7 DTC Supplement Corrigenda

2 February 2017
SUPPLEMENT/CORRIGENDA TO 2017 DTC PACKAGE

TABLE OF CONTENTS
Item # PARAGRAPH DESCRIPTION Page References

No.
Supplement Additional PRCs
Steel Vessel Rules

1 3-2-17/7.5.1 Portlights Construction. 75a
(New PRC)
Adds space for hinged deadlight to align with
ICLL Reg 23(4) requirements.
Survey After Construction

2 7-3-2/3.1.8 Intermediate Surveys, Vessels other than 655a IACS UR Z25
Liquefied Gas Carriers Utilizing Gas or other
Low Flash Point Fuels
(New PRC)
Aligns ABS Rules with IACS and further aligns
ABS Rules with the IGF Code and industry
standards.
3 7-6-2/1.7 Annual Surveys Machinery, Vessels other 662a IACS UR Z25
than Liquefied Gas Carriers Utilizing Gas or
other Low Flash Point Fuels
(New PRC)
standards.
4 7-6-2/3.7 Special Periodical Surveys Machinery, 662f IACS UR Z25
Vessels other than Liquefied Gas Carriers
Utilizing Gas or other Low Flash Point Fuels
(New PRC)
standards.
FPI Rules
5 5B-1-1/3 Column-Stabilized Installations, Definitions 1525a
(New PRC)
Replaces Topside Deck Structure by
Integrated Deck, Column Top Frame, and
Non-integrated Deck.
Prepared Approved
by: Date: 2-Feb-2017 by: Date
Charles Dunlap
Director
Classification Reqts
& Standards
i
No.
6 5B-1-2/5 Column-Stabilized Installations, Engineering 1526a
Analysis of the Installations Primary Structure
(New PRC)
Replaces Topside Deck Structure by
Integrated Deck, Column Top Frame, and
Non-integrated Deck.
Corrigenda
Steel Vessel Rules

1 3-2-17/8 Windows. 76
(Replace existing PRC with revision)
Editorial - In 8.3, changed reference from 3-2-
17/8.1 to 3-2-17/7.5.1 and removed redundant
first paragraph
2 3-5-1 Allowable Stress. 85
11.3.1(c) was corrected to be the same as
11.3.2(d)
3 5C-8-6/Table 2 & 4 Materials of Construction and Quality Control 280
Strikethrough in Table 4 was corrected from Note
8 to Note 9 (ABS).
4 5C-12-4/7.7 Double Bottom Girders and Floors. 344
Added clarification to the change for shear force
in following equations
5 5C-12-4/11.1 & 11.5.1 Side Shell and Deck Main Supporting 345
Members.
Added clarification to the change for shear force
in following equations
6 5C-A2/10 Construction Standards and Control. 578
Added allowance for using heel line as an
alternative to median line alignment, as is
allowed by IACS
OSV Rules
11.1.2(d)
8 5-3-4/7.11 & 7.15 Welded Fabrication 988
Welding consumables are to be type-approved
Prepared Approved
Charles Dunlap
Director
& Standards
ii
No.
High-Speed Craft Rules
11.3.2(d)
High-Speed Naval Craft Rules

11.3.2(d)
Great Lakes Bulk Carrier Rules

11 6.6 Construction of Screen Bulkheads 1363
(Now 3-2-6/11) (Replace existing PRC with revision)
Revised PRC to match 2017 numbering system
and to reflect the fact that the proposed change
from last year was not incorporated into the
2017 edition.
12 8.9 Hopper Slope 1366
(Now 3-2-3/19) (Replace existing PRC with revision)
Revised PRC to match 2017 numbering system
and to reflect the fact that the proposed change
from last year was not incorporated into the
2017 edition.
Prepared Approved
Charles Dunlap
Director
& Standards
iii
PREPARATION DATE: 24 September 2016
PROPOSED CHANGE TO: RULES FOR BUILDING AND CLASSING STEEL VESSELS 2017
PART 3 RULES FOR BUILDING AND CLASSING STEEL VESSELS

CHAPTER 2 HULL STRUCTURES AND ARRANGEMENTS
SECTION 17 BULWARKS, RAILS, FREEING PORTS, PORTLIGHTS, WINDOWS,
VENTILATORS, TANK VENTS AND OVERFLOWS
Proposed Change:
7 Portlights
7.5 Construction
7.5.1 General (2018)

Portlights to spaces below the bulkhead/freeboard deck, or to spaces within enclosed superstructures,
or to first tier deckhouses on the freeboard deck protecting openings leading below or considered
buoyant in stability calculations are to be fitted with efficient hinged, inside deadlights arranged so
that they can be effectively closed and secured watertight. The portlights, together with their glasses
and deadlights, are to comply with a recognized standard. They are to have strong frames (other than
cast iron) and opening-type portlights are to have noncorrosive hinge pins.
Reason:
The requirements of hinged deadlights for this section are edited to be in line with ICLL Reg 23(4)
Reference (If applicable. Please submit a copy of references with this form.)
ICLL Reg 23(4)
Other Rule Changes (if applicable)

Title of Rules Paragraph Number
NA
Impact Assessment (Please move the cursor to the impact category for guidance)
Substantially Minimally Neutral Minimally Substantially
Unfavorable Unfavorable Favorable Favorable
Environment
Safety
Shipyard
Owner
Vendor
Designer
75a 2017 DTC PRCs Supplement/Corrigenda

PREPARATION DATE: 11 January 2017
PROPOSED CHANGE TO: RULES FOR SURVEY AFTER CONSTRUCTION 2017
PART 7 RULES FOR SURVEY AFTER CONSTRUCTION

CHAPTER 3 HULL SURVEYS
SECTION 2 VESSELS FOR UNRESTRICTED SERVICE
Proposed Change:
3 Intermediate Surveys (1 July 2014)

3.1 All Vessels
3.1.8 Vessels other than Liquefied Gas Carriers Utilizing Gas or other Low Flash Point
Fuels (2018)
i) Gas detectors, temperature sensors, pressure sensors, level indicators, and other
equipment providing input to the fuel safety system are to be randomly tested to
confirm satisfactory operating condition. Proper response of the fuel safety system
upon fault conditions is to be verified.
Reason:
To align ABS rules with IACS and to further align ABS rules with the IGF Code and industry standards.
IACS UR Zxx The reference is so new it has not been given a number yet.

Rules for Survey After Construction 7-6-2/1.7
Environment
Safety
Shipyard
Owner
Vendor
Designer


CHAPTER 6 MACHINERY SURVEYS
SECTION 2 SURVEY REQUIREMENTS
Proposed Change:
1 Annual Surveys Machinery (1 July 2012)

1.7 Gas Fueled Vessels other than Liquefied Gas Carriers Utilizing Gas or other Low
Flash Point Fuels (1 July 2013) (2018)
1.7.1 General
The following is to be carried out during the survey of the Gas Fuel Storage, Fuel Bunkering
System, and Fuel Gas Supply System and Gas Utilization Systems:
i) General. The logbooks are to be examined with regard to correct functioning of the
fuel gas detection systems, fuel gas supply/gas systems, etc. The hours per day of the
prime movers, re-liquefaction plant, Ggas Ccombustion Uunit, as applicable, or the
boil-off rate are to be considered together with historical gas detection records.
ii) Operating and Maintenance Instruction Manual (2016). The manufacturer/builder
instructions and manuals covering the operations, safety and maintenance requirements
and occupational health hazards relevant to gas fuel storage, fuel bunkering, fuel gas
supply, gas utilization units and associated systems and for the use of gas as the fuel,
are to be confirmed as being aboard the vessel.
iii) Instrumentation and Safety Systems. Gas detection equipment in all compartments
containing gas fuel storage, fuel bunkering, fuel gas supply or gas utilization
equipment or components or associated systems, including indicators and alarms, is to
be confirmed in satisfactory operating conditions. Verification of installed interlocks in
the gas detection system is to be verified in working condition. Any piping of the gas
detection system is to be visually examined for corrosion and damage and the integrity of
the line between suction points and analyzing units is to be confirmed as far as possible.
Recalibration of the gas detection systems should be verified in accordance with the
manufacturers recommendations.
iii) Control, Monitoring and Safety Systems.
Gas detection and other leakage detection equipment in compartments containing
fuel storage, fuel bunkering, and fuel supply equipment or components or
associated systems, including indicators and alarms, is to be confirmed in
satisfactory operating conditions. Recalibration of the gas detection systems
should be verified in accordance with the manufacturers recommendations.
Verification of the satisfactory operation of the control, monitoring and automatic
shut-down systems as far as practicable of the fuel supply and bunkering systems.
Operational test, as far as practicable, of the shutdown of ESD protected
machinery spaces.

iv) Fuel Gas Handling Piping, and Machinery, and Equipment. All pPiping, hoses,
emergency shut-down valves, remote operating valves, relief valves, machinery and
equipment for gas fuel storage, fuel bunkering, and fuel gas supply and gas utilization
such as venting, compressing, refrigerating, liquefying, heating, cooling or otherwise
handling the liquefied gas or vapor fuel is to be examined, as far as possible. Means of
inerting is to be examined. Stopping of pumps and compressors upon emergency shut-
down of the system is to be confirmed as far as practicable.
v) Ventilating System. Examination of the ventilation system, including portable
ventilating equipment where fitted, is to be made for all spaces containing gas fuel
storage, fuel bunkering, and fuel gas supply and gas utilization units or components or
associated systems, including air locks, pump rooms, compressor rooms, fuel
preparation rooms, gas fuel valve rooms, control rooms and spaces containing gas
burning equipment. All required portable ventilating equipment is to be examined.
Provision of spares for mechanical ventilation fans recommended by manufacturer is
to be confirmed. Where alarms, such as differential pressure and loss of pressure
alarms, are fitted, these should be operationally tested as far as practicable.
vi) Drip Trays. Portable and fixed drip trays and insulation for the protection of the ships
structure deck in the event of gas leakage are to be examined.
vii) Sealing Arrangements. Sealing arrangements in way of openings and bulkhead
penetrations for the gas fuel system are to be examined Hazardous Areas. Electrical
equipment and bulkhead/deck penetrations including access openings in hazardous
areas are to be examined for continued suitability for their intended service and
installation area.
viii) Fire Protection and Fire Extinguishing Equipment. The required fire protection and
fire extinguishing system contained in areas and spaces where gas fuel storage, fuel
bunkering, and fuel gas supply and gas utilization units are fitted are to be examined
and operationally tested, in so far as practicable.
ix) Electrical Equipment. Electrical equipment in gas-dangerous spaces or zones is to be
examined for continued suitability for their intended service and installation area.
x) ix) Electrical Bonding. Electrical bonding arrangements in hazardous areas, including
bonding straps where fitted, of the piping systems for gas utilization systems located
within bunker tanks, ballast tanks, pipe tunnels, cofferdams and void spaces bounding
bunker tanks are to be examined.
1.7.2 Gas Fuel Storage, Bunkering and Supply Systems
The following are to be examined, so far as applicable. Insulation need not be removed, but any
deterioration or evidence of dampness is to be investigated:
1.7.2(a) Gas Fuel Storage
i) External examination of the bunker storage tanks and secondary barrier if fitted and
accessible or gas fuel storage room.
ii) External General examination of the fuel storage space main tank and relief valves.
iii) Testing of tank monitoring system. External examination of tank relief valves.
iv) Examination and testing of installed bilge alarms and means of drainage of the
compartment.
v) Testing of the remote and local closing of the installed Main Tank Valve.
vi) Verification of satisfactory operation of tank monitoring system.
662b 2017 DTC PRCs Supplement/Corrigenda

1.7.2(b) Fuel Bunkering System
i) Examination of all bunker stations and the fuel bunkering system during working
condition.
ii) External examination of bunker manifolds. Verification of satisfactory operation of the
fuel bunkering control, monitoring and shutdown systems.
iii) External examination of manifold valves and manifold ESD valves.
iv) Testing of fuel bunkering control, monitoring and shut-down systems as far as
practicable, or verification of set-points in accordance with approved test program.
v) Testing of bunker lines inert and gas freeing system.
1.7.2(c) Fuel Gas Supply System
i) Examination of the fuel supply system during working condition as far as practicable.
ii) Verification of satisfactory operation of the fuel supply system control, monitoring and
shut-down systems.
iii) Testing of the remote and local closing of the master fuel valve for each engine
compartment.
i) The fuel gas supply system during working condition.

ii) External examination of all pressure vessels, heat exchangers, pumps, compressors,
filters etc. for making-up the gas for its use as fuel in the system.
iii) External examination of relief valves, if fitted.
iv) Location of applicable warning notices.
v) Where double wall fuel gas piping is provided, means for detecting any leakage should
be tested.
vi) The fuel gas supply system component spares as recommended by the manufacturer.
vii) Testing of control, monitoring and shut-down systems as far as practicable, or
verification of set-points in accordance with approved test program.
1.9 Vessels with Single or Dual Fuel Engines (1 July 2013)
1.9.1 Dual Fuel Diesel Engine Power Plant
In addition to the Annual Survey requirements for liquid fuel diesel engines, the following are
to be examined, so far as applicable. Insulation need not be removed, but any deterioration or
evidence of dampness is to be investigated:
i) External examination of any pressure vessels, heat exchangers, compressors, filters etc.
for making-up the gas for its use as fuel.
ii) Operational test, as far as practicable of the power management system for the
emergency shutdown of the dual fuel engine compartments and testing of the
automatic shut-off of gas fuel supply.
iii) Where double wall fuel gas piping is provided, means for detecting any leakage should
be tested.
iv) Verification of redundancy and testing of gas detection system in engine rooms
together with any interlocks.
v) Testing of alarm for the access doors to the engine rooms.
vi) Testing of the remote and local closing of the installed main tank valve and master gas
valve for each engine compartment.
662c 2017 DTC PRCs Supplement/Corrigenda

1.9.2 Single Gas Fuel Engine Power Plant
In addition to the Annual Survey requirements for liquid fuel diesel engines, the following are
to be examined, so far as applicable. Insulation need not be removed, but any deterioration or
evidence of dampness is to be investigated:
i) External examination of any pressure vessels, heat exchangers, compressors, filters etc.
for making-up the gas for its use as fuel.
ii) Operational test, as far as practicable of the power management system for the
emergency shutdown of the single fuel engine compartments and testing of the
automatic shut-off of gas fuel supply.
iii) Where double wall fuel gas piping is provided, means for detecting any leakage should
be tested.
iv) Verification of redundancy and testing of gas detection system in engine rooms
together with any interlocks.
v) Testing of alarm for the access doors to the engine rooms.
vi) Testing of the remote and local closing of the installed main tank valve and master gas
valve for each engine compartment.
1.9.3 Dual Fuel Gas Turbine Power Plant
The attending Surveyor is to examine, as far as applicable, the following:
i) Verify compliance with the approved maintenance schedule and manufacturers
recommendations, taking into consideration the in-service records for the unit and
applicable hours of running time for each type of fuel.
ii) Structural examination of the gas turbine enclosure and foundation.
iii) Verify satisfactory operation of any fitted interlocks on the gas enclosure.
iv) Verify air-tightness of the gas turbine enclosure or its capability of maintaining a
negative pressure inside the enclosure by means of testing of installed alarms if fitted.
v) Examination and testing of installed gas turbine enclosure ventilation and associated
alarms.
vi) External examination of gas turbine enclosure air intakes, combustion air intake and
exhaust system and fitted dampers.
vii) Testing of the remote and local closing of the installed Main Tank Valve and Master
Gas Valve for each dual fuel gas turbine.
viii) Testing of the control system for the gas turbine and associated alarms, changeover
and shutdown functions.
Reason:
To align ABS rules with IACS and to further align ABS rules with the IGF Code and industry standards.
662d 2017 DTC PRCs Supplement/Corrigenda

Rules for Survey After Construction 7-3-2/3.1.8
Environment
Safety
Shipyard
Owner
Vendor
Designer
662e 2017 DTC PRCs Supplement/Corrigenda


CHAPTER 6 MACHINERY SURVEYS
SECTION 2 SURVEY REQUIREMENTS
Proposed Change:
3 Special Periodical Surveys Machinery

3.7 Gas Fueled Vessels other than Liquefied Gas Carriers Utilizing Gas or other Low
Flash Point Fuels (1 July 2013) (2018)
In addition to the applicable requirement of 7-6-2/1.7, the Special Survey is also to include:
i) Fuel Gas Handling and Piping Material. All piping for fuel storage, fuel bunkering and fuel
supply, machinery and equipment for gas fuel storage, fuel bunkering, fuel gas supply and gas
utilization, such as venting, compressing, refrigerating, liquefying, heating storing, burning or
otherwise handling the fuel liquefied gas or vapor and liquid nitrogen installations are to be
examined including removal of insulation and opening for examination, as deemed necessary.
Where deemed suspect, a hydrostatic test to 1.25 times the Maximum Allowable Relief Valve
Setting (MARVS) for the pipeline is to be carried out. After reassembly, the complete piping
is to be tested for leaks. Where water cannot be tolerated and the piping cannot be dried prior
to putting the system into service, the Surveyor may accept alternative testing fluids or
alternative means of testing.
ii) Fuel Gas Valves. All emergency shut-down valves, check valves, block and bleed valves,
master gas valves, remote operating valves and isolating valves for pressure relief valves in the
gas fuel storage, fuel bunkering, and fuel gas supply and gas utilization piping systems are to
be examined inspected and proven operable. The pressure relief valves are to be function-tested.
A random selection of valves is to be opened for examination and adjusted as necessary.
iii) Pressure Vessels. Internal examination and thickness measurement of the fitted pressure vessels
in the fuel gas storage, fuel gas supply and gas utilization units as deemed necessary by the
Surveyor. Pressure Relief Valves.
Fuel Storage Tank Pressure Relief Valves. The pressure relief valves for the fuel storage
tanks are to be opened for examination, adjusted, and function tested. If the tanks are
equipped with relief valves with non-metallic membranes in the main or pilot valves, such
non-metallic membranes are to be replaced.
Fuel Supply and Bunkering Piping Pressure Relief Valves. A random selection of pressure
relief valves for the fuel supply and bunkering piping are to be opened for examination,
adjusted, and function tested. Where a proper record of continuous overhaul and retesting
of individually identifiable relief valves is maintained, consideration will be given to
acceptance on the basis of opening, internal examination, and testing of a representative
sampling of valves, including each size and type of liquefied gas or vapor relief valve in
use, provided there is logbook evidence that the remaining valves have been overhauled
and tested since crediting of the previous Special Survey.
Pressure/Vacuum Relief Valves. The pressure/vacuum relief valves, rupture disc and other
pressure relief devices for interbarrier spaces and hold spaces are to be opened, examined,
tested and readjusted as necessary, depending on their design.
662f 2017 DTC PRCs Supplement/Corrigenda

iv) Electrical Equipment. Examination and testing of electrical equipment. This examination is to
include the physical condition of electrical cables and supports, intrinsically safe, explosion
proof, or increased safety features of electrical equipment, functional testing of pressurized
equipment and associated alarms, testing systems for de-energizing electrical equipment which
is not certified for use in gas-hazardous areas, and insulation resistance readings of circuits.
Where a proper record of testing is maintained, consideration may be given to accepting recent
readings.
Examination of electrical equipment to include the physical condition of electrical cables
and supports, intrinsically safe, explosion proof, or increased safety features of electrical
equipment.
Functional testing of pressurized equipment and associated alarms.
Testing of systems for de-energizing electrical equipment which is not certified for use in
hazardous areas.
An electrical insulation resistance test of the circuits terminating in, or passing through, the
hazardous zones and spaces is to be carried out.
v) Safety Systems. Gas detectors, temperature sensors, pressure sensors, level indicators, and other
equipment providing input to the fuel safety system are to be tested to confirm satisfactory
operating condition.
Proper response of the fuel safety system upon fault conditions is to be verified.
Pressure, temperature and level indicating equipment are to be calibrated in accordance
with the manufacturers requirements
v) Fuel Storage Tanks.
Fuel storage tanks are to be examined in accordance with an approved survey plan.
Liquefied gas fuel storage tanks are to be examined in accordance with the applicable parts
of 7-3-2/5.11.1 and 5.11.2.
For vacuum insulated independent fuel storage tanks of type C without access openings
need not be examined internally. Where fitted, the vacuum monitoring system is to be
examined and records are to be reviewed. The tank insulation and tank support
arrangements are to be visually examined. Non-destructive testing may be required if
conditions raise doubt to the structural integrity.
Verification of satisfactory operation of tank high level alarms.
3.9 Vessels with Single or Dual Fuel Engines (1 July 2013)

In addition to the applicable requirements of 7-6-2/1.9, the Special Survey is also to include:
i) Gas Turbines. For dual fuel gas turbine units in continuous service, at least one hot-gas-path
examination is to be scheduled each survey cycle and is to include an examination of turbine
rotors, fixed blading, combustors, inlet casings (including demisters and filters), exhaust casing
(including regenerator), air control valves and protective apparatus.
Other parts of the dual fuel gas turbine and associated equipment, as may be deemed necessary
by the attending Surveyor, are to be opened up for examination.
Where units are arranged such that the unit is removed from the vessel in accordance with the
approved plans and the makers recommendations, and dismantled at another facility, the
internal examination may be carried out at the facility in the presence of the Surveyor. Upon
reassembly/ reinstallation, all fuel lines, lube oil piping, the unit itself and exhaust system are
to be checked under full speed and its range of operational conditions for leakage.
662g 2017 DTC PRCs Supplement/Corrigenda

Reason:
To align ABS rules with IACS and to further align ABS rules with the IGF Code and industry standards

Rules for Survey After Construction 7-3-2/3.1.8
Environment
Safety
Shipyard
Owner
Vendor
Designer
662h 2017 DTC PRCs Supplement/Corrigenda

PREPARATION DATE: 12 May 2016
PROPOSED CHANGE TO: RULES FOR BUILDING AND CLASSING FLOATING PRODUCTION
INSTALLATIONS 2017
PART 5B OTHER INSTALLATION TYPES

CHAPTER 1 COLUMN STABILIZATION INSTALLATIONS
SECTION 1 GENERAL REQUIREMENTS
Proposed Change:
3 Definitions (2018)
A column stabilized floating production installation consists of a main deck connected to the
underwater hull or footings by columns or caissons. The deck is noted in these Rules as Topside
Deck Structure.
A column stabilized floating production installation consists of hull, topside deck and position
mooring system. The hull may consist of pontoons, columns and bracing members. The tops of the
columns are connected to a column top frame or a topside deck forming the global strength of the hull.
For the hull with a column top frame, the topside deck is not integrated as part of the global strength
of the hull. The topside deck is noted as Non-integrated Deck in these Rules. The topside deck
integrated with the hull to form the global strength of the hull is noted as Integrated Deck in these
Rules.
The installation depends upon the buoyancy of columns or caissons for flotation and stability. Lower
hulls or footings are normally provided at the bottom of the columns for additional buoyancy and the
most common arrangements are either twin pontoons connected by braces or a ring (continuous)
pontoon. The topside deck structure can be of an enclosed hull type or an open space truss frame
construction. The topside deck structure is interconnected with the stability columns of the hull to
form the installations overall strength.
Reason:
Topside Deck Structure is not an accurate definition, and are not consistent through Section 5B-1-2/5.
Because the definition of Topside Deck Structure is vague, criteria in Table 2 and Table 3 in 5B-1-2/5.1
are confusing and misleading.
The proposed definitions are consistent with 5B-2-1/3 for TLPs, which have similar hull configurations.
In this section and Section 5B-1-2/5, Topside Deck Structure will be replaced by Integrated Deck,
Column Top Frame, and Non-integrated Deck as applicable.
N/A

N/A

Environment
Safety
Shipyard
Owner
Vendor
Designer

PREPARATION DATE: 12 May 2016
PROPOSED CHANGE TO: RULES FOR BUILDING AND CLASSING FLOATING PRODUCTION
INSTALLATIONS 2017
PART 5B OTHER INSTALLATION TYPES

CHAPTER 1 COLUMN STABILIZATION INSTALLATIONS
SECTION 2 STRUCTURES
Proposed Change:
5 Engineering Analysis of the Installations Primary Structure (2018)

5.1 Hull, Integrated Deck and Top Column Frame and Topside Deck Structure
5.1.1 General
Documents necessary to verify the structural strength of the installation, including yielding,
buckling, and fatigue of the hull, topside deck structure integrated deck, top column frame and
main intersections of primary structural components of the hull and topside deck structure ,
integrated deck and top column frame are to be submitted for review. The criteria in this
Subsection relate to the analyses required to verify the scantlings selected in the basic design
in 5B-1-2/3. The results of analysis that are required in this Subsection cannot be used to
reduce the scantlings established from 5B-1-2/3. Depending on the specific features of the
offshore installations, additional analyses to verify and help design other portions of the
installation structural components will be required. Such additional analyses include those for
the topside deck structural components supporting deck-mounted equipment/machinery and the
installation structure interface with the position mooring and riser systems. Analysis criteria
for interface structures are given in 5B-1-2/7.
5.1.2 Global Strength Analysis
The primary structural components of the hull and topside deck structure, integrated deck and
top column frame are to be analyzed using the loading and environmental conditions
stipulated below. Conditions representative of all modes of operation are to be considered to
determine critical cases. Calculations for critical conditions are to be submitted for review.
The analyses are to be performed using recognized calculation methods and fully documented
and referenced.
Design conditions are to be developed in accordance with Section 3-2-3, Design Conditions
and Section 3-2-4, Environmental Conditions. 5B-1-2/Table 1 below shows the required
environmental events and safety factors to be considered for each design condition in the
global strength analysis:

TABLE 1
Required Environmental Events and Safety Factors (1 July 2009)
Design Conditions Environmental Events Safety Factors
Loadout Calm or specified by designer or Owner 1.67
Ocean Transit (Dry Tow) 10 year return storm for the selected route condition or specified by 1.25
designer or Owner if weather routing plan is to be implemented for the
voyage
Field Transit (Wet Tow) 1 year return storm for the selected route condition or specified by 1.25
designer or Owner
In-place Design Operating 1 year return storm (minimum) 1.67
In-place Design Environmental 100 year return storm 1.25
In-place Damaged 1-year return storm 1.25
5.1.2(a) Critical Responses for Global Strength. The global strength of the installation is to
be designed for withstanding the maximum global effects (noted in these Rules as critical
responses) induced by the loads specified in 5B-1-1/5.1. The critical responses that control
the installation strength design are prying/squeezing loads, deck inertia loads, torsional
moments, and longitudinal shear forces between pontoons. The critical responses that control
the topside deck structure integrated deck and top column frame strength design are the deck
inertia loads. As indicated in 5B-1-2/Table 1, the in-place intact strength is to be designed for
these critical responses with a return period of 100 years in the Design Environmental
Condition (DEC).
The highest wave may not always produce the most critical responses. So that the most
critical responses are captured, a sufficient number of design cases are to be used, considering
the following permutations:
i) Variation in environmental conditions and headings
ii) Variation in variables (deck payloads)
iii) Variation in ballasting distributions
iv) Variation in riser arrangements
5.1.3 Major Joint Analysis Analysis for Main Intersections of Primary Structures
Since it is difficult to adequately capture the details of the main intersections in the global
strength model, local FEM analyses are to be used, as required, to design these areas. These main
intersections include connections of pontoon to pontoon, column to pontoon, and column to
topside deck structure. For twin-pontoon column stabilized installations, special attention
should be given to brace connections to braces, columns, pontoons, and topside deck structure.
5.1.4 Fatigue Analysis
Fatigue analysis is to be performed to verify adequate strength against fatigue failure within
its design life. The fatigue analysis is to consider the loading history of the column-stabilized
installation including transport and in-place conditions. Special attention is to be given to the
major joints mentioned above. Attention is also to be given to the designs of structural
notches, cutouts, brackets, toes, and abrupt changes of structural sections where they are
prone to fatigue damages.
5.1.5 Structural Redundancy Analysis
The hull structural redundancy analysis is required to verify that there is adequate
redistribution of stress in the damaged condition defined in 5B-1-2/Table 1. The damaged
conditions are to consider loss of one compartment buoyancy and loss of one brace for twin-
pontoon column stabilized installations.

