RULES FOR BUILDING AND CLASSING

STEEL VESSELS
2010

NOTICE NO. 1 – JULY 2010

The following Rule Changes were approved by the ABS Rules Committee on 4 June 2010 and
become EFFECTIVE AS OF 1 JULY 2010.

(See http://www.eagle.org for the consolidated version of the 2010 Steel Vessel Rules, with all Notices and
Corrigenda incorporated.)

Notes - The date in the parentheses means the date that the Rule becomes effective for new construction based
on the contract date for construction, unless otherwise noted. (See 1-1-4/3.3.)

PART 3 HULL CONSTRUCTION AND EQUIPMENT

CHAPTER 2 HULL STRUCTURES AND ARRANGEMENTS
SECTION 9 WATERTIGHT BULKHEADS AND DOORS

3 Arrangement of Watertight Bulkheads

3.1 Collision Bulkhead

(Delete Subparagraph 3-2-9/3.1.2 and renumber 3-2-9/3.1.3 and 3-2-9/3.1.4
as 3-2-9/3.1.2 and 3-2-9/3.1.3, respectively. Revise 3-2-9/3.1.2 as follows:)
3.1.2 Location (1 July 2010)
The collision bulkhead is to be located at any point not less than 0.05Lr or 10 m (32.8 ft),
whichever is less, abaft the reference point. At no point on any vessel, except as specially
permitted, is it to be further than 0.08Lr or 0.05Lr + 3 m (9.84 ft), whichever is greater, from the
reference point.

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Notice No. 1 – July 2010

(Revise 3-2-9/Figure 1 as follows:)

FIGURE 1
Collision Bulkhead in Vessels with Bow Door (1 July 2010)
Loading Ramp

2.3m
BHD or (7.5 ft)
FBD Dk y1 = 0.05Lr or 10m (32.8 ft)
whichever is less
y2 = 0.08Lr or 0.05Lr + 3m (9.84 ft)
whichever is greater

y1

y2

R.P. or
FP

PART 4 VESSEL SYSTEMS AND MACHINERY

CHAPTER 7 FIRE SAFETY SYSTEMS
SECTION 3 FIRE-EXTINGUISHING SYSTEMS AND EQUIPMENT

11 Fixed Fire Detection and Fire Alarm Systems

11.1 System Requirements

(Revise Subparagraph 4-7-3/11.1.3, as follows:)
11.1.3 Arrangements of Power Supplies (1 July 2010)
There are to be not less than two sources of power supply for the electrical equipment used in the
operation of the fixed fire detection and fire alarm system, one of which is to be an emergency
source. The supply is to be provided by separate feeders reserved solely for that purpose. Such
feeders are to run to an automatic changeover switch situated in or adjacent to the control panel
for the fire detection system.
The arrangements of the power supplies are to meet the following:
11.1.3(a) Continuity of the fixed fire detection and fire alarm system:
i) Operation of the automatic changeover switch or a failure of one of the power supplies is
not to result in permanent or temporary degradation of the fixed fire detection and fire
alarm system.
ii) Where the fixed fire detection and fire alarm system would be degraded by the momentary
loss of power, a source of stored energy (such as a battery) having adequate capacity is to
be provided such that there is continuous operation during changeover between power
supplies.

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Notice No. 1 – July 2010

iii) Connection of electrical power supplies to an automatic changeover switch is to be arranged

such that a fault will not result in the loss of all supplies to the automatic changeover
switch.
11.1.3(b) Emergency Feeder: Where the emergency feeder for the electrical equipment used in
the operation of the fixed fire detection system and fire alarm system is supplied from the emergency
switchboard, it is to run to the automatic changeover switch without passing through any other
distribution board.
11.1.3(c) Alternate Arrangement: As an alternative to two feeders, a battery may be considered
as one of the required sources, provided the arrangements meet the following requirements:
i) The battery is to have the capacity to operate the fixed fire detection and fire alarm system
for at least 30 minutes of continuous operation for alarming and 18 hours for surveillance.
For passenger vessels, at least 30 minutes of continuous operation for alarming and 36
hours for surveillance.
ii) A low voltage alarm for the battery and the battery charger output is to be provided.
iii) The battery charger is to be supplied from the emergency switchboard.

