Documenti di Didattica
Documenti di Professioni
Documenti di Cultura
CLASSIFICATION OF
SHIPS
NEWBUILDINGS
PART 3 CHAPTER 1
CONTENTS PAGE
Sec. 1 General Requirements ................................................................................................................ 7
Sec. 2 Materials and Material Protection ............................................................................................ 13
Sec. 3 Design Principles...................................................................................................................... 17
Sec. 4 Design Loads ............................................................................................................................ 30
Sec. 5 Longitudinal Strength............................................................................................................... 38
Sec. 6 Bottom Structures..................................................................................................................... 50
Sec. 7 Side Structures.......................................................................................................................... 59
Sec. 8 Deck Structures ........................................................................................................................ 68
Sec. 9 Bulkhead Structures ................................................................................................................. 74
Sec. 10 Superstructure Ends, Deckhouse Sides and Ends, Bulwarks ................................................... 80
Sec. 11 Welding and Weld Connections............................................................................................... 83
Sec. 12 Direct Strength Calculations ................................................................................................... 88
Sec. 13 Buckling Control ...................................................................................................................... 93
Sec. 14 Structures for High Temperature Cargo ................................................................................... 99
Sec. 15 Special Requirements - Additional Class ............................................................................... 102
Sec. 16 Fatigue Control ...................................................................................................................... 107
App. A Elastic Buckling and Ultimate Strength ................................................................................. 108
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.
Rules for Ships, January 2003
Pt.3 Ch.1 Contents Page 3
CONTENTS
SEC. 1 GENERAL REQUIREMENTS .......................... 7 B 1000 Reliability-based analysis of hull structures ...................22
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 ) dx 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 is to be taken at forepeak structures
superstructures and deckhouses including openings,
a probability of exceedance of q, means that the variable, x, is hatchways, hatch covers, doors in the ship's sides and ends
to be taken as the value, xq, defined as the upper q quantile in supporting structures for containers and container secur-
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,
f ( x ) dx = p
F ( xp ) = hatches, windows etc.) to be submitted for approval are speci-
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) is to be approved and certified in ac-
the lower p quantile of x, or alternatively as the upper 1 p cordance with Sec.5 F.
quantile of x. 104 The following plans are to 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 Protective coating is a final coating protecting the structure
201 All longitudinal strength calculations are to be submitted from corrosion.
with relevant information: Watertight means capable of preventing the passage of water
through the structure under a head of water for which the sur-
maximum stillwater bending moments and shear forces as rounding structure is designed.
defined in Sec.5 B102
still water bending moment limits Weathertight means that in any sea conditions water will not
mass of light ship and its longitudinal distribution penetrate into the ship.
buoyancy data
cargo capacity in t D 200 General requirements
cargo, ballast and bunker distribution, including maxi- 201 Structural testing may be carried out after a protective
mum mass of cargo (t) in each compartment. coating has been applied, provided a leak test is carried out be-
202 Information which may be necessary for local strength fore application of the protective coating. All pipe connections
calculations: to tanks are to be fitted before structural testing.
When structural testing at the building berth is undesirable or
minimum and maximum ballast draught and correspond- impossible, structural testing afloat may be accepted. The
ing trim structural testing is to be carried out by filling each tank sepa-
load on deck, hatch covers and inner bottom rately to the test head. Examination of bottom and lower side
stowage rate and angle of repose of dry bulk cargo structures is to be made in empty tanks at the maximum prac-
maximum density of intended tank contents tical attainable draught.
height of air pipes
mass of heavy machinery components 202 Leak testing is to be carried out prior to the protective
design forces for securing devices on hatch covers and ex- coating being applied to the welds. Shop primer may be ap-
ternal doors plied to welds.
design forces for cargo securing and container supports An efficient indicating liquid is to be applied, when air is used
any other local loads or forces which will affect the hull as the test medium. The air pressure is to be at a maximum of
structure. 20 kN/m and is to be reduced to a smaller value before inspec-
203 Specifications for corrosion prevention systems for wa- tion. In addition to an effective means of reading the air pres-
ter ballast tanks, comprising selection, application and mainte- sure, a safety valve, or a reliable equivalent alternative, is to be
nance, are to be submitted for as defined in Ch.3 Sec.7. connected to the compartment being tested.
Guidance note:
C 300 Specific purpose documentation
Silicate based shop primer may be applied to welds before leak
301 For hull equipment and appendages, see Ch.3. testing. The layer of the primer is to be maximum 50 microns.
Other primers of uncertain chemical composition are to be max-
302 For additional class notations, see Pt.5 and Pt.6. imum 30 microns.
303 For installations for which no notation is available or re-
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
quested, all relevant information or documentation affecting
hull structures or ship safety is to be submitted.
203 For hose testing, the hose pressure is to be at least 200
kN/m2 and applied at a maximum distance of 1.5 m. The noz-
zle inside diameter is to be at least 12.0 mm.
D. Structural and Tightness Testing D 300 Specific requirements for extent and type of test-
D 100 Definitions ing
101 The following terms are used in D: 301 The requirements in 302 and 303 give conditions for
testing for:
Structural testing is a hydrostatic test, carried out in order to
demonstrate the tightness of the tanks and the structural ade- gravity tanks included independent tanks of 5 m3 or more
quacy of the design. Where practical limitations prevail and in capacity
hydrostatic testing is not feasible, hydropneumatic testing may
be carried out instead. watertight or weathertight structures.
Leak testing is an air or other medium test, carried out in order 302 Leak testing is to be carried out on all weld connections
to demonstrate the tightness of the structure. on tank boundaries, pipe penetrations and erection welds on
Hydropneumatic testing is a combination of hydrostatic and air tank boundaries except welds made by automatic processes.
testing, carried out in order to demonstrate the tightness of the Selected locations of automatic erection welds and pre-erec-
tanks and the structural adequacy of the design. tion manual or automatic welds may be required to be similarly
tested at the discretion of the surveyor taking account of the
Hose testing is a water test carried out to demonstrate tightness quality control procedures operating in the shipyard.
of structural items.
303 Extent of testing is given in Table D1.
Shop primer is a thin coating applied after surface preparation
and prior to fabrication as a protection against corrosion during For Tanker for Liquefied Gas, additional requirements are
fabrication. given in Pt.5 Ch.5.
E. Ships Built for In-Water Survey approved type of synthetic material and are to satisfy the re-
quirements in Ch.3 Sec.2.
E 100 General 202 Arrangements are to be made for measuring of rudder
101 For vessels built in accordance with the following re- shaft and pintle clearances.
quirements it will be accepted that every alternate bottom sur-
vey is carried out with the ship afloat. E 300 Tailshaft
301 The tailshaft is to be fitted with an approved oil box.
E 200 Rudder
201 Bearing materials are to be stainless steel, bronze or an
SECTION 2
MATERIALS AND MATERIAL PROTECTION
tures (e.g. crane foundations) at weather deck are to be of Class rial to resist lamellar tearing. For a special test, see Pt.2 Ch.2
III. Sec.1.
D 300 Class notation ICM (Increased Corrosion Mar- 302 The hull girder actual section modulus is to be based on
gin) the thickness t of plating, and web and flanges of stiffeners and
301 For the main class a corrosion addition tk in mm as given girders taken as:
in Table D1 is added to the reduced scantlings in ballast tanks, t = tactual tc (mm).
cargo oil tanks and cargo holds in bulk cargo carriers as spec-
ified in 200. 303 The local scantlings of plates, stiffener webs/flanges and
girder web/flanges where formulae are given in the rules with
For an additional class notation ICM a further corrosion addi- the corrosion addition (tk), the total addition is to be taken as:
tion tc in mm will be added in ballast tanks, cargo oil tanks and
cargo holds in bulk cargo carriers. The following class nota- tk = tk + tc (mm).
tions may be chosen: 304 For stiffeners where formulae are given in the rules with
the wk increase in section modulus for compensation of the
ICM(BT), ICM(BTu), ICM(BTs) for ballast tanks corrosion addition (tk), the wk need not be additionally adjust-
ICM(CT), ICM(CTu), ICM(CTs) for cargo oil tanks ed for the corrosion addition (tc).
ICM(CH), ICM(CHu), ICM(CHs) for cargo holds in bulk 305 For web frames and girder systems where scantlings are
carriers based on a direct strength analysis, the allowable stresses in the
or combinations of these notations as e.g. ICM(BT/CTu) rules are given with reference to reduced scantlings. The re-
meaning all ballast tanks and upper part (above D/2) of all car- duced thickness used in such analysis is to be:
go oil tanks where: treduced = tactual (tk + tc) (mm).
306 The throat thickness of continuous and intermittent fillet 307 The additional corrosion thickness tc is to be given in the
welding is given in Sec.11 with an addition of 0.5 tk mm. The design drawings in the form of a general note.
total corrosion addition is to be taken as: Guidance note:
(0.5 tk) = 0.5 (tk + tc) (mm). Example: Marking on the design drawing:
ICM( ) Plating , mm
Table D2 Corrosion addition tc in mm Stiffeners web/flange , mm
Tank/hold region Girders web/flange , mm
Internal members and plate Within 1.5 m be- ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
boundary between spaces of the low weather
given category Elsewhere
deck tank or
hold top
Ballast tank 1) 3.0 1.5
Cargo oil tank only 2.0 1.0
Hold of dry bulk cargo carriers 3) 1.0 1.0
Tank/hold region
Plate boundary between given Within 1.5 m
space categories 4) below Elsewhere
weather deck
tank or hold top
Ballast tank 1)/Cargo oil tank only 2.5 1.5
Ballast tank 1)/Hold of dry bulk 2.0 1.5
cargo carrier 3)
Ballast tank 1)/Other category 2.0 1.0
space 2)
Cargo oil tank only/ Other category 1.0 0.5
space 2)
Hold of dry bulk cargo carrier 3)/ 0.5 0.5
Other category space 2)
1) The term ballast tank also includes combined ballast and cargo oil
tanks, but not cargo oil tanks which may carry water ballast according
to Regulation 13(3), of MARPOL 73/78.
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.
3) Hold of dry bulk cargo carriers refers to the cargo holds, including bal-
last holds, of vessels with class notations Bulk Carrier and Ore Car-
rier, see Pt.5 Ch.2 Sec.5.
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
category space".
SECTION 3
DESIGN PRINCIPLES
MP
This assumption will be stated in the appendix to classification
RA
certificate.
604 Openings in the collision bulkhead above the freeboard
2,3 M xk deck are to have weathertight doors or an equivalent arrange-
FREEBOARD DK ment. The number of openings in the bulkhead are to 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 is to 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 is not to be less than the minimum val- also Pt.4 Ch.6 Sec.3 A300.
ue of xc as given in 401.
A 700 Cofferdams and tank contents
406 For barges the position of the collision bulkhead is to
satisfy the minimum requirement to xc as given in 401. 701 The following dedicated tank types are to 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 is to 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 are to be fitted separating the machinery A 800 Forward compartment contents
space from cargo and passenger spaces forward and aft and 801 In ships of 400 gross tonnage and above, compartments
made watertight up to the freeboard deck. Afterpeak/machin- forward of the collision bulkhead are not to be arranged for
ery space bulkheads may terminate as given in 501 when the carriage of oil or other liquid substances which are flammable.
aft space is 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-
are to 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 is to be arranged as a watertight
structure, and the second deck is to be watertight outside the
L 1.36
casing above the engine room. 56 L 1 --------- ------------------------ millimetres
500 C b + 0.68
505 In ships with a raised quarter deck, the watertight bulk-
heads within the quarter deck region are to 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
7000 ------------------------ millimetres
cept in that part of the collision bulkhead which is situated be- 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, are to have water- Cb = the block coefficient which is to be taken as not less
tight doors, which are to be closeable from the freeboard deck than 0.68
CREDITED BOW
a) 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
b) 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 xb
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, are to 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) are to 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,
including close-up survey as defined in Pt.7 Ch.2 Sec.3 F.
Where the forecastle height is less than one half of standard
height of superstructure, as defined in Regulation 33 , the cred- Guidance note:
ited bow height may be determined as follows (Figs. 3 and 4 In order to obtain a practical arrangement it is recommended to
illustrate the intention of 1 and 2 respectively): provide for a fixed platform spacing of 3 to 5 metres.
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
1) When the freeboard deck has sheer extending from abaft
0.15 L, by a parabolic curve having its origin at 0.15 L A 1100 Steering gear compartment
abaft the forward terminal at a height equal to the midship
depth of the ship, extended through the point of intersec- 1101 The steering gear compartment shall be readily acces-
tion of forecastle bulkhead and deck, and up to a point at sible and separated from machinery spaces.
the forward terminal not higher than the level of the fore- (SOLAS Reg. II-1/29.13.1)
castle deck. However, if the value of the height denoted ht
on Fig. 3 is smaller than the value of the height denoted hb, A 1200 Navigation bridge design
then ht may be replaced by hb in the available bow height. Guidance note:
2) When the freeboard deck has sheer extending for less than It should be noted that the navigation bridge design is affected by
0.15 L or has no sheer, by a line from the forecastle deck requirements for navigation bridge visibility. Reference is made
at side at 0.07 L extended parallel to the base line to the to SOLAS Ch.V Reg.22.
forward terminal. ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
(IACS LL38)
hf D
AR
ND LA ht
aspects, load (demand) and strength (capability). The probabil-
hb STA ABO ity distribution for the load and the strength of a given structure
R
PA
may be as illustrated in Fig. 5.
HEIGHT
zb zt
xb
0.15 L 0.07 L
F.T.
Fig. 3
Forecastle, procedure 1
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
C ka s p Q is the expected shear force.
t = ---------------------- + t k ( mm ) P is the total load force on the member.
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 stress (in N/mm2) is to 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
e = 1 + 2 1 2 + 3 Support Field Support ks1 - ks3
draught upon which the slamming strength is based, will be special case design problems
stated in the the appendix to the classification certificate. If the calibration of level I methods to account for improved
bottom scantlings are based on full ballast tanks in the fore- knowledge. (Level I methods are deterministic analysis
body, this will also be stated. methods that use only one characteristic value to describe
In some cases impact loads from the sea on flat areas in after- each uncertain variable, i.e. the allowable stress method
bodies of special design may also have to be considered. normally applied in the rules).
602 In ships with large bow flare and/or large bow radius, 1005 Reliability analyses may be updated by utilisation of
strengthening may be required in the bow region above the new information. Where such updating indicates that the as-
summer load waterline. Requirements for structural arrange- sumptions upon which the original analysis was based are not
ment and scantlings are given, see Sec.7 E300. valid, and the result of such non-validation is deemed to be es-
sential to safety, the subject approval may be revoked.
603 In large tanks for liquid cargo and/or ballast special re-
quirements for strengthening against sloshing impact loads 1006 Target reliabilities are to be commensurate with the
will have to be considered, see Sec.4 C300. consequence of failure. The method of establishing such target
reliabilities, and the values of the target reliabilities them-
B 700 Fatigue selves, are to be approved by the Society in each separate case.
701 In general the susceptibility of hull structures to fatigue To the extent possible, the minimum target reliabilities are to
cracking has been taken care of by special requirements to de- be established based upon calibration against well established
tail design. However in some cases e.g. where high tensile steel cases that are known to have adequate safety.
is applied in stiffening members subjected to high frequency Where well established cases do not exist, for example in the
fluctuating loads, a special calculation evaluating dynamic case of novel and unique design solutions, the minimum target
stresses, stress concentration factors and environment may reliability values are to be based upon one (or a combination)
have to be performed. For calculation of fatigue strength, see of the following considerations:
Sec.16.
transferable target reliabilities from "similar", existing de-
B 800 Local vibrations sign solutions
801 Vibrations in the hull structural elements are not consid- decision analysis
ered in relation to the requirements for scantlings given in the internationally recognised codes and standards.
rules. It is, however, assumed that special investigations are For further details, see Classification Note No. 30.6.
made to avoid harmful vibrations, causing structural failures
(especially in afterbody and machinery space tank structures),
malfunction of machinery and instruments or annoyance to
crew and passengers. The structural response will depend on C. Local Design
the quantity of the impulse sources and the impulse propaga-
tion. For a complete vibrational analysis it is therefore impor- C 100 Definition of span for stiffeners and girders
tant also to consider the lines of the afterbody and the
possibilities for propeller cavitation as well as pulsating mass 101 The effective span of a stiffener (l) or girder (S) depends
forces from propeller, propulsion- and auxiliary machinery. on the design of the end connections in relation to adjacent
structures. Unless otherwise stated the span points at each end
Reference is made to the separate publication, Guidelines for of the member, between which the span is measured, is to be
Prevention of Harmful Vibration in Ships, issued by the So- determined as shown on Fig.7 and 6. It is assumed that brack-
ciety. Advice on performance of vibration analysis may also be ets are effectively supported by the adjacent structure.
given by the Society.
B 900 Miscellaneous strength requirements l
R S
901 Requirements for scantlings of foundations, minimum
plate thicknesses and other requirements not relating relevant b 2 b
load and strength parameters may reflect criteria other than 3 2
those indicated by these parameters. Such requirements may R
3
have been developed from experience or represent simplifica-
tions considered appropriate by the Society.
B 1000 Reliability-based analysis of hull structures
1001 This item gives requirements for structural reliability l
analysis undertaken in order to document rule compliance, see
Pt.1 Ch.1 Sec.1 B200.
1002 The method and procedures for evaluation of reliability S
are subject to the acceptance by the Society in each individual
case. Acceptable procedures for reliability analyses are docu-
mented in the Classification Note No. 30.6 Structural Relia- b
2
bility Analysis of Marine Structures. 3
b
l
1003 Reliability analyses are to be based on level III reliabil-
ity methods. These are methods that utilise probability of fail-
ure as a measure, and which therefore require a knowledge of
the distribution of all uncertain parameters.
1004 For the purpose of these rules, level III reliability meth-
ods are mainly considered applicable to: STIFFENERS GIRDERS
3+k Z 2
h
t b = -------------------- + t k (mm) 3
f h
----1-
1 a1
f1
tb need not be taken less than 6 mm, and not greater than 13.5 204 Stiffeners with sniped ends may be allowed where dy-
mm. namic loads are small and where vibrations are considered to
tk need not be taken greater than 1.5 mm. be of small importance, provided the thickness of plating sup-
ported by the stiffener is not less than:
f1 = material factor for bracket.
f11 = material factor for stiffener. ( l 0.5s ) s p
t = 1.25 ------------------------------- + tk (mm)
Arm length: f1
The general requirement for arm length is given by:
l = stiffener span in m
s = stiffener spacing in m
a = c
Z
---- (mm) p = pressure on stiffener in kN/m2.
tb
C 300 End connections of girders
Z as given above. 301 Normally ends of single girders or connections between
girders forming ring systems are to be provided with brackets.
tb = thickness of bracket, with tk deducted Brackets are generally to be radiused or well rounded at their
c = 70 for flanged brackets toes. The free edge of the brackets is to be stiffened. Scantlings
and details are given below.
= 75 for unflanged brackets.
Bracketless connections may be applied provided adequate
The arm length a is in no case to be taken less than 2 times the support of the adjoining face plates is arranged for.
depth of the stiffener web. In case of different arm lengths a1 302 The thickness of brackets on girders is not to be less than
and a2 (see Fig. 8), the sum is not to be less than 2a and each that of the girder web plate.
arm not less than 0.75 a. Flange or edge stiffener is to be fitted
when the edge length exceeds 50 tb. The flange width is nor- Flanges on girder brackets are normally to have a cross- sec-
mally not to be taken less than: tional area not less than:
A = l t (cm2)
Z
W = 45 1 + ------------ (mm), minimum 50 mm. l = length of free edge of brackets in m. If l exceeds 1.5 m,
2000
40% of the flange area is to be in a stiffener fitted par-
allel to the free edge and maximum 0.15 m from the
The connection between stiffener and bracket is to be so de- edge
signed that the section modulus in way of the connection is not t = thickness of brackets in mm.
reduced to a value less than required for the stiffener.
