River Rules E-July12
River Rules E-July12
River Rules E-July12
s for plate floor
Section A-A
Section B-B
Centerline corrugated bulkhead
b
d
a
c
t
Floor c = 1.00 Bulkhead Stiffener c = 1.00
Centerline bulkhead stiffener c = 1.00 Side frame c = 1.00
Deck beam c = 1.00
h = in accordance with 3-2-1/17
(Center compartment liquid cargo)
(Wing compartment void or ballast)
Part 3 Hull Construction and Equipment
Chapter 2 Hull Structures and Arrangements
Section 1 Tank Barges 3-2-1
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FIGURE 8A
Trunk Top Beam End Connection
Section A-A
A
A
Part 3 Hull Construction and Equipment
Chapter 2 Hull Structures and Arrangements
Section 1 Tank Barges 3-2-1
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FIGURE 9
Double Skin Tank Barge
h for side long'l
h
e
for bottom
transverse
h for bottom
longitudinals
A
A
/2
B B
/2
for plate floor in m (ft)
between bulkheads
h
t
for
bulkhead
stiffener
h
t
for centerline
bulkhead stiffener
C
L
h
t
for bottom trans
and inner bottom long'l
s for longitudinal
h
t
for side transverse
for side trans
Section A-A
Section B-B
Centerline corrugated bulkhead
b
d
a
c
t
s for transverse
for longitudinal
Bottom longitudinal c = 1.08
Side longitudinal c = 1.08 (Wing compartment void)
c = 1.28 (Wing compartment ballast)
Inner bottom longitudinal c = 1.00
Bulkhead stiffener c = 1.00
Centerline bulkhead stiffener c = 1.00
Bottom transverse c = 1.08
Side transverse c = 1.08
Deck transverse c = 1.08
Deck longitudinal c = 1.75
h = in accordance with 3-2-1/17
(Center compartment liquid cargo)
(Wing compartment void or ballast)
Part 3 Hull Construction and Equipment
Chapter 2 Hull Structures and Arrangements
Section 1 Tank Barges 3-2-1
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FIGURE 9A
Trunk Top Transverse End Connection
Section A-A
A
A
Part 3 Hull Construction and Equipment
Chapter 2 Hull Structures and Arrangements
Section 1 Tank Barges 3-2-1
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FIGURE 10
Double Skin Tank Barge
/2
/2
h
t
for bulkhead trans
(upper span)
h
t
for bulkhead trans
(lower span)
h
t
for strut
for bulkhead trans
(lower span)
for bulkhead trans
(upper span)
h
t
for side trans
(upper)
h for side trans
(upper)
b for strut
C
L
Side transverse c = 1.75
Deck transverse c = 1.08
Bulkhead transverse c = 1.08
h = in accordance with 3-2-1/17
(Center compartment liquid cargo)
(Wing compartment liquid cargo or ballast)
For side and deck transverses where wing compartment is void, see 3-2-2/Figure 12.
Part 3 Hull Construction and Equipment
Chapter 2 Hull Structures and Arrangements
Section 1 Tank Barges 3-2-1
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FIGURE 11
Rake Framing
for longitudinals
s for transverses
and stanchions
h distance in meters (feet)
from bottom of
rake at member
A
A
Depth of barge
at side at rake
bulkhead
for transverses
b for stanchions
for stanchions
s spacing of rake
longitudinals
Section A-A
Bottom transverse c = 1.08 Bottom longitudinal c = 1.28
Deck transverse c = 1.08 Deck longitudinal c = 1.75
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PART S e c t i o n 2 : D r y C a r g o B a r g e s
3
CHAPT ER 2 Hull Structures and Arrangements
SECT I ON 2 Dry Cargo Barges
1 Application
The following Rules and Tables apply to barges intended for the transportation of general or bulk cargoes
in services which require operation in comparatively smooth water exclusively, such as in rivers, intracoastal
waterways, etc.
3 Structural Arrangement
3.1 Between the Rakes
3.1.1 Framing
Framing may be arranged either longitudinally, transversely or a combination of both. Longitudinal
frames are to be supported by regularly spaced transverse deep frames formed either by channels
extending across the inner faces of the longitudinal frames, or by flanged plates notched over the
frames and attached to the shell or deck and the longitudinals.
At bulkheads, longitudinals are to be attached at their ends to effectively develop the sectional
area and resistance to bending.
3.1.2 Trusses
Trusses are to be arranged as necessary for the support of the framing. In vessels with transverse
frames, the trusses are to extend fore and aft. With longitudinal framing, they may extend either
fore and aft or athwartships.
In all vessels where the ratio of L to the overall depth of the effective longitudinal material included
in the section modulus calculation (see 3-2-2/5) exceeds 20, special consideration is to be given to
the introduction of longitudinal bulkheads or trusses.
3.1.3 Bilge and Gunwale Brackets
In holds where the radius at the bilge exceeds 305 mm (12 in.), the bilge brackets connecting the
lower ends of vertical side frames with transverse bottom frames are to be cut to fit against and
support the bilge plate. In longitudinally framed vessels, a similar arrangement is to be required at
each main transverse frame and in addition, intermediate brackets are to be fitted spaced not over
0.9 m (3 ft) apart (see 3-2-2/Figures 1 and 2). Similar brackets may be required to be fitted at the
gunwales where no gunwale angle is used. As an alternative to the fitting of bilge brackets, an
additional inverted angle or flat bar longitudinal may be fitted as shown in 3-2-2/Figure 3.
3.3 Rakes
For structural arrangement of rakes, see 3-2-1/5.3.
Part 3 Hull Construction and Equipment
Chapter 2 Hull Structures and Arrangements
Section 2 Dry Cargo Barges 3-2-2
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5 Longitudinal Strength
5.1 Section Modulus
The required hull girder section modulus, SM, at amidships is to be obtained from the following equation:
SM = 0.347(B + 12.19)DL cm
2
-m for L < 76.2 m
SM = 0.00455(B + 12.19)DL
2
cm
2
-m for L 76.2 m
SM = 0.005(B + 40)DL in
2
-ft for L < 250 ft
SM = 2.0 10
-5
(B + 40)DL
2
in
2
-ft for L 250 ft
where L, B, and D are as defined in Section 3-1-1.
In calculating the section modulus, bottom, bilge, side and inner bottom plating, all bilge, gunwale and
other longitudinal angles and frames if continuous or adequately developed at the transverse bulkheads and
hopper side and other continuous longitudinal bulkheads may be included. The section modulus to the deck
or bottom is obtained by dividing the moment of inertia by the distance from the neutral axis to the molded
deck line at side amidships or to the base line, respectively.
5.3 Section Modulus with Continuous Coaming
Where longitudinal coamings of length greater than 0.14L are provided, they are to comply with the
requirements of 3-2-2/19.7. Such continuous coamings may be included in the calculation of hull girder
inertia which is to be divided by the sum of the distance from neutral axis to deck at side and the height of
continuous hatch coaming, to obtain the section modulus to the top of the coaming.
7 Deck Plating
7.1 Minimum Thickness
The thickness of deck plating throughout is not to be less than 0.01 mm per millimeter (0.01 in. per inch)
of the spacing of the beams, s
b
.
7.3 Between the Rakes
The thickness of deck plating between the rakes is to be not less than determined by the following equations:
With Transverse Beams
t = 0.066L + 3.5 mm t = 0.0008L + 0.14 in.
With Longitudinal Beams
t = 0.066L + 2.5 mm t = 0.0008L + 0.10 in.
7.5 Watertight Decks
The thickness of plating of decks intended to provide tight divisions for protection against damage to the
shell is not to be less than that required for ordinary bulkhead plating at the same level plus 1.0 mm (0.04 in.).
7.7 Cargo Decks (2002)
The thickness of plating on which cargo is to be carried is not to be less than determined by the following
equations:
t = 0.00395s h + 1.5 mm but not less than 5.0 mm
t = 0.00218s h + 0.06 in. but not less than 0.20 in.
Part 3 Hull Construction and Equipment
Chapter 2 Hull Structures and Arrangements
Section 2 Dry Cargo Barges 3-2-2
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where
h = p/0.721 m (p/45 ft)
p = uniformly distributed deck load, in tonnes/m
2
(lbs/ft
2
)
s = spacing of the beams, in mm (in.)
In vessels regularly engaged in trades where cargo is handled by grabs or similar mechanical appliances, it
is recommended that flush plating be used in way of the cargo and that increased framing and thickness be
provided.
7.9 Wheel Loaded Strength Decks
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 strength deck plating is to be not less than 110% of the thickness
required for wheel loaded inner bottoms in 3-2-2/19.1.2.
9 Frames
Each frame, in association with the plating to which it is attached, is to have a section modulus, SM, not
less than obtained from the following equation:
SM = 7.8chs
2
cm
3
SM = 0.0041chs
2
in
3
where
c = coefficient appropriate to the member under consideration and the type of
construction employed as given in 3-2-2/Figures 5 through 12
= 1.0 for rake side frames
h = distance, in m (ft), as given in 3-2-2/Figures 5 through 12
= for rake bottom frames, the vertical distance, in m (ft), from the middle of to the
height of the deck at side at the rake bulkhead
= for rake deck transverses and longitudinals, 1.2 m (4.0 ft)
s = member spacing, in m (ft)
= unsupported span of the member, in m (ft)
Where brackets of the thicknesses given in 3-2-1/Table 1 are fitted, may be
measured to a point 25% of the extent of the bracket beyond the its toe.
Where fitted, rake side vertical frames are to have brackets at their upper and lower ends extending over to
the first adjacent longitudinal beam or frame.
11 Trusses
11.1 Top and Bottom Chords
Each top and bottom chord is to have a section modulus, SM, not less than obtained from the following
equation:
SM = 7.8chs
2
cm
3
SM = 0.0041chs
2
in
3
where c, h, s and are as defined in 3-2-2/9.
Part 3 Hull Construction and Equipment
Chapter 2 Hull Structures and Arrangements
Section 2 Dry Cargo Barges 3-2-2
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11.3 Stanchions
The spacing of truss stanchions is generally not to exceed the depth of the truss.
11.3.1 Permissible Load
The permissible load, W
a
, of each stanchion is to be obtained from the following equation and is to
be not less than the calculated load W given in 3-2-2/11.3.2 below.
W
a
= [k n/r]A tf (Ltf)
where
k = 1.232 (7.83)
n = 0.00452 (0.345)
= unsupported span of the stanchion, in cm (ft)
r = least radius of gyration, in cm (in.)
A = cross sectional area of the stanchion, in cm
2
(in
2
)
11.3.2 Calculated Load
The calculated load for each truss stanchion is to be determined by the following equation, except
where indicated otherwise by 3-2-2/Figure 10 or 3-2-2/Figure 11.
W = nbhs tf (Ltf)
where
n = 1.07 (0.03)
b = mean breadth of the area supported, in m (ft)
h = distance from the bottom shell at the center of the area supported to the
underside of the deck plating at side, in m (ft)
s = spacing of the stanchions, in m (ft)
11.5 Diagonals
Diagonals in trusses are to have a section area of approximately 50% of that of the stanchions.
13 Web Frames, Girders and Stringers
Each web frame, girder and stringer is to have a section modulus, SM, not less than obtained from the following
equation:
SM = 7.8chs
2
cm
3
SM = 0.0041chs
2
in
3
where c, h, s and are as defined in 3-2-2/9.
Where transverse buck frames are formed by channels extending over the inner faces of longitudinal frames,
these channels are to be attached at the bilge and deck as shown in 3-2-2/Figure 5. Where it is desirable to
avoid any direct attachment between the channel frames and the shell plating, alternative construction shown
in 3-2-2/Figure 4 may be accepted.
Part 3 Hull Construction and Equipment
Chapter 2 Hull Structures and Arrangements
Section 2 Dry Cargo Barges 3-2-2
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15 Bulkheads
15.1 Construction of Tank Boundary Bulkheads
15.1.1 Plating
Plating is to be of thickness obtained from the following equation:
t = (s h /254) + 1.78 mm (min. t = 5 mm)
t = (s h /460) + 0.07 in. (min. t = 0.20 in.)
where
s = spacing of stiffeners, in mm (in.)
h = vertical distance measured from the lower edge of the plate to 1.2 m (4 ft)
above the deck at side, or to the top of the hatch, whichever is greater.
15.1.2 Stiffening
The ends of stiffeners are to be either bracketed or clipped. Each stiffener, in association with the
plating to which it is attached, is to have a section modulus SM not less than obtained from the
following equation:
SM = 7.8chs
2
crn
3
SM = 0.0041chs
2
in
3
where
c = 1.00
h = vertical distance from the middle of to the top of the overflow, in m (ft)
s = stiffener spacing, in m (ft)
= as defined in 3-2-2/9
15.3 Construction of Other Watertight Bulkheads
15.3.1 Plating
Plating is to be of thickness obtained from the following equation:
t = (s h /290) + 1.0 mm (min. t = 4.5 mm)
t = (s h /525) + 0.04 in. (min. t = 0.18 in.)
where
s = spacing of stiffeners, in mm (in.)
h = vertical distance measured from the lower edge of the plate to the height of
the deck at centerline, in m (ft)
15.3.2 Stiffening
Each stiffener, in association with the plating to which it is attached, is to have a section modulus,
SM, not less than obtained from the following equation:
SM = 7.8chs
2
cm
3
SM = 0.0041chs
2
in
3
where
c = 0.46
h = vertical distance from the middle of to the deck at centerline, in m (ft)
s = stiffener spacing, in m (ft)
= as defined in 3-2-2/9
Stiffeners on these bulkheads may have unattached sniped ends provided the above value of SM is
increased 25%.
Part 3 Hull Construction and Equipment
Chapter 2 Hull Structures and Arrangements
Section 2 Dry Cargo Barges 3-2-2
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17 Shell Plating
The thickness of the bottom, side and bilge plating is to be as required below. In addition, the thickness of
plating in these locations is to be not less than as required by 3-2-2/15.3.1 for tank bulkheads where the
spacing of the stiffeners is equal to the frame spacing and the value of h is equal to the distance from the
lower edge of the plate to the under surface of the deck plating at side.
17.1 Bottom Shell
The thickness of the bottom shell plating throughout is not to be less than determined by the following equation:
t = 0.069L + 0.007s 0.8 mm (min. t = 5 mm)
t = 0.000825L + 0.007s 0.02 in. (min. t = 0.20 in.)
where
s = stiffener spacing, in mm (in.)
L = length of the vessel, in m (ft)
17.3 Side Shell
The thickness of the side shell plating is to be not less than determined by the following equation and not
less than 5 mm (0.20 in.).
t = Rule Bottom Shell 0.5 mm L < 73 m
t = Rule Bottom Shell 1.0 mm L 73 m
t = Rule Bottom Shell 0.02 in. L < 240 ft
t = Rule Bottom Shell 0.04 in. L 240 ft
17.5 Bilge Plating
Where radiused bilges are used the bottom thickness is to extend to the upper turn of the bilge; where the
radius at the bilge exceeds 305 mm (12 in.), the thickness of the plating should be at least 1.5 mm (0.06 in.)
greater than the required thickness for side plating.
17.7 Bilge Angles
Where angles are used at the bilges or gunwales they are to have a thickness at least 1.5 min (0.06 in.) greater
than that of the thinner of the two plates joined.
19 Inner Bottoms, Hatches and Fittings
19.1 Inner Bottom Plating
19.1.1 Inner Bottom Plating on which Cargo is to be Carried
The thickness of plating, t, is not to be less than determined by the following equations:
t = 0.01s
b
+ (0.83h 1.78) mm s
b
610 mm
t = 0.005s
b
+ (0.83h 1.78) + 3.1 mm s
b
> 610 mm
t = 0.01s
b
+ 0.01(h 7) in. s
b
24 in.
t = 0.005s
b
+ 0.01(h 7) + 0.12 in. s
b
> 24 in.
where
s
b
= spacing of the frames, in mm (in.)
h = height to which cargo may be loaded, in m (ft). Where the density of the
cargo exceeds 715 kg/m
3
(45 lbs/ft
3
), the height is to be proportionally
increased.
Part 3 Hull Construction and Equipment
Chapter 2 Hull Structures and Arrangements
Section 2 Dry Cargo Barges 3-2-2
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In vessels regularly engaged in trades where cargo is handled by grabs or similar mechanical
appliances, it is recommended that flush plating be used in way of the cargo and that increased
framing and thickness be provided.
19.1.2 Inner Bottom Under 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 inner bottom plating is to be not less than obtained
from the following equation:
t = kKn W mm (in.)
where
k = 26.4 (1.05)
K = as given in 3-2-2/Figure 13
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
W = static wheel load, in tf (Ltf)
a = wheel imprint dimension parallel to the longer edge, , of the plate panel, in
mm (in.)
b = wheel imprint dimension perpendicular to the longer edge, , of the plate
panel, in mm (in.)
s = spacing of deck beams or deck longitudinals, in mm (in.)
