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Pub87 - SRQS - Guide - Design of Free Fall Lifeboats PDF
Pub87 - SRQS - Guide - Design of Free Fall Lifeboats PDF
DNV-OS-E406
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Offshore Standard DNV-OS-E406, April 2010
Changes – Page 3
CONTENTS
SECTION 1
INTRODUCTION
103 The standard shall be used for design of free fall life- A 300 Scope and application
boats for use from offshore structures and for design of skids 301 This standard applies to free fall lifeboat systems and
and other parts of the arrangements required to launch the life- their launching appliances.
boats from these structures. The standard can be used as a
stand-alone document. 302 The standard applies to the design, materials, fabrica-
tion, testing, operation, repair and requalification of free fall
104 The standard shall be used for design of free fall life- lifeboats and their launching appliances.
boats with a specified design lifetime. 303 This standard is not applicable to design of an evacua-
105 Lifeboats designed according to this standard can be used tion system as a whole. This limitation reflects that free fall
in an emergency event for evacuation of personnel from offshore lifeboats and their launching appliances constitute only parts
structures, which have been designed to high safety class. of an evacuation system. Lifeboats and their launching appli-
ances must be compatible with and have interface to escape
106 Lifeboats designed according to this standard are meant routes, muster stations, communication systems, power supply
to be used for only one emergency evacuation at the most. systems, lighting and other features of the host facility which
Reuse of a lifeboat which has been used for an evacuation are not covered by this standard.
requires requalification of the lifeboat. The requalification can
be carried out based on this standard. 304 This standard is not applicable to design of davit-
launched lifeboats.
107 Lifeboats designed according to this standard can also
Guidance note:
be used for emergency evacuation from offshore structures
which do not meet the requirements to design to high safety This limitation reflects the difference between free fall lifeboats
class, such as jack-up platforms and other rigs used in tempo- and davit-launched lifeboats, e.g. when it comes to loads and
modes of operation.
rary phases during exploration and drilling. However, for use
of lifeboats for emergency evacuation of personnel from such ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
structures, it is a prerequisite that personnel on the offshore
structure in question are evacuated from the structure when- 305 This standard is not applicable to design of lifeboats on
ever there is a weather forecast for severe storms. Which level host facilities located in waters where sea ice or sea floes occur.
of forecast storm intensity shall initiate such a precautious
evacuation of personnel shall be established on a case-to-case A 400 Quality assurance
basis, depending on a site-specific risk evaluation. 401 The safety format used in this standard requires that
gross errors, such as human errors and organizational errors,
A 200 Objectives shall be handled by requirements to organization of the work,
competence of the personnel performing the work, verification
201 The standard specifies general principles, requirements of the design, and quality assurance during all relevant phases.
and guidelines for site-specific design of free fall lifeboats and
their launching appliances such as skids, davits and release 402 For the purpose of this standard, it is assumed that the
units. In this respect, the standard has three main areas of owner of a lifeboat or a lifeboat system has established a qual-
focus, viz. ity objective. In all quality-related aspects, the owner shall
seek to achieve the quality level of products and services
— structural safety, i.e. safety of hull and canopy against intended by the quality objective. Further, the owner shall pro-
structural failure vide assurance that intended quality is being, or will be,
— human safety, i.e. limitation of accelerations of the human achieved.
body 403 A quality system shall be applied to facilitate compli-
— headway, i.e. sufficient forward speed after launch. ance with the requirements of this standard.
Guidance note:
Guidance note:
ISO 9000 provides guidance on the selection and use of quality
Site-specific design implies design for the particular conditions systems.
prevailing at the location of the offshore facility on which the
lifeboat is to be installed and used. These conditions include, but ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
are not limited to, the site-specific metocean conditions as well
as the drop height implied by the geometry of the host facility and 404 It is a prerequisite for design of free fall lifeboats accord-
the physical location of the lifeboat on the facility. ing to this standard that an efficient quality assurance system is
in place, covering all critical production processes involved in
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e--- the manufacturing of a lifeboat.
A 500 Other codes Table B1 DNV Offshore Standards, Rules for Classification and
501 In case of conflict between requirements of this standard Rules for Certification (Continued)
and a reference document, the requirements of this standard Reference Title
shall prevail. DNV-OS-D301 Fire Protection
502 Wherever reference is made to other codes, the latest Standard for Cer- Lifeboats and Rescue Boats
tification No. 2.20
revision of the code in question shall be applied, unless other-
wise specified. Standard for Cer- Lifting Appliances
tification No. 2.22
503 When code checks are performed according to other Rules for Classification of High Speed, Light
codes than DNV codes, the partial safety factors as specified in Craft and Naval Surface Craft
the codes in question shall be used.
504 The provision for using non-DNV codes is that the same Table B2 DNV Recommended Practices and Classification
safety level as the one resulting for designs according to this Notes
standard is achieved. Reference Title
DNV-RP-A203 Qualification Procedures for New Technology
A 600 Equivalence and future developments
601 This code specifies requirements to the design of free DNV-RP-C201 Buckling Strength of Plated Structures
fall lifeboats intended to ensure a safety level that is deemed DNV-RP-C202 Buckling Strength of Shells
acceptable for lifeboats on offshore installations. Some of
these requirements imply certain constraints on lifeboat DNV-RP-C203 Fatigue Strength Analysis
designs that reflect the current practice in the industry and of Offshore Steel Structures
established principles of design and construction of free fall
DNV-RP-C205 Environmental Conditions and Environmental
lifeboats. Alternative designs and arrangements that deviate Loads
from these requirements may be accepted provided that it is
documented by a sound engineering analysis that the level of DNV-RP-C206 Fatigue Methodology of Offshore Ships
safety is at least as high as that implied by the requirements of
this code. Basic premises for such analyses should be that the DNV-RP-H101 Risk Management in Marine
availability on demand of the lifeboat exceeds 99% and that all and Subsea Operations
cost effective risk control options have been implemented. Classification Buckling Strength Analysis
Notes 30.1
Guidance note:
A recommended method for identifying risk control options and Classification Structural Reliability Analysis
documenting the safety of alternative designs and arrangements Notes 30.6 of Marine Structures
can be found in DNV-RP-A203. Classification Fatigue Assessments of Ship Structures
Notes 30.7
Risk acceptance criteria may be taken according to IMO MSC/
Circ.1023−MEPC/Circ.392 “Guidelines for Formal Safety
Assessment”. An updated consolidated version may be found in Table B3 Other references
MSC83/INF.2. Reference Title
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e--- AISC LRFD Manual of Steel Construction
API RP 2A LRFD Planning, Designing, and Constructing Fixed
602 The specific requirements of this standard reflect what Offshore Platforms – Load and Resistance
was deemed cost effective means of managing the risks asso- Factor Design
ciated with lifeboats on offshore installations at the time of ASTM C297 Standard Test Method for Flatwise Tensile
issue of this standard. Technology developments after that Strength of Sandwich Constructions
point in time may provide new means of cost effective risk
reduction. Should relevant cost benefit assessment show that ASTM D1002 Standard Test Method for Apparent Shear
use of such new technology would provide cost effective risk Strength of Single-Lap-Joint Adhesively
reduction, such new technology shall be implemented on new Bonded Metal Specimens by Tension Loading
lifeboats where it fits. (Metal-to-Metal)
ASTM D3163 Standard Test Method for Determining
Strength of Adhesively Bonded Rigid Plastic
Lap-Shear Joints in Shear by Tension Loading
B. References ASTM D3528 Standard Test Method for Strength Properties
of Double Lap Shear Adhesive Joints by Ten-
B 100 General sion Loading
101 The DNV documents listed in Tables B1 and B2 and the BS 7910 Guide on methods for assessing the accepta-
bility of flaws in fusion welded structures
recognized codes and standards in Table B3 are referred to in
this standard. EN 1993-1-1 Eurocode 3: Design of Steel Structures, Part
1-1: General Rules and Rules for Buildings
102 The latest valid revision of each of the DNV reference EN 1999-1-1 Eurocode 9: Design of Aluminium Structures,
documents in Tables B1 and B2 applies. Part 1-1: General – Common Rules
EN 10204 Metallic products – types of inspection docu-
Table B1 DNV Offshore Standards, Rules for Classification and ments
Rules for Certification
Reference Title EN 10025-2 Hot rolled products of structural steel. Techni-
cal delivery conditions for non-alloy struc-
DNV-OS-B101 Metallic Materials tural steels.
DNV-OS-C101 Design of Offshore Steel Structures, General EN 10025-3 Hot rolled products of structural steels. Tech-
(LRFD Method) nical delivery conditions for normalized/nor-
DNV-OS-C401 Fabrication and Testing of Offshore Structures malized rolled weldable fine grain structural
DNV-OS-C501 Composite Components steels.
Table B3 Other references (Continued) agreed between contracting parties, but shall be justified and
Reference Title documented.
ENV 1090-1 Execution of steel structures ¾ Part 1: General 103 May: Indicates a permission, or an option, which is per-
rules and rules for buildings mitted as part of conformance with the standard.
ENV 1090-5 Execution of steel structures – Part 5: Supple- 104 Can: Requirements with can are conditional and indi-
mentary rules for bridges cate a possibility to the user of the standard.
IEC 60079 Explosive atmospheres 105 Agreement, or by agreement: Unless otherwise indi-
IEC 60529 Degrees of protection provided by enclosures cated, agreed in writing between contractor and purchaser.
(IP code)
IEC 60812 Analysis techniques for system reliability – C 200 Terms
Procedure for Failure Mode and Effects Anal- 201 Accidental Limit States (ALS): Excessive structural
ysis (FMEA)
damage as a consequence of accidents, such as collisions,
IEC 61508-1 Functional Safety of Electrical/Electronic/ grounding, explosion and fire, which affect the safety of the
Programmable Electronic Safety-Related Sys- structure, environment and personnel. Design against the ALS
tems – Part 1: General Requirements
shall ensure that the structure resists accidental loads and
IEC 61882 Hazard and operability studies (HAZOP stud- maintain integrity and performance of the structure due to local
ies) – Application Guide damage or flooding.
IMO MSC83/Inf.2 Formal Safety Assessment
202 ALARP: As low as reasonably practicable; notation used
IMO Guidelines for Formal Safety Assessment for risk.
MSC/
Circ.1023−MEPC/ 203 Cathodic protection: A technique to prevent corrosion
Circ.392 of a steel surface by making the surface to be the cathode of an
IMO MSC1206 Measures to prevent accidents with lifeboats electrochemical cell.
IMO Resolution International Life-Saving Appliance Code 204 Characteristic load: The reference value of a load to be
MSC.48 (66) used in the determination of the design load. The characteristic
IMO Resolution Revised Recommendation on Testing of load is normally defined as a specific quantile in the upper tail
MSC.81(70) Life-Saving Appliances of the distribution function for load. The quantile is specified
ISO 1922-81 Cellular Plastics – Determination of Shear by specifying the corresponding probability of exceedance in
Strength of Rigid Materials the distribution; for example, the 99% quantile is specified by
ISO 9000 Quality management systems – Fundamentals having 1% (= 10–2) probability of exceedance. It is important
and vocabulary not to confuse this probability of exceedance with any failure
ISO 12100-1 Safety of machinery – Basic concepts, general probability.
principles for design – Part 1: Basic 205 Characteristic load effect: The reference value of a load
terminology, methodology effect to be used in the determination of the design load effect.
ISO 12100-2 Safety of machinery – Basic concepts, general The characteristic load effect is normally defined as a specific
principles for design – Part 2: Technical prin- quantile in the upper tail of the distribution function for load
ciples effect.
ISO 14119 Safety of machinery – Interlocking devices
associated with guards – Principles for design 206 Characteristic material strength: The nominal value of
and selection a material strength to be used in the determination of the design
ISO 17776 Guidelines on tools and techniques for hazard
strength. The characteristic material strength is normally
identification and risk assessment defined as a specific quantile in the lower tail of the distribu-
tion function for material strength.
MIL-STD-1629 A Military Standards: Procedures for
performing a Failure Mode, Effects, 207 Characteristic resistance: The reference value of a
and Criticality Analysis structural strength to be used in the determination of the design
NAFEMS Benchmark Tests (several volumes) resistance. The characteristic resistance is normally defined as
NORSOK N-004 Design of Steel Structures a specific quantile in the lower tail of the distribution function
for resistance.
NORSOK R-002 Lifting Equipment
NORSOK S-001 Technical Safety 208 Characteristic value: A representative value of a load
variable or a resistance variable. For a load variable, it is a high
NORSOK S-002 Working Environment but measurable value with a prescribed probability of not being
OLF Guidelines No. Guidelines for Safety and Emergency Train- unfavourably exceeded during some reference period. For a
2 ing resistance variable it is a low but measurable value with a pre-
OLF LBP2-R001 Minimal Strength Test Procedure for Free Fall scribed probability of being favourably exceeded.
Lifeboat Seats
209 Classification Notes: The classification notes cover
SAE J211 Recommended Practice: Instrumentation for proven technology and solutions which are found to represent
impact tests
good practice by DNV, and which represent one alternative for
satisfying the requirements stipulated in the DNV Rules or
other codes and standards cited by DNV. The classification
C. Definitions notes will in the same manner be applicable for fulfilling the
requirements in the DNV Offshore Standards.
C 100 Verbal forms 210 Coating: Metallic, inorganic or organic material applied
101 Shall: Indicates a mandatory requirement to be followed to material surfaces for prevention of corrosion or other degra-
for fulfilment or compliance with the present standard. Devia- dation or both.
tions are not permitted unless formally and rigorously justified, 211 Contractor: A party contractually appointed by the pur-
and accepted by all relevant contracting parties. chaser to fulfil all, or any of, the activities associated with fab-
102 Should: Indicates a recommendation that a certain rication and testing.
course of action is preferred or is particularly suitable. Alterna- 212 Corrosion allowance: Extra steel thickness that may rust
tive courses of action are allowable under the standard where away during the design lifetime.
213 Current: A flow of water past a fixed point and usually which the lifeboat is permanently located and for which it
represented by a velocity and a direction. serves as a means for emergency evacuation.
214 Design brief: An agreed document where owners’ 235 Hybrid III: Standard crash test dummy used for frontal
requirements in excess of this standard should be given. impact testing. The Hybrid III median male (50-percentile
215 Design life, design lifetime: The period of time over male) is 168 cm tall and has a mass of 77 kg.
which the lifeboat is designed to provide at least an acceptable 236 Independent organizations: Accredited or nationally
minimum level of safety, i.e. the period of time over which the approved certification bodies.
lifeboat is designed to meet the requirements set forth in the 237 Inspection: Activities such as measuring, examination,
standard. testing, gauging one or more characteristics of an object or
216 Design temperature: The design temperature for a unit service and comparing the results with specified requirements
is the reference temperature to be used for assessment of areas to determine conformity.
where the unit can be transported, installed, stored and oper- 238 Launching ramp angle: The angle between the horizon-
ated. The design temperature shall be lower than or equal to the tal and the launch rail of the lifeboat in its launching position
lowest daily mean temperature in air for the relevant areas. with the offshore facility, on which it is used, on even keel.
217 Design value: The value to be used in the deterministic 239 Launching ramp length: The distance between the stern
design procedure, i.e. characteristic value modified by the of the lifeboat and the lower end of the launching ramp.
resistance factor or the load factor, whichever is applicable.
240 Lifeboat system: A structural system consisting of a life-
218 Driving voltage: The difference between closed circuit boat and its supports in storage and use, including release unit
anode potential and protection potential. and skids or davits for launching.
219 Effective clearance: A horizontal distance, which 241 Light waterline: The waterline of a vessel without cargo.
reflects the ability of the free fall lifeboat to move away from
the facility after a free fall launch without using its engine. 242 Limit State: A state beyond which a structure or struc-
tural component ceases to fulfil its intended function. The fol-
220 Empty lifeboat: Lifeboat with crew of three persons. lowing categories of limit states are of relevance for structures:
221 Environmental state: Short term condition of typically ULS = ultimate limit state; FLS = fatigue limit state;
10 minutes, 1 hour or 3 hours duration during which the inten- ALS = accidental limit state; SLS = serviceability limit state.
sities of environmental processes such as wave and wind proc- 243 List: Sideways tilt, inclination, deviation from the verti-
esses can be assumed to be constant, i.e. the processes cal.
themselves are stationary.
244 Load effect: Effect of a single design load or combina-
222 Evacuation system: A system for evacuation from a host tion of loads on the equipment or system, such as stress, strain,
facility by means of a free fall lifeboat. deformation, displacement, motion, etc.
223 Expected loads and response history: Expected load and 245 Lowest astronomical tide (LAT): Level of low tide when
response history for a specified time period, taking into all harmonic components causing the tide are in phase.
account the number of load cycles and the resulting load levels
and response for each cycle. 246 Lowest mean daily temperature: The lowest value, over
the year, of the mean daily temperature for the area in question.
224 Failure probability: Probability of failure or probability For seasonally restricted service the lowest value within the
of malperformance, e.g. probability of load exceeding capac- time of operation applies.
ity.
247 Lowest waterline: Typical light ballast waterline for
225 Fatigue: Degradation of the material caused by cyclic ships, transit waterline or inspection waterline for other types
loading. of units.
226 Fatigue critical: Structure with predicted fatigue life 248 Mean daily average temperature: The long-term mean
near the design fatigue life. value of the daily average temperature for a specific calendar
227 Fatigue Limit States (FLS): Fatigue crack growth and day.
associated failure of structural details due to stress concentra-
tion and damage accumulation under the action of repeated — Mean: Statistical mean based on a number of years of
loading. observations.
— Average: Average during one day and night (24 hours).
228 Free fall acceleration: Rate of change of velocity expe-
rienced by the occupants during the launch of a free fall life- 249 Mean: Statistical mean over observation period.
boat. 250 Mean water level (MWL): Mean still water level,
229 Free fall height: The launch height, measured vertically defined as mean level between highest astronomical tide and
from the mean water level (MWL) to the lowest point on the lowest astronomical tide.
lifeboat when the lifeboat is in the launch position on a skid or 251 Mean zero-upcrossing period: Average period between
in a davit on the host facility. two consecutive zero-upcrossings of ocean waves in a sea
230 Free fall lifeboat: Lifeboat, which is launched by a free state.
fall from some height above the sea level. Free fall lifeboats are 252 Means of launch testing by simulation: A system for
usually used for emergency evacuation of personnel from off- testing the release mechanism of the primary means of launch-
shore facilities and from ships. ing without free fall.
231 Guidance note: Information in the standard in order to 253 Means of retrieval: A lifting appliance designed for
enhance the understanding of the requirements. retrieval of the lifeboat from sea to its stowed position on the
232 Highest astronomical tide: Level of high tide when all host facility.
harmonic components causing the tide are in phase. 254 Metocean: Abbreviation of meteorological and oceano-
233 Hindcast: A method using registered meteorological graphic.
data to reproduce environmental parameters. Mostly used for 255 Nondestructive testing (NDT): Structural tests and
reproduction of wave data and wave parameters. inspection of welds by visual inspection, radiographic testing,
234 Host facility: Fixed or floating offshore structure on ultrasonic testing, magnetic particle testing, penetrant testing
and other nondestructive methods for revealing defects and defined failure mode times its quantified consequence.
irregularities. 273 Secondary means of launching: An alternative lifeboat
256 Offshore Standard: The DNV Offshore Standards are launching system, normally based on gravity lowering or
documents which presents the principles and technical require- power lowering by a lifting appliance.
ments for design of offshore structures. The standards are 274 Service temperature: The service temperature is a refer-
offered as DNV’s interpretation of engineering practice for ence temperature for various structural parts of the lifeboat,
general use by the offshore industry for achieving safe struc- used as a criterion for material selection, such as selection of
tures. steel grades.
257 Omnidirectional: Wind or waves acting in all directions. 275 Serviceability Limit States (SLS): Disruption of normal
258 Partial Safety Factor Method: Method for design where operations due to deterioration or loss of routine functionality.
uncertainties in loads are represented with a load factor and The SLS imply deformations in excess of tolerance without
uncertainties in strengths are represented with a material fac- exceeding the load-carrying capacity, i.e., they correspond to
tor. tolerance criteria applicable to normal use or durability. Unac-
259 Pilot: The person designated to steer the lifeboat, also ceptable deformations and excessive vibrations are typical
referred to as helmsman. examples of the SLS.
260 Potential: The voltage between a submerged metal sur- 276 Shakedown: A linear elastic structural behaviour is
face and a reference electrode. established after yielding of the material has occurred.
261 Primary means of launching: The main lifeboat launch- 277 Slamming load: Impact load with high pressure peaks
ing system, normally based on gravity free fall or skidding during impact between a body and water.
combined with free fall. 278 Specified Minimum Yield Strength (SMYS): The mini-
262 Purchaser: The owner or another party acting on his mum yield strength prescribed by the specification or standard
behalf, who is responsible for procuring materials, components under which the material is purchased.
or services intended for the design, construction or modifica- 279 Specified value: Minimum or maximum value during
tion of a structure. the period considered. This value may take into account oper-
263 Qualification: Confirmation by examination and provi- ational requirements, limitations and measures taken such that
sion of evidence that a piece of technology meets the specified the required safety level is obtained.
requirements for the intended use. 280 Splash zone: The external region of a unit which is most
264 Recommended Practice (RP): The recommended prac- frequently exposed to wave action.
tice publications cover proven technology and solutions which 281 Submerged zone: The part of a unit which is below the
have been found by DNV to represent good practice, and splash zone, including buried parts.
which represent one alternative for satisfy the requirements
stipulated in the DNV Offshore Standards or other codes and 282 Survival condition: A condition during which a unit may
standards cited by DNV. be subjected to the most severe environmental loadings for
which the unit is designed. Drilling or similar operations may
265 Redundancy: The ability of a component or system to have been discontinued due to the severity of the environmen-
maintain or restore its function when a failure of a member or tal loadings. The unit may be either afloat or supported on the
connection has occurred. Redundancy can be achieved for sea bed, as applicable.
instance by strengthening or introducing alternative load paths.
283 Target safety level: A nominal acceptable probability of
266 Reference electrode: Electrode with stable open-circuit structural failure.
potential used as reference for potential measurements.
284 Temporary conditions: An operational condition that
267 Refraction: Process by which wave energy is redistrib- may be a design condition, for example the mating, transit or
uted as a result of changes in the wave propagation velocity installation phases.
caused by variations in the water depth.
285 Tensile strength: Minimum stress level where strain
268 Reliability: The ability of a component or a system to hardening is at maximum or at rupture.
perform its required function without failure during a specified
time interval. 286 Tidal range: Distance between highest and lowest astro-
nomical tide.
269 Requalification: Term used for evaluation of the fitness
of a structure following an event which has exposed the struc- 287 Tide: Regular and predictable movements of the sea
ture to significant loading, to make sure that all assumptions generated by astronomical forces.
made in the original design of the structure are still valid and 288 Transit conditions: All unit movements from one geo-
have not suffered from the loading experienced during the graphical location to another.
event. An example is the requalification of a lifeboat, origi-
nally designed according to this standard, after it has been used 289 Trim: Adjustment of the angle of the lifeboat to water
for an emergency evacuation. The requalification then implies when it is in the launch position. Also used as a term to
a verification that the lifeboat after the emergency evacuation describe the angle or position of a floating host facility with
still fulfils the requirements of this standard. respect to the horizontal.
270 Residual currents: All other components of a current 290 Ultimate Limit States (ULS): Collapse of all or part of
than tidal current. structure due to loss of structural stiffness or exceedance of
load-carrying capacity. Overturning, capsizing, yielding and
271 RID3D: Crash test dummy. Originally a rear impact buckling are typical examples of the ULS.
dummy (RID) used to evaluate the risk of whiplash injuries in
car crashes. Its predecessor RID2 has been transformed to a 291 Unidirectional: Wind and/or waves acting in one single
whiplash dummy for rear, frontal and oblique whiplash evalu- direction.
ations, hence denoted RID3D. 292 Verification: Examination to confirm that an activity, a
272 Risk: The qualitative or quantitative likelihood of an product or a service is in accordance with specified require-
accidental or unplanned event occurring considered in con- ments.
junction with the potential consequences of such a failure. In 293 Water-entry angle: The angle between the horizontal
quantitative terms, risk is the quantified probability of a and the launch rail of the lifeboat when it first enters the water.
ρ density
σd design stress
σe elastic buckling stress
σfw characteristic yield stress of weld deposit
σjd equivalent design stress for global in-plane mem-
brane stress
σpd1 design bending stress
σpd2 design bending stress
σU standard deviation of wind speed
τd design shear stress
ω angular frequency
ξ coefficient in representation of wave loads according
to diffraction theory
Φ cumulative distribution function
Θ launch skid angle.
SECTION 2
SAFETY PHILOSOPHY AND DESIGN PRINCIPLES
structure until the marginal benefit from the reinforcement effect in the structure due to each applied load process. The
becomes too small for additional investments to serve any rea- standard allows for design by direct simulation of the com-
sonably practicable purpose. There is proportionality between bined load effect of simultaneously applied load processes,
the reduction in failure probability and the number of fatalities which is useful in cases where it is not feasible to carry out sep-
averted by the reinforcement of the structure, such that the target
failure probability can be solved as the failure probability which arate assessments of the different individual process-specific
comes out at the limit between where further investments will load effects.
serve a purpose and where they will not. 104 As an alternative or as a supplement to analytical meth-
For details of how to determine the target failure probability, refer- ods, determination of load effects or resistance may in some
ence is made to IMO Guidelines for Formal Safety Assessment. cases be based either on testing or on observation of structural
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e--- performance of models or full-scale structures.
105 Structural reliability analysis methods for direct proba-
502 In addition to the requirement to safety given in terms of bility-based design are mainly considered as applicable to spe-
the target probability of failure per launch event, there is a cial case design problems, to calibrate the load and resistance
requirement to the failure probability conditioned on a launch factors to be used in the partial safety factor method, and to
in an extreme sea state. This requirement is based on safety design for conditions where limited experience exists.
equivalency principles for life-saving appliances and is set to
10–2. The conditioning extreme sea state is taken as the 3-hour C 200 Aim of the design
stationary sea state whose significant wave height has a return 201 Structures and structural elements shall be designed to:
period of 100 years.
503 The requirements to safety levels given in 501 and 502 — sustain loads liable to occur during all temporary, operat-
and the principles behind their derivation apply not only to ing and damaged conditions if required
structural design, but also to design against large accelerations — ensure acceptable safety of structure during the design life
causing human injury in the launch phase and to design against of the structure
collision with the host facility in the subsequent sailing phase. — maintain acceptable safety for personnel and environment
— have adequate durability against deterioration during the
Guidance note:
design life of the structure.
The requirement to safety during launch at an arbitrary point in
time, given in 501, governs the design against large accelera- C 300 Design conditions
tions, whereas the requirement to safety during launch in the 100-
year sea state, given in 502, governs the design against collision 301 The design of a structural system, its components and
with the host facility. The requirement given in 501 further gov- details shall, as far as possible, satisfy the following require-
erns the structural design of lifeboats which become fully sub- ments:
merged during the launch, whereas the requirement given in 502
governs the structural design of lifeboats which only become — resistance against relevant mechanical, physical and
partly submerged during the launch. chemical deterioration is achieved
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e--- — fabrication and construction comply with relevant, recog-
nized techniques and practice
504 The target safety level is the same, regardless of which — inspection, maintenance and repair are possible.
design philosophy is applied.
Structures and structural components shall possess ductile
Guidance note: behaviour unless the specified purpose requires otherwise.
A design of a structural component which is based on an assump-
tion of inspections and possible maintenance and repair through- 302 Structural connections are, in general, to be designed
out its design life may benefit from a reduced structural with the aim to minimize stress concentrations and reduce
dimension, e.g. a reduced cross-sectional area, compared to that complex stress flow patterns.
of a design without such an inspection and maintenance plan, in
order to arrive at the same safety level for the two designs. 303 As far as possible, transmission of high tensile stresses
through the thickness of plates during welding, block assembly
This refers in particular to designs which are governed by the and operation shall be avoided. In cases where transmission of
FLS or the SLS. It may be difficult to apply this to designs which
are governed by the ULS or the ALS, although also for such high tensile stresses through the thickness occurs, structural
designs this may be of relevance, for example for lifeboats which material with proven through-thickness properties shall be
are subject to wear, tear and degradation from wind and sunlight used.
during storage. 304 Structural elements in steel structures and in aluminium
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e--- structures may be manufactured according to the requirements
given in DNV-OS-C401.
305 Structural FRP elements may be manufactured accord-
ing to Appendix B.
C. Design Principles and Design Conditions
C 100 Methods for structural design
101 The following design principles and design methods for D. Limit States
limit state design of lifeboats are applied in this standard: D 100 General
— design by partial safety factor method 101 A limit state is a condition beyond which a structure or
— design by direct simulation of combined load effect of structural component will no longer satisfy the design require-
simultaneous load processes ments.
— design assisted by testing 102 The following limit states are considered in this stand-
— probability-based design. ard:
102 General design considerations regardless of design Ultimate limit states (ULS) correspond to the maximum load-
method are also given in C301. carrying resistance.
103 This standard is based on the partial safety factor Fatigue limit states (FLS) correspond to failure due to the
method, which is based on separate assessment of the load effect of cyclic loading.
Accidental limit states (ALS) correspond to (1) maximum load- quantiles in their respective probability distributions. The
carrying resistance for (rare) accidental loads or (2) post-acci- requirements to the load and resistance factors are set such that
dent integrity for damaged structures. possible unfavourable realizations of loads and resistance, as
Serviceability limit states (SLS) correspond to tolerance crite- well as their possible simultaneous occurrences, are accounted
ria applicable to intended use or durability. for to an extent which ensures that a satisfactory safety level is
achieved.
103 Examples of limit states within each category:
Ultimate limit states (ULS) E 200 The partial safety factor format
201 The safety level of a structure or a structural component
— loss of structural resistance (excessive yielding and buck- is considered to be satisfactory when the design load effect Sd
ling) does not exceed the design resistance Rd:
— failure of components due to brittle fracture
— loss of static equilibrium of the structure, or of a part of the S d ≤ Rd
structure, considered as a rigid body, e.g. overturning or This is the design criterion. The design criterion is also known
capsizing as the design inequality. The corresponding equation Sd = Rd
— failure of critical components of the structure caused by forms the design equation.
exceeding the ultimate resistance (which in some cases is
reduced due to repetitive loading) or the ultimate deforma- Guidance note:
tion of the components The load effect S can be any load effect such as an external or
— excessive deformations caused by ultimate loads internal force, an internal stress in a cross section, or a deforma-
— transformation of the structure into a mechanism (collapse tion, and the resistance R against S is the corresponding resist-
or excessive deformation). ance such a capacity, a yield stress or a critical deformation.
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
Fatigue limit states (FLS)
202 There are two approaches to establish the design load
— cumulative damage due to repeated loads. effect Sdi associated with a particular load Fi:
Accidental limit states (ALS) (1) The design load effect Sdi is obtained by multiplication of
the characteristic load effect Ski by a specified load factor γfi
— structural damage caused by accidental loads (ALS type 1)
— ultimate resistance of damaged structures (ALS type 2) S di = γ fi S ki
— loss of structural integrity after local damage or flooding where the characteristic load effect Ski is determined in a struc-
(ALS type 2). tural analysis for the characteristic load Fki.
Serviceability limit states (SLS) (2) The design load Sdi is obtained from a structural analysis
for the design load Fdi, where the design load Fdi is obtained by
— excessive vibrations producing discomfort or affecting multiplication of the characteristic load Fki by a specified load
nonstructural components factor γfi
— deformations that exceed the limitation of equipment
(induced by load and/or temperature) Fdi = γ fi Fki
— deflections that may alter the effect of the acting forces or Approach (1) shall be used to determine the design load effect
deformations that may change the distribution of loads when a proper representation of the dynamic response is the
between supported rigid objects and the supporting struc- prime concern, whereas Approach (2) shall be used if a proper
ture unless these are explicitly accounted for in the ULS representation of nonlinear material behaviour or geometrical
check. nonlinearities or both are the prime concern.
Guidance note: 203 The design load effect Sd is the most unfavourable com-
For conventional offshore structures, excessive motions and bined load effect resulting from the simultaneous occurrence
excessive deformations are usually referred to as serviceability of n loads Fi, i = 1,...n. It may be expressed as
limit states (SLS). However, for free fall lifeboats, excessive
motions and excessive deformations can both lead to fatalities S d = f ( Fd 1 ,...Fdn )
and therefore in many cases have to be referred to as ultimate
limit states (ULS). where f denotes a functional relationship.
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e--- According to the partial safety factor format, the design com-
bined load effect Sd resulting from the occurrence of n inde-
pendent loads Fi, i = 1,...n, can be taken as
n
E. Design by the Partial Safety Factor Method S d = ∑ S di ( Fki )
i =1
E 100 General
where Sdi(Fki) denotes the design load effect corresponding to
101 The partial safety factor method is a design method by the characteristic load Fki.
which the target safety level is obtained as closely as possible
by applying load and resistance factors to characteristic values When there is a linear relationship between the load Fi acting
of the governing variables and subsequently fulfilling a speci- on the structure and its associated load effect Si in the structure,
fied design criterion expressed in terms of these factors and the design combined load effect Sd resulting from the simulta-
these characteristic values. The governing variables consist of neous occurrence of n loads Fi, i = 1,...n, can be achieved as
No 100-year load effect can be associated with the launch of a F 200 Full-scale testing and observation of performance
free fall lifeboat. If the lifeboat had been continuously exposed to of existing lifeboat structures
environmental loading year-round, a 100-year load effect could
have been established in line with the definition of the character- 201 Full-scale tests and monitoring of existing lifeboat struc-
istic load effect in offshore design codes. tures may be used to give information about response and load
The adopted characteristic load effect, defined as the 99% quan- effects. This information can be utilized in calibration and
tile in the long-term distribution of the peak load effect during a updating of the safety level of the lifeboat structure. The safety
launch at an arbitrary point in time, is a smaller load effect value level of the lifeboat structure can also be updated when
than such a 100-year load effect under continuous exposure improved methods become available.
would be. The consequence of this difference is that the required
load factors to be used with the adopted definition of character- Guidance note:
istic load effect in design are somewhat higher than those com- Updating of the safety level can be useful for free fall lifeboats
monly required for use with 100-year load effects in offshore which have been used for emergency evacuation and are to be
design codes. requalified. Methods for updating of safety level can be found in
Classification Notes No. 30.6.
Appendix A provides guidance for how to determine the long-
term probability distribution of a quantity such as a resulting load ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
effect and how to determine the 99% quantile in this distribution,
e.g. when measurements of the quantity are available from tests.
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
G. Probability-Based Design
302 For temporary design conditions, the characteristic
value Sk of the load effect resulting from an applied load com- G 100 Definition
bination is a specified value, which shall be selected dependent
on the measures taken to achieve the required safety level. The 101 The structural reliability, or the structural safety, is
value shall be specified with due attention to the actual loca- defined as the probability that failure will not occur, or that a
tion, the season of the year, the duration of the temporary con- specified failure criterion will not be met, within a specified
dition, the weather forecast, and the consequences of failure. period of time.
Guidance note: G 200 Structural reliability analysis
For a free fall lifeboat, temporary conditions include transporta- 201 As an alternative to design by the partial safety factor
tion of the lifeboat to site and installation of the lifeboat on the
host facility. The launch of the lifeboat, however, is referred to as method specified in this standard, a full probability-based
an operational condition and is not to be handled as a temporary design by means of a structural reliability analysis may be car-
condition. ried out. This requires that a recognized structural reliability
method be used.
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
202 This subsection gives requirements to be met for struc-
303 In some cases the load effect is a deformation. For tural reliability analyses that are undertaken in order to docu-
design against deformations, no particular characteristic defor- ment compliance with the standard.
mation is defined. In stead, a design deformation for direct use 203 Acceptable procedures for structural reliability analyses
in the design checks for deformations is defined as the are documented in Classification Notes No. 30.6.
expected deformation conditional on the characteristic loads
factored by the load factor, for example determined by calcu- 204 Reliability analyses shall be based on Level 3 reliability
lations in an FEM analysis. methods. These methods utilize probability of failure as a
measure of safety and require representation of the probability
E 400 Characteristic resistance distributions of all governing load and resistance variables.
401 For metallic materials the characteristic resistance is 205 In this standard, Level 3 reliability methods are mainly
defined as the 5% quantile in the distribution of the resistance considered applicable to:
in question, e.g. resistance against buckling or resistance
against yield. — calibration of a Level 1 method to account for improved
knowledge
402 For composite materials the characteristic resistance is — special case design problems
defined as the 2.5% quantile in the distribution of the resist-
ance in question, e.g. resistance against buckling or resistance — novel designs for which limited or no experience exists.
against rupture. Guidance note:
E 500 Load and resistance factors Level 1 methods are deterministic analysis methods that use only
one characteristic value to describe each uncertain variable, i.e.
501 Load and resistance factors for the various limit states the partial safety factor method applied in this standard.
are given in Sec.4 and Sec.6. ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
reliability values shall be based upon one or more of the fol- — Classification Notes No. 30.6.
lowing approaches:
209 Suitably competent and qualified personnel shall carry
— transferable target reliabilities for similar existing design out the structural reliability analysis. Extension into new areas
solutions, i.e. acceptable past practice of application shall be subject to technical verification.