PART 5C SPECIFIC VESSEL TYPES

CHAPTER 3 VESSELS INTENDED TO CARRY ORE OR BULK CARGOES (150 METERS
(492 FEET) OR MORE IN LENGTH)
APPENDIX 3 INITIAL SCANTLING CRITERIA

(Add new Subsection 5C-3-A3/9, as follows:)

9 Cargo Loading (1 July 2010)

9.1 General
Ore Carriers and Ore or Oil Carriers, as defined in 5C-3-1/1.5.2 and 5C-3-1/1.5.3, are to be specifically
designed to be tolerant of more onerous loading processes, including the capability of loading cargo with a
single pour in each hold. The typical loading/unloading sequence stages shall be developed paying due
attention to the loading/unloading rate, the ballasting/deballasting capacity and the applicable strength
limitations.
This Subsection defines the mandatory design parameters for such loading and provides the evaluation
procedure and technical requirements for these vessels.
9.1.1 Documentation
The designer/shipbuilder is to prepare and submit for approval typical loading and unloading
sequence stages. This includes the synchronizing deballasting and ore loading. The requirements
in 5C-3-A3 especially noting 3-2-A3/5.1.2 and the Annex thereto are to be utilized.
The approved loading manual is to include the following:
• Approved typical loading/unloading sequence stages.
• Cargo Loading Rate in MT/hour, which is the maximum cargo loading rate used in
calculations described in Subsections 9.5 and 9.13.
• Cargo Overshooting in Minutes, which is the maximum cargo overshooting time used in
calculations described in Subsections 9.5 and 9.13.
A copy of the approved loading manual is to be placed onboard the vessel.

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9.3 Evaluation Procedure

Compliance with the following is to be documented and demonstrated:
• Description of the target loading processes that are considered onerous for homogeneous, alternate or
other load conditions involving heavy density cargoes.
• Compliance with the allowable still water bending moment and shear force envelope curves through
the longitudinal strength calculations simulating each loading stage which includes load pouring,
loader shifting, de-ballasting and consumable loading.
• Compliance with the cargo mass curves as a function of draft through the hydrostatic calculations
simulating each loading stage which includes load pouring, loader shifting, de-ballasting and consumable
loading.
• Compliance with the FE-based strength criteria in the Steel Vessel Rules with explicit consideration of
cargo overshooting.

9.5 Target Loading Processes

Target loading processes consist of the initial ballast conditions, basic loading parameters and loading
sequences that are considered onerous to the hull structure. Target loading processes are to be defined for
alternate, block and homogeneous load conditions as applicable, involving heavy density cargoes. The
documentation of each target loading process is to be guided by 3-2-A3/5.1.2.
The ballast condition at the beginning of a loading process may have adverse effects on the hull structure.
The ballast condition (arrival) from the Loading Manual is to be used in strength evaluations. In addition,
ballast conditions (arrival at terminal) carrying the minimum ballast water, which are used to reduce de-
ballasting time, shall be considered for strength evaluations. The details of such conditions are typically
defined by air draft limitation, propeller immersion requirement, longitudinal strength considerations and
stability requirements.
Each target loading process is to be documented with the following parameters as applicable:
• The hull structure is to be capable of one loading pour per cargo hold
• The design is to be capable of handling ore loading sequences for the one pour per cargo hold. The
design is also to be checked for multi-pour loading per cargo hold if multi-pour loading is to be used
• Ore loading rate
• Loader shifting time between the hold loading pours. In absence of any available data, the hull structure
is to be evaluated assuming that the loader shifting time over a distance of less than or equal to four
hatch holds is five (5) minutes and the loader shifting time over a distance of more than four hatch
openings is ten (10) minutes. The loading process will stop during the transition of the loader while de-
ballasting will continue.
• The requirements in Appendix 5C-3-A3 are applicable to vessels that are engaged in loading with a
single loader. If simultaneous loading with two or more loaders is to be used, this is to be documented
and will be the subject of special consideration.
• De-ballasting sequences.
• The de-ballasting pump capacity. The hull structure is to be evaluated assuming that 80% of the
de-ballasting pump capacity is attainable during de-ballasting.
• Consumable loading sequences.
• The average overshooting time for individual loading pours, excluding the last trim pours. The hull
structure is to be evaluated assuming that additional cargo intake occurs due to overshooting for an
individual cargo hold. Overshooting in other cargo holds is not assumed.

