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RINA S.p.A. (Registro Italiano Navale) - Olbia Office - Italy (ID: 24915)
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(Part A) 12 Ch 4, Sec 3, Table 2 Modify Table 2 as follows: Table 2 . Requirements for close-up survey at class renewal survey of oil tankers and combination carriers (1/7/2004) Age of ship (in years at time of class renewal survey) age 5 5 < age 10 10 15 One web frame ring, in a wing ballast tank, if any, or a wing cargo tank used primarily for water ballast (1) (see Note 1) All web frame rings, in a wing ballast tank, if any, or a wing cargo tank used primarily for water ballast (1) (see Note 1) All web frame rings in all ballast tanks (1) (see Note 1) All web frame rings in a cargo wing tank (1) (see Note 1) One web frame ring A maximum minimum of 30% (see Note 3) of all web frame rings in each remaining cargo wing tank (1) (see Note 1) One deck transverse, in a cargo tank (2) (see Note 1) One deck transverse (2) (see Note 1): . in each remaining ballast tank . in a cargo wing tank . in two cargo centre tanks Both transverse bulkheads, in a wing ballast tank, if any, or a cargo wing tank used primarily for water ballast (3) (see Note 1) All transverse bulkheads, in all cargo and ballast tanks (3) (see Note 1) One transverse bulkhead in a ballast tank (4) (see Note 1) One transverse bulkhead in a cargo wing tank (4) (see Note 1) One transverse bulkhead in a cargo centre tank (4) (see Note 1) One transverse bulkhead in each remaining ballast tank (4) (see Note 1) One transverse bulkhead in a cargo wing tank (4) (see Note 1) One transverse bulkhead in two cargo centre tanks (4) (see Note 1) One deck and bottom transverse, A minimum of 30% (see Note 3) of deck and bottom transverses including adjacent structural members, in each cargo centre tank (5) (see Note 1) Additional web frame ring(s) (5) (see Note 1), as considered necessary by the Surveyor As class renewal survey for ships between 10 and 15 years of age Additional transverse areas as deemed necessary by the Society Note 1: (1), (2), (3), (4) and (5) are areas to be subjected to close-up surveys and thickness measurements (see Fig 1). (1) Complete transverse web frame ring including adjacent structural member (2) Deck transverse including adjacent deck structural members (3) Transverse bulkhead complete, including girder system and adjacent structural members (4) Transverse bulkhead lower part, including girder system and adjacent structural members (5) Deck and bottom transverse, including adjacent structural members Note 2: Ballast tanks include peak tanks. Note 3: The 30% is to be rounded up to the next whole integer Ch 4, Sec 4, Modify the item as follows 4.1.1 (1/7/2004) In advance of the class renewal survey, not less than twelve months as far as possible, a specific survey program is to be worked out by the Owner in co-operation with the Society. The survey program is to be in a written format. (Part A) 22 a Ch 4, Sec 9, Figures 1 and 2 Add Figures 1 and 2 referred to in Table 2 as follows: Figure 1: Close-up Survey and Thickness Measurement Areas (1/1/2005) Figure 2: Close-up Survey and Thickness Measurement Areas - Ordinary transverse frame in double skin tank (1/1/2005) RINA S.p.A. Via Corsica, 12 - 16128 Genova - Italia Tel. +39 01053851 - Fax: +39 0105351000 www.rina.org Enclosure to Rule Variation FTC/2004/01 dated 10 May 2004 Rules for the Classification of Ships Amendments to Part B Hull and Stability Note: The date of entry into force of each item containing new or amended requirements is shown in brackets after the number of the item concerned. (Part B) i Amendments to PART B LIST OF MODIFIED OR NEW ITEMS CHAPTER 1 Section 2: (editorial); (editorial); CHAPTER 2 Section 2: ; Figure 1 (NEW); Figure 2 (NEW); Figure 3 (NEW) CHAPTER 3 Section 2: Appendix 4: ; ; ; Figure 1; Figure 2; Figure 3; Figure 4; ; ; ; ; ; ; (deleted); (deleted) CHAPTER 4 Section 1: (deleted); Table 3 CHAPTER 9 Section 4: Section 5: ; ; ; ; ; ; ; Section 6: (editorial); ; ; Section 9: ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; CHAPTER 10 Section 1: ; Section 4: ; ; ; ; ; Table 9 (NEW) CHAPTER 12 Section 1: (Part B) 1 Amendments to PART B The following requirements either supersede those indicated in the Rules with the same number or are new (in this case NEW appears in brackets). The additions are underlined and deletions stricken through. CHAPTER 1 GENERAL Ch 1, Sec 2, (editorial) Modify the item as follows: 3.9 Freeboard deck 3.9.1 The freeboard deck is defined in Regulation 3 of the 1966 International Convention on Load Lines, in force. Ch 1, Sec 2, (editorial) Modify the item as follows: 3.10 Superstructure 3.10.1 General A superstructure is a decked structure connected to the freeboard deck, extending from side to side of the ship or with the side plating not being inboard of the shell plating more than 0,04 B. 3.10.2 Enclosed and open superstructure A superstructure may be: enclosed, where: it is enclosed by front, side and aft bulkheads complying with the requirements of Ch 9, Sec 4 all front, side and aft openings are fitted with efficient weathertight means of closing, complying with the requirements in Ch 9, Sec 9 open, where it is not enclosed. Ch 1, Sec 2, Delete all existing and replace with the new text below : 3.16 Positions 1 and 2 3.16.1 Position 1 Position 1 includes: exposed freeboard and raised quarter decks, exposed superstructure decks situated forward of 0,25 LLL from the perpendicular, at the forward side of the stem, to the waterline at 85% of the least moulded depth measured from the top of the keel. 3.16.2 Position 2 (1/1/2005) Position 2 includes exposed superstructure decks situated aft of 0,25 L from the perpendicular, at the forward side of the stem, to the waterline at 85% of the least moulded depth measured from the top of the keel. Position 2 includes: exposed superstructure decks situated aft of 0,25 L from the perpendicular, at the forward side of the stem, to the waterline at 85% of the least moulded depth measured from the top of the keel and located at least one standard height of superstructure above the freeboard deck, exposed superstructure decks situated forward of 0,25 L from the perpendicular, at the forward side of the stem, to the waterline at 85% of the least moulded depth measured from the top of the keel and located at least two standard heights of superstructure above the freeboard deck. (Part B) 2 CHAPTER 2 GENERAL ARRANGEMENT DESIGN Ch 2, Sec 2, Replace the existing item with the following: 5 Minimum bow height 5.1 General 5.1.1 (1/1/2005) In all ships which are subject to the provisions of the International Convention on Load Line in force, the bow height Fb, defined as the vertical distance at the forward perpendicular between the waterline corresponding to the assigned summer freeboard at the designed trim and the top of the exposed deck at side, is to be not less than: Fb = (6075(LLL/100) 1875(LLL/100)2 + 200(LLL/100)3) x (2,08 + 0,609Cb 1,603Cwf 0,0129(L/T1)) where: Fb : calculated minimum bow height, in mm T1 : draught at 85% of the depth for freeboard D1, in m D1 : depth for freeboard, is the moulded depth amidship plus the freeboard deck thickness at side. The depth for freeboard in a ship having a rounded gunwale with a radius greater than 4% of the breadth (B) or having topsides of unusual form is the depth for freeboard of a ship having a midship section with vertical topsides and with the same round of beam and area of topside section equal to that provided by the actual midship section. Cwf : waterplane area coefficient forward of LLL/2: Cwf = B L A LL wf 2 Awf : waterplane area forward of LLL/2 at draught T1, in m2. For ships to which timber freeboards are assigned, the summer freeboard (and not the timber summer freeboard) is to be assumed when applying the formula above. 