DNV Rules (Ships For Navigation in Ice)

RULES FOR CLASSIFICATION OF
Ships
PART 5 CHAPTER 1
NEWBUILDINGS
SPECIAL SERVICE AND TYPE ADDITIONAL CLASS
Ships for Navigation in Ice

JULY 2011
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Rules for Ships, July 2011

Pt.5 Ch.1 Changes Page 3
CHANGES
General
The present edition of the rules includes additions and amendments approved by the Executive Committee as of June 2011
and supersedes the January 2011 edition of the same chapter.
The rule changes come into force as indicated below.
Text affected by the main rule changes is highlighted in red colour in the electronic pdf version. However, where the
changes involve a whole chapter, section or sub-section, only the title may be in red colour.
This chapter is valid until superseded by a revised chapter.
Main changes coming into force 1 January 2012
Sec.1 General Requirements
D102: Marking also by welding seam to be accepted.

E101: Highlighting IACS rule requirement of Material Grade B for ice strengthened ships.
E102: Other materials shall be considered by class.
Sec.2 Basic Ice Strengthening
B101: Ice belt extension for ICE-C changed from 0.5 to 0.4 m above UIWL.
Sec.3 Ice Strengthening for the Northern Baltic
A204: Procedure and acceptance criteria for Direct Analysis.

A206: Definition of span and spacing.
A207: Reference to definition of effective breadth.
A208: Reference to definition of members not normal to the plating.
B201: Change in pressure formulation, parameter ca.
C101: Change in vertical extension of the ice strengthening for plates below LIWL.
D101: Change in vertical extension of the ice framing below LIWL.
D101: New shear requirement for transverse frames.
D301: Change in formula due to change in pressure formulation, ref. B201. Change in m-factor.
D402: Item 2 aligned with FIN/SWE Ice Class Rules. Item 3 updated according to FIN/SWE Ice Class Rules.
E101, E201 and F101: Formulas updated due to change in pressure formulation, ref. B201.
G100: In the FIN/SWE Ice Class Rules, the text has been moved to the FIN/SWE Guidelines. DNV kept general req.
to Bilge Keel, and spec. req. to ICE-1A*F.
H200: In the FIN/SWE Ice Class Rules, the text has been moved to the FIN/SWE Guidelines. General towing
requirement remains.
I100: In the FIN/SWE Ice Class Rules, text related to Transom moved to the FIN/SWE Guidelines. General towing
requirement remains.
I205: Specification of pressure used on the rudder.
Sec.4 Vessels for Arctic and Ice Breaking Service
Added length limitation for stability requirements in Sub-section L.
Sec.6 Winterization
C300: Ice Class not to be a requirement for having WINTERIZED COLD Notation (previous item C301 deleted).
C600: Requirements better specified.
D200: For Winterized Arctic, Ice Class according to Sec.3 also accepted.
Sec.7 DAT(-XC)
A301: Distance changed from 0.5 m to 0.6 m to align with PC.

A302: Text description of extreme low temp. changed to Guidance Note.
B101: Updated to align w/ 1A1 requirement.
B101 Table B1: Updated in line with Pt.3 Ch.1 (Table B2, C3) and UR S6.
B201: Item related to Cranes deleted, not relevant for DAT.
B202: Requirement for impact test deleted, and reference made to impact test requirement in Sec.6 C605.
Sec.8 Polar Class
Ice compression load added as a load to be checked according to Sec.4.

Revision of IACS URI2, Rev.2 Nov.2010 (typographical errors corrected.)
Corrections and Clarifications
In addition to the above stated rule requirements, a number of corrections and clarifications have been made in the existing
rule text.

Pt.5 Ch.1 Contents Page 4
CONTENTS
Sec. 1
General Requirements ....................................................................................................................... 9
A. Classification.................................................................................................................................................................. 9
A 100 Application............................................................................................................................................................ 9
A 200 Class notations ...................................................................................................................................................... 9
B. Definitions ...................................................................................................................................................................... 9
B 100 Symbols ................................................................................................................................................................ 9
B 200 Upper (UIWL) and Lower (LIWL) Ice Waterlines ............................................................................................ 10
C. Documentation ............................................................................................................................................................ 10
C 100 General................................................................................................................................................................ 10
D. Marking and on Board Documentation .................................................................................................................... 10
D 100 General................................................................................................................................................................ 10
E. Materials ...................................................................................................................................................................... 11
E 100 General................................................................................................................................................................ 11
Sec. 2
Basic Ice Strengthening ................................................................................................................... 12
A. General ......................................................................................................................................................................... 12
A 100 Classification ...................................................................................................................................................... 12
B.
B
B
B
B
B
B
B
Structural Requirements for the Class Notation ICE-C.......................................................................................... 12

100 General................................................................................................................................................................ 12
200 Plating ................................................................................................................................................................. 12
300 Framing ............................................................................................................................................................... 12
400 Stringers and web frames.................................................................................................................................... 12
500 Weld connections................................................................................................................................................ 12
600 Rudder and steering arrangement ....................................................................................................................... 12
700 Stem .................................................................................................................................................................... 12
C.
C
C
C
Machinery .................................................................................................................................................................... 13
100 Output of propulsion machinery ......................................................................................................................... 13
200 Design of propeller and propeller shaft ............................................................................................................. 13
300 Sea suctions and discharges ................................................................................................................................ 15
D.
D
D
D
D
Requirements for the Class Notation ICE-E............................................................................................................. 16

100 General................................................................................................................................................................ 16
200 Plating ................................................................................................................................................................. 16
300 Framing ............................................................................................................................................................... 16
400 Stem .................................................................................................................................................................... 16
Sec. 3
A.
A
A
A
A
Ice Strengthening for the Northern Baltic ..................................................................................... 17
General ......................................................................................................................................................................... 17
100 Classification ...................................................................................................................................................... 17
200 Assumptions........................................................................................................................................................ 17
300 Definitions .......................................................................................................................................................... 18
400 Documentation requirements .............................................................................................................................. 19
B. Design Loads ............................................................................................................................................................... 19

B 100 Height of the ice load area .................................................................................................................................. 19
B 200 Ice pressure ......................................................................................................................................................... 20
C. Shell Plating ................................................................................................................................................................. 21
C 100 Vertical extension of ice strengthening for plating............................................................................................. 21
C 200 Plate thickness in the ice belt .............................................................................................................................. 21
D.
D
D
D
D
Frames.......................................................................................................................................................................... 22
100 Vertical extension of ice framing........................................................................................................................ 22
200 Transverse frames ............................................................................................................................................... 23
300 Longitudinal frames ............................................................................................................................................ 24
400 Structural details ................................................................................................................................................. 24
E.
E
E
E
Ice Stringers ................................................................................................................................................................ 25

100 Stringers within the ice belt ................................................................................................................................ 25
200 Stringers outside the ice belt ............................................................................................................................... 25
300 Deck strips .......................................................................................................................................................... 26

F. Web Frames................................................................................................................................................................. 26
F 100 Design ice load.................................................................................................................................................... 26
F 200 Section modulus and shear area.......................................................................................................................... 26
G. Bilge Keels.................................................................................................................................................................... 27
G 100 Arrangement ....................................................................................................................................................... 27
H. Special Arrangement and Strengthening Forward.................................................................................................. 27
H 100 Stem, baltic ice strengthening ............................................................................................................................. 27
H 200 Arrangements for towing .................................................................................................................................... 28
I. Special Arrangement and Strengthening Aft ........................................................................................................... 28
I 100 Stern .................................................................................................................................................................... 28
I 200 Rudder and steering arrangements ..................................................................................................................... 28
J.
J
J
J
J
J
J
J
J
J
J
J
J
J
J
J
Propulsion Machinery ................................................................................................................................................ 29

100 Engine output ...................................................................................................................................................... 29
200 Materials ............................................................................................................................................................. 32
300 Design loads for propeller and shafting .............................................................................................................. 32
400 Design loads........................................................................................................................................................ 35
500 Design loads on propeller blades ........................................................................................................................ 35
600 Axial design loads for open and ducted propellers............................................................................................. 41
700 Torsional design loads ........................................................................................................................................ 41
800 Blade failure load................................................................................................................................................ 43
900 Design principle .................................................................................................................................................. 44
1000 Propeller blade design......................................................................................................................................... 44
1100 Propeller bossing and CP mechanism................................................................................................................. 47
1200 Propulsion shaft line ........................................................................................................................................... 47
1300 Design of shaft line components not specifically mentioned in FSICR ............................................................. 47
1400 Azimuting main propulsors and other thrusters.................................................................................................. 48
1500 Alternative design ............................................................................................................................................... 48
K. Miscellaneous Machinery Requirements .................................................................................................................. 48

K 100 Starting arrangements ......................................................................................................................................... 48
K 200 Sea inlet and cooling water systems ................................................................................................................... 49
K 300 Ballast system ..................................................................................................................................................... 49
L. Guidelines for Strength Analysis of the Propeller Blade using Finite Element Method ...................................... 49
Sec. 4
Vessels for Arctic and Ice Breaking Service ................................................................................. 50
A.
A
A
A
A
A
General ......................................................................................................................................................................... 50
100 Classification ..................................................................................................................................................... 50
200 Scope................................................................................................................................................................... 50
300 Design principles and assumptions..................................................................................................................... 50
400 Definitions .......................................................................................................................................................... 51
500 Documentation.................................................................................................................................................... 53
B.
B
B
B
B
Materials and Corrosion Protection.......................................................................................................................... 54

100 Design temperatures............................................................................................................................................ 54
200 Selection of steel grades...................................................................................................................................... 54
300 Coatings .............................................................................................................................................................. 54
400 Corrosion additions............................................................................................................................................. 54
C.
C
C
C
Ship Design and Arrangement................................................................................................................................... 54

100 Hull form............................................................................................................................................................. 54
200 Appendages......................................................................................................................................................... 54
300 Mooring equipment............................................................................................................................................. 55
D.
D
D
D
D
D
Design Loads ............................................................................................................................................................... 55

100 Ice impact forces on the bow .............................................................................................................................. 55
200 Beaching forces................................................................................................................................................... 56
300 Ice compression loads amidships........................................................................................................................ 56
400 Local ice pressure ............................................................................................................................................... 56
500 Accelerations....................................................................................................................................................... 58
E.
E
E
E
E
Global Strength ........................................................................................................................................................... 59

100 General................................................................................................................................................................ 59
200 Longitudinal strength .......................................................................................................................................... 59
300 Transverse strength amidships............................................................................................................................ 61
400 Overall strength of substructure in the foreship.................................................................................................. 61
F. Local Strength ............................................................................................................................................................. 61

F 100 General................................................................................................................................................................ 61
F 200 Plating ................................................................................................................................................................. 61

F 300
F 400
F 500
Longitudinal stiffeners ........................................................................................................................................ 62

Other stiffeners.................................................................................................................................................... 63
Girders ............................................................................................................................................................... 64
G. Hull Appendages and Steering Gears ....................................................................................................................... 66

G 100 General................................................................................................................................................................ 66
G 200 Ice loads on rudders ............................................................................................................................................ 66
G 300 Rudder scantlings................................................................................................................................................ 67
G 400 Ice loads on propeller nozzles............................................................................................................................. 68
G 500 Propeller nozzle scantlings ................................................................................................................................. 68
G 600 Steering gear ....................................................................................................................................................... 68
G 700 Podded propulsors and azimuth thrusters ........................................................................................................... 69
H. Welding ........................................................................................................................................................................ 69
H 100 General................................................................................................................................................................ 69
H 200 External welding ................................................................................................................................................. 69
H 300 Fillet welds and penetration welds subject to high stresses................................................................................ 69
I.
I
I
I
I
Machinery Systems ..................................................................................................................................................... 69

100 Pneumatic starting arrangement.......................................................................................................................... 69
200 Sea inlets and discharges .................................................................................................................................... 69
300 Sea cooling water arrangements ......................................................................................................................... 70
400 Ballast system ..................................................................................................................................................... 70
J.
J
J
J
J
J
Propulsion Machinery and Propellers ...................................................................................................................... 70

100 General................................................................................................................................................................ 70
200 Engine output ...................................................................................................................................................... 71
300 Determination of ice torque and loads ................................................................................................................ 71
400 Propeller.............................................................................................................................................................. 72
500 Propulsion shaft line reinforcement .................................................................................................................... 73
K. Thrusters...................................................................................................................................................................... 75
K 100 General................................................................................................................................................................ 75
K 200 Propulsion thrusters ............................................................................................................................................ 75
K 300 Other thrusters..................................................................................................................................................... 75
L.
L
L
L
L
L
Stability and Watertight Integrity ............................................................................................................................ 76

100 Application.......................................................................................................................................................... 76
200 Documentation.................................................................................................................................................... 76
300 Requirements for intact stability......................................................................................................................... 76
400 Requirements for damage stability ..................................................................................................................... 77
500 Requirements to watertight integrity .................................................................................................................. 77
Sec. 5
Sealers ............................................................................................................................................... 78
A. General ......................................................................................................................................................................... 78
A 100 Classification ...................................................................................................................................................... 78
A 200 Hull form............................................................................................................................................................. 78
B. Strength of Hull and Superstructures ....................................................................................................................... 78
B 100 Ship's sides and stem........................................................................................................................................... 78
B 200 Superstructures.................................................................................................................................................... 78
C. Sternframe, Rudder and Steering Gear.................................................................................................................... 78
C 100 Design rudder force............................................................................................................................................. 78
C 200 Protection of rudder and propeller ...................................................................................................................... 78
D. Anchoring and Mooring Equipment ......................................................................................................................... 78
D 100 General................................................................................................................................................................ 78
E.
E
E
E
Machinery .................................................................................................................................................................... 78
100 Output of propulsion machinery ......................................................................................................................... 78
200 Thrust bearing, reduction gear, shafting and propeller ....................................................................................... 79
300 Machinery systems ............................................................................................................................................. 79
Sec. 6
A.
A
A
A
Winterization .................................................................................................................................... 80
General ......................................................................................................................................................................... 80
100 Classification ...................................................................................................................................................... 80
200 Documentation.................................................................................................................................................... 80
300 Definitions .......................................................................................................................................................... 81
B. Requirements for WINTERIZED BASIC ................................................................................................................. 81

B 100 Arrangements, anti-icing and de-icing................................................................................................................ 81
B 200 Special equipment............................................................................................................................................... 83

B 300
Power generator capacity.................................................................................................................................... 83
C.
C
C
C
C
C
C
C
Additional Requirements for Class Notation WINTERIZED COLD (t1, t2) ......................................................... 84
100 General................................................................................................................................................................ 84
200 De-icing requirements......................................................................................................................................... 84
300 Ship arrangement ............................................................................................................................................... 84
400 Stability and Watertight Integrity ....................................................................................................................... 85
500 Hull material ....................................................................................................................................................... 86
600 Materials for equipment...................................................................................................................................... 86
700 Testing of equipment .......................................................................................................................................... 87
D.
D
D
D
D
Additional Requirements for Class Notation WINTERIZED ARCTIC (.. , ..)...................................................... 87

100 General................................................................................................................................................................ 87
200 Ice strengthening and propulsion ........................................................................................................................ 87
300 Enhanced oil pollution prevention ...................................................................................................................... 87
400 Miscellaneous ..................................................................................................................................................... 87
Sec. 7
A.
A
A
A
DAT(-XC)......................................................................................................................................... 88
General ......................................................................................................................................................................... 88
100 Classification ...................................................................................................................................................... 88
200 Documentation.................................................................................................................................................... 88
300 Definitions .......................................................................................................................................................... 88
B. Material Selection ....................................................................................................................................................... 89

B 100 Structural categories............................................................................................................................................ 89
B 200 Selection of steel grades...................................................................................................................................... 92
Sec. 8
Polar Class ........................................................................................................................................ 93
A.
A
A
A
A
A
A
General ......................................................................................................................................................................... 93
100 Application ......................................................................................................................................................... 93
200 Polar classes ........................................................................................................................................................ 93
300 Documentation.................................................................................................................................................... 93
400 Ship design and arrangement .............................................................................................................................. 94
500 Design principles hull areas ............................................................................................................................. 95
600 System design .................................................................................................................................................... 95
B.
B
B
B
B
B
B
B
B
Design Ice Loads Hull .............................................................................................................................................. 96

100 General................................................................................................................................................................ 96
200 Glancing impact load characteristics .................................................................................................................. 97
300 Bow area ............................................................................................................................................................. 97
400 Hull areas other than the bow ............................................................................................................................. 98
500 Design load patch................................................................................................................................................ 99
600 Pressure within the design load patch................................................................................................................. 99
700 Hull area factors.................................................................................................................................................. 99
800 Ice compression load amidships ....................................................................................................................... 101
C.
C
C
C
C
C
C
C
C
C
Local Strength Requirements .................................................................................................................................. 101

100 Shell plate requirements.................................................................................................................................... 101
200 Framing general ................................................................................................................................................ 102
300 Framing Transversely framed side structures and bottom structures ............................................................ 104
400 Framing Side longitudinals
(longitudinally framed ships)............................................................................................................................ 105
500 Framing web frame and load carrying stringers ............................................................................................ 106
600 Framing Structural stability ........................................................................................................................... 108
700 Plated structures ................................................................................................................................................ 109
800 Stem and stern frames....................................................................................................................................... 109
900 End Connections for framing members ........................................................................................................... 110
D.
D
D
D
D
D
Longitudinal Strength............................................................................................................................................... 111

100 Application........................................................................................................................................................ 111
200 Design Vertical Ice Force at the Bow ............................................................................................................... 111
300 Design Vertical Shear Force ............................................................................................................................. 111
400 Design Vertical Ice Bending Moment ............................................................................................................. 113
500 Longitudinal Strength Criteria .......................................................................................................................... 113
E.
E
E
E
E
E
E
Appendages................................................................................................................................................................ 113
100 General.............................................................................................................................................................. 113
200 Rudders ............................................................................................................................................................. 113
300 Ice forces on rudder .......................................................................................................................................... 114
400 Rudder scantlings.............................................................................................................................................. 114
500 Ice loads on propeller nozzles........................................................................................................................... 115
600 Propeller nozzle scantlings ............................................................................................................................... 115

E 700
Podded propulsors and azimuth thrusters ......................................................................................................... 115
F. Direct Calculations.................................................................................................................................................... 115

F 100 General.............................................................................................................................................................. 115
G. Welding ...................................................................................................................................................................... 116
G 100 General.............................................................................................................................................................. 116
G 200 Minimum weld requirements............................................................................................................................ 116
H. Materials and Corrosion Protection........................................................................................................................ 116
H 100 Corrosion/abrasion additions and steel renewal ............................................................................................... 116
H 200 Hull materials.................................................................................................................................................... 116
H 300 Materials for machinery components exposed to sea water ............................................................................ 118
H 400 Materials for machinery components exposed to sea water temperatures........................................................ 118
H 500 Materials for machinery components exposed to low air temperature ............................................................. 118
I.
I
I
I
I
I
I
I
Ice Interaction Loads Machinery ........................................................................................................................ 118

100 Propeller ice interaction .................................................................................................................................... 118
200 Ice class factors ................................................................................................................................................. 119
300 Design ice loads for open propeller .................................................................................................................. 119
400 Design Ice Loads for Ducted Propeller............................................................................................................. 122
500 Propeller blade loads and stresses for fatigue analysis ..................................................................................... 124
600 Design ice loads for propulsion line ................................................................................................................. 124
700 Machinery fastening loading conditions........................................................................................................... 127
J.
J
J
J
J
J
J
J
J
J
J
J
J
J
Design Machinery .................................................................................................................................................. 128

100 Design principles .............................................................................................................................................. 128
200 Propeller Blade design ..................................................................................................................................... 129
300 Fatigue design of propeller blades .................................................................................................................... 130
400 Blade flange, bolts and propeller hub and CP Mechanism............................................................................... 130
500 Propulsion Line Components............................................................................................................................ 131
600 Azimuthing Main Propulsion............................................................................................................................ 136
700 Steering system ................................................................................................................................................. 136
800 Prime movers .................................................................................................................................................... 137
900 Auxiliary systems ............................................................................................................................................. 137
1000 Sea inlets, cooling water systems and ballast tanks.......................................................................................... 137
1100 Ballast tanks ...................................................................................................................................................... 138
1200 Ventilation systems........................................................................................................................................... 138
1300 Alternative design ............................................................................................................................................. 138
K. Stability and Watertight Integrity........................................................................................................................... 138

K 100 General.............................................................................................................................................................. 138
App. A Guidelines for Strength Analysis of the Propeller Blade using Finite Element Method ......... 139
A.
A
A
A
A
Guidelines for Strength Analysis of the Propeller Blade using Finite Element Method .................................... 139
100 Requirements for FE model .............................................................................................................................. 139
200 Good engineering practice for FE analysis ...................................................................................................... 139
300 Boundary conditions ......................................................................................................................................... 140
400 Applied pressure loads...................................................................................................................................... 140

Pt.5 Ch.1 Sec.1 Page 9
SECTION 1
GENERAL REQUIREMENTS
A. Classification
A 100 Application
101 The rules in this chapter apply to vessels occasionally or primarily intended for navigation in waters with
ice conditions. The requirements shall be regarded as supplementary to those given for the assignment of main
class.
A 200 Class notations
201 Vessels complying with relevant additional requirements of this chapter will be assigned one of the
following class notations:
Table A1 Class notations
Notation
ICE-C
ICE-E
ICE-1A*F
ICE-1A*
ICE-1A
ICE-1B
ICE-1C
(for max draught x.x m)
ICE-05(or -10 or -15)
POLAR-10(or -20 or -30)
Icebreaker
WINTERIZED BASIC
WINTERIZED COLD (t1, t2)
WINTERIZED ARCTIC (t1, t2)
Sealer
DAT(-XC)
PC-1
PC-2
PC-3
PC-4
PC-5
PC-6
PC-7
Icebreaker
Reference
(See Sec.2)
(See Sec.3)
(See Sec.1)
(See Sec.4)
(See Sec.6)
(See Sec.5)
(See Sec.7)
(See Sec.8)
B. Definitions
B 100 Symbols
101
L
B
D
T
CB
f
Ps
s
l
S
General
=
=
=
=
=
=
=
=
=
=
rule length in m *)
rule breadth in m *)
rule depth in m *)
rule draught in m *)
rule displacement in t *)
block coefficient *)
displacement in t in fresh water (density 1.0 t/m3) at ice class draught
maximum continuous output of propulsion machinery in kW
stiffener spacing in m measured along the plating between ordinary and/or intermediate stiffeners
stiffener span in m measured along the top flange of the member. For definition of span point, see Pt.3
Ch.1 Sec.3 C100
= girder span in m. For definition of span point, see Pt.3 Ch.1 Sec.3 C100.
= minimum upper yield stress of material in N/mm2

g0
For NV-NS-steel and HS-steel, F to be taken as given in Pt.3 Ch.1 Sec.2 B201 and Pt.3 Ch.2 Sec.2
B201.
= standard acceleration of gravity ( 9.81 m/s2).
*) For details see Pt.3 Ch.1.

B 200 Upper (UIWL) and Lower (LIWL) Ice Waterlines
201 The upper ice waterline, (UIWL)
shall be the envelope of the highest points of the waterline at which the ship is intended to operate in ice
irrespective of water salinity. The line may be a broken line.
202 The lower ice waterline, (LIWL)
shall be the envelope of the lowest points of the waterline at which the ship is intended to operate in ice. The
line may be a broken line.
203 All design loading conditions in ice, including trim, shall be within the draught envelope limited by the
UIWL and LIWL. The lower ice waterline should further be determined with due regard to the vessel's icegoing capability in the ballast loading conditions (e.g. propeller submergence). See also Sec.3 B.
(IACS UR I 1.3)
C. Documentation
C 100 General
101 Details related to additional classes regarding design, arrangement and strength are in general to be
included in the plans specified for the main class.
102 Additional documentation not covered by the main class are specified in appropriate sections of this
chapter.
D. Marking and on Board Documentation

D 100 General
101 The maximum and minimum ice class draughts fore, amidships and aft shall be indicated in the
Appendix to the Classification Certificate.
102 If the Summer Load Line in fresh water is anywhere located at a higher level than the UIWL, the
maximum amidships draft shall be indicated with the qualifier (for max draught x.x m).
For such ships, the ship sides shall be provided with a warning triangle and with ice class draught marks at the
maximum permissible amidships draught, see Fig. 1.

ICE
ICE
Fig. 1
Ice class draught marking
Marking requirements:
1) The ice class draught marking ICE shall indicate the maximum ice class draught.
2) The bottom of the warning triangle shall be located at the height 1 000 mm above Summer Fresh Water
Load Line, but not higher than the deck line. The sides of the triangle shall be 300 mm in length.
3) The ice class draught mark shall be located 540 mm abaft the centre of the load line ring or 540 mm abaft
the vertical line of the timber load line mark, if applicable.
4) The ice marks and letters shall be cut out of 5 to 8 mm plate and then welded to the ship's side or marking
shall be indicated by weld seam directly on the ship side. The marks and letters shall be painted in a red or
yellow reflecting colour in order to make the marks and figures plainly visible even in ice conditions.
5) The dimensions of all letters shall be the same as those used in the load line mark.
6) For vessels not having load line markings, the warning triangle and ice draught mark shall be vertically
aligned with the draught mark. The warning triangle shall be placed 1 000 mm above the draught mark, but
in no case above the deck line.
E. Materials
E 100 General
101 For minimum material grade for ice strengthening ships, reference is made to Pt.3 Ch.1 Sec.2 Table B6/
Pt.3 Ch.2 Sec.2 Table B3. Shell strakes in way of ice strengthening area for plates shall be minimum grade B/AH.
102
The use of materials other than those specified in Pt.3 Ch.1/ Pt.3 Ch2 shall be agreed with Class.

SECTION 2
BASIC ICE STRENGTHENING
A. General
A 100 Classification
101 The requirements in this section apply to vessels intended for service in waters with light ice conditions.
The requirements in D for class notation ICE-E are intended for light localised drift ice in mouths of rivers and
coastal areas.
102
Vessels built in compliance with the following requirements may be given the class notation ICE-C.
103
Vessels built in compliance with the requirements in D may be given the class notation ICE-E.
B. Structural Requirements for the Class Notation ICE-C

B 100 General
101 The requirements for the bow ice belt region, as defined in Sec.3 Fig.1, for sub-section elements 200 to
700, shall be in accordance with Sec.3 as follows:
In Table B1, the value of ho and h shall be as given for ICE-1C.
The ice pressure shall be determined in accordance with Sec.3 B200, where the factor c1, as given in Table
B3, is taken as being equal to 0.55.
Vertical extension of the ice belt plating and framing shall be:
Plating: 0.4 m above UIWL and 0.5 m below LIWL
Framing: 0.62 m above UIWL and 1.0 m below LIWL.
B 200 Plating
201
In the bow ice belt region as defined in 101, the shell plate thickness shall be as given in Sec.3 C.
B 300 Framing
301 In the bow ice belt region as defined in 101, the frames shall be as given in Sec.3 D100 to D300.
In addition, the following shall apply:
1) Frames shall be effectively attached to all supporting structures. Transverse and longitudinal frames
crossing support structures shall be connected to these with lugs. Alternatively, top stiffener in combination
with lug may be used. The upper end of intermediate frames may be sniped at a stringer or deck provided
the ice belt covers not more than 1/3 of the span.
2) Frames where the angle between the web and the shell is less than 75 degrees shall be supported against
tripping by brackets, intercostals, stringers or similar at a distance preferably not exceeding 2.5 m.
Transverse frames perpendicular to shell which are of unsymmetrical profiles shall have tripping
preventions if the span is exceeding 4.0 m.
3) The web thickness of the frames shall be at least one half of the thickness of the shell plating. Where there
is a deck, tank top, bulkhead, web frame or stringer in lieu of a frame, at least one half of the thickness of
shell plating shall be kept to a depth of not less than 0.0025 L, minimum 0.2 m.
B 400 Stringers and web frames
401 Stringers situated inside and outside the ice belt shall be as given in Sec.3 E100 - E200. Web frames shall
be as given in Sec.3 E200 - F200. The product ph shall not be taken less than 200.
B 500 Weld connections
501
Weld connections to shell in fore peak shall be double continuous.
B 600 Rudder and steering arrangement

601 The rudder and steering arrangement shall comply with Sec.3 I200, given that the maximum service
speed of the vessel is not taken less than 14 knots.
B 700 Stem
701
The plate thickness of a shaped plate stem and any part of the bow which forms an angle of 60 degrees

or more to the centreline in a horizontal plane shall comply with Sec.3 H102 up to 600 mm above UIWL.
C. Machinery
C 100 Output of propulsion machinery
101
The maximum continuous output is generally not to be less than:

Ps = 0.73 L B (kW)
For ships with a bow specially designed for navigation in ice, a reduced output may be accepted. In any case,
the output shall not be less than:
Ps = 0.59 L B (kW)
102
If the ship is fitted with a controllable pitch propeller, the output may be reduced by 25%.
C 200 Design of propeller and propeller shaft

201
The formulae for scantlings are based on the following loads:
To = mean torque of propulsion engine at maximum continuous rating in Nm.

(If multi-engine plant, To is the mean torque in an actual branch or after a common point. To is always referred
to engine r.p.m).
Tho =
R =
Tice =
=
=
mean propeller thrust in N at maximum continuous speed

as given in 202
ice torque in Nm (referred to propeller r.p.m.)
35 200 R2 for open propellers
35 200 R2 (0.9 0.0622 R-0.5) for ducted propellers.
Skewed propellers will be especially considered with respect to the risk of blade bending at outer radii if fsk
exceeds 1.15 (see 204).
202
The particulars governing the requirements for propeller scantlings are:
R = propeller radius (m)

Hr = pitch in m at radius in question
= rake in degrees at blade tip (backward rake positive)
Z = number of blades
t
= blade thickness in mm at cylindrical section considered
t0.25 = t at 0.25 R
t0.35 = t at 0.35 R
t0.6 = t at 0.6 R
cr = blade width in m at cylindrical section considered
c0.25= cr at 0.25 R
c0.35= cr at 0.35 R
c0.6 = cr at 0.6 R
e
= distance between skew line and generatrix in m at cylindrical section considered, positive when skew
line is forward of generatrix.
e0.6 = e at 0.6 R
e1.0 = e at 1.0 R
= gear ratio:
u
= 1, if the shafting system is directly coupled to engine.
no = propeller speed at maximum continuous output, for which the machinery shall be approved, in
revolutions per minute.
203 Propellers and propeller parts (defined in Pt.4 Ch.5 Sec.1 A103) shall be of steel or bronze as specified
in Pt.2 Ch.2. Nodular cast iron of Grade NV 1 and NV 2 may be used for relevant parts in CP-mechanism. Other
type of nodular cast iron with elongation 12% may be accepted upon special consideration for same purposes.
204 The blade thickness of the cylindrical sections at 0.25 R (fixed pitch propellers only) and at 0.35 R shall not
be less than:

2RK 1 ( U 2 C 4 + 0.2 ) + K 4
t = C 1 ------------------------------------------------------------ (mm)
Zc r ( K Mat U 1 U 2 S r )
The thickness at 0.6 R shall not be less than:

0.45 f sk c 0.35
t = t 0.35 -------------------------------------- (mm)
c 0.6
e e
f sk = 1 + 0.6 1.0
R
U1 and U2 = material constants to be taken as given in Pt.4 Ch.5 Sec.1 Table B1.
2Rn o 2
S r = ------------- ( C 2 + C 3 )
100
0.75uT o
K 1 = A 1 d T h o 0.85 + A 2 ---------------------
R
For fixed blade propellers

uT o
K 1 = A 1 d T h o 1.25 + A 2 --------R
For controllable pitch propellers

ki Z Tice sin
as given in Table C1.
q0 + q1 d + q2 d2 + q3 d3
as given in Table C2.
K4
C1, C2, C3, C4
A
q0, q1, q2, q3
=
=
=
=
2R
= ----------- for fixed blade propellers
2 R
= -------------- for controllable pitch propellers
Hr
0.7H r
ki
KMat
sin
=
=
=
=
96 at 0.25 R
92 at 0.35 R
1.0 for stainless steel propellers
0.8 for other materials
4
= ---------------------- at 0.25 R
2
d + 16
2.86
= --------------------------- at 0.35 R
2
d + 8.18
K1 as given above is only valid for propulsion by diesel engines (by about zero speed, it is assumed 85% thrust
and 75% torque for fixed pitch propellers and 125% thrust and 100% torque for controllable pitch propellers).
For turbine, diesel-electric or similar propulsion machinery K1 will be considered in each particular case.
Guidance note:
K1 may be calculated for other than diesel driven propellers by replacing the constants 0.85 by 1.1 and 0.75 by 1.0 for
FP provided that maximum torque of the driving engine is limited to 100% of the nominal torque. If driving torque
exceeds 100%, the torque constant 1.0 shall be multiplied by the ratio Tmax/To and corresponding thrust value (Tho
times constant) calculated based on the actual maximum torque.
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---

The thickness of other sections is governed by a smooth curve connecting the above section thicknesses.
Table C1 Values of C1, C2, C3, C4
r
0.25 R
0.35 R
C1
0.278
0.258
C2
0.026
0.025
C3
0.055
0.049
C4
1.38
1.48
Table C2 Values of q0, q1, q2, q3
R
q0
q1
A1
8.30
0.370
0.25 R A2
63.80
-4.500
9.55
-0.015
0.35 R A1
A2
57.30
-7.470
A1
14.60
-1.720
0.6 R
A2
52.90
-10.300
0.6 R
0.150
0.020
0.034
1.69
q2
-0.340
-0.640
-0.339
-0.069
-0.103
0.667
q3
0.030
0.0845
0.0322
0.0472
0.0203
0.0
205 If found necessary by the torsional vibration calculations, minor deviations from the dimensions given
in 204 may be approved upon special consideration.
206 The section modulus of the blade bolt connection referred to an axis tangentially to the bolt pitch
diameter, shall not be less than:
2 b
3
W b = 0.1 c 0.35 t 0.35 ------ ( cm )
y
b = tensile strength of propeller blade material (N/mm2)

y = yield stress of bolt material (N/mm2).
The propeller blade foot shall have a strength (including stress concentration) not less than that of the bolts.
207
Fitting of the propeller to the shaft is given in Pt.4 Ch.4 Sec.1 as follows:
flanged connection in B300

keyless cone connection in B400
keyed cone connection in B500.
(Considering 0C seawater temperature)
If the propeller is bolted to the propeller shaft, the bolt connection shall have at least the same bending strength
as the propeller shaft.
The strength of the propeller shaft flange (including stress concentration) shall be at least the same as the
strength of the bolts.
208 The propeller shaft diameter need not exceed 1.05 times the rule diameter given for main class,
irrespective of the dimension required below.
The diameter of the propeller shaft at the aft bearing shall not be less than:
2
1
---
b C 0.35 t 0.35 3
d p = 11.5 ------------------------------- (mm)
y
b = tensile strength of propeller blade material (N/mm2)

y = yield strength of propeller shaft material (N/mm2)
c0.35 = as defined in 202

t0.35 = as defined in 202.
Between the aft and second aft bearing, the shaft may be evenly tapered to 1.22 times the diameter of the
intermediate shaft, as required for the main class.
Forward of the after peak bulkhead, the shaft may be evenly tapered down to 1.05 times the rule diameter of
intermediate shaft, but not less than the actual diameter of the intermediate shaft.
C 300 Sea suctions and discharges
301 The sea cooling water inlet and discharge for main and auxiliary engines shall be so arranged so that
blockage of strums and strainers by ice is prevented. In addition to requirements in Pt.4 Ch.1 and Ch.6 the

requirements in 302 and 303 shall be complied with.

302 One of the sea cooling water inlet sea chests shall be situated near the centre line of the ship and well aft.
At least one of the sea chests shall be sufficiently high to allow ice to accumulate above the pump suctions.
303 A full capacity discharge branched off from the cooling water overboard discharge line shall be
connected to at least one of the sea inlet chests. At least one of the fire pumps shall be connected to this sea
chest or to another sea chest with de-icing arrangements.
Guidance note:
Heating coils may be installed in the upper part of the sea chest(s). Arrangement using ballast water for cooling
purposes is recommended but will not be accepted as a substitute for sea inlet chest arrangement as described above.
D. Requirements for the Class Notation ICE-E

D 100 General
101 The requirements for the bow ice belt region, as defined in Sec.3 Fig.1, shall, for sub-section elements
D200 to D400, be in accordance with Sec.3 as follows:
In Table B1, the value of ho and h shall be as given for ICE-1C.
The ice pressure shall be determined in accordance with Sec.3 B200 where:
- For determination of k, the machinery output, Ps need not be taken >750 kW.
- The factor c1, as given in Table B3, shall be taken as equal to 0.3.
D 200 Plating
201
In the bow ice belt region, as defined in 101, the shell plate thickness shall be as given in Sec.3 C.
202 The vertical extension of the ice strengthening, as given in Sec.3 C100, shall be as given for notation
ICE-C.
D 300 Framing
301
In the bow ice belt region as defined in 101, the frames shall be as given in Sec.3 D100 to D300.
302
The framing shall extend vertically not less than 0.62 m above the UIWL and 1.0 m below the LIWL.
303
For the bow ice belt region tripping brackets shall be fitted as given in B301.
D 400 Stem
401 The plate thickness of a shaped plate stem and any part of the bow which forms an angle of 60 degrees
or more to the centreline in a horizontal plane shall comply with Sec.3 H102 up to 600 mm above UIWL.

