Ts 301
Ts 301
Ts 301
CLASSIFICATION OF
SHIPS
NEWBUILDINGS
PART 3 CHAPTER 1
CONTENTS
Sec. 1 General Requirements ................................................................................................................ 7
Sec. 2 Materials ................................................................................................................................... 11
Sec. 3 Design Principles...................................................................................................................... 15
Sec. 4 Design Loads ............................................................................................................................ 31
Sec. 5 Longitudinal Strength............................................................................................................... 39
Sec. 6 Bottom Structures..................................................................................................................... 51
Sec. 7 Side Structures.......................................................................................................................... 59
Sec. 8 Deck Structures ........................................................................................................................ 69
Sec. 9 Bulkhead Structures ................................................................................................................. 75
Sec. 10 Superstructure Ends, Deckhouse Sides and Ends, Bulwarks ................................................... 81
Sec. 11 Welding and Weld Connections............................................................................................... 84
Sec. 12 Direct Strength Calculations ................................................................................................... 89
Sec. 13 Buckling Control ...................................................................................................................... 94
Sec. 14 Structures for High Temperature Cargo ................................................................................. 100
Sec. 15 Special Requirements - Additional Class ............................................................................... 103
Sec. 16 Fatigue Control ...................................................................................................................... 110
App. A Elastic Buckling and Ultimate Strength ................................................................................. 111
If any person suffers loss or damage which is proved to have been caused by any negligent act or omission of Det Norske Veritas, then Det Norske Veritas shall pay compensation to such person
for his proved direct loss or damage. However, the compensation shall not exceed an amount equal to ten times the fee charged for the service in question, provided that the maximum compen-
sation shall never exceed USD 2 million.
In this provision "Det Norske Veritas" shall mean the Foundation Det Norske Veritas as well as all its subsidiaries, directors, officers, employees, agents and any other acting on behalf of Det
Norske Veritas.
Amended, Rules for Ships, January 2008
see Pt.0 Ch.1 Sec.3, July 2008 Pt.3 Ch.1 Contents – Page 3
CONTENTS
F. Local Structure Analysis ....................................................93 D. Class Notation COAT-1 and COAT-2 ............................. 105
F 100 General ............................................................................93 D 100 General..........................................................................105
F 200 Loading conditions and load application ........................93 D 200 Application....................................................................105
F 300 Acceptance criteria..........................................................93 D 300 Documentation..............................................................105
D 400 Requirements for corrosion prevention ........................105
SEC. 13 BUCKLING CONTROL ................................... 94 D 500 Survey and testing.........................................................106
SECTION 1
GENERAL REQUIREMENTS
SIDE TANK
DECK TRANSVERSE fx(x)
SIDE VERTICAL
SENTRE TANK
DECK TRANSVERSE
DECK CENTRE
LINE GIRDER
DECK SIDE exceedance
GIRDER
probability
LONG. BULKHEAD cumulative
VERTICAL probability p 1-p
CROSS TIE
xp x
CENTRE TANK
BOTTOM TRANSVERSE
BOTTOM CENTRE (p quantile of X = Upper p quantile of X
LINE GIRDER
= Lower (1– p) quantile of X)
BOTTOM SIDE
GIRDER Fig. 3
SIDE TANK Probability density function
BOTTOM TRANSVERSE
Fig. 2
Tank girders C. Documentation
C 100 Plans and particulars
216 Probability density function f(x). The probability that a 101 The following plans are normally to be submitted for ap-
realisation of a continuous random variable x falls in the inter- proval:
val (x, x+dx) is f(x)dx. f(x) is the derivative of the cumulative
probability function F(x). — midship section including main particulars (L, B, D, T,
CB), maximum service speed V
217 Cumulative probability F(x) is defined as: — deck and double bottom plans including openings
— longitudinal section
x — shell expansion and framing including openings and ex-
F( x) = ∫– ∞ f ( x ) d x tent of flat part of bottom forward
— watertight bulkheads including openings
218 Exceedance probability Q(x) is defined as: — cargo tank structures
— deep tank structures
— engine room structures including tanks and foundations
Q(x) = 1 – F(x) for heavy machinery components
219 Probability of exceedance, or exceedance probability — afterpeak structures
may be illustrated by the following example: x shall be taken — forepeak structures
— superstructures and deckhouses including openings,
at a probability of exceedance of q, means that the variable, x, — hatchways, hatch covers, doors in the ship's sides and ends
shall be taken as the value, xq, defined as the upper q quantile — supporting structures for containers and container secur-
in the long term distribution of x. ing equipment
220 Quantile. The p quantile may be defined as the value, xp, — arrangement of cathodic protection.
of a random variable x, which correspond to a fraction p of the Identical or similar structures in various positions should pref-
outcomes of the variable. erably be covered by the same plan.
xp 102 Plans and particulars for closing appliances (doors,
hatches, windows etc.) to be submitted for approval are speci-
F ( xp ) = ∫–∞ f ( x ) dx = p fied in Ch.3 Sec.6.
103 Loading guidance information (loading manual and
I.e. xp is the p quantile of the variable x. One may denote xp as loading computer system) shall be approved and certified in
the lower p quantile of x, or alternatively as the upper 1– p accordance with Sec.5 F.
quantile of x. 104 The following plans shall be submitted for information:
B 300 Ship types — general arrangement
301 A passenger ship is a ship which carries more than 12 — engine room arrangement
— tank arrangement
passengers. — capacity plan
302 A cargo ship is any ship which is not a passenger ship. — body plan, hydrostatic curves or tables.
303 A tanker is a cargo ship constructed or adapted for the 105 For instrumentation and automation, including compu-
carriage in bulk of liquid cargoes. ter based control and monitoring, see Pt.4 Ch.9 Sec.1.
C 200 Specifications and calculations mitted for approval, and once approved these drawings shall be
201 All longitudinal strength calculations shall be submitted available onboard:
with relevant information: — markings of side and bottom
— maximum stillwater bending moments and shear forces as — arrangement of openings in sides and bottom below the
defined in Sec.5 B102 deepest load waterline, bottom plugs, echo sounder and
— still water bending moment limits any other underwater equipment
— mass of light ship and its longitudinal distribution — details showing how rudder bearing clearances can be
— buoyancy data measured
— cargo capacity in t — arrangement of any impressed current system.
— cargo, ballast and bunker distribution, including maxi-
mum mass of cargo (t) in each compartment. Guidance note:
Means should be provided to enable the diver to confirm that the
202 Information which may be necessary for local strength sea suction openings are clear.
calculations: Hinged sea suction grids will facilitate this operation, preferably
with revolving weight balance or with a counter weight, and se-
— minimum and maximum ballast draught and correspond- cured with bolts practical for dismantling and fitting while the
ing trim ship is afloat.
— load on deck, hatch covers and inner bottom
— stowage rate and angle of repose of dry bulk cargo ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
— maximum density of intended tank contents
— height of air pipes D 300 Markings of ship’s sides and bottom
— mass of heavy machinery components
— design forces for securing devices on hatch covers and 301 The underwater body shall be marked in such a way that
external doors the surveyor can identify the location of any observations
— design forces for cargo securing and container supports made. Transverse and longitudinal reference lines of approxi-
— any other local loads or forces which will affect the hull mate length 300 mm and width 25 mm shall be applied as
structure. marking. The marks shall be made permanent welding or sim-
ilar and painted in a contrasting colour.
203 Specifications for corrosion prevention systems for wa- Marking shall normally be placed as follows:
ter ballast tanks, comprising selection, application and mainte-
nance, shall be submitted for as defined in Ch.3 Sec.7. — at flat bottom in way of intersections of tank bulkheads or
watertight floors and girders
C 300 Specific purpose documentation — at ship’s sides in way of the positions of transverse bulk-
301 For hull equipment and appendages, see Ch.3. heads (the marking need not be extended more than 1 m
302 For additional class notations, see Pt.5 and Pt.6. above bilge plating)
— the intersection between tank top and watertight floors in
303 For installations for which no notation is available or re- way of ship’s sides
quested, all relevant information or documentation affecting — all openings for sea suctions and discharge
hull structures or ship safety shall be submitted.
— letter and number codes shall be applied on the shell for
identification of tanks, sea suctions and discharges.
SECTION 2
MATERIALS
Secondary
A1 Longitudinal bulkhead strakes, other than that belonging to the Primary category. II I
A2 Deck plating exposed to weather, other than that belonging to the Primary or Special category.
A3 Side plating.
Primary
B1 Bottom plating including keel plate.
B2 Strength deck plating, excluding that belonging to the Special category. III I
B3 Continuous longitudinal members above strength deck excluding hatch coamings.
B4 Uppermost strake in longitudinal bulkhead.
B5 Vertical strake (hatch side girder) and uppermost strake in top wing tank.
Special
C1 Sheer strake at strength deck. 1), 8)
C2 Stringer plate in strength deck. 1), 8)
C3 Deck strake at longitudinal bulkhead. 2), 8) III
C4 Strength deck plating at outboard corners of cargo hatch openings in container carriers and other IV (II outside 0.6 L
ships with similar hatch opening configuration. 3) amidships)
C5 Strength deck plating at corners of cargo hatch openings in bulk carriers, ore carriers, combination
carriers and other ships with similar hatch opening configuration. 4)
C6 Bilge strake. 5), 6), 8)
C7 Longitudinal hatch coamings of length greater than 0.15 L. 7)
C8 End brackets and deck house transition of longitudinal cargo hatch coamings.7)
1) Not to be less than grade E/EH within 0.4 L amidships in ships with length exceeding 250 m.
2) Excluding deck plating in way of inner skin bulkhead of double hull ships.
3) Not to be less than class IV within the length of the cargo region.
4) Not to be less than class IV within 0.6 L amidships and class III within the remaining length of the cargo region.
5) May be class III in ships with a double bottom over the full breadth and with length less than 150 m.
6) Not to be less than grade D/DH within 0.4 L amidships in ships with length exceeding 250 m.
7) Not to be less than grade D/DH.
8) Single strakes required to be of class IV or of grade E/EH and within 0.4 L amidships shall have breadths not less than 800 + 5 L mm, need not be greater
than 1 800 mm, unless limited by the geometry of the ship's design.
(IACS UR S6) dry items, provided the strength of the aluminium structure is
303 For materials in: equivalent to that required for a steel structure.
102 For rolled products taking part in the longitudinal
— hull equipment and appendages (sternframes and rudders, strength, alloys marked A shall be used. The alloy shall be cho-
anchoring and mooring equipment, masts and rigging, sen considering the stress level concerned.
crane pedestals etc.), see Ch.3
103 In weld zones of rolled or extruded products (heat affect-
— structure and equipment related to additional class nota- ed zones) the mechanical properties given for extruded prod-
tions, see Pt.5 and Pt.6 ucts may in general be used as basis for the scantling
— hull structures related to installations for which no nota- requirements.
tion is available or requested, these will be considered and
notation requirements usually maintained. Note that for the alloy NV-A1MgSil the most unfavourable
properties corresponding to -T4 condition shall be used.
B 400 Requirements for low air temperatures 104 Welding consumables giving a deposit weld metal with
401 In ships intended to operate for longer periods in areas mechanical properties not less than those specified for the weld
with low air temperatures (i.e. regular service during winter to zones of the parent material shall be chosen.
Arctic or Antarctic waters), the materials in exposed structures 105 The various formulae and expressions involving the fac-
will be specially considered. Applicable rule requirements are tor f1 may normally also be applied for aluminium alloys
found in Pt.5 Ch.1 Sec.7. where:
B 500 Material at cross-joints σ f
f 1 = --------
-
501 In important structural cross-joints where high tensile 235
stresses are acting perpendicular to the plane of the plate, spe-
cial consideration will be given to the ability of the plate mate- σ f = yield stress in N/mm2 at 0.2% offset, σf shall not be
rial to resist lamellar tearing. For a special test, see Pt.2 Ch.2 taken greater than 70% of the ultimate tensile strength.
Sec.1.
For minimum thickness requirements not involving the factor
f1 the equivalent minimum value for aluminium alloys may
normally be obtained when the requirement is divided by f 1 .
C. Alternative Structural Materials 106 For aluminium structures earthing to steel hull shall be
in accordance with Pt.4 Ch.8.
C 100 Aluminium
101 Aluminium alloy for marine use may be applied in su- C 200 Stainless steel
perstructures, deckhouses, hatch covers, hatch beams and sun- 201 For clad steel and solid stainless steel due attention shall
be given to the reduction of strength of stainless steel with in- D. Corrosion Additions for Steel Ships
creasing temperature.
For austenitic stainless steel and steel with clad layer of auste- D 100 General
nitic stainless steel the material factor f1 included in the vari- 101 In tanks for cargo oil and or water ballast the scantlings
ous formulae for scantlings and in expressions giving of the steel structures shall be increased by corrosion additions
allowable stresses is given in 202 and 203. as specified in 200. In the following the term “cargo oil” will
202 For austenitic stainless steel the material factor f1 can be be used as a collective term for liquid cargoes which may be
taken as: carried by oil carriers (see list of cargoes in appendix to Pt.5
Ch.3).
t – 20 ⎞
⎛ 3.9 + ------------ –3
f1 = - σ – 4.15 ( t – 20 ) + 220 10 D 200 Corrosion additions
⎝ 650 ⎠ f
201 Plates, stiffeners and girders in tanks for water ballast
σf = yield stress in N/mm2 at 0.2% offset and temperature and or cargo oil and of holds in dry bulk cargo carriers shall be
+20°C (σ0.2). given a corrosion addition tk as stated in Table D1.
t = cargo temperature in °C. 202 The requirements given in this item apply to vessels
with the additional class notation ESP. Strength deck plates
For end connections of corrugations, girders and stiffeners the
and stiffeners exposed to weather in the cargo area, not cov-
factor is due to fatigue not to be taken greater than:
ered by 201, i.e. weather deck plate over void space and
f1 = 1.21 – 3.2 (t – 20) 10–3 external stiffeners, should be given a corrosion addition tk =
203 For clad steel the material factor f1 can be taken as: 1.5 mm.
203 For members within or being part of the boundary of
1.67 σ f – 1.37t – 0.7 tanks for ballast water only, for which a corrosion protection
- – 41.5 σ f b + 1.6
f 1 = -----------------------------------
1000 system according to 204 is not fitted, the magnitude of the cor-
rosion addition tk is subject to special consideration.
σf = yield stress in N/mm2 at 0.2% offset of material in
clad layer and temperature +20°C (σ0.2). 204 It is assumed that tanks for ballast water only are protect-
σ fb = yield strength in N/mm2 of base material. ed by an effective coating or an equivalent protection system.
t = cargo temperature in °C. D 300 Class notation ICM (Increased Corrosion Mar-
f1 is in no case to be taken greater than that given for the base gin)
material in B203. 301 For the main class a corrosion addition tk in mm as given
The calculated factor may be used for the total plate thickness. in Table D1 is added to the reduced scantlings in ballast tanks,
204 For ferritic-austenitic stainless steel the material factor cargo oil tanks and cargo holds in bulk cargo carriers as spec-
will be specially considered in each case. ified in 200.
Guidance note: For an additional class notation ICM a further corrosion addi-
tion tc in mm will be added in ballast tanks, cargo oil tanks and
For ferritic-austenitic stainless steels with yield stress 450 N/
mm2, the following material factor will normally be accepted: cargo holds in bulk cargo carriers. The following class nota-
tions may be chosen:
f1 = 1.6 at + 20°C
ICM(BT), ICM(BTu), ICM(BTs) for ballast tanks
= 1.36 at + 85°C
ICM(CT), ICM(CTu), ICM(CTs) for cargo oil tanks
For end connection of corrugations, girders and stiffeners the for cargo holds in bulk
factor should due to fatigue not be taken greater than: ICM(CH), ICM(CHu), ICM(CHs) carriers
Table D1 Corrosion addition tk in mm rules are given with reference to reduced scantlings. The re-
duced thickness used in such analysis shall be:
Tank/hold region
treduced = tactual – (tk + tc) (mm).
Internal members and plate boun- Within 1.5 m
dary between spaces of the given below 306 The throat thickness of continuous and intermittent fillet
category weather Elsewhere welding is given in Sec.11 with an addition of 0.5 tk mm. The
deck tank or total corrosion addition shall be taken as:
hold top
(0.5 t´k) = 0.5 (tk + tc) (mm).
Ballast tank 1) 3.0 1.5
Cargo oil tank only 2.0 1.0 (0) 2) Table D2 Corrosion addition tc in mm
Hold of dry bulk cargo carriers 4) 1.0 1.0 (3) 5) Tank/hold region
Tank/hold region Internal members and plate Within 1.5 m
Within 1.5 m boundary between spaces of the below weather Elsewhere
Plate boundary between given below given category deck tank or
space categories weather deck Elsewhere hold top
tank or Ballast tank 1) 3.0 1.5
hold top
Cargo oil tank only 2.0 1.0
Ballast tank 1)/Cargo oil tank only 2.5 1.5 (1.0) 2)
Hold of dry bulk cargo carriers 3) 1.0 1.0
Ballast tank 1)/Hold of dry bulk 2.0 1.5 Tank/hold region
cargo carrier 4)
Ballast tank 1)/Other category Plate boundary between given Within 1.5 m
2.0 1.0 below
space 3) space categories 4) Elsewhere
weather deck
Cargo oil tank only/ Other
cate-gory space 3) 1.0 0.5 (0) 2) tank or hold top
Ballast tank 1)/Cargo oil tank only 2.5 1.5
Hold of dry bulk cargo carrier 4) 0.5 0.5 Ballast tank 1)/Hold of dry bulk
/Other category space 3) 2.0 1.5
1) The term ballast tank also includes combined ballast and cargo oil
cargo carrier 3)
tanks, but not cargo oil tanks which may carry water ballast according Ballast tank 1)/Other category
2.0 1.0
to Regulation 13(3), of MARPOL 73/78. space 2)
2) The figure in brackets refers to non-horizontal surfaces. Cargo oil tank only/ Other category
space 2) 1.0 0.5
3) Other category space denotes the hull exterior and all spaces other than
water ballast and cargo oil tanks and holds of dry bulk cargo carriers. Hold of dry bulk cargo carrier 3)/
0.5 0.5
4) Hold of dry bulk cargo carriers refers to the cargo holds, including bal- Other category space 2)
last holds, of vessels with class notations Bulk Carrier and Ore Car- 1) The term ballast tank also includes combined ballast and cargo oil
rier, see Pt.5 Ch.2 Sec.5. tanks, but not cargo oil tanks which may carry water ballast according
5) The figure in brackets refers to webs and bracket plates in lower part of to Regulation 13(3), of MARPOL 73/78.
main frames in bulk carrier holds. 2) Other category space denotes the hull exterior and all spaces other than
water ballast and cargo oil tanks and holds of dry bulk cargo carriers.
302 The hull girder actual section modulus shall be based on
3) Hold of dry bulk cargo carriers refers to the cargo holds, including bal-
the thickness t of plating, and web and flanges of stiffeners and last holds, of vessels with class notations Bulk Carrier and Ore Car-
girders taken as: rier, see Pt.5 Ch.2 Sec.5.
t = tactual – tc (mm). 4) For vessels with the notation ICM(BT), ICM(BTu) or ICM(BTs), car-
go oil tanks and holds of dry bulk cargo carriers may be treated as "other
303 The local scantlings of plates, stiffener webs/flanges and category space".
girder web/flanges where formulae are given in the rules with
the corrosion addition (tk), the total addition shall be taken as: 307 The additional corrosion thickness tc shall be given in
the design drawings in the form of a general note.
t´k = tk + tc (mm).
Guidance note:
304 For stiffeners where formulae are given in the rules with Example: Marking on the design drawing:
the wk increase in section modulus for compensation of the ICM( ) Plating, mm
corrosion addition (tk), the wk need not be additionally adjust-
Stiffeners web/flange, mm
ed for the corrosion addition (tc).
Girders web/flange, mm
305 For web frames and girder systems where scantlings are
based on a direct strength analysis, the allowable stresses in the ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
SECTION 3
DESIGN PRINCIPLES
MP
certificate.
RA
604 Openings in the collision bulkhead above the freeboard
2,3 M xk deck shall have weathertight doors or an equivalent arrange-
FREEBOARD DK ment. The number of openings in the bulkhead shall be re-
duced to the minimum compatible with the design and normal
operation of the ship.
0,85 DF 605 No door, manhole or ventilation duct or any other open-
ing will be accepted in the collision bulkhead below the free-
board deck.
The collision bulkhead may, however, be pierced by necessary
Fig. 2
Bow visor or door pipes to deal with fluids in the forepeak tank, provided the
pipes are fitted with valves capable of being operated from
above the freeboard deck. The valves are generally to be fitted
on the collision bulkhead inside the forepeak. The valves may
be fitted on the after side of the bulkhead provided that the
The ramp shall be arranged for weathertight closing over its valves are readily accessible under all service conditions and
complete length. the space in which they are located is not a cargo space. See
The distance xk in Fig.2 shall not be less than the minimum also Pt.4 Ch.6 Sec.3 A300.
value of xc as given in 401.
A 700 Cofferdams and tank contents
406 For barges the position of the collision bulkhead shall
satisfy the minimum requirement to xc as given in 401. 701 The following dedicated tank types shall be separated
from each other by cofferdams:
A 500 Height of watertight bulkheads
— tanks for mineral oil
501 The watertight bulkheads are in general to extend to the — tanks for vegetable oil
freeboard deck. Afterpeak bulkheads may, however, terminate — tanks for fresh water.
at the first watertight deck above the waterline at draught T.
For an afterpeak bulkhead also being a machinery bulkhead, Furthermore, cofferdams shall be arranged separating tanks
see 503. carrying fresh water for human consumption from other tanks
containing substances hazardous to human health.
502 For ships having complete or long forward superstruc-
tures, the collision bulkhead shall extend weathertight to the Guidance note:
next deck above the freeboard deck. The extension need not be Normally tanks for fresh water and water ballast are considered
fitted directly over the bulkhead below, provided the require- non-hazardous.
ments for distances from PF are complied with, and the part of ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
the freeboard deck forming the step is made weathertight.
503 Bulkheads shall be fitted separating the machinery space A 800 Forward compartment contents
from cargo and passenger spaces forward and aft and made wa- 801 In ships of 400 gross tonnage and above, compartments
tertight up to the freeboard deck. Afterpeak/machinery space forward of the collision bulkhead shall not be arranged for car-
bulkheads may terminate as given in 501 when the aft space is riage of oil or other liquid substances which are flammable.
not utilised for cargo or passengers.
For ships without a long forward superstructure and for which A 900 Minimum bow height
the collision bulkhead has not been extended to the next deck 901 Minimum bow height requirements are:
above the freeboard deck, any openings within the forward su-
perstructure giving access to spaces below the freeboard deck, 1) The bow height defined as the vertical distance at the for-
shall be made weathertight. ward perpendicular between the waterline corresponding
504 For ships with a continuous deck below the freeboard to the assigned summer freeboard and the designed trim
deck and where the draught is less than the depth to this second and the top of the exposed deck at side shall be not less
deck, all bulkheads except the collision bulkhead may termi- than:
nate at the second deck. In such cases the engine casing be- for ships below 250 m in length,
tween second and upper deck shall be arranged as a watertight
structure, and the second deck shall be watertight outside the
1.36
L -⎞ -----------------------
casing above the engine room. 56 L ⎛ 1 – -------- - (mm)
⎝ 500⎠ C b + 0.68
505 In ships with a raised quarter deck, the watertight bulk-
heads within the quarter deck region shall extend to this deck. for ships of 250 m and above in length,
A 600 Opening and closing appliances.
601 Openings may be accepted in watertight bulkheads, ex- 1.36
cept in that part of the collision bulkhead which is situated be- 7000 ------------------------ (mm)
C b + 0.68
low the freeboard deck. However, See also 605.
602 Openings situated below the freeboard deck and which L = the length of the ship in m,
are intended for use when the ship is at sea, shall have water- Cb = the block coefficient which shall be taken as not
tight doors, which shall be closeable from the freeboard deck less than 0.68
CREDITED BOW
— for ships not over 100 m in length it shall be enclosed
as defined in Regulation 3(10), and
HEIGHT
0.15 L 0.07 L
— for ships over 100 m in length it need not comply with
Regulation 3(10), but shall be fitted with closing ap-
pliances.
F.T.
For superstructure ends, see Ch.3 Sec.6 B.
Fig. 4
3) Ships which, to suit exceptional operational requirements, Forecastle, procedure 2
cannot meet the requirements of paragraphs (1) and (2) of
this Regulation may be given special consideration.
hf = half standard height of superstructure as defined in
(ICLL 39) Regulation 33
902 Interpretations 0.15L 2
ht = Z b ⎛⎝ ---------------⎞⎠ – Z t
On ships to which timber freeboards are assigned Regulation x b
39 should relate to the summer load waterline and not to the
timber summer load waterline.
A 1000 Access to and within narrow ballast tanks
(IACS LL43)
1001 Vessels, except those exclusively intended for the car-
When calculating the bow height, the sheer of the forecastle riage of containers, shall comply with 1002.
deck may be taken into account, even if the length of the fore- 1002 Narrow ballast tanks (such as double-skin construc-
castle is less than 0.15 L, but greater than 0.07 L, provided that tion) shall be provided with permanent means of access, such
the forecastle height is not less than one half of standard height as fixed platforms, climbing/foothold rails, ladders etc., sup-
of superstructure as defined in Regulation 33 between 0.07 L plemented by limited portable equipment to give safe and prac-
and the forward terminal. tical access to the internal structure for adequate inspection,
Where the forecastle height is less than one half of standard including close-up survey as defined in Pt.7 Ch.1 Sec.3 B and
height of superstructure, as defined in Regulation 33 , the cred- Pt.7 Ch.1 Sec.4 B.
ited bow height may be determined as follows (Figs. 3 and 4 Guidance note:
illustrate the intention of 1 and 2 respectively): In order to obtain a practical arrangement it is recommended to
provide for a fixed platform spacing of 3 to 5 metres.
1) When the freeboard deck has sheer extending from abaft
0.15 L, by a parabolic curve having its origin at 0.15 L ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
abaft the forward terminal at a height equal to the midship
depth of the ship, extended through the point of intersec- A 1100 Steering gear compartment
tion of forecastle bulkhead and deck, and up to a point at 1101 The steering gear compartment shall be readily acces-
the forward terminal not higher than the level of the fore- sible and separated from machinery spaces.
castle deck. However, if the value of the height denoted ht
on Fig.3 is smaller than the value of the height denoted hb, (SOLAS Ch. II-1/29.13.1)
then ht may be replaced by hb in the available bow height.
A 1200 Navigation bridge design
2) When the freeboard deck has sheer extending for less than Guidance note:
0.15 L or has no sheer, by a line from the forecastle deck It should be noted that the navigation bridge design is affected by
at side at 0.07 L extended parallel to the base line to the requirements for navigation bridge visibility. Reference is made
forward terminal. to SOLAS Ch.V Reg.22.
(IACS LL38) ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
hf D
AR ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
ND LA ht
hb STA ABO
R
PA
HEIGHT
zb zt
xb
0.15 L 0.07 L
B. Structural Design Principles
B 100 Design procedure
F.T. 101 Hull scantlings are in general based on the two design
aspects, load (demand) and strength (capability). The probabil-
Fig. 3 ity distribution for the load and the strength of a given structure
Forecastle, procedure 1 may be as illustrated in Fig.5.
PROBABILITY DENSITY
LOAD STRENGTH
Fig. 5
Probability distribution
Fig. 6
Rule design procedure for ships
B 400 Local bending and shear strength ary conditions and nominal allowable shear stress.
401 For plating exposed to lateral pressure the thickness re- The boundary conditions are included in a shear force factor,
quirement is given as function of nominal allowable bending defined as ks in the following expression:
stress as follows: Q = ks P
Q is the expected shear force.
C ka s p
t = ---------------------
- + tk ( mm ) P is the total load force on the member.
σ
ks-values normally to be applied are given separately for each
C = factor depending on boundary conditions of plate field, of the local structures.
normally taken as 15.8 for panels with equally spaced In Table B1 ks-values are given for some defined load and
stiffeners. boundary conditions.
ka = correction factor for aspect ratio of plate field 403 Direct strength formulae for girders are limited to simple
= (1.1 – 0.25 s/ l)2 girders. The boundary conditions and the nominal allowable
= maximum 1.0 for s/ l = 0.4 stresses are given in a similar way as for stiffeners.
