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RULES FOR

CLASSIFICATION OF

SHIPS
NEWBUILDINGS
HULL AND EQUIPMENT
MAIN CLASS

PART 3 CHAPTER 3

HULL EQUIPMENT AND APPENDAGES


JANUARY 2000

CONTENTS
Sec. 1
Sec. 2
Sec. 3
Sec. 4
Sec. 5
App. A

PAGE

General Requirements ................................................................................................................ 5


Sternframes, Rudders and Steering Gears ................................................................................. 6
Anchoring and Mooring Equipment ........................................................................................ 28
Masts and Rigging.................................................................................................................... 42
Seats for Additional Lifting, Towing or Mooring Equipment ................................................ 45
Additional Requirements for non duplicated Rudder Actuators ........................................ 48

DET NORSKE VERITAS


Veritasveien 1, N-1322 Hvik, Norway Tel.: +47 67 57 99 00 Fax: +47 67 57 99 11

CHANGES IN THE RULES


General
The present edition of the rules includes additions and amendments decided by the board as of December 1999, and supersedes the January 1996 edition of the same chapter (including
later amendments).
The rule changes come into force 1 July 2000.
This chapter is valid until superseded by a revised chapter.
Supplements will not be issued except for minor amendments
and an updated list of corrections presented in Pt.0 Ch.1 Sec.3.
Pt.0 Ch.1 is normally revised in January and July each year.
Revised chapters will be forwarded to all subscribers to the
rules. Buyers of reprints are advised to check the updated list
of rule chapters printed Pt.0 Ch.1 Sec.1 to ensure that the chapter is current.

In A204 "fibre ropes (W)" has been included in the list of items
requiring DNV Product Certificate (NV) for materials, ISO
10474: Type 3.1 C. Where the "(W)" indicates that a work's certificate (for materials, ISO 10474 Type 3.1 B) from an approved
manufacturer will normally be accepted.

Sec.5 Seats for Additional Lifting, Towing or Mooring


Equipment

In A102 it is now stated that the crane pedestal flanges and bolts
are only subject to approval when CRANE, DSV or Crane
Vessel is requested. The amendment is made to remove any
misunderstanding in regard to the material requirements and approval of pedestal flanges and bolts.
In A301 the material requirement for pedestal top flanges has
been removed.

Main changes

Sec.3 Anchoring and Mooring Equipment


In A102 an additional sentence has been added indicating that if
certification of materials is needed, voluntarily, then this will be
done in accordance with A204.

Corrections and Clarifications


In addition to the above stated rule amendments, some detected errors
have been corrected, and some clarifications have been made in the
existing rule wording.

Comments to the rules may be sent by e-mail to rules@dnv.com


For subscription orders or information about subscription terms, please use distribution@dnv.com
Comprehensive information about DNV and the Society's services is found at the Web site http://www.dnv.com
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Computer Typesetting (FM+SGML) by Det Norske Veritas
Printed in Norway by GCS AS.

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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 "Det Norske Veritas" shall mean the Foundation Det Norske Veritas as well as all its subsidiaries, directors, officers, employees, agents and any other acting on behalf of Det
Norske Veritas.

Rules for Ships, January 2000


Pt.3 Ch.3 Contents Page 3

CONTENTS
SEC. 1 GENERAL REQUIREMENTS .......................... 5
A. Classification..........................................................................5
A 100

Application........................................................................5

B. Definitions ..............................................................................5
B 100

J
J
J
J
J
J

600
700
800
900
1000
1100

Symbols.............................................................................5

C. Documentation ......................................................................5
C 100

General ..............................................................................5

SEC. 2 STERNFRAMES, RUDDERS AND STEERING


GEARS .................................................................. 6
A. General...................................................................................6
A 100
A 200
A 300

Introduction.......................................................................6
Definitions.........................................................................6
Documentation .................................................................7

B. Materials ................................................................................8
B
B
B
B
B

100
200
300
400
500

Plates and sections ............................................................8


Forgings and castings........................................................8
Bearing materials ..............................................................8
Material certificates...........................................................8
Heat treatment ...................................................................8

C. Arrangement and Details .....................................................8


C 100
C 200

Sternframes and rudders....................................................8


Steering gears....................................................................9

D. Design Loads and Stress Analysis........................................9


D 100
D 200
D 300

Rudder force and rudder torque, general .........................9


Rudders with stepped contours .......................................10
Stress analysis .................................................................11

E. Sternframes and Rudder Horns ........................................11


E
E
E
E

100
200
300
400

General ............................................................................11
Propeller posts.................................................................11
Sole pieces ......................................................................12
Rudder horns...................................................................12

F. Rudders................................................................................14
F
F
F
F
F
F

100
200
300
400
500
600

General arrangement and details.....................................14


Rudder plating.................................................................14
Rudder bending...............................................................14
Web plates.......................................................................15
Single plate rudders.........................................................15
Mounting of rudder .........................................................15

G. Rudder Stocks and Shafts ..................................................15

Control gear for steering motors .....................................25


Indications and alarms ...................................................25
Power supply and distribution ........................................25
Emergency power supply................................................26
Operating instructions.....................................................26
Additional requirements for oil carriers, chemical carriers
and liquefied gas carriers of 10 000 tons gross and
upwards ...........................................................................26

K. Testing ................................................................................. 26
K
K
K
K

100
200
300
400

Sternframes ..................................................................... 26
Rudders and rudder stock connections ........................... 27
Steering gears.................................................................. 27
Trials ...............................................................................27

SEC. 3 ANCHORING AND MOORING


EQUIPMENT .................................................... 28
A. General ................................................................................ 28
A 100
A 200
A 300

Introduction..................................................................... 28
Documentation................................................................28
Assumptions.................................................................... 28

B. Structural Arrangement for Anchoring Equipment ...... 28


B 100

General ...........................................................................28

C. Equipment Specification.................................................... 29
C 100
C 200

Equipment number.......................................................... 29
Equipment tables.............................................................30

D. Anchors ............................................................................... 31
D
D
D
D
D

100
200
300
400
500

D 600

General ............................................................................31
Materials .........................................................................31
Anchor shackle................................................................31
Testing............................................................................. 32
Additional requirements for H.H.P. (High Holding
Power) anchors..............................................................32
Identification ...................................................................32

E. Anchor Chain Cables ........................................................ 33


E
E
E
E
E
E
E
E

100
200
300
400
500
600
700
800

General ............................................................................33
Materials .........................................................................33
Heat treatment and material testing ...............................35
Breaking test ...................................................................35
Proof test .........................................................................35
Tolerances....................................................................... 35
Identification ...................................................................36
Repair of defects .............................................................36

General ............................................................................15
Rudder stock with couplings...........................................16
Rudder shaft ....................................................................18
Bearings and pintles .......................................................19

F. Windlass and Chain Stoppers .......................................... 38

H. Propeller Nozzles.................................................................20

G. Towlines and Mooring Lines ............................................ 39

G
G
G
G
H
H
H
H
H

100
200
300
400
100
200
300
400
500

General ............................................................................20
Plating .............................................................................20
Nozzle ring stiffness........................................................20
Welding...........................................................................20
Supports ..........................................................................21

I. Propeller Shaft Brackets ....................................................21


I
I
I
I
I
I

100
200
300
400
500
600

General ............................................................................21
Arrangement....................................................................21
Struts ...............................................................................21
Welding...........................................................................21
Material ...........................................................................21
Testing.............................................................................21

F 100
F 200
F 300
G
G
G
G
G

100
200
300
400
500

General design ................................................................38


Materials .........................................................................38
Testing............................................................................. 39
General ............................................................................39
Materials .........................................................................39
Testing of steel wire ropes .............................................. 39
Testing of natural fibre ropes..........................................40
Mooring Winches............................................................ 41

SEC. 4 MASTS AND RIGGING................................... 42


A. General ................................................................................ 42
A
A
A
A

100
200
300
400

Introduction..................................................................... 42
Assumptions.................................................................... 42
Definitions....................................................................... 42
Documentation................................................................42

J. Steering Gears .....................................................................21

B. Materials and Welding ...................................................... 42

J
J
J
J
J

B 100
B 200

100
200
300
400
500

Arrangement and performance........................................21


Power actuating system, general requirements ...............22
Piping systems, relief valve arrangements......................23
Rudder actuator...............................................................23
Steering gear control and monitoring systems, general
requirements....................................................................25

Materials .........................................................................42
Welding...........................................................................43

C. Arrangement and Support ................................................ 43


C 100
C 200

Masts and posts............................................................... 43


Standing rigging..............................................................43

DET NORSKE V ERITAS

Rules for Ships, January 2000


Pt.3 Ch.3 Contents Page 4

D. Design and Scantlings......................................................... 43


D 100
D 200
D 300
D 400
D 500
D 600

General ............................................................................43
Unstayed masts and posts with derricks .........................43
Stayed masts or posts with derricks with a lifting capacity
not exceeding 10 t ...........................................................43
Stayed masts of posts with derricks with a lifting capacity
of 10 t or more, but not exceeding 40 t ...........................43
Stayed masts without derricks.........................................44
Shrouds............................................................................44

SEC. 5 SEATS FOR ADDITIONAL LIFTING,


TOWING OR MOORING EQUIPMENT ...... 45
A. Crane Pedestals and Miscellaneous Lifting Posts............ 45
A
A
A
A
A
A

100
200
300
400
500
600

Introduction ....................................................................45
Documentation ................................................................45
Materials and welding .....................................................45
Arrangement....................................................................45
Design loads ....................................................................45
Allowable stresses...........................................................46

B. Seatings for Winches, Windlasses and other Pulling


Accessories........................................................................... 46
B
B
B
B
B

100
200
300
400
500

Introduction. ....................................................................46
Documentation ................................................................46
Design loads ....................................................................47
Calculation of stresses.....................................................47
Allowable stresses. Materials..........................................47

APP. A ADDITIONAL REQUIREMENTS FOR NON


DUPLICATED RUDDER ACTUATORS ...... 48
A. Introduction......................................................................... 48
A 100

Scope ...............................................................................48

B. Materials.............................................................................. 48
B 100

Special Requirements......................................................48

C. Design................................................................................... 48
C 100
C 200
C 300
C 400
C 500

Design pressure ...............................................................48


Analysis...........................................................................48
Dynamic loads for fatigue and fracture mechanics
analysis............................................................................48
Allowable stresses...........................................................48
Burst test .........................................................................48

D. Construction Details ........................................................... 48


D
D
D
D
D

100
200
300
400
500

General ............................................................................48
Welds ..............................................................................48
Oil seals...........................................................................48
Isolating valves ...............................................................48
Relief valves....................................................................49

E. Testing.................................................................................. 49
E 100
E 200

Non-destructive testing ...................................................49


Other testing ....................................................................49

DET NORSKE VERITAS

Rules for Ships, January 2000


Pt.3 Ch.3 Sec.1 Page 5

SECTION 1
GENERAL REQUIREMENTS
A. Classification
A 100 Application
101 The Rules in this chapter apply to steering arrangement
and anchoring, mooring and load handling equipment.
102 Necessary strengthening of the hull structure due to
loads imposed by the equipment and installations are given
where appropriate.

D
T

CB
V
1)

=
=
=
=
=

Rule depth in m 1)
Rule draught in m 1)
Rule displacement in t 1)
Rule block coefficient 1)
maximum service speed in knots on draught T

For details see Ch.1 Sec.1 B

C. Documentation
B. Definitions
B 100
101
L
B

Symbols

= Rule length in m 1)
= Rule breadth in m 1)

C 100 General
101 Plans and particulars to be submitted for approval or information are specified in the respective sections of this chapter.
102 For instrumentation and automation, including computer based control and monitoring, see Pt.4 Ch.9 Sec.1.

DET NORSKE V ERITAS

Rules for Ships, January 2000


Pt.3 Ch.3 Sec.2 Page 6

SECTION 2
STERNFRAMES, RUDDERS AND STEERING GEARS
A. General
A 100

Introduction

101 Requirements to side thrusters and other appliances intended for manoeuvring or positioning purposes are given in
Pt.4 Ch.5.
A 200

Definitions

201 Main steering gear means the machinery, rudder actuator(s), the steering gear power units, if any, and ancillary
equipment and the means of applying torque to the rudder
stock (e.g. tiller or quadrant) necessary for effecting movement
of the rudder for the purpose of steering the ship under normal
service conditions.
202 Auxiliary steering gear means the equipment other than
any part of the main steering gear necessary to steer the ship in
the event of failure of the main steering gear but not including
the tiller, quadrant or components serving the same purpose.
203 Steering gear control system means the equipment by
which orders are transmitted from the navigating bridge to the
steering gear power units. Steering gear control systems comprise transmitters, receivers, hydraulic control pumps and their
associated motors, motor controllers, piping and cables.
204 Rudder actuator means the component which converts
directly hydraulic pressure into mechanical action to move the
rudder.
205

Steering gear power unit means:

1) in the case of electric steering gear, an electric motor and


its associated electrical equipment;
2) in the case of electrohydraulic steering gear, an electric
motor and its associated electrical equipment and connected pump;
3) in the case of other hydraulic steering gear, a driving engine and connected pump.
206 Power actuating system means the hydraulic equipment
provided for supplying power to turn the rudder stock, comprising a steering gear power unit or units, together with the associated pipes and fittings, and a rudder actuator. The power
actuating systems may share common mechanical components, i.e. tiller quadrant and rudder stock, or components serving the same purpose.
207 Maximum ahead service speed is the maximum speed
corresponding to maximum nominal shaft RPM and corresponding engine MCR in service at sea on summer load waterline.
208 Maximum astern speed is the speed which it is estimated
the ship can attain at the designed maximum astern power at
the deepest seagoing draught.
209 Maximum working pressure means the maximum oil
pressure in the system when the steering gear is operated to
comply with J102.
210 For terms redundancy and independence see Pt.4 Ch.1
Sec.1.
211 Some terms used for rudder, rudder stock and supporting
structure are shown in Fig. 1.

DET NORSKE VERITAS

Rules for Ships, January 2000


Pt.3 Ch.3 Sec.2 Page 7

Fig. 1
Rudders

212

port reaction forces) on the actuator versus calculated rudder torque fully submerged and at trial conditions taking
into account the friction losses and any back pressure in
the return side.

Symbols:

f1 =
pm =
FR =
MTR =
A =
H =
A 300

The plans are to give full details of scantlings and arrangement


as well as data necessary for verifying scantling calculations
together with proposed rated torque. Set pressure for all relief
valves are to be specified. Material specifications and particulars about heat treatment are also required.

material factor, see B


maximum bearing surface pressure, see B
design rudder force, see D
design rudder torque, see D
total area in m2 of rudder blade
mean rudder height in m.
Documentation

301 Plans etc. as specified below are to be submitted for approval:


sternframe, horn and propeller brackets, outline of the propeller
rudder including details of bearings, shaft, pintles and rudder lock arrangement
rudder stock including details of couplings, bolts and keys
rudder carrier
sectional drawing of rudder actuator
dimension drawings for torque transmitting parts and parts
subject to internal hydraulic pressure
foundation bolts and chocks
rudder stoppers
piping (and function) diagram according to Pt.4 Ch.6
schematic diagrams for:
power supply arrangement
motor control systems (detailed requirements for the
diagrams are given in Pt.4 Ch.8 for electrical installations)
calculations according to K402 and K403 if sea trials are
planned to be carried out in a load condition not providing
fully submerged rudder. Such calculations are at least to
include evaluation of expected trial loads (torque and sup-

302 For important components of welded construction (e.g.


rudder, rudder stock, tiller), full details of the joints, welding
procedure, filler metal and heat treatment after welding are to
be specified on the plans.
303 Procedure for stress relieving of nodular cast iron and
cast steel parts, when dimensional stability is important (such
as tiller and rotor, see B502), is to be specified on the plans.
304 Plans of the following items are to be submitted for information:
general arrangement drawings of steering gear and steering gear compartment
installation instructions for steering gear (inclusive fitting
to rudder stock)
locking or brake arrangement
steering gear relief valve discharge characteristics (pressure-flow diagram)
total delivery capacity of steering gear hydraulic pumps
operation instructions (according to J1000).
305 Steering gear manufacturers who intend their product to
comply with the requirements of the IMO Guidelines for nonduplicated rudder actuators, see Appendix A, are to submit
documentation as specified in the guidelines when plans are
forwarded for approval.
306 For instrumentation and automation, including computer based control and monitoring, see Pt.4 Ch.9 Sec.1.

DET NORSKE V ERITAS

Rules for Ships, January 2000


Pt.3 Ch.3 Sec.2 Page 8

B. Materials
B 100 Plates and sections
101 Selection of material grades for plates and sections is to
be based on material thickness. NV-steel grades as given in Table B1 will normally be accepted.
Table B1 Plate material grades
Thickness in mm
Normal strength
structural steel
t 30
A
30 < t 40
B
40 < t 120
D

High strength structural steel


A
A
D

102 The material factor f1 included in the various formulae


for structures may be taken as:
f1 = 1,0 for NV-NS steel
f1 = 1,08 for NV-27 steel
f1 = 1,28 for NV-32 steel
f1 = 1,39 for NV-36 steel
f1 = 1,43 for NV-40 steel
B 200 Forgings and castings
201 Rudder stocks, pintles, coupling bolts, keys and cast
parts of rudders are to be made of rolled, forged or cast carbon
manganese steel in accordance with Pt.2.
For rudder stocks, pintles, keys and bolts the minimum yield
stress is not to be less than 200 N/mm2.
202 Nodular cast iron may be accepted in certain parts after
special considerations. Materials with minimum specified tensile strength lower than 400 N/mm2 or higher than 900 N/mm2
will normally not be accepted in rudder stocks, axle or pintles,
keys and bolts.
203 Ram cylinders, pressure housings of rotary vane type actuators, hydraulic power piping, valves, flanges and fittings,
and all steering gear components transmitting mechanical forces to the rudder stock (such as tillers, quadrants, or similar
components) are to be of steel or other approved ductile material, duly tested in accordance with the requirements of Pt.2. In
general, such material is to have an elongation of not less than
12 % nor a tensile strength in excess of 650 N/mm2.
Grey cast iron may be accepted for redundant parts with low
stress level, excluding cylinders, upon special consideration.
204 The material factor f1 for forgings (including rolled
round bars) and castings may be taken as:

f a
f 1 = ---------
235
f

= minimum upper yield stress in N/mm2, not to be taken


greater than 70% of the ultimate tensile strength. If not
specified on the drawings, f is taken as 50% of the ultimate tensile strength.
= 0,75 for f > 235
= 1,0 for f < 235

205 Before significant reductions in rudder stock diameter


due to the application of steels with yield stresses exceeding
235 N/mm2 are granted, the Society may require the evaluation
of the rudder stock deformations. Large deformations should
be avoided in order to avoid excessive edge pressures in way
of bearings. The slope of the stock should be related to the
bearing clearance, see G405.
B 300 Bearing materials
301 Bearing materials for bushings are to be stainless steel,
bronze, white metal, synthetic material or lignum vitae. Stain-

less steel or bronze bushings are to be used in an approved


combination with steel or bronze liners on the axle, pintle or
stock.
The difference in hardness of bushing and liners is not to be
less than 65 Brinell. 13% Chromium steel is to be avoided.
302 Synthetic bearing bushing materials are to be of an approved type. For this type of bushing, adequate supply of lubrication to the bearing for cooling/lubrication purposes is to be
provided.
303 The maximum surface pressure pm for the various bearing combinations is to be taken as given in Table B2.
Table B2 Bearing surface pressures
Bearing material
Lignum vitae
White metal, oil lubricated
Synthetic material with hardness between 60
and 70 Shore D
Steel 1) and bronze and hot-pressed bronzegraphite materials

pm (kN/m2)
2500
4500
5500 2)
7000

1)

Stainless and wear-resistant steel in an approved combination with


stock liner

2)

Surface pressure exceeding the specified limit may be accepted for rudder bearing applications in accordance with bearing manufacturer's
specification and when verified by tests and/or service experience.

Surface pressure exceeding the values in Table B2 may be accepted for rudder actuator bearings in accordance with bearing
manufacturer's specification and when verified by tests.
B 400 Material certificates
401 Det Norske Veritas Product Certificate (NV) will be
required for:

402

sternframe structural parts


rudder structural parts
rudder shaft or pintles
rudder stock
rudder carrier
tiller or rotor
crosshead
cylinders/rams
rotor housing
manifolds.
Works certificate (W) will be accepted for:
bolts and pins
stoppers
steering gear covers
steering gear pistons.