SECTION 3
ICE STRENGTHENING FOR THE NORTHERN BALTIC
A. General
101 The requirements in this section apply to vessels for service in the northern Baltic in winter or areas with
similar ice conditions.
102 Vessels built in compliance with the following requirements may be given one of the class notations
ICE-1A*, ICE-1A, ICE-1B or ICE-1C whichever is relevant.
Guidance note:
The DNV ice classes are accepted as equivalent to the Finnish-Swedish ice classes.
DNV Ice Class notation
ICE-1A*
ICE-1A
ICE-1B
ICE-1C
Equivalent Finnish-Swedish Ice Class

1A Super
1A
1B
1C
103 Vessels built in compliance with the requirements relevant for class ICE-1A* and with the additional
requirements given below may acquire the class notation ICE-1A*F.
Guidance note:
The additional ice class ICE-1A*F is recommended applied to vessels with relatively high engine power designed for
regular traffic in the northern Baltic and other relevant areas, normally operating according to rather fixed timetables
irrespective of ice conditions and to a certain degree independent of ice breaker assistance.
A 200 Assumptions
201 The method for determining the hull scantlings, engine output and other properties are based on certain
assumptions concerning the nature of the ice load on the structure and operation of the ship as described in the
Finnish-Swedish Ice Class Rules. These assumptions rest on full scale observations made in the northern
Baltic.
Table A1 Operation of the ship
ICE-1A* normally capable of navigating in difficult ice conditions without the assistance of icebreakers
ICE-IA
capable of navigating in difficult ice conditions, with the assistance of icebreakers when necessary
ICE-IB
capable of navigating in moderate ice conditions, with the assistance of icebreakers when necessary
ICE-IC
capable of navigating in light ice conditions, with the assistance of icebreakers when necessary
202
Assistance from icebreakers is normally assumed when navigating in ice bound waters.
203 The formulae given for plating, stiffeners and girders are based on special investigations as to the
distribution of ice loads from plating to stiffeners and girders as well as redistribution of loads on stiffeners and
girders. Special values have been given for distribution factors and certain assumptions have been made
regarding boundary conditions.
204 For the formulae and values given in this section for the determination of the hull scantlings more
sophisticated methods may be substituted subject to special approval. However, direct analysis is not to be
utilized as an alternative to the analytical procedures prescribed by explicit requirements in Sec.3 C, D and E
(Plates, Frames and Stringers), unless these are invalid or inapplicable for a given structural arrangement or
detail.
Direct analyses are to be carried out using the load patch defined in Sec.3 B (p, h and la). The pressure to be
used is 1.8p where p is determined according to Sec.3 B201. The load patch is to be applied at locations where
the capacity of the structure under the combined effects of bending and shear are minimized. In particular, the
structure is to be checked with load centred at the UIWL, 0.5ho below the LIWL, and positioned several
vertical locations in between. Several horizontal locations shall also be checked, especially the locations
centred at the mid-span or -spacing. Further, if the load length la cannot be determined directly from the
arrangement of the structure, several values of la shall be checked using corresponding values for ca.

Acceptance criteria for designs are that the combined stresses from bending and shear, using the von Mises
yield criterion, are lower than the yield point y. If the structure is analyzed by the use of beam models, the
allowable bending and shear stress is not to be larger than 0.9y and 0.9y respectively, where y = y/3.
205 If scantlings derived from these regulations are less than those required for a non ice-strengthened ship,
the latter shall be used.
206 The frame spacings and spans defined in the following text are in general to be as given in Pt.3 Ch.1.
Sec.3 and Pt.3 Ch.2 Sec.3 and normally assumed to be measured along the plate and perpendicular to the axis
of the stiffener for plates, along the flange for members with a flange, and along the free edge for flat bar
stiffeners. For curved members the span (or spacing) is defined as the chord length between span (or spacing)
points. The span points are defined by the intersection between the flange or upper edge of the member and the
supporting structural element (Stringer, Web frame, Deck or Bulkhead). Figure 1 illustrates the determination
of span and spacing for curved members.
Fig. 1
Definition of the frame span (left) and frame spacing (right) for curved members.
207 The effective breadth of the attached plate to be used for calculating the combined section modulus of
the stiffener, stringer and web frame and attached plate is to be taken as given in Pt.3 Ch.1 Sec.3 and Pt.3 Ch.2
Sec.3.
208 The requirements for the section modulus and shear area of the frames, stringers and web frames in D.
E. and F. with respect to the effective member cross section, where the member is not normal to the plating,
the section properties are to be calculated in accordance with Pt.3 Ch.1 Sec.3 and Pt.3 Ch.2 Sec.3.
A 300 Definitions
301 Extent of ice strengthening
The extent of the ice strengthening is determined from the Upper Ice Water Line (UIWL) to the Lower Ice
Water Line (LIWL), which defines the extreme draughts. For operation in Baltic, the upper ice waterline
(UIWL) is in general the same as the Fresh Water Summer Load Line. See also Sec.1 B201.
302 Transit in ballast condition
The minimum forward draught shall be at least:
(2 + 0.00025 f) ho (m)
but need not exceed 4 ho where
f = displacement of the ship (t) on the maximum ice class draught according to 301
ho = ice thickness according to Table B1.
303 Ice belt regions
The ice belt is divided into regions as follows (see also Fig.2):
Bow region: From the stem to a line parallel to and 0.04 L aft of the forward borderline of the part of the hull
where the waterlines run parallel to the centre line. For ice classes ICE-1A*F, ICE-1A* and ICE-1A the
overlap of the borderline need not exceed 6 m, for ice classes ICE-1B and ICE-1C this overlap need not exceed
5 m.

Midbody region: From the aft boundary of the Bow region to a line parallel to and 0.04 L aft of the aft
borderline of the part of the hull where the waterlines run parallel to the centre line. For ice classes ICE-1A*F,
ICE-1A* and ICE-1A the overlap of the borderline need not exceed 6 m, for ice classes ICE-1B and ICE-1C
this overlap need not exceed 5 m.
Stern region: From the aft boundary of the Midbody region to the stern.
A 400 Documentation requirements
401 Document requirements are shown in Table A2. For a full definition of the documentation types, see Pt.0
Ch.3.
Table A2 Document requirements
Object
Documentation type
Ship hull
Ship
Propulsion line
Propeller blades
Propulsion
system
Additional description
UIWL and LIWL shall be indicated together with

the lines separating the Bow, Midbody and Stern
regions of the ice belt, see 402.
Z100 Specification
Displacement, machinery type, propulsion power.
Applicable if a first blade order torsional
is within operational speed range +/C040 Design analysis resonance
20%. Torsional vibration analysis of ice torque
response.
element analysis of blade stresses introduced
C040 Design analysis Final
by ice loads.
Applicable for alternative designs, not applying
C040 Design analysis loads defined in the rules. Comprehensive design
analysis of entire system.
H060 Shell
expansion drawing
For approval (AP) or

For information (FI)
AP
FI
AP
AP
AP
402 UIWL and LIWL shall be indicated on the shell expansion plan together with the lines separating the
Bow, Midbody and Stern regions of the ice belt. The machinery, displacement, f, and the output of propulsion
machinery, Ps, shall be stated on the shell expansion and/or the framing plan.
Fig. 2
Ice belt regions
403
For a full definition of the documentation types, see Pt.0 Ch.3.
B. Design Loads
B 100 Height of the ice load area
101 An ice strengthened ship is assumed to operate in open sea conditions corresponding to a level ice
thickness not exceeding ho. The design the ice height (h) of the area actually under ice pressure at any particular
point of time is, however, assumed to be only a fraction of the ice thickness. The values for ho and h are given

in the following table.

Table B1 Values of ho and h
Ice class
ho (m)
ICE-1A*
1.0
ICE-1A
0.8
ICE-1B
0.6
ICE-1C
0.4
h (m)
0.35
0.30
0.25
0.22
B 200 Ice pressure

201
The design ice pressure (based on a nominal ice pressure of 5600 kN/m2) is determined by the formula:
p = 5600 cd c1 ca (kN/m2)
cd = a factor which takes account of the influence of the size and engine output of the ship. This factor is
taken as maximum cd = 1. It is calculated by the formula:
ak + b
c d = --------------1000
f Ps
k = --------------1000
a and b are given in Table B2.

Table B2 Values of a and b
Region
Bow
k 12
30
230
a
b
Midbody and Stern

k 12
k > 12
8
2
214
286
k > 12
6
518
f = displacement (t) as defined in A302

Ps = machinery output (kW) as defined in J101
c1 = a factor which takes account of the probability that the design ice pressure occurs in a certain region of
the hull for the ice class in question.
The value of c1 is given in Table B3:
Table B3 Values of c1
Ice class
ICE-1A*
ICE-1A
ICE-1B
ICE-1C
Bow
1.0
1.0
1.0
1.0
Region
Midbody
1.0
0.85
0.70
0.50
Stern
0.75
0.65
0.45
0.25
For ice class ICE-1A*F an additional Lower Bow ice belt (see C102) is defined with factor c1 = 0.20.
ca
= a factor which takes account of the probability that the full length of the area under consideration will be
under pressure at the same time. It is calculated by the formula:
ca=
l0
, maximum 1.0, minimum 0.35, l0 = 0.6 m
la

la shall be taken as given in Table B4.

Table B4 Values of la
Structure
Type of framing
transverse
Shell
longitudinal
transverse
Frames
longitudinal
Ice stringer
Web frame
la
frame spacing
1.7 frame spacing
frame spacing
span of frame
span of stringer
2 web frame spacing
C. Shell Plating
C 100 Vertical extension of ice strengthening for plating
101
The vertical extension of the ice belt (see Fig.1) shall not be less than given in Table C1.
Table C1 Vertical extension of ice belt

Ice class
Region
Bow
Midbody
ICE 1A*
Stern
Bow
Midbody
ICE 1A
Stern
Bow
ICE 1B
Midbody
and
ICE 1C
Stern
Above UIWL (m)
0.60
Below LIWL (m)
1.20
1.0
0.90
0.50
0.75
0.70
0.40
0.60
102 In addition the following areas shall be strengthened:

Fore foot: For ice class ICE-1A* and ICE-1A*F the shell plating below the ice belt from the stem to a position
five main frame spaces abaft the point where the bow profile departs from the keel line shall have at least the
thickness required in the ice belt in the Midbody region, calculated for the actual frame spacing.
Upper Bow ice belt: For ice classes ICE-1A* and ICE-1A on ships with an open water service speed equal to
or exceeding 18 knots, the shell plate from the upper limit of the ice belt to 2 m above it and from the stem to
a position at least 0.2 L abaft the forward perpendicular, shall have at least the thickness required in the ice belt
in the Midbody region, calculated for the actual frame spacing.
Guidance note:
A similar strengthening of the bow region is advisable also for a ship with a lower service speed, when it is, e.g. on
the basis of the model tests, evident that the ship will have a high bow wave.
For ice class ICE-1A*F the upper Bow ice belt shall be taken 3 m above the normal ice belt, extending within the Bow
region.
Lower Bow ice belt: For ice class ICE-1A*F a Lower Bow ice belt below the normal ice belt is defined
covering the Bow region aft of the forefoot and down to the lower turn of bilge.
103 Sidescuttles shall not be situated in the ice belt. If the weather deck in any part of the ship is situated
below the upper limit of the ice belt (e.g. in way of the well of a raised quarter deck), the bulwark shall be given
at least the same strength as is required for the shell in the ice belt. The strength of the construction of the
freeing ports shall meet the same requirements.
C 200 Plate thickness in the ice belt
201
For transverse framing the thickness of the shell plating shall be determined by the formula:
t = 21.1 s
f1 p PL
+ t c (mm)

For longitudinal framing the thickness of the shell plating shall be determined by the formula:
t = 21.1s
p
f 2 F
+ tc (mm)
p PL = 0.75 p
p = as given in B200.
f1
4.2
= 1.3 --------------------------------2- , maximum 1.0
f2
=
=
=
=
=
=
F
tc
202
( h s + 1.8 )
0.4
0.6 + ---------------- , when h/s 1
( h s)
1.4 0.4 (h/s); when 1 h/s < 1.8

0.35 + 0.183 (h/s) for 1.8 h/s < 3
0.9 for h/s > 3
as given in B100
yield stress of the material (N/mm2)
increment for abrasion and corrosion (mm); normally 2 mm. If a special surface coating, by experience
shown capable to withstand the abrasion of ice, is applied and maintained, lower values may be
approved.
For ice class ICE-1A*F the following additional requirements are given:
bottom plating in the Bow region (below the Lower Bow ice belt defined in 102) shall have a thickness not
less than:
t = 0.7 ( s + 0.8)
235 L
( mm ) , minimum 12 mm
side and bottom plating in the Stern region below the ice belt shall have a thickness not less than:
t = 0.6 ( s + 0.8)
235 L
( mm) , minimum 10 mm
D. Frames
D 100 Vertical extension of ice framing
101
The vertical extension of the ice strengthening of the framing shall be at least as given in Table D1:
Table D1 Vertical extension of ice strengthening of the framing

Ice class
Region
Above UIWL (m)
Bow
ICE- 1A*F,
ICE-1A*
ICE-1A,
1B, 1C
Midbody
Below LIWL (m)
to double bottom or below top of floors

1.2
2.0
Stern
1.6
Bow
1.6
midship
1.0
Stern
1.3
1.0
Where an upper Bow ice belt is required (see C102), the ice strengthened part of the framing shall be extended
at least to the top of this ice belt.
102 Where the ice strengthening would go beyond a deck or a tank top (or tank bottom) by not more than 250
mm, it can be terminated at that deck or tank top (or tank bottom).

D 200 Transverse frames

201
The section modulus of a main or intermediate transverse frame shall be calculated by the formula:
Z=
p s h l
103 (cm 3 )
mt F
and the effective shear area is calculated from

A=
p
h
8.7 f 3 p h s
[cm2]
= ice pressure as given in B200

= height of load area as given in B100
7m
o
mt = -----------------------
7 5h l
f3
mo
= is a factor which takes into account the maximum shear force versus the load location and the shear
stress distribution, f3 =1.2.
= values as given in Table D2.
Table D2 Values of mo
Boundary condition mo
Example
Frames in a bulk carrier with

top wing tanks
Frames extending from the tank top

to a single deck
frames between several

5.7 Continuous
decks or stringers
Frames extending between

two decks only
The boundary conditions are those for the main and intermediate frames. Possible different conditions for main
and intermediate frames are assumed to be taken care of by interaction between the frames and may be
calculated as mean values. Load is applied at mid span.
If the ice belt covers less than half the span of a transverse frame, (b < 0.5 l) the following modified formula
may be used for the section modulus:
Z=
p s h b (l b) 2
10 3 (cm 3 )
F l 2

= distance in m between upper or lower boundary of the ice belt and the nearest deck or stringer within
the ice belt.
Where less than 15% of the span, l, of the frame is situated within the ice-strengthening zone for frames as
defined in D101, ordinary frame scantlings may be used.
202
Upper end of transverse framing
1) The upper end of the strengthened part of a main frame and of an intermediate ice frame shall be attached
to a deck or an ice stringer (see E).
2) Where an intermediate frame terminates above a deck or an ice stringer which is situated at or above the
upper limit of the ice belt (see C100) the part above the deck or stringer may have the scantlings required
for a non ice-strengthened ship and the upper end be connected to the adjacent main frames by a horizontal
member of the same scantlings as the main frame.
203
Lower end of transverse framing
1) The lower end of the strengthened part of a main frame and of an intermediate ice frame shall be attached
to a deck, tank top (or tank bottom) or ice stringer (see E).
2) Where an intermediate frame terminates below a deck, tank top (or tank bottom) or ice stringer which is
situated at or below the lower limit of the ice belt (see C100), the lower end to be connected to the adjacent
main frames by a horizontal member of the same scantlings as the main frames. Note that the main frames
below the lower edge of ice belt must be ice strengthened, see A303.
D 300 Longitudinal frames
301
The section modulus of longitudinal frame with and without brackets shall be calculated by the formula:
f p hl2
10 3 (cm 3 )
Z= 4
m1 F
The shear effective area of a longitudinal frame shall be:

A=
8. 7 f 4 f 5 p h l
(cm 2 )
In calculating the actual shear area of the frames, the shear area of the brackets is not to be taken into account.
f4
= factor which takes account of the load distribution to adjacent frames:

x3 = (1 0.2 h/s)
p = ice pressure as given in B200

h = height of load area as given in B100
m1 = is a boundary condition factor; m1 = 13.3 for a continuous beam; where the boundary conditions deviate
significantly from those of a continuous beam, e.g. in an end field, a smaller boundary factor may be
required. For frames without brackets a value m1 = 11.0 is to be used.
D 400 Structural details
401 Within the ice strengthened area all frames shall be effectively attached to all supporting structures.
Longitudinal or transverse frames crossing supporting structures, such as web frames or stringers, shall be
connected to these structures on both sides (by collar plates or lugs in way of cut-outs).
Brackets or top stiffeners shall be fitted, in order to provide proper transfer of forces to supporting elements, as
necessary. Connection of non-continuous frames to supporting structures shall be made by brackets or similar
construction. When a bracket is installed, it has to have at least the same thickness as the web plate of the frame,
and the edge shall be appropriately stiffened against buckling.
402 For ice class ICE-1A*F and ICE-1A*, for ice class ICE-1A in the Bow and midbody regions and for ice
classes ICE-1B and ICE-1C in the Bow region, the following shall apply in the ice strengthened area:
1) Frames which are not at a straight angle to the shell shall be supported against tripping by brackets,
intercostals, stringers or similar at a distance preferably not exceeding 1.3 m.
Transverse frames perpendicular to shell which are of unsymmetrical profiles shall have tripping
preventions if the span is exceeding 4.0 m.
2) Frames shall be attached to the shell by double continuous welds. No scalloping is allowed (except when
crossing shell plate butts).

3) The web thickness of the frames shall be at least the maximum of the following:
9 mm
one half of the net shell plating requirement as given by C201, where the yield stress, F, shall not be
taken larger than that given for the frame.
h
w F , hw is the web height and C = 805 for profiles and C = 282 for flat bars;
C
Where there is a deck, tank top (or tank bottom) or bulkhead in lieu of a frame, the plate thickness of this
shall be as above, to a depth corresponding to the height of adjacent frames.
E. Ice Stringers
E 100 Stringers within the ice belt
101 The section modulus of a stringer situated within the ice belt (see C100) shall be calculated by the
formula:
Z=
f 6 f7 p h l 2
10 3 (cm 3 )
m1 F
The shear area shall not be less than:

8.7 f 6 f 7 f 8 p h l
A=
p
h
l
m1
f6
f7
f8
(cm 2 )

The product p h shall not be taken as less than 150
= span of stringer (m)
= boundary condition factor as given in D301.
= which takes account of the distribution of load to the transverse frames; to be taken as 0.9.
= factor of stringers; to be taken as 1.8.
= factor that takes into account the maximum shear force versus load location and the shear stress
distribution; f8 = 1.2.
E 200 Stringers outside the ice belt

201 The section modulus of a stringer situated outside the ice belt but supporting ice strengthened frames
shall be calculated by the formula:
Z=
f 9 f10 p h l 2
(1 hs / l s ) 103 (cm 3 )
m1 F
The shear area shall not be less than:

A=
p
h
8 .7 f 9 f 10 f11 p h l
(1 h s / ls )(cm 2 )

The product p h shall not be taken as less than 150.

l
m1
ls
hs
f9
f10
f11
=
=
=
=
=
=
=
span of stringer (m)

boundary condition factor as given in D301
the distance to the adjacent ice stringer (m)
the distance to the ice belt (m).
factor which takes account of the distribution of load to the transverse frames; to be taken as 0.80.
safety factor of stringers; to be taken as 1.8.
factor that takes into account the maximum shear force versus load location and the shear stress
distribution; f11 = 1.2.

E 300 Deck strips

301 Narrow deck strips abreast of hatches and serving as ice stringers shall comply with the section modulus
and shear area requirements in 100 and 200 respectively. In the case of very long hatches the lower limit of the
product p h may be reduced to 100.
302 Regard shall be paid to the deflection of the ship's sides due to ice pressure in way of very long hatch
openings (more than B/2), when designing weatherdeck hatch covers and their fittings.
F. Web Frames
F 100 Design ice load
101 The design ice load transferred to a web frame from an ice stringer or from longitudinal framing shall be
calculated by the formula:
F = f12 p h s (kN)
p
h
= ice pressure as given in B200, when calculating factor ca, however, la shall be taken as 2 s
= height in m of load area as given in B100
The product ph shall not be taken less than 150.

s = web frame spacing in m
f12 = factor of web frames; to be taken as 1.8
In case the supported stringer is outside the ice belt, the load F may be multiplied by:
h
1 -----s
ls
as given in E201.
F 200 Section modulus and shear area
201
The section modulus requirement is given by:

3
3
M
1
Z = ------ --------------------------10 (cm )
2
F
A
1 ------
A a
M = maximum calculated bending moment under the ice load F, as given in 101. This is to be taken as
M = 0.193 F l .
= as given in Table F1
A = required shear area from 202
Aa = actual cross sectional area of web frame, Aa = Af + Aw.
202
With boundary conditions as given in 201, the shear area of a web frame is given by:
A=
17 .3 f13 Q
(cm 2 )
Q = maximum calculated shear force under the load F, as given in 101

f13 = factor that takes into account the shear force distribution, f13 = 1.1
= factor given in Table F1
Af = cross sectional area of free flange
Aw = actual effective cross sectional area of web plate.
Table F1 Values of and
A
-------f0.0
0.2
0.4
Aw
1.5
0
1.23
0.44
1.16
0.62
0.6
0.8
1.0
1.2
1.4
1.6
1.8
2.0
1.11
0.71
1.09
0.76
1.07
0.80
1.06
0.83
1.05
0.85
1.05
0.87
1.04
0.88
1.04
0.89

G. Bilge Keels
G 100 Arrangement
101 The connection of bilge keels to the hull shall be so designed that the risk of damage to the hull, in case
a bilge keel is ripped off, is minimised.
102 For class ICE-1A*F bilge keels are normally to be avoided and should be replaced by roll-damping
equipment. Specially strengthened bilge keels may be considered.
H. Special Arrangement and Strengthening Forward

H 100 Stem, baltic ice strengthening
101
The stem may be made of rolled, cast or forged steel or of shaped steel plates. as shown in Fig. 3.
Fig. 3
Examples of suitable stems
102
The plate thickness of a shaped plate stem and in the case of a blunt bow, any part of the shell where
30 and 75 (see J103 for angle definitions), shall be calculated according to the formulae in C200
assuming that:
s = spacing of elements supporting the plate (m)

pPL = p (see B200).
la = spacing of vertical supporting elements (m)
(see Table B4).
For class ICE-1A*F the front plate and upper part of the bulb and the stem plate up to a point 3.6 m above
UIWL (lower part of bow door included) shall have a minimum thickness of:
Lt = c 235
-------------
(mm)
= 2.3 for the stem plate

= 1.8 for the bulb plating.
The width of the increased bulb plate shall not be less than 0.2 b on each side of the centre line, b = breadth of
the bulb at the forward perpendicular.
103 The stem and the part of a blunt bow defined above shall be supported by floors or brackets spaced not
more than 0.6 m apart and having a thickness of at least half the plate thickness. The reinforcement of the stem
shall be extend from the keel to a point 0.75 m above UIWL or, in case an upper bow ice belt is required (C102)
to the upper limit of this.

H 200 Arrangements for towing

201
The vessel to be arranged for towing.
202 A bitt or other means for securing a towline, dimensioned to stand the breaking force of the towline of
the ship shall be fitted.
I. Special Arrangement and Strengthening Aft

I 100
Stern
101 The introduction of new propulsion arrangements with azimuthing thrusters or podded propellers,
which provide an improved manoeuvrability, will result in increased ice loading of the Stern region and stern
area. This fact should be considered in the design of the aft/stern structure.
102 In order to avoid very high loads on propeller blade tips, the minimum distance between propeller(s) and
hull (including stern frame) should not be less than h0 (see B101).
103 On twin and triple screw ships the ice strengthening of the shell and framing shall be extended to the
double bottom for 1.5 metre forward and aft of the side propellers.
104 Shafting and stern tubes of side propellers are normally to be enclosed within plated bossings. If detached
struts are used, their design, strength and attachment to the hull shall be duly considered.
For class ICE-1A*F the skin plating of propeller shaft bossings shall not be less than:
Lt = 0.9 ( s + 0.8 ) 235
-------------
I 200
(mm).
Rudder and steering arrangements
201 The scantlings of rudder, rudder post, rudder stock, pintles, steering gear etc. as well as the capacity of
the steering gear shall be determined according to the rules. The maximum service speed of the ship to be used
in these calculations is, however, not to be taken less than that stated below:
Table I1 Maximum service speed
Ice class
Maximum service speed
ICE-1A*
20 knots
ICE-1A
18 knots
ICE-1B
16 knots
ICE-1C
14 knots
If the actual maximum service speed of the ship is higher, that speed shall be used.
When calculating the rudder force according to the formula given in Pt.3 Ch.3 Sec.2 D and with the speed V
in ahead condition as given above, the factors k1 = k2 = 1.0 irrespective of condition, rudder profile type or
arrangement. In the astern condition half the speed values shall be used.
202 For the ice classes ICE-1A* and ICE-1A the rudder stock and the upper edge of the rudder shall be
protected against ice pressure by an ice knife or equivalent means.
Guidance note:
Upper forward part of rudder and forward part of rudder horn should be protected against abrasion by a special coating
or increase in thickness.
203 For ice classes ICE-1A* and ICE-1A due regard shall be paid to the excessive loads caused by the rudder
being forced out of the midship position when backing into an ice ridge.
204 Relief valves for hydraulic pressure shall be effective. The components of the steering gear shall be
dimensioned to stand the yield torque of the rudder stock. Where possible rudder stoppers working on the blade or
rudder head shall be fitted.
205 The local scantlings of rudders are to be determined assuming that the whole rudder belongs to the ice
belt. Further, the rudder plating and frames are to be designed using the ice pressure p for the plating and frames
in the Midbody Region.

J. Propulsion Machinery
J 100
Engine output
101 Definition of engine output

The engine output PS is the maximum output the propulsion machinery can continuously deliver to the
propeller(s). If the output of the machinery is restricted by technical means or by any regulations applicable to
the ship, PS shall be taken as the restricted output.
102 Documentation on board
Minimum engine output corresponding to the ice class shall be given in the Classification Certificate.
103 Required engine output for ice classes
Definitions
The dimensions of the ship and some other parameters are defined below:
L
=
LBOW =
L PAR =
B
=
T
=
A wf =
=
1 =
2 =
=
DP
HM
HF
RCH
Ke
Ps
C
f
g
=
=
=
=
=
=
=
=
length of the ship between the perpendiculars (m)

length of the bow (m), Fig.4
length of the parallel midship body (m), Fig.4
maximum breadth of the ship (m)
actual ice class draughts of the ship (m) according to A301
area of the waterline of the bow (m2), Fig.4
the angle of the waterline at B/4 (), Fig.4
the rake of the stem at the centreline (), Fig.4
the rake of the bow at B/4 (), Fig.4
flare angle () calculated as = arc tan (tan/sin) using angles and at each location. For
paragraph J, flare angle is calculated using = 2
diameter of the propeller or outer diameter of nozzle for the nozzle propeller, maximum 1.2 times
propeller diameter (m)
thickness of the brash ice in mid channel (m)
thickness of the brash ice layer displaced by the bow (m).
resistance (in Newton) of the ship in a channel with brash ice and a consolidated layer (see formula in 104)
factor depending on no. of propellers, CPP (or similar), fixed pitch type (see Table J2)
minimum engine output
empirical coefficients (misc. sub index)
empirical factors (misc. sub index)
empirical factors (misc. sub index).
Range of validity
The range of validity of the formulae for powering requirements in 104 is presented in Table J1. When
calculating the parameter DP/T, T shall be measured at UIWL.
Table J1 Parameter validity range
Parameter
Minimum
[degrees]
15
1 [degrees]
25
2 [degrees]
10
L [m]
65.0
B [m]
11.0
T [m]
4.0
LBOW/L
0.15
LPAR/L
0.25
DP /T
0.45
Awf /(LB)
0.09
Maximum
55
90
90
250.0
40.0
15.0
0.40
0.75
0.75
0.27
If the ships parameter values are beyond the ranges defined in Table J1, other methods for determining RCH
shall be used as defined in 105.

Fig. 4
Definitions
104
The engine output requirement shall be calculated for:
Upper Ice Waterlines (UIWL) and

Lower Ice Waterlines (LIWL),
as defined in Sec.1 B.
In the calculations the ship's parameters which depend on the draught shall be determined at the appropriate
draught, but L and B shall be determined only at the UIWL. The engine output shall not be less than the greater
of these two outputs.
The engine output PS shall not be less than that determined by the formulae and in no case less than given in
Table J3:
Guidance note:
New ships see A102 Guidance note.
For existing ICE-1A and ICE-1A* ships see Pt.7 Ch.2 Sec.2 A.
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e--3
R CH --2 -----------
1000
P S = K e ----------------- (kW)
DP
Table J2 Value of factor Ke for conventional propulsion systems*)
Propeller type or machinery
Numbers of
Controllable pitch propeller or electric or hydraulic
propellers
propulsion machinery
1 propeller
2.03
2 propellers
1.44
3 propellers
1.18
*) For advanced systems see J105.
Table J3 Minimum engine output PS
ICE-1A, ICE-1B and ICE-1C 1 000 kW
ICE-1A*
2 800 kW
Fixed pitch propeller
2.26
1.6
1.31

RCH is the resistance in Newton of the ship in a channel with brash ice and a consolidated layer:
2
R CH = C 1 + C 2 + C 3 C ( H F + H M ) ( B + C H F ) +
LT 3 A wf
2 L
B
C 4 L PAR H F + C 5 ------- ---------- (N)

2
= 0.15 cos2 + sin sin

C 0.45 (minimum value)
C = 0.047 2.115 and 0 if 45
HF = 0.26 + (HMB)0.5
HM = 1.0 for ICE-1A and ICE-1A*
= 0.8 for ICE-1B
= 0.6 for ICE-1C.
C1 and C2 take into account a consolidated upper layer of the brash ice and can be taken as zero for ice class
ICE-1A, ICE-1B and ICE-1C.
For ice class ICE-1A*:
C
BL PAR
= f -------------------- + ( 1 + 0 . 021 1 ) ( f B + f L
+ f BL
)
1 T
2
3 BOW 4 BOW
2 ---- + 1
B
C
2
T B
= ( 1 + 0 . 063 ) ( g + g B ) + g 1 + 1 . 2 ---- ------1 1
2
3
B L
For a ship with a bulbous bow, 1 shall be taken as 90.

f1 =
f2 =
f3 =
f4 =
g1 =
g2 =
g3 =
C3 =
C4 =
C5 =
23 (N/m2)
45.8 (N/m)
14.7 (N/m)
29 (N/m2)
1 530 (N)
170 (N/m)
400 (N/m1.5)
845 (kg/(m2s2))
42 (kg/(m2s2))
825 (kg/s2)
tan
= arctan -------------2-
sin
LT
2
B
shall not be taken less than 5 and not more than 20.
105 Other methods of determining Ke or RCH

For an individual ship, in lieu of the Ke or RCH values defined in Table J2 and 104, the use of Ke or RCH values
based on more exact calculations or values based on model tests may be approved. Such approval will be given
on the understanding that it can be revoked if experience of the ships performance in practice motivates this.
Guidance note:
For ships intended for trading in Finnish waters and having the propulsion power determined by model tests or by
means other than the rule formula, additional approval by Finnish or Swedish authorities is necessary.
The design requirement for ice classes shall be a minimum speed of 5 knots in the following brash ice channels
(see Table J4):
Table J4 Values of HM
Ice class
HM
ICE-1A*
1.0 m and a 0.1 m thick consolidated layer of ice
ICE-1A
1.0 m
ICE-1B
0.8 m
ICE-1C
0.6 m

J 200
Materials
201 Materials exposed to sea water

Materials of components exposed to sea water, such as propeller blades, propeller hubs, and thruster body,
shall have an elongation of not less than 15% on a test specimen, the gauge length of which is five times the
diameter. A Charpy V impact test shall be carried out for materials other than bronze and austenitic stainless
steel. An average impact energy value of 20 J taken from three tests shall be obtained at minus 10C.
202 Materials exposed to sea water temperature
Materials exposed to sea water temperature shall be of ductile material. An average impact energy value of 20
J taken from three tests is to be obtained at minus 10C. This requirement applies to blade bolts, CP
mechanisms, shaft bolts, strut-pod connecting bolts etc. This does not apply to surface hardened components,
such as bearings and gear teeth.
J 300
Design loads for propeller and shafting
301 These regulations apply to propulsion machinery covering open- and ducted-type propellers with
controllable pitch or fixed pitch design for the ice classes ICE-IA*, ICE-IA, ICE-IB and ICE-IC. The given
loads are the expected ice loads for the whole ship's service life under normal operational conditions, including
loads resulting from the changing rotational direction of FP propellers. However, these loads do not cover offdesign operational conditions, for example when a stopped propeller is dragged through ice.
The regulations also apply to azimuting and fixed thrusters for main propulsion, considering loads resulting
from propeller-ice interaction. However, the load models do not include propeller/ice interaction loads when
ice enters the propeller of a turned azimuting thruster from the side (radially) or load case when ice block hits
on the propeller hub of a pulling propeller.
302 Design ice conditions
In estimating the ice loads of the propeller for ice classes, different types of operation as given in Table J1 were
taken into account. For the estimation of design ice loads, a maximum ice block size is determined. The
maximum design ice block entering the propeller is a rectangular ice block with the dimensions Hice 2Hice
3Hice. The thickness of the ice block (Hice) is given in Table J2.
Table J1 Operation of the ship
ICE-1A*
Operation in ice channels and in level ice. The ship may proceed by ramming
ICE-IA1C
Operation in ice channels
Table J2 Thickness of the design maximum ice block Hice entering the propeller
Ice Class
ICE-1A*
ICE-IA
ICE-IB
(Hice)
1.75 m
1.5 m
1.2 m
ICE-IC
1.0 m
Table J3 List of symbols

Symbol
Unit
Definition
A.P.
the after perpendicular is the perpendicular at the after end of the length L
c
m
chord length of blade section
c0.7
m
chord length of blade section at 0.7R propeller radius
CP
controllable pitch
D
m
propeller diameter
d
m
external diameter of propeller hub
m
limit value for propeller diameter
Dlimit
EAR
expanded blade area ratio
kN
maximum backward blade force for the ships service life
Fb
kN
ultimate blade load resulting from blade loss through plastic bending
Fex
kN
maximum forward blade force for the ships service life
Ff
kN
ice load
Fice
maximum ice load for the ships service life
(Fice)max kN
FP
fixed pitch
F.P.
the forward perpendicular is the perpendicular at the intersection of the summer load waterline with
the fore side
of the stem. For ships with unusual bow arrangements the position of the F.P. will be especially
considered.
h0
m
depth of the propeller centreline from the winter waterline
m
thickness of maximum design ice block entering to propeller
Hice

Table J3 List of symbols (Continued)

Symbol
Unit
Definition
2
I
kgm equivalent mass moment of inertia of all parts on engine side of component under consideration
kgm2 equivalent mass moment of inertia of the whole propulsion system
It
k
shape parameter for Weibull distribution
LIWL
m
lower ballast waterline in ice
m
slope for SN curve in log/log scale
kNm blade bending moment
MBL
MCR
maximum continuous rating
n
rev/s propeller rotational speed
rev/s nominal propeller rotational speed at MCR in free running condition
nn
reference number of impacts per propeller rotational speed per ice class
Nclass
total number of ice loads on propeller blade for the ships service life
Nice
reference number of load for equivalent fatigue stress (108 cycles)
NR
number of propeller revolutions during a milling sequence
NQ
m
propeller pitch at 0.7R radius
P0.7
m
propeller pitch at 0.7R radius at MCR in free running condition
P0.7n
m
propeller pitch at 0.7R radius at MCR in bollard condition
P0.7b
Q
kNm torque
kNm maximum engine torque
Qemax
kNm maximum torque on the propeller resulting from propeller-ice interaction
Qmax
kNm electric motor peak torque
Qmotor
kNm nominal torque at MCR in free running condition
Qn
kNm maximum response torque along the propeller shaft line
Qr
kNm maximum spindle torque of the blade for the ships service life
Qsmax
R
m
propeller radius
r
m
blade section radius
T
kN
propeller thrust
kN
maximum backward propeller ice thrust for the ships service life
Tb
kN
maximum forward propeller ice thrust for the ships service life
Tf
kN
propeller thrust at MCR in free running condition
Tn
kN
maximum response thrust along the shaft line
Tr
t
m
maximum blade section thickness
Z
number of propeller blades
i
deg
duration of propeller blade/ice interaction expressed in rotation angle
the reduction factor for fatigue; scatter and test specimen size effect
the reduction factor for fatigue; variable amplitude loading effect

m
the reduction factor for fatigue; mean stress effect
a reduction factor for fatigue correlating the maximum stress amplitude to the equivalent fatigue
stress for 108 stress cycles
0.2
MPa proof yield strength of blade material
exp
MPa mean fatigue strength of blade material at 108 cycles to failure in sea water
fat
MPa equivalent fatigue ice load stress amplitude for 108 stress cycles
fl
MPa characteristic fatigue strength for blade material
ref
MPa reference stress (ultimate strength) ref = 0.6 0.2 + 0.4 u
ref2
MPa reference stress (blade scantlings) ref2 = 0.7 u or ref2 = 0.6 0.2 + 0.4 u whichever is less
st
MPa maximum stress resulting from Fb or Ff
u
MPa ultimate tensile strength of blade material
(ice)bmax MPa principal stress caused by the maximum backward propeller ice load
(ice)fmax MPa principal stress caused by the maximum forward propeller ice load
(ice)max MPa maximum ice load stress amplitude

Table J4 Definition of ice loads

Load
Definition
Fb
The maximum lifetime backward force on a propeller
blade resulting from propeller/ice interaction, including
hydrodynamic loads on that blade. The direction of the
force is perpendicular to 0.7 r/R chord line. See figure
below
The maximum lifetime forward force on a propeller
Ff
hydrodynamic loads on that blade. The direction of the
force is perpendicular to 0.7 r/R chord line.
Qsmax The maximum lifetime spindle torque on a propeller
hydrodynamic loads on that blade.
Tb
Tf
Qmax
Fex
Qr
Tr
Qg
Use of the load in design process

Design force for strength calculation of the propeller
blade.
Design force for calculation of strength of the propeller

blade.
In designing the propeller strength, the spindle torque
is automatically taken into account because the
propeller load is acting on the blade as distributed
pressure on the leading edge or tip area.
Is used for estimation of the response thrust Tr. Tb can
be used as an estimate of excitation for axial vibration
calculations. However, axial vibration calculations are
not required in the rules.
Is used for estimation of the response thrust Tr.Tf can
be used as an estimate of excitation for axial vibration
calculations. However, axial vibration calculations are
not required in the rules.
Is used for estimation of the response torque (Qr) along
the propulsion shaft line and as excitation for torsional
vibration calculations.
Blade failure load is used to dimension the blade bolts,
pitch control mechanism, propeller shaft, propeller
shaft bearing and trust bearing. The objective is to
guarantee that total propeller blade failure should not
cause damage to other components.
The maximum lifetime thrust on propeller (all blades)

resulting from propeller/ice interaction. The direction of
the thrust is the propeller shaft direction and the force is
opposite to the hydrodynamic thrust.
The maximum lifetime thrust on propeller (all blades)
resulting from propeller/ice interaction. The direction of
the thrust is the propeller shaft direction acting in the
direction of hydrodynamic thrust.
The maximum ice-induced torque resulting from
propeller/ice interaction on one propeller blade,
including hydrodynamic loads on that blade.
Ultimate blade load resulting from blade loss through
plastic bending. The force that is needed to cause total
failure of the blade so that plastic hinge is caused to the
root area. The force is acting on 0.8 r/R. Spindle arm is
to be taken as 2/3 of the distance between the axis of
blade rotation and leading/trailing edge (whichever is
the greater) at the 0.8R radius.
Maximum response torque along the propeller shaft
Design torque for propeller shaft line components.
line, taking into account the dynamic behaviour of the
shaft line for ice excitation (torsional vibration) and
hydrodynamic mean torque on propeller.
Maximum response thrust along shaft line, taking into Design thrust for propeller shaft line components.
account the dynamic behaviour of the shaft line for ice
excitation (axial vibration) and hydrodynamic mean
thrust on propeller.
Fatigue torque at reduction gear for Ng load cycles.
Design torque for reduction gear.