5.1.2 (1/1/2005) Where the bow height required in paragraph is obtained by sheer, the sheer is to extend for at least 15% of the length of the ship measured from the forward perpendicular. Where it is obtained by fitting a superstructure, such superstructure is to extend from the stem to a point at least 0.07L abaft the forward perpendicular, and is to be enclosed as defined Ch 9, Sec 4. 5.1.3 (1/1/2005) Ships which, to suit exceptional operational requirements, cannot meet the requirements in and are to be considered by the Society on a case by case basis. 5.1.4 (1/1/2005) The sheer of the forecastle deck may be taken into account, even if the length of the forecastle is less than 0.15L, but greater than 0.07L, provided that the forecastle height is not less than one half of standard height of superstructure between 0.07L and the forward perpendicular. 5.1.5 (1/1/2005) Where the forecastle height is less than one half of the standard height of superstructure, the credited bow height may be determined as follows: a) Where the freeboard deck has sheer extending from abaft 0.15L, by a parabolic curve having its origin at 0.15L abaft the forward perpendicular at a height equal to the midship depth of the ship, extended through the point of intersection of forecastle bulkhead and deck, and up to a point at the forward perpendicular not higher than the level of the forecastle deck (as illustrated in Fig 1). However, if the value of the height denoted ht in Fig 1 is smaller than the value of the height denoted hb then ht may be replaced by hb in the available bow height, where: ht = t b b Z x L Z - . . . . . .. . 2 15 , 0 (Part B) 3 Zb : As defined in Fig 1 Zt : As defined in Fig 1 hf : Half standard height of superstructure b) Where the freeboard deck has sheer extending for less than 0.15L or has no sheer, by a line from the forecastle deck at side at 0.07L extended parallel to the base line to the forward perpendicular (as illustrated in Fig 2). Figure 1 : Credited bow height where the freeboard deck has sheer extending from abaft 0.15L (1/1/2005) Figure 2 : Credited bow height where the freeboard deck has sheer extending for less than 0.15L (1/1/2005) 5.1.6 (1/1/2005) All ships assigned a type B freeboard are to have additional reserve buoyancy in the fore end. Within the range of 0.15L abaft of the forward perpendicular, the sum of the projected area between the summer load waterline and the deck at side (A1 and A2 in Fig 3) and the projected area of an enclosed superstructure, if fitted, (A3 in Fig 3) are not to be less than: (0.15Fmin + 4(LLL/3 + 10))LLL/1000, in m2, where: Fmin : coefficient, to be taken equal to: (Part B) 4 Fmin = (F0 f1) + f2 F0 : is the tabular freeboard, in mm, taken from the International Convention Load Line in force, table 28.2, corrected for regulation 27(9) or 27(10), as applicable f1 : is the correction for block coefficient given in the International Convention Load Line in force, regulation 30; and f2 : is the correction for depth, in mm, given in the International Convention Load Line in force, regulation 31. Figure 3 : Areas A1, A2 and A3 (1/1/2005) CHAPTER 3 STABILITY Ch 3, Sec 2, (editorial) (deleted requirements already introduced in Pt C, Ch 1, Sec 10, ) Modify the item as follows: 2.1.2 GZ curve area The area under the righting lever curve (GZ curve) is to be not less than 0,055 m . rad up to . = 30 angle of heel and not less than 0,09 m . rad up to . = 40 or the angle of down flooding . f if this angle is less than 40 . Additionally, the area under the righting lever curve (GZ curve) between the angles of heel of 30 and 40 or between 30 and .f , if this angle is less than 40 , is to be not less than 0,03 m . rad. Note 1: .f is an angle of heel at which openings in the hull, super-structures or deckhouses which cannot be closed weathertight sub-merge. In applying this criterion, small openings through which progressive flooding cannot take place need not be considered as open. This interpretation is not intended to be applied to existing ships. The means of closing air pipes are to be weathertight and of an automatic type if the openings of the air pipes to which the devices are fitted would be submerged at an angle of less than 40 degrees (or any lesser angle which may be needed to suit stability requirements) when the ship is floating at its summer load line draught. Pressure/vacuum valves (P.V. valves) may be accepted on tankers. Wooden plugs and trailing canvas hoses may not be accepted in positions 1 and 2 as defined in Ch 1, Sec 2, . (Part B) 5 Ch 3, Appendix 4 DAMAGE STABILITY CALCULATION FOR SHIPS ASSIGNED WITH A REDUCED FREEBOARD Ch 3, App 4, Modify the item as follows: 3.2.1 (1/1/2005) If in a transverse bulkhead there are steps or recesses of not more than 3,05 metres 3,0 metres in length located within the transverse extent of assumed damage as defined in , such transverse bulkhead may be considered intact and the adjacent compartment may be floodable singly. If, however, within the transverse extent of assumed damage there is a step or recess of more than 3,05 metres 3,0 metres in length in a transverse bulkhead, the two compartments adjacent to this bulkhead are to be considered as flooded. The step formed by the after peak bulkhead and the after peak tank top is not to be regarded as a step for the purpose of this regulation. Ch 3, App 4, Modify the item as follows: 3.2.2 (1/1/2005) Where a main transverse bulkhead is located within the transverse extent of assumed damage and is stepped in way of a double bottom or side tank by more than 3,05 metres 3,0 metres, the double bottom or side tanks adjacent to the stepped portion of the main transverse bulkhead are to be considered as flooded simultaneously. OMISSIS Ch 3, App 4, Modify the item as follows: 3.2.3 (1/1/2005) Where a transverse bulkhead forming the forward or aft limit of a wing tank or double bottom tank is not in line with the main transverse bulkhead of the adjacent inboard compartment, it is considered to form a step or recess in the main transverse bulkhead. Such a step or recess may be assumed not to be damaged provided that, either: the longitudinal extent of the step or recess, measured from the plane of the main transverse bulkhead, is not more than 3,05 metres 3,0 metres, or any longitudinal surface forming the step or recess is located inboard of the assumed damage. (Part B) 6 Ch 3, App 4, Figure 1, 2, 3 and 4 Modify the figures as follows: Figure 1 : Step and recesses - Example 1 (1/1/2005) Figure 2 : Step and recesses - Example 2 (1/1/2005) (Part B) 7 Figure 3 : Step and recesses - Example 3 (1/1/2005) Figure 4 : Step and recesses - Example 4 (1/1/2005) Ch 3, App 4, Modify the item as follows: 3.5.2 (1/1/2005) The final waterline after flooding, taking into account sinkage, heel and trim, is below the lower edge of any opening through which progressive flooding may take place. Such openings are to include air pipes, ventilators and openings which are closed by means of weathertight doors or hatch covers, unless closed by watertight gasketed covers of steel or equivalent material, and may exclude those openings closed by means of manhole covers and flush scuttles, cargo hatch covers, hinged remotely operated sliding watertight doors in an approved position which are secured closed while at sea and so logged, remotely operated sliding watertight doors, and side scuttles of the non-opening type. Ch 3, App 4, Modify the item as follows: 4.1.1 (1/1/2005) Any Type B ships of over 100 metres, having hatchways closed by weathertight covers as specified in , may be assigned freeboards less than those required for Type B, provided that, in relation to the amount of reduction granted, the requirements in to are considered satisfactory by the Society. In addition, the requirements stated in are to be complied with. (Part B) 8 Ch 3, App 4, Modify the item as follows: 4.1.4 (1/1/2005) The hatchway covers in positions 1 and 2 are to comply with the provisions of and have strength complying with Ch 9, Sec 7, special care being given to their sealing and securing arrangements. Ch 3, App 4, Modify the item as follows: 4.2.2 Machinery casings (1/1/2005) Machinery casings