DNV Rule Ship Desin
DNV Rule Ship Desin
DNV Rule Ship Desin
CLASSIFICATION OF
STRUCTURES, EQUIPMENT
PART 3 CHAPTER 9
CONTENTS PAGE
Sec. 1 Procedures and Application........................................................................................................ 5
Sec. 2 Wave Loads and Motions........................................................................................................... 7
Sec. 3 Global Strength analysis............................................................................................................. 9
Sec. 4 Local Structure Models ............................................................................................................ 10
Sec. 5 Ultimate Strength analysis........................................................................................................ 11
Sec. 6 Fatigue Analysis ....................................................................................................................... 12
Introduction
Main changes
— As craft size and service speed increase accurate prediction of
wave loads and structural strength is necessary, for building a • Sec. 2 Wave Loads and Motions
lightweight structure, without violating the overall safety. — Item C205 has been amended.
— This new chapter includes requirements for global and local fi-
nite element models, which embrace hydrodynamic analysis and
ultimate strength and fatigue strength analyses.
— The new rules include verification and documentation of compu- Corrections and Clarifications
ter programs.
— The new chapter defines the design acceleration as an extreme In addition to the above stated rule amendments, some detected errors
value (equivalent to the "20 year" value in the Rules for Classifi- have been corrected, and some clarifications have been made in the
cation of Ships). The specified minimum acceleration values existing rule wording.
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Amended, Rules for High Speed, Light Craft and Naval Surface Craft, July 1999
see Pt.0 Ch.1 Sec.3 July 2010 Pt.3 Ch.9 Contents – Page 3
CONTENTS
SECTION 1
PROCEDURES AND APPLICATION
ysis in accordance with Sec.6 may be required. D. Water Jets with Adjacent Structure
C 300 Level 3: Alternative rule analysis D 100 General
301 The level 3 procedure as described below may be ap-
plied for all high speed and light craft designs with length 101 For all type of high speed and light craft designs a direct
above 50 m. For designs which are not specified by the global strength analysis of the water jet ducts and surrounding struc-
rule loading formulas in Ch.1 Sec.3, the level 3 procedure is to ture may be required.
be applied as a minimum. 102 In Ch.5 Sec.1 I100 to I400 the requirements for the duct
For high speed craft designs referred to in 201, the level 3 pro- design, design loads and allowable stresses for the water jet
cedure is to be applied in the following cases: duct and transom structure design are given.
— when the hull form is such that the rule formulas in Ch.1 103 Classification Note 30.8 gives guidance on the model-
Sec.3 are not expected to give reliable results ling of loads, the analysis and evaluation of results.
— when the operational profile of the craft is such that the
rule requirements in Ch.1 to Ch.3 are not adequate D 200 Models
— when the designer or yard wants to deviate from the rule 201 The extent of direct analysis needed is dependent upon
requirements to global strength. the size of the water jet and the complexity of the structure, and
has to be decided on a case by case basis.
302 The local strength requirements in Ch.1 to Ch.3 are to
be fulfilled. Local analyses of parts of the structure shall be 202 A finite element model of the water jet compartment
carried out as described in 100. may be required if the reaction forces from the water jets are
303 The global design load level is to be based on a hydro- expected to give high stresses in the supporting structure or
dynamic analysis. The non-linear effects of the hull form are to cause deflections above the level specified by the manufactur-
be taken into account. er of the water jet/shaft installation. The model is, as a mini-
mum, to extend from the transom to the nearest transverse
304 A global finite element model is to be established and bulkhead in the longitudinal direction. Vertically, the model is
analysed for all extreme load combinations which are relevant to normally extend up to the main deck. The element fineness
to that craft. The pressure distribution from the hydrodynamic is to be as described in Sec.4 A203 for the frame and girder
analysis is to be applied to the structural model. model.
305 Frame and girder models as described in Sec.4 are to be
included in the global strength analysis, at least, for part of the 203 For the evaluation of the secondary stiffening subject to
hull amidships and in the fore and aft body. high cycle loads, a fine mesh finite element model of the entire
duct may be required. This model may be included in the mod-
Guidance note: el described in 202 or run separately with prescribed boundary
For craft with long and slender foreship (such as SWATH, semi- conditions. The element’s fineness is to be as described in
SWATH or wave piercer), the case with impact pressure on one Sec.4 A303 for local structure models.
side of the hull(s) is of special importance.
