Rules for the Classification of

Steel Ships

PART B – Hull and Stability

Chapters 5 – 6 – 7 – 8

NR 467.B2 DT R06 E January 2013

Marine Division
92571 Neuilly-sur-Seine Cedex- France
Tel: + 33 (0)1 55 24 70 00 - Fax: + 33 (0)1 55 24 70 25
Marine Website: http://www.veristar.com
Email: veristarinfo@bureauveritas.com
© 2013 Bureau Veritas - All rights reserved

ARTICLE 1
1.1. - BUREAU VERITAS is a Society the purpose of whose Marine Division (the "Society") is the classi-
fication (" Classification ") of any ship or vessel or structure of any type or part of it or system therein col-
lectively hereinafter referred to as a "Unit" whether linked to shore, river bed or sea bed or not, whether
operated or located at sea or in inland waters or partly on land, including submarines, hovercrafts, drilling
rigs, offshore installations of any type and of any purpose, their related and ancillary equipment, subsea
or not, such as well head and pipelines, mooring legs and mooring points or otherwise as decided by the
Society.
The Society:
• prepares and publishes Rules for classification, Guidance Notes and other documents (“Rules”);
• issues Certificates, Attestations and Reports following its interventions (“Certificates”);
• publishes Registers.
1.2. - The Society also participates in the application of National and International Regulations or Stand-
ards, in particular by delegation from different Governments. Those activities are hereafter collectively re-
ferred to as " Certification ".
1.3. - The Society can also provide services related to Classification and Certification such as ship and
company safety management certification; ship and port security certification, training activities; all activi-
ties and duties incidental thereto such as documentation on any supporting means, software, instrumen-
tation, measurements, tests and trials on board.
1.4. - The interventions mentioned in 1.1., 1.2. and 1.3. are referred to as " Services ". The party and/or its
representative requesting the services is hereinafter referred to as the " Client ". The Services are pre-
pared and carried out on the assumption that the Clients are aware of the International Maritime
and/or Offshore Industry (the "Industry") practices.
1.5. - The Society is neither and may not be considered as an Underwriter, Broker in ship's sale or char-
tering, Expert in Unit's valuation, Consulting Engineer, Controller, Naval Architect, Manufacturer, Ship-
builder, Repair yard, Charterer or Shipowner who are not relieved of any of their expressed or implied
obligations by the interventions of the Society.
ARTICLE 2
2.1. - Classification is the appraisement given by the Society for its Client, at a certain date, following sur-
veys by its Surveyors along the lines specified in Articles 3 and 4 hereafter on the level of compliance of
a Unit to its Rules or part of them. This appraisement is represented by a class entered on the Certificates
and periodically transcribed in the Society's Register.
2.2. - Certification is carried out by the Society along the same lines as set out in Articles 3 and 4 hereafter
and with reference to the applicable National and International Regulations or Standards.
2.3. - It is incumbent upon the Client to maintain the condition of the Unit after surveys, to present
the Unit for surveys and to inform the Society without delay of circumstances which may affect the
given appraisement or cause to modify its scope.
2.4. - The Client is to give to the Society all access and information necessary for the safe and efficient
performance of the requested Services. The Client is the sole responsible for the conditions of presenta-
tion of the Unit for tests, trials and surveys and the conditions under which tests and trials are carried out.
ARTICLE 3
3.1. - The Rules, procedures and instructions of the Society take into account at the date of their
preparation the state of currently available and proven technical knowledge of the Industry. They
are not a standard or a code of construction neither a guide for maintenance, a safety handbook
or a guide of professional practices, all of which are assumed to be known in detail and carefully
followed at all times by the Client.
Committees consisting of personalities from the Industry contribute to the development of those docu-
ments.
3.2. - The Society only is qualified to apply its Rules and to interpret them. Any reference to them
has no effect unless it involves the Society's intervention.
3.3. - The Services of the Society are carried out by professional Surveyors according to the applicable
Rules and to the Code of Ethics of the Society. Surveyors have authority to decide locally on matters re-
lated to classification and certification of the Units, unless the Rules provide otherwise.
3.4. - The operations of the Society in providing its Services are exclusively conducted by way of
random inspections and do not in any circumstances involve monitoring or exhaustive verifica-
tion.
ARTICLE 4
4.1. - The Society, acting by reference to its Rules:
• reviews the construction arrangements of the Units as shown on the documents presented by the Cli-
ent;
• conducts surveys at the place of their construction;
• classes Units and enters their class in its Register;
• surveys periodically the Units in service to note that the requirements for the maintenance of class are
met.
The Client is to inform the Society without delay of circumstances which may cause the date or the
extent of the surveys to be changed.
ARTICLE 5
5.1. - The Society acts as a provider of services. This cannot be construed as an obligation bearing
on the Society to obtain a result or as a warranty.
5.2. - The certificates issued by the Society pursuant to 5.1. here above are a statement on the level
of compliance of the Unit to its Rules or to the documents of reference for the Services provided
for.
In particular, the Society does not engage in any work relating to the design, building, production
or repair checks, neither in the operation of the Units or in their trade, neither in any advisory serv-
ices, and cannot be held liable on those accounts. Its certificates cannot be construed as an im-
plied or express warranty of safety, fitness for the purpose, seaworthiness of the Unit or of its value
for sale, insurance or chartering.
5.3. - The Society does not declare the acceptance or commissioning of a Unit, nor of its construc-
tion in conformity with its design, that being the exclusive responsibility of its owner or builder,
respectively.
MARINE DIVISION
GENERAL CONDITIONS
5.4. - The Services of the Society cannot create any obligation bearing on the Society or constitute any
warranty of proper operation, beyond any representation set forth in the Rules, of any Unit, equipment or
machinery, computer software of any sort or other comparable concepts that has been subject to any sur-
vey by the Society.
ARTICLE 6
6.1. - The Society accepts no responsibility for the use of information related to its Services which was not
provided for the purpose by the Society or with its assistance.
6.2. - If the Services of the Society cause to the Client a damage which is proved to be the direct
and reasonably foreseeable consequence of an error or omission of the Society, its liability to-
wards the Client is limited to ten times the amount of fee paid for the Service having caused the
damage, provided however that this limit shall be subject to a minimum of eight thousand (8,000)
Euro, and to a maximum which is the greater of eight hundred thousand (800,000) Euro and one
and a half times the above mentioned fee.
The Society bears no liability for indirect or consequential loss such as e.g. loss of revenue, loss
of profit, loss of production, loss relative to other contracts and indemnities for termination of oth-
er agreements.
6.3. - All claims are to be presented to the Society in writing within three months of the date when the Serv-
ices were supplied or (if later) the date when the events which are relied on of were first known to the Client,
and any claim which is not so presented shall be deemed waived and absolutely barred. Time is to be in-
terrupted thereafter with the same periodicity.
ARTICLE 7
7.1. - Requests for Services are to be in writing.
7.2. - Either the Client or the Society can terminate as of right the requested Services after giving
the other party thirty days' written notice, for convenience, and without prejudice to the provisions
in Article 8 hereunder.
7.3. - The class granted to the concerned Units and the previously issued certificates remain valid until the
date of effect of the notice issued according to 7.2. here above subject to compliance with 2.3. here above
and Article 8 hereunder.
7.4. - The contract for classification and/or certification of a Unit cannot be transferred neither assigned.
ARTICLE 8
8.1. - The Services of the Society, whether completed or not, involve, for the part carried out, the payment
of fee upon receipt of the invoice and the reimbursement of the expenses incurred.
8.2. Overdue amounts are increased as of right by interest in accordance with the applicable leg-
islation.
8.3. - The class of a Unit may be suspended in the event of non-payment of fee after a first unfruitful
notification to pay.
ARTICLE 9
9.1. - The documents and data provided to or prepared by the Society for its Services, and the information
available to the Society, are treated as confidential. However:
• clients have access to the data they have provided to the Society and, during the period of classifica-
tion of the Unit for them, to the classification file consisting of survey reports and certificates which
have been prepared at any time by the Society for the classification of the Unit;
• copy of the documents made available for the classification of the Unit and of available survey reports
can be handed over to another Classification Society, where appropriate, in case of the Unit's transfer
of class;
• the data relative to the evolution of the Register, to the class suspension and to the survey status of the
Units, as well as general technical information related to hull and equipment damages, are passed on
to IACS (International Association of Classification Societies) according to the association working
rules;
• the certificates, documents and information relative to the Units classed with the Society may be
reviewed during certificating bodies audits and are disclosed upon order of the concerned governmen-
tal or inter-governmental authorities or of a Court having jurisdiction.
The documents and data are subject to a file management plan.
ARTICLE 10
10.1. - Any delay or shortcoming in the performance of its Services by the Society arising from an event
not reasonably foreseeable by or beyond the control of the Society shall be deemed not to be a breach of
contract.
ARTICLE 11
11.1. - In case of diverging opinions during surveys between the Client and the Society's surveyor, the So-
ciety may designate another of its surveyors at the request of the Client.
11.2. - Disagreements of a technical nature between the Client and the Society can be submitted by the
Society to the advice of its Marine Advisory Committee.
ARTICLE 12
12.1. - Disputes over the Services carried out by delegation of Governments are assessed within the
framework of the applicable agreements with the States, international Conventions and national rules.
12.2. - Disputes arising out of the payment of the Society's invoices by the Client are submitted to the Court
of Nanterre, France.
12.3. - Other disputes over the present General Conditions or over the Services of the Society are
exclusively submitted to arbitration, by three arbitrators, in London according to the Arbitration
Act 1996 or any statutory modification or re-enactment thereof. The contract between the Society
and the Client shall be governed by English law.
ARTICLE 13
13.1. - These General Conditions constitute the sole contractual obligations binding together the
Society and the Client, to the exclusion of all other representation, statements, terms, conditions
whether express or implied. They may be varied in writing by mutual agreement.
13.2. - The invalidity of one or more stipulations of the present General Conditions does not affect the va-
lidity of the remaining provisions.
13.3. - The definitions herein take precedence over any definitions serving the same purpose which may
appear in other documents issued by the Society.
BV Mod. Ad. ME 545 k - 17 December 2008
 RULES FOR THE CLASSIFICATION OF SHIPS

Part B
Hull and Stability

Chapters 1 2 3 4 5 6 7 8 9 10 11 12

Chapter 1 GENERAL
Chapter 2 GENERAL ARRANGEMENT DESIGN
Chapter 3 STABILITY
Chapter 4 STRUCTURE DESIGN PRINCIPLES
Chapter 5 DESIGN LOADS
Chapter 6 HULL GIRDER STRENGTH
Chapter 7 HULL SCANTLINGS
Chapter 8 SHIPS LESS THAN 65 M IN LENGTH
Chapter 9 OTHER STRUCTURES
Chapter 10 HULL OUTFITTING
Chapter 11 CORROSION PROTECTION AND LOADING INFORMATION
Chapter 12 CONSTRUCTION AND TESTING

January 2013
 The English wording of these rules take precedence over editions in
other languages.

Unless otherwise specified, these rules apply to ships for which contracts are
signed after January 1st, 2013. The Society may refer to the contents hereof
before January 1st, 2013, as and when deemed necessary or appropriate.

2 Bureau Veritas January 2013

C HAPTER 5
D ESIGN L OADS

Section 1 General
1 Definitions 19
1.1 Still water loads
1.2 Wave loads
1.3 Dynamic loads
1.4 Local loads
1.5 Hull girder loads
1.6 Loading condition
1.7 Load case
2 Application criteria 19
2.1 Fields of application
2.2 Hull girder loads
2.3 Local loads
2.4 Load definition criteria to be adopted in structural analyses based on plate or
isolated beam structural models
2.5 Load definition criteria to be adopted in structural analyses based on three
dimensional structural models
2.6 Navigation coefficients

Section 2 Hull Girder Loads

1 General 22
1.1 Application
1.2 Sign conventions of vertical bending moments and shear forces
2 Still water loads 22
2.1 General
2.2 Still water bending moments
2.3 Still water shear force
3 Wave loads 24
3.1 Vertical wave bending moments
3.2 Horizontal wave bending moment
3.3 Wave torque
3.4 Vertical wave shear force
4 Dynamic loads due to bow flare impact 25
4.1 Application
4.2 Increase in sagging wave bending moment

Section 3 Ship Motions and Accelerations

1 General 27
1.1

January 2013 Bureau Veritas 3

 2 Ship absolute motions and accelerations 27
2.1 Surge
2.2 Sway
2.3 Heave
2.4 Roll
2.5 Pitch
2.6 Yaw
3 Ship relative motions and accelerations 28
3.1 Definitions
3.2 Ship conditions
3.3 Ship relative motions
3.4 Accelerations

Section 4 Load Cases

1 General 30
1.1 Load cases for structural analyses based on partial ship models
1.2 Load cases for structural analyses based on complete ship models
2 Load cases 30
2.1 Upright ship conditions (load cases “a” and “b”)
2.2 Inclined ship conditions (load cases “c” and “d”)
2.3 Summary of load cases

Section 5 Sea Pressures

1 Still water pressure 33
1.1 Pressure on sides and bottom
1.2 Pressure on exposed decks
2 Wave pressure 33
2.1 Upright ship conditions (load cases “a” and “b”)
2.2 Inclined ship conditions (load cases “c” and “d”)

Section 6 Internal Pressures and Forces

1 Liquids 36
1.1 Watertight bulkheads
1.2 Swash bulkheads
2 Partly filled tanks intended for the carriage of liquid cargoes or ballast 38
2.1 Application
2.2 Evaluation of the risk of resonance
2.3 Still water pressure
2.4 Dynamic sloshing pressure
2.5 Dynamic impact pressure
3 Dry bulk cargoes 41
3.1 Still water and inertial pressures

4 Bureau Veritas January 2013

 4 Dry uniform cargoes 43
4.1 Still water and inertial pressures
5 Dry unit cargoes 43
5.1 Still water and inertial forces
6 Wheeled cargoes 43
6.1 Still water and inertial forces
7 Accommodation 44
7.1 Still water and inertial pressures
8 Machinery 44
8.1 Still water and inertial pressures
9 Flooding 44
9.1 Still water and inertial pressures
10 Testing 45
10.1 Still water pressures

Appendix 1 Inertial Pressure for Typical Tank Arrangement

1 Liquid cargoes and ballast - Inertial pressure 46
1.1 Introduction
1.2 Formulae for the inertial pressure calculation

January 2013 Bureau Veritas 5

C HAPTER 6
H ULL G IRDER S TRENGTH

Section 1 Strength Characteristics of the Hull Girder Transverse Sections

1 Application 51
1.1
2 Calculation of the strength characteristics of
hull girder transverse sections 51
2.1 Hull girder transverse sections
2.2 Strength deck
2.3 Section modulus
2.4 Moments of inertia
2.5 First moment
2.6 Structural models for the calculation of normal warping stresses and shear
stresses

Section 2 Yielding Checks

1 Application 54
1.1
2 Hull girder stresses 54
2.1 Normal stresses induced by vertical bending moments
2.2 Normal stresses induced by torque and bending moments
2.3 Shear stresses
2.4 Simplified calculation of shear stresses induced by vertical shear forces
3 Checking criteria 58
3.1 Normal stresses induced by vertical bending moments
3.2 Shear stresses
3.3 Buckling check
4 Section modulus and moment of inertia 58
4.1 General
4.2 Section modulus within 0,4L amidships
4.3 Section modulus outside 0,4L amidships
4.4 Midship section moment of inertia
4.5 Extent of higher strength steel
5 Permissible still water bending moment and
shear force during navigation 59
5.1 Permissible still water bending moment
5.2 Permissible still water shear force
6 Permissible still water bending moment and shear force in
harbour conditions 60
6.1 Permissible still water bending moment
6.2 Permissible shear force

6 Bureau Veritas January 2013

 Section 3 Ultimate Strength Check
1 Application 61
1.1
2 General 61
2.1 Net scantlings
2.2 Partial safety factors
3 Hull girder ultimate strength check 61
3.1 Hull girder loads
3.2 Hull girder ultimate bending moment capacities
3.3 Checking criteria

Appendix 1 Hull Girder Ultimate Strength

1 Hull girder ultimate strength check 63
1.1 Introduction
1.2 Criteria for the calculation of the curve M-χ
1.3 Load-end shortening curves σ-ε

January 2013 Bureau Veritas 7

C HAPTER 7
H ULL S CANTLINGS

Section 1 Plating
1 General 71
1.1 Net thicknesses
1.2 Partial safety factors
1.3 Elementary plate panel
1.4 Load point
2 General requirements 72
2.1 General
2.2 Minimum net thicknesses
2.3 Bilge plating
2.4 Inner bottom of cargo holds intended to carry dry cargo
2.5 Sheerstrake
2.6 Stringer plate
2.7 Deck plating protected by wood sheathing or deck composition
2.8 Corrugated bulkhead
3 Strength check of plating subjected to lateral pressure 73
3.1 General
3.2 Load model
3.3 Longitudinally framed plating contributing to the
hull girder longitudinal strength
3.4 Transversely framed plating contributing to the hull girder longitudinal strength
3.5 Plating not contributing to the hull girder longitudinal strength
4 Strength check of plating subjected to wheeled loads 76
4.1 General
4.2 Load model
4.3 Plating
5 Buckling check 77
5.1 General
5.2 Load model
5.3 Critical stresses
5.4 Checking criteria

Section 2 Ordinary Stiffeners

1 General 82
1.1 Net scantlings
1.2 Partial safety factors
1.3 Load point
1.4 Net dimensions of ordinary stiffeners
2 General requirements 84
2.1 General
2.2 Minimum net thicknesses
2.3 Struts connecting ordinary stiffeners
2.4 Corrugated bulkhead
2.5 Deck ordinary stiffeners in way of launching appliances used for
survival craft or rescue boat

8 Bureau Veritas January 2013

 3 Yielding check 84
3.1 General
3.2 Structural model
3.3 Load model
3.4 Normal and shear stresses due to lateral pressure in intact conditions
3.5 Normal and shear stresses due to wheeled loads
3.6 Checking criteria
3.7 Net section modulus and net shear sectional area of ordinary stiffeners,
complying with the checking criteria
3.8 Net section modulus and net shear sectional area of ordinary stiffeners
subjected to lateral pressure in flooding conditions
3.9 Net section modulus and net shear sectional area of ordinary stiffeners
subjected to lateral pressure in testing conditions
4 Buckling check 90
4.1 Width of attached plating
4.2 Load model
4.3 Critical stress
4.4 Checking criteria
5 Ultimate strength check of ordinary stiffeners contributing to
the hull girder longitudinal strength 93
5.1 Application
5.2 Width of attached plating
5.3 Load model
5.4 Ultimate strength stress
5.5 Checking criteria

