Part 5 Ship types Chapter 1 Bulk carriers and dry cargo ships

Transcription

1 RULES FOR CLASSIFICATION Ships Edition October 2015 Amended January 2016 Part 5 Ship types Chapter 1 The content of this service document is the subject of intellectual property rights reserved by ("DNV GL"). The user accepts that it is prohibited by anyone else but DNV GL and/or its licensees to offer and/or perform classification, certification and/or verification services, including the issuance of certificates and/or declarations of conformity, wholly or partly, on the basis of and/or pursuant to this document whether free of charge or chargeable, without DNV GL's prior written consent. DNV GL is not responsible for the consequences arising from any use of this document by others. The electronic pdf version of this document, available free of charge from is the officially binding version.

2 FOREWORD DNV GL rules for classification contain procedural and technical requirements related to obtaining and retaining a class certificate. The rules represent all requirements adopted by the Society as basis for classification. October 2015 Any comments may be sent by to rules@dnvgl.com If any person suffers loss or damage which is proved to have been caused by any negligent act or omission of DNV GL, then DNV GL 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 compensation shall never exceed USD 2 million. In this provision "DNV GL" shall mean, its direct and indirect owners as well as all its affiliates, subsidiaries, directors, officers, employees, agents and any other acting on behalf of DNV GL.

3 CHANGES CURRENT This is a new document. The rules enter into force 1 January Changes in this document are highlighted in red colour. However, if the changes involve a whole chapter, section or sub-section, normally only the title will be in red colour. Amendments January 2016 Sec.6 Bulk carriers [2.1.2]: Clarification on how to handle CSR vessels has been inserted. [2.1.3]: Applicable regulations for access to tanks and compartments (IACS UI 191 and SOLAS Reg. II-1/3.6) has been inserted. Editorial corrections In addition to the above stated changes, editorial corrections may have been made. Part 5 Chapter 1 Changes - current Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 3

4 CONTENTS Changes current... 3 Section 1 General Introduction Introduction Scope Application Class notations Ship type notations Additional notations Definitions Terms Documentation Documentation requirements Certification Certification requirements Testing Testing during newbuilding...17 Part 5 Chapter 1 Contents Section 2 Common requirements Introduction Introduction Scope Application Structural design principles Structural arrangement - double side structure Structural arrangement - single side structure Structural arrangement - deck structure Structural arrangement - plane bulkheads Detailed design Pressures and forces due to dry bulk cargo Application Hold definitions Dry cargo characteristics Dry bulk cargo pressures Shear load Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 4

5 4 Design load scenarios General Additional principal design load scenarios for dry cargo ships Hull local scantling Design load sets for ships intended to carry dry bulk cargo Cargo hold side frames of single side skin construction Water ingress alarms and drainage of forward spaces Water ingress alarms in dry cargo ships carrying dry cargo in bulk Water ingress alarms in single hold cargo ships Availability of pumping systems...43 Section 3 Steel coil requirements Introduction Introduction Scope Application Steel coil loads in cargo holds General Total loads Static loads Dynamic loads Hull local scantling General Load application Inner bottom Hopper tank and inner hull Part 5 Chapter 1 Contents Section 4 Enhanced flooded requirements Introduction Introduction Scope Application Hull girder loads, pressures and forces due to dry cargoes in flooded conditions Vertical still water hull girder loads Vertically corrugated transverse watertight bulkheads Double bottom in cargo hold region in flooded conditions Transverse vertically corrugated watertight bulkheads separating cargo holds in flooded condition Structural arrangement...65 Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 5

6 3.2 Net thickness of corrugation Bending, shear and buckling check Net section modulus at the lower end of the corrugations Supporting structure in way of corrugated bulkheads Upper and lower stool subject to lateral flooded pressure Corrosion addition Allowable hold loading in flooded conditions Evaluation of double bottom capacity and allowable hold loading Vertical hull girder bending and shear strength in flooded conditions Vertical hull girder bending strength Vertical hull girder shear strength of bulk carriers Vertical hull girder shear strength of ore carriers Hull girder ultimate strength check Part 5 Chapter 1 Contents Section 5 General dry cargo ships and multi-purpose dry cargo ships Introduction Introduction Scope Application General arrangement design General Freeboard Double side skin construction Double side width Structural design principles Corrosion protection of void double side skin spaces Structural arrangement Loads Standard design loading conditions Loading conditions for primary supporting members Hull girder strength Vertical hull girder bending strength Vertical hull girder shear strength Loading instrument Hull local scantling Plating Stiffeners Primary supporting members Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 6

7 6.4 Intersection of stiffeners and primary supporting members Fixed cargo securing devices Finite element analysis Global strength analysis Cargo hold analysis Buckling Hull girder buckling Fatigue General Prescriptive fatigue strength assessment Section 6 Bulk carriers Introduction Introduction Scope Application Hull strength and arrangement CSR Bulk carriers Non-CSR Bulk carriers Part 5 Chapter 1 Contents Section 7 Ore Carriers Introduction Introduction Scope Application General Arrangement Design Forecastle Access Arrangement Structural Design Principles Corrosion protection of wing void spaces Structural arrangement - cargo hold region Structural arrangement - fore peak structure Structural arrangement - machinery space Loads Standard design loading conditions Loading conditions for primary supporting members Hull Girder Strength Vertical hull girder shear strength Hull girder yield check Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 7

8 6 Hull local scantling Minimum thickness Plating Stiffeners Primary supporting members Intersection of stiffeners and primary supporting members Finite element analysis Cargo hold analysis Buckling Hull girder buckling Fatigue General Prescriptive fatigue strength assessment Cargo hatch covers and hatch coamings General Part 5 Chapter 1 Contents Section 8 Ships specialised for the carriage of a single type of dry bulk cargo Introduction Introduction Scope Application General arrangement design Compartment arrangement Structural design principles Structural arrangement Loads Standard design loading conditions Loading conditions for primary supporting members Hull girder strength Loading manual and loading instrument Hull local scantling Minimum thickness Plating Stiffeners Primary supporting members Intersection of stiffeners and primary supporting members Finite element analysis Cargo hold analysis Buckling Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 8

9 8.1 Hull girder buckling Fatigue General Prescriptive fatigue strength assessment Section 9 Great lakes bulk carriers Introduction Introduction Scope Application General arrangement design Subdivision arrangement Structural design principles Corrosion additions Structural arrangement Loads General Standard design loading conditions Loading conditions for primary supporting members Hull girder strength Vertical hull girder shear strength Hull girder yield check Hull girder ultimate strength check Hull local scantling Plating Stiffeners Primary supporting members Intersection of stiffeners and primary supporting members Finite element analysis Cargo hold analysis Buckling Hull girder buckling Fatigue General Special requirements Bow impact Bottom slamming Stern slamming Hull equipment, supporting structures and appendages Part 5 Chapter 1 Contents Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 9

10 11.1 Anchoring and mooring equipment Supporting structure for deck equipment and fittings Bulwark and protection of crew Openings and closing appliances General Small hatchways and weathertight doors Cargo hatch covers/coamings and closing arrangements Side, stern and bow doors/ramps Tank access, ullage and ventilation openings Machinery space openings Scuppers, inlets and discharges Freeing ports Stability General Part 5 Chapter 1 Contents Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 10

11 SECTION 1 GENERAL Symbols For symbols not defined in this section, refer to Pt.3 Ch.1 Sec.4 [2]. 1 Introduction 1.1 Introduction These rules apply to ships intended for carriage of various dry cargoes. 1.2 Scope The rules in this chapter give requirements for hull strength and equipment, including: general requirements given in this section are applicable to all ship types listed in Table 1 common requirements given in Sec.2 are in general applicable to all ship types listed in Table 1. For ships assigned the ship type notation Bulk carrier (with CSR) only requirements given in Sec.2 [6.1] and Sec.2 [6.3] are applicable steel coil requirements given in Sec.3 are applicable to all ships, except from Bulk carrier (with CSR), loaded by steel coils on wooden dunnage enhanced flooded requirements given in Sec.4 are applicable to ships assigned ship type notation Ore carrier or Bulk carrier (without CSR), complying with criteria further given in Sec.4 [1.3] ship type specific requirements are given in Sec.5 to Sec.9 for ship types listed in Table 1. Part 5 Chapter 1 Section Application The requirements in this chapter are supplementary to the rules Pt.2, Pt.3 and Pt.4 that are applicable for the assignment of main character of class. 2 Class notations 2.1 Ship type notations Vessels built in compliance with the requirements as specified in Table 1 will be assigned one of the class notations as follows: Table 1 Ship type notations Class notation Description Design requirements, rule reference General dry cargo ship 1) Carriage of unitized and dry bulk cargo Sec.5 Multi-purpose dry cargo ship 2) Carriage of unitized and dry bulk cargo Sec.5 Bulk carrier 3) Carriage of dry bulk cargo Sec.6 Ore carrier 4) Carriage of ore cargo in dry bulk Sec.7 X carrier 5) Ships specialised for the carriage of a single type of dry bulk cargo Sec.8 Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 11

12 Class notation Description Design requirements, rule reference Great lakes bulk carrier 6) Carriage of dry bulk cargo Sec.9 1) Mandatory for ships occasionally carrying dry cargo in bulk, unless ship type notation Multi-purpose dry cargo ship is assigned. 2) Mandatory for ships occasionally carrying dry cargo in bulk, unless ship type notation General dry cargo ship is assigned. 3) Mandatory for sea-going single deck ships with cargo holds of single and or double side skin construction, with a double bottom, hopper side tanks and top-wing tanks fitted below the upper deck, and intended for the carriage of solid bulk cargoes. Also mandatory for ships primarily intended for the carriage of solid bulk cargoes with other arrangements. 4) Mandatory for sea-going single deck ships having two longitudinal bulkheads and a double bottom throughout the cargo region, and intended for carrying ore cargoes in the centre hold only. 5) Mandatory, unless ship type notation Bulk carrier is assigned. X denotes the type of bulk cargo to be carried, limited to either Woodchips, Cement, Fly ash or Sugar. 6) Designed to operate within the limits of the Great Lakes and St. Lawrence river to the seaward limits defined by the Anticosti Island. Part 5 Chapter 1 Section Additional notations The following additional notations, as specified in Table 2, are typically applied to dry cargo ships: Table 2 Additional notations Class notation Description Application CSR BC Grab Ships designed and built according to IACS common structural rules Strengthened for heavy cargo in bulk Strengthened for grab loading and unloading Mandatory for Bulk carrier with L 90 m and cross section in accordance with Sec.6 Figure 1 Mandatory for Bulk carrier (with CSR) with L 150m Mandatory for ships with: L LL 150 m and bulk density ρ c 1.0 t/m 3 BC(A) or BC(B) HC(A), HC(B*) or HC(B) HC(M) with ρ c 1.0 t/m 3 OC(M) or OC(H) Strengthened Strengthened for heavy cargo All ships HL Tanks or holds strengthened for heavy liquid All ships Mandatory for: HC Strengthened for heavy cargo in bulk General dry cargo ship or Multi-purpose dry cargo ship with L 150 m and minimum five cargo holds Bulk carrier (without CSR) with L 150 m OC Strengthened for ore cargo Mandatory for Ore carrier with L 150 m Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 12

13 Class notation Description Application Plus Extended fatigue analysis of ship details All ships CSA Direct analysis of ship structures All ships EL Easy loading of cargo holds May be applied to Ore carriers Container Equipped for carriage of containers For ships other than Container ships Crane Crane on board All ships except from Crane vessel DG Arranged for carriage of dangerous goods All ships Safelash Increased stevedores safety engaged in container handling May be applied to ships with Container notation ESP Ships subject to an enhanced survey programme Mandatory for Ore carriers and Bulk carriers For a full definition of all class additional notations, see Pt.1 Ch.2. 3 Definitions Part 5 Chapter 1 Section Terms Table 3 Definitions Terms Definition double side skin long centre cargo hold ships occasionally carrying dry cargo in bulk ships primarily intended for the carriage of solid bulk cargoes a configuration where each ship side is constructed by the side shell and a longitudinal bulkhead connecting the double bottom and the deck. Hopper side tanks and topside tanks may, where fitted, be integral parts of the double side skin configuration. a cargo hold having a length not less than 50% of the total length of the cargo hold region. ships with minimum one seagoing loading condition with dry cargo in bulk specified in the loading manual. ships specified as a bulk carrier and where many of seagoing loaded conditions in the loading manual are having dry cargoes in bulk. Guidance note: Ships occasionally carrying dry cargo in bulk assigned either ship type notation General dry cargo ship or Multi-purpose dry cargo ship will comply with the provisions of IMO resolution MSC.277(85). ---e-n-d---of---g-u-i-d-a-n-c-e---n-o-t-e--- Guidance note: Ships primarily intended for the carriage of solid bulk cargoes will be defined as a Bulk carrier in the SOLAS Cargo Ship Safety Construction Certificate with full SOLAS Ch. XII compliance, unless for ships assigned the ship type notation X carrier. ---e-n-d---of---g-u-i-d-a-n-c-e---n-o-t-e--- Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 13

14 4 Documentation 4.1 Documentation requirements General dry cargo ship and Multi-purpose dry cargo ship Documentation shall be submitted as required Table 4. Table 4 Documentation requirements - General dry cargo ship and Multi-purpose dry cargo ship Object Documentation type Additional description Info Water ingress alarm system 1) I020 Control system functional description I030 System block diagram (topology) I050 Power supply arrangement AP AP AP Part 5 Chapter 1 Section 1 Z030 Arrangement plan Detectors and alarm panel AP Z262 Report from test at manufacturer Type test report AP, TA Cargo securing arrangements Z030 Arrangement plan Including: Position of fixed cargo securing devices, including MSL FI Cargo securing devices, fixed H050 Structural drawing Supporting structure for fixed cargo securing devices AP 1) Only required if occasionally intended for the carriage of dry cargoes in bulk. AP = For approval; FI = For information ACO = As carried out; L = Local handling; R = On request; TA = Covered by type approval; VS = Vessel specific Non-CSR Bulk carrier Documentation shall be submitted as required by Table 5. Table 5 Documentation requirements - Non-CSR Bulk carrier Object Documentation type Additional description Info Water ingress alarm system I020 Control system functional description I030 System block diagram (topology) I050 Power supply arrangement AP AP AP Z030 Arrangement plan Detectors and alarm panel AP Z262 Report from test at manufacturer Type test report AP, TA Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 14

15 Object Documentation type Additional description Info AP = For approval; FI = For information ACO = As carried out; L = Local handling; R = On request; TA = Covered by type approval; VS = Vessel specific CSR Bulk carrier Documentation shall be submitted as required by Table 6 and CSR Pt.1 Ch.1 Sec.3 [2.2]. Table 6 Documentation requirements - CSR Bulk carrier Object Documentation type Additional description Info Water ingress alarm system I020 Control system functional description I030 System block diagram (topology) I050 Power supply arrangement AP AP AP Part 5 Chapter 1 Section 1 Z030 Arrangement plan Detectors and alarm panel AP Z262 Report from test at manufacturer Type test report AP, TA AP = For approval; FI = For information ACO = As carried out; L = Local handling; R = On request; TA = Covered by type approval; VS = Vessel specific Ore carrier Documentation shall be submitted as required by Table 7. Table 7 Documentation requirements - Ore carrier Object Documentation type Additional description Info Water ingress alarm system H200 Ship structure access manual I020 Control system functional description I030 System block diagram (topology) I050 Power supply arrangement AP AP AP AP Z030 Arrangement plan Detectors and alarm panel AP Z262 Report from test at manufacturer Type test report AP, TA AP = For approval; FI = For information ACO = As carried out; L = Local handling; R = On request; TA = Covered by type approval; VS = Vessel specific X carrier Documentation shall be submitted as required by Table 8. Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 15