= length of the plate panel, in mm (in.)
Where the wheels are close together, a combined imprint and load are to be used.
19.3 Hatchways
Hatchways or manholes of sufficient size to provide access and ventilation are to be fitted to each compartment.
Where openings are located close to the gunwales, doubling plates or other compensation may be required.
All openings in decks are to be so framed as to provide efficient support and attachment for the ends of the
half beams.
19.5 Hatch Covers
19.5.1 Within Closed Deck Houses
Beams and covers for cargo hatches within closed deck houses are to be designed for a load, in
kilograms per square meter (pounds per square foot) equal to 220 (45) multiplied by the height of
the house, in m (ft), and a factor of safety of not less than 3.25 based on the minimum ultimate tensile
strength of the material.
19.5.2 On Weather Decks
For all types of covered barges and for other types which may be noted in the Record as having covers
fitted, the covers are to be weathertight. Where it is not intended to carry cargo on the covers they
are to be designed to withstand a load of 171 kg/m
2
(35 lb/ft
2
) exclusive of the weight of the cover
itself with a factor of safety of not less than 3.25 on the minimum ultimate tensile strength of the
material. Where cargo is intended to be carried, the design load is to be suitably increased.
19.5.3 Under 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 obtained from 3-2-2/19.1.2 using a k factor
of 23.8 (0.94). Where the hatch cover plate panel is adjacent to the edges of the covers, this value
of t is to be increased by at least 15%.
Part 3 Hull Construction and Equipment
Chapter 2 Hull Structures and Arrangements
Section 2 Dry Cargo Barges 3-2-2
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19.7 Continuous Longitudinal Hatch Coamings
Where longitudinal hatch coamings of length greater than 0.14L are supported by longitudinal bulkheads
or deep girders, they are in general to be longitudinally stiffened. The coaming plates and stiffeners are to
have scantlings as required for decks. Special consideration will be given for barges less than 61 m (200 ft)
in length or where calculations are submitted to show adequate buckling strength in the maximum expected
sagging condition.
19.9 Deck Fittings
The structure in way of cleats, bitts and chocks is to be suitably reinforced by installation of headers, additional
beams, brackets or doubling plates.
19.11 Cargo Boxes
Cargo boxes, flash boards, coamings or other structures for retaining deck cargo, are to be sufficiently strong
for their height, and adequately bracketed to the deck. Effective means for drainage of these spaces are to
be provided.
21 Barge Reinforcement
21.1 General
The following paragraphs are intended to provide for additional protection against contact with locks and
river bottom and against other wear and tear damage associated with normal operation with other floating
equipment.
A design intended for Classification will be reviewed for compliance with 3-2-2/21.3 when requested. A
notation Reinforcement A or Reinforcement B will be entered in the Record indicating compliance
with all of the requirements for reinforcement A or B in 3-2-2/21.3.
21.3 Reinforcement
Where the option for reinforcement in 3-2-2/21.1 is chosen, the hull parts to be reinforced are given in the
following table, the reinforced plate thicknesses are to be not less than given in column Reinforcement A
or column Reinforcement B as appropriate.
Reinforcement A Reinforcement B
Bilge radius for full-length of barge
(knuckle plate)
t
min
= 16.0 mm (
5
/
8
in.) t
min
= 12.5 mm (
1
/
2
in.)
Side shell t
min
= 11.0 mm (
7
/
16
in.) t
min
= 9.5 mm (
3
/
8
in.)
Deck stringer plate hopper barge t
min
= 11.0 mm (
7
/
16
in.) t
min
= 9.5 mm (
3
/
8
in.)
Lower 1.83 m (6 ft) of sides and ends of
hopper plating
t
min
= 9.5 mm (
3
/
8
in.) t
min
= 9.5 mm (
3
/
8
in.)
Headlog and sternlog plate t
min
= 19.0 mm (
3
/
4
in.) t
min
= 16.0 mm (
5
/
8
in.)
Transom side and bottom periphery
(picture frame) plates
t
min
= 16.0 mm (
5
/
8
in.) t
min
= 12.5 mm (
1
/
2
in.)
All side shell, bottom shell and deck
structural members in wing and rake
compartments
Use appropriate Rule coefficients with
1.83 m (6 ft) overflow above deck at side.
Where no wing tanks are fitted, this
reinforcement is to apply to the side shell
structure in cargo/void spaces and the side,
bottom and deck structure in way of rakes.
Use appropriate Rule coefficients with
1.22 m (4 ft) overflow above deck at side.
Where no wing tanks are fitted, this
reinforcement is to apply to the side shell
structure in cargo/void spaces and the side,
bottom and deck structure in way of rakes.
Part 3 Hull Construction and Equipment
Chapter 2 Hull Structures and Arrangements
Section 2 Dry Cargo Barges 3-2-2
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FIGURE 1
Bilge Bracket (see 3-2-2/3.1.3)
Floor
Side frame
FIGURE 2
Intermediate Bilge Bracket (see 3-2-2/3.1.3)
Side longitudinal
Bottom longitudinal
FIGURE 3
Alternative Arrangement (see 3-2-2/3.1.3)
Additional longitudinal
Part 3 Hull Construction and Equipment
Chapter 2 Hull Structures and Arrangements
Section 2 Dry Cargo Barges 3-2-2
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FIGURE 4
Alternative Channel Construction at Bilge (see 3-2-2/3.1.3)
Part 3 Hull Construction and Equipment
Chapter 2 Hull Structures and Arrangements
Section 2 Dry Cargo Barges 3-2-2
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FIGURE 5
Deck Barge
A
A
C
L
s for longitudinals
for side
transverses
and stanchions
h for side
transverses
h for side
longitudinals
h for bottom
longitudinals
transverses
and stanchions
/2
for deck
and bottom
transverses
b for stanchions
h for deck longitudinals
and deck transverses = 1.50D
for longitudinals
s for stanchions
and transverses
Section A-A
Bottom transverse c = 1.00 Bottom longitudinal c = 1.08
Side transverse c = 1.00 Side longitudinal c = 1.08
Deck transverse c = 0.70 Deck longitudinal c = 0.70
Part 3 Hull Construction and Equipment
Chapter 2 Hull Structures and Arrangements
Section 2 Dry Cargo Barges 3-2-2
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FIGURE 6
Deck Barge
h for side
transverses
h for side
longitudinals
h for bottom
longl's and
transverses
h for stanchions
A
A
C
L
s for longitudinals
/2
for deck and
bottom trans
b for stanchions
for
bulkhead
transverse
C
L
for side
transverses
and stanchions
/2
h for
bulkhead
transverse
C
L
h for deck longitudinals
and deck transverses
= 1.50D
for longitudinals
s for stanchions
and transverses
Section A-A
Bottom transverse c = 1.00 Bottom longitudinal c = 1.08
Side transverse c = 1.00 Side longitudinal c = 1.08
Deck transverse c = 0.70 Deck longitudinal c = 0.70
C.L. Bulkhead transverse c = 0.70 C.L. Bulkhead longitudinal c = 0.70
Part 3 Hull Construction and Equipment
Chapter 2 Hull Structures and Arrangements
Section 2 Dry Cargo Barges 3-2-2
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FIGURE 7
Deck Barge
A
A C
L
h for side
frames
h for bottom
frames and
bottom channels
h for stanchions
h
t
for
bulkhead
stiffeners
for bottom frame
b for stanchions
for deck beams for side frames
for bulkhead
stiffeners
/2
/2
h for deck longitudinals
and deck transverses = 1.50D
s for frames
for top and
bottom chords
s for stanchions
s for frames
Section A-A Aternate Section A-A
for stanchions
Bottom frame c = 1.00 Deck beam c = 0.56
Truss bottom chord c = 1.00 Side frame c = 1.00
Truss top chord c = 0.70
Part 3 Hull Construction and Equipment
Chapter 2 Hull Structures and Arrangements
Section 2 Dry Cargo Barges 3-2-2
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FIGURE 8
Hopper Barge
/2
/2 h h
1
/2
h
1
Type A
h
Type B
/2
h
Type C
/2
h
h
1
Type D
Side Frame Hopper Side Stiffener
Type A (for )
c = 1.15 Type A c = 1.00
Type A (for
1
)
c = 2.00 Type B c = 1.10
Type B c = 1.30 Type C c = 1.20
Type C c = 1.45 Type D c = 1.00
Type D c = 1.08 Hopper Side Chord
Type D c = 1.00
Part 3 Hull Construction and Equipment
Chapter 2 Hull Structures and Arrangements
Section 2 Dry Cargo Barges 3-2-2
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FIGURE 9
Hopper Barge
d
Wood or steel
Floors
Minimum
d = /24 with wood inner bottom
Minimum
d = /30 with steel inner bottom effectively attached to each floor
s = spacing of floors, in m (ft)
h = vertical distance from the baseline to the under surface of the deck plating at side, in m (ft)
c = 1.00
Where barges are designed exclusively for carrying uniformly distributed dry bulk cargoes and are classed Bulk Cargo
Barge, c = 0.55.
Part 3 Hull Construction and Equipment
Chapter 2 Hull Structures and Arrangements
Section 2 Dry Cargo Barges 3-2-2
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FIGURE 10
Double Skin Hopper Barge
C
L
for bottom and
inner bottom angles
b for vertical stanchions
/2
1
/2
h
1
h
h for floors and
bottom angles
/2
h
for stiffeners
for truss floors,
distance in m (ft)
between bulkheads
for stanchions
h
2
for inner bottom angles
Rolling hatch covers
Truss floor c = 1.00
}
where the section modulus is that of the combined
section
as shown
Bottom angle c = 1.00
Inner bottom angle c = 0.56
Side frame (for h) c = 1.50
(for h
1
) c = 2.00
Bulkhead stiffener c = 1.10
Vertical stanchion truss floor W = 1.07bhs tf
}
whichever is greater
W = 1.07bh
2
s tf
W = 0.03bhs Ltf
}
whichever is greater
W = 0.03bh
2
s Ltf
Part 3 Hull Construction and Equipment
Chapter 2 Hull Structures and Arrangements
Section 2 Dry Cargo Barges 3-2-2
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FIGURE 11
Double Skin Hopper Barge with Deckhouse
/2
h h
/2
h for floors
for plate floor, distance in
m (ft) between bulkheads
C
L
for pillars
b Center of hatch to
center of hatch or
breadth supported
h for hold
pillars
Deck house
Floor c = 1.00
}
where the section modulus is that of the combined
section
as shown
Side frame c = 1.30
Bulkhead stiffener c = 1.10
Hold pillar W = 0.715b(h + 0.46)s
1
tf
W = 0.02b(h + 1.50)s
1
Ltf
s
1
= spacing of pillars, in m (ft)
Note: Main deck scantlings within house are to be designed for a load in kgf/m
2
(lb/ft
2
) equal to 200 (45) multiplied
by the height of the house in meters (feet). Scantlings of the deckhouse top are to be designed for a load of
245 kgf/m
2
(50 lb/ft
2
).
Part 3 Hull Construction and Equipment
Chapter 2 Hull Structures and Arrangements
Section 2 Dry Cargo Barges 3-2-2
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FIGURE 12
Double Skin Hopper Barge
/2
/2
h for bulkhead transverse
(lower span)
h for bulkhead transverse
(upper span)
b for strut
h for side transverse
(upper span)
h for side transverse
(lower span)
for transverses
(upper span)
for transverses
(lower span)
h for strut
C
L
Side transverse c = 1.00
Deck transverse c = 0.70
Bulkhead transverse c = 0.70
(Center compartment dry cargo)
(Wing compartment void)
Part 3 Hull Construction and Equipment
Chapter 2 Hull Structures and Arrangements
Section 2 Dry Cargo Barges 3-2-2
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FIGURE 13
Wheel Loading Curves of K
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PART Section 3: Barges Intended to Carry Dangerous Chemical Cargoes in Bulk
3
CHAPT ER 2 Hull Structures and Arrangements
SECT I ON 3 Barges Intended to Carry Dangerous Chemical
Cargoes in Bulk
1 Application
This Section applies to barges intended to carry dangerous cargoes in bulk in services which require operation
in comparatively smooth water exclusively, such as in rivers, intracoastal waterways, etc. All the applicable
paragraphs of other Sections of these Rules are to be considered as requirements, except where the provisions
of this Section are contrary to or in addition thereto. Self-propelled vessels will be specially considered,
taking into account the cargoes carried and the degree of protection proposed.
3 Classification
The classification A1 Chemical Tank Barge, River Service followed by the appropriate notation
indicating barge type designation as Type I, Type II, or Type III* is to be assigned to vessels designed for
and specifically fitted for the carriage of dangerous chemicals in bulk, built to the requirements of this Section
and other relevant sections of these Rules, and complying with 46 CFR Part 151 or other recognized standards.
* Note: Type Designation See 46 CFR 151.10.
5 Submission of Data
The following plans, calculations and information as appropriate are to be submitted in addition to those
required by 1-1-4/1 of the Supplement to the ABS Rules for Conditions of Classification (Part 1).
Identification and properties of any dangerous chemical cargo which is intended to be carried on barges
built in accordance with this Section are to be given and are to include chemical composition, specifying
contaminants, density, vapor pressure, boiling point, combustible range, flash point, compatibility with tank
materials and any peculiar characteristics. The temperature and pressure at which the cargo is to be carried
and at which it is to be loaded and unloaded are also to be given. Where the cargo has been given a hazard
rating by a recognized code or other authority, this is also to be stated.
Arrangement plans indicating watertight bulkheads, decks and all openings therein are to be submitted for
review. Additional plans are to be submitted for each condition of loading in which a dangerous chemical
cargo is carried showing specific gravity and maximum cargo weight in all spaces as well as draft of the
vessel in each condition.
Except as indicated in 3-2-3/7, calculations showing compliance with 46 CFR Part 151 or other recognized
standards are to be submitted for review. Written evidence that the U.S. Coast Guard has certified the vessel
as being in compliance with their Regulations will be acceptable in lieu of calculations showing compliance
with 46 CFR Part 151. Vessels designed to other recognized standards may be given similar consideration.
Part 3 Hull Construction and Equipment
Chapter 2 Hull Structures and Arrangements
Section 3 Barges Intended to Carry Dangerous Chemical Cargoes in Bulk 3-2-3
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7 Type I and Type II Barges with Integral Tanks
Barges of Type I or Type II with integral tanks are to comply with the following requirements. Submitted
calculations showing compliance with 46 CFR Part 151 as indicated in 3-2-3/5 need not include calculations
for those items considered in this Subsection.
7.1 Definitions
7.1.1 Type I Barge Hull
Barge hull Type I refers to those designed to carry products which require the maximum preventative
measures to preclude the uncontrolled release of the cargo.
7.1.2 Type II Barge Hull
Barge hull Type II refers to those designed to carry products which require significant preventative
measures to preclude the uncontrolled release of the cargo.
7.1.3 Limiting Draft
A limiting draft is the maximum draft to which cargo of specified densities may be loaded for a given
hull type. A chemical barge may be assigned more than one limiting draft for different combinations
of cargo density and hull type.
7.3 Tank Arrangement
7.3.1 Collision Protection
Tanks containing products which are required to be carried in Type I or Type II hulls (See 46 CFR
Table 151.05) are to be located beyond the following minimum distances from the members as shown.
i) From Side Shell and Box End
Type I 1.22 m (4.0 ft)
Type II 0.91 m (3.0 ft)
ii) From the Headlog (Except Box Barges and Trail Barges)
Both Types 7.6 m (25 ft)
7.3.2 Access Opening
Each tank is to be provided with a manhole with a cover plate and a minimum clear opening of
380 mm 460 mm (15 in. 18 in.). Access trunks, where fitted, are to have a diameter of at least
760 mm (30 in.).
7.5 Longitudinal Strength (2001)
7.5.1 Loading Conditions
The following definitions of loading conditions are to be understood for the purpose of this Section.
7.5.1(a) Normal and High Density Cargo Conditions (2001). See 3-2-1/7.3.
7.5.1(b) Grounding Conditions. A grounding condition is a condition wherein the forward rake
bulkhead rests on a pinnacle at the water surface with the barge loaded with cargo of approved density.
7.5.2 Hull Girder Bending Moment
7.5.2(a) Normal Conditions. Subject to compliance with the requirements in Section 3-2-1, no
bending moment calculations are required for these conditions except that those calculations mentioned
in 3-2-3/7.5.1(a) for conditions other than homogeneous cargo are to be evaluated in accordance
with 3-2-3/7.5.3(a) below.
7.5.2(b) High Density Cargo and Grounding Conditions (2001). Bending moment calculations
are to be submitted for these conditions except that where grounding condition bending moment
calculations for homogeneous cargo are not available, the following formula may be used.