on Type A ships are to be protected by an enclosed poop or bridge of at least standard height, or by a deckhouse of equal height and equivalent strength, provided that machinery casings may be exposed if there are no openings giving direct access from the freeboard deck to the machinery space. A door complying with the requirements of Ch 9, Sec 9 may, however, be permitted in the machinery casing, provided that it leads to a space or passageway which is as strongly constructed as the casing and is separated from the stairway to the engine room by a second weathertight door of steel or other equivalent material. Ch 3, App 4, Modify the item as follows: 4.2.3 Gangway and access (1/1/2005) An efficiently constructed fore and aft permanent gangway of sufficient strength is to be fitted on Type A ships at the level of the superstructure deck between the poop and the midship bridge or deckhouse where fitted, or equivalent means of access is to be provided to carry out the purpose of the gangway, such as passages below deck. Elsewhere, and on Type A ships without a midship bridge, arrangements to the satisfaction of the Society are to be provided to safeguard the crew in reaching all parts used in the necessary work of the ship. such as a well lighted and ventilated under-deck passageway (with a clear opening of at least 0,8 m wide and 2 m high), as close as practicable to the freeboard deck. Safe and satisfactory access from the gangway level is to be available between separate crew accommodation spaces and also between crew accommodation spaces and the machinery space. Ch 3, App 4, Modify the item as follows: 4.2.4 Freeing arrangements (1/1/2005) Type A ships with bulwarks Ships with bulwarks are to be provided with open rails fitted for at least half the length of the exposed parts of the weather deck or other effective freeing arrangements. A freeing port area, in lower part of the bulkwark, of 33% the total area of the bulkwarks, in an acceptable equivalent freeing arrangements. The upper edge of the sheer strake is to be kept as low as practicable. Where superstructures are connected by trunks, open rails are to be fitted for the whole length of the exposed parts of the freeboard deck. Ch 3, App 4, and Delete items and as follows: 4.3 Hatchways closed by weathertight covers of steel or other equivalent material fitted with gaskets and clamping devices 4.3.1 At positions 1 and 2 the height above the deck of hatchway coamings fitted with weathertight hatch covers of steel or other equivalent material fitted with gaskets and clamping devices is to be: 600 millimetres if in position 1 450 millimetres if in position 2. The height of these coamings may be reduced, or the coamings omitted entirely, on condition that the Society is satisfied that the safety of the ship is not thereby impaired in any sea conditions. Where coamings are provided they are to be of substantial construction. 4.3.2 Where weathertight covers are of mild steel the strength is to be calculated with assumed loads not less than those specified in Ch 9, Sec 7. (Part B) 9 4.3.3 The strength and stiffness of covers made of materials other than mild steel are to be equivalent to those of mild steel to the satisfaction of the Society. 4.3.4 The means for securing and maintaining weather-tightness are to be to the satisfaction of the Society. The arrangements are to ensure that the tightness can be maintained in any sea conditions, and for this purpose tests for tightness are required at the initial survey, and may be required at periodical surveys and at annual inspections or at more frequent intervals. 4.4 Doors 4.4.1 All access openings in bulkheads at ends of enclosed superstructures are to be fitted with doors of steel or other equivalent material, permanently and strongly attached to the bulkhead, and framed, stiffened and fitted so that the whole structure is of equivalent strength to the unpierced bulkhead and weathertight when closed. The means for securing these doors weathertight are to consist of gaskets and clamping devices or other equivalent means and are to be permanently attached to the bulkhead or to the doors themselves, and the doors are to be so arranged that they can be operated from both sides of the bulkhead. 4.4.2 Except as otherwise provided, the height of the sills of access openings in bulkheads at ends of enclosed super-structures is to be at least 380 millimetres above the deck. CHAPTER 4 STRUCTURE DESIGN PRINCIPLES Ch 4, Sec 1, (deleted) Delete item as follows: 2.4 Grades of steel OMISSIS 2.4.4 Single strakes required to be of class III or of grade E/EH are to have a breadth within 0,4L amidships not less than (800+5L) mm, but not necessarily greater than 1800 mm. OMISSIS Ch 4, Sec 1, Table 3 Add note (8) to the Table as indicated below:: Table 3: Application of Material Classes and Grades (1/7/2004) Material class or grade Structural member category Within 0.4L amidships Outside 0.4L amidships SECONDARY: Longitudinal bulkhead strakes, other than that belonging to the Primary category Deck Plating exposed to weather, other than that belonging to the Primary or Special category Side plating I A/AH (Part B) 10 PRIMARY: Bottom plating, including keel plate Strength deck plating, excluding that belonging to the Special category Continuous longitudinal members above strength deck, excluding hatch coamings Uppermost strake in longitudinal bulkhead Vertical strake (hatch side girder) and uppermost sloped strake in top wing tank II A/AH SPECIAL: Sheer strake at strength deck (1), (8) Stringer plate in strength deck (1), (8) Deck strake at longitudinal bulkhead (2), (8) Strength deck plating at outboard corners of cargo hatch openings in container carriers and other ships with similar hatch openings configuration (3) Strength deck plating at corners of cargo hatch openings in bulk carriers, ore carriers, combination carriers and other ships with similar hatch openings configuration (4) Bilge strake (5), (6), (8) Longitudinal hatch coamings of length greater than 0.15 L. (7) End brackets and deck house transition of longitudinal cargo hatch coamings (7) III II (I outside 0.6L amidships) (1) Not to be less than grade E/EH within 0.4L amidships in ships with length exceeding 250 metres. (2) Excluding deck plating in way of inner-skin bulkhead of double hull ships. (3) Not to be less than class III within the length of the cargo region. (4) Not to be less than class III within 0.6L amidships and class II within the remaining length of the cargo region. (5) May be of class II in ships with a double bottom over the full breadth and with length less than 150 metres. (6) Not to be less than grade D/DH within 0.4L amidships in ships with length exceeding 250 metres. (7) Not to be less than grade D/DH. (8) Single strakes required to be of class III or of grade E/EH and within 0,4L amidships are to have breadths not less than (800+5L) mm, but not necessarily greater than 1800 mm, unless limited by the geometry of the ship design. Note 1:Plating materials for sternframes, rudders, rudder horns and shaft brackets are generally to be of grades not lower than those corresponding to class II. For rudder and rudder body plates subjected to stress concentrations (e.g. in way of lower support of semi-spade rudders or at upper part of spade rudders) class III is to be applied. Note 2:Bedplates of seats for propulsion and auxiliary engines inserted in the inner bottom are to be of class I. In other cases, the steel may generally be of grade A. Different grades may be required by the Society on a case by case basis. Note 3:Plating at corners of large hatch openings on decks located below the strength deck, in the case of hatches of holds for refrigerated cargoes, and insert plates at corners of large openings on side shell plating are generally to be of class III. (Part B) 11 CHAPTER 9 OTHER STRUCTURES Ch 9, Sec 4, Modify item as follows: 1.5 Structural arrangement of superstructures and deckhouses OMISSIS 1.5.4 Access and doors (1/1/2005) Access openings cut in sides