16 Table 8 Documentation requirements - X carrier Object Documentation type Additional description Info Ship hull structure Loading and unloading systems H112 Loading sequence description, preliminary H114 Loading sequence description, final Z030 Arrangement plan AP = For approval; FI = For information ACO = As carried out; L = Local handling; R = On request; TA = Covered by type approval; VS = Vessel specific Great lakes bulk carrier All documentation requirements are covered by main class. AP, VS AP, VS For general requirements for documentation, including definition of the info codes, see Pt.1 Ch.3 Sec.1. For a full definition of the documentation types, see Pt.1 Ch.3 Sec.3. FI Part 5 Chapter 1 Section 1 5 Certification 5.1 Certification requirements General dry cargo ship and Multi-purpose dry cargo ship Products shall be certified as required by Table 9. Table 9 Certification requirements - General dry cargo ship and Multi-purpose dry cargo ship Object Certificate type Issued by Certification standard 1) Additional description Water ingress alarm system 2) PC Society Cargo securing devices, fixed PC Manufacturer 3) 1) Unless otherwise specified the certification standard is the Society's rules. 2) Only required if occasionally intended for the carriage of dry cargoes in bulk. 3) Upon request product certificate issued by the Society in accordance with Class programme DNVGL-CP-0068 will be provided. PC = Product Certificate, MC = Material certificate, TR = Test report Non-CSR Bulk carrier Products shall be certified as required by Table 10. Table 10 Certification requirements - Non-CSR Bulk carrier Object Certificate type Issued by Certification standard 1) Additional description Water ingress alarm system PC Society 1) Unless otherwise specified the certification standard is the Society's rules. PC = Product Certificate, MC = Material certificate, TR = Test report Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 16

17 5.1.3 CSR Bulk carrier Products shall be certified as required by Table 11. Table 11 Certification requirements - CSR Bulk carrier Object Certificate type Issued by Certification standard 1) Additional description Water ingress alarm system PC Society 1) Unless otherwise specified the certification standard is the Society's rules. PC = Product Certificate, MC = Material certificate, TR = Test report Ore carrier Products shall be certified as required by Table 12. Table 12 Certification requirements - Ore carrier Object Certificate type Issued by Certification standard 1) Additional description Water ingress alarm system PC Society Part 5 Chapter 1 Section 1 1) Unless otherwise specified the certification standard is the Society's rules. PC = Product Certificate, MC = Material certificate, TR = Test report For general certification requirements, see Pt.1 Ch.3 Sec.4. For a definition of the certification types, Pt.1 Ch.3 Sec.5. 6 Testing 6.1 Testing during newbuilding Water ingress alarms Requirements for testing water ingress alarms are given in Sec.2 [6.1.4] De-watering system for drainage of forward spaces Requirements for testing de-watering system for drainage of forward spaces are given in Sec.2 [6.3.3]. Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 17

18 SECTION 2 COMMON REQUIREMENTS Symbols For symbols not defined in this section, refer to Pt.3 Ch.1 Sec.4 [2]. a X, a Y, a Z B H B IB f dc h C h DB h HPL h HPU K C = longitudinal, transverse and vertical accelerations, in m/s 2, at x G, y G, z G, as defined in Pt.3 Ch.4 Sec.3 [3.2] = for holds with vertical inner side connected to inner bottom: B H = B IB, as shown in Figure 2 for holds with slanted longitudinal bulkhead connected to inner bottom: B H = breadth of the cargo hold, in m, measured at mid-length of the cargo hold and at the intersection of longitudinal bulkhead and main deck, as shown in Figure 3 for holds with hopper tank and top wing tank: B H =breadth of the cargo hold, in m, measured at mid-length of the cargo hold and at the mid height between the top of hopper tank and the bottom of topside tank, see Figure 4 = breadth of inner bottom, in m, measured at mid-length of the cargo hold, see Figure 2 to Figure 4 = dry cargo factor taken as: f dc = 1.0 for strength assessment f dc = 0.5 for fatigue assessment = height of bulk cargo, in m, from the inner bottom to the upper surface of bulk cargo, as defined in [3.3.1] or [3.3.2] = height, in m, of the double bottom at the centreline, measured at mid-length of the cargo hold, see Figure 2 to Figure 4 = for holds with vertical inner side connected to inner bottom: h HPL = 0 for holds with slanted longitudinal bulkhead connected to inner bottom: h HPL = h HPU for holds with hopper tank: h HPL = vertical distance, in m, from the inner bottom at centreline to the upper intersection of hopper tank and side shell or inner side for double side ships, determined at mid length of the considered cargo hold, as shown in Figure 4 = for cargo holds with no top wing tank: h HPU = vertical distance, in m, from the inner bottom at centreline to the intersection of longitudinal bulkhead and main deck, determined at mid length of the cargo hold at midship, as shown in Figure 2 and Figure 3 for cargo holds with top wing tank: h HPU = vertical distance, in m, from the inner bottom at centreline to the lower intersection of topside tank and side shell or inner side for double side ships, determined at mid length of the cargo hold at midship, as shown in Figure 4 = coefficient taken equal to: for inner bottom, hopper tank, transverse and longitudinal bulkheads, lower stool, vertical upper stool, inner side and side shell Part 5 Chapter 1 Section 2 Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 18

19 l H l SF M M Full for topside tank, main deck and sloped upper stool = length of the cargo hold, in m, at the centreline between the transverse bulkheads, see Figure 2 to Figure 4. This shall be measured to the mid-depth of the corrugated bulkhead(s) if fitted = side frame span, in m, as defined in Figure 1, shall not be taken less than 0.25 D = mass, in t, of the bulk cargo being considered = cargo mass, in t, in a cargo hold corresponding to the volume up to the top of the hatch coaming with a density of the greater of M H /V Full or 1.0 t/m 3 M Full = 1.0 V Full but not less than M H M H = cargo mass, in t, in a cargo hold that corresponds to the homogeneously loaded condition at maximum draught with 50% consumables M HD = maximum allowable cargo mass, in t, in a cargo hold according to design loading conditions with specified holds empty at maximum draught with 50% consumables P bs = static internal pressure due to dry bulk cargo, in kn/m 2, as defined in [3.4.2] P bd = dynamic inertial pressure due to dry bulk cargo, in kn/m 2, as defined in [3.4.3] V Full = volume, in m 3, of cargo hold up to top of the hatch coaming, taken as: V H V HC V TS V Full = V H + V HC = volume, in m 3, of cargo hold up to level of the intersection of the main deck with the hatch coaming excluding the volume enclosed by hatch coaming, see Figure 2 to Figure 4 = volume, in m 3, of the hatch coaming, from the level of the intersection of the main deck with the hatch side coaming to the top of the hatch coaming, determined for the cargo hold at midship, as shown in Figure 2 to Figure 4 = total volume, in m 3, of the portion of the lower bulkhead stools within the cargo hold length l H and inboard of the hopper tanks x, y, z = x, y and z coordinates, in m, of the load point with respect to the reference coordinate system defined in Pt.3 Ch.4 Sec.1 [1.2.1] Part 5 Chapter 1 Section 2 x G, y G, z G = x, y and z coordinates, in m, of the volumetric centre of gravity of the fully filled cargo hold, i.e. V Full, considered with respect to the reference coordinate system defined in Pt.3 Ch.4 Sec.1 [1.2]. In case of partially filled cargo hold, x G, y G, z G shall be taken as follows: x G, y G = Volumetric centre of gravity of the cargo hold z G = h DB + h C-cl / 2 z C = height of the upper surface of the cargo above the baseline in way of the load point, in m, shall be taken as: z C = h DB + h C α = angle, in deg, between panel considered and the horizontal plane ψ = assumed angle of repose, in deg, of bulk cargo; shall be taken as: ψ = 30 in general ψ = 35 for iron ore (with ρ c = 3.0 t/m 3 ) and for bulk cargoes with ρ c 1.78 t/m 3 ψ = 25 for cement ρ c = density of bulk cargo, in t/m 3, as defined in [3.3.3]. Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 19

20 1 Introduction 1.1 Introduction These rules includes common requirements for bulk carriers and dry cargo ships in addition to those that are applicable for the assignment of main character of class. 1.2 Scope This section describes common requirements for dry cargo ships in addition to the requirements described in Pt.3, including: [2]: Structural design principles [3]: Pressure and forces due to dry bulk cargo [4]: Design load scenarios [5]: Hull local scantling [6]: Water ingress alarms and drainage of forward spaces. Part 5 Chapter 1 Section Application Unless otherwise specified in the following sub-sections, the requirements given in this section is applicable to bulk carriers and dry cargo ships given in Sec.5 to Sec.9. For ships assigned the ship type notation Bulk carrier (with CSR) only the requirements given in [6.1] and [6.3] are applicable. 2 Structural design principles 2.1 Structural arrangement - double side structure Primary supporting members Double side web frames shall be fitted in line with primary supporting members in double bottom or in hopper tanks, where fitted, or aligned with large brackets. Where top side tanks are fitted, double side web frames shall be aligned with web frames or large brackets. Transverse primary supporting members shall be fitted in way of hatch end beams or similar large deck opening supporting transverse structure. Horizontal side stringers or scarfing brackets shall be fitted aft of the collision bulkhead in line with fore peak stringers, and forward of engine room bulkhead in line with platform decks in machinery spaces Plating connections Inner hull plating and hopper tank structures, where fitted, shall be supported at forward and aft ends, e.g. by scarfing brackets in way of the collision bulkhead and the engine room bulkhead. Connection between the inner hull plating and the inner bottom plating shall be designed such that stress concentration is minimised. Connections of hopper tank plating with inner hull and with inner bottom shall be supported by a longitudinal girder. When a hopper tank is not fitted, the inner hull plating shall be supported by a longitudinal girder below the inner bottom plating and the inner bottom plating shall be supported by scarfing brackets. Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 20

21 2.2 Structural arrangement - single side structure Tripping brackets Cargo hold side frames made of angles or bulb profiles having a span l SF > 5 m shall be supported by tripping brackets at the middle of the span Side frames in way of hatch end beams in ships without top wing tank In ships without top wing tank, frames at hatch end beams shall be reinforced to withstand the additional bending moment from the deck structure Upper and lower bracket The length of the lower bracket, l b in Figure 1, shall not be taken less than 0.12 l SF. The length of the upper bracket, l b in Figure 1, shall not be taken less than 0.07 l SF. When the length of the free edge of the bracket is more than 40 times the net plate thickness, a flange shall be fitted. The width being at least 1/15 of the length of the free edge. Part 5 Chapter 1 Section 2 Figure 1 Dimensions of side frames - Single side skin dry cargo ship Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 21

22 2.3 Structural arrangement - deck structure Web frame spacing in topside tanks The spacing of web frames in topside tanks shall not be greater than 6 frame spaces. Other arrangements will be considered on a case-by-case basis Cross deck between hatches Transverse members supporting the cross deck shall be supported by side or top side tank transverse members. Assessment of the primary supporting members shall be performed applying an advanced calculation method in compliance with the requirements in Pt.3 Ch.6 Sec.6 [2.2]. Smooth connection of the strength deck at side with the cross deck shall be ensured by a plate of intermediate thickness Topside tank structures Topside tank structures, where fitted, shall be supported at forward and aft ends, e.g. by scarfing brackets in way of the collision bulkhead and the engine room bulkhead. Part 5 Chapter 1 Section Structural arrangement - plane bulkheads Floors shall be fitted in the double bottom in line with the plane transverse bulkhead. 2.5 Detailed design Stiffeners For ships intended for the carriage of dry cargoes in bulk the requirements given in Pt.3 Ch.3 Sec.6 [2.4.1] shall be complied with, applying the additional design load sets given in [5.1.3]. 3 Pressures and forces due to dry bulk cargo 3.1 Application The pressures and forces due to dry cargo in bulk in a cargo hold shall be determined both for fully and partially filled cargo holds according to [3.4] and [3.5]. 3.2 Hold definitions Geometrical characteristics The main geometrical elements of a box shaped cargo hold are shown in Figure 2. Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 22

23 Figure 2 Box shaped cargo hold: Definition of cargo hold parameters The main geometrical elements of a cargo hold of an ore carrier with slanted longitudinal bulkhead are shown in Figure 3. Part 5 Chapter 1 Section 2 Figure 3 Ore carrier with slanted longitudinal bulkhead: Definition of cargo hold parameters The main geometrical elements of a cargo hold with hopper tank and top wing tank are shown in Figure 4. Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 23

24 Figure 4 Cargo hold with hopper tank and top wing tank: Definition of cargo hold parameters Fully and partially filled cargo holds The definitions of a fully and partially filled dry bulk cargo holds are as follows: a) Fully filled hold: The dry bulk cargo density is such that the cargo hold is filled up to the top of the hatch coaming, as shown in: box shaped cargo hold: Figure 5 ore carrier with slanted longitudinal bulkhead: Figure 6 cargo hold with hopper tank and top wing tank: Figure 7. Part 5 Chapter 1 Section 2 The upper surface of the cargo and its effective height in the hold h C shall be determined in accordance with [3.3.1]. b) Partially filled hold: The cargo density is such that the cargo hold is not filled up to the top of the hatch coaming, as shown in: box shaped cargo hold: Figure 8 ore carrier with slanted longitudinal bulkhead: Figure 9 cargo hold with hopper tank and top wing tank: Figure 10 or Figure 11. The upper surface of the cargo and its effective height in the hold h C shall be determined in accordance with [3.3.2]. 3.3 Dry cargo characteristics Definition of the upper surface of dry bulk cargo for full cargo holds For a fully filled cargo hold as defined in [3.2.2], including non-prismatic holds, the effective upper surface of the cargo is an equivalent horizontal surface at h C, in m, above inner bottom at centreline as shown in Figure 5 to Figure 7. The value of h C shall be calculated at mid length of the cargo hold at the midship, shall be kept constant over the cargo hold region area, and is determined as follows: Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 24

25 where: S 0 = shaded area, in m 2, shall be taken as: Figure 5: S 0 = 0 Figure 6: S 0 = shaded area above the intersection of longitudinal bulkhead and main deck and up to the level of the intersection of the main deck with the hatch coaming, determined for the cargo hold at the midship Figure 7: S 0 = shaded area above the lower intersection of top side tank and side shell or inner side, as the case may be, and up to the level of the intersection of the main deck with the hatch coaming, determined for the cargo hold at the midship Part 5 Chapter 1 Section 2 Figure 5 Box shaped cargo hold: Definition of effective upper surface of cargo for a full cargo hold Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 25

26 Figure 6 Ore carrier with slanted longitudinal bulkhead: Definition of effective upper surface of cargo for a full cargo hold Part 5 Chapter 1 Section 2 Figure 7 Cargo hold with hopper tank and top wing tank: Definition of effective upper surface of cargo for a full cargo hold Definition of the upper surface of dry bulk cargo for partially filled cargo holds For any partially filled cargo hold, as defined in [3.2.2], including non-prismatic holds, the effective upper surface of the cargo shall be made of three parts: one central horizontal surface of breadth B H /2, in m, at a height h C-CL, in m, above the inner bottom a sloped surface at each side with an angle ψ/2, in degrees, between the central horizontal surface, and the side shell or inner hull, as shown in Figure 8 to Figure 10, or the hopper plating, as shown in Figure 11, as the case may be. The height of cargo surface h C, in m, shall be calculated at mid length of the considered cargo hold and shall be taken as constant over the length of the hold as follows: Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 26