B 500 Heat treatment


501 Fabricated parts in the steering gear are to be fully annealed after welding.
502 Nodular cast iron and cast steel parts for transmission of
rudder torque by means of keyless conical or cylindrical connections are to be stress relieved.

C. Arrangement and Details


C 100 Sternframes and rudders
101 Relevant types of rudder arrangements are shown in Fig.
1. Other combinations of couplings and bearings may be applied.
102 Suitable arrangement to prevent the rudder from lifting
and accidental unshipping is to be provided. The arrangement

DET NORSKE VERITAS

Rules for Ships, January 2000


Pt.3 Ch.3 Sec.2 Page 9

is to effectively limit vertical movement of rudder in case of


extreme (accidental) vertical load on rudder.

TL
2 B 2
A = --------- 1 + 50C B ----
L
100

103 Effective means are to be provided for supporting the


weight of the rudder without excessive bearing pressure, e.g.
by a rudder carrier attached to the upper part of the rudder
stock. The hull structure in way of the rudder carrier is to be
suitably strengthened.

For ships which frequently manoeuvre in harbours, canals or other narrow waters, the rudder area determined by the formula
should be increased. For ships with a streamlined rudder post,
half of the lateral area of the post may be included in the rudder
area. For ships with a rudder horn, the whole area of the horn laying below a horizontal line from the top of the rudder may be included.
Rudders not working directly behind a propeller should have the
area as given above, increased by at least 30%.
Rudders with special profiles or special configurations (e.g. flaps
or nozzles) giving increased efficiency may have smaller total areas.
For ships with large freeboard and/or high continuous superstructures an increase of the rudder area ought to be considered.
Larger rudder area may result in excessive heeling angle when
using the rudder in extreme position at full speed ahead. This is
particularly relevant for passenger vessels, ferries, vehicle ro/ro
carriers and other vessels where the combination of speed,
draught, vertical centre of gravity and metacentric height may result in excessive heeling angle in case of smaller turning circles.
For estimating the result angle of heel, reference is made to Pt.5
Ch.2 Sec.2 K400.
In cases where the resulting angle of heel may exceed 10 degrees,
the Master should be provided with warning about this in the stability manual.

104 If the rudder trunk is open to the sea, a seal or stuffing


box is to be fitted above the deepest load waterline, to prevent
water from entering the steering gear compartment and the lubricant from being washed away from the rudder carrier.
An additional seal of approved type is required when the rudder carrier is below the summer load waterline.
105
Guidance note:
The after body should be so shaped as to ensure a proper flow of
water to the propeller, and so as to prevent uneven formation of
eddies as far as possible. The apex of the waterlines in front of
the propeller should have the least possible radius, together with
a relatively small angle . Plane or approximately plane parts
above the propeller tip should be avoided.
The strength of pressure impulses from propeller to hull will normally decrease with increasing clearances. However, even with
large clearances to the propeller, a hull may be exposed to strong
impulses if the propeller is subject to heavy cavitation.
For a moderately cavitating propeller, the following minimum
clearances are proposed (see Table C1 and Fig. 2):

(m )

---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---

107
Guidance note:
In order to minimise vibrations, the balancing and design of the
rudders should be carried out as follows:

Table C1 Minimum clearances


For single screw ships:
For twin screw ships:
a 0,2 R (m)
b (0,7 0,04 ZP) R (m)
c (0,6 0,02 ZP) R (m)
c (0,48 0,02 ZP) R (m)
e 0,07 R (m)

the balanced portion should not be greater than 23% of the


total area of the rudder
the length of the balanced part at any horizontal section
should nowhere be greater than 35% of the total length of
the rudder
the widest part of the rudder section should preferably be at
least 30% aft of the leading edge of the rudder section considered.

R = propeller radius in m
ZP = number of propeller blades.
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---

---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---

108 Over-balanced rudders are subject to special consideration with respect to type of steering gear and risk of an unexpected and uncontrolled sudden large movement of rudder
causing severe change of ship's pre-set course. See J106.
Guidance note:
A rudder shall be considered over-balanced, when balanced portion exceed 30% in any actual load condition. Special rudder
types, such as flap rudders, are subject to special consideration.
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---

C 200 Steering gears


201 For arrangement and details of steering gear see subsection J.

D. Design Loads and Stress Analysis


Fig. 2
Propeller clearances

106
Guidance note:
Rudders (one or more) working directly behind a propeller
should preferably have a total area not less than:

D 100 Rudder force and rudder torque, general


101 The rudder force upon which the rudder scantlings are to
be based is to be determined from the following formula:
FR = 0,044 k1 k2 k3 A V2 (kN)
A

= area of rudder blade in m2, including area of flap.


= vertical projected area of nozzle rudder

DET NORSKE V ERITAS

Rules for Ships, January 2000


Pt.3 Ch.3 Sec.2 Page 10

k1

= coefficient depending on rudder profile type (see Fig.


3):

Table D1 Rudder profile type - coefficient


Profile type
Ahead
NACA - Gttingen
1,1
Hollow profile 1)
1,35
Flatsided
1,1
Profile with fish tail
1,4
Rudder with flap
1,65
Nozzle rudder
1,9
1)

k2

lar rudders, may be considered as basis for rudder torque


estimation.

Astern
0,8
0,9
0,9
0,8
1,3
1,5

Profile where the width somewhere along the length is 75% or less of
the width of a flat side profile with same nose radius and a straight line
tangent to after end

= coefficient depending on rudder/nozzle arrangement


= 1,0 in general
= 0,8 for rudders which at no angle of helm work in the
propeller slip stream
= 1,15 for rudders behind a fixed propeller nozzle
2

k3
H
At
V

H
= ------ + 2 not to be taken greater than 4
At
= mean height in m of the rudder area. Mean height and
mean breadth B of rudder area to be calculated as
shown in Fig. 4
= total area of rudder blade in m2 including area of flap
and area of rudder post or rudder horn, if any, within
the height H.
= maximum service speed (knots) with the ship on summer load waterline. When the speed is less than 10
knots, V is to be replaced by the expression:

V + 20
V m in = ---------------3
For the astern condition the maximum astern speed is to be
used, however, in no case less than:
V astern = 0,5 V
The maximum service speed corresponds to the maximum
continuous rating (MCR) of the engine. In special ship types
(such as tugs) the maximum output of the propelling machinery may exceed MCR by more than 15%. In such cases V is to
be increased by the following percentage:
Table D2 Percentage increase in MCR vs V
Maximum engine output
15
20
25
above normal (%)
V increase (%)
3
5
7

30

35

40

11

12

102 The rule rudder torque is to be calculated for both the


ahead and astern condition according to the formula:
MTR = FR xe (kNm)
= minimum 0,1 FR B
FR
xe
B

=
=
=
=
=

as given in 101 for ahead and astern conditions


B ( - k) (m)
mean breadth of rudder area, see Fig. 4
0,33 for ahead condition
0,66 for astern condition
AF
= ------A

AF = area in m2 of the portion of the rudder blade area situated ahead of the center line of the rudder stock
A = rudder blade area as given in 101.
For special rudder designs (such as flap rudders) direct calculations of rudder torque, supported by measurements on simi-

Fig. 3
Rudder profiles

D 200

Rudders with stepped contours

201 The total rudder force FR is to be calculated according to


101, with height and area taken for the whole rudder.
202 The pressure distribution over the rudder area may be
determined by dividing the rudder into relevant rectangular or
trapezoidal areas, see e.g. Fig. 5. The rule rudder torque may
be determined by:
n

M TR =

(F

Ri x ei )

(kNm)

i=1

= minimum 0,1 FR xem


n
i

= number of parts
= integer
A
F Ri = -----i F
A R
x ei = Bi ( - ki)
n
( A i Bi)
x em =
---------------A

i=1

Ai
Bi

= partial area in m2
= mean breadth of part area, see Fig. 4
= as given in 102
For parts of a rudder behind a fixed structure such as a
rudder horn:

= 0,25 for ahead condition


= 0,55 for astern condition
ki

A iF
-------Ai

A iF = rudder part area forward of rudder stock centre line,


see Fig. 5
FR and A as given in 102.

DET NORSKE VERITAS

Rules for Ships, January 2000


Pt.3 Ch.3 Sec.2 Page 11

E. Sternframes and Rudder Horns


E 100

General

101 Sternframes and rudder horns are to be effectively attached to the surrounding hull structures. In particular the stern
bearing or vertical coupling flange for rudder axle is to be appropriately attached to the transom floor adjacent to the rudder
stock.
For semi-spade and spade rudder arrangements structural continuity in the transverse as well as the longitudinal direction is
to be specially observed.
102 Cast steel sternframes and welded sternframes are to be
strengthened by transverse webs.
Castings are to be of simple design, and sudden changes of section are to be avoided. Where shell plating, floors or other
structural parts are welded to the sternframe, there is to be a
gradual thickness reduction towards the joint.
Steel forgings and castings for sternframes, rudder horns and
rudders are to be in accordance with the requirements in Pt.2
Ch.2 Sec.5 and Sec.7 for general applications.

Fig. 4
Rudder dimensions

103 Depending on casting facilities, larger cast steel propeller posts are to be made in two or more pieces. Sufficient
strength is to be maintained at connections. The plates of welded propeller posts may be welded to a suitable steel bar at the
after end of the propeller post.
104 Stresses determined by direct calculations as indicated
in D300 are normally not to exceed the following values:
Normal stress : = 80 f1 (N/mm2)
Shear stress : = 50 f1 (N/mm2)
Equivalent stress : e = 120 f1 (N/mm2)

e =
E 200

1 + 2 12 + 3

Propeller posts

201 The boss thickness at the bore for the stern tube is not to
be less than:
t = 5 d p 60 (mm)
dp

Fig. 5
Rudder area distribution

= rule diameter of propeller shaft in mm.

202 The scantlings of fabricated propeller posts are not to be


less than:
D 300

Stress analysis

301 The rudder force and resulting rudder torque as given in


100 and 200, causes bending moments and shear forces in the
rudder body, bending moments and torques in the rudder stock,
supporting forces in pintle bearings and rudder stock bearings
and bending moments, shear forces and torques in rudder
horns and heel pieces.
The bending moments, shear forces and torques as well as the
reaction forces are to be determined by a direct calculation or
by approximate simplified formulae as given in the following.
For rudders supported by sole pieces or rudder horns these
structures are to be included in the calculation model in order
to account for the elastic support of the rudder body.
Acceptable direct calculation methods are given in Classification Note No. 32.1 Strength Analysis of Rudder Arrangements. For rudder horns, see also E404.

l = 53 L (mm)
b = 37 L (mm)
2, 4 L
t = ----------------- (mm)
f1
l, b and t are as shown in Fig. 6 Alt. I.
Where the section adopted differs from the above, the section
modulus about the longitudinal axis is not to be less than:
1, 35L L
3
Z W = ------------------------ (cm )
f1
203 The scantlings of cast steel propeller posts are not to be
less than:

302 Allowable stresses for the various strength members are


given in subsections E to J.

l = 40 L (mm)

For evaluation of angular deflections, see B205 and G405.

b = 30 L (mm)

DET NORSKE V ERITAS

Rules for Ships, January 2000


Pt.3 Ch.3 Sec.2 Page 12

303 The section modulus of the sole piece about a horizontal


axis abaft the forward edge of the propeller post is in no place
to be less than:

3 L
t 1 = ----------- (mm)
f1
3, 7 L
t 2 = ----------------- (mm)
f1

Z1
3
Z 2 = ------ (cm )
2

l, b, t1 and t2 are as shown in Fig. 6 Alt. II.


Where the section adopted differs from the above, the section
modulus about the longitudinal axis is not to be less than:
1, 3L L
3
Z C = --------------------- (cm )
f1

304

The sectional area of the sole piece is not to be less than:


0, 1FR
2
A S = ---------------- (cm )
f1

E 400

When calculating the section modulus, adjoining shell plates


within a width equal to 53 L from the after end of the post
may be included.

Rudder horns

401 The section modulus requirement of the rudder horn


about a longitudinal axis is given by:
15M V l h
3
Z = -------------------- (cm )
y h f1
n

MV =

Ri y e i

i=1

= vertical distance in m from the middle of the horn pintle bearing to the section in question
yh = vertical distance in m from the middle of the rule pintle
bearing to the middle of the neck bearing
F Ri = part of rudder force acting on the i-th part of the rudder
area, see D202
y ei = vertical distance in m from the centroid of the i-th part
of the rudder area to the middle of the neck bearing
n = number of rudder parts
lh

For the straight part of the rudder horn the section modulus
may be taken for the total sectional area of the horn.
When the connection between the rudder horn and the hull
structure is designed as a curved transition into the hull plating
the section modulus requirement as given above is to be satisfied by the transverse web plates as follows:
Fig. 6
Propeller posts

E 300 Sole pieces


301 The sole piece is to be sloped in order to avoid pressure
from keel blocks when docking. The sole piece is to extend at
least two frame spaces forward of forward edge of the propeller boss. The cross section of this extended part may be gradually reduced to the cross section necessary for an efficient
connection to the plate keel.
302 The section modulus requirement of the sole piece about
a vertical axis abaft the forward edge of the propeller post is
given by:
6, 25F R l s
3
Z 1 = ----------------------- (cm )
f1
ls

= distance in m from the centre line of the rudder stock


to the section in question. ls is not to be taken less than
half the free length of the sole piece.

ti

i=1
- 0, 45Z
Z W = ----------------------6000b max

n
bi

= number of transverse webs


= effective breadth in mm of web no. i. (including the
flange thickness)
ti
= thickness in mm of web no. i
bmax = largest bi.
Z, bi and bmax are to be taken at a horizontal section 0,7 r above
the point where the curved transition starts (r = radius of
curved part, see Fig. 7).
The formula for ZW is based on the material in web plates and
shell plate being of the same strength.
For a cast rudder horn any vertical extension of the side plating
(see Fig. 8) may be included in the section modulus.

DET NORSKE VERITAS

Rules for Ships, January 2000


Pt.3 Ch.3 Sec.2 Page 13

402

The rudder horn thickness requirement is given by:


110kFR e h
t = ------------------------- (mm)
f1 A S

50
= --------------------------------------------------------2
4000 1500 ( Z Z A )

eh = horizontal projected distance in m from the centre line


of the horn pintle to the centroid of AS
AS = area in cm2 in horizontal section enclosed by the horn.
For a curved transition between horn plating and shell plating
the thickness of the transition zone plate is not to be less than:
2

0, 15 ( s 40 ) Z
t c = ---------------------------------- ------- (mm)
r
ZA
s
= spacing between transverse webs in mm
r
= radius of curved transition in mm
ZA = section modulus at section immediately below the
transition zone
Z = section modulus requirement in same section, as given
in 401.
403 The vertical parts of the rudder horn participating in the
strength against transverse shear are to have a total area in horizontal section given by:
0, 3FR
2
A W = C ---------------- (cm )
f1

Fig. 7
Curved plate transition rudder horn/shell plating

( A + A H )A H
+ ------------------------------- at upper end of horn
2

A
= 1,0 at lower end
AH = area of horn in m2. At intermediate sections AH should
be taken for part of horn below section
A = total area of rudder in m2.
C

In a curved transition zone the thickness of the transverse web


plates is not to be less than:
tr = 0,8 tc (mm)
tc

Fig. 8
Curved cast transition rudder horn/shell plating

= thickness of curved plate

In the transition zone the curved shell plate is to be welded to


the web plates by full penetration weld or by a fillet weld with
throat thickness not less than:
t = 0,55 f1 tr (mm)
404 A direct stress analysis of the rudder horn, if carried out,
is to be based on a finite element method.
For a curved transition to the hull structure the maximum allowable normal and equivalent stresses as given in 104, may in
the curved plate be increased to:
= 120 f1 N/mm2
e = 180 f1 N/mm2
A fine-mesh finite element calculation will be considered as an
acceptable method.
In the web plates the normal stresses should not exceed
= 130 f1 N/mm2.
405 For a curved transition between the horn side plating and
the shell plating, the side plate thicknesses given in 401 to 404
are to be extended to the upper tangent line of the curved part.
DET NORSKE V ERITAS

Rules for Ships, January 2000


Pt.3 Ch.3 Sec.2 Page 14

The transverse web thicknesses are to be kept to the same level


and are to be welded to the floors above. No notches, scallops
or other openings are to be taken in the transition area.
The alternative design is to carry the side plating of the rudder
horn through the shell plate and connect it to longitudinal girders (see Fig. 9), or weld it to the shell plate in line with longitudinal girders. In the latter case the welds below and above the
shell plate are to be full penetration welds, and the shell plate
is to be specially checked for lamellar tearing. The transverse
girders are to be connected to/supported by transverse floors.
Floor plating welded to rudder horn web plates is to have a
thickness not less than 75% of the web plate thickness.
406 The lower end of the rudder horn is to be covered by a
horizontal plate with thickness not less than the side plating.

Guidance note:
In case cover plates are permanently welded to the side plating,
it is recommended to arrange peep holes for inspection of securing of nuts and pintles.
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---

103 Great care is to be taken in highly stressed connections


such as:
welds between rudder side plating and upper heavy part of
rudder at stock coupling
welds around cut-outs in semi-spade rudders and openings
for demounting of cone coupling and pintles.
104 Welds between plates and heavy pieces (cast or very
thick plating) are to be made as full penetration welds, preferably to cast or welded on ribs. Where back welding is impossible welding is to be performed against backing bar or
equivalent.
105 Webs are to be connected to the side plates in accordance with Ch.1 Sec.12.
Slot-welding is to be limited as far as possible. Horizontal slots
in side plating in areas with large bending stresses are to be
completely filled by welding.
Normally, slots of length 75 mm and a breadth of 2 t (where t
= rudder plate thickness), with a distance of 125 mm between
ends of slots, will be accepted. In areas where slots are required
to be completely filled by welding, more narrow slots with inclined sides (minimum 15 to the vertical) and a minimum
opening of 6 mm at bottom may be used. A continuous slot
weld may, however, in such cases be more practical.
106 Plate edges at corners in cut-outs and openings in rudder
side plating are to be ground smooth in those parts of the rudder where high stresses will occur.
107 Means for draining the rudder completely after pressure
testing or possible leakages is to be provided. Drain plugs are
to be fitted with efficient packing.
108 Internal surfaces are to be covered by a corrosion-resistant coating after pressure-testing and possible stress-relieving.
109 For testing of rudder, see K.
F 200 Rudder plating
201 The thickness requirement of side, top and bottom plating is given by:
0, 1F R
5, 5
t = --------- k a s T + --------------- + 2 , 5 (mm)
A
f1

Fig. 9
Shell plating connected to longitudinal girders in line with rudder
horn sides

ka

s
b
General arrangement and details

101 Rudders are to be double plate type with internal vertical


and horizontal web plates.
The rudder body is to be stiffened by horizontal and vertical
webs enabling it to act as a girder in bending.
Single plate rudders may be applied to smaller vessels of special design and with service restrictions, see 500.
102 All rudder bearings are to be accessible for measuring of
wear without lifting or unshipping the rudder.

s 2
1, 1 0 , 5 ---
b
maximum 1,0

F. Rudders
F 100

= the smaller of the distances between the horizontal or


the vertical web plates in m
= the larger of the distances between the horizontal or the
vertical web plates in m.

In no case the thickness is to be less than the minimum side


plate thickness as given in Ch.1 Sec.7 C101 or Ch.2 Sec.6
C102.
F 300 Rudder bending
301 Bending moments in the rudder are to be determined by
direct calculations as indicated in D300.
For some common rudder types the following approximate
formulae may be applied:

DET NORSKE VERITAS

Rules for Ships, January 2000


Pt.3 Ch.3 Sec.2 Page 15

Equivalent stress is not to exceed:

For balanced rudders with heel support:


Mmax = 0,125 FR H (kNm)

e =

For semi-spade rudders at the horn pintle:


FRA1hs
M = ------------------- (kNm)
A

For spade rudders:


FRA1hs
M ma x = ------------------- (kNm)
A
A1 = area in m2 of the rudder part below the cross-section in
question
hs = vertical distance in m from the centroid of the rudder
area A1 to the section in question.
302 The nominal bending stress distribution in the rudder
may normally be determined on the basis of an effective section modulus to be estimated for side plating and web plates
within 40% of the net length (cut-outs or openings deducted)
of the rudder profile. The effective length is not to be taken
greater than 2,5 d s (ds = rudder stock diameter at neck bearing)
or the length of the flange coupling at the top of the rudder.
Special attention to be paid to open flange couplings on the
rudder. The external transverse brackets will normally have to
be supplied with heavy flanges to obtain the necessary section
modulus of the rudder immediately below the flange.
As an alternative the bending stress distribution in the rudder
may be determined by a finite element calculation.
303 Nominal bending stresses calculated as given in 301 and
302 are not to exceed:

= 110 f1 N/mm2 in general


= 75 f 1 N/mm2 at sections in way of cut-outs (e.g. semispade rudders) in the rudder.