= minimum 0.72 for s/ l = 1.0
s = stiffener spacing in m. For girder systems the stress pattern is assumed to be derived
l = stiffener span in m. by direct computerised calculations. Allowable stresses corre-
p = design lateral pressure in kN/m2. sponding to specified pressure combinations and indicated
model fineness are given for the most common structural ar-
The nominal allowable bending stressσ (in N/mm2) shall be rangements.
chosen so that the equivalent stress at the middle of the plate
field will not exceed specified limits corresponding to the de- Table B1 Values of m and ks
sign pressure. Load and boundary Bending moment and
The equivalent stress is defined as: conditions shear force factors
Positions 1 2 3
2 2 2 1 2 3 m1 m2 m3
σe = σ1 + σ2 – σ1 σ2 + 3 τ Support Field Support ks1 - ks3
σ1 and σ2 are normal stresses perpendicular to each other. 12.0 24.0 12.0
τ is the shear stress in the plane of σ1 and σ2. 0.50 - 0.50
q = pb
p = as specified in 401 - 16.8 7.5
b = effective load breadth of stiffener in m, for uniform 0.20 - 0.80
pressure equal to stiffener spacing s
l = the length of the member in m.
m-values normally to be applied are given separately for each - 7.8 -
of the local structures. 0.33 - 0.67
For elastic deflections the m-value is derived directly from
general elastic bending theory. In Table B1 m-values are given
for some defined load and boundary conditions. B 500 Buckling strength
For plastic-elastic deflections the m-value is derived according 501 Requirements for structural stability are given to prevent
to the following procedure: buckling or tripping of structural elements when subjected to
compressive stresses and shear stresses.
— the pressure is increased until first yield occurs at one or The critical buckling stress shall be checked for the various
both ends strength members based on general elastic buckling formulae,
— the pressure is further increased, considering yielding ends corrected in the plastic range. For plate elements subject to ex-
as simple supports. treme loading conditions, compressive stresses above the elas-
This procedure involves a built-in safety in that the bending tic buckling strength may be allowed. For calculation of elastic
moment at a yielding support is not increased beyond the value and ultimate compressive strength, see Sec.13.
corresponding to first yield. B 600 Impact strength
The nominal allowable bending stress is combined with possi- 601 Ships designed for a small draught at F.P. may have to
ble axial stresses so that the maximum normal stress will not be strengthened to resist slamming. Requirements are given for
exceed specified limits corresponding to the design pressure. bottom structures forward in a general form taking various
The sectional area requirement is given as a function of bound- structural arrangements into account, see Sec.6 H200. The
draught upon which the slamming strength is based, will be bility Analysis of Marine Structures».
stated in the the appendix to the classification certificate. If the 1003 Reliability analyses shall be based on level III reliabil-
bottom scantlings are based on full ballast tanks in the fore- ity methods. These are methods that utilise probability of fail-
body, this will also be stated. ure as a measure, and which therefore require a knowledge of
In some cases impact loads from the sea on flat areas in after- the distribution of all uncertain parameters.
bodies of special design may also have to be considered.
1004 For the purpose of these rules, level III reliability meth-
602 In ships with large bow flare and or large bow radius, ods are mainly considered applicable to:
strengthening may be required in the bow region above the
summer load waterline. Requirements for structural arrange- — unique design solutions
ment and scantlings are given, see Sec.7 E200. — novel designs where limited (or no) experience exists
603 In large tanks for liquid cargo and or ballast special re- — special case design problems
quirements for strengthening against sloshing impact loads — calibration of level I methods to account for improved
will have to be considered, see Sec.4 C300. knowledge. (Level I methods are deterministic analysis
methods that use only one characteristic value to describe
B 700 Fatigue each uncertain variable, i.e. the allowable stress method
701 In general the susceptibility of hull structures to fatigue normally applied in the rules).
cracking has been taken care of by special requirements to de-
tail design. However in some cases e.g. where high tensile steel 1005 Reliability analyses may be updated by utilisation of
is applied in stiffening members subjected to high frequency new information. Where such updating indicates that the as-
fluctuating loads, a special calculation evaluating dynamic sumptions upon which the original analysis was based are not
stresses, stress concentration factors and environment may valid, and the result of such non-validation is deemed to be es-
have to be performed. For calculation of fatigue strength, see sential to safety, the subject approval may be revoked.
Sec.16. 1006 Target reliabilities shall be commensurate with the
consequence of failure. The method of establishing such target
B 800 Local vibrations reliabilities, and the values of the target reliabilities them-
801 Vibrations in the hull structural elements are not consid- selves, shall be approved by the Society in each separate case.
ered in relation to the requirements for scantlings given in the To the extent possible, the minimum target reliabilities shall be
rules. It is, however, assumed that special investigations are established based upon calibration against well established
made to avoid harmful vibrations, causing structural failures cases that are known to have adequate safety.
(especially in afterbody and machinery space tank structures), Where well established cases do not exist, for example in the
malfunction of machinery and instruments or annoyance to case of novel and unique design solutions, the minimum target
crew and passengers. The structural response will depend on reliability values shall be based upon one (or a combination) of
the quantity of the impulse sources and the impulse propaga- the following considerations:
tion. For a complete vibrational analysis it is therefore impor-
tant also to consider the lines of the afterbody and the — transferable target reliabilities from "similar", existing de-
possibilities for propeller cavitation as well as pulsating mass sign solutions
forces from propeller, propulsion- and auxiliary machinery. — decision analysis
Reference is made to the separate publication, «Guidelines for — internationally recognised codes and standards.
Prevention of Harmful Vibration in Ships», issued by the So-
ciety. Advice on performance of vibration analysis may also be For further details, see Classification Note No. 30.6.
given by the Society.
B 900 Miscellaneous strength requirements
901 Requirements for scantlings of foundations, minimum C. Local Design
plate thicknesses and other requirements not relating relevant
load and strength parameters may reflect criteria other than C 100 Definition of span for stiffeners and girders
those indicated by these parameters. Such requirements may 101 The effective span of a stiffener (l) or girder (S) depends
have been developed from experience or represent simplifica- on the design of the end connections in relation to adjacent
tions considered appropriate by the Society. structures. Unless otherwise stated the span points at each end
of the member, between which the span is measured, is in gen-
B 1000 Reliability-based analysis of hull structures eral to be determined as shown in Fig.7 and Fig.8. When the
1001 This item gives requirements for structural reliability adjacent structure is ineffective in support of the bracket, or
analysis undertaken in order to document rule compliance, see when the end bracket does not comply with requirements in
Pt.1 Ch.1 Sec.1 B600. this section and is fitted for stiffening of supporting structures,
1002 The method and procedures for evaluation of reliability the span point shall be defined by the intersection of the line
are subject to the acceptance by the Society in each individual defined by the stiffener face plate and the end support struc-
case. Acceptable procedures for reliability analyses are docu- ture.
mented in the Classification Note No. 30.6 «Structural Relia-
(with and without brackets, and with sniped ends) are given be-
low.
Special requirements may be given for the specific structures
in other sections.
Requirements for weld connections are given in Sec.11.
202 The scantlings of brackets for stiffeners not taking part
in longitudinal strength may normally be taken as follows:
Thickness:
3+k Z⁄w
t b = ------------------------------k- + t k (mm)
1
f1 ⁄ f1
Z⁄w
a = c -------------k- (mm)
tb – tk
Z as given above.
tb = thickness of bracket in mm
c = 70 for brackets with flange or edge stiffener
= 75 for brackets without flange or edge stiffener.
The arm length, a, is in no case to be taken less than
(1 + 1/ sinφ i) h, where i represents the angle between the stiff-
eners connected by the bracket, and h the depth of the lowest
of the connected stiffeners. In addition the height of the brack-
et, hb, see Fig.8 and 9, is not to be less than h.
Flange or edge stiffener shall be fitted when the edge length,
lb, exceeds 50 (tb – tk), except when the depth of the bracket,
defined as the distance from the root to the edge, db, is less than
22 (tb – tk). The flange width is normally not to be taken less
than:
Z
W = 45 ⎛ 1 + ------------ ⎞ (mm), minimum 50 mm.
⎝ 2000 ⎠
The connection between stiffener and bracket shall be so de-
signed that the section modulus in way of the connection is not
reduced to a value less than required for the stiffener.
If the flange transition between the stiffener and an integral
bracket is knuckled, the flange shall be effectively supported in
way of the knuckle. Alternatively the flange may be curved
Fig. 7 with radius not less than: r = 0.4 bf2/tf, where bf and tf repre-
Span points
sents the flange breadth and thickness respectively (see Fig.8).
Guidance note 1:
C 200 End connections of stiffeners Shell stiffeners in the bow flare area, having an integral end
bracket, are generally recommended to be tripping supported in
201 Normally all types of stiffeners (longitudinals, beams, way of the end bracket, also when the flange transition has been
frames, bulkhead stiffeners) shall be connected at their ends. In curved as described in 202.
special cases, however, sniped ends may be allowed, see 203.
General requirements for the various types of end connections ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
Guidance note 2: compared to the bending moment capacity of the stiffener, e.g.
Note that end brackets for stiffeners may, as indicated in Fig.9, in the upper end bracket of vertical stiffeners.
general be arranged to be of the overlap type. End brackets of the ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
type B, however, are only to be applied for locations where the
bending moment capacity required for the bracket is reduced
Fig. 8
Stiffener end brackets
Fig. 9
Overlap end brackets
l = stiffener span in m
h
s = stiffener spacing in m
p = pressure on stiffener in kN/m2. o
30 ALT. I
C 300 End connections of girders
301 Normally ends of single girders or connections between
girders forming ring systems shall be provided with brackets.
Brackets are generally to be radiused or well rounded at their
toes. The free edge of the brackets shall be arranged with
h
At
flange or edge stiffener. Scantlings and details are given be-
low.
Bracketless connections may be applied provided adequate
support of the adjoining face plates is arranged for.
302 The thickness of brackets on girders shall not be less
h
than that of the girder web plate.
ALT. II
Flanges on girder brackets are normally to have a cross- sec- o
tional area not less than: 30
A = l t (cm2)
h
l = length of free edge of brackets in m. If l exceeds 1.5 m,
h
At
40% of the flange area shall be in a stiffener fitted par-
allel to the free edge and maximum 0.15 m from the
edge
t = thickness of brackets in mm. Fig. 10
Bracket toe area
Where flanges are continuous, there shall be a smooth taper be-
tween bracket flange and girder face plate. If the flange is dis-
continuous, the face plate of the girder shall extend well
beyond the toe of the bracket.
303 The arm length including depth of girder web may nor-
mally be taken as:
ALT. I
Z⁄w
a = c -------------k- (mm)
tb – tk
and
AK = 3.3 t (cm2)
AT = toe area in cm2
AK = cross sectional area of edge stiffener in cm2
h = edge stiffener height in mm
t = thickness of bracket in mm.
The toe area is defined as the area of bracket measured at the Fig. 11
end of and perpendicular to the sniped flange within a distance Bracket design
The basic design may be improved by increasing the AT / AK cordance with particulars as given in the following. Structural
ratio. The brackets shown in Fig.11 alt. II and alt. III are nor- modelling in connection with direct stress analysis shall be
mally considered better than the basic design. Other brackets based on the same particulars when applicable. Note that such
may be accepted after special consideration. structural modelling will not reflect the stress distribution at lo-
The calculated normal stress at the middle of the free edge may cal flange cut-outs or at supports with variable stiffness over
be accepted at a level equal to the stress given in Sec.12 D mul- the flange width. The local effective flange which may be ap-
tiplied by the design factor given in Table C1. For effective plied in stress analysis is indicated for construction details in
width of curved flanges (alt. III) to be used in calculation, see various Classification Notes on “Strength Analysis of Hull
407. Structures”.
402 The effective plate flange area is defined as the cross-
Table C1 Design factor sectional area of plating within the effective flange width.
Design Factor Continuous stiffeners within the effective flange may be in-
Fig.11 alt. I
cluded. The effective flange width be is determined by the fol-
fully compensated flange area 1.25 lowing formula:
(AT / AK = 1) be = C b (m)
Fig.11 alt. II and III 1.25
C = as given in Table C2 for various numbers of evenly
305 At cross joints of bracketless connections the required spaced point loads (r) on the span
flange area of free flanges may be gradually tapered beyond b = sum of plate flange width on each side of girder, nor-
the crossing flange. For flanges in tension reduced allowable mally taken to half the distance from nearest girder or
tensile stress shall be observed when lamellar tearing of flang- bulkhead
es may occur.
The thickness of the web plate at the cross joint of bracketless
connection (between girder 1 and 2) is normally given by the Table C2 Values of C
greater of (see Fig.12): a/b 0 1 2 3 4 5 6 ≥7
C (r ≥ 6) 0.00 0.38 0.67 0.84 0.93 0.97 0.99 1.00
C (r = 5) 0.00 0.33 0.58 0.73 0.84 0.89 0.92 0.93
t2 C (r = 4) 0.00 0.27 0.49 0.63 0.74 0.81 0.85 0.87
h2
t3
τ2 C (r ≤ 3) 0.00 0.22 0.40 0.52 0.65 0.73 0.78 0.80
a = distance between points of zero bending moments
= S for simply supported girders
= 0.6 S for girders fixed at both ends
A2 2 r = number of point loads.
t1
403 For plate flanges having corrugations parallel to the
A1
τ1 girder, the effective width is as given in 402. If the corruga-
tions are perpendicular to the direction of the girder, the effec-
tive width shall not be taken greater than 10% of the value
derived from 402.
1 404 For effective width of plate flanges subject to elastic
buckling, see Sec.13 and Appendix A.
405 The effective plate area shall not be less than the effec-
h1 tive area of the face plate within the following regions:
Fig. 12 — ordinary girders: total span
Bracketless joint — continuous hatch side coamings and hatch end beams:
length and breadth of the hatch, respectively, and an addi-
tional length of 1 m at each end of the hatch corners.
σ1 A1 τ 2 1- 406 The effective area of curved face plates is given by:
t3 = ------------- – t 2 --------- ----- (mm)
h2 100 f 1t Ae = k tf bf (mm2)
or bf = total face plate breadth in mm
k = flange efficiency coefficient, see also Fig.13
σ2 A2 τ1 1
- – t 1 ---------
t 3 = ------------ ------ (mm) r tf
h1 100 f 1t = k 1 -------------
b
A1, A2 = minimum required flange area in cm2 of girder 1 = 1.0 maximum
and 2
h1, h2 = height in mm of girder 1 and 2 0.643 ( sinh β cosh β + sin β cos β )
t1, t2 = minimum required thickness (outside the cross- k1 = ------------------------------------------------------------------------------------
joint) in mm of girder 1 and 2 sinh2 β + sin2 β
τ 1, τ 2 = shear stress in N/mm2 in girder 1 and 2 for symmetrical and unsymmetrical free flanges
σ1,σ2 = bending stress in N/mm2 in girder 1 and 2
f1t = material factor for corner web plate. 0.78 ( sinh β + sin β ) ( cosh β – cos β )
= ----------------------------------------------------------------------------------------
sinh2 β + sin2 β
C 400 Effective flange of girders
401 The section modulus of the girder shall be taken in ac- for box girder flange with two webs
0.4
b
hn1
0.2
0
0 1 2 3 b 4 5 6
hn
√rtf ls
a<hw/3
Fig. 13 hw
Effective width of curved face plates for alternative boundary
conditions
407 The effective flange area of curved face plates supported hn2
by radial brackets or of cylindrical longitudinally stiffened
shells is given by: tw
2
3 r t f + ks r 2
A e = ------------------------- t f b f (mm )
2
3 r tf + sr
Fig. 15
k, bf, r, tf is as given in 407, see also Fig.14. Effective web area in way of openings
Fig. 14
Curved shell panel
Transverse wash bulkhead vertical 0.009 bf flange (including 400 mm plate flange) shall not be less than:
Transverse tight bulkhead vertical 0.012 bf IH = k AS ls2 (cm4)
Stringer 0.02 bf,
maximum 6 k = 2.5 in general
bf = flange breadth in mm = 3.3 for bottom and deck longitudinal girders
S = distance between transverse girders in m. AS = cross-sectional area in cm2 of stiffener including 400
1) For girders in tanks in the afterbody and machinery spaces st shall not
mm plate flange
exceed 0.012 bf. ls = length in m of stiffener.
2) If the web of a strength member forms an angle with the perpendicular
to the ship's side of more than 10°, st shall not exceed 0.007 bf. For flat bar stiffeners the height/thickness-ratio shall not ex-
3) In general, tripping brackets shall be fitted at all transverses. For centre ceed 14.
girder, tripping brackets are also to be fitted at halfway between trans-
verses. 613 The minimum thickness of tripping brackets and stiffen-
ers is given in Sec.6 to Sec.9 covering the various local struc-
608 Tripping brackets on girders shall be stiffened by a tures.
flange or stiffener along the free edge if the length of the edge
exceeds: C 700 Reinforcement at knuckles
0.06 tt (m) 701 Whenever a knuckle in a main member (shell, longitudi-
nal bulkhead etc.) is arranged, it is required that sufficient stiff-
tt = thickness in mm of tripping bracket. ening is provided for the support of the knuckle. The support
of the knuckle may be provided by a member, which is aligned
The area of the stiffening shall not be less than: with the knuckle, and effectively attached to the primary sup-
10 lt (cm2) port members crossing the knuckle, see Fig.18.
Where stiffeners intersect the knuckle as shown in Fig.18, ef-
lt = length in m of free edge. fective support shall be provided for the stiffeners in way of the
knuckle, e.g. as indicated in Fig.18.
The tripping brackets shall have a smooth transition to adjoin-
ing longitudinals or stiffeners exposed to large longitudinal When the stiffeners of the shell, inner shell or bulkhead inter-
stresses: sect a knuckle at a narrow angle, it may be accepted to interrupt
the stiffener at the knuckle, provided that proper end support in
Tripping brackets shall be fitted as required in 607, and are fur- terms of carling, bracket or equivalent is fitted. Alternative de-
ther to be fitted near the toe of bracket, near rounded corner of sign solution with, e.g. closely spaced carlings fitted across the
girder frames and in line with any cross ties. The tripping knuckle between longitudinal members above and below the
brackets shall be fitted in line with longitudinals or stiffeners, knuckle is generally not recommended.
and shall extend the whole height of the web plate. The arm
length of the brackets along the longitudinals or stiffeners,
shall not be less than 40% of the depth of the web plate, the
depth of the longitudinal or stiffener deducted. The require-
ment may be modified for deep transverses.
609 Tripping brackets on the centre girder between the bot-
tom transverses are at the bottom to extend to the second bot-
tom longitudinal from the centre line.
On one side the bracket shall have the same depth as the centre
girder, on the other side half this depth.
610 Hatch end beams supporting hatch side coamings are at
least to have tripping brackets located in the centre line.
611 The moment of inertia of stiffeners perpendicular to the
girder flange (including 400 mm plate flange) shall not be less
than:
IV = 0.1 a sv tw3 (cm4)
a = as given in Table C4
sv = as given in 602
tw = as given in 602.
a 0.8 1.4 2.75 5.5 11.0 20.0 702 When a stiffener or primary support member is knuckled
within the length of the span, effective support shall be provid-
This requirement is not applicable to longitudinal girders in ed by fitting tripping bracket or equivalent for the support of
bottom and deck or transverse bulkhead vertical girders. the face plate, and tripping bracket or equivalent for supporting
the knuckled web section, see Fig.19.
612 The moment of inertia of stiffeners parallel to the girder
where
σF = minimum upper yield stress of material in N/mm2.
May be taken as 235 N/mm2 for normal strength steel
E = as given in Sec.1 B101.
905 For welding of deck fittings to a rounded sheer strake,
see also Sec.7 C206.
C 1000 Properties and selection of sections.
1001 The geometric properties (moment of inertia I and sec-
tion modulus Z) of stiffeners, stringers and web frames may be
calculated directly from the given dimensions, assuming that
the web is attached to the plate flange at right angle. The effec-
tive attached plate flange for stringers and web frames is to be
taken as given in 400, or plate obtained from published tables
and curves. For stiffeners, the plate effective flange width may
normally be taken equal to the stiffener spacing.
When the face plate or the web is knuckled within the length
of the span, effective support by tripping bracket or equivalent
is assumed provided in accordance with 702. Unsymmetrical
face plates are generally assumed arranged straight between
tripping supports. Curved symmetrical face plates may be as-
sumed fully effective if the radius of curvature, r, is equal to or
larger than r = 0.4 bf2/tf, where bf and tf denote the breadth and
Fig. 19 the thickness of the face plate.
Support arrangement for knuckled stringer The plastic section modulus, including the effect of the angle
between the stiffener web and the plate flange, ϕw see Fig.20
shall be determined as given in 1005.
C 800 Continuity of local strength members
1002 The requirement for standard section modulus and
801 Attention is drawn to the importance of structural conti-
shear area are valid about an axis parallel to the plate flange. If
nuity in general. the angle ϕw, see Fig.20, between the stiffener web and the
802 Structural continuity shall be maintained at the junction plate flange is less than 75 degrees, the requirement for stand-
of primary supporting members of unequal stiffness by fitting ard section modulus and shear area may be determined by mul-
well rounded brackets. tiplying the rule requirement by 1/sin ϕw.
Brackets shall not be attached to unsupported plating. 1003 Where several members in a group with some variation
Brackets shall extend to the nearest stiffener, or local plating in requirement are selected as equal, the section modulus may
reinforcement shall be provided at the toe of the bracket. be taken as the average of each individual requirement in the
group. However, the requirement for the group shall not be tak-
803 Where practicable, deck pillars shall be located in line en less than 90% of the largest individual requirement.
with pillars above or below.
1004 For stiffeners and primary support members, such as
804 Below decks and platforms, strong transverses shall be girders, stringers and web frames in tanks and in cargo holds
fitted between verticals and pillars, so that rigid continuous of dry bulk cargo carriers, corrosion additions corresponding
frame structures are formed. to the requirements given in Sec.2 D shall be applied. For built
C 900 Welding of outfitting details to hull up sections the appropriate tk-value may be added to the web
and flange thickness after fulfilment of the modulus require-
901 Generally connections of outfitting details to the hull ment.
shall be such that stress-concentrations are minimised and
welding to highly stressed parts is avoided as far as possible. For rolled sections the section modulus requirement may be
multiplied by a corrosion factor wk, given by the following ap-
Connections shall be designed with smooth transitions and proximation:
proper alignment with the hull structure elements. Termina-
tions shall be supported. wk = 1 + 0.05 (t kw + tkf) for flanged sections
902 Equipment details as clips for piping, support of ladders, = 1 + 0.06 t kw for bulbs
valves, anodes etc. shall be kept clear of the toe of brackets,
edge of openings and other areas with high stresses. t kw = corrosion addition tk as given in Sec.2 D200 with re-
spect to the profile web
Connections to topflange of girders and stiffeners shall be
avoided if not well smoothened. Preferably supporting of out- t kf = corrosion addition tk as given in Sec.2 D200 with re-
fittings shall be welded to the stiffener web. spect to the profile flange.
903 All materials welded to the hull shell structure shall be For flat bars the corrosion addition tk may be added directly to
of ship quality steel, or equivalent, preferably with the same the thickness.
1005 The net effective shear area of panel stiffeners with an mid-thickness of the web to the centre of the flange ar-
inclined web in cm2 is, away from web scallops, given by: ea, see also Fig.20.
Asa = (h + tp)(tw – tk) sinϕw/100 (cm3) = 0.0 for symmetrical flanges
= (bf – tw)/2 in rolled angle profiles
The net effective plastic section modulus in cm3 of the panel = may be taken as given in Table C5 for bulb profiles
stiffener cross-section with an inclined web (and where the hfc = distance, measured in the plane of and from lower edge
cross-sectional area of the attached plate flange exceeds the of the web to the level of the centre of the flange area,
cross-sectional area of the stiffener) is given by: see also Fig.20.
hw (hw + t p ) (t w − t k )sin ϕ w
= h – tf /2 in general
Z pa = + = may be taken as given in Table C5 for bulb profiles
2000 hw = height of stiffener web in mm, see also Fig.19
Afn ((hfc +t p / 2)sinϕw −bw cosϕw )
tf = thickness of flange in mm in general
= may be taken as given in Table C5 for bulb profiles
1000 = 0.0 for flat bar stiffeners
tk = as given in Sec.2 D200
ϕw = angle between the stiffener web and the attached plate tp = thickness of attached plate in mm
flange. For angles of ϕw in excess of 75 degrees, the tw = web thickness of stiffener in mm.
values of sin ϕw and cos ϕw may be taken equal to 1.0 be = as given in Fig.20.
and 0.0 respectively.
Afn = net effective area of flange
= (2 – γ)(Af – bf tk)
Af = cross-sectional area of flange in mm2
= bf x tf in general
= may be taken as obtained from Table C5 for bulb pro-
files
= 0.0 for flat bar stiffeners
β =
(tw − tk )2 l 2 +
be
≤ 0.5
80 b (t f − tk )h fc
2
f bf
(
γ = 0.25 1+ 3 +12 β )
= 1.0 for profiles of symmetrical cross-section and bulbs,
and when mid-span tripping bracket is fitted.
bf = breadth of flange in mm in general Fig. 20
Stiffener cross-section
= bf* as given in Table C5 for bulb profiles
= 0.0 for flat bar stiffeners
bw = distance, measured in the plane of flange and from
Table C5a Characteristic flange data for DIN bulb profiles (see also Fig.21)
h C tf bf* Af - tf × tw bw hfc
(mm) (mm) (mm) (mm) (mm2) (mm) (mm)
200 28 28.8 69 577 10.9 188
220 31 32.1 76 715 12.1 206
240 34 35.4 84 867 13.3 225
260 37 38.7 92 1034 14.5 244
280 40 42.0 99 1216 15.8 263
300 43 45.3 107 1413 16.9 281
320 46 48.6 114 1624 18.1 300
340 49 52.0 122 1848 19.3 318
370 53.5 56.9 134 2215 21.1 346
400 58 61.9 145 2614 22.9 374
430 62.5 66.8 157 3047 24.7 402
Table C5b Characteristic flange data for JIS bulb profiles (see also Fig.21)
h C tf bf* Af bw hfc
(mm) (mm) (mm) (mm) (mm2) (mm) (mm)
180 23 24.3 46 635 9.0 170
200 26.5 27.9 53 814 10.4 188
230 30 31.5 60 1030 11.7 217
250 33 34.5 66 1250 12.9 235
SECTION 4
DESIGN LOADS
a0 2
a z = 0.7 g 0 ------------- (m/s )
CB
2k r
T R = --------------- (s)
GM
203 A common acceleration parameter is given by: RR = distance in m from the centre of mass to the axis of ro-
tation.
3C W
a 0 = -----------
- + C V C V1
L The roll axis of rotation may be taken at a height z m above the
baseline.
L D T D
CV = -------- , maximum 0,2 z = the smaller of ---- + --- and ----
50 4 2 2
V
C V1 = --------- , minimum 0,8 404 The radial roll acceleration may normally be neglected.
L
B 500 Pitch motion and acceleration
Values of a0 according to the above formula may also be found 501 The pitch angle is given by:
from Fig.2.
a
B 300 Surge, sway /yaw and heave accelerations θ = 0.25 ------0- (rad)
CB
301 The surge acceleration is given by:
502 The period of pitch may normally be taken as:
2
a x = 0.2 g 0 a 0 C B (m/s )
L-
T P = 1.8 ---- (s)
g0
With TP as indicated in 502 the pitch acceleration is given by: B 700 Combined transverse acceleration
701 Acceleration along the ship's transverse axis is given as
RP 2 the combined effect of sway/yaw and roll calculated as indicat-
a p = 120 θ ------ (m/s ) ed in 100, i.e.:
L
2 2 2
504 The radial pitch acceleration may normally be neglect- at = a y + ( g 0 sin φ + a ry ) (m/s )
ed.
ary = transverse component of the roll acceleration given in
B 600 Combined vertical acceleration 403.
601 Normally the combined vertical acceleration (accelera-
tion of gravity not included) may be approximated by: Note that ary is equal to ar using the vertical projection of RR.
If for design purposes a constant value of av within the cargo C 200 Sea pressures
area is desirable, a value equal to 85% of the maximum av 201 The pressure acting on the ship's side, bottom and
within the same area may be used. weather deck shall be taken as the sum of the static and the dy-
602 As an alternative the acceleration along the ship's verti- namic pressure as:
cal axis (acceleration of gravity not included) is given as the
combined effect of heave, pitch and roll calculated as indicated — for load point below summer load waterline :
in 100, i.e.: p1 = 10 h0 + pdp1) (kN/m2)
— for load point above summer load waterline : 100% filling of specified tanks with a heavier liquid will be
given the notation HL(ρ), indicating the highest cargo density
p2 = a ( pdp – (4 + 0.2 ks) h0 ) 1) (kN/m2) applied as basis for approval. The density upon which the
= minimum 6.25 + 0.025 L1 for sides scantling of individual tanks are based, will be given in the ap-
= minimum 5 for weather decks. pendix to the classification certificate.