— internationally recognized codes and standards
SECTION 3
ENVIRONMENTAL CONDITIONS
bility distribution whose mean value is U10 and whose stand- data can be represented in terms of generic distributions or in
ard deviation is σU. terms of scatter diagrams. An example of a generic distribution
203 The turbulence intensity is defined as the ratio σU/U10. representation consists of a Weibull distribution for the arbi-
trary 10-minute mean wind speed U10 in conjunction with a
204 The short term 10-minute stationary wind climate may lognormal distribution of σU conditional on U10. A scatter dia-
be represented by a wind spectrum, i.e. the power spectral den- gram provides the frequency of occurrence of given pairs (U10,
sity of the wind speed process, S(f). S(f) is a function of U10 σU) in a given discretization of the (U10, σU) space.
and σU and expresses how the energy of the wind speed is dis-
tributed between various frequencies. 402 Unless data indicate otherwise, a Weibull distribution
can be assumed for the arbitrary 10-minute mean wind speed
B 300 Wind data U10 in a given height z above the ground or above the sea water
level,
301 Wind speed statistics are to be used as a basis for repre-
sentation of the long-term and short-term wind conditions. u
FU10 (u ) = 1 − exp(−( ) k )
Long-term wind conditions typically refer to 10 years or more, A
short-term conditions to 10 minutes. The 10-minute mean in which the scale parameter A and the shape parameter k are
wind speed at 10 m height above the ground or the still water site- and height-dependent.
level is to be used as the basic wind parameter to describe the
long-term wind climate and the short-term wind speed fluctu- Guidance note:
ations. Empirical statistical data used as a basis for design must In areas where hurricanes occur, the Weibull distribution as
cover a sufficiently long period of time. determined from available 10-minute wind speed records may
not provide an adequate representation of the upper tail of the
Guidance note: true distribution of U10. In such areas, the upper tail of the distri-
Site-specific measured wind data over sufficiently long periods bution of U10 needs to be determined on the basis of hurricane
with minimum or no gaps are to be sought. For design, the wind data.
climate data base should preferably cover a 10-year period or ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
more of continuous data with a time resolution of 6 hours or bet-
ter.
403 In areas where hurricanes do not occur, the distribution
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e--- of the annual maximum 10-minute mean wind speed U10,max
can be approximated by
302 Wind speed data are height-dependent. The mean wind
speed at 10 m height is often used as a reference. When wind FU 10 , max ,1 year
(u ) = ( FU (u )) N
10
speed data for other heights than the reference height are not
available, the wind speeds for the other heights can be calcu-
lated from the wind speeds in the reference height in conjunc- where N = 52 560 is the number of stationary 10-minute peri-
tion with a wind speed profile above the ground or above the ods in one year. Note that N = 52 595 when leap years are taken
still water level. into account.
303 The long-term distributions of U10 and σU should pref- Guidance note:
erably be based on statistical data for the same averaging The quoted power-law approximation to the distribution of the
period for the wind speed as the averaging period which is used annual maximum 10-minute mean wind speed is a good approx-
for the determination of loads. If a different averaging period imation to the upper tail of this distribution. Usually only quan-
than 10 minutes is used for the determination of loads, the wind tiles in the upper tail of the distribution are of interest, viz. the
98% quantile which defines the 50-year mean wind speed or the
data may be converted by application of appropriate gust fac- 99% quantile which defines the 100-year mean wind speed. The
tors. The short-term distribution of the instantaneous wind upper tail of the distribution can be well approximated by a Gum-
speed itself is conditional on U10 and σU. bel distribution, whose expression may be more practical to use
Guidance note: than the quoted power-law expression.
An appropriate gust factor to convert wind statistics from other ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
averaging periods than 10 minutes depends on the frequency
location of a spectral gap, when such a gap is present. Applica- 404 The annual maximum of the 10-minute mean wind
tion of a fixed gust factor, which is independent of the frequency speed U10,max can often be assumed to follow a Gumbel distri-
location of a spectral gap, can lead to erroneous results. A spec- bution,
tral gap separates large-scale motions from turbulent scale
motions and refers to those spatial and temporal scales that show FU 10 , max ,1 year (u ) = exp(− exp(−a(u − b)))
little variation in wind speed.
The latest insights for wind profiles above water should be con- in which a and b are site- and height-dependent distribution
sidered for conversion of wind speed data between different ref- parameters.
erence heights or different averaging periods.
Guidance note:
Unless data indicate otherwise, the conversions may be carried
out by means of the expressions given in 504 and 505. Experience shows that in many cases the Gumbel distribution
will provide a better representation of the distribution of the
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e--- square of the annual maximum of the 10-minute mean wind
speed than of the distribution of the annual maximum of the
304 The wind velocity climate at the location of the host mean wind speed itself.
facility shall be established on the basis of previous measure- ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
ments at the actual location and adjacent locations, hindcast
predictions as well as theoretical models and other meteoro- 405 The 10-minute mean wind speed with return period TR
logical information. If the wind velocity is of significant in units of years is defined as the (1–1/TR) quantile in the dis-
importance to the design and existing wind data are scarce and tribution of the annual maximum 10-minute mean wind speed,
uncertain, wind velocity measurements should be carried out at i.e. it is the 10-minute mean wind speed whose probability of
the location in question. exceedance in one year is 1/TR. It is denoted U10,TR and is
expressed as
B 400 Wind modelling
−1 1
401 The long-term probability distributions for the wind cli- U 10,T = FU ,1 year (1 − ) ; TR>1 year
mate parameters U10 and σU that are derived from available
R
TR
10 , max
in which FU10,max,1 year denotes the cumulative distribution mean wind speed U0 at height H above sea level to the mean
function of the annual maximum of the 10-minute mean wind wind speed U with averaging period T at height z above sea
speed. level
Guidance note:
The 50-year 10-minute mean wind speed becomes ⎧ z⎫ ⎧ T⎫
U (T , z ) = U 0 ⋅ ⎨1 + C ⋅ ln ⎬ ⋅ ⎨1 − 0.41 ⋅ I U ( z ) ⋅ ln ⎬
U10,50 = FU10,max,1 year–1(0.98) and the 100-year 10-minute ⎩ H ⎭ ⎩ T0 ⎭
mean wind speed becomes U10,100 = FU10,max,1 year–1(0.99).
Note that these values, calculated as specified, are to be consid- where H = 10 m, T0 = 1 hour and T < T0, where and, and where
ered as central estimates of the respective 10-minute wind speeds
when the underlying distribution function FU10,max is deter-
mined from limited data and is encumbered with statistical C = 5.73 ⋅10 −2 1 + 0.148U 0
uncertainty.
z − 0.22
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e--- I U = 0.06 ⋅ (1 + 0.043U 0 ) ⋅ (
)
H
B 500 Wind speed profiles U will have the same return period as U0.
501 The wind speed profile represents the variation of the Guidance note:
mean wind speed with height above the ground or above the The Frøya wind speed profile includes a gust factor which allows
still water level, whichever is applicable. When terrain condi- for conversion of mean wind speeds between different averaging
tions and atmospheric stability conditions are not complex, the periods.
wind speed profile may be represented by an idealized model The Frøya wind speed profile is a special case of the logarithmic
profile. The most commonly applied wind profile models are wind speed profile. The Frøya wind speed profile is the best doc-
the logarithmic profile model, the power law model and the umented wind speed profile for offshore locations and maritime
Frøya model, which are presented in 502 through 505. conditions.
Over open sea, the coefficient C may tend to be about 10%
502 A logarithmic wind speed profile may be assumed for smaller than the value that results from the quoted expression. In
neutral atmospheric conditions and can be expressed as coastal zones, somewhat higher values for the coefficient C
should be used, viz. 15% higher for U0 = 10 m/s and 30% higher
⎛ ⎞
⎜ ln⎛⎜ z ⎞⎟ ⎟ for U0 = 40 m/s.
⎜ H ⎟
U ( z ) = U ( H ) ⋅ ⎜1 + ⎝ ⎠ ⎟ ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
⎜ ln ⎜ H ⎞⎟ ⎟
⎛
⎜ ⎜ z ⎟⎟ B 600 Turbulence
⎝ ⎝ 0 ⎠⎠
where U is the mean wind speed, z is the height, H = 10 m is 601 The natural variability of the wind speed about the mean
the reference height, and z0 is a terrain roughness parameter, wind speed U10 in a 10-minute period is known as turbulence
which is also known as the roughness length. For offshore and is characterized by the standard deviation σU. For given
locations z0 depends on the wind speed, the upstream distance value of U10, the standard deviation σU of the wind speed
to land, the water depth and the wave field. For open sea with- exhibits a natural variability from one 10-minute period to
out waves z0 = 0.0001 m will be a typical value, whereas for another. Measurements from several locations show that σU
open sea with waves, values up to z = 0.01 m are seen. DNV- conditioned on U10 can often be well represented by a lognor-
RP-C205 provides further guidance about the terrain rough- mal distribution
ness parameter. ln σ − b0
503 As an alternative to the logarithmic wind speed profile a Fσ U |U10 (σ ) = Φ ( )
b1
power law profile may be assumed
in which Φ () denotes the standard Gaussian cumulative distri-
α
⎛ z ⎞ bution function. The coefficients b0 and b1 are site-dependent
u ( z ) = u ( H )⎜ ⎟ coefficients dependent on U10.
⎝H⎠
602 The coefficient b0 can be interpreted as the mean value
where the exponent α depends on the terrain roughness. Val- of lnσU, and b1 as the standard deviation of lnσU. The follow-
ues for the exponent α at offshore locations are typically in the ing relationships can be used to calculate the mean value E[σU]
range 0.12 to 0.14. and the standard deviation D[σU] of σU from the values of b0
504 The following expression can be used for calculation of and b1,
the mean wind speed U with averaging period T at height z
above sea level 1 2
E [σ U ] = exp(b0 + b1 )
z T 2
U (T , z ) = U 10 ⋅ (1 + 0.137 ln − 0.047 ln )
H T10
D[σ U ] = E [σ U ] exp(b1 ) − 1
2
speed. Site-specific spectral densities of the wind speed proc- height is a measure of the intensity of the wave climate as well as
ess can be determined from available measured wind data. of the variability in the arbitrary wave heights.
702 When site-specific spectral densities based on measured ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
data are used, the following requirement to the energy content
in the high frequency range should be fulfilled, unless data 102 The wave height H of a wave cycle is the difference
indicate otherwise: The spectral density SU(f) shall asymptoti- between the highest crest and the deepest trough between two
cally approach the following form as the frequency f in the successive zero-upcrossings of the sea elevation process. The
high frequency range increases arbitrary wave height H under stationary 3- or 6-hour condi-
tions in the short term follows a probability distribution which
−
2 is a function of the significant wave height HS.
⎛ Lu ⎞ 3 −
5
SU ( f ) = 0.14 ⋅ σ U ⎜⎜ ⎟⎟
2
f 3
103 The wave period is defined as the time between two suc-
⎝ U 10 ⎠ cessive zero-upcrossings of the sea elevation process. The
arbitrary wave period T under stationary 3- or 6-hour condi-
in which Lu is the integral length scale of the wind speed proc- tions in the short term follows a probability distribution, which
ess. is a function of HS, TP and H.
703 Unless data indicate otherwise, the spectral density of 104 The wave crest height HC is the height of the highest
the wind speed process may be represented by a model spec- crest between two successive zero-upcrossings of the sea ele-
trum. Several model spectra exist. They generally agree in the vation process. The wave crest height is measured from the
high frequency range, whereas large differences exist in the SWL. The arbitrary wave crest height HC under stationary 3-
low frequency range. Most available model spectra are cali- or 6-hour conditions in the short term follows a probability dis-
brated to wind data obtained over land. Only a few are cali- tribution which is a function of the water depth, the significant
brated to wind data obtained over water. Model spectra are wave height HS and the zero-upcrossing period TZ.
often expressed in terms of the integral length scale of the wind
speed process. The most commonly used model spectra with 105 The short term 3- or 6-hour sea state may be represented
length scales are presented in DNV-RP-C205. by a wave spectrum, i.e. the power spectral density function of
the sea elevation process, S(f). S(f) is a function of HS and TP
Guidance note: and expresses how the energy of the sea elevation is distributed
Caution should be exercised when model spectra are used. In par- between various frequencies.
ticular, it is important to beware that the true integral length scale
of the wind speed process may deviate significantly from the C 200 Wave data
integral length scale of the model spectrum.
201 Wave statistics are to be used as a basis for representa-
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e--- tion of the long-term and short-term wave conditions. Empiri-
cal statistical data used as a basis for design must cover a
704 For wind over water, the Frøya model spectral density is sufficiently long period of time.
recommended Guidance note:
U z Wave data obtained on site are to be preferred over wave data
( 0 ) 2 ( ) 0.45 observed at an adjacent location. Measured wave data are to be
S U ( f ) = 320 ⋅ 10 10 5 preferred over visually observed wave data. Continuous records
~ of data are to be preferred over records with gaps. Longer periods
(1 + f n ) 3 n
of observation are to be preferred over shorter periods.
where When no site-specific wave data are available and data from
~ z U adjacent locations are to be capitalized on in stead, proper trans-
f = 172 ⋅ f ⋅ ( ) 2 3 ⋅ ( 0 ) − 0.75 formation of such other data shall be performed to account for
10 10 possible differences due to different water depths and different
seabed topographies. Such transformation shall take effects of
and n = 0.468, U0 is the 1-hour mean wind speed at 10 m height shoaling and refraction into account.
in units of m/s, and z is the height above sea level in units of m.
The Frøya spectrum is originally developed for neutral condi- Hindcast of wave data may be used to extend measured time
tions over water in the Norwegian Sea. Use of the Frøya spec- series, or to interpolate to places where measured data have not
been collected. If hindcast is used, the hindcast model shall be
trum can therefore not necessarily be recommended in regimes calibrated against measured data to ensure that the hindcast
where stability effects are important. A frequency of 1/2400 Hz results comply with available measured data.
defines the lower bound for the range of application of the Frøya
spectrum. Whenever it is important to estimate the energy in the ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
low frequency range of the wind spectrum over water, the Frøya
spectrum is considerably better than the Davenport, Kaimal and 202 The long-term distributions of HS and TP should prefer-
Harris spectra, which are all based on studies of wind over land, ably be based on statistical data for the same averaging period
and it should therefore be applied in preference to these spectra. for the waves as the averaging period which is used for the
determination of loads. If a different averaging period than 3 or
6 hours is used for the determination of loads, the wave data
may be converted by application of appropriate adjustment
C. Wave Conditions factors.
203 Wave climate and wind climate are correlated, because
C 100 Wave parameters waves are usually wind-generated. The correlation between
101 The wave climate is represented by the significant wave wave data and wind data shall be accounted for in design.
height HS and the spectral peak period TP. In the short term, i.e. Guidance note:
over a 3-hour or 6-hour period, stationary wave conditions Simultaneous observations of wave and wind data in terms of
with constant HS and constant TP are assumed to prevail. simultaneous values of HS and U10 should be obtained. It is rec-
ommended that directionality of wind and waves is recorded.
Guidance note: Extreme waves may not always come from the same direction as
The significant wave height HS is defined as four times the stand- extreme winds. This may in particular be so when the fetch in the
ard deviation of the sea elevation process. The significant wave direction of the extreme winds is short.
Within a period of stationary wind and wave climates, individual Guidance note:
wind speeds and wave heights can be assumed independent and The quoted Weibull distribution is recognized as the long-term
uncorrelated. distribution of the significant wave height and represents the dis-
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
tribution of the significant wave height at an arbitrary point in
time.
301 Site-specific spectral densities of the sea elevation proc- 305 When FHs(h) denotes the distribution of the significant
ess can be determined from available wave data. wave height in an arbitrary t-hour sea state, the distribution of
the annual maximum significant wave height HSmax can be
302 Unless data indicate otherwise, the spectral density of taken as
the sea elevation process may be represented by the JON-
SWAP spectrum, FH S , max ,1 year (h) = ( FH S (h)) N
⎛
⎜ ⎛ f − f ⎞ ⎞⎟
2
where N is the number of t-hour sea states in one year. For
αg 2 ⎛ 5 ⎛ f ⎞ − 4 ⎞ exp ⎜⎜ −0.5⎜⎜ σ ⋅ f pp ⎟⎟ ⎟ t = 3 hours, N = 2 920.
f exp⎜⎜ − ⎜ ⎟ ⎟⎟γ ⎝
−5 ⎝ ⎠ ⎟
S( f ) = ⎠
(2π ) 4 ⎜ ⎟
4⎝ fp ⎠ Guidance note:
⎝ ⎠ The quoted power-law approximation to the distribution of the
annual maximum significant wave height is a good approxima-
where tion to the upper tail of this distribution. Usually only quantiles
in the upper tail of the distribution are of interest, in particular the
f = wave frequency, ω = 1/T 99% quantile which defines the 100-year significant wave
T = wave period height. The upper tail of the distribution can be well approxi-
fp = spectral peak frequency, fp = 1/Tp mated by a Gumbel distribution, whose expression is more oper-
Tp = peak period ational than the quoted power-law expression.
g = acceleration of gravity ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
α = generalized Phillips’ constant
= 5 ⋅ (HS2fp4/g2) ⋅ (1–0.287 ⋅ lnγ) 306 The significant wave height with return period TR in
units of years is defined as the (1–1/TR) quantile in the distri-
σ = spectral width parameter; σ = 0.07 for f ≤ fp bution of the annual maximum significant wave height, i.e. it
and σ = 0.09 for f > fp is the significant wave height whose probability of exceedance
γ = peak-enhancement factor. in one year is 1/TR. It is denoted HS,TR and is expressed as
The zero-upcrossing period TZ depends on the peak period Tp
1
through the following approximate relationship, H S ,T = FH S , max ,1 year
−1
(1 − ); TR > 1 year
R
TR
5+γ The significant wave height with return period one year is
TZ = T p defined as the mode of the distribution function of the annual
11 + γ maximum of the significant wave height.
An alternative approximate relationship between TZ and Tp Guidance note:
can be found in DNV-RP-C205, 3.5.5.4. The 50-year significant wave height becomes
HS,50 = FHs,max,1 year–1(0.98) and the 100-year significant wave
The peak-enhancement factor is height becomes HS,100 = FHs,max,1 year–1(0.99). Note that these
values, calculated as specified, are to be considered as central esti-
⎧ Tp mates of the respective significant wave heights when the under-
⎪ 5 for ≤ 3.6 lying distribution function FHs,max is determined from limited data
⎪ HS and is encumbered with statistical uncertainty.
⎪ Tp Tp
⎪ ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
γ = ⎨exp(5.75 − 1.15 ) for 3.6 < ≤5
⎪ HS HS 307 In deep waters, the short-term probability distribution of
⎪ Tp the arbitrary wave height H can be assumed to follow a
⎪ 1 for 5< Rayleigh distribution when the significant wave height HS is
⎩⎪ HS given,
where Tp is in seconds and HS is in metres. 2h 2
FH | H S (h) = 1 − exp(− )
(1 − ν 2 ) H S
2
When γ = 1 the JONSWAP spectrum reduces to the Pierson-
Moskowitz spectrum. where FH|Hs denotes the cumulative distribution function and
303 The long-term probability distributions for the wave cli- ν is a spectral width parameter whose value is ν = 0.0 for a nar-
mate parameters HS and TP that are interpreted from available row-banded sea elevation process and ν ≈ 0.37 when the peak-
data can be represented in terms of generic distributions or in enhancement factor is γ = 3.3. For further details, reference is
terms of scatter diagrams. A typical generic distribution repre- made to DNV-RP-C205, 3.5.9.2.
sentation consists of a Weibull distribution for the significant The maximum wave height Hmax in a 3-hour sea state charac-
wave height HS in conjunction with a lognormal distribution of terized by a significant wave height HS can be calculated as a
TP conditional on HS. A scatter diagram gives the frequency of constant factor times HS.
occurrence of given pairs (HS,TP) in a given discretization of
Guidance note:
the (HS,TP) space.
The maximum wave height in a sea state can be estimated by the
304 Unless data indicate otherwise, a Weibull distribution mean of the highest wave height in the record of waves that occur
can be assumed for the significant wave height, during the sea state, or by the most probable highest wave height
in the record. The most probable highest wave height is also
h−c known as the mode of the highest wave height. Both of these esti-
FH S ( h) = 1 − exp( −( )β ) mates for the maximum wave height in a sea state depend on the
α number of waves, N, in the record. N can be defined as the ratio
between the duration TS of the sea state and the mean zero- nificant wave height HS and the peak period TP and ν0(hs,t) is
upcrossing period TZ of the waves. For a narrow-banded sea ele- the zero-upcrossing rate of the sea elevation process for given
vation process, the appropriate expression for the mean of the combination of HS and TP. FH|HsTp(h) denotes the short-term
highest wave height Hmax reads cumulative distribution function for the wave height H condi-
tioned on HS and TP.
⎡ 1 0.2886 ⎤ 310 When FH(h) denotes the distribution of the arbitrary
H max, mean = ⎢ ln N + ⎥H s wave height H, the distribution of the annual maximum wave
⎢⎣ 2 2 lnN ⎥⎦
height Hmax can be taken as
while the expression for the mode of the highest wave height
reads FH max ,1 year (h) = ( FH (h)) NW
⎡ 1 ⎤ where NW is the number of wave heights in one year.
H max,mode = ⎢ ln N ⎥ H s
⎣⎢ 2 ⎦⎥ 311 The wave crest height HC can roughly be assumed to be
0.65 times the associated arbitrary wave height H. For more
For a sea state of duration TS = 3 hours and a mean zero-upcross-
detailed modelling of wave crest heights, reference is made to
ing period TZ of about 10.8 sec, N = 1 000 results. For this exam-
DNV-RP-C205.
ple, the mean of the highest wave height becomes
Hmax ≈ 1.94HS, while the mode of the highest wave height 312 The wave height with return period TR in units of years
becomes Hmax ≈ 1.86HS. For shorter mean zero-upcrossing peri- is defined as the (1–1/TR) quantile in the distribution of the
ods than the assumed 10.8 sec, N becomes larger, and so does the annual maximum wave height, i.e. it is the wave height whose
factor on HS. Table C1 gives the ratio Hmax/HS for various values probability of exceedance in one year is 1/TR. It is denoted
of N. HTR and is expressed as; TR > 1 year
−1 1
Table C1 Ratio for deep water waves in narrow-banded sea H TR = FH max ,1 year (1 − )
elevation process TR
Ratio Hmax/HS
No. of waves mode mean The wave height with return period one year is defined as the
N = TS/TZ mode of the distribution function of the annual maximum of
1 1 0.2886 the wave height.
ln N ln N +
2 2 2 ln N Guidance note:
500 1.763 1.845 The 50-year wave height becomes H50 = FHmax,1 year–1(0.98) and
1 000 1.858 1.936 the 100-year wave height becomes H100 = FHs,max,1 year–1(0.99).
1 500 1.912 1.988 Note that these values, calculated as specified, are to be consid-
2 000 1.949 2.023 ered as central estimates of the respective wave heights when the
underlying distribution function FHmax is determined from lim-
2 500 1.978 2.051 ited data and is encumbered with statistical uncertainty.
5 000 2.064 2.134
Note also that the 100-year wave height H100 is always greater
Other ratios than those quoted in Table C1 apply for waves in than the mode of the maximum wave height Hmax in the 3-hour
shallow waters and in cases where the sea elevation process is not sea state whose return period is 100 years and whose significant
wave height is denoted HS,100. This implies that in deep waters
narrow-banded.
H100 will take on a value greater than Hmax ≈ 1.86HS,100. Values
It is common to base the estimation of Hmax on the results for the of H100 equal to about 2.0 times HS,100 are not uncommon in
mode rather than on the results for the mean. deep waters.
Table C1 is valid for HS/d < 0.2, where d denotes water depth. ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
313 Directionality of waves shall be considered for determi-
308 In shallow waters, the wave heights will be limited by nation of wave height distributions and wave heights with
the water depth. Unless data indicate otherwise, the maximum specified return periods when such directionality has an impact
on the design of a lifeboat.
possible wave height can be taken as 78% of the water depth.
The Rayleigh distribution of the wave heights will become dis- C 400 Wave theories and wave kinematics
torted in the upper tail to approach this limit asymptotically.
401 The kinematics of regular waves may be represented by
Use of the unmodified Rayleigh distribution for representation
analytical or numerical wave theories, which are listed below:
of the distribution of wave heights in shallow waters may
therefore be on the conservative side. — linear wave theory (Airy theory) for small-amplitude deep
309 The long-term probability distribution of the arbitrary water waves; by this theory the wave profile is represented
wave height H can be found by integration over all significant by a sine function
wave heights — Stokes wave theories for high waves
— stream function theory, based on numerical methods and
1 accurately representing the wave kinematics over a broad
FH (h) =
ν0 ∫ ∫ν
hS t
0
(hS , t ) ⋅ FH |H T (h) ⋅ f H T (hS , t )dtdhS
S P S P range of water depths
— Boussinesq higher-order theory for shallow water waves
where — solitary wave theory for waves in particularly shallow
water.
ν0 = ∫ ∫ν
hS t
0
( hS , t ) ⋅ f H S TP
(hS , t )dtdhS
The ranges of validity for different wave theories are outlined
in which fHsTp(hs,t) is the joint probability density of the sig- in Figure 1.
Figure 1
Ranges of validity for wave theories (d = water depth, H = wave height, T = wave period)
402 The wave length λ in water depth d is given implicitly — subsurface currents generated by storm surge and atmos-
by the dispersion relation pheric pressure variations
— near-shore, wave-induced surf currents running parallel to
g 2 2πd the coast.
λ= T tanh
2π λ D 200 Current data
in which T is the wave period and g is the acceleration of grav- 201 Current statistics shall be used as a basis for representa-
ity. The dispersion relation results from linear wave theory and tion of the long-term and short-term current conditions. Empir-
is not valid for higher-order Stokes theory and stream function ical statistical data used as a basis for design must cover a
theory, which are the relevant wave theories for waves in shal- sufficiently long period of time.
low water.
Guidance note:
403 For details about wave theories and wave kinematics, Current data obtained on site are to be preferred over current data
reference is made to DNV-RP-C205. observed at an adjacent location. Measured current data are to be
preferred over visually observed current data. Continuous
records of data are to be preferred over records with gaps. Longer
periods of observation are to be preferred over shorter periods.
D. Current ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
D 100 Current parameters 202 The variation of the current with the water depth shall be
considered when relevant.
101 The current typically consists of a wind-generated cur-
rent and a tidal current, and a density current when relevant. 203 In regions where bottom material is likely to erode, spe-
cial studies of current conditions near the sea bottom may be
102 The current is represented by the wind-generated current required.
velocity vwind0 at the still water level and the tidal current
velocity vtide0 at the still water level. D 300 Current modelling
103 Other current components than wind-generated currents, 301 When detailed field measurements are not available, the
tidal currents and density currents may exist. Examples of such variation in current velocity with depth may be taken as
current components are v( z ) = vtide ( z ) + v wind ( z )
Figure 2
Definition of water levels
SECTION 4
LOADS AND LOAD EFFECTS
Table B1 Basis for selection of characteristic load effects for temporary design conditions
Limit states – temporary design conditions
Load category ULS FLS ALS SLS
Intact structure Damaged structure
Permanent (G) Expected value
Variable (Q) Specified value
Environmental (E) Specified value Expected load Specified value Specified value Specified value
effect history
Table B2 Basis for selection of characteristic load effects for operational design conditions
Limit states – operational design conditions
Load category ULS FLS ALS SLS
Intact structure Damaged structure
Permanent (G) Expected value
Variable (Q) Specified value
Environmental (E) 99% quantile in long- Expected load Not applicable 99% quantile in long- Specified value
term distribution of effect history term distribution of
peak load effect dur- peak load effect during
ing launch at arbitrary launch at arbitrary
point in time (†) point in time (†)
Accidental (A) Specified value(*)
(†) Load effect value with 1% probability of being exceeded during a launch at an arbitrary point in time.
Table B3 Basis for selection of characteristic load effects for stowage design conditions
Limit states – stowage design conditions
Load category ULS FLS ALS SLS
Intact structure Damaged structure
Permanent (G) Expected value
Variable (Q) Specified value
Environmental (E) 99% quantile in distri- Expected load Not applicable Load effect with return Specified value
bution of annual max- effect history period not less than 1
imum load effect year
B 200 Characteristic loads during launch of lifeboat lifeboat about perpendicular to the wave surface is usually most
unfavourable.
201 The basis for definition of the characteristic value of a
particular load associated with the launch of a lifeboat is the ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
peak value of this load during the entire launch operation con-
sisting of release, free fall, immersion and resurfacing of the 203 For design against the ULS, the characteristic ULS load,
lifeboat. defined as the 99% quantile in the long-term distribution for a
particular load, shall be estimated for every conceivable condi-
Guidance note: tion for the lifeboat and its host structure during the launch.
An example of a load associated with the launch of a lifeboat is The most unfavourable characteristic load value among those
the water pressure in a specified position of the canopy, and the estimated shall be used in design. Conditions to be assumed for
peak value of this water pressure during the launch operation is design of the lifeboat against the ULS include, but are not nec-
then considered. Another example is the slamming pressure essarily limited to,
against the hull when the lifeboat impacts the water surface.
— fully loaded lifeboat (full complement of occupants)
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e--- — empty lifeboat (3 occupants including the pilot).
202 For design against the ULS, the characteristic value of a For lifeboats on floating host facilities additional conditions to
particular load associated with the launch of the lifeboat is be assumed for design of the lifeboat against the ULS include
defined as the 99% quantile in the long term distribution of the
associated peak load during a launch initiated at an arbitrary — launch from damaged host floater with trim and list.
point in time.
Trim and list in damaged condition for floating host facility
Guidance note: depend on the stability of the host facility and are the results of
The lifeboat is in principle to be used in an emergency situation loss of buoyancy in one or more supporting buoyant compart-
only once at the most. Without limitations in the weather condi- ments. The trim and the list for the damaged host facility shall
tions for which the lifeboat can be used, and without correlation be set to ±17° unless other host facility specific values are
between the weather conditions and the launch event, it is the known.
value of the peak load during a launch operation initiated at an
arbitrary point in time which is of interest. The peak load during Guidance note:
a launch initiated at an arbitrary point in time is represented by For lifeboats on floating host facilities, the requirement in this
the long-term distribution of the peak load. clause implies that a characteristic ULS load, as given in
Table B2, shall be estimated under the assumption that the host
The long term distribution of the peak load can be established facility has a permanent trim and list of ±17° (or a permanent trim
from the short term distribution of the peak load conditioned on and list equal to the host facility specific trim and list when appli-
sea state parameters such as the significant wave height HS and cable) in all emergency evacuation situations. This characteristic
the peak period TP. This requires integration of the short term dis- ULS load shall be used in design, if it is unfavourable relative to
tribution over all realizations of the sea state parameters, characteristic ULS loads estimated under other assumptions.
weighted according to the joint long term distribution of the sea
state parameters. The peak load during a launch in a sea state Since only a fraction of the emergency evacuation situations for
characterized by a particular set of sea state parameters (HS, TP) a floating host facility is associated with trim and list, the require-
will exhibit variability from one launch to another and have a ment to assume trim and list in all situations may seem too con-
probability distribution, because there will be variability in the servative. Such conservatism can be circumvented by following
height and period of the wave that the lifeboat hits when it enters a probabilistic design approach as outlined in Sec.2 G instead of
into the water and because there will be variability in the position the deterministic design approach based on characteristic loads.
on the wave where the lifeboat enters. ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
Other parameters than HS and TP which may be needed for char-
acterization of a sea state when the long-term distribution of the 204 For design against the ALS, the characteristic value of a
peak load during launch is to be established are current speed, particular load associated with the launch of the lifeboat is
water level, and wind. defined as the mode in the distribution whose cumulative dis-
The choice of the characteristic value of the peak load as a high tribution function is
quantile in the long-term distribution of the peak load reflects a
desire to account for the natural variability in the peak load by Fmax ( x) = F ( x)10000
using an unfavourable value in design. It also reflects a desire to in which F(x) denotes the long term distribution of the consid-
capture the loads that are associated with a launch into the most
unfavourable water entry point on the profile of the wave that ered peak load during a launch initiated at an arbitrary point in
passes when the launch is carried out. time.
For loads on the hull, water entry in following sea with the life- Trim and list in damaged condition for floating host facility
boat about parallel to the wave surface is usually most unfavour- depend on the stability of the host facility and are the results of
able. For loads on the canopy, water entry in head sea with the loss of buoyancy in one or more supporting buoyant compart-
ments. The trim and the list for the damaged host facility shall Guidance note:
be set to ±17° unless other host facility specific values are The mode in the distribution Fmax(x) can be approximated well
known. This applies to ULS checks of damaged lifeboat struc- by the 99.99% quantile in the distribution F(x).
ture against environmental loads as well as to design of intact ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
lifeboat structure against accidental loads.
Figure 1
Launching from host structure in damaged condition
B 300 Characteristic loads during stowage of lifeboat D. Variable Functional Loads (Q)
301 For design against the ULS, the characteristic value of a D 100 General
particular environmental load is defined as the 99% quantile in
the distribution of the annual maximum of the load in question, 101 Variable functional loads are loads which may vary dur-
ing the period under consideration, and which are related to
i.e. the 100-year value of the load. storage and operation of the structure. Examples are:
Guidance note:
— weight of occupants and their personal supplies (clothes,
During stowage of the lifeboat in the lifeboat station on the host survival suits)
facility, the prime environmental loading expected stems from — loads from fenders
wind. The characteristic wind load is the wind load whose return — loads from variable ballast and equipment
period is 100 years. — stored materials, equipment, gas, fluids and fluid pressure.
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
102 Loads on access platforms and internal structures are
used only for local design of these structures and do therefore
302 For design against the ALS, the characteristic value of a usually not appear in any load combination for design of pri-
particular environmental load is defined as the 99.99% quan- mary lifeboat structures.
tile in the distribution of the annual maximum of the load in
question, i.e. the 10 000-year value of the load. 103 The characteristic value of a variable functional load is
the maximum (or minimum) specified value, whichever pro-
duces the most unfavourable load effects in the structure under
consideration.
C. Permanent Loads (G) Guidance note:
For each load or load effect to be considered in any point of the
C 100 General lifeboat structure, the most unfavourable number, weight and
distribution of occupants need to be assumed when the character-
101 Permanent loads are loads that will not vary in magni- istic load or load effect is to be established. Situations may well
tude or position during the period considered. Examples are: exist for which the highest load or load effect in a point results
from a partly occupied lifeboat with an uneven distribution of the
occupants, e.g. all occupants in a half-full lifeboat are seated up
— mass of structure front. B203 specifies a minimum number of relevant load condi-
— mass of permanent ballast and equipment tions to be considered.
— external and internal hydrostatic pressure of a permanent ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
nature
— reactions to the above. 104 The specified value shall be determined on the basis of
relevant specifications. An expected load history or load effect
102 The characteristic value of a permanent load is defined history shall be used in the FLS.
as the expected value of the load based on accurate data for the 105 Unless data indicate otherwise, the mass of an occupant
structure, the mass of the material and the volume in question. including clothes and survival suit can be set equal to 100 kg.
Guidance note: Guidance note:
The expected value of a permanent load may be calculated from For the condition with 100% loaded lifeboat, a low weight of
occupants with survival suits rather than a high weight will be
the nominal dimensions and the mean values of the material den- conservative with respect to accelerations, whereas a high weight
sities. rather than a low weight will be conservative with respect to
maximum submersion and possibly also headway after resurfac-
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e--- ing. In general, assumption of a high weight of occupants is rec-
ommended, in particular with a view to the difficulty in 205 The main parameters determining the motion during the
satisfying the requirements to headway. sliding phase is the launch skid angle Θ, the coefficient of fric-
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e--- tion μ between launch skid and guide rail on the lifeboat, and
the acceleration of the launch skid due to wave induced motion
of the host structure. A strong head wind may reduce the accel-
D 200 Tank pressures eration during sliding and the resulting translational velocity at
201 Requirements to hydrostatic pressures in tanks are given the start of the rotation phase.
in DNV-OS-C101. Guidance note:
D 300 Miscellaneous loads In the sliding phase, the motion of the lifeboat is governed by the
following parameters (Figure 2)
301 Railing shall be designed for a horizontal line load equal
to 1.5 kN/m, applied to the top of the railing. M = structural mass of lifeboat and occupants
302 Ladders shall be designed for a concentrated load of 2.5 kN. g = acceleration of gravity (9.81 m/s2)
μ = coefficient of friction
Θ = launch skid angle
Lgo = sliding distance
E. Environmental Loads (E)
Lra = length of guide rail
E 100 General Uw(t) = instantaneous wind speed in the launch direction
101 Environmental loads are loads which may vary in mag- ρa = mass density of air
nitude, position and direction during the period under consid- CDx = aerodynamic drag coefficient
eration, and which are related to operations and normal use of Sx = x-projected exposed wind area of the lifeboat
a lifeboat. Examples are: as = acceleration of launch skid as = (ax, az)
— hydrodynamic loads induced by waves and current, In the sliding and constrained rotation phases the motion of the life-
including drag forces, inertia forces and slamming forces boat can be modelled as a three degree of freedom system, specified
— wind loads by coordinates (x,z) of the centre of gravity (COG) and the rota-
— water level. tional angle θ of the axis of the lifeboat relative to the horizontal.
The forces acting on the lifeboat during the sliding phase are the
102 According to this standard, characteristic environmental gravity force Mg, the reaction force normal to the guide rail Fn
loads and load effects shall be determined as quantiles with and the friction force parallel to the guide rail μFn and in the
specified probabilities of exceedance. The statistical analysis of opposite direction of the motion. When the lifeboat is launched
measured data or simulated data should make use of different in a strong head (or following) wind, the wind drag force shall be
statistical methods to evaluate the sensitivity of the result. The taken into account.
validation of distributions with respect to data should be tested The equations of motion in the sliding phase are given by
by means of recognized methods. The analysis of the data shall
be based on the longest possible time period for the relevant M&x& = Mβ x = Fn (sin θ − μ cos θ ) + Fwx (t )
area. In the case of short time series, statistical uncertainty shall M&z& = Mβ z = Fn (cos θ + μ sin θ ) − Mg
be accounted for when characteristic values are determined.
103 The environmental loads acting on the lifeboat during where ( &x&, &z&) are the accelerations of COG, and Fwx(t) is the
instantaneous horizontal wind induced drag force given by
launch can be referred to three motion phases
1
— motion in air Fwx (t ) = ρ a C Dx S xU w U w
— submerged or partially submerged motion phase (trajec- 2
tory through water) when a strong wind has effect on the motion of the lifeboat,
— sailing motion phase. U w >> x& , which is assumed in the equations of motion above.