In case of openings in side plate for access to cone coupling or


pintle nut, = 90 f1 to be applied when the corner radius is
greater than 0,15 l ( l = length of opening), = 60 f1 when the
radius is smaller.
F 400 Web plates
401 The thickness of vertical and horizontal webs is not to be
less than 70% of the thickness requirement given in 200, in no
case less than 8 mm.
402 The total web area requirement for the vertical webs is
given by:
2
P
A W = ------- (cm )
5f 1

0,

= 120 f1 N/mm2 in rudder-blades without cut-outs


100 f1 N/mm2 in rudder-blades with cut-outs.

F 500 Single plate rudders


501 Mainpiece diameter
The mainpiece diameter is calculated according to G201. For
spade rudders the lower third may taper down to 0,75 times
stock diameter.
When calculating the rudder force FR as given in D101 the factor k 1 may be taken equal to 1,0 in ahead condition.
502 Blade thickness
The blade thickness is not to be less than:
tb = 1,5 s V + 2,5 (mm)
s
V

= spacing of stiffening arms in metres, not to exceed 1 m


= speed in knots, see D101.

503 Arms
The thickness of the arms is not to be less than the blade thickness:
ta = tb
The section modulus is not to be less than:
Za = 0,5 s C12 V2 (cm3)
C1 = horizontal distance from the aft edge of the rudder to
the centre line of the rudder stock in metres.
For higher tensile steels the material factor according to B100
is to be used correspondingly.
F 600 Mounting of rudder
601 For rudder with continuous shaft it is to be checked that
the rudder shaft has the right position in relation to the upper
coupling, both longitudinally and transversely, when the lower
tapered part of the rudder axle bears hard at the heel. The rudder shaft is to be securely fastened at the heel before the coupling bolts at the upper end are fitted.
602 Before final mounting of rudder pintles, the contact between conical surfaces of pintles and their housings is to be
checked by marking with Prussian blue or by similar method.
When mounting the pintles, care is to be taken to ensure that
packings will not obstruct the contact between mating surfaces. The pintle and its nut are to be so secured that they cannot
move relatively to each other.

G 100 General
101 Stresses determined by direct calculations as indicated
in D300 are normally to give equivalent stress e not exceeding 118 f 1 N/mm2 and shear stress not exceeding 68 f1 N/
mm2. The equivalent stress for axles in combined bending and
torsion may be taken as:

h2
= ----- F R for spade rudder or lower part of
H

h2

G. Rudder Stocks and Shafts

h
6 ----1- FR for balanced rudder
H

with heel support

h1

b + 3

semi-spade rudder
= height in m of the smaller of rudder parts below or
above the cross-section in question
= height in m of the rudder part below the cross section
in question.

Shear stresses in web plates determined by direct stress calculations are not to exceed:
= 50 f1 (N/mm2)

e =

+ 3

(N/mm )

= bending stress in N/mm2


= torsional stress in N/mm2.

102 The requirements to diameters are applicable regardless


of liner. Both ahead and astern conditions are to be considered.

DET NORSKE V ERITAS

Rules for Ships, January 2000


Pt.3 Ch.3 Sec.2 Page 16

103 A rudder stock cone coupling connection without hydraulic arrangement for mounting and dismounting is not to be
applied for spade rudders.
104 An effective sealing is to be provided at each end of the
cone coupling.

a) Length/diameter ratio:
Connection
lt/ds

Type
D/ds

1---

= 1 above the rudder carrier, except where the rudder


stock is subjected to bending moment induced by the
rudder actuator (bearing arrangement versus rudder
stock bending deflections, or actuator forces acting on
tiller)
4 MB
1 + --- ------------
3 M TR

With key
1,5

Keyless
1,25

With key
1:10 - 1:15

Keyless
1: 15

c) Taper of cone:

M TR 3
d s = 42k b ------------ (mm)
f
1

Steering gear
0,75

b) Hub/shaft diameter ratio D/ds:

G 200 Rudder stock with couplings


201 The diameter requirement is given by:

kb

Rudder
1,5

Type
taper

d) Contact surface roughness in micron:


Type of fitting
roughness (RA)

1--2 6

at arbitrary cross-section

Oil injection
maximum 1,6

contact area minimum 70% evenly distributed (see


K200 for control and testing)
if oil is used for fitting, the design must enable escape
of the oil from between the mating surfaces
the connection is to be secured by a nut which is properly locked to the shaft.

MB = calculated bending moment in kNm at the section in


question.
If direct calculations of bending moment distribution are not
carried out, MB at the neck bearing or the rudder coupling may
be taken as follows:

Dry fitted
maximum 3,5

e) The dimensions at the slugging nut are not to be less than


(see Fig. 10):

for balanced rudder with heel support:


external thread diameter:
dg = 0,65 d s
height of nut:
hn = 0,6 dg
outer diameter of nut:

FR H
M B = ----------- (kNm)
7
for semi-spade rudder:
FR H
M B = ----------- (kNm)
17

dn = 1,2 dt or d n = 1,5 dg whichever is the greater.

for spade rudder:


MB = FR hs (kNm)
hs

f)

Average surface pressure p r due to shrinkage for transmission of torque by means of friction is to be:
6

2T fr 10
2
p r ------------------- (N/mm )
2
d m l

= vertical distance in m from the centroid of the rudder


area to the middle of the neck bearing or the coupling.

At the bearing above neck bearing MB = 0, except as follows:


for rotary vane type actuators with two rotor bearings,
which allow only small free deflections, calculation of
bending moment influence may be required if bending deflection in way of upper bearing exceeds two times diametrical bearing clearances at full rudder force FR
for actuator force induced bending moment the greater of
the following:
M BU = FA hA (kNm)
or
M BU = PA hA (kNm)
=vertical distance between force and bearing centre
hA
=according to J404
PA
M BU =bending moment at bearing above neck bearing.
Minimum diameter of the rudder stock between the neck and
the bearing above is not to be less than if tapered with kb=1,0
at the second bearing.
202 Tapered cone connections between rudder stock and
rudder and steering gear are to have strength equivalent to that
required for rudder stock with respect to transmission of torque
and bending moments as relevant and are to comply with the
following:

T fr = required torque to be transmitted by means of friction in following couplings:


1) Keyless rudder stock connections to:
rudder: 3 MTR
steering gear: 2 Tdes T fr 2 M TR
2) Keyed rudder stock connections to:
rudder: 1,5 M TR (0,5 MTR)
steering gear: T fr TW (0,25 TW)
(figures in parentheses are subject to special
consideration - see 203)
dm = mean diameter = 0,5 (ds + dt) (mm)
l = effective cone length, which may normally be taken as boss length lt, see Fig. 10, (mm)
mu = maximum 0,14 for oil injection fitting
= maximum 0,17 for dry fitting
MTR = rule rudder torque (kNm), see D102 and D202
Tdes = maximum torque corresponding to steering gear
design pressure, or safety valve opening pressure
(kNm) - see J404 for calculation of Tdes
Tw = effective steering gear torque at maximum working
pressure (kNm).

DET NORSKE VERITAS

Rules for Ships, January 2000


Pt.3 Ch.3 Sec.2 Page 17

g) The surface pressure (p) used for calculation of pull-up


length is not to be taken less than:
pr pmin 1,25 pb (N/mm2)
and is not to exceed:
2

k) Necessary force for pull-up may be estimated as follows:

1 ce
2
p ma x k f --------------------- p b (N/mm )
4
3 + ce
k

3
1
F d m lp r ------- + pu 10 (kN)
2K

= 0,95 for steel forging and cast steel


= 0,90 for nodular cast iron
= 0,50 for keyed connections.

pu = average friction coefficient for pull-up (for oil injection (usually in the range 0,01 to 0,03).

Variation due to different hub wall thickness is to be considered.


Pressure at the bigger end due to bending moment, M b,
may be taken as:
3, 5M b 6
2
p b = ----------------- 10 (N/mm )
2
dm l
which may be reduced to zero at a distance l x = 0,5 d or
0,5 l (smaller applies) as follows:

lx
2
p bx = p b 18 1 ------------- (N/mm )
0, 5d x

p bx
lx
dx
Mb

= pressure due to bending moment at position x


= distance from top of cone, see Fig. 10 (mm)
= ditto shaft diameter at distance lx (mm)
= bending moment (kNm).

h) Shrinkage allowance (mm):


2

p 1 + ce
p 1 + ci
= d ------ ---------------- + v e + ----- --------------- v i
2
2
Ee
E

i 1 c
1 ce
i

Ei
Ee
i
e
ci
ce
di
d
D

= module of elasticity of shaft (N/mm2)


= module of elasticity of hub (N/mm2)
= Poisson's ratio for shaft
= Poisson's ratio for hub
= diameter ratio di/d at considered section
= diameter ratio d/D at considered section
= diameter of centre bore in shaft (mm)
= shaft diameter at considered section (mm)
= outer diameter of the hub at considered section
(mm).

Minimum shrinkage allowance may be calculated based


on average diameters and the surface pressure (pmin) from
the above equation.
However, in case hub wall thickness have large variations
either longitudinally or circumferencially this equation is
not valid.
Maximum shrinkage allowance is to be calculated based
on maximum permissible surface pressure (p max, see g).
i)

j)

Pull-up length, minimum:


min = K ( min + 2 (R Ai + RAe) 10-3 ) (mm)
min 2 mm for all keyless rudder - rudder stock connections.
Pull-up length, maximum:
max = K ( max + 2 (R Ai + RAe) 10-3 ) (mm)

= pull-up length (mm)

K = taper of the cone = lt/(ds d t)


min = calculated minimum shrinkage allowance
max =calculated maximum shrinkage allowance
R Ai = surface roughness R A of shaft (micron)
R Ae = surface roughness R A of hub (micron).

203 Tapered key-fitted (keyed) connections are to be designed to transmit rudder torque in all normal operating conditions by means of friction in order to avoid mutual movements
between rudder stock and hub. The key is to be regarded as a
securing device.
For calculation of minimum and maximum pull-up length see
202 i) and j).
Where it is not possible or practicable to obtain above required
minimum pull-up, special attention is to be given to fitting of
the key in order to ensure tight fit (no free sideways play between key and key-way).
Tapered key-fitted connections are in addition to comply with
following:
a) Key-ways shall not be placed in areas with high bending
stresses in the rudder stock and are to be provided with sufficient fillet radii (r):
r 0,01 d s
b) The abutting surface area between the key and key-way in
the rudder stock and hub respectively, is not to be less
than:
65T key
2
A ab ----------------- (cm )
dm fk
where the torque Tkey is (kNm):
1,5 Tdes Tfr Tkey 2 M TR Tfr
based on verification of pull-up force, and
1,5 Tdes 0,7 Tfr Tkey 2 M TR 0,7 Tfr
based on verification of pull-up distance,
but not less than:
Tkey = M TR (kNm).
Yield strength used for calculation of fk is to exceed the
lowest of:
f,key
and
1,5 f, hub (for calculation of hub) or
1,5 f, stock (for calculation of stock).
A ab

=effective abutting area of the key-way in stock


and hub respectively (cm2)
=material factor (see B204)
fk
f,hub =yield strength of hub material (N/mm2)
f,key =yield strength of key material (N/mm2)
f,stock =yield strength of stock material (N/mm2).
c) The height/width ratio of the key is to be:
h
--- 0, 6
b
h
b

= height (thickness) of the key


= width of the key.

DET NORSKE V ERITAS

Rules for Ships, January 2000


Pt.3 Ch.3 Sec.2 Page 18

Where necessary tapered connections are to be provided with


suitable means (e.g. oil grooves and bores to connect hydraulic
injection oil pump) to facilitate dismantling of the hub.

= rule diameter of rudder stock at coupling flange in


mm as given in 201
n
= number of coupling bolts
e
= mean distance in mm from the centre of bolts to the
centre of the bolt system
f ms = material factor (f1) for rudder stock
f mb = material factor (f1) for bolts.

ds

204 Connection between rudder stock and splitted type of


tiller or quadrant or rotor are to comply with 202 and 203 as applicable and with the following:
boss halves are to be joined by at least four bolts (two in
each side)
one or two keys
cylindrical connections are to be duly secured with regard
to axial loads.

c) Nuts are to be securely fastened by split pins or other efficient means.

205 Tiller or rotor joined to rudder stock by means of special


locking assemblies, or by means of tapered connection with intermediate sleeve, which transmit torque and/or axial forces by
means of friction alone are to comply with the following:

e) The width of material outside the bolt holes is not to be


less than 0,67 d b.

d) If the coupling is subjected to bending stresses, the mean


distance a from the centre of the bolts to the longitudinal
centre line of the coupling is not to be less than 0,6 d s.

f)

a)

The thickness of coupling flanges is not to be less than the


greater of:

2,5 Tdes Tfr 2,5 MTR

f mb
t = d b ------- , minimum 0,9d b (mm)
fm f

T fr = calculated friction torque.


Tdes and MTR, see 202.

= bolt diameter, calculated for a number of bolts not


exceeding 8
f mf = material factor (f1) for flange,
db

b) When number of locking assemblies is less than three, an


arrangement is to be provided to limit drop of the rudder
and stock in case of a slip in the friction connection.

or

M
t = 70 -----------B- (mm)
af mf
MB = bending moment in kNm at coupling
a
= mean distance from centre of bolts to the longitudinal centre line of the coupling, in mm
d
= diameter as built of rudder stock for stock flange,
breadth of rudder for rudder flange, both in mm
= factor to be taken from the following table:
d/a

0,8
1,8

0,9
1,5

1,0
1,25

1,1
1,0

1,2
0,8

1,3
0,6

1,4
0,45

1,5
0,35

1,6
0,25

Ample fillet radius is to be in accordance with recognised


standards.
G 300

Rudder shaft

301 At the lower bearing, the rudder shaft diameter is not to


be less than:
1---

FRc ( l c ) 3
d l = 39 ------------------------- (mm)

lf 1
a+b
-----------2
l, a and b are given in Fig. 11 in m.

Fig. 10
Cone coupling

206 Where the rudder stock is connected to the rudder by


horizontal flange coupling the following requirements are to
be complied with:

The diameter df below the coupling flange is to be 10% greater


than dl. If, however, the rudder shaft is protected by a corrosion-resistant composition above the upper bearing, df may be
equal to dl.

a) At least 6 coupling bolts are to be used.

302 The taper, nut, etc. at lower end of rudder shafts, is to be


taken as for rudder stock given in 202.

b) The diameter of coupling bolts is not to be less than:


3

d s f ms
d b = 0, 62 --------------- (mm)
nefm b

303 The scantlings of the vertical coupling at the upper end


of the rudder shaft are to be as required for horizontal rudder
couplings in 206, inserting the shaft dl instead of the stock diameter ds in the formula for bolt diameter.
DET NORSKE VERITAS

Rules for Ships, January 2000


Pt.3 Ch.3 Sec.2 Page 19

If direct calculations of reaction forces are not carried out, P at


various bearings may be taken as given in the following (note
that values given for stern pintle or neck bearing in semi-spade
rudders are minimum values):
a) For balanced rudder with heel support:
P = 0,6 FR (kN) at heel pintle bearing
P = 0,7 FR (kN) at stern pintle or neck bearing
P = 0,1 FR (kN) at upper bearing.
b) For semi-spade rudder (The horn pintle bearing is assumed
to be situated not more than 0,1 H above or below the centroid of the rudder):
P = 1,1 FR (kN) at horn pintle bearing
Pmin = 0,4 FR (kN) at stern pintle or 0,3 FR (kN) at neck
bearing
P = 0,1 FR (kN) at upper bearing.
c) For spade rudder:
h1 + h2
P = ----------------- F R (kN) at neck bearing
h2
h1
P = ----- F R (kN) at upper bearing
h2
h1
h2
403

= vertical distance from the centroid of rudder area to


the middle of the neck bearing
= vertical distance from the middle of the neck bearing to the middle of the upper bearing.

The diameter of pintles is not to be less than:


P
d p = 10 ---- (mm)
f1

= as given in 402.

404 The thickness of any bushings in rudder bearings is not


to be less than:
t v = 0, 32 P (mm)

Fig. 11
Rudder shaft

G 400 Bearings and pintles


401 The height of bearing surfaces is to be taken not greater
than:
hb = 1,2 dsl (mm)

minimum 8 mm for steel and bronze,


maker's specification for synthetic materials,
minimum 22 mm for Lignum Vitae,
other materials are to be especially considered.
P = as given in 402.
The bushing is to be effectively secured to the bearing. The
thickness of bearing material outside of the bushing is not to
be less than:
P
t = 2, 0 ---- (mm)
f1

dsl = diameter in mm of rudder shaft or pintle measured on


the outside of liners.
402

The bearing surface area is not to be less than:


P
6
2
A B = ------- 10 (mm )
Pm

= hb dsl
AB
hb and dsl = as given in 401
P
= calculated reaction force in kN at the bearing in
question
= maximum surface pressure as given in B303.
pm

= as given in 402.

405 With metal bearings the clearance on the diameter is


normally not to be less than:
0,001 db + 1,0 (mm)
db=inner diameter in mm of the bushing.
If non-metallic bearing material is applied, the bearing clearance is to be specially determined considering the materials'
swelling and thermal expansion properties. This clearance is
not to be taken less than 1,5 mm on the bearing diameter.

DET NORSKE V ERITAS

Rules for Ships, January 2000


Pt.3 Ch.3 Sec.2 Page 20

For spade rudders with large bending moment and induced


slope at the neck bearing the clearance should be related to the
calculated angular deflection over the bearing length.
Due attention should, however, be given to the manufacturer's
recommended clearance. For pressure lubricated bearings the
clearance will be especially considered.
406 Pintles are to have a conical attachment to the gudgeons.
The various dimensions (taper, nut, key) are to be as required
for rudder stock in 202 and 203 inserting the pintle diameter dp
instead of the stock diameter ds in the various formulae.
The bending moment, MB may be taken as pintle force P multiplied by the height from 1/3 of height of bearing to 1/2 of the
length of cone and MTR may be taken as 0,00025 dbP.
db = inner diameter of bushing (mm).
The length of pintle housing is not to be less than the pintle diameter and the thickness of material outside the bushing is not
to be less than 0,25 db.
An effective sealing against sea water is to be provided at both
ends of the cone.

responding to the ice class requirement for the after part of the
ship.
Guidance note:
In order to prevent corrosion and erosion of the inner surface of
the nozzle, application of a corrosion resistant material in the
propeller zone is recommended. All but welds should be ground
smooth.
When a corrosion resistant material is used, the plate thickness
may be reduced by 15%.
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---

H 300 Nozzle ring stiffness


301 In order to obtain a satisfactory stiffness of the nozzle
ring the following requirement is to be fulfilled:
I = 2,8 k b D3 V 2 (cm4)
I
k
tm

H. Propeller Nozzles
H 100 General
101 The following requirements are applicable to fixed and
steering nozzles of inner diameter 4 metres or less.

b
D
V
n

= moment of inertia of nozzle section about the neutral


axis parallel to centre line
28b
= -------------------------------Dt m ( n + 1 )
= mean thickness of nozzle inner and outer shell plating
(mm), in propeller plane
= length of nozzle, see Fig. 12, in m
= as given in 201
= maximum service speed (knots)
= number of ring webs.