of enclosed superstructures are to be fitted with doors made of steel or other equivalent material, and permanently attached. Special consideration is to be given to the connection of doors to the surrounding structure. Securing devices which ensure watertightness are to include tight gaskets, clamping dogs or other similar appliances, and are to be permanently attached to the bulkheads and doors. These doors are to be operable from both sides. Doors are to open outwards, to provide additional security against the impact of the sea, unless otherwise permitted by the Society. OMISSIS Ch 9, Section 5 BOW DOORS AND INNER DOORS Ch 9, Sec 5, Add a sentence at the end of the item as follows: 1 General 1.1 Application (1/1/2005) 1.1.1 The requirements of this Section apply to the arrangement, strength and securing of bow doors and inner doors leading to a complete or long forward enclosed superstructure or to a long non-enclosed superstructure, when this is fitted to attain minimum bow height equivalence. Ch 9, Sec 5, Modify item as follows: 2 Design loads 2.1 Bow doors OMISSIS 2.1.2 Design external forces (1/1/2005) The design external forces FX , FY , FZ to be considered for the scantlings of securing and supporting devices of bow doors are to be not less than those obtained, in kN, from the following formulae: FX = pE AX FY = pE AY FZ = pE AZ where: pE : External pressure, in kN/m2 , to be calculated according to , assuming the angles a and measured at the point on the bow door located /2 aft of the stem line on the plane h/2 above the bottom of the door, as shown in Fig 1 h : Height, in m, to be taken as the lesser of h1 and h2 h1 : Height, in m, of the door between the levels of its bottom and the upper deck h2 : Height, in m, of the door between its bottom and top : Length, in m, of the door at a height h/2 above the bottom of the door (Part B) 12 AX : Area, in m2, to be taken as the lesser of AX1 and AX2 AY : Area, in m2, to be taken as the lesser of AY1 and AY2 AZ : Area, in m2, to be taken as the lesser of AZ1 and AZ2 AX1, AY1, AZ1 : Areas, in m2, of the vertical transverse, vertical longitudinal and horizontal projections, respectively, of the door between the levels of its bottom and the upper deck AX2, AY2, AZ2 : Areas, in m2, of the vertical transverse, vertical longitudinal and horizontal projections, respectively, of the door between the levels of its bottom and top. Ax : Area, in m2, of the transverse vertical projection of the door between the levels of the bottom of the door and the top of the upper deck bulwark, or between the bottom of the door and the top of the door, including the bulwark, where it is part of the door, whichever is lesser. Where the flare angle of the bulwark is at least 15 degrees less than the flare angle of the adjacent shell plating, the height from the bottom of the door may be measured to the upper deck or to the top of the door, whichever is lesser. In determining the height from the bottom of the door to the upper deck or to the top of the door, the bulwark is to be excluded Ay : Area, in m2, of the longitudinal vertical projection of the door between the levels of the bottom of the door and the top of the upper deck bulwark, or between the bottom of the door and the top of the door, including the bulwark, where it is part of the door, whichever is lesser. Where the flare angle of the bulwark is at least 15 degrees less than the flare angle of the adjacent shell plating, the height from the bottom of the door may be measured to the upper deck or to the top of the door, whichever is lesser Az : Area, in m2, of the horizontal projection of the door between the bottom of the door and the top of the upper deck bulwark, or between the bottom of the door and the top of the door, including the bulwark, where it is part of the door, whichever is the lesser. Where the flare angle of the bulwark is at least 15 degrees less than the flare angle of the adjacent shell plating, the height from the bottom of the door may be measured to the upper deck or to the top of the door, whichever is lesser For bow doors, including bulwark, of unusual form or proportions, e.g. ships with a rounded nose and large stem angles, the areas and angles used for determination of the design values of external forces will be considered on a case by case basis. Ch 9, Sec 5, Modify item as follows: 3 Scantlings of bow doors 3.3 Primary supporting members OMISSIS 3.3.3 (1/1/2005) Scantlings of primary supporting members are generally to be verified through direct calculations on the basis of the external pressure pE in and the strength criteria in and . In general, isolated beam models may be used to calculate the loads and stresses in primary supporting members, which are to be considered as having simply supported end connections. Ch 9, Sec 5, Modify item as follows: 5 Securing and supporting of bow doors 5.2 Scantlings OMISSIS 5.2.9 (1/1/2005) All load transmitting elements in the design load path, from the door through securing and supporting devices into the ship s structure, including welded connections, are to be of the same strength standard as required for the securing and supporting devices. These elements include pins, supporting brackets and back-up brackets. (Part B) 13 Ch 9, Sec 5, Modify items , and as follows: 7 Securing and locking arrangement OMISSIS 7.2 Systems for indication/monitoring 7.2.1 Separate indicator lights and audible alarms are to be provided on the navigation bridge and on the operating panel to show that the bow door and inner door are closed and that their securing and locking devices are properly positioned. The indication panel is to be provided with a lamp test function. It is not to be possible to turn off the indicator light. 7.2.2 (1/1/2005) The indicator system is to be designed on the fail safe principle and is to show by visual alarms if the door is not fully closed and not fully locked and by audible alarms if securing devices become open or locking devices become unsecured. The power supply for the indicator system for operating and closing doors is to be independent of the power supply for operating and closing the doors and is to be provided with a back-up power supply from the emergency source of power or other secure power supply e.g. UPS. The sensors of the indicator system are to be protected from water, ice formation and mechanical damage. Note 1: The indicator system is considered designed on the fail - safe principal when the following conditions occur. a) The indication panel is provided with: a power failure alarm an earth failure alarm a lamp test separate indication for door closed, door locked, door not closed and door not locked. b) Limit switches electrically closed when the door is closed (when more limit switches are provided they may be connected in series). c) Limit switches electrically closed when securing arrangements are in place (when more limit switches are provided they may be connected in series). d) Two electrical circuits (also in one multicore cable) are fitted, one for the indication of door closed / not closed and the other for door locked / not locked. e) In case of dislocation of limit switches, indication to show: not closed / not locked / securing arrangement not in place - as appropriate. 7.2.3 (1/1/2005) The indication panel on the navigation bridge is to be equipped with a mode selection function harbour/sea voyage , so arranged that an audible alarm is given on the navigation bridge if the ship leaves harbour with the bow door or inner door not closed and or with any of the securing devices not in the correct position. 7.2.4 A water leakage detection system with an audible alarm and television surveillance is to be arranged to provide an indication to the navigation bridge and to the engine control room of leakage through the inner door. 7.2.5 Between the bow door and the inner door a television surveillance system is to be fitted with a monitor on the navigation bridge and in the engine control room. The system is to monitor the position of doors and a sufficient number of their securing devices. Special consideration is to be given to the lighting and contrasting colour of the objects under surveillance. 