DNV-RU-SHIP - Part 3 Hull Chapter 1 General Principles

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RULES FOR CLASSIFICATION
Ships
Edition July 2021
Part 3 Hull
Chapter 1 General principles
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FOREWORD
DNV rules for classification contain procedural and technical requirements related to obtaining and
retaining a class certificate. The rules represent all requirements adopted by the Society as basis
for classification.
© DNV AS July 2021
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or following from mandatory law, the liability of DNV AS, its parent companies and subsidiaries as well as their officers, directors and
employees (“DNV”) for proved loss or damage arising from or in connection with any act or omission of DNV, whether in contract or in tort
(including negligence), shall be limited to direct losses and under any circumstance be limited to 300,000 USD.
CHANGES – CURRENT
Part 3 Chapter 1 Changes - current
This document supersedes the July 2020 edition of DNVGL-RU-SHIP Pt.3 Ch.1.
The numbering and/or title of items containing changes is highlighted in red.
Changes July 2021, entering into force 1 January 2022
Topic Reference Description
Rebranding to DNV All This document has been revised due to the rebranding of DNV

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Editorial corrections
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Rules for classification: Ships — DNV-RU-SHIP Pt.3 Ch.1. Edition July 2021 Page 3
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CONTENTS
Part 3 Chapter 1 Contents
Changes – current.................................................................................................. 3
Section 1 Application...............................................................................................6
1 Scope of application............................................................................ 6
1.1 General........................................................................................... 6
2 Rule application................................................................................... 6
2.1 Rule description................................................................................6
2.2 Rule requirements............................................................................ 6
Section 2 Rule principles.........................................................................................8

