RULES FOR THE CLASSIFICATION AND CONSTRUCTION OF SEA-GOING SHIPS

Transcription

1 RULES FOR THE CLASSIFICATION AND CONSTRUCTION OF SEA-GOING SHIPS PART VI MACHINERY INSTALLATIONS AND REFRIGERATING PLANTS 2018 July GDAŃSK

2 RULES FOR THE CLASSIFICATION AND CONSTRUCTION OF SEA-GOING SHIPS developed and edited by Polski Rejestr Statków S.A., hereinafter referred to as PRS, consist of the following Parts: Part I Classification Regulations Part II Hull Part III Hull Equipment Part IV Stability and Subdivision Part V Fire Protection Part VI Machinery Installations and Refrigerating Plants Part VII Machinery, Boilers and Pressure Vessels Part VIII Electrical Installations and Control Systems Part IX Materials and Welding Part VI Machinery Installations and Refrigerating Plants July 2018 was approved by PRS Executive Board on 22 June 2018 and enters into force on 1 July From the entry into force, the requirements of Part VI Machinery Installations and Refrigerating Plants apply, within the full scope, to new ships. For existing ships, the requirements of Part VI Machinery Installations and Refrigerating Plants are applicable within the scope specified in Part I Classification Regulations. The requirements of Part VI Machinery Installations and Refrigerating Plants are extended by the following Publications: Publication No. 4/P I.C. Engines and Engine Components Survey and Certification, Publication No. 7/P Repair of Cast Copper Alloy Propellers, Publication No. 23/P Pipelines Prefabrication, Publication No. 28/P Tests of I.C. Engines, Publication No. 33/P Air Pipe Closing Devices, Publication No. 48/P Requirements Concerning Gas Tankers, Publication No. 53/P Plastic Pipelines on Ships, Publication No. 57/P Type Approval of Mechanical Joints, Publication No. 78/P Guidelines for Exhaust Gas SO X Cleaning Systems, Publication No. 90/P Guidance for safe return to port and orderly evacuation and abandonment of passenger ship, Publication No. 102/P European Union Recognized Organizations Mutual Recognition Procedure for Type Approval, Publication No. 103/P Guidelines on Ship Energy Efficiency, Publication No. 106/P Eco Class Rules, Publication No. 116/P Bunkering Guidelines for LNG as Marine Fuel, Publication No. 117P Using LNG or other Low-Flashpoint Fuels onboard Ships other then Gas Carriers. The requirements of Part VI Machinery Installations and Refrigerating Plants are supplemented by the following Publication I : Informative Publication No. 2/I Prevention of Vibration in Ships. Copyright by Polski Rejestr Statków S.A., 2018 PRS/OP, 06/2018

3 CONTENTS page 1 General Provisions Application Definitions and Explanations Technical Documentation of Ship Scope of Survey Pressure Tests Service Conditions Materials and Welding Main Engines and Main Boilers Machinery Spaces Arrangement of Engines, Machinery and Equipment Installation of Engines, Machinery and Equipment Control Devices of Main Engine Machinery Controlling and Control Stations Means of Communication Instrumentation General Requirements for Piping Systems Automatic and Remote Control Limitations on Oil Fuel Use Ergonomic Considerations Main Propulsion Shafting General Provisions Alternative Calculation Methods Materials Shaft Diameter Shaft Couplings Propeller Shaft Bearings Keyless Shrink Fitting of Propellers and Shaft Couplings Braking Devices Stern Tube Seal Shafting alignment Propellers General Provisions Blade Thickness Bosses and Blade Fastening Parts Controllable Pitch Propellers Balancing Screw Propellers and Propellers of Thrusters and Active Rudders Torsional Vibrations General Provisions Permissible Stresses Measurements of Torsional Vibration Parameters Barred Speed Ranges Gravity Overboard Drain System Bilge System Pumps Pipe Diameters... 64

4 6.3 Arrangement and Joints of Pipes Drainage of Machinery Spaces Drainage of Tunnels Drainage of Cargo Holds Drainage of Refrigerated Spaces Drainage of Deep Tanks Drainage of Cofferdams Drainage of Fore- and Afterpeaks Drainage of Other Spaces Water Drainage from Closed Vehicle and Ro-ro Spaces and Special Category Spaces Oil Residues System Capacity and Construction of Tanks Discharge of the Tanks Content Ballast, Heeling and Trimming Systems Pumps Pipe Diameters Arrangement of Pipes and Joints Heeling and Trimming Systems Additional Requirements Concerning Environmental Protection (Ballast Water and Sediments) Air, Overflow and Sounding Pipes Air Pipes Overflow Pipes Overflow Tanks Sounding Pipes and Arrangements Exhaust Gas System Exhaust Gas Lines Spark Arresters and Silencers Exhaust Gas Cleaning Systems Ventilation System General Requirements Arrangement of Ventilation Ducts and Penetrations in Decks, Watertight Bulkheads and Fire-resisting Divisions Ventilation of Machinery Spaces Ventilation of Closed Ro-Ro Spaces, Closed Vehicle Spaces and Special Category Spaces 2) Ventilation of Cargo Spaces Ventilation of Cargo Spaces Intended for the Carriage of Dangerous Goods Ventilation of Refrigerated Spaces Ventilation of Fire-extinguishing Stations Ventilation of Battery Rooms and Battery Lockers Ventilation of Helicopter Hangars Ventilation of Radio Rooms Ventilation of Control Stations Ventilation of Galleys Ventilation of Emergency Fire Pump Room Ventilation of Emergency Generator Room Oil Fuel System Pumps Piping, Valves and Fittings

5 12.3 Oil Fuel Heating Arrangements in Tanks Water Draining Arrangements for Tanks Oil Fuel Leakage Collecting Arrangements for Engines, Boilers and Other Equipment Filling Tanks with Oil Fuel Oil Fuel Tanks Oil Fuel Supply to Internal Combustion Engines Oil Fuel Supply to Boilers Fuel System for Helicopters Oil Fuel Systems in Periodically Unattended Machinery Spaces Fuel Pumps on Ships Operating in Emission Control Areas and Non-restricted Areas Lubricating Oil System General Requirements Lubricating Oil Pumps Serving Internal Combustion Engines, their Gears and Couplings Lubricating Oil Supply to Internal Combustion Engines and Gears Lubricating Oil Pumps Serving Steam Turbines and their Gears Lubricating Oil Supply to Steam Turbines and their Gears Lubricating Oil Tanks Arrangement of Piping Thermal Oil System General Requirements Pumps Compensation Tanks Storage Tanks Arrangement of Piping Air Pipes Oil Leakage Collecting Arrangements Thermal Oil Cooling Insulation Thermal Oil Boilers Cooling Water System Pumps Arrangement of Pipes and Joints Cooling Water Strainers Cooling of Internal Combustion Engines Compressed Air Systems Number of Air Receivers and Reserve of Compressed Air Starting Air Compressors Arrangement of Pipes and Connections Boiler Feed Water System Pumps Pipe Layout and Arrangement of Connections Tanks Steam System, Boiler Scum and Blow-down System Pipe Layout and Arrangement of Connections Draining of Steam Pipelines Condensate System for Steam Turbines General Requirements Pumps Pipe Layout and Arrangement of Connections

6 20 Sanitary Drainage System General Requirements Sewage Treatment Plants, Holding Tanks, Sewage Discharge Systems Refrigerating Plants Application Refrigerants and Design Pressures Output and Equipment of Refrigerating Plants Materials Electrical Equipment Refrigerating Machinery Spaces Refrigerant Store Rooms Refrigerated Cargo Spaces Freezing and Cooling Tunnels Spaces Containing Processing Equipment Compressors Apparatus and Vessels Valves, Fittings and Safety Valves Piping Instrumentation Insulation of Refrigerated Spaces Tests of Machinery and Equipment at the Maker s Works Requirements for the Assignment of Additional Marks in the Symbol of Class Ships of Restricted Service Marks: I, II and III Ships with Ice Class Marks: L1A, L1, L2, L3 and (L4) Passenger Ships Mark: PASSENGER SHIP Ferries and Ro-ro Ships Marks: FERRY, RO-RO SHIP Crude Oil Carriers, Product Carriers and Combination Carriers Marks: CRUDE OIL TANKER, PRODUCT CARRIER A, PRODUCT CARRIER B Fishing Vessels Mark: FISHING VESSEL and Special Purpose Ships Tugs and Supply Vessels Marks: TUG, SUPPLY VESSEL Ships Intended for Operation in Area of Oil Spillage Mark: OIL RECOVERY VESSEL Chemical Spill Response Ships mark: CHEMICAL RECOVERY VESSEL Bulk Carriers Mark: BULK CARRIER General Cargo Ships Occasionally Carrying Bulk Cargoes mark: DRY CARGO SHIP Chemical Tankers mark: CHEMICAL TANKER Gas Tankers mark: LIQUEFIED GAS TANKER Ships with engines using gases or other low-flashpoint fuel mark: DUAL FUEL Additional Requirements for Energy Efficient Ships Application Documents to be Submitted Additional Mark EF in the Symbol of Class ANNEX to Part VI Spare Parts SUPPLEMENT Retroactive Requirements

7 General Provisions 7 1 GENERAL PROVISIONS 1.1 Application This Part VI Machinery Installations and Refrigerating Plants applies to machinery spaces and their equipment, shafting and propellers, machinery as well as ship piping systems and special piping systems related to the ship function Engines, machinery and equipment employed in the installations and systems covered by Part VI, shall fulfil the relevant requirements of Part VII Machinery, Boilers and Pressure Vessels and/or Part VIII Electrical Installations and Control Systems Machinery installation design and arrangements may deviate from the requirements specified in Part VI and in SOLAS provided that:.1 engineering analysis has been performed in accordance with the guidelines concerning the alternative design and arrangements to those required in chapters II-1 (parts C,D,E or G) and III of SOLAS contained in MSC.1/Circ.1212 and MSC.1/Circ.1455;.2 engineering analysis has been submitted to PRS for evaluation and approval;.3 if examinations/tests are required for the purposes of an engineering analysis of such an alternative design and arrangements or their portions, then such tests shall be witnessed by PRS Surveyor;.4 PRS has issued a document to confirm that the alternative design and arrangements ensure an equivalent level of safety to the requirements specified in Part VI and in SOLAS, in accordance with Regulation II-1/55 of SOLAS. The alternative design and arrangements shall be clearly documented and approved by PRS and a comprehensive report describing the alternative design and arrangements of machinery installations shall be kept on board the ship for the purposes of inspections of compliance with the requirements specified in Regulation II-1/55 of SOLAS. 1.2 Definitions and Explanations General terminology definitions used in the Rules for the Classification and Construction of Sea-going Ships (hereinafter referred to as the Rules) are provided in Part I Classification Regulations. Wherever, in Part VI, definitions provided in other parts of the Rules are used, cross-reference to those parts is made. For the purpose of Part VI, the following additional definitions have been adopted: Auxiliary machinery machinery providing for the operation of main engines, supply of the ship with electric and other power, as well as for the operation of shipboard systems and arrangements. Burst pressure the inside static pressure at which a flexible hose assembly or compensator will be destroyed. Cargo area refer to 1.2, Part 1 Classification Regulations. Clean ballast tank a tank which since oil was last carried therein, has been so cleaned that effluent therefrom if it were discharged from a ship which is stationary into clean calm water on a clear day would not produce visible traces of oil on the surface of the water or on adjoining shorelines or cause a sludge or emulsion to be deposited beneath the surface of the water or upon adjoining shorelines. If the ballast is discharged through an approved oil discharge monitoring and control system, evidence based on such a system to the effect that the oil content of the effluent did not exceed 15 parts per million shall be determinative that the ballast was clean, notwithstanding the presence of visible traces. Compensator a short length of metallic or non-metallic tube, generally of the bellows type, provided with end fittings, for absorption of axial loads where angular and/or lateral flexibility has to be ensured. Control stations: automatic position which ensures automatic adaptation of machinery operation parameters for maintaining the set operation program and/or performance of set sequence without intervention of operators;

8 8 Machinery Installations and Refrigerating Plants local a position fitted with operating controls, instrumentation and in the case of necessity means of communication, located in close vicinity to or directly on the machine; remote a position from which remote adjustment of working parameters, as well as possible remote starting and stopping the engines and machinery is possible. Dead ship condition condition under which the whole propulsion machinery including generating sets is not in operation and starting devices of the main engine and auxiliary engines such as starting air bottles or batteries are discharged. Design pressure pressure not lower than the opening pressure of safety valves or other protecting devices, taken for the strength calculations. Design temperature the highest temperature of the medium in pipelines, taken for the calculation of permissible stresses. Engine control room (ECR) enclosed space which contains: a central control station of main engines and auxiliary machinery and of controllable pitch propellers or thrusters, control devices, instrumentation, alarms giving warning of reaching the limits of the permissible assumed parameters, alarms announcing the activation of automatic protection devices, means of communication. Engine room machinery space where main engines and auxiliary machinery are fitted. Essential auxiliary boilers boilers supplying with steam the auxiliary machinery and equipment necessary for ship motion and safety of navigation if there are no other sources of power to keep these machinery and equipment operational in the case of the boilers shutdown. Exit opening in a bulkhead, deck or shell plating provided with means for closing and intended for the passage of persons. Flexible hose assembly short length of metallic or non-metallic hose complete with end fittings ready for installation. IGF Code International Code of Safety for Ships using Gases or other Low-flashpoint Fuels adopted by IMO resolution MSC.391(95), as amended. IMDG Code International Maritime Dangerous Goods Code adopted by IMO MSC.122(75), as amended. IMSBC Code International Maritime Solid Bulk Cargoes Code adopted by IMO resolution MSC.268(85) and implemented as obligatory by IMO resolution MSC.269(85). This Code supersedes IMO s Code of Safe Practice for Solid Bulk Cargoes (BC Code). Low- flashpoint fuel gaseous or liquid fuel with a flashpoint lower than 60 C. Machinery spaces of category A spaces (including trunks to such spaces) which contain: internal combustion machinery used for main propulsion; internal combustion machinery used for purposes other than main propulsion where such machinery has in the aggregate a total power output of not less than 375 kw; oil-fired boilers or oil fuel units; inert gas generators, incinerators, etc. Machinery spaces all machinery spaces of category A and other spaces containing propulsion machinery, boilers, oil fuel units, incinerators, steam and internal combustion engines, generators and major electrical machinery, oil filling stations, refrigerating, stabilizing, ventilation and air conditioning machinery, and other similar spaces and trunks to such spaces. Main engines machinery intended for the ship propulsion such as internal combustion engines, steam and gas turbines, steam engines, electric motors, etc.

9 General Provisions 9 Oil petroleum in any form including crude oil, fuel oil, sludge, oil refuse and refined products (other than petrochemicals which are subject to the provisions of Annex II of MARPOL 73/78 Convention) and also substances listed in Appendix 1 to Annex I of MARPOL 73/78 Convention. (Animal and vegetable oils are not considered oils in the meaning of the present definition). Oil fuel unit any equipment used for the preparation and delivery of oil fuel, heated or not, to boilers (including inert gas generators) and engines (including gas turbines) at a pressure of more than 0.18 MPa. Oil fuel transfer pumps are not considered as oil fuel units. Oil residues (sludge) the residual waste oil products generated during the normal operation of a ship, such as:.1 waste oil resulting from the purification of fuel or lubricating oil for main or auxiliary machinery, or.2 separated waste oil from oil filtering equipment, or.3 waste oil collected in drip trays and waste hydraulic and lubricating oils. Note: This definition does not apply to the residual waste oil products from cargo area in oil tankers. Oily bilge water water contaminated by oil resulting from oil leakages or maintenance work in the machinery spaces. Any liquid entering the bilge wells, bilge piping, tank top or bilge holding tanks shall be considered oily bilge water. Note: This definition does not include water originating from cargo tanks, slop tanks and cargo pump rooms in oil tankers. Rated power see Part VII Machinery, Boilers and Pressure Vessels, paragraph Rated speed the number of revolutions per minute corresponding to the rated power. Refrigerating machinery space a space containing the refrigerating plant machinery and equipment intended to lower and maintain required temperature inside refrigerated spaces. Refrigerating unit a unit comprising a prime mover, one or more refrigerant compressors, a condenser and in the case of secondary refrigerant, a brine cooler, fittings and control arrangements necessary to permit independent operation of the unit. Sanitary drainage sewage and greywater, according to the definitions given below: Sewage (blackwater): drainage and other wastes from any form of toilets, urinals and scuppers located in premises containing such utensils, drainage from medical premises (dispensary, sick bay, etc.), via wash basins, wash tubes, scuppers, etc., drainage from cargo holds, where living animals are carried, other wastewaters when mixed with the drainages defined above. Greywater: drainage from wash basins, wash tubes, showers and scuppers located in premises containing such utensils, provided that the scuppers do not drain black water (i.e. they are separated by means of a tight sill from the part of the premises where toilets and/or urinals are located), drainage from laundry, drainage from sinks from washing of food, cooking utensils, dishes, etc. Segregated ballast tank a tank which is completely separated from the cargo oil and oil fuel system and which is permanently allocated to the carriage of ballast water. Similar stage of construction the stage at which construction identifiable with a specific ship begins and assembly of that ship has commenced comprising at least 50 tonnes or one per cent (1%) of the estimated mass of all structural material, whichever is lesser. Slop tank a tank designated for the collection of any residues and tank washings originating from cargo tanks. Working pressure the highest permissible pressure during normal course of long lasting operation.

10 10 Machinery Installations and Refrigerating Plants 1.3 Technical Documentation of Ship Prior to the commencement of the ship construction the below listed technical documentation shall be submitted to PRS Head Office for consideration and approval. In the case of vessels, which undergo modifications the below listed documentation is subject to consideration and approval in the scope which covers the modifications Documentation of Machinery and Boiler Arrangements.1 arrangement plan of machinery, boilers and plants in machinery spaces, as well as in the spaces of emergency power sources, including the means of escape;.2 characteristics of machinery and boilers, including the data necessary for the required calculations;.3 diagram and specification of remote control of main machinery, including the data of fitting remote control stations with control devices, instrumentation, warning devices, means of communication and other equipment;.4 drawings of seating the main engines on the foundation;.5 shafting: general arrangement plan, drawings of stern tube and attached parts, drawings of shafts (propeller, intermediate and thrust), including the connections and couplings, drawing of seating the propeller thrust bearing on the foundation unless it forms an integral part of main engine or main gear, calculation of torsional vibration of main engine propeller set, for internal combustion engines in excess of 75 kw rated power and auxiliary engine power receiver set, for internal combustion engines of 110 kw rated power and more. In case of turbine or electric driven equipment, the necessity of submitting the torsional vibration calculations shall be agreed with PRS in each particular case; drawings of shaft penetration through bulkhead;.6 propeller: general drawing, drawings of blades, boss and fastening elements (for built-up propellers and c.p. propellers), diagrams and specifications of control systems for c.p. propellers, drawings of essential parts of pitch control gear in the boss of c.p. propeller;.7 thrusters: scope of required documentation is given in Part VII Machinery, Boilers and Pressure Vessels, Chapter 1;.8 additional documentation may be required on the basis of separate agreements resulting from the scope and conditions of application of Publication No. 2/I Prevention of Vibration in Ships..9 documentation specified in Publication No. 90/P Guidance for safe return to port and orderly evacuation and abandonment of passenger ship;.10 technical analysis of alternative design solutions. The engineering analysis of alternative design and arrangements for machinery and electrical installations submitted to the Administration/PRS shall provide a safety level equivalent of that required by SOLAS 1974 if they deviate from the requirements specified in parts C, D, E or G of Chapter II-I. The engineering analysis shall be prepared based on the guidelines specified in the Annex to MSC.1/Circ.1212 and MSC.1/Circ.1455 For energy efficient ships, the scope of documentation and its approval procedure are described in Documentation of Piping Systems.1 diagram of gravity overboard drain system (showing arrangement of watertight bulkheads, freeboard deck and the distances between waterline or freeboard deck and particular outlets);.2 diagram of bilge system;.3 diagram of oil residues system;.4 diagram of ballast system;

11 General Provisions 11.5 diagram of heel and trim equalizing systems;.6 diagrams of air, overflow and sounding pipes;.7 diagram of exhaust gas system including drawings of silencers and spark arresters;.8 diagrams of ventilation and air conditioning systems (showing arrangement of watertight bulkheads, fire divisions, closing devices of ventilation ducts and openings);.9 diagrams of fuel oil systems;.10 diagrams of lubricating oil systems;.11 diagram of thermal oil system;.12 diagrams of cooling water systems;.13 diagram of compressed air system;.14 diagrams of boiler feed water and condensate system;.15 diagrams of boiler scum and blow-down system, as well as steam machinery and pipelines blowthrough system;.16 diagram of steam system;.17 diagram of steam pipelines for heating and blowing through bottom and side sea chests, heating side valves and fittings, heating liquids in tanks and for tanks steaming;.18 drawings of bottom and side sea chests fittings;.19 diagram of sanitary system;.20 diagrams of hydraulic systems driving machinery and equipment;.21 diagrams of cargo piping system, stripping system and COW system (see also );.22 diagrams of venting, gas-freeing and gauging systems for cargo and slop tanks;.23 diagram of liquefied gas system, not being a cargo;.24 diagram of toxic gas system;.25 configuration plan of water level detectors in holds, ballast and dry compartments (for bulkcarriers) Documentation of Classed Refrigerating Plant.1 technical specification of refrigerating plant (for reference);.2 calculation of power consumption of refrigerating plant, including specification of thermal load for each refrigerated cargo space and for each technological refrigerating receiver (for reference);.3 arrangement plan of ship s refrigerating plant;.4 basic diagrams of the refrigerating agent, cooling agent, and cooling water systems, showing the location of measuring and automatic control equipment;.5 diagram of the air cooling system, showing watertight bulkheads and fire divisions;.6 arrangement plan of refrigerating machinery space, showing the ways of exit;.7 arrangement of refrigerating machinery and equipment in refrigerated spaces, showing the location of temperature measuring equipment;.8 diagrams of the main and emergency ventilation systems of refrigerating machinery space, showing the watertight bulkheads and providing number of air changes;.9 detailed technical specification of the insulation, including the vertical and horizontal projection of arrangement of the refrigerated spaces, including the adjacent tanks of fuel and/or liquid cargo, as well as the information on the heating systems installed inside the tanks;.10 construction drawings of the insulation assemblies specifying the thickness of insulating material layers;.11 arrangement plan of the refrigerating and freezing arrangements and other technological refrigerating equipment;.12 basic diagram of the water curtain system in refrigerating machinery space and refrigerating agent storeroom (for refrigerating agents of II group);.13 basic diagrams of the automatic control, safety and signalling systems;.14 list of the machinery, tanks and equipment of the refrigerating plant, including their technical characteristics and manufacturer characteristics (for reference);.15 list of the control and measuring equipment of protecting and signalling arrangements, including the technical characteristics and manufacturer names (for reference);

12 12 Machinery Installations and Refrigerating Plants.16 tables of sizes of partition surfaces of refrigerating cargo spaces, including the design data of heat conduction factor of these surfaces (for reference);.17 diagram of the refrigerating plant electric system;.18 electric diagrams of the refrigerating plant switchboards;.19 list of the electrical equipment and instrumentation;.20 diagrams of the control, signalling and protection of motors driving refrigerating compressors, pumps and fans Documentation of Non-classed Refrigerating Plant The scope of documentation includes the documents listed under ; , (for refrigerating agent only), , , (only for equipment operating under pressure of refrigerating agent), (only for protection and alarm devices), as well as Documentation of Energy Efficient Ship with Additional Mark ECO EF in the Symbol of Class see Chapter Scope of Survey General provisions concerning the survey of production and building of ship machinery and systems covered by the Part VI requirements are specified in Part I Classification Regulations Systems, machinery and equipment, whose documentation is subject to consideration and approval, are surveyed during the ship construction or modification Fitting the mechanical equipment in machinery spaces, as well as fitting and testing the listed below plants forming a part of ship machinery, are subject to PRS survey:.1 main engines, their reduction gears and couplings;.2 boilers, pressure vessels and heat exchangers;.3 auxiliary machinery;.4 control, monitoring and signalling systems of machinery installations;.5 shafting and propellers;.6 thrusters PRS survey covers vibrations related problems of the propulsion and auxiliary machinery in accordance with the principles set out in Publication No. 2/I Prevention of Vibration in Ships. Application vibration standards for condition assessment of propulsion and auxiliary machinery that are not covered by Publication No. 2/I is to be considered separately in each particular case PRS accepts only these measurements of vibration and other physical values, which were performed by measuring laboratories approved by PRS Manufacturing of pipes, valves and fittings intended for piping systems of class I and II (see ), as well as manufacturing of bottom and side valves and fittings, valves and fittings installed on collision bulkhead and remote controlled valves and fittings, is subject to PRS survey. The above mentioned products shall have PRS survey certificates: Test Certificates or Type Approval Certificates The following construction stages of refrigerating plant installations are subject to PRS survey:.1 manufacture and testing of separate components of the refrigerating plant at the manufacturer s works;.2 fitting of machinery, apparatus and vessels;.3 fitting of refrigerant system;.4 fitting of coolant, cooling air and cooling water systems;.5 fitting of main and emergency ventilation;.6 fitting of insulation of refrigerated chambers, freezers, apparatus, vessels and refrigerant piping;.7 fitting of control, monitoring, alarm and safety systems of the refrigerating plant.

