the longitudinal axis, in cm
4
(in
4
)
I
p
= moment of inertia of the pintle, in cm
4
(in
4
)
,
s
,
R
and
u


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FIGURE 2
Rudder Supported by Shoepiece
w
R
s
k
s

7 Rudders Supported by a Horn with One Pintle (2009)
7.1 Shear Force, Bending Moment and Reaction Forces
Shear force, bending moment and reaction forces are to be assessed by the simplified beam model shown
in 3-2-A2/Figure 3.
w
R1
= rudder load per unit length above pintle
=
1
1
R
R
C
kN/m (tf/m, Ltf/ft)

w
R2
= rudder load per unit length below pintle
=
2
2
R
R
C
kN/m (tf/m, Ltf/ft)

where
C
R1
= rudder force, as defined in 3-2-11/3.3
C
R2
= rudder force, as defined in 3-2-11/3.3
k
h
= spring constant reflecting support of the horn
=
2
2
3
1
a n
e
t
s
I n
t
h
i
i
h b
h

|
|
.
|
\
|
+
kN/m (tf/m, Ltf/ft)


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n
b
= 4.75 (0.485, 215)
n
t
= 3.17 (0.323, 143)
a = mean area enclosed by the outside lines of the rudder horn, in cm
2
(in
2
)
s
i
= the girth length of each segment of the horn of thickness t
i
, in cm (in.)
t
i
= the thickness of each segment of horn outer shell of length s
i
, in cm (in.)
I
h
= moment of inertia of horn section at
h
about the longitudinal axis, in cm
4
(in
4
)
e,
h
,
R1
and
R2

FIGURE 3
Rudder Supported by a Horn with One Pintle (2009)
2
R1
h
w
R1
w
R2
h
e
k
h
R2

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PART S e c t i o n 1 2 : P r o t e c t i o n o f D e c k O p e n i n g s
3
SECT I ON 12 Protection of Deck Openings
1 General
All openings in decks are to be framed to provide efficient support and attachment for the ends of the deck
beams. The proposed arrangement and details for all hatchways are to be submitted for approval.
3 Additional Requirements for Bulk Carriers, Ore Carriers and
Combination Carriers (2004)
On all bulk carriers, ore carriers and combination carriers, in addition to all relevant requirements in this
Section, all cargo hold hatch covers, hatch coamings and closing arrangements for cargo hold hatches in
position 1, as defined in 3-2-12/5.1, are to meet the requirements in 5C-4-2/13.3 of the Steel Vessel Rules.
5 Positions and Design Pressures (1 January 2005)
5.1 Positions of Deck Openings (1 January 2005)
For the purpose of the 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 L
f
/4 from the forward end of L
f
.
Position 2 Upon exposed superstructure decks situated abaft L
f
f
and located
at least one standard height of superstructure above the freeboard deck. Upon exposed
superstructures decks situated forward of a point located L
f
f
and
located at least two standards heights of superstructure above the freeboard deck.
5.3 Design Pressures (1 January 2005)
The design pressures are not to be taken as less than the following. Values at intermediate lengths are to be
determined by interpolation.
5.3.1 Cargo Hatch Covers in Position 1
p = R{15.8 + (L
f
/N)[1 (5/3)(x/L
f
)] 3.6x/L
f
} kN/m
2
(tf/m
2
, Ltf/ft
2
)
For a position 1 hatchway located at least one superstructure standard height higher than the
freeboard deck:
p = 3.3 1.3x
66
) 90 (
1 f
L
kN/m
2
(tf/m
2
, Ltf/ft
2
)
where
p
FP

= pressure at the forward perpendicular
= 23.8 + a(L
f
24) kN/m
2
for L
f
in meters
= 2.43 + a(L
f
24) tf/m
2
for L
f
in meters
= 0.222 + a(L
f
79) Ltf/ft
2
for L
f
in feet

Section 12 Protection of Deck Openings 3-2-12

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a = 0.332 (0.0338, 0.000942) kN/m
2
(tf/m
2
, Ltf/ft
2
), for type B freeboard ships
L
f
= freeboard length, in m (ft), as defined in 3-1-1/3.3
L
f1
= freeboard length, in m (ft), as defined in 3-1-1/3.3, but is not to be taken as
greater than 90 m (295 ft) and less than 24 m (80 ft)
x = distance, in m (ft), from the mid length of the hatch cover under examination
to the forward end of L
f
, or 0.25L
f
, whichever is less.
R = 1.0 (0.102, 0.00932)
N = 3 (3, 9.84)
5.3.2 Cargo Hatch Covers in Position 2
Where a position 2 hatchway is located at least one superstructure standard height higher than the
freeboard deck, the design pressures are as follows:
p = 25.5 0.142(100 L
f
) kN/m
2

= 2.6 0.0145(100 L
f
) tf/m
2

= 0.238 0.00041(328 L
f
) Ltf/ft
2

7 Hatchway Coamings, Companionway Sills and Access Sills
7.1 Coaming and Sill Heights
The heights above deck of coamings of hatchways secured weathertight by tarpaulins and battening devices,
and sills of companionways and access openings, are to be not less than given in 3-2-12/Table 1. Where
hatch covers are made of steel or other equivalent material and made tight by means of gaskets and clamping
devices, these heights may be reduced or the coamings omitted entirely, provided that the safety of the
vessel is not thereby impaired in any sea conditions. Sealing arrangements are to be weathertight if coaming
is fitted, and watertight for flush covers.

TABLE 1
Coaming and Sill Heights
L equal to or over 24 meters (79 feet) in length
Position 1 Position 2
Hatch Coamings 600 mm (23.5 in.) 450 mm (17.5 in.)
Companionway Sills 600 mm (23.5 in.) 380 mm (15 in.)
Access Sills 380 mm (15 in.) 380 mm (15 in.)

L under 24 meters (79 feet) in length
Position 1 Position 2
Hatch Coamings and Companionways 450 mm (17.5 in.) 300 mm (12 in.)
Access Sills 380 mm (15 in.) 300 mm (12 in.)
Notes:
1 Coaming and sill heights may be reduced on vessels which have freeboard in excess of the minimum
geometric freeboard and/or a superstructure deck with height of deck in excess of the standard height of
a superstructure.
2 For vessels with L < 24 m (79 ft), the coaming/sill height should be as indicated above, unless otherwise
specifically requested by Flag Administration.


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7.3 Coaming Plates
Coaming plates are not to be less in thickness than that obtained from the following equation:
t = 0.05L + 7 mm
t = 0.0006L + 0.27 in.
where
L = length of vessel, in m (ft), as defined in 3-1-1/3, but need not exceed 76 m (250 ft)
7.5 Coaming Stiffeners
Horizontal stiffeners are to be fitted on coamings 450 mm (17.5 in.) or greater in height. The breadth of the
stiffeners is not to be less than that obtained from the following equation:
b = 1.67L + 50 mm
b = 0.02L + 2 in.
where
b = breadth, in mm (in.)
L = length of vessel, in m (ft), as defined in 3-1-1/3, but need not exceed 76 m (250 ft)
Efficient brackets or stays are to be fitted from the stiffeners to the deck at intervals of not more than 3 m
(10 ft).
Where exposed coamings are 760 mm (30 in.) or more in height, the arrangement of the stiffeners and
brackets or stays is to provide equivalent support. Where end coamings are protected, the arrangement of
the stiffeners and brackets or stays may be modified.
Where chocks are provided on the coaming to limit the horizontal movement of hatch covers, the strength
of the coaming and deck structure is to be adequate to withstand the load on these chocks. Similar
consideration is to be given to pads supporting the weight from hatch covers.
7.7 Continuous Longitudinal Hatch Coamings
Where strength deck longitudinal hatch coamings of length greater than 0.14L are effectively supported by
longitudinal bulkheads or deep girders, they are, in general, to be longitudinally stiffened. The coaming
thickness is to be not less than required by 3-2-3/3, and the longitudinal stiffeners not less than required by
3-2-6/1.3 for strength deck longitudinal beams where s is the stiffener spacing, is the distance between
coaming brackets, and h is as given in 3-2-6/1.3.2. Special consideration will be given to the coaming
scantlings where adequate buckling strength is shown to be otherwise provided.
9 Hatchways Closed by Portable Covers and Secured Weathertight by
Tarpaulins and Battening Devices
9.1 Pontoon Covers
9.1.1 Scantlings (1 January 2005)
Where steel pontoon covers are used, the maximum allowable stress and deflection under the
design pressures in 3-2-12/5.3, and the minimum required top plate thickness are as follows.
Maximum allowable stress 0.68Y
Maximum allowable deflection 0.0044 times the span
Top plate thickness 0.01s, but not less than 6 mm (0.24 in.)
where


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Y = specified minimum upper yield point strength of the materials, in N/mm
2

(kgf/mm
2
, psi)
s = stiffener spacing, in mm (in.)
Covers are to be assumed to be simply supported.
Where the cross section of hatch cover stiffeners is not constant along the span, Appendix 3-2-A3
may be used to determine required scantlings.
9.1.2 Cleats
Cleats are to be set to fit the taper of the wedges. They are to be at least 65 mm (2.5 in.) wide and
spaced not more than 600 mm (23.5 in.) center to center. The cleats along each side or end are to
be not more than 150 mm (6 in.) from the hatch corners.
9.1.3 Wedges
Wedges are to be of tough wood with 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.
9.1.4 Battening Bars
Battening bars are to be provided for properly securing the tarpaulins. They are to have a width of
64 mm (2.5 in.) and a thickness of not less than 9.5 mm (0.375 in.).
9.1.5 Tarpaulins
At least two thoroughly waterproofed tarpaulins 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. Synthetic fabrics which have been demonstrated to be equivalent will be specially approved.
9.1.6 Security of Hatch Covers
For all hatchways in Position 1 or 2, steel bars or other equivalent means are to be provided in
order to efficiently and independently secure each section of hatch covers after the tarpaulins are
battened down. Hatch covers of more than 1.5 m (4.9 ft) in length are to be secured by at least two
such securing appliances.
9.3 Wooden Hatch Covers
9.3.1 Hatch Boards
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,
straight-grained, 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.
9.3.2 Portable Beams (1 January 2005)
Where portable beams for supporting wooden hatch boards are made of steel, the maximum
allowable stress and deflection under the design loads in 3-2-12/5.3 are as follows:
Maximum allowable stress 0.68Y
Where Y is as defined in 3-2-12/9.1.1.
Where the cross section of portable beams is not constant along the span, Appendix 3-2-A3 may
be used to determine required beam scantlings.
9.3.3 Closing/Securing Arrangements
Closing arrangements are to be in accordance with 3-2-12/9.1.2 through 3-2-12/9.1.6.


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9.3.4 Carriers and 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 75 mm (3 in.) in width, measured along the axis
of the beam, unless the carriers are of an interlocking type with the beam ends. Carriers for beams
are to extend to the deck level or the coamings are to be fitted with stiffeners or external brackets
in way of each beam.
9.5 Steel Hatch Covers
9.5.1 Scantlings (1 January 2005)
Where steel hatch covers are fitted, the maximum allowable stress and deflection under the design
loads in 3-2-12/5.3 and the minimum top plate thickness are as follows:
Maximum allowable stress 0.8Y, and not exceed the critical buckling
strength in compression
Where Y and s are as defined in 3-2-12/9.1.1.
Covers are to be assumed to be simply supported.
Where the cross section of hatch over stiffeners is not constant along the span, Appendix 3-2-A3
9.5.2 Closing Arrangements
Closing arrangements are to be in accordance with 3-2-12/9.1.2 through 3-2-12/9.1.6.
9.7 Bearing Surface
The width of each bearing surface for hatchway covers is to be at least 65 mm (2.5 in.)
9.9 Materials Other Than Steel
The strength and stiffness of covers made of materials other than steel are to be equivalent to those of steel
and will be subject to special consideration.
11 Hatchways Closed by Covers of Steel Fitted with Gaskets and
Clamping Devices
11.1 Strength of Covers (1 January 2005)
11.1.1 Scantlings
Where weathertight covers are steel, the maximum allowable stress and deflection under the
design loads in 3-2-12/5.3 and the minimum top plate thickness are as follows.
Maximum allowable stress 0.8Y, and not to exceed the critical buckling
strength in compression
Where Y and s are as defined in 3-2-12/9.1.1.


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The following corrosion margin is to be incorporated into each strength member of the hatch cover:
Single skin hatch covers, a corrosion addition t
s
= 2.0 mm (*) for all plating and stiffeners.
Double skin hatch covers, a corrosion addition t
s
= 1.5 mm (*) for top and bottom plating and
t
s
= 1.0 mm for the internal structure.
(*) Corrosion addition t
s
= 1.0 mm for the hatch covers in way of cellular cargo holds intended for containers.
The value for cargo hatch covers for bulk carriers, ore carriers and combination carriers is given in
5C-3-4/19.3.1(a) of the Steel Vessel Rules.
Where the cross section of hatch cover stiffeners is not constant along the span, Appendix 3-2-A3
11.3 Means for Securing Weathertightness (1 January 2005)
11.3.1 General
The means for securing and maintaining weathertightness are to be such that the tightness can be
maintained in any sea conditions. The arrangements and the strength of these means of closing and
securing of the covers to the anticipated sea loads are to comply with the following requirements.
Where it is intended to carry cargoes on the covers, the securing means are also take into consideration
these loads, including dynamic effects. Strength calculations for the means of securing hatch covers
carrying cargoes are to be submitted for review. The covers are to be hose-tested in position under
a water pressure of at least 2.1 bar (2.1 kgf/cm
2
, 30 psi) at the time of construction and, if considered
necessary, at subsequent surveys.
11.3.2 Securing Arrangements
11.3.2(a) Securing Device. Hatch cover panels are to be secured by appropriate devices (bolts,
wedges or similar) suitably spaced alongside the coamings and between panels.
Arrangement and spacing are to be determined with due attention to the weather-tightness, the type
and the size of the hatch cover, as well as the stiffness of the cover edges between the securing devices.
Securing devices are to be of reliable construction and securely attached to the hatchway coamings,
decks or covers. Individual securing devices on each cover are to have approximately the same
stiffness characteristics.
Where rod cleats are fitted, resilient washers or cushions are to be incorporated.
Where hydraulic cleating is adopted, a positive means is to be provided to ensure that it remains
mechanically locked in the closed position in the event of failure of the hydraulic system.
11.3.2(b) Sectional Area. Subject to 3-2-12/11.3.2(c), the net sectional area of each securing device
is not to be less than:
A = c
sd
a/f cm
2
(in
2
)
where
c
sd
= 1.4 (1.4, 0.066)
a = spacing, in m (ft), of securing devices, not to be taken less than 2 m (6.6 ft)
f = (
Y
/Y)
e

Y = 235 N/mm
2
(24 kgf/mm
2
, 34,000 psi)
Y

= specified minimum upper yield stress, in N/mm
2
(kgf/mm
2
, psi), of the steel,
not to be taken greater than 70% of the ultimate tensile strength.
e = 0.75 for
Y
> 235 N/mm
2
(24 kgf/mm
2
, 34,000 psi)
= 1.0 for
Y
< 235 N/mm
2
(24 kgf/mm
2
, 34,000 psi)
Rods or bolts are to have a net diameter not less than 19 mm (0.75 in.) for hatchways exceeding 5 m
2

(54 ft
2
) in area.


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11.3.2(c) Packing Line Pressure. Between cover and coaming and at cross-joints, a packing line
pressure sufficient to obtain weathertightness is to be maintained by the securing devices.
For packing line pressures exceeding 5 N/mm
2
(0.51 kgf/mm
2
, 28.6 psi), the cross section area of
the securing device is to be increased in direct proportion. The packing line pressure is to be specified.
11.3.2(d) Edge Stiffness. The cover edge stiffness is to be sufficient to maintain adequate sealing
pressure between securing devices. The moment of inertia, I, of edge elements is not to be less than:
I = c
i
p a
4
cm
4
(in
4
)
where
c
i
= 6 (58.8, 0.000218)
p = packing line pressure, in N/mm
2
(kgf/mm
2
, psi), minimum 5 N/mm
2
(0.51
kgf/mm
2
, 28.6 psi).
a = spacing, in m (ft), of securing devices.
11.3.3 Stoppers
11.3.3(a) Forces. All hatch covers are to be fitted with stoppers to limit horizontal movement of
the cover against the forces caused by the following pressures:
i) Longitudinal pressure on fore end of cover:
No. 1 hatch cover:
Where a forecastle in accordance with 5C-3-1/7 of the Steel Vessel Rules is not fitted:
230 kN/m
2
(23.5 tf/m
2
, 2.14 Ltf/ft
2
)
Where a forecastle in accordance with 5C-3-1/7 of the Steel Vessel Rules is fitted:
175 kN/m
2
(17.8 tf/m
2
, 1.63 Ltf/ft
2
)
Other hatch covers: 175 kN/m
2
(17.8 tf/m
2
, 1.63 Ltf/ft
2
).
ii) Transverse pressure on side of cover:
All hatch covers: 175 kN/m
2
(17.8 tf/m
2
, 1.63 Ltf/ft
2
).
11.3.3(b) Allowable Stresses. The equivalent stress:
i) In stoppers and their supporting structures, and
ii) Calculated in the throat of the stopper welds
is not to exceed 0.8
Y
under the above pressures.
11.3.4 Materials and Welding
Stoppers and securing devices are to be manufactured of materials and corresponding welding
procedures and consumables, in accordance with applicable requirements of the ABS Rules for
Materials and Welding (Part 2).
13 Hatchways Closed by Portable Covers in Lower Decks or within Fully
Enclosed Superstructures
13.1 General
The following scantlings are intended for conventional type covers. Those for covers of special types are to
be specially considered.


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13.3 Portable Beams and Wood Covers
Portable beams supporting lower deck hatch covers on which cargo is stowed are to have a section
modulus, SM, of not less than that obtained from the following equation:
SM = 7.8chs
2
cm
3

SM = 0.0041chs
2
in
3
where
c = 1.18
h = tween-deck height in m (ft). When a design load is specified, h is to be taken as p/n,
where p is the specified design pressure, in kN/m
2
(kgf/m
2
, lbf/ft
2
), and n is defined
as 7.05 (715, 45).
s = spacing of the portable beams, in m (ft)
= length of the portable beam, in m (ft)
The depth of the portable beam is not to be less than 4% of its unsupported span.
Wood covers are not to be less than 63.5 mm (2.5 in.) thick where the spacing of the portable beams does
not exceed 1.52 m (5 ft). Where the height to which the cargo may be loaded on top of the cover exceeds
2.59 m (8.5 ft), or where the spacing of the portable beams exceeds 1.52 m (5 ft), the thickness of the wood
covers is to be suitably increased.
13.5 Steel Covers
The thickness of the plating for steel covers is not to be less than required for platform decks in enclosed
cargo spaces, as obtained from 3-2-3/1. 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 4% of its unsupported length. The stiffeners in association
with the plating to which they are attached are to have section modulus, SM, as determined by the following
equation:
SM = 7.8hs
2
cm
3

SM = 0.0041hs
2
in
3
where
h = tween-deck height, in m (ft). When a design load is specified, h is to be taken as p/n,
where p is the specified design pressure in kN/m
2
(kgf/m
2
, lbf/ft
2
) and n is defined as
7.05 (715, 45).
s = spacing of the stiffeners, in m (ft)
= length of the stiffener, in m (ft)
13.7 Wheel Loading
Where provision is to be made for the operation or stowage of vehicles having rubber tires, the thickness of
the hatch cover plating is to be not less than that obtained from 3-2-3/3, for platform deck plating, except
that the thickness of plate panels adjacent to the edges of the covers is to be at least 15% greater than
obtained from 3-2-3/7.


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14 Small Hatches on the Exposed Fore Deck (2004)
14.1 Application
This subsection is applicable to vessels with length, L, (as defined in 3-1-1/3.1) between 80 meters (263 feet)
and 90 meters (295 feet).
The requirements of this subsection apply to all small hatches [opening normally 2.5 m
2
(27 ft
2
) or less]
located on the exposed fore deck within the forward 0.25L, where the deck in way of the hatch is less than
0.1L or 22 m (72.2 ft) above the summer load line, whichever is less.
Hatches designed for emergency escape need not comply with 3-2-12/14.5i), 3-2-12/14.5ii), the third paragraph
of 3-2-12/14.7 and 3-2-12/14.9.
14.3 Strength
For small rectangular steel hatch covers, the plate thickness, stiffener arrangement and scantlings are to be
in accordance with 3-2-12/Table 2 and 3-2-12/Figure 1. Stiffeners, where fitted, are to be aligned with the
metal-to-metal contact points required in 3-2-12/14.7 (see also 3-2-12/Figure 1). Primary stiffeners are to
be continuous. All stiffeners are to be welded to the inner edge stiffener (see 3-2-12/Figure 2).
The upper edge of the hatchway coaming is to be suitably reinforced by a horizontal section, normally not
more than 170 to 190 mm (6.9 to 7.5 in.) from the upper edge of the coaming.
For small hatch covers of circular or similar shape, the cover plate thickness and reinforcement is to provide
strength and stiffness equivalent to the requirements for small rectangular hatches.
For small hatch covers constructed of materials other than steel, the required scantlings are to provide strength
and stiffness equivalent to 235 N/mm
2
(24 kgf/mm
2
, 34,000 psi) yield strength steel.
14.5 Primary Securing Devices
The primary securing devices are to be such that their hatch covers can be secured in place and made
weather-tight by means of a mechanism employing any one of the following methods:
i) Butterfly nuts tightening onto forks (clamps), or
ii) Quick acting cleats, or
iii) A central locking device.
Dogs (twist tightening handles) with wedges are not acceptable.
14.7 Requirements for Primary Securing
The hatch cover is to be fitted with a gasket of elastic material. This is to be designed to allow a metal-to-
metal contact at a designed compression and to prevent over compression of the gasket by green sea forces
that may cause the securing devices to be loosened or dislodged. The metal-to-metal contacts are to be
arranged close to each securing device, in accordance with 3-2-12/Figure 1, and of sufficient capacity to
withstand the bearing force.
The primary securing method is to be designed and manufactured such that the designed compression
pressure is achieved by one person without the need of any tools.
For a primary securing method using butterfly nuts, the forks (clamps) are to be of robust design. They are
to be designed by means of curving the forks upward and a raised surface on the free end or a similar method
to minimize the risk of butterfly nuts being dislodged while in use. The plate thickness of unstiffened steel
forks is not to be less than 16 mm (
5
/
8
in.). An example arrangement is shown in 3-2-12/Figure 2.
For small hatch covers located on the exposed deck forward of the fore-most cargo hatch, the hinges are to
be fitted such that the predominant direction of green sea will cause the cover to close, which means that
the hinges are normally to be located on the fore edge.
On small hatches located between the main hatches, for example, between Nos. 1 and 2, the hinges are to
be placed on the fore edge or outboard edge, whichever is practicable, for protection from green water in
beam sea and bow quartering conditions.


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14.9 Secondary Devices
Small hatches on the fore deck are to be fitted with an independent secondary securing device, e.g., by
means of a sliding bolt, a hasp or a backing bar of slack fit, which is capable of keeping the hatch cover in
place, even in the event that the primary securing device became loosened or dislodged. It is to be fitted on
the side opposite to the hatch cover hinges.

TABLE 2
Scantlings for Small Steel Hatch Covers on the Fore Deck
Nominal Size
(mm mm)
Cover Plate Thickness
(mm)
Primary Stiffeners Secondary Stiffeners
Flat Bar (mm mm); number
630 630 8 --- ---
630 830 8 100 8; 1 ---
830 630 8 100 8; 1 ---
830 830 8 100 10; 1 ---
1030 1030 8 120 12; 1 80 8; 2
1330 1330 8 150 12; 2 100 10; 2


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FIGURE 1
Arrangement of Stiffeners
Nominal size 630 630 Nominal size 630 830
Hinge
Securing device/metal to metal contact
Primary stiffener
Secondary stiffener


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FIGURE 2
Example of Primary Securing Method
M20
1
5 (min. 16 mm)
6
2
9
3
4
20
11
8
10
7
1: butterfly nut
2: bolt
3: pin
4: center of pin
5: fork (clamp) plate
6: hatch cover
7: gasket
8: hatch coaming
9: bearing pad welded on the bracket of a toggle bolt for metal to metal contact
10: stiffener
11: inner edge stiffener
(Note: Dimensions in millimeters)

15 Hatchways within Open Superstructures
Hatchways within open superstructures are to be considered as exposed.
17 Hatchways within Deckhouses
Hatchways within deckhouses are to have coamings and closing arrangements as required in 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.