Section 3 Primary Supporting Members

1 General 95
1.1 Application
1.2 Analysis documentation
1.3 Net scantlings
1.4 Partial safety factors
2 General requirements 97
2.1 Minimum thicknesses
2.2 Deck primary members in way of launching appliances used for survival craft
or rescue boat
3 Yielding check of primary supporting members analysed through an
isolated beam structural model 98
3.1 General
3.2 Bracket arrangement
3.3 Load point
3.4 Load model
3.5 Normal and shear stresses due to lateral pressure in intact conditions
3.6 Checking criteria
3.7 Net section modulus and net sectional shear area complying with the checking
criteria
3.8 Net section modulus and net shear sectional area of primary supporting
members subjected to lateral pressure in flooding conditions

January 2013 Bureau Veritas 9

 4 Yielding check of primary supporting members analysed through a
three dimensional structural model 102
4.1 General
4.2 Analysis criteria
4.3 Checking criteria
5 Yielding check of primary supporting members analysed through a
complete ship structural model 103
5.1 General
5.2 Analysis criteria
5.3 Checking criteria
6 Buckling check 104
6.1 Local buckling of plate panels
6.2 Buckling of pillars subjected to compression axial load
6.3 Buckling of pillars subjected to compression axial load and bending moments

Section 4 Fatigue Check of Structural Details

1 General 107
1.1 Application
1.2 Net scantlings
1.3 Sign conventions
1.4 Definitions
1.5 Partial safety factors
2 Load model 108
2.1 General
2.2 Local lateral pressures
2.3 Nominal hull girder normal stresses
3 Fatigue damage ratio 111
3.1 General
4 Stress range 113
4.1 General
4.2 Hot spot stress range
4.3 Notch stress range
5 Checking criteria 116
5.1 Damage ratio
6 Structural details located at ends of ordinary stiffeners 116
6.1 General
6.2 Determination of elementary hot spot stress range

Appendix 1 Analyses Based on Three Dimensional Models

1 General 117
1.1 Application

10 Bureau Veritas January 2013

 2 Analysis criteria 118
2.1 General
2.2 Finite element model analyses
2.3 Beam model analyses
2.4 Structural detail analysis
3 Primary supporting members structural modelling 118
3.1 Model construction
3.2 Model extension
3.3 Finite element modelling criteria
3.4 Finite element models
3.5 Beam models
3.6 Boundary conditions of the whole three dimensional model
4 Primary supporting members load model 121
4.1 General
4.2 Local loads
4.3 Hull girder loads
4.4 Additional requirements for the load assignment to beam models
5 Stress calculation 124
5.1 Analyses based on finite element models
5.2 Analyses based on beam models
6 Buckling assessment based on fine mesh element model 125
6.1 Buckling panel properties
6.2 Reference stresses
6.3 Checking criteria
7 Fatigue analysis 126
7.1 Elementary hot spot stress range calculation
7.2 Hot spot stresses directly obtained through finite element analyses
7.3 Hot spot stresses obtained through the calculation of nominal stresses

Appendix 2 Analyses of Primary Supporting Members Subjected to Wheeled

Loads
1 General 129
1.1 Scope
1.2 Application
1.3 Information required
1.4 Lashing of vehicles
2 Analysis criteria 129
2.1 Finite element model analyses
2.2 Beam model analyses
3 Primary supporting members structural modelling 130
3.1 Model construction
3.2 Model extension
3.3 Boundary conditions of the three dimensional model
4 Load model 131
4.1 General
4.2 Local loads
4.3 Hull girder loads

January 2013 Bureau Veritas 11

 5 Stress calculation 132
5.1 Stresses induced by local and hull girder loads
5.2 Analyses based on finite element models
5.3 Analyses based on beam models
6 Grillage analysis of primary supporting members of decks 132
6.1 Application
6.2 Analysis criteria
6.3 Boundary conditions
6.4 Load model
6.5 Stress calculation

Appendix 3 Analyses Based on Complete Ship Models

1 General 134
1.1 Application
2 Structural modelling 134
2.1 Model construction
2.2 Model extension
2.3 Finite element modelling criteria
2.4 Finite element models
2.5 Boundary conditions of the model
3 Load model 136
3.1 General
3.2 Procedure for the selection of design waves
3.3 Load cases
4 Stress calculation 140
4.1 Stress components

12 Bureau Veritas January 2013

C HAPTER 8
S HIPS L ESS T HAN 65 M IN L ENGTH

Section 1 General - Design Loads

1 General 143
1.1 Definitions
1.2 Application criteria
1.3 Local loads
1.4 Navigation coefficients
2 Ship motions and accelerations 144
2.1 General
2.2 Ship absolute motions and accelerations
2.3 Ship relative motion and accelerations
3 Sea pressures 145
3.1 Still water and wave pressures
4 Internal pressures and forces 146
4.1 Liquids
4.2 Dry bulk cargoes
4.3 Dry uniform cargoes
4.4 Dry unit cargoes
4.5 Wheeled cargoes
4.6 Accommodation
4.7 Machinery
4.8 Flooding
4.9 Testing

Section 2 Hull Girder Strength

1 Basic criteria 149
1.1 Hull girder transverse sections
1.2 Strength deck
1.3 Section modulus
2 Section modulus and moment of inertia 151
2.1 General
2.2 Section modulus
2.3 Midship section moment of inertia

Section 3 Plating
1 General 152
1.1 Net thicknesses
1.2 Partial safety factors
1.3 Elementary plate panel
1.4 Load point

January 2013 Bureau Veritas 13

 2 General requirements 152
2.1 General
2.2 Minimum net thicknesses
2.3 Bilge plating
2.4 Inner bottom of cargo holds intended to carry dry cargo
2.5 Sheerstrake
2.6 Stringer plate
2.7 Deck plating protected by wood sheathing or deck composition
2.8 Corrugated bulkhead
3 Strength check of plating subjected to lateral pressure 154
3.1 General
3.2 Load model
3.3 Longitudinally framed plating contributing to the hull girder longitudinal
strength
3.4 Transversely framed plating contributing to the hull girder longitudinal strength
3.5 Plating not contributing to the hull girder longitudinal strength
4 Strength check of plating subjected to wheeled loads 156
4.1 General
4.2 Load model
4.3 Plating

Section 4 Ordinary Stiffeners

1 General 158
1.1 Net scantlings
1.2 Partial safety factors
1.3 Load point
1.4 Net dimensions of ordinary stiffeners
2 General requirements 159
2.1 General
2.2 Minimum net thicknesses
2.3 Minimum section modulus of side vertical ordinary stiffeners
2.4 Struts connecting ordinary stiffeners
2.5 Corrugated bulkhead
2.6 Deck ordinary stiffeners in way of launching appliances used for survival craft
or rescue boat
3 Yielding check 160
3.1 General
3.2 Structural model
3.3 Load model
3.4 Net section modulus and net shear sectional area of ordinary stiffeners
subjected to lateral pressure in intact conditions
3.5 Net section modulus and net shear sectional area of ordinary stiffeners
subjected to wheeled loads
3.6 Net section modulus and net shear sectional area of ordinary stiffeners
subjected to lateral pressure in flooding conditions
3.7 Net section modulus and net shear sectional area of ordinary stiffeners
subjected to lateral pressure in testing conditions

14 Bureau Veritas January 2013

 Section 5 Primary Supporting Members
1 General 164
1.1 Application
1.2 Net scantlings
1.3 Partial safety factors
2 Minimum net thicknesses 165
2.1 General
2.2 Double bottom
2.3 Single bottom
3 Yielding check 165
3.1 General
3.2 Bracket arrangement
3.3 Load point
3.4 Load model
3.5 Net section modulus and net sectional shear area of primary supporting
members subjected to lateral pressure in intact conditions
3.6 Net section modulus and net shear
sectional area of primary supporting members subjected to lateral pressure in
flooding conditions
4 Buckling check 168
4.1 Buckling of pillars subjected to compression axial load

January 2013 Bureau Veritas 15

16 Bureau Veritas January 2013
 Part B
Hull and Stability

Chapter 5

DESIGN LOADS

SECTION 1 GENERAL

SECTION 2 HULL GIRDER LOADS

SECTION 3 SHIP MOTIONS AND ACCELERATIONS

SECTION 4 LOAD CASES

SECTION 5 SEA PRESSURES

SECTION 6 INTERNAL PRESSURES AND FORCES

APPENDIX 1 INERTIAL PRESSURE FOR TYPICAL TANK ARRANGEMENT

January 2013 Bureau Veritas 17

Symbols used in this Chapter
n, n1 : Navigation coefficients, defined in Pt B, Ch 5, T1 : Draught, in m, defined in Pt B, Ch 5, Sec 1,
Sec 1, [2.6], [2.4.3] or Pt B, Ch 5, Sec 1, [2.5.3], as the case
F : Froude’s number: may be,
F = 0,164 V / L0,5 g : Gravity acceleration, in m/s2:
V : Maximum ahead service speed, in knots, g = 9,81 m/s2,
x, y, z : X, Y and Z co-ordinates, in m, of the calculation
point with respect to the reference co-ordinate
system defined in Pt B, Ch 1, Sec 2, [4].

18 Bureau Veritas January 2013


SECTION 1 GENERAL
1 Definitions
1.1 Still water loads
1.1.1 Still water loads are those acting on the ship at rest in
calm water.
1.2 Wave loads
1.2.1 Wave loads are those due to wave pressures and ship
motions, which can be assumed to have the same wave
encounter period.
1.3 Dynamic loads
1.3.1 Dynamic loads are those that have a duration much
shorter than the period of the wave loads.
1.4 Local loads
1.4.1 Local loads are pressures and forces which are
directly applied to the individual structural members: plat-
ing panels, ordinary stiffeners and primary supporting mem-
bers.
• Still water local loads are constituted by the hydrostatic
external sea pressures and the static pressures and
forces induced by the weights carried in the ship spaces.
• Wave local loads are constituted by the external sea
pressures due to waves and the inertial pressures and
forces induced by the ship accelerations applied to the
weights carried in the ship spaces.
• Dynamic local loads are constituted by the impact and
sloshing pressures.
1.4.2 For the structures which constitute the boundary of
spaces not intended to carry liquids and which do not
belong to the outer shell, the still water and wave pressures
in flooding conditions are also to be considered.
1.5 Hull girder loads
1.5.1 Hull girder loads are (still water, wave and dynamic)
forces and moments which result as effects of local loads
acting on the ship as a whole and considered as a beam.
1.6 Loading condition
1.6.1 A loading condition is a distribution of weights car-
ried in the ship spaces arranged for their storage.
January 2013
Pt B, Ch 5, Sec 1
1.7 Load case
1.7.1 A load case is a state of the ship structures subjected
to a combination of hull girder and local loads.
2 Application criteria
2.1 Fields of application
2.1.1 General
The wave induced and dynamic loads defined in this Chap-
ter corresponds to an operating life of the ship equal to
20 years.
2.1.2 Requirements applicable to all types of ships
The still water, wave induced and dynamic loads defined in
this Chapter are to be used for the determination of the hull
girder strength and structural scantlings in the central part
(see Ch 1, Sec 1) of ships equal to or greater than 65 m in
length, according to the requirements in Part B, Chapter 6
and Part B, Chapter 7.
The design loads to be used for the determination of the hull
girder strength and structural scantlings in the central part
(see Ch 1, Sec 1) of ships less than 65 m in length are speci-
fied in Part B, Chapter 8.
2.1.3 Requirements applicable to specific ship types
The design loads applicable to specific ship types are to be
defined in accordance with the requirements in Part D.
2.1.4 Load direct calculation
As an alternative to the formulae in Ch 5, Sec 2 and Ch 5,
Sec 3, the Society may accept the values of wave induced
loads and dynamic loads derived from direct calculations,
when justified on the basis of the ship’s characteristics and
intended service. The calculations are to be submitted to
the Society for approval.
2.2 Hull girder loads
2.2.1 The still water, wave and dynamic hull girder loads to
be used for the determination of:
• the hull girder strength, according to the requirements
of Part B, Chapter 6, and
• the structural scantling of plating, ordinary stiffeners and
primary supporting members contributing to the hull
girder strength, in combination with the local loads
given in Ch 5, Sec 5 and Ch 5, Sec 6, according to the
requirements in Part B, Chapter 7,
are specified in Ch 5, Sec 2.
Bureau Veritas 19
Pt B, Ch 5, Sec 1
2.3 Local loads
2.3.1 Load cases
The local loads defined in [1.4] are to be calculated in each
of the mutually exclusive load cases described in Ch 5, Sec 4.
Dynamic loads are to be taken into account and calculated
according to the criteria specified in Ch 5, Sec 5 and Ch 5,
Sec 6.
2.3.2 Ship motions and accelerations
The wave local loads are to be calculated on the basis of the
reference values of ship motions and accelerations specified
in Ch 5, Sec 3.
2.3.3 Calculation and application of local loads
The criteria for calculating:
• still water local loads
• wave local loads on the basis of the reference values of
ship motions and accelerations
are specified in Ch 5, Sec 5 for sea pressures and in Ch 5,
Sec 6 for internal pressures and forces.
2.3.4 Flooding conditions
The still water and wave pressures in flooding conditions
are specified in Ch 5, Sec 6, [9]. The pressures in flooding
conditions applicable to specific ship types are to be
defined in accordance with the requirements in Part D.
2.4 Load definition criteria to be adopted in
structural analyses based on plate or
isolated beam structural models
2.4.1 Application
The requirements of this sub-article apply for the definition
of local loads to be used in the scantling checks of:
• plating, according to Ch 7, Sec 1
• ordinary stiffeners, according to Ch 7, Sec 2
• primary supporting members for which a three dimen-
sional structural model is not required, according to Ch
7, Sec 3, [3].
2.4.2 Cargo and ballast distributions
When calculating the local loads for the structural scantling
of an element which separates two adjacent compartments,
the latter may not be considered simultaneously loaded.
The local loads to be used are those obtained considering
the two compartments individually loaded.
For elements of the outer shell, the local loads are to be cal-
culated considering separately:
• the still water and wave external sea pressures, consid-
ered as acting alone without any counteraction from the
ship interior
• the still water and wave differential pressures (internal
pressure minus external sea pressure) considering the
compartment adjacent to the outer shell as being loaded.
20 Bureau Veritas
2.4.3 Draught associated with each cargo and
ballast distribution
Local loads are to be calculated on the basis of the ship’s
draught T1 corresponding to the cargo or ballast distribution
considered according to the criteria in [2.4.2]. The ship
draught is to be taken as the distance measured vertically
on the hull transverse section at the middle of the length L,
from the moulded base line to the waterline in:
• full load condition, when:
- one or more cargo compartments (e.g. oil tank, dry
cargo hold, vehicle space, passenger space) are con-
sidered as being loaded and the ballast tanks are
considered as being empty
- the still water and wave external pressures are con-
sidered as acting alone without any counteraction
from the ship’s interior
• light ballast condition, when one or more ballast tanks
are considered as being loaded and the cargo compart-
ments are considered as being empty. In the absence of
more precise information, the ship’s draught in light bal-
last condition may be obtained, in m, from the follow-
ing formulae:
- TB = 0,03 L ≤ 7,5 m in general
- TB = 2 + 0,02 L for ships with one of the service
notations bulk carrier, bulk carrier ESP, ore carrier
ESP, combination carrier ESP or oil tanker ESP.
2.5 Load definition criteria to be adopted in
structural analyses based on three
dimensional structural models
2.5.1 Application
The requirements of this sub-article apply for the definition
of local loads to be used in the scantling checks of primary
supporting members for which a three dimensional struc-
tural model is required, according to Ch 7, Sec 3, [4].
2.5.2 Loading conditions
For all ship types for which analyses based on three dimen-
sional models are required according to Ch 7, Sec 3, [4],
the most severe loading conditions for the structural ele-
ments under investigation are to be considered. These load-
ing conditions are to be selected among those envisaged in
the ship loading manual.
For ships with the service notation general cargo ship, bulk
carrier or bulk carrier ESP completed by the additional
service feature nonhomload, the loading conditions to be
considered are to include the cases where the selected
holds are empty at draught T, according to the indications
specified in the ship notation.
Further criteria applicable to specific ship types are speci-
fied in Part D.
January 2013
 Pt B, Ch 5, Sec 1

2.5.3 Draught associated with each loading Table 1 : Navigation coefficients

condition
Local loads are to be calculated on the basis of the ship’s Navigation Navigation
Navigation notation
draught T1 corresponding to the loading condition consid- coefficient n coefficient n1
ered according to the criteria in [2.5.2]. Unrestricted navigation 1,00 1,00
Summer zone 0,90 0,95
2.6 Navigation coefficients
Tropical zone 0,80 0,90
2.6.1 The navigation coefficients, which appear in the for- Coastal area 0,80 0,90
mulae of this Chapter for the definition of wave hull girder
Sheltered area 0,65 0,80
and local loads, are defined in Tab 1 depending on the
assigned navigation notation.