The pressure pdp is taken as: 302 The pressure in full tanks shall be taken as the greater of:
p = ρ (g0 + 0.5 av) hs (kN/m2) [1]
y 2
p dp = p l + 135 ---------------- – 1.2 ( T – z ) (kN/m ) p = ρ g 0 [ 0.67 ( h s + φ b ) – 0.12 Hb t φ ] (kN/m ) [ 2 ]
2
B + 75
pl = ks CW + kf 2
p = ρ g 0 [ 0.67 ( h s + θ l ) – 0.12 Hl t θ ] (kN/m ) [ 3 ]
V V
= ( k s C W + k f ) ⎛ 0.8 + 0.15 ------- ⎞ if ------- > 1.5 p = 0.67 (ρ g0 hp + Δ pdyn) (kN/m2)
⎝ L ⎠ L [4]
p = ρ g0 hs + p0 (kN/m2) [5]
2.5
ks = 3C B + ----------- at AP and aft
CB av = vertical acceleration as given in B600, taken in cen-
tre of gravity of tank.
= 2 between 0.2 L and 0.7 L from AP φ = as given in B400
θ = as given in B500
4.0 H = height in m of the tank
= 3C B + -------- at FP and forward.
CB ρ = density of ballast, bunkers or liquid cargo in t/m3,
Between specified areas ks shall be varied linearly. normally not to be taken less than 1.025 t/m3
(i.e. ρ g0 ≈ 10)
a = 1.0 for ship's sides and for weather decks forward of b = the largest athwartship distance in m from the load
0.15 L from FP, or forward of deckhouse front, which- point to the tank corner at top of the tank which is
ever is the foremost position situated most distant from the load point. For tank
= 0.8 for weather decks elsewhere tops with stepped contour, the uppermost tank cor-
h0 = vertical distance from the waterline at draught T to the ner will normally be decisive
load point (m) bt = breadth in m of top of tank
z = vertical distance from the baseline to the load point, l = the largest longitudinal distance in m from the load
maximum T (m) point to the tank corner at top of tank which is situ-
y = horizontal distance from the centre line to the load ated most distant from the load point. For tank tops
point, minimum B/4 (m) with stepped contour, the uppermost tank corner
CW = as given in B200 will normally be decisive
kf = the smallest of T and f lt = length in m of top of tank
f = vertical distance from the waterline to the top of the hs = vertical distance in m from the load point to the top
ship's side at transverse section considered, maximum of tank, excluding smaller hatchways.
0.8 CW (m) hp = vertical distance in m from the load point to the top
L1 = ship length, need not be taken greater than 300 (m). of air pipe
p0 = 25 kN/m2 in general
1) For ships with service restrictions, p2 and the last term in p1 may be re-
duced by the percentages given in B202. CW should not be reduced. = 15 kN/m2 in ballast holds in dry cargo vessels
= tank pressure valve opening pressure when exceed-
202 The sea pressure at minimum design draught which may ing the general value.
be deducted from internal design pressures shall be taken as: Δ pdyn = calculated pressure drop according to Pt.4 Ch.6
Sec.4 K201.
p= 10 (TM – z) (kN/m2) For calculation of girder structures the pressure [4] shall be in-
= minimum 0 creased by a factor 1.15.
TM = minimum design draught in m normally taken as 0.35 The formulae normally giving the greatest pressure are indicat-
T for dry cargo vessels and 2 + 0.02 L for tankers ed in Figs. 4 to 6 for various types.
z = vertical distance in m from the baseline to the load point. For sea pressure at minimum design draught which may be de-
duced from formulae above, see 202.
203 The design pressure on watertight bulkheads (compart-
ment flooded) shall be taken as: Formulae [ 2 ] and [ 3 ] are based on a 2% ullage in large
tanks.
p = 10 hb (kN/m2)
Guidance note 1:
hb = vertical distance in metres from the load point to the With respect to the definition of hs, hatchways may be consid-
deepest equilibrium waterline in damaged condition ered small to the extent that the volume of the hatchway is negli-
obtained from applicable damage stability calcula- gible compared to the minimum ullage of the tank. Hatchways
tions. for access only may generally be defined as small with respect to
the definition of hs.
204 The design pressure on inner bottom (double bottom ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
flooded) shall not be less than:
p = 10 T (kN/m2). Guidance note 2:
If the pressure drop according to Pt.4 Ch.6 Sec.4 K201 is not
C 300 Liquids in tanks available, Δpdyn may normally be taken as 25 kN/m2. for ballast
tanks and zero for other tanks. If arrangements for the prevention
301 Tanks for crude oil or bunkers are normally to be de- of overpumping of ballast tanks in accordance with Pt.4 Ch.6
signed for liquids of density equal to that of sea water, taken as Sec.4 K200 are fitted, pdyn may be taken as zero.
ρ = 1.025 t/m3 (i.e. ρ g0 ≈ 10). Tanks for heavier liquids may
be approved after special consideration. Vessels designed for ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
Guidance note 3:
When a ship is designed with VCS notation (high-high level
alarm) or provided with equivalent systems to prevent overflow
through air pipes, the tank pressure for liquid cargo, based on air
pipe height hp, may be omitted.
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e--- (5)
(3) (3)
(2) (2) (2)
Fig. 6
Section in engine room
(1) (1) For strength members located less than 0.25 bb away from lon-
gitudinal wash bulkheads and tank sides the pressure shall not
be taken less than:
Fig. 4 B 2
Section in cargo tanks p = ρ 3 – --------- b b (kN/m )
100
s 2
p = p bhd ⎛ 1 – --- ⎞
2
(kN/m ) for webframes
(1) ⎝ l ⎠
s
(4) [(5)]
s 2
p = p bhd ⎛ 1 – ----- ⎞
2
(kN/m ) for longitudinal griders.
⎝ bs ⎠
Fig. 5
Section in bulk cargo hold pbhd = sloshing pressure on wash or end bulkheads as given in
306
s = distance in m from bulkhead to webframe or girder
303 Tanks with lb < 0.13 L and bb < 0.56 B shall have scant- considered.
lings for unrestricted filling height.
For strength members located less than 0.25 lb away from wash ls and bs as given in 306.
and end bulkheads the pressure shall not be taken less than: 305 Tanks with free sloshing breadth bs > 0.56 B will be sub-
ject to specified restrictions on maximum GM. In addition
L 2 such tanks and or tanks with a sloshing length such that 0.13 L
p = ρ 4 – --------- l b (kN/m )
200 < l s < 0.16 L may be designed for specified restrictions in fill-
ing height.
lb = distance in m between transverse tank bulkheads or Maximum allowable GM, cargo density and possible restric-
fully effective transverse wash bulkheads at the height tions on filling heights will be stated in the appendix to the
at which the strength member is located (αt < 0.2). classification certificate.
The sloshing pressures (p) given in 306 and 309 shall be con- ( 1 + nl α l ) ( 1 + β l n4 ) b
sidered together with the normal strength formulae given in = ---------------------------------------------------------- for tank sides
Sec.7, Sec.8 and Sec.9. ( 1 + nl ) ( 1 + n4 )
The impact pressures (pi) given in 307, 308, 309, and 310 shall [ 1 + αl ( nl – 1 ) ] ( 1 + βl n4 ) b
be used together with impact strength formulae given in Sec.9 = -------------------------------------------------------------------- for wash bulkhead
E400. ( 1 + nl ) ( 1 + n4 )
bs and ls as given in 306. l = tank length in m
b = tank breadth in m
0 .2 5 b s 0 .3 b s 0 .1 5 b s nt = number of transverse wash bulkheads in the tank
0 .3 l s 0 .1 5 l s
with αt < 0.5
0 .2 5 l s
αt = ratio between openings in transverse wash bulkhead
and total transverse area in the tank below consid-
Pi
ered filling height, see Fig.8.
S lo s h in g Im p a c t
p re s s u re p re s s u re
H
Ps
h
Pi
0 .2 b s
o 0,25 0,5
or
0 .2 l s
αt
ls Fig. 8
Wash bulkhead coefficient
bs
kf = h-⎞ 2 , maximum = 1
1 – 2 ⎛ 0.7 – ---
⎝ H⎠
0 0.5 1.0
βt
h⎞
⎛ ---
-
⎝ H ⎠ max = 1 Fig. 9
Webframe coefficient
h = filling height (m)
H = tank height (m) within 0.15 ls or 0.15 bs
GM = maximum GM including correction for free surface If no restriction to filling height, h is taken as 0.7 H.
effect. GMminimum = 0.12 B (m) nl = number of longitudinal wash bulkheads in the tank
with αl < 0.5
ls = effective sloshing length in m given as: αl = similar to αt but taken for longitudinal wash bulkhead
n4 = number of longitudinal ring-girders in the tank be-
( 1 + nt αt ) ( 1 + βt n2 ) l tween the breadth
= ----------------------------------------------------- for end bulkheads
( 1 + nt ) ( 1 + n2 ) b
------------------
( 1 + nl )
[ 1 + αt ( nt – 1 ) ] ( 1 + βt n2 ) l βl = similar to βt taken for longitudinal ring-girders.
= ------------------------------------------------------------------ for wash bulkheads
( 1 + nt ) ( 1 + n2 ) 307 Impact pressure in upper part of tanks.
bs = effective sloshing breadth in m given as: Tanks with free sloshing length 0.13 L < ls < 0.16 L or with
free sloshing breadth bs > 0.56 B will generate an impact pres- height h < 0.2 ls or h < 0.2 bs a reflected impact pressure of the
sure on horizontal and inclined surfaces adjacent to vertical same magnitude as on adjacent transverse or longitudinal bulk-
surfaces in upper part of the tank due to high liquid velocities head shall be used on the under side of the stringer panel.
meeting these surfaces. For horizontal or inclined panels
(deck, horizontal stringers etc.) the impact pressure on upper ls and bs are free sloshing length and breadth in m at height
parts of the tank may be taken as: considered, as given in 306.
Within 0.15 ls from transverse wash or end bulkheads: k = 1 for L < 200
= 1.4 – 0.002L for L > 200
220 l
p i = ρ g 0 k f ⎛ --------------s – 7.5 ⎞ sin2 γ δ
2 = angle between the lower boundary panel and the hori-
(kN/m )
⎝ L ⎠ zontal.
l 350 + L 309 For tanks with upper panels higher than L/20 m above
for ---s < ------------------- lowest seagoing waterline the sloshing and impact pressures
L 3550 given in 306 and 307 shall be multiplied by the following mag-
l nification factors:
L
= ρ g 0 k f ⎛ 25 + ------⎞ ⎛ 0.5 + ---s ⎞ sin2 γ
2
(kN/m )
⎝ 13 ⎠ ⎝ L⎠
1 + 6 ze/L for longitudinal sloshing
ls
for --- > 350 + L-
------------------
L 3550 1 + 7.5 ze GM/B2 for transverse sloshing
Within 0.15 bs from longitudinal wash bulkheads and tank 1 + 18 ze/L for longitudinal impact
sides:
240 ρ g 0 k f 1 + 17.5 ze GM/B2 for transverse impact
p i = --------------------------- ⎛ b-----s – 0.3 ⎞ GM 1.5 sin2 γ
B ⎝B ⎠ ze = zt – Ts – L/20 (m)
Outside 0.15 ls and 0.15 bs the pressure may be reduced to zero zt = distance from baseline to panel consider (m)
at 0.3 ls and 0.3bs, respectively, see Fig.7. TS = lowest seagoing draught (m)
In tank corners within 0.15 ls and 0.15 bs the impact pressure = 0.50 T may normally be used.
shall not be taken smaller than pi (transversely) or pi (longitu-
dinally) + 0.4 pi (transversely). 310 For tanks with smooth boundaries (no internal structural
The reflected impact pressure on vertical surfaces adjacent to members) with tank bottom higher than the D/2, the low filling
horizontal or inclined surfaces above will have an impact pres- impact pressure as given in 308 shall be multiplied by the fol-
sure linearly reduced to 50% of the pressure above, 0.1 ls or 0.1 lowing magnification factor:
bs m below. 2 zi θ ⎞ 2
⎛ 1 + -----------
- in longitudinal direction
ls, bs and GM are as given in 306. ⎝ l ⎠
s
h 2 2 zi φ ⎞ 2
kf = 1 – 4 ⎛ 0.6 – ---- ⎞ , maximum =1, ⎛ 1 + -----------
- in transverse direction
⎝ H⎠ ⎝ b ⎠
s
h- ⎞
⎛ --- θ and φ = pitch and rolling angle given in B400 and B500
= 1
⎝ H ⎠ max zi = distance from panel considered to D/2 in m.
h = maximum allowable filling height (m)
C 400 Dry cargoes, stores, equipment and accommoda-
H = tank height (m) within 0.15 ls or 0.15 bs tion
γ = angle between considered panel and the vertical.
401 The pressure on inner bottom, decks or hatch covers
308 Impact pressure in lower part of smooth tanks shall be taken as:
In larger tanks ( ls > 0.13 L or bs > 0.56 B) with double bottom p = ρ (g0 + 0.5 av) H (kN/m2)
and which have no internal transverse or longitudinal girders
restraining the liquid movement at low minimum filling av = as given in B600
heights (2 < h < 0.2 ls or 2 < h < 0.2 bs) the impact pressure on H = stowage height in m.
vertical and inclined tank surfaces shall not be taken less than:
Standard values of ρ and H are given in Table C1.
pi = 1.42 ρ g0 k l s sin2 δ (kN/m2)
If decks (excluding inner bottom) or hatch covers are designed
on transverse bulkheads up to a height of 0.2 l s for cargo loads heavier than the standard loads given in Table
pi = 1.5 ρ g0 bs sin2 δ (kN/m2) C1 the notation DK(+) or HA(+) respectively, will be as-
signed. The design cargo load in t/m2 will be given for each in-
on longitudinal bulkheads up to a height of 0.2 bs dividual cargo space in the appendix to the classification
The impact pressure may be reduced to zero 1 metre above the certificate.
heights given, see Fig.7. 402 When the weather deck or weather deck hatch covers are
In tank corners at outermost side of transverse bulkheads the designed to carry deck cargo the pressure is in general to be
impact pressure within 0.15 bs shall not be taken smaller than: taken as the greater of p according to 201 and 401.
pi (longitudinally) + 0.4 pi (transversely) In case the design stowage height of weather deck cargo is
smaller than 2.3 m, combination of loads may be required after
If the tank is arranged with a horizontal stringer within the special consideration.
Table C1 Standard load parameters. sloping and vertical sides and bulkheads, hc may be
measured to deck level only, unless the hatch coaming
Parameters is in line with or close to the panel considered.
Decks
ρ H
Sheltered deck, vertical distance in m from the C 500 Deck cargo units. Deck equipment
sheltered hatch load point to the deck above. 501 The forces acting on supporting structures and securing
covers and inner 0.7 t/m3 1) For load points below hatch-
bottom for cargo ways H shall be measured to systems for heavy units of cargo, equipment or structural com-
or stores the top of coaming. ponents (including cargo loads on hatch covers) are normally
to be taken as:
ρH
1.0 t/m2 for L = 100 m — vertical force alone: PV = (go + 0.5 av) M (kN)
Weather deck and 1.3 t/m2 for L > 150 m at superstructure deck.
weather deck 1.75 t/m2 for L > 150 m at freeboard deck. — vertical force in combination with transverse force:
hatch covers in- For vessels corresponding to
tended for cargo 100 m < L < 150 m, the standard value P VC = go M (kN)
of ρ H is obtained by linear interpolation.
Platform deck in 1.6 t/m2
— transverse force in combination with vertical force:
machinery space P TC = 0.67 at M (kN)
t/m2, when not directly calculated, includ-
Accommodation 0.35 — vertical force in combination with longitudinal force:
ing deck's own mass.
decks P VC = (go + 0.5 av) M (kN),
Minimum 0.25 t/m2.
1) If ΣρH for cargo spaces exceeds the total cargo capacity of the vessel,
ρ may be reduced after special consideration in accordance with spec- acting downwards at vessels ends together with downward
ified maximum allowable load for individual decks. When the deck’s pitch, acting in 60° - 90° phasing with PLC amidships,
own mass exceeds 10% of the specified maximum allowable loads, the where heave part of PVC is prevailing
ρH shall not be taken less than the combined load of deck mass and
maximum allowable deck load.
— longitudinal force in combination with vertical force:
403 The pressure from bulk cargoes on sloping and vertical
sides and bulkheads shall be taken as: PLC = 0.67 al M (kN)
p = ρ (g0 + 0.5 av) K hc (kN/m2) M = mass of unit in t
av = as given in B600
K = sin2α tan2 (45 – 0.5 δ ) + cos2 α at = as given in B700
α = angle between panel in question and the horizontal al = as given in B800
plane in degrees
av = as given in B600 — PTC and PLC may be regarded as not acting simultaneous-
δ = angle of repose of cargo in degrees, not to be taken ly, except when the stress σL C > 0.6 σTC, in which case
greater than 20 degrees for light bulk cargo (grain etc.), σLC + 0.4 σTC shall be substituted for σLC .
and not greater than 35 degrees for heavy bulk cargo
(ore) 502 Regarding forces acting on cargo containers, their sup-
hc = vertical distance in m from the load point to the highest ports and lashing systems, reference is made to Pt.5 Ch.2
point of the hold including hatchway in general. For Sec.6.
SECTION 5
LONGITUDINAL STRENGTH
for design cargo and ballast loading conditions as specified in rection from the aft end of L. The sign conventions of QS and
102. MS are as shown in Fig.1.
For these calculations, downward loads are assumed to be tak- (IACS UR S11.2.1.1 Rev.5)
en as positive values, and shall be integrated in the forward di-
( + )
Q S:
AFT FORE
( + )
M S:
Fig. 1
Sign Conventions of QS and MS
102 In general, the following design cargo and ballast load- Liquefied gas carriers:
ing conditions, based on amount of bunker, fresh water and
stores at departure and arrival, shall be considered for the MS — homogenous loading conditions for all approved cargoes
and QS calculations. Where the amount and disposition of con- — ballast conditions
sumables at any intermediate stage of the voyage are consid- — cargo condition where one or more tanks are empty or par-
ered more severe, calculations for such intermediate tially filled or where more than one type of cargo having
conditions shall be submitted in addition to those for departure significantly different densities is carried
and arrival conditions. Also, where any ballasting and or de- — harbour condition for which an increased vapour pressure
ballasting is intended during voyage, calculations of the inter- has been approved
mediate condition just before and just after ballasting and or — docking condition afloat.
deballasting any ballast tank shall be submitted and where ap-
proved included in the loading manual for guidance. Combination carriers:
Cargo ships, container carriers, roll-on/roll-off and refriger- — conditions as specified for oil tankers and cargo ships.
ated carriers, ore carriers and bulk carriers:
For smaller ships the stillwater bending moments and shear
— homogenous loading conditions at maximum draught forces may have to be calculated for ballast and particular non-
— ballast conditions homogeneous load conditions after special considerations.
— special loading conditions, e.g. container or light load con- Also short voyage or harbour conditions including loading and un-
ditions at less than the maximum draught, heavy cargo, loading transitory conditions shall be checked where applicable.
empty holds or non-homogenous cargo conditions, deck
cargo conditions, etc. where applicable Guidance note:
— docking condition afloat It is advised that the ballast conditions determining the scantlings
— for vessels with BC-A, BC-B, BC-C or BC-B* notation, are based on the filling of ballast in as few cargo tanks as practi-
loading conditions as specified in Pt.5 Ch.2 Sec.5 A107 to cable, and it is important that the conditions will allow cleaning
A110 and A112 to A114. of all cargo tanks with the least possible shifting.
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
Oil tankers:
(IACS UR S11.2.1.2 Rev.5).
— homogenous loading conditions (excluding dry and clean
ballast tanks) and ballast or part-loaded conditions 103 Ballast loading conditions involving partially filled peak
— any specified non-uniform distribution of loading and or other ballast tanks at departure, arrival or during inter-
— mid-voyage conditions relating to tank cleaning or other mediate conditions are not permitted to be used as design con-
operations where these differ significantly from the ballast ditions unless:
conditions — design stress limits are satisfied for all filling levels be-
— docking condition afloat tween empty and full and
— for oil carriers complying with the requirements for the — for bulk carriers, Pt.5 Ch.2 Sec.8 C, as applicable, is com-
segregated ballast tanks as stipulated in Pt.5 Ch.3 Sec.3 B, plied with for all filling levels between empty and full.
the ballast conditions shall in addition to the segregated
ballast condition include one or more relevant conditions To demonstrate compliance with all filling levels between
with additional ballast in cargo tanks. empty and full, it will be acceptable if, in each condition at de-
parture, arrival and where required by 102 any intermediate
Chemical and product tankers: condition, the tanks intended to be partially filled are assumed
— conditions as specified for oil tankers to be:
— conditions for high density or segregated cargo where — empty
these are included in the approved cargo list. — full
— partially filled at intended level.
Where multiple tanks are intended to be partially filled, all buckling control, the stillwater bending moments at arbitrary
combinations of empty, full or partially filled at intended level positions along the length of the ship are normally not to be
for those tanks shall be investigated. taken less than:
However, for conventional Ore Carriers with large wing water MS = ksm MSO (kNm)
ballast tanks in cargo area, where empty or full ballast water
filling levels of one or maximum two pairs of these tanks lead M SO = as given in 106
to the ship's trim exceeding one of the following conditions, it ksm = 1.0 within 0.4 L amidships
is sufficient to demonstrate compliance with maximum, mini- = 0.15 at 0.1 L from A.P. or F.P.
mum and intended partial filling levels of these one or maxi- = 0.0 at A.P. and F.P.
mum two pairs of ballast tanks such that the ship's condition Between specified positions ksm shall be varied linearly.
does not exceed any of these trim limits. Filling levels of all
other wing ballast tanks shall be considered between empty Values of ksm may also be obtained from Fig.3.
and full. The trim conditions mentioned above are:
— trim by stern of 3% of the ship's length, or
— trim by bow of 1.5% of ship's length, or
— any trim that cannot maintain propeller immersion (I/D)
not less than 25%.
where:
I = the distance from propeller centreline to the waterline
D = propeller diameter.
See Fig.2.
The maximum and minimum filling levels of the above men-
tioned pairs of side ballast tanks shall be indicated in the load-
ing manual.
(IACS UR S11.2.1.3 Rev.5)
Fig. 3
Stillwater bending moment
= 0.19 α CW L2 B C B (kNm) in hogging 203 The rule values of vertical wave shear forces along the
α = 1.0 for seagoing conditions length of the ship are given by:
= 0.5 for harbour and sheltered water conditions (en- Positive shear force, to be used when positive still water shear
closed fjords, lakes, rivers). force:
CB is not be taken less than 0.6. Q WP = 0.3 β kwqp CW L B (C B + 0.7) (kN)
202 When required in connection with stress analysis or Negative shear force, to be used when negative still water
buckling control, the wave bending moments at arbitrary posi- shear force:
tions along the length of the ship are normally not to be taken
less than: Q WN = – 0.3 β kwqn CW L B (C B + 0.7) (kN)
MW = kwm MWO (kNm) Positive shear force when there is a surplus of buoyancy for-
ward of section considered, see also Fig.1.
M WO = as given in 201 Negative shear force when there is a surplus of weight forward
k wm = 1.0 between 0.40 L and 0.65 L from A.P. of section considered.
= 0.0 at A.P. and F.P.
β = 1.0 for seagoing conditions
For ships with high speed and or large flare in the forebody the = 0.5 for harbour and sheltered water conditions (en-
adjustments to kwm as given in Table B1, limited to the control closed fjords, lakes, rivers)
for buckling as given in Sec.13, apply. kwqp = 0 at A.P. and F.P.
= 1.59 CB/(CB + 0.7) between 0.2 L and 0.3 L from
Table B1 Adjustments to kwm A.P.
Load Sagging and hogging Sagging only
= 0.7 between 0.4 L and 0.6 L from A.P.
condition = 1.0 between 0.7 L and 0.85 L from A.P.
CAV ≤ 0.28 ≥ 0.32 1 ) kwqn = 0 at A.P. and F.P.
CAF ≤ 0.40 ≥ 0.50 = 0.92 between 0.2 L and 0.3 L from A.P.
= 0.7 between 0.4 L and 0.6 L from A.P.
1.2 between 1.2 between
0.48 L and 0.48 L and = 1.73 CB/(CB + 0.7) between 0.7 L and 0.85 L from
kwm No No A.P.
0.65 L 0.65 L
adjust- adjust- CW = as given in 201.
from A.P. from A.P.
ment ment
0.0 at F.P. 0.0 at F.P. For ships with high speed and or large flare in the forebody, the
and A.P. and A.P. adjustments given in Table B2 apply.
1) Adjustment for CAV not to be applied when CAF ≥ 0.50.
Table B2 Adjustments to kwq
cv V Load
C AV = --------- Sagging and hogging Sagging only
L condition
CAV ≤ 0.28 ≥ 0.32 1 )
c v V A DK – A WP CAF ≤ 0.40 ≥ 0.50
C AF = --------- + ------------------------------ 1.0 aft of 1.0 aft of
L Lz f
0.6 L from 0.6 L from
Multiply A.P. A.P.
L 1.0 1.2 between 1.0 1.2 between
cv = --------- , maximum 0.2 kwq by
0.7 L and 0.7 L and
50
0.85 L 0.85 L
A DK = projected area in the horizontal plane of upper deck from A.P. from A.P.
(including any forecastle deck) forward of 0.2 L 1) Adjustment for CAV not to be applied whenCAF ≥ 0.50.
from F.P.
C AV = as defined in 202
A WP = area of waterplane forward of 0.2 L from F.P. at C AF = as defined in 202.
draught T
zf = vertical distance from summer load waterline to Between specified positions kwq shall be varied linearly. Val-
deckline measured at F.P. ues of kwq may also be obtained from Fig.5.
Between specified CA-values and positions k wm shall be var-
ied linearly. Values of k wm may also be obtained from Fig.4.
kwm
1.2
1.0
0
0.0 0.4 0.48 0.65 1,0
A.P. F.P.
Fig. 4
Wave bending moment distribution
STEEL WITH
RE
NEUTRAL AXIS
C. Bending Strength and Stiffness
C 100 Midship section particulars
Fig. 6
101 When calculating the moment of inertia and section Vertical extent of HS-steel
modulus, the effective sectional area of continuous longitudi-
nal strength members is in general the net area after deduction
for openings as given in E. For narrow beam ships the vertical extent of HS-steel may
The effective sectional area of strength members between have to be increased after special consideration.
hatch openings in ships with twin or triple hatchways shall be 202 The longitudinal extent of HS-steel used in deck or bot-
taken as the net area multiplied by a factor 0.6 unless a higher tom shall not be less than xhs as indicated in Fig.7.
0.2L 0.1L L
Fig. 7
Longitudinal extent of HS-steel
xhs (minimum) implies that the midship scantlings shall be Values of CWO are also given in Table C1.
maintained outside 0.4 L amidships to a point where the scant- CB is in this case not to be taken less than 0.60.
lings equal those of an identical ship built of normal strength
steel over the full length. xhs (general) implies that the scant-
lings outside 0.4 L may be gradually reduced as if HS-steel was Table C1 Values for CWO
used over the full length. Where material strength group L CWO L CWO L CWO
changes, however, continuity in scantlings shall be main- 160 9.09 260 10.50
tained. 170 9.27 280 10.66
180 9.44 300 10.75
C 300 Section modulus 190 9.60 350 10.75
100 7.92 200 9.75 370 10.70
301 The requirements given in 302 and 303 will normally be 110 8.14 210 9.90 390 10.61
satisfied when calculated for the midship section only, provid- 120 8.34 220 10.03 410 10.50
ed the following rules for tapering are complied with: 130 8.53 230 10.16 440 10.29
140 8.73 240 10.29 470 10.03
a) Scantlings of all continuous longitudinal strength mem- 150 8.91 250 10.40 500 9.75
bers shall be maintained within 0.4 L amidships.
In special cases, based on consideration of type of ship, For ships with restricted service, CWO may be reduced as follows:
hull form and loading conditions, the scantlings may be — service area notation R0: No reduction
gradually reduced towards the ends of the 0.4 L amidship
part, bearing in mind the desire not to inhibit the vessel's — service area notation R1: 5%
loading flexibility. — service area notation R2: 10%
— service area notation R3: 15%
b) Scantlings outside 0.4 L amidships are gradually reduced — service area notation R4: 20%
to the local requirements at the ends, and the same material — service area notation RE: 25%.
strength group is applied over the full length of the ship.