Shaft Direction
Back / suction side
Direction of
rotation
Fb
(Ice contact pressure at leading edge is shown with small arrows)
Fig. 5
Direction of the backward blade force resultant taken perpendicular to chord line at 0.7 r/R
J 400
Design loads
401 The given loads are intended for component strength calculations only and are total loads including iceinduced loads and hydrodynamic loads during propeller/ice interaction.
402 The values of the parameters in the formulae in this section shall be given in the units shown in the
symbol list.
403 If the propeller is not fully submerged when the ship is in ballast condition, the propulsion system shall
be designed according to ice class ICE-IA for ice classes ICE-IB and ICE-IC.
J 500
Design loads on propeller blades
501 Fb is the maximum force experienced during the lifetime of the ship that bends a propeller blade
backwards when the propeller mills an ice block while rotating ahead. Ff is the maximum force experienced
during the lifetime of the ship that bends a propeller blade forwards when the propeller mills an ice block while
rotating ahead. Fb and Ff originate from different propeller/ice interaction phenomena, not acting
simultaneously. Hence they are to be applied to one blade separately.
502
Maximum backward blade force Fb for open propellers

0.7 EAR
Fb = 27 [n D ]
Z
0.3
when D Dlimit
0.7 EAR
Fb = 23 [n D ]
Z
D2
[kN]
(1)
0 .3
D H ice
when D > Dlimit
(2)
1.4
[m]
1 .4
[kN]
where
Dlimit = 0.85 H ice
n is the nominal rotational speed (at MCR in free running condition) for a CP propeller and 85% of the nominal

rotational speed (at MCR in free running condition) for an FP propeller.

503
Maximum forward blade force Ff for open propellers

EAR 2
D
F f = 250
Z
when D Dlimit
[kN]
(3)
1
EAR
D
F f = 500
H
d ice
Z
1
D
when
D > Dlimit
[kN]
(4)
where
Dlimit =
2
H ice
d
1
D
504 Loaded area on the blade for open propellers

Load cases 1-4 have to be covered, as given in Table J5 below, for CP and FP propellers. The load case 5
applies to reversible propellers in addition to the cases 14.

Table J5 Load cases for open propellers

Load case
Force
Loaded area
Load case 1
Fb
Uniform pressure applied on the back of

the blade (suction side) to an area from
0.6R to the tip and from the leading edge
to 0.2 times the chord length.
Load case 2
50% of Fb
Uniform pressure applied on the back of

the blade (suction side) on the propeller
tip area outside 0.9R radius.
Load case 3
Ff
Uniform pressure applied on the blade

face (pressure side) to an area from 0.6R
to the tip and from the leading edge to 0.2
times the chord length.
Load case 4
50% of Ff
Uniform pressure applied on propeller

face (pressure side) on the propeller tip
area outside 0.9R radius.
Load case 5
60% of Ff or
Fb, whichever
is greater

face (pressure side) to an area from 0.6R
to the tip and from the trailing edge to 0.2
times the chord length
Right-handed propeller blade

seen from behind

505
Maximum backward blade ice force Fb for ducted propellers

0.7 EAR
Fb = 9.5 [n D ]
Z
when
[kN]
D2
(5)
D Dlimit
0.7 EAR
Fb = 66 [n D ]
Z
when
0. 3
0.3
D 0.6 H ice
[kN]
1.4
(6)
D > Dlimit
where
Dlimit = 4 H ice
[m]
n is the nominal rotational speed (at MCR in free running condition) for a CP propeller and 85% of the nominal
rotational speed (at MCR in free running condition) for an FP propeller.
506
Maximum forward blade ice force Ff for ducted propellers

EAR 2
F f = 250
D
Z
when
[kN]
(7)
D Dlimit
1
EAR
D
F f = 500
H
d ice
Z
1
D
when
[kN]
(8)
D > Dlimit
where
Dlimit =
2
d
1
D
H ice
[m]
507 Loaded area on the blade for ducted propellers

Load cases 1 and 3 have to be covered as given in Table J5 for all propellers, and an additional load case (load
case 5) for an FP propeller, to cover ice loads when the propeller is reversed.

Table J6 Load cases for ducted propellers

Load case
Force
Loaded area
Right handed propeller blade

seen from behind
Load case 1
Fb
Uniform pressure applied on the back of the

blade (suction side) to an area from 0.6R to
the tip and from the leading edge to 0.2
times the chord length.
Load case 3
Ff
Uniform pressure applied on the blade face

(pressure side) to an area from 0.6R to the
tip and from the leading edge to 0.5 times
the chord length.
Load case 5
60% of Ff or
Fb,
whichever is
greater
Uniform pressure applied on propeller face

(pressure side) to an area from 0.6R to the
tip and from the trailing edge to 0.2 times
the chord length.
508 Maximum blade spindle torque Qsmax for open and ducted propellers
The spindle torque Qsmax around the axis of the blade fitting shall be determined both for the maximum
backward blade force Fb and forward blade force Ff, which are applied as in Table J5 and Table J6. If the above
method gives a value which is less than the default value given by the formula below, the default value shall
be used.
Default value
Qsmax = 0.25 F c0.7 [kNm]
(9)
where c0.7 is the length of the blade section at 0.7R radius and F is either Fb or Ff, whichever has the greater
absolute value.
509 Load distributions for blade loads
The Weibull-type distribution (probability of exceeding), as given in Fig.6, is used for the fatigue design of the
blade.

( F ) ln ( N ice )
F
Fice
ice
= e max
(
)
(
)
F
F
ice max
ice max
Here, k is the shape parameter of the spectrum, Nice is the number of load cycles in the spectrum, and Fice is
the random variable for ice loads on the blade, 0 Fice (Fice)max. The shape parameter k = 0.75 shall be used
for the ice force distribution of an open propeller and the shape parameter k = 1.0 for that of a ducted propeller
blade.

Propability of exceeding for N=1E7
1
0
0,2
0,4
0,6
0,1
0,8
Weibul distribution/k=1
Weibul distribution/k=0.75
0,01
0,001
0,0001
0,00001
0,000001
0,0000001
Fice/(Ficemax)
Fig. 6
The Weibull-type distribution (probability of exceeding) that is used for fatigue design
510 Number of ice loads

The number of load cycles per propeller blade in the load spectrum shall be determined according to the
formula:
N ice = k1k 2 k 3k 4 N class n

where:
n is propeller nominal rps as defined for loads.
Table J7 Reference number of loads for ice classes Nclass
ICE-IA*
ICE-IA
ICE-IB
ICE-IC
Impacts in
9106
6106
3.4106 2.1106
life/n
Table J8 Propeller location factor k1
Single propeller
location
centreline
k1
1
Twin propeller
twin wing
1.35
Table J9 Propeller type factor k2

type
open
k2
1
ducted
1.1
Table J10 Propulsion type factor k3

type
fixed
k3
1
azimuting
1.2
The submersion factor k4 is determined from the equation

when f < 0
k4 = 0.8 - f
= 0.8 - 0.4 f
when 0 f 1
= 0.6 - 0.2 f
= 0.1
when 1 < f 2.5

when f > 2.5
where the immersion function f is:
(10)

f =
ho H ice
1
D/2
(11)
where ho is the depth of the propeller centreline at the lower ballast waterline in ice (LIWL) of the ship.
For components that are subject to loads resulting from propeller/ice interaction with all the propeller blades,
the number of load cycles (Nice) is to be multiplied by the number of propeller blades (Z).
J 600
Axial design loads for open and ducted propellers
601 Design ice thrust on propeller Tf and Tb for open and ducted propellers
The maximum forward and backward ice thrusts are:
T f = 1.1 F f [kN]
(12)
Tb = 1.1 Fb
(13)
[kN]
602 Design thrust along the propulsion shaft line for open and ducted propellers
The design thrust along the propeller shaft line is to be calculated with the formulae below. The greater value
of the forward and backward direction loads shall be taken as the design load for both directions. The factors
2.2 and 1.5 take into account the dynamic magnification resulting from axial vibration.
In a forward direction
(14)
[kN]
Tr = T + 2.2 T f
In a backward direction
(15)
[kN]
Tr = 1.5 Tb
If the hydrodynamic bollard thrust, T, is not known, T is to be taken from Table J11, where Tn is the nominal
propeller thrust at MCR in free running open water condition
Table J11 Selection of pollard thrust *)
Propeller type
CP propellers (open)
CP propellers (ducted)
FP propellers driven by turbine or electric motor
FP propellers driven by diesel engine (open)
FP propellers driven by diesel engine (ducted)
*) When not known
J 700
T
1.25 Tn
1.1 Tn
Tn
0.85 Tn
0.75 Tn
Torsional design loads
701 Design ice torque on propeller Qmax for open propellers

Qmax is the maximum torque on a propeller resulting from ice/propeller interaction.
d P
Qmax = 10.9 1 0.7
D D
0.16
(nD )
0.17
0.16
[kNm]
(16)
when D Dlimit
d P
Qmax = 20.7 1 0.7
D D
D3
(nD )
0.17
D1.9 H ice
1.1
[kNm]
(17)
when D > Dlimit
where
Dlimit = 1.8 H ice
[m]
For CP propellers, the propeller pitch, P0.7 shall correspond to MCR in bollard condition. If not known, P0.7 is

to be taken as 0.7P0.7n, where P0.7n is the propeller pitch at MCR in free running condition.
Table J12 Rotational speed selection *)
Propeller type
CP propellers
FP propellers driven by diesel engine
*) nn refers to MCR free running condition
Rotational speed n
nn
nn
0.85 nn
702 Design ice torque on propeller Qmax for ducted propellers

Qmax is the maximum torque on a propeller resulting from ice/propeller interaction.
d P
Qmax = 7.7 1 0.7
D D
when
(nD )
0.17
0.16
D3
[kNm]
(18)
D Dlimit
d P
Qmax = 14.6 1 0.7
D D
when
0.16
(nD )
0.17
D1.9 H ice
D > Dlimit
1.1
[kNm]
(19)
where
Dlimit = 1.8 H ice
[m]
and n and P0.7 as defined for open propeller.

703 Ice torque excitation for open and ducted propellers
The propeller ice torque excitation for shaft line transient torsional vibration analysis shall be described by a
sequence of blade impacts which are of a half sine shape, see Fig.7.
The torque resulting from a single blade ice impact as a function of the propeller rotation angle is then
Q( ) = C q * Qmax * sin ( (180 / i ))
when
= 0... i
(20)
Q( ) = 0 when = i ....360
where Cq and i parameters are given in the table J13 and i is duration of propeller blade/ice interaction
expressed in propeller rotation angle.
Table J13 Torque excitation parameters
Torque
Propeller/ice interaction
excitation
Case 1
Single ice block
Case 2
Single ice block
Two ice blocks
Case 3
(phase shift 45 deg.)
Cq
ai
0.75
1.0
90
135
0.5
45
The total ice torque is obtained by summing the torque of single blades, taking into account the phase shift 360
degrees/Z. In addition, at the beginning and at the end of the milling sequence a linear ramp functions for 270
degrees of rotation angle shall be used.
The number of propeller revolutions during a milling sequence shall be obtained with the formula:
N Q = 2 H ice
(21)
The number of impacts is ZNQ for blade order excitation.

Q/Qmax

1
0,9
0,8
0,7
0,6
0,5
0,4
0,3
0,2
0,1
0
0
200
400
600
800
1000
1200
1400
Q/Qmax
Rotaion angle [deg]

1
0,9
0,8
0,7
0,6
0,5
0,4
0,3
0,2
0,1
0
0
200
400
600
800
1000
1200
1400
1000
1200
1400
Q/Qmax
Rotation angle
1
0,9
0,8
0,7
0,6
0,5
0,4
0,3
0,2
0,1
0
0
200
400
600
800
Rotation angle [deg]
For 90- and 135-degree single-blade impact sequences and 45 degree double blade impact sequence (figures apply for propellers with
4 blades.)
Fig. 7
The shape of the propeller ice torque excitation
704 Design torque along propeller shaft line

If there is not any relevant first blade order torsional resonance within the designed operating rotational speed
range extended 20% above the maximum and 20% below the minimum operating speeds, the following
estimation of the maximum torque can be used:
Qr = Qe max + Qmax
I
It
[kNm]
(22)
where I is equivalent mass moment of inertia of all parts on engine side of component under consideration and
It is equivalent mass moment of inertia of the whole propulsion system. All the torques and the inertia moments
shall be reduced to the rotation speed of the component being examined.
If the maximum torque, Qemax, is not known, it shall be taken as follows, where Q motor is the electric motor
peak torque:
Table J14 Selection of maximum motor torque Qemax
Propeller type
Qemax
Propellers driven by electric motor
Qmotor
CP propellers not driven by electric motor
Qn
FP propellers driven by turbine
Qn
0.75 Qn
If there is a first blade order torsional resonance within the designed operating rotational speed range extended
20% above the maximum and 20% below the minimum operating speeds, the design torque (Qr) of the shaft
component shall be determined by means of torsional vibration analysis of the propulsion line.
J 800
Blade failure load
801 The ultimate load resulting from blade failure as a result of plastic bending around the blade root shall
be calculated with the formula below. The ultimate load is acting on the blade at the 0.8R radius in the weakest
direction of the blade. For calculation of the extreme spindle torque, the spindle arm is to be taken as 2/3 of the

distance between the axis of blade rotation and the leading/trailing edge (whichever is the greater) at the 0.8R
radius.
Fex =
300 c t 2 ref
0.8 D 2 r
(24)
[kN]
where
ref = 0.6 0.2 + 0.4 u
c, t, and r are, respectively, the length, thickness, and radius of the cylindrical root section of the blade at the
weakest section outside the root filet.
J 900
Design principle
901 The strength of the propulsion line shall be designed according to the pyramid strength principle. This
means that the loss of the propeller blade shall not cause any significant damage to other propeller shaft line
components.
902 The propulsion system shall be designed in such a way that the complete dynamic system is free from
harmful torsional, axial, and bending resonances at a 1-order blade frequency within the designed running
speed range, extended by 20 per cent above and below the maximum and minimum operating rotational speeds.
If this condition cannot be fulfilled, a detailed vibration analysis has to be carried out in order to determine that
the acceptable strength of the components can be achieved.
J 1000 Propeller blade design
1001 Calculation of blade stresses
The blade stresses shall be calculated for the design loads given in J500. Finite element analysis shall be used
for stress analysis for final approval for all propellers.
The following simplified formulae can be used in estimating the blade stresses for all propellers at the root area
(r/R < 0.5). The root area dimensions will be accepted even if the FEM analysis would show greater stresses at
the root area.
st = C1
M BL
100 * ct 2
[MPa]
(25)
where the constant C1 is the actual stress/stress obtained with beam equation.
If the actual value is not available, C1 should be taken as 1.6.
M BL = (0.75 r / R ) * R * F
For relative radius r/R < 0.5

F is the maximum of Fb and Ff, whichever is greater.
1002 Acceptability criterion maximum load (static)
The following criterion for calculated blade stresses has to be fulfilled.
ref 2
1.5
st
(26)
Where st is the calculated stress for the design load. If FE analysis is used in estimating the stresses, von Mises
stresses shall be used.
ref 2 is the reference stress, defined as:
ref 2 = 0.7u
or
ref 2 = 0.60.2 + 0.4 u
whichever is less.
1003 Fatigue design of propeller blade
The fatigue design of the propeller blade is based on an estimated load distribution for the service life of the
ship and the S-N curve for the blade material. An equivalent stress that produces the same fatigue damage as
the expected load distribution shall be calculated and the acceptability criterion for fatigue should be fulfilled
as given in this section. The equivalent stress is normalised for 100 million cycles.
If the following criterion is fulfilled fatigue calculations according to this Section are not required.

exp B1 ref 2 B 2 log( N ice ) B 3
(27)
where B1, B2 and B3 coefficients for open and nozzle propellers are given in the table J15 below.
Table J15 B coefficients
Coefficient
Open propeller
B1
0.00270
B2
1.007
B3
2.101
Nozzle propeller
0.00184
1.007
2.470
For calculation of equivalent stress two types of SN curves are available.

1) Two slope SN curve (slopes 4.5 and 10), see Fig.8.
2) One slope SN curve (the slope can be chosen), see Fig.9.
The type of the SN-curve shall be selected to correspond to the material properties of the blade. If SN-curve is
not known the two slope SN curve shall be used.
Stress amplitude
Slope 4.5
Slope 10
exp
1,E+04
1,E+06
1,E+08
1,E+10
Number of loads
Stress amplitude
Fig. 8
Two-slope S-N curve
Slope m=8
Slope m=10
exp
1,E+04
1,E+06
1,E+08
1,E+10
Number of loads
Fig. 9
Constant-slope S-N curve
1004 Equivalent fatigue stress

The equivalent fatigue stress for 100 million stress cycles which produces the same fatigue damage as the load
distribution is:
fat = ( ice )max
where
(28)
( ice )max = 0.5 (( ice ) f max ( ice )b max )


(ice)max = the mean value of the principal stress amplitudes resulting from design forward and backward
blade forces at the location being studied
(ice)f max= the principal stress resulting from forward load
(ice)b max= the principal stress resulting from backward load.
In calculation of (ice)max, load case 1 and load case 3 (or case 2 and case 4) are considered as a pair for
(ice)f max, and (ice)b max calculations. Load case 5 is excluded from the fatigue analysis.
1005 Calculation of parameter for two-slope S-N curve:
The parameter relates the maximum ice load to the distribution of ice loads according to the regression
formulae:
= C1 ( ice )max C fl C log( N ice ) C
2
(29)
where
fl = v m exp
=
=
m =
exp =
the reduction factor for scatter and test specimen size effect
the reduction factor for variable amplitude loading
the reduction factor for mean stress
the mean fatigue strength of the blade material at 108 cycles to failure in seawater.
The following values should be used for the reduction factors if actual values are not available: = 0.67, =
0.75, and
m= 0.75.
The coefficients C1, C2, C3, and C4 are given in Table J16
Table J16 C coefficients
Coefficient
Open propeller
0.000711
C1
0.0645
C2
-0.0565
C3
2.22
C4
Nozzle propeller
0.000509
0.0533
-0.0459
2.584
1006 Calculation of parameter for constant-slope S-N curve

For materials with a constant-slope S-N curve, see Fig.9 The -factor shall be calculated with the following
formula:
= G ice
NR
1/ m
(ln( N ice ))
(30)
where k is the shape parameter of the Weibull distribution,

k = 1.0 for ducted propellers and k = 0.75 for open propellers.
NR is the reference number of load cycles (=100 million).
Values for the G parameter are given in Table J17. Linear interpolation may be used to calculate the G value
for other m/k ratios than given in the Table J17.
Table J17 Value for the G parameter for different m/k ratios
m/k
G
m/k
G
m/k
G
3
6
5.5
287.9
8
40 320
3.5
11.6
6
720
8.5
119 292
4
24
6.5
1871
9
362 880
4.5
52.3
7
5040
9.5
1.133106
5
120
7.5
14034
10
3.623106
1007 Acceptability criterion for fatigue

The equivalent fatigue stress at all locations on the blade has to fulfil the following acceptability criterion:
fl
1.5
fat
where
(31)
fl = v m exp

=
=
m =
exp =
the reduction factor for scatter and test specimen size effect
the reduction factor for variable amplitude loading
the reduction factor for mean stress
the mean fatigue strength of the blade material at 108 cycles to failure in seawater.
The following values should be used for the reduction factors if actual values are not available: = 0.67, = 0.75,
and m= 0.75.
J 1100 Propeller bossing and CP mechanism
1101 The blade bolts, the CP mechanism, the propeller boss, and the fitting of the propeller to the propeller
shaft shall be designed to withstand the maximum and fatigue design loads, as defined in J500. The safety
factor against yielding shall be greater than 1.3 and that against fatigue greater than 1.5. In addition, the safety
factor for loads resulting from loss of the propeller blade through plastic bending as defined in J800 shall be
greater than 1.0 against yielding.
J 1200 Propulsion shaft line
1201 The shafts and shafting components, such as the thrust and stern tube bearings, couplings, flanges and
sealing, shall be designed to withstand the propeller/ice interaction loads as given in J500 - J700. The safety
factor is to be at least 1.3.
1202 The design torque Qr determined according to J700 shall be applied for low cycle and high cycle
strength analysis respectively.
1203 Shafts and shafting components
The ultimate load resulting from total blade failure as defined in J800 should not cause yielding in shafts and
shaft components. The loading shall consist of the combined axial, bending, and torsion loads, wherever this
is significant. The minimum safety factor against yielding is to be 1.0 for bending and torsional stresses.
Forward of the after peak bulkhead, the shaft may be evenly tapered down to 1.05 times the rule diameter of
intermediate shaft, but not less than the actual diameter of the intermediate shaft.
J 1300 Design of shaft line components not specifically mentioned in FSICR
1301 Below criteria are given for application of Pt.4 Ch.4 for determination of scantlings for intermediate
shafts, couplings, reduction gears and crank shafts.
Application factor KAice = Qr/Qn for low cycle criteria and/or static load criteria (ref. 1303). For components
where fatigue is dimensioning, e.g. shaft and reduction gear, cumulative fatigue analysis are required. The
actual Qr/Qn ratios shall be determined as given in 704.
1302 The diameter of intermediate shafts shall be determined based on methods given in Pt.4 Ch.4 Sec.1
B201.
a) When using the classification note 41.4 the necessary reinforcement is determined by using Qr/Qn in the given
criteria.
b) With Qr/Qn 1.4 the method in Pt.4 Ch.4 Sec.1 B206 may be used, i.e. no ice reinforcement beyond 1A1
rules.
When using the method in Pt.4 Ch.4 Sec.1 B208, the minimum diameter in item 3 of that paragraph shall be
multiplied with:
(Qr/1.4 Qn)1/3, where Qr is relevant maximum value, but not less than 1.0.
In item 4 of same paragraph, the vibratory torsional stress v is replaced by:
v = 0.5 (Qr/Qn - 1) To
and shall not exceed C.
1303
Regarding shaft connections, use Qr/Qn in Pt.4 Ch.4 Sec.1 as follows:
flange connections, see B300

shrink fit connections, see B400
keyed connections, see B500.
Connections transmitting ice axial load determined in J800 from the propeller to the thrust bearing shall be
capable of transmitting relevant loads without consequential damage.
1304
For reduction gears, use Qr/Qn in Pt.4 Ch.4 Sec.2.
1305
For clutches, use Qr/Qn in Pt.4 Ch.4 Sec.3 B100

1306
For torsional elastic coupling, use Qr/Qn in Pt.4 Ch.4 Sec.5 B200.
1307
For crank shafts in direct coupled diesel engines, see Pt.4 Ch.3 Sec.1 B506.
J 1400 Azimuting main propulsors and other thrusters

1401 In addition to the above requirements, special consideration shall be given to those loading cases which
are extraordinary for propulsion units when compared with conventional propellers. The estimation of loading
cases has to reflect the way of operation of the ship and the thrusters. In this respect, for example, the loads
caused by the impacts of ice blocks on the propeller hub of a pulling propeller have to be considered.
Furthermore, loads resulting from the thrusters operating at an oblique angle to the flow have to be considered.
The steering mechanism, the fitting of the unit, and the body of the thruster shall be designed to withstand the
loss of a blade without damage. The loss of a blade shall be considered for the propeller blade orientation which
causes the maximum load on the component being studied. Typically, top-down blade orientation places the
maximum bending loads on the thruster body.
1402 Azimuth thrusters shall also be designed for estimated loads caused by thruster body/ice interaction.
The thruster body has to stand the loads obtained when the maximum ice blocks, which are given in the Design
ice conditions section, strike the thruster body when the ship is at a typical ice operating speed. In addition,
the design situation in which an ice sheet glides along the ship's hull and presses against the thruster body
should be considered. The thickness of the sheet should be taken as the thickness of the maximum ice block
entering the propeller, as defined in the Design ice conditions section.
1403 Tunnel thrusters
Ice strengthening of tunnel thrusters is not required.
1404 Other thrusters
Thrusters other than propulsion thrusters and tunnel thrusters need only comply with the relevant requirements
in J if they shall be used in ice conditions or for any reason be exposed to ice loads.
For thrusters that are not intended for use in ice conditions, this will be stated in the class certificate and on
signboards fitted at all relevant manoeuvring stands.
1405 The relevant structure parts of non-retractable thrusters shall be strengthened with respect to ice loads,
independent of whether they are used in ice conditions or not.
J 1500 Alternative design
1501 Scope
As an alternative to J300 - J1400, a comprehensive design study may be carried out to the satisfaction of the
Administration. The study has to be based on ice conditions given for different ice classes in A200. It has to
include both fatigue and maximum load design calculations and fulfil the pyramid strength principle, as given
in J900.
1502 Loading
Loads on the propeller blade and propulsion system shall be based on an acceptable estimation of hydrodynamic
and ice loads.
1503 Design levels
The analysis is to indicate that all components transmitting random (occasional) forces, excluding propeller
blade, are not subjected to stress levels in excess of the yield stress of the component material, with a reasonable
safety margin.
Cumulative fatigue damage calculations are to indicate a reasonable safety factor. Due account is to be taken
of material properties, stress raisers, and fatigue enhancements.
Vibration analysis is to be carried out and is to indicate that the complete dynamic system is free from harmful
torsional resonances resulting from propeller/ice interaction.
K. Miscellaneous Machinery Requirements

K 100 Starting arrangements
101 The capacity of the air receivers shall be according to the requirements in Pt.4 Ch.6 Sec.5 I.
If the air receivers serve any other purposes than starting the propulsion engine, they shall have additional
capacity sufficient for these purposes.
The capacity of the air compressors shall be sufficient for charging the air receivers from atmospheric to full
pressure in one (1) hour, except for a ship with the ice class ICE-1A* if its propulsion engine has to be reversed
for going astern, in which case the compressors shall be able to charge the receivers in half an hour.

K 200 Sea inlet and cooling water systems

201 The cooling water system shall be designed to ensure supply of cooling water when navigating in ice.
The sea cooling water inlet and discharge for main and auxiliary engines shall be so arranged that blockage of
strums and strainers is prevented.
For this purpose at least one cooling water inlet chest shall be arranged as follows:
1) The sea inlet shall be situated near the centre line of the ship and well aft if possible. The inlet grids shall
be specially strengthened.
2) As a guidance for design the volume of the chest shall be about one cubic metre for every 750 kW engine
output of the ship including the output of the auxiliary engines necessary for the ship's service.
3) To allow for ice accumulation above the pump suction the height of the sea chest shall not be less than:
h min 1.5 3 V s
Vs = volume of sea chest according to item 2.

The suction pipe inlet shall be located not higher than hmin/3 from top of sea chest.
4) A pipe for discharge cooling water, allowing full capacity discharge, shall be connected to the chest. Where the
sea chest volume and height specified in 2 and 3 are not complied with, the discharge shall be connected to both
sea chests. At least one of the fire pumps shall be connected to this sea chest or to another sea chest with de-icing
arrangements.
5) The area of the strum holes shall be not less than four (4) times the inlet pipe sectional area.
If there are difficulties in meeting the requirements of 2) and 3) above, two smaller chests may be arranged for
alternating intake and discharge of cooling water. The arrangement and situation otherwise shall be as above.
Heating coils may be installed in the upper part of the chest or chests.
Arrangements using ballast water for cooling purposes may be useful as a reserve in ballast condition but can
not be accepted as a substitute for sea inlet chests as described above.
K 300 Ballast system
301 An arrangement to prevent freezing of the ballast water shall be provided for in ballast tanks located fully
or partly above the LIWL, adjacent to the ship's shell, and needed to be filled for operation in ice conditions
according to A302. For this purpose the following ambient temperatures shall be taken as design conditions:
sea water temperature: 0C
air temperature: 10C.
Necessary calculations shall be submitted.
302 When a tank is situated partly above the LIWL, an air-bubbling arrangement or a vertical heating coil,
capable of maintaining an open hole in the ice layer, will normally be accepted.
The required heat-balance calculations may then be omitted.
Guidance note:
It is assumed that, before pumping of ballast water is commenced, proper functioning of level gauging arrangements
is verified and air pipes are checked for possible blockage by ice.
L. Guidelines for Strength Analysis of the Propeller Blade using Finite Element Method
See Appendix A for guidelines on strength analysis of the propeller blade using finite element method.

SECTION 4
VESSELS FOR ARCTIC AND ICE BREAKING SERVICE
A. General
101 The requirements in this section apply to icebreakers and to passenger and cargo vessels intended to
operate unassisted in ice-infested waters of sub-Arctic, Arctic and/or Antarctic regions.
102 Vessels intended for ice breaking as their main purpose and built in compliance with the following
requirements may be given one of the class notations ICE-05 (or -10 or -15) Icebreaker or POLAR-10 (or 20 or -30) Icebreaker, whichever is relevant.
Vessels built for another main purpose, while also intended for ice breaking, may be given the additional class
notation ICE-05 (or -10 or -15) or the notation POLAR-10 (or -20 or -30).
103 Arctic class vessels intended for special services where intermediate ice condition values are relevant
may, upon special consideration, be given intermediate notations (e.g. POLAR-25).
104 For POLAR class vessels the design ambient air temperature on which the classification has been based
will be given the special feature notation DAT(-XC). For details, see Sec.7.
105 For vessels with the class notation Icebreaker, and for other POLAR class vessels the maximum
operational speed on which the ramming design requirements have been based will be stated in the Appendix
to the classification certificate. The operational speed is in no case to be taken as smaller than stated in 300
for the various class notations.
A 200 Scope
201
The following matters are covered by the classification:

materials in structures exposed to low ambient air temperatures
subdivision, intact and damage stability
hull girder longitudinal and transverse strength
local hull structures exposed to ice loads
rudders and steering gears
propellers and propulsion machinery
sea suctions for cooling water
air starting systems.
MDHT
MDAT
MDLT
MAMDHT
MAMDAT
MAMDLT
MEHT
Mean Daily High (or maximum) Temperature

Mean Daily Average Temperature
Mean Daily Low (or minimum) Temperature
Monthly Average of MDHT
Monthly Average of MDAT
Monthly Average of MDLT
Monthly Extreme High Temperature
(ever recorded)
MELT
Monthly Extreme Low Temperature
(ever recorded).
Mean: Statistical mean over observation period (at least 20 years).
Average: Average during one day and night.
A 300 Design principles and assumptions
301 Each class notation is related to a particular ice condition that the vessel is expected to encounter.
Relevant design ice conditions are as given in Table A1. In case intermediate ice conditions are relevant (see
103), nominal ice strength shall be related to the selected nominal ice thickness.
302 Vessels with the class notation Icebreaker, and other POLAR class vessels are expected to encounter
pressure ridges and other ice features of significantly greater thickness than the average thicknesses specified
in Table A1. Vessels with the class notation POLAR only are assumed not to make repeated ramming attempts
if the ice fails to break during the first (occasional) ram unless the vessel's speed is kept well below the design
ramming speed. Vessels with class notation Icebreaker may make several consecutive attempts to break the
ice at maximum ramming speed. The design speed in ice infested waters when ramming may occur, VRAM,
shall be specified by the builder. In general this speed shall not be taken less than:

VRAM = VB + VH (m/s)
VB = specified continuous speed, when breaking maximum average ice thickness
VH = speed addition in thinner ice
= hice (see Table A1).
In no case the design ramming speed shall be taken less than:
VRAM (minimum)
= 2.0 m/s (3.9 knots) for the notation POLAR-10
= 3.0 m/s (5.8 knots) for the notation POLAR-20
= 4.0 m/s (7.8 knots) for the notation POLAR-30.
For vessels with the class notation Icebreaker the minimum speed is 2 m/s (3.9 knots) but not less than 1.5
times the speed specified above when POLAR class notation is also specified.
A 400 Definitions
401
General symbols and terms are also given in Sec.1 B100.
402
Symbols
VRAM =
ice =
hice =
EKE =
=
, =
CWL =
s
=
l
=
S
=
t
=
tk
=
=
tw
Z
=
AW =
A
=
design speed in m/s when ramming may occur, see also 302
nominal strength of ice in N/mm2, see Table A1
average ice thickness in m, see Table A1
vessel's kinetic energy before ramming
1/2 (VRAM)2 (kNm)
bow shape angles, see Fig.1
vessel's water line area coefficient on UIWL
stiffener spacing in m, measured along the plating. Stiffener web thickness may be deducted
effective span of stiffener in m as defined in Pt.3 Ch.1 Sec.3 C100
girder span in m. The web height of in-plane girders may be deducted
rule thickness of plating in mm
corrosion addition in mm
rule web thickness in mm
rule section modulus in cm3
rule web area in cm2, defined as the web thickness times the web height including thickness of flanges
rule cross-sectional area in cm2
Table A1 Ice conditions

Class
Type of ice encountered
notation
ICE-05
ICE-10
ICE-15
POLAR-10
POLAR-20
POLAR-30
Icebreaker
Winter ice with pressure ridges

Winter ice with pressure ridges and multi-year
ice-floes and glacial ice inclusions
As above
Nominal ice
strength
ice (N/mm2)
4.2
5.6
7.0
7.0
8.5
10.0
As above
Nominal ice
thickness
hice (m)
0.5
1.0
1.5
1.0
2.0
3.0
As above
Limiting
impact
conditions
No ramming
anticipated
Occasional
ramming
Repeated
ramming

F.P.
UIWL
1
m
C E N T R E L IN E
UIWL
B
B A S E L IN E
T
UT
OC
ST
EM
LIN
Fig. 1
Bow shape angles
403 The hull structure (shell plating with stiffening) to be reinforced against local ice loads is divided into 7
different areas. The areas are defined as follows (see also Fig.3):
Bow area
Longitudinally from stem to a line parallel to and 0.04 L aft of the border line of flat side of hull forward. If the
hull breadth is increased over a limited length forward of the flat side the bow area need normally not extend
aftwards beyond the widest section of each waterline.
The bow area need not extend aftwards beyond 0.3 L from the forward perpendicular.
Vertically from a line defined by the distance zlm below LIWL (aft) and the intersection between the keel line
and the stem line (forward) to a line defined by the distances zua (aft) and zuf (forward) above UIWL. For ships
with an ice knife fitted, the line of the lower vertical extension may be drawn to a point 0.04 L aft of the upper
end of the knife and further down to the base line (see also Fig.3).
Stem area
The part of the bow area between the stem line and a line 0.06 L aft of the stem line or 0.125 B outboard from
the centre line, whichever is first reached.
Vertically from a line defined by the distance zla below LIWL, to a line defined by the distance zua above
UIWL.
Stern area
Longitudinally from the stern to a line parallel to and 0.04 L forward of the border line of flat side of hull aft,
or to a line 0.2 L aft of amidships, whichever is the aftermost.
Vertically from a line defined by the distance zla below LIWL, to a line defined by a distance zua above UIWL.
Midship area
Longitudinally from the stern area to the bow area.
Vertically from a line defined by the distance zlm below LIWL, to a line defined by a distance zua above UIWL.
Bottom area
Longitudinally aft of 0.3 L from forward perpendicular and transversely over the flat bottom including
deadrise. For ships with bow ice knife, the bottom area may be extended forward to the ice knife.
Lower transition area
Transition area between the bottom area and the adjacent stern, and midship areas respectively.
Lower bow area
The area below the bow area.
UIWL and LIWL are defined in Sec.1 B200.
Values of zla, zlm, zua, and zuf are given for various class notations in Table A2.

Table A2 Vertical extent of ice reinforced areas

Class notation
Parameters for vertical extent (m)
zlm1)
zua
zuf
zla
ICE-05
1.7
1.1
0.8
1.5
ICE-10
2.2
1.6
1.0
2.0
ICE-15
4.6
3.7
1.9
2.5
POLAR-10
2.9
2.3
1.4
2.2
POLAR-20
6.0
4.6
2.8
3.7
POLAR-30
11.9
9.2
4.2
5.2
1) z (maximum) =
the
vertical
distance
from
the
LIWL
to
the
point
on
the
frame
contour
amidships
where
lm
the tangent is at 45 degrees.
A 500 Documentation
501 UIWL and LIWL as well as the border line of flat side shall be indicated on the shell expansion plan
together with the ice reinforced areas as given in Fig.3.
502 Maximum design ramming speed (VRAM) in ice infested waters as well as design speed for continuous
ice breaking operations (VB) shall be stated on the midship section plan for ships with class notations POLAR
or Icebreaker.
503
For documentation in connection with stability and watertight integrity, see L300.
504 Applicable design specifications for the operation of the vessel in ice infested waters shall be stated in
the ship's loading manual, see Pt.3 Ch.1 Sec.5 F and Pt.3 Ch.2 Sec.4 E.
Possible design specifications are:
allowable draughts, maximum and minimum

loading conditions with respect to strength and stability
ambient temperature
design speed
ramming speed
instruction for filling of ballast tanks
astern operation in ice.
505 Where ice exposed plating is fitted with a special wear addition, the plate thickness including wear
addition shall be given on the shell expansion plan in addition to the net thickness required by the rules.
Fig. 2
Ice reinforced areas

506
Documentation requirements for stability and watertight integrity can be found in L200.
B. Materials and Corrosion Protection

B 100 Design temperatures
101 Steel grades to be used in hull structural members shall be determined based on the design temperature
for the structure in question with requirements as given in Sec.7.
102 For POLAR class notations steel grades in exposed structures (external structure as defined in Sec.7)
shall be based on air temperatures lower than those generally anticipated for world wide operation. Unless a
service restriction notation is also given, limiting the navigation to specified areas and/or time of year, the
design temperature shall not be taken higher than -30C (corresponding extreme low temperature
-50C).
For operation in lower design temperatures, this must be clearly specified.
103 For ICE class notations no special consideration for low ambient air temperatures are given unless
specified by the builder.
B 200 Selection of steel grades
201 Plating materials for various structural categories of exposed members above the ballast waterline of
vessels with class notation POLAR shall not be of lower grades than obtained from Sec.7 using design
temperatures as defined in 100.
Plating materials of non-exposed members and of vessels with class notation ICE shall not be of lower grade
than obtained according to Pt.3 Ch.1 Sec.2 Table B1and Pt.3 Ch.2 Sec.2 Table B1.
Cranes shall be in compliance with DNV Standard for Certification No. 2.22 Lifting Appliances.
B 300 Coatings
301
Wear resistant coating is assumed used for the external surfaces of plating in ice reinforced areas.
B 400 Corrosion additions

401 Hull structures are in general to be given a corrosion addition tk as required by the main class, see Pt.3
Ch.1 Sec.2 and or Pt.3 Ch.2 Sec.2.
C. Ship Design and Arrangement

C 100 Hull form
101 The bow shall be shaped so that it can break level ice effectively and at continuous speed, up to a
thickness as indicated in Table A1 for the various class notations.
102 Vessels with class notation Icebreaker, and other POLAR class vessels shall have a bow shape so that
the bow will ride up on the ice when encountering pressure ridges or similar ice features that will not break on
the first ramming.
103 Masts, rigging, superstructures, deckhouses and other items on deck shall be designed and arranged so
that excessive accumulation of ice is avoided. The rigging shall be kept at a minimum, and the surfaces of
erections on deck shall be as even as possible.
104 Weathertight doors and hatches shall be suitably designed for use in low temperature environment with
respect to:
105
strength of cleats and the choice of steel with adequate ductility

flexibility of packing material
ease of maintenance, e.g. interior accessible grease fittings
ease of operations, e.g. low weight and preference to central handwheel operated cleats.
Air pipe closures shall be designed so that icing or freezing will not make them inoperable.
106 Freeing ports shall be designed so that blocking by ice is avoided as far as possible and so that they are
easily accessible for removal of ice should blocking occur.
C 200 Appendages
201 In vessels with class notation Icebreaker and in other POLAR class vessels an ice knife may be
required forward to avoid excessive beaching and submersion of the deck aft. This requirement will be based

on consideration of design speed and freeboard, and may result in additional requirements regarding
accelerations and strength.
202
Ice horns shall be fitted directly abaft each rudder in such a manner that:
the upper edge of the rudder is protected within two degrees to each side of midposition when going astern,
and
ice is prevented from wedging between the top of the rudder and the vessel's hull.
C 300 Mooring equipment
301 The housing arrangement for anchors shall be designed so that possible icing will not prevent the anchor
from falling when released.
D. Design Loads
D 100 Ice impact forces on the bow
101 The vertical design force component due to head on ramming (not applicable to vessels with class
notation ICE only) is given by:
P ZR = PR FEL (kN)
C R E IMP 0.6
0.4
P R = 28 -------------------- ( ice tan )
in general
tan
0.1
B
For spoon bows: tan = 1.2 --------------cos
2
tan
E IMP = E KE --------------------------2
tan + 2.5
F EL =
E IMP
----------------------------------2
E IMP + C L P R
3
L
C L = -------------------------10
3 10 I V
CR = 1 for the class notation POLAR only

= 2 for the class notation Icebreaker
EKE, ice, and as defined in A400.
L as defined in Sec.1 B100.
IV = moment of inertia in m4 about the horizontal neutral axis of the midship section.
102 The total design force normal to the shell plating in the bow area due to an oblique impact with an ice
feature is given by:
P ZR F SIDE
P OI = ------------------------- (kN)
cos
ice 0.05
1.9
F SIDE = ----------------------- ----------
in general
0.4 E
KE
( tan )
0.1
B
tan = 1 .2 --------------cos
for spoon shaped bows
PZR = vertical ramming load as given in 101

L and B as defined in Sec.1 B100.
EKE, ice, and as defined in A400.