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19 Container Loading
Where it is intended to carry containers on steel hatch covers, the exact locations of the container pads and
the maximum total static load on the pads are to be indicated on the plans. Where the pads are not in line
with the supporting structures, headers are to be provided to transmit the loads to these members. Each
member intended to support containers is to have a section modulus, SM, in cm
3
(in
3
), not less than that
SM = M/f
where
M = maximum bending moment due to maximum static container loading, in kN-cm,
(kgf-cm, Ltf-in)
f = permissible maximum bending stress, not to exceed 0.46Y
Y = specified yield point or yield strength, in kN/cm
2
(kgf/cm
2
, Ltf/in
2
), but is not to
exceed 72% of the specified minimum tensile strength.
In determining the maximum bending moment, members are to be considered simply-supported.
The net sectional area of the web of the member, in cm
2
(in
2
), including effective brackets, where applicable,
is to be not less than that obtained from the following equation:
A = F/q
where
F = shearing force at the point under consideration, in kN (kgf, Ltf)
q = allowable average shear stress in the web, not to exceed 0.34Y
The hatch cover is to be so designed as to limit deflection to 0.0028 times the span under the static container
load.
21 Machinery Casings
21.1 Arrangement
Machinery-space openings in Position 1 or 2 are to be framed and efficiently enclosed by steel casings of
ample strength, and, wherever practicable, those in freeboard decks are to be within superstructures or
deckhouses. Openings in exposed casings are to be fitted with doors complying with the requirements of
3-2-9/5.1. The sills are to be in accordance with 3-2-12/7.1 for companionways. Other openings in such
casings are to be fitted with equivalent covers, permanently attached. Stiffeners are to be spaced at not
more than 760 mm (30 in.)
21.3 Exposed Casings on Freeboard or Raised Quarter Decks
Exposed casings on freeboard or raised quarter decks are to have plating not less in thickness than that
obtained from 3-2-9/3 or the following equation, whichever is greater:
t = 0.0164L + 6 mm
t = 0.0002L + 0.24 in.
where
L = length of vessel, in m (ft), as defined in 3-1-1/3.
Stiffeners are to be at least as effective as those required for watertight bulkheads where is the tween
deck height and h is /2.


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21.5 Exposed Casings on Superstructure Decks
Exposed casings on superstructure decks are to have plating not less in thickness than that obtained from
t = 0.033L + 3.5 mm
t = 0.0004L + 0.14 in.
where
L = length of vessel, in m (ft), as defined in 3-1-1/3, but is not to be taken as less than
30.5 m (100 ft).
Stiffeners in association with the plating to which they are attached are to have section modulus, SM, as
SM = 7.8chs
2
cm
3

SM = 0.0041chs
2
in
3
where
c = 0.25
s = spacing of stiffeners, in m (ft)
h = height of casing, in m (ft)
= length, between supports, of the stiffeners, in m (ft)
21.7 Casings within Open Superstructures
Casings within open superstructures are to be of similar scantlings to those obtained from 3-2-12/21.5 for
exposed casings on superstructure decks.
21.9 Casings within Enclosed Superstructures, Deckhouses, or below Freeboard Decks
Casings within enclosed superstructures or in decks below freeboard deck where cargo is carried are to have
plating not less in thickness than that obtained from the following equation:
t = 0.022L + 3.8 mm
t = 0.00027L + 0.15 in.
where
L = length of vessel, in m (ft), as defined in 3-1-1/3, but is not to be taken as less than
30.5 m (100 ft).
Stiffeners are to be fitted in line with the beams and are to have section modulus, SM, as required for
exposed casings by 3-2-12/21.5, but the coefficient in the formula may be 0.14 instead of 0.25 and h is the
tween-deck height.
23 Miscellaneous Openings in Freeboard and Superstructure Decks
23.1 Manholes and Scuttles
Manholes and flush scuttles in Position 1 or 2 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.


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23.3 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 given in 3-2-9/5.1.
23.5 Escape Openings (1 July 2012)
i) The closing appliances of escape openings are to be of a type that is operable from each side.
ii) The maximum force needed to open the hatch cover is not to exceed 150 N (15.3 kgf, 33.7 lbf).
iii) The use of a spring equalizing, counterbalance or other suitable device on the hinge side to reduce
the force needed for opening is acceptable.
23.7 Chain Pipe Opening (1 July 2012)
Chain pipes through which anchor cables are led are to be provided with permanently attached closing
appliances to minimize the ingress of water. A canvas cover with appropriate lashing arrangement will be
acceptable* for this purpose. A cement and wire mesh arrangement is not permitted.
The arrangement on vessels that are not subject to the International Convention on Load Lines or its
Protocol may be specially considered.
* Note: Examples of acceptable arrangements are such as:
i) Steel plates with cutouts to accommodate chain links or
ii) Canvas hoods with a lashing arrangement that maintains the cover in the secured position.

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PART Appendix 3: Portable Beams and Hatch Cover Stiffeners of Variable Cross Section
3
APPENDI X 3 Portable Beams and Hatch Cover Stiffeners of
Variable Cross Section
1 Application
For portable beams and hatch cover stiffeners with free ends and varying cross section along their span, the
section modulus, SM, and inertia, I, at the midspan required by 3-2-12/9.3.2, 3-2-12/9.5.1 and 3-2-12/11.1.1
may be obtained from the following equations:
SM =
a
ps K C
2
1 1

cm
3
(in
3
)

I = C
2
K
2
ps
3
cm
4
(in
4
)
where
C
1
= 125 (125, 1.5)
C
2
= 2.87 (28.2, 2.85 10
-5
) for 3-2-12/9.1.1 and 3-2-12/9.3.2
= 2.26 (22.1, 2.24 10
-5
) for 3-2-12/9.5.1 and 3-2-12/11.1
K
1
= 1 +
0.4 7
0.8 3.2
+

, but not less than 1.0
= length ratio
=
1
/
= SM ratio
= SM
1
/SM
1
, , SM
1
and SM are as indicated in 3-2-A3/Figure 1
a
= allowable stress given in 3-2-12/9.1.1, 3-2-12/9.3.2, 3-2-12/9.5.1, and 3-2-12/11.1, in
kN/mm
2
(kgf/mm
2
, psi)
K
2
= 1 + 8
3
) 3 0.2 (
) 1 (
, but not less than 1.0

= ratio of the moments of inertia, I
1
and I, at the locations indicated in 3-2-A3/Figure 1
= I
1
/I
p = design load given in 3-2-12/5.3, in kN/m
2
(tf/m
2
, psi)
s = spacing of beams or stiffeners, in m (ft)
= span of free ended constructional elements, in m (ft)

Appendix 3 Portable Beams and Hatch Cover Stiffeners of Variable Cross Section 3-2-A3

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FIGURE 1
SM and I of Construction Elements
1
SM I
SM
1
I
1

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PART S e c t i o n 1 3 : P r o t e c t i o n o f S h e l l O p e n i n g s
3
SECT I ON 13 Protection of Shell Openings
1 Cargo, Gangway, or Fueling Ports
1.1 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 the
sides of the openings, and suitable arrangements are to be provided for the support of the beams over the
openings. Thick shell plates or doublers are to be fitted, as required, to compensate for the openings. The
corners of the openings are to be well rounded. Waterway angles and scuppers are to be provided on the decks
in way of ports in cargo spaces below the freeboard deck or in cargo spaces within enclosed superstructures
to prevent the spread of any leakage water over the decks.
Indicators showing whether the ports in the side shell below the freeboard or superstructure deck are
secured closed or open are to be provided on the navigation bridge.
Where allowed by 3-2-13/1.3, cargo ports or similar openings located with their lower edge below the line
defined in 3-2-13/1.3 are to be fitted with a second door of equivalent strength and watertightness with a
leakage detection device for the compartment between the doors. The drain from this compartment is to be
led to the bilge with a screwdown valve operable from an accessible location.
In general, all outer doors are to open outwards.
1.3 Location
The lower edges of cargo, gangway or fueling-port openings are not to be below a line parallel to the freeboard
deck at side having as its lowest point the designed load waterline or upper edge of the uppermost load line.
Cargo ports or similar openings may be located with their lower edge below the line defined above, provided
they meet the additional construction requirements of 3-2-13/1.1.
3 Bow Doors, Inner Doors, Side Shell Doors and Stern Doors (1998)
3.1 General (2005)
Where bow doors of the visor or side-opening type are fitted leading to complete or long forward enclosed
superstructure or to long superstructures with closing appliances to the satisfaction of the Administration,
bow doors and inner doors are to meet the requirements of this Section. Hull supporting structure in way of
the bow doors is to be able to withstand the loads imposed by the bow door securing and supporting
devices without exceeding the allowable stresses for those devices, both given in this Section.
Side shell doors fitted abaft the collision bulkhead and stern doors leading into enclosed spaces are to meet
the requirements of this Section.

Section 13 Protection of Shell Openings 3-2-13

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3.3 Arrangement
As far as practicable, bow doors and inner doors are to be arranged so as to preclude the possibility of the
bow door causing structural damage to the inner door or to the collision bulkhead in the case of damage to
or detachment of the bow door.
3.3.1 Bow Doors
Bow doors are to be situated above the freeboard deck, except that where a watertight recess fitted
for arrangement of ramps or other related mechanical devices is located forward of the collision
bulkhead and above the deepest waterline, the bow doors may be situated above the recess.
3.3.2 Inner Doors
An inner door is to be fitted in the extension of the collision bulkhead required by 3-2-7/3.1.1. A
vehicle ramp made watertight and conforming to 3-2-7/3.1.1 in the closed position may be
accepted for this purpose.
3.3.3 Side Shell and Stern Doors (1998)
Stern doors for passenger vessels are to be situated above the freeboard deck. Stern doors for ro-ro
cargo vessels and all side shell doors need not be situated above the freeboard deck.
5 Securing, Locking and Supporting of Doors
5.1 Definitions
5.1.1 Securing Device
A device used to keep the door closed by preventing it from rotating about its hinges or its pivoted
attachments to the vessel.
5.1.2 Supporting Device
A device used to transmit external or internal loads from the door to a securing device and from
the securing device to the vessels structure, or a device other than a securing device, such as a
hinge, stopper or other fixed device that transmits loads from the door to the vessels structure.
5.1.3 Locking device
A device that locks a securing device in the closed position.
7 Securing and Supporting Devices
7.1 Bow Doors
Means are to be provided to prevent lateral or vertical movement of the bow doors when closed. Means are
also to be provided for mechanically fixing the door in the open position.
Means of securing and supporting the door are to maintain equivalent strength and stiffness of the adjacent
structure.
7.1.1 Clearance and Packing
The maximum design clearance between the door and securing/supporting devices is not to exceed
3 mm (0.12 in.). Where packing is fitted, it is to be of a comparatively soft type and the supporting
forces are to be carried by the steel structure only.
7.1.2 Visor Door Arrangement
The pivot arrangement is to be such that the visor is self-closing under external loads. The closing
moment, M
y
, as defined in 3-2-13/19.5.1, is not to be less than M
yo
, as given by the following
equation:
M
yo
= Wc + 0.1
2 2 2 2
z x
F F b a + +


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Where W, a, b, c, F
x
and F
z
are as defined in 3-2-13/19. In addition, the arrangement of the door is
to be such that the reaction forces of pin or wedge supports at the base of the door do not act in the
forward direction when the door is loaded in accordance with 3-2-13/19.5.4.
7.3 Side Shell and Stern Doors (1998)
Means are to be provided to prevent lateral or vertical movement of the side shell or stern doors when
closed. Means are also to be provided for mechanically fixing the doors in the open position.
The means of securing and supporting the doors are to have strength and stiffness equivalent to the adjacent
structure.
Clearance and packing for side shell and stern doors are to be in accordance with 3-2-13/7.1.1.
9 Securing and Locking Arrangement
9.1 General
Securing devices are to be provided with a mechanical locking arrangement (self-locking or separate
arrangement), or are to be of the gravity type.
9.3 Operation
Securing devices are to be simple to operate and readily accessible. The opening and closing systems as
well as the securing and locking devices are to be interlocked in such a way that they can only operate in
the proper sequence.
9.3.1 Hydraulic Securing Devices
Where hydraulic securing devices are applied, the system is to be mechanically lockable in the
closed position. In the event of a loss of hydraulic fluid, the securing devices are to remain locked.
The hydraulic system for securing and locking devices is to be isolated from other hydraulic circuits
when in the closed position
9.3.2 Remote Control (1998)
Where bow doors and inner doors give access to a vehicle deck, or where side shell doors or stern
doors are located partially or totally below the freeboard deck with a clear opening area greater
than 6 m
2
(65 ft
2
), an arrangement for remote control from a position above the freeboard deck is
to be provided, allowing closing and opening of the doors and associated securing and locking of
every door. The operating panels for doors are to be accessible to authorized persons only. A
notice plate giving instructions to the effect that all securing devices are to be closed and locked
before leaving harbor is to be placed at each operating panel and is to be supplemented by warning
indicator lights, as required by 3-2-13/9.5.1.
9.5 Indication/Monitoring (1998)
The following requirements for indicators, water leakage protection and door surveillance are required for
vessels fitted with bow doors and inner doors. The requirements also apply to vessels fitted with side shell
doors or stern doors in the boundary of special category spaces or ro-ro spaces through which such spaces
may be flooded.
The requirements are not applicable to ro-ro cargo vessels where no part of the side shell doors or stern
doors is located below the uppermost waterline and the area of the door opening is not greater than 6 m
2

(65 ft
2
).
9.5.1 Indicators (2005)
The indicator system is to be designed on the fail safe principle and in accordance with the
following. See 3-2-13/9.5.1(e).
9.5.1(a) Location and Type (1998). Separate indicator lights are to be provided on the navigation
bridge and on each operating panel to show that the doors are closed and that their locking devices
are properly positioned.


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The indication panel on the navigation bridge is to be equipped with a mode selection function
harbor/sea voyage, arranged so that an audible and visible alarm is given on the navigation bridge
if, in the sea voyage condition, the doors are not closed, or any of the securing devices are not in
the correct position.
Indication of the open/closed position of every door and every securing and locking device is to be
provided at the operating panels.
9.5.1(b) Indicator Lights. Indicator lights are to be designed so that they cannot be manually
turned off. The indication panel is to be provided with a lamp test function.
9.5.1(c) Power Supply. The power supply for the indicator system is to be independent of the
power supply for operating and closing the doors and is to be provided with a backup power
supply from the emergency source of power or other secure power supply, e.g., UPS.
9.5.1(d) Protection of Sensors. Sensors are to be protected from water, ice formation and mechanical
damage.
9.5.1(e) Fail Safe Principle. The alarm/indicator system is considered designed on a fail-safe
principle when the following are provided, as applicable.
i) The indicator panel is provided with:
A power failure alarm
An earth failure alarm
A lamp test
Separate indication for door closed, door locked, door not closed and door not locked.
ii) Limit switches electrically closed when the door is closed (when more limit switches are
provided, they may be connected in series)
iii) Limit switches electrically closed when securing arrangements are in place (when more
limit switches are provided, they may be connected in series)
iv) Two electrical circuits (also in one multicore cable), one for the indication of door closed/
not closed and the other for door locked/not locked.
v) In the case of dislocation of limit switches, indication to show: not closed/not locked/
securing arrangements not in place, as appropriate.
9.5.2 Water Leakage Protection (2005)
A drainage system is to be arranged in the areas between the bow door and ramp or, where no
ramp is fitted, between the bow door and inner door. The system is to be equipped with an audible
alarm function to the navigation bridge being set off when the water levels in these areas exceed
0.5 m (1.6 ft) or the high water level alarm, whichever is the lesser. See 3-2-13/9.5.1(e).
For vessels fitted with bow and inner doors, a water leakage detection system with audible alarm
and television surveillance is to be arranged to provide an indication to the navigation bridge and
to the engine control room of leakage through the inner door. See 3-2-13/9.5.1(e).
For passenger vessels fitted with side shell or stern doors, a water leakage detection system with
audible alarm and television surveillance is to be arranged to provide an indication to the navigation
bridge and to the engine control room of leakage through any of the doors.
For cargo vessels fitted with side shell or stern doors, a water leakage detection system with audible
alarm is to be arranged to provide an indication to the navigation bridge of leakage through any of
the doors. See 3-2-13/9.5.1(e).
9.5.3 Door Surveillance (2005)
Between the bow door and the inner door, a television surveillance system is to be fitted with a monitor
on the navigation bridge and in the engine control room. The system is to monitor the position of
doors and a sufficient number of their securing devices. Special consideration is to be given for
the lighting and contrasting color of objects under surveillance.


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11 Watertightness
11.1 Bow Doors
Bow doors are to be so fitted as to ensure tightness consistent with operational conditions and to give effective
protection to the inner doors.
11.3 Inner Doors
Inner doors forming part of the extension of the collision bulkhead are to be weathertight over the full height
of the cargo space and arranged with fixed sealing supports on the aft side of the doors.
11.5 Side Shell and Stern Doors (1998)
Side shell doors and stern doors are to be so fitted as to ensure water tightness.
13 Bow Door Scantlings
13.1 General
Bow doors are to be framed and stiffened so that the whole structure is equivalent to the unpierced bulkhead
when closed.
13.3 Primary Structure (2005)
Scantlings of primary members are to be designed so that the allowable stresses indicated in 3-2-13/25.1
are not exceeded when the structure is subjected to the design loads indicated in 3-2-13/19.1. Normally,
simple beam theory may be applied to determine the bending stresses. Members are to be considered to
have simply supported end connections.
13.5 Secondary Stiffeners
Secondary stiffeners are to be supported by primary members constituting the main stiffening of the door.
The section modulus, SM, of secondary stiffeners is to be as required by 3-2-5/1.1 and 3-2-5/5.3. In addition,
stiffener webs are to have a net sectional area not less than that obtained from the following equation:
A= VQ/10 cm
2
(A = VQ cm
2
, A = VQ/6.5 in
2
)
where
V = shear force, in kN (tf, Ltf), in the stiffener calculated using the uniformly distributed
external pressure, P
eb
, given in 3-2-13/19.1
13.7 Plating
The thickness of bow door plating is to be not less than that required for side shell plating at the same location.
13.9 Securing and Supporting Devices (2005)
Scantlings of securing and supporting devices are to be designed so that the allowable stresses indicated in
3-2-13/25.1 are not exceeded when the structure is subjected to the design loads indicated in 3-2-13/19.3.
All load transmitting elements in the design load path from the door through securing and supporting
devices into the vessel structure, including welded connections, are to meet the strength standards required
for securing and supporting devices. These elements include pins, support brackets and back-up brackets.
Where fitted, threaded bolts are not to carry support forces, and the maximum tensile stress in way of the
threads is not to exceed the allowable stress given in 3-2-13/25.5.
In determining the required scantlings, the door is to be assumed to be a rigid body. Only those active
supporting and securing devices having an effective stiffness in the relevant direction are to be included
and considered when calculating the reaction forces on the devices. Small or flexible devices, such as cleats,
intended to provide load compression of the packing material, are not to be included in the calculations.


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The bearing pressure on steel to steel bearings is to be calculated by dividing the design force by
the projected bearing area, and is not to exceed the allowable stress given in 3-2-13/25.3.
13.9.2 Redundancy
In addition to the above requirements, the arrangement of the securing and supporting devices is to
be designed with redundancy, such that in the event of failure of any single securing or supporting
device, the stresses in the remaining devices do not exceed the allowable stresses indicated in
3-2-13/25.1 by more than 20% under the above loads.
13.9.3 Visor Door Securing and Supporting Devices
Securing and supporting devices, excluding the hinges, are to be capable of resisting the vertical
design force given in 3-2-13/19.5.3 without stresses exceeding the allowable stresses in 3-2-13/25.1.
Two securing devices are to be provided at the lower part of the door, each capable of providing
the full reaction force required to prevent opening of the door without stresses exceeding the allowable
stresses indicated in 3-2-13/25.1. The opening moment, M
o
, to be balanced by this force is as given
in 3-2-13/19.5.2.
13.9.4 Side-opening Door Thrust Bearing
A thrust bearing is to be provided in way of girder ends at the closing of the two doors, and is to
prevent one door from shifting towards the other one under the effect of unsymmetrical pressure.
Securing devices are to be fitted to secure sections of thrust bearing to one another.
13.11 Visor Door Lifting Arms and Supports
Where visor type bow doors are fitted, calculations are to be submitted, verifying that lifting arms and their
connections to the door and vessel structure are adequate to withstand the static and dynamic forces applied
during the lifting and lowering operations under a wind pressure of at least 1.5 kN/m
2
(0.15 tf/m
2
, 0.014 Ltf/ft
2
).
15 Inner Door Scantlings
15.1 General
Scantlings of inner doors are to meet the requirements of this subsection. In addition, where inner doors are
used as vehicle ramps, scantlings are not to be less than that required for vehicle decks in Sections 3-2-6
and 3-2-3.
15.3 Primary Structure
are not exceeded when the structure is subjected to the design loads indicated in 3-2-13/21.1.
15.5 Securing and Supporting Devices
3-2-13/19 are not exceeded when the structure is subjected to the design loads indicated in 3-2-13/17.5.
Where fitted, threaded bolts are not to carry support forces, and the maximum tensile stress in way of the
threads is not to exceed the allowable stress given in 3-2-13/25.5.
The bearing pressure on steel to steel bearings is to be calculated by dividing the design force by the
projected bearing area, and is not to exceed the allowable stress given in 3-2-13/25.3.
17 Side Shell Door and Stern Door Scantlings (1998)
17.1 General
Scantlings of side shell doors or stern doors are to meet the requirements of this subsection. In addition,
where the doors are used as vehicle ramps, scantlings are not to be less than that required for vehicle decks
in Sections 3-2-6 and 3-2-3.