January 2013 Bureau Veritas 21

Pt B, Ch 5, Sec 2

SECTION 2 HULL GIRDER LOADS

Symbols

For symbols not defined in this Section, refer to the list at • the vertical bending moment M is positive when it
the beginning of this Chapter. induces tensile stresses in the strength deck (hogging
C : Wave parameter: bending moment); it is negative in the opposite case
(sagging bending moment)
L • the vertical shear force Q is positive in the case of
C = ( 118 – 0 ,36L ) ------------- for 65m ≤ L < 90m
1000 downward resulting forces preceding and upward
300 – L 1 ,5 resulting forces following the ship transverse section
C = 10 ,75 – ⎛ -------------------⎞ for 90m ≤ L < 300m
⎝ 100 ⎠
under consideration; it is negative in the opposite case.
C = 10 ,75 for 300m ≤ L ≤ 350m
L – 350 1 ,5 2 Still water loads
C = 10 ,75 – ⎛ -------------------⎞ for L > 350m
⎝ 150 ⎠

H : Wave parameter: 2.1 General

3
250 – 0 ,7L
H = 8 ,13 – ⎛ ----------------------------⎞ 2.1.1 Still water load calculation
⎝ 125 ⎠
For all ships, the longitudinal distributions of still water
without being taken greater than 8,13
bending moment and shear force are to be calculated, for
each of the loading conditions in [2.1.2], on the basis of
1 General realistic data related to the amount of cargo, ballast, fuel,
lubricating oil and fresh water.
1.1 Application Where the amount and disposition of consumables at any
intermediate stage of the voyage are considered more
1.1.1 The requirements of this Section apply to ships hav- severe, calculations for such intermediate conditions are to
ing the following characteristics: be submitted in addition to those for departure and arrival
• L < 500 m conditions. Also, where any ballasting and/or deballasting is
• L/B>5 intended during voyage, calculations of the intermediate
• B / D < 2,5 condition just before and just after ballasting and/or debal-
lasting any ballast tank are to be submitted and, where
• CB ≥ 0,6
approved, included in the loading manual for guidance.
Ships not having one or more of these characteristics, ships The actual hull lines and lightweight distribution are to be
intended for the carriage of heated cargoes and ships of taken into account in the calculations. The lightweight distribu-
unusual type or design will be considered by the Society on tion may be replaced, if the actual values are not available, by
a case by case basis. a statistical distribution of weights accepted by the Society.
The designer is to supply the data necessary to verify the
1.2 Sign conventions of vertical bending
calculations of still water loads.
moments and shear forces
For ships with the service notation container ship, the
1.2.1 The sign conventions of bending moments and shear torque due to non-uniform distribution of cargo, consuma-
forces at any ship transverse section are as shown in Fig 1, ble liquids and ballast is also to be considered, as specified
namely: in Pt D, Ch 2, Sec 2.

Figure 1 : Sign conventions for shear forces Q and bending moments M

Q: (+)

Aft Fore

M: (+)

22 Bureau Veritas January 2013


2.1.2 Loading conditions
Still water loads are to be calculated for all the design load-
ing conditions (cargo and ballast) subdivided into departure
and arrival conditions, on which the approval of hull struc-
tural scantlings is based.
For all ships, the following loading conditions are to be con-
sidered:
• homogeneous loading conditions at maximum draught
• ballast conditions
Ballast loading conditions involving partially filled peak
and/or other ballast tanks at departure, arrival or during
intermediate conditions are not permitted to be used as
design conditions unless:
- the allowable stress limits defined in Ch 6, Sec 2, [3]
are satisfied for all filling levels between empty and
full and
- for ships with the service notation bulk carrier, the
requirements in Pt D, Ch 4, Sec 3, [3.1], as applica-
ble, are complied with all filling levels between
empty and full.
To demonstrate compliance with all filling levels
between empty and full, it is acceptable if, in each con-
dition at departure, arrival and where required in [2.1.1]
any intermediate condition, the tanks intended to be
partially filled are assumed to be:
- empty
- full
- partially filled at intended level.
Where multiple tanks are intended to be partially filled,
all combinations of empty, full or partially filled at
intended level for those tanks are to be investigated.
However, for conventional ore carriers with large wing
water ballast tanks in cargo area, where empty or full
ballast water filling levels of one or maximum two pairs
of these tanks lead to the ship’s trim exceeding one of
the following conditions, it is sufficient to demonstrate
compliance with maximum, minimum and intended
partial filling levels of these one or maximum two pairs
of ballast tanks such that the ship’s condition does not
exceed any of these trim limits. Filling levels of all other
wing ballast tanks are to be considered between empty
and full. The trim conditions mentioned above are:
- trim by stern of 3,0% of the ship’s length, or
- trim by bow of 1,5% of the ship’s length, or
- any trim that cannot maintain propeller immersion
(l/D) not less than 25%, where:
l : Distance, in m, from propeller centerline
to the waterline
D : Propeller diameter, in m.
The maximum and minimum filling levels of the above
mentioned pairs of side ballast tanks are to be indicated
in the loading manual.
• cargo loading conditions
For cargo loading conditions involving partially filled
peak and/or other ballast tanks, the requirements speci-
fied in bullet item before apply to the peak tanks only
January 2013 Bureau Veritas
Pt B, Ch 5, Sec 2
• sequential ballast water exchange
The requirements concerning the partially filled ballast
tanks in ballast loading conditions and the partially
filled ballast tanks in cargo loading conditions (refer to
the two previous bullet items) are not applicable to bal-
last water exchange using the sequential method.
However, bending moment and shear force calculations
for each deballasting or ballasting stage in the ballast
water exchange sequence are to be included in the
loading manual or ballast water management plan of
any ship that intends to employ the sequential ballast
water exchange method.
• special loadings (e.g. light load conditions at less than
the maximum draught, deck cargo conditions, etc.,
where applicable)
• short voyage or harbour conditions, where applicable
• loading and unloading transitory conditions, where
applicable
• docking condition afloat
• ballast exchange at sea, if applicable.
For ships with the service notation general cargo ship com-
pleted by the additional service feature nonhomload, the
loading conditions to be considered are to include the cases
where the selected holds are empty at draught T, according
to the indications specified in the ship notation.
Part D specifies other loading conditions which are to be
considered depending on the ship type.
2.2 Still water bending moments
2.2.1 The design still water bending moments MSW,H and
MSW,S at any hull transverse section are the maximum still
water bending moments calculated, in hogging and sagging
conditions, respectively, at that hull transverse section for
the loading conditions specified in [2.1.2].
Where no sagging bending moments act in the hull section
considered, the value of MSW,S is to be taken as specified in
Part B, Chapter 6 and Part B, Chapter 7.
2.2.2 If the design still water bending moments are not
defined, at a preliminary design stage, at any hull transverse
section, the longitudinal distributions shown in Fig 2 may
be considered.
In Fig 2, MSW is the design still water bending moment
amidships, in hogging or sagging conditions, whose abso-
lute values are to be taken not less than those obtained, in
kN.m, from the following formulae:
• hogging conditions:
2 –3
M SWM ,H = 175n1 CL B ( C B + 0 ,7 )10 – M WV ,H
• sagging conditions:
2 –3
M SWM ,S = 175n 1 CL B ( C B + 0 ,7 )10 + M WV ,S
where MWV,H, MWV,S are the vertical wave bending moments,
in kN.m, defined in [3.1].
23
Pt B, Ch 5, Sec 2

Figure 2 : Preliminary still water bending moment 3.1.2 The effects of bow flare impact are to be taken into
distribution account, for the cases specified in [4.1.1], according to
[4.2.1].
Still water
bending moment
3.2 Horizontal wave bending moment
Msw
3.2.1 The horizontal wave bending moment at any hull
transverse section is obtained, in kN.m, from the following
0,2Msw formula:
x
0,0 0,3 0,5 0,7 1,0 FE L MWH = 0,42 FM n H L2 T CB
AE
where FM is the distribution factor defined in [3.1.1].

2.3 Still water shear force 3.3 Wave torque

2.3.1 The design still water shear force QSW at any hull 3.3.1 The wave torque at any hull transverse section is to
transverse section is the maximum positive or negative be calculated considering the ship in two different condi-
shear force calculated, at that hull transverse section, for the tions:
loading conditions specified in [2.1.2].
• condition 1: ship direction forming an angle of 60o with
the prevailing sea direction
3 Wave loads
• condition 2: ship direction forming an angle of 120o
3.1 Vertical wave bending moments with the prevailing sea direction.

The values of the wave torques in these conditions, calcu-

3.1.1 The vertical wave bending moments at any hull trans-
lated with respect to the section centre of torsion, are
verse section are obtained, in kN.m, from the following for-
obtained, in kN.m, from the following formula:
mulae:
• hogging conditions: HL
M WT = -------- n ( F T M C M + F T Q C Q d )
4
MWV,H = 190 FM n C L2 B CB 10−3
where:
• sagging conditions:
FTM, FTQ : Distribution factors defined in Tab 2 for ship
MWV,S = − 110 FM n C L2 B (CB + 0,7) 10−3 conditions 1 and 2 (see also Fig 4 and Fig 5)
where: CM : Wave torque coefficient:
FM : Distribution factor defined in Tab 1 (see also Fig CM = 0,45 B2 CW2
3).
CQ : Horizontal wave shear coefficient:
Table 1 : Distribution factor FM CQ = 5 T CB
CW : Waterplane coefficient, to be taken not greater
Hull transverse section location Distribution factor FM
than the value obtained from the following for-
x mula:
0 ≤ x < 0,4 L 2 ,5 ---
L
CW = 0,165 + 0,95 CB
0,4 L ≤ x ≤ 0,65 L 1
where CB is to be assumed not less than 0,6. In
x the absence of more precise determination, CW
065 L < x ≤ L 2 ,86 ⎛⎝ 1 – ---⎞⎠
L may be taken equal to the value provided by the
above formula.
Figure 3 : Distribution factor FM d : Vertical distance, in m, from the centre of tor-
sion to a point located 0,6 T above the baseline.
FM
Table 2 : Distribution factors FTM and FTQ
1,0
Ship Distribution factor Distribution factor
condition FTM FTQ

2πx 2πx
1 1 – cos ---------- sin ----------
L L
x
0,0 0,65 FE L 1 – cos 2π ( L – x )-
----------------------- sin 2π ( L – x -)
-----------------------
0,4 1,0 2
AE L L

24 Bureau Veritas January 2013

 Pt B, Ch 5, Sec 2

Figure 4 : Ship condition 1 Figure 6 : Distribution factor FQ

Distribution factors FTM and FTQ
FQ
FTM, FTQ 1,0
190 CB
0,92 Positive wave
2,0 110(CB+0,7) shear force
0,7
FTM
1,5
FTQ
1,0
0,0 x
0,5 AE 0,2 0,3 0,4 0,6 0,7 0,85 1,0 FE L
0 1 x
0,0
AE 0,25 0,50 0,75 FE L
-0,5 -0,7 Negative wave
190 CB shear force
-1,0 -
110(CB+0,7)
0,92

Figure 5 : Ship condition 2

Distribution factors FTM and FTQ

FTM, FTQ 4 Dynamic loads due to bow flare

2,0
impact
FTM
1,5
FTQ 4.1 Application
1,0

0,5 4.1.1 The effects of bow flare impact are to be considered

1 where all the following conditions occur:
0,0 0 x
L
AE 0,25 0,50 0,75 FE • 120 m ≤ L ≤ 200 m
-0,5
• V ≥ 17,5 knots
-1,0
100FA S
• ------------------- > 1
LB
3.4 Vertical wave shear force
where:
3.4.1 The vertical wave shear force at any hull transverse
section is obtained, in kN, from the following formula: AS : Twice the shaded area shown in Fig 7, which is
QWV = 30 FQ n C L B (CB + 0,7) 10 −2 to be obtained, in m2, from the following for-
mula:
where:
AS = b a0 + 0,1 L (a0 + 2 a1 + a2)
FQ : Distribution factor defined in Tab 3 for positive
and negative shear forces (see also Fig 6). b, a0, a1, a2: Distances, in m, shown in Fig 7.

Table 3 : Distribution factor FQ

Distribution factor FQ
Hull transverse section location
Positive wave shear force Negative wave shear force
x x
0 ≤ x < 0,2 L 4 ,6A --- – 4 ,6 ---
L L
0,2 L ≤ x ≤ 0,3 L 0,92 A − 0,92
x x
0,3 L < x < 0,4 L ( 9 ,2A – 7 ) ⎛⎝ 0 ,4 – ---⎞⎠ + 0 ,7 – 2 ,2 ⎛⎝ 0 ,4 – ---⎞⎠ – 0 ,7
L L
0,4 L ≤ x ≤ 0,6 L 0,7 − 0,7

x x
0,6 L < x < 0,7 L 3 ⎛ --- – 0 ,6⎞ + 0 ,7 – ( 10A – 7 ) ⎛ --- – 0 ,6⎞ – 0 ,7
⎝L ⎠ ⎝L ⎠

0,7 L ≤ x ≤ 0,85 L 1 −A

x x
0,85 L < x ≤ L 6 ,67 ⎛ 1 – ---⎞ – 6 ,67A ⎛ 1 – ---⎞
⎝ L⎠ ⎝ L⎠
Note 1:
190C B
A = -----------------------------------
-
110 ( C B + 0 ,7 )

January 2013 Bureau Veritas 25

Pt B, Ch 5, Sec 2

For multideck ships, the upper deck shown in Fig 7 is to be 4.2 Increase in sagging wave bending
taken as the deck (including superstructures) which extends moment
up to the extreme forward end of the ship and has the larg-
est breadth forward of 0,2L from the fore end. 4.2.1 General
The sagging wave bending moment at any hull transverse
Figure 7 : Area AS section, defined in [3.1], is to be multiplied by the coeffi-
cient FD obtained from the formulae in Tab 4, which takes
into account the dynamic effects of bow flare impact.
AS/2
Upper deck (including
Where at least one of the conditions in [4.1.1] does not
a2 superstructures, if any) occur, the coefficient FD may be taken equal to 1.
a1

Table 4 : Coefficient FD
Waterline at the
calculation draught
a0 Hull transverse section location Coefficient FD
0 ≤ x < 0,4 L 1
b
0,2L 0,1L
x
FE 0,4 L ≤ x < 0,5 L 1 + 10 ( C D – 1 ) ⎛ --- – 0, 4⎞
⎝L ⎠

0,5 L ≤ x ≤ L CD

4.1.2 When the effects of bow flare impact are to be con- Note 1:
sidered, according to [4.1.1], the sagging wave bending AS
C D = 262, 5 --------------------------------------
- – 0, 6 with 1 ,0 ≤ C D ≤ 1 ,2
moment is to be increased as specified in [4.2.1] and CLB ( C B + 0, 7 )
[4.2.2].
AS : Area, in m2, defined in [4.1.1].
4.1.3 The Society may require the effects of bow flare
4.2.2 Direct calculations
impact to be considered also when one of the conditions in
As an alternative to the formulae in [4.2.1], the Society may
[4.1.1] does not occur, if deemed necessary on the basis of
accept the evaluation of the effects of bow flare impact from
the ship’s characteristics.
direct calculations, when justified on the basis of the ship’s
In such cases, the increase in sagging wave bending characteristics and intended service. The calculations are to
moment is defined on a case by case basis. be submitted to the Society for approval.

26 Bureau Veritas January 2013

 Pt B, Ch 5, Sec 3

SECTION 3 SHIP MOTIONS AND ACCELERATIONS

Symbols

For the symbols not defined in this Section, refer to the list 2 Ship absolute motions and
at the beginning of this Chapter.
accelerations
aB : Motion and acceleration parameter:
h W⎞ 2.1 Surge
a B = n ⎛ 0 ,76F + 1 ,875 ------
-
⎝ L⎠
2.1.1 The surge acceleration aSU is to be taken equal to
hW : Wave parameter, in m:
0,5 m/s2.
3
L – 250
h W = 11 ,44 – ------------------- for L < 350m
110 2.2 Sway
200
h W = ---------- for L ≥ 350m
L 2.2.1 The sway period and acceleration are obtained from
the formulae in Tab 1.
2
aSU : Surge acceleration, in m/s , defined in [2.1]
aSW : Sway acceleration, in m/s2, defined in [2.2] Table 1 : Sway period and acceleration
2
aH : Heave acceleration, in m/s , defined in [2.3]
Period TSW, in s Acceleration aSW, in m/s2
αR : Roll acceleration, in rad/s2, defined in [2.4]
0 ,8 L
αP : Pitch acceleration, in rad/s2, defined in [2.5] ------------------------- 0,775 aB g
1 ,22F + 1
αY : Yaw acceleration, in rad/s2, defined in [2.6]
TSW : Sway period, in s, defined in [2.2] 2.3 Heave
TR : Roll period, in s, defined in [2.4]
2.3.1 The heave acceleration is obtained, in m/s2, from the
TP : Pitch period, in s, defined in [2.5]
following formula:
AR : Roll amplitude, in rad, defined in [2.4]
aH = aB g
AP : Pitch amplitude, in rad, defined in [2.5].

2.4 Roll
1 General
2.4.1 The roll amplitude, period and acceleration are
1.1 obtained from the formulae in Tab 2.

1.1.1 Ship motions and accelerations are defined, with Table 2 : Roll amplitude, period and acceleration
their signs, according to the reference co-ordinate system in
Ch 1, Sec 2, [4]. Amplitude AR , Period TR , Acceleration αR ,
in rad in s in rad/s2
1.1.2 Ship motions and accelerations are assumed to be
periodic. The motion amplitudes, defined by the formulae aB E
δ 2π 2
in this Section, are half of the crest to through amplitudes. 2 ,2 -------------- A R ⎛ -------⎞
without being taken GM ⎝ TR ⎠

greater than 0,35

1.1.3 As an alternative to the formulae in this Section, the
Society may accept the values of ship motions and acceler-
ations derived from direct calculations or obtained from The meaning of symbols in Tab 2 is as follows:
model tests, when justified on the basis of the ship’s charac- GM-
teristics and intended service. In general, the values of ship E = 1 ,39 ---------
2
B to be taken not less than 1,0
δ
motions and accelerations to be determined are those
which can be reached with a probability level of 10−5. In GM : Distance, in m, from the ship’s centre of gravity
any case, the model tests or the calculations, including the to the transverse metacentre, for the loading
assumed sea scatter diagrams and spectra, are to be submit- considered; when GM is not known, the values
ted to the Society for approval. given in Tab 3 may be assumed

January 2013 Bureau Veritas 27

Pt B, Ch 5, Sec 3

Table 3 : Values of GM 3.2 Ship conditions

Service notation Full load Ballast 3.2.1 General

oil tanker ESP 0,12 B heavy ballast: 0,18 B Ship relative motions and accelerations are to be calculated
light ballast: 0,24 B considering the ship in the following conditions:
bulk carrier ESP 0,12 B heavy ballast: 0,18 B • upright ship condition
light ballast: 0,24 B • inclined ship condition.
ore carrier ESP 0,16 B heavy ballast: 0,18 B
light ballast: 0,24 B 3.2.2 Upright ship condition
Other 0,07 B 0,18 B In this condition, the ship encounters waves which produce
ship motions in the X-Z plane, i.e. surge, heave and pitch.
δ : Roll radius of gyration, in m, for the loading
3.2.3 Inclined ship condition
considered; when δ is not known, the following
values may be assumed, in full load and ballast In this condition, the ship encounters waves which produce
conditions: ship motions in the X-Y and Y-Z planes, i.e. sway, roll, yaw
and heave.
δ = 0,35 B in general
δ = 0,30 B for ships with the service notation 3.3 Ship relative motions
ore carrier ESP.
3.3.1 The reference value of the relative motion in the
upright ship condition is obtained, at any hull transverse
2.5 Pitch section, from the formulae in Tab 5.