Guidance note:
The requirements may also be applied for the initial design of
nozzles with diameter exceeding 4 metres.
In that case the scantlings and arrangement should be specially
considered with respect to exciting frequencies from the propeller.
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---

H 200 Plating
201 The thickness of the nozzle shell plating in the propeller
zone is not to be less than:
Fig. 12
Section through nozzle ring

N
t = 10 + 3k a s ---- (mm)
f1
where:
N
PS
D
s
ka

= 0,01 PS D, need not be taken greater than 100


= maximum continuous output (kW) delivered to the
propeller
= inner diameter (m) of nozzle
= distance in m between ring webs, is not to be taken less
than 0,35 metres in the formula
= aspect ratio correction as given in F201, to be applied
when longitudinal stiffeners.

The thickness in zone I and II is not to be less than 0,7 t and in


zone III not less than 0,6 t, corrected for spacing s.
The propeller zone is to be taken minimum 0,25 b (where b =
length of nozzle). For steering nozzles the propeller zone is to
cover the variations in propeller position.
On the outer side of the nozzle, zone II is to extend beyond the
aftermost ring web.
202 The thickness of ring webs and fore and aft webs is not
to be taken less than 0,6 t. They are to be increased in thickness
in way of nozzle supports.
203 If the ship is reinforced according to an ice class notation, the part of the outer shell of the nozzle which is situated
within the ice belt is to have a plate thickness not less than cor-

302 If the ship is reinforced according to an ice class notation


the parameter V for the requirement in 301 is not to be taken
less than:
V = 14, 15, 16 and 17 knots for ice class 1C, 1B, 1A and
1A*, respectively.
H 400 Welding
401 The inner shell plate is to be welded to the ring webs
with double continuous fillet welding.
402 The outer shell plate is as far as possible to be welded
continuously to the ring webs. Slot welding may be accepted
on the following conditions:
If the web spacing s 350 mm all welds to outer plating may
be slot welds. If the web spacing s > 350 mm at least two ring
webs are to be welded continuously to the outer shell. A continuous weld according to Fig. 13 may be accepted.
403 Slot welds are to have a slot length l not less than 75 mm
and a breadth equal to 2t (t = nozzle shell plate thickness),
maximum 30 mm. More narrow slots may be applied where
slots are completely filled by welding. The distance between
slots (from centre to centre) is not to exceed 2
l, maximum 250 mm. The slot weld throat thickness is normally to be 0,7 t.

DET NORSKE VERITAS

Rules for Ships, January 2000


Pt.3 Ch.3 Sec.2 Page 21

H 500

Supports

501 The nozzle is to be supported by at least two supports.


The web plates and shell plates of the support structure are to
be in line with web plates in the nozzle.
Fig. 14
Strut section

I 400

Welding

401 Welding between struts and hull and propeller shaft boss
is to be made as full penetration welds.
402 For welded construction full details of the joints, welding procedure, filler metal and heat treatment after welding are
to be specified on the plans.
I 500
Fig. 13
Connection nozzle shell plate/ring web

I 600

Testing

601 Ultrasonic and magnetic particle examination of the


welds is to be carried out on the brackets and at the shell penetrations.

I. Propeller Shaft Brackets


I 100

Material

501 Regarding material of brackets reference is made to subsection B.

General

101 The following requirements are applicable to propeller


shaft brackets having two struts to support the propeller tail
shaft boss. The struts may be of solid or welded type.
102 The angle between the struts is not to be less than 50 degrees.
I 200

Arrangement

201 Solid struts are to be carried continuously through the


shell plating and are to be given satisfactory support by the internal ship structure.
202 Welded struts may be welded to the shell plating. The
shell plating is to be reinforced, and internal brackets in line
with strut plating are to be fitted. If the struts are built with a
longitudinal centre plate, this plate is to be carried continuously through the shell plating. The struts are to be well rounded
at fore and aft end at the transition to the hull.
203 The propeller shaft boss is to have well rounded fore and
aft brackets at the connection to the struts.
204 The strut structure inside the shell is to terminate within
a compartment of limited volume to reduce the effect of flooding in case of damage.
I 300

Struts

301 Solid or built-up struts of propeller shaft brackets are to


comply with the following requirements:
h = 0,4 d (mm)
W = 0,12 d3 (mm3)

h
d

J 100

Arrangement and performance

101 Unless expressly provided otherwise, every ship shall be


provided with a main steering gear and an auxiliary steering
gear to the satisfaction of the requirements in the Rules. The
main steering gear and the auxiliary steering gear shall be so
arranged that the failure of one of them will not render the other one inoperative.
102

The main steering gear and rudder stock shall be:

a) of adequate strength and capable of steering the ship at


maximum ahead service speed which shall be demonstrated
b) capable of putting the rudder over from 35 on one side to
35 on the other side with the ship at its deepest seagoing
draught and running ahead at maximum ahead service
speed and, under the same conditions, from 35 on either
side to 30 on the other side in not more than 28 seconds
(20 seconds for class notation Tug or Supply Vessel,
see Pt.5 Ch.7 Sec.2 and Sec.3 and ice classes: ICE 05-15,
POLAR 10-30 and 15 seconds for Icebreaker, see Pt.5
Ch.1 Sec.4)
c) operated by power where necessary to meet the requirements in b) and in any case when the rules require a rudder
stock of over 120 mm diameter in way of the tiller, excluding strengthening for navigation in ice
d) so designed that they will not be damaged at maximum
astern speed.

A = 0,4 d2 (mm2)

A
W

J. Steering Gears

= area of strut section


= section modulus of section. W is to be calculated with
reference to the neutral axis Y-Y as indicated on Fig.
14
= the greatest thickness of the section
= Propeller shaft diameter in mm.

The diameter refers to shaft made of steel with a minimum


specified tensile strength of 430 N/mm2.

103

The auxiliary steering gear shall be:

a) of adequate strength and capable of steering the ship at


navigable speed and of being brought speedily into action
in an emergency
b) capable of putting the rudder over from 15 on one side to
15 on the other side in not more than 60 seconds with the
ship at its deepest seagoing draught and running ahead at
one half of the maximum ahead service speed or 7 knots,
whichever is the greater

DET NORSKE V ERITAS

Rules for Ships, January 2000


Pt.3 Ch.3 Sec.2 Page 22

c) operated by power where necessary to meet the requirements in b) and in any case when the rules require a rudder
stock of over 230 mm diameter in way of the tiller, excluding strengthening for navigation in ice.
Guidance note:
Manually operated gears are only acceptable when the operation
does not require an effort exceeding 160 N under normal conditions.
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---

104 Where the main steering gear comprises two or more


identical power units, an auxiliary steering gear need not be fitted, provided that:
a) in a passenger ship, the main steering gear is capable of
operating the rudder as required in 102 b) while any one of
the power units is out of operation
b) in a cargo ship, the main steering gear is capable of operating the rudder as required in 102 b) while operating with
all power units
c) the main steering gear is so arranged that after a single failure in its piping system or in one of the power units the defect can be isolated so that steering capability can be
maintained or speedily regained.
Auxiliary gear need not be fitted when the ship is provided
with:
two rudders, each with its own steering gear and capable
of steering the vessel with any one of the rudders out of operation, or
fitted with an approved alternative means of steering, such
as azimuth thruster, capable of steering the vessel with the
rudder out of operation and provided with approved remote control from the bridge or
for non-propelled vessels.
105 In every oil carrier, chemical carrier or liquefied gas carrier of 10 000 tons gross tonnage and upwards and in every other ship of 70 000 tons gross tonnage and upwards, the main
steering gear shall comprise two or more identical power units
complying with the requirements in 104.
106 Steering gears for over-balanced rudders, which are subject to C108, are to be designed to prevent a sudden turn of rudder in case of loss of steering gear torque due to a single failure
in the steering gear power or control systems, inclusive failure
in power supply.
107

Main and auxiliary steering gear power units shall be:

a) arranged to restart automatically when power is restored


after a power failure
b) capable of being brought into operation from a position on
the navigating bridge. In the event of a power failure to
any one of the steering gear power units, an audible and
visual alarm shall be given on the navigating bridge
c) arranged so that transfer between units can be readily effected.
108 Where the steering gear is so arranged that more than
one system (either power or control) can be simultaneously operated, the risk of hydraulic locking caused by a single failure
is to be considered.
Guidance note:
The hydraulic locking is a phenomenon which may be experienced when two hydraulic systems (usually identical) works
against each other.
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---

109 Steering gears are to be mounted on substantial seatings,


which will effectively transmit the rudder torque to the hull
structure. Deck plating under rudder carrier is to be of substantial thickness. Prior to installation all welding near the seatings
have to be completed. The deck underneath is to be efficiently
supported to take the weight of steering gear and rudder with
rudder stock.
110 Suitable stopping arrangements are to be provided for
the rudder. The stoppers may be an integral part of the rudder
actuator. Power cut-out to the actuator is to operate at a smaller
angle of helm than those for the rudder, and are to be synchronised with the gear itself and not with the control system.
111 Steering gears, other than of the hydraulic type, will be
accepted provided the standards are considered equivalent to
the requirements of this section.
112

The steering gear compartment shall be:

a) readily accessible and, as far as practicable, separated


from machinery spaces
b) provided with suitable arrangements to ensure working access to steering gear machinery and controls.
These arrangements shall include handrails and gratings or
other non-slip surfaces to ensure suitable working conditions in the event of hydraulic fluid leakage.
(SOLAS reg. II-1/29.13)
113 Electrical power units are to be placed on elevated platforms in order to avoid water splash.
114 A means of communication according to Pt.4 Ch.12
Sec.2 B101 is to be provided.
J 200

Power actuating system, general requirements

201 Rudder actuators other than those covered by the IMO


Guidelines for non-duplicated rudder actuators, see Appendix A, are to be designed in accordance with the relevant requirements of Pt.4 Ch.7 for Class I pressure vessels
(notwithstanding any exemptions for hydraulic cylinders).
202 Accumulators, if fitted, are to comply with the relevant
requirements of Pt.4 Ch.7.
203 The welding details and welding procedures are to be
approved. All welded joints within the pressure boundary of a
rudder actuator or connecting parts transmitting mechanical
loads are to be full penetration type or of equivalent strength.
204 The construction is to be such as to minimise local concentrations of stress.
205 The design pressure for calculations to determine the
scantlings of piping and other steering gear components subjected to internal hydraulic pressure shall be at least 1,25 times
the maximum working pressure under the operational conditions specified in 102 b) taking into account any pressure
which may exist in the low pressure side of the system. Fatigue
criteria may be applied for the design of piping and components, taking into account pulsating pressures due to dynamic
loads (see Appendix A).
206 The permissible primary general membrane stress subject to 205 is not to exceed the lower of the following values:

b y
------ or -----A
B
b = specified minimum tensile strength of material at ambient temperature
y = specified minimum yield stress or 0,2 per cent proof
stress of the material, at ambient temperature.

DET NORSKE VERITAS

Rules for Ships, January 2000


Pt.3 Ch.3 Sec.2 Page 23

A and B are given by the following table:

a) The setting pressure is not to be less than 1,25 times the


maximum working pressure.

Table J1 Permissible primary membrane stress


Steel
Cast steel
Nodular cast iron
A
3,5
4
5
B
1,7
2
3

207 Special consideration is to be given to the suitability of


any essential component which is not duplicated. Any such essential component shall, where appropriate, utilise anti-friction
bearings such as ball bearings, roller bearings or sleeve bearings which shall be permanently lubricated or provided with
lubrication fittings.
208 All steering gear components transmitting mechanical
forces to the rudder stock, which are not protected against
overload by structural rudder stops or mechanical buffers, are
to have a strength at least equivalent to that of the rule rudder
stock in way of the tiller.
209 Oil seals between non-moving parts, forming part of the
external pressure boundary, should be of the metal upon metal
type or of an equivalent type.
210 Oil seals between moving parts, forming part of the external pressure boundary, should be duplicated, so that the failure of one seal does not render the actuator inoperative.
Alternative arrangements providing equivalent protection
against leakage may be accepted.
211 Hydraulic power operated steering gears are to be provided with:
a) arrangements to maintain the cleanliness of the hydraulic
fluid taking into consideration the type and design of the
hydraulic system
b) a fixed storage tank having sufficient capacity to recharge
at least one power actuating system including the reservoir, where the main steering gear is required to be power
operated. The storage tank is to be permanently connected
by piping in such a manner that the hydraulic systems can
be readily recharged from a position within the steering
gear compartment and provided with a contents gauge.
212 Hydraulic power supply for steering gear is not to be
used for other purposes.
J 300 Piping systems, relief valve arrangements
301 Piping, joints, valves, flanges and other fittings are to
comply with the requirements of Pt.4 Ch.6. Power piping is to
comply with requirements to class I pipes. The design pressure
is to be in accordance with 205.
302 For all vessels with non-duplicated actuators, isolating
valves, directly fitted on the actuator, are to be provided at the
connection of pipes to the actuator.
303 Main and auxiliary steering gear are to be provided with
separate hydraulic power supply pipes. When main steering
gear is arranged in accordance with 104, each hydraulic power
unit is to be provided with separate power pipes. Interconnections between power pipes are to be provided with quick operating isolating valves.
304 Arrangements for bleeding air from the hydraulic system are to be provided, where necessary.
305 Relief valves are to be fitted to any part of the hydraulic
system which can be isolated and in which pressure can be
generated from the power source or from external forces. The
setting of the relief valves is not to exceed the design pressure.
The valves are to be of adequate size and so arranged as to
avoid an undue rise in pressure above the design pressure.
306 Relief valves for protecting any part of the hydraulic
system which can be isolated, as required in 305 are to comply
with the following:

b) The minimum discharge capacity of the relief valve(s) is


not to be less than 110 per cent of the total capacity of the
pumps which can deliver through it (them). Under such
conditions the rise in pressure is not to exceed 10 per cent
of the setting pressure. In this regard, due consideration is
to be given to extreme foreseen ambient conditions in respect of oil viscosity.
307 Flexible hoses of approved type may be installed between two points where flexibility is required but are not to be
subjected to torsional deflection (twisting) under normal operating conditions. In general, the hose should be limited to the
length necessary to provide for flexibility and for proper operation of machinery.
308 Hoses are to be high pressure hydraulic hoses according
to recognised standards and suitable for the fluids, pressures,
temperatures and ambient conditions in question. For detailed
requirements for construction and testing of flexible hoses, see
Pt.4 Ch.6 Sec.6 D.
J 400

Rudder actuator

401 The actuator housing may be cast or welded construction. Parts subjected to internal pressure are to satisfy the design requirements in 200.
402 The structural design is to be chosen with due respect to
transmission of reaction forces to the seatings.
403 The rudder carrier, or in case of an integral unit, the rudder actuator and its fastening to foundations, is to be able to
take reaction forces due to bending set up in rudder stock. Side
chocks may be required in addition to fitted bolts.
404 The permissible equivalent stress in tiller arms, rotor
vanes, stoppers, piston rods, rams, guides and other similar
parts, where calculations are based on the rule rudder torque,
MTR is:

fit
2
e 118f 1 1 -------(N/mm )
f
and where calculated at the design pressure:

fit
2
e 150f 1 1 -------(N/mm )
f
For certain parts, which are not subject to reversed load, permissible stress at the design pressure may be increased to:

fit
2
e 185f 1 1 -------(N/mm )
f
Permissible bending stress in rotor vanes calculated at design
pressure is:

fit
2
b 1, 5 AB 1 ------- (N/mm )
f
Fillets are to be smooth and well rounded to give reasonable
low stress concentrations (geometrical stress concentration
(factor) 1,5).
Relevant stresses due to pretensioning of bolts, or shrink fitting
of hubs, etc. are to be duly considered.
e
f
f1
fit

=
=
=
=

permissible von Mises equivalent stress in N/mm2


yield strength of the material in N/mm2 (see B200)
material factor, see B204
static stress due to pretension or shrinkage in N/mm2.

Tangential shrink fitting stress at the hub surface may be taken


as follows:

DET NORSKE V ERITAS

Rules for Ships, January 2000


Pt.3 Ch.3 Sec.2 Page 24

1 + ce

2
fit = p ---------------- 1 (N/mm )
2
1 c

= permissible bending stress in N/mm2


b
y
= smaller of the ------ or ------ in 206
A
B

b
AB

= actual pressure due to shrinkage in N/mm2 (see


G200).

Average hub thickness in way of vanes shall normally not be


less than 70% of required vane root thickness.
Design torqueTdes of a rudder actuator for calculation of rudder stock connection is to be taken as:
pnAl cos 3
T des = -------------------------- 10
(kNm)
cos
Tdes is not to exceed:
d 3
T des = 2f 1 ----------- (kNm)
42k
b
p
n
A
l

=
=
=
=
=
=
=

=
=
=

kb

steering gear design pressure (MPa)


number of active pistons or vanes
piston or vane (projected) area (mm2)
torque arm (m), see Fig. 15
rudder angle
0C for rotary vane and linked cylinder type actuator
maximum permissible rudder angle (normally 35) for
ram type actuator
as defined in Fig. 15
0 for ram and rotary vane type actuator
rudder stock minimum diameter below tiller or rotor
(mm)
bending moment factor, see G201.

The shearing force based on rule rudder torque in each of the


arms or vanes may be expressed as:
M TR
P A = ------------ (kN)
nl
Corresponding bending moment at the root of arms or vanes
may be expressed as:
M A = PA l d--- (kNm)

2
The effective shear area of arms or vanes is, however, not to be
less than (greater of the values applies):
3

d so
2
pA
A A = ----------------- or ---------- (mm )
5000nl
50f 1
l

= length of tiller arm measured from centre of rudder


stock to point of action of driving force in m
n
= number of arms or vanes (not to be taken greater than
3)
d
= diameter of tiller boss, in m
d so = rule diameter of rudder stock at tiller, see G200, in mm
M TR = rule rudder torque, see D200.
The value of l will depend on the design of the tiller or rotor
and also on the angle of helm as illustrated in Fig. 15.
405 Hydraulic cylinder type actuators are to comply with requirements for buckling strength given in Pt.4 Ch.6.

Fig. 15
Steering gears

DET NORSKE VERITAS

Rules for Ships, January 2000


Pt.3 Ch.3 Sec.2 Page 25

J 500 Steering gear control and monitoring systems,


general requirements

J 600

Control gear for steering motors

501 For instrumentation and automation, including computer based control and monitoring, the requirements in this
chapter are additional to those given in Pt.4 Ch.9.

601 Steering gear motors are to be provided with control


gear according to requirements given in Pt.4 Ch.8. The control
gear is, however, not to have overcurrent or other overload releases.

502 Steering gear control system is the equipment by which


orders are transmitted from the navigation bridge to the steering gear power units. Steering gear control systems comprise
transmitters, receivers, hydraulic control pumps and their associated motors, motor controllers, piping and cables.

602 Steering gear motors are to be remote controlled from


the bridge and local controlled from the steering gear compartment. When remote control is arranged from two or more positions, the arrangement is to be such that the motor can be
started independently from any of these positions.

503

603 The control circuit of each steering gear motor is to be


such that a motor in operation will restart automatically upon
restoration of voltage after a power failure.

Steering gear control shall be provided:

a) for the main steering gear, both on the navigating bridge


and in the steering gear compartment
b) where the main steering gear is arranged in accordance
with 104 by two independent control systems, both operable from the navigating bridge. This does not require duplication of the steering wheel or steering lever. Where the
control system consists of an hydraulic telemotor, a second independent system operable from the bridge need not
be fitted, except in an oil carrier, chemical carrier or liquefied gas carrier of 10 000 tons gross and upwards
c) for the auxiliary steering gear, in the steering gear compartment and, if power operated, it shall also be operable
from the navigating bridge and shall be independent of the
control system for the main steering gear.
504 Any main and auxiliary steering gear control system operable from the navigating bridge shall comply with the following:
a) If electric, it shall be served by its own separate circuit
supplied from a steering gear power circuit from a point
within the steering gear compartment, or directly from
switchboard busbars supplying that steering gear power
circuit at a point on the switchboard adjacent to the supply
to the steering gear power circuit.