7.2.6 The indicator system for the closure of the doors and the television surveillance systems for the doors and water leakage detection, and for special category and ro-ro spaces are to be suitable to operate correctly in the ambient conditions on board and to be type approved on the basis of the applicable tests required in Part E, Chapter 1 and/or Part E, Chapter 12. 7.2.7 (1/1/2005) A drainage system is to be arranged in the area between bow door and ramp, as well as in the area between the ramp and inner door, where fitted. or, where no ramp is fitted, between the bow door and inner door. The system is to be equipped with an audible alarm providing an indication on the navigation bridge, which is to set off when the water levels in these areas exceeds 0,5 m above the car deck level. or the high water level alarm, whichever is the lesser. (Part B) 14 Ch 9, Sec 5, Modify item as follows: 8 Operating and maintenance manual 8.1 General 8.1.1 (1/1/2005) An Operating and Maintenance Manual (OMM) for the bow door and inner door is to be provided on board and contain necessary information on: a) main particulars and design drawings special safety precautions details of vessel, class, statutory certificates equipment and design loading (for ramps) key plan of equipment (doors and ramps) manufacturer s recommended testing for equipment description of equipment (bow doors, inner bow doors, bow ramp/doors, side doors, stern doors, central power pack, bridge panel , engine control room panel) b) service conditions, e.g. service area restrictions, acceptable clearances for supports limiting heel and trim of ship for loading/unloading limiting heel and trim for door operations doors/ramps operating instructions doors/ramps emergency operating instructions c) maintenance and function testing schedule and extent of maintenance trouble shooting and acceptable clearances maufacturer s maintenance procedures d) register of inspections, including inspection of locking, securing and supporting devices, and repairs and renewals. This manual is to be submitted in duplicate to the Society for approval that the above mentioned items are contained in the OMM and that the maintenance part includes the necessary information with regard to inspections, trouble-shooting and acceptance / rejection criteria. Note 1: It is recommended that inspections of the doors and supporting and securing devices be carried out by ship s personnel at monthly intervals or following any incidents which could result in damage, including heavy weather or contact in the region of the shell doors. A record is to be kept and any damage found during such inspections is to be reported to the Society. OMISSIS Ch 9, Sec 6, (editorial) Modify item as follows: 1 General 1.1 Application 1.1.1 The requirements of this Section apply to the arrangement, strength and securing of side doors, abaft the collision bulkhead, and of stern doors leading into enclosed spaces. (Part B) 15 Ch 9, Sec 6, Modify item as follows: 3 Scantlings of side doors and stern doors 3.3 Primary supporting members OMISSIS 3.3.3 (1/1/2005) Scantlings of primary supporting members are generally to be verified through direct calculations on the basis of the design forces in and the strength criteria in and . In general, isolated beam models may be used to calculate the loads and stresses in primary supporting members, which are to be considered as having simply supported end connections. Ch 9, Sec 6, Modify item as follows: 4.2 Scantlings OMISSIS 4.2.4 (1/1/2005) All load transmitting elements in the design load path, from the door through securing and supporting devices into the ship s structure, including welded connections, are to be of the same strength standard as required for the securing and supporting devices. These elements include pins, supporting brackets and back-up brackets. Ch 9, Sec 6, Modify item as follows: 7 Operating and maintenance manual 7.1 General 7.1.1 (1/1/2005) An Operating and Maintenance Manual (OMM) for the bow door and inner door is to be provided on board and contain necessary information on: a) main particulars and design drawings special safety precautions details of vessel, class, statutory certificates equipment and design loading (for ramps) key plan of equipment (doors and ramps) manufacturer s recommended testing for equipment description of equipment (bow doors, inner bow doors, bow ramp/doors, side doors, stern doors, central power pack, bridge panel , engine control room panel) b) service conditions, e.g. service area restrictions, acceptable clearances for supports limiting heel and trim of ship for loading/unloading limiting heel and trim for door operations doors/ramps operating instructions doors/ramps emergency operating instructions c) maintenance and function testing schedule and extent of maintenance trouble shooting and acceptable clearances maufacturer s maintenance procedures d) register of inspections, including inspection of locking, securing and supporting devices, and repairs and renewals. This manual is to be submitted in duplicate to the Society for approval that the above mentioned items are contained in the OMM and that the maintenance part includes the necessary information with regard to inspections, trouble-shooting and acceptance / rejection criteria. Note 1: It is recommended that inspections of the door and supporting and securing devices be carried out by ship s (Part B) 16 personnel at monthly intervals or following any incidents which could result in damage, including heavy weather or contact in the region of the shell doors. A record is to be kept and any damage recorded during such inspections is to be reported to the Society. Ch 9, Section 9 ARRANGEMENT OF HULL AND SUPERSTRUCTURE OPENINGS Ch 9, Sec 9, Modify item as follows: 3.2 Opening arrangement OMISSIS 3.2.10 Gangway, cargo and coaling ports (1/1/2005) Gangway, cargo and coaling ports fitted below the bulkhead deck of passenger ships and the freeboard deck of cargo ships are to be of sufficient strength. They are to be effectively closed and secured watertight before the ship leaves port, and to be kept closed during navigation. Such ports are in no case to be so fitted as to have their lowest point below the deepest subdivision load line. Cargo ports and other similar openings in the sides of ships below the bulkhead deck of passenger ships and the freeboard deck of cargo ships are to be fitted with doors so designed as to ensure the same watertightness and structural integrity as the surrounding shell plating. They are to be effectively closed and secured watertight before the ship leaves port and to be kept closed during navigation. Unless otherwise granted by the Society, these opening are to open outwards. The number of such openings is to be the minimum compatible with the design and proper working of the ship. Unless otherwise permitted by the Society, the lower edge of the openings may not be fitted below a line drawn parallel to the freeboard deck at side, which is at its lowest point at least 230 mm above the upper edge of the uppermost load line. Where it is permitted to arrange cargo ports and other similar openings with their lower edge below the line specified above, additional features are to be fitted to maintain the watertight integrity. The fitting of a second door of equivalent strength and watertightness is one acceptable arrangement. A leakage detection device is to be provided in the compartment between the two doors. Drainage of this compartment to the bilges, controlled by a readily accessible screw down valve, is to be arranged. The outer door is to open outwards. Arrangements for bow doors and their inner doors, side doors and stern doors and their securings are be in compliance with the requirements specified in Ch 9, Sec 5 and in Ch 9, Sec 6, respectively Ch 9, Sec 9, Modify item as follows: 3.4 Deadlight arrangement 3.4.1 General (1/1/2005) Sidescuttles to the following spaces are to be fitted with efficient, hinged inside deadlights: spaces below the freeboard deck spaces within the first tier of enclosed superstructures first tier deckhouses on the freeboard deck protecting openings leading below or considered buoyant in stability calculations. Deadlight are to be capable of being closed and secured watertight if fitted below the freeboard deck and watertight if fitted above. 