1 General................................................................................................ 8
1.1 Rule objectives................................................................................. 8
2 General assumptions........................................................................... 8
2.1 Application and implementation of the rules.........................................8
3 Design basis........................................................................................ 8
3.1 General........................................................................................... 8
3.2 Hull form limit..................................................................................9
3.3 Transverse strength.......................................................................... 9
3.4 Design life....................................................................................... 9
3.5 Environmental conditions................................................................... 9
3.6 Operating draughts......................................................................... 10
3.7 Internal environment.......................................................................10
3.8 Maximum service speed...................................................................10
4 Design principles............................................................................... 11
4.1 Overall principles............................................................................ 11
4.2 Design load scenarios......................................................................11
4.3 Structural capacity assessment.........................................................12
5 Rule design methods......................................................................... 12
5.1 General..........................................................................................12
5.2 Minimum requirements.................................................................... 13
5.3 Load-capacity based requirements.................................................... 13
5.4 Acceptance criteria..........................................................................14
Section 3 Verification of compliance..................................................................... 18
1 General.............................................................................................. 18
1.1 Newbuilding................................................................................... 18
2 Documentation...................................................................................18
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2.1 Calculation data and results............................................................. 18
Part 3 Chapter 1 Contents
2.2 Documentation requirement for design assessment of vessels...............18
3 Compliance documentation................................................................ 23
3.1 Required compliance documentation..................................................23
4 Equivalence procedures..................................................................... 25
4.1 Rule applications.............................................................................25
4.2 Novel designs................................................................................. 25
4.3 Alternative calculation methods........................................................ 26
Section 4 Symbols and definitions........................................................................ 27
1 Primary symbols and units................................................................ 27
1.1 General..........................................................................................27
2 Symbols............................................................................................. 28
2.1 Ship’s main data.............................................................................28
2.2 Materials........................................................................................ 29
2.3 Loads............................................................................................ 29
2.4 Scantlings...................................................................................... 31
3 Definitions..........................................................................................32
3.1 Principal particulars......................................................................... 32
3.2 Position 1 and position 2................................................................. 35
3.3 Standard height of superstructure.....................................................36
3.4 Type 'A' and type 'B' freeboard ships.................................................36
3.5 Operation definition.........................................................................37
3.6 Reference coordinate system............................................................37
3.7 Naming convention......................................................................... 37
3.8 Glossary........................................................................................ 40
Section 5 Loading manual and loading instruments..............................................50
1 General requirements........................................................................ 50
1.1 Application..................................................................................... 50
2 Loading manuals................................................................................50
2.1 General requirements...................................................................... 50
3 Loading instrument............................................................................51
3.1 General requirements...................................................................... 51
Changes – historic................................................................................................ 53
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SECTION 1 APPLICATION
Part 3 Chapter 1 Section 1
1 Scope of application
1.1 General
1.1.1 These rules apply to monohull ships constructed of welded steel structures and composed of stiffened
plate panels. Application of these rules will be specially considered for ships with different hull arrangement,
stiffening arrangement or with hull constructed in other material than steel.
1.1.2 For ships with class notation CSR, separate requirements replace Ch.1 to Ch.13, except for certification
requirements given in Sec.3 [4] and documentation requirements for items given in Sec.3 [2.2] not specified
in CSR. Ch.14 and Ch.15 also apply to ships with class notation CSR.
1.1.3 Application of the rules to innovative designs shall be decided based on consideration of the technical
background of the different requirements. Increased scope of analysis beyond what is defined in these rules
may be required to ensure equivalent safety.
2 Rule application
2.1 Rule description
The rules in Pt.3 contain the main class hull structure requirements while ship type related requirements are
given in Pt.5.
The parts are structured in chapters giving instructions for detail application and requirements which are
applied to satisfy the rule objectives.
2.2 Rule requirements
2.2.1 Application of the rules
Rules for hull structure are provided in Pt.3, Pt.5 and Pt.6.
Pt.3 of the rules contains the main class hull requirements and includes application related to hull shape,
arrangement and main dimensions, inclusive limitations of the scope for some vessels.
Pt.5 covers application and additional requirements related to mandatory and optional ship type notations in
addition to novel designs, and is divided into ship type groups reflecting the intended use of the vessel, e.g.
carriage of passengers or carriage of liquid cargo. Each chapter contains three main parts:
— general application
— application of hull requirements. The table of content is similar to Pt.3
— ship type specific requirements covering all necessary disciplines, i.e. hull, stability, safety, etc.
Pt.6 contains all additional class notations, optional or mandatory.
2.2.2 Part 3
Pt.3 of the rules provides requirements as follows:
— Ch.1: General principles
— Ch.2: General arrangement design
— Ch.3: Structural design principles
— Ch.4: Loads
— Ch.5: Hull girder strength
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— Ch.6: Hull local scantling
— Ch.7: Finite element analysis
— Ch.8: Buckling
— Ch.9: Fatigue
— Ch.10: Special requirements
— Ch.11: Hull equipment, supporting structure and appendages
— Ch.12: Openings and closing appliances
— Ch.13: Welding
— Ch.14: Rudders and steering
— Ch.15: Stability.
2.2.3 General criteria
The ship arrangement, the proposed details and the offered scantling in net or gross, as the case may, shall
comply with the requirements and the minimum scantling given in the rules.
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SECTION 2 RULE PRINCIPLES
Symbols
For symbols not defined in this section, see Sec.4.
1 General
1.1 Rule objectives
The objectives of Pt.3 are to establish requirements for mitigating the risks of major structural failure related
to the safety of life, environment, property and to contribute to the durability of the hull structure for the
ship’s design life as well as establish requirements for stability.
2 General assumptions
2.1 Application and implementation of the rules
Pt.3 addresses hull structural aspects of classification. Requirements related to the verification of compliance
with the structural requirements of the rules during construction and operation are given in Pt.2 Ch.4 and
Pt.7 Ch.1, respectively. In order to achieve the safety level targeted by the rules, a number of aspects related
to design, construction and operation of the ship are assumed. A summary of these assumptions are given in
Pt.1 Ch.1.
3 Design basis
3.1 General
3.1.1 This subsection specifies the design parameters and assumptions concerning ship operations that are
used as the basis for design principles in the rules.
3.1.2 The design basis used for the design of each ship shall be documented and submitted as part of the
design review and approval. All changes of the design basis shall be formally advised.
Guidance note:
The design basis is normally specified in the main structural drawings, the preliminary loading manual and in plans for load and
capacities. It may also be given in a separate document.
---e-n-d---o-f---g-u-i-d-a-n-c-e---n-o-t-e---
3.1.3 Ships shall be designed to withstand, in the intact condition, the environmental conditions as defined
in [3.5] anticipated during the design life, for the appropriate loading conditions. Structural strength shall be
checked against buckling, yielding, fatigue and hull girder ultimate strength as specified in the rules.
3.1.4 Ships shall be designed to have sufficient strength to withstand the loads due to flooded conditions.
3.1.5 Adequate fatigue strength shall be documented for the specified fatigue life and design environments.
Fatigue strength shall be assessed for ship types and details found prone to fatigue according to Ch.9.
3.1.6 Vibrations in the hull structural elements are not considered in relation to the requirements for
scantlings given in the rules. It is, however, assumed that special considerations are made to avoid harmful
vibrations, causing structural failures (especially in after body and machinery space tank structures),
malfunction of machinery and instruments or annoyance to crew and passengers.
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3.2 Hull form limit
3.2.1 The environmental loads in the rules are based on the following assumptions:
— L < 500 m
— CB > 0.6
— L/B > 4.5
— B/D < 2.5.
The following may require special considerations for the wave loads:
— ships with un-conventional hull forms
— ships with L > 90 m and any geometric parameter outside the limits specified above.
For ships with L > 350 m, special consideration shall be made for the wave loads.
3.3 Transverse strength
For vessels having a total number of effective transverse bulkheads less than given in Ch.2 Sec.2 [1.1],
extended calculation scope may be required.
3.4 Design life
A design life of minimum 25 years shall be applied. The specified design life is the nominal period that the
ship is assumed to be exposed to operating conditions.
3.5 Environmental conditions
3.5.1 North Atlantic wave environment
The ultimate limit state criteria is based on ships trading in the North Atlantic wave environment.
3.5.2 Wind and current
The effects of wind and current with regard to the strength of the structure are not considered.
3.5.3 Ice
In case of additional notations, the effects of ice are covered by Pt.6 Ch.6.
3.5.4 Design temperatures
The rules assume that the structural assessment of hull strength members is valid for the following design
temperatures:
— lowest mean daily average temperature in air is –10°C
— lowest mean daily average temperature in seawater is 0°C.
In the above, the following definitions apply:
mean = statistical mean over observation period (at least 20 years)
daily
= average during one day and night
average
lowest = lowest during year.
For seasonally restricted service the lowest value within the period of operation applies.
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Ships intended to operate in areas with lower mean daily average temperature (below and including –10°C),
e.g. regular service during winter seasons to Arctic or Antarctic waters are subject to the requirements for
the additional class notation DAT given in Pt.6 Ch.6.
3.5.5 Thermal loads
The effects of thermal loads and residual stresses are covered by Pt.5 Ch.7 and Pt.6 Ch.1 Sec.7 when
relevant.
3.6 Operating draughts
The design operating draughts shall be specified by the designer and shall be used to derive the appropriate
structural scantlings. All operational loading conditions in the loading manual shall comply with the specified
design operating draughts. The following design operating draughts shall as a minimum be considered:
— scantling draught for the assessment of structure
— normal and heavy ballast draught, if applicable, for assessment of structure.
Additional operating draughts may be specified in the ship type rules given in Pt.5.
3.7 Internal environment
3.7.1 Liquids in tanks
3
A density of 1.025 t/m , or a higher value if specified by the designer, shall be used as a minimum for tank
design when filling of liquids for the strength assessment of all relevant tank structures. This minimum
density does not apply for tanks for liquefied gas.
For the fatigue assessment, a representative mean density throughout the ship’s life shall be used.
3.7.2 Cargo temperatures
The rules assume that the structural assessment of hull strength members is valid for the following design
temperatures:
— maximum temperature of 100°C
— minimum temperature of -10°C.
Ships operating with cargo temperatures exceeding the limits given above are subject to the requirements
given in Pt.6 Ch.1 Sec.12 and Pt.6 Ch.6 Sec.6.
3.8 Maximum service speed
3.8.1 The maximum service speed shall be specified in the design specification. Although the hull structure
verification criteria take into account the service speed this does not relieve the responsibilities of the owner
and personnel to properly handle the ship and reduce speed or change heading in severe weather.
Guidance note:
For maximum service speed , in knots, special consideration for the wave loads may be required.
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4 Design principles
4.1 Overall principles
4.1.1 Introduction
This subsection defines the underlying design principles of the rules in terms of loads, structural capacity
models and assessment criteria and also construction and in-service aspects.
4.1.2 General
The rules are based on the following overall principles:
— the safety of the structure can be assessed by addressing the potential structural failure mode(s) when
the ship is subjected to operational loads and environmental loads/conditions
— the design complies with the design basis, see Sec.3
— the structural requirements shall be based on consistent design load sets which cover the appropriate
operating modes.
The ship’s structure shall be designed such that:
— it has redundancy in general. The ship’s structure shall work in a hierarchical manner and, in principle,
failure of structural elements lower down in the hierarchy do not result in immediate consequential failure
of elements higher up in the hierarchy
— the probability of in-service cracking is low
— it has adequate structural redundancy to survive in the event that the structure is accidentally damaged
leading to flooding of any compartment
— it has good access conditions during construction to assure satisfactory quality of welding, coating and
safe survey/inspection
— it has good access conditions during the operational phase to allow adequate maintenance and safe
periodical survey/inspection by crew, Society and other relevant authorities.
4.1.3 Limit state design principles
The rules are based on the principles of limit state design.
Limit state design is a systematic approach where each structural element is evaluated with respect to
possible failure modes related to the design scenarios identified. For each retained failure mode, one or more
limit states may be relevant. By consideration of all relevant limit states, the limit load for the structural
element is found as the minimum limit load resulting from all the relevant limit states.
The limit states are divided into the four categories: serviceability limit state (SLS), ultimate limit state
(ULS), fatigue limit state (FLS) and accidental limit state (ALS).
The rules include requirements for relevant limit states for the various parts of the structure.
4.2 Design load scenarios
The structural assessment of the structure is based on the design load scenarios encountered by the ship,
see Ch.4 Sec.7 and Ch.10.
The design load scenarios are based on static and dynamic loads as given below:
— static design load scenario (S):
covers application of relevant static loads and typically covers load scenarios in harbour and sheltered
water
— static plus dynamic design load scenario (S+D):
covers application of relevant static loads and simultaneously occurring dynamic load components and
typically cover load scenarios for seagoing operations
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— impact design load scenario (I):
covers application of impact loads such as bottom slamming, bow impact, stern slamming and liquid
impact in tanks encountered during seagoing operations
— sloshing design load scenario (SL):
covers application of sloshing loads encountered during seagoing operations
— fatigue design load scenario (F):
covers application of wave induced loads
— accidental design load scenario (A):
covers application of some loads not occurring during normal operations, as accidental flooding of
compartments
— testing design load scenario (T):
covers application of tank testing loads.
4.3 Structural capacity assessment
4.3.1 General
The basic principle in structural design shall apply the defined design loads, identify possible failure modes
and employ appropriate capacity models to verify the required structural scantlings.
4.3.2 Capacity models for ULS, SLS and ALS
The strength assessment method shall be capable of analysing the failure mode in question to the required
degree of accuracy.
The structural capacity assessment methods are in either a prescriptive format or require the use of more
advanced calculations such as finite element analysis methods.
4.3.3 Capacity models for FLS
The fatigue assessment method provides rule requirements for assessing structural details against fatigue
failure.
The fatigue capacity model is based on a linear cumulative damage summation (Palmgren-Miner’s rule) in
combination with a design S-N curve, a reference stress range and an assumed long-term stress distribution
curve.
The fatigue capacity assessment models are in either a prescriptive format or require the use of more
advanced calculations, such as finite element analysis methods. These methods account for the combined
effects of global and local dynamic loads.
4.3.4 Net scantling approach
The application of the net thickness approach to assess the structural capacity is specified in Ch.3 Sec.2.
4.3.5 Intact structure
All strength calculations for ULS, SLS and FLS are based on the assumption that the structure is intact. The
residual strength of the ship in a structurally damaged condition is assessed for ALS.
5 Rule design methods
5.1 General
Scantling requirements cover the relevant limit states (ULS, SLS, FLS and ALS) as necessary for various
structural parts.
The criteria for the assessment of the scantlings are based on the WSD or PSF design method.
For both WSD and PSF, two design assessment conditions and corresponding acceptance criteria are given.
These conditions are associated with the probability level of the combined loads, A and B.
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— Working stress design (WSD) method, also known as the permissible or allowable stress method.
— Partial safety factor (PSF) method, also known as load and resistance factor design (LRFD).
— The WSD method has the following composition:
for condition A.
for condition B.
where:
Wstat = simultaneously occurring static loads (or load effects in terms of stresses)
Wdyn = simultaneously occurring dynamic loads. The dynamic loads are typically a combination of local
and global load components
R = characteristic structural capacity (e.g. specified minimum yield stress or buckling capacity)
ηi = permissible utilisation factor (resistance factor). The utilisation factor includes consideration of
uncertainties in loads, structural capacity and the consequence of failure.
— The PSF method has the following composition:
for condition A.
for condition B.
where:
γstat‐i = partial safety factor that accounts for the uncertainties related to static loads
γdyn‐i = partial safety factor that accounts for the uncertainties related to dynamic loads
γR = partial safety factor that accounts for the uncertainties related to structural capacity.
The acceptance criteria for both the WSD method and PSF method are calibrated for the various
requirements such that consistent and acceptable safety levels for all combinations of static and dynamic
load effects are derived.
5.2 Minimum requirements
Minimum requirements specify the minimum scantling requirements which shall be applied irrespective of all
other requirements.
The minimum requirements are usually in one of the following forms:
— minimum thickness
— minimum stiffness and proportions.
5.3 Load-capacity based requirements
5.3.1 General
In general, the working stress design (WSD) method is applied, except for the hull girder ultimate strength
criteria where the partial safety factor (PSF) method is applied. The partial safety factor format is applied for
this highly critical failure mode to better account for uncertainties related to static loads, dynamic loads and
capacity formulations.
The identified load scenarios are addressed in terms of design loads, design format and acceptance criteria
set, as given in Table 2. The table is schematic and only intended to give an overview.
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Load based prescriptive requirements provide scantling requirements for all plating, local supporting
members, most primary supporting members and the hull girder and cover all structural elements including
deckhouses, foundations for deck equipment.
In general, these requirements explicitly control one particular failure mode and hence several requirements
may be applied to assess one particular structural member.
5.3.2 Design loads for SLS, ULS and ALS
The structural assessment of compartment boundaries, e.g. bulkheads, is based on loading condition deemed
relevant for the type of ship and the operation the ship is intended for.
To provide consistency of approach, standardised rule values for parameters, such as GM, kr, Tsc and CB are
applied to calculate the rule load values.
-8
The probability level of the dynamic global, local and impact loads, see Table 1, is 10 and is derived using
the long-term statistical approach. The corresponding design life is 25 years.
-4
The probability level of the sloshing loads, see Table 1, is 10 . These loads are considered to be frequent
loads.
The design load scenarios for structural verification apply the applicable simultaneously acting local and
global load components. The relevant design load scenarios are given in Ch.4 Sec.7.
The simultaneously occurring dynamic loads are specified by applying a dynamic load combination factor to
the dynamic load values given in Ch.4. The dynamic load combination factors that define the dynamic load
cases are given in Ch.4 Sec.2.
Design load conditions for the hull girder ultimate strength are given in Ch.5 Sec.4.
5.3.3 Design loads for FLS
The fatigue requirements are given in Ch.9.
The considered wave induced loads include:
— hull girder loads, i.e. vertical and horizontal bending moments and torsional moments
— dynamic wave pressures
— dynamic pressure and forces from cargo, ballast, etc.
-2
The dynamic loads are taken at a probability level of 10 .
5.3.4 Structural response analysis
In general, the following approaches are applied for determination of the structural response to the applied
design load combinations:
a) beam theory:
— used for prescriptive requirements
b) FE analysis:
— coarse mesh for cargo hold model
— fine mesh for local models
— very fine mesh for fatigue assessment.
5.4 Acceptance criteria
5.4.1 General
The acceptance criteria are categorised into four acceptance criteria. These are explained below and shown
in Table 1 to Table 3. The specific acceptance criteria set that is applied in the rule requirements is dependent
on the probability level of the characteristic combined load.
The acceptance criteria set AC-I shall be applied for operational static and sloshing loads. The allowable
stress for such loads is lower than that for an extreme load to take into account effects of:
— repeated yield
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— allowance for some dynamics
— margins for some selected limited operational mistakes.
The acceptance criteria set AC-II shall be applied for the static + dynamic design load combinations where
considered loads are extreme loads with a low probability of occurrence.
The acceptance criteria set AC-III shall be applied for tank testing, overfilling of ballast water tanks and
accidental loads like flooding.
The acceptance criteria set AC-IV is typically applied for impact loads like bottom slamming, bow impact and
liquid impact in tanks.
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Table 1 Load scenarios and corresponding rule requirements
Operation Load type Design load scenario Acceptance criteria
Load scenario 1: Normal operations at harbour and sheltered water
Loading,
Typical maximum loads during loading,
unloading and S AC-I
unloading and ballasting operations
ballasting
Typical maximum loads during special
Special
operations in harbour, e.g. propeller
conditions in S AC-I
inspection afloat or dry-docking loading
harbour
conditions
Load scenario 2: Normal operations at sea
Static and dynamic loads in heavy weather S + D AC-II
Impact loads in heavy weather Impact (I) AC-IV