Part 3 Hull Construction and Equipment
Chapter 2 Hull Structures and Arrangements
Section 3 Barges Intended to Carry Dangerous Chemical Cargoes in Bulk 3-2-3
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M
a
= L
2
Bd/(k)
where
M
a
= expected grounding condition bending moment for barges with homogeneous
cargo, in tf-m (Ltf-ft)
L = length of barge, in m (ft), as defined in 3-1-1/3.1
B = breadth of barge, in m (ft), as defined in 3-1-1/5
d = limiting draft, in m (ft)
k = L 10.9 m (L 35.7 ft), but not to be taken greater than 80.6 m (264.3 ft)
= 0.461 m
2
/tf (5.04 ft
2
/Ltf)
7.5.3 Criterion (2001)
7.5.3(a) Normal and High Density Cargo Conditions (2001). The hull girder section modulus is
to be in accordance with 3-2-1/7.7.
7.5.3(b) Grounding Conditions (2001). The hull girder section modulus is to be such that the
hull girder stress, , in the deck or trunk side as obtained from the equation below does not exceed
the permissible stress f or the reference stress f
r
as defined in 3-2-1/7.7, whichever is less.
= M/SM
where
M = hull girder bending moment, in tf-m (Ltf-ft), for grounding or overload
conditions
SM = as defined in 3-2-1/7.7
f = (1 0.25P/P
o
) (1.09 0.00427/r)Y for deck or trunk top/side with
longitudinals
= k(0.72 0.4B
o
/B)Y for deck or trunk top/side with transverse beams
P = pressure relief valve setting, in kgf/cm
2
(psi), or 0.105h (0.455h), whichever
is greater
h = design head, in m (ft)
P
o
= 0.21 kgf/cm
2
(3 psi)
= unsupported span of the longitudinal, in cm (in.)
r = A i /
i = moment of inertia of the longitudinal with deck plating, in cm
4
(in
4
)
A = cross sectional area of the longitudinal with deck plating, in cm
2
(in
2
)
Y = yield point of the material, in tf/cm
2
(Ltf/in
2
)
k = 1.0 for barge without trunk
= 0.87 for barge with trunk
B
o
= width of the transversely framed portion of the deck (if no trunk) or
transversely framed trunk top
B = breadth of barge, in m (ft), as defined in 3-1-1/5
Part 3 Hull Construction and Equipment
Chapter 2 Hull Structures and Arrangements
Section 3 Barges Intended to Carry Dangerous Chemical Cargoes in Bulk 3-2-3
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7.7 Deck/Trunk Top Transverses
The moment of inertia in cm
4
(in
4
) of the deck or trunk top transverses, where applicable, with associated
deck plating, is to be not less than I
o
as given below.
I
o
= 0.34K(b/)
3
(b/s)i
where
K = 1.0 for transverses without effective end brackets if barge does not have
centerline bulkhead or stanchions
= 0.3 for the transverses without effective end brackets if barge has centerline
bulkhead or stanchions
= 0.19 for the transverses with effective end brackets with or without centerline
bulkhead or stanchions
b = unsupported span of the transverses, in m (ft)
= spacing of the transverses, in m (ft)
s = spacing of the longitudinals, in m (ft)
i = moment of inertia of the longitudinal with deck plating that will satisfy 3-2-3/7.5.3(b)
Where applicable, width of effective deck flange for the transverses is to be taken as b/3 or , whichever is less.
7.9 Transverse Beams
The moment of inertia in cm
4
(in
4
) of the deck or trunk top transverse beam with associated deck plating, is
to be not less than I
o
as given below.
I
0
= 0.0367K(t/s)
3
b
4
where
s = spacing of the transverse beams, in mm (in.)
t = thickness of the deck or trunk top, in mm (in.), that will satisfy 3-2-3/7.5.3(b)
b = unsupported length of the transverse beam, in cm (in.)
K = coefficient, specified in 3-2-3/7.7
Width of effective deck flange for transverse beam is to be taken as s.
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PART S e c t i o n 4 : T o w b o a t s
3
CHAPT ER 2 Hull Structures and Arrangements
SECT I ON 4 Towboats
1 Application
The following Rules and Tables apply to self-propelled river towboat type vessels intended for towing operation
in comparatively smooth water exclusively, such as in rivers, intracoastal waterways, etc.
3 Structural Arrangement
3.1 Framing
Framing may be arranged either longitudinally, transversely or a combination of both. Longitudinal frames
are to be supported by regularly spaced transverse deep frames formed either by channels extending across
the inner faces of the longitudinal frames, or by flanged plates notched over the frames and attached to the
shell or deck and the longitudinals.
3.3 Longitudinal Webs
Trusses or non-tight bulkheads extending fore and aft are to be fitted, one on or near the centerline and one
on each side of the centerline. An arrangement of deep girders at the deck and bottom connected by vertical
members will be considered. They are to be arranged so that in association with auxiliary supporting girders.
The spans of the bottom frames do not exceed 4 m (13 ft). Bulkheads may be offset or stepped in a transverse
direction provided sufficient overlap is effected to maintain their longitudinal continuity.
5 Longitudinal Strength
The required hull girder section modulus, SM, within the midship 0.5L is to be obtained from the following
equation.
SM = 0.764BDL cm
2
-m SM = 0.011BDL in
2
-ft
L, B and D are as defined in Section 3-1-1.
In calculating the actual section modulus, bottom, bilge and side plating, all bilge, gunwale and other
longitudinal angles if continuous or adequately developed at the transverse bulkheads and the continuous
deck plating may be included. Beyond the midship 0.5L, scantlings may be tapered to their normal requirements
at the ends where these are less.
7 Deck Plating
7.1 Strength Decks
The thickness of strength deck plating throughout is not to be less than 0.01 mm per millimeter (0.01 in.
per inch) of the spacing of the beams, s
b
.
7.3 Other Locations
The thickness of plating forming the tops of deep tanks, watertight flats, bulkhead recesses and tunnel tops
which may be used for stores space is to be 1 mm (0.04 in.) thicker than required for bulkhead plating at
the same level.
Part 3 Hull Construction and Equipment
Chapter 2 Hull Structures and Arrangements
Section 4 Towboats 3-2-4
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9 Frames
9.1 Bottom Longitudinals
Each bottom longitudinal, in association with the plating to which it is attached, is to have a section
modulus, SM, not less than obtained from the following equation:
SM = 7.8chs
2
cm
3
SM = 0.0041chs
2
in
3
where
c = 1.08
h = vertical distance from the longitudinal to the deck at side, in m (ft)
= for longitudinals in tanks, the vertical distance from the longitudinal to the top of the
overflow, in m (ft)
s = longitudinal spacing, in m (ft)
= unsupported span of the member in m (ft). Where brackets of the thicknesses given in
3-2-1/Table 1 are fitted, may be measured to a point 25% of the extent of the
bracket beyond the its toe.
9.3 Side and Deck Framing
Each side frame or deck beam, in association with the plating to which it is attached, is to have a section
modulus, SM, not less than obtained from the following equation:
SM = 7.8chs
2
cm
3
SM = 0.0041chs
2
in
3
where
c = coefficient appropriate to the type of construction employed as given in 3-2-4/Figure 1
for side frames
= 0.70 for deck beams in dry spaces
= 1.00 for deck beams in way of tanks
= 1.08 for side longitudinals
h = distance, in m (ft), as given in 3-2-4/Figure 1
= in way of tanks, the vertical distance from the middle of to the top of the overflow,
in m (ft), but not less than 1.2 m (4.0 ft) for deck beams
= 1.2 (4.0) for support of decks. For decks on which stores may be carried, h is not to
be taken less than the height of the storage space.
s = member spacing, in m (ft)
= as defined in 3-2-4/9.1
9.5 Framing in Tunnels
Special consideration is to be given to increasing the framing in way of propeller tunnels or special types
of nozzles. It is recommended that nontight bulkheads and diaphragms be introduced in way of long tunnels
(see also 3-2-4/17.5).
Part 3 Hull Construction and Equipment
Chapter 2 Hull Structures and Arrangements
Section 4 Towboats 3-2-4
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11 Stanchions
11.1 Permissible Load
The permissible load, W
a
, of each stanchion is to be obtained from the following equation and is to be not
less than the calculated load W given in 3-2-4/11.3 below.
W
a
= [k n/r]A tf (Ltf)
where
k = 1.232 (7.83)
n = 0.00452 (0.345)
= unsupported span of the stanchion, in cm (ft)
r = least radius of gyration, in cm (in.)
A = cross sectional area of the stanchion, in cm
2
(in
2
)
11.3 Calculated Load
The calculated load for each stanchion is to be determined by the following equation:
W = nbhs tf (Ltf)
where
n = 1.07 (0.03) where the stanchion supports bottom structure
= 0.715 (0.02) where the stanchion supports deck structure
b = mean breadth of the area supported, in m (ft)
h = distance from the bottom shell at the center of the area supported to the underside of
the deck plating at side, in m (ft), for support of bottom structure
= 1.2 (4.0) for support of decks. Where decks are intended to carry stores, h is not to be
taken less than the height of the storage space.
s = spacing of the stanchions, in m (ft)
13 Web Frames, Girders and Stringers
Each supporting girder, transverse floor and stringer with transverse framing, and each main transverse member
with longitudinal framing, is to have a section modulus, SM, not less than obtained from the following equation:
SM = 7.8chs
2
cm
3
SM = 0.0041chs
2
in
3
where
c = 1.00 for bottom and side supporting members and for deck supporting members in
tanks
= 0.70 for deck supporting members in dry spaces
h = for bottom and side supporting members, the distance from the middle of to the
deck at side, in m (ft)
in way of tanks h is to be the vertical distance to the top of the overflow, in m (ft)
= for deck supporting members, 1.2 m (4.0 ft)
for decks on which stores may be carried, h is not to be less than the height of the
storage space
in way of deep tanks, h is not to be less than the distance to the top of the overflow.
s and are as defined in 3-2-4/9.1.
The thickness of floors or transverses is in general not to be less than 5 mm (
3
/
16
in.) and those under the
engines are to be suitably increased.
Part 3 Hull Construction and Equipment
Chapter 2 Hull Structures and Arrangements
Section 4 Towboats 3-2-4
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15 Bulkheads
15.1 Arrangement
Intact watertight collision bulkheads are to be fitted up to the deck in all vessels at a distance of not less
than 0.05L from the stem. Watertight after peak bulkheads are to be fitted. Machinery spaces below the
deck are to be enclosed by transverse bulkheads which are watertight to the deck.
15.3 Construction of Tank Boundary Bulkheads
15.3.1 Plating
Plating is to be of thickness obtained from the following equation:
t = (s h /254) + 1.78 mm (min. t = 5 mm)
t = (s h /460) + 0.07 in. (min. t = 0.20 in.)
where
s = spacing of stiffeners, in mm (in.)
h = vertical distance measured from the lower edge of the plate to the top of the
overflow
15.3.2 Stiffening
The ends of stiffeners are to be either bracketed or clipped. Each stiffener, in association with the
plating to which it is attached, is to have a section modulus, SM, not less than obtained from the
following equation:
SM = 7.8chs
2
cm
3
SM = 0.0041chs
2
in
3
where
c = 1.00
h = vertical distance from the middle of to the top of the overflow, in m (ft)
s = stiffener spacing, in m (ft)
= as defined in 3-2-4/9.1
15.5 Construction of Other Watertight Bulkheads
15.5.1 Plating
Plating is to be of thickness obtained from the following equation:
t = (s h /290) + 1.0 mm (min. t = 4.5 mm)
t = (s h /525) + 0.04 in. (min. t = 0.18 in.)
where
s = spacing of stiffeners, in mm (in.)
h = vertical distance measured from the lower edge of the plate to the height of
the deck at centerline, in m (ft)
Part 3 Hull Construction and Equipment
Chapter 2 Hull Structures and Arrangements
Section 4 Towboats 3-2-4
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15.5.2 Stiffening
Each stiffener, in association with the plating to which it is attached, is to have a section modulus,
SM, not less than obtained from the following equation:
SM = 7.8chs
2
cm
3
SM = 0.0041chs
2
in
3
where
c = 0.46
h = vertical distance from the middle of to the deck at centerline, in m (ft)
s = stiffener spacing, in m (ft)
= as defined in 3-2-4/9.1
17 Shell Plating
The thickness of the bottom, side and bilge plating is to be as required below. In addition, the thickness of
plating in these locations is to be not less than as required by 3-2-4/15.3.1 for tank bulkheads where the
spacing of the stiffeners is equal to the frame spacing and the value of h is equal to the distance from the
lower edge of the plate to the under surface of the deck plating at side. In way of deep tanks, h is to be
measured to the top of the overflow.
17.1 Bottom Shell
The thickness of the bottom shell plating throughout is not to be less than determined by the following equation:
t = 0.069L + 0.007s 0.5 mm (min. t = 5 mm)
t = 0.000825L + 0.007s 0.02 in. (min. t = 0.20 in.)
where
s = stiffener spacing, in mm (in.)
L = length of the vessel, in m (ft)
17.3 Side Shell
The thickness of the side shell plating is to be not less than determined by the following equation and not
less than 5 mm (0.20 in.).
t = 0.069L + 0.007s 1.0 mm L < 73 m
t = 0.069L + 0.007s 1.5 mm L 73 m
t = 0.000825L + 0.007s 0.04 in. L < 240 ft
t = 0.000825L + 0.007s 0.06 in. L 240 ft
17.5 Bilge and Tunnel Plating
Where radiused bilges are used, the bottom thickness is to extend to the upper turn of the bilge. Where the
radius at the bilge exceeds 305 mm (12 in.), the thickness of the plating should be at least 1.5 mm (0.06 in.)
greater than the required thickness for side plating. The shell plating in tunnels in way of propellers is to be
increased above the requirements of this Subsection.
17.7 Bilge Angles
Where angles are used at the bilges or gunwales they are to have a thickness at least 1.5 mm (0.06 in.)
greater than that of the thinner of the two plates joined.
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Chapter 2 Hull Structures and Arrangements
Section 4 Towboats 3-2-4
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19 Deckhouses
19.1 Scantlings
Deckhouses on towboats are to be of adequate construction, consideration being given to their size and the
loads which may be imposed upon them. The plating of the deckhouses is to be not less than 3.5 mm
(10 gauge), and where the spacing of stiffeners exceeds 610 mm (24 in.), the plating thickness is to be
increased. Stiffeners are not to be less than 63.5 mm (2.5 in.) in depth and this depth is to be increased if
the length of the stiffeners is over 2.44 m (8 ft). The scantlings of decks and platforms above the main deck
are to be determined from 3-2-4/9.3 and 3-2-4/13 using an h not less than 0.61 m (2.0 ft) for the first level
above the main deck and 0.457 m (1.5 ft) for the second level or higher.
19.3 Sill Height
Openings in exposed positions on the weather decks which lead to spaces below are to have sills at least
150 mm (6 in.) in height.
21 Keels, Stems and Stern Frames
21.1 Bar Keels
Where bar keels are used, their thicknesses and depths are to be not less than given by the following equations:
t = 0.52L + 9.5 mm t = 0.0062L + 0.37 in.
h = 1.06L + 94.5 mm h = 0.0127L + 3.72 in.
where
t = thickness, in mm (in.)
h = depth, in mm (in.)
L = length of the vessel as defined in 3-1-1/3.1
21.3 Flat Plate Keels
Flat plate keels are not to be of less thickness than required for bottom plating.
21.5 Bar Stems
Where bar stems are used, their thicknesses and widths are to be not less than given by the following equations:
t = 0.38L + 11.0 mm t = 0.0046L + 0.44 in.
w = 1.09L + 80.0 mm w = 0.0131L + 3.15 in.
where
t = thickness, in mm (in.)
w = width, in mm (in.)
L = length of the vessel as defined in 3-1-1/3.1
21.7 Sternposts
Where bar sternposts are fitted, their thicknesses and widths are to be not less than given by the following
equations:
t = 0.52L + 9.5 mm t = 0.0062L + 0.37 in.
w = 1.09L + 80.0 mm w = 0.0131L + 3.15 in.
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Section 4 Towboats 3-2-4
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where
t = thickness, in mm (in.)
w = width, in mm (in.)
L = length of the vessel as defined in 3-1-1/3.1
21.9 Stern Frames
21.9.1 Inner Posts
Where stern frames are fitted, the thickness and width of the inner post below the shaft boss are to
be not less than given by the following equations:
t = 1.20L + 20.0 mm t = 0.0144L + 0.78 in.
w = 1.06L + 94.5 mm w = 0.0127L + 3.72 in.
where
t = thickness, in mm (in.)
w = width, in mm (in.)
L = length of the vessel as defined in 3-1-1/3.1
21.9.2 Outer Posts
Where fitted, the outer post is to have a thickness not less than that required for inner posts and a
width not less than 80% of that required for inner posts.