303 The section modulus requirements about the transverse
The section modulus at other positions along the length of the neutral axis based on cargo and ballast conditions are given by:
ship may have to be specially considered for ships with small
block coefficient, high speed and large flare in the forebody or MS + MW 3 3
when considered necessary due to structural arrangement, see Z O = --------------------------- 10 (cm )
σl
A106.
In particular this applies to ships of length L > 120 m and speed σl = 175 f1 N/mm2 within 0.4 L amidship
V > 17 knots. = 125 f1 N/mm2 within 0.1 L from A.P. or F.P.
302 The midship section modulus about the transverse neu- Between specified positions σl shall be varied linearly.
tral axis shall not be less than:
304 The midship section modulus about the vertical neutral
axis (centre line) is normally not to be less than:
C WO 2 3
Z O = ------------ L B ( C B + 0.7 ) (cm )
f1 5 9⁄4 3
Z OH = ---- L ( T + 0.3B ) C B (cm )
f1
C WO = 10.75 – [ (300 – L) /100 ] 3/2 for L < 300 The above requirement may be disregarded provided the com-
= 10.75 for 300 ≤ L ≤ 350 bined effects of vertical and horizontal bending stresses at
= 10.75 – [ (L – 350) /150 ] 3/2 for L > 350 bilge and deck corners are proved to be within 195 f1 N/mm2.
ΦS = 0.5
1.13 1.2
ΦS = 0.5
Δ QSL is given in 400 for ships with centre line BHD. The Δ Q-value shall be deducted from the peak-values of the
Δ QSL is given in 400 for ships without LBHD. conventional shear force curve in way of loaded hold between
empty holds or empty hold between loaded holds as shown in
Δ QSL is given in 200 for bulk and OBO carriers. Fig.8. For other loading conditions the sign convention shall be
For other arrangements Δ QS will be specially considered. applied in a similar manner.
For practical purposes CP and CD may be taken as constants in-
τ = 110 f1 N/mm2, provided the buckling strength (see dependent of cargo filling height and draught respectively.
101) does not require smaller allowable stress.
The following values may be used:
IN / SN may normally be taken as 90 D at the neutral axis.
9.81 C B DB L H H
AS = mean shear area in cm2 of the side shell or double skin C P = ------------------------------------------- (kN/t)
in the side tank under consideration, taken as the total VH
cross-sectional area of the plating over the depth D
AL = mean shear area in cm2 of the longitudinal bulkhead in
the side tank under consideration, taken as the total CD = 10 C BDB LH (kN/m)
cross-sectional area of the bulkhead plating between
bottom and deck for plane bulkheads. For corrugated B
bulkheads the area to be reduced with the relation be- C = ------------------------------- (for conventional designs)
tween projected length and expanded length of the cor- 2.2 ( B + L H )
rugations
AC = mean shear area in cm2 of the centre line bulkhead in the
tank under consideration, taken as the total cross-sec- B DB = breadth of the flat part of the double bottom in m
tional area of the bulkhead plating between bottom and LH = length of hold in m.
deck for plane bulkheads. For corrugated bulkheads the
area shall be reduced with the relation between projected 1 2
length and expanded length of the corrugations. EMPTY LOADED
HOLD HOLD
104 Minimum shear area at fore end of machinery spaces DOUBLE BOTTOM
(machinery aft) shall be based on fully loaded condition at ar-
rival. Minimum shear area at after end of fore peak shall be
based on light ballast condition with fore peak filled, or fully ΔQ2 CONVENTIONAL
loaded condition at arrival, whichever gives the largest shear SHEAR FORCE
ΔQ1
area. If a deep tank is positioned between the forward cargo
hold/cargo tank and the fore peak, the shear area at after end of
the deep tank shall be based on a light ballast condition with
both fore peak and deep tank filled, or fully loaded condition CORRECTED
at arrival, whichever gives the largest shear area. SHEAR FORCE
For ships where fore peak and any deep tank are not intended
to carry ballast when the ship is in light ballast condition, the
shear force determining scantlings will be specially consid-
ered.
ΔQ1 ΔQ2
D 200 Ships with single or double skin and without
other effective longitudinal bulkheads
201 The thickness of side shell shall not be less than given by Fig. 8
the formula in 103. When QS = QSL, the shear force transmit- Shear force correction
ted directly to one transverse bulkhead from the hold in ques-
tion may be expressed as follows:
202 For shell plates completely within a top wing tank or a
hopper tank, the thickness requirements calculated from the
ΔQ SL = C p ( P H + ∑ ( K N P N ) ) – C D T 1 (kN) formula in 103 may be divided by 1.2.
D 300 Ships with two effective longitudinal bulkheads
PH = cargo or ballast in t for the hold in question
PN = bunker or ballast (t) in double bottom tank no. N (port 301 Between fore bulkhead in after cargo tank/hold and after
and starboard) situated below considered hold bulkhead in fore cargo tank/hold, the sum of thickness at 0.5 D
T1 = draught in m at the middle of hold of ship's sides and longitudinal bulkheads is normally not to be
CP = load correction factor in kN/t less than:
CD = buoyancy correction factor in kN/m 1⁄3
2. 7 ( LB )
Σ t = ------------------------------ + Σt k (mm)
VH AN ′ f1
KN = ------------------------- to be calculated for each filled tank
H AN AB ′ of which the thickness of each longitudinal bulkhead at 0.5 D
shall not be less than:
H = height of hold in m
VH = volume of hold in m3 1⁄3
0. 6 ( LB )
AN = horizontal cross-sectional area (m2) (port and star- t = -------------------------------- + t k (mm)
board) at level of inner bottom tank N f1
AN ' = horizontal cross-sectional area (m2) (port and star-
board) at level of inner bottom of that part of the dou- Above 0.5 D the thickness of the longitudinal bulkhead plating
ble bottom tank no. N which is situated within the may be linearly reduced to 90% at deck.
length of the considered hold Outside the region between fore bulkhead in after cargo tank
AB ' = sum of all AN ' . and after bulkhead in fore cargo tank, the sum of thicknesses
}
as 0.5.
r may be derived from the following formula: − ΔQS
b'
b = breadth of opening.
b1
The edges of such rectangular openings shall be reinforced as
required in 401.
For corners of streamlined shape, as given by Fig.11 and Table
E1, the transverse extension of the curvature shall not be less
than:
b'' a = 0.15 b (m)
30o
b2
Edge reinforcement will then generally not be required. For
large hatch openings, see 500.
404 Openings in side shell in areas subjected to large shear
stresses shall be of circular shape and shall have edge rein-
forcement as given in 401 irrespective of size of opening.
E 500 Hatchway corners
501 For corners with rounded shape, the radius is within 0.6
b3 L amidships generally not to be less than:
l
r = 0.03 ⎛⎝ 1.5 + --- ⎞⎠ ( B – b )
b'''
(m)
b
I II III
b = breadth of hatchway in m
Fig. 10 l = longitudinal distance in m between adjacent hatch-
Deduction-free openings ways.
l
--- need not be taken greater than 1.0.
b
Example for transverse section III:
Σ bIII = bl + bll + blll (B – b) shall not be taken less than 7.5 m, and need not be taken
206 It is assumed that the deduction-free openings are ar- greater than 15 m.
ranged approximately symmetric about the ship's centre line, For local reinforcement of deck plating at circular corners, see
and that the openings do not cut any longitudinal or girder in- Sec.8 A405.
cluded in the midship section area. Openings in longitudinals
are normally to be of elliptical shape or equivalent design and When a corner with double curvature is adopted, further reduc-
are normally to be kept clear of the connecting weld. When tion in radius will be considered.
flush openings are necessary for drainage purposes, the weld For corners of streamlined shape, as given by Fig.11 and Table
E1, the transverse extension of the curvature shall not be less ered for ships with very large hatch openings («open» ships),
than: where additional local stresses occur in the hatch corner area due
to torsional warping effects and transverse bulkhead reactions.
l
a = 0.025 ⎛ 1.5 + --- ⎞ ( B – b ) (m)
⎝ b⎠
F. Loading Guidance Information
F 100 General
101 All ships covered by Reg. 10 of the International Con-
vention on Load Lines shall be provided with an approved
loading manual.
The requirements given in this subsection are considered to
fulfil Reg. 10(1) of the International Convention on Load
Lines for all classed ships of 65 m in length and above. How-
ever, a loading manual, considering longitudinal strength, is
not required for a category II ship with length less that 90 m
where the maximum dead-weight does not exceed 30% of the
maximum displacement.
102 If a loading computer system is installed onboard a ship,
Fig. 11 the system shall be approved in accordance with requirements
Streamlined deck corner in Pt.6 Ch.9.
103 All ships of category I (see A202) are in addition to the
loading manual to be provided with a loading computer system
Table E1 Ordinates of streamlined corner approved and certified for calculation and control of hull
Point Abscissa x Ordinate y strength in accordance with the requirements given in Pt.6
1 1.793 a 0 Ch.9.
2 1.381 a 0.002 a
3 0.987 a 0.021 a F 200 Conditions of approval of loading manuals
4 0.802 a 0.044 a 201 The approved loading manual shall be based on the final
5 0.631 a 0.079 a
6 0.467 a 0.131 a data of the ship. The loading manual should contain the design
7 0.339 a 0.201 a loading and ballast conditions, subdivided into departure and
8 0.224 a 0.293 a arrival conditions, and ballast exchange at sea conditions,
9 0.132 a 0.408 a where applicable, upon which the approval of hull scantlings is
10 0.065 a 0.548 a based, see B100. Possible specifications are:
11 0.022 a 0.712 a
12 0.002 a 0.899 a — draught limitations (in ballast etc.)
13 0 1.000 a — load specifications for cargo decks
— cargo mass- and cargo angle of repose restrictions
— cargo density- and filling heights for cargo tanks
502 Alternative hatch corner designs (e.g. key hole) may be — restrictions to GM-value.
accepted subject to special consideration in each case.
(IACS UR S1, Annex 1 to requirements Rev.5)
E 600 Miscellaneous
202 The loading manual must be prepared in a language un-
601 Edges of openings shall be smooth. Machine flame cut derstood by the users. If this language is not English a transla-
openings with smooth edges may be accepted. Small holes tion into English shall be included.
shall be drilled.
Hatch corners may in special cases be required to be ground 203 In case of modifications resulting in changes to the main
smooth. Welds to the deck plating within the curved hatch cor- data of the ship, a new approved loading manual shall be is-
ner region are as far as possible to be avoided. sued.
602 Studs for securing small hatch covers shall be fastened F 300 Condition of approval of loading computer sys-
to the top of a coaming or a ring of suitable thickness welded tems
to the deck. The studs shall not penetrate the deck plating. 301 With respect to the approval of the loading computer
603 The design of the hatch corners will be specially consid- system, see Pt.6 Ch.9.
SECTION 6
BOTTOM STRUCTURES
ble. The total area of the air holes shall be greater than the area in depth more than necessary. A well extending to the outer
of the filling pipes. bottom may, however, be permitted at the after end of the shaft
407 The access opening to pipe tunnel shall be visible above tunnel of the ship. Other wells may be permitted if the arrange-
the floor plates and shall be fitted with a rigid, watertight closure. ment gives protection equivalent to that afforded by a double
bottom complying with this regulation.
A notice plate shall be fitted stating that the access opening to
the pipe tunnel shall be kept closed. The opening shall be re- 504 A double bottom need not be fitted in way of watertight
garded as an opening in watertight bulkhead. compartments used exclusively for the carriage of liquids, pro-
vided the safety of the ship in the event of a bottom damage is
408 The bilge keel and the flat bar to which it is attached, not thereby impaired.
shall not terminate abruptly. Ends shall be tapered, and internal
stiffening shall be provided. Butts in the bilge keel and the flat For oil tankers, see Pt.5 Ch.3 Sec.3, for chemical carriers, see
bar shall be well clear of each other and of butts in the shell Pt.5 Ch.4 Sec.3, and for liquefied gas carriers, see Pt.5 Ch.5
plating. The flat bar shall be of the same material strength as Sec.3.
the bilge strake to which it is attached and of the steel grade (SOLAS Ch. II-1/12-1).
according to Sec.2 Tables B1 and B2 as a bilge strake. The
bilge keel shall be of the same material strength as the bilge
strake to which it is attached.
409 Weld connections shall satisfy the general requirements B. Design Loads
given in Sec.11.
B 100 Local loads on bottom structures
410 For end connections of stiffeners and girders, see Sec.3 C.
101 All generally applicable local loads on bottom structures
A 500 Bottom arrangement are given in Table B1, based upon the general loads given in
Sec.4. In connection with the various local structures, refer-
501 A double bottom is normally to be fitted, extending ence is made to this table, indicating the relevant loads in each
from the collision bulkhead to the afterpeak bulkhead, as far as case.
is practicable and compatible with the design and proper work-
ing of the ship. B 200 Total loads on double bottom
502 The depth of the double bottom is given in D100. The in- 201 In connection with direct stress calculations on double
ner bottom shall be continued out to the ship's side in such a bottom structures, total loads shall be taken as differences be-
manner as to protect the bottom to the turn of the bilge. tween internal and external pressures.
503 Small wells constructed in the double bottom, in connec- These loads are specified in Sec.12.
tion with the drainage arrangements of holds, shall not extend
p 9 = ρ ( g 0 + 0.5a v ) h s
2)
Liquid cargo in tank above p 10 = ρ g 0 [ 0.67 ( h s + φ b ) – 0.12 H φ b t ]
p 11 = 0.67 ( ρ g 0 h p + Δp dyn )
p 12 = ρ g 0 h s + p 0
av = vertical acceleration as given in Sec.4 B600 Between specified regions the σ-value may be varied linearly.
φ = roll angle in radians as given in Sec.4 B400
hs = vertical distance in m from load point to top of tank f2b = stress factor as given in A 200
hp = vertical distance in m from the load point to the top 303 The longitudinal and combined buckling strength shall
of air pipe be checked according to Sec.13.
H = height in m of tank
HC = stowage height in m of dry cargo. Normally the 304 The thickness shall not be less than:
height to 'tween deck or top of cargo hatchway to be
used in combination with a standard cargo density 0.04L
t = 5.0 + -----------------1 + t k (mm)
ρc = 0.7 t/m3 f1
ρc = dry cargo density in t/m3, if not otherwise specified
to be taken as 0.7 305 Between the midship region and the end regions there
ρ = density of liquid cargo in t/m, normally not to be shall be a gradual transition in plate thickness.
taken less than 1.025 t/m2 (i.e. ρ g0 ≈ 10) 306 The thickness of the bilge plate shall not be less than that
b = the largest athwartship distance in m from the load of the adjacent bottom and side plates, whichever is the greater.
point to the corner at top of the tank/hold most dis-
tant from the load point 307 If the bilge plate is not stiffened, or has only one stiffener
bt = breadth in m of top of tank/hold inside the curved part, the thickness shall not be less than:
p0 = 25 in general
= 15 in ballast hold of dry cargo vessels 3 2
R l p- + t
t = ------------------
= pressure valve opening pressure when exceeding k
the general value. 900
Δpdyn = as given in Sec.4 C300. R = radius of curvature (mm)
l = distance between circumferential stiffeners, i.e. bilge
brackets (mm)
C. Plating and Stiffeners p = 10 (T + B φ/2 + 0.088 CB (B/2 + 0.8 CW)) (kN/m2)
= 2 p1 – 10 T (minimum)
C 100 General φ = roll angle in radians as given in Sec.4 B400.
CW = wave coefficient as given in Sec.4 B200.
101 In this subsection requirements to laterally loaded plat-
ing and stiffeners are given, and in addition the scantlings and In case of longitudinal stiffening positioned outside the curva-
stiffening of double bottom floors and girders. For single bot- ture, R is substituted by:
tom and peak tank girders, see F and G.
R1 = R + 0.5 (a + b)
C 200 Keel plate See Fig.1.
201 A keel plate shall extend over the complete length of the The lengths a and b are normally not to be greater than s/3.
ship. The breadth shall not be less than:
b = 800 + 5 L (mm). C 400 Inner bottom plating
202 The thickness shall not be less than: 401 The thickness requirement corresponding to lateral pres-
sure is given by:
0.05L
t = 7.0 + -----------------1 + t k (mm) 15.8k a s p
f1 t = --------------------------
- + tk (mm)
σ
The thickness is in no case to be less than that of the adjacent
bottom plate. p = p4 to p15 (whichever is relevant) as given in Table B1
C 300 Bottom and bilge plating σ = 200 f1 – 110 f2b, maximum 140 f1 when transverse
frames, within 0.4 L
301 The breadth of strakes in way of longitudinal bulkhead = 140 f1 when longitudinals, within 0.4 L
and bilge strake, which shall be of steel grade higher than A- = 160 f1 within 0.1 L from the perpendiculars.
grade according to Ch.1 Sec.2, shall not be less than:
Between specified regions the σ-value may be varied linearly.
b = 800 + 5 L (mm).
302 The thickness requirement corresponding to lateral pres- f2b = stress factor as given in A200.
sure is given by: 402 The thickness shall not be less than:
0.03L
15.8k a s p t = t 0 + -----------------1 + t k (mm)
t = ---------------------------
- + tk (mm) f1
σ
p = p1 to p3 (when relevant) in Table B1 t0 = 7.0 in holds below dry cargo hatchway opening if ceil-
σ = 175 f1 – 120 f2b , maximum 120 f1 when transverse ing is not fitted.
frames, within 0.4 L = 6.0 elsewhere in holds if ceiling is not fitted
= 120 f1 when longitudinals, within 0.4 L = 5.0 in general if ceiling is fitted.
= 160 f1 within 0.1 L from the perpendiculars. = 5.0 in void spaces, machinery spaces and tanks.
k
t = 5.0 + ---------- + t k (mm)
f1
Fig. 1
Not stiffened bilge plate h
= --- + t k
g
102 In the after peak of single screw ships, the floors shall be of 203 The design slamming pressure shall be taken as:
such a height that their upper edge is well above the sterntube.
c1 c2 L - – --x- ⎞
p sl = ----------- B B ⎛ 0.56 – -----------
2
G 200 Scantlings (kN/m )
T BF ⎝ 1250 L ⎠
201 The thickness of web plates, brackets and stiffeners is
generally not to be less than: c1 = L1/3 for L ≤ 150 m
k-+t ⎛ 225 – L
1⁄3
t = 5.0 + --------- k (mm) c1 = ---⎞ for L > 150 m
f1 ⎝ 2 ⎠
20T BF⎞
c2 = 1675 ⎛ 1 – ---------------
-
k = 0.03 L1 for web plates and brackets (maximum 6) ⎝ L ⎠
= 0.01 L1 for stiffeners on web plates.
T BF = design heavy weather ballast draught in m at F.P.
The thickness of girders and floors is in addition not to be less than: BB = the breadth of the bottom in m at the height 0.15TBF
t = 12 s + tk (mm) above the baseline measured at the cross section
considered.
s = stiffener spacing in m. B B shall not be taken greater than the smaller of
1.35 TBF and 0.55 L
202 Girder flanges shall have: x = longitudinal distance in m from F.P. to cross section
considered, but need not be taken smaller than x1
— a thickness not less than 1/30 of the flange width when the
flange is symmetrical, and not less than 1/15 of the flange 1⁄3 L
x1 = ⎛ 1.2 – ( C B ) – ------------⎞ L
width when the flange width is asymmetrical ⎝ 2500⎠
— a width not less than 1/20 of the distance between tripping
brackets. The assumed variation in design slamming pressure is shown
in Fig.2.
G 300 Details
204 If the ship on the design ballast draught TBFpsl is intend-
301 For end connections and stiffening of girders in general, ed to have full ballast tanks in the forebody and the load from
see Sec.3 C. the ballast will act on the bottom panel, the slamming pressure
302 Stiffeners on floors and girders in the after peak shall may be reduced by 14 h kN/m2 where h is the height in m of
have end connections. the ballast tank.
205 The thickness of the bottom plating below 0.05 TBF
from keel shall not be less than:
H. Special Requirements 0.9 k a k r s p sl
t = -----------------------------------
- + tk (mm)
H 100 Vertical struts f1
101 Where bottom and inner bottom longitudinals or frames kr = correction factor for curved plates with stiffening di-
are supported by vertical struts, the sectional area of the strut
shall not be less than: rection at right angle to axis of curvature
s
k l sT
A = --------------
2 = ⎛ 1 – 0.5 - ⎞
(cm ) ⎝ r ⎠
f1
c3 2
ΣA S = ----- l b p sl (cm )
f1
0.15 Tbf
10 l b
c 3 = 0.05 ⎛ 1 – ------------- ⎞ , minimum 0.025
LONGITUDINAL SECTION F. P. ⎝ LB ⎠
A A
psl = as given in 203 or 204.
l and b is the length and the breadth in m respectively of the
loaded area supported by the girder or girder system. psl is tak-
en at the middle of the girder system considered.
Bb
211 The design ballast draught forward will be stated in the
appendix to the classification certificate.
H 300 Strengthening for grab loading and discharging -
SECTION A - A Optional class - special features notation IB-X
x1 301 Vessels with inner bottom, and adjacent bulkheads over
a width (measured along the plate) of 1.5 m, and strengthened
in accordance with the requirement given in 303 may have the
notation IB-X assigned, where X denotes areas especially
strengthened, as specified below:
BU
OU
SU
verse bulkhead.
PR
BO
W
F. P. 12s
t = 9.0 + ---------- + t k (mm)
Fig. 2 f1
Design slamming pressure
H 400 Docking
208 The net connection area of continuous stiffeners at gird- 401 The bottom scantlings required in this section are con-
ers shall satisfy the following expression: sidered to give ample strength for the safe docking of ships
1.7 AF + AW = 2 AS with length less than 120 metres and of normal design.
402 For ships of special design, particularly in the afterbody,
AF = connection area at flange in cm2 and for large vessels (docking weight exceeding 70 t/m) the ex-
AW = connection area at web in cm2 pected docking conditions and docking block arrangements
AS = as given in 207, to be multiplied by f1 if HTS in stiff- shall be evaluated and checked by a special calculation. The
ener and MS in girder. docking arrangement plan, giving calculated forces from dock-
ing blocks, shall be submitted for information.
209 In the bottom below 0.05 TBF the spacing of stiffeners Guidance note:
on web plates or bulkheads is near the shell plating not to ex- Size and number of docking blocks should be estimated on the
ceed: basis of a design pressure in blocks normally not exceeding
sw = 0.09 t (m) 2 N/mm2. With centre line girder the docking blocks should be
supported by the innermost longitudinals, which should be di-
mensioned for 1/4 of the reaction force from the blocks. With a
t = thickness of web or bulkhead plating in mm. symmetric duct keel the distance between the duct keel girders
should be less than the expected transverse length of the docking
210 The sum of shear areas at end supports of all girders blocks.
within a typical bottom area (between heavy supporting struc-
tures such as bulkheads and ship's sides) shall not be less than: ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
SECTION 7
SIDE STRUCTURES
403 Weld connections shall satisfy the general requirements B. Design Loads
given in Sec.11.
404 For end connections of stiffeners and girders, see B 100 Local loads on side structures
Sec.3 C. 101 All generally applicable local loads on side structures
are given in Table B1, based upon the general loads given in
Sec.4. In connection with the various local structures, refer-
ence is made to this table, indicating the relevant loads in each
case.
h0 = vertical distance in m from the waterline at draught = tank pressure valve opening pressure when exceed-
T to the load point ing the general value
T = rule draught in m, see Sec.1 B ρ = density of ballast, bunker or liquid cargo in t/m3,
z = vertical distance from the baseline to the load point, normally not to be taken less than 1.025 t/m3
maximum T (m) (i.e.ρ g0 ≈ 10)
pdp, ks = as given in Sec.4 C201 Δ pdyn = as given in Sec.4 C300
L1 = ship length, need not be taken greater than 300 (m) H = height in m of tank
av = vertical acceleration as given in Sec.4 B600 b = the largest athwartship distance in m from the load
hs = vertical distance in m from load point to top of tank, point to the tank corner at the top of tank/ hold most
excluding smaller hatchways. distant from the load point, see Fig.2
bt = breadth in m of top of tank/hold
hp = vertical distance in m from the load point to the top l = the largest longitudinal distance in m from the load
of air pipe point to the tank corner at top of tank most distant
hb = vertical distance in m from the load point to the min- from the load point
imum design draught, which may normally be taken lt = length in m of top of tank
as 0.35 T for dry cargo vessels and 2 + 0.02 L for φ = roll angle in radians as given in Sec.4 B400
tankers. For load points above the ballast waterline θ = pitch angle in radians as given in Sec.4 B500
hb = 0 bb = distance in m between tank sides or effective longi-
po = 25 in general tudinal wash bulkhead at the height at which the
= 15 in ballast holds in dry cargo vessels strength member is located.
kL
t = 5.0 + ----------1 + t k (mm)
hs f1
l.p.
H k = 0.04 up to 4.6 m above the summer load waterline. For
b = bt
each 2.3 m above this level the k-value may be reduced
by 0.01 (k (minimum) = 0.01)
= 0.06 for plating connected to the sternframe.
103 The thickness of the side plating between a section aft of
RECTANGULAR TANK SHAPE midships where the breadth at the load waterline exceeds 0.9 B
and a section forward of midships where the load waterline
breadth exceeds 0.6 B, and taken from the lowest ballast wa-
terline to 0.25 T (minimum 2.2 m) above the summer load line,
z bt shall not be less than:
hs
1
l.p. H ---
b y ⎛ BT⎞ 4
t = 31 ( s + 0.7 ) ⎜ --------⎟ + t k (mm)
⎝ σ f 2⎠
The design of the fittings shall be such as to minimise stress 402 The section modulus requirement is given by:
concentrations, with a smooth transition towards deck level.
2
207 Where the sheer strake extends above the deck stringer C l s pw
Z = ------------------------k-
plate, the top edge of the sheer strake shall be kept free from f1
notches and isolated welded fittings, and shall be ground
smooth with rounded edges. Drainage openings with smooth p = p1– p8, whichever is relevant, as given in Table B1
transition in the longitudinal direction may be allowed. C = 0.37 when external pressure (p1 – p2) is used
208 Bulwarks are in general not to be welded to the top of the = 0.43 when internal pressure (p3 – p8) is used
sheer strake within 0.6 L amidships. Such weld connections l = corresponding to full length of frame including brackets.
may, however, be accepted upon special consideration of de- 403 The thickness of web and flange shall not be less than
sign (i.e. expansion joints), thickness and material grade. given in 302.
C 300 Longitudinals 404 The requirement given in 402 is based on the assumption
that effective brackets are fitted at both ends. The length of
301 The section modulus requirement is given by:
brackets shall not be less than:
2
83 l s p w k 3 3 — 0.12 l for the lower bracket.
Z = ---------------------------- (cm ), minimum 15 cm — 0.07 l for the upper bracket.
σ
p = p1 – p8, whichever is relevant, as given in Table B1 The section modulus of frame, including bracket, at frame ends
σ = allowable stress (maximum 160 f1) given by: shall not be less than as given in 402 with l equal to total span of
frame including brackets and applying C-factors as given below.
Within 0.4 L amidships: Upper end:
n z –z a
C = 0.56 when external pressure (p1– p2) is used
σ = 225 f 1 – 130 f 2 ---------------
- C = 0.64 when internal pressure (p3 – p8) is used.
zn
Lower end:
= maximum 130 f1 for longitudinals supported C = 0.74 when external pressure (p1 – p2) is used
by side verticals in single deck constructions. C = 0.86 when internal pressure (p3 – p8) is used.
Within 0.1 L from perpendiculars: When the length of the free edge of the bracket is more than 40
σ = 160 f1 times the plate thickness, a flange shall be fitted, the width be-
ing at least 1/15 of the length of the free edge.
Between specified regions the σ-value may be varied linearly.
For single deck vessels e.g. gas carriers, the end connection of
For longitudinals σ = 160 f1 may be used in any case in com- main frames may alternatively be based on a direct calculation
bination with heeled condition pressures p6 and p8. where the rotation of upper and lower ends are taken into ac-
count.
f2 = stress factor f2b as given in Sec.6 A200 below the neu-
tral axis 405 Brackets may be omitted provided the frame is carried
= stress factor f2d as given in Sec.8 A200 above the neu- through the supporting member and the section modulus as
tral axis. given in 402 is increased by 50% and inserting total span in the
formula.
302 The thickness of web and flange shall not be less than 406 The section modulus for a main frame shall not be less
the larger of than for the 'tween deck frame above.
k 407 In ships without top wing tank, frames at hatch end
t = 5.0 + ---------- + t k (mm)
f1 beams shall be reinforced to withstand the additional bending
moment from the deck structure.
h 408 Main frames made of angles or bulb profiles having a
= --- + t k
g span l > 5 m shall be supported by tripping brackets at the mid-
dle of the span.
k = 0.01 L1 in general Forward of 0.15 L from F.P., see also E100.