27 For : h C = h C-CL For : For : where: h 1 = height, in m, shall be taken as: Part 5 Chapter 1 Section 2 for h 1 0 as shown in Figure 8 and Figure 10: for h 1 < 0 as shown in Figure 9 and Figure 11 Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 27

28 h C-CL = height, in m, of the cargo surface at the centreline, as shown in Figure 8 to Figure 11 B 2 = maximum breadth of the cargo, in m, as shown in Figure 9 and Figure 11. Part 5 Chapter 1 Section 2 Figure 8 Box shaped cargo hold: Definition of the effective upper surface of cargo for a partially filled cargo hold Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 28

29 Figure 9 Ore carrier with slanted longitudinal bulkhead: Definition of the effective upper surface of cargo for a partially filled cargo hold Part 5 Chapter 1 Section 2 Figure 10 Cargo hold with hopper tank and top wing tank: Definition of the effective upper surface of cargo for a partially filled cargo hold when h 1 0 Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 29

30 Figure 11 Cargo hold with hopper tank and top wing tank: Definition of the effective upper surface of cargo for a partially filled cargo hold when h 1 < 0 Part 5 Chapter 1 Section Mass and density The dry cargo mass and the density of the cargo shall be taken as follows: for strength assessment: the values defined in Table 1 for fatigue assessment: the values defined in Table 2. Table 1 Dry bulk cargo mass and density for strength assessment Ship type Cargo mass Cargo density Homogeneous loading condition Alternate loading condition 1) Fully filled hold Partially filled 2) 3) Fully hold filled hold Partially filled hold 3) M M = M H M = M H M = M HD M = M HD In general ρ C Maximum value specified in the loading manual Maximum value specified in the loading manual but not less than 0.7 4) M M = M H M = M H M = M H M = M H Ore carrier ρ C ρ C = 3.0 ρ C = 3.0 Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 30

31 Ship type Cargo mass Cargo density Homogeneous loading condition Alternate loading condition 1) Fully filled hold Partially filled 2) 3) Fully hold filled hold 1) Alternate loading conditions are only applicable if such conditions are included in the loading manual. Partially filled hold 3) 2) Homogeneous loading condition with partially filled hold is only applicable if loading conditions having a mass density not less than 1.0 is included in the loading manual. 3) Loading conditions with partially filled hold are only applicable if filling level heights less than 90% is included in the loading manual. 4) If a mass density of 0.7 for all cargo holds represents a total cargo intake Σ 0.7 M Full that are exceeding the total cargo capacity of the vessel ρ C may be reduced after special consideration. Table 2 Dry bulk cargo mass and density for fatigue assessment Ship type Cargo mass Cargo density Homogenous loading condition fully filled hold Partially filled hold Alternate loading condition 1) M M = M H M = M HD Part 5 Chapter 1 Section 2 In general ρ C N/A Maximum value specified in the loading manual M Ore N/A carrier ρ C M = M H ρ C = 3.0 N/A 1) Alternate loading conditions are only applicable if such conditions are included in the loading manual FE application The following process shall be applied for the bulk cargo pressure loads used in FE analysis: a) determine h c according to [3.3.1] for fully filled cargo hold or [3.3.2] for partially filled cargo hold b) determine the corresponding static pressure as defined in [3.4.2] and static shear pressure as defined in [3.5.2] using ρ c and apply them in the FE model c) calculate the actual mass of cargo, M actual, in t d) determine the effective cargo density, in t/m 3 : where: M = cargo mass being used when determining h c in a) M actual = calculated actual cargo mass when applying static pressures and static shear loads in b) e) calculate the final pressure distribution and shear load using ρ eff instead of ρ c. Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 31

32 3.4 Dry bulk cargo pressures Total pressure The total pressure due to dry bulk cargo acting on any load point of a cargo hold boundary, in kn/m 2, shall be taken as: for strength assessment of intact conditions for static (S) design load scenarios, given in [4] for strength assessment of intact conditions and fatigue assessment for static plus dynamic (S+D) design load scenarios, given in [4] Static and dynamic pressures as defined in [3.4.2] and [3.4.3] for FE analysis shall be determined using ρ eff instead of ρ c Static pressure The dry bulk cargo static pressure P bs, in kn/m 2, shall be taken as: Part 5 Chapter 1 Section 2, but not less than Dynamic pressure The dry bulk cargo dynamic pressure P bd, in kn/m 2, for each load case shall be taken as: for z z c for z > z c 3.5 Shear load Application For FE strength assessment, the following shear load pressures shall be considered in addition to the dry bulk cargo pressures defined in [3.4] when the load point elevation, z, is lower or equal to z c : for static (S) design load scenarios, given in [4]: Static shear load, P bs-s, due to gravitational forces acting on hopper tanks and lower stools plating, as defined in [3.5.2] for static plus dynamic (S+D) design load scenarios, given in [4]: The following dynamic shear load pressures: P bs-s + P bs-d for the hopper tank and the lower stool plating, as defined in [3.5.3] P bs-dx for the inner bottom plating in the longitudinal direction, as defined in [3.5.4] P bs-dy for the inner bottom plating in the transverse direction, as defined in [3.5.4]. Shear loads as defined in [3.5.2] to [3.5.4] for FE analysis shall be determined using ρ eff instead of ρ c Static shear load on the hopper tank and lower stool plating Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 32

33 The static shear load pressure, P bs-s (positive downward to the plating) due to dry bulk cargo gravitational forces acting on hopper tank and lower stool plating, in kn/m 2, shall be taken as: Dynamic shear load on the hopper tank and lower stool plating The dynamic shear load pressure, P bs-d (positive downward to the plating) due to dry bulk cargo forces on the hopper tank and lower stool plating, in kn/m 2, for each dynamic load case shall be taken as: Dynamic shear load along the inner bottom plating The dynamic shear load pressures, P bs-dx in the longitudinal direction (positive to bow) due to dry bulk cargo forces acting along the inner bottom plating, in kn/m 2, for each dynamic load case shall be taken respectively as: Part 5 Chapter 1 Section 2 The dynamic shear load pressures, P bs-dy in the transverse direction (positive to port) due to dry bulk cargo forces acting along the inner bottom plating, in kn/m 2, for each dynamic load case shall be taken respectively as: 4 Design load scenarios 4.1 General The design load scenarios given in Pt.3 Ch.4 Sec.7 shall be complied with in addition to the additional principal design load scenarios for dry cargo ships given in [4.2]. Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 33

34 4.2 Additional principal design load scenarios for dry cargo ships Additional principal design load scenarios for strength assessment The additional principal design load scenarios for strength assessment of dry cargo ships are given in Table 3. Table 3 Additional principal design load scenarios for strength assessment Hull girder loads 5) Design load scenario 6 1) 7 2) FEM assessment of loading/unloading in harbour Static (S) Enhanced flooded requirements Static (S) VBM M sw-p M sw-f M wv HBM - - VSF Q sw-p Q sw-f Q wv Part 5 Chapter 1 Section 2 TM - - Exposed decks - - External shell P S - Load component Local loads 6) P ex P in Superstructure sides - - Superstructure end bulkheads and deckhouse walls - - Boundaries of water ballast tanks 3) - Boundaries of tanks other than water ballast tanks - P ls-3 Watertight bulkheads - - Boundaries of bulk cargo holds P bs P bf-s 4) Internal structures in tanks - - P dl Exposed decks and nonexposed decks and platforms P dl-s - F U Heavy units on internal and external decks F U-s - P Weather deck hatch covers P C - Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 34

35 1) Application is further given in [4.2.2]. 2) Application is further given in [4.2.3]. 3) WB cargo hold is considered as ballast tank. Design load scenario 6 1) 7 2) FEM assessment of loading/unloading in harbour Static (S) 4) Static pressure P bf-s shall be applied to vertically corrugated transverse bulkheads only. 5) Hull girder loads: 6) local loads: Enhanced flooded requirements Static (S) M sw-f = permissible vertical still water bending moment in flooded condition as defined in Sec.4 [2.1.1] M sw-p = permissible vertical still water bending moment for harbour/sheltered water operation as defined in Pt.3 Ch.4 Sec.4 [2.2.3] Q sw-f = permissible vertical still water shear force in flooded condition as defined in Sec.4 [2.1.1] Q sw-h = permissible vertical still water shear force for harbour/sheltered water operation as defined in Pt.3 Ch.4 Sec.4 [2.4.3]. Part 5 Chapter 1 Section 2 P S = hydrostatic sea pressure as given in Pt.3 Ch.4 Sec.5 [1.2] P ls-3 = static tank pressure during normal operations at harbour/sheltered water as given in Pt.3 Ch.4 Sec.6 [1.2.3] P bs = static dry bulk cargo pressure as given in [3.4.2] P bf-s = static pressure on vertically corrugated transverse bulkhead of a flooded cargo hold as given in Sec.4 [2.2.6] P dl-s = static pressure due to distributed load on exposed decks as given in Pt.3 Ch.4 Sec.5 [2.3.1], and static pressure due to distributed load in on non-exposed decks and platforms as given in Pt.3 Ch.4 Sec.6 [2.2.1] F U-s = concentrated static force due to unit load on exposed decks as given in Pt.3 Ch.4 Sec.5 [2.3.2], and concentrated static force due to unit load on non-exposed decks as given in Pt.3 Ch.4 Sec.6 [2.3.1] P C = uniform cargo load on hatch covers due to cargo loads as given in Pt.3 Ch.12 Sec.4 [2.3.1] FEM assessment of loading/unloading in harbour Design load scenario 6, FEM assessment of loading/unloading in harbour, defined in Table 3 applies to dry cargo ships with minimum one of the following: ships with harbour/sheltered water loaded loading conditions included in the loading manual ships where guidance for loading/unloading sequences are required. Guidance note: The application of design load scenario 6 is further defined in tables for standard FE design load combinations given in: General dry cargo ship or Multi-purpose dry cargo ship, with a long centre cargo hold: Sec.5 Table 1 General dry cargo ship, Multi-purpose dry cargo ship or Bulk carrier (without CSR) assigned the additional notation HC: Pt.6 Ch.1 Sec.4 Table 11 to Pt.6 Ch.1 Sec.4 Table 17. Ore carrier assigned the additional notation OC: Pt.6 Ch.1 Sec.5 Table 7 to Pt.6 Ch.1 Sec.5 Table e-n-d---of---g-u-i-d-a-n-c-e---n-o-t-e--- Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 35

36 Guidance note: The harbour FE design load combinations, applying permissible limits for harbour/sheltered water operation, may be decisive for the structural strength. For ships where the harbour FE design load combinations are governing, the permissible limits for harbour/ sheltered water operation should be established by enveloping the most severe loaded conditions given in the loading manual and/ or loading/unloading sequences. ---e-n-d---of---g-u-i-d-a-n-c-e---n-o-t-e Enhanced flooded requirements Design load scenario 7, Enhanced flooded requirements, defined in Table 3 applies to ships assigned ship type notation Ore carrier or Bulk carrier (without CSR), complying with criteria further given in Sec.4 [1.3]. The application of design load scenario 7 is limited to the following: Transverse vertically corrugated watertight bulkheads separating cargo holds in flooded condition: Sec.4 [3] allowable hold loading in flooded conditions: Sec.4 [4] vertical hull girder bending and shear strength in flooded conditions: Sec.4 [5]. 5 Hull local scantling Part 5 Chapter 1 Section Design load sets for ships intended to carry dry bulk cargo Application The design load sets given in [5.1.3] and [5.1.4] apply to the cargo hold region of dry cargo ships, in addition to the design loads sets given in Pt.3 Ch.6 Sec.2, for the following structural members: additional design load sets for plating and stiffeners, in Table 5 additional design load sets for primary supporting members, in Table Load components The static and dynamic load components shall be determined in accordance with the principal design load scenarios given in [4]. Radius of gyration, k r, and metacentric height, GM, shall be in accordance with Table 4. Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 36

37 Table 4 k r and GM values Full load condition Loading condition 1) 3) Application T LC k r GM Homogeneous loading, fully filled Homogeneous heavy cargo, partially filled Alternate light cargo, fully filled Alternate heavy cargo, partially filled Steel coil loading 2) In general 0.35B Ore carrier 0.25B In general 0.42B Ore carrier 0.25B In general 0.35B T SC Ore carrier 0.20B In general 0.40B Ore carrier 0.20B All ships designated for the carriage of steel products 0.12B 0.25B 0.12B 0.20B 0.42B 0.25B Part 5 Chapter 1 Section 2 Heavy ballast condition In general 0.40B 0.25B Ore carrier 0.35B 0.30B T BAL-H Normal ballast condition In general 0.45B T BAL Ore carrier 0.35B 0.33B 1) For Multi-port (MP) loading conditions with draught greater than or equal to 0.9T SC, the values of k r and GM, unless provided in the loading manual, shall be taken as those from the most appropriate full load condition. For Multi-port (MP) loading conditions with draught between T BAL-H and 0.9T SC, the values of k r and GM, unless provided in the loading manual, shall be obtained by linear interpolation, based on the draught, between the heavy ballast condition and the most appropriate full load condition. For Multi-port (MP) loading conditions with a draught below T BAL-H, the values of k r and GM for the heavy ballast condition shall be used. 2) When steel coil loading condition is provided by the designer in the loading manual, this condition shall be assessed with draught, k r and GM values given in this table. 3) Block Loading conditions shall be assessed with draught, k r and GM values given in this table for Homogeneous heavy cargo loading condition. Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 37

38 5.1.3 Additional design load sets for plating and stiffeners of dry cargo ships Additional design load sets for plating and stiffeners of dry cargo ships are given in Table 5. Table 5 Additional design load sets for plating and stiffeners of dry cargo ships Structural member Boundaries of bulk cargo hold Design load set Design load scenario Load component 1) Draught Acceptance criteria BC-1 2 P bs + P bd T SC AC-II BC-2 1 P bs - AC-I BC-3 2 P bs + P bd T SC AC-II BC-4 1 P bs - AC-I BC-5 2 P bs + P bd T SC AC-II BC-6 1 P bs - AC-I BC-7 2 P bs + P bd T SC AC-II BC-8 1 P bs - AC-I Loading condition Homogeneous loading, fully filled Homogeneous heavy cargo, partially filled Alternate light cargo, fully filled Alternate heavy cargo, partially filled Part 5 Chapter 1 Section 2 1) Local loads: P bs = static dry bulk cargo pressure as given in [3.4.2] P bd = dynamic dry bulk cargo pressure as given in [3.4.3]. Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 38

39 5.1.4 Additional design load sets for primary supporting members of dry cargo ships Additional design load sets for primary supporting members of dry cargo ships are given in Table 6. The severest loading conditions from the loading manual or otherwise specified by the designer shall be considered for the calculation of P bs + P bd and P bs in design load sets BC-11 to BC-14. If loading/unloading sequences are provided the additional design load sets BC-15 and BC-16 applies. Table 6 Additional design load sets for primary supporting members of dry cargo ships Structural member Boundaries of ballast hold Boundaries of bulk cargo hold Design load set Design load scenario WB-5 2 Load component 6) WB-6 1 P ls-3 - P S 1) BC-11 2 BC-12 1 P bs - P S 1) Draught Acceptance criteria P ls-1 +P ld (P S +P W ) 1) T BAL-H 2) AC-II T BAL-H 2) AC-I P bs + P bd - (P S +P W ) 1) T SC AC-II T SC BC-13 2 (P S +P W ) 1) T BAL-H /T BAL 3) BC-14 1 P S 1) T BAL-H /T BAL 3) AC-I AC-II AC-I Loading condition Heavy ballast condition Full load condition Heavy/Normal ballast condition Part 5 Chapter 1 Section 2 BC-15 6 P bs - P S 1) BC-16 6 P S 1) T Min 4) T Max 5) AC-I AC-I Loading/unloading in harbour 1) (P S +P W ) and P S shall be considered for external shell only 2) minimum draught among heavy ballast conditions shall be used 3) maximum draught among all ballast conditions shall be used 4) minimum draught with hold full according to loading/unloading sequences shall be used 5) maximum draught with hold empty according to loading/unloading sequences shall be used 6) local loads: P S = hydrostatic sea pressure as given in Pt.3 Ch.4 Sec.5 [1.2] P W = wave pressure as given in Pt.3 Ch.4 Sec.5 [1.3] P ls-1 = static tank pressure during normal operations at sea as given in Pt.3 Ch.4 Sec.6 [1.2.1] P ls-3 = static tank pressure during normal operations at harbour/sheltered water as given in Pt.3 Ch.4 Sec.6 [1.2.3] P ld = dynamic tank pressure as given in Pt.3 Ch.4 Sec.6 [1.3] P bs = static dry bulk cargo pressure as given in [3.4.2] P bd = dynamic dry bulk cargo pressure as given in [3.4.3]. Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 39