For topside deck structure integrated deck and top column frame constructed with open space
trusses, the redundancy analysis is also required for the damaged condition with loss of one
primary member in association with a factor of safety of 1.0.
5.1.6 Acceptance Criteria
5.1.6(a) Material Yielding (1 July 2012). For the hull and topside deck structure ,integrated
deck and top column frame, the yielding criteria based on the safety factors in 5B-1-2/Table 1
are to be used for bar and beam elements. For plate structures the allowable von Mises
equivalent stress is to be 0.7 of the yield strength for the Design Operating and Loadout
Conditions, and 0.9 of the yield strength for the Design Environmental, Transit and Damaged
Conditions.
Note: The yield strength is to be based on the specified minimum yield point or yield stress as defined in
2-1-1/13 of the ABS Rules for Materials and Welding (Part 2) for higher strength material or 72
percent of the specified minimum tensile strength, whichever is the lesser.
5.1.6(b) Buckling and Ultimate Strength. For the hull and topside deck structure ,integrated
deck and top column frame, the criteria specified in ABS Guide for Buckling and Ultimate
Strength Assessment for Offshore Structures are to be used. Alternatively, the criteria specified
in the API Bulletin 2U and 2V and other recognized standards acceptable to ABS can be used.
The safety factors are to be based on 5B-1-2/Table 1 of these Rules.
5.1.6(c) Fatigue (1 July 2012). For the hull, including the main intersections defined in
5B-1-2/5.1.3, the fatigue damages can be calculated using the ABS Offshore S-N curves for
environment in air, in seawater with cathodic protection, and free corrosion, as specified in
Section 3 of the ABS Guide for the Fatigue Assessment of Offshore Structures. The S-N
curves are applicable to thicknesses that do not exceed the reference thickness of 22 mm
(7/8 in.). For members of greater thickness, thickness correction is to be applied with an
exponent of 0.25. Other recognized standards equivalent to ABS requirements are also
acceptable.
The fatigue life is determined by safety factors and the design life of the column-stabilized
installation. Safety factors depend on the inspectability, repairability, redundancy, the ability
to predict failure damage, as well as the consequence of failure of the structure. Minimum
safety factor requirements are listed in 5B-1-2/Table 2.
TABLE 2
Safety Factors for Fatigue Life of Hull, Integrated Deck,
and Column Top Frame (1 July 2009)
Importance Inspectable and Field Repairable
Yes No
Non-critical 3 5
Critical 5 10
Note: Critical implies that failure of these structural items would
result in the rapid loss of structural integrity and produce an
event of unacceptable consequence.
For topside deck structure, ABS Offshore S-N curves and AWS S-N curves can be used.
5B-1-2/Table 3 provides general safety factor requirements for fatigue life.
1526c 2017 DTC PRCs Supplement/Corrigenda

TABLE 3
Safety Factors for Fatigue Life of Topside Deck Structures (1 July 2012)
Importance Inspectable and Field Repairable
Yes No
Non-critical 2 5
Critical 3 10
Note: Critical implies that failure of these structural items would result in the rapid
loss of structural integrity and produce an event of unacceptable consequence.
For existing installations, the remaining fatigue life of the installation is to be assessed and
the supporting calculations are to be submitted for review. Special consideration is to be
given to the effects of corrosion and wastage on the remaining fatigue life of existing
structures.
Any areas determined to be critical to the structure are to be free of cracks, and the effects of
stress risers is to be determined and minimized. Critical areas may require special analysis
and survey.
5.3 Non-Integrated Deck
The design of non-integrated deck is to be based on applicable sections of the ABS Rules for Building
and Classing Offshore Installation Rules, and 5B-2-3/5.3 of these Rules.
Reason:
The proposed Rule Sections clarify the difference between Integrated Deck with Column Top Frame and
Non-integrated Deck. They have different loading conditions and different acceptance criteria. Proposed
changes are consistent with 5B-2-3/5 for TLP.
Section 5.3 is added to address design requirements for non-integrated deck, which doesnt contribute global
strength.

Environment
Safety
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1526d 2017 DTC PRCs Supplement/Corrigenda

PART 3 RULES FOR BUILDING AND CLASSING STEEL VESSELS

SECTION 17 BULWARKS, RAILS, FREEING PORTS, PORTLIGHTS, WINDOWS,
VENTILATORS, TANK VENTS AND OVERFLOWS
Proposed Change:
8 Windows (2018)
8.1 Location
Windows are defined as being rectangular, round, or oval openings with an area exceeding 0.16 m2.
Windows may only be fitted in the following locations:

i) In front, after end bulkheads and side bulkheads of deckhouse and superstructures, in the second
tier and higher above the freeboard deck
ii) In first tier deckhouses that are not considered buoyant in the stability calculations or that do
not protect openings leading below
A window fitted in an external door is to be treated the same as a window in the adjacent bulkhead.
8.3 Deadlight Arrangement
Windows in side bulkheads set inboard from the side shell in the second tier that protect direct access
below to spaces listed in 3-2-17/7.5.1, are to be provided with either hinged inside deadlights or, where
they are accessible, permanently attached external storm covers of approved design and substantial
construction capable of being closed and secured weathertight.
Cabin bulkheads and doors may be accepted in place of deadlights or storm covers in the second tier
and above provided they separate side scuttles and windows from a direct access leading below or to
the second tier considered buoyant in the stability calculations.
8.5 Construction
Window frames are to be metal or other approved material and secured to the adjacent structure.
Window cutouts are to have a suitable radius at all corners and the glazing is to be set into the frames
in an appropriate, flexible seawater and sunlight resistant packing or compound. Special attention is to
be paid to the windows installed in angled deckhouse fronts.
8.7 Window Glazing
The thickness of the thermally toughened monolithic safety glass is to be not less than the greater of
the following:
t = 8 mm (0.37 in.) for front windows

t = 6.5 mm (0.26 in.) for side and end windows
76 2017 DTC PRCs Supplement/Corrigenda

mm in.

where
t = required window thickness, in mm (in.)
l = greater dimension of window panel, in mm (in.)
s = lesser dimension of window panel, in mm (in.)
h = pressure head for windows, in m (ft), given in the 3-2-11/3.5
= 0.985 0.00357(l/s)2 0.729/(l/s) l/s < 5
= 0.75 l/s 5
The above requirements are for thermally toughened monolithic glass, which is to comply with ISO
21005 or an equivalent national standard. Alternatively, glazing with a flexural strength of not less than
160 N/mm2 (23206 psi) approved by recognized standard is also acceptable.
Windows of glazing other than thermally toughened monolithic glass will be specially considered with
regards to design, manufacture, and testing.
Reason:
There is no Rule requirement for windows in SVR. The added window requirement will be helpful for design,
construction, and survey.
3-2-17/9 of OSV Rules 2016

Chapter 9, Section 6, [3] of CSR BC 2012 Edition
Reg.23 of LL 2005 Edition

NA
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Designer

PREPARATION DATE: 16 December 2016
PART 3 HULL CONSTRUCTION AND EQUIPMENT

CHAPTER 5 EQUIPMENT
SECTION 1 ANCHORING, MOORING AND TOWING
Proposed Change:
1 General (2012) (2018)

All vessels are to have a complete equipment of anchors and chains. The letter placed after the
symbols of classification in the Record, thus: A1 , will signify that the equipment of the vessel is in
compliance with the requirements of the Rules, or with requirements corresponding to the service
limitation noted in the vessels classification, which have been specially approved for the particular
service. The mass per anchor of bower anchors, given in 3-5-1/Table 1, is for anchors of equal mass.
The mass of individual anchors may vary 7% plus or minus from the tabular mass, provided that the
combined mass of all anchors is not less than that required for anchors of equal mass. The total length
of chain required to be carried onboard, as given in 3-5-1/Table 1, is to be reasonably divided between
the two bower anchors.
Cables which are intended to form part of the equipment are not to be used as check chains when the
vessel is launched. The inboard ends of the cables of the bower anchors are to be secured by efficient
means (see 3-5-1/13). Two bower anchors and their cables are to be connected and positioned, ready
for use. Where three anchors are given in 3-5-1/Table 1, the third anchor is intended as a spare bower
anchor and is listed for guidance only; it is not required as a condition of classification. Means are to be
provided for stopping each cable as it is paid out, and the windlass should be capable of heaving in
either cable. The length of chain cable required by Table 3-5-1/Table 1 can be equally distributed
between the two bower anchors connected and ready for use. Where the chain is arranged so that one
anchor has a longer length for mooring it is to be verified that the windlass has sufficient capability for
heaving in the longer length of chain. Suitable arrangements are to be provided for securing the anchors
and stowing the cables. See 3-5-1/14.
Equipment Number calculations for unconventional vessels with unique topside arrangements or
operational profiles may be specially considered. Such consideration may include accounting for
additional wind areas of widely separated deckhouses or superstructures in the equipment number
calculations or equipment sizing based on direct calculations. However, in no case may direct
calculations be used to reduce the equipment size to be less than that required by 3-5-1/3.
The strength of supporting hull structures in way of shipboard fittings used for mooring operations and
towing operations as well as supporting hull structures of winches and capstans at the bow, sides, and
stern are to comply with the requirements of 3-2-7/4.
3 Equipment Mass and Size (2012) (2018)

The requirements herein are intended for temporary mooring of a vessel within a harbor or other areas
of sheltered water sheltered area when the vessel is awaiting berth, tide, etc. IACS Recommendation No.
10 Anchoring, Mooring and Towing Equipment may be referred to for recommendations concerning
anchoring equipment for vessels in deep and unsheltered water. The Equipment Number equation is
based on an assumed maximum current speed of 2.5 m/s (8.2 ft/s) current, a maximum wind speed of 25
m/s (49 knots) wind and a minimum scope of 6 through 10, the scope being the ratio of length of chain
paid out to the water depth. For vessels with a Rule length greater than 135 m (443 ft), alternatively the

required anchoring equipment can be considered applicable to a maximum current speed of 1.54 m/s
(4.9 ft/s), a maximum wind speed of 11 m/s (21 knots) and waves with maximum significant height of
2 m (6.6 ft). Anchors and chains are to be in accordance with 3-5-1/Table 1 and the numbers, mass and
sizes of these are to be regulated by the equipment number (EN) obtained from the following equation:
Equipment Number = k2/3 + mBh + nA
where
k = 1.0 (1.0, 1.012)
m = 2 (2, 0.186)
n = 0.1 (0.1, 0.00929)
= molded displacement, as defined in 3-1-1/11.1
B = molded breadth, as defined in 3-1-1/5, in m (ft)
h = effective height, in m (ft), from the Summer Load waterline to the top of the
uppermost house; for the lowest tier, h is to be measured at centerline from the
upper deck or from a notional deck line where there is local discontinuity in the
upper deck, as shown in 3-5-1/Figure 1
a + h1 + h2 + h3 + . . ., as shown in 3-5-1/Figure 1. In the calculation of h, sheer,

camber and trim may be neglected
a = freeboard, in m (ft), from the summer load waterline amidships
h1, h2, h3 = height, in m (ft), on the centerline of each tier of houses having a breadth greater than
B/4
A = profile side-projected area, in m2 (ft2), of the hull, superstructure and houses above
the summer load waterline which are within the Rule length. Superstructures or deck
houses having a breadth at any point no greater than 0.25B may be excluded. Screens
and bulwarks more than 1.5 m (4.9 ft) in height are to be regarded as parts of houses
when calculating h and A. The height of the hatch coamings and that of any deck
cargo, such as containers, may be disregarded when determining h and A. With
regard to determining A, when a bulwark is more than 1.5 m (4.9 ft) high, the area
shown below as A2 should be included in A.
1.5 m (4.9 ft)
A2
F.P.

FIGURE 1
Effective Heights of Deck Houses (2018)
h
3
h
2
h1
A B summer load waterline
B/8
h3
Notional
h2 deck line
h1
Upper deck
summer load waterline
5 Tests
Tests are to be in accordance with the requirements of Part 2, Chapter 2 for the respective sizes of
anchors and chains. See Section 2-2-1 and Section 2-2-2.

7 Anchor Types
Anchors are to be of the stockless type. The mass of the head of a stockless anchor, including pins and
fittings, is not to be less than three-fifths of the total mass of the anchor. Where specifically requested
by the Owners, ABS is prepared to give consideration to the use of special types of anchors and where
these are of proven superior holding ability, consideration may also be given to some reduction in the
mass, up to a maximum of 25% from the mass specified in 3-5-1/Table 1. In such cases, the notation
RW will be made in the Record.
9 Hawsers and Towlines Mooring and Towing Equipment (2018)

9.1 All Vessels (1995)
Except as indicated in 3-5-1/15.7, hawsers, and towlines, and requirements for associated equipment
and arrangements as described in in 3-5-1/9.9 and 3-5-1/9.11 are not required as a condition of
classification. The hawsers and towlines listed in 3-5-1/Table 2 and 3-5-1/Table 3 are intended as a
minimum guide. Where the tabular breaking strength exceeds 490 kN (50,000 kgf, 110,200 lbf), the
breaking strength and the number of individual hawsers given in the Table may be modified, provided
their product is not less than that of the breaking strength and the number of hawsers given in the Table.
For vessels having an A/EN ratio greater than 0.9 for SI or MKS units (9.7 for US units), the number of
hawsers given in 3-5-1/Table 2 is to be increased by the number given below.
A/EN Ratio
Increase
SI Units number of
MKS Units U.S. Units hawsers by
Above 0.9 up to 1.1 above 9.7 up to 11.8 1
above 1.2 above 12.9 3
where
A = defined in 3-5-1/3
EN = determined by the equation in 3-5-1/3
9.3 Mooring Lines
The mooring lines for vessels with Equipment Number EN of less than or equal to 2000 are given in 3-
5-1/9.3.1. For other vessels, the mooring lines are given in 3-5-1/9.3.2.
The Equipment Number EN is to be calculated in compliance with 3-5-1/3. Deck cargo as given by the
loading manual should be included for the determination of side-projected area A.
9.3.1 Mooring Lines for Vessels with EN 2000

The minimum mooring lines for vessels having an Equipment Number EN of less than or equal
to 2000 are given in 3-5-1/Table 2 is intended as a guide.
For vessels having an A/EN ratio greater than 0.9 for SI or MKS units (9.7 for US units), the
number of hawsers given in 3-5-1/Table 2 is to be increased by the number given below.:

A/EN Ratio
Increase
SI Units number of
9.3.2 Mooring lines for Vessels with EN > 2000

The minimum strength and number of mooring lines for vessels with an Equipment Number
EN > 2000 are given in 3-5-1/9.3.2(a) and 3-5-1/9.3.2(b), respectively, and is intended as a
guide. The length of mooring lines is given by 3-5-1/9.3.3.
The strength of mooring lines and the number of head, stern, and breast lines (see Note below
defining head, stern, and breast lines) for vessels with an Equipment Number EN > 2000 are
based on the side-projected area A1. Side projected area A1 should be calculated similar to the
side-projected area A according to 3-5-1/3 but considering the following conditions:
For oil tankers, chemical tankers, bulk carriers, and ore carriers the lightest ballast
draft is to be considered for the calculation of the side-projected area A1. For other
vessels the lightest draft of usual loading conditions is to be considered if the ratio
of the freeboard in the lightest draft and the full load condition is equal to or above
two. Usual loading conditions are loading conditions as given by the trim and
stability booklet that are expected to regularly occur during operation and, in
particular, that exclude light weight conditions, propeller inspection conditions, etc.
Wind shielding of the pier may be considered for the calculation of the side-projected
area A1 unless the vessel is intended to be regularly moored to jetty type piers. A
height of the pier surface of 3 m (4.9 ft) over waterline may be assumed (i.e., the
lower part of the side-projected area with a height of 3 m (4.9 ft) above the waterline)
for the considered loading condition and may be disregarded for the calculation of
the side-projected area A1.
Deck cargo as given by the loading manual is to be included for the determination
of side-projected area A1. Deck cargo may not need to be considered if a usual light
draft condition without cargo on deck generates a larger side-projected area A1 than
the full load condition with cargo on deck. The larger of both side-projected areas is
to be chosen as side-projected area A1.
The mooring lines as given here under are based on a maximum current speed of 1.0 m/s (3.3
ft/s) and the following maximum wind speed vw, in m/s (ft/s):
vw = 25.0 - 0.002 (A1 2000) m/s for passenger vessels, ferries, and car
carriers with 2000 m2 < A1 4000 m2
= 21.0 m/s for passenger vessels, ferries, and car
carriers with A1 > 4000 m2
= 25.0 m/s for other vessels
= 82.0 - 0.00061 (A1 21528) ft/s for passenger vessels, ferries, and car
carriers with 21528 ft2 < A1 43056 ft2
= 68.9 ft/s for passenger vessels, ferries, and car
carriers with A1 > 43056 ft2
= 82.0 ft/s for other vessels

The wind speed is considered representative of a 30 second mean speed from any direction and
at a height of 10 m (32.8 ft) above the ground. The current speed is considered representative
of the maximum current speed acting on bow or stern (10) and at a depth of one-half of the
mean draft. Furthermore, it is considered that vessels are moored to solid piers that provide
shielding against cross current.
Additional loads caused by, e.g., higher wind or current speeds, cross currents, additional wave
loads, or reduced shielding from non-solid piers may need to be particularly considered.
Furthermore, it should be observed that unbeneficial mooring layouts can considerably increase
the loads on single mooring lines.
Note: The following is defined with respect to the purpose of mooring lines, see also figure below:
Breast line: A mooring line that is deployed perpendicular to the vessel, restraining the
vessel in the off-berth direction.
Spring line: A mooring line that is deployed almost parallel to the vessel, restraining the
vessel in the fore or aft direction.
Head/Stern line: A mooring line that is oriented between longitudinal and transverse
direction, restraining the vessel in the off-berth and in fore or aft direction. The amount of
restraint in the fore or aft and off-berth directions depends on the line angle relative to
these directions.
Breast line Breast line
Stern line Spring lines Head line
9.3.2(a) Minimum Breaking Strength. The minimum breaking strength, in kN (kgf, lbf), of the
mooring lines should be taken as:
MBL = 0.1 A1 + 350 kN
MBL = 10.20 A1 + 35690 kgf
MBL = 2.089 A1 + 78680 lbf
The minimum breaking strength may be limited to 1275 kN (130,000 kgf, 286,600 lbf).
However, in this case the moorings are to be considered as not sufficient for environmental
conditions given by 3-5-1/9.3.2. For these vessels, the acceptable wind speed vw*, in m/s, can
be estimated as follows:
where vw is the wind speed as per 3-5-1/9.3.2, MBL* the breaking strength of the
mooring lines intended to be supplied and MBL the breaking strength according to the
above formula. However, the minimum breaking strength should not be taken less than
corresponding to an acceptable wind speed of 21 m/s (68.9ft/s):
2
21
MBL MBL
*
for vw in m/s
vw
2
68.9
MBL* MBL for vw in ft/s
vw

If lines are intended to be supplied for an acceptable wind speed vw* higher than vw as per 3-5-
1/9.3.2, the minimum breaking strength should be taken as:
2
v
MBL* w MBL

vw
9.3.2(b) Number of Mooring Lines. The total number of head, stern, and breast lines (see Note
in 3-5-1/9.3.2) should be taken as:
n = 8.310-4 A1 + 6 for A1 in m2
n = 7.7110-5 A1 + 6 for A1 in ft2
For oil tankers, chemical tankers, bulk carriers, and ore carriers the total number of head, stern,
and breast lines should be taken as:
n = 8.310-4 A1 + 4 for A1 in m2
n = 7.7110-5 A1 + 4 for A1 in ft2
The total number of head, stern, and breast lines should be rounded to the nearest whole number.
The number of head, stern, and breast lines may be increased or decreased in conjunction with
an adjustment to the strength of the lines. The adjusted strength, MBL*, should be taken as:
MBL* = 1.2 MBL n/n* MBL for increased number of lines,
MBL* = MBL n/n* for reduced number of lines.
where n* is the increased or decreased total number of head, stern and breast lines
and n the number of lines for the considered vessel type as calculated by the above
formulas without rounding.
Similarly, the strength of head, stern, and breast lines may be increased or decreased in
conjunction with an adjustment to the number of lines.
The total number of spring lines (see Note in 3-5-1/9.3.2) is not to be taken as less than:
Two lines, where EN < 5000,
Four lines, where EN 5000.
The strength of spring lines is to be the same as that of the head, stern, and breast lines. If the
number of head, stern, and breast lines is increased in conjunction with an adjustment to the
strength of the lines, the number of spring lines is to be likewise increased, but rounded up to
the nearest even number.
9.3.3 Length of Mooring Lines
The length of mooring lines for vessels with EN of less than or equal to 2000 may be taken
from 3-5-1/Table 2. For vessels with EN > 2000 the length of mooring lines may be taken as
200 m.
The lengths of individual mooring lines may be reduced by up to 7% of the above given lengths,
but the total length of mooring lines should not be less than would have resulted had all lines
been of equal length.
9.5 Tow line
The tow lines are given in 3-5-1/Table 3 and are intended as a vessels own tow line of a vessel being
towed by a tug or other vessel. For the selection of the tow line from 3-5-1/Table 3, the Equipment
Number (EN) is to be taken according to 3-5-1/3.

9.7 Mooring and Tow Line Construction
Tow lines and mooring lines may be of wire, natural fiber,or synthetic fiber construction or of a mixture
of wire and fiber. For synthetic fiber ropes it is recommended to use lines with reduced risk of recoil
(snap-back) to mitigate the risk of injuries or fatalities in the case of breaking mooring lines.
Notwithstanding the requirements given in 3-5-1/9.3 and 3-5-1/9.5, no fiber rope is to be less than 20
mm (0.79 in) in diameter. For polyamide ropes, the minimum breaking strength is to be increased by
20% and for other synthetic ropes by 10% to account for strength loss due to, among others, aging and
wear.
9.9 Mooring Winches

9.9.1
Each winch is to be fitted with brakes with a holding capacity sufficient to prevent unreeling
of the mooring line when the rope tension is equal to 80% of the minimum breaking strength
of the rope as fitted on the first layer. The winch is to be fitted with brakes that will allow for
the reliable setting of the brake rendering load.
9.9.2
For powered winches the maximum hauling tension which can be applied to the mooring line
(the reeled first layer) is not be less than 1/4.5 times, nor be more than 1/3 times the rope's
minimum breaking strength. For automatic winches, these figures apply when the winch is set
to the maximum power with automatic control.
9.9.3
For powered winches on automatic control, the rendering tension that the winch can exert on
the mooring line (the reeled first layer) is not to exceed 1.5 times, nor be less than 1.05 times
the hauling tension for that particular power setting of the winch. The winch is to be marked
with the range of rope strength for which it is designed.
9.11 Mooring and Towing Arrangement
9.11.1 Mooring Arrangement
Mooring lines in the same service (e.g. breast lines, see Note in 3-5-1/9.3.2) should be of the
same characteristic in terms of strength and elasticity.
As far as possible, a sufficient number of mooring winches are to be fitted to allow for all
mooring lines to be belayed on winches. This allows for an efficient distribution of the load to
all mooring lines in the same service and for the mooring lines to shed load before they break.
If the mooring arrangement is designed such that mooring lines are partly to be belayed on bitts
or bollards, these lines are considered to be not as effective as the mooring lines belayed on
winches.
Mooring lines are to have a lead as straight as is practicable from the mooring drum to the
fairlead.
At points of change in direction, sufficiently large radii of the contact surface of a rope on a
fitting are to be provided to minimize the wear experienced by mooring lines and as
recommended by the rope manufacturer for the rope type intended to be used.