= 0.02 L1 (= 5.0 maximum) in peaks and in cargo oil
tanks and ballast tanks in cargo area C 500 'Tween deck frames and vertical peak frames
h = profile height in mm 501 'Tween deck frames are frames between the lowest deck
g = 70 for flanged profile webs or the lowest stringer on the ship's side and the uppermost su-
= 20 for flat bar profiles. perstructure deck between the collision bulkhead and the after
peak bulkhead.
303 Longitudinals supported by side verticals subject to rel-
atively large deflections shall be checked by a direct strength 502 If the lower end of 'tween deck frames is not welded to
calculation, see Sec.12 C. Increased bending stresses at trans- the bracket or the frame below, the lower end shall be bracket-
verse bulkheads shall be evaluated and may be absorbed by in- ed above the deck. For end connections, see also Sec.3 C200.
creased end brackets. 503 The section modulus shall not be less than the greater of:
304 The buckling strength of longitudinals shall be checked 2
according to Sec.13. 0.55 l s p w k 3
Z = -------------------------------- (cm )
f1
C 400 Main frames
401 Main frames are frames located outside the peak tanks, and
connected to the floors, double bottom or hopper tanks and ex- L 3
tended to the lowest deck, stringer or top wing tank on the ship Z = k ---- (cm )
side. f1
504 The thickness of web and flange shall not be less than maximum 160 f1 for continuous longitudinal girders
given in 302. within 0.4 L amidships
= 160 f1 for other girders.
Between specified regions the σ-value may be varied linearly.
D. Girders For longitudinal girders σ = 160 f1 may be used in any case in
D 100 General combination with heeled condition pressures p6 and p8.
101 The thickness of web plates, flanges, brackets and stiff- f2 = stress factor f2b as given in Sec.6 A200 below the neu-
eners of girders shall not be less than: tral axis
k = stress factor f2d as given in Sec.8 A200 above the neu-
t = 5.0 + ---------- + t k (mm) tral axis.
f1
The above requirement applies about an axis parallel to the
k = 0.01 L1 in general ship's side.
= 0.02 L1 for girder webs, flanges and brackets in cargo 202 The web area requirement (after deduction of cut-outs)
oil tanks and ballast tanks in cargo area at the girder ends is given by:
= 0.03 L1 (= 6.0 maximum) for girder webs, flanges and
brackets in peaks. k S bp 2
A = ---------------- + 10 h t k (cm )
f1
The thickness of girder web plates in single skin construction
is in addition not to be less than: k = 0.06 for continuous horizontal girders and upper end of
t = 12 s + tk (mm) vertical girders
= 0.08 for lower end of vertical girders
s = spacing of web stiffening in m. b = as given in 201
102 The buckling strength of web plates subject to in- plane h = girder height in m
compressive and shear stresses shall be checked according to p = p1 – p7, whichever is relevant, as given in Table B1.
Sec.13. The web area at the middle of the span shall not be less than
103 In the after peak, engine and boiler room, side verticals 0.5 A.
are normally to be fitted at every 5th frame. The above requirement apply when the web plate is perpendic-
104 Verticals in the engine room and verticals less than 0.1 ular to the ship's side.
L from the perpendiculars shall have a depth not less than: For oblique angles the requirement shall be increased by the
h = 2 L S (mm), maximum 200 S. factor 1 / cos θ, where θ is the angle between the web plate of
Verticals with moment of inertia equivalent to a girder with the girder and the perpendicular to the ship's side.
height h and flange breadth in accordance with 105 are also ac- D 300 Complex girder systems
ceptable. If the side verticals are fitted closer than required by
103, the required moment of inertia may be reduced corre- 301 In addition to fulfilling the general local requirements
spondingly. given in 100, the main scantlings of girders being parts of a
complex system may have to be based on a direct stress analy-
105 Girder flanges shall have a thickness not less than 1/30 of sis as outlined in Sec.12.
the flange width when the flange is symmetrical, and not less
than 1/15 of the flange width when the flange is asymmetrical. D 400 Cross ties
For girders in engine room the total flange width shall not be 401 The buckling strength shall satisfy the requirements giv-
less than 35 S mm. en in Sec.13.
106 Transverse bulkheads or side verticals with deck trans- 402 Cross ties may be regarded as effective supports for side
verses shall be fitted in the 'tween deck spaces to ensure ade- vertical when:
quate transverse rigidity.
— the cross tie extends from side to side
107 Vertical peak frames shall be supported by stringers or
perforated platforms at a vertical distance not exceeding 2.25 — the cross tie is supported by other structures which may be
+ L/400 metres. considered rigid when subjected to the maximum expected
axial loads in the cross tie
108 The end connections and stiffening of girders shall be ar- — the load condition may be considered symmetrical with re-
ranged as given in Sec.3 C. spect to the cross tie.
Stiffeners on girders in the after peak shall have end connections. 403 Side verticals may be regarded as individual simple
D 200 Simple girders girders between cross ties, provided effective cross ties, as de-
fined in 402, are positioned as follows:
201 The section modulus requirement is given by:
Side verticals with 1 cross tie:
2 The cross tie is located 0.36 l – 0.5 l from the lower end.
100 S b p w k 3
Z = --------------------------------- (cm ) Side verticals with 2 cross ties:
σ The lower cross tie is located 0.21 l – 0.30 l from the lower end.
The upper cross tie is located 0.53 l – 0.58 l from the lower end.
p = p1 – p4
= 1.15 p5 l = total span of side vertical.
= p6 – p8, whichever is relevant, as given in Table B1.
b = loading breadth in m Side verticals with more than 2 cross ties or with cross ties not
located as given above, will be specially considered. On string- 104 The thickness of shell plating in the bow region shall not
ers, the cross ties are assumed to be evenly spaced. be less than:
13.8 k a s p sl
t = -----------------------------------
- + tk (mm)
σf
E. Special Requirements
E 100 Strengthening against bow impact ka = (ka1 – 0.25ka2)2
kal = 1.1 in general
101 The bow region as referred to in the following is normal- = 1.22 within cylindrical and conical bow shell regions
ly to be taken as the region forward of a position 0.1L abaft with vertical or radial stiffening. The bow shell shall be
F.P. and above the summer load waterline. considered cylindrical and conical when:
102 The effect of bow impact loads is in general to be eval-
uated for all ships. Normally only ships with well rounded bow s > R/10
lines and or flare will need strengthening. R = radius of curvature of shell plating in m
The impact pressure given in 103 applies to areas away from ka2 = s/l , but need not be taken < 0.4, and is not to be
knuckles, anchor bolster etc. that may obstruct the water flow taken > 1.0
during wave impacts. In way of such obstructions, additional l = length of plate field in m
reinforcement of the shell plate by fitting carlings or similar σf = minimum upper yield stress of material in N/mm2 and
shall generally be considered. shall not be taken less than the limit to the yield point
given in Sec.2 B201
103 The design bow impact pressure shall be taken as: psl = as given in 103
2 2 s = stiffener spacing in m.
p sl = C ( 2.2 + C f ) ( 0.4V sin β + 0.6 L ) (kN/m )
105 The net effective shear area Asa, as defined in Sec.3
C = 0.18 (CW – 0.5 ho), maximum 1.0 C1005, of stiffeners supporting the shell plating in the bow re-
CW = wave coefficient as given in Sec.4 B200 gion is not to be less than As, as given under:
ho = vertical distance (m) from the waterline at draught T to
point considered 12.5 l s p
As = (cm2)
Cf = 1.5 tan (α + γ) σf
= 4.0, maximum
γ = 0.4 (φ cosβ + θ sinβ)
φ, θ = as given in, in radians, Sec.4 B l = stiffener span in m as given in A201
α = flare angle in radians taken as the angle between the p = 0.5 psl but is not to be taken less than 2 p2 as given in
side plating and a vertical line, measured at the point Table B1
considered psl = as given in 103
β = angle in radians between the waterline and a longitudi- σf = as defined in 104.
nal line, measured at the point considered. With refer-
ence to Fig. 3, the flare angle α may normally be taken The net effective plastic section modulus for the stiffener fit-
in accordance with: ted, Zpa, as determined according to in Sec.3 C1005, is not to
be less than Zp, given below:
a1 + a2
tan α = ---------------- 160 s l 2 p
hd Zp = +
⎛ n ⎞
If there is significant difference between a1 and a2, more than ⎜1 + s ⎟ σ f
one plane between the design waterline and upper deck (fore- ⎝ 2⎠ (cm3)
castle deck if any) may have to be considered. ns ⎛⎜1− 1− ( As / Asa ) ⎞⎟ sinϕ w hw (hw + t p )(t w − t k )
2
⎝ ⎠
F. P.
0,1 L
8000
UPPER l = stiffener span (m) as given in A201
DECK LINE
hd ns = number of bending effective end supports of stiffener
2 = 2, 1 or 0 (see Guidance Note)
hd
As = as given above
2 Asa = net effective web area in cm2 of the stiffener fitted, as
D.W.L
determined in accordance with Sec.3 C1005.
ϕw = angle between stiffener web and shell plate
UPPER
DECK LINE hw, tp, tw, tk are as defined in Sec.3 C1005 for the stiffener fitted.
Guidance note:
Stiffener end supports may be considered bending effective ex-
cept where the stiffener is terminated at the support without being
D.W.L a2 attached to an aligned member or a supported end bracket.
a1
β ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
Fig. 4
The web angle ϕw of stringers and web frames
σd = permissible single amplitude fluctuating dynamic stress This stress shall be deducted from 110 c/K to obtain the allow-
able stress σd in the formula for Z.
110c 2
= ------------ (N/mm ) 302 Main frames in tanks are at their welded end support to
K
have a section modulus not less than:
c = 1.0 for uncoated cargo and ballast tanks
= 1.1 for fully coated tanks and fuel tanks 2
83 s l p d w k 3
z = distance from base-line to considered longitudinal (m) Z = ------------------------------ (cm )
K = stress concentration factor as given in Fig.6 σd
φ = rolling angle in radians. pd, σd and K are as given in 401.
For designs giving larger deflections between transverse bulk-
heads and the side verticals smooth two-sided brackets (arm- 303 'Tween deck frames in tanks shall have a section modu-
length = 1.2 – 1.5 times profile height) shall be arranged on the lus at their welded end supports not less than:
top of the longitudinals at the transverse bulkheads unless the 2
strength is verified by a special fatigue analysis. Such an anal- 83 s l p d w k 3
ysis shall be based on calculating the additional stress: Z = ------------------------------ (cm )
σd
σδ = fluctuating single amplitude dynamic stresses in the pd, σd and K are as given in 401.
longitudinal due to relative deflection between the sup-
ports calculated for the dynamic pressure pd.
Fig. 6
Stress concentration factors
SECTION 8
DECK STRUCTURES
A. General 5,7 ( M S + M W )
f 2d = ------------------------------------
-
A 100 Introduction ZD
101 The requirements in this section apply to ship's deck
structure. ZD = midship section modulus in cm3 at deck as built
102 The formulae given for plating, stiffeners and girders are MS = normally to be taken as the largest design still water
based on the structural design principles outlined in Sec.3 B. In bending moment in kNm. MS shall not be taken less
most cases, however, fixed values have been assumed for some than 0.5 MSO. When actual design moment is not
variable parameters such as: known, MS may be taken equal to MSO
M SO = design still water bending moment in kNm given in
— aspect ratio correction factor for plating Sec.5 B
— bending moment factor m for stiffeners and girders. MW = rule wave bending moment in kNm given in Sec.5
B. Hogging or sagging moment to be chosen in re-
Where relevant, actual values for these parameters may be lation to the applied still water moment.
chosen and inserted in the formulae.
1) For details see Sec.1 B.
Direct stress calculations based on said structural principles 2) For details see Sec.2 B and C.
and as outlined in Sec.12 will be considered as alternative basis
for the scantlings. Guidance note:
In special cases a more detailed evaluation of the actual still wa-
A 200 Definitions ter moment MS to be used may be allowed. The simultaneous oc-
currence of a certain local load on a structure and the largest
201 Symbols: possible MS-value in the same area of the hull girder may be used
as basis for estimating f2d.
L = rule length in m 1)
B = rule breadth in m 1) Example: Deck longitudinals. External load (p1 or p2 in Table
B1) gives maximum local stress in compression, and MS may be
D = rule depth in m 1) taken as maximum sagging moment. Internal load (p7 to p10 in
T = rule draught in m 1) Table B1) gives maximum load stress in tension, and MS may be
CB = rule block coefficient 1) taken as maxim hogging moment.
V = maximum service speed in knots on draught T ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
L1 = L but need not be taken greater than 300 m
t = rule thickness in mm of plating A 300 Documentation
Z = rule section modulus in cm3 of stiffeners and simple
girders 301 Plans and particulars to be submitted for approval or in-
ka = correction factor for aspect ratio of plate field formation are specified in Sec.1.
= (1.1 – 0.25 s/ l)2 A 400 Structural arrangement and details
= maximum 1.0 for s/ l = 0.4
= minimum 0.72 for s/ l = 1.0 401 Dry cargo ships with length L > 150 m are normally to
s = stiffener spacing in m, measured along the plating have deck longitudinals in the strength deck clear of hatchway
l = stiffener span in m, measured along the topflange of openings.
the member. For definition of span point, see Sec.3 402 In tankers the deck is normally to be longitudinally stiff-
C100. For curved stiffeners l may be taken as the ened in the cargo tank region.
cord length 403 When the strength deck is longitudinally stiffened:
S = girder span in m. For definition of span point, see
Sec.3 C100 — the longitudinals shall be continuous at transverse mem-
zn = vertical distance in m from the baseline or deckline bers within 0.5 L amidships in ships with length L > 150 m
to the neutral axis of the hull girder, whichever is — the longitudinals may be cut at transverse members within
relevant 0.5 L amidships in ships with length corresponding to 50
za = vertical distance in m from the baseline or deckline m < L < 150 m. In that case continuous brackets connect-
to the point in question below or above the neutral ing the ends of the longitudinals shall be fitted
axis, respectively — the longitudinals may be welded against the transverse
wk = section modulus corrosion factor in tanks, see Sec.3 members in ships with length L ≤ 50 m and in larger ships
C1004 outside 0.5 L amidships.
σ = nominal allowable bending stress in N/mm2 due to
lateral pressure 404 Transverse beams are preferably to be used in deck areas
p = design pressure in kN/m2 as given in B between hatches. The beams shall be efficiently supported by
f1 = material factor longitudinal girders. If longitudinals are used, the plate thick-
= 1.0 for NV-NS steel 2) ness shall be increased so that the necessary transverse buck-
ling strength is achieved, or transverse buckling stiffeners shall
= 1.08 for NV-27 steel 2) be fitted intercostally. The stiffening of the upper part of a
= 1.28 for NV-32 steel 2) plane transverse bulkhead (or stool tank) shall be such that the
= 1.39 for NV-36 steel 2) necessary transverse buckling strength is achieved.
= 1.47 for NV-40 steel 2)
f 2d = stress factor above the neutral axis of the hull girder, Transverse beams shall extend to the second deck longitudinal
depending on surplus in midship section modulus from the hatch side. Where this is impracticable, stiffeners or
and maximum value of the actual still water mo- brackets shall be placed intercostally in extension of beams.
ments: 405 If hatch coaming corners with double curvature or hatch
corners of streamlined shape are not adopted, the thickness of openings in them shall satisfy the requirements of this section
deck plates in strength deck at hatch corners shall be increased and Ch.3 Sec.6. Watertight ventilators and trunks shall be car-
by 25%, maximum 5 mm. ried at least up to the bulkhead deck in passenger ships and up
The longitudinal extension of the thicker plating shall not be to the freeboard deck in cargo ships.
less than 1.5 R and not more than 3 R on both sides of the hatch 502 Where a ventilation trunk passing through a structure
end. The transverse extension outside line of hatches shall be penetrates the bulkhead deck, the trunk shall be capable of
at least 2 R. withstanding the water pressure that may be present within the
For shape and radius of corners in large hatch openings, see trunk, after having taken into account the maximum heel angle
Sec.5. allowable during intermediate stages of flooding, in accord-
ance with SOLAS Ch. II-1/8.5.
R = corner radius.
503 Where all or part of the penetration of the bulkhead deck
406 The seam between the thicker plating at the hatch corner is on the main ro-ro deck, the trunk shall be capable of with-
and the thinner plating in the deck area between the hatches standing impact pressure due to internal water motions (slosh-
shall be located at least 100 mm inside the point at which the ing) of water trapped on the ro-ro deck.
curvature of the hatch corner terminates. 504 In ships constructed before 1 July 1997, the require-
If the difference between the deck plate thickness at the hatch ments of paragraph 2 shall apply not later than the date of the
corners and in the deck area between hatches is greater than 1/ first periodical survey after 1 July 1997.
3 of the thickest plate, a transition plate shall be laid between
the thick plating and the thin deck area plating. The quality of 505 After completion, a hose or flooding test shall be applied
the transition plate shall not be more than one grade below that to watertight decks and a hose test to watertight trunks, tunnels
of the plating at the hatch corner. and ventilators.
407 Weld connections shall satisfy the general requirements (SOLAS Ch. II-1/19)
given in Sec.11.
408 For end connections of stiffeners and girders, see Sec.3
C.
B. Design Loads
A 500 Construction and initial testing of watertight
decks, trunks etc. B 100 Local loads on deck structures
501 Watertight decks, trunks, tunnels, duct keels and venti- 101 All generally applicable local loads on deck structures
lators shall be of the same strength as watertight bulkheads at are given in Table B1, based upon the general loads given in
corresponding levels (see Table B1, p13) The means for mak- Sec.4. In connection with the various local structures reference
ing them watertight, and the arrangements adopted for closing is made to this table, indicating the relevant loads in each case.
p8 = ρ g0 hs + p0
p7 = 0.67 (ρ g0 hp + Δ pdyn)
Deck as tank top in general p8 = ρ g0 hs + p0
Ballast, bunker or
Deck as tank boundary in tanks with liquid cargo p 9 = ρ g 0 [ 0.67 ( h s + φ b ) – 0.12 H φ b t ]
breadth > 0.4 B
Deck as tank boundary towards ends of p 10 = ρ g 0 [ 0.67 ( h s + θ l ) – 0.12 H θ l t ]
tanks with length > 0.15 L
B
Deck as tank boundary in tanks p 11 = ρ ⎛ 3 – ---------⎞ b b
with breadth > 0.4 B 3) ⎝ 100⎠
Deck as tank boundary in tanks L -⎞ l
p 12 = ρ ⎛ 4 – --------
with length > 0.1 L 4) ⎝ 200⎠ b
Watertight decks submerged in p 13 = 10 hb
damaged condition 5) Sea pressure
1) On weather decks combination of the design pressures p1 and p2 may be required for deck cargo with design stowage height less than 2.3 m.
2) For ships with service restrictions p1 may be reduced with the percentages given in Sec.4 B202. CW should not be reduced
3) To be used for strength members located less than 0.25 bb away from tank sides in tanks with no restrictions on their filling height. For tanks with free
breadth (no longitudinal wash bulkheads) bb > 0.56 B the design pressure will be specially considered according to Sec.4 C305
4) To be used for strength members located less than 0.25 lb away from tank ends in tanks with no restrictions on their filling height. For tanks with free
length (no transverse wash bulkheads or transverse web frames in narrow tanks) lb > 0.13 L the design pressure will be specially considered according to
Sec.4 C305
5) The strength may be calculated with allowable stresses for plating, stiffeners and girders increased by 60 f1.
a = 1.0 for weather decks forward of 0.15 L from FP, or hs = vertical distance in m from the load point to top of
forward of deckhouse front, whichever is the fore- tank, excluding smaller hatchways
most position hp = vertical distance in m from the load point to the top
= 0.8 for weather decks elsewhere of air pipe
pdp, ks = as given in Sec.4 C201 hb = vertical distance in metres from the load point to the
h0 = vertical distance in m from the waterline at draught deepest equilibrium waterline in damaged condition
T to the deck obtained from applicable damage stability calcula-
av = vertical acceleration as given in Sec.4 B600 tions. The deepest equilibrium waterline in dam-
q = deck cargo load in t/m2 as specified.Weather decks aged condition should be indicated on the drawing
above cargo holds in dry cargo ships are normally to of the deck in question.
be designed for a minimum cargo load: The vertical distance shall not be less than up to the
qmin = 1.0 for ships with L = 100 m margin line (a line drawn at least 76 mm below the
= 1.3 for ships with L > 150 m when superstructure upper surface of the bulkhead at side)
deck Δ pdyn = as given in Sec.4 C300
= 1.75 for ships with L > 150 m when freeboard deck. p0 = 25 in general
For ships with length between 100 and 150 m the q- = 15 in ballast holds in dry cargo vessels
value may be varied linearly. = tank pressure valve opening pressure when exceed-
When it is specially stated that no deck cargo shall ing the general value
be carried, the qmin may be discarded H = height in m of tank
ρc = dry cargo density in t/m3, if not otherwise specified b = the largest athwartship distance in m from the load
to be taken as 0.7, see also Sec.4 C401 point to the tank corner at the top of tank/ hold most
ρ = density of ballast, bunker or liquid cargo in t/m3, distant from the load point
normally not to be less than 1.025 (i.e. ρ g0 ≈ 10) bt = breadth in m of top of tank/hold
HC = stowage height in m of dry cargo. Normally the bb = distance in m between tank sides or effective longi-
'tweendeck height or height to top of cargo hatch- tudinal wash bulkhead at the height at which the
way to be used strength member is located
l = the largest longitudinal distance in m from the load 202 The thickness of steel decks shall not be less than:
point to the tank corner at top of tank most distant
from the load point kL
lt = length in m of top of tank t = t 0 + ----------1 + t k (mm)
f1
lb = distance in m between transverse tank bulkheads or
effective transverse wash bulkheads at the height at
which the strength member is located. Transverse t0 = as given in 104
webframes covering part of the tank cross section k = 0.01 for 'tween deck above 0.7 D in vessels with two
(e.g. wing tank structures in tankers) may be regard- continuous decks above 0.7 D from the baseline and
ed as wash bulkheads first tier of superstructure or deckhouse in vessels with
φ = roll angle in radians as given in Sec.4 B400 single continuous deck when more than 50% of 0.4 L
θ = pitch angle in radians as given in Sec.4 B500. amidships is covered
= 0.01 for forecastle decks forward of 0.2 L from F.P.
= 0 for other decks.
402 The thickness of web and flange shall not be less than b = loading breadth in m
given in 303. zn – za
403 For end connections, see Sec.3 C200. σ = 190f 1 – 130f 2d ---------------- , maximum 160 f 1
zn
404 For beam-panel buckling, see Sec.13 C501.
for continuous longitudinal girders within 0.4 L amid-
Table C1 ships
= 160 f1 for transverse girders and longitudinal girders
Deck σ within 0.1 L from perpendiculars.
Strength deck, long superstructures 225 f1 – 130 f2d,
and effective deckhouses above Between specified regions the σ-value may be varied linearly.
strength deck maximum 160 f1 For longitudinal girders σ = 160 f1 may be used in any case in
zn – za combination with heeled condition pressures p9 and p11.
225f 1 – 130f 2d ----------------
Continuous decks below strength deck zn f2d = stress factor as given in A 200.
maximum 160 f1 202 The web area requirement (after deduction of cut-outs)
at the girder ends is given by:
0.07 S b p 2
D. Girders A = ------------------------- + 10 h t k (cm )
f1
D 100 General
p = as given in 201
101 The thickness of web plates, flanges, brackets and stiff- b = as given in 201
eners of girders shall not be less than: h = girder height in m.
k +t
t = 5.0 + -------- (mm) The web area at the middle of the span shall not be less than
k 0.5 A.
f1
203 For stiffness in connection with panel buckling, see
k = 0.01 L1 in general Sec.13 C502.
= 0.02 L1 for girder webs, flanges and brackets in cargo
oil tanks and ballast tanks in cargo area D 300 Complex girder systems
= 0.03 L1 (= 6.0 maximum) for girder webs, flanges and 301 In addition to fulfilling the general local requirements
brackets in peaks. given in 100, the main scantlings of deck girders being part of
The thickness of girder web plates is in addition not to be less complex girder systems in holds or tanks for heavy cargo or
than: liquids may have to be based on a direct stress analysis as out-
lined in Sec.12.
t = 12 s + tk (mm)
s = spacing of web stiffening in m.
102 The buckling strength of web plates subject to in- plane E. Special Requirements
compressive and shear stresses shall be checked according to
Sec.13. E 100 Transverse strength of deck between hatches
103 Longitudinal deck girders above tanks shall be fitted in 101 In ships with large hatch openings, it shall be examined
line with transverse bulkhead verticals. that the effective deck area between hatches is sufficient to
withstand the transverse load acting on the ship's sides. Bend-
The flange area shall be at least 1/7 of the sectional area of the ing and shear stresses may also arise as result of loading on the
web plate, and the flange thickness shall be at least 1/30 of the transverse bulkhead supported by the deck area, and also as re-
flange width. For flanges subject to compressive stresses the sult of displacements caused by torsion in the hull girder. Re-
thickness shall be taken as 0.1 bf, bf being the flange width inforcements to reduce the additional stresses will be
when asymmetric and half the flange width when symmetric. considered in each case. The effective area is defined as:
104 Deck transverses shall be fitted in the lowest deck in en-
gine room, in line with the side verticals. The depth of the deck — deck plating
transverses shall be at least 50% of the depth of the side verti- — transverse beams
cals, web thickness and face plate scantlings being as for side — deck transverses
verticals. — hatch end beams (after special consideration)
— cross section of stool tank at top of transverse bulkhead
105 The thickness of girder stiffeners and brackets shall not — cross section of transverse bulkhead (if plane or horizon-
be less than given in 102. tally corrugated) down to base of top wing tank, or to 0.15
106 The end connections and stiffening of girders shall be ar- D from deck.
ranged as given in Sec.3 C.
When calculating the effective area, corrosion additions shall
D 200 Simple girders be deducted.
201 The section modulus requirement for simple girders is The compressive stress shall not exceed 120 f1 N/mm2 nor
given by: 80% of the critical buckling stress of the deck, bulkhead and
stool tank plating.
2
100 S b p w k 3 The buckling strength of stiffeners and girders shall be
Z = --------------------------------- (cm ) examined.
σ
p = p1 – p6 E 200 Strength of deck outside large hatches
= 1.15 p7 201 The strength of deck and ship's side in way of long and
= p8 – p13, whichever is relevant, as given in Table B1. wide hatches as given in Sec.5 A106 is, as applicable, to be
examined by direct calculation of bending moments, torsional ADK = deck area in m2 supported by the pillar
moments, shear forces and deflections due to loads caused by pt = design pressure p in kN/m2 giving tensile stress in
the sea and the deck cargo as given in Pt.5 Ch.2 Sec.6 C. the pillar.
E 300 Pillars in tanks Doubling plates at ends are not allowed.
301 Solid pillars shall be used. E 400 Strengthening against liquid impact pressure in
302 Where the hydrostatic pressure may give tensile stresses larger tanks
in the pillars, their sectional area shall not be less than: 401 If the deck forms boundary of larger ballast or cargo
A = 0.07 ADK pt (cm2) tanks with free sloshing length ls > 0.13 L and or breadth bs >
0.56 B, the deck structure shall have scantlings according to
Sec.9 E400 for impact loads referred to in Sec.4 C305.
SECTION 9
BULKHEAD STRUCTURES
A. General 202 The load point where the design pressure shall be calcu-
lated is defined for various strength members as follows:
A 100 Introduction
— For plates: Midpoint of horizontally stiffened plate field.
101 The requirements in this section apply to bulkhead struc-
tures. Half of the stiffener spacing above the lower support of
vertically stiffened plate field, or at lower edge of plate
102 The formulae given for plating, stiffeners and girders are when the thickness is changed within the plate field.
based on the structural design principles outlined in Sec.3 B. In — For stiffeners: Midpoint of span.
most cases, however, fixed values have been assumed for some
variable parameters such as: When the pressure is not varied linearly over the span, the
design pressure shall be taken as the greater of:
— aspect ratio correction factor for plating pa + pb
— bending moment factor m for stiffeners and girders. p m and ----------------
-
2
Where relevant, actual values for these parameters may be
chosen and inserted in the formulae. Direct stress calculations pm, pa and pb are calculated pressures at the midpoint and at
based on said structural principles and as outlined in Sec.12 each end respectively.
will be considered as alternative basis for the scantlings. — For girders: Midpoint of load area.