3.4.2 Watertight deadlights Efficient, hinged inside deadlights so arranged that they can be easily and effectively closed and secured watertight, are to be fitted to all sidescuttles except that abaft one eighth of the ship's length from the forward perpendicular and above a line drawn parallel to the bulkhead deck at side and having its lowest point at a height of 3,7+0,025B m above the deepest subdivision load line. The deadlights may be portable in passenger accommodation other than that for steerage passengers, unless the deadlights are required by the International Convention on Load Lines in force to be permanently attached in their proper positions. Such portable deadlights are to be stowed adjacent to the sidescuttles they serve. (Part B) 17 3.4.3 Openings at the side shell in the second tier (1/1/2005) Sidescuttles and windows at the side shell in the second tier superstructure, protecting direct access to an opening loading below or considered buoyant in the stability calculations, are to be provided with efficient, hinged inside deadlights capable of being effectively closed and secured weathertight. 3.4.4 Openings set inboard in the second tier (1/1/2005) Sidescuttles and windows set inboard from the side shell in the second tier, protecting direct access below to spaces listed in , are to be provided with either efficient, hinged inside deadlights or, where they are accessible, permanently attached external storm covers of approved design and substantial construction capable of being effectively closed and secured weathertight. Cabin bulkheads and doors in the second tier and above separating sidescuttles and windows from a direct access leading below or the second tier considered buoyant in the stability calculations may be accepted in place of fitted deadlights or storm covers fitted to the side scuttles and windows. Note 1: Deadlights in accordance with recognised standards are fitted to the inside of windows and sidescuttles, while storm covers of comparable specifications to deadlights are fitted to the outside of windows, where accessible, and may be hinged or portable. 3.4.5 Deckhouses on superstructures of less than standard height (1/1/2005) Deckhouses situated on a raised quarterdeck or on the deck of a superstructure of less than standard height may be treated as being on in the second tier as far as the provision of deadlights is concerned, provided the height of the raised quarterdeck or superstructure is not less than the standard quarterdeck height. 3.4.6 Openings protected by a deckhouse Where an opening in a superstructure deck or in the top of a deckhouse on the freeboard deck which gives access to a space below the freeboard deck or to a space within an enclosed superstructure is protected by a deckhouse, then it is considered that only those sidescuttles fitted in spaces which give direct access to an open stairway need to be fitted with deadlights. Ch 9, Sec 9, Modify item as follows: 4.2 Arrangement of garbage chutes OMISSIS 4.2.2 Inboard end below the waterline (1/1/2005) Where the inboard end of a garbage chute is below the margin line freeboard deck in a passenger ship, or the equilibrium waterline waterlines corresponding to the deepest draught after damage in of a cargo ship of more than 100 m in length to which demage stability requirements apply then: the inboard end hinged cover/valve is to be watertight the valve is to be a screw-down non-return valve fitted in an easily accessible position above the deepest subdivision load line; and the screw-down non-return valve is to be controlled from a position above the bulkhead deck and provided with open/shut closed indicators. The valve control is to be clearly marked: Keep closed when not in use . Ch 9, Sec 9, , , and Modify items , , and as follows: 5.1 General provisions OMISSIS 5.1.3 Freeing port arrangement (1/1/2005) Where a sheer is provided, two thirds of the freeing port area required is to be provided in the half of the well nearer the lowest point of the sheer curve. One third of the freeing port area required is to be evenly spread along the remaining length of the well. Where the exposed freeboard deck or an exposed superstructure deck has little or no sheer, the freeing port area is to be evenly spread along the length of the well. However, bulwarks may not have substantial openings or accesses near the breaks of superstructures, unless they are effectively detached from the superstructure sides. (Part B) 18 5.1.4 Freeing port positioning The lower edge of freeing ports is to be as near the deck as practicable, at not more than 100 mm above the deck. All the openings in the bulwark are to be protected by rails or bars spaced approximately 230 mm apart. 5.1.5 Freeing port closures (1/1/2005) If shutters or closures are fitted to freeing ports, ample clearance is to be provided to prevent jamming. Hinges are to have pins or bearings of non-corrodible material. If shutters are Shutters may not be fitted with securing appliances, these appliances are to be of approved construction. 5.1.6 Gutter bars (1/1/2005) Gutter bars greater than 300 mm in height fitted around the weather decks of tankers, in way of cargo manifolds and cargo piping, are to be treated as bulwarks. The freeing port area is to be calculated in accordance with the applicable requirements of this Section. Closures attached to the freeing ports for use during loading and discharge operations are to be arranged in such a way that jamming cannot occur while at sea. Ch 9, Sec 9, Modify item as follows: 5.2 Freeing port area in a well not adjacent to a trunk or hatchways 5.2.1 Freeing port area (1/1/2005) Where the sheer in way of the well is standard or greater than the standard, the freeing port area on each side of the ship for each well is to be not less than that obtained, in m2, in Tab 6. In ships with no sheer, the above area is to be increased by 50%. Where the sheer is less than the standard, the percentage of increase is to be obtained by linear interpolation. Wells on raised quarterdecks are to be treated as being on freeboard decks. 5.2.2 Minimum freeing port area for a deckhouse having breadth not less than 0,8 B (1/1/2005) Where a flush deck ship is fitted amidships with a deck-house having breadth not less than 0,8 B and the width of the passageways along the side of the ship less not greater than 1,5 m, the freeing port area is to be calculated for two separate wells, before and abaft the deckhouse. For each of these wells, the freeing port area is to be obtained from Tab 6, where B is to be taken equal to the actual length of the well considered (in this case the limitation B = 0,7 L may not be applied). 5.2.3 Minimum freeing port area for screen bulkhead Where a screen bulkhead is fitted across the full breadth of the ship at the fore end of a midship deckhouse, the weather deck is to be considered as divided into two wells, irrespective of the width of the deckhouse, and the freeing port area is to be obtained in accordance with . Ch 9, Sec 9, Modify item as follows: 5.5 Freeing port area in bulwarks of the freeboard deck for ships of types A, B-100 and B-60 5.5.1 Freeing arrangement for type B-60 B ships (1/1/2005) For Type B-60 ships, the freeing port area in the lower part of the bulwarks of the freeboard deck is to be not less than 25% of the total area of the bulwarks in the well considered. Type B-100 ships with bulwarks are to have open rails fitted for at least half the length of the weather deck or other equivalent freeing arrangements. A freeing port area, in the lower part of the bulwarks, of 33% of the total area of the bulwarks, is an acceptable equivalent freeing arrangement. Where superstructures are connected by trunks, open rails are to be fitted for the whole length of the exposed parts of the freeboard deck. The upper edge of the sheer strake is to be kept as low as possible. 