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9.7 Compliance with Allowable Still-Water Loading Limits

For each target loading process, the resulting calculated still-water shear forces and bending moments
along the vessel length are to be within the allowable still-water limits after the completion of each event
sequence stage such as loading pour, de-ballasting of ballast tank, loader shifting and consumable loading.
Compliance with the allowable still-water bending moment and shear force limits is to be verified for each
target loading process with and without overshooting.
Prior to the completion of the target loading process, compliance is to be verified with the allowable
in-port limits. The final loaded condition is to satisfy the allowable at sea limits.

9.9 Compliance with Allowable Mass Curves

For each target loading process, the mass of the contents in each cargo hold and double bottom space is to
be within the allowable mass versus draft curves after the completion of each loading sequence stage such
as loading pour, de-ballasting of ballast tank, loader shifting and consumable loading.
Compliance with the allowable mass versus draft curves is to be verified for each target loading process
without overshooting.
Prior to the completion of the target loading process, compliance is to be verified with the allowable mass
versus draft curves in port. The final loaded condition is to satisfy the allowable curves at sea.

9.11 Intermediate Calculations

The documentation requirements of the previous paragraphs of this section cover the results for the start
and end of each loading sequence stage. Whenever the loading/unloading equipment moves to the next
location, it constitutes the end of that stage. Intermediate calculations confirming that the allowable values
of the still-water bending moment and shear forces and the mass curves are not exceeded during the pour
itself or during the movement of the loader while ballast operations may be continuing are to be performed
and submitted for review. Typical loading rates for ore terminals are about 9,000~10,000 MT/hour. As a
minimum, intermediate strength checks are to be carried out at the time interval of “10,000 MT of
loading”, typically at about a 1 hour interval. If the loading rate is 20,000 MT/hour, the strength check is to
be checked at half hour intervals. The intermediate calculations are not required to be included in the
loading manual or placed onboard.

9.13 Total Strength Assessment against Cargo Overshooting

The hull structure loaded with extra cargo intake due to overshooting is to be evaluated using the global
finite element models for heavy or empty holds, as applicable. The applicable load cases are those with
heavy density cargo mass.
The following cargo mass definitions are used in this Section:
MHD = maximum cargo mass allowed to be carried in a cargo hold according to design
loading condition(s) with specified holds empty, if applicable, at maximum draft, in
MT
ΔM = overshoot cargo mass, in MT
= loading rate × average overshooting time

9.15 Vessels Carrying Ore Cargoes with SH Notation

The global hull structure is to be verified using Load Case 5 and 6 in 5C-3-A3/Figure 1 with the following
modifications. For these load cases where the holds are originally loaded with MHD, the new cargo mass
MHD + ΔM is to be applied.
The engineering procedures and analysis criteria in Sections 5C-3-3 and 5C-3-5 (except 5C-3-5/5.13) are
to be compiled with.

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Notice No. 1 – July 2010

9.17 Ballast System

The ballast system is to be in accordance with 4-6-4/7. The basic principle of providing a reliable means
of pumping and draining per 4-6-4/7.1.2 is to be demonstrated. Ballast pumps are to be certified in
accordance with 4-6-1/7.3.