A 200 Definitions 203 For corrugated bulkheads the following definition of
201 Symbols: spacing applies (see Fig.1):
L = rule length in m 1) S2
B = rule breadth in m 1)
D = rule depth in m 1) S3
T = rule draught in m 1)
CB = rule block coefficient 1)
L1 = L, but need not be taken greater than 300 m
t = rule thickness in mm of plating S1
Z = rule section modulus in cm3 of stiffeners and simple
girders
ka = correction factor for aspect ratio of plate field Fig. 1
Corrugated bulkhead
= (1.1 – 0.25 s/ l)2
= maximum 1.0 for s/ l = 0.4
= minimum 0.72 for s/ l = 1.0 s = s1 for section modulus calculations
s = stiffener spacing in m, measured along the plating. For = 1.05 s2 or 1.05 s3 for plate thickness calculations in
corrugations, see 203 general
l = stiffener span in m, measured along the topflange of = s2 or s3 for plate thickness calculation when 90 degrees
the member. For definition of span point, see Sec.3 corrugations.
C100. For curved stiffeners l may be taken as the cord
length A 300 Documentation
S = girder span in m. For definition of span point, see Sec.3
C100 301 Plans and particulars to be submitted for approval or in-
zn = vertical distance in m from the baseline or deckline to formation are specified in Sec.1.
the neutral axis of the hull girder, whichever is relevant A 400 Structural arrangement and details
za = vertical distance in m from the baseline or deckline to
the point in question below or above the neutral axis, 401 Number and location of transverse watertight bulkheads
respectively shall be in accordance with the requirements given in Sec.3.
f1 = material factor 402 The peak tanks shall have centre line wash bulkheads
= 1.0 for NV-NS steel 2) when the breadth of the tank is greater than 2/3 of the moulded
= 1.08 for NV-27 steel 2) breadth of the ship.
= 1.28 for NV-32 steel 2) 403 Within 0.5 L amidships, in the areas 0.15 D above the
= 1.39 for NV-36 steel 2) bottom and 0.15 D below the strength deck, the continuity of
= 1.47 for NV-40 steel 2) bulkhead longitudinals shall be as required for bottom and
f 2b = stress factor below neutral axis of hull girder as defined deck longitudinals respectively.
in Sec.6 A200
f 2d = stress factor above neutral axis of hull girder as defined 404 Weld connections shall satisfy the general requirements
in Sec.8 A200 given in Sec.11.
wk = section modulus corrosion factor in tanks, see Sec.3 405 For end connections of stiffeners and girders, see Sec.3
C1004 C.
= 1.0 in other compartments 406 Stern tubes shall be enclosed in a watertight space (or
σ = nominal allowable bending stress in N/mm2 due to lat- spaces) of moderate volume. In case the stern tube terminates
eral pressure at an afterpeak bulkhead also being a machinery space bulk-
p = design pressure in kN/m2 as given in B. head, a pressurized stern tube sealing system may be accepted
1) For details see Sec.1 B . as an alternative to the watertight enclosure.
2) For details see Sec.2 B and C . (SOLAS Ch. II-1/11.9)
B. Design Loads tures are given in Table B1, based upon the general loads given
in Sec.4. In connection with the various local structures refer-
B 100 Local loads on bulkhead structures ence is made to this table, indicating the relevant loads in each
101 All generally applicable local loads on bulkhead struc- case.
p4 = 0.67 (ρ g0 hp + Δ pdyn)
Tank bulkheads in general
p5 = ρ g0 hs + p0
In tanks with
Longitudinal bulk- breadth > 0.4 B p 6 = ρ g 0 [ 0, 67 ( h s + φ b ) – 0, 12 H φ bt ]
heads as well as
transverse bulkheads B b
at sides in wide tanks Note 1) p
7
= ρ 3 – --------
-
100 b
In tanks with Ballast, bunker or
Transverse bulkheads length > 0.15 L liquid cargo p 8 = ρ g 0 [ 0, 67 ( h s + θ l ) – 0, 12 H θ lt ]
and longitudinal
bulkheads at ends
in long tanks L
p = ρ 4 – --------- l
Note 2) 9 200 b
B
Longitudinal wash bulkheads p 7 = ρ 3 – --------- b b
100
hb = vertical distance in metres from the load point to the In dry cargo 'tweendecks, hc may be taken to the
deepest equilibrium waterline in damaged condition nearest deck above
obtained from applicable damage stability calcula- hp = vertical distance in m from the load point to the top
tions. The deepest equilibrium waterline in dam- of air pipe
aged condition should be indicated on the drawing Δ pdyn = as given in Sec.4 C300
of the bulkhead in question. H = height in m of tank
The vertical distance shall not be less than up to the p0 = 25 in general
margin line (a line drawn at least 76 mm below the = 15 in ballast holds in dry cargo vessels
upper surface of the bulkhead at side)
av = vertical acceleration in m/s2 as given in Sec.4 B600 = tank pressure valve opening pressure when exceed-
ρc = dry cargo density in t/m3 if not otherwise specified ing the general value
to be taken as 0.7 b = the largest athwartship distance in m from the load
ρ = density of ballast, bunker or liquid cargo in t/m3, nor- point to the tank corner at the top of tank/ hold most
mally not to be taken less than 1.025 (i.e. ρ g 0 ≈ 10) distant from the load point
K = sin2 α tan 2 (45 – 0.5 δ) + cos2 α bt = breadth in m of top of tank/hold
= cos α minimum l = the largest longitudinal distance in m from the load
α = angle between panel in question and the horizontal point to the tank corner at top of tank most distant
plane in degrees from the load point
δ = angle of repose of cargo in degrees, not to be taken lt = length in m of top of tank
greater than 20 degrees for light bulk cargo (coal, φ = roll angle in radians as given in Sec.4 B400
grain) and not greater than 35 degrees for heavy θ = pitch angle in radians as given in Sec.4 B500
bulk cargo (ore) bb = distance in m between tank sides or effective longi-
hs = vertical distance in m from the load point to the top tudinal wash bulkhead at the height at which the
of tank or hatchway excluding smaller hatchways strength member is located
hc = vertical distance in m from the load point to the lb = distance in m between transverse tank bulkheads or
highest point of the hold including hatchway in gen- effective transverse wash bulkheads at the height at
eral. For sloping and vertical sides and bulkheads, which the strength member is located. Transverse
hc may be measured to deck level only, unless the webframes covering part of the tank cross section
hatch coaming is in line with or close to the panel (e.g. wing tank structures in tankers) may be regard-
considered. ed as wash bulkheads.
C. Plating and Stiffeners 106 For plates in afterpeak bulkhead in way of sterntube, in-
creased thickness or doubling may be required.
C 100 Bulkhead plating 107 For wash bulkhead plating, requirement for thicknesses
101 The thickness requirement corresponding to lateral pres- may have to be based on the reaction forces imposed on the
sure is given by: bulkhead by boundary structures.
15.8k a s p C 200 Longitudinals
t = ---------------------------
- + tk (mm)
σ 201 The section modulus requirement for stiffeners and cor-
rugations is given by:
p = p1 – p9, whichever is relevant, as given in Table B1 2
σ = 160 f1 for longitudinally stiffened longitudinal bulk- 83 l s p w k 3 3
head plating at neutral axis irrespective of ship length Z = ---------------------------- (cm ), minimum 15 cm
σ
= 140 f1 for transversely stiffened longitudinal bulkhead
plating at neutral axis within 0.4 L amidships, may p = p1 – p9, whichever is relevant, as given in Table B1
however be taken as 160 f1 when p6 or p7 are used.
zn – za
Above and below the neutral axis the σ-values shall be σ = 225f 1 – 130f 2 ---------------- , maximum 160 f 1
reduced linearly to the values for the deck and bottom zn
plating, assuming the same stiffening direction and
material factor as for the plating considered within 0.4 L amidships
= 160 f1 for longitudinal bulkheads outside 0.05 L from = 160 f1 within 0.1 L from perpendiculars.
F.P. and 0.1 L from A.P. and for transverse bulkheads Between specified regions the σ-value may be varied linearly.
in general For longitudinals σ = 160 f1 may be used in any case in com-
= 220 f1 for watertight bulkheads except the collision bination with heeled condition pressures p6 to p7 and with
bulkhead, when p1 is applied. sloshing pressure p9.
Between specified regions the σ-value may be varied linearly. The allowable stress may be increased by 60 f1 for watertight
bulkheads, except the collision bulkhead, when p1 is applied.
In corrugated bulkheads formed by welded plate strips, the
thickness in flange and web plates may be differing. f2 = stress factor f2b as given in Sec.6 A200 below the neu-
The thickness requirement then is given by the following mod- tral axis
ified formula: = stress factor f2d as given in Sec.8 A200 above the neu-
tral axis.
2
t = 500 s p- – t 2 + t
------------------ (mm) 202 The web and flange thickness shall not be less than the
σ n k
larger of:
tn = thickness in mm of neighbouring plate (flange or web), k
not to be taken greater than t. t = 5.0 + ---------- + t k (mm)
f1
102 The thickness shall not be less than:
kL
t = 5.0 + ----------1 + t k (mm) = h
--- + t k
f1 g
SECTION 10
SUPERSTRUCTURE ENDS, DECKHOUSE SIDES AND ENDS, BULWARKS
not be greater than 6.0 mm. openings. Openings in bulwarks should not be situated near the
For intermediate heights, the thickness of the bulwark may be end of superstructures.
found by interpolation.
D 400 Aluminium deckhouses
302 A strong bulb section or similar shall be continuously
welded to the upper edge of the bulwark. Bulwark stays shall 401 The strength of aluminium deckhouses shall be related
be spaced not more than 2 m apart, and shall be in line with to that required for steel deckhouses, see below.
transverse beams or local transverse stiffening, alternatively The scantlings shall be based on the mechanical properties of
the toe of stay may be supported by a longitudinal member. the applied alloy. See Sec.2 C.
The stays shall have sufficient width at deck level. The deck
beam shall be continuously welded to the deck in way of the 402 The minimum thicknesses given in 102 and 201 shall be
stay. Bulwarks on forecastle decks shall have stays fitted at increased by 1 mm.
every frame where the flare is considerable. 403 For the section moduli requirements given in 100 and
Stays of increased strength shall be fitted at ends of bulwark 200, f1 need not be taken less than 0.6.
SECTION 11
WELDING AND WELD CONNECTIONS
A. General
A 100 Introduction
A : L A P J O IN T
101 In this section requirements related to welding and vari-
ous connection details are given.
d
A 200 Definitions
201 Symbols:
tk = see Sec.1 B101. lw
B: SLO T W ELD
B. Types of Welded Joints
tr
B 100 Butt joints
101 For panels with plates of equal thickness, the joints are
normally to be butt welded with edges prepared as indicated in
Fig.1. M IN . 0 .7 t
102 For butt welded joints of plates with thickness difference
exceeding 4 mm, the thicker plate is normally to be tapered.
The taper is generally not to exceed 1 : 3. After tapering, the t
end preparation may be as indicated in 101 for plates of equal
C : F IL L E D U P S L O T W E L D
thickness.
Fig. 2
103 All types of butt joints are normally to be welded from Lap joints and slot welds
both sides. Before welding is carried out from the second side,
unsound weld metal shall be removed at the root by a suitable
method. Type “A” (lap joint) may be used for connections dominated
104 Butt welding from one side against permanent backing by shear- or in plane stresses acting parallel to the weld. Such
will only be permitted after special consideration when the overlaps will normally not be accepted for connections with
stress level is low. high in plane stresses transverse to the weld. Stresses above
0.5* yield are taken as high in this context. Type “B” (slot
weld) may be used for connection of plating to internal webs,
t ≤ 6 mm where access for welding is not practicable.
M AX. 5 m m Type "C" (filled slot weld) for plates subject to larger in plane
transverse stresses where type "B" slot welding is not accepta-
M IN 3 0 o ble.
Type "B" and "C" joints shall not be used in case of pressure
t > 6 mm from abutting plate side or in tank boundaries.
M AX. 3 m m
For requirements to size of slot welds, see C600.
M AX. 5 m m
B 300 Tee or cross joints
301 The connection of girder and stiffener webs to plate pan-
el as well as plating abutting on another plate panel, is normal-
t > 6 mm ly to be made by fillet welds as indicated in Fig.3.
M AX. 5 m m M AX. 3 m m
σ
ABUTTING PLATE
THICKNESS t LEG
LENGTH
t
t > 6 mm THROAT THICKNESS t w
l
M AX. 3 m m
M AX. 5 m m
ROOT FACE r MAX. 0.1 t
Fig. 1
Manually welded butt joint edges θ
For fillet weld with opening angle θ (see Fig.3.) less than 75 When chain and staggered welds are used on continuous members
deg., the net requirement in C103, C202 and C302 shall be in- penetrating oil- and watertight boundaries, the weld termination
creased by a factor 2 cos ( θ ⁄ 2 ) . towards the tank boundary shall be closed by a scallop, see Fig.5.
Where the connection is highly stressed or otherwise considered
critical, the edge of the abutting plate may have to be bevelled
to give partial or full penetration welding, see also 304. For pen-
etration welds, root face r and throat thickness tw are defined as
shown in Fig.3. In case of partial penetration welding with an
abutting plate bevelled only at one side, the fillet weld at oppo-
site side should not be less than 80% of that required for a dou-
ble continuous fillet weld according to C103 and C202.
Where the connection is moderately stressed, intermittent
welds may be used. With reference to Fig.4, the various types
of intermittent welds are as follows:
— chain weld
— staggered weld
— scallop weld (closed).
Fig. 5
For size of welds, see C500. Weld termination towards tank boundary
lw
d
304 Full penetration welds are in any case tobe used in the
following connections:
C H A IN W E L D
— rudder horns and shaft brackets to shell structure
STAG G ERED W ELD
d lw — rudder side plating to rudder stock connection areas
— end brackets of hatch side coamings both to deck and
h
d lw 30o coaming side. For brackets of thickness above 20 mm, par-
tial penetration weld can be applied except for the last 150
150 m m M IN . 1 .7 5 h
mm of the bracket toe to deck
M AX. — edge reinforcements or pipe penetrations both to strength
R ≥ 25 m m
D E P T H O F N O T C H 0 .2 5 h B U T deck (including sheer strake) and bottom plating within
D O U B L E C O N T IN U O U S NO T G REATER THAN 75 m m 0.6 L amidships when the transverse dimension of opening
W E L D W IT H S C A L L O P S
T H E W E L D T O B E C A R R IE D exceeds 300 mm, see Fig.6. For machine cut holes, partial
RO UND THE LEG
penetration with root face r = t/3 may be accepted
— abutting plate panels (see Fig.3) forming boundaries to sea
below summer load waterline. For thickness t above 12 mm,
h1 partial penetration weld with root face r = t/3 may be accepted
— lower end of vertical corrugated bulkheads that are situat-
ed in the cargo area and arranged without lower stool.
M IN . h 1
FULL PENETRATION
b > 300 mm
M IN . h 2 BUTT WELD
D O U B L E C O N T IN O U S W E L D
h2
b
E x te n t o f d o u b le c o n tin u o u s w e ld s a t e n d
c o n n e c tio n s o f s tiffe n e rs w h e n o th e rw is e
c o n n e c te d th ro u g h in te rm itte n t w e ld in g
Fig. 4 Fig. 6
Intermittent welds Deck and bottom penetrations
102 When deep penetrating welding processes are applied, the 104 The throat thickness of fillet welds is in no case to be
required throat thicknesses may be reduced by 15% of that re- taken less than given in Table C2:
quired in C103 provided sufficient weld penetration is demon-
strated. Table C2 Minimum throat thickness
Guidance note: Plate thickness Minimum throat thickness
An electrode is considered to be of deep penetration type when (web thickness) t0 (mm) 3) (mm) 1)
the penetration is at least 4 mm when welding a fillet weld with t0 ≤ 4 2.0
a maximum gap of 0,25 mm. The electrode shall be type ap- 4 < t0 ≤ 6.5 2.5
proved as a deep penetration electrode.
6.5 < t0 ≤ 9.0 2.75
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e--- 9.0 < t0 ≤ 12.5 3.0
103 The throat thickness of double continuous fillet welds t0 > 12.5 0.21 t0, minimum 3.25 2)
shall not be less than: 1) Corrosion addition 0.5 tk to be added where relevant, see Sec.2
D. The values may be reduced by 10% for local buckling stiff-
C t0 f1 eners (sniped ends).
t w = ---------------------
- + 0.5t k (mm), minimum as given in C104 2) 0.18 t0, minimum 3.0 when automatic deep penetration welding
fw is applied.
C = weld factor given in Table C1 3) Net thickness of abutting plate as defined in 103 with the fol-
lowing reductions:
t0 = net thickness in mm of abutting plate, corrosion addi-
tion not included t0 = 0.5 ( 25 + t – tk ) for net plate thicknesses (t – tk) above
= t – tk, where: 25 mm
t = gross thickness of abutting plate in mm (see Fig.3) t0 = 25 + 0.25 (t – tk − 25) for longitudinals of flat-bar type
tk = corrosion addition in mm, see Sec.2 D with net plate thickness (t – tk) above 25 mm
f1 = material factor as defined in Sec.2 B203 of abutting C 200 Fillet welds and penetration welds subject to high
plate tensile stresses
fw = material factor for weld deposit
201 In structural parts where high tensile stresses act through
σ fw 0.75 an intermediate plate (see Fig.3) increased fillet welds or pen-
= ⎛ --------- ⎞
0.5
maximum ( 2 f 1 ) etration welds shall be used. Examples of such structures are:
⎝ 235 ⎠
σfw = yield strength in N/mm2 of weld deposit — transverse bulkhead connection to the double bottom
— vertical corrugated bulkhead connection to the top of stool
When welding consumables with deposits as assumed in 101 are tank
used, fw may be taken as follows dependent on parent material: — stool tanks to inner bottom and hopper tank
— structural elements in double bottoms below bulkhead and
fw = 1.36 for NV-NS stooltanks
= 1.42 for NV-27, NV-32 and NV-36 — transverse girders in centre tanks to longitudinal bulk-
= 1.46 for NV-40. heads.
Table C1 Weld factor C 202 In case full penetration welding is not used the throat
Item 60% of thickness of double continuous welds shall not be less than:
span At ends
tw = C1 to + 0.5 tk (mm)
Local buckling stiffeners 0.14 0.14
Stiffeners, frames, beams or longitudinals to 1.36 σ - – 0.25 ⎞ ---r-
----------- 0.2 + ⎛ --------
shell, deck, oil tight or water tight girders or 0.16 0.26 C1 = fw ⎝ 270 ⎠ t0
bulkhead plating, except in after peaks
Web plates of non-watertight girders except σ = calculated maximum tensile stress in abutting plate in
0.20 0.32
in after peaks N/mm2
Girder webs and floors in double bottom and r = root face in mm (see Fig.3)
double hull below summer load waterline. 0.26 0.43
Stiffeners and girders in after peaks to = net thickness in mm of abutting plate, corrosion addi-
tion not included, as given in 103
Swash bulkheads fw = as given in 103.
0.32
Perforated decks
Watertight centre line girder to bottom plating Typical design values for C1 are given in Table C3.
and inner bottom plating
Table C3 Values of C1
Boundary connection of ballast tanks and liq-
uid cargo tanks C1
0.52 Plate σ Fillet weld: Partial penetration weld
Hatch coamings at corners and transverse material r = to with root face:
hatch end brackets to deck. r = to/3
Strength deck plating to shell NS 160 0.54 0.31
NV-32 205 0.68 0.35
Scuppers and discharges to deck NV-36 222 0.74 0.37
Fillet welds subject to compressive stresses C 300 End connections of girders, pillars and cross ties
0.25
only
All other welds not specified above or in 200 301 The weld connection area of bracket to adjoining girders
to 400, e.g. boundary connection of watertight 0.43 or other structural parts shall be based on the calculated normal
compartments and fuel oil tanks and shear stresses. Double continuous welding shall be used.
1) Welding of longitudinals of flat-bar type may normally be according to Where large tensile stresses are expected, welding according to
104. 200 shall be applied.
The section modulus of the weld area at the end connection of fw = as given in 103.
simple girders shall satisfy the requirement for section modu-
lus given for the girder in question. Table C4 Values of c
302 Where high shear stresses in web plates, double contin- Type of Stiffener/bracket on top of stiffener
uous boundary fillet welds shall have throat thickness not less connection Single- Double-
(see figure) None sided sided
than:
t0 τ a 1.00 1.25 1.00
t w = --------
- + 0.5t k (mm) b 0.90 1.15 0.90
2τ w c 0.80 1.00 0.80
a = kP
2
------ + a k (cm ) LUG
fw
S T IF F E N E R O R
BRACKET
P = axial load in pillar of cross tie (kN)
ak = corrosion addition corresponding to tk c
fw = as given in 103
k = 0.05 when pillar in compression only
= 0.14 when pillar in tension.
Fig. 7
C 400 End connections of stiffeners End connections
401 Stiffeners may be connected to the web plate of girders
in the following ways:
403 Various standard types of connections are shown in
— welded directly to the web plate on one or both sides of the Fig.7.
frame Other types of connection will be considered in each case.
— connected by single- or double-sided lugs
— with stiffener or bracket welded on top of frame Guidance note:
— a combination of the above. In ballast and cargo tanks the connection types b or c should be
used for longitudinals on ship sides, unless double-sided brackets
In locations with great shear stresses in the web plate, a double- are arranged, see also Sec.7 E400.
sided connection or a stiffening of the unconnected web plate ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
edge is normally required. A double-sided connection may be
taken into account when calculating the effective web area. 404 Connection lugs shall have a thickness not less than 75%
402 The connection area at supports of stiffeners is normally of the web plate thickness.
not to be less than: 405 Lower ends of peak frames shall be connected to the
ao = c k (l – 0.5 s) s p (cm2) floors by a weld area not less than:
a = 0.105 l s p + ak (cm2)
c = factor as given in Table C4 l, s, p and ak = as given in 402.
k = r1 r2
r1 = 0.125 when pressure acting on stiffener side 406 For stiffeners which may be sniped at the ends according
= 0.1 when pressure acting on opposite side to the requirements given in Sec.3 C202, the required connec-
r2 = 1.0/f1 for stiffeners with mainly loading from one side tion area is satisfied by the plating.
(pressure ratio less than 0.3 or greater than 3.3) 407 Bracketed end connections as mentioned below, shall
= 1.0 for stiffeners with loading from two sides have a weld area not less than:
f1 = material factor of abutting plate as defined in Sec.2
B203 kZ 2
a = ------- + a k (cm )
l = distance between girder web plates in m h
s = spacing between stiffeners in m
p = design pressure in kN/m2. Z = net section modulus of stiffener in cm3, corrosion ad-
dition not included
Corrosion addition as specified in Sec.2 D200 is not included h = stiffener height in mm
in the formulae for ao, and shall be added where relevant. k = 24 for connections between supporting plates in double
bottoms and transverse bottom frames or reversed frames
Weld area shall not be less than: = 25 for connections between the lower end of main
frames and brackets (Minimum weld area = 10 cm2)
1.15a 0 f 1 2 = 15 for brackets fitted at lower end of 'tween deck
a = --------------------------
- + ak (cm )
fw frames, and for brackets on stiffeners
= 10 for brackets on 'tween deck frames carried through
ak = corrosion addition corresponding to tk the deck and overlapping the underlying bracket
ak = corrosion addition corresponding to tk. 502 In addition to the minimum requirements in 501, the fol-
lowing apply:
408 Brackets between transverse deck beams and frames or
bulkhead stiffeners shall have a weld area not less than: — for chain intermittent welds and scallop welds the throat
2
thickness shall not exceed 0.6 t0
a = 0.41 Z t b + a k (cm ) — for staggered intermittent welds the throat thickness shall
not exceed 0.75 t0.
tb = net thickness in mm of bracket Double continuous welds to be applied at ends, see Fig.4
Z = as defined in 407
ak = as defined in 407. C 600 Slot welds
409 The weld area of brackets to longitudinals shall not be 601 Slots shall have a minimum length of 75 mm and, nor-
less than the sectional area of the longitudinal. Brackets shall mally, a width of twice the plate thickness. The ends shall be
be connected to bulkhead by a double continuous weld. well rounded, see Fig.2. The distance d between slots shall not
exceed 3 l, maximum 250 mm.
C 500 Intermittent welds 602 Fillets welds in slots shall have a throat thickness as giv-
501 The throat thickness of intermittent fillet welds shall not en by the formula in 501 with:
be less than:
t0 = net thickness of adjoining web plate
C t0 f1 d d = distance between slots, see Fig.2
tw = --------------------- ----- + 0.5 t k (mm) l = length of slots.
fw lw
603 Slots through plating subject to large in-plane tensile
C, t0, f1 and fw are as given in 103. C-values given in Table C1 stresses across the slots may be required to be completely filled
for 60% of span may be applied. by weld. Narrow slots with inclined sides (minimum 15° to the
vertical) and a minimum opening of tr at bottom should then be
d = distance, in mm, between successive welds, see Fig.4 used. tr should be minimum 0.75 t but not less than 6 mm (see
l w = length, in mm, of weld fillet, not to be less than 75 mm, Fig.2). A continuous slot weld may, however, in such cases be
see Fig.4. more practical.
SECTION 12
DIRECT STRENGTH CALCULATIONS
A. General and that the model complies with the actual structure. The doc-
umentation of the structure may be given as references to
A 100 Introduction drawings with their drawing numbers, names and revision
101 In the preceding sections the scantlings of various pri- numbers. Deviations in the model compared with the actual
mary and secondary hull structures have been given explicitly, geometry according to these drawings shall be documented.
based on design principles outlined in Sec.3 B. In some cases 303 The modelled geometry, material parameters, plate
direct strength or stress calculations have been referred to in thickness, beam properties, boundary conditions and loads
the text. shall be documented preferably as an extract directly from the
This section describes loads, acceptance criteria and required generated model.
documentation of direct strength calculations. Loading condi- 304 Reaction forces and displacements shall be presented to
tions and specific scope of analysis are given in Pt.5 for the dif- the extent necessary to verify the load cases considered.
ferent class notations. Instructions related to model and model
extent for such analysis are described in detail in classification 305 The documentation of results shall contain all relevant
notes for the considered type of vessel. results such as:
105 For structures as decks, bulkheads, hatch covers, ramps y = transverse distance in m from centre line
etc., a direct calculation may generally be undertaken as a ϕ = as given in Sec.4 B.
frame and girder analysis as described in E, supplemented by
local structure analyses as described in F, if necessary. 309 The liquid pressure in tanks in the upright condition is
normally to be taken as given in Sec.4 C300 (5).
106 Corrosion additions, tk, shall be deducted from the ma-
terial thickness. 310 In heeled condition, the liquid pressure in tanks, p, shall
be taken as:
107 Areas representing girder flanges shall be adjusted for
effective width in accordance with Sec.3 C400. 2
p = g 0 ρ ( h s + 0.5 φ b – 0.1 ϕ Hbt ) (kN/m )
108 The element mesh fineness and element types used in fi-
nite element models shall be sufficient to allow the model to ρ = liquid density in t/m3
represent the deformation pattern of the actual structure with hs = height in m from load point to top of hold (including
respect to matters such as: hatch coaming) or tank with the vessel on even keel
— effective flange (shear lag) b = athwartships distance in m with the vessel on even keel
— bending deformation of beam structures from load point to the point which represents the top of
— three-dimensional response of curved regions. the tank when the ship is heeled to an angle of 0.5 ϕ
H = height of hold (including hatch coaming) or tank in m
Acceptable calculation methods, including mesh fineness in fi- with the vessel on even keel
nite element models are given in relevant classification notes. bt = breadth of top of tank or hold in meter with the vessel
The acceptance criteria given in 400 are closely related to the on even keel
procedures given in the classification notes. ϕ = as given in Sec.4 B.
B 200 Computer program 311 Pressures and forces from cargo and heavy units are gen-
erally to be taken as given in Sec.4, C400 and C500. The pres-
201 The calculations specified in the requirements shall be sure from dry bulk cargoes is, however, generally to be taken
carried out by computer programs supplied by, or recognised as:
by the Society. Programs applied where reliable results have
been demonstrated to the satisfaction of the Society are regard- p = ρ (g0 + 0.5 av) K hc (kN/m2)
ed as recognised programs.
K = sin2 α tan2 (45 – 0.5 δ ) + cos2 α
B 300 Loading conditions and load application
ρ = stowage rate of cargo in t/m3
301 The calculations shall be based on the most severe real- α = angle between panel in question and the horizontal
istic loading conditions with the ship: plane in degrees
av = as given in Sec.4 B, generally
— fully loaded = 0 in static loading conditions
— partly loaded δ = angle of repose of cargo in degrees
— ballasted hc = vertical distance in m from the load point to the hold
— during loading/discharging. boundary above, in general. When a partly filled hold
is considered, the hc shall be measured to the cargo sur-
302 General design loads are given in Sec.4 and design loads face, taking due consideration of the untrimmed coni-
for specific structures are given in Sec.6 and Ch.3 Sec.8. cal shape of the cargo volume within the hold
303 Local dynamic loads shall be taken at a probability of = as given in Sec.9 B100 for cargo bulkhead structures.
exceedance of 10-4, when used together with acceptance crite-
ria as given in 400. For watertight bulkheads between cargo holds, the pressure
load, p, shall be taken as given in Sec.9 B100.