13 General Provisions After the plants, equipment and systems have been fitted on board the ship, the machinery installations and refrigerating plants shall be subjected to load tests in accordance with the programmes agreed with PRS, including the sea trials of main engines, steering and anchor gears, as well as determining the manoeuvring characteristics of the propulsion machinery. The test programme for internal combustion main engines shall fulfil the relevant requirements of Publication No. 28/P Tests of Internal Combustion Engines In ships of 500 tonnes gross or more and in all passenger ships engaged on international voyages, the equipment specified below included in Annex A.1 of Commission Directive (EU) 2015/559 of 9 April 2015 is subject to the procedures for the assesment of compliance with (certification) the requirements specified in Directive 2014/90/EU of the European Parliament and of the Council of 23 July 2014 on Marine Equipment, also referred to as MED:.1 devices to prevent the passage of flame into cargo tanks in tankers (for equipment other than valves);.2 penetrations through A class divisions: pipe, duct, trunk etc. penetrations;.3 penetrations through B class divisions: pipe, duct, trunk etc. penetrations;.4 materials other than steel for pipes penetrating A or B class division;.5 materials other than steel for pipes conveying oil or fuel oil: plastic pipes and fittings, valves, flexible pipe assemblies and expansion joints; metallic pipe components with resilent and elastomeric seals,.6 fire dampers. 1.5 Pressure Tests Pressure Tests of Propulsion Shaft Components The following components shall be subjected to pressure tests upon completion of machining: propeller shaft liners with pressure equal to 0.2 MPa, stern tubes with pressure equal to 0.2 MPa The seal of the propeller shaft, if lubricated with oil, shall be tested after assembly for tightness to a pressure equal to the head of working level of lubrication oil in the gravity tank. The propeller shaft shall be rotated during the test Pressure Tests of Propellers The boss of controllable pitch propeller, after assembly of the propeller, shall be tested for tightness to an internal pressure equal to the head of working level of lubricating oil in the gravity tank. It is recommended that the blades should be put several times from one extreme position to another during the tests Rotor sealings of the cycloidal propeller shall be tested for tightness to an internal pressure equal to the head of working level of the lubrication oil in the gravity tank Pressure Tests of Valves and Fittings Valves and fittings installed on the piping systems of class I and II (see paragraph ) shall be tested by hydraulic pressure in accordance with the requirements specified in paragraph of Part VII Machinery, Boilers and Pressure Vessels Valves and fittings designed for rated pressures 0.1 MPa or less, as well as for underpressure shall be tested by hydraulic pressure equal to at least 0.2 MPa Valves and fittings installed on bottom and side sea chests as well as on external shell plating, below the load waterline, shall be tested by hydraulic pressure of not less than 0.5 MPa Completely assembled valves fittings shall be tested for closing tightness by hydraulic pressure equal to the design pressure.

14 14 Machinery Installations and Refrigerating Plants While testing the fittings, the requirements specified in the following standards shall be taken into account: PN-W Ship s fittings Requirements and testing PN EN Industrial valves Testing of valves Part 1: Pressure tests, test procedures and acceptance criteria. Mandatory requirements Pressure Tests of Piping Systems Piping systems of class I and II (see ), as well as all steam, feed water, compressed air, thermal oil and oil fuel piping of design pressure exceeding 0.35 MPa, irrespective of their class, are, upon completion of fabrication and final machining, but prior to their insulation, to be tested by hydraulic pressure, in the presence of PRS Surveyor, to a test pressure p pr determined from the formula: p pr = 15. p [MPa] ( ) where: p design pressure (see paragraph ), [MPa]. When testing steel pipes for design temperatures exceeding 300 C, the test pressure p pr shall be determined in accordance with the following formula, however it shall not be greater than 2 p: σ τ 100 ppr = 1.5 t σ d p [MPa] ( ) where: 100 σ τ permissible stress at 100 C, [MPa], t σ d permissible stress at design temperature, [MPa]. If, during the pressure test, excessive stresses may be expected in particular elements, then, upon PRS consent, the test pressure p pr may be reduced to 1.5 p. In no case the stresses occurring during the pressure tests shall exceed 0.9 of yield point of the material at the test temperature If, for technical reasons, the complete pressure test of pipes cannot be carried out prior to installing them on the ship, the test programme for particular sections of piping shall be agreed upon with PRS, particularly for assembly connections Upon agreement with PRS pressure test may be omitted for pipes of nominal diameter less than 15 mm Tightness of piping shall be checked, in the presence of PRS Surveyor, during operation test upon assembly on board the ship. It is not applicable to: heating coils and piping of heavy fuel or gas oil, which shall be tested to a pressure equal to 1.5 p, not less, however, than 0.4 MPa, liquefied gas piping, which shall be checked for leakage using air or inert gas to the pressure corresponding to accepted testing method If, due to technological reasons, the pipes have not been pressure tested in the workshop, the tests can be carried out upon assembly on board the ship Pressure Tests of Refrigerating Plants After the refrigerating plant has been assembled on board the ship, the complete refrigerant system shall be pneumatically tested for tightness to a pressure equal to the design pressure p, according to All tightness tests on board the ship may be carried out with dry air, carbon dioxide or nitrogen Upon completion of tests required by , the refrigerant system shall be dried and checked for tightness in vacuum conditions to an underpressure not exceeding 1.0 kpa.

15 General Provisions When the system is filled with refrigerant, all joints and fittings shall be checked for tightness. 1.6 Service Conditions The machinery, equipment and systems fitted on board the ship shall remain operative under the conditions defined in Tables and , unless specified otherwise in other parts of the Rules. Table ), 2) List, roll and trim Item Machinery or equipment 1 Main and auxiliary engines, as well as associated machinery 2 Emergency machinery and equipment, e.g. the emergency power sources, emergency fire pumps Prolonged list Roll Prolonged trim Pitch angle [ ] ) ) ) Notes: 1) The prolonged lists and trims, as well as roll and pitch shall be taken into account simultaneously. 2) Subject to PRS acceptance in each particular case, the values indicated in the Table may be changed according to the ship s type and dimensions, as well as her service conditions. 3) In tankers carrying crude oil and its products, in liquid gas carriers and chemical cargo carriers, the emergency power sources shall remain operative when the ship is listed up to 30º. 4) In ships with length exceeding 100 m, the prolonged trim may be equal to 500/L, [º], where: L the ship s length [m]; (see the definition in paragraph 1.2.2, Part II Hull). Table Air temperature Item Arrangement of machinery Temperature range 1 In closed spaces from 0 C to +45 C 1) 2 On engines and boilers, as well as in places exposed to high and low according to the local conditions temperatures 3 On open decks from 25 C to +45 C 1) Note to the Table : 1) Upon agreement with PRS, other temperature ranges may be determined for ships of restricted service. The temperature of seawater shall be assumed +32 C. Upon agreement with PRS, a lower temperature of seawater may be assumed for ships of restricted service. 1.7 Materials and Welding Materials used for production, as well as welding and the scope of acceptance tests and examination shall fulfil the requirements of Part IX Materials and Welding Intermediate, thrust and propeller shafts shall be made of forged steel with tensile strength not exceeding 800 MPa. Propeller shafts shall be ultrasonic tested during manufacture. Upon completion of machining the following parts: rear end of cylindrical part of the shaft, together with about 0.3 of the taper length from its greater diameter in the case of taper mounted propeller, or rear end of propeller shaft, including flange transition area in the case of flange mounted propeller, shall be magnaflux or die penetrant tested for surface defects Solid, built-up and c.p. propellers shall be made of copper alloys or stainless cast steel.

16 16 Machinery Installations and Refrigerating Plants Propellers for ships in which speed is not an essential feature, small size propellers operated in low salinity water, as well as bosses of propellers fitted with blades of stainless cast steel, may be made of carbon cast steel. Materials for the coupling bolts, blades and bosses of propellers shall be so selected as to avoid electrochemical corrosion When alloy steels, including corrosion resistant and high tensile steels, are used for the shafts and propellers, the data on the chemical composition, mechanical and other specific properties of the steel shall be submitted to PRS to confirm their suitability Blade fastening and locking arrangements, housings, liners and sealings shall be made of corrosion resistant materials Application of any asbestos-containing materials is not permitted. 1.8 Main Engines and Main Boilers In order to maintain sufficient manoeuvrability and secure control of the ship in all normal circumstances, the main propulsion machinery shall be capable of ensuring the ship going astern Main propulsion machinery shall be capable of maintaining in free route astern at least 70% of the rated ahead revolutions. The rated ahead revolutions should be understood as the revolutions corresponding to the maximum continuous power of the main engine specified in the engine certificate Where steam turbines are used for main propulsion, they shall be capable of maintaining in free route astern at least 70% of the rated ahead revolutions for a period of at least 15 minutes. The astern trial is to be limited to 30 minutes or in accordance with manufacturer s recommendation to avoid overheating of the turbine due to the effects of windage and friction In the case of main propulsion systems with reversing gear, controllable pitch propeller or electric drive, running astern should not lead to the overload of propulsion machinery. If disengaging clutch is applied in the propulsion system, engaging of the clutch must not create overload in the propulsion system (temporary, impact, dynamic) which may lead to the damage of the system s elements Main propulsion systems shall undergo tests to demonstrate the astern response characteristics. The tests shall be carried out during sea trials at least over the manoeuvring range of the propulsion system and from all control positions. A test plan shall be provided by yard and accepted by PRS. If specific operational characteristics have been defined by the manufacturer these shall be included in the test plan The reversing characteristics of the propulsion plant, including the blade pitch control system of controllable pitch propellers, shall be demonstrated and recorded during sea trials. Note: Provisions of to are applicable for ships contracted for construction on or after 1 July If the significant repairs are carried out to main or auxiliary machinery or steering gear, it shall be considered by PRS whether it affects impact on the response characteristics of the propulsion system. Then, the scope of sea trials shall also include a test plan for astern response characteristics. The tests shall demonstrate the satisfactory operation under realistic service conditions at least over the manoeuvring range of the propulsion plant, for both ahead and astern directions. Depending on the actual extent of the repair, PRS may accept a reduction of the test plan Ships shall be so equipped that propulsion machinery and generating sets can be brought into operation from the dead ship condition without external aid using only the facilities available on board. If for this purpose an emergency air compressor or an electric generator is required, these units shall be powered by hand or a hand starting oil-engine or a hand-operated compressor. The arrangements for bringing main and auxiliary machinery into operation shall have capacity such that the starting energy and any power supplies for engine operation are available within 30 minutes of a dead ship condition. The emergency generating set may be used for bringing the machinery into operation (see also ).

17 General Provisions The main engine of single engine propulsion system shall fulfil the requirements specified in paragraph of Part VII Machinery, Boilers and Pressure Vessels Generally, the number of main boilers installed aboard ships of unrestricted service shall not be less than two. The possibility of using the main steam drive with single water tube boiler is subject to PRS acceptance in each particular case List of recommended spare parts is given in Annex to this part of the Rules. 1.9 Machinery Spaces The arrangement of engines and machinery in machinery spaces shall be such as to provide passages from the control stations and attendance positions to the means of escape. The width of passages over the whole length shall be at least 600 mm. In ships of less than 1000 tonnes gross tonnage, the width of passages may be reduced to 500 mm The width of passages along the switchboards shall fulfil the requirements specified in sub-chapter of Part VIII Electrical Installations and Control Systems Means of escape meeting the requirements specified in sub-chapter of Part V Fire Protection shall be provided for each machinery space. Means of escape from the shaft and pipeline tunnels shall fulfil the requirements regarding means of escape from machinery spaces of category A and additionally be enclosed with watertight casings extending over the uppermost load waterline. One of these means of escape may lead to the machinery spaces. The shaft and pipeline tunnel doors leading to the machinery spaces and to the cargo pump rooms shall fulfil the requirements specified in sub-chapter 7.3 of Part III Hull Equipment Workshops, fuel injectors testing stations, separators rooms and similar spaces enclosed within machinery spaces, may have exits to these spaces only. ECR enclosed within machinery space shall have, except exit to this space, an independent means of escape. Where the machinery space is small or where the exit from ECR is situated close to any machinery space means of escape, independent means of escape from ECR need not be provided subject to PRS consent in each 17rankcase17 case If two adjacent machinery spaces intercommunicate through a door and each of them has only one means of escape through a trunk, the trunks shall be located at the opposite sides of the ship Exits from the machinery spaces shall lead to the places providing ready access to the boat (embarkation) deck All the doors, as well as the covers of companionways and skylights through which it is possible to leave the machinery spaces, shall be capable of being opened and closed both from the inside and outside. The covers of such companionways and skylights shall bear a clear inscription prohibiting to stow any objects on them. Covers of the skylights which do not serve as exits shall be fitted with closing devices arranged for locking them from the outside (see also paragraph ) The surfaces of machinery, equipment and pipelines, which can heat up to temperatures exceeding 220 C shall be provided with thermal insulation. The insulation shall be made of non-combustible materials. The external surface of the insulation shall be impervious to oils, fuels and their vapours. The insulation shall be of a type and so supported that it will not crack or deteriorate when subjected to vibrations. Additionally, the insulation shall fulfil the requirements specified in paragraph and subchapter The insulation shall also be protected against mechanical damage All the machinery spaces shall be fitted with ventilation systems in accordance with the requirements specified in Chapter Arrangement of Engines, Machinery and Equipment

18 18 Machinery Installations and Refrigerating Plants Engines, machinery, boilers, equipment, pipes, valves and fittings shall be so arranged as to provide free access to them for attendance, repairs in case of failure, as well as dismounting and removal from the ship. The requirements specified in paragraph shall also be fulfilled The distance from outer surface of the boiler insulation to the walls of oil fuel tanks shall be sufficient to ensure free flow of the air necessary to maintain the temperature of oil fuel in the tanks below the oil fuel flashpoint, except the cases specified in paragraph No oil fuel tank shall be situated where spillage or leakage therefrom can constitute a fire explosion hazard by falling on heated surfaces. Oil fuel, lubricating oil and other flammable oil tanks, pipes, filters, heaters, etc. shall not be located directly above hot surfaces such as boilers, steam pipes, exhaust manifolds, silencers and other equipment requiring thermal insulation. They shall be installed as far as possible from such surfaces. In particular fuel filters operating under pressure shall be so located that in the event of possible leakage the flow is not directed to such surfaces. Means shall be provided (e.g. shields), to prevent contact with sources of ignition of any possible leakage of oil fuel, lubricating oil or other flammable oil under pressure from each pump, filter, heater or pipeline (see also paragraphs from to ) As far as practicable, parts of the oil fuel system containing heated oil under pressure exceeding 0.18 MPa shall be located in well illuminated positions in machinery rooms and such that possible defects and leakage can be readily observed. By heated oil is meant oil the temperature of which after heating is higher than 60 C or higher than the current flashpoint of the oil, if this is lower than 60 C. Ventilation of machinery spaces shall be sufficient under all normal conditions to prevent accumulation of oil vapour Auxiliary boilers, if installed in a common space with internal combustion engines, shall be shielded, in the area of burner, with a metal screen or other measures shall be taken to protect the machinery space equipment against effects of a flame accidentally thrown off the furnace Around auxiliary oil-fired boilers installed on platforms or in tween-deck, non-watertight spaces oil-tight coamings at least 200 mm high shall be fitted As far as practicable, oil fuel tanks shall be part of the ship structure and shall be located outside machinery spaces of category A. Where oil fuel tanks, other than double bottom tanks are necessarily located within the machinery spaces of category A, at least one of their vertical sides shall be contiguous to the machinery space boundaries, and shall preferably have a common boundary with the double bottom tanks, and the area of the tank boundary separating it from the machinery space shall be kept to a minimum. Oil fuel having a flashpoint of less than 60 C shall not be kept in these tanks (see also sub-chapter 1.18). The use of free-standing oil fuel tanks shall be avoided. When such tanks are employed their use shall be prohibited in category A machinery spaces on passenger ships. Where permitted, they shall be placed in an oil-tight spill tray of ample size fitted with drain pipes in accordance with paragraphs from to Air compressors shall be installed in such places where the contamination by flammable liquid vapours of air drawn by the compressor is as low as possible Fuel oil purifiers for heated oil fuel, and the associated components, shall be placed in a separate room enclosed by steel bulkheads extending from deck/bottom to deck and provided with self-closing steel doors. Such a room shall be provided with:.1 mechanical ventilation in accordance with the requirements specified in paragraph ;.2 fire detection and fire-extinguishing systems in accordance with the requirements specified in subchapter of Part V Fire Protection. Where location of fuel oil purifiers in a separate room is impracticable, then the purifiers and associated components shall be located in a space which is equipped with the following:

19 General Provisions 19.3 scuppers having sufficient capacity to minimize the free surface of oil; where drain pipes are provided from collected leakages, they shall be led to a suitable oil drain tank not forming part of an overflow system;.4 spray shields in way of any connections of flammable oil pipes; any leakage shall be led to scuppers. The control panel/switches of the fuel oil purifiers shall be located in an area where flammable mist cannot accumulate and outside the machinery spaces, see sub-chapter in Part V Fire Protection Requirements regarding the arrangement of main and emergency sources of electric power, electrical equipment and switchboards are specified in Part VIII Electrical Installations and Control Systems Hydraulic power packs of more than 50 kw with a working pressure more than 10.0 MPa shall be installed in specially dedicated spaces, provided with a separate ventilation system The use of materials other than steel on engine, turbine and gearbox installations is considered acceptable for the following applications:.1 internal pipes which cannot cause any release of flammable fluid onto the machinery or into the machinery in case of failure; or.2 components that are only subject to liquid spray on the inside when the machinery is running, such as machinery covers, rocker box covers, camshaft end covers, inspection plates and sump tanks. It is a condition that the pressure inside these components and all elements contained therein is less than 0.18 N/mm 2 and that wet sumps have a volume not exceeding 100 litres; or.3 components attached to machinery which satisfy fire test criteria according to standard ISO 19921: 2005/19922:2005 or other standard acceptable to PRS, and which retain mechanical properties adequate for the intended installation Installation of Engines, Machinery and Equipment Engines, machinery and equipment constituting the machinery installations shall be installed on strong and rigid foundations. The foundation design shall fulfil the relevant requirements specified in Chapter 12 of Part II Hull Boilers shall be so installed on the foundations that their welded joints do not rest on supports To prevent boilers from shifting, special stops and stays shall be fitted, taking into account thermal expansion of the boiler body Machinery and other equipment may be installed on the tanktop, watertight bulkheads, shaft tunnel or oil fuel tank walls, provided they are fixed to foundations or supporting brackets welded to stiffeners, or to these parts of plating which are directly stiffened Where it is necessary to install engines or machinery on elastic pads, the pads shall be of a design approved by PRS, taking into account the provisions of Publication No. 102/P European Union Recognized Organizations Mutual Recognition Procedure for Type Approval. The installation of engines on composite material pads will be subject to special consideration by PRS. Composite materials used for the pads shall be approved by PRS Main engines and their gears as well as thrust bearings shall be fixed to the foundations, entirely or in part, with fitted bolts or special stops The bolts fixing main engines, auxiliary engines and machinery, as well as shaft bearings to their foundations shall be secured against loosening Engines and machinery with horizontally arranged shafts shall be installed parallel to the ship centre line. Other orientation may be accepted, provided that the engine or machinery construction permits its operation at the conditions specified in 1.6, being so installed.