Where flanges are continuous, there is to be a smooth taper be-
203 Bracketless end connections may be applied for longitu- tween bracket flange and girder face plate. If the flange is dis-
dinals and other stiffeners running continuously through gird- continuous, the face plate of the girder is to extend well beyond
ers (web frames, transverses, stringers, bulkheads etc.), the toe of the bracket.
provided sufficient connection area is arranged for.
303 The arm length including depth of girder web may nor-
For longitudinals, see special requirements in Sec.6 and 8. mally be taken as:
Z
a = c ---- (mm)
tb
ALT. I
AT 3h
-------
- = ------------
AK 1000
and
AK = 3.3 t (cm2)
At
width of curved flanges (alt. III) to be used in calculation, see
407.
At
may occur.
The thickness of the web plate at the cross joint of bracketless
Fig. 9 connection (between girder 1 and 2) is normally given by the
Bracket toe area greater of (see Fig.11):
bulkhead
Table C2 Values of C
t2 a/b 0 1 2 3 4 5 6 7
h2
t3 C (r 6)
2 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
C (r = 4) 0.00 0.27 0.49 0.63 0.74 0.81 0.85 0.87
C (r 3) 0.00 0.22 0.40 0.52 0.65 0.73 0.78 0.80
A2 2
t1 a = distance between points of zero bending moments
= S for simply supported girders
A1
1 = 0.6 S for girders fixed at both ends
r = number of point loads.
403 For plate flanges having corrugations parallel to the
girder, the effective width is as given in 402. If the corruga-
1 tions are perpendicular to the direction of the girder, the effec-
tive width is not to be taken greater than 10% of the value
h1 derived from 402.
404 For effective width of plate flanges subject to elastic
buckling, see Sec.13 and Appendix A.
Fig. 11
Bracketless joint 405 The effective plate area is not to be less than the effec-
tive area of the face plate within the following regions:
ordinary girders: total span
1 A1 2 1 continuous hatch side coamings and hatch end beams:
t3 = ------------- t 2 --------- ------ (mm) length and breadth of the hatch, respectively, and an addi-
h2 100 f 1t
tional length of 1 m at each end of the hatch corners.
or 406 The effective area of curved face plates is given by:
Ae = k tf bf (mm2)
2 A2 1 1
t 3 = ------------- t 1 --------- ------ (mm) bf = total face plate breadth in mm
h1 100 f 1t
k = flange efficiency coefficient, see also Fig.12
A 1, A 2 = minimum required flange area in cm2 of girder 1 r tf
and 2 = k 1 -------------
b
h1, h2 = height in mm of girder 1 and 2
t1, t2 = minimum required thickness (outside the cross- = 1.0 maximum
joint) in mm of girder 1 and 2
1, 2 = shear stress in N/mm2 in girder 1 and 2 0.643 ( sinh cosh + sin cos )
1,2 = bending stress in N/mm2 in girder 1 and 2 k1 = ------------------------------------------------------------------------------------
sinh2 + sin2
f1t = material factor for corner web plate.
for symmetrical and unsymmetrical free flanges
C 400 Effective flange of girders
0.78 ( sinh + sin ) ( cosh cos )
401 The section modulus of the girder is to be taken in ac- = ----------------------------------------------------------------------------------------
cordance with particulars as given in the following. Structural sinh2 + sin2
modelling in connection with direct stress analysis is to be
based on the same particulars when applicable. Note that such for box girder flange with two webs
structural modelling will not reflect the stress distribution at lo-
cal flange cut-outs or at supports with variable stiffness over 1.56 ( cosh cos )
= ---------------------------------------------------
the flange width. The local effective flange which may be ap- sinh + sin
plied in stress analysis is indicated for construction details in
various Classification Notes on Strength Analysis of Hull for box girder flange with multiple webs
Structures.
402 The effective plate flange area is defined as the cross- 1.285 b
= ------------------- (rad)
sectional area of plating within the effective flange width. r tf
Continuous stiffeners within the effective flange may be in-
cluded. The effective flange width be is determined by the fol- b = 0.5 (bf tw) for symmetrical free flanges
lowing formula: = bf for unsymmetrical free flanges
be = C b (m) = s tw for box girder flanges
s = spacing of supporting webs for box girder (mm)
C = as given in Table C2 for various numbers of evenly tf = face plate thickness in general (mm)
spaced point loads (r) on the span = tw (maximum) for unsymmetrical free flanges
b = sum of plate flange width on each side of girder, nor- tw = web plate thickness (mm)
mally taken to half the distance from nearest girder or r = radius of curved face plate (mm).
1.0
the cross-section considered
= hn1 + hn2.
If an opening is located at a distance less than hw/3 from the
k b
cross-section considered, hn is to be taken as the smaller of the
0.6
net height and the net distance through the opening. See Fig.
12.
b
0.4
b
0.2
hn1
0
0 1 2 3 4 5 6
rtf
Fig. 12 hn
Effective width of curved face plates for alternative boundary a<hw/3
ls
conditions hw
2 tw
3 r t f + ks r 2
A e = ------------------------- t f b f (mm )
2
3 r tf + sr
AFI
Fig. 13
Curved shell panel
or
6.0
s h = -------- ( t w t k ) (m)
sv = spacing of stiffeners in m perpendicular to the girder
flange
sh = spacing of stiffeners in m parallel to the girder flange
tw = web thickness in mm
= 90 f1 N/mm2 in general within 20% of the span from
each end of the girder
= 60 f1 N/mm2 elsewhere.
the spacing between the plate flange and the nearest stiff- 607 The spacing st of tripping brackets is normally not to ex-
ener is not to exceed: ceed the values given in Table C3 valid for girders with sym-
sh = 0.055 (tw tk) (m) metrical face plates. For girders with unsymmetrical face
plates the spacing will be specially considered.
For each successive stiffener spacing away from the plate
flange sh may be increased by 10%. Table C3 Spacing between tripping brackets
below the transverse bulkhead verticals with adjoining Girder type 1) st (m)
brackets, the bottom girders are to have more closely Bottom transverse 0.02 bf,
spaced horizontal stiffeners or additional vertical stiffen- maximum 6
ers. The spacing of the stiffeners is not to exceed: Side and longitudinal bulkhead vertical 2) 0.012 bf
sh = 0.045 (tw tk) (m) Longitudinal girder, bottom 3) 0.014 bf
or Longitudinal girder, deck 0.014 bf,
maximum S
sv = 0.060 (tw tk) (m)
Deck transverse 0.02 bf,
maximum 6
stiffening arrangement will be specially considered with Transverse wash bulkhead vertical 0.009 bf
respect to docking. Transverse tight bulkhead vertical 0.012 bf
604 The web plate of transverses is to be effectively stiff- Stringer 0.02 bf,
maximum 6
ened. If the web plate is connected to the bottom longitudinals
bf = flange breadth in mm
on one side only, vertical stiffeners are to be applied, or the free
edge of the scallop is to be stiffened. S = distance between transverse girders in m.
605 If the web stiffeners are in line with the intersecting lon- 1) For girders in tanks in the afterbody and machinery spaces st is not to
exceed 0.012 bf.
gitudinals, frames or stiffeners, they are to be connected to the
2) If the web of a strength member forms an angle with the perpendicular
intersecting member. to the ship's side of more than 10, st is not to exceed 0.007 bf.
Stiffeners on the web plate perpendicular to the flange may be 3) In general, tripping brackets are to be fitted at all transverses. For cen-
sniped towards side, deck or bulkhead plating. tre girder, tripping brackets are also to be fitted at halfway between
transverses.
606 The web plate is to be specially stiffened at openings
when the mean shear stress exceeds 60 N/mm2. Stiffeners are 608 Tripping brackets on girders are to be stiffened by a
to be fitted along the free edges of the openings parallel to the flange or stiffener along the free edge if the length of the edge
vertical and horizontal axis of the opening. Stiffeners may be exceeds:
omitted in one direction if the shortest axis is less than 400 0.06 tt (m)
mm, and in both directions if length of both axes is less than
300 mm. Edge reinforcement may be used as an alternative to tt = thickness in mm of tripping bracket.
stiffeners, see Fig.16. Scallops for longitudinals, frames or
stiffeners deeper than 500 mm are to be stiffened along their The area of the stiffening is not to be less than:
free edge. 10 lt (cm2)
SECTION 4
DESIGN LOADS
ay = 0.3 g0 a0 (m/s2)
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 The roll axis of rotation may be taken at a height z m above the
L
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
from Fig. 2. 501 The pitch angle is given by:
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 ------ (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 + 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 is to 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 : = 1.025 t/m3 (i.e. g0 10). Tanks for heavier liquids may
be approved after special consideration. Vessels designed for
p2 = a ( pdp (4 + 0.2 ks) h0 ) 1) (kN/m2) 100% filling of specified tanks with a heavier liquid will be
= minimum 6.25 + 0.025 L1 for sides given the notation HL(), indicating the highest cargo density
= minimum 5 for weather decks. applied as basis for approval. The density upon which the
scantling of individual tanks are based, will be given in the ap-
The pressure pdp is taken as: pendix to the classification certificate.
302 The pressure in full tanks is to be taken as the greater of:
y 2
p dp = p l + 135 ---------------- 1.2 ( T z ) (kN/m )
B + 75 p = (g0 + 0.5 av) hs (kN/m2) [1]
2
pl = ks CW + kf p = g 0 [ 0.67 ( h s + b ) 0.12 Hb t ] (kN/m ) [ 2 ]
V V
= ( k s C W + k f ) 0.8 + 0, 15 ------- if ------- > 1.5
L L p = g 0 [ 0.67 ( h s + l ) 0.12 Hl t ]
2
(kN/m ) [ 3 ]
2.5 p = 0.67 ( g0 hp + pdyn) (kN/m2) [4]
ks = 3C B + ----------- at AP and aft
CB p = g0 hs + p0 (kN/m2) [5]
= 2 between 0.2 L and 0.7 L from AP av = vertical acceleration as given in B600, taken in cen-
4.0 tre of gravity of tank.
= 3C B + -------- at FP and forward.
CB = as given in B400
= as given in B500
Between specified areas ks is to be varied linearly. H = height in m of the tank
a = 1.0 for ship's sides and for weather decks forward of = density of ballast, bunkers or liquid cargo in t/m3,
0.15L from FP, or forward of deckhouse front, which- normally not to be taken less than 1.025 t/m3
ever is the foremost position (i.e. g0 10)
= 0.8 for weather decks elsewhere b = the largest athwartship distance in m from the load
h0 = vertical distance from the waterline at draught T to the point to the tank corner at top of the tank which is
load point (m) situated most distant from the load point. For tank
z = vertical distance from the baseline to the load point, tops with stepped contour, the uppermost tank cor-
maximum T (m) ner will normally be decisive
y = horizontal distance from the centre line to the load bt = breadth in m of top of tank
point, minimum B/4 (m) l = the largest longitudinal distance in m from the load
CW = as given in B200 point to the tank corner at top of tank which is situ-
kf = the smallest of T and f ated most distant from the load point. For tank tops
f = vertical distance from the waterline to the top of the with stepped contour, the uppermost tank corner
ship's side at transverse section considered, maximum will normally be decisive
0.8 CW (m) lt = length in m of top of tank
L1 = ship length, need not be taken greater than 300 (m). hs = vertical distance in m from the load point to the top
of tank, excluding smaller hatchways.
1) For ships with service restrictions, p2 and the last term in p1 may be re- hp = vertical distance in m from the load point to the top
duced by the percentages given in B202. CW should not be reduced. of air pipe
p0 = 25 kN/m2 in general
202 The sea pressure at minimum design draught which may = 15 kN/m2 in ballast holds in dry cargo vessels
be deducted from internal design pressures is to be taken as:
= tank pressure valve opening pressure when exceed-
p= 10 (TM z) (kN/m2)
ing the general value.
pdyn = calculated pressure drop according to Pt.4 Ch.6
= minimum 0 Sec.4 K201.
TM = minimum design draught in m normally taken as 0.35 For calculation of girder structures the pressure [4] is to be in-
T for dry cargo vessels and 2 + 0.02 L for tankers creased by a factor 1.15.
z = vertical distance in m from the baseline to the load The formulae normally giving the greatest pressure are indicat-
point. ed in Figs. 4 to 6 for various types.
203 The design pressure on watertight bulkheads (compart- For sea pressure at minimum design draught which may be de-
ment flooded) is to be taken as: duced from formulae above, see 202.
p = 10 hb (kN/m2) Formulae [ 2 ] and [ 3 ] are based on a 2% ullage in large
tanks.
hb = vertical distance in metres from the load point to the
deepest equilibrium waterline in damaged condition Guidance note:
obtained from applicable damage stability calcula- With respect to the definition of hs, hatchways may be consid-
tions. ered small to the extent that the volume of the hatchway is negli-
gible compared to the minimum ullage of the tank. Hatchways
204 The design pressure on inner bottom (double bottom for access only may generally be defined as small with respect to
the definition of hs.
flooded) is not to be less than:
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
p = 10 T (kN/m2).
Guidance note:
C 300 Liquids in tanks
If the pressure drop according to Pt.4 Ch.6 Sec.4 K201 is not
301 Tanks for crude oil or bunkers are normally to be de- available, pdyn may normally be taken as 25 kN/m2. for ballast
signed for liquids of density equal to that of sea water, taken as tanks and zero for other tanks. If arrangements for the prevention
(5)
(3) (3)
(2) (2) (2)
(4)
Fig. 6
(1) (1) Section in engine room
For strength members located less than 0.25 bb away from lon-
Fig. 4 gitudinal wash bulkheads and tank sides the pressure is not to
Section in cargo tanks be taken less than:
B 2
p = 3 --------- b b (kN/m )
100
s 2 2
p = p bhd 1 --- (kN/m ) for webframes
(1) ls
(4) [(5)]
s 2 2
p = p bhd 1 ----- (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 are to have scant- considered.
lings for unrestricted filling height. ls and bs as given in 306.
For strength members located less than 0.25 lb away from wash 305 Tanks with free sloshing breadth bs > 0.56 B will be sub-
and end bulkheads the pressure is not to be taken less than: ject to specified restrictions on maximum GM. In addition
such tanks and/or tanks with a sloshing length such that 0.13 L
L 2 < l s < 0.16 L may be designed for specified restrictions in fill-
p = 4 --------- l b (kN/m )
200 ing height.
Maximum allowable GM, cargo density and possible restric-
lb = distance in m between transverse tank bulkheads or tions on filling heights will be stated in the appendix to the
fully effective transverse wash bulkheads at the height classification certificate.
at which the strength member is located The sloshing pressures (p) given in 306 and 309 are to be con-
(t < 0.2). sidered together with the normal strength formulae given in
( 1 + nl l ) ( 1 + l n 4 ) b
Sec.7, Sec.8 and Sec.9. = ---------------------------------------------------------- for tank sides
( 1 + nl )( 1 + n4 )
The impact pressures (pi) given in 307, 308, 309, and 310 are
to be used together with impact strength formulae given in [ 1 + l ( nl 1 ) ] ( 1 + l n 4 ) b
Sec.9 E400. = -------------------------------------------------------------------- for wash bulkhead
( 1 + n l ) ( 1 + n4 )
bs and ls as given in 306.
l = tank length in m
0 .2 5 b s 0 .3 b s 0 .1 5 b s
b = tank breadth in m
nt = number of transverse wash bulkheads in the tank
with t < 0.5
0 .2 5 l s 0 .3 l s 0 .1 5 l s
S lo s h in g Im p a c t
p re s s u re p re s s u re
Ps H
Pi
h
0 .2 b s
or
0 .2 l s o 0,25 0,5
t
ls
Fig. 8
bs Wash bulkhead coefficient
h 2
kf = 1 2 0.7 ---- , maximum = 1
H 0 0.5 1.0
h
---
- t
= 1
H max
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
ls = effective sloshing length in m given as: with l < 0.5
l = similar to t but taken for longitudinal wash bulkhead
( 1 + n t t ) ( 1 + t n2 ) l n4 = number of longitudinal ring-girders in the tank be-
= ----------------------------------------------------- for end bulkheads tween the breadth
( 1 + nt ) ( 1 + n2 ) b
------------------ .
( 1 + nl )
[ 1 + t ( n t 1 ) ] ( 1 + t n2 ) l
= ------------------------------------------------------------------ for wash bulkheads l = similar to t taken for longitudinal ring-girders.
( 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-
sure on horizontal and inclined surfaces adjacent to vertical height h < 0.2 ls or h < 0.2 bs a reflected impact pressure of the
surfaces in upper part of the tank due to high liquid velocities same magnitude as on adjacent transverse or longitudinal bulk-
meeting these surfaces. For horizontal or inclined panels head is to be used on the under side of the stringer panel.
(deck, horizontal stringers etc.) the impact pressure on upper
parts of the tank may be taken as: ls and bs are free sloshing length and breadth in m at height
considered, as given in 306.
Within 0.15 ls from transverse wash or end bulkheads:
k = 1 for L < 200
220 l s 2
pi = g0 kf -------------- 7.5 sin2 (kN/m ) = 1.4 0.002L for L > 200
L = angle between the lower boundary panel and the hori-
zontal.
ls 350 + L
for --- < ------------------- 309 For tanks with upper panels higher than L/20 m above
L 3550 lowest seagoing waterline the sloshing and impact pressures
ls given in 306 and 307 are to be multiplied by the following
L 2
= g 0 k f 25 + ------ 0.5 + --- sin2 (kN/m ) magnification factors:
13 L
SECTION 5
LONGITUDINAL STRENGTH
ship length as obtained from the calculation for load conditions en as positive values, and are to be integrated in the forward di-
specified in 102. rection from the aft end of L. The sign conventions of QS and
For these calculations, downward loads are assumed to be tak- MS are as shown in Fig. 1.
( + )
Q S:
AFT FORE
( + )
M S:
Fig. 1
Sign Conventions of QS and MS
102 The stillwater bending moments and shear forces are to MS = ksm MSO (kNm)
be calculated for all relevant homogeneous and non-homoge-
neous, full and part load conditions, including tank cleaning M SO = as given in 103
conditions for ships intended to carry cargo oil, as well as bal- ksm = 1.0 within 0.4 L amidships
last conditions and docking condition afloat. = 0.15 at 0.1 L from A.P. or F.P.
= 0.0 at A.P. and F.P.
For oil carriers complying with the requirements for the segre-
gated ballast tanks as stipulated in Pt.5 Ch.3 Sec.3 B, the bal- Between specified positions ksm is to be varied linearly.
last conditions shall in addition to the segregated ballast Values of ksm may also be obtained from Fig. 2.
condition include one or more relevant conditions with addi-
tional ballast in cargo tanks.
For product tankers and chemical tankers conditions with high
density or segregated cargo are to be included.
For smaller ships the stillwater bending moments and shear
forces may have to be calculated for ballast and particular non-
homogeneous load conditions after special considerations.
For each condition the calculations are to be based on relevant
and realistic amounts of bunker, fresh water and stores at de-
parture and arrival.
Also short voyage or harbour conditions including loading and
unloading transitory conditions are to be checked where appli-
cable.
Guidance note:
It is advised that the ballast conditions determining the scantlings
are based on the filling of ballast in as few cargo tanks as practi-
cable, and it is important that the conditions will allow cleaning
of all cargo tanks with the least possible shifting.