9.19 Automatic Draft Reading Sensors and Automatic Level-Gauging System

Consideration may also be given to providing automatic draft reading sensors and automatic level-gauging
systems. Where provided, functional descriptions and system diagrams are to be submitted for approval
for the automatic draft reading sensors and automatic level-gauging system for all ballast tanks linked to
the onboard loading computer, showing compliance with the following subsections. The interface of the
draft reading sensors and level-gauging system with the loading computer is to be demonstrated to the
attending Surveyor’s satisfaction.
9.19.1 Electrical and Mechanical Components
Electrical and mechanical components and their installation are to comply with Part 4, as applicable.
9.19.2 Electrical Installations in Hazardous Areas
Electrical installations in hazardous areas are to comply with 4-8-4/27.
9.19.3 Power Supply
Power supply is to be from the vessel's main power system. Consideration is to be given to the
possible results of loss of power. An uninterruptible power system (UPS) or supply from the
vessel’s emergency power system is to be provided, if considered necessary.

PART 5C SPECIFIC VESSEL TYPES

CHAPTER 10 VESSELS INTENDED TO CARRY VEHICLES
SECTION 4 CARGO SAFETY

3 Ro-Ro Cargo Spaces

3.9 Drainage or Bilge Pumping of Ro-Ro Cargo Spaces

3.9.4 Ro-Ro Cargo Spaces Fitted with Water-spray System (1 July 2010)
(Add new Item 5C-10-4/3.9.4(e), as follows, and renumber existing 5C-10-4/3.9.4(e) as 5C-10-4/3.9.4(f).)
3.9.4(e) Bilge pumping arrangement, deck drains sizing and design of means to prevent blockage
of the drains are to be in accordance with the requirements identified in IMO MSC.1/Circ.1320
Guidelines for the Drainage of Fire-Fighting Water From Closed Vehicle and Ro-Ro Spaces and
Special Category Spaces of Passenger and Cargo Ships (See Appendix 5C-10-4A3).

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Notice No. 1 – July 2010

PART 5C SPECIFIC VESSEL TYPES

CHAPTER 10 VESSELS INTENDED TO CARRY VEHICLES
SECTION 4 APPENDIX 3 – IMO MSC.1/CIRC.1230 (1 July 2010)

(Add new Appendix 5C-10-4A3, as follows:)

GUIDELINES FOR THE DRAINAGE OF FIRE-FIGHTING WATER FROM
CLOSED VEHICLE AND RO-RO SPACES AND SPECIAL CATEGORY
SPACES OF PASSENGER AND CARGO SHIPS
1 The Committee, at its eighty-sixth session (27 May to 5 June 2009), having considered the proposal by the
Sub-Committee on Fire Protection, at its the fifty-third session, with regard to the amendments to SOLAS regulation
II-2/20 adopted by resolution MSC.256(84), approved Guidelines for the drainage of fire-fighting water from
closed vehicle and ro-ro spaces and special category spaces of passenger and cargo ships, as set out in the annex.
2 Member Governments are invited to apply the annexed Guidelines when approving the drainage systems
of fire-fighting water from closed vehicle and ro-ro spaces and special category spaces of passenger and cargo ships,
in accordance with paragraphs 6.1.4 and 6.1.5 of SOLAS regulation II-2/20 (resolution MSC.256(84)), and bring
them to the attention of ship designers, shipowners, equipment manufacturers, test laboratories and other parties
concerned.
***
ANNEX
GUIDELINES FOR THE DRAINAGE OF FIRE-FIGHTING WATER FROM
CLOSED VEHICLE AND RO-RO SPACES AND SPECIAL CATEGORY SPACES
OF PASSENGER AND CARGO SHIPS

