Rules for the Classification of Steel Ships Part D - Service Notations Chp 1 - 7

Marine & Offshore Division92571 Neuilly-sur-Seine Cedex- France

Tel: + 33 (0)1 55 24 70 00 - Fax: + 33 (0)1 55 24 70 25Marine Website: http://www.veristar.comEmail: [email protected]

2014 Bureau Veritas - All rights reserved

PART D Service Notations

Chapters 1 2 3 4 5 6 7

NR 467.D1 DT R07 E July 2014

Rules for the Classification ofSteel Ships

ARTICLE 11.1. - BUREAU VERITAS is a Society the purpose of whose Marine & Offshore Division (the "Society") isthe classification (" Classification ") of any ship or vessel or offshore unit or structure of any type or part ofit or system therein collectively hereinafter referred to as a "Unit" whether linked to shore, river bed or seabed or not, whether operated or located at sea or in inland waters or partly on land, including submarines,hovercrafts, drilling rigs, offshore installations of any type and of any purpose, their related and ancillaryequipment, subsea or not, such as well head and pipelines, mooring legs and mooring points or otherwiseas decided by the Society.The Society: "prepares and publishes Rules for classification, Guidance Notes and other documents (" Rules "); "issues Certificates, Attestations and Reports following its interventions (" Certificates "); "publishes Registers.1.2. - The Society also participates in the application of National and International Regulations or Stand-ards, in particular by delegation from different Governments. Those activities are hereafter collectively re-ferred to as " Certification ".1.3. - The Society can also provide services related to Classification and Certification such as ship andcompany safety management certification; ship and port security certification, training activities; all activi-ties and duties incidental thereto such as documentation on any supporting means, software, instrumen-tation, measurements, tests and trials on board.1.4. - The interventions mentioned in 1.1., 1.2. and 1.3. are referred to as " Services ". The party and/or itsrepresentative requesting the services is hereinafter referred to as the " Client ". The Services are pre-pared and carried out on the assumption that the Clients are aware of the International Maritimeand/or Offshore Industry (the "Industry") practices.1.5. - The Society is neither and may not be considered as an Underwriter, Broker in ship's sale or char-tering, Expert in Unit's valuation, Consulting Engineer, Controller, Naval Architect, Manufacturer, Ship-builder, Repair yard, Charterer or Shipowner who are not relieved of any of their expressed or impliedobligations by the interventions of the Society.ARTICLE 22.1. - Classification is the appraisement given by the Society for its Client, at a certain date, following sur-veys by its Surveyors along the lines specified in Articles 3 and 4 hereafter on the level of compliance ofa Unit to its Rules or part of them. This appraisement is represented by a class entered on the Certificatesand periodically transcribed in the Society's Register.2.2. - Certification is carried out by the Society along the same lines as set out in Articles 3 and 4 hereafterand with reference to the applicable National and International Regulations or Standards.2.3. - It is incumbent upon the Client to maintain the condition of the Unit after surveys, to presentthe Unit for surveys and to inform the Society without delay of circumstances which may affect thegiven appraisement or cause to modify its scope.2.4. - The Client is to give to the Society all access and information necessary for the safe and efficientperformance of the requested Services. The Client is the sole responsible for the conditions of presenta-tion of the Unit for tests, trials and surveys and the conditions under which tests and trials are carried out. ARTICLE 33.1. - The Rules, procedures and instructions of the Society take into account at the date of theirpreparation the state of currently available and proven technical knowledge of the Industry. Theyare a collection of minimum requirements but not a standard or a code of construction neither aguide for maintenance, a safety handbook or a guide of professional practices, all of which areassumed to be known in detail and carefully followed at all times by the Client.Committees consisting of personalities from the Industry contribute to the development of those docu-ments.3.2. - The Society only is qualified to apply its Rules and to interpret them. Any reference to themhas no effect unless it involves the Society's intervention.3.3. - The Services of the Society are carried out by professional Surveyors according to the applicableRules and to the Code of Ethics of the Society. Surveyors have authority to decide locally on matters re-lated to classification and certification of the Units, unless the Rules provide otherwise. 3.4. - The operations of the Society in providing its Services are exclusively conducted by way of ran-dom inspections and do not in any circumstances involve monitoring or exhaustive verification.ARTICLE 44.1. - The Society, acting by reference to its Rules: "reviews the construction arrangements of the Units as shown on the documents presented by the Cli-

ent; "conducts surveys at the place of their construction; "classes Units and enters their class in its Register; "surveys periodically the Units in service to note that the requirements for the maintenance of class are

met. The Client is to inform the Society without delay of circumstances which may cause the date or theextent of the surveys to be changed.ARTICLE 55.1. - The Society acts as a provider of services. This cannot be construed as an obligation bearingon the Society to obtain a result or as a warranty.5.2. - The certificates issued by the Society pursuant to 5.1. here above are a statement on the levelof compliance of the Unit to its Rules or to the documents of reference for the Services provided for.In particular, the Society does not engage in any work relating to the design, building, productionor repair checks, neither in the operation of the Units or in their trade, neither in any advisory serv-ices, and cannot be held liable on those accounts. Its certificates cannot be construed as an im-plied or express warranty of safety, fitness for the purpose, seaworthiness of the Unit or of its valuefor sale, insurance or chartering.5.3. - The Society does not declare the acceptance or commissioning of a Unit, nor of its construc-tion in conformity with its design, that being the exclusive responsibility of its owner or builder. 5.4. - The Services of the Society cannot create any obligation bearing on the Society or constitute anywarranty of proper operation, beyond any representation set forth in the Rules, of any Unit, equipment ormachinery, computer software of any sort or other comparable concepts that has been subject to any sur-vey by the Society.

ARTICLE 66.1. - The Society accepts no responsibility for the use of information related to its Services which was notprovided for the purpose by the Society or with its assistance.6.2. - If the Services of the Society or their omission cause to the Client a damage which is provedto be the direct and reasonably foreseeable consequence of an error or omission of the Society,its liability towards the Client is limited to ten times the amount of fee paid for the Service havingcaused the damage, provided however that this limit shall be subject to a minimum of eight thou-sand (8,000) Euro, and to a maximum which is the greater of eight hundred thousand (800,000)Euro and one and a half times the above mentioned fee. These limits apply regardless of fault in-cluding breach of contract, breach of warranty, tort, strict liability, breach of statute, etc.The Society bears no liability for indirect or consequential loss whether arising naturally or not asa consequence of the Services or their omission such as loss of revenue, loss of profit, loss of pro-duction, loss relative to other contracts and indemnities for termination of other agreements.6.3. - All claims are to be presented to the Society in writing within three months of the date when the Serv-ices were supplied or (if later) the date when the events which are relied on of were first known to the Client,and any claim which is not so presented shall be deemed waived and absolutely barred. Time is to be in-terrupted thereafter with the same periodicity. ARTICLE 77.1. - Requests for Services are to be in writing.7.2. - Either the Client or the Society can terminate as of right the requested Services after givingthe other party thirty days' written notice, for convenience, and without prejudice to the provisionsin Article 8 hereunder. 7.3. - The class granted to the concerned Units and the previously issued certificates remain valid until thedate of effect of the notice issued according to 7.2. here above subject to compliance with 2.3. here aboveand Article 8 hereunder.7.4. - The contract for classification and/or certification of a Unit cannot be transferred neither assigned.ARTICLE 88.1. - The Services of the Society, whether completed or not, involve, for the part carried out, the paymentof fee upon receipt of the invoice and the reimbursement of the expenses incurred.8.2. - Overdue amounts are increased as of right by interest in accordance with the applicable leg-islation.8.3. - The class of a Unit may be suspended in the event of non-payment of fee after a first unfruitfulnotification to pay.ARTICLE 99.1. - The documents and data provided to or prepared by the Society for its Services, and the informationavailable to the Society, are treated as confidential. However: "Clients have access to the data they have provided to the Society and, during the period of classifica-

tion of the Unit for them, to the classification file consisting of survey reports and certificates which have been prepared at any time by the Society for the classification of the Unit ;

"copy of the documents made available for the classification of the Unit and of available survey reports can be handed over to another Classification Society, where appropriate, in case of the Unit's transfer of class;

"the data relative to the evolution of the Register, to the class suspension and to the survey status of the Units, as well as general technical information related to hull and equipment damages, may be passed on to IACS (International Association of Classification Societies) according to the association working rules;

"the certificates, documents and information relative to the Units classed with the Society may be reviewed during certificating bodies audits and are disclosed upon order of the concerned governmen-tal or inter-governmental authorities or of a Court having jurisdiction.

The documents and data are subject to a file management plan.ARTICLE 1010.1. - Any delay or shortcoming in the performance of its Services by the Society arising from an eventnot reasonably foreseeable by or beyond the control of the Society shall be deemed not to be a breach ofcontract.ARTICLE 1111.1. - In case of diverging opinions during surveys between the Client and the Society's surveyor, the So-ciety may designate another of its surveyors at the request of the Client. 11.2. - Disagreements of a technical nature between the Client and the Society can be submitted by theSociety to the advice of its Marine Advisory Committee.ARTICLE 1212.1. - Disputes over the Services carried out by delegation of Governments are assessed within theframework of the applicable agreements with the States, international Conventions and national rules.12.2. - Disputes arising out of the payment of the Society's invoices by the Client are submitted to the Courtof Nanterre, France, or to another Court as deemed fit by the Society.12.3. - Other disputes over the present General Conditions or over the Services of the Society areexclusively submitted to arbitration, by three arbitrators, in London according to the ArbitrationAct 1996 or any statutory modification or re-enactment thereof. The contract between the Societyand the Client shall be governed by English law.ARTICLE 1313.1. - These General Conditions constitute the sole contractual obligations binding together theSociety and the Client, to the exclusion of all other representation, statements, terms, conditionswhether express or implied. They may be varied in writing by mutual agreement. They are not var-ied by any purchase order or other document of the Client serving similar purpose.13.2. - The invalidity of one or more stipulations of the present General Conditions does not affect the va-lidity of the remaining provisions. 13.3. - The definitions herein take precedence over any definitions serving the same purpose which mayappear in other documents issued by the Society.