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17.3 Primary Structure (2005)
are not exceeded when the structure is subjected to the design loads indicated in 3-2-13/23. Normally,
simple beam theory may be applied to determine the bending stresses. Members are to be considered to
have simply supported end connections.
17.5 Secondary Stiffeners
Secondary stiffeners are to be supported by primary members constituting the main stiffening of the door.
The section modulus, SM, of secondary stiffeners is to be not less than that required by Section 3-2-5 for
frames in the same location. In addition, the net sectional area of stiffener webs is to be in accordance with
3-2-13/13.5, using the external pressure, p
e
, given in 3-2-13/23.
17.7 Plating
The thickness of side or stern door plating is to be not less than that required for side shell plating at the
same location.
17.9 Securing and Supporting Devices
3-2-13/25.1 are not exceeded when the structure is subjected to the design loads indicated in 3-2-13/23. All
load transmitting elements in the design load path from the door through securing and supporting devices
into the vessel structure, including welded connections, are to meet the strength standards required for securing
and supporting devices. Where fitted, threaded bolts are not to carry support forces, and the maximum
tensile stress in way of the threads is not to exceed the allowable stress given in 3-2-13/25.5.
In determining the required scantlings, the door is to be assumed to be a rigid body. Only those active
supporting and securing devices having an effective stiffness in the relevant direction are to be included
and considered when calculating the reaction forces on the devices. Small or flexible devices, such as cleats,
intended to provide compression load on the packing material are not to be included in the calculations.
The bearing pressure on steel to steel bearings is to be calculated by dividing the design force by
the projected bearing area, and is not to exceed the allowable stress given in 3-2-13/25.3.
17.9.2 Redundancy
In addition to the above requirements, the arrangement of the securing and supporting devices is to
be designed with redundancy, such that in the event of a failure of any single securing or supporting
device, the stresses in the remaining devices do not exceed the allowable stresses indicated in
3-2-13/25.1 by more than 20% under the above loads.
19 Bow Door Design Loads
19.1 External Pressure
The design external pressure, P
eb
, is to be taken as indicated by the following equation. P
eb
for vessels
engaged in restricted service will be specially considered.
P
eb
= nc(0.22 + 0.15 tan )(0.4V
d
sin + 0.6 kL )
2
kN/m
2
(tf/m
2
, Ltf ft
2
)
where
n = 2.75 (0.280, 0.0256)
c = 0.0125L for L < 80 m
= 0.00385L for L < 260 ft
= 1.0 for L 80 m (260 ft)
L = length of vessel as defined in 3-1-1/3, in m (ft)


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= flare angle at the point to be considered, defined as the angle between a vertical line
and the tangent to the side shell plating measured in a vertical plane normal to the
horizon tangent to the shell plating. See 3-2-13/Figure 1.
= entry angle at the point to be considered, defined as the angle between a longitudinal
line parallel to the centerline and the tangent to the shell plating in a horizontal plane.
See 3-2-13/Figure 1.
k = 1.0 (1.09, 0.305)
V
d

= vessel design speed, as defined in 3-2-11/3

FIGURE 1
Entry and Flare Angles
Section A - A
Section B - B
A A
B
B

19.3 External Forces (2005)
The design external forces considered in determining scantlings of securing and supporting devices of bow
doors are not to be taken less than those given by the following equations:
F
x
= P
em
A
x

F
y
= P
em
A
y

F
z

= P
em
A
z

where
F
x
= design external force in the longitudinal direction, in kN (tf, Ltf)
F
y
= design external force in the horizontal direction, in kN (tf, Ltf)
F
z
= design external force in the vertical direction, in kN (tf, Ltf)


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A
x
= area, in m
2
(ft
2
), of the transverse vertical projection of the door between the levels of
the bottom of the door and the top of the upper deck bulwark or between the bottom
of the door and the top of the door, whichever is the lesser. Where the flare angle of
the bulwark is at least 15 less than the flare of the adjacent shell plating, the bulwark
may be excluded and the distance may be measured from the bottom of the door to
the upper deck or to the top of the door, whichever is the lesser.
A
y
= area, in m
2
(ft
2
), of the longitudinal vertical projection of the door between the levels
of the bottom of the door and the top of the upper deck bulwark or between the
bottom of the door and the top of the door, whichever is the lesser. Where the flare
angle of the bulwark is at least 15 less than the flare of the adjacent shell plating, the
bulwark may be excluded and the distance may be measured from the bottom of the
door to the upper deck or to the top of the door, whichever is the lesser.
A
z
= area, in m
2
(ft
2
), of the horizontal projection of the door between the levels of the
bottom of the door and the top of the upper deck bulwark or between the bottom of
the door and the top of the door, whichever is the lesser. Where the flare angle of the
bulwark is at least 15 less than the flare of the adjacent shell plating, the bulwark
may be excluded and the distance may be measured from the bottom of the door to
the upper deck or to the top of the door, whichever is the lesser.
P
em
= bow door pressure, P
b
, determined using
m
and
m
in place of and .
m
= flare angle measured at a point on the bow door /2 aft of the stem line on a plane h/2
above the bottom of the door, as shown in 3-2-13/Figure 2.
m
= entry angle measured at the same point as
m
. See 3-2-13/Figure 2.
h = height, in m (ft), of the door between the levels of the bottom of the door and the upper
deck or between the bottom of the door and the top of the door, whichever is less.
= length, in m (ft), of the door at a height, h/2, above the bottom of the door.

FIGURE 2
Definition of
m
and
m
A
A
Section B - B
Section A - A
B
B
m
/2 /2
h/2
h/2


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19.5 Visor Door Forces, Moments and Load Cases
19.5.1 Closing Moment
For visor doors, the closing moment, M
y
, is to be taken as indicated by the following equation:
M
y
= F
x
a + Wc F
z
b kN-m (tf-m, Ltf-ft)
where F
x
and F
z
are defined in 3-2-13/19.3
W = weight of the visor door, in kN (tf, Ltf)
a = vertical distance, in m (ft), from the visor pivot to the centroid of the transverse
vertical projected area of the visor door. See 3-2-13/Figure 3.
b = horizontal distance, in m (ft), from visor pivot to the centroid of the horizontal
projected area of the visor door. See 3-2-13/Figure 3.
c = horizontal distance, in m (ft), from the visor pivot to the center of gravity of
the visor. See 3-2-13/Figure 3.

FIGURE 3
Visor Type Bow Door
Elevation
Front View
Plan View
A
x
A
y
Z
A
z
X
C
L
L
C
W
d
b
c
a
CG


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19.5.2 Opening Moment
The opening moment, M
o
, is to be taken as indicated by the following equation:
M
o
= Wd + 5A
x
a kN-m (M
o
= Wd + 0.5A
x
a tf-m, M
o
= Wd + 0.047A
x
a Ltf-ft)
where
d = vertical distance, in m (ft), from the hinge axis to the center of gravity of the
door
W, A
x
and a are as indicated above.
19.5.3 Vertical Design Force
The vertical design force is to be taken as F
z

W, where F
z
is as defined in 3-2-13/19.3 and W is as
defined in 3-2-13/19.5.1.
19.5.4 Combined Load Case 1
The visor doors are to be evaluated under a load of F
x
, F
z
and W acting simultaneously with F
x
and
F
z
acting at the centroid of their respective projected areas.
The visor doors are to be evaluated under a load of 0.7F
y
acting on each side separately, together
with 0.7F
x
, 0.7F
z
and W. F
x
, F
y
and F
z
are to be taken as acting at the centroid of their respective
projected areas.
19.7 Side-Opening Door Load Cases
Side opening doors are to be evaluated under a load of F
x
, F
y
, F
z
and W acting simultaneously with
F
x
, F
y
and F
z
acting at the centroid of their respective projected areas.
Side opening doors are to be evaluated under a load of 0.7F
x
, 0.7F
z
and W acting on both doors
simultaneously and 0.7F
y
acting on each door separately.
21 Inner Door Design Loads
21.1 External Pressure
The design external pressure is to be taken as the greater of P
ei
or P
h,
as given by the following equations:
P
ei
= 0.45L kN/m
2
(0.046L tf/m
2
, 0042L Ltf/ft
2
)
P
h
= 10h kN/m
2
(1.0h tf/m
2
, 0.029h Ltf/ft
2
)
where
L is as defined in 3-1-1/3.
h = the distance, in m (ft), from the load point to the top of the cargo space.
21.3 Internal Pressure
The design internal pressure, P
i,
is to be taken as not less than 25 kN/m
2
(2.5 tf/m
2
, 0.23 Ltf/ft
2
).


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23 Side Shell and Stern Doors (1998)
23.1 Design Forces for Primary Members
The design force, in kN (tf, Ltf), for primary members is to be the greater of the following:
External force: F
e
= Ap
e

Internal force: F
i
= F
o
+ W
23.3 Design Forces for Securing or Supporting Devices of Doors Opening Inwards
The design force, in kN (tf, Ltf), for securing or supporting devices of doors opening inwards is to be the
greater of the following:
External force: F
e
= Ap
e
+ F
p

Internal force: F
i
= F
o
+ W
23.5 Design Forces for Securing or Supporting Devices of Doors Opening Outwards
The design force, in kN (tf, Ltf), for securing or supporting devices of doors opening outwards is to be the
greater of the following:
External force: F
e
= Ap
e

Internal force: F
i
= F
o
+ W + F
p

where
A = area, in m
2
(ft
2
), of the door opening
W = weight of the door, in kN (tf, Ltf)
F
p
= total packing force, in kN (tf, Ltf). Packing line pressure is normally not to be taken
less than 5.0 N/mm (0.51 kg/mm, 28.6 lbf/in).
F
o
= the greater of F
c
and kA, in kN (tf, Ltf)
k = 5 (0.51, 0.047)
F
c
= accidental force, in kN (tf. Ltf), due to loose cargo, etc., to be uniformly distributed
over the area A and not to be taken less than 300 kN (30.6 tf, 30.1 Ltf). For small
doors such as bunker doors and pilot doors, the value of F
c
may be appropriately
reduced. However, the value of F
c
may be taken as zero, provided an additional
structure such as an inner ramp is fitted which is capable of protecting the door from
accidental forces due to loose cargoes.
p
e
= external design pressure, in kN/m
2
(tf/m
2
, Ltf/ft
2
), determined at the center of gravity
of the door opening and not taken less than:
p
e
= k
1
for Z
G
d
p
e
= k
2
(d Z
G
) + k
1

for Z
G
< d
Moreover, for vessels fitted with bow doors, p
e
for stern doors is not to be taken less
than:
p
e
= nc(0.8 + 0.6(k
3
L)
0.5
)
2

For vessels fitted with bow doors and operating in restricted service, the value of p
e

for stern doors will be specially considered.
k
1
= 25.0 (2.55, 0233)
k
2
= 10.0 (1.02, 0.0284)


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d = draft, in m (ft), as defined in 3-1-1/9
Z
G
= height of the center of area of the door, in m (ft), above the baseline.
n = 0.605 (0.0616, 0.00563)
k
3
= 1.0 (1.0, 0.305)
c = 0.0125L for L < 80 m (260 ft)
= 1.0 for L 80 m (260 ft)
25 Allowable Stresses
25.1 Primary Structure and Securing and Supporting Devices
The following stresses are not to be exceeded under the loads indicated above.
Shear Stress: = 80/Q N/mm
2
( 8.2/Q kgf/mm
2
, 11600/Q psi)
Bending Stress: = 120/Q N/mm
2
(12.2/Q kgf/mm
2
, 17400/Q psi)
Equivalent Stress (
2 2
3 + ):
e
= 150/Q N/mm
2
(15.3/Q kgf/mm
2
, 21770/Q psi)
where Q is defined in 3-2-1/7.5.
25.3 Steel Securing and Supporting Devices Bearing Stress
For steel to steel bearings in securing and supporting devices, the nominal bearing pressure is not to exceed
0.8
f
, where
f
is the yield stress of the bearing material.
25.5 Tensile Stress on Threaded Bolts
The tensile stress in threaded bolts is not to exceed 125/Q N/mm
2
(12.7/Q kgf/mm
2
, 18000/Q psi).
27 Operating and Maintenance Manual
The following information is to be submitted for review.
27.1 Manual (1998)
An operating and maintenance manual for the doors is to be provided onboard and is to contain at least the
following:
Main particulars and design drawings
Service conditions, e.g., service area restrictions, emergency operations, acceptable clearances for
supports
Maintenance and function testing
Register of inspections and repairs
27.3 Operating Procedures (1998)
Documented operating procedures for closing and securing the doors are to be kept onboard and posted at
an appropriate location.

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PART Section 14: Bulwarks, Rails, Freeing Ports, Portlights, Windows, Ventilators, Tank Vents, and Overflows
3
SECT I ON 14 Bulwarks, Rails, Freeing Ports, Portlights,
Windows, Ventilators, Tank Vents, and Overflows
1 Bulwarks and Guard Rails
1.1 Height
The height of bulwarks and guard rails on exposed freeboard and superstructure decks is to be at least 1 m
(39.5 in.). Where this height would interfere with the normal service or operation of a vessel, a lesser height
may be approved if adequate protection is provided. Where approval of a lesser height is requested, justifying
information is to be submitted.
1.3 Strength of Bulwarks
Bulwarks are to be of ample strength in proportion to their height and efficiently stiffened at the upper
edge. The bulwark plating is to be kept clear of the sheerstrake and the lower edge effectively stiffened.
For vessels under 61 m (200 ft) in length, the bulwark plating on freeboard decks is to be of a thickness
adequate for the intended service of the vessel. For vessels 61 m (200 ft) in length and over, the bulwark
plating on freeboard decks is not to be less than 6.5 mm (0.25 in.) in thickness. Bulwarks are to be
supported by efficient stays. Stays on freeboard decks are to be spaced not more than 1.83 m (6 ft) apart
and are to be efficiently attached to the bulwarks and deck plating. Where it is intended to carry timber
deck cargoes, the bulwark stays are to be not over 1.52 m (5 ft) apart and have increased attachment to
deck and bulwark. 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.
1.5 Guard Rails (1998)
1.5.1
Fixed, removable or hinged stanchions are to be fitted at approximately 1.5 m (5 ft) apart. Removable
or hinged stanchions are to be capable of being locked in the upright position.
1.5.2 (2007)
At least every third stanchion is to be supported by a bracket or stay. Where the arrangements
would interfere with the safe traffic of persons on board, the following alternative arrangements of
stanchions may be acceptable:
i) At least every third stanchion is to be of increased breadth, kb
s
= 2.9b
s
at the attachment
of stanchion to the deck, or,
ii) At least every second stanchion is to be of increased breadth, kb
s
= 2.4b
s
at the attachment
of stanchion to the deck, or,
iii) Every stanchion is to be of increased breadth, kb
s
= 1.9b
s
at the attachment of stanchion to
the deck.
where, b
s
is the breadth of normal stanchion according to the recognized design standard.
(see 3-2-14/Figure 1)

Section 14 Bulwarks, Rails, Freeing Ports, Portlights, Windows, Ventilators, Tank Vents & Overflows 3-2-14

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In any arrangement of i), ii) or iii) above, the following details are to be complied with:
iv) Flat steel stanchion required by i), ii) or iii) above is to be aligned with member below
deck unless the deck plating thickness exceeds 20 mm (0.79 in.)
v) The supporting member of the stanchion is to be of 100 12 mm (4.0 0.5 in.) flat bar
welded to deck by double continuous fillet weld with minimum leg size of 7.0 mm (
5
/
16
in.)
or specified by the recognized design standard.

FIGURE 1
Guardrail Stanchion (2007)
kb
s
b
s
500 (Min.)

1.5.3
The opening below the lowest course is not to exceed 230 mm (9 in.). The distance between the
remaining courses is not to be more than 380 mm (15 in.).
1.5.4
For vessels with rounded gunwales, stanchions are to be placed on the flat of the deck.
3 Access and Crew Protection (1 July 1998)
3.1 General
Satisfactory means in the form of guard rails, lifelines, gangways or underdeck passages, etc., are to be
provided for the protection of the crew in getting to and from their quarters, the machinery space and all
other parts used in the necessary work of the vessel.
3.3 Access to Bow on Tankers
Tankers, including oil carriers, fuel oil carriers, gas carriers and chemical carriers, are to be provided with
means to enable the crew to gain safe access to the bow, even in severe weather conditions.


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TABLE 1
Acceptable Arrangement for Access (1 July 1998)
Assigned
Summer
Freeboard
Acceptable arrangements according to type of freeboard
assigned
Type of vessel Locations of access in Vessel Type A Type B100 Type B60 Type B & B+
All Vessels
other than
Oil Tankers*,
Chemical
Tankers* and
Gas Carriers*
1.1: Access to Midship Quarters 3000 mm a a a a
1.1.1. Between poop and bridge, or ( 118 in.) b b b b
e e c(1) c(1)
1.1.2. Between poop and deckhouse
containing living accommodation, or
navigation equipment, or both.
e c(2)
f(1) c(4)
> 3000 mm a a a d(1)
(> 118 in.) b b b d(2)
e e c(1) d(3)
c(2) e
e f(1)
f(1) f(2)
f(2) f(4)
1.2: Access to Ends 3000 mm a a a
1.2.1 Between poop and bow (if there is no
bridge), or
( 118 in.) b b b
c(1) c(1) c(1)
e c(2) c(2)
1.2.2. Between bridge and bow, or f(1) e e
f(1) f(1)
1.2.3. Between a deckhouse containing living
accommodation or navigation
equipment, or both, and bow, or
f(2) f(2)
> 3000 mm a a a
(> 118 in.) b b b
c(1) c(1) c(1)
d(1) c(2) c(2)
1.2.4 In the case of a flush deck vessel,
between crew accommodation and the
forward and after ends of vessel.
e d(1) c(4)
f(1) d(2) d(1)
e d(2)
f(1) d(3)
f(2) e
f(1)
f(2)
f(4)
Oil Tankers*,
Chemical
Tankers* and
Gas Carriers*
2.1: Access to Bow
2.1.1. Between poop and bow, or (A
f
+ H
s
)** e
f(1)
2.1.2. Between a deckhouse containing living
accommodation or navigation
equipment, or both, and bow, or
f(5)

2.1.3. In the case of a flush deck vessel,
between crew accommodation and the
forward end of vessel.
> (A
f
+ H
s
)** e
f(1)
f(2)

* Oil Tanker, Chemical Tanker and Gas Carrier as defined in SOLAS: II-1/2.12, VII/8.2 and VII/11.2, respectively.
** A
f
: the minimum summer freeboard calculated as type A ship, regardless of the type freeboard actually assigned.
H
s
: the standard height of superstructure, as defined in ICLL Regulation 33.
I. Construction Keys (a) through (f)
(a) A well-lighted and ventilated underdeck passageway with clear opening at least 0.8 m (2.6 ft) in width and 2.0 m (6.6 ft) in
height, providing access to the locations in question and located as close as practicable to the freeboard deck.
(b) A permanently constructed gangway fitted at or above the level of the superstructure deck on or as near as practicable to the
center line of the vessel, providing a continuous platform of a non-slip surface at least 0.6 m (2 ft) in width, with a foot-stop
and guard rails extending on each side throughout its length. Guard rails are to be as required in 3-2-14/3.1 and 3-2-14/1.5,
except that stanchions are to be fitted at intervals not more than 1.5 m (5 ft).
(c) A permanent walkway at least 0.6 m (2 ft) in width, fitted at freeboard deck level, consisting of two rows of guard rails with
stanchions spaced not more than 3 m (10 ft). The number of courses of rails and their spacing are to be as required in
3-2-14/1.5. On Type B ships, hatchway coamings not less than 0.6 m (2 ft) in height may be regarded as forming one side of
the walkway, provided that two rows of guard rails are fitted between the hatchways.


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TABLE 1 (continued)
Acceptable Arrangement for Access (1 July 1998)
(d) A 10 mm (0.4 in.) minimum diameter wire rope lifeline supported by stanchions about 10 m (33 ft) apart, or
A single hand rail or wire rope attached to hatch coamings, continued and adequately supported between hatchways.
(e) A permanently constructed gangway fitted at or above the level of the superstructure deck on or as near as practicable to the
center line of the vessel:
located so as not to hinder easy access across the working areas of the deck;
providing a continuous platform at least 1.0 m (3.3 ft) in width*;
constructed of fire-resistant and non-slip material;
fitted with guard rails extending on each side throughout its length. Guard rails are to be as required in 3-2-14/3.1 and
3-2-14/1.5, except that stanchions are to be fitted at intervals not more than 1.5 m (5 ft);
provided with a foot stop on each side;
having openings, with ladders where appropriate, to and from the deck. Openings are to be not more than 40 m (131 ft)
apart;
having shelters of substantial construction set in way of the gangway at intervals not exceeding 45 m (148 ft) if the
length of the exposed deck to be traversed exceeds 70 m (230 ft). Every such shelter is to be capable of accommodating
at least one person and be so constructed as to afford weather protection on the forward, port and starboard sides.
(f) A permanent and efficiently constructed walkway fitted at freeboard deck level on or as near as practicable to the center line
of the vessel having the same specifications as those for a permanent gangway listed in (e)*, except for foot-stops. On Type
B ships certified for the carriage of liquids in bulk, the hatch coamings may be accepted as forming one side of the walkway,
provided a combined height of hatch coaming and hatch cover in the closed condition is not less than 1 m (3.3 ft) and two
rows of guard rails are fitted between the hatchways.
(*) For tankers less than [100 m (328 ft)] in length, the minimum width of the gangway platform or deck level walkway
fitted in accordance with arrangement (e) or (f), respectively, may be reduced to 0.6 m (2 ft).
II. Transverse Location Keys (1) through (5) - for Construction (c), (d) and (f) where specified in the Table
(1) At or near the center line of vessel; or fitted on hatchways at or near the center line of vessel.
(2) Fitted on each side of the vessel.
(3) Fitted on one side of the vessel, provision being made for fitting on either side.
(4) Fitted on one side only.
(5) Fitted on each side of the hatchways as near to the center line as practicable.
III. Notes:
1. In all cases where wire ropes are fitted, adequate devices are to be provided to enable maintaining their tautness.
2. A means of passage over obstructions, if any, such as pipes or other fittings of a permanent nature is to be
provided.
3. Generally, the width of the gangway or walkway should not exceed 1.5 m (5 ft).


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5 Freeing Ports
5.1 Basic Area
Where bulwarks on freeboard decks form wells, ample provision is to be made for rapidly freeing the
decks of water and for draining them. The minimum freeing-port area on each side of the vessel for each
well 20 m (66 ft) or less in length is to be obtained from the following equation:
A = 0.7 + 0.035 m
2
A = 7.6 + 0.115 ft
2
Where the bulwark length exceeds 20 m (66 ft):
A = 0.07 m
2
A = 0.23 ft
2
where
A = freeing-port area, in m
2
(ft
2
)
= bulwark length in m (ft), but need not exceed 0.7L
If a bulwark is more than 1.2 m (3.9 ft) in height, the freeing-port area is to be increased by 0.004 m
2
per
meter (0.04 ft
2
per foot) of length of well for each 0.1 m (1 ft) difference in height. If a bulwark is less than
0.9 m (3 ft) in height, the freeing port area may be decreased by the same ratio. In vessels with no sheer,
the calculated area is to be increased by 50%. Where sheer is less than standard, the percentage is to be
obtained by interpolation.
5.3 Trunks, Deckhouses, and Hatchway Coamings
Where a vessel is fitted with a trunk on the freeboard deck, and open rails are not fitted in way of the trunk
for at least one-half its length, or where continuous or substantially continuous hatchway side coamings are
fitted or long deckhouse exist between detached superstructures, the minimum area of freeing-port openings
is to be obtained from the following table.
Breadth of trunk, deckhouse or hatchway in relation to
breadth of vessel
Area of freeing ports in relation to
total area of bulwarks
40% or less 20%
75% or more 10%

The area of freeing ports at intermediate breadths is to be obtained by linear interpolation.
5.5 Superstructure Decks
Where bulwarks on superstructure decks form wells, the bulwarks are to comply with 3-2-14/5.1, except
that the minimum freeing-port area on each side of the vessel for each well is to be one-half of the area obtained
in 3-2-14/5.1 and 3-2-14/5.3.
5.7 Open Superstructures
In vessels having superstructures that are open at either end or both ends, adequate provisions for freeing
the spaces within such superstructures are to be provided. The arrangements will be subject to special approval.
5.9 Details of Freeing Ports
The lower edges of the freeing ports are to be as near the deck as practicable. Two-thirds of the required
freeing-port area is to be provided in the half of the well nearest the lowest point of the sheer curve.
Freeing-port openings are to be protected by rails or bars in such a manner that the maximum clear vertical
or horizontal space is 230 mm (9 in.). Where shutters are fitted, ample clearance is to be provided to prevent
them from jamming. Hinges are to have pins and bearings of corrosion-resistant material and, in general,
the hinges are to be located at the top of the shutter. If the shutters are equipped with securing appliances,
the appliances are to be of approved construction.


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7 Portlights
7.1 Application (1 July 1998)
This subsection applies to passenger vessels and cargo vessels with the keel laid or in similar stage of
construction on or after 1 July 1998. As such, any reference to bulkhead/freeboard deck means bulkhead
deck in the case of passenger vessels and freeboard deck in the case of cargo vessels.
7.3 Location (1 July 1998)
The lower edges of the portlight sills are not to be below a line drawn parallel to the bulkhead/ freeboard
deck at side having as its lowest point either 2.5% of the breadth of the vessel or 500 mm (19.5 in.) above
the designed load waterline, whichever is the greater distance.
In addition, portlights are not to be fitted in spaces which are used exclusively for the carriage of cargo.
7.5 Construction (1 July 1998)
7.5.1 General
Portlights to spaces below the bulkhead/freeboard deck or to spaces within enclosed superstructures
and deckhouses protecting openings leading to below the bulkhead/freeboard deck are to be fitted
with efficient hinged, inside deadlights arranged so that they can be effectively closed and secured
watertight. The portlights, together with their glasses and deadlights, are to comply with a recognized
standard. They are to have strong frames (other than cast iron) and opening-type portlights are to have
noncorrosive hinge pins.
7.5.2 Non-opening Type
Where vessels are subject to damaged stability requirements of 3-3-1/3.3, portlights found to be
situated below a final damage equilibrium waterline are to be of non-opening type.
7.5.3 Locked Type
Portlights, where permitted in 3-2-14/7.5.2 to be of opening type, are to be of such construction as
will prevent unauthorized opening where:
i) The sills of which are below the bulkhead/freeboard deck, as permitted in 3-2-14/7.3, or
ii) Fitted in spaces used alternatively for the carriage of cargo or passengers.
7.5.4 Automatic Ventilating Type
Automatic ventilating portlights are not to be fitted in the shell plating below the bulkhead/ freeboard
deck without special approval.
9 Windows
9.1 Construction
Windows should generally not be fitted in deckhouses or the end bulkheads of superstructures in Position 1.
Windows to spaces within enclosed superstructure and deckhouses are to be fitted with strong, steel deadlight
covers.
Windows in other locations may be fitted without deadlight covers, depending upon the arrangement of the
vessel. Window frames are to be metal or other approval material and effectively secured to the adjacent
structure. Windows are to have a minimum of a
1
/
4
-inch radius at all corners. The glazing is to be set into
the frames in a suitable, approved packing or compound. Special consideration is to be given to angled
house fronts.
The thickness of the window is not to be less than that obtained from 3-2-14/9.1.1, 3-2-14/9.1.2 or
3-2-14/9.1.3 below, whichever is greatest.