40 5.2 Cargo hold side frames of single side skin construction Application This sub-section applies to single side structure within the cargo hold region of dry cargo ships with transverse framing Net section modulus and net shear sectional area The net section modulus Z, in cm 3, and the net shear sectional area A shr, in cm 2, in the mid-span area of side frames subjected to lateral pressure shall not be taken less than: Part 5 Chapter 1 Section 2 where: α m = coefficient taken as: α m = 0.42 for side frames of holds that may be empty in alternate conditions α m = 0.36 for other ships f bdg = bending coefficient taken as 10 C s α S = permissible bending stress coefficient for the design load set being considered taken as: C s = 0.75 for acceptance criteria set AC-I C s = 0.90 for acceptance criteria set AC-II = coefficient taken as: α S = 1.1 for side frames of holds that may be empty in alternate conditions α S = 1.0 for other side frames l B P C t = lower bracket length, in m, as defined in Figure 1 without integral bracket and in Figure 12 with integral bracket = design pressures, in kn/m², for design load sets BC-1 to BC-8 as defined in Table 5 and SEA-1 to SEA-2 as defined in Pt.3 Ch.6 Sec.2 Table 1 = permissible shear stress coefficient for the design load set being considered, taken as: C t = 0.75 for acceptance criteria set AC-I C t = 0.90 for acceptance criteria set AC-II. Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 40

41 Part 5 Chapter 1 Section 2 Figure 12 Side frame integral lower bracket length Lower bracket of side frame At the level of the lower bracket, as shown in Figure 1 for side frames without integral bracket or in Figure 12 for side frames with integral bracket, the net section modulus of the frame and bracket, or integral bracket, with associated shell plating, shall not be taken less than twice the required net section modulus Z, in cm 3, for the frame mid-span area obtained from [5.2.2] Upper bracket of side frame At the level of the upper bracket, as shown in Figure 1 for side frames without integral bracket or in Figure 12 for side frames with integral bracket, the net section modulus of the frame and bracket, or integral bracket, with associated shell plating, shall not be taken less than 1.5 times the net section modulus Z required for the frame mid-span area obtained from [5.2.2] Side frames in ballast holds In addition to [5.2.2], for side frames in cargo holds designed to carry ballast water in heavy ballast condition, the net section modulus Z, in cm 3, and the net web thickness, t w, in mm, all along the span shall be in accordance with Pt.3 Ch.6 Sec.5. The span of the side frame, l f, in m, shall be as defined in Pt.3 Ch.3 Sec.7 [1.1] with consideration of end brackets. 6 Water ingress alarms and drainage of forward spaces 6.1 Water ingress alarms in dry cargo ships carrying dry cargo in bulk Application This sub-section applies to dry cargo ships with one of the following ship type notations: General dry cargo ship or Multi-purpose dry cargo ship occasionally carrying dry cargo in bulk Bulk carrier Ore carrier Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 41

42 6.1.2 Performance requirements The ship shall be fitted with water level detectors giving audible and visual alarms on the navigation bridge: In each cargo hold, one when the water level above the inner bottom in any hold reaches a height of 0.5 m and another at a height not less than 15% of the depth of the cargo hold but not more than 2.0 m. In any ballast tank forward of the collision bulkhead, when the liquid in the tank reaches a level not exceeding 10% of the tank capacity. In any dry or void space other than a chain cable locker, any part of which extends forward of the foremost cargo hold, at a water level of 0.1 m above the deck. Such alarms need not be provided in enclosed spaces the volume of which does not exceed 0.1% of the ship's maximum displacement volume. The water ingress detection system shall be type tested in accordance with MSC.188 (79) Performance Standards for Water Level Detectors on Bulk Carriers, and be suitable for the cargoes intended. Guidance note: The appendix to the classification certificate will contain information as to which cargoes the systems are approved for. ---e-n-d---of---g-u-i-d-a-n-c-e---n-o-t-e Installation The sensors shall be located in a protected position that is in communication with the after part of the cargo hold or tank and or space, such that the position of the sensor detects the level that is representative of the levels in the actual hold space or tank. These sensors shall be located: either as close to the centre line as practicable, or at both the port and starboard sides. The detector installation shall not inhibit the use of any sounding pipe or other water level gauging device for cargo holds or other spaces. Detectors and equipment shall be installed where they are accessible for survey, maintenance and repair. Any filter element fitted to detectors shall be capable of being cleaned before loading. Electrical cables and any associated equipment installed in cargo holds shall be protected from damage by cargoes or mechanical handling equipment associated with cargo handling operations, such as in tubes of robust construction or in similar protected locations. The part of the electrical system which has circuitry in the cargo area shall be arranged intrinsically safe. The power supply shall be in accordance with Pt.4 Ch.9 Sec.3 [2.2]. Part 5 Chapter 1 Section Testing After installation the system is subject to testing consisting of: inspection of the installation demonstration of facilities for filter cleaning demonstration of facilities for testing of the detector test of all alarm loops test of the alarm panel functions. 6.2 Water ingress alarms in single hold cargo ships Application This sub-section applies to single hold cargo ships that shall comply with SOLAS Performance requirements Single hold cargo ships shall be fitted with water level detectors giving audible and visual alarms on the navigation bridge: Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 42

43 when the water level above the inner bottom in the cargo hold reaches a height of not less than 0.3 m and another level when such level reaches not more than 15% of the mean depth of the cargo hold. The water ingress detector equipment shall be type tested in accordance with MSC.188 (79) Performance Standards for Water Level Detectors on Bulk Carriers and Single Hold Cargo Ships other than Bulk Carriers, and be suitable for the cargoes intended. Guidance note: The appendix to the classification certificate will contain information as to which cargoes the systems are approved for. ---e-n-d---of---g-u-i-d-a-n-c-e---n-o-t-e Installation Installation shall be carried out in accordance with [6.1.3] Testing Testing shall be carried out in accordance with [6.1.4]. 6.3 Availability of pumping systems Application This sub-section applies to dry cargo ships with one of the following ship type notations: General dry cargo ship or Multi-purpose dry cargo ship occasionally carrying dry cargo in bulk Bulk carrier Ore carrier Part 5 Chapter 1 Section Availability of drainage for forward spaces The means for draining and pumping ballast tanks forward of the collision bulkhead, and bilges of dry spaces, any part of which extends forward of the foremost cargo hold, shall be capable of being brought into operation from a readily accessible enclosed space. The location shall be accessible from the navigation bridge or propulsion machinery control position, without need for traversing exposed freeboard or superstructure decks. This does not apply to the enclosed spaces the volume of which does not exceed 0.1% of the ship's maximum displacement volume. Nor does it apply to the chain cable lockers. Guidance note: Where pipes serving such tanks or bilges pierce the collision bulkhead, as an alternative to the valve control specified in Pt.4 Ch.6 Sec.3 [1.4.2], valve operation by means of remotely operated actuators may be accepted, provided that the location of such valve controls complies with this regulation. ---e-n-d---of---g-u-i-d-a-n-c-e---n-o-t-e--- The dewatering system for ballast tanks forward of the collision bulkhead and for bilges of dry spaces any part of which extends forward of the foremost cargo hold shall be designed to remove water from the forward spaces at a rate of not less than 320A m 3 /h, where A is the cross-sectional area in m 2 of the largest air pipe or ventilator pipe connected from the exposed deck to a closed forward space that is required to be dewatered by these arrangements Testing and installation The installation and testing on board shall be in accordance with Pt.4 Ch.6 Sec.4 for bilge systems. Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 43

44 SECTION 3 STEEL COIL REQUIREMENTS Symbols For symbols not defined in this section, refer to Pt.3 Ch.1 Sec.4 [2]. a X, a Y, a Z d sc = longitudinal, transverse and vertical accelerations, in m/s 2, at x G, y G, z G, as defined in Pt.3 Ch.4 Sec.3 [3.2] = diameter, in m, of a steel coil d shr = effective shear depth of the stiffener as defined in Pt.3 Ch.3 Sec.7 [1.4.3] F sc-ib-s = static load on inner bottom, in kn, as defined in [2.3.1] F sc-ib = total load on inner bottom, in kn, as defined in [2.2.1] F sc-hs-s = static load on hopper/inner side, in kn, as defined in [2.3.2] F sc-hs = total load on hopper/inner side, in kn, as defined in [2.2.2] h DB = height, in m, of the double bottom at the centreline, measured at mid-length of the cargo hold, see Sec.2 [3.2.1] h HPL l = vertical distance, in m, from the inner bottom at centreline to the upper intersection of hopper tank and side shell or inner side for double side bulk carriers, determined at mid length of the considered cargo hold, as shown in Sec.2 [3.2.1] h HPL = 0 if there is no hopper tank = distance, in m, between floors l lp = distance, in m, between outermost dunnage per elementary plate panel (EPP) in the ship x direction, see Figure 3 l st = length, in m, of a steel coil M sc-ib = equivalent mass of a steel coil, in t, on inner bottom, as defined in [2.3.1] M sc-hs = equivalent mass of a steel coil, in t, on hopper side, as defined in [2.3.2] n 1 = number of tiers of steel coils n 2 = number of load points per EPP of the inner bottom, see [2.1.2] n 3 = number of dunnages supporting one row of steel coils R = vertical coordinate, in m, of the ship rotation centre, defined in Pt.3 Ch.4 Sec.3 T θ = roll period, in s, as defined in Pt.3 Ch.4 Sec.3 [2.1.1] V Full = volume, in m 3, of cargo hold up to top of the hatch coaming, taken as: V Full = V H + V HC W = mass, in t, of a steel coil x, y, z = x, y and y coordinates, in m, of the load point with respect to the reference coordinate system defined in Pt.3 Ch.4 Sec.1 [1.2.1] φ = pitch angle, in deg, defined in Pt.3 Ch.4 Sec.3 [2.1.2] θ = roll angle, in deg, defined in Pt.3 Ch.4 Sec.3 [2.1.1] θ h = angle, in deg, between inner bottom plate and hopper sloping plate. in general θ h is such that: Part 5 Chapter 1 Section 3 Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 44

45 1 Introduction 1.1 Introduction Ships may be loaded with steel coils on wooden dunnage. Such loading needs special consideration with additional strength requirements that are outlined in this section. 1.2 Scope This section describes requirements for steel coil loading, including: [2]: Steel coil loads in cargo holds [3]: Hull local scantling. 1.3 Application The rules in this section apply to all ships loaded with steel coils on wooden dunnage. Ships assigned the ship type notation Bulk carrier (with CSR) are exempted from these requirements. Part 5 Chapter 1 Section 3 2 Steel coil loads in cargo holds 2.1 General Application In Figure 1 typical loading of steel coils on wooden dunnage can be seen. It is assumed that all the steel coils have the same characteristics. In cases where steel coils are lined up in two or more tiers, formulae in [2.1.2] and [2.2] can be applied assuming that only the lowest tier of steel coils is in contact with hopper sloping plate or inner side plate. In other cases, scantling requirements shall be determined on a case-by-case basis. Figure 1 Inner bottom loaded by steel coils The two following arrangements of steel coils on the inner bottom are considered: the steel coils are positioned without respect to the location of the floors, as shown in Figure 2 the steel coils are positioned with respect to the location of the floors, as shown in Figure 3. Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 45

46 2.1.2 Arrangement of steel coils independently of the floor locations For steel coils loaded without respect to the location of floors, see Figure 2: the number n 2 of load point dunnages per EPP shall be found in Table 1 the distance l lp, in m, between outermost load point dunnages per EPP shall be found in Table 2. Table 1 Number n 2 of load point dunnages per EPP as a function of n 3 n n 3 Part 5 Chapter 1 Section Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 46

47 Table 2 Distance between outermost load point dunnages per EPP, l lp, in m n n Actual breadth of dunnages 2 0.5l st 0.33l st 0.25l st 0.2l st 3 1.2l st 0.67l st 0.50l st 0.4l st 4 1.7l st 1.20l st 0.75l st 0.6l st 5 2.4l st 1.53l st 1.20l st 0.8l st 6 2.9l st 1.87l st 1.45l st 1.2l st 7 3.6l st 2.40l st 1.70l st 1.4l st 8 4.1l st 2.73l st 1.95l st 1.6l st 9 4.8l st 3.07l st 2.40l st 1.8l st Part 5 Chapter 1 Section l st 3.60l st 2.65l st 2.0l st Figure 2 Steel coils loaded independently of floors locations Arrangement of steel coils between floors For steel coils loaded with respect to the locations of floors, see Figure 3: the number n 2 of load point dunnages per EPP shall be taken as: n 2 = n 3 the distance l lp between outermost load point dunnages per EPP shall be taken as the distance between the outermost dunnage supporting one row of steel coils. Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 47

48 Figure 3 Steel coils loaded between floors Centre of gravity of steel coil cargo The centre of gravity of the steel coil cargo of the considered cargo hold shall be taken at the following position: a) longitudinal position x Gsc is the x coordinate, in m, of the volumetric centre of gravity of the considered cargo hold with respect to the reference coordinate system defined in Pt.3 Ch.4 Sec.1 [1.2.1]. b) transverse position Part 5 Chapter 1 Section 3 c) vertical position where: ε = coefficient shall be taken as: ε = 1.0 when a port side structural member is assessed ε = -1.0 when a starboard side structural member is assessed. 2.2 Total loads Total load on the inner bottom The total load F sc-ib, in kn, due to steel coil cargoes on the inner bottom shall be taken as: where: F sc-ib-s = static load, in kn, on the inner bottom, given in [2.3.1] Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 48

49 F sc-ib-d = dynamic load, in kn, on the inner bottom, given in [2.4.2] C XG, C YG = load combination factors, as defined in Pt.3 Ch.4 Sec.2 [2.2] Total load on the hopper/inner side The total load F sc-hs, in kn, due to steel coil cargoes on the hopper/inner side shall be taken as: where: F sc-hs-s = static load, in kn, on the hopper/inner side, given in [2.3.2] F sc-hs-d = dynamic load, in kn, on the hopper/inner side, given in [2.4.3] C XG, C YG = load combination factors, as defined in Pt.3 Ch.4 Sec.2 [2.2]. 2.3 Static loads Part 5 Chapter 1 Section Static loads on the inner bottom The static load F sc-ib-s, in kn, on the inner bottom due to steel coils shall be taken as: where: M sc-ib = equivalent mass of steel coils, in t, shall be taken as: for and for or K S = coefficient shall be taken as: K S = 1.4 when steel coils are stowed in one tier with a key coil K S = 1.0 in other cases Static load on the hopper/inner side The static load F sc-hs-s, in kn, on the hopper/inner side due to steel coils shall be taken as: Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 49