J 700

Indications and alarms

701 Alarm and indication requirements are specified in Table J2.


702 All alarms associated with steering gear faults are to be
indicated on the navigating bridge and in machinery space
where they can be readily observed.
703 The rudder angle indicating system is to be independent
of any control system and so arranged that a single failure in
power supply or anywhere in the indication system does not
cause loss of rudder angle indication on the bridge.
704 Where hydraulic locking, caused by a single failure,
may lead to loss of steering, an alarm, which identifies the
failed system, is to be provided.
Guidance note:
This alarm should be activated when there is disagreement between the given order versus control system output/execution.
For instance when:
position of the variable displacement pump control system
does not correspond with given order; or
incorrect position of 3-way full flow valve or similar in constant delivery pump system is detected.

b) Means shall be provided in the steering gear compartment


for disconnecting any control system operable from the
navigating bridge from the steering gear it serves.
c) The system shall be capable of being brought into operation from a position on the navigating bridge.
d) In the event of a failure of electrical power supply to the
control system, an audible and visual alarm shall be given
on the navigating bridge.
e) Short circuit protection only shall be provided for steering
gear control supply circuits.
505 The electric power circuits and the steering gear control
systems with their associated components, cables and pipes are
to be separated as far as is practicable throughout their length.
506 When two or more exclusive electric control systems are
used, these are to be kept separated with separate cables and
are not to be located in the same enclosure. Regarding arrangements in steering stands, this requirement may be waived, provided the systems are securely installed and separated as far as
practicable.
Steering order devices for exclusive electric control systems
may be operated by the same wheel or lever shaft.

---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---

J 800

Power supply and distribution

801 Power supply is to be arranged with redundancy. For


ships where main source of electric power is arranged without
redundancy, the steering gear is to be arranged in such a way
that steering from the bridge will be possible also after loss of
main electric power, e.g. by means of direct hand-hydraulic
steering.
802 At least two exclusive circuits are to be provided for
each electric or electrohydraulic steering gear arrangement
comprising one or more power units.
803 Each of the exclusive circuits is to be fed from the main
switchboard, however, one circuit may pass through the emergency switchboard.
804 One of these circuits may supply an associated auxiliary
electric or electrohydraulic steering gear.
805 Each of these circuits is to have adequate capacity to
supply all motors which may be connected and operated simultaneously.

Steering mode and steering station selectors for exclusive electric systems may also be operated by the same shaft, provided
the arrangement is of reliable construction.

806 In ships of less than 1600 gross tonnage, if provided with


an auxiliary steering gear independent of electrical power supply, the main steering gear may be fed by one circuit from the
main switchboard.

507 If additional steering stations are arranged with control


circuits branched off from a main steering station, it is to be
possible to disconnect each such circuit by a multipole switch
on the main steering station.

807 Where the rudderstock is required to be over 230 mm diameter (excluding ice strengthening) in way of the tiller, an alternative power supply shall be provided automatically within
45 seconds, either from the emergency source of electrical

DET NORSKE V ERITAS

Rules for Ships, January 2000


Pt.3 Ch.3 Sec.2 Page 26

power or from an independent source of power located in the


steering gear compartment.
Table J2 Monitoring requirements for steering gear
Item

Alarm

Rudder position
Steering gear power units
Steering gear
Steering gear control system

Power failure

Remarks

position
Bridge and steering gear
compartment
Bridge and machinery
space

Power failure Phase failure Running


Motor overload
Hydraulic lock

Low level
Steering gear hydraulic
system oil tanks (each - inclusive steering control
system tanks)
Storage tank
Auto pilot
Failure
1)

Indication
subject
Rudder angle

Ready for operation Disconnection of bridge control system

Bridge

Shall identify failed system


Low pressure alarm is required when control system is not integrated in the
main system
Low level alarm indication
is not to be combined with
other alarms on the bridge
1)

Oil level
Running

Content gauge on the tank


Bridge
Alarm on bridge only

Low level alarm in separate steering gear control system oil tanks may be substituted by low pressure alarm. It is provided that each of the systems is able
to control the main steering gear alone, and that oil leakage in one system has no effect on the other one

J 900 Emergency power supply


901 Where the rudder stock is required to be over 230 mm
diameter in way of the tiller, excluding strengthening for navigation in ice, an alternative power supply, sufficient at least to
supply the steering gear power unit which complies with the
requirements in 103 and also its associated control system and
the rudder angle indicator, shall be provided automatically,
within 45 seconds, either from the emergency source of electrical power or from an independent source of power located in
the steering gear compartment. This independent source of
power shall be used only for this purpose.
902 In every ship of 10 000 gross tonnage and upwards, the
alternative power supply shall have a capacity for at least 30
minutes of continuous operation and in any other ship for at
least 10 minutes.
903 Where the alternative power source is a generator, or an
engine driven pump, starting arrangements are to comply with
the requirements relating to the starting arrangements of emergency generators.
J 1000 Operating instructions
1001 Appropriate operating instructions with a block diagram showing the change-over procedures for steering gear
control systems and steering gear actuating systems are to be
permanently displayed in the wheelhouse and in the steering
gear compartment.
1002 Where the system failure alarms according to 704 are
provided, appropriate instructions are to be given to shut down
the failed system.
J 1100 Additional requirements for oil carriers, chemical
carriers and liquefied gas carriers of 10 000 tons gross and
upwards
1101 Every oil carrier, chemical carrier or liquefied gas carrier of 10 000 tons gross and upwards are, subject to 1102 to
comply with the following:
a) The main steering gear is to be so arranged that in the
event of loss of steering capability due to a single failure
in any part of one of the power actuating systems of the
main steering gear, excluding the tiller, quadrant or components serving the same purpose, or seizure of the rudder
actuators, steering capability is to be regained in not more
than 45 seconds after the loss of one power actuating system.

b) The main steering gear is to comprise either:


two independent and separate power actuating systems, each capable of meeting the requirements in 102
b), or
at least two identical power actuating systems which,
acting simultaneously in normal operation, are to be
capable of meeting the requirements in 102 b). Where
necessary to comply with this requirement, inter-connection of hydraulic power actuating systems is to be
provided. Loss of hydraulic fluid from one system is
to be capable of being detected and the defective system automatically isolated so that the other actuating
system or systems are to remain fully operational.
c) Steering gears other than of the hydraulic type are to
achieve equivalent standards.
1102 For oil carriers, chemical carriers or liquefied gas carriers of 10 000 tons gross and upwards, but of less than 100 000
tonnes deadweight, solutions other than those set out in 1101,
which need not apply the single failure criterion to the rudder
actuator or actuators, may be permitted provided that an equivalent safety standard is achieved and that:
a) following loss of steering capability due to a single failure
of any part of the piping system or in one of the power
units, steering capability is to be regained within 45 seconds, and
b) where the steering gear includes only a single rudder actuator, special consideration is given to stress analysis for
the design including fatigue analysis and fracture mechanics analysis, as appropriate, to the material used, to the installation of sealing arrangements and to testing and
inspection and to the provision of effective maintenance.
In consideration of the foregoing, regard will be given to
the IMO Guidelines for non-duplicated rudder actuators, given in Appendix A.

K. Testing
K 100

Sternframes

101 Built sternframes with closed sections are to be pressure


tested on completion.

DET NORSKE VERITAS

Rules for Ships, January 2000


Pt.3 Ch.3 Sec.2 Page 27

K 200

Rudders and rudder stock connections

201 Contact area of conical connections is to be (minimum


70%) verified by means of paint test (e.g. tool-maker blue) in
presence of the surveyor.
202 Test pull-up followed by control of contact area may be
required before final assembly for conical keyless connections
intended for injection fitting, if calculations are considered inaccurate due to a non-symmetric design or other relevant reasons. Pull-up length during test pull-up is not to be less than
final pull-up length.
K 300

Steering gears

301 The requirements of the rules relating to the testing of


class I pressure vessels, piping, and related fittings apply. Test
pressure for internal pressure testing is to be 1,5 times the design pressure.
302 After installation on board the vessel the steering gear is
to be subjected to the required hydrostatic and running tests.
303 On double rudder installation where the two units are
synchronised by mechanical means, mutual adjustment is to be
tested.
304 For testing and certification of hydraulic, electrical and
instrumentation and/or automation parts and systems, see Pt.4
Ch.6, Pt.4 Ch.8 and Pt.4 Ch.9, respectively.
305 Each type of power unit pump is to be subjected to a type
test. The type test shall be for a duration of not less than 100
hours, the test arrangements are to be such that the pump may
run in idling conditions, and at maximum delivery capacity at
maximum working pressure. During the test, idling periods are
to be alternated with periods at maximum delivery capacity at
maximum working pressure. The passage from one condition
to another should occur at least as quickly as on board. During
the whole test no abnormal heating, excessive vibration or other irregularities are permitted. After the test, the pump is to be
dismantled and inspected. Type tests may be waived for a power unit which has been proven to be reliable in marine service.
K 400

Trials

401 The steering gear is to be tried out on the trial trip in order to demonstrate to the surveyor's satisfaction that the requirements of the rules have been met. (The design
requirement given in J102 d) need not be proved by trials at
maximum astern speed and maximum rudder angles.) The trial
is to include the operation of the following:
a) Trial conditions:
loaded on summer load waterline
running ahead at maximum service speed corresponding to maximum nominal shaft RPM and maximum
continuous rating (MCR) of the main engine(s) and if
equipped with controllable pitch propeller(s), the propeller pitch is to be at the maximum design pitch corresponding to the nominal shaft RPM and MCR of the
main engine(s).

If the vessel cannot be tested on summer load waterline, alternative trial conditions may be specially considered. See 402 and 403.
a1) Main steering gear trial:
turning the rudder over from 35 on one side to 35 on
the other side and vice versa
from 35 on either side to 30 on the other sides respectively within required time as given in J102, or if
class notation Tug, Supply Vessel, or Ice Classes
ICE 05-15 or POLAR 10-30, or Icebreaker in the
respective rule sections.
Where main steering gear comprises two or more
identical power units, the steering gear is to be tested
with each power unit individually and all together,
provided these are intended for simultaneous running.
For capacity versus number of power units in operation, see J104.
a2) Auxiliary steering gear trial:
turning the rudder over from 15 on one side to 15 on
the other side in not more than 60 seconds with the
ship on summer load waterline and running ahead at
one half of the maximum ahead service speed or 7
knots, whichever is the greater.
b) the steering gear power units, including transfer between
steering gear power units
c) the isolation of one power actuating system, checking the
time for regaining steering capability
d) the hydraulic fluid recharging system
e) the emergency power supply required in J900
f) the steering gear controls, including transfer of control and
local control
g) the means of communication between the steering gear
compartment and the wheelhouse, also the engine room, if
applicable
h) the alarms and indicators
i) where steering gear is designed to avoid hydraulic locking
this feature shall be demonstrated.
Test items d), g) and h) may be effected at the dockside.
402 When performance test is carried out with reduced
draught with partly submerged rudder, calculations showing
corresponding rudder force and torque for the trials are to be
submitted on request.
403 Ships fitted with semi-spade rudders are normally to be
tested with the rudders completely submerged. However, when
satisfactory results are proved by sister ships, tests according
to 402 with partly submerged rudder may be accepted. Calculations of the expected rudder force and torque for the trials are
to be submitted. If test results for sisterships are not available,
steering gear test with rudder partly submerged may be accepted upon special consideration in each case.

DET NORSKE V ERITAS

Rules for Ships, January 2000


Pt.3 Ch.3 Sec.3 Page 28

SECTION 3
ANCHORING AND MOORING EQUIPMENT
A. General
A 100 Introduction
101 The requirements in this section apply to equipment and
installation for anchoring and mooring.
102 Towlines and mooring lines are not subject to classification. Lengths and breaking strength are, however, given in the
equipment tables as guidance. If certification of materials is
needed voluntarily, it shall be done in accordance with 204.
A 200 Documentation
201 The following plans and particulars are to be submitted
for approval:
equipment number calculations
equipment (list) including type of anchor, grade of anchor
chain, type and breaking load of steel and fibre ropes
anchor design if different from standard or previously approved anchor types. Material specification
windlass design. Material specifications for cable lifters,
shafts, couplings and brakes
chain stopper design. Material specification.
202 The following plans and particulars are to be submitted
for information:
arrangement of deck equipment.
203 For barges the towline fastening arrangement and details, stating towing force is to be submitted for approval.
204 Det Norske Veritas Product Certificate (NV) (for materials, ISO 10474: Type 3.1 C) will be required for the following items:
anchor and anchor shackle
anchor chain cable and accessories (shackles, swivels,
etc.)
windlass cable lifter
winch drum and drum flanges
shafts for cable lifter and/or drum
pawl wheel, stopper and couplings
gear shafts and wheels (W)
windlass/winch frame work (W)
brake components
chain stopper
steel wire ropes (W)
fibre ropes (W).
For items above marked with (W), work's certificate (for materials, ISO 10474: Type 3.1 B) from approved manufacturer
will normally be accepted.
A 300 Assumptions
301 The anchoring equipment required is the minimum considered necessary for temporary mooring of a vessel in moderate sea conditions when the vessel is awaiting berth, tide, etc.
The equipment is therefore not designed to hold a vessel off
fully exposed coasts in rough weather or for frequent anchoring operations in open sea. In such conditions the loads on the
anchoring equipment will increase to such a degree that its
components may be damaged or lost owing to the high energy
forces generated.
Guidance note:
If the intended service of the vessel is such that frequent anchoring in open sea is expected, it is advised that the size of anchors
and chains is increased above the rule requirements, taking into

account the dynamic forces imposed by the vessel moving in


heavy seas. The Equipment Numeral (EN) formula for required
anchoring equipment is based on an assumed current speed of 2,5
m/s, wind speed of 25 m/s and a scope of chain cable between 6
and 10, the scope being the ratio between length of chain paid out
and water depth.
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---

302 The anchoring equipment required by the Rules is designed to hold a vessel in good holding ground in conditions
such as to avoid dragging of the anchor. In poor holding
ground the holding power of the anchors will be significantly
reduced.
303 It is assumed that under normal circumstances the vessel
will use only one bower anchor and chain cable at a time.

B. Structural Arrangement for Anchoring


Equipment
B 100

General

101 The anchors are normally to be housed in hawse pipes of


suitable size and form to prevent movement of anchor and
chain due to wave action.
The arrangements are to provide an easy lead of the chain cable
from the windlass to the anchors. Upon release of the brake,
the anchor is immediately to start falling by its own weight. At
the upper and lower ends of hawse pipes, there are to be chafing lips. The radius of curvature is to be such that at least 3
links of chain will bear simultaneously on the rounded parts at
the upper and lower ends of the hawse pipes in those areas
where the chain cable is supported during paying out and hoisting and when the vessel is laying at anchor. Alternatively, roller fairleads of suitable design may be fitted.
Where hawse pipes are not fitted alternative arrangements will
be specially considered.
102 The shell plating in way of the hawse pipes is to be increased in thickness and the framing reinforced as necessary to
ensure a rigid fastening of the hawse pipes to the hull.
103 Ships provided with a bulbous bow, and where it is not
possible to obtain ample clearance between shell plating and
anchors during anchor handling, local reinforcements of bulbous bow are to be provided as necessary.
104 The chain locker is to have adequate capacity and a suitable form to provide a proper stowage of the chain cable, and
an easy direct lead for the cable into the chain pipes, when the
cable is fully stowed. Port and starboard cables are to have separate spaces. If 3 bower anchors and 3 hawse pipes are used,
there are to be 3 separate spaces. The chain locker boundaries
and access openings are to be watertight. Provisions are to be
made to minimise the probability of chain locker being flooded
in bad weather. Adequate drainage facilities of the chain locker
are to be adopted.
Provisions are to be made for securing the inboard ends of
chain to the structure. This attachment is to be able to withstand a force of not less than 15% nor more than 30% of the
minimum breaking strength of the chain cable. The fastening
of the chain to the ship is to be made in such a way that in case
of emergency when anchor and chain have to be sacrificed, the
chain can be readily made to slip from an accessible position
outside the chain locker.

DET NORSKE VERITAS

Rules for Ships, January 2000


Pt.3 Ch.3 Sec.3 Page 29

105 The windlass and chain stoppers are to be efficiently


bedded to the deck. The deck plating in way of windlass and
chainstopper is to be increased in thickness and supported by
pillars carried down to rigid structures. See Sec.5 B.

hi

C. Equipment Specification
C 100
101

Equipment number
The equipment number is given by the formula:
E N = 2/3 + 2 B H + 0,1 A

= effective height in m from the summer load waterline


to the top of the uppermost deckhouse, to be measured
as follows:
H = a + hi

= distance in m from summer load waterline amidships


to the upper deck at side

Table C1 Equipment table, general


Stockless bower
anchors
Equipment
number

Equipment
letter Number

Mass
per anchor
kg

30-49
50-69
70-89
90-109
110-129
130-149
150-174
175-204
205-239
240-279
280-319
320-359
360-399
400-449
450-499
500-549
550-599
600-659
660-719
720-779
780-839
840-909
910-979
980-1059
1060-1139
1140-1219
1220-1299
1300-1389
1390-1479
1480-1569
1570-1669
1670-1789
1790-1929
1930-2079
2080-2229
2230-2379
2380-2529
2530-2699
2700-2869
2870-3039

a0
a
b
c
d
e
f
g
h
i
j
k
l
m
n
o
p
q
r
s
t
u
v
w
x
y
z
A
B
C
D
E
F
G
H
I
J
K
L
M

2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2

120
180
240
300
360
420
480
570
660
780
900
1020
1140
1290
1440
1590
1740
1920
2100
2280
2460
2640
2850
3060
3300
3540
3780
4050
4320
4590
4890
5250
5610
6000
6450
6900
7350
7800
8300
8700

= height in m on the centre line of each tier of houses


having a breadth greater than B/4. For the lowest tier,
hi is to be measured at centre line from the upper deck,
or from a notional deck line where there is local discontinuity in the upper deck
= area in m2 in profile view of the hull, superstructures
and houses above the summer load waterline, which is
within L of the ship. Houses of breadth less than B/4
are to be disregarded.

In the calculation of hi and A sheer and trim are to be ignored.


