SVR Notice 1

RULES FOR BUILDING AND CLASSING
STEEL VESSELS
2016
NOTICE NO. 1 – JULY 2016
The following Rule Changes were approved by the ABS Rules Committee on 23 May 2016 and
become EFFECTIVE AS OF 1 JULY 2016.
(See http://www.eagle.org for the consolidated version of the Rules for Building and Classing Steel Vessels 2016,
with all Notices and Corrigenda incorporated.)
Notes - The date in the parentheses means the date that the Rule becomes effective for new construction based
on the contract date for construction, unless otherwise noted. (See 1-1-4/3.3.)
PART 3 HULL CONSTRUCTION AND EQUIPMENT

CHAPTER 2 HULL STRUCTURES AND ARRANGEMENTS
SECTION 13 STEMS, STERN FRAMES, RUDDER HORNS, AND PROPELLER NOZZLES
5 Rudder Horns
(Add new Paragraphs 3-2-13/5.5 and 3-2-13/5.7, as follows:)
5.5 Rudder Horn Plating (1 July 2016)

The thickness of the rudder horn side plating is not to be less than:
t = 2.4 Lk mm t = 0.522 Lk in.

where
L = length of vessel, as defined in 3-1-1/3.1
k = K as defined in 3-2-14/1.3 for castings
= 1.0 for ordinary strength hull steel plate
= Q as defined in 3-2-1/5.5 for higher strength steel plate
5.7 Welding and Connection to Hull Structure (1 July 2016)

The following requirements are to apply:
i) The rudder horn plating is to be effectively connected to the aft ship structure (e.g., by connecting
the plating to side shell and transverse/longitudinal girders) in order to achieve a proper transmission
of forces, see 3-2-13/Figure 4. When the connection between the rudder horn and the hull structure
is designed as a curved transition into the hull plating, special consideration should be given to the
effectiveness of the rudder horn plate in bending and to the stresses in the transverse web plates
ii) Where the rudder horn does not have curved transitions into the shell plating, brackets or stringer
are to be fitted internally in horn, in line with outside shell plate, as shown in 3-2-13/Figure 4.
ABS RULES FOR BUILDING AND CLASSING STEEL VESSELS . 2016 1

Notice No. 1 – July 2016
iii) Transverse webs of the rudder horn are to be led into the hull up to the next deck or flat in a sufficient
number.
iv) Strengthened plate floors are to be fitted in line with the transverse webs in order to achieve a
sufficient connection with the hull.
v) Where a centerline bulkhead (wash-bulkhead) is fitted in the after peak, it is to be connected to the
rudder horn.
vi) Scallops are to be avoided in way of the connection between shell plating and transverse webs in
line with the aft face of the rudder horn and the webs in the rudder horn.
vii) The weld at the connection between the rudder horn plating and the side shell is to be full penetration.
The welding radius is to be as large as practicable and may be obtained by grinding.
(Renumber Paragraphs 3-2-13/5.5 through 3-2-13/5.9 as 3-2-13/5.9 through 3-2-13/5.13.)
(Add new 3-2-13/Figure 4, as follows:)

FIGURE 4
Connection of Rudder Horn to Aft Ship Structure (1 July 2016)
(Renumber existing 3-2-13/Figure 4 as 3-2-13/Figure 5.)
2 ABS RULES FOR BUILDING AND CLASSING STEEL VESSELS . 2016


SECTION 14 RUDDERS AND STEERING EQUIPMENT
1 General
(Revise Paragraph 3-2-14/1.1, as follows:)
1.1 Application (1 July 2016)

Requirements specified in this Section are applicable to:
i) Ordinary profile rudders described in 3-2-14/Table 1A with rudder operating angle range from
–35° to +35°.
ii) High-lift rudders described in 3-2-14/Table 1B, the rudder operating angle of which might be
exceeding 35° on each side at maximum design speed.
iii) Other steering equipment other than rudders identified in Section 3-2-14.
Rudders not covered in 3-2-14/Table 1A nor in 3-2-14/Table 1B are subject to special consideration, provided
that all the required calculations are prepared and submitted for review in full compliance with the requirements
in this section. Where direct analyses adopted to justify an alternative design are to take into consideration
all relevant modes of failure, on a case by case basis. These failure modes may include, amongst others:
yielding, fatigue, buckling and fracture. Possible damages caused by cavitation are also to be considered.
Validation by laboratory tests or full scale tests may be required for alternative design approaches.
Rudders and other steering equipment provided on Ice Classed vessels are subject to additional requirements
specified in 6-1-4/31 or 6-1-5/41, as applicable.
(Revise 3-2-14/Table 1B, as follows:)

Coefficient kc for High-Lift/Performance Rudders (1 July 2016)
kc
Profile Type
Ahead Condition Astern Condition
Fish tail
1 (e.g., Schilling high-lift
rudder) 1.4 0.8
Flap rudder (or

2 Twisted rudder of Cat. 3) 1.3
1.7
(if not provided)
Rudder with steering nozzle
3 1.9 1.5
(Renumber 3-2-14/Figure 1 as 3-2-14/Figure 1A.)

FIGURE 1A
Rudder Blade without Cutouts (2009)

(Renumber 3-2-14/Figure 2 as 3-2-14/Figure 1B.)

FIGURE 1B
Rudder Blade with Cutouts (2009)
7 Rudder Stocks (2012)

7.5 Rudder Trunk and Rudder Stock Sealing (1 July 2016)

i) In rudder trunks which are open to the sea, a seal or stuffing box is to be fitted above the deepest
load waterline, to prevent water from entering the steering gear compartment and the lubricant
from being washed away from the rudder carrier.
ii) Where the top of the rudder trunk is below the deepest waterline two separate stuffing boxes are to
be provided.
iii) Materials. The steel used for the rudder trunk is to be of weldable quality, with a carbon content
not exceeding 0.23% on ladle analysis and a carbon equivalent (Ceq) not exceeding 0.41. Plating
materials for rudder trunks are in general not to be of lower grades than corresponding to class II
as defined in 3-1-2/Table 1. Rudder trunks comprising of materials other than steel are to be specially
considered.
iv) Scantlings. Where the rudder stock is arranged in a trunk in such a way that the trunk is stressed
by forces due to rudder action, the scantlings of the trunk are to be such that the equivalent stress
due to bending and shear does not exceed 0.35σF, and the bending stress on welded rudder trunk is
to be in compliance with the following formula:
σ ≤ 80/k N/mm2
σ ≤ 8.17/k kgf/mm2
σ ≤ 11,600/k psi
where
σ = bending stress in the rudder trunk
k = K as defined in 3-2-14/1.3 for castings
= 1.0 for ordinary strength hull steel plate
= Q as defined in 3-2-1/5.5 for higher strength steel plate
k is not to be taken less than 0.7
σF = specified minimum yield strength of the material used, in N/mm2 (kgf/mm2, psi)
For calculation of bending stress, the span to be considered is the distance between the mid-height
of the lower rudder stock bearing and the point where the trunk is clamped into the shell or the
bottom of the skeg.
v) Welding at the Connection to the Hull. The weld at the connection between the rudder trunk and
the shell or the bottom of the skeg is to be full penetration and fillet shoulder is to be applied in
way of the weld. The fillet shoulder radius r, in mm (in.) (see 3-2-14/Figure 2) is to be as large as
practicable and to comply with the following:
r = 60 mm when σ ≥ 40/k N/mm2
60 mm when σ ≥ 4.09/k kgf/mm2
2.4 in. when σ ≥ 5800/k psi

r = 0.1S, without being less than 30 mm when σ < 40/k N/mm2
= 0.1S, without being less than 30 mm when σ < 4.09/k kgf/mm2
= 0.1S, without being less than 1.2 in. when σ < 2900/k psi
where
S = rudder stock diameter axis defined in 3-2-14/7.3
σ = bending stress in the rudder trunk in N/mm2 (kgf/mm2, psi)

k = material factor as defined in 3-2-14/7.5iv)
The radius may be obtained by grinding. If disk grinding is carried out, score marks are to be
avoided in the direction of the weld. The radius is to be checked with a template for accuracy.
Four profiles at least are to be checked. A report is to be submitted to the Surveyor.

FIGURE 2
Fillet Shoulder Radius (1 July 2016)
Radius to be considered
Radius to be considered
9 Flange Couplings
(Add new Subparagraph 3-2-14/9.3.3, as follows:)
9.3.3 Joint between Rudder Stock and Coupling Flange (1 July 2016)
The welded joint between the rudder stock and the flange is to be made in accordance with
3-2-14/Figure 3 or equivalent.


FIGURE 3
Welded Joint Between Rudder Stock and Coupling Flange (1 July 2016)
D
R ≥ 100 mm
1/3 > a/b > 1/5

b
≤ 8 mm
Final machining R ≥ 45 mm
after welding
≥ 30°
a
R8 2 mm
(Renumber existing 3-2-14/Figures 3 and 4 as 3-2-14/Figures 4 and 5.)
9.5 Vertical Couplings

(Revise Subparagraph 3-2-14/9.5.1, as follows:)
9.5.1 Coupling Bolts (1 July 2016)
There are to be at least eight coupling bolts in vertical couplings and the diameter of each bolt is
not to be less than obtained from the following equation:
db = 0.81ds K b / (nK s ) mm (in.)
where
n = total number of bolts in the vertical coupling, which is not to be less than 8
(Following text remains unchanged.)

9.5.3 Joint between Rudder Stock and Coupling Flange (1 July 2016)
The welded joint between the rudder stock and the flange is to be made in accordance with
3-2-14/Figure 3 or equivalent.

11 Tapered Stock Couplings

11.1 Coupling Taper (1 July 2016)

Tapered stock couplings are to comply with the following general requirements in addition to type-specific
requirements given in 3-2-14/11.3 or 3-2-14/11.5 as applicable:
i) Tapered stocks, as shown in 3-2-14/Figure 4, are to be effectively secured to the rudder casting by
a nut on the end.
ii) The cone shapes are to fit exactly.
iii) Taper length () in the casting is generally not to be less than 1.5 times the stock diameter (do) as
shown in 3-2-14/Figure 4.
iv) The taper on diameter (c) is to be 1/12 to 1/8 for keyed taper couplings and 1/20 to 1/12 for
couplings with hydraulic mounting/dismounting arrangements, as shown in the following table.
v) Where mounting with an oil injection and hydraulic nut, the push-up oil pressure and the push-up
length are to be specially considered upon submission of calculations.
vi) Means of effective sealing are to be provided to protect against sea water ingress.
11.3 Keyed Fitting (1 July 2016)

Where the stock is keyed, the key is to be fitted in accordance with the following:
i) The top of the keyway is to be located well below the top of the rudder.
ii) Torsional strength of the key equivalent to that of the required upper stock is to be provided.
iii) For the couplings between stock and rudder the shear area* of the key is not to be less than:
17.55QF 27.20QF
as = cm2 as = in2
d k σ F1 d k σ F1
where
QF = design yield moment of rudder stock, in N-m (kg-m, lbf-ft)
dt 3
= 0.02664 N-m
k
dt 3
= 0.002717 kgf-m
k
dt 3
= 0.01965 lbf-ft
k
Where the actual rudder stock diameter dta is greater than the calculated diameter dt, the diameter
dta is to be used. However, dta applied to the above formula need not be taken greater than 1.145dt.
dt = stock diameter, in mm (in.), according to 3-2-14/7.1
k = material factor for stock as given in 3-2-14/1.3
dk = mean diameter of the conical part of the rudder stock, in mm (in.), at the key
σF1 = minimum yield stress of the key material, in N/mm2 (kgf/mm2, psi)

The effective surface area of the key (without rounded edges) between key and rudder stock or
cone coupling is not to be less than:
5QF 7.749QF
ak = cm2 ak = in2
dk σF 2 dk σF 2
where
σF2 = minimum yield stress of the key, stock or coupling material, in N/mm2
(kgf/mm2, psi), whichever is less.
iv) In general, the key material is to be at least of equal strength to the keyway material. For keys of
higher strength materials, shear and bearing areas of keys and keyways may be based on the respective
material properties of the keys and the keyways, provided that compatibilities in mechanical
properties of both components are fully considered. In no case, is the bearing stress of the key on
the keyway to exceed 90% of the specified minimum yield strength of the keyway material.
v) Push up. It is to be proved that 50% of the design yield moment is solely transmitted by friction
in the cone couplings. This can be done by calculating the required push-up pressure and push-up
length according to 3-2-14/11.5v) and 3-2-14/11.5vi) for a torsional moment QF′ = 0.5QF.
Notwithstanding the requirements in 3-2-14/11.5iii) and 3-2-14/11.5v), where a key is fitted to the
coupling between stock and rudder and it is considered that the entire rudder torque is transmitted
by the key at the couplings.
* Note: The effective area is to be the gross area reduced by any area removed by saw cuts, set screw holes, chamfer, etc.,
and is to exclude the portion of the key in way of spooning of the key way.
11.5 Keyless Fitting (1 July 2016)

Hydraulic and shrink fit keyless couplings are to be fitted in accordance with the following:
i) Detailed preloading stress calculations and fitting instructions are to be submitted;
ii) Preload stress is not to exceed 70% of the minimum yield strength of either the stock or the bore;
iii) Prior to applying hydraulic pressure, at least 75% of theoretical contact area of rudder stock and
rudder bore is to be achieved in an evenly distributed manner;
iv) The upper edge of the upper main piece bore is to have a slight radius;
v) Push-up Pressure. The push-up pressure is not to be less than the greater of the two following
values:
2QF 2.901QF 8
preq1 = 103 N/mm² (kgf/mm2) preq1 = 10 psi
d m πµo
2
d m2 πµo
6M b 8.702 M b 8
preq2 = 103 N/mm2 (kgf/mm2) preq2 = 10 psi
d m 2d m d m 2d m
where
QF = design yield moment of rudder stock, as defined in 3-2-14/11.3iii)
dm = mean cone diameter, in mm (in.)
 = cone length, in mm (in.)

µ0 = frictional coefficient, equal to 0.15
Mb = bending moment in the cone coupling (e.g., in case of spade rudders), in N-m
(kg-m, lbf-ft)

It has to be proved by the designer that the push-up pressure does not exceed the permissible surface
pressure in the cone. The permissible surface pressure is to be determined by the following formula:
pperm =
(
0.8YG 1 − α 2 ) N/mm2 (kgf/mm2, psi)
3+α 4
where
YG = specified minimum yield strength of the material of the gudgeon, in N/mm2
(kgf/mm2, psi)
α = dm/da
da = outer diameter of the gudgeon to be not less than 1.5dm, in mm (in.)
vi) Push-up Length. The push-up length ∆, in mm (in.), ∆ is to comply with the following formula:
∆1 ≤ ∆ ≤ ∆2
where
 
 
preq d m 0.8Rtm  preq d m 0.8Rtm 
∆1 = + mm (0.0394  +  in.)
 1-α 2  c  E  1 - α c
2 c 
E  c
   2  
 2     
1.6YG d m 0.8Rtm  1.6YG d m 0.8 Rtm 

∆2 = + mm (0.0394  + in.)
 c 
Ec 3 + α 4 c  Ec 3 + α
4
Rtm = mean roughness, in mm (in.) taken equal to 0.01

c = taper on diameter according to 3-2-14/11.1iv)
YG = specified minimum yield strength of the material of the gudgeon, in N/mm2
(kgf/mm2, psi)
E = Young’s modulus of the material of the gudgeon, in N/mm2 (kgf/mm2, psi)
YG, α, and dm are as defined in 3-2-14/11.5v).
Notwithstanding the above, the push up length is not to be less than 2 mm (0.8 in.).
Note: In case of hydraulic pressure connections the required push-up force Pe for the cone may
be determined by the following formula:
c  c  c 
Pe = preqdmπ  + 0.02  N (0.102 preqdmπ  + 0.02  kgf, 0.225preqdmπ  + 0.02  lbf)
2  2  2 
The value 0.02 is a reference for the friction coefficient using oil pressure. It varies and depends
on the mechanical treatment and roughness of the details to be fixed. Where due to the fitting
procedure a partial push-up effect caused by the rudder weight is given, this may be taken into
account when fixing the required push-up length, subject to approval.
vii) Couplings with Special Arrangements for Mounting and Dismounting the Couplings. Where the
stock diameter exceeds 200 mm (8 in.), the press fit is recommended to be effected by a hydraulic
pressure connection. In such cases the cone is to be more slender, c ≈1:12 to ≈1:20. In case of
hydraulic pressure connections the nut is to be effectively secured against the rudder stock or the
pintle. For the safe transmission of the torsional moment by the coupling between rudder stock
and rudder body the push-up pressure and the push-up length are to be determined according to
3-2-14/11.5v) and 3-2-14/11.5vi), respectively.
viii) The locking nut is to be fitted in accordance with 3-2-14/11.7.

(Revise Subsection 3-2-14/13, as follows:)
13 Pintles (1 July 2016)
13.1 General
Pintles are to have a conical attachment to the gudgeons with a taper on diameter of:
1/12 to 1/8 for keyed and other manually assembled pintles with locking nut.
1/20 to 1/12 for pintle mounted with oil injection and hydraulic nut.
The diameter of the pintles is not to be less than obtained from the following equation.
dp = k1 BK p mm (in.)
where
k1 = 11.1 (34.7, 1.38)
B = bearing force, in kN (tf, Ltf), from submitted direct calculation but not to be taken
less than Bmin as specified in 3-2-14/Table 4
TABLE 4
Minimum Bearing Force Bmin (2009)
Pintle Type Bmin
Conventional two pintle rudder 0.5 CR
3-2-A5/Figure 3 lower pintle 0.5 CR
3-2-A5/Figure 3 main pintle CRa/p*
main pintle CRa/p*
3-2-13/Figure 3
upper pintle 0.25 CR
* Bmin = CR where a/p ≥ 1
a, p as described in 3-2-13/Figure 3
Kp = material factor for the pintle, as defined in 3-2-14/1.3

For rudders on horns with two pintles, as shown in 3-2-14/Figure 1B, calculations are to include pintle
bearing forces with the vessel running ahead at the maximum continuous rated shaft rpm and at the lightest
operating draft.
Threads and nuts are to be in accordance with 3-2-14/11.7.
The pintle and pintle boss are to comply with the following requirements:
i) The depth of the pintle boss is not to be less than dp.
ii) The bearing length of the pintle is to be between 1.0 and 1.2 times the pintle diameter, where dp is
measured on the outside of the liner.
iii) The bearing pressure is to be in accordance with 3-2-14/15.1.
iv) The thickness of the pintle housing is to be in accordance with 3-2-13/3.3.

13.3 Push-up Pressure and Push-up Length

The required push-up pressure for pintle bearings, in N/mm2 (kgf/mm2, psi), is to be determined by the
following formula:
0.4 B1d o
preq = N/mm2
d m2 
0.04079 B1d o
preq = kgf/mm²
d m2 
0.0001394 B1d o
preq = psi
d m2 
where
B1 = supporting force in the pintle bearing, in N (kgf, lbf)
d0 = actual pintle diameter excluding the liner, in mm (in.)
 = cone length, in mm (in.)

The push up length is to be calculated similarly as in 3-2-14/11.5vi), using required push-up pressure and
properties for the pintle bearing.
15 Supporting and Anti-Lifting Arrangements
15.1 Bearings (2012)

15.1.5 Liners and Bushes (1 July 2016)
i) Rudder Stock Bearings. Liners and bushes are to be fitted in way of bearings. The minimum
thickness of liners and bushes is to be equal to:
tmin = 8 mm (0.31 in.) for metallic materials and synthetic material
tmin = 22 mm (0.87 in.) for lignum material
ii) Pintle Bearings
• The thickness of any liner or bush is neither to be less than:
t = k1 B mm (in.)
where
B = bearing force, in N (kgf, lbf)
k1 = 0.01 (0.0313, 0.000830)
nor than the minimum thickness defined in 3-2-14/15.1.5i).
• The bearing length Lp of the pintle is to be in accordance with 3-2-14/13.1ii).

15.3 Rudder Carrier (1 July 2016)

i) The weight of the rudder assembly is to be supported by a rudder carrier mounted on the hull
structure designed for that purpose.
ii) At least half of the rudder carrier’s holding-down bolts are to be fitted bolts. Alternative means of
preventing horizontal movement of the rudder carrier may be considered.
iii) The bearing part is to be well lubricated by dripping oil, automatic grease feeding, or a similar method.
iv) Hull structures in way of the rudder carrier are to be suitably strengthened.
(Revise Paragraph 3-2-14/Table 6, as follows:)

TABLE 6
Allowable Bearing Surface Pressure (1 July 2016)
pa
Bearing Material N/mm2 kgf/mm2 psi
lignum vitae 2.5 0.25 360
white metal, oil lubricated 4.5 0.46 650
synthetic material with hardness between 60 5.5(2) 0.56(2) 800(2)
and 70 Shore D(1)
steel(3) and bronze and hot-pressed 7.0 0.71 1000
bronze-graphite materials
Notes:
1 Indentation hardness test at 23°C and with 50% moisture, according to a
recognized standard. Synthetic bearing materials to be of approved type.
2 Higher values than given in the table may be taken if they are verified by
tests, but in no case more than 10 N/mm2 (1.02 kgf/mm2, 1450 psi).
3 Stainless and wear-resistant steel in an approved combination with stock liner.
17 Double Plate Rudder

17.3 Side, Top and Bottom Plating (1 July 2016)

The plating thickness is not to be less than obtained from the following equation:
t = 0.0055sβ k1 d + (k 2 C R / A) × Q + k3 mm (in.)
where
Q = 1.0 for ordinary strength hull steel
= as defined in 3-2-1/5.5 for higher strength steel plate
k1 = 1.0 (1.0, 0.305)
k2 = 0.1 (0.981, 10.7)
k3 = 2.5 (2.5, 0.1)
d = summer loadline draft of the vessel, in m (ft)
CR = rudder force according to 3-2-14/3, in kN (tf, Ltf)
A = rudder area, in m2 (ft2)

β = 1.1 − 0.5 (s / b )2 maximum 1.0 for b/s ≥ 2.5
s = smaller unsupported dimension of plating, in mm (in.)

b = greater unsupported dimension of plating, in mm (in.)
The thickness of the rudder side or bottom plating is to be at least 2 mm (0.08 in.) greater than that required
by 3-2-10/3.1 for deep tank plating in association with a head h measured to the summer load line.
The rudder side plating in way of the solid part is to be of increased thickness per 3-2-14/17.7.
17.5 Diaphragm Plates (1 July 2016)

Vertical and horizontal diaphragms are to be fitted within the rudder, effectively attached to each other and
to the side plating. Vertical diaphragms are to be spaced approximately 1.5 times the spacing of horizontal
diaphragms.
The thickness of diaphragm plates is not to be less than 70% of the required rudder side plate thickness or
8 mm (0.31 in.), whichever is greater. Openings in diaphragms are not to exceed one half their depth.
The diaphragm plating in way of the solid part is to be of increased thickness for vertical and horizontal
diaphragm plates per 3-2-14/17.7.
(Add new Paragraph 3-2-14/17.7, as follows:)
17.7 Connections of Rudder Blade Structure with Solid Parts (1 July 2016)
Solid parts in forged or cast steel, which house the rudder stock or the pintle, are normally to be provided
with protrusions.
These protrusions are not required when the diaphragm plate thickness is less than:
• 10 mm (0.375 in.) for diaphragm plates welded to the solid part on which the lower pintle of a semi-
spade rudder is housed and for vertical diaphragm plates welded to the solid part of the rudder stock
coupling of spade rudders.
• 20 mm (0.75 in.) for other diaphragm plates.
The solid parts are in general to be connected to the rudder structure by means of two horizontal diaphragm
plates and two vertical diaphragm plates.
Minimum section modulus of the connection with the rudder stock housing.
The section modulus of the cross-section of the structure of the rudder blade formed by vertical diaphragm
plates and rudder plating, which is connected with the solid part where the rudder stock is housed is to be
not less than:
 H − HX  Q  H − HX  Q
ws = cs S 3  E  10-4 cm3 ws = 6.1cs S 3  E  10-9 in3
 HE  s
K  HE  s
K
where
cs = coefficient, to be taken equal to:
= 1.0 if there is no opening in the rudder plating or if such openings are closed by a
full penetration welded plate
= 1.5 if there is an opening in the considered cross-section of the rudder
S = rudder stock diameter, in mm (in.)

HE = vertical distance between the lower edge of the rudder blade and the upper edge of
the solid part, in m (ft)
HX = vertical distance between the considered cross-section and the upper edge of the solid
part as indicated in 3-2-14/Figure 6, in m (ft)
Q = material factor for the rudder blade plating as given in 3-2-14/17.1.
Ks = material factor for the rudder stock as given in 3-2-14/1.3.
The actual section modulus of the cross-section of the structure of the rudder blade is to be calculated with
respect to the symmetrical axis of the rudder.
The breadth of the rudder plating to be considered for the calculation of section modulus is to be not greater
than:
b = sv + 2HX/3 m (ft)
where
sv = spacing between the two vertical diaphragm, in m (ft) (see 3-2-14/Figure 6)
Where openings for access to the rudder stock nut are not closed by a full penetration welded plate, they
are to be deducted.

FIGURE 6
Cross-section of the Connection Between Rudder Blade Structure
and Rudder Stock Housing (1 July 2016)
Hx
x x
Access to the
rudder stock
nut, if any
Hx/3 Hx/3
x x
Sv
Section x-x
(Renumber existing 3-2-14/Figures 5 through 9 as 3-2-14/Figures 7 through 11.)

The thickness of the horizontal diaphragm plates connected to the solid parts, in mm, as well as that of the
rudder blade plating between these diaphragms, is to be not less than the greater of the following values:
tH = 1.2t mm (in.)
tH = 0.045dS2/sH mm (in.)
where
t = defined in 3-2-14/17.3
dS = diameter, in mm (in.), to be taken equal to:
= S as per 3-2-14/7.3, for the solid part housing the rudder stock
= dp as per 3-2-14/13.1, for the solid part housing the pintle
sH = spacing between the two horizontal diaphragm plates, in mm (in.)
The increased thickness of the horizontal diaphragms is to extend fore and aft of the solid part at least to
the next vertical diaphragm.
The thickness of the vertical diaphragm plates welded to the solid part where the rudder stock is housed as
well as the thickness of the rudder side plating under this solid part is to be not less than the values obtained,
in mm (in.), from Table 7.
The increased thickness of vertical diaphragm plates is to extend below the solid piece at least to the next
horizontal diaphragm.
(Add new 3-2-14/Table 7, as follows:)

TABLE 7
Thickness of Side Plating and Vertical Diaphragm Plates (1 July 2016)
Thickness of Vertical Diaphragm Plates, Thickness of Rudder Plating, in mm (in.)
in mm (in.)
Type of Rudder
Rudder Blade Rudder Blade with Rudder Blade Area with Opening
without Opening Opening without Opening
Rudder supported by sole piece 1.2t 1.6t 1.2t 1.4t
Semi-spade and spade rudders 1.4t 2.0t 1.3t 1.6t
t = thickness of the rudder plating, in mm (in.), as defined in 3-2-14/17.3
(Renumber existing 3-2-14/Tables 7 and 8 as 3-2-14/Tables 8 and 9.)
17.9 Welding and Design Details (1 July 2016)

i) Slot-welding is to be limited as far as possible. Slot welding is not to be used in areas with large
in-plane stresses transversely to the slots or in way of cut-out areas of semi-spade rudders.
ii) When slot welding is applied, the length of slots is to be minimum 75 mm (3 in.) with breadth of
2t, where t is the rudder plate thickness, in mm (in.). The distance between ends of slots is not to
be more than 125 mm (5 in.). The slots are to be fillet welded around the edges and filled with a
suitable compound (e.g., epoxy putty). Slots are not to be filled with weld.
iii) Grove welds with structural backing/backing bar (continuous type slot weld) may be used for
double-plate rudder welding. In that case, the root gap is to be between 6 to 10 mm (0.25 to 0.375 in.)
and the bevel angle is to be at least 15°.

iv) In way of the rudder horn recess of semi-spade rudders the radii in the rudder plating are not to be
less than 5 times the plate thickness, but in no case less than 100 mm (4 in.). Welding in side plate
are to be avoided in or at the end of the radii. Edges of side plate and weld adjacent to radii are to
be ground smooth.
v) Welds between plates and heavy pieces (solid parts in forged or cast steel or very thick plating)
are to be made as full penetration welds. In way of highly stressed areas (e.g., cut-out of semi-
spade rudder and upper part of spade rudder), cast or welding on ribs is to be arranged. Two sided
full penetration welding is normally to be arranged. Where back welding is impossible welding is
to be performed against ceramic backing bars or equivalent. Steel backing bars may be used and
are to be continuously welded on one side to the heavy piece.
(Renumber Paragraph 3-2-14/17.7 as 3-2-14/17.11 and revise, as follows:)
17.11 Watertightness (1 July 2016)

The rudder is to be watertight and is to be tested in accordance with Section 3-7-1.

APPENDIX 5 GUIDELINES FOR CALCULATING BENDING MOMENT & SHEAR FORCE
IN RUDDERS & RUDDER STOCKS
(Add new Subsection 3-2-A5/9, as follows:)
9 Rudders Supported by a Horn Arranged with Two Pintles (Supports)

(1 July 2016)
9.1 Shear Force, Bending Moment and Reaction Forces

Shear force, bending moment and reaction forces are to be assessed by the simplified beam model shown
in 3-2-A5/Figure 4.
wR1 = rudder load per unit length above lower rudder support/pintle
C R1
= kN/m (tf/m, Ltf/ft)
 R1
wR2 = rudder load per unit length below lower rudder support/pintle
CR 2
= kN/m (tf/m, Ltf/ft)
 R2
where
CR1 = rudder force, as defined in 3-2-14/3.3
CR2 = rudder force, as defined in 3-2-14/3.3
R1 and R2 are dimensions as indicated in 3-2-A5/Figure 4, in m (ft).

In 3-2-A5/Figure 4 the variables K11, K22, K12 are rudder horn compliance constants calculated for rudder
horn with 2-conjugate elastic supports. The 2-conjugate elastic supports are defined in terms of horizontal
displacements, yi, by the following equations:

• At the lower rudder horn bearing:

y1 = –K12 B2 – K22 B1 m (ft)
• At the upper rudder horn bearing:

y2 = –K11 B2 – K12 B1 m (ft)
where
y1, y2 = horizontal displacement at lower and upper rudder horn bearings, respectively
B1, B2 = horizontal support force, in kN (tf, Ltf), at lower and upper rudder horn bearings,
respectively
K11, K22, K12 = spring constant of the rudder support obtained from the following:
 λ3 e2λ 
K11 = m 1.3 +  m/kN (m/tf, ft/Ltf)
 3EJ 1h GJ th 
  λ3 λ2 (d − λ )  e 2 λ 
K22 = m 1.3 + +  m/kN (m/tf, ft/Ltf)
  3EJ 1h 2 EJ 1h  GJ th 
  λ3 λ2 (d − λ ) λ(d − λ ) (d − λ )3  + e 2 d  m/kN (m/tf, ft/Ltf)

2
K12 = m 1.3 + + +  
  3EJ 1h EJ 1h EJ 1h 3EJ 2 h  GJ th 
m = 1.00 (9.8067, 32.691)

d = height of the rudder horn, in m (ft), defined in 3-2-A5/Figure 4. This value is
measured downwards from the upper rudder horn end, at the point of curvature
transition, to the mid-line of the lower rudder horn pintle.
λ = length, in m (ft), as defined in 3-2-A5/Figure 4. This length is measured downwards
from the upper rudder horn end, at the point of curvature transition, to the mid-line of
the upper rudder horn bearing. For λ = 0, the above formulae converge to those of
spring constant kh for a rudder horn with 1-pintle (elastic support), and assuming a
hollow cross section for this part.
e = rudder-horn torsion lever, in m (ft), as defined in 3-2-A5/Figure 4 (value taken at
vertical location h/2).
E = Young’s modulus of the material of the rudder horn in kN/m2 (tf/m2, Ltf/in2)
G = modulus of rigidity of the material of the rudder horn in kN/m2 (tf/m2, Ltf/in2)
J1h = moment of inertia of rudder horn about the x axis, in m4 (ft4), for the region above the
upper rudder horn bearing. Note that J1h is an average value over the length λ (see
3-2-A5/Figure 4).
J2h = moment of inertia of rudder horn about the x axis, in m4 (ft4), for the region between
the upper and lower rudder horn bearings. Note that J2h is an average value over the
length d – λ (see 3-2-A5/Figure 4).
Jth = torsional stiffness factor of the rudder horn, in m4 (ft4)
4 FT2
= for any thin wall closed section, in m4 (ft4)
∑
ui
i
ti
Note that the Jth value is taken as an average value, valid over the rudder horn height.

FT = mean of areas enclosed by outer and inner boundaries of the thin walled section of
rudder horn, in m2 (ft2)
ui = length, in mm (in.), of the individual plates forming the mean horn sectional area
ti = thickness, in mm (in.), of the individual plates mentioned above
(Add new 3-2-A5/Figure 4, as follows:)

FIGURE 4
Rudder Supported by a Horn Arranged with Two Pintles (Supports) (1 July 2016)
u
J1h
λ

Jth
h k11, k12
R1 wR1 k12, k22
J2h h/2
e
R2
wR2


SECTION 15 PROTECTION OF DECK OPENINGS
(Revise 3-2-15/Figure 1, as follows:)

FIGURE 1
Positions 1 and 2 (1 July 2016)
2**
2**
2** 2
2 1* 1*
Freeboard Deck 1 1 1
0.85D
0.25 Lf
Lf
* reduced load upon exposed superstructure decks located at least one superstructure standard height
above the freeboard deck
** reduced load upon exposed superstructure decks of vessels with Lf > 100m (328 ft) located at least
one superstructure standard height above the lowest Position 2 deck

FIGURE 2
Positions 1 and 2 for an Increased Freeboard (1 July 2016)
2**
2**
2** 2**
2** 2 2
Actual Freeboard Deck 2 2 1* ≥ hN
Assumed Freeboard Deck
0.85D
0.25 Lf
Lf
* reduced load upon exposed superstructure decks located at least one superstructure standard height
above the freeboard deck
** reduced load upon exposed superstructure decks of vessels with Lf > 100m (328 ft) located at least
one superstructure standard height above the lowest Position 2 deck

3 Positions and Design Pressures (1 January 2005)

3.5 Horizontal Weather Design Pressures (1 July 2016)

(Preceding text remains unchanged.)
The design load pH is not to be taken less than the minimum values given in 3-2-15/Table 1.
TABLE 1
Minimum Design Load pHmin (1 July 2012)
pHmin in kN/m2 (tf/m2, Ltf/ft2) for
L in m (ft)
Unprotected Fronts Elsewhere
≤ 50 (164) 30 (3.06, 0.279) 15 (1.53, 0.139)
> 50 (164)  eL   eL 
R 25 +  R12.5 + 
< 250 (820)  10   20 
≥ 250 (820) 50 (5.1, 0.465) 25 (2.55, 0.232)
The horizontal weather design load need not be included in the direct strength calculation of the hatch cover,
unless it is utilized for the design of substructures of horizontal supports according to the requirements of
3-2-15/9.23.2(c).
9 Hatchways Closed by Covers of Steel Fitted with Gaskets and

Clamping Devices (1 July 2012)
9.1 Strength of Covers

9.1.1 Stresses (1 July 2016)
The equivalent stress σe in steel hatch cover structures related to the net thickness shall not exceed
0.8Y, where Y is specified minimum upper yield point strength of the material in N/mm2 (kgf/mm2,
psi). For design loads according to 3-2-15/3.5 and 3-2-15/9.9 to 3-2-15/9.13, the equivalent stress
σe related to the net thickness shall not exceed 0.9Y when the stresses are assessed by means of
FEM.
For grillage analysis, the equivalent stress may be taken as follows:
σe = σ 2 + 3τ 2 N/mm2 (kgf/mm2, psi)

where
σ = normal stress, in N/mm2 (kgf/mm2, psi)
τ = shear stress, in N/mm2 (kgf/mm2, psi)
For FEM calculations, the equivalent stress may be taken as follows:
σe = σ x 2 − σ x ⋅ σ y + σ y 2 + 3τ 2 N/mm2 (kgf/mm2, psi)

where
σx = normal stress in x-direction, in N/mm2 (kgf/mm2, psi)
σy = normal stress in y-direction, in N/mm2 (kgf/mm2, psi)
τ = shear stress in the x-y plane, in N/mm2 (kgf/mm2, psi)

Indices x and y are coordinates of a two-dimensional Cartesian system in the plane of the considered
structural element.
In case of FEM calculations using shell or plane strain elements, the stresses are to be read from the
center of the individual element. It is to be observed that, in particular, at flanges of unsymmetrical
girders, the evaluation of stress from element center may lead to non-conservative results. Thus, a
sufficiently fine mesh is to be applied in these cases or, the stress at the element edges shall not exceed
the allowable stress. Where shell elements are used, the stresses are to be evaluated at the mid plane
of the element.
The value for cargo hatch covers for bulk carriers, ore carriers and combination carriers is given in
5C-3-4/19.3.1(a).