Fig. 2
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e--- Stillwater bending moment
103 The design stillwater bending moments amidships (sag-
ging and hogging) are normally not to be taken less than: The extent of the constant design bending moments amidships
MS = MSO (kNm) may be adjusted after special consideration.
105 The design values of stillwater shear forces along the
M SO = 0.065 CWU L2 B (CB + 0.7) (kNm) in sagging length of the ship are normally not to be taken less than:
= CWU L2 B (0.1225 0.015 CB) (kNm) in hogging
C WU = CW for unrestricted service.
QS = ksq QSO (kN)
Larger values of MSO based on cargo and ballast conditions are
to be applied when relevant, see 102. M SO
Q SO = 5 ------------ (kN)
For ships with arrangement giving small possibilities for vari- L
ation of the distribution of cargo and ballast, MSO may be dis-
pensed with as design basis. MSO = design stillwater bending moments (sagging or hog-
104 When required in connection with stress analysis or ging) given in 103.
buckling control, the stillwater bending moments at arbitrary Larger values of QS based on load conditions (QS =
positions along the length of the ship are normally not to be QSL) are to be applied when relevant, see 102. For
taken less than: ships with arrangement giving small possibilities for
variation in the distribution of cargo and ballast, QSO Between specified CA-values and positions k wm is to be varied
may be dispensed with as design basis linearly. Values of k wm may also be obtained from Fig. 3.
k sq = 0 at A.P. and F.P.
= 1.0 between 0.15 L and 0.3 L from A.P.
= 0.8 between 0.4 L and 0.6 L from A.P. kwm
= 1.0 between 0.7 L and 0.85 L from A.P.
Between specified positions ksq is to be varied linearly.
1.2
Sign convention to be applied:
1.0
when sagging condition positive in forebody, negative in
afterbody
when hogging condition negative in forebody, positive in
afterbody.
B 200 Wave load conditions 0
0.0 0.4 0.48 0.65 1,0
201 The rule vertical wave bending moments amidships are
given by: A.P. F.P.
MW = MWO (kNm)
Fig. 3
MWO = 0.11 CW L2 B (CB + 0.7) (kNm) in sagging Wave bending moment distribution
= 0.19 CW L2 B C B (kNm) in hogging
= 1.0 for seagoing conditions
= 0.5 for harbour and sheltered water conditions (en- 203 The rule values of vertical wave shear forces along the
closed fjords, lakes, rivers). length of the ship are given by:
CB is not be taken less than 0.6. Positive shear force, to be used when positive still water shear
force:
202 When required in connection with stress analysis or
buckling control, the wave bending moments at arbitrary posi- Q WP = 0.3 kwqp CW L B (C B + 0.7) (kN)
tions along the length of the ship are normally not to be taken Negative shear force, to be used when negative still water
less than: shear force:
MW = kwm MWO (kNm) Q WN = 0.3 kwqn CW L B (C B + 0.7) (kN)
M WO = as given in 201 Positive shear force when there is a surplus of buoyancy for-
k wm = 1.0 between 0.40 L and 0.65 L from A.P. ward of section considered, see also Fig. 1.
= 0.0 at A.P. and F.P. Negative shear force when there is a surplus of weight forward
For ships with high speed and/or large flare in the forebody the of section considered.
adjustments to kwm as given in Table B1, limited to the control
for buckling as given in Sec.13, apply. = 1.0 for seagoing conditions
= 0.5 for harbour and sheltered water conditions (en-
Table B1 Adjustments to kwm closed fjords, lakes, rivers)
kwqp = 0 at A.P. and F.P.
Load Sagging and hogging Sagging only = 1.59 CB/(CB + 0.7) between 0.2 L and 0.3 L from
condition A.P.
CAV 0.28 0.32 1 ) = 0.7 between 0.4 L and 0.6 L from A.P.
CAF 0.40 0.50 = 1.0 between 0.7 L and 0.85 L from A.P.
1.2 between 1.2 between kwqn = 0 at A.P. and F.P.
0.48 L and 0.48 L and = 0.92 between 0.2 L and 0.3 L from A.P.
No No
kwm
adjust-
0.65 L
adjust-
0.65 L = 0.7 between 0.4 L and 0.6 L from A.P.
from A.P. from A.P. = 1.73 CB/(CB + 0.7) between 0.7 L and 0.85 L from
ment 0.0 at F.P. ment 0.0 at F.P. A.P.
and A.P. and A.P. CW = as given in 201.
1) Adjustment for CAV not to be applied when CAF 0.50.
For ships with high speed and/or large flare in the forebody, the
cv V adjustments given in Table B2 apply.
C AV = ---------
L Table B2 Adjustments to kwq
Load
c v V A DK A WP condition Sagging and hogging Sagging only
C AF = --------- + ------------------------------
L Lz CAV 0.28 0.32 1 )
f
CAF 0.40 0.50
L 1.0 aft of 1.0 aft of
cv = --------- , maximum 0,2 0.6 L from 0.6 L from
50 A.P. A.P.
Multiply 1.0 1.2 between 1.0 1.2 between
A DK = projected area in the horizontal plane of upper deck kwq by 0.7 L and 0.7 L and
(including any forecastle deck) forward of 0.2 L 0.85 L 0.85 L
from F.P. from A.P. from A.P.
A WP = area of waterplane forward of 0.2 L from F.P. at 1) Adjustment for CAV not to be applied whenCAF 0.50.
draught T
zf = vertical distance from summer load waterline to C AV = as defined in 202
deckline measured at F.P. C AF = as defined in 202.
Between specified positions kwq is to be varied linearly. Val- The effective sectional area of strength members between
ues of kwq may also be obtained from Fig. 4. hatch openings in ships with twin or triple hatchways is to be
taken as the net area multiplied by a factor 0.6 unless a higher
kwqp factor is justified by direct calculations.
1,0 Superstructures which do not form a strength deck are not to be
included in the net section. This applies also to deckhouses,
1,59C B bulwarks and non-continuous hatch side coamings.
C B + 0,7
For definition of strength deck, see Sec.1 B205.
0,7 102 The rule section modulus generally refers to the baseline
and the deckline.
103 Continuous trunks, longitudinal hatch coamings and
0 above deck longitudinal girders are to be included in the longi-
0,0 0,2 0,3 0,4 0,6 0,7 0,85 1,0
A.P. F.P.
tudinal sectional area provided they are effectively supported
by longitudinal bulkheads or deep girders. The deck modulus
kwqn is then to be calculated by dividing the moment of inertia by
0,92
the following distance, provided this is greater than the dis-
tance to the deck line at side:
1,73CB ya
C B + 0,7 z = ( z n + z a ) 0.9 + 0.2 ----- , minimum z n
B
0,7
ya = distance in m from the centre line of the ship to the side
of the strength member.
0
0,0 0,2 0,3 0,4 0,6 0,7 0,85 1,0 ya and za are to be measured to the point giving the largest val-
A.P. F.P. ue of z.
Fig. 4 104 The main strength members included in the hull section
Wave shear force distribution modulus calculation are to extend continuously through the
cargo region and sufficiently far towards the ends of the ship.
105 Longitudinal bulkheads are to terminate at an effective
204 When hull girder stresses due to wave loads are com- transverse bulkhead, and large transition brackets are to be fit-
bined with local stresses in girder systems, stiffeners and plat- ted in line with the longitudinal bulkheads.
ing in accordance with Sec.12, the wave bending moments and
shear forces may be reduced as follows: C 200 Extent of high strength steel (HS-steel)
MWR = 0.59 MW 201 The vertical extent of HS-steel used in deck or bottom is
not to be less than:
QWR = 0.59 QW
205 The rule horizontal wave bending moments along the f 2 f3
length of the ship are given by: z hs = z n ---------------
f2
M WH = 0.22 L9/4 ( T + 0.3 B) CB (1 cos (360 x/L )) (kNm)
f2 = stress factor, for the bottom given in Sec.6 and for the
x = distance in m from A.P. to section considered. deck in Sec.8
f3 = material factor (general symbol f1) for the members lo-
cated more than zhs from deck or bottom, see Fig. 5.
206 The rule wave torsional moments along the length of the
ship due to the horizontal wave- and inertia forces and the ro-
tational wave- and inertia moment loads are given by: STRESS FACTOR IN DECK ( OR BOTTOM ) = f2
M WT = K T1 L5/4 (T + 0.3 B) CB ze
K T2 L4/3 B2 CSWP (kNm) ZHS HS - STEEL
175 f3
Zn
water plane area of vessel in m2 at draught T STEEL WITH
RE
A WP =
ST
MATERIAL
ze = distance in m from the shear centre of the midship FACTOR = f3
G
NEUTRAL AXIS
202 The longitudinal extent of HS-steel used in deck or bot- CB is in this case not to be taken less than 0.60.
tom is not to be less than xhs as indicated in Fig. 6.
Table C1 Values for CWO
( NS ) L CWO L CWO L CWO
X
160 9.09 260 10.50
HS ( minimum )
170 9.27 280 10.66
180 9.44 300 10.75
NS 190 9.60 350 10.75
100 7.92 200 9.75 370 10.70
110 8.14 210 9.90 390 10.61
X
120 8.34 220 10.03 410 10.50
HS ( general )
130 8.53 230 10.16 440 10.29
NS NS 140 8.73 240 10.29 470 10.03
150 8.91 250 10.40 500 9.75
0.4L For ships with restricted service, CWO may be reduced as fol-
lows:
xhs (minimum) implies that the midship scantlings are to be 303 The section modulus requirements about the transverse
maintained outside 0.4 L amidships to a point where the scant- neutral axis based on cargo and ballast conditions are given by:
lings equal those of an identical ship built of normal strength MS + MW 3 3
steel over the full length. xhs (general) implies that the scant- Z O = --------------------------- 10 (cm )
l
lings outside 0.4 L may be gradually reduced as if HS-steel was
used over the full length. Where material strength group l = 175 f1 N/mm2 within 0.4 L amidship
changes, however, continuity in scantlings is to be maintained. = 125 f1 N/mm2 within 0.1 L from A.P. or F.P.
C 300 Section modulus Between specified positions l is to be varied linearly.
301 The requirements given in 302 and 303 will normally be 304 The midship section modulus about the vertical neutral
satisfied when calculated for the midship section only, provid- axis (centre line) is normally not to be less than:
ed the following rules for tapering are complied with:
5 94 3
a) Scantlings of all continuous longitudinal strength mem- Z OH = ---- L ( T + 0.3B ) C B (cm )
f1
bers are to be maintained within 0.4 L amidships.
In special cases, based on consideration of type of ship, The above requirement may be disregarded provided the com-
hull form and loading conditions, the scantlings may be bined effects of vertical and horizontal bending stresses at
gradually reduced towards the ends of the 0.4 L amidship bilge and deck corners are proved to be within 195 f1 N/mm2.
part, bearing in mind the desire not to inhibit the vessel's The combined effect may be taken as:
loading flexibility.
2 2
b) Scantlings outside 0.4 L amidships are gradually reduced s + w + wh
to the local requirements at the ends, and the same material
strength group is applied over the full length of the ship. s = stress due to MS
w = stress due to MW
The section modulus at other positions along the length of the wh = stress due to MWH, the horizontal wave bending mo-
ship may have to be specially considered for ships with small ment as given in B205.
block coefficient, high speed and large flare in the forebody or
when considered necessary due to structural arrangement, see
A106. 305 The stress concentration factor due to fatigue control of
scallops e.g. in way of block joints is not to be greater than:
In particular this applies to ships of length L > 120 m and speed - for scallops in deck
V > 17 knots.
302 The midship section modulus about the transverse neu- d Z deck
K ga = -------------------------------------------------------------
tral axis is not to be less than: 240 ( M W, hog M W, sag )
= 1.15 for fully coated tanks and fuel tanks sible longitudinal bulkhead are given by:
= 1.28 for dry cargo holds and void spaces
Zdeck = midship section modulus in cm3 at deck as built ( Q S + Q W ) 0.5Q S S N 2
midship section modulus in cm3 at bottom as t = -------------------------------------------------------------- ------- 10 (mm)
Zbottom = IN
built
MW, hog = the rule vertical wave hogging bending moment = shear force distribution factor as given in Table D1
amidship, as defined in B201
MW, sag = the rule vertical wave sagging bending moment Table D1 Shear force distribution factor
amidship, as defined in B201.
AS
Stress concentration factors for scallops are given in Table C2. S = 0 . 109 + 0 . 0911 --------
AL
Table C2 Stress concentration factors Kga for scallops
AS
Structure Point A Point B L = 0 . 391 0 . 0911 --------
AL
AS
S = 0 . 338 + 0 . 0167 --------
AC
1.67 1.2
AS
C = 0 . 324 0 . 0334 --------
AC
S = 0.5
1.13 1.2
S = 0.5
Q SL = C p ( P H + ( KN PN ) ) CD T1 (kN) 202 For shell plates completely within a top wing tank or a
hopper tank, the thickness requirements calculated from the
formula in 103 may be divided by 1.2.
PH = cargo or ballast in t for the hold in question
PN = bunker or ballast (t) in double bottom tank no. N (port D 300 Ships with two effective longitudinal bulkheads
and starboard) situated below considered hold 301 Between fore bulkhead in after cargo tank/hold and after
T1 = draught in m at the middle of hold bulkhead in fore cargo tank/hold, the sum of thickness at 0.5 D
CP = load correction factor in kN/t of ship's sides and longitudinal bulkheads is normally not to be
CD = buoyancy correction factor in kN/m less than:
13
VH AN 2. 7 ( LB )
KN = ------------------------- to be calculated for each filled tank t = ------------------------------ + t k (mm)
H AN AB f1
{
r expresses the ratio between the part of loading from the wash
bulkheads and the transverses in the centre tank which is car- QS
ried to the ship's side, and the part which remains in the longi-
tudinal bulkhead. For preliminary calculations, r may be taken
}
as 0.5.
r may be derived from the following formula: + QS
}
1
r = -------------------------------------------------
A L 2 ( N s + 1 )bA L QS
------- + -----------------------------------
AS l ( Ns AT + R ) RESULTING SHEAR FORCE CURVE
FOR THE LONGITUDINAL BULKHEAD
b = mean span of transverses in the side tank in m (includ-
ing length of brackets)
AT = shear area of a transverse wash bulkhead in the side L
tank in cm2, taken as the smallest area in a vertical sec-
tion Fig. 8
NS = number of wash bulkheads in the side tank along the Shear force correction
length l.
R is an expression for the total efficiency of the girder frames D 400 Ships with number of effective longitudinal bulk-
in the side tank, given by the formula: heads different from two
n AR 2 401 The sum of thicknesses at 0.5 D of ship's sides and lon-
R = --- 1 ------- (cm ) gitudinal bulkhead(s) is not to be less than:
2
13
2.6 ( LB )
n = number of girder frames along the tank length l t = ------------------------------- ( 0.8 + 0.1n ) + t k (mm)
AR = shear area in cm2 of a transverse girder frame in the f1
side tank, taken as the sum of the shear areas of trans-
verses and cross ties n = number of longitudinal bulkheads.
2
300b A R Above 0.5 D the thickness of the longitudinal bulkhead plating
= 1 + -----------------------
may be linearly reduced to 90% at deck.
IR
The requirement applies to the region between fore bulkhead
IR = moment of inertia in cm4 of a transverse girder frame in after cargo tank and after bulkhead in fore cargo tank. Out-
in the side tank, taken as the sum of the moment of in- side this region, the sum of thicknesses may be varied linearly
ertia of transverses and cross ties. to give the shear area required by 103 at fore end of machinery
spaces and after end of fore peak or adjacent deep tank.
Plus or minus sign before the QS-term in the expressions for
plate thickness depends on whether inclination of the shear 402 For ships with double sides and a centre line bulkhead
force curve increases or decreases due to the loading in the the thickness of centre line bulkhead and the double side is not
centre tank. For the longitudinal bulkheads this relation is in- to be less than given by the formula in 103. Above 0.5 D the
thickness of the plating may be linearly reduced to 90% at CT = fraction of the centre tank load going to the trans-
deck. verse bulkhead found by a direct calculation. A
value of 0.5 b /(b + lc) may otherwise be used
b = breadth in m of the inner bottom between the inner
PC = PC1 + PC2 sides
Load in the double bottom below lc = distance in m between oiltight transverse bulkheads
the centre tanks to be included in PC in the centre tank
s = distance in m between floors in the centre tank
The shear force correction QS for the ship side may be taken
When QS = QSL, the shear force correction due to load distri- according to the principles outlined in Fig. 7, always giving a
bution is given by: decreased inclination of the shear force curve.
dinals or longitudinal girders does not exceed 25% of the web E 400 Reinforcement and shape of smaller openings
depth, for scallops maximum 75 mm.
401 In strength deck and outer bottom within 0.6 L amid-
203 In longitudinals, the longitudinal distance between sin- ships (for open ships within the total cargo hold region), cir-
gle openings or group of openings is not to be less than 10 cular openings with diameter equal to or greater than 0.325 m
times the height of opening. are to have edge reinforcement. The cross-sectional area of
edge reinforcements is not to be less than:
204 A deduction-free sum of smaller openings breadths in
one transverse section in the bottom or deck area equal to 2.5 b t (cm2)
0.06 (B b) b = diameter of opening in m
may be considered equivalent to the above reduction in section t = plating thickness in mm.
modulus.
The reinforcement is normally to be a vertical ring welded to
B = breadth of ship the plate edge. Alternative arrangements may be accepted but
b = sum of breadths of large openings. the distance from plating edge to reinforcement is in no case to
exceed 0.05 b.
205 When calculating deduction-free openings, the openings 402 In areas specified in 401 elliptical openings with breadth
are assumed to have longitudinal extensions as shown by the greater than 0.5 m are to have edge reinforcement if their
shaded areas in Fig. 9, i.e. inside tangents at an angle of 30 to length/breadth ratio is less than 2. The reinforcement is to be
each other. as required in 401 for circular openings, taking b as the breadth
of the opening.
403 In areas specified in 401 rectangular and approximately
rectangular openings are to have a breadth not less than 0.4 m.
For corners of circular shape the radius is not to be less than:
b' R = 0.2 b
b1 b = breadth of opening.
The edges of such rectangular openings are to be reinforced as
required in 401.
For corners of streamlined shape, as given by Fig. 10 and table
b'' E1, the transverse extension of the curvature is not to be less
30o than:
b2
a = 0.15 b (m)
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 are to be of circular shape and are to have edge rein-
forcement as given in 401 irrespective of size of opening.
SECTION 6
BOTTOM STRUCTURES
ble. The total area of the air holes is to be greater than the area tion with the drainage arrangements of holds, shall not extend
of the filling pipes. in depth more than necessary. A well extending to the outer
407 The access opening to pipe tunnel is to be visible above bottom may, however, be permitted at the after end of the shaft
the floor plates and is to be fitted with a rigid, watertight clo- tunnel of the ship. Other wells may be permitted if the arrange-
sure. ment gives protection equivalent to that afforded by a double
bottom complying with this regulation.
A notice plate is to be fitted stating that the access opening to
the pipe tunnel is to be kept closed. The opening is to 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, is not thereby impaired.
not to terminate abruptly. Ends are to be tapered, and internal
stiffening is to 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 are to 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 is to be of the same material strength as the Sec.3.
bilge strake to which it is attached and of the steel grade ac- (SOLAS, Reg. II-1/12-1).
cording to Sec.2 Tables B1 and B2 as a bilge strake. The bilge
keel is to be of the same material strength as the bilge strake to
which it is attached.
409 Weld connections are to satisfy the general requirements B. Design Loads
given in Sec.11.