21.9.3 Shoe Piece
The shoe piece is to be as short as possible. The depth is to be at least 10% greater than the above
calculated thickness and the breadth at least 20% greater than the above calculated breadth. Gudgeons
are to have a thickness of 25% of the rudder stock diameter if bushed and 27.5% if unbushed. The
depth of gudgeons is to be not less than 75% of the stock diameter.
23 Rudders
23.1 Materials
Rudder parts such as stocks, palms, gudgeons, etc., may be of cast or forged steel or fabricated sections made
from materials complying with the requirements of Chapter 1 of the ABS Rules for Materials and Welding
(Part 2).
23.3 Application
This Section refers to rudders of the balanced or partially balanced type having efficient neck bearings, with
or without lower bearings. Where rudders are of unusual shape or design or are associated with construction
features which make the formulas of this Subsection inapplicable, the design and calculations are to be
submitted for approval. In such cases the design conditions are to be verified during the trials of the vessel.
23.5 Rudder Stocks
23.5.1 Upper Stocks
Upper stocks above the neck bearing are to have diameters not less than given by the following
equation:
S = 100
3
AR mm S = 1.2
3
AR in.
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Chapter 2 Hull Structures and Arrangements
Section 4 Towboats 3-2-4
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where
S = diameter of upper stock, in mm (in.)
R = distance from the centerline of the stock to the center of gravity of the immersed
rudder area forward or abaft the center of the rudder stock, in m (ft)
A = area of the immersed rudder surface forward or abaft the center of the rudder
stock, in m
2
(ft
2
)
The values of R and A to be used are those which give the larger products of R and A.
Where the design speed exceeds 16 km/h (10 mph), the diameter is to be increased in the ratio of
the speed to 16 km/h (10 mph).
23.5.2 Lower Stocks
Lower stocks are to be equivalent to round bars having diameters obtained from the equation:
S
1
= 100
3
AR mm S
1
= 1.2
3
AR in.
where
S
1
= diameter of lower stock, in mm (in.)
R =
+ + ) ( 25 . 0
2 2
b a a for balanced rudders which have efficient neck and
bottom bearings
= ) (
2 2
b a a + + for balanced rudders which have no bottom bearings
A = area of the immersed rudder surface, in m
2
(ft
2
)
a = vertical distance from the neck bearing to the center of gravity of A, in m (ft)
b = horizontal distance from the center of the lower stock to the center of gravity
of A, in m (ft)
Where the design speed exceeds 16 km/h (10 mph), the diameter is to be increased in the ratio of
the speed to 16 km/h (10 mph).
i) Lower stocks of rudders having bottom bearings are to be the full diameter for two-thirds
of the distance from the neck bearing to the bottom bearings, and may be tapered below
this point to 0.75S
1
in the bottom bearing. They are to extend into the bottom bearing a
distance of 0.7S
1
.
ii) Lower stocks of rudders having no bottom bearings are to be of the full diameter from the
top of the neck bearing to the top of the rudder and may be tapered to 0.33S
1
at the
bottom. The length of the neck bearing need not be greater than 1.5S
1
.
iii) Lower stocks within built-up is equivalent to the stacks required by the above formula.
23.9 Rudders
Rudders may be of either single or double plate construction and are to have a sufficient number of arms or
diaphragms to provide ample stiffness.
23.11 Couplings
Couplings in rudder stocks or between stock and rudder are to be equivalent to the required diameter of stock.
Part 3 Hull Construction and Equipment
Chapter 2 Hull Structures and Arrangements
Section 4 Towboats 3-2-4
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FIGURE 1
Towboat Framing
/2
1
/2
h
1
Type A
/2
h
Type B
/2
h
Type C
/2
Type D
h
/2
Type E
h
Side Frame
Type A c = 1.15 (for h)
Type A c = 2.00 (for h
1
)
Type B c = 1.30
Type C c = 1.45
Type D c = 1.00
Type E c = 1.00
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PART S e c t i o n 5 : P a s s e n g e r V e s s e l s
3
CHAPT ER 2 Hull Structures and Arrangements
SECT I ON 5 Passenger Vessels
1 Application
1.1 Service
The following Rules apply to vessels carrying more than 12 passengers exclusively in smooth domestic water,
such as in rivers, intracoastal waterways, etc. The requirements for river passenger vessels engaged in an
international voyage will be subject to special consideration.
1.3 National Regulations
Where the flag Administration has Regulations acceptable to ABS, including those for stability, structural fire
protection, life saving appliances, etc., such Regulations may be considered under 1-1-4/7.3 of the ABS
Rules for Conditions of Classification (Part 1).
3 Classification
The classification A1 Passenger Vessel, River Service is to be assigned to vessels designed and
specifically fitted for the carriage of passengers and built to the requirements of this Section and other relevant
sections of the Rules.
5 Structural Arrangement
5.1 Framing
Framing may be arranged either longitudinally, transversely or a combination of both. Longitudinal frames
are to be supported by regularly spaced transverse deep frames formed either by channels extending across
the inner faces of the longitudinal frames, or by flanged plates notched over the frames and attached to the
shell or deck and the longitudinals. Where longitudinal beams are used on more than one deck, transverses
on all decks are to be fitted at the same vertical plane.
5.3 Longitudinal Webs
Trusses or non-tight bulkheads extending fore and aft are to be fitted, one on or near the centerline and one
on each side of the centerline. An arrangement of deep girders at the deck and bottom connected by vertical
members will be considered. They are to be arranged so that in association with auxiliary supporting girders,
the spans of the bottom frames do not exceed 4 m (13 ft). Bulkheads may be offset or stepped in a transverse
direction provided sufficient overlap is effected to maintain their longitudinal continuity.
7 Longitudinal Strength
7.1 Hull Girder Section Modulus
The hull girder section modulus within the midship 0.5L is to be not less than obtained from the following
equations i) or ii), whichever is greater.
i) SM = M
sw
/f
p
ii) SM = C
1
C
2
L
2
B(C
b
+ 0.7)
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where
SM = minimum required hull girder section modulus, in cm
2
-m (in
2
-ft)
M
sw
= maximum calculated still-water bending moment, in tf-m (Ltf-ft), which is to be
submitted for review.
f
p
= nominal permissible bending stress of 1.34 tf/cm
2
(8.5 Ltf/in
2
), but is not to be taken
greater than 0.8 times the lowest critical buckling stress of the hull girder structure.
C
1
= 7.32 0.033L (7.32 0.01L) for L < 61 m (200 ft)
= 4.36 + 0.016L (4.36 + 0.0048L) for L 61 m (200 ft)
C
2
= 0.01 (1.44 10
-4
)
L, B and C
b
are as defined in Section 3-1-1.
Beyond the midship 0.5L, scantlings may be tapered to their normal requirements at the ends where these
are less.
7.3 Hull Girder Moment of Inertia
The hull girder moment of inertia of the vessel at amidships is to be not less than obtained from the following
equation:
I = L(SM/33.3)
where
I = minimum required hull girder moment of inertia, in cm
2
-m
2
(in
2
-ft
2
)
L and SM are as defined in 3-2-5/7.1.
7.5 Hull Girder Shear Strength
The hull girder nominal shear stress f in the side shell plating, obtained from the following equation, is not
to exceed nominal permissible shear stress, f
s
, as defined below.
f
s
= Fm/(2It)
where
f
s
= nominal permissible shear stress of 1.03 tf/cm
2
(6.5 Ltf/in
2
), but is not to be taken
greater than 0.8 times the lowest critical buckling shear stress of the hull girder
structure.
I = hull girder moment of inertia at the section under consideration, in cm
4
(in
4
)
F = maximum still water shear force calculated at the position being considered, in tf (Ltf)
m = first moment of area of the material between the point under consideration and the vertical
extremity of the effective longitudinal material, in cm
3
(in
3
). m is to be taken about
the neutral axis at the section under consideration
t = side shell thickness, in cm (in.)
9 Deck Plating
9.1 Strength Decks
The thickness of strength deck plating throughout is not to be less than 0.01 mm per millimeter (0.01 in.
per inch) of the spacing of the beams, s
b
.
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9.3 Superstructure Decks
The thickness of superstructure deck plating is to be not less than obtained from the following equations:
t = 0.0063s
b
+ 1.0 mm (min, t = 4.5 mm)
t = 0.0063s
b
+ 0.04 in. (min. t = 0.18 in.)
where s
b
is the stiffener spacing in mm (inches).
9.5 Wheel Loaded Decks
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 required by 3-2-2/7.9.
9.7 Other Locations
The thickness of plating forming the tops of deep tanks, watertight flats, bulkhead recesses and tunnel tops
which may be used for stores space is to be 1 mm (0.04 in.) thicker than required for bulkhead plating at
the same level.
11 Frames
11.1 Bottom Longitudinals
Each bottom longitudinal, in association with the plating to which it is attached, is to have a section
modulus, SM, not less than obtained from the following equation:
SM = 7.8chs
2
cm
3
SM = 0.0041chs
2
in
3
where
c = 1.08
h = vertical distance from the keel to the design draft, in m (ft), but not less than
2
/
3
the
distance from the keel to the main deck.
= for longitudinals in tanks, the vertical distance from the keel to the top of the
overflow, in m (ft)
s = longitudinal spacing, in m (ft)
= unsupported span of the member, in m (ft). Where brackets of the thicknesses given
in 3-2-1/Table 1 are fitted, may be measured to a point 25% of the extent of the
bracket beyond the its toe.
11.3 Side and Deck Framing
Each side frame or deck beam, in association with the plating to which it is attached, is to have a section
modulus, SM, not less than obtained from the following equation:
SM = 7.8chs
2
cm
3
SM = 0.0041chs
2
in
3
where
c = coefficient appropriate to the type of construction employed as given in 3-2-5/Figure 1
for side frames
0.70 for deck longitudinals in dry spaces
0.56 for deck beams in dry spaces
1.00 for deck beams in way of tanks
1.08 for side longitudinals
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h = distance, in m (ft), as given in 3-2-5/Figure 1
for side longitudinals, the vertical distance from the middle of to the deck at side,
in m (ft)
in way of tanks, the vertical distance from the middle of to the top of the overflow,
in m (ft)
0.01L + 0.61 m (0.01L + 2.0 ft) for main decks.
0.67 m (2.2 ft) for superstructure decks. Where deck loading may exceed 360 kgf/m
2
,
(75 lb/ft
2
), h is to be proportionately increased.
0.30 m (0.98 ft) for rain covers
s = member spacing, in m (ft)
= as defined in 3-2-5/11.1
11.5 Framing in Tunnels
Special consideration is to be given to increasing the framing in way of propeller tunnels or special types
of nozzles, It is recommended that nontight bulkheads and diaphragms be introduced in way of long tunnels.
13 Stanchions
13.1 Permissible Load
The permissible load, W
a
, of each stanchion is to be obtained from the following equation and is to be not
less than the calculated load W given in 3-2-5/13.3 below.
W
a
= [k n/r]A tf (Ltf)
where
k = 1.232 (7.83)
n = 0.00452 (0.345)
= unsupported span of the stanchion, in cm (ft)
r = least radius of gyration, in cm (in.)
A = cross sectional area of the stanchion, in cm
2
(in
2
)
Special support is to be arranged at the ends and corners of deckhouses, in machinery spaces, at ends of
partial superstructures and under heavy concentrated weights.
13.3 Calculated Load
13.3.1 Bottom Support
Where the stanchions are intended to support bottom structure, the calculated load for each stanchion
is to be determined by the following equation:
W = nbhs tf (Ltf)
where
n = 1.07 (0.03)
b = mean breadth of the area supported, in m (ft)
h = distance from the keel to the design waterline, in m (ft), or
2
/
3
of the distance
to the main deck, whichever is greater
s = spacing of the stanchions, in m (ft)
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13.3.2 Deck Support
Where the stanchions are intended to support deck structure, the calculated load for each stanchion
is to be determined by the following equation, where the summations indicate the sum of the loads
from all supported stanchions on the deck immediately above. In all cases, subscripts denote the
level of the tier above the deck supported by the stanchion under consideration. Where the stanchion
supports more than three tiers, the same method is to be extended to include the additional supported
tiers.
W = ( ) [ ] { }
+ + +
3 3 3 2 2 2 2 1 1 1 1
s h b c s h b c s h b c bhs n tf (Ltf)
where
n = 0.715 (0.02)
b = mean breadth of the area of the deck supported by the stanchion, in m (ft)
b
1
, b
2
... = for each supported stanchion supporting tiers above, the mean breadth of the
area supported by that stanchion, in m (ft)
h = head defined in 3-2-5/11.3 for the deck supported by the stanchion
h
1
, h
2
... = for each supported stanchion supporting tiers above, one half the head
defined in 3-2-5/11.3 for the location supported by that stanchion
s = mean length of the area of the deck supported by the stanchion, in m (ft)
s
1
, s
2
... = for each supported stanchion supporting tiers above, the mean length of the
area supported by that stanchion, in m (ft)
c = (d a)/d at the deck supported
c
1
, c
2
... = (d a)/d at each tier above the deck supported
c. = horizontal distance between the stanchion above deck and the stanchion
below deck, in m (ft)
d = horizontal distance between the stanchion below deck and next point of
support of the girder or transverse supported, in m (ft)
a = horizontal distance between the stanchion above deck and the stanchion
below deck being considered, in m (ft)
a
P
d
R = P (d a)/d
15 Web Frames, Girders and Stringers
Each supporting girder, transverse floor and stringer with transverse framing, and each main transverse member
with longitudinal framing, is to have a section modulus, SM, not less than obtained from the following equation:
SM = 7.8chs
2
cm
3
SM = 0.0041chs
2
in
3
where
c = 1.00 for bottom and side supporting members and for deck supporting members in
tanks
= 0.70 for deck supporting members in dry spaces
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h = for bottom supporting member, the vertical distance from the keel to the design draft,
in m (ft), but not less than
2
/
3
the distance from the keel to the main deck
for side supporting members, the distance from the middle of to the deck at
side, in m (ft). In way of tanks, h is to be the vertical distance to the top of the
overflow, in m (ft)
in way of tanks, the vertical distance from the middle of to the top of the overflow,
in m (ft)
0.01L + 0.61 m (0.01L + 2.0 ft) for main decks.
height of storage space, in m (ft), on decks where stores are carried
0.67 m (2.2 ft) for superstructure decks. Where deck loading may exceed 360 kgf/m
2
,
(75 lb/ft
2
), h is to be proportionately increased.
0.30 m (0.98 ft) for rain covers
s = sum of the half lengths of the supported members, in m (ft)
= as defined in 3-2-5/11.1.
15.1 Proportions
15.1.1 Bottom and Side Web Frames
Bottom and side web frames are to have depths not less than 0.125 (1.5 in. per ft of span). Web
thickness is not to be less than 1 mm per 100 mm (0.01 in. per in.) of depth plus 3.5 mm (0.14 in.)
but need not exceed 14 mm (0.56 in.).
15.1.2 Deck Girders and Transverses
i) Outside tanks, deck girders and transverses are to have depths not less than 0.0583 (0.7 in.
per ft of span). Thickness is not to be less than 1 mm per 100 mm (0.01 in. per in.) of depth
plus 4.0 mm (0.16 in.).
ii) In tanks, deck transverses and girders are to have depths not less than 0.0833 (1.0 in. per ft
of span). Thickness is not to be less than 1 mm per 100 mm (0.01 in. per in.) of depth plus
4.0 mm (0.16 in.).
17 Bulkheads
17.1 Arrangement
Intact watertight collision bulkheads are to be fitted up to the deck in all vessels at a distance of not less
than 0.05L from the stem. Watertight after peak bulkheads are to be fitted. Machinery spaces below the
deck are to be enclosed by transverse bulkheads which are watertight to the deck. Additional transverse
watertight bulkheads are to be provided in accordance with 3-2-5/17.1.1 or 3-2-5/17.1.2 below.
A watertight shaft tunnel or other watertight space(s) separate from the stern tube compartment is to be
provided around the stern gland of such volume that, if flooded by leakage through the stern gland, the
margin line will not be submerged.
17.1.1 Vessels of 43.5 m (143 ft) in Length or Greater
Each main transverse watertight bulkhead is to be a minimum of 3 m (10 ft) plus 3 percent of the
vessels length from the collision bulkhead, every other main transverse bulkhead and from the aft
peak bulkhead.
17.1.2 Vessels Under 43.5 in (143 ft) in Length
Each main transverse watertight bulkhead is to be a minimum of 10 percent of the vessels length
or 1.8 m (6 ft), whichever is greater, from the collision bulkhead, from every other main transverse
bulkhead and from the aft peak bulkhead.
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17.3 Construction of Tank Boundary Bulkheads
17.3.1 Plating
Plating is to be of thickness obtained from the following equation:
t = (s h /254) + 1.78 mm (min. t = 5 mm)
t = (s h /460) + 0.07 in. (min. t = 0.20 in.)
where
s = spacing of stiffeners, in mm (in.)
h = vertical distance measured from the lower edge of the plate to the top of the
overflow, in m (ft)
17.3.2 Stiffeners
Each stiffener, in association with the plating to which it is attached, is to have a section modulus,
SM, not less than obtained from the following equation. The ends are to be either bracketed or clipped.