9.1.3 Material (1 July 2016)
Hatch covers and coamings are to be made of material in accordance with 3-1-2/Table 1 applying
Class I requirements for top plate, bottom plate and primary supporting members.
The strength and stiffness of covers made of materials other than steel is to be equivalent to those
of steel and is to be subject to special consideration.
9.3 Local Net Plate Thickness

(1 July 2016) The minimum local net plate thickness t of the hatch cover top plating is:
p
t = 15.8Fps mm
0.95Y
p
t = 23.64Fps in.
0.95Y
but not less than 1% of the spacing of the stiffener or 6 mm (0.24 in.) if that be greater.
where
Fp = factor for combined membrane and bending response
= 1.5 in general
σ σ
= 2.375 for ≥ 0.8 for the attached plate flange of primary supporting members
Y 0.8Y
s = stiffener spacing, in m (ft)
p = pressure pV and pL, as defined in 3-2-15/3.5 and 3-2-15/9.9.1, in kN/m2 (tf/m2, Ltf/ft2)
σ = maximum normal stress of hatch cover top plating, determined according to
3-2-15/Figure 3, N/mm2 (kgf/mm2, psi)

Y is as defined in 3-2-15/9.1
For flange plates under compression sufficient buckling strength according to 3-2-15/9.17 is to be demonstrated.
(Subparagraph 3-2-15/9.3.1 remains unchanged.)

9.3.2 Lower Plating of Double Skin Hatch Covers and Box Girders (1 July 2016)
The thickness to fulfill the strength requirements is to be obtained from the calculation according
to 3-2-15/9.15 under consideration of permissible stresses according to 3-2-15/9.1.1. When the
lower plating is taken into account as a strength member of the hatch cover, the net thickness, in
mm (in.), of lower plating is to be taken not less than 5 mm (0.20 in.).
When project cargo is intended to be carried on a hatch cover, the net thickness must not be less than:
t = 6.5s mm
= 0.078s in.
where s is as defined in 3-2-15/9.3
Project cargo means especially large or bulky cargo lashed to the hatch cover. Examples are parts
of cranes or wind power stations, turbines, etc. Cargoes that can be considered as uniformly distributed
over the hatch cover (e.g., timber, pipes or steel coils) need not to be considered as project cargo.
When the lower plating is not considered as a strength member of the hatch cover, the thickness of
the lower plating will be specially considered.
9.5 Net Scantlings of Secondary Stiffeners (1 July 2016)

The net section modulus Z and net shear area As of uniformly loaded hatch cover stiffeners constrained at
both ends must not be less than:
104
Z= ss  2s p cm3, for design load according to 3-2-15/3.3
Y
2793
= ss  2s p in3
Y
93 2
Z= ss  s p cm3, for design loads according to 3-2-15/9.9.1
Y
2498
= ss  2s p in3
Y
10.8s  p
As = s s cm2 , for design load according to 3-2-15/3.3
Y
2418ss  s p
= in2
Y
9.6 s  p
As = s s cm2 , for design load according to 3-2-15/9.9.1
Y
2149ss  s p
= in2
Y

where
s = secondary stiffener span, to be taken as the spacing of primary supporting members
or the distance between a primary supporting member and the edge support, in m (ft)
ss = secondary stiffener spacing in m (ft)
p is as defined in 3-2-15/9.3
For secondary stiffeners of lower plating of double skin hatch covers, requirements mentioned above are
not applied due to the absence of lateral loads.
The net thickness, in mm (in.), of the stiffener (except u-beams/trapeze stiffeners) web is to be taken not
less than 4 mm (0.16 in.).
The net section modulus of the secondary stiffeners is to be determined based on an attached plate width
assumed equal to the stiffener spacing.
For flat bar secondary stiffeners and buckling stiffeners, the ratio h/tw is to be not greater than following
equation:
h
≤ 15k0.5
tw
where
h = height of the stiffener, in m (ft)
tw = net thickness of the stiffener, in m (ft)
k = 235/Y (23.963/Y, 34084/Y)
Stiffeners parallel to primary supporting members and arranged within the effective breadth according to
3-2-15/9.15.1 must be continuous at crossing primary supporting member and may be regarded for calculating
the cross sectional properties of primary supporting members. It is to be verified that the combined stress
of those stiffeners induced by the bending of primary supporting members and lateral pressures does not exceed
the permissible stresses according to 3-2-15/9.1.1. The requirements of this paragraph are not applied to
stiffeners of lower plating of double skin hatch covers if the lower plating is not considered as strength member.
For hatch cover stiffeners under compression sufficient safety against lateral and torsional buckling according
to 3-2-15/9.17.3 is to be verified.
For hatch covers subject to wheel loading or point loads stiffener scantlings are to be determined using the
permissible stresses according to 3-2-15/9.1.1.
9.9 Cargo Loads (1 July 2016)

9.9.1 Distributed Loads
The load on hatch covers due to distributed cargo loads pL resulting from heave and pitch (i.e.,
ship in the upright condition) is to be determined according to the following formula:
pL = pC(1 + aa) kN/m2 (tf/m2, Ltf/ft2)
where
pC = uniform cargo load, in kN/m2 (tf/m2, Ltf/ft2)
aa = vertical acceleration addition
= FDmD

v0
FD = 0.11
eH L
x′ x′
mD = m0 – 5(m0 – 1) for 0 ≤ ≤ 0.2
L L
x′
= 1.0 for 0.2 < ≤ 0.7
L
m0 + 1  x ′  x′
= 1+  − 0.7 for 0.7 < ≤ 1.0
0.3  L  L
m0 = 1.5 + F
v0 = maximum speed at summer load line draft, in knots. v0 is not to be taken less
than e H L
eH = 1 (1,0.3048)
x' = distance between the transverse coaming or hatch cover skirt plate
considered and aft end of the length L, in m (ft)
L is as defined in 3-1-1/3.1.
9.9.2 Point Loads
The load due to a concentrated force PS, except for container load, resulting from heave and pitch
(i.e., ship in the upright condition) is to be determined as follows:
PP = PS(1 + aa) kN (tf, Ltf)
where
PS = single force, in kN (tf, Ltf)
aa is as defined in 3-2-15/9.9.1.
9.11 Container Loads (1 July 2016)

9.11.1 General
Where containers are stowed on hatch covers the load applied at each corner of a container stack
and resulting from heave and pitch (i.e., ship in the upright condition) is to be determined as follows:
M
P= ⋅ (1 + aa) kN (tf, Ltf)
4
where
M = maximum designed weight of container stack in kN (tf, Ltf)
The loads applied at each corner of a container stack resulting from heave, pitch, and the vessel’s
rolling motion are to be considered are to be determined as follows, see also 3-2-15/Figure 4:
 
⋅ (1 + aa ) ⋅  0.45 − 0.42 m
M h
Az =  kN (tf, Ltf)
2  fP 
 h 
⋅ (1 + a a ) ⋅  0.45 + 0.42 m
M
Bz =  kN (tf, Ltf)
2  fP 
By = 0.24465M kN (tf, Ltf)

where
Az, Bz = support forces in z-direction at the forward and aft stack corners
By = support force in y-direction at the forward and aft stack corners
M = maximum designed weight of container stack, in kN (tf, Ltf)
hm = designed height of center of gravity of stack above hatch cover top, in m (ft),
may be calculated as weighted mean value of the stack, where the center of
gravity of each tier is taken to be located at the center of each container
fP = distance between foot points, in m (ft)
When strength of the hatch cover structure is assessed by grillage analysis according to 3-2-15/9.15,
hm and zi need to be taken above the hatch cover supports. Force By does not need to be considered
in this case.
Values of Az and Bz applied for the assessment of hatch cover strength are to be shown in the
drawings of the hatch covers.
It is recommended that container loads as calculated above are considered as limit for foot point
loads of container stacks in the calculations of cargo securing (container lashing).
In the case of mixed stowage (20-foot and 40-foot container combined stack), the foot point forces
at the fore and aft end of the hatch cover are not to be higher than resulting from the design stack
weight for 40- foot containers, and the foot point forces at the middle of the cover are not to be
higher than resulting from the design stack weight for 20-foot containers.
FIGURE 4
Forces due to Container Loads (1 July 2012)
hm M
Az By
Bz
fP
9.11.2 Load Cases with Partial Loading

The load cases contained in 3-2-15/9.11.1 are also to be considered for partial non homogeneous
loading which may occur in practice (e.g., where specified container stack places are empty). For
each hatch cover, the heel directions, as shown in 3-2-15/Figure 5, are to be considered.
The load case “partial loading of container hatch covers” can be evaluated using a simplified approach,
where the hatch cover is loaded without the outermost stacks that are located completely on the
hatch cover. If there are additional stacks that are supported partially by the hatch cover and partially by
container stanchions then the loads from these stacks are also to be neglected, see 3-2-15/Figure 5.
In addition, the case where only the stack places supported partially by the hatch cover and partially by
container stanchions are left empty is to be assessed in order to consider the maximum loads in the
vertical hatch cover supports.

Depending on the specific loading arrangements it may be necessary to consider additional partial
load cases where more or different container stacks are left empty.

FIGURE 5
Partial Loading of a Container Hatch Cover (1 July 2016)
Heel Direction
Hatch covers supported by the

longitudinal hatch coaming with
all container stacks located
completely on the hatch cover
Hatch covers supported by the

longitudinal hatch coaming with
the outermost container stack
supported partially by the hatch
cover and partially by container
stanchions
Hatch covers not supported by

the longitudinal hatch coaming
(center hatch covers)

9.15 Strength Calculations (1 July 2016)

Strength calculation for hatch covers may be carried out by either, grillage analysis or FEM. Double skin hatch
covers or hatch covers with box girders are to be assessed using FEM, see 3-2-15/9.15.2.
9.15.1 Effective Cross-sectional Properties for Calculation by Grillage Analysis
Cross-sectional properties are to be determined considering the effective breadth. Cross sectional
areas of secondary stiffeners parallel to the primary supporting member under consideration within
the effective breadth can be included, see 3-2-15/Figure 7.
The effective breadth of plating em of primary supporting members is to be determined according
to 3-2-15/Table 2, considering the type of loading. Special calculations may be required for
determining the effective breadth of one-sided or non-symmetrical flanges.
The effective cross sectional area of plates is not to be less than the cross sectional area of the face
plate.
For flange plates under compression with secondary stiffeners perpendicular to the web of the primary
supporting member, the effective width is to be determined according to 3-2-15/9.17.3(b).
(3-2-15/Table 2 remains unchanged.)
9.15.2 General Requirements for FEM Calculations

For strength calculations of hatch covers by means of finite elements, the cover geometry shall be
idealized as realistically as possible. Element size must be appropriate to account for effective breadth.
In no case element width shall be larger than stiffener spacing. In way of force transfer points and
cutouts the mesh has to be refined where applicable. The ratio of element length to width shall not
exceed 4.
The element height of webs of primary supporting member must not exceed one-third of the web
height. Stiffeners, supporting plates against pressure loads, have to be included in the idealization.
Stiffeners may be modeled by using shell elements, plane stress elements or beam elements. Buckling
stiffeners may be disregarded for the stress calculation.
9.17 Buckling Strength of Hatch Cover Structures

9.17.3 Strength of Partial and Total Fields of Hatch Covers
(Revise Item 3-2-15/9.17.3(a), as follows:)
9.17.3(a) Longitudinal and Transverse Secondary Stiffeners (1 July 2016). It is to be demonstrated
that the continuous longitudinal and transverse stiffeners of partial and total plate fields comply
with the conditions set out in 3-2-15/9.17.3(c) through 3-2-15/9.17.3(d).
For u-type stiffeners, the proof of torsional buckling strength according to 3-2-15/9.17.3(d) can be
omitted.
Single-side welding is not permitted to use for secondary stiffeners except for u-stiffeners.

9.21 Hatch Coaming Strength Criteria

9.21.2 Net Scantlings of Secondary Stiffeners of Coamings (1 July 2016)
(Preceding text remains unchanged.)
For sniped stiffeners of coaming at hatch corners section modulus and shear area at the fixed support
have to be increased by 35%. The gross thickness of the coaming plate at the sniped stiffener end
shall not be less than:
p H s ( − 0.5 s )
t = 19.6 mm
Y
p H s ( − 0.5 s )
=29.32 in.
Y
where
s is as defined in 3-2-15/9.3.
pH is as defined in 3-2-15/3.5.
Y is as defined in 3-2-15/9.1.1.

9.21.3 Coaming Stays (1 July 2016)
Coaming stays are to be designed for the loads transmitted through them and permissible stresses
according to 3-2-15/9.1.1.
9.21.3(a) Coaming Stay Section Modulus. At the connection with deck, the net section modulus Z,
in cm3 (in3) of the coaming stays designed as beams with flange (as shown in 3-2-15/Figure 10 a and b)
shall not be less than:
526
Z= es hs2 pH cm3
Y
14138
= es hs2 pH in3
Y
where
es = spacing of coaming stays, in m (ft)
hs = height of coaming stays of coamings where hs < 1.6 m (5.25 ft), in m (ft)
Coaming stays are to be supported by appropriate substructures. Face plates may only be included
in the calculation if an appropriate substructure is provided and welding ensures an adequate joint.
9.21.3(b) Web Thickness of Coaming Stays. At the connection with deck, the gross thickness tw,
in mm (in.), of the coaming stays designed as beams with flange (as shown in 3-2-15/Figure 10 a
and b) shall not be less than:
2 es hs p H
tw = ⋅ + t s mm
Y hw
373.34 e s hs p H
= ⋅ + t s in.
Y hw

where
hw = web height of coaming stay at its lower end, in m (ft)
ts = corrosion addition according to 3-2-15/9.25, in mm (in.)
es and hs are as defined in 3-2-15/9.21.3(a).
For other designs of coaming stays, such as those shown in 3-2-15/Figure 10 c and d, the stresses
are to be determined through a grillage analysis or FEM. The calculated stresses are to comply
with the permissible stresses according to 3-2-15/9.1.1.
Webs are to be connected to the deck by fillet welds on both sides with a fillet weld throat thickness
of at least 0.44tw.

FIGURE 10
Examples for Typical Coaming Stay Configurations (1 July 2016)
a b c d
(Renumber existing 3-2-15/Figures 10 through 3-2-15/Figure 13 as 3-2-15/Figure 11 through 3-2-15/Figure 14.)
9.21.3(c) Coaming Stays Under Friction Load. For coaming stays, which transfer friction forces
at hatch cover supports, fatigue strength is to be considered in the design.
9.21.4 Further Requirements for Hatch Coamings

(Revise Item 3-2-15/9.21.4(d), as follows:)
9.21.4(d) Extend of Coaming Plates (1 July 2016). Coaming plates are to extend to the lower
edge of the deck beams or hatch side girders are to be fitted that extend to the lower edge of the
deck beams. Extended coaming plates and hatch side girders are to be flanged or fitted with face
bars or half-round bars. 3-2-15/Figure 11 gives an example.


FIGURE 11
Example for Arrangement of Coaming Plates (1 July 2016)
Hatch coaming
Hatch side girder
Deck beam
9.23 Closing Arrangements

9.23.1 Securing Devices
(Revise Item 3-2-15/9.23.1(e), as follows:)
9.23.1(e) Anti Lifting Devices (1 July 2016). The securing devices of hatch covers, on which
cargo is to be lashed, are to be designed for the lifting forces resulting from loads according to
3-2.15/9.11, see 3-2-15/Figure 12. Unsymmetrical loadings, which may occur in practice, are to be
considered. Under these loadings the equivalent stress in the securing devices is not to exceed:
42
σV = N/mm2
k
42.08
= kgf/mm2
k
50.41
= psi
k
where k is as defined in 3-2-15/9.23.1(d).
The partial load cases given in 3-2-15/Figure 5 may not cover all unsymmetrical loadings, critical
for hatch cover lifting.
9.23.2 Hatch Cover Supports, Stoppers and Supporting Structures

9.23.2(a) Horizontal Mass Forces (1 July 2016). For the design of hatch cover supports the
horizontal mass force is to be calculated:
Fh = mhah N
= 0.102mhah kgf
= 0.031mhah lbf

where
ahX = 0.2g in longitudinal direction, in m/s2 (ft/s2)
ahY = 0.5g in transverse direction, in m/s2 (ft/s2)

mh = sum of mass of cargo lashed on the hatch cover and mass of hatch cover, in
kg (lb)
g as defined in 3-5-1/11.3.2.
The accelerations in longitudinal direction and in transverse direction do not need to be considered
as acting simultaneously.
(Revise Item 3-2-15/9.23.2(b), as follows:)

9.23.2(b) Hatch Cover Supports (1 July 2016). For the transmission of the support forces resulting
from the load cases specified in 3-2-15/3.3 through 3-2-15/3.5 and 3-2-15/9.9, and of the horizontal
mass forces specified in 3-2-15/9.23.2(a), supports are to be provided which are to be designed
such that the nominal surface pressures in general do not exceed the following values:
pnmax = dh pn N/mm2 (kgf/mm2, psi)
where
dh = 3.75 – 0.015L where L in m
= 3.75 – 0.004572L where L in ft
dhmax = 3.0
dhmin = 1.0 in general
= 2.0 for partial loading conditions, see 3-2-15/9.11.1
pn = see 3-2-15/Table 7
For metallic supporting surfaces not subjected to relative displacements the nominal surface pressure
applies:
pnmax = 3pn N/mm2 (kgf/mm2, psi)
When the maker of vertical hatch cover support material can provide proof that the material is
sufficient for the increased surface pressure, not only statically but under dynamic conditions including
relative motion for adequate number of cycles, permissible nominal surface pressure may be
relaxed at the discretion. However, realistic long term distribution of spectra for vertical loads and
relative horizontal motion are subject to approval.
Drawings of the supports must be submitted. In the drawings of supports the permitted maximum
pressure given by the material manufacturer must be specified.
(3-2-15/Table 5 remains unchanged.)
Where large relative displacements of the supporting surfaces are to be expected, the use of material
having low wear and frictional properties is recommended.
The substructures of the supports must be of such a design that a uniform pressure distribution is
achieved.
Irrespective of the arrangement of stoppers, the supports must be able to transmit the following
force Psh in the longitudinal and transverse direction:

PsV
Psh = α ⋅
dh
where
PsV = vertical supporting force
α is as defined in 3-5-1/11.3.2.
For non-metallic, low-friction support materials on steel, the friction coefficient may be reduced
but not to be less than 0.35.
Supports as well as the adjacent structures and substructures are to be designed such that the
permissible stresses according to 3-2-15/9.1.1 are not exceeded.
For substructures and adjacent structures of supports subjected to horizontal forces Psh, fatigue
strength is to be considered in the design.
9.25 Corrosion Addition and Steel Renewal

9.25.2 Steel Renewal (1 July 2016)
Steel renewal is required where the gauged thickness is less than tnet + 0.5 mm (tnet + 0.02 in.) for
• Single skin hatch covers,

• The plating of double skin hatch covers, and
• Coaming structures the corrosion additions tS of which are provided in 3-2-15/Table 8.
Where the gauged thickness is within the range tnet + 0.5 mm (tnet + 0.02 in.) and tnet + 1.0 mm
(tnet + 0.04 in.), coating (applied in accordance with the coating manufacturer’s requirements) or
annual gauging may be adopted as an alternative to steel renewal. Coating is to be maintained in
condition with only minor spot rusting.
For the internal structure of double skin hatch covers, thickness gauging is required when hatch
cover top or bottom plating renewal is to be carried out, or when this is deemed necessary , on the
basis of the plating corrosion or deformation condition. In these cases, steel renewal for the
internal structures is required where the gauged thickness is less than tnet mm (in.).
For corrosion addition tS = 1.0 mm (0.04 in.) the thickness for steel renewal is tnet mm (in.) and the
thickness for coating or annual gauging is when gauged thickness is between tnet mm (in.) and
tnet + 0.5 mm (tnet + 0.02 in.).

PART 4 VESSEL SYSTEMS AND MACHINERY

CHAPTER 2 PRIME MOVERS
SECTION 1 DIESEL ENGINES
13 Testing, Inspection and Certification of Diesel Engines
13.6 Manufacturer’s Quality Control (2002)

13.6.1 Quality Plan (1 July 2016)
Prior to commencement of construction, the manufacturer is to submit to the Surveyor a quality
plan setting out the quality control that it plans to perform on, but not limited to the following:
− issuance of material specifications for − welding defect tracking

purchasing
− NDT written procedures and
− receiving inspection of materials qualification documentation
− receiving inspection of finished − NDT plan
components and parts
− casting and weld defect resolutions
− dimensional and functional checks on
− assembly and fit specifications
finished components and parts
− subassembly inspection: alignment and
− edge preparation and fit-up tolerances
dimension checks, functional tests
− welding procedure qualification
− testing of safety devices
− welder qualification
− hydrostatic testing plan
− Weld inspection plan
− engine test plan
i) The engine manufacturer is to have a quality control system that is suitable for the actual
engine types to be certified by the ABS. The quality control system is also to apply to any
sub-suppliers. The ABS reserves the right to review the system or parts thereof. Materials
and components are to be produced in compliance with all the applicable production and
quality instructions specified by the engine manufacturer. The ABS requires that certain
parts are verified and documented by means of Society Certificate (SC), Work Certificate
(W) or Test Report (TR).
ii) Society Certificate (SC). This is a document issued by the ABS stating:
• Conformity with Rule requirements.
• That the tests and inspections have been carried out on the certified product itself, or
on samples taken from the certified product itself.
• That the inspection and tests were performed in the presence of the Surveyor or in
accordance with special agreements (i.e., ACS).
iii) Work’s Certificate (W). This is a document signed by the manufacturer stating:
• Conformity with requirements.
• That the tests and inspections have been carried out on the certified product itself, or
on samples taken from the raw material, used for the product to be certified.
• That the tests were witnessed and signed by a qualified representative of the applicable
department of the manufacturer.

A Work’s Certificate may be considered equivalent to the ABS Certificate and endorsed
by the ABS under the following cases:
• The test was witnessed by the ABS Surveyor; or
• An Alternative Certification Scheme (ACS) agreement is in place between the ABS
and the manufacturer or material supplier; or
• The Work’s certificate is supported by tests carried out by an accredited third party
that is accepted by the ABS and independent from the manufacturer and/or material
supplier.
iv) Test Report (TR). This is a document signed by the manufacturer stating:
• Conformity with requirements.
• That the tests and inspections have been carried out on samples from the current
production.
v) The documents above are used for product documentation as well as for documentation of
single inspections such as crack detection, dimensional check, etc. If agreed to by the
ABS, the documentation of single tests and inspections may also be arranged by filling in
results on a control sheet following the component through the production.
vi) The Surveyor is to review the TR and W for compliance with the agreed or approved
specifications. SC means that the Surveyor also witnesses the testing, batch or individual,
unless an ACS provides other arrangements.
vii) The manufacturer is not exempted from responsibility for any relevant tests and inspections
of those parts for which documentation is not explicitly requested by the ABS.
Manufacturing works is to be equipped in such a way that all materials and components
can be consistently produced to the required standard. This includes production and assembly
lines, machining units, special tools and devices, assembly and testing rigs as well as all
lifting and transportation devices.
13.7 Type Tests of Diesel Engines

13.7.1 Application (1 July 2016)
Each new type of diesel engine, as defined in 4-2-1/13.7.2, is to be type tested under the conditions
specified in 4-2-1/13.7, except that mass-produced engines intended to be certified by quality assurance
may be type tested in accordance with 4-2-1/13.11. The testing of the engine for the purpose of
determining the rated power and 110% power is to be conducted at the ambient reference conditions
given in 4-2-1/1.7 of the Rules, or power corrections are to be made. A type test carried out for a type
of engine at any place of manufacture will be accepted for all engines of the same type built by
licensees and licensers. A type test carried out on one engine having a given number of cylinders will
be accepted for all engines of the same type having a different number of cylinders. However, a
type test of an in-line engine may not always cover the V-version. Subject to the ABS discretion,
separate type tests may be required for the V-version (a type test of a V-engine covers the in-line
engines, unless the bmep is higher). Items such as axial crankshaft vibration, torsional vibration in
camshaft drives, and crankshafts, etc. may vary considerably with the number of cylinders and
may influence the choice of engine to be selected for type testing.
The type testing is to be arranged to represent typical foreseen service load profiles, as specified
by the engine builder, as well as to cover for required margins due to fatigue scatter and reasonably
foreseen in-service deterioration. This applies to:
i) Parts subjected to high cycle fatigue (HCF) such as connecting rods, cams, rollers and spring
tuned dampers where higher stresses may be provided by means of elevated injection
pressure, cylinder maximum pressure, etc.

ii) Parts subjected to low cycle fatigue (LCF) such as “hot” parts when load profiles such as
idle - full load - idle (with steep ramps) are frequently used
iii) Operation of the engine at limits as defined by its specified alarm system, such as running
at maximum permissible power with the lowest permissible oil pressure and/or highest
permissible oil inlet temperature.
Where a previously approved engine of the conventional type (i.e., non-electronically controlled)
is modified to be an electronically controlled engine, the requirement to conduct those tests
specified in 4-2-1/13.7 which were already conducted as part of the conventional engine approval
and for which it can be shown that the results would not be impacted due to the addition of the
electronic controls, may be subject to special consideration.

13.7.2 Engine Type Definition (1 July 2016)
For purposes of type tests, a diesel engine “type”, as specified by the manufacturer’s type designation,
is to be defined by:
• The working cycle (2-stroke, 4-stroke)
• The cylinder arrangement (in-line, vee)
• The rated power per cylinder at rated speed and mean effective pressure, see 4-2-1/13.7.3
• The kind of fuel (liquid, dual fuel, gaseous)
• The method of fuel injection (direct or indirect)
• The valve and injection operation (by cams or electronically controlled)
• The cylinder bore
• The stroke
• The scavenging system (naturally aspirated or supercharged)
• The supercharging system (constant or pulsating pressure)
• The charged air cooling system (provided with intercooler or not, number of cooling stages)
Engines may be considered the same type if they do not differ from any of the above items.

13.7.3 Increase in Rated Power (1 July 2016)
The engine is type approved up to the tested ratings and pressures (100% corresponding to MCR).
Provided documentary evidence of successful service experience with the classified rating of 100%
is submitted, an increase (if approved based on crankshaft calculation and crankshaft drawings)
may be permitted without a new type test if the increase from the type tested engine is within:
i) 5% of the maximum combustion pressure, or
ii) 5% of the mean effective pressure, or
iii) 5% of the rpm.
Provided maximum power is not increased by more than 10%, an increase of maximum approved
power may be permitted without a new type test provided engineering analysis and evidence of
successful service experience in similar field applications or documentation of internal testing are
submitted if the increase from the type tested engine is within:
iv) 10% of the maximum combustion pressure, or

v) 10% of the mean effective pressure, or

vi) 10% of the rpm.

13.7.4 Type Tests (1 July 2016)
Each type test is subdivided into three stages:
• Stage A: manufacturer’s tests; This includes some of the testing made during the engine
development, function testing, and collection of measured parameters and records of testing
hours. The results of testing required by ABS or stipulated by the designer are to be presented
to the ABS before starting stage B.
• Stage B: type assessment tests to be conducted in the presence of a Surveyor;
• Stage C: component inspection after the test by a Surveyor.
The complete type testing program is subject to approval by the ABS. The extent the Surveyor’s
attendance is to be agreed in each case, but at least during stage B and C. Testing prior to the
witnessed type testing (stage B and C), is also considered as a part of the complete type testing
program. Upon completion of the type testing (stage A through C), a type test report is to be
submitted to ABS for review. The type test report is to contain:
i) Overall description of tests performed during stage A. Records are to be kept by the
builders QA management for presentation to ABS;
ii) Detailed description of the load and functional tests conducted during stage B;
iii) Inspection results from stage C.
The type testing is to substantiate the capability of the design and its suitability for the intended
operation. Special testing such as LCF and endurance testing will normally be conducted during
stage A.
High speed engines for marine use are normally to be subjected to an endurance test of 100 hours
at full load. Omission or simplification of the type test may be considered for the type approval of
engines with long service experience from non-marine fields or for the extension of type approval
of engines of a well-known type, in excess of the limits given in this section.
Propulsion engines for high speed vessels that may be used for frequent load changes from idle to
full are normally to be tested with at least 500 cycles (idle - full load - idle) using the steepest load
ramp that the control system (or operation manual if not automatically controlled) permits. The
duration at each end is to be sufficient for reaching stable temperatures of the hot parts.
These stages are described in details as follows.
13.7.4(a) Stage A: manufacturer’s tests. The manufacturer is to carry out functional tests in order
to collect and record the engine’s operating data. During these tests, the engine is to be operated at
the load points specified by the engine manufacturer and the pertinent operating values are to be
recorded. The load points may be selected according to the range of applications.
The tests are to include the normal and the emergency operating modes as specified below:
i) Normal operating mode.
The load points 25%, 50%, 75%, 100% and 110% of the rated power for continuous
operation:
• Along the nominal (theoretical) propeller curve and at constant rated speed for propulsion
engines [if applicable mode of operation (i.e., driving controllable pitch propellers)];
• At constant rated speed for engines intended to drive electric generators including a
test at no load and rated speed;

The limit points of the permissible operating range, as defined by the engine manufacturer.
For high speed engines, the 100 hr full load test and the low cycle fatigue test apply as
required in connection with the design assessment.
Specific tests of parts of the engine stipulated by the designer.
ii) Emergency operating mode. The manufacturer’s test for turbocharged engines is to include
the determination of the maximum achievable continuous power output in the following
cases of simulated turbocharger damage:
• Engines with one turbocharger: with the rotor blocked or removed;
• Engines with two or more turbochargers: with one turbocharger shut off.
13.7.4(b) Stage B: type tests to be witnessed by the Surveyor. The engine is to be operated at the
load points shown in 4-2-1/Figure 8. The data measured and recorded at each load point is to
include all necessary parameters for the engine operation.
i) The operating time per load point depends on the engine size (achievement of steady-state
condition) and on the time for collection of the operating values. For 4-2-1/13.7.4(b)i)
below, an operating time of two hours is required and two sets of readings are to be taken
at a minimum interval of one hour. For 4-2-1/13.7.4(b)ii) through 4-2-1/13.7.4(b)vi)
below, the operating time per load point is not to be less than 30 minutes.
a) Rated power, i.e., 100% output at 100% torque and 100% speed corresponding to
load point 1.
b) 100% power at maximum permissible speed corresponding to load point 2.
c) Maximum permissible torque (at least and normally 110%) at 100% speed
corresponding to load point 3; or maximum permissible power (at least and normally
110%) and 103.2% speed according to nominal propeller curve corresponding to
load point 3a. Load point 3a applies to engines only driving fixed pitch propellers
or water jets. Load point 3 applies to all other purposes. Load point 3 (or 3a as
applicable) is to be replaced with a load that corresponds to the specified overload
and duration approved for intermittent use. This applies where such overload
rating exceeds 110% of MCR. Where the approved intermittent overload rating is
less than 110% of MCR, subject overload rating has to replace the load point at
100% of MCR. In such case the load point at 110% of MCR remains.
d) Minimum permissible speed at 100% torque corresponding to load point 4.
e) Minimum permissible speed at 90% torque corresponding to load point 5.
f) Part load operation, e.g., 75%, 50%, 25% of maximum continuous rated power and
speed according to the nominal propeller curve (i.e., 90.8%, 79.3% and 62.9% speed)
corresponding to point 6, 7 and 8, or at constant rated speed setting corresponding
to points 9, 10 and 11, depending on the intended application of the engine.
g) Crosshead engines not restricted for use with C.P. propellers are to be tested with
no load at the associated maximum permissible engine speed.
ii) For turbocharged engines, maximum achievable power when operating along the nominal
propeller curve and when operating with constant governor setting for rated speed under
the following conditions:
a) Engines equipped with one turbocharger: with the rotor blocked or removed,
b) Engines equipped with two or more turbochargers: with one turbocharger shut off.
Engines intended for single propulsion with a fixed pitch propeller are to be able
to run continuously at a speed (rpm) of 40% of full speed along the theoretical
propeller curve when one turbocharger is out of operation.

iii) Functional tests are to be performed for the following:

a) The lowest engine speed according to the nominal propeller curve
b) The engine starting and reversing appliances, where applicable for the purpose of
determining the minimum air pressure and the consumption for a start.
c) The speed governor
d) The safety system, particularly for overspeed and low lubricating oil pressure
e) Integration Test (2009): For electronically controlled diesel engines, integration
tests are to verify that the response of the complete mechanical, hydraulic and
electronic system is as predicted for all intended operational modes. The scope of
these tests is to be determined based on the FMEA as required in Appendix 4-2-1A1
of the Rules.
iv) Verification of compliance with requirements for jacketing of high-pressure fuel oil lines,
screening of pipe connections in piping containing flammable liquids and insulation of hot
surfaces:
a) The engine is to be inspected for jacketing of high-pressure fuel oil lines, including
the system for the detection of leakage, and proper screening of pipe connections
in piping containing flammable liquids.
b) Proper insulation of hot surfaces is to be verified while running the engine at 100%
load, alternatively at the overload approved for intermittent use. Readings of surface
temperatures are to be done by use of Infrared Thermoscanning Equipment.
Equivalent measurement equipment may be used when so approved by ABS.
Readings obtained are to be randomly verified by use of contact thermometers.
13.7.4(c) Stage C: component inspection by the Surveyor. The crankshaft deflections are to be
measured in the specified (by designer) condition (except for engines where no specification exists).
High speed engines for marine use are normally to be stripped down for a complete inspection after
the type test. For all the other engines, after the test run, the following components of one cylinder
for in-line and of two cylinders for V-engines are to be presented for the Surveyor’s inspection
(engines with long service experience from non-marine fields can have a reduced extent of opening):
• Piston removed and dismantled
• Crosshead bearing, dismantled
• Guide planes
• Connecting rod bearings (big and small end, special attention to serrations and fretting on
contact surfaces with the bearing backsides) and main bearing, dismantled
• Cylinder liner in the installed condition
• Cylinder head, valves disassembled
• Control gear or chain, camshaft and crankcase with opened covers (the engine must be turnable
by turning gear for this inspection)
For V-engines, the cylinder units are to be selected from both cylinder banks and different crank
throws.
Further dismantling of the engine may be required by and at the discretion of the Surveyor.
13.7.4(d) De-rated Engine. If an engine has been design approved, and internal testing per Stage
A is documented to a rating higher than the one type tested, the Type Approval may be extended
to the increased power/mep/rpm upon submission of an Extended Delivery Test Report at:
i) Test at over speed (only if nominal speed has increased)
ii) Rated power, (i.e. 100% output at 100% torque and 100% speed corresponding to load
point 1., 2 measurements with one running hour in between

iii) Maximum permissible torque (normally 110%) at 100% speed corresponding to load
point 3 or maximum permissible power (normally 110%) and speed according to nominal
propeller curve corresponding to load point 3a., 1/2 hour
iv) 100% power at maximum permissible speed corresponding to load point 21/2 hour
13.7.4(e) Integration Test. An integration test demonstrating that the response of the complete
mechanical, hydraulic and electronic system is as predicted maybe carried out for acceptance of
subsystems (Turbocharger, Engine Control System, Dual Fuel, Exhaust Gas treatment…) separately
approved. The scope of these tests is to be proposed by the designer/licensor taking into account
of impact on engine.
13.7.4(f) Measurements and Recordings. During all testing the ambient conditions (air temperature,
air pressure and humidity) are to be recorded.-As a minimum, the following engine data are to be
measured and recorded:
i) Engine rpm
ii) Torque
iii) Maximum combustion pressure for each cylinder*
iv) Mean indicated pressure for each cylinder*
v) Charging air pressure and temperature
vi) Exhaust gas temperature
vii) Fuel rack position or similar parameter related to engine load
viii) Turbocharger speed
ix) All engine parameters that are required for control and monitoring for the intended use
(propulsion, auxiliary, emergency). Refer to 4-2-1/13.11.4
* Note: For engines where the standard production cylinder heads are not designed for such measurements, a
special cylinder head made for this purpose may be used. In such a case, the measurements may be carried
out as part of Stage A and are to be properly documented. Where deemed necessary (e.g., for dual fuel
engines), the measurement of maximum combustion pressure and mean indicated pressure may be
carried out by indirect means, provided the reliability of the method is documented. Calibration records
for the instrumentation used to collect data as listed above are to be presented to and reviewed by the
attending Surveyor. Additional measurements may be required in connection with the design assessment.
13.7.4(g) Safety Precautions. Before any test run is carried out, all relevant equipment for the safety
of attending personnel is to be made available by the manufacturer/shipyard and is to be operational,
and its correct functioning is to be verified. This applies especially to crankcase explosive conditions
protection, but also over-speed protection and any other shut down function. The inspection for
jacketing of high-pressure fuel oil lines and proper screening of pipe connections is also to be
carried out before the test runs. Interlock test of turning gear is to be performed when installed.
13.9 Shop Tests of Internal Combustion, I.C. Engines (1 July 2016)

Before any test run is carried out, all required safety devices are to be installed by the manufacturer /
shipyard and are to be operational. This applies especially to crankcase explosive conditions protection, but
also to over-speed protection and any other shut down function. The overspeed protective device is to be
set to a value, which is not higher than the overspeed value that was demonstrated during the type test for
that engine. This set point is to be verified by the surveyor.