Transit
Internal sloshing loads Sloshing (SL) AC-I
Cyclic wave loads Fatigue (F) -
Load scenario 3: Flow through ballast water exchange
Transit Static and dynamic loads in heavy weather S + D AC-II
Load scenario 4: Overfilling of ballast water tanks and testing
Overfilling of
Overfilling of ballast water tanks with
ballast water A AC-III
sustained liquid flow through air pipe
tanks
Tank testing
Tank testing loads T AC-III
condition
Load scenario 5: Flooding
Flooded (1)
Maximum loads on watertight bulkheads A AC-III
condition
Load scenario 6: Special operations stillwater
Special
(2) Extreme permissible static loads S AC-I
operations
Load scenario 7: Special operations at sea
Special Static and dynamic loads for given sea
(2) S + D AC-II
operations states
(1) AC-I shall be applied for the collision bulkhead.
(2) Special operations are operations other than normal loading/unloading in harbour and transit, e.g.
pipe laying, crane operation or heavy lifting by semi-submerged operation.
5.4.2 Acceptance criteria
Table 2 and Table 3 provide a general overview of the acceptance criteria for the different design load
scenarios covered by these rules for the yield and buckling failure modes. For the yield criteria the
permissible stress is proportional to the specified minimum yield stress of the material. For the buckling
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failure mode, the acceptance criteria are based on the control of stiffness and proportions as well as on the
buckling utilisation factor.
Table 2 Acceptance criteria - prescriptive requirements
Plate panels and local
Acceptance Primary supporting members Hull girder members
supporting members
criteria
Yield Buckling Yield Buckling Yield Buckling
Permissible Permissible Allowable

stress: stress: Control of Permissible
AC-I Control of stiffness buckling
stiffness and stress:
AC-II Ch.6 and proportions: Ch.6 utilisation
proportions: Ch.5 Sec.2
AC-III Ch.10 Ch.8 Ch.10 factor:
Ch.8 Ch.5 Sec.3
Ch.11 Ch.11 Ch.8
Control of
Plastic Control of stiffness Plastic stiffness and
AC-IV criteria: and proportions: criteria: proportions: N/A N/A
Ch.10 Ch.8 Ch.10 Ch.8
Ch.10
Table 3 Acceptance criteria - direct analysis
Acceptance Direct/cargo hold analysis Fine mesh analysis