9.11.2 Towing Arrangement
Towing lines, in general, should be led through a closed chock. The use of open fairleads with
rollers or closed roller fairleads is to be avoided.
For towing purposes, at least one chock is to be provided close to centerline of the vessel
forward and aft. It is also beneficial to provide additional chocks on port and starboard side at
the transom and at the bow.
Towing lines are to have a straight lead from the towing bitt or bollard to the chock.
For the purpose of towing, bitts or bollards serving a chock are to be located slightly offset and
in a distance of at least 2 m (6.6 ft) away from the chock, see figure below:
(6.6 ft) Towing bitt
2m
Offset
Towing chock
As far as practicable, warping drums are to be positioned not more than 20 m (65.6 ft) away
from the chock, measured along the path of the line.
Attention is to be given to the arrangement of the equipment for towing and mooring operations
in order to prevent interference of mooring and towing lines as far as practicable. It is beneficial
to provide dedicated towing arrangements separate from the mooring equipment.
For emergency towing arrangements for tankers reference is be made to 3-5-1/15.9. For all
vessels other than tankers it is recommended to provide towing arrangements fore and aft of
sufficient strength for other towing service as defined in 3-2-7/4.3.2.
11 Windlass Support Structure and Cable Stopper

11.1 General (2004)
Construction and installation of all windlasses used for anchoring are to be carried out in accordance
with 4-1-1/5 and Section 4-5-1. Where fitted, an independent cable stopper and its components are to be
adequate for the load imposed. The arrangements and details of the cable stopper are to be submitted for
review.
The windlass supporting structures are to meet the requirements in 3-5-1/11.3. Where the mooring
winch is integral with the windlass, it is to be considered as a part of the windlass for the purpose of said
paragraph.
11.3 Support Structure (2004)
The windlass is to be bolted down to a substantial foundation, which is to meet the following load cases
and associated criteria.
11.3.1 Operating Loads
11.3.1(a) Load on Windlass Support Structure (2006). The following load is to be applied in
the direction of the chain.
With cable stopper not attached to windlass: 45% of B.S.
With cable stopper attached to windlass: 80% of B.S.
Without cable stopper: 80% of B.S.

B.S. = minimum breaking strength of the chain, as indicated in 2-2-2/Tables 2
and 3 of the Rules for Materials and Welding (Part 2).
11.3.1(b) Load on Cable Stopper and Support Structure (2006). A load of 80% of B.S. is to
be applied in the direction of the chain.
11.3.1(c) Allowable Stress (20062018). The stresses, based on gross thickness, in the
structures supporting the windlass and cable stopper are not to exceed the yield pointfollowing
values:.
Normal stress 100% of the yield strength of the material
Shear stress 60% of the yield strength of the material
11.3.2 Sea Loads (2014)
Where the height of the exposed deck in way of the item is less than 0.1L or 22 m above the
summer load waterline, whichever is the lesser, the windlass supporting structures located on
the exposed fore deck within the forward 0.25L are to meet the following requirements. Where
the mooring winch is integral with the windlass, it is to be considered as a part of the windlass
for the purpose of said paragraph.
11.3.2(a) Pressures. The following pressures and associated areas are to be applied (see
3-5-1/Figure 2):
- 200 kN/m2 (20.4 tf/m2, 4178 lbf/ft2) normal to the shaft axis and away from the forward
perpendicular, over the projected area in this direction,
- 150 kN/m2 (15.3 tf/m2, 3133 lbf/ft2) parallel to the shaft axis and acting both inboard
and outboard separately, over the multiple of f times the projected area in this direction,
where f is defined as:
f = 1 + B/H, but need not be taken as greater than 2.5
B = width of windlass measured parallel to the shaft axis
H = overall height of windlass.
11.3.2(b) Forces. Forces in the bolts, chocks and stoppers securing the windlass to the deck
are to be calculated. The windlass is supported by N groups of bolts, each containing one or more
bolts, see 3-5-1/Figure 2.
i) Axial Forces. The aggregate axial force Ri in respective group of bolts (or bolt) i,
positive in tension, may be calculated from the following equations:
Rxi = Px hxi Ai/Ix
Ryi = Py hyi Ai/Iy
and
Ri = Rxi + Ryi Rsi
where
Px = force, kN (tf, lbf), acting normal to the shaft axis
Py = force, kN (tf, lbf), acting parallel to the shaft axis, either
inboard or outboard, whichever gives the greater force in bolt
group i
h = shaft height above the windlass mounting, cm (in.)
xi , y i = x and y coordinates of bolt group i from the centroid of all N
bolt groups, positive in the direction opposite to that of the

applied
force, cm (in.)
Ai = cross-sectional area of all bolts in group i, cm2 (in2)
Ix = Ai xi2 for N bolt groups
Iy = Ai yi2 for N bolt groups

Rsi = static reaction at bolt group i, due to weight of windlass.
ii) Shear forces. Aggregated shear forces, Fxi, Fyi, applied to the respective bolt group, i,
of bolts, and the resultant combined force, Fi, may be calculated from:
Fxi = (Px gM)/N
Fyi = (Py gM)/N

and
2
Fi = ( F xi2 + Fyi )0.5
where:
= coefficient of friction (0.5)
M = mass of windlass, in tonnes (Ltons)
g = gravity: 9.81 m/sec2 (32.2 ft/sec2)
N = number of groups of bolts
The axial tensile/compressive and lateral forces from the above equations are also to
be considered in the design of the supporting structure.
11.3.2(c) Stresses in Bolts. Tensile axial stresses in the individual bolts in each group of bolts
i are to be calculated. The horizontal forces, Fxi and Fyi, are normally to be reacted by shear
chocks. Where fitted bolts are designed to support these shear forces in one or both directions,
the von Mises equivalent stresses in the individual fitted bolts are to be calculated and
compared to the stress under proof load. Where pourable resins are incorporated in the holding
down arrangements, due account is to be taken in the calculations.
11.3.2(d) Allowable Stress (2018)
i) Bolts. The safety factor against bolt proof strength is to be not less than 2.0.
ii) Supporting Structures. The stresses, based on gross thickness, in the above deck
framing and the hull structure supporting the windlass and chain stopper are not to
exceed the following values.
Bending Stress Normal stress 85 100% of the yield strength of the material
Shearing Stress Shear stress 60% of the yield strength of the material
11.5 Trial
See 3-7-2/1.

FIGURE 2
Direction of Forces and Weight (2004)
Py Px
h
W
Fore
Centerline of Vessel Py
Centerline of B
Windlass
Note: Px
Py to be examined from both inboard and outboard
directions separately - see 3-5-1/11.3.2(a). The
sign convention for yi is reversed when Py is from
the opposite direction as shown.
FIGURE 3
Sign Convention (2004)
Px Coordinates xi and yi are shown as either

positive (+ve) or negative (-ve).
Centerline of
Windlass
Py
x3 (-ve)
y3 (+ve)
x4 (-ve)
x2 (+ve) x1 (+ve)
Centroid of Bolt Groups
y4 (+ve)
y2 (+ve)
y1 (+ve)

13 12 Hawse Pipes
Hawse pipes are to be of ample size and strength. They are to have full rounded flanges and the least
possible lead, in order to minimize the nip on the cables. They are to be securely attached to thick
doubling or insert plates by continuous welds the size of which are to be in accordance with Section 3-
2-19 for the plating thickness and type of joint selected. When in position, they are to be thoroughly
tested for watertightness by means of a hose in which the water pressure is not to be less than 2.06 bar
(2.1 kgf/cm2, 30 psi). Hawse pipes for stockless anchors are to provide ample clearances. The anchors
are to be shipped and unshipped so that the Surveyor may be satisfied that there is no risk of the anchor
jamming in the hawse pipe. Care is to be taken to ensure a fair lead for the chain from the windlass to
the hawse pipes and to the chain pipes.
13 Securing of the Inboard Ends of Chain Cables (2018)

Arrangements are to be provided for securing the inboard ends of the bower anchor chain cables. The
chain cables are to be secured to structures by a fastening able to withstand a force not less than 15%
nor more than 30% of the breaking load of the chain cable. The fastening is to be provided with a mean
suitable to permit, in case of emergency, an easy slipping of the chain cables to sea, operable from an
accessible position outside the chain locker.
14 Securing of Stowed Anchors (2018)

Arrangements are to be provided for securing the anchors and stowing the cables. To hold the anchor
tight in against the hull or the anchor pocket, respectively, anchor lashings (e.g., a devils claw) are
to be fitted. Anchor lashings are to be designed to resist a load at least corresponding to twice the anchor
mass plus 10 m (32.8 ft) of cable without exceeding 40% of the yield strength of the material.
15 Bollard, Fairlead and Chocks (2007)

15.1 General (2018)
The arrangements and details of deck shipboard fittings used for mooring operations and/or towing
operations at bow, sides and stern are to comply with the requirements of this section. The requirements
for the supporting structures of these deck fittings are specified in 3-2-7/4.
15.3 Deck Shipboard Fittings (1 July 2015) (2018)
The size of deck shipboard fittings is to be in accordance with recognized standards (e.g., ISO 13795 Ships
and marine technology Ships mooring and towing fittings Welded steel bollards for sea-going
vessels). or comply with the requirements given in 3-5-1/15.3.1 and 3-5-1/15.3.2. For shipboard fittings
not in accordance with recognized standard the corrosion addition, tc, and the wear allowance, tw, given
in 3-2-7/4.7, respectively, are to be considered. The design load used to assess deck shipboard fittings and
their attachments to the hull are to be in accordance with the requirements as specified in 3-2-7/4.
15.3.1 Mooring Operations
Shipboard fittings may be selected from a recognized national or international standard. The
Safe Working Load (SWL) is to be suitable for mooring lines with a minimum breaking
strength that is not less than that according to 3-5-1/Table 2 (see Notes in 3-2-7/4.3.1).
Mooring bitts (double bollards) are to be chosen for the mooring line attached in figure-of-eight
fashion if the industry standard distinguishes between different methods to attach the line, i.e.
figure-of-eight or eye splice attachment.
When the shipboard fitting is not selected from an accepted industry standard, the strength of
the fitting and of its attachment to the vessel is to be in accordance with requirements related
to mooring in 3-2-7/4.3 and 3-2-7/4.5. Mooring bitts (double bollards) are required to resist the
loads caused by the mooring line attached in figure-of-eight fashion, see Note. For strength

assessment beam theory or finite element analysis using net scantlings is to be applied, as
appropriate. Corrosion additions are to be as defined in 3-2-7/4.7.2. A wear down allowance is
to be included as defined in 3-2-7/4.7.3. Consideration may be given to accepting load tests as
alternative to strength assessment by calculations.
Note:
With the line attached to a mooring bitt in the usual way (figure-of-eight fashion), either of the two
posts of the mooring bitt can be subjected to a force twice as large as that acting on the mooring line.
Disregarding this effect, depending on the applied industry standard and fitting size, overload may
occur.
15.3.2 Towing Operations
Shipboard fittings may be selected from a recognized industry standard and are to be at least
based on the following loads:
i) For normal towing operations, the intended maximum towing load (e.g., static bollard
pull) as indicated on the towing and mooring arrangements plan,
ii) For other towing service, the minimum breaking strength of the tow line according to
3-5-1/Table 3 (see Notes in 3-2-7/4.3.2(b)),
iii) For fittings intended to be used for, both, normal and other towing operations, the
greater of the loads according to i) and ii).
Towing bitts (double bollards) may be chosen for the towing line attached with eye splice if the
industry standard distinguishes between different methods to attach the line, i.e. figure-of-eight
or eye splice attachment.
to towing in 3-2-7/4.3 and 3-2-7/4.5. Towing bitts (double bollards) are required to resist the
loads caused by the towing line attached with eye splice. For strength assessment beam theory
or finite element analysis using net scantlings is to be applied, as appropriate. Corrosion
additions are to be as defined in 3-2-7/4.7.2. A wear down allowance is to be included as defined
in 3-2-7/4.7.3. Consideration may be given to accepting load tests as alternative to strength
assessment by calculations.
15.5 Safe Working Load (SWL) and Towing Load (TOW) (2018)
The requirements on SWL apply for a single post basis (no more than one turn of one cable).
15.5.1 Mooring Operations (2018)
The SWL is not to exceed 80% of the design load per 3-2-7/4.3.1.
i) The Safe Working Load (SWL) is the load limit for mooring purpose.
ii) Unless a greater SWL is requested by the applicant according to 3-2-7/4.3.3, the SWL
is not to exceed the minimum breaking strength of the mooring line according to 3-5-
1/Table 2, see Notes in 3-2-7/4.3.1.
iii) The SWL, in tonnes, of each shipboard fitting is to be marked (by weld bead or
equivalent) on the fittings used for mooring. For fittings intended to be used for both,
mooring and towing, TOW, in tonnes, according to 3-5-1/15.5.2 is to be marked in
addition to SWL.
iv) The above requirements on SWL apply for the use with no more than one mooring
line.
v) The towing and mooring arrangements plan mentioned in 3-5-1/15.7 is to define the
method of use of mooring lines.

15.5.2 Towing Operations (2018)
The SWL used for normal towing operations (e.g., harbor/maneuvering) is not to exceed 80%
of the design load per 3-2-7/4.3.2(a) and the SWL used for other towing operations (e.g., escort)
is not to exceed the design load per 3-2-7/4.3.2(b). For deck fittings used for both normal and
other towing operations, the design load of 3-2-7/4.3.2 is to be used.
i) The Safe Towing Load (TOW) is the load limit for towing purpose.
ii) TOW used for normal towing operations is not to exceed 80% of the design load per
3-2-7/4.3.2(a).
iii) TOW used for other towing operations is not to exceed 80% of the design load
according to 3-2-7/4.3.2(b).
iv) For fittings used for both normal and other towing operations, the greater of the safe
towing loads according to ii) and iii) is to be used.
v) For fittings intended to be used for both towing and mooring, the requirements in 3-2-
7/4 and 3-5-1/15 applicable to mooring are to be applied relative to mooring
operations.
vi) TOW, in tonnes, of each shipboard fitting is to be marked (by weld bead or equivalent)
on the fittings used for towing. For fittings intended to be used for both towing and
mooring, SWL, in tonnes, according to 3-5-1/15.5.1 is to be marked in addition to
TOW.
vii) The above requirements on TOW apply for the use with no more than one line. If not
otherwise chosen, for towing bitts (double bollards) TOW is the load limit for a towing
line attached with eye-splice.
viii) The towing and mooring arrangements plan mentioned in 3-5-1/15.7 is to define the
method of use of towing lines.
15.5.3 Marking and Plan (2018)
15.5.3(a) Marking. The SWL of each deck shipboard fitting is to be marked (by weld bead or
equivalent) on the deck fittings used for towing/mooring.
15.5.3(b) Plan. The towing and mooring arrangements plan mentioned in 3-5-1/15.7 is to
define the method of use of mooring lines and/or towing lines.
15.7 Towing and Mooring Arrangements Plan (2018)
The SWL and TOW for the intended use for each deck shipboard fitting is to be noted in the towing and
mooring arrangements plan available on board for the guidance of the Master.
Information provided on the plan is to include in respect of each deck shipboard fitting:
Location on the ship vessel;
Fitting type;
SWL and TOW;
Purpose (mooring/harbor towing/escort other towing); and
Manner of applying towing or mooring line load including limiting fleet angles.
Note: Where the arrangements and details of deck fittings and their supporting structures are designed based on the
mooring arrangements as permitted in Note 2 of 3-2-7/4.3.1(a), the arrangement of mooring lines showing
number of lines together with the breaking strength of each mooring line are to be clearly indicated on the plan.
This The above information is to be incorporated into the pilot card in order to provide the pilot proper
information on harbor/escorting other towing operations.

In addition, the towing and mooring arrangement plan is to include the following general information:
the arrangement of mooring lines showing number of lines (N);
the minimum breaking strength of each mooring line (MBL);
the acceptable environmental conditions as given in 3-5-1/9.2.2 for the recommended minimum
breaking strength of mooring lines for vessels with Equipment Number EN > 2000:
- 30 second mean wind speed from any direction (vW or vW* according to 3-5-1/9.2.2).
- Maximum current speed acting on bow or stern (10).
15.9 Emergency Towing Arrangements (1 January 1996)

Tankers of 20,000 tonnes deadweight and above, including oil tankers, chemical tankers and gas carriers,
are to be fitted with an emergency towing arrangement at both ends complying with Maritime Safety
Committee Resolution MSC 35(63). Written approval by the flag Administration of the emergency
towing arrangements will be accepted as evidence of compliance with this paragraph.

TABLE 1
Equipment for Self-propelled Ocean-going Vessels (2018)
SI, MKS Units
Stockless Bower Anchors Chain Cable Stud Link Bower Chain
Diameter
Normal- High- Extra High-
Mass per Strength Steel Strength Steel Strength Steel
Equipment Equipment Anchor, Length, (Grade 1), (Grade 2), (Grade 3),
Numeral Number* Number kg m mm mm mm
U6 150 2 480 275 22 19
U7 175 2 570 302.5 24 20.5
U8 205 32 660 302.5 26 22 20.5
U9 240 32 780 330 28 24 22
U10 280 32 900 357.5 30 26 24
U11 320 32 1020 357.5 32 28 24

U12 360 32 1140 385 34 30 26
U13 400 32 1290 385 36 32 28
U14 450 32 1440 412.5 38 34 30
U15 500 32 1590 412.5 40 34 30
U16 550 32 1740 440 42 36 32

U17 600 32 1920 440 44 38 34
U18 660 32 2100 440 46 40 36
U19 720 32 2280 467.5 48 42 36
U20 780 32 2460 467.5 50 44 38
U21 840 32 2640 467.5 52 46 40

U22 910 32 2850 495 54 48 42
U23 980 32 3060 495 56 50 44
U24 1060 32 3300 495 58 50 46
U25 1140 32 3540 522.5 60 52 46
U26 1220 32 3780 522.5 62 54 48

U27 1300 32 4050 522.5 64 56 50
U28 1390 32 4320 550 66 58 50
U29 1480 32 4590 550 68 60 52
U30 1570 32 4890 550 70 62 54
U31 1670 32 5250 577.5 73 64 56

U32 1790 32 5610 577.5 76 66 58
U33 1930 32 6000 577.5 78 68 60
U34 2080 32 6450 605 81 70 62
U35 2230 32 6900 605 84 73 64
U36 2380 32 7350 605 87 76 66

U37 2530 32 7800 632.5 90 78 68
U38 2700 32 8300 632.5 92 81 70
U39 2870 32 8700 632.5 95 84 73
U40 3040 32 9300 660 97 84 76

TABLE 1 (continued)
Equipment for Self-propelled Ocean-going Vessels (2012) (2018)
SI, MKS Units
Diameter
U41 3210 32 9900 660 100 87 78
U42 3400 32 10500 660 102 90 78
U43 3600 32 11100 687.5 105 92 81
U44 3800 32 11700 687.5 107 95 84
U45 4000 32 12300 687.5 111 97 87
U46 4200 32 12900 715 114 100 87

U47 4400 32 13500 715 117 102 90
U48 4600 32 14100 715 120 105 92
U49 4800 32 14700 742.5 122 107 95
U50 5000 32 15400 742.5 124 111 97
U51 5200 32 16100 742.5 127 111 97

U52 5500 32 16900 742.5 130 114 100
U53 5800 32 17800 742.5 132 117 102
U54 6100 32 18800 742.5 120 107
U55 6500 32 20000 770 124 111
U56 6900 32 21500 770 127 114

U57 7400 32 23000 770 132 117
U58 7900 32 24500 770 137 122
U59 8400 32 26000 770 142 127
U60 8900 32 27500 770 147 132
U61 9400 32 29000 770 152 132
U62 10000 32 31000 770 137

U63 10700 32 33000 770 142
U64 11500 32 35500 770 147
U65 12400 32 38500 770 152
U66 13400 32 42000 770 157
U67 14600 32 46000 770 162
* For intermediate values of equipment number, use equipment complement in sizes and weights given for the lower equipment
number in the table.

TABLE 1
US Units
Diameter
Numeral Number* Number pounds fathoms inches inches inches
U6 150 2 1060 150 7/8 3/4
U7 175 2 1255 165 15/16 13/16
U8 205 32 1455 165 1 7/8 13/16
U9 240 32 1720 180 1 1/8 15/16 7/8
U10 280 32 1985 195 1 /16

3 1 15 /16
U11 320 32 2250 195 1 1/4 1 1/8 15/16
U12 360 32 2510 210 1 5/16 1 3/16 1

U13 400 32 2840 210 1 7/16 1 1/4 1 1/8
U14 450 32 3170 225 1 1/2 1 5/16 1 3/16
U15 500 32 3500 225 1 9/16 1 5/16 1 3/16
U16 550 32 3830 240 1 5/8 1 7/16 1 1/4

U17 600 32 4230 240 1 3/4 1 1/2 1 5/16
U18 660 32 4630 240 1 13/16 1 9/16 1 7/16
U19 720 32 5020 255 1 7/8 1 5/8 1 7/16
U20 780 32 5420 255 2 1 3/4 1 1/2
U21 840 32 5820 255 2 1/16 1 13/16 1 9/16

U22 910 32 6280 270 2 1/8 1 7/8 1 5/8
U23 980 32 6740 270 2 3/16 1 15/16 1 3/4
U24 1060 32 7270 270 2 5/16 2 1 13/16
U25 1140 32 7800 285 2 3/8 2 1/16 1 13/16
U26 1220 32 8330 285 2 7/16 2 1/8 1 7/8

U27 1300 32 8930 285 2 1/2 2 3/16 2
U28 1390 32 9520 300 2 5/8 2 5/16 2
U29 1480 32 10120 300 2 11/16 2 3/8 2 1/16
U30 1570 32 10800 300 2 3/4 2 7/16 2 1/8
U31 1670 32 11600 315 2 7/8 2 1/2 2 3/16

U32 1790 32 12400 315 3 2 5/8 2 5/16
U33 1930 32 13200 315 3 1/16 2 11/16 2 3/8
U34 2080 32 14200 330 3 3/16 2 3/4 2 7/16
U35 2230 32 15200 330 3 5/16 2 7/8 2 1/2
U36 2380 32 16200 330 3 7/16 3 2 5/8

U37 2530 32 17200 345 3 9/16 3 1/16 2 11/16
U38 2700 32 18300 345 3 5/8 3 3/16 2 3/4
U39 2870 32 19200 345 3 3/4 3 5/16 2 7/8
U40 3040 32 20500 360 3 7/8 3 5/16 3

TABLE 1 (continued)
US Units
Diameter
U41 3210 32 21800 360 3 15/16 3 7/16 3 1/16
U42 3400 32 23100 360 4 3 9/16 3 1/16
U43 3600 32 24500 375 4 1/8 3 5/8 3 3/16
U44 3800 32 25800 375 4 1/4 3 3/4 3 5/16
U45 4000 32 27100 375 4 /8
3 3 /8
7 3 7/16
U46 4200 32 28400 390 4 1/2 3 15/16 3 7/16

U47 4400 32 29800 390 4 5/8 4 3 9/16
U48 4600 32 31100 390 4 3/4 4 1/8 3 5/8
U49 4800 32 32400 405 4 3/4 4 1/4 3 3/4
U50 5000 32 33900 405 4 7/8 4 3/8 3 7/8
U51 5200 32 35500 405 5 4 3/8 3 7/8

U52 5500 32 37200 405 5 1/8 4 1/2 3 15/16
U53 5800 32 39200 405 5 1/8 4 5/8 4
U54 6100 32 41400 405 4 3/4 4 1/4
U55 6500 32 44000 420 4 7/8 4 3/8
U56 6900 32 47400 420 5 4 1/2

U57 7400 32 50700 420 5 1/8 4 5/8
U58 7900 32 54000 420 5 3/8 4 3/4
U59 8400 32 57300 420 5 5/8 5
U60 8900 32 60600 420 5 3/4 5 1/8
U61 9400 32 63900 420 6 5 1/8
U62 10000 32 68000 420 5 3/8

U63 10700 32 72500 420 5 5/8
U64 11500 32 78000 420 5 3/4
U65 12400 32 85000 420 6
U66 13400 32 92500 420 6 1/8
U67 14600 32 101500 420 6 3/8

TABLE 2
Towline and Hawsers for Self-propelled Ocean-going Vessels
SI & MKS Units
Towline Wire or Rope Hawsers
Breaking Strength, Length Breaking Strength,
Equipment Equipment of Each,
Numeral Number* Length, m KN kgf Number m kN kgf
U6 150 180 98.0 10000 3 120 54.0 5500
U7 175 180 112.0 11400 3 120 59.0 6000
U8 205 180 129.0 13200 4 120 64.0 6500
U9 240 180 150.0 15300 4 120 69.0 7000
U10 280 180 174.0 17700 4 140 74.0 7500
U11 320 180 207.0 21100 4 140 78.0 8000

U12 360 180 224.0 22800 4 140 88.0 9000
U13 400 180 250.0 25500 4 140 98.0 10000
U14 450 180 277.0 28200 4 140 108.0 11000
U15 500 190 306.0 31200 4 160 123.0 12500
U16 550 190 338.0 34500 4 160 132.0 13500

U17 600 190 370.0 37800 4 160 147.0 15000
U18 660 190 406.0 41400 4 160 157.0 16000
U19 720 190 441.0 45000 4 170 172.0 17500
U20 780 190 479.0 48900 4 170 186.0 19000
U21 840 190 518.0 52800 4 170 201.0 20500