13.9.1 General
The operational data corresponding to each of the specified test load conditions are to be determined
and recorded and all results are to be compiled in an acceptance protocol to be issued by the engine
manufacturer. This also includes crankshaft deflections if considered necessary by the engine
designer. Calibration records for the instrumentation are to be presented to the attending Surveyor.
In each case, all measurements conducted at the various load points shall be carried out at steady
operating conditions. The readings for 100% power (rated power at rated speed) are to be taken
twice at an interval of at least 30 minutes.
13.9.1(a) Environmental Test Conditions. The following environmental test conditions are to be
recorded
i) Ambient air temperature
ii) Ambient air pressure
iii) Atmospheric humidity
13.9.1(b) Load Points. For each required load point, the following parameters are to be recorded:
i) Power and speed
ii) Fuel index (or equivalent reading)
iii) Maximum combustion pressures (only when the cylinder heads installed are designed for
such measurement)
iv) Exhaust gas temperature before turbine and from each cylinder (to the extent that
monitoring is required in this Section and in Section 4-2-2)
v) Charge air temperature
vi) Charge air pressure
vii) Turbocharger speed (to the extent that monitoring is required in Section 4-2-2)
Before any official testing, the engines shall be run-in as prescribed by the engine manufacturer.
Adequate test bed facilities for loads as required in this section are to be provided. All fluids used
for testing purposes such as fuel, lubrication oil and cooling water are to be suitable for the purpose
intended (e.g., they are to be clean, preheated if necessary and cause no harm to engine parts).
This applies to all fluids used temporarily or repeatedly for testing purposes only.
13.9.1(c) Inspections. Engines are to be inspected for:
i) Jacketing of high-pressure fuel oil lines including the system used for the detection of
leakage
ii) Screening of pipe connections in piping containing flammable liquids
iii) Insulation of hot surfaces by taking random temperature readings that are to be compared
with corresponding readings obtained during the type test. This shall be done while
running at the rated power of engine. Use of contact thermometers may be accepted at the
discretion of the attending Surveyor. If the insulation is modified subsequently to the
Type Approval Test, the ABS may request temperature measurements.
These inspections are normally to be made during the Shop trials by the manufacturer and the
attending surveyor, but at the discretion of the ABS parts of these inspections may be postponed to
the shipboard testing.
Test loads for various engine applications are given below. In addition, the scope of the trials may
be expanded depending on the engine application, service experience, or other relevant reasons.
Alternatives to the detailed tests may be agreed between the manufacturer and the ABS when the
overall scope of tests is found to be equivalent.

13.9.2 Engines Driving Propellers or Impellers Only

Main propulsion engines driving propellers are to be tested under the following conditions:
i) 100% of rated power (MCR) at rated engine speed (no), for at least 60 minutes
ii) 110% of rated power at an engine speed of n = 1.032no. Records to be taken after 15
minutes or after having reached steady conditions, whichever is shorter.
Note: Only required once for each different engine/turbocharger configuration.
iii) Approved intermittent overload (if applicable): testing for duration as agreed with the
manufacturer.
iv) 90%, 75%, 50% and 25% of rated power, in accordance with the nominal propeller curve
(the sequence to be selected by the engine manufacturer).
v) Starting and reversing maneuvers.
vi) After running on the test bed, the fuel delivery system of the engine is to be adjusted so
that the engine output is limited to the rated power and so that the engine cannot be
overloaded under service condition, unless intermittent overload power is approved by the
ABS. In that case, the fuel delivery system is to be blocked to that power.
vii) Testing of governor and independent overspeed protective device.
viii) Testing of shutdown device.
13.9.3 Engines Driving Generators Dedicated for Propulsion Motors
For engines intended for driving electric propulsion generators, the tests are to be performed at the
rated speed with a constant governor setting under the following conditions:
i) 100% rated power for at least 60 min.
ii) 110% of rated power for 15 min., after having reached steady conditions.
iii) After running on the test bed, the fuel delivery system of the engine is to be adjusted so
that an overload power of 110% of the rated power can be supplied. Due regard is to be
given to service conditions after installation on board and to the governor characteristics,
including the activation of generator protective devices. See also 4-2-1/7.5.1(b) for
governor characteristics associated with power management systems.
iv) 75%, 50% and 25% of rated power and idle run (the sequence to be selected by the engine
manufacturer).
v) Start-up tests.
vi) Testing of governor and independent overspeed protective device.
vii) Testing of shutdown device.
13.9.4 Engines Driving Generators for Auxiliary Purposes
Engines intended for driving vessel service generators and emergency generators, are to be tested
as specified in 4-2-1/13.9.2. After running on the test bed, the fuel delivery system of the engine
is to be adjusted so that an overload power of 110% of the rated power can be supplied. Due regard
is to be given to service conditions after installation on board and to the governor characteristics
including the activation of generator protective devices. See also 4-2-1/7.5.1(b) for governor
characteristics associated with power management systems.
13.9.5 Propulsion Engines also Driving Power Take Off (PTO) Generator
For propulsion engines driving a generator through a power take off the following tests are to be
performed:
i) 100% rated power at corresponding speed no for at least 60 min.
ii) 110% power at engine speed n0 for 15 min., after having reached steady conditions.

manufacturer.
iv) 90% (or normal continuous cruise power), 75%, 50% and 25% power in accordance with
the nominal propeller curve or at constant speed no, the sequence to be selected by the
engine manufacturer.
After running on the test bed, the fuel delivery system is to be adjusted so that full power plus a
margin for transient regulation can be given in service after installation onboard. The transient
overload capability is required so that the electrical protection of downstream system components
is activated before the engine stalls. This margin may be 10% of the engine power but at least 10%
of the PTO power.
13.9.6 Engines Driving Auxiliaries
For engines driving auxiliaries the following tests are to be performed:
i) 100% rated power at corresponding speed no for at least 30 min.
ii) 110% power at engine speed no for 15 min., after having reached steady conditions.
manufacturer.
iv) For variable speed engines, 75%, 50% and 25% power in accordance with the nominal
power consumption curve, the sequence to be selected by the engine manufacturer.
After running on the test bed, the fuel delivery system is normally to be so adjusted that overload
power cannot be delivered in service, unless intermittent overload power is approved. In that case,
the fuel delivery system is to be blocked to that power.
13.9.7 Turbocharger Matching with Engine
13.9.7(a) Compressor Chart. Turbochargers are to have a compressor characteristic that allows
the engine, for which it is intended, to operate without surging during all operating conditions and
also after extended periods in operation. For abnormal, but permissible, operation conditions, such
as misfiring and sudden load reduction, no continuous surging is to occur.
Surging means the phenomenon, which results in a high pitch vibration of an audible level or
explosion-like noise from the scavenger area of the engine.
Continuous surging means that surging happens repeatedly and not only once.
13.9.7(b) Surge Margin Verification. Turbochargers over 2500 kW used on propulsion engines
are to be checked for surge margins during the engine workshop testing as specified below. These
tests may be waived if successfully tested earlier on an identical configuration of engine and
turbocharger (including same nozzle rings).
13.9.7(c) 4-stroke Engines. For 4-stroke engines, the following is to be performed without indication
of surging:
i) With maximum continuous power and speed (= 100%), the speed is to be reduced with
constant torque (fuel index) down to 90% power.
ii) With 50% power at 80% speed (= propeller characteristic for fixed pitch), the speed is to
be reduced to 72% while keeping constant torque (fuel index).
13.9.7(d) 2-stroke Engines. For 2-stroke engines, the surge margin is to be demonstrated by at
least one of the following methods:
i) The engine working characteristic established at workshop testing of the engine is to be
plotted into the compressor chart of the turbocharger (established in a test rig). There is to
be at least 10% surge margin in the full load range (i.e., working flow is to be 10% above
the theoretical (mass) flow at surge limit (at no pressure fluctuations)).

ii) Sudden fuel cut-off to at least one cylinder is not to result in continuous surging and the
turbocharger is to be stabilized at the new load within 20 seconds. For applications with
more than one turbocharger the fuel is to be cut-off to the cylinders closest upstream to
each turbocharger. This test is to be performed at two different engine loads:
a) The maximum power permitted for one cylinder misfiring;
b) The engine load corresponding to a charge air pressure of about 0.6 bar (but without
auxiliary blowers running).
iii) No continuous surging and the turbocharger is to be stabilized at the new load within 20
seconds when the power is abruptly reduced from 100% to 50% of the maximum continuous
power.
13.9.8 Electronically Controlled Engines
For electronically controlled engines, integration tests are to be conducted. They are to verify that
the response of the complete mechanical, hydraulic and electronic system is as predicted for all
intended operational modes. The scope of these tests is to be determined based on those tests that
have been established for the type testing. If such tests are technically unfeasible at the works, these
tests may be conducted during sea trial. The scope of these tests is to be agreed with the ABS for
selected cases based on the FMEA required in this Section.
13.9.9 Inspection After Tests
After shop tests, engine components, randomly selected at the discretion of the Surveyor, are to be
presented for inspection. Where engine manufacturers require crankshaft deflection to be periodically
checked during service, the crankshaft deflection is to be measured at this time after the shop test
and results recorded for future reference.
13.11 Type Tests of Mass-produced Diesel Engines

13.11.1 Application (1 July 2016)
13.11.1(a) General. Each type of diesel engine mass produced (see 4-2-1/13.11.2) under the
accepted quality assurance program is to be type tested in accordance with the provisions of 4-2-
1/13.11. A type test carried out for a type of engine at a place of manufacture will be accepted for
all engines of the same type built by licensees and licensers. A type test carried out on one engine
having a given number of cylinders will qualify all engines of the same type having a different
number of cylinders. The type test is to be conducted in the presence of the Surveyor.
Consideration will be given to modification of the type test requirements for existing engine
designs which have proven reliability in service.
13.11.1(b) Alternative Certification Scheme (ACS). Mass produced diesel engines may be eligible
for certification under ACS program as outline in 1-1-A3/5.5.
13.13 Certification of Diesel Engine

13.13.1 General (1 July 2016)
Each diesel engine required to be approved and certified by 4-2-1/1.1 is:
i) To have a type approval certificate to be obtained by the engine designer. The process
details for obtaining a type approval certificate are in 4-2-1A1/4, and
ii) To have an engine certificate for a shipboard application. The process details for obtaining
the engine certificate are in 4-2-1A1/5.

15 Shipboard Trials of Diesel Engines (1 July 2016)

After the conclusion of the running-in program, diesel engines are to undergo shipboard trials in the
presence of a Surveyor, in accordance with the following procedure. Tests other than those listed below
may be required by statutory instruments (e.g., EEDI verification).
15.1 Engines Driving Fixed Pitch Propellers or Impellers

For main propulsion engines directly driving fixed pitch propellers or impellers, the following running tests
are to be carried out:
i) At rated engine speed (no) for at least 4 hours.
ii) At engine speed corresponding to the normal continuous cruising power for at least 2 hours.
iii) At engine speed n = 1.032no for 30 minutes (where engine adjustment permits).
iv) At minimum on-load speed (minimum engine speed to be determined).
v) Starting and reversing maneuvers.
vi) Testing of the monitoring and safety systems.
vii) At approved intermittent overload (if applicable): testing for duration as agreed with the manufacturer
During stopping tests according to Resolution MSC.137 (76), see 4-2-1/15.11 for additional requirements
in the case of a barred speed range.
15.3 Engines Driving Controllable Pitch Propellers

For main propulsion engines driving controllable pitch propellers or reversing gears, the tests as per
4-2-1/15.1 apply, as appropriate. In addition, controllable pitch propellers are to be tested with various
propeller pitches. With reverse pitch suitable for maneuvering, see 4-2-1/15.11 for additional requirements
in the case of a barred speed range.
15.5 Engines Driving Propulsion Generators, Main Power Supply Generators and/or
Emergency Generators
The running tests are to be carried out at the rated speed under the following conditions:
i) At 100% power (rated electrical power of generator) for at least 60 min.
ii) At 110% power (rated electrical power of generator) for at least 10 min.
Each engine is to be tested at 100% electrical power for at least 60 min and 110% of rated electrical power
of the generator for at least 10 min. This may, if possible, be done during the electrical propulsion plant
test, which is required to be tested with 100% propulsion power (i.e. total electric motor capacity for
propulsion) by distributing the power on as few generators as possible. The duration of this test is to be
sufficient to reach stable operating temperatures of all rotating machines or for at least 4 hours. When some
of the gen. set(s) cannot be tested due to insufficient time during the propulsion system test mentioned
above, those required tests are to be carried out separately.
iii) Demonstration of the generator prime movers’ and governors’ ability to handle load steps as
described in 4-2-1/7.5.
15.6 Propulsion Engines also Driving Power Take Off (PTO) Generator
The running tests are to be carried out at the rated speed, under the following conditions:
i) 100% engine power (MCR) at corresponding speed no for at least 4 hours.
ii) 100% propeller branch power at engine speed no (unless already covered in the above test) for 2 hours.
iii) 100% PTO branch power at engine speed no for at least 1 hour.

15.7 Engines Driving Auxiliaries

Engines driving auxiliaries are to be subjected to an operational test at 100% power (MCR) at corresponding
speed no for at least 30 min, and at approved intermittent overload (testing for duration as approved).
15.9 Engines Burning Residual Fuel Oil or Other Special Fuel Oils
The suitability of propulsion and auxiliary diesel engines to burn residual fuel oils or other special fuel oils,
where they are intended to burn such fuel oils in service, is to be demonstrated.
15.11 Torsional Vibration Barred Speed Range

Where torsional vibration analyses indicate that a torsional vibration critical is within the engine operating
speed range, the conduct of torsiograph tests and marking of the barred speed range, as appropriate, are to
be carried out in accordance with 4-3-2/11.3.1. See also 4-2-1/7.13.2.
Where a barred speed range (bsr) is required, passages through this bsr, both accelerating and decelerating,
are to be demonstrated. The times taken are to be recorded and are to be equal to or below those times stipulated
in the approved documentation, if any. This also includes when passing through the bsr in reverse rotational
direction, especially during the stopping test.
Notes:
1 Applies both for manual and automatic passing-through systems;
2 The ship’s draft and speed during all these demonstrations is to be recorded. In the case of a controllable
pitch propeller, the pitch is also to be recorded.
3 The engine is to be checked for stable running (steady fuel index) at both upper and lower borders of the
bsr. Steady fuel index means an oscillation range less than 5% of the effective stroke (idle to full index).
(Revise 4-2-1/1Table 1, as follows:)

TABLE 1
Required Material and Nondestructive Tests of Diesel Engine Parts(1) (1 July 2016)
Engine Part Material Nondestructive Tests & Inspections Visual Inspection and Component
Properties (2) Certificate
Magnetic Particle, Dimensional Visual Inspection Component
Liquid Penetrant, Inspection, (Surveyor) Certificate
or Similar Tests, Including Surface
Ultrasonic Tests Condition
Welded bedplate W(C+M) W(UT+CD) fit-up + post welding SC
Bearing transverse girders GS W(C+M) W(UT+CD) X SC
Welded frame box W(C+M) W(UT+CD) fit-up + post welding SC
Cylinder block GJL
(crosshead engines)
Cylinder block GJS
(crosshead engines)
Welded cylinder frames W(C+M) W(UT+CD) fit-up + post welding SC
(crosshead engines)
Engine block GJS W(M)
> 400 kW/cyl.
Cylinder liner W(C+M)
D >300 mm
Cylinder head GS W(C+M) W(UT+CD) X SC
D > 300 mm
Forged cylinder head W(C+M) W(UT+CD) X SC
D > 300 mm
Piston crown GS W(C+M) W(UT+CD) X SC
D > 400 mm
Forged piston crown W(C+M) W(UT+CD) X SC
D > 400 mm

Engine Part Material Nondestructive Tests & Inspections Visual Inspection and Component
Properties (2) Certificate
Magnetic Particle, Dimensional Visual Inspection Component
Liquid Penetrant, Inspection, (Surveyor) Certificate
or Similar Tests, Including Surface
Ultrasonic Tests Condition
Crankshaft: made in one piece SC(C+M) W(UT+CD) W Random, of fillets SC
and oil bores
Semi-built crankshaft As below As below As below As below SC
Crank throw SC(C+M) W(UT+CD) W Random, of fillets
and shrink fittings
Forged main journal and SC(C+M) W(UT+CD) W Random, of shrink
journals with flange fittings
Piston rod SC(C+M) W(UT+CD) Random SC
D > 400 mm CD again after
final machining
(grinding)
Cross head SC(C+M) W(UT+CD) Random SC
(crosshead engines) CD again after
final machining
(grinding and
polishing)
Connecting rod with cap SC(C+M) W(UT+CD) W Random, of all SC
surfaces, in particular
those shot peened
Coupling bolts for crankshaft SC(C+M) W(UT+CD) W Random, of SC
interference fit
Bolts and studs for main W(C+M) W(UT+CD)
bearings
D > 300 mm
Bolts and studs for cylinder W(C+M) W(UT+CD)
heads
D > 300 mm
Bolts and studs for connecting W(C+M) W(UT+CD) TR of thread
rods making
D > 300 mm
Tie rod W(C+M) W(UT+CD) TR of thread Random SC
(crosshead engines) making
High pressure fuel injection W(C+M)
pipes including common fuel
rail
D > 300 mm
High pressure common servo W(C+M)
oil system
D > 300 mm
Cooler, both sides W(C+M)
D > 300 mm
Accumulator of common rail W(C+M)
fuel or servo oil system
All engines with accumulators
with a capacity of > 0.5 l
Piping, pumps, actuators, etc., W(C+M)
for hydraulic drive of valves,
if applicable
> 800 kW/cyl.
Bearings for main, crosshead, TR(C) TR (UT for full W
and crankpin contact between
> 800 kW/cyl. basic material and
bearing metal)

Symbol Description:
C: chemical composition; CD: crack detection by MPI or DP; D: cylinder bore diameter (mm); GJL: gray cast iron; GJS: spheroidal
graphite cast iron; GS: cast steel; M: mechanical properties; SC: class certificate; TR: test report; UT: ultrasonic testing; W: work
certificate; X: visual examination of accessible surfaces by the Surveyor.
Notes:
1 For engines < 375 kW, see 4-2-1/3.3.3.
2 (1 July 2016) Material properties include chemical composition and mechanical properties, and also surface
treatment such as surface hardening (hardness, depth and extent), peening and rolling (extent and applied force).
(Revise 4-2-1/1Table 2, as follows:)

TABLE 2
Test Pressures for Parts of Internal-combustion Engines (1 July 2016)
Engine Part Test Pressure
(P = max. working pressure of engine part)
Engine block GJL 1.5P
> 400 kW/cyl
Cylinder cover, cooling space 7 bar (7 kgf/cm2, 100 psi)
Cylinder liner, over the whole length of cooling space(1) 7 bar (7 kgf/cm2, 100 psi)
Cylinder jacket, cooling space(1) 4 bar (4 kgf/cm2, 58 psi) but not less than 1.5P
Exhaust valve, cooling space 4 bar (4 kgf/cm2, 58 psi) but not less than 1.5P
Piston crown, cooling space, where the cooling space is sealed 7 bar (7 kgf/cm2, 100 psi)
by piston rod or by piston rod and skirt (test after assembly).
For forged piston crowns test methods other than pressure
testing may be used, e.g., nondestructive examination and
dimensional checks.
Fuel-injection system (pump body pressure side, injection 1.5P or P + 300 bar (P + 306 kgf/cm2, P + 4350 psi) whichever
valves –only for not autofretted – and pipes including common is less
fuel rail, for those that are not autofretted), D >300 mm, Test
Report for D ≤ 300 mm.
High pressure common servo oil system (D>300mm), high 1.5P
pressure piping, pumps, actuators etc. for hydraulic drive of
valves (> 800 kW/cyl.)
Accumulator > 0.5l of common rail fuel or servo oil system 1.5P
Scavenge-pump cylinder 4 bar (4 kgf/cm2, 58 psi)
Turbocharger, cooling space (see 4-2-2/11.1.3) 4 bar (4 kgf/cm2, 58 psi) but not less than 1.5P
Exhaust pipe, cooling space 4 bar (4 kgf/cm2, 58 psi) but not less than 1.5P
Engine-driven air compressor, (cylinders, covers, intercoolers 1.5P
and aftercoolers) air side
Engine-driven air compressor, (cylinders, covers, intercoolers 4 bar (4 kgf/cm2, 58 psi) but not less than 1.5P
and aftercoolers) water side
Coolers, each side (charge air coolers need only be tested on the 4 bar (4 kgf/cm2, 58 psi) but not less than 1.5P
water side)
Engine driven pumps (oil, water, fuel, bilge), > 800 kW/cyl. 4 bar (4 kgf/cm2, 58 psi) but not less than 1.5P
Independently driven pumps (oil, water, fuel) for engines with 1.5P, for certification of pumps; see 4-6-1/7.3.
bores >300 mm (11.8 in.)
Note:
1 (1 July 2016) Hydraulic testing is also required for those parts filled with cooling water and having the function of
containing the water which is in contact with the cylinder or cylinder liner (D > 300 mm).


SECTION 1 APPENDIX 1 – APPROVAL OF DIESEL ENGINES (1 July 2016)
(Revise Appendix 4-2-1A1, as follows:)
1 Scope
The documents necessary to approve a diesel engine design for conformance to the Rules and for use during
manufacture and installation are listed. The document flow between engine designer, ABS Engineering,
engine builder/licensee and ABS Survey is provided.
3 Definitions
Definitions relating to approval of diesel engines are given in 4-2-1A1/Annex 1.
5 Overview
5.1 Approval Process

5.1.1 Type Approval Certificate
For each type of engine that is required to be approved, a type approval certificate is to be obtained
by the engine designer. The process details for obtaining a type approval certificate are in 4-2-1A1/7.
This process consists of the engine designer obtaining:
• Drawing and specification approval,
• Conformity of production,
• Approval of type testing program,
• Type testing of engines,
• Review of the obtained type testing results, and
• Evaluation of the manufacturing arrangements,
• Issue of a type approval certificate upon satisfactorily meeting the Rule requirements.
5.1.2 Engine Certificate
Each diesel engine manufactured for a shipboard application is to have an engine certificate. The
certification process details for obtaining the engine certificate are in 4-2-1A1/9. This process
consists of the engine builder/licensee obtaining design approval of the engine application specific
documents, submitting a comparison list of the production drawings to the previously approved
engine design drawings referenced in 4-2-1A1/5.1.1, forwarding the relevant production drawings
and comparison list for the use of the Surveyors at the manufacturing plant and shipyard if
necessary, engine testing and upon satisfactorily meeting the Rule requirements, the issuance of an
engine certificate.
5.3 Document Flow for Diesel Engines

5.3.1 Document Flow for Obtaining a Type Approval Certificate*
5.3.1(a) For the initial engine type, the engine designer prepares the documentation in accordance
with requirements in 4-2-1A1/Table 1 and 4-2-1A1/Table 2 and forwards to the ABS according
to the agreed procedure for review.
5.3.1(b) Upon review and approval of the submitted documentation (evidence of approval), it is
returned to the engine designer.

5.3.1(c) The engine designer arranges for an ABS Surveyor to attend an engine type test and
upon satisfactory testing the ABS issues a type approval certificate.
5.3.1(d) A representative document flow process for obtaining a type approval certificate is shown
in 4-2-1A1A2/Figure 1.
* Note: Process of type approval certificate for diesel engines are equivalent as a product design assessment
certificate under ABS Type Approval Program.
5.3.2 Document Flow for Engine Certificate**

5.3.2(a) The engine type must have a type approval certificate. For the first engine of a type, the
type approval process and the engine certification process (ECP) may be performed simultaneously.
5.3.2(b) Engines to be installed in specific applications may require the engine designer/licensor
to modify the design or performance requirements. The modified drawings are forwarded by the
engine designer to the engine builder/licensee to develop production documentation for use in the
engine manufacture in accordance with 4-2-1A1/Table 3.
5.3.2(c) The engine builder/licensee develops a comparison list of the production documentation
to the documentation listed in 4-2-1A1/Table 1 and 4-2-1A1/Table 2. An example comparison list
is provided in 4-2-1A1/Annex 4. If there are differences in the technical content on the licensee’s
production drawings/documents compared to the corresponding licensor’s drawings, the licensee
must obtain agreement to such differences from the licensor using the template in 4-2-1A1/Annex 5.
If the designer acceptance is not confirmed, the engine is to be regarded as a different engine type
and is to be subjected to the complete type approval process by the licensee.
5.3.2(d) The engine builder/licensee submits the comparison list and the production documentation
to the ABS according to the agreed procedure for review/approval.
5.3.2(e) The ABS returns documentation to the engine builder/licensee with confirmation that the
design has been approved. This documentation is intended to be used by the engine builder/licensee
and their subcontractors and attending ABS Surveyors. As the attending Surveyors may request
the engine builder/licensee or their subcontractors to provide the actual documents indicated in the
list, the documents are necessary to be prepared and available for the Surveyors.
5.3.2(f) The attending ABS Surveyors, at the engine builder/licensee/subcontractors, will issue
product certificates as necessary for components manufactured upon satisfactory inspections and
tests.
5.3.2(g) The engine builder/licensee assembles the engine, tests the engine with an ABS Surveyor
present. An engine certificate is issued by the Surveyor upon satisfactory completion of assembly
and tests.
5.3.2(h) A representative document flow process for obtaining an engine certificate is shown in
4-2-1A1A2/Figure 2.
** Note: Process of engine certificate for each diesel engines are equivalent to the ABS Type Approval Certificate
including product design assessment and manufacture assessment under ABS Type Approval Program.
5.5 Approval of Diesel Engine Components

Components of engine designer’s design which are covered by the type approval certificate of the relevant
engine type are regarded as approved whether manufactured by the engine manufacturer or sub-supplied.
For components of subcontractor’s design, necessary approvals are to be obtained by the relevant suppliers
(e.g., exhaust gas turbochargers, charge air coolers, etc.).
5.7 Submission Format of Documentation

ABS determines the documentation format: electronic or paper. If documentation is to be submitted in paper
format, the number of copies is determined by ABS.

7 Type Approval Process

The type approval process consists of the steps in 4-2-1A1/7.1 to 4-2-1A1/7.7. The document flow for this
process is shown in 4-2-1A1A2/Figure 1.
The documentation, as far as applicable to the type of engine, to be submitted by the engine designer/licensor
to ABS is listed in 4-2-1A1/Table 1 and 4-2-1A1/3.
7.1 Documents for Information Table 1

4-2-1A1/Table 1 lists basic descriptive information to provide ABS an overview of the engine’s design,
engine characteristics and performance. Additionally, there are requirements related to auxiliary systems
for the engine’s design including installation arrangements, list of capacities, technical specifications and
requirements, along with information needed for maintenance and operation of the engine.
7.3 Documents for Approval or Recalculation Table 2

4-2-1A1/Table 2 lists the documents and drawings, which are to be approved by ABS.
7.5 Design Approval/Appraisal (DA)

DA’s are valid as long as no substantial modifications have been implemented. Where substantial modifications
have been made the validity of the DA’s may be renewed based on evidence that the design is in conformance
with all current Rules and statutory regulations (e.g., SOLAS, MARPOL). See also 4-2-1A1/7.11.
7.7 Type Approval Test

A type approval test is to be carried out in accordance with 4-2-1/13.7 or 4-2-1/13.11 and is to be witnessed
by ABS.
The manufacturing facility of the engine presented for the type approval test is to be assessed in accordance
with 4-2-1/13.6 and 4-2-1/Tables 1 and 2 (applicable section).
7.9 Type Approval Certificate

After the requirements in 4-2-1A1/7.1 through 4-2-1A1/7.7 have been satisfactorily completed ABS issues
a type approval certificate (TAC).
7.11 Design Modifications

After ABS has approved the engine type for the first time, only those documents as listed in the tables,
which have undergone substantive changes, will have to be resubmitted for consideration by ABS.
7.13 Type Approval Certificate Renewals

A renewal of type approval certificates will be granted upon:
7.13.1 Submission of Information in either 4-2-1A1/7.13.1(a) or 4-2-1A1/7.13.1(b)
7.13.1(a) The submission of modified documents or new documents with substantial modifications
replacing former documents compared to the previous submission(s) for DA.
7.13.1(b) A declaration that no substantial modifications have been applied since the last DA issued.
7.15 Validity of Type Approval Certificate

ABS reserves the right to limit the duration of validity of the type approval certificate. The type approval
certificate will be invalid if there are substantial modifications in the design, in the manufacturing or control
processes or in the characteristics of the materials unless approved in advance by ABS.
7.17 Document Review and Approval

7.17.1
The assignment of documents to 4-2-1A1/Table 1 for information does not preclude possible
comments by the individual ABS.

7.17.2
Where considered necessary, ABS may request further documents to be submitted. This may include
details or evidence of existing type approval or proposals for a type testing program in accordance
with 4-2-1/13.7 or 4-2-1/13.11.
9 Certification Process
The certification process consists of the steps in 4-2-1A1/9.1 to 4-2-1A1/9.9. This process is illustrated in
4-2-1A1A2/Figure 2 showing the document flows between the:
• Engine designer/licensor,
• Engine builder/licensee,
• Component manufacturers,
• ABS approval center, and
• ABS site offices.
For those cases when a licensor-licensee agreement does not apply, an “engine designer” shall be understood
as the entity that has the design rights for the engine type or is delegated by the entity having the design
rights to modify the design.
The documents listed in 4-2-1A1/Table 3 may be submitted by:
• The engine designer (licensor),
• The manufacturer/licensee.
9.1 Document Development for Production

Prior to the start of the engine certification process, a design approval is to be obtained per 4-2-1A1/7.1
through 4-2-1A1/7.5 for each type of engine. Each type of engine is to be provided with a type approval
certificate obtained by the engine designer/licensor prior to the engine builder/licensee beginning production
manufacturing. For the first engine of a type, the type approval process and the certification process may
be performed simultaneously.
The engine designer/licensor reviews the documents listed in 4-2-1A1/Table 1 and 4-2-1A1/Table 2 for the
application and develops, if necessary, application specific documentation for the use of the engine
builder/licensee in developing engine specific production documents.
If substantive changes have been made, the affected documents are to be resubmitted to ABS as per
4-2-1A1/7.11.
9.3 Documents to be Submitted for Inspection and Testing

4-2-1A1/Table 3 lists the production documents, which are to be submitted by the engine builder/licensee
to ABS following acceptance by the engine designer/licensor. The Surveyor uses the information for inspection
purposes during manufacture and testing of the engine and its components. See 4-2-1A1/5.3.2(c) through
4-2-1A1/5.3.2(f).
9.5 Alternative Execution

If there are differences in the technical content on the licensee’s production drawings/documents compared
to the corresponding licensor’s drawings, the licensee must provide to ABS Engineering a “Confirmation
of the licensor’s acceptance of licensee’s modifications” approved by the licensor and signed by licensee and
licensor. Modifications applied by the licensee are to be provided with appropriate quality requirements.
See 4-2-1A1/Annex 5 for a sample format.

9.7 Manufacturer Approval

ABS assesses conformity of production with ABS’s requirements for production facilities comprising
manufacturing facilities and processes, machining tools, quality assurance, testing facilities, etc. See 4-2-1/13.6
and 4-2-1/Tables 1 and 2 (applicable section). Satisfactory conformance results in the issue of a class
approval document.
9.9 Document Availability

In addition to the documents listed in 4-2-1A1/Table 3, the engine builder/licensee is to be able to provide
to the Surveyor performing the inspection upon request the relevant detail drawings, production quality
control specifications and acceptance criteria. These documents are for supplemental purposes to the survey
only.
9.11 Engine Assembly and Testing

Each engine assembly and testing procedure required according to relevant Section 4-2-1 requirements are
to be witnessed by the ABS attending Surveyor unless an Alternative Certification Scheme meeting the
requirements of 4-2-1/13.11.2 (applicable sections) is agreed between manufacturer and the IACS Society.

TABLE 1
Documentation to be Submitted for Information, as Applicable (1 July 2016)
No. Item
1 Engine particulars (e.g., Data sheet with general engine information (see 4-2-1A1/Annex 3), Project Guide, Marine
Installation Manual)
2 Engine cross section
3 Engine longitudinal section
4 Bedplate and crankcase of cast design
5 Thrust bearing assembly(1)
6 Frame/framebox/gearbox of cast design(2)
7 Tie rod
8 Connecting rod
9 Connecting rod, assembly(3)
10 Crosshead, assembly(3)
11 Piston rod, assembly(3)
12 Piston, assembly(3)
13 Cylinder jacket/ block of cast design(2)
14 Cylinder cover, assembly(3)
15 Cylinder liner
16 Counterweights (if not integral with crankshaft), including fastening
17 Camshaft drive, assembly(3)
18 Flywheel
19 Fuel oil injection pump
20 Shielding and insulation of exhaust pipes and other parts of high temperature which may be impinged as a result of a fuel
system failure, assembly
For electronically controlled engines, construction and arrangement of:
21 Control valves
22 High-pressure pumps
23 Drive for high pressure pumps
24 Operation and service manuals(4)
25 FMEA (for engine control system)(5)
26 Production specifications for castings and welding (sequence)
27 Evidence of quality control system for engine design and in service maintenance
28 Quality requirements for engine production
29 Type approval certification for environmental tests, control components(6)
Notes:
1 If integral with engine and not integrated in the bedplate.
2 Only for one cylinder or one cylinder configuration.
3 Including identification (e.g., drawing number) of components.
4 Operation and service manuals are to contain maintenance requirements (servicing and repair) including details of
any special tools and gauges that are to be used with their fitting/settings together with any test requirements on
completion of maintenance.
5 Where engines rely on hydraulic, pneumatic or electronic control of fuel injection and/or valves, a failure mode
and effects analysis (FMEA) is to be submitted to demonstrate that failure of the control system will not result in
the operation of the engine being degraded beyond acceptable performance criteria for the engine. The FMEA
reports required will not be explicitly approved by ABS.
6 Tests are to demonstrate the ability of the control, protection and safety equipment to function as intended under
the specified testing conditions per UR E10.

TABLE 2
Documentation to be Submitted for Approval, as Applicable (1 July 2016)
No. Item
1 Bedplate and crankcase of welded design, with welding details and welding instructions(1,2)
2 Thrust bearing bedplate of welded design, with welding details and welding instructions(1)
3 Bedplate/oil sump welding drawings1
4 Frame/framebox/gearbox of welded design, with welding details and instructions(1,2)
5 Engine frames, welding drawings(1,2)
6 Crankshaft, details, each cylinder No.
7 Crankshaft, assembly, each cylinder No.
8 Crankshaft calculations (for each cylinder configuration) according to the attached data sheet and UR M53
9 Thrust shaft or intermediate shaft (if integral with engine)
10 Shaft coupling bolts
11 Material specifications of main parts with information on non-destructive material tests and pressure tests(3)
Schematic layout or other equivalent documents on the engine of:
12 Starting air system
13 Fuel oil system
14 Lubricating oil system
15 Cooling water system
16 Hydraulic system
17 Hydraulic system (for valve lift)
18 Engine control and safety system
19 Shielding of high pressure fuel pipes, assembly(4)
20 Construction of accumulators (common rail) (for electronically controlled engine)
21 Construction of common accumulators (common rail) (for electronically controlled engine)
22 Arrangement and details of the crankcase explosion relief valve (see 4-2-1/7.1) (5)
23 Calculation results for crankcase explosion relief valves (see Appendix 4-2-1A5)
24 Details of the type test program and the type test report)(7)
25 High pressure parts for fuel oil injection system(6)
26 Oil mist detection and/or alternative alarm arrangements (see 4-2-1/7.2)
27 Details of mechanical joints of piping systems (see 4-6-2/5.9)
28 Documentation verifying compliance with inclination limits (see 4-1-1/Table 7)
29 Documents as required in Section 4-9-3, as applicable
Notes:
1 For approval of materials and weld procedure specifications. The weld procedure specification is to include details
of pre and post weld heat treatment, weld consumables and fit-up conditions.
2 For each cylinder for which dimensions and details differ.
3 For comparison with Society requirements for material, NDT and pressure testing as applicable.
4 All engines.
5 Only for engines of a cylinder diameter of 200 mm or more or a crankcase volume of 0.6 m3 or more.
6 The documentation to contain specifications for pressures, pipe dimensions and materials.
7 The type test report may be submitted shortly after the conclusion of the type test.