SM = 7.8chs
2
cm
3
SM = 0.0041chs
2
in
3
where
c = 1.00
h = for double bottom tanks, height from the middle of to the tank top, plus
2
/
3
of the distance from the tank top to the top of the overflow, in m (ft)
= for other tanks, vertical distance from the middle of to the top of the
overflow, in m (ft)
s = stiffener spacing, in m (ft)
= as defined in 3-2-5/11.1
17.3.3 Girders and Webs
17.3.3(a) Strength Requirements. Each girder and web supporting bulkhead stiffeners is to have
a section modulus not less than required by 3-2-5/17.3.2 for stiffeners, where s is the sum of half
lengths of the stiffeners supported on each side of the girder or web, in m (ft).
17.3.3(b) Proportions. Webs and girders are to have depths not less than 0.145 (1.75 in. per ft
of span ) where no struts or ties are fitted. Where struts are fitted, they are to have depths not less
than 0.0833 (1 in. per ft of span ) plus one-quarter of the depth of the slots for the stiffeners. In
general, the depth is not to be less than 2 times the depth of the slots.
The thickness is not to be less than 1 mm per 100 mm (0.01 in. per in.) of depth plus 3 mm (0.12 in.)
but need not exceed 11.5 mm (0.46 in.).
17.3.3(c) Tripping Brackets. Tripping brackets are to be fitted at intervals of about 3 m (10 ft)
and where the width of the face flange exceeds 200 mm (8 in.) on either side of the girder or web,
these are to be arranged to support the flange.
17.5 Construction of Other Watertight Bulkheads
17.5.1 Plating
Plating is to be of thickness obtained from the following equation:
t = (s h /290) + 1.0 mm (min. t = 4.5 mm)
t = (s h /535) + 0.04 in. (min. t = 0.18 in.)
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where
s = spacing of stiffeners, in mm (in.)
h = vertical distance measured from the lower edge of the plate to the height of
the deck at centerline, in m (ft)
17.5.2 Stiffeners
Each stiffener, in association with the plating to which it is attached, is to have a section modulus,
SM, not less than obtained from the following equation:
SM = 7.8chs
2
cm
3
SM = 0.0041chs
2
in
3
where
c = 0.46
h = vertical distance from the middle of to the main deck at centerline, in m (ft)
s = stiffener spacing, in m (ft)
= as defined in 3-2-5/11.1
Stiffeners on these bulkheads may have unattached sniped ends provided the above value of SM is
increased 25%.
17.5.3 Girders and Webs
17.5.3(a) Strength Requirements. Each girder and web supporting bulkhead stiffeners is to have
a section modulus not less than required by 3-2-5/17.3.2 for stiffeners using c of 0.60 and where s
is the sum of half lengths of the stiffeners supported on each side of the girder or web, in m (ft).
17.5.3(b) Proportions. Webs and girders are to have depths not less than 0.0833 (1 in. per ft of
span ) plus one-quarter of the depth of the slots for the stiffeners.
The thickness is not to be less than 1 mm per 100 mm (0.01 in. per in.) of depth plus 3 mm (0.12 in.)
but need not exceed 11.5 mm (0.46 in.).
17.5.3(c) Tripping Brackets. Tripping brackets are to be fitted at intervals of about 3 m (10 ft)
and where the width of the face flange exceeds 200 mm (8 in.) on either side of the girder or web,
these are to be arranged to support the flange.
19 Shell Plating
The thickness of the bottom, side and bilge plating is to be as required below. In addition, the thickness of
plating in these locations is to be not less than as required by 3-2-5/17.3.1 for tank bulkheads where the
spacing of the stiffeners is equal to the frame spacing and the value of h is equal to the distance from the
lower edge of the plate to the under surface of the deck plating at side.
19.1 Bottom Shell
The thickness of the bottom shell plating throughout is not to be less than determined by the following equation:
t = 0.069L + 0.007s 0.5 mm (min. t = 5 mm)
t = 0.000825L + 0.007s 0.02 in. (min. t = 0.20 in.)
where
s = stiffener spacing, in mm (in.)
L = length of the vessel, in m (ft)
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19.3 Side Shell
The thickness of the side shell plating is to be not less than determined by the following equation and not
less than 5 mm (0.20 in.).
t = 0.069L + 0.007s 1.0 mm L < 73 m
t = 0.069L + 0.007s 1.5 mm L 73 m
t = 0.000825L + 0.007s 0.04 in. L < 240 ft
t = 0.000825L + 0.007s 0.06 in. L 240 ft
19.5 Bilge and Tunnel Plating
Where radiused bilges are used the bottom thickness is to extend to the upper turn of the bilge; where the
radius at the bilge exceeds 305 mm (12 in.), the thickness of the plating should be at least 1.5 mm (0.06 in.)
greater than the required thickness for side plating. The shell plating in tunnels in way of propellers is to be
increased above the requirements of this Subsection.
19.7 Bilge Angles
Where angles are used at the bilges or gunwales they are to have a thickness at least 1.5 mm (0.06 in.)
greater than that of the thinner of the two plates joined.
21 Deckhouses
Side structure of multi-tier superstructure is to be designed to effectively withstand racking forces caused
by wind loadings. If required, racking calculations are to be submitted to substantiate the design.
Tween deck pillars and structural bulkheads are to be provided and arranged to effectively transmit deck
loadings to supports below. Stiffeners on exterior bulkheads are also to be designed to effectively transmit
deck loadings to the main deck. See 3-2-5/13.
21.1 Side and End Bulkheads
21.1.1 Plating
Plating is to be of thickness not less than obtained from the following equation:
t = (3s h ) + 2.5 mm t = (s h /50) + 0.10 in.
where
s = stiffener spacing, in m (ft)
h = 0.0224L 0.56 m (0.0224L 1.82 ft)
L = length of the vessel, in m (ft), as defined in 3-1-1/3, but is not to be taken as
less than 50 m (164 ft)
t is not to be taken as less than t
m
, as defined in the following equation:
t
m
= 4.0 + 0.01L mm t
m
= 0.16 + 0.00012L in.
21.1.2 Stiffeners
Each stiffener, in association with the plating to which it is attached, is to have a section modulus,
SM, not less than obtained from the following equation:
SM = 7.8chs
2
cm
3
SM = 0.0041chs
2
in
3
where
c = 0.45
h = design head defined in 3-2-5/21.1.1, but not less than 1.4 m( 4.6 ft)
s = stiffener spacing, in m (ft)
= tween deck height or the distance between vertical webs, in m (ft)
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21.1.3 Vertical Webs
Each vertical web supporting horizontal stiffeners on exterior side and end bulkheads, in association
with the plating to which it is attached, is to have a section modulus, SM, as obtained from the
equation in 3-2-5/21.1.2, where s is the sum of half lengths of the stiffeners supported on each side
of the web, in m (ft), and is the tween deck height, in m (ft).
Proportions are to comply with the requirements of 3-2-5/15.1.2i).
21.3 Openings in Bulkheads
All openings in exterior bulkheads of superstructures or deckhouses are to be provided with efficient means
of closing. Opening and closing appliances are to be framed and stiffened so that the whole structure is
equivalent to the unpierced bulkhead when closed.
21.5 Doors for Access Openings
Doors for access openings into superstructures or deckhouses are to be weathertight, permanently and strongly
attached to the bulkhead, and so arranged that they can be operated from both sides of the bulkhead.
21.7 Sills of Access Openings
Openings in exposed positions on the weather decks which lead to spaces below are to have sills at least
150 mm (6 in.) in height. Where these openings lead into passenger areas with intact decks, this height may
be reduced or the sills omitted entirely, provided the openings can be made weathertight. Similar consideration
may be given where passenger areas contain below-deck access provided it can be shown that flooding of
the below deck space into which water could enter through the deck access opening would not adversely
affect the stability or trim of the vessel.
23 Keels, Stems and Stern Frames
23.1 Bar Keels
Where bar keels are used, their thicknesses and depths are to be not less than given by the following equations:
t = 0.52L + 9.5 mm t = 0.0062L + 0.37 in.
h = 1.06L + 94.5 mm h = 0.0127L + 3.72 in.
where
t = thickness, in mm (in.)
h = depth, in mm (in.)
L = length of the vessel, as defined in 3-1-1/3.3
23.3 Flat Plate Keels
Flat plate keels are not to be of less thickness than required for bottom plating.
23.5 Bar Stems
Where bar stems are used, their thicknesses and widths are to be not less than given by the following equations:
t = 0.38L + 11.0 mm t = 0.0046L + 0.44 in.
w = 1.09L + 80.0 mm w = 0.0131L + 3.15 in.
where
t = thickness, in mm (in.)
w = width, in mm (in.)
L = length of the vessel, as defined in 3-1-1/3.3
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23.7 Sternposts
Where bar sternposts are fitted, their thicknesses and widths are to be not less than given by the following
equations:
t = 0.52L + 9.5 mm t = 0.0062L + 0.37 in.
w = 1.09L + 80.0 mm w = 0.0131L + 3.15 in.
where
t = thickness, in mm (in.)
w = width, in mm (in.)
L = length of the vessel, as defined in 3-1-1/3.3
23.9 Stern Frames
23.9.1 Inner Posts
Where stern frames are fitted, the thickness and width of the inner post below the shaft boss are to
be not less than given by the following equations:
t = 1.20L + 20.0 mm t = 0.0144L + 0.78 in.
w = 1.06L + 94.5 mm w = 0.0127L + 3.72 in.
where
t = thickness, in mm (in.)
w = width, in mm (in.)
L = length of the vessel, as defined in 3-1-1/3.3
23.9.2 Outer Posts
Where fitted, the outer post is to have a thickness not less than that required for inner posts and a
width not less than 80% of that required for inner posts.
23.9.3 Shoepiece
The shoepiece is to be as short as possible, the depth is to be at least 10% greater than the above
calculated thickness and the breadth at least 20% greater than the above calculated breadth. Gudgeons
are to have a thickness of 25% of the rudder stock diameter if bushed and 27.5% if unbushed. The
depth of gudgeons is to be not less than 75% of the stock diameter.
25 Rudders
25.1 Materials
Rudder parts such as stocks, palms, gudgeons, etc., may be of cast or forged steel or fabricated sections made
from materials complying with the requirements of Chapter 1 of the ABS Rules for Materials and Welding
(Part 2).
25.3 Application
This Section refers to single or twin rudders of the balanced or partially balanced type having efficient neck
bearings, with or without lower bearings. Where rudders are of unusual shape or design or are associated with
construction features which make the formulas of this Subsection inapplicable, the design and calculations
are to be submitted for approval. In such cases the design conditions are to be verified during the trials of
the vessel.
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25.5 Rudder Stocks
25.5.1 Upper Stocks
Upper stocks above the neck bearing are to have diameters not less than given by the following
equation:
S = 12.1
3 2
bAV mm S = 0.2
3 2
bAV in.
where
S = diameter of upper stock, in mm (in.)
b = horizontal distance from the center of the pintles to the centroid of A, in m
(ft). See 3-2-5/Figure 2a, b and c.
A = total projected area of the rudder, in m
2
(ft
2
)
V = design speed, in km/h (mph)
The stock diameter is to be adequate for the maximum astern speed.
25.5.2 Lower Stocks on Vessels with Shoepieces
The stock in and below the neck bearing where a top pintle is not fitted is to have a diameter not
less than obtained from the following equation:
S
1
= 12.1
3 2
RAV mm S
1
= 0.2
3 2
RAV in.
where
S
1
= diameter of lower stock, in mm (in.)
R = 0.25
+ +
2 2
16b a a
A = total projected area of the rudder, in m
2
(ft
2
)
a = vertical distance from the center of the neck bearing to the centroid of A, in
m (ft). See 3-2-5/Figure 2a.
b = horizontal distance from the center of the pintles to the centroid of A, in m
(ft). See 3-2-5/Figure 2a.
V = design speed, in km/h (mph)
The stock is to be of the full diameter for at least two-thirds of the distance from the neck to the
bottom bearing and the diameter may be gradually reduced below this point until it is not less than
0.75S
1
at the bottom of the rudder. Where the diameter of the lower stock in the bottom bearing is
less than the diameter of the lower stock at the bottom of the rudder, a suitable transition is to be
provided. The bearings are to be bushed, and the bush is to be effectively secured against movement.
25.5.3 Lower Stocks on Vessels with Spade Rudders
The stock in way of and below the neck bearing is to have a diameter not less than obtained from
the following equation:
S
1
= 12.1
3 2
RAV mm S
1
= 0.2
3 2
RAV in.
where
S
1
= diameter of lower stock, in mm (in.)
R = a +
2 2
b a +
A = total projected area of the rudder in m
2
(ft
2
)
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a = vertical distance from the center of the neck bearing to the centroid of A, in
m (ft). See 3-2-5/Figure 2b.
b = horizontal distance from the centerline of the rudder stock to the centroid of
A, in m (ft). See 3-2-5/Figure 2b.
V = design speed, in km/h (mph)
The stock is to be of the full diameter to the top of the rudder; the diameter may be gradually
reduced below this point until it is 0.33S
1
at the bottom. Above the neck bearing a gradual transition
is to be provided where there is a change in the diameter of the rudder stock. The length of the
neck bearing is to be at least 1.5S
1
. An effective upper bearing is to be provided above the neck
bearing. This upper bearing may be either part of or separate from the rudder carrier. Both the upper
and neck bearings are to be bushed and the bushings are to be effectively secured against movement.
25.5.4 Lower Stocks on Vessels with Horns
The stock in way of and below the neck bearing is to have a diameter not less than obtained from
the following equation:
S
1
= 12.1
3 2
RAV mm S
1
= 0.2
3 2
RAV in.
where
S
1
= diameter of lower stock, in mm (in.), but in no case is it to be less than 1.05
times the required upper stock diameter.
R = 0.33n +
2 2
11 . 0 b n +
A = total projected area of the rudder, in m
2
(ft
2
)
n =
A
p
where
A
p
= (
A
/
p
)(
A
p
) where
A
<
p
A
= vertical distance from the center of the neck bearing to the centroid of A, in
m (ft). See 3-2-5/Figure 2c.
p
= vertical distance from the center of the neck bearing to the center of the
pintle bearing, in m (ft). See 3-2-5/Figure 2c.
b = horizontal distance from the centerline of the pintle to the centroid of A, in m
(ft). See 3-2-5/Figure 2c.
V = design speed, in km/h (mph)
The lower stock is to be of the full diameter to the top of the rudder. Below this, the strength of rudder
in way of the axis of the stock is to be not less than that of the lower stock required by 3-2-5/25.5.2
and 3-2-5/25.5.3 above.
The bearing is to be bushed and the bushing effectively secured against movement.
Where the rudder horn supports an upper pintle gudgeon,
A
and
p
, may be measured from the
center of the upper pintle bearing, and the vertical extent of the upper stock for a rudder with an
upper pintle may be as shown in 3-2-5/Figure 2a.
25.7 Rudders
Rudders may be of either single or double plate construction and are to have a sufficient number of arms or
diaphragms to provide ample stiffness.
25.9 Couplings
Couplings in rudder stocks or between stock and rudder are to be equivalent to the required diameter of stock.
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25.11 Rudder Stops
Strong and effective rudder stops are to be fitted. Where adequate positive stops are provided within the
gear, structural stops will not be required.
25.13 Supporting and Anti-Lifting Arrangements
Effective means are to be provided for supporting the weight of the rudder assembly and the horizontal
forces on the rudder stock without excessive bearing pressure. They are also to be arranged to prevent
accidental unshipping or undue movement of the rudder which may cause damage to the steering gear.
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FIGURE 1
Passenger Vessel Framing
/2
1
/2
h
1
Type A
/2
h
Type B
/2
h
Type C
/2
Type D
h
/2
Type E
h
Side Frame
Type A c = 0.80 (for h)
Type A c = 1.38 (for h
1
)
Type B c = 0.90
Type C c = 1.00
Type D c = 1.00
Type E c = 1.00
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FIGURE 2
Rudder Types
b
a
b
a
Lower
stock
Upper
stock
Neck bearing
Centroid
of A
a Rudder on a vessel with shoepiece
b
a
Lower
stock
Neck bearing
b
Neck bearing
Lower
stock
p
A
Upper
stock
Centroid
of A
b Spade rudder c Rudder on vessel with horn
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PART S e c t i o n 6 : We l d D e s i g n
3
CHAPT ER 2 Hull Structures and Arrangements
SECT I ON 6 Weld Design
1 Fillet Welds
1.1 General
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.