U22 910 190 559.0 57000 4 170 216.0 22000
U23 980 200 603.0 61500 4 180 230.0 23500
U24 1060 200 647.0 66000 4 180 250.0 25500
U25 1140 200 691.0 70500 4 180 270.0 27500
U26 1220 200 738.0 75300 4 180 284.0 29000

U27 1300 200 786.0 80100 4 180 309.0 31500
U28 1390 200 836.0 85200 4 180 324.0 33000
U29 1480 220 888.0 90600 5 190 324.0 33000
U30 1570 220 941.0 96000 5 190 333.0 34000
U31 1670 220 1024.0 104400 5 190 353.0 36000

U32 1790 220 1109.0 113100 5 190 378.0 38500
U33 1930 220 1168.0 119100 5 190 402.0 41000
U34 2080 240 1259.0 128400 5 200 422.0 43000
U35 2230 240 1356.0 138300 5 200 451.0 46000
U36 2380 240 1453.0 148200 5 200 480.0 49000

U37 2530 260 1471.0 150000 6 200 480.0 49000
U38 2700 260 1471.0 150000 6 200 490.0 50000
U39 2870 260 1471.0 150000 6 200 500.0 51000
U40 3040 280 1471.0 150000 6 200 520.0 53000

TABLE 2 (continued)
SI & MKS Units
U41 3210 280 1471.0 150000 6 200 554.0 56500
U42 3400 280 1471.0 150000 6 200 588.0 60000
U43 3600 300 1471.0 150000 6 200 618.0 63000
U44 3800 300 1471.0 150000 6 200 647.0 66000
U45 4000 300 1471.0 150000 7 200 647.0 66000
U46 4200 300 1471.0 150000 7 200 657.0 67000

U47 4400 300 1471.0 150000 7 200 667.0 68000
U48 4600 300 1471.0 150000 7 200 677.0 69000
U49 4800 300 1471.0 150000 7 200 686.0 70000
U50 5000 300 1471.0 150000 8 200 686.0 70000
U51 5200 300 1471.0 150000 8 200 696.0 71000
U52 5500 300 1471.0 150000 8 200 706.0 72000
U53 5800 300 1471.0 150000 9 200 706.0 72000
U54 6100 300 1471.0 150000 9 200 716.0 73000
U55 6500 300 1471.0 150000 9 200 726.0 74000
U56 6900 300 1471.0 150000 10 200 726.0 74000

U57 7400 300 1471.0 150000 11 200 726.0 74000
U58 7900 11 200 736.0 75000
U59 8400 12 200 736.0 75000
U60 8900 13 200 736.0 75000
U61 9400 14 200 736.0 75000
U62 10000 15 200 736.0 75000

U63 10700 16 200 736.0 75000
U64 11500 17 200 736.0 75000
U65 12400 18 200 736.0 75000
U66 13400 19 200 736.0 75000
U67 14600 21 200 736.0 75000

TABLE 2
US Units
Breaking Length of Breaking
Equipment Equipment Length, Strength, Each Strength,
Numeral Number* Fathoms Pounds Number Fathoms Pounds
U6 150 98 22000 3 66 12100
U7 175 98 25100 3 66 13200
U8 205 98 29100 4 66 14300
U9 240 98 33700 4 66 15400
U10 280 98 39000 4 77 16500
U11 320 98 46500 4 77 17600

U12 360 98 50300 4 77 19800
U13 400 98 56200 4 77 22000
U14 450 98 62200 4 77 24200
U15 500 104 68800 4 88 27600
U16 550 104 76000 4 88 29800

U17 600 104 83300 4 88 33100
U18 660 104 91200 4 88 35300
U19 720 104 99200 4 93 38600
U20 780 104 107800 4 93 41900
U21 840 104 116400 4 93 45200

U22 910 104 125600 4 93 48500
U23 980 109 135500 4 98 51800
U24 1060 109 145500 4 98 56200
U25 1140 109 155400 4 98 60600
U26 1220 109 166000 4 98 63900

U27 1300 109 176500 4 98 69400
U28 1390 109 187800 4 98 72800
U29 1480 120 199700 5 104 72800
U30 1570 120 211500 5 104 75000
U31 1670 120 230000 5 104 79400

U32 1790 120 249500 5 104 84900
U33 1930 120 262500 5 104 90400
U34 2080 131 283000 5 109 94800
U35 2230 131 305000 5 109 101400
U36 2380 131 326500 5 109 108000

U37 2530 142 330500 6 109 108000
U38 2700 142 330500 6 109 110200
U39 2870 142 330500 6 109 112400
U40 3040 153 330500 6 109 116800

TABLE 2 (continued)
US Units
U41 3210 153 330500 6 109 124600
U42 3400 153 330500 6 109 132300
U43 3600 164 330500 6 109 138900
U44 3800 164 330500 6 109 145500
U45 4000 164 330500 7 109 145500
U46 4200 164 330500 7 109 147700

U47 4400 164 330500 7 109 149900
U48 4600 164 330500 7 109 152100
U49 4800 164 330500 7 109 154300
U50 5000 164 330500 8 109 154300
U51 5200 164 330500 8 109 156500

U52 5500 164 330500 8 109 158700
U53 5800 164 330500 9 109 158700
U54 6100 164 330500 9 109 160900
U55 6500 164 330500 9 109 163100
U56 6900 164 330500 10 109 163100

U57 7400 164 330500 11 109 163100
U58 7900 11 109 165300
U59 8400 12 109 165300
U60 8900 13 109 165300
U61 9400 14 109 165300
U62 10000 15 109 165300

U63 10700 16 109 165300
U64 11500 17 109 165300
U65 12400 18 109 165300
U66 13400 19 109 165300
U67 14600 21 109 165300

TABLE 2
Mooring Lines for Self-propelled Ocean-going Vessels with EN 2000 (2018)
EQUIPMENT NUMBER MOORING LINES

Exceeding Not Number Minimum length of Minimum breaking
exceeding each line * strength
(m) (fathoms) (kN) (kgf) (lbf)
50 70 3 80 44 37 3750 8300
70 90 3 100 55 40 4000 9000
90 110 3 110 60 42 4500 9400
110 130 3 110 60 48 5000 10800
130 150 3 120 66 53 5400 11900
150 175 3 120 66 59 6000 13300
175 205 3 120 66 64 6500 14400
205 240 4 120 66 69 7000 15500
240 280 4 120 66 75 7500 16900
280 320 4 140 77 80 8000 18000
320 360 4 140 77 85 8500 19100
360 400 4 140 77 96 9500 21600
400 450 4 140 77 107 11000 24100
450 500 4 140 77 117 12000 26300
500 550 4 160 87 134 13500 30100
550 600 4 160 87 143 14500 32100
600 660 4 160 87 160 16500 36000
660 720 4 160 87 171 17500 38400
720 780 4 170 93 187 19000 42000
780 840 4 170 93 202 20500 45400
840 910 4 170 93 218 22000 49000
910 980 4 170 93 235 24000 52800
980 1060 4 180 98 250 25500 56200
1060 1140 4 180 98 272 27500 61100
1140 1220 4 180 98 293 30000 65900
1220 1300 4 180 98 309 31500 69500
1300 1390 4 180 98 336 34500 75500
1390 1480 4 180 98 352 36000 79100
1480 1570 5 190 98 352 36000 79100
1570 1670 5 190 104 362 37000 81400
1670 1790 5 190 104 384 39000 86300
1790 1930 5 190 104 411 42000 92400
1930 2000 5 190 104 437 44500 98200
* 3-5-1/9.2.3 is to be observed

TABLE 3
Tow Lines for Self-propelled Ocean-going Vessels (2018)
EQUIPMENT NUMBER TOW LINE

Exceeding Not exceeding Minimum length Minimum breaking
strength
(m) (ft) (kN) (kgf) (lbf)
50 70 180 98 98 10000 22000
70 90 180 98 98 10000 22000
90 110 180 98 98 10000 22000
110 130 180 98 98 10000 22000
130 150 180 98 98 10000 22000
150 175 180 98 98 10000 22000
175 205 180 98 112 11400 25100
205 240 180 98 129 13200 29100
240 280 180 98 150 15300 33700
280 320 180 98 174 17700 39000
320 360 180 98 207 21100 46500
360 400 180 98 224 22800 50300
400 450 180 98 250 25500 56200
450 500 180 98 277 28200 62200
500 550 190 104 306 31200 68800
550 600 190 104 338 34500 76000
600 660 190 104 370 37800 83300
660 720 190 104 406 41400 91200
720 780 190 104 441 45000 99200
780 840 190 104 479 48900 107800
840 910 190 104 518 52800 116400
910 980 190 104 559 57000 125600
980 1060 200 109 603 61500 135500
1060 1140 200 109 647 66000 145500
1140 1220 200 109 691 70500 155400
1220 1300 200 109 738 75300 166000
1300 1390 200 109 786 80100 176500
1390 1480 200 109 836 85200 187800
1480 1570 220 120 888 90600 199700
1570 1670 220 120 941 96000 211500
1670 1790 220 120 1024 104400 230000
1790 1930 220 120 1109 113100 249500
1930 2080 220 120 1168 119100 262500
2080 2230 240 131 1259 128400 283000
2230 2380 240 131 1356 138300 305000
2380 2530 240 131 1453 148200 326500
2530 2700 260 142 1471 150000 330500
2700 2870 260 142 1471 150000 330500
2870 3040 260 142 1471 150000 330500
3040 3210 280 153 1471 150000 330500
3210 3400 280 153 1471 150000 330500
3400 3600 280 153 1471 150000 330500
3600 - 300 164 1471 150000 330500

Reason:
Due to concerns raised by the industry in view of an increasing number of incidents, such as anchor losses,
IACS decided to review and update UR A1 Anchoring Equipment and Recommendation No. 10
Anchoring, Mooring, and Towing Equipment. Operational practices being adopted by many owners, in
particular, anchoring in unsheltered waters, have been considered for the review of the existing criteria for
anchoring to reflect current practice.
Furthermore, due to recurrent incidents during mooring and towing, IACS also decided to review and update
Recommendation No. 10 and Unified Requirement A2 Shipboard fittings and supporting hull structures
associated with towing and mooring on conventional ships. Extensive investigations indicated that the
minimum recommended number and strength of mooring lines, in particular, for larger vessels is insufficient.
IACS UR A1 Rev.6, Oct 2016, Corr.1, Dec 2016 Anchoring Equipment

IACS UR A2 Rev.4, Oct 2016 Shipboard fittings and supporting hull structures associated with towing and
mooring on conventional ships
IACS Recommendation 10, Rev.3, Oct 2016, Anchoring, Mooring and Towing Equipment

Rules for Building and Classing Offshore Support Vessels 3-5-1
Rules for Building and Classing High-Speed Craft 3-5-1
Rules for Building and Classing International Naval Ships 3-5-1
Rules for Building and Classing High Speed Naval Craft 3-5-1 (Anchoring)
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PART 5C SPECIFIC VESSEL TYPES

CHAPTER 8 VESSELS INTENDED TO CARRY LIQUEFIED GASES IN BULK
SECTION 6 MATERIALS OF CONSTRUCTION AND QUALITY CONTROL
Proposed Change:
TABLE 2 (ABS)
Requirements for Design Temperatures Below 0C (32F)
and Down to -55C (-67F) (2016) (2018)
Note: Supplementary to 5C-8-6/Table 2
Tension Test
Tensile Strength 400 490 N/mm2 440 590 N/mm2 490 620 N/mm2
(41 50 kgf/mm2, (45 60 kgf/mm2, (50 63 kgf/mm2,
58,000 71,000 psi) 64000 - 85000 psi) 71,000 90,000 psi)
Yield Strength (2) Min. 235 N/mm2 315 N/mm2 355 N/mm2
(24 kgf/mm2, 34,000 psi) (32 kgf/mm2, 46000 psi) (36 kgf/mm2, 51,000 psi)
Elongation (%) in
200 mm (8 in.) or 21 20 19
50 mm (2 in.) or 24 23 22
5.65 A 22 21 20
A = Cross Sectional area of Specimen in mm2 (in2)
Marking (see 2-1-4/9 and Note 2) AB/V-OXX AB/VH32-OXX AB/VH-OXX
Impact Test (Charpy V-notch)
Frequency: Plates See 5C-8-6/Table 2 Sections each 15 tons of each heat
Heat Treatment: See 5C-8-6/Table 2 and Note 1 for 5C-8-6/Table 2 (ABS)
Notes:
1 Control Rolled (for sections only) or Thermo-Mechanical Controlled Process may also be considered as an
alternative to normalizing or quenching and tempering.
2 (2018) For materials which exhibit a definite yield point exceeding 80% of the tensile strength, a letter Y is
to be added at the end of the marking thus AB/V-OXXY or AB/VH32-OXXY or ABVH-OXXY.

TABLE 4 (2016) (2018)
PIPES (SEAMLESS AND WELDED) See note 1, FORGINGS See note 2 AND CASTINGS See note 2 FOR CARGO AND PROCESS
PIPING FOR DESIGN TEMPERATURES BELOW 0C AND DOWN TO 165C See note 3
Maximum thickness 25 mm
Minimum Impact test
design See note 5
Chemical composition and heat treatment Minimum average
temperature Test temp. (C)
(C) energy (KV) (J)
55 Carbon-manganese steel. Fully killed fine grain. Normalized or as See Note 4 27
agreed See note 6
65 2.25% nickel steel. Normalized, normalized and tempered or quenched 70 34
and tempered See note 6
90 3.5% nickel steel. Normalized, normalized and tempered or quenched 95 34
and tempered See note 6
165 9% nickel steel See note 7. Double normalized and tempered or quenched 196 41
and tempered
Austenitic steels, such as types 304, 304L, 316, 316L, 321, and 347. 196 41
Solution treated See note 8
Aluminium alloys; such as type 5083 annealed Not required
TENSILE AND TOUGHNESS (IMPACT) TEST REQUIREMENTS
Sampling frequency
Each batch to be tested
Toughness (Charpy V-notch test)
Impact test: Longitudinal test pieces
Notes
1 The use of longitudinally or spirally welded pipes shall be specially approved by the Administration.
2 The requirements for forgings and castings may be subject to special consideration by the Administration.
3 The requirements for design temperatures below 165C shall be specially agreed with the Administration.
4 The test temperature shall be 5C below the design temperature or 20C, whichever is lower.
5 The composition limits shall be approved by the Administration.
6 A lower design temperature may be specially agreed with the Administration for quenched and tempered materials.
7 This chemical composition is not suitable for castings.
8 Impact tests may be omitted, subject to agreement with the Administration.
9 (ABS) Impact tests are not required by ABS for austenitic stainless steels.
Reason:
Notes under table 2 updated to include marking for the new strength level.
Notes under table 4 updated to remove note 9. ABS does not want to rule out the impact testing requirement
for austenitic stainless steels, in certain cases.

NA NA
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PREPARATION DATE: 10 August 2016

CHAPTER 12 LIQUEFIED GAS CARRIERS WITH MEMBRANE TANKS
SECTION 4 INITIAL SCANTLING CRITERIA
Proposed Change:
7 Double Bottom Structures

7.7 Double Bottom Girders and Floors (2018)
The minimum scantlings for double bottom girders and floors are to be determined in accordance with
5C-12-4/7.7.2, 5C-12-4/7.7.3, 5C-12-4/7.7.4 and 5C-12-4/7.7.5 as follows:.
For bottom girders and floors with partial girders in way of transverse/cofferdam bulkheads, the
minimum scantlings are alternatively determined from a grillage analysis or finite element analysis.
7.7.2 Double Bottom Centerline Girder Net Thickness (2018)

F1 = approximate maximum shear force in the center girder, as obtained from the equation
given below (see also 5C-12-4/1.3). Alternatively, F1 may be determined from finite
element analyses, as specified in 5C-12-5/9 with the combined load cases in 5C-12-
5/9.9. However, in no case is F1 is not to be taken less than 85% of that determined
from the equation below, with the exception of the double bottom provided with partial
girders or floors:

7.7.3 Double Bottom Side Girder Net Thickness (2018)

F2 = approximate maximum shear force in the side girders under consideration, as obtained
from the equation given below (see also 5C-12-4/1.3). Alternatively, F2 may be
determined from finite element analyses, as specified in 5C-12-5/9 with the combined
load cases in 5C-12-5/9.9. However, in no case is F2 is not to be taken less than 85%
of that determined from the equation below, with the exception of the double bottom
provided with partial girders or floors:

7.7.4 Double Bottom Floors Net Thickness (2018)

F3 = approximate maximum shear force in the floors under consideration, as obtained from
the equation given below (see also 5C-12-4/1.3). Alternatively, F3 may be determined
from finite element analyses, as specified in 5C-12-5/9 with the combined load cases
in 5C-12-5/9.9. However, in no case is F3 is not to be taken less than 85% of that
determined from the equation below, with the exception of the double bottom provided
with partial girders or floors.


Reason:
SVR for Liquefied Gas Carriers with Membrane Tanks does not consider the effect of partial girder effect
while fully extended horizontal stringer considers partial stringer as load sharing members. Accordingly, other
alternative approach such as grillage analysis or finite element analysis could be accepted.
N/A

SVR 5C-12-4/11.1
FLGT Guide 3-4/7.7
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PREPARATION DATE: 10 August 2016

CHAPTER 12 LIQUEFIED GAS CARRIERS WITH MEMBRANE TANKS
SECTION 4 INITIAL SCANTLING CRITERIA
Proposed Change:
11 Side Shell and Deck Main Supporting Members

11.1 General (1 July 2017)
The main supporting members, such as transverses and girders, are to be arranged and designed with
sufficient stiffness to provide support to the vessels hull structures. In general, the deck transverses,
side transverses, and bottom floors are to be arranged in one plane to form continuous transverse rings.
Deck girders, where fitted, are to generally extend throughout the cargo tank spaces and are to be
effectively supported at the transverse bulkheads. For deck girders and transverses with partial girders
in way of transverse/cofferdam bulkheads, the minimum scantlings are alternatively determined from a
grillage analysis or finite element analysis.

11.3 Deck Transverses (1 July 2017)

11.3.2 Web Thickness of Deck Transverses

F1 = shear force in the double deck transverse, as obtained from the equation given below.
Alternatively, F1 may be determined from finite element analyses, as specified in 5C-
12-5/9 with the combined load cases in 5C-12-5/9.9. However, in no case is F1 is not
to be taken less than 85% of that determined from the equation below, with the
exception of the double bottom provided with partial girders or floors:

11.5 Deck Girders (1 July 2017)
11.5.1 Web Thickness of Deck Girder

F1 = shear force in the double deck girders, as obtained from the equation given below.
Alternatively, F1 may be determined from finite element analyses, as specified in 5C-
12-5/9 with the combined load cases in 5C-12-5/9.9. However, in no case is F1 is not
to be taken less than 85% of that determined from the equation below, with the
exception of the double bottom provided with partial girders or floors:

fs = permissible shear stresses, in N/cm2 (kgf/cm2, lbf/in2)
= 0.3 0.45 Smfy


Reason:
SVR for Liquefied Gas Carriers with Membrane Tanks does not consider the effect of partial girder effect while
fully extended horizontal stringer considers partial stringer as load sharing members. Accordingly, other
alternative approach such as grillage analysis or finite element analysis could be accepted.
Permissible shear stress of deck girder is not consistent with other main supporting member such as double
bottom girder/floors (SVR 5C-12-4/7.7), deck transverse (SVR 5C-12-4/11.3), side transverse (SVR 5C-12-
4/11.7), side stringers (SVR 5C-12-4/11.9), vertical webs (SVR 5C-12-4/15.3), horizontal webs (SVR 5C-12-
4/15.5).
N/A

SVR 5C-12-4/7.7
FLGT Guide 3-4/11.1 & 11.5
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PREPARATION DATE: 20 July 2016
PART 5C SPECIFIC VESSEL TYPES (CHAPTERS 1-6)

APPENDIX 2 ABS CONSTRUCTION MONITORING PROGRAM
Choose an item.
Proposed Change:
10 Construction Standards and Control (2018)

Standards for alignment in critical areas are to be indicated in the submitted drawings. In general, the
misalignment on the median, a in Figures 1 and 2, is not to exceed t1/3 (t1 is the thinnest thickness in the
joint) or 5 mm, whichever is lesser.
The heel line may be used to check the misalignment as an alternative to the median alignment shown
in Figures 1 and 2.
FIGURE 1
Median Alignment of Critical Joint

FIGURE 2
Median Alignment of Critical Cruciform Joint
Reason:
Currently, the limiting values of misalignment tolerances for cruciform joints are not laid out in our Rules or
Guides; and IACS Recommendation 47, which is referred in our Rules, does not specify the limiting tolerance
for cruciform joints.
We have been receiving increasing number of requests from the yards to accept a misalignment tolerance value
greater than 5 mm. Since no limiting tolerance is explicitly mentioned in our Rules, yards insist on accepting a
higher tolerance and it becomes difficult to explain to the yard that this requirement is based on our internal
work instructions which is to be met with, for AB-CM notation.
Since we have an Appendix for AB-CM notation, it is suggested to include the tolerance limits so that the
clients have clear understanding of the requirements.

XXX Rules #-#-#/#.#.#
XXX Rules #-#-#/#.#.#
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PROPOSED CHANGE TO: RULES FOR BUILDING AND CLASSING OFFSHORE SUPPORT
VESSELS 2017

CHAPTER 5 EQUIPMENT
SECTION 1 ANCHORING, MOORING AND TOWING EQUIPMENT
Proposed Change:
1 General (2012) (2018)

All vessels are to have a complete equipment of anchors and chains. The symbol placed after the
symbols of classification in the Record, thus: A1 , will signify that the equipment of the vessel is
in compliance with the requirements of these Rules, or with requirements corresponding to the service
limitation noted in the vessels classification, which have been specially approved for the particular service.
The mass per anchor of bower anchors, given in 3-5-1/Table 1, is for anchors of equal mass. The mass
of individual anchors may vary 7% plus or minus from the tabular mass, provided that the combined
mass of all anchors is not less than that required for anchors of equal mass.
Cables which are intended to form part of the equipment are not to be used as check chains when the
vessel is launched. The inboard ends of the cables of the bower anchors are to be secured to the vessels
structure such, as to be able to be released in the case of distress or emergency (see 3-5-1/13). Two
bower anchors and their cables are to be connected and positioned, ready for use. Where three anchors
are given in 3-5-1/Table 1, the third anchor is intended as a spare bower anchor and is listed for guidance
only; it is not required as a condition of classification. Means are to be provided for stopping each cable
as it is paid out, and the windlass should be capable of heaving in either cable. The length of chain cable
required by 3-5-1/Table 1 can be equally distributed between the two bower anchors connected and
ready for use. Where the chain is arranged such, that one anchor has a longer length for mooring, it is to
be verified that the windlass has sufficient capability for heaving in the longer length of chain.
Arrangements are to be provided for securing the anchors and stowing the cables. See 3-5-1/14.
The strength of supporting hull structures in way of shipboard fittings used for mooring operations and
towing operations as well as supporting hull structures of winches and capstans at the bow, sides, and
stern are to comply with the requirements of 3-2-7/4.
3 Equipment Mass and Size (2012) (2018)

The requirements herein are intended for temporary mooring of a vessel within a harbor or other areas
of sheltered water sheltered area when the vessel is awaiting berth, tide, etc. IACS Recommendation No.
10 Anchoring, Mooring and Towing Equipment may be referred to for recommendations concerning
anchoring equipment for vessels in deep and unsheltered water. The Equipment Number equation is
based on an assumed maximum current speed of 2.5 m/s (8.2 ft/s) current, a maximum wind speed of 25
m/s (49 knots) wind and a minimum scope of 6 through 10, the scope being the ratio of length of chain
paid out to the water depth. For vessels with a Rule length greater than 135 m (443 ft), alternatively the
required anchoring equipment can be considered applicable to a maximum current speed of 1.54 m/s

(4.9 ft/s), a maximum wind speed of 11 m/s (21 knots) and waves with maximum significant height of
2 m (6.6 ft). Anchors and chains are to be in accordance with 3-5-1/Table 1 and the numbers, mass and
sizes of these are to be regulated by the equipment number (EN) obtained from the following equation:
Equipment Number = k2/3 + mBh + nA
where
k = 1.0 (1.0, 1.012)
m = 2 (2, 0.186)
n = 0.1 (0.1, 0.00929)
= molded displacement, as defined in 3-1-1/13.1
uppermost house; for the lowest tier, h is to be measured at centerline from the
upper deck, as shown in 3-5-1/Figure 1
a + h1 + h2 + h3 + . . ., as shown in 3-5-1/Figure 1. In the calculation of h, sheer,
camber and trim may be neglected
a = freeboard, in m (ft), from the summer load waterline amidships
B/4
A = profile side-projected area, in m2 (ft2), of the hull, superstructure and houses above
the summer load waterline which are within the Rule length. Superstructures or
deck houses having a breadth at any point no greater than 0.25B may be excluded.
Screens and bulwarks more than 1.5 m (4.9 ft) in height are to be regarded as parts
of houses when calculating h and A. The height of the hatch coamings and that of any
deck cargo, such as containers, may be disregarded when determining h and A. With
1.5 m (4.9 ft)
A2
F.P.

FIGURE 1
Effective Heights of Deck Houses (2018)
h
3
h
2
h1
A B summer load waterline
B/8
h3
Notional
h2 deck line
h1
Upper deck
summer load waterline
5 Tests
Tests are to be in accordance with the requirements of Chapter 2 of the ABS Rules for Materials and
Welding (Part 2) for the respective sizes of anchors and chains. See Sections 2-2-1 and 2-2-2.

