What wastage allowances apply to ships under 90 m?

Four ways of drawing the line

Get the map before the numbers, because the four regimes are not variations on one idea — they need different information from you and they produce different answers on the same plate.

1. A separate table of its own. The small ship gets its own set of figures, printed apart from the large-ship figures. ABS, DNV and CCS do this, though CCS only for named members.
2. A column shared with larger ships. The society defines a small-ship category, then merges it with the next one up in the table that matters. LR and INSB both do this, and their figures are the same member for member.
3. The standard figures, adjusted by a stated amount. No separate table — the large-ship percentages are used and moved by a fixed step. BV and RINA do this, word for word the same way.
4. No length distinction at all. The wastage table is written by structural member and the length of the ship never enters it. ClassNK is the clear case. PRS publishes no allowance figures for any ship size, and neither does IACS.

One general point before the detail. Neither UR Z7 nor the UR Z10 series publishes a wastage allowance of any kind, at any length. They set the survey scope, the close-up extent, the thickness measurement extent and the expansion tables, and leave the allowable margins to each society — Z7 defines substantial corrosion against "allowable margins" without stating them, and the survey report form notes send the reader to the individual classification society's rules. That is the whole reason the figures below differ from society to society for the same plate. Z7 §1.2.8 · Z10.2 §1.2.11

Which length is the 90 m

This is the first thing that goes wrong, and it goes wrong quietly. 90 m is a rule length. It is not length overall and it is not registered length, and each society defines it in its own scantling part rather than in the survey document you are reading. A ship of 93 m LOA can sit on either side of the line depending on where the stem and the rudder stock fall, and the whole regime — which table, which column, which percentage — turns on that.

KR is the only one of these documents that writes the definition out in the same part as the survey requirements. You measure L in metres, along the load line. The forward end is the stem, taken on its fore side. The after end is the rudder post, taken on its after side, on a ship that has a rudder post; on a ship that has none, the measurement stops at the rudder stock axis. KR then caps the result at both ends: L may not come out below 96% of the extreme length on the load line, and there is no need to take it past 97%. KR then points back to its own Pt 3 Ch 1, 102 for the same figure. That shape — a load line length capped between 96% and 97% of extreme length — is the one to have in mind when a society just says "L". KR Pt 1 Ch 2, def. 31

Practical rule. Take the length off the ship's classification certificate or the general arrangement's principal particulars, not off a tape measure and not off the registry document, and record which figure you used. When a ship sits within a metre or two of the line, that record is what stops the whole assessment being redone under the other regime.

ABS — a table of its own, and a table it is not

Start with the correction, because it is the most common mistake made with this appendix. ABS does not publish a small-ship aluminium table. The three tables at the end of Appendix 7-A1-4 are, as printed in the July 2026 edition:

• TABLE 2 — "Individual Wastage Allowances, Conventional Vessels Under 90 Meters (295 Feet) (2016)". Steel, and the only one of the three with a 90 m limit.
• TABLE 3 — "Aluminum Wastage Allowances, Conventional Vessels built to ABS Class (2025)". Aluminium, and it carries no length limit at all. It is not the small-ship aluminium table; it is the aluminium table.
• TABLE 4 — "Wastage Allowances, Steel or Aluminum Yachts 24 m (79 ft) – 61 m (200 ft) in Length". Both materials, and split by framing direction rather than by member.

So an aluminium vessel of 120 m takes Table 3 just as an aluminium vessel of 40 m does, and a steel yacht of 50 m takes Table 4 rather than Table 2. The percentages are applied to the as-built thickness, for unconverted conventional vessels built to ABS class. Vessels 90 m and over take Tables 1A to 1C instead. ABS 7-A1-4/35.3 Tbl 2, 3, 4

Source for the whole table ABS 7-A1-4/35.3

Four conditions travel with those figures and they matter more than the percentages do.

• The hull girder sits over the whole table. Satisfying the individual member and plate figures is not enough on its own. Note 3 adds that the hull girder section modulus should be verified as standing at 90% or more of the greater of two benchmarks: the modulus required when the ship was built, or the modulus the ABS Rules for Building and Classing Marine Vessels call for at 3-2-1/3.1. Take the wording as ABS prints it — should be verified, not is to be verified. That note is on Table 2. Table 3 carries no notes of its own and Table 4's three notes are about fairing filler and permanent set, not hull girder strength.
• A second length threshold inside the small-ship table. Below 61 m (200 ft), and only there, the deck and the bottom each carry a ceiling on lost area as well: no more than 20 % of the area the Rules require. So a 55 m ship has an area limit a 80 m ship does not.
• Internals only count towards longitudinal strength if they are continuous or effectively developed at the ends, throughout amidships 0.4L. And the values in the table are the minimum requirements for individual members and plates.