criteria Yield Buckling Yield
AC-I Allowable buckling utilisation
Permissible stress: Permissible von Mises stress:
AC-II factor:
Ch.7 Ch.7
AC-III Ch.8
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SECTION 3 VERIFICATION OF COMPLIANCE
1 General
1.1 Newbuilding
For newbuildings, the plans and documents submitted for approval, as given in [2], shall comply with
applicable requirements in these rules, taking account of the relevant criteria, such as additional service
features and class notations assigned to the ship or the ship length.
2 Documentation
2.1 Calculation data and results
The Society may require calculation data and results to be submitted for information.
The responsibility for error free specification and input of program data and the subsequent correct
transposal of output resides with the designer.
2.2 Documentation requirement for design assessment of vessels
2.2.1 For the design of the vessel, documentation as specified in Table 1 shall be submitted. Table 1 is
applicable for Ch.1 to Ch.13. Documentation requirement for Ch.14 and Ch.15 are specified in the beginning
of these chapters.
2.2.2 Documentation shall submit as required by Table 1. The documentation will be reviewed by the Society
as a part of the class contract.
Table 1 Plans and supporting calculation to be submitted for approval or information
Object Documentation type Additional description Info
Z010 – General arrangement
Vessel arrangement FI
plan
H020 – Design load plan FI
H030 – Tank and capacity
FI
plan
H050 – Structural drawing Decks and inner bottom. AP
H050 – Structural drawing Transverse bulkheads. AP
H050 – Structural drawing Longitudinal bulkheads. AP
Ship hull structure
H050 – Structural drawing Fore ship. AP
H050 – Structural drawing Engine room area. AP
H050 – Structural drawing Aft ship. AP
H050 – Structural drawing Wave breaker. AP
H052 – Midship section
AP
drawing
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H060 – Shell expansion
AP
drawing
H061 – Framing plan AP
H062 – Longitudinal section
AP
drawing
H070 – Standard details FI
H110 – Preliminary loading
AP
manual
H111 – Final loading manual AP, VS
H120 – Docking arrangement
Required for vessels with L > 90 m. FI
plan
Welding H140 – Welding tables AP
H131 – Non-destructive
Structural fabrication AP, L
(NDT) testing plan
Superstructure H050 – Structural drawing AP
Deck houses H050 – Structural drawing AP
Including main dimensions and design loads (SWL,
Z030 – Arrangement plan equipment weight, brake rendering load and chain FI
breaking load) and foot print loads.
Covering windlasses, anchors, grade of anchor
Anchoring arrangement
Z090 – Equipment list chain, type and breaking load of chain, wire and AP
fibre ropes.
H100 – Equipment number
AP
calculation
C010 – Design criteria FI, TA
Applicable if different from standard or previously
Anchor C030 – Detailed drawing AP, TA
approved design.
C040 – Design analysis FI, TA
C020 – Assembly or
FI, TA
Anchor chain stopper (**) arrangement drawing
C030 – Detailed drawing AP, TA
C020 – Assembly or
FI, TA
arrangement drawing
Anchor windlass (**)
C050 – Non-destructive
AP, TA
testing (NDT) plan
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Cable lifter, drum, shaft, gear, brake, clutch and
frame.
Including foundation above deck and fixation (bolts
and shear stoppers) inclusive supporting structure
Anchor windlass
H050 – Structural drawing below deck, and SWL, equipment weight, brake AP
supporting structure
rendering load, chain/wire breaking load and foot
print loads.
Including foundation above deck and fixation (bolts
Anchor chain stopper and shear stoppers) inclusive supporting structure
H050 – Structural drawing AP
supporting structure below deck, and equipment weight, chain breaking
load and foot print loads.
Plan providing information for each item regarding:
— location on the ship
— fitting types
— relevant industry standards for shipboard fittings
Towing and mooring — dimensions
Z030 – Arrangement plan(*) — safe working load FI
arrangements
— maximum breaking strength of the towing and
mooring lines
— the purpose (mooring, harbour towing, etc.)
— manner of applying the lines including limiting
fleet angles.
Emergency towing
Z250 – Procedure Covering SOLAS II-1/3-4. FI
procedure
Supporting structure
for shipboard fittings Including foundation above deck and fixation to
associated with mooring deck inclusive supporting structure below deck.
and towing operations, Mooring fittings and towing devices (if provided)
including emergency shall be included.
towing
Deck equipment/ Applies to foundations and supporting structure
machinery supporting H050 – Structural drawing considered critical for hull structural strength AP
structure according to Ch.11 Sec.2 [3].
Deck equipment / Including main dimensions and design loads (SWL,
machinery / wind assisted Z030 – Arrangement plan equipment weight, brake rendering load and wire FI
propulsion systems, etc. breaking load) and foot print loads.
Applies to foundations and supporting structure
Supporting structures for
H050 – Structural drawing considered critical for hull structural strength AP
heavy objects
according to Ch.11 Sec.2 [3].
Z030 – Arrangement plan FI
Masts and rigging
C010 – Design criteria Safe working load. FI
General principles
DNV AS
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
Z250 – Procedure FI
one derrick is intended to simultaneously serve one
hatch. Working position for each provided derrick to
be included.
Including:
— main dimensions
Z030 – Arrangement plan — limiting positions of movable parts FI
— location on board during operation and in parked
position.
Including:
Lifting appliances — load charts including safe working loads and
corresponding arms
— dynamic coefficients self-weights and positions
C010 – Design criteria of centre of gravity. FI
For offshore cranes, also:
— significant wave height (Hs) for operation
— load charts showing crane capacity at each given
Hs.
Crane pedestals and supporting structures for:
— launching and recovery of lifesaving appliances
and work boats
Crane pedestals and lifting
— lifting appliances when SWL is above 30 kN and/
appliances supporting H050 – Structural drawing AP
or overturning moment is greater than 100 kNm.
structures
Including design loads and reaction forces:
— during operation
— in stowed position.
Propeller nozzles H050 – Structural drawing AP
Propeller shaft brackets H050 – Structural drawing AP
Stern frame H050 – Structural drawing AP
Foundations of retractable bottom equipment,
H050 – Structural drawing including supporting structure and watertight AP
boundaries.
Bottom (**)
Retractable bottom equipment, including resulting
Z030 – Arrangement plan loads acting on the supporting structure, and details FI
of sealings.
Foundations, including supporting structures and
Box coolers (**) watertight boundaries.
Z030 – Arrangement plan Including details of sealings. FI
External watertight
B200 – Freeboard plan AP
integrity
General principles
DNV AS
Doors, securing devices and locking devices,
Weathertight doors C030 – Detailed drawing AP, TA
including specification of design pressure.
Including covers and opening, closing, sealing,
Cargo hatches C030 – Detailed drawing AP
securing and locking devices.
Doors and ramps, including securing and locking
C030 – Detailed drawing AP
devices.
I200 – Control and
monitoring system Shell doors control and monitoring system. AP
documentation
Shell doors (bow, side and
stern as applicable) (**) I200 – Control and
monitoring system Water leakage monitoring system. AP
documentation
Z161 – Operation manual AP
Z163 – Maintenance manual AP
Hatch covers, securing devices and locking devices.
Service hatches C030 – Detailed drawing AP
Including specification of design pressure.
Manholes Z030 – Arrangement plan FI
Including for each door: Size, design principle
Z030 – Arrangement plan (sliding, hinged), pressure rating and fire rating. AP
Including remote control positions.
Internal watertight doors/ I200 – Control and
Internal watertight doors control and monitoring
ramps monitoring system AP
system.
documentation
Doors, securing devices and locking devices.
Including specification of design pressure.
For vessels with periodically unmanned machinery
Engine rooms Z265 – Calculation report FI
space; filling time calculation.
Including main dimensions, deadlights, method of
C030 – Detailed drawing attachment and specification of glazing material and AP
Windows and side scuttles design pressure.
(**)
Including type of glass, frames, references to
Z030 – Arrangement plan AP
standards and deadlights where applicable.
I270 – Test conditions Preliminary. AP
I270 – Test conditions Final. AP, VS
Loading computer I280 – Reference data FI, VS
Z060 – Functional description FI, TA
Z161 – Operational manual FI, TA
General principles
DNV AS
*) For vessels with increased number of mooring lines to compensate for reduced breaking strength as outlined in
footnote to Ch.11 Sec.1 Table 1, the Towing and mooring arrangement plan shall also show the number of mooring lines
together with the breaking strength of each mooring line.
**) Also applicable for ships with class notation CSR.
AP = for approval, FI = for information, ACO = as carried out, L = local handling, R = on request, TA = covered by type
approval, VS = vessel specific
For general requirements for documentation, including definition of the info codes, see DNV-CG-0550 Sec.6.
For a full definition of the documentation types, see DNV-CG-0550 Sec.5.
3 Compliance documentation
3.1 Required compliance documentation
3.1.1 General
Table 2 and Table 3 are relevant for required compliance documentation for materials of hull structures and
hull equipment, and related to Ch.11 and Ch.12 as described for these objects.
Required compliance documentation requirements for rudders are given in Ch.14 Sec.1 [1.4].
3.1.2 Required compliance documentation for anchors, anchor windlass, chain stoppers and
anchor equipment
Components shall have compliance documents as required by Table 2 to Table 4.
Table 2 Compliance documents
Compliance
Object Issued by Compliance standard* Additional description
document type
Including:
— rolled steel and
aluminium for hull
structures
— forgings, castings
Hull and hull appendages MC Society and other materials
for special parts and
equipment and including
sunken bits fitted in side
shell.
See also Ch.3 Sec.1 [1].
Mooring equipment MD Manufacturer
PC Society
Anchors
MC Society
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DNV AS
Compliance
Object Issued by Compliance standard* Additional description
document type
PC Society Including accessories, e.g.
swivels.
Content shall include the
following:
— grade of chain, method
of manufacture,
condition of supply and
MC Society reference to material
Anchor chains certificate
— results of proof load
test, breaking load test
and, where applicable,
mechanical tests
— identification marking.
Bars for K2 and K3 anchor
MC Society
chain cable.
Anchor steel wire ropes MD Manufacturer
Anchor fibre ropes MD Manufacturer
PC Society
Anchor chain joining shackles
MC Society
PC Society
Cable lifter.
Drum.
Shaft.
Anchor windlasses MC Society
Clutch.
Brake.
Gear.
MD Manufacturer Frame.
Material declaration
issued by manufacturer
Anchor chain stoppers MC Society
is acceptable if type
approved.
Associated electrical equipment (e.g. motors, power transformers, semi-conductor assemblies, electrical assemblies)
serving the anchor windlasses shall be delivered with compliance documents in accordance with Pt.4 Ch.8 Sec.1 Table 3.
* Unless otherwise specified the compliance standard is the rules.
PC = product certificate, MC = material certificate, MD = material declaration
General principles
DNV AS
3.1.3 Required compliance documentation of internal watertight doors and shell doors
Compliance
Object document Issued by Compliance standard* Additional description
type
Internal watertight doors PC Society
Internal watertight doors
control and monitoring PC Society
system
Shell doors control and
PC Society
monitoring system
PC = product certificate
3.1.4 Required compliance documentation of loading instrument system
Compliance
Object document Issued by Compliance standard* Additional description
type
Loading computer See Pt.6 Ch.4 Sec.6 for requirements
PC Society
about certification.
PC = product certificate
3.1.5 For general compliance document requirements, see DNV-CG-0550 Sec.4.
For a definition of the compliance document types, see DNV-CG-0550 Sec.3.
4 Equivalence procedures
4.1 Rule applications
4.1.1 These rules apply to ships of normal form, proportions, speed and structural arrangements. Relevant
design parameters defining the assumptions made are given in Sec.2 [3].
4.1.2 Special consideration shall be given to the application of the rules incorporating design parameters
which are outside the design basis as specified in Sec.2 [3], for example, increased fatigue life.
4.2 Novel designs
4.2.1 Ships of novel design, i.e. those of unusual form, proportions, speed and structural arrangements
outside those specified in Sec.2 [3.2], shall be specially considered according to the contents of [4.2.2] to
[4.2.4]. Relevant requirements in Pt.5 are applicable based on given hull shape.
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DNV AS
4.2.2 Information shall be submitted to the Society to demonstrate that the structural safety of the novel
design is equivalent or better than that of the rules.
4.2.3 In such cases, the Society shall be contacted at an early stage in the design process to establish the
applicability of the rules and additional information required for submission.
4.2.4 Dependent on the nature of the deviation, a systematic review may be required to document
equivalence with the rules.
4.3 Alternative calculation methods
Where indicated in specific sections of the rules, alternative calculation methods to those shown in the rules
may be accepted provided it is demonstrated that the scantling and arrangements are of equivalent or better
strength to those derived using the rules.
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DNV AS
SECTION 4 SYMBOLS AND DEFINITIONS
1 Primary symbols and units
1.1 General
1.1.1 Unless otherwise specified, the general symbols and their units used in these rules are those defined in
Table 1.
Table 1 Primary symbols
Symbol Meaning Units
C coefficient -
F force and concentrated loads kN
M bending moment kNm
m mass t
2
P pressure kN/m
Q shear force kN
2
a acceleration m/s
2 2
g gravity acceleration, taken equal to 9.81 m/s m/s
n number of items -
radius mm
r
radius of curvature of plating or bilge radius mm
x x coordinate along longitudinal axis, see [3.6] m
y y coordinate along transverse axis, see [3.6] m
z z coordinate along vertical axis, see [3.6] m
η permissible utilisation factor (usage factor) -
ϒ safety factor -
δ deflection/displacement mm
θ angle deg
3 3
ρ density of seawater, taken equal to 1.025 t/m t/m
2
σ normal stress N/mm
2
τ shear stress N/mm
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DNV AS
2 Symbols
2.1 Ship’s main data
Unless otherwise specified, symbols regarding ship’s main data and their units used in these rules are those
defined in Table 2.
Table 2 Ship’s main data
L rule length m
LLL freeboard length m
LPP length between perpendiculars m
L0 rule length, L, but not to be taken less than 110 m m
L1 rule length, L, but need not be taken greater than 250 m m
L2 rule length, L, but need not be taken greater than 300 m m
B moulded breadth of ship m
D moulded depth of ship m
DLL moulded freeboard depth of ship m
perpendicular coinciding with the foreside of the stem on the waterline on which LLL is
FPLL measured. For ships with unconventional stem curvatures, e.g. a bulbous bow protruding
the waterline, the position of FPLL will be specially considered
T moulded draught m
TLL moulded freeboard draught m
TSC scantling draught m
Tfull full load design draught m
TBAL ballast draught (minimum midship) m
TBAL-H heavy ballast draught m
TDesign design draught m
TLC midship draught at considered loading condition m
deepest equilibrium waterline in damage condition. For passenger vessels, deepest
TDAM m
intermediate or final equilibrium damage waterline
minimum draught at forward perpendicular for bottom slamming, with respectively all
TF-f, TF-e m
ballast tanks full or with any tank empty in bottom slamming area
Δ moulded displacement at draught TSC t
CB block coefficient at draught TSC -
block coefficient at draught TLL, as defined in the International Convention of Load Lines
CB-LL -
(ICLL)
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DNV AS
V maximum service speed knot
x, y, z x, y, z coordinates of the calculation point with respect to the reference coordinate system m
2.2 Materials
Unless otherwise specified, symbols regarding materials and their units used in these rules are those defined
in Table 3.
Table 3 Materials

2
E Young’s modulus, see Ch.3 Sec.1 [2] N/mm
shear modulus,
2
G N/mm
2
ReH specified minimum yield stress, see Ch.3 Sec.1 [2] N/mm
specified shear yield stress,
2
τeH N/mm
ν Poisson’s ratio, see Ch.3 Sec.1 [2] -
k material factor, see Ch.3 Sec.1 [2] -
2
Rm specified minimum tensile strength, see Ch.3 Sec.1 [2] N/mm
2
RY nominal yield stress, taken equal to 235/k N/mm
2
τY nominal shear yield stress, taken equal to N/mm
2.3 Loads
Unless otherwise specified, symbols regarding loads and their units used in these rules are those defined in
Table 4.
Table 4 Loads
Cw wave coefficient -
Tθ roll period s
θ roll angle deg
Tφ pitch period s
φ pitch angle deg
ao common acceleration parameter -
General principles
DNV AS
2
az vertical acceleration m/s
2
ay transverse acceleration m/s
2
ax longitudinal acceleration m/s
fp probability factor -
kr roll radius of gyration m
GM metacentric height m
λ wave length m
2
Pex total sea pressure, see Ch.4 Sec.5 [1.1] kN/m
total internal pressure due to liquid, see Ch.4 Sec.6 [1], or due to dry bulk cargo, see Pt.5 2
Pin kN/m
Ch.1 Sec.2
2
Ps static sea pressure kN/m
2
Pℓs static tank pressure kN/m
2
Pw dynamic wave pressure kN/m
2
Pℓd dynamic tank pressure kN/m
2
PD green sea deck pressure kN/m
2
Pslh-j sloshing pressure, j = direction kN/m
total pressure due to distributed load on deck or platform, see Ch.4 Sec.5 [2.3] or Ch.4 2
Pdℓ kN/m
Sec.6 [2.2]
2
PSL bottom slamming pressure kN/m
2
PFB bow impact pressure kN/m
2
Pfs static pressure in flooded conditions kN/m
2
PST tank testing pressure (static) kN/m
total force due to concentrated load on deck or platform, see Ch.4 Sec.5 [2.3] or Ch.4
FU kN
Sec.6 [2.3]
Msw-j vertical still water bending moment, j = h, s (hog, sag) kNm
Qsw vertical still water shear force kN
Mwv-j vertical wave bending moment, j = h, s (hog, sag) kNm
Qwv vertical wave shear force kN
Mwt torsional wave moment kNm
Mwh horizontal wave bending moment kNm
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DNV AS
2.4 Scantlings
Unless otherwise specified, symbols regarding scantlings and their units used in these rules are those defined
in Table 5.
Table 5 Scantlings