7 Anchor Types
Anchors are to be of the stockless type. The mass of the head of a stockless anchor, including pins and
fittings, is not to be less than three-fifths of the total mass of the anchor. Where specifically requested
by the Owners, ABS is prepared to consider the use of special types of anchors, which are of proven
superior holding capacity. This may result in a mass reduction of up to a maximum of 25% from the
mass specified in 3-5-1/Table 1. In such cases, the notation RW (reduced weight) will be made in the
Record.

9.1 All Vessels
Except as indicated in 3-5-1/15.5, hawsers, and towlines, and requirements for associated equipment
and arrangements as described in in 3-5-1/9.9 and 3-5-1/9.11 are not required as a condition of
classification. The hawsers and towlines listed in 3-5-1/Table 2 and 3-5-1/Table 3 are intended as a
minimum guide. Where the tabular breaking strength exceeds 490 kN (50,000 kgf, 110,200 lbf), the
breaking strength and the number of individual hawsers given in the Table may be modified, provided
their product is not less than that of the breaking strength and the number of hawsers given in the Table.
For vessels having an A/EN ratio greater than 0.9 for SI or MKS units (9.7 for US units), the number of
hawsers given in 3-5-1/Table 2 is to be increased by the number given below.
A/EN Ratio
Increase
SI Units number of
where
9.3 Mooring Lines
The mooring lines for vessels with Equipment Number EN of less than or equal to 2000 are given in 3-
5-1/9.3.1. For other vessels, the mooring lines are given in 3-5-1/9.3.2.
loading manual should be included for the determination of side-projected area A.
9.3.1 Mooring Lines for Vessels with EN 2000

The minimum mooring lines for vessels having an Equipment Number EN of less than or equal
For vessels having an A/EN ratio greater than 0.9 for SI or MKS units (9.7 for US units), the
number of hawsers given in 3-5-1/Table 2 is to be increased by the number given below.:

A/EN Ratio
Increase
SI Units number of
9.3.2 Mooring lines for Vessels with EN > 2000

The minimum strength and number of mooring lines for vessels with an Equipment Number
EN > 2000 are given in 3-5-1/9.3.2(a) and 3-5-1/9.3.2(b), respectively, and is intended as a
guide. The length of mooring lines is given by 3-5-1/9.3.3.
defining head, stern, and breast lines) for vessels with an Equipment Number EN > 2000 are
based on the side-projected area A1. Side projected area A1 should be calculated similar to the
side-projected area A according to 3-5-1/3 but considering the following conditions:
For oil tankers, chemical tankers, bulk carriers, and ore carriers the lightest ballast
draft is to be considered for the calculation of the side-projected area A1. For other
vessels the lightest draft of usual loading conditions is to be considered if the ratio
of the freeboard in the lightest draft and the full load condition is equal to or above
two. Usual loading conditions are loading conditions as given by the trim and
stability booklet that are expected to regularly occur during operation and, in
particular, that exclude light weight conditions, propeller inspection conditions, etc.
area A1 unless the vessel is intended to be regularly moored to jetty type piers. A
height of the pier surface of 3 m (4.9 ft) over waterline may be assumed (i.e., the
lower part of the side-projected area with a height of 3 m (4.9 ft) above the waterline)
for the considered loading condition and may be disregarded for the calculation of
the side-projected area A1.
vw = 25.0 - 0.002 (A1 2000) m/s for passenger vessels, ferries, and car
= 21.0 m/s for passenger vessels, ferries, and car
= 25.0 m/s for other vessels
= 82.0 - 0.00061 (A1 21528) ft/s for passenger vessels, ferries, and car
= 68.9 ft/s for passenger vessels, ferries, and car
= 82.0 ft/s for other vessels

mean draft. Furthermore, it is considered that vessels are moored to solid piers that provide
Additional loads caused by, e.g., higher wind or current speeds, cross currents, additional wave
loads, or reduced shielding from non-solid piers may need to be particularly considered.
Furthermore, it should be observed that unbeneficial mooring layouts can considerably increase
the loads on single mooring lines.
Breast line: A mooring line that is deployed perpendicular to the vessel, restraining the
vessel in the off-berth direction.
Spring line: A mooring line that is deployed almost parallel to the vessel, restraining the
vessel in the fore or aft direction.
direction, restraining the vessel in the off-berth and in fore or aft direction. The amount of
these directions.
9.3.2(a) Minimum Breaking Strength. The minimum breaking strength, in kN (kgf, lbf), of the
mooring lines should be taken as:
MBL = 0.1 A1 + 350 kN
MBL = 10.20 A1 + 35690 kgf
MBL = 2.089 A1 + 78680 lbf
conditions given by 3-5-1/9.3.2. For these vessels, the acceptable wind speed vw*, in m/s, can
be estimated as follows:
2
21
MBL MBL
*
for vw in m/s
vw
2
68.9
vw

2
v
MBL w MBL
*
vw
9.3.2(b) Number of Mooring Lines. The total number of head, stern, and breast lines (see Note
in 3-5-1/9.3.2) should be taken as:
n = 8.310-4 A1 + 6 for A1 in m2
n = 7.7110-5 A1 + 6 for A1 in ft2
n = 8.310-4 A1 + 4 for A1 in m2
n = 7.7110-5 A1 + 4 for A1 in ft2
and n the number of lines for the considered vessel type as calculated by the above
The length of mooring lines for vessels with EN of less than or equal to 2000 may be taken
from 3-5-1/Table 2. For vessels with EN > 2000 the length of mooring lines may be taken as
200 m.
9.5 Tow line
The tow lines are given in 3-5-1/Table 3 and are intended as a vessels own tow line of a vessel being
towed by a tug or other vessel. For the selection of the tow line from 3-5-1/Table 3, the Equipment
Number (EN) is to be taken according to 3-5-1/3.

Tow lines and mooring lines may be of wire, natural fiber,or synthetic fiber construction or of a mixture
wear.
9.9 Mooring Winches

9.9.1
9.9.2
9.9.3
Mooring lines in the same service (e.g. breast lines, see Note in 3-5-1/9.3.2) should be of the
same characteristic in terms of strength and elasticity.
winches.
fairlead.

For towing purposes, at least one chock is to be provided close to centerline of the vessel
forward and aft. It is also beneficial to provide additional chocks on port and starboard side at
the transom and at the bow.
(6.6 ft)
Towing bitt
2m
Offset
Towing chock
For emergency towing arrangements for tankers reference is be made to 3-5-1/15.9. For all
vessels other than tankers it is recommended to provide towing arrangements fore and aft of
sufficient strength for other towing service as defined in 3-2-7/4.3.2.

11.1 Support Structure


11.1.1(c) Allowable Stress (2018). The stresses, based on gross thickness, in the structures
supporting the windlass and chain stopper are not to exceed the yield point.following values:

11.1.2 Sea Loads (2014)


exceed the following values.
Bending Stress Normal stress 0.85 1.0 of the yield strength of the material
Shearing Stress Shear stress 0.6 of the yield strength of the material
11.3 Trial
See 3-7-2/1.
FIGURE 2
Direction of Forces and Weight (2004)
Py Px
h
W
Fore
Centerline of Vessel Py
Centerline of B
Windlass
Note: Px
Py to be examined from both inboard and outboard
directions separately - see 3-5-1/11.3.2(a). The
sign convention for yi is reversed when Py is from
the opposite direction as shown.

FIGURE 3
Sign Convention (2004)
Px Coordinates xi and yi are shown as either

positive (+ve) or negative (-ve).
Centerline of
Windlass
Py
x3 (-ve)
y3 (+ve)
x4 (-ve)
x2 (+ve) x1 (+ve)
Centroid of Bolt Groups
y4 (+ve)
y2 (+ve)
y1 (+ve)
13 12 Hawse Pipes
Hawse pipes are to have full rounded flanges and the least possible lead, in order to minimize the nip
on the cables. They are to be attached to thick insert plates by continuous welds the size of which are to
be in accordance with Section 3-2-19 for the plating thickness and type of joint selected. They are to be
hose tested in position for water-tightness with the water pressure of not less than 2.0 bar (2.0 kgf/cm2,
30 psi). Hawse pipes for stockless anchors are to provide enough clearances to preclude the anchor
jamming. The anchors are to be let go aweigh and heaved up to the satisfaction of the Surveyor, proving
the smooth setting, flukes adherence to the pocket surface and no jamming occurrence. Care is to be
taken to ensure a fair lead for the chain from the windlass to the hawse pipes and down to the chain pipes
of the chain lockers.


15 Bollard, Fairlead and Chocks

For vessels which are required to comply with SOLAS, the arrangements and details of deck shipboard
fittings used for mooring operations and/or towing operations at bow, sides and stern are to comply with
the requirements of this Section. The requirements for the supporting structures of these deck fittings are
specified in 3-2-7/4.

vessels). or comply with the requirements given in 3-5-1/15.1.1 and 3-5-1/15.1.2. For shipboard fittings
in 3-2-7/4.7, respectively, are to be considered. The design load used to assess deck shipboard fittings and
their attachments to the hull are to be in accordance with the requirements as specified in 3-2-7/4.
strength that is not less than that according to 3-5-1/Table 2 (see Notes in 3-2-7/4.3.1).
to mooring in 3-2-7/4.3 and 3-2-7/4.5. Mooring bitts (double bollards) are required to resist the
loads caused by the mooring line attached in figure-of-eight fashion, see Note. For strength
appropriate. Corrosion additions are to be as defined in 3-2-7/4.7.2. A wear down allowance is
to be included as defined in 3-2-7/4.7.3. Consideration may be given to accepting load tests as
alternative to strength assessment by calculations.
Note:
occur.
3-5-1/Table 3 (see Notes in 3-2-7/4.3.2(b)),
to towing in 3-2-7/4.3 and 3-2-7/4.5. Towing bitts (double bollards) are required to resist the
loads caused by the towing line attached with eye splice. For strength assessment beam theory
or finite element analysis using net scantlings is to be applied, as appropriate. Corrosion
additions are to be as defined in 3-2-7/4.7.2. A wear down allowance is to be included as defined
in 3-2-7/4.7.3. Consideration may be given to accepting load tests as alternative to strength

15.3.1 Mooring Operations (2018)
The SWL is not to exceed 0.8 of the design load per 3-2-7/4.3.1.
ii) Unless a greater SWL is requested by the applicant according to 3-2-7/4.3.3, the SWL
is not to exceed the minimum breaking strength of the mooring line according to 3-5-
1/Table 2, see Notes in 3-2-7/4.3.1.
equivalent) on the fittings used for mooring. For fittings intended to be used for both,
addition to SWL.
line.
15.3.2 Towing Operations (2018)
The SWL used for normal towing operations (e.g., harbor/maneuvering) is not to exceed 0.8 of
the design load per 3-2-7/4.3.2(a) and the SWL used for other towing operations (e.g., escort
or sea towing) is not to exceed the design load per 3-2-7/4.3.2(b). For deck fittings used for
both normal and other towing operations, the design load of 3-2-7/4.3.2 is to be used.
3-2-7/4.3.2(a).
according to 3-2-7/4.3.2(b).
operations.
mooring, SWL, in tonnes, according to 3-5-1/15.3.1 is to be marked in addition to
TOW.
15.3.3 Marking and Plan
15.5.3(a) Marking (2018). The SWL of each deck shipboard fitting is to be permanently
marked (by weld bead or equivalent, but not painting alone) on the deck fittings used for
towing/mooring.
define the method and purpose of use of mooring lines and/or towing lines.

mooring arrangements plan available on board for the Masters guidance.
Location on the ship vessel;
Fitting type;
SWL and TOW;
Purpose (mooring/harbor towing/escort towing/sea towing); and
mooring arrangements as permitted in Note 2 of 3-2-7/4.3.1(a), the arrangement of mooring lines showing
number of lines together with the breaking strength of each mooring line are to be clearly indicated on the plan.
the acceptable environmental conditions as given in 3-5-1/9.2.2 for the recommended minimum
breaking strength of mooring lines for vessels with Equipment Number EN > 2000:

TABLE 1
For intermediate values of equipment number, use equipment complement in sizes and weights given for the
lower equipment number in the table.
SI, MKS Units
Diameter
UA1 30 2 75 192.5 12.5
UA2 40 2 100 192.5 12.5
UA3 50 2 120 192.5 12.5
UA4 60 2 140 192.5 12.5
UA5 70 2 160 220 14 12.5
UA6 80 2 180 220 14 12.5

UA7 90 2 210 220 16 14
UA8 100 2 240 220 16 14
UA9 110 2 270 247.5 17.5 16
UA10 120 2 300 247.5 17.5 16
UA11 130 2 340 275 19 16

UA12 140 2 390 275 20.5 17.5
U6 150 2 480 275 22 19
U7 175 2 570 302.5 24 20.5
U8 205 32 660 302.5 26 22 20.5
U9 240 32 780 330 28 24 22
U10 280 32 900 357.5 30 26 24
U11 320 32 1020 357.5 32 28 24

U12 360 32 1140 385 34 30 26
U13 400 32 1290 385 36 32 28
U14 450 32 1440 412.5 38 34 30
U15 500 32 1590 412.5 40 34 30
U16 550 32 1740 440 42 36 32

U17 600 32 1920 440 44 38 34
U18 660 32 2100 440 46 40 36
U19 720 32 2280 467.5 48 42 36
U20 780 32 2460 467.5 50 44 38
U21 840 32 2640 467.5 52 46 40

U22 910 32 2850 495 54 48 42
U23 980 32 3060 495 56 50 44
U24 1060 32 3300 495 58 50 46
U25 1140 32 3540 522.5 60 52 46
U26 1220 32 3780 522.5 62 54 48

U27 1300 32 4050 522.5 64 56 50
U28 1390 32 4320 550 66 58 50
U29 1480 32 4590 550 68 60 52
U30 1570 32 4890 550 70 62 54

U31 1670 32 5250 577.5 73 64 56
U32 1790 32 5610 577.5 76 66 58
U33 1930 32 6000 577.5 78 68 60
U34 2080 32 6450 605 81 70 62
U35 2230 32 6900 605 84 73 64
U36 2380 32 7350 605 87 76 66

U37 2530 32 7800 632.5 90 78 68
U38 2700 32 8300 632.5 92 81 70
U39 2870 32 8700 632.5 95 84 73
U40 3040 32 9300 660 97 84 76

TABLE 1 (continued)
SI, MKS Units
Diameter
U41 3210 32 9900 660 100 87 78
U42 3400 32 10500 660 102 90 78
U43 3600 32 11100 687.5 105 92 81
U44 3800 32 11700 687.5 107 95 84
U45 4000 32 12300 687.5 111 97 87
U46 4200 32 12900 715 114 100 87

U47 4400 32 13500 715 117 102 90
U48 4600 32 14100 715 120 105 92
U49 4800 32 14700 742.5 122 107 95
U50 5000 32 15400 742.5 124 111 97
U51 5200 32 16100 742.5 127 111 97

U52 5500 32 16900 742.5 130 114 100
U53 5800 32 17800 742.5 132 117 102
U54 6100 32 18800 742.5 120 107
U55 6500 32 20000 770 124 111
U56 6900 32 21500 770 127 114

U57 7400 32 23000 770 132 117
U58 7900 32 24500 770 137 122
U59 8400 32 26000 770 142 127
U60 8900 32 27500 770 147 132
U61 9400 32 29000 770 152 132
U62 10000 32 31000 770 137

U63 10700 32 33000 770 142
U64 11500 32 35500 770 147
U65 12400 32 38500 770 152
U66 13400 32 42000 770 157
U67 14600 32 46000 770 162

TABLE 1
US Units
Diameter
UA1 30 2 165 105 1/2
UA2 40 2 220 105 1/2
UA3 50 2 265 105 1/2
UA4 60 2 310 105 1/2
UA5 70 2 350 120 9/16 1/2
UA6 80 2 400 120 9/16 1/2

UA7 90 2 460 120 5/8 9/16
UA8 100 2 530 120 5/8 9/16
UA9 110 2 595 135 11/16 5/8
UA10 120 2 670 135 11/16 5/8
UA11 130 2 750 150 3/4 11/16

UA12 140 2 860 150 13/16 11/16
U6 150 2 1060 150 7/8 3/4
U7 175 2 1255 165 15/16 13/16
U8 205 32 1455 165 1 7/8 13/16
U9 240 32 1720 180 1 1/8 15/16 7/8
U10 280 32 1985 195 1 3/16 1 15/16
U11 320 32 2250 195 1 1/4 1 1/8 15/16
U12 360 32 2510 210 1 5/16 1 3/16 1

U13 400 32 2840 210 1 7/16 1 1/4 1 1/8
U14 450 32 3170 225 1 1/2 1 5/16 1 3/16
U15 500 32 3500 225 1 9/16 1 5/16 1 3/16
U16 550 32 3830 240 1 5/8 1 7/16 1 1/4

U17 600 32 4230 240 1 3/4 1 1/2 1 5/16
U18 660 32 4630 240 1 13/16 1 9/16 1 7/16
U19 720 32 5020 255 1 7/8 1 5/8 1 7/16
U20 780 32 5420 255 2 1 3/4 1 1/2
U21 840 32 5820 255 2 1/16 1 13/16 1 9/16

U22 910 32 6280 270 2 1/8 1 7/8 1 5/8
U23 980 32 6740 270 2 3/16 1 15/16 1 3/4
U24 1060 32 7270 270 2 5/16 2 1 13/16
U25 1140 32 7800 285 2 3/8 2 1/16 1 13/16
U26 1220 32 8330 285 2 7/16 2 1/8 1 7/8

U27 1300 32 8930 285 2 1/2 2 3/16 2
U28 1390 32 9520 300 2 5/8 2 5/16 2
U29 1480 32 10120 300 2 11/16 2 3/8 2 1/16
U30 1570 32 10800 300 2 3/4 2 7/16 2 1/8

U31 1670 32 11600 315 2 7/8 2 1/2 2 3/16
U32 1790 32 12400 315 3 2 5/8 2 5/16
U33 1930 32 13200 315 3 1/16 2 11/16 2 3/8
U34 2080 32 14200 330 3 3/16 2 3/4 2 7/16
U35 2230 32 15200 330 3 5/16 2 7/8 2 1/2
U36 2380 32 16200 330 3 7/16 3 2 5/8

U37 2530 32 17200 345 3 9/16 3 1/16 2 11/16
U38 2700 32 18300 345 3 5/8 3 3/16 2 3/4
U39 2870 32 19200 345 3 3/4 3 5/16 2 7/8
U40 3040 32 20500 360 3 7/8 3 5/16 3
TABLE 1 (continued)
US Units
Diameter
U41 3210 32 21800 360 3 15/16 3 7/16 3 1/16
U42 3400 32 23100 360 4 3 /16
9 3 1/16
U43 3600 32 24500 375 4 /8
1 3 /8
5 3 3/16
U44 3800 32 25800 375 4 /4
1 3 /4
3 3 5/16
U45 4000 32 27100 375 4 /8
3 3 /8
7 3 7/16
U46 4200 32 28400 390 4 1/2 3 15/16 3 7/16

U47 4400 32 29800 390 4 5/8 4 3 9/16
U48 4600 32 31100 390 4 3/4 4 1/8 3 5/8
U49 4800 32 32400 405 4 3/4 4 1/4 3 3/4
U50 5000 32 33900 405 4 7/8 4 3/8 3 7/8
U51 5200 32 35500 405 5 4 3/8 3 7/8

U52 5500 32 37200 405 5 1/8 4 1/2 3 15/16
U53 5800 32 39200 405 5 1/8 4 5/8 4
U54 6100 32 41400 405 4 3/4 4 1/4
U55 6500 32 44000 420 4 7/8 4 3/8
U56 6900 32 47400 420 5 4 1/2

U57 7400 32 50700 420 5 1/8 4 5/8
U58 7900 32 54000 420 5 3/8 4 3/4
U59 8400 32 57300 420 5 5/8 5
U60 8900 32 60600 420 5 3/4 5 1/8
U61 9400 32 63900 420 6 5 1/8
U62 10000 32 68000 420 5 3/8

U63 10700 32 72500 420 5 5/8
U64 11500 32 78000 420 5 3/4
U65 12400 32 85000 420 6

U66 13400 32 92500 420 6 1/8
U67 14600 32 101500 420 6 3/8

TABLE 2
For intermediate values of equipment number, use equipment complement in sizes and weights given for the lower equipment
number in the table
SI & MKS Units
U6 150 180 98.0 10000 3 120 54.0 5500
U7 175 180 112.0 11400 3 120 59.0 6000
U8 205 180 129.0 13200 4 120 64.0 6500
U9 240 180 150.0 15300 4 120 69.0 7000
U10 280 180 174.0 17700 4 140 74.0 7500
U11 320 180 207.0 21100 4 140 78.0 8000

U12 360 180 224.0 22800 4 140 88.0 9000
U13 400 180 250.0 25500 4 140 98.0 10000
U14 450 180 277.0 28200 4 140 108.0 11000
U15 500 190 306.0 31200 4 160 123.0 12500
U16 550 190 338.0 34500 4 160 132.0 13500

U17 600 190 370.0 37800 4 160 147.0 15000
U18 660 190 406.0 41400 4 160 157.0 16000
U19 720 190 441.0 45000 4 170 172.0 17500
U20 780 190 479.0 48900 4 170 186.0 19000
U21 840 190 518.0 52800 4 170 201.0 20500

U22 910 190 559.0 57000 4 170 216.0 22000
U23 980 200 603.0 61500 4 180 230.0 23500
U24 1060 200 647.0 66000 4 180 250.0 25500
U25 1140 200 691.0 70500 4 180 270.0 27500
U26 1220 200 738.0 75300 4 180 284.0 29000

U27 1300 200 786.0 80100 4 180 309.0 31500
U28 1390 200 836.0 85200 4 180 324.0 33000
U29 1480 220 888.0 90600 5 190 324.0 33000
U30 1570 220 941.0 96000 5 190 333.0 34000
U31 1670 220 1024.0 104400 5 190 353.0 36000

U32 1790 220 1109.0 113100 5 190 378.0 38500
U33 1930 220 1168.0 119100 5 190 402.0 41000
U34 2080 240 1259.0 128400 5 200 422.0 43000
U35 2230 240 1356.0 138300 5 200 451.0 46000
U36 2380 240 1453.0 148200 5 200 480.0 49000

U37 2530 260 1471.0 150000 6 200 480.0 49000
U38 2700 260 1471.0 150000 6 200 490.0 50000
U39 2870 260 1471.0 150000 6 200 500.0 51000
U40 3040 280 1471.0 150000 6 200 520.0 53000

TABLE 2 (continued)
SI & MKS Units
U41 3210 280 1471.0 150000 6 200 554.0 56500
U42 3400 280 1471.0 150000 6 200 588.0 60000
U43 3600 300 1471.0 150000 6 200 618.0 63000
U44 3800 300 1471.0 150000 6 200 647.0 66000
U45 4000 300 1471.0 150000 7 200 647.0 66000
U46 4200 300 1471.0 150000 7 200 657.0 67000

U47 4400 300 1471.0 150000 7 200 667.0 68000
U48 4600 300 1471.0 150000 7 200 677.0 69000
U49 4800 300 1471.0 150000 7 200 686.0 70000
U50 5000 300 1471.0 150000 8 200 686.0 70000
U51 5200 300 1471.0 150000 8 200 696.0 71000
U52 5500 300 1471.0 150000 8 200 706.0 72000
U53 5800 300 1471.0 150000 9 200 706.0 72000
U54 6100 300 1471.0 150000 9 200 716.0 73000
U55 6500 300 1471.0 150000 9 200 726.0 74000
U56 6900 300 1471.0 150000 10 200 726.0 74000

U57 7400 300 1471.0 150000 11 200 726.0 74000
U58 7900 11 200 736.0 75000
U59 8400 12 200 736.0 75000
U60 8900 13 200 736.0 75000
U61 9400 14 200 736.0 75000
U62 10000 15 200 736.0 75000

U63 10700 16 200 736.0 75000
U64 11500 17 200 736.0 75000
U65 12400 18 200 736.0 75000
U66 13400 19 200 736.0 75000
U67 14600 21 200 736.0 75000

TABLE 2
US Units
U6 150 98 22000 3 66 12100
U7 175 98 25100 3 66 13200
U8 205 98 29100 4 66 14300
U9 240 98 33700 4 66 15400
U10 280 98 39000 4 77 16500
U11 320 98 46500 4 77 17600

U12 360 98 50300 4 77 19800
U13 400 98 56200 4 77 22000
U14 450 98 62200 4 77 24200
U15 500 104 68800 4 88 27600
U16 550 104 76000 4 88 29800

U17 600 104 83300 4 88 33100
U18 660 104 91200 4 88 35300
U19 720 104 99200 4 93 38600
U20 780 104 107800 4 93 41900
U21 840 104 116400 4 93 45200

U22 910 104 125600 4 93 48500
U23 980 109 135500 4 98 51800
U24 1060 109 145500 4 98 56200
U25 1140 109 155400 4 98 60600
U26 1220 109 166000 4 98 63900

U27 1300 109 176500 4 98 69400
U28 1390 109 187800 4 98 72800
U29 1480 120 199700 5 104 72800
U30 1570 120 211500 5 104 75000
U31 1670 120 230000 5 104 79400

U32 1790 120 249500 5 104 84900
U33 1930 120 262500 5 104 90400
U34 2080 131 283000 5 109 94800
U35 2230 131 305000 5 109 101400
U36 2380 131 326500 5 109 108000

U37 2530 142 330500 6 109 108000
U38 2700 142 330500 6 109 110200
U39 2870 142 330500 6 109 112400
U40 3040 153 330500 6 109 116800

TABLE 2 (continued)
US Units
U41 3210 153 330500 6 109 124600
U42 3400 153 330500 6 109 132300
U43 3600 164 330500 6 109 138900
U44 3800 164 330500 6 109 145500
U45 4000 164 330500 7 109 145500
U46 4200 164 330500 7 109 147700