D 200 Beaching forces

201 The vertical design force resulting from beaching on a large ice feature (not applicable to vessels with
class notation ICE only) is in general given by:
P ZB = G B k b E KE LB (kN)
GB =
C WL ( C WL 0.5 )
------------------------------------------( C WL + 1 )
kb = 2 go (1 rfw)
rfw = reduction factor due to energy lost in friction and waves
= 0.3.
EKE, ice, CWL, and as defined in A400.
L, B and go as defined in Sec.1 B100.
202 For vessels with ice knife as shown in Fig. 3 the vertical design force in beaching need not be taken larger
than:
10.6C WL BLX tan
P ZB = ------------------------------------------------------ (kN)
2
1 + 15 [ 0.55 (X L) ]
X
= horizontal distance from FPICE to centre of vertical ram bow in m
FPICE = intersection point of stem line and deepest icebreaking waterline
= waterline area coefficient.
C WL
L and B as defined in Sec.1 B100.
D 300 Ice compression loads amidships
301 All vessels shall withstand line loads acting simultaneously in the horizontal plane at the water level on
both sides of the hull. These loads are assumed to arise when a vessel is trapped between moving ice floes.
302
The design line loads shall be taken as:

q=
165
( hice )1.5
sin f
= 950 ( hice )1 .5
[kN/m ]
[kN/m] for vertical side shells ( f
< 10)
hice = average ice thickness as defined in A400
f = angle of outboard flare at the waterlevel. The outboard flare angle shall not be taken as less than 10
degrees.
D 400 Local ice pressure

401 All vessels shall withstand local ice pressure as defined for the different ice class notations and as applied
to the different ice reinforced areas. The design pressure shall be applied over a corresponding contact area
reflecting the type of load in question.
402
FA =
=
=
=
=
=
=
=
=
The basic ice pressure is in general to be taken as:

po = 1 000 FA ice (kN/m2)
correction factor for ice reinforced area in question
1.0 for bow and stem area in general.
0.6 for midship area in general
0.5 for midship area if ship breadth in bow area larger than ship breadth in midship area
0.20 for bottom area of vessels with notation Icebreaker or POLAR
0.10 for bottom area of vessels with notation ICE only
0.6 for stern area in general
0.8 for stern area in ships with class notation Icebreaker
1.0 for the stern area in ships with class notation Icebreaker or POLAR, and 0.8 for ships with ICE
notations, fitted with pod or thruster propulsion units, and designed for continuous operation astern. The
stern area structure shall in general be dimensioned as outlined for bow structure. See also G700.

For the transition areas and Lower Bow area, 2/3 of the FA-value for the adjacent area above may be used in
general.
ice as defined in A400.
403
The design pressure is in general to be taken as:

p = FB po (kN/m2)
FB
= correction factor for size of design contact area AC

=
=
2
0.58
------------------- for A C 1.0 m
0.5
( AC )
2
0.58
---------------------- for A C > 1.0 m
0.15
( AC )
ho w (m2)
h in general
s, maximum for longitudinals
l, maximum for non-longitudinal frames
1.4 l, maximum for connection area of non-longitudinal frames
S, maximum for girders supporting longitudinals
l, maximum for stringers supporting non-longitudinal frames
effective height of contact area in m
0.4 hice (m) in general
0.64 hice (m) in the stern area; for vessels fitted with pod or thruster propulsion units, and designed
for continuous operation astern
= 0.8 hice (m) in stem area in general
=
=
=
=
=
=
=
=
=
=
AC
ho
hstem
2
P - 0.6 --------------------------------tan + tan -
-----------------
645 ice
tan
0.5
in stem area for vessels with class notation POLAR or Icebreaker

= 0.8 hstem (m) in bow area outside stem area
= h as given for stem area.
B
0.1
For spoon bows: tan = 1.2 --------------cos

P
w
=
=
=
=
=
=
=
the largest of PZR and PZB as given in D100 and D200.

critical width of contact area in m
l for longitudinals
s for non-longitudinal frames
1.4 l for connection area for longitudinals
l for vertical girders supporting longitudinal main frames
S for stringers supporting vertical main frames.
l, S, and as defined in A400.

The relations are illustrated in Fig.4.

IC E
SHEET
h ice
h
W
V E R T IC A L G IR D E R S
LO N G IT U D IN A L S T R IN G E R S
Fig. 3
Design contact areas
D 500 Accelerations
501 Substructures, equipment and supporting structures shall withstand accelerations arising as a result of
impacts with ice features.
502 The combined vertical acceleration at any point along the hull girder (not applicable to vessels with class
notation ICE only) may be taken as:
2.5P ZR
a v = ------------------ F X
(m s )
FX = 1.3 at F.P.
= 0.1 at midships
= 0.4 at A.P.
Linear interpolation shall be applied between specified positions.
PZR as derived in 100.
as defined in Sec.1 B100.
av does not include the acceleration of gravity.
503
The combined transverse acceleration at any point along the hull girder may be taken as:
3P OI
a t = ------------ F X
(m s )
FX = 1.5 at F.P.
= 0.25 at midships
= 0.5 at A.P.
Linear interpolation shall be applied between specified positions.
POI as derived in 100.
504
The maximum longitudinal acceleration is taken to be the same at any point along the hull girder.

1.1P ZR tan ( + ) 7P ZR H
a l = -------------------------------------------- + -----------------
L
( m s )
= maximum friction angle (between steel and ice), normally taken as 10

H = distance in m from lowest waterline to position considered.
PZR as derived in 100.
as defined in A400.
E. Global Strength
E 100 General
101 Hull girder shear forces and bending moments as stipulated in this subsection shall be combined with
relevant stillwater conditions as stipulated for the main class. Wave load conditions as stipulated for the main
class need not be regarded as occurring simultaneously with the shear forces and bending moments resulting
from ramming and beaching.
102 The shear forces and bending moments shall be regarded as the design values at probability level
equivalent to the maximum load in a service life of 20 years.
103 In addition to the maximum stress requirements given in this subsection, individual elements shall be
checked with respect to buckling under the ramming and beaching load conditions, according to accept criteria
as stipulated for the main class.
E 200 Longitudinal strength
201 The following requirements are applicable to vessels with class notation Icebreaker and other POLAR
class vessels (i.e. not to vessels with class notation ICE only).
202
by:
The design vertical shear force at any position of the hull girder due to ramming and/or beaching is given
QICE = kiq P (kN)
k iq =
=
=
=
0.4 at F.P.
1.0 between 0.05 L and 0.1 L from F.P.
0.4 between 0.7 L and 0.2 L from A.P.
0.0 at A.P.
Between specified positions kiq shall be varied linearly. Values of kiq may also be obtained from Fig.5.
P
= PZR as given in D100 or

= PZB as given in D200, whichever is the greater.
The thickness requirements for side shell and possible longitudinal bulkhead platings shall be calculated for
different cargo and ballast conditions as stipulated in Pt.3 Ch.1 Sec.5 D replacing QW with QICE as calculated
above.
Fig. 4
Distribution of vertical shear force due to ramming and beaching

Fig. 5
Distribution of vertical bending moment due to ramming
Fig. 6
Distribution of vertical bending moment due to beaching
203 The design vertical sagging bending moment at any position of the hull girder due to ramming and/or
beaching is given by:
MICE S = 0.25 kim P L (kNm)
k im = 0.0 at F.P. and A.P.
= 1.0 between 0.25 L from F.P. to 0.35 L from A.P. for ramming load condition
= 1.0 between 0.3 L and 0.5 L from F.P. for beaching load condition.
Between specified positions kim shall be varied linearly. Values of kim may also be obtained from Fig.6 and
Fig.7 for ramming and beaching load conditions respectively.
P = P ZR or PZB as given in D100 or D200 for ramming and beaching load conditions respectively.
L as defined in Sec.1 B100.
204 The design vertical hogging bending moment at any position of the hull girder due to vibration following
the initial ramming is given by:
MICE H = 0.6 MICE SR (kNm)
MICE SR =as given in 203 for ramming load condition.
205
The section modulus requirement about the transverse neutral axis is given by:
M S + M ICE 3
3
Z = ---------------------------- 10 ( cm )
0.7 f
MS = design stillwater bending moments according to Pt.3 Ch.1 Sec.5 B

MICE = design bending moment due to ramming and/or beaching, see 203 and 204.
The most unfavourable combinations of stillwater and ramming/beaching bending moments shall be applied.
206 The buckling strength of longitudinal strength members in bottom, side and deck as well as longitudinal
bulkheads subject to compressive and/or shearing loads shall be checked according to Pt.3 Ch.1 Sec.13.

E 300 Transverse strength amidships

301 The line loads specified in D300 shall be applied at different water levels including UIWL and LIWL as
found necessary depending on the structural arrangement of the vessel.
302 The line loads shall be applied over one full hold/tank length or as found necessary to assess the structural
strength of transverse bulkheads and decks supporting the ice reinforced regions.
303 The calculations of transverse strength amidships shall be based on the most severe realistic combination
of ice compression loads and static load conditions.
304 Recognised structural idealisation and calculation methods shall be applied. Effects to be considered are
indicated in Pt.3 Ch.1 Sec.12 D200.
305
The calculated stresses shall not exceed allowable stresses as stipulated in Pt.3 Ch.1 Sec.12 B400.
E 400 Overall strength of substructure in the foreship

401 The total impact forces as stipulated in D100 may have a decisive effect on primary structural systems
in the foreship. The loads are assumed to be evenly distributed in such a manner that local pressures will not
exceed those stipulated for local members directly exposed to the load as given in D402.
The design ramming load (not applicable to vessels with class notation ICE only) taken as
PZR/cos
shall be applied with its center on the stem line at the water line forward. The most unfavourable design draught
forward shall be assumed with regard to positioning of the load.
402
403 The design bow side impact load taken as POI should be positioned at various positions within bow side
area considered critical for the overall strength of the substructure.
Such parts of the bow side area which are aft of the border line of the flat side need normally not be considered with
respect to POI.
404 Recognised structural idealisation and calculation methods shall be applied. Effects to be considered are
indicated in Pt.3 Ch.1 Sec.12 D200.
405 The equivalent stress as defined in Pt.3 Ch.1 Sec.12 B400 shall not exceed f. This is normally achieved
for girder type members when the bending stress is not exceeding 0.9f and the mean shear stress over a web
cross-section is not exceeding 0.45f.
F. Local Strength
F 100 General
101
The requirements in this subsection apply to members that may be directly exposed to local ice pressure.
102 The buckling strength of web plates and face plates in girders and stringers subject to ice loads shall be
checked according to methods given in Pt.3 Ch.1 Sec.13 or equivalent.
103 In curved regions of ice exposed plating, the stiffening is normally to be in the direction of the maximum
curvature.
104 Framing in ice reinforced areas are in general to have symmetrical cross-section with the web to the
extent possible positioned at right angle to the plane of the plate. The bending efficiency and tripping capacity
of frames shall be documented by calculations according to recognised methods as considered necessary.
105
Ice exposed knuckles are in general to be supported by carlings or equivalent structures.
106 Plate fields adjacent to stem and possible knuckles in the forward shoulder shall be supported so as to be
of square shape or otherwise locally strengthened to equivalent standard.
F 200 Plating
201
The thickness of plating exposed to patch load is generally not to be less than:
0.75
s
t = 23k a --------------0.25
ho
kw po
------------ + t (mm)
mp f k
ka = aspect ratio factor for plate field

= 1.1 0.25 s/ l, maximum 1.0, minimum 0.85

kw = influence factor for narrow strip of load (perpendicular to s)

4.2
= 1.3 ------------------------------2- , maximum 1.0

( a s + 1.8 )
mp =
=
a =
=
ho =
=
b =
=
po =
tk =
bending moment factor

f(b/s), see Table F1 (taking r as b/s)
s in general
ho for transversely stiffened panels
h, see D400
s, whichever is the smaller
s in general
ho for longitudinally stiffened plating
basic ice pressure in kN/m2 as calculated in D400
corrosion addition as given in B500.
s and l as defined in A400.

F 300 Longitudinal stiffeners
301 Stiffeners in the bow-, midship- and stern ice reinforced areas which are largely parallel to the waterline
are defined as longitudinals.
302
The web sectional area of stiffeners in ice reinforced areas shall not be less than:
1
3.7 ( l 0.5s ) h o p o
2
A W = ----------------------------------------------------- + A K ( cm )
sin l
and the web thickness shall not be less than:

p o 0.67 h w h o 0.33
------------
t w = 1.5 -----------------
+ tk
f sin
ts
(mm)
for flanged profiles.

Table F1 Parameters for local strength formulae (general application)
r
mp
me
0.05
27.4
132.3
0.10
14.25
67.9
0.15
9.87
46.5
0.20
7.69
35.8
0.25
6.40
29.5
0.30
5.57
25.3
0.35
4.95
22.3
0.40
4.50
20.2
0.45
4.09
18.5
0.50
3.77
17.2
0.60
3.31
15.4
0.70
3.02
14.1
0.80
2.83
13.4
0.90
2.72
13.0
1.00
2.68
12.9
For intermediate values of r the parameters may be obtained by linear interpolation.
The section modulus shall not be less than:

1 2
l
po wk
41h o
Z = ---------------------------------------------- sin
( cm )
The stiffener connection area ao as defined in Pt.3 Ch.1 Sec.11 C400 shall not be less than:
ho = h, see D400
= s, whichever is smaller
hw = height of web in mm

6.5 c h 0 ( l 0.5s )p 0
10cP
a 0 = --------------- = -------------------------------------------------------
sin
sin ( 1.4l )
po =
=
=
ts =
( cm )
basic ice pressure in kN/m2 as calculated in D400

0.45 f
0.9 f
shell plate thickness in mm.
s, l and y as defined in A400.

AK = tk hw 10 -2 (cm2)
wk = section modulus corrosion factor, see Pt.3 Ch.1 Sec.3 C1004
c = factor as given in Table C4 of Pt.3 Ch.1 Sec.11 C400.
= 0.5 for AC 1.0
= 0.15 for AC > 1.0
AC = as defined in D403
= angle of web with shell plating.
tan
= tan ----------- , and as shown on Fig.8

sin
1
Fig. 7
Determination of -angle
F 400 Other stiffeners

401
The web sectional area shall not be less than:

1
5.8k s ( h o s )
( l 0.5s )p o
2
A W = ------------------------------------------------------------------- + A K (cm )
l sin
and the web thickness shall not be less than:

p o 0.67 h w s 0.33
---------
t w = 1.5 -----------------
+ tk
ts
f sin
(mm)
for flanged profiles.

The section modulus shall not be less than:
2 1
po wk
520l s
Z = ----------------------------------------
m e h o sin
( cm )
For end connections with brackets, section modulus including bracket shall be at least 1.2 Z. the bracket
thickness shall not be less than tw.
The connection area ao as defined in Pt.3 Ch.1 Sec.11 C400 shall not be less than:
( C + 0.5h )
h1
1
- ( l 0.5s )h o p o
1 0.1 ------2
l
2
a 0 = --------------------------------------------------------------------------------------------------- ( cm )
l sin
5.8cs
( C + 0.5h )
1
o
1
o
- 1.5 --------------------------------ks = 1 + 0.5 --------------------------------3
2
= 0.69 minimum
C1 = arm length of bracket in m
ho = h, see D400
= l, whichever is the smaller
h1 = h
= 1.4 l, whichever is the smaller
hw = web height in mm
me = bending moment factor
= f (ho/ l), see Table F1 (taking r = ho/ l) in general
=
8
-------------------------h h
2 ----o- ----o
l l
for stiffener with simply supported ends

po =
=
=
=
ts =
basic ice pressure in kN/m2, see D400

0.45 f
0.9 f in general
0.8 f when both ends are simply supported
shell plate thickness in mm.
s, l and y as defined in A400.

AK = tk hw 10-2 (cm2)
wk = section modulus corrosion factor, see Pt.3 Ch.1 Sec.3 C1004
c = factor as given in Table C4 of Pt.3 Ch.1 Sec.11 C400
= 0.5 for AC 1.0
= 0.15 for AC > 1.0
AC = as given in D403
= angle of web with shell plating.
F 500 Girders
501 Within ice reinforced areas, girder structures supporting shell stiffeners shall be considered for ice
loading. The ice load area to be applied for the girder system will depend on the structure considered, its
position and orientation etc. The ice pressure load and load area are generally to be taken as given in D403.
Guidance note:
For other girders reference is made to E304 and E305.
502
For girders being part of a complex system of primary structures, analysis by direct calculation may be

required. For such girder structures in the foreship, the requirements given in E400 apply.
503 The following requirements apply to evenly spaced girders for which the ends may be considered as
fixed, simply supported or constrained due to repetitive continuation of the member beyond the support. The
stiffness of supported members (frames or longitudinals) is assumed to be much smaller than the stiffness of
the girder considered.
The web sectional area at any point along a girder shall not be less than:
5.8 k s a b p o
2
A W = ----------------------------- + A K ( cm )
sin A C
and the section modulus shall not be less than:

2
550S bp o w k
Z = ----------------------------------
m e sin A C
ks = shear factor, see Table F2 (taking r as (a + s)/S)

s = spacing of secondary members in m
me = bending moment factor
= f (a/S) in case of a continuous member, see Table F1 (taking r as a/S)
24
- in case of fixed ends
= ----------------------------2
3 --a- --a
S S
8
= --------------------------- in case of simply supported ends
2 --a- --a
S S
a
b
ho
po
AC
=
=
=
=
=
=
=
=
=
=
=
=
=
S in general
ho, maximum for girders supporting longitudinals
l in general
ho, maximum for girders supporting non-longitudinal frames
h, see D400
basic ice pressure in kN/m2 as given in D400
0.45 f
0.9 f in general
0.8 f when both ends are simply supported
0.5 for AC 1.0
0.15 for AC > 1.0
as given in D403
angle of web with shell plating.
l and S as defined in A400.

AK and wk, see 302.

Table F2 Shear factor ks
r
0.0
1.00
0.1
0.99
0.2
0.96
0.3
0.92
0.4
0.87
0.5
0.81
0.6
0.75
0.7
0.69
0.8
0.62
0.9
0.56
1.0
0.50
1.1
0.5-0.05 i
1.2
0.5-0.10 i
1.3
0.5-0.15 i
1.4
0.5-0.20 i
1.5
0.5-0.25 i
i = b/2s. maximum = 1.0
1.00
0.99
0.98
0.96
0.93
0.89
0.85
0.80
0.74
0.69
0.63
0.63-0.06 i
0.63-0.12 i
0.63-0.18 i
0.63-0.24 i
0.63-0.30 i
1.00
0.95
0.90
0.85
0.80
0.75
0.70
0.65
0.60
0.55
0.50
0.5-0.05 i
0.5-0.10 i
0.5-0.15 i
0.5-0.20 i
0.5-0.25 i
G. Hull Appendages and Steering Gears

G 100 General
101 Sternframes, rudders, propeller nozzles and steering gears are in general to be designed according to the
rules given in Pt.3 Ch.3 Sec.2 and Pt.4 Ch.14 Sec.1.
102 Additional requirements for ice reinforced vessels are given in the following. For vessels with rudders
which are not located behind the propeller, special consideration will be made with respect to the longitudinal
ice load.
103 Plating materials in rudders, propeller nozzles and rudder horns shall be in accordance with Sec.7.
Forged or cast materials in structural members subject to lower design temperatures than 10C according to
B100 shall be impact tested at 5C below (colder than) design temperature.
104
The rudder stock and upper edge of the rudder shall be effectively protected against ice pressure.
105 Aft of the rudder an ice horn with depth minimum = 0.8 hice or an equivalent arrangement shall be
arranged.
106
as:
Exposed seals for rudder stock are assumed to be designed for the given environmental conditions such
ice formation
specified design temperature.
G 200 Ice loads on rudders
201 An ice load area is defined on the rudder with a length equal to the length of the rudder profile lr and
height equal to the effective ice load height (h). The general design rudder force (FR) is given by the following
formula:
FR = 0.2 (h lr)0.85 K po (kN)
z
z b l 0.01 L
K = 1 + ----------------------------z =
zbl =
L =
po =
distance from rudder bottom to centre of the assumed ice load area in m
distance from rudder bottom to the ballast waterline in m
as defined in Sec.1 B100
as given in D400.

The rudder force FR gives rise to a rudder torque (MTR) and a bending moment in the rudder stock (MB), which
both will vary depending on the position of the assumed ice load area, and on the rudder type and arrangement
used.
In general the load giving the most severe combination of FR, MTR and MB with respect to the structure under
consideration shall be applied in a direct calculation of the rudder structure.
The design value of MTR is given by:
M TR = FR (0.6 l r XF) (kNm)
= 0.15 FR l r minimum
XF = longitudinal distance in m from the leading edge of the rudder to the centre line of the rudder stock.
In lieu of direct calculation design values of MB and FR, applicable for the rudder stock diameter at the lower
end, may normally be taken as:
Spade rudders:
FR = 0.2 (h l r)0.85 po (kN)
MB = FR HB (kNm)
Semi spade rudders:
FR = 0.2 (h l r)0.85 po (kN)
MB = 0.5 FR HP (kNm)
Balanced rudders:
F R = 0.2 ( hl r )
HB
------------------------------ p (kN)
1
+
2z b l 0.02L o
0.85
MB = 0.25 FR HH (kNm)
HB
HP
HH
h
=
=
=
=
distance (m) from lower end of rudder to middle of neck bearing

distance (m) from lower end of rudder to middle of pintle bearing
distance (m) from centre of heel bearing to centre of neck bearing
as given in D403.
202 An additional ice load area is defined on the uppermost part of the rudder including ice knife with a
length equal to the rudder (including ice knife) (lr) and height below the hull equal to the nominal ice height
(hice). This gives rise to a force (F) given by:
F = k p hice l r (kN)
p
k
= design ice pressure in kN/m2 in stern area as given in D400

= 0.7 in general
= 1.0 for vessels with class notations POLAR or Icebreaker.
The force F shall be divided between rudder and ice knife according to their support position. The force acting
on the ice knife may generally be taken as:
F ( X XF )
F K = -------------------------( XK XF )
X
XK
=
=
=
=
distance from leading edge of rudder to point of attack of the force F

0.5 l r (m) minimum
0.67 l r (m) maximum
distance in m from leading edge of rudder to centre of ice knife.
G 300 Rudder scantlings

301 The scantlings of rudders, rudder stocks and shafts, pintles, rudder horns and rudder actuators shall be
calculated from the formulae given in Pt.3 Ch.3 Sec.2, inserting the rudder torque MTR, bending moments MB
and rudder force FR as given in 201, all multiplied by factor 0.7.
302 Provided an effective torque relief arrangement is installed for the steering gear, and provided effective
ice stoppers are fitted, the design rudder torque need not be taken greater than:
M TR = MTRO
MTRO = steering gear relief torque in kNm.

303 For rudder plating the ice load thickness shall be calculated as given in F200 using the basic ice pressure
as given for the stern area reduced linearly to half value at the lower end of the rudder.
304 Scantlings of rudder, rudder stock, rudder horn, rudder stoppers and ice knife as applicable are also to be
calculated for the rudder force given in 202 acting on the rudder and ice knife, with respect to bending and
shear. Allowable stresses as given in F400.
G 400 Ice loads on propeller nozzles
401 A transverse ice load area positioned at the level of the nozzle center is defined on the nozzle with a length
equal to the nozzle length and a height equal to the ice load height h given by:
h
402
= 0.8 hice in general

= 0.6 hice for nozzle directly inside of protecting structures, e.g. other nozzle or propeller.
The following two alternative longitudinal ice load areas shall be considered:
an area positioned at the lower edge of the nozzle with a width equal to 0.65 D and a height equal to the
height of the nozzle profile
an area on both sides of the nozzle at the propeller shaft level, with a transverse width equal to the height
of the nozzle profile and with a height equal to 0.35 D. Both symmetric and asymmetric loading shall be
checked.
D = nozzle diameter.
403 The design ice pressure p (in kN/m2) for the stern area as given in D400 shall be assumed for the ice load
areas specified under 401 and 402 giving rise to a force (F) given by:
F = k p A (kN)
A
k
= ice load area as defined in 401 and 402

= 0.7 in general
= 1.0 for vessels with class notations POLAR or Icebreaker.
G 500 Propeller nozzle scantlings

501 The scantlings of the propeller nozzle and its supports in the hull shall be calculated for the ice loads
given in 400, with stresses not exceeding allowable values given in F400. For nozzle plating the ice load
thickness shall be taken as given in F200 using the design ice pressure as given for the stern area.
G 600 Steering gear
601 The main steering gear shall be capable of putting the rudder over from 35 on one side to 30 on the
other side in 20 seconds, when the vessel is running ahead at maximum service speed (corresponding to MCR)
and at deepest ice draught.
602
For the additional class notation Icebreaker the above time shall not exceed 15 seconds.
603 The effective holding torque of the rudder actuator, at safety valve set pressure, shall be capable of
holding the rudder in the preset position, when backing in ice, unless arranged in accordance with 302 and 604.
The holding torque means the rudder torque the actuator is capable to withstand before the safety valve
discharges.
The holding torque need normally not exceed the values given in Table G1.
Table G1 Values of holding torque
ICE-05 to -15
0.5 MTR
POLAR-10 to -30
0.75 MTR
Icebreaker
MTR
MTR = as given in 201.

604 The torque relief arrangement, when installed, shall provide protection against excessive rudder ice peak
torque, e.g. when backing towards ice ridges.
The arrangement shall be such that steering capability is either maintained or speedily regained after activation
of such arrangement.
605 All hydraulic rudder actuators shall be protected by means of relief valves. Discharge capacity at set
pressure shall not be less than given in Table G2.
Table G2 Relief valve discharge capacity
Rudder speed (degrees/s)
ICE-05 to -15
4.5
POLAR-10 to -30
5
Icebreaker
6.5

606
Where practicable rudder stoppers working on the rudder blade or head shall be fitted.
G 700 Podded propulsors and azimuth thrusters

701 Vessels operating in ice and equipped with podded propulsors or azimuth thrusters shall be designed
according to operational mode and purpose stated in the design specification. If not given, it shall be assumed
that the vessel will be intended for continuous operation astern. This information shall also be stated in the
ship's papers.
702
Ramming astern is not anticipated.
703 The structure (housings, struts, bearings etc) of the pod/thruster shall be dimensioned for basic ice
pressures as given in D400 for stern area in accordance with requested class notation and the operational mode.
704 Documentation of both local and global strength capacity of the pod and or thruster shall be submitted
for class assessment. Recognised structural idealisation and calculation methods shall be applied.
705 The equivalent stress as defined in Pt.3 Ch.1 Sec.12 B400 shall not exceed y. This is normally achieved
for girder type members when the bending stress is not exceeding 0.9y and the mean shear stress over a web
cross-section is not exceeding 0.45y
H. Welding
H 100 General
101 The requirements in this subsection apply to members that may be directly exposed to local ice pressure
and support structures for these. Otherwise weld dimensions shall be in accordance with the rules for main
class.
H 200 External welding
201 The welding of ice strengthened external plating to stiffeners and to webs and bulkheads fitted in lieu of
stiffeners is in any case to have a double continuous weld with throat thickness which is not less than:
0.55 s p o
t = ------------------------- + 0.5t k (mm)
fw
Where fw = yield strength in N/mm2 of weld deposit. See Pt.3 Ch.1 Sec.11 and Pt.3 Ch.2 Sec.11.
Need not be greater than:
= 0.45 plate thickness for mild steel, and
= 0.50 plate thickness for high strength steel.
If the welding method leads to deeper penetration than normal, the additional penetration can be included in
the throat thickness.
Weld throat shall in no case be less than for main class requirements.
H 300 Fillet welds and penetration welds subject to high stresses
301 In structural parts where high tensile stresses due to local ice load act through an intermediate plate, the
throat thickness of double continuous welds shall not be less than given by Pt.3 Ch.1 Sec.11 C202, with =
0.77 i.
i = calculated maximum tensile stress in abutting plate due to ice load in N/mm2.
302 Where high shear stresses in web plates due to local ice load, double continuous boundary fillet welds
shall have throat thickness not less than given by Pt.3 Ch.1 Sec.11 C302 with = 0.77 i.
i = calculated maximum shear stress due to ice load in N/mm2.
I. Machinery Systems
I 100
Pneumatic starting arrangement
101 In addition to the requirements given in Pt.4 Ch.6 Sec.5 for a vessel having a propulsion engine(s), which
has to be reversed for going astern, the compressors shall have the capacity to charge the receivers in half an
hour.
I 200
201
Sea inlets and discharges

The sea cooling water inlet and discharge for main and auxiliary engines shall be so arranged that

blockage of strums and strainers by ice is prevented.

In addition, the requirements in Pt.4 Ch.6 Sec.5 B302 and B303 shall be complied with.
202 At least one of the sea chests shall be sufficiently high to allow ice to accumulate above the pump
suctions and cooling water tank inlet, arranged as follows:
1) The sea inlet shall be situated near the centre line of the ship and well aft if possible. The inlet grids shall
be specially strengthened.
2) As a guidance for design the volume of the chest shall be about one cubic metre for every 750 kW engine
output of the ship including the output of the auxiliary engines necessary for the ship's service.
3) To allow for ice accumulation above the pump suction the height of the sea chest shall not be less than:
h min 1.5 3 V s
Vs = volume of sea chest according to item 2.

The suction pipe inlet shall be located not higher than hmin/3 from top of sea chest.
4) The area of the strum holes shall be not less than four (4) times the inlet pipe sectional area.
Heating coils may be installed in the upper part of the chests.
203 A full capacity discharge branched off from the cooling water overboard discharge line shall be
connected to the sea chests. At least one of the fire pumps shall be connected to this sea chest or to another sea
chest with de-icing arrangement.
I 300
Sea cooling water arrangements
301 The sea cooling water inlets and discharges for main and auxiliary engines shall be connected to a
cooling water double bottom tank having direct supply from the sea chests. The cross-sectional area of the
supply line between each sea chest and the cooling water tank shall be twice that of all pump suctions connected
to the tank.
Vessels with the class notation Icebreaker or POLAR shall comply with 303 to 307.
302
303 The cooling water tank volume in m3 shall be at least 0.01 times the output in kW of the main and
auxiliary engines.
304 The sea water suction line strainers required in Pt.4 Ch.6 Sec.5 shall be arranged outstream from the
cooling water tank.
305
The sea water cooling pumps shall be of the self-priming type or connected to a central priming system.
306 The sea water cooling and ballast piping shall be arranged so that water in the cooling water tank can be
circulated through the ballast tanks for the purpose of spare cooling capacity in the case of blocked sea chests.
307 Arrangements providing additional cooling capacity equivalent to that specified in 301 through 306 may
be considered.
I 400
401
Ballast system
Arrangement to prevent freezing shall be provided for ballast tanks where found necessary.
Guidance note:
Double bottom tanks are normally not required to be provided with arrangement to prevent freezing.
J. Propulsion Machinery and Propellers

J 100
101
General
Special cold climate environmental conditions shall be taken into consideration in machinery design.
102 Materials exposed to sea water:

Materials exposed to sea water, such as propeller blades, propeller hub and blade bolts shall have an elongation
not less than 15% on a test piece the length of which is five times the diameter. Charpy V impact test shall be
carried out for other than bronze and austenitic steel materials. Test pieces taken from the propeller castings shall
be representative of the thickest section of the blade. An average impact energy value of 20 J taken from three
Charpy V tests is to be obtained at minus 10C.
Materials exposed to sea water temperature:

Materials exposed to sea water temperature shall be of steel or other approved ductile material. An average impact
energy value of 20 J taken from three tests is to be obtained at minus 10C. Nodular cast iron of Grade NV 1 and
NV 2 may be used for relevant parts in CP-mechanism. Other type of nodular cast iron with elongation 12% may
be accepted upon special consideration for same purposes.
103 Grey cast iron is normally not accepted for components subject to ice shocks, as e.g. thrust bearing
housings.
104 Shafting systems equipped with specially designed mechanical torque limiting devices are subject to
special consideration. Such devices, when accepted, shall comply with redundancy type R2 in Pt.4 Ch.1.
The torque limit is normally not less than 1.5 KA TO.
For KA and TO, see 500.
105 Ice induced vibrations (repetitive ice chocks) in the shafting system shall be considered.
Forced torsional vibration calculations shall include an evaluation of transient vibrations excited by ice on the
propeller.
106 For non-reversible machinery plants, special means shall be provided for reversing the propellers stuck
in ice.
107 The propulsion line shall be designed such that the blade failure load Fice given in 404 shall not cause
damage in the blade bolt connection, propeller hub, pitch mechanism, shaft connection, propeller shaft and
thrust bearing.
Guidance note:
Damage, in this context, means when the stresses in the highest loaded part of the considered cross section reaches
yield stress. The local effect of stress raisers may be ignored.
Blade failure load (Fice) is the load causing plastic bending of the propeller blade in a section just outside the root
fillet.
J 200
201
cs
Engine output
The maximum continuous output of propulsion machinery shall not be less than:
P = 1.5 cs cp I N B [1 + 1.6 T + 27 (0.1 I N / T0.25)0.5] (kW)
=
=
cp =
=
IN =
B =
T
1.0 for vessels with conventional icebreaker stem

0.9 + / 200; minimum 1.0, but need not exceed 1.2
1.0 for controllable pitch propeller
1.1 for fixed pitch propeller
ice class number (figure added to class notation)
moulded breadth at waterline (m), local increase in way of stem area is normally not to be taken into
account
= rule draught (m)
= stem angle (see Fig.1).
202 When the vessel is provided with special means which will improve her performance in ice (e.g. air
bubbling system), the input rating of machinery used for such purpose may be added to the actual rating of
propulsion machinery.
The propeller rating is, however, not to be less than 85% of that required in 201.
203 When the vessel is provided with a nozzle of efficient design, a reduction of required engine output
corresponding to increase of thrust in ice conditions will be considered. The reduction is, however, not to
exceed 20% of required output in 201 and 202.
204 Additional reduction of the required output may be considered for a vessel having design features
improving her performance in ice conditions. Such features shall be documented, either by means of model
tests or full scale measurements.
It is understood that such approval can be revoked, if experience motivates it.
J 300
Determination of ice torque and loads
301 Ice torque (TICE), used for determination of scantlings in propellers and shafting systems, shall be taken
as follows:
TICE = m D2 (kNm)

The factor m is given in Table J1 as function of ice class:

Table J1 Values of m
Ice class
ICE-05
ICE-10
ICE-15
POLAR
m
16
21
27
33
Icebreaker
ICE-05
ICE-10
ICE-15
POLAR
m
21
30
30
40
D = propeller diameter in m.
302 For propellers running in nozzles of satisfactory design, the ice torque will be considered based on
submitted documentation, e.g. measurements carried out on similar vessels.
However, if nothing else is documented, the following may be used:
TICE = (0.9 - 0.01 m D-0.5) m D2 (kNm)
Large fragments of ice shall not have free access into or towards the front of the nozzle.
303 Axial loads in shaftline:
F = TH + 1.5 FLE (axial load, ahead)
F = 0.8 TH + FLE (axial load, astern)
The axial load F shall be applied on the propeller side of the thrust bearing.
TH and FLE according to 400 and 500.
J 400
Propeller
401 The blade scantling requirements given in Sec.2 apply, except as given below. In calculations involving
the ice torque, TICE according to 300 shall be applied.
Propeller blade scantlings of martensitic austenitic and ferritic martensitic stainless steel may be specially
considered.
402 Arrangement of propellers in ice classes ICE-15 and POLAR-10 to -30 shall be such that large
fragments of ice do not have free access into the front of the propeller disc within 0.7 radius.
403 When the outer sections of the propeller blade is not subject to special consideration according to Sec.2
C201, the blade tip thickness at the radius 0.95 R shall not be less than:
t = ( m + 2D )
490- (mm)
--------
D and b as given in 404.

b shall not be taken higher than 2.5 y.
For propellers running in nozzles blade tip thickness smaller than above may be accepted. The tip thickness,
however, shall not be less than 3/4 of the above value.
The thickness of the blade edge and the propeller tip shall not be less than 50% of minimum t as given above,
measured at 1.25 t from the edge or tip, respectively. For propellers where the direction of rotation is not
reversible, this requirement only applies to the leading edge and propeller tip.
404 The fitting of the propeller blades and the pitch control mechanism shall withstand a design static load
not less than:
2
n cr tr
6
F ICE = 0.3 --------------------------------------- 10
(kN)
D [ 0.9 R R R ]
This load shall be applied on the blade at a radius 0.9 R and at an offset from blade centre axis of 2/3CTE or 2/
3CLE, whichever is the greater.
2/3C TE 2/3CLE
0.9R

n = 0.37 b + 0.6 y
b = ultimate tensile strength of the blade (N/mm2)
y = the blade yield stress or 0.2% offset point (N/mm2)
cr
tr
D
R
RR
=
=
=
=
=
the length of the blade section at RR radius (mm)

the corresponding thickness (mm)
propeller diameter (m)
D/2 (m)
radius to a blade section taken at the termination of the blade root fillet (rounded upwards to the nearest
R/20), ref. cr and tr (m)
CTE = distance from axis of rotation of the blade to the trailing edge, measured along the cylindrical section at
0.9 R
CLE = distance from axis of rotation of the blade to the leading edge, measured along the cylindrical section at
0.9 R.
405 Propeller blade bolts shall have a section modulus, referred to an axis tangential to the bolt pitch
diameter, not less than:
W BS = 0 .15 S c r t r
RB
=
=
=
=
n 0.9 R B R
------ ---------------------------- y 0.9 R R R
( mm )
1.0 for CP-propellers

1.25 for FP-propellers
yield stress of bolt material (N/mm2)
radius to bolt plan (m).
cr, tr and n as given in 404.