2.5.1 The pitch amplitude, period and acceleration are Table 5 : Reference value of the relative motion h1
obtained from the formulae in Tab 4. in the upright ship condition

Table 4 : Pitch amplitude, period and acceleration Reference value of the relative motion h1
Location
in the upright ship condition, in m
Period TP, Acceleration
Amplitude AP, in rad
in s αP, in rad/s2 4 ,35
0 ,7 ⎛ ----------- – 3 ,25⎞ h 1 ,M if C B < 0, 875
x=0 ⎝ ⎠
CB
h W⎞ ⎛ 0 ,6⎞ 0 ,75 2π 2 if C B ≥ 0, 875
0 ,328 a B ⎛ 1 ,32 – ------
- -------- 0 ,575 L A p ⎛ -------⎞ h 1 ,M
⎝ L ⎠ ⎝ CB ⎠ ⎝ Tp ⎠

h 1 ,AE – h 1 ,M x
0 < x < 0,3 L h 1 ,AE – --------------------------- ---
0 ,3 L
2.6 Yaw
0,42 n C (CB + 0,7)
0,3 L ≤ x ≤ 0,7 L without being taken greater than the mini-
2.6.1 The yaw acceleration is obtained, in rad/s2, from the mum of T1 and D − 0,9 T
following formula:
h 1 ,FE – h 1 ,M ⎛ x
0,7 L < x < L - --- – 0 ,7⎞
h 1 ,M + --------------------------
aB g 0 ,3 ⎝L ⎠
α Y = 1 ,581 --------
L
⎛4 ,35
----------- – 3 ,25⎞ h 1 ,M
x=L ⎝ ⎠
CB
3 Ship relative motions and
Note 1:
accelerations C : Wave parameter defined in Ch 5, Sec 2
h1,AE : Reference value h1 calculated for x = 0
3.1 Definitions h1,M : Reference value h1 calculated for x = 0,5 L
h1,FE : Reference value h1 calculated for x = L
3.1.1 Ship relative motions
3.3.2 The reference value, in m, of the relative motion in
The ship relative motions are the vertical oscillating transla- the inclined ship condition is obtained, at any hull trans-
tions of the sea waterline on the ship side. They are meas- verse section, from the following formula:
ured, with their sign, from the waterline at draught T1.
BW
h 2 = 0 ,5h 1 + A R ------
-
2
3.1.2 Accelerations
where:
At any point, the accelerations in X, Y and Z direction are
the acceleration components which result from the ship h1 : Reference value, in m, of the relative motion in
motions defined in [2.1] to [2.6]. the upright ship, calculated according to [3.3.1]

28 Bureau Veritas January 2013

 Pt B, Ch 5, Sec 3

h2 : Reference value, in m, without being taken 3.4 Accelerations

greater than the minimum of T1 and D − 0,9 T
BW : Moulded breadth, in m, measured at the water-
line at draught T1 at the hull transverse section
considered.
3.4.1 The reference values of the longitudinal, transverse
and vertical accelerations at any point are obtained from
the formulae in Tab 6 for upright and inclined ship condi-
tions.

Table 6 : Reference values of the accelerations aX, aY and aZ

Direction Upright ship condition Inclined ship condition

X - Longitudinal
a X1 =
2
a SU + [ A P g + α p ( z – T 1 ) ]
2 ax2 = 0
aX1 and aX2 in m/s2
Y - Transverse
aY1 = 0 a Y2 = 2 + [ A g + α ( z – T ) ]2 + α 2 K L2
a SW R R 1 Y X
aY1 and aY2 in m/s2
Z - Vertical
a Z1 = a H2 + α p2 K X L 2 a Z2 =
2 2
0, 25a H + α R y
2
aZ1 and aZ2 in m/s2
Note 1:
x 2 x
K X = 1 ,2 ⎛ ---⎞ – 1 ,1 --- + 0 ,2 without being taken less than 0,018
⎝ L⎠ L

January 2013 Bureau Veritas 29

Pt B, Ch 5, Sec 4
SECTION 4 LOAD CASES
Symbols
h1 : Reference value of the ship relative motion in
the upright ship condition, defined in Ch 5, Sec
3, [3.3]
h : Reference value of the ship relative motion in
the inclined ship condition, defined in Ch 5,
Sec 3, [3.3]
aX1,aY1,aZ1: Reference values of the accelerations in the
upright ship condition, defined in Ch 5, Sec 3,
[3.4]
aX2,aY2,aZ2: Reference values of the accelerations in the
inclined ship condition, defined in Ch 5, Sec 3,
[3.4]
MWV : Reference value of the vertical wave bending
moment, defined in Ch 5, Sec 2, [3.1]
MWH : Reference value of the horizontal wave bending
moment, defined in Ch 5, Sec 2, [3.2]
MT : Reference value of the wave torque, defined in
Ch 5, Sec 2, [3.3]
QWV : Reference value of the vertical wave shear
force, defined in Ch 5, Sec 2, [3.4].
1 General
1.1 Load cases for structural analyses
based on partial ship models
1.1.1 The load cases described in this section are those to
be used for structural element analyses which do not
require complete ship modelling. They are:
• the analyses of plating (see Ch 7, Sec 1)
• the analyses of ordinary stiffeners (see Ch 7, Sec 2)
• the analyses of primary supporting members analysed
through isolated beam structural models or three dimen-
sional structural models (see Ch 7, Sec 3)
• the fatigue analysis of the structural details of the above
elements (see Ch 7, Sec 4).
1.1.2 These load cases are the mutually exclusive load
cases “a”, “b”, “c” and “d” described in [2].
Load cases “a” and “b” refer to the ship in upright condi-
tions (see Ch 5, Sec 3, [3.2]), i.e. at rest or having surge,
heave and pitch motions.
30 Bureau Veritas
Load cases “c” and “d” refer to the ship in inclined condi-
tions (see Ch 5, Sec 3, [3.2]), i.e. having sway, roll and yaw
motions.
1.2 Load cases for structural analyses
based on complete ship models
1.2.1 When primary supporting members are to be ana-
lysed through complete ship models, according to Ch 7,
Sec 3, [1.1.2], specific load cases are to be considered.
These load cases are to be defined considering the ship as
sailing in regular waves with different length, height and
heading angle, each wave being selected in order to max-
imise a design load parameter. The procedure for the deter-
mination of these load cases is specified in Ch 7, App 3.
2 Load cases
2.1 Upright ship conditions (load cases “a”
and “b”)
2.1.1 Ship condition
The ship is considered to encounter a wave which produces
(see Fig 1 for load case “a” and Fig 2 for load case “b”) a rel-
ative motion of the sea waterline (both positive and nega-
tive) symmetric on the ship sides and induces wave vertical
bending moment and shear force in the hull girder. In load
case “b”, the wave is also considered to induce heave and
pitch motions.
2.1.2 Local loads
The external pressure is obtained by adding to or subtract-
ing from the still water head a wave head corresponding to
the relative motion.
The internal loads are the still water loads induced by the
weights carried, including those carried on decks. For load
case “b”, those induced by the accelerations are also to be
taken into account.
2.1.3 Hull girder loads
The hull girder loads are:
• the vertical still water bending moment and shear force
• the vertical wave bending moment and the shear force.
January 2013
 Pt B, Ch 5, Sec 4

Figure 1 : Wave loads in load case “a” Figure 3 : Wave loads in load case “c”
Z Z
Positive h1

h1 h2
0,7a Y 0,25M WV
h2
0,25Q WV
0,625Q wv 0,625Mwv T1
T1
0,625MWT
Y
Y Y
0,625M WH

Z
Negative h1
Figure 4 : Wave loads in load case “d”

h1
0,625Q wv 0,625Mwv
T1
0,5 h 2 0,25Q WV
1,0a Y
0,25M WV
0,5 h 2
Y T1

0,625M WH
Figure 2 : Wave loads in load case “b”
Y
Z

2.2.2 Local loads

0,5h1 The external pressure is obtained by adding or subtracting
from the still water head a wave head linearly variable from
0,625Qwv az 0,625Mwv positive values on one side of the ship to negative values on
T1 the other.

The internal loads are the still water loads induced by the
weights carried, including those carried on decks, and the
Y wave loads induced by the accelerations.

2.2.3 Hull girder loads

2.2 Inclined ship conditions (load cases “c” The hull girder loads are:
and “d”)
• the still water bending moment and shear force
2.2.1 Ship condition • the vertical wave bending moment and shear force
The ship is considered to encounter a wave which produces • the horizontal wave bending moment
(see Fig 3 for load case “c” and Fig 4 for load case “d”):
• the wave torque (for load case “c”).
• sway, roll and yaw motions
• a relative motion of the sea waterline anti-symmetric on
the ship sides 2.3 Summary of load cases

and induces:
• vertical wave bending moment and shear force in the
hull girder
• horizontal wave bending moment in the hull girder
• in load case “c”, torque in the hull girder.
2.3.1 The wave local and hull girder loads to be considered
in each load case are summarised in Tab 1 and Tab 2,
respectively.
These loads are obtained by multiplying, for each load case,
the reference value of each wave load by the relevant com-
bination factor.

January 2013 Bureau Veritas 31

Pt B, Ch 5, Sec 4

Table 1 : Wave local loads in each load case

Relative motions Accelerations aX, aY, aZ

Ship condition Load case
Reference value Combination factor Reference value Combination factor
Upright “a” h1 1,0 aX1; 0; aZ1 0,0
“b” (1) h1 0,5 aX1; 0; aZ1 1,0
Inclined “c” (2) h2 1,0 0; aY2; aZ2 0,7
“d” (2) h2 0,5 0; aY2; aZ2 1,0
(1) For a ship moving with a positive heave motion:
• h1 is positive
• the cargo acceleration aX1 is directed towards the positive part of the X axis
• the cargo acceleration aZ1 is directed towards the negative part of the Z axis
(2) For a ship rolling with a negative roll angle:
• h2 is positive for the points located in the positive part of the Y axis and, vice-versa, it is negative for the points located in the
negative part of the Y axis
• the cargo acceleration aY2 is directed towards the positive part of the Y axis
• the cargo acceleration aZ2 is directed towards the negative part of the Z axis for the points located in the positive part of the Y
axis and, vice-versa, it is directed towards the positive part of the Z axis for the points located in the negative part of the Y axis.

Table 2 : Wave hull girder loads in each load case

Vertical bending Horizontal bending

Vertical shear force Torque
Ship Load moment moment
condition case Reference Comb. Reference Comb. Reference Comb. Reference Comb.
value factor value factor value factor value factor
Upright “a” 0,625 MWV 1,0 0,625 QWV 1,0 0,625 MWH 0,0 0,625 MT 0,0
“b” 0,625 MWV 1,0 0,625 QWV 1,0 0,625 MWH 0,0 0,625 MT 0,0
Inclined “c” 0,625 MWV 0,4 0,625 QWV 0,4 0,625 MWH 1,0 0,625 MT 1,0
“d” 0,625 MWV 0,4 0,625 QWV 0,4 0,625 MWH 1,0 0,625 MT 0,0
Note 1: The sign of the hull girder loads, to be considered in association with the wave local loads for the scantling of plating, ordi-
nary stiffeners and primary supporting members contributing to the hull girder longitudinal strength, is defined in Part B, Chapter 7.

32 Bureau Veritas January 2013

 Pt B, Ch 5, Sec 5

SECTION 5 SEA PRESSURES

Symbols

For the symbols not defined in this Section, refer to the list Table 2 : Coefficient for pressure on exposed decks
at the beginning of this Chapter.
Exposed deck location ϕ1
ρ : Sea water density, taken equal to 1,025 t/m3
h1 : Reference values of the ship relative motions in Freeboard deck 1,00
the upright ship condition, defined in Ch 5, Sec Top of lowest tier 0,75
3, [3.3] Top of second tier 0,56
h2 : Reference values of the ship relative motions in
Top of third tier 0,42
the inclined ship conditions, defined in Ch 5,
Sec 3, [3.3]. Top of fourth tier 0,32
Top of fifth tier 0,25
1 Still water pressure Top of sixth tier 0,20
Top of seventh tier 0,15
1.1 Pressure on sides and bottom
Top of eighth tier and above 0,10
1.1.1 The still water pressure at any point of the hull is
obtained from the formulae in Tab 1 (see also Fig 1). 2 Wave pressure
Table 1 : Still water pressure 2.1 Upright ship conditions (load cases “a”
Still water pressure pS,
and “b”)
Location
in kN/m2 2.1.1 Pressure on sides and bottom
Points at and below the waterline The wave pressure at any point of the sides and bottom is
ρ g (T1 − z)
(z ≤ T1) obtained from the formulae in Tab 3 (see also Fig 2 for load
Points above the waterline case “a” and Fig 3 for load case “b”).
0
(z > T1)
Figure 2 : Wave pressure in load case “a”
Figure 1 : Still water pressure Positive h1

h1

T1
T1

T1

Negative h1
1.2 Pressure on exposed decks
1.2.1 On exposed decks, the pressure due to the load carried
is to be considered. This pressure is to be defined by the
Designer and, in general, it may not be taken less than
10⋅ϕ1⋅ϕ2 kN/m2, where ϕ1 is defined in Tab 2, and ϕ2 in Tab 4.
T1
The Society may accept pressure values lower than
10⋅ϕ1⋅ϕ2 kN/m2, when considered appropriate on the basis
of the intended use of the deck.

January 2013 Bureau Veritas 33

Pt B, Ch 5, Sec 5

Figure 3 : Wave pressure in load case “b” 2.1.2 Pressure on exposed decks
The wave pressure on exposed decks is to be considered for
load cases “a, crest” and “b”. This pressure is obtained from
the formulae in Tab 4.
0,5h1
2.2 Inclined ship conditions (load cases “c”
and “d”)
T1 2.2.1 The wave pressure at any point of the sides and bot-
tom is obtained from the formulae in Tab 5 (see also Fig 4
for load case “c” and Fig 5 for load case “d”).

2.2.2 The wave pressure on exposed decks is to be consid-

ered for load cases “c” and “d”. This pressure is obtained
from the formulae in Tab 5.

Table 3 : Wave pressure on sides and bottom in upright ship conditions (load cases “a” and “b”)

Wave pressure pW, in kN/m2

Location
Crest Trough
Bottom and sides below – 2π ( T 1 – z )
------------------------------
–2 π ( T 1 – z ) L
the waterline ------------------------------ – ρ ghe
L
(z ≤ T1) ρghe
without being taken less than ρ g (z − T1)
Sides above the waterline ρ g (T1 + h − z)
0,0
(z > T1) without being taken, for case “a” only, less than 0,15 L
Note 1:
h = CF1 h1
CF1 : Combination factor, to be taken equal to:
• CF1 = 1,0 for load case “a”
• CF1 = 0,5 for load case “b”.

Table 4 : Wave pressure on exposed decks in upright ship conditions (load cases “a” and “b”)

Wave pressure p W, in kN/m2

Location
Crest Through
0 ≤ x ≤ 0,5 L 17 ,5nϕ 1 ϕ 2 0

⎧ 19, 6 H F – 17 ,5 ⎛x ⎫
0,5 L < x < 0,75 L ⎨ 17 ,5 + -----------------------------------------
- --- – 0, 5⎞ ⎬nϕ 1 ϕ 2 0
0 ,25 ⎝L ⎠
⎩ ⎭

0,75 L ≤ x ≤ L 19 ,6nϕ 1 ϕ 2 H 0

Note 1:
2
x VL
H = C F1 2 ,66 ⎛ --- – 0 ,7⎞ + 0 ,14 ------- – ( z – T 1 ) without being taken less than 0,8
⎝L ⎠ CB

ϕ1 : Coefficient defined in Tab 2

ϕ2 : Coefficient taken equal to:
• ϕ2 = 1 if L ≥ 120 m
• ϕ2 = L/120 if L < 120 m
HF : Value of H calculated at x = 0,75 L
CF1 : Combination factor, to be taken equal to:
• CF1 = 1,0 for load case “a”
• CF1 = 0,5 for load case “b”
V : Maximum ahead service speed, in knots, to be taken not less than 13 knots.

34 Bureau Veritas January 2013

 Pt B, Ch 5, Sec 5

Figure 4 : Wave pressure in load case “c” Figure 5 : Wave pressure in load case “d”

Z Z

h2 0,5h2

T1 T1

Y Y

Table 5 : Wave pressure on sides, bottom and exposed decks in inclined ship conditions (load cases “c” and “d”)

Wave pressure pW, in kN/m2 (negative roll angle) (1)

Location
y≥0 y<0
–2 π ( T – z ) –π ( T – z )
Bottom and sides below y 1
------------------------------ 1
--------------------------
-
y
– 2π ( T – z )
1 –π ( T – z )
1 C F2 ρg ------- h 1 e L + A R ye L
the waterline
------------------------------
C F2 ρg ------- h 1 e L
--------------------------
+ A R ye L
-
BW
BW
(z ≤ T1)
without being taken less than ρ g (z − T1)

y
Sides above the waterline ρg T1 + C F2 ⎛⎝ ------- h 1 + A R y⎞⎠ – z
BW 0
(z > T1)
without being taken, for case “c” only, less than 0,15 L

y
0 ,4ρ g T 1 + C F2 ⎛⎝ ------- h 1 + A R y⎞⎠ – z
Exposed decks BW 0
without being taken, for case “c” only, less than 0,15 ϕ1 ϕ2 L
(1) In the formulae giving the wave pressure pW, the ratio (y / BW) is not to be taken greater than 0,5.
Note 1:
ϕ1 : Coefficient defined in Tab 2
ϕ2 : Coefficient defined in Tab 4
CF2 : Combination factor, to be taken equal to:
• CF2 = 1,0 for load case “c”
• CF2 = 0,5 for load case “d”
BW : Moulded breadth, in m, measured at the waterline at draught T1 , at the hull transverse section considered
AR : Roll amplitude, defined in Ch 5, Sec 3, [2.4.1].