U47 4400 164 330500 7 109 149900
U48 4600 164 330500 7 109 152100
U49 4800 164 330500 7 109 154300
U50 5000 164 330500 8 109 154300
U51 5200 164 330500 8 109 156500

U52 5500 164 330500 8 109 158700
U53 5800 164 330500 9 109 158700
U54 6100 164 330500 9 109 160900
U55 6500 164 330500 9 109 163100
U56 6900 164 330500 10 109 163100

U57 7400 164 330500 11 109 163100
U58 7900 11 109 165300
U59 8400 12 109 165300
U60 8900 13 109 165300
U61 9400 14 109 165300
U62 10000 15 109 165300

U63 10700 16 109 165300
U64 11500 17 109 165300
U65 12400 18 109 165300
U66 13400 19 109 165300
U67 14600 21 109 165300

TABLE 2
Mooring Lines for Self-propelled Ocean-going Vessels with EN 2000 (2018)

50 70 3 80 44 37 3750 8300
70 90 3 100 55 40 4000 9000
90 110 3 110 60 42 4500 9400
110 130 3 110 60 48 5000 10800
130 150 3 120 66 53 5400 11900
150 175 3 120 66 59 6000 13300
175 205 3 120 66 64 6500 14400
205 240 4 120 66 69 7000 15500
240 280 4 120 66 75 7500 16900
280 320 4 140 77 80 8000 18000
320 360 4 140 77 85 8500 19100
360 400 4 140 77 96 9500 21600
400 450 4 140 77 107 11000 24100
450 500 4 140 77 117 12000 26300
500 550 4 160 87 134 13500 30100
550 600 4 160 87 143 14500 32100
600 660 4 160 87 160 16500 36000
660 720 4 160 87 171 17500 38400
720 780 4 170 93 187 19000 42000
780 840 4 170 93 202 20500 45400
840 910 4 170 93 218 22000 49000
910 980 4 170 93 235 24000 52800
980 1060 4 180 98 250 25500 56200
1060 1140 4 180 98 272 27500 61100
1140 1220 4 180 98 293 30000 65900
1220 1300 4 180 98 309 31500 69500
1300 1390 4 180 98 336 34500 75500
1390 1480 4 180 98 352 36000 79100
1480 1570 5 190 98 352 36000 79100
1570 1670 5 190 104 362 37000 81400
1670 1790 5 190 104 384 39000 86300
1790 1930 5 190 104 411 42000 92400
1930 2000 5 190 104 437 44500 98200

TABLE 3
Tow Lines for Self-propelled Ocean-going Vessels (2018)

strength
50 70 180 98 98 10000 22000
70 90 180 98 98 10000 22000
90 110 180 98 98 10000 22000
110 130 180 98 98 10000 22000
130 150 180 98 98 10000 22000
150 175 180 98 98 10000 22000
175 205 180 98 112 11400 25100
205 240 180 98 129 13200 29100
240 280 180 98 150 15300 33700
280 320 180 98 174 17700 39000
320 360 180 98 207 21100 46500
360 400 180 98 224 22800 50300
400 450 180 98 250 25500 56200
450 500 180 98 277 28200 62200
500 550 190 104 306 31200 68800
550 600 190 104 338 34500 76000
600 660 190 104 370 37800 83300
660 720 190 104 406 41400 91200
720 780 190 104 441 45000 99200
780 840 190 104 479 48900 107800
840 910 190 104 518 52800 116400
910 980 190 104 559 57000 125600
980 1060 200 109 603 61500 135500
1060 1140 200 109 647 66000 145500
1140 1220 200 109 691 70500 155400
1220 1300 200 109 738 75300 166000
1300 1390 200 109 786 80100 176500
1390 1480 200 109 836 85200 187800
1480 1570 220 120 888 90600 199700
1570 1670 220 120 941 96000 211500
1670 1790 220 120 1024 104400 230000
1790 1930 220 120 1109 113100 249500
1930 2080 220 120 1168 119100 262500
2080 2230 240 131 1259 128400 283000
2230 2380 240 131 1356 138300 305000
2380 2530 240 131 1453 148200 326500
2530 2700 260 142 1471 150000 330500
2700 2870 260 142 1471 150000 330500
2870 3040 260 142 1471 150000 330500
3040 3210 280 153 1471 150000 330500
3210 3400 280 153 1471 150000 330500
3400 3600 280 153 1471 150000 330500
3600 - 300 164 1471 150000 330500

Reason:
minimum recommended number and strength of mooring lines, in particular, for larger vessels is insufficient.


Rules for Building and Classing SVR 3-5-1
Rules for Building and Classing High-Speed Craft 3-5-1
Rules for Building and Classing International Naval Ships 3-5-1
Rules for Building and Classing High Speed Naval Craft 3-5-1 (Anchoring)
Environment
Safety
Shipyard
Owner
Vendor
Designer

PROPOSED CHANGE TO: RULES FOR BUILDING AND CLASSING OFFSHORE SUPPORT
VESSELS 2017
PART 5 SPECIALIZED SERVICES

CHAPTER 3 ANCHOR HANDLING AND TOWING
SECTION 4 ANCHOR HANDLING AND TOWING GEAR
Proposed Change:
7 Anchor Handling/Towing Winch and Accessories
7.11 Bollards and Other Deck Fittings (2018)

The sizes and design loads of bollards and other deck fittings for anchor handling and/or towing
operations are to be in accordance with the ABS OSV Rules Section 3-5-1/15.
7.1113 A-frame or Shear Leg Type Crane

Where an A-frame or shear leg type crane is installed for anchor handling, it is to be certified for
compliance with Chapter 2, Guide for Certification of Cranes, of the Lifting Appliances Guide.
7.15 Materials and Fabrication (2018)
7.15.1 Materials
i) Materials entered into the construction of torque-transmitting and load-bearing parts
of anchor handling/towing winches are to comply with material specifications in either
Chapter 3 of the ABS Rules for Materials and Welding (Part 2) or a recognized
material standard.
ii) Shark jaw and towing pins with attachment shall be made of rolled, forged, or cast
steel in accordance with Chapter 3 of the ABS Rules for Materials and Welding (Part
2).
iii) Stern roller, bollards, and other deck fittings are to comply with material specifications
in Chapter 1 of the ABS Rules for Materials and Welding (Part 2). Where they are
made in accordance with recognized standards (e.g., ISO 13795), the material shall
meet the related requirements in the applicable recognized standard.
iv) The proposed materials are to be indicated in the construction plans and are to be
approved in connection with the design. All such materials are to be certified by the
material manufacturers approved by ABS and are to be traceable to the manufacturers
certificates; otherwise, material tests need to be witnessed by Surveyor.
7.15.2 Welded Fabrication

Weld joint designs are to be shown in the construction plans and are to be approved in
association with the equipment and components design. Welding procedures and welders are
to be qualified in accordance with Chapter 4 of the ABS Rules for Materials and Welding (Part
2). Welding consumables are to be approved and listed in accordance with ABS Rules for
Materials and Welding (Part 2) 2-4-3/3 or are to be of a type acceptable to the Surveyor.

Reason:
Added 2 new subsections for deck fitting design as well as materials and welded fabrication requirements for
anchor handling and/or towing equipment and components.
Changed original subsection number 7.11 to 7.13 to accommodate the new order of subsection.

XXX Rules #-#-#/#.#.#
XXX Rules #-#-#/#.#.#
Environment
Safety
Shipyard
Owner
Vendor
Designer

PROPOSED CHANGE TO: RULES FOR BUILDING AND CLASSING HIGH-SPEED CRAFT 2017

CHAPTER 5 EQUIPMENT
SECTION 1 ANCHORING, MOORING AND TOWING EQUIPMENT
Proposed Change:
1 General (2016) (2018)

All craft are to have a complete equipment of anchor(s) and chains. The symbol , a condition of
classification, placed after the symbols of classification in the Record, thus: A1 , indicates that the
equipment of the craft is in compliance with the requirements of these Rules, and tested in accordance
with 3-5-1/7, or with requirements, which have been specially approved for the particular service. The
following is an example:
A1 , HSC Crewboat, OE, AMS
Cables which are intended to form part of the equipment are not to be used as deck chains when the
craft is launched. The inboard ends of the cables of the bower anchors are to be secured by efficient
means (see 3-5-1/15). Anchors and their cables are to be connected and positioned, ready for use. Where
three anchors are given in 3-5-1/Table 1, the third anchor is intended as a spare anchor and is listed for
guidance only; it is not required as a condition of classification. Means are to be provided for stopping
each cable as it is paid out, and the windlass should be capable of heaving in either cable. Suitable
arrangements are to be provided for securing the anchors and stowing the cables. See 3-5-1/16.
3 Calculation of EN
3.1 Monohulls (2018)
The basic Equipment Number (EN) is to be obtained from the following equation for use in determining
required equipment.
EN = k2/3 + m(Ba + bh) + nA
where
k = 1.0 (1.0, 1.012)
m = 2 (2, 0.186)
n = 0.1 (0.1, 0.00929)
= molded displacement, in metric tons (long tons), at the summer load waterline.

uppermost house; for the lowest tier h is to be measured at centerline from the
upper deck, as shown in 3-5-1/Figure 1A
h1, h2, h3, ... as shown in 3-5-1/Figure 1A. In the calculation of h, sheer, camber
and trim may be neglected.
a = freeboard, in m (ft), from the light waterline amidships.
B/4.
A = profile area, in m2 (ft2), of the hull, superstructure and houses above the summer
load waterline which are within L (see 3-1-1/3). Superstructures or deckhouses
having a breadth at any point no greater than 0.25B may be excluded. Screens
and bulwarks more than 1.5 m (4.9 ft) in height are to be regarded as parts of
houses when calculating h and A. The height of the hatch coamings and that of any
deck cargo, such as containers, may be disregarded when determining h and A.
With regard to determining A, when a bulwark is more than 1.5 m (4.9 ft) high,
the area shown below as A2 should be included in A.
1.5 m (4.9 ft)
A2
F.P.
b = breadth, in m (ft), of the widest superstructure or deckhouse on each tier.
11.3 Support Structure




11.3.2 Sea Loads (2014)

exceed the following values:
Bending Stress Normal stress 85 100% of the yield strength of the
material
...
15 14 Hawse Pipes
Hawse pipes are to be of ample size and strength; they are to have full rounded flanges and the least
possible lead, in order to minimize the nip on the cables; they are to be securely attached to thick
doubling or insert plates by continuous welds the size of which are to be in accordance with Section 3-2-13
for the plating thickness and type of joint selected. When in position they are to be thoroughly tested for
watertightness by means of a hose in which the water pressure is not to be less than 2.06 bar (2.1 kgf/cm2,
30 psi). Hawse pipes for stockless anchors are to provide ample clearances; the anchors are to be shipped
and unshipped so that the Surveyor may be satisfied that there is no risk of the anchor jamming in the
hawse pipe. Care is to be taken to ensure a fair lead for the chain from the windlass to the hawse pipes
and to the chain pipes.



17.1 All Craft
Hawsers and towlines and requirements for associated equipment and arrangements as described in in
3-5-1/17.9 and 3-5-1/17.11 are not required as a condition of classification. The hawsers and towlines
listed in 3-5-1/Table 2 and 3-5-1/Table 3 are intended as a minimum guide. Where the tabular breaking
strength exceeds 490 kN (50,000 kgf, 110,200 lbf), the breaking strength and the number of individual
hawsers given in the Table may be modified, provided their product is not less than that of the breaking
strength and the number of hawsers given in the Table. For vessels having an A/EN ratio greater than
0.9 for metric units (9.7 for US units), the number of hawsers given in 3-5-1/Table 2 is to be increased
by the number given below.

A/EN Ratio
SI Units, Metric Units U.S. Units Increase number of hawsers by
above 0.9 up to 1.1 above 9.7 up to 11.8 1
above 1.1 up to 1.2 above 11.8 up to 12.9 2
where
17.3 Mooring Lines

The mooring lines for craft with Equipment Number EN of less than or equal to 2000 are given in 3-5-
1/17.3.1. For other craft, the mooring lines are given in 3-5-1/17.3.2.
loading manual is to be included for the determination of side-projected area A.
17.3.1 Mooring Lines for Craft with EN 2000

The minimum mooring lines for craft having an Equipment Number EN of less than or equal
For craft having an A/EN ratio greater than 0.9 for SI or MKS units (9.7 for US units), the
number of hawsers given in 3-5-1/Table 2 is to be increased by the number given below:
A/EN Ratio
Increase
SI Units number of
17.3.2 Mooring Lines for Craft with EN > 2000

The minimum strength and number of mooring lines for craft with an Equipment Number EN >
2000 are given in 3-5-1/17.3.2(a) and 3-5-1/17.3.2(b), respectively, and is intended as a guide.
The length of mooring lines is given by 3-5-1/17.3.3.
defining head, stern, and breast lines) for craft with an Equipment Number EN > 2000 are based
on the side-projected area A1. Side projected area A1 should be calculated similar to the side-
projected area A according to 3-5-1/3 but considering the following conditions:
The lightest draft of usual loading conditions is to be considered if the ratio of the
freeboard in the lightest draft and the full load condition is equal to or above two.
Usual loading conditions are loading conditions as given by the trim and stability
booklet that are expected to regularly occur during operation and, in particular, that
exclude light weight conditions, propeller inspection conditions, etc.

area A1 unless the craft is intended to be regularly moored to jetty type piers. A height
of the pier surface of 3 m (4.9 ft) over waterline may be assumed (i.e., the lower part
of the side-projected area with a height of 3 m (4.9 ft) above the waterline) for the
considered loading condition may be disregarded for the calculation of the side-
projected area A1.
vw = 25.0 - 0.002 (A1 2000) m/s for passenger craft, ferries, and car
= 21.0 m/s for passenger craft, ferries, and car
= 25.0 m/s for other craft
= 82.0 - 0.00061 (A1 21528) ft/s for passenger craft, ferries, and car
= 68.9 ft/s for passenger craft, ferries, and car
= 82.0 ft/s for other craft
mean draft. Furthermore, it is considered that craft are moored to solid piers that provide
Additional loads caused by higher wind or current speeds, cross currents, additional wave loads,
or reduced shielding from non-solid piers may need to be particularly considered. Furthermore,
it should be observed that unbeneficial mooring layouts can considerably increase the loads on
single mooring lines.
Breast line: A mooring line that is deployed perpendicular to the craft, restraining the
craft in the off-berth direction.
Spring line: A mooring line that is deployed almost parallel to the craft, restraining the
craft in the fore or aft direction.
direction, restraining the craft in the off-berth and in fore or aft direction. The amount of
these directions.

17.2.2(a) Minimum Breaking Strength. The minimum breaking strength, in kN (kgf, lbf), of
the mooring lines should be taken as:
MBL = 0.1 A1 + 350 kN
MBL = 10.20 A1 + 35690 kgf
MBL = 2.089 A1 + 78680 lbf
conditions given by 3-5-1/17.3.2. For these craft, the acceptable wind speed vw*can be
estimated as follows:
2
21
MBL MBL
*
for vw in m/s
vw
2
68.9
vw
2
v
MBL w
* MBL

vw
17.3.2(b) Number of Mooring Lines. The total number of head, stern, and breast lines (see
Note in 3-5-1/17.3.2) should be taken as:
n = 8.310-4 A1 + 6 for A1 in m2
n = 7.7110-5 A1 + 6 for A1 in ft2
n = 8.310-4 A1 + 4 for A1 in m2
n = 7.7110-5 A1 + 4 for A1 in ft2

and n the number of lines for the considered craft type as calculated by the above
The length of mooring lines for craft with EN of less than or equal to 2000 may be taken from
3-5-1/Table 2. For craft with EN > 2000 the length of mooring lines may be taken as 200 m.
17.5 Tow line
The tow lines are given in 3-5-1/Table 3 and are intended as a crafts own tow line of a craft being towed
by a tug or other craft. For the selection of the tow line from 3-5-1/Table 3, the Equipment Number (EN)
is to be taken according to 3-5-1/3.

Tow lines and mooring lines may be of wire, natural fiber, or synthetic fiber construction or of a mixture
wear.
17.9 Mooring Winches

17.9.1

17.9.2
17.9.3
Mooring lines in the same service (e.g., breast lines, see Note in 3-5-1/17.11.2) should be of
the same characteristic in terms of strength and elasticity.
winches.
fairlead.
For towing purposes, at least one chock is to be provided close to centerline of the craft forward
and aft. It is also beneficial to provide additional chocks on port and starboard side at the
transom and at the bow.
(6.6 ft) Towing bitt

2m
Offset
Towing chock

For all craft, it is recommended to provide towing arrangements fore and aft of sufficient
strength for other towing service as defined in 3-2-7/4.3.2 of the Steel Vessel Rules.
19 Bollard, Fairlead and Chocks

19.1 General
The arrangements and details below are for guidance only and are not required for class. The guidance
for the supporting structures of these deck fittings are specified in 3-2-7/4 of the Steel Vessel Rules.
vessels) . or comply with the requirements given in 3-5-1/19.3.1 and 3-5-1/19.3.2. For shipboard fittings
in 3-2-7/4.7 of the Steel Vessel Rules, respectively, are to be considered. The design load used to assess
deck shipboard fittings and their attachments to the hull are to be in accordance with the requirements as
specified in 3-2-7/4 of the Steel Vessel Rules.
strength that is not less than that according to 3-5-1/Table 2 (see Notes in 3-2-7/4.3.1 of the
Steel Vessel Rules).
the fitting and of its attachment to the craft is to be in accordance with requirements related to
mooring in 3-2-7/4.3 and 3-2-7/4.5 of the Steel Vessel Rules. Mooring bitts (double bollards)
are required to resist the loads caused by the mooring line attached in figure-of-eight fashion,
see Note. For strength assessment beam theory or finite element analysis using net scantlings
is to be applied, as appropriate. Corrosion additions are to be as defined in 3-2-7/4.7.2 of the
Steel Vessel Rules. A wear down allowance is to be included as defined in 3-2-7/4.7.3 of the
Steel Vessel Rules. Consideration may be given to accepting load tests as alternative to strength
Note:
occur.

3-5-1/Table 3 (see Notes in 3-2-7/4.3.2 for other towing services),
the fitting and of its attachment to the craft is to be in accordance with requirements related to
towing in 3-2-7/4.3 and 3-2-7/4.5 of the Steel Vessel Rules. Towing bitts (double bollards) are
required to resist the loads caused by the towing line attached with eye splice. For strength
appropriate. Corrosion additions are to be as defined in 3-2-7/4.7.2 of the Steel Vessel Rules. A
wear down allowance is to be included as defined in 3-2-7/4.7.3 of the Steel Vessel Rules.
Consideration may be given to accepting load tests as alternative to strength assessment by
calculations.
The SWL is not to exceed 80% of the design load per 3-2-7/4.3 of the Steel Vessel Rules.
ii) Unless a greater SWL is requested by the applicant according to 3-2-7/4.3.3 of the
Steel Vessel Rules, the SWL is not to exceed the minimum breaking strength of the
mooring line according to 3-5-1/Table 2, see Notes in 3-2-7/4.3.1 of the Steel Vessel
Rules.
equivalent) on the fittings used for mooring. For fittings intended to be used for both
addition to SWL.
line.
The SWL used for normal towing operations (e.g., harbor/maneuvering) is not to exceed 80%
of the design load per 3-2-7/4.3.2(a) of the Steel Vessel Rules and the SWL used for other
towing operations (e.g., escort) is not to exceed the design load per 3-2-7/4.3.2(b) of the Steel
Vessel Rules. For deck fittings used for both normal and other towing operations, the design
load of 3-2-7/4.3.2 of the Steel Vessel Rules is to be used.
3-2-7/4.3.2 for normal towing operations.
according to 3-2-7/4.3.2 for other towing service.

operations.
mooring, SWL, in tonnes, according to 3-5-1/19.5.1 is to be marked in addition to TOW.
19.5.3 Marking and Plan
19.5.3(a) Marking. The SWL of each deck shipboard fitting is to be marked (by weld bead or
equivalent) on the deck fittings used for towing/mooring.
define the method of use of mooring lines and/or towing lines.
mooring arrangements plan available on board for the guidance of the Master.
Location on the ship craft;
Fitting type;
SWL and TOW;
Purpose (mooring/harbor towing/escort other towing); and
mooring arrangements as permitted in Note 2 of 3-2-7/4.3.1(a) of the Steel Vessel Rules, the arrangement of
mooring lines showing number of lines together with the breaking strength of each mooring line are to be
clearly indicated on the plan.
This The above information is to be incorporated into the pilot card in order to provide the pilot proper
information on harbor/escorting other towing operations.
the acceptable environmental conditions as given in 3-5-1/17.2.2 for the minimum breaking
strength of mooring lines for craft with Equipment Number EN > 2000:

TABLE 1
Equipment for Self-propelled Ocean-going Craft (2018)
SI, MKS Units
The weight per anchor of bower anchors given in 3-5-1/Table 1 is for anchors of equal weight. The weight of individual anchors
may vary 7% plus or minus from the tabular weight provided that the combined weight of all anchors is not less than that required
for anchors of equal weight. The total length of chain required to be carried on board, as given in 3-5-1/Table 1, is to be reasonably
divided between the two bower anchors. Where three anchors are given in 3-5-1/Table 1, the third anchor is intended as a spare
bower anchor and is listed for guidance only. It is not required as a condition of classification.
Stockless Bower Anchors Chain Cable Stud Link Bower Chain**
Diameter
UA1 30 2 75 192.5 12.5
UA2 40 2 100 192.5 12.5
UA3 50 2 120 192.5 12.5
UA4 60 2 140 192.5 12.5
UA5 70 2 160 220 14 12.5
UA6 80 2 180 220 14 12.5

UA7 90 2 210 220 16 14
UA8 100 2 240 220 16 14
UA9 110 2 270 247.5 17.5 16
UA10 120 2 300 247.5 17.5 16
UA11 130 2 340 275 19 16

UA12 140 2 390 275 20.5 17.5
U6 150 2 480 275 22 19
U7 175 2 570 302.5 24 20.5
U8 205 32 660 302.5 26 22 20.5
U9 240 32 780 330 28 24 22
U10 280 32 900 357.5 30 26 24
U11 320 32 1020 357.5 32 28 24

U12 360 32 1140 385 34 30 26
U13 400 32 1290 385 36 32 28
U14 450 32 1440 412.5 38 34 30
U15 500 32 1590 412.5 40 34 30
U16 550 32 1740 440 42 36 32

U17 600 32 1920 440 44 38 34
U18 660 32 2100 440 46 40 36
U19 720 32 2280 467.5 48 42 36
U20 780 32 2460 467.5 50 44 38
U21 840 32 2640 467.5 52 46 40

U22 910 32 2850 495 54 48 42
U23 980 32 3060 495 56 50 44
U24 1060 32 3300 495 58 50 46
U25 1140 32 3540 522.5 60 52 46
U26 1220 32 3780 522.5 62 54 48

U27 1300 32 4050 522.5 64 56 50
U28 1390 32 4320 550 66 58 50
U29 1480 32 4590 550 68 60 52
U30 1570 32 4890 550 70 62 54

TABLE 1 (continued)
SI, MKS Units
Diameter
U31 1670 32 5250 577.5 73 64 56
U32 1790 32 5610 577.5 76 66 58
U33 1930 32 6000 577.5 78 68 60
U34 2080 32 6450 605 81 70 62
U35 2230 32 6900 605 84 73 64
U36 2380 32 7350 605 87 76 66

U37 2530 32 7800 632.5 90 78 68
U38 2700 32 8300 632.5 92 81 70
U39 2870 32 8700 632.5 95 84 73
U40 3040 32 9300 660 97 84 76
U41 3210 32 9900 660 100 87 78

U42 3400 32 10500 600 102 90 78
U43 3600 32 11100 687.5 105 92 81
U44 3800 32 11700 687.5 107 95 84
U45 4000 32 12300 687.5 111 97 87
U46 4200 32 12900 715 114 100 87

U47 4400 32 13500 715 117 102 90
U48 4600 32 14100 715 120 105 92
U49 4800 32 14700 742.5 122 107 95
U50 5000 32 15400 742.5 124 111 97
U51 5200 32 16100 742.5 127 111 97

U52 5500 32 16900 742.5 130 114 100
U53 5800 32 17800 742.5 132 117 102
U54 6100 32 18800 742.5 120 107
U55 6500 32 20000 770 124 111
U56 6900 32 21500 770 127 114

U57 7400 32 23000 770 132 117
U58 7900 32 24500 770 137 122
U59 8400 32 26000 770 142 127
U60 8900 32 27500 770 147 132
U61 9400 32 29000 770 152 132
U62 10000 32 31000 770 137

U63 10700 32 33000 770 142
U64 11500 32 35500 770 147
U65 12400 32 38500 770 152
U66 13400 32 42000 770 157
U67 14600 32 46000 770 162

TABLE 1
US Units
may vary 7% plus or minus from the tabular weight, provided that the combined weight of all anchors is not less than that required
for anchors of equal weight. The total length of chain required to be carried onboard, as given in 3-5-1/Table 1, is to be reasonably
Diameter
UA1 30 2 165 105 1/2
UA2 40 2 220 105 1/2
UA3 50 2 265 105 1/2
UA4 60 2 310 105 1/2
UA5 70 2 350 120 9/16 1/2
UA6 80 2 400 120 9/16 1/2

UA7 90 2 460 120 5/8 9/16
UA8 100 2 530 120 5/8 9/16
UA9 110 2 595 135 11/16 5/8
UA10 120 2 670 135 11/16 5/8
UA11 130 2 750 150 3/4 11/16