The bolts shall have a design which minimises stress concentrations in transition zones to threads and bolt head
as well as in way of the threads, and reduces risk for plastic deformations in the threads.
406 For all parts in the pitch control mechanism, which are subject to variable ice loads, stress concentration
shall be taken into consideration.
407 The blade fitting and other parts in the pitch control mechanism shall be designed to withstand all forces
produced by the pitch control system at its maximum power. The forces shall be assumed to act towards one
blade at a time.
Guidance note:
The pitch control mechanism shall be designed for the following dynamic ice loads:
FLE = TICE / 0.9 R (kN) at leading edge,

FTE = 0.5 FLE at trailing edge,
applied at the 0.9 radius perpendicular to the blade plane at the respective blade edges.
Number of load cycles to be considered shall not be taken less than one million for ice classes ICE-05 to -15 and
infinitive for POLAR-10 to -30 and class notation Icebreaker. The design pressure of the hydraulic system shall
not be taken less than twice the pressure needed to produce the blade spindle torque based on the above forces. The
forces are assumed to act on one blade at a time only.
408
Fitting of the propeller to the shaft is given in Pt.4 Ch.4 Sec.1 as follows:
flanged connection in B300

keyless cone connection in B400
keyed cone connection in B500.
(Considering 0C sea water temperature)
If the propeller is bolted to the propeller shaft, the bolt connection shall have at least the same bending strength
as the propeller shaft.
J 500
501
Propulsion shaft line reinforcement

Determination of factors for ice reinforcement of shaft line.
TO = torque (kNm) in the actual component

TICE = ice torque (kNm) according to 300
u
= gear ratio (if no reduction gear, or for components on the propeller side of a reduction gear use u = 1)

= equivalent mass moment of inertia in kgm2 based on torque of all parts on engine side of component
under consideration.
Masses rotating with engine speed to be transformed according to:
Iequiv = I actual u2
In propulsion systems with hydraulic coupling, torque converter or electromagnetic slip coupling, the masses
in front of the coupling shall not be taken into consideration
I
It
502
= equivalent mass moment of inertia of propulsion system in kgm2. (Masses in front of hydraulic or
electromagnetic slip coupling shall not be taken into consideration.)
Application factor for diesel and or turbine machinery in general:
K Aice = 1 +
Tice I
uT0 I T
503 Application factor for electric motor machinery or diesel machinery with hydrodynamic torque
converter:
1) Diesel engine with torque converter or hydrodynamic coupling:
T
T I
K Aice = TC max + ice
T0
uT0 I t
TTC max = maximum possible transmittable torque through converter/coupling.

2) Electric motor drive:
T
T I
K Aice = max + ice
T0
uT0 I T
Tmax = motor peak torque (steady state condition).

Alternatively to the above criteria, the ice impact load may be documented by simulation of the transient
dynamic response in the time domain. For branched systems, such simulation is in general recommended.
504
Regarding shaft connections, use KAice in Pt.4 Ch.4 Sec.1 as follows:
flange connections, see B300

shrink fit connections, see B400
keyed connections, see B500.
505 The diameter of the propeller shaft in way of aft bearing and at least a length 2.5 times the required
diameter forward of propeller flange or hub, shall not be less than:
2
0.9 n c r t
d p = 1.16 ---------------------------------------------
[
0.9
(
R
R
)
]
R
y
1
--3
(mm)
cr t2 = actual value of blade section considered at the termination of the blade root fillet (rounded upwards to
nearest 1/20 of R).
y refers to the shaft material.
n refers to the blade material, see 404.
cr and t as given in 404.
The propeller shaft diameter may be evenly tapered to 1.15 times the required intermediate shaft diameter
between the aft bearing and the second aft bearing. Forward of this bearing the propeller shaft diameter may
be reduced to 1.05 times the required diameter of the intermediate shaft (using material factor valid for
propeller shaft).
The propeller shaft flange thickness (propeller fitting) shall be at least 0.3 times the actual shaft diameter. The
fillet radius shall be at least 0.125 times the actual shaft diameter.
506
The diameter of intermediate shafts shall be determined based on methods given in Pt.4 Ch.4 Sec.1 B201.
a) When using the classification note 41.4 the necessary reinforcement is determined by using KAice in the
given criteria.
b) With KAice 1.4 the method in Pt.4 Ch.4 Sec.1 B206 may be used, i.e. no ice reinforcement beyond 1A1
rules.
c) When using the method in Pt.4 Ch.4 Sec.1 B208, the minimum diameter in item 3 of that paragraph shall

be multiplied with:
K Aice
1.4
but not less than 1.0

In item 4 of same paragraph, the vibratory torsional stress v is replaced by:
v = 0.5 (K Aice 1) T0
and shall not exceed C.

507 Support and construction of the thrust bearing shall be designed to avoid excessive axial shaft
movements caused by heavy axial forces when the propeller hits ice.
The thrust bearing shall have static strength designed for not less than the nominal thrust plus the static ice force
as defined in 404. The ice force is assumed to act in the axial direction. Both forward and astern directions shall
be considered.
The basic static load ratings of roller bearings shall not be less than 2 times the load.
For calculation of the bearing pressures in the ice conditions, the following thrust force applies:
THI = 1.1 TH + 0.25 FLE 0.75 FLE (kN)
FLE = according to 407
TH = mean bollard thrust of the propeller or 1.25 times the mean thrust at maximum continuous ahead speed,
in kN.
Calculated lifetime (B10) of roller bearings shall be minimum 40 000 h, by applying the load THI.
508 For reduction gears, use KAice in Pt.4 Ch.4 Sec.2.
Axial ice load according to 507, when applicable, shall be considered with respect to bearing arrangement and
stiffness of the gear housing.
509
For clutches, use KAice in Pt.4 Ch.4 Sec.3 B100.
510
For torsional elastic coupling, use KAice in Pt.4 Ch.4 Sec.5 B200.
K. Thrusters
K 100 General
101
Special cold climate environmental conditions shall be taken into consideration in the thruster design.
102
Means for heating and circulation of lubrication and hydraulic oil shall be provided.
K 200 Propulsion thrusters

201
Thrusters, which are used for propulsion purpose, shall comply with the relevant requirements in J.
Guidance note:
Any thruster intended to be used for propulsion in ice, not only the main propulsion thrusters, is defined as propulsion
thrusters in this context.
202 Steering gear for azimuth thrusters shall be designed to withstand all relevant ice loads. Both ice loads
on propeller nozzle (G400) and on propeller blade (J400) shall be considered.
K 300 Other thrusters
301
For shafting the following applies:
Maximum peak torque, which may occur due to ice in the propeller, shall be taken into consideration.
The load F in 303 shall be considered for the propeller shaft.
Maximum permissible equivalent stress is 80% of the yield stress or 0.2% proof stress of materials.
302
For reduction gears the application factor (KA) shall be taken as minimum 1.2.
303 The propeller blade shall be designed to withstand a peak load, without exceeding 80% of blade material
yield or 0.2% proof stress of:

T
F = ------------------------------------0.85R sin 0.85
(kN)
= maximum peak torque of prime mover (kNm)
0.85 = pitch angle at radius 0.85 R
R
= propeller radius (m).
The load F is assumed to apply at 0.85 R, perpendicular to the blade plane.
L. Stability and Watertight Integrity

L 100 Application
101 Vessels with a length LF of 24 m and above and class notation Icebreaker or POLAR shall comply
with the requirements of Pt.3 Ch.3 Sec.9 as well as the requirements of this subsection.
Guidance note:
The requirements contained in this section are based on the IMO MSC/Circ.1056 Guidelines for Ships Operating in
Arctic Ice-covered waters as applicable for polar classes 1 to 3.
L 200 Documentation
201
Documentation for approval
preliminary damage stability calculations

final damage stability calculations
(not required in case of approved limit curves, or if approved lightweight data are not less favourable than
estimated lightweight data).
202
Documentation for information
internal watertight integrity plan.

203
Details of above documentation are given in Classification Note No. 20.1.
L 300 Requirements for intact stability

301
The initial metacentric height GM shall not be less than 0.5 m.
302
Account shall be taken of the effect of icing in the stability calculations.

Guidance note:
The realistic figures for thickness and density of the accumulated ice load may vary with different areas. In lack of
detailed information the following ice loads should be accounted for:
- 30 kg per square metre on exposed weather decks and gangways
- 7.5 kg per square metre for projected lateral area of each side of the vessel above the water plane
- the weight distribution of ice on discontinuous structures such as railings, rigging, posts and equipment shall be
included by increasing the total area for the projected lateral plane of the vessel's sides by 5%. The static moment
of this area shall be increased by 10%.
303
Suitable calculations should be carried out and or tests conducted to demonstrate the following:
1) the ship, when operated in ice within approved limitations, during a disturbance causing roll, pitch, heave
or heel due to turning or any other cause, should maintain sufficient positive stability, and
2) when riding up in ice and remaining momentarily poised at the lowest stem extremity, should maintain
sufficient positive stability.
304 Sufficient positive stability in paragraphs 303 1) and 2) means that the ship is in a positive state of
equilibrium with a positive metacentric height of at least 150 mm, and a line 150 mm below the edge of the
freeboard deck as defined in the applicable LL-Convention, is not submerged.
305 For performing stability calculations on ships that ride up onto the ice, the ship should be assumed to
remain momentarily poised at the lowest stem or extremity as follows:
for a regular stem profile, at the point at which the stem contour is tangent to the keel line
for a stem fitted with a structurally defined skeg, at the point at which the stem contour meets the top of the skeg
for a stem profile where the skeg is defined by shape alone, at the point at which the stem contour tangent

intersects the tangent of the skeg, or

for a stem profile of novel design, the position should be specially considered
the same considerations shall be made for ships designed for breaking ice at the stern.
L 400 Requirements for damage stability
401 The damage assumptions in 402 to 403 and the criteria in 407 and 408 shall be the basis of damage
stability calculations.
402
The dimensions of an ice damage penetration should be taken as:
longitudinal extent 0.045 of deepest ice waterline length if centred forward of the point of maximum beam
on the waterline, and 0.015 of waterline length otherwise,
depth 760 mm measured normal to the shell over the full extent of the damage, and
vertical extent the lesser of 0.2 of deepest ice draught, or of longitudinal extent.
403 The centre of the ice damage may be located at any point between the keel and 1.2 times the deepest ice
draught. The vertical extent of damage may be assumed to be confined between the keel and 1.2 times the
deepest ice draught.
404 If damage of lesser extent than that specified above results in a more severe condition, such lesser extent
shall be assumed.
405
For pipes, ducts or tunnels situated within the assumed extent of damage, see 500.
406
The following permeability factors shall be assumed:
store rooms:
0.60
machinery spaces:
0.85
tanks and other spaces:
0.95
partially filled ballast tanks: consistent with minimum tank content.
407
Damage criteria at the final stage of flooding:
the final equilibrium waterline after damage shall be below the edge of any non-watertight opening
the final equilibrium heel angle after damage shall not exceed 15. This may be increased to 17 if the deck
edge is not submerged
GZ after damage has at least 20 positive range beyond equilibrium
maximum GZ of at least 0.10 m within 20 beyond the maximum equilibrium position.
408
Damage criteria at the intermediate stages of flooding:
the waterline after damage shall be below the edge of any non-weathertight opening
the heel angle after damage shall not exceed 25. This may be increased to 30 if the deck edge is not
submerged
GZ after damage has at least 10 positive range beyond equilibrium
maximum GZ of at least 0.05 m within 10 beyond the maximum equilibrium position.
409 A maximum allowable VCG curve with respect to damage stability shall be included in the stability
manual. Otherwise the damage stability approval shall be limited to the presented loading conditions.
L 500 Requirements to watertight integrity
501 As far as practicable, tunnels, ducts or pipes which may cause progressive flooding in case of damage,
shall be avoided in the damage penetration zone. If this is not possible, arrangements shall be made to prevent
progressive flooding to volumes assumed intact. Alternatively, these volumes shall be assumed flooded in the
damage stability calculations.
502 The scantlings of tunnels, ducts, pipes, doors, staircases, bulkheads and decks, forming watertight
boundaries, shall be adequate to withstand pressure heights corresponding to the deepest equilibrium waterline
in damaged condition.

SECTION 5
SEALERS
A. General
101
The requirements in this Section apply to vessels specially built for catching.
102
Vessels built in compliance with the following requirements may be given the class notation Sealer.
A 200 Hull form

201 The hull form of the vessel shall be suitable for navigation in pack ice and shall be such that the ship
cannot be pressed down by ice. The sides of the hull shall be convex, with the greatest breadth at the first
continuous deck above the design waterline. The angle between the tangent to the ship's side at the deck and
the vertical shall not be less than 5 degrees.
B. Strength of Hull and Superstructures

B 100 Ship's sides and stem
101 The scantlings of shell plating, frames, girders and stem shall at least be as required for ice class ICE05, see Sec.4.
B 200 Superstructures
201 Side plating in superstructures shall have increased thickness in an area extending not less than 1 m above
the upper ice waterline (UIWL), as defined in Sec.1 B, of the vessel or above deck if the vessel has no freeboard
mark. In the mentioned area the plate thickness forward of 0.25 L from F.P. shall not be less than:
t = 10 + 0.08 L (mm)
Aft of 0.25 L from forward perpendicular the plate thickness shall not be less than:
t = 7.5 + 0.06 L (mm)
202 Frames in superstructures in way of crew accommodation shall have a section modulus at least 50% in
excess of the requirement for main class. The frames shall have brackets at both ends.
203 Intermediate frames with section modulus as for frames according to 202, shall be fitted in way of the
strengthened side plating stated in 201. The top of intermediate frames shall be connected to a horizontal girder
of same depth as the frames and with a flange area not less than 10 cm2. The horizontal girder shall be attached
to all side frames.
C. Sternframe, Rudder and Steering Gear

C 100 Design rudder force
101
The scantlings shall be based on a rudder force 3 times the design rudder force for main class.
C 200 Protection of rudder and propeller

201
Ice fins shall be fitted for protecting rudder and propeller.
D. Anchoring and Mooring Equipment

D 100 General
101
The equipment may be as required for fishing vessels.
E. Machinery
E 100 Output of propulsion machinery
101
The output shall not be less than 735 kW. If the vessel has a controllable pitch propeller, the output

requirement may be reduced by 10%.

E 200 Thrust bearing, reduction gear, shafting and propeller
201
The scantlings are at least to be as required for class notation ICE-05, see Sec.4.
E 300 Machinery systems

301
For requirements to sea inlets and cooling water system, see Sec.3 J602.

SECTION 6
WINTERIZATION
A. General
101 The requirements in this section apply to ships intended for service in cold climate environments.
The WINTERIZED BASIC notation is relevant for vessels operating in cold climate environments for shorter
periods, not necessarily including ice covered waters.
The WINTERIZED COLD (t1, t2) and WINTERIZED ARCTIC (t1, t2) are relevant for vessels operating in
cold climate environments for longer periods, where:
t1
t2
= material design temp. in C

= extreme design temp. in C.
Guidance note:
The design temperatures are defined by the user when signing the class contract. The material design temperature
should reflect the lowest mean daily average air temperature in the area of operation. The extreme design temperature
may be set to about 20C below the lowest mean daily average air temperature, or the material design temperature, if
information for the relevant trade area is not available.
The WINTERIZED ARCTIC (t1, t2) notation also takes the environmental vulnerability of the Arctic regions
into consideration.
102
The class notation WINTERIZED BASIC may be assigned to ships complying with the requirements in B.
Guidance note:
For the purpose of calculating heat balances for space heating an extreme temperature of - 30C may be assumed
103 The class notation WINTERIZED COLD (t1, t2) may be assigned to ships complying with the
requirements in subsections B and C.
104 The class notation WINTERIZED ARCTIC (t1, t2) may be assigned to ships complying with the
requirements in subsections B through D.
A 200 Documentation
201 For the class notation WINTERIZED BASIC, the following plans and particulars shall be submitted for
approval:
arrangement of anti-icing and de-icing equipment for the various areas. Heating capacities shall be
specified
diagram of compressed air supply to important consumers outside machinery space
electrical single line distribution diagrams for anti-icing and de-icing equipment with information about:
- full load
- cable type and cross section
- make, type and rating of fuse and switch gear
- make, type and rating of heating cable
electrical schematic diagram, for all control and instrumentation circuits, with information on make, type
and rating of all equipment
fastening arrangement and spacing of electrical cables and fluid pipes for heating purposes
mechanical de-icing arrangements, methods and location
storage facilities and specification of hand tools for manual ice removing, protective clothing, lines, etc., to
be carried onboard
test program for anti-icing and de-icing systems.
The following manuals shall be submitted for approval and shall be kept onboard:
manual for anti-icing precautions and de-icing procedures.
202 For the class notation WINTERIZED COLD (t1, t2), the following documentation shall be submitted
for approval in addition to the documentation required by 201:
heat balance calculations

arrangements for anti-freezing of ballast tanks and fresh water tanks.

The following manual shall be submitted for approval and shall be kept onboard:
stability manual including load conditions with ice accretion.
203 For the class notation WINTERIZED ARCTIC(.. , ..), the following documentation shall be submitted
for approval in addition to the documentation required by 201 and 202:
documentation as specified for the class notation OPP-F

calculations for Oil Outflow Index
documentation of stern tube/CP propeller oils
calculations of bunker capacity.
documentation as specified for the selected ice class notation.
A 300 Definitions
301
Required measures against ice accretion are divided in two categories:
category I
category II.
302 For category I installations anti-icing arrangements are required with sufficient capacity to keep the
equipment or areas free from ice (generally by means of heating or cover) at all times.
303
Typical category I installations are related to:

navigation
steering
propulsion
anchoring
lifesaving/escape routes.
304 For category II installations de-icing arrangements are required with sufficient capacity for removal of
accreted ice within a reasonable period of time (normally 4 to 6 hours) under the icing conditions specified.
305
Typical category II installations are related to:

decks and superstructures
helicopter decks
railings
cargo deck area.
B. Requirements for WINTERIZED BASIC

B 100 Arrangements, anti-icing and de-icing
101 Arrangements and methods for anti-icing and de-icing will be considered for approval in each case.
Manual de-icing may be accepted to a limited extent.
Guidance note:
More detailed requirements for different parts of the ship and equipment may be found later in B100.
102
Heating power capacity for anti-icing and de-icing shall not be less than:
300 W/m2 for open deck areas, helicopter decks, gangways, stairways, etc.
200 W/m2 for superstructures
50 W/m for railings with inside heating.
Heating capacities for other areas will be considered in each individual case.
103 In arrangements with electric heating cables or heating pipes with fluids as heating medium, special
attention shall be paid to the heat transfer from the cables or pipes to the equipment or structure to be heated.
The spacing of cables or pipes shall be appropriate for efficient heating. The fastening of cables or pipes shall
be such that the heat will be readily dissipated to the equipment or structure to be heated.
104 Switchboard for anti-icing and de-icing shall be arranged as required for distribution switchboards. A
wattmeter or ampere meter, indicating the total load shall be installed on the switchboard. Marking on the
switchboard shall state the load on each circuit, as well as the total load.

105 All circuits shall have earth failure monitoring with automatic disconnection and alarm. Energized
circuits shall be indicated by means of a signal lamp for each circuit.
106 Heating cables shall be short circuit and overload protected as required by Pt.4 Ch.8. However, self
regulated cables do not require overload protection.
107 Motors on open deck, being part of category I or category II installations, shall be naturally cooled, i.e.
without external fan. The electrical installation shall also comply with the rule requirements in Pt.4 Ch.8.
108 For anti-icing and de-icing arrangements applying heating by fluids in pipes, the valves shall be marked
with equipment or area heated. Open and closed position of the valves shall also be indicated. Pumps applied
for anti-icing purposes (category I installations) shall be arranged with redundancy.
Due regard shall be paid to the piping arrangements avoiding that the heating fluid freezes.
The piping systems for anti-icing and de-icing purposes shall also to comply with the rules in Pt.4 Ch.6.
Guidance note:
Insulation of piping simultaneously with circulation of the heating medium is one way to ensure that the heating
medium is not freezing.
109 Supply of compressed air to category I consumers outside machinery space, shall be provided with air
drying sufficient to lower the dew point to not warmer than 30C at the actual pressure.
110 The specified installations (A300) of category I, shall have anti-icing arrangements, normally by heating
or cover. Other means of anti-icing may be accepted upon special consideration. Alternative means of
providing anti-icing shall not interfere with the proper functioning of the vessel.
Further detailed category I installations requiring anti-icing are:
communication equipment(i.e. antenna)
Guidance note 1:
Whip type antennae may not need heating arrangements.
scanning equipment (radar)

navigation lights.
Guidance note 2:
Normally, the navigation lights develop sufficient heat to avoid ice deposit, except for forward lower light.
window wipers, where arranged

Guidance note 3:
Reference is made to ISO 17899 for marine electric window wipers.
equipment necessary for maintaining propulsion (i.e. cooling water sea chests)
special equipment essential for safety, depending on type of vessel
fire fighting lines and monitors (if arranged for fighting fires in other vessels and offshore structures, e.g.,
class notation Fire Fighter)
anchors including windlass, chain and hawse pipe.
Guidance note 4:
For large vessels not occupied in coastal operations the anchor windlass can be accepted so arranged that a reasonable
time for ice removal is necessary (see A300), and a combination of de-icing and anti-icing may give an acceptable
availability.
air pipe vent heads for tanks.

Guidance note 5:
As a minimum this should be applied to ballast and fresh water tanks, as well as pressure relief valves for cargo tanks
if relevant.

air horns
lifeboats with davits
pick-up boats including launching area
rafts
escape exits including doors
storage facilities for lifesaving outfit, e.g., rescue suits, lines, picks and similar equipment for de-icing
purposes
ventilation inlets to spaces where ventilation is essential for the safe operation of the ship
scuppers and drains for heated decks and spaces.
111 Specified installations (A300) of category II, shall have de-icing arrangements.
Further detailed category II installations requiring de-icing are:
open deck areas

gangways and stairways
helicopter deck if any
superstructure
railings
outdoor piping
winches
shark jaw and guide pins
stern roller
deck lighting equipment.
In addition to the above, other operational equipment may be required to have de-icing arrangements as found
necessary.
112 Spaces containing piping or components with water shall have arrangements to prevent freezing of the
water.
Guidance note:
Assessment of heating need shall be based on an outdoor temperature of 30C.
113 Installations made in connection with optional class notations are not required fitted with de-icing or
anti-icing measures unless safety related.
Guidance note:
Rescue arrangements in a vessel with class notation Standby Vessel should be regarded as category I.
114
For tankers the following ship-type specific installations shall be considered as category I:
cargo tank ventilation arrangement (e.g. P/V valves, safety valves, flame arresters, P/V breakers).
ESD valves (gas tankers).
emergency towing arrangement.
115 Safe access to bow should as far as possible and practicable be located in an under-deck or on-deck
tunnel. If this is not fulfilled, personal safety equipment suitable for safe walking on iced surfaces must be
readily available for use close to the entrance to cargo deck.
116 For large vessels not occupied in coastal operations a longer ice removal period than defined in A305
may be considered for some of the category II installations, depending on an evaluation of the effect on the
vessel's safety.
B 200 Special equipment
201 Protective clothing, safety lines, hand tools, crampons for shoes and similar equipment for de-icing
purposes shall be kept onboard. The quantity of the equipment shall be sufficient for the assumed extent of
manual de-icing.
202 The equipment for manual de-icing shall be kept in storage facilities and at locations protected from
accretion of ice by covers or other anti-icing arrangements.
B 300 Power generator capacity
301 For calculation of required electric generator capacity (see Pt.4 Ch.8), the power requirements for the
heating arrangements shall be included as specified below:
100% of electric power needed for anti-icing purposes
50% of electric power needed for de-icing purposes.

302 For anti-icing and de-icing arrangements applying heating by fluids in pipes, additional capacity of steam
plants or thermal oil heaters must be calculated, taking 100% of the power consumption for category I
installations, and 50% of the power consumption for category II installations.
C. Additional Requirements for Class Notation WINTERIZED COLD (t1, t2)

C 100 General
In addition to the requirements given in B, ships with class notation WINTERIZED COLD (t1, t2) shall fulfil
the requirements given in this sub-section.
C 200 De-icing requirements
201
Ships with class notation WINTERIZED COLD (t1, t2) shall additionally fulfil the following:
anti-icing and/or de-icing of mooring equipment
de-icing and/or anti icing of cranes covered by CRANE notation
de-icing arrangements for anchor chain
fire main and foam main, if applicable, shall be heat traced or located inside a heated passageway
water pipes on open decks and in non-heated spaces shall be arranged self-draining or provided with heat
tracing
hydraulic oil systems on open decks and in non-heated spaces shall be arranged with heating, alternatively
special hydraulic oil for low temperatures shall be used
horizontal surfaces of superstructure used as walkways shall be provided with heating to ease ice removal
thermal protection suits including face masks, gloves and boots shall be provided for all crew members.
ballast tanks and fresh water tanks located partly or fully above ballast water line shall be provided with
means for heating unless it can be shown by calculations that the tanks will not freeze at the material design
temperature.
fuel oil storage tanks shall be provided with sufficient heating enabling transfer of fuel
fuel oil transfer lines exposed to the low temperature environment shall have heat tracing
where heating of horizontal deck areas and/or outdoor passageways is required in accordance with 101, the
heating capacity shall not be less than 450 W/m2.
Guidance note:
For calculation of heating need and choice of hydraulic oil for piping systems located outdoors, or in non heated
spaces, the extreme design temperature t2 should be used.
C 300 Ship arrangement

301 Life boats shall be located in deck-house recesses in superstructures or in separate semi-enclosures
provided with protection from water spray. Free fall lifeboats are not accepted unless they have alternative
means for lowering.
302 Anchor windlass shall be located inside a deckhouse, a semi-enclosure providing protection from water
spray or inside a forecastle space.
303 The Emergency towing arrangements aft on tankers shall be located inside a deckhouse, in a semienclosed space or in an under-deck space.
304 The cargo manifold, and manifold valves on tankers shall be located in a semi-enclosed space. If
protection by a semi-enclosure is impracticable alternative arrangements may be considered, e.g. hot water for
de-icing in combination with heat tracing of valves and portable covers with heating.
305
Access to the bow shall be arranged via an on-deck trunk or under-deck passageway.
306
Navigation bridge wings shall be fully enclosed.
307 A heated watchman's shelter shall be arranged at the gangway or at a location covering both the gangway
and the loading manifold.
308
Immersion suits shall be of the insulated type.
309 Engine room and other spaces containing important equipment shall be fitted with heating unless the
equipment and piping installations are so designed and/or heated that they can operate at the lowest indoor
temperature that can be generated by the lowest outdoor temperature, t2, defined in the notation, with realistic
space ventilation.
Guidance note 1:
Spaces that may need heating are: Emergency generator room, steering gear room, emergency fire pump room, CO2
rooms, foam rooms, battery rooms, cargo compressor rooms, cargo pump rooms and bow thruster rooms. Insulation

of the rooms should also be considered in order to improve heating efficiency.

Guidance note 2:
Heating of accommodation spaces is outside scope of class notations. However, it is assumed that the building
specifications states the conditions for calculating heat balance at extreme temperature conditions, i.e. indoor
temperature, humidity and re-circulation rate.
310 Emergency generators shall be so arranged and located that they are able to operate at the extreme design
temperature (t2).
311 The machinery shall be so located and arranged that the machinery is able to start from a black out after
30 minutes, taking realistic temperature drop in the machinery spaces at the extreme design temperature into
consideration. A procedure for start up after black out shall be approved and kept on board.
312 An ice search light shall be provided on the wheelhouse top capable of being remotely operated from the
wheelhouse.
313
Water based full flooding fire extinguishing system for engine room is not accepted.
Guidance note:
This requirement is given with respect to the situation in the engine room after a fire extinguishing situation when the
outdoor temperature is low, so that the water in the engine room may freeze and make the start-up impossible. A water
based system may be considered if the engine room is fitted with sufficient heating from a heat source outside engine
room to avoid temperature below 0C at the extreme outdoor temperature, t2, given in the notation. Such heating
arrangements must not be destroyed by heat, or by the water extinguishing being released.
C 400 Stability and Watertight Integrity

401 The vessels are in any intended service condition in cold climate, including additional weights due to
accretion of ice as specified in A305, to be able to satisfy intact and damage stability criteria.
402 The ice load as calculated according to 403 shall be included in the loading conditions and satisfying
applicable stability requirements.
The damage extent definition in combination with ice load may be taken from MSC/Circ. 1056. The damage
extent reference shall be included in the loading manual.
403
The ice weight distribution shall as a minimum be as calculated from the following:
W=
300
(1 C)
K
kg / m 2
where
W = the weight distribution over the horizontally projected area of the ship
K = constant, taken from Table C1
C = constant, taken from Table C2.
Table C1 K constant
Summer freeboard
FB 2 m
2 m < FB 6 m
6 m < FB 9 m
FB > 9 m
K
1
1.25
1.5
1.75
Table C2 C constant
Ship length
Lpp < 50 m
50 m Lpp < 100 m
100 m Lpp < 200 m
Lpp 200 m
C
0
0.075
0.2
0.25
For ships with length above 100 m, the weight distribution W aft of L/2 can be set to 100 kg/m2 based on
horizontally projected area.

404 The weight of ice on vertical surfaces has been taken into account and included in 403 and need not be
calculated separately.
C 500 Hull material
501 Material used in external structures above the lower ice waterline (LIWL), as defined in Sec.1 B, shall
be appropriate for the material design temperature given in the class notation. External structure is defined as
the plating with stiffening to a distance of 0.6 meter inwards from the shell plating, exposed decks and sides of
superstructure and deckhouses. The requirement also applies to masts.
502 Steel grades shall be selected in accordance with Pt.2 Ch.2 Sec.1 and as given in the requirements of the
DAT(t1) in Sec.7 B or as given in the requirements of the PC in Sec.8 H for ships built to the Rules in Sec.8.
C 600 Materials for equipment
601 All equipment exposed to the low temperature and being important for ship operations shall be made
from materials suitable for the material design temperature specified in the class notation.
Guidance note:
Cranes are outside of class scope and the material requirements are therefore not considered relevant for cranes.
602
Equipment for which 601 applies include, but is not limited to:
anchor chain and chain stopper (e.g. shackle, end link, swivel, common link and kenter shackle of chain;
lever, casing, shaft, shaft bearing, bush, roller of chain stopper; rod, casing, stopper bolt, bearing, bush, seat
of anchor stopper)
mooring equipment such as bollards, chocks, fairleads and roller pedestal (e.g. body and seat of fairleads
and bollards; roller, pin, boss, bush, seat of deck stand rollers; body of sunken bits; chain wheel, gear wheel,
shaft, casing, foundation bolt, drum, warping head of windlass/ mooring winches; mooring wires)
lifeboats and/or rescue boat davits and winches
rudderstock with flanges and bolts if flanged connection
cargo oil piping, vents
air pipes
hatches for cargo holds and cargo tanks
strongpoint for emergency towing
hydraulic oil pipes for deck machinery or valve remote control unless heated and insulated
hydraulic valve actuators
control air pipes unless heated and insulated.
helicopter deck, if applicable.
Windlass and mooring winches shall have foundation bolts and shaft bearing holding bolts made from low
temperature steel. Grey cast iron shall not be used in any load bearing parts.
Guidance note:
Electric cables exposed to the low temperature should comply with the latest revision of Canadian CSA standard
C22.2 No. 0.3 for impact test at -35C and bending test at -40C.
603
The anchor chain is to be chosen in accordance with the following table:
t1 -20C
t1 < -20C
Chain type
K2
K3
604 For equipment or parts of equipment fabricated from plate material, steel grades shall be selected as
follows, according to sec.7 B.
Class III:
life/rescue boat davits
mooring equipment
Class II:
other equipment not belong to class I or class III
Class I
natural vents
doors
access hatches

605 For equipment or parts of equipment fabricated from forged or cast material, the impact test temperature
and energy shall fulfil the requirements in Table C3.
Table C3 Material testing
t1
t1 -20C
-20C > t1 > -35C

t1 - 35C
ttest
0C
-20C
or
(0C)
- 20C
Charpy Value (minimum)

27 J
27 J
(48 J)
27 J
606 For pipes, steel grades according to Pt.2 Ch.2 Sec.4 D shall be used. As an alternative, the pipe material
can be selected in the same manner as for plate material as described in 603.
607
The wire ropes for lifeboat, rescue boat, and emergency towing shall fulfil the requirements in Table C3.
C 700 Testing of equipment

701 The following equipment shall be tested, as found necessary, for operation at the extreme design
temperature, t2:
lifeboats and liferafts
navigation equipment located outdoor
communication equipment located outdoor.
D. Additional Requirements for Class Notation WINTERIZED ARCTIC (.. , ..)

D 100 General
101 In addition to the requirements given in B and C, ships with class notation WINTERIZED ARCTIC (.. , ..)
shall fulfil the requirements given in this sub-section.
D 200 Ice strengthening and propulsion
201
The ship shall be built to an ice class notation according to Sec.3, Sec.4 or Sec.8.
202 Propellers intended for propulsion shall be of the controllable pitch (CP) type, when driven by diesel
engines, or either of controllable pitch (CP) or fixed (FP) type when electrically driven, provided that the
electrical systems are designed to provide 100% of the nominal torque from 100% to 20% of the rpm.
203 The propeller material shall be austenitic stainless steel or a material providing equivalent low
temperature properties.
204 The location of the power generation machinery and its auxiliary equipment shall be split between at
least two separate machinery spaces to limit the consequences of engine room fire or flooding.
The sources for space heating and heating of accommodation spaces shall also be divided between the
machinery spaces.
The optional class notation RPS (see Pt.6 Ch.2) will satisfy 204.
D 300 Enhanced oil pollution prevention
301
The requirements for class notation OPP-F (see Pt.6 Ch.1) shall be complied with.
302 For oil tankers the accidental oil outflow index: OM shall not exceed 0.01 calculated in accordance with
revised MARPOL Annex I, Reg. 23.
303 Cargo oil lines shall be located under deck or inside a deck trunk, except for the loading and unloading
manifold
304
Non-toxic and biodegradable oil shall be used for stern tube and CP propeller systems.
305 The bunker capacity shall be sufficient for at least 30 days operation of the ship's accommodation power,
in addition to what is needed for the transit distance.
D 400 Miscellaneous
401
Helicopter landing facility shall be provided.
402
Ice surveillance radar shall be fitted.

SECTION 7
DAT(-XC)
A. General
101 The requirements in this section apply to materials in ships of any type intended to operate for longer
periods in areas with low air temperatures (i.e. regular service during winter to Arctic or Antarctic waters).
Vessels built in compliance with the requirements of Sec.7, will be assigned the notation DAT(-XC),
indicating the design temperature applied as basis for approval.
A 200 Documentation
201
Specification of design temperature.
A 300 Definitions
301 External structure is defined, with respect to design temperature, as the plating with stiffening to a
inwards distance of 0.6 metre from the shell plating, exposed decks and exposed sides and ends of
superstructure and deckhouses.
302 Temperature terms definitions (see also Fig.1):
Design temperature is a reference temperature used as a criterion for the selection of steel grades. The design
temperature for external structures is defined as the lowest mean daily average air temperature in the area of
operation. This temperature is considered to be comparable with the lowest monthly mean temperature in the
area of operation 2C. If operation is restricted to summer navigation the lowest monthly mean temperature
comparison may only be applied to the warmer half of the month in question.
Guidance note:
The design temperatures are defined by the user when signing the class contract. The extreme design temperature may
be set to about 20C below the lowest mean daily average air temperature, or the material design temperature, if
information for the relevant trade area is not available.
Mean daily average temperature is the statistical mean average temperature for a specific calendar day, based
on a number of years of observations (= MDAT).
Monthly mean temperature is the average of the mean daily temperature for the month in question (=
MAMDAT).
Lowest mean daily average temperature is the lowest value on the annual mean daily temperature curve for the
area in question. For seasonally restricted service the lowest value within the time of operation applies.
Lowest monthly mean temperature is the monthly mean temperature for the coldest month of the year.

MEHT
MAMDHT
MDHT
MDAT
MAMDAT
MDLT
MAMDLT
LOWEST
MEAN DAILY
TEMPERATURE
MELT
JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC
JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC
Fig. 1
Commonly used definitions of temperatures
MDHT
MDAT
MDLT
MAMDHT
MAMDAT
MAMDLT
MEHT
MELT
Mean* Daily High (or maximum) Temperature

Mean* Daily Average Temperature
Mean* Daily Low (or minimum) Temperature
Monthly Average** of MDHT
Monthly Average** of MDAT
Monthly Average** of MDLT
Monthly Extreme High Temperature
(ever recorded)
Monthly Extreme Low Temperature
(ever recorded).
* Mean: Statistical mean over observation period (at least 20 years).