304 For sea-going conditions realistic combinations of
external and internal dynamic loads shall be considered. 312 The mass of deck structures is generally to be included
when greater than 5% of the applied loads. Vertical accelera-
305 For harbour conditions, only static loads need to be con- tion shall be included when relevant.
sidered. Harbour conditions with asymmetric loading are rele-
vant to the extent that they do not result in unrealistic heeling. B 400 Acceptance criteria
306 External sea pressures in the upright seagoing condition 401 The expressions related to nominal stress components
shall be taken in accordance with Sec.4 C200 with h0 defined are defined as follows:
as follows.
Hull girder stresses consist of nominal normal and shear
h0 = vertical distance in m from the waterline considered to stresses. Hull girder normal stresses are those stresses resulting
the load-point. from hull-girder bending and may generally be determined by
a simple beam method, disregarding shear lag and effects of
307 In harbour conditions, the external sea pressure, p shall small deck openings etc. Hull girder shear stresses are those
be taken as: shear stresses caused by the unbalanced forces in the vertical,
p = 10 h0 (kN/m2) horizontal and longitudinal directions along the vessel, that are
transferred to the hull girder with the vessel in an equilibrium
308 The external sea pressures, p, in heeled conditions are condition. The hull girder may be defined as effective longitu-
normally to be taken as: dinal material such as bottom, inner bottom, decks, side and
longitudinal bulkheads.
p = 10 (Ta– z) + 6.7 y tan (ϕ/2) (kN/m2)
Transverse or longitudinal bottom, side, bulkhead or deck
on submerged side girder nominal stresses consist of normal and shear stresses.
p = 10 (Ta– z) – 10 y tan (ϕ/2) (kN/m2) These stresses shall be determined by performing a 3-dimen-
on emerged side sional finite element analysis or a beam analysis. Transverse or
= 0 minimum. longitudinal bottom, side, bulkhead or deck girder normal
stresses are those stresses resulting from bending of large stiff-
Ta = actual considered draught in m ened panels between longitudinal and transverse bulkheads
z = vertical distance in m from base line due to local loads in a cargo hold or tank. The nominal normal
stresses of girders shall include the effect of shear lag and ef-
fectivity of curved and unsymmetrical flanges. Transverse or 85 b f 2
longitudinal bottom, side, bulkhead or deck girder shear σ = --------------1- (N/mm )
stresses are those stresses caused by an unbalanced force with- B
in a tank or a hold and carried in girders as mentioned, to the b = breadth of double bottom in m between supporting side
girder supports. The nominal shear stress of girders is general- and or bulkheads.
ly defined as the mean shear stress of the effective shear carry-
ing areas of the girder web. Higher local normal stresses than given above may be accepted
Stiffener nominal stresses are those stresses resulting from lo- provided the combined stress including hull girder stress and
cal bending of longitudinals between supporting members, i.e. longitudinal bottom girder stress, as given in Table B1 and
floors and girders web frames etc. The stresses include those 402, are complied with.
due to local load on the stiffener and those due to relative de- 408 The allowable stresses given in Table B1 assume that
flections of the supporting ends. The stiffener stress may be re- appropriate considerations and conditions are taken with re-
garded as a nominal bending stress without consideration of spect to the model definition and result analysis. In particular
effective width of flanges and warping of unsymmetrical stiff- the following should be noted:
eners.
1) Calculated stresses based on constant stress elements may
402 The final thickness of the considered structure shall not have to be considered with respect to the stress variation
be less than the minimum thickness given in Sec.6 and Ch.3 within each element length.
Sec.8, regardless of the acceptance criteria presented in the fol-
lowing. 2) The allowable nominal stresses, given in Table B1, do not
refer to local stress concentrations in the structure or to lo-
403 The equivalent stress σe, taken as the local bending cal modelling deficiencies in finite element models. The
stresses combined with in plane stresses, in the middle of a lo- allowable stresses do neither refer to areas where the mod-
cal plate field shall not exceed 245 f1 N/mm2. The local bend- el is not able to describe the structure's response properly
ing in the middle of the plate field shall not exceed 160 f1 N/ due to geometrical simplifications or insufficiencies of the
mm2. σe is defined in 409. element representation.
404 The allowable nominal stresses may be taken as given in 3) The allowable shear stresses given in Table B1 may be
Table B1. Buckling strength with usage factors as given in used directly to assess shear stresses in girder webs clear
Sec.13 is generally to be complied with. of openings not represented in the model. In way of areas
with openings, the nominal shear stress is normally to be
405 The allowable nominal girder stresses in a flooded con- derived as given in Sec.3 C500, based on the integrated
dition may be taken as 220 f1 for normal stresses and 120 f1 for shear force over the girder web height.
shear stresses.
4) Equivalent stresses for girder webs of longitudinal struc-
406 The longitudinal combined stress taken as the sum of tures shall not be considered in relation to the allowable
hull girder and longitudinal bottom, side or deck girder bend- limits given in Table B1, unless global forces and mo-
ing stresses, is normally not to exceed 190 f1 N/mm2. The hull ments are applied.
girder stresses may in general be calculated as given in Sec.5 5) Peak stresses obtained by fine mesh finite element calcu-
C300, applying relevant combinations of hogging and sagging lations may exceed the values stated above in local areas
stresses, and with wave bending moments taken as given in close to stress concentration points. The allowable peak
Sec.5 B204. stress is subject to special consideration in each case.
407 During preliminary strength calculations of longitudinal
stiffeners in double bottom the values of longitudinal bottom 409 The equivalent stress is defined as follows:
girder stresses may normally be taken as follows:
2 2 2
Normal stress, light bulk cargoes: σe = σx + σy – σx σy + 3 τ
σ = 20 f1 (N/mm2)
σx = nominal normal stress in x-direction
Normal stress, ballast condition: σy = nominal normal stress in y-direction
σ = 50 f1 (N/mm2) τ = shear stress in the x-y-plane.
Normal stress, liquid cargo condition:
stresses
Longitudinal Seagoing X1) X 190 f1 90 f1 100 f1
girders Harbour X1) X 190 f1 100 f1 110 f1
Transverse and Seagoing X 160 f1 90 f1 100 f1 180 f1
vertical girders Harbour X 180 f1 100 f1 110 f1 200 f1
Seagoing (X) (X) 200 f12)
Girder brackets
Harbour (X) (X) 220 f12)
Seagoing and X 160 f1
harbour
Longitudinal Seagoing and X X 180 f1 90 f1
stiffeners harbour
Seagoing and X1) X X 245 f1
harbour
Transverse and Seagoing and (X) (X) X 180 f1
vertical stiffeners harbour
Seagoing and
Stiffener brackets (X) (X) X 225 f1
harbour
X Stress component to be included
(X) Stress component to be included when relevant
1) Includes the hull girder stresses at a probability of exceedance of 10-4, see 406.
2) Shows allowable stress in the middle of the the bracket's free edge. For brackets of unproven design, additional stress analysis in way of stress concetration
areas may be required. Reference is made to acceptance criteria for local structure analysis, F300.
— stresses in girders and stringers on transverse bulkheads ry assumptions, deformations or forces. Prescribed boundary
— relative deflections of deep supporting members as floors, deformations may be taken from a cargo hold or tank analysis
frames and girders. as described in subsection D.
Guidance note: E 200 Loading conditions and load application
Shear stresses of plate flanges of the mentioned girders forming 201 Selection of design loading conditions and application
ships' sides or longitudinal bulkheads should not be taken from
the model unless special boundary conditions are applied to rep- of local loads are given in B300.
resent the global shear forces correctly.
E 300 Acceptance criteria
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
301 For the main girder system, nominal and local stresses
Hull girder normal stresses and hull girder shear stresses shall derived from a frame and girder analysis shall be checked
not be considered directly from the analysis unless special according to the acceptance criteria given in B400.
boundary conditions and loads are applied to represent the hull 302 In way of local stress concentrations, and at local struc-
girder shear forces and hull girder bending moments correctly. tural details where the finite element model does not represent
102 A cargo hold or tank analysis, carried out for the midship the local response sufficiently, the structure may for proven
region, will normally be considered applicable also outside of design details be accepted based on the nominal stress re-
the midship region. However, special direct calculations of sponse of the adjacent structures.
girder structures outside of the midship region may be required
if the structure or loads are substantially different from that of
the midship region.
F. Local Structure Analysis
D 200 Loading conditions and load application
F 100 General
201 Selection of design loading conditions and application
of local loads are given in B300. 101 A local structure analysis may be used to analyse nomi-
nal stresses in laterally loaded local stiffeners and their con-
D 300 Acceptance criteria nected brackets, subject to relative deformation between
supports. The model and the analysis shall be designed and
301 For the main girder system, nominal and local stresses performed in a suitable way for obtaining results as listed be-
derived from a cargo hold or tank analyses shall be checked low:
according to the acceptance criteria given in B400.
— nominal stresses in stiffeners
— stresses in brackets' free edge.
E. Frame and Girder Analysis Acceptable methods are described in detail in classification
notes related to the considered type of vessel.
E 100 General
102 The analysis may be included as a part of a larger 3-di-
101 A frame and girder analysis may be used to analyse mensional analysis, or run separately with prescribed bounda-
stresses and deformations in the framing and girder systems ry assumptions, deformations or forces. Prescribed boundary
within or outside of the midship region. The model and the deformations may be taken from a cargo hold or tank analysis
analysis shall be designed and performed in a suitable way for as described in D.
obtaining results as listed below. Acceptable methods are de-
scribed in detail in classification notes related to the considered F 200 Loading conditions and load application
type of vessel.
201 Selection of design loading conditions and application
— stresses in longitudinal bottom, side and deck girders of local loads are given in B300.
(when relevant) 202 The most severe loading condition among those relevant
— stresses in transverse bottom, side and deck girders (when for the cargo hold or tank analysis or the frame and girder anal-
relevant) ysis, shall be applied for the structure in question.
— stresses in girders and stringers on transverse bulkheads
(when relevant) 203 If the local structure analysis is run separately, pre-
— stresses in brackets in connection with longitudinal, trans- scribed boundary deformations or forces, taken from the cargo
verse or vertical girders located on bottom, side, deck or hold or tank analysis or the frame and girder analysis shall be
bulkhead structures. applied. Local loads acting on the structure shall be applied to
the model.
However, shear stresses in plate flanges of the mentioned gird-
ers, forming ships' sides, inner sides or longitudinal bulkheads F 300 Acceptance criteria
shall not be taken from the model unless special boundary con- 301 Allowable nominal stresses are in general given in
ditions are applied to represent the global shear forces correct- B400, Table B1.
ly. 302 The equivalent nominal allowable stress for brackets
102 The analysis may be included as a part of a larger 3- di- connected to longitudinal stiffeners may be taken as σe = 245
mensional analysis, or run separately with prescribed bounda- f1, when longitudinal stresses are included.
SECTION 13
BUCKLING CONTROL
The above correction factors are not valid for negative ψ-values.
The critical buckling stress is found from 102.
202 For plate panels stiffened in direction of the compressive l a
stress and with circular cut-outs, the ideal buckling stress σ el
shall be found by multiplying the factor kl with a reduction fac-
tor r given as: r = b2
d
r = 1 – ( 0.5 + 0.25 ψ ) ---
s b
ψ = factor given in 201, Fig.1
d = diameter of cut-out, in m. Fig. 3
Stiffening perpendicular to compressive stress
With edge reinforcement of thickness t at least equal to plate
thickness to, factor r may be multiplied by:
205 The critical buckling stress calculated in 201 shall be re-
h h lated to the actual compressive stresses as follows:
0.8 + 0.1 ---- , --- ≤ 8
t0 t σ
σ c ≥ -----a
h = height of reinforcement, in mm. η
203 For plate panels stiffened in direction of the compressive σa = σa calculated compressive stress in plate panels. With
stress and with stadium formed cut-outs (see Fig.2) the ideal linearly varying stress across the plate panel, shall be
buckling stress σ el shall be found by substituting the expres- taken as the largest stress.
sion for factor kl in 201 with the following:
In plate panels subject to longitudinal stresses, σa is
0.58 s–b 2 b 2 given by:
k = ------------------------- + ⎛ ----------- ⎞ 1 + 2.7 ⎛ --- ⎞
0.35 ψ + 1 ⎝ 2a ⎠ ⎝a⎠
(see Fig.2) M +M
S W 5 2
σ al = -----------------------
- ( z n – z a )10 (N/mm )
ψ = as given in 201. IN
= minimum 30 f1 N/mm2 at side
η = 1.0 for deck, single bottom and longitudinally stiffened
side plating
= 0.9 for bottom, inner bottom and transversely stiffened
r= b
2 side plating
s = 1.0 for local plate panels where an extreme load level
b is applied (e.g. impact pressures)
= 0.8 for local plate panels where a normal load level is
applied
a
MS = stillwater bending moment as given in Sec.5
MW = wave bending moment as given in Sec.5
l IN = moment of inertia in cm4 of the hull girder.
206 For ships with high speed and large flare in the forebody,
the requirement for critical buckling stress σc of the strength
deck as given in 205 shall be based on the following σ-value
forward of 0.3 L from F.P.:
x -⎞
σ al = σ l1 + σ l2 ⎛⎝ 1 – ----------- (N/mm )
2
0.3L ⎠
MA = MS + MW Fig. 4
Buckling stress reduction factor
MS and MW as given in 205.
Appendix A shall not be applied for plate panels subject to the
combined effect of compression and shear.
B 300 Plate panel in shear
301 The ideal elastic buckling stress may be taken as:
t–t 2
τ el = 0.9 k t E ⎛⎝ -------------k- ⎞⎠
2
(N/mm )
1000s
s 2 l
kt = 5.34 + 4 ⎛ - ⎞
⎝ l ⎠
The critical shear buckling stress is found from 103.
302 For plate panels with cut-outs the ideal buckling stress
σ el shall be found by multiplying the factor kt with a reduction
factor r given as:
a) For circular cut-outs with diameter d: s
d
r = 1 – ---
s
With edge reinforcement of thickness t at least equal to the
plate thickness t0, factor r may be multiplied by:
h h---
0.94 + 0.023 ---- , ≤8
t0 t
h = height of reinforcement. s
Alternatively, with buckling stiffeners on both sides of
opening, factor r may be multiplied by 1.3
b) For rectangular openings the reduction factor may be
found from Fig.4. With edge reinforcement of thickness t
at least twice the plate thickness and height at least equal
to 8 t, the factor may be multiplied by 2.1. l
Alternatively, with buckling stiffeners along the longer
edges the factor may be multiplied by 1.4, with stiffeners Fig. 5
along the shorter edges by 1.5, see Fig.5. Buckling stiffeners
303 The critical shear stress calculated in 301 and 302 shall B 500 Plate panel in bi-axial compression and shear
be related to the actual shear stresses as follows:
501 For plate panels subject to bi-axial compression and in
τ addition to in-plane shear stresses the interaction is given by:
τ c ≥ ----a
η σ ax σ σ σ n
- – K ---------------------------------- + ⎛ ------------------ ⎞ ≤ 1
ax ay ay
-----------------
η x σ cx q η x η y σ cx σ cy q ⎝ η y σ cy q ⎠
τa = calculated shear stress. In plate panels in ship's side
and longitudinal bulkheads the shear stresses are given σax, σay, σcx, σcy. ηx, ηy,K and n are as given in 401.
in Sec.5 D.
τ 2
For local panels in girder webs with cut-outs, τa shall q = 1 – ⎛ ---- ⎞
a
be taken as the stress in web plate without cut-out ⎝ τc ⎠
η = 0.90 for ship's side and longitudinal bulkhead subject
to hull girder shear forces τa and τc are as given in 303.
= 0.85 for local panels in girder webs when nominal Only stress components acting simultaneously shall be insert-
shear stresses are calculated (τa = Q/A) ed in the formula, see also 401.
= 0.90 for local panels in girder webs when shear stresses
are determined by finite element calculations or simi-
lar.
C. Stiffeners and Pillars
An increase of the critical buckling strength may be necessary
in plate panels subject to combined in-plane stresses, see 400 C 100 General
and 500.
101 Methods for calculating the critical buckling stress for
B 400 Plate panel in bi-axial compression the various buckling modes of axially compressed stiffeners
and pillars are given below. Formulae for the ideal elastic
401 For plate panels subject to bi-axial compression the in- buckling stress σ el are given. From this stress the critical buck-
teraction between the longitudinal and transverse buckling ling stress σc may be determined as follows:
strength ratios is given by:
σf
σ ax σ ax σ ay σ ay n σ c = σ el when σ el < -----
- – K ------------------------------- + ⎛ --------------- ⎞ ≤ 1
-------------- 2
η x σ cx η x η y σ cx σ cy ⎝ η y σ cy ⎠
σf ⎞ σ
= σ f ⎛ 1 – ----------
f
- when σ el > -----
⎝ 4σ ⎠ 2
σ ax = compressive stress in longitudinal direction (per- el
pendicular to stiffener spacing s)
σ ay = compressive stress in transverse direction (perpen- C 200 Lateral buckling mode
dicular to the longer side l of the plate panel) 201 For longitudinals subject to longitudinal hull girder
σ cx = critical buckling stress in longitudinal direction as compressive stresses, supporting bulkhead stiffeners, pillars,
calculated in 200 cross ties, panting beams etc., the ideal elastic lateral buckling
σ cy = critical buckling stress in transverse direction as cal- stress may be taken as:
culated in 200
ηx, ηy = 1.0 for plate panels where the longitudinal stress A I 2
σ al (as given in 205) is incorporated in σax or σay σ el = 0.001 E --------
2
(N/mm )
= 0.85 in other cases Al
K = cβa IA = moment of inertia in cm4 about the axis perpendicular
c and a are factors given in Table B1. to the expected direction of buckling
A = cross-sectional area in cm2.
s σf
β = 1000 ----------- ----- When calculating IA and A, a plate flange equal to 0.8 times
t – tk E the spacing is included for stiffeners. For longitudinals sup-
porting plate panels where elastic buckling is allowed, the
n = factor given in Table B1. plate flange shall not be taken greater than the effective width,
see B207 and Appendix A.
Table B1 Values for c, a, n
c a n
Where relevant tk shall be subtracted from flanges and web
plates when calculating IA and A.
1.0 < l/s < 1.5 0.78 minus 0.12 1.0
1.5 ≤ l/s < 8 0.80 0.04 1.2 The critical buckling stress is found from 101.
The formula given for σ el is based on hinged ends and axial
For plate panels in structures subject to longitudinal stresses, force only.
such stresses shall be directly combined with local stresses to
the extent they are acting simultaneously and for relevant load If, in special cases, it is verified that one end can be regarded
conditions. Otherwise combinations based on statistics may be as fixed, the value of σ el may be multiplied by 2. If it is veri-
applied. fied that both ends can be regarded as fixed, the value of σ el
may be multiplied by 4.
In cases where the compressive stress σax or σay is based on an
extreme loading condition (dynamic loads at probability level In case of eccentric force, additional end moments or addition-
10-8 or less) the corresponding critical buckling stress σcx or- al lateral pressure, the strength member shall be reinforced to
σcy may be substituted by σux or σuy according to Appendix A. withstand bending stresses.
This is only relevant in the elastic range 202 For longitudinals and other stiffeners the critical buck-
(σc based on σ el < 0.65 σf). ling stress calculated in 201 shall be related to the actual com-
pressive stress as follows:
σ
σ c ≥ -----a SHIP'S SIDE
η
σa = calculated compressive stress.
For longitudinals σa = σ al as given in B205. For ships GIRDER
with high speed and large flare, see also B206
η = 0.85.
B GIRDER
203 For pillars, cross ties and panting beams the critical
buckling stress as calculated in 201 shall not be less than:
A1
GIRDER
10P 2
σ c = --------- (N/mm )
Aη A2
k
η = -------------------- , minimum 0.3 b1
⎛ 1 + -l ⎞ SHIP'S SIDE
⎝ i ⎠
Fig. 6
P = axial load in kN as given for various strength members Deck with transverse beams
in 204 and 205. Alternatively, P may be obtained from
direct stress analysis, see Sec.12
l = length of member in m l5 l4
I
i = radius of gyration in cm = ----A- l5 /2 l4 /2
A SHIPS'S SIDE
TRANSVERSE
TRANSV.
k = 0.5 for pillars below exposed weather decks forward of
0.1 L from F.P.
= 0.6 for pillars below weather decks when sea loads are
applied
= 0.7 in all other cases.
204 The nominal axial force in pillars is normally to be taken
as: A3
P=nF
A4
n = number of decks above pillar. In case of a large number
of decks (n > 3) a reduction in P will be considered
based upon a special evaluation of load redistribution A5
F = the force contribution in kN from each deck above and
SHIP'S SIDE
supported by the pillar in question given by:
Fig. 7
Deck with longitudinals
F = p AD (kN)
p = design pressure on deck as given in Table B1 in Sec.8 C 300 Torsional buckling mode
B
AD = deck area in m2 supported by the pillar, normally taken 301 For longitudinals and other stiffeners in the direction of
as half the sum of span of girders supported, multiplied compressive stresses, the ideal elastic buckling stress for the
by their loading breadth. torsional mode may be taken as:
For centre line pillars supporting hatch end beams (see 2
Figs. 6 and 7): π E IW ⎛ 2 K ⎞ I 2
- m + ------- + 0.385 E ----T-
σ el = ------------------- (N/mm )
b1 4 2 ⎝ 2 ⎠ IP
10 I p l m
A D = 4 ( A 1 + A 2 ) ----- when transverse beams
B
4
b1 Cl 6
= 4 ( A 3 + A 4 + A 5 ) ----- when longitudinals K = ------------------ 10
4
B π E IW
b1 = distance from hatch side to ship's side.
m = number of half waves, given by the following table:
205 The nominal axial force in cross ties and panting beams
is normally to be taken as: 0<K≤4 4 < K ≤ 36 36 < K ≤ 144 K > 144
m 1 2 3 4
P = e b p (kN)
IT = St Venant's moment of inertia in cm4 of profile (with-
e = mean value of spans in m on both sides of the cross tie out plate flange)
b = load breadth in m 3
p = the larger of the pressures in kN/m2 on either side of hw tw –4
the cross tie (e.g. for a side tank cross tie, the pressure = -------------- 10 for flat bars (slabs)
3
head on the ship's side may be different from that on
the longitudinal bulkhead).
1 tf
= --- h w t w + b f t f ⎛ 1 – 0.63 ---- ⎞ 10
3 3 –4
and large flare, see also B206
3 ⎝ bf ⎠ η = 0.9 in general
for flanged profiles = 0.85 when the adjacent plating is allowed to buckle in
IP = polar moment of inertia in cm4 of profile about connec- the elastic mode, according to B207.
tion of stiffener to plate
3
C 400 Web and flange buckling
hw tw –4 401 The σel -value required for the web buckling mode for
= -------------- 10 for flat bars flanged profiles may be taken as:
3
3
⎛ hw tw 2 ⎞ –4 tw – tk 2
σ el = 3.8 E ⎛⎝ --------------
-⎞
= ⎜ -------------- + h w b f t f⎟ 10 for flanged profiles 2
(N/mm )
⎝ 3 ⎠ hw ⎠
IW = sectorial moment of inertia in cm6 of profile about con-
nection of stiffener to plate The critical buckling stress σc found from 101 shall not be less
3 3 than as given in 302.
hw tw –6
= ----------------- 10 for flat bars 402 For flanges on angles and T-sections of longitudinals an
36 other highly compressed stiffeners the thickness shall not be
3 2
tf bf hw –6 less than:
= --------------------- 10 for T-profiles tf = 0.1 bf + tk (mm)
12
3 2
bf hw 2 2 –6 bf = flange width in mm for angles, half the flange width for
- [ t ( b f + 2b f h w + 4h w ) + 3t w b f h w ]10
------------------------------ T-sections.
= 2 f
12 ( b f + h w )
C 500 Transverse beams and girders
for angles and bulb profiles 501 For beams and stiffeners supporting plating subject to
hw = web height in mm compressive stresses perpendicular to the stiffener direction
tw = web thickness in mm the moment of inertia of the stiffener section (including effec-
bf = flange width in mm tive plate flange) shall not be less than:
tf = flange thickness in mm. For bulb profiles the mean
thickness of the bulb may be used 4
tp = thickness of supporting plate in mm 0.09 σ a σ el l s 4
I = -------------------------------------- (cm )
l = span of profile in m t
s = spacing of profiles in m.
Where relevant tk shall be substracted from all thicknesses (tw, l = span in m of beams or stiffeners
tf and tp). s = spacing in m of beams or stiffeners
t = plate thickness in mm
C = spring stiffness exerted by supporting plate panel σel = 1.18 σa when less than σf/2
3 2
kEt p –3 σ f
= ------------------------------------------------------ 10 = ------------------------------------
- otherwise
⎛ 1.33 k h w t p ⎞
3 4 ( σ f – 1.18 σ a )
3s ⎜ 1 + ---------------------------- ⎟
⎝ 1000 s t w ⎠
3 σa = actual compressive stress.
502 For transverse girders supporting longitudinals or stiff-
k = 1 – ηpa, not to be taken less than zero eners subject to axial compression stresses the moment of in-
σ ertia of the girder section (including effective plate flange)
ηp = -------a- shall not be less than:
σ ep
a = 2 in general 4
S 4
= 1 for flat bar profiles I = 0.3 ------ I S (cm )
3
σa = calculated compressive stress. For longitudinals, see l s
B205 and 206
σ ep = elastic buckling stress of supporting plate as calculated S = span in m of girder
in B201. l = distance in m between girders
s = spacing in m of stiffeners
For flanged profiles k need not be taken less than 0.2. IS = moment of inertia in cm4 of longitudinal or stiffener
302 The critical buckling stress as found from 301 and 101 necessary to satisfy the lateral buckling mode require-
shall not be less than: ment given in 201—202
2
σ σ el A l
σ c ≥ -----a = --------------------
η 0.001 E
σa = calculated compressive stress. For longitudinals σel = as given in 501
σa = σel as given in B205. For ships with high speed A = as given in 201.
SECTION 14
STRUCTURES FOR HIGH TEMPERATURE CARGO
A 300 Documentation
301 In addition to the required documentation given in Pt.5 C. Ship Arrangement
Ch.3 Sec.1 C or Pt.5 Ch.4 Sec.1 C, whichever is relevant, the
following documentation shall be submitted: C 100 Location and separation of spaces
— heat balance calculations of the part-cargo or full-cargo 101 The cargo pump rooms shall be separated from the cargo
conditions, including all the necessary input data area by cofferdam or insulation, preferably an open, ventilated
cofferdam.
— heat capacity calculations
— temperature distribution in the hull girder system for the C 200 Equipment within the cargo area
part-cargo and full-cargo conditions
201 Equipment fitted on cargo tank deck or inside the cargo
— stress analysis carried out based on the above temperature tanks shall be fastened to the main structure with due consid-
distributions in the hull system. The extent of this calcula- eration to the thermal expansion and stresses that will occur.
tion is dependent on cargo containment system and cargo
temperature. Combination of calculated conditions to rep- C 300 Surface metal temperature
resent actual sea conditions is appreciated. Presentation of
results as isoplot instead of listing is then a must 301 See Pt.5 Ch.3 Sec.3 J100.
— specifications and data for insulation materials. C 400 Cargo heating media
A 400 Survey and testing 401 See Pt.5 Ch.3 Sec.4 D.
401 See Pt.2 Ch.3 Sec.8 and Pt.5 Ch.3 Sec.1 D whichever is
relevant.
D. Load Conditions
A 500 Signboards
501 See Pt.5 Ch.3 Sec.1 E or Pt.5 Ch.4 Sec.1 F, whichever is D 100 Full and partial cargo conditions
relevant. 101 See Sec.5 or Pt.5 Ch.3 or Ch.4, whichever is relevant.
102 All partial cargo conditions where cargo temperature ex- The air in the double bottom is assumed stationary layered with
ceeds 80°C shall be arranged with symmetric loading in the the same temperature as the structure. Hence no heat transfer
transverse direction. During charging and discharging the from air to the structure will exist.
maximum difference between two adjacent liquid levels The air in side tanks is not stationary.
should be limited to abt. 3 meters or 1/4 h whichever is the less, For the deck beams:
where h is the depth of the longitudinal bulkhead or the tank
depth. Alternate tank filling in longitudinal direction should be - asphalt to deck beam: 50
basis for the thermal stresses. The following material data for mild steel may be used:
- density: 7 860 kg/m3
D 200 Water ballast conditions - specific heat: 0.114 kcal/kg/°C
201 Water ballast is at no time to be carried adjacent to the - coefficient for heat conduction: 0.3 t + 59,l96 kcal/h m °C.
tanks with hot cargo. A defined safe zone must be specified. The effect from various scantlings is negligible.