Table 2 carries five notes and those four points are notes 1 to 5. It carries no note on keel plates. ABS does carry a keel plate rule: a keel plate has to be renewed once it thins to whatever minimum the bottom plating next to it is allowed. But that note hangs off the tables for vessels 90 m and over, not off Table 2. Do not carry it across to a small ship without checking. ABS 7-A1-4/35.3 Tbl 2, Notes 1–5

The yacht figures in Table 4 are conditional, and the condition is a deformation check rather than a thickness one. The 15% for longitudinally framed shell and decks holds only where the permanent set of the strength deck plating is not more than s/100 with no deformation of frames, longitudinals or beams, s being the stiffener spacing. The 10% for transversely framed shell and decks holds only where the permanent set is not more than s/150 on the same terms, s being the frame spacing. Beyond that, a technical office is to be contacted. There is also a warning worth carrying to a yacht job — fairing filler is sometimes applied outside the hull and deckhouse to hide plating deformation, ultrasonic equipment may not distinguish it from the metal, and the surveyor is to establish before testing whether filler has been applied and whether the equipment can see through it. ABS 7-A1-4/35.3 Tbl 4, Notes 1–3

If the ship was built to another society's rules, no figure on this page applies to it under ABS. Both Table 2 and Table 3 carry the same sentence — the technical office that carried out the initial plan review is to be contacted for the wastage allowances — and Table 2 adds that a wastage allowance based on the previous society's requirements may apply. That is a phone call before the job, not after it. ABS 7-A1-4/35.3 Tbl 2 Note 5

One more ABS thing that is not a wastage figure but decides the size of the job — the measurement extent is also split at 90 m. Vessels under 90 m in length, and passenger vessels and high speed craft under 61 m, take the minimum requirements of 7-3-2/5.1.15(a), which at Special Periodical Survey No. 1 is suspect areas throughout the vessel and builds up from there — a much shorter list than the one for vessels 90 m and over at 5.1.15(c). The same tables are reprinted for reference in Appendix 7-A1-10. ABS 7-3-2/5.1.9 · 5.1.15(a)

INSB Table D — a column of their own

INSB Table D is the only table in any of the documents on file that gives ships under 90 m a pair of columns entirely of their own. Category 3 is all ship types having a length L less than 90 m, and Table D — maximum reduction of topside and bottom areas at transverse sections — prints Category 1, Category 2 and Category 3 side by side, each with an amidships figure and an ends figure. INSB Pt I Ch 3 Sec 13 Tbl D

Read the figures the way the table defines them. The figure is a ceiling on an average: take the plates and the longitudinals of the topside area, or of the bottom area, across one transverse section, and it is their averaged reduction that is being limited. It is not a spot reading, and it is not a limit on any one plate. The topside area is the deck — on a dry cargo ship, the part of it outside the line of openings — plus the stringer and the sheer strake, rounded gunwales included, and the longitudinals belonging to them. The bottom area is the keel, the bottom and bilge plating, and their longitudinals. INSB Tbl D, Notes 2, 3, 7

Intermediate values are obtained by linear interpolation. The two columns are the endpoints of a straight line between 0.075L from the ends and 0.5L amidships — a plate that is neither one nor the other takes the interpolated figure, not the nearer of the two. On a Category 3 ship the amidships end of that line is the tighter of the two by a wide margin, 15% against 30% for topside plating, so the frame position of the section matters as much as the reading does. INSB Tbl D, Note 1

Two notes to the same table are worth reading before the job is priced. Note 6 sets a trigger inside the table, separate from substantial corrosion — where the reduction of topside or bottom area, plating and longitudinals together, exceeds 0.75 of the values given, additional transverse sections are to be measured as recommended by the surveyor. Three quarters of the way to the limit and the job grows. INSB Tbl D, Note 6

And Note 4 offers a way out of the amidships figures that Category 3 does not get. Over 0.5L amidships, a Category 1 or Category 2 ship can be permitted to go past the tabulated reduction. The condition is the hull girder. Worked on the thicknesses actually gauged, the section modulus has to stand at 90% or more of what the Rules give the ship as new — and asking for the concession brings a reassessment of scantlings with it. Category 3 is not named in the note. On a ship under 90 m under INSB, the 15% and 20% amidships figures are where the argument ends. INSB Tbl D, Note 4