410 For end connections of stiffeners and girders, see Sec.3 B 100 Local loads on bottom structures
C. 101 All generally applicable local loads on bottom structures
are given in Table B1, based upon the general loads given in
A 500 Bottom arrangement 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 is to be continued out to the ship's side in such a bottom structures, total loads are to 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.
Inner bottom
p 8 = 10h s + p 0
p 9 = ( g 0 + 0.5a v ) h s
2)
Liquid cargo in tank above
p 10 = g 0 [ 0.67 ( h s + b ) 0.12 H b t ]
p 11 = 0.67 ( g 0 h p + p dyn )
p 12 = g 0 h s + p 0
0.04L 1
t = 5.0 + ----------------- + t k (mm) R
f1
305 Between the midship region and the end regions there is
to be a gradual transition in plate thickness.
306 The thickness of the bilge plate is not to be less than that
s a
of the adjacent bottom and side plates, whichever is the greater.
p
307 If the bilge plate is not stiffened, or has only one stiffener
inside the curved part, the thickness is not to be less than:
3 2
R lp
t = ------------------- + t k
900 Fig. 1
Not stiffened bilge plate
R = radius of curvature (mm)
l = distance between circumferential stiffeners, i.e. bilge
brackets (mm) 403 The longitudinal and combined buckling strength is to
p = 10 (T + B /2 + 0.088 CB (B/2 + 0.8 CW)) (kN/m2) be checked according to Sec.13.
= 2 p1 10T (minimum) C 500 Plating in double bottom floors and longitudinal
= roll angle in radians as given in Sec.4 B400. girders
CW = wave coefficient as given in Sec.4 B200. 501 The thickness requirement of floors and longitudinal
girders forming boundaries of double bottom tanks is given by:
In case of longitudinal stiffening positioned outside the curva-
ture, R is substituted by: 15.8 k a s p
R1 = R + 0.5 (a + b) t = ---------------------------- + t k (mm)
See Fig. 1.
p = p13 to p15 (when relevant) as given in Table B1
The lengths a and b are normally not to be greater than s/3. p = p1 for sea chest boundaries (including top and partial
bulkheads)
C 400 Inner bottom plating = allowable stress, for longitudinal girders within0.4L
401 The thickness requirement corresponding to lateral pres- given by:
sure is given by:
Transversely Longitudinally
15.8k a s p stiffened stiffened
t = --------------------------- + t k (mm)
190 f1 120 f2b, maximum 130 f1 130 f1
2 h
0.63 l s p w k 3 = --- + t k
Z = ------------------------------- (cm ) g
f1
k = 0.02 L1
p = p1 to p15 (when relevant) as given in Table B1. = 5.0 maximum
h = profile height in m
602 Struts fitted between bottom and inner bottom frames g = 70 for flanged profile webs
are in general not to be considered as effective supports for the
frames. = 20 for flat bar profiles.
The requirements given in 601, however, may be reduced after 704 Struts fitted between bottom and inner bottom longitudi-
special consideration. When bottom and inner bottom frames nals are in general not to be considered as effective supports
have the same scantlings, a Z-reduction of 35% will be accept- for the longitudinals. The requirements given in 701, however,
ed if strut at middle length of span. may be reduced after special consideration. When bottom and
603 The thickness of web and flange is not to be less than the inner bottom longitudinals have the same scantlings, a Z-re-
larger of: duction of 35% will be accepted if strut at middle length of
span.
705 A longitudinal is to be fitted at the bottom where the cur-
k vature of the bilge plate starts.
t = 5.0 + ---------- + t k (mm)
f1
C 800 Inner bottom longitudinals
h 801 The section modulus requirement is given by:
= --- + t k
g 2
83 l s p w k 3
Z = -------------------------- (cm )
k = 0.02 L1
= 5.0 maximum
h = profile height in m p = p4 to p15 (whichever is relevant) as given in Table
g = 70 for flanged profile webs B1
= 20 for flat bar profiles. = 225 f1 100 f2B 0.7 dbwithin 0.4 L (maximum
160 f1)
C 700 Bottom longitudinals = 160 f1 within 0.1 L from the perpendiculars.
701 The section modulus requirement is given by: Between specified regions the -value may be varied linearly.
83 l s p w k
2
3
db = mean double bottom stress at plate flanges, normal-
Z = --------------------------- (cm ) ly not to be taken less than:
= 20 f1 for cargo holds in general cargo vessels
p = p1 to p3 (when relevant) as given in Table B1 = 50 f1 for holds for ballast
= allowable stress (maximum 160 f1) given by: = 85 f1 b/B for tanks for liquid cargo
f2b = stress factor as given in A200
within0.4 L: b = breadth of tank at double bottom.
802 The thickness of web and flange is not to be less than the
Single bottom Double bottom larger of:
225 f1 130 f2b 225 f1 130 f2b 0.7 db
For bilge longitudinals the allowable stress is to be taken as
225 f1 130 f2 (zn za)/zn, where zn, za are taken as defined in k
t = 5.0 + ---------- + t k (mm)
Sec.7 A201. f1
within 0.1 L from perpendiculars: = 160 f1
h
= --- + t k
Between specified regions the - value may be varied linearly. g
db = mean double bottom stress at plate flanges, normally
not to be taken less than: k = 0.02 L1
= 20 f1 for cargo holds in general cargo vessels = 5.0 maximum
= 50 f1 for holds for ballast h = profile height in m
= 85 f1 b/B for tanks for liquid cargo g = 70 for flanged profile webs
f 2b = stress factor as given in A200 = 20 for flat bar profiles.
b = breadth of tank at double bottom. 803 Struts fitted between bottom and inner bottom longitudi-
nals are in general not to be considered as effective supports
Longitudinals connected to vertical girders on transverse bulk- for the longitudinals. The requirements given in 801, however,
heads are to be checked by a direct stress analysis, see Sec.12 may be reduced after special consideration. When bottom and
C. inner bottom longitudinals have the same scantlings, a Z-re-
702 The buckling strength of longitudinals is to be checked duction of 35% will be accepted if strut at middle length of
according to Sec.13. span.
703 The thickness of web and flange is not to be less than the 804 The buckling strength is to be checked according to
larger of: Sec.13.
ing longitudinal subject to the forces from docking blocks. be of such a height that their upper edge is well above the stern-
tube.
G 200 Scantlings
E. Double Bottom Girder System below Cargo 201 The thickness of web plates, brackets and stiffeners is
Holds and Tanks generally not to be less than:
E 100 Main scantlings k
t = 5.0 + ---------- + t k (mm)
101 In addition to fulfilling the minimum and local require- f1
ments given in C and D, the main scantlings of the girder sys-
tem below cargo holds and tanks for cargo or ballast are
normally to be based on a direct strength analysis as outlined k = 0.03 L1 for web plates and brackets (maximum 6)
in Sec.12. The distance between floors and side girders given = 0.01 L1 for stiffeners on web plates.
in D200 and D300 may then be modified.
The thickness of girders and floors is in addition not to be less
Special attention is to be given to the relative deflection be- than:
tween the transverse bulkhead and the nearest floor.
t = 12 s + tk (mm)
In dry Cargo ships with homogeneous loading only, the scant-
lings may be based on the local and minimum requirements in s = stiffener spacing in m.
C and D.
202 Girder flanges are to have:
a thickness not less than 1/30 of the flange width when the
F. Single Bottom Girders flange is symmetrical, and not less than 1/15 of the flange
width when the flange width is asymmetrical
F 100 Main scantlings a width not less than 1/20 of the distance between tripping
brackets.
101 The main scantlings of single bottom girder system in
tanks for liquid cargo and ballast are to be based on a direct G 300 Details
stress analysis as outlined in Sec.12. The loads given in B are
to be used as basis for such calculations. 301 For end connections and stiffening of girders in general,
see Sec.3 C.
F 200 Local scantlings 302 Stiffeners on floors and girders in the after peak are to
201 The thickness of web plates, flanges, brackets and stiff- have end connections.
eners is generally not to be less than:
k L1
t = 6.0 + ---------- + t k (mm) H. Special Requirements
f1
H 100 Vertical struts
k = 0.04 for centre girder plating up to 2 m above keel plate 101 Where bottom and inner bottom longitudinals or frames
= 0.02 for other girders and remaining part of centre are supported by vertical struts, the sectional area of the strut is
girder not to be less than:
= 0.01 for stiffeners on girders.
k l sT 2
The thickness of girders is in addition not to be less than: A = -------------- (cm )
f1
t = 15 s + tk (mm)
k = 0.7 in way of ballast tanks
s = web stiffener spacing in m. = 0.6 elsewhere
202 The thickness of the web plates is in addition to be l = stiffener span in m disregarding the strut.
checked for buckling according to Sec.13, with respect to in- The moment of inertia of the strut is not to be less than:
plane compressive and shear stresses.
I = 2.5 hdb2 A (cm4)
203 Girder flanges are to have:
a thickness not less than 1/30 of the flange width when the h db = double bottom height in m.
flange is symmetrical, and not less than 1/15 of the flange
width when the flange width is asymmetrical. H 200 Strengthening against slamming
204 The end connections and stiffening of single bottom 201 The bottom forward is to be strengthened according to
girder systems are to be as given in Sec.3 C. the requirements given in the following. For ships with service
restriction notations the strengthening will be specially consid-
ered.
The bottom aft in vessels with full deck breadths aft and nearly
G. Girders in Peaks horizontal bottom areas may have to be strengthened after spe-
cial consideration.
G 100 Arrangement
202 For every oil tanker subject to Regulation 13 of MAR-
101 Girders in fore and after peaks supporting longitudinals POL 73/78, Annex I the strengthening of the bottom forward
or transverse frames, are normally to have spacing not exceed- is to be based on the draught using the segregated ballast tanks
ing 1.8 m. Heavy intersecting girders or bulkheads at distances only.
generally not exceeding the smaller of 0.125 B and 5 m are to
support the girders mentioned above. (IACS UR S 13).
102 In the after peak of single screw ships, the floors are to 203 The design slamming pressure is to be taken as:
c1 c2 L x 2
p sl = ----------- B B 0.56 ------------ --- (kN/m )
T BF 1250 L
0.15 Tbf
c1
L 13
225
c1 = --- for L > 150m
2 LONGITUDINAL SECTION F. P.
20T BF
c2 = 1675 1 ---------------- A A
L
T BF = design heavy weather ballast draught in m at F.P.
BB = the breadth of the bottom in m at the height 0.15TBF
above the baseline measured at the cross section Bb
considered.
B B is not to be taken greater than the smaller of
1.35 TBF and 0.55 L
x = longitudinal distance in m from F.P. to cross section
considered, but need not be taken smaller than x1 SECTION A - A
13 L x1
x1 = 1.2 ( C B ) ------------ L
2500
The assumed variation in design slamming pressure is shown
in Fig. 2.
BU
204 If the ship on the design ballast draught TBFpsl is intend-
LB
RE
ed to have full ballast tanks in the forebody and the load from
OU
SU
ES
S
the ballast will act on the bottom panel, the slamming pressure
PR
BO
may be reduced by 14 h kN/m2 where h is the height in m of
W
NG
the ballast tank.
MI
AM
205 The thickness of the bottom plating below 0.05 TBF
SL
0.9 k a k r s p sl
t = ------------------------------------ + t k (mm)
f1
F. P.
1 s
= 0.5 -
r 208 The net connection area of continuous stiffeners at gird-
ers is to satisfy the following expression:
r = radius of curvature in m
pls = as given in 203 or 204. 1.7 AF + AW = 2 AS
206 Above the area given in 203 the thickness may be grad- AF = connection area at flange in cm2
ually reduced to the ordinary requirement at side. For vessels AW = connection area at web in cm2
with rise of floor, however, reduction will not be accepted be- AS = as given in 207, to be multiplied by f1 if HTS in stiff-
low the bilge curvature. ener and MS in girder.
207 The section modulus of longitudinals or transverse stiff- 209 In the bottom below 0.05 TBF the spacing of stiffeners
eners supporting the bottom plating defined in 205 and 206 is on web plates or bulkheads is near the shell plating not to ex-
not to be less than: ceed:
2 sw = 0.09 t (m)
0.15 l s p sl w k 3
Z = ------------------------------------- (cm ) t = thickness of web or bulkhead plating in mm.
f1
The shear area is not to be less than: 210 The sum of shear areas at end supports of all girders
within a typical bottom area (between heavy supporting struc-
0.03 ( l s ) s p sl 2 tures such as bulkheads and ship's sides) is not to be less than:
A S = -------------------------------------- + 10 h t k (cm )
f1 c3 2
A S = ----- l b p sl (cm )
f1
psl = as given in 203 or 204.
h = stiffener height in m.
10 l b
c 3 = 0.05 1 ------------- , minimum 0.025
LB
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.
211 The design ballast draught forward will be stated in the with length less than 120 metres and of normal design.
appendix to the classification certificate.
402 For ships of special design, particularly in the afterbody,
H 300 Strengthening for grab loading and discharging and for large vessels (docking weight exceeding 70 t/m) the ex-
(special features notation IB(+) pected docking conditions and docking block arrangements are
to be evaluated and checked by a special calculation. The
301 Vessels with inner bottom and adjacent bulkheads over docking arrangement plan, giving calculated forces from dock-
a width (measured along the plate) of 1.5m strengthened in ac- ing blocks, is to be submitted for information.
cordance with the requirement given in 302 may have the no-
tation IB(+) assigned. Guidance note:
302 The plate thickness is not to be less than: Size and number of docking blocks should be estimated on the
basis of a design pressure in blocks normally not exceeding 2 N/
12s mm2. With centre line girder the docking blocks should be sup-
t = 9.0 + ---------- + t k (mm) ported by the innermost longitudinals, which are to be dimen-
f1 sioned for 1/4 of the reaction force from the blocks. With a
symmetric duct keel the distance between the duct keel girders
H 400 Docking should be less than the expected transverse length of the docking
blocks.
401 The bottom scantlings required in this section are con-
sidered to give ample strength for the safe docking of ships ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
SECTION 7
SIDE STRUCTURES
403 Weld connections are to satisfy the general requirements B. Design Loads
given in Sec.11.
404 For end connections of stiffeners and girders, see Sec.3 B 100 Local loads on side structures
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 = 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. g0 10)
pdp, ks = as given in Sec.4 C201 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 = roll angle in radians as given in Sec.4 B400
tankers. For load points above the ballast waterline = 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.
k L1
t = 5.0 + ---------- + 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 is not to be less than:
hs
1
---
H BT 4
l.p.
y
t = 31 ( s + 0.7 ) -------- + tk (mm)
b 2
f
STEPPED CONTOUR
104 The thickness of side plating is also to satisfy the buck-
ling strength requirements given in Sec.13, taking into account
(z / y < ) also combination of shear and compressive in-plane stresses
where relevant.
z
105 If the end bulkhead of a superstructure is located within
0.5 L amidships, the side plating should be given a smooth
y transition to the sheer strake below.
hs
l.p.
C 200 Sheer strake at strength deck
b = bt H 201 The breadth is not to be less than:
b = 800 + 5 L (mm), maximum 1800 mm.
202 The thickness is not to be less than:
t1 + t2
t = -------------- (mm)
STEPPED CONTOUR 2
(z / y < )
t1 = required side plating in mm
Fig. 2 t2 = strength deck plating in mm
Tank shapes t2 is not to be taken less than t1.
203 The thickness of sheer strake is to be increased by 30%
on each side of a superstructure end bulkhead located within
C. Plating and Stiffeners 0.5 L amidships if the superstructure deck is a partial strength
deck.
C 100 Side plating, general 204 Cold rolling and bending of rounded sheer strakes are
101 The thickness requirement corresponding to lateral pres- not accepted when the radius of curvature is less than 15 t.
sure is given by: 205 When it is intended to use hot forming for rounding of
the sheer strake, all details of the forming and heat treatment
15.8k a s p procedures are to be submitted to the Society for approval. Ap-
t = ----------------------------- + t k (mm) propriate heat treatment subsequent to the forming operation
will normally be required.
p = p1 p8, whichever is relevant, as given in Table B1 Where the rounded sheer strake towards ends forward and aft
= 140 f1 for longitudinally stiffened side plating at neu- transforms into a square corner, line flame heating may be ac-
tral axis, within 0.4 L amidship cepted to bend the sheer strake.
= 120 f1 for transversely stiffened side plating at neutral 206 The welding of deck fittings to rounded sheer strakes is
axis, within 0.4 L amidship. to be kept to a minimum within 0.6 L amidships. Subject to the
surveyor's consent, such welding may be carried out provided:
Above and below the neutral axis the -values are to be
reduced linearly to the values for the deck and bottom when cold formed, the material is of grade NV D or a
plating, assuming the same stiffening direction and grade with higher impact toughness
material factor f1 as for the plating considered the material is hot formed in accordance with 205.
= 160 f1 within 0.05 L from F.P. and 0.1 L from A.P.
The weld joints are to be subjected to magnetic particle inspec-
Between specified regions the -value may be varied linearly. tion.
102 The thickness is not for any region of the ship to be less The design of the fittings is to be such as to minimise stress
than: concentrations, with a smooth transition towards deck level.
207 Where the sheer strake extends above the deck stringer 402 The section modulus requirement is given by:
plate, the top edge of the sheer strake is to be kept free from 2
notches and isolated welded fittings, and is to be ground C l s p wk
smooth with rounded edges. Drainage openings with smooth Z = -------------------------
f1
transition in the longitudinal direction may be allowed.
208 Bulwarks are in general not to be welded to the top of the p = p1 p8, whichever is relevant, as given in Table B1
sheer strake within 0.6 L amidships. Such weld connections C = 0.37 when external pressure (p1 p2) is used
may, however, be accepted upon special consideration of de- = 0.43 when internal pressure (p3 p8) is used
sign (i.e. expansion joints), thickness and material grade. l = corresponding to full length of frame including brack-
ets.
C 300 Longitudinals
301 The section modulus requirement is given by: 403 The thickness of web and flange is not to be less than
given in 302.
2 404 The requirement given in 402 is based on the assumption
83 l s p w k 3 3
Z = ---------------------------- (cm ), minimum 15 cm that effective brackets are fitted at both ends. The length of
brackets is not to be less than:
p = p1 p8, whichever is relevant, as given in Table B1 0.12 l for the lower bracket.
= allowable stress (maximum 160 f1) given by: 0.07 l for the upper bracket.
Within 0.4 L amidships: The section modulus of frame, including bracket, at frame ends
is not to be less than as given in 402 with l equal to total span
of frame including brackets and applying C-factors as given
n a z z below.
= 225 f1 130 f 2 ---------------
-
zn Upper end:
= maximum 130 f1 for longitudinals supported C = 0.56 when external pressure (p1 p2) is used
by side verticals in single deck constructions. C = 0.64 when internal pressure (p3 p8) is used.
Within 0.1 L from perpendiculars: Lower end:
= 160 f1 C = 0.74 when external pressure (p1 p2) is used
C = 0.86 when internal pressure (p3 p8) is used.
Between specified regions the -value may be varied linearly.
When the length of the free edge of the bracket is more than 40
For longitudinals = 160 f1 may be used in any case in com- times the plate thickness, a flange is to be fitted, the width be-
bination with heeled condition pressures p6 and p8. ing at least 1/15 of the length of the free edge.
f2 = stress factor f2b as given in Sec.6 A200 below the neu- For single deck vessels e.g. gas carriers, the end connection of
tral axis main frames may alternatively be based on a direct calculation
= stress factor f2d as given in Sec.8 A200 above the neu- where the rotation of upper and lower ends are taken into ac-
tral axis. count.