5.5.2 Freeing arrangement for type A and type B-100 ships with trunks (1/1/2005) For type A and type B-100 ships, open rails are to be fitted on the weather parts of the freeboard deck in way of the trunk for at least half the length of these exposed parts. Alternatively, if a continuous bulwark is fitted, the freeing port area in the lower part of the bulwarks of the freeboard deck is to be not less than 33% of the total area of the bulwarks in the well considered. (Part B) 19 Type A ships with bulwarks are to have open rails fitted for at least half the length of the weather deck or other equivalent freeing arrangements. A freeing port area, in the lower part of the bulwarks, of 33% of the total area of the bulwarks, is an acceptable equivalent freeing arrangement. Where superstructures are connected by trunks, open rails are to be fitted for the whole length of the exposed parts of the freeboard deck. The upper edge of the sheer strake is to be kept as low as possible. Ch 9, Sec 9, Modify item as follows: 6.2 Closing devices 6.2.1 Machinery casings (1/1/2005) Openings in machinery space casings in positions 1 or 2 are to be fitted with doors of steel or other equivalent materials, permanently and strongly attached to the bulkhead, and framed, stiffened and fitted so that the whole structure is of equivalent strength to the unpierced bulkhead and weather-tight when closed. The doors are to be capable of being operated from both sides and generally unless otherwise permitted by the Society, to open outwards to give additional protection against wave impact. Other openings in such casings are to be fitted with equivalent covers, permanently attached in their proper position. 6.2.2 Machinery casings on Type A ships Machinery casings on Type A ships are to be protected by an enclosed poop or bridge of at least standard height, or by a deckhouse of equal height and equivalent strength, provided that machinery casings may be exposed if there are no openings giving direct access from the freeboard deck to the machinery spaces. However, a weathertight door is permitted in the machinery casing, provided that it leads to a space or passageway which is as strongly constructed as the casing and is separated from the stairway to the engine room by a second weathertight door of steel or other equivalent material. 6.2.3 Height of the sill of the door The height of the sill of the door is to be not less than: 600 mm above the deck if in position 1 380 mm above the deck if in position 2 230 mm in all other cases. 6.2.4 Double doors (1/1/2005) Where casings are not protected by other structures, double doors (i.e. inner and outer doors) are required for ships assigned freeboard less than that based on Table B 28.2 of regulation 28 of the International Load Line Convention 1966 as amended on Load Lines in force. An inner sill of 230 mm in conjunction with the outer sill of 600 mm is to be provided. 6.2.5 Fiddly Fiddley openings Fiddly Fiddley openings are to be fitted with strong covers of steel or other equivalent material permanently attached in their proper positions and capable of being secured weathertight. Ch 9, Sec 9, Modify item as follows: 6.3 Coamings 6.3.1 (1/1/2005) Coamings of any fiddly fiddley, funnel or machinery space ventilator in an exposed position on the freeboard deck or superstructure deck are to be as high above the deck as is reasonable and practicable. In general, ventilators necessary to continuously supply the machinery space and, on demand, the emergency generator room are to have coamings whose height is in compliance with , but need not be fitted with weathertight closing appliances. Ventilators necessary to continuously supply the emergency generator room, if this is considered buoyant in the stability calculations or protecting opening leading below, are to have coamings of sufficient height to comply with , without having to fit weathertight closing appliances. Where, due to the ship s size and arrangement, this is not practicable, lesser heights for machinery space and emergency generator room ventilator coamings, fitted with weathertight closing appliances in accordance (Part B) 20 with or , may be permitted by the Society in combination with other suitable arrangements to ensure an uninterrupted, adequate supply of ventilation to these spaces.. Ch 9, Sec 9, Modify item as follows: 7.1 General OMISSIS 7.1.2 Openings in superstructures (1/1/2005) Openings in an exposed superstructure deck, or in the top of a deckhouse on the freeboard deck which give gives access to a space below the freeboard deck or a space within an enclosed superstructure are to be protected by an efficient deckhouse or companionway.. OMISSIS Ch 9, Sec 9, Modify item as follows: 7.3 Closing devices 7.3.1 Doors (1/1/2005) Doorways in deckhouses or companionways leading to or giving access to spaces below the freeboard deck or to enclosed superstructures are to be fitted with weathertight doors. The doors are to be made of steel, to be capable of being operated from both sides and, generally unless otherwise permitted by the Society to open out-wards to give additional protection against wave impact. Alternatively, if stairways within a deckhouse are enclosed within properly constructed companionways fitted with weathertight doors, the external door need not be watertight. Where the closing appliances of access openings in superstructures and deckhouses are not weathertight, interior deck openings are to be considered exposed, i.e. situated in the open deck. 7.3.2 Height of sills (1/1/2005) The height above the deck of sills to the doorways in companionways is to be not less than: 600 mm in position 1 380 mm in position 2. Where access is not provided from above, the height of the sills to doorways in a poop bridge or deckhouse deckhouses on the freeboard deck is to be 600 mm. Where access is provided to spaces inside a bridge or poop from the deck above as an alternative to access from the freeboard deck, the height of the sills into the bridge or poop is to be 380 mm. This also applies to deckhouses on the freeboard deck. Ch 9, Sec 9, Modify item as follows: 10 Closure of chain lockers 10.1General 10.1.1 (1/7/2004) Spurling pipes and cable lockers are to be watertight up to the weather deck. Where means of access is provided, it is to be closed by a substantial cover and secured by closely spaced bolts. Spurling pipes through which anchor cables are led are to be provided with permanently attached closing appliances to minimise water ingress. Examples of acceptable closing appliance arrangements are such as: steel plates with cut-outs to accommodate chain links, canvas hoods with a lashing arrangement that maintains the cover in the secured position. (Part B) 21 CHAPTER 10 HULL OUTFITTING Ch 10, Sec 1, Modify the last paragraph of item as follows: 6.2.1 (1/7/2004) The mean bearing pressure acting on the rudder stock bearing is to be in compliance with the following formula: OMISSIS pF, ALL: allowable bearing pressure, in N/mm2, defined in Tab 7. Values greater than those given in Tab 7 may be accepted by the Society on the basis of specific tests in accordance with manufacturer s specifications if they are verified by tests. Ch 10, Sec 1, Modify the last paragraph of item as follows: 6.3.1 (1/7/2004) The mean bearing pressure acting on the rudder stock bearing is to be in compliance with the following formula: OMISSIS pF, ALL: allowable bearing pressure, in N/mm2, defined in Tab 7. Values greater than those given in Tab 7 may be accepted by the Society on the basis of specific tests in accordance with manufacturer s specifications if they are verified by tests. Ch 10, Sec 4, Modify item as follows: 3.1 General - Shipboard fittings and supporting hull structures 3.1.1 All anchoring equipment, towing bitts, mooring bollards, fairlead cleats and eyebolts are to be so constructed and attached to the hull that, in use up to design loads, the integrity of the craft will not be impaired. 