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9.1.1
t = s
|
|
.
|
\
|
a
pk
1000
mm t = s
|
|
.
|
\
|
a
pk
in.
9.1.2
t = s
|
|
.
|
\
|
3
1
20E
pk
mm t = s
|
|
.
|
\
|
3
1
02 . 0 E
pk
in.
9.1.3 Minimum Tempered Monolithic Glass Thicknesses:
t = 9.5 mm (0.37 in.) for front windows
t = 6.5 mm (0.25 in.) for side and end windows
where
t = required window thickness, in mm (in.)
s = lesser dimension of window, in mm (in.)
h = pressure head, in m (ft), given in 3-2-9/3.3
p = 9.8h kN/m
2
(0.44h psi)
k = factor given in 3-2-14/Table 2
k
1
= factor given in 3-2-14/Table 2
a
= 0.30
f

f
= material flexural strength; see 3-2-14/Table 3
E = material flexural modulus; see 3-2-14/Table 3
TABLE 2
/s
k k
1

>5
5
4
3
2
1.8
1.6
1.4
1.2
1
0.750
0.748
0.741
0.713
0.610
0.569
0.517
0.435
0.376
0.287
0.142
0.142
0.140
0.134
0.111
0.102
0.091
0.077
0.062
0.044

= greater dimension of window panel, in mm (in.)
s = lesser dimension of window panel, in mm (in.)

TABLE 3
Glazing Flexural Strength Flexural Modulus
Tempered Monolithic 119 MPa (17,200 psi) 73,000 MPa (10,600,000 psi)
Laminated Glass 69 MPa (10,000 psi) 2,620 MPa (380,000 psi)
Polycarbonate* 93 MPa (13,500 psi) 2,345 MPa (340,000 psi)
Acrylic (poly methyl methacrylate)* 110 MPa (16,000 psi) 3,000 MPa (435,000 psi)

* Indicated values are for reference. Aging effects are to be considered for design.


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9.3 Testing
All windows and portlights are to be hose-tested after installation.
11 Ventilators, Tank Vents, and Overflows (2004)
11.1 General (2004)
Ventilators are to comply with the requirements of 3-2-14/11.3. Tank vents and overflows are to comply
with the requirements in 3-2-14/11.5. In addition, for those located on the fore deck of vessels with length,
L, (as defined in 3-1-1/3.1) between 80 meters (263 feet) and 90 meters (295 feet), the requirements given
in 3-2-14/11.7 are to be complied with.
11.3 Ventilators (2004)
11.3.1 Coaming Construction
Ventilators on exposed freeboard decks, superstructure deck or deckhouses are to have coamings
of steel or equivalent material. Coaming plate thicknesses are to be obtained from the following
equation.
t = 0.01d + 5.5 mm
t = 0.01d + 0.22 in.
where
t = thickness of coaming in mm (in.)
d = diameter of ventilator in mm (in.), but not less than 200 mm (7.5 in.)
The maximum coaming plate thickness required is 10 mm (0.40 in.). The coamings are to be
effectively secured to the deck. 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 steel at the freeboard deck.
11.3.2 Coaming Height
Ventilators in Position 1 are to have coamings at least 900 mm (35.5 in.) high. Ventilators in
Position 2 are to have coamings at least 760 mm (30 in.) high. For definitions of Position 1 and
Position 2, see 3-2-12/5. Coaming heights may be reduced on vessels which have freeboard in
excess of the minimum geometric freeboard and/or a superstructure deck with the height of the
deck in excess of the standard height of a superstructure.
11.3.3 Means for Closing Ventilators
Except as provided below, ventilator openings are to be provided with efficient, permanently attached
closing appliances. In vessels measuring 24 m (79 ft) or more in length (as defined in the International
Convention on Load Lines, 1966), 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.
These coaming height requirements may be modified in vessels measuring less than 24 m (79 ft)
in length.
11.5 Tank Vents and Overflows (2004)
Tank vents and overflows are to be in accordance with the requirements of 4-4-3/9 and 4-4-3/11 of these
Rules and, where applicable, the requirements given below in 3-2-14/11.7.


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11.7 Ventilators, Tank Vents and Overflows on the Fore Deck (2004)
11.7.1 Application
The requirements of this paragraph apply to all ventilators, tank vents and overflows located on
the exposed fore deck within the forward 0.25L on vessels with length, L, (as defined in 3-1-1/3.1)
between 80 meters (263 feet) and 90 meters (295 feet) and where the height of the exposed deck in
way of the item is less than 0.1L or 22 meters (72 ft) above the summer load waterline, whichever
is the lesser.
11.7.2 Applied Loading to the Air Pipes and Ventilators
11.7.2(a) Pressure. The pressures, p, in kN/m
2
(tf/m
2
, Ltf/ft
2
), acting on air pipes, ventilator
pipes and their closing devices, may be calculated from:
p = f V
2
C
d

C
s

C
p
kN/m
2
(tf/m
2
, Ltf/ft
2
)
where:
f = 0.5 (0.05, 0.0156)
= density of sea water, 1.025 t/m
3
(1.025 t/m
3
, 0.0286 Lt/ft
3
)
V = velocity of water over the fore deck, 13.5 m/sec (44.3 ft/sec)
C
d

= shape coefficient
= 0.5 for pipes
= 1.3 for pipes or ventilator heads in general
= 0.8 for pipes or ventilator heads of cylindrical form with its axis in the
vertical direction
C
s

= slamming coefficient, 3.2
C
p
= protection coefficient:
= 0.7 for pipes and ventilator heads located immediately behind a
breakwater or forecastle
= 1.0 elsewhere including immediately behind a bulwark
11.7.2(b) Force. Forces acting in the horizontal direction on the pipe and its closing device may
be calculated from the above pressure using the largest projected area of each component.
11.7.3 Strength Requirements for Ventilators, Tank Vents and Overflows and their Closing Devices
11.7.3(a) Bending Moment and Stress. Bending moments and stresses in air pipes and ventilator
pipes are to be calculated at critical positions; at penetration pieces, at weld or flange connections,
at toes of supporting brackets. Bending stresses in the net section are not to exceed 0.8Y, where Y
is the specified minimum yield stress or 0.2% proof stress of the steel at room temperature.
Irrespective of corrosion protection, a corrosion addition to the net section of 2.0 mm (0.08 in.) is
then to be applied.
11.7.3(b) Tank Vents and Overflows
i) For standard tank vents and overflows of 760 mm (30 in.) height closed by heads of not
more than the tabulated projected area, pipe thicknesses and bracket heights are specified
in 3-2-14/Table 4. Where brackets are required, three or more radial brackets are to be fitted.
ii) Brackets are to be of gross thickness of 8 mm (0.32 in.) or more, of minimum length of
100 mm (4.0 in.) and height according to 3-2-14/Table 4, but need not extend over the
joint flange for the head. Bracket toes at the deck are to be suitably supported.
iii) For other configurations, loads according to 3-2-14/11.7.2 are to be applied and means of
support determined in order to comply with the requirements above. Brackets, where fitted,
are to be of suitable thickness and length according to their height.
iv) Final (gross) pipe thickness is not to be taken less than as indicated in 4-4-3/9.3.
v) The minimum internal diameter of the air pipe or overflow is not to be less than 65 mm.


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11.7.3(c) Ventilators
i) For standard ventilators of 900 mm (35.4 in.) height closed by heads of not more than the
tabulated projected area, pipe thicknesses and bracket heights are specified in 3-2-14/Table 5.
Brackets, where required, are to be as specified in 3-2-14/11.7.3(b)iii).
ii) For ventilators of height greater than 900 mm (35.4 in.), brackets or alternative means of
support are to be provided. Coamings are not to be taken less than as indicated in 3-2-14/11.3
nor in 3-2-14/Table 4.
11.7.3(d) Components and Connections. All component parts and connections of the tank vents
and overflows or ventilators are to be capable of withstanding the loads defined in 3-2-14/11.7.2.
11.7.3(e) Rotary Heads. Rotating type mushroom ventilator heads are not to be used for application
in this location.

TABLE 4
760 mm (30 in.) High Tank Vents and Overflows
Thickness and Bracket Standards (2004)
Nominal Pipe Size Minimum Fitted
Gross Thickness
Maximum Projected
Area of Head
Height
(1)

of Brackets
A B
mm in. mm in. cm
2
in
2
mm in.
65 2
1
/
2
6.0 --- --- --- 480 18.9
80 3 6.3 0.25 --- --- 460 18.1
100 4 7.0 0.28 --- --- 380 15.0
125 5 7.8 0.31 --- --- 300 11.8
150 6 8.5 0.33 --- --- 300 11.8
175 7 8.5 0.33 --- --- 300 11.8
200 8 8.5
(2)
0.33
(2)
1900 295 300 11.8
250 10 8.5
(2)
0.33
(2)
2500 388 300
(2)
11.8
(2)
300 12 8.5
(2)
0.33
(2)
3200 496 300
(2)
11.8
(2)

350 14 8.5
(2)
0.33
(2)
3800 589 300
(2)
11.8
(2)

400 16 8.5
(2)
0.33
(2)
4500 698 300
(2)
11.8
(2)

Notes:
1 Brackets [see 3-2-14/11.7.3(b)] need not extend over the joint flange for the head.
2 Brackets are required where the as fitted (gross) thickness is less than 10.5 mm (0.41 in.), or where the tabulated
projected head area is exceeded.
Note: For other air pipe heights, the relevant requirements of 3-2-14/11.7.3 are to be applied.


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TABLE 5
900 mm (35.4 in.) High Ventilator
Thickness and Bracket Standards (2004)
Nominal Pipe Size Minimum Fitted
Gross Thickness
Maximum Projected
Area of Head
Height
(1)

of Brackets
A B
mm in. mm in. cm
2
in
2
mm in.
80 3 6.3 0.25 - - 460 18.1
100 4 7.0 0.28 - - 380 15.0
150 6 8.5 0.33 - - 300 11.8
200 8 8.5 0.33 550 85 - -
250 10 8.5 0.33 880 136 - -

300 12 8.5 0.33 1200 186 - -
350 14 8.5 0.33 2000 310 - -
400 16 8.5 0.33 2700 419 - -
450 18 8.5 0.33 3300 511 - -
500 20 8.5 0.33 4000 620 - -
Note: For other ventilator heights, the relevant requirements of 3-2-14/11.7.3 are to be applied.

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PART S e c t i o n 1 5 : C e i l i n g , S p a r r i n g , a n d P r o t e c t i o n o f S t e e l
3
SECT I ON 15 Ceiling, Sparring, and Protection of Steel
1 Ceiling
In cargo holds of vessels with single bottoms, close ceiling is to be fitted on the floors and up to the upper
turns of the bilges. The ceiling on the floors is to be laid in portable sections or other convenient
arrangements are to be made for removal for cleaning, painting or inspection. The ceiling may be omitted
where the bottom is filled with cement to the tops of the floors.
In cargo holds of vessels with double bottoms, close ceiling is to be fitted from the outboard edges of the
double bottoms up to the upper turns of the bilges. Under all cargo hatches, either ceiling is to be fitted or
the thickness of the inner bottom is to be increased by 2 mm (0.08 in.). Ceiling fitted at the bilges is to be
removable for cleaning, painting or inspection. Ceiling fitted on the inner bottom plating either is to be laid
on battens for drainage or is to be bedded in a suitable composition.
The thickness of wood ceiling is not to be less than 25 mm (1 in.) in vessels 9 m (30 ft) in length, not less
than 50 mm (2 in.) in vessels between 20 m (65 ft) and 61 m (200 ft) in length, not less than 57 mm (2.25 in.)
in vessels 61 to 76 m (200 to 250 ft) in length, nor less than 63 mm (2.5 in.) in vessels over 76 m (250 ft)
in length. Between 9 m (30 ft) and 20 m (65 ft) in length, the thicknesses may be determined by interpolation.
3 Sparring
In spaces intended to carry general cargo, sparring, where fitted, is to be arranged between the bilge ceiling
and the beam brackets. In vessels over 20 m (65 ft) in length, sparring is not to provide less protection to
the framing than would be obtained from wood battens 40 mm (1.625 in.) thick, 140 mm (5.5 in.) wide,
and spaced 380 mm (15 in.) center to center. In vessels 9 m (30 ft) in length, the thickness of wood battens
may be reduced to 20 mm (0.8 in.). Between 9 m (30 ft) and 20 m (65 ft) in length, the thicknesses may be
proportioned. Sparring is to be portable and fitted in cleats or in portable frames. If sparring is not fitted,
the notation NS will be entered in the Record, indicating no sparring.
5 Protection of Steel Work
5.1 All Spaces
Unless otherwise approved, all steel work is to be suitably coated with paint or equivalent.
5.3 Salt Water Ballast Space
Tanks or holds for salt water ballast are to have a corrosion-resistant hard type coating such as epoxy or
zinc on all structural surfaces. Where a long retention of salt water is expected due to the type of vessel or
unit, special consideration for the use of inhibitors or sacrificial anodes may be given.
5.5 Oil Spaces
Tanks intended for oil or the holds of combination carriers intended for the carriage of dry bulk cargoes
and oil cargoes need not be coated unless required by 3-2-15/5.7.

Section 15 Ceiling, Sparring, and Protection of Steel 3-2-15

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5.7 Cargo Holds on Bulk Carriers (including Combination Carriers) (1998)
All internal and external surfaces of hatch coamings and hatch covers, and all internal surfaces of cargo
holds, excluding the flat tank top areas and the hopper tank sloping plating up to approximately 300 mm
(12 in.) below the side shell frame end brackets, are to have an epoxy or equivalent coating applied in
accordance with the manufacturers recommendations. The internal surface of the cargo hold includes
those surfaces of stiffening members of the top wing tank bottom, where fitted on the hold side, and deck
plating and associated beams, girders, etc. facing holds such as those between the main hatchways. See
3-2-15/Figure 1.
In the selection of coatings, due consideration is to be given by the Owner to the intended cargoes and
conditions expected in service.

FIGURE 1
Extent of Coatings (1998)
Minimum
300 mm
(12 in)
Coating
b) HOLD, HATCH COAMINGS
AND HATCH COVER
Coating
a) TRANSVERSE
BULKHEAD

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PART S e c t i o n 1 6 : We l d D e s i g n
3
SECT I ON 16 Weld Design
1 Fillet Welds
1.1 General
1.1.1 Plans and Specifications
The actual sizes of fillet welds are to be indicated on detail drawings or on a separate welding
schedule and submitted for approval in each individual case.
1.1.2 Workmanship
Completed welds are to be to the satisfaction of the attending Surveyor. The gaps between the
faying surfaces of members being joined should be kept to a minimum. Where the opening
between members being joined exceeds 2.0 mm (
1
/
16
in.) and is not greater than 5 mm (
3
/
16
in.), the
weld leg size is to be increased by the amount of the opening in excess of 2.0 mm (
1
/
16
in.). Where
the opening between members is greater than 5 mm (
3
/
16
in.), corrective procedures are to be
specially approved by the Surveyor.
1.1.3 Special Precautions
Special precaution such as the use of preheat or low-hydrogen electrodes or low-hydrogen welding
processes may be required where small fillets are used to attach heavy plates or sections. When
heavy sections are attached to relatively light plating, the weld size may be required to be modified.
1.3 Tee Connections
1.3.1 Size of Fillet Welds
Frames, beams, bulkheads stiffeners, floors and intercostals, etc. are to have at least the disposition
and sizes of intermittent or continuous fillet welds, as required by 3-2-16/Table 1. Where it is desirable
to substitute continuous welding for intermittent welding, as given in 3-2-16/Table 1, a reduction
from the required size of fillet may be allowed if equivalent strength is provided.
1.3.2 Intermittent Welding at Intersection
Where beams, stiffeners, frames, etc., are intermittently welded and pass through slotted girders,
shelves or stringers, there is to be a pair of matched intermittent welds on each side of each such
intersection and the beams, stiffeners and frames are to be efficiently attached to the girders,
shelves and stringers.
1.3.3 Welding of Longitudinal to Plating
Welding of longitudinals to plating is to have double continuous welds at the ends and in way of
transverses equal in length to the depth of the longitudinal. For deck longitudinals only, a matched
pair of welds is required at the transverses.
1.3.4 Stiffeners and Webs to Hatch Covers
Unbracketed stiffeners and webs of hatch covers are to be welded continuously to the plating and
to the face plate for a length at ends equal to the end depth of the member.

Section 16 Weld Design 3-2-16

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1.5 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, w, are not to be less than
3
/
4
times the thickness of the 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.
1.7 Tee Joints at Boundary Connections
Tee joints at boundary connections of bulkheads, decks, inner bottoms, etc. are to have continuous welding
on both sides where the thinner of the plates is 12.5 mm (
1
/
2
in.) thick or greater. In general, the size of the
welds, w, is to be such that the two together are not less than the thickness of the thinner plate plus 1.5 mm
(
1
/
16
in.). Where the thickness of the thinner plate is less than 12.5 mm (
1
/
2
in.), the attachment may be
made by a continuous weld on one side 1.5 mm (
1
/
16
in.) less than the thickness of the thinner plate with
intermittent welding on the opposite side of the size required by 3-2-16/Table 1 for stiffeners to deep tank
bulkheads, except in way of tanks where equivalent continuous welds are to be used.
1.9 Ends of Unbracketed Stiffeners
Unbracketed stiffeners of shell, watertight and oiltight bulkheads and house fronts are to have double
continuous welds for one-tenth of their length at each end.
Unbracketed stiffeners of nontight structural bulkheads, deckhouse sides and after ends are to have a pair
of matched intermittent welds at each end.
1.11 Reduced Weld Size
Reduction in fillet weld sizes, except for slab longitudinals of thickness greater than 25 mm (1.0 in.), may
be specially approved by the Surveyor, in accordance with either 3-2-16/1.11.1 or 3-2-16/1.11.2, provided
the requirements of 3-2-16/1.3 are satisfied.
1.11.1 Controlled Gaps
Where quality control facilitates working to a gap between members being attached of 1 mm (0.04 in.)
or less, a reduction in fillet weld leg size w of 0.5 mm (0.02 in.) may be permitted.
1.11.2 Deep Penetration Welds
Where automatic double continuous fillet welding is used and quality control facilitates working
to a gap between members being attached of 1 mm (0.04 in.) or less, a reduction in fillet weld leg
size of 1.5 mm (
1
/
16
in.) may be permitted, provided that the penetration at the root is at least 1.5 mm
(
1
/
16
in.) into the members being attached.
1.13 Lapped Joints
Lapped joints are generally to have overlaps of not less width than twice the thinner plate thickness plus
25 mm (1 in.).
1.13.1 Overlapped End Connections
Overlapped end connections of longitudinal strength members within the midship 0.4L are to have
continuous fillet welds on both edges, each equal in size w to the thickness of the thinner of the
two plates joined. All other overlapped end connections are to have continuous welds on each edge
of sizes w such that the sum of the two is not less than 1.5 times the thickness of the thinner plate.
1.13.2 Overlapped Seams
Overlapped seams are to have welds on both edges of the sizes required by 3-2-16/1.7 for
tee-connections at boundaries.
1.15 Plug Welds or Slot Welds
Plug welds or slot welds may be specially approved for particular applications. Where used in the body of
doublers and similar locations, such welds may be spaced about 305 mm (12 in.) between centers in both
directions.


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3 Full or Partial Penetration Corner or Tee Joints
A full or partial penetration weld may be required for highly stressed (75% or more of the yield) critical
(e.g., oil/water boundary) joints.
The designer is to give consideration to minimizing the possibility of lamellar tearing in such joints. Ultrasonic
inspection of the plate in way of the connection may be required prior to and after fabrication to assure the
absence of possible laminations and lamellar tearing.
5 Alternatives
The foregoing are considered minimum requirements for electric-arc welding in hull construction, but
alternate methods, arrangements and details will be considered for approval. Fillet weld sizes may be
determined from structural analyses based on sound engineering principles, provided they meet the overall
strength standards of the Rules.


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TABLE 1
Weld Sizes and Spacing Millimeters
For weld requirements for thicknesses intermediate to those shown in the table, use the nearest thickness shown in the table.
Where beams, stiffeners, frames, etc., are intermittently welded and pass through slotted girders, shelves or stringers, there is
to be a pair of matched intermittent welds on each side of each such intersection and the beams, stiffeners and frames are to
be efficiently attached to the girders, shelves and stringers.
For slab longitudinals, the attachment is to be made by double continuous fillet welds of a size w which is 0.3 times the
thickness of the thinner plate, but need not be greater than 8.0 mm.
Where automatic double continuous fillet welding is provided, a reduction in fillet size of 1.5 mm will be permitted,
provided that the specified size of fillet in 3-2-16/Table 1 is 6.5 mm or greater, the gap between the members does not
exceed 1.0 mm and the penetration at the root is at least 1.5 mm into the member being attached. This reduction does not
apply for slab longitudinals.
For double continuous welding as an alternative to intermittent welding, see 3-2-16/1.3.1.
Staggered Chained
S
w
w
t
S S

Weld size for lesser thickness of members joined, mm
5 6.5 8 9.5 11 12.5 14.5 16
Nominal leg size of fillet w 3 5 6.5 6.5 8 8 8 8
Nominal throat size of fillet t 2 3.5 4.5 4.5 5.5 5.5 5.5 5.5
Length of fillet weld 40 65 75 75 75 75 75 75

Structural Items Spacing of Welds S, mm
Single-Bottom Floors
To center keelson Note: Connections elsewhere to take
same weld as floors in double bottom
In accordance with 3-2-16/1.7
Double-Bottom Floors
To shell in aft peaks of vessels having high power and
fine form
150 125 150 150 150 125
To shell flat of bottom forward (fore-end strengthening)
and in peaks
250 225 250 250 225 200
To shell elsewhere *300 *300 300 275 300 275 250 250
Solid floors to center vertical keel plate in engine room,
under boiler bearers, wide-spaced floors with
longitudinal frames
Solid floors to center vertical keel plate elsewhere, and
open-floor brackets to center vertical keel
*250 *250 250 225 250 225 200 175
Solid floors and open-floor brackets to margin plate In accordance with 3-2-16/1.7
To inner bottom in engine room In accordance with 3-2-16/1.7
To inner bottom at forward end (fore-end strengthening) *275 *275 275 250 275 250 225 200
To inner bottom elsewhere *300 *300 300 275 300 275 250 250
Wide spaced with longitudinal framing to shell and
inner bottom
Solid floor stiffeners at watertight or oiltight boundaries 300 300 300 275 300 275 250 250
Watertight and oiltight periphery connections of floors
throughout double bottom


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TABLE 1 (continued)
5 6.5 8 9.5 11 12.5 14.5 16

Center Girder
Nontight to inner-bottom or center strake in way of
engine and to shell or bar keel
Nontight to inner-bottom or center strake clear of engine 150 150 150 125 150 125 125 125
Watertight or oiltight to inner bottom, rider plate, shell
or bar keel
Intercostals
Intercostals and continuous longitudinal girders to shell
on flat bottom forward (fore-end strengthening) and to
inner bottom in way of engines
150 150 125 150 125 125 Dbl.
Cont.
and inner bottom elsewhere and to floors
*275 *275 275 250 275 250 225 225
Watertight and oiltight periphery connections of
longitudinal girders in double bottom
Frames
fine form
150 125 150 150 150 125
To shell for 0.125L forward and in peaks 250 225 250 250 225 225
To shell elsewhereSee Note 1 *300 *300 300 275 300 275 250 250
Unbracketed to inner bottom Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Frame brackets to frames, decks and inner bottom Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Longitudinals to shell and inner bottom *300 *300 300 275 300 275 250 250
Longitudinals to shell on flat of bottom forward
(fore-end strengthening)
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Girders and Webs
To shell and to bulkheads or decks in tanks 200 225 200 225 200 175 150
To bulkheads or decks elsewhere 250 225 250 225 200 175
Webs to face plate where area of face plate is 64.5 sq.
cm. or less
*250 *250 300 275 300 275 250 250
Webs to face plate area of face plate exceeds 64.5 sq. cm 250 225 250 225 200 175
Bulkheads
Peripheries of swash bulkheads 200 225 200 225 200 175 150
Peripheries of nontight structural bulkheads 225 250 225 250 225 200 175
Peripheries of deep tank or watertight bulkheads In accordance with 3-2-16/1.7
Stiffeners to deep tank bulkheads See Note 1 *300 300 275 300 275 250 250
Stiffeners to ordinary watertight bulkheads and
deckhouse fronts See Note 1
*300 300 275 300 275 250 250
Stiffeners to nontight structural bulkheads; stiffeners on
deckhouse sides and after ends See Note 2
*300 *300 *300 300 300 300 300 250
Stiffener brackets to beams, decks, etc. Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Decks
Peripheries of platform decks and nontight flats
Upper Weld Cont. Cont. Cont. Cont. Cont. Cont. Cont. Cont.
Lower Weld 300 300 300 300 300 300 300 250


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TABLE 1 (continued)
5 6.5 8 9.5 11 12.5 14.5 16

Decks (continued)
Peripheries of strength decks, exposed decks, and all
watertight or oiltight decks, tunnels and flats
Beams (transverse or longitudinal) to decks *300 *300 300 275 300 275 250 250
Beams knees to beams and frames Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Hatch coamings to exposed decks In accordance with 3-2-16/1.7
Transverses or deep beams to decks in tanks 200 225 200 225 200 175 150
Transverse or deep beams to deck elsewhere 250 225 250 225 200 175
Foundations
To top plates, shell or inner bottom for main engines
and major auxiliaries
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
To top plates, shell or inner bottom for boilers and other
auxiliaries
Additional Welding for Vessels Classed Oil Carrier (See Note 4)
Girders and Webs
Centerline girder to shell Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Centerline girder to deck Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Bulkhead webs to plating Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
To face plates 150 150 150 150 125 125 Dbl.
Cont.
Transverses
Bottom transverses to shell Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Side, deck and bulkhead transverses to plating Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Cont.
See general notes at beginning of table
Notes
1 Unbracketed stiffeners of shell, watertight and oiltight bulkheads and house fronts are to have double continuous
welds for one-tenth of their length at each end.
2 Unbracketed stiffeners of nontight structural bulkheads, deckhouse sides and after ends are to have a pair of
matched intermittent welds at each end.
3 Where the symbol, (dash), is shown in place of the spacing of intermittent fillet welds, it is to indicate that the
corresponding thickness is not anticipated for that particular structural member.
4 The welding of longitudinals may be as required under frames or decks above. In addition, they are to have double
continuous welds at the ends and in way of transverses equal in length to the depth of the longitudinal. For deck
longitudinals, only a matched pair of welds is required at the transverses. For slab longitudinals, the attachment is
to be made by double continuous fillet welds of a size w which is 0.3 times the thickness of the thinner plate, but
need not be greater than 8.0 mm.
Nominal size of fillet w may be reduced 1.5 mm.
Nominal size of fillet w is increased 1.5 mm.
* Fillet welds are to be staggered.