In general, the weld throat size, t, is not to be less than 0.7 times the weld leg size, w. Continuous welding
may be substituted for intermittent welding. It may be required that special precautions, such as the use of
preheat or low-hydrogen electrodes or welding processes, be employed where small fillets are used for
attachment to heavy plates. Fillet welds may be made by an approved manual or automatic process.
Where the opening between members exceeds 2.0 mm (
1
/
16
in.) and is not greater than 5 mm (
3
/
16
in.), the
size of the fillets is to be increased by the amount of the opening. Spacing between plates forming tee joints is
not to exceed 5 mm (
3
/
16
in.).
1.3 Tee-Type Boundary Connections
Tank boundary connections are to have double continuous welding in accordance with 3-2-6/Tables 1A and 1B.
Tight boundaries of dry spaces may have intermittent welding on one side in accordance with 3-2-6/Tables
2A and 2B.
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 leg sizes of the welds are to be not 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. Where
only the webs of girders, beams and stiffeners are required to be attached to plating, it is recommended that
the unattached face plate or flanges be cut back.
1.7 Other Tee-Type Connections
Frames, beams, bulkhead stiffeners, floors and intercostals, etc., are to have at least the disposition and sizes
of intermittent or continuous fillet welds as required by 3-2-6/Tables 1A, 1B, 2A and 2B.
The stem of a non-watertight tee connection is to be scalloped in way of the joint of both members forming
the tee.
1.9 Lapped Joints
Lapped joints are generally to have overlaps of not less width than twice the thinner plate thickness plus
25 mm (l. in.). Both edges of an overlap joint are to have fillet welds which, depending on the members to
be connected, may be continuous or intermittent and of the size, w, as required by 3-2-6/1.11 or 3-2-6/1.13.
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1.11 Overlapped End Connections
Overlapped end connections of longitudinal strength members within the midship 0.5L 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. In addition, for stanchions and diagonals,
Note 3 of 3-2-6/Tables 1A, 1B, 2A and 2B is to be complied with. For channel members not attached to
plating, the minimum weld area of the end connections based on the throat dimension of the fillet is not to
be less than 75% of the sectional area of the channel.
1.13 Overlapped Seams
Overlapped seams are to have welds on both edges of the sizes required by 3-2-6/1.7 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 300 mm (12 in.) between centers in both
directions.
3 Alternatives
The foregoing are considered minimum requirements for electric-arc welding in hull construction, but
alternative methods, arrangements and details will be considered for approval. The Steel Vessel Rules will
be an acceptable alternative. 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 1A
Double Continuous Fillet Weld Sizes Millimeters
For weld requirements for thicknesses intermediate to those shown in the Table use the nearest lower thickness shown in the table.
Weld Size for Lesser Thickness of Members Joined, mm
Structural Items 5 6 7 8 9 10 11 12 13 14 15
Beams
Transverse or longitudinal to deck w 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
t 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
Bulkhead Plating
Oiltight, watertight bulkheads
periphery
w 5.0 5.0 5.0 5.0 5.5 6.0 6.5 7.0 7.5 8.0 8.5
t 3.5 3.5 3.5 3.5 4.0 4.5 4.5 5.0 5.5 5.5 6.0
Bulkhead Stiffeners
Deep tank bulkhead w 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
t 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
Watertight bulkhead w 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
t 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
Non-watertight bulkhead w 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
t 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
Center Girder
To inner bottom or rider plate in way of
engine and to shell or bar keel
w 5.0 5.0 5.0 5.0 5.0 5.5 5.5 6.0 6.0 6.5
t 3.5 3.5 3.5 3.5 3.5 4.0 4.0 4.5 4.5 4.5
To inner bottom or rider plate and clear
of engine
w 5.0 5.0 5.0 5.0 5.0 5.0 5.5 5.5 6.0 6.0 6.5
t 3.5 3.5 3.5 3.5 3.5 3.5 4.0 4.0 4.5 4.5 4.5
Frames and Floors
To shell in tanks and peaks w 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.5
t 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 4.0
To shell elsewhere w 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
t 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
Wide Spaced Frames and Floors
To shell, deck, inner bottom and
longitudinal bulkheads
w 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
t 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
Floors Single Bottom
To center keelson w 5.0 5.0 5.0 5.0 5.5 6.0 6.5 7.0 7.5 8.0 8.5
t 3.5 3.5 3.5 3.5 4.0 4.5 4.5 5.0 5.5 5.5 6.0
Floors Double Bottom
Solid floors to center vertical keel plate
in engine room, under boiler bearers
w 5.0 5.5 5.5 6.0 6.5 7.5 8.0 9.0 9.5 10.5 11.0
t 3.5 4.0 4.0 4.5 4.5 5.5 5.5 6.5 6.5 7.5 8.0
Solid floors to center vertical keel plate
elsewhere and open floor brackets to
center vertical keel
w 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
t 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
Solid floors and open floor brackets to
margin plate
w 5.0 5.0 5.0 5.0 5.5 6.0 6.5 7.0 7.5 8.0 8.5
t 3.5 3.5 3.5 3.5 4.0 4.5 4.5 5.0 5.5 5.5 6.0
To inner bottom in engine room w 5.0 5.0 5.0 5.0 5.5 6.0 6.5 7.0 7.5 8.0 8.5
t 3.5 3.5 3.5 3.5 4.0 4.5 4.5 5.0 5.5 5.5 6.0
To inner bottom elsewhere w 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
t 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
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TABLE 1A (continued)
Weld Sizes and Spacing Millimeters
For weld requirements for thicknesses intermediate to those shown in the Table use the nearest lower thickness shown in the table.
Weld Size for Lesser Thickness of Members Joined, mm
Structural Items 5 6 7 8 9 10 11 12 13 14 15
Foundations
To top plates, shell or inner bottom for
main engines and major auxiliaries
w 5.0 5.0 5.5 5.5 6.0 6.5 7.0 7.5 8.0 8.5 9.0
t 3.5 3.5 4.0 4.0 4.5 4.5 5.0 5.5 5.5 6.0 6.5
Girders, Webs and Trusses
To shell and to bulkheads or decks in
tanks
w 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.5 5.5
t 3.5 3.5 3.5 3.5 3.5 3,5 3.5 3.5 4.0 4.0
To bulkheads or decks elsewhere w 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.5
t 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 4.0
Webs to face plates w 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.5
t 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 4.0
Intercostals
To shell and inner bottom in way of
engines
w 5.0 5.0 5.0 5.0 5.0 5.5 5.5 6.0 6.0 6.5
t 3.5 3.5 3.5 3.5 3.5 4.0 4.0 4.5 4.5 4.5
To shell and inner bottom elsewhere, to
floors
w 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
t 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
Part 3 Hull Construction and Equipment
Chapter 2 Hull Structures and Arrangements
Section 6 Weld Design 3-2-6
ABS
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2007 103
TABLE 1B
Double Continuous Fillet Weld Sizes Inches
For weld requirements for thicknesses intermediate to those shown in the Table use the nearest lower thickness shown in the table.
Weld Size for Lesser Thickness of Members Joined, in.
Structural Items 0.20 0.24 0.28 0.32 0.36 0.40 0.44 0.48 0.52 0.56 0.60
Beams
Transverse or longitudinal to deck
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
7
/
32
Bulkhead Plating
Oiltight, watertight bulkheads periphery
3
/
16
3
/
16
3
/
16
3
/
16
7
/
32
1
/
4
1
/
4
9
/
32
5
/
16
5
/
16
11
/
32
Bulkhead Stiffeners
Deep tank bulkhead
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
7
/
32
Watertight bulkhead
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
7
/
32
Non-watertight bulkhead
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
7
/
32
Center Girder
To inner bottom or rider plate in way of
engine and to shell or bar keel
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
7
/
32
7
/
32
1
/
4
1
/
4
1
/
4
To inner bottom or rider plate and clear of
engine
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
7
/
32
7
/
32
1
/
4
1
/
4
1
/
4
Frames and Floors
To shell in tanks and peaks
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
7
/
32
To shell elsewhere
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
7
/
32
Wide Spaced Frames and Floors
To shell, deck, inner bottom and longitudinal
bulkheads
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
7
/
32
Floors Single Bottom
To center keelson
3
/
16
3
/
16
3
/
16
3
/
16
7
/
32
1
/
4
1
/
4
9
/
32
5
/
16
5
/
16
11
/
32
Floors Double Bottom
Solid floors to center vertical keel plate in
engine room, under boiler bearers
3
/
16
7
/
32
7
/
32
1
/
4
1
/
4
5
/
16
5
/
16
3
/
8
3
/
8
7
/
16
7
/
16
Solid floors to center vertical keel plate
elsewhere and open floor brackets to center
vertical keel
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
7
/
32
Solid floors and open floor brackets to
margin plate
3
/
16
3
/
16
3
/
16
3
/
16
7
/
32
1
/
4
1
/
4
9
/
32
5
/
16
5
/
16
11
/
32
To inner bottom in engine room
3
/
16
3
/
16
3
/
16
3
/
16
7
/
32
1
/
4
1
/
4
9
/
32
5
/
16
5
/
16
11
/
32
To inner bottom elsewhere
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
7
/
32
Foundations
To top plates, shell or inner bottom for main
engines and major auxiliaries
3
/
16
3
/
16
7
/
32
7
/
32
1
/
4
1
/
4
9
/
32
5
/
16
5
/
16
11
/
32
3
/
8
Girders, Webs and Trusses
To shell and to bulkheads or decks in tanks
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
7
/
32
7
/
32
To bulkheads or decks elsewhere
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
7
/
32
7
/
32
Webs to face plates
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
7
/
32
Intercostals
To shell and inner bottom in way of engines
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
7
/
32
7
/
32
1
/
4
1
/
4
1
/
4
To shell and inner bottom elsewhere, to
floors
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
3
/
16
7
/
32
Part 3 Hull Construction and Equipment
Chapter 2 Hull Structures and Arrangements
Section 6 Weld Design 3-2-6
104 ABS
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2007
TABLE 2A
Intermittent Fillet Weld Sizes and Spacing Millimeters
For weld requirements for thicknesses intermediate to those shown in the Table use the nearest lower thickness
shown in the table.
Weld sizes other than given in the table may be used provided the spacing of welds is modified to give equivalent
strength.
For double continuous weld sizes equivalent to the intermittent welds see 3-2-6/Table 1A.
Weld size for lesser thickness of members joined, mm
5 6.5 8 9.5 11 12.5 14
Length of fillet weld 40 65 65 65 65 65 65
Nominal leg size of fillet w 4.5 5.0 6.5 6.5 8.0 8/0 9.5
Nominal throat size of fillet t 3.0 3.5 4.5 4.5 5.5 5.5 6.5
Structural Items Spacing of Welds S, mm
Beams
Transverse or longitudinal to deck *300 *300 300 300 300 300 300
Watertight Bulkhead Plating Periphery
One side Continuous weld of leg size of plate thickness
less than 2.0 mm
See 3-2-6/Table
1A for double
continuous weld
Other side 250 250 250 250
See 3-2-6/Table
1A for double
continuous weld
Bulkhead Stiffeners (See Note 5)
Deep tank bulkhead 250 250 250 250 250 250
Watertight bulkhead *300 300 300 300 300 300
Non-watertight bulkhead *300 *350 *350 *350 *350 *350 *350
Center Girder (See Note 6)
To inner bottom or rider plate in way of engine and to
shell or bar keel
150 150 150 150 150 150
To inner bottom or rider plate and clear of engine 150 150 150 150 150 150
Frames and Floors (See Notes 5 & 7)
To shell in tanks and peaks 250 250 250 250 250
To shell elsewhere *300 *300 300 300 300 300 300
Wide Spaced Frames and Floor
To shell, deck, inner bottom and longitudinal 150 150 150 150 150 150
Floors Single Bottom
To center keelson See 3-2-6/Table 1A for double continuous welds
Floors Double Bottom (See Note 7)
Solid floors to center vertical keel plate in engine room,
under boiler bearers
See 3-2-6/Table 1A for double continuous welds
Solid floors to center vertical keel plate elsewhere, and
open-floor brackets to center vertical keel
*250 *250 250 250 250 250
Solid floors and open-floor brackets to margin plate See 3-2-6/Table 1A for double continuous welds
To inner bottom in engine room See 3-2-6/Table 1A for double continuous welds
To inner bottom elsewhere *300 *300 300 300 300 300 300
Part 3 Hull Construction and Equipment
Chapter 2 Hull Structures and Arrangements
Section 6 Weld Design 3-2-6
ABS
RULES FOR BUILDING AND CLASSING STEEL VESSELS FOR SERVICE ON RIVERS & INTRACOASTAL WATERWAYS
.
2007 105
TABLE 2A (continued)
Intermittent Fillet Weld Sizes and Spacing Millimeters
Weld size for lesser thickness of members joined, mm
5 6.5 8 9.5 11 12.5 14
Length of fillet weld 40 65 65 65 65 65 65
Nominal leg size of fillet w 4.5 5.0 6.5 6.5 8.0 8/0 9.5
Nominal throat size of fillet t 3.0 3.5 4.5 4.5 5.5 5.5 6.5
Structural Items Spacing of Welds S, mm
Foundations
To top plates, shell or inner bottom for main engines
and major auxiliaries
See 3-2-6/Table 1A for double continuous welds
Girders, Webs and Trusses
To shell and to bulkheads or decks in tanks 200 225 225 225 225 225
To bulkheads or decks elsewhere 250 250 250 250 250 250
Webs to face plate *250 *250 300 300 300 300 300
Intercostals
To shell and inner bottom in way of engine 150 150 150 150 150 150
To shell and inner bottom elsewhere, to floors *275 *275 275 275 275 275 275
See General Notes at beginning of Table.
* Fillet welds are to be staggered.
Length of fillet to be 75 mm
Notes
1 Where beams, stiffeners, frames, etc., 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.
2 Longitudinal frames are to have 150 mm of double continuous welding at their ends and in way of transverses except
as follows. Deck longitudinals require 150 mm double continuous welding at ends. Side and deck longitudinals in
way of cargo spaces in open hopper barges require a matched pair of welds at their ends.
3 The required welding area of end connections of stanchions and diagonals is not to be less than the following:
Stanchions 75% of the area of the stanchions
Diagonals 50% of the area of the diagonal
In determining the weld area provided, the throat dimension of the fillet is to be used.
4 Brackets generally welded 75 mm on 150 mm centers, both sides. Length of fillet weld based on lesser thickness
of members joined.
5 Unbracketed shell and bulkhead stiffeners are to have double continuous welds for one-tenth of their length at each
end.
6 Where center girders are water- or oil-tight a continuous weld is to be used on one side of the connections.
7 Tank end floors are to be welded to shell, center girder and inner bottom as required for deep tank bulkheads.
Part 3 Hull Construction and Equipment
Chapter 2 Hull Structures and Arrangements
Section 6 Weld Design 3-2-6
106 ABS
RULES FOR BUILDING AND CLASSING STEEL VESSELS FOR SERVICE ON RIVERS & INTRACOASTAL WATERWAYS
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2007
TABLE 2B
Intermittent Fillet Weld Sizes and Spacing Inches
For weld requirements for thicknesses intermediate to those shown in the Table use the nearest lower thickness
shown in the table.
Weld sizes other than given in the table may be used provided the spacing of welds is modified to give equivalent
strength.
For double continuous weld sizes equivalent to the intermittent welds see 3-2-6/Table 1B.
Weld size for lesser thickness of members joined, in.
0.20 0.26 0.32 0.38 0.44 0.50 0.58
Length of fillet weld 1
1
/
2
2
1
/
2
2
1
/
2
2
1
/
2
2
1
/
2
2
1
/
2
2
1
/
2
Nominal leg size of fillet w
3
/
16
3
/
16
1
/
4
1
/
4
5
/
16
5
/
16
3
/
8
Structural Items Spacing of Welds S, in.
Beams
Transverse or longitudinal to deck *12 *12 12 12 12 12 12
Watertight Bulkhead Plating Periphery
One side Continuous weld of leg size of plate thickness
less than
1
/
16
in.
See 3-2-6/Table
1B for double
continuous weld
Other side 10 10 10 10
See 3-2-6/Table
1B for double
continuous weld
Bulkhead Stiffeners (See Note 5)
Deep tank bulkhead 10 10 10 10 10 10
Watertight bulkhead *12 12 12 12 12 12
Non-watertight bulkhead *12 *14 *14 *14 *14 *14 *14
Center Girder (See Note 6)
To inner bottom or rider plate in way of engine and to
shell or bar keel
6 6 6 6 6 6
To inner bottom or rider plate and clear of engine 6 6 6 6 6 6
Frames and Floors (See Notes 5 & 7)
To shell in tanks and peaks 10 10 10 10 10
To shell elsewhere *12 *12 12 12 12 12 12
Wide Spaced Frames and Floor
To shell, deck, inner bottom and longitudinal 6 6 6 6 6 6
Floors Single Bottom
To center keelson See 3-2-6/Table 1B for double continuous welds
Floors Double Bottom (See Note 7)
Solid floors to center vertical keel plate in engine room,
under boiler bearers
See 3-2-6/Table 1B for double continuous welds
Solid floors to center vertical keel plate elsewhere, and
open-floor brackets to center vertical keel
*10 *10 10 10 10 10
Solid floors and open-floor brackets to margin plate See 3-2-6/Table 1B for double continuous welds
To inner bottom in engine room See 3-2-6/Table 1B for double continuous welds
To inner bottom elsewhere *12 *12 12 12 12 12 12
Part 3 Hull Construction and Equipment
Chapter 2 Hull Structures and Arrangements
Section 6 Weld Design 3-2-6
ABS
RULES FOR BUILDING AND CLASSING STEEL VESSELS FOR SERVICE ON RIVERS & INTRACOASTAL WATERWAYS
.