TABLE 3
Documentation for the Inspection of Components and Systems (1 July 2016)
• Special consideration will be given to engines of identical design and application
• For engine applications refer to 4-2-1/13.6 and 4-2-1/Tables 1 and 2
No. Item
1 Engine particulars as per data sheet in 4-2-1A1/Annex 3
2 Material specifications of main parts with information on non-destructive material tests and pressure tests(1)
3 Bedplate and crankcase of welded design, with welding details and welding instructions(2)
4 Thrust bearing bedplate of welded design, with welding details and welding instructions(2)
5 Frame/framebox/gearbox of welded design, with welding details and instructions(2)
6 Crankshaft, assembly and details
7 Thrust shaft or intermediate shaft (if integral with engine)
8 Shaft coupling bolts
9 Bolts and studs for main bearings
10 Bolts and studs for cylinder heads and exhaust valve (two stroke design)
11 Bolts and studs for connecting rods
12 Tie rods
Schematic layout or other equivalent documents on the engine of:(3)
13 Starting air system
14 Fuel oil system
15 Lubricating oil system
16 Cooling water system
17 Hydraulic system
18 Hydraulic system (for valve lift)
19 Engine control and safety system
20 Shielding of high pressure fuel pipes, assembly(4)
21 Construction of accumulators for hydraulic oil and fuel oil
22 High pressure parts for fuel oil injection system(5)
23 Arrangement and details of the crankcase explosion relief valve (see 4-2-1/7.1)(6)
24 Oil mist detection and/or alternative alarm arrangements (see 4-2-1/7.2)
25 Cylinder head
26 Cylinder block, engine block
27 Cylinder liner
28 Counterweights (if not integral with crankshaft), including fastening
29 Connecting rod with cap
30 Crosshead
31 Piston rod
32 Piston, assembly(7)
33 Piston head
34 Camshaft drive, assembly(7)
35 Flywheel
36 Arrangement of foundation (for main engines only)
37 Fuel oil injection pump
38 Shielding and insulation of exhaust pipes and other parts of high temperature which may be impinged as a result of a fuel
system failure, assembly
39 Construction and arrangement of dampers

TABLE 3 (continued)
Documentation for the Inspection of Components and Systems (1 July 2016)
No. Item
For electronically controlled engines, assembly drawings or arrangements of:
40 Control valves
41 High-pressure pumps
42 Drive for high pressure pumps
43 Valve bodies, if applicable
44 Operation and service manuals(8)
45 Test program resulting from FMEA (for engine control system)(9)
46 Production specifications for castings and welding (sequence)
47 Type approval certification for environmental tests, control components(10)
48 Quality requirements for engine production
Notes:
1 For comparison with Society requirements for material, NDT and pressure testing as applicable.
2 For approval of materials and weld procedure specifications. The weld procedure specification is to include details
of pre and post weld heat treatment, weld consumables and fit-up conditions.
3 Details of the system so far as supplied by the engine manufacturer such as: main dimensions, operating media and
maximum working pressures.
4 All engines.
5 The documentation to contain specifications for pressures, pipe dimensions and materials.
6 Only for engines of a cylinder diameter of 200 mm or more or a crankcase volume of 0.6 m3 or more.
7 Including identification (e.g., drawing number) of components.
8 Operation and service manuals are to contain maintenance requirements (servicing and repair) including details of
any special tools and gauges that are to be used with their fitting/settings together with any test requirements on
completion of maintenance.
9 Required for engines that rely on hydraulic, pneumatic or electronic control of fuel injection and/or valves.
10 Documents modified for a specific application are to be submitted to ABS for information or approval, as
applicable. See 4-2-1A1/5.3.2(b), 4-2-1A1/Annex 4 and 4-2-1A1/Annex 5.
ANNEX 1 – Glossary
Term Definition
Acceptance criteria A set of values or criteria which a design, product, service or process is required
to conform with, in order to be considered in compliance
Accepted Status of a design, product, service or process, which has been found to conform
to specific acceptance criteria
Alternative Certification A system, by which a society evaluates a manufacturer’s quality assurance and
Scheme (ACS) quality control arrangements for compliance with Rule requirements, then
authorizes a manufacturer to undertake and witness testing normally required to
be done in the presence of a Surveyor. The Alternative Certification Scheme as
presently administrated by the IACS Member Societies.
Appraisal Evaluation by a competent body
Approval The granting of permission for a design, product, service or process to be used for
a stated purpose under specific conditions based upon a satisfactory appraisal

Term Definition
Assembly Equipment or a system made up of components or parts
Assess Determine the degree of conformity of a design, product, service, process, system
or organization with identified specifications, Rules, standards or other normative
documents
Audit Planned systematic and independent examination to determine whether the

activities are documented, the documented activities are implemented, and the
results meet the stated objectives
Auditor Individual who has the qualifications and experience to perform audits
Certificate A formal document attesting to the compliance of a design, product, service or

process with acceptance criteria
Certification A procedure whereby a design, product, service or process is approved in

accordance with acceptance criteria
Class Short for ABS
Class approval Approved by ABS
Classification Specific type of certification, which relates to the ABS Rules
Competent body Organization recognized as having appropriate knowledge and expertise in a

specific area
Component Part, member of equipment or system
Conformity Where a design, product, process or service demonstrates compliance with its
specific requirements
Contract Agreement between two or more parties relating to the scope of service
Contractor see “Supplier”
Customer Party who purchases or receives goods or services from another
Design All relevant plans, documents, calculations described in the performance,

installation and manufacturing of a product
Design analysis Investigative methodology selectively used to assess the design
Design appraisal Evaluation of all relevant plans, calculations and documents related to the design
Design review Part of the appraisal process to evaluate specific aspects of the design
Drawings approval/ Part of the design approval process which relates to the evaluation of drawings
plan approval and plans
Equipment Part of a system assembled from components
Equivalent An acceptable, no less effective alternative to specified criteria
Evaluation Systematic examination of the extent to which a design, product, service or

process satisfies specific criteria
Examination Assessment by a competent person to determine compliance with requirements
Inspection Examination of a design, product service or process by an Inspector

Term Definition
Inspection plan List of tasks of inspection to be performed by the Inspector
Installation The assembling and final placement of components, equipment and subsystems
to permit operation of the system
Manufacturer Party responsible for the manufacturing and quality of the product
Manufacturing process Systematic series of actions directed towards manufacturing a product
Manufacturing process Approval of the manufacturing process adopted by the manufacturer during
approval production of a specific product
Material Goods supplied by one manufacturer to another manufacturer that will require
further forming or manufacturing before becoming a new product
Modification A limited change that does not affect the current approval
Modification notice Information about a design modification with new modification index or new
drawing number replacing the earlier drawing
Performance test Technical operation where a specific performance characteristic is determined
Producer See “Manufacturer”
Product Result of the manufacturing process
Prototype test Investigations on the first or one of the first new engines with regard to
optimization, fine tuning of engine parameters and verification of the expected
running behavior
Quality assurance All the planned and systematic activities implemented within the quality system,
and demonstrated as needed to provide adequate confidence that an entity will
fulfil requirements for quality. Refer to ISO 9000 series
Regulation Rule or order issued by an executive authority or regulatory agency of a

government and having the force of law
Repair Restore to original or near original condition from the results of wear and tear or
damages for a product or system in service
Requirement Specified characteristics used for evaluation purposes
Information Additional technical data or details supplementing the drawings requiring

approval
Revision Means to record changes in one or more particulars of design drawings or

specifications
Specification Technical data or particulars which are used to establish the suitability of
materials, products, components or systems for their intended use
Substantive modifications or Design modifications, which lead to alterations in the stress levels, operational
major modifications or behavior, fatigue life or an effect on other components or characteristics of
major changes importance such as emissions
Subsupplier/subcontractor One who contracts to supply material to another supplier
Supplier One who contracts to furnish materials or design, products, service or

components to a customer or user

Term Definition
Test A technical operation that consists of the determination of one or more
characteristics or performance of a given product, material, equipment, organism,
physical phenomenon, process or service according to a specified procedure. A
technical operation to determine if one or more characteristic(s) or performance
of a product, process or service satisfies specific requirements
Traceability Ability to follow back through the design and manufacturing process to the origin
Type approval The establishment of the acceptability of a product through the systematic:
1. Evaluation of a design to determine conformance with specifications
2. Witnessing manufacture and testing of a type of product to determine

compliance with the specification
3. Evaluation of the manufacturing arrangements to confirm that the product

can be consistently produced in accordance with the specification
Type approval test Last step of the type approval procedure. Test program in accordance with 4-2-1/7
Witness Individual physically present at a test and being able to record and give evidence
about its outcome
ANNEX 2 – Representative Document Flow Diagrams

The document flow diagrams in this Annex are provided as an aid to all parties involved in the engine
certification process as to their roles and responsibilities. Variations in the document flow may vary in
response to unique issues with regard to various factors related to location, availability of components and
surveys. In any case, the text in Appendix 4-2-1A1 takes precedence over 4-2-1A1/Annex 2 flow diagrams.
FIGURE 1
Type Approval Document Flow (1 July 2016)
Engine Designer (ED)/
Licensor
Document preparation Engine

according to production TA certificate
4-2-1A1/Tables 1 and 2 for type test*
Returns marked docs
Submits docs
Request for attendance at type test

Class Approval Center
Review/Approval
of submitted
documents
- Attendance at type test

- Issue of TA certificate
Class Site Office

FIGURE 2
Engine Certificate Document Flow (1 July 2016)
Obtains TA Develops
Checks alternative
Licensor
based on documents
execution and
documents in for specific
issues acceptance
If licensee modifications,
4-2-1A1/ engine
4-2-1A1/5.3.2(c)
own dwgs./specs.
Tables 1 & 2 4-2-1A1/5.3.2(b)
Accepted docs.
as per Annex 5
(Annex 5)
Develops:
Engine Builder (EB)/
Develops/modifies - Comparison list

Completes Production
Licensee (L)
engine specific as per Annex 4

Annex 4 based on
documents for - Documents as
With info from marked
production(2) based per Annex 5 if
LIcensor documents
on 4-2-1A1/Table 3 required
4-2-1A1/5.3.2(c)
Own docs related to Annex 5

Annex 4 and Annex 5 docs
If no licensee modifications,
Marked documents
comparison list (Annex 4)
4-2-1A1/5.3.2(d)
4-2-1A1/5.3.2(d)
Manufacturer
Component
Class Approval
Reviews/approves
documents,
Center
Annex 4 and
List of marked documents

Annex 5
as applicable
4-2-1A1/5.3.2(e)
EB Site Office:
Files list of
Class Site
Office (1)
marked
documents for
use in
FAT survey
1 Class Site office with responsibility for engine builder and/or component manufacturers in different locations
2 For alternative execution, see 4-2-1A1/9.5
FIGURE 2 (continued)
Engine Certificate Document Flow (1 July 2016)

Licensor
Engine Builder (EB)/
Licensee (L)
Forwards
Receives Prepares
pertinent Files Engine
component with for FAT
marked certificate certificate
certificate (certificates)
dwgs.
Manufacturer
Component
Request for survey of components
Manufactures Files
components certificate
Request for survey
Request for survey
Class Approval
Center
EB Site Office:
Class Site
Any Site Office:

Office (1)
- Survey FAT
- Survey
- Issue of engine
- Issue of certificate
certificate
4-2-1A1/5.3.2(f)
4-2-1A1/5.3.2(g)

ANNEX 3 – Internal Combustion Engine Approval Application Form and

Data Sheet
Class Application number (if applicable): Engine Manufacturer’s Application Identification Number:
General Data
Engine Manufacturer(s), Licensee(s) and/or Manufacturing Sites*Name
Engine Designer:
Country
Contact Person:
Address:
1. Document purpose (select options from either 1a or 1b)

1a. Type Approval Application
Service Requested Required activities†
New Type Approval • DA, TT, CoP
Renew Type Approval • CoP, if design change then amended or new certificate process to be followed
Amend Type Approval • DA & CoP, Further TT if previously approved engine has been substantively modified (as required by UR M71)
• DA, TT, applicable where designer does not have production facilities, Type Approval to be granted to specific
Design Evaluation
production facility once associated CoP has been completed
Update TA Supplement • Update to Supplement, only for minor changes not affecting the Type Approval Certificate
Other • e.g. National/Statutory Administration requirements i.e. MSC.81(70) for emergency engines
For TA Cert amendments or
Supplement updates, details of
what is to be changed:
For ‘Other’, Details of the
requirements to be considered:
1b. Addendum for Individual Engine FAT and Certification
Individual engine requiring FAT and Certification, only where the performance data for the engine being certified differs from the details provided
on the original Type Approval Application.
Only section 3b requires completion. Where changes to other sections are necessary, a new Type Approval Application may be required.
Reference number of Internal Combustion Engine Approval Application Form
previously submitted and reference number of the Type Approval Certificate. (Copy of original application form to be attached to this document)
2. Existing documentation
Previous Class Type Approval Certificate No.
or related Design Approval No. (if applicable)
Formerly issued documentation for engine Issuing Body: Document Type: Document No.:
(E.g. previous type test reports, in-service

experience justification reports, etc.)
Existing Certification Issuing Body: Document Type: Document No.:

(E.g. Manufacturer’s quality certification
ISO 9001 etc.)
3. Design (mark all that apply)

3a. Engine Particulars:
Engine Type Number of delivered marine engines‡:
‡
Manufactured Since :
Direct drive Propulsion Auxiliary Emergency
Application
( Single engine / Multi-engine installation) ( Aux. Services / Electric Propulsion)
2-stroke 4-stroke In-line Vee (V-angle °) Other ( )
Mechanical Design Cross-head Trunk-piston Reversible Non-reversible
Cylinder bore(mm) Length of piston stroke (mm)
Without
With supercharging
supercharging
Supercharging Without charge air cooling With charge air cooling
Constant-pressure charging system Pulsating pressure charging system
Valve operation Cam control Electronic control
Fuel Injection Direct injection Indirect injection Cam controlled injection Electronically controlled injection

Marine residual fuel cSt (Max. kinematic viscosity at 50°C)

Marine distillate fuel DMA, DMB, DMC
Fuel Types§ Marine distillate fuel DMX
(Classification
according to ISO Low flashpoint liquid fuel (specify fuel type)
8216) Gas (specify gas type)
Other (specify)
Dual Fuel
(specify combinations of fuels to be used simultaneously)
3b. Performance Data
(Related to: Barometric pressure 1,000 mbar; Air temperature 45°C; Relative humidity 60%; Seawater temperature 32°C)
Model reference No. (if applicable)
Max. continuous rating kW/cyl
Rated speed 1/min
Mean indicated pressure MPa
Mean effective pressure MPa
Max. firing pressure MPa
Charge air pressure MPa
Compression ratio -
Mean piston speed m/s
3c. Crankshaft
Design Solid Semi-built Built
Method of Cast Forged
Manufacture Slab forged Approved die forged Continuous grain flow process
State approved forge/works name:
Is the crankshaft hardened by an approved process which includes the fillet radii of crankpins and journals? Yes No
If yes, state process:
Crankshaft material specification:
U.T.S. (N/mm2) Yield strength (N/mm2)
Hardness value (Brinell/Vickers) Elongation (%)
Dimensional Data
If shrunk on webs, state shrinkage allowance (mm) Yield strength of crankweb material (N/mm2)
Centre of gravity of connecting rod from large end centre (mm) Radius of gyration of connecting rod (mm)
Mass of each crankweb (kg) Centre of gravity of web from journal axis (mm)
Mass of each counterweight (kg) Centre of gravity of each counterweight from journal axis (mm)
Axial length of main bearing (mm) Main bearing working clearance (mm)
Mass of flywheel at driving end (kg) Mass of flywheel at opposite end (kg)
Nominal alternating torsional stress in crankpin (N/mm2) Nominal alternating torsional stress in crank journal (N/mm2)
Length between centres (Total length)(mm)
3d. Firing order
6 6
5 A
4
5 4 A
3 A3 A B6
2 A2 B5
1 A1 B4
B3
B2
αv B1
Driving shaft flange
Counter Counter
Clockwise Clockwise
Clockwise Clockwise
State numbering system of cylinders from left to right as per above diagrams ( as applicable)
Number of cylinders Clockwise firing order Counter-clockwise firing order

4. Engine Ancillary Systems

4a. Turbochargers Fitted Not Fitted
Turbocharger oil supply by: Engine lub. oil system TC internal lub. oil system
No. of No. of aux No. of charge TC type approval
No. of TC TC manufacturer & type
cylinders blowers air coolers certificate No.
/
/
/
/
/
/
4b. Speed governor
Engine application Type approval cert. No.
Manufacturer / type Mode of operation
(Main/Aux/Emergency) (if electric / electronic gov.)
/
/
/
4c. Overspeed protection
Independent overspeed protection available Yes No Mode of operation:
Manufacturer / type, if electronic: / Type approval certificate No.
4d. Electronic systems
Engine control and management system
Note: use Remarks section to identify when a different engine control system will be used for Type Test
Hardware: Manufacturer & Model: / Type approval certificate No.
Software: Name & Version: / Software conformity certificate No.
Additional electronic system 1: System function:
Manufacturer & type: / Type approval certificate No.
4e. Starting System
Type:
4f. Safety devices/functions
A flame arrestor or a bursting disk is installed before each starting valve Yes No
in the starting air system: in the starting air manifold Yes No
Crankcase relief valves available Yes No Manufacturer / type: /
Type approval certificate No.
Total crankcase gross
No. of cyl. Type & size (mm) of relief valve Relief area per relief valve (mm2) No. of relief valves
volume incl. attachments (m3)
/
/
/
/
Method used for detection of potentially explosive crankcase condition:
Oil mist detector: Manufacturer / type: / Type approval certificate No.
Alternative method: crankcase pressure monitoring bearing temperature monitoring other:
(mark all that apply) oil splash temperature monitoring recirculation arrangements
Cylinder overpressure warning device available Yes No
Type: Opening pressure (bar):
4g. Attached ancillary equipment(Mark all that apply)
Engine driven pumps:
Main lubricating oil pump Sea cooling water pump LT-fresh cooling water pump
HT-fresh cooling water pump Fuel oil booster pump Hydraulic oil pump Other ( )
Engine attached motor driven pumps:
Lubricating oil pump Cooling fresh water pump Fuel oil booster pump
Hydraulic oil pump Other ( )

Engine attached cooler or heater:

Lubricating oil cooler Lubricating oil heater Fuel oil valve cooler
Hydraulic oil cooler Cooling fresh water cooler
Engine attached filter:
Lubricating oil filter Single Duplex Automatic
Fuel oil filter Single Duplex Automatic
5. Inclination limits Athwartships Fore-and-aft
(engine operation is safeguarded under the following limits) Static Dynamic Static Dynamic
Main & Auxiliary machinery 15.0° 22.5° 5.0° 7.5°
Emergency machinery 22.5° 22.5° 10.0° 10.0°
Emergency machinery on ships for the carriage of liquefied gas and liquid chemicals 30.0° 30.0°
6. Main engine emergency operation
At failure of one auxiliary blower, engine can be started and operated at partial load Yes No
At failure of one turbocharger, engine operation can be continued Yes No
7. References: Additional Information Attached to Application
Document Name/Number Summary of information contained in document
8. Further Remarks:
* All parties that affect the final complete engine (e.g. manufacture, modify, adjust) are to be listed. All sites where such work is carried out may be
required to complete CoP assessment.
† DA = Design Appraisal, TT = Type Test, CoP = Assessment of Conformity of Production. See 1-1/A3, 4-2-1/A1 and 4-2-1/13.7.
‡ Only in case of TA Extension.
§ See ‘Definitions’ at the end of this application form for more information.
Completed By: Signature:
Company:
Stamp:
Job Title:
Date:

Definitions:
Complete Engine includes the control system and all ancillary systems and equipment referred to in the Rules that are used for safe operation of the
engine and for which there are rule requirements, this includes systems allowing the use of different fuel types. The exact list of components/items that
will need to be tested in together with the bare engine will depend on the specific design of the engine, its control system and the fuel(s) used but may
include, but are not limited to, the following:
(a) Turbocharger(s)
(b) Crankcase explosion relief devices
(c) Oil mist detection and alarm devices
(d) Piping
(e) Electronic monitoring and control system(s) – software and hardware
(f) Fuel management system (where dual fuel arrangements are fitted)
(g) Engine driven pumps
(h) Engine mounted filters
Fuel Types: All fuels that the engine is designed to operate with are to be identified on the application form as this may have impact on the
requirements that are applicable for Design Appraisal and the scope of the tests required for Type Testing. Where the engine is to operate in a Dual
Fuel mode, the combinations of fuel types are to be detailed. E.g. Natural Gas + DMA, Natural Gas + Marine Residual Fuel, the specific details of each
fuel are to be provided as indicated in the relevant rows of the Fuel Types part of section 3a of this form.

2

ANNEX 4 – Tabular Listing of Licensor’s and Licensee’s Drawing and Data
Licensee:______________________________ Licensor:_____________________________
Licensee Engine No. :____________________________ Engine type:___________________________
Has Design been

Components
No. Licensor Licensee modified by If Yes, indicate following information
or System
Licensee?
Identification of Date of Class

Date of Class
Rev. Rev. Alternative Approval or
Dwg. No. & Title Approval or Dwg. No. Yes No
No. No. approved by Review of
Review
Licensor Licensee Dwg.
1
2
3
4
5
ABS RULES FOR BUILDING AND CLASSING STEEL VESSELS . 2016
6
7
8
9
...
I attest the above information to be correct and accurate.

Person in Charge (Licensee):
_________________________ _________________________
Printed Name Signature
Date:___________________________________
ANNEX 5 – Sample Template for Confirmation of the Licensor’s

Acceptance of Licensee’s Modifications
Engine Licensee Proposed Alternative to Licensor’s Design

Licensee information
Licensee: Ref No.:
Description: Info No.:
Engine type: Main Section:
Engine No.: Plant Id.:
Design Spec: General Specific Nos:
State relevant part or drawing. numbers. Insert drawing clips or pictures.

Licensor design: Add any relevant information Licensee Proposed Alternative
For example:
• Differences in geometry
• Differences in the functionality
• Material
• Hardness
• Surface condition
• Alternative standard
• Licensee production information introduced on
the drawing
• Weldings or castings
• etc.
Interchangeability Non-conformity Report

Licensee’s production
w. licensor design Research, Assessment, Certified by licensee:
Sub-supplier’s production
Reason:
Evaluation Initials:
Cost down
Date:
Tools
Yes No NCR RAE
Licensor comments
Accepted as alternative execution Approved Certified by licensor:

(Licensor undertakes responsibility)
Conditionally approved Initials:
LoAE:
No objection Not acceptable

NCR:
(Licensee undertakes responsibility) Rejected Date:
Licensor ref.: Date:

Licensee ref.: Date:


SECTION 1 APPENDIX 6 – TYPE TESTING PROCEDURE FOR CRANKCASE OIL MIST
DETECTION AND ALARM EQUIPMENT
(Revise Subsection 4-2-1A6/7, as follows:)
7 Test Facilities (1 July 2016)

Test facilities for carrying out type testing of crankcase oil mist detection and alarm equipment are to
satisfy the following criteria:
i) A full range of provisions for carrying out the environmental and functionality tests required by
this procedure are to be available and acceptable to ABS.
ii) The test facility that verifies the functionality of the equipment is to be equipped so that it can
control, measure and record oil mist concentration levels in terms of mg/l to an accuracy of ±10%
accordance with this procedure.
iii) When verifying the functionality, test facilities are to consider the possible hazards associated with
the generation of the oil mist required and take adequate precautions. The use of low toxicity, low
hazard oils as used in other applications will be accepted, provided it is demonstrated to have
similar properties to SAE 40 monograde mineral oil specified.
11 Functional Tests (1 July 2016)

i) All tests to verify the functionality of crankcase oil mist detection and alarm equipment are to be
carried out in accordance with 4-2-1A6/11ii) through 4-2-1A6/11vi) with an oil mist concentration
in air, known in terms of mg/l to an accuracy of ±10%.
ii) The concentration of oil mist in the test chamber is to be measured in the top and bottom of the
chamber and these concentrations are not to differ by more than 10%. See also 4-2-1A6/15i)a).
iii) The oil mist detector monitoring arrangements are to be capable of detecting oil mist in air
concentrations of between 0 and 10% of the lower explosive limit (LEL) or between 0 and a percentage
of weight of oil in air determined by the Manufacturer based on the sensor measurement method
(e.g., obscuration or light scattering) that is acceptable to ABS taking into account the alarm level
specified in iv) below. Note: The LEL corresponds to an oil mist concentration of approximately
50 mg/l (~4.1% weight of oil-in air mixture).
iv) The alarm set point for oil mist concentration in air is to provide an alarm at a maximum level
corresponding to not more than 5% of the LEL or approximately 2.5 mg/l.
v) Where alarm set points can be altered, the means of adjustment and indication of set points are to
be verified against the equipment manufacturer’s instructions.
vi) The performance of the oil mist detector in mg/l is to be demonstrated. This is to include: range
(oil mist detector); resolution (oil mist detector); sensitivity (oil mist detector).
Sensitivity of a measuring system: quotient of the change in an indication of a measuring system
and the corresponding change in a value of a quantity being measured.
Resolution: smallest change in a quantity being measured that causes a perceptible change in the
corresponding indication.

vii) Where oil mist is drawn into a detector/monitor via piping arrangements, the time delay between
the sample leaving the crankcase and operation of the alarm is to be determined for the longest
and shortest lengths of pipes recommended by the manufacturer. The pipe arrangements are to be
in accordance with the manufacturer’s instructions/recommendations. Piping is to be arranged to
prevent pooling of oil condensate which may cause a blockage of the sampling pipe over time.
viii) It is to be demonstrated that openings in detector equipment that is in contact with the crankcase
atmosphere and may be exposed to oil splash and spray from engine lubricating oil do not occlude
or become blocked under continuous oil splash and spray conditions. Testing is to be in accordance
with arrangements proposed by the manufacturer and agreed by ABS. The temperature, quantity and
angle of impact of the oil to be used is to be declared and their selection justified by the manufacturer.
ix) It is to be demonstrated that exposed to water vapor from the crankcase atmosphere, which may affect
the sensitivity of the detector equipment, will not affect the functional operation of the detector
equipment. Where exposure to water vapor and/or water condensation has been identified as a possible
source of equipment malfunctioning, testing is to demonstrate that any mitigating arrangements,
such as heating, are effective. Testing is to be in accordance with arrangements proposed by the
manufacturer and agreed by ABS.
Note: This testing is in addition to that required by 4-2-1A6/9.3v) and is concerned with the effects of condensation
caused by the detection equipment being at a lower temperature than the crankcase atmosphere.
x) It is to be demonstrated that an indication is given where lenses fitted in the equipment and used in
determination of the oil mist level have been partially obscured to a degree that will affect the
reliability of the information and alarm indication.
15 Method (1 July 2016)

The following requirements are to be satisfied during type testing:
i) Oil mist generation is to satisfy 4-2-1A6/15i)a) to 4-2-1A6/15i)f).
a) The ambient temperature in and around the test chamber is to be at the standard atmospheric
conditions defined in Section 4-9-8 for Type Approval before any test run is started.
b) Oil mist is to be generated with suitable equipment using an SAE 40 monograde mineral
oil or equivalent and supplied to a test chamber. The selection of the oil to be used is to
take into consideration risks to health and safety, and the appropriate controls implemented.
A low toxicity, low flammability oil of similar viscosity may be used as an alternative. The
oil mist produced is to have an average (or arithmetic mean) droplet size not exceeding 5 μm.
The oil droplet size is to be checked using the sedimentation method or an equivalent method
to a relevant international or national standard. If the sedimentation method is chosen, the
test chamber is to have a minimum height of 1 m and a volume of not less than 1 m3.
Note: The calculated oil droplet size using the sedimentation method represents the average droplet size.
c) The oil mist concentrations used are to be ascertained by the gravimetric deterministic method
or equivalent. Where an alternative technique is used its equivalence is to be demonstrated.
Note: For this test, the gravimetric deterministic method is a process where the difference in weight
of a 0.8 μm pore size membrane filter is ascertained from weighing the filter before and after
drawing 1 liter of oil mist through the filter from the oil mist test chamber. The oil mist
chamber is to be fitted with a recirculating fan.
d) Samples of oil mist are to be taken at regular intervals and the results plotted against the
oil mist detector output. The oil mist detector is to be located adjacent to where the oil
mist samples are drawn off.

e) The results of a gravimetric analysis are considered invalid and are to be rejected if the
resultant calibration curve has an increasing gradient with respect to the oil mist detection
reading. This situation occurs when insufficient time has been allowed for the oil mist to
become homogeneous. Single results that are more than 10% below the calibration curve
are to be rejected. This situation occurs when the integrity of the filter unit has been
compromised and not all of the oil is collected on the filter paper.
f) The filters require to be weighed to a precision of 0.1 mg and the volume of air/oil mist
sampled to 10 ml.
ii) The testing is to be witnessed by the Surveyor.
iii) Oil mist detection equipment is to be tested in the orientation (vertical, horizontal or inclined) in
which it is intended to be installed on an engine or gear case as specified by the equipment
manufacturer.
iv) Type testing is to be carried out for each type of oil mist detection and alarm equipment for which
a manufacturer seeks approval. Where sensitivity levels can be adjusted, testing is to be carried
out at the extreme and mid-point level settings.
17 Assessment (1 July 2016)

Assessment of oil mist detection equipment after testing is to address the following:
i) The equipment to be tested is to have been design approved.
ii) Details of the detection equipment to be tested are to be recorded, such as name of manufacturer,
type designation, oil mist concentration assessment capability and alarm settings, and the maximum
percentage level of lens obscuration used in 4-2-1A6/13.
iii) After completing the tests, the detection equipment is to be examined and the condition of all
components ascertained and documented. Photographic records of the monitoring devices condition
are to be taken and included in the report.
21 Reporting (1 July 2016)

The test facility is to provide a full report which includes the following information and documents:
i) Test specification.
ii) Details of equipment tested.
iii) Results of tests, to include a declaration by the manufacturer of the oil mist detector of the following:
• Performance, in mg/L
• Accuracy, of oil mist concentration in air
• Precision, of oil mist concentration in air
• Range, of oil mist detector
• Resolution, of oil mist detector
• Response time, of oil mist detector
• Sensitivity, of oil mist detector

• Obscuration of sensor detection, declared as percentage of obscuration. 0% totally clean,

100% totally obscure
• Detector failure alarm

SECTION 2 TURBOCHARGERS
1 General
1.3 Definitions
1.3.1 Turbocharger (1 July 2016)
The term Turbocharger used in this section refers to any equipment that is exhaust gas or mechanically
driven by the engine, such as exhaust turbochargers or superchargers, which is designed to charge
the diesel engine cylinders with air at a higher pressure and hence higher density than air at
atmospheric pressure.
Turbochargers are to be type approved, either separately or as a part of an engine.
Turbochargers are categorized in three groups depending on served power by cylinder groups with:
• Category A: ≤ 1000 kW
• Category B: > 1000 kW and ≤ 2500 kW
• Category C: > 2500 kW
1.5 Plans and Particulars to be Submitted (1 July 2016)

1.5.1 Turbocharger Construction
i) Turbochargers of category A
• Containment test report
• Cross sectional drawing with principal dimensions and names of components
• Test program
ii) Turbochargers of categories B and C
• Cross sectional drawing with principal dimensions and materials of housing components
for containment evaluation
• Documentation of containment in the event of disc fracture
• Maximum permissible operating speed (rpm)
• Alarm level for over-speed
• Maximum permissible exhaust gas temperature before turbine
• Alarm level for exhaust gas temperature before turbine

• Minimum lubrication oil inlet pressure

• Lubrication oil inlet pressure low alarm set point
• Maximum lubrication oil outlet temperature
• Lubrication oil outlet temperature high alarm set point
• Maximum permissible vibration levels (i.e., self- and externally generated vibration).
(Alarm levels may be equal to permissible limits but shall not be reached when operating
the engine at 110% power or at any approved intermittent overload beyond the 110%).
• Arrangement of lubrication system, all variants within a range
• Type test reports
• Test program
iii) Turbochargers of category C
• Drawings of the housing and rotating parts including details of blade fixing
• Material specifications (chemical composition and mechanical properties) of all parts
mentioned above
• Welding details and welding procedure of above mentioned parts, if applicable
• Documentation of safe torque transmission when the disc is connected to the shaft by
an interference fit (applicable to two sizes in a generic range of turbochargers)
• Information on expected lifespan, considering creep, low cycle fatigue and high cycle
fatigue
• Operation and maintenance manuals (applicable to two sizes in a generic range of
turbochargers)
5 Design Requirements and Corresponding Type Testing (1 July 2016)
5.1 General
The turbochargers are to be designed to operate under conditions given in 4-1-1/Tables 7 and 8. The component
lifetime and the alarm level for speed are to be based on 45°C air inlet temperature.
The air inlet of turbochargers is to be fitted with a filter.
5.3 Containment
Turbochargers are to fulfill containment in the event of a rotor burst. This means that at a rotor burst no
part may penetrate the casing of the turbocharger or escape through the air intake. For documentation
purposes (test/calculation), it shall be assumed that the discs disintegrate in the worst possible way.
For turbochargers of categories B and C, containment is to be documented by testing. Fulfillment of this
requirement can be awarded to a generic range of turbochargers based on testing of one specific unit. Testing
of a large unit is preferred as this is considered conservative for all smaller units in the generic range. In
any case, it is to be documented (e.g., by calculation) that the selected test unit really is representative for
the whole generic range.
The minimum test speeds, relative to the maximum permissible operating speed, are:
• For the compressor: 120%
• For the turbine: 140% or the natural burst speed, whichever is lower
Containment tests are to be performed at working temperature.

A numerical analysis (simulation) of sufficient containment integrity of the casing based on calculations by
means of a simulation model may be accepted in lieu of the practical containment test, provided that:
i) The numerical simulation model has been tested and its suitability/accuracy has been proven by
direct comparison between calculation results and the practical containment test for a reference
application (reference containment test). This test is to be performed at least once by the manufacturer
for acceptance of the numerical simulation method in lieu of tests.
ii) The corresponding numerical simulation for the containment is performed for the same speeds as
specified for the containment test.
iii) Material properties for high-speed deformations are to be applied in the numeric simulation. The
correlation between normal properties and the properties at the pertinent deformation speed are to
be substantiated.
iv) The design of the turbocharger regarding geometry and kinematics is similar to the turbocharger
that was used for the reference containment test. In general, totally new designs will call for a new
reference containment test.
5.5 Disc-shaft Shrinkage Fit (applicable to turbochargers of category C)

In cases where the disc is connected to the shaft with interference fit, calculations are to substantiate safe
torque transmission during all relevant operating conditions such as maximum speed, maximum torque and
maximum temperature gradient combined with minimum shrinkage amount.
5.7 Type Testing (applicable to turbochargers > 1000 kW)

The type test for a generic range of turbochargers may be carried out either on an engine (for which the
turbocharger is foreseen) or in a test rig.
Turbochargers are to be subjected to at least 500 load cycles at the limits of operation. This test may be
waived if the turbocharger together with the engine is subjected to this kind of low cycle testing.
The suitability of the turbocharger for such kind of operation is to be preliminarily stated by the manufacturer.
The rotor vibration characteristics are to be measured and recorded in order to identify possible sub-synchronous
vibrations and resonances.
The type test is to be completed by a hot running test at maximum permissible speed combined with
maximum permissible temperature for at least one hour. After this test, the turbocharger is to be opened for
examination, with focus on possible rubbing and the bearing conditions.
7 Piping Systems for Turbochargers, Alarms and Monitoring (1 July

2016)
The lubricating oil and cooling water piping systems of turbochargers are to be in accordance with the
provisions of 4-6-5/5 and 4-6-5/7, respectively.
For all turbochargers over 1000 kW, indications and alarms as listed below are required. Indications may
be provided at either local or remote locations.

Monitored Parameters Turbochargers category B Turbochargers category C Notes

Speed Alarm (High) (4) Indication (4) Alarm (High) (4) Indication (4)
Exhaust gas at each Alarm (High) (1) Indication (1) Alarm (High) Indication High temp. alarms
turbocharger inlet, for each cylinder
temperature at engine is
acceptable (2)
Lub. oil at turbocharger Alarm (High) Indication If not forced
outlet, temperature system, oil
temperature near
bearings
Lub. oil at turbocharger Alarm (Low) Indication Alarm (Low) Indication Only for forced
inlet, pressure lubrication
systems (3)
Notes:
1 For category B turbochargers, the exhaust gas temperature may be alternatively monitored at the
turbocharger outlet, provided that the alarm level is set to a safe level for the turbine and that correlation
between inlet and outlet temperatures is substantiated.
2 Alarm and indication of the exhaust gas temperature at turbocharger inlet may be waived if alarm and
indication for individual exhaust gas temperature is provided for each cylinder and the alarm level is set
to a value safe for the turbocharger.
3 Separate sensors are to be provided if the lubrication oil system of the turbocharger is not integrated with
the lubrication oil system of the diesel engine or if it is separated by a throttle or pressure reduction valve
from the diesel engine lubrication oil system.
4 On turbocharging systems where turbochargers are activated sequentially, speed monitoring is not
required for the turbocharger(s) being activated last in the sequence, provided all turbochargers share the
same intake air filter and they are not fitted with waste gates.
11 Testing, Inspection and Certification of Turbochargers
11.3 Certification of Turbochargers

11.3.1 General (1 July 2016)
Each turbocharger required to be certified by 4-2-2/1.1 is:
i) To have its design approved by ABS; for which purpose, plans and data as required by
4-2-2/1.5 are to be submitted to ABS for approval, and a unit of the same type is to be
satisfactorily type tested (see 4-2-2/5.3.3);
ii) To be surveyed during its construction for compliance with the design approved, along
with, but not limited to, material tests, hydrostatic tests, dynamic balancing, performance
tests, etc., as indicated in 4-2-2/11.1, all to be carried out to the satisfaction of the Surveyor.
Alternatively, the manufacturer is to adhere to a quality system designed to ensure that the designer’s
specifications are met, and that manufacturing is in accordance with the approved drawings.
For turbochargers of category C, this is to be verified by means of periodic product audits of an
Alternative Certification Scheme (ACS) by ABS (see 1-1-A3/5.5). These audits are to focus on:
• Chemical composition of material for the rotating parts
• Mechanical properties of the material of a representative specimen for the rotating parts and
the casing
• UT and crack detection of rotating parts
• Dimensional inspection of rotating parts
• Rotor balancing

• Hydraulic testing of cooling spaces to 4 bars or 1.5 times maximum working pressure,
whichever is higher
• Overspeed test of all compressor wheels for a duration of 3 minutes at either 20% above alarm
level speed at room temperature or 10% above alarm level speed at 45°C inlet temperature when
tested in the actual housing with the corresponding pressure ratio. The overspeed test may be
waived for forged wheels that are individually controlled by an approved nondestructive method.
Turbochargers are to be delivered with:
• For turbochargers of category C, a class certificate, which at a minimum cites the applicable
type approval and the ACS, when ACS applies
• For turbochargers of category B, a work’s certificate, which at a minimum cites the applicable
type approval, which includes production assessment

CHAPTER 3 PROPULSION AND MANEUVERING MACHINERY
SECTION 5 THRUSTERS
1 General
1.1 Application (1 July 2016)

The provisions of this section apply to maneuvering thrusters not intended to assist in propulsion, and to
azimuthal and non-azimuthal thrusters intended for propulsion, maneuvering or dynamic positioning, or a
combination of these duties.
Maneuvering thrusters intended to assist maneuvering and dynamic positioning thrusters, where fitted,
may, at the request of the owners, be certified in accordance with the provisions of this section. In such
cases, appropriate class notations, as indicated in 4-3-5/1.3, will be assigned upon verification of compliance
with corresponding provisions of this section.
Thrusters intended for propulsion with or without combined duties for assisting in maneuvering or dynamic
positioning are to comply with appropriate provisions of this section in association with other relevant
provisions of Part 4, Chapter 3.
Thruster types not provided for in this section, such as cycloidal propellers, pump or water-jet type
thrusters, will be considered, based on the manufacturer’s submittal on design and engineering analyses.
Thrusters are to be constructed with sufficient strength, capacity and the necessary supporting systems to
provide reliable propulsion and steering to the vessel in all operating conditions. Special consideration will
be given to the suitability of any essential component which is not duplicated.