January 2013 Bureau Veritas 35

Pt B, Ch 5, Sec 6

SECTION 6 INTERNAL PRESSURES AND FORCES

Symbols

For the symbols not defined in this Section, refer to the list
at the beginning of this Chapter.
ρL : Density, in t/m3, of the liquid carried
ρB : Density, in t/m3, of the dry bulk cargo carried; in
certain cases, such as spoils, the water held by
capillarity is to be taken into account
zTOP : Z co-ordinate, in m, of the highest point of the
tank in the z direction
zL : Z co-ordinate, in m, of the highest point of the
liquid:
zL = zTOP + 0,5 (zAP − zTOP)
zAP : Z co-ordinate, in m, of the top of air pipe, to be
taken not less than zTOP
pPV : Setting pressure, in bar, of safety valves
M : Mass, in t, of a dry unit cargo carried
lC : Longitudinal distance, in m, between transverse
watertight bulkheads or transverse wash bulk-
heads, if any, or between a transverse watertight
bulkhead and the adjacent transverse wash
bulkhead; to this end, wash bulkheads are those
satisfying the requirements in Ch 4, Sec 7, [5]
bC : Transverse distance, in m, between longitudinal
watertight bulkheads or longitudinal wash bulk-
heads, if any, or between a longitudinal water-
tight bulkhead and the adjacent longitudinal
wash bulkhead; to this end, wash bulkheads are
those satisfying the requirements in Ch 4, Sec 7,
[5]
dTB : Vertical distance, in m, from the baseline to the
tank bottom
dAP : Distance from the top of air pipe to the top of
compartment, in m
d0 : Distance, in m, to be taken equal to:

aX1,aY1,aZ1: Reference values of the accelerations in the d0 = 0,02 L for 90 m ≤ L < 120 m
upright ship condition, defined in Ch 5, Sec 3,
d0 = 2,4 for L ≥ 120 m.
[3.4], calculated in way of:

• the centre of gravity of the compartment, in

general
1 Liquids
• the centre of gravity of any dry unit cargo, in
1.1 Watertight bulkheads
the case of this type of cargo

aX2,aY2,aZ2: Reference values of the accelerations in the
inclined ship condition, defined in Ch 5, Sec 3,
[3.4], calculated in way of:
• the centre of gravity of the compartment, in
general
• the centre of gravity of any dry unit cargo, in
the case of this type of cargo
1.1.1 Still water pressure
The still water pressure to be used in combination with the
inertial pressure in [1.1.2] is the greater of the values
obtained, in kN/m2, from the following formulae:
pS = ρL g (zL − z)
pS = ρL g (zTOP − z) + 100 pPV

CFA : Combination factor, to be taken equal to: In no case is it to be taken, in kN/m2, less than:

• CFA = 0,7 for load case “c” 0, 8L 1 ⎞

p S = ρ L g ⎛ --------------------
-
⎝ 420 – L 1⎠
• CFA = 1,0 for load case “d”

H : Height, in m, of a tank, to be taken as the verti- 1.1.2 Inertial pressure

cal distance from the bottom to the top of the
tank, excluding any small hatchways
dF : Filling level, in m, of a tank, to be taken as the
vertical distance, measured with the ship at rest,
from the bottom of the tank to the free surface of
the liquid
The inertial pressure is obtained from the formulae in Tab 1
or in Ch 5, App 1 for typical tank arrangements. Moreover,
the inertial pressure pW is to be taken such that:
pS + pW ≥ 0
where pS is defined in [1.1.1].

36 Bureau Veritas January 2013

 Pt B, Ch 5, Sec 6

Table 1 : Watertight bulkheads of liquid compartments - Inertial pressure

Ship condition Load case Inertial pressure pW , in kN/m2

Upright “a” No inertial pressure

“b” ρ L [ 0, 5a X1 l B + a Z1 ( z TOP – z ) ]

Inclined “c”
(negative roll angle) ρ L [ a TY ( y – yH ) + a T Z ( z – z H ) + g ( z – z TOP ) ]
“d”
Note 1:
lB : Longitudinal distance, in m, between the transverse tank boundaries, without taking into account small recesses in the
lower part of the tank (see Fig 1)
aTY, aTZ : Y and Z components, in m/s2, of the total acceleration vector defined in [1.1.3] for load case “c” and load case “d”
yH , z H : Y and Z co-ordinates, in m, of the highest point of the tank in the direction of the total acceleration vector, defined in
[1.1.4] for load case “c” and load case “d”.

Figure 1 : Upright ship conditions - Distance lB greatest distance from the tank’s centre of gravity. It is to be
Z
determined for the inclined ship condition, as indicated in
Fig 2, where A and G are the vectors defined in [1.1.3] and
C is the tank’s centre of gravity.

Table 2 : Inclined ship conditions

Y and Z components of the total acceleration vector
and angle Φ it forms with the z direction

B
Components (negative roll angle)
Angle Φ, in rad
aTY , in m/s2 aTZ , in m/s2

aT Y
0,7 CFA aY2 − 0,7 CFA aZ2 − g atan -------
aT Z

X
1.2 Swash bulkheads
1.1.3 Total acceleration vector
1.2.1 Still water and inertial pressures
The total acceleration vector is the vector obtained from the
The still water and inertial pressures transmitted to the
following formula:
swash bulkhead structures are obtained, in kN/m2, as speci-
fied in Tab 3.
AT = A + G

where: Figure 2 : Inclined ship conditions

Highest point H of the tank in the direction
A : Acceleration vector whose absolute values of X, of the total acceleration vector
Y and Z components are the longitudinal, trans-
verse and vertical accelerations defined in Ch 5, Z
Sec 3, [3.4] 90˚

G : Gravity acceleration vector. H

Φ
The Y and Z components of the total acceleration vector
and the angle it forms with the z direction are defined in
Tab 2.
A C
1.1.4 Highest point of the tank in the direction of the
total acceleration vector
G
The highest point of the tank in the direction of the total AT
acceleration vector AT, defined in [1.1.3], is the point of the
tank boundary whose projection on the direction forming Y
the angle Φ with the vertical direction is located at the

January 2013 Bureau Veritas 37

Pt B, Ch 5, Sec 6

Table 3 : Swash bulkheads in liquid compartments where:

Still water and inertial pressures
TX : Natural period, in s, of the liquid motion in the
longitudinal direction:
Still water pressure pS and
Swash bulkhead
inertial pressure pW , in kN/m2 4π l S
TX = ------------------------
-
πd
Transverse bulkhead pS = 2,2 ρL lC (1 − α) Ap g tanh ---------F
lS
without being less than 0,4 g d0
TY : Natural period, in s, of the liquid motion in the
pW = 2,2 ρL lC (1 − α) Ap
transverse direction:
without being less than 0,4 g d0
Longitudinal bulkhead pS = 2,2 ρL bC (1 − α) sin AR TY =
4πb S
------------------------
-
without being less than 0,4 g d0 πd
g tanh ---------F
bS
pW = 2,2 ρL bC (1 − α) sin AR
without being less than 0,4 g d0 lS : Length, in m, of the free surface of the liquid,
measured horizontally with the ship at rest and
Note 1:
depending on the filling level dF, as shown in
α : Ratio of lightening hole area to the bulkhead
area, not to be taken greater than 0,3. Fig 3; in this figure, wash bulkheads are those
satisfying the requirements in Ch 4, Sec 7, [5]
bS : Breadth, in m, of the free surface of the liquid,
2 Partly filled tanks intended for the
measured horizontally with the ship at rest and
carriage of liquid cargoes or ballast depending on the filling level dF, as shown in
Fig 4 for ships without longitudinal watertight or
2.1 Application wash bulkheads; for ships fitted with longitudi-
nal watertight or wash bulkheads (see Fig 5), bS
is delimited by these bulkheads (to this end,
2.1.1 Membrane tanks of liquefied gas carriers
wash bulkheads are those satisfying the require-
Sloshing pressure in membrane tanks of ships having the ments in Ch 4, Sec 7, [5])
service notation liquefied gas carrier is defined in Pt D, Ch
TP : Pitch period, in s, defined in Ch 5, Sec 3, [2]
9, Sec 4, [2.2].
TR : Roll period, in s, defined in Ch 5, Sec 3, [2].
2.1.2 Other tanks
Figure 3 : Length lS of the free surface of the liquid
Sloshing assessment in tanks other than membrane tanks of
ships having the service notation liquefied gas carrier is to
be carried out as specified in [2.2] to [2.5].

watertight or wash transverse bulkheads

2.2 Evaluation of the risk of resonance
lS
2.2.1 Where tanks are partly filled at a level dF such as
0,1H ≤ dF ≤ 0,95H, the risk of resonance between:

• the ship pitch motion and the longitudinal motion of the

liquid inside the tank, for upright ship condition dF

• the ship roll motion and the transverse motion of the liq-
uid inside the tank, for inclined ship condition,

is to be evaluated on the basis of the criteria specified in Tab

4,

Table 4 : Criteria for the evaluation

lS
of the risk of resonance

Ship Resonance
Risk of resonance if: dF
condition due to:
T d watertight or wash transverse
Upright 0 ,6 < -----X < 1 ,3 and -----F > 0 ,1 Pitch bulkheads
TP lC

T d
Inclined 0 ,8 < -----Y < 1 ,2 and -----F- > 0 ,1 Roll
TR bC

38 Bureau Veritas January 2013


Figure 4 : Breadth bS of the free surface of the liquid,
for ships without longitudinal bulkheads
bS/2
bS/2
dF
dF
bS/2
dF
bS/2
dF
2.2.2 The Society may accept that the risk of resonance is
evaluated on the basis of dynamic calculation procedures,
where deemed necessary in relation to the tank’s dimen-
sions and the ship’s characteristics. The calculations are to
be submitted to the Society for approval.
2.3 Still water pressure
2.3.1 Still water pressure to be used in combination
with the dynamic sloshing pressure
The still water pressure to be used in combination with the
dynamic sloshing pressure defined in [2.4] is to be
obtained, in kN/m2, from the following formulae:
• pS = ρL g (dF + dTB − z) + 100 pPV for z < dF + dTB
• pS = 100 pPV for z ≥ dF + dTB
2.3.2 Still water pressure to be used in combination
with the dynamic impact pressure
The still water pressure to be used in combination with the
dynamic impact pressure defined in [2.5] is to be obtained,
in kN/m2, from the following formulae:
• pS = ρL g (0,7 H + dTB − z) + 100 pPV for z < 0,7 H + dTB
• pS = 100 pPV for z ≥ 0,7 H + dTB
January 2013
Pt B, Ch 5, Sec 6
Figure 5 : Breadth bS of the free surface of the liquid,
for ships with longitudinal bulkheads
Watertight or wash longitudinal bulkheads
bS/2
bS bS/2
dF
dF
Watertight or wash longitudinal bulkheads
bS/2 bS
dF
bS bS/2
dF
2.4 Dynamic sloshing pressure
2.4.1 Upright ship condition
Where there is a risk of resonance in upright ship condition for
a filling level dF, the dynamic sloshing pressure pSL calculated
according to [2.4.3] is to be considered as acting on trans-
verse bulkheads which form tank boundaries, in the area
extended vertically 0,2 dF above and below dF (see Fig 6).
However, the dynamic sloshing pressure may not be con-
sidered where there is a risk of resonance for filling levels dF
lower than 0,5 H.
Where tank bottom transverses or wash transverse bulk-
heads are fitted, the sloshing pressure calculated according
to [2.4.4] is to be considered as acting on them.
The Society may also require the dynamic sloshing pressure
to be considered when there is no risk of resonance, but the
tank arrangement is such that lC / L > 0,15.
2.4.2 Inclined ship condition
Where there is a risk of resonance in inclined ship condi-
tion for a filling level dF, the dynamic sloshing pressure pSL
calculated according to [2.4.3] is to be considered as acting
on longitudinal bulkheads, inner sides or sides which, as
the case may be, form tank boundaries, in the area
extended vertically 0,2 dF above and below dF (see Fig 6).
However, the dynamic sloshing pressure may not be con-
sidered where there is a risk of resonance for filling levels dF
lower than 0,5 H.
If sloped longitudinal topsides are fitted, they are to be con-
sidered as subjected to the sloshing pressure if their height
is less than 0,3 H.
Bureau Veritas 39
Pt B, Ch 5, Sec 6

Table 5 : Reference pressure for calculation of sloshing pressures

Ship Reference pressure p0 ,

Meaning of symbols used in the definition of p0
condition in kN/m2
ϕU : Coefficient defined as follows:
ϕU = 1,0 in the case of smooth tanks or tanks with bottom transverses
whose height, in m, measured from the tank bottom, is less than 0,1 H
ϕU = 0,4 in the case of tanks with bottom transverses whose height, in m,
Upright 0 ,84ϕ U ρ L gS lC A P measured from the tank bottom, is not less than 0,1 H
S : Coefficient defined as follows:
S = 1 + 0,02 L if L ≤ 200 m
S = 3 + 0,01 L if L > 200 m
AP : Pitch amplitude, in rad, defined in Ch 5, Sec 3, [2].

ϕI : Coefficient defined as follows:

• if bC / B ≤ 0,3: ϕI = 0
• if bC / B > 0,3:
B ϕI = 1,0 in the case of smooth tanks or tanks with bottom girders
Inclined 1 ,93ϕ I ρ L gb C A R B ⎛ 1 – 0 ,3 ------⎞
⎝ b C⎠ whose height, in m, measured from the tank bottom, is less than 0,1 H
ϕI = 0,4 in the case of tanks with bottom girders whose height, in m,
measured from the tank bottom, is not less than 0,1 H
AR : Roll amplitude, in rad, defined in Ch 5, Sec 3, [2].

2.4.3 Sloshing pressure

p SL = 0 for z ≤ 0 ,8d F + d T B
Where there is a risk of resonance for a filling level dF, the z – dTB
p SL = ⎛ 5 ---------------- – 4⎞ αp 0 for 0 ,8d F + d TB < z ≤ d F + d TB
sloshing pressure is obtained, in kN/m2, from the following ⎝ dF ⎠

formulae (see Fig 6): z – d T B⎞

p SL = ⎛⎝ 6 – 5 ---------------- αp 0 for d F + d T B < z < 1 ,2d F + d TB
dF ⎠
Figure 6 : Sloshing pressure pSL p SL = 0 for z ≥ 1 ,2d F + d T B

where:
p0 : Reference pressure defined in Tab 5 for upright
and inclined ship conditions
α : Coefficient taken equal to (see Fig 7):

0,2dF dF
α = ------------- for d F < 0 ,6H
0 ,6H
H 0,2dF
α=1 for 0 ,6H ≤ d F ≤ 0 ,7H
α p0 H – dF
α = ---------------- for d F > 0 ,7H
dF 0 ,3H

Figure 7 : Coefficient α

0,7H

0,2dF 0,6H

H 0,2dF

α p0
dF

1 α

40 Bureau Veritas January 2013


2.4.4 Sloshing pressure on tank bottom
transverses in the case of resonance in
upright ship condition
Where there is a risk of resonance in upright ship condition,
the sloshing pressure to be considered as acting on tank
bottom transverses is obtained, in kN/m2, from the follow-
ing formula:
p SL ,W = 0 ,84ρ L g ( 1 ,95 – 0 ,12n ) ( z – d T B )
where n is the number of bottom transverses in the tank.
2.4.5 Alternative methods
The Society may accept that the dynamic sloshing pressure
is evaluated on the basis of dynamic calculation proce-
dures, where deemed necessary in relation to the tank’s
dimensions and the ship’s characteristics. The calculations
are to be submitted to the Society for verification.
2.5 Dynamic impact pressure
2.5.1 Upright ship condition
Where there is a risk of resonance in upright ship condition,
the dynamic impact pressure due to the liquid motions is to
be considered as acting on:
• transverse bulkheads which form tank boundaries, in
the area extended vertically 0,15 H from the tank top
• the tank top in the area extended longitudinally 0,3 lC
from the above transverse bulkheads.
However, the dynamic impact pressure may not be consid-
ered where there is a risk of resonance for filling levels dF
lower than 0,5H.
The Society may also require the impact pressure to be con-
sidered as acting on the above structures when there is no
risk of resonance, but the tank arrangement is such that
lC/L > 0,15.
Where the upper part of a transverse bulkhead is sloped, the
impact pressure is to be considered as acting on the sloped
part of the transverse bulkhead and the tank top (as the case
may be) in the area extended longitudinally 0,3 lC from the
transverse bulkhead.
The impact pressure is obtained, in kN/m2, from the follow-
ing formula:
l The Society may accept that the dynamic impact pressure is
p I ,U = ϕ U ρ L g l C A P ⎛ 0 ,9 + ----C-⎞ ( 5 + 0 ,015L )
⎝ L⎠
where:
ϕU : Coefficient defined in Tab 5
AP : Pitch amplitude, in rad, defined in Ch 5, Sec 3,
[2].
Where the upper part of a transverse bulkhead is sloped, the
pressure pI,U may be multiplied by the coefficient φ obtained
from the following formula:
hT
φ = 1 – ------------
-
0 ,3 H
to be taken not less than zero,
where hT is the height, in m, of the sloped part of the trans-
verse bulkhead.
January 2013
Pt B, Ch 5, Sec 6
2.5.2 Inclined ship condition
Where there is a risk of resonance in inclined ship condi-
tion, the dynamic impact pressure due to the liquid motions
is to be considered as acting on:
• longitudinal bulkheads, inner sides or sides which, as
the case may be, form tank boundaries, in the area
extended vertically 0,15 H from the tank top
• the tank top in the area extended transversely 0,3bC
from the above longitudinal bulkheads, inner sides or
sides.
However, the dynamic impact pressure may not be consid-
ered where there is a risk of resonance for filling levels dF
lower than 0,5H.
Where the upper part of a longitudinal bulkhead, inner side
or side is sloped, the impact pressure is to be considered as
acting on this sloped part and the tank top (as the case may
be) in the area extended transversely 0,3 bC from the longi-
tudinal bulkhead, inner side or side.
The impact pressure is obtained, in kN/m2, from the follow-
ing formula:
p I ,I = 0 ,61ϕ I ρ L g ( 0 ,75B – 8 )b C A R
where:
ϕI : Coefficient defined in Tab 5.
Where the upper part of a longitudinal bulkhead, inner side
or side is sloped, the pressure pI,I may be multiplied by the
coefficient φ obtained from the following formula:
hT
φ = 1 – ------------
-
0 ,3 H
to be taken not less than zero,
where hT is the height, in m, of the sloped part of the longi-
tudinal bulkhead, inner side or side.
2.5.3 Alternative methods
evaluated on the basis of dynamic calculation procedures,
where deemed necessary in relation to the tank’s dimen-
sions and the ship’s characteristics. The calculations are to
be submitted to the Society for verification.
3 Dry bulk cargoes
3.1 Still water and inertial pressures
3.1.1 Pressures transmitted to the hull structures
The still water and inertial pressures (excluding those acting
on the sloping plates of topside tanks, which may be taken
equal to zero) are obtained, in kN/m2, as specified in Tab 6.
Bureau Veritas 41
Pt B, Ch 5, Sec 6

Table 6 : Dry bulk cargoes - Still water and inertial pressures

Ship condition Load case Still water pressure pS and inertial pressure pW, in kN/m2
Still water
⎧ ϕ 2
2⎫
tan ⎛⎝ 45 – ---⎞⎠
2 o
p S = ρ B g ( z B – z ) ⎨ ( sin α ) + ( cos α ) ⎬
⎩ 2 ⎭

Upright “a” No inertial pressure

⎧ ϕ 2
2⎫
tan ⎛ 45 – ---⎞
2 o
“b” p W = ρ B a Z1 ( z B – z ) ⎨ ( sin α ) + ( cos α ) ⎬
⎝ 2⎠
⎩ ⎭

Inclined “c” The inertial pressure transmitted to the hull structures in inclined condition may gen-
erally be disregarded. Specific cases in which this simplification is not deemed per-
“d” missible by the Society are considered individually.
Note 1:
zB : Z co-ordinate, in m, of the rated upper surface of the bulk cargo (horizontal ideal plane of the volume filled by the
cargo); see [3.1.2]
α : Angle, in degrees, between the horizontal plane and the surface of the hull structure to which the calculation point belongs
ϕ : Angle of repose, in degrees, of the bulk cargo (considered drained and removed); in the absence of more precise evalu-
ation, the following values may be taken:
• ϕ = 30° in general
• ϕ = 35° for iron ore
• ϕ = 25° for cement.