302 The thickness of web and flange is not to be less than the 405 Brackets may be omitted provided the frame is carried
larger of through the supporting member and the section modulus as
given in 402 is increased by 50% and inserting total span in the
formula.
k 406 The section modulus for a main frame is not to be less
t = 5.0 + ---------- + t k (mm)
f1 than for the 'tween deck frame above.
407 In ships without top wing tank, frames at hatch end
h beams are to be reinforced to withstand the additional bending
= --- + t k
g moment from the deck structure.
k = 0.01 L1 in general 408 Main frames made of angles or bulb profiles having a
= 0.02 L1 (= 5.0 maximum) in peaks and in cargo oil span l > 5 m are to be supported by tripping brackets at the
middle of the span.
tanks and ballast tanks in cargo area
h = profile height in mm Forward of 0.15 L from F.P., see also E200.
g = 70 for flanged profile webs
= 20 for flat bar profiles. C 500 'Tween deck frames and vertical peak frames
303 Longitudinals supported by side verticals subject to rel- 501 'Tween deck frames are frames between the lowest deck
atively large deflections are to be checked by a direct strength or the lowest stringer on the ship's side and the uppermost su-
calculation, see Sec.12 C. Increased bending stresses at trans- perstructure deck between the collision bulkhead and the after
verse bulkheads are to be evaluated and may be absorbed by peak bulkhead.
increased end brackets. 502 If the lower end of 'tween deck frames is not welded to
304 The buckling strength of longitudinals is to be checked the bracket or the frame below, the lower end is to be bracketed
according to Sec.13. above the deck. For end connections, see also Sec.3 C200.
503 The section modulus is not to be less than the greater of:
C 400 Main frames
2
401 Main frames are frames located outside the peak tanks, 0.55 l s p w k 3
connected to the floors, double bottom or hopper tanks and ex- Z = -------------------------------- (cm )
f1
tended to the lowest deck, stringer or top wing tank on the ship
side. and
b = loading breadth in m
L 3
Z = k ---- (cm ) z n za
f1 = 190 f 1 130 f 2 ---------------- ,
zn
k = 6.5 for peak frames
= 4.0 for 'tween deck frames maximum 160 f1 for continuous longitudinal girders
p = p1 p8, whichever is relevant, as given in Table B1. within 0.4 L amidships
= 160 f1 for other girders.
504 The thickness of web and flange is not to be less than
given in 302. Between specified regions the -value may be varied linearly.
For longitudinal girders = 160 f1 may be used in any case in
combination with heeled condition pressures p6 and p8.
D. Girders f2 = stress factor f2b as given in Sec.6 A200 below the neu-
D 100 General tral axis
= stress factor f2d as given in Sec.8 A200 above the neu-
101 The thickness of web plates, flanges, brackets and stiff- tral axis.
eners of girders is not to be less than:
k The above requirement applies about an axis parallel to the
t = 5.0 + ---------- + t k (mm) ship's side.
f1 202 The web area requirement (after deduction of cut-outs)
at the girder ends is given by:
k = 0.01 L1 in general
= 0.02 L1 for girder webs, flanges and brackets in cargo k S bp 2
oil tanks and ballast tanks in cargo area A = ---------------- + 10 h tk (cm )
= 0.03 L1 (= 6.0 maximum) for girder webs, flanges and f1
brackets in peaks.
k = 0.06 for continuous horizontal girders and upper end of
The thickness of girder web plates in single skin construction vertical girders
is in addition not to be less than: = 0.08 for lower end of vertical girders
t = 12 s + tk (mm) b = as given in 201
h = girder height in m
s = spacing of web stiffening in m. p = p1 p7, whichever is relevant, as given in Table B1.
102 The buckling strength of web plates subject to in- plane The web area at the middle of the span is not to be less than 0.5
compressive and shear stresses is to be checked according to A.
Sec.13.
The above requirement apply when the web plate is perpendic-
103 In the after peak, engine and boiler room, side verticals ular to the ship's side.
are normally to be fitted at every 5th frame.
For oblique angles the requirement is to be increased by the
104 Verticals in the engine room and verticals less than 0.1 factor 1 / cos , where is the angle between the web plate of
L from the perpendiculars are to have a depth not less than: the girder and the perpendicular to the ship's side.
h = 2 L S (mm), maximum 200 S .
D 300 Complex girder systems
105 Girder flanges are to have a thickness not less than 1/30
of the flange width when the flange is symmetrical, and not 301 In addition to fulfilling the general local requirements
less than 1/15 of the flange width when the flange is asymmet- given in 100, the main scantlings of girders being parts of a
rical. complex system may have to be based on a direct stress analy-
sis as outlined in Sec.12.
For girders in engine room the total flange width is not to be
less than 35 S mm. D 400 Cross ties
106 Transverse bulkheads or side verticals with deck trans- 401 The buckling strength is to satisfy the requirements giv-
verses are to be fitted in the 'tween deck spaces to ensure ade- en in Sec.13.
quate transverse rigidity.
402 Cross ties may be regarded as effective supports for side
107 Vertical peak frames are to be supported by stringers or vertical when:
perforated platforms at a vertical distance not exceeding 2.25
+ L/400 metres. the cross tie extends from side to side
108 The end connections and stiffening of girders are to be the cross tie is supported by other structures which may be
arranged as given in Sec.3 C. considered rigid when subjected to the maximum expected
axial loads in the cross tie
Stiffeners on girders in the after peak are to have end connec- the load condition may be considered symmetrical with re-
tions. spect to the cross tie.
D 200 Simple girders 403 Side verticals may be regarded as individual simple
201 The section modulus requirement is given by: girders between cross ties, provided effective cross ties, as de-
fined in 402, are positioned as follows:
2 Side verticals with 1 cross tie:
100 S b p w k 3
Z = --------------------------------- (cm ) The cross tie is located 0.36 l 0.5 l from the lower end.
Side verticals with 2 cross ties:
The lower cross tie is located 0.21 l 0.30 l from the lower end.
p = p1 p4 The upper cross tie is located 0.53 l 0.58 l from the lower end.
= 1.15 p5
= p6 p8, whichever is relevant, as given in Table B1. l = total span of side vertical.
Side verticals with more than 2 cross ties or with cross ties not accordance with:
located as given above, will be specially considered. On string-
ers, the cross ties are assumed to be evenly spaced. a1 + a2
tan = ----------------
hd
E. Special Requirements If there is significant difference between a1 and a2, more than
one plane between the design waterline and upper deck (fore-
E 100 Bar stem castle deck if any) may have to be considered.
101 The scantlings are not to be less than:
width: 90 + 1.2 L below summer load waterline 70 + ALT. I
0.9 L at the stemhead
thickness: 12 + 0.48 L.
The stem width is to be gradually tapered from the waterline to
the stem head.
E 200 Tripping brackets
201 Forward of 0.15 L from F.P., flanged transverse side
frames (i.e. all frame cross sections except flat bars) with web
non-orthogonal to the perpendicular to the side shell are to be ALT. II
arranged with midspan tripping brackets as shown in Fig. 3,
unless the web thickness of the frame complies with the fol-
lowing requirement:
0.004 b f t f h
tw = ----------------------------------- + t k (mm)
l
2 2
p sl = C ( 2.2 + C f ) ( 0.4V sin + 0.6 L ) (kN/m ) 0,1 L
F. P.
6.5 ( l 0.5s ) s p sl h tk End brackets are generally to be arranged with edge stiffener.
2
A S = --------------------------------------------- + --------- ( cm ) Tripping brackets are to be fitted in way of end brackets of
sin w f 100
girders and where the girder flange has been knuckled or
curved.
Guidance note:
Stiffener end supports may be considered bending effective ex- One-sided girder flanges are generally to be arranged straight
cept where the stiffener is terminated at the support without being between supported knuckle points. Girders and breast hooks of
attached to an aligned member or a supported end bracket. the bow shell with one-sided flange, and/or with web inclined
relative to the perpendicular to the shell are at least to be fitted
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e--- with a midspan tripping bracket.
307 Outside the bow region the requirements as calculated in 311 The web thickness of shell frames and breast hooks is
304 and 306 are to be gradually decreased to the ordinary re- not to be less than:
quirements at 0.15 L from F.P. and at the ballast waterline.
308 For unsymmetrical shell stiffeners, midspan tripping 2 0.33
p sl s h w
brackets are generally to be fitted. Tripping brackets need not tw = 0.02 ---------------------- + t k ( mm )
be fitted if the stiffener web thickness complies with the fol- sin w
lowing requirement:
p sl s b fo psl = as given in 303
tw = ----------------------------------------------
- + t k (mm) s = load breadth of considered member in m
Aw
1 + --------
- sin w w = angle between member web and shell plate
2A f f hw = web height in mm.
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 is not to 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 are to 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 are to 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.
= 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 are to be efficiently supported by
f1 = material factor longitudinal girders. If longitudinals are used, the plate thick-
= 1.0 for NV-NS steel 2) ness is to be increased so that the necessary transverse buckling
strength is achieved, or transverse buckling stiffeners are to be
= 1.08 for NV-27 steel 2) fitted intercostally. The stiffening of the upper part of a plane
= 1.28 for NV-32 steel 2) transverse bulkhead (or stool tank) is to be such that the neces-
= 1.39 for NV-36 steel 2) sary transverse buckling strength is achieved.
= 1.43 for NV-40 steel 2)
f 2d = stress factor above the neutral axis of the hull girder, Transverse beams are to 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 are to 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 are to satisfy the requirements of this section
deck plates in strength deck at hatch corners is to be increased and Ch.3 Sec.6. Watertight ventilators and trunks are to 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 is not to 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 is to be at penetrates the bulkhead deck, the trunk shall be capable of
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 Reg. II-1/8.5 (Pt.5 Ch.2 Sec.2 K506).
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 is standing impact pressure due to internal water motions (slosh-
to be located at least 100 mm inside the point at which the cur- ing) of water trapped on the ro-ro deck.
vature 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 is to be laid between
the thick plating and the thin deck area plating. The quality of 505 After completion, a hose or flooding test is to be applied
the transition plate is not to 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 are to satisfy the general requirements (SOLAS Reg. 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 are to 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.
Platform deck in machinery spaces Machinery and p4 = 1.6 (g0 + 0.5 av)
equipment
Accommodation p5 = 0.35 (g0 + 0.5 av),
Accommodation decks in general
see also Sec.4 C401
p6 = (g0 + 0.5 av) hs
p8 = g0 hs + p0
p7 = 0.67 ( g0 hp + pdyn)
Deck as tank top in general
p8 = g0 hs + p0
Ballast, bunker or
Deck as tank boundary in tanks with liquid cargo p 9 = g 0 [ 0.67 ( h s + b ) 0.12 H b t ]
breadth > 0.4 B
Deck as tank boundary towards ends of p 10 = g 0 [ 0.67 ( h s + l ) 0.12 H l t ]
tanks with length > 0.15 L
B
Deck as tank boundary in tanks
with breadth > 0.4 B 3)
p 11 = 3 --------- b b
100
L
Deck as tank boundary in tanks p 12 = 4 --------- l b
with length > 0.1 L 4) 200
Watertight decks submerged in Sea pressure p 13 = 10 hb
damaged condition 5)
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 be calculated with allowable stresses for plating, stiffeners and girders increased by 60 f1.
a = 1.0 for weather decks forward of 0.15L from FP, or HC = stowage height in m of dry cargo. Normally the
forward of deckhouse front, whichever is the fore- 'tweendeck height or height to top of cargo hatch-
most position way to be used
= 0.8 for weather decks elsewhere hs = vertical distance in m from the load point to top of
pdp, ks = as given in Sec.4 C201 tank, excluding smaller hatchways
h0 = vertical distance in m from the waterline at draught hp = vertical distance in m from the load point to the top
T to the deck of air pipe
hb = vertical distance in metres from the load point to the
av = vertical acceleration as given in Sec.4 B600 deepest equilibrium waterline in damaged condition
q = deck cargo load in t/m2 as specified.Weather decks obtained from applicable damage stability calcula-
above cargo holds in dry cargo ships are normally to tions. The deepest equilibrium waterline in dam-
be designed for a minimum cargo load: aged condition should be indicated on the drawing
qmin = 1.0 for ships with L = 100 m of the deck in question.
= 1.3 for ships with L > 150 m when superstructure The vertical distance is not to be less than up to the
deck margin line (a line drawn at least 76 mm below the
= 1.75 for ships with L > 150 m when freeboard deck. upper surface of the bulkhead at side)
For ships with length between 100 and 150 m the q- pdyn = as given in Sec.4 C300
value may be varied linearly. p0 = 25 in general
When it is specially stated that no deck cargo is to = 15 in ballast holds in dry cargo vessels
be carried, the qmin may be discarded = tank pressure valve opening pressure when exceed-
ing the general value
H = height in m of tank
c = 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 also Sec.4 C401 point to the tank corner at the top of tank/ hold most
= 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. g0 10) bt = breadth in m of top of tank/hold
bb = distance in m between tank sides or effective longi- 105 If the end bulkhead of a long superstructure is located
tudinal wash bulkhead at the height at which the within 0.5 L amidships, the stringer plate is to be increased in
strength member is located thickness for a length of 3 m on each side of the superstructure
l = the largest longitudinal distance in m from the load end bulkhead. The increase in thickness is to be 20%.
point to the tank corner at top of tank most distant
from the load point C 200 Plating of decks below or above strength deck
lt = length in m of top of tank 201 The thickness requirement corresponding to lateral pres-
lb = distance in m between transverse tank bulkheads or sure is given by the formula in 102 when = 160 f1.
effective transverse wash bulkheads at the height at 202 The thickness of steel decks is not to be less than:
which the strength member is located. Transverse
webframes covering part of the tank cross section k L1
(e.g. wing tank structures in tankers) may be regard- t = t 0 + ---------- + t k (mm)
ed as wash bulkheads f1
= roll angle in radians as given in Sec.4 B400
= pitch angle in radians as given in Sec.4 B500. t0 = as given in 104
k = 0.01 for 'tween deck above 0.7 D in vessels with two
continuous decks above 0.7 D from the baseline and
first tier of superstructure or deckhouse in vessels with
C. Plating and Stiffeners single continuous deck when more than 50% of 0.4 L
amidships is covered
C 100 Strength deck plating = 0.01 for forecastle decks forward of 0.2 L from F.P.
101 The breadth of stringer plate and strakes in way of pos- = 0 for other decks.
sible longitudinal bulkheads which are to be of grade B, D or
E is not to be less than: C 300 Longitudinals
b = 800 + 5 L (mm), maximum 1800 mm. 301 The section modulus requirement is given by:
2
102 The thickness requirement corresponding to lateral pres- 83 l s p w k 3 3
sure is given by: Z = ---------------------------- (cm ), minimum 15 cm
p = p1 p13, whichever is relevant, as given in Table B1.
= allowable stress, within 0.4 L given in Table C1
= 160 f1 for continuous decks within 0.1 L from the per-
15, 8k a s p pendiculars and for other deck longitudinals in general.
t = ------------------------------ + t k (mm)
Between specified regions the -value may be varied linearly.
For longitudinals = 160 f1 may be used in any case in com-
bination with heeled condition pressures p9, p11 and sloshing
load pressure p12.
p = p1 p13, whichever is relevant, as given in Table B1 f2d = stress factor as given in A200.
= allowable stress within 0.4 L, given by: 302 The buckling strength of longitudinals is to be checked
according to Sec.13.
Transversely Longitudinally
stiffened stiffened 303 The web and flange thickness is not to be less than the
175 f1 120 f2d, maximum 120 f1 120 f1 larger of:
2
p = p1 p6
0, 63 l s p wk 3 3 = 1.15 p7
Z = --------------------------------- (cm ), minimum 15 cm = p8 p13, whichever is relevant, as given in Table B1.
f1
b = loading breadth in m
given in 303. zn za
403 For end connections, see Sec.3 C200. = 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
Deck = 160 f1 for transverse girders and longitudinal girders
within 0.1 L from perpendiculars.
Strength deck, long superstructures 225 f1 130 f2d,
and effective deckhouses above Between specified regions the -value may be varied linearly.
strength deck maximum 160 f1 For longitudinal girders = 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-
eners of girders is not to be less than: b = as given in 201
h = girder height in m.
k
t = 5, 0 + -------- + t k (mm) The web area at the middle of the span is not to be less than 0.5
f1 A.
k = 0.01 L1 in general 203 For stiffness in connection with panel buckling, see
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
brackets in peaks. 301 In addition to fulfilling the general local requirements
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 is to be checked according to
Sec.13. E 100 Transverse strength of deck between hatches
103 Longitudinal deck girders above tanks are to be fitted in 101 In ships with large hatch openings, it is to be examined
line with transverse bulkhead verticals. that the effective deck area between hatches is sufficient to
The flange area is to be at least 1/7 of the sectional area of the withstand the transverse load acting on the ship's sides. Bend-
web plate, and the flange thickness is to be at least 1/30 of the ing and shear stresses may also arise as result of loading on the
flange width. For flanges subject to compressive stresses the transverse bulkhead supported by the deck area, and also as re-
thickness is to be taken as 0.1 bf, bf being the flange width sult of displacements caused by torsion in the hull girder. Re-
when asymmetric and half the flange width when symmetric. inforcements to reduce the additional stresses will be
considered in each case. The effective area is defined as:
104 Deck transverses are to be fitted in the lowest deck in en-
gine room, in line with the side verticals. The depth of the deck deck plating
transverses is to 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)
105 The thickness of girder stiffeners and brackets is not to cross section of stool tank at top of transverse bulkhead
be less than given in 102. cross section of transverse bulkhead (if plane or horizon-
tally corrugated) down to base of top wing tank, or to 0.15
106 The end connections and stiffening of girders are to be D from deck.
arranged as given in Sec.3 C.
When calculating the effective area, corrosion additions are to
D 200 Simple girders be deducted.
201 The section modulus requirement for simple girders is The compressive stress is not to exceed 120 f1 N/mm2 nor 80%
given by: of the critical buckling stress of the deck, bulkhead and stool
2 tank plating.
100 S b p w k 3
Z = --------------------------------- (cm ) The buckling strength of stiffeners and girders is to be exam-
ined.
E 200 Strength of deck outside large hatches may be obtained by fitting adequate brackets, intercostals,
201 The strength of deck and ship's side in way of long and rings or similar.
wide hatches as given in Sec.5 A106 is, as applicable, to be ex- 505 Crane columns and similar structure should preferably
amined by direct calculation of bending moments, torsional be extended to the deck below. Reference is made to Ch.3
moments, shear forces and deflections due to loads caused by Sec.5 A.
the sea and the deck cargo as given in Pt.5 Ch.2 Sec.6 C. 506 For windlass foundations reference is made to Ch.3
E 300 Pillars in tanks Sec.5 B.
301 Solid pillars are to be used. 507 Regarding material qualities reference is made to Sec.2
B 300 and Sec.2 B500.
302 Where the hydrostatic pressure may give tensile stresses
in the pillars, their sectional area is not to be less than: 508 The welding is to be considered with respect to the actu-
al stress level.
A = 0.07 ADK pt (cm2)
E 600 Emergency towing arrangements for tankers
ADK = deck area in m2 supported by the pillar
pt = design pressure p in kN/m2 giving tensile stress in 601 Tankers of 20 000 tonnes deadweight and above, includ-
the pillar. ing oil tankers, chemical tankers and gas carriers are to be fit-
ted with an emergency towing arrangement in accordance with
Doubling plates at ends are not allowed. IMO resolution MSC.35(63).
E 400 Strengthening against liquid impact pressure in 602 Drawings showing the towing arrangement, including
larger tanks the towing brackets, fairleads, towing pennant, pick-up gear
401 If the deck forms boundary of larger ballast or cargo and supporting structure are to be submitted for approval.
tanks with free sloshing length ls > 0.13 L and/or breadth bs > Towing arrangements are to be arranged both forward and aft.