Where small ships share a column

LR and INSB both define a Category 3 for ships under 90 m, and both then merge it with Category 2 in the table that governs individual plates and stiffeners. The categories are defined the same way in both — Category 1 is the liquefied gas ship, the combination carrier, the dry bulk cargo ship, the chemical tanker and the oil tanker, each at 90 m and above; Category 2 is everything else of 90 m and above; Category 3 is all ship types under 90 m. LR §1.5 · Nov 2016 v7.3 · INSB Tbl D Note 5

In the LR edition held, no figure applies to Category 3 alone. Table 1.5.4 is headed for general dry cargo ships together with "all other Category 2 & 3 type ships", and Table 1.5.5 gives one shared "Category 2 & 3 ships" column against the Category 1 column. Being under 90 m under LR does not get you a different number from a 200 m container ship; it gets you out of Category 1. LR Tbl 1.5.4 / Tbl 1.5.5 · Nov 2016 v7.3

The striking thing is that the two societies' shared columns agree, member for member.

Sources LR Tbl 1.5.5 · Nov 2016 v7.3 INSB Tbl C

Both tables say the same thing about how the figure is read, and it is the thing most often got wrong. The percentage bites on an average, not on a point. On plating you average the readings across the area of the plate; on a stiffener you average them along the span from one support to the next. That average is the figure the maximum diminution is set against. It is not a limit on any single reading. A lone thin spot inside an otherwise sound plate is a different question — pitting or grooving, judged elsewhere. LR Tbl 1.5.5 Note 6 · INSB Tbl C Note 3

Corrugated transverse bulkheads in dry bulk cargo holds sit outside the shared column in both, with figures that depend on what the hold is designed to carry — and here the two diverge slightly. LR: 25% for corrugated parts in a hold designed to be fully filled with salt water ballast, that is a deep tank; 15% for corrugated parts in a hold designed to be partially filled; 15% for the corrugated parts of the aft transverse bulkhead of the forward cargo hold; 20% for the corrugated parts of the remaining transverse bulkheads; and 25% for all plain transverse bulkhead plating including stool plating. INSB prints four of those five — 25% for a hold designed to be completely filled with salt water ballast, 15% for a hold designed to be partially filled and for the aft transverse bulkhead of cargo hold No.1, and 20% for the remaining cargo hold transverse bulkheads. These apply whatever the category, so they reach a ship under 90 m too. LR Tbl 1.5.5 Note 4.1 · INSB Tbl C Note 1

The rest, one source at a time

DNV — four lines and two formulas

DNV splits Sec.2 straight down the middle. Section [2] is "Vessels with length, L < 90 m" and section [3] is "Vessels with length, L ≥ 90 m", and the difference in weight between them is the point — the small-ship section is four lines, while the 90 m and over section runs into local strength control, hull girder section modulus and ultimate buckling strength. DNV-CG-0182 Sec.2 [2]/[3] · Jul 2022

The percentage is capped by an absolute floor — the minimum thickness of plating shall not be less than those two formulas, where k is the material factor, 1.0 for mild steel. On a small ship with thin plating the floor can bite before the 20% does, so both have to be checked. And read the application clause before applying any of it — Sec.2 covers main class notation 1A and expressly excludes container ships, naval vessels, high speed and light craft, yachts, aluminium vessels and vessels with class notation CSR; it assumes the construction material is steel and that the vessel has not undergone a major conversion. DNV-CG-0182 Sec.2 [1.1]/[2] · Jul 2022

KR — reached by class band, not by length directly

KR does not print an under-90 m column. It prints three class bands and the length decides which one you are in. Class I is ships of 90 m and above classed with Classification Survey during Construction after 1 July 1998, or ships carrying liquid cargo classed the same way. Class II is ships other than Class I and Class III. So a steel ship under 90 m that does not carry liquid cargo lands in Class II — and Class II carries the more generous wear limit on every row of the table. Class III is steel craft built to the Rules for High Speed and Light Crafts. For ships classed through Classification Survey after Construction, separate requirements specified by the Society apply. KR Pt 1 Annex 1-5 Tbl 1, Notes 1–2

Source for the whole table KR Pt 1 Annex 1-5 Tbl 1 Note what "original thickness" means here — the thickness on the drawing, unless the Classification Technical Rules separately specify a required thickness for that member, in which case that governs.