Windscreens or bulwarks more than 1,5 m in height are to be
regarded as parts of superstructures and of houses when determining H and A. The total area of the mentioned items measured from the deck, is to be included.
The area of hatch coamings more than 1,5 m in height above
deck at side is to be included in A.
102 For a barge rigidly connected to a push-tug the equipment number is to be calculated for the combination regarded
as one unit.
Towline
(guidance)

Stud-link chain cables


Total Diameter and steel grade
length
NV
NV
NV
K3
K2
K1
m
192,5
220
220
247,5
247,5
275
275
302,5
302,5
330
357,5
57,5
385
385
412,5
412,5
440
440
440
467,5
467,5
467,5
495
495
495
522,5
522,5
522,5
550
550
550
577,5
577,5
577,5
605
605
605
632,5
632,5
632,5

mm
12,5
14
16
17,5
19
20,5
22
24
26
28
30
32
34
36
38
40
42
44
46
48
50
52
54
56
58
60
62
64
66
68
70
73
76
78
81
84
87
90
92
95

mm
12,5
14
16
17,5
17,5
19
20,5
22
24
26
28
30
32
34
34
36
38
40
42
44
46
48
50
50
52
54
56
58
60
62
64
66
68
70
73
76
78
81
84

mm

20,5
22
24
24
26
28
30
30
32
34
36
36
38
40
42
44
46
46
48
50
50
52
54
56
58
60
62
64
66
68
70
73

DET NORSKE V ERITAS

Mooring lines 1)
(guidance)

Steel or fibre ropes


Minimum
length
m
170
180
180
180
180
180
180
180
180
180
180
180
180
180
180
190
190
190
190
190
190
190
190
200
200
200
200
200
200
220
220
220
220
220
240
240
240
260
260
260

Minimum
breaking
strength
kN
88,5
98,0
98,0
98,0
98
98
98
112
129
150
174
207
224
250
277
306
338
371
406
441
480
518
559
603
647
691
738
786
836
888
941
1024
1109
1168
1259
1356
1453
1471
1471
1471

Steel or fibre ropes


Number

Length
of each

2
3
3
3
3
3
3
3
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
4
5
5
5
5
5
5
5
5
6
6
6

m
80
80
100
110
110
120
120
120
120
120
140
140
140
140
40
160
160
160
160
170
170
170
170
180
180
180
180
180
180
190
190
190
190
190
200
200
200
200
200
200

Minimum
breaking
strength
kN
32
34
37
39
44
49
54
59
64
69
74
78
88
98
108
123
132
147
157
172
186
201
216
230
250
270
284
309
324
324
333
353
378
402
422
451
480
480
490
500

Rules for Ships, January 2000


Pt.3 Ch.3 Sec.3 Page 30

Table C1 Equipment table, general (Continued)


Stockless bower
Stud-link chain cables
anchors
Total Diameter and steel grade
Mass
EquipEquipment
length
per
anment
number
chor
NV
NV
NV
letter Number
K1
K2
K3
kg
3040-3209
3210-3399
3400-3599
3600-3799
3800-3999
4000-4199
4200-4399
4400-4599
4600-4799
4800-4999
5000-5199
5200-5499
5500-5799
5800-6099
6100-6499
6500-6899
6900-7399
7400-7899
7900-8399
8400-8899
8900-9399
9400-9999
10000-10699
10700-11499
11500-12399
12400-13399
13400-14599
14600-16000
1)

N
O
P
Q
R
S
T
U
V
W
X
Y
Z
A*
B*
C*
D*
E*
F*
G*
H*
I*
J*
K*
L*
M*
N*
O*

2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2

9300
9900
10500
11100
11700
12300
12900
13500
14100
14700
15400
16100
16900
17800
18800
20000
21500
23000
24500
26000
27500
29000
31000
33000
35500
38500
42000
46000

m
660
660
660
687,5
687,5
687,5
715
715
715
742,5
742,5
742,5
742,5
742,5
742,5
770
770
770
770
770
770
770
770
770
770
770
770
770

mm
97
100
102
105
107
111
114
117
120
122
124
127
130
132
137

mm
84
87
90
92
95
97
100
102
105
107
111
111
114
117
120
124
127
132
137
142
147
152

mm
76
78
78
81
84
87
87
90
92
95
97
97
100
102
107
111
114
117
122
127
132
132
137
142
147
152
157
162

Towline
(guidance)

Mooring lines 1)
(guidance)

Steel or fibre ropes


Minimum
length
m
280
280
280
300
300
300
300
300
300
300
300
300
300
300
300
300
300
300
300
300
300
300

Minimum
breaking
strength
kN
1471
1471
1471
1471
1471
1471
1471
1471
1471
1471
1471
1471
1471
1471
1471
1471
1471
1471
1471
1471
1471
1471

Steel or fibre ropes


Number

Length
of each

6
6
6
6
6
7
7
7
7
7
8
8
8
8
9
9
10
11
11
12
13
14
15
16
17
18
19
21

m
200
200
200
200
200
200
200
200
200
200
200
200
200
200
200
200
200
200
200
200
200
200
200
200
200
200
200
200

Minimum
breaking
strength
kN
520
554
588
618
647
647
657
667
677
686
686
696
706
706
716
726
726
726
735
735
735
735
735
735
735
735
735
735

For individual mooring lines with breaking force above 490 kN according to the table, the strength may be reduced by the corresponding increase of the
number of mooring lines and vice versa. The total breaking force of all mooring lines on board should not be less than according to the table. However,
the number of mooring should not be less than 6, and no line should have a breaking force less than 490 kN.

C 200 Equipment tables


201 The equipment is in general to be in accordance with the
requirements given in Table C1.
The two bower anchors and their cables are to be connected
and stowed in position ready for use. The total length of chain
cable required is to be equally divided between the two anchors. The towline and the mooring lines are given as guidance
only, representing a minimum standard, and are not to be considered as conditions of class.
202 For fishing vessels the equipment is to be in accordance
with the requirements given in Table C2. When the equipment
number is larger than 720, table C1 should be applied.
203 Unmanned barges are only to have equipment consisting
of 2 mooring lines with length as required by Table C1.

204 For ships and manned barges with restricted service the
equipment specified in Table C1 and C2 may be reduced in accordance with Table C3. No reductions are given for class notations R0 and R1.
205 For ships and manned barges with equipment number
EN less than 205 the anchor and chain equipment specified in
Table C1 and C2 may be reduced, on application from the
Owners, based upon a special consideration of the intended
service area of the vessel. The reduction is not to be more than
given for the service notation R4 in Table C3. In such cases a
minus sign will be given in brackets after the equipment letter
for the vessel in the Register of vessels classed with DNV,
e.g. f().

DET NORSKE VERITAS

Rules for Ships, January 2000


Pt.3 Ch.3 Sec.3 Page 31

Table C2 Equipment table for fishing vessels and sealers


Stockless bower
Stud-link chain cables
anchors
Total
Diameter and
Mass per
EquipEquiplength
steel grade
anchor
ment
ment
NV
NV
number
letter Number
K2
K1
kg
30-39
40-49
50-59
60-69
70-79
80-89
90-99
100-109
110-119
120-129
130-139
140-149
150-174
175-204
205-239
240-279
280-319
320-359
360-399
400-449
450-499
500-549
550-599
600-659
660-720

a0f1
a0f2
af1
af2
bf1
bf2
cf1
cf2
df1
df2
ef1
ef2
f
g
h
i
j
k
l
m
n
o
p
q
r

2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2

80
100
120
140
160
180
210
240
270
300
340
390
480
570
660
780
900
1020
1140
1290
1440
1590
1740
1920
2100

m
165
192,5
192,5
192,5
220
220
220
220
247,5
247,5
275
275
275
302,5
302,5
330
357,5
357,5
385
385
412,5
412,5
440
440
440

mm
11
11
12,5
12,5
14
14
16
16
17,5
17,5
19
19
22
24
26
28
30
32
34
36
38
40
42
44
46

Table C3 Equipment reductions for service restriction


notations. (See Table C1)
Class
Stockless bower
Stud-link
notation
anchors
chain cables
Number
Mass
Length
Diameter
change per reduction
anchor
No red.
No red.
- 10%
2
R2
No red.
No red.
- 20%
2
R3
- 10%
- 20%
- 30%
2
R4
- 20%
- 30%
- 40%
2
RE
Alternatively:
R3
1
+40%
- 40%
No red.
R4
1
No change
- 50%
No red.
RE
1
- 20%
- 60%
- 10%

D. Anchors
D 100
101

General
Anchor types dealt with are:

ordinary stockless bower anchor


ordinary stocked bower anchor
H.H.P. (High Holding Power) anchor.
102 The mass of ordinary stockless bower anchors is not to
be less than given in C. The mass of individual anchors may
vary by 7% of the table value, provided that the total mass of
anchors is not less than would have been required for anchors
of equal mass.
The mass of the head is not to be less than 60% of the table value.

Towline
(guidance)

Mooring lines
(guidance)

Steel or fibre ropes

Steel or fibre ropes

Minimum
length
m

mm

180
180
180
180
180
180
180
180
180
180
180
180
180
180
180
180
180
180
180
190
190
190
190

12,5
12,5
14
14
16
16
17,5
17,5
19
20,5
22
24
26
28
30
32
34
34
36
38
40

Minimum
breaking
strength

Number

Length
of
each

2
2
3
3
3
3
3
3
3
3
3
3
3
3
4
4
4
4
4
4
4
4
4
4
4

m
50
60
80
80
100
100
110
110
110
110
120
120
120
120
120
120
140
140
140
140
140
160
160
160
160

kN
98
98
98
98
98
98
98
98
98
98
98
112
129
150
174
207
224
250
277
306
338
371
406

Minimum
breaking
strength
kN
29
29
34
34
37
37
39
39
44
44
49
49
54
59
64
69
74
78
88
98
108
123
132
147
157

103 The mass of stocked bower anchor, the stock not included, is not to be less than 80% of the table-value for ordinary
stockless bower anchors. The mass of the stock is to be 25% of
the total mass of the anchor including the shackle, etc., but excluding the stock.
104 For anchors approved as H.H.P. anchors, the mass is not
to be less than 75% of the requirements given in C. In such cases the letter r will follow the equipment letter entered in the
Register of vessels classed with DNV.
D 200 Materials
201 Anchor heads may be cast, forged or fabricated from
plate materials. Shanks and shackles may be cast or forged.
202 The materials are to comply with relevant specification
given in Pt.2. For cast steel, the requirements are given in Pt.2
Ch.2 Sec.7. For forged and cast steel with tensile strength higher than 600 N/mm2 specifications of chemical composition
and mechanical properties are to be submitted for approval for
the equipment in question.
Plate material in welded anchors is to be of the grades as given
in F200 Table F3.
203 Anchors made of nodular cast iron may be accepted in
small dimensions subject to special approval of the manufacturer.
D 300 Anchor shackle
301 The diameter of the shackle leg is normally not to be less
than:
ds = 1,4 dc
dc

= required diameter of stud chain cable with tensile


strength equal to the shackle material, see Table C1 or
C2. For shackle material different from the steel grades

DET NORSKE V ERITAS

Rules for Ships, January 2000


Pt.3 Ch.3 Sec.3 Page 32

NV K1, NV K2 and NV K3, linear interpolation between table values of dc will normally be accepted.
302 The diameter of the shackle pin is normally not to be less
than the greater of:
dp = 1,5 d c
dp = 0,7 l p
dc
lp

= as given in 301
= free length of pin. It is assumed that materials of the
same tensile strength are used in shackle body and pin.
For different materials dp will be specially considered.

D 400 Testing
401 Ordinary anchors with a mass more than 75 kg, or
H.H.P. anchors with a mass more than 56 kg, are to be subjected to proof testing in a machine specially approved for this purpose.
402 The proof test is to be as given in Table D1, dependent
on the mass of equivalent anchor, defined as follows:
Total mass of ordinary stockless anchors.
Mass of ordinary stocked anchors excluding the stock.
4/3 of the total mass of H.H.P. anchors.
For intermediate values of mass the test load is to be determined by linear interpolation.
403 The proof load is to be applied on the arm or on the palm
at a distance from the extremity of the bill equal to 1/3 of the
distance between it and the centre of the crown. The anchor
shackle may be tested with the anchor.
404 For stockless anchors, both arms are to be tested simultaneously, first on one side of the shank and then on the other
side.
For stocked anchors, each arm is to be tested individually.
405 The anchors are to withstand the specified proof load
without showing signs of defects.
D 500 Additional requirements for H.H.P. (High Holding Power) anchors
501 H.H.P. anchors are to be designed for effective hold of
the sea bed irrespective of the angle or position at which they
first settle on the sea bed after dropping from a normal type of
hawse pipe. In case of doubt a demonstration of these abilities
may be required.

502 The design approval of H.H.P. anchors is normally given as a type approval, and the anchors are listed in the Register
of Type Approved Products No.3 "Structural Equipment, Containers, Cargo Handling and Securing Equipment".
The design approval of H.H.P. anchors is normally given as a
type approval, and the anchors are listed in the "Register of
Type Approved Products No.3: Containers, Cargo Handling,
Lifting Appliances and Miscellaneous Equipment."
503 H.H.P. anchors for which approval is sought are to be
tested on sea bed to show that they have a holding power per
unit of mass at least twice that of an ordinary stockless bower
anchor.
504 If approval is sought for a range of anchor sizes, at least
two sizes are to be tested. The mass of the larger anchor to be
tested is not to be less than 1/10 of that of the largest anchor for
which approval is sought. The smaller of the two anchors to be
tested is to have a mass not less than 1/10 of that of the larger.
505 Each test is to comprise a comparison between at least
two anchors, one ordinary stockless bower anchor and one
H.H.P. anchor. The mass of the anchors are to be as equal as
possible.
506 The tests are to be conducted on at least 3 different types
of bottom, which normally are to be: soft mud or silt, sand or
gravel, and hard clay or similar compacted material.
507 The tests are normally to be carried out by means of a
tug. The pull is to be measured by dynamometer or determined
from recently verified curves of the tug's bollard pull as function of propeller r.p.m.
The diameter of the chain cables connected to the anchors is to
be as required for the equipment letter in question. During the
test the length of the chain cable on each anchor is to be sufficient to obtain an approximately horizontal pull on the anchor.
Normally, a horizontal distance between anchor and tug equal
to 10 times the water depth will be sufficient.
D 600 Identification
601 The following marks are to be stamped on one side of
the anchor:

Mass of anchor (excluding possible stock)


H.H.P., when approved as high holding power anchor
Certificate No.
Date of test
Det Norske Veritas' stamp.

DET NORSKE VERITAS

Rules for Ships, January 2000


Pt.3 Ch.3 Sec.3 Page 33

Table D1 Proof test load for anchors


Mass of
Proof
Mass of
Proof
anchor
test load
anchor
test oad
kg
kN
kg
kN
125
550
23,2
50
132
600
25,2
55
140
650
27,1
60
149
700
28,9
65
158
750
30,7
70
166
800
32,4
75
175
850
33,9
80
182
900
36,3
90
191
950
39,1
100
199
1000
44,3
120
208
1050
49,1
140
216
1100
53,3
160
224
1150
57,4
180
231
1200
61,3
200
239
1250
66,8
225
247
1300
70,4
250
255
1350
74,9
275
262
1400
79,6
300
270
1450
84,2
325
278
1500
88,8
350
292
1600
93,4
375
307
1700
97,9
400
321
1800
103
425
335
1900
107
450
349
2000
112
475
362
2100
116
500

Mass of
anchor
kg
2200
2300
2400
2500
2600
2700
2800
2900
3000
3100
3200
3300
3400
3500
3600
3700
3800
3900
4000
4100
4200
4300
4400
4500
4600
4700

Proof
test load
kN
376
388
401
414
427
438
450
462
474
484
495
506
517
528
537
547
557
567
577
586
595
604
613
622
631
638

E. Anchor Chain Cables


E 100 General
101 Chain cables are to be made by makers approved by the
Society for the pertinent type of chain cable, size and method
of manufacture.
102 The form and proportion of chain cable links and shackles are normally to be in accordance with Fig. 1. Deviation in
accordance with International Standard ISO/1704-1991, will
be generally accepted.
Other design solutions, e.g. short link chain cable or steel wire
rope may be accepted after special consideration.
103 The diameter of stud link chain cable is not to be less
than given in C.
104 If ordinary short link chain cable is accepted instead of
stud link chain cable at least the same proof load will normally
be required.
For fishing vessels with equipment number EN 110 the diameter is to be at least 20% in excess of the table value for the
steel grade used.
105 If steel wire rope is accepted instead of stud link chain
cable, at least the same breaking strength will be required. Between the anchor and the steel wire rope a short length of chain
cable is to be fitted. The length is to be taken as the smaller of
12,5 m and the distance between the anchor in stowed position

Mass of
anchor
kg
4800
4900
5000
5100
5200
5300
5400
5500
5600
5700
5800
5900
6000
6100
6200
6300
6400
6500
6600
6700
6800
6900
7000
7200
7400
7600

Proof
test load
kN
645
653
661
669
677
685
691
699
706
713
721
728
735
740
747
754
760
767
773
779
786
795
804
818
832
845

Mass of
anchor
kg
7800
8000
8200
8400
8600
8800
9000
9200
9400
9600
9800
10000
10500
11000
11500
12000
12500
13000
13500
14000
14500
15000
15500
16000
16500
17000

Proof
test load
kN
861
877
892
908
922
936
949
961
975
987
999
1010
1040
1070
1090
1110
1130
1160
1180
1210
1230
1260
1270
1300
1330
1360

Mass of
anchor
kg
17500
18000
18500
19000
19500
20000
21000
22000
23000
24000
25000
26000
27000
28000
29000
30000
31000
32000
34000
36000
38000
40000
42000
44000
46000
48000

Proof
test load
kN
1390
1410
1440
1470
1490
1520
1570
1620
1670
1720
1770
1800
1850
1900
1940
1990
2030
2070
2160
2250
2330
2410
2490
2570
2650
2730

and the winch. The anchor weight is to be increased by 25%


and the length of the steel wire rope is to be at least 50% above
the table value for the chain cable. Arrangements applying the
steel wire ropes of trawl winches may be accepted, provided
the strength of the rope is sufficient.
E 200

Materials

201 The chain cable links may be made by electric resistance


butt welding (melt welding), by casting or drop forging.
Shackles and swivels may be cast or forged.
The studs in stud link chain cables are to be made of cast or
forged steel.
Tapered locking pins for shackle bolts are to be made of stainless or tinned steel with a lead stopper at the thick end.
202 The materials are to be delivered with Det Norske Veritas' material certificates in compliance with the specifications
for steel grades NV K1, K2 and K3.
203 Steel grade NV K1 is normally not to be used in association with H.H.P. anchors.
204 Steel grade NV K3 is not to be used for chain diameter
less than 20,5 mm.
205 Ships equipped with chain cable of steel grade NV K2 or
NV K3, will have the letters s or sh, respectively, added to the
equipment letter.

DET NORSKE V ERITAS

Rules for Ships, January 2000


Pt.3 Ch.3 Sec.3 Page 34

D = dc = Rule diameter of chain cables

Fig. 1
Standard dimensions of stud link chain cable

E 300 Heat treatment and material testing


301 All chain cables and accessories for chain cables, regardless of manufacturing process, are to be heat-treated as

DET NORSKE VERITAS

Rules for Ships, January 2000


Pt.3 Ch.3 Sec.3 Page 35

specified in Table E1. When normalising, care is to be taken to


ensure that no links are lying on top of each other while cooling, and thereby delaying the cooling. A description of the heat
treatment is to be given on the certificate.
302 When a manufacturer of chain cable buys material for
the links from the steel producer, he is to be instructed on the
proper method of heat treatment.
303 After the chain has been heat-treated, the efficiency of
the heat treatment is to be controlled by testing of the material
in the finished links as stated in 304 to 306.
304 From chain cables of grade NV K1 and NV K2, one set
of 3 impact tests is to be taken from every four 27,5 m length
of chain cable or from every 100 m.
The material for the testing is obtained by supplying cable
lengths with extra links. The tests are to satisfy the requirements stated in Table E1.
Subject to agreement with the Society, a reduction in the
number of impact tests may be allowed, provided the manufacturer by means of statistical tests data verifies that the impact
requirements in Table E1 are consistently met.
305 From chain cables of grade NV K3, one set of tests (1
tensile and 6 impact tests) is to be taken from every four 27,5
m length of chain or from every 100 m.
The material for the testing is obtained by supplying the cable
lengths with extra links. The tensile test piece is to be taken
from the base material opposite to the weldment. The tensile
tests results are to satisfy the requirements stated in Table E1.
306 For all steel grades, 3 impact test pieces are to be taken
clear of the weld (position of the test pieces, see Fig. 2). For
steel grade K3, there are to be taken 3 additional impact test
pieces from the welded zone, cut with the notch in the middle
of the weld.
Impact test values of specimens taken clear of the weld are to
comply with the requirements given in Table E1. Impact test
values (KV) for steel grade K3 of specimens taken from the
weld are to be at least 50 J as average value of 3 tests when the
tests are carried out at 0C. The surveyor may also require impact tests from more than one length in every four.
E 400 Breaking test
401 A breaking test specimen consists of at least 3 links connected together, and they are to be manufactured at the same
time and in the same way as the chain cable and heat-treated as
this. During the heat treatment the test specimen is to be securely attached to the chain cable.
402 At least one breaking test specimen is to be taken from
every four 27,5 m lengths of chain cable or from every 100 m.
For chain cables of grade NV K1 which is not heat-treated after
welding, breaking test is to be carried out on one specimen
from each 27,5 m length. For cast chain cables (grades NV K2
and NV K3), one breaking test per heat treatment batch is to be
taken, with a minimum of one for every four 27,5 m lengths.
The testing may be recognized as having been passed, if fracture has not occured at the minimum breaking strength given
in Tables E2 and E3.
403 Other tests may replace the breaking test after agreement
with the Society.

404 Should a breaking load test fail, a further test specimen


may be taken from the same length of chain cable and tested.
The test shall be considered successful if the requirements are
then satisfied.
If the retest fails, the length of chain cable concerned shall be
rejected. If the manufacturer so wishes, the remaining three
lengths belonging to the batch may then be individually subjected to test at the breaking load. If one such test fails to meet
the requirements, the entire batch is rejected.
405 From each manufacturing batch (same grade, size and
heat treatment batch) of 25 units or less of shackles, swivels,
swivel shackles, large links and end links, and from each manufacturing batch of 50 units or less of Kenter shackles, one unit
is to be subjected to the breaking load test. Parts tested in this
way may not to be put to further use.
The Society may waive the breaking load test if:
a) the breaking load has been demonstrated on the occasion
of the approval testing of parts of the same design, and
b) the mechanical properties and the impact energy of each
manufacturing batch are proved, and
c) the parts are subjected to suitable non-destructive testing.
E 500 Proof test
501 Each length of the chain cable is to be proof tested in a
machine specially approved for that purpose, and is to withstand the load given in Tables E2 and E3 for the type, size and
grade of steel concerned, without showing any signs of defects.
All joining shackles, end shackles and swivels are to be tested
with the proof load prescribed for the chain concerned. See
D403 for specific relaxation for anchor shackle.
502 Should a proof load test fail, the defective link(s) is (are)
to be replaced, a local heat treatment according to 801 to be
carried out on the new link(s) and the proof load test to be repeated. In addition, an investigation is to be made to identify
the cause of the failure.
E 600 Tolerances
601 All required measurements are to be taken after the
proof testing. The measurements are to be carried out to the
satisfaction of the surveyor.
602 The allowable manufacturing minus tolerance on the diameter d c of the common links is:

for dc 40 mm : 1 mm
for 40 < dc 84 mm : 2 mm
for 84 < dc 122 mm : 3 mm
for dc > 122 mm: 4 mm.