4
Iy-n50 net vertical moment of inertia of hull girder with half corrosion addition m
4
Iz-n50 net horizontal moment of inertia of hull girder with half corrosion addition m
ZD-n50, net vertical hull girder section moduli with half corrosion addition, at deck and bottom 3
m
ZB-n50 respectively
3
Zz-n50 horizontal hull girder section modulus with half corrosion addition m
zn vertical distance from BL to horizontal neutral axis m
a length of elementary plate panel (EPP) as defined in Ch.3 Sec.7 [2.1.1] mm
breadth of elementary plate panel (EPP) as defined in Ch.3 Sec.7 [2.1.1] mm
b
width of face plate of stiffeners and primary supporting members mm
h web height of stiffeners and primary supporting members mm
s stiffener spacing as defined in Ch.3 Sec.7 [1.2.1] mm
S primary supporting member spacing as defined in Ch.3 Sec.7 [1.2.2] m
ℓ span of stiffeners or primary supporting member as defined in Ch.3 Sec.7 [1] m
ℓbdg effective bending span, in m, as defined in Ch.3 Sec.7 [1.1.2] m
ℓb bracket arm length m
t net required thickness with full corrosion addition mm
tn50 net required thickness with half corrosion addition mm
tc corrosion addition mm
tgr gross thickness mm
tas_built as built thickness mm
tgr_off gross thickness offered mm
tgr_req gross thickness required mm
toff net thickness offered mm
tvol_add thickness for voluntary addition mm
tres reserve thickness mm
tc1, tc2 corrosion addition on each side of structural member mm
hw web height of stiffener or primary supporting member mm
tw, tw-n50 web net thickness of stiffener or primary supporting member mm
bf face plate width stiffener or primary supporting member mm
General principles
DNV AS
hstf height of stiffener mm
tf, tf-n50 face plate/flange net thickness of stiffener or primary supporting member mm
tp, tp-n50 net thickness of the plating attached to a stiffener or a primary supporting member mm
de distance from the upper edge of the web to the top of the flange for L3 profiles mm
beff effective breadth of attached plating, in bending, for yield and fatigue mm
Aeff or net sectional area of stiffeners or primary supporting members, with attached plating (of 2
cm
Aeff-n50 width s)
Ashr or 2
net shear sectional area of stiffeners or primary supporting members cm
Ashr-n50
4
Ip net polar moment of inertia of stiffener about its connection to plating cm
Iω or net sectorial moment of inertia of stiffener or primary supporting member about its 6
cm
Iω -n50 connection to plating
net moment of inertia of the stiffener, with attached shell plating about its neutral axis 4
I cm
parallel to the plating
net section modulus of a stiffener or primary supporting member with attached plating (of 3
Z or Zn50 cm
breadth beff)
3 Definitions
3.1 Principal particulars
3.1.1 L, rule length
The rule length L is the distance, in m, measured on the waterline at the scantling draught TSC from the
forward side of the stem to the centre of the rudder stock. L shall not be less than 96% and need not exceed
97% of the extreme length on the waterline at the scantling draught TSC.
In ships without rudder stock, e.g. ships fitted with azimuth thrusters, the rule length L shall be taken equal
to 97% of the extreme length on the waterline at the scantling draught TSC.
In ships with unusual stem or stern arrangements, the rule length shall be considered on a case-by-case
basis and agreed with the Society.
3.1.2 LLL, freeboard length
The freeboard length LLL, in m, shall be taken as 96% of the total length on a waterline at 85% of the least
moulded freeboard depth, DLL in m, measured from the top of the keel, or as the length from the fore side of
the stem to the axis of the rudder stock on that waterline, if that is greater. For ships without a rudder stock,
the length LLL shall be taken as 96% of the waterline at 85% of the least moulded depth.
In ships designed with a rake of keel the waterline on which this length is measured shall be parallel to the
designed waterline.
Where the stem contour is concave above the waterline at 85% of the least moulded freeboard depth,
both the forward end of the extreme length and the forward side of the stem shall be taken at the vertical
projection to that waterline of the aftermost point of the stem contour (above that waterline), see Figure 1.
General principles
DNV AS


Figure 1 Concave stem contour
3.1.3 Moulded breadth
B is the greatest moulded breadth, in m, measured amidships at the scantling draught, TSC.
3.1.4 Moulded depth
D, the moulded depth, is the vertical distance, in m, amidships, from the moulded baseline to the moulded
deck line of the uppermost continuous deck measured at deck at side. On ships with a rounded gunwale or
sheer strake, D shall be measured to the continuation of the moulded deck line.

Figure 2 Deck corners
General principles
DNV AS
3.1.5 Moulded freeboard depth
The moulded freeboard depth DLL is the least moulded depth taken as the vertical distance, in m, from the
top of the keel to the top of the freeboard deck beam at the side. Where the freeboard deck is stepped and
the raised part of the deck extends over the point at which the moulded depth shall be determined, the
moulded depth shall be measured to a line of reference extending from the lower part of the deck along a
line parallel with the raised part.
3.1.6 Draughts
T, the draught in m, is the summer load line draught, measured from the moulded baseline at midship. Note
that this may be less than the maximum permissible scantling draught.
TSC is the scantling draught, in m, at which the strength requirements for the scantlings of the ship are met
and represents the full load condition. The scantling draught TSC shall not be less than that corresponding to
the assigned freeboard. The draught of ships to which timber freeboards are assigned, corresponds to the
loading condition of timber, and the requirements of the Society shall be applied to this draught.
TBAL is the minimum design normal ballast draught amidships, in m, at which the strength requirements for
the scantlings of the ship are met. This normal ballast draught is the minimum draught of ballast conditions
for any ballast conditions in the loading manual including both departure and arrival conditions.
TBAL-H is the minimum design heavy ballast draught amidships, in m, at which the strength requirements
for the scantlings of the ship are met. This heavy ballast draught shall be considered for ships having heavy
ballast condition.
TDesign is the design draught, in m, that is considered representative for frequently expected loading
conditions.
Guidance note:
If the minimum design ballast draught amidships is not available in the initial design stage, TBAL may be taken according to
the table below. When TBAL taken from the table below is used for strength assessment, it should be confirmed that all ballast
conditions in the final loading manual are covered.
Ship type TBAL
Ship carrying liquid cargoes in bulk 2 + 0.02L
Ship carrying dry cargoes 0.35TSC
RoRo ships 0.5TSC
Passenger ships 0.75TSC
3.1.7 Moulded displacement
Moulded displacement, in t, corresponds to the underwater volume of the ship, at a draught, in seawater with
3
a density of 1.025 t/m .
3.1.8 Maximum service speed
V, the maximum ahead service speed, in knots, means the greatest speed which the ship is designed to
maintain in service at her deepest seagoing draught at the maximum propeller r/min and corresponding
engine MCR (maximum continuous rating).
3.1.9 Block coefficient
CB, the block coefficient at the draught, TSC is defined in the following equation:
where:
Δ = moulded displacement of the ship, in t, at draught TSC.
General principles
DNV AS
3.1.10 Lightweight
Lightweight is the ship displacement, in t, as defined in the Introduction to IMO 2008 Intact Stability Code
(IMO Res. MSC.267(85)) in Definitions 2.23.
3.1.11 Deadweight
The deadweight DWT is the difference, in t, between the displacement, at the summer draught in seawater of
density ρ = 1.025 t/m , and the lightweight.
3
3.1.12 Fore end
The fore end (FE) of the rule length L, see Figure 3, is the perpendicular to the scantling draught waterline at
the forward side of the stem.

Figure 3 Ends and midship
3.1.13 Aft end
The aft end (AE) of the rule length L, see Figure 3, is the perpendicular to the scantling draught waterline at
a distance L aft of the fore end.
3.1.14 Midship
The midship is the perpendicular to the scantling draught waterline at a distance 0.5 L aft of the fore end.
3.1.15 Midship part
The midship part of a ship is the part extending 0.4 L amidships, unless otherwise specified.
3.1.16 Forward freeboard perpendicular
The forward freeboard perpendicular, FPLL, shall be taken at the forward end of the length LLL and shall
coincide with the foreside of the stem on the waterline on which the length LLL is measured, see [3.1.2].
3.1.17 After freeboard perpendicular
The after freeboard perpendicular, APLL, shall be taken at the aft end of the length LLL.
3.2 Position 1 and position 2
3.2.1 Position 1
Position 1 includes:
— exposed freeboard and raised quarter decks
— exposed superstructure decks situated forward of 0.25 LLL from FPLL.
3.2.2 Position 2
Position 2 includes:
General principles
DNV AS
— exposed superstructure decks situated aft of 0.25 LLL from FPLL and located at least one standard height
of superstructure above the freeboard deck
— exposed superstructure decks situated forward of 0.25 LLL from FPLL and located at least two standard
heights of superstructure above the freeboard deck.
3.3 Standard height of superstructure
3.3.1 The standard height of superstructure is defined in Table 6.
Table 6 Standard height of superstructure
Standard height hS, in m
Freeboard length LLL, in m
Raised quarter deck All other superstructures
LLL ≤ 30 0.9 1.8
75 1.2 1.8
LLL > 125 1.80 2.30
The standard heights at intermediate lengths of ships shall be obtained by linear interpolation.
3.3.2 A tier is defined as a measure of the extent of a deckhouse. A deckhouse tier consists of a deck and
external bulkheads.
3.4 Type 'A' and type 'B' freeboard ships
3.4.1 Type 'A' ship
Type 'A' ship is one which:
— is designed to carry only liquid cargoes in bulk
— has a high integrity of the exposed deck with only small access openings to cargo compartments, closed
by watertight gasketed covers of steel or equivalent material
— has low permeability of loaded cargo compartments.
Type 'A' ship shall be assigned a freeboard following the requirements specified in the ICLL.
3.4.2 Type 'B' ship
All ships which are not type 'A' ships stated in [3.4.1] shall be considered as type 'B' ships.
Type 'B' ship shall be assigned a freeboard following the requirements specified in ICLL.
3.4.3 Type 'B-60' ship
Type 'B-60' ship is any type 'B' ship of over 100 m in length which, according to applicable requirements of
ICLL is assigned with a value of tabular freeboard which can be reduced up to 60% of the difference between
the ‘B’ and ‘A’ tabular values for the appropriate ship lengths.
3.4.4 Type 'B-100' ship
Type 'B-100' ship is any type 'B' ship of over 100 m in length which, according to applicable requirements
of ICLL is assigned with a value of tabular freeboard which can be reduced up to 100% of the difference
between the ‘B’ and ‘A’ tabular values for the appropriate ship lengths.
3.4.5 Type 'B+' ship
Cargo ship with increased freeboard on account of hatch cover arrangement.
General principles
DNV AS
3.5 Operation definition
3.5.1 Multiport
Multiport corresponds to short voyage with loading and unloading in multiple ports.
3.5.2 Sheltered water
Sheltered waters are generally calm stretches of water, i.e. harbours, estuaries, roadsteads, bays, lagoons.
3.6 Reference coordinate system
The ship’s geometry, motions, accelerations and loads are defined with respect to the following right-hand
coordinate system, see Figure 4:
origin = at the intersection among the longitudinal plane of symmetry of ship, the aft end of L and the
baseline
X axis = longitudinal axis, positive forwards
Y axis = transverse axis, positive towards port side
Z axis = vertical axis, positive upwards.