BV Mod. Ad. ME 545 L - 7 January 2013

MARINE & OFFSHORE DIVISIONGENERAL CONDITIONS

RULES FOR THE CLASSIFICATION OF SHIPS

Part DService Notations

Chapters 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21

Chapter 1 RO-RO CARGO SHIPS Chapter 2 CONTAINER SHIPS Chapter 3 LIVESTOCK CARRIERS Chapter 4 BULK CARRIERS Chapter 5 ORE CARRIERS Chapter 6 COMBINATION CARRIERS Chapter 7 OIL TANKERS AND FLS TANKERSChapter 8 CHEMICAL TANKERS Chapter 9 LIQUEFIED GAS CARRIERSChapter 10 TANKERSChapter 11 PASSENGER SHIPSChapter 12 RO-RO PASSENGER SHIPS Chapter 13 SHIPS FOR DREDGING ACTIVITYChapter 14 TUGS Chapter 15 SUPPLY VESSELS July 2014

Chapter 16 FIRE FIGHTING SHIPS Chapter 17 OIL RECOVERY SHIPS Chapter 18 CABLE-LAYING SHIPS Chapter 19 NON-PROPELLED UNITS Chapter 20 FISHING VESSELSChapter 21 OFFSHORE PATROL VESSELS

The English wording of these rules take precedence over editionsin other languages.

Unless otherwise specified, these rules apply to ships for which contracts aresigned after July 1st, 2014. The Society may refer to the contents hereofbefore July 1st, 2014, as and when deemed necessary or appropriate.

2 Bureau Veritas July 2014

CHAPTER 1RO-RO CARGO SHIPS

Section 1 General1 General 23

1.1 Application

Section 2 Hull and Stability1 General 24

1.1 Application

2 Stability 242.1 Damage stability requirements for ship where additional class notation SDS is

required

3 Structure design principles 243.1 Wood sheating

4 Hull girder strength 244.1 Strength deck

5 Hull scantlings 245.1 Minimum net thicknesses of plating

Section 3 Machinery and Systems1 Scuppers and sanitary discharges 25

1.1 Drainage of ro-ro cargo spaces, intended for the carriage of motor vehicles with fuel in their tanks for their own propulsion

Section 4 Electrical Installations1 General 26

1.1 Applicable requirements1.2 Documentation to be submitted1.3 Safety characteristics

2 Installation 272.1 Installations in closed ro-ro cargo spaces2.2 Installations in cargo spaces other than ro-ro cargo spaces but intended for the

carriage of motor vehicles

3 Type approved components 273.1 July 2014 Bureau Veritas 3

CHAPTER 2CONTAINER SHIPS


1.1 Application


1.1 Application1.2 Documents and information1.3 Definitions

2 Stability 322.1 Intact stability2.2 Damage stability requirements for ships where the additional class notation SDS

has been required

3 Structure design principles 343.1 Materials3.2 Strength principles3.3 Bottom structure3.4 Side structure3.5 Deck structure3.6 Bulkhead structure

4 Design loads 364.1 Hull girder loads4.2 Forces applied to containers

5 Loading conditions and load cases for analysis of primary structure based on partial three dimensional model 385.1 General5.2 Loading conditions for cargo holds (CH.LC)5.3 Loading conditions for fuel oil tanks (FOT.LC)

6 Loading conditions and load cases for analysis of primary structure based on full length model 406.1 Loading condition6.2 Load cases

7 Hull girder strength 417.1 General7.2 Section modulus and section moment of inertia within 0,4 L amidships7.3 Section modulus and section moment of inertia outside 0,4 L amidships4 Bureau Veritas July 2014

8 Hull scantlings 42

8.1 Primary supporting members

8.2 Partial cargo hold finite element model analysis

8.3 Full length model analysis

8.4 Refined analysis of structural details

8.5 Stress concentration in way of hatch corners

9 Fatigue 44

9.1 General

9.2 Structural details to be checked

9.3 Fatigue assessment based on a deterministic approach

9.4 Fatigue assessment based on spectral fatigue analysis

9.5 Alternative to spectral fatigue analysis

10 Breakwater 46

10.1 General

10.2 Design loads

10.3 Scantlings

11 Fixed cell guides 46

11.1 General

11.2 Arrangement of fixed cell guides

11.3 Strength criteria

12 Lashing bridge 46

12.1 General

12.2 Design loads

12.3 Strength criteria

13 Lashing items 47

13.1 Fixed cargo securing devices

13.2 Lashing software

14 Construction and testing 47

14.1 Welding

14.2 Non-destructive examination

14.3 Special structural details

Section 3 Machinery

1 Open top container ships 49

1.1 July 2014 Bureau Veritas 5

CHAPTER 3LIVESTOCK CARRIERS


1.1 Application1.2 Summary table

Section 2 Hull and Stability1 General arrangement design 54

1.1 Livestock arrangement1.2 Arrangement of spaces dedicated to the carriage of livestock1.3 Means of escape and access

2 Stability 542.1 Intact stability

3 Hull girder strength 543.1 Application

4 Hull scantlings 544.1 Scantlings of plating, ordinary stiffeners and primary supporting members

Section 3 Systems Serving Livestock Spaces1 General 55

1.1 Application1.2 Documents to be submitted

2 Design of the systems 552.1 General2.2 Ventilation system2.3 Fodder and fresh water systems2.4 Washing system2.5 Drainage system

Section 4 Fire-Fighting Systems in Livestock Spaces1 General 57


2 Fire-fighting appliances 572.1 Fire hoses2.2 Additional fire-fighting means6 Bureau Veritas July 2014

CHAPTER 4BULK CARRIERS


1.1 Application

Section 2 Ship Arrangement1 General 62

1.1 Application

2 General arrangement design 622.1 General

3 Access arrangement 633.1 Access arrangement to double bottom and pipe tunnel 3.2 Access arrangement to and within spaces in, and forward of, the cargo area

Section 3 Hull and Stability1 Stability 64

1.1 Definitions1.2 Intact stability1.3 Damage stability requirements for ships where additional class notation SDS is

required

2 Structure design principles 662.1 Double bottom structure2.2 Single side structure2.3 Double side structure2.4 Deck structure2.5 Transverse vertically corrugated watertight bulkheads

3 Design loads 713.1 General design loading conditions3.2 Hull girder loads in flooded conditions of bulk carriers of length greater than or

equal to 150 m3.3 Local loads in flooding conditions on transverse vertically corrugated watertight

bulkheads of bulk carriers of length greater than or equal to 150 m3.4 Local loads in flooding conditions on the double bottom of bulk carriers of

length greater than or equal to 150 m 3.5 Additional requirements on local loads for ships with the additional service

feature heavycargo3.6 Loading conditions for primary structure analysis

4 Hull girder strength 764.1 Hull girder loads in flooded conditions of bulk carriers of length greater than or

equal to 150 mJuly 2014 Bureau Veritas 7

5 Hull scantlings of bulk carriers 765.1 Plating5.2 Ordinary stiffeners

6 Scantlings of transverse vertically corrugated watertight bulkheads and double bottom of bulk carriers with length greater than or equal to 150 m 776.1 Evaluation of scantlings of transverse vertically corrugated watertight bulkheads

in flooding conditions6.2 Evaluation of double bottom capacity and allowable hold loading in flooding

conditions

7 Protection of hull metallic structures 807.1 Protection of cargo holds

8 Construction and testing 818.1 Welding and weld connections8.2 Special structural details

Section 4 Hatch Covers 1 General 83

1.1 Application1.2 Materials1.3 Net scantlings1.4 Partial safety factors1.5 Corrosion additions

2 Arrangements 842.1 Height of hatch coamings2.2 Hatch covers2.3 Hatch coamings

3 Width of attached plating 843.1 Ordinary stiffeners3.2 Primary supporting members

4 Load model 844.1 Sea pressures4.2 Load point

5 Strength check 845.1 General5.2 Plating5.3 Ordinary stiffeners and primary supporting members

6 Hatch coamings 876.1 Stiffening6.2 Load model6.3 Scantlings

7 Weathertightness, closing arrangement, securing devices and stoppers 897.1 General7.2 Closing arrangement, securing devices and stoppers8 Bureau Veritas July 2014

8 Drainage 898.1 Arrangement

Appendix 1 Intact Stability Criteria for Grain Loading1 Calculation of assumed heeling moments due to cargo shifting 90

1.1 Stowage of bulk grain1.2 General assumptions1.3 Assumed volumetric heeling moment of a filled compartment trimmed1.4 Assumed volumetric heeling moment of a filled compartment untrimmed1.5 Assumed volumetric heeling moments in trunks1.6 Assumed volumetric heeling moment of a partly filled compartment1.7 Other assumptions1.8 Saucers1.9 Overstowing arrangements and securing

2 Dispensation from trimming ends of holds in certain ships 962.1 Calculation exampleJuly 2014 Bureau Veritas 9

CHAPTER 5ORE CARRIERS


1.1 Application


1.1 Application

2 General arrangement design 1042.1 General

3 Access arrangement 1053.1 Access arrangement to double bottom and pipe tunnel 3.2 Access arrangement to and within spaces in, and forward of, the cargo area


1.1 Loading manual and loading instruments

2 Stability 1062.1 Intact stability2.2 Damage stability requirements for ships where additional class notation SDS

has been required

3 Structure design principles 1063.1 Double bottom structure3.2 Side structure3.3 Deck structure3.4 Longitudinal bulkhead structure3.5 Transverse bulkhead structure3.6 Transverse vertically corrugated watertight bulkheads