0.56 B, the deck structure is to have scantlings according to Supports shall be adequate for towing angles up to 90 from
Sec.9 E400 for impact loads referred to in Sec.4 C305. the ship's centreline to both port and starboard and 30 verti-
cally downwards.
E 500 Foundations for deck machinery, cranes and 603 Emergency towing arrangements are to have a working
masts strength (SWL) of:
501 The support of winches, cranes, masts etc. is to be con-
sidered. Drawings showing the deck structure below the foun- 1 000 kN for vessels less than 50 000 tonnes deadweight
dation are to be submitted for approval when the static forces 2 000 kN for vessels of 50 000 tonnes deadweight and
exceed 50 kN or when the resulting bending moments at deck above.
exceed 100 kNm. The drawings should clearly indicate the rel-
evant forces and bending moments acting on the structure. The minimum breaking load (MBL) of the major components
of the towing arrangements, as defined in MSC.35(63), is to be
502 When considering the structural strength of the deck 2 times the SWL.
structure the static loads are to be multiplied by a dynamic fac-
tor equal to 1.3 for general cargo vessels and 1.5 for offshore 604 The strong point and supporting structure for the towing
vessels, 2 for offshore vessels when the crane cabin is located arrangement is to be designed for a load of 1.3 times the SWL
above the slewing ring. with allowable stresses as given in 503.
503 Acceptable stress levels may be taken as follows: 605 Material of welded parts used in the strong point shall be
Charpy V-notch tested (minimum 27 J at 0 deg.), ref. Pt.2 Ch.1
Bending stresses: 160 f1 N/mm2. Sec.2.
Shear stresses: 90 f1 N/mm2. 606 The pick-up gear shall be a floating line of minimum
504 To obtain satisfactory transfer of forces the structure be- length 120 m and with a minimum breaking load (MBL) of 200
low deck is to be in line with the foundation above deck. This kN.
SECTION 9
BULKHEAD STRUCTURES
A. General 202 The load point where the design pressure is to 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 is to 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 are to be in accordance with the requirements given in Sec.3.
f1 = material factor 402 The peak tanks are to 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
= 1.43 for NV-40 steel 2) bulkhead longitudinals is to be as required for bottom and deck
f 2b = stress factor below neutral axis of hull girder as defined longitudinals respectively.
in Sec.6 A200
f 2d = stress factor above neutral axis of hull girder as defined 404 Weld connections are to 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 are to be enclosed in a watertight space (or
= 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, Reg. 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.
p5 = g0 hs + p0
In tanks with
Longitudinal bulk- breadth p = g [ 0, 67 ( h + b ) 0, 12 Hb]
6 0 s t
heads as well as > 0.4 B
transverse bulkheads
at sides in wide tanks B
Note 1) p
7
= 3 --------- b
100 b
Ballast, bunker or
In tanks with liquid cargo
Transverse bulkheads length > 0.15 L p 8 = g 0 [ 0, 67 ( h s + l ) 0, 12 H lt ]
and longitudinal
bulkheads at ends
L
in long tanks p = 4 --------- l
Note 2) 9 200 b
B
Longitudinal wash bulkheads p 7 = 3 --------- b b
100
L
Transverse wash bulkheads p 9 = 4 --------- l b
200
1) 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.
2) 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.
hb = vertical distance in metres from the load point to the hatch coaming is in line with or close to the panel
deepest equilibrium waterline in damaged condition considered.
obtained from applicable damage stability calcula- In dry cargo 'tweendecks, hc may be taken to the
tions. The deepest equilibrium waterline in dam- nearest deck above
aged condition should be indicated on the drawing hp = vertical distance in m from the load point to the top
of the bulkhead in question. of air pipe
The vertical distance is not to be less than up to the pdyn = as given in Sec.4 C300
margin line (a line drawn at least 76 mm below the H = height in m of tank
upper surface of the bulkhead at side) p0 = 25 in general
av = vertical acceleration in m/s2 as given in Sec.4 B600 = 15 in ballast holds in dry cargo vessels
c = dry cargo density in t/m3 if not otherwise specified = tank pressure valve opening pressure when exceed-
to be taken as 0.7 ing the general value
= density of ballast, bunker or liquid cargo in t/m3, b = the largest athwartship distance in m from the load
normally not to be taken less than 1.025 (i.e. g 0 point to the tank corner at the top of tank/ hold most
10) distant from the load point
K = sin2 tan 2 (45 0.5 ) + cos2 bt = breadth in m of top of tank/hold
= cos minimum l = the largest longitudinal distance in m from the load
= 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
= 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, = roll angle in radians as given in Sec.4 B400
grain) and not greater than 35 degrees for heavy = 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
(e.g. wing tank structures in tankers) may be regard- = 0.80 for cargo tank bulkheads, cargo hold bulkheads
ed as wash bulkheads. when exposed to dry cargo or ballast pressure, and col-
lision bulkheads
= 1.0 for watertight 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 = ----------------------------- + t k (mm) 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
= 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
= 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 -values are to be = 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 within 0.4 L amidships
material factor as for the plating considered = 160 f1 within 0.1 L from perpendiculars.
= 160 f1 for longitudinal bulkheads outside 0.05 L from
F.P. and 0.1 L from A.P. and for transverse bulkheads Between specified regions the -value may be varied linearly.
in general For longitudinals = 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 -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
500 s p 2 202 The web and flange thickness is not to be less than the
t = ------------------- t n + t k (mm)
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 is not to be less than:
k L1 h
t = 5, 0 + ---------- + t k (mm) = --- + t k
g
f1
k = 0.01 L1 in general
k = 0.03 for longitudinal bulkheads except double skin = 0.02 L1 (= 5.0 maximum) in peak tanks and in cargo oil
bulkheads in way of cargo oil tanks and ballast tanks in tanks and ballast tanks in cargo area
liquid cargo tank areas h = profile height in mm
= 0.02 in peak tanks and for transverse and double skin g = 70 for flanged profile webs
longitudinal bulkheads in way of cargo oil tanks and = 20 for flat bar profiles.
ballast tanks in liquid cargo tank areas
= 0.01 for other bulkheads. 203 Longitudinals supported by vertical girders subject to
relatively large deflections are to be checked by a direct
103 The thickness of longitudinal bulkhead plating is also to strength calculation, see Sec.12 C. Increased bending stresses
satisfy the buckling strength requirements given in Sec.13, tak- at transverse bulkheads are to be evaluated and may be ab-
ing into account combined shear and in- plane compressive sorbed by increased end brackets.
stresses where relevant.
204 The buckling strength of longitudinals is to be checked
104 In longitudinal bulkheads within the cargo area the according to Sec.13.
thickness is not to be less than:
C 300 Vertical and transverse stiffeners on tank, wash,
1000s dry bulk cargo, collision and watertight bulkheads
t = ------------------------------ + t k (mm)
120 3 L 1 301 Transverse bulkheads for ballast and bulk cargo holds
are normally built with strength members only in the vertical
105 The buckling strength of corrugation flanges at the mid- direction (corrugations or double plane bulkheads), having un-
dle length of corrugations is to be controlled according to supported spans from deck to inner bottom. In larger ships,
Sec.13, taking kl in Sec.13 B201 equal to 5. stool tanks are often arranged at the lower and upper end of the
Usage factors to be applied: bulkhead. The scantlings of such bulkheads are normally to be
0, 2 p i 1, 2 ( t t k )
t = 6, 5 + ------------------ + t k (mm) s = -------------------------- (m)
f1 pi
The throat thickness of continuous fillet welding of girder pi = impact pressure at panel near girder.
SECTION 10
SUPERSTRUCTURE ENDS, DECKHOUSE SIDES AND ENDS, BULWARKS
If the height of the bulwark is 1 metre or less the thickness need Stays of increased strength are to be fitted at ends of bulwark
not be greater than 6.0 mm. openings. Openings in bulwarks should not be situated near the
end of superstructures.
For intermediate heights, the thickness of the bulwark may be
found by interpolation. D 400 Aluminium deckhouses
302 A strong bulb section or similar is to be continuously 401 The strength of aluminium deckhouses is to be related to
welded to the upper edge of the bulwark. Bulwark stays are to that required for steel deckhouses, see below.
be spaced not more than 2 m apart, and are to be in line with The scantlings are to be based on the mechanical properties of
transverse beams or local transverse stiffening, alternatively the applied alloy. See Sec.2 C.
the toe of stay may be supported by a longitudinal member.
The stays are to have sufficient width at deck level. The deck 402 The minimum thicknesses given in 102 and 201 are to be
beam is to be continuously welded to the deck in way of the increased by 1 mm.
stay. Bulwarks on forecastle decks are to have stays fitted at 403 For the section moduli requirements given in 100 and
every frame where the flare is considerable. 200, f1 need not be taken less than 0.6.
SECTION 11
WELDING AND WELD CONNECTIONS
A. General
t 6 mm
A 100 Introduction
101 In this section requirements related to welding and vari- MAX. 5 mm
A 200 Definitions
t > 6 mm
201 Symbols:
M AX. 3 m m
MAX. 5 mm
tk = see Sec.1 B101.
A 300 Welding particulars
301 Welding of important hull parts is to be carried out by t > 6 mm
approved welders only.
MAX. 5 mm MAX. 3 mm
302 Welding at ambient air temperature of 5C or below, is
only to take place after special agreement.
303 The welding sequence is to be such that the parts may as
far as possible contract freely in order to avoid cracks in al- t > 6 mm
ready deposited runs of weld. Where a butt meets a seam, the MAX. 3 mm
welding of the seam should be interrupted well clear of the MAX. 5 mm
junction and not be continued until the butt is completed.
Welding of butt should continue past the open seam and the Fig. 1
weld be chipped out for the seam to be welded straight through. Manually welded butt joint edges
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. t
The taper is generally not to exceed 1 : 3. After tapering, the
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 is to be removed at the root by a suitable
method. Type A (lap joint) may be used for connections dominated
by shear- or in plane stresses acting parallel to the weld. Such
104 Butt welding from one side only will be permitted after overlaps will normally not be accepted for connections with
special consideration where a backing run is not practicable or high in plane stresses transverse to the weld. Stresses above
in certain structures when the stress level is low. 0.5* yield are taken as high in this context. Type B (slot
Type "B" and "C" joints are not to be used in case of pressure
STAG G ERED W ELD lw
from abutting plate side or in tank boundaries. d
M IN . h 1
M IN . h 2
D O U B L E C O N T IN O U S W E L D
h2
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
Fig. 3 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
Tee or cross joints
Fig. 4
Intermittent welds
For fillet weld with opening angle (see Fig. 3.) less than 75
deg., the net requirement in C103, C202 and C302 is to be in-
creased by a factor 2 cos ( 2 ) . 302 Double continuous welds are required in the following
connections irrespective of the stress level:
Where the connection is highly stressed or otherwise consid-
ered critical, the edge of the abutting plate may have to be bev- weathertight, watertight and oiltight connections
elled to give partial or full penetration welding, see also 304. connections in foundations and supporting structures for
For penetration welds, root face r and throat thickness tw are machinery
defined as shown in Fig.3. In case of partial penetration weld- all connections in after peak
ing with an abutting plate bevelled only at one side, the fillet connections in rudders, except where access difficulties
weld at opposite side should not be less than 80% of that re- necessitate slot welds
quired for a double continuos fillet weld according to C103 and connections at supports and ends of stiffeners, pillars,
C202. cross ties and girders
centre line girder to keel plate.
Where the connection is moderately stressed, intermittent
welds may be used. With reference to Fig. 4, the various types 303 Where intermittent welds are accepted, scallop welds
of intermittent welds are as follows: are to be used in tanks for water ballast, cargo oil or fresh wa-
ter. Chain and staggered welds may be used in dry spaces and
chain weld tanks arranged for fuel oil only.
staggered weld When chain and staggered welds are used on continuous mem-
scallop weld (closed). bers penetrating oil- and watertight boundaries, the weld termi-
nation towards the tank boundary is to be closed by a scallop,
For size of welds, see C500. see Fig.5.
C t0 f 1
t w = ---------------------- + 0.5 (mm), minimum as given in C104
Fig. 5
fw
Weld termination towards tank boundary
C = weld factor given in Table C1
t0 = net thickness in mm of abutting plate, corrosion addi-
304 Full penetration welds are in any case tobe used in the tion not included
following connections: = t tk, where:
t = gross thickness of abutting plate in mm (see Fig.3)
rudder horns and shaft brackets to shell structure tk = corrosion addition in mm, see Sec.2 D
rudder side plating to rudder stock connection areas
end brackets of hatch side coamings both to deck and f1 = material factor as defined in Sec.2 B203 of abutting
coaming side. For brackets of thickness above 20mm, par- plate
tial penetration weld can be applied except for the last fw = material factor for weld deposit
150mm of the bracket toe to deck
edge reinforcements or pipe penetrations both to strength fw 0.75 0.5
= -
-------- maximum ( 2 f 1 )
deck (including sheer strake) and bottom plating within 235
0.6 L amidships when the transverse dimension of opening
exceeds 300 mm, see Fig.6. For machine cut holes, partial fw = yield strength in N/mm2 of weld deposit
penetration with root face r = t/3 may be accepted
abutting plate panels (see Fig.3) forming boundaries to sea When welding consumables with deposits as assumed in 101
below summer load waterline. For thickness t above 12 are used, fw may be taken as follows dependent on parent ma-
mm, partial penetration weld with root face r = t/3 may be terial:
accepted
lower end of vertical corrugated bulkheads that are situat- fw = 1.36 for NV-NS
ed in the cargo area and arranged without lower stool. = 1.42 for NV-27, NV-32 and NV-36
= 1.46 for NV-40.
104 The throat thickness of fillet welds is in no case to be The section modulus of the weld area at the end connection of
taken less than given in Table C2: simple girders is to satisfy the requirement for section modulus
given for the girder in question.
Table C2 Minimum throat thickness 302 Where high shear stresses in web plates, double contin-
Plate thickness Minimum throat thickness uous boundary fillet welds are to have throat thickness not less
(web thickness) t0 (mm) 3) (mm) 1) than:
t0 4 2.0 t0
4 < t0 6.5 2.5 t w = --------- + 0, 5t k (mm)
6.5 < t0 9.0 2.75 2 w
9.0 < t0 12.5 3.0 = calculated shear stress in N/mm2
t0 > 12.5 0.21 t0, minimum 3.25 2) t w = 100 fw when calculated shear stress () is average shear
1) Corrosion addition 0.5 tk to be added where relevant, see Sec.2 stress in web plate
D. The values may be reduced by 10% for local buckling stiff- t w = 115 fw when calculated shear stress () is local shear
eners (sniped ends). stress in web plate
2) 0.18 t0, minimum 3.0 when automatic deep penetration welding to = net thickness of abutting plate, corrosion addition not
is applied. included, as given in 103
3) Net thickness of abutting plate as defined in 103 with the fol- fw = as given in 103.
lowing reductions:
303 End connection of pillars and cross ties are to have a
t0 = 0.5 ( 25 + t tk ) for net plate thicknesses (t tk) above weld area not less than:
25 mm
t0 = 25 + 0.25 (t tk 25) for longitudinals of flat-bar type kP 2
a = ------ + a k (cm )
with net plate thickness (t tk) above 25 mm fw
C 200 Fillet welds and penetration welds subject to high P = axial load in pillar of cross tie (kN)
tensile stresses ak = corrosion addition corresponding to tk
201 In structural parts where high tensile stresses act through fw = as given in 103
an intermediate plate (see Fig. 3) increased fillet welds or pen- k = 0.05 when pillar in compression only
etration welds are to be used. Examples of such structures are: = 0.14 when pillar in tension.
transverse bulkhead connection to the double bottom C 400 End connections of stiffeners
vertical corrugated bulkhead connection to the top of
stooltank or directly to the inner bottom 401 Stiffeners may be connected to the web plate of girders
in the following ways:
stooltanks to inner bottom and hopper tank
structural elements in double bottoms below bulkhead and welded directly to the web plate on one or both sides of the
stooltanks frame
transverse girders in centre tanks to longitudinal bulk- connected by single- or double-sided lugs
heads. with stiffener or bracket welded on top of frame
202 In case full penetration welding is not used the throat a combination of the above.
thickness of double continuous welds is not to be less than: In locations with great shear stresses in the web plate, a double-
tw = C1 to + 0.5 tk (mm) sided connection or a stiffening of the unconnected web plate
edge is normally required. A double-sided connection may be
1, 36
- 0, 2 + r
--------- 0, 25 ----
taken into account when calculating the effective web area.
C1 = -----------
fw 270 t
0 402 The connection area at supports of stiffeners is normally
not to be less than:
= calculated maximum tensile stress in abutting plate in
N/mm2 ao = c k (l 0.5 s) s p (cm2)
r = root face in mm (see Fig.3) c = factor as given in Table C4
to = net thickness in mm of abutting plate, corrosion addi- k = r1 r2
tion not included, as given in 103 r1 = 0.125 when pressure acting on stiffener side
fw = as given in 103. = 0.1 when pressure acting on opposite side
Typical design values for C1 are given in Table C3. r2 = 1.0/f1 for stiffeners with mainly loading from one side
(pressure ratio less than 0.3 or greater than 3.3)
Table C3 Values of C1 = 1.0 for stiffeners with loading from two sides
f1 = material factor of abutting plate as defined is Sec.2
C1 B203
Plate Fillet weld: Partial penetration weld l = distance between girder web plates in m
material r = to with root face: s = spacing between stiffeners in m
r = to/3
p = design pressure in kN/m2.
NS 160 0.54 0.31
NV-32 205 0.68 0.35 Corrosion addition as specified in Sec.2 D200 is not included
NV-36 222 0.74 0.37 in the formulae for ao, and is to be added where relevant.
C 300 End connections of girders, pillars and cross ties Weld area is not to be less than:
301 The weld connection area of bracket to adjoining girders 1, 15a0 f pm
or other structural parts is to be based on the calculated normal 2
a = -------------------------------- + a k (cm )
and shear stresses. Double continuous welding is to be used. fw
Where large tensile stresses are expected, welding according to
200 is to be applied. ak = corrosion addition corresponding to tk
S T IF F E N E R O R
408 Brackets between transverse deck beams and frames or
BRACKET bulkhead stiffeners are to have a weld area not less than:
2
a a = 0, 41 Z tb + a k (cm )
b
409 The weld area of brackets to longitudinals is not to be
less than the sectional area of the longitudinal. Brackets are to
be connected to bulkhead by a double continuous weld.
LU G
C t0 f1 d
t w = --------------------- ----- + 0, 5 t k (mm)
fw lw
C, t0, f1 and fw are as given in 103. C-values given in Table
C1 for 60% of span may be applied.
Fig. 7
End connections d = distance, in mm, between successive welds, see Fig. 4
l w = length, in mm, of weld fillet, not to be less than 75 mm,
see Fig.4.
403 Various standard types of connections are shown in
502 In addition to the minimum requirements in 501, the fol-
Fig.7.
lowing apply:
Other types of connection will be considered in each case.
Guidance note: for chain intermittent welds and scallop welds the throat
In ballast and cargo tanks the connection types b or c should be
thickness is not to exceed 0.6 t0
used for longitudinals on ship sides, unless double-sided brackets for staggered intermittent welds the throat thickness is not
are arranged, see also Sec.7 E500. to exceed 0.75 t0.
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e--- Double continuous welds to be applied at ends, see Fig.4
404 Connection lugs are to have a thickness not less than C 600 Slot welds
75% of the web plate thickness.