20 20 Machinery Installations and Refrigerating Plants The generators prime movers shall be installed on a common frame with the generators Control Devices of Main Engine Starting and reversing arrangements shall be so designed and situated that each engine can be started or reversed by one person Direction of control levers or hand-wheels movement shall be clearly indicated by an arrow and relevant inscription At the control stations on the navigation bridge, moving the control levers of main engines ahead or to the right, and in the case of control hand-wheels turning them clockwise, shall correspond with the ahead running of the ship. Upon agreement with PRS, at additional control stations, the direction of control levers or hand-wheels may be set in a different way The design of main engine controls shall preclude the possibility of self- change of pre-set position The controls of main engines equipped with mechanical turning gear shall have interlocking system to preclude starting the main engine while the turning gear is engaged It is recommended to provide an interlocking system between the engine telegraph and the reversing and starting arrangements as to prevent the engine from running in the direction opposite to the preset one Propulsion machinery orders from the navigation bridge shall be indicated in the main machinery control room or at the manoeuvring platform as appropriate Machinery Controlling and Control Stations Main and auxiliary machinery essential for the propulsion, control and safety of the ship shall be provided with efficient means for its operation and control. All control systems essential for the propulsion, control and safety of the ship shall be independent or so designed that failure of one system does not preclude performance of another system. It shall also be possible to control main and auxiliary machinery, essential for the propulsion and safety of the ship, at or near the machinery concerned The local control stations of main engines shall be provided with: controls, instrumentation, as determined by the manufacturer, to supervise the operation of main propulsion machinery, tachometers and indicators of the direction of propeller shaft rotation, indicator of blade position of controllable pitch propeller, means of communication In ships equipped with several main engines, reversing gears or controllable pitch propellers, a common control station shall be provided Where remote or remote-automatic control of the main propulsion machinery is provided, relevant requirements specified in chapters 20 and 21 of Part VIII Electrical Installations and Control Systems shall be fulfilled The control stations at the wings of navigation bridge shall be so interconnected with the bridge control station that control from each station is possible without changing-over Means of Communication

21 General Provisions At least two independent means shall be provided for communicating orders from the navigation bridge to the position in the machinery space or ECR from which the engines are normally controlled. One of these shall be an engine room telegraph, which provides visual identification of the orders and responses both in the machinery spaces and on the navigation bridge, fitted with clearly audible signal device well distinct in tone from any other signals which may resound in the room (see also Chapter 7 of Part VIII Electrical Installations and Control Systems). The second means of communication shall be independent of the engine room telegraph and provide for verification of engine orders and responses. A means of communication, which provides for verification of both engine orders and responses, shall be provided from the navigation bridge and the engine room to any other position from which the speed or direction of thrust of the propellers may be controlled. Two control positions located close to each other may be provided with one common means of communication Two-way communication shall be provided between the engine room, auxiliary machinery spaces and boiler space and, aboard tankers, additionally between the engine room and the cargo pump room Means for communicating orders and responses between the navigation bridge and the steering gear compartment shall be provided Where means of oral communication is provided, measures shall be taken to ensure clear audibility when the machinery is running Instrumentation Instruments, with the exception of liquid thermometers, shall be checked and accepted by a competent administration body in accordance with the state rules in force The accuracy of tachometer indications shall be within ±2.5% of the measuring range. Where barred speed ranges for main engines are specified (see 4.4), they shall be clearly and durably marked on the indicating dials of all tachometers Piping systems shall be fitted with instruments necessary for monitoring their proper operation. When choosing the type and number of the instruments, guidance provided by manufacturers of the mechanisms and equipment employed in particular installation shall be taken into account Instruments in the oil fuel, lubricating oil and other flammable oil piping systems shall be fitted with valves or cocks for cutting-off the instruments from the medium. Temperature sensors shall be fitted in tight pockets General Requirements for Piping Systems Minimum Number of Pumps Serving Ship Piping Systems According to the conventions in force for ships of 500 tonnes gross tonnage and above, the following minimum number of pumps shall be provided:.1 for cargo ships 3 pumps including emergency fire pump, within allowed interchangeability, for serving the following systems: fire-fighting system (water fire main system), ballast system, bilge system;.2 for crude oil tankers and product carriers carrying cargoes having a flashpoint not exceeding 60 C 4 pumps including emergency fire pump, within allowed interchangeability, for serving the following systems: fire-fighting system (water fire main system), ballast system, bilge system, scrubber cooling system.

22 22 Machinery Installations and Refrigerating Plants Class, Material, Manufacture and Application of Pipes Requirements contained in the present subchapter apply to piping systems normally employed in ships and made of carbon steel, carbon-manganese steel, alloy steel or non-ferrous materials, specified in the scope of the considered documentation (see also ). The requirements do not cover open-ended exhaust gas lines from internal combustion engines and gas turbines, pipes being integral part of boilers, as well as cargo pipelines in chemical carriers For the purpose of determining the scope of tests, the type of joints, the kind of heat treatment and welding procedure, the piping systems, depending on their service and parameters of the conveyed medium, are subdivided into classes in accordance with Table Table Classes of piping systems Piping system for: Class I Class II Class III Toxic or strongly corrosive media Without special safeguards 1) With special safeguards 1), 2) Flammable media with service temperature above the flash point or with the flash point below 60 C; liquefied gases Without special safeguards 1) With special safeguards 1) Steam 4) p > 1.6 or t > 300 Any pressure p 0.7 and t 170 Thermal oil 4) p > 1.6 or t > 300 temperature combination p 0.7 and t 150 not belonging to class I Fuel oil, lubricating oil, flammable hydraulic p > 1.6 or t > 150 and class III, p 0.7 and t 60 oil, crude oil and petroleum product cargoes 4) see Fig Other media 4), 5), 6) p > 4.0 or t > 300 p 1.6 and t 200 Notes to Table : 1) Special safeguards for reducing the possibility of leakage and limiting its consequence, e.g. pipes led in positions where leakage of internal fluids will not cause a potential hazard or damage to surrounding areas which may include the use of pipe ducts, shielding or screening. 2) Class II is not applicable to toxic media. 3) Except cargo systems for crude oil and its products. 4) p design pressure, [MPa], (see paragraph ); t design temperature, [ C], (see paragraph ). 5) Including water, air, gases, non-flammable hydraulic oil. 6) Open-ended pipes (drains, overflows, air pipes, exhaust gas lines and discharge pipes from steam safety valves) belong to class III piping system. Fig Materials to be used for pipes, valves and fittings, as well as their testing shall fulfil the requirements of Part IX Materials and Welding.

23 General Provisions 23 Materials for pipes, valves and fittings intended for strongly corrosive media are subject to special consideration by PRS. Prefabrication of piping systems shall fulfil the requirements specified in Publication No. 23/P Prefabrication of Pipelines Steel pipes intended for class I or class II piping systems shall be seamless, hot or cold drawn pipes. Welded pipes, recognized by PRS as equivalent to seamless pipes, may also be used. Pipes, valves and fittings made of carbon steel and carbon-manganese steel shall be used only for media with temperature not exceeding 400 C and made of low alloy steel for media with temperature not exceeding 500 C. Such steel may also be used for media with temperature higher than those stated above, provided that at such temperatures their mechanical properties and creep strength limit within hours are in accordance with the standards in force and that such characteristics are guaranteed by the manufacturer. Pipes, valves and fittings for media with temperature exceeding 500 C shall be made of alloy steel Copper and copper alloy pipes shall be seamless or other type approved by PRS. These pipes for class I and class II piping systems shall be seamless. Copper and copper alloy pipes, valves and fittings shall not be used for media with temperature exceeding: 200 C for copper and copper-aluminium alloys, 260 C for bronze, 300 C for copper-nickel alloys, as well as for ammonia (NH 3). See also paragraph Nodular cast-iron of the ferritic type may be used for pipes, valves and fittings for media with temperature not exceeding 350 C, including: bilge, ballast and cargo pipes fitted within double bottom or cargo tanks, ship-side valves and fittings, valves and fittings installed on collision bulkhead and on fuel and oil tanks. The use of this cast-iron for other valves, fittings and pipes, as well as for class II and class III is subject to PRS acceptance in each particular case. Nodular cast iron pipes and valves fitted on the ship s side shall have specified properties to the PRS satisfaction, according to the intention of Regulation 22 of the 1996 Convention on Load Lines Grey cast-iron may be used for class III piping systems and in oil tankers for cargo and stripping piping within cargo tanks. Grey cast iron may be accepted for pressures up to 1.6 MPa for cargo oil pipelines on weather deck of oil tankers, except for manifolds and their valves and fittings connected to cargo handling hoses. The use of grey cast-iron pipes, valves and fittings in other service piping systems is subject to special consideration by PRS. Grey cast-iron shall not be used for: pipes, valves and fittings for media with temperature exceeding 220 C, pipes, valves and fittings subjected to hydraulic shock or excessive strains and vibrations, clean ballast pipes, valves and fittings passing through cargo tanks, pipes, valves and fittings of steam and fire-fighting systems, pipes connected directly to the hull external shell plating, valves and fittings fitted on the hull external shell plating or on collision bulkhead, valves and fittings fitted directly on oil fuel, lubricating oil or other flammable oil tanks under hydrostatic pressure The requirements for plastic pipes as well as conditions of their application in ships are specified in Publication No. 53/P Plastic Pipelines on Ships Plastic pipes and fittings may be used in ships classed with PRS, provided that the following detailed documentation, as a minimum, has been submitted:

24 24 Machinery Installations and Refrigerating Plants piping system diagram as required in together with the system description taking account of the penetrations through watertight and gastight divisions; Type Approval Certificates issued by PRS or MED Conformity Certificates for plastic pipes and fittings The type and construction of flexible hose assemblies and compensators used in systems considered by PRS shall fulfil the requirements specified in sub-chapter Materials readily rendered ineffective by heat shall not be used for overboard scuppers, sanitary discharges, and other outlets which are close to the waterline and pipes penetrating pieces passing through watertight bulkheads and where the failure of the material in the event of fire would give rise to the danger of flooding Pipe Wall Thickness The formulae given below are applicable in the cases when the ratio of outside diameter of the pipe to its inside diameter does not exceed the value 1.7. The wall thickness s for straight or bent metal pipe exposed to internal pressure (taking into account the requirements specified in paragraph ) shall not be less than that determined in accordance with the formula below: s = s0 + b + c [mm] ( ) and in no case less than that given in Table dp s 0 = 2σ ϕ p [mm] ( ) d + where: d outside diameter of the pipe, [mm]; p design pressure, [MPa] maximum working pressure, not less than the highest set pressure of any safety or relief valve; except for: piping for oil fuel heated up to temperature exceeding 60 C not less than 1.4 MPa, piping for CO 2 fire extinguishing systems in accordance with the notes to Table 3.11 in Part V Fire Protection; ϕ safety factor equal to 1.0 for seamless pipes and for welded pipes, considered as equivalent to seamless pipes; for all other welded pipes, the value of safety factor will be subject to PRS consideration in each particular case; b allowance for a reduction of pipe wall thickness due to bending; the value b shall be so determined that the calculated stress in the bend, due to the internal pressure only, does not exceed the permissible stress; where the exact value of thickness reduction at the bend is not available, the value b may be determined by the following formula: b = 0. 4( d / R) s0 [mm] ( ) R mean inside radius of the bend, [mm]; c corrosion allowance, [mm], taken: for steel pipes according to Table , for non-ferrous metal pipes according to Table ; σ d allowable stress, [MPa], taken: for steel pipes the lowest out of the following values: R m /2.7; R t e /1.8 or R t 0.2 /1.8; R z/100000/t /1.8 and R l/100000/t /1.0 where: R m minimum tensile strength, [MPa]; R t e, R t 0.2 minimum yield point or 0.2% proof stress, [MPa], at the design temperature t, [ C]; R z/100000/t average creep stress, [MPa], to produce rupture in 10 5 hours, at design temperature t, [ C];

25 General Provisions 25 R l/100000/t average stress, [MPa], to produce 1% creep in 10 5 hours, at design temperature t, [ C]. Notes: 1. The above defined safety factor 1.8 may be reduced to 1.6 subject to PRS consent in each particular case. 2. PRS may require Rl/100000/t value to be taken into account, if necessary. for high alloy steel pipes σ d is subject to PRS consideration in each particular case; for copper and copper alloy pipes σ d shall be determined in accordance with Table ; t design temperature [ C], to be considered for determining the allowable stress, is the maximum temperature of the medium inside the pipe; in special cases, the design temperature is always subject to PRS consideration.

26 26 Machinery Installations and Refrigerating Plants Nominal diameter [mm] External diameter [mm] Table Minimum wall thickness of pipes, s [mm] Steel pipes A B C D E F G Austenitic stainless steel pipes < Copper pipes Copper alloy pipes

27 General Provisions A Piping systems other than those mentioned under B, C, D, E, F, G or in note 8. B Air, overflow and sounding pipes of structural tanks, except those mentioned under D, and drain pipes covered by 5.9. C Sea-water pipes (bilge, ballast, cooling water, fire systems, etc.) except those mentioned under D. D Bilge, ballast, air, overflow and sounding pipes in way of oil fuel tanks and bilge, air, overflow, sounding and oil fuel pipes in way of ballast tanks as well as air pipes above open deck. E Ballast piping in way of cargo oil tanks and cargo oil piping in way of segregated ballast tanks. F Carbon dioxide fire extinguishing piping from cylinders to distribution valves (see notes 2, 3, 6, 7). G Carbon dioxide fire extinguishing piping from distribution valves to discharge nozzles (see notes 2, 3, 6, 7). Notes to Table : 1) Wall thickness and pipe diameters listed in the Table are determined in accordance with ISO Recommendations R 336. Minor variations resulting from the use of other standards may be accepted. 2) For the values listed in the Table, no allowances need to be made for negative manufacturing tolerance or reduction in thickness due to bending. 3) For diameters greater than those listed in the Table, the minimum wall thickness is subject to PRS consideration in each particular case. 4) For pipes effectively protected against corrosion, upon agreement with PRS, the wall thickness values specified in columns 4, 5 and 6 may be reduced, but not more than by 1 mm. 5) For sounding pipes, the wall thickness listed in columns 4 and 6 (except cargo tanks for the carriage of cargoes with flashpoint below 60 C) applies to these parts located outside the tanks for which the pipes are intended. 6) For threaded pipes, the wall thickness listed is the minimum thickness in the threaded part of the pipe. 7) The pipes listed under F and G shall be galvanized at least inside. Subject to PRS consent, short section of pipes installed in engine room need not be galvanized. 8) The Table does not cover exhaust gas lines. Minimum wall thickness values for these lines are subject to PRS consideration in each particular case. The recommended minimum wall thickness of exhaust gas pipes is 4 mm. 9) The wall thickness of low pressure carbon dioxide extinguishing system from gas storage tanks to discharge nozzles shall be taken according to the values given in column 9 of the Table.

28

29 General Provisions 29 Table Corrosion allowance for steel pipes, c [mm] Superheated steam systems Saturated steam systems Steam coil systems in cargo tanks and other tanks Feed water for boilers open circuit systems Feed water for boilers closed circuit systems Boiler blow-down systems Compressed air systems Hydraulic oil systems Lubricating oil systems Oil fuel systems Cargo oil systems Refrigerating plants Fresh water systems Sea-water systems Piping service c Notes to Table : 1) If the pipes are effectively protected against corrosion then subject to PRS consent in each particular case the corrosion allowance may be reduced, however not more than by 50%. 2) In the case of use of special alloy steel pipes with sufficient corrosion resistance, the corrosion allowance c may be reduced to zero. 3) For pipes passing through tanks, the values specified in the Table for inside medium shall be increased by corrosion allowance taking account of the ambient conditions in accordance with the Table. Table Corrosion allowance for copper and copper alloy pipes, c [mm] Pipe material Copper and copper alloys except those with lead content Copper-nickel alloys (with nickel content 10% and more) c Note to Table : For special alloy pipes having sufficient resistance to corrosion, corrosion allowance c may be reduced to zero. Table Allowable stress for copper and copper alloys depending on temperature of medium, σ d [MPa] Pipe material Material condition Rm [MPa] Temperature of medium [ C] Copper Annealed Aluminium brass Annealed Copper-nickel alloy 95/5 and 90/10 Annealed Copper-nickel alloy 70/30 Annealed Notes to Table : 1) Intermediate values shall be determined by linear interpolation. 2) For materials not included in the Table, the allowable stress is subject to PRS consideration in each particular case For pipes with negative manufacturing tolerance, the wall thickness shall be determined in accordance with the formula below:

30 30 Machinery Installations and Refrigerating Plants s 1 = s a ( ) where: s wall thickness determined in accordance with formula , [mm]; a negative manufacturing tolerance of wall thickness, [%] For pipes with an outside diameter of 80 mm and above, conveying superheated steam at a temperature 350 C and over, additional stress caused by thermal expansion shall be taken into account, and the flanged joints shall be calculated for strength and tightness Pipe Connections In ship piping systems, the following pipe connections of pipe lengths may be used: direct welding, flanges, threaded joints, mechanical joints. Each of the above-mentioned connection shall be made to a recognized standard or of a proven design to be suitable for the intended purpose and shall be approved by PRS. The expression mechanical joints means devices intended for direct connection of pipe lengths other than by welding, flanges or threaded joints described in paragraphs to Welded Connections Welding and non-destructive testing of welds shall be carried out in accordance with Publication No. 23/P Pipelines Prefabrication and Part IX Materials and Welding. Butt welded joints shall be of full penetration type generally with or without special provision for a high quality of root side 1) for all classes, irrespective of outside diameter. Butt welded joints with special provision for a high quality of root side may be used for piping of any class, any outside diameter. Butt welded joints without special provision for a high quality of root side may be used for piping systems of class II and III, irrespective of outside diameter Slip-on Sleeve and Socket Welded Joints Slip-on sleeve and socket welded joints shall have sleeves, sockets and weldments of adequate dimensions conforming to a recognized standard or the Rules. Accepted applications of pipe connections in the relevant class of piping are specified in Table Class of piping I II Pipe outside diameter [mm] 88.9 Table Slip-on sleeve Type of connection Socket welded joints Except piping systems conveying toxic media, subject to fatigue loads, where severe erosion or crevice corrosion is expected to occur III Irrespective of the pipe diameter Both types are permitted without limitation 1) The expression special provision for a high quality of root side means that butt welds were accomplished as double welded or by use of a backing ring or inert gas back-up on first pass. Subject to PRS consent, other similar methods may be accepted.

31 General Provisions Flange Connections Flange connections of pipelines shall comply with the types shown in Table Gaskets shall be suitable for the media being conveyed under design pressure and temperature conditions and their dimensions and configuration shall be in accordance with recognized standards and the requirements of the Rules. Non-standard flanges and bolts are subject to PRS consent in each particular case. Examples of flange attachments are shown in Table Other types of flange attachments are subject to PRS acceptance in each particular case. Flange attachments shall be in accordance with national or international standards applicable to the piping system and shall recognize the boundary fluids, design pressure and temperature conditions, external or cyclic loading and location. Table Note: For type D, the pipe and flange shall be screwed with a tapered thread and the diameter of the screw portion of the pipe over the thread shall not be significantly less than the outside diameter of the unthreaded pipe. For certain types of thread, after the flange has been screwed hard home, the pipe shall be expanded into the flange The type of flange connections shall be selected depending on the class of the piping and the conveyed media in accordance with Table

32 32 Machinery Installations and Refrigerating Plants Class of piping Toxic, strong corrosive, flammable media 4) and liquefied gases Table Required types of flange connection Lubricating and fuel oil Steam 3) and thermal oil Other media 1), 2), 3), 4), 5) I A, B 6) A, B A, B 6) A, B II A, B, C A, B, C A, B, C, D 5) III A, B, C, E A, B, C, D, E A, B, C, D, E, Notes to Table : 1) Including water, air, gas and hydraulic oil. 2) Type E connections shall be used for water pipes and open-ended lines only. 3) Only type A when design temperature exceeds 400 C. 4) Only type A when design pressure exceeds 1.0 MPa. 5) Types D and E shall not be used when design temperature exceeds 250 C. 6) Types B connections shall be used for pipes with outside diameter less than 150 mm only Slip-on Threaded Joints Slip-on threaded joints having pipe threads where pressure-tight joints are made on the threads with parallel or tapered threads shall fulfil the requirements of recognized national or international standards. Slip-on threaded joints may be used for outside diameters as indicated in Table , except for piping systems conveying toxic or flammable media or services where fatigue, severe erosion or crevice corrosion is expected to occur. Threaded joints in CO2 systems shall be allowed only inside protected spaces and in CO2 cylinder rooms. Guidelines for connection of pipe lengths with tapered thread and threaded joints with parallel thread are specified in Table Note: 1) not applicable 2) + applicable Table Pipe outside diameter Type of thread Class of piping [mm] parallel thread Tapered thread I II III + + In particular cases, sizes in excess of those mentioned above may be accepted by the PRS provided they fulfil a recognized national and/or international standard Mechanical Joints Due to the great variations in design and configuration of mechanical joints, no specific recommendation regarding a calculation method for theoretical strength calculations is given in these requirements. The type approval shall be based on the results of testing of the actual joints. These requirements apply to pipe unions, compression couplings, and slip-on joints as shown in Table Similar joints complying with the requirements specified in paragraphs from to may be acceptable.

33 General Provisions 33 Table Examples of mechanical joints Pipe Unions Welded and brazed types Compression Couplings Swage type Press type Bite type Flared type Slip-on Joints Grip type Machine grooved type

34 34 Machinery Installations and Refrigerating Plants Slip type Application of the particular type of mechanical joint in accordance with Table is subject to PRS acceptance in each particular case. The acceptance shall be based on the type approval procedure specified in Publication No. 57/P Type Approval of Mechanical Joints, taking into account the provisions of Publication No. 102/P European Union Recognized Organizations Mutual Recognition Procedure for Type Approval Where the application of mechanical joints results in reduction in pipe wall thickness due to the use of bite type rings or other structural elements, this shall be taken into account in determining the minimum wall thickness of the pipe to withstand the design pressure (see sub-chapter ) Material of mechanical joints shall be compatible with the piping material and internal and external media Where appropriate mechanical joints shall be of fire resistant type as required in accordance with Table Mechanical joints, which in the event of damage could cause fire or flooding, shall not be used in piping sections directly connected to the ship s side below the bulkhead deck of passenger ships or freeboard deck of cargo ships or tanks containing flammable fluids The number of mechanical joints in flammable fluid systems shall be kept to the minimum. In general, flanged joints conforming to recognized standards shall be used Piping in which a mechanical joint is fitted shall be adequately adjusted, aligned and supported. Supports or hangers shall not be used to force alignment of piping at the point of connection Slip-on joints shall not be used in pipelines in cargo holds, tanks and other spaces which are not easily accessible, unless accepted by PRS. Application of these joints inside tanks may be permitted only for the same media that are in the tanks. Usage of slip type slip-on joints as the main means of pipe connection is not permitted except for cases where compensation of axial pipe deformation is necessary. Slip-on type joints, as shown in Table , provided they are restrained on the pipes, may be used for pipes on deck with a design pressure of 1 MPa or less.