During the sliding phase the lifeboat axis coincides with the
The three motion phases are further dealt with in 200, 300 and direction of the launch skid, θ = Θ. For a fixed host structure or
in the case of still water for a floating host structure motion, the
400, respectively, with emphasis on prediction of the trajectory reaction force is given by
of the lifeboat through air and water.
Fn = Mg cos Θ − Fwx sin Θ
E 200 Trajectory in air
Note that for head wind, Fwx < 0. The exit horizontal and vertical
201 The trajectory of the lifeboat through the air during a velocities of COG at the end of the launch skid is obtained by
launch operation governs the environmental loads that the life- integration of the equations of motion and are given by
boat structure becomes exposed to during the launch operation.
202 The trajectory in air shall be predicted to form part of the u 0 = x& = 2 β x Lg 0 cos Θ
basis for load calculations.
203 A free fall lifeboat can be launched from a skid or it can w0 = z& = − 2 β z Lg 0 sin Θ
be dropped vertically from a hook. The launch of the lifeboat ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
from a skid is composed of three phases:
Guidance note:
— sliding phase along the launch skid In the case of wave generated motion of a floating host structure
— constrained rotation phase with acceleration as = (ax,az) of the launch skid, inertia forces –
— free-fall phase. Max and –Maz should be added to the RHS of the equations of
translational motion given above. ax is the horizontal accelera-
204 The sliding phase is the phase when the lifeboat slides tion and az is the vertical acceleration.
along the launch skid. In still water, the motion of the lifeboat The reaction force normal to the launch skid is given by
down the launch skid can be taken as purely translational. In
waves, the effect of the motion of the launch skid should be Fn = M ( g + a z ) cos Θ + ( Ma x − Fwx ) sin Θ
taken into account. In general the launch skid will have a time-
dependent velocity and acceleration during launch. ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
Launch skid
z
Guide rail Lifeboat
COG
θ
h
Lra
Length of Θ O
guide rail Lgo
x
Sliding HD
distance
SWL
Figure 2
Launching parameters of a free fall lifeboat. Sliding phase.
206 The coefficient of friction for the material applied in d = distance along guide rail from end of launch skid to
contact areas between guide rail on lifeboat and launch skid centre of gravity
shall be determined by testing. The coefficient of friction is Mw(t) = instantaneous drag induced moment from the wind
sensitive to surface wetting, material combination, surface fin-
ish and contaminations. The possible change of coefficient of It should be noted that the mass of the lifeboat as well as the
friction due to such effects and degradation of material with radius of gyration depends on the loading condition (number of
time shall be assessed. It should be noted that sliding frictional occupants on board and the positions of the occupants).
resistance is normally different from the static frictional resist- The rotation of the lifeboat is determined by a moment from a
ance. force couple produced by the weight of the body and the reaction
Guidance note: force on the guide rail. The governing equations for the transla-
The coefficient of friction may typically vary between μ = 0.05 tional motion of the centre of gravity are the same as for the slid-
for lubricated surfaces to μ = 0.40 for dry surfaces. Nylon blocks ing phase given in 205. For launch in a strong head (or following)
may be used for contact between guide rail and launch skid. wind the resulting moment due to wind drag should be taken into
Coefficient of friction for relative motion between dry nylon sur- account. The equation of motion for the rotation of the lifeboat
face and another dry nylon surface may vary between 0.15 and during this phase is
0.25.
Iθ&& = Fn [( x cos θ − z sin θ + μh] + M wy (t )
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
where Fn is the reaction force normal to the guide rail and Mwy(t)
207 If the launch skid is in a rotated position during launch, is the instantaneous wind induced pitch moment. During rotation
due to extensive heel or list of the platform, the effective coef- the following geometrical restraint condition holds
ficient of friction may be different than in the designed posi-
tion, due to contact between different materials and change in x sin θ + z cosθ = h
normal force. The effect of this change of coefficient of fric- where h is the distance between the lower surface of the guide rail
tion should be considered. and the centre of gravity (COG) of the boat.
208 The pure sliding phase ends when the centre of gravity During rotation of the lifeboat the normal force Fn changes with
(COG) of the lifeboat passes the lower end (point O in Figure time. An explicit expression for Fn can be obtained by differen-
2) of the launch skid, and the lifeboat begins to rotate. In the tiating the restraint condition above and eliminating the transla-
constrained rotation phase the rate of rotation of the lifeboat tional and rotational accelerations from the equations of motion,
increases until the lifeboat is no longer in contact with the
launch skid. P( x, z , θ ; x& , z&, θ&)
Fn =
Guidance note: R ( x, z , θ )
In the rotation phase, the motion of the lifeboat is governed by where
the following additional parameters (Figure 3),
P (x , z , θ ; x&, z&, θ&) = MI [g cos θ − (F wx / M ) sin θ ]
I = Mr2 = rotational pitch moment of inertia of lifeboat [
− MI (M wy d / I ) + 2 (x& cos θ − z& sin θ )θ& − hθ& 2 ]
including occupants
r = radius of gyration of lifeboat
h = distance from guide rail to centre of gravity R ( x, z , θ ) = I + Md ( d + μh)
The distance along the guide rail from end of launch skid to cen- during the free fall is given by Δ θ = ω0τ, where τ is the duration
tre of gravity is given by of the free fall. The influence of wind drag is significant only for
large free fall height and high wind speed (storm conditions).
d = d ( x, z ,θ ) = x cosθ − z sin θ
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
At the start of the rotation phase, d = –μh, θ& = 0 , Mwyd/I is very
small and can be neglected. Hence, the expression for the reac- 210 The possibility of enhanced wind velocity in the launch
tion force reduces to the expression for the reaction force in the
sliding phase given in 205. area due to geometric constrictions shall be considered. Reduc-
tion of wind velocity due to possible shielding effects shall not
The rotation phase continues as long as the normal reaction force be taken into account in the analysis.
is nonzero (Fn > 0). The duration of the rotation at the end of the
launch skid is determined by the length of the guide rail, Lra. z
Selection of a very small Lra results in a negligible rotation at the
edge of the skid.
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
Figure 4
Launching parameters of a free fall lifeboat. Free fall phase
Guidance note:
The complete trajectory of the lifeboat in air is found by numer-
ically integrating the equations of motions for x(t), z(t) and θ(t)
in each of the three phases as given in 205, 208 and 209. The
switch in forcing functions on the right hand side when going
from one phase to the next is determined by
Figure 3
Launching parameters of a free fall lifeboat. Constrained rotation - d + μh = 0 when going from pure sliding to constrained
phase rotation phase on the skid
- Fn = 0 when going from constrained rotation phase to free fall
phase.
209 The free fall phase starts when the lifeboat is no longer The equations of motion in the three phases defined above (slid-
in contact with the launch skid (Fn = 0) and ends when the bow ing, constrained rotation, free fall) can be solved numerically by
first contacts the water surface. During the free fall, the forces rewriting the equations as a system of first order ordinary differ-
acting on the lifeboat are the gravity force and the wind force ential equations (ODEs),
and moment, taking into account the relative motion between
lifeboat and air. ⎛ x ⎞ ⎛ x& ⎞
⎜ ⎟ ⎜ ⎟
Guidance note: ⎜ z ⎟ ⎜ z& ⎟
⎜ ⎟
d ⎜⎜θ ⎟⎟ ⎜ θ&
The equations of motion during the free fall phase are
M&x& = Fwx (t ) = ⎟
dt ⎜ x& ⎟ ⎜ X s ,r , f ⎟
M&z& = − Mg + Fwz (t ) ⎜ z& ⎟ ⎜ Z ⎟
⎜ ⎟ ⎜ s ,r , f ⎟
Iθ&& = M (t ) ⎜θ& ⎟ ⎜ Θ ⎟
wy
⎝ ⎠ ⎝ s ,r , f ⎠
where Fwx(t) and Fwz(t) are the instantaneous drag forces in the
x- and z-direction respectively and Mw(t) is the instantaneous
drag induced moment from the wind. It should be noted that the where Xs,r,f , Zs,r,f and Θs,r,f are the respective forcing functions
lifeboat will rotate during the free fall with a rate of rotation (right hand sides) as defined in 205, 208 and 209.
approximately equal to the rate of rotation ω0 when the boat
leaves the edge of the launch skid. The change of rotation angle ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
to the initial velocity for the free fall phase through air.
Guidance note:
The wave induced motion of the floater in a given sea-state can
be calculated from the motion transfer functions Hi(ω) for six
degrees of freedom i = 1,...6 and a wave spectrum S(ω,θ) charac-
terizing the sea state. ω is the angular frequency and θ is the mean
propagation direction of the waves. Methods for calculating the
motion transfer function and the resulting motion of a given loca-
COG tion (i.e. the launch skid) on the floater is described in DNV-RP-
C205.
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
212 When predicting the free fall phase in air, the duration of
the free fall phase shall be modified by taking into account the
vertical position of the wave surface z = ζ at the point of
HD HD impact.
Guidance note:
The duration τ of the free fall phase in air is given by the equation
1 2
gτ + w0τ = H '+ξ 3 (0) − ζ ( x(τ ),τ )
2
Figure 5 where w0 is the vertical velocity at the start of the free fall, H’ is
Free fall lifeboat launched from hook the vertical distance from still water level to the lower end of the
launch skid, ξ 3 (0) is the vertical wave induced motion at end of
the launch skid at the start of the free fall and ζ ( x (τ ),τ ) is the
wave surface elevation at the position of impact x(t) at time t = τ.
211 When the lifeboat is launched from a floating host struc- In the absence of wind, the angle θ between horizontal axis and
ture, the wave induced motion of the host structure shall be lifeboat axis at water impact is given by θ0+ω0τ where θ0 is the
taken into account for calculation of lifeboat trajectory through rotation angle at the end of the constrained rotation phase at the
end of the skid.
air after launching. The wave induced acceleration as of the
launch skid or hook shall be included in the equations of An example of the wave surface elevation is given in Figure 6.
motion for the lifeboat as described in 205 and 208. The wave ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
induced velocity vs of the launch skid or hook shall be added
Figure 6
Wave surface elevation (solid line), horizontal water particle velocity (dash-dotted line), and vertical water particle velocity (dotted) at
wave surface for a 5th order Stokes wave with H = 17.2 m, T = 10.6 s. AC = 9.92 m, AT = 7.28 m, umax = 6.7 m/s, wmax = 4.7 m/s.
E 300 Trajectory through water particle kinematics (velocity and acceleration) beneath the
301 The trajectory through water for a given lifeboat geom- wave surface. The mass distribution shall reflect how the occu-
etry depends on the translational and rotational velocity at start pants are distributed in the cabin. A possible current will influ-
of water entry, the total mass and its mass distribution, and the ence the trajectory through the water.
local wave properties at the impact position. The wave proper- 302 The trajectory through water shall be predicted to form
ties include wave surface elevation and slope, as well as fluid part of the basis for load calculations.
303 Depending on the initial conditions at start of water (backward) velocity and after slamming on to the water
entry the following four motion patterns may occur: surface, moves backward with low velocity.
IV) As a special case of III) the lifeboat exits from the water
I) The lifeboat pitches significantly at maximum submer- surface at an almost vertical angle, vaulting into the air,
gence and ascent so that it surfaces with positive (forward) and drops down on to the water surface with great impact
velocity. and with a resulting motion in an arbitrary direction.
II) The lifeboat pitches significantly at maximum submer-
gence and ascent but the forward velocity is reduced to These motion patterns are depicted in Figure 7.
zero and it surfaces with negative (backward) velocity. 304 For a given lifeboat of length L launched from a launch
III) After reaching the maximum depth in water, the lifeboat skid, the motion patterns I)-IV) can be related to the parame-
moves backwards keeping almost the same angular posi- ters HD/L and Lgo/L where HD is the drop height and Lgo is the
tion, then exits from the water surface with a negative sliding distance along launch skid. This is shown in Figure 8.
1
1
5
5
2
2
4
4
3
3
Motion pattern I Motion pattern II
1
1 4
5
3
4 5
2
2
3
Motion pattern III Motion pattern IV
Figure 7
Motion patterns for a free fall lifeboat
H(H/L)
D/L Type IV
Not acceptable
motion pattern Type III
Type II
Type I
Acceptable
motion pattern
(Lgo/L)
Figure 8
Typical relationship between launching parameters drop height HD, sliding distance Lgo, length of lifeboat L and resulting motion pat-
terns of type I, II, III and IV.
305 The lifeboat geometry, the lifeboat mass and its distribu- T = wave period [s]
tion, and the lifeboat launch system shall be designed so that g = acceleration of gravity = 9.81 m/s2
motion pattern I) is achieved in all conditions. This motion pat- The horizontal and vertical water particle velocity close to a large
tern is desired since the lifeboat in still water will move away volume host structure will be larger than in an undisturbed wave
from the platform even if the engine of the lifeboat does not due to wave diffraction effects. Guidance on diffracted wave kin-
start. Motion pattern II) may occur during water entry in waves ematics is given in DNV-RP-C205.
requiring use of the lifeboat engine to move away from the
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
platform. Motion patterns III) and IV) shall be avoided.
Guidance note: 306 For numerical assessment of the effect of wave surface
The hydrodynamic forces on the lifeboat during water impact are and wave kinematics on the trajectory through water when
a function of the relative velocity between the falling lifeboat and launching in a sea state (Hs,Tp), a regular wave with wave
the water particle velocities in the wave. In high sea states when height H shall be defined as the expected value in the short
the wave kinematics will have an effect on the trajectory through term wave height distribution.
water, the wave length can be assumed much longer than the
characteristic dimension of the lifeboat so that the wave kinemat- Guidance note:
ics can be taken as constant during this phase. The expected wave height H in a sea state (Hs,Tp) can be taken
The maximum horizontal water particle velocity occurs at top of as H = 0.59 H s from the Rayleigh distribution with spectral
the crest and can for an undisturbed wave be taken as width parameter ν = 0.37 as given in Subsection 3 C. The corre-
sponding wave period T can be taken as the period of a regular
πH ⎛ 2π 2 H ⎞ Stokes wave where H/λ = 1/10 and the wave length λ is related
u max = exp⎜⎜ ⎟
2 ⎟ to T by the dispersion relation
T ⎝ gT ⎠
gT 2
The minimum horizontal water particle velocity occurs at the λ=
bottom of the trough and can be taken as 2π
πH valid for large water depth d > λ/2. The dispersion relation for
u min = moderate and shallow water is given in Subsection 3 C.
T A large wave is by nature asymmetric with higher crest height AC
The maximum vertical water particle velocity occurs close to the than trough depth AT. The wave height is the sum H = AC + AT.
still water level crossing and can be taken as See Figure 9. The asymmetry increases with steepness of the
πH wave. For deep water locations the asymmetry factor AC/H can
wmax = be approximated by the formula
T
The variation of velocity with depth in deep water is given by the AC 7H
factor fw = exp(kz) where k is the local wave number given by = 0.50 +
H gT 2
4π 2
k= For moderate water depth d the asymmetry factor can be found
gT 2 from Stokes 5th order wave theory for given parameters H,T
and d.
and where
H = wave heigth [m] ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
(bubble) stays attached to the stern of the lifeboat and oscillates. start of water surface entry [kg/m]
At pinch-off, the air cavity splits in two, one part at the free sur-
face being open to the atmosphere, and one closed part (bubble) L = length of lifeboat [m]
attached to the stern/canopy of the lifeboat. Just after pinch-off M = mass of lifeboat [kg]
d1 = depth where rate of change of added mass is zero [m] in time during the lifeboat’s travel through the water during the
launch operation. The minimum clearance shall be 10% of the
φ = impact angle with free surface [rad] water depth and not less than 5 m. This requirement shall be
V = volume of lifeboat in fully submerged condition [m3] met in every conceivable condition for the lifeboat, cf. B203.
ρ = mass density of water [kg/m3]
E 400 Sailing phase
Guidance note: 401 In the sailing phase the lifeboat is in a stable freely float-
The rate of change of vertical added mass may be estimated by ing position responding to forces from wave, wind and current.
calculating the high frequency limit of the added mass by a sink− In the absence of any propulsive force wave forces will cause an
source potential flow method at increasing submersion depth. oscillatory motion of the lifeboat superimposed a steady drift
Reference is made to Figure 10.
motion in the main propagation direction of the wave. Wind and
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e--- current forces will act in the respective directions of wind and
current. The forces and corresponding motion from waves, wind
and current can be assumed to be independent and added.
402 The forward thrust force from the propulsion system
shall be large enough to overcome forces from wind, wave and
current when these all act together in a direction towards the
host facility, cf. Sec.7.
Guidance note:
The resistance forces against the forward motion of the lifeboat
includes the following components
- wind force
Figure 10 - current force
Position of lifeboat bow during water entry for calculation of rate - wave generating resistance
of change of added mass - added resistance due to waves
- frictional resistance.
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
316 A simplified numerical method for predicting the trajec-
tory through water is based on specifying position and velocity 403 In severe weather conditions, the hull and canopy of the
dependent forces and moment acting on the lifeboat and solv- lifeboat may become exposed to large breaking wave impact
ing the equations of motion by time integration. For an arbi- forces and resulting green water loads of similar magnitude as
trary launch and wave propagation direction, a six degree of the impact forces experienced during the launch phase of
freedom model should be applied allowing for motion of the partly submerged lifeboats. Guidance for calculation of wave
lifeboat centre of gravity in 3 spatial directions and for rotation impact pressures is given in DNV-RP-C205. Alternatively the
about 3 axes. loading scenario can be calculated from green water theory,
Guidance note: cf. DNV-OS-C102.
During the partly submerged phase and the fully submerged E 500 Load cases for the ULS
phase, the lifeboat is acted upon by hydrostatic and hydrody-
namic forces. The hydrodynamic forces are functions of fluid 501 For investigation of the behaviour of the lifeboat and
pressure and velocities which depend on the motion of the life- determination of the loads on the lifeboat during the launch
boat. Hence the hydrodynamic problem and the equations of operation, the following four phases from water entry onwards
motion of the lifeboat must be solved as a coupled problem at shall be considered:
each time step. For long and slender lifeboat geometries, the
hydrodynamic problem may under certain conditions be simpli- — water entry phase
fied to a set of two-dimensional problems (strip theory).
— ventilation phase
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e--- — maximum submersion phase
— ascent phase.
317 Computational Fluid Dynamics (CFD) can be used to
calculate the pressure distribution and the global force and During each phase, the stresses and deformations of relevance
moment on a lifeboat during its travel through air and water. for all possible governing load cases shall be calculated for use
The exact fluid dynamic equations are solved with respect to in the design rules that shall be fulfilled during the design.
the pressure distribution, the global force and moment, and the
motion of the lifeboat. The CFD method used should allow for 502 A set of five load cases to be considered for structural
modelling of two-phase flow, break-up of water particles and design and for assessment of accelerations causing human
topological changes of the water volume. When applying loads is specified. The five load cases are to be considered as a
CFD, convergence tests shall be carried out to ensure that the minimum set of load cases to be investigated. Other load cases
fluid cells are sufficiently small. The computational domain may exist which may govern the design. All relevant load
shall be large enough to avoid reflections from boundaries of cases shall be investigated. The minimum set of five load cases
the domain. Numerical results based on CFD should be vali- consists of:
dated with benchmark model test results. — slamming pressure on hull from water entry until maxi-
Guidance note: mum acceleration is reached
Numerical methods suitable for modelling the violent fluid flow — inertia forces on boat during maximum acceleration
during lifeboat impact are the Volume-of-Fluid (VOF) method — local effects during ventilation phase
and Smoothed Particle Hydrodynamics (SPH) method. The VOF — pressures at maximum submersion
method requires generation of a volume mesh around the life- — suction on sides during ascent, related to pressure distribu-
boat. The SPH method only needs a surface description of the tion from relative velocity squared.
lifeboat.
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e--- The five load cases are further described in 503 through 507.
For each load case, pressures in particular points as well as dif-
318 A minimum clearance between the lowermost point of ferential pressures shall be considered, whichever is critical
the lifeboat and the seafloor shall be demonstrated at any point with respect to structural design and human accelerations.
Guidance note: mass density of water, φ denotes the velocity potential and t
Differential pressures occur and behave in a different manner denotes time.
than other pressures such as pressures on the canopy and may ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
govern which failure modes are critical.
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e--- 507 After maximum submersion, the lifeboat will accelerate
upwards until it reaches the surface. During this ascent, the
503 The slamming pressure on the hull from the time of pressure distribution over the lifeboat hull and canopy attrib-
water entry until maximum acceleration is reached shall be uted to effects of relative velocity squared governs the load on
investigated. the hull and the canopy. The load case resulting from this pres-
sure distribution at the point of maximum upward speed shall
Guidance note: be investigated.
Loads on the hull at the water entry and shortly afterwards will Guidance note:
typically evolve from a very high local slamming pressure ini-
tially to a high dynamic pressure over a larger part of the hull in This load case can be investigated by applying the relevant
the ventilation phase. The upward force acting on the hull in this hydrostatic pressure, corrected by a negative pressure on the
sides of the boat and by an overpressure on the roof, caused by
phase will be equal to the upward component of the pressures
the upward speed.
integrated over the wet hull area. The highest total upward force
will coincide in time with the highest boat accelerations. The hull ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
response from water entry until maximum acceleration is usually
dynamic and can be determined by a dynamic analysis of the 508 In assessing the loads on the lifeboat in the different
hull. phases during and after a launch, the effects of asymmetry
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e--- should be considered, e.g. asymmetry due to waves propagat-
ing at an angle, unsymmetrical load, skewed ascent, and poor
504 The inertia forces on the boat during maximum acceler- directional stability.
ation shall be investigated.
E 600 Slamming loads
Guidance note:
601 A general description of slamming pressures and slam-
This load case takes place during the ventilation phase at the time ming loads can be found in DNV-RP-C205.
of the maximum upward force. The load case is concerned with
the inertia forces that act on the structure when the mass of its 602 Determination of slamming loads on a lifeboat during
structural members are subjected to the maximum acceleration. impact is considered complex and difficult to describe with
This load case can be investigated as part of a dynamic analysis simple expressions, or simulations. This applies to the use of
of the hull. This load case is expected to be more important for general slamming simulation software or Computational Fluid
drop-launched boats than for skid-launched boats, since larger Dynamics (CFD) codes. In particular, the complexity in anal-
accelerations and smaller submersion are expected for the drop- yses increases significantly when including waves. Conse-
launched boats. quently the design of the hull, canopy and wheelhouse will
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
have to rely on model testing and/or full scale testing for deter-
mination and calibration of slamming pressures and distribu-
505 During the typically turbulent phase of downwards tions.
motion after water entry, various local dynamic effects shall be 603 Results from general slamming simulation software or
investigated as relevant. CFD codes shall be validated by model tests or full scale tests.
Guidance note: Guidance note:
On a skid-launched boat, the front of the wheelhouse will often CFD can become a suitable tool for determination of the slam-
be exposed to slamming. ming pressures on a lifeboat. One suitable method for simulation
is the Volume-of-Fluid (VoF) method which allows for break-up
The shape of the lifeboat may imply that an air pocket becomes
of fluid particles and changed topology of fluid domain. A fully
created behind the boat when the boat enters the water and nonlinear Boundary Element Method (BEM) may also be used
becomes submerged. When this air pocket subsequently with special boundary conditions at intersection points. 3-D anal-
implodes, dynamic water pressures will develop behind the boat ysis is required and convergence tests must be performed to
and will – depending on the launching arrangement, the shape of ensure that fluid cells are sufficiently small. Further, the compu-
the boat and the resulting boat trajectory – act on the aft wall, the tational domain should be large enough to avoid reflections from
wheelhouse or the roof. Model tests can be used to determine the boundaries.
which areas of the boat will be exposed to dynamic water pres-
sures from imploding air pockets and load cases can be specified ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
accordingly.
604 The importance of carefully conducted model and full
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e--- scale testing in relation to determination of slamming pres-
sures and distributions is emphasized. This implies that a suf-
506 At the point of maximum submersion, the pressure field ficient number of pressure sensors are installed, enabling
around the lifeboat due to hydrodynamic pressure at maximum subsequent use of data from these sensors in structural analy-
acceleration governs the load on the hull and the canopy. The ses of hull, canopy and wheelhouse. See further details in
load case resulting from this pressure distribution shall be Sec.9.
investigated.
605 The parameters characterizing slamming on a rigid body
Guidance note: with a small deadrise angle β (see definition in Figure 11) are
At the point of maximum submersion, the vertical component of the position and actual value of the maximum pressure, the
the acceleration will reach its maximum value. This will give a time duration and the spatial extent of high slamming pres-
pressure distribution over the hull and the canopy which can lead sures. Figure 11 presents a schematic view of water entry of a
to large differential pressures. This pressure distribution can in two dimensional body onto a calm water surface. During
simplified manner be represented by linear potential theory, impact the free surface is deformed resulting in spray and the
which gives pressures terms equal to ρ ⋅ ∂φ /∂t, where ρ denotes formation of a jet.
Guidance note:
Pressure
Critical load distributions for the lifeboat structure given as rela-
Spray root tive pressure distributions in calm water shall be scaled to char-
Water entry acteristic pressures in waves, cf. 814. All load distributions
velocity Jet
Local deadrise angle related to the different launch phases in calm water shall be
Mean free surface investigated with respect to structural responses. But only the
most critical launch phases for the different load distributions are
Disturbed free surface relevant for scaling to characteristic ULS level. Care should be
taken when selecting method for calculating characteristic pres-
Figure 11 sure distributions since different methods will give different dis-
Schematic view of water entry of a body onto a calm free surface tribution functions. The most critical load distribution should be
established for calm water. Sufficient information of the pressure
difference on the hull, the canopy roof, and the sides or as a dif-
606 The complexity with respect to determination of slam- ferential pressure between side and roof or two longitudinal posi-
ming pressures increases significantly when taking into tions must be maintained in the characteristic value estimates.
account waves from an arbitrary direction during launch of a ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
lifeboat. This implies that there will be an asymmetric (3-D)
distribution of pressures around the lifeboat and, for example, 803 Different load distributions shall be given depending on
2-D type simulations will fail to describe the actual pressure the degree of submergence of the lifeboat during its travel
distribution adequately. A similar type of considerations along its trajectory in water, i.e. depending on whether it is
applies when damaged conditions (floater heel/trim) are to be partly submerged or fully submerged. The degree of submer-
simulated. gence shall be defined based on conditions prevailing during
Guidance note: launch into calm water from the nominal drop height.
For 2-D slamming problems (e.g. symmetric wedges impacting 804 The lifeboat is referred to as fully submerged when the
a flat water surface) software is available which can represent a vertical distance dmax from the still water level to the roof of
symmetric pressure distribution. However with 3-D effects the lifeboat at the time of maximum submergence is larger than
present, adjustments have to be made and these adjustments may the height HL of the lifeboat. The distances dmax and HL shall
be difficult to validate. Slamming pressures predicted by a 2-D
analysis can be assumed to be conservative.
be measured from the top of the roof at the longitudinal centre
of the lifeboat.
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
805 The lifeboat is referred to as partly submerged when the
607 It is assumed that the deadrise angle, β, will be larger vertical distance dmax from the still water level to the roof of
than 30 to 40 degrees for free fall lifeboats hence no space the lifeboat is smaller than the height HL of the lifeboat. The
averaging of slamming pressures will be required. If, for some distances dmax and HL shall be measured from the top of the
reason, the deadrise angle will be less than 30 degrees, special roof at the longitudinal centre of the lifeboat.
considerations may have to be made. Reference is made to Fig-
ure 14.
608 Slamming loads will cause structural deformations or dmax
vibrations of the lifeboat during impact. The hydrodynamic
loading will hence be affected since the slamming pressure is
L/2 HL
a function of the structural deformations. In general it is con-
sidered conservative to neglect such hydroelastic effects.
Figure 13
Ventilation phase. Development of air pocket behind stern.
808 The water entry phase both for partly and fully sub-
merged lifeboats is dominated by slamming loads in the bow
hull section or slamming in the aft ship hull section or both. It
is required to document maximum slamming pressures in the
bow, amidships and in the stern hull region. A two-dimen-
sional cross-sectional analysis is considered sufficient for the
crosswise distribution of the slamming pressure. The longitu-
dinal distribution, if important, can be assumed to vary linearly
between the bow and the stern. The cross-sectional distribution
of the slamming pressure, ps, is related to the relative velocity
between the lifeboat and the water surface during impact and
is normally expressed as:
1
ps = ρC P v 2
2
Guidance note:
It is common to use experimental results from model tests of two-
dimensional wedges with different wedge angles, β, for slam-
ming evaluations and calculations. Figure 14 shows a typical set
Figure 14
up with results. Note that for β > 40 degrees a fairly homogenous Pressure (p) distribution during water entry of a rigid wedge with
pressure over the wetted surface has been measured. Further, the constant vertical velocity V. pa = atmospheric pressure, β = dead-
run-up along the wedge implies a larger wetted (typically 60% rise angle. See DNV-RP-C205 for further details.
larger) area than what is submerged below z = 0. It should be
emphasized that the results given in Figure 14 are only to be used
for initial design phases as a means to estimate slamming pres- 809 For fully submerged lifeboats the time varying pressure
sures on the lifeboat bow and bottom in calm water conditions, on the hull and the side of the lifeboat in the different phases
i.e. with no waves. can typically be exemplified as shown in the bottom part of
Figure 15. The corresponding deformations due to cross flow
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e--- load distribution are shown in the upper part of Figure 15.
3
1
Roof
deformation
Roof pressure
Figure 15
Example of typical pressure measurements (bottom) and deformation measurements (top) for a fully submerged lifeboat. Pressures
are indicated at the same cross section amidships at two vertical positions, viz. the canopy roof top and the canopy side. Numbers 1 to
4 indicate [1] end of slamming phase with build-up of pressure on roof, [2] ventilation phase with oscillating pressure on roof and roof
deformation upwards, [3] at maximum submergence where there is negligible roof deformation and [4] ascent phase with large differ-
ential pressure and maximum roof deformation downwards.
810 The pressure distribution for a fully submerged lifeboat Guidance note:
in the ventilation phase is governed by local oscillating pres- As input to the velocity part of a hydrodynamic pressure the fol-
sures. These oscillations do not usually represent global lowing formula for the maximum vertical velocity may be
dimensioning loads except for the local shock wave effect on applied:
local surface appendices like the wheelhouse, the stern, and the M
hatches. In general, the local fluid flow and hydrodynamic 2 g (∇ − )
loading in this phase are so complex that the global distribution ρ
of pressure loads on the lifeboat side hull and the roof can only vc =
C D , L LB
be provided by detailed CFD analyses or model test experi-
ments. where
Guidance note:
∇ = is the lifeboat submerged displacement
The highly oscillatory behaviour of the pressure is usually fil- M = total mass of lifeboat
tered by the structural response. If the canopy is susceptible to
upward deformation, this phase should be carefully investigated CD,L = drag coefficient related to the x-y
by imposing the actual time histories of pressures as input to a exposed characteristic area
structural analysis in the time domain. A straight forward scaling L = lifeboat total length
to characteristic pressure levels in waves is recommended B = lifeboat maximum breadth
although the frequency level of the pressure spectrum can be
quite different in wave conditions than in calm water. Alternatively, this quantity can be calculated more accurately by
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e--- numerical prediction of the lifeboat trajectory either by CFD or a
simplified numerical model.
811 The cross-sectional pressure distribution for a fully sub- A simplified formulation based on cross-sectional flow past a cir-
merged lifeboat in the ventilation phase is usually dominated cular cylinder, see Figure 16, is given below. An equivalent
by hydrostatic pressure. However, in some cases acceleration hydrodynamic diameter must be defined. This simplification is
dependent pressures can be of importance. It is recommended only relevant for cross sections which are close to a circular cross
section.
to specify a hydrostatic pressure distribution in this phase and
imposing the acceleration pressure as well. For calculation of The pressure distribution as a function of the polar coordinates
acceleration pressure distributions in calm water one can use Reqv and θ describing the cross section at the lifeboat geometrical
centre position based on potential flow assumption is
the methods described in 812 to 817. Since there is no roof
deformation at the end of the ventilation phase (Figure 15), this 1
p (θ , Reqv ) = p s + pv + p a = ρgReqv sin θ + ρvc c p + 2 Reqv ac cosθ
2
means that the hydrostatic pressure is to be counteracted by 2
acceleration dependent pressure. The longitudinal distribution where
can be simplified by assuming half of the structure exposed to
a longitudinally uniform distribution. c p = 1− 4 sin 2 θ
812 The pressure distribution in the ascent phase can be A correction due to viscosity (Reynolds dependent) can be intro-
specified as a combination of hydrostatic and hydrodynamic duced, see Figure 17.
pressure. Usually the hydrodynamic pressure is governed by Maximum velocity vc and maximum accelerations ac do usually
velocity effects in this phase but acceleration can also be not occur at the same time instant. The most conservative
important. assumption with respect to structural integrity shall be applied.
Figure 16
Average pressure distribution illustrated.
2-
Total p
Static p
Tot_theo
3-
4-
5-
-60 -40 -20 0 20 40 60 80
Pressurel [kPa]
Figure 18
Example of numerical pressure distribution from potential theory for a given vertical cross flow velocity. “Tot_theo” denotes pressure
related to a simplified circular cross section. “Total p” denotes numerically calculated pressure for a given cross section. “Static p” is
hydrostatic pressure. The horizontal axis is pressure while vertical axis is z-position below free surface.
816 The pressure on other appendices related to the roof expected load effect history of mean stress, stress range and
structure of fully submerged lifeboats shall be estimated based number of stress cycles at each stress level shall be applied.
on geometrical considerations. If the appendices are not shel- This load effect history includes, but is not limited to, effects
tered but potentially exposed by the cavity shock wave, the from one emergency launch of the lifeboat at an arbitrary point
increase in pressure in the vicinity of the appendix is a factor in time and effects from several operational test launches in
of two times the maximum pressure at the roof aft of appendi- calm water and water with relaxed wave conditions.
ces. 902 For requalification of a lifeboat, which has been used for
817 The pressure distribution for a partly submerged lifeboat one or more emergency launches in the past, sufficient safety
in the partly submerged horizontal acceleration phase is com- against failure in the fatigue limit state shall be ensured with
plex and is difficult to relate to time instances. Therefore the due account for the load effect history from the previous use of
following distributions are recommended and shall be evalu- the lifeboat.
ated in order to impose the most conservative distribution for
the lifeboat structure:
— Slamming loads on the canopy structure: This is in the ini- F. Accidental Loads (A)
tial phase of contact between the hull of the lifeboat and
water. The canopy is still dry. The load in this phase is F 100 General
considered very little sensitive to the wave conditions. The 101 Accidental loads are loads related to abnormal opera-
load is assumed to act vertically (perpendicular to the keel tions or technical failure. Examples of accidental loads are
line). loads caused by:
— Homogenous pressure distribution around the cross sec-
tion of the lifeboat. It is assumed that the load acts simul- — impact from dropped objects
taneously over the full length. — impact when launched on objects
— A vertical, acceleration-dependent pressure on the canopy. — collision impact (impact from ship collisions, or from col-
The pressure distribution will be proportional to the cosine lision with host facility)
between the slope of the canopy and the horizontal plane. — explosions
— Hydrostatic pressure distribution along the side of the can- — fire, including burning sea surface
opy. — breaking waves in the sailing phase
— accidental impact from vessel, helicopter or other objects
Guidance note: — unintended change in ballast distribution
All recommended pressure distributions models must be given as — unintended distribution of occupants, in particular unsym-
input to the structural analysis required in Sec.6 A600. The valid- metrical distribution of occupants
ity of design pressure load models must always be judged against — unintended loads from damaged skid and their possible
structural assumptions such as the flexibility in the canopy versus unfavourable effects on the trajectory.
the flexibility in the hull. The process of defining the design pres-
sure distribution is thus iterative and will require that all critical 102 Sufficient robustness during stowage to resist minor
pressure distributions are thoroughly evaluated as required
throughout E800. Alternatively, recognized CFD tools can be impacts e.g. from dropped tools is normally ensured by the
used to establish the indicated theoretical pressure distributions. requirements to minimum scantlings given in Sec.6. Such
The CFD tools must be validated against full scale or model scale impacts are considered part of normal use and are not consid-
measurements. ered accidents. Hence, there is no need to explicitly define
accidental loads to represent such scenarios.
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
103 An assumption of this standard is that the lifeboat station
is protected from the hazard areas of the host facility to ensure
E 900 Fatigue loads that the lifeboat will not be exposed to severe blasts from explo-
901 For design against failure in the fatigue limit state the sions or high temperatures or heat fluxes from a fire. Hence blast
and fire loads when stowed need not be considered. tion loads in the human body, for which load and resistance
104 Sufficient robustness to resist the impact from striking factors are not used, such model uncertainties are expected to
minor floating objects in the impact-phase of a launch is nor- be taken care of by the requirements which are set to the
mally ensured by the requirements to minimum scantlings of acceptable threshold values. If uncertainties are particularly
Sec.6. For free-fall lifeboats, it is not considered feasible to high, conservative assumptions shall be made.
develop a hull structural design that protects the occupants 104 If analytical models are particularly uncertain, the sensi-
from a collision with a major floating object, such as e.g. tivity of the models and the parameters utilized in the models
another lifeboat or a large piece of floating debris, in the shall be examined. If geometric deviations or imperfections
impact phase of a launch. have a significant effect on load effects, conservative geomet-
105 Sufficient robustness to resist minor impacts that may ric parameters shall be used in the calculation.
occur during the use of the lifeboat, e.g. from helicopter rescue 105 In the final design stage theoretical methods for predic-
operations, is normally ensured by the requirements to mini- tion of important responses of any novel system should be ver-
mum scantlings of Sec.6. Such impacts are considered part of ified by appropriate model tests. Full scale tests may also be
normal use and are not considered accidents. Hence, there is no appropriate.
need to explicitly define accidental loads to represent such sce-
narios. H 200 Global motion analysis
106 Free fall lifeboats are not normally designed to survive 201 The purpose of a motion analysis is to determine dis-
collisions with other ships or the host facility. The key design placements, accelerations, velocities and hydrodynamic pres-
target is to avoid such collisions. However, the inherent robust- sures relevant for the loading on the lifeboat structure.
ness of structures designed to this code provides some collision Excitation by waves, current and wind should be considered.
survivability and the buoyancy requirements provide some
survival capability in case the hull is flooded due to a collision. H 300 Load effects in structures
301 Displacements, forces and stresses in the structure shall
be determined for relevant combinations of loads by means of
G. Deformation Loads (D) recognized methods, which take adequate account of the vari-
ation of loads in time and space, the motions of the structure
G 100 General and the limit state which shall be verified. Characteristic val-
ues of the load effects shall be determined.