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
SECTION 15
SPECIAL REQUIREMENTS - ADDITIONAL CLASS
305 The calculations specified in the requirements shall be B. Class Notation NAUTICUS(Newbuilding)
carried out by computer programmes supplied by or recog-
nised by the Society. As recognised programmes are consid- B 100 General
ered all programmes applied by shipyards where reliable
results have been demonstrated to the satisfaction of the Soci- 101 The notation NAUTICUS(Newbuilding) describes an
ety. extended calculation procedure for the verification of hull
structures. The procedure includes use of finite element analy-
Wave load analysis programmes and their application shall be sis for determination of scantlings in the midship area, and ex-
specially approved. tended requirements to fatigue calculations for end structures
of longitudinals in bottom, inner bottom, side, inner side, lon-
gitudinal bulkheads and upper deck.
— longitudinals in way of end supports in the cargo area, il- C 300 Documentation
lustrated by hotspot 1 and 2 in Fig.1, located in bottom, in-
ner bottom, side, inner side, longitudinal bulkheads and 301 Calculations documenting the fatigue life shall be sub-
strength deck mitted for information.
— the lower hopper knuckle. C 400 Requirements for fatigue life
The assessment shall be carried out in accordance with Sec.16. 401 Fatigue calculations shall in general be performed as de-
scribed in Sec.16 with the following modifications:
— Fatigue calculations, including those required for NAUTI-
CUS(Newbuilding), shall be carried out with the
number of wave encounters related to a design life of 30
years for the PLUS-1 notation and 40 years for the
PLUS-2 notation.
— Fatigue strength assessment of details according to 402 to
404 depending on the vessel type shall be carried out by
simplified fatigue calculation procedure described in
Sec.16 and in Classification Note No. 30.7. When a stress
concentration factor is not available for the structure in
question this may be found by the finite element analysis
as described in Classification Note No. 30.7.
402 For tankers, fatigue strength assessment of the following mentioned in a) above, shall be utilised within the cargo area.
details shall be carried out in addition to those required for A detailed procedure is described in Classification Note No.
class notation NAUTICUS(Newbuilding): 30.7.
a) Representative longitudinal stiffener connections in the 405 If the PLUS-1 or PLUS-2 notation is applied in combi-
midship area, in the bottom and inner bottom, including nation with the CSA-2 notation, all fatigue calculations shall
the stiffener on top, cut out and collar plate. See Guidance be based on the design life specified for the PLUS-1 or
note. PLUS-2 notations
b) Representative longitudinal stiffener connections in the
midship area, in the side and inner side, including the stiff-
ener on top, cut out and collar plate. See Guidance note. D. Class Notation COAT-1 and COAT-2
c) Representative deck openings.
D 100 General
The results from the investigation of the details in the midship 101 The COAT-1 and COAT-2 notations give requirements
area, mentioned in a), b) and c) above, shall be utilised within for corrosion prevention of tanks and holds for newbuildings.
the cargo area. A detailed procedure is described in Classifica-
tion Note No. 30.7. D 200 Application
Guidance note: 201 The COAT-1 and COAT-2 notations may be given to
The following criteria may be used for the determination of rep- all type of vessels except for vessels covered by the IACS
resentative longitudinals: Common Structural Rules (CSR), ref. Pt.8 Ch.1 and Ch.2, i.e.
- longitudinal stiffener where the minimum fatigue life is ob- double-hull oil tankers and bulk carriers with length 150 and
tained from Nauticus Hull Fatigue calculations 90 metres and above, respectively, when found to comply with
- longitudinal stiffener showing representative behaviour of the the requirements for corrosion prevention of tanks and spaces/
adjacent longitudinals areas as described in D.
- longitudinal stiffener in areas where the maximum web frame
shear stress is anticipated 202 The COAT-1 and COAT-2 notations will not be given
- longitudinal stiffener where the maximum dynamic pressure to vessels that shall comply with the IMO Performance Stand-
is applied. ard for Protective Coatings (IMO PSPC) when effective.
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e--- Guidance note:
If the vessel should comply with CSR and/or any IMO PSPC the
403 For bulk carriers, fatigue strength assessment of the fol- class notation series COAT-PSPC(X), described in F, will be
lowing details shall be carried out in addition to those required relevant.
for class notation NAUTICUS(Newbuilding):
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
a) Representative longitudinal stiffener connections in the
midship bilge area, in the bottom and inner bottom, includ- D 300 Documentation
ing the stiffener on top, cut out and collar plate. See Guid- 301 A coating specification shall be submitted for approval.
ance note to 402. The coating specification shall be based on the principles de-
b) Representative lower and upper bracket ends of the side scribed in Ch.3 Sec.7 Table A1.
frame, located in the middle of an ore hold, within the mid-
ship area. D 400 Requirements for corrosion prevention
c) Hatch coaming bracket amidships for ships with large 401 A corrosion prevention system shall be specified and ap-
deck openings (total width of hatch openings in one trans- plied to the ballast water tanks and cargo area as described in
verse section exceeding 65% of the ship’s breadth or 402 to 404 for different types of ships. The coating systems re-
length of hatch opening exceeding 75% of hold length) ferred in the following are described in Classification Note No.
33.1.
The results from the investigation of the details in the midship
area mentioned in a), b) and c) above, shall be utilised within 402 For crude oil tankers the following corrosion prevention
the cargo area. A detailed procedure is described in Classifica- system shall be specified and applied:
tion Note No. 30.7. — All ballast water tanks shall be protected by a corrosion
404 For container carriers, fatigue strength assessment of the prevention system, equal to, or better than, coating system
following details shall be carried out in addition to those re- II for the COAT-1 notation and system III for the COAT-
quired for class notation NAUTICUS(Newbuilding): 2 notation.
— Inner bottom of all cargo tanks and 0.5 m up, shall be pro-
a) Representative longitudinal stiffener connections in the tected by a corrosion prevention system, equal to, or better
bilge area of midship, including the stiffener on top, cut than, coating system II for both the COAT-1 and COAT-
out and collar plate. See Guidance note to 402. 2 notation.
b) Fatigue strength assessment of the following hatch corners — Upper part 1) of horizontal stringers in cargo tanks shall be
and coamings shall normally be carried out: protected by a corrosion prevention system, equal to, or
better than, coating system I for the COAT-1 notation and
— typical hatch corner and coaming, amidships system II for the COAT-2 notation.
— the after hatch corners and coamings in the after cargo — Deckhead and 2 m down shall be protected by a corrosion
hold (the hatch corner located in front of engine room prevention system, equal to, or better than, coating system
forward bulkhead) I for the COAT-1 notation and system II for the COAT-2
— one hatch corner and coaming selected as the most notation.
critical hatch corner with respect to fatigue within the 1) Upper part of horizontal stringers means:
forward part of the cargo area.
— The stringer’s horizontal side facing upwards and ad-
Such fatigue assessment will normally have to be based on jacent vertical surfaces (above the stringer web) up to
a global finite element analysis. minimum 10 cm above the stringer.
The results from investigation of the details in the midship area — The vertical edge of cut-outs in the same horizontal
surface (lugs etc., to be covered by stripe coats) The hull structural scantlings are however not to be less than
— The parts of the stringer face plate, accessible when determined by the main class requirements.
standing on the top of the stringer, see Fig.3. 102 The notation CSA-FLS and CSA-2 require the same
scope for direct calculations of wave loads and spectral fatigue
analysis. The notation CSA-2 in addition requires direct cal-
culated ultimate strength analysis.
The class notation CSA-FLS may be assigned to ships com-
plying with the requirements in subsections E100 through
Fig. 2 E500. The class notation CSA-2 may be assigned to ships
Area of stringer to be coated complying with the requirements in subsections E100 through
E700.
403 For bulk carriers the following corrosion prevention 103 All fatigue calculations required for Nauticus(New-
building) and PLUS-1, PLUS-2 may be omitted if the vessel
system shall be specified and applied: is assigned the notation CSA-FLS or CSA-2 (except stiffener
frame connections as defined in C402).
— All ballast water tanks shall be protected by a corrosion
prevention system, equal to, or better than, coating system The scope for CSR is independent of the application of CSA-
II for the COAT-1 notation and system III for the COAT- FLS or CSA-2.
2 notation. 104 The CSA-2 ultimate strength analysis is required for all
— Cargo holds: All internal and external surfaces of hatch structural members in the cargo hold area. Except for ships
coamings and hatch covers and all internal surfaces of the where transverse strength is of special importance (ro-ro, car
cargo holds, excluding the flat tank top areas and the hop- carrier, catamaran, etc.), buckling evaluations need only be
per tanks sloping plating and transverse bulkheads bottom performed for longitudinal members (also transverse stresses
stool approximately 300 mm below the side shell frame need to be included in the buckling evaluation).
and brackets, shall be protected by a corrosion prevention
system, equal to, or better than, coating system I for the The analyses should be performed in accordance with the gen-
COAT-1 notation and system II for the COAT-2 notation. eral principles stated in Classification Note No. 34.1.
105 Net scantlings as defined by Nauticus(Newbuilding)
404 For other ships the following corrosion prevention sys- or CSR, whichever is relevant, shall be used.
tem shall be specified and applied:
106 Calculations documenting compliance with require-
— All ballast water tanks shall be protected by a corrosion ments in this section shall be submitted for information. Guid-
prevention system equal to, or better than, coating system ance on documentation level is given in Classification Note
II for the COAT-1 notation and coating system III for the No. 34.1.
COAT-2 notation.
E 200 Selection of loading conditions
Table D1 Coating system to be applied for different ships 201 The design load conditions for fatigue shall normally be
Ship Location COAT-1 COAT-2 based on the vessels loading manual and shall normally in-
Crude oil tankers Ballast water tanks II III clude ballast and full load conditions for the specific ship.
Inner bottom in CT II II The loading conditions for fatigue shall be selected to repre-
Upper part of string- I II sent typical loading situations, which will be used during most
ers in CT of the operational lifetime of the vessel while at sea.
Deckhead in CT I II The design load conditions for ultimate strength shall be based
Bulk carriers Ballast water tanks II III on the vessels loading manual and shall in addition include part
Cargo hold, upper I II
load conditions as relevant for the specific type of ship.
part For selection of still water load conditions to be used as basis
Other ships Ballast water tanks II III for extreme wave load determination, (return period of 25
Details are given in the rule text. The coating systems refers to Classifica- years), the most demanding loading conditions defined in the
tion Note No. 33.1. loading manual shall be used.
D 500 Survey and testing The most demanding loading conditions are normally selected
as those giving maximum stresses in longitudinal material in
501 A report from the yard documenting the obtained quality different parts of the vessel.
of steel surface preparation and applied coating shall be sub-
mitted for information. The report shall, as a minimum, con- For vessels (ro-ro, catamaran, etc.) where transverse capacity
tain detected deviations from the approved specification. is of major interest, load conditions giving maximum stresses
in transverse material will also relevant.
Guidance note:
More detailed information about selection of loading condi-
The Society will not be involved in inspections related to appli-
cation of the corrosion protection system. tions is given in Classification Note 34.1.
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
The loading conditions are in addition to be defined to cover
the full range of still water bending moments and shear forces
from maximum sagging to maximum hogging conditions.
E 300 Wave load analysis
E. Class Notation CSA-FLS and CSA-2 301 Direct wave load calculations should be performed in
accordance with the general principles stated in Classification
E 100 General Note Nos. 34.1 and 30.7. The transfer functions shall be calcu-
101 The calculation procedure in this subsection is an exten- lated based on a 3D hydrodynamic model. The effect of for-
sion of the finite element method calculations described for the ward speed shall be included. Non-linear effects shall be
notations NAUTICUS(Newbuilding), CSR and PLUS-1, accounted for in the determination of extreme vertical shear
PLUS-2. forces and bending moments.
302 Design loads shall be determined for loading conditions — ship type specific details as specified below:
giving maximum vertical bending moment amidships, maxi-
mum horizontal and torsional moment (if relevant), vertical LNG membrane carrier:
maximum acceleration in tank no.1, maximum external pres-
sure in tank no.1, maximum vertical shear force in forward and — dome opening and coaming
aft holds, maximum transverse acceleration (if relevant). — inner hull knuckles
— longitudinal girders at transverse bulkhead
Partial loading conditions resulting in large hull girder loads — trunk deck at transverse bulkhead
and local pressures shall be considered if relevant. — termination of tank no. 1 longitudinal bulkhead
The stillwater bending moment and shear forces shall be com- — aft trunk deck scarfing
bined with the corresponding extreme wave loads such that
sets of simultaneously acting loads are obtained. Moss type LNG carrier:
Guidance note: — tank cover to deck connection
The stresses in the hull from the selected still water loading con- — tank skirt connection to foundation deck
ditions should be added to the dynamic parts. The dynamic stress — inner side connection to foundation deck in the middle
combinations should be constructed taking due consideration of tank web frame
simultaneously acting loads with proper phasing or time lag as
determined from the hydrodynamic calculations. Container carrier:
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
— hatch coaming brackets
303 Fatigue loads shall be based on 10-4 probability of ex- — upper deck brackets
ceedance. — scarping bracket
— critical side stringer in foreship
Reference loads for extreme loads shall be calculated for a 25-
year return period using wave scatter diagrams for the North LPG carrier:
Atlantic. This will serve as basis for the wave load analysis
with respect to the calculation of hull girder and main girder — lower and upper side brackets
system stress response (400 and 500) as well as hull girder ca- — dome opening and coaming.
pacity analysis (600).
Fatigue calculations shall in general cover the entire cargo hold
E 400 Finite element analysis area. More detailed information about areas and how fatigue
assessment should be carried out for different ship types is giv-
401 The structural analysis shall be able to capture global en in Classification Note Nos. 34.1 and 30.7.
and local stress variations. A global structural model of the en-
tire ship shall be used to represent the overall stiffness of the E 600 Yield and buckling capacity
ship. Finer meshed models shall be used to capture more local
stress distributions for evaluation of yield and fatigue strength. 601 For vessels with notation CSA-2, longitudinal hull gird-
er and main girder system nominal and local stresses derived
The finite element analysis of the hull structure should be car- from the direct strength calculations shall be checked accord-
ried out in accordance with the principles given in Classifica- ing to the criteria specified in 502, 503 and 504. All stresses re-
tion Note Nos. 34.1 and 30.7. fer to 25 year North Atlantic conditions.
E 500 Fatigue strength assessment 602 Allowable equivalent nominal stresses are:
501 The fatigue strength assessment shall be performed σe = 0.95σf (N/mm2)
according to Sec.16. The dynamic stresses based on the global
finite element calculations for wave loads derived from the di- σf = minimum upper yield stress of the material
rect load calculations shall be utilised. σe = equivalent stress.
The fatigue strength evaluation shall be carried out based on 603 Local linear peak stresses in areas with pronounced ge-
the target fatigue life and service area specified for the vessel, ometrical changes, such as in hatch corners, frame corners etc.,
but minimum 25 year world wide or 25 years North Atlantic, may need special consideration. Local peak stresses in this
for vessels with CSR notation. This is according to the re- context are stresses calculated with Stress concentration mod-
quirements as specified by the NAUTICUS(Newbuilding) els that have a finer finite element mesh representation than
and CSR notations. used for nominal stress determination.
Fatigue stress evaluation based on nominal calculated stresses For extreme 25 year North Atlantic loads, linear peak stress
and application of relevant stress concentration factors may corresponding to an acceptable equivalent plastic strain is:
normally be accepted. When stress concentration factors for σe = 400 f1 (N/mm2)
the geometrical details are not available, a fine mesh finite el-
ement calculation shall be performed. The weld induced stress Local peak stresses as given above may be accepted provided
concentration factor (due to the weld geometry) may be based plastic mechanisms are not approached (developed) in the as-
on standard values. sociated structural parts.
502 The fatigue strength calculations are in general to be car- Guidance note:
ried out for all details as defined for the notations Nauti- Areas above yield determined by a linear finite element method
cus(Newbuilding), CSR and PLUS-1, PLUS-2 for the analysis may give an indication of the actual area of plastifica-
vessel. tion. Otherwise, a non-linear finite element method analysis may
need to be carried out in order to trace the full extent of the plastic
Fatigue calculations are also to be carried out for highly zone.
stressed structural details in the cargo hold region, such as: ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
— panel knuckles 604 The Ultimate Capacity control of local stiffened panels
— discontinuous plating structure. shall be performed for all longitudinal material (bottom, inner
For hatch corners and similar constructions it may also be rel- bottom, side, inner side, longitudinal bulkheads and strength
evant to carry out fatigue calculations for non-welded details at deck.) according to the DNV PULS code.
the radius edge. For vessels (ro-ro, catamaran, etc.) where transverse capacity
is of major interest, buckling calculations should be performed MS = maximum design sagging or hogging still water mo-
also for transverse material. ment according to the loading conditions from the
PULS stands for Panel Ultimate Limit State and is a computer- loading manual used in the wave load analysis
ized non-linear buckling code recognized by the Society. MW = design wave bending moment according to the
wave load analysis in 300
The PULS Ultimate Capacity usage factor shall not to exceed M UI = hull girder bending moment capacity in intact con-
0.90 for stiffened panels. dition, determined as given below
PULS Ultimate Capacity estimate of stiffened panels accepts M UD = hull girder bending moment capacity in damaged
local elastic buckling of plates between stiffeners. condition, determined as given below
γM = 1.15 (material factor)
Guidance note: γ'W1 = 1.1 (partial safety factor on MW for environmental
The ultimate strength control of stiffened panels, girders etc. loads)
may be assessed using recognised non-linear FE programs. The γS = 1.1 (factor on MS allowing for moment increase
strength assessments should consider all relevant effects accord-
ing to DNV's approval. with accidental flooding of holds)
γ W2 = 0.67 (wave load reduction factor corresponding to 3
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e--- month exposure in world-wide climate).
605 The buckling and ultimate strength control of unstiff- The ultimate hull girder strength MU shall be calculated for the
ened and stiffened curved panels may be performed according intact midship section as well as for the remaining intact parts
to the method as given in DNV-RP-C202. of the damaged midship section using models recognised by
the Society.
E 700 Hull girder capacity The MU shall be calculated both for sagging and hogging con-
701 For vessels with notation CSA-2, the ultimate sagging ditions.
and hogging bending capacity of the hull girder shall be deter- The MU for the intact (MUI) and damaged (MUD) condition
mined, for both intact and damaged conditions. may be calculated using DNV's simplified HULS-N models.
The ultimate hull girder bending capacity check applies to The HULS-N models calculate the ultimate moment capacity
tankers, gas carriers and bulk carriers. For application concern- MU as an incremental sum
ing other ship types a case by case evaluation will be given by MU = ΔΜ1 + ... + ΔΜi + ... + ΔΜΝ
the Society.
where an incremental moment ΔΜi is defined as
702 The following damage conditions shall be considered in-
dependently, using the worst possible position in each case: ΔΜi = (EI)red-i Δκi
1. Collision and
with penetration of one ship side, single or double side within (EI)red-i = reduced incremental hull bending stiffness for
a breadth of B/16. load step i
Δκi = incremental curvature for load step i
The damage extents are given by: HULS = Hull girder Ultimate Limit State
N = total number of load steps.
Damage extent
Damage parameter HULS-2 is an acceptable model for sagging.
Single side Double side
Height: h/D 0.75 0.60 For hogging all relevant local loads and double bottom effects
Length: l/L 0.10 0.10 shall be considered..
h = penetration height HULS-N stands for Hull girder Ultimate Limit State and are
l = penetration length computerized buckling models recognized by the Society for
the assessment of ultimate capacity of ship hulls. The HULS-
Guidance note: N models apply the PULS code for individual panel strength.
Calculations utilising symmetrical characteristics, i.e. the capac- Guidance note:
ities of the damaged parts of the cross section are reduced with
50% on both sides of the ship, will be accepted. The ultimate sagging and hogging bending capacity of the hull
girder may be assessed using recognised non-linear FE pro-
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e--- grams. The strength assessments should consider all relevant ef-
fects according to DNV's approval.
2. Grounding ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
with penetration of bottom, single or double bottom within a
height of B/15. The damage extents are given by: 704 The Ultimate Strength MU shall be checked for the
weakest interframe cross-section including all relevant local
Damage extent load and double bottom bending effects.
Damage parameter
Single bottom Double bottom
Height: b/B 0.75 0.55
Length: l/L 0.50 0.30 F. Class Notation COAT-PSPC(X)
b= penetration breadth
F 100 General
703 The ultimate hull girder bending capacity shall comply 101 The COAT-PSPC(X) notations give requirements to
with the following limits: corrosion prevention of tanks and spaces/areas for newbuild-
Intact design ings.
M UI 102 The COAT-PSPC(X) notations will be given to new-
M S + γ W1 M W ≤ ----------- buildings built in compliance with SOLAS Chapter II-1,
γM Part A-1, Regulation 3-2 and the IMO Resolution
MSC.215(82): Performance Standard for Protective Coatings
Damaged condition for Dedicated Seawater Ballast Tanks in All Types of Ships
γS MS + γW2 MW ≤ MUD and Double-Side Skin Spaces of Bulk Carriers (IMO PSPC).
F 200 Application quality of steel surface preparation and applied coating shall be
201 The COAT-PSPC(X) notations are intended for and submitted for approval. The report shall have a scope and be on
may be applied to, all types of vessels. The vessels shall com- a format described in the IMO PSPCs relevant for the type of
ply with the requirements for corrosion prevention of tanks and vessel.
spaces/areas as described in 400. Guidance note:
202 The COAT-PSPC(X) notations will apply to all SO- The Society will not be involved in direct inspections related to
application of the corrosion protection system. The Society’s
LAS vessels, but may also be applied to other types of vessels scope of work is given in/by the IACS Procedural Requirement
(with gross tonnage below 500). No. 34.
Guidance note: ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
For IACS CSR vessels contracted on/after 2006-12-08 the IMO
PSPC is mandatory. If the vessel is not covered by IACS CSR
and/or any IMO PSPC is applicable, the class notations COAT-1 F 400 Requirements for corrosion prevention systems
and COAT-2, described in D, may be applied. 401 A corrosion prevention system shall be specified and ap-
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e--- plied to the tanks and spaces/areas, as described in the IMO
PSPCs, for different types of ships.
F 300 Documentation 402 The COAT-PSPC(X) class notation series will docu-
301 Documentation as required by the SOLAS Chapter II-1, ment compliance with the IMO PSPCs, where the ‘X’ in the
Part A-1, Regulation 3-2 and the IMO Resolution parentheses will denote corrosion prevention of different tanks
MSC.215(82): Performance Standard for Protective Coatings and spaces/areas, as follows:
for Dedicated Seawater Ballast Tanks in All Types of Ships (B) IMO PSPC requirements for dedicated seawater bal-
and Double-Side Skin Spaces of Bulk Carriers (IMO PSPC) last tanks of all types of vessels.
shall be submitted for approval. (D) IMO PSPC requirements for double side-skin spaces
302 A report from the shipyard documenting the obtained of bulk carriers.
SECTION 16
FATIGUE CONTROL
APPENDIX A
ELASTIC BUCKLING AND ULTIMATE STRENGTH
A. Introduction = 10 b (t – tk) + Σ as
AR = reduced area of panel
A 100 Scope and description = 10 be (t – tk) + Σ as
101 Average in-plane compressive stresses above the elastic b = total width (m) of panel
buckling stress σel may be allowed for plate elements subject be = reduced width (m) as given in 201
to extreme loading conditions (probability level of 10-8 or t = thickness (mm) of plating
less), as long as functional requirements do not prohibit large as = area (cm2) of stiffener/girder in direction of compres-
and off-plane elastic deflections. sive stress
σel = elastic buckling stress (N/mm2) of plating
An accepted procedure for evaluating the ultimate compres- σm = σc l or 0.9 σf , whichever is the smaller, when stiffeners
sive strength is given in the following. in direction of stress
The ultimate stress limit and effective width of local plate pan- = 0.9 σf when stiffeners perpendicular to stress
els are given in B100 and B200. The ultimate strength of stiff- σc l = critical buckling stress of stiffeners in direction of
ened panels, simple girders and ship hull girders is given in compressive stresses, as calculated in Sec.13 C200 and
B300 to B500. C300.
The design condition is given by:
PU ≥ PA / η u
B. Calculation Procedure
PA = actual compressive load in panel, based on extreme dy-
B 100 Estimation of ultimate stress namic load
101 For each local panel where elastic buckling is expected = 0.1 σa A
(σa > ησel), the maximum allowable compressive stress σu is ηu = 0.85.
given by: B 400 Ultimate strength of simple girders with stiffened
σu = ψu σel panel flange
σel = elastic buckling stress as calculated from Sec.13 B201 401 The ultimate bending moment capacity of girders with a
ψu = excess factor given as a function of σf / σel stiffened plate flange in compression is given by:
MU = ME + Δ MU (kNm)
For longitudinally stiffened plating:
ME = moment capacity corresponding to the elastic buck-
σ ling limit
ψ u = 1 + 0.375 ⎛⎝ ------f- – 2⎞⎠ σ el I
σ el
= ------------------ (kNm)
For transversely stiffened plating (compressive stress 1000 z p
perpendicular to longest side l of plate panel): σel = elastic buckling stress (N/mm2) of plating in com-
σ pression flange calculated with 100% effective
ψ u = 1 + c ⎛⎝ ------f- – 2⎞⎠ plate
σ el I = moment of inertia of girder (cm4) with intact plate
flange b (100% effective)
0.75
c = ----------- zp = distance (cm) from neutral axis to compression
-l + 1 flange, see Fig.1
s
B 200 Calculation of effective width σe l , σu COMPRESSION
MA = actual moment in girder, based on extreme dynamic σcl = critical buckling stress of the longitudinal (on
load the compression side) with the smallest buckling
ηu = 0.85. safety (σc / σa) as calculated in Sec.13 C200 or
C300
B 500 Ultimate strength of complex girders σe n = σel zl / ze
zl = vertical distance (cm) from neutral axis of intact
501 The ultimate bending moment capacity of a ship hull section to longitudinal in question
girder with stiffened plate panels at various levels is given by: zl = vertical distance (cm) from neutral axis of buck-
b
MU = ME + Δ MU (kNm) led section to longitudinal
0.9 σ f – σ em
ME = moment capacity corresponding to the elastic Δ MUP3 = ------------------------------ I B (kNm)
buckling limit of the local plate panel subject to 1000 z mb
elastic buckling (see Guidance note)
σem = σel zm / ze
σ el I zm = vertical distance (cm) from neutral axis of intact
= ------------------ (kNm)
1000 z e section to deck or bottom, whichever is in com-
pression
σel = elastic buckling stress (N/mm2) of local plate zmb = vertical distance (cm) from neutral axis of buck-
panel led section to deck or bottom (in compression)
I = moment of inertia of hull girder (cm4) with in- 0.9 σ f – σ ef
tact plating (100% effective plating) Δ MUF = --------------------------- I B (kNm)
1000 z fb
ze = vertical distance (cm) from neutral axis of intact
section to middle of buckled plate panel, see σef = σel zf / ze
Fig.2 zf = vertical distance (cm) from neutral axis of intact
section to deck or bottom, whichever is in ten-
sion
COMPRESSION zfb = vertical distance (cm) from neutral axis of buck-
σem led section to deck or bottom (in tension).
zp b
zm
zp
zlb
Guidance note:
zl
ze
ME = ∑ Δ MEI
zf
i=1
σ ef
TENSION
z
ei
σ ei – σ e ( i – 1 ) ---------------------
z
ΔM e(i – 1)
= --------------------------------------------------------------- I
Fig. 2 EI - E(i – 1)
1000 z
Hull girder ei
σei = elastic buckling stress (N/mm2) of local panel In the first step IE(i – 1) = I (intact moment of inertia). σE1 will
considered in step i be the lowest elastic buckling stress in relation to the actual stress
in the considered plate, and σE(i – 1) = 0.
σE(i – 1) = elastic buckling stress of local panel considered
in previous step When last step in the elastic buckling calculation (Δ MENME) has
been performed and the total found, the highest elastic buckling
IE(i – 1) = moment of inertia of hull girder with effective stress σen shall be used as σe in the further calculation of Δ MU.
width of elastically buckled panels in earlier
steps inserted ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
zei = vertical distance (cm) from neutral axis in above
section to middle of the plate panel i
zE(i – 1) = vertical distance from neutral axis in above sec-
tion to the plate panel i – 1.