4 Design loads 1104.1 Hull girder loads4.2 Loading conditions for primary structure analysis

5 Hull scantlings 1105.1 Additional requirements5.2 Strength checks of cross-ties analysed through a three dimensional beam model5.3 Strength checks of cross-ties analysed through a three dimensional finite

element model10 Bureau Veritas July 2014

6 Other structures 1136.1 Hatch covers

7 Construction and testing 1137.1 Welding and weld connections7.2 Special structural detailsJuly 2014 Bureau Veritas 11

CHAPTER 6COMBINATION CARRIERS


1.1 Application


1.1 Application

2 General arrangement design 1182.1 General2.2 Double bottom tanks or compartments2.3 Navigation position

3 Size and arrangement of cargo tanks and slop tanks 1213.1 Cargo tanks3.2 Oil outflow3.3 Slop tanks

4 Size and arrangement of protective ballast tanks or compartments 1224.1 General4.2 Size and arrangement of ballast tanks or compartments

5 Size and arrangement of segregated ballast tanks (SBT) 1235.1 General5.2 Capacity of SBT

6 Access arrangement 1246.1 Access to double bottom and pipe tunnel6.2 Access arrangement to and within spaces in, and forward of, the cargo area6.3 Access to dry cargo holds6.4 Access to compartments in the oil cargo area6.5 Access to the bow


1.1 Loading manual and loading instrument

2 Stability 1262.1 Intact stability2.2 Damage stability - dry cargoes or ballast loading conditions - for ships where

additional class notation SDS is requested2.3 Damage stability - oil cargoes - for ships where additional class notation SDS is

requested12 Bureau Veritas July 2014

3 Structure design principles of ships with the service notation combination carrier/OBO ESP 129

3.1 Double bottom structure

3.2 Double side structure

3.3 Deck structure

3.4 Transverse vertically corrugated watertight bulkhead

4 Structure design principles of ships with the service notation combination carrier/OOC ESP 133

4.1 Double bottom structure

4.2 Side structure

4.3 Deck structure

4.4 Longitudinal bulkhead structure

4.5 Transverse bulkhead structure

4.6 Transverse vertically corrugated watertight bulkheads

5 Design loads 134

5.1 Hull girder loads

5.2 Local loads

6 Hull scantlings 134

6.1 Plating

6.2 Ordinary stiffeners


6.4 Strength check with respect to stresses due to the temperature gradient

7 Other structures 137

7.1 Machinery space

7.2 Opening arrangement

7.3 Hatch covers

8 Hull outfitting 138

8.1 Equipment

9 Protection of hull metallic structures 138

9.1 Protection by aluminium coatings

10 Cathodic protection of tanks 138

10.1 General

10.2 Anodes

10.3 Impressed current systems

11 Construction and testing 138

11.1 Welding and weld connections

11.2 Special structural detailsJuly 2014 Bureau Veritas 13

Section 4 Machinery and Cargo Systems1 General 140

1.1 Application1.2 Documents

2 General requirements 1402.1 Ventilation and gas detection2.2 Arrangement of cargo lines2.3 Cargo openings2.4 Cofferdam filling and draining

3 Slop tanks 1403.1 Segregation of piping systems3.2 Venting system3.3 Discharge pumping and piping arrangement14 Bureau Veritas July 2014

CHAPTER 7OIL TANKERS AND FLS TANKERS


1.1 Application1.2 Definitions



2 General arrangement of the ship with regard to fire prevention and crew safety 1482.1 Location and separation of spaces2.2 Access and openings2.3 Ventilation

3 General arrangement of the ship with regard to pollution prevention 1523.1 Application3.2 Protection of the cargo tank length in the event of grounding or collision3.3 Segregation of oil and water ballast3.4 Accidental oil outflow performance3.5 Cleaning of cargo tanks3.6 Retention of oil on board - Slop tanks3.7 Deck spills3.8 Pump-room bottom protection

Section 3 Hull and Stability1 Stability 157

1.1 Application1.2 Intact stability1.3 Damage stability for ships where the additional class notation SDS is required

2 Structure design principles 1592.1 Framing arrangement2.2 Bulkhead structural arrangement

3 Design loads 1593.1 Hull girder loads3.2 Local loads

4 Hull scantlings 1604.1 Plating4.2 Ordinary stiffeners4.3 Primary supporting members4.4 Strength check with respect to stresses due to the temperature gradientJuly 2014 Bureau Veritas 15

5 Other structures 1635.1 Machinery space5.2 Opening arrangement

6 Hull outfitting 1636.1 Equipment

7 Protection of hull metallic structures 1637.1 Protection by aluminium coatings7.2 Material and coatings of tanks

8 Cathodic protection of tanks 1638.1 General8.2 Anodes8.3 Impressed current systems

9 Construction and testing 1659.1 Welding and weld connections9.2 Special structural details

Section 4 Machinery and Cargo Systems1 General 167

1.1 Application1.2 Documents to be submitted1.3 Abbreviations

2 Piping systems other than cargo piping system 1672.1 General2.2 Bilge system2.3 Ballast system2.4 Air and sounding pipes of spaces other than cargo tanks2.5 Scupper pipes2.6 Heating systems intended for cargo

3 Cargo pumping and piping systems 1723.1 General3.2 Cargo pumping system3.3 Cargo piping design3.4 Cargo piping arrangement and installation3.5 Arrangement of cargo pump rooms3.6 Design of integrated cargo and ballast systems on tankers

4 Cargo tanks and fittings 1764.1 Application4.2 Cargo tank venting4.3 Cargo tank inerting, purging and/or gas-freeing4.4 Cargo tank level gauging systems 4.5 Protection against tank overfilling4.6 Tank washing systems

5 Prevention of pollution by cargo oil 1805.1 General5.2 Discharge into the sea of cargo oil or oily mixtures5.3 Oil discharge monitoring and control system 5.4 Pumping, piping and discharge arrangements16 Bureau Veritas July 2014

6 Certification, inspection and testing 1816.1 Application6.2 Workshop tests6.3 Shipboard tests

7 Steering gear 1827.1 General7.2 Design of the steering gear7.3 Alternative design for ships of less than 100 000 tonnes deadweight

8 Additional requirements for ships having the additional service feature asphalt carrier 1858.1 Application8.2 Additional requirements

9 Specific requirements for ships having the notations FLS tanker or FLS tanker, flash point > 60C 1859.1 Application9.2 Design requirements

Section 5 Electrical Installations1 General 187

1.1 Application1.2 Documentation to be submitted1.3 System of supply1.4 Earth detection1.5 Mechanical ventilation of hazardous spaces1.6 Electrical installation precautions

2 Hazardous locations and types of equipment 1882.1 Special requirements for oil tankers carrying flammable liquids having a flash

point not exceeding 60C and for oil tankers carrying flammable liquids having a flash point exceeding 60C heated to a temperature within 15C of their flash point or above their flash point

2.2 Special requirements for oil tankers carrying flammable liquids having a flash point exceeding 60C unheated or heated to a temperature below and not within 15C of their flash point

2.3 Special requirements for FLS tankers

Section 6 Fire Protection1 General 190


2 General requirements 1902.1 Sources of ignition2.2 Electrical equipment

3 Fixed deck foam system 1913.1 Application3.2 System design3.3 Arrangement and installationJuly 2014 Bureau Veritas 17

4 Fire-extinguishing systems except deck foam system 1924.1 Pressure water fire-extinguishing systems4.2 Fire-extinguishing systems for cargo pump rooms

5 Inert gas systems 1935.1 Application5.2 General5.3 Principles5.4 Design and arrangement of the system5.5 Additional requirements

6 Fixed hydrocarbon gas detection systems 1976.1 Engineering specifications

7 Gas measurement and detection 1987.1 Provisions applicable to all ships7.2 Additional provisions for ships having the service notation oil tanker or FLS

tanker7.3 Additional provisions for ships fitted with an inert gas system7.4 Provisions for installation of gas analysing units

Appendix 1 Devices to Prevent the Passage of Flame into the Cargo Tanks1 General 200

1.1 Application1.2 Definitions1.3 Instruction manual

2 Design of the devices 2012.1 Principles2.2 Mechanical design2.3 Performance2.4 Flame screens2.5 Marking of devices

3 Sizing, location and installation of devices 2023.1 Sizing of devices3.2 Location and installation of devices

4 Type test procedures 2034.1 Principles 4.2 Test procedure for flame arresters located at openings to the atmosphere4.3 Test procedures for high velocity vents4.4 Test rig and test procedures for detonation flame arresters located in-line4.5 Operational test procedure4.6 Laboratory report

Appendix 2 Design of Crude Oil Washing Systems1 General 208

1.1 Application1.2 Definitions1.3 Operations and Equipment Manual18 Bureau Veritas July 2014

2 Design and installation 2082.1 Piping

2.2 Tank washing machines

2.3 Pumps

2.4 Stripping system

2.5 Ballast lines

3 Inspection and testing 2113.1 Initial survey

3.2 Piping

3.3 Tank washing machines

3.4 Stripping system

Appendix 3 Lists of Oils1 Application 212

1.1 Scope of the lists of oils

2 Lists of products 2122.1 List of oils

Appendix 4 List of Chemicals for which Part D, Chapter 8 and IBC Code do not Apply

1 Application 2131.1 Scope of the list

1.2 Safety and pollution hazards

2 List of chemicals for which Part D, Chapter 8 and IBC Code do not apply 2132.1

Appendix 5 Accidental Oil Outflow Performance1 General 217

1.1 Purpose

1.2 Application

2 Accidental oil outflow performance 2172.1 Mean oil outflow parameter

2.2 Calculation

3 Piping arrangements 2203.1 Provision regarding piping arrangementsJuly 2014 Bureau Veritas 19


Chapter 1

RO-RO CARGO SHIPS

SECTION 1 GENERAL

SECTION 2 HULL AND STABILITY

SECTION 3 MACHINERY AND SYSTEMS

SECTION 4 ELECTRICAL INSTALLATIONSJuly 2014 Bureau Veritas 21

Pt D, Ch 1, Sec 1

July 2014 Bureau Veritas 23

SECTION 1 GENERAL

1 General

1.1 Application1.1.1 Ships complying with the requirements of this Chap-ter are eligible for the assignment of the service notation ro-ro cargo ship, as defined in Pt A, Ch 1, Sec 2, [4.2.3].

1.1.2 Ships dealt with in this Chapter are to comply with: Part A of the Rules, NR216 Materials and Welding.

applicable requirements according to Tab 1.