2007 107
TABLE 2B (continued)
Intermittent Fillet Weld Sizes and Spacing Inches
Weld size for lesser thickness of members joined, in.
0.20 0.26 0.32 0.38 0.44 0.50 0.58
Length of fillet weld 1
1
/
2
2
1
/
2
2
1
/
2
2
1
/
2
2
1
/
2
2
1
/
2
2
1
/
2
Nominal leg size of fillet w
3
/
16
3
/
16
1
/
4
1
/
4
5
/
16
5
/
16
3
/
8
Structural Items Spacing of Welds S, in.
Foundations
To top plates, shell or inner bottom for main engines
and major auxiliaries
See 3-2-6/Table 1B for double continuous welds
Girders, Webs and Trusses
To shell and to bulkheads or decks in tanks 8 9 9 9 9 9
To bulkheads or decks elsewhere 10 10 10 10 10 10
Webs to face plate *10 *10 12 12 12 12 12
Intercostals
To shell and inner bottom in way of engine 6 6 6 6 6 6
To shell and inner bottom elsewhere, to floors *11 *11 11 11 11 11 11
See General Notes at beginning of Table.
* Fillet welds are to be staggered.
Length of fillet to be 3 in.
Notes
1 Where beams, stiffeners, frames, etc., 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.
2 Longitudinal frames are to have 6 inches of double continuous welding at their ends and in way of transverses except
as follows. Deck longitudinals require 6 inches double continuous welding at ends. Side and deck longitudinals in
way of cargo spaces in open hopper barges require a matched pair of welds at their ends.
3 The required welding area of end connections of stanchions and diagonals is not to be less than the following:
Stanchions 75% of the area of the stanchions
Diagonals 50% of the area of the diagonal
In determining the weld area provided, the throat dimension of the fillet is to be used.
4 Brackets generally welded 3 inches on 6 inch centers, both sides. Length of fillet weld based on lesser thickness of
members joined.
5 Unbracketed shell and bulkhead stiffeners are to have double continuous welds for one-tenth of their length at each
end.
6 Where center girders are water- or oil-tight a continuous weld is to be used on one side of the connections.
7 Tank end floors are to be welded to shell, center girder and inner bottom as required for deep tank bulkheads.
108 ABS
RULES FOR BUILDING AND CLASSING STEEL VESSELS FOR SERVICE ON RIVERS & INTRACOASTAL WATERWAYS
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2007
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 Passenger Vessels ............................................................................. 109
1 Definitions ....................................................................................... 109
1.1 Margin Line .................................................................................. 109
1.3 Deepest Subdivision Draft ........................................................... 109
3 Intact Stability .................................................................................. 109
3.1 Vessels Over 100 Gross Tons, Greater than 20 m (65 ft) in
Length, or Carrying 50 or More Passengers ................................ 109
3.3 Self-propelled Vessels Under 100 m (328 ft) in Length ............... 110
5 Damage Stability ............................................................................. 110
5.1 Permeability ................................................................................. 110
5.3 Extent of Damage ........................................................................ 111
7 Portlights in Cargo Spaces Located Below the Margin Line ........... 111
9 Automatic Ventilating Portlights ...................................................... 111
11 Shell Connections Located Below the Margin Line ........................ 112
13 Gangway and Cargo Ports Located Below the Margin Line ........... 112
15 Openings and Penetrations in Watertight Bulkheads ..................... 112
17 Doors, Manholes and Access Openings ......................................... 113
19 Shaft Tunnel Door and Doors within Propulsion Machinery
Spaces ............................................................................................ 113
21 Watertight Doors in Watertight Bulkheads ...................................... 113
23 Power-operated Sliding Watertight Doors ...................................... 114
25 Watertight Doors in Cargo Spaces ................................................. 116
27 Portable Plates ................................................................................ 116
29 Miscellaneous ................................................................................. 117
31 Watertight Decks, Trunks, Tunnels, Duct Keels and Ventilators .... 117
33 Inclining Experiment ........................................................................ 117
35 Deadweight Survey ......................................................................... 117
37 Trim and Stability Booklets ............................................................. 117
39 Damage Control Plans .................................................................... 117
ABS
RULES FOR BUILDING AND CLASSING STEEL VESSELS FOR SERVICE ON RIVERS & INTRACOASTAL WATERWAYS
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2007 109
PART S e c t i o n 1 : P a s s e n g e r V e s s e l s
3
CHAPT ER 3 Subdivision and Stability
SECT I ON 1 Passenger Vessels
1 Definitions
1.1 Margin Line
The Margin Line is a line drawn at least 76 mm (3 in.) below the upper surface of the main deck at side.
1.3 Deepest Subdivision Draft
Deepest Subdivision Draft is the waterline which corresponds to the greatest draft permitted by the subdivision
requirements which are applicable.
3 Intact Stability
3.1 Vessels Over 100 Gross Tons, Greater than 20 m (65 ft) in Length, or Carrying 50 or
More Passengers
The metacentric height, GM, of these vessels is to be as indicated by the following equations in each condition
of loading and operation, except that vessels under 20 m (65 ft) in length, of 100 gross tons or less, and carrying
between 50 and 150 passengers need only comply with Equation 1.
GM PAH/[W tan(T)] ................................................................................................................... (1)
GM Nb/[KW tan(T)] .................................................................................................................... (2)
where
P = 0.028 + (L/1309)
2
tf/rn
2
(0.0025 + [L/14200]
2
Ltf/ft
2
)
L = length of the vessel, in m (ft), as defined in 3-1-1/3
A = projected lateral area of the portion of the vessel above the waterline, in m
2
(ft
2
)
H = vertical distance from the center of A to the center of the vessels underwater lateral
area, or approximately to the one-half draft point, in m (ft)
W = force corresponding to the displacement of the vessel, in tf (Ltf)
T = 14 or the angle of heel at which one half of the freeboard to the deck edge is
immersed, whichever is less.
N = number of passengers
b = distance from the centerline of the vessel to the geometric center of the passenger
deck on one side of the centerline, in m (ft)
K = 23.6 passengers/tf (24 passengers/Ltf)
Part 3 Hull Construction and Equipment
Chapter 3 Subdivision and Stability
Section 1 Passenger Vessels 3-3-1
110 ABS
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2007
3.3 Self-propelled Vessels Under 100 m (328 ft) in Length
These vessels are to comply with 3-3-1/3.3.1 or 3-3-1/3.3.2 below. For the purpose of demonstrating
compliance with 3-3-1/3.3.1 or 3-3-1/3.3.2 below, at each angle of heel the vessel's righting arm is to be
calculated after the vessel is permitted to trim freely until the trimming moment is zero.
3.3.1 Vessels with Maximum Righting Arm Occurring at an Angle of Heel > 30
These vessels are to have:
i) An initial metacentric height (GM) of at least 0.15 m (0.49 ft).
ii) A maximum righting arm (GZ) of at least 0.20 m (0.66 ft) at an angle of heel equal to or
greater than 30
iii) An area under each righting arm curve of at least 3.15 m-degrees (10.3 ft-degrees) up to
an angle of heel of 30.
iv) An area under each righting arm curve of at least 5.15 m-degrees (16.9 ft-degrees) up to
an angle of heel of 40, or the downflooding angle, whichever is less, and
v) An area under each righting arm curve between the angles of 30 and 40, or between 30
and the downflooding angle, if this angle is less than 40, of not less than 1.72 m-degrees
(5.6 ft-degrees).
3.3.2 Vessels with Maximum Righting Arm Occurring at an Angle of Heel 30
These vessels are to comply with 3-3-1/3.3.1 or are to have;
i) An initial metacentric height (GM) of at least 0.15 m (0.49 ft).
ii) A maximum righting arm that occurs at an angle of heel not less than 15.
iii) An area under each righting arm curve of at least 5.15 m-degrees (16.9 ft-degrees) up to
an angle of heel of 40, or the downflooding angle, whichever is less, and
iv) An area under each righting arm curve between the angles of 30 and 40, or between 30
and the downflooding angle, if this angle is less than 40, of not less than 1.72 m-degrees
(5.6 ft-degrees).
v) An area under each righting arm curve up to the angle of maximum righting arm of not
less than the area determined by the following equations:
A = 3.15 + 0.057(30 Y) m-degrees A = 10.3 + 0.187(30 Y) ft-degrees
where
A = area, in m-degrees (ft-degrees)
Y = angle of maximum righting, in degrees
5 Damage Stability
All vessels over 100 gross tons, greater than 20 m (65 ft) in length, or carrying more than 150 passengers,
are to comply with a one-compartment standard of flooding (no damage to any main transverse watertight
bulkhead), irrespective of the maximum number of passengers carried. The following assumptions are to
be made in determining compliance with the one compartment standard.
5.1 Permeability
The following uniform average permeabilities are to be assumed:
i) Cargo, stores and baggage spaces: 60%.
ii) Machinery spaces: 85%
iii) Tanks: 0% or 95%, whichever results in the most disabling condition.
iv) All other spaces: 95%.
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5.3 Extent of Damage
5.3.1 Vessels of 43.5 m (143 ft) in Length or Greater
For vessels 43.5 m (143 ft) or more in length, the following extent of damage is to be assumed:
5.3.1(a) Longitudinal penetration. 3 m (10 ft) plus 3% of the vessels length, or 10.7 m (35 ft)
whichever is less.
5.3.1(b) Transverse penetration. B/5 where B is the mean of the maximum beam at the bulkhead
deck and the maximum beam at the deepest subdivision draft, applied inboard from the side of the
vessel, at right angles to the centerline, at the level of the deepest subdivision draft.
5.3.1(c) Vertical penetration. Upward without limit.
5.3.2 Vessels Under 43.5 m (143 ft) in Length
For vessels less than 43.5 m (143 ft) in length, the following extent of damage is to be assumed:
5.3.2(a) Longitudinal penetration. 1.8 m (6 ft) or 10% of the vessels length, whichever is greater.
5.3.2(b) Transverse penetration. B/5 where B is the mean of the maximum beam at the bulkhead
deck and the maximum beam at the deepest subdivision draft, applied inboard from the side of the
vessel, at right angles to the centerline, at the level of the deepest subdivision draft.
5.3.2(c) Vertical penetration. Upward without limit.
7 Portlights in Cargo Spaces Located Below the Margin Line
Portlights located below the margin line are to be fitted with tempered monolithic glass of thickness
obtained from the following equation and are to comply with i), ii) and iii), below.
t = 0.033d t
min
= 8.0 mm (0.31 in.)
where
d = clear glass diameter, in mm (in.)
t = glass thickness, in mm (in.)
i) Portlights are not to be fitted in any spaces which are used exclusively for the carriage of cargo.
ii) Portlights may be fitted in spaces used alternatively for the carriage of cargo or passengers, but
they are to be of such construction as will effectively prevent any unauthorized opening.
iii) If cargo is carried in spaces mentioned in ii), the portlights and their deadlights are to be closed
watertight and locked before the cargo is shipped.
9 Automatic Ventilating Portlights
Automatic ventilating portlights are not to be fitted in the shell plating below the margin line without special
approval.
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11 Shell Connections Located Below the Margin Line
11.1
All inlets and discharges in the shell plating are to be fitted with efficient and accessible arrangements for
preventing the accidental ingress of water into the vessel.
11.3
Except as provided in 3-3-1/11.5, each separate discharge led through the shell plating from spaces below
the margin line is to be provided with either one automatic non-return valve fitted with a positive means of
closing from above the bulkhead deck or with two automatic non-return valves without positive means of
closing, provided that the inboard valve is situated above the deepest draft and is always accessible for
examination under service conditions. Where a valve with positive means of closing is fitted, the operating
position above the bulkhead deck is always to be readily accessible, and means are to be provided for
indicating whether the valve is open or closed.
11.5
Machinery space main and auxiliary sea inlets and discharges used in connection with the operation of
machinery are to be fitted with readily accessible valves between the pipes and the shell plating or between
the pipes and fabricated boxes attached to the shell plating. The valves may be controlled locally and are to
be provided with indicators showing whether they are open or closed.
13 Gangway and Cargo Ports Located Below the Margin Line
13.1
Gangway and cargo ports fitted below the margin line are to be of sufficient strength. They are to be
capable of being effectively closed and secured watertight. The scantlings of the ports are to be equivalent
to the scantlings required by the Rules for the hull structure in that location. Ports should normally open
outboard. Ports which open inboard are to have portable strong-backs or props in addition to the regular
dogs. If accessible during service, they are to be fitted with a device which prevents unauthorized opening.
Shell doublers or insert plates are to be fitted to compensate for the openings and the corners of openings
are to be well rounded. Indicators showing whether the ports are open or secured closed are to be located in
the wheelhouse or main control center.
13.3
Such ports are to be so located as to have their lowest point above the deepest draft waterline.
15 Openings and Penetrations in Watertight Bulkheads
15.1
The number of openings in watertight bulkheads is to be reduced to the minimum compatible with the
design and proper working of the vessel; satisfactory means are to be provided for closing these openings.
15.3
Valves not forming part of a piping system are not permitted in watertight subdivision bulkheads.
15.5
Lead or other heat sensitive materials are not to be used in systems which penetrate watertight subdivision
bulkheads, where deterioration of such material would in the event of a fire, impair the watertight integrity
of the bulkheads.
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15.7
Except as provided in 3-3-1/15.9, the collision bulkhead may be pierced below the margin line by not more
than one pipe for dealing with fluid in the forepeak, provided that the pipe is fitted with a screwdown valve
capable of being operated from above the bulkhead deck; the valve chest being located on the collision
bulkhead inside the forepeak.
15.9
If the forepeak is divided to hold two kinds of liquids, the collision bulkhead may be pierced below the
margin line by two pipes, each of which is fitted as required by paragraph d, provided there is no practical
alternative to the fitting of such a second pipe and that, having regard to the additional subdivision provided
in the forepeak, the safety of the vessel is maintained.
17 Doors, Manholes and Access Openings
Doors, manholes, or access openings are not permitted:
i) In the collision bulkhead below the margin line;
ii) In watertight transverse bulkheads dividing a cargo space from an adjoining cargo space or from a
permanent or reserve bunker, except as provided in 3-3-1/25.
19 Shaft Tunnel Door and Doors within Propulsion Machinery Spaces
Within spaces containing the main and auxiliary propulsion machinery including boilers serving the needs
of propulsion, not more than one watertight door, apart from the watertight doors to shaft tunnels, is to be
fitted in each main transverse bulkhead. Where two or more shafts are fitted, the tunnels are to be interconnected
by a passage. There is to be only one watertight door between the machinery space and the tunnel spaces
where two shafts are fitted, and only two watertight doors where there are more than two shafts. All these
watertight doors are to be of the sliding type and are to be so located as to have their sills as high as
practicable. The hand gear for operating these doors from above the bulkhead deck is to be situated outside
the spaces containing the machinery. See also 4-4-1/25.9.4.
21 Watertight Doors in Watertight Bulkheads
21.1
Watertight doors, except as provided in 3-3-1/25 are to be power-operated sliding doors complying with
the requirements of 3-3-1/23 capable of being closed simultaneously from the central operating console at
the navigation bridge (or main control station) in not more than 60 seconds with the vessel in the upright
position.
21.3
The means of operation whether by power or by hand of any power-operated sliding watertight door is to
be capable of closing the door with the vessel listed to 15 either way. Consideration is also to be given to
the forces which may act on either side of the door as may be experienced when water is flowing through
the opening applying a static head equivalent to a water height of at least 1 m (3.28 ft) above the sill on the
centerline of the door.
21.5
Watertight door controls, including hydraulic piping and electric cables, are to be kept as close as practicable
to the bulkhead in which the doors are fitted, in order to minimize the likelihood of them being involved in
any damage which the vessel may sustain. The positioning of watertight doors and their controls are to be
such that if the vessel sustains damage within one fifth of the breadth of the vessel, as defined in 3-1-1/5,
such distance being measured at right angles to the centerline at the level of the deepest subdivision load
line, the operation of the watertight doors clear of the damaged portion of the vessel is not impaired.