BV and RINA — the standard figures, plus 5

These two carry the same rule in the same words, in the same clause number. The acceptance criteria are written, as a rule, for the cargo area of a ship longer than 90 m. Two extensions are then offered. A ship shorter than 90 m may take the tabulated wastage percentages with 5 (%) added, so 15% where the table prints 10%, and so on, but the deck and bottom zones are carved out. The same 5 (%) is available for structure that sits outside the cargo area. And the clause is explicit that the two do not stack: you take one of them, never both together. BV Pt A Ch 2 App 3 [4.3.6] · RINA App 2 [4.3.6] · 1 Jul 2024

Three things in that clause do the work. It is an increase of 5 percentage points, not a multiplier — the worked instance in the text is 15% in place of 10%. It is written in the permissive form, "can be increased", so it is a relief the society may extend and not an entitlement you calculate for yourself. And the deck and bottom zones are carved out of it, which is what protects the hull girder — the zone criteria rest on the current section modulus not falling below 90% of the rule modulus within 0.4L amidships, and a small ship gets no relief there. If you are working outside the cargo area on a ship under 90 m, you pick one of the two increases, not both.

RINA draws a second line higher up that also keeps a small ship out. The buckling strength criterion applies only to ships having a length greater than 120 m, so it does not reach an under-90 m ship at all. RINA App 2 [4.4.1] · 1 Jul 2024

CCS — a split for two named things only

CCS does not run a small-ship regime across the hull. It splits at 90 m in exactly two places, and states both as a minimum remaining percentage of the original thickness rather than as an allowable diminution. Read these as "renew below this", the opposite direction from every other figure on this page.

• Structural members in fore peak and aft peak ballast tanks. Minimum renewed thickness 70% for L < 90 m, against 75% for L ≥ 90 m. CCS says why the clarification exists — no specific corrosion limit for interior members of peak ballast tanks is defined in the CCS Rules themselves.
• Cargo hold hatch coaming renewal thickness, on a bulk carrier whose construction contract falls in the window that opens on 1 July 1998 and closes the day before 1 January 2004. 70% for L < 90 m against 75% for L ≥ 90 m. Ships contracted on or after 1 January 2004 are assessed against IACS UR S21.6.2 instead, which carries no 90 m split.

The contract-date window on the second one is the condition, not decoration. Get the contract date before applying the figure. CCS Ch 3 §II.2 Tbl 3.1 · §II.3.2

ClassNK and PRS — where the line simply is not drawn

ClassNK writes its wastage allowance table by structural member only — shell plates, deck plates, floors and girders, hatch covers and so on. No length threshold, no ship-size column and no small-ship note appears anywhere in Appendix 3.5 of the Guidance. The qualifications sit above the table rather than under it, and there are five of them, numbered (i) to (v). Item (i) is introductory: it does no more than say the allowances for plates and stiffeners are in the table that follows. The other four cover the longitudinal strength condition, uniform wear, local corrosion such as stress corrosion and pitting, and the ships caught by the retroactive requirements for existing bulk carriers. High tensile steel is not one of them — it is a separate subsection, Appendix 3.5 (2). Nothing in the five turns on the size of the ship. In Part B the same absence holds where the corrosion additions for steel hatch covers and coamings are printed, keyed to contract date and to whether the ship is built under Part CSR-B or CSR-B&T, with no 90 m threshold in them. So on a ClassNK ship of 70 m you use the same figures as on one of 200 m. Both statements are read from older editions and are exactly the kind of thing a newer edition can change. NK App 3.5 · 2014 ed. · NK Pt B Tbl B1.3.1-1 · 2022 ed.

PRS publishes no wastage allowance figures at all, for any ship size. The whole of Part I was searched — substantial corrosion is defined in Chapter 1 and the measurement pattern is written into §5.1.3.7, but no allowance table appears. What the thickness measurement report forms carry instead is a Maximum Allowable Diminution column, and PRS requires that figure to be stated on the form. Where it is to come from is left open. The forms say only that the maximum allowable diminution could be stated in a document attached to the report — a permission, not a prescribed mechanism, and PRS does not name who issues the figure or what it is derived from. The set itself is five forms, TM1-G to TM5-G, TM2-G running to two sheets, (i) and (ii); Annex II then prints the same five again as TM1-G(NSD) to TM5-G(NSD) for ships built to the new scantling design. There is no TM6 and no TM7 anywhere in the annexes. So on a PRS job the allowable diminution is something you ask for before mobilising, and its absence is a stop, not a detail. PRS Pt I Annex I–II, forms TM1-G to TM5-G