UA12 140 2 860 150 13/16 11/16
U6 150 2 1060 150 7/8 3/4
U7 175 2 1255 165 15/16 13/16
U8 205 32 1455 165 1 7/8 13/16
U9 240 32 1720 180 1 1/8 15/16 7/8
U10 280 32 1985 195 1 3/16 1 15/16
U11 320 32 2250 195 1 1/4 1 1/8 15/16
U12 360 32 2510 210 1 5/16 1 3/16 1

U13 400 32 2840 210 1 7/16 1 1/4 1 1/8
U14 450 32 3170 225 1 1/2 1 5/16 1 3/16
U15 500 32 3500 225 1 9/16 1 5/16 1 3/16
U16 550 32 3830 240 1 5/8 1 7/16 1 1/4

U17 600 32 4230 240 1 3/4 1 1/2 1 5/16
U18 660 32 4630 240 1 13/16 1 9/16 1 7/16
U19 720 32 5020 255 1 7/8 1 5/8 1 7/16
U20 780 32 5420 255 2 1 3/4 1 1/2
U21 840 32 5820 255 2 1/16 1 13/16 1 9/16

U22 910 32 6280 270 2 1/8 1 7/8 1 5/8
U23 980 32 6740 270 2 3/16 1 15/16 1 3/4
U24 1060 32 7270 270 2 5/16 2 1 13/16
U25 1140 32 7800 285 2 3/8 2 1/16 1 13/16
U26 1220 32 8330 285 2 7/16 2 1/8 1 7/8

U27 1300 32 8930 285 2 1/2 2 3/16 2
U28 1390 32 9520 300 2 5/8 2 5/16 2
U29 1480 32 10120 300 2 11/16 2 3/8 2 1/16
U30 1570 32 10800 300 2 3/4 2 7/16 2 1/8

TABLE 1 (continued)
US Units
Diameter
U31 1670 32 11600 315 2 7/8 2 1/2 2 3/16
U32 1790 32 12400 315 3 2 5/8 2 5/16
U33 1930 32 13200 315 3 1/16 2 11/16 2 3/8
U34 2080 32 14200 330 3 3/16 2 3/4 2 7/16
U35 2230 32 15200 330 3 5/16 2 7/8 2 1/2
U36 2380 32 16200 330 3 7/16 3 2 5/8

U37 2530 32 17200 345 3 9/16 3 1/16 2 11/16
U38 2700 32 18300 345 3 5/8 3 3/16 2 3/4
U39 2870 32 19200 345 3 3/4 3 5/16 2 7/8
U40 3040 32 20500 360 3 7/8 3 5/16 3
U41 3210 32 21800 360 3 15/16 3 7/16 3 1/16

U42 3400 32 23100 360 4 3 9/16 3 1/16
U43 3600 32 24500 375 4 1/8 3 5/8 3 3/16
U44 3800 32 25800 375 4 1/4 3 3/4 3 5/16
U45 4000 32 27100 375 4 3/8 3 7/8 3 7/16
U46 4200 32 28400 390 4 1/2 3 15/16 3 7/16

U47 4400 32 29800 390 4 5/8 4 3 9/16
U48 4600 32 31100 390 4 3/4 4 1/8 3 5/8
U49 4800 32 32400 405 4 3/4 4 1/4 3 3/4
U50 5000 32 33900 405 4 7/8 4 3/8 3 7/8
U51 5200 32 35500 405 5 4 3/8 3 7/8

U52 5500 32 37200 405 5 1/8 4 1/2 3 15/16
U53 5800 32 39200 405 5 1/8 4 5/8 4
U54 6100 32 41400 405 4 3/4 4 1/4
U55 6500 32 44000 420 4 7/8 4 3/8
U56 6900 32 47400 420 5 4 1/2

U57 7400 32 50700 420 5 1/8 4 5/8
U58 7900 32 54000 420 5 3/8 4 3/4
U59 8400 32 57300 420 5 5/8 5
U60 8900 32 60600 420 5 3/4 5 1/8
U61 9400 32 63900 420 6 5 1/8
U62 10000 32 68000 420 5 3/8

U63 10700 32 72500 420 5 5/8
U64 11500 32 78000 420 5 3/4
U65 12400 32 85000 420 6
U66 13400 32 92500 420 6 1/8
U67 14600 32 101500 420 6 3/8

TABLE 2
Towline and Hawsers for Self-propelled Ocean-going Craft
SI & MKS Units

U6 150 180 98.0 10000 3 120 54.0 5500
U7 175 180 112.0 11400 3 120 59.0 6000
U8 205 180 129.0 13200 4 120 64.0 6500
U9 240 180 150.0 15300 4 120 69.0 7000
U10 280 180 174.0 17700 4 140 74.0 7500
U11 320 180 207.0 21100 4 140 78.0 8000

U12 360 180 224.0 22800 4 140 88.0 9000
U13 400 180 250.0 25500 4 140 98.0 10000
U14 450 180 277.0 28200 4 140 108.0 11000
U15 500 190 306.0 31200 4 160 123.0 12500
U16 550 190 338.0 34500 4 160 132.0 13500

U17 600 190 370.0 37800 4 160 147.0 15000
U18 660 190 406.0 41400 4 160 157.0 16000
U19 720 190 441.0 45000 4 170 172.0 17500
U20 780 190 479.0 48900 4 170 186.0 19000
U21 840 190 518.0 52800 4 170 201.0 20500

U22 910 190 559.0 57000 4 170 216.0 22000
U23 980 200 603.0 61500 4 180 230.0 23500
U24 1060 200 647.0 66000 4 180 250.0 25500
U25 1140 200 691.0 70500 4 180 270.0 27500
U26 1220 200 738.0 75300 4 180 284.0 29000

U27 1300 200 786.0 80100 4 180 309.0 31500
U28 1390 200 836.0 85200 4 180 324.0 33000
U29 1480 220 888.0 90600 5 190 324.0 33000
U30 1570 220 941.0 96000 5 190 333.0 34000
U31 1670 220 1024.0 104400 5 190 353.0 36000

U32 1790 220 1109.0 113100 5 190 378.0 38500
U33 1930 220 1168.0 119100 5 190 402.0 41000
U34 2080 240 1259.0 128400 5 200 422.0 43000
U35 2230 240 1356.0 138300 5 200 451.0 46000
U36 2380 240 1453.0 148200 5 200 480.0 49000

U37 2530 260 1471.0 150000 6 200 480.0 49000
U38 2700 260 1471.0 150000 6 200 490.0 50000
U39 2870 260 1471.0 150000 6 200 500.0 51000
U40 3040 280 1471.0 150000 6 200 520.0 53000

TABLE 2 (continued)
SI & MKS Units
U41 3210 280 1471.0 150000 6 200 554.0 56500
U42 3400 280 1471.0 150000 6 200 588.0 60000
U43 3600 300 1471.0 150000 6 200 618.0 63000
U44 3800 300 1471.0 150000 6 200 647.0 66000
U45 4000 300 1471.0 150000 7 200 647.0 66000
U46 4200 300 1471.0 150000 7 200 657.0 67000

U47 4400 300 1471.0 150000 7 200 667.0 68000
U48 4600 300 1471.0 150000 7 200 677.0 69000
U49 4800 300 1471.0 150000 7 200 686.0 70000
U50 5000 300 1471.0 150000 8 200 686.0 70000
U51 5200 300 1471.0 150000 8 200 696.0 71000

U52 5500 300 1471.0 150000 8 200 706.0 72000
U53 5800 300 1471.0 150000 9 200 706.0 72000
U54 6100 300 1471.0 150000 9 200 716.0 73000
U55 6500 300 1471.0 150000 9 200 726.0 74000
U56 6900 300 1471.0 150000 10 200 726.0 74000

U57 7400 300 1471.0 150000 11 200 726.0 74000
U58 7900 11 200 736.0 75000
U59 8400 12 200 736.0 75000
U60 8900 13 200 736.0 75000
U61 9400 14 200 736.0 75000
U62 10000 15 200 736.0 75000

U63 10700 16 200 736.0 75000
U64 11500 17 200 736.0 75000
U65 12400 18 200 736.0 75000
U66 13400 19 200 736.0 75000
U67 14600 21 200 736.0 75000

TABLE 2
US Units
U6 150 98 22000 3 66 12100
U7 175 98 25100 3 66 13200
U8 205 98 29100 4 66 14300
U9 240 98 33700 4 66 15400
U10 280 98 39000 4 77 16500
U11 320 98 46500 4 77 17600

U12 360 98 50300 4 77 19800
U13 400 98 56200 4 77 22000
U14 450 98 62200 4 77 24200
U15 500 104 68800 4 88 27600
U16 550 104 76000 4 88 29800

U17 600 104 83300 4 88 33100
U18 660 104 91200 4 88 35300
U19 720 104 99200 4 93 38600
U20 780 104 107800 4 93 41900
U21 840 104 116400 4 93 45200

U22 910 104 125600 4 93 48500
U23 980 109 135500 4 98 51800
U24 1060 109 145500 4 98 56200
U25 1140 109 155400 4 98 60600
U26 1220 109 166000 4 98 63900

U27 1300 109 176500 4 98 69400
U28 1390 109 187800 4 98 72800
U29 1480 120 199700 5 104 72800
U30 1570 120 211500 5 104 75000
U31 1670 120 230000 5 104 79400

U32 1790 120 249500 5 104 84900
U33 1930 120 262500 5 104 90400
U34 2080 131 283000 5 109 94800
U35 2230 131 305000 5 109 101400
U36 2380 131 326500 5 109 108000

U37 2530 142 330500 6 109 108000
U38 2700 142 330500 6 109 110200
U39 2870 142 330500 6 109 112400
U40 3040 153 330500 6 109 116800

TABLE 2 (continued)
US Units
U41 3210 153 330500 6 109 124600
U42 3400 153 330500 6 109 132300
U43 3600 164 330500 6 109 138900
U44 3800 164 330500 6 109 145500
U45 4000 164 330500 7 109 145500
U46 4200 164 330500 7 109 147700

U47 4400 164 330500 7 109 149900
U48 4600 164 330500 7 109 152100
U49 4800 164 330500 7 109 154300
U50 5000 164 330500 8 109 154300
U51 5200 164 330500 8 109 156500

U52 5500 164 330500 8 109 158700
U53 5800 164 330500 9 109 158700
U54 6100 164 330500 9 109 160900
U55 6500 164 330500 9 109 163100
U56 6900 164 330500 10 109 163100

U57 7400 164 330500 11 109 163100
U58 7900 11 109 165300
U59 8400 12 109 165300
U60 8900 13 109 165300
U61 9400 14 109 165300
U62 10000 15 109 165300

U63 10700 16 109 165300
U64 11500 17 109 165300
U65 12400 18 109 165300
U66 13400 19 109 165300
U67 14600 21 109 165300

TABLE 2
Mooring Lines for Self-propelled Ocean-going Craft with EN 2000 (2018)

50 70 3 80 44 37 3750 8300
70 90 3 100 55 40 4000 9000
90 110 3 110 60 42 4500 9400
110 130 3 110 60 48 5000 10800
130 150 3 120 66 53 5400 11900
150 175 3 120 66 59 6000 13300
175 205 3 120 66 64 6500 14400
205 240 4 120 66 69 7000 15500
240 280 4 120 66 75 7500 16900
280 320 4 140 77 80 8000 18000
320 360 4 140 77 85 8500 19100
360 400 4 140 77 96 9500 21600
400 450 4 140 77 107 11000 24100
450 500 4 140 77 117 12000 26300
500 550 4 160 87 134 13500 30100
550 600 4 160 87 143 14500 32100
600 660 4 160 87 160 16500 36000
660 720 4 160 87 171 17500 38400
720 780 4 170 93 187 19000 42000
780 840 4 170 93 202 20500 45400
840 910 4 170 93 218 22000 49000
910 980 4 170 93 235 24000 52800
980 1060 4 180 98 250 25500 56200
1060 1140 4 180 98 272 27500 61100
1140 1220 4 180 98 293 30000 65900
1220 1300 4 180 98 309 31500 69500
1300 1390 4 180 98 336 34500 75500
1390 1480 4 180 98 352 36000 79100
1480 1570 5 190 98 352 36000 79100
1570 1670 5 190 104 362 37000 81400
1670 1790 5 190 104 384 39000 86300
1790 1930 5 190 104 411 42000 92400
1930 2000 5 190 104 437 44500 98200

TABLE 3
Tow Lines for Self-propelled Ocean-going Craft (2018)

strength
50 70 180 98 98 10000 22000
70 90 180 98 98 10000 22000
90 110 180 98 98 10000 22000
110 130 180 98 98 10000 22000
130 150 180 98 98 10000 22000
150 175 180 98 98 10000 22000
175 205 180 98 112 11400 25100
205 240 180 98 129 13200 29100
240 280 180 98 150 15300 33700
280 320 180 98 174 17700 39000
320 360 180 98 207 21100 46500
360 400 180 98 224 22800 50300
400 450 180 98 250 25500 56200
450 500 180 98 277 28200 62200
500 550 190 104 306 31200 68800
550 600 190 104 338 34500 76000
600 660 190 104 370 37800 83300
660 720 190 104 406 41400 91200
720 780 190 104 441 45000 99200
780 840 190 104 479 48900 107800
840 910 190 104 518 52800 116400
910 980 190 104 559 57000 125600
980 1060 200 109 603 61500 135500
1060 1140 200 109 647 66000 145500
1140 1220 200 109 691 70500 155400
1220 1300 200 109 738 75300 166000
1300 1390 200 109 786 80100 176500
1390 1480 200 109 836 85200 187800
1480 1570 220 120 888 90600 199700
1570 1670 220 120 941 96000 211500
1670 1790 220 120 1024 104400 230000
1790 1930 220 120 1109 113100 249500
1930 2080 220 120 1168 119100 262500
2080 2230 240 131 1259 128400 283000
2230 2380 240 131 1356 138300 305000
2380 2530 240 131 1453 148200 326500
2530 2700 260 142 1471 150000 330500
2700 2870 260 142 1471 150000 330500
2870 3040 260 142 1471 150000 330500
3040 3210 280 153 1471 150000 330500
3210 3400 280 153 1471 150000 330500
3400 3600 280 153 1471 150000 330500
3600 - 300 164 1471 150000 330500

Reason:
minimum recommended number and strength of mooring lines, in particular, for larger craft is insufficient


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PROPOSED CHANGE TO: RULES FOR BUILDING AND CLASSING HIGH SPEED NAVAL
CRAFT 2017

CHAPTER 5 EQUIPMENT
SECTION 1 ANCHORING AND MOORING EQUIPMENT
Proposed Change:
1 General (2015) (2018)

All craft are to have a complete equipment set of anchor(s) and chains as outlined in this Section. The
symbol , a condition of classification, placed after the symbols of classification in the Record, thus:
A1 , indicates that the equipment of the craft is in compliance with the requirements of these Rules,
and tested in accordance with 3-5-1/7, or with requirements, which have been specially approved for
the particular service. The following is an example:
A1 , HSC Naval Craft, AMS
Cables which are intended to form part of the equipment are not to be used as deck chains when the
craft is launched. The inboard ends of the cables of the bower anchors are to be secured by efficient
means (see 3-5-1/15). Anchors and their cables are to be connected and positioned, ready for use. Where
three anchors are given in 3-5-1/Table 1, the third anchor is intended as a spare anchor and is listed for
guidance only; it is not required as a condition of classification. Means are to be provided for stopping
each cable as it is paid out, and the windlass should be capable of heaving in either cable. Suitable
arrangements are to be provided for securing the anchors and stowing the cables. See 3-5-1/16.
3 Calculation of EN
3.1 Monohulls (2012) (2018)
The basic Equipment Number (EN) is to be obtained from the following equation for use in determining
required equipment.
EN = k2/3 + m(Ba + bh) + nA
where
k = 1.0 (1.0, 1.012)
m = 2 (2, 0.186)
n = 0.1 (0.1, 0.00929)
= molded displacement, in metric tons (long tons), at the summer load waterline.
a = freeboard, in m (ft), from the light waterline amidships.

b = breadth, in m (ft), of the widest superstructure or deckhouse on each tier.
uppermost house; for the lowest tier h is to be measured at centerline from the
upper deck, as shown in 3-5-1/Figure 1A
h1, h2, h3, ... as shown in 3-5-1/Figure 1A. In the calculation of h, sheer, camber
and trim may be neglected.
B/4.
A = profile area, in m2 (ft2), of the hull, superstructure and houses above the summer
load waterline which are within L (see 3-1-1/3). Superstructures or deckhouses
having a breadth at any point no greater than 0.25B may be excluded. Screens and
bulwarks more than 1.5 m (4.9 ft) in height are to be regarded as parts of houses
when calculating h and A. The height of the hatch coamings and that of any deck
cargo, such as containers, may be disregarded when determining h and A. With
1.5 m (4.9 ft)
A2
F.P.
11.3 Support Structure (1 January 2004)




11.3.2 Sea Loads (2014)

exceed the following values:.
Bending Stress Normal stress 85 100% of the yield strength of the
material
...
15 14 Hawse Pipes
Hawse pipes are to be of ample size and strength; they are to have full rounded flanges and the least
possible lead, in order to minimize the nip on the cables; they are to be securely attached to thick
doubling or insert plates by continuous welds the size of which are to be in accordance with Section 3-2-13
for the plating thickness and type of joint selected. When in position they are to be thoroughly tested for
watertightness by means of a hose in which the water pressure is not to be less than 2.06 bar (2.1 kgf/cm2,
30 psi). Hawse pipes for stockless anchors are to provide ample clearances; the anchors are to be shipped
and unshipped so that the Surveyor may be satisfied that there is no risk of the anchor jamming in the
hawse pipe. Care is to be taken to provide a fair lead for the chain from the windlass to the hawse pipes
and to the chain pipes.



TABLE 1
SI, MKS Units
may vary 7% plus or minus from the tabular weight provided that the combined weight of all anchors is not less than that required
for anchors of equal weight. The total length of chain required to be carried on board, as given in 3-5-1/Table 1, is to be reasonably
Diameter
UA1 30 2 75 192.5 12.5
UA2 40 2 100 192.5 12.5
UA3 50 2 120 192.5 12.5
UA4 60 2 140 192.5 12.5
UA5 70 2 160 220 14 12.5
UA6 80 2 180 220 14 12.5

UA7 90 2 210 220 16 14
UA8 100 2 240 220 16 14
UA9 110 2 270 247.5 17.5 16
UA10 120 2 300 247.5 17.5 16
UA11 130 2 340 275 19 16

UA12 140 2 390 275 20.5 17.5
U6 150 2 480 275 22 19
U7 175 2 570 302.5 24 20.5
U8 205 32 660 302.5 26 22 20.5
U9 240 32 780 330 28 24 22
U10 280 32 900 357.5 30 26 24
U11 320 32 1020 357.5 32 28 24

U12 360 32 1140 385 34 30 26
U13 400 32 1290 385 36 32 28
U14 450 32 1440 412.5 38 34 30
U15 500 32 1590 412.5 40 34 30
U16 550 32 1740 440 42 36 32

U17 600 32 1920 440 44 38 34
U18 660 32 2100 440 46 40 36
U19 720 32 2280 467.5 48 42 36
U20 780 32 2460 467.5 50 44 38
U21 840 32 2640 467.5 52 46 40

U22 910 32 2850 495 54 48 42
U23 980 32 3060 495 56 50 44
U24 1060 32 3300 495 58 50 46
U25 1140 32 3540 522.5 60 52 46
U26 1220 32 3780 522.5 62 54 48

U27 1300 32 4050 522.5 64 56 50
U28 1390 32 4320 550 66 58 50
U29 1480 32 4590 550 68 60 52
U30 1570 32 4890 550 70 62 54

TABLE 1 (continued)
SI, MKS Units
Diameter
U31 1670 32 5250 577.5 73 64 56
U32 1790 32 5610 577.5 76 66 58
U33 1930 32 6000 577.5 78 68 60
U34 2080 32 6450 605 81 70 62
U35 2230 32 6900 605 84 73 64
U36 2380 32 7350 605 87 76 66

U37 2530 32 7800 632.5 90 78 68
U38 2700 32 8300 632.5 92 81 70
U39 2870 32 8700 632.5 95 84 73
U40 3040 32 9300 660 97 84 76
U41 3210 32 9900 660 100 87 78

U42 3400 32 10500 600 102 90 78
U43 3600 32 11100 687.5 105 92 81
U44 3800 32 11700 687.5 107 95 84
U45 4000 32 12300 687.5 111 97 87
U46 4200 32 12900 715 114 100 87

U47 4400 32 13500 715 117 102 90
U48 4600 32 14100 715 120 105 92
U49 4800 32 14700 742.5 122 107 95
U50 5000 32 15400 742.5 124 111 97
U51 5200 32 16100 742.5 127 111 97

U52 5500 32 16900 742.5 130 114 100
U53 5800 32 17800 742.5 132 117 102
U54 6100 32 18800 742.5 120 107
U55 6500 32 20000 770 124 111
U56 6900 32 21500 770 127 114

U57 7400 32 23000 770 132 117
U58 7900 32 24500 770 137 122
U59 8400 32 26000 770 142 127
U60 8900 32 27500 770 147 132
U61 9400 32 29000 770 152 132
U62 10000 32 31000 770 137

U63 10700 32 33000 770 142
U64 11500 32 35500 770 147
U65 12400 32 38500 770 152
U66 13400 32 42000 770 157
U67 14600 32 46000 770 162

TABLE 1
US Units
may vary 7% plus or minus from the tabular weight, provided that the combined weight of all anchors is not less than that required
for anchors of equal weight. The total length of chain required to be carried onboard, as given in 3-5-1/Table 1, is to be reasonably
Diameter
UA1 30 2 165 105 1/2
UA2 40 2 220 105 1/2
UA3 50 2 265 105 1/2
UA4 60 2 310 105 1/2
UA5 70 2 350 120 9/16 1/2
UA6 80 2 400 120 9/16 1/2

UA7 90 2 460 120 5/8 9/16
UA8 100 2 530 120 5/8 9/16
UA9 110 2 595 135 11/16 5/8
UA10 120 2 670 135 11/16 5/8
UA11 130 2 750 150 3/4 11/16

UA12 140 2 860 150 13/16 11/16
U6 150 2 1060 150 7/8 3/4
U7 175 2 1255 165 15/16 13/16
U8 205 32 1455 165 1 7/8 13/16
U9 240 32 1720 180 1 1/8 15/16 7/8
U10 280 32 1985 195 1 3/16 1 15/16
U11 320 32 2250 195 1 1/4 1 1/8 15/16
U12 360 32 2510 210 1 5/16 1 3/16 1

U13 400 32 2840 210 1 7/16 1 1/4 1 1/8
U14 450 32 3170 225 1 1/2 1 5/16 1 3/16
U15 500 32 3500 225 1 9/16 1 5/16 1 3/16
U16 550 32 3830 240 1 5/8 1 7/16 1 1/4

U17 600 32 4230 240 1 3/4 1 1/2 1 5/16
U18 660 32 4630 240 1 13/16 1 9/16 1 7/16
U19 720 32 5020 255 1 7/8 1 5/8 1 7/16
U20 780 32 5420 255 2 1 3/4 1 1/2
U21 840 32 5820 255 2 1/16 1 13/16 1 9/16

U22 910 32 6280 270 2 1/8 1 7/8 1 5/8
U23 980 32 6740 270 2 3/16 1 15/16 1 3/4
U24 1060 32 7270 270 2 5/16 2 1 13/16
U25 1140 32 7800 285 2 3/8 2 1/16 1 13/16
U26 1220 32 8330 285 2 7/16 2 1/8 1 7/8

U27 1300 32 8930 285 2 1/2 2 3/16 2
U28 1390 32 9520 300 2 5/8 2 5/16 2
U29 1480 32 10120 300 2 11/16 2 3/8 2 1/16
U30 1570 32 10800 300 2 3/4 2 7/16 2 1/8

TABLE 1 (continued)
US Units
Diameter
U31 1670 32 11600 315 2 7/8 2 1/2 2 3/16
U32 1790 32 12400 315 3 2 5/8 2 5/16
U33 1930 32 13200 315 3 1/16 2 11/16 2 3/8
U34 2080 32 14200 330 3 3/16 2 3/4 2 7/16
U35 2230 32 15200 330 3 5/16 2 7/8 2 1/2
U36 2380 32 16200 330 3 7/16 3 2 5/8

U37 2530 32 17200 345 3 9/16 3 1/16 2 11/16
U38 2700 32 18300 345 3 5/8 3 3/16 2 3/4
U39 2870 32 19200 345 3 3/4 3 5/16 2 7/8
U40 3040 32 20500 360 3 7/8 3 5/16 3
U41 3210 32 21800 360 3 15/16 3 7/16 3 1/16

U42 3400 32 23100 360 4 3 9/16 3 1/16
U43 3600 32 24500 375 4 1/8 3 5/8 3 3/16
U44 3800 32 25800 375 4 1/4 3 3/4 3 5/16
U45 4000 32 27100 375 4 3/8 3 7/8 3 7/16
U46 4200 32 28400 390 4 1/2 3 15/16 3 7/16

U47 4400 32 29800 390 4 5/8 4 3 9/16
U48 4600 32 31100 390 4 3/4 4 1/8 3 5/8
U49 4800 32 32400 405 4 3/4 4 1/4 3 3/4
U50 5000 32 33900 405 4 7/8 4 3/8 3 7/8
U51 5200 32 35500 405 5 4 3/8 3 7/8

U52 5500 32 37200 405 5 1/8 4 1/2 3 15/16
U53 5800 32 39200 405 5 1/8 4 5/8 4
U54 6100 32 41400 405 4 3/4 4 1/4
U55 6500 32 44000 420 4 7/8 4 3/8
U56 6900 32 47400 420 5 4 1/2