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TABLE 1
Weld Sizes and Spacing Inches
For weld requirements for thicknesses intermediate to those shown in the table, use the nearest thickness shown in the table.
Where beams, stiffeners, frames, etc., are intermittently welded and pass through slotted girders, shelves or stringers, there is
to be a pair of matched intermittent welds on each side of each such intersection, and the beams, stiffeners and frames are to
be efficiently attached to the girders, shelves and stringers.
For slab longitudinals, the attachment is to be made by double continuous fillet welds of a size w which is 0.3 times the
thickness of the thinner plate, but need not be greater than
5
/
16
in.
Where automatic double continuous fillet welding is provided, a reduction in fillet size of
1
/
16
in. will be permitted, provided
that the specified size of fillet in 3-2-16/Table 1 is
1
/
4
in. or greater, the gap between the members does not exceed 0.04 in.
and the penetration at the root is at least
1
/
16
in. into the member being attached. This reduction does not apply for slab
longitudinals.
For double continuous welding as an alternative to intermittent welding, see 3-2-16/1.3.1.
Staggered Chained
S
w
w
S S

Leg size for lesser thickness of members joined, in.
0.19 0.25 0.32 0.38 0.44 0.50 0.57 0.63
Nominal leg size of fillet w
1
/
8

3
/
16

1
/
4

1
/
4

5
/
16

5
/
16

5
/
16

5
/
16

Length of fillet weld 1
1
/
2
2
1
/
2
3 3 3 3 3 3

Structural Items Spacing of Welds S, in.
Single-Bottom Floors
To center keelson Note: Connections elsewhere to take
same weld as floors in double bottom
Double-Bottom Floors
fine form
6 5 6 6 6 5
To shell flat of bottom forward (fore-end strengthening)
and in peaks
10 9 10 10 9 8
To shell elsewhere *12 *12 12 11 12 11 10 10
Solid floors to center vertical keel plate in engine room,
under boiler bearers, wide-spread floors with
longitudinal frames
Solid floors to center vertical keel plate elsewhere, and
open-floor brackets to center vertical keel
*10 *10 10 9 10 9 8 7
Solid floors and open-floor brackets to margin plate In accordance with 3-2-16/1.7
To inner bottom in engine room In accordance with 3-2-16/1.7
To inner bottom at forward end (fore-end strengthening) *11 *11 11 10 11 10 9 8
To inner bottom elsewhere *12 *12 12 11 12 11 10 10
Wide spaced with longitudinal framing to shell and
inner bottom
Solid floor stiffeners at watertight or oiltight boundaries 12 12 11 12 11 10 10
Watertight and oiltight periphery connections of floors
throughout double bottom


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TABLE 1 (continued)
0.19 0.25 0.32 0.38 0.44 0.50 0.57 0.63
1
/
8

3
/
16

1
/
4

1
/
4

5
/
16

5
/
16

5
/
16

5
/
16

1
/
2
2
1
/
2
3 3 3 3 3 3

Center Girder
Nontight to inner-bottom or center strake in way of
engine and to shell or bar keel
Nontight to inner-bottom or center strake clear of engine 6 6 6 5 6 5 5 5
Watertight or oiltight to inner bottom, rider plate, shell
or bar keel
Intercostals
on flat bottom forward (fore-end strengthening) and to
inner bottom in way of engines
6 6 5 6 5 5 Dbl.
Cont.
and inner bottom elsewhere and to floors
*11 *11 11 10 11 10 9 9
Watertight and oiltight periphery connections of
longitudinal girders in double bottom
Frames
fine form
6 5 6 6 6 5
To shell for 0.125L forward and in peaks 10 9 10 10 9 9
To shell elsewhereSee Note 1 *12 *12 12 11 12 11 10 10
Unbracketed to inner bottom Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Frame brackets to frames, decks and inner bottom Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Longitudinals to shell and inner bottom *12 *12 12 11 12 11 10 10
Longitudinals to shell on flat of bottom forward (fore-
end strengthening)
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Girders and Webs
To shell and to bulkheads or decks in tanks 8 9 8 9 8 7 6
To bulkheads or decks elsewhere 10 9 10 9 8 7
Webs to face plate where area of face plate is 10 sq. in.
or less
*10 *10 12 11 12 11 10 10
Webs to face plate area of face plate exceeds 10 sq. in. 10 9 10 9 8 7
Bulkheads
Peripheries of swash bulkheads 8 9 8 9 8 7 6
Peripheries of nontight structural bulkheads 9 10 9 10 9 8 7
Peripheries of deep tank or watertight bulkheads In accordance with 3-2-16/1.7
Stiffeners to deep tank bulkheads See Note 1 *12 12 11 12 11 10 10
Stiffeners to ordinary watertight bulkheads and
deckhouse fronts See Note 1
*12 12 11 12 11 10 10
Stiffeners to nontight structural bulkheads; stiffeners on
deckhouse sides and after ends See Note 2
*12 *12 *12 12 12 12 12 10
Stiffener brackets to beams, decks, etc. Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Decks
Peripheries of platform decks and nontight flats
Upper Weld Cont. Cont. Cont Cont. Cont Cont. Cont. Cont
Lower Weld 12 12 12 12 12 12 12 10


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2012
TABLE 1 (continued)
0.19 0.25 0.32 0.38 0.44 0.50 0.57 0.63
1
/
8

3
/
16

1
/
4

1
/
4

5
/
16

5
/
16

5
/
16

5
/
16

1
/
2
2
1
/
2
3 3 3 3 3 3

Decks (continued)
Peripheries of strength decks, exposed decks, and all
watertight or oiltight decks, tunnels and flats
Beams (transverse or longitudinal) to decks *12 *12 12 11 12 11 10 10
Beams knees to beams and frames Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Hatch coamings to exposed decks In accordance with 3-2-16/1.7
Transverses or deep beams to decks in tanks 8 9 8 9 8 7 6
Transverses or deep beams to decks elsewhere 10 9 10 9 8 7
Foundations
To top plates, shell or inner bottom for main engines
and major auxiliaries
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
To top plates, shell or inner bottom for boilers and other
auxiliaries
Additional Welding for Vessels Classed Oil Carrier (See Note 4)
Girders and Webs
Centerline girder to shell Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Centerline girder to deck Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Bulkhead webs to plating Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Cont.
Transverses
Bottom transverses to shell Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Side, deck and bulkhead transverses to plating Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Dbl.
Cont.
Cont.
See general notes at beginning of table
Notes
1 Unbracketed stiffeners of shell, watertight and oiltight bulkheads and house fronts are to have double continuous
welds for one-tenth of their length at each end.
2 Unbracketed stiffeners of nontight structural bulkheads, deckhouse sides and after ends are to have a pair of
matched intermittent welds at each end.
3 Where the symbol, (dash), is shown in place of the spacing of intermittent fillet welds, it is to indicate that the
corresponding thickness is not anticipated for that particular structural member.
4 The welding of longitudinals may be as required under frames or decks above. In addition, they are to have double
continuous welds at the ends and in way of transverses equal in length to the depth of the longitudinal. For deck
longitudinals only, a matched pair of welds is required at the transverses. For slab longitudinals, the attachment is
to be made by double continuous fillet welds of a size w which is 0.3 times the thickness of the thinner plate, but
need not be greater than
1
/
16
in.
Nominal size of fillet w may be reduced
1
/
16
in.
Nominal size of fillet w is increased
1
/
16
in.
* Fillet welds are to be staggered.

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PART C h a p t e r 3 : S u b d i v i s i o n a n d S t a b i l i t y
3
CHAPT ER 3 Subdivision and Stability
CONTENTS
SECTION 1 General Requirements ....................................................................... 189
1 General ........................................................................................... 189
3 Criteria ............................................................................................. 189
3.1 Intact Stability .............................................................................. 189
3.3 Subdivision and Damage Stability ............................................... 189
5 Review Procedures ......................................................................... 190
5.1 Administration Review ................................................................. 190
5.3 ABS Review ................................................................................ 190
7 Damage Control plan for Dry Cargo Vessels .................................. 190
9 Onboard Computers for Stability Calculations ................................ 190

APPENDIX 1 Intact Stability of Tankers During Liquid Transfer Operations ...... 191
1 General ........................................................................................... 191
1.1 Note ............................................................................................. 191
1.3 Operations to be Addressed ........................................................ 191

APPENDIX 2 Onboard Computers for Stability Calculations ............................... 194
1 General ........................................................................................... 194
1.1 Scope .......................................................................................... 194
1.3 Design ......................................................................................... 194
3 Calculation Systems ....................................................................... 194
5 Types of Stability Software ............................................................. 195
7 Functional Requirements ................................................................ 195
7.1 Calculation Program .................................................................... 195
7.3 Direct Damage Stability Calculations .......................................... 195
7.5 Warning ....................................................................................... 195
7.7 Data Printout ............................................................................... 195
7.9 Date and Time ............................................................................. 195
7.11 Information of Program ................................................................ 195
7.13 Units ............................................................................................ 195
9 Acceptable Tolerances ................................................................... 196
9.1 Calculation Program of the Approved Stability Information ......... 196
9.3 Independent Program for Assessment of Stability ....................... 196
11 Approval Procedure ........................................................................ 197
11.1 Conditions of Approval of the Onboard Software for Stability
Calculations ................................................................................. 197
11.3 General Approval (optional) ......................................................... 198
11.5 Specific Approval ......................................................................... 198

188 ABS

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13 Operation Manual ........................................................................... 199
15 Installation Testing .......................................................................... 199
17 Periodical Testing ........................................................................... 200
19 Other Requirements ........................................................................ 200

TABLE 1 Acceptable Tolerances ......................................................... 197

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PART S e c t i o n 1 : G e n e r a l R e q u i r e m e n t s
3
SECT I ON 1 General Requirements
1 General
Vessels of the following categories are to have subdivision and stability in accordance with the criteria as
shown.
3 Criteria
3.1 Intact Stability
All vessels which have a length of 24 m (79 ft) or over, as defined in the International Convention on Load
Lines, are to have intact stability guidance as required by Regulation 10 of the International Convention on
Load Lines. The following criteria may be used for classification purposes:
Cargo vessels of all sizes with or without deck cargo: IMO Code on Intact Stability
In case the above criteria are not applicable to a particular vessel, the intact stability will be reviewed by
ABS in accordance with other recognized criteria appropriate to the vessels type, size and intended service.
Tankers for which the request for class for new construction is received on or after 1 July 1997 are to meet
the requirements in Appendix 3-3-A1, Intact Stability of Tankers During Liquid Transfer Operations.
3.3 Subdivision and Damage Stability
Vessels of applicable size, type and service are to have subdivision and damage stability as required by the
International Convention for the Safety of Life at Sea, 1974, as amended as follows:
Passenger vessel Regulation II-1/4 through 8-1 (Section 5C-7-3 of the ABS Rules for
Building and Classing Steel Vessels)
Gas Carrier IGC Code (Section 5C-8-2 of the ABS Rules for Building and Classing
Steel Vessels)
Chemical carrier IBC Code (Section 5C-9-2 of the ABS Rules for Building and Classing
Steel Vessels)
Offshore support vessel Section 3-3-1 of the ABS Rules for Building and Classing Offshore
Support Vessels
(1 July 1998) Cargo vessel Regulation II-1/4 through 7-3
of 80 m (262 ft)or more in
subdivision length

Chapter 3 Subdivision and Stability

190 ABS

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5 Review Procedures
5.1 Administration Review
When the vessel is issued an International Load Line Certificate, Passenger Ship Safety Certificate, Cargo
Ship Safety Construction Certificate, International Certificate of Fitness for the Carriage of Liquefied
Gases in Bulk or International Certificate of Fitness for Carriage of Dangerous Chemicals in Bulk by the
flag Administration or its agent other than ABS, such Certificate will be accepted as evidence that the
vessel has subdivision and stability in accordance with the criteria in the respective Convention.
Where the Administration undertakes the review of subdivision and stability and ABS is issuing the above
Certificate, the acceptance of subdivision and stability by the Administration will be required before the
certificate is issued.
5.3 ABS Review
In all other cases, the information and calculations for subdivision and stability are to be submitted to ABS
for review. Where the intact stability criteria are not applicable to a particular vessel, the review will be in
accordance with other recognized criteria acceptable to ABS.
7 Damage Control plan for Dry Cargo Vessels
A plan for each deck and hold and boundaries of the watertight compartments, showing clearly the openings
therein with the means of closure and position of any controls thereof, and the arrangements for the correction
of any list due to flooding, is to be permanently exhibited or readily available on the navigation bridge. In
addition, booklets containing the aforementioned information are to be made available to the officers of the
vessel.
9 Onboard Computers for Stability Calculations (1 July 2007)
The use of onboard computers for stability calculations is not a requirement of class. However, if stability
software is installed onboard vessels contracted on or after 1 July 2005, it should cover all stability
requirements applicable to the vessel and is to be approved by ABS for compliance with the requirements
of Appendix 3-3-A2, Onboard Computers for Stability Calculations.

ABS

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2012 191
PART Appendix 1: Intact Stability of Tankers During Liquid Transfer Operations
3
APPENDI X 1 Intact Stability of Tankers During Liquid Transfer
Operations
1 General
1.1 Note
The following requirements for tankers (i.e., vessels designed to carry liquid in bulk) were developed from
the IMO draft MSC Circular containing recommendations for existing oil tankers and the anticipated
amendments to MARPOL for new tankers. The phenomenon of lolling is considered to be a safety issue
for double hull tankers, as well as for other tankers having exceptionally wide cargo tanks (i.e. having cargo
tank breadths greater than 60% of the vessels maximum beam), which should be solved for vulnerable
existing tankers and for new tankers now rather than be deferred until the proposed amendments to
MARPOL enter into force. The solution should not be limited only to tankers subject to MARPOL.
1.3 Operations to be Addressed
Liquid transfer operations include cargo loading and unloading, lightering, ballasting and deballasting,
ballast water exchange and tank cleaning operations.
3
Every tanker is to comply with the intact stability criteria specified in subparagraphs 3-3-A1/3.1 and
3-3-A1/3.3 for any operating draft reflecting actual, partial or full load conditions, including the intermediate
stages of liquid transfer operations.
3.1
In port, the initial metacentric height, GM
0,
is not to be less than 0.15 m. Positive intact stability is to
extend from the initial equilibrium position at which GM
0
is calculated over a range of at least 20 degrees
to port and to starboard.
3.3
At sea, the intact stability criteria contained in paragraphs 3.1.2.1 to 3.1.2.4 of the IMO Code on Intact
Stability, are applicable, or the criteria contained in the national requirements of the flag Administration
are applicable if the national stability requirements provide at least an equivalent degree of safety.
5
For all loading conditions in port and at sea, including intermediate stages of liquid transfer operations, the
initial metacentric height and the righting lever curve are to be corrected for the effect of free surfaces of
liquids in tanks.

Appendix 1 Intact Stability of Tankers During Liquid Transfer Operations 3-3-A1

192 ABS

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2012
7
The intact stability criteria specified in 3-3-A1/3 is preferably to be met by design of the vessel, i.e., the
design should allow for maximum free surface effects in all cargo, ballast and consumables tanks during
liquid transfer operations.
9
If the intact stability criteria specified in 3-3-A1/3 are not met through design of the vessel alone, the
Master is to be provided with clear instructions covering the operational restrictions and methods necessary
to ensure compliance with these criteria during liquid transfer operations. These instructions should be
simple and concise, and:
9.1
In a language understood by the officer-in-charge of transfer operations;
9.3
Require no more than minimal mathematical calculations by the officer-in-charge;
9.5
Indicate the maximum number of cargo and ballast tanks which may be slack under any possible condition
of liquid transfer;
9.7
Provide pre-planned sequences of cargo/ballast transfer operations which indicate the cargo and ballast
tanks which may be slack to satisfy the stability criteria under any specific condition of liquid transfer,
including possible range of cargo densities. The slack tanks may vary during stages of the transfer operations
and be any combination which satisfies the stability criteria;
9.9
Provide instructions for pre-planning other sequences of cargo/ballast transfer operations, including use of
stability performance criteria in graphical or tabular form which enable comparisons of required and attained
stability. These instructions for pre-planning other sequences, in relation to individual vessels, should take
account of:
i) The degree of criticality with respect to the number of tanks which can simultaneously have maximum
free surface effects at any stage of liquid transfer operations;
ii) The means provided to the officer-in-charge to monitor and assess the effects on stability and hull
strength throughout the transfer operations;
iii) The need to give sufficient warning of an impending critical condition by reference to suitable
margins (and the rate and direction of change) of the appropriate stability and hull strength parameters.
If appropriate, the instructions should include safe procedures for suspending transfer operations
until a suitable plan of remedial action has been evaluated;
iv) The use of on-line shipboard computer systems during all liquid transfer operations, processing
cargo and ballast tank ullage data and cargo densities to continuously monitor the vessels stability
and hull strength and, when necessary, to provide effective warning of an impending critical situation,
possibly automatic shut-down, and evaluation of possible remedial actions. The use of such systems
is encouraged;
9.11
Provide for corrective actions to be taken by the officer-in-charge in case of unexpected technical difficulties
with the recommended pre-planned transfer operations and in case of emergency situations. A general
reference to the vessels shipboard oil pollution emergency plan may be included; and

Appendix 1 Intact Stability of Tankers During Liquid Transfer Operations 3-3-A1

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2012 193
9.13
The instructions required above be prominently displayed:
i) In the approved trim and stability booklets;
ii) At the cargo/ballast transfer control station;
iii) In any computer software by which intact stability is monitored or calculations performed;
iv) In any computer software by which hull strength is monitored or calculations performed.

194 ABS

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PART A p p e n d i x 2 : O n b o a r d C o m p u t e r s f o r S t a b i l i t y C a l c u l a t i o n s
3
APPENDI X 2 Onboard Computers for Stability Calculations
(1 July 2007)
1 General
1.1 Scope
The scope of stability calculation software is to be in accordance with the stability information as approved
by the flag Administration or ABS on behalf of the flag Administration. The software is at least to include
all information and perform all calculations or checks as necessary to ensure compliance with the applicable
stability requirements.
Approved stability software is not a substitute for the approved stability information, and is used as a
supplement to the approved stability information to facilitate stability calculations.
1.3 Design
The input/output information is to be easily comparable with approved stability information so as to avoid
confusion and possible misinterpretation by the operator relative to the approved stability information.
An operation manual is to be provided for the onboard computer stability software.
The language in which the stability information is displayed and printed out as well as the operation manual
is written is to be the same as used in the vessels approved stability information. The primary language is
to be English.
The onboard computer for stability calculations is vessel specific equipment and the results of the calculations
are only applicable to the vessel for which it has been approved.
In case of modifications implying changes in the main data or internal arrangement of the vessel, the
specific approval of any original stability calculation software is no longer valid. The software is to be
modified accordingly and reapproved.
3 Calculation Systems
This Appendix covers either system, a passive system that requires manual data entry or an active system,
which replaces the manual with the automatic entry with sensors reading and entering the contents of tanks,
etc., provided the active system is in the off-line operation mode. However, an integrated system, which
controls or initiates actions based on the sensor-supplied inputs is not within the scope of this Appendix.

Appendix 2 Onboard Computers for Stability Calculations 3-3-A2

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5 Types of Stability Software
Three types of calculations performed by stability software are acceptable depending upon a vessels
stability requirements:
Type 1 Software calculating intact stability only (for vessels not required to meet a damage stability
criterion)
Type 2 Software calculating intact stability and checking damage stability on basis of a limit curve
(for vessels applicable to SOLAS Part B-1 damage stability calculations, etc.) or previously
approved loading conditions
Type 3 Software calculating intact stability and damage stability by direct application of
preprogrammed damage cases for each loading condition (for some tankers etc.)
7 Functional Requirements
7.1 Calculation Program
The calculation program is to present relevant parameters of each loading condition in order to assist the
Master in his judgment on whether the vessel is loaded within the approval limits. The following parameters
are to be presented for a given loading condition:
Deadweight data
Lightship data
Trim
Draft at the draft marks and perpendiculars
Summary of loading condition displacement, VCG, LCG and, if applicable, TCG
Downflooding angle and corresponding downflooding opening
Compliance with stability criteria: Listing of all calculated stability criteria, the limit values, the obtained
values and the conclusions (criteria fulfilled or not fulfilled)
7.3 Direct Damage Stability Calculations
If direct damage stability calculations are performed, the relevant damage cases according to the applicable
rules are to be pre-defined for automatic check of a given loading condition.
7.5 Warning
A clear warning is to be given on screen and in hard copy printout if any of the loading limitations are not
complied with.
7.7 Data Printout
The data are to be presented on screen and in hard copy printout in a clear unambiguous manner.
7.9 Date and Time
The date and time of a saved calculation are to be part of the screen display and hard copy printout.
7.11 Information of Program
Each hard copy printout is to include identification of the calculation program with version number.
7.13 Units
Units of measurement are to be clearly identified and used consistently within a loading calculation.