Table 1 : Applicable requirements

Item Greater than or equal to 500 GT Less than 500 GT

Ship arrangementL 65 or 90 m (1) Part B NR566

L < 65 or 90 m (1) NR600 NR566

Hull

L 65 or 90 m (1) Part B Ch 1, Sec 2

Part B Ch 1, Sec 2

L < 65 or 90 m (1) NR600 Ch 1, Sec 2

NR600 Ch 1, Sec 2

Stability Part B Ch 1, Sec 2

NR566 Ch 1, Sec 2

Machinery and cargo systems Part C Ch 1, Sec 3

NR566 Ch 1, Sec 3

Electrical installations Part C Ch 1, Sec 4

NR566 Ch 1, Sec 4

Automation Part C NR566

Fire protection, detection and extinction Part C NR566

(1) Refer to the scope of application of NR600.Note 1:NR566: Hull Arrangement, Stability and Systems for Ships less than 500 GTNR600: Hull Structure and Arrangement for the Classification of Cargo Ships less than 65 m and Non Cargo Ships less than 90 m.

Pt D, Ch 1, Sec 2



1 General

1.1 Application1.1.1 The requirements of this Section apply to multi-deckships with double bottom and, in some cases, with wingtanks up to the lowest deck above the full load waterline,intended for the carriage of: vehicles which embark and disembark on their own

wheels, and/or goods in or on pallets or containerswhich can be loaded and unloaded by means ofwheeled vehicles

railway cars, on fixed rails, which embark and disem-bark on their own wheels.

2 Stability

2.1 Damage stability requirements for ship where additional class notation SDS is required

2.1.1 A ro-ro cargo ship equal to or greater than 80 m inlength where additional class notation SDS is required (seePt A, Ch 1, Sec 2, [6.14.11]) is to comply with the subdivi-sion and damage stability criteria in Pt B, Ch 3, App 3.

3 Structure design principles

3.1 Wood sheating3.1.1 Wood sheathing is recommended for caterpillartrucks and unusual vehicles.It is recommended that a piece of wood of suitable thick-ness should be provided under each crutch in order to dis-tribute the mass over the plate and the nearest stiffeners.

4 Hull girder strength

4.1 Strength deck4.1.1 The contribution of the hull structures up to thestrength deck to the longitudinal strength is to be assessedthrough a finite element analysis of the whole ship in thefollowing cases: when the size of openings in side shell and/or longitudi-

nal bulkheads located below the strength deckdecreases significantly the capability of the plating totransmit shear forces to the strength deck

when the ends of superstructures which are required tocontribute to longitudinal strength may be considerednot effectively connected to the hull structures.

5 Hull scantlings

5.1 Minimum net thicknesses of plating5.1.1 The net thickness of the weather strength deck andtrunk deck plating is to be not less than the value obtained,in mm, from the following formula:

t = 2,1 + 0,013 L k1/2 + 4,5 s

where:s : Length, in m, of the shorter side of the plate

panel.

Pt D, Ch 1, Sec 3


SECTION 3 MACHINERY AND SYSTEMS

1 Scuppers and sanitary discharges

1.1 Drainage of ro-ro cargo spaces, intended for the carriage of motor vehi-cles with fuel in their tanks for their own propulsion

1.1.1 Prevention of build-up of free surfacesIn cargo spaces intended for the carriage of motor vehicleswith fuel in their tanks for their own propulsion and fittedwith a fixed pressure water-spraying fire-extinguishing sys-

tem, the drainage arrangement is to be such as to preventthe build-up of free surfaces. If this is not possible, theadverse effect upon stability of the added weight and freesurface of water is to be taken into account to the extentdeemed necessary by the Society in its approval of the sta-bility information.

1.1.2 Scupper drainingScuppers from cargo spaces intended for the carriage ofmotor vehicles with fuel in their tanks for their own propul-sion are not to be led to machinery or other places wheresources of ignition may be present.

Pt D, Ch 1, Sec 4SECTION 4 ELECTRICAL INSTALLATIONS

1 General

1.1 Applicable requirements

1.1.1 In addition to the relevant requirements of Part C,Chapter 2 and those contained in this Section, electricalinstallations in spaces intended for the carriage of motorvehicles with fuel in their tanks for their propulsion are tocomply with those of Part C, Chapter 4.

1.2 Documentation to be submitted

1.2.1 In addition to the documentation requested in Pt C,Ch 2, Sec 1, Tab 1, the following is to be submitted forapproval:

a) plan of hazardous areas

b) document giving details of types of cables and safetycharacteristics of the equipment installed in hazardousareas.

Table 1 : Electrical equipment permitted in closed ro-ro cargo spaces

Hazardous area

SpacesElectrical equipment

N Description

Zone 1 1 Closed ro-ro cargo spaces except areas under item 3

a) any type that may be considered for zone 0

b) certified intrinsically safe apparatus Ex(ib)

c) simple electrical apparatus and components (e.g. thermocou-ples, photocells, strain gauges, junction boxes, switching devices), included in intrinsically-safe circuits of category ib not capable of storing or generating electrical power or energy in excess of limits stated in the relevant rules, and acceptable to the appropriate authority

d) certified flameproof Ex(d)

e) certified pressurised Ex(p)

f) certified increased safety Ex(e)

g) certified encapsulated Ex(m)

h) certified sand filled Ex(q)

i) certified specially Ex(s)

j) cables sheathed with at least one of the following: a non-metallic impervious sheath in combination with

braiding or other metallic covering copper or stainless steel sheath (for mineral-insulated

cables only)

Zone 1 2 Exhaust ventilation ducts As stated under item 1

Zone 2 3 On condition that the ventilation system is so designed and operated as to provide continuous ventilation of the cargo spaces at the rate of at least 10 air changes per hour whenever vehicles are on board: areas above a height of 450mm from

the deck areas above a height of 450mm from

each platform for vehicles, if fitted, without openings of sufficient size per-mitting penetration of petrol gases downward

areas above platforms for vehicles, if fitted, with openings of sufficient size permitting penetration of petrol gases downward

a) any type that may be considered for zone 1

b) tested specially for zone 2 (e.g. type n protection)

c) pressurised, and acceptable to the appropriate authority

d) encapsulated, and acceptable to the appropriate authority

e) the type which ensures the absence of sparks and arcs and of hot spots during its normal operation (minimum class of pro-tection IP55)

f) cables sheathed with at least a non-metallic external impervi-ous sheath26 Bureau Veritas July 2014

Pt D, Ch 1, Sec 41.3 Safety characteristics1.3.1 The explosion group and temperature class of electri-cal equipment of a certified safe type for use with explosivepetrol-air mixtures are to be at least IIA and T3.

2 Installation

2.1 Installations in closed ro-ro cargo spaces

2.1.1 Except as provided for in [2.1.2], electrical equip-ment is to be of a certified safe type as stated in Pt C, Ch 2,Sec 3, [10.1.6] and electrical cables are to be as stated in PtC, Ch 2, Sec 3, [10.2.2].

2.1.2 Above a height of 450 mm from the deck and fromeach platform for vehicles, if fitted, except platforms withopenings of sufficient size permitting penetration of petrolgases downwards, electrical equipment as stated in Pt C, Ch2, Sec 3, [10.1.7] and electrical cables as stated in Pt C, Ch2, Sec 3, [10.2.3]are permitted, on condition that the venti-lation system is so designed and operated as to provide con-tinuous ventilation of the cargo spaces at the rate of at least10 air changes per hour whenever vehicles are on board.

2.1.3 Electrical equipment and cables in an exhaust venti-lation duct are to be as stated in [2.1.1].

2.1.4 The requirements in this item are summarised in Tab 1.

2.2 Installations in cargo spaces other than ro-ro cargo spaces but intended for the carriage of motor vehicles

2.2.1 The provisions of [2.1] apply.

2.2.2 All electric circuits terminating in cargo holds are tobe provided with multipole linked isolating switcheslocated outside the holds. Provision is to be made for lock-ing in the off position.

This requirement does not apply to safety installations suchas fire, smoke or gas detection systems.

3 Type approved components

3.1

3.1.1 Alarm systems for closing devices of openings andwater leakage detection systems if of electronic type, aswell as television surveillance systems, are to be typeapproved or in accordance with [3.1.2].

3.1.2 Case-by-case approval based on submission of ade-quate documentation and execution of tests may also begranted at the discretion of the Society.July 2014 Bureau Veritas 27

Pt D, Ch 1, Sec 428 Bureau Veritas July 2014


Chapter 2

CONTAINER SHIPS

SECTION 1 GENERAL


SECTION 3 MACHINERYJuly 2014 Bureau Veritas 29

Pt D, Ch 2, Sec 1


SECTION 1 GENERAL

1 General

1.1 Application1.1.1 Ships complying with the requirements of this Chap-ter are eligible for the assignment of the service notationcontainer ship, as defined in Pt A, Ch 1, Sec 2, [4.2.5].

1.1.2 Ships dealt with in this Chapter are to comply with: Part A of the Rules, NR216 Materials and Welding

applicable requirements according to Tab 1.

1.1.3 Ships assigned with the additional service featureequipped for carriage of containers are to comply with theapplicable requirements of this Chapter, in particular withCh 2, Sec 2, [3.2.1], Ch 2, Sec 2, [3.3.1], Ch 2, Sec 2,[3.5.3] and Ch 2, Sec 2, [4.2].

Table 1 : Applicable requirements

Item Greater than or equal to 500 GT Less than 500 GT

Ship arrangementL 65 m Part B NR566

L < 65 m NR600 NR566

Hull

L 65 m Part B Ch 2, Sec 2

Part B Ch 2, Sec 2

L < 65 m NR600 Ch 2, Sec 2

NR600 Ch 2, Sec 2

Stability Part B Ch 2, Sec 2

NR566 Ch 2, Sec 2

Machinery and cargo systems Part C Ch 2, Sec 3

NR566 Ch 2, Sec 3

Electrical installations Part C NR566

Automation Part C NR566

Fire protection, detection and extinction Part C NR566

Note 1:NR566: Hull Arrangement, Stability and Systems for Ships less than 500 GTNR600: Hull Structure and Arrangement for the Classification of Cargo Ships less than 65 m and Non Cargo Ships less than 90 m.