CSR does not reach a ship this size

The Common Structural Rules reach a bulk carrier — single side skin or double side skin, hull structure — once its freeboard length L_LL is 90 m or above. For a double hull oil tanker the same threshold sits at a freeboard length of 150 m or above. Both figures come on top of three conditions that have to hold together: the ship is self-propelled, its navigation is unrestricted, and its construction was contracted on or after 1 July 2015. No ship under 90 m is a CSR ship. CSR Pt 1 Ch 1 Sec 1 [1.2.1] / [1.3.1]

So nothing in the CSR arithmetic reaches it. No renewal thickness derived as as-built minus corrosion addition minus voluntary addition, no corrosion addition table, no half-millimetre reserve band above the renewal thickness, no hull girder check against 90% of the gross offered section modulus. CSR disposes of the ships it does not cover in a single line: whatever falls outside its scope is judged against the Society's own Rules instead. That is the whole answer to "what is a small ship judged against": the society's own wastage allowance figures, the ones set out in the sections above. CSR Pt 1 Ch 1 Sec 1 [1.1.3]

Three traps sit in the gap between the two 90 m lines, and they catch people who assume the numbers mean the same thing.

• It is a different length. CSR measures its threshold on the freeboard length L_LL. The societies measure theirs on a rule length. A ship can sit above one line and below the other, so establish which length each threshold is written on before deciding either question.
• Being over 90 m does not make a ship a CSR ship. An oil tanker of 120 m is outside CSR — the tanker threshold is 150 m — but it is also outside the small-ship regimes on this page, because those cut at 90 m. It takes the society's large-ship, non-CSR figures. Neither this page nor the CSR page answers it.
• Exactly 90 m does not land in the same place in every document. A bulk carrier of exactly 90 m freeboard length, contracted on or after 1 July 2015, is a CSR ship, because CSR writes its threshold as 90 m or above. Most of the societies draw it the same way and the boundary falls in the larger group: ABS splits under 90 m against 90 m and over; LR and INSB put Category 3 below 90 m and Categories 1 and 2 at 90 m and above; KR puts Class I at 90 m and above; CCS prints L ≥ 90 m against L < 90 m; DNV heads its two sections L < 90 m and L ≥ 90 m. BV and RINA are the exception, and the gap is real. [4.3.6] gives its criteria for the cargo area of ships of a length greater than 90 metres, and offers the 5-point increase to ships of a length less than 90 metres. A ship whose rule length works out at exactly 90 m answers to neither branch as written. Do not resolve that on the sheet — record the rule length to the decimal, say where you took it from, and put the question to the society. the 90 m boundary, nine documents

If the ship in front of you is a CSR ship, this page is the wrong page — the renewal arithmetic is in K5.7 and the survey side of it in K3.9.

What this means when you fill the sheet

On a small ship the readings are the easy part. What decides whether they can be judged at all is a handful of facts that have to be settled before the first gauge goes on steel, and half of them are not on the vessel's bridge.

Settle these first, in this order:

1. The rule length, and where you got it. Off the classification certificate or the principal particulars, not the tape and not the registry. Write the figure and its source on the report. Everything else on this page hangs off which side of 90 m it falls, and for a ship near the line that record is what stops the whole assessment being redone.
2. Which of the four regimes the society runs. Its own table, a shared column, the standard figures adjusted, or nothing published. It changes what you have to obtain, not just what the number is.
3. The hull material, and whether it is a yacht. Under ABS this alone moves you between three different tables, and the aluminium table has no length limit on it at all.
4. Which society's rules the ship was built to. ABS says outright that for vessels built to another society's rules the technical office that did the initial plan review is to be contacted, and that the previous society's allowances may apply. Under PRS there is no published figure for any ship: the report form requires a maximum allowable diminution to be stated, and says only that it could be given in an attached document. Settle before the job who is producing that figure and how it reaches the report.
5. The contract date, where a figure carries a window — the CCS hatch coaming split runs only for bulk carriers contracted on or after 1 July 1998 and before 1 January 2004.