The allowable manufacturing plus tolerance is 5%. The crosssectional area of the link is at least to be the theoretical area for
the nominal diameter.
The calculation of the theoretical area is to be based on the average of four measurements of the diameter equally spaced
around the circumference.
Three links from every four 27,5 m length or every 100 m
length of chain cable are to be chosen for measurements of the
diameter.

DET NORSKE V ERITAS

Rules for Ships, January 2000


Pt.3 Ch.3 Sec.3 Page 36

Table E1 Heat treatment and mechanical properties


Mechanical properties:
Yield stress R EH or proof stress RP0,2 N/mm2
Tensile strength, RM N/mm2
Elongation (L 0 = 5d) A 5 %
Reduction of area, Z %
Impact values (KV), as an average of 3 tests, J

NV K1 Normalised 1)

Grade Heat treatment


NV K2 Normalised 2)

370 - 490
Minimum 25

Minimum 295
490 - 690
Minimum 22

minimum 27; 20 C

minimum 27; 0 C

NV K3 Quenched and tempered, normalised or normalised and tempered


Minimum 410
Minimum 690
Minimum 17
minimum 40 3)
minimum 60; 0C

1)

Chain cables with diameters up to 50 mm may be supplied without heat treatment after welding, provided that a breaking test is carried out on one specimen from each length, see 402.

2)

Cast chain cable, grade NV K2, is to be normalised or may, at option of the manufacturer, be hardened and tempered.

3)

35% for cast links and chain accessories.

603 The allowable manufacturing tolerance on length of 5


links is + 2.5 %. The measurements are to be taken while the
chain is loaded to about 10% of the proof load. Other methods
for the measurements may be agreed upon.
604 The allowable manufacturing tolerance on other dimensions that are described in 602 and 603, is 2,5%. For common
links, three links from every four 27,5 m length or every 100 m
length of chain cable are to be chosen for measurements of outside length and width.
E 700

Identification

701 Every 27,5 m length of chain cable and all accessories


are to be stamped with:
Chain grade, according to Table E1
Certificate No.
Det Norske Veritas' stamp.

E 800 Repair of defects


801 Links seriously damaged are to be replaced with shackles of approved type and grade of steel or with new links corresponding to the original ones as regards grade of steel and
specified properties. The use of other material and processes of
manufacture is subject to approval in each case. Each substitute (new link) is to be subjected to a satisfactory method of
heat treatment (normalising, normalising and tempering or
quenching and tempering) as required, without affecting adjacent links, if the entire chain is not reheat-treated. Processes for
individual treatment of links are to be tested as to impact properties (for NV K3 chain also the tensile strength) by testing extra links which are manufactured and treated in the same way
as the new links in the chain.
The repaired chain length is finally to be subjected to the required proof testing.
802 Defective accessories for chain cables (shackles and
swivels) are to be replaced by new ones of the same grade as
the chain cable, or better.

DET NORSKE VERITAS

Rules for Ships, January 2000


Pt.3 Ch.3 Sec.3 Page 37

Table E2 Test loads and mass. Stud link chain cables


Chain of
Steel grade NV K1
Diameter of
Proof test load
Minimum breaking
chain mm
strength
kN
kN
11
12,5
14
16
17,5
19
20,5
22
24
26
28
30
32
34
36
38
40
42
44
46
48
50
52
54
56
58
60
62
64
66
68
70
73
76
78
81
84
87
90
92
95
97
100
102
105
107
111
114
117
120
122
124
127
130
132
137
142
147
152
157
162

36
46
58
76
89
105
123
140
167
194
225
257
291
328
366
406
448
492
538
585
635
686
739
794
851
909
969
1030
1100
1160
1230
1290
1390
1500
1580
1690
1810
1920
2050
2130
2260
2340
2470
2560
2700
2790
2970
3110
3260
3400
3500
3600
3750
3900
4000
4260
4520
4790
5050
5320
5590

51
66
82
107
127
150
175
200
237
278
321
368
417
468
523
581
640
703
769
837
908
981
1060
1140
1220
1290
1380
1470
1560
1660
1750
1840
1990
2150
2260
2410
2580
2750
2920
3040
3230
3350
3530
3660
3860
3980
4250
4440
4650
4860
5000
5140
5350
5570
5720
6080
6450
6840
7220
7600
7990

Chain of
Steel grade NV K2
Minimum
Proof test load
breaking
strength
kN
kN
72
51
92
66
116
82
150
107
179
127
211
150
244
175
280
200
332
237
389
278
449
321
514
368
583
417
655
468
732
523
812
581
896
640
981
703
1080
769
1170
837
1280
908
1370
981
1480
1060
1590
1140
1710
1220
1810
1290
1940
1380
2060
1470
2190
1560
2310
1660
2450
1750
2580
1840
2790
1990
3010
2150
3160
2260
3380
2410
3610
2580
3850
2750
4090
2920
4260
3040
4510
3230
4680
3350
4940
3530
5120
3660
5390
3860
5570
3980
5940
4250
6230
4440
6510
4650
6810
4860
7000
5000
7200
5140
7490
5350
7800
5570
8000
5720
8510
6080
9030
6450
9560
6840
10100
7220
10640
7600
11170
7990

DET NORSKE V ERITAS

Chain of
Steel grade NV K3
Minimum
Proof
breaking
test load
strength
kN
kN
102
72
132
92
165
116
216
150
256
179
301
211
349
244
401
280
476
332
556
389
642
449
735
514
833
583
937
655
1050
732
1160
812
1280
896
1400
981
1540
1080
1680
1170
1810
1280
1960
1370
2110
1480
2270
1590
2430
1710
2600
1810
2770
1940
2940
2060
3130
2190
3300
2310
3500
2450
3690
2580
3990
2790
4300
3010
4500
3160
4820
3380
5160
3610
5500
3850
5840
4090
6080
4260
6440
4510
6690
4680
7060
4940
7320
5120
7700
5390
7960
5570
8480
5940
8890
6230
9300
6510
9720
6810
9990
7000
10280
7200
10710
7490
11140
7800
11420
8000
12160
8510
12910
9030
13660
9560
14430
10100
15200
10640
15970
11170

Guidance
Approximate mass
per m
kg
3,7
4,4
5,6
6,8
8,0
9,3
10,6
12,6
14,8
17,1
19,6
22,3
25,1
28,1
31,3
34,7
38,2
41,9
45,8
49,8
54,0
58,4
63,0
67,8
72,7
77,8
83,1
88,6
94,2
100,0
106,0
115,2
124,9
131,6
142,0
152,9
164,2
176,0
184,1
196,6
205,0
218,5
227
241
250
269
284
299
314
326
335
351
367
378
408
437
470
500
530
570

Rules for Ships, January 2000


Pt.3 Ch.3 Sec.3 Page 38

Table E3 Test loads for short link chain cables


Diameter of chain
Proof load
Breaking load
mm
kN
kN
11
22,4
47,7
12
26,6
53,2
13
31,3
62,5
14
36,3
72,5
15
41,6
83,2
16
47,4
94,7
17
53,5
107,0
18
59,8
119,5
19
66,7
133,5
20
73,9
147,5
21
81,4
163,0
22
89,6
179,0
23
97,9
195,5
24
106,5
213
25
116,0
231
26
125,0
250
27
135,0
270
28
144,5
289
29
155,5
311
30
166,5
333
31
177,5
355
32
190,0
380
33
201
402
34
214
428
35
227
453

Fig. 2
Position of test pieces

F. Windlass and Chain Stoppers


F 100

General design

101 The anchors are normally to be operated by a specially


designed windlass. For ships with length L<50 m, one of the
cargo winches may be accepted as windlass, provided the requirements to the arrangement and function are satisfied.
102 The windlass is to have one cable lifter for each anchor
stowed in hawse pipe.
The cable lifter is normally to be connected to the driving shaft
by release coupling and provided with brake.
The number of pockets in the cable lifter is not to be less than
5. The pockets, including the groove width etc. are to be designed for the joining shackles/kenter shackles with due attention to dimensional tolerances.
When the chain cable diameter is less than 26 mm, only one of
the cable lifters need be fitted with release coupling and brake.

103 For each chain cable there is normally to be a chain stopper, arranged between windlass and hawse pipe. The chain cables are to reach the hawse pipes through the cable lifter only.
104 Electrically driven windlasses are to have a torque limiting device.
Electric motors are to comply with the requirements of Pt.4
Ch.8.
105 The windlass with prime mover is to be able to exert the
pull specified by Table F1 directly on the cable lifter. For double windlasses the requirements apply to one side at a time.
Table F1 Lifting power
Lifting force
and speed
Normal lifting force for
30 min in N
Mean hoisting speed
Maximum lifting force
for 2 minutes (no speed
requirement)

dc

K1

Grade of chain
K2

K3

36,8 dc2

41,7 dc2

46,6 d c2

9 m/min.
1,5 x normal lifting force

= diameter of chain in mm.

Attention is to be paid to stress concentrations in keyways and


other stress raisers and also to dynamic effects due to sudden
starting or stopping of the prime mover or anchor chain.
106 The capacity of the windlass brake is to be sufficient for
safe stopping of anchor and chain cable when paying out.
The windlass with brakes engaged and release coupling disengaged is to be able to withstand a static pull of 45% of the chain
cable minimum breaking strength given in Table E2, without
any permanent deformation of the stressed parts and without
brake slip.
If a chain stopper is not fitted, the windlass is to be able to
withstand a static pull equal to 80% of the minimum breaking
strength of the chain cable, without any permanent deformation of the stressed parts and without brake slip.
107 Calculations indicating compliance with the requirements in 105 and 106 may be dispensed with when complete
shop test verification is to be carried out.
108 The chain stoppers and their attachments are to be able
to withstand 80% of the minimum breaking strength of the
chain cable, without any permanent deformation of the
stressed parts. The chain stoppers are to be so designed that additional bending of the individual link does not occur and the
links are evenly supported. Bar type chain stoppers stopping
the chain link from one side may be accepted after special consideration and provided that satisfactory strength is demonstrated by calculation or prototype test.
Guidance note:
A chain stopper designed to a recognised national or international standard may be accepted provided its service experience is
considered satisfactory by the Society.
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---

F 200 Materials
201 Cable lifter shafts and cable lifters with couplings are to
be made from materials as stated in Table F2.
Table F2 Material requirements
Chain cable diame- Chain cable diameter > 46 mm
ter 46 mm
Cable lifters and cou- Nodular cast iron or Cast steel
plings
special cast iron
Cable lifter shaft
Forged or rolled steel, cast steel

202 Windlass and chain stoppers may be cast components or


fabricated from plate materials. The material in cast compo-

DET NORSKE VERITAS

Rules for Ships, January 2000


Pt.3 Ch.3 Sec.3 Page 39

nents is to be cast steel or nodular cast iron with elongation not


less than 18%. Plate material in welded parts is to be of grade
as given in Table F3.
Table F3 Plate material grades
Thickness in mm
Normal strength
structural steel
t 20
A
20 < t 25
B
25 < t 40
D
40 < t 50
E

F 300

High strength structural steel


A
A
D
E

Testing

301 Before assembly the following parts are to be pressure


tested:

housings with covers for hydraulic motors and pumps


hydraulic pipes
valves and fittings
pressure vessels
steam cylinders.

The tests are to be carried out in accordance with Pt.4 Ch.6


Sec.5 and Sec.7, and Pt.4 Ch.7. Test pressure for steam cylinders is to be 1,5 times the working steam pressure.
302 After completion at least one prime mover of the windlass is to be shop tested with respect to required lifting and
braking forces.
If calculations have not previously been approved shop testing
of the complete windlass is to be carried out.
303 After installation of the windlass on board, an anchoring
test is to be carried out to demonstrate that the windlass with
brakes etc. functions satisfactorily.

Fig. 3
Constructions of steel wire ropes

104

The diameter of a fibre rope is not to be less than 20 mm.

The mean speed on the chain cable when hoisting the anchor
and cable is not to be less than 9 m/min. and is to be measured
over two shots (55 m) of chain cable during the trial. The trial
should be commenced with 3 shots (82,5 m) of chain cable fully submerged. Where the depth of water in trial areas is inadequate, consideration will be given to acceptance of equivalent
simulated conditions.

105 Synthetic fibre ropes will be specially considered with


respect to size, type, material and testing.

G. Towlines and Mooring Lines

Normally, the tensile strength of the wires is to be 1570 N/mm2


or 1770 N/mm2. The wire is to be galvanised or bright (uncoated). Galvanised wire is to comply with the specifications in
ISO Standard 2232.

G 100

General

101 Steel wire ropes, are to be made by an approved manufacturer.


102 The number, length and breaking strength of towlines
and mooring lines are given in C. Note that towlines and
mooring lines are given as guidance only.
103 The strands of steel wire ropes are to be made in equal
lay construction (stranded in one operation), and are normally
to be divided in groups as follows:
6x19 Group consists of 6 strands with minimum 16 and
maximum 27 wires in each strand
6x36 Group consists of 6 strands with minimum 27 and
maximum 49 wires in each strand.
Fig. 3 gives examples of rope constructions. Other rope constructions may be accepted by the Society upon special consideration.

G 200

Materials

201 Towlines and mooring lines may be of steel, natural fibre or synthetic fibre construction.
202 Wire for steel wire ropes is to be made by open hearth,
electric furnace, LD process or by other processes specially approved by the Society.

203 The steel core is to be an independent wire rope. Normally, the wires in a steel core are to be of similar tensile
strength to that of the main strand, but are not to be less than
1570 N/mm2.
The fibre core is to be manufactured from a synthetic fibre.
204 Unless otherwise stated in the approved specification,
all wire ropes are to be lubricated. The lubrications are to have
no injurious effect on the steel wires or on the fibres in the
rope.
G 300

Testing of steel wire ropes

301 Steel wire ropes are to be tested by pulling a portion of


the rope to destruction. The test length which is dependent on
the rope diameter, is given in Table G1. The breaking load of
the ropes is not to be less than given in Table G2 for the dimension concerned.

DET NORSKE V ERITAS

Rules for Ships, January 2000


Pt.3 Ch.3 Sec.3 Page 40

Table G1 Test lengths


Rope diameter
in mm
d6
6 < d 20
d < 20

Minimum test length


in mm
300
600
30 x d

Table G2 Test load and mass. Steel wire ropes


Construction
Nom.
Minimum required breaking strength in kN
groups
dia.
1570 N/mm2
1770 N/mm2
mm
FC
IWRC
FC
IWRC
124
115
110
102
6 x 19 group
14
162
150
144
133
16
205
190
182
168
18
253
234
224
208
20
306
283
272
251
22
364
337
323
299
24
428
396
379
351
26
496
459
440
407
28
569
527
505
468
30
646
598
573
530
6 x 19 group
32
817
757
725
671
and
36
1010
934
895
829
6 x 36 group
40
1220
1130
1080
1000
44
1450
1350
1290
1190
48
1710
1580
1510
1400
52
1980
1830
1750
1620
56
2270
2100
2010
1860
60
2580
2290
64
2920
2590
68
3270
2900
6 x 36 group
72
3640
3230
76
4040
3580
80
4450
3950
84
4880
4330
88
5340
4730
92
5810
5160
96
6310
5590
100
6820
6050
104
7360
6520
108
7910
7020
112
8490
7530
116
9080
8060
120
9700
8600
124
10330
9170
128

Approximate mass
kg/100 m
FC
72,7
94,9
120
148
179
214
251
291
334
380
480
593
718
854
1000
1160
1330

IWRC
82,0
107
135
167
202
241
283
328
376
428
542
669
810
964
1130
1310
1510
1710
1930
2170
2420
2680
2950
3240
3540
3850
4180
4520
4880
5250
5630
6020
6430
6850

C = fibre core
IWRC = independent wire rope core

302
If facilities are not available for pulling the complete
cross section of the rope to destruction, the breaking load may
be determined by testing separately 10% of all wires from each
strand. The breaking strength of the rope is then considered to
be:
P = f t k (kN)
f
t
k

= average breaking strength of one wire in kN


= total number of wires
= lay factor as given in Table G3.

Table G3 Lay factor k


Rope construction
group
6 x 19
6 x 36

303

The following individual wire tests are to be performed:

torsion test
reverse bend test
weight and uniformity of zink coating.
These tests are to be made in accordance with and are to comply with ISO Standard 2232.
G 400 Testing of natural fibre ropes
401 Natural fibre ropes are, if possible, to be tested by pulling a piece of the rope to destruction. For qualities 1 and 2, the
breaking load is not to be less than given in Table G4.

Rope with FC

Rope with IWRD

0,86
0,84

0,80
0,78

DET NORSKE VERITAS

Rules for Ships, January 2000


Pt.3 Ch.3 Sec.3 Page 41

Table G4 Breaking loads. - natural fibre ropes


CircumBreaking load (approximately) in kN
ference
Three-stranded
Four-stranded
mm
(hawser-laid)
(hawser-laid)
Quality 1
Quality 2
Quality 1 Quality 2
64
31,6
28,2
28,2
24,9
70
37,6
33,4
33,4
29,6
76
44,8
39,8
39,8
35,3
83
52,0
46,3
46,0
41,1
89
59,5
53,1
52,8
47,1
95
68,0
60,5
60,2
53,6
102
76,4
68,0
67,0
60,2
108
85,2
75,7
75,4
67,0
114
95,4
84,7
84,7
75,2
121
105,1
93,4
93,2
82,7
127
116,1
103,1
103,1
91,6
140
139,0
123,5
123,5
109,6
152
163,9
145,5
144,5
128,5
165
190,8
169,4
169,4
150,5
178
219,7
195,3
195,3
173,3
203
282,5
251,1
250,2
222,2
229
353,3
313,9
318,9
279,0
254
433,0
384,7
383,7
340,7
279
520,2
462,1
461,5
410,2
305
617,0
548,2
547,2
486,4

402 If facilities are not available for making the above test,
the Society may accept testing of a specified number of the
yarns from the rope. The breaking strength of the rope will then
be deduced from these tests.
G 500
501

Mooring Winches

Guidance note:
Each winch should be fitted with drum brakes the strength of
which is sufficient to prevent unreeling of the mooring line when
the rope tension is equal to 80 per cent of the breaking strength
of the rope as fitted on the first layer.
Where this is achieved by the winch being fitted with a pawl and
ratchet or other positive locking device, then the braking mechanism shall be such that the winch drum can be released in controlled manner while the mooring line is under tension.
For powered winches the maximum hauling tension which can
be applied to the mooring line (the reeled first layer) should not
be less than 1/4,5 times the rope's breaking strength and not more
than 1/3 times the rope's breaking strength. For automatic winches these figures shall apply when the winch is set on the maximum power with automatic control.
The rendering tension which the winch can exert on the mooring
line (reeled 1st layer) should not exceed 1,5 times, nor be less
than 1,05 times the hauling tension for that particular power setting of the winch on automatic control. The winch is to be
marked with the range of rope strength for which it is designed.
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---

DET NORSKE V ERITAS

Rules for Ships, January 2000


Pt.3 Ch.3 Sec.4 Page 42

SECTION 4
MASTS AND RIGGING
A. General
A 100

Introduction

101 In this section the requirements to strength and support


of masts, derrick posts and standing rigging are given.
102 The derricks and the cargo handling gear, are not subject
to approval.
A 200

Assumptions

201 The cargo handling systems are assumed only to be operated in harbours or in sheltered waters.
202 The formulae for determining the scantlings of stayed
masts, post and standing rigging are based on a symmetrical arrangement of stays and shrouds related to a vertical longitudinal plane through the mast or post.
Steel wire ropes for shrouds are assumed with a modulus of
elasticity equal to 7,5 x 106 N/mm2.
A 300
301

Definitions

A 400

Symbols:

P
ld

= load in t which may be lifted by the derrick


= length of derrick in m. Where the working position of
the derrick is such that the angle between the centre
line of the derrick and the horizontal always exceeds
15, ld is taken as the greatest horizontal projection of
the derrick
ls = length of shrouds in m
lm = length of mast in m from deck or top of mast house to
hounds
H = height of derrick heel above deck or top of mast house
in m
a
= athwartship distance in m from the mast to the deck attachment of shroud in question, see Fig.1
c
= longitudinal distance in m from the mast to the deck attachment of shroud in question, see Fig.1

Fig. 1
Arrangement of shrouds.