Pt D, Ch 2, Sec 2SECTION 2 HULL AND STABILITY

1 General

1.1 Application

1.1.1 The requirements of this Section apply to double bot-tom ships of double or single side skin construction,intended to carry containers in holds or on decks. When sin-gle side skin construction is adopted, an efficient torsion boxgirder at the topsides or an equivalent structure is to be fit-ted. Typical midship sections are shown in Fig 1 and Fig 2.

The application of these requirements to other ship types isto be considered by the Society on a case-by-case basis.

Figure 1 : Container ship of double side skin construction

Figure 2 : Container ship of single side skin construction

1.2 Documents and information

1.2.1 Documents to be submittedDocuments are to be submitted as required in Pt B, Ch 1,Sec 3. In addition, the following documents are to be sub-mitted to the Society for review:

container stowage plan, describing the arrangement ofcontainers in hold, on deck and on hatch covers; theplan shall also include the gross weight of containersand the maximum design weight of container stacks

a list and/or a plan of all fixed securing devices asrequested in [7]

fixed cell guides arrangement and scantlings.

1.2.2 Information to be submittedThe following additional information is to be included inthe relevant submitted drawings:

maximum design stack weight of 20 and 40 containerstacks in holds and on deck is to be included on theMidship section drawing

maximum design hull girder still water torque is to beincluded in the loading manual.

1.3 Definitions

1.3.1 TEU and FEUTEU : Twenty-foot Equivalent Unit, used to define a

standard container of 20 feet in length

FEU : Forty-foot Equivalent Unit, used to define astandard container of 40 feet in length.

2 Stability

2.1 Intact stability

2.1.1 GeneralThe stability for the loading conditions defined in Pt B, Ch 3,App 2, [1.2.4] is to be in compliance with the requirementsof Pt B, Ch 3, Sec 2.

2.1.2 Additional criteriaIn addition to [2.1.1], the initial metacentric height is to beequal to or greater than 0,20 m.

2.1.3 Alternative criteria for ships greater than 100 m in length

For ships greater than 100 m in length, the Society mayapply the following criteria instead of those in Pt B, Ch 3,Sec 2:

the area under the righting lever curve (GZ curve), inm.rad, is to be not less than 0,009/C up to an angle ofheel of 30, and not less than 0,016/C up to 40 or theangle of flooding f if this angle is less than 40

the area under the righting lever curve (GZ curve), inm.rad, between the angles of heel of 30 and 40 orbetween 30 and f, if this angle is less than 40, is to benot less than 0,006/C32 Bureau Veritas July 2014

Pt D, Ch 2, Sec 2 the righting lever GZ, in m, is to be at least 0,033/C atan angle of heel equal to or greater than 30

the maximum righting lever GZ, in m, is to be at least0,042/C

the total area under the righting lever curve (GZ curve),in m.rad, up to the angle of flooding f is not to be lessthan 0,029/C

where:

C : Coefficient defined by:

T : Mean draught, in m

KG : Height of the centre of mass above base, in m,corrected for free surface effect, not be taken asless than T

CB : Block coefficient

CW : Waterplane coefficient

D : Moulded depth, in m, corrected for definedparts of volumes within the hatch coamingsobtained from the following formula:

h : Mean height, in m, of hatch coamings withinL/4 forward and aft from amidships (see Fig 3)

b : Mean width, in m, of hatch coamings within L/4forward and aft from amidships (see Fig 3)

Bm, BD : Breadths, in m, defined in Fig 3

H : Length, in m, of each hatch coaming within L/4forward and aft from amidships (see Fig 4).

Figure 3 : Definition of dimensions

Figure 4 : Definition of dimensions

2.1.4 Additional requirements for open top container ships

Intact stability calculations are to be investigated for theship in the intact condition and considering the effect of theingress of green water through the open hatchways in thefollowing way:

For the intact condition described in [2.1.5] with theassumptions in [2.1.6], the stability of the ship is to complywith the survival criteria of Pt B, Ch 3, App 3: the factor ofsurvival s is to be equal to one.

2.1.5 Loading condition for open top container ships

The ship is at the load line corresponding to the minimumfreeboard assigned to the ship and, in addition, all the openholds are completely filled with water, with a permeabilityof 0,70 for container holds, to the level of the top of thehatch side or hatch coaming or, in the case of a ship fittedwith cargo hold freeing ports, to the level of those ports.

Intermediate conditions of flooding the open holds (variouspercentages of filling the open holds with green water) areto be investigated.

2.1.6 Assumptions for the stability calculation of open top container ships

Where cargo hold freeing ports are fitted, they are to beconsidered closed for the purpose of determining the flood-ing angle, provided that the reliable and effective control ofclosing of these freeing ports is to the satisfaction of theSociety.

For the condition with flooded holds relevant to the intactship, the free surfaces may be determined as follows:

the holds are fully loaded with containers

the sea water enters the containers and will not pour outduring heeling, condition simulated by defining theamount of water in the containers as fixed weight items

the free space surrounding the containers is to beflooded with sea water

the free space is to be evenly distributed over the fulllength of the open cargo holds.

2.2 Damage stability requirements for ships where the additional class notation SDS has been required

2.2.1 General

Any type of container ship with a length equal to or greaterthan 80 m is to comply with the subdivision and damagestability criteria of Pt B, Ch 3, App 3.

For open top container ships, the coaming of the open topholds is to be considered as a downflooding area.

C TKG-------- 100

L---------- CB

CW-------

2TD

Bm2

---------=

D D2b BD

BD-------------------

2HL

------------- h+=

D

TT/2

BmB

BD

h

b

KG

B/4

D'


Pt D, Ch 2, Sec 23 Structure design principles

3.1 Materials

3.1.1 Steels for hull structureThe material classes required in Pt B, Ch 4, Sec 1, [2.4] orNR600, Ch 1, Sec 2, [2.1], as applicable, for the strengthdeck plating, the sheerstrake and the torsion box girderstructure within 0,4 L amidships are to be maintained inway of the entire cargo hold region.

3.1.2 This requirement applies to ships for which steel withminimum specified yield stress ReH of 390 or 460 N/mm2 isused for hatch coaming plating.

It gives measures, to be applied in cargo hold region, forprevention of propagation of brittle cracks initiating inblock-to-block butt joints of upper deck and hatch sidecoaming.

For plating with as-built thickness equal to or greaterthan 50 mm but not greater than 100 mm, measures areto be taken as specified in Tab 1, where minimum spec-ified yield stress and thickness refer to hatch coamingtop and side platings. Measures are defined as follows:

Measure 1: Measure for prevention of brittle crack prop-agation along block-to-block butt joints, anddeviation from butt joints into base metal

Measure 2: Measure for prevention of brittle crack prop-agation from weld areas other than buttjoints considered in Measure 1, such as fil-lets and attachment welds.

For plating with as-built thickness greater than 100 mm,appropriate measures are to be considered on a case-by-case basis by the Society.

If the as-built thickness of the hatch coaming structure isless than 50 mm, measures are not necessary, regardlessof the as-built thickness and yield stress of the upperdeck.

Table 1 : Measures to preventpropagation of brittle cracks

The following is considered to be an acceptable example ofpreventive Measure 1:

a) use of steel grade EH36CAS, FH36CAS, EH40CAS,FH40CAS or EH47CAS for upper deck plating, in a waysuitable to prevent transmission of crack propagatingfrom hatch coaming to the structure below, and

b) use of steel grade EH36CAS, FH36CAS, EH40CAS,FH40CAS or EH47CAS for hatch side coaming plating,and

c) one of the following arrangements, aiming at creating adiscontinuity in weld line:

shifting block-to-block butt welds of the hatch sidecoaming and those of the upper deck. This shift is tobe not less than 300 mm (see Fig 5)

providing crack arrest holes in way of the block-to-block butt welds at the region where hatch sidecoaming weld meets the deck weld. In this case, thefatigue strength of the lower end of the butt weld isto be assessed (see Fig 6)

including arrest insert plates, of steel grade EH36CAS,FH36CAS, EH40CAS, FH40CAS or EH47CAS, in wayof the block-to-block butt welds at the region wherehatch side coaming weld meets the deck weld (seeFig 7).

Figure 5 : Example of weld shift

Figure 6 : Example of crack arrest holeReH, in N/mm2

As-built thickness, in mm

Measures

390

50 t < 85 N.A.

85 t 100 Measure 1 (1) and Measure 2

460Flux cored arc welding

50 t 100Measure 1 (1) and Measure 2

460 Electrogas welding

50 t 100Measure 1 and

Measure 2

(1) As an alternative to Measure 1, the Shipbuilder mayapply enhanced non-destructive testing (particularlytime-of-flight diffraction technique) to all block-to-blockbutt joints over their full length, using stricter defectacceptance criteria, in lieu of ultrasonic testing definedin [8.2].

Hatch coaming

Upper deck

Inner side

Buttwelds

Hatch coaming

Upper deck

Inner side

Buttweld

Arresthole

Buttweld34 Bureau Veritas July 2014

Pt D, Ch 2, Sec 2Figure 7 : Example of arrest insert plate

As an alternative to items b) and c), the Shipbuilder mayapply enhanced non-destructive testing (particularly time-of-flight diffraction technique) to all block-to-block buttjoints over their full length, using stricter defect acceptancecriteria, in lieu of ultrasonic testing defined in [8.2].

The use of steel grades EH36CAS, FH36CAS, EH40CAS,FH40CAS or EH47CAS for upper deck plating, in a way suit-able to prevent transmission of crack propagating fromhatch coaming to the structure below, is considered to bean acceptable example of preventive Measure 2.

3.2 Strength principles

3.2.1 GeneralLocal reinforcements of the hull structure are to be providedunder container corners and in way of fixed cargo securingdevices and cell guides, if fitted.