50 where: M sc-hs C k = equivalent mass of steel coils, in t, shall be taken as: for for = coefficient shall be taken as: and or C k = 3.2 when steel coils are stowed in two or more tiers, or when steel coils are stowed in one tier and a key coil is located 2nd or 3rd from hopper sloping plate or inner hull plate C k = 2.0 for other cases. Part 5 Chapter 1 Section Dynamic loads Tangential roll acceleration The tangential roll acceleration a R, in m/s 2, shall be taken as: where: y Gsc z Gsc = y coordinate, in m, of the centre of gravity of the steel coil cargo of the considered cargo hold, given in [2.1.4] = z coordinate, in m, of the centre of gravity of the steel coil cargo of the considered cargo hold, given in [2.1.4] Dynamic load on the inner bottom The dynamic load F sc-ib-d, in kn, on the inner bottom due to steel coils shall be taken as: where: a z = vertical acceleration, in m/s 2, as defined in Pt.3 Ch.4 Sec.3 [3.2.3], calculated at the centre of gravity of the steel coil cargo of the considered cargo hold, given in [2.1.4] Dynamic load on the hopper/inner side The dynamic load F sc-hs-d, in kn, on the hopper/inner side due to steel coils shall be taken as: Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 50

51 where: ε = coefficient defined in [2.1.4] C YS, C YR = load combination factors, defined in Pt.3 Ch.4 Sec.2 [2.2] a sway = sway acceleration, in m/s 2, as defined in Pt.3 Ch.4 Sec.3 [2.2.2] a R = tangential acceleration, in m/s 2, as defined in [2.4.1] y Gsc = y coordinate, in m, of the centre of gravity of the steel coil cargo of the considered cargo hold, given in [2.1.4] z Gsc = z coordinate, in m, of the centre of gravity of the steel coil cargo of the considered cargo hold, given in [2.1.4]. 3 Hull local scantling Part 5 Chapter 1 Section General The net thickness of inner bottom plating, hopper side plating and inner hull plating for ships intended to carry steel coils shall comply with [3.3.1] and [3.4.1] up to a height not less than the one corresponding to the top of upper tier in touch with hopper or inner hull plating. The net section modulus and the net shear sectional area of longitudinal stiffeners on inner bottom, hopper tank top and inner hull for ships intended to carry steel coils shall comply with [3.3.2] and [3.4.2] up to a height not less than the one corresponding to the top of upper tier in touch with hopper or inner hull plating. 3.2 Load application Design load sets The static and dynamic load components shall be determined in accordance with the principal design load scenarios given in Sec.2 [4]. Radius of gyration, k r, and metacentric height, GM, shall be in accordance with Sec.2 [5.1.2] for the considered loading condition specified in the design load set. The design load sets for steel coil loading is given in Table 3. Table 3 Design load sets Structural member Design load set Design load scenario Load component Draught Acceptance criteria Loading condition for definition of GM and k r inner bottom, hopper sloping plate and inner hull inner bottom, hopper sloping plate and inner hull BC-9 2 F sc-ib-s or F sc-hs-s T SC AC-II steel coil condition BC-10 1 F sc-ib or F sc-hs T SC AC-I steel coil condition Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 51

52 3.3 Inner bottom Inner bottom plating The net thickness t, in mm, of plating of longitudinally stiffened inner bottom shall not be taken less than: for design load set BC-9 for design load set BC-10 Part 5 Chapter 1 Section 3 where: K 1 = coefficient taken as: K 2 = coefficient taken as: C a = permissible bending stress coefficient, as defined in Pt.3 Ch.6 Sec.4 [1.1.1] Stiffeners of inner bottom plating The net section modulus Z, in cm 3, and the net web thickness, t w, in mm, of stiffeners located on inner bottom plating shall not be taken less than: and for design load set BC-9 Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 52

53 where: and K 3 = coefficient as defined in Table 4 K 3 = 2l/3, when n 2 > 10 for design load set BC-10 C s = permissible bending stress coefficient, as defined in Pt.3 Ch.6 Sec.5 [1.1.2] C t = permissible shear stress coefficient for the design load set being considered, shall be taken as: C t = 0.85 for acceptance criteria set AC-I C t = 1.00 for acceptance criteria set AC-II n 2 = number of load points per EPP of the inner bottom, see [2.1]. Table 4 Coefficient K 3 Part 5 Chapter 1 Section 3 n K Hopper tank and inner hull Hopper side plating and inner hull plating The net thickness t, in mm, of plating of longitudinally stiffened bilge hopper sloping plate and inner hull shall not be taken less than: for design load set BC-9 for design load set BC-10 where: K 1 = coefficient as defined in [3.3.1] C a = as defined in [3.3.1]. Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 53

54 3.4.2 Stiffeners of hopper side plating and inner hull plating The net section modulus Z, in cm 3, and the net web thickness, t w, in mm, of stiffeners located on bilge hopper sloping plate and inner hull plate shall not be taken less than: where: and and K 3 = coefficient as defined in Table 4 K 3 = 2l/3 when n 2 > 10 C s, C t = as defined in [3.3.2]. for design load set BC-9 for design load set BC-10 Part 5 Chapter 1 Section 3 Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 54

55 SECTION 4 ENHANCED FLOODED REQUIREMENTS Symbols For symbols not defined in this section, refer to Pt.3 Ch.1 Sec.4 [2]. D 1 = distance, in m, from the baseline to the freeboard deck at side amidships F R = resultant force, in kn, as defined in Table 5 h C = height of bulk cargo, in m, from the inner bottom to the upper surface of bulk cargo, as defined in Sec.2 [3.3.1] or Sec.2 [3.3.2] h DB h LS K C-f = height, in m, of the double bottom at the centreline, measured at mid-length of the cargo hold, see Sec.2 [3.2.1] = mean height, in m, of the lower stool, measured from the inner bottom = coefficient taken equal to: Part 5 Chapter 1 Section 4 M M Full = mass, in t, of the bulk cargo being considered = cargo mass, in t, in a cargo hold corresponding to the volume up to the top of the hatch coaming with a density of the greater of M H /V Full or 1.0 t/m 3 M H M HD M sw-f M wv perm M Full = 1.0 V Full but not less than M H = cargo mass, in t, in a cargo hold that corresponds to the homogeneously loaded condition at maximum draught with 50% consumables = maximum allowable cargo mass, in t, in a cargo hold according to design loading conditions with specified holds empty at maximum draught with 50% consumables = permissible vertical still water bending moment in flooded condition, in knm, at the hull transverse section being considered in hogging and sagging, as defined in [2.1.1] = vertical wave bending moment in seagoing condition, in knm, at the hull transverse section being considered in hogging and sagging, as defined in Pt.3 Ch.4 Sec.4 [3.1] = permeability of cargo, shall be taken as: perm = 0.3 for iron ore, coal cargoes and cement perm = 0 for steel coils P R = resultant pressure, in kn/m 2, as defined in Table 5 Q sw-f = positive and negative permissible vertical still water shear force in flooded condition, in kn, at the hull transverse section being considered, as defined in [2.1.1] Q wv = positive and negative vertical wave shear force in seagoing condition, in kn, at the hull transverse section being considered, as defined in Pt.3 Ch.4 Sec.4 [3.2] Q sw-lcd-f = vertical still water shear force in flooded condition, in kn, at the hull transverse section being considered, for a seagoing loading condition defined in the loading manual being flooded according to [2.1.2] s C = half pitch, in mm, of the corrugation flange as defined in Pt.3 Ch.3 Sec.6 Figure 9 V Full = volume, in m 3, of cargo hold up to top of the hatch coaming, taken as: V Full = V H +V HC Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 55

56 V H V HC = volume, in m 3, of cargo hold up to level of the intersection of the main deck with the hatch coaming excluding the volume enclosed by hatch coaming, see Sec.2 [3.2.1] = volume, in m 3, of the hatch coaming, from the level of the intersection of the main deck with the hatch side coaming to the top of the hatch coaming, determined for the cargo hold at midship, as shown in Sec.2 [3.2.1] x, y, z = x, y and z coordinates, in m, of the load point with respect to the reference coordinate system defined in Pt.3 Ch.4 Sec.1 [1.2.1] z C = height of the upper surface of the cargo above the baseline in way of the load point, in m, shall be taken as: z C = h DB + h C Z B-gr = gross section modulus, in m 3, at bottom, to be calculated according Pt.3 Ch.5 Sec.2 [1.2.1] Z D-gr = gross section modulus, in m 3, at deck, to be calculated according Pt.3 Ch.5 Sec.2 [1.2.2] ψ = assumed angle of repose, in deg, of bulk cargo - shall be taken as: ψ = 30 in general ψ = 35 for iron ore (with ρ c = 3.0 t/m 3 ) and for bulk cargoes with ρ c 1.78 t/m 3 Part 5 Chapter 1 Section 4 ψ = 25 for cement ρ c = density of bulk cargo, in t/m 3, as defined in [2.2.5]. 1 Introduction 1.1 Introduction These rules provide enhanced flooded requirements for ships intended for carriage of heavy dry bulk cargo. 1.2 Scope This section describes enhanced flooded requirements for dry cargo ships in addition to the requirements as described in Pt.3, including: [2]: Hull girder loads, pressures and forces due to dry cargoes in flooded conditions [3]: Transverse vertically corrugated watertight bulkheads in flooded condition [4]: Allowable hold loading in flooded conditions [5]: Hull girder strength in flooded conditions. 1.3 Application This section applies to: Ships assigned the ship type notation Ore carrier, with OC(H) or OC(M) notation, if any part of longitudinal bulkhead in any cargo hold is located within B/5 or 11.5 m, whichever is less, inboard from the ship s side at right angle to the centreline at the assigned summer load line. Only cargo holds in way of the double side-skin space which do not meet the criteria given above need to be considered flooded. Ships assigned the ship type notation Bulk carrier (without CSR), with HC(A), HC(B) or HC(B*) notation. Ships assigned the ship type notation Bulk carrier (without CSR), with HC(M) notation if the ship is carrying solid bulk cargo having a density of 1.0 t/m 3 and above. Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 56

57 2 Hull girder loads, pressures and forces due to dry cargoes in flooded conditions 2.1 Vertical still water hull girder loads Flooded conditions The designer shall provide the envelope of permissible still water bending moment and shear force in flooded condition. Each cargo hold shall be considered individually flooded to the equilibrium waterline. The permissible vertical still water bending moment and shear force in flooded condition at sea at any longitudinal position shall envelope the most severe flooded seagoing loading conditions defined in the loading manual, i.e. all seagoing loaded and ballast conditions. Flooding check of harbour conditions, docking condition afloat, loading/unloading sequences and ballast water exchange are not applicable Flooding criteria To calculate the mass of water ingress, the following assumptions shall be made: the permeability of empty cargo spaces and volume left in loaded cargo spaces above any cargo shall be taken as 0.95 appropriate permeabilities and bulk densities shall be used for any cargo carried. For iron ore, a minimum permeability of 0.3 with a corresponding bulk density of 3.0 t/m 3 shall be used. For cement, a minimum permeability of 0.3 with a corresponding bulk density of 1.3 t/m 3 shall be used. In this respect, permeability for solid bulk cargo means the ratio of the floodable volume between the particles, granules or any larger pieces of the cargo, to the gross volume of the bulk cargo. For packed cargo conditions (such as steel mill products), the actual density of the cargo shall be used with a permeability of zero. Part 5 Chapter 1 Section Vertically corrugated transverse watertight bulkheads Application The pressure defined in this sub-section applies to vertically corrugated transverse watertight bulkheads of the cargo holds of dry cargo ships for the assessment in flooded conditions. Each cargo hold shall be considered individually flooded, see Figure 1, Figure 2 and Figure General The loads to be considered as acting on each bulkhead are those given by the combination of loads induced by cargo loads with those induced by the flooded loads of one hold adjacent to the bulkhead under examination. In any case, the pressure due to the flooded loads without cargo shall also be considered. The most severe combinations of cargo induced loads and flooded loads shall be used for the check of the scantlings of each bulkhead, depending on the loading conditions included in the loading manual considering the individual flooded condition of both loaded and empty holds: homogeneous loading conditions non-homogeneous loading conditions. For the purpose of this section, the following items are defined as: design load limits: the specified design load limits for the cargo holds shall be represented by loading conditions defined by the designer in the loading manual maximum cargo mass to consider: Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 57

58 unless the ship is intended to carry, in non-homogeneous conditions, only iron ore or cargo having bulk density equal to or greater than 1.78 t/m 3, the maximum mass of cargo which may be carried in the hold shall also be considered to fill that hold up to the top of the hatch coaming homogeneous loading conditions: homogeneous loading condition means a loading condition in which the ratio between the highest and the lowest filling level, evaluated for each hold, does not exceed 1.20, to be corrected for different cargo densities packed cargoes: holds carrying packed cargoes (such as steel mill products) shall be considered as empty unconsidered loading conditions: non-homogeneous part loading conditions associated with multi-port loading and unloading operations for homogeneous loading conditions do not need to be considered for the verification of these requirements Flooded level The flooded level z F is the distance, in m, measured vertically from the baseline with the ship in the upright position, and obtained from Table 1. Table 1 Flooded level z F, in m, for vertically corrugated transverse bulkheads Part 5 Chapter 1 Section 4 Ship type dry cargo ships with less than 50,000 t deadweight with Type B freeboard other dry cargo ships Vertically corrugated transverse bulkhead position Foremost Others z F = 0.95 D 1 z F = 0.85 D 1 1) z F = 0.9 D 1 1) z F = 0.8 D 1 z F = D 1 z F = 0.9 D 1 1) z F = 0.95 D 1 1) z F = 0.85 D 1 1) For ships carrying cargoes having bulk density less than 1.78 t/m 3 in non-homogeneous loading conditions Flooded patterns Three different flooded patterns shall be considered: the flooded level is below the upper surface of the cargo, (see Figure 1: z C > z F ) the flooded level is above the upper surface of the cargo, (see Figure 2: z C z F ) the flooded hold is empty, (see Figure 3: z C = h DB ). Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 58

59 Figure 1 Flooded level below upper surface of bulk cargo Part 5 Chapter 1 Section 4 Figure 2 Flooded level above upper surface of bulk cargo Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 59

60 Figure 3 Flooded cargo hold without cargo Mass and density in flooded condition The dry cargo mass and the density of the cargo shall be taken as defined in Table 2. Part 5 Chapter 1 Section 4 Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 60

61 Table 2 Dry bulk cargo mass and density for strength assessment in flooded condition Ship type HC(B) HC(A) Cargo mass Cargo density Homogeneous loading condition Fully filled hold Partially filled hold M M = M H M = M H Fully filled hold Alternate loading condition Partially filled hold ρ C ρ C = 3.0 1) N/A Hold loaded with ρ C 1.78 t/m 2) M M = M H M = M H M = M HD M = M HD M = M HD ρ C ρ C = 3.0 1) ρ C = 3.0 1) ρ C = 1.78 Part 5 Chapter 1 Section 4 M M = M H M = M H M = 1.2 M Full M = 1.2 M Full M = 1.2 M Full HC(B*) ρ C ρ C = 3.0 1) ρ C = 3.0 1) ρ C = 1.78 M M = M H M = M H M = M HD M = M HD M = M HD HC(M) 3) ρ C Maximum value specified in the loading manual Maximum value specified in the loading manual ρ C = 1.78 M M = M H M = M H OC(H) ρ C ρ C = 3.0 N/A M M = M H M = M H M = M H M = M H OC(M) ρ C ρ C = 3.0 ρ C = 3.0 N/A Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 61