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21.7
All power-operated sliding watertight doors are to be provided with means of indication which will show
at all remote operating positions whether the doors are open or closed. Remote operating positions are to
be at the navigation bridge (or main control station) as required by 3-3-1/23.1.5 and, at the location where
hand operation above the bulkhead deck is required by 3-3-1/23.1.4.
21.9 (1996)
Sliding doors are to be hydrostatically tested at the manufacturer with a head of water not less than the
height to the deck at center.
23 Power-operated Sliding Watertight Doors
23.1
Each power-operated sliding watertight door is to comply with the following:
23.1.1
Have either a vertical or a horizontal motion;
23.1.2
Subject to 3-3-1/27, normally being limited to a maximum clear opening width of 1.2 m (3.94 ft).
Larger doors may be considered to the extent necessary for the effective operation of the vessel
provided that other safety measures, including the following, are taken into consideration:
i) Special consideration is to be given to the strength of the door and its closing appliances
in order to prevent leakages;
ii) The door is to be located inboard of the transverse extent of damage (B/5);
iii) The door is to be kept closed when the vessel is in service, except the door may be opened
for limited periods when absolutely necessary.
23.1.3
Be fitted with the necessary equipment to open and close the door using electric power, hydraulic
power, or any other acceptable form of power.
23.1.4
Be provided with an individual hand-operated mechanism. It is to be possible to open and close
the door by hand from either side of the door, and in addition, close the door from an accessible
position above the bulkhead deck with an all round crank motion or some other movement providing
the same acceptable degree of safety. Direction of rotation or other movement is to be clearly indicated
at all operating positions. The time necessary for the complete closure of the door, when operating
by hand gear, is not to exceed 90 seconds with the vessel in the upright position;
23.1.5
Be provided with controls for opening and closing the door by power from both sides of the door
and also for closing the door by power from the central operating console at the navigation bridge
(or main control station);
23.1.6
Be provided with an audible alarm, distinct from any other alarm in the area, which will sound
whenever the door is closed remotely by power and which is to sound for at least five seconds but
no more than ten seconds before the door begins to move and is to continue sounding until the
door is completely closed. In the case of remote hand operation it is sufficient for the audible
alarm to sound only when the door is moving. Additionally, in passenger areas and areas of high
ambient noise, the audible alarm is to be supplemented by a warning sign posted on each side of
the door, an intermittent visual signal at the door; and
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23.1.7
Have an approximately uniform rate of closure under power. The closure time, from the time the
door begins to move to the time it reaches the completely closed position, is to be not less than 20
seconds or more than 40 seconds with the vessel in the upright position.
23.3
The electrical power required for power-operated sliding watertight doors is to be supplied from the emergency
switchboard either directly or by a dedicated distribution board situated above the bulkhead deck. The
associated control, indication and alarm circuits are to be supplied from the emergency switchboard either
directly or by a dedicated distribution board situated above the bulkhead deck.
23.5
Power-operated sliding watertight doors are to have one of the following systems,
23.5.1
A centralized hydraulic system with two independent power sources each consisting of a motor
and pump capable of simultaneously closing all doors. In addition, there are to be for the whole
installation hydraulic accumulators of sufficient capacity to operate all the doors at least three
times (i.e., closed-open-closed) against an adverse list of 15. This operating cycle is to be capable
of being carried out when the accumulator is at the pump cut-in pressure. The fluid used is to be
chosen considering the temperatures liable to be encountered by the installation during its service.
The power operating system is to be designed to minimize the possibility of having a single failure
in the hydraulic piping adversely affect the operation of more than one door. The hydraulic system
is to be provided with a low-level alarm for hydraulic fluid reservoirs serving the power-operated
system and a low gas pressure alarm or other effective means of monitoring loss of stored energy
in hydraulic accumulators. These alarms are to be audible and visual and are to be situated on the
central operating console at the navigation bridge (or main control station).
23.5.2
An independent hydraulic system for each door with each power source consisting of a motor and
pump capable of opening and closing the door. In addition, there is to be a hydraulic accumulator
of sufficient capacity to operate the door at least three times (i.e., closed-open-closed) against an
adverse list of 15. This operating cycle is to be capable of being carried out when the accumulator
is at the pump cut-in pressure. The fluid used is to be chosen considering the temperatures liable to
be encountered by the installation during its service. A low gas pressure group alarm or other
effective means of monitoring loss of stored energy in hydraulic accumulators is to be provided at
the central operating console on the navigation bridge (or main control station). Loss of stored energy
indication at each local operating position is to be provided.
For the systems specified in 3-3-1/23.5.1 and 3-3-1/23.5.2 above, the power systems for power-operated
watertight sliding doors are to be separate from any other power system. A single failure in the electric or
hydraulic power-operated system excluding the hydraulic actuator is not to prevent the hand operation of
any door.
23.7
Control handles are to be provided at each side of the bulkhead at a minimum height of 1.6 m (5.25 ft)
above the deck and are to be so arranged as to enable persons passing through the doorway to hold both
handles in the open position without being able to set the power closing mechanism in operation accidentally.
The direction of movement of the handles in opening and closing the door is to be in the direction of door
movement and is to be clearly indicated.
23.9
As far as practicable, electrical equipment and components for watertight doors are to be situated above the
bulkhead deck and outside hazardous areas and spaces.
23.11
The enclosures of electrical components necessarily situated below the bulkhead deck are to provide suitable
protection against the ingress of water.
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23.13
Electric power, control, indication and alarm circuits are to be protected against fault in such a way that a
failure in one door circuit will not cause a failure in any other door circuits. Short circuits or other faults in
alarm or indicator circuits of a door are not to result in a loss of power operation of that door. Arrangements
are to be such that leakage of water into the electrical equipment located below the main deck will not
cause the door to open.
23.15
A single electrical failure in the power operating or control system of a power-operated sliding watertight
door is not to result in opening of a closed door. Availability of the power supplies is to be continuously
monitored at a point in the electrical circuit as near as practicable to each of the motors required by 3-3-1/23.5
above. Loss of any such power supply is to activate an audible and visual alarm at the central operating
console at the navigation bridge or main control station).
23.17 Central Operating Console
23.17.1
The central operating console at the navigation bridge (or main control station) is to have a master
mode switch with two modes of control: a local control mode which will allow any door to be
locally opened and locally closed after use without automatic closure, and a doors closed mode
which will automatically close any door that is open. The doors closed mode will permit doors
to be opened locally and will automatically reclose the doors upon release of the local control
mechanism. The master mode switch is to be normally in the local control mode.
23.17.2
The central operating console at the navigation bridge (or main control station) is to be provided
with a diagram showing the location of each door, with visual indicators to show whether each
door is open or closed. A red light is to indicate a door is fully open and a green light is to indicate
a door is fully closed. When the door is closed remotely the red light is to indicate the intermediate
position by flashing. The indicating circuit is to be independent of the control circuit for each door.
23.17.3
The arrangements are to be such as to prohibit the opening of any door from the central operating
console.
25 Watertight Doors in Cargo Spaces
Watertight doors of substantial construction may be fitted in watertight bulkheads dividing cargo between
deck spaces. Such doors may be hinged, rolling or sliding doors and are not to be remotely controlled.
They are to be fitted at the highest level and as far from the shell plating as practicable, but in no case is the
outboard vertical edge to be situated at a distance from the shell plating which is less than one fifth of the
breadth of the vessel, such distance being measured at right angles to the centerline of the vessel at the
level of the deepest draft.
All watertight doors in the cargo spaces are to be kept closed during navigation and should any of the doors
be accessible during the voyage, they are to be fitted with a device which prevents unauthorized opening.
When it is proposed to fit such doors, the number and arrangements are to be specially considered.
27 Portable Plates
Portable plates on bulkheads are not permitted except in machinery spaces. The necessary precautions are
to be taken in replacing them to ensure that the joints are watertight.
ABS will consider not more than one power-operated sliding watertight door in each main transverse
bulkhead larger than 1.2 m (3.94 ft) in clear opening width being substituted for these portable plates, provided
these doors are closed during navigation except, in case of urgent necessity, the doors may be opened at the
discretion of the master. These doors need not meet the requirements of 3-3-1/23.1.4 regarding complete
closure by hand-operated gear in 90 seconds provided the doors can be closed in a reasonable time.
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Section 1 Passenger Vessels 3-3-1
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29 Miscellaneous
29.1
Where trunkways or tunnels for piping, or for any other purpose are carried through main transverse watertight
bulkheads, they are to be watertight and in accordance with the requirements of 3-2-5/17. The access to at
least one end of each such tunnel or trunk-way, if used as a passage during service, is to be through a trunk
extending watertight to a height sufficient to permit access above the margin line. The access to the other
end of the trunk-way or tunnel may be through a watertight door of the type required by its location in the
vessel. Such trunk-ways or tunnels are not to extend through the first subdivision bulkhead abaft the collision
bulkhead.
29.3
Where it is proposed to fit tunnels piercing main transverse watertight bulkheads, these will be subject to
special consideration.
29.5
Where trunkways in connection with refrigerated cargo and ventilation or forced draft trunks are carried
through more than one watertight bulkhead, the means of closure at such openings are to be operated by
power and be capable of being closed from a central position situated above the bulkhead deck.
31 Watertight Decks, Trunks, Tunnels, Duct Keels and Ventilators
Watertight decks, trunks, tunnels, duct keels and ventilators are to be of the same strength as watertight
bulkheads at corresponding levels. The means used for making them watertight, and the arrangements adopted
for closing openings in them are to be submitted for approval. Watertight ventilators and trunks are to be
carried at least up to the main deck.
33 Inclining Experiment
A stability test (lightweight survey and inclining experiment) to determine the lightship displacement and
center of gravity of the vessel is to be carried out in the presence of a Surveyor.
35 Deadweight Survey
In lieu of an inclining experiment, a deadweight survey may be performed to determine the lightweight
displacement and longitudinal center of gravity, provided it can be shown that locating the precise position
of the vessels vertical center of gravity is not necessary to ensure that the vessel has adequate stability in
all probable loading conditions.
37 Trim and Stability Booklets
Trim and stability booklets generally will not be required for river service passenger vessels of normal
configuration with barge-type hulls. Vessels of unusual configuration or with ship-type hulls will be subject
to special consideration.
39 Damage Control Plans
For the guidance of the officers in charge, plans showing clearly for each deck and hold the boundaries of
the watertight compartments, the openings therein with the means of closure and position of any controls
thereof, and the arrangements for the correction of any heel due to flooding are to be permanently exhibited
onboard the vessel. In addition, booklets containing the aforementioned information are to be made available
to the officers of the vessel.
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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 Passenger Vessels ............................................................................. 119
1 Application ....................................................................................... 119
3 Definitions ....................................................................................... 119
3.1 Accommodation Space ................................................................ 119
3.3 Public Space ................................................................................ 119
3.5 High Risk Service Space ............................................................. 119
3.7 Special Category Space .............................................................. 119
3.9 Corridors ...................................................................................... 119
3.11 Control Stations ........................................................................... 119
3.13 Machinery Spaces of Category A ................................................ 119
3.15 Machinery Spaces ....................................................................... 120
3.17 Non Combustible Material ........................................................... 120
3.19 Standard Fire Test ....................................................................... 120
3.21 A Class Division ........................................................................ 120
3.23 B Class Division ........................................................................ 121
3.25 Continuous B Class Ceilings or Linings ..................................... 121
3.27 Steel Equivalent Material ............................................................. 121
3.29 Low Flame Spread Surface ......................................................... 121
5 Main Vertical Zones ........................................................................ 121
7 Protection of Accommodation Spaces, Service Spaces and
Control Stations .............................................................................. 121
9 Stairways & Elevators ..................................................................... 122
11 Non-Combustible Materials ............................................................. 122
13 Exposed Surfaces, Deck Coverings, and Paints, Varnishes and
Other Finishes ................................................................................. 123
15 Details of Construction .................................................................... 123
17 Ventilation ....................................................................................... 123
19 Miscellaneous Items ....................................................................... 124
21 Means of Escape ............................................................................ 124
23 Fire Control Plans ........................................................................... 125
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PART S e c t i o n 1 : P a s s e n g e r V e s s e l s
3
CHAPT ER 4 Fire Safety Measures
SECT I ON 1 Passenger Vessels
1 Application
These requirements apply to steel vessels. The use of other materials may be accepted, provided that they
provide an equivalent standard of safety.
3 Definitions
3.1 Accommodation Space
Accommodation Spaces are those used for public spaces, corridors, lavatories, cabins, offices, hospitals,
cinemas, games and hobby rooms, barber shops, pantries containing no cooking appliances and similar spaces.
3.3 Public Space
Public Spaces are those portions of the accommodation which are used for halls, dining rooms, lounges
and similar permanently enclosed spaces.
3.5 High Risk Service Space
High Risk Service Spaces are those used for galleys, pantries containing cooking appliances, paint and lamp
rooms, lockers and storerooms having areas of 4 m
2
(43 ft
2
) or more, and workshops other than those forming
part of the Machinery Spaces.
3.7 Special Category Space
Special Category Spaces are those enclosed spaces above or below the bulkhead deck intended for the carriage
of motor vehicles with fuel in their tanks for their own propulsion, into and from which such vehicles can
be driven and to which passengers have access.
3.9 Corridors
Corridors are passenger and crew corridors and lobbies.
3.11 Control Stations
Control Stations are spaces containing emergency sources of power and lighting, wheelhouse and chartroom
space containing the ship
'
s radio equipment, fire-extinguishing rooms, fire-control rooms, fire-recording
stations and control rooms for propulsion machinery when located outside the machinery space.
3.13 Machinery Spaces of Category A
Machinery Spaces of Category A are those spaces and trunks to such spaces which contain:
i) Internal combustion machinery used for main propulsion; or
ii) Internal combustion machinery used for purposes other than main propulsion where such machinery
has in the aggregate a total power output of not less than 375 KW; or
iii) Any oil fire boiler or oil fuel unit.
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Section 1 Passenger Vessels 3-4-1
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3.15 Machinery Spaces
Machinery Spaces are all machinery spaces of category A and all other spaces containing propulsion machinery,
boilers, oil fuel units, steam and internal combustion engines, generators and major electrical machinery,
oil filling stations, refrigerating, stabilizing, ventilation and air-conditioning machinery, and similar spaces
and trunks to such spaces.
3.17 Non Combustible Material
A Non-combustible Material is one which neither burns nor gives off flammable vapors in sufficient
quantity for self ignition when heated to approximately 750C (1382F), this being determined by an
established recognized test procedure which is to be submitted for review.
3.19 Standard Fire Test
A Standard Fire Test is one in which specimens of the relevant bulkheads or decks are exposed in a test
furnace to temperatures corresponding approximately to the standard time temperature curve. The specimen
is to have an exposed surface of not less than 4.65 m
2
(50 ft
2
) and height (or length of deck) of 2.44 m (8 ft),
resembling as closely as possible the intended construction and including where appropriate at least one joint.
The standard time-temperature curve is defined by a smooth curve drawn through the following temperature
points measured above the initial furnace temperature:
At the end of the first:
5 minutes: 556C (1033F)
10 minutes: 659C (1218F)
15 minutes: 718C (1324F)
30 minutes: 821C (1510F)
60 minutes: 925C (1697F)
3.21 A Class Division
A Class Divisions are divisions formed by bulkheads and decks which comply with the following:
i) They are constructed of steel or other equivalent material
ii) They are suitably stiffened
iii) They are so constructed as to be capable of preventing the passage of smoke and flame until the
end of the one hour standard fire test
iv) They are insulated with approved non-combustible materials such that the average temperature of
the unexposed side will not rise more than 139C (282F) above the original temperature, nor will
the temperature, at any one point, including any joint, rise more than 180C (356F) above the
original temperature within the time listed below:
Class A-60 60 minutes
Class A-0 0 minutes
v) A test of a prototype bulkhead or deck to a recognized standard to ensure that it meets the above
requirements for integrity and temperature rise may be required.
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3.23 B Class Division
B Class Divisions are divisions formed by bulkheads, decks, ceilings, or linings which comply with the
following:
i) They are to be so constructed as to be capable of preventing the passage of flame to the end of the
first half hour of the standard fire test.
ii) They are to have an insulation value such that the average temperature of the unexposed side will
not rise more that 139C (282F) above the original temperature, nor will the temperature at any
one point, including any joint, rise more than 225C (437F) above the original temperature within
the time listed below.
Class B-0 0 minutes
iii) They are to be constructed of approved non-combustible materials and all materials entering into
the construction and erection of B Class divisions are to be non-combustible, with the exception
that combustible veneers may be permitted provided they meet other requirements in this section
iv) A test of a prototype division to a recognized standard to ensure that it meets the above requirements
for integrity and temperature rise may be required.
3.25 Continuous B Class Ceilings or Linings
Continuous B Class Ceilings or Linings are those B