** Average: Average during one day and night.
B. Material Selection
B 100 Structural categories
101 Structural strength members or areas are classified in 4 different classes for the purpose of selecting
required material grades. The relevant members are classified as specified in Table B1. The classes are
generally described as follows:
Class IV:
Strakes in the strength deck and shell plating amidships intended as crack arrestors.
Highly stressed elements in way of longitudinal strength member discontinuities.
Class III:
Plating chiefly contributing to the longitudinal strength.
Fore ship substructure in vessels with notations Icebreaker or POLAR.
Appendages of importance for the main functions of the vessel, e.g. stern frames, rudder horns, rudder,
propeller nozzles and shaft bracket.
Aft ship substructures in vessels equipped with podded propulsors and azimuth thrusters, and intended for
continuous operation astern.
Foundations and main supporting structures for heavy machinery and equipment.
Crane pedestal and main supporting structure

Main supporting structure for helideck sub-structure

Frames for windlasses, emergency towing and chain stopper, when equipment is welded to foundation or deck
(i.e. not applicable when equipment is bolted to foundation or deck).
Guidance note:
Main supporting structures are primary load bearing members such as plates, girders, web frames/bulkheads and
pillars.
Class II:
Structures contributing to longitudinal and/or transverse hull girder strength in general.

Gutter bars of oil spill coamings attached to hull.
Structures for subdivisions.
Structures for cargo, bunkers and ballast containment.
Internal longitudinal members (stiffeners, girders) on plating exposed to external low temperatures where
class III and IV is required.
Deck house or superstructure exposed to longitudinal stresses within 0.6L amidship.
Class I:
Local members in general unless upgraded due to special considerations of loading rate, level and type of
stress, stress concentrations and load transfer points and/or consequences of failure.
Deckhouse or superstructure in general.
Cargo hatch covers.

Table B1 Material Classes of strength members in general.
Structural member
Within 0.4 L amidships

(Within 0.2 L aft of amidships and 0.3 L
forward of amidships in vessels with
notation Icebreaker or POLAR)
Elsewhere
II
II
III 7)
II
SECONDARY:
A1. Longitudinal bulkhead strakes, other than that
belonging to the Primary category
A2. Deck plating exposed to weather, other than that
belonging to the Primary or Special category

A3. Side plating
A4. Transverse bulkhead plating
PRIMARY:
B1. Bottom plating, including keel plate

B2. Strength deck plating, excluding that belonging to the
Special category
B3. B3. Continuous longitudinal members above strength
deck, excluding hatch coamings

B4. B4. Uppermost strake in longitudinal bulkhead
B5. Vertical strake (hatch side girder) and uppermost
sloped strake in top wing tank
SPECIAL:
C1. Sheer strake at strength deck 1), 2)

C2. Stringer plate in strength deck 1), 2)
C3. Deck strake at longitudinal bulkhead, excluding deck
C4.
C5.
C7.
C8.
C9.
1)
2)
3)
4)
5)
6)
7)
8)
9)
102
plating in way of inner-skin bulkhead of double-hull

ships 1)
Strength deck plating at outboard corners of cargo
hatch openings in container carriers and other ships
with similar hatch opening configurations 3)
IV
III 6)
Strength deck plating at corners of cargo hatch
openings in bulk carriers, ore carriers combination
carriers and other ships with similar hatch opening
configurations 4)
Bilge strakes 1),8),9)
Longitudinal hatch coamings of length greater than
0.15L5)
End brackets and deck house transition of longitudinal
cargo hatch coamings5)
Single strakes required to be of class IV or of grade NV E/EH and within 0.4 L amidships shall have breadths not
less than (800 + 5 L) mm, and need not to be taken greater than 1 800 mm, unless limited by the geometry of the
ships design.
Not to be less than grade NV E/EH within 0.4 L amidships in ships with length exceeding 250 m.
Min. class IV within cargo region.
Class IV within 0.6L amidships and class III within rest of cargo region.
Not to be less than grade NV D/DH.
May be class II outside 0.6 L amidships.
May be class II if relevant midship section modulus as built is not less than 1.5 times the rule midship section
modulus, and the excess is not credited in local strength calculations.
Not to be less than grade NV D/DH within 0.4 L amidships in ships with length exceeding 250 m.
May be of class III in ships with double bottom over the full breadth and length less than 150 m.
The material class requirement may be reduced by one class for:
Laterally loaded plating having a thickness exceeding 1.25 times the requirement according to design
formulae.
Laterally loaded stiffeners and girders having section modulus exceeding 1.5 times the requirement
according to design formulae.

B 200 Selection of steel grades

201 Plating materials for various structural categories as defined in 100 of exposed members above the ballast
waterline of vessels with class notation DAT (-XC) shall not be of lower grades than obtained from Fig.2 using
the specified design temperature.
Plating materials of non-exposed members shall not be of lower grade than obtained according to Pt.3 Ch.1
Sec.2 Table B1 and or Pt.3 Ch.2 Sec.2 Table B1.
100
90
Thickness (mm)
80
70
60
FH
50
40
30
20
10
STRUCTURAL
CATEGORIES
Steel grade
Class IV
(Special)
Class III
(Primary)
Class II
E/EH
-50
D/DH
B/AH
-40
-30
-20
-10
-50
-40
-30
-20
-10
-50
-40
-30
-20
-10
-50
-40
-30
-20
-10
(Secondary)
Class I
Design temperature ( C)
Fig. 2
Required steel grades
Guidance note:
When the structural category is known the material grade can be selected based on the design temperature and plate
thickness. E.g. if a 30 mm plate should be applied for structural category III with a design temperature of 30oC, grade
E or EH need to be applied. Boundary lines form part of the lower grade.
202 Forged or cast materials in structural members subject to lower design temperatures than 10C
according to B100 shall fulfil requirements given in Sec.6 C605.

SECTION 8
POLAR CLASS
A. General
A 100 Application
101 The requirements in this section are in general equivalent to the IACS Unified Requirements for Polar
Ships (URI1 to URI3), which apply to ships constructed of steel and intended for navigation in ice-infested
polar waters.
102 The rules consider hull structure, main propulsion, steering gear, emergency and essential auxiliary
systems essential for the safety of the ship and the survivability of the crew.
Guidance note:
These rules do not consider aspects related to the operation of onboard equipment in cold climate. It is recommended
that vessels intended to operate in cold climate environments for longer periods comply with the requirements as
given in Sec.6, Winterization
103 Ships that comply with the requirements of Section 8 can be considered for a Polar Class notation as
listed in Table A1. If the hull and machinery are constructed such as to comply with the requirements of
different polar classes, then the ship shall be assigned the lower of these classes in the classification certificate.
Compliance of the hull or machinery with the requirements of a higher polar class is also to be indicated in the
classification certificate or an appendix thereto.
104 Ships designed for ice breaking for the purpose of escort and ice management, and which are assigned a
polar class notation PC-1 PC-6, may be given the additional notation Icebreaker.
A 200 Polar classes
201 The Polar Class (PC) notations and descriptions are given in Table A1. It is the responsibility of the
owner to select an appropriate Polar Class. The descriptions in Table A1 are intended to guide owners,
designers and administrations in selecting an appropriate Polar Class to match the requirements for the ship
with its intended voyage or service.
202 The Polar Class notation is used throughout the IACS Unified Requirements for Polar Ships to convey
the differences between classes with respect to operational capability and strength.
Table A1 - Polar Class Descriptions
Polar Class
PC-1
PC-2
PC-3
PC-4
PC-5
PC-6
PC-7
Ice Description
(based on WMO Sea Ice Nomenclature)
Year-round operation in all Polar waters
Year-round operation in moderate multi-year ice conditions
Year-round operation in second-year ice which may include multi-year ice inclusions.
Year-round operation in thick first-year ice which may include old ice inclusions
Year-round operation in medium first-year ice which may include old ice inclusions
Summer/autumn operation in medium first-year ice which may include old ice inclusions
Summer/autumn operation in thin first-year ice which may include old ice inclusions
A 300 Documentation
301 UIWL and LIWL, as defined in Sec.1, shall be indicated on the shell expansion plan together with the
lines separating the various hull areas (ref. A500). The ship displacement at UIWL shall also be stated.
302 Applicable design specifications for the operation of the vessel in ice infested waters shall be stated in
the ships loading manual, see Pt.3 Ch.1 Sec.5 F and Pt.3 Ch.2 Sec.4 E. Possible design specifications are:
UIWL and LIWL

loading conditions with respect to strength and stability
design speed
ramming speed
instruction for filling of ballast tanks
astern operation in ice
design temperature.

Guidance note:
The design temperature reflects the lowest mean daily average air temperature in the intended area of operation. An
extreme air temperature about 20C below this may be tolerable to the structures and equipment from a material point
of view. For calculations where the most extreme temperature over the day is relevant, the air temperature can be set
20C lower than the design temperature in the notation.
If no specification of the design temperature has been given, the values -35C for notations PC-1 to PC-5 and -25C
for notations PC-6 and PC-7 will be considered.
303 Details of the environmental conditions and the required ice class for the machinery, if different from
ships ice class.
304 Detailed drawings of the main propulsion machinery. Description of the main propulsion, steering,
emergency and essential auxiliaries shall include operational limitations. Information on essential main
propulsion load control functions.
305 Description detailing how main, emergency and auxiliary systems are located and protected to prevent
problems from freezing, ice and snow and evidence of their capability to operate in intended environmental
conditions.
306
Calculations and documentation indicating compliance with the requirements in subsections I and J.
307 For ships with class notation PC-6 or PC-7, information whether equivalency with notation 1A Super
or 1A (DNV: ICE-1A* or ICE-1A) is requested, if applicable.
Guidance note:
1)
DNV Ice Class notation

Equivalent Finnish-Swedish ice class
PC-6 1)
1A Super
PC-7 1)
1A
The equivalence may be granted provided that the engine output of the ship
complies with the requirements of chapter 3 in the FMA Ice Class Rules,
2002 (20.9.2002 No. 5/30/2002, FMA Bulletin 13/1.10.1002).
A 400 Ship design and arrangement

401 When the notation Icebreaker has been specified, the powering and the bow form shall be such that the
ship can break the typical level ice condition, as defined in Table A1 for the specified Polar Class, effectively
and at continuous speed.

Fig. 1
Hull Area Extents
A 500 Design principles hull areas

501 The hull of all polar class ships is divided into areas reflecting the magnitude of the loads that are
expected to act upon them. In the longitudinal direction, there are four regions: Bow, Bow Intermediate,
Midbody and Stern. The Bow Intermediate, Midbody and Stern regions are further divided in the vertical
direction into the Bottom, Lower and Ice belt regions. The extent of each Hull Area is illustrated in Fig.1.
502
The upper ice waterline (UIWL) and lower ice waterline (LIWL) are as defined in Sec.1.
503 Fig.1 notwithstanding, at no time is the boundary between the Bow and Bow Intermediate regions to be
forward of the intersection point of the line of the stem and the ship baseline.
504 Fig.1 notwithstanding, the aft boundary of the Bow region need not be more than 0.45 L aft of the
forward perpendicular (F.P.).
505 The boundary between the bottom and lower regions shall be taken at the point where the shell is inclined
7 from horizontal.
506 If a ship is intended to operate astern in ice regions, the aft section of the ship shall be designed using the
Bow and Bow Intermediate hull area requirements as given in B700.
A 600 System design
601
Systems, subject to damage by freezing, shall be drainable.
602 Vessels classed PC-1, to PC-5 inclusive shall have means provided to ensure sufficient vessel operation
in the case of propeller damage including CP-mechanism (i.e. pitch control mechanism).
Sufficient vessel operation means that the vessel should be able to reach safe harbour (safe location) where
repair can be undertaken in case of propeller damage. This may be achieved either by a temporary repair at sea,
or by towing assuming assistance is available (condition for approval).
603 Means shall be provided to free a stuck propeller by turning backwards. This means that a plant intended
for unidirectional rotation must be equipped at least with a sufficient turning gear that is capable of turning the
propeller in reverse direction.

604
Propulsion power
Guidance note:
For PC no explicit power requirement exists. However, according to IMO guidelines for Ships operating in Polar
waters ships shall have sufficient propulsion power and sufficient manoeuvrability for operation in intended area.
Engine power may be selected according to current DNV rule practice. We advise to use model test alternative.
B. Design Ice Loads Hull

B 100 General
101 For ships of all Polar Classes, a glancing impact on the bow is the design scenario for determining the
scantlings required to resist ice loads.
102 The design ice load is characterized by an average pressure (Pavg) uniformly distributed over a
rectangular load patch of height (b) and width (w).
103 Within the Bow area of all polar classes, and within the Bow Intermediate Ice belt area of polar classes
PC-6 and PC-7, the ice load parameters are functions of the actual bow shape. To determine the ice load
parameters (Pavg, b and w), it is required to calculate the following ice load characteristics for sub-regions of
the bow area; shape coefficient (fai), total glancing impact force (Fi), line load (Qi) and pressure (Pi).
104 In other ice-strengthened areas, the ice load parameters (Pavg, bNonBow and wNonBow) are determined
independently of the hull shape and based on a fixed load patch aspect ratio,
AR = 3.6.
105 Design ice forces, calculated according to B, are in general considered valid for bow forms where the
buttock angle, , is less than 80 degrees and the frame angle, , is positive and more than 10 degrees, see Fig.2.
Design ice forces for other bow forms and for bow forms that are otherwise considered to be non icebreaking
will be specially considered.
106 Ship structures that are not directly subjected to ice loads may still experience inertial loads of stowed
cargo and equipment resulting from ship/ice interaction, as given in 107 109, which shall be considered as
alternative to the design accelerations given in Pt.3 Ch.1 Sec.4.
107
Maximum longitudinal impact acceleration at any point along the hull girder,
F
al = IB
tk
108
H
1.1 tan( + ) + 7
[m/s ]
2
Combined vertical impact acceleration at any point along the hull girder,
F
av = IB Fx m/s 2
tk
Fx =
=
=
=
1.3 at F.P.
0.2 at midships
0.4 at A.P.
1.3 at A.P. for vessels conducting ice breaking astern.
Intermediate values to be interpolated linearly.

109
Combined transverse impact acceleration at any point along hull girder,

at = 3FBow
Fx =
=
=
=
Fx
tk
1.5 at F.P.
0.25 at midships
0.5 at A.P.

where
= maximum friction angle between steel and ice, normally taken as 10[deg]
= bow stem angle at waterline [deg]

tk = displacement at UIWL [kt]

H = vertical distance from UIWL to the point being considered [m]
FIB = vertical impact force, defined in D200
FBow= as defined in B501.
B 200 Glancing impact load characteristics
201 The parameters defining the glancing impact load characteristics are reflected in the Class Factors listed
in Table B1.
Table B1 - Class Factors
Polar
Crushing Failure
Class Class Factor (CFC)
PC-1
PC-2
PC-3
PC-4
PC-5
PC-6
PC-7
17.69
9.89
6.06
4.50
3.10
2.40
1.80
Flexural Failure
Class Factor
(CFF)
68.60
46.80
21.17
13.48
9.00
5.49
4.06
Load Patch
Dimensions
Class Factor (CFD)
2.01
1.75
1.53
1.42
1.31
1.17
1.11
Displacement
Class Factor
(CFDIS)
250
210
180
130
70
40
22
Longitudinal Strength
Class Factor (CFL)
7.46
5.46
4.17
3.15
2.50
2.37
1.81
B 300 Bow area

301 In the Bow area, the force (F), line load (Q), pressure (P) and load patch aspect ratio (AR) associated
with the glancing impact load scenario are functions of the hull angles measured at the upper ice waterline
(UIWL). The influence of the hull angles is captured through calculation of a bow shape coefficient (fa). The
hull angles are defined in Fig.2.
Fig. 2
Definition of hull angles
tan()
tan()
=
=
=
=
=
normal frame angle at upper ice waterline [deg]

upper ice waterline angle [deg]
buttock angle at upper ice waterline (angle of buttock line measured from horizontal) [deg]
tan()/tan()
tan() cos().
302 The waterline length of the bow region is generally to be divided into 4 sub-regions of equal length. The
force (F), line load (Q), pressure (P) and load patch aspect ratio (AR) shall be calculated with respect to the
mid-length position of each sub-region (each maximum of F, Q and P shall be used in the calculation of the ice
load parameters Pavg, b and w).
303
The bow area load characteristics are determined as follows:
a) Shape coefficient, fai, shall be taken as

fai = minimum (fai,1 ; fai,2 ; fai,3)

where
fai,1
fai,2
fai,3
i
Lwl
=
=
=
=
=
=
=
=
=
=
=
tk
CFC
CFF
(0.097 - 0.68 (x/Lwl - 0.15)2)i / (i)0.5

1.2CFF / (sin (i)CFCtk0.64)
0.60
sub-region considered
ship length as defined in Pt.3 Ch1/Pt.3 Ch2, measured on the upper ice waterline (UIWL)
[m]
distance from the forward perpendicular (FP) to station under consideration [m]
waterline angle [deg], see Fig.2
normal frame angle [deg], see Fig.2
ship displacement [kt] at UIWL, not to be taken less than 5 kt
Crushing Failure Class Factor from Table B1
Flexural Failure Class Factor from Table B1
b) Force, F:
Fi = fai CFCtk0.64 [MN]
where
i
fai
CFC
tk
=
=
=
=
shape coefficient of sub-region i
Crushing Failure Class Factor from Table B1
c) Load patch aspect ratio, AR:

ARi= 7.46sin (i) 1.3
where
i
= sub-region considered
= normal frame angle of sub-region i [deg]
d) Line load, Q:
Qi = Fi 0.61CFD / ARi0.35 [MN/m]
where
i
Fi
CFD
ARi
=
=
=
=
force of sub-region i [MN]
Load Patch Dimensions Class Factor from Table B1
load patch aspect ratio of sub-region i
e) Pressure, P:
Pi = Fi0.22CFD2ARi0.3 [MPa]
where
i
Fi
CFD
ARi
=
=
=
=
force of sub-region i [MN]
load patch aspect ratio of sub-region i
B 400 Hull areas other than the bow

401 In the hull areas other than the bow, the force (FNonBow) and line load (QNonBow) used in the
determination of the load patch dimensions (bNonBow, wNonBow) and design pressure (Pavg) are determined as
follows:
a) Force, FNonBow:
FNonBow = 0.36CFCDF [MN]

where
CFC
CFD
DF
tk
CFDIS
=
=
=
=
=
=
=
Crushing Force Class Factor from Table B1

ship displacement factor
tk0.64 if tk CFDIS
CFDIS0.64 + 0.10 (tk - CFDIS) if tk > CFDIS
Displacement Class Factor from Table B1
b) Line Load, QNonBow:

QNonBow = 0.639FNonBow0.61CFD [MN/m]
where
FNonBow = force from (a) [MN]
CFD
= Load Patch Dimensions Class Factor from Table B1.
B 500 Design load patch

501 In the Bow area for all PC-classes, and the Bow Intermediate Ice belt area for ships with class notation
PC-6 and PC-7, the design load patch has dimensions of width, wBow, and height, bBow, defined as follows:
wBow = FBow / QBow [m]
bBow = QBow / PBow [m]
where
FBow = maximum force Fi in the Bow area, ref. 303 b) [MN]
QBow = maximum line load Qi in the Bow area, ref. 303 d) [MN/m]
PBow = maximum pressure Pi in the Bow area, ref. 303 e) [MPa]
502 In hull areas other than those covered by B501, the design load patch has dimensions of width, wNonBow,
and height, bNonBow, defined as follows:
wNonBow = FNonBow / QNonBow [m]
bNonBow = wNonBow / 3.6 [m]
where
FNonBow = ice force as given by 401 [MN]
QNonBow = ice line load as given by 401 [MN/m].
B 600 Pressure within the design load patch
The average pressure, Pavg, within a design load patch is determined as follows:
601
Pavg = F / (bw) [MPa]

where
F
b
w
= FBow or FNonBow as appropriate for the hull area under consideration [MN]
= bBow or bNonBow as appropriate for the hull area under consideration [m]
= wBow or wNonBow as appropriate for the hull area under consideration [m]
602 Areas of higher, concentrated pressure exist within the load patch. In general, smaller areas have higher
local pressures. Accordingly, the peak pressure factors listed in Table B2 are used to account for the pressure
concentration on localized structural members.
B 700 Hull area factors
701 Associated with each hull area is an Area Factor that reflects the relative magnitude of the load expected
in that area. The Area Factor (AF) for each hull area is listed in Table B3.
702
In the event that a structural member spans across the boundary of a hull area, the largest hull area factor

shall be used in the scantling determination of the member.

703 Due to their increased manoeuvrability, ships having propulsion arrangements with azimuting thruster(s)
or podded propellers shall have specially considered Stern Ice belt (Si) and Stern Lower (Sl) hull area factors.
704 For ships intended to operate astern in ice regions, the area factor as for the bow shall be used for all
structure within the stern ice belt area, and the bow intermediate lower and bottom area factors increased by
10% shall be used for the stern lower and bottom areas, appendages included. In addition Stern Intermediate
areas shall be defined for the aft ship as for the fore ship. The Area Factor (AF) for ships intended to operate
astern is listed in Table B4.
705 For ships for which the class notation Icebreaker has been requested, the area factor for any hull area
shall not be taken less than as given for PC-3. In addition the hull area factors for the stern ice belt and the stern
lower area shall be increased by the factor 1.25. The hull area factor for the stern area need, however, in no case
to be taken larger than specified for the bow region. The Area Factor (AF) for ships with class notation
Icebreaker is listed in Table B5.
Table B2 - Peak Pressure Factors
Structural Member
Peak Pressure Factor (PPFi)
Transversely-Framed
PPFp = (1.8 - s) 1.2
Plating
Longitudinally-Framed
PPFp = (2.2 - 1.2s) 1.5
1)
Frames in Transverse
With Load Distributing Stringers
PPFt = (1.6 - s) 1.0
Framing Systems
With No Load Distributing Stringers1)
PPFt = (1.8 - s) 1.2
Load Carrying Stringers
PPFs = 1, if Sw 0.5w
Side and Bottom Longitudinals
PPFs = 2.0 - 2.0Sw / w, if Sw < (0.5w)
Web Frames
s = frame or longitudinal spacing [m]
Sw = web frame spacing [m]
where
w = ice load patch width [m]
1)
In order that the reduced PPFt value may be used, the Load Distributing Stringer shall be located at or close to the
middle of span of the transverse frames, to have web height not less than the 80% of the transverse frames, and to
have net web thickness not less than the net web thickness of the transverse frames.
Table B3 Hull Area Factors (AF)
Hull Area
Bow (B)
Bow Intermediate
(BI)
Midbody (M)
Stern (S)
Notes:
*
**
Area
All
Ice belt
Lower
Bottom
Ice belt
Lower
Bottom
Ice belt
Lower
Bottom
B
BIi
BIl
BIb
Mi
Ml
Mb
Si
Sl
Sb
PC-1
1.00
0.90
0.70
0.55
0.70
0.50
0.30
0.75
0.45
0.35
PC-2
1.00
0.85
0.65
0.50
0.65
0.45
0.30
0.70
0.40
0.30
PC-3
1.00
0.85
0.65
0.45
0.55
0.40
0.25
0.65
0.35
0.30
See B103.
Indicates that strengthening for ice loads is not necessary.
Polar Class
PC-4
PC-5
1.00
1.00
0.80
0.80
0.60
0.55
0.40
0.35
0.55
0.50
0.35
0.30
**
**
0.60
0.50
0.30
0.25
0.25
0.15
PC-6
1.00
1.00*
0.55
0.30
0.45
0.25
**
0.40
0.25
**
PC-7
1.00
1.00*
0.50
0.25
0.45
0.25
**
0.35
0.25
**

Table B4 Hull Area Factors (AF) for ships intended to operate astern
Hull Area
Bow (B)
Bow Intermediate
(BI)
Midbody (M)
Stern Intermediate
(SI)***
Stern (S)
Notes:
Area
All
Icebelt
Lower
Bottom
Icebelt
Lower
Bottom
Icebelt
Lower
Bottom
Icebelt
Lower
Bottom
B
BIi
BIl
BIb
Mi
Ml
Mb
SIi
SIl
SIb
Si
Sl
Sb
PC-1
1.00
0.90
0.70
0.55
0.70
0.50
0.30
0.90
0.70
0.55
1.00
0.77
0.61
PC-2
1.00
0.85
0.65
0.50
0.65
0.45
0.30
0.85
0.65
0.50
1.00
0.72
0.55
PC-3
1.00
0.85
0.65
0.45
0.55
0.40
0.25
0.85
0.65
0.45
1.00
0.72
0.50
Polar Class
PC-4
PC-5
1.00
1.00
0.80
0.80
0.60
0.55
0.40
0.35
0.55
0.50
0.35
0.30
**
**
0.80
0.80
0.60
0.55
0.40
0.35
1.00
1.00
0.66
0.61
0.44
0.39
PC-6
1.00
1.00*
0.55
0.30
0.45
0.25
**
1.00*
0.55
0.30
1.00
0.61
0.33
PC-7
1.00
1.00*
0.50
0.25
0.45
0.25
**
1.00*
0.50
0.25
1.00
0.55
0.28
*
See B103.
** Indicates that strengthening for ice loads is not necessary.
*** The Stern intermediate region, if any, for vessels intended to operate astern is to be defied as the region forward of
Stern region to section 0.04 L forward of WL angle = 0 degrees at UIWL (ref. definition of Bow Intermediate in
Fig.1).
Table B5 Hull Area Factors (AF) for ships with class notation Icebreaker
Polar Class
Hull Area
Area
PC-1
PC-2
PC-3
PC-4
PC-5
Bow (B)
All
B
1.00
1.00
1.00
1.00
1.00
Icebelt
BIi
0.90
0.85
0.85
0.85
0.85
Bow Intermediate
Lower
BI
0.70
0.65
0.65
0.65
0.65
l
(BI)
Bottom
BIb
0.55
0.50
0.45
0.45
0.45
Icebelt
Mi
0.70
0.65
0.55
0.55
0.55
Midbody (M)
Lower
Ml
0.50
0.45
0.40
0.40
0.40
Bottom
Mb
0.30
0.30
0.25
0.25
0.25
Icebelt
Si
0.94
0.88
0.81
0.81
0.81
Stern (S)
Lower
Sl
0.56
0.50
0.44
0.44
0.44
Bottom
Sb
0.35
0.30
0.30
0.30
0.30
Notes:
*
PC-6
1.00
1.00*
0.65
0.45
0.55
0.40
0.25
0.81
0.44
0.30
PC-7
1.00
1.00*
0.65
0.45
0.55
0.40
0.25
0.81
0.44
0.30
See B103.
B 800 Ice compression load amidships

801 The ship shall de designed for the load given in Sec.4 D300. The parameter for ice thickness to be as
given in Sec.4 for an assumed similar ice class, and in agreement with Class. The load application and strength
calculations to be in line with Sec.4 E300.
C. Local Strength Requirements

C 100 Shell plate requirements
101
The required minimum shell plate thickness, t, is given by:

t = tnet + ts [mm]
where
tnet = plate thickness required to resist ice loads according to C102 [mm]
ts = corrosion and abrasion allowance according to H100 [mm]
102
The thickness of shell plating required to resist the design ice load, tnet, depends on the orientation of the

framing.
In the case of transversely-framed plating ( 70 deg), including all bottom plating, i.e. plating in hull areas
BIb, Mb and Sb, the net thickness is given by:
t net = 500s
AF PPFp Pavg
1
1 + s / (2b )
[mm]
In the case of longitudinally-framed plating ( 20), when b s, the net thickness is given by:
t net = 500s
AF PPFp Pavg
1
1 + s / (2l )
[mm]
In the case of longitudinally-framed plating ( 20), when b < s, the net thickness is given by:
t net = 500s
AF PPFp Pavg
1
b b
2
s s 1 + s / (2l )
[mm]
In the case of obliquely-framed plating (70 > > 20), linear interpolation shall be used.
where:
= smallest angle between the chord of the waterline and the line of the first level framing as illustrated
in Fig.3 [deg]
s
= transverse frame spacing in transversely-framed ships or longitudinal frame spacing in
longitudinally-framed ships [m]
AF = Hull Area Factor from Table B3
PPFp = Peak Pressure Factor from Table B2
Pavg = average patch pressure as given in B600 [MPa]
F = minimum upper yield stress of the material [N/mm2]
b
= height of design load patch [m], where b (l s/4) in the case of transversely framed plating
l
= distance between frame supports, i.e. equal to the frame span as given in C205, but not reduced for
any fitted end brackets [m]. When a load-distributing stringer is fitted, the length l need not be taken
larger than the distance from the stringer to the most distant frame support.
Fig. 3
Shell Framing Angle
C 200 Framing general

201
Framing members of Polar class ships shall be designed to withstand the ice loads defined in B.
202
The term framing member refers to transverse and longitudinal local frames, load-carrying stringers

and web frames in the areas of the hull exposed to ice pressure, see Fig.1.
203 The strength of a framing member is dependent upon the fixity that is provided at its supports. Fixity can
be assumed where framing members are either continuous through the support or attached to a supporting
section with a connection bracket. In other cases, simple support should be assumed unless the connection can
be demonstrated to provide significant rotational restraint. Fixity shall be ensured at the support of any framing
which terminates within an ice-strengthened area.
204 The details of framing member intersection with other framing members, including plated structures, as
well as the details for securing the ends of framing members at supporting sections, shall be in accordance with
900 and Pt.3 Ch.1 Sec.3 C as applicable
205 The design span of framing members shall generally be determined according to Pt.3 Ch.1 Sec.3 C100.
However, the span length is only to be reduced in accordance with Pt.3 Ch.1 Sec.3 C100 provided the end
brackets fitted are flanged or the edge length in mm is equal to or less than 600 tbn /F0.5.
tbn = net thickness of bracket [mm]
206 Load-carrying stringers and web frames are generally to be of symmetrical cross-section. When the
flange is arranged to be unsymmetrical, an effective tripping support shall be provided at the middle of each
span length.
207 When calculating the section modulus and shear area of a framing member, net thicknesses of the web,
flange (if fitted) and of the attached shell plating shall be used. The shear area of a framing member may include
that material contained over the full depth of the member, i.e. web area including portion of flange, if fitted,
but excluding attached shell plating.
208
The actual net effective shear area, Aw, of a framing member is given by:
A w = h t wn sin w / 100 [cm 2 ]
where
h = height of stiffener [mm], see Fig.4
twn = net web thickness [mm]
= t w - ts
tw = as built web thickness [mm], see Fig.4
ts = corrosion addition [mm], as given in H103, to be subtracted from the web and flange thickness
w = smallest angle between shell plate and stiffener web, measured at the midspan of the stiffener, see Fig.4.
The angle w may be taken as 90 degrees provided the smallest angle is not less than 75 degrees.
Fig. 4
Stiffener geometry
209 When the cross-sectional area of the attached plate flange exceeds the cross-sectional area of the local
frame, the actual net effective plastic section modulus, Zp, is given by:

20
2000
10
[cm3]
h, twn, and w are as given in C207 and s as given in C102.

Apn =
tpn =
hw =
Afn =
hfc =
bw =
net cross-sectional area of the local frame [cm2]

fitted net shell plate thickness [mm] (shall comply with tnet as required by C102)
height of local frame web [mm], see Fig.4
net cross-sectional area of local frame flange [cm2]
height of local frame measured to centre of the flange area [mm], see Fig.4
distance from mid thickness plane of local frame web to the centre of the flange area [mm], see Fig.4.
When the cross-sectional area of the local frame exceeds the cross-sectional area of the attached plate flange,
the plastic neutral axis is located a distance zna above the attached shell plate, given by:
z na =
( 100 A
fn
+ hw t wn 1000 t pn s )/ (2t wn )
[mm]
and the net effective plastic section modulus, Zp, is given by:
(h z )2 + zna2 t wn sin w + Afn ((h fc zna ) sin w bw cos w ) [cm3]

Z p = t pn s zna + pn sin w + w na
2
2000
10
210 In the case of oblique framing arrangement 70 > > 20, where is defined as given in C102, linear
interpolation shall be used.
C 300 Framing Transversely framed side structures and bottom structures
301 The local frames in transversely-framed side structures and in bottom structures (i.e. hull areas BIb, Mb
and Sb) shall be dimensioned such that the combined effects of shear and bending do not exceed the plastic
strength of the member. The plastic strength is defined by the magnitude of patch load that causes the
development of a plastic hinge mechanism.
302
The actual net effective shear area of the frame, Aw, as defined in C208, shall comply with the following
condition:
Aw At, where:
At = 10020.5LLs(AFPPFtPavg) / (0.577F) [cm2]

where
LL
=
=
a
=
b
=
s
=
AF =
PPFt =
Pavg =
F =
length of loaded portion of span

lesser of a and b [m]
frame span as defined in C205 [m]
height of design ice load patch as given in B500 [m]
transverse frame spacing [m]
Hull Area Factor from Table B3
Peak Pressure Factor from Table B2
average pressure within load patch as given in B600 [MPa]
minimum upper yield stress of the material [N/mm2]
303 The actual net effective plastic section modulus of the plate/stiffener combination, Zp, as defined in
C209, shall comply with the following condition: Zp Zpt, where Zpt shall be the greater calculated on the basis
of two load conditions: a) ice load acting at the midspan of the transverse frame, and b) the ice load acting near
a support. The A1 parameter reflects the two conditions:
Zpt = 1003LLYs(AFPPFtPavg)aA1 / (4F) [cm3]
where:
AF, PPFt, Pavg, LL, b, s, a and F are as given in C302.
Y = 1 - 0.5(LL / a)

A1 = maximum of:
A1A = 1 / (1 + j / 2 + kwj / 2[(1 - a12) 0.5 - 1])
A1B = (1 1 / (2a1Y)) / (0.275 + 1.44kz0.7)
j
= 1 for framing with one simple support outside the ice-strengthened areas
= 2 for framing without any simple supports
a1 = At / Aw
At = minimum shear area of transverse frame as given in C302 [cm2]
Aw = effective net shear area of transverse frame (calculated according to C208 [cm2]
kw = 1 / (1 + 2Afn / Aw) with Afn as given in C209
kz = zp / Zp in general
0.0 when the frame is arranged with end bracket
zp = sum of the individual plastic section modulus of flange and shell plate as fitted [cm3]
= (bftfn2 / 4 + befftpn2 / 4) / 1000
bf = flange breadth [mm], see Fig.4
tfn = net flange thickness [mm]
= tf ts (ts as given in C208)
tf
= as-built flange thickness [mm], see Fig.4
tpn = the fitted net shell plate thickness [mm] (not to be less than tnet as given in C102)
beff = effective width of shell plate flange [mm]
= 500 s
Zp = net effective plastic section modulus of transverse frame (calculated according to C209) [cm3].
304
The scantlings of the frame shall meet the structural stability requirements of C600.
C 400 Framing Side longitudinals

(longitudinally framed ships)
401 Side longitudinals shall be dimensioned such that the combined effects of shear and bending do not
exceed the plastic strength of the member. The plastic strength is defined by the magnitude of midspan load
that causes the development of a plastic collapse mechanism.
402 The actual net effective shear area of the frame, Aw, as defined in C208, shall comply with the following
condition:
Aw AL
where
AL = 1002(AFPPFsPavg)0.5b1a / (0.577F) [cm2]
where
AF
PPFs
Pavg
b1
ko
b
b
s
b2
a
=
=
=
=
=
=
=
=
=
=
=
=

kob2 [m]
1 - 0.3 / b
b/s
height of design ice load patch as given by B501/B502 [m]
spacing of longitudinal frames [m]
b (1 - 0.25b) [m], if b < 2
s [m], if b 2
longitudinal design span as given in C205 [m]
minimum upper yield stress of the material
[N/mm2].
403 The actual net effective plastic section modulus of the plate/stiffener combination, Zp, as defined in
C209, shall comply with the following condition:
Zp ZpL, where:
ZpL = 1003(AFPPFsPavg)b1a2A4 / (8F) [cm3]

where
AF, PPFs, Pavg, b1, a and F are as given in C402
A4
a4
AL
Aw
kwl
=
=
=
=
=
404
1 / (2 + kwl[(1 - a42)0.5 - 1])

AL / Aw
minimum shear area for longitudinal as given in C402 [cm2]
net effective shear area of longitudinal (calculated according to C208 [cm2]
1 / (1 + 2Afn / Aw) with Afn as given in C209.
The scantlings of the longitudinals shall meet the structural stability requirements of C600.
C 500 Framing web frame and load carrying stringers

501 Web frames and load-carrying stringers shall be designed to withstand the ice load patch as defined in
B500. The load patch shall be applied at locations where the capacity of these members under the combined
effects of bending and shear is minimised.
502 Where load carrying stringers or web frames supporting local frames constitute regular structures with
sufficient and well defined support capacity and boundary condition at end supports, and with the stringer or
web frame located within the hull area considered, see A500, the required effective net web area and net section
modulus is as given in 503 or 505. The required shear area and section modulus of web frames supporting load
carrying stringers is as given in 504. Alternatively, and where web frames and load-carrying stringers form part
of a structural grillage system, appropriate methods of analysis as outlined in F103 shall be used.
503 The effective net web area in cm2, as defined in Pt.3 Ch.1 Sec.3 C500, of web frames supporting
longitudinal local frames, Awf, shall not be less than:
Awf =
100 2 (AF PPFs Pavg ) LH s LLs K s

0.577 F sin w
[cm2]
where
AF
PPFs
Pavg
Ks
LHs
LLs
l
b
s
S
w
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=

[S (LHs + s)/2]/S, minimum 0.55
load height with respect to shear response of web frame, given as the smaller of b and (S-s) [m]
load length with respect to shear response of web frame = w (l w/4)/l [m]
spacing of web frames, measured along the shell plate [m]
longitudinal frame spacing [m]
span length of web frame as given in C205 [m]
length of load patch as given in B601[m], but is not to be taken larger than 2 l
usage factor
0.9
F
w
smallest angle between shell plate and the web of the web frame, measured at middle of span.
The angle w may be taken as 90 degrees provided the smallest angle is not less than 75 degrees.
The net elastic section modulus in cm3 of web frames supporting longitudinal local frames, Zwf, shall not be
less than:
Z wf =
1003 (AF PPFs Pavg ) LH b LLs
(S LH b / 2)
4 F sin w k f
Z p k fl S 2
16 k f s a
where
a
= design span of local frames as given in 205 [m]
LHb = load height w.r.t bending response of web frame, given as the smaller of b and S [m]
kf
=
=
=
=
end fixity parameter for the web frame

2.0 when both end supports are fixed
1.5 when one end support is fixed
1.0 when both end supports are simply supported

kfl
Zp
=
=
=
=
=
end fixity parameter for the local frames

net plastic section modulus of fitted local ice frames as given in 209.
504 The effective net web area in cm2, as defined in Pt.3 Ch.1 Sec.3 C500, of web frames supporting load
carrying stringers, Awf, shall not be less than:
Awf =
100 2 (AF PPFs Pavg ) w b (S C )(l LCS w / 4 )(l b / 4 )

0.577 F sin w S l LCS l
[cm2]
where
AF
PPFs
Pavg
b
C
lLCS
l
=
=
=
=
=
=
=

smallest distance from considered load carrying stringer to web frame support [m]
distance between web frames, measured along the shell plate [m]
distance from considered load carrying stringer to adjacent load carrying stringer or longitudinal
support member, as applicable, measured along the shell plate [m]
S
= span length of web frame as given in C205 [m]
w
= length of load patch as given in B601 [m]
= usage factor
= 0.9
F = minimum upper yield stress of the material
[N/mm2]
w = smallest angle between shell plate and the web of the web frame, measured at the load carrying stringer.
The net elastic section modulus in cm3 of web frames supporting load carrying stringer, Zwf, shall not be less
than:
Z wf =
100 3 AF PPFs Pavg w b C (S C )(l LCS w / 4 )(1 b / 4)

2 F sin w k f S l LCS l
[cm ]
3
where
kf
=
=
=
=
end fixity parameter for the web frame

1.0 when both end supports are simply supported.
505 The effective net web area in cm2, as defined in Pt.3 Ch.1 Sec.3 C500, of load-carrying stringers, Alcs,
shall not be less than:
A lcs =
100 2 AF PPFs Pavg LH s LL s (S (LL s + s ) / 2 )

0.577 F S sin w
[cm 3 ]
where
AF
PPFs
Pavg
LHs
=
=
=
=
LLs
l
b
w
s
S
=
=
=
=
=
=

average pressure within load patch, as given in B601 [MPa]
load height with respect to shear response of
stringer = b (l b/4)/l [m]
load length with respect to shear response of stringer, given as the smaller of w and (S-s) [m]
distance between transverse frame supports, measured along the shell plate [m]
height of design ice load patch as given in B601[m]
length of load patch as given in B601[m]
spacing of transverse frames [m]
span of stringer as given in C205 [m]

= usage factor
= 0.9
F = minimum upper yield stress of the material
[N/mm2]
w = smallest angle between shell plate and the web of the stringer, measured at middle of span. The angle
w may be taken as 90 degrees provided the smallest angle is not less than 75 degrees.
The net elastic section modulus in cm3 of the stringer, Zlcs, shall not be less than:
Z lcs =
100 3 AF PPFs Pavg b LLB (S w / 2 )

4 F sin w k f
Z p k fl S 2
16k f s a
where
a
kf
kfl
LLb
Zp
=
=
=
=
=
=
=
=
=
=
=
design span of local frames as given in C205 [m]

end fixity parameter for the load-carrying stringer
end fixity parameter for the local frames
load length w.r.t bending response of stringer, given as the smaller of w and S [m]
net plastic section modulus of fitted local ice frames as given in 209
506 The scantlings of web frames and load-carrying stringers shall meet the structural stability requirements
of C600.
C 600 Framing Structural stability
601 To prevent local buckling in the web, the ratio of web height (hw) to net web thickness (twn) of any
framing member shall not exceed:
For flat bar sections:
hw / twn 282 / (F)0.5
For bulb, tee and angle sections:
hw / twn 805 / (F)0.5
where
hw = web height
twn = net web thickness
F = minimum upper yield stress of the material [N/mm2].
602 Framing members for which it is not practicable to meet the requirements of C601 (e.g. load carrying
stringers or deep web frames) are required to have their webs effectively stiffened. The scantlings of the web
stiffeners shall ensure the structural stability of the framing member. The minimum net web thickness for these
framing members is given by:
t wn = 2.63 10
c 1 ( F ( 5.34 + 4 ( c 1 c 2 ) ) ) [mm]
where
c1 = hw 0.8h [mm]
hw = web height of stringer/web frame [mm] (see Fig.5)
h = height of framing member penetrating the member under consideration (0 if no such framing member)
[mm] (see Fig.5)
c2 = spacing between supporting structure oriented perpendicular to the member under consideration [mm]
(see Fig.5)

C2
Fig. 5
Parameter Definition for Web Stiffening
603
In addition, the following shall be satisfied:

twn 0.35tpn(F / 235)0.5
where
F = minimum upper yield stress of the shell plate in way of the framing member [N/mm2]
twn = net thickness of the web [mm]

tpn = net thickness of the shell plate in way of the framing member [mm].
604
To prevent local flange buckling of welded profiles, the following shall be satisfied:
(i) The flange width, bf [mm], shall not be less than five times the net thickness of the web, twn.
(ii) The flange outstand, bout [mm], shall meet the following requirement:
bout / tfn 155 / (F)0.5
where
tfn = net thickness of flange [mm]
C 700 Plated structures
701 Plated structures are those stiffened plate elements in contact with the shell and subject to ice loads.
These requirements are applicable to an inboard extent which is the lesser of:
(i) web height of adjacent parallel web frame or stringer; or
(ii) 2.5 times the depth of framing that intersects the plated structure.
702 The thickness of the plating and the scantlings of attached stiffeners shall be consistent with the end
connection requirements for supported framing as given in C900.
703 Plated structures subjected to direct ice loads, as defined in B, shall be considered with respect to the
buckling requirements in Pt.3 Ch.1 Sec.13.
C 800 Stem and stern frames
801 For PC-6/PC-7 vessels requiring 1A*/1A equivalency, the stem and stern requirements of the FinnishSwedish Ice Class Rules may need to be additionally considered.
802 When the vessel has a sharp edged stem, the thickness of the stem side plate within a breadth not less
than 0.7 s, where s denotes the spacing of stiffening members, shall not be less than 1.2 t, where t denotes the
required net shell plate thickness for the bow area, as given in C100.
803 In vessels intended to operate under harsh ice condition, and of type and size that may cause excessive
beaching to occur, a forward ice knife may be required fitted. This requirement will be based on consideration
of design speed, stability and freeboard.