Figure 4 Reference coordinate system
3.7 Naming convention
Figure 5 to Figure 7 show the common structural nomenclature used within these rules, also applicable to
other ship types.
General principles
DNV AS

Car carrier
Weather deck Deckhouse Transverse web Upper transverse

in to pside tank suppo rt Deck
Topside tank
Anti-flotation
support
Side shell
Web frame
Internal cargo decks Side
Superstructure side
frame
Type A - independent cargo tank
(LPG)
Freeboard deck
Side shell
Transverse web in
Hopper cargo tank
Deck transverse Pillar plate
Side
longitudinal
Inner
Hopper
bot tom
Inner bot tom tank
Partial transverse
bulkhead Bilge Plating
Bilge keel
Bilge Double Keel Vertical suppo rt
Bilge keel
Transverse web Bottom Transverse C
in hoppe r tank bot tom suppo rt L
Bottom
Keel

Figure 5 Midship section
General principles
DNV AS


Figure 6 Transverse bulkhead
General principles
DNV AS


Figure 7 Mid cargo hold transverse section
3.8 Glossary
Table 7 Definition of terms
Terms Definition
deck used primarily for the accommodation of the crew or passengers, including deck in
accommodation deck
public area of passenger vessels
accommodation ladder portable set of steps on a ship’s side for people boarding from small boats or from a pier
aft peak area aft of the aft peak bulkhead
aft peak bulkhead first main transverse watertight bulkhead forward of the stern
aft peak tank compartment in the narrow part of the stern aft of the aft peak bulkhead
amidships middle of the length L
General principles
DNV AS
Terms Definition
device which is attached to anchor chain at one end and lowered into the sea bed to hold a
ship in position
anchor
It is designed to grip the bottom when it is dragged by the ship trying to float away under
the influence of wind and current; usually made of heavy casting or casting
ballast hold dry bulk cargo hold that may be used for the storage of water ballast
ballast tank compartment used for the storage of water ballast
bay area between adjacent transverse frames or transverse bulkheads
bilge hopper tank tank used for ballast or for stability when carrying certain cargoes in bulk carriers
bilge keel plate/profile perpendicular to a ship’s shell along the bilges to reduce the rolling motion
curved plating between the bottom shell and side shell
It shall be taken as follows:
— within the parallel part of the ship:
from the start of the curvature at the lower turn of bilge on the bottom to the end of the
curvature at the upper turn of the bilge,
bilge plating
— outside the parallel part of the ship:
from the start of the curvature at the lower turn of the bilge on the bottom to the lesser
of:
— a point on the side shell located 0.2D above the baseline/local centreline elevation
— the end of the curvature at the upper turn of the bilge.
bilge strake lower strake of bilge plating
shell envelope plating forming the predominantly flat bottom portion of the shell envelope
bottom shell
including the keel plate
bow structural arrangement and form of the forward end of the ship
collective term for the outer and the inner bow door normally leading to a complete or long
bow door
forward enclosed superstructure
bower anchor anchor carried at the bow of the ship
extra structural component used to increase the strength of a joint between two structural
bracket
members
bracket toe narrow end of a tapered bracket
breast hook plate bracket joining port and starboard side structural members at the stem
elevated deckhouse or superstructure having a clear view forward and at each side, and from
bridge
which a ship is steered
buckling panel elementary plate panel considered for the buckling analysis
party contracted by the owner to build a ship in compliance with the specifications including
builder
rules
stiffener utilising an increase in steel mass on the outer end of the web instead of a separate
bulb profile
flange
bulkhead structural partition wall sub-dividing the interior of the ship into compartment
General principles
DNV AS
Terms Definition
uppermost continuous deck to which transverse watertight bulkheads and shell are carried
bulkhead deck watertight
In cargo ships the freeboard deck may be taken as the bulkhead deck
bulkhead stool lower or upper base of a corrugated bulkhead
bulkhead structure transverse or longitudinal bulkhead plating with stiffeners and girders
vertical plating immediately above the upper edge of the ship’s side surrounding the exposed
bulwark
deck(s)
bunker compartment for the storage of fuel oil used by the ship's machinery
cable rope or chain attached to the anchor
camber upward rise of the weather deck from both sides towards the centreline of the ship
cargo area part of the ship that contains cargo holds, cargo tanks and slop tanks
cargo hold generic term for spaces intended to carry cargo, liquid or dry bulk
cargo tank tank carrying cargoes
cargo tank bulkhead boundary bulkhead separating cargo tanks
carlings stiffening member used to supplement the regular stiffening arrangement
casing covering or bulkhead around or about any space for protection
structural arrangement where there are two closely spaced boundaries and internal
cellular construction
diaphragm plates arranged in such a manner to create small compartments
centreline girder longitudinal member located on the centreline of the ship
chain connected metal rings or links used for holding anchor, fastening timber cargoes, etc.
chain locker compartment usually at the forward end of a ship which is used to store the anchor chain
chain pipe section of pipe through which the anchor chain enters or leaves the chain locker
device for securing the chain cable when riding at anchor as well as securing the anchor in
chain stopper
the housed position in the hawse pipe, thereby relieving the strain on the windlass
devices for pre-compression of packings and steel to steel contact (not load carrying
cleats
devices)
coaming vertical boundary structure of a hatch or skylight
cofferdams see Ch.2 Sec.3 [1]
patch used to completely close a hole cut for a longitudinal or transverse stiffener passing
collar plate
through a primary structural member
collision bulkhead foremost main transverse watertight bulkhead
companionway weathertight entrance leading from a ship’s deck to spaces below
compartment internal space bounded by bulkheads or plating
space identified by one of the following characteristics: limited openings for entry and exit,
confined space
unfavourable natural ventilation or not designed for continuous worker occupancy
General principles
DNV AS
Terms Definition
equipment connected to the vessel systems, enclosed by a structural unit located on the
containerized equipment
freeboard deck or above
stiffener with both web and flange continuous through primary support member web or
continuous stiffener
bulkhead plating
vessel which due to its tonnage, usage or dimensions would, if trading in international waters
convention vessel or on international voyages, fall within the requirements of any, or any part, of the IMO and /
or ILO conventions
corrugation plating arranged in a corrugated fashion
cross deck area between cargo hatches
large transverse structural members joining longitudinal bulkheads or joining a longitudinal
cross ties bulkhead with double side structures and used to support them against hydrostatic and
hydrodynamic loads
deck horizontal structure element that defines the upper or lower boundary of a compartment
deckhouse is a decked structure on the freeboard deck which does not comply with the
deckhouse
definition of a superstructure
deck structure deck plating with stiffeners, girders and supporting pillars
deck transverse transverse PSM at the deck
any tank which extends between two decks or the shell/inner bottom and the deck above or
deep tank
higher
party who creates documentation submitted to the Society necessary for approval or for
information
designer
The designer can be the builder or a party contracted by the builder or owner to create this
documentation
any piping leading through the ship’s sides for conveying bilge water, circulating water,
discharges
drains, etc.
bracket located in the double bottom to locally strengthen the bottom structure for the
docking bracket
purposes of docking
shell plating with stiffeners below the top of the inner bottom and other elements below and
double bottom structure including the inner bottom plating
Note that sloping hopper tank topside shall be regarded as longitudinal bulkhead
small piece of plate which is attached to a larger area of plate that requires strengthening in
doubler
that location. Usually at the attachment point of a stiffener
double skin member is defined as a structural member where the idealised beam comprises
double skin member
webs, with top and bottom flanges formed by attached plating
a keel built of plates in box form extending the length of the cargo tank. It is used to house
duct keel ballast and other piping leading forward which otherwise would have to run through the
cargo tanks
superstructure with bulkheads forward and/or aft fitted with weather tight doors and closing
enclosed superstructure
appliances
spaces containing propulsion machinery and machinery for generation of electrical power,
engine room
see also Pt.4 Ch.1 Sec.1
General principles
DNV AS
Terms Definition
engine room bulkhead transverse bulkhead either directly forward or aft of the engine room
elementary plate panel, the smallest plate element surrounded by structural members, such
EPP
as stiffeners, PSM, bulkheads, etc.
exposed deck deck directly exposed to weather loads (wind, rain, snow, ice) or green sea loads
section of a stiffening member attached to the plate via a web and is usually parallel to the
face plate
plated surface
section of a stiffening member, typically attached to the web, but is sometimes formed by
flange
bending the web over. It is usually parallel to the plated surface
flat bar stiffener comprised only of a web
floor bottom transverse member
flush deck ship ship which has no superstructure on the freeboard deck
forecastle short superstructure situated at the bow
fore peak area of the ship forward of the collision bulkhead
fore peak deck short raised deck extending aft from the bow of the ship
foundation device transferring loads from a heavy or loaded object to the vessel structure
generally the uppermost complete deck exposed to weather and sea, which has permanent
means of closing all exposed openings
In a ship having a discontinuous freeboard deck, the lowest line of the exposed deck and the
continuation of that line parallel to the upper part of the deck is taken as the freeboard deck.
At the option of the owner and subject to the approval of the flag administration, a lower
deck may be designated as the freeboard deck provided it is a complete and permanent
deck continuous in a fore and aft direction at least between the machinery space and peak
freeboard deck bulkheads and continuous athwart ships.
When this lower deck is stepped the lowest line of the deck and the continuation of that line
parallel to the upper part of the deck is taken as the freeboard deck.
When a lower deck is designated as the freeboard deck, that part of the hull which extends
above the freeboard deck is treated as a superstructure so far as concerns the application of
the conditions of assignment and the calculation of freeboard.
It is from this deck that the freeboard is calculated
freeing port opening in the bulwarks to allow water shipped on deck to run freely overboard
raised walkway between superstructure, such as between the forecastle and bridge, or
gangway
between the bridge and poop
girder collective term for primary supporting structural members
block with a hole in the centre to receive the pintle of a rudder; located on the stern post, it
gudgeon
supports and allows the rudder to swing
gunwale upper edge of the ship’s sides
plate, usually fitted to distribute forces at a strength connection between two structural
gusset
members
hatch cover cover fitted over a hatchway to prevent the ingress of water into the ship’s hold
General principles
DNV AS
Terms Definition
openings, generally rectangular, in a ship’s deck affording access into the compartment
hatchways
below
steel pipe through which the hawser or cable of anchor passes, located in the ship's bow on
hawse pipe
either side of the stem
hawser large steel wire or fibre rope used for towing or mooring
plating running the length of a compartment sloping between the inner bottom and vertical
hopper plating
portion of inner hull longitudinal bulkhead
HP bulb profile in accordance with the Holland profile standard
IACS International Association of Classification Societies
ICLL International Convention on Load Lines, 1966, as amended
IMO International Maritime Organisation
independent tank self supporting tank
inner hull innermost plating forming a second layer to the hull of the ship
intercostal non continuous member between stiffeners or PSM
main structural member or backbone of a ship running longitudinally along the centreline of
keel the bottom
Usually a flat plate stiffened by a vertical plate on its centreline inside the shell
keel line is the line parallel to the slope of the keel intersecting the top of the keel at
keel line
amidships
knuckle discontinuity in a structural member
lightening hole hole cut in a structural member to reduce its weight
limber hole small drain hole cut in a frame or plate to prevent water or oil from collecting
local stiffening members which only influence the structural integrity of a single panel, e.g.
local supporting members
deck beams
preventive measures ensuring that cleats and supports as applicable always remain in
locking arrangement
position when engaged
longitudinal centreline
longitudinal bulkhead located on the centreline of the ship
bulkhead
structural members that contribute to the longitudinal strength of the hull girder, including:
longitudinal hull girder deck, side, bottom, inner bottom, inner hull longitudinal bulkheads including upper sloped
structural members plating where fitted, hopper, bilge plate, longitudinal bulkheads, double bottom girders and
horizontal girders in wing ballast tanks
structural members that contribute to strength against hull girder vertical shear loads,
longitudinal hull girder
including: side, inner hull longitudinal bulkheads, hopper, longitudinal bulkheads and double
shear structural members
bottom girders
patch used to partly close a hole cut for a longitudinal or transverse stiffener passing through
lug plate
a primary structure member
General principles
DNV AS
Terms Definition
spaces containing propulsion machinery, boilers, oil fuel units, steam and internal
combustion engines, generators and major electrical machinery, oil filling stations,
machinery space
refrigerating, stabilizing, ventilation and air conditioning machinery, and similar spaces, and
trunks to such spaces, see also Pt.4 Ch.1 Sec.1
manhole round or oval hole cut in decks, tanks, etc., for the purpose of providing access
outboard strake of the inner bottom and when turned down at the bilge the margin plate (or
margin plate
girder) forms the outer boundary of the double bottom
IMO International Convention for the Prevention of Pollution from Ships, 1973 and Protocol
MARPOL
of 1978, as amended
mid-hold middle hold(s) of the three cargo hold length FE model as defined in Ch.7 Sec.3 [2]
non-convention vessel vessel other than a convention vessel
notch discontinuity in a structural member caused by welding
offshore cranes are lifting appliances onboard ships and similar units intended for cargo
offshore crane handling outside the deck area at open sea, e.g. loading and discharging of offshore support
vessels, barges, etc. or from the seabed
oil fuel tank tank used for the storage of fuel oil
outer shell same as shell envelope
registered owner and/or manager of the vessel and/or any other organization and/or person
owner who has assumed the responsibility for operation of the vessel and who on assuming such
responsibility has agreed to take over all the duties and responsibilities related to the vessel