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9 Acceptable Tolerances
Depending on the type and scope of programs, the acceptable tolerances are to be determined differently,
according to 3-3-A2/9.1 or 3-3-A2/9.3. In general, deviation from these tolerances is not to be accepted
unless a satisfactory explanation for the difference is submitted for review and the same is satisfactorily
confirmed by ABS that there would be no adverse effect on the safety of the vessel.
Examples of pre-programmed input data include the following:
Hydrostatic data: Displacement, LCB, LCF, VCB, KMt and MCT vs. draft
Stability data: KN or MS values at appropriate heel/trim angles vs. displacement, stability limits.
Compartment data: Volume, LCG, VCG, TCG and FSM/Grain heeling moments vs. level of the
compartments contents.
Examples of output data include the following:
Hydrostatic data: Displacement, LCB, LCF, VCB, KMt and MCT versus draft, as well as actual
drafts, trim.
Stability data: FSC (free surface correction), GZ-values, KG, GM, KG/GM limits, allowable
grain heeling moments, derived stability criteria (e.g., areas under the GZ curve),
weather criteria.
Compartment data: Calculated Volume, LCG, VCG, TCG and FSM/Grain heeling moments vs. level
of the compartments contents
The computational accuracy of the calculation program results is to be within the acceptable tolerances
specified in 3-3-A2/9.1 or 3-3-A2/9.3, of the results using an independent program or the approved stability
information with identical input.
9.1 Calculation Program of the Approved Stability Information
Programs which use only pre-programmed data from the approved stability information as the basis for
stability calculations are to have zero tolerances for the printouts of input data.
Output data tolerances are to be close to zero. However, small differences associated with calculation rounding
or abridged input data are acceptable. Additionally differences associated with the use of hydrostatic and
stability data for trims that differ from those in the approved stability information are acceptable subject to
review by ABS.
9.3 Independent Program for Assessment of Stability
Programs which use hull form models as their basis for stability calculations are to have tolerances for the
printouts of basic calculated data established against either data from the approved stability information or
data obtained using the approval authoritys model. Acceptable tolerances shall be in accordance with
3-3-A2/Table 1.


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TABLE 1
Acceptable Tolerances
Hull Form Dependent Acceptable Tolerance
(1)

Displacement 2%
Longitudinal center of buoyancy, from AP 1%/50 cm max
Vertical center of buoyancy 1%/5 cm max
Transverse center of buoyancy 0.5% of B/5 cm max
Longitudinal center of flotation, from AP 1%/50 cm max
Moment to trim 1 cm 2%
Transverse metacentric height 1%/5 cm max
Longitudinal metacentric height 1%/50cm max
Cross curves of stability 5 cm

Compartment Dependent Acceptable Tolerance
(1)

Volume or deadweight 2%
Longitudinal center of gravity, from AP 1%/50 cm max
Vertical center of gravity 1%/5 cm max
Transverse center of gravity 0.5% of B/5 cm max
Free surface moment 2%
Shifting moment 5%
Level of contents 2%

Trim and Stability Acceptable Tolerance
(1)

Drafts (forward, aft, mean) 1%/5 cm max
GMt 1%/5 cm max
GZ values 5%/5 cm max
FS correction 2%
Downflooding angle 2
Equilibrium angles 1
Distance to unprotected openings or margin line from
WL, if applicable
5%/5 cm max
Areas under righting arm curve 5% or 0.0012 mrad
Notes:
1 Deviation in % = [(base value applicants value)/base value] 100.
where the base value may be from the approved stability information
or the results of master computer using an independent program.

11 Approval Procedure
11.1 Conditions of Approval of the Onboard Software for Stability Calculations (1 July
2012)
The onboard software used for stability calculations is subject to approval, which is to include:
Verification of type approval, if any,
Verification that the data used is consistent with the current condition of the vessel (see 3-3-A2/11.5),
Verification and approval of the test conditions, and
Verification that the software is appropriate for the type of vessel and stability calculations required.


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Verification that the software is installed so that failure of the primary computer or server does not prevent
the stability calculation from being carried out (this is to be demonstrated onboard as noted below)
The satisfactory operation of the software for stability calculations is to be verified by testing upon installation
on the primary computer or server and at least one back-up computer or redundant server onboard (see
3-3-A2/15). A copy of the approved test conditions and the operation manual for the computer/software are
to be available onboard.
11.3 General Approval (optional)
Upon receipt of application for general approval of the calculation program, ABS may provide the applicant
with test data consisting of two or more design data sets, each of which is to include a vessels hull form
data, compartmentation data, lightship characteristics and deadweight data, in sufficient detail to accurately
define the vessel and its loading condition.
Acceptable hull form and compartmentation data may be in the form of surface coordinates for modeling
the hull form and compartment boundaries (e.g., a table of offsets) or in the form of pre-calculated tabular
data (e.g., hydrostatic tables, capacity tables) depending upon the form of data used by the software being
submitted for approval. Alternatively, the general approval may be given based on at least two test vessels
agreed upon between the applicant and ABS.
In general, the software is to be tested for two types of vessels for which approval is requested, with at
least one design data set for each of the two types. Where approval is requested for only one type of vessel,
a minimum of two data sets for different hull forms of that type of vessel are required to be tested.
For calculation software which is based on the input of hull form data, design data sets are to be provided
for three types of vessels for which the software is to be approved, or a minimum of three data sets for
different hull forms if approval is requested for only one type of vessel. Representative vessel types which
require different design data sets due to their hull forms, typical arrangements, and nature of cargo include:
tanker, bulk carrier, container carrier, and other dry cargo and passenger vessels.
The test data sets are to be used by the applicant to run the calculation program for the test vessels. The
results obtained, together with the hydrostatic data and cross-curve data developed by the program, if
appropriate are to be submitted to ABS for the assessment of the programs computational accuracy. ABS
is to perform parallel calculations using the same data sets and a comparison of these results will be made
against the applicants submitted programs results.
11.5 Specific Approval
ABS is to verify the accuracy of the computational results and actual vessel data used by the calculation
program for the particular vessel on which the program will be installed.
Upon receipt of application for data verification, ABS and the applicant are to agree on a minimum of four
loading conditions, taken from the vessels approved stability information, which are to be used as the test
conditions.
For vessels carrying liquids in bulk, at least one of the conditions is to include partially filled tanks. For
vessels carrying grain in bulk, one of the grain loading conditions is to include a partially filled grain
compartment. Within the test conditions each compartment is to be loaded at least once. The test conditions
normally are to cover the range of load drafts from the deepest envisaged loaded condition to the light
ballast condition and are to include at least one departure and one arrival condition.
ABS is to verify that the following data, submitted by the applicant, is consistent with arrangements and
most recently approved lightship characteristics of the vessel according to current plans and documentation
on file with ABS, subject to possible further verification onboard:
Identification of the calculation program including version number.
Main dimensions, hydrostatic particulars and, if applicable, the vessel profile.
The position of the forward and after perpendiculars, and if appropriate, the calculation method to
derive the forward and after drafts at the actual position of the vessels draft marks.


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Vessel lightweight and center of gravity derived from the most recently approved inclining experiment
or light weight check.
Lines plan, offset tables or other suitable presentation of hull form data if necessary for ABS to model
the vessel.
Compartment definitions, including frame spacing, and centers of volume, together with capacity
tables (sounding/ullage tables), free surface corrections, if appropriate
Cargo and Consumables distribution for each loading condition.
Verification by ABS does not absolve the applicant and shipowner of responsibility for ensuring that the
information programmed into the onboard computer software is consistent with the current condition of the
vessel.
13 Operation Manual
A simple and straightforward operation manual is to be provided, containing descriptions and instructions,
as appropriate, for at least the following:
Installation
Function keys
Menu displays
Input and output data
Required minimum hardware to operate the software
Use of the test loading conditions
Computer-guided dialogue steps
List of warnings
15 Installation Testing
To ensure correct working of the computer after the final or updated software has been installed, it is the
responsibility of the vessels master to have test calculations carried out according to the following pattern
in the presence of the Surveyor:
From the approved test conditions at least one load case (other than lightship) is to be calculated.
Note: Actual loading condition results are not suitable for checking the correct working of the computer.
Normally, the test conditions are permanently stored in the computer.
Steps to be performed:
Retrieve the test load case and start a calculation run; compare the stability results with those in the
documentation.
Change several items of deadweight (tank weights and the cargo weight) sufficiently to change the
draft or displacement by at least 10%. The results are to be reviewed to ensure that they differ in a
logical way from those of the approved test condition.
Revise the above modified load condition to restore the initial test condition and compare the results.
The relevant input and output data of the approved test condition are to be replicated.
Alternatively, one or more test conditions shall be selected and the test calculation performed by
entering all deadweight data for each selected test condition into the program as if it were a proposed
loading. The results shall be verified as identical to the results in the approved copy of the test conditions.


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17 Periodical Testing
It is the responsibility of the vessels master to check the accuracy of the onboard computer for stability
calculations at each Annual Survey by applying at least one approved test condition.
If the Surveyor is not present for the computer check, a copy of the test condition results obtained by the
computer check is to be retained onboard as documentation of satisfactory testing for the Surveyors
verification.
At each Special Periodical Survey, this checking for all approved test loading conditions is to be done in
presence of the surveyor.
The testing procedure is to be carried out in accordance with 3-3-A2/15.
19 Other Requirements
The following features are to be provided to the software:
Protection against unintentional or unauthorized modification of programs and data is to be provided.
The program is to monitor operations and activate an alarm when the program is incorrectly or
abnormally used.
The program and any data stored in the system are to be protected from corruption by loss of power.
Error messages with regard to limitations such as filling a compartment beyond capacity, or exceeding
the assigned load line, etc. are to be included.

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PART C h a p t e r 4 : F i r e S a f e t y M e a s u r e s
3
CHAPT ER 4 Fire Safety Measures
CONTENTS
SECTION 1 Structural Fire Protection .................................................................. 202
1 General ........................................................................................... 202
1.1 SOLAS Application ...................................................................... 202
1.3 Regulation ................................................................................... 202
1.5 Definitions .................................................................................... 202
1.7 Materials Containing Asbestos .................................................... 202
3 Passenger Vessels ......................................................................... 202
5 Cargo Vessels ................................................................................. 202
5.1 All Vessels ................................................................................... 202
5.3 Tankers ....................................................................................... 202
5.5 Vessels Carrying Chemicals or Liquefied Gases in Bulk ............. 203
7 Review Procedures ......................................................................... 203
7.1 Administration Review ................................................................. 203
7.3 ABS Review ................................................................................ 203

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PART S e c t i o n 1 : S t r u c t u r a l F i r e P r o t e c t i o n
3
CHAPT ER 4 Fire Safety Measures
SECT I ON 1 Structural Fire Protection
1 General
1.1 SOLAS Application
For classification purposes, the fire and safety measures contained in the International Convention for the
Safety of Life at Sea, 1974 (1974 SOLAS), as amended, are applicable to vessels of type, size and service
coming under that Convention.
This section does not relax the requirements in other sections of the Rules.
Gross tonnage is to be taken as defined in 3-1-1/17.
1.3 Regulation
Regulation means the regulation contained in 1974 SOLAS, as amended. An abbreviated notation is used,
e.g., Regulation II-2/5.2 means Regulation 5.2 of Chapter II-2.
1.5 Definitions
See Regulation II-2/3.
1.7 Materials Containing Asbestos (1 July 2011)
Installation of materials which contain asbestos is prohibited.
3 Passenger Vessels
For passenger vessels, the requirements of Section 5C-7-4 of the ABS Rules for Building and Classing Steel
Vessels are applicable.
5 Cargo Vessels
5.1 All Vessels
For all cargo vessels as defined in Regulation II-2/3.7, the relevant requirements in Part B: Regulation 4, 5, 6;
Part C: Regulations 7, 8, 9, 10, 11; Part D: Regulation 13; and Part G: Regulations 19 and 20, Chapter II-2
of 1974 SOLAS, as amended, are applicable.
5.3 Tankers
For tankers as defined in Regulations 3.48, Chapter II-2 of 1974 SOLAS, as amended, the following
requirements are additional to 3-4-1/5.1.
5.3.1 Low Flash Point Cargoes
For tankers intended for the carriage of cargoes having flash point of 60C (140F) or less, the
relevant requirements in Part A: Regulation 1; Part B: Regulation 4; Part C: Regulations 9, 10, 11;
and Part E: Regulations 16, Chapter II-2 of 1974 SOLAS, as amended, are applicable. Furthermore,
the requirements of Chapters 2, 14 and 15 of the Fire Safety Systems Code are also applicable.

Chapter 4 Fire Safety Measures
Section 1 Structural Fire Protection 3-4-1

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5.3.2 High Flash Point Cargoes
For tankers intended for the carriage of cargoes having flash point above 60C (140F), the
requirements in 3-4-1/5.1 are applicable, except that in lieu of the fixed fire extinguishing system
required by Regulation II-2/10.7.1.3, they are to be fitted with a fixed deck foam system which is
to comply with Chapter 14 of the Fire Safety Systems Code.
5.5 Vessels Carrying Chemicals or Liquefied Gases in Bulk
Vessels intending to carry chemicals or liquefied gases in bulk are to comply with the applicable requirements
of Part 5C, Chapters 8 and 9 of the Steel Vessel Rules, as applicable, and the governing Administrative
Regulations.
7 Review Procedures
7.1 Administration Review
When the vessel is issued a Passenger Ship Safety Certificate, Cargo Ship Safety Equipment Certificate or
Cargo Ship Safety Construction Certificate by the flag Administration or its agent other than ABS, such
Certificate will be accepted as evidence that the vessel is in accordance with the applicable criteria in 1974
SOLAS, as amended.
Where the Administration undertakes any part of the review and the Bureau is issuing the above
Certificate, the acceptance by the Administration will be required before the certificate is issued.
Compliance with the Rule requirements, in addition to those in 1974 SOLAS, as amended, is to be verified
by ABS.
7.3 ABS Review
In all other cases, the required information and plans are to be submitted to ABS for review.

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PART C h a p t e r 5 : E q u i p m e n t
3
CHAPT ER 5 Equipment
CONTENTS
SECTION 1 Anchoring, Mooring and Towing Equipment ................................... 205
1 General ........................................................................................... 205
3 Calculation of EN ............................................................................ 205
3.1 Basic Equation ............................................................................. 205
3.3 Vessels of Unrestricted Service Having EN of 205 and
Above .......................................................................................... 206
3.5 Vessels Having EN Less Than 205 or Vessels Intended for
Towing Service ............................................................................ 206
5 Equipment with the Symbol ........................................................ 207
7 Equipment without the Symbol ................................................... 207
7.1 General ........................................................................................ 207
7.3 Vessels intended for Limited Service ........................................... 207
7.5 Vessels Intended for Towing Service ........................................... 207
9 Materials and Tests ......................................................................... 207
11 Anchor Types .................................................................................. 207
13 Windlass or Winch Support Structure ............................................. 208
13.1 General ........................................................................................ 208
13.3 Support Structure......................................................................... 208
13.5 Trial .............................................................................................. 210
15 Hawse Pipes ................................................................................... 211
17 Hawsers and Towlines .................................................................... 211
19 Bollard, Fairlead and Chocks .......................................................... 212
19.1 General ........................................................................................ 212
19.3 Deck Fittings ................................................................................ 212
19.5 Safe Working Load (SWL) ........................................................... 212
19.7 Towing and Mooring Arrangements Plan ..................................... 212

TABLE 1 Equipment for Self-propelled Ocean-going Vessels ............. 213
TABLE 2 Towline and Hawsers for Self-propelled Ocean-going
Vessels .................................................................................. 217

FIGURE 1 Effective Heights of Deckhouses .......................................... 206
FIGURE 2 Direction of Forces and Weight ............................................. 210
FIGURE 3 Sign Convention .................................................................... 211

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PART S e c t i o n 1 : A n c h o r i n g , M o o r i n g a n d T o w i n g E q u i p m e n t
3
CHAPT ER 5 Equipment
SECT I ON 1 Anchoring, Mooring and Towing Equipment
1 General (2012)
All self-propelled vessels are to have anchors and chains. The anchors and their cables are to be connected
and positioned ready for use. Means are to be provided for stopping each cable as it is paid out and the
windlass is to be capable of heaving in either cable. Suitable arrangements are to be provided for securing
the anchors and stowing the cables. 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.
Equipment Number calculations for unconventional vessels with unique topside arrangements or operational
profiles may be specially considered. Such consideration may include accounting for additional wind areas
of widely separated deckhouses or superstructures in the equipment number calculations or equipment sizing
based on direct calculations. However, in no case may direct calculations be used to reduce the equipment
size to be less than that required by 3-5-1/3.
3 Calculation of EN
3.1 Basic Equation (2012)
The basic Equipment Number (EN) is to be obtained from the following equation for use in determining
required equipment.
EN = k
2/3
+ mBh + nA
where
k = 1.0 (1.0, 1.012)
m = 2 (2, 0.186)
n = 0.1 (0.1, 0.00929)
= molded displacement, in metric tons (long tons), to the summer load waterline
B = molded breadth, as defined in 3-1-1/5, in m (ft)
h = a + h
1
+ h
2
+ h
3
+ , as shown in 3-5-1/Figure 1. In the calculation of h, sheer,
camber and trim may be neglected.
a = freeboard, in m (ft), from the summer load waterline amidships.
h
1
, h
2
, h
3
= height, in m (ft), on the center line of each tier of houses having a breadth greater
than B/4

Chapter 5 Equipment
Section 1 Anchoring, Mooring and Towing Equipment 3-5-1

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A = profile area, in m
2
(ft
2
), of the hull, superstructure and houses above the summer load
waterline which are within the Rule length. Superstructures or deck houses having a
breadth at any point no greater than 0.25B may be excluded. Screens and bulwarks more
than 1.5 m (4.9 ft) in height are to be regarded as parts of houses when calculating h and
A. The height of the hatch coamings and that of any deck cargo, such as containers, may
be disregarded when determining h and A. With regard to determining A, when a bulwark
is more than 1.5 m (4.9 ft) high, the area shown below as A
2
should be included in A.
A
2
F.P.
1
.
5

m

(
4
.
9

f
t
)

3.3 Vessels of Unrestricted Service Having EN of 205 and Above
For vessels of unrestricted service having an EN of 205 or above in accordance with 3-5-1/3.1, the calculated
EN is to be used in association with 3-5-1/Table 1. For vessels intended for towing service, see 3-5-1/3.5.
3.5 Vessels Having EN Less Than 205 or Vessels Intended for Towing Service
For vessels of unrestricted service having EN less than 205 calculated in accordance with 3-5-1/3.1 or for
vessels intended for towing service, the EN for use with 3-5-1/Table 1 may be calculated in accordance
with the following equation.
Equipment Number = k
2/3
+ m (Ba +
bh) + nA
Where k, m, n, , B, a and A are as defined in 3-5-1/3.1 above and;
b = breadth, in m (ft), of the widest superstructure or deckhouse on each tier.
h = height, in m (ft), of each tier of deckhouse or superstructure having a width of B/4 or
greater. In the calculation of h, sheer, camber and trim may be neglected.
See 3-5-1/Figure 1.

FIGURE 1
Effective Heights of Deckhouses
a
b
1
/2
b
2
/2
b/8
h
1
h
2

Chapter 5 Equipment

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5 Equipment with the Symbol
The equipment weight and size for all vessels with the symbol
is to be in accordance with 3-5-1/Table 1

in association with EN calculated by 3-5-1/3.
7 Equipment without the Symbol
7.1 General
Where the symbol
is not desired for vessels with EN calculated as permitted by 3-5-1/3.5, the equipment
is to be in accordance with 3-5-1/Table 1, in association with the EN so calculated, but the following
modifications may be accepted. See also 3-5-1/9.
7.3 Vessels intended for Limited Service
Vessels intended for limited service (see 1-1-3/7 of the ABS Rules for Conditions of Classification (Part 1))
and having their own moorage, e.g., ferries, launch, etc. with an equipment number less than 150, obtained
from 3-5-1/3.5, are to have one anchor of the tabular weight and one-half the tabulated length of anchor
chain in 3-5-1/Table 1. Alternatively, two anchors of one-half the tabular weight with the total length of
anchor chain listed in 3-5-1/Table 1 may be fitted, provided both anchors are positioned and ready for use
and the windlass is capable of heaving in either anchor.
7.5 Vessels Intended for Towing Service (2001)
Vessels intended for towing service are to have at least one anchor of one-half the tabular weight listed in
3-5-1/Table 1.
The towing winch can be used for releasing and heaving in the anchor, provided that the anchor is positioned
ready for use and is capable of being quickly connected to the winchs wire rope.
9 Materials and Tests
Material and testing for anchors and chains on vessels receiving the

symbol are to be in accordance with
the requirements of Chapter 2 of the ABS Rules for Materials and Welding (Part 2) for the respective sizes
of anchors and chains. See Sections 2-2-1 and 2-2-2 of the above referenced Part 2. Materials and tests for
wire rope are to be in accordance with a national or other recognized standard.
Where the symbol
is not desired in accordance with 3-5-1/7.1, the testing is to be carried out in

accordance with the approved specification, and the manufacturers test certificate to that effect is to be
submitted to the Surveyor.
11 Anchor Types
Anchors are, in general, 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, ABS 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 3-5-1/Table 1. In such cases, an
appropriate notation will be made in the Record.

Chapter 5 Equipment

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13 Windlass or Winch Support Structure
13.1 General (2004)
The windlass is to be of good and substantial make, suitable for the size of intended anchor cable. The
winch 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 used in lieu of chain cables, winches capable of
controlling the wire rope at all times are to be fitted.
Construction and installation of all windlasses and winches used for anchoring are to be carried out in
accordance with the following requirements, to the satisfaction of the Surveyor. In general, the design is to
conform to an applicable standard or code of practice. As a minimum, standards or practices are to indicate
strength, performance and testing criteria.
For vessels with length, L (as defined in 3-1-1/3.1), between 80 meters (263 feet) and 90 meters (295 feet),
the windlass supporting structures located on the exposed fore deck within the forward 0.25L are to meet
the requirements in 3-5-1/13.3. Where the mooring winch is integral with the windlass, it is to be
considered as a part of the windlass for the purpose of said paragraph.
The manufacturer or builder is to submit, in accordance with 4-1-1/7, the following, as applicable:
13.1.1 Plans
i) Arrangement and details of the windlass or winch, drums, brakes, shaft, gears, coupling bolts,
wildcat, sheaves, pulleys and foundation.
ii) Electric one line diagram
iii) Piping system diagrams
iv) Control arrangements
Plans or data are to show complete details including power ratings, working pressures, welding details,
material specifications, pipe and electric cable specifications, etc.
13.1.2 Calculations
Detailed stress calculations for the applicable system components listed in 3-5-1/13.1.1 above.
The calculations are to be based on the breaking strength of the chain or wire rope, are to indicate
maximum torque or load to which the unit will be subjected and also show compliance with either
applicable sections of the Rules, such as Section 4-3-1 and Appendix 4-3-1A1 of the Steel Vessel
Rules, for the gears and shafts, or to other recognized standard or code of practice.
13.3 Support Structure (2004)
The windlass is to be bolted down to a substantial foundation which is to meet the following load cases and
associated criteria.
13.3.1 Operating Loads
13.3.1(a) Load on Windlass Support Structure (2006). The following load is to be applied in the
direction of the chain.
With cable stopper not attached to windlass: 45% of B.S.
With cable stopper attached to windlass: 80% of B.S.
Without cable stopper: 80% of B.S.
B.S. = minimum breaking strength of the chain, as indicated in 2-2-2/Tables 2 and 3
of the ABS Rules for Materials and Welding (Part 2).
13.3.1(b) Load on Cable Stopper and Support Structure (2006). A load of 80% of B.S. is to be
applied in the direction of the chain.
13.3.1(c) Allowable Stress (2006). The stresses in the structures supporting the windlass and cable
stopper are not to exceed the yield point.