1.5 Definitions
(Add new Subparagraphs 4-3-5/1.5.4 and 4-3-5/1.5.5, as follows:)
1.5.4 Declared Operational Limits (1 July 2016)
Declared steering angle limits and maximum rotational speed are operational limits in terms of
maximum steering angle, and rotational speed, or equivalent, according declared guidelines for safe
operation, also taking into account the vessel’s speed or propeller torque/speed or other limitation.
The "declared steering angle limits" and “maximum rotational speed” are to be established by the
vessel’s designer and shipbuilder based on the vessel specific non-traditional steering means.
Vessels’ maneuverability tests, such as IMO Standards for Ship Maneuverability, Resolution
MSC.137(76) are to be carried out not exceeding the declared operational limits.
1.5.5 Steering Gear Power Unit (1 July 2016)
For purposes of alternative propulsion and steering arrangements, the steering gear power units are
to be considered as defined in 4-3-4/1.5.2. For electric steering gears, the electric steering motor
is to be considered as part of power unit and actuator.
5 Design
5.9 Anti-friction Bearings (1 July 2016)

Full bearing identification and life calculations are to be submitted. Calculations are to include all gear
forces, thrust vibratory loads at maximum continuous rating, etc. The minimum L10 life is not to be less
than the following:
i) Continuous duty thrusters (propulsion and dynamic positioning): 20,000 hours
ii) Intermittent duty thrusters: 5,000 hours
Shorter life may be considered in conjunction with an approved bearing inspection/replacement program
reflecting calculated life. See 4-3-4/5.9 for non-duplicated components.
5.11 Steering Systems for Vessel’s Directional Control (1 July 2016)

(Delete Subparagraph 4-3-5/5.11.4. Subparagraphs 4-3-5/5.11.1 through 4-3-5/5.11.3 remain unchanged.)
5.12 Arrangements (1 July 2016)

5.12.1 Arrangements
The main steering gear arrangements for vessel’s directional control is to:
i) Of adequate strength and capable of steering the vessel at maximum ahead service speed.
ii) Capable of changing direction of the vessel’s directional control system from one side to
the other at declared steering gear angle limits at an average rotational speed of not less
than 2.3°/s with vessel running ahead at maximum ahead service speed.
iii) Operated by power
iv) Reverse direction of thrust in sufficient time, and so to bring the vessel to rest within a
reasonable distance from maximum ahead service speed, shall be demonstrated and recorded.

5.12.2 Auxiliary Steering Gear Arrangements

5.12.2(a) The auxiliary steering arrangements for vessel’s directional control is to be:
i) Of adequate strength and capable of steering the vessel at navigable speed and of being
brought quickly into action in an emergency;
ii) Capable of changing direction of the vessel’s directional control system from one side to
the other at declared steering angle limits at an average rotational speed, of not less than
0.5°/s; with the vessel running ahead at one half of the maximum ahead service speed or
7 knots, whichever is the greater; and;
iii) For all vessels, operated by power where necessary to meet the requirements of
4-3-5/5.12.2(a)ii) and in any vessel having power of more than 2,500 kW propulsion power
per thruster unit.
5.12.2(b) In a vessel fitted with multiple steering systems, such as but not limited to azimuthing
thrusters or water jet propulsion systems, an auxiliary steering gear need not be fitted, provided
that:
i) For a passenger vessel, each of the steering systems, capable of satisfying the requirements in
4-3-5/5.12.1ii) while any one of the power units is out of operation;
ii) For a cargo vessel, each of the steering systems, capable of satisfying the requirements in
4-3-5/5.12.1ii) while operating with all power units;
iii) The steering systems is arranged so that after a single failure in its piping or in one of the
power units, vessel’s steering capability (but not individual steering system operation) can
be maintained or speedily regained (e.g., by the possibility of positioning the failed steering
system in a neutral position in an emergency, if needed).
5.12.3 Independent Source of Power.
Where the propulsion power exceeds 2,500 kW per thruster unit, an alternative power supply,
sufficient at least to supply the steering arrangements which complies with the requirements of
4-3-5/5.12.2(a)ii) and also its associated control system and the steering system response indicator, is
to be provided automatically, within 45 seconds, either from the emergency source of electrical
power or from an independent source of power located in the steering gear compartment. This
independent source of power is to be used only for this purpose. In every vessel of 10,000 gross
tonnage and upwards, the alternative power supply is to have a capacity for at least 30 minutes of
continuous operation and in any other vessel for at least 10 minutes.
13 Certification and Trial (1 July 2016)
13.1 Survey at the Shop of the Manufacturer

Thrusters and associated equipment are to be inspected, tested and certified by ABS in accordance with the
following requirements, as applicable:
Diesel engines: Section 4-2-1
Gas turbines: Section 4-2-3
Electric motors: Section 4-8-3
Gears: Section 4-3-1
Shafting: Section 4-3-2
Propellers: Section 4-3-3

13.3 Sea Trial

Upon completion of the installation, performance tests are to be carried out in the presence of a Surveyor
in a sea trial. This is to include but not limited to running tests at intermittent or continuous rating and
maneuvering tests not to exceed the declared operational limits.
13.5 Sea Trial Results

The stopping times, vessel headings and distances recorded on trials, together with the results of trials to
determine the ability of vessel’s having multiple propulsion/steering arrangements to navigate and maneuver
with one or more of these devices inoperative, are to be available on board for the use of the Master or
designated personnel.
15 Notification of Declared Operational Limits (1 July 2016)

At each position where the directional control system can be operated, the declared operational limits are
to be permanently indicated by a placard.

CHAPTER 4 BOILERS, PRESSURE VESSELS AND FIRED EQUIPMENT
SECTION 1 BOILERS AND PRESSURE VESSELS AND FIRED EQUIPMENT
9 Boiler Appurtenances
9.17 Additional Requirements for Shell Type Exhaust Gas Economizers (2007)
9.17.3 Pressure Relief
(Revise Item 4-4-1/9.17.3(b), as follows:)
9.17.3(b) Discharge Pipe (1 July 2016). To avoid the accumulation of condensate on the outlet
side of safety valves, the discharge pipes and/or safety valve housings are to be fitted with drainage
arrangements from the lowest part, directed with continuous fall to a position clear of the shell
type exhaust gas economizers where it will not pose threats to either personnel or machinery. No
valves or cocks are to be fitted in the drainage arrangements.


CHAPTER 8 ELECTRICAL SYSTEMS
SECTION 2 SYSTEM DESIGN
7 Distribution System
7.11 Steering Gear Power Supply Feeders (1 July 2016)

Each electric or electro-hydraulic steering gear is to be served by at least two feeders fed directly from the
main switchboard; however, one of the feeders may be supplied through the emergency switchboard. In the
event that the steering gear operates a rudder with required upper rudder stock diameter of 230 mm (9 in.)
or more (see 4-3-4/11.9), one of these feeders must be supplied through the emergency switchboard.
For vessels fitted with alternative propulsion and steering arrangements, such as azimuthing propulsors,
where the propulsion power exceeds 2,500kW per thruster unit, see 4-3-5/5.13.3.
An electric or electro-hydraulic steering gear fitted with duplicated power units is to have each of these
units served by one of the feeders supplying this steering gear. The feeders supplying an electric or electro-
hydraulic steering gear are to have adequate rating for supplying all motors, control systems and
instrumentation which are normally connected to them and operated simultaneously.
The feeders are to be separated throughout their length as widely as is practicable.

SECTION 4 SHIPBOARD INSTALLATION AND TESTS
1 General
1.11 High Fire Risk Areas (1 July 2016)

For the purpose of 4-8-4/21.17, the examples of the high fire risk areas are the following:
i) Machinery spaces as defined by 4-7-1/11.15 and 4-7-1/11.17, except spaces having little or no fire
risk such as machinery spaces which do not contain machinery having a pressure lubrication system
and where storage of combustibles is prohibited (e.g., ventilation and air-conditioning rooms,
windlass room, steering gear room, stabilizer equipment room, electrical propulsion motor room,
rooms containing section switchboards and purely electrical equipment other than oil-filled electrical
transformers (above 10 kVA), shaft alleys and pipe tunnels, and spaces for pumps and refrigeration
machinery not handling or using flammable liquids).
ii) Spaces containing fuel treatment equipment and other highly flammable substances
iii) Galley and pantries containing cooking appliances
iv) Laundry containing drying equipment
v) For passenger vessels, see 5C-7-5/13.7.2(c).

5 Accumulator Batteries
5.1 General
5.1.5 Maintenance of Batteries (2005)
5.1.5(a) Maintenance Schedule of Batteries (1 July 2016). Where batteries are fitted for use for
essential and emergency services, a maintenance schedule of such batteries is to be provided and
maintained. The schedule is to include at least the following information regarding the batteries,
which is to be submitted for review, during their plan approval or the new building survey.
(Bulleted list remains unchanged.)

SECTION 5 SPECIAL SYSTEMS
3 High Voltage Systems
3.7 Equipment Design

3.7.1 Air Clearance and Creepage Distance (1 July 2016)
(Revise Item 4-8-5/3.7.1(d), as follows:)
3.7.1(d) Creepage Distances (1 July 2016). Creepage distances between live parts and between
live parts and earthed metal parts are to be in accordance with IEC 60092-503 for the nominal voltage
of the system, the nature of the insulation material, and the transient overvoltage developed by
switch and fault conditions.
i) The minimum creepage distances for main switchboards and generators are given in the
Table below:
Nominal Minimum Creepage Distance for Proof Tracking Index

Voltage mm (in.)
V 300 V 375 V 500 V >600 V
1000-1100 26 (1.02)(1) 24 (0.94)(1) 22 (0.87)(1) 20 (0.79)(1)
< 3300 63 (2.48) 59 (2.32) 53 (2.09) 48 (1.89)
< 6600 113 (4.45) 108 (4.25) 99 (3.9) 90 (3.54)
≤ 11000(2) 183 (7.20) 175 (6.89) 162 (6.38) 150 (5.91)
Notes:
1 A distance of 35 mm is required for busbars and other bare
conductors in main switchboards.
2 Creepage distances for equipment with nominal voltage above
11 kV shall be subject to consideration.

(Renumber Item 4-8-5/3.7.1(e) as Subitem ii), as follows:)

ii) The minimum creepage distances for equipment other than main switchboards and
generators are given in the Table below:
(Table remains unchanged.)
(Delete Item 4-8-5/3.7.1(f).)
3.7.4 Switchgear and Control-gear Assemblies (2014)

(Revise Item 4-8-5/3.7.4(c), as follows:)
3.7.4(c) Shutters (1 July 2016). The fixed contacts of withdrawable circuit breakers and switches
are to be so arranged that in the withdrawn position, the live contacts of the bus bars are automatically
covered. Shutters are to be clearly marked for incoming and outgoing circuits. This may be achieved
with the use of colors or labels.
(Revise Item 4-8-5/3.7.4(e), as follows:)

3.7.4(e) Arc Flash and Associated Installation Requirements (1 July 2016)
i) Internal Arc Classification (IAC). Switchgear and control gear assemblies are to be Internal
Arc Classified (IAC). Where switchgear and control gear are accessible by authorized
personnel only accessibility Type A is sufficient (IEC 62271-200; Annex AA; AA 2.2).
Accessibility Type B is required if accessible by non-authorized personnel. Installation and
location of the switchgear and control gear is to correspond with its internal arc classification
and classified sides (F, L and R).
ii) Calculations, in accordance with the applicable parts of Standard IEEE 1584 or other
recognized standard, are to be made to establish:
• The maximum current that can flow in the case of an arc fault
• The maximum time and current that could flow if arc protection techniques are adopted
• The distance, from the location of the arc flash, at which the arc flash energy would
be 1.2 calories per cm2 if the enclosure is open
iii) In addition to the marking required by the equipment design standard, arc flash data consistent
with the Design Operating Philosophy and the required PPE is also to be indicated at each
location where work on the HV equipment could be conducted.
3.7.5 Transformers (2002)

3.7.5(a) Application (1 July 2016). The provisions of 4-8-5/3.7.5 are applicable to power
transformers for essential services. See also 4-8-3/7.3. Items 4-8-5/3.7.5(c) and 4-8-5/3.7.5(d) are
applicable to transformers of the dry type only. These requirements are not applicable to
transformers intended for the following services:
• Instrument transformers
• Transformers for static converters
• Starting transformers

Dry type transformers are to comply with the applicable Parts of the IEC Publication 60076-11.
Liquid filled transformers are to comply with the applicable Parts of the IEC 60076 Series. Oil
immersed transformers are to be provided with the following alarms and protections:
• Liquid level (Low) – alarm
• Liquid temperature (High) – alarm
• Liquid level (Low) – trip or load reduction
• Liquid temperature (High) – trip or load reduction
• Gas pressure relay (High) – trip
3.11 Equipment Installation

3.11.2 Large Equipment Enclosure (1 July 2016)
Where high voltage equipment is not contained in an enclosure but a room forms the enclosure of
the equipment, the access doors are to be so interlocked that they cannot be opened until the
supply is isolated and the equipment earthed down. At the entrance of such spaces, a suitable
marking is to be placed which indicates danger of high voltage and the maximum voltage inside
the space. For high voltage equipment installed outside these spaces, a similar marking is to be
provided. An adequate, unobstructed working space is to be left in the vicinity of high voltage
equipment for preventing potential severe injuries to personnel performing maintenance activities.
In addition, the clearance between the switchboard and the ceiling/deckhead above is to meet the
requirements of the Internal Arc Classification according to IEC 62271-200.
3.13 Tests (2014)

(Revise first paragraph of Subparagraph 4-8-5/3.13.2, as follows:)
3.13.2 Switchgear Tests (1 July 2016)
A power frequency voltage test is to be carried out on high voltage switchgear and control-gear
assemblies with test voltages shown in the Table below. The test procedure is to be in accordance
with IEC Publication 62271-200 Section 7/ Routine Test.
(Table and following text remain unchanged.)

3.13.3 Cable Test after Installation (1 July 2016)
A voltage withstand test is to be carried out on each completed cable and its accessories before a
new high voltage installation, including additions to an existing installation, is put into service.
An insulation resistance test is to be carried out prior to the voltage withstand test being conducted.
For cables with rated voltage (Uo/U) above 1.8/3 kV (Um = 3.6 kV) an AC voltage withstand test
may be carried out upon advice from high voltage cable manufacturer. One of the following test
methods to be used:
i) An AC test voltage for 5 min with the phase‐to‐phase voltage of the system applied
between the conductor and the metallic screen/sheath.
ii) An AC voltage test for 24 h with the normal operating voltage of the system.
iii) A DC test voltage equal to 4Uo may be applied for 15 minutes.

For cables with rated voltage (Uo/U) up to 1.8/3 kV (Um = 3.6 kV), a DC voltage equal to 4Uo
shall be applied for 15 minutes.
After completion of the test, the conductors are to be connected to earth for a sufficient period in
order to remove any trapped electric charge.
The insulation resistance test is then repeated.
The above tests are for newly installed cables. If due to repairs or modifications, cables which
have been in use are to be tested, lower voltages and shorter durations should be considered.
3.15 Design Operating Philosophy (2014)

3.15.4 Accessibility (1 July 2016)
An adequate, unobstructed working space of at least 2 m (6 ft) is to be left in the vicinity of high
voltage equipment for preventing potential severe injuries to personal performing maintenance
activities. Where the clear space around a location where activity is taking place is less than 2 m (6 ft),
then the activities are to be covered in sufficient detail to take into account the work involved and
the possible need to have clear and safe access for emergency medical evacuation. Where
recommended by the switchgear manufacturer, the working space may be reduced to a minimum
of 1.5 m (5 ft) due to special considerations such as the use of arc resistant switchgear.
Activities that do not require operation at the switchboard (e.g., telephones or manual call points)
should not require the operator to be within 2 m (6 ft) of the switchboard.
PART 5C SPECIFIC VESSEL TYPES

CHAPTER 5 VESSELS INTENDED TO CARRY CONTAINERS (130 METERS (427 FEET) TO
450 METERS (1476 FEET) IN LENGTH)
SECTION 1 INTRODUCTION
1 General
1.3 Application (1998)

(Revise Subparagraph 5C-5-1/1.3.1, as follows:)
1.3.1 Size and Proportions (1 July 2016)
The requirements contained in this Chapter are applicable to container carriers in the range of 130
to 450 meters (427 to 1476 feet) in length, having proportions within the range as specified below and
are intended for unrestricted service.
i) Proportion 5 ≤ L/B ≤ 9; 2 ≤ B/d ≤ 6
ii) Block coefficient at scantling draft 0.55 ≤ Cb ≤ 0.9
Vessels that do not meet all of the aforementioned criteria, are subject to special consideration and
direct calculations of wave induced loads may be required.


1.3.3 Direct Calculations (1 July 2016)
For a vessel with length greater than 250 meters (820 feet), the torsional response and critical
structural details beyond 0.4L amidships are to be evaluated using a full ship finite element model
unless a proven design or an equivalent analysis result is available.
For a vessel with length of 290 meters (951 feet) or more, the hull structure and critical structural
details are to comply with the requirements of the Dynamic Loading Approach. For analysis using
the Dynamic Loading Approach, acceptance of an equivalent method may be considered by ABS.
The vessel will be identified in the Record by the notations SH-DLA.
For a vessel with length in excess of 350 meters (1148 feet), the hull structure and critical structural
details are to comply with the requirements of the Spectral Fatigue Analysis. The vessel will be
identified in the Record by the notations SFA.
Direct calculations with respect to the determination of design loads and the establishment of
alternative strength criteria based on first principles will be accepted for consideration, provided
all the supporting data, analysis procedures and calculated results are fully documented and
submitted for review. In this regard, due consideration is to be given to the environmental conditions,
probability of occurrence, uncertainties in load and response predictions, and reliability of the
structure in service. For long term prediction of wave loads, realistic wave spectra covering the
North Atlantic Ocean and a probability level of 10-8 are to be employed.

SECTION 2 DESIGN CONSIDERATIONS AND GENERAL REQUIREMENTS
1 General Requirements (1998)

(Revise Paragraph 5C-5-2/1.1, as follows:)
1.1 General (1 July 2016)

The strength requirements specified in this Chapter are based on a “net” ship approach. Hull girder strength
assessment to the requirements within 5C-5-4/3, 5C-5-4/7 and 5C-5-4/9 are to be based on the net thickness
approach described in 5C-5-4/3.1.3 and deduction of the specified corrosion additions is to be made from
the offered scantlings. In determining compliance with other criteria for required scantlings, and performing
structural analyses and strength assessments, the nominal design corrosion values given in 5C-5-2/Table 1
are to be deducted from the offered scantlings.


SECTION 3 LOAD CRITERIA
1 General
1.1 Load Components (1 July 2016)

In the design of the hull structure of container carriers, all load components with respect to the hull girder
and local structure as specified in this Chapter are to be taken into account. These include static loads in
still water, wave-induced hull girder loads, wave-induced internal and external loads, slamming, impact
loads and other loads, where applicable.
The sign convention for still-water and wave vertical bending moments Ms and Mw, and still-water and wave
vertical shear forces Fs and Fw is as follows in 5C-5-3/Figure 1A.
The sign convention for horizontal bending moment, MH, and torsional moments, TS and TM, and horizontal
shear forces, FH, is as follows in 5C-5-3/Figure 1B.
(Delete first paragraph of Subsection 5C-5-3/3, as follows:)
3 Static Loads (1 July 2016)

3.1 Still-water Bending Moments, Shear Forces and Torsional Moment (1 July 2016)
3.1.1 Still-water Vertical Bending Moments and Shear Forces
Still-water bending moments, Ms in kN-m (tf-m, Ltf-ft), and still water shear forces, Fs in kN (tf,
Ltf), are to be calculated at each section along the ship length for design loading conditions.
In general, the design loading conditions are the design cargo and ballast loading conditions, based
on amount of bunker, fresh water and stores at departure and arrival, are to be considered for the
MS and FS calculations. Where the amount and disposition of consumables at any intermediate stage
of the voyage are considered more severe, calculations for such intermediate conditions are to be
submitted in addition to those for departure and arrival conditions. Also, where any ballasting and/or
de-ballasting is intended during voyage, calculations of the intermediate condition just before and
just after ballasting and/or de-ballasting any ballast tank are to be submitted and where approved
included in the loading manual for guidance.
The permissible vertical still water bending moments Msmax and Msmin and the permissible vertical
still-water shear forces Fsmax and Fsmin in seagoing conditions at any longitudinal position are to
envelop:
• The maximum and minimum still water bending moments and shear forces for the seagoing
loading conditions defined in the Loading Manual.
• The maximum and minimum still water bending moments and shear forces specified by the
designer
The Loading Manual should include the relevant loading conditions, which envelop the still water
hull girder loads for seagoing conditions. See 5C-5-4/3.1.9.
Envelope curves are also to be provided for the still-water bending moments (hogging and sagging)
and shear forces (positive and negative).
Except for special loading cases, the loading patterns shown in 5C-5-3/Figures 3A through 3C and
5C-5-A5/Table 1 are to be considered in determining local static loads.

3.1.2 Still-water Torsional Moment

Still-water torsional moment due to uneven distribution of cargo and other weights is to be considered.
Unless the maximum still-water torsional moment is specified in the loading manual, the following
equation may be used to calculate still-water torsional moment amidships:
TS = ± k B WT kN-m (tf-m, Ltf-ft)
where
k = 0.004
B = breadth of vessel, as defined in 3-1-1/5, in m (ft)
WT = maximum total container weight of vessel, kN (tf, Ltf)
The still-water torsional moment along the length of the vessel L may be obtained by multiplying
the midship value by the distribution factor mT as given in 5C-5-3/Figure 9.
(Add new 5C-5-3/Figure 1A, and renumber existing 5C-5-3/Figure 1 as 5C-5-3/Figure 1B as follows:)
FIGURE 1A
Sign Convention for Vertical Bending Moments
and Vertical Shear Forces (1 July 2016)
(+)
Ms, Mw
Aft Fore
Fs, Fw (+)
Aft Fore
FIGURE 1B
Sign Conventions for Horizontal Bending Moments, Horizontal Shear Forces
and Torsional Moments (1 July 2016)
(+)
FH
(+)
MH
TS, TM
(+)
(+)

(Revise first paragraphs of Subsection 5C-5-3/5, as follows:)
5 Wave-induced Loads (1998)

(1 July 2016) The equations below are to be used to calculate design wave induced loads. Where a direct
calculation of the wave-induced loads [i.e., longitudinal bending moments and shear forces, hydrodynamic
pressures (external) and inertial forces and added pressure heads (internal)] is available, these loads are to
be used to evaluate structural response. In the case where direct calculation wave-induced loads are used
the Vertical Wave Bending Moment in 5C-5-3/5.1.1 and Vertical Wave Shear Force in 5C-5-3/5.1.2 are to
be considered as maximum hogging/positive and minimum sagging/negative values.
When a direct calculation is performed, envelope curves for the combined wave and still-water design loads,
covering all the anticipated loading conditions, are to be submitted for review.
5.1 Wave-induced Longitudinal Bending and Torsional Moments and Shear Forces
5.1.1 Vertical Wave Bending Moment (1 July 2016)
The wave vertical bending moments amidships, expressed in kN-m (tf-m, Ltf-ft), are to be obtained
from the following equations:
0.8
B
Mw-Hog = +1.5c1fRL CCw  
3
fNL-Hog N-m (tf-m, Ltf-ft) Wave Hogging Moment
L
0 .8
B
Mw-Sag = –1.5c1fRL3CCw   fNL-Sag N-m (tf-m, Ltf-ft) Wave Sagging Moment
L
where
c1 = 1.0 (0.10197, 0.0093239)
fR = factor related to the operational profile, to be taken as 0.85
L = length of vessel, as defined in 3-1-1/3.1, in m (ft)
2.2
 L 
C = 1 – 1.50 1 − for L ≤ Lref
 Lref 
 
1.7
 L 
= 1 – 0.45  − 1 for L > Lref
 Lref 
 
Lref = reference length, in m, taken as:
= 315 C w−1.3 m (1033 C w−1.3 ft)

Cw = waterplane coefficient at draft d, to be taken as:
Aw
=
(LB )
Aw = waterplane area at draft d, in m2 (ft2)

B = breadth of the vessel, in m (ft), as defined in 3-1-1/5

fNL-Hog = non-linear correction for hogging, to be taken as:

Cb
= 0.3 d not to be taken greater than 1.1, for d in meters
Cw
Cb
= 0.16563 d not to be taken greater than 0.60730, for d in feet
Cw
fNL-Sag = non-linear correction for sagging, to be taken as:
1 + 0.2 f Bow
= 4.5 not to be taken less than 1.0, for L in meters
C w Cb L0.3
1 + 0.2 f Bow
= 6.4269 not to be taken less than 1.4282, for L in feet
C w Cb L0.3
fBow = bow flare shape coefficient, to be taken as:

ADK − AWL
=
0.2 Ly f
ADK = projected area in horizontal plane of uppermost deck, in m2 (ft2) including

the forecastle deck, if any, extending from 0.8L forward (see 5C-5-3/Figure 4).
Any other structures (e.g., plated bulwark) are to be excluded.
AWL = waterplane area at draft d, in m2 (ft2), extending from 0.8L forward
yf = vertical distance, in m (ft), from the waterline at draft d to the uppermost
deck (or forecastle deck), measured at the fore end (FE) of the rule length
(see 5C-5-3/Figure 4). Any other structures (e.g., plated bulwark) are to be
excluded.
d = draft, in m (ft), as defined in 3-1-1/9
(Add new 5C-5-3/Figure 4, as follows:)

FIGURE 4
Projected Area ADK and Vertical Distance yf (1 July 2016)
ADK ADK ADK
Forecastle deck Forecastle deck

Deck Deck Deck
yf yf yf
Waterline Waterline Waterline
d d d
0.8L FE 0.8L FE 0.8L FE
The distribution of the vertical wave bending moment, Mw along the length of the vessel L, is given
in 5C-5-3/Figure 5.


FIGURE 5
Distribution of Vertical Wave Bending Moment Along the Ship Length (1 July 2016)
Mw-Hog
0.25Mw-Hog
0.15Mw-Hog
0.1L 0.35L 0.55L 0.8L
AE 0.35L 0.6L FE
Mw-Sag

5.1.2 Vertical Wave Shear Force (1 July 2016)
The distribution of wave-induced vertical shearing forces, Fw, expressed in kN (tf, Ltf), is as shown
in 5C-3-3/Figure 6 and as determined from the following equations:
0.8
Aft B
Fw Hog = +5.2c1fRL2CCw   (0.3 + 0.7fNL-Hog) kN (tf, Ltf)
L
0.8
Fore B
Fw Hog = –5.7c1fRL2CCw   fNL-Hog kN (tf, Ltf)
L
0.8
Aft B
Fw Sag = –5.2c1fRL2CCw   (0.3 + 0.7fNL-Hog) kN (tf, Ltf)
L
0 .8
Fore B
Fw Sag = +5.7c1fRL2CCw   (0.25 + 0.75fNL-Hog) kN (tf, Ltf)
L
0 .8
B
FwMid = +4.0c1fRL2CCw   kN (tf, Ltf)
L
where
c1 = 1.0 (0.10197, 0.0093239)
fR, L, C, Cw, B, fNL-Hog and fNL-Sag are as defined in 5C-3-3/5.1.1 with the reference length taken as:
Lref = 330 C w−1.3 m Lref = 1083 C w−1.3 ft

(Add new 5C-5-3/Figure 6, as follows, and renumber existing 5C-5-3/Figure 4 through 5C-5-3/Figure 21 as
5C-5-3/Figure 7 through 5C-5-3/Figure 24:)
FIGURE 6
Distribution of Vertical Wave Shear Force along the Ship Length (1 July 2016)
Fo re
Fw Sag
Aft
Fw Hog
Mid
Fw
0.15L 0.3L 0.4L 0.55L 0.65L 0.85L

AE 0.15L 0.3L 0.4L 0.5L 0.6L 0.75L FE
Aft
0.25Fw Sag
−Fw
Mid
Fo re
Fw Hog
Aft
Fw Sag
9 Combined Load Cases

9.1 Combined Load Cases for Structural Analysis (1 July 2016)

For assessing the strength of the hull girder structures and in performing a structural analysis as outlined in
Section 5C-5-5, the ten combined load cases specified in 5C-5-3/Table 1 are to be considered. Additional
combined load cases may be required as warranted. The loading patterns are shown in 5C-5-3/Figures 3A
through 3C and 5C-5-A5/Table 1 for three cargo hold lengths. It is to be noted that the midship section should
be located within the mid-hold of the three hold FE model. The necessary factors and coefficients for
calculating hull girder and local loads are given in 5C-5-3/Table 1. The total external pressure distribution
including static and hydrodynamic pressures is illustrated in 5C-5-3/Figure 13.
If deemed necessary, another three hold length model consisting of the engine room and two adjacent
cargo holds forward is to be analyzed to assess the torsional response of the deck structures immediately
forward of the engine room. For this purpose, four load cases, Load Cases 7 through 10 of 5C-5-3/Table 1,
are to be considered using the loading patterns of cargo holds specified in 5C-5-3/Figures 3A through 3C.

(Delete Subparagraph 5C-5-3/9.3.1 and renumber Subparagraphs 5C-5-3/9.3.2 and 5C-5-3/9.3.3 as

5C-5-3/9.3.1 and 5C-5-3/9.3.2, as follows:)
9.3 Combined Load Cases for Strength Assessment (1 July 2016)

For assessing the failure modes with respect to material yielding, buckling and ultimate strength, the
following combined load cases are to be considered:
9.3.1 Yielding, Buckling and Ultimate Strength of Local Structures
For assessing the yielding, buckling and ultimate strength of local structures, the ten combined
load cases given in 5C-5-3/Table 1 are to be considered.
9.3.2 Fatigue Strength
For assessing the fatigue strength of structural joints, the ten combined load cases given in 5C-5-3/9.1
and two additional load cases given in 5C-5-A1/Tables 3A through 3C are to be used for fatigue
strength assessment, as described in Appendix 5C-5-A1.

SECTION 4 INITIAL SCANTLING CRITERIA
3 Hull Girder Strength

3.1 Longitudinal Hull Girder Strength (1 July 2016)

3.1.1 Longitudinal Extent of Strength Assessment
The stiffness, yield strength, buckling strength and hull girder ultimate strength assessment are to
be carried out in way of 0.2L to 0.75L with due consideration given to locations where there are
significant changes in hull cross section (e.g., changing of framing system and the fore and aft end
of the forward bridge block in case of two-island designs).
In addition, strength assessments are to be carried out outside this area. As a minimum assessments
are to be carried out at forward end of the foremost cargo hold and the aft end of the aft most
cargo hold.
The required hull girder section modulus amidships is to be calculated in accordance with this section.
For the calculations the net hull girder section properties are to be calculated in accordance with
5C-5-4/3.1.3 below.
3.1.2 Symbols and Definitions
3.1.2(a) Symbols
L = Rule length, in m (ft), as defined in 3-1-1/3.1
B = molded breadth, in m (ft), as defined in 3-1-1/5
C = wave parameter, see 5C-5-3/5.1
d = draft, in m (ft), as defined in 3-1-1/9
Cb = block coefficient as defined in 3-1-1/11.3

Cw = waterplane coefficient at draft d, to be taken as:
Aw
=
(LB )
Aw = waterplane area at draft d, in m2
σyd = specified minimum yield stress of the material, in N/mm2 (kgf/mm2, psi)
Q = material conversion factor
= 1.0 for ordinary strength steel
= 0.78 for Grade H32 steel
The structural members made of H40 strength steel with thickness greater
than 51 mm or H47 strength steel are to comply with the requirements in the
ABS Guide for Application of Higher-Strength Hull Structural Thick Steel
Plates in Container Carriers. The Q factor specified in this Guide may be
used to calculate the reduced section modulus.
E = Young’s modulus, to be taken as E = 2.06 × 105 N/mm2 (21,000 kgf/mm2,
30 × 106 psi)
Ms = vertical still water bending moment in seagoing condition, in kN-m (tf-m,
Ltf-ft), at the cross section under consideration
Msmax, Msmin = permissible maximum and minimum vertical still water bending moments in
seagoing condition, in kN-m (tf-m, Ltf-ft), at the cross section under
consideration, see 5C-5-3/3.1.1
Mw = vertical wave induced bending moment, in kN-m (tf-m, Ltf-ft), at the cross
section under consideration
Fs = vertical still water shear force in seagoing condition, in kN (tf, Ltf), at the
cross section under consideration
Fsmax, Fsmin = permissible maximum and minimum still water vertical shear force in seagoing
condition, in kN (tf, Ltf), at the cross section under consideration, see
5C-5-3/3.1.1
Fw = vertical wave induced shear force, in kN (tf, Ltf), at the cross section under
consideration
qv = shear flow along the cross section under consideration, to be determined
according to Appendix 5C-5-A4a
fNL-Hog = nonlinear correction factor for hogging, see 5C-5-3/5.1.1
fNL-Sag = nonlinear correction factor for sagging, see 5C-5-3/5.1.1
fR = factor related to the operational profile, 5C-5-3/5.1.1
tnet = net thickness, in mm (in.), see 5C-5-4/3.1.3
tres = reserve thickness, to be taken as 0.5 mm (0.02 in.)
Inet = net vertical hull girder moment of inertia at the cross section under consideration,
to be determined using net scantlings as defined in 5C-5-4/3.1.3, in cm2-m2
(in2-ft2)
σHG = hull girder bending stress, in N/mm2 (kgf/mm2, psi), as defined in 5C-5-4/3.1.5

τHG = hull girder shear stress, in N/mm2 (kgf/mm2, psi), as defined in 5C-5-4/3.1.5
x = longitudinal coordinate of a location under consideration, in m (ft)
y = vertical coordinate of a location under consideration, in m (ft)
yn = distance from the baseline to the horizontal neutral axis, in m (ft)
3.1.2(b) Fore End and Aft End
• The fore end (FE) of the rule length L, see 5C-5-4/Figure 3, is the perpendicular to the scantling
draft waterline at the forward side of the stem.
• The aft end (AE) of the rule length L, see 5C-5-4/Figure 3, is the perpendicular to the scantling
draft waterline at a distance L aft of the fore end (FE).

FIGURE 3
Ends of Length L (1 July 2016)
AE FE
Midship
L/2 L/2
L
3.1.2(c) Reference Coordinate System. The ship’s geometry, loads and load effects are defined
with respect to the following right-hand coordinate system (see 5C-5-4/Figure 4):
• Origin: At the intersection of the longitudinal plane of symmetry of ship, the aft end of L
and the baseline.
• X axis: Longitudinal axis, positive forwards.
• Y axis: Vertical axis, positive upwards.
• Z axis: Transverse axis, positive towards starboard side.