35 General Provisions Application of mechanical joints and their acceptable use for each service is indicated in Table ; instructions for class I, II and III piping are specified in Table In particular cases, sizes in excess of those mentioned in Table may be approved by PRS if in compliance with a recognized national and/or international standard. Table Acceptable applications of mechanical joints The following Table indicates systems where the various kinds of joints may be accepted. However, in all cases, acceptance of the joint type is subject to PRS acceptance for the intended application and the requirements of the Rules. Systems Kind of connections Pipe unions Compression couplings Slip-on joints Flammable fluids (flash point 60 ) 1 Cargo oil lines 4) Crude oil washing lines 4) Vent lines 3) Inert gas 4 Water seal effluent lines Scrubber effluent lines Main lines 2), 4) Distribution lines ) Flammable fluids (flash point > 60 ) 8 Cargo oil lines 4) Fuel oil lines 2), 3) Lubricating oil lines 2), 3) Hydraulic oil 2), 3) Thermal oil 2), 3) Sea water 13 Bilge lines 1) Water filled fire extinguishing systems, e.g. foam, drencher systems 3) Non water filled fire extinguishing systems, e.g. foam, drencher systems 3) 16 Fire main (not permanently filled) 3) Ballast system 1) Cooling water system 1) Tank cleaning services Non-essential systems Fresh water 21 Cooling water system 1) Condensate return 1) Non-essential system Sanitary/Drains/Scuppers 24 Deck drains (internal) 6) ) 25 Sanitary drains Scuppers and discharge (overboard) + + Sounding/Vent 27 Water tanks/dry spaces Oil tanks (flash point > 60 ºC) 2). 3) Miscellaneous 29 Starting/control air 1) Service air (non-essential) Brine CO2 system 1) Steam )

36 36 Machinery Installations and Refrigerating Plants Abbreviations: + Application is allowed. Application is not allowed. Notes: Fire resistance capability 1) Inside machinery spaces of category A only approved fire resistant types. 2) Not inside machinery spaces of category A or accommodation spaces. May be accepted in other machinery spaces, provided the joints are located in readily visible and accessible positions. 3) Approved fire resistant types, except in cases where such mechanical joints are installed on exposed open decks, as defined in SOLAS II-I/Reg (10) and not used for fuel oil lines. 4) Only in pump rooms and open decks only approved fire resistant types. General notes: 5) Slip type slip-on joints as shown in Table may be used for pipes on deck with a design pressure of 1MPa (10 bar) or less. 6) Only above the bulkhead deck of passenger ships and the freeboard deck of cargo ships. Table Application of mechanical joints depending upon the class of piping Types of joints Classes of piping systems I II III Pipe unions Welded and brazed type + (dz 60.3 mm) + (dz 60.3 mm) + Compression Couplings Swage type Press type + Bite type + (dz 60.3 mm) + (dz 60.3 mm) + Flared type + (dz 60.3 mm) + (dz 60.3 mm) + Slip-on joints Grip type + + Machine grooved type Slip type + + Abbreviations: + Application is allowed. Application is not allowed. Note: The diameters given represent the pipe outside diameter Installation of mechanical joints shall be in accordance with the manufacturer s assembly instructions. Where special tools and gauges are required for installation of the joints, these shall be supplied by the manufacturer Hydrostatic Tests of Piping All classes I and II pipes and integral fittings and, in all cases, all steam pipes, feed pipes, compressed air pipes and fuel oil pipes having a design pressure greater than 0.35 MPa and relative integral fittings, after completion of manufacture but before insulation and coating, if any, shall be subject to a hydrostatic test in the presence of PRS Surveyor at the following value of pressure: p pr = 1.5 p where: p pr test pressure (MPa) p design pressure (MPa) as defined in For steel pipes and integral fittings for temperatures above 300 C, the test pressure shall be determined in accordance with the following formula (however, the maximum test pressure shall not exceed 2p):

37 General Provisions 37 K100 p pr = 1.5p KT [MPa] ( ) where: K 100 permissible stress at 100 C K T permissible stress at the deign temperature. The value of the test pressure may be reduced, with the approval of PRS, to 1.5 p in order to avoid excessive stress in way of bends, T-pieces, etc. In no case is the membrane stress to exceed 90 percent of the yield stress at the testing temperature When, for technical reasons, it is not possible to carry out complete hydrotesting before assembly on board, for all sections of piping, proposals shall be submitted for approval to PRS for testing the closing lengths of piping, particularly in respect of seamless parts When the hydrostatic test of piping is carried out on board, these tests may be 37rankcase in conjunction with the tests required in paragraph Pressure testing of small bore pipes (less than about 15 mm) may be waived subject to PRS acceptance in each particular case Pressure Tests of Piping After Assembly on Board After assembly on board, the following tightness tests shall be witnessed by PRS Surveyor. All piping systems covered by these requirements shall be checked for leakage under operational conditions and, if necessary, using special techniques other than hydrostatic testing. In particular, heating coils in tanks and liquid or gas fuel lines shall be tested to not less than 1.5 p but in no case less than 0.4 MPa Hydrostatic Tests of Valves and Fittings Valves and fittings non-integral with the piping system, intended for classes I and II, shall be tested in accordance with recognized standards and PRS Rules, however, to the pressure not less than 1.5 times the design pressure. Valves and cocks intended to be fitted on the ship side below the load waterline shall be tested by hydraulic pressure not less than 0.5 MPa Radius of Pipe Bends The mean radius of bend of the boiler blow down pipes shall not be less than 3.5d (d outside diameter of the pipe). The mean radius of bend of the steel and copper pipes subjected to a pressure exceeding 0.5 MPa or to a temperature of the internal medium exceeding 60 C, as well as the radius of bend of the pipes intended for self-expansion shall not be less than 2.5d. If, during the bending, no reduction of the pipe wall thickness occurs, then subject to PRS acceptance of the bending process in each particular case the specified radius may be reduced Protection Against Overpressure Where the pressure is likely to develop in excess of the working pressure, the piping shall be provided with means preventing the pressure in the pipeline to rise above the working pressure. Open escape of oil fuel, lubricating oil and other flammable oil from the safety valves is not allowed Where provision is made for a reducing valve on the pipeline, a pressure gauge and safety valve shall be installed thereafter. An arrangement for bypassing the reducing valves is recommended Any relief valves and air or overflow pipes shall discharge to a position where there is no risk of fire or explosion from the emergence of oils and vapour and shall not lead into crew spaces, passenger spaces nor into special category spaces, closed ro-ro spaces, machinery spaces or similar spaces.

38 38 Machinery Installations and Refrigerating Plants Safe and efficient means of ascertaining the amount of oil fuel contained in any oil fuel tank shall be provided. Provision shall be made to prevent overpressure in any oil tank or in any part of the oil fuel system, including the filling pipes served by pumps on board Control and Management of Ships Corrosion, Biofouling and Transfer of Invasive Aquatic Species Upon completion of bending and welding, steel pipes of bilge, ballast and sea-water systems, air, sounding and overflow pipes of water tanks and ballast/fuel tanks, gas freeing and vent pipes of cargo tanks and cofferdams in oil tankers shall be protected against corrosion by a method agreed with PRS Where bottom and side fittings or their parts are made of copper alloys, provision shall be made for protection of the shell plating and all other elements being in contact with the said fittings against electrolytic corrosion Where galvanized sea-water pipes are connected to copper alloy casings of pumps, units, heat exchangers and elements of fittings, provision shall be made for protection against electrolytic corrosion Where steel piping of refrigerant or cooling medium and their connecting elements are not made of stainless steel, they shall be galvanized outside or otherwise protected against corrosion with equivalent means. The surfaces being in contact with refrigerant or cooling medium shall not be galvanized. The pipes shall be made in accordance with the requirements specified in paragraphs and In the design and construction of machinery installations and piping means shall be taken to minimize ship biofouling and transfer of invasive aquatic species in accordance with Chapter 8 of the Guidelines for the Control and Management of Ships Biofouling to Minimize the Transfer of Invasive Aquatic Species specified by IMO in Resolution MEPC.207(62) 1) Insulation of Pipes Insulation of pipes shall fulfil the requirements specified in paragraph of Part V Fire Protection. The requirements do not apply to piping of refrigerating systems in the refrigerated spaces and holds (see also paragraphs and 1.9.8) Insulation of refrigerating pipes shall be protected against absorption of moisture. At bulkhead and deck penetrations, the pipes shall not be in direct contact with these divisions, to avoid the formation of heat leakage bridges Antiperspiration materials and glues applied with insulation as well as insulation of fittings need not fulfil the requirements specified in paragraph , provided these materials are used in as small quantity as possible, and their uncovered surfaces have the low-flame spread characteristics (see definitions in sub-chapter 1.2 of Part V Fire Protection) Valves and Fittings Covers of valves with internal diameter of more than 32 mm, equipped with turning spindles, shall be secured to the bodies by bolts or studs. Screwed-on covers of valves shall be effectively secured against loosening. The nut of cock plug shall be secured against unscrewing from the taper Remote controlled valves, operating with auxiliary source of power, the exception of those mentioned in paragraph , shall have local manual control, the operation of which shall be independent of the remote control. Manual control of the valves shall not render any failure in the remote control system. 1) Resolution MEPC.207(62) Guidelines for the Control and Management of Ships' Biofouling to Minimize the Transfer of Invasive Aquatic Species

39 General Provisions 39 Construction of the remote controlled valves shall be such as to ensure that in the case of failure of remote control system the valves remain in position that not render any state of emergency to the ship or they automatically set to such position Valves installed inside cargo tanks shall not be compressed air controlled Hydraulically controlled valves installed inside cargo tanks shall be so designed as to be capable of being emergency controlled by means of a hand operated pump. The pump shall be connected by a separate line at a place suitable for emergency control of each valve of the system or directly to the valves actuators The tank containing working liquid of hydraulic control system of the valves installed inside cargo tanks shall be located above the cargo tanks upper level, as high as practicable, whereas all the hydraulic installation pipes shall be led to the cargo tanks in their upper part. Moreover, the tank shall be provided with an air pipe terminating in a safe place on the open deck and fitted with a flame arrester. Audible and visual alarms of the low level of liquid in the tank shall be provided Shut-off devices shall be fitted with nameplates clearly specifying their purpose For remote controlled valves, nameplates specifying their purpose, as well as the indications (valve open/valve closed), shall be provided in the control stations. Where the remote control is intended for closing the valves only, such indicators need not be provided Valves and fittings installed on watertight bulkheads shall be secured by studs screwed into pads fitted to the bulkhead, or they may be attached to bulkhead penetration pieces. The stud holes shall not be through holes Valve chests and manually controlled valves shall be situated in positions always accessible during the normal operation of the ship Valves and fittings shall be suitable for the piping for which they are intended, having regard to stresses and the maximum design pressures likely to occur in service Bottom and Side Sea Chests, Bottom and Side Valves and Fittings Sea-water inlet valves shall be placed directly on the bottom or side sea chests Access shall be provided to the inside of the bottom and side sea chests by means of removable covers or gratings The number of discharge openings in the shell plating shall be kept to the minimum. Therefore, where possible, the pipes of similar purpose shall be connected to common discharge openings Arrangement of the sea inlet and discharge openings in the ship s shell plating shall preclude: possibility of sucking the drains, ashes and other wastes by sea-water pumps; passing of discharged water and drains into the ship spaces through the side scuttles and into launched lifeboats and liferafts; where such arrangement of the openings is not practicable, the openings shall be fitted with arrangements that would prevent water from passing into the ship spaces, lifeboats and liferafts Openings in the ship shell plating for the bottom and side sea chests shall be fitted with protective gratings; alternatively, holes or slots may be made in the ship s hull. The total area of the holes or slots shall not be less than 2.5 times the total cross-sectional area of the installed sea-water inlet valves. The diameter of holes or width of slots in the gratings or shell plating shall be about 20 mm. The bottom sea chests shall be provided with arrangements for clearing the gratings with steam or compressed air. Screw-down non-return valves shall be fitted on the clearing pipes. The steam or compressed air pressure shall not exceed 0.5 MPa.

40 40 Machinery Installations and Refrigerating Plants All side inlets and discharges of piping systems, serving the main and auxiliary machinery, located in machinery spaces shall be fitted with readily accessible valves or gate valves with a local control. The valve controls shall be fitted with indicators (valve open/valve closed). Side discharge valves shall be of a screw-down non-return type The means for operating the bottom sea inlet valves shall be situated in readily accessible positions and fitted with indicators (valve open/valve closed). These means are recommended to be located above the floor plating of engine room Located in unattended machinery spaces controls of any valve serving a sea inlet, discharge below the waterline or bilge injection system shall be so arranged as to enable quick* access and operation thereof in the shortest possible time in the event of the space being flooded. If, for the fully loaded ship, the water level in the flooded compartment is above the means of control, provision shall be made to enable the operation of the valves from the positions situated above the water level. * Calculations shall be performed to show that the time taken from alarm activation plus the time to reach and fully close manually operated or powered valves is less than the time taken for the influx of water to reach the control without submergence of the platform on which the person is operating the valve. The time it will take to reach and close the sea valves shall be determined by multiplying the inverse of the nominal speed of travel of a person onboard (1.0 m/sec based on the values taken from MSC/Circ.1033) times the distance to be travelled from the platform in way of manually operated valves (or the actuator for valves controlled by stored mechanical energy) to either: the highest position of the control room for an engine room under continuously manned supervision; or from the navigation bridge for an unmanned engine room. The time taken for the influx of water into the engine room shall be determined based on the fluid dynamic principles contained in MSC.245(83), documentation specified in Publication No. 90/P Guidance for safe return to port and orderly evacuation and abandonment of passenger ship applied to a breach in the largest diameter seawater pipeline in the lowest and highest locations in the engine room and the valve associated with that seawater line. In the event calculations are not available, 10 minutes shall be regarded as adequate time for operation unless otherwise requirements have been specified by the flag state Administration. Interpretation: (A) (B) Bilge injection system means the same as direct suction, referred to in SOLAS, Reg. II-1/35-1, paragraphs and (see ) and is understood to mean Emergency bilge suction, which is used to discharge overboard large quantities of sea water accumulated in engine room bilges using the main cooling (circulating) pump or another suitable pump as permitted by Reg. 35-1, par (see and ). The requirements for the controls of the valves serving a sea inlet, a discharge below the waterline or a bilge injection system are not applicable to valves serving an emergency bilge system 1), provided: (1) the emergency bilge valve is normally maintained in a closed position; (2) a non-return device is installed in the emergency bilge piping; (Note: A normally closed non-return valve with positive means of closing is considered to satisfy both (1) and (2) above). (3) the emergency bilge suction piping is located inboard of a shell valve that is fitted with the control arrangements required by SOLAS, reg. II-1/ Bottom and side valves and fittings shall be installed on welded pads. The holes for the fastening bolts or studs shall not be of through type. The valves and fittings are allowed to be installed on the welded distance pieces, provided the latter are of rigid construction and of a minimum length. The wall thickness of a distance piece shall not be less than the minimum thickness of the shell plating at the ship ends; however, it need not be more than 12 mm. 1) Applies to ships, whose keel was laid, or which were at a similar state of construction, on or after 1 January 2013.

41 General Provisions No parts of the side valves and fittings installed below the bulkhead deck and of bottom valves and fittings, including gaskets, shall be made of materials which may readily deteriorate in the event of fire Bottom and side shell fittings shall have flange connections to allow a pipe to be dismantled while maintaining the ship hull watertight integrity. Spindles and closing parts of the bottom and side valves and fittings shall be made of materials resistant to the corrosive effect of sea-water Arrangement of Piping The number of pipes led through watertight bulkheads shall be kept to a minimum corresponding to the design and normal service of the ship. The pipes passing through watertight bulkheads shall be situated at a distance of at least 0.2 of the ship breadth from the ship side. Where this requirement is not met, measures shall be taken to prevent the spread of water beyond the compartments and tanks specified in the subdivision calculation, in the event of damage to the shell plating and to the pipes. For ships of length L equal to 100 m and above, see also Part IV Stability and Subdivision In cargo ships, and passenger ships every pipe penetrating the collision bulkhead shall be fitted with a screw-down valve* installed directly on the bulkhead inside the forepeak. The valve may also be fitted on the collision bulkhead outside the forepeak, provided it is not within cargo space and is readily accessible in all conditions of ship s service. In ships affixed with a subdivision mark in their class notion, operation of the above-mentioned valves shall be effected from the positions above the bulkhead deck, whereas in other ships from positions above the freeboard deck. (see also paragraph ) The pipes penetrating the collision bulkhead above the bulkhead deck or the freeboard deck need not be fitted with a shut-off valve. Note:* From 1 January 2020 for cargo ships, the pipe may be fitted alternatively with a butterfly valve suitably fitted to the bulkhead and capable of beeing operated from above the freeboard deck (see MSC.1/ Circ.1567 and examples of valve arrangements contained in MSC 98/23/Add.1 - Annex 1 - MSC.429(98)) Where the pipes pierce watertight bulkheads, decks or other watertight structures, provision shall be made for penetration pieces or other arrangements ensuring the watertight integrity of the structure concerned. Holes for bolts and studs shall not pierce the watertight structures, but shall terminate in the pads. Gaskets made of material easily destructible by fire shall not be used. Penetration pieces attached by welding to watertight decks and bulkheads shall be thicker by 1.5 to 3 mm than the wall thickness of a pipe to be connected, depending on its diameter Where it is necessary to pass plastic pipes through watertight bulkheads or decks that confine the watertight compartments included in the ship subdivision calculation, valves operated from a position above the bulkhead deck shall be fitted at the penetration. The valves shall be made of steel or other material equivalent to steel with regard to fire resistance. This requirement does not apply to pipes of ballast system led within the double bottom space Passing pipes through fire-resisting divisions (see definitions in subchapter 1.2 of Part V Fire Protection) shall fulfil the following requirements:.1 penetrations through A Class divisions the penetration to be made of steel pipe (or other equivalent with regard to fire resistance) with wall thickness not less than 3 mm. Length of the penetration piece shall not be less than 900 mm and preferably 450 mm to be on each side of the division. The penetration shall be tight and insulated to the same level as the division pierced. Penetrations made in a different way may be employed, provided they are subject to tests specified in FTP Code (see definitions in sub-chapter 1.2 of Part V Fire Protection), Annex 1, Part 3;.2 penetrations of pipes, other than steel or copper pipes, through B Class divisions the penetration to be made as a steel sleeve with wall thickness not less than 1.8 mm and a length of not less than 900 mm for pipe diameters of 150 mm or more and not less than 600 mm for pipe diameters of less

42 42 Machinery Installations and Refrigerating Plants than 150 mm. It is also recommended to equally divide the length of the sleeve to each side of the division. When the pipe is not connected to the sleeve but is only led through then the clearance between pipe and sleeve shall not exceed 2.5 mm unless it is made tight by means of noncombustible or other suitable material. Penetrations made in a different way may be employed, provided they are subjected to fire tests applicable to the division where they will be fitted. Uninsulated metallic pipes penetrating A or B Class divisions shall be made of materials having a melting temperature which exceeds 950 C for A-0 Class divisions and 850 C for B-0 Class divisions. Passing ventilation ducts through fire-resisting divisions shall fulfil the requirements specified in subchapter Where it is necessary to pass plastic pipes through main fire-resisting divisions, steel penetration pieces of adequate length shall be installed with stop valves on both sides of the division. The valves shall be made of steel or other material equivalent to steel with regard to fire-resistance Means used to secure pipes shall not cause stresses therein due to thermal expansion, deformation of ship structure or vibration The pipes conveying hot media as well as long pipes led along the ship shall be fitted with expansion pieces or sufficient number of bends securing compensation and having radii not less than provided in sub-chapter shall be employed. Where no tunnels are used in leading the pipes through tanks, compensation shall be ensured by means of bends within the tanks. Where pipes are led in tunnels, it is recommended that the compensation bends be situated outside the tunnels Pipes passing through cargo holds, chain lockers and other spaces where they are liable to mechanical damage shall be effectively protected Hydraulic pipes shall not be led through cargo holds Pipes shall not be led through the space where the main gyrocompass is installed, with the exception of pipes used for cooling it It is not recommended to lead any pipes through refrigerated spaces unless they are intended to serve these spaces. Where such leading is indispensable, the pipes shall be insulated. In the spaces there shall be no sections of pipes where water may collect and freeze Drinking water pipes may be led through oil tanks only in tight tunnels, forming an integral part of the tank structure Pipes shall not be led through the radio room Pipes carrying chemically aggressive media shall not be led through spaces used for the carriage of dangerous materials In no case pipes subjected to pressure shall be led above and behind the main or emergency switchboards, or the control panels of important arrangements and machinery. In front of and alongside the switchboards and control panels such pipes may be led at a distance of at least 1500 mm Pipes shall not be led through special electrical spaces (see definitions in sub-chapter 1.2 of Part VIII Electrical Installations and Control Systems) and accumulator battery rooms, with the exception of pipes of the carbon dioxide fire extinguishing system and pipes serving the electrical equipment installed in such spaces Pipes conveying easily flammable media shall be screened or otherwise protected as to avoid, as far as possible, spraying or leaking of the medium onto hot surfaces, air intakes to machinery spaces or other sources of ignition. The number of joints in such piping systems shall be kept to a minimum.