With reference to a transverse plane through the mast,


c is to be taken negative () for shrouds fitted on the
same side as the derricks in question and positive (+)
for those fitted on the opposite side
= horizontal distance in m from the mast to the deck attachment of shroud in question, see Fig. 1.
a0, c0 and e0 refer to the shrouds nearest the transverse
plane through the mast. c0 is not to be taken greater
than B/4.
= summation of:
a) Load functions for derricks simultaneously serving one hatch.
b) Support functions for effective shrouds when
loads are as indicated in a), i.e. all shrouds forward
or aft of the mast whichever is opposite to the
hatch in question.
c) Load functions for derricks simultaneously working outboard.
d) Support functions for effective shrouds when
loads are as indicated in c), i.e. all shrouds on one
side of the ship, however the attachment to the
deck is not to exceed 0,3 B forward or aft of the
mast.

401
ted:

Documentation
The following plans and information are to be submit-

Arrangement plan showing location of mast or derrick


post, standing rigging and cargo handling gear. Information about the operation of the derrick booms, if provided,
i.e. how the derricks are intended to be worked, for instance, if more than one derrick is intended to simultaneously serve one hatch. Safe working load and working
position for each provided derrick.
Plan showing proposed scantlings of mast, derrick post
and standing rigging.
Plan showing supporting structures and strengthening of
hull in way of mast, post and standing rigging fastenings.
Specification of the steel wire ropes intended to be used
for standing rigging, indicating rope construction, scantlings and minimum breaking strength.

B. Materials and Welding


B 100

Materials

101 Selection of material grades for plates and sections is to


be based on material thickness. NV-steel grades as given in Table B1 will normally be accepted.
Table B1 Plate material grades
Thickness
Normal strength
in mm
structural steel
t 20
A
20 < t 25
B
25 < t 40
D
40 < t 50
E

High strength
structural steel
A
A
D
E

102 The tensile strength of wire ropes intended for shrouds


and stays is normally to be minimum 1570 or 1770 N/mm2 (see
Table G2 of Sec.3) and should not exceed 2200 N/mm2.
103 Material certificates for standing rigging are to be issued
by the manufacturer, confirming that the delivered products
are manufactured and tested according to the Rules (see Sec.3
G) or another approved specification.

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Rules for Ships, January 2000


Pt.3 Ch.3 Sec.4 Page 43

B 200 Welding
201 Welding of important connections is to be carried out by
welders approved by the Society.
202 Filler metals (electrodes) for welding are to be approved
by the Society.
203 Important welds are to be inspected by radiography as
required by the surveyor. Ultrasonic testing and magnetic-particle testing may also be required.
Radiographs are generally to meet the requirements to mark 4
(blue) according to IIW Collection of Reference Radiographs
of Welds. However, scattered porosity according to mark 3
(green) may be accepted.

Z = 100 (P l d) (cm3)
2

lm
I = 240 --------------lm H

(cm )

Minimum thickness of plating t = 7,5 mm.


Masts with outriggers on unusual spread will be specially considered.
D 300 Stayed masts or posts with derricks with a lifting
capacity not exceeding 10 t
301 The outer diameter of masts or posts is not to be less
than:

C. Arrangement and Support

d 0 = 140

C 100 Masts and posts


101 Masts and posts are to be efficiently supported and connected to at least two decks or to one deck and a mast house top
above. If the latter arrangement is adopted, the mast house top
is to be of sufficient size and adequately stiffened. A winch
house of usual size and scantlings is not considered to meet the
requirements.

( Pl )

( Pl )

1
--3

(mm)

302 The plate thickness of masts or posts is not to be less


than:
t0 = 0,014 d0 mm, minimum 7,5 mm
303 The moment of inertia of masts or posts is not to be less
than:
2

lm
I = 240 --------------lm H

fc
4
------ (cm )
3
ls

C 200 Standing rigging


201 The mast or post is to have at least two shrouds on each
side of the centre line of the ship. The attachment of shrouds to
mast is to be carefully made so as to reduce torsional strains as
far as possible.
202 At fastenings for standing rigging and for guys and topping lifts, the deck is to be securely stiffened and reinforced for
the additional loading.

V
2
= ------------ (cm )
100q

D. Design and Scantlings

V
q

= breaking strength of shrouds in N


= tensile strength of shrouds in N/mm2.

D 100 General
101 The requirements to diameter d0 and plate thickness t0
for masts and posts given in the following are to be maintained
for a distance not less than 1 m above the derrick heel fitting.
Above this level, the diameter and the plate thickness may be
gradually reduced to 0,75 d0 and 0,75 t0 at the hounds. Minimum thickness is 7,5 mm.
102 Where masthead span blocks are attached to outriggers,
the section modulus of the mast at the level of the outrigger is
not to be less than:
Z = 120 r Q (cm3)
r

( Pl d ) 1500l m

= 0,5 for derricks with a lifting capacity of 5 t or less


= 1,0 for derricks with a lifting capacity of 10 t. Between
5 and 10 t, is determined by linear interpolation.

D 400 Stayed masts of posts with derricks with a lifting


capacity of 10 t or more, but not exceeding 40 t
401 The required outer diameter d 0 in mm of masts or posts,
measured at deck or top of mast house, is determined from the
expression:
d0 t 0
--------- 1, 5
100
t0
F

P + 10l

( 1, 7a + c )
-----l - and 1--2- f--------------------------l
fc

Q =

= plate thickness of mast in mm at diameter d0


= the greater of:

= horizontal distance in m from mast to masthead span


blocks on outrigger
P

P + ----------

402 The plate thickness of masts or posts is in no place to be


less than 7,5 mm.
403 The moment of inertia of masts or posts is not to be less
than:

2
ld
1 + --------------- (t)
l H
m

= total load in t which may be lifted by the derricks


on one side of the centre line of the ship
n
= 1, 2, 3 etc. for single, double and triple blocks etc.,
respectively.
103 Masts and posts are to be increased in thickness or reinforced with doubling at the heel, deck and hounds.

lm
I = 240 --------------lm H
G

Pl

1500l m G (cm )

= the smaller of

D 200 Unstayed masts and posts with derricks


201 The section modulus and moment of inertia of masts and
posts with derricks are not, at decks, to be less than:
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fc
1
-----and --3
4
ls

f ( 1, 7a + c )
-----------------------------3
ls

Rules for Ships, January 2000


Pt.3 Ch.3 Sec.4 Page 44

404 Section modulus of masts is in general not to be less


than:
80l m
Z = --------------lm H
G

30000l m
3
Pl d ----------------------- G (cm )
d0

d1 = 0,75 d0 (mm)
d0 and d 1 are the diameter at deck and hounds respectively.

= as defined in 403.

l m1 = length of mast in m measured from deck to hounds.

405 Where derricks are fitted both forward and aft of the
mast, the section modulus is further not to be less than:
80l m
Z = --------------lm H

24000 1

100l m 1
d 0 = ----------------- (mm)
3

Kl m
Pl d -----------d0

P l

+ 0, 25 -------------------P l

502

The plate thickness is not to be less than:


t = 2,5 + 0,35 l m1 (mm)

D 600 Shrouds
601 Shrouds for masts or posts with derricks are to have
breaking strength not less than:

fa
3
------- (cm )
3
lm

1 d 1

2 d 2

P1 l d1 and P2 l d2 refer to derricks on either side of a transverse plane through the mast.
P1 l d1 is to be the smaller of these products.
D 500 Stayed masts without derricks
501 The diameter of stayed masts without derricks is not to
be less than:

10, 8g 0 l m Pl d
V = ---------------------------------------------------- ((kN)
c
( l m H ) 1 + ----0- e

B
Permanent centre line stays may be included in e when relevant.
602 Shrouds for masts without derricks are to have circumference of steel wire rope not less than 63 mm.

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Rules for Ships, January 2000


Pt.3 Ch.3 Sec.5 Page 45

SECTION 5
SEATS FOR ADDITIONAL LIFTING, TOWING OR MOORING EQUIPMENT
A. Crane Pedestals and Miscellaneous Lifting
Posts
A 100

A 400 Arrangement
401 For large loads see Fig.1 and Fig.2.

Introduction

101 In this subsection the requirements for strength and support of crane pedestals, support of davits, A-frames and other
lifting posts are given. The requirements are enforced for safe
working load (SWL) > 30 kN or resulting bending moment on
seat > 100 kNm.
102 The crane including pedestal flange and bolts or the lifting gear itself is not subject to approval, unless class notation
CRANE, DSV or Crane Vessel is requested.
Guidance note:
If ILO certification of lifting appliances is requested and DNV is
to issue the certificate, approval of documentation will be required. See Rules for Certification of Lifting Appliances.
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A 200
201
ted:

Fig. 1
Not recommended support.

Documentation
The following plans and information are to be submit-

Plans:
arrangement
pedestal/post with scantlings and grades of material
hull reinforcements.
For cranes on rails, also:
support of rails
end buffers
parking position with locking arrangement and hull reinforcements.
Information:
SWL
weight and weight moment of installation, in various lifting positions.

Fig. 2
Recommended support.

For crane to be used offshore, also:


dynamic coefficient on working load
intended sea state for operation.
A 300

Materials and welding

301 For pedestal/posts to be used in harbour only, selection


of material grade for plates and sections is to be based on Table
B1 of Sec.4.
302 When intended for offshore use, the selection of materials is to be based on the Rules for Certification of Lifting Appliances.
The design temperature TD, for determination of the impact
test temperature, is to be taken not less than 20C, if not otherwise specified.
303 When a pedestal subjected to bending is not slotted
through a deck plating with t > 10 mm, the following applies:
either Z-quality material (Pt.2 Ch.2 Sec.1 E400) is to be
used in the deck plating
or an ultrasonic lamination test after the welding has been
completed, is to be carried out in tension exposed areas.

A 500 Design loads


501 For operation of crane or lifting gear in harbour SWL to
be multiplied by a dynamic coefficient 1,3, if not otherwise
specified.
502 For cranes and lifting gears for offshore use, the following is to be taken into account:
The dynamic coefficient on SWL, specified by designer
and checked against the minimum values of the Rules for
Certification of Lifting Appliances.
Vertical and horizontal accelerations for the specified sea
state. av, at and al to be taken as a safe fraction of the extreme values given in Ch.1 Sec.4 B. Accelerations to be
combined as indicated for deck equipment in Ch.1 Sec.4
C500.
Guidance note:
When the significant wave height HS is known,

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2
C W = --- H S
3

Rules for Ships, January 2000


Pt.3 Ch.3 Sec.5 Page 46

may be inserted in the formulae of Ch.1 Sec.4 B.


Wind forces for the specified wind velocity, according to the
Rules for Certification of Lifting Appliances.
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An appropriate moment of inertia is left to designers discretion.


Guidance note:
Buckling strength requirements for circular columns will usually
be satisfied when thickness 0,01 x diameter.
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503 When the transit condition is considered critical, the design loads are to be taken as given for idle deck equipment in
Ch.1 Sec.4 C500.
For non-compact units wind and icing are to be taken into account as appropriate.
Standard ice load for North Sea winter conditions may be taken
as 5 cm ice deposit on wind and weather exposed surfaces.
504 For survival craft davits, the dynamic coefficient is to be
taken as 2.2.
505 For man-overboard boats, davits to withstand a horizontal towing force.
A 600 Allowable stresses
601 Allowable stresses in structural steel elements will in
principle be:
( yield or buckling limit ) any hull stresses )
a or a = ---------------------------------------------------------- (------------------------------------------1, 5k
1, 5
when elastic analysis is applied. Yield limit for high strength
steel is to be taken as 235 f1, unless a fatigue control is carried
out. For definition of f1 see Ch.1 Sec.2.
k

= 1,0 for davit supports made of high tensile steel


= 0,85 for davit supports made of mild steel.

In cases of combined stresses, the equivalent stress (von


Mises) is to be applied for the yield control.
Guidance note:
For lifting operation in harbour supported by a single girder in
lifting direction the following simplified calculation procedure
may be applied (see Fig. 3):

Total load: P = 1,3 SWL + crane weight


Crane moment:M = 1,3 MSWL + Mweight
Shear force diagrams as induced by P and M are given in Fig. 3.
Total shear forces given by:

bP

M
l

aP
l

Left side of crane: Q l = ----- + -----l


l

Fig. 3
Crane support girder.

Right side of crane: Q r = ----- + ------

Maximum bending moments:


Left side:

Ml =

Q l a

B. Seatings for Winches, Windlasses and other


Pulling Accessories

d---
2

Right side: M r = Q r b

d---
2
Q l or Q r

Required shear area: A = --------------------

M l or M r

Required section modulus: Z = ----------------------

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B 100 Introduction.
101 In this subsection requirements for seatings for pulling,
towing and mooring equipment in general are given. This
equipment is usually not subject to classification, unless in
connection with an additional class notation (i.e. towing equipment for tugs).
102 Seatings for bow anchor equipment has been dealt with
in Sec.3 B.
B 200 Documentation
201 When breaking load of wire or chain is > 150 kN, the
following plans and information are to be submitted:
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Rules for Ships, January 2000


Pt.3 Ch.3 Sec.5 Page 47

Plans:
arrangement, indicating
location of brake, motor and any wire pin or chain
stopper
top or bottom entrance of wire to drum

B 400
401

Information:

Design loads
Design loads were dealt with for

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bow anchor windlasses and chain stoppers in Sec.3 F


mooring winches in Sec.3 G.
302

Calculation of stresses

Guidance note:
A wire force will oscillate between drum bearings, whereas the
moment will be held at the motor or brake end, whichever is in
action, and carried to their respective seatings.

design loads.

301

With pin or stopper in action:


80 % of breaking load of wire/chain.

seating, with quality of materials


hull reinforcements.

B 300

1,5 x brake moment / 1,5 x brake holding force on first layer, based on standard friction coefficient 0,3
80 % of breaking load for a mooring, or towing wire/chain
when no pin/stopper
45 % when a wire pin or chain stopper is fitted.

In general the following may have to be considered:

With motor in action:


rated motor moment
SWL x dynamic coefficient (for lifting devices) or maximum pulling force.
With brake in action:

B 500 Allowable stresses. Materials


501 Allowable stresses in structural steel will be as for lifting
equipment, A600. Grades of material will be considered.
502 Materials of elements to be welded to the deck are preferably to be of ship quality steel of the same strength group as
the deck itself. Deck doublers to be avoided if tension perpendicular to deck occurs. When deck plating is subjected to tension in the thickness direction, either z-quality material (Pt.2
Ch.2 Sec.1 E400) or a lamination test after finished welding
may be required. Full penetration welds may be considered.

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Pt.3 Ch.3 App.A Page 48

APPENDIX A
ADDITIONAL REQUIREMENTS FOR NON DUPLICATED RUDDER
ACTUATORS
b 1,5 f
1 + b 1,5 f
m + b 1,5 f

A. Introduction
A 100 Scope
101 The requirements given in this Appendix are in compliance with IMO Guidelines for the acceptance of non-duplicated rudder actuators for oil carriers, chemical carriers and
liquefied gas carriers of 10 000 tons gross and upwards but of
less than 100 000 tonnes deadweight.

where

m = equivalent primary general membrane stress


1 = equivalent primary local membrane stress
b = equivalent primary bending stress
f

B. Materials
B 100 Special Requirements
101 Parts subject to internal hydraulic pressure or transmitting mechanical forces to the rudder-stock are to be made of
duly tested ductile materials complying with recognised standards. Materials for pressure retaining components are to be in
accordance with recognised pressure vessel standards. These
materials are not to have an elongation less than 12% nor a tensile strength in excess of 650 N/mm2.

C. Design
C 100 Design pressure
101 The design pressure should be assumed to be at least
equal to the greater of the following:
1,25 times the maximum working pressure to be expected
under the operating conditions required in Sec.2 J102.b)
the relief valve(s) setting.
C 200 Analysis
201 In order to analyse the design the following are required:
The manufacturers of rudder actuators should submit detailed calculations showing the suitability of the design for
the intended service.
A detailed stress analysis of the pressure retaining parts of
the actuator should be carried out to determine the stresses
at the design pressure.
Where considered necessary because of the design complexity or manufacturing procedures, a fatigue analysis
and fracture mechanics analysis may be required. In connection with these analyses, all foreseen dynamic loads
should be taken into account. Experimental stress analysis
may be required in addition to, or in lieu of, theoretical calculations depending upon the complexity of the design.
C 300 Dynamic loads for fatigue and fracture mechanics analysis
301 The assumptions for dynamic loading for fatigue and
fracture mechanics analyses where required in 200 and in
Sec.2 J205, J1102 are to be submitted for appraisal. Both the
case of high cycle and cumulative fatigue are to be considered.
C 400 Allowable stresses
401 For the purpose of determining the general scantlings of
parts of rudder actuators subject to internal hydraulic pressure
the allowable stresses are not to exceed:
m f
1 1,5 f

ts
f
= the lesser of ------- or ----A
B

ts = specified minimum tensile strength of material at ambient temperature


f = specified minimum yield stress or 0,2% proof stress of
material at ambient temperature.
A and B are as follows:
Table C1 Permissible primary membrane stress
Steel
Cast steel
Nodular cast iron
A
4
4,6
5,8
B
2
2,3
3,5

C 500 Burst test


501 Pressure retaining parts not requiring fatigue analysis
and fracture mechanics analysis may be accepted on the basis
of a certified burst test and the detailed stress analysis required
by 200 need not be provided.
The minimum bursting pressure is to be calculated as follows:

ta
PB = PA ------ts
where
PB
P
A
ta
ts

=
=
=
=
=

minimum bursting pressure


design pressure as defined in 100
as from table in 400
actual tensile strength
tensile strength as defined in 400.

D. Construction Details
D 100 General
101 The construction should be such as to minimise local
concentrations of stress.
D 200 Welds
201 The welding details and welding procedures should be
approved. All welded joints within the pressure boundary of a
rudder actuator or connection parts transmitting mechanical
loads should be full penetration type or of equivalent strength.
D 300 Oil seals
301 Oil seals forming part of the external pressure boundary
are to comply with Sec.2 J209 and J210.
D 400 Isolating valves
Isolating valves are to be fitted at the connection of pipes to the
actuator, and should be directly mounted on the actuator.

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Pt.3 Ch.3 App.A Page 49

D 500

E. Testing

Relief valves

501 Relief valves for protecting the rudder actuator against


overpressure as required in Sec.2 J305 are to comply with the
following:
The setting pressure is not to be less than 1,25 times the
maximum working pressure expected under operating
conditions required by Sec.2 J102.b).
The minimum discharge capacity of the relief valve(s) is
to be not less than 110% of the total capacity of all pumps
which provide power for the actuator. Under such conditions the rise in pressure should not exceed 10% of the setting pressure. In this regard due consideration should be
given to extreme foreseen ambient conditions in respect of
oil viscosity.

E 100

Non-destructive testing

101 The rudder actuator should be subjected to suitable and


complete non-destructive testing to detect both surface flaws
and volumetric flaws. The procedure and acceptance criteria
for non-destructive testing should be in accordance with requirements of recognised standards. If found necessary, fracture mechanics analysis may be used for determining
maximum allowable flaw size.
E 200

Other testing

201 Tests, including hydrostatic tests, of all pressure parts at


1,5 times the design pressure should be carried out.
202 When installed on board the ship, the rudder actuator
should be subjected to a hydrostatic test and a running test.

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Rules for Ships, January 2000


Pt.3 Ch.3 App.A Page 50

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