FIGURE 4
Reference Coordinate System (1 July 2016)
Y
AE
3.1.3 Net Thickness for Longitudinal Hull Girder Strength Assessments

3.1.3(a) Net Scantling Definitions. The strength is to be assessed using the net thickness approach
on all scantlings.
The net thickness, tnet, for the plates, webs and flanges is obtained by subtracting the voluntary
addition tvol_add and the factored corrosion addition tc from the as built thickness tas_built, as follows:
tnet = tas_built – tvol_add – αtc mm (in.)
where α is a corrosion addition factor whose values are defined in 5C-5-4/Table 1.

The voluntary addition, if being used, is to be clearly indicated on the drawings.
(Add new 5C-5-4/Table 1, as follows:)

TABLE 1
Values of Corrosion Addition Factor (1 July 2016)
Structural Requirement Property/Analysis Type α
Strength assessment
Section properties 0.5
(5C-5-4/3.1.6)
Section properties
Buckling strength 0.5
(stress determination)
(5C-5-4/3.1.7)
Buckling capacity 1.0
Section properties 0.5
Hull girder ultimate strength
(5C-5-4/3.1.8) Buckling/collapse
0.5
capacity
3.1.3(b) Determination of Corrosion Addition. The corrosion addition for each of the two sides
of a structural member, tc1 or tc2 is specified in 5C-5-4/Table 2. The total corrosion addition, tc, in
mm (in.), for both sides of the structural member is obtained by the following formula:
tc = (tc1 + tc2) + tres mm (in.)

For an internal member within a given compartment, the total corrosion addition, tc is obtained from
the following formula:
tc = (2tc1) + tres mm (in.)
The corrosion addition of a stiffener is to be determined according to the location of its connection
to the attached plating.

TABLE 2
Corrosion Addition for One Side of a Structural Member (1 July 2016)
Compartment Type One Side Corrosion Addition
tc1 or tc2 , in mm (in.)
Exposed to sea water 1.0
Exposed to atmosphere 1.0
Ballast water tank 1.0
Void and dry spaces 0.5
Fresh water, fuel oil and lube oil tank 0.5
Accommodation spaces 0.0
Container holds 1.0
Compartment types not mentioned
0.5
above
3.1.3(c) Determination of Net Section Properties. The net section modulus, moment of inertia
and shear area properties of a supporting member are to be calculated using the net dimensions of
the attached plate, web and flange, as defined in 5C-5-4/Figure 5. The net cross-sectional area, the
moment of inertia about the axis parallel to the attached plate and the associated neutral axis
position are to be determined through applying a corrosion magnitude of 0.5αtc deducted from the
surface of the profile cross-section.


FIGURE 5
Net Sectional Properties of Supporting Members (1 July 2016)
bf-gr bf
tf-gr tf
hstf tw-gr
hw-gr tw hw
tp-gr tp
T - Profile
bf-gr bf
tf-gr tf
hstf tw-gr
hw-gr tw hw
tp-gr tp
L - Profile
hstf hw
tw-gr tw
tp-gr tp
FB - Profile
hstf y
hw
tw-gr tw
tp-gr tp
Bulb and Similar Profiles

3.1.4 Effective Longitudinal Members

The hull girder strength assessment is to be carried out in accordance with 3-2-1/9 through 3-2-1/17 as
modified below. To suit the strength criteria based on a “net” ship concept, with deduction of corrosion
additions as specified in 5C-5-4/3.1.3 when calculating net properties.
3.1.5 Hull Girder Stresses for Vertical Bending Moments and Vertical Shear Forces
The hull girder stresses in N/mm2 (kgf/mm2, psi) are to be determined at the load calculation point
under consideration, for the “hogging” and “sagging” load cases defined in 5C-5-3/7.1.1 as follows:
• Bending stress:
γ s M s + γ wM w
σHG = c1 (y – yn) N/mm2 (kgf/mm2, psi)
I net
• Shear stress:
γ s Fs + γ w Fw
τHG = c2 N/mm2 (kgf/mm2, psi)
t net qv
where
c1 = 10 (10, 2240)
γs , γw = partial safety factors, to be taken as 1.0
Ms = vertical still water bending moment in seagoing condition, in kN-m (tf-m,
Ltf-ft), at the cross section under consideration, see 5C-5-3/3.1.1
Mw = vertical wave induced bending moment, in kN-m (tf-m, Ltf-ft), at the cross
section under consideration, see 5C-5-3/5.1.1
Inet = net vertical hull girder moment of inertia at the cross section under consideration,
to be determined using net scantlings as defined in 5C-5-4/3.1.5, in cm2-m2
(in2-ft2)
y = vertical coordinate of a location under consideration, in m (ft)
c2 = 1000 (1000, 2240)
Fs = vertical still water shear force in seagoing condition, in kN (tf, Ltf), at the
cross section under consideration, see 5C-5-3/3.1.1
Fw = vertical wave induced shear force, in kN (tf, Ltf), at the cross section under
consideration, see 5C-5-3/5.1.2
tnet = net thickness, in mm (in.), see 5C-5-4/3.1.3
qv = shear flow along the cross section under consideration, to be determined in
accordance with Appendix 5C-5-A4a, in units of 1/mm (1/ mm, 1/in.)
3.1.6 Hull Girder Strength Assessment for Vertical Bending moments and Vertical Shear Forces
3.1.6(a) General. Continuity of structure is to be maintained throughout the length of the ship.
Where significant changes in structural arrangement occur adequate transitional structure is to be
provided.
3.1.6(b) Stiffness Criterion. The net moment of inertia, in cm2-m2 (in2-ft2), for the “hogging” and
“sagging” load cases defined in 5C-5-3/7.1 is not to be less than:
Inet ≥ cL|Ms + Mw|10-3 cm2-m2 (in2-ft2)
where
c = 1.55 (15.200, 2.3939)
Ms and Mw are as defined in 5C-5-4/3.1.5.

3.1.6(c) Yield Strength Assessment

i) General Acceptance Criteria. For each of the load cases “hogging” and “sagging” load
cases defined in 5C-5-3/7.1 the equivalent hull girder stress σeq, in N/mm2 (kgf/mm2, psi),
is less than the permissible stress σperm, in N/mm2 (kgf/mm2, psi), as follows:
σeq < σperm
where
σeq = σ x2 + 3τ 2
σ yd
σperm =
γ1 γ 2
γ1 = partial safety factor for material, to be taken as:
σ yd
= Q
235
γ2 = partial safety factor for load combinations and permissible stress, to
be taken as:
= 1.24 for bending strength assessment as described below
= 1.13 for shear strength assessment as described below
ii) Bending Strength Assessment. The assessment of the bending stresses is to be carried out
at the following locations of the cross section:
• At bottom
• At deck
• At top of hatch coaming
• At any point where there is a change of steel yield strength
The following combination of hull girder stress, in N/mm2 (kgf/mm2, psi), as defined in
5C-5-4/3.1.5, is to be considered:
σx = σHG
τ=0
iii) Hull Girder Section Modulus Amidships. The required net hull girder section modulus
and design (actual) net hull girder section modulus are as indicated below:
 γs M s + γwM w  3
SMR =   10 cm2-m (in2-ft)
 σ perm 
 
where
SMR = required net section modulus amidships, cm2-m (in2-ft)
γs, γw, Ms and Mw are as defined in 5C-5-4/3.1.5.
σperm is as defined above in 5C-5-4/3.1.6(c)i).
 I 
SM =  net  103 cm2-m (in2-ft)
 y− y 
 n 

where
SM = design (actual) net section modulus amidships, cm2-m (in2-ft)
Inet = net vertical hull girder moment of inertia at midships, determined
using net scantlings as defined in 5C-5-4/3.1.3, in cm2-m2 (in2-ft2)
y = limiting value for the vertical co-ordinate of the location as defined
above in 5C-5-4/3.1.6(c)ii), in m (ft)
iv) Minimum Hull Girder Section Modulus Amidships. The minimum gross (without deduction
of corrosion additions) hull girder section modulus amidships is not to be less than
obtained from the following equation:
SM = C1C2L2B (Cb + 0.7) cm2-m (in2-ft)
where
1.5
 300 − L 
C1 = 10.75 −   90 ≤ L ≤ 300 m
 100 
= 10.75 300 < L < 350 m
1.5
 L − 350 
= 10.75 −   350 ≤ L ≤ 500 m
 150 
1.5
 984 − L 
C1 = 10.75 −   295 ≤ L ≤ 984 ft
 328 
= 10.75 984 < L < 1148 ft
1.5
 L − 1148 
= 10.75 −   1148 ≤ L ≤ 1640 ft
 492 
C2 = 0.01 (0.01, 1.44 × 10-4)
L = length of vessel, as defined in 3-1-1/3.1, in m (ft)
B = breadth of vessel, as defined in 3-1-1/5, in m (ft)
Cb = block coefficient, as defined in 3-1-1/11.3, but is not to be taken less
than 0.6
In general, where the minimum section modulus governs, scantlings of all continuous
longitudinal members of the hull girder are to be maintained throughout 0.4L amidships
and then may be gradually tapered beyond.
v) Shear Strength Assessment. The assessment of shear stress is to be carried out for all
structural elements that contribute to the shear strength capability.
The assessment of shear stress is to be carried out according to general acceptance criteria
described above for all structural elements that contribute to the shear strength capability.
The following combination of hull girder stress, in N/mm2 (kgf/mm2, psi), as defined in
5C-5-4/3.1.5 is to be considered:
σx = 0
τ = τHG

3.1.7 Buckling Strength

3.1.7(a) Application. These requirements apply to plate panels and longitudinal stiffeners subject
to hull girder bending and shear stresses.
The requirements herein are to be used in association with the “Buckling Capacity” characteristics
specified in Appendix 5C-5-A4b.
3.1.7(b) Buckling Criteria. The acceptance criterion for the buckling assessment is defined as
follows:
ηact ≤ 1
where
ηact = maximum utilization factor as defined in 5C-5-4/3.1.7(c).
3.1.7(c) Buckling Utilization Factor. The utilization factor, ηact, is defined as the inverse of the
stress multiplication factor at failure, γc, see 5C-5-4/Figure 6.
1
ηact =
γc
Failure limit states are defined in:
• 5C-5-A4b/3 for elementary plate panels
• 5C-5-A4b/5 for overall stiffened panels
• 5C-5-A4b/7 for longitudinal stiffeners
Each failure limit state is defined by an equation, and γc is to be determined such that it satisfies
the equation.
5C-5-4/Figure 6 illustrates how the stress multiplication factor at failure, γc, of a structural
member is determined for any combination of longitudinal and shear stress, where:
σ x, τ = applied stress combination, in N/mm2 (kgf/mm2, psi), for buckling given in
5C-5-4/3.1.7(c)
σ c, τ c = critical buckling stresses obtained according to Appendix 5C-5-A4b for the
stress combination for buckling σx and τ, in N/mm2 (kgf/mm2, psi).

FIGURE 6
Example of Failure Limit State Curve and Stress
Multiplication Factor at Failure (1 July 2016)
τ
Failure limit state curve
τc
Stress
γc τ Applied at failure
τ stress
σx γ c σx σc σ x
3.1.7(c) Stress Determination

i) Stress Combinations for Buckling Assessment. The following two stress combinations are to
be considered for each of the load cases “hogging” and “sagging” as defined in 5C-5-3/7.1.1.
The stresses, in N/mm2 (kgf/mm2, psi), are to be derived at the load calculation points as
defined below.
ii) Longitudinal stiffening arrangement:
Stress combination 1 with:
σx = σHG
σy = 0
τ = 0.7τHG
σx = 0.7σHG
σy = 0
τ = τHG
iii) Transverse stiffening arrangement:
σx = 0
σy = σHG
τ = 0.7τHG
σx = 0
σy = 0.7σHG
τ = τHG
iv) Load Calculation Points. The hull girder stresses for elementary plate panels (EPP) are to
be calculated at the load calculation points defined in 5C-5-4/Table 3.

TABLE 3
Load Calculation Points (LCP) Coordinates
for Plate Buckling Assessment (1 July 2016)
LCP Hull Girder Bending Stress
Hull Girder Shear Stress
Coordinates Non Horizontal Plating Horizontal Plating
x coordinate Mid-length of the EPP
Both upper and lower ends Outboard and inboard ends
Mid-point of EPP
of the EPP of the EPP
y coordinate (point B in
(points A1 and A2 in (points A1 and A2 in
5C-5-4/Figure 7)
5C-5-4/Figure 7) 5C-5-4/Figure 7)
z coordinate Corresponding to x and y values

FIGURE 7
Load Calculation Points for Plate Buckling Assessment (1 July 2016)
Considered
Considered
transverse
transverse
section
section
A2 PSM A2
A2 A2
B b B B B
a
A1 A1
A1 PSM A1
a
PSM PSM b
Longitudinal Framing Transverse Framing
Note: PSM stands for primary supporting members.
The hull girder stresses for longitudinal stiffeners are to be calculated at the following load calculation
points:
• At the mid length of the considered stiffener.
• At the intersection point between the stiffener and its attached plate.
3.1.8 Hull Girder Ultimate Strength
3.1.8(a) General. The hull girder ultimate strength is to be assessed for ships with length L equal
or greater than 130m.)
The acceptance criteria given in 5C-5-4/3.1.8(d) are applicable to intact ship structures.
The hull girder ultimate bending capacity is to be checked for the “hogging” and “sagging” bending
moments as defined in 5C-5-3/7.1.1.
3.1.8(b) Hull Girder Ultimate Bending Moments. The vertical hull girder bending moment, M, in
hogging and sagging conditions, to be considered in the ultimate strength check is to be taken as:
M = γsMs + γwMwu kN-m (tf-m, Ltf-ft)
where
γs = partial safety factor for still water bending moment, to be taken as:
= 1.0
γw = partial safety factor for vertical wave bending moment, to be taken as:
= 1.2
Ms = permissible still water bending moment, in kN-m (tf-m, Ltf-ft), defined in
5C-5-3/3.1.1
Mwu = vertical wave bending moment including whipping component, in kN-m (tf-m,
Ltf-ft)
= kuMw kN-m (tf-m, Ltf-ft)
dk
ku = 5.52 + 0.873
L
dk = nominal half deck width, in m (ft), as defined in 5C-5-3/11.3.3

L = Rule length, in m (ft), as defined in 3-1-1/3.1
Mw = vertical wave bending moment, in kN-m (tf-m, Ltf-ft), defined in 5C-5-3/7.1.1
3.1.8(c) Hull Girder Ultimate Bending Capacity
i) General. The hull girder ultimate bending moment capacity, MU is defined as the maximum
bending moment capacity of the hull girder beyond which the hull structure collapses.
ii) Determination of Hull Girder Ultimate Bending Moment Capacity. The ultimate bending
moment capacities of a hull girder transverse section, in hogging and sagging conditions,
are defined as the maximum values of the curve of bending moment M versus the curvature χ
of the transverse section considered (MUH for hogging condition and MUS for sagging
condition, see 5C-5-4/Figure 8). The curvature χ is positive for hogging condition and
negative for sagging condition.
(Add new 5C-5-4/Figure 8, as follows, and renumber existing 5C-5-4/Figure 8 through 5C-5-4/Figure 20
as 5C-5-4/Figure 9 through 5C-5-4/Figure 21:)
FIGURE 8
Bending Moment M versus Curvature χ (1 July 2016)
M
Hogging Condition
MUH
−χF χ
χF
MUS
Sagging Condition
The hull girder ultimate bending moment capacity MU is to be calculated using the
incremental-iterative method as given in 5C-5-A4c/3 or using an alternative method as
indicated in 5C-5-A4c/5.
3.1.8(d) Acceptance Criteria. The hull girder ultimate bending capacity at any hull transverse
section is to satisfy the following criteria:
MU
M≤
γ M γ DB
where
M = vertical bending moment, in kN-m (tf-m, Ltf-ft), to be obtained as specified
in 5C-5-4/3.1.8(b).
MU = hull girder ultimate bending moment capacity, in kN-m (tf-m, Ltf-ft), to be
obtained as specified in 5C-5-4/3.1.8(c).
γM = partial safety factor for the hull girder ultimate bending capacity, covering
material, geometric and strength prediction uncertainties, to be taken as:
= 1.05
γDB = partial safety factor for the hull girder ultimate bending moment capacity,
covering the effect of double bottom bending, to be taken as:
= 1.15 For hogging condition
= 1.0 For sagging condition
For cross sections where the double bottom breadth of the inner bottom is less than that at amidships or
where the double bottom structure differs from that at amidships (e.g., engine room sections), the
factor γDB for hogging condition may be reduced, where specifically approved.
3.1.9 Loading Guidance

3.1.9(a) Loading Manual and Loading Instrument. All vessels are to be provided with a loading
manual and a loading instrument in accordance with the requirements in Appendix 3-2-A2.
3.1.9(b) Allowable Stresses. At sea and in port allowable stresses are as indicated in 5C-5-4/Table 4
and 5C-5-4/Table 5, where Q is material factor as defined in 5C-5-4/3.1.2(a).
(Add new 5C-5-4/Tables 4 and 5, as follows:)

TABLE 4
Permissible Hull Girder Bending Stress (1 July 2016)
Permissible Bending Stress,
as a function of location forward of AE, in kN/cm2 (tf/cm2,Ltf/in2)
x/L ≤ 0.1 0.1 < x/L < 0.2 0.2 ≤ x/L ≤ 0.75 0.75 < x/L < 0.9 0.9 ≥ x/L
At Sea 14.0/Q Linear 19.0/Q Linear 14.0/Q
(1.428/Q, 9.06/Q) Interpolation (1.937, 12.30) Interpolation (1.428/Q, 9.06/Q)
In Port 10.5/Q Linear 14.3/Q Linear 10.5/Q
(1.071/Q, 6.80/Q) Interpolation (1.458/Q, 9.26/Q) Interpolation (1.071/Q, 6.80/Q)
TABLE 5
Permissible Hull Girder Shear Stress (1 July 2016)
Permissible Shear Stress,
in kN/cm2 (tf/cm2,Ltf/in2)
At Sea 12.0/Q
(1.224/Q, 7.77/Q)
In Port 10.5/Q
(1.071/Q, 6.80/Q)
3.1.10 Use of Extremely Thick H36 Steel Plates (2014)

Nondestructive tests other than visual inspection are to be carried out on all block to block butt joints
of all upper flange longitudinal structural members of extremely thick H36 steel plates with thickness
greater than 85 mm and less than 100 mm during construction.
3.1.11 Use of Thick H40 and H47 Strength Steels
Structural members made of H40 strength steel with thickness greater than 51 mm (2 in.) or H47
strength steel are to comply with the requirements in the ABS Guide for Application of Higher-
Strength Hull Structural Thick Steel Plates in Container Carriers.
(Delete Paragraph 5C-5-4/3.3 and renumber Paragraph 5C-5-4/3.5 as 5C-5-4/3.3.)

(Delete Subsection 5C-5-4/5 and renumber Subsections 5C-5-4/7 through 5C-5-4/27 as 5C-5-4/5 through 5C-5-4/25.)
9 Double Bottom Structures
9.3 Bottom Shell and Inner Bottom Plating (1998)

9.3.1 Bottom Shell Plating (1 July 2016)
The net thickness of the bottom shell plating, tn, is to be not less than t1, t2 and t3, specified as follows:
t1 = 0.73s(k1 p/f1)1/2 mm (in.)
1/2
t2 = 0.73s(k2 p/f2) mm (in.)
t3 = c s(Sm fy/E)1/2 mm (in.)
where
s = spacing of bottom longitudinals, in mm (in.)
k1 = 0.342
k2 = 0.500
p = nominal pressure, in N/cm2 (kgf/cm2, lbf/in2), as specified in 5C-5-3/Table 2.
For pipe tunnel, pressure is to be taken as that of the adjacent tank.
f1 = permissible bending stress, in longitudinal direction, in N/cm2 (kgf/cm2, lbf/in2)
= (0.95 − 0.67α1SMRB/SMB)Sm fy ≤ Kp Sm fy
Kp = 0.40 for load case 1-“a” in 5C-5-3/Table 2
= 0.36 for L > 210 m (689 ft) for load case 1-“b” in 5C-5-3/Table 2
= 0.36 + (210 − L)/900 for L ≤ 210 m [0.36 + (689 – L)/2950 for L ≤ 689 ft] for
load case 1-“b” in 5C-5-3/Table 2
SMRB = required net hull girder section modulus amidships, as defined in
5C-5-4/3.1.6(c), based on material factor of the bottom flange of the hull
girder, in cm2-m (in2-ft)
SMB = design (actual) net hull girder section modulus amidships, as defined in
5C-5-4/3.1.6(c), at the bottom, amidships in cm2-m (in2-ft)
α1 = Sm1 fy1/Sm fy
Sm = strength reduction factor for plating under consideration
= 1.0 for ordinary mild steel
Sm1 = strength reduction factor for the bottom flange of the hull girder
fy = minimum specified yield point of the material, in N/cm2 (kgf/cm2, lbf/in2)
fy1 = minimum specified yield point of the bottom flange of the hull girder, in
N/cm2 (kgf/cm2, lbf/in2)
f2 = permissible bending stress, in the transverse direction, in N/cm2 (kgf/cm2,
lbf/in2)
= 0.80 Sm fy
E = modulus of elasticity of the material, may be taken as 2.06 × 107 N/cm2
(2.1 × 106 kgf/cm2, 30 × 106 lbf/in2) for steel
c = 0.7N2 − 0.2, not to be taken less than 0.4Q1/2

N = Rb (Q/Qb)1/2
Rb = (SMRBH /SMB)1/2
SMRBH = required net hull girder section modulus amidships, as defined in
5C-5-4/3.1.6(c), for hogging bending moment based on the material factor of
the bottom flange of the hull girder, in cm2-m (in2-ft)
Q, Qb = material conversion factor for the bottom plating and the bottom flange of
the hull girder, respectively
= 1.0 for ordinary strength steel
Bottom shell plating may be transversely framed in pipe tunnels or bilge areas, provided the net
thickness of the bottom shell plating, tn, is not less than t4 specified below:
t4 = 0.73 s k (k2 p/f1)1/2 mm (in.)
where
s = spacing of bottom transverse frame, in mm (in.)
k = (3.075(α)1/2 − 2.077)/(α + 0.272), (1 ≤ α ≤ 2)
= 1.0 (α > 2)
α = aspect ratio of the panel (longer edge/shorter edge)
k2 = 0.500
All other parameters are as defined above.
The net thickness, t3, may be determined based on Sm and fy of the hull girder strength material
required at the location under consideration.
In addition to the foregoing, the net thickness of the bottom shell plating, outboard of 0.3B from
the centerline of the vessel, is to be not less than that of the lowest side shell plating required by
5C-5-4/11.1, adjusted for the spacing of the bottom/bilge longitudinals or frames and the material
factors. For a curved plate where girth spacing is greater than that of the adjacent bottom plating,
the spacing may be modified by the equations, as specified in 5C-5-4/9.7.

9.3.2 Inner Bottom Plating (1 July 2016)
The net thickness of the inner bottom plating, tn, is to be not less than t1, t2 and t3, specified as follows:
t1 = 0.73s(k1 p/f1)1/2 mm (in.)
t2 = 0.73s(k2 p/f2)1/2 mm (in.)
t3 = c s (Sm fy /E)1/2 mm (in.)

where
s = spacing of inner bottom longitudinals, in mm (in.)
k1 = 0.342
k2 = 0.500
p = nominal pressure, in N/cm2 (kgf/cm2, lbf/in2), as specified in 5C-5-3/Table 2.

For pipe tunnel, internal pressure is to be taken as that of the adjacent tank.
= (0.95 − 0.50α1SMRB /SMB) Sm fy ≤ 0.55Sm fy , where SMB /SMRB is not to be
taken more than 1.4
f2 = permissible bending stress, in the transverse direction, in N/cm2 (kgf/cm2,
lbf/in2)
= 0.85 Sm fy
α1 = Sm1 fy1/Sm fy
Sm = strength reduction factor, as defined in 5C-5-4/9.3.1, for the inner bottom
plating
Sm1 = strength reduction factor, as defined in 5C-5-4/9.3.1, for the bottom flange of
the hull girder
fy = minimum specified yield point of the inner bottom plating, in N/cm2
(kgf/cm2, lbf/in2)
fy1 = minimum specified yield point of the bottom flange of the hull girder, in
N/cm2 (kgf/cm2, lbf/ in2)
N = Rb[(Q/Qb) (y/yn)]1/2
Q, Qb = material conversion factor for the inner bottom plating and the bottom flange
of the hull girder, respectively. Refer to 5C-5-4/9.3.1 for values of material
conversion factors.
y = vertical distance, in m (ft), measured from the inner bottom to the neutral
axis of the hull girder section
yn = vertical distance, in m (ft), measured from the bottom to the neutral axis of
the section
SMRB, SMB and E are as defined in 5C-5-4/9.3.1.
Inner bottom plating may be transversely framed in pipe tunnels, provided the net thickness of the
inner bottom plating, tn, is not less than t4, as specified below:
t4 = 0.73 s k(k2 p/f1)1/2 mm (in.)
where
s = spacing of inner bottom transverse frames, in mm (in.)
k2 = 0.500
k = (3.075(α)1/2 − 2.077)/(α + 0.272) (1 ≤ α ≤ 2)

= 1.0 (α > 2)
The net thickness, t3, may be determined based on Sm and fy of the hull girder strength material
required at the location under consideration.
9.15 Longitudinally Stiffened Bottom Girders (1 July 2016)

In addition to 5C-5-4/9.11 or 5C-5-4/9.13, the net thickness of longitudinally stiffened bottom girders is to
be not less than t3, as defined below:
t3 = c s (Sm fy /E)1/2 mm (in.)

where
s = space of stiffeners, in mm (in.)
N = Rb[(Q/Qb) (y/yn)]1/2
Q, Qb = material conversion factor for the bottom girder plating and the bottom flange of the
hull girder, respectively. Refer to 5C-5-4/9.3.1 for values of material conversion
factors.
y = vertical distance, in m (ft), measured from the lower edge of the bottom girder plating
to the neutral axis of the hull girder section.
yn = vertical distance, in m (ft), measured from the bottom to the neutral axis of the
section
Sm, fy, SMRB, SMB, Rb and E are defined in 5C-5-4/9.3.1.
The net thickness, t3, may be determined based on Sm and fy of the hull girder strength material required at
the location under consideration.
11 Side Shell Plating and Longitudinals (1998)

11.1 Side Shell Plating (1 July 2016)

The net thickness of the side shell plating, in addition to having the thickness required for compliance with
5C-5-4/3.1.6, is to be not less than t1, t2 and t3 specified below for the midship 0.4L:
t1 = 0.73s(k1 p/f1)1/2 mm (in.)
t2 = 0.73s(k2 p/f2)1/2 mm (in.)
t3 = c s (Sm fy /E)1/2 mm (in.)

where
s = spacing of side longitudinals, in mm (in.)
k1 = 0.342
k2 = 0.500
p = nominal pressure, in N/cm2 (kgf/cm2, lbf/in2), at the lower edge of each plate strake,
as specified in 5C-5-3/Table 2, but is not to be taken less than 85% of the pressure at
the upper turn of the bilge. The nominal pressure at the upper turn of bilge for case
“a” in 5C-5-3/Table 2 is not to be taken less than that at bottom boundary of wing
tank where the bottom boundary is located between the upper turn of bilge and 0.35D
above the base line.

= [0.835 − 0.40α1 (SMRB /SMB)(y/yb)]Sm fy, below neutral axis, where SMB/SMRB is not
to be taken more than 1.4
= [0.835 – 0.52α2 (SMRD/SMD)(y/yn)] Sm fy, above neutral axis
f1 is not to be taken greater than:
0.43Smfy for L ≥ 210 m (689 ft)

[0.43 + (210 – L)/2600]Sm fy for L < 210 m
[0.43 + (689 – L)/8531]Sm fy for L < 689 ft
f2 = permissible bending stress, in the vertical direction, in N/cm2 (kgf/cm2, lbf/in2)

= 0.80 Sm fy
α1 = Sm1 fy1/Sm fy
α2 = Sm2 fy2/Sm fy
Sm = strength reduction factor, as defined in 5C-5-4/9.3.1, of the side shell plating
Sm1 = strength reduction factor, as defined in 5C-5-4/9.3.1, of the bottom flange of the hull
girder
Sm2 = strength reduction factor, as defined in 5C-5-4/9.3.1, of the strength deck flange of
the hull girder
fy = minimum specified yield point of the side shell plating, in N/cm2 (kgf/cm2, lbf/in2)
fy1 = minimum specified yield point of the bottom flange of the hull girder, in N/cm2
(kgf/cm2, lbf/in2)
fy2 = minimum specified yield point of the strength deck flange of the hull girder, in N/cm2
(kgf/cm2, lbf/in2)
SMRD = required net hull girder modulus amidships, as defined in 5C-5-4/3.1.6(c), based on
the material factor of the strength deck flange of the hull girder, in cm2-m (in2-ft).
SMD = design (actual) net hull girder section modulus amidships, as defined in 5C-5-4/3.1.6(c),
at the strength deck amidships, in cm2-m (in2-ft)
N = Rd (Q/Qd)1/2 for the sheer strake
= Rd [(Q/Qd) (ya/yn)]1/2 for other locations above neutral axis
1/2
= Rb [(Q/Qb) (ya/yn)] for locations below neutral axis
Rd = (SMRDS /SMD)1/2
SMRDS = required net hull girder section modulus amidships, as defined in 5C-5-4/3.1.6(c), for
sagging bending moment based on the material factor of the strength deck flange of
the hull girder, in cm2-m (in2-ft)
SMRBH = required net hull girder section amidships, as defined in 5C-5-4/3.1.6(c), for hogging
bending moment based on the material factor of the bottom flange of the hull girder,
in cm2-m (in2-ft)
Q, Qb, Qd = material conversion factor for the side shell plating, the bottom flange and the strength
deck flange of the hull girder, respectively. Refer to 5C-5-4/9.3.1 for values of
material conversion factors.
y = vertical distance, in m (ft), measured from the neutral axis of the hull girder transverse
section to the lower edge of the side shell strake
ya = vertical distance, in m (ft), measured from the neutral axis of the hull girder transverse
section to the lower edge (upper edge) of the side shell strake, when the strake under
consideration is below (above) the neutral axis.
yb = vertical distance, in m (ft), measured from the upper turn of bilge to the neutral axis
of the section
yn = vertical distance, in m (ft), measured from the bottom (deck) to the neutral axis of the
hull girder transverse section, when the strake under consideration is below (above)
the neutral axis
SMRB, SMB, and E are as defined in 5C-5-4/9.3.1.
11.3 Side Longitudinals and Side Frames (1 July 2016)

The net section modulus of each side longitudinal or side frame, in association with the effective plating, is
to be not less than that obtained from the following equations:
SM = M/fb cm3 (in3)
M = cps2103/k N-cm (kgf-cm, lbf-in)

where
c = 1.0 without struts
= 0.65 with effective struts
p = nominal pressure, in N/cm2 (kgf/cm2, lbf/in2), at the side longitudinal considered, as
specified in 5C-5-3/Table 2, but is not to be taken less than 2.25 N/cm2 (0.23 kgf/cm2,
3.27 lbf/in2). For side frames, pressure is to be taken at the middle of the span of the
side frame.
s = spacing of side longitudinals or side frames, in mm (in.)
 = span of longitudinals or frames between effective supports, as shown in 5C-5-4/Figure 12,
in m (ft)
k = 12 (12, 83.33)
fb = permissible bending stresses, in N/cm2 (kgf/cm2, lbf/in2)
= 1.5 [0.835 − 0.52α2 (SMRDS /SMD)(y/yn)]Sm fy ≤ 0.85Sm fy
for side longitudinals above neutral axis in load case 3-B in 5C-5-3/Table 2
= 1.0 [0.835 − 0.52α1 (SMRB /SMB)(y/yn)]Sm fy ≤ 0.75Sm fy
for side longitudinals below neutral axis
= 1.5 [0.835 − 0.52α2 (SMRD /SMD)(y/yn)]Sm fy ≤ 0.85Sm fy
for side longitudinals above neutral axis in load case 3-A in 5C-5-3/Table 2
= 0.90 Sm fy for side frames
α2 = Sm2 fy2/Sm fy
Sm, fy and α1 are as defined in 5C-5-4/9.3.1.
Sm2 = strength reduction factor for the strength deck flange of the hull girder, as defined in
5C-5-4/9.3.1
fy2 = minimum specified yield point of the strength deck flange of the hull girder, in N/cm2
(kgf/cm2, lbf/in2)
SMD and SMRDS are as defined in 5C-5-4/11.1 and SMRDS is to be taken not less than 0.5 SMRD.
SMRB and SMB are as defined in 5C-5-4/9.3.1.
SMRD = required net hull girder modulus amidships, as defined in 5C-5-4/3.1.6(c), based on
the material factor of the strength deck flange of the hull girder, in cm2-m (in2-ft).
y = vertical distance, in m (ft), measured from the neutral axis of the section to the side
longitudinal under consideration at its connection to the associated plate
yn = vertical distance, in m (ft), measured from the strength deck (bottom) to the neutral
axis of the section, when the longitudinal under consideration is above (below) the
neutral axis
The effective breadth of plating, be, is as defined in 5C-5-4/9.5.
13 Side Transverses and Side Stringers (1998)

13.7 Side Stringers in Double Side Structures (1 July 2016)

If longitudinal stringers are installed in the double side below the 2nd deck, the net thickness of the stringer
plate is to be not less than t1 and t2, as defined below, whichever is greater.
t1 = 9.0 mm where L ≥ 200 m
= 0.02L + 5.0 mm where 200 > L ≥ 130 m for SI or MKS Units

= 0.354 in. where L ≥ 656 ft
= 0.00024L + 0.20 in. where 656 ft > L ≥ 427 ft for U.S. Units
t2 = 10F2/(ds fs) mm for SI or MKS Units
= F2/(ds fs) in. for U.S. Units
where F2 is the maximum shear force in the stringer under consideration, as obtained from the approximation
equations given below (see also 5C-5-4/1.3 ).
F2 = k95 γ2 psss2 N (kgf, lbf)
where
k = 1.0 (1.0, 2.24)
γ2 = 2x/s ≥ 0.45
s2 = sum of the one-half of stringer spacings on both sides of each stringer, in m (ft)
x = longitudinal distance from the mid-span of length s to the location on the stringer
under consideration, m (ft)
ds = width of the stringer, as shown in 5C-5-4/Figure 14, in cm (in.)
ps = nominal pressure on the double side structure at the level of the stringer under
consideration, as specified in 5C-5-3/Table 2, in kN/m2 (tf/m2, Ltf/in2)
L, s, and fs are as defined in 5C-5-4/13.1.
In addition, the net thickness of the longitudinally framed plate is to be not less than that obtained from the
following equation:
t3 = c s (Sm fs/E)1/2 mm (in.)
where
s = spacing of longitudinals, in mm (in.)
c = 0.7N2 − 0.2, not to be taken less than 0.2
N = Rd [(Q/Qd) (y/yn)]1/2 for side stringers located above neutral axis
= Rb [(Q/Qb) (y/yn)]1/2 for side stringers located below neutral axis
SMRBH = required net hull girder section modulus amidships, as defined in 5C-5-4/3.1.6(c), for
hogging bending moment based on the material factor of the bottom flange of the hull
SMD, SMB = as defined in 5C-5-4/11.1 and 5C-5-4/9.3.1, respectively
Q, Qb, Qd = material conversion factor for the side stringer plating, the bottom flange, and the strength
section to the side stringer.
yn = vertical distance, in m (ft), measured from the neutral axis of the hull girder transverse
section, when the side stringer under consideration is below (above) the neutral axis
Sm and fy are defined in 5C-5-4/9.3.1.
Where the shell is transversely framed, web stiffeners are to be fitted for the full width of the side stringer
at every frame. Other stiffening arrangements may be considered based on the structural stability of the
web plates.
15 Deck Structures
15.1 Strength Deck Plating (1 July 2016)

In general, the strength deck is to be longitudinally framed. The net thickness of the strength deck plating
is to be not less than that needed to meet the hull girder section modulus requirements in 5C-5-4/3.1 and
the buckling and ultimate strength requirements in 5C-5-5/5, nor is the thickness to be less than t1, t2 and t3,
specified below for the midship 0.4L:
t1 = 0.73s(k1 p/f1)1/2 mm (in.)
t2 = 0.73s(k2 p/f2)1/2 mm (in.)
t3 = cs(Sm fy /E)1/2 mm (in.)
where
s = spacing of deck longitudinals, in mm (in.)
k1 = 0.342
k2 = 0.500
p = nominal deck pressure, in N/cm2 (kgf/cm2, lbf/in2), as specified in 5C-5-3/Table 2.

f1 = permissible bending stress in longitudinal direction, in N/cm2 (kgf/cm2, lbf/in2)
= 0.15 Sm fy
f2 = permissible bending stress, in the transverse direction, in N/cm2 (kgf/cm2, lbf/in2)

= 0.80 Sm fy
c = 0.5(0.6 + 0.0015L) for SI or MKS units
= 0.5(0.6 + 0.0046L) for US Units
c is to be taken not less than 0.7N2 − 0.2 for vessel less than 267 m (876 ft) in length.
L = length of vessel, in m (ft), as defined in 3-1-1/3.1
N = Rd(Q/Qd)1/2
Q, Qd = material conversion factor for the deck plating and the strength deck flange of the hull
girder, respectively. Refer to 5C-5-4/9.3.1 for values of material conversion factors.
Sm, fy and E are as defined in 5C-5-4/9.3.1.
SMD is as defined in 5C-5-4/11.1.
15.13 Underdeck Passageway (Second Deck) (1 July 2016)

The net thickness of the passage deck is to be not less than t1, as specified below:
t1 = 9.0 mm for L ≥ 200 m
t1 = 0.02 L + 5.0 mm for 200 m ≥ L ≥ 130 m
t1 = 0.354 in. for L ≥ 656 ft.
t1 = 0.00024 L + 0.20 in. for 656 ft > L ≥ 427 ft.