101 Deformation loads are loads caused by inflicted defor-
mations such as: 302 Nonlinear and dynamic effects associated with loads and
structural response shall be accounted for whenever relevant.
— temperature loads
— built-in deformations. 303 The stochastic nature of environmental loads shall be
adequately accounted for.
G 200 Temperature loads
201 Structures shall be designed for the most extreme tem-
perature differences they may be exposed to. I. Stowage Loads
202 The ambient sea or air temperature shall be calculated as
the extreme value whose return period is 100 years. I 100 General
203 Structures shall be designed for a solar radiation inten- 101 During stowage in the lifeboat station, the lifeboat will
sity of 1 000 W/m2. be subject to loads from the davit arrangement, the hook sys-
tem and the skid system as well as loads associated with the
self weight of the lifeboat. The lifeboat shall be designed
against these loads.
H. Load Effect Analysis
102 Wind loads may act on the lifeboat during its stowage in
H 100 General the lifeboat station and shall be accounted for in design.
101 Load effects, in terms of motions, displacements, and 103 The performance of a lifeboat in a given emergency sit-
internal forces and stresses in the structure, shall be determined uation may depend on accumulated loads during stowage and
with due consideration of: on accidental loads from the launch system. Such loads shall
be identified and analysed.
— their spatial and temporal nature including:
104 If waves are allowed to act on the stowage position or
— possible nonlinearities of the load there is a potential for run-up in the stowage position, which is
— dynamic character of the response not usually accepted, relevant slamming loads from waves on
the lifeboat shall be investigated.
— the relevant limit states for design checks
— the desired accuracy in the relevant design phase. I 200 Snow and ice loads
201 Loads from snow and ice shall be considered.
102 Permanent loads, functional loads, deformation loads,
and fire loads can generally be treated by static methods of 202 Snow and ice loads due to snow and ice accumulation
analysis. Environmental loads (by wind, waves, current, ice, may be reduced or neglected if a snow and ice removal proce-
water level and earthquake) and certain accidental loads (by dure is established.
impacts and explosions) may require dynamic analysis. Inertia 203 Possible increases of cross-sectional areas and changes
and damping forces are important when the periods of steady- in surface roughness caused by icing shall be considered wher-
state loads are close to natural periods or when transient loads ever relevant. This is particularly important whenever wind
occur. loads and hydrodynamic loads are to be determined and also
103 Uncertainties in the analysis model are expected to be when the friction between lifeboat and skid is to be assessed
taken care of by the load and resistance factors. For accelera- for skid-launched lifeboats.
J. Load Factors for Design two sets of load combinations shall be considered as specified
in Table J3. Table J3 specifies the requirements to the load fac-
J 100 Load factors for the ULS, launching tors. The load factor for environmental load shall be used in
ULS analyses for design as a factor on the characteristic envi-
101 For design against failure in the ULS during launching, ronmental load or load effect, defined as the 99% quantile in
one set of load combinations shall be considered as specified the distribution of the annual maximum load or load effect,
in Table J1. Table J1 specifies the requirements to the load fac- whichever is applicable.
tors.
Guidance note:
Table J1 Load factors γf for the ULS, launching Contrary to environmental loads during launching, which arise
from a brief exposure to the environment at an arbitrary point in
Load factors Load categories time, environmental loads during stowage arise from continuous
G Q E D exposure to the environment over a longer period of time. This is
γf 1.3 1.3 γfE 1.0 reflected in different definitions of characteristic environmental
load and in different requirements to the load factor, cf. the dif-
The load factor γfE for environmental loads is given in 102 and ference between Tables J1 and J3. During stowage in the lifeboat
103. station, environmental loads are expected to arise mainly from
wind and maybe from snow and ice, but not from waves, since
102 For environmental loads during launching, the load fac- the lifeboat station is presumed located at a level with sufficient
tor γfE for design in the ULS is formed as a product of two par- air gap to prevent any waves from reaching the lifeboat.
tial safety factors, The 3-second gust with return period 100 years can be used as a
basis for calculation of the 99% quantile in the distribution of the
γfE = γSC ⋅ γC, annual maximum wind load or wind load effect.
where γSC is a safety class factor and γC is a condition factor. ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
103 The requirements to γSC and γC in design depend on the
conditions during the launch, i.e. whether the lifeboat becomes
fully submerged for some time during the launch or whether it Table J3 Load factors γf for the ULS, stowage
does not. Table J2 provides values of γSC and γC which shall Load com- Load categories
be used in design against the ULS. The resulting load factor bination G Q E D
shall be used in ULS analyses for design as a factor on the
characteristic environmental load or load effect, defined as the (a) 1.3 1.3 0.7 1.0
99% quantile in the long-term distribution of the load or load (b) 1.0 1.0 1.3 1.0
effect, whichever is applicable.
J 300 Load factor for the ALS
Guidance note:
301 The load factor γf in the ALS is 1.0.
The safety class factor γSC is meant to ensure that the overall
safety requirements for design to high safety class is met and the J 400 Load factors for design of hooks and attachments
product of the safety class factor γSC and the condition factor γC
is meant to ensure that an adequate safety is achieved also in the 401 For design of hooks and attachments for the launching
rare event that an evacuation is carried out during an extreme sea system, two load combinations shall be considered as specified
state such as the sea state whose significant wave height has a in Table J4. Table J4 specifies the requirements to the load fac-
return period of 100 years. tors for each combination. The requirements to the load factors
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e--- apply to design during stowage as well as to design during
launching prior to the release of the lifeboat.
Table J2 Load factors for environmental loads in the ULS, Table J4 Load factors γf for design of hooks and attachments
launching Load com- Load categories
Load factor γfE = γSC ⋅ γC bination G Q E D
Launch condition Safety class factor Condition factor (a) 1.3 1.3 0.7 1.0
γSC γC (b) 1.0 1.0 1.3 1.0
Partly submerged 2.1 1.5
lifeboat
Fully submerged 1.8 1.0
lifeboat
SECTION 5
MATERIALS
The term “secondary structures” is often used to mean entire Table B4 Inspection categories
objects like railings, masts and even small deckhouses that do not
form a part of the main hull structure and canopy of the lifeboat. Inspection category Structural category
I Special
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
II Primary
104 Requirements and guidance for manufacturing of steel III Secondary
and aluminium materials are given in DNV-OS-C401. Supple-
mentary guidance for manufacturing of steel materials can be 203 The weld connection between two components shall be
found in ENV 1090-1 and ENV 1090-5. Steel and aluminium assigned an inspection category according to the highest cate-
products shall be delivered with inspection documents as gory of the joined components. For stiffened plates, the weld
defined in EN 10204 or in an equivalent standard. Unless oth- connection between stiffener and stringer and girder web to the
erwise specified, material certificates according to Table B2 plate may be inspected according to inspection Category III.
shall be presented for metallic materials. 204 If the fabrication quality is assessed by testing, or if it is
of a well known quality based on previous experience, the
Table B2 Material certificates for metallic materials extent of inspection required for elements within structural cat-
Material egory primary may be reduced, but the extent must not be less
Certification process certificate Structural than that for inspection Category III.
(EN10204) category
205 Fatigue-critical details within structural category pri-
Test certificate mary and secondary shall be inspected according to require-
As work certificate, inspection and 3.2 Special ments given for Category I.
tests witnessed and signed by an
independent third party body 206 Welds in fatigue-critical areas not accessible for inspec-
Work certificate tion and repair during operation shall be inspected according to
Test results of all specified tests requirements in Category I during construction.
from samples taken from the prod- 3.1 Primary
ucts supplied. Inspection and tests
witnessed and signed by QA
department C. Steel
Test report
Confirmation by the manufacturer C 100 General
that the supplied products fulfil the 101 For steel materials, the assignment of structural category
purchase specification, and test 2.2 Secondary
data from regular production, not serves the purpose of assuring an adequate level of inspection
necessarily from products sup- in addition to assuring adequate material quality. Conditions
plied that may result in brittle fracture shall be avoided.
Guidance note:
105 Requirements and guidance for manufacturing of com- Brittle fracture may occur under a combination of:
posite materials are given in DNV-OS-C501. Compliance with
the requirements shall be documented according to Table B3. - presence of sharp defects such as cracks
- high tensile stress in direction normal to planar defect(s)
Table B3 Material certificates for composite materials and - material with low fracture toughness.
sandwich materials Sharp cracks resulting from fabrication may be detected by
Certification process Structural category inspection and can subsequently be repaired. Fatigue cracks may
also be discovered during service life by inspection.
Test certificate High stresses in a component may occur due to welding. A com-
Evaluation and inspection of production plex connection is likely to provide more restraint and larger
process. Inspection and tests witnessed and Special residual stress than a simple one. This residual stress may be
signed by an independent third party body partly removed by post weld heat treatment if necessary. Also, a
complex connection exhibits a more three-dimensional stress
Work certificate state due to external loading than simple connections. This stress
Evaluation of production process. Inspec- Primary state may provide basis for a cleavage fracture.
tion and tests results signed by QA depart-
ment. The fracture toughness is dependent on temperature and material
thickness. These parameters are accounted for separately in
Test report selection of material. The resulting fracture toughness in the
Confirmation by the manufacturer that the weld and the heat affected zone is also dependent on the fabrica-
supplied products fulfil the purchase speci- tion method.
fication, and test data from regular produc- Secondary
tion, not necessarily from products Thus, to avoid brittle fracture, first a material with suitable frac-
supplied ture toughness for the actual design temperature and thickness is
selected. Then a proper fabrication method is used. In special
cases post weld heat treatment may be performed to reduce crack
B 200 Inspection categories driving stresses, see DNV-OS-C401. A suitable inspection pro-
gram is applied to detect defects and allow for removal of planar
201 Requirements for type and extent of inspection of welds defects larger than those considered acceptable. Steel qualities
are given in DNV-OS-C401 depending on assigned inspection with appropriate fracture toughness and inspection programs to
category for the welds. The requirements are based on the con- avoid unacceptable defects are achieved by assigning different
sideration of fatigue damage and assessment of general fabri- structural categories and different inspection categories to differ-
cation quality. ent types of structural connections, see Tables B1 and B4.
202 The inspection category is by default related to the struc- ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
tural category according to Table B4.
C 200 Structural steel designations
201 Wherever the subsequent requirements for steel grades
are dependent on plate thickness, these requirements are based
on the nominal thickness as built.
202 The requirements in this subsection deal with the selec-
tion of various structural steel grades in compliance with the NV grades and EN10025-2 grades given in Table C2 is lim-
requirements given in DNV-OS-B101. Where other codes or ited, because the E-qualities of the NV grades are not defined
standards have been agreed on and utilized in the specification in EN10025-2 and because no qualities with specified mini-
of steels, the application of such steel grades within the struc- mum yield stress fy greater than 355 MPa are given in
ture shall be specially considered. EN10025-2.
203 The steel grades selected for structural components shall
be related to calculated stresses and requirements to toughness Table C2 Steel grade conversions
properties. Requirements for toughness properties are in gen- NV grade EN10025-2
eral based on the Charpy V-notch test and are dependent on NVA S235JR+N
design temperature, structural category and thickness of the NVB S235J0
component in question. NVD S235J2+N
NVE –
204 The material toughness may also be evaluated by frac-
NV A27 S275J0
ture mechanics testing in special cases. NV D27 S275J2+N
205 In structural cross-joints where high tensile stresses are NV E27 –
acting perpendicular to the plane of the plate, the plate material NV A32 –
shall be tested to prove the ability to resist lamellar tearing, Z- NV D32 –
quality, see 212. NV E32 –
206 Requirements for forgings and castings are given in NV A36 S355J0
DNV-OS-B101. NV D36 S355K2+N and S355J2+N
NV E36 –
207 Material designations for steel are given in terms of a NV A40 –
strength group and a specified minimum yield stress according NV D40 –
to steel grade definitions given in DNV-OS-B101 Ch.2 Sec.1. NV E40 –
The steel grades are referred to as NV grades. Structural steel NV D420 –
designations for various strength groups are referred to as NV E420 –
given in Table C1. NV F420 –
NV D460 –
Table C1 Material designations NV E460 –
Specified minimum yield stress NV F460 –
Designation Strength group fy (N/mm2)1)
Guidance note:
NV Normal strength 235
steel (NS) Important notes to the conversions between NV grades and
EN10025-2 grades in Table C2:
NV-27 265
NV grades are, in general, better steel qualities than comparable
NV-32 High strength 315 EN10025-2 grades. For example, all NV grades except NV A and
NV-36 steel (HS) 355 NV B are fully killed and fine grain treated. This is the case only
NV-40 390 for the J2G3 and K2G3 grades in EN10025-2.
NV-420 420 The delivery condition is specified as a function of thickness for
all NV grades, while this is either optional or at the manufac-
NV-460 460 turer’s discretion in EN10025-2.
NV-500 Extra high 500
strength steel The steel manufacturing process is also at the manufacturer’s
NV-550 (EHS) 550 option in EN10025-2, while only the electric process or one of
NV-620 620 the basic oxygen processes is generally allowed according to the
NV-690 690 DNV standard.
1) For steels of improved weldability the required specified minimum For the grades NV A, NV B and NV D, an averaged impact
yield stress is reduced for increasing material thickness, see DNV-OS- energy of minimum 27 Joule is specified for thicknesses up to
B101. and including 50 mm. For larger thicknesses, higher energy
requirements are specified. EN10025-2 requires an averaged
208 Each strength group consists of two parallel series of impact energy of minimum 27 Joule regardless of thickness.
steel grades: Concerning NV A36 and NV D36, minimum 34 Joule averaged
impact energy is required for thicknesses below 50 mm, 41 Joule
— steels of normal weldability for thicknesses between 50 and 70 mm, and 50 Joule for thick-
— steels of improved weldability. nesses above 70 mm. EN10025-2 specifies 27 Joule averaged
impact energy for the S355J0 and S355J2G3 grades and 40 Joule
The two series are intended for the same applications. How- for the S355K2G3 grade.
ever, the improved weldability grades have, in addition to
leaner chemistry and better weldability, extra margins to In EN10025-2, minimum specified mechanical properties (yield
stress, tensile strength range and elongation) are thickness
account for reduced toughness after welding. These grades are dependent. The corresponding properties for NV grades are spec-
also limited to a specified minimum yield stress of 500 N/mm2. ified independently of thickness.
209 Regardless of strength group, the modulus of elasticity ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
for structural steel shall be taken as ES = 2.1⋅105 N/mm2.
210 Conversions between NV grades as used in Table C1 211 Conversions between NV grades as used in Table C1
and steel grades used in the EN10025-2 standard are used for and steel grades used in the EN10025-3 standard are used for
the sole purpose of determining plate thicknesses and are given the sole purpose of determining plate thicknesses and are given
in Table C2. The number of one-to-one conversions between in Table C3.
Table C3 Steel grade conversions applicable structural category as specified in Table C5. The
steel grades in Table C5 are NV grade designations. National
NV grade EN10025-3 grade regulations may provide additional criteria for selection of the
NVA – grade of steel.
NVB –
NVD – Guidance note:
NVE – Norwegian governmental regulations exclude the use of Grade A
NV A27 – steels on facilities in Norwegian waters, including lifeboats on
NV D27 S275N these facilities.
NV E27 S275NL ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
NV A32 –
NV D32 –
NV E32 – Table C5 Thickness limitations (mm) of structural steels for
NV A36 – different structural categories and design temperatures (ºC)
NV D36 S355N Structural Grade ≥ 10 0 –10 –20
NV E36 S355NL Category
NV A40 – A 30 30 25 20
NV D40 – B/BW 60 60 50 40
NV E40 – D/DW 150 150 100 80
NV D420 S420NL E/EW 150 150 150 150
NV E420 – AH/AHW 50 50 40 30
NV F420 – DH/DHW 100 100 80 60
NV D460 S460N Secondary EH/EHW 150 150 150 150
NV E460 S460NL FH 150 150 150 150
NV F460 – AEH 60 60 50 40
DEH/DEHW 150 150 100 80
Guidance note: EEH/EEHW 150 150 150 150
Important notes to the conversions between NV grades and FEH 150 150 150 150
EN10025-3 grades in Table C3: A 30 20 10 N.A.
The conversions are based on comparable requirements to B/BW 40 30 25 20
strength and toughness. D/DW 60 60 50 40
E/EW 150 150 100 80
Because EN10025-3 specifies requirements to fine grain treat- AH/AHW 25 25 20 15
ment, the EN10025-3 grades are in general better grades than DH/DHW 50 50 40 30
corresponding grades listed in EN10025-2 and can be considered Primary EH/EHW 100 100 80 60
equivalent with the corresponding NV grades. FH 150 150 150 150
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e--- AEH 30 30 25 20
DEH/DEHW 60 60 50 40
212 Within each defined strength group, different steel EEH/EEHW 150 150 100 80
FEH 150 150 150 150
grades are given, depending on the required impact toughness
properties. The grades are referred to as A, B, D, E, and F for D/DW 35 30 25 20
normal weldability grades and AW, BW, DW, and EW for E/EW 60 60 50 40
AH/AHW 10 10 N.A. N.A.
improved weldability grades as defined in Table C4. DH/DHW 25 25 20 15
Additional symbol: Special EH/EHW 50 50 40 30
FH 100 100 80 60
Z = steel grade of proven through-thickness properties. This AEH 15 15 10 N.A.
symbol is omitted for steels of improved weldability DEH/DEHW 30 30 25 20
although improved through-thickness properties are EEH/EEHW 60 60 50 40
required. FEH 150 150 100 80
N.A. = No Application
Table C4 Applicable steel grades
214 Selection of a better steel grade than minimum required
Strength Grade Test temperature in design shall not lead to more stringent requirements in fab-
group Normal Improved (°C)
rication.
weldability weldability
NS A ⎯ Not tested 215 The grade of steel to be used for thickness less than 10
mm or design temperature above 0°C or both shall be specially
B 1) BW 0 considered in each case.
D DW –20
216 Welded steel plates and sections of thickness exceeding
E EW –40 the upper limits for the actual steel grade as given in Table C5
HS AH AHW 0 shall be evaluated in each individual case with respect to the
DH DHW –20 fitness for purpose of the weldments. The evaluation should be
EH EHW –40 based on fracture mechanics testing and analysis, e.g. in
FH ⎯ –60 accordance with BS 7910.
EHS AEH ⎯ 0 217 For regions subjected to only compressive or only low
DEH DEHW –20 tensile stresses or both, consideration may be given to the use
of lower steel grades than stated in Table C5.
EEH EEHW –40
FEH ⎯ –60
1) Charpy V-notch tests are required for thickness above 25 mm but is
subject to agreement between the contracting parties for thickness of 25
mm or less.
D. Aluminium
213 The grade of steel to be used shall in general be selected D 100 Material designations
according to the design temperature and the thickness for the 101 Wherever the subsequent requirements for aluminium
grades are dependent on plate thickness, these requirements capable of being strain hardened and are listed in Tables D3
are based on the nominal thickness as built. and D4. 6000 series alloys are alloys capable of being age
102 The requirements in this subsection deal with the selec- hardened and are listed in Table D4.
tion of various structural aluminium grades in compliance with 106 The prime alloy selection for main structural compo-
the requirements given in DNV-OS-B101. Where other codes nents should be alloy 5083 for plates and alloy 6005 or 6082
or standards have been agreed on and utilized in the specifica- for profiles. The other alloys listed should be used for second-
tion of aluminium, the application of such aluminium grades ary applications. For weld filler material alloy 5183 should be
within the structure shall be specially considered. the prime selection. The use of 6000 series aluminium alloys
103 Requirements for forgings and castings are given in in direct contact with seawater may be restricted depending on
DNV-OS-B101. application and corrosion protection system.
104 Aluminium alloys are classified into grades according to 107 Mechanical properties in terms of yield strength and ten-
chemical composition and into temper according to hardening sile strength are given in Tables D3 and D4 as functions of
method. The alloy grades are listed in Table D1. Temper des-
ignations are given in Table D2. The numerical designations grade and temper. The modulus of elasticity for aluminium is
(grades) of aluminium alloys are based on those of the Alumin- given as function of grade in Table D5.
ium Association. The designations are applicable to wrought 108 Requirements and guidance for manufacturing of alu-
aluminium products within the thickness range of 3 mm to minium materials are given in DNV-OS-C401. Aluminium
50 mm. materials and products shall be delivered with inspection doc-
105 In this standard, a distinction is made between alloys uments as defined in EN 10204 or in an equivalent standard.
which are capable of being strain hardened and alloys which Unless otherwise specified, material certificates according to
are capable of being age hardened. 5000 series alloys are alloys Table B2 shall be presented.
202 A laminate is made of a sequence of plies. All materials material stiffness in conjunction with geometry data.
and the stacking sequence of the plies shall be clearly identi- 305 As a minimum, strength and stiffness shall be docu-
fied. The orientation of nonhomogenous or anisotropic materi- mented in all main fibre directions of a laminate. This can be
als shall be clearly specified on the materials level and on the done by calculations using classical laminate theory. Testing
structural level. may be necessary when representative material properties are
203 The type of fabric shall be clearly specified for each ply, not available.
i.e. specification of fibre, weight of reinforcement per unit 306 Laminate properties shall be documented for the maxi-
area. In addition, the fabrication method shall be specified, for mum and minimum use temperature. In most cases properties
example manual lamination and vacuum assisted resin transfer do not change much with temperature as long as the tempera-
moulding. ture remains 20°C below the glass transition temperature Tg. If
E 300 Laminate strength and stiffness the service temperature remains within the non-change condi-
tions, testing at room temperature is sufficient.
301 Strength and stiffness shall be represented in terms of
characteristic values. 307 For general plate calculations for thin plates, through
thickness stresses are small and can be ignored as long as the
302 For laminates, characteristic values usually have to be general performance requirements for the laminate are met.
established based on measurements on test specimens. For Through thickness laminate properties need not be measured.
estimation of characteristic values from test data, the following If through thickness stresses are needed in the design calcula-
statistical properties are needed: tions, their properties have to be based on measured values on
1 n the actual laminates.
— Sample mean x = ∑ xi
n i =1 308 Characteristic values for use in design are needed in the
1 n
— Sample standard deviation s = ∑ ( xi − x ) 2
n − 1 i =1
design phase before the production phase is initiated. Prior to
the production phase, samples from the actual material used
for the construction of the lifeboat are not available to allow for
s determination of material properties from tests on such sam-
— Sample coefficient of variation COˆ V = . ples, and other means to establish the characteristic values
x
Here, xi, i = 1,...n, are the n observations of the material prop- must be resorted to. The characteristic values for the material
erty to be estimated, obtained from tests. properties can be determined based on experience from similar
materials. They can also be determined from tests on speci-
303 The characteristic value of strength is defined as a low mens obtained from laminate made in advance, in which case
2.5% quantile in the distribution of the arbitrary strength. at least five tests shall be carried out. In determination of char-
When characteristic values of strength are estimated from data, acteristic values, an extra margin as deemed fitting may be
the estimate shall be given with confidence. Characteristic val- included. Such a margin may be necessary to meet the require-
ues of strength for use in design shall be estimated with 95% ment to verification during production in 309.
confidence. Characteristic values can be estimated with confi- Guidance note:
dence in accordance with Table E2.
The coefficient of variation used for design should be assumed
with care. It is advisable to assume a conservative, large value,
Table E2 Characteristic value maybe even higher than a recommended minimum assumption
2.5% quantile estimated with confidence of 7%, thereby to make sure that the resulting sample coefficient
of variation of the material during production will not come out
xC = x − c(n) ⋅ s larger than the value assumed for design.
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
c(n)
No. of measurements, n 309 In the production phase, the characteristic values of
Confidence 50% Confidence 95%
strength and stiffness used in design shall be confirmed. This
3 2.3 9.0 shall be accomplished by means of tests of cut-outs taken from
4 2.2 6.0 surplus material from the construction of the actual lifeboat. A
5 2.1 4.9 plan for the tests of the cut-out specimens shall be provided
6 2.1 4.3 already in the design phase. The estimates of the characteristic
values based on results from these tests shall be established
7 2.1 4.0
with 50% confidence. This can be done according to the
8 2.1 3.7 method specified in 302 and 303. It shall be verified that these
9 2.0 3.5 estimates do not fall short of the characteristic values used in
10 2.0 3.4 design. Reference is made to Sec.6 C200.
12 2.0 3.2 Guidance note:
15 2.0 3.0 The prime purpose of the verification tests in the production
20 2.0 2.8 phase is to detect possible gross errors during the production of
the laminate structure.
25 2.0 2.7
30 2.0 2.6 ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
40 2.0 2.5 310 For secondary structures representative material values
50 2.0 2.4 may be used instead of values from testing. In this case the
∞ 2.0 2.0 characteristic strength shall be taken as 80% of the representa-
tive value.
304 The characteristic value of material stiffness used for
strength calculations is defined as the mean value. The charac- Guidance note:
teristic value of material stiffness used for deflection calcula- Representative material values are values for material properties
tions is also defined as the mean value. The characteristic value available from data sheets or textbooks.
of material stiffness can be estimated by the sample mean of ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
stiffness data from tests. The characteristic value of structural
stiffness can be calculated from the characteristic value of 311 If the material is exposed to long term static loads stress
rupture or creep may be relevant. Values of representative met (SiO2 52-56%, CaO 16-25%, Al2O3 12-16%,
material properties for long term behaviour can be used in B2O3 6-12%, Na2O + K2O 0-1% and MgO 0-6%).
structural calculations.
502 Fibres made of other glass qualities may be used subject
312 Matrix cracking is an acceptable failure mechanism in a to special agreement and provided that their mechanical prop-
lifeboat. However, if such cracks are considered to be present erties and hydrolytic resistance are equally good or better.
the laminate stiffness shall be reduced to reflect the presence
of these cracks. 503 Coupling agents of silane compound or complex chro-
mium compound are to be used.
313 Fatigue properties may be ignored, as long as the life-
boat is designed and intended to be used for emergency evac- 504 The glass fibres shall be produced as continuous fibres.
uation only once. When the glass fibres are to be tested for determination of their
properties, the tests shall be carried out on samples of the glass
E 400 Qualification of material fibre product which are in the same particular form as the glass
401 The laminate shall be suitable for use in a marine envi- fibre product which is to be used for lifeboat manufacturing in
ronment. In order to achieve this, the requirements given in the yard.
500 through 800 shall be fulfilled.
505 For roving that will be applied by spraying, a demonstra-
E 500 Glass fibres tion shall be performed to show that the roving is suitable for
this form of application. A report from this demonstration shall
501 The glass is to be of E-quality where the sum of Na2O be provided.
and K2O is to be less than 1%. A certificate showing chemical
composition is to be presented, or a chemical analysis is to be 506 Requirements for glass fibre products are given in
carried out showing that the requirements to E glass have been Table E3.
Table E7 Manufacturer’s quality control for polyester and vinylester in liquid condition
(Tolerances for base resin and each variant)
Control on Test method 1) Acceptance criteria
Viscosity ISO 2555 (1989) 2) msv ± 250 mPas *
(Brookfield) or ISO 2884 (1974) (Cone/plate)
Monomer content ISO 3251(1993) msv ± 2%
Mineral content DIN 16945 (1989), item 4.10 msv ± 1% *
Gel time 3) For curing time at room temperature:
ISO 2535 (1997) — < 60 minutes: msv ± 5 minutes
— 120 to 60 minutes: msv ± 10 minutes
— > 120 minutes: msv ± 15 minutes
1) Other standards may be used if agreed upon with the certifying body prior to testing.
2) For polyester and vinylester, the following parameters are to be used; Viscometer type A, rotational frequency 10, temperature 23°C. Viscosity can
be accepted with msv ± 20%.
3) Specify activator and initiator and % of each.
* Parameters normally required tested and documented for product certification by the certifying body.
ment is required, this is to be stated by the manufacturer. mined for each specimen.
503 The test methods described consider most grades of — The manufacturer’s specified minimum shear strength,
closed cell polymeric foams and end grain balsa core. For core τmsmv, is to be specified by the manufacturer, and is to be
materials of particular composition or structure, e.g. honey- below the calculated value: mean –2 standard deviations
combs, other requirements or additional requirements may be of the individual values of the τfail (i).
introduced. — For the purpose of determining the design shear modulus,
the design shear strength, τdesign., is defined as 0.3 τmsmv.
504 Core materials are normally to be compatible with resins — The “0.3 shear elongation”, γ 0.3 τ design(i), is defined as the
based on polyester, vinylester and epoxy. Core materials with elongation corresponding to τdesign, and is to be taken
a limited compatibility may be accepted upon special consid- from the measured stress-strain curve for each specimen.
eration. Limitations are to be stated by the manufacturer.
— The “average 0.3 shear elongation”, γ 0.3 τ design (average), is
505 The qualification of the material shall refer to a set of defined as the mean of the individual γ 0.3 τ design (i) values.
physical properties, which will be stated in the material certif- — The design shear modulus is defined as:
icate. The minimum properties are to be specified by the man-
ufacturer and verified by testing. The requirements applicable
for all core materials are stated below and in Table F3.
τ design
Gdesign =
506 Density: The manufacturer is to specify a “Manufac- γ 0.3×τ design ( average )
turer’s Specified Minimum Value” (msmv) which is con-
firmed by the test results. 511 Four point bend shear testing of sandwich with ductile
507 Water absorption: The two sides of the cube that face core material: In order to ensure that the tensile strength of the
the laminate skins are to be sealed with resin. The manufac- core and of the core/skin interface is proportionate to the shear
turer is to specify a “Manufacturer’s Specified Minimum strength, the core variant with the highest density within each
Value” (msmv) which is confirmed by the test results. grade is to be tested in four point bend according to ASTM
508 Tensile properties: The tensile tests are to be performed C393-88.
in the through thickness direction of the core. For very aniso- Scored core material of the highest density variant and greatest
tropic materials, the certifying body may require additional thickness delivered, is to be laminated with the following lay-
tests in other directions. The core material is to be laminated up:
with:
— 200 g/m2 CSM at the core skin interface
— a standard ortho polyester, and/or — subsequent layers of 800/100 g/m2 WR/CSM combimat or
— a resin with better adhesion properties than standard ortho 200 g/m2 CSM.
polyester. In such cases, the use of the core material will
be limited to the resin type used and resins with better The total thickness of each skin laminate is not to exceed 10%
adhesion properties. If the selected resin is temperature of the core thickness. The fibre weight fraction is to be 50%
sensitive, e.g. rubberized, testing at +50°C and −10°C may ± 5%.
be needed in addition.
The manufacturer may elect to use:
The resin type used is to be stated in the test report.
— a standard ortho polyester, and/or
The laminated core may then be glued or laminated to the test — a resin with better adhesion properties than standard ortho
fixtures. Testing rate: Maximum speed of deformation, in mm/ polyester. In such cases, the use of the core material will
minute is to be 10% of the value of the measured initial thick- be limited to the resin type used and resins with better
ness. The tensile properties are to be taken as the measured adhesion properties. If the selected resin is temperature
value irrespective of whether the failure is in the core or in the sensitive, e.g. rubberized, testing at +50°C and −10°C may
core resin interface. Elongation shall be measured with exten- be needed in addition.
someter on the core and secant modulus to be established.
The manufacturer is to specify a “Manufacturer’s Specified The resin type used is to be stated in the test report.
Minimum Value” (msmv) which is confirmed by the test The manufacturer may elect to fill the scores with resin, or a
results. sandwich adhesive. In this case, filling of the scores will be a
509 Compression testing: The compression tests are to be condition of use.
performed in the through thickness direction of the core. For The shear strength obtained from the four point bend test, cal-
very anisotropic materials the certifying body may require culated according to 510, is to confirm the data from the block
additional tests in other directions. shear testing.
The cell walls at the loaded surfaces are to be stabilized with a If the shear strength value obtained from the four point bend
suitable resin. Testing rate: Maximum speed of deformation, in test is lower than the value obtained from the block shear test-
mm/minute is to be 10% of the value of the measured initial ing, the manufacturer may elect to:
thickness. Compression shall be measured with extensometer
and secant modulus to be established. — retest with another resin, or
The manufacturer is to specify a “Manufacturer’s Specified — the obtained value will be used. The shear modulus calcu-
Minimum Value” (msmv) which is confirmed by the test lated according to 510 is to be based on the new shear
results. strength. In such cases, the core variant with the next larg-
est density is to be tested in the same manner.
510 Block shear testing: The shear strength, modulus and
elongation of ductile core materials are to be determined by 512 Four point bend shear testing of sandwich with brittle
block shear testing according to ISO 1922-81. core material: The shear strength of brittle core materials shall
The shear strength, modulus and elongation are to be deter- be obtained from four point bend tests. The design shear
mined by the following method: strength shall be established for the core thickness to be used.
Unless testing is performed for each core thickness intended
— The shear strength of each specimen, τfail (i). is defined as used the shear strength of end grain balsa shall be corrected for
the maximum shear stress measured and is to be deter- the effect of thickness by multiplying the shear strength
F 600 Core material in areas exposed to slamming 50% + 5%. The manufacturer may elect to use:
601 The requirements applicable to core material to be used — standard ortho polyester, and/or
in areas exposed to slamming are given in 602 to 607. It shall — a resin with better adhesion properties. In such cases, the use
be stated in the material certificate whether the material prop- of the core material will be limited to the resin type used and
erties with respect to slamming have been determined or not. resins with better adhesion properties. If the selected resin is
602 Scored core material of the lowest and highest density temperature sensitive, e.g. rubberized, testing at +50°C and
variant and greatest thickness delivered is to be tested in four −10°C may be needed in addition.
point bend according to ASTM C393-88, at a high loading (i.e.
slamming) rate. The resin type used is to be stated in the test report.
603 The sandwich beam is to include a longitudinal adhesive 605 The manufacturer may elect to fill the scores with resin,
joint between two core material planks. The qualification of or a sandwich adhesive. In this case this is to be stated.
the material is valid for the adhesive used, and for adhesives 606 The beam is to be loaded at a rate of dτ/dt = 65 MPa s–1.
with greater shear elongation at 0°C. The adhesive type used is 607 The shear strength obtained from the four point bend test
to be stated in the test report. at slamming rate, is to confirm the data from the block shear
604 The core material is to be laminated with the following testing determined in 510.
lay-up:
F 700 Sandwich adhesives
— 200 g/m2
CSM at the core skin interface 701 For sandwich adhesives, a distinction is made between
— subsequent layers of 800/100 g/m2 WR/CSM combimat or two different quality grades:
200 g/m2 CSM. Grade 1: Required quality of sandwich adhesives for hull
The total thickness of each skin laminate is not to exceed 10% structures.
of the core thickness. The fibre weight fraction is to be Grade 2: Required quality of sandwich adhesives for less crit-
ical applications than hull structures. ature at which the flatwise tensile strength has decreased to
Guidance note: 80% of the room temperature strength.
Grade 1 is used for structures and components categorized as pri- The heat resistance temperature is to be specified by the man-
mary. Grade 2 is used for structures and components categorized ufacturer and is to be greater than + 45°C.
as secondary.
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
The heat resistance temperature is to be confirmed by testing
according to flatwise tensile testing at the specified tempera-
702 The qualification of the material will refer to a set of ture, where the flatwise tensile strength is to be > 80% of the
physical properties. The minimum properties shall be specified results obtained at room temperature.
by the manufacturer and verified by testing. The properties to For testing of shear and flatwise tension, the test samples are to
be documented in the test report are given in Tables F4 and F5 be made of two pieces of high density core material (preferably
together with acceptance criteria. PVC foam) with the sandwich adhesive located in the mid-
703 Requirements for production of the adhesive and quality plane parallel to the steel supports. The adhesive layer is to
control are given in Table F4. be > 1 mm thick.
704 Requirements for cured material in the joint are given in
Table F4 Quality control for sandwich adhesives
Table F5.
Property Test method Acceptance
705 Curing conditions are to be according to the manufac- criteria
turer’s specifications, preferably at temperatures obtainable in Density ISO 3521-1990 msv ± 10%
a yard. Detailed description of surface treatment and applica- ISO 1675 (1985)
tion procedure is required.
Viscosity ASTM D 1084-1988, method B (for msv ± 20%
706 The heat resistance temperature is defined as the temper- free-flowing adhesives)
Table F6 Adhesives
Reference Property Test method 1) Acceptance criteria, data format, and unit
808 Lap-shear ASTM D 1002 - 94, or "m –2 sdev" > "msmv" in MPa *
a) control ASTM D 3163 - 92
Lap-shear − loaded and Specimen according 201-a, loaded "m –2 sdev" > 90% of "mean" of 201-a results,
weathered to "msmv" according to ASTM in MPa"m –2 sdev" > 95% of "mean" of 201-b
for: D 2919 - 95, while weathered according results, in MPa
a) 28 days to ASTM D 1183 - 92 (D,
b) 56 days 4 and 8 times), and then tested to
destruction
809 Fracture strength in cleav- ASTM D 3433 - 93 "m –2 sdev" > "msmv" in MPa *
age
a) control
Fracture strength in cleav- Specimen according 202-a, loaded "m –2 sdev" > 90% of "mean" of 202-a results,
age – weathered for: to "msmv" (3 minutes), then in MPa"m –2 sdev" > 95% of "mean" of 202-b
a) 28 days weathered according to ASTM D results, in MPa
b) 56 days 1183 - 92 (D, 4 times and 8 times),
and then tested to destruction
810 Glass transition tempera- ASTM E 1356 - 91 °C *
ture (Tg)
811 Fracture toughness ASTM D 5528 (1994), Mode 1 "m" > 50 J/m2 (initiation value)
1) Other standards may be used if agreed upon with the certifying body prior to testing.