601 Slots are to have a minimum length of 75 mm and, nor-
405 Lower ends of peak frames are to be connected to the mally, a width of twice the plate thickness. The ends are to be
floors by a weld area not less than: well rounded, see Fig. 2. The distance d between slots is not to
a = 0.105 l s p + ak (cm2) exceed 3 l, maximum 250 mm.
l, s, p and ak = as given in 402. 602 Fillets welds in slots are to have a throat thickness as
given by the formula in 501 with:
406 For stiffeners which may be sniped at the ends according
to the requirements given in Sec.3 C202, the required connec- t0 = net thickness of adjoining web plate
tion area is satisfied by the plating. d = distance between slots, see Fig. 2
407 Bracketed end connections as mentioned below, are to l = length of slots.
have a weld area not less than:
603 Slots through plating subject to large in-plane tensile
kZ 2 stresses across the slots may be required to be completely filled
a = ------- + a k (cm )
h by weld. Narrow slots with inclined sides (minimum 15 to the
vertical) and a minimum opening of tr at bottom should then be
Z = net section modulus of stiffener in cm3, corrosion ad- used. tr should be minimum 0.75 t but not less than 6 mm (see
dition not included Fig.2). A continuous slot weld may, however, in such cases be
h = stiffener height in mm 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 are to 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 are
the text. to 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 are to 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 is to 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 = 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, are to be deducted from the ma-
terial thickness. 310 In heeled condition, the liquid pressure in tanks, p, is to
be taken as:
107 Areas representing girder flanges are to be adjusted for
effective width in accordance with Sec.3 C400. 2
p = g 0 ( h s + 0, 5 b 0, 1 Hb t ) (kN/m )
108 The element mesh fineness and element types used in fi-
nite element models are to be sufficient to allow the model to = 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
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. = 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 are to 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 = (g0 + 0.5 av) K hc (kN/m2)
ed as recognised programs.
K = sin2 tan2 (45 0.5 ) + cos2
B 300 Loading conditions and load application
= stowage rate of cargo in t/m3
301 The calculations are to be based on the most severe real- = 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 = 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 is to 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 are to 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, is to be taken as given in Sec.9 B100.
304 For sea-going conditions realistic combinations of exter-
nal and internal dynamic loads are to 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 is to 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
are to 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 is to 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 (/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 (/2) (kN/m2) These stresses are to 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 are to 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 = --------------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 is not to 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 e, 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 is not to 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 is not to exceed 160 f1 N/ due to geometrical simplifications or insufficiencies of the
mm2. e 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 are not to 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: e = x + y x y + 3
= 20 f1 (N/mm2)
x = nominal normal stress in x-direction
Normal stress, ballast condition: y = nominal normal stress in y-direction
= 50 f1 (N/mm2) = 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
Stiffener brackets Seagoing and (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 are not to be taken from the
model unless special boundary conditions are applied to repre- of local loads are given in B300.
sent 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 are derived from a frame and girder analysis are to be checked ac-
not to be considered directly from the analysis unless special cording 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 are to 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 are to 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 are to 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, are to 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 are to be
bulkhead structures. applied. Local loads acting on the structure are to 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
are not to be taken from the model unless special boundary 301 Allowable nominal stresses are in general given in
conditions are applied to represent the global shear forces cor- B400, Table B1.
rectly. 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 e = 245
mensional analysis, or run separately with prescribed bounda- f1, when longitudinal stresses are included.
SECTION 13
BUCKLING CONTROL
A. General
f
A 100 Introduction c = el when el < -----
2
101 In this section requirements to buckling control of plat-
ing subject to in-plane compressive and/or shear stresses as f f
well as axially compressed stiffeners and pillars are given. = f 1 ----------- when el > -----
4 el 2
102 The buckling strength requirements are related to:
103 Formulae are given for calculating the ideal shear buck-
longitudinal hull girder compression and shear stresses ling stress el. From this stress the critical buckling stress c
based on design values of still water and wave bending may be determined as follows:
moments and shear forces
axial forces in pillars, supporting bulkheads and panting
beams based on the rule loads c = el when el < ----f
2
axial and shear forces in primary girders based on the rule
loads. f f
= f 1 ---------- when el > ----
A 200 Definitions 4 el 2
201 Symbols:
f = yield stress in shear of material in N/mm2
t = thickness in mm of plating
s = shortest side of plate panel in m f
= -------- .
l = longest side of plate panel in m 3
= length in m of stiffener, pillar etc.
E = modulus of elasticity of the material B 200 Plate panel in uni-axial compression
= 2.06 105 N/mm2 for steel
el = the ideal elastic (Euler) compressive buckling stress in 201 The ideal elastic buckling stress may be taken as:
N/mm2 t tk 2 2
f = minimum upper yield stress of material in N/mm2, and el = 0, 9 k E -------------- (N/mm )
is not to be taken less than the limit to the yield point 1000s
given in Sec.2 B201.
el = the ideal elastic (Euler) shear buckling stress in N/mm2 For plating with longitudinal stiffeners (in direction of com-
c = the critical compressive buckling stress in N/mm2 pression stress):
c = the critical shear stress in N/mm2
a = calculated actual compressive stress in N/mm2 8, 4
k = k l = ------------------- for ( 0 1 )
a = calculated actual shear stress in N/mm2 + 1, 1
a a For plating with transverse stiffeners (perpendicular to com-
= stability (usage) factor = ----- = ---- pression stress):
c c
zn = vertical distance in m from the baseline or deckline to 2
s 2 2, 1
the neutral axis of the hull girder, whichever is relevant k = ks = c 1 + - ------------------- for ( 0 1 )
za = vertical distance in m from the baseline or deckline to l + 1, 1
the point in question below or above the neutral axis,
respectively
f1 = material factor c = 1.21 when stiffeners are angles or T-sections
= 1.0 for NV-NS steel 1) = 1.10 when stiffeners are bulb flats
= 1.08 for NV-27 steel 1) = 1.05 when stiffeners are flat bars
= 1.28 for NV-32 steel 1) c = 1.3 when the plating is supported by floors or deep
= 1.39 for NV-36 steel 1) girders.
= 1.43 for NV-40 steel. 1)
For double bottom panels the c-values may be multiplied by
1) For details see Sec.2 B and C . 1.1.
is the ratio between the smaller and the larger compressive
stress assuming linear variation, see Fig. 1.
B. Plating ( C )
B 100 General
101 Local plate panels between stiffeners may be subject to
uni-axial or bi-axial compressive stresses, in some cases also
combined with shear stresses. Methods for calculating the crit-
ical buckling stresses for the various load combinations are
given below.
102 Formulae are given for calculating the ideal compressive
buckling stress el. From this stress the critical buckling stress Fig. 1
c may be determined as follows: Buckling stress correction factor
The above correction factors are not valid for negative -val-
ues.
The critical buckling stress is found from 102.
202 For plate panels stiffened in direction of the compressive
stress and with circular cut-outs, the ideal buckling stress el
is to be found by multiplying the factor kl with a reduction fac-
tor r given as:
l a
d
r = 1 ( 0, 5 + 0, 25 ) ---
s
r = b2
= factor given in 201, Fig. 1
d = diameter of cut-out, in m. b
With edge reinforcement of thickness t at least equal to plate Fig. 3
thickness to, factor r may be multiplied by: Stiffening perpendicular to compressive stress
h h
0, 8 + 0, 1 ---- , --- 8
t0 t 205 The critical buckling stress calculated in 201 is to be re-
lated to the actual compressive stresses as follows:
h = height of reinforcement, in mm. a
c -----
203 For plate panels stiffened in direction of the compressive
stress and with stadium formed cut-outs (see Fig. 2) the ideal
buckling stress el is to be found by substituting the expres- a = a calculated compressive stress in plate panels. With
sion for factor kl in 201 with the following: linearly varying stress across the plate panel, is to be
taken as the largest stress.
0, 58 sb 2 b 2 In plate panels subject to longitudinal stresses, a is
k = ------------------------- + ----------- 1 + 2, 7 ---
0, 35 + 1 2a a given by:
(see Fig. 2)
M +M
= as given in 201. S W
al = -----------------------
- ( z n z a )10
5
(N/mm )
2
IN
= minimum 30 f1 N/mm2 at side
= 1.0 for deck, single bottom and longitudinally stiffened
side plating
r= b
2 = 0.9 for bottom, inner bottom and transversely stiffened
s side plating
b = 1.0 for local plate panels where an extreme load level
is applied (e.g. impact pressures)
= 0.8 for local plate panels where a normal load level is
a applied
MS = stillwater bending moment as given in Sec.5
l MW = wave bending moment as given in Sec.5
IN = moment of inertia in cm4 of the hull girder.
Fig. 2 For reduction of plate panels subject to elastic buckling, see
Stiffening in direction of compressive stress 207.
MS and MW are to be taken as sagging or hogging values for
Guidance note: members above or below the neutral axis respectively.
The formula for k should not be applied when For local plate panels with cut-outs, subject to local compres-
sion loads only, a is to be taken as the nominal stress in panel
a/b < 1.5 and b/s < 0.35 without cut-outs.
An approximation to a circular opening as given in 202 may then An increase of the critical buckling strength may be necessary
be applied. in plate panels subject to combined in-plane stresses, see 400
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e--- and 500.
206 For ships with high speed and large flare in the forebody,
204 For plate panels stiffened perpendicular to the compres- the requirement for critical buckling stress c of the strength
sive stress and with stadium formed cut-outs (see Fig. 3) the deck as given in 205 is to be based on the following -value
ideal buckling stress el may be found by multiplying the fac- forward of 0.3 L from F.P.:
tor ks with the reduction factor:
x 2
al = l1 + l2 1 ------------- (N/mm )
a
r = 1 ( 0, 5 + 0, 25 ) -- (see Fig.3) 0, 3L
l
l1 = al as calculated in 205
= as given in 201. l2 = 0 for CAF 0.4
MA = MS + MW
Fig. 5
Buckling stiffeners
303 The critical shear stress calculated in 301 and 302 is to 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
addition to in-plane shear stresses the interaction is given by:
c ----a
n
ax
----------------- ax ay
- + -----------------
- K --------------------------------- ay
- 1
x cx q x y cx cy q y cy q
a = calculated shear stress. In plate panels in ship's side
and longitudinal bulkheads the shear stresses are given ax, ay, cx, cy. x, y,K and n are as given in 401.
in Sec.5 D.
For local panels in girder webs with cut-outs, a is to be 2
q = 1 ----
a
taken as the stress in web plate without cut-out c
= 0.90 for ship's side and longitudinal bulkhead subject
to hull girder shear forces a and c are as given in 303.
= 0.85 for local panels in girder webs when nominal Only stress components acting simultaneously are to be insert-
shear stresses are calculated (a = 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.
An increase of the critical buckling strength may be necessary
C. Stiffeners and Pillars
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
401 For plate panels subject to bi-axial compression the in- and pillars are given below. Formulae for the ideal elastic
teraction between the longitudinal and transverse buckling buckling stress el are given. From this stress the critical buck-
strength ratios is given by: ling stress c may be determined as follows:
n f
ax
-------------- ax ay
- + --------------
- K ------------------------------ ay
- 1 c = el when el < -----
x cx x y cx cy y cy 2
f f
= f 1 ----------- when el > -----
ax = compressive stress in longitudinal direction (per- 4 el 2
pendicular to stiffener spacing s)
ay = compressive stress in transverse direction (perpen- C 200 Lateral buckling mode
dicular to the longer side l of the plate panel)
cx = critical buckling stress in longitudinal direction as 201 For longitudinals subject to longitudinal hull girder
calculated in 200 compressive stresses, supporting bulkhead stiffeners, pillars,
cy = critical buckling stress in transverse direction as cal- cross ties, panting beams etc., the ideal elastic lateral buckling
culated in 200 stress may be taken as:
x, y = 1.0 for plate panels where the longitudinal stress I 2
al (as given in 205) is incorporated in ax or ay A
el = 0, 001 E --------2 (N/mm )
= 0.85 in other cases Al
K = ca
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
= 1000 ----------- -----f 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-
n = factor given in Table B1. porting plate panels where elastic buckling is allowed, the
plate flange is not to be taken greater than the effective width,
Table B1 Values for c, a, n see B207 and Appendix A.
c a n Where relevant tk is to be subtracted from flanges and web
1.0 <l/s < 1.5 0.78 minus 0.12 1.0 plates when calculating IA and A.
1.5 l/s < 8 0.80 0.04 1.2 The critical buckling stress is found from 101.
The formula given for el is based on hinged ends and axial
force only.
For plate panels in structures subject to longitudinal stresses,
such stresses are to be directly combined with local stresses to If, in special cases, it is verified that one end can be regarded
the extent they are acting simultaneously and for relevant load as fixed, the value of el may be multiplied by 2. If it is veri-
conditions. Otherwise combinations based on statistics may be fied that both ends can be regarded as fixed, the value of el
applied. may be multiplied by 4.
In cases where the compressive stress ax or ay is based on an In case of eccentric force, additional end moments or addition-
extreme loading condition (dynamic loads at probability level al lateral pressure, the strength member is to be reinforced to
10-8 or less) the corresponding critical buckling stress cx or- withstand bending stresses.
cy may be substituted by ux or uy according to Appendix A. 202 For longitudinals and other stiffeners the critical buck-
This is only relevant in the elastic range ling stress calculated in 201 is to be related to the actual com-
(c based on el < 0.65 f). pressive stress as follows:
c -----a
SHIP'S SIDE
a = calculated compressive stress.
For longitudinals a = al as given in B205. For ships GIRDER
with high speed and large flare, see also B206
= 0.85.
B GIRDER
203 For pillars, cross ties and panting beams the critical
buckling stress as calculated in 201 is not to be less than:
A1
GIRDER
10P 2
c = --------- (N/mm )
A A2
k
= -------------------- , 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
IA l5 /2 l4 /2
i = radius of gyration in cm = -----
A SHIPS'S SIDE
TRANSVERSE
IA and A as given in 201
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): E IW 2 K I 2
- m + ------- + 0, 385 E ----T-
el = ------------------- (N/mm )
b1 4 2 2 IP
10 I p l m
A D = 4 ( A1 + A 2 ) ----- when transverse beams
B
4
b1 Cl 6
= 4 ( A 3 + A 4 + A 5 ) ----- when longitudinals K = ------------------ 10
4
B 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<K4 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 3 3 tf 4
= --- h w t w + b f t f 1 0, 63 ---- 10 el as given in B205. For ships with high speed and
3 bf large flare, see also B206
for flanged profiles = 0.9 in general
IP = polar moment of inertia in cm4 of profile about connec- = 0.85 when the adjacent plating is allowed to buckle in
tion of stiffener to plate the elastic mode, according to B207.
3 C 400 Web and flange buckling
hw tw 4
= -------------- 10 for flat bars 401 The el -value required for the web buckling mode for
3
3 flanged profiles may be taken as:
hw tw 2 4
= -------------- + h w b f t f 10 for flanged profiles t t 2
2
3 el = 3, 8 E --------------
w k
-
(N/mm )
IW = sectorial moment of inertia in cm6 of profile about con- hw
nection of stiffener to plate The critical buckling stress c found from 101 is not to 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 is not to be
3 2
tf bf hw 6 less than:
= --------------------- 10 for T-profiles
12 tf = 0.1 bf + tk (mm)
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) is not to 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 a el l s 4
I = --------------------------------------- (cm )
l = span of profile in m t
s = spacing of profiles in m.
Where relevant tk is to 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 el = 1.18 a when less than f/2
2
3
kEt p 3
f
= ------------------------------------------------------ 10 = -------------------------------------
- otherwise
3 4 ( f 1, 18 a )
1, 33 k h w t p
3s 1 + ----------------------------- a = actual compressive stress.
3
1000 s t w
502 For transverse girders supporting longitudinals or stiff-
k = 1 pa, not to be taken less than zero eners subject to axial compression stresses the moment of in-
ertia of the girder section (including effective plate flange) is
p = -------a- not to be less than:
ep
4
a = 2 in general S 4
I = 0, 3 ------ I S (cm )
= 1 for flat bar profiles 3
l s
a = calculated compressive stress. For longitudinals, see
B205 and 206 S = span in m of girder
ep = elastic buckling stress of supporting plate as calculated l = distance in m between girders
in B201. s = spacing in m of stiffeners
IS = moment of inertia in cm4 of longitudinal or stiffener
For flanged profiles k need not be taken less than 0.2. necessary to satisfy the lateral buckling mode require-
302 The critical buckling stress as found from 301 and 101 is ment given in 201202
not to be less than: el A l
2
= --------------------
c -----a 0, 001 E
el = as given in 501
a = calculated compressive stress. For longitudinals a = 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 is to be submitted: C 100 Location and separation of spaces
heat balance calculations of the part-cargo or full-cargo 101 The cargo pump rooms are to be separated from the car-
conditions, including all the necessary input data go area by cofferdam or insulation, preferably an open, venti-
lated 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 is to be fastened to the main structure with due consider-
distributions in the hull system. The extent of this calcula- ation 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 Sec.1 D, Pt.5 Ch.3 Sec.1 D or Pt.5 Ch.4 Sec.5 C,
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 80C are to 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:
D 200 Water ballast conditions density: 7860 kg/m3
201 Water ballast is at no time to be carried adjacent to the specific heat: 0.114 kcal/kg/C
tanks with hot cargo. A defined safe zone must be specified. coefficient for heat conduction: 0.3 t + 59,l96 kcal/h m C.
The effect from various scantlings is negligible.
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
E. Scantlings of the Cargo area
202 The calculated temperature loadings are to represent full
E 100 Construction considerations load and partial load conditions, seagoing as well as harbour
conditions.
101 Hot cargo directly on the outer side shell plating is to be
avoided. 203 The ambient temperature in the sea water and in the air
is to be 0C when heat flow is calculated.
102 With a cargo temperature of up to about 140C, an inte-
gral cargo stiffening system consisting of single bottom, deck 204 The temperature stresses are to be combined with still
and double boundary at sides, transverse/longitudinal girders water and wave bending stresses as well as static and dynamic
and stiffeners may be feasible. Longitudinal and transverse stresses from cargo and seawater.
cargo separation bulkheads may be of non-corrugated type, 205 The total results are to be checked against allowable
preferably without deep girders/stringers. The dimensions and stresses, see below, and the global and local buckling strength.
details to be calculated and considered with due respect to the
temperature stresses. Local elastic buckling is acceptable, see also Appendix A. Re-
duced stiffness of plating is to be used in the calculations. The
With a cargo temperature of up to about 200C, an integral car- final results are to include correct stiffnesses.
go system consisting of double skin may be feasible. The inner Guidance note:
containment to be transverse stiffened while outer system
should be longitudinal stiffened. Single deck may be accepted. The 3-dimensional finite element method model, or an equiva-
lent means for establishing the temperature stresses, may extend
Longitudinal and transverse cargo separation bulkheads to be from middle of one cargo hold to the middle of an adjacent hold.
of vertically corrugated type without girders/stringers. When Symmetric condition may be assumed at the centre line.
longitudinal strength is calculated the transverse stiffened skin
may be allowed to buckle and thus disregarded when subject to ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
compressive longitudinal forces.
With a cargo containment temperature above about 200C in- E 300 Acceptable stress level
dependent cargo system will normally be required. 301 The stress level is not to exceed the values given in this
chapter, where actual loading conditions are calculated with-
103 The termination of structure at forward or aft end of the out taking temperature into account.
cargo area is to be designed to transfer axial forces (longitudi-
nal forces) due to temperature decrease. 302 For independent cargo tank systems, reference is made
to Pt.5 Ch.5 Sec.5.