Chapter 5 Equipment

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13.3.2 Sea Loads
13.3.2(a) Pressures. The following pressures and associated areas are to be applied (see
3-5-1/Figure 2):
- 200 kN/m
2
(20.4 tf/m
2
, 4178 lbf/ft
2
)

normal to the shaft axis and away from the forward
perpendicular, over the projected area in this direction,
- 150 kN/m
2
(15.3 tf/m
2
, 3133 lbf/ft
2
) parallel to the shaft axis and acting both inboard and
outboard separately, over the multiple of f times the projected area in this direction,
where f is defined as:
f = 1+B/H, f need not be taken as greater than 2.5
B = width of windlass measured parallel to the shaft axis
H = overall height of windlass.
13.3.2(b) Forces. Forces in the bolts, chocks and stoppers securing the windlass to the deck are
to be calculated. The windlass is supported by N groups of bolts, each containing one or more
bolts, see 3-5-1/Figure 2.
i) Axial Forces. The aggregate axial force, R
i
,
in respective group of bolts (or bolt), i,
positive in tension, may be calculated from the following equations:
R
xi
= P
x
hx
i
A
i
/I
x

R
yi
= P
y
hy
i
A
i
/I
y

and
R
i
= R
xi
+ R
yi
R
si

where
P
x
= force, kN (tf, lbf), acting normal to the shaft axis
P
y
= force, kN (tf, lbf), acting parallel to the shaft axis, either inboard or
outboard, whichever gives the greater force in bolt group i
h = shaft height above the windlass mounting, cm (in.)
x
i
, y
i
= x and y coordinates of bolt group i from the centroid of all N bolt
groups, positive in the direction opposite to that of the applied force,
cm (in.)
A
i
= cross sectional area of all bolts in group i, cm
2
(in
2
)
I
x

= A
i
x
i
2
for N bolt groups
I
y

= A
i
y
i
2
for N bolt groups
R
si
= static reaction at bolt group i, due to weight of windlass.
ii) Shear forces. Aggregated shear forces, F
xi
, F
yi
, applied to the respective bolt group, i, of
bolts, and the resultant combined force, F
i
, may be calculated from:
F
xi
= (P
x
gM)/N
F
yi
= (P
y
gM)/N
and
F
i
= (
2
xi
F +
2
yi
F )
0.5

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2012
where
= coefficient of friction (0.5)
M = mass of windlass, in tonnes (Ltons)
g = gravity: 9.81 m/sec
2
(32.2 ft/sec
2
)
N = number of groups of bolt.
The axial tensile/compressive and lateral forces from the above equations are also to be
considered in the design of the supporting structure.
13.3.2(c) Stresses in Bolts. Tensile axial stresses in the individual bolts in each group of bolt i
are to be calculated. The horizontal forces, F
xi
and F
yi
, are normally to be reacted by shear chocks.
Where fitted bolts are designed to support these shear forces in one or both directions, the von
Mises equivalent stresses in the individual fitted bolts are to be calculated and compared to the
stress under proof load. Where pourable resins are incorporated in the holding down
arrangements, due account is to be taken in the calculations.
13.3.2(d) Allowable Stress
i) Bolts. The safety factor against bolt proof strength is to be not less than 2.0.
ii) Supporting Structures. The stresses in the above deck framing and the hull structure
supporting the windlass are not to exceed the following values:
Bending Stress 85% of the yield strength of the material
Shearing Stress 60% of the yield strength of the material
13.5 Trial
See 3-7-2/1.

FIGURE 2
Direction of Forces and Weight (2004)
P
y
H
h
W
P
x
Fore
P
x
P
y Centerline of Vessel
Centerline of
Windlass
Note:
P
y
to be examined from both inboard and outboard
directions separately - see 3-5-1/13.3.2(a). The
sign convention for y
i
is reversed when P
y
is from
the opposite direction as shown.
B

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FIGURE 3
Sign Convention (2004)
Centerline of
Windlass
Centroid of Bolt Groups
P
x
P
y
y
3
(+ve)
y
4
(+ve)
y
2
(+ve)
y
1
(+ve)
x
1
(+ve) x
2
(+ve)
x
4
(-ve)
x
3
(-ve)
Coordinates x
i
and y
i
are shown as either
positive (+ve) or negative (-ve).

15 Hawse Pipes
Hawse pipes are to be 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 to thick doubling
or insert plates by continuous welds, the size of which are to be in accordance with Section 3-2-16 for the
plating thickness and type of joint selected. 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 2.06 bar (2.1 kgf/cm
2
,
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. Care is to be taken to ensure a fair lead for the chain from the windlass to the hawse pipes and
to the chain pipes.
17 Hawsers and Towlines
Hawsers and towlines are not required as a condition of classification. The hawsers and towlines listed in
3-5-1/Table 2 are intended as a guide. Where the tabular breaking strength exceeds 490 kN (50,000 kgf,
110,200 lbf), the breaking strength and the number of individual hawsers given in the Table may be
modified, provided their product is not less than that of the breaking strength and the number of hawsers
given in the Table. For vessels having an A/EN ratio greater than 0.9 for metric units (9.7 for US units), the
number of hawsers given in 3-5-1/Table 2 is to be increased by the number given below.
A/EN Ratio
SI Units, Metric Units U.S. Units Increase number of hawsers by
above 0.9 up to 1.1 above 9.7 up to 11.8 1
above 1.1 up to 1.2 above 11.8 up to 12.9 2
above 1.2 above 12.9 3

where
A = defined in 3-5-1/3
EN = determined by the equation in 3-5-1/3

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19 Bollard, Fairlead and Chocks (2007)
19.1 General
The arrangements and details of deck fittings used for mooring operations and/or towing operations at bow,
sides and stern are to comply with the requirements of this section. The requirements for the supporting
structures of these deck fittings are specified in 3-2-6/1.6.
19.3 Deck Fittings
The size of deck fittings is to be in accordance with recognized standards (e.g., ISO3913 Shipbuilding
Welded Steel Bollards). The design load used to assess deck fittings and their attachments to the hull are to
be in accordance with the requirements as specified in 3-2-6/1.6.
19.5 Safe Working Load (SWL)
The requirements on SWL apply for a single post basis (no more than one turn of one cable).
19.5.1 Mooring Operations
The SWL is not to exceed 80% of the design load per 3-2-6/1.6.2(a).
19.5.2 Towing Operations
The SWL used for normal towing operations (e.g., harbor/maneuvering) is not to exceed 80% of
the design load per 3-2-6/1.6.2(b)i) and the SWL used for other towing operations (e.g., escort) is
not to exceed the design load per 3-2-6/1.6.2(b)ii). For deck fittings used for both normal and other
towing operations, the design load of 3-2-6/1.6.2(b) is to be used.
19.5.3 Marking and Plan
19.5.3(a) Marking. The SWL of each deck fitting is to be marked (by weld bead or equivalent)
on the deck fittings used for towing/mooring.
19.5.3(b) Plan. The towing and mooring arrangements plan mentioned in 3-5-1/19.7 is to define
the method of use of mooring lines and/or towing lines.
19.7 Towing and Mooring Arrangements Plan
The SWL for the intended use for each deck fitting is to be noted in the towing and mooring arrangements
plan available on board for the guidance of the Master.
Information provided on the plan is to include in respect of each deck fitting:
Location on the ship;
Fitting type;
SWL;
Purpose (mooring/harbor towing/escort towing); and
Manner of applying towing or mooring line load including limiting fleet angles.
Note: Where the arrangements and details of deck fittings and their supporting structures are designed based on the
mooring arrangements as permitted in Note 2 of 3-2-6/1.6.2(a)i), the arrangement of mooring lines showing
number of lines together with the breaking strength of each mooring line are to be clearly indicated on the plan.
This information is to be incorporated into the pilot card in order to provide the pilot proper information on
harbor/escorting operations.

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TABLE 1
Equipment for Self-propelled Ocean-going Vessels
SI, MKS Units
The weight per anchor of bower anchors given in 3-5-1/Table 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. The total length of chain required to be carried onboard, as given in 3-5-1/Table 1, is to be reasonably
divided between the two bower anchors. Where three anchors are given in 3-5-1/Table 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.
Stockless Bower Anchors Chain Cable Stud Link Bower Chain**
Diameter
Equipment
Numeral
Equipment
Number* Number
Mass per
Anchor,
kg
Length,
m
Normal-
Strength Steel
(Grade 1),
mm
High-
Strength Steel
(Grade 2),
mm
Extra High-
Strength Steel
(Grade 3),
mm
UA1 30 2 75 192.5 12.5
UA2 40 2 100 192.5 12.5
UA3 50 2 120 192.5 12.5
UA4 60 2 140 192.5 12.5
UA5 70 2 160 220 14 12.5

UA6 80 2 180 220 14 12.5
UA7 90 2 210 220 16 14
UA8 100 2 240 220 16 14
UA9 110 2 270 247.5 17.5 16
UA10 120 2 300 247.5 17.5 16

UA11 130 2 340 275 19 16
UA12 140 2 390 275 20.5 17.5
U6 150 2 480 275 22 19
U7 175 2 570 302.5 24 20.5
U8 205 3 660 302.5 26 22 20.5
U9 240 3 780 330 28 24 22
U10 280 3 900 357.5 30 26 24

U11 320 3 1020 357.5 32 28 24
U12 360 3 1140 385 34 30 26
U13 400 3 1290 385 36 32 28
U14 450 3 1440 412.5 38 34 30
U15 500 3 1590 412.5 40 34 30

U16 550 3 1740 440 42 36 32
U17 600 3 1920 440 44 38 34
U18 660 3 2100 440 46 40 36
U19 720 3 2280 467.5 48 42 36
U20 780 3 2460 467.5 50 44 38

U21 840 3 2640 467.5 52 46 40
U22 910 3 2850 495 54 48 42
U23 980 3 3060 495 56 50 44
U24 1060 3 3300 495 58 50 46
U25 1140 3 3540 522.5 60 52 46

U26 1220 3 3780 522.5 62 54 48
U27 1300 3 4050 522.5 64 56 50
U28 1390 3 4320 550 66 58 50
U29 1480 3 4590 550 68 60 52
U30 1570 3 4890 550 70 62 54

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2012
TABLE 1 (continued)
SI, MKS Units
Diameter
Equipment
Numeral
Equipment
Number* Number
Mass per
Anchor,
kg
Length,
m
Normal-
Strength Steel
(Grade 1),
mm
High-
Strength Steel
(Grade 2),
mm
Extra High-
Strength Steel
(Grade 3),
mm
U31 1670 3 5250 577.5 73 64 56
U32 1790 3 5610 577.5 76 66 58
U33 1930 3 6000 577.5 78 68 60
U34 2080 3 6450 605 81 70 62
U35 2230 3 6900 605 84 73 64

U36 2380 3 7350 605 87 76 66
U37 2530 3 7800 632.5 90 78 68
U38 2700 3 8300 632.5 92 81 70
U39 2870 3 8700 632.5 95 84 73
U40 3040 3 9300 660 97 84 76

U41 3210 3 9900 660 100 87 78
U42 3400 3 10500 600 102 90 78
U43 3600 3 11100 687.5 105 92 81
U44 3800 3 11700 687.5 107 95 84
U45 4000 3 12300 687.5 111 97 87

U46 4200 3 12900 715 114 100 87
U47 4400 3 13500 715 117 102 90
U48 4600 3 14100 715 120 105 92
U49 4800 3 14700 742.5 122 107 95
U50 5000 3 15400 742.5 124 111 97

U51 5200 3 16100 742.5 127 111 97
U52 5500 3 16900 742.5 130 114 100
U53 5800 3 17800 742.5 132 117 102
U54 6100 3 18800 742.5 120 107
U55 6500 3 20000 770 124 111

U56 6900 3 21500 770 127 114
U57 7400 3 23000 770 132 117
U58 7900 3 24500 770 137 122
U59 8400 3 26000 770 142 127
U60 8900 3 27500 770 147 132
U61 9400 3 29000 770 152 132

U62 10000 3 31000 770 137
U63 10700 3 33000 770 142
U64 11500 3 35500 770 147
U65 12400 3 38500 770 152
U66 13400 3 42000 770 157
U67 14600 3 46000 770 162
* For intermediate values of equipment number, use equipment complement in sizes and weights given for the lower equipment
number in the table.
** Wire ropes may be used in lieu of chain cables for both anchors on vessels less than 30 m (98.4 ft) in length. For vessels between
30 m (8.4 ft) and 40 m (131.2 ft) in length, wire rope may be used in lieu of chain cable for one anchor, provided normal chain
cable is provided for the second anchor.
The wire is to have a breaking strength not less than the grade 1 chain of required size and a length of at least 1.5 times the chain
it is replacing.
Between the wire rope and anchor, chain cable of the required size having a length of 12.5 m (41.0 ft), or the distance between
anchor in stored position and winch, whichever is less, is to be fitted.

Chapter 5 Equipment

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2012 215
TABLE 1
Equipment for Self-propelled Ocean-going Vessels
US Units
The weight per anchor of bower anchors given in 3-5-1/Table 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. The total length of chain required to be carried onboard, as given in 3-5-1/Table 1, is to be reasonably
divided between the two bower anchors. Where three anchors are given in 3-5-1/Table 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.
Diameter
Equipment
Numeral
Equipment
Number* Number
Mass per
Anchor,
pounds
Length,
fathoms
Normal-
Strength Steel
(Grade 1),
inches
High-
Strength Steel
(Grade 2),
inches
Extra High-
Strength Steel
(Grade 3),
inches
UA1 30 2 165 105
1
/
2

UA2 40 2 220 105
1
/
2

UA3 50 2 265 105
1
/
2

UA4 60 2 310 105
1
/
2

UA5 70 2 350 120
9
/
16

1
/
2

UA6 80 2 400 120
9
/
16

1
/
2

UA7 90 2 460 120
5
/
8

9
/
16

UA8 100 2 530 120
5
/
8

9
/
16

UA9 110 2 595 135
11
/
16

5
/
8

UA10 120 2 670 135
11
/
16

5
/
8

UA11 130 2 750 150
3
/
4

11
/
16

UA12 140 2 860 150
13
/
16

11
/
16

U6 150 2 1060 150
7
/
8

3
/
4

U7 175 2 1255 165
15
/
16

13
/
16

U8 205 3 1455 165 1
7
/
8

13
/
16

U9 240 3 1720 180 1
1
/
8

15
/
16

7
/
8

U10 280 3 1985 195 1
3
/
16
1
15
/
16

U11 320 3 2250 195 1
1
/
4
1
1
/
8

15
/
16

U12 360 3 2510 210 1
5
/
16
1
3
/
16
1
U13 400 3 2840 210 1
7
/
16
1
1
/
4
1
1
/
8

U14 450 3 3170 225 1
1
/
2
1
5
/
16
1
3
/
16

U15 500 3 3500 225 1
9
/
16
1
5
/
16
1
3
/
16

U16 550 3 3830 240 1
5
/
8
1
7
/
16
1
1
/
4

U17 600 3 4230 240 1
3
/
4
1
1
/
2
1
5
/
16

U18 660 3 4630 240 1
13
/
16
1
9
/
16
1
7
/
16

U19 720 3 5020 255 1
7
/
8
1
5
/
8
1
7
/
16

U20 780 3 5420 255 2 1
3
/
4
1
1
/
2

U21 840 3 5820 255 2
1
/
16
1
13
/
16
1
9
/
16

U22 910 3 6280 270 2
1
/
8
1
7
/
8
1
5
/
8

U23 980 3 6740 270 2
3
/
16
1
15
/
16
1
3
/
4

U24 1060 3 7270 270 2
5
/
16
2 1
13
/
16

U25 1140 3 7800 285 2
3
/
8
2
1
/
16
1
13
/
16

U26 1220 3 8330 285 2
7
/
16
2
1
/
8
1
7
/
8

U27 1300 3 8930 285 2
1
/
2
2
3
/
16
2
U28 1390 3 9520 300 2
5
/
8
2
5
/
16
2
U29 1480 3 10120 300 2
11
/
16
2
3
/
8
2
1
/
16

U30 1570 3 10800 300 2
3
/
4
2
7
/
16
2
1
/
8

Chapter 5 Equipment

216 ABS

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2012
TABLE 1 (continued)
US Units
Diameter
Equipment
Numeral
Equipment
Number* Number
Mass per
Anchor,
pounds
Length,
fathoms
Normal-
Strength Steel
(Grade 1),
inches
High-
Strength Steel
(Grade 2),
inches
Extra High-
Strength Steel
(Grade 3),
inches
U31 1670 3 11600 315 2
7
/
8
2
1
/
2
2
3
/
16

U32 1790 3 12400 315 3 2
5
/
8
2
5
/
16

U33 1930 3 13200 315 3
1
/
16
2
11
/
16
2
3
/
8

U34 2080 3 14200 330 3
3
/
16
2
3
/
4
2
7
/
16

U35 2230 3 15200 330 3
5
/
16
2
7
/
8
2
1
/
2

U36 2380 3 16200 330 3
7
/
16
3 2
5
/
8

U37 2530 3 17200 345 3
9
/
16
3
1
/
16
2
11
/
16

U38 2700 3 18300 345 3
5
/
8
3
3
/
16
2
3
/
4

U39 2870 3 19200 345 3
3
/
4
3
5
/
16
2
7
/
8

U40 3040 3 20500 360 3
7
/
8
3
5
/
16
3

U41 3210 3 21800 360 3
15
/
16
3
7
/
16
3
1
/
16

U42 3400 3 23100 360 4 3
9
/
16
3
1
/
16

U43 3600 3 24500 375 4
1
/
8
3
5
/
8
3
3
/
16

U44 3800 3 25800 375 4
1
/
4
3
3
/
4
3
5
/
16

U45 4000 3 27100 375 4
3
/
8
3
7
/
8
3
7
/
16

U46 4200 3 28400 390 4
1
/
2
3
15
/
16
3
7
/
16

U47 4400 3 29800 390 4
5
/
8
4 3
9
/
16

U48 4600 3 31100 390 4
3
/
4
4
1
/
8
3
5
/
8

U49 4800 3 32400 405 4
3
/
4
4
1
/
4
3
3
/
4

U50 5000 3 33900 405 4
7
/
8
4
3
/
8
3
7
/
8

U51 5200 3 35500 405 5 4
3
/
8
3
7
/
8

U52 5500 3 37200 405 5
1
/
8
4
1
/
2
3
15
/
16

U53 5800 3 39200 405 5
1
/
8
4
5
/
8
4
U54 6100 3 41400 405 4
3
/
4
4
1
/
4

U55 6500 3 44000 420 4
7
/
8
4
3
/
8

U56 6900 3 47400 420 5 4
1
/
2

U57 7400 3 50700 420 5
1
/
8
4
5
/
8

U58 7900 3 54000 420 5
3
/
8
4
3
/
4

U59 8400 3 57300 420 5
5
/
8
5
U60 8900 3 60600 420 5
3
/
4
5
1
/
8

U61 9400 3 63900 420 6 5
1
/
8

U62 10000 3 68000 420 5
3
/
8

U63 10700 3 72500 420 5
5
/
8

U64 11500 3 78000 420 5
3
/
4

U65 12400 3 85000 420 6
U66 13400 3 92500 420 6
1
/
8

U67 14600 3 101500 420 6
3
/
8

** Wire ropes may be used in lieu of chain cables for both anchors on vessels less than 30 m (98.4 ft) in length. For vessels between
30 m (8.4 ft) and 40 m (131.2 ft) in length, wire rope may be used in lieu of chain cable for one anchor, provided normal chain
cable is provided for the second anchor.
The wire is to have a breaking strength not less than the grade 1 chain of required size and a length of at least 1.5 times the chain
it is replacing.
Between the wire rope and anchor, chain cable of the required size having a length of 12.5 m (41.0 ft), or the distance between
anchor in stored position and winch, whichever is less, is to be fitted.

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TABLE 2
Towline and Hawsers for Self-propelled Ocean-going Vessels
SI & MKS Units
Equipment
Numeral
Equipment
Number*
Towline Wire or Rope Hawsers
Length, m
Breaking Strength,
Number
Length
of Each,
m
Breaking Strength,
KN kgf kN kgf
U6 150 180 98.0 10000 3 120 54.0 5500
U7 175 180 112.0 11400 3 120 59.0 6000
U8 205 180 129.0 13200 4 120 64.0 6500
U9 240 180 150.0 15300 4 120 69.0 7000
U10 280 180 174.0 17700 4 140 74.0 7500

U11 320 180 207.0 21100 4 140 78.0 8000
U12 360 180 224.0 22800 4 140 88.0 9000
U13 400 180 250.0 25500 4 140 98.0 10000
U14 450 180 277.0 28200 4 140 108.0 11000
U15 500 190 306.0 31200 4 160 123.0 12500

U16 550 190 338.0 34500 4 160 132.0 13500
U17 600 190 370.0 37800 4 160 147.0 15000
U18 660 190 406.0 41400 4 160 157.0 16000
U19 720 190 441.0 45000 4 170 172.0 17500
U20 780 190 479.0 48900 4 170 186.0 19000

U21 840 190 518.0 52800 4 170 201.0 20500
U22 910 190 559.0 57000 4 170 216.0 22000
U23 980 200 603.0 61500 4 180 230.0 23500
U24 1060 200 647.0 66000 4 180 250.0 25500
U25 1140 200 691.0 70500 4 180 270.0 27500

U26 1220 200 738.0 75300 4 180 284.0 29000
U27 1300 200 786.0 80100 4 180 309.0 31500
U28 1390 200 836.0 85200 4 180 324.0 33000
U29 1480 220 888.0 90600 5 190 324.0 33000
U30 1570 220 941.0 96000 5 190 333.0 34000

U31 1670 220 1024.0 104400 5 190 353.0 36000
U32 1790 220 1109.0 113100 5 190 378.0 38500
U33 1930 220 1168.0 119100 5 190 402.0 41000
U34 2080 240 1259.0 128400 5 200 422.0 43000
U35 2230 240 1356.0 138300 5 200 451.0 46000

U36 2380 240 1453.0 148200 5 200 480.0 49000
U37 2530 260 1471.0 150000 6 200 480.0 49000
U38 2700 260 1471.0 150000 6 200 490.0 50000
U39 2870 260 1471.0 150000 6 200 500.0 51000
U40 3040 280 1471.0 150000 6 200 520.0 53000

Chapter 5 Equipment

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TABLE 2 (continued)
SI & MKS Units
Equipment
Numeral
Equipment
Number*
Length, m
Breaking Strength,
Number
Length
of Each,
m
Breaking Strength,
KN kgf kN kgf
U41 3210 280 1471.0 150000 6 200 554.0 56500
U42 3400 280 1471.0 150000 6 200 588.0 60000
U43 3600 300 1471.0 150000 6 200 618.0 63000
U44 3800 300 1471.0 150000 6 200 647.0 66000
U45 4000 300 1471.0 150000 7 200 647.0 66000

U46 4200 300 1471.0 150000 7 200 657.0 67000
U47 4400 300 1471.0 150000 7 200 667.0 68000
U48 4600 300 1471.0 150000 7 200 677.0 69000
U49 4800 300 1471.0 150000 7 200 686.0 70000
U50 5000 300 1471.0 150000 8 200 686.0 70000

U51 5200 300 1471.0 150000 8 200 696.0 71000
U52 5500 300 1471.0 150000 8 200 706.0 72000
U53 5800 300 1471.0 150000 9 200 706.0 72000
U54 6100 300 1471.0 150000 9 200 716.0 73000
U55 6500 300 1471.0 150000 9 200 726.0 74000

U56 6900 300 1471.0 150000 10 200 726.0 74000
U57 7400 300 1471.0 150000 11 200 726.0 74000
U58 7900

12 200 736.0 75000
U59 8400

12 200 736.0 75000
U60 8900

13 200 736.0 75000
U61 9400

14 200 736.0 75000

U62 10000

15 200 736.0 75000
U63 10700

16 200 736.0 75000
U64 11500

17 200 736.0 75000
U65 12400

18 200 736.0 75000
U66 13400

19 200 736.0 75000
U67 14600

21 200 736.0 75000


Chapter 5 Equipment

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TABLE 2
US Units
Equipment
Numeral
Equipment
Number*
Length,
Fathoms
Breaking
Strength,
Pounds Number
Length of
Each
Fathoms
Breaking
Strength,
Pounds
U6 150 98 22000 3 66 12100
U7 175 98 25100 3 66 13200
U8 205 98 29100 4 66 14300
U9 240 98 33700 4 66 15400
U10 280 98 39000 4 77 16500

U11 320 98 46500 4 77 17600
U12 360 98 50300 4 77 19800
U13 400 98 56200 4 77 22000
U14 450 98 62200 4 77 24200
U15 500 104 68800 4 88 27600

U16 550 104 76000 4 88 29800
U17 600 104 83300 4 88 33100
U18 660 104 91200 4 88 35300
U19 720 104 99200 4 93 38600
U20 780 104 107800 4 93 41900