vertical support placed between decks where the deck is unsupported by the shell or
pillar
bulkhead
void space running in the midships fore and aft lines between the inner bottom and shell
pipe tunnel plating forming a protective space for bilge, ballast and other lines extending from the
engine room to the tanks
unstiffened plate surrounded and supported by structural members, such as stiffeners, PSM,
plate panel bulkheads, etc.
See also EPP
plating sheet of steel supported by stiffeners, primary supporting members or bulkheads
poop space below an enclosed superstructure at the extreme aft end of a ship
members of the beam, girder or stringer type which provide the overall structural integrity
primary supporting of the hull envelope and tank boundaries, e.g. double bottom floors and girders, transverse
members (PSM) side structure, deck transverses, bulkhead stringers and vertical webs on longitudinal
bulkheads
spaces not normally subdivided in any way and normally extending to either a substantial
length or the entire length of the ship in which motor vehicles with fuel in their tanks for
their own propulsion and/or goods (packaged or in bulk, in or on rail or road cars, vehicles
ro-ro space
(including road or rail tankers), trailers, containers, pallets, demountable tanks or in or
on similar stowage units or other receptacles) can be loaded and unloaded normally in a
horizontal direction
safe working load (SWL) maximum load which the lifting appliance is certified to lift at any specified outreach
General principles
DNV AS
Terms Definition
scallop hole cut into a stiffening member to allow continuous welding of a plate seam
scarfing bracket bracket used between two offset structural items
scantlings physical dimensions of a structural item
scupper any opening for carrying off water from a deck, either directly or through piping
small opening in a deck or elsewhere, usually fitted with a cover or lid or a door for access to
scuttle
a compartment
securing device device used to keep the door closed by preventing it from rotating about its hinges
slanted plates that are fitted to minimise pocketing of residual cargo in way of corrugated
shedder plates
bulkheads
sheer strake top strake of a ship’s side shell plating
shelf plate horizontal plate located on the top of a bulkhead stool
shell envelope plating shell plating forming the effective hull girder exclusive of the strength deck plating
ship is regarded as one with large deck openings if one of the following conditions applies:
ship with large deck where:
openings
bL = breadth of hatchway in m, in case of multi-hatchways, bL is the sum of the
individual hatchway breadths
BM = breadth of deck measured in m at the mid length of hatchway
ℓL = length of hatchway in m
ℓM = distance between centres of transverse deck strips at each end of hatchway in m.
Where there is no further hatchway beyond the one under consideration, ℓM will
be specially considered
lifting appliance onboard ships and similar units intended for use within harbours areas and
shipboard crane
when at sea within the cargo deck area
side frame vertical member attached to the side shell in bulk carriers
side shell shell envelope plating forming the side portion of the shell envelope above the bilge plating
shell plating with stiffeners and girders below the upper turn of bilge or the top of bottom
single bottom structure
girders, whichever is the highest
structural member where the idealised beam comprises a web, with a top flange formed by
single skin member
attached plating and a bottom flange formed by a face plate
deck opening fitted with or without a glass port light and serving as a ventilator for
skylight
machinery space, quarters, etc.
tank in an oil tanker which is used to collect the oil and water mixtures from cargo tanks
slop tank
after tank washing
General principles
DNV AS
Terms Definition
SOLAS IMO International Convention for the Safety of Life at Sea, 1974 as amended
spaces separate compartments including tanks
those enclosed spaces above or below the bulkhead deck, into and from which vehicles can
be driven and to which passengers have access
special category spaces
Special category spaces may be accommodated on more than one deck provided that the
total overall clear height for vehicles does not exceed 10 m
stay bulwark and hatch coaming brackets
stem piece of bar or plating at which a ship's outside plating terminates at forward end
stern frame heavy strength member in single or triple screw ships, combining the rudder post
tube through which the shaft passes to the propeller; and acts as an after bearing for the
stern tube shafting
It may be water or oil lubricated
stiffener collective term for secondary supporting structural members
stool structure supporting tank bulkheads
strake course, or row, of shell, deck, bulkhead, or other plating
strength deck is in general defined as the uppermost continuous deck. A superstructure deck
which within 0.4 L amidships has a continuous length, in m, equal to or greater than
shall be regarded as the strength deck instead of the covered part of the uppermost
strength deck continuous deck
H = height in m between the uppermost continuous deck and the superstructure deck in
question.
Another deck may be defined as the strength deck after special consideration of its
effectiveness
type of girder or transverse member with horizontally positioned web, supporting vertical
stringer
stiffeners/frames, connected to web frames, verticals or bulkheads
stringer plate outside strake of deck plating
a superstructure is a decked structure on the freeboard deck extending from side to side or
with the side plating not being inboard of the shell plating more than 0.04 B
A long forward superstructure is defined as an enclosed forward superstructure with length S
superstructure
equal to or greater than 0.25 L.
The length of a superstructure (S) is the mean length of the part of the superstructure which
lies within the length (L)
load carrying devices designed for transfer of acting forces from door- to hull structures.
support
These may include hinges, welded supports, bolts/eye plates, etc.
device used to transmit external or internal loads from a door, hatch or ramp to a securing
device and from the securing device to the ship’s structure, or a device other than a securing
supporting device
device, such as a hinge, stopper or other fixed device, that transmits loads from the door,
hatch or ramp to the ship’s structure
General principles
DNV AS
Terms Definition
strengthening of the vessel structure, e.g. a deck, in order to accommodate loads and
supporting structure
moments from a heavy or loaded object
generic term for spaces intended to carry liquid, such as, seawater, fresh water, oil, liquid
tank
cargoes, FO, DO, etc.
tank top horizontal plating forming the bottom of a cargo tank
towing pennant long rope which is used to effect the tow of a ship
tank that normally stretches along the length of the ship’s side and occupies the upper
topside tank
corners of the cargo hold in bulk carriers
transom structural arrangement and form of the aft end of the ship
all transverse material appearing in a cross section of the ship's hull, in way of a double
transverse ring
bottom floor, vertical web and deck transverse girder
transverse web frame primary transverse girders which join the ships longitudinal structure
tripping bracket bracket used to strengthen a structural member under compression against torsional forces
trunk decked structure similar to a deckhouse, but not provided with a lower deck
abbreviation of between decks, placed between the upper deck and the tank top in the cargo
tween deck
tanks
ullage quantity represented by the unoccupied space in a tank
void enclosed empty space in a ship
wash bulkhead perforated or partial bulkhead in a tank
watertight means capable of preventing the passage of water in any direction under a head
watertight of water calculated from the most critical situation of damaged condition at equilibrium,
including intermediate stages of flooding
inclined and stiffened plate structure on a weather deck to break and deflect the flow of
wave breaker
water coming over the bow
deck or section of deck exposed to the elements which has means of closing weathertight, all
weather deck
hatches and openings
weathertight weathertight means that in any sea conditions water will not penetrate into the ship
web section of a stiffening member attached perpendicular to the plated surface
web frame transverse PSM including deck transverse
wind and water strakes strakes of a ship's side shell plating between the ballast and the deepest load waterline
windlass winch for lifting and lowering the anchor chain
wing tank space bounded by the inner hull longitudinal bulkhead and side shell
General principles
DNV AS
SECTION 5 LOADING MANUAL AND LOADING INSTRUMENTS
1 General requirements
1.1 Application
1.1.1 This section contains minimum requirements for loading guidance information.
1.1.2 All ships covered by Reg. 10 of the International Convention on Load Lines shall be provided with an
approved loading manual.
The requirements given in [2] are considered to fulfil Reg. 10(1) of the International Convention on Load
Lines for all classed ships of 65 m in length and above. However, a loading manual, considering longitudinal
strength, is not required for a category II ship with length less than 90 m where the maximum deadweight
does not exceed 30% of the maximum displacement, see Sec.4 [3.1.7].
All ships of category I, see [3], shall in addition to the loading manual be provided with a loading
instrument system approved and certified for calculation and control of hull strength in accordance with the
requirements given in Pt.6 Ch.4 Sec.6.
1.1.3 A ship may in actual operation be loaded differently from the loading conditions specified in the loading
manual, provided limitations for longitudinal and local strength as defined in the loading manual and loading
instrument onboard and applicable stability requirements are not exceeded.
1.1.4 The requirements concerning the loading manual are given in [2] and those concerning the loading
instruments in [3].
2 Loading manuals
2.1 General requirements
2.1.1 Definition
A loading manual is a document which describes:
— the loading conditions on which the design of the ship has been based for seagoing and harbour/sheltered
water, including permissible limits of still water bending moment and shear force. Additionally, where
applicable, shear force correction values and permissible limits for still water torsional moment and lateral
loads to be included. The conditions specified in the ballast water management procedure and dry docking
procedure shall be included in the loading manual
— the results of the calculations of still water bending moments, shear forces and still water torsional
moments if unsymmetrical loading conditions with respect to the ship’s centre line
— the allowable local loading for the structure (e.g. hatch covers, decks, double bottom, etc.), where
applicable
— the relevant operational limitations.
Guidance note:
Permissible torsional still water moment limits are generally applicable for ships with large deck openings as given in Ch.5 Sec.1
and class notation Container or Container ship.
For bulk carriers of 150 m in length and above additional requirements as given in Pt.5 Ch.1 also apply.
2.1.2 Condition of approval
The approved loading manual shall be based on the final data of the ship.
General principles
DNV AS
Modifications resulting in changes to the main data of the ship (e.g. lightship weight, buoyancy distribution,
tank volumes or usage, etc.), require the loading manual to be updated and re-approved, and subsequently
the loading computer system to be updated and re-approved. However, new loading guidance and an
updated loading manual is not required to be resubmitted, provided that the resulting draughts, still water
bending moments and shear forces do not differ from the originally approved data by more than 2%.
The loading manual shall be prepared in a language understood by the users. If this language is not English,
a translation into English shall be included.
2.1.3 Loading conditions
The loading manual shall include the design (cargo and ballast) loading conditions, subdivided into departure
and arrival conditions, and ballast exchange at sea conditions, as appropriate, upon which the approval of the
hull scantlings is based, as defined in Ch.4 Sec.8.
Loading conditions for specific ship types as given in Pt.5 also apply.
2.1.4 Operational limitations
The loading manual shall describe relevant operational limitations:
— scantling draught
— load specifications for cargo decks
— design minimum ballast draught at midships
— minimum slamming draught forward with forward double bottom ballast tanks filled
— minimum slamming draught forward with any of the forward double bottom ballast tanks empty
— maximum allowable cargo density
— maximum cargo density and filling heights in any loading condition in loading manual
— restrictions in cargo mass- and angle of repose
— maximum service speed
— envelope results and permissible limits of still water bending moments and shear forces, and still water
torsional moments if applicable
— restrictions to GM-value
— restrictions to filling of tanks in seagoing conditions
— restrictions to ballast holds which may not be partially filled in seagoing conditions
— restrictions to double bottom ballast tanks which may be filled in alternate loaded seagoing conditions.
3 Loading instrument
3.1 General requirements
3.1.1 Definition
A loading computer system is a system by means of which it can be easily and quickly ascertained that, at
specified read-out points, relevant operational limitations, such as the still water bending moments, shear
forces, and still water torsional moments and lateral loads, where applicable, in any load or ballast condition
do not exceed the specified permissible values.
All ships of category I of 100 m in length and above shall be provided with a loading instrument system
approved and certified for calculation and control of hull strength, in addition to the loading manual.
The loading instrument is ship specific onboard equipment and the results of the calculations are only
applicable to the ship for which it has been approved.
If a loading instrument system is installed onboard a ship, the system shall be approved in accordance with
requirements in Pt.6 Ch.4 Sec.6.
An approved loading instrument can not replace an approved loading manual.
Single point loading instruments are not acceptable.
Category I ships:
General principles
DNV AS
— ships with large deck openings where combined stresses due to vertical and horizontal hull girder bending
and torsional and lateral loads shall be considered
— ships liable to carry non-homogeneous loadings, where the cargo and or ballast may be unevenly
distributed
— chemical tankers and gas carriers.
Category II ships:
— ships with arrangement giving small possibilities for variation in the distribution of cargo and ballast
— ships on regular and fixed trading pattern where the loading manual gives sufficient guidance
— ships less than 120 m in length, when their design takes into account uneven distribution of cargo or
ballast, belong to category II.
3.1.2 Conditions of approval of loading instruments
The loading instrument is subject to approval based on the rules of the Society. The approval shall be in
accordance with Pt.6 Ch.4 Sec.6.
An operational manual is always to be provided for the loading instrument. The operation manual and the
instrument output shall be prepared in a language understood by the users. If this language is not English, a
translation into English shall be included.
The operation of the loading instrument shall be verified upon installation. It shall documented that the
agreed test conditions and the operation manual for the instrument is available onboard.
General principles
DNV AS
CHANGES – HISTORIC
Part 3 Chapter 1 Changes – historic
July 2020 edition
Editorial changes and Sec.3 [2.2.2] Documentation requirements for emergency towing