Then two things about the readings themselves. Record the frame position, not just the location. Under INSB the amidships figure and the ends figure differ by a factor of two on Category 3, with linear interpolation between them, so where the transverse section sits along the ship changes the limit as much as the wastage does. And record enough readings for an average. The LR and INSB plate and stiffener figures are maximum diminutions of the average thickness over the plate area, or over the length between supports on a stiffener — a single low reading does not exceed them, and a sheet that carries only one reading per plate cannot demonstrate that they are met either way.

Two things nobody thanks you for until they are missing. Note whether the hull girder check applies over the member figures — under ABS it does, at 90% of the greater required section modulus, and under INSB the relief that lets a larger ship out of the amidships figures against a section modulus calculation is not offered to Category 3 at all. And where DNV governs, check the minimum thickness floor as well as the percentage, because on thin small-ship plating the floor can be the binding limit.

Last, do not carry a figure between the two sides of the line, or between two tables of the same society, because the member name matches. That is where this subject goes wrong most often — an ABS aluminium figure used because the ship is small, an LR Category 1 figure used on a Category 3 ship, a keel plate note read off a table written for ships of 90 m and over. Take the figure from the table whose title matches the ship in front of you, and put that table's name on the report.

The full grid — every under-90 m regime found in the documents on file, with the clause proving the absence where a society publishes none, and every cell carrying its clause and PDF page — is in handbook table T09, Wastage allowances for ships under 90 m. This page gives you the reading; the table gives you every cell.

Sources

1. ABS 7-A1-4/35.3ABS Rules for Survey After Construction, Part 7 — July 2026official text ↗
2. BV Pt A Ch 2 App 3 [4.3.6]BV NR467 Rules for the Classification of Steel Ships, Part A — R26, July 2026official text ↗
3. CCS Ch 3 §IICCS Guidelines for Thickness Measurement of Hull — Ver 6.6, March 2025official text ↗
4. DNV-CG-0182 Sec.2DNV-CG-0182 Allowable thickness diminution for hull structure — Edition July 2022, the newest edition heldofficial text ↗
5. INSB Pt I Ch 3 Sec 13INSB Rules and Regulations for the Classification and Construction of Steel Ships, Part I — Issue 04 Rev.03, December 2024official text ↗
6. KR Pt 1 Annex 1-5 Tbl 1KR Rules for the Classification of Steel Ships, Part 1 — 2026 edition, with the Guidance Relating to the Rulesofficial text ↗
7. LR Pt 1 Ch 5 Tbl 1.5.5Lloyd's Register Thickness Measurement and Close-up Survey Guidance, Part 1 — Ver 7.3, November 2016, the newest edition heldofficial text ↗
8. NK Appendix 3.5ClassNK Guidance for Undergoing Class Maintenance Surveys — 2014 edition, the newest edition heldofficial text ↗
9. NK Pt B Tbl B1.3.1-1ClassNK Rules and Guidance for the Survey and Construction of Steel Ships, Part B — Class Surveys, 2022 edition, the newest edition heldofficial text ↗
10. PRS Pt I §5PRS Rules for the Classification and Construction of Sea-going Ships, Part I — Classification Regulations, January 2026official text ↗
11. RINA Pt A Ch 2 App 2 [4.3.6]RINA Rules for the Classification of Ships, Part A Ch 2 App 2 — 1 July 2024 interactive set, the newest edition heldofficial text ↗
12. CSR Pt 1 Ch 1 Sec 1IACS Common Structural Rules for Bulk Carriers and Oil Tankers, 1 January 2024 version (in force 1 July 2024) — Applicationofficial text ↗
13. Z7 §1.2.8IACS UR Z7 Rev.29 Corr.1 (May 2024) — Hull Classification Surveysofficial text ↗
14. Z10.2 §1.2.11IACS UR Z10.2 Rev.37 (Feb 2023) — Hull Surveys of Bulk Carriersofficial text ↗

Class-society and IMO documents are indexed and linked, never re-hosted. Where a class rule is stricter than the IACS baseline, the class rule governs.

Related questions

• How do I read a class thickness limit?K5.1
• What counts as substantial corrosion in each class?K5.2
• What are the permissible diminution limits for oil tankers, class by class?K5.3
• What are the permissible diminution limits for bulk carriers, class by class?K5.4
• What are the permissible diminution limits for general cargo ships, class by class?K5.5
• What are the pitting acceptance criteria in each class?K5.6
• At what thickness must steel be renewed on a CSR ship?K5.7
• What changes for thickness measurement on CSR ships?K3.9