3.1.2 Rated upper surface of the bulk cargo yHT : Half breadth, in m, of the hold, measured at the
middle of lH and at a vertical level correspond-
The Z co-ordinate of the rated upper surface of the bulk
ing to the top of the hopper tank.
cargo is obtained, in m, from the following formula (see Fig
8):
Figure 8 : Rated upper surface of the bulk cargo
M C V LS
----------- + -------- + ( h HT – h DB )b HT
ρB l H lH
z B = ---------------------------------------------------------------------- + h DB
2y HT

where:

MC : Mass of cargo, in t, in the hold considered

ZB
lH : Length, in m, of the hold, to be taken as the lon-
gitudinal distance between the transverse bulk- yHT
heads which form boundaries of the hold
considered hHT
hDB
VLS : Volume, in m3, of the transverse bulkhead lower
stool (above the inner bottom), to be taken bHT
equal to zero in the case of bulkheads fitted
without lower stool

hHT : Height, in m, of the hopper tank, to be taken as

the vertical distance from the baseline to the top
of the hopper tank
lH
hDB : Height, in m, of the double bottom, to be taken
as the vertical distance from the baseline to the
ZB
inner bottom

bHT : Breadth, in m, of the hopper tank, to be taken as

the transverse distance from the outermost dou-
ble bottom girder to the outermost point of the
hopper tank

42 Bureau Veritas January 2013

 Pt B, Ch 5, Sec 6

4 Dry uniform cargoes 6 Wheeled cargoes

4.1 Still water and inertial pressures 6.1 Still water and inertial forces
4.1.1 General 6.1.1 General
The still water and inertial pressures are obtained, in kN/m2, Caterpillar trucks and unusual vehicles are considered by
as specified in Tab 7. the Society on a case by case basis.
The load supported by the crutches of semi-trailers, han-
Table 7 : Dry uniform cargoes
dling machines and platforms is considered by the Society
Still water and inertial pressures
on a case by case basis.
Ship Load Still water pressure pS
6.1.2 Tyred vehicles
condition case and inertial pressure pW, in kN/m2
The forces transmitted through the tyres are comparable to
Still The value of pS is generally specified by pressure uniformly distributed on the tyre print, whose
water the Designer; in any case, it may not be dimensions are to be indicated by the Designer together
taken less than 10 kN/m2. with information concerning the arrangement of wheels on
When the value of pS is not specified by
axles, the load per axles and the tyre pressures.
the Designer, it may be taken, in kN/m2,
equal to 6,9 hTD , where hTD is the com- With the exception of dimensioning of plating, such forces
partment ‘tweendeck height at side, in m. may be considered as concentrated in the tyre print centre.
Upright “a” No inertial pressure The still water and inertial forces transmitted to the hull
(positive structures are to be determined on the basis of the forces
heave a Z1
“b” p W ,Z = p S ------- in z direction obtained, in kN, as specified in Tab 9.
motion) g

Inclined “c” Table 9 : Wheeled cargoes

C FA a Y2
(negative p W ,Y = p S ----------------
- in y direction Still water and inertial forces
g
roll
C FA a Z2 Ship Still water force FS
angle) “d” p W ,Z = p S ----------------
- in z direction Load
g case
condition and inertial force FW , in kN

4.1.2 General cargo ships with the service notation Still water (1) (2) FS = M g
completed with the additional service feature Upright (positive “a” No inertial force
heavycargo heave motion) (1)
“b” FW,Z = α M aZ1 in z direction
For ships with the service notation general cargo ship com-
pleted by the additional service feature heavycargo Inclined (negative “c” FW,Y = M CFA aY2 in y direction
[AREA1, X1 kN/m2 -AREA2, X2 kN/m2 - ....] (see Pt A, Ch 1, roll angle) (2)
“d” FW,Z = α M CFA aZ2 in z direction
Sec 2, [4.2.2]), the values of pS, in kN/m2, are to be speci-
Loading/ FW,X = 0,035 M g in x direction
fied by the Designer for each AREAi, according to [4.1.1],
unloading (3) FW,Y = 0,087 M g in y direction
and introduced as Xi values in the above service feature.
FW,Z = 0,100 M g in z direction

5 Dry unit cargoes (1) This condition defines the force, applied by one wheel,
to be considered for the determination of scantlings of
plating, ordinary stiffeners and primary supporting
5.1 Still water and inertial forces
members, as defined in Part B, Chapter 7, where:
5.1.1 The still water and inertial forces transmitted to the α : Coefficient taken equal to:
hull structures are to be determined on the basis of the • 0,5 in general
forces obtained, in kN, as specified in Tab 8, taking into • 1,0 for landing gears of trailers
account the elastic characteristics of the lashing arrange- M : Mass, in t, taken equal to
ment and/or the structure which contains the cargo. Q
M = ------A-
nW
Table 8 : Dry unit cargoes
Still water and inertial forces QA : Axle load, in t. For fork-lift trucks, the
value of QA is to be taken equal to the total
Ship Load Still water force FS mass of the vehicle, including that of the
condition case and inertial force FW, in kN cargo handled, applied to one axle only.
Still water FS = M g nW : Number of wheels for the axle considered.
(2) This condition is to be considered for the racking analy-
Upright (positive “a” No inertial force sis of ships with the service notation ro-ro cargo ship or
heave motion) ro-ro passenger ship, as defined in Ch 7, App 1, with M
“b” FW,X = M aX1 in x direction
FW,Z = M aZ1 in z direction taken equal to the mass, in t, of wheeled loads located
on the structural member under consideration.
Inclined (negative “c” FW,Y = M CFA aY2 in y direction
(3) Loading/unloading condition is to be considered only
roll angle) FW,Z = M CFA aZ2 in z direction
“d” for fork-lift trucks.

January 2013 Bureau Veritas 43

Pt B, Ch 5, Sec 6

6.1.3 Non-tyred vehicles Table 12 : Machinery

Still water and inertial pressures
The requirements of [6.1.2] also apply to tracked vehicles;
in this case the print to be considered is that below each Still water pressure pS
Ship Load
wheel or wheelwork. condition case and inertial pressure pW , in kN/m2

For vehicles on rails, all the forces transmitted are to be con- Still water pS = 10
sidered as concentrated at the contact area centre. Upright “a” No inertial pressure
(positive
heave “b” a Z1
p W = p S -------
7 Accommodation motion) g

Inclined “c” The inertial pressure transmitted to the

deck structures in inclined condition
7.1 Still water and inertial pressures may generally be disregarded. Specific
“d” cases in which this simplification is not
deemed permissible by the Society are
7.1.1 The still water and inertial pressures transmitted to
considered individually.
the deck structures are obtained, in kN/m2, as specified in
Tab 10.
9 Flooding
Table 10 : Accommodation
Still water and inertial pressures 9.1 Still water and inertial pressures

9.1.1 Ships for which damage stability calculations

Ship Load Still water pressure pS
are required
condition case and inertial pressure p W, in kN/m2
Unless otherwise specified, the still water pressure pSF, in
Still The value of pS is defined in Tab 11
water
kN/m2, and the inertial pressure pWF, in kN/m2, to be con-
depending on the type of the accommo-
dation compartment. sidered as acting on structural elements located below the
deepest equilibrium waterline (excluding bottom and side
Upright “a” No inertial pressure shell structural elements) which constitute boundaries of
(positive
“b” a Z1 compartments not intended to carry liquids are obtained
heave p W = p S -------
motion) g from the following formulae:

Inclined “c” The inertial pressure transmitted to the • pSF = ρ g dF without being taken less than 0,4 g d0
deck structures in inclined condition
may generally be disregarded. Specific • pWF = 0,6 ρ aZ1 dF without being taken less than 0,4 g d0
“d” cases in which this simplification is not
deemed permissible by the Society are where:
considered individually.
dF : Distance, in m, from the calculation point to the
deepest equilibrium waterline.
Table 11 : Still water deck pressure
The deepest equilibrium waterlines are to be
in accommodation compartments
provided by the Designer under his own
responsibility.
Type of accommodation compartment pS , in kN/m2
Large public spaces, such as: 5,0 Table 13 : Flooding - Still water and inertial pressures
restaurants, halls, cinemas, lounges for ships for which damage stability calculations
are not required
Large rooms, such as: 3,0
• rooms with fixed furniture
• games and hobbies rooms, hospitals Still water pressure pSF , Inertial pressure pWF ,
in kN/m2 in kN/m2
Cabins 3,0
• Compartment located • Compartment located
Other compartments 2,5 below bulkhead deck: below bulkhead deck:
ρ g (zF − z) 0,6 ρ aZ1 (zF − z)
without being taken less without being taken less
8 Machinery than 0,4 g d0 than 0,4 g d0
• Compartment located • Compartment located
8.1 Still water and inertial pressures immediately above the immediately above the
bulkhead deck: bulkhead deck:
8.1.1 The still water and inertial pressures transmitted to 0,32 g d0 0,32 g d0
the deck structures are obtained, in kN/m2, as specified in Note 1:
Tab 12. zF : Z co-ordinate, in m, of the bulkhead deck.

44 Bureau Veritas January 2013

 Pt B, Ch 5, Sec 6

9.1.2 Ships for which damage stability calculations 10 Testing

are not required

Unless otherwise specified, the still water and inertial pres-
sures to be considered as acting on structural elements
(excluding bottom and side shell structural elements) which
constitute boundaries of compartments not intended to
carry liquids are obtained, in kN/m2, from the formulae in
Tab 13.
10.1 Still water pressures
10.1.1 The still water pressure to be considered as acting
on plates and stiffeners subject to tank testing is obtained, in
kN/m2, from the formulae in Tab 14.
No inertial pressure is to be considered as acting on plates
and stiffeners subject to tank testing.

Table 14 : Testing - Still water pressures

Compartment or structure to be tested Still water pressure pST , in kN/m2

Double bottom tanks The greater of the following:
pST = 10 [(zTOP − z) + dAP]
pST = 10 (zml − z)
where:
zml : Z co-ordinate, in m, of the margin line (1)
Double side tanks, fore and after peaks used as tank, cofferdams The greater of the following:
pST = 10 [(zTOP − z) + dAP]
pST = 10 [(zTOP − z) + 2,4]
Tank bulkheads, deep tanks, fuel oil bunkers The greater of the following:
pST = 10 [(zTOP − z) + dAP]
pST = 10 [(zTOP − z) + 2,4]
pST = 10 [(zTOP − z) + 10 pPV]
Ballast holds of ships with service notation The greater of the following:
bulk carrier or bulk carrier ESP pST = 10 [(zTOP − z) + dAP]
pST = 10 [(zh − z) + 0,9]
where:
zh : Z co-ordinate, in m, of the top of hatch
Fore peak not used as tank The greater of the following:
pST = 10 (zF − z)
pST = 10 (zml − z)
where:
zF : As defined in Tab 13
zml : Z co-ordinate, in m, of the margin line (1)
Watertight doors below freeboard or bulkhead deck pST = 10 (zbd − z)
where:
zbd : Z co-ordinate, in m, of the bulkhead deck
Watertight hatch covers of tanks in ships with service notation The greater of the following:
combination carrier ESP pST = 10 [(zh − z) + 2,4]
pST = 10 [(zh − z) + 10 pPV]
where:
zh : Z co-ordinate, in m, of the top of hatch
Chain locker (if aft of collision bulkhead) pST = 10 (zTOP − z)
Independent tanks The greater of the following:
pST = 10 [(zTOP − z) + dAP]
pST = 10 [(zTOP − z) + 0,9]
Ballast ducts Ballast pump maximum pressure
(1) The margin line is a line drawn at least 76mm below the upper surface of:
• the bulkhead deck at side for passenger ships
• the freeboard deck at side for cargo ships.

January 2013 Bureau Veritas 45

Pt B, Ch 5, App 1

APPENDIX 1 INERTIAL PRESSURE FOR TYPICAL TANK

ARRANGEMENT

1 Liquid cargoes and ballast - Inertial
pressure
1.1 Introduction
1.1.1 Ch 5, Sec 6, [1] defines the criteria to calculate the
inertial pressure pW induced by liquid cargoes and ballast in
any type of tank. The relevant formulae are specified in Ch
5, Sec 6, Tab 1 and entail the definition of the highest point
of the tank in the direction of the total acceleration vector.
As specified in Ch 5, Sec 6, [1.2], this point depends on the
geometry of the tank and the values of the acceleration. For
typical tank arrangements, the highest point of the tank in
the direction of the total acceleration vector can easily be
identified and the relevant formulae written using the tank
geometric characteristics.
1.1.2 This Appendix provides the formulae for calculating
the inertial pressure pW in the case of typical tank arrange-
ments.
1.2 Formulae for the inertial pressure
calculation
1.2.1 For typical tank arrangements, the inertial pressure
transmitted to the hull structures at the calculation point P
in inclined ship condition may be obtained from the formu-
lae in Tab 1, obtained by applying to those tanks the general
formula in Ch 5, Sec 6, Tab 1.

Table 1 : Liquid cargoes and ballast - Inertial pressure for typical tank arrangements

Ship condition Load case Inertial pressure pW , in kN/m2

Inclined “c”
(negative roll angle) 0, 7CFA ρ L ( a Y2 b L + a Z2 d H )
“d”
Note 1:
CFA : Combination factor, to be taken equal to:
• CFA = 0,7 for load case “c”
• CFA = 1,0 for load case “d”
ρL : Density, in t/m3, of the liquid cargo carried
aY2, aZ2 : Reference values of the acceleration in the inclined ship condition, defined in Ch 5, Sec 3, [3.4], calculated in way of
the centre of gravity of the tank
bL , d H : Transverse and vertical distances, in m, to be taken as indicated in Fig 1 to Fig 6 for various types of tanks; for the cases
in Fig 1 to Fig 4, where the central cargo area is divided into two or more tanks by longitudinal bulkheads, bL and dH for
calculation points inside each tank are to be taken as indicated in Fig 5 for the double side. The angle Φ which appears
in Fig 3 and Fig 4 is defined in Ch 5, Sec 6, Tab 2.

Figure 1 : Distances bL and dH Figure 2 : Distances bL and dH

bT At calculation point P
dH bL = 0,5bT+dCT

At calculation point P
P bL = 0,5bT+dCT
dCT
dCT
dH

bT

46 Bureau Veritas January 2013

 Pt B, Ch 5, App 1

Figure 3 : Distances bL and dH Figure 5 : Distances bL and dH

Φ
bT  
 
      
dH    

At calculation point P
bL = 0,5bT+dCT

P  
      
dCT
   












Figure 4 : Distances bL and dH Figure 6 : Distances bL and dH


Φ : bL = bT
At calculation point P1 in
 bT At calculation point P2 in : bL = dT




   dH dH
    dT




P1
bL = bT P2

bL = dT

January 2013 Bureau Veritas 47

Pt B, Ch 5, App 1

48 Bureau Veritas January 2013

 Part B
Hull and Stability

Chapter 6

HULL GIRDER STRENGTH

SECTION 1 STRENGTH CHARACTERISTICS OF THE HULL GIRDER

TRANSVERSE SECTIONS

SECTION 2 YIELDING CHECKS

SECTION 3 ULTIMATE STRENGTH CHECK

APPENDIX 1 HULL GIRDER ULTIMATE STRENGTH

January 2013 Bureau Veritas 49

Symbols used in this Chapter
E : Young’s modulus, in N/mm2, to be taken equal MSW,S : Design still water bending moment, in kN.m, in
to: sagging condition, at the hull transverse section
• for steels in general: considered, defined in Pt B, Ch 5, Sec 2, [2.2],
when the ship in still water is always in hogging
E = 2,06.105 N/mm2 condition, MSW,S is to be taken equal to 0,
• for stainless steels: MWV : Vertical wave bending moment, in kN.m:
E = 1,95.105 N/mm2 • in hogging conditions:
• for aluminium alloys: MWV = MWV,H
E = 7,0.104 N/mm2 • in sagging conditions:
MSW : Still water bending moment, in kN.m: MWV = MWV,S
• in hogging conditions: MWV,H : Vertical wave bending moment, in kN.m, in
hogging condition, at the hull transverse section
MSW = MSW,H
considered, defined in Pt B, Ch 5, Sec 2, [3.1],
• in sagging conditions: MWV,S : Vertical wave bending moment, in kN.m, in
MSW = MSW,S sagging condition, at the hull transverse section
MSW,H : Design still water bending moment, in kN.m, in considered, defined in Pt B, Ch 5, Sec 2, [3.1],
hogging condition, at the hull transverse section g : Gravity acceleration, in m/s2:
considered, defined in Pt B, Ch 5, Sec 2, [2.2] g = 9,81 m/s2.