62 Ship type Cargo mass Cargo density Homogeneous loading condition Fully filled hold Partially filled hold Fully filled hold Alternate loading condition Partially filled hold Hold loaded with ρ C 1.78 t/m 2) 1) shall be taken as 3.0 unless an alternative maximum allowable cargo density is specified in the loading manual. In such cases, the maximum density of the cargo that the ship is allowed to carry shall be indicated within the additional notation Maximum cargo density (x.y t/m3) as defined in Pt.1 Ch.2. 2) to be applied for bulk carriers that are required to carry cargoes with a density less than or equal to 1.78 t/m 3 3) Alternate loading conditions are only applicable if such conditions are included in the loading manual Pressures and forces on vertically corrugated transverse bulkheads of flooded cargo holds The static pressure P bf-s, in kn/m 2, at any point of the vertically corrugated transverse bulkhead located at a level z from the baseline is given in Table 3 for each flooded pattern defined in [2.2.4]. The force F bf-s, in kn, acting on a corrugation of a transverse bulkhead is given by Table 4 for each flooded pattern defined in [2.2.4], where: P bf-s-le = static pressure calculated according to Table 1 for z = h LS + h DB. Part 5 Chapter 1 Section 4 Table 3 Static pressure on vertically corrugated transverse bulkhead of a flooded cargo hold P bf-s Flooded case Load calculation point Pressure P bf-s, in kn/m 2 z > z C z C z z F z F > z h DB z > z F z F z z C P bf-s = ρg (z F z) z C > z h DB Table 4 Force acting on a corrugation in the flooded cargo holds F bf-s Flooded case Force F bf-s, in kn z C > z F Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 62

63 Flooded case z F z C Force F bf-s, in kn Pressures and forces on vertically corrugated transverse bulkheads of non-flooded cargo holds The static pressure P bs, in kn/m 2, at a point of the vertically corrugated transverse bulkhead, located at the level z from the baseline, due to dry bulk cargo in a non-flooded cargo hold transverse bulkhead, which is flooded on the other side, shall be taken as: but not less than 0. The resultant force F bs, in kn, acting on a corrugation shall be taken as: Part 5 Chapter 1 Section Resultant pressures and forces on vertically corrugated transverse bulkheads of flooded cargo holds The resultant pressure P R, in kn/m 2, at each point of the bulkhead, and the resultant force F R, in kn, acting on a corrugation, given in Table 5, shall be considered for the assessment in flooded conditions of vertically corrugated transverse bulkhead structures, where: P bf-s = pressure in the flooded cargo holds, in kn/m 2, as defined in [2.2.6] P bs = pressure in the non-flooded cargo holds, in kn/m 2, as defined in [2.2.7] F bf-s = force acting on a corrugation in the flooded cargo holds, in kn, as defined in [2.2.6] F bs = force acting on a corrugation in the non-flooded cargo holds, in kn, as defined in [2.2.7]. Table 5 Resultant pressure P R and resultant force F R on vertically corrugated transverse bulkhead in flooded condition Loading condition Resultant pressure P R, in kn/m 2 Resultant force F R, in kn Application homogeneous P R = P bf-s 0.8 P bs F R = F bf-s 0.8 F bs in general 2) alternate P R = P bf-s F R = F bf-s HC(A), HC(B*), HC(M) 1) and OC(M) 1) Alternate loading conditions are only applicable if such conditions are included in the loading manual. 2) Loading conditions in which the ratio between h c, evaluated for each hold, does not exceed 1.2. Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 63

64 2.3 Double bottom in cargo hold region in flooded conditions General The loads to be considered as acting on the double bottom are those given by the external sea pressures and the combination of the cargo loads with those induced by the flooding of the hold to which the double bottom belongs. The most severe combinations of cargo induced loads and flooded loads shall be used, depending on the loading conditions included in the loading manual: homogeneous loading conditions non-homogeneous loading conditions packed cargo conditions (such as in the case of steel mill products). For each loading condition, the maximum dry bulk cargo density to be carried shall be considered in calculating the allowable hold loading Flooded level The flooded level z F is the distance, in m, measured vertically from the baseline with the ship in the upright position, and obtained from Table 6. Part 5 Chapter 1 Section 4 Table 6 Flooded level z F, for double bottom in cargo hold region Ship type Foremost Cargo hold Others dry cargo ships with less than 50,000 t deadweight with type B freeboard z F = 0.95 D 1 z F = 0.85 D 1 other dry cargo ships z F = D 1 z F = 0.9 D 1 Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 64

65 3 Transverse vertically corrugated watertight bulkheads separating cargo holds in flooded condition 3.1 Structural arrangement General For ships of 190 m of length L and above, the transverse vertically corrugated watertight bulkheads shall be fitted with a lower stool, and generally with an upper stool below deck. For ships having length L less than 190 m, corrugations may extend from inner bottom to deck Lower stool The lower stool, when fitted, shall have a height in general not less than 3 corrugation depths. The ends of stool side ordinary stiffeners, when fitted in a vertical plane, shall be attached to brackets at the upper and lower ends of the stool. Lower stool side vertical stiffeners and their brackets in the stool shall be aligned with the inner bottom structures such as longitudinals or similar. Lower stool side plating shall not be knuckled anywhere between the inner bottom plating and the stool top plate. The distance d from the edge of the stool top plate to the surface of the corrugation flange shall be in accordance with Figure 4. The lower stool shall be installed in line with double bottom floors or girders as the case may be, and shall have a width not less than 2.5 corrugation depths. The stool shall be fitted with diaphragms in line with the longitudinal double bottom girders or floors. Scallops in the brackets and diaphragms in way of the connections to the stool top plate shall be avoided. The stool side plating shall be connected to the stool top plate and the inner bottom plating by either full penetration or partial penetration welds. The supporting floors shall be connected to the inner bottom by either full penetration or partial penetration welds. Part 5 Chapter 1 Section 4 Figure 4 Permitted distance, d, from the edge of the stool top plate to the surface of the corrugation flange Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 65

66 3.1.3 Upper stool The upper stool, when fitted, shall have a height between two and three times the corrugation depth. Rectangular stools shall have a height in general equal to twice the depth of corrugations, measured from the deck level and at the hatch side girder. Brackets or deep webs shall be fitted to connect the upper stool to the deck transverse or hatch end beams. The upper stool of a transverse bulkhead shall be properly supported by deck girders or deep brackets between the adjacent hatch end beams. The width of the upper stool bottom plate shall generally be the same as that of the lower stool top plate. The stool top of non-rectangular stools shall have a width not less than twice the depth of corrugations. The ends of stool side ordinary stiffeners when fitted in a vertical plane, shall be attached to brackets at the upper and lower end of the stool. The stool shall be fitted with diaphragms in line with and effectively attached to longitudinal deck girders extending to the hatch end coaming girders or transverse deck primary supporting members. Scallops in the brackets and diaphragms in way of the connection to the stool bottom plate shall be avoided. 3.2 Net thickness of corrugation Cold formed corrugation The net plate thickness t, in mm, of transverse vertically corrugated watertight bulkheads separating cargo holds shall not be taken less than: Part 5 Chapter 1 Section 4 s CW = plate width, in mm, taken as the width of the corrugation flange a or the web c, whichever is greater as defined in Pt.3 Ch.3 Sec.6 Figure Built-up corrugation Where the thicknesses of the flange and web of built-up corrugations of transverse vertically corrugated watertight bulkheads separating cargo holds are different, the net plate thicknesses shall not be taken less than that obtained from the following formula. The net thickness t N, in mm, of the narrower plating shall not be taken less than: s N = plate width, in mm, of the narrower plating. The net thickness t W, in mm, of the wider plating shall not be taken less than the greater of the following formulae: Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 66

67 where: t NO = net offered thickness of the narrower plating, in mm, shall not be taken greater than: Lower part of corrugation The net thickness of the lower part of corrugations shall be maintained for a distance of not less than 0.15 l C measured from the top of the lower stool, or from the inner bottom where no lower stool is fitted. The span of the corrugations l C, in m, shall be taken as given in Figure 5. Part 5 Chapter 1 Section Middle part of corrugation The net thickness of the middle part of corrugations shall be maintained for a distance not greater than 0.3 l C from the bottom of the upper stool, or from the deck if no upper stool is fitted. The net thickness shall also comply with the requirements in [3.3.1]. Figure 5 Parts of corrugation Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 67

68 3.3 Bending, shear and buckling check Bending capacity and shear capacity The bending capacity and the shear capacity of the corrugations of transverse watertight corrugated bulkheads separating cargo holds shall comply with the following formulae: where: M = bending moment in a corrugation, in knm, taken as: Part 5 Chapter 1 Section 4 F R = resultant force, in kn, given in [2.2.8] l C = span of the corrugations, in m, as given in Figure 5 W LE = net section modulus, in cm 3, of one half pitch corrugation, to be calculated at the lower end of the corrugations according to [3.4], shall not be taken greater than: W G Q = net section modulus, in cm 3, of one half pitch corrugation, to be calculated in way of the upper end of shedder or gusset plates, as applicable, according to [3.4] = shear force, in kn, at the lower end of a corrugation, shall be taken as: h G = height, in m, of shedders or gusset plates, as applicable as shown in Figure 6 to Figure 8 P R W M τ = resultant pressure, in kn/m 2, to be calculated in way of the middle of the shedders or gusset plates, as applicable, according to [2.2.8] = net section modulus, in cm 3, of one half pitch corrugation, to be calculated at the mid-span of corrugations according to [3.4] without being taken greater than 1.15 W LE = shear stress, in N/mm 2, in the corrugation shall be taken as: Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 68

69 A shr = net shear area, in cm 2, of one half pitch corrugation. The calculated net shear area shall consider possible reduced shear efficiency due to non-straight angles between the corrugation webs and flanges. In general, the reduced shear area may be obtained by multiplying the web sectional area by sin φ φ = angle between the web and the flange, see Pt.3 Ch.3 Sec.6 Figure 9. The net section modulus of the corrugations in the upper part of the bulkhead, as defined in Figure 5, shall not be taken less than 75% of that of the middle part complying with this requirement, corrected for different minimum yield stresses Shear buckling check of the bulkhead corrugation webs The shear stress τ, calculated according to [3.3.1], shall comply with the following formula: τ τ C Part 5 Chapter 1 Section 4 where: τ C = critical shear buckling stress, in N/mm 2, shall be taken as: for for τ E = Euler shear buckling stress, in N/mm 2, shall be taken as: k t = coefficient, shall be taken equal to 6.34 t w = net thickness, in mm, of the corrugation webs c = width, in mm, of the corrugation webs as shown in Pt.3 Ch.3 Sec.6 Figure Net section modulus at the lower end of the corrugations Effective flange width The net section modulus at the lower end of the corrugations shall be calculated with the compression flange having an effective flange width b eff not larger than the following formula: Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 69

70 where: C E = coefficient shall be taken equal to: β = coefficient shall be taken equal to: for β > 1.25 for β 1.25 Part 5 Chapter 1 Section 4 a = width, in mm, of the corrugation flange as shown in Pt.3 Ch.3 Sec.6 Figure 9 t f = net flange thickness, in mm Webs not supported by local brackets Unless welded to a sloping stool top plate as defined in [3.4.5], if the corrugation webs are not supported by local brackets below the stool top plate (or below the inner bottom) in the lower part, the section modulus of the corrugations shall be calculated considering the corrugation webs 30% effective Effective shedder plates Provided that effective shedder plates are fitted as shown in Figure 6, when calculating the section modulus at the lower end of the corrugations (sections 1 in Figure 6), the net area, in cm 2, of flange plates may be increased by I SH shall be taken as: without being taken greater than 2.5 a t f 10-3 where: a = width, in mm, of the corrugation flange as shown in Pt.3 Ch.3 Sec.6 Figure 9 t SH = net shedder plate thickness, in mm t f = net flange thickness, in mm. Effective shedder plates are those which: are not knuckled are welded to the corrugations and the lower stool top plate according to Pt.3 Ch.13 Sec.1 [2.4.5] are fitted with a minimum slope of 45, their lower edge being in line with the lower stool side plating have thickness not less than 75% of that required for the corrugation flanges Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 70

71 have material properties not less than those required for the flanges. Figure 6 Symmetrical and unsymmetrical shedder plates Part 5 Chapter 1 Section 4 Figure 7 Symmetrical and unsymmetrical gusset/shedder plates Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 71

72 Figure 8 Asymmetrical gusset/shedder plates Part 5 Chapter 1 Section Effective gusset plates Provided that effective gusset plates are fitted, when calculating the section modulus at the lower end of the corrugations (sections 1 in Figure 7 and Figure 8), the net area, in cm 2, of flange plates may be increased by the factor I G shall be taken as: where: h G = height, in m, of gusset plates as shown in Figure 7 and Figure 8 but shall not be taken greater than: S GU t f = width, in m, of gusset plates = net flange thickness, in mm Effective gusset plates are those which: are in combination with shedder plates having thickness, material properties and welded connections as requested for shedder plates in [3.4.3] have a height not less than half of the flange width are fitted in line with the lower stool side plating are welded to the lower stool top plate, corrugations and shedder plates according to Pt.3 Ch.13 Sec.1 [2.4.5] have thickness and material properties not less than those required for the flanges Corrugation web efficiency in way of sloping stool top plate Where the corrugation webs are welded to a sloping stool top plate which has an angle not less than 45º with the horizontal plane, the section modulus at the lower end of the corrugations may be calculated considering Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 72

73 the corrugation webs fully effective. For angles less than 45º, the effectiveness of the web may be obtained by linear interpolation between 30% efficient for 0º and 100% efficient for 45º. Where effective gusset plates are fitted, when calculating the net section modulus of corrugations, the net area of flange plates may be increased as specified in [3.4.4] above. No credit will be given to shedder plates only. 3.5 Supporting structure in way of corrugated bulkheads Lower stool a) The net thickness of the stool top plate shall not be less than that required for the attached corrugated bulkhead and shall be of at least the same material yield strength as the attached corrugation. The extension of the top plate beyond the corrugation shall not be less than the as-built flange thickness of the corrugation. b) The net thickness of the stool side plate, within the region of the corrugation depth from the stool top plate, shall not be less than the corrugated bulkhead flange net required thickness at the lower end and shall be of at least the same material yield strength. The net thickness may be reduced to 90% of corrugation flange thickness if continuity is provided between the corrugation web and supporting brackets inside the stool as defined in c). c) Continuity between corrugation web and lower stool supporting brackets shall be maintained inside the stool. Alternatively, lower stool supporting brackets inside the stool shall be aligned with every knuckle point of corrugation web. d) The net thickness of supporting bracket shall not be less than 80% of the required net thickness of the corrugation webs and shall be of at least the same material yield strength. e) The net thickness of supporting floors shall not be less than the net required thickness of the stool side plating (excluding the application of Grab requirements as defined in Pt.6 Ch.1 Sec.1) connected to the inner bottom and shall be of at least the same material yield strength. If material of different yield strength is used, the required thickness shall be adjusted by the ratio of the two material factors k. f) Where a lower stool is fitted, particular attention shall be given to the through-thickness properties, and arrangements for continuity of strength, at the connection of the bulkhead stool to the inner bottom. For requirements for plates with specified through-thickness properties, see Pt.3 Ch.3 Sec.1 [2.5]. Part 5 Chapter 1 Section Upper stool a) The net thickness of the stool bottom plate shall not be less than that required for the attached corrugated bulkhead and shall be of at least the same material yield strength as the attached corrugation. The extension of the top plate beyond the corrugation shall not be less than the as-built flange thickness of the corrugation. b) The net thickness of the lower portion of stool side plating shall not be less than 80% of the upper part of the bulkhead plating as required by [3.2], where the same material is used. If material of different yield strength is used, the required thickness shall be adjusted by the ratio of the two material factors k Local supporting structure in way of corrugated bulkheads without a lower stool a) The net thickness of the supporting floors and pipe tunnel beams in way of a corrugated bulkhead shall not be less than the required net required thickness of the corrugation flanges and shall be of at least the same material yield strength. The inner bottom and hopper tank in way of the corrugation shall be of at least the same material yield strength as the attached corrugation, and Z grade steel as defined in Pt.3 Ch.3 Sec.1 [2.5] shall be used unless through thickness properties are documented. b) Brackets/carlings arranged in line with the corrugation web shall have a depth of not less than 0.5 times the corrugation depth and a net thickness not less than 80% of the net thickness of the corrugation webs and shall be of at least the same material yield strength. Where support is provided by gussets with shedder plates instead of brackets/carlings, the height of the gusset plate, see h G in Figure 6, shall be at least equal to the corrugation depth. The gusset plates shall be fitted in line with and between the corrugation flanges. The net thickness of the gusset and shedder plates shall not be less than 100% Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 73