43 General Provisions 43 Such pipes shall not be led through accommodation and service spaces, unless provided otherwise in the Rules In ships having an aggregate capacity of fuel tanks 600 m 3 and above, lines of oil fuel piping located at a distance from the ship s bottom of less than h, as defined in paragraph 6, of regulation 12A, MARPOL 73/78, as amended or from the ship s side less than w, as defined in paragraphs 7 and 8 of regulation 12A, MARPOL 73/78, as amended shall be fitted with valves or similar closing devices within or immediately adjacent to the oil fuel tank. These valves shall be capable of being brought into operation from a readily accessible enclosed space, the location of which is accessible from the navigation bridge or propulsion machinery control position without traversing the exposed freeboard or superstructure decks. These valves shall close in case of remote control system failure (fail in closed position) and shall be kept closed at sea at any time when the tank contains oil fuel, except that they may be opened during oil fuel transfer operations Valves for oil fuel tanks located in accordance with the provisions of paragraphs 6, 7 and 8 of MARPOL regulation 12A, Annex I, may be treated in a manner similar to the treatment of suction wells in oil fuel tanks and therefore they shall be located at a distance from the ship s bottom of not less than 0.5 h Valves for oil fuel tanks which are permitted to be located at a distance from the ship bottom or side less than h or w, respectively, in accordance with the accidental oil fuel outflow performance standard of MARPOL regulation 12A.11, Annex I, may be arranged at the distance less than h or w, respectively Fuel tank air escape pipes and overflow pipes are not considered as part of lines of fuel oil piping and therefore may be located at a distance from the ship s side less than w Flexible Hose Assemblies and Compensators Application The requirements specified in this Chapter apply to short segments of metallic and nonmetallic flexible hose assemblies and compensators intended for a permanent connection between a fixed piping system and items of machinery (e.g. pump). The requirements may be also applied to temporary connected flexible hoses or hoses of portable equipment Flexible hose assemblies and compensators may be used in the following systems: oil fuel, lubricating, hydraulic and thermal oil systems, fresh water and sea water cooling systems, compressed air systems, bilge and ballast systems, as well as class III steam systems if they fulfil the requirements specified in this sub-chapter Flexible hose assemblies and compensators shall not be used in high pressure fuel oil injection systems The requirements specified in this sub-chapter are not applicable to hoses intended to be used in fixed fire-extinguishing systems Design and Construction of Flexible Hose Assemblies and Compensators Flexible hose assemblies and compensators shall be designed and constructed in accordance with the requirements of the Polish Standards or recognized National or International Standards acceptable to PRS. Flexible hose assemblies and compensators constructed of rubber materials and intended for use in oil fuel, lubricating, hydraulic and thermal oil systems, compressed air systems, bilge and ballast systems shall incorporate a single, double or more, closely woven integral wire braid or other suitable material reinforcement. Flexible hoses of plastics materials intended for the same purposes, such as PTFE (e.g. Teflon) or polyamides (e.g. Nylon), which are unable to be reinforced by incorporating a closely woven

44 44 Machinery Installations and Refrigerating Plants integral wire braid shall have a suitable material reinforcement as far as practicable. Where rubber or plastics materials hoses and compensators are to be used in oil supply lines to burners, the hoses and compensators shall have an external wire braid in addition to the reinforcement mentioned above. Flexible hose assemblies and compensators for use in steam systems shall be of metallic construction Flexible hose assemblies and compensators shall be provided with type approved end fittings in accordance with the manufacturer s specification. The end connections that do not have a flange shall fulfil the requirements specified in paragraph Each type of hose (or compensator)/fitting combination shall be subjected to prototype test to the same standard as that required for the hose/ compensator with particular reference to pressure and impulse tests The use of hose clamps and similar types of end attachments is not permitted for flexible hoses and compensators in the systems: steam, flammable media, starting air systems, as well as sea water systems where failure may result in flooding. In other piping systems, the use of hose clamps may be accepted where the working pressure is less than 0.5 MPa and there are double clamps at each end connection Flexible hose assemblies or compensators intended for installation in piping systems where pressure pulses and/or high levels of vibration are expected to occur in service shall be designed for the maximum expected impulse peak pressure and forces due to vibration. The tests required in paragraph shall take into consideration the maximum anticipated inservice pressures, vibration frequencies and forces due to installation Flexible hose assemblies and compensators of non-metallic materials intended for installation in piping systems for flammable media and sea water systems where failure may result in flooding shall be of fire-resistant type except in cases where such hoses are installed on open decks, as defined in SOLAS II-2/ Reg (10) and not used for fuel oil lines. Fire resistance shall be demonstrated by testing to ISO and ISO Flexible hose assemblies and compensators shall be selected for the intended location and application taking into consideration ambient conditions, compatibility with fluids under working pressure and temperature conditions consistent with the manufacturer s instructions and the requirements of PRS Rules Installation of Flexible Hose Assemblies and Compensators Flexible hose assemblies shall be limited to a length necessary to provide for relative movement between fixed and flexibly mounted items of machinery/equipment or systems. This length shall not exceed 2 m Flexible hose assemblies and compensators shall not be installed where they may be subjected to torsion deformation (twisting) under normal operating conditions The number of flexible hose assemblies and compensators in piping systems, referred to in paragraph , shall be kept to a minimum and shall be limited to the purpose specified in this paragraph Where flexible hose assemblies and compensators are intended to be used in piping systems conveying flammable fluids that are in close proximity of heated surfaces, the risk of ignition due to failure of the hose assembly and subsequent release of fluids shall be mitigated as far as practicable by the use of screens or other similar protection approved by PRS Flexible hose assemblies and compensators shall be installed in clearly visible and readily accessible locations Provision shall be made for shutting off from the system all flexible hoses (or compensators) used in compressed air, lubricating oil or fuel oil systems.

45 General Provisions The installation of flexible hose assemblies and compensators shall be in accordance with the manufacturer s instructions and use limitations, with particular attention paid to the following: orientation; end connection support (where necessary); avoidance of hose contact that could cause rubbing and abrasion; minimum bend radii Tests of Flexible Hose Assemblies and Compensators Acceptance of flexible hose assemblies and compensators is subject to satisfactory prototype testing. Prototype test programme for flexible hose assembly/compensator shall be submitted by the manufacturer to PRS for acceptance. The test programme shall be sufficiently detailed to demonstrate performance in accordance with the relevant standards The tests are, as far as applicable, to be performed on different nominal diameters of flexible hose assembly/compensator complete with end fittings and shall include pressure, burst, impulse resistance and fire resistance test in accordance with the requirements of the relevant standards. The following standards shall be used, as applicable: PN EN ISO 6802 Węże i przewody z gumy i z tworzyw sztucznych, wzmocnione drutem. Badanie zginania przy pulsującym ciśnieniu hydraulicznym. Rubber and plastics hose and hose assemblies, wire reinforced Hydraulic impulse test with flexing PN EN ISO 6803 Węże i przewody z gumy i z tworzyw sztucznych. Badanie przy hydraulicznym ciśnieniu pulsującym bez zginania. Rubber or plastics hoses and hose assemblies Hydraulic pressure impulse test without flexing. Other standards may be accepted subject to PRS acceptance in each particular case All flexible hose assemblies and compensators shall be satisfactorily prototype burst tested to an International Standard 1) to demonstrate that they are able to withstand a pressure not less than four times the design pressure without indication of failure or leakage Marking of Flexible Hose Assemblies and Compensators Flexible hose assemblies/compensators shall be durably marked by the manufacturer with the following particulars: the manufacturer s name or trademark; date of manufacture (month/year); designation type reference; nominal diameter; pressure rating; temperature rating. Where flexible hose assembly or compensator is made from components produced by different manufacturers, all components shall be clearly identified and traceable to evidence of prototype testing Automatic and Remote Control Automatic control and remote control of machinery and systems shall fulfil the relevant requirements specified in chapters 20 and 21 of Part VIII Electrical Installations and Control Systems Automatic control of system equipment shall not preclude local control, except for refrigerating plants provided with two independent automatic control systems, for which the local control is not required Limitations on Oil Fuel Use Unless provided otherwise in the Rules, the following limitations apply to the use of oil as fuel: 1) The International Standards, e.g. EN for burst testing of non-metallic hoses require the pressure to be increased until burst without any holding period at 4 po.

46 46 Machinery Installations and Refrigerating Plants.1 except as otherwise permitted by this paragraph, no oil fuel with a flashpoint of less than 60 C shall be used;.2 in emergency generators, oil fuel with a flashpoint of less than 43 C may be used,.3 for the machines located outside of machinery spaces of category A, oil fuel with a flashpoint of less than 43 C may be used subject to the following: fuel tanks (except those arranged in double bottom compartments) are located outside of machinery spaces of category A, provisions for the measurement of oil fuel temperature are made on the suction pipe of the oil fuel pump, stop valves or cocks are provided on the inlet and outlet side of the oil fuel strainers, pipe joints of butt welded construction or of a union type are applied as far as practicable (see sub-chapter ),.4 in cargo ships, to which SOLAS part G, of chapter II-1 is not applicable the use of oil fuel having a lower flashpoint than otherwise specified above, for example crude oil, may be permitted provided that such fuel is not stored in any machinery space and subject to PRS approval of the complete installation,.5 in ships, to which SOLAS part G of chapter II-1 is applicable, the use of oil fuel having a lower flashpoint than otherwise specified above is permitted Ergonomic Considerations Machinery spaces including the equipment installed thereto, line shafting and associated propellers, machinery piping and general purpose piping systems as well as other ship-specific installations covered by the requirements of this Part VI shall be so designed and arranged and shall be operated so as to ensure the compliance with occupational health and safety requirements and to ensure the seafarer wellbeing, capabilities and task performance with respect to ventilation, vibration, noise, means of access and egress taking account of the ambient conditions Detailed recommendations in this respect are contained in IACS publication Human Element Recommendations for Structural Design of Lighting, Ventilation, Vibration, Noise, Access & Egress Arrangements Noise Prevention/Mitigation The requirements of the Code on Noise Levels on Board Ships contained in IMO Resolution MSC.337(91) are effective as of 1 July 2014 when regulation II-1/A-1/3-12 of SOLAS on the noise protection on board ships came into force. Note: Unified interpretations of Resolution MSC.1/ Circ.1509 June 2015 shall be used as guidance for the Code The requirements of regulation II-1/A-1/3-12 of SOLAS apply to ships of gross tonnage 1600 and above: contracted for construction on or after 1 July 2014, in the absence of a building contract the keel of which is laid, or which is at similar stage of construction, on or after 1 January 2015, or delivered on or after 1 July 2018, unless the Administration considers a particular requirement as unreasonable or impracticable The requirements of regulation II-1/A-1/3-12 of SOLAS apply to ships delivered before 1 July 2018 and: to ships contracted for construction on or after 1 July 2014 or ships the keel of which is laid, or which were at similar stage of construction, on or after 1 January 2009 but before 1 January 2015; or in the absence of a building contract, on ships the keel of which is laid, or which were at a similar stage of construction, on or after 1 January 2009 but before 1 January 2015, measures shall be taken to reduce machinery noise in machinery spaces to an acceptable levels as determined by the Administration. Unless

47 General Provisions 47 the noise can be reduced sufficiently, the source of excessive noise shall be separated of adequately insulated or a refuge from the noise shall be provided if the space is required to be manned. In this matter, IMO guidelines specified in Resolution A.468(XII) shall be taken into account Ships shall be so constructed as to reduce onboard noise and to protect personnel from noise in accordance with the Code on Noise Levels on Board Ships contained in IMO Resolution MSC.337(91) For each ship Noise survey report shall be made in accordance with Appendix 1 to IMO Resolution MSC.337(91). The report shall comprise information on the noise levels in the various spaces on board and shall also show the reading at each specified measuring point. The points shall be marked on a general arrangement plan, or on accommodation drawings attached to the report, or shall otherwise be identified. The Noise survey report shall always be available for the crew.

48 48 Machinery Installations and Refrigerating Plants 2 MAIN PROPULSION SHAFTING 2.1 General Provisions The requirements specified in Chapter 2 apply to propulsion shafts, such as intermediate, propeller, as well as thrust shafts (external to engines) of traditional straight forged design and which are driven by rotating machines such as diesel engines, turbines or electric motors For shafts that are integral to equipment, such as gear boxes, podded drives, electrical motors and/or generators, thrusters, turbines and which, in general, incorporate particular design features, additional criteria related to acceptable dimensions, stiffness, high ambient temperature shall be taken into account. Such design features are subject to PRS consideration in each particular case Additional requirements for shafts in ships navigating in ice are specified in sub-chapter The requirements for propulsion shafts of ships with class notation icebreaker are subject to PRS consideration in each particular case The requirements for shafts made of composite materials are subject to PRS consideration in each particular case. 2.2 Alternative Calculation Methods Alternative calculation methods may be considered by PRS. Any alternative calculation method shall include all relevant loads on the complete dynamic shafting system under all permissible operating conditions. Consideration shall be given to the dimensions and arrangements of all shaft connections Alternative calculation methods shall take into account design criteria for continuous and transient operating loads (dimensioning for fatigue strength) and for peak operating loads (dimensioning for yield strength). The fatigue strength analysis may be carried out separately for different load assumptions, as, for example, specified in sub-chapter Materials Where shafts may experience vibratory stresses close to the permissible stresses for transient operations, the material shall have a minimum ultimate tensile strength R m of 500 [MPa]. Otherwise material having minimum ultimate tensile strength R m of 400 [MPa] may be used In formulae in Chapter 4 and sub chapter 4.2.2, the value of R m shall be taken within the following limits: for carbon and carbon manganese steels, a minimum specified tensile strength R m not exceeding 760 MPa shall be used in formula and not exceeding 600 MPa in formulae and for alloy steels, a minimum specified tensile strength R m not exceeding 800 MPa; for propeller shafts, in general, a minimum specified tensile strength R m not exceeding 600 MPa (for carbon, carbon manganese and alloy steels) Where materials with tensile strength R m greater than the limits specified in paragraph are used, reduced shaft dimensions or higher permissible vibration stresses are not acceptable when derived from the formulae specified in Chapter 4 and sub-chapter unless PRS verifies that the material exhibit similar fatigue life as conventional steels. A torsional fatigue test shall be performed in accordance with Appendix I of UR M68 (Rev.2 April 2015) in order to verify that the material exhibits similar fatigue life as conventional steels.

49 Main Propulsion Shafting Shaft Diameter Shaft diameter d p shall not be less than that determined in accordance with the following formula: PB d Fk na 3 p = [mm] ( ) where: P rated power of intermediate shaft, [kw]; n rated speed of intermediate shaft, [rpm]; F coefficient taking into account type of main propulsion: F = 95 for turbine drive, for diesel engine drive with the slip type coupling and for electric drive; F = 100 for other types of drive; k shaft design factor (see paragraph and Table 2.4.4). A correction coefficient of the coaxial hole in hollow shaft, determined in accordance with the formula below: d o A = 1 ( ) d a where: d o coaxial hole diameter [mm]; d a actual outside diameter of shaft, [mm]; if d o 0.4d a, A = 1 may be taken; B material coefficient, determined in accordance with the formula below: for intermediate and thrust shafts B ; R m tensile strength of the shaft material, [MPa] see paragraph B = ( ) R m The diameter of the propeller shaft located forward of the inboard stern tube seal may be gradually reduced to the corresponding diameter required for the intermediate shaft using the minimum specified tensile strength R m of the propeller shaft in the formula and taking into account limitations given in subchapter In ships of restricted service assigned additional mark II or III, affixed to the symbol of class, the calculated diameter d p of intermediate, thrust and propeller shaft may be reduced by 5% Factors k (for low cycle fatigue) and C k (for high cycle fatigue) take into account the influence of: the stress concentration factor R m (scf) relative to the stress concentration for a flange with fillet radius of 0.08d a (geometric stress concentration of approximately 1.45) and C k ( ) scf scf k 1.45 x ( ) where exponent x takes into account the low cycle notch sensitivity; the notch sensitivity; the assumed values of factors k and C k are representative for soft steels (R m < 600 MPa), while the influence of steep stress gradients in combination with high strength steels may be underestimated. The values of factors k and C k, indicated in table 2.4.4, are rounded off.

50 50 Machinery Installations and Refrigerating Plants Table Values of k and C k for different design features Intermediate shafts Thrust shafts * Propeller shafts integral coupling flange 1) and straight sections shrink fit coupling 2) keyway, tapered connection 3) 4) keyway, cylindrical connection 3) 4) radial hole 5) longitudinal slot 6) on both sides of thrust collar 1) in way of bearing when a roller bearing is used flange mounted or keyless taper fitted propeller 8) key fitted propeller 8) between forward end of aftermost bearing and forward stern tube seal k = Ck = ) * External to engines. Note: Each transition of diameter shall be designed with either a smooth taper or a blending radius. It is required that a blending radius should be equal to the change in diameter. Footnotes: 1) Filet radius shall not be less than 0.08 da 2) k and Ck refer to the plain shaft section only. Where shafts may experience vibratory stresses close to the permissible stresses for continuous operation, an increase in diameter to the shrink fit diameter shall be provided, e.g. a diameter increase of 1% to 2% and a blending radius see Note. 3) At a distance of not less than 0.2 da from the end of the keyway, the shaft diameter may be reduced to the diameter calculated with k = ) Keyways shall not be used in installations with a barred speed range. 5) The diameter of radial bore dh shall not exceed 0.3 da. 6) Subject to limitations as slot length l/da < 0.8, slot width e/da > 0.15 and do/da < 0.7, the end rounding of the slot shall not be less than e/2. It is recommended that the edge rounding should preferably be avoided as this increases the stress concentration slightly. The values of k and Ck are valid for 1, 2 and 3 slots, i.e. with slots at 360, 180 and 120 apart respectively. 7) Ck = 0.30 is approximated taking account of the limitations specified above in 6). More accurate stress concentration factor (scf) calculation may be determined in accordance with paragraph In that case: Ck = 1.45/scf Note that the scf factor is defined as the ratio between the maximum local principal stress and 3 times the nominal torsional stress (determined for the bored shaft without slots). 8) Applicable to the portion of the propeller shaft between the forward edge of the aftermost shaft bearing and the forward face of the propeller hub (or, if it is applicable, shaft flange), but not less than 2.5 dp The stress concentration factor scf at the end of slots may be determined by means of the following empirical formula (the symbols as given in footnote 6) to Table 2.4.4): ( l e) / d p scf = α t[ hole] ( ) d o e 1 d p d p This formula applies to: slots at 360, 180 and 120 apart; slots with semicircular ends; a multi-radii slot end can reduce the local stresses, but this is not included in this empirical formula; slots with no edge rounding (except chamfering), as any edge rounding increases the stress concentration factor (scf) slightly. α t[hole] represents the stress concentration of radial holes (in this context e = hole diameter) and may be determined as:

51 Main Propulsion Shafting 51 e e e do α [ ] t hole =. + d p d p d p d p ( ) or simplified to α t[hole] = Shafts complying with the requirements specified in this Chapter satisfy low cycle fatigue criterion (typically < 10 4 ), i.e. the primary cycles represented by zero to full load and back to zero, including reversing torque, if applicable. This requirement is addressed in formula Shaft Couplings In general, all coupling bolts at the flanges of shafts shall be fitted. The number of fitted bolts may be reduced to 50% of the total number; however, the number shall not be smaller than three. The minimum diameter of plain coupling bolts shall not be less than the diameter d s determined in accordance with formula Flange joints transmitting the torque by friction only (without fitted bolts) may also be used but their use are subject to special consideration by PRS. Coupling bolts nuts shall be protected against loosening The diameter, d s, of fitted coupling bolts shall not be less than that determined in accordance with the formula below: d s 3 p ms 2 2 d ( Rmp + 160) = 0.65 [mm] (2.5.2) idr where: d p design diameter of intermediate shaft, taking into account the ice strengthening, if required, [mm]; when the diameter is increased due to torsional vibrations, d p shall be taken equal to the actual diameter of the intermediate shaft; I number of fitted bolts in the coupling; D diameter of the pitch circle of the coupling bolts, [mm]; R mp tensile strength of shaft material, [MPa]; R ms tensile strength of bolt material, [MPa], where: R mp R ms 1.7 R mp, however not exceeding 1000 MPa. The diameter of bolts coupling the propeller boss to the propeller shaft flange is subject to special consideration by PRS The thickness of coupling flanges (under the bolt heads) of the intermediate shafts and thrust shafts and of the forward coupling flange of the propeller shaft shall not be less than 0.2d p or d s, determined in accordance with formula for the shaft material, whichever is greater. The thickness of the coupling flange of the propeller shaft, by means of which the propeller shaft is connected with the propeller, shall not be less than 0.25 of the actual shaft diameter. The use of flanges having non-parallel external surfaces is subject to special consideration by PRS, however their thickness shall not be less than d s The fillet radius at the base of coupling shall not be less than 0.08 of the actual shaft diameter. The fillet may be performed by the variable radii, provided however, that the coefficient of the stress concentration is not greater than that obtained by one radius used to carry out the fillet. The fillet surface shall be smooth and not affected by the recesses for heads and nuts of coupling bolts Dimensions of both the keyway and key for couplings shall be such as to ensure that the unit interface pressure induced by the average torque at the rated number of revolutions and rated output of the engine on the side surface of the keyway does not exceed 0.75 of the yield point of the material of the shaft or flange, respectively. The lower keyway corners shall be rounded to a radius of about of the shaft diameter, however not less than 1.0 mm. 2.6 Propeller Shaft Bearings 2

52 52 Machinery Installations and Refrigerating Plants The length of the shaft bearing next to the propeller shall be determined as follows:.1 for water lubricated bearings lined with lignum vitae not less than 4d sr (d sr propeller shaft diameter). Note: Lignum vitae stands for various species of hard resin wood. The original lignum vitae is almost unobtainable and presently other species such as Bulnesia Sarmiento or Paolo Santo or Bulnesia Arabia are used..2 for oil lubricated bearings lined with white metal not less than 2d sr, however, if the nominal bearing pressure does not exceed 0.8 MPa, the bearing length may be reduced to the value not less than 1.5d sr;.3 for water lubricated bearings of synthetic material not less than 4d sr; however reduction of the bearing length to 2d sr may be considered, for the bearing types of a proven construction confirmed by satisfactory service results;.4 for oil lubricated bearings of synthetic rubber, reinforced resins or plastics, not less than 2d sr, however, if the nominal bearing pressure does not exceed 0.6 MPa, the bearing length may be reduced to the value not less than 1.5d sr. Note: The nominal bearing pressure in the stern bearing is defined as the combined weight of the propeller shaft and propeller divided by surface area of horizontal cross projection of the bearing Where shut-off valve has been provided on the supply of bearing lubricating water, it shall be fitted to the stern tube or afterpeak bulkhead. A flow indicator shall be provided in the piping supplying water lubricating the bearing. It is recommended that a device preventing the stern tube freezing be fitted Oil lubricated bearings shall be provided with means of forced cooling of the oil, unless the afterpeak tank is always filled with water. Means shall be provided for measuring the temperature of loaded part of the bearing. For bearings of less than 400 mm in diameter the measurement of oil temperature in way of the bearing may be accepted For oil lubricated bearings the gravity tanks shall be located above the waterline and shall be provided with level indicators and low oil level alarm. 2.7 Keyless Shrink Fitting of Propellers and Shaft Couplings In the case of keyless fitting of propellers and/or couplings, the taper of the shaft cone shall not exceed 1:15. When the taper does not exceed 1:50, the fitting of coupling on the shaft may be done without retaining nut or other way of securing the coupling Keyless shrink fitting of propeller on propeller shaft shall be done without an intermediate sleeve between the propeller boss and the shaft. The arrangements with intermediate sleeve are subject to PRS consideration in each particular case When fitting detachable keyless shrink joint (see Fig ), the axial shift of the boss in respect to the shaft or intermediate sleeve from the moment of obtaining the metallic contact on the cone surface after eliminating the clearance, shall not be less than that determined in accordance with the formula below: ( α α )( t t ) B 1910PL 2 Dw y w h = + + T hz ndw z where: h assembly axial shift of the boss B material and shape factor of the joint: y w B = + + v y v 2 2 w E y y 1 Ew 1 w e m K [cm] (2.7.3) [MPa -1 ]