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204 Critical details such as connection of duct flange to tran-
som and/or discontinuities along the length of the duct shall
306 An ultimate strength analysis in accordance with Sec.5 normally be analysed by stress concentration models. The ele-
is to be performed. ment size is to be as described in Sec.4 A400. The model is to
be included in the model described in 203.
307 A fatigue analysis in accordance with Sec.6 of critical
areas is to be performed, which may require local finite ele- 205 An axis-symmetric model as described in Classification
ment analyses for determination of the stress concentration Note 30.8 may in some cases be used as an alternative to the
factors. model in 204.
SECTION 2
WAVE LOADS AND MOTIONS
Rnon-linear = 1.25 Rmost prop, 3h [HS, Tz, μ, V]worst — transverse bending (split moment)
— pitch connecting/torsional moment.
Rnon-linear = non-linear design response.
303 For high speed and light craft of novel design any other
Rmost prop, 3h [HS, Tz, μ, V]worst = most probable largest loads or combinations of loads that may be relevant are to be
value during 3 hours in a considered.
seastate with worst combi-
nation of significant wave C 400 Motions and accelerations
height, zero crossing wave 401 Transverse design accelerations, which are to be applied
period, wave heading and in the racking analysis, are to be calculated based on a 20 year
speed within steepness cri- return period or equivalent short term value in 205.
teria in Classification Note
30.5 and speed/seastate ta- 402 Vertical design accelerations are to be calculated based
ble for the craft. on a 20 year return period or equivalent short term value in
205.
The linear and non-linear response expressions listed above
are approximations for the extreme values with 1% probability C 500 Impact pressures
of exceedance in a 3 hour seastate. 501 For craft with large flare, shallow draft, wet deck or cen-
C 300 Global design loads tre bow, local design impact pressures are to be considered.
301 The global design loads for the ultimate strength analy- Guidance note:
sis are to be derived by combining the design wave loads cal- Design impact pressures can be taken as the space averaged pres-
culated by the procedures in 200 with the most unfavourable sure over the design load area for element considered. The defi-
nition of design load area as given in Ch.1 Sec.2 C201 can
still water loading condition. normally be applied.
302 Global design loads (still water loads + wave loads) are
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to be determined for loading conditions giving maximum val-
ues for the following: 502 Impact coefficients may be based on model test, direct
— vertical bending moment/shear force along the hull girder numerical analysis, or Classification Note 30.5.
— horizontal bending moment/shear force along the hull 503 For twin hulls or multihulls wet deck slamming pres-
girder sures are to be calculated based on the relative motion and the
— torsional bending moment along the hull girder relative velocity between craft and wave. For craft with the no-
— racking due to transverse accelerations, see also C400. tations; Passenger or Car Ferry A (or B) the relative mo-
tions can be used for determining the required wet deck
Guidance note: clearance, i.e. the clearance that is necessary to avoid slam-
Longitudinal wave bending moments, both vertical and horizon- ming in normal operation.
tal moments, and the corresponding shear forces should be deter-
mined in all relevant transverse cuts and neutral axes. As a 504 Impact pressures are to be calculated in accordance with
minimum, the moments and shear forces should be determined 205.
SECTION 3
GLOBAL STRENGTH ANALYSIS
SECTION 4
LOCAL STRUCTURE MODELS
A. Local Finite Element Models in local areas. Such areas may be water jet ducts, intersection
between wet deck and hull sides, engine/gear foundations,
A 100 Compartment model hatch, or laterally loaded local stiffeners subject to large rela-
101 This model aims to analyse the deformation response tive deformation between girders, frames and bulkheads. Local
and nominal stresses in primary members, in different parts of structure models may also be used to determine the edge stress-
the craft. es in way of critical hatch corner openings for e.g. container
craft.
102 The compartment model may be included in the global
stiffness model. 302 Local structure models may be included in the compart-
103 The compartment model may provide the boundary con- ment model or the frame and girder model or run separately
ditions for the frame and girder model. with prescribed boundary deformations or boundary forces
from the frame and girder model.
104 The element mesh is to be fine enough to enable the
analysis of nominal stress variations in the main framing and 303 If 8-noded elements are applied, 3 elements are neces-
girder system. In areas of special importance, the element size sary over the girder height. Corresponding element sizes are to
is to be as the frame and girder model in 200. be applied for plate and flanges.
SECTION 5
ULTIMATE STRENGTH ANALYSIS
SECTION 6
FATIGUE ANALYSIS
A. General loads.