U21 840 104 116400 4 93 45200
U22 910 104 125600 4 93 48500
U23 980 109 135500 4 98 51800
U24 1060 109 145500 4 98 56200
U25 1140 109 155400 4 98 60600

U26 1220 109 166000 4 98 63900
U27 1300 109 176500 4 98 69400
U28 1390 109 187800 4 98 72800
U29 1480 120 199700 5 104 72800
U30 1570 120 211500 5 104 75000

U31 1670 120 230000 5 104 79400
U32 1790 120 249500 5 104 84900
U33 1930 120 262500 5 104 90400
U34 2080 131 283000 5 109 94800
U35 2230 131 305000 5 109 101400

U36 2380 131 326500 5 109 108000
U37 2530 142 330500 6 109 108000
U38 2700 142 330500 6 109 110200
U39 2870 142 330500 6 109 112400
U40 3040 153 330500 6 109 116800

Chapter 5 Equipment

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TABLE 2 (continued)
US Units
Equipment
Numeral
Equipment
Number*
Length,
Fathoms
Breaking
Strength,
Pounds Number
Length of
Each
Fathoms
Breaking
Strength,
Pounds
U41 3210 153 330500 6 109 124600
U42 3400 153 330500 6 109 132300
U43 3600 164 330500 6 109 138900
U44 3800 164 330500 6 109 145500
U45 4000 164 330500 7 109 145500

U46 4200 164 330500 7 109 147700
U47 4400 164 330500 7 109 149900
U48 4600 164 330500 7 109 152100
U49 4800 164 330500 7 109 154300
U50 5000 164 330500 8 109 154300

U51 5200 164 330500 8 109 156500
U52 5500 164 330500 8 109 158700
U53 5800 164 330500 9 109 158700
U54 6100 164 330500 9 109 160900
U55 6500 164 330500 9 109 163100

U56 6900 164 330500 10 109 163100
U57 7400 164 330500 11 109 163100
U58 7900

11 109 165300
U59 8400

12 109 165300
U60 8900

13 109 165300
U61 9400

14 109 165300

U62 10000

15 109 165300
U63 10700

16 109 165300
U64 11500

17 109 165300
U65 12400

18 109 165300
U66 13400

19 109 165300
U67 14600

21 109 165300


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PART C h a p t e r 6 : N a v i g a t i o n
3
CHAPT ER 6 Navigation
CONTENTS
SECTION 1 Visibility .............................................................................................. 222
1 Navigation Bridge Visibility .............................................................. 222
1.1 Field of Vision .............................................................................. 222
1.3 Windows and Their Arrangements .............................................. 224
1.5 Unconventional Design ............................................................... 225

FIGURE 1 ..................................................................................................... 222
FIGURE 2 ..................................................................................................... 223
FIGURE 3 ..................................................................................................... 224
FIGURE 4 ..................................................................................................... 224
FIGURE 5 ..................................................................................................... 224
FIGURE 6 ..................................................................................................... 224

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PART S e c t i o n 1 : V i s i b i l i t y
3
CHAPT ER 6 Navigation
SECT I ON 1 Visibility (1 July 1998)
1 Navigation Bridge Visibility
(2011) Vessels of not less than 55 m (180 ft) in length overall having the keel laid or in similar stage of
construction on or after 1 July 1998 are to meet the following requirements with regard to the visibility
from the navigation bridge, unless they are navigating solely the Great Lakes of North America and their
connecting and tributary waters as far east as the lower exit of the St. Lambert Lock at Montreal in the
Province of Quebec, Canada. Special consideration will be given to vessels that operate only on domestic
or on short, limited, international voyages.
1.1 Field of Vision
1.1.1 Conning Position
1.1.1(a) (1 July 2006) The view of the sea surface from the conning position is not to be obscured
by more than 2L
OA
(Length Overall) or 500 m (1640 ft), whichever is less, forward of the bow to
10 on either side for all conditions of draft, trim and deck cargo under which the particular vessel
is expected to operate. See 3-6-1/Figure 1.

FIGURE 1 (1 July 2006)
2 Ship's lengths or 500 m
whichever is less
Sea surface
Conning position

1. A conning position is a place on the bridge with a commanding view and which is used by
navigators when commanding, maneuvering and controlling a vessel.
2. Attention is drawn to flag Administrations requiring lengths of less than 2L
OA
.

1.1.1(b) No blind sector caused by cargo, cargo gear or other obstructions outside of the wheelhouse
forward of the beam which obstructs the view of the sea surface as seen from the conning position
is to exceed 10. The total arc of blind sectors is not to exceed 20. The clear sectors between blind
sectors are to be at least 5. However, in the view described in 3-6-1/1.1.1(a), each individual blind
sector is not to exceed 5.
1.1.1(c) The horizontal field of vision from the conning position is to extend over an arc of not
less than 225, that is, from right ahead to not less than 22.5 abaft the beam on either side of the
vessel. See 3-6-1/Figure 3.

Chapter 6 Navigation
Section 1 Visibility 3-6-1

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2012 223
1.1.2 Bridge Wing
1.1.2(a) From each bridge wing, the horizontal field of vision is to extend over an arc of at least
225, that is, from at least 45 on the opposite bow to right ahead and then from right ahead to
right astern through 180 on the same side of the vessel. See 3-6-1/Figure 4.
1.1.2(b) (1 July 2011) The vessels side is to be visible from the bridge wing.
i) The requirements of 3-6-1/1.1.2(b) are accomplished when:
A view from the bridge wing plus a distance corresponding to a reasonable and safe
distance of a seafarer leaning over the side of the bridge wing, which needs not to be
more than 400 mm (16 in.), to the location vertically right under the maximum beam
of the ship at the lowest seagoing draft is not obscured; or
The sea surface at the lowest seagoing draft and with a transverse distance of 500 mm
(19.5 in.) and more from the maximum beam throughout the ships length is visible
from the side of the bridge wing.
See 3-6-1/Figure 2.
ii) For particular ship types, such as tug/tow boat, offshore supply vessel (OSV), rescue ship,
work ship (e.g., floating crane ships), etc., that are designed such that, in normal operations,
they come along side, or operate in close proximity to, other vessels or offshore structures
at sea, 3-6-1/1.1.2(b) is met provided the bridge wings extend at least to a location from
which the sea surface, at the lowest seagoing draft and at a transverse distance of 1500 mm
(59 in.) from the maximum beam throughout the ships length, is visible. If this ship type
is changed to a type other than those addressed in this paragraph, then the interpretation in
this paragraph would no longer apply.

FIGURE 2 (1 July 2011)
Max.
500 mm
Max.
400 mm
Max. 400 mm
Max. 500 mm
Minimum
draft
Minimum
draft


224 ABS

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1.1.3 Main Steering Position
From the main steering position, the horizontal field of vision is to extend over an arc from right
ahead to at least 60 on each side of the vessel. See 3-6-1/Figure 5.

FIGURE 3
2
2
.
5
Conning
position

FIGURE 4
45
2
2
5
2
2
5
45

FIGURE 5
6
0
6
0
Conning
position

1.3 Windows and Their Arrangements
Windows and their arrangements are to meet the following requirements:
1.3.1 Framing
Framing between navigation bridge windows is to be kept to a minimum to meet the structural
strength and stiffness requirements, and is not to be installed immediately in front of any workstations;
1.3.2 Inclination Angle
The bridge front windows are to be inclined from a vertical plane top out, at an angle of not less
than 10 and not more than 25, see 3-6-1/Figure 6;

FIGURE 6
1
8
0
0
10
750
10-25
2
0
0
0
Deck surface
Bulkhead
Window


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2012 225
1.3.3 Glass
Polarized and tinted windows are not to be fitted, and
1.3.4 Clear View
At all times, regardless of the weather conditions, at least two of the navigation bridge front windows
are to provide a clear view, and in addition, depending on the bridge configuration, an additional
number of windows are to provide a clear view. To this end, the following, or equivalent, is to be
provided:
1.3.4(a) Sun Screens. Sunscreens with minimum color distortion. These sunscreens are to be readily
removable and not permanently installed.
1.3.4(b) Wipers and Fresh Water Wash Systems. Heavy-duty wipers, preferably provided with
an interval function, and fresh water wash systems. These wipers are to be capable of operating
independently of each other.
1.3.4(c) De-icing and De-misting Systems. De-icing and de-misting systems to be provided.
1.3.4(d) Fixed Catwalk. A fixed catwalk with guardrails, fitted forward of the bridge windows,
to enable manual cleaning of windows in the event of failure of the above systems.
1.3.5 Lower Edge
The height of the lower edge of the navigation bridge front windows above the bridge deck is to
be kept as low as possible. In no case is the lower edge to present an obstruction to the forward
view as described in this Section.
1.3.6 Upper Edge
The upper edge of the navigation bridge front windows is to allow a forward view of the horizon
for a person with a height of eye of 1800 mm (5 ft-11 in.) above the bridge deck at the conning
position when the vessel is pitching in heavy seas. ABS, if satisfied that an 1800 mm (5 ft-11 in.)
height of eye is unreasonable and impractical, may allow reduction of the height of eye, but not to
less than 1600 mm (5 ft-3 in.). See 3-6-1/Figure 5.
1.5 Unconventional Design
For vessels of unconventional design which cannot comply with the above requirements, arrangements are
to be provided to the satisfaction of the Bureau to achieve a level of visibility that is as near as practical to
those prescribed in this Section.

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PART Chapter 7: Testing, Trials and Surveys During Construction - Hull
3
CHAPT ER 7 Testing, Trials and Surveys During Construction
Hull
CONTENTS
SECTION 1 Tank, Bulkhead and Rudder Tightness Testing............................... 227
1 General ........................................................................................... 227
1.1 Application ................................................................................... 227
1.3 Definitions .................................................................................... 227
3 Test Procedures .............................................................................. 228
3.1 General ........................................................................................ 228
3.3 Structural Testing......................................................................... 228
3.5 Air Testing ................................................................................... 228
3.7 Hose Testing ............................................................................... 228
5 Details of Testing ............................................................................ 228
5.1 Hydrostatic Testing ...................................................................... 228
5.3 Hydropneumatic Testing .............................................................. 228
5.5 Air Testing ................................................................................... 228
5.7 Hose Testing ............................................................................... 229
5.9 Other Methods of Testing ............................................................ 229
7 Application of Coating ..................................................................... 229
7.1 Final Coating ............................................................................... 229
7.3 Temporary Coating ...................................................................... 229

TABLE 1 Testing Requirements for Tanks and Boundaries ................ 230
TABLE 2 Additional Testing Requirements for Vessels or Tanks of
Special Service ..................................................................... 231

SECTION 2 Trials .................................................................................................... 232
1 Anchor Windlass Trials ................................................................... 232
3 Bilge System Trials ......................................................................... 232
5 Steering Trials ................................................................................. 232

SECTION 3 Surveys ............................................................................................... 233
1 Construction Welding and Fabrication ............................................ 233
3 Hull Castings and Forgings ............................................................. 233
5 Piping .............................................................................................. 233

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PART S e c t i o n 1 : T a n k , B u l k h e a d a n d R u d d e r T i g h t n e s s T e s t i n g
3
Hull
SECT I ON 1 Tank, Bulkhead and Rudder Tightness Testing
1 General (1998)
1.1 Application (1 July 2012)
All gravity tanks, excluding independent tanks of less than 5 m
3
(176 ft
3
) in capacity, and other boundaries
required to be watertight or weathertight are to be tested in accordance with this subsection and proven
tight or structurally adequate, as follows:
1.1.1
Gravity Tanks for their structural adequacy and tightness,
1.1.2
Watertight Boundaries Other Than Tank Boundaries for their watertightness, and
1.1.3
Weathertight Boundaries for their weathertightness.
For the testing of cargo containment systems of liquefied gas carriers, the requirements in 5C-8-4/10 of the
Steel Vessel Rules will apply.
1.3 Definitions
1.3.1
Structural Testing is a test to verify the structural adequacy of the design and the tightness of the
tanks.
1.3.2
Air Testing is a test to verify the tightness of the structure by means of air pressure difference.
1.3.3
Hose Testing is a test to verify the tightness of the structure by a jet of water.
1.3.4
Hydropneumatic Testing is a combined hydrostatic and air testing wherein a tank is filled by water
with air pressure applied on top.
1.3.5
Hydrostatic Testing is a test to verify the structural adequacy of the design and the tightness of the
tanks structure by means of water pressure, by filling water to the level as specified in 3-7-1/Table 1.
Hydrostatic testing is the normal means for structural testing with exception as per 3-7-1/3.3.

Chapter 7 Testing, Trials and Surveys During Construction Hull
Section 1 Tank, Bulkhead and Rudder Tightness Testing 3-7-1

228 ABS

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3 Test Procedures (1998)
3.1 General
Tests are to be carried out in the presence of the Surveyor at a stage sufficiently close to completion, after
all attachments, outfittings or penetrations which may affect the strength or tightness of the structure have
been completed, and before any ceiling and cement work is applied over joints.
Specific test requirements are given in 3-7-1/5 and 3-7-1/Table 1. For vessels or tanks of special service,
additional requirements are given in 3-7-1/Table 2.
For the timing of application of coating in relation to testing, see 3-7-1/7.
3.3 Structural Testing
Where structural testing is specified by 3-7-1/Table 1 or 3-7-1/Table 2, hydrostatic testing in accordance
with 3-7-1/5.1 will be acceptable, except where practical limitations prevent it or where air testing is permitted
by Note 1 to 3-7-1/Table 1. Hydropneumatic testing in accordance with 3-7-1/5.3 may be approved in lieu
of hydrostatic testing. Structural testing may be carried out after the vessel is launched.
Tank boundaries are to be tested at least from one side. Tanks to be tested for structural adequacy (see
Note 1 to 3-7-1/Table 1) are to be selected so that all representative structural members are tested for the
expected tension and compression.
3.5 Air Testing
Air testing is to be in accordance with 3-7-1/5.5.
3.7 Hose Testing
Hose testing is applied to structures not subjected to structural or air testing, but required to be watertight or
weathertight, as specified in 3-7-1/Table 1. For the details of hose testing, see 3-7-1/5.7. Air testing or
structural testing may be accepted in lieu of hose testing.
5 Details of Testing (1998)
5.1 Hydrostatic Testing
Hydrostatic testing is to consist of a head of water to the level specified in 3-7-1/Table 1.
5.3 Hydropneumatic Testing
When approved, the combined water level and air pressure used for hydropneumatic testing is to simulate
the actual loading as far as practicable. The requirements and recommendations in 3-7-1/5.5 relative to air
pressure will also apply.
5.5 Air Testing
All boundary welds, erection joints and penetrations, including pipe connections, are to be examined in
accordance with the approved procedure and under a pressure differential not less than 0.15 bar (0.15 kgf/cm
2
,
2.2 psi) with a leak indicating solution.
It is recommended that the air pressure in the tank be raised to and maintained at 0.20 bar (0.20 kgf/cm
2
,
2.9 psi) for approximately one hour, with a minimum number of personnel around the tank, before being
lowered to the test pressure.
A U-tube with a height sufficient to hold a head of water corresponding to the required test pressure is to
be arranged. The cross sectional area of the U-tube is to be not less than that of the pipe supplying air. In
addition to the U-tube, a master gauge or other approved means is to be provided to verify the pressure.
Other effective methods of air testing, including compressed air fillet weld testing or vacuum testing, may
be considered in accordance with 3-7-1/5.9.


ABS

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2012 229
5.7 Hose Testing
Hose testing is to be carried out with the pressure in the hose of at least 2 bar (2 kgf/cm
2
, 30 psi) during
test. The nozzle is to have a minimum inside diameter of 12 mm (0.5 in.) and is to be located at a distance
to the joint not exceeding 1.5 m (5 ft).
5.9 Other Methods of Testing
Other methods of testing may be considered upon submission of full particulars.
7 Application of Coating (1998)
7.1 Final Coating
7.1.1 Structural Testing
Final coating may be applied prior to the hydrostatic testing, provided an air test is carried out
before the application of the final coating.
7.1.2 Air Testing
For all manual or semi-automatic erection welds and all fillet weld tank boundary connections
including penetrations, the final coating is to be applied after air testing. For other welds, the final
coating may be applied prior to air testing, provided the Surveyor, after examination prior to the
application of the coating, is satisfied with the weld. The Surveyor reserves the right to require air
testing prior to the final coating of automatic erection welds and manual or automatic pre-erection
welds.
7.1.3 Hose Testing
The final coating is to be applied after all required hose testing is completed.
7.3 Temporary Coating (2012)
Any temporary coating which may conceal defects or leaks is to be applied as specified for the final coating.
This requirement applies to shop primers, other than silicate based shop primers, such as epoxy based shop
primers.


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TABLE 1
Testing Requirements for Tanks and Boundaries (1 July 2012)
Structures to be
Tested
Type of
Testing
Hydrostatic Testing Head or
Pressure
Remarks
1 Double Bottom Tanks Structural
(1, 2)
The greater of
- to the top of overflow, or
- to the bulkhead deck

2 Double Side Tanks Structural
(1, 2)
The greater of
- to 2.4 m (8 ft) above top of tank
(3)

3 Deep Tanks or Cargo
Oil Tanks
Structural
(1, 2)
The greatest of
- to the top of overflow,
(3)
, or
- to the top of tank
(3)
plus setting of
any pressure relief valve

Fuel Oil Bunkers Structural
4 Ballast Holds of Bulk
Carriers
Structural
(1)
(2006) The greater of
- to 0.9m (3 ft) above top of hatch
coaming
(3)

See items 12 and 13 for
hatch covers.
5a Peak Tanks Structural The greater of
(3)

After peak tank test to
be carried out after
installation of stern tube.
5b Fore Peak Voids
(collision bhd.)
See Note 4 See Note 4
5c Aft Peak Voids Air
6 Cofferdams Structural
(5)
The greater of
- to 2.4 m (8 ft) above top of cofferdam

7 Watertight Bulkheads Hose
(6)

8 Watertight Doors Below
Freeboard or Bulkhead Deck
Hose (1 July 2012) See Note 8 for
additional test at the
manufacturer.
9 Double Plate Rudder Air
10 Shaft Tunnel Clear of
Deep Tanks
Hose
11 Shell Doors Hose
12 Watertight Hatch Covers
of Tanks on Combination
Carriers.
(2006)
Structural
(1, 2)

The greater of:
- to 2.4 m (8 ft) above the top of
hatch cover, or
- setting pressure of the pressure
relief valve.
At least every 2
nd
hatch
cover is to be tested.
13 Weathertight Hatch
Covers, Doors and
other Closing
Appliances
Hose
(6)

14a (2006) Chain Locker and
Chain Pipe (aft of collision
bulkhead)
Structural (1 July 2003) To the top of chain pipe
Applies to vessels with
freeboard length L
f

(as defined in 3-1-1/3.3)
greater than 24 meters
(79 feet)
14b (2006) Chain Locker and
Chain Pipe (fwd of
collision bulkhead)
Structural
(7)
To the top of chain pipe


ABS

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2012 231
TABLE 1 (continued)
Testing Requirements for Tanks and Boundaries (1 July 2012)
Structures to be
Tested
Type of
Testing
Hydrostatic Testing Head or
Pressure
Remarks
15 Independent Tanks Structural The greater of

16 Ballast Ducts Structural Ballast pump maximum pressure
or setting of any relief valve for
the ballast duct if that is less.

17 Hawse Pipes Hose
Notes:
1 (2006) Provided the structural similarity of a group of tanks is recognized by ABS and a representative tank as
selected by ABS is structurally tested based on the design approval, air testing in accordance with 3-7-1/5.5 may
be accepted. In general, structural testing need not be repeated for subsequent vessels of a series of identical
newbuildings. Subsequent tanks may require hydrostatic testing, if found necessary, after the structural testing.
2 All cargo segregation boundaries in oil carriers and combination carriers and tanks for segregated cargoes of
pollutants are to be hydrostatically tested.
3 (2006) Top of tank is the deck forming the top of the tank, excluding hatchways. In holds for liquid cargo or
ballast with large hatch covers, the top of tank is to be taken at the top of the hatch coaming.
4 Hydrostatic testing to the damaged waterline, but not less than the distance to the bulkhead deck.
5 Air testing in accordance with 3-7-1/5.5 may be accepted, except that hydropneumatic testing may be required in
consideration of the construction techniques and welding procedures employed.
6 Where hose testing is impractical due to the stage of outfitting, air test or other alternate method of testing such as
close visual examination and, where necessary, nondestructive test of all joints may be considered.
7 (2006) In general, structural testing need not be repeated for subsequent vessels of a series of identical
newbuildings provided air testing in accordance with 3-7-1/5.5 is carried out. Subsequent chain lockers may
require hydrostatic testing if found necessary after the structural testing.
8 (1 July 2012) Sliding doors are to be tested for operation at the manufacturers plant. Hydrostatic testing of sliding
doors is also to be carried out at the manufacturers plant, with a head of water equivalent to the height to the
bulkhead deck or freeboard deck at center.

TABLE 2
Additional Testing Requirements for Vessels
or Tanks of Special Service (1998)
Type of
Vessels or
Tanks
Structures to be Tested Type of
Testing
Hydrostatic Testing Head Remarks
1 Liquefied Gas
Carriers
Ballast or Fuel Oil Tanks
adjacent to or between
Cargo Tank Hold Spaces
Structural The greater of water head
- to 2.4 m (8 ft) above top of
tank

2 Edible Liquid
Tanks
Independent Tanks Structural The greater of water head
tank

3 Chemical
Carriers
Integral or Independent
Tanks
Structural The greater of water head
tank, or
- to top of tank plus setting of
any pressure relief valve

232 ABS

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PART S e c t i o n 2 : T r i a l s
3
Hull
SECT I ON 2 Trials
1 Anchor Windlass Trials (1 July 2012)
Each windlass is to be tested under working conditions after installation onboard to demonstrate satisfactory
operation. Each unit is to be independently tested for braking, clutch functioning, lowering and hoisting of
chain cable and anchor, proper riding of the chain over the chain lifter, proper transit of the chain through
the hawsepipe and the chain pipe, and effecting proper stowage of the chain and the anchor. It is to be
confirmed that anchors properly seat in the stored position and that chain stoppers function as designed if
fitted. Also, it is to be demonstrated that the windlass is capable of lifting each anchor with 82.5 m (45 fathoms)
length of chain submerged and hanging free. The braking capacity is to be tested by intermittently paying
out and holding the chain cable by means of the application of the brake. Where the available water depth
is insufficient, the proposed test method will be specially considered.
3 Bilge System Trials
All elements of the bilge system are to be tested to demonstrate satisfactory pumping operation, including
emergency suctions and all controls. Upon completion of the trials, the bilge strainers are to be opened,
cleaned and closed up in good order.
5 Steering Trials
Refer to 4-3-3/15.3 for the technical details of the steering trials.

ABS

.
2012 233
PART S e c t i o n 3 : S u r v e y s
3
Hull
SECT I ON 3 Surveys
1 Construction Welding and Fabrication
For surveys of hull construction welding and fabrication, refer to Chapter 4 of the ABS Rules for Materials
and Welding (Part 2) and the ABS Guide for Nondestructive Inspection of Hull Welds.
3 Hull Castings and Forgings
For surveys in connection with the manufacture and testing of hull castings and forgings, refer to Chapter 1
of the ABS Rules for Materials and Welding (Part 2).
5 Piping
For surveys in connection with the manufacture and testing of piping, refer to Part 4, Chapter 4.

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P a r t 3 : H u l l C o n s t r u c t i o n a n d E q u i p m e n t

RULES FOR BUILDING AND CLASSING

for steering nozzles and azimuthal thrusters.

= coefficient as specified in 3-2-11/Table 2

) of the bearing surface is not to be greater than 1.2*

= outer diameter of the liner, in mm (in.)

110 11.2 15,900

= 1.15, as specified in 3-2-11/Table 2

= 1.15, as specified in 3-2-11/Table 2

kN-m (tf-m, Ltf-ft)

kN/m (tf/m, Ltf/ft)

kN/m (tf/m, Ltf/ft)

= moment of inertia of the rudder stock below the neck bearing, in cm

kN/m (tf/m, Ltf/ft)

kN/m (tf/m, Ltf/ft)

, but not less than 1.0

is to be in accordance with 3-5-1/Table 1

is not desired in accordance with 3-5-1/7.1, the testing is to be carried out in

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