53 Main Propulsion Shafting 53 For connections with non-hollow steel shaft, factor B may be determined by linear interpolation in accordance with Table Table Factor B x10 5, [MPa -1 ] Solid steel shaft: w = 0; Ew = x 10 5 MPa; νw = 0.3 Copper alloy boss νy = 0.34 Steel boss Factor y Ey=0.98 x 10 5 MPa Ey=1.078 x 10 5 MPa Ey=1.P78 x 10 5 MPa Ey=1.274 x 10 5 MPa Ey=1.373 x 10 5 MPa Ey=1.471 x 10 5 MPa Ey=1.569 x 10 5 MPa νy = 0.3 Ey = x 10 5 MPa Ey modulus of elasticity of boss material, [MPa]; Ew modulus of elasticity of shaft material, [MPa]; νy Poisson s ratio for boss material; νw Poisson s ratio for shaft material; (for steelνw = 0.3); y mean factor of external boss diameter; w mean factor of diameter of shaft hole. Fig D w mean external diameter of shaft at the area of contact with the boss or intermediate sleeve, [cm]:

54 54 Machinery Installations and Refrigerating Plants without intermediate sleeve: D w1 = D y1, D w3 = D y3 D w2 = D y2, D w = D y with intermediate sleeve: D w1 D y1, D w3 D y3 D w2 D y2, D w D y D + D + D for boss: y = D + D + D z1 z2 z3 y1 y2 y3 for shaft: w D + D + = D D + D + D D w D + D + D = 3 w1 w2 w3 o1 o2 o3 w1 w2 w3 Dy1 + Dy2 + Dy3 Dy = 3 h effective height of cone at the contact area of the shaft or intermediate sleeve with the boss with oil grooves deduced, [cm]; z taper of cone at the contact area of the shaft or intermediate sleeve with the boss; P power transmitted by the joint, [kw]; L = 1 (for ships with ice strengthening see ); n number of the joint s revolutions, [rpm]; T propeller thrust for ahead revolutions with the ship moored, [kn]; α y thermal coefficient of linear expansion of the boss material, [1/ C]; α w thermal coefficient of linear expansion of the shaft material, [1/ C]; t e temperature of the joint in service conditions, [ C]; t m temperature at the time of fitting, [ C]; K = 1.0 for the joints without intermediate sleeve, K = 1.1 for the joints with intermediate sleeve. The calculation shall be made for the highest service temperature t e = 35 C The shrinkage allowance when fitting steel couplings to make a permanent shrink fit shall not be less than that determined by the formula: D = 80B 1910PL h nd w T D shrinkage allowance when fitting the coupling on diameter D w. For other symbols see paragraph [cm] (2.7.4) For the boss of a detachable or permanent keyless shrink joint, the following condition shall be fulfilled: A C + ( y w ) tm Rey B D α α y ( ) where: A shape factor of the boss determined by the formula: 1 A = + y y ( ) 2 Factor A may be determined by linear interpolation in accordance with Table

55 Main Propulsion Shafting 55 Table Factor A y A C = D r for permanent joints; C = h r z for detachable joints; h r actual axial shift of the boss when fitting at temperature t m, [cm]; h r h; D r actual shrinkage allowance for permanent joint, [cm]; D r D; R ey yield point of boss material, [MPa]; D y mean inside diameter of the boss at the contact area with the shaft or intermediate sleeve, [cm]. For other symbols see paragraph Braking Devices The shafting shall be provided with a braking device. The following devices may be used: brake, turning gear or other locking equipment precluding the shafting rotation in case of failure of the main propulsion machinery. 2.9 Stern Tube Seal In all cases, stern tubes shall be enclosed in a watertight space of moderate volume. In passenger ships, the stern gland shall be situated in a watertight shaft tunnel or other watertight space separate from the stern tube compartment and of such volume that, if flooded by leakage through the stern gland, the bulkhead deck will not be immersed. By way of derogation, in cargo ships, other measures to minimize the danger of water penetrating into the ship in case of damage to stern tube arrangements may be taken In cargo ships, a stern tube enclosed in a watertight space of moderate volume, such as an aft peak tank, where the inboard end of the stern tube extends through the aft peak/engine room watertight bulkhead into the engine room is considered a solution complying with the requirements of paragraph 2.9.1, provided that the inboard end of the stern tube is effectively sealed at the aft peak/engine room bulkhead by means of an approved, by PRS, watertight and oiltight gland system Shafting alignment For proper arrangement of propulsion plant bearings, shafting alignment calculations shall be performed and submitted to PRS Head Office for consideration and, in case of direct propulsion, presented to main engine manufacturer. Upon PRS consent, such analysis may be waived for propulsion plants with intermediate shaft of a diameter less than 300 mm Requirements concerning the scope of shafting alignment calculations: Shafting alignment calculations shall always be performed when the intermediate shaft diameter is 300 mm and above; Shafting alignment calculations shall always be performed for propulsion plant with reduction gear, where the output shaft is driven by two or more pinions for ahead run; Shafting alignment calculations shall always be performed for the shaft generator or electrical motor if they are an integral part of the low speed propulsion plant; The calculations results shall include bearings reactions, shear forces and bending moments along the whole shaftline, details on aft sterntube bearing slope (if any), design deflection of bearings off the (straight) base line and detailed procedure of shafting alignment. The specification shall also include table and graph presentation of shaft deflection line in relation to base line and presentation of bending stresses and shear forces;

56 56 Machinery Installations and Refrigerating Plants Calculations shall be performed for hot and cold conditions of running, taking into account hot offsets and maximum allowable alignment tolerances. Hot condition shall be calculated both for design and ballast draught; The shafting alignment calculations shall include the influence of: Buoyancy of propeller and propeller shaft; Hydrodynamic propeller loads, both for design and ballast draught; Thermal rise of machinery components (including rise caused by heated tanks in double bottom and other possible heat sources); Gear loads; Bearing clearances and angular displacement of gear output shaft in its bearings; Bearing stiffness (if substantiated by knowledge or evaluation, otherwise infinite); Hull and structure deflections in the machinery region. Evaluation of shafting alignment shall also include the influence of: Thermal expansion of materials; Shafting alignment forces; Tooth coupling reaction forces; Universal coupling (Cardan) forces Requirements for shafting alignment calculation results: Report on calculation results shall include all calculation input data, (including reference to relevant drawings) and short description of drive components (manufacturer, type, main parameters); The calculation shall include a list of operating conditions and the respective influence parameters; The calculation shall include data on clearances in the bearings considered; Bearing loads in all operating conditions shall be within allowable load range as determined by bearing manufacturers; The calculation shall include the correction factors for bearing reactions if the bearing load is measured with a jack located close to the bearing and not directly under it; Zero or very low bearing loads are acceptable if these have no adverse influence on whirling vibration; Static load in the aft stern tube bearings shall be below 0.8 MPa for white metal lined bearings and below 0.6 MPa for synthetic bearing materials at bearing length from 1.5 to 2 times the actual propeller shaft diameters; Shear forces and bending moments acting on propulsion plant components shall be within the limits as determined by the component manufacturer; it is particularly important for the flange of the engine crankshaft and output shaft at the working temperature of propulsion plant (hot condition); Relative nominal slope between propeller shaft and aft sterntube bearing shall not exceed rad (0.3 mm/m), otherwise it shall be compensated by aft sterntube bearing slope or a slope bore made in the bearing; The calculation shall include data for shafting alignment onboard with tolerances, such as sag and gap between shafting flange and crankshaft flange or gearbox output flange as well as bearing load tolerances; Maximum bending stresses in shafts as limited by the shaft dimensions criteria contained in the Rules; Acceptance criteria defined by manufacturer of the reduction gear, e.g. limits for output shaft bearing loads including their maximum difference in size, shall be fulfilled Prior to assembly of propeller shaft, position of aft sterntube bearing(s) axe(s) in relation to other propulsion plant bearings shall be verified. The final verification of the shafting alignment shall be performed afloat and witnessed by PRS Surveyor.

57 Propellers 57 3 PROPELLERS 3.1 General Provisions The design of propellers other than classical screw propellers is subject to PRS consideration in each particular case Guidelines for the repair of propellers are specified in Publication No. 7/P Repair of Cast Copper Alloy Propellers. 3.2 Blade Thickness The blade thickness shall not be less than that determined in accordance with the formula below: s = k A H D 2 P nb Z M [mm] (3.2.1) where: s maximum thickness of expanded cylindrical section of blade, measured perpendicularly to the blade pressure side or geometrical chord of the section at the radius of 0.2R for solid propellers, 0.25R or 0.3R for built-up propellers, 0.35R for CP propellers and 0.6R for all propellers, irrespective of their design, [mm]; k = 1; for ships with ice strengthening see paragraph ; A coefficient determined from Table for the radius of 0.2R, 0.25R, 0.3R, 0.35R or 0.6R, respectively, and also for the required rake at blade tip; if the rake differs from the values shown in the Table, coefficient A shall be assumed as for the nearest maximum value of that rake; P propeller shaft power at the rated output of main engine, [kw]; n rated number of propeller shaft revolutions, [rpm]; Z number of blades; b width of expanded blade at the radius of 0.2R, 0.25R, 0.3R, 0.35R or 0.6R, respectively, [m]; D propeller diameter, [m]; R propeller radius, [m]; H/D pitch ratio at the radius of 0.7R; M = 0.6R m(s) + 180, but no more than 570 MPa for steel and no more than 610 MPa for non-ferrous alloys; R m(s) ultimate tensile strength of the blade material, [MPa]. For ships of restricted service, having in their symbol of class additional mark II or III, the blade thickness s may be reduced by 5% The thickness at the blade tip shall not be less than D. Table Values of coefficient A Radius of blade [m] 0.20R 0.25R 0.30R 0.35R 0.60R Rake at blade tip, as measured along the blade pressure side [deg] Intermediate thicknesses of blade shall be so chosen that the contour lines of the maximum blade thickness sections run smoothly from the root, through intermediate profiles to the tip In justified cases PRS may consider proposals different from the requirements specified in paragraphs and 3.2.2, provided that detailed strength calculations are submitted.

58 58 Machinery Installations and Refrigerating Plants 3.3 Bosses and Blade Fastening Parts Fillet radii of the transition from blade to boss at the location of maximum blade thickness shall be at least 0.04D at the blade suction side and at least 0.03D at the blade pressure side (D propeller diameter). If the blade is not raked, the fillet radius at both sides shall be at least 0.03D. The transition from blade to boss may be formed of variable radii, provided that the stress concentration coefficient is not greater than for circular fillets with the radii mentioned above The propeller boss shall be provided with holes to fill the void spaces between the boss and the shaft cone with grease. The grease shall also fill the void space inside the propeller cap. The grease used for filling the above-mentioned spaces shall have solid consistency and not cause corrosion Where propeller blades are bolted to the hub, the bolt diameter and thread core diameter of these bolts shall not be less than d s determined in accordance with the formula below: d s = k s b R d R 1 m( s) m( sm) [mm] (3.3.3) where: k = 0.33 for 3 bolts used on blade pressure side, k = 0.30 for 4 bolts used on blade pressure side, k = 0.28 for 5 bolts used on blade pressure side; s maximum thickness of blade, measured at the boss, in the section calculated acc. to (see also ), [mm]; b developed blade width of the cylindrical section (calculated section) measured at the boss, [m]; R m(s) tensile strength of the blade material, [MPa]; R m(sm) tensile strength of the bolt material, [MPa]; d 1 diameter of the fixing bolts circle; for of different arrangement of bolts, i.e. outside the circle, d 1 = 0.85l (where l distance between the remotest bolts), [m]. 3.4 Controllable Pitch Propellers Hydraulic power operating system of the propeller blades pitch setting device shall be served by two independent pumps of equal capacity one service and one standby pump. One of the pumps may be driven from the main engine; in that case this pump shall be capable of operating the propeller blades under all operating conditions of the engine. Ships equipped with two CP propellers may be provided with one independent standby pump for both propellers. Where the power system is served by more than two pumps, their capacities shall be such that in the case of failure of one of these pumps the combined capacity of remaining pumps will enable reverse of the propeller blades in accordance with The propeller blades pitch setting device shall be so designed as to allow the positioning of blades for running ahead in case of hydraulic power operating system failure Hydraulic power operating system of the propeller blades pitch setting device shall be constructed in accordance with the requirements specified in Chapter 7 of Part VII Machinery, Boilers and Pressure Vessels, and the piping of the system shall be tested in accordance with the requirements specified in subchapter 1.5 of this Part VI The time of reversing the propeller blades from full ahead to full astern position, with the main engine not running, shall not exceed: 20 s for propellers of diameter up to and including 2 m, 30 s for propellers of diameter above 2 m. 3.5 Balancing Screw Propellers and Propellers of Thrusters and Active Rudders After final machining, screw propellers and propellers of thrusters and active rudders shall be balanced in accordance with the requirements of relevant standards.

59 Torsional Vibrations 59 4 TORSIONAL VIBRATIONS 4.1 General Provisions The scope and methodology of calculating the torsional vibrations of propulsion systems shall be such as to enable a complete analysis of dynamic loads in all parts of the system in all working modes expected during normal operation. PRS shall be submitted with the calculations performed with the following assumptions: normal operation of the engine, no ignition (i.e. no injection but with compression) in this engine cylinder in which the failure causes most unfavourable dynamic loads. It is recommended to carry out calculation analysis for emergency operations of the system (e.g. damper failure, flexible coupling failure, breaking the propeller blade, etc.), which in the opinion of the designer are the most probable and significant. In well-grounded cases, PRS may require that the results of such analysis are submitted for consideration. If changes have been introduced into the design of existing propulsion system which affect its dynamical features and alternating torsional vibrations stresses, the above-mentioned calculations shall be carried out again and submitted to PRS for consideration. The torsional vibration stresses are the stresses that are added to the torsional stresses resulting from mean torque at the considered engine speed and power output Calculations of torsional vibrations shall include:.1 input data: mass moments of inertia and rigidity of particular components of a system; logic diagrams of all the applicable modes of system operation; type and rated parameters of the torsional vibration dampers, flexible couplings, transmission gears and generators where applied;.2 tables of the successive forms of free vibrations with resonance within the range from 0.2n z to 1.2n z, with their harmonics as specified in.3;.3 firing order in the engine cylinders and the values of vector sum of the relative amplitudes of torsion angles of the cranks for all considered modes and harmonic orders within the range from 1 to 16 for two-stroke engines and from 0.5 to 12 for four-stroke engines;.4 values of stresses caused by all significant harmonic excitation torques within the range from 0.2n z to 1.05n z for main engines and 0.5n z 1.1n z for power generating set engines at the weakest cylindrical cross sections of the shafting;.5 dynamic torques in flexible couplings and on the pinion of transmission gears within the speed range as specified in.4;.6 for power generating sets dynamic torques on the generator s rotor;.7 vibration amplitudes taken at the assumed point of measurement (on the mass where measurements are taken), corresponding to the calculated values of the synthesised stresses and dynamic torques as specified in.4,.5 and.6. The alternating torsional stress amplitude shall be understood as (τ max τ min)/2;.8 graphical and tabular presentation of dynamic loads and parameters of the torsional vibrations specified in items from.4 to.7. The graphs and tables shall include both combined values and the most significant harmonic ones. 4.2 Permissible Stresses Crankshafts The combined torsional stresses for continuous operation of the engines shall not exceed those determined in accordance with the following formulae:.1 within the range of crankshaft rpm: 0.7 n z n 1.05 n z for main engines of ships with ice class L1A and L1, 0.9 n z n 1.05 n z for main engines of other ships,

60 60 Machinery Installations and Refrigerating Plants 0.9 n z n 1.10 n z for engines driving generators or other auxiliary machinery, where the maximum value of variable torsional stresses τ N max has been determined by the crankshaft calculation method given in Publication No. 8/P Calculation of Crankshafts for I.C. Engines: τ ± τ ( ) 1k N max where the above-mentioned method has not been applied: τ 2 ± ( ) k C D.2 within the rpm ranges of crankshaft lower than those mentioned in.1, respectively: or 2 n τ k 3 2 n z τ 3k ± ( ) where: τ 1k, τ 2k, τ 3k, τ 4k permissible stresses, [MPa]; C D size factor determined using the formula below: C D = d 0.2 ; d shaft diameter at the weakest section, [mm]; d = min [d journal, d crankpin]; n speed under consideration, [rpm]; rated speed, [rpm]. n z 2 n τ 4k ± 22C D 3 2 ( ) nz In the propulsion systems operated for prolonged periods of time with rated torque in the range of operational speed below the rated one (e.g. tug-boats, fishing trawlers, etc.) the stresses shall not exceed those determined in accordance with formula or The combined torsional stresses for the barred speed ranges, which shall be passed quickly, shall not exceed the values determined in accordance with the following formula: or depending on the calculation method applied, where: τ 1kz = ±1.9 τ 3k ( ) τ 2kz = ±1.9 τ 4k ( ) τ 1kz and τ 2kz permissible stress for quick passing through the barred range, [MPa]; τ 3k and τ 4k see paragraph Intermediate, Thrust, Propeller and Generator Shafts The combined torsional stresses for continuous operation shall not exceed, in any part of the shaft, the values determined in accordance with the following formulae:.1 within the range of shaft rpm: 0.7 n z n 1.05 n z for ships with ice class L1A and L1, 0.9 n z n 1.05 n z for other ships, 0.9 n z n 1.10 n z for generators, τ 1w = ±1.38 C w C k C D ( )

61 Torsional Vibrations 61.2 within the rpm range lower than mentioned in.1: 2 n τ 2w= CwCkCD 3 2 ( ) nz where: τ 1w,τ 2w permissible stresses, [MPa]; C w material factor determined in accordance with the formula below: C w R = m (R m > 600 MPa shall not be taken into account); R m shaft material tensile strength, [MPa]; C k shaft structure factor, see paragraph 2.4.4; = 1.0 for intermediate shafts and generator shafts with flanges forged together with a shaft, = 0.6 for intermediate shafts and generator shafts in way of keyways, = 0.85 for the parts of thrust shafts specified in 2.4, = 0.55 for the parts of propeller shafts for which, in accordance with 2.5.1, the coefficient value 1.22 or 1.26 shall be taken; C D, n, n z see paragraph In the propulsion systems operated for prolonged periods of time with the rated torque at speeds below the rated one (e.g. tugboats, fishing trawlers, etc.), the stresses shall not exceed those determined in accordance with formula The synthesised torsional stresses for the barred speed ranges, which shall be passed quickly, shall not exceed the value determined in accordance with the formula below: 1 7. τ 2w τ wz= ± ( ) C k 42.2 where: τ wz permissible stress for quick passing through the barred range, [MPa]. For other symbols see paragraph The stress values defined in paragraphs and refer to the shafts with diameters equal to those required in Chapter 2. Where actual diameters of the shafts are greater than required, PRS may accept higher values of the combined torsional vibration stresses. PRS may accept the stresses exceeding those determined in paragraphs and where justified by calculation Permissible Dynamic Torques Dynamic moments in flexible couplings and vibration dampers shall not exceed the values specified by the manufacturer It is recommended that the dynamic torques occurring in any stage of a transmission gear do not exceed 1/3 of the rated torque within the rpm range from 0.9n z to 1.05n z Dynamic moments occurring in generator rotor shall not exceed the values specified by the manufacturer depending on the employed construction of connection with the generator shaft. 4.3 Measurements of Torsional Vibration Parameters The results of calculation of combined torsional vibration stresses shall be confirmed by measurements taken on the first vessel of the series. When estimating these stresses, their harmonic analysis shall be done The measured frequencies of free vibrations shall not differ from the calculated values by more than 5%. Where this requirement is not fulfilled the calculations shall be corrected accordingly.

62 62 Machinery Installations and Refrigerating Plants Where, as a result of calculations, it is not necessary to apply barred speed ranges, or in other justified cases, PRS may allow taking measurements to be waived. 4.4 Barred Speed Ranges Where the combined actual torsional stresses exceed the permissible values for continuous operation, the barred speed ranges shall be determined. The barred speed ranges shall not occur within the following ranges: n 0.7n z for propulsion system of ships with ice class L1A and L1, n 0.8n z for propulsion system of other ships, n 0.85n z for power generating sets The limits of the barred speed range shall be determined as follows:.1 the barred speed range shall cover all speeds where the permissible stresses τ 1w and τ 2w, calculated in accordance with formulae ( ) and ( ) are exceeded;.2 for controllable pitch propellers with the possibility of individual pitch and speed control, both full and zero pitch conditions shall be considered..3 additionally the tachometer tolerance has to be added to the lower and upper limit of the barred speed range;.4 at each end of the barred speed range the engine shall be stable in operation;.5 generally and subject to the requirements specified in sub-chapters.1 to.4, the following formula may be applied for the barred speed calculations, provided that torsional stress amplitudes at the border of the barred speed range are less than τ 1w or τ 2w under normal and stable operating conditions: 16nk n 18 n where: n barred speed range, [rpm]; n k resonance speed, [rpm]; n z rated speed, [rpm]. k z n 18 n n 16 k z n k (4.4.2) The limits of barred speed may also be determined by extending by 0.03n z to both sides the range within which the combined torsional vibration stresses or torques in the flexible couplings or transmission gear, exceed the permissible values Where normal operation of the engine is accompanied by calculated, and confirmed by measurements, speed ranges in which the combined stresses or dynamic torques in couplings or in transmission gears exceed the permissible values, then the ranges of barred speed shall be marked in accordance with paragraph Proper warning plates shall be located at the engine control stations Where during the engine operation with one cylinder without ignition (see paragraph 4.1.1) the stresses and torques defined in paragraph exceed the allowable values, then:.1 the engine shall be provided with an automatic alarm system, indicating the lack of ignition in a cylinder, and the engine control stations shall be fitted with the plates indicating the barred speed ranges, determined in accordance with paragraph or for such a condition of engine;.2 where the alarm system defined in.1 is not provided, the additional barred speed ranges for the engine operation with one cylinder without ignition shall be marked on the tachometers and warning plates. Barred speed ranges in one-cylinder misfiring conditions of single propulsion engine ships shall enable safe navigation.