The forces applying on the fixed cargo securing devices areto be indicated by the Designer. When one of the additionalclass notations LASHING, LASHING-WW or LASHING(restricted area) is granted, these forces may be determinedby the Society.

3.2.2 Structural continuityOn double hull ships, where the machinery space is locatedbetween two holds, the inner side is, in general, to be con-tinuous within the machinery space. Where the machineryspace is situated aft, the inner hull is to extend as far abaftas possible and be tapered at the ends.

3.3 Bottom structure

3.3.1 Floor and girder spacingThe floor spacing is to be such that floors are located in wayof the container corners. Floors are also to be fitted in wayof watertight bulkheads.

Girders are generally to be fitted in way of container cor-ners.

3.3.2 Reinforcements in way of cell guidesThe structure of the bottom and inner bottom on which cellguides rest is to be adequately stiffened with doublers,brackets or other equivalent reinforcements.

3.4 Side structure

3.4.1 Framing arrangementThe topside torsion box girders are to be longitudinallyframed.

Where the side is longitudinally framed, side transversestructure is to be fitted in line with the double bottom floors.

3.5 Deck structure

3.5.1 Longitudinal girders between hatchwaysThe width of the longitudinal deck girders and hatch coam-ing flanges is to be such as to accommodate the hatch cov-ers and their securing arrangements.

The connections of the longitudinal deck girders and hatchcoamings with the machinery space structure, and aft andfore part structures are to ensure proper transmission ofstresses from the girders to the adjacent structures.

3.5.2 Cross decksCross decks between hatches are subject to a shear force inthe longitudinal direction induced by the overall torsion ofthe ship. The adequate strength of these deck strips is to bechecked in that respect.

Cross decks between hatches are to be suitably overlappedat ends.

3.5.3 Deck and hatch cover reinforcementsDeck or hatch cover structures are to be reinforced takinginto account the loads transmitted by the corners of con-tainers and cell guides.

3.6 Bulkhead structure

3.6.1 Transverse box structures in way of transverse watertight bulkheads

Bottom and top transverse box structures are generally to beprovided in way of transverse watertight bulkheads at theinner bottom and deck level, respectively.

3.6.2 Primary supporting members

The vertical primary supporting members of transversewatertight bulkheads are to be fitted in line with the deckgirders and the corresponding bottom girders.

3.6.3 Reinforcements in way of cell guidesWhen cell guides are fitted on transverse or longitudinalbulkheads which form boundaries of the hold, such struc-tures are to be adequately reinforced taking into accountthe loads transmitted by cell guides.

Hatch coaming

Upper deck

Inner side

Buttweld

Insertplate

ButtweldJuly 2014 Bureau Veritas 35

Pt D, Ch 2, Sec 24 Design loads

4.1 Hull girder loads

4.1.1 Still water loadsThe design still water torsional torque induced by the non-uniform distribution of cargo, consumable liquids and bal-last is to be considered. If no specific data are provided bythe Designer, it is to be obtained at any hull transverse sec-tion, in kN.m, from the following formula:

MSW, T = 31,4 FT S T B

where:

FT : Distribution factor defined in Tab 2 as a func-tion of the x co-ordinate of the hull transversesection with respect to the reference co-ordi-nate system defined in Pt B, Ch 1, Sec 2, [4]

S : Number of container stacks over the breadth B

T : Number of container tiers in cargo hold amid-ships (excluding containers on deck or on hatchcovers).

Where the value of MSW,T obtained from the above formulais greater than 49000 kN.m, the Society may require moredetailed calculations of MSW,T to be carried out by theDesigner.

Table 2 : Distribution factor FT

Table 3 : Container at tier iStill water and inertial forces

Figure 8 : Containers level in a stack

4.2 Forces applied to containers

4.2.1 Still water and inertial forces The still water and inertial forces applied to one containerlocated at tier i, as defined in Fig 8, are to be obtained, inkN, as specified in Tab 3.

4.2.2 Empty containersWhen empty containers are stowed at the top of a stack, stillwater and inertial forces are to be derived consideringweight of empty containers equal to:

2,5 t for twenty feet containers

3,5 t for forty feet containers

3,5 t for forty-five feet containers.

For other container sizes, the weight of empty containers isto be taken equal to 0,14 times the maximum gross weightof the container.

4.2.3 Wind forcesThe forces due to the effect of the wind, applied to one con-tainer stowed above deck at tier i, are to be obtained, inkN, from the following formulae:

in x direction:

Fx,wind,i = 1,2 hC bC

in y direction:

Fy,wind,i = 1,2 hCC

Hull transverse section location Distribution factor FT

0 x < 0,5 L x / L

0,5 L x L (1 x / L)

Ship condition

Load case

Still water force FS and inertial force FW , in kN

Still water FS,i = Mig

Upright(positive heave motion)

a No inertial force

b FW,X,i = Mi aX1 in x directionFW,Z,i = Mi aZ1 in z direction

Inclined (negative roll angle)

c FW,Y,i = Mi CFA aY2 in y directionFW,Z,i = Mi CFA aZ2 in z directiond

Note 1:g : Gravity acceleration, in m/s2:

g = 9,81 m/s2

Mi : Mass, in t, of the container at tier iCFA : Combination factor, to be taken equal to:

CFA = 0,7 for load case c CFA = 1,0 for load case d

aX1, aZ1 : Accelerations, in m/s2, determined at the con-tainer centre of gravity for the upright ship con-dition, defined in Pt B, Ch 5, Sec 3, [3.4]

aY2, aZ2 : Accelerations, in m/s2, determined at the con-tainer centre of gravity for the inclined ship con-dition, defined in Pt B, Ch 5, Sec 3, [3.4]

Lashing at level N

Tier N container

Tier i container

Tier 2 container

Tier 1 container

Lashing at level i

Lashing at level i - 1

Lashing at level 2

Lashing at level 136 Bureau Veritas July 2014

Pt D, Ch 2, Sec 2Figure 9 : Distribution of wind forces in the case of stacks of different heights

where:

hC : Height, in m, of a container

C, bC : Dimension, in m, of the container stack in theship longitudinal and transverse direction,respectively.

These forces only act on a stack exposed to wind. In thecase of M juxtaposed and connected stacks of the sameheight, the wind forces are to be distributed over the Mstacks.

In the case of juxtaposed and connected stacks of differentheights, the wind forces are to be distributed taking intoaccount the number of stacks at the tier considered (seeexample on Fig 9).

4.2.4 Stacks of containersThe still water, inertial and wind forces are to be consideredas being applied at the centre of gravity of the stack, andforces transmitted at the corners of such a stack are to beobtained as specified in Tab 4.

4.2.5 Effect of cell guidesWhere cell guides support the containers stowed in holds,values of RW,1 and RW,2 calculated according to [4.2.4] forinclined ship condition, may be assumed not to be greaterthan (FW,Z / 4 + 160), provided that arrangements of cellguides and horizontal transverse cross-ties, according to[6.2], effectively block the container corners.

Any other arrangement may be accepted, to the Societyssatisfaction.

Table 4 : Containers - Still water, inertial and wind forces

Ship condition Load caseStill water force FS and inertial and

wind force FW, in kN, actingon each container stack

Vertical still water force RS and inertialand wind force RW, in kN, transmitted at the

corners of each container stack

Still water condition

Upright condition (see Fig 12)

a No inertial forces No inertial forces

b in x direction

in z direction

Inclined condition(negative roll angle)(see Fig 13)

c and d

in y direction

in z direction

Note 1:N : Number of containers per stackhC : Height, in m, of a containerC, bC : Dimension, in m, of the container stack in the ship longitudinal and transverse direction, respectively.

FS FS i,i 1=

N

= RS FS4----=

FW X, FW X i,, FX wind i,,+( )i 1=

N

=

FW Z, FW Z i,,i 1=

N

=

RW 1,FW Z,

4---------- NChCFW X,

4C------------------------+=

RW 2,FW Z,

4---------- NChCFW X,

4C------------------------=

FW Y, FW Y i,, FY wind i,,+( )i 1=

N

=

FW Z, FW Z i,,i 1=

N

=

RW 1,FW Z,

4---------- NChCFW Y,

4bC------------------------+=

RW 2,FW Z,

4---------- NChCFW Y,

4bC------------------------=July 2014 Bureau Veritas 37

Pt D, Ch 2, Sec 2Figure 10 : Inertial and wind forcesUpright ship condition

Figure 11 : Inertial and wind forcesInclined ship condition

5 Loading conditions and load cases for analysis of primary structure based on partial three dimensional model

5.1 General5.1.1 The loading conditions to be considered for threedimensional analysis are given in: [5.2] for strength check of cargo holds [5.3] for strength check of fuel oil tanks when deep fuel

oil tanks are located in cargo hold area.

5.1.2 These loading conditions might be adjusted ifdeemed relevant by the Society.

5.2 Loading conditions for cargo holds (CH.LC)

5.2.1 The loading conditions CH.LC1 to CH.LC6 to be con-sidered for cargo holds strength check are given in [5.2.2] to[5.2.6], and are summarized in Tab 5.

5.2.2 Normal ballast CH.LC1: All cargo holds to be empty, ballast tanks to be

full. The draught value is to be taken as the minimumballast draught provided in the loading manual (LM) andthe still water bending moment is to be taken from thesame condition.

5.2.3 Homogeneous CH.LC2: Homogeneous 40 containers loaded on deck

and in holds. Scantling draught is to be consideredtogether with the maximum design still water bendingmoment.

The nominal weight of 40 containers is to be equal tothe nominal container weight of the homogeneous con-dition defined in [6.1].

5.2.4 Maximum stack load CH.LC3: Maximum stack load of 20' containers on deck

and in holds. Scantling draught is to be consideredtogether with the minimum still water bending momentin hogging, selected among all homogeneous loadingconditions described in the loading manual.

CH.LC4: Maximum stack load of 20' containers on deckand minimum stack load of 20' containers in holds.Scantling draught is to be considered together with theminimum still water bending moment in hogging,selected among all homogeneous loading conditionsdescribed in the loading manual.