104 Where the temperatures as well as temperature gradients
are high, all transitions in the main structures are to be careful- 303 When the temperature stresses are included the follow-
ly designed with respect to high shear forces. ing stresses are acceptable (all values are given at 180C):
105 Weld dimensions in structures where high shear forces a) Transverse and longitudinal girders
are involved are to be specially calculated.
- nominal stress for NV-NS max = 190 N/mm2
E 200 Thermal stress analysis
- nominal stress for NV32 max = 260 N/mm2
201 It will generally be accepted that the temperature stress- - nominal stress for NV36 max = 300 N/mm2
es are established within the parallel midship portion of the - shear stress for NV-NS max = 110 N/mm2
cargo area and then used generally for the whole cargo area.
- shear stress for NV32 max = 155 N/mm2
Guidance note: - shear stress for NV36 max = 175 N/mm2
For a ship with class notation Tanker for Asphalt the follow- - equivalent stress for NV-NS e max = 205 N/mm2
ing coefficients may be used in the heat balance calculations.
- equivalent stress for NV32 e max = 280 N/mm2
kcal/hour/m2/C - equivalent stress for NV36 e max = 315 N/mm2
Asphalt to inner bottom: 50
When the thermal stresses are the dominant part of the
Asphalt to inner ship side: 50 stress level, higher stresses than above may be accepted lo-
Seawater to outer ship side: 7400 (with ship moving) cally
Air to outer ship side: 20
up
to max = F and max = ------- .
F
Air to deck (outside): in be- 10
tween inner and outer shell 3
Air to outer ship side: 10 b) Hull section modulus
Air to inner ship side: 10 Stresses from cargo conditions are to be as given by Sec.5
Air to web in the trans. web- 5 C303 when D102 is taken account of. The same effect ap-
frame: plies to the minimum requirement.
SECTION 15
SPECIAL REQUIREMENTS - ADDITIONAL CLASS
C 400 Requirements for fatigue life a) Representative longitudinal stiffener connections in the
401 Fatigue calculations shall in general be performed as de- bilge area of midship, including the stiffener on top, cut
scribed in Sec.16 with the following modifications: out and collar plate. See Guidance note to 402.
b) Fatigue strength assessment of the following hatch corners
Fatigue calculations, including those required for NAUTI- and coamings shall normally be carried out:
CUS(Newbuilding), are to be carried out with the
number of wave encounters related to a design life of 30 typical hatch corner and coaming, amidships
years for the PLUS-1 notation and 40 years for the the after hatch corners and coamings in the after cargo
PLUS-2 notation. hold (the hatch corner located in front of engine room
Fatigue strength assessment of details according to 402 to forward bulkhead)
404 depending on the vessel type are to be carried out by one hatch corner and coaming selected as the most
simplified fatigue calculation procedure described in critical hatch corner with respect to fatigue within the
Sec.16 and in Classification Note No. 30.7. When a stress forward part of the cargo area.
concentration factor is not available for the structure in
question this may be found by the finite element analysis Such fatigue assessment will normally have to be based on
as described in Classification Note No. 30.7. a global finite element analysis.
The results from investigation of the details in the midship area
402 For tankers, fatigue strength assessment of the following mentioned in a) above, are to 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 are to
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 include additional
area, mentioned in a), b) and c) above, are to be utilised within requirements for corrosion prevention of tanks and holds for
the cargo area. A detailed procedure is described in Classifica- newbuildings.
tion Note No. 30.7.
D 200 Application
Guidance note:
The following criteria may be used for the determination of rep- 201 The COAT-1 and COAT-2 notations are primarily in-
resentative longitudinals: tended for tankers, bulk carriers and container vessels of con-
ventional design, but may also be applied to other types of
- longitudinal stiffener where the minimum fatigue life is ob- vessel. The vessels shall comply with the requirements for cor-
tained from Nauticus Hull Fatigue calculations
- longitudinal stiffener showing representative behaviour of the rosion prevention of tanks and spaces as described in D.
adjacent longitudinals
D 300 Documentation
- longitudinal stiffener in areas where the maximum web frame
shear stress is anticipated 301 A coating specification shall be submitted for approval.
- longitudinal stiffener where the maximum dynamic pressure The coating specification is to be based on the principles de-
is applied. scribed in Ch.3 Sec.7 Table A1.
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
D 400 Requirements for corrosion prevention
403 For bulk carriers, fatigue strength assessment of the fol- 401 A corrosion prevention system is to be specified and ap-
lowing details shall be carried out in addition to those required plied to the ballast water tanks and cargo area as described in
for class notation NAUTICUS(Newbuilding): 402 to 404 for different types of ships. The coating systems re-
ferred in the following are described in Classification Note No.
a) Representative longitudinal stiffener connections in the 33.1.
midship bilge area, in the bottom and inner bottom, includ- 402 For crude oil tankers the following corrosion prevention
ing the stiffener on top, cut out and collar plate. See Guid- system shall be specified and applied:
ance note to 402.
b) Representative lower and upper bracket ends of the side All ballast water tanks shall be protected by a corrosion
frame, located in the middle of an ore hold, within the mid- prevention system, equal to, or better than, coating system
ship area. II for the COAT-1 notation and system III for the COAT-
2 notation.
c) Hatch coaming bracket amidships for ships with large Inner bottom of all cargo tanks and 0.5 m up, shall be pro-
deck openings (total width of hatch openings in one trans- tected by a corrosion prevention system, equal to, or better
verse section exceeding 65% of the ships breadth or than, coating system II for both the COAT-1 and COAT-
length of hatch opening exceeding 75% of hold length) 2 notation.
Upper part 1) of horizontal stringers in cargo tanks shall be
The results from the investigation of the details in the midship protected by a corrosion prevention system, equal to, or
area mentioned in a), b) and c) above, are to be utilised within better than, coating system I for the COAT-1 notation and
the cargo area. A detailed procedure is described in Classifica- system II for the COAT-2 notation.
tion Note No. 30.7. Deckhead and 2 m down 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- I for the COAT-1 notation and system II for the COAT-2
quired for class notation NAUTICUS(Newbuilding): notation.
ysis with respect to the calculation of hull girder and main gird- may need to be investigated. Further, stiffeners subjected to
er system stress response (400 and 500) as well as hull girder large relative deformations between girders or frames and
capacity analysis (600). bulkheads are to be investigated along with stress increase in
Fatigue loads are to be based on 10-4 probability of exceed- critical areas such as brackets with continuous flanges. Local
ance. However, other probability levels may be accepted pro- structure models may also be used to determine the edge stress
vided a consistent direct analysis procedure has been used. in way of critical hatch corner openings in, e.g. container car-
Wave scatter diagrams for a world-wide trading pattern, will riers and bulk carriers.
serve as basis for the fatigue analysis (700), unless a more se- In general, such analysis shall be performed in areas as defined
vere fatigue environment has been specified. in Pt.5 for the various ship types.
E 400 Finite element analysis Local structure models may be included in the cargo hold mod-
el or the frame and girder model or run separately with pre-
401 The finite element analysis of the hull structure is to be scribed boundary deformations or boundary forces from the
carried out in accordance with the principles given in 402 to frame and girder model.
406. The analysis described in 403 to 405 may be included in
higher level analyses. 406 Stress concentration models (Model level 5)
Fine mesh finite element models are to be applied at critical
402 Global stiffness model (Model level 1) stress concentration details as required for fatigue assessment
In this model, a relatively coarse mesh extending over the total according to 702. The model extent is to be such that the cal-
hull length is to be used to represent the overall stiffness and culated results are not significantly affected by assumptions
global stress distribution of the primary members of the hull. made for boundary conditions and application of loads.
Wave loads derived from the wave load analysis as given in Elements size for stress concentration analysis is to be in the
300 are to be applied. The following effects are to be taken into order of the plate thickness. Normally, shell elements are to be
account: used for the analysis while solid elements may be used on a
comparative basis to investigate stress concentration factors in
vertical hull girder bending including shear lag effects special areas. If solid modelling is used, the element size in
vertical shear distribution between ship side and bulk- way of the hot spot may have to be reduced to half the plate
heads thickness in case the overall geometry of the weld is included
horisontal hull girder bending including shear lag effects in the model representation. For further details, see Classifica-
torsion of the hull girder (if open hull type) tion Note No. 30.7.
transverse bending and shear.
E 500 Acceptance criteria
The analysis may be carried out with a relatively coarse mesh. 501 The longitudinal hull girder and main girder system
Stiffened panels may be modelled by means of anisotropic el- nominal and local stresses derived from the direct strength cal-
ements. Alternatively, a combination of plate elements and culations in B and C are to be checked according to the criteria
beam elements, may be used. It is important to have a good specified below.
representation of the overall membrane panel stiffness in the
longitudinal and transverse directions and for shear. Allowable equivalent nominal stresses referred to 20 year
North Atlantic conditions are:
The global model provides boundary conditions for the cargo
hold model in 403. Seagoing conditions:
403 Cargo hold model (Model level 2) e = 0.95f (N/mm2)
The model is used for the midship area and aims to analyse the In transverse girders the flange stress is not to exceed 0.85 f.
deformation response and nominal stresses in primary structur-
al members. See Sec.12 and relevant classification notes for Harbour conditions:
applicable requirements and guidelines for such models. e = 0.85f (N/mm2)
The cargo hold model may be included in the global stiffness In transverse girders the flange stress is not to exceed 0.75 f.
model.
f = minimum upper yield stress of the material
The cargo hold model may provide boundary conditions for e = equivalent stress
the frame and girder model in 404.
404 Frame and girder model (Model level 3) buckling control, see 503
The frame and girder analysis is to be used to analyse stresses hull girder capacity, see 600
and deformations in the main framing or girder system. See fatigue control, see 700.
Sec.12 and relevant classification notes for applicable require-
ments and guidelines for such analyses. 502 Local linear peak stresses in areas with pronounced ge-
ometrical changes, such as in hatch corners, frame corners etc.,
The calculations are to include results as membrane stresses may need special consideration. Local peak stresses in this
caused by bending, shear and torsion. The minimum require- context are stresses calculated with Stress concentration mod-
ments for the areas to be considered are given in: els (Model level 5) that have a finer finite element mesh repre-
sentation than used for nominal stress determination.
for tankers: see Pt.5 Ch.3 Sec.2 D103
for bulk carriers: see Pt.5 Ch.2 Sec.5 C403 For extreme 20 year North Atlantic loads, linear peak stress
for container carriers: see Pt.5 Ch.2 Sec.6 C402 and 403. corresponding to an acceptable equivalent plastic strain is:
In addition to the above, at least one transverse web frame in e = 400 f1 (N/mm2)
the forward cargo hold or tank is to be analysed.
Local peak stresses as given above may be accepted provided
The model may be included in the cargo tank or hold analysis plastic mechanisms are not approached (developed) in the as-
model, or run separately with prescribed boundary deforma- sociated structural parts.
tions or boundary forces from the cargo hold model.
Guidance note:
405 Local structure models (Model level 4) Areas above yield determined by a linear finite element method
The local structure analyses are used to analyse stresses in lo- analysis may give an indication of the actual area of plastifica-
cal areas. Stresses in laterally loaded local plates and stiffeners 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 S = 1.1 (factor on MS allowing for moment increase
zone. with accidental flooding of holds)
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e--- W2 = 0.67 (wave load reduction factor corresponding to 3
month exposure in world-wide climate).
503 The buckling control of panels (plate and stiffener com- The hull girder strength capacity may be calculated for the in-
binations) is to be performed as given in Classification Note tact midship section as well as for the remaining intact parts of
No. 30.1. The usage factor for stiffened panels is not to exceed the damaged midship section by summing up the buckling and
0.90. the yield capacities of the intact structural elements of the
whole section:
E 600 Hull girder capacity
601 For vessels with notation CSA-2, the ultimate sagging
and hogging bending capacity of the hull girder is to be deter-
MU = crj Aj zj + fk Ak zk
j k
mined, for both intact and damaged conditions.
A = area of panel
602 The following damage conditions are to be considered z = distance from panel to plastic neutral axis using the ac-
independently, using the worst possible position in each case: tual yield/buckling capacities in the tension/ compres-
1. Collision sion side respectively
cr = critical buckling stress of panels on the compression
with penetration of one ship side, single or double side within side, according to Classification Note No. 30.1
a breadth of B/16. f = yield stress of panels on the tension side
The damage extents are given by: j = includes all panels on compression side
k = includes all panels on tension side.
Damage extent
Damage parameter The MU is to be calculated both for sagging and hogging con-
Single side Double side
ditions.
height: h/D 0.75 0.60
Length: l/L 0.10 0.10 E 700 Fatigue strength assessment
h= penetration height 701 The fatigue strength assessment is to be performed ac-
l= penetration length cording to Sec.16. The dynamic stresses based on the global fi-
nite element calculations for wave loads derived from the
Guidance note: direct load calculations, as given in B and C, are to be utilised.
Calculations utilising symmetrical characteristics, i.e. the capac-
ities of the damaged parts of the cross section are reduced with Fatigue stress evaluation based on nominal calculated stresses
50% on both sides of the ship, will be accepted. and application of relevant stress concentration factors may
normally be accepted. When stress concentration factors for
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e--- the geometrical details are not available, a fine mesh finite el-
ement calculation is to be performed, see 406. The weld in-
2. Grounding duced stress concentration factor (due to the weld geometry)
with penetration of bottom, single or double bottom within a may be based on standard values.
height of B/15. The damage extents are given by: 702 The fatigue strength assessment is in general to be car-
ried out for longitudinal and transverse structural elements
Damage extent (longitudinals and plates) in bottom, inner bottom, side, inner
Damage parameter side, longitudinal and transverse bulkheads and the strength
Single side Double side
height: b/B 0.75 0.55 deck in the midship region and the forebody.
Length: l/L 0.50 0.30 Fatigue assessment is also to be carried out for highly stressed
b= penetration breadth structural details in the midship region and in the forebody, as
follows:
603 The ultimate hull girder bending capacity is to comply In general:
with the following limits:
In way of welded details at high stress areas, such as:
Intact design
weld attachments of bulkhead corrugations to supporting
M UI structures
M S + W1 M W -----------
M panel knuckles.
SECTION 16
FATIGUE CONTROL
A. General the planned life of the vessel. The period is, however, normally
not to be taken less than 20 years. Unless otherwise specified,
A 100 Introduction the fatigue calculation is to be based on the North Atlantic
wave scatter diagram, reduced by 80% as described in Classi-
101 The background and assumptions for carrying out fa- fication Note No. 30.7.
tigue calculations in addition to or as a substitute to the specific
rule requirements in Sec.5 to Sec.11 are given in this section. 402 The cumulative effect of the stress history may be ex-
Load conditions, design criteria and applicable calculation pressed by linear cumulative damage usage factor (Miner-
methods are specified. Palmgren), which is not to exceed the value = 1.0 using S-N
data for mean value minus 2 times the standard deviation.
For some ship types, such direct fatigue calculations are spec-
ified in the rules for the class notation in question. A 500 Calculation methods
A 200 Application 501 Acceptable calculation methods are given in Classifica-
tion Note No. 30.7.
201 The application of direct fatigue calculations is gov-
erned by the following cases: 502 The influence of the corrosive environments in tanks is
normally to be taken into account by considering that coated
1) The calculations are required as part of rule scantling de- structures are protected against corrosion for a coating life of
termination when simplified formulations do not represent 10 years plus 5 years, assuming effective coating maintenance
the dynamic stress distribution and a direct stress analysis shall be used as a basis for the selection of S-N curves. This is
has been required with a reference to this section. to be regarded as a part of the fatigue calculation method..
2) Serving as an alternative basis for the scantlings, direct The effects of a corrosive environment on the fatigue life are
stress calculations may give reduced scantlings compared to be taken into account through appropriate S-N curves.
to the explicit fatigue requirements.
For coated tanks, an S-N curve for a welded joint in air may be
A 300 Loads used for the protective time of the coating and an S-N curve for
a welded joint in corrosive environment is to be used for the re-
301 The vessel is to be evaluated for fatigue due to global maining time of the target lifetime.
and local dynamic loads. For the local loads, stresses due to in-
ternal and external pressures may be calculated separately and For uncoated cargo oil tanks, an S-N curve for a welded joint
combined using a correlation factor between the sea pressure in air may be used for half the target life time and an S-N curve
loads and internal pressure loads. Simplified formulas for dy- for corrosive environment is to be used for the remaining time
namic loads are given in Classification Note No. 30.7, Ch.4. of the target life time.
The simplified loads may be substituted by directly computed In void spaces and dry cargo holds an S-N curve for a welded
dynamic loads. joint in air may be used for the whole target life time.
Guidance note:
In case the values of roll radius Kr and the metacentric height GM
have not been calculated for the relevant loading conditions, the B. Basic Requirements
following approximate values may be used:
B 100 Longitudinals
Tanker Bulk carrier Container carrier
Kr GM Kr GM Kr GM 101 For longitudinals the fatigue evaluation may be carried
Loaded 0.39B 0.12B 0.39B 0.17B 0.39B 0.04B out based on direct calculation of the stresses. The stresses to
Ballast 0.39B 0.33B 0.39B 0.25B 0.39B 0.04B be taken into account are:
APPENDIX A
ELASTIC BUCKLING AND ULTIMATE STRENGTH
A. Introduction = 10 b (t tk) + as
AR = reduced area of panel
A 100 Scope and description = 10 be (t tk) + as
101 Average in-plane compressive stresses above the elastic b = total width (m) of panel
buckling stress el 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
el = elastic buckling stress (N/mm2) of plating
An accepted procedure for evaluating the ultimate compres- m = c l or 0.9 f , 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 f when stiffeners perpendicular to stress
els are given in B100 and B200. The ultimate strength of stiff- c 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 P A / 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 a A
(a > el), the maximum allowable compressive stress u is u = 0.85.
given by:
B 400 Ultimate strength of simple girders with stiffened
u = u el panel flange
el = elastic buckling stress as calculated from Sec.13 B201 401 The ultimate bending moment capacity of girders with a
u = excess factor given as a function of f / el stiffened plate flange in compression is given by:
MU = ME + MU (kNm)
For longitudinally stiffened plating:
ME = moment capacity corresponding to the elastic buck-
------f- ling limit
u = 1 + 0, 375 2
el
el I
= ------------------ (kNm)
For transversely stiffened plating (compressive stress 1000 z p
perpendicular to longest side l of plate panel):
el = elastic buckling stress (N/mm2) of plating in com-
pression flange calculated with 100% effective
u = 1 + c ------f- 2 plate
el
I = moment of inertia of girder (cm4) with intact plate
flange b (100% effective)
0, 75 zp = distance (cm) from neutral axis to compression
c = ------------
l flange, see Fig. 1
-+1
s
e l , u COMPRESSION
B 200 Calculation of effective width
201 Due to the elastic buckling the effective width of plating
e l
taking part in the compression area will be reduced.
zp
zp b
zm
zp
Guidance note:
zlb
zl
ze
MEI
zfb
ME =
zf
i=1
ef
TENSION z
ei
ei e ( i 1 ) ---------------------
ze( i 1 )
Fig. 2 M EI = ---------------------------------------------------------------- IE ( i 1 )
1000 z ei
Hull girder
ei = elastic buckling stress (N/mm2) of local panel In the first step IE(i 1) = I (intact moment of inertia). E1 will
considered in step i be the lowest elastic buckling stress in relation to the actual stress
in the considered plate, and E(i 1) = 0.
E(i 1) = elastic buckling stress of local panel considered
in previous step When last step in the elastic buckling calculation ( MENME) has
been performed and the total found, the highest elastic buckling
IE(i 1) = moment of inertia of hull girder with effective stress en is to be used as e in the further calculation of 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.