corrections arrangements are only applicable for tankers and are moved to
Pt.5.
July 2019 edition
Implementation IACS UR S6 Sec.2 [3.5.4] Lowest mean daily average temperature in air, MDAT, is

Rev9 changed from -20ºC to -10ºC as design temperature limit for
cold temperature.
Sec.2 [3.7.2] Minimum and maximum cargo temperatures are changed to
-10 ºC and 100 ºC respectively.
Documentation requirements Sec.3 Table 1 Documentation requirements are updated for consistency with

the rules.
Sec.3 Table 2 Material certificate requirements for mooring equipment are
changed.
Loading instrument Sec.5 [3.1.1] It is clarified that loading instrument is not required for

category I ships with L<100 m.
July 2018 edition
Special operations Sec.2 Table 1 Added rule requirements for special

operations load scenario.
Weather and water tight doors Sec.3 [3.1.3] Change of the subsection title and

Sec.3 Table 3 update of the table with certification
requirements.
Sec.3 Table 1 Added the requirement of C030 - Detail
drawing for external watertight integrity.
General principles
DNV AS
Part 3 Chapter 1 Changes – historic
July 2016 edition
Amendments January 2018
• General
— Only editorial corrections have been made.
Amendments July 2017
• General
— References have been updated.
• Sec.3 Verification of compliance
— Sec.3 [2]: The text has been clarified.
Main changes July 2016, entering into force as from date of
publication
• Sec.1 Application
— Sec.1 [1]: Scope of documentation and certification for CSR ships clarified.
— Sec.3 [2] and Sec.3 [3]: The requirement to VL material certificate for hull structure is clarified for CSR
and non-CSR ships. Scope of documentation for CSR ships clarified.
— Sec.3 Table 1: Modified documentation requirements.
October 2015 edition
This is a new document.
The rules enter into force 1 January 2016.
— Sec.3 Table 1: Modified documentation requirements.
• Sec.4 Symbols and definitions
— Sec.4 [3.1.6]: A guidance note for TBAL has been added.
General principles
DNV AS
About DNV
DNV is the independent expert in risk management and assurance, operating in more than 100
countries. Through its broad experience and deep expertise DNV advances safety and sustainable
performance, sets industry benchmarks, and inspires and invents solutions.
Whether assessing a new ship design, optimizing the performance of a wind farm, analyzing sensor
data from a gas pipeline or certifying a food company’s supply chain, DNV enables its customers and
their stakeholders to make critical decisions with confidence.
Driven by its purpose, to safeguard life, property, and the environment, DNV helps tackle the
challenges and global transformations facing its customers and the world today and is a trusted
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No further distribution shall be made.

Topic Reference Description

Rebranding to DNV All This document has been revised due to the rebranding of DNV

Section 2 Rule principles.........................................................................................8

Static and dynamic loads in heavy weather S + D AC-II

Impact loads in heavy weather Impact (I) AC-IV

Transit Static and dynamic loads in heavy weather S + D AC-II

Permissible Permissible Allowable

Acceptance Direct/cargo hold analysis Fine mesh analysis

Object Documentation type Additional description Info

I270 – Test conditions Final. AP, VS

Loading computer I280 – Reference data FI, VS

Symbol Meaning Units

Symbol Meaning Units

Symbol Meaning Units

Symbol Meaning Units

Msw-j vertical still water bending moment, j = h, s (hog, sag) kNm

Mwv-j vertical wave bending moment, j = h, s (hog, sag) kNm

Mwt torsional wave moment kNm

Mwh horizontal wave bending moment kNm

Symbol Meaning Units

LLL ≤ 30 0.9 1.8

LLL > 125 1.80 2.30

Weather deck Deckhouse Transverse web Upper transverse

Editorial changes and Sec.3 [2.2.2] Documentation requirements for emergency towing

Implementation IACS UR S6 Sec.2 [3.5.4] Lowest mean daily average temperature in air, MDAT, is

Documentation requirements Sec.3 Table 1 Documentation requirements are updated for consistency with

Loading instrument Sec.5 [3.1.1] It is clarified that loading instrument is not required for

Special operations Sec.2 Table 1 Added rule requirements for special

Weather and water tight doors Sec.3 [3.1.3] Change of the subsection title and

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