50 Bureau Veritas January 2013

 Pt B, Ch 6, Sec 1

SECTION 1 STRENGTH CHARACTERISTICS OF THE HULL

GIRDER TRANSVERSE SECTIONS

Symbols

For symbols not defined in this Section, refer to the list at 2.1.4 Longitudinal girders between hatchways
the beginning of this Chapter. Where longitudinal girders are fitted between hatchways,
the sectional area that can be included in the hull girder
1 Application transverse sections is obtained, in m2, from the following
formula:
1.1 AEFF = ALG a
1.1.1 This Section specifies the criteria for calculating the where:
hull girder strength characteristics to be used for the checks
in Ch 6, Sec 2 and Ch 6, Sec 3, in association with the hull ALG : Sectional area, in m2, of longitudinal girders
girder loads specified in Ch 5, Sec 2. a : Coefficient:
• for longitudinal girders effectively supported
2 Calculation of the strength by longitudinal bulkheads or primary sup-
characteristics of hull girder porting members:
transverse sections a=1
• for longitudinal girders not effectively sup-
2.1 Hull girder transverse sections ported by longitudinal bulkheads or primary
supporting members and having dimensions
2.1.1 General
and scantlings such that l0 / r ≤ 60:
Hull girder transverse sections are to be considered as being
constituted by the members contributing to the hull girder s 0 ,5

longitudinal strength, i.e. all continuous longitudinal mem- a = 0 ,6 ⎛⎝ ----- + 0 ,15⎞⎠

bers below the strength deck defined in [2.2], taking into
account the requirements in [2.1.2] to [2.1.9].
These members are to be considered as having (see also Ch
4, Sec 2):
• gross scantlings, when the hull girder strength character-
istics to be calculated are used for the yielding checks in
Ch 6, Sec 2
• net scantlings, when the hull girder strength characteris-
tics to be calculated are used for the ultimate strength
checks in Ch 6, Sec 3 and for calculating the hull girder
stresses for the strength checks of plating, ordinary stiff-
eners and primary supporting members in Part B, Chap-
ter 7.
b1
• for longitudinal girders not effectively sup-
ported by longitudinal bulkheads or primary
supporting members and having dimensions
and scantlings such that l0 / r > 60:
a=0
l0 : Span, in m, of longitudinal girders, to be taken
as shown in Fig 1
r : Minimum radius of gyration, in m, of the longi-
tudinal girder transverse section
s, b1 : Dimensions, in m, defined in Fig 1.

2.1.2 Continuous trunks and continuous Figure 1 : Longitudinal girders between hatchways
longitudinal hatch coamings
Continuous trunks and continuous longitudinal hatch com-
0
mons may be included in the hull girder transverse sections,
provided they are effectively supported by longitudinal
bulkheads or primary supporting members. b1

2.1.3 Longitudinal ordinary stiffeners or girders

welded above the decks
s b1 s
Longitudinal ordinary stiffeners or girders welded above the
decks (including the deck of any trunk fitted as specified in
[2.1.2]) may be included in the hull girder transverse sec-
tions.

January 2013 Bureau Veritas 51

Pt B, Ch 6, Sec 1
2.1.5 Longitudinal bulkheads with vertical
corrugations
Longitudinal bulkheads with vertical corrugations may not
be included in the hull girder transverse sections.
2.1.6 Members in materials other than steel
Where a member contributing to the longitudinal strength is
made in material other than steel with a Young’s modulus E
equal to 2,06 105 N/mm2, the steel equivalent sectional
area that may be included in the hull girder transverse sec-
tions is obtained, in m2, from the following formula:
E
A SE = ----------------------5 A M
2 ,06.10
where:
AM : Sectional area, in m2, of the member under con-
sideration.
2.1.7 Large openings
Large openings are:
• elliptical openings exceeding 2,5 m in length or 1,2 m
in breadth
• circular openings exceeding 0,9 m in diameter.
Large openings and scallops, where scallop welding is
applied, are always to be deducted from the sectional areas
included in the hull girder transverse sections.
2.1.8 Small openings
Smaller openings than those in [2.1.7] in one transverse
section in the strength deck or bottom area need not be
deducted from the sectional areas included in the hull
girder transverse sections, provided that:
ΣbS ≤ 0,06 (B − Σb)
where:
ΣbS : Total breadth of small openings, in m, in the
strength deck or bottom area at the transverse
section considered, determined as indicated in
Fig 2
Σb : Total breadth of large openings, in m, at the
transverse section considered, determined as
indicated in Fig 2
Where the total breadth of small openings ΣbS does not ful-
fil the above criteria, only the excess of breadth is to be
deducted from the sectional areas included in the hull
girder transverse sections.
2.1.9 Lightening holes, draining holes and single
scallops
Lightening holes, draining holes and single scallops in lon-
gitudinals need not be deducted if their height is less than
0,25 hW , without being greater than 75 mm, where hW is
the web height, in mm, defined in Ch 4, Sec 3.
Otherwise, the excess is to be deducted from the sectional
area or compensated.
52
Figure 2 : Calculation of Σb and ΣbS
b1
30°
Hull transverse section
under consideration
30°
b2
b1 and b2 included in Σb and Σbs
2.2 Strength deck
2.2.1 The strength deck is, in general, the uppermost con-
tinuous deck.
In the case of a superstructure or deckhouses contributing
to the longitudinal strength, the strength deck is the deck of
the superstructure or the deck of the uppermost deckhouse.
2.2.2 A superstructure extending at least 0,15 L within 0,4
L amidships may generally be considered as contributing to
the longitudinal strength. For other superstructures and for
deckhouses, their contribution to the longitudinal strength
is to be assessed on a case by case basis, through a finite
element analysis of the whole ship, which takes into
account the general arrangement of the longitudinal ele-
ments (side, decks, bulkheads).
The presence of openings in the side shell and longitudinal
bulkheads is to be taken into account in the analysis. This
may be done in two ways:
• by including these openings in the finite element model
• by assigning to the plate panel between the side frames
beside each opening an equivalent thickness, in mm,
obtained from the following formula:
2 –1
Gh 1
t EQ = 10 l P ⎛ ------------- + -----⎞
3
⎝ 12EI J A J⎠
where (see Fig 3):
lP : Longitudinal distance, in m, between the
frames beside the opening
h : Height, in m, of openings
IJ : Moment of inertia, in m4, of the opening
jamb about the transverse axis y-y
AJ : Shear area, in m2, of the opening jamb in
the direction of the longitudinal axis x-x
Bureau Veritas January 2013
 Pt B, Ch 6, Sec 1

Figure 3 : Side openings zD : Z co-ordinate, in m, of strength

deck, defined in [2.2], with
respect to the reference co-ordi-
Side frames
nate system defined in Ch 1, Sec
2, [4]
y
• if continuous trunks or hatch coamings are
taken into account in the calculation of IY ,
h x x
as specified in [2.1.2]:
y y
p V D = ( z T – N ) ⎛ 0 ,9 + 0 ,2 ----T-⎞ ≥ z D – N
Cross section of ⎝ B⎠
the opening jamb
where:
2
G : Coulomb’s modulus, in N/mm , of the mate- yT, zT : Y and Z co-ordinates, in m, of
rial used for the opening jamb, to be taken the top of continuous trunk or
equal to: hatch coaming with respect to
• for steels: the reference co-ordinate system
defined in Ch 1, Sec 2, [4]; yT
G = 8,0.104 N/mm2
and zT are to be measured for
• for aluminium alloys: the point which maximises the
G = 2,7.104 N/mm2. value of VD

• if longitudinal ordinary stiffeners or girders

2.3 Section modulus welded above the strength deck are taken
into account in the calculation of IY , as
2.3.1 The section modulus at any point of a hull transverse specified in [2.1.3], VD is to be obtained
section is obtained, in m3, from the following formula: from the formula given above for continu-
ous trunks and hatch coamings. In this case,
IY
Z A = ---------------
- yT and zT are the Y and Z co-ordinates, in m,
z–N
of the top of the longitudinal stiffeners or
where: girders with respect to the reference co-ordi-
IY : Moment of inertia, in m4, of the hull transverse nate system defined in Ch 1, Sec 2, [4].
section defined in [2.1], about its horizontal
neutral axis 2.4 Moments of inertia
z : Z co-ordinate, in m, of the calculation point
with respect to the reference co-ordinate system 2.4.1 The moments of inertia IY and IZ , in m4, are those,
defined in Ch 1, Sec 2, [4] calculated about the horizontal and vertical neutral axes,
N : Z co-ordinate, in m, of the centre of gravity of respectively, of the hull transverse sections defined in [2.1].
the hull transverse section defined in [2.1], with
respect to the reference co-ordinate system 2.5 First moment
defined in Ch 1, Sec 2, [4].

2.3.2 The section moduli at bottom and at deck are 2.5.1 The first moment S, in m3, at a level z above the base-
obtained, in m3, from the following formulae: line is that, calculated with respect to the horizontal neutral
axis, of the portion of the hull transverse sections defined in
• at bottom: [2.1] located above the z level.
I
Z AB = ---Y-
N 2.6 Structural models for the calculation of
• at deck: normal warping stresses and shear
IY
stresses
Z AD = ------
VD
2.6.1 The structural models that can be used for the calcu-
where: lation of normal warping stresses, induced by torque, and
shear stresses, induced by shear forces or torque, are:
IY, N : Defined in [2.3.1]
VD : Vertical distance, in m: • three dimensional finite element models

• in general: • thin walled beam models

VD = zD − N
representing the members which constitute the hull girder
where: transverse sections according to [2.1].

January 2013 Bureau Veritas 53

Pt B, Ch 6, Sec 2

SECTION 2 YIELDING CHECKS

Symbols

For symbols not defined in this Section, refer to the list at 1 Application
the beginning of this Chapter.

MWH : Horizontal wave bending moment, in kN.m, 1.1

defined in Ch 5, Sec 2, [3.2]
1.1.1 The requirements of this Section apply to ships hav-
MWT : Wave torque, in kN.m, defined in Ch 5, Sec 2, ing the following characteristics:
[3.3] • L < 500 m
QSW : Design still water shear force, in kN, defined in • L/B>5
Ch 5, Sec 2, [2.3] • B / D < 2,5
• CB ≥ 0,6
QWV : Vertical wave shear force, to be calculated
according to Ch 5, Sec 2, [3.4]: Ships not having one or more of these characteristics, ships
intended for the carriage of heated cargoes and ships of
• if QSW ≥ 0, QWV is the positive wave shear unusual type or design are considered by the Society on a
force case by case basis.
• if QSW < 0, QWV is the negative wave shear
force 2 Hull girder stresses
k : Material factor, as defined in Ch 4, Sec 1, [2.3]
2.1 Normal stresses induced by vertical
x : X co-ordinate, in m, of the calculation point bending moments
with respect to the reference co-ordinate system
defined in Ch 1, Sec 2, [4] 2.1.1 The normal stresses induced by vertical bending
moments are obtained, in N/mm2, from the following for-
IY : Moment of inertia, in m4, of the hull transverse mulae:
section about its horizontal neutral axis, to be
• at any point of the hull transverse section:
calculated according to Ch 6, Sec 1, [2.4]
M SW + M WV – 3
IZ : Moment of inertia, in m4, of the hull transverse σ 1 = ----------------------------- 10
ZA
section about its vertical neutral axis, to be cal-
• at bottom:
culated according to Ch 6, Sec 1, [2.4]
M SW + M WV – 3
σ 1 = -----------------------------10
S : First moment, in m3, of the hull transverse sec- Z AB
tion, to be calculated according to Ch 6, Sec 1,
• at deck:
[2.5]
M SW + M WV – 3
ZA : Gross section modulus, in m3, at any point of σ 1 = -----------------------------10
Z AD
the hull transverse section, to be calculated
according to Ch 6, Sec 1, [2.3.1] 2.1.2 The normal stresses in a member made in material
other than steel with a Young’s modulus E equal to 2,06 105
ZAB, ZAD : Gross section moduli, in m3, at bottom and
N/mm2, included in the hull girder transverse sections as
deck, respectively, to be calculated according to
specified in Ch 6, Sec 1, [2.1.6], are obtained from the fol-
Ch 6, Sec 1, [2.3.2]
lowing formula:
n1 : Navigation coefficient defined in Ch 5, Sec 1, E
σ 1 = -------------------------5 σ 1 S
Tab 1 2 ,06 ⋅ 10
C : Wave parameter defined in Ch 5, Sec 2 where:
σ1,ALL 2
: Allowable normal stress, in N/mm , defined in σ1S : Normal stress, in N/mm2, in the member under
[3.1.2] consideration, calculated according to [2.1.1]
considering this member as having the steel
τ1,ALL : Allowable shear stress, in N/mm2, defined in equivalent sectional area ASE defined in Ch 6,
[3.2.1]. Sec 1, [2.1.6].

54 Bureau Veritas January 2013

 Pt B, Ch 6, Sec 2

Table 1 : Torque and bending moments

Still water loads Wave loads

Vertical bending Vertical bending Horizontal bending
Torque (1) Torque
moment moment moment
Reference Comb. Reference Comb. Reference Comb. Reference Comb. Reference Comb.
value factor value factor value factor value factor value factor
MT,SW (2) 1,0 MSW 1,0 MWT 1,0 MWV 0,4 MWH 1,0
(1) To be considered only for ships with the service notation container ship.
(2) MT,SW : Still water torque defined in Pt D, Ch 2, Sec 2, [4.1].

2.2 Normal stresses induced by torque and The shear force corrections ΔQC and ΔQ are to be taken
bending moments into account, in accordance with [2.4.1] and [2.4.2],
respectively.
2.2.1 Ships having large openings in the strength
deck 2.3.2 The vertical shear forces to be considered in these
The normal stresses induced by torque and bending analyses are:
moments are to be considered for ships having large open-
ings in the strength decks, i.e. ships for which at least one of • for all ships, the vertical shear forces QSW and QWV, tak-
the three following conditions occur: ing into account the combination factors defined in Ch
5, Sec 4, Tab 2,
• b / B0 > 0,7
• in addition, for ships having large openings in the
• lA / l0 > 0,89
strength deck, the shear forces due to the torques MWT
• b / B0 > 0,6 and lA / l0 > 0,7 and MSW,T as specified in [2.2].

where b, B0 , lA and l0 are the dimensions defined in Fig 1. When deemed necessary by the Society on the basis of the
In the case of two or more openings in the same hull trans- ship’s characteristics and intended service, the horizontal
verse section, b is to be taken as the sum of the breadth b1 shear force is also to be calculated, using direct calcula-
of each opening. tions, and taken into account in the calculation of shear
stresses.
2.2.2 Normal stresses
The normal stresses are to be calculated for the load case 2.3.3 As an alternative to the above procedure, the shear
constituted by the hull girder loads specified in Tab 1 stresses induced by the vertical shear forces QSW and QWV
together with their combination factors. They are to be may be obtained through the simplified procedure in [2.4].
obtained, in N/mm2, from the following formula:
Figure 1 : Ships with large openings
⎧ M SW 0.4M WV M WH ⎫
- + -------------------- + ------------ y ⎬10 –3 + σ Ω
σ 1 = ⎨ ----------
⎩ ZA ZA IZ ⎭
A
where:
σΩ : Warping stress, in N/mm2, induced by the
torque MWT and obtained through direct calcu-
B0

lation analyses based on a structural model in

accordance with Ch 6, Sec 1, [2.6]; for ships
with the service notation container ship, it
includes the contribution due to the still water
torque MSW,T defined in Pt D, Ch 2, Sec 2, [4.1]
y : Y co-ordinate, in m, of the calculation point 0
with respect to the reference co-ordinate system
defined in Ch 1, Sec 2, [4].
b1

2.3 Shear stresses

B0

b1

2.3.1 The shear stresses induced by shear forces and torque

are obtained through direct calculation analyses based on a
structural model in accordance with Ch 6, Sec 1, [2.6].

January 2013 Bureau Veritas 55

Pt B, Ch 6, Sec 2

2.4 Simplified calculation of shear stresses ΔQC : Shear force correction (see Fig 2), which takes
induced by vertical shear forces into account, when applicable, the portion of
loads transmitted by the double bottom girders
2.4.1 Ships without effective longitudinal bulkheads to the transverse bulkheads:
or with one effective longitudinal bulkhead • for ships with double bottom in alternate
In this context, effective longitudinal bulkhead means a loading conditions:
bulkhead extending from the bottom to the strength deck.
P
The shear stresses induced by the vertical shear forces in the ΔQ C = α ------------ – ρT 1
BH lC
calculation point are obtained, in N/mm2, from the follow-
• for other ships:
ing formula:
ΔQC = 0
S
τ 1 = ( Q SW + Q WV – εΔQ C ) ------ δ with:
IY t
l0 b0
where: α = g ------------------
-
l
t : Minimum thickness, in mm, of side, inner side 2 + ϕ ----0-
b0
and longitudinal bulkhead plating, as applica-
l
ble according to Tab 2 ϕ = 1 ,38 + 1 ,55 ----0- ≤ 3 ,7
b0
δ : Shear distribution coefficient defined in Tab 2
ε = sgn(QSW) l0 , b0 : Length and breadth, respectively, in
m, of the flat portion of the double
Figure 2 : Shear force correction ΔQC bottom in way of the hold consid-
ered; b0 is to be measured on the
hull transverse section at the middle
of the hold
ΔQc

Full hold Empty hold

P : Total mass of cargo, in t, in the hold
ΔQc = pαT1 ρ : Sea water density, in t/m3:
Corrected ρ = 1,025 t/m3
shear force T1 : Draught, in m, measured vertically
on the hull transverse section at the
middle of the hold considered, from
the moulded baseline to the water-
Shear force obtained as line in the loading condition con-
specified in Ch 5, Sec 2 sidered
BH : Ship’s breadth, in m, measured on
the hull transverse section at the

Table 2 : Shear stresses induced by vertical shear forces

Ship typology Location t, in mm δ Meaning of symbols used in the definition of δ

Single side ships without
effective longitudinal bulkheads Sides tS 0,5
See Fig 3 (a)
Double side ships without Sides tS (1 − Φ) / 2
effective longitudinal bulkheads Φ = 0,275 + 0,25 α α = tISM / tSM
See Fig 3 (b) Inner sides tIS Φ/2

Double side ships with one Φ = 0,275 + 0,25 α α = tISM / tSM

effective longitudinal bulkhead Sides tS (1 − Φ)Ψ / 2
See Fig 3 (c) 1 Ψ
Ψ = 1 ,9β γ ⎛ 2δ + 1 + ------⎞ – 0 ,17 χ = ----------------------------------
⎝ α 0⎠ 0 ,85 + 0 ,17α
Inner sides tIS ΦΨ / 2 0 ,5t BM 0 ,75
α 0 = ---------------------
- β = ----------------------------
t SM + t ISM 3δ + α 0 + 1
2δ + 1 B
Longitudinal γ = ----------------------------- δ = --------
1 2D
bulkhead tB 1−χ 4δ + 1 + ------
α0

Note 1:
tS, tIS, tB : Minimum thicknesses, in mm, of side, inner side and longitudinal bulkhead plating, respectively
tSM, tISM, tBM : Mean thicknesses, in mm, over all the strakes of side, inner side and longitudinal bulkhead plating, respectively. They
are calculated as Σ(li ti) / Σli, where li and ti are the length, in m, and the thickness, in mm, of the ith strake of side, inner
side and longitudinal bulkhead.