* Parameters normally required tested and documented for product certification by the certifying body.
808 Lap-shear strength: The manufacturer is to specify a be sufficient to prevent undue sensitivity to unforeseen local
“Manufacturer’s Specified Minimum Value” (msmv) for the lap- peel stresses or other unfavourable modes of loading. This may
shear strength, measured according to the applicable standard, be deemed fulfilled if the fracture toughness of the adhesive
which are to be confirmed by the test results. The manufacturer system established according to Table F6 exceeds the mini-
can choose to specify a msmv value less than “mean –2 sdev”. mum value specified there. The specimens shall be prepared
809 Fracture strength in cleavage: The manufacturer is to with ad her ends of the materials intended to be bonded with
specify a msmv for the fracture strength in cleavage measured sufficient stiffness and strength to produce fracture of the
according to ASTM D 3433-93, which is to be confirmed by bondline (see guidance given in E805) and with the surfaces to
the test results. be bonded prepared under realistic conditions according to the
810 Glass transition temperature: The glass transition tem- surface preparation process used at the shipyard.
perature (Tg.) of the adhesive is to be determined according to
ASTM D 1356-91. F 900 Production and inspection
811 Minimum toughness: The toughness of the adhesive sys- 901 The same issues as for laminates shall be addressed (see
tem (including the adherends and their surface treatment) shall Subsection E).
SECTION 6
STRUCTURAL DESIGN
All apertures shall be sealed during operation by watertight cal simulations, model tests, full scale tests or a combination of
doors, hatch covers or windows. these according to Sec.4.
502 The plating forming the watertight barrier must be 603 One approach is to establish the pressure distribution on
appropriately supported by internal structure. the hull as a function of time for all relevant scenarios and per-
503 Except for sandwich constructions, the hull and decks form stepwise load effect analyses for each scenario.
that contribute to longitudinal strength are normally to be lon- 604 Instead of this comprehensive approach, a limited
gitudinally stiffened. The sides may be longitudinally or verti- number of idealized loading cases may be defined that are
cally stiffened or both. In lifeboats constructed from sandwich deemed representative of the critical loadings with respect to
material other framing arrangement may be used provided that each structural element of the hull. The number of load cases
the strength criteria for the frames are complied with. needed would depend on the accuracy that is required. Con-
504 Longitudinal girders are to be carried continuously servative assumptions are normally required unless a large
through bulkheads. Bottom panels shall be supported by longi- number of loading cases is specified. The load cases shall con-
tudinal girders unless effective support is demonstrated to be sider all the relevant phases of the drops in all relevant condi-
provided by other members. tions according to the provisions of Sec.4 and reflect an
adjustment deemed necessary from sound engineering judg-
505 Longitudinal stiffeners are to be supported by bulkheads ment based on the results of model and full scale tests accord-
or web frames or both as shown in Figure 1. ing to Sec.9.
605 Local structural elements such as plates, secondary stiff-
eners and sandwich panels shall be designed to resist extreme
local pressures occurring during the penetration of the lifeboat
through the sea surface. If these local pressures decay quickly
compared to the build-up of other external pressures, these
local loads need not be combined with other loads.
606 Windows, doors and hatch covers shall be designed to
resist the local pressures acting on them. The collapse of the
ventilation behind the lifeboat shall in particular be considered
in the design of entry doors located astern. If windows, doors
or hatches are supported on a protrusion from the hull, such as
a deckhouse, the pressure from the protrusion entering the sea
surface and from the passage of a ventilation boundary shall be
considered. The design of supports for windows, doors and
hatch covers shall consider the loading acting on the supports
and be designed to adequately support the windows, doors and
hatch covers as well as transmitting this loading to the sur-
rounding structure.
607 Transverse frames will respond to the pressure as dis-
Figure 1 tributed around the circumference of the hull at the section
Support of longitudinal stiffeners
where the frame is located. The design load cases should rep-
resent the most unfavourable pressure distribution. This distri-
506 A system of continuous transverse frames is to be fitted bution may differ between different parts of the frame.
which, together with other support members, supports the Furthermore, the variation of pressure around the circumfer-
entire hull cross section (including the roof). Discontinuity can ence combined with the predominantly compressive loading it
be accepted in a frame at location(s) where the frame is effi- produces in the frame may challenge the buckling resistance of
ciently supported in the transverse, vertical and longitudinal the frames, cause geometrically nonlinear response and pro-
directions of the coordinate system of the vessel. If intermedi- duce snap-through effects particularly in the roof. To assess
ate bottom frames are fitted, their ends should be well tapered this, the difference in pressure from the sides to the roof should
or connected to local panel stiffening. be explicitly represented and the sequence of building up pres-
sure in different areas should be accounted for.
507 Thrust bearings and supports should be strengthened to
take the local loads. 608 If transverse frames are supported by longitudinal gird-
ers, full or partial bulkheads or other supporting elements, the
508 A centre girder is to be fitted to provide a strong support combined response of the supports and adjacent frames need to
if the external keel or bottom shape does not provide sufficient be considered. In that case, the longitudinal distribution of the
strength and stiffness. pressures along the hull needs to be reliably represented by the
509 Openings shall, wherever necessary, be compensated to design load cases considered.
properly counteract the effects of shear loadings. 609 Supports for heavy items such as engine foundations and
510 Main engines are to be supported by longitudinal girders seat attachments shall be designed for the maximum accelera-
with suitable local reinforcement to support the engine and the tions occurring during drops. These accelerations shall con-
gearbox mounting structure. sider all the relevant phases of drops in all relevant conditions
according to the provisions of Sec.4 and reflect any adjustment
A 600 Design loads deemed necessary from sound engineering judgement based
on the results of model and full scale tests carried out accord-
601 The assessment of the hull structure shall be performed ing to Sec.9. Normally the highest accelerations occur in the
by subjecting a theoretical model of the hull structure to a water entry phase where the slamming pressures cause high
series of load cases which are representative of the loads that vertical and rotational accelerations of the hull. The highest
may occur in all phases during the intended life of the lifeboat accelerations can also occur at maximum submersion. To
and which govern the design of the structure. These load cases obtain a robust design that is not sensitive to deviations from
shall be used to produce reliable predictions of the governing the drop conditions assumed in tests and simulations, it is rec-
load effects occurring in the structure. ommended that supports are designed for the maximum accel-
602 Depending on the lifeboat design, the pressure distribu- erations occurring in any direction rather than using different
tions can be established by simple theoretical models, numeri- acceleration levels in the different coordinate directions.
A 700 Structural analysis 10 cm horizontally and 20 cm vertically. The person size shall
according to Sec.8 be assumed as follows:
701 The ultimate strength capacity at material level (metal
yield, FRP rupture, core fracture) and at structural level (buck-
ling, collapse) shall be assessed for all structural elements Height from seat pan to top of head: 108 cm
using a rational and justifiable engineering approach. FEM can Shoulder width (50% on each side of centre line): 53 cm
be used for this purpose. Guidance for execution of FEM anal-
yses is given in Appendix C. Any inclinations of the seat vertical axis relative to the lifeboat
vertical axis should be accounted for as illustrated in Figure 2.
702 Other calculation methods than FEM can be used pro-
vided the underlying assumptions are in accordance with gen-
erally accepted practice, or in accordance with sufficiently
comprehensive experience or tests. However, due to the typi-
cal geometry of lifeboats, the structural capacity normally
needs to be checked in the relevant load cases using general 3D
structural analyses. d
703 The structural analysis may be carried out as linear elas-
tic analysis provided it is documented that significant geomet-
rically nonlinear effects do not occur. However, due to the
108 cm
predominantly compressive response in the hull shell and
framing system, the typical cross sectional geometries of life-
boats and the typical non-uniform pressure distributions, a
geometrically nonlinear analysis will normally be needed. In
all cases, the structural detailing with respect to strength and
ductility requirements shall conform to the assumption made
for the analysis.
704 The structural analysis should take account of inertia
effects (shell vibrations) that significantly affect stresses or
deformations of the structure. In assessing whether inertia Figure 2
effects in the structure are significant, considerations should be Seat orientation relative to lifeboat
given to the duration of the transient loading, the area over
which it acts and the natural vibration frequencies of the parts
of the structure that would be excited by the loading considered A 800 Launching system
(plates, stiffeners, frames, hull girder etc.).
801 The structural strength and stiffness of any skid and its
Guidance note: supports shall be sufficient to prevent the lifeboat from derail-
For typical designs of stiffened aluminium, steel or composite ing considering all relevant trim and list angles and accelera-
materials or composite sandwich materials, the natural vibration tions of the host as well as wind forces acting on the lifeboat.
periods of plating, stiffeners and frames are normally short com-
pared to the duration of the slamming pulses making a quasi- 802 It shall be demonstrated that the launch release mecha-
static analysis appropriate. For long and slender hull-forms, glo- nism for the primary and secondary means of launching can be
bal hull vibrations may need to be considered. For particularly operated effectively when subject to the load combination of
flexible designs, consideration may need to be given to dynamics Table A1. It shall also be demonstrated that the launch release
in the response of the structure. When this is the case, special care
should be exercised in accounting properly for the added mass of mechanism for the primary and secondary means of launching
the surrounding sea water. can be operated effectively when subject to the requirements
given in NORSOK R-002 Annex A.
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
Table A1 Load factors γf for assessment of the release function
705 The structural analysis should take account of any sig- of the release system (stowage)
nificant effect of the deformations of the structure on the mag- Load categories
nitude of sea pressures acting on the hull (fluid structure Load combination
interaction). G Q E D
(a) 2.0 2.0 0.0 0.0
Guidance note:
For typical designs of stiffened aluminium, steel or composite 803 The structural strength of the primary means of launch-
materials or composite sandwich materials, stiffness is normally ing shall be designed for the load combinations given in
sufficient to prevent structural deformations from significantly Table J4 in Sec.4 and for requirements given in NORSOK
altering the sea pressures making it unnecessary to explicitly R-002 Annex A. Additional load effects resulting from the
account for fluid structure interaction. For particularly flexible
designs, consideration may need to be given to the effect that trim and list angles and accelerations of the host facility, as
structural deformations would have on the external pressures. well as wind forces acting on the lifeboat, shall be taken into
consideration.
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
804 The structural strength of the secondary means of
706 Outfitting and attachment of items in the passenger launching and the means of retrieval shall be designed for the
cabin shall be so designed as to ensure that no fixed items come load combinations given in Table J4 in Sec.4 and for the
loose from their supports considering the accelerations that requirements given in NORSOK R-002 Annex A. Additional
may occur at that position. For each potential failure mode of load effects resulting from hoisting and lowering movements,
the attachments, accelerations in the most unfavourable direc- offlead and sidelead angles, as well as wind forces acting on
tions shall be considered. Bonded joints in composite struc- the lifeboat, shall be taken into consideration.
tures shall satisfy C700. Bolted joints in composite structures
shall satisfy C800 as applicable. 805 The structural strength of the release system and the
means of retrieval, including the release hook and the connec-
707 The deflections of the structure shall nowhere cause the tion to the lifeboat (e.g. a bonded or bolted joint), shall be
free clearance to seated passengers and crew to fall below designed for the load combinations of Table J4 of Sec.4
B 300 Yield check 504 The buckling stability of plated steel structures may be
301 Structural members, for which excessive yielding is a checked according to DNV-RP-C201.
possible mode of failure, shall be investigated for yielding. 505 In case the stiffened panel is checked for buckling as a
302 Individual design stress components and the von Mises stiffener with effective plate width, the plate between the stiff-
equivalent design stress for plated structures shall not exceed eners need not be checked separately.
the design resistance (Sec.2 E200). 506 Stiffeners and girders may be designed according to pro-
Guidance note: visions for beams in recognized standards such as Eurocode 3
(steel), Eurocode 9 (aluminium) or AISC LRFD Manual of
For plated structures the von Mises equivalent design stress is
defined as follows: Steel Construction.
507 Material factors when using Eurocode 3 and Eurocode 9
σ jd = σ xd 2 + σ yd 2 − σ xd σ yd + 3τ d 2 are given in Table B1.
where σxd and σyd are design membrane stresses in x- and y- Table B1 Material factors used with Eurocode 3 or Eurocode 9
direction respectively, τd is design shear stress in the x-y plane
(i.e. local bending stresses in plate thickness is not included). Type of calculation Material factor 1) Value
In case local plate bending stresses are of importance for the Resistance of Class 1, 2 or 3 γM0 1.15
yield check, e.g. for laterally loaded plates, the yield check may cross sections
be performed according to DNV-RP-C201 Sec.5. Resistance of Class 4 cross γM1 1.15
sections
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
Resistance of members to γM1 1.15
303 Local peak stresses from linear elastic analysis in areas buckling
with pronounced geometrical changes may exceed the yield Symbols according to Eurocode 3 and Eurocode 9.
stress provided the adjacent structural parts have capacities to
withstand the redistributed stresses. Guidance note:
The principles and effects of cross section types are included in
Guidance note: the AISC LRFD Manual of Steel Construction.
Areas mobilized beyond yield as determined by a linear finite
element method analysis may give an indication of the actual ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
area of plastification. Otherwise, a nonlinear finite element
method analysis may need to be carried out in order to trace the 508 Plates, stiffeners and girders may be designed according
full extent of the plasticized zone. to NORSOK N-004.
The yield checks do not refer to local stress concentrations in the
structure or to local modelling deficiencies in the finite element B 600 Shell structures
model. 601 The buckling stability of cylindrical and un-stiffened
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e--- conical shell structures made of steel, including interaction
between shell buckling and column buckling, may be checked
304 For yield check of welded connections, see B800. according to DNV-RP-C202.
602 If DNV-RP-C202 is applied, the material factor for
B 400 Buckling check shells shall be in accordance with Table B2.
401 Elements of cross sections that do not fulfil the require-
ments to cross section type III (steel) or class 3 (aluminium) Table B2 Material factors γ M for buckling
shall be checked for local buckling. Type of structure λ ≤ 0.5 0.5 < λ < 1.0 λ ≥ 1.0
Steel cross section type III is defined in DNV-OS-C101 Girder, beams stiffeners 1.15 1.15 1.15
App.A. Aluminium cross section class 3 is defined in Euroc- on shells
ode 9 Part 1-1. Shells of single curvature
402 Buckling analysis shall be based on the characteristic (cylindrical shells, coni- 1.15 0.85 + 0.60 λ 1.45
buckling resistance for the most unfavourable buckling mode. cal shells)
Note that the slenderness is based on the buckling mode under con-
403 The characteristic buckling strength shall be based on sideration.
the 5th percentile of test results. λ = reduced slenderness parameter
404 Initial imperfections and residual stresses in structural
members shall be accounted for. = fy
-----
405 It shall be ensured that there is conformity between the se
initial imperfections in the buckling resistance formulas and
the tolerances in the applied fabrication standard.
fy = specified minimum yield stress
Guidance note: σe = elastic buckling stress for the buckling mode under
If buckling resistance of steel structures is calculated in accord- consideration.
ance with DNV-RP-C201 for plated structures and in accordance
with Classification Note 30.1 for bars and frames, the tolerance 603 The buckling stability of stiffened and unstiffened
requirements given in DNV-OS-C401 should not be exceeded, axisymmetric shell structures (cylindrical, conical or spheri-
unless specifically documented. cal) made of aluminium may be checked according to Euroc-
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e--- ode 9, Part 1-5.
604 If Eurocode 9, Part 1-5 is applied, the material factor γM1
B 500 Flat-plated structures and stiffened panels shall be taken as 1.15.
501 The material factor γM for plated structures is 1.15. B 700 Special provisions for plating and stiffeners
502 Yield check of plating and stiffeners may be performed 701 The requirements in B700 will normally give minimum
as given in 700. scantlings to plates and stiffened panels with respect to yield.
503 Yield check of girders may be performed as given in Dimensions and further references with respect to buckling
800. capacity are given in B500. The buckling stability of plates
812 The km and kτ values referred to in 810 and 811 may be 902 All types of butt joints should be welded from both
calculated according to general beam theory. In Table B3, km sides, with appropriate weld preparation. Before welding is
and kτ values are given for some defined load and boundary carried out from the second side, unsound weld metal shall be
conditions. Note that the smallest km value shall be applied to removed at the root by a suitable method.
simple girders. For girders where brackets are fitted or the
903 The connection of a plate abutting on another plate in a
flange area has been partly increased due to large bending
moment, a larger km value may be used outside the strength- tee joint or a cross joint may be made as indicated in Figure 4.
ened region. 904 The throat thickness of the weld in a tee joint or a cross
813 For girders that are parts of a complex 2- or 3-dimen- joint is always to be measured as the normal to the weld sur-
sional structural system, a complete structural analysis shall be face, as indicated in Figure 4d.
carried out.
814 Calculation methods or computer programs applied
shall take into account the effects of bending, shear, axial and
torsional deformation.
14.2 8
0.38 0.63
8
0.5 0.5
15 23.3 10
0.3 0.7
16.8 7.5
0.2
0.8
Figure 4
7.8 Tee and cross joints
0.33 0.67
905 The type of connection in a tee joint or a cross joint
should be adopted as follows:
815 The calculations of complex girder systems shall reflect
the structural response of the 2- or 3-dimensional structure a) Full penetration weld
considered, with due attention to boundary conditions. Important cross connections in structures exposed to
high stress, especially dynamic, e.g. for special areas
816 For complex girder systems consisting of slender gird- and fatigue utilized primary structure. All external
ers, calculations based on beam theory (frame work analysis) welds in way of opening to open sea e.g. pipes, sea-
may be applied, with due attention to: chests or tee-joints as applicable.
— shear area variation, e.g. cut-outs b) Partial penetration weld
Connections where the static stress level is high.
— moment of inertia variation Acceptable also for dynamically stressed connections,
— effective flange provided the equivalent stress is acceptable.
— lateral buckling of girder flanges.
c) Fillet weld
817 The most unfavourable loading conditions among those Connections where stresses in the weld are mainly
given in Sec.4 shall be applied. shear stresses or where direct stresses are moderate and
mainly static, or where dynamic stresses in the abutting
818 For girders whose capacities contribute to the overall plate are small.
strength of the structure, stresses due to the design pressures
given in Sec.4 shall be combined with relevant overall stresses. 906 Double continuous welds are required in the following
connections, irrespective of the stress level:
B 900 Welded connections
901 The requirements of B900 apply to both steel and alu- — oil-tight, watertight and weather-tight connections
minium welded structures unless otherwise stated. — connections at supports and ends of girders, stiffeners,
fu
fr = strength ratio as defined in 915 σ ⊥ d 2 + 3(τ ||d 2 + τ ⊥ d 2 ) ≤
a0 = connection area (mm2) as given in 928. β wγ Mw
Table C3 Minimum amount of glass reinforcement 210 The design of the vessel is to be based on mechanical
properties that are representative for the raw materials, produc-
Structural member W0 (g/m2) tion method(s), workshop conditions, lay-up sequence etc. that
Laminates facing the outside of the hull including the 4 200 are used and for the material quality that is expected over time
deckhouse from continuous production by the contracted builder as set out
Stem and keel to 0.01 L from centreline 7 500 in Sec.5 E303 to 308.
Chine and transom corners to 0.01 L from chine edge 5 800
211 This shall be confirmed by production testing during
Internal decks 2 900 production according to Sec.5 E309. The purpose of produc-
Internal bulkheads 2 500 tion testing is to verify that a consistent level of quality is main-
205 Suitable local reinforcement and higher-strength core tained throughout production, i.e. that gross errors have not
materials shall be applied in all through-bolt connections in occurred in production. The production testing shall be carried
girders that support the engine and the gear and in other places out according to a production test plan, which shall be pro-
where large through-thickness compression loads occur. vided in the design phase. The test plan shall be designed to
efficiently detect gross errors that can potentially occur in pro-
206 Joints within or connecting primary structural elements duction considering the manufacturing methods and assembly
shall be designed so that the joint itself does not govern the procedures adopted and the raw materials used.
capacity of the structural elements in their primary load-bear-
ing functions. This includes, but is not limited to, the following 212 The production test plan shall as a minimum address the
two examples: following items:
— For frames and stiffeners, whose primary load-bearing — mechanical strength of sandwich skin laminates, single
function is to transmit bending moments and shear forces skin laminates, flanges (caps) of stringers and girders
as a beam to the support points, a joint between the hull — bond strength between core and skin laminates in sand-
plating acting as the flange and the web shall be designed wich panels
with a shear capacity that is not smaller than that of the
web itself. — mechanical strength of major attachments and joints
— A joint connecting the superstructure to the hull, on which — acceptance criteria.
the hull girder depends for its bending and shear capacity,
shall be designed with a shear capacity that is not smaller 213 The test methods specified in Sec.5 shall be used.
than that of the adjoining laminates of the hull and the Through-thickness tests shall be carried out according to
superstructure. ASTM C297. For details considered critical with respect to
compressive loads consideration shall be given to the need for
207 The connection of the skin laminates shall be arranged performing compression tests instead of or in addition to the
in such a manner that laminate peeling is effectively arrested. tensile tests.
208 Out-of-plane joints shall be so designed as to primarily 214 The test samples shall be taken from cut-outs in the hull
be loaded in compression and shear. The overlap laminates and main deck. All such cut-outs shall be identified by marking
should have sufficient width and thickness to transmit the and stored until used for testing purposes or until completion
shear forces from the respective adjoining panel to the support- of the vessel. If adequate cut-outs are not possible to obtain,
ing panel. If the local compressive stresses in the core exceed spare laminate for testing shall be made in parallel with the
the compression capacity of the core material, strong core main production.
inserts should be used. Local bending at the joint should be
considered if the adjoining panel forms a tank boundary or C 300 Structural calculations
would otherwise support a transverse load during operation of
the lifeboat. The performance of the joints should be docu- 301 The governing load effects shall be established from
mented with component tests unless solutions are used that structural calculations performed according to established
have a documented good service track record. engineering methods for composite materials. The need to
209 To limit peel and defect sensitivity and to provide ade- account for out-of-plane deformations in sandwich and single
quate load-bearing capacity, the overlap length should be at skin structures shall be considered. Simplified hand calcula-
least tions can only be used provided that the accuracy of the
method has been documented and all the underlying assump-
σ tions have been complied with.
lmin = 1.5 ⋅ t ⋅ u
τp
Guidance note:
where lmin is the minimum overlap, t is the thickness of the FEA will normally be required for lifeboats.
thinnest laminate adherend, σu is the ultimate capacity of that
laminate in the direction of the loading to be transmitted by the ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
bonded joint and τp is the ultimate plastic shear capacity of the
adhesive measured according to a recognized standard such as 302 The effective panel flange area is defined as the cross-
e.g. ASTM D1002, D3163 or D3528. sectional area of the panel within the effective flange width.
Guidance note: For sandwich panels only the skin laminate at which the beam
is fitted shall be considered as effective flange unless the con-
This condition is necessary but not sufficient to provide reliable
bonded joints; note also the requirement to load-bearing capacity tribution from the opposite side is documented for the relevant
of the joint in C700. case. The effective flange for a uniformly loaded beam, con-
sidering only contribution from one face, is found from
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e--- Figure 10.
304 Further detailed guidance on finite element analysis can σ̂ 12 In-plane shear strength, as defined in Sec.5.
be found in Appendix C.
C 500 Core shear fracture e2 = edge distance in the direction of the load
501 Core shear fracture shall be assumed to occur if the shear p1 = bolt pitch transverse to the direction of the load
stress predicted in the core in response to the design load p2 = bolt pitch in the direction of the load.
exceeds the characteristic shear strength of the core material
established according to Sec.5:
τc
τ<
γm
where τ is the maximum shear stress occurring in the core and
τc is the characteristic shear strength of the core according to
Sec.5.
C 600 Face wrinkling
601 The critical local buckling stress for skin laminates
exposed to compression is given by
0.5 3 Ec Gc E f
σ<
γm
where E denotes Young's modulus, G shear modulus, index c
refers to the core and f to the face sheets (skins). The modulus
for the face laminate Ef used in this expression shall be taken
as the flexural bending modulus measured directly from a bend
test of a laminate with the actual lay-up or estimated from ply Figure 11
properties and lay-up using laminate theory. Direction of load on bolt hole
The default values of the bearing stress capacity Rbear given in 813 Inserts and attachments may be used for transferring in-
Table C4 can be used. plane and out-of-plane loads for connections not participating
in the structural strength of the hull and superstructure.
Table C4 Default values of the bearing stress capacity
814 Where adequate, the methods for design described
Type of reinforcement Nominal bearing stress strength, above may be used.
Rbear (MPa)
Glass, woven roving 200 (Vf/0.33) C 900 Long term performance
Glass, multiaxial laminates 250 (Vf/0.33)
Glass, CSM 75 (Vf/0.33)
901 It is not required to explicitly assess low-cycle fatigue
due to repeated drops for lifeboats of composite materials.
Carbon, woven roving 275 (Vf/0.50)
Carbon, multiaxial laminates 325 (Vf/0.50) 902 Degradation or failure due to creep or sustained stresses
Aramid, woven roving According to test shall be assessed for details exposed to long term static loads.
This is of particular relevance for the release mechanism and
Aramid, multiaxial laminates According to test
its attachment to the lifeboat and any details being subject to
Vf = volume fraction of reinforcement in laminates excluding considerable static loads from the supports during stowage.
CSM layers in laminates with layers of continuous fibres.
For release mechanisms qualified according to the simplified
Higher bearing stress capacity can be used based on represent- method using a material factor of 6, assessment of long term
ative test results. behaviour is not required.
For hybrid laminates Rbear can be found by linear interpolation C 1000 Material factors
based on the volume fraction of the respective types of fibre.
1001 The material factor γm is to be taken as the product of a
Guidance note: short term material factor γms and a long term material factor γml.
The requirements are such that it is highly probable that the fail-
ure mode will be that the bearing stress will exceed the capacity
1002 The short term material factor γms is intended to
around the edge of the hole. account for the variability in the capacity from instance to
instance due to variability in raw materials, manufacturing
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e--- conditions and workmanship as well as for the uncertainty in
the short term capacity after exposure to the service environ-
808 A connection for out-of-plane loads shall be bolted ment. For material strengths with a coefficient of variation less
through the panel, in sandwich panels through both skins. than 10%, the short term material factor γms shall be taken
809 Washers or plates shall be provided on both sides of the according to Table C5.
panel to distribute the load from bolt heads and nuts. These 1003 The long term material factor γml is intended to account
washers or plates may be fabricated from metallic materials or for the uncertainty in the long term capacity caused by the
from fibre reinforced thermosets. characteristic capacity being estimated from short term tests. If
raw materials and manufacturing procedures are used that have
810 Their bending stiffness shall be large enough to ensure a
a proven track record from service in the maritime environ-
distribution of the load from each bolt over a sufficiently large ment, the long term material factor γml can be taken according
area to prevent compressive overloading of the panel in- to Table C5. Otherwise, the long term performance must be
between the washers or plates. The combined compressive assessed based on separate documentation of the long term
stress under the washer or plates, resulting from the pretension performance for the particular material and design. When there
of the bolt and the out-of-plane loading, shall not anywhere are no long term static load effects, such as for the short term
exceed 30% of the compressive strength of the skin and the loads that occur only during a launch of the lifeboat, the long
core, respectively. term material factor γml shall be taken as 1.0.
811 The global effect of the out-of-plane load on the panel
(in-plane bending moments and through thickness shear) shall Table C5 Short-term and long-term material factors γms and γml
be calculated according to recognized methods for the calcula- for typical materials and details of lifeboats
tion of load effects in panels subjected to concentrated loads. γms γml
The stress levels in laminates, skins and core shall satisfy the Fibre-dominated laminates *) 1.5 2.0
limit states of this section.
Stiffness-dominated failure mechanisms (e.g. 1.5 1.0
812 Other arrangements may be accepted based on compo- buckling, wrinkling)
nent test results. Such testing shall be carried out on connec- Matrix-dominated laminates *), –0.5 ≤ H12* ≤ 0 1.75 2.7 **
tions with representative design on representative panels Matrix-dominated laminates *), H12*, determined 1.5 2.7 **
subjected to representative loads including all in-plane and experimentally for specific material
out-of-plane components. The tested characteristic capacity in Ductile core materials 1.35 2.7
each relevant mode of loading shall be verified to exceed the Other core materials 1.5 2.7
maximum load effect that occurs: Overlap joints predominately transferring loading 1.5 1.5
by shear across the bondline (e.g. simple overlap
Rci joints loaded in tension or in-plane shear, T-joints
Si < where adjoining panel is loaded in in-plane shear)
γm Complex joints also transferring loading by tension 1.75 2.0
where Si is the load effect component considered (e.g. bend- across the bondline (peel, cleavage) (e.g. T-joints
where adjoining panel is loaded in bending or
ing, shear, tension, compression), Rci is the corresponding tension, ref. C208)
characteristic capacity from tests calculated according to the
* Fibre-dominated laminates are laminates with continuous fibres with
method given in Sec.5 E303 and γ m is the material factor. fibre orientation seen through the entire thickness that are not more than
This safety factor may need to be increased for joint designs 45° apart and laminates with predominantly uniaxial stress state (i.e.
where the resistance to combined loads can be expected to be flange laminates) with fibres oriented in the principal stress direction.
Matrix-dominated laminates are all other laminates.
less than the resistance to the load components considered ** It is generally recommended to use fibre-dominated laminates in areas
individually. exposed to long term loads.
SECTION 7
OPERATIONAL REQUIREMENTS
D 200 Position and headway The no-collision requirement can be met in other ways than by
fulfilling the 40 m requirement to distance, as long as it is docu-
201 The lifeboat shall possess and be able to maintain direc- mented that the safety against collision meets the requirements
tional stability after water entry and resurfacing and shall not set forth in Sec.2 B500.
lose its course in this phase. With thrust engaged and the rud-
der fixed in the middle position, the lifeboat shall be able to ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
head straight on.
Guidance note:
D 300 Stability
To possess and maintain directional stability, the lifeboat must 301 Lifeboats that become fully submerged after water entry
achieve and maintain positive mean headway relative to the host shall be stable and have a positive righting moment for the fol-
facility, from water entry onwards. The time at which the engine lowing two load cases when the lifeboat is in the fully sub-
and transmission are engaged after water entry becomes very merged condition:
important in this context. Mean headway refers to speed aver-
aged over a time span of several wave periods. — fully loaded lifeboat (full complement of occupants)
To ensure adequate headway in the phase immediately after — empty lifeboat (3 occupants including the pilot).
water entry and resurfacing, the propeller must be engaged
immediately after water entry and, if possible, automatically For either load case, the submerged stability can be docu-
without action from the pilot, and a sufficient propulsion force mented by calculating the immersed transversal position of
must be provided immediately by the propeller. The lifeboat centre of buoyancy and making sure that it is located above the
must have a documented directional stability with the rudder transversal position of centre of gravity.
fixed in the middle position, and the pilot must not be engaged in
other activities before he takes control of the rudder.
An additional propulsion system in front will improve the direc-
tional stability of the lifeboat relative to a propulsion system in E. Sailing Phase
the aft only.
Course refers to direction averaged over a time span of several E 100 General
wave periods.
101 Two positions for manoeuvring the lifeboat shall be pro-
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e--- vided with redundancy of rudder control, engine control and
main instruments. The two positions shall be used by the pilot
202 It shall be possible to keep the lifeboat on a stable diag- and another crew member. The two positions for manoeuvring
onal course relative to wind and waves, i.e. the thrust moment the lifeboat shall be so arranged that the occupants in these two
induced from the hydrodynamic lift force on the rudder must manoeuvring positions need not change seats after water entry
be large enough to counteract the wave-, current- and wind- and resurfacing.
induced moments. Guidance note:
Guidance note: The pilot and the other crew member in the two manoeuvring
It is a necessary condition for a lifeboat to move forward on a sta- positions shall independently be able to control the lifeboat from
ble course in wind and waves that there is equilibrium between their respective seat positions. This will ensure a safer operation
moments induced by the propulsive forces, hydrodynamic forces of the lifeboat in case of pilot injuries during water entry and
on hull and rudder, and wind forces on the lifeboat hull and can- resurfacing.
opy. The rudder must be large enough and be designed so that it It will save valuable time when the pilot can remain in his seat
can provide sufficient lift forces in a specific position to counter- after the free fall and manoeuvre the lifeboat from the same seat
act moments induced by the wave and wind forces for all operat- as the seat he is in during the free fall. Time will then not be
ing speeds. wasted to unbuckle the harnesses and move to another seat to
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e--- take control of the lifeboat after water entry and resurfacing. The
position and orientation of the seat need not be the same during
203 The lifeboat shall not collide with the host facility. This the free fall and in the sailing phase, and a mechanical device can
be used to bring the seat from the position and orientation during
no-collision requirement can be fulfilled by meeting a require- the free fall to the manoeuvring position needed in the sailing
ment to distance. phase.
Guidance note: ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
At any point in time, the horizontal distance between the lifeboat
and the host facility is defined as the shortest distance between 102 In the sailing phase, the pilot shall to the extent possible
the two. The no-collision requirement is considered fulfilled only be occupied with the manoeuvring of the lifeboat. Other
when the horizontal distance between the lifeboat and the host crew members should therefore operate the VHF radio and
facility, at the time of resurfacing and in the situation with calm
water and no wind, is demonstrated to be no less than 40 m. other equipment which needs attention or handling during the
sailing phase. The operator of the VHF radio shall use a head-
The time of resurfacing shall be taken as the point in time when set. The headset shall be connected to the radio prior to the
the trajectory of the COG of the lifeboat with its full load of occu-
pants passes up through the SWL after water entry. launch of the lifeboat, so it is ready for use from the beginning
of the sailing phase.
The substitute requirement to 40 m distance in the situation with
calm water and no wind has been set such that requirements to 103 Two conditions for harsh weather are considered, viz.
the safety against collision are met during a launch at an arbitrary
point in time as well as during a launch in a 100-year sea state. — a characteristic sea state defined in terms of the 99% quan-
The requirement to distance accounts for effects of tile in the long term distribution of the significant wave
height HS
- wind action during the free fall — a 100-year sea state defined in terms of the 100-year value
- movement towards the host facility by wave action of HS.
- wind-induced current and wind-induced drift
- the time it takes to engage the transmission and gain speed E 200 Buoyancy and stability
after resurfacing.
To the extent that the distance between the lifeboat and the host 201 The lifeboat shall have inherent buoyancy or shall be fit-
facility at the time of resurfacing, in the situation with calm water ted with inherently buoyant material, which shall not be
and no wind, exhibits variability from one launch to another, it adversely affected by seawater, oil or oil products, sufficient to
suffices to apply the expected value of the distance in order to keep the lifeboat afloat with all its equipment onboard when
document that the requirement is fulfilled. the lifeboat is flooded and the hatch is open to the sea. When
the lifeboat is in the stable flooded condition, the water level largest possible average wave steepness and a concurrent 10-
inside the lifeboat, measured along the seat back, shall not be minute mean wind speed equal to the 99% quantile in the long-
more than 500 mm above the seat pan at any occupant seating term distribution of the 10-minute mean wind speed. In this
position. Additional inherently buoyant material, equal to 280 weather condition, the thrust and rudder capacity shall be suf-
N of buoyant force per person, shall be provided for the ficient to maintain a mean direction and a mean headway speed
number of persons that the lifeboat is designed to accommo- equal to or greater than 2.5 m/s. Fulfilment of this requirement
date. Buoyant material provided according to this item shall shall be demonstrated by means of a numerical simulator
not be installed external to the hull of the lifeboat. which is capable of extrapolating full scale test results obtained
202 The lifeboat shall be stable and have a positive metacen- in more relaxed sea states.
tric height when it is loaded with 50% of the number of occu- Guidance note:
pants that it is designed to accommodate, placed in their The average wave steepness of a sea state (HS, TP) is defined as
normal positions to one side of the centreline of the lifeboat. In
this loading condition, the heel of the lifeboat shall not exceed 2π H S
an angle of 20 degrees, and the lifeboat shall have a freeboard, Sp = ⋅
g TP2
measured from the waterline to the lowest opening through
which the lifeboat may become flooded, equal to at least 1.5% where HS denotes the significant wave height and TP is the peak
of the length of the lifeboat and not less than 100 mm. The free- period. The largest average wave steepness Sp can be taken as 1/15
for TP < 8 s and 1/25 for TP > 15 s and can be interpolated linearly
board shall be documented by freeboard tests. between these two limits. For a given value of HS, the solution of
203 The lifeboat shall have self-righting ability in the surface the largest average steepness Sp and the corresponding peak period
condition after resurfacing. The self-righting ability can be TP from the quoted equation may require an iterative procedure.
documented by tests. ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
Guidance note:
The stability and the self-righting ability are dependent on the 305 In the 100-year sea state, the thrust and rudder capacity
complement of occupants being strapped in their seats. If the shall be sufficient to maintain a mean direction and a mean
weight distribution in the lifeboat changes, these characteristics headway speed equal to or greater than 1 m/s. Fulfilment of
may suffer or even disappear. this requirement shall be demonstrated by means of a numeri-
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
cal simulator which is capable of extrapolating full scale test
results obtained in more relaxed sea states. For this purpose, a
simultaneous constant head wind equal to the 99% quantile in
E 300 Thrust and rudder the long term distribution of the 10-minute mean wind speed
301 In calm water, the thrust and rudder capacity shall be shall be assumed. Collinearity between wind and waves shall
sufficient to maintain a mean direction and a mean headway be assumed.
speed equal to or greater than 3 m/s. When the lifeboat is tow- 306 The lifeboat shall have sufficient thrust and rudder
ing an identical lifeboat in calm water, the thrust and rudder capacity to allow the pilot to maintain control of the lifeboat in
capacity shall be sufficient to maintain a mean headway speed the 100-year sea state. Fulfilment of this requirement shall be
equal to or greater than 1 m/s. demonstrated by means of a simulator which is capable of
Guidance note: extrapolating full scale test results obtained in more relaxed
Adequate shaping of the stern can facilitate the fulfilment of the sea states. For this purpose, a simultaneous constant head wind
headway requirements and so can increasing the size of the pro- equal to the 99% quantile in the long term distribution of the
peller and increasing the engine power. 10-minute mean wind speed shall be assumed. Collinearity
between wind and waves shall be assumed.