C 900 End Connections for framing members

901 The end connection for framing members exposed to ice loads, to supports, e.g. stringers, web frames,
decks or bulkheads, shall be related to the response of the member when subjected to ice loads. The connection
area is generally obtained through support members such as collar plate, lugs, end brackets or web stiffener.
The total net connection area of support members is given as:
a=
0.01 k (t
ts ) hi
[cm2]
where
hi
ti
kt
n
ts
=
=
=
=
=
=
effective dimension of connection area of member #i

thickness of connection area #i
1.0 for members where critical stress response is shear
1.5 for members where critical stress response is normal stress
number of support members
minimum corrosion addition as given in H103.
902 The net end connection area fitted, a, is generally not to be less than ao, given as:
for longitudinal local frames
ao =
100 2 (AF PPFs Pavg ) b1 (w s )(a w / 2 )
[cm2]
100 2 (AF PPFt Pavg ) s b (a (b + s ) / 2 )
[cm2]
100 2 (AF PPFs Pavg ) b (w s )(S w / 2 )
[cm2]
0.577 F a sin w
for transverse local frames

ao =
0.577 F a sin w
for load carrying stringers

ao =
0.577 F S sin w
for transverse web frames supporting longitudinal local frames

ao =
100 2 (AF PPFs Pavg ) w b (S (b + s ) / 2 )

0.577 F S sin w
[cm2]
where
AF =
PPF =
Pavg =
LH =
LL =
a, S =
s =
b, w =
b1 =
=
=
F =
w =

load height, given as the smaller of b and (a-s) [m]
load length, given as the smaller of w and (a-s) [m]
span of member as given in C205 [m]
spacing of frames (m)
as given in B601
as given in 402
usage factor
0.9
smallest angle between shell plate and the web of the stringer or web frame as applicable, measured at
the intersection with the stiffener. The angle w may be taken as 90 degrees provided the smallest angle
is not less than 75 degrees.
903 For support members constituting the end connection, the throat thickness in mm of double fillet welds
for the attachment of the support member i, to the framing member and the support is given as the smaller of:
(ti t c )ao F
tw =
450a f w
+ 0.5 t s
= 0.5 ti

where
a
ao
ti
fw
ts
=
=
=
=
=
as given in 901
as given in 902
thickness of connection member i [mm]
as given in Pt.3 Ch.1 Sec.11 C103
corrosion addition/abrasion addition as given in H103.
The throat thickness not be less than as given in Pt.3 Ch.1 Sec.11/Pt.3 Ch.2 Sec.11.
D. Longitudinal Strength
D 100 Application
101 Ice loads need only be combined with still water loads. The combined stresses shall be compared against
permissible bending and shear stresses at different locations along the ships length. In addition, sufficient local
buckling strength is also to be verified.
D 200 Design Vertical Ice Force at the Bow
201
The design vertical ice force at the bow, FIB, shall be taken as:
FIB = minimum (FIB,1; FIB,2) [MN]
where
FIB,1 = 0.534KI0.15sin0.2(stem)(kt Kh)0.5CFL [MN]
FIB,2 = 1.20CFF [MN]
= indentation parameter = Kf / Kh
KI
a) for the case of a blunt bow form
Kf = (2CB1-eb / (1 + eb))0.9tan(stem)-0.9(1 + eb)
b) for the case of wedge bow form (stem < 80 deg), eb = 1 and the above simplifies to
Kf = (tan(stem) / tan2(stem))0.9
Kh = 0.01Awp [MN/m]
CFL = Longitudinal Strength Class Factor from Table B1
= bow shape exponent which best describes the water plane (see Fig.6 and Fig.7)
eb
= 1.0 for a simple wedge bow form
= 0.4 to 0.6 for a spoon bow form
= 0 for a landing craft bow form
An approximate eb determined by a simple fit is acceptable
stem = stem angle to be measured between the horizontal axis and the stem tangent at the upper ice waterline
[deg] (buttock angle as per Fig.2 measured on the centreline)
stem = Hull waterline angle to be measured at stem (centre line) at the UIWL, see Fig.2 [deg]
C
= 1 / (2(LB / B)eb)
B
= ship moulded breadth [m]
LB = bow length used in the equation
y = B / 2(x/LB)eb [m] (see Fig.6 and 7)
kt = ship displacement [kt] at UIWL, not to be taken less than 10 kt
Awp = ship water plane area [m2]
CFF = Flexural Failure Class Factor from Table B1.
Draught dependent quantities are, where applicable, to be determined at the waterline corresponding to the
loading condition under consideration.
D 300 Design Vertical Shear Force
301
The design vertical ice shear force, FI, along the hull girder shall be taken as:
FI = CfFIB [MN]
where
Cf = longitudinal distribution factor to be taken as follows:
a) Positive shear force

Cf = 0.0 between the aft end of L and 0.6 L from aft

Cf = 1.0 between 0.9 L from aft and the forward end of L
b) Negative shear force
Cf = 0.0 at the aft end of L
Cf = 0.5 between 0.2 L and 0.6 L from aft
Cf = 0.0 between 0.8 L from aft and the forward end of L.
Intermediate values shall be determined by linear interpolation.
Fig. 6
Bow Shape Definition
Fig. 7
Illustration of eb Effect on the Bow Shape for B = 20 and LB =16
Table D1 - Longitudinal strength criteria
Failure Mode
Applied Stress
Tension
Shear
a
a
Buckling
a
a
Permissible Stress when

Permissible Stress when
F / u 0.7
F / u > 0.7
F
0.41 (u + F)
F / (3)0.5
0.41 (u + F) / (3)0.5
c for plating and for web plating of stiffeners
c / 1.1 for stiffeners
302 The applied vertical shear stress, a, shall be determined along the hull girder in a similar manner as in
Pt.3 Ch.1 Sec.5 by substituting the design vertical ice shear force for the design vertical wave shear force.

D 400 Design Vertical Ice Bending Moment

401
The design vertical ice bending moment, MI, along the hull girder shall be taken as:
MI = 0.1CmLsin-0.2(stem)FIB [MNm]
where
stem is as given in D201
FIB = design vertical ice force at the bow [MN]
Cm = longitudinal distribution factor for design vertical ice bending moment to be taken as follows:
Cm = 0.0 at the aft end of L
Cm = 1.0 between 0.5 L and 0.7 L from aft
Cm = 0.3 at 0.95 L from aft
Cm = 0.0 at the forward end of L.
L = ship length as defined in Pt.3 Ch.1/Pt.3 Ch.2, but measured on the upper ice waterline [UIWL] [m]
Intermediate values shall be determined by linear interpolation.
Draught dependent quantities are, where applicable, to be determined at the waterline corresponding to the
loading condition under consideration.
402 The applied vertical bending stress, a, shall be determined along the hull girder in a similar manner as
in Pt.3 Ch.1 Sec.5/Pt.3 Ch.2 Sec.4 by substituting the design vertical ice bending moment for the design vertical
wave bending moment. The ship still water bending moment shall be taken as the maximum sagging moment.
D 500 Longitudinal Strength Criteria
501 The strength criteria provided in Table D1 shall be satisfied. The design stress shall not exceed the
permissible stress.
where
a
a
F
u
c
c
=
=
=
=
=
=
=
applied vertical bending stress [N/mm2]

applied vertical shear stress [N/mm2
ultimate tensile strength of material [N/mm2]
critical buckling stress in compression, according to Pt.3 Ch.1 Sec.13/Pt.3 Ch.2 Sec.12 [N/mm2]
critical buckling stress in shear, according to Pt.3 Ch.1 Sec.13 [N/mm2]
0.8.
E. Appendages
E 100 General
101 All appendages shall be designed to withstand forces appropriate for the location of their attachment to the
hull structure or their position within a hull area, as given below. For appendages of type or arrangement other
than as considered in the following, the load definition and response criteria are subject to special consideration.
102 Stern frames, rudders, propeller nozzles are in general to be designed according to the rules given in Pt.3
Ch.3 Sec.2.
103 Bilge keels are normally to be avoided and should preferably be substituted by roll-damping equipment.
If bilge keels are fitted, it is required that the connection to the hull is so designed that the risk of damage to the
hull, in case the bilge keel is ripped off, is minimized.
104 Additional requirements for ice reinforced vessels are given in the following. For vessels with rudders
which are not located behind the propeller, special consideration will be made with respect to the longitudinal
ice load.
E 200 Rudders
201
The rudder stock and upper edge of the rudder shall be effectively protected against ice pressure.
202
Ice horns shall be fitted directly abaft each rudder in such a manner that:
the upper edge of the rudder is protected within two degrees to each side of the mid position when going
astern, and
ice is prevented from wedging between the top of the rudder and the vessel's hull.

The ice horn shall extend vertically to, minimum = 1.5 CFD [m] below LIWL, where CFD shall be taken as
given in Table B1. Alternatively an equivalent arrangement shall be arranged.
203
as:
Exposed seals for rudder stock are assumed to be designed for the given environmental conditions such
ice formation
specified design temperature.
E 300 Ice forces on rudder
301 The ice force, FU, acting on the uppermost part of the rudder, the ice horn included shall be assessed on
a case to case basis based on the Societys current practice.
The force FU shall be divided between rudder and ice horn according to their support position. The force acting
on the ice horn may generally be taken as:
FU ( X XF )
F H = ----------------------------XK XF
X
lr
XF
XK
=
=
=
=
=
=
distance from leading edge of rudder to point of attack of the force F

0.5 l r (m) minimum
0.67 l r (m) maximum
length of rudder profile (including ice knife) in m
longitudinal distance in m from the leading edge of the rudder to the axis of the rudder stock
distance in m from leading edge of rudder to centre of ice knife.
For this loading the stress response of the rudder, the ice horn and support structures for these shall not exceed
y, where y denotes the minimum upper yield stress of the material.
302 The ice force, FR, acting on the rudder the distance
zLIWL below LIWL shall be assessed on a case to case basis based on the Societys current practice.
The rudder force, FR, gives rise to bending moments in the rudder, the rudder stock and the rudder horn, as
applicable. Alternative positions for the ice load area shall be considered in order that the maximum bending
moment shall be determined.
The bending moment, MB, in way of the rudder section in question is given as:
MB = FRhs (kNm)
hs = vertical distance from the ice load area position to the rudder section in question.
The rudder force, FR, gives rise to a rudder torque (MTR) and a bending moment in the rudder stock (MB),
which both will vary depending on the position of the assumed ice load area, and on the rudder type and
arrangement used.
In general the load giving the most severe combination of FR, MTR and MB with respect to the structure under
consideration shall be applied in a direct calculation of the rudder structure.
The design value of MTR is given by:
MTR =
=
XF =
=
lr
FR (0.6 l r XF) (kNm)

0.15 FR l r minimum
longitudinal distance in m from the leading edge of the rudder to the axis of the rudder stock
length of rudder profile in m.
E 400 Rudder scantlings

401 Scantlings of rudder, rudder stock, rudder horn and rudder stoppers, as applicable, shall be calculated for
the force, F, given in 301 acting on the rudder and ice horn, with respect to bending and shear. The nominal
equivalent stress shall not exceed f, where f denotes the minimum upper yield stress of the material in N/mm2.
402 The scantlings of rudders, rudder stocks and shafts, pintles, rudder horns and rudder actuators shall be
calculated from the formulae given in Pt.3 Ch.3 Sec.2, inserting the rudder torque MTR, bending moments MB and
rudder force FR as given in 302.
403 Provided an effective torque relief arrangement is installed for the steering gear, and provided effective
ice stoppers are fitted, the design rudder torque need not be taken greater than:
M TR = MTRO
MTRO = steering gear relief torque in kNm.

404 For rudder plating the ice load thickness shall be calculated as given in C100 for the stern area or lower
stern area as applicable.
E 500 Ice loads on propeller nozzles
501
The transverse ice force, FN, shall be calculated as outlined in 700.
502 The longitudinal ice force, FL, acting on the nozzle shall be assessed on a case to case basis based on the
Societys current practice.
For the determination of FL, the following two alternative ice load areas, A, shall be considered:
an area positioned at the lower edge of the nozzle with width equal to 0.65 D and height equal to the height
of the nozzle profile in m
an area on both sides of the nozzle at the propeller shaft level, with transverse width equal to the height of
the nozzle profile in m and with height equal to 0.35 D. Both symmetric and asymmetric loading shall be
checked.
D = nozzle diameter in m.
E 600 Propeller nozzle scantlings
601 The scantlings of the propeller nozzle and its supports in the hull shall be calculated for the ice loads given
in 500. The nominal equivalent stress shall not exceed y, where y denotes the minimum upper yield stress of
the material in N/mm2.
For nozzle plating the ice load thickness shall be taken as given in C100 using the design ice pressure as given
for the stern area, lower stern area as applicable.
E 700 Podded propulsors and azimuth thrusters
701 Vessels operating in ice and equipped with podded propulsors or azimuth thrusters shall be designed
according to operational mode and purpose stated in the design specification. If not given, it shall be assumed
that the vessel may operate longer periods in ice using astern running mode as part of its operational profile.
When limitations are given, this information shall also be stated in the ship's papers
702
Ramming astern is not anticipated.
703 Documentation of both local and global strength capacity of the pod/thruster shall be submitted for class
assessment. Recognised structural idealisation and calculation methods shall be applied.
704 Ice loads on pod/thruster body shall be assessed on a case by case basis based on the Societys current
practice.
705 The nominal equivalent stress shall not exceed F, where F denotes the minimum upper yield stress of
the material in N/mm2.
F. Direct Calculations
F 100 General
101 Direct calculations shall not be utilised as an alternative to the analytical procedures prescribed for shell
plating and local frames.
102 Where direct calculation is used to check the strength of structural systems, the load patch specified in
B500 with design pressure given as the product (AF Pavg) shall be applied at locations that maximize the shear
and bending response of the structure members in focus for the calculation.
AF = as given in Table B3
Pavg = as given in B600.
103 Direct calculations may be used for the scantling control of the support structures for local frames,
including load-carrying stringers, web frames and plated structures in general. The extent of the structure model
must be such that possible inaccuracies in the support definition will not affect the calculation results
significantly. The calculation shall ensure that stress response of webs and flanges of girder structures, when a
usage factor = 0.9 is included, does not exceed yield or the buckling capacity. The documentation of direct
strength analyses shall be in accordance with Pt.3 Ch.1 Sec.12 A300.

G. Welding
G 100 General
101
All welding within ice-strengthened areas shall be of the double continuous type.
102
Continuity of strength shall be ensured at all structural connections.
G 200 Minimum weld requirements

201 The weld connection of local frames and load carrying stringers and web frames supporting local frames
to shell shall be as given in Pt.3 Ch.1 Sec.11 C103 with the weld factor C given as:
C
rw
= 0.31rw, minimum 0.26, for middle 60% of span

= 0.52rw, minimum 0.43, at ends.
= ratio of required net web area over fitted net web area for member considered. For transverse local
frames, rw is, however, not to be taken less than:
rw =
100 2 LL s (AF PPFs Pavg )(a 0.25 s 0.5 LLs )

0.577 F a Aw
where
LLs = length of loaded portion of span
= lesser of a and (b - 0.5 s) [m]
a = frame span as defined in C205 [m]
b = height of design ice load patch as given in B500 [m]
s = transverse frame spacing [m]
AF = Hull Area Factor from Table B3
PPFt = Peak Pressure Factor from Table B2
Pavg = average pressure within load patch as given in B600 [MPa]
H. Materials and Corrosion Protection

H 100 Corrosion/abrasion additions and steel renewal
101 Effective protection against corrosion and ice-induced abrasion is recommended for all external surfaces
of the shell plating for all Polar ships.
102 The values of corrosion/abrasion additions, ts, to be used in determining the shell plate thickness for each
Polar Class are listed in Table H1.
103 Polar ships shall have a minimum corrosion/abrasion addition of ts = 1.0 mm applied to all internal
structures within the ice-strengthened hull areas, including plated members adjacent to the shell, as well as
stiffener webs and flanges. Additionally, the corrosion/abrasion addition, ts, shall not be less than tk as given
in Pt.3 Ch.1 Sec.2 D200.
104 Steel renewal for ice strengthened structures is required when the gauged thickness is less than tnet + 0.5
mm.
H 200 Hull materials
201 Plating materials for hull structures shall be not less than those given in Tables H3 and H4 based on the
as-built thickness of the material, the Polar Class notation assigned to the ship and the material class of
structural members given in 202.
202 Material classes specified in Pt.3 Ch.1 Sec.2/Pt.3 Ch.2 Sec.2 are applicable to Polar Class ships
regardless of the ships length. In addition, material classes for weather and sea exposed structural members
and for members attached to the weather and sea exposed shell plating of Polar Class ships are given in Table
H2. Where the material classes in Table H2 and those in Pt.3 Ch.1 Sec.2/Pt.3 Ch.2 Sec.2 differ, the higher
material class shall be applied.

Table H1 - Corrosion/abrasion additions for shell plating
ts [mm]
With Effective Protection
Without Effective Protection
PC-1
PC-1
PC-4
PC-6
PC-4
PC-6
PC-2
PC-2
PC-5
PC-7
PC-5
PC-7
PC-3
PC-3
Hull Area
Bow; Bow Intermediate Ice belt
Bow Intermediate Lower; Midbody and Stern
Ice belt
Midbody and Stern Lower; Bottom
3.5
2.5
2.0
7.0
5.0
4.0
2.5
2.0
2.0
5.0
4.0
3.0
2.0
2.0
2.0
4.0
3.0
2.5
Table H2 - Material classes for structural members of Polar ships

Structural Members
Shell plating within the bow and bow intermediate ice belt hull areas (B, BIi)
All weather and sea exposed SECONDARY and PRIMARY, as defined in Table B2 of Pt.3 Ch.1 Sec.2/
Table B2 of Pt.3 Ch.2 Sec.2, structural members outside 0.4 L amidships
Plating materials for stem and stern frames, rudder horn, rudder, propeller nozzle, shaft brackets, ice skeg,
ice knife and other appendages subject to ice impact loads
All inboard framing members attached to the weather and sea-exposed plating including any contiguous
inboard member within 600 mm of the plating
Weather-exposed plating and attached framing in cargo holds of ships which by nature of their trade have
their cargo hold hatches open during cold weather operations
All weather and sea exposed SPECIAL, as defined in Table B2 of Pt.3 Ch.1 Sec.2/Table B2 of Pt.3 Ch.2
Sec.2, structural members within 0.2 L from FP
Material
Class
III
II
III
II
II
III
203 Steel grades for all plating and attached framing of hull structures and appendages situated below the
level of 0.3 m below the lower waterline, as shown in Fig.8, shall be obtained from Pt.3 Ch.1 Sec.2/Pt.3 Ch.2
Sec.2 based on the Material Class for Structural Members in Table H2 above, regardless of Polar Class.
Steel Grades According H204

Steel Grades According to H203
Fig. 8
Steel Grade Requirements for Submerged and Weather Exposed Shell Plating
Table H3 - Steel Grades for Weather Exposed Plating
Material Class II
Material Class III
Material Class IV
PC-1
PC-1
Thickness
PC-1
through
through
PC-6 and 7
PC-6 and 7
PC-4 and 5 PC-6 and 7
t [mm]
through 5
5
3
MS
HT
MS
HT
MS
HT
MS
HT
MS
HT
MS
HT
MS
HT
t 10
B
AH
B
AH
B
AH
B
AH
E
EH
E
EH
B
AH
10 < t 15 B
AH
B
AH
D
DH
B
AH
E
EH
E
EH
D
DH
15 < t 20 D
DH
B
AH
D
DH
B
AH
E
EH
E
EH
D
DH
20 < t 25 D
DH
B
AH
D
DH
B
AH
E
EH
E
EH
D
DH
D
DH
E
EH
E
EH
E
EH
25 < t 30 D
DH
B
AH
E
EH 2)
30 < t 35 D
DH
B
AH
E
EH
D
DH
E
EH
E
EH
E
EH
35 < t 40 D
DH
D
DH
E
EH
D
DH
F
FH
E
EH
E
EH
40 < t 45
E
EH
D
DH
E
EH
D
DH
F
FH
E
EH
E
EH
45 < t 50
E
EH
D
DH
E
EH
D
DH
F
FH
F
FH
E
EH
Notes:
1)
2)
Includes weather-exposed plating of hull structures and appendages, as well as their outboard framing members,
situated above a level of 0.3 m below the lowest ice waterline.
Grades D, DH are allowed for a single strake of side shell plating not more than 1.8 m wide from 0.3 m below the
lowest ice waterline.

Table H4 - Steel grades for inboard framing members attached to weather exposed plating
PC-1 through PC-5
PC-6 and PC-7
Thickness t, mm
MS
HT
MS
t 20
B
AH
B
20 <t 35
D
DH
B
35 <t 45
D
DH
D
45 <t 50
E
EH
D
HT
AH
AH
DH
DH
204 Steel grades for all weather exposed plating of hull structures and appendages situated above the level of
0.3 m below the lower ice waterline, as shown in Fig.8, shall be not less than given in Table H3.
205 Steel grades for all inboard framing members attached to weather exposed plating shall be not less than
given in Table H4. This applies to all inboard framing members as well as to other contiguous inboard members
(e.g. bulkheads, decks) within 600 mm of the exposed plating.
206 Castings and forgings shall have specified properties consistent with the expected service temperature
for the cast component. Forged or cast materials in structural members exposed to design temperatures lower
than 10C, shall fulfil requirements given in Sec.6 C605. The test temperature of components fully exposed to
the ambient air shall, if the design temperature has not been specified, for notations PC-1 to PC-5 be taken as
-20C and for notations PC-6 and PC-7 as -10C.
H 300 Materials for machinery components exposed to sea water
301 Materials exposed to sea water, such as propeller blades, propeller hub, cast thrusters body shall have an
elongation not less than 15% on a test specimen with a length which is five times the diameter of test specimen.
Charpy V impact tests shall be carried out for materials other than bronze and austenitic steel. Average impact
energy of 20 J taken from three Charpy V tests is to be obtained at minus 10C.
H 400 Materials for machinery components exposed to sea water temperatures
401 Materials exposed to sea water temperature shall be of steel or other approved ductile material.
Charpy V impact tests shall be carried out for materials other than bronze and austenitic steel.
An average impact energy value of 20 J taken from three tests shall be obtained at minus 10C. This
requirement applies to blade bolts, CP-mechanisms, shaft bolts, strut-pod connecting bolts, etc. This does not
apply to surface hardened components, such as bearings and gear teeth.
H 500 Materials for machinery components exposed to low air temperature
501 Materials of essential components exposed to low air temperature shall be of steel or other approved
ductile material. An average impact energy value of 20 J taken from three Charpy V tests shall be obtained at
10C below the lowest design temperature. This does not apply to surface hardened components, such as
bearings and gear teeth.
For definition of structural boundaries exposed to air temperature see B100.
I. Ice Interaction Loads Machinery

I 100
Propeller ice interaction
101 These Rules cover open and ducted type propellers situated at the stern of a vessel having controllable
pitch or fixed pitch blades. Ice loads on bow propellers and pulling type propellers shall receive special
consideration. The given loads are expected, single occurrence, maximum values for the whole ships service
life for normal operational conditions. These loads do not cover off-design operational conditions, for example
when a stopped propeller is dragged through ice. These Rules cover loads due to propeller ice interaction also
for azimuth and fixed thrusters with geared transmission or integrated electric motor (geared and podded
propulsors). However, the load models of these Rules do not cover propeller/ice interaction loads when ice
enters the propeller of a turned azimuthing thruster from the side (radially) or when ice block hits on the
propeller hub of a pulling propeller/thruster.
102 The loads given in this section are total loads (unless otherwise stated) during ice interaction and shall
be applied separately (unless otherwise stated) and are intended for component strength calculations only.
103 Fb is a force bending a propeller blade backwards when the propeller mills an ice block while rotating
ahead. Ff is a force bending a propeller blade forwards when a propeller interacts with an ice block while
rotating ahead.

I 200
Ice class factors
201 The Table below lists the design ice thickness and ice strength index to be used for estimation of the propeller
ice loads.
Table I1 Ice class factors
Ice Class
Hice[m]
PC-1
4.0
PC-2
3.5
PC-3
3.0
PC-4
2.5
PC-5
2.0
PC-6
1.75
PC-7
1.5
S ice[-]
1.2
1.1
1.1
1.1
1.1
1
1
where
Hice = ice thickness for machinery strength design
Sice = ice strength index for blade ice force.
I 300
Design ice loads for open propeller
301 Maximum Backward Blade Force, Fb

when D < Dlimit:
Fb = 27 S ice [n D ]
0. 7
when D Dlimit:
Fb = 23 S ice [n D]
0.7
EAR
EAR
0 .3
0 .3
D 2 [kN]
[H ice ]1 .4 D [kN]
Dlimit = 0.85[Hice]1.4
where:
n
= nominal rotational speed (at MCR free running condition) for CP-propeller and 85% of the nominal
rotational speed (at MCR free running condition) for a FP-propeller (regardless driving engine type)
[rps]
D
= propeller diameter [m]
EAR = expanded blade area ratio
Z
= number of propeller blades
Fb shall be applied as a uniform pressure distribution to an area on the back (suction) side of the blade for the
following load cases:
a) Load case 1:
from 0.6 R to the tip and from the blade leading edge to a value of 0.2 chord length
b) Load case 2:
a load equal to 50% of the Fb shall be applied on the propeller tip area outside of 0.9 R
c) Load case 5:
for reversible propellers a load equal to 60% of the greater of Fb or Ff, shall be applied from 0.6 R to the
tip and from the blade trailing edge to a value of 0.2 chord length.

Table I2
Force
Right handed propeller blade seen

from back
Loaded area
Load case 1
Fb

blade (suction side) to an area from 0.6 R to
the tip and from the leading edge to 0.2 times
the chord length
Load case 2
50% of Fb

blade (suction side) on the propeller tip area
outside of 0.9 R radius.
Load case 5
60% of Ff
or Fb which
one is
greater

(pressure side) to an area from 0.6 R to the tip
and from the trailing edge to 0.2 times the
chord length
302 Maximum Forward Blade Force, Ff

when D < Dlimit:
EAR 2
F f = 250
D [kN]
Z
when D Dlimit :
1
H ice EAR D
F f = 500
1 d
Z
[kN]
where
2
H ice
Dlim it =
1 d
d
= propeller hub diameter [m]
D
= propeller diameter [m]
EAR = expanded blade area ratio
Z
= number of propeller blades.
Ff shall be applied as a uniform pressure distribution to an area on the face (pressure) side of the blade for the
following loads cases:
a) Load case 3:
from 0.6 R to the tip and from the blade leading edge to a value of 0.2 chord length
b) Load case 4:
a load equal to 50% of the Ff shall be applied on the propeller tip area outside of 0.9 R
c) Load case 5:
for reversible propellers a load equal to 60% of the greater of Ff or Fb shall be applied from 0.6 R to the tip
and from the blade trailing edge to a value of 0.2 chord length.

Table I3
Force
Loaded area
Right handed propeller blade seen from back
Uniform pressure applied on the blade face

and from the leading edge to 0.2 times the
chord length.
Load case 3
Ff
Load case 4

50% of Ff (pressure side) on the propeller tip area
outside of 0.9 R radius.
Load case 5
60% of Ff
or Fb
which one
is greater

and from the trailing edge to 0.2 times the
chord length
303 Maximum Blade Spindle Torque, Qsmax

Spindle torque Qsmax around the spindle axis of the blade fitting shall be calculated both for the load cases
described in I301 and I302 for Fb Ff. If these spindle torque values are less than the default value given below,
the default minimum value shall be used
Default Value Qsmax = 0.25 F c0.7 [kNm]
where
c0.7 = length of the blade chord at 0.7 R radius [m]
F is either Fb or Ff which ever has the greater absolute value.
304 Maximum Propeller Ice Torque applied to the propeller
when D < Dlimit:
d P
Tmax = kopen 1 0.7
D D
0.16
[n D]
0.17
D3 [kNm]
where:
kopen = 14.7 for PC1 - PC5; and
kopen = 10.9 for PC6 - PC7
when D Dlimit:
P
d
Tmax = 1. 9 k open 1 [ H ice ]1.1 0.7
D
D
0 .16
[n D ]0.17 D 1.9 [kNm]
Dlimit = 1.8Hice
where
P0.7
n
= propeller pitch at 0.7 R [m]

= rotational propeller speed [rps] at bollard condition. If not known, n is to be taken as follows:

Table I4
Propeller type
CP propellers
n
nn
nn
0.85 nn
where nn is the nominal rotational speed at MCR, free running condition.

For CP propellers, propeller pitch, P0.7 shall correspond to MCR in bollard condition. If not known, P0.7 shall
be taken as 0.7 P0.7n, where P0.7n is propeller pitch at MCR free running condition.
305 Maximum Propeller Ice Thrust applied to the shaft
Thf = 1.1 Ff [kN]
Thb = 1.1 Fb [kN]
However, the load models of this UR do not include propeller/ice interaction loads when ice block hits on the
propeller hub of a pulling propeller.
I 400
Design Ice Loads for Ducted Propeller
401 Maximum Backward Blade Force, Fb

when D < Dlimit:
0.7 EAR
Fb = 9. 5 Sice [n D ]
0.3
D 2 [kN]
when D or equal Dlimit:

0.7 EAR
Fb = 66 S ice [n D]
Z
0 .3
1.4
[H ice ] D 0.6 [kN]
where Dlimit = 4 Hice

n shall be taken as in I301.
Fb shall be applied as a uniform pressure distribution to an area on the back side for the following load cases:
a) Load case 1:
On the back of the blade from 0.6 R to the tip and from the blade leading edge to a value of 0.2 chord length
b) Load case 5:
For reversible rotation propellers a load equal to 60% of the greater of Fb or Ff is applied on the blade face
from 0.6 R to the tip and from the blade trailing edge to a value of 0.2 chord length.
Table I5
Force
Loaded area
Load case 1
Fb
Uniform pressure applied on the back

of the blade (suction side) to an area
from 0.6 R to the tip and from the
leading edge to 0.2 times the chord
length
Load case 5
60% of Ff or Fb
which one is
greater

face (pressure side) to an area from 0.6
R to the tip and from the trailing edge to
0.2 times the chord length

from back

402 Maximum Forward Blade Force, Ff

when D Dlimit:
EAR 2
F f = 250
D
Z
[kN]
when D > Dlimit:

1
EAR
F f = 500
H ice
D
d
Z
1
D
[kN]
where
Dlimit =
2
H ice
d
1
D
[m]
Ff shall be applied as a uniform pressure distribution to an area on the face (pressure) side for the following
load case:
a) Load case 3:
On the blade face from 0.6 R to the tip and from the blade leading edge to a value of 0.5 chord length
b) Load case 5:
A load equal to 60% of the greater of Ff or Fb shall be applied from 0.6 R to the tip and from the blade
leading edge to a value of 0.2 chord length.
Table I6
Force
Loaded area
Load case 3
Ff
Uniform pressure applied on the blade

R to the tip and from the leading edge to
0.5 times the chord length.
Load case 5
60% of Ff or Fb
which one is
greater

R to the tip and from the trailing edge to
0.2 times the chord length

from back
403 Maximum Blade Spindle Torque for CP-mechanism Design, Qsmax.

Spindle torque Qsmax around the spindle axis of the blade fitting shall be calculated for the load case described
in I100. If these spindle torque values are less than the default value given below, the default value shall be used
Default Value Qsmax = 0.25 F c0.7 [kNm]
where c0.7 the length of the blade section at 0.7 R radius and F is either Fb or Ff which ever has the greater
absolute value.
404 Maximum Propeller Ice Torque applied to the propeller
Tmax is the maximum torque on a propeller due to ice-propeller interaction.
when D Dlimit:
Tmax
d P
= kducted 1 0. 7
D D
0. 16
[n D ]
0 .17
D 3 [kNm]

where:
kducted = 10.4 for PC1 - PC5; and
kducted = 7.7 for PC6 - PC7
when D > Dlimit:
1.1 P
d
Tmax = 1 .9 kducted 1 [Hice ] 0 .7
D
D
0.16
[nD ]
0 .17
D1. 9 [kNm]
where Dlimit = 1.8 Hice [m].

n is the rotational propeller speed [r.p.s.] at bollard condition. If not known, n shall be taken as follows:
Table I7
Propeller type
CP propellers
n
nn
nn
0.85 nn
where nn is the nominal rotational speed at MCR, free running condition.

For CP propellers, propeller pitch, P0.7 shall correspond to MCR in bollard condition. If not known, P0.7 shall
be taken as 0.7 P0.7n, where P0.7n is propeller pitch at MCR free running condition.
405 Maximum Propeller Ice Thrust (applied to the shaft at the location of the propeller)
Thf = 1.1 Ff [kN]
Thb = 1.1 Fb [kN].
I 500
Propeller blade loads and stresses for fatigue analysis
501 Blade stresses:

The blade stresses at various selected load levels for fatigue analysis are to be taken proportional to the stresses
calculated for maximum loads given in sections I301, I302, I401 and I402.
The peak stresses are those determined due to Ff and Fb. The peak stress range max and the maximum stress
amplitude FAmax are determined on the basis of:
Fmax = 2 F A max = F f + Fb
I 600
Design ice loads for propulsion line
601 Torque
The propeller ice torque excitation for shaft line dynamic analysis shall be described by a sequence of blade
impacts which are of half sine shape and occur at the blade. The torque due to a single blade ice impact as a
function of the propeller rotation angle is then
T() = Cq Tmax sin((180/i))
when rotates from 0 to i plus integer revolutions
T() = 0
when rotates from i to 360 plus integer revolutions
where Cq and i parameters are given in table below.
Table I8
Torque excitation
Case 1
Case 2
Case 3
Propeller-ice interaction
Single ice block
Single ice block
Two ice blocks with 45 degree phase in rotation angle
Cq
0.75
1.0
0.5
90
135
45
The total ice torque is obtained by summing the torque of single blades taking into account the phase shift 360
deg/Z. The number of propeller revolutions during a milling sequence shall be obtained with the formula:
NQ = 2 Hice
and total number of impacts during one ice milling sequence is Z N T .
In addition, the impacts are to ramp up over 270 degrees and subsequently ramp down over 270 degrees.
The total excitation torque from the 3 cases will then look like the figures below. See Fig.9.
Case 1
Case 2
Case 3
Fig. 9
The shape of the propeller ice torque excitation for 90, 135 degrees single blade impact sequences and 45 degrees double blade impact sequence
(Case 1 to 3 respectively apply for propeller with 4 blades).