In addition, the net thickness of the longitudinally framed passage deck plate is to be not less than that
obtained from the following equation:
where
s = spacing of longitudinals, in mm (in.)
c = 0.7N2 − 0.2, not to be taken less than 0.2
N = Rd[(Q/Qd)(y/yn)]1/2
SMD = design (actual) net hull girder section modulus amidships, as defined in 5C-5-4/3.1.6(c),
at the strength deck, in cm2-m (in2-ft)
Q, Qd = material conversion factor for the side stringer plating, the bottom flange and the strength
section to the passage deck
yn = vertical distance, in m (ft), measured from the deck to the neutral axis of the hull
girder transverse section,
Sm and fy are defined in 5C-5-4/9.3.1.
In addition, the passage deck forming a tank boundary is to comply with the requirement for a side stringer
in 5C-5-4/13.11. Where the passage deck forms a cargo hold boundary, the scantlings of the deck are also
to comply with the requirements for watertight longitudinal bulkhead in 5C-5-4/19.5 and 5C-5-4/19.7.
19 Longitudinal Bulkheads (1998)

19.1 Tank Bulkhead Plating (1 July 2016)

The net thickness of the longitudinal bulkhead plating forming tank boundaries, in addition to having the
thickness required for compliance with 5C-5-4/3.1.6, is to be not less than t1 and t2, specified below:
t1 = 0.73s(k1 p/f1)1/2 mm (in.)
t2 = 0.73s(k2 p/f2)1/2 mm (in.)

but not less than 9.5 mm (0.37 in.) or L/60 + 6.0 mm (L/5000 + 0.24 in.), whichever is less.
where
s = spacing of longitudinal bulkhead longitudinals, in mm (in.)
k1 = 0.342
k2 = 0.500
p = nominal pressure, in N/cm2 (kgf/cm2, lbf/in2), at the lower edge of each plate, as
specified in 5C-5-3/Table 2.
= 1.1[1.0 − 0.33(z/B) − 0.52α1(SMRB /SMB)(y/yn)]Sm fy ≤ 0.75Sm fy below neutral axis
= 1.1[1.0 − 0.33(z/B) − 0.52α2(SMRD /SMD)(y/yn)]Sm fy ≤ 0.75Sm fy above neutral axis
SMB /SMRB is not to be taken more than 1.2α1 or 1.4, whichever is less.
f2 = permissible bending stress, in the vertical direction in N/cm2 (kgf/cm2, lbf/in2)
= 0.90Sm fy
α1 = Sm1 fy1/Sm fy
α2 = Sm2 fy2/Sm fy
Sm = strength reduction factor of the longitudinal bulkhead plating, as defined in
5C-5-4/9.3.1
fy = minimum specified yield point of the longitudinal bulkhead plating, in N/cm2
(kgf/cm2, lbf/in2)
z = transverse distance, in m (ft), measured from the centerline of the section to the
longitudinal bulkhead strake under consideration
section to the lower edge of the longitudinal bulkhead strake under consideration
yn = vertical distance, in m (ft), measured from the strength deck (bottom) to the neutral
axis of the section
L = vessel’s length, in m (ft), as defined in 3-1-1/3.1
B = vessel’s breadth, in m (ft), as defined in 3-1-1/5
SMRB, SMB, and E are as defined in 5C-5-4/9.3.1.
Sm1 and fy1 are as defined in 5C-5-4/9.5.
SMRD, Sm2 and fy2 are as defined in 5C-5-4/11.3.
SMD is as defined in 5C-5-4/11.1.
In general, the longitudinal bulkhead is to be longitudinally framed, except for the areas of 0.35D above
and below mid-depth of the longitudinal bulkhead. These areas of longitudinal bulkhead plating may be
transversely framed, provided the net thickness of the longitudinal bulkhead plating is not less than t, as
specified below:
t = 0.73sk(k2 p/f)1/2 mm (in.)
where
s = spacing of vertical stiffener on the longitudinal bulkhead, in mm (in.)
k = (3.075(α)1/2 − 2.077)/(α + 0.272), (1 ≤ α ≤ 2)
= 1.0 (α > 2)
f = permissible bending stress, in longitudinal direction, in N/cm2 (kgf/cm2, lbf/in2)
= 1.2[1.0 − 0.33(z/B) − 0.52α1(SMRB /SMB)(y/yn)]Sm fy ≤ 0.85Sm fy below neutral axis
= 1.2[1.0 − 0.33(z/B) − 0.52α2(SMRD /SMD)(y/yn)]Sm fy ≤ 0.85Sm fy above neutral axis

Flats forming recesses or steps in the longitudinal bulkhead are also to be of not less net thickness than
required for the side stringer in 5C-5-4/13.11.1.
In addition to the above tank requirements, the longitudinal bulkhead forming the cargo hold boundary is
to comply with the requirements in 5C-5-4/19.5 for watertight bulkheads.
In addition to the above requirements, the net thickness of the longitudinally framed strakes is also to be
not less than that obtained from the following equation:
where
s = spacing of longitudinal bulkhead longitudinals, in mm (in.)
c = 0.7N2 − 0.2, not to be less than 0.2
c for the top strake is not to be taken less than 0.4Q1/2.
N = Rd(Q/Qd)1/2 for the top strake
= Rd[(Q/Qd)(y/yn)]1/2 for other locations above neutral axis
= Rb[(Q/Qb)(y/yn)]1/2 for locations below neutral axis
SMRBH = required net hull girder section modulus amidships, as defined in 5C-5-4/3.1.6(c), for
hogging bending moment based on the material factor of the bottom flange of the hull
Q, Qb, Qd = material conversion factor for the bulkhead plating, the bottom flange and the strength
section to the lower edge (upper edge) of the bulkhead strake, when the strake under
consideration is below (above) the neutral axis.
yn = vertical distance, in m (ft), measured from the bottom (deck) to the neutral axis of the
hull girder transverse section, when the strake under consideration is below (above)
the neutral axis
Sm and fy are defined in 5C-5-4/19.1 and E is defined in 5C-5-4/9.3.1.
The minimum width of the top strake for the midship 0.4L is to be obtained from the following equations:
b = 5L + 800 mm for L ≤ 200 m
= 0.06L + 31.5 in. for L ≤ 656 ft
b = 1800 mm for 200 < L ≤ 500 m
= 70.87 in. for 656 < L ≤ 1640 ft
L = length of vessel as defined in 3-1-1/3.1, in m (ft)
b = width of top strake, in mm (in.)
19.5 Watertight Bulkhead Plating (1 July 2016)

The net thickness of the longitudinal bulkhead plating forming cargo hold boundaries, in addition to having
the thickness required for compliance with 5C-5-4/3.1.6, is to be not less than t1 and t2, specified below:
19.13 Tank Bulkhead Between Fuel Oil Tanks (2013)

19.13.1 Tank Bulkhead Plating (1 July 2016)
In addition to having the thickness required for compliance with 5C-5-4/3.1.6 the net plate thickness
of tank boundary longitudinal bulkhead is, in general, not to be less than the following, whichever
is greater:

SECTION 5 TOTAL STRENGTH ASSESSMENT
5 Buckling and Ultimate Strength Criteria (1 July 2016)
5.3 Plate Panels

5.3.2 Effective Width (1 July 2016)
When the buckling state limit specified in 5C-5-5/5.3.1 above is not satisfied, the effective width
bwL or bwT of the plating given below is to be used instead of the full width between longitudinals,
s, for verifying the ultimate strength as specified in 5C-5-5/5.3.3 below. When the buckling state
limit in 5C-5-5/5.3.1 above is satisfied, the full width between longitudinals, s, may be used as the
effective width bwL for verifying the ultimate strength of longitudinals and stiffeners specified in
5C-5-5/5.5.
(Delete Paragraph 5C-5-5/5.13.)

APPENDIX 4a CALCULATION OF SHEAR FLOW (1 July 2016)
(Delete existing Appendix 5C-5-A4, and add new Appendix 5C-5-A4a, as follows:)
APPENDIX 4a Calculation of Shear Flow (1 July 2016)
1 General
This Appendix describes the procedures of direct calculation of shear flow around a ship’s cross section
due to hull girder vertical shear force. The shear flow, qv, at each location in the cross section, is calculated
by considering the cross section is subjected to a unit vertical shear force of 1 N (kgf, lbf).
The unit shear flow per mm, qv, in N/mm (kgf/mm, lbf/in), is to be taken as:
qv = qD + qI
where
qD = determinate shear flow, as defined in 5C-5-A4a/3
qI = indeterminate shear flow which circulates around the closed cells, as defined in
5C-5-A4a/5
In the calculation of the unit shear flow, qv, the longitudinal stiffeners are to be taken into account.
3 Determinate Shear Flow

The determinate shear flow, qD, in N/mm (kgf/mm, lbf/in) at each location in the cross section is to be obtained
from the following line integration:
1 s
qD(s) = − 6
10 I y − net ∫ ( z − z )t
0
n net d s N/mm
1.0197 s
qD(s) = −
107 I y − net ∫ ( z − z )t
0
n net d s kgf/mm
0.22481 s
qD(s) = −
I y − net 0∫( z − zn )tnet d s lbf/in
where
s = coordinate value of running coordinate along the cross section, in m (in.)
Iy-net = net moment of inertia of the cross section, in m4 (in4)
tnet = net thickness of plating, in mm (in.)
zn = Z coordinate of horizontal neutral axis from baseline, in m (in.)
It is assumed that the cross section is composed of line segments as shown in 5C-5-A4a/Figure 1, where each
line segment has a constant plate net thickness. The determinate shear flow is obtained by the following
equation:
tnet 
qDk = − (zk + zi – 2zn) + qDi
2 ⋅106 I y − net
5.0985tnet 
108 I y − net
0.11241tnet 
I y − net
where
qDk, qDi = determinate shear flow at node k and node i, respectively, in N/mm (kgf/mm, lbf/in)
 = length of line segments, in m (in.)

yk, yi = Y coordinate of the end points k and i of line segment, in m (in.), as defined in
5C-5-A4a/Figure 1
zk, zi = Z coordinate of the end points k and i of line segment, in m (in.), as defined in
5C-5-A4a/Figure 1 .
Where the cross section includes closed cells, the closed cells are to be cut with virtual slits, as shown in
5C-5-A4a/Figure 2, in order to obtain the determinate shear flow.
These virtual slits must not be located in walls which form part of another closed cell.
Determinate shear flow at bifurcation points is to be calculated by water flow calculations, or similar, as
shown in 5C-5-A4a/Figure 2.
FIGURE 1
Definition of Line Segment (1 July 2016)
z
k
zk
zi
i
0 y
yi yk
FIGURE 2
Placement of Virtual Slits and Calculation of Determinate
Shear Flow at Bifurcation Points (1 July 2016)
Path 2 qd2end qd3start = qd1end + qd2end
qd1end
qd2start = 0 Path 1 Path 3
qd1start = 0 qd3end = 0
Start point
Virtual slit
End point
5 Indeterminate Shear Flow

The indeterminate shear flow around closed cells of a cross section is considered as a constant value within
the same closed cell. The following system of equation for determination of indeterminate shear flows can
be developed. In the equations, contour integrations of several parameters around all closed cells are
performed.
Nw
 
∑  q ∫
1 1 q
q Ic ∫
C t net
ds −
m =1
Im
c&m t net 
∫
ds  = − D ds
ct
net
where
Nw = number of common walls shared by cell c and all other cells.
c&m = common wall shared by cells c and m
qIc, qIm = indeterminate shear flow around the closed cell c and m, respectively, in N/mm
(kgf/mm, lbf/in)
Under the assumption of the assembly of line segments shown in 5C-5-A4a/Figure 1 and constant plate
thickness of each line segment, the above equation can be expressed as follows:
Nw 
Nc
     m 
N
   Nc
q Ic ∑ 
j =1  net
t
 − ∑qIm   ∑
 j m=1   j =1  t net
∑
   = − φ j
 j  m  j =1
 2  
φj = − ( z k + 2 z i − 3 z n ) + q Di  kN/mm
 6 ⋅ 10 I Y − net
3
t net  j
 0.016995 2  
φj = − ( z k + 2 z i − 3z n ) + 0.10197 q Di  kgf/mm
 I Y − net t net j
 37.08 2  
φj = − ( z k + 2 zi − 3z n ) + 5.7101 ⋅ 10 −3 q Di  lbf/in
 I Y −net t net j
where
Nc = number of line segments in cell c
Nm = number of line segments on the common wall shared by cells c and m
qDi = determinate shear flow, in N/mm (kgf/mm, lbf/in), calculated according to 5C-5-A4a/3
The difference in the directions of running coordinates specified in 5C-5-A4a/2 and in this section has to
be considered.
FIGURE 3
Closed Cells and Common Wall (1 July 2016)
Common wall
Cell c
Cell m
7 Computation of Sectional Properties

Properties of the cross section are to be obtained by the following formulae where the cross section is assumed
as the assembly of line segments:
= ( y k − yi )2 + (z k − z i )2
anet = 10-3tnet m2 anet = tnet in2
Anet = ∑a net
anet
sy-net = (z + z )
2 k i
Sy-net = ∑s y −net
anet 2
iy0-net = ( z k + z k zi + zi2 )
3
Iy0-net = ∑i y 0 −net
where
anet, Anet = area of the line segment and the cross section, respectively, in m2 (in2)
sy-net, Sy-net = first moment of the line segment and the cross section about the baseline, in m3 (in3)
iy0-net, Iy0-net = moment of inertia of the line segment and the cross section about the baseline, in m4 (in4)
The height of horizontal neutral axis, zn, in m (in.), is to be obtained as follows:
s y − net
zn =
Anet
Inertia moment about the horizontal neutral axis, in m4 (in4), is to be obtained as follows:
Iy-net = Iy0-net – zn2 Anet

APPENDIX 4b BUCKLING CAPACITY (1 July 2016)
(Add new Appendix 5C-5-A4b, as follows:)
APPENDIX 4b Buckling Capacity (1 July 2016)
1 Elementary Plate Panel
1.1 Definition
An Elementary Plate Panel (EPP) is the unstiffened part of the plating between stiffeners and/or primary
supporting members.
All the edges of the elementary plate panel are forced to remain straight (but free to move in the in-plane
directions) due to the surrounding structure/neighboring plates (usually longitudinal stiffened panels in
deck, bottom and inner-bottom plating, shell and longitudinal bulkheads).
1.3 EPP with Different Thicknesses

1.3.1 Longitudinally Stiffened EPP with Different Thicknesses
In longitudinal stiffening arrangement, when the plate thickness varies over the width, b, in mm
(in.), of a plate panel, the buckling capacity is calculated on an equivalent plate panel width,
having a thickness equal to the smaller plate thickness, t1. The width of this equivalent plate panel,
beq, in mm (in.), is defined by the following formula:
1.5
t 
beq = 1 + 2  1 
 t2 
where
1 = width of the part of the plate panel with the smaller plate thickness, t1, in mm
(in.), as defined in 5C-5-A4b/Figure 1
2 = width of the part of the plate panel with the greater plate thickness, t2, in mm
(in.), as defined in 5C-5-A4b/Figure 1.
FIGURE 1
Plate Thickness Change Over the Width (1 July 2016)
1 2
t1 t2
1.3.2 Transversally Stiffened EPP with Different Thicknesses

In transverse stiffening arrangement, when an EPP is made of different thicknesses, the buckling
check of the plate and stiffeners is to be made for each thickness considered constant on the EPP.
1.5 Symbols
x axis = local axis of a rectangular buckling panel parallel to its long edge
y axis = local axis of a rectangular buckling panel perpendicular to its long edge
σx = membrane stress applied in x direction, in N/mm2 (kgf/mm2, lbf/in2)
σy = membrane stress applied in y direction, in N/mm2 (kgf/mm2, lbf/in2)
τ = membrane shear stress applied in xy plane, in N/mm2 (kgf/mm2, lbf/in2)

σa = axial stress in the stiffener, in N/mm2 (kgf/mm2, lbf/in2)
σb = bending stress in the stiffener, in N/mm2 (kgf/mm2, lbf/in2)
σw = warping stress in the stiffener, in N/mm2 (kgf/mm2, lbf/in2)
σcx, σcy, τc = critical stress, in N/mm2 (kgf/mm2, lbf/in2), defined in 5C-5-A4b/3.1.1 for plates
σyd_S = specified minimum yield stress of the stiffener, in N/mm2 (kgf/mm2, lbf/in2)
σyd_P = specified minimum yield stress of the plate, in N/mm2 (kgf/mm2, lbf/in2)
a = length of the longer side of the plate panel as shown in 5C-5-A4b/Table 2, in mm (in.)
b = length of the shorter side of the plate panel as shown in 5C-5-A4b/Table 2, in mm (in.)
d = length of the side parallel to the axis of the cylinder corresponding to the curved plate
panel as shown in 5C-5-A4b/Table 3, in mm (in.)
σE = elastic buckling reference stress, in N/mm2 (kgf/mm2, lbf/in2) to be taken as:
2
π 2E  t p 
=   for the application of plate limit state according to 5C-5-A4b/3.1.2
12(1 − ν 2 )  b 
2
π 2E  t p 
=   for the application of curved plate panels according to 5C-5-A4b/3.3
12(1 − ν 2 )  d 
ν = Poisson’s ratio to be taken equal to 0.3

tp = net thickness of plate panel, in mm (in.)
tw = net stiffener web thickness, in mm (in.)

tf = net flange thickness, in mm (in.)
bf = breadth of the stiffener flange, in mm (in.)
hw = stiffener web height, in mm (in.)
ef = distance from attached plating to center of flange, in mm (in.), to be taken as:
= hw for flat bar profile
= hw – 0.5tf for bulb profile
= hw + 0.5tf for angle and Tee profiles
a
α = aspect ratio of the plate panel, to be taken as
b
1 −ψ
β = coefficient taken as
α
ω = coefficient taken as min (3, α)
σ2
ψ = edge stress ratio to be taken as
σ1
σ1 = maximum stress, in N/mm2 (kgf/mm2, lbf/in2)
σ2 = minimum stress, in N/mm2 (kgf/mm2, lbf/in2)

R = radius of curved plate panel, in mm (in.)
 = span, in mm (in.), of stiffener equal to the spacing between primary supporting
members
s = spacing of stiffener, in mm (in.), to be taken as the mean spacing between the
stiffeners of the considered stiffened panel
3 Buckling Capacity of Plates
3.1 Plate Panel

3.1.1 Plate Limit State
The plate limit state is based on the following interaction formulae:
3.1.1(a) Longitudinal Stiffening Arrangement:
2 β p0.25 2 β p0.25
 γ Cσ x  γ τ 
  +  C 
 =1
 σ cx   τc 
3.1.1(b) Transverse Stiffening Arrangement:
2 β p0.25 2 β p0.25
 γ Cσ y  γ τ 
  +  C  =1
 σ cy  
   τc 
where
σ x, σ y = applied normal stress to the plate panel in N/mm2 (kgf/mm2, lbf/in2), as
defined in 5C-5-4/3.1.7(c), at load calculation points of the considered
elementary plate panel
τ = applied shear stress to the plate panel, in N/mm2 (kgf/mm2, lbf/in2), as

defined in 5C-5-4/3.1.7(c), at load calculation points of the considered
elementary plate panel.
σcx = ultimate buckling stress in N/mm2 (kgf/mm2, lbf/in2) in direction parallel to
the longer edge of the buckling panel as defined in 5C-5-A4b/3.1.3
σcy = ultimate buckling stress in N/mm2 (kgf/mm2, lbf/in2) in direction parallel to
the shorter edge of the buckling panel as defined in 5C-5-A4b/3.1.3
τc = ultimate buckling shear stress, in N/mm2 (kgf/mm2, lbf/in2) as defined in
5C-5-A4b/3.1.3
βp = plate slenderness parameter taken as:
b σ yd _ P
=
tp E
3.1.2 Reference Degree of Slenderness

The reference degree of slenderness is to be taken as:
σ yd _ P
λ=
Kσ E
where
K = buckling factor, as defined in 5C-5-A4b/Table 2 and 5C-5-A4b/Table 3.
3.1.3 Ultimate Buckling Stresses
The ultimate buckling stress of plate panels, in N/mm2 (kgf/mm2, lbf/in2), is to be taken as:
σcx = Cxσyd_p
σcy = Cyσyd_p
The ultimate buckling stress of plate panels subject to shear, in N/mm2 (kgf/mm2, lbf/in2), is to be
taken as:
σ yd _ P
τ c = Cτ
3
where Cx, Cy, Cτ are reduction factors, as defined in 5C-5-A4b/Table 2.
The boundary conditions for plates are to be considered as simply supported (see cases 1, 2 and 15
of 5C-5-A4b/Table 2). If the boundary conditions differ significantly from simple support, a more
appropriate boundary condition can be applied according to the different cases of 5C-5-A4b/Table
2 subject to specific approval.
3.1.4 Correction Factor Flong
The correction factor Flong depending on the edge stiffener types on the longer side of the buckling
panel is defined in 5C-5-A4b/Table 1. An average value of Flong is to be used for plate panels
having different edge stiffeners. For stiffener types other than those mentioned in 5C-5-A4b/Table 1,
the value of c is to be agreed by the Society. In such a case, value of c higher than those
mentioned in 5C-5-A4b/Table 1 can be used, provided it is verified by buckling strength check of
panel using non-linear FE analysis and deemed appropriate and specifically approved.
TABLE 1
Correction Factor Flong (1 July 2016)
Structural Element Types Flong c
Unstiffened Panel 1.0 N/A
Stiffened Stiffener not fixed at both ends 1.0 N/A
Panel Stiffener Flat bar* tw 0.10
fixed at Flong = c + 1 for >1
Bulb profile tp 0.30
both
ends Angle profile 3 0.40
t  t
Flong = c  w  + 1 for w > 1
T profile  tp  tp 0.30
 
Girder of high rigidity
(e.g. bottom 1.4 N/A
transverse)
* Note: tw is the net web thickness, in mm (in.), without the correction defined in 5C-5-A4b/7.5.5.
TABLE 2
Buckling Factor and Reduction Factor for Plane Plate Panels (1 July 2016)
Stress Aspect
Case Buckling Factor K Reduction Factor C
Ratio ψ Ratio α
1 Cx = 1 for λ ≤ λc
1≥ψ≥0
Kx = Flong Cx = c for λ > λc
where
c = (1.25 – 0.12ψ) ≤ 1.25
0 > ψ > –1
λc =
Kx = Flong[7.63 – ψ(6.26 – 10ψ)]
ψ ≤ –1
Kx = Flong[5.975(1 – ψ)2]
2
Cy = c
Ky =
where
c = (1.25 – 0.12ψ) ≤ 1.25
1≥ψ≥0
α≤6 f1 = (1 – ψ)(α – 1)
R=λ for λ < λc
f1 = 0.6
R = 0.22 for λ ≥ λc
α>6 But not greater than
λc = 0.5c
14.5 –
F= c1 ≥ 0
Ky =
= λ2 – 0.5 for 1 ≤ ≤3
α > 6(1 – ψ)
f1 = 0.6
c1 = ≥0
but not greater than 14.5 – 0.35β2

0 > ψ ≥ 1–4α/3
H=λ– ≥R
f2 = f3 = 0
1.5(1 – ψ) ≤ α 3(1 – ψ) ≤ α
≤ 6(1 – ψ)
f1 = –1 T=λ+
f2 = f3 = 0
< 3(1 – ψ)
f1 = – (2 – ωβ)4 – 9(ωβ – 1)
f2 = f3 = 0
TABLE 2 (continued)
Stress Aspect
Ratio ψ Ratio α
2 (continued) For α > 1.5:
1  ω   1
4

f1 = 2  − 161 −   − 1
β  
3   β 

1 – ψ ≤ α < 1.5(1 – ψ) f2 = 3 β – 2
f3 = 0
For α ≤ 1.5:
 1.5  1 
f1 = 2  − 1 − 1
 1 −ψ  β 
0 > ψ ≥ 1 – 4α/3
f2 =
(
ψ 1 − 16 f 42 )
1−α
f3 = 0
f4 = [1.5 – min(1.5; α)]2
0.75(1 – ψ) ≤ α < 1 – ψ
f1 = 0
4 
f2 = 1 + 2.31(β – 1) – 48  − β  f 42
3 
 f α −1
f3 = 3f4(β – 1)  4 − 
 1.81 1.31 
f4 = [1.5 – min(1.5; α)]2
β2
Ky = 5.972
1 − f3
ψ < 1 – 4α/3
where
 f 1 + 3ψ 
f3 = f5  5 + 
 1.81 5.24 
9
f5 = [1 + max(–1; ψ)]2
16
TABLE 2 (continued)
Stress Aspect
Ratio ψ Ratio α
3
1≥ψ≥0
Kx =
0 > ψ > –1
Kx = 4(0.425 + 1/α2)(1 + ψ) – 5ψ (1 – 3.42ψ)
4 Cx = 1 for λ ≤ 0.7
1 ≥ ψ ≥ –1
Kx = Cx = for λ > 0.7
5
α ≥ 1.64
Kx = 1.28
---
α < 1.64
Kx = + 0.56 + 0.13α2
6
1≥ψ≥0
Ky =
0 > ψ > –1
Ky = 4(0.425 + α2)(1 + ψ) – 5ψ (1 – 3.42ψ)
Cy = 1 for λ ≤ 0.7
7
Cy = for λ > 0.7
1 ≥ ψ ≥ –1
Ky = (0.425 + α2)
--- Ky = 1 + +
TABLE 2 (continued)
Stress Aspect
Ratio ψ Ratio α
9
--- Kx = 6.97
10
--- Ky = 4 + + Cx = 1 for λ ≤ 0.83
Cx = 1.13
11 for λ > 0.83

α≥4 Kx = 4
---
α<4 Kx = 4 + 2.74
12 • For α < 2:
Cy = Cy2
• For α ≥ 2:
--- Ky = Ky determined as per case 2
Cy = Cy2
where:
Cy2= Cy determined as per case 2
13
α≥4 Kx = 6.97
Cx = 1 for λ ≤ 0.83
--- Cx = 1.13
for λ > 0.83

α<4 Kx = 6.97 + 3.1
14
Cx = 1 for λ ≤ 0.83
--- Ky = + Cx = 1.13
for λ > 0.83
TABLE 2 (continued)
Stress Aspect
Ratio ψ Ratio α
15
--- Kτ =
16
--- Kτ =
Cx = 1 for λ ≤ 0.84
Cx = for λ > 0.84

17 K = K′r
K′ = K according to case 15
r = opening reduction factor taken as
--- r=
with
≤ 0.7 and ≤ 0.7
18
--- Kτ = 30.5(0.6 + 4/α2)

Cx = 1 for λ ≤ 0.84
19 Cx = for λ > 0.84
--- Kτ = 8
Edge boundary conditions:

--------- Plate edge free.
 Plate edge simply supported.
▬▬▬▬▬ Plate edge clamped.
Note: Cases listed are general cases. Each stress component (σx, σy) is to be understood in local coordinates.
3.3 Curved Plate Panels

This requirement for curved plate limit state is applicable when R/tp ≤ 2500. Otherwise, the requirement for
plate limit state given in 5C-5-A4b/2.1.1 is applicable.
The curved plate limit state is based on the following interaction formula:
= 1.0
where
σax = applied axial stress to the cylinder corresponding to the curved plate panel, in N/mm2
(kgf/mm2, lbf/in2). In case of tensile axial stresses, σax = 0
Cax, Cτ = buckling reduction factor of the curved plate panel, as defined in 5C-5-A4b/Table 3
The stress multiplier factor γc of the curved plate panel needs not be taken less than the stress multiplier
factor γc for the expanded plane panel according to 5C-5-A4b/2.1.1.
TABLE 3
Buckling Factor and Reduction Factor for Curved Plate Panel
with R/tp ≤ 2500 (1 July 2016)
Case Aspect Ratio Buckling Factor K Reduction Factor C
For general application:
≤ 0.5 K=1+
Cax = 1 for λ ≤ 0.25
1 Cax = 1.233 – 0.933λ for 0.25 < λ ≤ 1
Cax = 0.3/λ3 for 1 < λ ≤ 1.5
K = 0.267
Cax = 0.2/λ2 for λ > 1.5
> 0.5 For curved single fields (e.g., bilge
≥ 0.4 strake), which are bounded by plane
panels:
Cax = 0.65/λ2 ≤ 1.0
2
≤ 8.7 K= Cτ = 1 for λ ≤ 0.4
Cτ = 1.274 – 0.686λ
for 0.4 < λ ≤ 1.2
> 8.7 K=
Cτ = 0.65/λ2 for λ > 1.2
Explanations for boundary conditions:

──── Plate edge simply supported.
5 Buckling Capacity of Overall Stiffened Panel

The elastic stiffened panel limit state is based on the following interaction formula:
=1
where Pz and cf are defined in 5C-5-A4b/7.7.3.
7 Buckling Capacity of Longitudinal Stiffeners
7.1 Stiffeners Limit States

The buckling capacity of longitudinal stiffeners is to be checked for the following limit states:
• Stiffener induced failure (SI).
• Associated plate induced failure (PI).
7.3 Lateral Pressure

The lateral pressure is to be considered as constant in the buckling strength assessment of longitudinal stiffeners.
7.5 Stiffener Idealization

7.5.1 Effective Length of the Stiffener eff
The effective length of the stiffener eff, in mm (in.), is to be taken equal to:

eff = for stiffener fixed at both ends.
3
eff = 0.75 for stiffener simply supported at one end and fixed at the other.
eff =  for stiffener simply supported at both ends.
7.5.2 Effective Width of the Attached Plating beff1

The effective width of the attached plating of a stiffener beff1, in mm (in.), without the shear lag
effect is to be taken equal to:
C x1b1 + C x 2b2
beff1 =
2
where
Cx1, Cx2 = reduction factor defined in 5C-5-A4b/Table 2 calculated for the EPP1 and
EPP2 on each side of the considered stiffener according to case 1.
b1, b2 = Width of plate panel on each side of the considered stiffener, in mm (in.).
7.5.3 Effective Width of Attached Plating beff

The effective width of attached plating of stiffeners, beff, in mm (in.), is to be taken as:
Beff = min(beff1, χss)

where
χs = effective width coefficient to be taken as:
 
   eff
 ; 1
1.12
= min for ≥1
 1.75  s
1 +
  eff s(1.6
) 

 eff  eff
= 0.407 for <1
s s
7.5.4 Net Thickness of Attached Plating tp

The net thickness of plate tp, in mm (in.), is to be taken as the mean thickness of the two attached
plating panels.
7.5.5 Effective Web Thickness of Flat Bar
For accounting the decrease of stiffness due to local lateral deformation, the effective web
thickness of flat bar stiffener, in mm (in.), is to be used for the calculation of the net sectional area,
As, the net section modulus, Z, and the moment of inertia, I, of the stiffener and is taken as:
 2π ²  h  2  beff 1 
tw_net = tw 1 −  w  1 − 
 3  s   s 
7.5.6 Net Section Modulus Z of a Stiffener

The net section modulus Z of a stiffener, in cm3 (in3), including effective width of plating, beff, is to
be taken equal to:
• The section modulus calculated at the top of stiffener flange for stiffener induced failure (SI).
• The section modulus calculated at the attached plating for plate induced failure (PI).
7.5.7 Net Moment of Inertia I of a Stiffener
The net moment of inertia I, in cm4 (in4), of a stiffener including effective width of attached plating,
beff, is to comply with the following requirement:
st 3p
I≥
12 ⋅ 10 4
7.5.8 Idealization of Bulb Profile
Bulb profiles may be considered as equivalent angle profiles. The net dimensions of the equivalent
built-up section are to be obtained, in mm (in.), from the following formulae.
hw′ hw′
hw = hw′ − + 2 mm hw = hw′ − + 0.7874 in.
9.2 9.2
 t′   t′ 
bf = α  t w′ − w − 2  mm bf = α  t w′ − w − 0.7874  in.
 6.7   6.7 
hw′ hw′
tf = – 2 mm tf = – 0.7874 in.
9.2 9.2
tw = t w′ mm tw = t w′ in.
where
hw′ , t w′ = net height and thickness of a bulb section, in mm (in.), as shown in
5C-5-A4b/Figure 2.
α = coefficient equal to:
= 1.1 +
(120 − hw′ )2 for hw′ ≤ 120, in units of mm
3000
= 1.0 for hw′ > 120, in units of mm
= 1.1 +
(120 − 25.4hw′ )2 for hw′ ≤ 4.7742, in units of in.
3000
= 1.0 for hw′ > 4.7742, in units of in.
FIGURE 2
Idealization of Bulb Stiffener (1 July 2016)
bf
tf
h′w t′w tw
hw
Bulb Equivalent Angle
7.7 Ultimate Buckling Capacity

7.7.1 Longitudinal Stiffener Limit State
When σa +σb + σw > 0, the ultimate buckling capacity for stiffeners is to be checked according to
the following interaction formula:
γc σ a + σ b + σ w
=1
σ yd
where
σa = effective axial stress, in N/mm2 (kgf/mm2, lbf/in2), at mid-span of the
stiffener, defined in 5C-5-A4b/7.7.2
σb = bending stress in the stiffener, in N/mm2 (kgf/mm2, lbf/in2), defined in
5C-5-A4b/7.7.3.
σw = stress due to torsional deformation, in N/mm2 (kgf/mm2, lbf/in2), defined in
5C-5-A4b/7.7.4
σyd = specified minimum yield stress of the material, in N/mm2 (kgf/mm2, lbf/in2):
= σyd_S for stiffener induced failure (SI).
= σyd_P for plate induced failure (PI).
7.7.2 Effective Axial Stress, σa

The effective axial stress, σa, in N/mm2 (kgf/mm2, lbf/in2), at mid-span of the stiffener, acting on
the stiffener with its attached plating is to be taken equal to:
s t p + As
σa = σx
beff 1 t p + As
where
σx = nominal axial stress, in N/mm2 (kgf/mm2, lbf/in2), acting on the stiffener
with its attached plating, calculated according to 5C-5-4/3.1.7(c) for a
longitudinal stiffening arrangement at load calculation point of the stiffener.
As = net sectional area, in mm2 (in2), of the considered stiffener.
7.7.3 Bending Stress, σb

The bending stress in the stiffener, σb, in N/mm2 (kgf/mm2, lbf/in2), is to be taken equal to:
M 0 + M 1 -3
σb = 10
Z
where
M1 = bending moment, in N-mm (kgf-mm, lbf-in), due to the lateral load P:
| P | s 2 -3
= Ci 10 for continuous stiffener, N-mm and kg-mm
24
| P | s 2 -3
= Ci 10 for sniped stiffener, N-mm and kg-mm
8
| P | s 2
= 15.556Ci for continuous stiffener, lbf-in
24
| P | s 2
= 15.556Ci for sniped stiffener, lbf-in
8
P = lateral load, in kN/m2 (tf/m2, Ltf/in2), to be taken equal to the static pressure
at the load calculation point of the stiffener.
Ci = pressure coefficient:
= CSI for stiffener induced failure (SI)
= CPI for plate induced failure (PI)
CPI = plate induced failure pressure coefficient:
= 1 if the lateral pressure is applied on the side opposite to the stiffener
= –1 if the lateral pressure is applied on the same side as the stiffener
CSI = stiffener induced failure pressure coefficient:
= –1 if the lateral pressure is applied on the side opposite to the stiffener
= 1 if the lateral pressure is applied on the same side as the stiffener
M0 = bending moment, in N-mm (kgf-mm, lbf-in), due to the lateral deformation w
of stiffener:
 Pw 
= FE  z  with cf = Pz > 0
 c f − Pz 
 
FE = ideal elastic buckling force of the stiffener, in N (kgf, lbf)
π 
2
=   EI104 N and kgf