74 and 80%, respectively, of the net thickness of the corrugation flange and shall be of at least the same material yield strength. c) The plating of supporting floors shall be connected to the inner bottom by either full penetration or partial penetration weld. 3.6 Upper and lower stool subject to lateral flooded pressure Yielding check of plating The net thickness, t in mm, of upper and lower stool plating shall not be taken less than required in Pt.3 Ch.6 Sec.4 [1.1], applying acceptance criteria AC-III and pressure P bf-s, in kn/m 2, according to [2.2.6] Yielding check of stiffeners The minimum net web thickness, in mm, and the minimum net section modulus, in cm 3, shall not be taken less than required in Pt.3 Ch.6 Sec.5 [1.1], applying acceptance criteria AC-III and pressure P bf-s, in kn/m 2, according to [2.2.6]. 3.7 Corrosion addition General The total corrosion addition, in mm, shall comply with the requirements given in Pt.3 Ch.3 Sec.3, but not taken less than the minimum corrosion addition given in [3.7.2]. Part 5 Chapter 1 Section Minimum corrosion addition The minimum total corrosion addition, in mm, for both sides of the structural member shall be taken as: 4 Allowable hold loading in flooded conditions 4.1 Evaluation of double bottom capacity and allowable hold loading Shear capacity of the double bottom The shear capacity of the double bottom shall be calculated as the sum of the shear strength at each end of: floors connected to hopper tanks, less one half of the shear strength of the two floors adjacent to each stool, or transverse bulkhead if no stool is fitted as shown in Figure 9. The shear strength of floors shall be calculated according to [4.1.2] double bottom girders connected to stools, or transverse bulkheads if no stool is fitted. The shear strength of girders shall be calculated according to [4.1.3]. The floors and girders to be considered when calculating the shear capacity of the double bottom are those inside the hold boundaries formed by the hopper tanks and stools or transverse bulkheads if no stool is fitted. Where both ends of girders or floors are not directly connected to the hold boundaries, their strength shall be evaluated for the connected end only. The hopper tank side girders and the floors directly below the connection of the stools or transverse bulkheads if no stool is fitted to the inner bottom may not be included. For special double bottom designs, the shear capacity of the double bottom shall be calculated by means of direct calculations carried out in accordance with requirements specified in Pt.3 Ch.7, as applicable. Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 74

75 4.1.2 Floor shear strength The floor shear strength, in kn, shall be taken as given in the following formulae: in way of the floor panel adjacent to the hopper tank: in way of the openings in the outermost bay (i.e., that bay which is closer to the hopper tank): where: A f A f,h τ A = net sectional area, in mm 2, of the floor panel adjacent to the hopper tank = net sectional area, in mm 2, of the floor panels in way of the openings in the outermost bay (i.e. the bay which is closer to the hopper tank) = allowable shear stress, in N/mm 2, shall be taken as the lesser of: Part 5 Chapter 1 Section 4 and for floors adjacent to the stools or transverse bulkheads, τ A is taken as: t s = floor web net thickness, in mm = spacing, in m, of stiffening members of the panel considered η 1 = coefficient shall be taken equal to 1.1 η 2 = coefficient shall be taken equal to 1.2. It may be reduced to 1.1 where appropriate reinforcements are fitted in way of the openings in the outermost bay, to be examined by the Society on a case-bycase basis Longitudinal girder shear strength The longitudinal girder shear strength, in kn, shall be taken as given in the following formulae: in way of the longitudinal girder panel adjacent to the stool or transverse bulkhead, if no stool is fitted: Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 75

76 in way of the largest opening in the outermost bay (i.e. that bay which is closer to the stool) or transverse bulk-head, if no stool is fitted: A g = net sectional area, in mm 2, of the longitudinal girder panel adjacent to the stool (or transverse bulkhead, if no stool is fitted) A g,h = net sectional area, in mm 2, of the longitudinal girder panel in way of the largest opening in the outermost bay (i.e. that bay which is closer to the stool) or transverse bulkhead, if no stool is fitted τ A = allowable shear stress, in N/mm 2, as defined in [4.1.2] where t N is the girder web net thickness η 1 = coefficient shall be taken equal to 1.1 η 2 = coefficient shall be taken equal to It may be reduced to 1.1 where appropriate reinforcements are fitted in way of the largest opening in the outermost bay, to be examined by the Society on a case-by-case basis Allowable hold loading The maximum mass of cargo in any cargo hold as given in the loading manual shall be less than the allowable hold loading, in t, shall be taken as: Part 5 Chapter 1 Section 4 where: ρ C = density of the dry bulk cargo, in t/m 3, as defined in [2.2.5] V = volume, in m 3, occupied by the cargo up to the level h B = coefficient shall be taken as: F F = 1.1 in general F = 1.05 for steel mill products h B = level of cargo, in m, shall be taken as: P = pressure, in kn/m 2, shall be taken as: for dry bulk cargoes, the lesser of: Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 76

77 D 1 h F for steel mill products: = distance, in m, from the baseline to the freeboard deck at side amidships = inner bottom flooded height, in m, measured vertically with the ship in the upright position, from the inner bottom to the flooded level z F z F = flooded level, in m, as defined in [2.3.2] perm = permeability of cargo, which need not be taken greater than 0.3 Z = pressure, in kn/m 2, shall be taken as the lesser of: Part 5 Chapter 1 Section 4 C H A DB,H = shear capacity of the double bottom, in kn, to be calculated according to [4.1.1], considering, for each floor, the lesser of the shear strengths S f1 and S f2 as defined in [4.1.2] and, for each girder, the lesser of the shear strengths S g1 and S g2 as defined in [4.1.3] = area, in m 2, taken as: C E A DB,E = shear capacity of the double bottom, in kn, to be calculated according to [4.1.1], considering, for each floor, the shear strength S f1 as defined in [4.1.2] and, for each girder, the lesser of the shear strengths S g1 and S g2 as defined in [4.1.3] = area, in m 2, taken as: n S i B DB,i = number of floors between stools or transverse bulkheads, if no stool is fitted = space of i-th floor, in m = length, in m, shall be taken equal to: B DB,i = B DB - s for floors for which S f1 < S f2 Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 77

78 B DB,i = B DB,h for floors for which S f1 S f2 B DB = breadth, in m, of double bottom between the hopper tanks as shown in Figure 10 B DB,h = distance, in m, between the two openings considered as shown in Figure 10 s = spacing, in m, of inner bottom longitudinal ordinary stiffeners adjacent to the hopper tanks. Part 5 Chapter 1 Section 4 Figure 9 Double bottom structure Figure 10 Dimensions B DB and B DB,h 5 Vertical hull girder bending and shear strength in flooded conditions 5.1 Vertical hull girder bending strength General The vertical hull girder bending strength requirements given in Pt.3 Ch.5 Sec.2 [1] shall be complied with using detailed requirements given in the following sub-sections. Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 78

79 5.1.2 Section modulus The gross section modulus related to deck or bottom, along the full length of the hull girder, from A.E. to F.E., in m 3, in flooded conditions shall comply with the following formula: where: σ perm = permissible hull girder bending stress, in kn/m 2, shall be taken in accordance with Pt.3 Ch.5 Sec.2 [1.4] Extent of high tensile steel The requirements given in Pt.3 Ch.5 Sec.2 [1.6] shall be complied with, applying the following hull girder bending stress, in N/mm 2, at equivalent deck line or at baseline respectively: Part 5 Chapter 1 Section Vertical hull girder shear strength of bulk carriers Design criteria in flooded conditions The positive and negative permissible vertical still water shear force, in kn, in flooded conditions shall comply with the following criteria: where: Q R = total vertical hull girder shear capacity, in kn, as defined in Pt.3 Ch.5 Sec.2 [2.1]. The shear force Q wv used above shall be taken with the same sign as the considered shear force Q sw-f. The vertical still water shear forces, in kn, for all loading conditions in flooded conditions, shall comply with the following criteria: where: ΔQ mdf = shear force correction, in kn, as defined in Sec.5 [5.2.4], in flooded conditions. The shear force Q sw-f used above shall be taken with the same sign as the considered shear force Q sw-lcd-f. Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 79

80 5.3 Vertical hull girder shear strength of ore carriers Design criteria in flooded conditions The positive and negative permissible vertical still water shear force, in kn, in flooded conditions shall comply with the following criteria: where: Q R-f = total vertical hull girder shear capacity, in kn, as defined in Sec.7 [5.1.2] applying the same permissible hull girder shear stress as for seagoing operation, with hear force correction in accordance with Sec.7 [5.1.3]. The maximum resulting force on the double bottom as defined in Sec.7 [5.1.4] shall consider the most severe flooded scenario. The shear force Q wv used above shall be taken with the same sign as the considered shear force Q sw-f. Part 5 Chapter 1 Section 4 The vertical still water shear forces, in kn, for all loading conditions in flooded conditions, shall comply with the following criteria: The shear force Q sw-f used above shall be taken with the same sign as the considered shear force Q sw-lcd-f. 5.4 Hull girder ultimate strength check General In addition to the hull girder ultimate strength check requirements given in Pt.3 Ch.5 Sec.4 for intact conditions, the same hull girder ultimate strength requirement applies to flooded conditions using hull girder ultimate bending loads in accordance with [5.4.2] Hull girder ultimate bending loads The vertical hull girder bending moment in hogging and sagging conditions, in knm, to be considered in the ultimate strength check shall be taken as: where: γ S γ W = partial safety factor for the still water bending moment, shall be taken in accordance with Pt.3 Ch.5 Sec.4 [2.2.1] = partial safety factor for the vertical wave bending moment, shall be taken in accordance with Pt.3 Ch.5 Sec.4 [2.2.1]. Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 80

81 SECTION 5 GENERAL DRY CARGO SHIPS AND MULTI-PURPOSE DRY CARGO SHIPS Symbols For symbols not defined in this section, refer to Pt.3 Ch.1 Sec.4 [2]. a Y a Z B tweendk B Top f har-m f har-q l p M H M IB M Deck M tweendk M sw M sw-p M wv P dl-s P C T B Q sw = transverse acceleration, in m/s 2, at the centre of gravity of the block load, for the considered load case, to be obtained according to Pt.3 Ch.4 Sec.3 [3.2.2] = vertical acceleration, in m/s 2, at the centre of gravity of the block load, for the considered load case, to be obtained according to Pt.3 Ch.4 Sec.3 [3.2.3] = breadth of the cargo hold, in m, measured in way of the tweendeck hatch covers = breadth of the cargo hold, in m, measured in way of the weather deck hatch covers = wave correction factor for permissible vertical still water bending moment for harbour/ sheltered water operation, shall be taken as: f har-m = 0.9 in general f har-m = 0.5 for ships with HC notation = wave correction factor for permissible vertical still water shear force for harbour/sheltered water operation, shall be taken as: f har-q = 0.1 in general f har-q = 0.5 for ships with HC notation = distance between the tween deck hatch cover pockets, in m, in longitudinal direction measured at mid-length between the pockets = cargo mass, in t, as defined in Sec.2 = maximum block cargo mass, in t, on inner bottom in way of a cargo hold according to the design load plan = maximum block cargo mass, in t, on weather deck hatch covers in way of a cargo hold according to the design load plan = maximum block cargo mass, in t, on tween deck hatch covers in way of a cargo hold according to the design load plan = permissible vertical still water bending moment for seagoing operation, in knm, for hogging and sagging respectively at the hull transverse section being considered, as defined in Pt.3 Ch.4 Sec.4 [2.2.2] = permissible vertical still water bending moment for harbour/sheltered water operation, in knm, for hogging and sagging respectively at the hull transverse section being considered, as defined in Pt.3 Ch.4 Sec.4 [2.2.3] = vertical wave bending moment for seagoing operation, in knm, for hogging and sagging respectively at the hull transverse section being considered, as defined in Pt.3 Ch.4 Sec.4 [3.1] = static pressure, in kn/m 2, due to distributed load on exposed decks as defined in Pt.3 Ch.4 Sec.5 [2.3.1], and static pressure, in kn/m 2, due to distributed load on inner bottom and tween decks as defined in Pt.3 Ch.4 Sec.6 [2.2.1] = static uniform cargo load, in kn/m 2, due to cargo loads on weather deck hatch covers, as defined in Pt.3 Ch.12 Sec.4 [2.3.1] = deepest ballast draught, in m, at mid-hold position of all ballast conditions, including ballast water exchange operation, in the loading manual = positive and negative permissible vertical still water shear force for seagoing operation, in kn, at the hull transverse section being considered, as defined in Pt.3 Ch.4 Sec.4 [2.4.2] Part 5 Chapter 1 Section 5 Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 81

82 Q sw-p = positive and negative permissible vertical still water shear force for harbour/sheltered water operation, in kn, at the hull transverse section being considered, as defined in Pt.3 Ch.4 Sec.4 [2.4.3] Q sw-lcd = vertical still water shear force for the considered loading condition for seagoing operation, in kn, at the hull transverse section considered Q sw-lcd-p = vertical still water shear force for the considered loading condition for harbour/sheltered water operation, in kn, at the hull transverse section considered Q wv = positive and negative vertical wave shear force in seagoing condition, in kn, at the hull transverse section being considered, as defined in Pt.3 Ch.4 Sec.4 [3.2] ρ c = density of bulk cargo, in t/m 3. 1 Introduction 1.1 Introduction These rules apply to ships intended for carriage of various unitized and dry bulk cargo. 1.2 Scope This section describes requirements for arrangement and hull strength, including: [2]: General arrangement design [3]: Structural design principles [4]: Loads [5]: Hull girder strength [6]: Hull local scantling [7]: Finite element analysis [8]: Buckling [9]: Fatigue. Part 5 Chapter 1 Section Application The rules given in this section apply to ships arranged for general cargo handling and intended for carriage of general unitized cargoes and dry cargoes in bulk These rules shall be applied to dry cargo ships occasionally intended for the carriage of dry cargoes in bulk and shall be assigned one of the ship type notations General dry cargo ship or Multi-purpose dry cargo ship. 2 General arrangement design 2.1 General The requirements given in [2.2] and [2.3] apply to ships occasionally intended for the carriage of dry cargoes in bulk. 2.2 Freeboard The ships shall have a freeboard of type B without reduced freeboard. Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 82