The minimum stack load in holds is to be selectedamong homogeneous conditions provided in the load-ing manual considering the holds filled up to the topand a minimum weight per 20 container not more than10 t.

5.2.5 One bay empty CH.LC5: Homogeneous loading is to be considered

similarly to CH.LC2 (see [5.2.3]) except one bay to bekept empty in hold and on deck. Different patterns areto be analysed, in accordance with Tab 6. Scantlingdraught is to be considered with the maximum designstill water bending moment in hogging.

5.2.6 Flooding CH.LC6: Homogeneous loading is to be considered

similarly to CH.LC2 (see [5.2.3]). Inertial pressure andhull girder bending moment are disregarded. Draught isto be considered up to the deepest equilibrium water-line in damaged condition (obtained from applicabledamage stability calculations). If this information is notavailable at design stage, the draught might be consid-ered up to the freeboard deck. It shall be checked at alater stage that the deepest equilibrium waterlineremains below the freeboard deck.

The structural analysis is only carried out on the trans-verse bulkheads.

FW,ZZ

X

Y

FW,X

RW,1RW,2

RW,2

Z

X

YR W,1

RW,2RW,2

FW,Y

FW,Z38 Bureau Veritas July 2014

Pt D, Ch 2, Sec 2Table 5 : Loading conditions for cargo hold

Table 6 : One bay empty condition

5.3 Loading conditions for fuel oil tanks (FOT.LC)

5.3.1 The loading conditions FOT.LC1 to FOT.LC9 to beconsidered for fuel oil tanks strength check are given in[5.3.3] to [5.3.6], and are summarized in Tab 7.

5.3.2 Actual density of the fuel oil is to be used in the cal-culation.

If any deck house or superstructure is fitted above the fueloil tanks, inertial loads induced by such structures are to bemodelled.

5.3.3 Normal ballast FOT.LC1: Cargo holds are to be empty. All fuel oil tanks

are to be fully loaded. The draught is to be taken as theminimum ballast draught provided in the loading manual.

FOT.LC2: Cargo holds are to be empty. Fuel oil tanks areto be loaded alternatively.

5.3.4 Maximum stack load FOT.LC3: Cargo holds are to be loaded as per CH.LC3

condition described in [5.2.4]. Fuel oil tanks are to beempty.

FOT.LC4: Cargo holds are to be loaded as per CH.LC3condition described in [5.2.4]. Fuel oil tanks are to beloaded alternatively.

Loading condition

DescriptionContainer loading

Type of

containerDraught SWBM

Load case (1)

a crest

a trough

b d Static

CH.LC1 Normal ballast

Not Loaded TB from LM

X

CH.LC2 Homogeneous 28 t / 40 container (3) 40 TS Max X X X

CH.LC3 Maximum stack load

Max on deck, Max in hold 20 TS Min (2)

X X X X

CH.LC4 Max on deck, Min in hold (4) 20 X X X X

CH.LC5 One bay empty

Homogeneous One bay empty in hold and on deck

40 TS Max X

CH.LC6 Flooding Homogeneous Any cargo hold flooded

40 TF (5) X X

(1) Wave pressure and hull girder loads corresponding to cases a crest, a trough, b and d are to be applied according to PtB, Ch 7, App 1. Load case c is not to be considered in the partial cargo hold analysis.

(2) The minimum vertical still water bending moment taken from all the homogeneous loading conditions in the loading manual.(3) Weight of containers to be selected in accordance with [5.2.3].(4) Minimum weight per 20 container to be selected from homogeneous conditions in the loading manual, but not to be taken

more than 10 t.(5) TF is the deepest equilibrium waterline in damaged condition obtained from applicable damage stability calculations. If the

value is not available at the design stage, draught is to be considered up to the freeboard deck.

Container ship arrangementBays to be empty (1)

Design Nr of bays per hold

Twin island2

Bay located immediately aft of the fore island

One of the two bays of the second cargo hold aft of the fore island

3Bay located immediately aft of the fore island

Two forward bays in the second cargo hold aft of the fore island

Single island 2 One bay among those located within 0,3 L to 0,7 L

3One bay among those located within 0,3 L to 0,7 L and adjacent to a watertight bulkhead

One bay among those located within 0,3 L to 0,7 L, in the middle of the hold

(1) One bay only is to be empty in each loading condition considered. When several bays are required to be empty, different load-ing conditions are to be checked, each of them with one of the bays being empty.July 2014 Bureau Veritas 39

Pt D, Ch 2, Sec 2Table 7 : Loading conditions for fuel oil tanks

5.3.5 One bay empty

FOT.LC5: Cargo holds are to be loaded as per CH.LC2condition described in [5.2.3] except one bay adjacentto the fuel oil tanks to be kept empty. Fuel oil tanks areto be empty.

FOT.LC6: Cargo holds are to be loaded as per CH.LC2condition described in [5.2.3] except one bay adjacentto the fuel oil tanks to be kept empty. Fuel oil tanks areto be loaded alternatively.

FOT.LC7: Cargo holds are to be loaded as per CH.LC2condition described in [5.2.3] except one bay adjacentto the fuel oil tanks to be kept empty. The draught is tobe taken as the lightest load draught provided in loadingmanual. All fuel oil tanks are to be fully loaded.

FOT.LC8: Cargo holds are to be loaded as per CH.LC2condition described in [5.2.3] except one bay adjacentto the fuel oil tanks to be kept empty. The draught is tobe taken as the lightest load draught provided in loadingmanual, not to be taken greater than 0,75 D. Fuel oiltanks are to be loaded alternatively.

5.3.6 Testing

FOT.LC9: Fuel oil tank testing condition shall bechecked considering the test pressure as defined fordeep tanks in Pt B, Ch 5, Sec 6, [10]. The draught is tobe taken as the minimum ballast draught from the load-ing manual, and the still water bending moment is to betaken from the same condition. No dynamic pressure isto be considered. Each tank is to be filled separately.

6 Loading conditions and load cases for analysis of primary structure based on full length model

6.1 Loading condition6.1.1 A single loading condition is to be selected from theloading manual, considering the following criteria: the ship is to be homogeneously loaded with 40 containers

(few 20 containers might be used to fill in empty spaces) cargo holds are to be loaded up to their top no ballast water is carried in the cargo hold region among all conditions that fulfil the above requirements, the

one with the lightest weight per container is to be selected.

If no relevant homogeneous loading condition is providedwithout ballast water, the one with the least ballast water isto be selected.

This generally leads to a nominal container weight of28 t / FEU. Any significant deviation to this value shall bediscussed with the Society.

6.2 Load cases

6.2.1 Governing loadsGoverning loads to be investigated are generally limited tothe following: vertical wave bending moment in hogging amidships vertical wave bending moment in sagging amidships horizontal wave bending moment amidships wave torque around 0,25 L and 0,75 L.

Additional loads might be investigated when deemed rele-vant by the Society.

Loading condition

Description Container loadingType of

containerFOT

loadingDraught SWBM

Load case (1)

a crest

a trough

b d Static

FOT.LC1 Normal Ballast

Not loaded full TB from LM

X X X

FOT.LC2 alternate X X X X

FOT.LC3 Maximum stack load

Max on deck, Max in hold

20 empty TS Min (3) X X


FOT.LC5 One bay empty

Homogeneous One bay adjacent to HFO empty (4)

40 empty TS Max X X X


FOT.LC7 full TL (2) Min (3) X X X


FOT.LC9 Testing Not loaded testing TB from LM

X

(1) Wave pressure and hull girder loads corresponding to cases a crest, a trough, b and d are to be applied according to Pt B, Ch 7, App 1. Load case c is not to be considered in the partial cargo hold analysis.

(2) The lightest load draught taken from the loading manual. (3) The minimum vertical still water bending moment taken from all the homogeneous loading conditions in the loading manual.(4) If the arrangement and scantling of the bays forward and aft of the FOT are symmetrical, either bay is to be empty and the other

to be full. Otherwise, both conditions are to be considered. 40 Bureau Veritas July 2014

Pt D, Ch 2, Sec 2Table 8 : Load cases and associated governing loads

Table 9 : Governing load target values for ships less than 250 m in length

6.2.2 Wave load procedureDifferent load cases are to be considered in order to maxi-mize each of the governing loads. Details are given in Tab 8.

Wave loads are recommended to be modelled using adesign wave approach, as described in NR551. Other meth-ods may be accepted by the Society, provided that the rele-vant documentation is submitted for review.

6.2.3 Governing load valueFor ships of less than 250 m in length, governing load val-ues are given in Tab 9.

For ships equal to or more than 250 m in length, these val-ues are to be derived on the basis of direct long-term linearseakeeping analysis. The long-term value for vertical bend-ing moment is to be corrected for Froude-Krylov non-linear-ities. Long-term values are to be derived at a probabilitylevel of 105, considering a North-Atlantic scatter diagram(as given in NR583).

6.2.4 Seakeeping assumptionsWhen a direct seakeeping analysis is used to derive long-term values of hull girder loads, Response Amplitude Oper-ators shall be computed considering:

a linear analysis

a ship speed of 5 knots

at least 36 headings (10 steps)

frequencies in the range [0:2] rad/s

a frequency step of 0,3 (g/L)0,5.

7 Hull girder strength

7.1 General

7.1.1 Hull girder strength checks are to be carried outaccording to Pt B, Ch 6, Sec 2, [3].

7.1.2 The requirements in [7.2] and [7.3] provide the mini-mum hull girder section modulus and the minimum sectionmoment of inertia to be achieved.

7.1.3 The material factors k are to be defined with respectto the materials used for the bottom and deck memberscontributing to the longitudinal strength according to Ch 6,Sec 1, [2]. When material factors for higher strength steelsare used, the requirements in Pt B, Ch 6, Sec 2, [4.5] shallbe applied.