π 
2
=   EI lbf

Pz = nominal lateral load, in N/mm2 (kgf/mm2, lbf/in2), acting on the stiffener due
to stresses σx and τ, in the attached plating in way of the stiffener mid span:
t p   πs  2 
= σ x   + 2τ 1 
z     
 A 
σx = γcσx 1 + s  but not but not less than 0
 st p 
 
  m m 
τ1 =  γ c τ − t p σ yd _ p E  21 + 22   ≥ 0 but not less than 0
 a s  
m1, m2 = coefficients taken equal to:

m1 = 1.47, m2 = 0.49 for α ≥ 2
m1 = 1.96, m2 = 0.37 for α < 2
w = deformation of stiffener, in mm (in.), taken equal to:
= w0 + w1
w0 = assumed imperfection, in mm (in.), taken equal to:
= 10-3 in general
= –wna for stiffeners sniped at both ends, considering stiffener induced failure (SI)
= wna for stiffeners sniped at both ends, considering plate induced failure (PI)
wna = distance, in mm (in.), from the mid-point of attached plating to the neutral axis
of the stiffener calculated with the effective width of the attached plating beff
w1 = deformation of stiffener at midpoint of stiffener span due to lateral load P, in
mm (in.). In case of uniformly distributed load, w1 is to be taken as:
| P | s 4 -7
= Ci 10 in general, mm
384 EI
5 | P | s 4 -7
= Ci 10 for stiffener sniped at both ends, mm
384 EI
| P | s 4
= 15.556Ci in general, in.
384 EI
5 | P | s 4
= 15.556Ci for stiffener sniped at both ends, in.
384 EI
cf = elastic support provided by the stiffener, in N/mm2 (kgf/mm2, lbf/in2), to be
taken equal to:
π 
2
= FE   (1 + cp)

cp = coefficient to be taken as:
1
=
0.91  12 I10 4 
1+ − 1
c xa  st p3 

cxa = coefficient to be taken as:
2
  2s 
=  +  for  ≥ 2s
 2s  
2
   2 
= 1 +    for  < 2s
  2 s  
7.7.4 Stress due to Torsional Deformation, σw

The stress due to torsional deformation, σw, in N/mm2 (kgf/mm2, lbf/in2), is to be taken equal to:
 
2 
tf  π 
+ hw  Φ0    
1
σw = Eyw  − 1 for stiffener induced failure (SI)
2      1 − σ yd _ s
0 . 4

 σ ET
 
σw = 0 for plate induced failure (PI)
where
yw = distance, in mm (in.), from centroid of stiffener cross-section to the free edge
of stiffener flange, to be taken as:
tw
= for flat bar
2
hw t w2 + t f b 2f
= bf – for angle and bulb profiles.
2 As
bf
= for Tee profile
2

Φ0 = 10-3
hw
σET = reference stress for torsional buckling, in N/mm2 (kgf/mm2, lbf/in2):
E  επ 2 I ω 2 
=  2 10 + 0.385I T 
IP   
 
IP = net polar moment of inertia of the stiffener about point C as shown in
5C-5-A4b/Figure 3, as defined in 5C-5-A4b/Table 4, in cm4 (in4)
IT = net St. Venant’s moment of inertia of the stiffener, as defined in
5C-5-A4b/Table 4, in cm4 (in4)
Iω = net sectional moment of inertia of the stiffener about point C as shown in
5C-5-A4b/Figure 3, as defined in 5C-5-A4b/Table 4, in cm6 (in6)
ε = degree of fixation
2
   −3
  10
= 1+ π 
 0.75s e − 0.5t 
Iω  3 + f 3 f 
 tp tw 
 
TABLE 4
Moments of Inertia (1 July 2016)
Flat Bars Bulb, Angle, and Tee Profiles
 Aw (e f − 0.5t f ) 2 
IP hw3 t w  + A f e 2f  10-4
3 ⋅ 104  3 
 
hwt w3  t  (e f − 0.5t f )t w3  tw  b t3  
IT 1 − 0.63 w  1 − 0.63  + f f 1 − 0.63 t w 
4 
3 ⋅ 10  hw  3 ⋅ 10 4 
 e f − 0.5t f  3 ⋅ 104 
  bf 

A f e3f b3f  A f + 2.6 Aw 
  for bulb and angle profiles.
hw3 t w3 12 ⋅ 106  A f + Aw 
Iω
36 ⋅ 106 b3f t f e3f
for Tee profiles.
12 ⋅ 106
Aw = net web area, in mm2 (in2)
Af = net flange area, in mm2 (in2)
FIGURE 3
Stiffener Cross Sections (1 July 2016)
bf bf bf
tf
tw hw tw
hw ef hw hw
C C C C
tp

APPENDIX 4c HULL GIRDER ULTIMATE BENDING CAPACITY OF CONTAINER
CARRIERS (1 July 2016)
(Add new Appendix 5C-5-A4c, as follows:)
APPENDIX 4c Hull Girder Ultimate Bending Capacity of

Container Carriers (1 July 2016)
1 General
The method for calculating the ultimate hull girder capacity is to identify the critical failure modes of all
main longitudinal structural elements.
Structures compressed beyond their buckling limit have reduced load carrying capacity. All relevant failure
modes for individual structural elements, such as plate buckling, torsional stiffener buckling, stiffener web
buckling, lateral or global stiffener buckling and their interactions, are to be considered in order to identify
the weakest inter-frame failure mode.
3 Incremental-Iterative Method
3.1 Assumptions
In applying the incremental-iterative method, the following assumptions are generally to be made:
• The ultimate strength is calculated at hull transverse sections between two adjacent transverse webs.
• The hull girder transverse section remains plane during each curvature increment.
• The hull material has an elasto-plastic behavior.
• The hull girder transverse section is divided into a set of elements, see 5C-5-A4c/3.3.2, which are
considered to act independently.
According to the iterative procedure, the bending moment Mi acting on the transverse section at each curvature
value χi is obtained by summing the contribution given by the stress σ acting on each element. The stress σ
corresponding to the element strain, ε is to be obtained for each curvature increment from the non-linear
load-end shortening curves σ-ε of the element.
These curves are to be calculated, for the failure mechanisms of the element, from the formulae specified
in 5C-5-A4c/3.5. The stress σ is selected as the lowest among the values obtained from each of the considered
load-end shortening curves σ-ε.
The procedure is to be repeated until the value of the imposed curvature reaches the value χF in m-1 (ft-1),
in hogging and sagging condition, obtained from the following formula:
My My
χF = ±0.003 m-1 χF = ±9677 ft-1
EI y − net EI y − net
where
My = lesser of the values MY1 and MY2, in kN-m (tf-m, Ltf-ft)
MY1 = 103 σyd ZB-net
MY2 = 103 σyd ZD-net
E = Young’s modulus for steel, 2.06 × 107 N/cm2 (2.1 × 106 kgf/cm2, 30 × 106 lbf/in2)
Iy-net = net moment of inertia, in m4 (in4), of the hull transverse section around its horizontal
neutral axis
If the value χF is not sufficient to evaluate the peaks of the curve M-χ, the procedure is to be repeated until
the value of the imposed curvature permits the calculation of the maximum bending moments of the curve.
3.3 Procedure
3.3.1 General
The curve M-χ is to be obtained by means of an incremental-iterative approach, summarized in the
flow chart in 5C-5-A4c/Figure 1.
In this procedure, the ultimate hull girder bending moment capacity, MU is defined as the peak
value of the curve with vertical bending moment M versus the curvature χ of the ship cross section
as shown in 5C-5-A4c/Figure 1. The curve is to be obtained through an incremental-iterative approach.
Each step of the incremental procedure is represented by the calculation of the bending moment
Mi which acts on the hull transverse section as the effect of an imposed curvature χi.
For each step, the value χi is to be obtained by summing an increment of curvature, ∆χ to the
value relevant to the previous step χi-1. This increment of curvature corresponds to an increment of
the rotation angle of the hull girder transverse section around its horizontal neutral axis.
This rotation increment induces axial strains ε in each hull structural element, whose value depends
on the position of the element. In hogging condition, the structural elements above the neutral axis
are lengthened, while the elements below the neutral axis are shortened, and vice-versa in sagging
condition.
The stress σ induced in each structural element by the strain ε is to be obtained from the load-end
shortening curve σ-ε of the element, which takes into account the behavior of the element in the
non-linear elasto-plastic domain.
The distribution of the stresses induced in all the elements composing the hull transverse section
determines, for each step, a variation of the neutral axis position due to the nonlinear σ-ε, relationship.
The new position of the neutral axis relevant to the step considered is to be obtained by means of
an iterative process, imposing the equilibrium among the stresses acting in all the hull elements on
the transverse section.
Once the position of the neutral axis is known and the relevant element stress distribution in the
section is obtained, the bending moment of the section Mi around the new position of the neutral
axis, which corresponds to the curvature χi imposed in the step considered, is to be obtained by
summing the contribution given by each element stress.
The main steps of the incremental-iterative approach described above are summarized as follows
(see also 5C-5-A4c/Figure 1):
Step 1 Divide the transverse section of hull into stiffened plate elements.
Step 2 Define stress-strain relationships for all elements as shown in 5C-5-A4c/Table 1.
Step 3 Initialize curvature χ1 and neutral axis for the first incremental step with the value of
incremental curvature (i.e. curvature that induces a stress equal to 1% of yield strength in
strength deck) as:
σ yd 1
χ1 = ∆χ = 0.01
E z D − zn
where
σyd = specified minimum yield stress of the material, in N/mm2 (kgf/mm2, lbf/in2)
E = Young’s modulus for steel, 2.06 × 105 N/mm2 (21,000 kgf/mm2, 30 × 106 lbf/in2)
zD = Z coordinate, in m (ft), of strength deck at side

zn = Z coordinate, in m (ft), of horizontal neutral axis of the hull transverse
section with respect to the baseline
Step 4 Calculate for each element the corresponding strain, εi = χ(zi – zn) and the corresponding
stress, σi.
Step 5 Determine the neutral axis zNA_cur at each incremental step by establishing force equilibrium
over the whole transverse section as:
∑A i −netσ i = ∑A j −netσ j (i-th element is under compression, j-th element under tension).
Step 6 Calculate the corresponding moment by summing the contributions of all elements as:
MU = ∑σ Ui Ai − net ( zi − z NA _ cur )
Step 7 Compare the moment in the current incremental step with the moment in the previous
incremental step. If the slope in M-χ relationship is less than a negative fixed value, terminate
the process and define the peak value MU. Otherwise, increase the curvature by the
amount of ∆χ and go to Step 4.
3.3.2 Symbols
General symbols used in the calculation procedure are as follows.
Iy-net = net moment of inertia of the hull transverse section around its horizontal
neutral axis, in m4 (in4)
ZB-net, ZD-net = section moduli at bottom and deck, respectively, in m3 (ft3)
σyd_S = minimum yield stress of the material of the considered stiffener, in N/mm2
(kgf/mm2, lbf/in2)
σyd_P = minimum yield stress of the material of the considered plate, in N/mm2
(kgf/mm2, lbf/in2)
As-net = net sectional area of stiffener, without attached plating, in cm2 (in2)
Ap-net = net sectional area of attached plating, in cm2 (in2)
FIGURE 1
Flowchart of the Procedure for the Evaluation of the Curve M-χ (1 July 2016)
Start
First step
χi-1 = 0
Calculation of the position of the neutral axis Ni-1 = 0
Increment of the curvature

χi = χi-1 + ∆χ
Calculation of the strain ε induced on

each structural element by the curvature χi
for the neutral axis position Ni-1
For each structural element, calculation of

Curve σ-ε
the stress σ relevant to the strain ε
Calculation of the new position of the neutral

axis Ni, imposing the equilibrium
Ni-1 = Ni on the stress resultant F
χi-1 = χi
No. F = δ1
Yes δ1, δ2 = specified tolerance on zero value
Check on the position

No. of the neutral axis
|Ni – Ni-1| < d2
Yes
Calculation of the bending moment Mi,

relevant to the curvature χi, summing the Curve M-χ
contribution of each structural element stress
No. χ = χF
Yes
End
3.3.3 Modeling of the Hull Girder Cross Section

Hull girder transverse sections are to be considered as being constituted by the members contributing
to the hull girder ultimate strength.
Sniped stiffeners are also to be modelled, taking account that they do not contribute to the hull
girder strength.
The structural members are categorized into a stiffener element, a stiffened plate element or a hard
corner element.
The plate panel including web plate of girder or side stringer is idealized into a stiffened plate
element, an attached plate of a stiffener element or a hard corner element.
The plate panel is categorized into the following two kinds:
• Longitudinally stiffened panel of which the longer side is in ship’s longitudinal direction, and
• Transversely stiffened panel of which the longer side is in the perpendicular direction to ship’s
longitudinal direction.
3.3.3(a) Hard Corner Element. Hard corner elements are sturdier elements composing the hull
girder transverse section, which collapse mainly according to an elasto-plastic mode of failure
(material yielding); they are generally constituted by two plates not lying in the same plane.
The extent of a hard corner element from the point of intersection of the plates is taken equal to 20tnet
on a transversely stiffened panel and to 0.5s on a longitudinally stiffened panel, see 5C-5-A4c/Figure 2.
where
tnet = net thickness of the plate, in mm (in)
s = spacing of the adjacent longitudinal stiffener, in m (ft)
Bilge, sheer strake-deck stringer elements, girder-deck connections and face plate-web connections
on large girders are typical hard corners.
3.3.3(b) Stiffener Element. The stiffener constitutes a stiffener element together with the attached
plate.
The attached plate width is in principle:
• Equal to the mean spacing of the stiffener when the panels on both sides of the stiffener are
longitudinally stiffened, or
• Equal to the width of the longitudinally stiffened panel when the panel on one side of the
stiffener is longitudinally stiffened and the other panel is of the transversely stiffened, see
5C-5-A4c/Figure 2.
3.3.3(c) Stiffened Plate Element. The plate between stiffener elements, between a stiffener element
and a hard corner element or between hard corner elements is to be treated as a stiffened plate
element, see 5C-5-A4c/Figure 2.
The typical examples of modeling of hull girder section are illustrated in 5C-5-A4c/Figure 3.
Notwithstanding the foregoing principle, these figures are to be applied to the modeling in the
vicinity of upper deck, sheer strake and hatch coaming.
FIGURE 2
Extension of the Breadth of the Attached Plating
and Hard Corner Element (1 July 2016)
s1 = min(20tn50, s2/2)
s2 – (s1 + s3)/2 s2 – s1 – s3/2 s4/2
s1 s2 s3 s2 s3 s4
(Long. Stiff.) (Transv. Stiff.) (Long. Stiff.) (Transv. Stiff.) (Long. Stiff.)
Stiffener element
Stiffened plate element

Hard corner element
FIGURE 3
Examples of the Configuration of Stiffened Plate Elements, Stiffener Elements
and Hard Corner Elements on a Hull Section (1 July 2016)
s/2 s/2
s/2 s s s/2
s/2 s/2
s s
s s
s/2 s/2
Stiffener element
Stiffened plate element
Hard corner element
s s s/2
s/2
s/2
s s/2 s/2 s s
• In case of the knuckle point as shown in 5C-5-A4c/Figure 4, the plating area adjacent to
knuckles in the plating with an angle greater than 30 degrees is defined as a hard corner. The
extent of one side of the corner is taken equal to 20tnet on transversely framed panels and to
0.5s on longitudinally framed panels from the knuckle point.
• Where the plate members are stiffened by non-continuous longitudinal stiffeners, the non-
continuous stiffeners are considered only as dividing a plate into various elementary plate
panels.
• Where the opening is provided in the stiffened plate element, the effect of the openings are to
be considered in the calculations. In general, small openings as defined in 3-2-1/9.3 need not
be considered.
• Where attached plating is made of steels having different thicknesses and/or yield stresses, an
average thickness and/or average yield stress obtained from the following formula are to be
used for the calculation.
t1− net s1 + t 2 − net s2 σ yd _ P1t1− net s1 + σ yd _ P 2t 2 − net s2
tnet = σyd_P =
s t net s
where σyd_P1 and σyd_P2 are as defined in 5C-5-A4c/3.3.2 and as shown in 5C-5-4c/Figure 5;
and t1-net, t2-net, s1, s2 and s are thickness in mm (in.) and span in mm (in.), respectively, and are
as shown in 5C-5-A4c/Figure 5.
FIGURE 4
Plating with Knuckle Point (1 July 2016)
Knuckle point
FIGURE 5
Element with Different Thickness and Yield Strength (1 July 2016)
s
s1 s2
t1-n50 t2-n50
σyd_P1 σyd_P2
3.5 Load-end Shortening Curves

3.5.1 Stiffened Plate Element and Stiffener Element
Stiffened plate element and stiffener element composing the hull girder transverse sections may
collapse following one of the modes of failure specified in 5C-5-A4c/Table 1.
• Where the plate members are stiffened by non-continuous longitudinal stiffeners, the stress of
the element is to be obtained in accordance with 5C-5-A4c/3.5.2 to 5C-5-A4c/3.5.7, taking
into account the non-continuous longitudinal stiffener.
In calculating the total forces for checking the hull girder ultimate strength, the area of non-continuous
longitudinal stiffener is to be assumed as zero.
• Where the opening is provided in the stiffened plate element, the considered area of the stiffened
plate element is to be obtained by deducting the opening area from the plating in calculating
the total forces for checking the hull girder ultimate strength.
• For stiffened plate element, the effective width of plate for the load shortening portion of the
stress-strain curve is to be taken as full plate width, i.e. to the intersection of other plate or
longitudinal stiffener – neither from the end of the hard corner element nor from the attached
plating of stiffener element, if any. In calculating the total forces for checking the hull girder
ultimate strength, the area of the stiffened plate element is to be taken between the hard corner
element and the stiffener element or between the hard corner elements, as applicable.
TABLE 1
Modes of Failure of Stiffened Plate Element and Stiffener Element (1 July 2016)
Element Mode of Failure Curve σ-ε Defined In:
Lengthened stiffened plate element
Elasto-plastic collapse 5C-5-A4c/3.5.2
or stiffener element
Beam column buckling 5C-5-A4c/3.5.3
Torsional buckling 5C-5-A4c/3.5.4
Shortened stiffener element
Web local buckling of flanged profiles 5C-5-A4c/3.5.5
Web local buckling of flat bars 5C-5-A4c/3.5.6
Shortened stiffened plate element Plate buckling 5C-5-A4c/3.5.7
3.5.2 Elasto-plastic Collapse of Structural Elements (Hard Corner Element)

The equation describing the load-end shortening curve σ-ε for the elasto-plastic collapse of structural
elements composing the hull girder transverse section is to be obtained from the following formula.
σ = ΦσydA
where
σydA = equivalent minimum yield stress, in N/mm2 (kgf/mm2, lbf/in2), of the
considered element, obtained by the following formula:
σ yd _ P Ap−net + σ yd _ S As−net
=
Ap−net + As −net
Φ = edge function, equal to:

= –1 for ε < –1
= ε for –1 ≤ ε ≤ 1
= 1 for ε > 1
ε = relative strain, equal to:

εE
=
εY
εE = element strain
εY = Strain at yield stress in the element, equal to:
σ ydA
=
E
E = Young’s modulus for steel, 2.06 × 107 N/cm2 (2.1 × 106 kgf/cm2, 30 × 106
lbf/in2)
3.5.3 Beam Column Buckling
The positive strain portion of the average stress-average strain curve σCR1-ε based on beam column
buckling of plate-stiffener combinations is described according to the following:
As − net + ApE − net
σCR1 = ΦσC1
As − net + Ap − net
where
Φ = edge function, as defined in 5C-5-A4c/3.5.2
σC1 = critical stress, in N/mm2 (kgf/mm2, lbf/in2), equal to:
σ E1 σ ydB
= for σE1 ≤ ε
ε 2
 σ ydBε  σ ydB
= σydB 1 −  for σE1 > ε
 4σ E1  2
σydB = equivalent minimum yield stress, in N/mm2 (kgf/mm2, lbf/in2), of the

considered element, obtained by the following formula:
σ yd _ P ApEI − net  pE + σ yd _ S As − net  sE
=
ApEI − net  pE + As − net  sE
ApEI-net = effective area, in cm2 (in2), equal to:
= 10bE1tnet cm2 (12bE1tnet in2)

pE = distance, in mm (in.), measured from the neutral axis of the stiffener with
attached plate of width bE1 to the bottom of the attached plate
sE = distance, in mm (in.), measured from the neutral axis of the stiffener with
attached plate of width bE1 to the top of the stiffener
ε = relative strain, as defined in 5C-5-A4c/3.5.2
σE1 = Euler column buckling stress, in N/mm2 (kgf/mm2, lbf/in2), equal to:
I E −net
= π2E 10-4
AE −net  2
IE-net = net moment of inertia of stiffeners, in cm4 (in4) with attached plate of width bE1
AE-net = net area, in cm2 (in2), of stiffeners with attached plating of width bE
bE1 = effective width corrected for relative strain, in m (ft), of the attached plating,
equal to:
s
= for βE > 1.0
βE
= s for βE ≤ 1.0
s εσ yd _ P
βE = 103 for width in m
t net E
s εσ yd _ P
= 12 for width in ft
t net E
ApE-net = net area, in cm2 (in2), of attached plating of width bE, equal to:
= 10bEtnet cm2 (12bEtnet) in2)

bE = effective width, in m (ft), of the attached plating, equal to:
 2.25 1.25 
  for βE > 1.25
=  β − β2  s
 E E 
= s for βE ≤ 1.25
3.5.4 Torsional Buckling

The load-end shortening curve σCR2-ε for the flexural-torsional buckling of stiffeners composing
the hull girder transverse section is to be obtained according to the following formula:
As − netσ C 2 + Ap − netσ CP
σCR2 = Φ
As − net + Ap − net
where
σ E2 σ yd _ S
= for σE2 ≤ ε
ε 2
 σ yd _ S ε  σ yd _ S
= σyd_S 1 −  for σE2 > ε
 4σ E 2  2

σE2 = Euler column buckling stress, in N/mm2 (kgf/mm2, lbf/in2), taken as σET
defined in 5C-5-A4b/7.7.4
σCP = buckling stress of the attached plating, in N/mm2 (kgf/mm2, lbf/in2), equal to:
 2.25 1.25 
 
=  β − β 2  σyd_P for βE > 1.25
 E E 
= σyd_P for βE ≤ 1.25
βE = coefficient, as defined in 5C-5-A4c/3.5.3
3.5.5 Web Local Buckling of Stiffeners Made of Flanged Profiles

The load-end shortening curve σCR3-ε for the web local buckling of flanged stiffeners composing
the hull girder transverse section is to be obtained from the following formula:
103 bE t netσ yd _ P + (hwe t w−net + b f t f −net )σ yd _ S

σCR3 = Φ
103 st net + hwt w−net + b f t f −net
where
bE = effective width, in m (ft), of the attached plating, as defined in 5C-5-A4c/3.5.3
hwe = effective height, in mm (in), of the web, equal to:
 2.25 1.25 
  for βw ≥ 1.25
=  β − β 2  hw
 w w 
= hw for βw < 1.25
hw εσ yd _ S
Βw =
t w − net E

3.5.6 Web Local Buckling of Stiffeners Made of Flat Bars
The load-end shortening curve σCR4-ε for the web local buckling of flat bar stiffeners composing
Ap − netσ CP + As − netσ C 4
σCR4 = Φ
Ap − net + As − net
where
σCP = buckling stress of the attached plating, in N/mm2 (kgf/mm2, lbf/in2), as
defined in 5C-5-A4c/3.5.4
σ E4 σ yd _ S
= for σE4 ≤ ε
ε 2
 σ yd _ S ε  σ yd _ S
= σyd_S 1 −  for σE4 > ε
 4σ E 4  2
σE4 = local Euler buckling stress, in N/mm2 (kgf/mm2, lbf/in2), equal to:
2
t 
= 160000  w − net 
 hw 
3.5.7 Plate Buckling

The load-end shortening curve σCR5-ε for the buckling of transversely stiffened panels composing
 Φσ yd _ P
  s  2.25 1.25   
2
σCR5 = min   s  1
     
Φσ yd _ P    β − β 2  + 0.11 −  1 + β 2  
   E E   E 

where
βE = coefficient, as defined in 5C-5-A4c/3.5.3
S = plate breadth, in m (ft), taken as the spacing between the stiffeners
 = longer side of the plate, in m (ft)
5 Alternative Methods
5.1 General
5.1.1
Application of alternative methods may be accepted. Documentation of the analysis methodology
and detailed comparison of its results are to be submitted for review and acceptance. The use of
such methods may require the partial safety factors to be recalibrated.
5.1.2
The bending moment-curvature relationship, M-χ, may be established by alternative methods.
Such models are to consider all the relevant effects important to the non-linear response with due
considerations of:
i) Non-linear geometrical behavior
ii) Inelastic material behavior
iii) Geometrical imperfections and residual stresses (geometrical out-of-flatness of plate and
stiffeners)
iv) Simultaneously acting loads:
• Bi-axial compression
• Bi-axial tension
• Shear and lateral pressure
v) Boundary conditions
vi) Interactions between buckling modes
vii) Interactions between structural elements such as plates, stiffeners, girders, etc.
vii) Post-buckling capacity
ix) Overstressed elements on the compression side of hull girder cross section possibly
leading to local permanent sets/buckle damages in plating, stiffeners etc. (double bottom
effects or similar)
5.3 Non-linear Finite Element Analysis

5.3.1
Advanced non-linear finite element analyses models may be used for the assessment of the hull girder
ultimate capacity. Such models are to consider the relevant effects important to the non-linear
responses with due consideration of the items listed in 5C-5-A4c/5.1.2.
5.3.2
Particular attention is to be given to modeling the shape and size of geometrical imperfections. It
is to be ensured that the shape and size of geometrical imperfections trigger the most critical failure
modes.

APPENDIX 5 ADDITIONAL LOADING PATTERNS AND LOADING CASES FOR
STRUCTURAL ANALYSIS (1 July 2016)
(Add new Appendix 5C-5-A4c, as follows:)
APPENDIX 5 Additional Loading Patterns and Loading Cases

for Structural Analysis (1 July 2016)
1 General
1.1 Applicability
This requirements of this Appendix apply to container carriers of 130 m (427 ft) or more in length,
contracted for construction on or after 1 July 2016.
1.3 General
The loading patterns and associated combined load cases described in this 5C-5-A5/Table 1 are to be applied
in assessing the strength of the hull girder structures and in performing a structural analysis as described in
Section 5C-5-5.
TABLE 1
Additional Loading Patterns and Loading Cases for Structural Analysis (1 July 2016)
Types and Ballast Still Water Combined Load
Loading Loading
Loading Case Weight of and Fuel Hull Girder Case (Refer to
Pattern Parameters
Container Oil Tanks Moment 5C-5-3/Table 1)
Heading: 0 Deg Heavy cargo Empty Permissible L.C. 2
Case I-1 Heave: Up weight, 40' hogging
Pitch: Bow Up containers (1)
Full Draft Roll: --
Heavy 40’ Containers Draft: Full
Wave VBM: Hog
Heading: 0 Deg Light cargo Empty Permissible L.C. 2
Case I-2 Heave: Up weight, 40' hogging
Pitch: Bow Up containers (2)
Full Draft Roll: --
Light 40’ Containers Draft: Full
Wave VBM: Hog
Heave: Down weight, 20' sagging
Case I-3a
Pitch: Bow Down containers (1) (minimum
Reduced Draft
Roll: -- hogging)
Heavy 20’ Containers
Draft: 2/3
Wave VBM: Sag
Heave: Down weight, 20' sagging
Case I-3b
Pitch: -- containers (1) (minimum
Reduced Draft
Roll: STBD Down hogging)
Heavy 20’ Containers (3)
Draft: 2/3
Wave VBM: Sag
Case I-4 Heave: Up weight, 40’ hogging
Full Draft Pitch: Bow Up containers
One Bay Empty 40’ Roll: -- (one bay
Containers (4) Draft: Full empty) (1)
Wave VBM: Hog
Notes:
1 Heavy cargo weight of a container unit is to be calculated as the permissible stacking weight divided by the maximum
number of tiers planned.
2 Light cargo weight corresponds to the expected cargo weight when light cargo is loaded in the considered holds.
• Light cargo weight of a container unit in hold is not to be taken more than 55% of its related heavy cargo
weight (see (1) above).
• Light cargo weight of a container unit on deck is not to be taken more than 90% of its related heavy cargo
weight (see (1) above) or 17 metric tons, whichever is the lesser.
3 Where structure is not symmetric, both STBD and PORT Roll are to be considered.
4 For one bay empty condition, if the cargo hold consists of two or more bays, then each bay is to be considered
entirely empty in hold and on deck (other bays full) in turn as separate load cases.

CHAPTER 6 VESSELS INTENDED TO CARRY CONTAINERS (UNDER 130 METERS (427
FEET) IN LENGTH)
SECTION 2 HULL STRUCTURE
1 Hull Girder Strength

1.1 Normal-strength Standard (1 July 2016)

The longitudinal hull girder strength is to be required by the equations given in 5C-5-4/3.1.
1.3 Hull Girder Shear and Bending Moment (1 July 2016)

For shear and bending-moment calculation requirements, see 5C-5-4/3.1.
1.5 Torsion and Horizontal Bending (1 July 2016)

The hull girder strength calculations under combined vertical and horizontal bending moment and torsion
are to be submitted. Appendix 5C-6-A1, “Strength Assessment of Container Carriers – Vessels Under
130 meters (427 feet) in Length” provides guidance in performing this calculation. A more comprehensive
analysis may also be acceptable.
1.7 Loading Guidance (1 July 2016)

Loading guidance is to be as required by 5C-5-4/3.1.9.
1.11 Hull Girder Section Modulus Amidships (1 July 2016)

The required hull girder section modulus amidships is to be calculated in accordance with 5C-5-4/3.1. The
longitudinal structural members made of H40 strength steel with thickness greater than 51 mm or H47
strength steel are to comply with the requirements in the ABS Guide for Application of Higher-Strength
Hull Structural Thick Steel Plates in Container Carriers. The Q factor specified in this Guide may be used
to calculate the reduced section modulus.

CHAPTER 6 VESSELS INTENDED TO CARRY CONTAINERS (UNDER 130 METERS (427
FEET) IN LENGTH)
APPENDIX 1 STRENGTH ASSESSMENT OF CONTAINER CARRIERS – VESSELS UNDER
130 METERS (427 FEET) IN LENGTH
3 Application (1 July 2016)

(Revise Subsection 5C-6-A1/3, as follows:)
These criteria are applicable to steel vessels of up to 130 m (427 ft) in length, designed for the carriage of
containers and intended for unrestricted ocean service. The basic structural arrangement consists of a
double bottom with a double skin side structure or a single skin side structure with upper torsion boxes.
In addition to complying with the ABS Rules for Building and Classing Steel Vessels, the strength of the
vessel is to be evaluated using the criteria presented in this Appendix.
The strength criteria specified in this Appendix are based on the “net” ship approach, where in the factored
corrosion additions and any voluntary additions are deducted from the as built thickness in accordance
with 5C-5-4/3.1.3 to arrive at the scantlings applied in the specified criteria.
If the stresses, determined in accordance with this Appendix, exceed the permissible value given herein, a
direct calculation stress analysis is to be carried out to evaluate the adequacy of the vessel’s structural design
in a more sophisticated manner. On request, this analysis may be carried out by ABS.

CHAPTER 8 VESSELS INTENDED TO CARRY LIQUEFIED GASES IN BULK
SECTION 3 SHIP ARRANGEMENTS
2 Accommodation, service and machinery spaces and control stations
2.6 Interpretation of 5C-8-3/2.6 (IACS)

2.6.1 (1 July 2016)
The closing devices need not be operable from within the single spaces and may be located in
centralized positions.
Engine room casings, cargo machinery spaces, electric motor rooms and steering gear compartments
are generally considered as spaces not covered by 5C-8-3/2.6 and therefore the requirements for
closing devices need not be applied to these spaces.

CHAPTER 10 VESSELS INTENDED TO VEHICLES
SECTION 4 CARGO SAFETY
3 Ro-Ro Cargo Spaces
3.3 Fire Extinguishing Arrangements

3.3.1 Ro-Ro Spaces Capable of Being Sealed
(Revise Item 5C-10-4/3.3.1(a), as follows:)
3.3.1(a) Fixed gas fire-extinguishing system (1 July 2016). Ro-ro cargo spaces capable of being
sealed are to be fitted with a fixed gas fire-extinguishing system complying with the provisions of
4-7-3/3, except that:
If a CO2 system is fitted for vehicle spaces and ro-ro spaces which are not special category
spaces, the quantity of carbon dioxide available is to be at least sufficient to give a minimum
volume of free gas equal to 45% of the gross volume of the largest such cargo space which
is capable of being sealed, and the arrangements are to be such as to ensure that at least two
thirds of the gas required for the relevant space are to be introduced within 10 minutes.
Carbon dioxide systems are not to be used for the protection of special category spaces.
Any other fixed gas fire-extinguishing system or fixed high expansion foam fire extinguishing
system may be fitted, provided that an equivalent protection is achieved.
PART 6 OPTIONAL ITEMS AND SYSTEMS

CHAPTER 2 VESSELS INTENDED TO CARRY REFRIGERATED CARGOES
SECTION 1 GENERAL
7 Class Notations
7.1 Vessels Built Under Survey

7.1.4 Vessels Carrying Cargo in Refrigerated Containers of Integral Type, À IRCC (1 July 2016)
Where cargo is carried in refrigerated containers of plug-in or integral types which has its own
individually mounted refrigeration machinery, hence requiring shipboard electrical power supply
and in some cases the cooling water supply for the condensers and, where fitted, the associated
temperature monitoring and control system, the Record will give the total number of refrigerated
containers onboard, the total design load in kW and the type of temperature monitoring and control
system installed.
The conditions specified in the Record are subject to verification by testing in the presence of
Surveyors.
In addition to the requirements of these Rules, compliance with the ABS Guide for Carriage of
Integral Refrigerated Containers On Board Ships is required to receive the À IRCC notation.
PART 6 OPTIONAL ITEMS AND SYSTEMS

CHAPTER 2 VESSELS INTENDED TO CARRY REFRIGERATED CARGOES
SECTION 13 REFRIGERATED CARGO CONTAINER CARRIER
5 Integral Refrigerated Cargo Container Carrier

(1 July 2016) Note: Please refer to the ABS Guide for Carriage of Integral Refrigerated Containers On
Board Ships, for additional requirements.

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RULES FOR BUILDING AND CLASSING

NOTICE NO. 1 – JULY 2016

PART 3 HULL CONSTRUCTION AND EQUIPMENT

5.5 Rudder Horn Plating (1 July 2016)

t = 2.4 Lk mm t = 0.522 Lk in.

5.7 Welding and Connection to Hull Structure (1 July 2016)

ABS RULES FOR BUILDING AND CLASSING STEEL VESSELS . 2016 1

(Add new 3-2-13/Figure 4, as follows:)

(Renumber existing 3-2-13/Figure 4 as 3-2-13/Figure 5.)

2 ABS RULES FOR BUILDING AND CLASSING STEEL VESSELS . 2016

PART 3 HULL CONSTRUCTION AND EQUIPMENT

1.1 Application (1 July 2016)

(Revise 3-2-14/Table 1B, as follows:)

Flap rudder (or

Rudder with steering nozzle

(Renumber 3-2-14/Figure 1 as 3-2-14/Figure 1A.)

ABS RULES FOR BUILDING AND CLASSING STEEL VESSELS . 2016 3

(Renumber 3-2-14/Figure 2 as 3-2-14/Figure 1B.)

7 Rudder Stocks (2012)

7.5 Rudder Trunk and Rudder Stock Sealing (1 July 2016)

4 ABS RULES FOR BUILDING AND CLASSING STEEL VESSELS . 2016

r = 0.1S, without being less than 30 mm when σ < 40/k N/mm2

= 0.1S, without being less than 30 mm when σ < 4.09/k kgf/mm2

σ = bending stress in the rudder trunk in N/mm2 (kgf/mm2, psi)

(Add new 3-2-14/Figure 2, as follows:)

ABS RULES FOR BUILDING AND CLASSING STEEL VESSELS . 2016 5

(Add new 3-2-14/Figure 3, as follows:)

1/3 > a/b > 1/5

(Renumber existing 3-2-14/Figures 3 and 4 as 3-2-14/Figures 4 and 5.)

9.5 Vertical Couplings

db = 0.81ds K b / (nK s ) mm (in.)

(Add new Subparagraph 3-2-14/9.5.3, as follows:)

6 ABS RULES FOR BUILDING AND CLASSING STEEL VESSELS . 2016

11 Tapered Stock Couplings

11.1 Coupling Taper (1 July 2016)

(Revise Paragraph 3-2-14/11.3, as follows:)

11.3 Keyed Fitting (1 July 2016)

ABS RULES FOR BUILDING AND CLASSING STEEL VESSELS . 2016 7

(Revise Paragraph 3-2-14/11.5, as follows:)

11.5 Keyless Fitting (1 July 2016)

 = cone length, in mm (in.)

8 ABS RULES FOR BUILDING AND CLASSING STEEL VESSELS . 2016

1.6YG d m 0.8Rtm  1.6YG d m 0.8 Rtm 

Rtm = mean roughness, in mm (in.) taken equal to 0.01

ABS RULES FOR BUILDING AND CLASSING STEEL VESSELS . 2016 9

(Revise Subsection 3-2-14/13, as follows:)

13 Pintles (1 July 2016)

a, p as described in 3-2-13/Figure 3

Kp = material factor for the pintle, as defined in 3-2-14/1.3

10 ABS RULES FOR BUILDING AND CLASSING STEEL VESSELS . 2016

13.3 Push-up Pressure and Push-up Length

 = cone length, in mm (in.)

15 Supporting and Anti-Lifting Arrangements

15.1 Bearings (2012)

ABS RULES FOR BUILDING AND CLASSING STEEL VESSELS . 2016 11

(Revise Paragraph 3-2-14/15.3, as follows:)

15.3 Rudder Carrier (1 July 2016)

(Revise Paragraph 3-2-14/Table 6, as follows:)

17 Double Plate Rudder

17.3 Side, Top and Bottom Plating (1 July 2016)