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
E 400 Engine
302 In the characteristic sea state defined in 103, the thrust
and rudder capacity shall be sufficient to maintain a mean 401 The engine shall keep running in the situation that the
direction and a mean headway speed equal to or greater than lifeboat is subject to excessive rolling as well as in the situation
2.5 m/s. that the lifeboat is turned upside down.
Guidance note: 402 The engine shall be operative when the lifeboat is
In harsh weather conditions ocean surface waves are much flooded up to the centreline of the crank shaft.
longer than the dimensions of the lifeboat which means that the
lifeboat will more or less follow the wave surface and move up E 500 Access
and down with an amplitude similar to the amplitude of the wave.
Without forward thrust the lifeboat will also move back and forth 501 The lifeboat shall have a boarding ladder that can be
with this amplitude since the water particles in the wave move in used at any boarding entrance of the lifeboat to enable persons
approximately circular orbits. A mean drift (Stokes drift) of the in the water to board the lifeboat. The lowest step of the ladder
lifeboat in the propagation direction of the wave will be superim- shall not be less than 0.4 m below the lifeboat’s light waterline.
posed on this motion. In addition there will be a drift caused by
the wind force on the lifeboat. With thrust from the propeller, the 502 The lifeboat shall be so arranged that injured or uncon-
net forward force will part of the time be positive, when the life- scious people can be brought onboard either from the sea or on
boat is in a wave trough, and part of the time negative, when the stretchers.
lifeboat is close to a wave crest. A positive mean headway speed
is ensured if the forward distance covered by the lifeboat when E 600 Retrieval of occupants from lifeboat at sea
the net force is positive is larger than the backward distance when
the net force is negative. 601 The lifeboat shall be designed in such a manner that it
shall be possible to transfer occupants from the lifeboat to a
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e--- helicopter or to a larger rescue vessel.
303 Fulfilment of the headway speed requirements in 301 Guidance note:
and 302 shall be demonstrated by full scale offshore tests of the A hatch on top of the canopy and a platform adjacent to this hatch
lifeboat in relevant sea states, i.e. in calm water and in the char- will allow for transfer of passengers in the sailing phase. The
acteristic sea state as defined in 103. hatch and the platform do not have to be located on top of the
canopy. The hatch and the platform can also be located in the aft.
304 A weather condition is defined which consists of the If the lifeboat is held up against the sea, the aft of the lifeboat will
characteristic sea state given in 103 in combination with the be the position on the lifeboat with the least motion.
Transfer of injured occupants at sea, in particular in bad weather, The operational manual shall address all assumptions which
may influence which solutions for rescue and retrieval will be have been made regarding environment, release function,
feasible. The time it takes before medical treatment can be pro- crew, occupants, manoeuvring, headway, and other opera-
vided may govern the design of the lifeboat in this respect and tional aspects. The operational manual shall also address how
may set operational limitations. The time it takes before medical
treatment can be provided may, in turn, depend on the availabil- retrieval of the lifeboat by lifting appliances shall be carried
ity of larger rescue vessels and standby vessels with equipment out.
for retrieval of occupants.
F 200 Training of personnel
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
201 Key safety personnel shall undergo training for opera-
602 For transfer of occupants from the lifeboat in the sailing tion of the lifeboat at regular intervals.
phase to a larger rescue vessel, the lifeboat shall be compatible Guidance note:
with the most recent generation standby vessels that have Regular training of key safety personnel under realistic condi-
docking systems for lifeboats. tions with respect to weather and sea state will allow for assess-
603 To allow for transfer of occupants to a standby vessel, ment of the physical fitness of personnel for various duties
onboard the lifeboat, including but not limited to the duties as
the lifeboat shall be equipped with a towline, which can be pilot and pumpman. Use of simulators for training of key safety
thrown on the sea surface and which can be picked up by the personnel can be considered. Training of key safety personnel
standby vessel. Manual as well as automated heave out of the should follow OLF Guidelines No. 002: Guidelines for Safety
towline shall be possible. The system of the towline and its fas- and Emergency Training.
tening in the bow of the lifeboat shall be designed in such a
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
manner that it can withstand the loading from pulling the life-
boat to dock in the standby vessel.
F 300 Maintenance
301 In order to ensure that the lifeboat functions as intended
in the event of an emergency evacuation, the lifeboat shall be
F. Miscellaneous subject to periodic maintenance. For this purpose a mainte-
nance plan shall be worked out. The plan shall as a minimum
F 100 Operational manual contain the same elements as the procedure for maintenance
101 An operational manual for the lifeboat shall be prepared. given in IMO MSC1206.
SECTION 8
OCCUPANT SAFETY AND COMFORT
⎧⎡ t
⎤
2.5
⎫
302 Various measures of acceleration are used as a basis for ⎪ 1 2 ⎪
criteria for acceptance of occupant accelerations. The Com-
HIC36 = ⎨⎢
t − t ∫ a ⋅ dt ⎥ ⋅ (t 2 − t1 )⎬
⎪⎩⎣⎢ 2 1 t1 ⎦⎥ ⎪⎭
bined Acceleration Ratio CAR, the Head Injury Criterion HIC
and G are three such measures. Definitions are given in 303 to
307. Other human load measures used in acceptance criteria where a = a x2 + a 2y + a z2 and t 2 = t1 + 36ms .
for human loads are defined in 400.
303 The CAR index is the maximum value of the time series
of the SRSS (Square Root Sum of Squares) of the normalized 306 Both the CAR index and the HIC36 index exhibit varia-
x, y and z accelerations. bility from one launch of the lifeboat to the next. The charac-
teristic value of the CAR index shall be taken as the 99%
2 2 2
⎛ a ⎞ ⎛ ay ⎞ ⎛ az ⎞ quantile in the long-term distribution of the CAR index in a
CAR = max ⎜⎜ x ⎟⎟ + ⎜⎜ ⎟⎟ + ⎜⎜ ⎟⎟ launch at an arbitrary point in time. The characteristic value of
⎝ 18 g ⎠ ⎝ 7 g ⎠ ⎝ 7 g ⎠
the HIC36 index shall be taken as the 99% quantile in the long-
in which 18 g, 7 g and 7 g are normalization constants for the term distribution of the HIC36 index in a launch at an arbitrary
accelerations ax, ay and az, respectively. The accelerations ax, point in time.
ay and az refer to the coordinate system given in Figure 2.
307 Gx, Gy and Gz are the maximum absolute values of the
Two values of CAR are used, viz.
time series of the acceleration components ax, ay and az,
— CAR1 for out-of-seat acceleration, calculated from posi- respectively. Characteristic values are the defined as the 99%
tive values of the ax time series only quantiles in the respective long-term distributions in a launch
— CAR2 for in-to-seat acceleration, calculated from negative at an arbitrary point in time.
values of the ax time series only.
B 400 Other human load measures
Guidance note:
For calculation of CAR2 for in-to-seat acceleration it is recom- 401 In addition to the acceleration measures a number of
mended to use the expression for CAR as quoted. For calculation other human load measures are used as a basis for criteria for
of CAR1 for out-of-seat acceleration, it is recommended to acceptance of occupant loads. These other measures are based
reduce the normalization constant for ax by 50% from 18g to 9g on forces in various parts of the human body. Definitions are
to reflect the immature state-of-the-art regarding how to treat the given in 402 to 405. Reference is made to Figure 3.
effects of out-of-seat acceleration on the human body at the time
of issue of this standard. Hence, use of Human load measures as defined in 402 to 405 are usually
2 2 2 measured in cadaver tests or in advanced instrumented dummy
⎛ a ⎞ ⎛ ay ⎞ ⎛ a ⎞ tests on the basis of applied representative acceleration time
CAR1 = max ⎜⎜ x ⎟⎟ + ⎜⎜ ⎟⎟ + ⎜⎜ z ⎟⎟
⎝ 9g ⎠ ⎝ 7g ⎠ ⎝ 7 g ⎠ series, usually consisting of a pulse of duration 0.1 to 0.2 s. For
is recommended. accurate interpretation of these human load measures from
such tests, a sampling frequency equal to 20 000 Hz is recom-
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e--- mended. For use of filters, reference is made to SAE J211.
Figure 3
Anatomical terms for the human body
measure of human load, the characteristic value of that meas- B 600 Injury classification
ure shall be taken as the 99% quantile in the long-term proba- 601 Injuries are classified on the Abbreviated Injury Scale
bility distribution of the measure in a launch at an arbitrary (AIS). There are seven AIS codes according to the classifica-
point in time. tion on this scale, ranging from AIS0 to AIS6, see Table B2.
Guidance note: Guidance note:
Appendix A provides guidance for how to determine the long- The AIS scale is the most widely used injury scale in trauma
term probability distribution of a quantity and how to determine research. It is an anatomically based nonlinear severity scoring
the 99% quantile in this distribution, e.g. when measurements of system, which can be used for every body region. The character-
the quantity are available from tests. istics indicated in Table B2 refer to application to the brain and
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e--- to the skeleton.
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
711 The characteristic values of the human load measures B 800 Seats and harnesses
listed in 400 may be estimated by the values of the respective 801 The lifeboat shall be designed in such a way that any
load measures that result from an advanced instrumented out-of-the-seat accelerations are minimized and preferably
dummy test carried out on a median male dummy on the basis eliminated. The seat orientation shall be designed to allow for
of the characteristic acceleration time series which is achieved an into-the-seat force. The rotation of the lifeboat, affecting the
as specified in 710. occupants in the aft part of the boat, must be kept in mind dur-
712 Injury acceptance criteria are given for various parts of ing the design of the seat orientation.
the human body. Criteria for the following body parts are Guidance note:
given: In order to reduce or minimize the accelerations that the occu-
pants will be exposed to during a launch, the designer should
— pelvis and whole body impact (not including head and attempt to design the hull of the lifeboat in a manner that will
neck) minimize the rotation (pitch) of the lifeboat when it penetrates
— abdomen, thorax and thoracic spine the sea surface, i.e. the change of direction of the lifeboat when
— head it penetrates the sea surface shall be as small as possible.
— neck. ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
713 Requirements to human load measures in various body 802 The seats and harnesses shall be fit for use for the range
parts are given in Table B3. For each measure listed, the char- of people as defined in B200 and Table B1.
acteristic value as defined in 501 and as determined for a
median male dummy shall not exceed the limit specified Table 803 The harness shall be easily mounted, locked and regu-
B3. The requirements given in Table B3 shall be fulfilled for lated to fit all variations of body shapes, with particular focus
every seat in the cabin. on rapid mustering and personnel wearing survival suits, still
providing safe fixation of the occupant. Reference is made to
Guidance note: the body measures given in Table B1.
The intention with the requirements set forth to the various Guidance note:
human load measures in Table B3 is to satisfy the safety require-
ments given in Sec.2 B500 with respect to injuries at a level cor- Use of harness belts with take-up reels or other simple solutions,
responding to AIS2 to AIS3 in such a manner that the relatively which allow for fast buckling and fixation to the seat and which
large variability in capacity from one occupant to another is prevent loose belts and tangles that may delay the evacuation, is
accounted for. The requirements specified in Table B3 reflect the recommended.
state-of-the-art at the time of issue of this standard when it comes ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
to assessing the effects on the human body of the accelerations
that occur during the launch of a free fall lifeboat. 804 The seats and harnesses shall provide adequate sideways
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e--- fixation, to safeguard the personnel in situations where side-
ways accelerations occur.
Guidance note:
Table B3 Requirements to human load measures in various Based on recent studies and tests, it is suggested that the seats
body parts in median male dummy should be equipped with a 5- or 6-point harness (1 or 2 crouch
Body part Human load measure Requirement straps, 2 shoulder straps and 2 pelvis straps). It is essential for the
to characteristic intended function of the harness that the crouch belt, the shoulder
value of human belts and the lap belt can be tightened. It is important that the
load measure position of the lap belt is not dependent on how the shoulder har-
ness is adjusted. A correct lap belt should always grab below the
Pelvis / whole Pelvis +Gx (eyeballs in) 25 iliac wings of the pelvis. The shoulder and lap belts can be com-
body impact Pelvis –Gx (eyeballs out) 18 bined into one, if the combined belt can easily slide through the
(exclusive of buckle. It is also strongly recommended that the shoulder belts
head and Pelvis ±Gy (eyeballs right) 7
are height adjustable, allowing for the entire population in ques-
neck) Pelvis +Gz (eyeballs down) 12 tion to have belts tightly enveloping their shoulders.
Pelvis –Gz (eyeballs up) 7 Other fixation systems than the classical 5- and 6-point har-
Abdomen, T12_3ms (acceleration 60 G nesses, which are based on existing equipment without large
thorax and resultant) modifications, can be foreseen as adequate solutions to meet the
thoracic spine T12 Fz-c 6 700 N requirements to fixation.
Head HIC36 650 Spacing is described in C200.
Neck NFx_a/p 845 N ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
NFz_c –1 112 N
805 The harness must be configured in such a manner that
NMy_e –57 Nm
the occupant will not be at risk of slipping out underneath it.
NMy_f 190 Nm
806 The designer shall describe what kind of clothing,
Nij 1.0
including survival suits, the seats and harness are authorized
Nkm5 1.0 for.
714 The requirements to human load measures given in 807 To facilitate easy identification of belts and buckles and
Table B3 are requirements applicable during launching in an thereby to facilitate a fast fixation to the seat, contrasting col-
emergency situation based on AIS2 to AIS3 as the critical ours for harnesses and suits shall be selected.
injury level. For launching in a training situation it is common 808 The strength of seat and restraint systems shall be tested
to apply stricter requirements than those given in Table B3. according to OLF LBP2-R001.
715 Although a crash test dummy often has a similar
response to the human body along the vertical axis, this is not B 900 Pre-injured occupants
always the case for responses in other degrees of freedom such 901 Space as well as provision for ergonomic and safe han-
as neck bending moments. For any response quantity in ques- dling of injured personnel shall be included in design. Each
tion, it therefore needs to be demonstrated that the dummy and lifeboat shall, as a minimum, allow for 1 injured occupant per
the computational model used in the tests are capable of gen- 20 seats to be catered for. Each lifeboat shall in addition pro-
erating an appropriate representative response. vide space for at least one injured occupant stretched out at full
length. the needs of the occupants after mustering has taken place, i.e.
Guidance note: in the standby phase and in the sailing phase. The comfort of
the occupants in the mustering phase is dealt with through
A description of the handling of injured personnel with docu- requirements given to muster area in Sec.7 B100 and is not
mentation of transport, securing, fastening of the stretchers (or
other means of transportation of patients) should be prepared. covered in this subsection.
In working out this description, it is important to consider several 105 The interior of the cabin shall be of a colour which does
topics and challenges such as the maximum weight of seats or not cause discomfort to the occupants.
stretchers for transportation of injured personnel, the number of
people necessary for lifting the seat or stretcher, and the ability C 200 Occupant seating
of the seat or stretcher to float should it accidentally be dropped
into the sea. 201 For design of occupant seating, the distance from seat
pan to top of head measured along the z axis of the local seat
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e--- coordinate system shall not be taken less than 108 cm. The
shoulder width shall not be taken less than 53 cm. The shoulder
902 Seats for injured occupants shall have a different colour width shall be assumed distributed with 50% on either side of
than the colour of ordinary seats and shall be clearly marked the centre line of the seat.
“Seat for injured person” or an equivalent text.
202 At any point in time during the launch of the lifeboat,
903 The seat module and the space around it shall be in there shall be a minimum clearance of 20 cm between every
accordance with requirements in C200 for free fall lifeboat occupant and the ceiling of the cabin. In verifying that this
seats and shall in addition have necessary space for out- requirement is met, deformations of the ceiling as established
stretched legs of an injured person. Solutions for space for from structural analysis carried out for structural design shall
injured persons need not be limited to seats in the traditional be taken into account, cf. Sec.6 A707.
sense, as long as they serve the purpose, such as stretchers.
203 At any point in time during the launch of the lifeboat no
904 The strength of the seats shall meet the requirements for body part shall hit a hard object. Thus the clearance between
seats in free fall lifeboats as given in B807. every occupant and any structure or object other than the ceil-
905 Every seat shall be equipped with suitable locking har- ing of the cabin shall be minimum 10 cm in all relevant phases
nesses capable of quick release under tension to restrain the and conditions. The distance toward neighbouring persons to
head/neck, the body and the feet during launching. each side is exempt from this requirement. In verifying that the
requirement is met, deformations of the wall as established
Guidance note: from structural analysis carried out for structural design shall
It is not evident that restraining the head will be required in prac- be taken into account, cf. Sec.6 A707.
tice, but the requirement in this clause ensures that restraining of
the head will be possible, should the need be there. Guidance note:
To ensure that the requirement in 203 is met for different parts of
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e--- the human body, the maximum body measures given in Table B1
can be assumed.
906 It shall be possible to easily transport the seats from a
temporary refuge or from the muster area into the lifeboat and ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
secure them by a simple locking mechanism.
204 With 10 cm allowance for the effect of clothes, the
907 It shall be possible to easily release the seats from their requirement to shoulder width in 201 implies a requirement to
place in the lifeboat for safe transfer by helicopter or by other the centre-to-centre distance between two adjacent seats of
means for retrieval of occupants. It shall be possible to lift the minimum 63 cm.
seats by means of a helicopter.
205 A robust mock-up seating arrangement shall be built
908 The seating arrangement shall be designed with atten- early, constituted by, as a minimum, 6 seats arranged in two
tion to easy access for rescue personnel during transfer of rows, 3 seats in each row, with intended spacing. The mock-up
injured occupants in to and out from the lifeboat. shall be tested using the full range of body dimensions as given
in B200. For floating host facilities the test shall be carried out
for the host facility in the intact condition as well as in the dam-
aged condition with trim and list. The purpose of this mock-up
C. Occupant Comfort test is to demonstrate that:
C 100 General — the seat and harness arrangements are ergonomically
101 The lifeboat shall be designed bearing in mind that the sound
occupants may have to stay onboard for several hours before — quick boarding can be ensured
they can be rescued. The comfort of the occupants while they — quick, ergonomic and reliable fixation to the seat is
are staying inside the cabin is therefore an important issue. ensured
— spacing is adequate.
102 This subsection deals with the comfort of the occupants
in the standby phase and in the sailing phase. The standby C 300 Cabin temperature and fresh air quality
phase is reckoned from mustering is completed until the life-
boat is launched, and the sailing phase is reckoned from the 301 Both in the standby phase and in the sailing phase the
time that launch has taken place. fresh air quality inside the cabin must be acceptable.
103 The mustering phase is reckoned from mustering is ini- 302 The fresh air supply shall be minimum 80 litres per min
tiated until mustering is completed. The mustering phase thus per person (total capacity). This requirement applies to the
precedes the standby phase. standby phase and to the sailing phase. In addition it shall be
documented that the level of CO2 never exceeds 3 000 ppm
Some lifeboats are used as muster area. Even for lifeboats inside the cabin.
which are used as muster area, the mustering phase shall not be
reckoned as part of the standby phase. Requirements to muster Guidance note:
area are given in Sec.7 B100 and apply regardless of whether CO2 is not directly injurious to health, but the concentration level
mustering takes place outside or inside the lifeboat. will give indications about the quality of the indoor air. A high
CO2 level in excess of 3 000 ppm indicates that the air supply is
104 The requirements given in this subsection serve to meet insufficient related to number of persons inside.
When the lifeboat is in the stowed position in the lifeboat station Lux is the SI unit of illuminance: Illuminance produced on a sur-
on the host facility, the air can be assumed to be supplied from face of area 1.0 m2 by a luminous flux of 1 lumen uniformly dis-
the host facility. When the lifeboat has been launched and is in tributed over that surface.
the sailing phase, the required air supply can be achieved by
drawing air through the cabin by means of the running engine. ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
C 500 Sanitary conditions
303 To allow occupants to stand by in the lifeboat for a 501 During standby and in the sailing phase, personal needs
period of time before a launch, a system for temperature con- for vomiting and toilet visits shall be planned for during the
trol in the cabin shall be implemented. This system need not be design of the lifeboat.
installed in the lifeboat itself, but can be a part of the host facil- 502 Each seat in the lifeboat shall be equipped with sick bags
ity. The temperature control system shall be capable of keep- within a reachable distance for each occupant when strapped to
ing the inside temperature between 16 and 22°C. the seat and ready for free fall evacuation. The sick bags shall
The requirement to implement a system for temperature con- not be transparent.
trol can be waived when the lifeboat is not used as muster area 503 The sick bags shall be so designed that they can be
or when the lifeboat is stowed within a temperature-controlled sealed airtight after use.
area. The requirements in this clause apply when the lifeboat is
in the stowed position in the lifeboat station and cabin air is 504 Containers for collection of sick bags shall be placed at dif-
supplied by the host facility. ferent easily accessible locations in the lifeboat cabin. The con-
tainers shall be designed with watertight cover and shall be
C 400 Lighting dimensioned for impact during the free fall launch of the lifeboat.
401 The lifeboat shall have two separate systems for light- 505 Each container shall have a total capacity of one sick bag
ing, denoted as System A and System B. When used prior to a per person onboard.
launch, i.e. for standby, both systems shall be powered by the 506 The lifeboat shall be equipped with a toilet arrangement
emergency source of power of the host facility. primarily for use during the sailing phase.
402 Both systems shall have battery capacity capable of con- For use during mustering and in a standby phase, toilet facili-
tinuous operation for a period of at least 12 hours. ties located outside, but near the lifeboat shall be available. All
Guidance note: needs for toilet visits in the standby phase shall be approved by
To minimize the need of battery capacity, use of new energy effi- the lifeboat pilot and logged in the list of occupants for contin-
cient technology such as LEDs is recommended. uously updating.
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
Guidance note:
The toilet arrangement in the lifeboat may be of a simple type.
403 System A shall be designed with respect to giving the ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
lifeboat crew optimal working conditions.
404 System B shall be designed with respect to giving all 507 The sanitary arrangements shall have an easily accessi-
persons inside the lifeboat optimal conditions with respect to ble location and shall be screened or shielded from free access
comfort and psychological effects. by a curtain or the equivalent.
Guidance note: 508 The toilet container/tank shall be designed with a water-
tight cover which can easily be used without leakage in any sea
For occupants to be comfortable, warm colours should be used
for System B. state occurring.
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
509 In heavy weather condition with risk for injuries to the
occupants when moving around in the lifeboat, such move-
405 The illuminance level is measured in terms of luminous ment is up to the pilot’s decision.
emittance. System B shall provide a luminous emittance of 75
lux 1.0 m above the floor. The uniformity of the illuminance
shall be equal to or better than Emin/Emean = 0.5, where Emin
denotes the minimum luminous emittance and Emean denotes D. Miscellaneous
the average luminous emittance. D 100 Fire
Guidance note:
101 A fire-protected lifeboat, when waterborne, shall be
To minimize the margin of error when measuring the illuminance capable of protecting the number of persons it is designed to
level, the illuminance level should be measured a distance mini- accommodate when subjected to a continuous oil fire that
mum 0.5 m from the wall of the lifeboat.
envelops the lifeboat for a period of not less than 10 minutes.
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e--- Fulfilment of this requirement shall be documented by testing,
see Sec.9.
406 A manually controlled interior light shall be fitted inside Guidance note:
the lifeboat capable of continuous operation for a period of at
least 12 h. It shall produce an arithmetic mean luminous inten- The requirement can usually be met by fitting the lifeboat with a
water spray system. A water spray system with sufficient cooling
sity of not less than 0.5 cd when measured over the entire upper capacity will allow for use of standard composite materials and
hemisphere to permit reading of survival and equipment will limit the need for insulation of steel materials in the lifeboat
instructions. structure.
Guidance note: ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
Candela (cd) is the SI unit of luminous intensity: The candela is
the luminous intensity, in a given direction, of a source that emits D 200 External colour
monochromatic radiation of frequency 540 ⋅ 1012 Hz and that has
a radiant intensity in that direction of 1/683 watt per steradian. 201 The lifeboat shall be of international or vivid reddish
Lumen is the SI unit of luminous flux: Luminous flux emitted in orange, or a comparably highly visible colour, on all parts where
unit solid angle (steradian) by a uniform point source having a this will assist detection at sea. The lifeboat shall be fitted with
luminous intensity of 1 candela. retroreflective materials where it will assist in detection.
SECTION 9
MODEL SCALE TESTING AND FULL SCALE TESTING
use of fans and that wind forces can be monitored and control- and pitch, but may have surge, sway and yaw motions at the same
led. level as the other named floaters. Regarding turret moored
FPSOs their weather vaning capability should be noted.
Guidance note:
Special types of host facilities like guyed towers and articulated
Wind forces and moments obtained during model drop tests towers should be treated like a TLP if wave frequency horizontal
should be checked with forces and moments obtained in wind deck/topside motions/accelerations are at the same level as those
tunnel tests. This can be done either directly by use of a 6 com- of a TLP.
ponent force transducer or implicitly by measuring the effect on
the air trajectory and the rotational position of the lifeboat at ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
water impact. Improved correspondence can be obtained by
adjusting the wind speed or making minor geometrical changes 214 For lifeboats on fixed offshore structures, the motion of
on the lifeboat model. the lifeboat station due to environmental loading can be
For determination of wind coefficients to be used for lifeboats neglected in relation to model testing.
that are launched from floating host facilities, it is recommended
to carry out the wind tunnel tests for a range of skid angles 215 For lifeboats on floating structures the influence of
defined by the angle in the untilted condition ± 17°. floater motions shall be taken into consideration in the model
testing either by adjusting the drop height or by varying the
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e--- heel and trim skid angles, or both.
208 Test with simultaneous waves and wind shall be per- Guidance note:
formed since wind will influence on the relative hit angle Evaluations regarding the effect of wave induced floater velocity
between water surface and lifeboat. Other means of obtaining and acceleration on the lifeboat impact angle and relative veloc-
changes in angle might be applied, but it must then be docu- ity between lifeboat and water particles in the wave may be ben-
mented that these means do not influence other results unduly. eficial. For large semi submersibles, the effect of low frequency
pitch and roll motion in harsh weather should also be evaluated.
209 Steady wind should be included in the drop testing, If deemed important, model tests including at least wave fre-
whereas dynamic wind effects can be neglected due to the quency motions of floater (and thereby of the lifeboat station)
short drop time. The wind velocity may be taken as the relevant should be performed. If not deemed important the height adjust-
10-minute mean wind speed at a height equal to half the launch ments and/or angle variations can be kept static throughout each
height. test. No dynamic motion of the lifeboat station is then to be sim-
Guidance note: ulated.
The wind conditions at impact are in general best represented by ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
the wind speed in a height equal to half the drop height. If local
wind speeds prevailing at the skid, owing to effects of a shelter
and other (local) geometrical effects, influence the speed of the B 300 Recommended test execution
lifeboat when it leaves the skid, then these local wind speeds 301 Typical model scales for offshore structures are in the
need to be accounted for. range 1:30 to 1:100. Model testing of free fall lifeboats should
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e--- be carried out with as large a model as possible and with a min-
imum length of the lifeboat model of about 1 m. For free fall
210 Wind directions should be collinear with wave direc- lifeboats, it is therefore expected that a scale in the range 1:10
tions. For wave directions 0o, 45o and 90o all tests should be to 1:15 is necessary. The model scale selection will typically
performed including wind. For wave directions 135o and 180o be a trade off between the absolute size of the model, instru-
wind can be neglected. Direction 0o is defined as waves head mentation and which wave conditions are to be simulated. For
on in the launch direction (bow of lifeboat). further details about scaling and scaling effects, see DNV-RP-
Guidance note: C205 Sec.10.9. In general it is assumed that Froude’s law of
scaling applies.
The recommendation of using collinear wind and wave direc-
tions reflects that it is most likely that wind and wind-driven Guidance note:
waves act collinearly. However, it should be kept in mind that it An air cavity usually develops behind the stern of the lifeboat as
can sometimes be more critical that the wind acts on the lifeboat the lifeboat dives into the water. As long as this cavity is open to
in a direction different from the wave direction, because a skew free air, i.e. a situation with ventilation prevails, it can be
water entry may generate lateral accelerations. assumed that conventional Froude scaling applies, and the
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e--- behaviour of the cavity will be approximately as in full scale.
However, when the cavity closes, the behaviour of the cavity in
211 Initially, deep water can be assumed in tests; however model scale will be different from the behaviour in full scale. For
the closed cavity, the natural frequency of the cavity is propor-
the actual water depth at a site shall be taken into account if this tional to the model scale and not to the square root of the model
has an effect on the wave kinematics and the wave shapes. scale as it should have been according to Froude’s law.
212 For lifeboats to be used from host facilities in shallow ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
waters, the tests shall be carried out for the actual water depth
at the location in question. 302 The actual model shall be made of sufficiently strong
Guidance note: material and should reflect the full scale lifeboat with respect
Shallow water is usually defined as waters where the water- to global stiffness as much as possible. Non-significant details
depth-to-wave-length ratio is less than 0.05. may be omitted; however, details which may have an impact
on hydrodynamic behaviour need to be included. Examples
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
are: flanges, boat skids, rudder, and nozzle systems. The model
213 Free fall lifeboats can be used for evacuation from fixed shall reflect the true COG position and inertias of the lifeboat
host facilities as well as floating host facilities, and model tests and shall have opportunities to alter the longitudinal and trans-
of lifeboats shall be executed with due consideration of the verse mass distribution due to variable loading such as that
effects of the actual type of host facility. caused by variable manning. Deviations from true properties
and true details of the full scale lifeboat, which are necessary
Guidance note: when the model is constructed, shall be documented with
There are basically two main types of host facilities which have respect to their effects and consequences.
to be considered, i.e. fixed structures and floating structures. The
main types of fixed structures consist of GBS, jackets and jack- Guidance note:
ups. The main types of floating structures consist of FPSOs, It is difficult to obtain a lifeboat model which fully reflects the
Semis, TLPs and Spar units. The TLP is restrained in heave, roll global stiffness of the full scale lifeboat. In practice, typically, the
external hull geometry is fully reflected, but not the girder sys- or sampling unit. If this is not the case, uncertainties due
tem, such that a completely rigid model is used. to a change in system components should be quantified.
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e--- — Caution should be exercised to avoid unnecessary influ-
ence from instrumentation cables. Effect of instrumenta-
303 Typical instrumentation which will be needed for these tion cables should be documented.
types of testing is: — Calibration of the waves in the basin should be done after
the wave measurement equipment is carefully calibrated.
— slamming/force panels (typical diameter: 40-60 mm) — The wave conditions need to be continuously measured
— pressure cells (typical diameter: 2-6 mm) during testing.
— accelerometers (6 DOF) for registration of vibrations and — Irregular wave testing shall be performed with a minimum
rigid body motions in at least two positions along length of of 30 drops at random positions in the wave train. When
lifeboat the aim is to establish a probability distribution of a varia-
— camera/optical tracking (above and under water). ble in question, a minimum of 50 drops at random posi-
tions are required.
Guidance note: — Alternatively, testing with conditioned drops, i.e. pre-
Relative wave probes fixed to the model are usually not used, selected drop points could be used if substantiated that this
because they tend to influence too much on the test results. is conservative for the sought characteristic response val-
It is recommended to use at least three pressure cells or probes ues.
along the circumference of one typical cross section at a critical — Characteristics of model to be within given accuracy limits
structural point. The difference pressure must be provided in the for centre of gravity, weight, geometry, and radii of gyra-
time domain such that the maximum of the combined time series
can be further analysed as required in Sec.4 E809 to E814. tion.
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e--- Guidance note:
The following accuracy limits for characteristics of the lifeboat
304 A set of regular waves and irregular sea conditions will model are recommended:
have to be calibrated for use in the tests. Post calibration may - longitudinal centre of gravity (LCG): 0.1% of Lpp
be needed to check repeatability in the test basin. The follow- - vertical centre of gravity (VCG): 1% of Lpp
ing requirements apply to wave modelling: - weight of lifeboat: 0.5%
- geometry: maximum value of 1% or 1 mm in model scale
— Wave probes to be installed for control of wave parame- - radii of gyration: 0.5% of Lpp
ters and phasing during testing where Lpp is the length (between perpendiculars) of lifeboat.
— Regular waves shall be calibrated to be within 1% and 5%
of specified values for wave period and wave height ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
respectively. For details, see DNV-RP-C205 10.3.2.2.
— Tolerance levels for irregular waves shall be ± 5% for HS 307 The data acquisition, signal processing and analysis
and Tp. The shape of the measured wave spectra should should as a minimum follow the below given recommenda-
match the target wave spectra. For details, see DNV-RP- tions.
C205 10.3.2.3.
— Requirements to extreme waves (Hmax) and crest eleva- a) All measurements and data should be presented in full-
tions in realizations will be other check points in a wave scale values based on Froude scaling.
calibration effort. No specific requirements to tolerances b) Lower limits for sampling rates should typically be:
are given. It is, however, assumed that these parameters
will be monitored during wave calibration and the actual — accelerometers – 200 Hz full-scale
testing. — accelerometers for vibrations – 1 000 Hz full-scale
— pressure sensors and slamming panels – 1 000 Hz full-
305 The following are considered important with respect to scale
wind modelling: — wave measurements at 100 Hz. Assumed sufficient
for model-scale.
— Wind coefficients shall be determined either from wind
tunnel testing, numerical analysis or from available data. c) For accelerometers, the sampling rate should not be less
— Simulating correct wind forces and moments acting on the than 2 000 Hz when the acceleration data (time series) are
lifeboat are the key aspects. Wind velocities during the to be used as input to numerical analyses and advanced
tests are therefore of less importance. Wind moments are instrumented dummy tests.
of importance since these moments will influence the d) Filtering frequencies and types of filters. Typically ana-
impact angle between the lifeboat and the water surface. logue Butterworth filters of order 4 can be used. The
— Initially it is assumed that wind fans will have to be applied filters and cut-off frequencies must be docu-
applied and care should be taken to ensure a reasonably mented and evaluated.
homogenous wind field with a reasonably correct vertical
distribution of horizontal wind velocity. e) Calculate values from measured accelerations according
to specification in Sec.4 and Appendix A (CAR or other
306 The actual test preparations and execution should as a value). This specification should include filter frequencies
minimum follow the below stated requirements. All these and filter types. Obviously, the Nyquist frequency will
requirements are assumed to be given in the model test speci- limit filtered signals to below half the sampling frequency,
fication. depending on the filter characteristics including the transi-
tion band.
— The calibration of sensors should be performed in condi-
tions similar to actual test execution. Uncertainties, f) The acceleration values should be calculated for the rele-
including original accuracy of sensors (95% confidence vant seating arrangement (positions and angles). Usually
values) should be quantified. Reference is made to e.g. calculations for the pilot seat, the foremost and rearmost
ANSI/ASME PTC 19.1-1985 Part I, 1986 with respect to seats will be sufficient. Interpolation between these seats
measurement uncertainty. is acceptable under assumptions of rigid body lifeboat
— Calibration and measurement should be carried out with motion.
the same data acquisition setup including probes, wires, g) All estimated values should be presented with an interval
amplifier, possible filters and analogue to digital converter showing the 95% confidence limits. This includes derived
values and applies mainly to data from many tests in irreg- Guidance note:
ular sea. Bias errors due to limited accuracy of transducers The long-term distribution of the significant wave height HS sig-
and data acquisition system should be included. nifies the distribution of HS at an arbitrary point in time. This is
the distribution that will result if HS is observed at regular inter-
h) Statistical post-processing should be done according to vals over a long period of time. The 99% quantile in this distri-
recognized methods bution is the value of HS which is exceeded 1% of the time and
i) Model tests results in calm water should be compared with can be estimated by the value of HS which is exceeded by 1% of
the observed values of HS. Appendix A provides an example of
similar results from full-scale testing. This can be used to how the 99% quantile of a random variable can be interpreted.
assess possible scale effects due to e.g. ventilation, cavita-
tion or flow separation. ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
B 400 Minimum level of testing 405 Table B1 provides a recommendation for a minimum
level of drop testing in waves for a floating host facility. Table
401 In general it is recommended that a high number of drop B2 provides a recommendation for a minimum level of drop
tests are performed in order to determine the governing char- testing in waves for a fixed host facility. The actual number of
acteristic loads, accelerations and pressures acting on the life- repetitions of the tests specified in Tables B1 and B2 will have
boat during and after water entry. This is mainly related to to be judged based on repeatability and scatter in results, how-
testing in waves where a large number of wave conditions will ever, as a minimum, 3 repetitions are recommended for calm
have to be tested. sea tests whereas minimum 5 repetitions are recommended for
Guidance note: the regular wave tests. For tests with specified hit points in reg-
ular waves, a minimum of 3 repetitions for each of four hit
A wave condition is characterized by the significant wave height
HS, the peak period Tp, the wave spectrum, the mean wave prop-
points are recommended, giving a total minimum of 12 tests.
agation direction Θm and the directional spread (for short-crested In order to establish probability distribution functions for loads
sea). Details are given in Sec.3. and pressures in irregular wave tests with reasonable confi-
dence, approximately 50 to 100 repetitions will be needed.