1 GENERAL
1.1 Purpose
1.1.1 When fixed water-based fire-extinguishing systems are provided for the protection of closed vehicle and
ro-ro spaces and special category spaces, adequate drainage facilities, as required by SOLAS regulation II-2/20.6.1.4,
should be provided to prevent the accumulation of significant quantities of water on decks and the build-up of free
surfaces. In addition, SOLAS regulation II-2/20.6.1.5 requires effective measures to be taken to ensure that floating
debris does not cause blockage of the drains.
1.1.2 When the direct overboard discharge provisions or the bilge system required by SOLAS regulation II-1/35-1
have a capacity sufficient for the additional flow from the fixed fire-extinguishing system and the required number
of fire hoses, as determined by these Guidelines, additional drainage facilities are not required.
1.1.3 Scuppers, freeing ports, discharges and bilge systems should be installed in accordance with SOLAS regulation
II-1/35-1, the relevant regulations of the International Convention on Load Lines, 1966 (ICLL 66), and these
Guidelines.
1.1.4 In lieu of the above, the Administration, after having given consideration to the ship’s arrangement and
equipment, may accept other fixed installations if they afford equivalent protection. Any equivalent protection
should demonstrate the capability to rapidly drain fire-fighting water from the affected decks and prevent the build-
up of free surfaces under expected conditions of trim and list, for as long as the fire-extinguishing system is in
operation.

1.2 Application
These Guidelines apply to the design of drainage systems in closed vehicle and ro-ro spaces and special category
spaces required by SOLAS regulation II-2/20.6.1.4, and to the protection of drain openings required by SOLAS
regulation II-2/20.6.1.5.

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Notice No. 1 – July 2010

2 DEFINITIONS
2.1 Bilge wells are recessed areas where water accumulates before entering the bilges.
2.2 Bulkhead deck in a passenger ship means the uppermost deck at any point in the subdivision length (Ls) to
which the main bulkheads and the ship’s shell are carried watertight and the lowermost deck from which passenger
and crew evacuation will not be impeded by water in any stage of flooding for damage cases defined in regulation 8
and in part B-2 of SOLAS chapter II-1. The bulkhead deck may be a stepped deck. In a cargo ship the freeboard
deck may be taken as the bulkhead deck.
2.3 Drains, as used in these Guidelines, refer to either scupper wells and scuppers, freeing ports, or bilge wells
and drain pipes.
2.4 Freeing ports are openings in the bulwarks on the open deck to allow water to drain directly overboard.
2.5 Scuppers are a system of gravity deck drains and connected piping leading from scupper wells to the
sideshell of the ship or to the bilge system.
2.6 Scupper wells are recessed areas in the deck where water accumulates before entering the scuppers.

3 DRAINAGE ARRANGEMENTS FOR PASSENGER SHIPS

3.1 Arrangements above the bulkhead deck
3.1.1 Above the bulkhead deck, except as provided in 5C-10-4A3/1.1.2 above, an adequate number of properly-
sized drains should be provided on each deck to ensure that the combined water flow from the fixed 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.
3.1.2 At least four drains should be located on each side of the protected space, uniformly distributed fore and
aft. Freeing ports should not be installed in enclosed superstructures, as defined by regulation 3.10 of the ICLL 66.
3.1.3 The drainage system on each side of the deck should 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 fire hoses (four
if required by SOLAS regulation II-2/19.3.1.2). In case an automatic deep well or submersible pumping system is
installed, the bilge pump capacity can be subtracted from the required drainage capacity.

3.1.4 Minimum capacity of drains

The minimum capacity of scuppers, freeing ports or a combination thereof should be determined in accordance
with the provisions of 5C-10-4A3/3.1.4.1 or 35C-10-4A3/3.1.4.2, respectively.
3.1.4.1 The minimum required area of scuppers and connected piping should be determined by the following formula:
Q
A=
0.5 19.62 h −( ∑h ) l

where:
A is the total required sectional area of the drains on each side of the deck in m2;
Q is the combined waterflow from the fixed fire-extinguishing system and the required
number of fire hoses in m3/s;
h is the elevation head difference between the bottom of the scupper well or suction level
and the overboard discharge opening or highest approved load line in m; and

∑h l is the summation of head losses corresponding to scupper piping, fittings and valves in m.

In no case should the area of each individual drain be less than 0.0078 m2 or 125 mm diameter piping.
3.1.4.2 The minimum required area of freeing ports should be determined by the following formula:
Q
A=
0.5 19.62(h1 − h2 )

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Notice No. 1 – July 2010

where:
A is the total required sectional area of freeing ports on each side of the ship in m2;
Q is the combined waterflow from the fixed fire-extinguishing system and the required
number of fire hoses in m3/s;
h1 – h2 is the elevation head difference between the bottom of the scupper well or suction level
and the overboard discharge opening or highest approved load line in m; and
If the cross-sectional area of freeing ports required by the ICLL 66 is equal to or greater than determined above,
additional freeing ports are not required.