7.2 Section modulus and section moment of inertia within 0,4 L amidships

7.2.1 Section modulus The gross section moduli ZAB and ZAD within 0,4 L amid-ships are to be not less than the greater value obtained, inm3, from the following formulae:

ZR,MIN = n1 C L2 B (CB + 0,7) k 106

Load case

Governing loadWave parameters (1)

Location Heading angle

1 Vertical wave bending moment in hogging condition

peak value of vertical wave bendingmoment RAO without being less than 0,9 L

180 Midship section

2 Vertical wave bending moment in sagging condition

identical to load case 1 180 Midship section

4 Horizontal wave bending moment

peak value of horizontal wave bendingmoment RAO or 0,5 L

120 or 135 (2) Midship section

5 Wave torque peak value of wave torque RAO or 0,5 L 60 or 75 (2) Vicinity of 0,25 L

6 Wave torque identical to load case 5 105 or 120 (2) Vicinity of 0,75 L

(1) The forward ship speed is to be taken equal to 5 knots.(2) Heading to be selected so that the value of vertical wave bending moment is not exceeded by more than 10%. When a long-

term analysis is used to derive the load values, heading is to be selected as the most contributive one to the long-term value.

Dominant load effect Design valueCombined load

componentsReferences

Vertical wave bending moment in hogging condition

0,625 W1 MWV, H

MWV,H defined in Pt B, Ch 5, Sec 2, [3.1.1]

Vertical wave bending moment in sagging condition 0,625 W1 FD MWV, S

MWV,S defined in Pt B, Ch 5, Sec 2, [3.1.1]FD defined in Pt B, Ch 5, Sec 2, [4.2.1]

Horizontal wave bending moment 0,625 W1 MWH MWH defined in Pt B, Ch 5, Sec 2, [3.2.1]

Wave torque 0,625 W1 MWT Horizontal wave bending moment

MT defined in Pt B, Ch 5, Sec 2, [3.3]

ZR ZMSW MWV+

1 ALL,-----------------------------10 3=July 2014 Bureau Veritas 41

Pt D, Ch 2, Sec 2where:

Z : Coefficient to be taken equal to:

1,00 in the case of ZAB

1,05 in the case of ZAD.

7.2.2 Section moment of inertiaThe gross section moment of inertia about its horizontalneutral axis within 0,4 L amidships is not to be less than thevalue obtained, in m4, from the following formula:

IYR = 3 ZR L / k 102

where ZR is the maximum value of ZR,MIN and ZR as calcu-lated in [7.2.1], but assuming Z = 1.

7.2.3 Associated scantlingsScantlings of members contributing to the longitudinalstrength (see Pt B, Ch 6, Sec 1, [2]) are to be maintainedwithin 0,4 L amidships.

7.3 Section modulus and section moment of inertia outside 0,4 L amidships

7.3.1 Section modulusThe gross section moduli ZAB and ZAD outside 0,4 L amidshipsare to be not less than the value obtained, in m3, from the fol-lowing formula:

In addition, the gross section modulus ZAD at the cross-sec-tion just forward of the engine room bulkhead is not to beless than the value obtained, in m3, from the following for-mula:

7.3.2 Section moment of inertiaThe gross section moment of inertia about its horizontalneutral axis at the cross section just forward of the engineroom bulkhead is not to be less than the value obtained, inm4, from the following formula:

IYR = 3 ZR,ER L / k 102

with ZR,ER as calculated in [7.3.1].

7.3.3 Associated scantlingsScantlings of members contributing to the hull girder longi-tudinal strength (see Pt B, Ch 6, Sec 1, [2]) may be graduallyreduced, outside 0,4L amidships, to the minimum requiredfor local strength purposes.

In particular, a smooth transition is to be ensured from themidships area to the section forward of the engine roombulkhead. Section modulus and moment of inertia are toincrease gradually from the engine room bulkhead to thearea 0,4 L amidships.

8 Hull scantlings


8.1.1 GeneralScantlings of primary supporting members are to bechecked according to Pt B, Ch 7, Sec 3, considering thespecific requirements of this Section.

8.1.2 Structural modelsFor ships of more than 170 m in length, both a partial cargohold finite element model and a full length model are to beanalysed.

8.2 Partial cargo hold finite element model analysis

8.2.1 GeneralAnalysis of the partial cargo hold finite element model is tobe carried out according to Pt B, Ch 7, App 1, consideringloading conditions and load cases as described in [5].

In addition, the testing condition is to be checked consider-ing a partial safety factor R equal to 1,02.

8.2.2 Mesh sizeThe model is to be built using a fine mesh, as described inPt B, Ch 7, App 1, [3.4.3].

8.2.3 Extent of the analysis Results for the analysis are applicable to the modelled areaand are to be extended to adjacent cargo holds providedwith similar scantlings and loads.

They might also be extrapolated with special care to othercargo hold areas when the results of the full length modelare not deemed sufficient, in particular to account for con-ditions with one bay empty.

8.2.4 Load model for refined analysisWhen a refined analysis is requested on some details, load-ing conditions and load cases considered are to be similarto those applied to the partial finite element model andspecified in [5], except for the flooding conditions, not to beconsidered in this analysis.

8.3 Full length model analysis

8.3.1 GeneralAnalysis of the full length model is to be carried out accord-ing to Pt B, Ch 7, App 3, considering loading conditionsand load cases as described in [6].

8.3.2 Load model for refined analysisWhen a refined analysis is requested on some details, load-ing conditions and load cases considered are to be similarto those applied to the full length model and specified in[6].

ZRMSW MWV+

1 ALL,-----------------------------10 3=

ZR ER, 1 1MSW MWV+

1 ALL,-----------------------------10 3,=42 Bureau Veritas July 2014

Pt D, Ch 2, Sec 28.4 Refined analysis of structural details8.4.1 Details to be checkedA very fine mesh analysis is to be carried out for high stressareas of the partial cargo hold model where the stress crite-ria specified in Pt B, Ch 7, Sec 3, [4.4.3] is exceeded.

In addition, the following details are to be investigated bymeans of a very fine mesh analysis:

a) Representative hatch corners in way of cargo holds(from the second deck to the top of hatch coaming,where second deck means the first complete deckbelow the main deck), in particular in way: of connections between the engine room and adja-

cent cargo holds (aft and fore) of connections between fuel oil tanks and adjacent

cargo holds of a representative watertight bulkhead amidships

and of the first watertight bulkhead forward of theengine room fore bulkhead (if different)

of support bulkheads beside the watertight bulk-heads listed above

of the first discontinuity forward at each deck level(each complete deck above the inner bottom)

of any other areas with significant scantling modifi-cations

b) Ends of hatch coamings

c) Openings in way of engine room platforms (from thesecond deck to the upper deck)

d) Openings in way of fuel oil tanks platforms, when deepfuel oil tanks are located in the cargo hold area (fromthe second deck to the upper deck)

e) Large openings in the upper part of the inner hull and ofthe side shell in way of cargo holds (e.g. pilot doors)

f) Typical openings in double bottom girders located inway of watertight bulkheads

g) Typical uppermost and lowest openings in vertical gird-ers of transverse watertight bulkhead

h) Typical connection of longitudinal step bulkheads withweb frames, inner hull and inner bottom as well asholes nearby.

Very fine mesh analysis might also be required on otherdetails when deemed relevant by the Society.

8.4.2 Very fine mesh modelVery fine mesh models are to be built in accordance with PtB, Ch 7, App 1, [3.4.4].

8.4.3 Related model and associated loadsVery fine mesh models are to be analysed in relation witheither the partial cargo hold model or the full length model.

When the detail is located within the partial cargo holdmodel (typically details a, f, g, and h), it shall be analysedconsidering the partial cargo hold model.

Other details (typically a, b, c, d, e) are to be analysed usingthe full length model.

Loads to be applied on the related models are given in[8.2.4] and [8.3.2], respectively.

8.4.4 Checking criteriaVery fine mesh models are to be analysed using the accept-ance criteria given in Pt B, Ch 7, Sec 3, [4.4.3].

8.5 Stress concentration in way of hatch corners

8.5.1 When the primary structure is assessed using a 3Dbeam model, stress concentration factor (Kt) at the free edgeof hatch corners (radius or elliptical type) of upper deck inthe cargo hold region (see Fig 12) may be evaluated in headsea condition with the following formula:

where:

with:

ra : Length of major arm of the ellipse

rb : Length of minor arm of the ellipse

: Width of the cross deckb : Width of the upper deck

fc : Coefficient accounting for an elliptical shape (fcnot to be taken less than 0,8 unless proven oth-erwise, e.g. using a finite element analysis).

Figure 12 : Hatch corner (upper deck) description

Kt fc 1b

1 68 1 6b,+( ),----------------------------------------0 6,

rb------------

0 65,

+=

fc13--- 2rb

3ra-------+=


Pt D, Ch 2, Sec 29 Fatigue

9.1 General

9.1.1 Fatigue assessment is to be carried out on ships equalto or greater than 170 m in length.

It may also be required on ships less than 170 m in length, ifdeemed necessary by the Society.

9.2 Structural details to be checked

9.2.1 When fatigue assessment is required, the followingstructural details are to be checked:

a) Representative hatch corners in way of cargo holds aslisted in [8.2.3] (from the second deck to the top ofhatch coaming)

b) Ends of hatch coamings

c) Openings in way of engine room platforms (from thesecond deck to the upper deck)

d) Openings in way of fuel oil tanks platforms, when deepfuel oil tanks are located in the cargo hold area (fromthe second deck to the upper deck)

e) Connection of longitudinal stiffeners with stiffeners oftransverse primary supporting members or bulkheads

f) Connection of longitudinal stiffeners with transverse pri-mary supporting members or bulkheads (without stiff-ener on transverse primary member connected tolongitudinal stiffeners).

Items a) to d) are to be checked through a spectral fatigueanalysis as detailed in [9.4]. As an alternative, for ships oflength less than 250 m, they might be checked using thedeterministic approach described in [9.3].

Items e) and f) are to be checked following a deterministicapproach as detailed in [9.3].

Fatigue calculation might be requested for other detailswhen deemed relevant by the Society.

9.3 Fatigue assessment based on a d

Rules for the Classification of Steel Ships Part D - Service Notations Chp 1 - 7

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