3.1.1 - Application (1/1/2005) The requirements of this sub-article apply to ships of 500 gross tonnage and upwards; in particular they apply to bollards, bitts, fairleads, stand rollers, chocks used for the normal mooring of the ship and similar components used for the towing and mooring of the ship, including towing in emergency operations, at bow, sides and stern. The supporting hull structures are constituted by that part of the ship structure on/in which the shipboard fitting is placed and which is directly submitted to the forces exerted on the shipboard fitting. The supporting hull structure of capstans, winches, etc. used for the towing, emergency towing and mooring operations are included. Industry standard means international standard (ISO, etc.) or standards issued by national association which are recognized in the country where the ship is built or otherwise. 3.1.2 Arrangement of shipboard fittings (1/1/2005) Shipboard fittings are to be located on longitudinal ordinary stiffeners, beams and/or girders, which are part of the deck construction so as to facilitate efficient distribution of the towing loads. Other equivalent arrangements may be accepted (e.g. Panama chocks). 3.1.3 Load model (1/1/2005) The force, in kN, to be considered for assessing the strength of the shipboard fittings and the supporting hull structures is to be not less than the greater of: twice the maximum breaking strength of the towline or mooring line, as applicable, anticipated to be used throughout the service life of the ship is to be applied twice the breaking strength of the towline or mooring, as applicable, to be defined in accordance with . This force is to be considered as acting on the shipboard fittings at the attachment point of the towing line or (Part B) 22 mooring line, as applicable. 3.1.4 - Shipboard fittings requirements (1/1/2005) The selection of shipboard fittings is to be made by the Shipyard in accordance with an Industry standard (e.g. ISO3913 Shipbuilding Welded Steel Bollards) accepted by the Society. When the shipboard fitting is not selected from an accepted Industry standard, the design load considered for assessing its strength and its attachment to the ship is to be in accordance with . 3.1.5 Arrangement of supporting hull structures (1/1/2005) The arrangement of the reinforced members (carling) beneath shipboard fittings is to be such as to withstand any variation of direction (laterally and vertically) of the towing forces defined in accordance with . 3.1.6 - Allowable stresses (1/1/2005) When assessing the strength of supporting hulls structures, the following permissible stresses are to be considered in association with a stress calculation that does not take into account any stress concentration factors: normal stress: the minimum yield stress of the supporting hull structure material shear stress: 0,6 times the minimum yield stress of the supporting hull structure material. 3.1.7 - Safe Working Load (SWL) (1/1/2005) The SWL is to be not greater than one half of the force defined in . The SWL of each shipboard fitting is to be marked on it by weld bead or equivalent. The SWL with its intended use (for normal and/or emergency conditions) for each shipboard fitting is to be reported in the towing and mooring arrangement plan or other information available on board for guidance to the Master. This plan is to explicitly prohibit the use of towlines or mooring lines outside of their intended function and/or having different characteristics. The above requirements on SWL apply for a single post basis (no more than one turn of one cable). 3.1.2 The anchoring arrangement is to be such as to prevent the cable from being damaged and fouled. Adequate arrangement is to be provided to secure the anchor under all operational conditions. Ch 10, Sec 4, Modify item as follows: 3.2 Anchors 3.2.1 General (1/1/2005) The anchoring arrangement is to be such as to prevent the cable from being damaged and fouled. Adequate arrangement is to be provided to secure the anchor under all operational conditions. The scantlings of anchors are to be in compliance with the following requirements. Anchors are to be constructed and tested in compliance with approved plans. OMISSIS Ch 10, Sec 4, Modify item as follows: 4 Emergency towing arrangements 4.8 Chafing gear 4.8.1 General Different solutions for the design of chafing gear may be used. If a chafing chain is to be used, it is to have the characteristics defined in the following requirements. 4.8.2 Type (1/7/2004) Chafing chains are to be stud link chains. Chafing chains are to be designed, manufactured, tested and certified in accordance with the requirements in Pt D, Ch 4, Sec 1. Chafing chains are to be manufactured by works approved by the Society in accordance with the requirements in Pt D, Ch 4, Sec 1. (Part B) 23 4.8.3 Material (1/7/2004) In general, grade Q3 chain cables and associated accessories complying with the applicable requirements in Pt D, Ch 4, Sec 1 are to be used. The materials used for the manufacture of the chafing chain and associated accessories are to comply with the requirements in Pt D, Ch 4, Sec 1. The common link is to be of grade Q2 or Q3. 4.8.4 Chafing chain length The chafing chain is to be long enough to ensure that the towing pennant, or the towline, remains outside the fairlead during the towing operation. A chain extending from the strongpoint to a point at least 3m beyond the fairlead complies with this requirement. 4.8.5 Minimum breaking strength The minimum breaking strength of the stud link chafing chain and the associated links is to be not less than twice the safe working load defined in . 4.8.6 Diameter of the common links (1/7/2004) The nominal diameter of the common links of stud link chain cables for chafing chains is to be not less than the values indicated in Tab 9. 52 mm for a safe working load, defined in , equal to1000 kN, 76 mm for a safe working load, defined in , equal to 2000 kN. Ch 10, Sec 4 Table 9 (NEW) Add a new Table 9 and renumber previous Table 9 as Table 10 as follows: Table 9: Nominal diameter of common links for chafing chains (1/7/2004) Nominal diameter, in mm Safe working load, in kN, refer to Grade Q2 Grade Q3 1000 62 52 2000 90 76 Table 9 Table 10: Material and equipment certification status OMISSIS (Part B) 24 CHAPTER 12 CONSTRUCTION AND TESTING Ch 12, Sec 1, Modify item as follows: 1 General 1.1 Application (1/1/2005) 1.1.1 The requirements of this Section apply for the preparation, execution and inspection of welded connections in hull structures. They are to be complemented by the criteria given in the Guide for welding , to which reference is made. These criteria being given as recommendations, minor departures may be accepted by the Society, on a case by case basis. The general requirements relevant to fabrication by welding and qualification of welding procedures are given in Part D, Chapter 5. The requirements relevant to the non destructive examinations of welded connections are given in the Rules for carrying out non destructive examination of welding. 1.1.2 Weld connections are to be executed according to the approved plans. Any detail not specifically represented in the plans is, in any event, to comply with the applicable requirements. 1.1.3 It is understood that welding of the various types of steel is to be carried out by means of welding procedures approved for the purpose, even though an explicit indication to this effect may not appear on the approved plans. 1.1.4 The quality standard adopted by the shipyard is to be submitted to the Society and applies to all constructions unless otherwise specified on a case by case basis. Attached to CAGLIARI. RINA S.p.A. (Registro Italiano Navale) - Olbia Office - Italy