3.2 Arrangements below the bulkhead deck

3.2.1 Below the bulkhead deck, except as provided in 5C-10-4A3/1.1.2 above, an efficient bilge pumping system
should be provided to ensure that the combined waterflow 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 should be not less than that required by 5C-10-4A3/3.2.3.
3.2.2 The bilge piping system should be arranged in accordance with SOLAS chapter II-1. At least four bilge
wells should be located on each side of the protected space, uniformly distributed fore and aft.
3.2.3 The bilge pumping system on each side of the ship should 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 fire
hoses (four, if required by SOLAS regulation II-2/19.3.1.2).
3.2.4 The required area of the main and branch bilge pipes for the protected space should be adequate to ensure a
maximum waterflow of 2 m/s in each section of piping in accordance with 5C-10-4A3/3.2.4.1 to 5C-10-4A3/3.2.4.3.
3.2.4.1 If the drainage system is a bilge pumping system, the following three criteria should be satisfied:

∑Q bpump ≥ 1.25Q

AM ≥ 0.625Q &

∑A B ≥ 0.625Q

where:
Qbpump is the combined capacity of all power bilge pumps except the emergency bilge pump in
m3/s;
Q is the combined waterflow from the fixed fire-extinguishing system and the required
number of fire hoses in m3/s;
AM is the sectional area of the main bilge pipe of the protected space in m2;

∑A B is the total sectional area of branched bilge pipes for each side in m2;

3.2.4.2 If the drainage system is based on gravity drains leading to a reservoir tank, the minimum required area of
drains and connected piping should be determined by 5C-10-4A3/3.1.4.
3.2.4.3 If the drainage system is a combined system, the relevant dimensioning for each part of the system should
be determined using 5C-10-4A3/3.2.4.1 and 5C-10-4A3/3.2.4.2.
3.2.5 The required capacity of each bilge well should be at least 0.15 m3.
3.2.6 If the system includes a reservoir tank, the tank should have adequate capacity for at least 20 min of operation
at the required drainage capacity for the affected space.

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Notice No. 1 – July 2010

4 DRAINAGE ARRANGEMENTS FOR CARGO SHIPS

4.1 In cargo ships, the drainage and pumping arrangements should be such as to prevent the build-up of free
surfaces in accordance with 5C-10-4A3/3.1 or 5C-10-4A3/3.2, as appropriate.
4.2 If the abovementioned pumping arrangement is not possible, the adverse affect upon stability of the added
weight and free surface of water should be taken into account according to the International Code on Intact Stability,
2008, chapter 3.
For that purpose, the depth of water (h1 – h2) on each deck should be calculated by multiplying the maximum flow
rate of the installed fire-extinguishing system water pumps plus the flow from two fire hoses (four if required by
SOLAS regulation II-2/19.3.1.2) by an operating time of 30 min. This volume of water should be divided by the
area of the affected deck.

5 PROTECTION OF DRAIN OPENINGS

5.1 An easily removable grating, screen or other means should 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 should be at least 6 to 1. The grating should 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 should be more than
25 mm.
5.2 No grating or screen is required when a fixed mechanical system is provided to unblock the drainage
system, or when other than a gravity drain system is provided with its own filter.
5.3 A clearly visible sign or marking should be provided not less than 1,500 mm above each drain opening
stating, “Drain opening – do not cover or obstruct”. The marking should be in letters at least 50 mm in height.

6 TESTING
The drainage facilities on ro-ro passenger ships should be functionally tested before the ship enters service to verify
that the capacity of the system is adequate. The drainage facilities on all ships should be periodically visually examined
for blockage or other damage and should be flushed with fire hoses or similar means to verify that the system is
functional, if obstructions are noted.

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