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
Guidance note:
402 A platform emergency evacuation via lifeboat shall be The amount of testing indicated in Tables B1 and B2 is very large
safe also in severe weather conditions and from intact as well and needs thorough screening from case to case to reduce the
as damaged host platform. In this context, damage of the host amount of testing to a practicable level. Tables B1 and B2 in
principle contain full matrices of recommended tests. Depending
platform refers to heel or tilt or both and is considered relevant on the response of interest some of the indicated variable combi-
for floaters only, not for fixed platforms. nations and associated tests will not be relevant and can be left
403 Variations in drop height, heel and trim angles of host out.
facility shall be included in the test program when the host The number of different wave headings to be considered may be
facility is a floater. Motions of floaters and accidental condi- reduced based on an initial heading screening with sensitivity
tions like heel and trim can be taken into account by varying checks. For test of sufficient headway it is not necessary to con-
sider following sea. For lifeboats on weather-vaning FPSOs,
the launch height and the heel and trim. The most probable val- fewer wave directions need consideration than for lifeboats on
ues of wave frequency floater motions shall be used as basis other host floaters. If there are redundant lifeboat stations, the
for determination of the adjusted launch height and heel/trim number of relevant wave directions can also be reduced.
for intact floater as well as for damaged floater. It is possible The test matrices in Tables B1 and B2 provide a systematic out-
to take into account actual phasing of wave frequency motions line of recommended minimum requirements to model testing
relative to the wave profile. Trim and heel for damaged host and can be optimized during the execution of the tests as the test-
facility shall be set to ± 17 degrees unless other host facility ing proceeds.
specific values are known. Tables B1 and B2 provide recommended minimum extents of
Guidance note: test programs for model testing of free fall lifeboats in both reg-
ular and irregular waves. In practice, the need for inclusion of
The most probable floater motion amplitudes within a specified tests in both regular waves and irregular waves in the same test
short term wave condition can be found by assuming the motion program will vary from case to case and will be much dependent
amplitudes to be Rayleigh distributed. on what the purpose of the testing is. When the purpose is to
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e--- determine “worst case” loads through a controlled launch with
water entry at the most unfavourable hit point in a wave, a test
404 Model test conditions shall cover representative envi- program consisting of tests in regular waves only may seem nat-
ural, and tests in irregular waves can be left out. When the pur-
ronmental conditions ranging from calm water to severe sea. pose is to determine probability distributions of one or more
This applies to both intact host facility and damaged host facil- quantities of interest in connection with lifeboat launches, and in
ity. If possible within the capabilities of the model test facility, turn estimate characteristic values of these properties as required
the most extreme model test conditions should be those of a sea throughout this standard, then a test program with tests in irreg-
state well beyond the characteristic sea state, but not necessar- ular waves needs to be set up. Tests in regular waves can be used
ily as severe as the 100-year sea state. In analogy with the char- for wave direction screening before the irregular wave tests.
acteristic ULS load being defined as the 99% quantile in the The number of tests specified in the model test matrices in Tables
long-term distribution of the load during launch at an arbitrary B1 and B2 can be reduced when model test data are available for
point in time, the characteristic sea state may be defined as the the same lifeboat qualified for another location with correspond-
ing, but not necessarily identical environmental conditions. The
sea state whose significant wave height HS is the 99% quantile
number of tests can also be reduced when a numerical simulator
in the long-term distribution of the significant wave height. For is available for prediction of the behaviour of the lifeboat.
some North Sea locations this characteristic significant wave
height is approximately 8 m. ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
Table B1 Recommended Minimum Level of Drop Testing in Waves, Floating host facility
Test setup Waves
Launch Regular Irregular
height Load condition Trim Heel Calm water
(H, T) Dir (Hs, Tp) Dir
hL 0%+100% - - 1 3 5 5 2
hL ±ΔhD 0%+100% - - 1 3 5 5 2
hL ±ΔhA 0%+100% 2 - 1
hL ±ΔhA 0%+100% - 2 1
hL launch height above SWL for floating host platforms
ΔhD changes in launch height based on most probable values of wave frequency motions
ΔhA changes in launch height due to accidental trim and heel angles.
account when planning the instrumentation of the full scale certificate for the lifeboat in accordance with IMO Resolution
testing. This applies especially to locations of pressure panels MSC.48 (66), the International Life Saving Appliances Code.
and accelerometers. Findings from finite element analysis or ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
from other analytical or numerical tools can also give guidance
for planning of location of instrumentation.
303 The prototype lifeboat used for the full scale test should Table C1 Minimum Level of Prototype Testing
as a minimum be equipped with the following instrumentation: Test setup Minimum
Launch number
— System for registration of rigid body motions and veloci- height Load condition Trim Heel of tests
ties (6 DOF) of the lifeboat during launch, impact and up
to free float condition. hL 0%+100% - - 1
— System for registration and calculation of accelerations at hL +ΔhD 0%+100% - - 1
critical locations in the lifeboat. hL +ΔhD 0%+100% most - 1
— Instrumented slamming panels placed in critical areas as probable*
obtained from finite element analysis. hL +ΔhD 0%+100% - most 1
— System for measuring strain and stresses at critical areas. probable*
— System for measuring deflections of the hull and the canopy. hL launch height above LAT for bottom-fixed host platforms and
— Forward motion (video). above SWL for floating host platforms
ΔhD change in launch height based on most probable values of wave fre-
— For advanced instrumented dummy tests, high-speed quency floater motions
video of the dummy kinematics is needed. 1 000 frames * the sign of the selected trim or heel angle should correspond to an
per second are usually sufficient. increase in launch height.
304 The following issues regarding instrumentation, sam- 403 For each test setup, the drop tests should be repeated at
pling, signal processing and analyses of the full scale testing least once in order to indicate the variability of measurements.
should be addressed: 404 In relation to prototype testing the following additional
items should be considered.
— Accelerometers – same as for model tests – at least three
3-axes accelerometers at three longitudinal positions. — Lifeboat course keeping capability after resurfacing.
Sampling rate 200 Hz. — Manoeuvring / thrust capability
— For accelerometers, the sampling rate should not be less — Embarkation tests, i.e. time period from first person enters
than 2 000 Hz when the acceleration data (time series) are the lifeboat until ready for launch
to be used as input to numerical analyses and advanced — Structural inspections after each prototype launch
instrumented dummy tests. — Human load level tests by means of crash test dummies.
— Gyros for rotational motions (pitch and roll). Sampling
200 Hz. C 500 Correlation and validation for prototype testing
— Additional measurements of deformations with similar 501 A correlation and validation report which combines the
sampling 200 Hz. results from the analytical work, the small scale testing and the
— Strain gauges at 1 000 Hz. prototype testing shall be prepared.
— Slamming panels with 1 000 Hz sampling rate.
— Use digital video cameras to document the drop. C 600 Fire test
— Possibly include systems to monitor engine, autopilot, 601 The lifeboat shall be tested in water with burning oil on
rudder etc. the sea surface. For this purpose, the lifeboat shall be moored
— The wind, waves and current should be measured / esti- in the centre of an area which is not less than five times the
mated during testing. maximum projected plan area of the lifeboat. Sufficient kero-
— The use of filters should be according to the specification sene shall be floated on the water within the area so that when
of the estimation of characteristic values. ignited it will sustain a fire which completely envelops the life-
— Mounting of sensors should be carefully performed in boat for a period of time equal to 10 minutes. The boundary of
order to limit structural vibrations. the area shall be capable of completely retaining the fuel.
C 400 Minimum level of prototype testing The engine shall be run at full speed; however, the propeller
need not be turning. Gas- and fire-protective systems shall be
401 Prototype testing consists of one or more drop tests of a in operation throughout the fire test.
prototype lifeboat, where the lifeboat is subject to a launch.
The main bulk of prototype testing is assumed to be performed The kerosene shall be ignited. It shall continue to burn and
in calm water. envelop the lifeboat for 10 minutes.
During the fire test, the temperature shall be measured and
402 A minimum amount of prototype testing shall be carried recorded as a minimum at the following locations:
out. The minimum amount of prototype testing consists of tests
with test setups specified in Table C1. Table C1 applies to life- — at not less than 10 positions on the inside surface of the
boats on floating host facilities; hence for lifeboats on fixed lifeboat
host facilities, tests with variable launch heights and heel/trim — at not less than five positions inside the lifeboat at loca-
conditions as specified in Table C1 can be omitted. tions normally taken by occupants and away from the
Guidance note: inside surface; and
The launch height required in the prototype drop tests specified — on the external surface of the lifeboat.
in Table C1 is 100% of the site-specific launch height hL with
adjustment for floater motions when the host facility is a floater. The method of temperature measurement shall allow the max-
It is recommended to carry out one prototype drop test with
imum temperature to be recorded.
launch height equal to 130% of the site-specific launch height hL. The temperature in the cabin shall not exceed 35°C at any point
Such an excess height test will allow for useful benchmarking in time during the fire test.
against experience with lifeboats designed in the past, since these
have traditionally been subjected to comparable excess height The atmosphere inside the lifeboat shall be continuously sam-
tests as part of a type approval scheme. The recommended excess pled and representative retained samples shall be analysed for
height test will also be a prerequisite for issuance of a SOLAS the presence and quantity of essential, toxic, and injurious
gases and substances. The analysis shall cover the range of arrangement shall be applied as the one which the lifeboat is to
anticipated gases and substances that may be produced and be used with when installed in the lifeboat station. The launch
which can vary according to the materials and fabrication tech- height shall be the same as the launch height that applies when
niques used to manufacture the lifeboat. The analysis shall the lifeboat is launched from its permanent position in the life-
indicate that there is sufficient oxygen and no dangerous levels boat station.
of toxic or injurious gases and substances. 104 In order to avoid human injuries it is required that the
The pressure inside the lifeboat shall be continuously recorded test is performed with no manning. Use of remote control is
to confirm that a positive pressure is being maintained inside recommended. Dummy weights shall be used to simulate the
the lifeboat. 100% load condition.
At the conclusion of the fire test, the condition of the lifeboat 105 If full scale testing on site is considered unsafe, difficult
shall be such that it could continue to be used in the fully or impractical, full scale tests can alternatively be executed
loaded condition. inshore. Two types of test sites may be considered for such
602 The fire test outlined in 601 may be waived for any inshore testing:
totally enclosed free fall lifeboat which is identical in construc- — inshore, in protected (calm) waters
tion to another lifeboat which has successfully completed this
test, provided the lifeboat differs only in size and retains essen- — coastal location where tests may be executed with expo-
tially the same form. The protective system shall be as effec- sure to higher waves.
tive as that of the lifeboat tested. The water delivery rate and D 200 Minimum level of acceptance testing
the film thickness at various locations around the hull and can-
opy shall be equal to or exceed the measurements made on the 201 The level of instrumentation for acceptance testing may
lifeboat originally fire tested. be limited to registration of accelerations during the launch and
water entry. However, it is recommended also to monitor the
C 700 Test of water spray system deformations of the canopy and the hull.
701 The water spray system shall be subject to periodic test- 202 After the test the lifeboat shall be subjected to a careful
ing for verification of its maintained functionality and for iden- visual inspection. The inspection shall include outside, inside,
tification of the need for maintenance. The water spray system the inside of all enclosed spaces and foundations for machin-
shall be tested at least once per year. ery, equipment etc. No visual damages, deformations or mate-
rial failures are acceptable. FRP structures shall in addition be
subjected to inspection by coin-tapping (or other equivalent
technique) for detection of possible delaminations. Delamina-
D. Full Scale Acceptance Testing tions are not acceptable. Minor delaminations may be accepted
based on special consideration.
D 100 Introduction
203 The measured accelerations shall be within the design
101 Acceptance testing shall be carried out for each manu- envelope.
factured lifeboat. The main purposes of the acceptance testing
are: D 300 Test of release system
— to document that the actual lifeboat does not have any 301 Acceptance testing shall be performed in relation to the
structural deficiencies which could be detrimental in a real lifeboat release system. This applies to all lifeboat release sta-
launch situation. tions on the host facility. For this test a 10% lifeboat weight
— to test that the release systems installed on the host plat- overload shall be incorporated in the test.
forms are functioning properly
D 400 Lifeboat system testing
— to ensure that all systems within the lifeboat are function-
ing properly. 401 Full scale acceptance testing shall include testing of all
vital systems within each lifeboat on the host facility.
102 For full scale acceptance tests (FAT), a minimum of one
drop test per lifeboat shall be carried out. The loading condi- D 500 Manoeuvring tests
tion shall be 100%. 501 Requirements to manoeuvring tests are given in
103 For the acceptance testing, the same type of drop/skid Sec.7 E300.
SECTION 10
INSTALLATION
SECTION 11
EQUIPMENT
ard for design of davit-launched lifeboats in addition to meet- 1106 Activation of the overspeed device shall ensure limita-
ing the requirements of this standard. tion of rpm. The overspeed device shall not be dependent on
Owing to unresolved safety issues associated with emergency external energy sources.
evacuation by means of davit-launched lifeboats, use of the 1107 The overspeed device shall be adjusted to ensure that
secondary means of launching for launch of the lifeboat for the engine speed cannot exceed the maximum permissible
emergency evacuation is in general not recommended. speed as determined by the design, but not beyond 120% of the
rated speed except for diesel engines driving generators for
A 700 Release mechanism for the secondary means of which 115% of the rated speed applies.
launching
1108 For engines operating in areas defined as gas hazardous
701 The release mechanism of the secondary means of zones, an additional device that automatically shuts off the air
launching shall be designed in accordance with ISO 12100-1, inlet in case of overspeed shall be installed. This shutting
ISO 12100-2 and ISO 14119. device shall be activated at the same speed level as that used
702 It shall be feasible to test the release mechanism when for the overspeed device required in 1105. For engines with
the lifeboat is secured in its stowed position, without exposing turbochargers that can suffer overspeed due to a sudden inter-
the crew to risk. Execution of a realistic functional test which ruption of the air intake, the shutting device should be installed
physically confirms that the release mechanism is functional between the turbocharger and the engine.
must be possible. 1109 The engine shall be equipped with a spark arrestor.
A 800 Means of retrieval 1110 Stored energy for power starting of the engine may be
801 Each launching appliance shall be equipped with means supplied by batteries. Each battery shall have its own charger.
of retrieval. The means of retrieval shall be capable to operate An alarm transmitted to a manned control station should be
after test launches and maintenance sessions of the lifeboats installed for use in case charging fails.
ashore. The following loading condition shall be considered: 1111 It shall be possible to hook up the engine to a cooling
system while the lifeboat is in its stowed position in the life-
— empty lifeboat (crew of three persons). boat station, thereby to allow for racing the engine (not just
idling) as part of periodic maintenance.
802 The means of retrieval may be combined with the sec-
ondary means of launching. 1112 It shall be possible to start the engine in an ambient
temperature of –15°C within 2 minutes of commencing the
A 900 Fire protection systems start procedure.
901 The external equipment including the engine exhaust 1113 The engine and its accessories shall be designed to
system shall not act as ignition sources. limit electromagnetic emissions.
902 Fire protection systems shall not prevent easy access to 1114 The exhaust pipe shall be so arranged as to prevent
the lifeboat. water from entering the engine in normal operation.
A 1000 Water spray system 1115 The engine, the transmission and the engine accesso-
ries shall be enclosed in a fire retardant casing or other suitable
1001 The lifeboat shall be fitted with a water spray system. arrangements providing similar protection.
1002 Water for the system shall be drawn from the sea by a
self-priming motor pump. It shall be possible to turn on and 1116 Air cooled engines shall have a duct system to take in
turn off the flow of water over the exterior of the lifeboat. cooling air from, and exhaust it to, the outside of the lifeboat.
Manually operated dampers shall be provided to enable cool-
1003 The seawater intake shall be so arranged as to prevent ing air to be taken in from, and exhausted to, the interior of the
the intake of flammable liquids from the sea surface. lifeboat.
1004 The system shall be arranged for flushing with fresh
water and allowing complete drainage. A 1200 Fuel tank
1201 The fuel tank shall have a capacity which is sufficient
A 1100 Engine to provide enough fuel to run the lifeboat at maximum speed
1101 The engine shall be designed in such a manner that it for half an hour and to run it at 60% of maximum speed for 23
will not become damaged if the lifeboat is turned upside down hours and a half.
and causes the propeller to be exposed to open air. The engine 1202 The fuel tank shall always be full when the lifeboat is
shall also be designed in such a manner that it will never draw in its stowed position in the lifeboat station.
air from the cabin, in particular not in the situation that the
engine is turned upside down. 1203 The fuel tank shall be equipped with shutoff valves.
The fuel tank shall be so arranged that it allows for sampling
1102 The engine shall be protected against overspeed when of the fuel in accordance with NORSOK S-002.
operated in the water entry phase due to a high probability of
air ventilation. The engine shall be capable of operating with- A 1300 Air intake
out damage in 5 minutes without water cooling and with the
propulsion system exposed to air. 1301 To achieve an adequate air circulation in the lifeboat,
the air intake for the engine and the air intake for the cabin air
1103 Sufficient additional oxygen, e.g. supplied by air bot- shall be located as far as possible from one another.
tles, shall be provided for the lifeboat engine to be operated in
10 minutes without external air access. A 1400 Electrical equipment
1104 All engines shall be fitted with a speed governor so 1401 Electrical equipment which is located externally shall
adjusted that the engine speed cannot continuously exceed the be provided with an enclosure which meets a weatherproof rat-
rated speed by more than 10%. ing of at least IP67 and which shall be EX certified for Zone 1.
1105 A separate overspeed device is required. The over- Electrical equipment which is located inside the lifeboat shall
speed protective device may be substituted by an extra speed be provided with an enclosure which meets a weatherproof rat-
governor that is completely independent of the first governor ing of at least IP56. Nominal input voltage to electrical equip-
and acting without delay. ment shall not be greater than 230V.
Guidance note: possible, thereby to allow for 360° visibility from each manoeu-
Details about weatherproof rating in terms of ingress protection vring position.
(IP) rating are given in IEC60529. Details about explosive pro- ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
tection (EX) certification and hazardous zones are given in
IEC60079.
A 1600 Maintenance of equipment
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
1601 A maintenance plan shall be worked out for the equip-
ment installed in the lifeboat to ensure adequate periodic main-
A 1500 Manoeuvring positions and instrument panel tenance. The maintenance plan shall address the issue of easy
1501 Two positions for manoeuvring the lifeboat shall be access for normal service of the engine such as change of oil
provided. All instruments and warning lamps shall be easily and oil filter. The maintenance plan shall also address the issue
observable from both positions. It shall be possible to operate of easy access to engine fuel tank for cleaning and drainage.
the VHF radio from both positions. The plan shall as a minimum contain the same elements as the
procedure for maintenance given in IMO MSC1206.
1502 The two positions for manoeuvring the lifeboat shall be 1602 Periodic maintenance of the fuel tank shall be carried
located side by side, one on the starboard side and one on the out, including sampling of the fuel to verify adequate fuel qual-
port side, with a common instrument panel between them. ity and including replenishment of fuel.
When the seats of the manoeuvring positions have one position
for the free fall and another for the sailing phase, it will be ben- 1603 Periodic maintenance of any freshwater tanks shall be
eficial that the instrument panel follows the seats when they are carried out, including sampling of the water to verify adequate
brought from the one position to the other. A common water quality and including replenishment of water.
manoeuvring handspike for engine and transmission, manoeu- 1604 Periodic maintenance of the means of launching
vrable from both manoeuvring positions and located between including the release mechanism shall be carried out. This
them, should be aimed at. maintenance shall include inspection for rust and corrosion as
1503 The order in which the instrumentation is arranged on well as execution of associated repair.
the instrument panel should reflect size and design in such a
manner that easy observation and handling of the instrumenta- A 1700 Miscellaneous
tion are facilitated. 1701 For layout at the launching and recovery appliances,
for outfitting of the lifeboat station, for access for boarding,
1504 Table A1 gives a list of instrumentation and manoeu- and for visibility and lighting in the lifeboat station, the
vring tools which as a minimum should be included at the two requirements set forth in NORSOK S-001 shall be fulfilled.
manoeuvring positions and in the instrument panel between Noise in the lifeboat station shall meet requirements to noise
the two manoeuvring positions. set forth in NORSOK S-002.
Table A1 Minimum recommended instrumentation and 1702 Emergency power should be provided for charging of
manoeuvring tools and their placement lifeboat batteries during stowage in the lifeboat station on the
Starboard Centre Port side host facility. The disconnection point should be in the vicinity
side of the lifeboat and disconnection shall be automatic when
Over-/under-pressure gauge for dropping or lowering the lifeboat.
Manoeuvring cabin Manoeuvring 1703 Cabinet housing should be arranged for winches and
position 1 Engine revolution counter position 2 consoles.
Engine oil pressure gauge 1704 A heater should be provided for electric motors for
Steering Engine temperature gauge Steering wheel winches in the lifeboat station. An optimal placement of the
wheel heater should be considered with a view to conditions prevail-
Dynamo for recharge light ing during icing.
Handling of air bottles 1705 At each seat a pocket shall be provided within reacha-
Switch panel for light etc. ble distance with space for personal belongings such as glasses
By-pass Engine Start/Stop Hydraulic and sick bags.
valves for two pumps for two 1706 A simple nitrogen-filled GPS shall be installed to pro-
independent independent vide the pilot with position and direction of the lifeboat imme-
release sys- release systems
tems diately after the lifeboat has been launched.
Common VHF Radio 1707 The windscreen on the wheelhouse should be supplied
Common manoeuvring handspike with a windscreen wiper or equivalent equipment that can con-
for engine and transmission tribute to improve the visibility for the pilot.
Controller for activation of release 1708 The lifeboat shall be fitted with sufficient watertight
mechanism lockers or compartments to provide for storage of small items
Rudder indicator of equipment, water and food supplies.
GPS / digital or magnetic compass 1709 The antenna for the VHF radio shall be provided with
Valve for activation and shut-off arrangements for siting and securing the antenna effectively in
of water spray system its operating position.
Handle for activation of heave-out 1710 A manually controlled exterior light shall be fitted. The
mechanism for towline light shall be white and be capable of operating continuously
Fuel tank gauge for at least 12 hours with a luminous intensity of not less than
4.3 candela in all directions of the upper hemisphere. How-
1505 Adequate visibility from the manoeuvring positions ever, if the light is a flashing light, it shall flash at a rate of not
shall be provided for. less than 50 flashes and not more than 70 flashes per minute for
Guidance note: the 12 hour operating period with an equivalent effective lumi-
nous intensity.
It is recommended to provide for a windshield height of at least
40 cm. It is also recommended to avoid blind sectors as far as 1711 The lifeboat shall, where applicable, be provided with
SECTION 12
QUALIFICATION OF NEW LIFEBOAT CONCEPTS
Installation/Skid and
Free Fall Lifeboat
Release Arrangement
Release Mechanism
Auxiliary Systems
Hull and Canopy
Installation/Skid
Arrangement
Evacuation Systems
Auxiliary Systems
Propulsion and
Fire Protection
Steering and
Hull Structure
Navigation
Equipment
Buoyancy
Fittings
Figure 1
Free Fall Lifeboat Evacuation System
Risk Register
Analysis
Figure 2
Project Governance Process
value associated with putting efforts on the initial activities C 200 Hazard identification analysis (HAZID)
regarding business opportunity and feasibility study, since the
need for a life-saving appliance is there and the decision to build 201 Hazard identification analysis (HAZID) is a general
a lifeboat has already been made (at decision gate DG1). term used for any hazard identification analysis. A HAZID has
For design modification projects whose value is less than some
in general fewer rules associated with it than the more specific
limiting value, some of the steps in the project governance proc- HAZOP (C300) and FMECA (C400) techniques. Yet, it is a
ess in 402 may be combined and the contents between every two structured review for identification of significant risks associ-
decision gates can then be simplified. Other than this, the con- ated with a particular design or operation. HAZIDs are widely
tents and asset integrity issues should be as given in 402 for used to establish an overall risk picture and are applicable for
design projects. both new and existing lifeboat concepts for which access to
Specification modifications do not change the functionality of information is limited. New lifeboat concepts can benefit from
the lifeboat and the lifeboat system, but may be introduced to the methodology at a conceptual stage. Existing lifeboat con-
improve performance. Specification modifications are therefore cepts can benefit from the methodology wherever some level
usually not subject to organization according to project govern- of prioritization is needed. A HAZID is frequently used prior
ance processes. to more detailed analysis. A HAZID carried out at an early
Maintenance projects are projects during which the basic design, stage in a design project may assist in selection of the most
the process layout and the capacities remain unchanged. Mainte- advantageous design.
nance projects are driven by ageing of components and systems 202 The first step of a HAZID aims at listing all potential
and by old or obsolete systems for which spare parts are unavail-
able. In principle, a maintenance project implies a replacement hazards. This is done by considering characteristics such as
measure for measure, but in most cases new technology can be materials processed, operating environment, inventories and
introduced, such that some degree of upgrade can be expected. lifeboat layout. When a list of all potential hazards has been
The maintenance work is usually denoted as a project due to its established, each hazard is assessed in order to determine
size and the number of personnel and the equipment involved. whether it is relevant or not. This implies a first step in a qual-
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
itative estimation of the likelihood of occurrence of each haz-
ard.
Guidance note:
An approach often adopted in the execution of a HAZID is first
to identify all possible undesirable consequences and second, for
B. Qualification Procedure each of them, to identify hazards which, when realized, would
cause that consequence.
B 100 General
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
101 For qualification of a free fall lifeboat concept as
required in A102, a risk-based procedure shall be followed 203 Following the identification and description of the haz-
which is based on recognized methods for risk identification ards, an identification of consequences and probabilities is per-
and system analysis and which shall contain the following ele- formed based on best judgment and historical records.
ments in the order listed: Supported by the severity of the individual hazards as based on
the outcome from this identification, a qualitative risk ranking
— establishing a design basis for lifeboat (functional specifi- is produced, usually presented in the form of a risk matrix,
cation) which assigns risk levels and ranks them from highest to low-
— breaking down the lifeboat system into components est.
— technology classification of components 204 If existing safeguarding actions are identified during the
— execution of an FMECA HAZID sessions, these safeguarding actions are to be
— proposing system modification, if applicable and necessary recorded. If existing safeguarding actions are found to be inad-
— selection of qualification methods equate, recommendations for improvements and further work
— verification that all uncertainties are covered needed shall be formulated.
— execution of HAZID/HAZOP to verify operability of 205 Personnel with significant experience from structures or
design systems similar to the one which is subject to a HAZID shall
— optional execution of a QRA to assess risks. participate in the HAZID.
102 For details of the qualification procedure, reference is 206 For further details about HAZID, reference is made to
made to DNV-RP-A203. DNV-RP-H101.
103 Details of methods used in the execution of the qualifi- C 300 Hazard and operability study (HAZOP)
cation procedure are given in Subsection C.
301 HAZOP is a systematic approach to identify potential
hazards and operability deviations. In addition to identify haz-
ards, this methodology can be used for analysis of operating
C. Methods for System Analysis instructions and analysis of procedures for identification of
sources of human error. It can also be used to review a process
C 100 General for a particular system.
101 This subsection presents methods which can be used for 302 The HAZOP is performed in group sessions where per-
system analysis of lifeboats and their lifeboat stations and sonnel with subject matter proficiency are contributing, guided
release systems. by a HAZOP expert. During a session, each potential hazard is
assessed using specific guidewords to simulate abnormal situ-
Guidance note: ations, ensuring a consistent approach. The consequences of
The methods presented are applicable to system analysis at dif- the hazard and existing safeguards are also evaluated, and the
ferent levels, ranging from the overall system associated with the need for follow up is documented for critical hazards.
prime safety function of the lifeboat, viz. successful evacuation
from boarding of lifeboat to rescue of passengers, to subsystems 303 HAZOPs can be used at practically any stage during a
such as utility systems and survival systems, including propul- design process. However, HAZOPs require more detailed
sion, battery, ventilation etc. information than for example a HAZID and are therefore more
useful the later in the design phase they are applied. For a new
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e--- design, the most complete result is therefore achieved when
the HAZOP is carried out as late as possible. Within existing ble failure modes and identification of their effects on the sys-
facilities it can be used at any time. tem. The analysis is based on a worksheet that systematically
lists all components in the system, and for each component
304 Successful HAZOPs are very dependent on the availa- includes:
bility of a list of good guide words.
305 For further details about HAZOP, reference is made to — component name
DNV-OS-H101, IEC61882 and ISO17776. — function of component
— possible failure modes
C 400 Failure mode, effects and criticality analysis
(FMEA/FMECA) — causes of failure
— how failures are detected
401 A failure mode and effects analysis (FMEA) is a struc- — effects of failure on primary system function
tured review technique with the purpose of identifying and
analysing all significant failure modes and effects associated — effects of failure on other components
with a particular system under consideration. A failure mode, — necessary preventative/repair actions.
effects and criticality analysis (FMECA) is an FMEA where
also criticality is assessed. Guidance note:
FMEA and FMECA work sheets may be used directly as part of
402 FMEA and FMECA are qualitative analytical tech- a project risk register.
niques used to identify failure modes and associated effects
which – without adequate precautions – will give rise to a haz- ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
ardous event.
406 It is an important part of the analysis to represent the sys-
403 The input to an FMEA or an FMECA is a detailed sys- tem in terms of a hierarchy of its subsystems and components.
tem description together with operational procedures. The The quality of an FMECA is dependent on a good starting
detailed system description typically consists of specifications, point in terms of a list of components which is as complete as
general arrangement drawings etc. possible.
404 The objective of an FMECA is to prevent failures from
occurring in the future, so an FMECA should preferably be 407 The criticality analysis of an FMECA is a procedure that
carried out in the design phase. FMEA and FMECA are recom- rates the failure modes according to their frequency or proba-
mended for analysis of any safety system. bility of occurrence and according to their consequences. The
assigned ratings can be used to rank the components with
405 The analysis includes examination of each individual respect to their criticality for the safety of the system. An
component of a system in question for determination of possi- example of a worksheet is given in Table C1.
408 As an FMEA or an FMECA can be conducted at various AND and OR gates) to show how “basic events” may combine
levels, it is important to decide before commencing what level to cause a critical “top event”.
will be adopted as otherwise some areas may be examined in
great detail while others will be examined at the system level 502 A fault tree is a useful tool to represent complex designs
only without examination of the individual components. If consisting of several subsystems where a sequence of events
conducted at a very detailed level, the analysis can be time- will lead to a hazard.
consuming and tedious, but will allow for great understanding 503 A fault tree analysis uses a top-down approach to break
of the system. down a critical event into contributing components, provided
409 The FMECA is primarily a risk management tool. It is a that these components can be identified as discrete, specific and
stronghold of the failure mode and effect analysis that, if car- definable. The critical event is the top event of the fault tree.
ried out correctly, it identifies safety-critical components 504 A fault tree analysis has several potential uses for safety
where a single failure would be critical for the system. It systems:
should be noted that the outcome of an FMECA may depend
on the experience of the analyst and that it cannot be applied to — In a frequency analysis, it is commonly used to quantify
cover multiple failures. the probability of the top event occurring, based on esti-
Guidance note: mates of the failure rates of each component. The top
event may be an individual failure case, or a branch prob-
It is a weakness of the FMECA that it cannot easily be applied to ability in an event tree.
cover multiple failures. For the success of any FMECA, it is
important that qualified experts are involved in the analysis ses- — In a risk presentation, it may be used to show how the var-
sions. The FMECA is then a very efficient technique for review- ious risk contributors combine to produce the overall risk.
ing a design or a modification of a design. — In a hazard identification, it may be used qualitatively to iden-
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
tify combinations of basic events that are sufficient to cause
the top event. Such combinations are known as “cut sets”.
410 For details about FMEA and FMECA, reference is made
to MIL-STD-1629A and IEC60812. 505 Construction of a fault tree usually starts with the top
event, and works down towards the basic events. For each
C 500 Fault tree analysis event, it considers what conditions are necessary to produce
the event, and represents these as events at the next level down.
501 A fault tree is a logical representation of the many events If any one of several events may cause the higher event, they
and component failures that may combine to cause one critical are joined with an OR gate. If two or more events must occur
event such as a system failure. It uses “logic gates” (mainly in combination, they are joined with an AND gate.
Guidance note: minimal cut sets can be identified by inspection. For more
Various standards for symbols are used − typical ones are shown complex trees, formal methods such as Boolean analysis are
in Figure 4. An example fault tree is shown in Figure 5. required. More commonly, computer programs are used to
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e--- identify minimal cut sets.
510 The minimal cut sets can be used in hazard identification
506 When quantification of the fault tree is the objective, to describe combinations of events necessary to cause the top
downward development should stop once all branches have event.
been reduced to events that can be quantified in terms of prob-
abilities or frequencies of occurrence. 511 The minimal cut sets can also be used to rank and screen
hazards according to the number of events that must occur
simultaneously. In principle, single event cut sets are of con-
cern because only one failure can lead to the top event. In real-
ity, larger cut sets may have a higher frequency of occurrence.
Nevertheless, the method can be useful for hazard screening,
and for suggesting where additional safeguards may be
needed.
Guidance note:
A minimum cut set is a set of primary events or underdeveloped
faults, which results in the top event, but which in itself does not
contain another cut set.
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
Figure 5
Example Fault Tree
602 The main characteristic elements of a QRA are: (RAM) is a technique used to predict system availability and
identify ways to improve system availability by considering
— a system approach, the system in the case of a lifeboat con- both equipment failures and maintenance factors.
sisting of the lifeboat, the lifeboat station, the release sys-
tem and the occupants 702 The RAM technique refers to three aspects of system
performance:
— a hazard identification by one of several hazard identifica-
tion methods such as HAZID, HAZOP and FMECA — reliability, in this context expressed as the time between
— an assessment of the probability of occurrence associated equipment failures under given operating conditions
with each hazard — maintainability, in this context expressed as the time
— different consequence categories, in the case of a lifeboat needed to return failed or shutdown equipment back to
mainly restricted to health (injury) and life (fatality) normal service. Working conditions, organization of
— a calculation of risk as probability times consequence work, procedures and resources are influencing factors.
— identification of risk reducing measures, which are associ- — availability, in this context expressed as the fraction of
ated with costs and which need to be prioritized time the equipment is able to perform its intended function
— an integration of the above characteristic elements into a under given operating conditions. Availability is a func-
risk model, where the objective is to recommend the most tion of reliability and maintainability.
cost effective risk reducing measure. A cost-benefit anal-
ysis forms part of this. 703 In general, the time to failure and the time to repair are
stochastic variables with probability distributions, and so is
603 The QRA approach is normally used for risk evaluations therefore also the availability. The mean values of the time to
rather than for hazard identification only. A preliminary QRA failure and the time to repair are used to define the average
can be useful also at the identification stage provided that ade- availability as
quate input data are available. MTTF
604 Within the field of maritime code and rule development, A=
MTTF + MTTR
the QRA technique is known as Formal Safety Assessment
(FSA). in which MTTF denotes the mean time to failure, and MTTR
denotes the mean time to repair, i.e. the average time to return
605 For details of QRA, reference is made to IMO MSC/ a failed item to service.
Circ.1023−MEPC/Circ.392.
Guidance note:
C 700 Reliability, availability and maintainability anal- The average availability can be increased by increasing the mean
ysis (RAM) time to failure or by reducing the mean time to return a failed
item to service. However, improving reliability and maintainabil-
701 A reliability, availability and maintainability analysis ity can reduce the profitability of a project if the additional cost
associated with the improvements is higher than the increased table. Table D1 represents an example, which may serve as
benefit. Hence, a RAM analysis can be used to optimize a system guidance whenever areas of concern for a novel free fall life-
based on a cost-benefit approach. boat design are to be identified. For such a novel design, the
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e--- areas of concern are not necessarily limited to those listed in
Table D1.
704 The main elements of a RAM analysis consist of 203 Areas of concern identified by a HAZID and docu-
mented on the format used in Table D1 shall be systematically
— Analysis requirements. Identification of the overall pur- followed up during the design and qualification of the lifeboat.
poses of the analysis and further definition of the decisive The table shall be updated whenever additional areas of con-
system characteristics to be analysed. cern are identified throughout the execution of the design
— System definition. Familiarization with the system design project. The areas of concern can be ranked according to their
and the planned operation, maintenance and testing risks based on a qualitative approach. An FMECA worksheet
regime. This will include identification of system bounda- as exemplified in C400 can be used for this.
ries, system features, physical build-up of system, system
capacities and limitations, and built-in redundancy.
— Functional breakdown of system. Breaking down the sys-
tem into smaller entities for identification of potential con-
tributors to loss in the intended function of the system. Element 1
— RAM modelling. Establishment of a RAM model, which Analysis Requirements
takes into account operational aspects and reliability per-
formance of system entities, and which may make use of
techniques such as FMECA and fault tree analysis.
— RAM assessment and recommendations. Assessment of
reliability, maintainability and availability and provision
of recommendations for how the defined system can be Element 2
System Definition
optimized. Features important to the RAM characteristics
of the system shall be identified, including main contribu-
tors to system unavailability. Assumptions made should
be discussed and recommendations should be given
regarding how the system performance can be improved
and optimized from a cost-benefit point of view. Element 3
— Technical reporting with presentation of analysis and Functional Break Down
results. The results shall be traceable.
Optimisation based on Cost/
Figure 6 shows a flow chart for the RAM analysis. Benefit Evaluations
Element 4
D. Application of System Analysis to Free Fall RAM Modelling
Lifeboats
D 100 General
101 This subsection presents a recommended approach to Element 5
identify areas of concern and their associated consequences. RAM Assessment and
The approach is based on utilization of a breakdown as indi- Recommendations
cated in Figure 1 and on the methodologies given in subsection
C and in DNV-RP-A203.
D 200 Areas of concern
201 The areas of concern shall be identified in a systematic Element 6
Technical Reporting
manner. HAZID may serve as a useful tool for this. HAZIDs
can be applied both to technical systems and to operations in a
systematic manner. Details are given in C200.