Milling torque sequence duration is not valid for pulling bow propellers, which are subject to special
consideration.
602 Response torque in the propulsion system
The response torque, Tr(t) at any component in the propulsion system shall be analysed by means of transient
torsional vibration analysis considering the excitation torque at the propeller T() as given in 601, the actual
available engine torque Te, and the mass elastic system. Calculations have to be carried out for all excitation
cases given in 601 and the excitation torque has to be applied on top of the mean hydrodynamic torque in
bollard condition at considered propeller rotational speed. The worst phase angle between the ice interactions
and any high torsional vibrations caused by engine excitations (e.g. 4th order engine excitation in direct coupled
2-stroke plants with 7-cyl. engine) should be considered in the analysis.
Guidance note:
A recommended way of performing transient torsional vibration calculations is given in Classification Note 51.1.
Alternative methods to the ones given in Classification Note 51.1 may also be considered on the basis of equivalence.
The results of the 3 cases are to be used in the following way:

1) The highest peak torque (between the various lumped masses in the system) is in the following referred to
as peak torque Tpeak.
2) The highest torque amplitude during a sequence of impacts is to be determined as half of the range from
max to min torque and is referred to as TAmax.
Fig. 10
Response Torque over time
603 Maximum Response Thrust Thr

Maximum thrust along the propeller shaft line shall be calculated with the formulae below. The factors 2.2 and
1.5 take into account the dynamic magnification due to axial vibration. Alternatively the propeller thrust
magnification factor may be calculated by dynamic analysis.
Maximum Shaft Thrust Forwards: Thr = Thn + 2.2 Thf [kN]
Maximum Shaft Thrust Backwards: Thr = 1.5 Thb [kN]
Thn = propeller bollard thrust [kN]
Thf = maximum forward propeller ice thrust [kN].
If hydrodynamic bollard thrust, Thn is not known, Thn shall be taken as follows:
Table I9
Propeller type
CP propellers (open)
CP propellers (ducted)
FP propellers driven by diesel engine (open)
FP propellers driven by diesel engine (ducted)
Thn
1.25 Th
1.1 Th
Thr
0.85 Th
0.75 Th

Th = nominal propeller thrust at MCR at free running open water conditions

604 Blade Failure Load for both Open and Nozzle Propeller Fex
The force is acting at 0.8R in the weakest direction of the blade at the centre of the blade. For calculation of
spindle torque the force is assumed to act at a spindle arm of 1/3 of the distance from the axis of blade rotation
to the leading or the trailing edge, whichever is greater.
The blade failure load is:
Fex =
0.3 c t 2 ref
0.8 D 2 r
10 3
[kN]
where ref = 0.60.2 + 0.4u

where u (specified maximum ultimate tensile strength) and 0.2 (specified maximum yield or 0.2% proof
strength) are representative values for the blade material. Representative in this respect means values for the
considered section. These values may either be obtained by means of tests, or commonly accepted thickness
correction factors approved by the classification society. If not available, maximum specified values shall be
used.
c, t, D and r are respectively the actual chord length (m), thickness (m), propeller diameter (m) and radius (m)
of the cylindrical root section of the blade at the weakest section outside root fillet and typically will be at the
termination of the fillet into the blade profile.
Alternatively the Fex can be determined by means of FEA of the actual blade. Blade bending failure shall take place
reasonably close to the root fillet end and normally not more 20% of R outside fillet. The blade bending failure is
considered to occur when equivalent stress reach ref1 times 1.5 in elastic model.
Guidance note:
A recommended FE analysis method is given in Classification Note 51.1.
I 700
Machinery fastening loading conditions
701 Essential equipment and main propulsion machinery supports shall be suitable for the accelerations as
indicated in as follows. Accelerations shall be considered acting independently.
702 Longitudinal Impact Accelerations, al
Maximum longitudinal impact acceleration at any point along the hull girder,
F
H
al = IB 1.1 tan( + ) + 7
L
tk
[m/s ]
2
703 Vertical acceleration av

Combined vertical impact acceleration at any point along the hull girder,
F
av = IB Fx m/s 2
tk
FX =
=
=
=
1.3 at F.P.
0.2 at midships
0.4 at A.P.

704 Transverse impact acceleration at
Combined transverse impact acceleration at any point along hull girder,
at = 3FBow
FX =
=
=
=
Fx
tk
1.5 at F.P.
0.25 at midships
0.5 at A.P.
1.5 at A.P. for vessels conducting ice breaking astern, intermediate values to be interpolated linearly
where:
= maximum friction angle between steel and ice, normally taken as 10[deg.]

tk
L
H
FIB
FBow
=
=
=
=
=
=
bow stem angle at waterline [deg.]

displacement at UIWL [kt]
length between perpendiculars [m]
distance in meters from the water line to the point being considered [m]
vertical impact force, defined in D200
as defined in B501.
J. Design Machinery
J 100
Design principles
101 Fatigue design in general

The propeller and shaft line components are to be designed so as to prevent accumulated fatigue failure when
considering the loads according to I300 through I600 using the linear elastic Palmgren-Miners rule.
MDR =
j =k
n
n1 n2
n
+
+ + k 1 or MDR= j 1
N1 N 2
Nk
J =1 N j
The long term ice load spectrum is approximated with two-parameter Weibull distribution.
102 Propeller blades
The load spectrum for backward loads is normally expected to have a lower number of cycles than the load
spectrum for forward loads. Taking this into account in a fatigue analysis introduces complications that are not
justified considering all uncertainties involved.
The blade stress amplitude distribution is therefore simplified and assumed to be as:
1
log( N ) k
A ( N ) = A max 1
log( N ice )
[Equation 27]
where the Weibull shape parameter is, k = 0.75 for open propeller and k = 1.0 for nozzle propeller
This is illustrated in the cumulative stress spectrum (stress exceedence diagram) in Fig. 11.
Number of load cycles Nice in the load spectrum per blade is to be determined according to the formula:
N ice = k1 k 2 N class n
where
Nclass= reference number of impacts per propeller rotation speed for each ice class (table)
Ice Class
Nclass
PC1
21 106
PC2
17 106
PC3
15 106
PC4
13 106
PC5
11 106
PC6
9 106
PC7
6 106
k1 = 1 for centre propeller

= 2 for wing propeller
= 3 for pulling propeller (wing and centre)
= for pulling bow propellers number of load cycles is expected to increase in range of 10 times
k2 = 0.8 - f when f < 0
= 0.8 - 0.4f when 0 f 1
= 0.6 - 0.2f when 1 < f 2.5
= 0.1 when f > 2.5
where the immersion function f is:
h H ice
f = o
1 [Equation 28]
D/2
where
ho = depth of the propeller centreline at the minimum ballast waterline in ice (LIWL) of the ship.
103 Applicable loads in propulsion line components
The strength of the propulsion line components shall be designed
a) for maximum loads in I300 and I400 (for open and ducted propellers respectively)

b) such that the plastic bending of a propeller blade shall not cause damages in other propulsion line
components
c) with fatigue strength as determined by the criteria in J500 with the following ice load spectrum
The Weibull shape parameter is k = 1.0 for both open and ducted propeller torque and bending forces. The load
distribution is an accumulated load spectrum (load exceedence diagram).
log( N )
TA ( N ) = TA max 1
log( Z N ice )
This is illustrated by the example in the Fig. 12.
Fig. 11
Ice load distribution for ducted and open propeller
Cumulative Torque Distribution

100
Q_A/Q_Amax [%]
80
60
40
20
Number of ice cycles
Z N ice
Fig. 12
The total number of load cycles in the load spectrum is determined as:ZNice.
J 200
Propeller Blade design
201 Maximum blade stresses

Blade stresses (equivalent and principal stresses) shall be calculated using the backward and forward loads
given in section I300 and I400. The stresses shall be calculated with recognised and well documented FEanalysis.
Guidance note:
A recommended FE analysis method is given in Classification Note 51.1.
The stresses on the blade shall not exceed the allowable stresses all for the blade material given below.
Calculated blade equivalent stress for maximum ice load shall comply with the following:
calc < all = ref /S

= 1.5
= reference stress, defined as:
= 0.7u or
= 0.60.2 + 0.4u whichever is less
where u and 0.2 are minimum specified values for the blade material according to approved makers
specification.
ref
ref
ref
J 300
Fatigue design of propeller blades
301 Propeller blades are to be designed so as to prevent accumulated fatigue when considering the loads
according to J102 and using the Miners rule.
Guidance note:
A recommended fatigue analysis method is given in Classification Note 51.1.
302 The S-N curve characteristics are based on two slopes, the first slope 4.5 is from 100 to 108 load cycles;
the second slope 10 is above 108 load cycles.
The maximum allowable stress is limited by ref/S
The fatigue strength Fat-E7 is the fatigue limit at 10 million load cycles.
The geometrical size factor (Ksize) is:
t
K size = 1 a ln
25
Where t = actual blade thickness at considered section and a is given in table J2

The mean stress effect (Kmean) is
K mean
1.4 mean
= 1.0
u
0.75
The fatigue limit for 10 million load cycles is then:

E7 =
Fat E7
K size K mean
S
where S is the safety factor S = 1.5

The S-N curve is extended by using the first slope (4.5) to 100 million load cycles due to the variable loading
effect (stress interaction effect).
Table J2 Mean fatigue strength Fat-E7 for different material types
Bronze and brass (a = 0.10)
Stainless steel (a = 0.05)
Mn-Bronze, CU1 (high tensile brass)
80 MPa
Ferritic (12Cr 1Ni)
Mn-Ni-Bronze, CU2 (high tensile brass)
80 MPa
Martensitic (13Cr 4Ni/13Cr 6Ni)
Ni-Al-Bronze, CU3
120 MPa
Martensitic (16Cr 5Ni)
Mn-Al-Bronze, CU4
105 MPa
Austenitic (19Cr 10Ni)
120 MPa
150 MPa
165 MPa
130 MPa
Alternatively, Fat-E7 can be defined from fatigue test results from approved fatigue tests at 50% survival
probability and stress ratio R = -1, ref. Rules Pt.4 Ch.5 Sec.1 B101.
J 400
Blade flange, bolts and propeller hub and CP Mechanism
401 The blade bolts, the cp mechanism, the propeller boss, and the fitting of the propeller to the propeller
shaft shall be designed to withstand the maximum and fatigue design loads, as defined in I. The safety factor
against yielding shall be greater than 1.3 and that against fatigue greater than 1.5. In addition, the safety factor
for loads resulting from loss of the propeller blade through plastic bending as defined in I604 shall be greater
than 1 against yielding.
Guidance note:

402 Blade bolts shall withstand following bending moment considered around bolt pitch circle, or an other
relevant axis for not circular joints, parallel to considered root section with a safety factor of 1.0:
M bolt = Fex (0.8
D
rbolt ) [kNm]
2
where
rbolt = radius to the bolt plan [m]
403 Blade bolt pre-tension shall be sufficient to avoid separation between mating surfaces with maximum
forward and backward ice loads in I301 - I302 and I401 - I402 (open and ducted respectively).
404 Separate means, e.g. dowel pins, have to be provided in order to withstand a spindle torque resulting from
blade failure (I604) Qsex or ice interaction Qsmax (I303), whichever is greater. A safety factor S of 1.0 is
required. The minimum diameter of the pins is:
d = 103
PCD
i
Qs
= Pitch circle diameter [mm]

= number of pins
= max(Qsmax; Qsex) - Qfr1 - Qfr2 [kNm]
= yield strength of dovel pin material
0.2
sex
Qs 8 3
[mm]
PCD i 0.2
= F
Qfr1
Qfr2
Lex
Coefficient
of friction
ex
1
L
3
ex
[kNm]
= friction torque in blade bearings caused by the reaction forces due to Fex
= friction between connected surfaces resulting from blade bolt pretension forces.
= maximum of distance from spindle axis to the leading, or trailing edge at radius 0,8R
= 0.15 may normally be applied in calculation of Qfr1,2.
405 Components of CP mechanisms are to be designed to withstand the blade failure spindle torque Qsex and
maximum ice spindle torque.
The blade failure spindle torque Qsex shall not lead to any consequential damages.
Fatigue strength is to be considered for parts transmitting the spindle torque from blades to a servo system
considering ice spindle torque acting on one blade. The maximum amplitude is defined as:
Qsa max =
Qsb + Qsf
2
[kNm]
Provided that calculated stresses duly considering local stress concentrations are less than yield strength, or
maximum 70% of u of respective materials, detailed fatigue analysis is not required. In opposite case
components shall be analysed for cumulative fatigue.
406 Design pressure for servo system shall be taken as a pressure caused by Qsmax or Qsex when not protected
by relief valves, reduced by relevant friction losses in bearings caused by the respective ice loads. Design
pressure shall in any case be less than relief valve set pressure
J 500
Propulsion Line Components
501 Propeller fitting to the shaft

A. Keyless cone mounting
The friction capacity (at 0oC) shall be at least 2.0 times the highest peak torque Tpeak [kNm] as determined in
I600 without exceeding the permissible hub stresses.
The necessary surface pressure can be determined as:
2 2.0 Tpeak
[MPa]
p0C =
DS2 L 103
where
DS
L
= 0.14 for steel-steel,

= 0.13 for steel-bronze
= is the shrinkage diameter at mid-length of taper [m]
= is the effective length of taper [m]

Above friction coefficients may be increased by 0.04 if glycerine is used in wet mounting
B. Key mounting
Key mounting is not permitted.
C. Flange mounting
I
II
The flange thickness is to be at least 25% of the shaft diameter.

Any additional stress raisers such as recesses for bolt heads shall not interfere with the flange fillet unless
the flange thickness is increased correspondingly.
III The flange fillet radius is to be at least 10% of the shaft diameter.
IV The diameter of ream fitted (light press fit) bolts shall be chosen so that the peak torque does not cause
shear stresses beyond 30% of the yield strength of the bolts.
V The bolts are to be designed so that the blade failure load Fex (I604) does not cause yielding.
502 Propeller shaft

The propeller shaft is to be designed to fulfil the following:
A. The blade failure load Fex (I604) applied parallel to the shaft (forward or backwards) shall not cause
yielding. Bending moment need not to be combined with any other loads.
The diameter d in way of the aft stern tube bearing shall not be less than:
Fex D
d = 160
3
d4
y 1 i 4
[mm]
where
= minimum specified yield or 0.2% proof strength of the propeller shaft material [MPa]
d
= shaft diameter [mm]
di
= shaft inner diameter [mm].
Forward from the aft stern tube bearing the diameter may be reduced based on direct calculation of actual
bending moments, or by the assumption that the bending moment caused by Fex is linearly reduced to 50% at
the next bearing and in front of this linearly to zero at third bearing.
Bending due to maximum blade forces Fb and Ff have been disregarded since the resulting stress levels are
much below the stresses due to the blade failure load.
B. The stresses due to the peak torque Tpeak [kNm] shall have a minimum safety factor of 1.5 against yielding
in plain sections and 1.0 in way of stress concentrations in order to avoid bent shafts.
Minimum diameter of
plain shaft:
T peak
d = 237
3
notched shaft:
d4
y 1 i 4
Tpeak t
d = 207
3
di 4
y 1 4
d
[mm]
[mm]
where t is the local stress concentration factor in torsion. Notched shaft diameter shall in any case not be less
than the required plain shaft diameter.
C. The torque amplitudes with the foreseen number of cycles shall be used in an accumulated fatigue evaluation
with the safety factors as defined below.
Guidance note:
A recommended fatigue analysis method is given in Classification Note 51.1 with further references to the CN 41.4.
D. For plants with reversing direction of rotation the stress range t resulting from forward Tpeakf to astern
Tpeakb shall not exceed twice the yield strength (in order to avoid stress-strain hysteresis loop) with a safety

factor of 1.5, i.e.:
2 y
[MPa]
3 1.5
The fatigue strengths F and F (3 million cycles) of shaft materials may be assessed on the basis of the
materials yield or 0.2% proof strength as:
F = 0.436 y + 77 = F 3 [MPa]
This is valid for small polished specimens (no notch) and reversed stresses, see VDEH 1983 Bericht Nr.
ABF11 Berechnung von Whlerlinien fr Bauteile aus Stahl.
The high cycle fatigue (HCF) is to be assessed based on the above fatigue strengths, notch factors (i.e.
geometrical stress concentration factors and notch sensitivity), size factors, mean stress influence and the
required safety factor of 1.5.
The low cycle fatigue (LCF) representing 103 cycles is to based on the lower value of either half of the stress
range criterion (see D) or the smaller value of yield or 0.7 of tensile strength/3. Both criteria utilise a safety
factor of 1.5.
The LCF and HCF as given above represent the upper and lower knees in a stress-cycle diagram. Since the
required safety factors are included in these values, a Miner sum of unity is acceptable.
503 Intermediate shafts
The intermediate shafts are to be designed to fulfil the following:
A. The stresses due to the peak torque Tpeak [kNm] shall have a minimum safety factor of 1.5 against yielding
in plain sections and 1.0 in way of stress concentrations in order to avoid bent shafts.
Minimum diameter of
plain shaft:
T peak
d = 237
3
notched shaft:
d4
y 1 i 4
Tpeak t
d = 207
3
d 4
y 1 i4
d
[mm]
[mm]
where t is the local stress concentration factor in torsion. Notched shaft diameter shall in any case not be less
than the required plain shaft diameter.
B. The torque amplitudes with the foreseen number of cycles shall be used in an accumulated fatigue evaluation
with the safety factors as defined below.
Guidance note:
C. For plants with reversing direction of rotation the stress range t [MPa] resulting from forward Tpeakf to
astern Tpeakb shall not exceed twice the yield strength (in order to avoid hysteresis) with a safety factor of 1.5,
i.e.:
2 y
[MPa]
t
3 1.5
The fatigue strengths F and F (3 million cycles) of shaft materials may be assessed on the basis of the
materials yield or 0.2% proof strength as:
F = 0.436 y + 77 = F 3 [MPa]
This is valid for small polished specimens (no notch) and reversed stresses, see VDEH 1983 Bericht Nr.
ABF11 Berechnung von Whlerlinien fr Bauteile aus Stahl.
The high cycle fatigue (HCF) is to be assessed based on the above fatigue strengths, notch factors (i.e.
geometrical stress concentration factors and notch sensitivity), size factors, mean stress influence and the
required safety factor of 1.5.
The low cycle fatigue (LCF) representing 103 cycles is to based on the lower value of either half of the stress
range criterion (see C) or the smaller value of yield or 0.7 of tensile strength/3. Both criteria utilise a safety
factor of 1.5.

The LCF and HCF as given above represent the upper and lower knees in a stress-cycle diagram. Since the required
safety factors are included in these values, a Miner sum of unity is acceptable.
504 Shaft connections
A. Shrink fit couplings (keyless)
The friction capacity shall be at least 1.8 times the highest peak torque Tpeak as determined in I602 without
exceeding the permissible hub stresses.
The necessary surface pressure can be determined as:
p =
2 1.8 Tpeak
DS2 L 103
[MPa]
where
= coefficient of friction = 0.14 for steel to steel with oil injection (= 0.18 if glycerine injection)
DS = is the shrinkage diameter at mid-length of taper [m]
L = is the effective length of taper [m].
B. Key mounting
Key mounting is not permitted.
C. Flange mounting
I
II
The flange thickness is to be at least 20% of the shaft diameter.

Any additional stress raisers such as recesses for bolt heads shall not interfere with the flange fillet unless
the flange thickness is increased correspondingly.
III The flange fillet radius is to be at least 8% of the shaft diameter.
IV The diameter of ream fitted (light press fit) bolts or pins shall be chosen so that the peak torque does not
cause shear stresses beyond 30% of the yield strength of the bolts or pins.
V The bolts are to be designed so that the blade failure load (I604) in backwards direction does not cause yielding.
505 Gear transmissions

A. Shafts
Shafts in gear transmissions shall meet the same safety level as intermediate shafts, but where relevant, bending
stresses and torsional stresses shall be combined (e.g. by von Mises).
Guidance note:
Maximum permissible deflection in order to maintain sufficient tooth contact pattern is to be considered for the
relevant parts of the gear shafts.
B. Gearing
The gearing shall fulfil following 3 acceptance criteria:
1) tooth root fracture
2) pitting of flanks
3) scuffing.
In addition to above 3 criteria subsurface fatigue may need to be considered.
Common for all criteria is the influence of load distribution over the face width. All relevant parameters are to
be considered, such as elastic deflections (of mesh, shafts and gear bodies), accuracy tolerances, helix
modifications, and working positions in bearings (especially for twin input single output gears).
The load spectrum (see J103) may be applied in such a way that the numbers of load cycles for the output wheel
are multiplied by a factor of (number of pinions on the wheel / number of propeller blades Z). For pinions and
wheels with higher speed the numbers of load cycles are found by multiplication with the gear ratios. The peak
torque (Tpeak) is also to be considered.
Guidance note:
The acceptance criteria for calculation assessment are given below. They refer to calculation methods as given in
Classification Note 41.2, comprising information on calculation of tooth root strength (root fractures), flank surface
durability (pitting, spalling, case crushing and tooth fractures starting from the flank), scuffing and subsurface fatigue.

Tooth root safety shall be assessed against the peak torque, torque amplitudes (with the pertinent average
torque) as well as the ordinary loads (free water running) by means of accumulated fatigue analyses. The
resulting safety factor is to be at least 1.5.
The safety against pitting shall be assessed in the same way as tooth root stresses, but with a minimum resulting
safety factor of 1.2.
The scuffing safety (flash temperature method ref. Classification Note 41.2) based on the peak torque shall be at
least 1.2 when the FZG class of the oil is assumed one stage below specification.
The safety against subsurface fatigue of flanks for surface hardened gears (oblique fracture from active flank
to opposite root) shall be assessed at the discretion of each society.
Bearings
See section I509.
506 Clutches
Clutches shall have a static friction torque of at least 1.3 times the peak torque and dynamic friction torque 2/
3 of the static.
Emergency operation of clutch after failure of e.g. operating pressure shall be made possible within reasonably
short time. If this is arranged by bolts, it shall be on the engine side of the clutch in order to ensure access to
all bolts by turning the engine.
507 Elastic couplings
There shall be a separation margin of at least 20% between the peak torque and the torque where any twist
limitation is reached.
The torque amplitude (or range ) shall not lead to fatigue cracking, i.e. exceeding the permissible vibratory
torque. The permissible torque may be determined by interpolation in a log-log torque-cycle diagram where
TKmax1 respectively TKmax refer to 50,000 cycles and TKV refer to 106 cycles. See illustration in Fig. 13, 14
and 15.
Fig. 13
Fig. 14
Fig. 15

508 Crankshafts
Special considerations apply for plants with large inertia (e.g. flywheel, tuning wheel or PTO) in the non-driving
end of the engine.
509 Bearings
All shaft bearings are to be designed to withstand the propeller blade ice interaction loads according to I300
and I400. For the purpose of calculation the shafts are assumed to rotate at rated speed. Reaction forces due to
the response torque (e.g. in gear transmissions) are to be considered.
Additionally the aft stern tube bearing as well as the next shaft-line bearing are to withstand Fex as given in
I600, in such a way that the ship can maintain operational capability.
Rolling bearings are to have a L10a lifetime of at least 40 000 hours according to ISO-281.
Thrust bearings and their housings are to be designed to withstand maximum response thrust I600 and the force
resulting from the blade failure force Fex. For the purpose of calculation except for Fex the shafts are assumed
to rotate at rated speed. For pulling propellers special consideration is to be given to loads from ice interaction
on propeller hub.
510 Seals
Basic requirements for seals:
A. Seals are to prevent egress of pollutants, and be suitable for the operating temperatures. Contingency plans
for preventing the egress of pollutants under failure conditions are to be documented.
B. Seal are to be of type approved type or otherwise of proven design.
J 600
Azimuthing Main Propulsion
601 In addition to the above requirements, special consideration shall be given to those loading cases which
are extraordinary for propulsion units when compared with conventional propellers. The estimation of loading
cases has to reflect the way of operation of the ship and the thrusters. In this respect, for example, the loads
caused by the impacts of ice blocks on the propeller hub of a pulling propeller have to be considered.
Furthermore, loads resulting from the thrusters operating at an oblique angle to the flow have to be considered.
The steering mechanism, the fitting of the unit, and the body of the thruster shall be designed to withstand the
loss of a blade without damage. The loss of a blade shall be considered for the propeller blade orientation which
causes the maximum load on the component being studied. Typically, top-down blade orientation places the
maximum bending loads on the thruster body.
602 Azimuth thrusters shall also be designed for estimated loads due to thruster body/ice interaction as per
sub-section E. The thruster body has to stand the loads obtained when the maximum ice blocks, which are given
in I201, strike the thruster body when the ship is at a typical ice operating speed. In addition, the design situation
in which an ice sheet glides along the ships hull and presses against the thruster body should be considered.
The thickness of the sheet should be taken as the thickness of the maximum ice block entering the propeller, as
defined in I200.
603 Design criteria for azimuth propulsors
Azimuth propulsors shall be designed for following loads:
1) Ice pressure on strut based on defined location area of the strut / ice interaction as per subsection E.
2) Ice pressure on pod based on defined location area of thruster body / ice interaction as per subsection E.
3) Plastic bending of one propeller blade in the worst position (typically top-down) without consequential
damages to any other part
4) Steering gear design torque TSG shall be minimum 60% of steering torque expected at propeller ice milling
condition defined as Tmax
TSG = 0.6(Tmax / 0.8R) l [kNm]
where l is distance from the propeller plane to steering (azimuth) axis [m].
5) Steering gear shall be protected by effective means limiting excessive torque caused by:
a) Ice milling torque exceeding design torque and leading to rotation of unit
b) Torque caused by plastic bending of one propeller blade in the worse position (related to steering gear)
and leading to rotation of the unit.
6) Steering gear shall be ready for operation after above load, 5)a) or 5)b) has gone.
J 700
Steering system
701 Rudder stops are to be provided. The design ice force on rudder shall be transmitted to the rudder stops
without damage to the steering system.

702 Ice knife shall in general be fitted to protect the rudder in centre position. The ice knife shall extend below
BWL. Design forces shall be determined according to the subsection E.
703 The effective holding torque of the rudder actuator, at safety valve set pressure, is obtained by
multiplying the open water requirement at design speed (maximum 18 knots) by following factors:
Ice Class
Factor
PC1
5
PC2
5
PC3
3
PC4
3
PC5
3
PC6
2
PC7
1,5
The holding torque shall be limited to the actual twisting capacity of the rudder stock calculated at its yield
strength (ref. Pt.4 Ch.14)
704 The rudder actuator shall be protected by torque relief arrangements, assuming the following turning
speeds [deg/s] without undue pressure rise (ref. Pt.4 Ch.14 for undue pressure rise):
Ice Class
Turning speeds [deg/s]
PC12
8
PC3-5
6
PC6 - 7
4
705 Additional fast acting torque relief arrangements (acting at 15% higher pressure than set pressure of
safety valves in 704 shall provide effective protection of the rudder actuator in case of the rudder is pushed
rapidly hard over against the stops assuming following turning speeds [deg/s].
Ice Class
Turning speeds [deg/s]
PC12
40
PC3-5
20
PC6 - 7
10
The arrangement shall be so that steering capacity can be speedily regained.

J 800
801
Prime movers
Engines shall be capable of being started and running the propeller in bollard condition.
802 Propulsion plants with CP propeller shall be capable being operated even in case with the CP system in
full pitch as limited by mechanical stoppers.
803 Provisions shall be made for heating arrangements to ensure ready starting of the cold emergency power
units at an ambient temperature applicable to the Polar class of the ship.
804 Emergency power units shall be equipped with starting devices with a stored energy capability of at least
three consecutive starts at the design temperature in I100 above The source of stored energy shall be protected
to preclude critical depletion by the automatic starting system, unless a second independent means of starting
is provided. A second source of energy shall be provided for an additional three starts within 30 min., unless
manual starting can be demonstrated to be effective.
J 900
Auxiliary systems
901 Machinery shall be protected from the harmful effects of ingestion or accumulation of ice or snow.
Where continuous operation is necessary, means should be provided to purge the system of accumulated ice or
snow.
902
Means should be provided to prevent damage due to freezing, to tanks containing liquids.
903 Vent pipes, intake and discharge pipes and associated systems shall be designed to prevent blockage due
to freezing or ice and snow accumulation.
J 1000 Sea inlets, cooling water systems and ballast tanks
1001 Cooling water systems for machinery that are essential for the propulsion and safety of the vessel,
including sea chests inlets, shall be designed for the environmental conditions applicable to the ice class.
1002 At least two sea chests shall be arranged as ice boxes for class PC-1 to PC-5 inclusive where. The
calculated volume for each of the ice boxes shall be at least 1 m3 for every 750 kW of the total installed power.
For PC-6 and PC-7 there shall be at least one ice box located preferably near centre line.
1003
Ice boxes shall be designed for an effective separation of ice and venting of air.
1004
Sea inlet valves shall be secured directly to the ice boxes. The valve shall be a full bore type.
1005
Ice boxes and sea bays shall have vent pipes and shall have shut off valves connected direct to the shell.
1006 Means shall be provided to prevent freezing of sea bays, ice boxes, ship side valves and fittings above
the load water line.
1007 Efficient means shall be provided to re-circulate cooling seawater to the ice box. Total sectional area of
the circulating pipes shall not be less than the area of the cooling water discharge pipe.

1008 Detachable gratings or manholes shall be provided for ice boxes. Manholes shall be located above the
deepest load line. Access shall be provided to the ice box from above.
1009 Openings in ship sides for ice boxes shall be fitted with gratings, or holes or slots in shell plates. The
net area through these openings shall be not less than 5 times the area of the inlet pipe. The diameter of holes
and width of slot in shell plating shall be not less than 20 mm. Gratings of the ice boxes shall be provided with
a means of clearing. Clearing pipes shall be provided with screw-down type non return valves.
J 1100 Ballast tanks
1101 Efficient means shall be provided to prevent freezing in fore and after peak tanks and wing tanks located
above the water line and where otherwise found necessary.
J 1200 Ventilation systems
1201
The air intakes for machinery and accommodation ventilation shall be located on both sides of the ship.
1202
Accommodation and ventilation air intakes shall be provided with means of heating.
1203 The temperature of inlet air provided to machinery from the air intakes shall be suitable for the safe
operation of the machinery
J 1300 Alternative design
1301 As an alternative, a comprehensive design study may be submitted and may be requested to be validated
by an agreed test programme.
K. Stability and Watertight Integrity

K 100 General
101
The stability requirements according to Sec.4 L apply except as stated in 102.
102 For ships of Polar Classes 5, 6 and 7 not carrying any polluting or hazardous cargoes, damage may be
assumed to be confined between watertight bulkheads, except where such bulkheads are spaced at less than the
damage dimension.

Pt.5 Ch.1 App.A Page 139
APPENDIX A
GUIDELINES FOR STRENGTH ANALYSIS OF THE PROPELLER BLADE
USING FINITE ELEMENT METHOD
A. Guidelines for Strength Analysis of the Propeller Blade using Finite Element Method
A 100 Requirements for FE model
101 The objective of the stress analysis of ice-strengthened propeller blades is to make sure that the designed
propeller blade has an acceptable margin of safety against both ultimate and fatigue strength at the design loads.
The typical locations on the propeller blades at which the highest stresses caused by ice loads occur are the fillet
at the root of the blade in the case of all propeller types and the section next to the tip load area in the case of
skewed propellers.
The requirement for the finite element model is that it is able to represent the complex curvilinear geometry
and the thickness variation of the blade and also the geometry of the fillet at the root of the blade, in order to
represent the complex three-dimensional stress state of the structure and to represent the local peak stresses
needed to assess the fatigue strength of the structure with acceptable accuracy. The load of the propeller blade
is dominated by bending, leading to non-constant stress distribution over the thickness of the blade. The model
should also be able to represent the stress distribution over the thickness of the blade.
A conventional stress analysis approach to propeller blades utilising beam theory, although capable of dealing
with warping stresses, or an approach utilising coarse shell elements with a rough representation of the
thickness variation of the blade do not lead to acceptable accuracy in the stress analyses of ice-strengthened
propeller blades.
A 200 Good engineering practice for FE analysis
201 The use of solid elements is highly recommended for determining the stress distribution of the propeller
blades. The use of a very dense parabolic tetrahedron mesh is recommended. Parabolic hexahedron solid
elements may also be used, but hexahedra require considerably greater modelling effort. Linear elements and,
especially, linear tetrahedrals should not be used in stress analysis.
As a rule of thumb, a minimum of two parabolic solid elements should be used over the thickness of the blade
in the thinnest regions of the blade. Near the root region of the blade, where the geometry changes rapidly, the
element size used should be chosen to be such that the local peak stress used in the fatigue assessment is
obtained with good accuracy.
Additional geometric details which have a significant effect on the maximum peak stress at the root fillet should
also be taken into account in the model, e.g. bolt holes located close to the root fillet. Well-shaped elements are
a prerequisite for the stress analyses. The element formulation to be used should be chosen so as to be such that
no locking, hour-glassing etc. phenomena occur.
A typical parabolic tetrahedron mesh of a propeller blade used in the verification studies is presented in Fig. 1
as an example.
Fig. 1
A typical parabolic tetrahedron mesh of a propeller blade

Shell elements may be used in the stress analyses of propeller blades, but the accuracy of the modelling
approach has to be proven by measurements or extensive verification calculations covering the thickness,
dimensional, and geometrical variations of the propeller blade product range to be manufactured. For example,
extreme sizes and an adequate number of intermediate sizes of the propeller blade product range should be used
in verification calculations or measurements. The peak stress obtained using the shell element approach has to
be within acceptable accuracy and the boundary conditions shall not cause significant disturbance in the peak
stresses. The root fillet geometry has to be considered in the peak stress state used in the stress analysis. The
modelling of the tip region is difficult. Thus, it is allowed, for example, to finish discretisation at the 0.975
chord and to make an artificial chord at the tip. The shell element formulation to be used should be chosen so
as to be such that no locking, hour-glassing etc. phenomena occur.
A 300 Boundary conditions
301 The boundary conditions of the blade model should be given at an adequate distance from the peak stress
location in order to ensure that the boundary condition has no significant effect on the stress field used in the
stress analysis.
A 400 Applied pressure loads
401 The pressure loads applied on the finite element model can be given either in the normal direction of the
curved blade surface or alternatively as a directional pressure load. The normal pressure approach - see Fig. 2
(a) - leads to a loss of the net applied transversal load as a result of the highly curved surface near the edge of
the propeller blade.
Whichever approach is used, it should be ensured that the total force determined in the particular load case is
applied on the model. In the normal pressure case, this can be done by scaling the load or, alternatively, by
scaling the resulting stresses.
The directional pressure is better suited to propeller blade stress analyses. The pressure can be given on a
surface in a direction defined using, for example, a local coordinate system; see Fig. 2 (b).
Fig. 2a
One possible way to apply the pressure load to the propeller blade. If the pressure load is given in the
normal direction of the highly curved blade (Fig.a) surface, the resulting net applied load will be less than
the intended load and should be scaled appropriately.

Fig. 2b
Second alternative: If the pressure load is given in a fixed direction (Fig.b), the net applied load is
directly the intended load.

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RULES FOR CLASSIFICATION OF

Ships for Navigation in Ice

DET NORSKE VERITAS AS

Rules for Ships, July 2011

Sec.1 General Requirements

D102: Marking also by welding seam to be accepted.

Sec.2 Basic Ice Strengthening

Sec.3 Ice Strengthening for the Northern Baltic

A204: Procedure and acceptance criteria for Direct Analysis.

Sec.4 Vessels for Arctic and Ice Breaking Service

Added length limitation for stability requirements in Sub-section L.

A301: Distance changed from 0.5 m to 0.6 m to align with PC.

Sec.8 Polar Class

Ice compression load added as a load to be checked according to Sec.4.

DET NORSKE VERITAS AS

Rules for Ships, July 2011

General Requirements ....................................................................................................................... 9

Basic Ice Strengthening ................................................................................................................... 12

Structural Requirements for the Class Notation ICE-C.......................................................................................... 12

Requirements for the Class Notation ICE-E............................................................................................................. 16

Ice Strengthening for the Northern Baltic ..................................................................................... 17

B. Design Loads ............................................................................................................................................................... 19

Ice Stringers ................................................................................................................................................................ 25

DET NORSKE VERITAS AS

Rules for Ships, July 2011

Propulsion Machinery ................................................................................................................................................ 29

K. Miscellaneous Machinery Requirements .................................................................................................................. 48

Vessels for Arctic and Ice Breaking Service ................................................................................. 50

Materials and Corrosion Protection.......................................................................................................................... 54

Ship Design and Arrangement................................................................................................................................... 54

Design Loads ............................................................................................................................................................... 55

Global Strength ........................................................................................................................................................... 59

F. Local Strength ............................................................................................................................................................. 61

DET NORSKE VERITAS AS

Rules for Ships, July 2011

Longitudinal stiffeners ........................................................................................................................................ 62

G. Hull Appendages and Steering Gears ....................................................................................................................... 66

Machinery Systems ..................................................................................................................................................... 69

Propulsion Machinery and Propellers ...................................................................................................................... 70

Stability and Watertight Integrity ............................................................................................................................ 76

B. Requirements for WINTERIZED BASIC ................................................................................................................. 81

DET NORSKE VERITAS AS

Rules for Ships, July 2011

Power generator capacity.................................................................................................................................... 83

Additional Requirements for Class Notation WINTERIZED ARCTIC (.. , ..)...................................................... 87

B. Material Selection ....................................................................................................................................................... 89

Polar Class ........................................................................................................................................ 93

Design Ice Loads Hull .............................................................................................................................................. 96

Local Strength Requirements .................................................................................................................................. 101

Longitudinal Strength............................................................................................................................................... 111

DET NORSKE VERITAS AS

Rules for Ships, July 2011

Podded propulsors and azimuth thrusters ......................................................................................................... 115

F. Direct Calculations.................................................................................................................................................... 115

Ice Interaction Loads Machinery ........................................................................................................................ 118