U57 7400 32 50700 420 5 1/8 4 5/8
U58 7900 32 54000 420 5 3/8 4 3/4
U59 8400 32 57300 420 5 5/8 5
U60 8900 32 60600 420 5 3/4 5 1/8
U61 9400 32 63900 420 6 5 1/8
U62 10000 32 68000 420 5 3/8

U63 10700 32 72500 420 5 5/8
U64 11500 32 78000 420 5 3/4
U65 12400 32 85000 420 6
U66 13400 32 92500 420 6 1/8
U67 14600 32 101500 420 6 3/8

TABLE 2
Mooring Lines for Self-propelled Ocean-going Craft with EN 2000 (2018)

50 70 3 80 44 37 3750 8300
70 90 3 100 55 40 4000 9000
90 110 3 110 60 42 4500 9400
110 130 3 110 60 48 5000 10800
130 150 3 120 66 53 5400 11900
150 175 3 120 66 59 6000 13300
175 205 3 120 66 64 6500 14400
205 240 4 120 66 69 7000 15500
240 280 4 120 66 75 7500 16900
280 320 4 140 77 80 8000 18000
320 360 4 140 77 85 8500 19100
360 400 4 140 77 96 9500 21600
400 450 4 140 77 107 11000 24100
450 500 4 140 77 117 12000 26300
500 550 4 160 87 134 13500 30100
550 600 4 160 87 143 14500 32100
600 660 4 160 87 160 16500 36000
660 720 4 160 87 171 17500 38400
720 780 4 170 93 187 19000 42000
780 840 4 170 93 202 20500 45400
840 910 4 170 93 218 22000 49000
910 980 4 170 93 235 24000 52800
980 1060 4 180 98 250 25500 56200
1060 1140 4 180 98 272 27500 61100
1140 1220 4 180 98 293 30000 65900
1220 1300 4 180 98 309 31500 69500
1300 1390 4 180 98 336 34500 75500
1390 1480 4 180 98 352 36000 79100
1480 1570 5 190 98 352 36000 79100
1570 1670 5 190 104 362 37000 81400
1670 1790 5 190 104 384 39000 86300
1790 1930 5 190 104 411 42000 92400
1930 2000 5 190 104 437 44500 98200

Reason:
minimum recommended number and strength of mooring lines, in particular, for larger vessels is insufficient


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PREPARATION DATE: 5 October 2016
PROPOSED CHANGE TO: RULES FOR BUILDING AND CLASSING BULK CARRIERS FOR
SERVICE ON GREAT LAKES 2017

SECTION 3 DECKS
Proposed Change:
19 Hopper Slope (1 July 2017)

19.1 Hopper Slope as a Part of a Tank
Where the hopper slope forms a part of a tank, the plating and strength requirements are as required for
tank boundary bulkhead, see 3-2-7/3.
19.3 Hopper Slope not a Part of a Tank
Where hopper slope is not a part of a tank, the inner bottom Plating has to meet the minimum thickness
requirement for inner bottom plating, see 3-2-4/11. In lieu of meeting the inner bottom plating thickness
requirement 3-2-4/11, the hopper slope plating and stiffeners are to meet 3-2-3/19.3.1 and 3-2-319.3.2.
19.3.1 Plating
In lieu of meeting the inner bottom plating thickness requirement 3-2-4/11, the net thickness of
the hopper slope plating is not to be less than t1, t2, and t3, as obtained from the following
equations:
t1 = 0.73s(k1p/f1)1/2 mm (in.)
t2 = 0.73s(k2p/f2)1/2 mm (in.)
t3 = 6.35 mm (0.25 in.)
where
s = stiffener spacing, in mm (in.)
k1 = 0.342
k2 = 0.500
p = nominal pressure due to gravity at the lower edge of each plate, in
N/cm2 (kgf/cm2, lbf/in2)
= k3ghc[cos2 + (1 sino)sin2]
k3 = adjustment factor to account for the Great Lakes environment
= 0.870
g = specific weight of the bulk cargo considered, in N/cm2-m (kgf/cm2-m,
lbf/in2-ft). g is not to be taken less than 1.471 N/cm2-m (0.15 kgf/cm2-
m, 0.6503 lbf/in2-ft)
= slope of wall measured from horizontal plane, in degrees

o = angle of repose for the bulk cargo considered, normally 30 degrees
(Re: Code of Safe Practice for Solid Bulk Cargoes published by IMO)
hc = vertical distance from the top cargo surface to the wall point considered
in upright condition, in m (ft)
f1 = permissible bending stress, in the longitudinal direction, in N/cm2
(kgf/cm2, lbf/in2)
= 0.60SmY
f2 = permissible bending stress, in the vertical direction, in N/cm2 (kgf/cm2,

lbf/in2)
= 0.85SmY
Sm = strength reduction factor
= 1 for Ordinary Strength Steel, as specified in 2-1-2/Table 2 of the
ABS Rules for Materials and Welding (Part 2)
= 0.95 for Grade H32, as specified in 2-1-3/Table 2 of the ABS Rules
for Materials and Welding (Part 2)
Y = minimum specified yield point of the plating, in N/cm2 (kgf/cm2, lbf/in2)
Nominal Design Corrosion Value (NDCV) is to be taken as 2 mm (0.08 in.).
19.3.2 Stiffeners
Each stiffener is to have sufficient section modulus SM to withstand the pressure p as defined
in 3-2-3/19.3.1.
Reason:
1) When the hopper slope is not a part of a tank, it is not covered in the Great Lakes Bulk Carriers Rules 1978
(and 2017). The reason for this Proposed Rule Change (PRC) is to cover this common case and avoid the
confusion it is causing our clients by not having this area addressed in our Rules. This Proposed Rule
Change (PRC) was presented during the GREAT LAKES TECHNICAL COMMITTEE MEETING in
Chicago on 17 June 2015, and we have received positive feedback from clients for addressing this subject.
2) Since the above method for calculating pressure (p) is taken from SVR 5C-3-3/5.7.2 with a few
adjustments, when calculating required plate thickness, Sm (as outlined in SVR 5C-3-4/7.3.1) should be
used instead of Q (as outlined in the Great Lakes Bulk Carriers Rules 2-5-2)
3) When calculating required SM for stiffeners, the same adjustment factor (ka =0.870) that applies to plating
thickness, should be applied to SM. To avoid the confusion, k3 is added to the pressure (p) equation instead
of the plating thickness (t1 and t2) equations.

XXX Rules #-#-#/#.#.#
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PREPARATION DATE: 5 October 2016
PROPOSED CHANGE TO: RULES FOR BUILDING AND CLASSING BULK CARRIERS FOR
SERVICE ON GREAT LAKES 2017

SECTION 6 WATERTIGHT BULKHEADS
Proposed Change:
11 Construction of Screen Bulkheads (1 July 2017)

Screen bulkheads are non-watertight bulkheads often used to separate cargoes. Strength requirements
for screen bulkhead plating, stiffeners, stringers, and webs are to be obtained from 3-2-6/7 with the
corresponding h value reduced by half for thickness and section modulus calculations. However, in no
case, is the screen bulkhead plating thickness to be taken less than 0.25 in. (6.35 mm).
In lieu of applying the requirement indicated above, the U shaped part, which runs along the deck and
side tanks for double hulls or the deck and side shell for single hulls, is to have section modulus SM not
less than obtained from 3-2-5/11.1. See 3-2-6/Figure 2 for an example of screen bulkhead section
modulus calculation.
FIGURE 2
Example of Screen Bulkhead Section Modulus
Calculation Double Hulls (1 July 2017)

Reason:
Screen bulkheads are non-watertight, and they might have openings in them, but they still contribute to the
transverse strength of the hull. 3-2-6/11 above was proposed last year to make sure the transverse strength
integrity of the vessel is maintained when Screen bulkheads get corroded. After discussing with ship owners
and designers at the GREAT LAKES TECHNICAL COMMITTEE MEETING - June 2016, it was brought to
our attention that in the second paragraph of the new 3-2-6/11, the required ring along the screen bulkhead
edges, that has to meet the web requirements in 3-2-5/11.1, should be reduced to the U shaped part that only
runs along the deck and side tanks for double hulls or the deck and side shell for single hulls. We concur with
the clients feedback since the screen bulkhead is only used to separate cargo, and it is not intended to support
the hopper slope, thus reducing the ring along the Screen Bulkhead edges to the U shaped part as indicated
above should be satisfactory for the intended purpose of this new Rule 3-2-6/11.
SUPPLEMENT/CORRIGENDA TO 2016 GREAT LAKES SPECIAL COMMITTEE PACKAGE - 9

February 2016

XXX Rules #-#-#/#.#.#
XXX Rules #-#-#/#.#.#
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Z25
Z25 Periodic Survey of Fuel Installations on Ships

(Jan
(cont)
2017) other than Liquefied Gas Carriers utilizing gas
or other low flash point fuels
CONTENTS
1. Application
2. Special Survey
2.1 Schedule
2.2 Scope
2.2.1 General
2.2.2 Fuel Handling and Piping
2.2.3 Fuel Valves
2.2.4 Pressure Relief Valves
2.2.5 Fuel Handling Equipment
2.2.6 Electrical Equipment
2.2.7 Safety Systems
2.2.8 Fuel Storage Tanks
3. Annual Survey
3.1 Schedule
3.2 Scope
3.2.1 General
3.2.1.1 Logbooks/Records.
3.2.1.2 Operating and Maintenance Instruction Manuals.
3.2.1.3 Control, Monitoring and Safety Systems.
3.2.1.4 Fuel Handling Piping, Machinery and Equipment
3.2.1.5 Ventilating System
3.2.1.6 Drip Trays
3.2.1.7 Hazardous Areas
3.2.1.8 Electrical Bonding.
3.2.2 Fuel Storage, Bunkering and Supply Systems
3.2.2.1 Fuel Storage
3.2.2.2 Fuel Bunkering System
3.2.2.3 Fuel Supply System
4. Intermediate Survey
4.1 Schedule
4.2 Scope
4.2.1 General
4.2.1.1 Safety Systems.
Note:
1. The requirements of this UR are to be uniformly applied by IACS Societies for surveys
commenced on or after 1 January 2018.
Page 1 of 6 IACS Req. 2017

Z25
1. Application
Z25
(cont) These requirements apply to ships, other than those covered by the UR Z16, which utilize
gas or other low flash point fuels as a fuel for propulsion prime mover/auxiliary power
generation arrangements and associated systems. These requirements are in addition to the
requirements of UR Z18.
These survey requirements do not cover fire protection, fire-fighting installation, and
personnel protection equipment.
2. Special Survey
2.1 Schedule
2.1.1 Special Surveys are to be carried out at 5 years intervals to renew the Classification
Certificate.
2.1.2 The first Special Survey is to be completed within 5 years from the date of the initial
classification survey and thereafter within 5 years from the credited date of the previous
Special Survey. However, an extension of class of 3 months maximum beyond the 5th year
can be granted in exceptional circumstances. In this case, the next period of class will start
from the expiry date of the Special Survey before the extension was granted.
2.1.3 For surveys completed within 3 months before the expiry date of the Special Survey,
the next period of class will start from the expiry date of the Special Survey. For surveys
completed more than 3 months before the expiry date of the Special Survey, the period of
class will start from the survey completion date. In cases where the vessel has been laid up
or has been out of service for a considerable period because of a major repair or modification
and the owner elects to only carry out the overdue surveys, the next period of class will start
from the expiry date of the Special Survey. If the owner elects to carry out the next due
Special Survey, the period of class will start from the survey completion date.
2.1.4 The Special Survey may be commenced at the 4th Annual Survey and be progressed
with a view to completion by the 5th anniversary date. When the Special Survey is
commenced prior to the 4th Annual Survey, the entire survey is to be completed within 15
months if such work is to be credited to the Special Survey.
2.1.5 Special Surveys may be carried out on a continuous survey basis. In this case, the
interval between consecutive examinations of each item is not to exceed five (5) years.
2.2 Scope
2.2.1 General
The Special Survey is to include, in addition to the requirements of the Annual Survey,
examination, tests and checks of sufficient extent to ensure that the fuel installations are in a
satisfactory condition and is fit for its intended purpose for the new period of class of 5 years
to be assigned, subject to proper maintenance and operation and to periodical surveys being
carried out at the due dates.
2.2.2 Fuel Handling and Piping
All piping for fuel storage, fuel bunkering, and fuel supply such as venting, compressing,
refrigerating, liquefying, heating storing, burning or otherwise handling the fuel and liquid

Z25
nitrogen installations are to be examined. Removal of insulation from the piping and opening
Z25 for examination may be required. Where deemed suspect, a hydrostatic test to 1.25 times the
(cont) Maximum Allowable Relief Valve Setting (MARVS) for the pipeline is to be carried out. After
reassembly, the complete piping is to be tested for leaks. Where water cannot be tolerated
and the piping cannot be dried prior to putting the system into service, the Surveyor may
accept alternative testing fluids or alternative means of testing.
2.2.3 Fuel Valves
All emergency shut-down valves, check valves, block and bleed valves, master gas valves,
remote operating valves, isolating valves for pressure relief valves in the fuel storage, fuel
bunkering, and fuel supply piping systems are to be examined and proven operable. A
random selection of valves is to be opened for examination.
2.2.4 Pressure Relief Valves
i) Fuel Storage Tank Pressure Relief Valves. The pressure relief valves for the fuel
storage tanks are to be opened for examination, adjusted, and function tested. If the
tanks are equipped with relief valves with non-metallic membranes in the main or pilot
valves, such non-metallic membranes are to be replaced.
ii) Fuel Supply and Bunkering Piping Pressure Relief Valves. A random selection of
pressure relief valves for the fuel supply and bunkering piping are to be opened for
examination, adjusted, and function tested. Where a proper record of continuous
overhaul and retesting of individually identifiable relief valves is maintained,
consideration will be given to acceptance on the basis of opening, internal examination,
and testing of a representative sampling of valves, including each size and type of
liquefied gas or vapor relief valve in use, provided there is logbook evidence that the
remaining valves have been overhauled and tested since crediting of the previous
Special Survey.
iii) Pressure/Vacuum Relief Valves. The pressure/vacuum relief valves, rupture disc and
other pressure relief devices for interbarrier spaces and hold spaces are to be opened,
examined, tested and readjusted as necessary, depending on their design.
2.2.5 Fuel Handling Equipment
Fuel pumps, compressors, process pressure vessels, inert gas generators, heat exchangers
and other components used in connection with fuel handling are to be examined as required
in the Rules of each individual Society for periodical survey of machinery.
2.2.6 Electrical Equipment
i) Examination of electrical equipment to include the physical condition of electrical cables

and supports, intrinsically safe, explosion proof, or increased safety features of
electrical equipment.
ii) Functional testing of pressurized equipment and associated alarms.
iii) Testing of systems for de-energizing electrical equipment which is not certified for use
in hazardous areas.
iv) An electrical insulation resistance test of the circuits terminating in, or passing through,
the hazardous zones and spaces is to be carried out.

Z25
2.2.7 Safety Systems

Z25
(cont) Gas detectors, temperature sensors, pressure sensors, level indicators, and other equipment
providing input to the fuel safety system are to be tested to confirm satisfactory operating
condition.
i) Proper response of the fuel safety system upon fault conditions is to be verified.
ii) Pressure, temperature and level indicating equipment are to be calibrated in

accordance with the manufacturers requirements.
2.2.8 Fuel Storage Tanks
Fuel storage tanks are to be examined in accordance with an approved survey plan.
Liquefied gas fuel storage tanks are to be examined based upon Recommendation No. 148.
3. Annual Survey
3.1 Schedule
3.1.1 Annual Surveys are to be held within 3 months before or after each anniversary date of
the date of the initial classification survey or of the date credited for the last Special Survey.
They will normally be performed at the same time as an Annual Hull survey.
3.2 Scope
3.2.1 General
The following is to be carried out during the survey of the Fuel Storage, Fuel Bunkering
System, and Fuel Supply System:
3.2.1.1 Logbooks/Records
The logbooks and operating records are to be examined with regard to correct functioning of
the gas detection systems, fuel supply/gas systems, etc. The hours per day of the re-
liquefaction plant, gas combustion unit, as applicable, the boil-off rate, and nitrogen
consumption (for membrane containment systems) are to be considered together with gas
detection records.
3.2.1.2 Operating and Maintenance Instruction Manuals
The manufacturer/builder instructions and manuals covering the operations, safety and
maintenance requirements and occupational health hazards relevant to fuel storage, fuel
bunkering, and fuel supply and associated systems for the use of the fuel, are to be
confirmed as being aboard the vessel.
3.2.1.3 Control, Monitoring and Safety Systems
i) Gas detection and other leakage detection equipment in compartments containing fuel
storage, fuel bunkering, and fuel supply equipment or components or associated
systems, including indicators and alarms, is to be confirmed in satisfactory operating
condition. Recalibration of the gas detection systems should be verified in accordance
with the manufacturers recommendations.

Z25
ii) Verification of the satisfactory operation of the control, monitoring and automatic shut-
Z25 down systems as far as practicable of the fuel supply and bunkering systems.
(cont)
iii) Operational test, as far as practicable, of the shutdown of ESD protected machinery
spaces.
3.2.1.4 Fuel Handling Piping, Machinery and Equipment
Piping, hoses, emergency shut-down valves, remote operating valves, relief valves,
machinery and equipment for fuel storage, fuel bunkering, and fuel supply such as venting,
compressing, refrigerating, liquefying, heating, cooling or otherwise handling the fuel is to be
examined, as far as practicable. Means for inerting is to be examined. Stopping of pumps and
compressors upon emergency shut-down of the system is to be confirmed as far as
practicable.
3.2.1.5 Ventilating System
Examination of the ventilation system, including portable ventilating equipment where fitted, is
to be made for spaces containing fuel storage, fuel bunkering, and fuel supply units or
components or associated systems, including air locks, pump rooms, compressor rooms, fuel
preparation rooms, fuel valve rooms, control rooms and spaces containing gas burning
equipment. Where alarms, such as differential pressure and loss of pressure alarms, are
fitted, these should be operationally tested as far as practicable.
3.2.1.6 Drip Trays
Portable and fixed drip trays and insulation for the protection of the ships structure in the
event of leakage are to be examined.
3.2.1.7 Hazardous Areas
Electrical equipment and bulkhead/deck penetrations including access openings in hazardous

areas are to be examined for continued suitability for their intended service and installation
area.
3.2.1.8 Electrical Bonding.
Electrical bonding arrangements in hazardous areas, including bonding straps where fitted,
are to be examined.
3.2.2 Fuel Storage, Bunkering and Supply Systems
The following are to be examined, so far as applicable. Insulation need not be removed, but
any deterioration or evidence of dampness is to be investigated:
3.2.2.1 Fuel Storage
i) External examination of the storage tanks including secondary barrier if fitted and
accessible.
ii) General examination of the fuel storage hold place.
iii) Internal examination of tank connection space.
iv) External examination of tank and relief valves.

Z25
v) Verification of satisfactory operation of tank monitoring system.

Z25
(cont) vi) Examination and testing of installed bilge alarms and means of drainage of the
compartment.
vii) Testing of the remote and local closing of the installed main tank valve.
3.2.2.2 Fuel Bunkering System
i) Examination of bunkering stations and the fuel bunkering system.
ii) Verification of satisfactory operation of the fuel bunkering control, monitoring and shut-
down systems.
3.2.2.3 Fuel Supply System
Examination of the fuel supply system during working condition as far as practicable.
i) Verification of satisfactory operation of the fuel supply system control, monitoring and
shut-down systems.
ii) Testing of the remote and local closing of the master fuel valve for each engine
compartment.
4. Intermediate Survey
4.1 Schedule
4.1.1 The Intermediate Survey is to be held at or between either the 2nd or 3rd Annual
Survey.
4.1.2 Those items which are additional to the requirements of the Annual Surveys may be
surveyed either at or between the 2nd and 3rd Annual Survey.
4.2 Scope
4.2.1 General
In addition to the applicable requirements of the Annual Survey, the Intermediate Survey is
also to include:
4.2.1.1 Safety Systems
Gas detectors, temperature sensors, pressure sensors, level indicators, and other equipment
providing input to the fuel safety system are to be randomly tested to confirm satisfactory
operating condition. Proper response of the fuel safety system upon fault conditions is to be
verified.
End of
Document

IACS History File + TB Part A
UR Z25 Periodic Survey of Fuel Installations on

Ships other than Liquefied Gas Carriers utilizing gas
or other low flash point fuels
Part A. Revision History
Version no. Approval date Implementation date
when applicable
New (Jan 2017) 23 January 2017 01 January 2018
New (Jan 2017)
.1 Origin for Change:
Suggestion by IACS member
.2 Main Reason for Change:
During discussions at the September 2015 Survey Panel Meeting, the members
supported developing common survey requirements for gas fuelled ships considering
the implementation of the IGF Code on ships constructed on or after 1 January 2017.
.3 List of non-IACS Member Classification Societies contributing through the

TC Forum and/or participating in IACS Working Group:
None.
.4 History of Decisions Made:
The Survey Panel formed a Project Team to review the IGF Code to develop periodical
survey requirements for the gas fuel systems. The Form A and Form 1 were approved
by GPG on 10 February 2016. The project team held a workshop in Genoa on 14 March
2016 to develop the draft UR which was progressed through correspondence. During
the development of the draft UR, it was decided to also include ships utilizing other low
flashpoint fuels. The project team submitted a draft UR to the Survey Panel on 29 June
2016 for their approval. The Survey Panel raised comments which were sent to the
project team for consideration on 9 August 2016. The project reviewed the comments
and submitted a revised draft UR to the Survey Panel on 31 August 2016. The draft UR
was discussed and finalized at the Survey Panel Meeting held 7 9 September.
No technical background is expected.
.5 Other Resolutions Changes
None.
.6 Dates:
Original Proposal: 17 September 2015 Made by: IACS Member

Panel Approval: 09 September 2016 (Ref: PSU15009)
GPG Approval: 23 January 2017 (Ref: 16003_IGg)
Page 1 of 2
Part B
Part B. Technical Background

List of Technical Background (TB) documents for UR Z25:
Note:
1) There is no separate Technical Background (TB) document for New (Jan 2017).
Page 2 of 2

7 DTC Supplement Corrigenda

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2 February 2017

SUPPLEMENT/CORRIGENDA TO 2017 DTC PACKAGE

Item # PARAGRAPH DESCRIPTION Page References

Supplement Additional PRCs

Steel Vessel Rules

Survey After Construction

Steel Vessel Rules

High-Speed Naval Craft Rules

Great Lakes Bulk Carrier Rules

PART 3 RULES FOR BUILDING AND CLASSING STEEL VESSELS

7.5.1 General (2018)

ICLL Reg 23(4)

Other Rule Changes (if applicable)

75a 2017 DTC PRCs Supplement/Corrigenda

PROPOSED CHANGE TO: RULES FOR SURVEY AFTER CONSTRUCTION 2017

PART 7 RULES FOR SURVEY AFTER CONSTRUCTION

3 Intermediate Surveys (1 July 2014)

Other Rule Changes (if applicable)

655a 2017 DTC PRCs Supplement/Corrigenda

PROPOSED CHANGE TO: RULES FOR SURVEY AFTER CONSTRUCTION 2017

PART 7 RULES FOR SURVEY AFTER CONSTRUCTION

1 Annual Surveys Machinery (1 July 2012)

662a 2017 DTC PRCs Supplement/Corrigenda

662b 2017 DTC PRCs Supplement/Corrigenda

i) The fuel gas supply system during working condition.

662c 2017 DTC PRCs Supplement/Corrigenda

662d 2017 DTC PRCs Supplement/Corrigenda

662e 2017 DTC PRCs Supplement/Corrigenda

PROPOSED CHANGE TO: RULES FOR SURVEY AFTER CONSTRUCTION 2017

PART 7 RULES FOR SURVEY AFTER CONSTRUCTION

3 Special Periodical Surveys Machinery

662f 2017 DTC PRCs Supplement/Corrigenda

3.9 Vessels with Single or Dual Fuel Engines (1 July 2013)

662g 2017 DTC PRCs Supplement/Corrigenda

Other Rule Changes (if applicable)

662h 2017 DTC PRCs Supplement/Corrigenda

PART 5B OTHER INSTALLATION TYPES

Other Rule Changes (if applicable)

1525a 2017 DTC PRCs Supplement/Corrigenda

1525b 2017 DTC PRCs Supplement/Corrigenda

PART 5B OTHER INSTALLATION TYPES

5 Engineering Analysis of the Installations Primary Structure (2018)

1526a 2017 DTC PRCs Supplement/Corrigenda

1526b 2017 DTC PRCs Supplement/Corrigenda

1526c 2017 DTC PRCs Supplement/Corrigenda

Other Rule Changes (if applicable)

1526d 2017 DTC PRCs Supplement/Corrigenda

PART 3 RULES FOR BUILDING AND CLASSING STEEL VESSELS

Windows may only be fitted in the following locations:

8.3 Deadlight Arrangement

8.7 Window Glazing

t = 8 mm (0.37 in.) for front windows

76 2017 DTC PRCs Supplement/Corrigenda

3-2-17/9 of OSV Rules 2016

Other Rule Changes (if applicable)

77 2017 DTC PRCs Supplement/Corrigenda

PART 3 HULL CONSTRUCTION AND EQUIPMENT

1 General (2012) (2018)

3 Equipment Mass and Size (2012) (2018)

85 2017 DTC PRCs Supplement/Corrigenda

a + h1 + h2 + h3 + . . ., as shown in 3-5-1/Figure 1. In the calculation of h, sheer,

86 2017 DTC PRCs Supplement/Corrigenda

A B summer load waterline

summer load waterline