83 2.3 Double side skin construction Ships having a freeboard length L LL of not less than 100 m shall have a double side skin construction. 2.4 Double side width The requirements given in the following paragraphs apply to ships of double skin construction occasionally intended for the carriage of dry cargoes in bulk with freeboard length L LL of not less than 150 m. The minimum double side width shall not be less than 1 m measured perpendicular to the side shell. The minimum clearance between the inner surfaces of the stiffeners inside the double side shall not be less than: 600 mm when the inner and/or the outer hulls are transversely stiffened 800 mm when the inner and the outer hulls are longitudinally stiffened. Outside the parallel part of the cargo hold, the clearance may be reduced but shall not be less than 600 mm. The minimum clearance is defined as the shortest distance measured between assumed lines connecting the inner surfaces of the stiffeners on the inner and outer hulls. 3 Structural design principles Part 5 Chapter 1 Section Corrosion protection of void double side skin spaces For ships occasionally intended for the carriage of dry cargoes in bulk with a freeboard length L LL of not less than 150 m, the void double side skin spaces in the cargo area shall have an efficient corrosion prevention system in accordance with SOLAS Chapter II-1, Part A-1 and IMO Resolution MSC.215(82): Performance Standard for Protective Coatings (PSPC) for Dedicated Seawater Ballast Tanks in All Types of Ships and Double-Side Skin Spaces of Bulk Carriers. 3.2 Structural arrangement General The requirements given in Sec.2 [2] shall be complied with, where applicable. The requirement given in [3.2.2] applies to ships occasionally intended for the carriage of dry cargoes in bulk with a freeboard length L LL of not less than 150 m. The requirement given in [3.2.3] applies to ships with freeboard length L LL of not less than 150 m and carrying solid bulk cargoes having a density 1.0 t/m 3 and above Double side structure Primary stiffening structures of the double-side skin shall not be placed inside the cargo hold space. The double-side skin spaces, with the exception of top-side wing tanks, if fitted, shall not be used for the carriage of cargo Protection against wire rope Wire rope grooving in way of cargo holds openings shall be prevented by fitting suitable protection such as half-round bar on the hatch side girders (i.e. upper portion of top side tank plates) and hatch end beams in cargo hold and upper portion of hatch coamings. Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 83

84 4 Loads 4.1 Standard design loading conditions General The standard design loading conditions given in the following sub-sections shall be considered in addition to the standard loading conditions given in Pt.3 Ch.4 Sec.8 [1] Dry bulk cargo loading condition For ships occasionally intended for the carriage of dry cargoes in bulk, homogeneous cargo loaded condition shall be included in the loading manual where the cargo density corresponds to all cargo holds, including hatchways, being 100% full at scantling draught Alternate dry bulk cargo loading condition If the ship shall be strengthened for alternate dry bulk cargo loading, alternate loading condition shall be included in the loading manual with maximum cargo density at scantling draught Container loading condition For ships with container transporting capabilities on deck and/or in holds, homogeneous container loading condition shall be included in the loading manual at scantling draught. Part 5 Chapter 1 Section Block loading condition If the ship shall be strengthened for block loading, block loading conditions shall be included in the loading manual. A block loading plan shall be submitted, specifying, where applicable, extent and magnitude of maximum block cargo hold mass on inner bottom, M IB, maximum block cargo mass on weather deck hatch covers, M Deck, and maximum block cargo mass on tween deck hatch covers, M tweendk, including static pressure due to distributed loads. Guidance note: The following will be included in the appendix to the classification certificate, where applicable: extent and magnitude of maximum block cargo mass, in t, on inner bottom, weather deck hatch covers and tween deck hatch covers static distributed loads, in t/m 2, on inner bottom, weather deck hatch covers and tween deck hatch covers. ---e-n-d---of---g-u-i-d-a-n-c-e---n-o-t-e Heavy lifting operations in harbour/sheltered water If the ship is to be equipped with cranes intended for heavy lifting operations in harbour/sheltered water, heavy lifting loading conditions shall be included in the loading manual. The loading conditions shall represent crane operations giving the most unfavourable longitudinal strength results of vertical bending moments, vertical shear forces and torsional moments. 4.2 Loading conditions for primary supporting members General The loading conditions for direct strength analysis of primary supporting members shall envelope all loading conditions included in the loading manual, as required in Pt.3 Ch.4 Sec.8 [2] and [4.1]. Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 84

85 4.2.2 Dry cargoes in bulk For ships occasionally intended for the carriage of dry cargoes in bulk, design load combinations with dry bulk cargo loads shall be considered. Guidance note: Ships with L 150 m and minimum five cargo holds will be assigned a HC notation with standard FE design load combinations given in Pt.6 Ch.1 Sec.4 [4.2.8] for ballast loading conditions and dry bulk cargo loading conditions. For ships not assigned any HC notation, the standard FE design load combinations given in Pt.6 Ch.1 Sec.4 [4.2.8] for HC(M) ships may be used as guidance for ballast loading conditions and dry bulk cargo loading conditions. ---e-n-d---of---g-u-i-d-a-n-c-e---n-o-t-e Containers on deck and/or in holds For ships intended for the carriage of containers in deck and/or in holds, the primary supporting members shall be strengthened with respect to container loading. For ships having a length L of not less than 150 m, with container transporting capabilities on deck and/or in holds, a homogeneous container load combination at scantling draught and with permissible still water hogging bending moment in seagoing condition will be required on a case-by-case basis. Guidance note: FE design load combination LC1 for Container ships given in Ch.2 Sec.6 Table 1 may be used as guidance for the dynamic load cases. Part 5 Chapter 1 Section 5 ---e-n-d---of---g-u-i-d-a-n-c-e---n-o-t-e Required loading pattern for ships having a long centre cargo hold For ships having a long centre cargo hold, and typically equipped with a short hold in fore area and/or aft area, maximum deflection of ship s double-side and strengthening with respect to block loading needs to be specially considered. Such ships may also be geared with cranes located in way of the ship s double-side intended for heavy lifting operations with significant crane reactions that need to be assessed. The following seagoing loading patterns are in general to be considered, see also Table 1: a) cargo hold carrying M IB with P dl-s distributed at mid-length position, with no deck load, with all water ballast and fuel oil tanks in way of the cargo hold being empty, at scantling draught T SC b) cargo hold carrying M IB with P dl-s distributed at aft-length and fore-length position, with no deck load, with all water ballast and fuel oil tanks in way of the cargo hold being empty, at scantling draught T SC c) deck carrying 0.8M Deck with P C distributed at mid-length position, with cargo hold carrying M IB - 0.8M Deck with tank top pressures distributed with the same longitudinal extent as on deck, with all water ballast and fuel oil tanks in way of the cargo hold being empty, at scantling draught T SC d) deck carrying 0.8M Deck with P C distributed at aft-length and fore-length position, with cargo hold carrying M IB - 0.8M Deck with tank top pressures distributed with the same longitudinal extent as on deck, with all water ballast and fuel oil tanks in way of the cargo hold being empty, at scantling draught T SC e) cargo hold carrying M H, with no deck load, with all water ballast and fuel oil tanks in way of the cargo hold being empty, at scantling draught T SC f) cargo hold carrying 0.5M IB with tank top pressures applied to the whole inner bottom, with tween deck at highest position carrying M tweendk with P dl-s distributed at mid-length position, with all water ballast and fuel oil tanks in way of the cargo hold being empty, at scantling draught T SC g) cargo hold taken empty, with no deck load, with all water ballast and fuel oil tanks way of the cargo hold being 100% full, at the deepest ballast draught T B. The following additional harbour loading patterns shall be considered, see also Table 1: h) cargo hold carrying M IB with P dl-s distributed at mid-length position, with no deck load, with all water ballast and fuel oil tanks in way of the cargo hold being empty, at scantling draught T SC i) cargo hold carrying M IB with P dl-s distributed at aft-length and fore-length position, with no deck load, with all water ballast and fuel oil tanks in way of the cargo hold being empty, at scantling draught T SC. Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 85

86 If the ship is geared with cranes located in way of the ship s double-side and intended for heavy lifting operations with SWL not less than 150 t per crane, the following additional loading patterns applies, see also Table 1: j) cranes carrying SWL at maximum outboard outreach, with cargo hold being empty, with all anti heeling tanks at one side being 100% full, at 75% of scantling draught k) cranes carrying SWL at maximum inboard outreach, with cargo hold being empty, with all double bottom water ballast tanks in way of the cargo hold being 100% full, at 75% of scantling draught l) cranes carrying SWL at maximum outboard outreach, with cargo hold carrying 0.8M IB with P dl-s distributed at aft-length and fore-length position, with all anti heeling tanks at one side being 100% full, at scantling draught T SC m) cranes carrying SWL at maximum inboard outreach, with cargo hold carrying 0.8M IB with P dl-s distributed at aft-length and fore-length position, with all water ballast and fuel oil tanks in way of the cargo hold being empty, at scantling draught T SC n) cranes carrying SWL at maximum outboard outreach, with cargo hold carrying 0.8M IB with P dl-s distributed at mid-length position, with all anti heeling tanks at one side being 100% full, at scantling draught T SC o) cranes carrying SWL at maximum inboard outreach, with cargo hold carrying 0.8M IB with P dl-s distributed at mid-length position, with all water ballast and fuel oil tanks in way of the cargo hold being empty, at scantling draught T SC. Part 5 Chapter 1 Section Standard FE design load combinations for cargo hold analysis of a long centre cargo hold In Table 1 standard design load combinations for cargo hold FE analysis of a long centre cargo hold are shown. Guidance note: Further explanations of the columns in Table 1 are given in the Society's document DNVGL CG 0127 Sec.3 [4.4]. ---e-n-d---of---g-u-i-d-a-n-c-e---n-o-t-e--- The design load combinations in Table 1 are representing block loading patterns, homogenous bulk loading pattern, crane loading patterns, and ballast loading pattern given in the loading manual in accordance with [4.2.4]. If the ship has a length L of not less than 150 m, with container transporting capabilities on deck and/or in holds, additional design load combination in accordance with [4.2.3] may be required on a case-bycase basis. If the loading manual is representing more decisive loading patterns than what is covered in [4.2.4] additional design load combinations will be required on a case-by-case basis. In Table 1 only loading patterns in way of the long centre cargo hold are shown. If the ship is equipped with a short hold in fore area and/or aft area adjacent to the long centre cargo hold that will be included in the FE model, the following applies in general: a) For loading patterns representing homogeneous loading conditions(e.g. homogeneous dry bulk cargo loading, ballast condition and container loading), the same loading patterns shall be applied the short hold in fore area and/or aft area as for the long centre cargo hold. b) For loading patterns representing block loading conditions, loading patterns shall be applied to the short hold in fore area and/or aft area giving the most unfavourable strength results of the double bottom in way of the long centre cargo hold. E.g. when the centre cargo hold has no block loading adjacent to the transverse bulkheads the adjacent holds shall have maximum loading, and when the centre cargo hold has block loading adjacent to the traverse bulkheads the adjacent holds shall be empty. c) For loading patterns representing crane lifting operations at partial draught with cranes outboard (with all cargo holds being empty and no deck load), all anti heeling tanks on one side shall be full. d) For loading patterns representing crane lifting operations at partial draught with cranes inboard (with all cargo holds being empty and no deck load), all double bottom ballast tanks in way of the short hold in fore area and/or aft area shall be full. e) For loading patterns representing crane lifting operations at scantling draught, loading patterns shall be applied to the short hold in fore area and/or aft area giving the most unfavourable strength results of the Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 86

87 double bottom in way of the long centre cargo hold, see b). The same water ballast tank fillings shall be applied in way of the short hold in fore area and/or aft area as for in way of the long centre cargo hold. Part 5 Chapter 1 Section 5 Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 87

88 Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 88 Table 1 Standard FE design load combinations for cargo hold analysis of dry cargo ships with a long centre hold No. Description Loading pattern Aft Mid Fore Weights and tank content Draught block loading mid [4.2.4] item a) block loading aft and fore [4.2.4] item b) heavy deck loads mid [4.2.4] item c) heavy deck loads aft and fore [4.2.4] item d) Seagoing conditions on deck: empty on inner bottom: M IB at mid-length with P dl-s all ballast and FO tanks empty on deck: empty on inner bottom: M IB at aft and fore with P dl-s all ballast and FO tanks empty on deck: 0.8M Deck at mid-length with P C on inner bottom: M IB -0.8M Deck with same extent as P C all ballast and FO tanks empty on deck: 0.8M Deck aft and fore with P C on inner bottom: M IB -0.8M Deck with same extent as P C all ballast and FO tanks empty % of perm. SWBM T SC 100% (sag.) T SC 100% (hog.) T SC 100% (sag.) T SC 100% (hog.) % of perm. SWSF 100% 1) Max SFLC 100% 2) Max SFLC Dynamic load case HSM-1 FSM-1 HSM-1 FSM-1 100% BSP-1P/ S 100% 1) Max SFLC 100% 2) Max SFLC HSM-2 FSM-2 HSM-2 FSM-2 100% BSP-1P/ S 100% 100% HSM-1 FSM-1 BSP-1P/ S BSR-1P/ S HSM-2 FSM-2 BSP-1P/ S BSR-1P/ S Part 5 Chapter 1 Section 5

89 Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 89 No. Description Loading pattern Aft Mid Fore Weights and tank content Draught homogenous dry bulk cargo loading [4.2.4] item e) heavy tween deck loading [4.2.4] item f) deepest ballast [4.2.4] item g) block loading mid [4.2.4] item h) block loading aft and fore [4.2.4] item i) on deck: empty in cargo hold: M H with ρ c =1.0 all ballast and FO tanks empty on tweendeck at highest position: M tweenkdk at mid-length with P dl-s in cargo hold: 0.5M IB applied to whole IB all ballast and FO tanks empty on deck: empty in cargo hold: empty Harbour conditions all ballast and FO tanks full on deck: empty on inner bottom: M IB at mid-length with P dl-s all ballast and FO tanks empty on deck: empty on inner bottom: M IB at aft and fore with P dl-s all ballast and FO tanks empty % of perm. SWBM T SC 75% (hog.) T SC 75% (hog.) T B 75% (hog.) T SC 100% (sag.) T SC 100% (hog.) % of perm. SWSF 100% 100% 100% Dynamic load case HSM-2 FSM-2 BSP-1P/ S HSM-2 FSM-2 BSP-1P/ S HSM-2 FSM-2 BSP-1P/ S 100% N/A 100% N/A Part 5 Chapter 1 Section 5

90 Rules for classification: Ships DNVGL-RU-SHIP-Pt5Ch1. Edition October 2015, amended January 2016 Page 90 No. Description Loading pattern Aft Mid Fore Weights and tank content Draught 10 3) 11 3) 12 3) 13 3) crane outboard on partial draught [4.2.4] item j) crane inboard on partial draught [4.2.4] item k) crane outboard with M sw-p-h [4.2.4] item l) crane inboard with M swp-h[4.2.4] item m) on deck: maximum crane moment and force on inner bottom: empty all anti heeling tanks at one side full, all other tanks empty on deck: maximum crane moment and force on inner bottom: empty all DB ballast tanks full, all other tanks empty on deck: maximum crane moment and force on inner bottom: 0.8M IB at aft and fore with P dl-s all anti heeling tanks at one side full, all other tanks empty on deck: maximum crane moment and force on inner bottom: 0.8M IB at aft and fore with P dl-s all ballast and FO tanks empty % of perm. SWBM 0.75T SC 100% (hog.) 0.75T SC 100% (hog.) T SC 100% (hog.) T SC 100% (hog.) % of perm. SWSF Dynamic load case 100% N/A 100% N/A 100% N/A 100% N/A Part 5 Chapter 1 Section 5