63 Gravity Overboard Drain System 63 5 GRAVITY OVERBOARD DRAIN SYSTEM 5.1 Provisions of the present chapter are applicable to the pipes which penetrate the ship s shell plating below freeboard deck and which allow liquids from open decks and various ship s spaces and compartments to be discharged overboard by gravity. Requirements concerning pipes, which allow liquids to be drained from one compartment into another one within the ship, are given in Chapter Drain pipes from non-watertight spaces and compartments shall be led overboard. 5.3 Enclosed cargo spaces located on the freeboard deck may be drained by gravity directly overboard if, with the vessel at the deepest draught and heeled 5 degrees to either board, the freeboard deck edge is not immersed in water (see also ). 5.4 Drain pipes from all watertight spaces and compartments of the ship located below or above the freeboard deck shall be fitted with means preventing the seawater from entering into the ship. Normally each drain pipe shall be fitted with a shut-off non-return valve controlled from an readily accessible position located above the freeboard deck. Instead of one shut-off non-return valve, a non-return valve and shut-off valve may be fitted. Means of control of the valves shall be provided with indicators (valve open/valve closed). 5.5 Where sanitary discharges and deck scuppers are led overboard in way of continuously manned machinery spaces, the valves required in 5.4 may be operated locally. 5.6 Where the vertical distance from the summer load waterline (for ships with assigned summer timber load waterline from the summer timber load waterline) to the open end of the drain pipe inside the ship exceeds 0.01L (L length of the ship defined in subchapter 1.2 of Part II Hull) then instead of shut-off non-return valve required in 5.4 two non-return valves may be fitted, provided that the inboard valve is installed above the deepest load waterline in salt water allowed for the ship in a position always accessible under service conditions. 5.7 Where the vertical distance from the summer load waterline (for ships with assigned summer timber load waterline from the summer timber load waterline) to the open end of the drain pipe inside the ship exceeds 0.02L, then instead of shut-off non-return valve required in 5.4 one non-return valve may be fitted. 5.8 The aforesaid requirements regarding fitting of non-return valves do not apply to the drain pipes which shall be necessarily kept closed at sea (e.g. gravity drains from topside ballast tanks). 5.9 Drain pipes leading from any level and penetrating the ship s shell plating either more than 450 mm below the freeboard deck or less than 600 mm above the summer load waterline shall be fitted with a nonreturn valve at the shell. The pipe wall thickness shall not be less than that specified in column 4 of Table Unless required by 5.4, 5.6 or 5.7 the non-return valve may be omitted, provided that below the freeboard deck the pipe wall has substantial thickness, in accordance with The valves preventing seawater from entering into the ship referred to above shall be installed directly on pads welded to the shell plating. Where it is impracticable, the valve may be installed on a distance piece welded to the shell plating. Wall thickness of the distance piece shall not be less than: 7 mm for d 80 mm, 10 mm for d = 180 mm, 12.5 mm for d 220 mm, where d is the pipe outside diameter. For intermediate outside diameters, wall thickness shall be determined by linear interpolation. The distance piece shall be connected with adjacent shell plating stiffeners by means of brackets.

64 64 Machinery Installations and Refrigerating Plants 6 BILGE SYSTEM 6.1 Pumps Self-propelled ships shall be provided with at least two power bilge pumps. In ships having a length L W of up to 91.5 m (definition of L W see note to Table 6.1.4), one of the bilge pumps may be a main engine-driven pump, or a water or steam ejector, provided the steam boiler is always under pressure. For ships of restricted service, having in their symbol of class additional mark II or III, one of the pumps may be driven by the main engine, and the other may be a hand pump or an ejector Centrifugal bilge pumps shall be of self-priming type or provided with air ejection arrangements. Independent drive sanitary, ballast, fire or general-purpose pumps of adequate capacity may be used as bilge pumps where the Rules allow this kind of service. Where fire pump is used as a bilge pump, the requirements specified in paragraph of Part V Fire Protection shall be fulfilled. It is recommended that one of the bilge pumps be of piston type Capacity Q of each required bilge pump shall not be less than that determined in accordance with the formula below: Q = D [m 3 /h] (6.1.3) 1000 where: D internal diameter of the bilge main, determined in accordance with formula or , [mm]. Two pumps of combined capacity not less than that calculated from the above mentioned formula may replace one of the bilge pumps For the drainage of non-propelled ships having no power-driven auxiliaries, at least two hand pumps shall be installed, and these shall have a combined capacity not less than that specified in Table Table Combined capacity Q of hand bilge pumps 0.8 LWBHB [m 3 ] below 600 from 600 up to 1100 above 1100 up to 1800 Combined capacity of pumps [m 3 /h] Notes to Table 6.1.4: 1) The definitions of LW and B are given in subchapter 1.2 of Part II Hull. HB is the height of the ship, in general, measured from the base plane to the bulkhead deck. For ships with enclosed cargo spaces on the bulkhead deck, extending over the whole length of the ship and drained as specified in , the value of HB shall be measured to the next deck above the bulkhead deck. 2) Where enclosed cargo spaces extend over a part of the bulkhead deck then the calculated product LWBHB shall be increased by value equal to lh/lw where l and h are respectively the length and height of enclosed cargo spaces. The pumps shall be situated above the bulkhead deck and shall have a sufficient suction head. In non-propelled ships having a power source, it is recommended that power pumps be installed in the number and with the capacity in accordance with the requirements for hand pumps. 6.2 Pipe Diameters Internal diameter D of the bilge main and of the branch suctions connected directly to the pump, except for the case specified in 6.2.3, shall not be less than that determined in accordance with the formula below: ( B + H ) 25 D L + [mm] ( ) = W B

65 Bilge System 65 For dredgers and hopper barges having inner dredging holds, inside diameter D of the bilge main and the branch suctions, connected directly to the pumps, may be determined in accordance with the formula below: where: l 1 length of dredging hold, [m]; b width of dredging hold, [m]; L W, B, H B see notes to Table ( B + H ) l ( b + ) 25 D = 1.68 LW B 1 h + [mm] ( ) Internal diameter d of the branch suctions connected to the bilge main and the diameter of suction pipes of hand pumps shall not be less than that determined in accordance with the formula below: ( B + H ) 25 D 2.15 l + [mm] (6.2.2) = B where: l length of the compartment to be drained, measured over its bottom, [m]; B, H B see notes to Table The internal diameter of the bilge main and branch suctions shall not be less than 50 mm. In no case the internal diameter of the bilge main and of the branch suctions connected directly to the pump shall be less than that of the suction branch of the pump Cross-sectional area of the pipe connecting the distribution chest with the bilge main shall not be less than the total cross-sectional area of the two largest branch bilge suctions connected to this chest, however not greater than the cross-sectional area of the bilge main In the bilge piping, the minimum water speed of 2 m/s shall be assumed. 6.3 Arrangement and Joints of Pipes An efficient bilge pumping system shall be provided, capable of pumping from and draining any watertight compartment other than a space permanently appropriated for the carriage of fresh water, water ballast, oil fuel or liquid cargo and for which other efficient means of pumping are provided, under all practical conditions. Efficient means shall be provided for draining water from insulated holds. This requirement does not apply to the spaces of ammonia refrigerating machinery, peaks, pump rooms and cofferdams of tankers drained by individual pumps. Each space or group of spaces which are not drained by means of the bilge system pipes shall be provided with other means to remove water Arrangement of the bilge and ballast pumping system shall be such as to prevent the possibility of water passing from the sea and from water ballast spaces into the cargo and machinery spaces, or from one compartment to another. Provision shall be made to prevent any deep tank having bilge and ballast connections being inadvertently flooded from the sea when containing cargo, or being discharged through a bilge pump when containing water ballast. For this purpose the suction valves of bilge piping distribution chests as well as the valves on branch suctions connected directly to the bilge main shall be of shut-off non-return type. Non-return valves that are not spring loaded shall not be used. Other arrangements are subject to PRS consideration in each particular case Arrangement of bilge pipes shall be such as to enable draining the engine room through the suctions connected directly to the pump, with other compartments being simultaneously drained by other pumps (see also paragraphs and 6.4.2) Arrangement of bilge pipes shall be such as to enable one of the pumps to be operated while the remaining pumps are under repair or being used for other services.

66 66 Machinery Installations and Refrigerating Plants As far as practicable bilge pipes shall be led outside double bottom space. Where pipes are led within double bottom space, the open ends of suction pipes shall be fitted with non-return valves. Bilge pipes led inside double bottom tunnel shall be located as high as it is practicable Where it is necessary to lead bilge pipes through oil fuel, lubricating oil, boiler feed water or drinking water tanks, the pipes shall be led inside tight tunnels forming an integral part of such tanks. Leading pipes without tunnels is allowed, provided that within the tank pipes are seamless and connected by means of permanent joints. Where the use of detachable joints is indispensable, they shall be a flange type with gaskets resistant to the effect of medium stored in the tank Bilge system shall enable oily bilge water and clean bilge water to be transported by means of separate pumps and piping with the requirements specified in paragraph being fulfilled In the case of remote or automatically controlled bilge system, where suctions from several spaces are connected to one main line and where the length of such main situated inside the double bottom exceeds 35 m, the main shall be subdivided by means of remote controlled full-flow valves into sections of a length not exceeding 35 m, or other arrangement ensuring the possibility of use of one section of the main when the other one is damaged shall be provided All distribution boxes and manually operated valves in connection with the bilge pumping arrangements shall be in positions which are accessible under ordinary circumstances Where common arrangements are provided for the discharge of bilge water and sludge through the standard discharge connection, screw-down non-return valves shall be provided to prevent the accidental discharge of sludge to the bilge system, oily bilge water holding tanks or separators. The common discharge line may serve the sole purpose of connecting the oily bilge water discharge to the standard discharge connection or the application of other approved oil residue disposal methods. 6.4 Drainage of Machinery Spaces Where the engine room has double bottom extending over its full length and forming side bilges, at least two bilge suctions shall be provided at each side. One of the bilge suctions, at each side, shall be directly connected to an independent bilge pump. Where the engine room is situated in the after part of the ship, the bilge suctions shall be fitted near the front bulkhead; in the after part two bilge suctions shall be provided. The number of bilge suctions in the after part will depend on the after part shape and is subject to PRS acceptance in each particular case Where tank top extends over the full length and breadth of the engine room, the bilge suctions, referred to in 6.4.1, shall be located in bilge wells. The capacity of each bilge well shall be at least 0.20 m 3 ; and the bilge well design shall fulfil the requirements specified in sub-chapter , Part II Hull Where the engine room has not double bottom and the bottom rise is 5 or more, at least two bilge suctions shall be provided close to the ship s plane of symmetry. One of the bilge suctions shall be directly connected to an independent bilge pump. Where the bottom rise is less than 5, additional bilge suctions shall be provided at each side In addition to bilge suctions, required in paragraphs from to 6.4.3, bilge suctions shall be installed in the log and echo sounder trunks, in the recesses of double bottom provided for the bedplates of engines and other machinery, as well as in other locations where due to the tank top structure water may accumulate Where the engine room is separated, by watertight bulkheads, from other machinery spaces, the number and arrangement of branch suctions in these spaces shall be such as in cargo holds (see sub-chapter 6.6). For ships having subdivision mark in their symbol of class, each of these spaces shall be provided with an additional branch suction connected directly to an independent bilge pump In ships propelled by electrical machinery, special arrangements for the drainage of bilge wells under main generators and propulsion motors, as well as for an automatic warning system signal activated

67 Bilge System 67 when water in the wells exceeds the permissible level, shall be provided. Automatic means to effect the drainage of wells are recommended Branch suction of the pipes for normal drainage of machinery compartments and tunnels shall be fitted with readily accessible mud boxes. The pipes from mud boxes to the bilges shall be led as straight as practicable. The lower ends of these boxes shall not be fitted with strum boxes. The mud boxes shall be fitted with easy-to-open covers. In ships of less than 500 tonnes gross tonnage, strainers may be used instead of mud boxes, provided they are readily accessible for clearing For self-propelled ships, provision shall be made for emergency drainage of the engine room. In steam ships, the branch for emergency drainage shall be directly connected to the condenser s main cooling pump and in motor ships to the cooling pump of the highest capacity. Such branch shall be fitted with a shut-off non-return valve and the branch inlet shall be situated at a level, which ensures drainage of the machinery space. The diameter of this branch shall be at least two-third of the diameter of the condenser cooling pump inlet in steam ships and shall be equal to the diameter of the connected pump inlet in motor ships. Where the pumps, specified above, are not suitable for operation as bilge pumps, the branch for emergency drainage shall be led to the largest available power pump not used directly for the bilge drainage. The capacity of this pump shall exceed that required in paragraph by an amount agreed with PRS. The diameter of the branch shall be equal to the diameter of the pump inlet. The spindles of the shut-off non-return valves fitted to the suction branches shall extend above the engine room floor and shall have the following name plates: Emergency drainage Fire pumps are permitted for emergency drainage, provided that the requirements specified in paragraph , Part V Fire Protection are fulfilled. For ships of restricted service, having additional mark II or III in the symbol of class, not provided with a pump of capacity greater than that of the bilge pump, emergency drainage need not be provided Neither mud boxes nor strainers shall be installed on the emergency branch suctions Engine room with refrigerating plant using group II and III medium (see Table ) shall have a separate bilge system. The capacity of the system s bilge pump shall not be less than that of the water curtain system at the access door to the compartment. The discharge pipes of the bilge system shall be led directly overboard. The engine room with refrigerating plant using group I medium (see Table ) may be drained by the main bilge system of the ship Additional requirements for bilge systems in machinery spaces of ships having in their symbol of class mark of automation are specified in paragraph of Part VIII Electrical Installations and Control Systems According to MARPOL 73/78 Convention (Annex I, Regulations , 14.1, 14.2, 14.6, 14.7, , , ) any ship of 400 tonnes gross and above shall be fitted with oil filtering equipment for the treatment of oily bilge water, such as will ensure that the oil content in the effluent without dilution does not exceed 15 ppm (parts per million by volume). The equipment shall be of a type approved by PRS and fulfil the requirements of the following IMO resolutions:.1 A.393(X) for the arrangements fitted on board before 30 April 1994,.2 MEPC.60(33) for the arrangements fitted on board on 30 April 1994 and later, but before 1 January 2005,.3 MEPC.107(49): for the arrangements fitted on board ships whose keels were laid or who were at the similar stage of construction on 1 January 2005 or later, and: for the new arrangements fitted on 1 January 2005 or later on board ships whose keels were laid or who were at the similar stage of construction before 1 January 2005, if practicable.

68 68 Machinery Installations and Refrigerating Plants Detailed requirements concerning the system of oil filtering and effluent discharge are contained in the Rules for Statutory Survey of Sea-going Ships Part IX Environmental Protection. 6.5 Drainage of Tunnels Each shaft tunnel and each pipe tunnel accessible for personnel shall be drained by a branch pipe led from the bilge well situated in the after part of the tunnel to the bilge main. Additional suctions shall be provided in the fore part of the tunnel if there is a possibility of water being collected there. The bilge suctions of the shaft tunnel shall be made in compliance with Bilge wells extending to the outer bottom may be used in the after part of the shaft tunnel in ships other than tankers. 6.6 Drainage of Cargo Holds Each cargo hold where the double bottom forms bilges at the wings, shall have at least one bilge suction at each side in the after part of the hold. The bilge wells installed in the double bottom shall not be deeper than necessary and, additionally, they shall fulfil the requirements specified in sub-chapter of Part II Hull Where there is a double bottom within a cargo hold extending over the full breadth, at least one bilge suction each side, connected to a bilge well situated in the after part of the hold, shall be provided. The capacity of the bilge wells shall not be less than 0.20 m In holds where the inner bottom plating has inverse camber, provision shall be made for suctions situated at the centreline, in addition to the suctions situated at the wings. Where a bilge well extends over the entire breadth of the hold, and the inverse camber exceeds 5, only one branch suction may be led to such well Where an access manhole to the bilge well shall be provided, it shall be arranged as close to the suction strum box as practicable In the hold where there is no double bottom and the bottom rise is 5 or more, one bilge suction may be fitted near the centre line. If the bottom rise is less than 5, at least one suction at each side shall be provided Where the length of hold exceeds 35 m, fore and aft bilge suctions shall be provided. The arrangement of suctions shall fulfil the requirements specified in paragraphs from to At the narrow ends of cargo holds one bilge suction may be fitted Drain pipes may be led to the bilges of cargo holds from adjacent spaces situated below the bulkhead deck of the same watertight compartment. For drain pipes led into the bilges of refrigerated cargo space see Where tight wooden panels or removable covers are provided over bilges in cargo holds, provision shall be made to enable free draining the water accumulated in the hold into bilges Branch suctions from cargo holds and other compartments shall be fitted with strum boxes or strainers with perforations from 8 to 10 mm in diameter. The combined area of such perforations shall not be less than twice the area of the relevant suction pipe. Strum boxes shall be so constructed that they can be cleared without dismantling any joint on the suction branch In cargo holds intended for the carriage of dry bulk cargoes (ore, apatite, etc.) constructional measures shall be taken to enable effective drainage of these holds when the cargo is carried.

69 Bilge System Provision shall be made for the drainage of enclosed cargo spaces situated on the bulkhead deck of a passenger ship or on the freeboard deck of a cargo ship. For this purpose, the following requirements shall be fulfilled:.1 where the freeboard to the bulkhead deck or the freeboard deck, respectively, is such that the deck edge is immersed when the ship heels more than 5, the drainage shall be by means of a sufficient number of scuppers of suitable size discharging directly overboard. The drainage of such enclosed spaces to suitable spaces below deck is also permitted, provided that such drainage is arranged in accordance with the provisions of Regulation 22(2) of the International Convention on Load Lines, 1966 (1988 Protocol)..2 where the freeboard is such that the edge of the bulkhead deck or the edge of the freeboard deck, respectively, is immersed when the ship heels 5 or less, the drainage of the enclosed cargo spaces on the bulkhead deck shall be led to a suitable space, or spaces, of adequate capacity, having high water level alarm and provided with suitable arrangements for discharge overboard. These arrangements shall have the capacity in accordance with the requirements for the draining system specified in paragraph ;.3 the number, size and disposition of the scuppers shall be such as to ensure complete drainage of the enclosed cargo spaces;.4 water contaminated with petrol or other dangerous substances shall not be drained to machinery spaces or other spaces where sources of ignition may be present;.5 where the enclosed cargo space is protected by a carbon dioxide fire-extinguishing system, the deck scuppers shall be fitted with means to prevent the escape of the smothering gas The requirements for the drainage of cargo holds on ships intended for the carriage of dangerous goods in packages are specified in sub-chapter of Part V Fire Protection Bilge systems for open top container holds shall be independent of the machinery space bilge system and located outside the machinery space. 6.7 Drainage of Refrigerated Spaces Provision shall be made for draining all spaces, trays, chutes and other places where water may accumulate Drain pipes from any non-refrigerated compartments shall not be led into the bilges of refrigerated spaces Each drain pipe from refrigerated spaces shall be fitted with a hydraulic seal, or with other equivalent closing arrangement. The head of liquid in the hydraulic seal shall be such that the arrangement is effective under any service conditions. The hydraulic seals shall be placed in accessible positions outside the insulation. Where drain pipes from the tweendecks are led into a common bilge well, non-return valves shall be fitted at the ends of these pipes. Shut-off valves shall not be fitted to the pipes. 6.8 Drainage of Deep Tanks Deep tanks intended also for the carriage of dry cargoes shall be fitted with bilge system branch suctions and effective means to disconnect the system from the tanks when oil fuel, ballast or liquid cargo is carried in the tanks, as well as to disconnect oil fuel system or liquid cargo piping when dry cargo is carried in the tanks shall be provided. The arrangement of branch suctions shall fulfil the requirements specified in sub-chapter Drainage of Cofferdams Where cofferdams are capable of being filled with water, draining arrangements shall be provided. The arrangement of branch suctions shall fulfil the requirements specified in sub-chapter 6.6.

70 70 Machinery Installations and Refrigerating Plants 6.10 Drainage of Fore- and Afterpeaks The peaks which are not used as tanks may be drained by means of separate hand pumps or water ejectors Drainage of Other Spaces Chain locker and boatswain s store may be drained by means of hand pumps, water ejectors or other arrangements Drainage of steering gear rooms and other small compartments situated above the afterpeak may be carried out by means of hand pumps or water ejectors or by means of drain pipes led into the shaft tunnel or machinery space bilges. The drain pipes shall be fitted with self-closing cocks located in readily accessible places. The internal diameter of the drain pipes shall not be less than 39 mm Except the cases specified in paragraph , drain pipes shall not be led into the bilges of machinery space and shaft tunnel from the spaces situated in other watertight compartments below the bulkhead decks. Drain pipes from these spaces may be led into machinery spaces and shaft tunnels only if terminating into closed drain tanks. Where one tank is intended for the drainage of several watertight compartments and water can overflow from one flooded compartment into another, the drain pipes shall be fitted with non-return valves. Drain tank shall be drained through a branch suction of the bilge main, and the branch or suction distribution box shall be fitted with non-return valve Drain pipes from the spaces situated in enclosed superstructures and deckhouses may be led to the bilges of machinery spaces or holds. In ships having a mark of subdivision in their class notation these pipes shall be fitted with valves controllable from a place above the margin line if, in case of flooding of the machinery space or hold, water could penetrate into the above spaces Drain pipes of the storerooms for explosives shall be fitted with valves controllable from the places situated outside these storerooms Water Drainage from Closed Vehicle and Ro-ro Spaces and Special Category Spaces 1) The requirements specified in sub-chapter 6.12 apply to the spaces provided with waterspraying fire-extinguishing system in accordance with the requirements specified in sub-chapters and of Part V Fire Protection to prevent accumulation of significant quantities of water on decks and the build-up of free surfaces. In addition, effective measures shall be taken to ensure that floating debris does not cause blockage of drains For the purposes of sub-chapter 6.12, the following definitions apply: Freeing ports openings in the bulwarks on the open deck to allow water to drain directly overboard. Scupper well recessed area in the deck where water accumulates before entering the scupper. Bilge well recessed area where water accumulates before entering the bilges. Drains refer to either scupper wells and scuppers, freeing ports, or bilge wells and drain pipes. Scuppers system of gravity deck drains and connected piping leading from the side shell of the ship or to the bilge system The requirements specified in sub-chapter 6.12 apply to both passenger ships and cargo ships, unless otherwise provided in the text Arrangements above Bulkhead Deck 1) Definitions of these spaces are provided in sub-chapter 1.2 of Part V Fire Protection.