202 Table D1 lists potential hazards identified by a HAZID
for a skid-launched free fall lifeboat of contemporary design. Figure 6
Each hazard represents an area of concern, and associated Flow chart for RAM analysis with loop for use in cost-benefit
causes, failure modes and failure consequences are listed in the based system optimization
Retrieval arrangement
(on lifeboat)
Retrieve lifeboat back to Overload of lifting Jerk in wire because of Loss of lifeboat Safety factor for the life-
platform arrangement dynamic effects (due to boat lifting arrangement
waves) must be decided and veri-
fied
Retrieve lifeboat back to Man overboard Climbing on top of life- Rescue operation Safety for personnel that
platform boat while connecting lift- will be performing drop
ing hook testing must be examined
when system and proce-
dures are in place
Release mechanism
(e.g. hook)
- Release of hook initiates Review the redundancy of
drop the release mechanism.
- Boat shall be kept safely
in sk-id at full loads in a
dynamics condition until
time of release
- Release of hook Malfunction of release Change in design Failure to release lifeboat The changes to the design
initiates drop mechanism when intended of the releasing hook must
be evaluated to prevent
unforeseen effects
Skid
- Ensure sufficient launch A sensitivity study for fric-
speed for lifeboat tion should be performed
- Minimize/limit friction (both numerical and fric-
tion testing)
Interaction between guide Overload of the skid caus- Launching while the skid Plastic yield and breakage This is a load case for The
rails on lifeboat and guide ing damages to skid and is tilting sideways (critical at end of the skid skid design which nor-
rails on davit boat right before boat is leaving mally is overlooked. It will
the skid) likely not prevent the
launch. But the conse-
quence of this load case
must be considered both in
design and during full
scale testing.
Retrieval arrangement
(on davit)
Retrieve lifeboat back to The retrieval arrangement
platform is not necessarily required
to be designed for lifting
occupants
Occupants
Avoiding fatalities Loss of life Problems in entering the Loss of lives The best practical solu-
lifeboat from the sea and to tions for retrieval of occu-
leave the lifeboat for res- pants from lifeboat or from
cue in extreme sea states sea and transferring occu-
pants to helicopter or res-
cue vessel should be
identified and incorpo-
rated
APPENDIX A
INTERPRETATION OF PROBABILITY DISTRIBUTION
AND CHARACTERISTIC VALUE FROM MODEL TESTS
Figure 2 shows a visualization of the conditional distributions term distribution of X = P/μP can then be represented by
of X, conditional on HS, for various values of HS.
x
FX |H S ( x) = 1 − exp(−( ) b )
a
X where the scale parameter a and shape parameter b are found
to be
) / μP
3.0384
mean value, a = exp(8.779 − 0.0003446 ⋅ H S
E[X|HS]
b = 4.0459 ⋅ exp(−0.1405H S )
302 These functional expressions for the parameters of the
Weibull distribution have been obtained by interpretation of
conditional distributions results from Weibull fits to the bodies and upper tails of the
cumulative distribution functions of the peak pressure condi-
HS tional on the significant wave height HS, see Figure 4.
303 A particular Norwegian Sea location is considered
where the long-term distribution of the significant wave height
is well represented by a Weibull distribution
Figure 2
Probability density functions for X conditional on HS h
FH S (h) = 1 − exp(−( ) β )
α
Figure 3 shows the resulting unconditional long-term distribu- and where the scale and shape parameters are α = 2.66 m and
tion of X. β = 1.407. For this location, as a by-product of the integration
FX
in 206 and 207, the long-term mean value of the peak pressure
on the canopy becomes μP = 5 730.06.
304 The long term distribution of X, FX(x), can be estab-
0.99 lished by integration of the short-term distribution of X over all
realizations of HS according to the long term distribution of
HS,
∞
dFH S ( h)
F X ( x ) = ∫ FX | H S ( x ) ⋅ dh
0
dh
0 X
The result is shown in Figure 5. The 99% quantile is x99 = 2.00
0 which gives a 99% quantile for the peak pressure
X99%
P99 = 5 730 × 2.00 = 11 460.
Figure 3
Unconditional long-term distribution of X A 400 Commentary
401 The example is based on data from tests for only three
different values of the significant wave height HS. The data for
207 The integration to determine FX(x) can be carried out HS = 0 m (calm water) are rather limited, much less than the
numerically, or alternatively FX(x) can be established from the preferred minimum of 50 data points, and the fitting of a
underlying distributions by Monte Carlo simulation. The char- straight line on Weibull scale to the upper tail of the condi-
acteristic value of X can be found as the 99% quantile in the tional distribution of X is somewhat ambiguous. For each of
unconditional long-term distribution FX(x) of X. An example the two non-zero values of HS, there are 50 data points or more,
is given in Figure 3. and a visual inspection of the empirical distribution plots on
Weibull scale indicates that the body and upper tail follow a
A 300 Example straight line, such that a Weibull distribution is an appropriate
301 P is the peak pressure in a position on the canopy of a distribution model.
free fall drop-launched lifeboat model, which has been tested However, with as few as only three HS values and with the
in the laboratory. Measurements of P are available from tests somewhat uncertain fit (not particularly well-defined) of a
in irregular sea for two different significant wave heights and Weibull distribution to the upper tail of the empirical short-
also from tests in calm water, i.e. a total of three different HS term distribution for HS = 0, in particular the interpreted func-
values, viz. HS = 0.0 m, HS = 6.8 m and HS = 9.8 m. The results tional relationship between the shape parameter b of the short-
indicate that the short-term distribution of the peak pressure term Weibull distribution and the significant wave height HS
conditioned on the significant wave height is well represented may be questioned. An improved support for the interpretation
by a Weibull distribution in the body and the upper tail. Let X of this relationship could have been obtained by tests for more
denote the peak pressure on the canopy normalized by the HS values than the three values investigated or by more model
long-term mean value μP of the peak pressure, P. The short- tests in calm water or both.
0
6 6.5 7 7.5 8 8.5 9 9.5 10 Calm
Hs=6.8 m
-1
Hs=9.8 m
ln(-ln(1-CDF))
-4
-5
-6
lnP
Figure 4
Distribution of peak pressure on canopy conditional on significant wave height HS, Weibull probability scale
1.2
0.8
CDF
0.6
0.4
0.2
0
0.0 0.5 1.0 1.5 2.0 2.5 3.0
X
Figure 5
Long-term distribution of peak pressure on canopy
402 The example shows estimation of characteristic value ties for which a low realization of the quantity is unfavourable
for a quantity for which a high realization of that quantity is in design, a low quantile is usually used for definition of char-
unfavourable in design and for which the characteristic value acteristic value, viz. the 1% quantile in the long-term distribu-
correspondingly is defined as a high quantile, viz. the 99% tion of the variable. An example of such a variable, where low
quantile in the long-term distribution of the variable. Such high realizations of the variable is unfavourable in design, is the dis-
quantiles used for definition of characteristic values are com- tance between the lifeboat and the host facility when the life-
mon for quantities such as loads and accelerations. For quanti- boat has been launched and has hit the water and resurfaced.
B. Miscellaneous bution types should be considered, including but not limited to:
APPENDIX B
MANUFACTURING OF FRP STRUCTURES
nation work can be carried out without operators standing on the 209 Core materials with open cells in the surface, should
core or on surfaces on which lamination work is taking place. normally be impregnated with resin before it is applied to a wet
208 During lamination of larger constructions the tempera- laminate or before lamination on the core is commenced.
ture should be recorded at least at two levels vertically in the 210 When the core is applied manually to a wet laminate the
workshop and the curing system should be adjusted to com- surface shall be reinforced with a chopped strand mat of 450 g/
pensate for possible temperature differences. m2 in plane surface and 600 g/m2 in curved surfaces. If vac-
209 Prefabrication of panels and other components is to be uum is applied for core bonding the surface mats may be omit-
carried out on tables, fixtures etc. above the shop floor level. ted, provided it is demonstrated in the qualification tests that an
No fabrication shall be carried out on the shop floor. efficient bond between core and skin laminate is obtained.
211 If the core is built up by two or more layers of core and
any form of resin transfer is used, arrangements shall be made
to ensure proper resin transfer and filling between the core
D. Production Procedures and Workmanship blocks. This should be achieved by scoring or holing the core
blocks and by placing a reinforcement fabric between the core
D 100 Production procedures blocks to facilitate resin distribution.
101 The supplier’s directions for application of the materials 212 Frameworks for core build up shall give the core suffi-
are to be followed. cient support to ensure stable geometrical shape of the con-
102 Specified procedures shall be implemented for all tasks struction and a rigid basis for the lamination work.
with significance to the quality of the end product. Where neces- 213 When a prefabricated skin laminate is bonded to a sand-
sary to exercise a satisfactory control of the quality, these proce- wich core measures are to be taken to evacuate air from the sur-
dures shall be documented in writing in controlled documents. face between skin and core.
D 200 Workmanship 214 The core material is to be free from dust and other con-
201 The reference direction of reinforcement shall after tamination before the skin laminates are applied or core ele-
being laid not deviate from the specified by more than ± 5°. ments are glued together. The moisture content shall be
sufficiently low not to have any adverse effect on curing. The
202 Adjacent sheets of reinforcement shall in the normal acceptable moisture content shall be specified by the manufac-
case overlap to give structural continuity. The overlap length turer of the core material.
shall be such that the shear capacity of the overlap is not
smaller than the tensile strength (perpendicular to the overlap) 215 When vacuum-bagging or similar processes are used it
of the overlapping plies. The shear strength of the matrix shall shall be ensured that curing in the core adhesive has not been
not be assumed larger than 8 MPa. A higher shear strength can initiated before vacuum is applied.
be assumed subject to the approval of the certifying body. (For
example, for a 0/90° 1 000 g/m2 type glass reinforcement the
overlap shall not be smaller than 30 mm.) In areas of low utili-
zation, overlaps may be omitted subject to the approval of the E. Manual Lamination
certifying body. Overlaps shall be staggered through the thick-
ness of the laminate. The distance between two overlaps in E 100 General
adjacent plies shall not be smaller than 100 mm. 101 The reinforcement material is to be applied in the
203 Thickness changes in a laminate should be tapered over sequence stated on the approved plan(s).
a minimum distance equal to 10 times the difference in thick- 102 When the laminate is applied in a mould, a chopped
ness. strand mat of maximum 450 g/m2 is to be applied next to the
204 Thickness changes in core materials should be tapered gelcoat. The mat can be omitted provided a satisfactory resist-
over a minimum distance equal to 2 times the difference in ance against water can be ensured.
thickness. A larger distance may be required to maintain struc- 103 The resin is to be applied on each layer of reinforcement.
tural continuity of the skins. Gas and air pockets are to be worked out of the laminate before
205 Sandwich constructions can be fabricated either by lam- the next layer is applied. Rolling of the layers is to be made
ination on the core, application of the core against a wet lami- carefully, paying special attention to sharp corners and transi-
nate, by bonding the core against a cured skin laminate using a tions. The viscosity and gel-time of the resin shall be adequate
core adhesive, by resin transfer, or by resin transfer moulding to prevent drain-out of resin on vertical and inclined surfaces.
of the core together with one or both of the skin laminates. The tools and methods used when working the laminate shall
not damage the fibres.
206 An efficient bond is to be obtained between the skin lam-
inates and the core and between the individual core elements. 104 The time interval between applications of each layer of
The bond strength shall not be smaller than the tensile and reinforcement is to be within the limits specified by the resin
shear strength of the core. The application of a light CSM supplier. For thicker laminates care is to be taken to ensure a time
between core and skin laminate may be advantageous in this interval sufficiently large to avoid excessive heat generation.
respect. 105 Curing systems are to be selected with due regard to the
207 Approved tools for cutting, grinding etc. of various reactivity of the resin and in accordance with the supplier's rec-
types of core material shall be specified in the production pro- ommendations. Heat release during curing is to be kept at a
cedure. safe level in accordance with the material manufacturer's rec-
208 All joints between skin laminates and core and between ommendations. The quantity of curing agents is to be kept
the individual core elements are to be completely filled with within the limits specified by the supplier.
resin, adhesive or filler material. The joint gap between core 106 After completion of lamination, polyester laminates are
blocks should generally not be larger than 3 mm. Larger gaps to cure for at least 48 hours at an air temperature of minimum
may be accepted if necessary, based on the characteristics of + 18°C. Curing at a higher temperature and a shorter curing
the adhesive or filler (e.g. its viscosity) and the thickness of the time may be accepted on the basis of control of the curing rate.
core. For slamming exposed areas a larger gap width should For other types of resins curing shall be carried out according
also be reflected in the qualification testing of the core material to the specified cure cycle and according to the resin manufac-
and the adhesive, i.e. during slamming testing, cf. Sec.5 F600. turer's recommendations.
APPENDIX C
STRUCTURAL ANALYSIS AND CALCULATIONS
BY THE FINITE ELEMENT METHOD
type members or structural elements 702 The local response of the structure is defined as the
— presence of in-plane compressive stresses or shear stresses stresses and strains (and deformations) in every local part of
in flat, plate-like elements the structure.
— presence of in-plane compressive stresses or shear stresses 703 The response of the structure should be calculated on a
in shell like elements.
global or local level depending on the failure mechanism being
504 Two alternative approaches may be used in analysing checked and its associated failure criterion.
buckling problems: Guidance note:
The failure of the structure should generally be checked on the
— analysis of isolated components of standard type, such as
basis of the local response of the structure by the use of failure
beams, plates and shells of simple shape
criteria for each failure mechanism as described in Sec.6. Buck-
— analysis of an entire structure (or of an entire, complex ling is generally checked on larger parts of the structure and
structural component). based on average stresses over large areas. Under such condi-
tions a coarser analysis may be sufficient. However, if the FE
505 Buckling analysis of more complex elements or entire method is used to calculate buckling stresses, a very local analy-
structures should be carried out with the aid of verified finite sis of the structure may be needed.
element software or equivalent.
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
506 Initially an “eigenvalue” buckling analysis should be
performed assuming initial (nondegraded) elastic properties 704 The advantage of an independent local model (or a sub-
for the laminates and, for sandwich structures, for the core. model) is that the analysis is carried out separately on the local
This should be repeated with alternative, finer meshes, until
the lowest “eigenvalues” and corresponding “eigenmodes” are model, requiring less computer resources and enabling a con-
not significantly affected by further refinement. The main pur- trolled step by step analysis procedure to be carried out.
poses of this analysis are to clarify the relevant buckling mode 705 The various mesh models must be compatible, i.e. the
shapes and to establish the required mesh density for subse- coarse mesh model (global model) should produce deforma-
quent analysis. tions and/or forces which are applicable as boundary condi-
507 Careful attention should be paid to correct modelling of tions for the finer mesh model (sub-model). If super-element
boundary conditions. techniques are available, the model for local stress analysis
508 If the applied load exceeds, or is close to, the calculated may be applied at lower level super-elements in the global
elastic critical load, the design should be modified to improve model.
the buckling strength before proceeding further. 706 Sub-models (fine mesh models) may be solved sepa-
509 When geometrically nonlinear analyses are carried out, rately by use of the boundary deformations, boundary forces
the results must be checked to assess buckling. To calculate the and local internal loads from the coarse model. Load data can
geometrical nonlinearities accurately in the analysis, it is be transferred from the coarse model to the local model either
important that the material stiffness specified as input to the manually or, if sub-modelling facilities are available, automat-
analysis is representative and that the structural shape includ- ically by the computer program.
ing curvatures, eccentricities etc. is represented by the model.
707 For global models based on composite or sandwich
For the assessment of the buckling and for calculating other load material, the actual detail geometry of each part as well as
effects (deflections, stresses and strains), the design load effects important structural details from joining of the different parts
may for simplicity be taken as the load effects of the design load, are crucial in order to get the correct global deformations and
where the design load is determined as the characteristic load to account for any local or global effects of stiffness, as well as
scaled by the load factor as specified in this standard.
strength and resulting stress peaks.
For assessment of utilization of the material, a failure criterion
708 Examples of global and local models of a free fall life-
appropriate for the respective material shall be used using the
material factors and the characteristic values of the material boat are given in Figures 1 and 2.
strength parameters as specified in this standard.
Linear buckling calculations for complex structures must be
used with great care and can hardly be justified as a method for
verification. The only safe method to assess geometric effects
in structures with complex geometries and mainly compressive
forces is to apply nonlinear static analysis.
B 600 Thermal analysis
601 By thermal analysis, the temperature distribution in
structural parts is determined, based on the initial temperature,
heat input/output, convection, etc. This is normally a time-
dependent analysis; however, it is usually not very time-con-
suming as only one degree of freedom is present at each mod-
elled node.
B 700 Global and local analysis
701 The global response of the structure is defined as the
response (displacement and stability) of the structure as a Figure 1
whole. Global model of free fall lifeboat
C. Modelling
C 100 General
101 The FEM analysis model needs to reflect the actual
methods used for lifeboat fabrication, for interconnection of
the structural parts of the lifeboat, and for interaction of the
structural component with the rest of the structure.
102 The complexity and material application of present free
fall lifeboat solutions normally requires a detailed FEM based
Figure 2 on composite material and laminate theory.
Model for detail analysis of wheelhouse 103 Model behaviour should be checked against the behav-
iour of the structure. The following modelling aspects should
be treated carefully:
B 800 Material levels – composite/sandwich materials
801 The local response of the structure can in principle be — loads
analysed at the following different material levels: — boundary conditions
— static, quasi-static or dynamic problem
— the “constituent level” corresponding to the fibre, matrix — damping
and core, separately — possibility of buckling
— the “ply level” corresponding to the individual layers in a — isotropic or anisotropic material
laminate or the faces of a sandwich structure — temperature or strain rate dependent material properties
— the “laminate level” corresponding to the whole laminate — nonlinearity (due to geometrical and material properties)
or sandwich structure. membrane effects.
802 Each failure mechanism can in principle be checked at C 200 Input data
any material level. However, due to the lack of theoretical 201 Environmental conditions should be converted into
knowledge or for practical reasons, it is not always possible to loads based on guidance to be found in Sections 3 and 4, sup-
check a given failure mechanism at all material levels. ported by relevant standards or guidelines.
803 The local response of the structure should be analysed at 202 The boundary conditions should be selected carefully in
a material level consistent with the failure criteria used in the order to represent the nature of the problem in the best possible
failure analysis as described in Sec.6. way. It should be demonstrated that the chosen boundary con-
ditions lead to a realistic or conservative analysis of the struc-
B 900 Nonlinear analysis ture.
901 Static nonlinear analysis should be performed when geo- 203 Thermal stresses that result from the production process
metrical and/or material nonlinearity are present and when lin- and from the in service loading should be considered in all
ear and nonlinear analysis results are expected to differ. analysis.
902 Geometrical nonlinearity is associated with, e.g., large 204 Stresses due to swelling from absorbed fluids should be
displacements and/or large strains, boundary conditions vary- included if relevant.
ing according to deformations, nonsymmetric geometry of
structure and buckling. 205 The elastic properties of the materials constituting a
composite structure should be taken according to DNV-OS-
903 Nonlinear material behaviour is associated with the C501, Sec.4. In particular, time dependent stiffness properties
stress–strain relation. Following damage in the material, i.e. based on the expected degradation due to environmental load-
matrix cracking or yield, stress–strain relationships usually ing conditions should be considered. Local variations of these
become nonlinear. conditions should also be considered.
904 Structures of composite (FRP) or sandwich material 206 As an alternative to elastic constants, the stiffness matrix
have smaller stiffness and generally exhibit a nonlinear behav- for orthotropic plies may be used.
iour at a lower load level than steel structures, thus indicating 207 It should be demonstrated that the estimated stiffness
a stronger need for nonlinear analysis. gives conservative results with respect to load effects. The
905 Structures with nonlinear materials should be checked choice of stiffness values may be different in the cases of
either against early failure mechanisms, e.g. matrix cracking or strength and stiffness limited design.
yield, or against ultimate failure, or both.
C 300 Model idealization
906 A decision between using a progressive, nonlinear fail-
ure analysis and using a simplified (linear) failure analysis 301 The full vessel extent should be included in the global
should be based on the failure modes of the structure or struc- model.
tural component in question and the failure mechanisms inves- 302 The global analysis is intended to provide a reliable rep-
tigated. resentation of the overall stiffness and global stress distribu-
907 For nonlinear problems, the following special consider- tion in the primary members.
ations should be taken into account: 303 The global model should contain a primary structure that
is easily identified with a clear load path which is not very sen- itself is the object of the study.
sitive to pressure variations.
314 The analyst should beware the following aspects:
304 The global analysis may be carried out with a relatively
coarse mesh. Stiffened panels may be modelled by means of — for vibrations, buckling or nonlinear analysis, symmetric
layered (sandwich) elements or anisotropic elements. Alterna- geometry and loads should be used with care since in such
tively, a combination of plate and beam elements may be used. problems symmetric response is not guaranteed. Unless
Modelling shall provide a good representation of the overall symmetry is known to prevail, symmetry should not be
membrane panel stiffness in the longitudinal/transverse and imposed by choice of boundary conditions.
shear directions. — for crack analysis, a quarter point element can be too large
305 The global model may be used to calculate nominal glo- or too small, thereby possibly making results from mesh
bal (longitudinal) stresses away from areas with significant refinement worse
stress concentrations. The following features will induce sig- — the wrong choice of elements may lead to results that
nificant stress concentrations: exhibit a dependence on Poisson’s ratio in problems
whose solutions are known to be independent of Poisson’s
— termination of girder and bulkheads ratio
— large penetrations, doors, windows, hatches — if plane elements are warped, so that the nodes of the ele-
— sharp corners or abrupt transitions. ments are not coplanar, results may be erratic and very
sensitive to changes in the mesh
306 Small penetrations are normally disregarded in the glo- — imperfections of load, geometry, supports and mesh may
bal model. For consideration of local stresses in web frames, be far more important in a buckling problem than in prob-
girders and other areas, fine mesh areas may be modelled lems involving only linear response.
directly into the coarse mesh model by means of suitable ele-
ment transitions. However, an integrated fine and coarse mesh C 400 Coordinate systems
approach implies that a large set of simultaneous equations
must be solved. 401 Different coordinate systems may be used to define the
model and the boundary conditions. Hence the coordinate sys-
307 For local analysis, a local mesh refinement must be used. tem valid for the elements and boundary conditions should be
In such an analysis, the original mesh is stiffer than the refined checked, e.g. by plots. This is particularly important for beam
mesh. When the portion of the mesh that contains the refined elements given that it is not always logical which axes are used
mesh is analysed separately, a correction shall be made so the to define the sectional properties.
boundary displacements to be imposed on the local mesh are
consistent with the mesh refinement. 402 Regarding laminate elements, the default coordinate
system often constitutes an element coordinate system, which
308 If sub-models are used, these should be checked to may have as a consequence that the fibre directions are distrib-
ensure that the deformations and/or boundary forces are simi- uted randomly across a model.
lar to those obtained from the coarse mesh model. Further-
more, the sub-model should be sufficiently large that its 403 Extreme care shall be taken when working with different
boundaries are positioned at areas where the deformation and relevant coordinate systems, i.e. global, ply based, laminate
stresses in the coarse mesh model are regarded as accurate. based, element based and stiffener based systems.
Within the coarse model, deformations at web frames and
bulkheads are usually accurate, whereas deformations in the C 500 Material models and properties
middle of a stiffener span (with fewer elements) are not suffi- 501 Several different material properties may be used across
ciently accurate. a model, and plots should be made and checked to verify that
309 The sub-model mesh should be finer than that the mesh the material is distributed correctly.
of the coarse model; for example a small bracket is normally 502 Drawings are often made by means of using units of mm
included in a local model, but not in the global model. to obtain appropriate values. When the model is transferred to
310 All main longitudinal and transverse geometries of the the FEM program, the dimensions are maintained. In this case
hull should be modelled. Structural components not contribut- care should be taken in setting the material properties and loads
ing to the global strength of the lifeboat may be disregarded in correctly, as kg-mm-N-s is not a consistent set of units. It is
the global model. The mass of disregarded elements shall be advisable to use SI-units (kg-m-N-s).
included in the model.
503 The material model used is usually a model for isotropic
311 Structural components not contributing to the global material, i.e. the same properties prevail in all directions. Note,
stiffness can lead to local or global stress concentrations and it however, that for composite materials an orthotropic material
should be checked that omission of these parts does not lead to model has to be used to reflect the different material properties
nonconservative results. Similarly, the omission of minor in the different directions. For this model, material properties
structures may be acceptable provided that such omission does are defined for three orthogonal directions. By definition of
not significantly change the deformation of the structure or this material, the choice of coordinate system for the elements
give nonconservative results, i.e. too low stress. has to be made carefully.
312 Continuous stiffeners should be included using any of 504 Composite material, elastic constants: each laminate
the following options: shall be described with the suitable set of elastic constants.
— lumping of stiffeners to the nearest mesh line 505 Sandwich structures: core materials are generally ortho-
— inclusion of stiffeners in layered elements (sandwich ele- tropic and are described by more than two elastic constants.
ments), using 6- and 8-node shell elements for triangular However, most FEM codes can only describe isotropic core
and quadrilateral elements respectively materials. If the elements applied in the FEM analysis do not
— inclusion of stiffeners as material properties (anisotropic allow values for all three parameters to be specified, one
material properties). should generally use the measured values for G and ν, and let
the E value be calculated by the program. In that case the shear
313 Joints should be modelled carefully. Joints may have response of the core will be described accurately. However, in
less stiffness than inherited in a simple model, which may lead particular applications, in which core shear effects are negligi-
to incorrect predictions of global model stiffness. Individual ble and axial stresses/strains are crucial, correct E values must
modelling of joints is usually not appropriate unless the joint be applied.
resistance should be included in a nonlinear analysis. — Brackets can normally be omitted in a global analysis.
— Sandwich structured composites: can be made using shell ele-
ments for the laminated skins and solid elements for the core. One example of suitable element mesh with suitable element
— Girders and stiffeners can be modelled using beam elements. sizes is shown in Figure 4.
812 The aspect ratio is the ratio between the side lengths of adjacent elements.
the element. The aspect ratio should ideally be equal to 1, but
aspect ratios of up to 3 to 5 do usually not influence the results 814 The eccentricity of beam elements should be included. If
and are thus acceptable. the program does not support eccentricity of profiles, the mod-
elled bending properties of the beams should include the
813 Element shapes should be kept compact and regular to attached total plate flange.
perform optimally. Different element types have different sen-
sitivities to shape distortion. Element compatibility shall be 815 By applying composite material rather than steel, the
kept satisfactory to avoid locally poor results, such as artificial structural ability to redistribute the stresses becomes signifi-
discontinuities. Mesh should be graded rather than piecewise cantly reduced; hence the attention to the details and the needs
uniform, thereby avoiding great discrepancy in size between for a finer mesh must be enhanced.
Figure 4
Global finite element model of lifeboat (symmetric half of lifeboat)
C 900 Element quality for the quality of elements can be used; however, the most
901 The results achieved by a certain type and number of ele- commonly used are aspect ratio and element warping.
ments depend on the quality of the elements. Several measures 902 Element warping is the term used for nonflatness or
twist of the elements. Even a slight warping of the elements Guidance note:
may influence the results significantly. Some of the difficulties associated with ill-conditioning, locking
903 Most available FEM programs can perform checks of and instability can be detected by error tests in the coding, such
the element quality, and they may even try to improve the ele- as a test for the condition number of the structure stiffness matrix
or a test for diagonal decay during equation solving. Such tests
ment quality by redistribution of the nodes. are usually made posteriorly rather than priorly.
904 The quality of the elements should always be checked
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
for an automatically generated mesh, in particular, for the
internal nodes and elements. It is usually possible to generate
good quality elements for a manually generated mesh. C 1000 Boundary conditions
905 With regard to automatically generated high-order ele- 1001 The boundary conditions applied to the model should
ments, care should be taken to check that the nodes on the ele- be as realistic as possible. This may require that the FEM
ment sides are placed on the surface of the model and not just model becomes extended to include element models of struc-
on the linear connection between the corner nodes. This prob- tural parts other than the particular one to be investigated. One
lem often arises when linear elements are used in the initial cal- situation where this comes about is when the true supports of a
culations, and the elements are then changed into higher-order considered structure have stiffness properties which cannot be
elements for a final calculation. well-defined unless they are modelled by means of elements
906 Benchmark tests to check the element quality for differ- that are included in the FEM model.
ent element distributions and load cases are given by When such an extended FEM model is adopted, deviations
NAFEMS. These tests deal with beam, shell and solid ele- from the true stiffness at the boundary of the structural part in
ments, as well as static and dynamic loads. question may then become minor only. As a consequence of
907 The following requirements should be satisfied in order this, the nonrealistic effects due to inadequately modelled
to avoid ill-conditioning, locking and instability: boundary conditions, become transferred further away to the
neighbouring structural parts or sub-parts, which are now rep-
— a stiff element shall not be supported by a flexible element, resented by elements in the extended FEM model.
but rigid-body constraints should be imposed on the stiff
element 1002 The boundary conditions for the global structural
— for plane strain and solid problems, the analyst shall not let model should reflect simple supports that will avoid built-in
the Poisson’s ratio approach 0.5, unless a special formula- stresses. A three-two-one fixation, as shown in Figure 5, can be
tion is used applied. Other boundary conditions may be used if desirable.
— 3-D elements, Mindlin plate or shell elements shall not be The fixation points should be located away from areas of inter-
allowed to be extremely thin est, as the loads transferred from the hydrodynamic load anal-
— the analyst shall not use reduced integration rule without ysis otherwise may lead to imbalance in the model. Fixation
being aware of possible mechanisms (e.g. “hourglass points are often applied at the centreline close to the aft and the
nodes”). forward ends of the vessel.
Figure 5
Example showing suggested boundary conditions
C 1100 Types of restraints ate value for the stiffness of such a stiff spring may be approx-
imately 106 times the largest stiffness of the model.
1101 The types of restraints normally used are constrained or
free displacements/rotations or supporting springs. Other types 1103 As the program must first identify whether the dis-
of restraints may be a fixed non-zero displacement or rotation placement has to be constrained or free, the contact boundary
or a so-called contact, i.e. the displacement is restrained in one condition requires a nonlinear calculation.
direction but not in the opposite direction. 1104 Support conditions shall be treated with care. Appar-
1102 The way a FEM program handles the fixed boundary ently minor changes in support can substantially affect results.
condition may vary from one program to another. One In FE models, supports are typically idealized as completely
approach is to remove the actual degree of freedom from the rigid, or as ideally hinged, whereas actual supports often lie
model; another is to apply a spring with a large stiffness at the somewhere in between. In-plane restraints shall also be care-
actual degree of freedom. The latter approach may lead to sin- fully treated.
gularities if the stiffness of the spring is much larger than the
stiffness of the element model. Evidently, the stiffness can be C 1200 Symmetry and antimetry
too small, which may also result in singularities. An appropri- 1201 Other types of boundary conditions are symmetric and
antimetric conditions, which may be applied if the model and D 400 Material
the loads possess some kind of symmetry. Taking such sym- 401 Several different materials can be used in the same FEM
metry into account may reduce the size of the FEM model sig- model. Some of these may be fictitious. This should be
nificantly. checked on the basis of plots showing which material is
1202 The two types of symmetry that are most frequently assigned to each element, and by listing the material proper-
used are planar and rotational symmetries. The boundary con- ties. Here, care should be taken to check that the material prop-
ditions for these types of symmetry can normally be defined in erties are given according to a consistent set of units.
an easy manner in most FEM programs by using appropriate 402 Plots should be made and checked in order to verify that
coordinate systems. material properties, material types and plate thicknesses are
1203 The loads for a symmetric model may be a combination distributed correctly.
of a symmetric and an antimetric load. This can be considered
by calculating the response from the symmetric loads for a D 500 Element type
model with symmetric boundary conditions, and adding the 501 Several different element types can be used, and here
response from the antimetric loads for a model with antimetric plots and listing of the element types should also be presented.
boundary conditions.
D 600 Local coordinate system
1204 If both model and loads have rotational symmetry, a
sectional model is sufficient for calculating the response. 601 With regard to beam and composite elements, the local
coordinate systems should be checked, preferably, by plotting
1205 Some FEM programs offer the possibility to calculate the element coordinate systems.
the response of a model with rotational symmetry by a sec-
tional model, even if the load is not rotational-symmetric, as 602 Verification whether the many different relevant co-
the program can model the load in terms of Fourier series. ordinate systems have been applied correctly shall be consid-
ered.
C 1300 Loads
D 700 Loads and boundary conditions
1301 The loads applied for the FEM calculation are usually
structural loads, however, temperature loads may also be rele- 701 The loads and boundary conditions should be plotted to
vant. check the directions of these, and the actual numbers should be
checked from listings. To be able to check the correspondence
1302 Structural loads consist of nodal forces and moments between plots and listings, documentation of node/element
and of surface pressure. Nodal forces and moments are easily numbers and coordinates may be required.
applied, but may result in unrealistic results locally. This is due
to the fact that no true loads act in a single point. Thus, appli- D 800 Reactions
cation of loads as pressure loads will in most cases form the 801 The reaction forces and moments are normally calcu-
most realistic way of load application. lated by the FEM programs and should be properly checked.
As a minimum, it should be checked that the total reaction cor-
responds with the applied loads. This is especially relevant
when loads are applied to areas and volumes, and not merely
D. Documentation as discrete point loads. For some programs it is possible to plot
the nodal reactions, which can be very illustrative.
D 100 Model
802 A major reason for choosing a FEM analysis as the anal-
101 The results of a FEM analysis are normally documented ysis tool for a structure or structural part is that no simple cal-
by plots and printouts of selected extreme response values. culation can be applied for the purpose. This implies that there
However, as the structural FEM model used can be very com- is no simple way to check the results. Instead checks can be
plex, it is important also to document the model itself. Even carried out to make probable that the results from the FEM
minor deviations from the intention may give results that do analysis are correct.
not reflect reality properly.
102 The input for a FEM model must be documented thor- D 900 Mesh refinement
oughly by relevant printouts and plots. The printed data should 901 The simplest way of establishing whether the present
preferably be stored or supplied as files on a CD-ROM model or mesh is dense enough is to re-mesh the model with a
103 The results of a FEM analysis can be documented by a more dense mesh, and then calculate the differences between
large number of plots and printouts, which can make it an over- analysis results from use of the two meshes. As several meshes
whelming task to find out what has actually been calculated may have to be created and tried out, this procedure can, how-
and how the calculations have been carried out. ever, be very time-consuming. Moreover, as modelling simpli-
fication can induce unrealistic behaviour locally, this
104 The documentation for the analysis should clearly docu- procedure may in some cases also result in too dense meshes.
ment which model is considered, and the relevant results Instead, an indication of whether the model or mesh is suffi-
should be documented by plots and printouts. cient would be preferable.
105 The model aspects listed in 200 through 700 can and 902 Need for mesh refinement is usually indicated by visual
should be checked prior to execution of the FEM analysis. inspection of stress discontinuities in the stress bands. Analo-
gous numerical indices are also coded.
D 200 Geometry control
201 A verification of the geometric model by a check of the D 1000 Results
dimensions is an important and often rather simple task. This 1001 Initially, the results should be checked to see if they
simple check may reveal if numbers have unintentionally been appear to be realistic. A simple check is made on the basis of
entered in an incorrect manner. an evaluation of the deflection of the component, which
should, naturally, reflect the load and boundary conditions
D 300 Mass – volume – centre of gravity applied as well as the stiffness of the component. Also, the
301 The mass and volume of the model should always be stresses on a free surface should be zero.
checked. Similarly, the centre of gravity should correspond 1002 Most commercial FEM programs have some means for
with the expected value. calculation of error estimates. Such estimates can be defined in
several ways. One of the most commonly used estimates is an should be possible to plot each component separately to eval-
estimate of the error in the stress. The estimated ‘correct’ stress uate the calculated stress distribution.
is found by interpolating the stresses by the same interpolation 1007 The principal stresses should be plotted with an indica-
functions as are used for displacements in defining the element tion of the direction of the stress component, and these direc-
stiffness properties. tions should be evaluated in relation to the expected
Another way of getting an indication of stress errors is given distribution.
by means of comparison of the nodal stresses calculated at a
node for each of the elements that are connected to that node. 1008 As for the evaluation of the resulting stresses, also the
Large variations indicate that the mesh should be denser. components of the resulting strains and the principal strain
should be plotted in an evaluation of the results from the anal-
1003 If the results of the analysis are established as linear ysis.
combinations of the results from single load cases, the load
combination factors used should be clearly stated. 1009 Computed results shall be checked for self-consistency
and compared with, for example, approximate analytical
1004 The global deflection of the structure should be plotted results, experimental data, textbook and handbook cases, pre-
with appropriately scaled deflections. For further evaluation, ceding numerical analysis of similar problems and results pre-
deflection components could be plotted as contour plots to see dicted for the same problem by another program. If
the absolute deflections. disagreements appear, then the reason for the discrepancy shall
For models with rotational symmetry, a plot of the deflection be sought, and the amount of disagreement adequately clari-
relative to a polar coordinate system may be more relevant for fied.
evaluation of the results. 1010 Analysis results shall be presented in a clear and con-
1005 Stresses and strains may be evaluated in nodal points or cise way using appropriate post-processing options. The use of
Gauss points. Gauss point evaluation is generally most accu- graphics is highly recommended, i.e. contour plots, (amplified)
rate, in particular for layered composites, in which the distribu- displacement plots, time histories, stress and strain distribu-
tion of stresses is discontinuous, and should therefore be tions etc.
applied when possible. 1011 The results shall be documented in a way to help the
Guidance note: designer in assessing the adequacy of the structure, identifying
The analyst should beware that Gauss point results are calculated weaknesses and ways of correcting them and, where desired,
in local (element or ply based) coordinates and must be trans- optimizing the structure.
formed (which is automatically performed in most FE codes) in
order to represent global results. Thus, Gauss point evaluation is 1012 FEM analysis results shall be verified by comparing
more time-consuming than nodal point calculations. against relevant analytical results, experimental data and/or
results from previous similar analysis.
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1013 Results shall be checked against the objectives of the
1006 All components of the stresses are calculated, and it analysis.