71 Bilge System Above the bulkhead deck, an adequate number of properly-sized drains shall be provided on each deck to ensure that the combined water flow from the fixed water-spraying fire-extinguishing system and the required number of fire hoses can be rapidly discharged overboard or drain to a bilge system with a reservoir tank fitted with a high water level alarm At least four drains shall be located on each side of the protected space, uniformly distributed fore and aft. Freeing ports shall not be installed in enclosed superstructures Drainage system on each side of the deck shall have an aggregate capacity of not less than 125% of the maximum flow rate of the fixed fire-extinguishing system water pumps plus the flow from two (four during the carriage of dangerous goods) fire hoses. Where an automatic deep well or submersible pumping system is installed, the bilge pump capacity may be subtracted from the required drainage capacity Minimum capacity of scuppers and freeing ports shall be determined in accordance with the provisions of the Annex to MSC.1/Circ In no case shall the inside area of each individual drain be less than m 2 or the inside diameter 125 mm To avoid environmental pollution by oils from the vehicles carried, discharge valves for scuppers shall be fitted with positive means of closing, with a closed/open position indicator, operable from above the bulkhead deck. On the nameplates at the valve operation location, the following notice shall be placed: Keep the valve open while the ship is at sea Arrangements below Bulkhead Deck Below the bulkhead deck, an efficient bilge pumping system shall be provided to ensure hat the combined water flow from the fixed fire-extinguishing system and the required number of fire hoses can be rapidly collected and led to suitable arrangements for discharge overboard. The bilge system capacity shall be not less than that required in paragraph Bilge system shall fulfil the relevant requirements specified in Chapter 6. The drainage system valves shall be operable from outside the protected space at a position in the vicinity of the extinguishing controls. At least four bilge wells shall be located on each side of the protected space, uniformly distributed fore and aft. Bilge wells shall be arranged at the side shell of the ship at a distance from each other of not more than 40 m in each watertight compartment Bilge pumping system on each side of the ship shall have an aggregate capacity of not less than 125% of the maximum flow rate of the fixed fire-extinguishing system water pumps plus the flow from two (four during the carriage of dangerous goods) fire hoses. The bilge system capacity shall be determined in accordance with the provisions of the Annex to MSC.1/Circ Bilge wells shall be of sufficient holding capacity and in no case shall be less than 0.15 m If the system includes a reservoir tank, the tank shall have adequate capacity for at least 20 min of operation at the required drainage capacity for the affected space If the above mentioned pumping arrangement is not possible in cargo ships, the adverse effect of the added weight and free surface of water upon stability shall be taken into account in the Stability Booklet, required in Part IV Stability and Subdivision, in accordance with the International Code on Intact Stability, 2008, Chapter 3. For that purpose, the depth of water on each deck shall be calculated by multiplying the maximum flow rate of the installed fire-extinguishing system water pumps plus the flow from two (four during the carriage of dangerous goods) fire hoses by an operating time of 30 min. This volume of water shall be divided by the area of the affected deck Protection of Drain Openings

72 72 Machinery Installations and Refrigerating Plants An easily removable grating, screen or other means shall be installed over each drain opening in the protected spaces to prevent debris from blocking the drain. The total open area ratio of the grating to the attached drain pipe shall be at least 6 to 1. The grating shall be raised above the deck or installed at an angle to prevent large objects from blocking the drain. No dimension of the individual openings in the grating shall be more than 25 mm No grating or screen is required where a fixed mechanical system is provided to unblock the drainage system, or where other than a gravity drain system is provided with its own filter Clearly visible sign or marking shall be provided not less than 1500 mm above each drain opening stating, Drain opening do not cover or obstruct. The marking shall be in letters at least 50 mm in height Drainage Testing Drainage facilities on all ships shall be periodically:.1 visually examined for blockage or other damage;.2 flushed with fire hoses to verify that the system is functional and that no obstructions occur.

73 Oil Residues System 73 7 OIL RESIDUES SYSTEM 7.1 Capacity and Construction of Tanks Every ship of 400 gross tonnage and above shall be provided with a tank or tanks of adequate capacity, having regard to the type of machinery and the length of voyage, to receive the oil residues (sludge) resulting from oily bilge water treatment, the purification of fuel and lubricating oils and oil leakages from machinery installed in the machinery spaces, oil tank drainage or oil replacement. For ships, the keel of which is laid, or which is at a similar stage of construction, on or after 31 December 1990, the requirements, specified in and , shall be used instead of the requirements given in and The required minimum sludge tank capacity, V 1, shall be calculated in accordance with the formula: 1. for ships which do not carry ballast water in oil fuel tanks: V 1 = K 1CD [m 3 ] ( ) where: K 1 = 0.01 for ships where heavy fuel oil is purified for main engine use, K 1 = for ships using heavy fuel oil or diesel oil which does not require purification before use; C = daily oil fuel consumption [ m 3 /day]; D = maximum period of voyage between ports where oil residues can be discharged ashore [days]. 2. for ships fitted with homogenizers, sludge incinerators or other recognized means on board for the control of sludge, the minimum sludge tank capacity, V 1, in lieu of the value given above, shall be as follows: V 1 = 1 m 3 for ships of 400 gross tonnage and above but less than 4000 gross tonnage, V 1 = 2 m 3 for ships of 4000 gross tonnage and above. 3. for ships which carry ballast water in oil fuel tanks (see 8.1.5), the minimum sludge tank capacity, V 2, shall be determined from the formula: V 2 = V 1 + K 2B [m 3 ] ( ) where: V 1 = sludge tank capacity specified in.1 or.2, [m 3 ], K 2 = 0.01 for heavy fuel oil bunker tanks, K 2 = for diesel oil bunker tanks, B = capacity of water ballast tanks which can also be used to carry oil fuel [tonnes]. 4. for ships which do not carry ballast water in oil fuel tanks, the minimum sludge tank capacity, V 1, shall be determined from the formula: V 1 = K 1CD [m 3 ] ( ) where: K 1 = for ships where heavy fuel oil is purified for main engine use, K 1 = for ships using heavy fuel oil or diesel oil which does not require purification before use; C = daily fuel oil consumption [m 3 /day]; D = maximum period of voyage between ports where oil residues can be discharged ashore [days]. In the absence of precise data, a figure of 30 days shall be used. 5. for ships for which the building contract is placed before 1 July 2010 or the keel of which is laid before 1 July 2010 fitted with homogenizers, sludge incinerators or other recognized means on board for the control of sludge, the sludge tank capacity shall not be less than: 50% of the value calculated according to.4, or 1 m 3 for ships of 400 gross tonnage and above but less than 4000 gross tonnage, or 2 m 3 for ships of 4000 gross tonnage and above, whichever is the greater.

74 74 Machinery Installations and Refrigerating Plants In ships where heavy fuel oil is purified, at least 80% of the capacity V 1, calculated in accordance with formula , shall be allocated to the tank for oil fuel purifiers residues The combined capacity V 2 of drain and leakage oil tanks shall not be less than that determined in accordance with the formula below: for ships of the main engine power up to kw V 2 = 20DP10 6 [m 3 ] ( ) for ships of the main engine power above kw V 2 = D[ (P 10000)10 6 ] [m 3 ] ( ) where: D the maximum period of voyage between ports where oil residues can be discharged ashore, [days]. In the case of unrestricted service or the absence of precise data, the number of 30 days shall be assumed. P the main engine rated power, [kw] Where the main and auxiliary engines require a complete change of the lubricating oil at sea, exhausted oil tanks shall be provided with capacity V 3 determined as 1.5 m 3 for each 1000 kw engine rated power The design and construction of oil residues tanks shall facilitate their cleaning and the discharge of residues to shore reception facilities Oil residues tanks whose content may be incidentally discharged overboard through vent pipes shall be fitted with the alarm of maximum allowable tank filling limit Tanks containing oil residues coming from the heavy fuel oil purifiers shall be fitted with adequate heating arrangements to facilitate the discharge of their content. 7.2 Discharge of the Tanks Content For the discharge of oil residues tanks content, a separate pump (pumps) shall be provided. Type of the pump, its capacity and discharge head shall be selected having regard to the characteristics of the liquids being pumped, the size and position of tanks and the overall discharge time. The content of drain and leakage oil tanks, as well as exhausted oil tanks may be discharged by means of suitable transfer pumps or purifiers Pipes leading to and from oil residues tanks cannot have connections to the overboard discharge valves. Where such connections, installed before 4 April 1993, are provided on the ship, blanks in these connections shall be installed. The piping arrangement shall be such that the discharge of oil residues can be effected only through the standard discharge connections, specified in Where an existing ship constructed before 31 December 1990 is fitted with bilge system and oil residues system connections, then the standard discharge connections, specified in 7.2.4, may be used for both the discharge of oily bilge water and oil residues, provided that an effective arrangement (e.g. three-way valve) precluding the entry of oil residues into the oily bilge water system is fitted Pipes for draining the settled water from oil residues tanks may be permitted, provided they are fitted with manually operated self-closing valves and funnels, and are led to the oily bilge water tank The standard discharge connection for oily bilge water shall be fitted with a flange made in accordance with Table The standard discharge connection shall be installed on the deck accessible from both sides of the ship and so located as to enable easy connection of the reception hose. The discharge connection shall be fitted with a blank flange and nameplate marked Oily water or Oil residues.

75 Oil Residues System 75 Table Standard discharge connection for the discharge of oily bilge water and oil residues Parameter Outside diameter Internal diameter Bolt circle diameter Slots in flange Flange thickness Bolts and nuts 215 mm According to the pipe outside diameter 183 mm Dimensions/number 6 holes, 22 mm in diameter, equidistantly placed on a bolt circle of the above diameter, slotted to the flange periphery; the slot width to be 22 mm 20 mm 6 sets, bolts of 20 mm in diameter and of suitable length The flange shall be made of steel or other equivalent material and have a flat face. This flange, together with a gasket of oil-resistant material, shall be suitable for a service pressure of 0.6 MPa. The flange is designed to accept pipes up to a maximum internal diameter of 125 mm.

76 76 Machinery Installations and Refrigerating Plants 8 BALLAST, HEELING AND TRIMMING SYSTEMS 8.1 Pumps At least one pump shall be provided for filling and emptying the ballast tanks. It is recommended to determine the capacity of the ballast pump on the assumption that when pumping out water from the largest ballast tank, the velocity of the water flow is not less than 2 m/s, with the suction pipe diameter determined by the formula General service pumps, as well as fire or sanitary pumps may be used as ballast pumps. As a standby ballast pump, bilge pump may be used or, taking into account reservations specified in paragraph 8.1.3, stand-by cooling water pump. Fire pumps may be used, provided that the requirements specified in paragraph of Part V Fire Protection are fulfilled Where ballast tanks are also used for carriage of oil fuel, the stand-by cooling water pump or a fire pump shall not be used for ballasting purposes, nor may the ballast pump be used as a stand-by cooling or fire pump Pumps used for taking ballast water from the double bottom tanks shall be of self-priming type Ballast tanks shall not be used for the carriage of oil fuel. Possible waiver form this requirement is subject to PRS acceptance in each particular case (see also paragraph ). 8.2 Pipe Diameters Internal diameters, d w of suction branches of the ballast pipes for particular tanks shall not be less than those determined in accordance with the formula below: dw =18 3 V [mm] (8.2.1) where: V volume of the ballast tank, [m 3 ]. The actual diameter may have the nearest standard size. The internal diameter of the ballast main shall not be less than the maximum diameter of suction branch, determined in accordance with formula Arrangement of Pipes and Joints Arrangement of the suction branches shall ensure the discharge of water from every ballast tank when the ship is upright or inclined not more than Ballast pipes passing through oil fuel tanks shall be led inside tight tunnels forming an integral part of the tank or made of seamless steel pipes permanently connected. Where it is impracticable to make permanent joints, flange joints with gaskets resistant to the effect of oil fuel may be permitted Ballast pipes shall not be led through cargo holds. 8.4 Heeling and Trimming Systems Heeling and trimming systems shall fulfil the requirements specified in paragraphs These systems are subject to PRS acceptance in each particular case. 8.5 Additional Requirements Concerning Environmental Protection (Ballast Water and Sediments) Sediments treatment and disposal The design of all ships shall provide safe access to allow for sediment removal and ballast water sampling In addition to the requirements specified in sub-chapters 8.1 to 8.4, to prevent the transfer of harmful aquatic organisms and pathogens in ballast water, ballast water systems including ballast water

77 Ballast, Heeling and Trimming Systems 77 tanks and their internal structure shall be designed having regard to the recommendations contained in IMO BWM Convention, as well as in IMO Resolutions MEPC.149(55) and MPEC.209(63) 1) Regulations for the of Ballast Water and Sediments Management Systems Definitions 1. Dangerous liquid means any liquid that is identified as hazardous in the material safety data sheet or other documentation relating to this liquid. 2. DANGEROUS GAS MEANS ANY GAS WHICH MAY DEVELOP AN EXPLOSIVE OR TOXIC ATMOSPHERE BEING HAZARDOUS TO THE CREW AND/OR THE SHIP, E.G. HYDROGEN (H2), HYDROCARBON GAS, OZONE (O3), CHLORINE (CL) AND CHLORINE DIOXIDE (CLO2), ETC. 3. Hazardous area means an area in which an explosive gas atmosphere is or may be expected to be present, in quantities such as to require special precautions for the construction, installation and use of equipment. When a gas atmosphere is present, the following hazards may also be present: toxicity, asphyxiation, corrosivity and reactivity. 4. Ballast water means water with its suspended matter taken onboard to control trim, list, draught, stability or stresses of the ship. 5. Ballast water capacity means the total volumetric capacity of any tanks, spaces or compartments on a ship used for carrying, loading or discharging ballast water, including any multi-use tank, space or compartment designed to allow carriage of ballast water. 6. Ballast water management means mechanical, physical, chemical, and biological processes, either singularly or in combination, to remove, render harmless, or avoid the uptake or discharge of harmful aquatic organisms and pathogens within ballast water and sediments. 7. Ballast Water Management System (hereinafter referred to as BWMS) means any system which processes ballast water such that it meets or exceeds the ballast water performance standard in regulation D-2 of the BWM Convention. The BWMS includes ballast water management equipment, all associated control equipment, monitoring equipment and sampling facilities. 8. Active substance means a substance or organism, including a virus or a fungus, that has a general or specific action on or against harmful aquatic organisms and pathogens Basic Requirements The BWMS shall comply with the requirements of Resolution IMO MEPC.279(70) (G8) and have Type Approval Certificate for the type of the system issued by the PRS on behalf of Flag Administration BWMS are required to meet the ballast water management standards of regulation D-2 and the conditions established in regulation D-3 of IMO BWM Convention Ships conducting ballast water management in accordance with regulation D-2 shall discharge less than 10 viable organisms per cubic metre greater than or equal to 50 micrometres in minimum dimension and less than 10 viable organisms per millilitre less than 50 micrometres in minimum dimension and greater than or equal to 10 micrometres in minimum dimension; and discharge of the indicator microbes shall not exceed the specified concentrations described in paragraph 2. Indicator microbes, as a human health standard, shall include: 1. Toxicogenic Vibrio cholerae (O1 and O139) with less than 1 colony forming unit (cfu) per 100 millilitres or less than 1 cfu per 1 gram (wet weight) zooplankton samples; 2. Escherichia coli less than 250 cfu per 100 millilitres; 1) IMO resolutions: MEPC.149(55) introducing Guidelines for Ballast Water Exchange Design and Construction Standards (G11) and MPEC.209(63) Guidelines on Design and Construction to Facilitate Sediment Control on Ships 2012 (G12).

78 78 Machinery Installations and Refrigerating Plants 3. Intestinal Enterococci less than 100 cfu per 100 milliliters Accordidng to regulation D-3, BWMS are required to meet the following conditions:.1 Except as specified in paragraph , BWMS used to comply with BWM Convention must be approved by the Administration taking into account Guidelines developed by IMO..2 Ballast water management systems used to comply with BWM Convention must be safe in terms of the ship, its equipment and the crew The BWMS using active substances shall comply with Resolution IMO MEPC.169(57) (G9), as amended and have Type Approval Certificate for the system Active Substances and Preparations may be added to the ballast water or be generated on board ships by technology within the ballast water management system using an Active Substance to comply with the BWM Convention Ballast water management systems which make use of active substances or preparations containing one or more active substances to comply with this Convention shall be approved by IMO, based on a procedure developed by IMO. This procedure shall describe the approval and withdrawal of approval of active substances and their proposed manner of application. At withdrawal of approval, the use of the relevant active substance or substances shall be prohibited within 1 year after the date of such withdrawal Prototype ballast water treatment technologies If a ship that is not covered with standard in regulation D-2 participates in a programme approved by the Administration to test and evaluate prototype ballast water treatment technologies, the standard in regulation D-2 shall not apply to that ship until five years from the date on which the ship would otherwise be required to comply with such standard If a ship that is covered with the standard in regulation D-2, participates in a programme approved by the Administration, to test and evaluate prototype ballast water technologies with the potential to result in treatment technologies achieving a standard higher than that in regulation D-2, the standard in regulation D-2 shall cease to apply to that ship for five years from the date of installation of such technology In establishing and carrying out any programme to test and evaluate prototype ballast water technologies, Parties shall:.1 take into account guidelines developed by IMO, and.2 allow participation only by the minimum number of ships necessary to effectively test such technologies Throughout the test and evaluation period, the treatment system must be operated consistently and as designed BWMS Installations General requirements All valves, piping fittings and flanges are to comply with the relevant requirements of IACS UR P2 and P4. In addition, special consideration can be given to the material used for this service The BWMS is to be provided with by-pass or override arrangement to effectively isolate it from any essential ship system to which it is connected The BWMS is to be operated at a flow rate within the Treatment Rated Capacity (TRC) range specified in the Type Approval Certificate (TAC).

79 Ballast, Heeling and Trimming Systems Where a vacuum may occur in the ballast line due to the height difference, a suitable protection means is to be provided, e.g. P/V valves or breather valves, and their outlets are to be led to safe area on open deck Electric and electronic components are not to be installed in a hazardous area unless they are of certified safe type for use in the area. Cable penetrations of decks and bulkheads are to be sealed when a pressure difference between the areas is to be maintained Where the operating principle of the BWMS involves the generation of a dangerous gas, the following requirements are to be satisfied: 1. Gas detection equipment is to be fitted in the spaces where dangerous gas could be present, and an audible and visual alarm is to be activated both locally and at the BWMS control station in the event of leakage. The gas detection device is to be designed and tested in accordance with IEC or recognized standards acceptable to PRS. 2. The ventilation line of a space where dangerous gas could be present is to be led to a safe area on open deck. 3. The arrangements used for gas relieving, i.e. degas equipment or equivalent, are to be provided with monitoring measures with independent shutdown. The open end of the gas relieving device is to be led to a safe area on open deck Ballast piping, including sampling lines from ballast tanks considered as hazardous areas, is not to be led to an enclosed space regarded as a safe area, without any appropriate measures, except ships carrying liquefied gases in bulk. However, a sampling point for checking the performance of BWMS, for ballast water containing dangerous gas, may be located in a safe area provided the following requirements are fulfilled: 1. The sampling facility (for BWMS monitoring/control) is to be located within a gas tight enclosure (hereinafter, referred to as a cabinet ), and the following from (i) through (iii) are to be complied: i) In the cabinet, a stop valve is to be installed in each sample pipe. ii) Gas detection equipment is to be installed in the cabinet and the valves specified in i) above are to be automatically closed upon activation of the gas detection equipment. iii) Audible and visual alarm signals are to be activated both locally and at the BWMS control station when the concentration of explosive gases reaches a pre-set value, which should not be higher than 30% of the lower flammable limit (LFL)/lower explosive limit (LEL) of the concerned product. 2. The standard internal diameter of sampling pipes is to be the minimum necessary in order to achieve the functional requirements of the sampling system. 3. The measuring system is to be installed as close to the bulkhead as possible, and the length of measuring pipe in any safe area is to be as short as possible. 4. Stop valves are to be located in the safe area, in both the suction and return pipes close to the bulkhead penetrations. A warning plate stating Keep valve closed when not performing measurements is to be posted near the valves. Furthermore, in order to prevent backflow, a water seal or equivalent arrangement is to be installed on the hazardous area side of the return pipe. 5. A safety valve is to be installed on the hazardous area side of each sampling pipe For the spaces, including hazardous areas, where toxicity, asphyxiation, corrosivity or reactivity is present, these hazards are to be taken into account and additional precautions for the ventilation of the spaces and protection of the crew are to be considered Additional requirements for BWMS installed on tankers Hazardous area classification is to be in accordance with IEC For tankers carrying flammable liquids having a flashpoint not exceeding 60 o C or products listed in the IBC Code having a flashpoint not exceeding 60 o C or cargoes heated to temperature above their

80 80 Machinery Installations and Refrigerating Plants flashpoint and cargoes heated to temperature within 15 o C of their flashpoint, in general, two independent BWMS may be required i.e. one for ballast tanks in hazardous areas and the other for ballast tanks in non-hazardous areas The interconnection of ballast piping between hazardous areas and in non-hazardous areas may be accepted if an appropriate isolation arrangement is applied. Means of appropriate isolation are as follows: 1. Two screw down check valves in series with a spool piece, or Spool piece 2. Two screw down check valves in series with a liquid seal at least 1.5 m in depth, or At least 1.5 m Liquid seal 3. Automatic double block and bleed valves and a non-return valve Bleed valve Examples of appropriate isolation arrangements are shown in red in section Isolation arrangements are to be fitted on the exposed deck in the hazardous area. Also, ballast water originating from a hazardous area is not to discharge into a non-hazardous area, except as given by Ventilation BWMS not in Hazardous Areas A BWMS that does not generate dangerous gas is to be located in an adequately ventilated area. A BWMS that generates dangerous gas is to be located in a space fitted with a mechanical ventilation system providing at least 6 air changes per hour or as specified by the BWMS manufacturer, whichever is greater BWMS in Hazardous Areas A BWMS, regardless of whether or not it generates dangerous gas, is to be located in a space fitted with mechanical ventilation complying with relevant requirements, e.g. IEC , IBC Code, IGC Code, etc Special Requirements Double block valve The length of pipe and the number of connections are to be minimised in piping systems containing dangerous gases/liquids in high concentration. The following requirements are also to be satisfied:.1 Pipe joints are to be of welded type except for connections to shut off valves, double walled pipes or pipes in ducts equipped with mechanical exhaust ventilation. Alternatively, it is to be

81 Ballast, Heeling and Trimming Systems 81 demonstrated that risk of leakage is minimized and the formation of toxic or flammable/explosive atmosphere is prevented..2 Location of the piping system is to be away from heat sources and protected from mechanical damage For BWMS using chemical substances, handling procedures are to be in accordance with the Material Safety Data Sheet and BWM.2/Circ.20, and the following measures are to be taken as appropriate:.1 The materials used for the chemical storage tanks, piping and fittings are to be resistant to such chemicals..2 Chemical storage tanks are to have sufficient strength and be constructed such that maintenance and inspection can be easily performed..3 Chemical storage tank air pipes are to be led to a safe area on open deck..4 An operation manual containing chemical injection procedures, alarm systems, measures in case of emergency, etc, is to be kept onboard Where the BWMS is installed in an independent compartment, the compartment is to be:.1 provided with fire integrity equivalent to other machinery spaces;.2 positioned outside of any combustible, corrosive, toxic, or hazardous areas unless otherwise specifically approved A risk assessment may be conducted to ensure that risks, including but not limited to those arising from the use of dangerous gas affecting persons on board, the environment, the structural strength or the integrity of the ship, are addressed Automation In case of any by-pass or override operation of BWMS, an audible and visual alarm is to be given and these events are to be automatically recorded in control equipment. The valves in the by-pass line which trigger the by-pass operation are to be remote-controllable by control equipment or fitted with open/close indicator for automatic detection of the by-pass event. BWMS which does not require after-treatment Ballasting operation Hazardous area De-ballasting operation

82 82 Machinery Installations and Refrigerating Plants BWMS which requires after-treatment (Injection type) Ballasting operation Hazardous area De-ballasting operation Appropriate Isolation Means: two (2) screw down check valves in series with a spool piece or a liquid seal, or automatic double block and bleed valves.