56 Bureau Veritas January 2013

 Pt B, Ch 6, Sec 2

Figure 3 : Ship typologies (with reference to Tab 2)

(a) (b) (c)

2.4.2 Ships with two effective longitudinal • in longitudinal bulkheads:

bulkheads
ε ( pC – pW ) lC bC 2n
In this context, effective longitudinal bulkhead means a - --------------------- – Φ
ΔQ = --------------------------------------
4 3(n + 1)
bulkhead extending from the bottom to the strength deck.
The shear stresses induced by the vertical shear force in the with:
calculation point are obtained, in N/mm2, from the follow- ε = sgn(QSW)
ing formula:
pC : Pressure, in kN/m2, acting on the
S
τ 1 = [ ( Q SW + Q WV )δ + ε Q ΔQ ] ------ inner bottom in way of the centre
IY t
hold in the loading condition con-
where: sidered
δ : Shear distribution coefficient defined in Tab 3 pW : Pressure, in kN/m2, acting on the
Q F – Q A⎞ inner bottom in way of the wing hold
ε Q = sgn ⎛ -------------------
- in the loading condition considered,
⎝ lC ⎠
to be taken not greater than pC
with : QF, QA : Value of QSW, in kN, in way of the
forward and aft transverse bulkhead, bC : Breadth, in m, of the centre hold,
respectively, of the hold considered measured between longitudinal
bulkheads
lC : Length, in m, of the hold consid-
ered, measured between transverse n : Number of floors in way of the cen-
bulkheads tre hold
t : Minimum thickness, in mm, of side, inner side Φ : Coefficient defined in Tab 3.
and longitudinal bulkhead plating, as applica-
ble according to Tab 3 Figure 4 : Ship typologies (with reference to Tab 3)
ΔQ : Shear force correction, in kN, which takes into
account the redistribution of shear force
between sides and longitudinal bulkheads due
to possible transverse non-uniform distribution
of cargo:
• in sides:
ε ( pC – pW ) l C bC n -
ΔQ = --------------------------------------
- -------------------- – (1 – Φ)
4 3(n + 1) (a) (b)

Table 3 : Shear stresses induced by vertical shear forces

Meaning of symbols used

Ship typology Location t, in mm δ
in the definition of δ
Single side ships with two effective Sides tS (1 − Φ) / 2 Φ = 0,3 + 0,21 α
longitudinal bulkheads - see Fig 4 (a) Longitudinal bulkheads tB Φ/2 α = tBM / tSM

Double side ships with two effective Sides tS (1 − Φ) / 4 Φ = 0,275 + 0,25 α

longitudinal bulkheads - see Fig 4 (b) Inner sides tIS (1 − Φ) / 4 t BM
α = ---------------------
-
t SM + t ISM
Longitudinal bulkheads tB Φ/2
Note 1:
tS, tIS, tB : Minimum thicknesses, in mm, of side, inner side and longitudinal bulkhead plating, respectively
tSM, tISM, tBM : Mean thicknesses, in mm, over all the strakes of side, inner side and longitudinal bulkhead plating, respectively. They
are calculated as Σ(li ti) / Σli, where li and ti are the length, in m, and the thickness, in mm, of the ith strake of side, inner
side and longitudinal bulkheads.

January 2013 Bureau Veritas 57

Pt B, Ch 6, Sec 2

3 Checking criteria 3.3 Buckling check

3.3.1 Buckling strength of members contributing to the lon-

3.1 Normal stresses induced by vertical gitudinal strength and subjected to compressive and shear
bending moments stresses is to be checked, especially in regions where
changes in the framing system or significant changes in the
3.1.1 Hull girder bending strength checks are to be carried hull cross-section occur. The buckling evaluation criteria
out according to [3.1.2] within 0,4L amidships. used for this check are determined according to:
Outside 0,4L amidships, hull girder bending strength checks • for platings: Ch 7, Sec 1, [5]
are to be carried out according to [3.1.2] as a minimum at • for stiffeners: Ch 7, Sec 2, [4]
the following locations:
• for primary supporting members: Ch 7, Sec 3, [6].
• in way of the forward end of the engine room
• in way of the forward end of the foremost cargo hold
4 Section modulus and moment of
• at any locations where there are significant changes in
hull cross-section
inertia
• at any locations where there are changes in the framing
4.1 General
system.
4.1.1 The requirements in [4.2] to [4.5] provide the mini-
In addition, for ships with large deck openings such as con-
mum hull girder section modulus, complying with the
tainerships, sections at or near to the aft and forward quarter
checking criteria indicated in [3], and the midship section
length positions are to be checked. For such ships with
moment of inertia required to ensure sufficient hull girder
cargo holds aft of the superstructure, deckhouse or engine
rigidity.
room, strength checks of sections in way of the aft end of
the aft-most holds, and the aft end of the deckhouse or
4.1.2 The k material factors are to be defined with respect
engine room are to be performed.
to the materials used for the bottom and deck members
contributing to the longitudinal strength according to Ch 6,
3.1.2 It is to be checked that the normal stresses σ1 calcu- Sec 1, [2]. When material factors for higher strength steels
lated according to [2.1] and, when applicable, [2.2] are in are used, the requirements in [4.5] apply.
compliance with the following formula:
σ1 ≤ σ1,ALL
4.2 Section modulus within 0,4L amidships

where: 4.2.1 For ships with CB greater than 0,8, the gross section
moduli ZAB and ZAD within 0,4L amidships are to be not less
σ1,ALL : Allowable normal stress, in N/mm2, obtained
than the greater value obtained, in m3, from the following
from the following formulae: formulae:

119 x • ZR,MIN = n1 C L2 B (CB + 0,7) k 10−6

σ 1, ALL = ---------- for --- ≤ 0, 1
k L M SW + M WV –3
2 • - 10
Z R = ----------------------------
σ 1, ALL
175 1400 x x
= ---------- – ------------- ⎛ --- – 0, 3⎞ for 0, 1 < --- < 0, 3 σ 1, ALL
k k L ⎝ ⎠ L
175 x 4.2.2 For ships with CB less than or equal to 0,8, the gross
σ 1, ALL = ---------- for 0, 3 ≤ --- ≤ 0, 7
k L section moduli ZAB and ZAD at the midship section are to be
2
175 1400 x x not less than the value obtained, in m3, from the following
σ 1, ALL = ---------- – ------------- ⎛⎝ --- – 0, 7⎞⎠ for 0, 7 < --- < 0, 9
k k L L formula:
119 x
σ 1, ALL = ---------- for --- ≥ 0, 9 ZR,MIN = n1 C L2 B (CB + 0,7) k 10−6
k L
In addition, the gross section moduli ZAB and ZAD within
0,4L amidships are to be not less than the value obtained, in
3.2 Shear stresses m3, from the following formula:

3.2.1 It is to be checked that the shear stresses τ1 calculated M SW + M WV –3

Z R = ----------------------------
- 10
according to [2.3] are in compliance with the following for- σ 1, ALL
mula:
4.2.3 Where the total breadth ΣbS of small openings, as
τ1 ≤ τ1,ALL defined in Ch 6, Sec 1, [2.1.8], is deducted from the sec-
tional areas included in the hull girder transverse sections,
where:
the values ZR and ZR,MIN defined in [4.2.1] or [4.2.2] may be
τ1,ALL : Allowable shear stress, in N/mm2: τ1,ALL = 110/k reduced by 3%.

58 Bureau Veritas January 2013


4.2.4 Scantlings of members contributing to the longitudi-
nal strength (see Ch 6, Sec 1, [2]) are to be maintained
within 0,4 L amidships.
4.3 Section modulus outside 0,4L amidships
4.3.1 The gross section moduli ZAB and ZAD outside 0,4 L
amidships are to be not less than the value obtained, in m3,
from the following formula:
M SW + M WV –3
Z R = ----------------------------
- 10
σ 1, ALL
4.3.2 Scantlings of members contributing to the hull girder
longitudinal strength (see Ch 6, Sec 1, [2]) may be gradually
reduced, outside 0,4L amidships, to the minimum required
for local strength purposes at fore and aft parts, as specified
in Part B, Chapter 9.
4.4 Midship section moment of inertia
4.4.1 The gross midship section moment of inertia about its
horizontal neutral axis is to be not less than the value
obtained, in m4, from the following formula:
IYR = 3 Z’R,MIN L 10−2
where Z’R,MIN is the required midship section modulus
ZR,MIN, in m3, calculated as specified in [4.2.1] or [4.2.2],
but assuming k = 1.
4.5 Extent of higher strength steel
4.5.1 When a material factor for higher strength steel is
used in calculating the required section modulus at bottom
or deck according to [4.2] or [4.3], the relevant higher
strength steel is to be adopted for all members contributing
to the longitudinal strength (see Ch 6, Sec 1, [2]), at least up
to a vertical distance, in m, obtained from the following for-
mulae:
• above the baseline (for section modulus at bottom):
σ 1B – kσ 1, ALL
V H B = ------------------------------
-z
σ 1 B + σ 1D D
• below a horizontal line located at a distance VD (see Ch
6, Sec 1, [2.3.2]) above the neutral axis of the hull trans-
verse section (for section modulus at deck):
σ 1D – kσ 1, ALL
- ( N + VD )
V H D = -------------------------------
σ 1B + σ 1D
where:
σ1B, σ1D : Normal stresses, in N/mm2, at bottom and deck,
respectively, calculated according to [2.1.1]
zD : Z co-ordinate, in m, of the strength deck,
defined in Ch 6, Sec 1, [2.2], with respect to the
reference co-ordinate system defined in Ch 1,
Sec 2, [4]
January 2013
Pt B, Ch 6, Sec 2
N : Z co-ordinate, in m, of the centre of gravity of
the hull transverse section defined in Ch 6, Sec
1, [2.3.1], with respect to the reference co-ordi-
nate system defined in Ch 1, Sec 2, [4]
VD : Vertical distance, in m, defined in Ch 6, Sec 1,
[2.3.2].
4.5.2 The higher strength steel is to extend in length at least
throughout 0,4 L amidships where it is required for strength
purposes according to the provisions of Part B.
5 Permissible still water bending moment
and shear force during navigation
5.1 Permissible still water bending moment
5.1.1 The permissible still water bending moment at any
hull transverse section during navigation, in hogging or sag-
ging conditions, is the value MSW considered in the hull
girder section modulus calculation according to [4.2] and
[4.3].
In the case of structural discontinuities in the hull transverse
sections, the distribution of permissible still water bending
moments is considered on a case by case basis.
5.2 Permissible still water shear force
5.2.1 Direct calculations
Where the shear stresses are obtained through calculation
analyses according to [2.3], the permissible positive or neg-
ative still water shear force at any hull transverse section is
obtained, in kN, from the following formula:
QP = ε |QT| − QWV
where:
ε = sgn(QSW)
QT : Shear force, in kN, which produces a shear
stress τ = 110/k N/mm2 in the most stressed
point of the hull transverse section, taking into
account the shear force correction ΔQC and ΔQ
in accordance with [2.4.1] and [2.4.2], respec-
tively.
5.2.2 Ships without effective longitudinal bulkheads
or with one effective longitudinal bulkhead
Where the shear stresses are obtained through the simpli-
fied procedure in [2.4.1], the permissible positive or nega-
tive still water shear force at any hull transverse section is
obtained, in kN, from the following formula:
110 I Y-t
Q P = ε ⎛ ---------- ⋅ ----- + ΔQ C⎞ – Q WV
⎝ kδ S ⎠
where:
ε = sgn(QSW)
δ : Shear distribution coefficient defined in Tab 2
Bureau Veritas 59
Pt B, Ch 6, Sec 2

t : Minimum thickness, in mm, of side, inner side
and longitudinal bulkhead plating, as applica-
ble according to Tab 2
ΔQC : Shear force correction defined in [2.4.1].
6 Permissible still water bending moment
and shear force in harbour conditions
6.1 Permissible still water bending moment

5.2.3 Ships with two effective longitudinal bulkheads 6.1.1 The permissible still water bending moment at any
hull transverse section in harbour conditions, in hogging or
Where the shear stresses are obtained through the simpli- sagging conditions, is obtained, in kN.m, from the following
fied procedure in [2.4.2], the permissible positive or nega- formula:
tive still water shear force at any hull transverse section is
130 3
obtained, in kN, from the following formula: M P ,H = ---------- Z A ,M 10
k
1 110 I Y t where ZA,M is the lesser of ZAB and ZAD defined in [4.2.1] or
Q P = --- ⎛ ε ---------- ⋅ -----
- – ε Q ΔQ⎞ – Q WV
δ⎝ k S ⎠ [4.2.2].

where: 6.2 Permissible shear force

δ : Shear distribution coefficient defined in Tab 3 6.2.1 The permissible positive or negative still water shear
ε = sgn(QSW) force at any hull transverse section, in harbour conditions,
is obtained, in kN, from the following formula:
t : Minimum thickness, in mm, of side, inner side QP,H = ε QP + 0,7 QWV
and longitudinal bulkhead plating, as applica-
ble according to Tab 3 where:
ε = sgn(QSW)
εQ : Defined in [2.4.2]
QP : Permissible still water shear force during naviga-
ΔQ : Shear force correction defined in [2.4.2]. tion, in kN, to be calculated according to [5.2].

60 Bureau Veritas January 2013

 Pt B, Ch 6, Sec 3

SECTION 3 ULTIMATE STRENGTH CHECK

Symbols
For symbols not defined in this Section, refer to the list at MH = γS1 MP,H + 0,1 γW1 MWV
the beginning of this Chapter.
where MP,H is the permissible still water bending moment in
harbour conditions, defined in Ch 6, Sec 2, [6.1.1].
1 Application
3.2 Hull girder ultimate bending moment
1.1 capacities
1.1.1 The requirements of this Section apply to ships equal
3.2.1 Curve M-χ
to or greater than 170 m in length.
The ultimate bending moment capacities of a hull girder
transverse section, in hogging and sagging conditions, are
2 General defined as the maximum values of the curve of bending
moment capacity M versus the curvature χ of the transverse
2.1 Net scantlings section considered (see Fig 1).
2.1.1 As specified in Ch 4, Sec 2, [1], the ultimate strength The curvature χ is positive for hogging condition and nega-
of the hull girder is to be checked on the basis of the net tive for sagging condition.
strength characteristics of the transverse section which is to The curve M-χ is to be obtained through an incremental-
be calculated according to Ch 4, Sec 2, [2]. iterative procedure according to the criteria specified in Ch
6, App 1.
2.2 Partial safety factors
Figure 1 : Curve bending moment capacity M
2.2.1 The partial safety factors to be considered for check- versus curvature χ
ing the ultimate strength of the hull girder are specified in
Tab 1. M

Table 1 : Partial safety factors MUH Hogging condition

Partial safety factor covering

Symbol Value
uncertainties on:
- χF
Still water hull girder loads γS1 1,00 χ
χF
Wave induced hull girder loads γW1 1,10
Material γm 1,02 Sagging condition MUS
Resistance γR 1,03

3 Hull girder ultimate strength check 3.2.2 Hull girder transverse sections
The hull girder transverse sections are constituted by the
3.1 Hull girder loads elements contributing to the hull girder longitudinal
strength, considered with their net scantlings, according to
3.1.1 Bending moments in navigation Ch 6, Sec 1, [2].
The bending moment in navigation, in sagging and hogging
conditions, to be considered in the ultimate strength check
3.3 Checking criteria
of the hull girder, is to be obtained, in kN.m, from the fol-
lowing formula:
3.3.1 It is to be checked that the hull girder ultimate bend-
M = γS1 MSW + γW1 MWV ing capacity at any hull transverse section is in compliance
with the following formulae:
3.1.2 Bending moments in harbour conditions
MU
The bending moment in harbour conditions, in sagging and ---------- ≥M
γ R γm
hogging conditions, to be considered in the ultimate
strength check of the hull girder, is to be obtained, in kN.m, MU
---------- ≥ MH
from the following formula: γ R γm

January 2013 Bureau Veritas 61

Pt B, Ch 6, Sec 3

where: MUH : Ultimate bending moment capacity in hogging

MU : Ultimate bending moment capacity of the hull conditions, defined in [3.2.1]
transverse section considered, in kN.m: MUS : Ultimate bending moment capacity in sagging
• in hogging conditions: conditions, defined in [3.2.1]
M : Bending moment in navigation, in kN.m,
MU = MUH
defined in [3.1.1]
• in sagging conditions: MH : Bending moment in harbour conditions, in
MU = MUS kN.m, defined in [3.1.2].

62 Bureau Veritas January 2013

 Pt B, Ch 6, App 1

APPENDIX 1 HULL GIRDER ULTIMATE STRENGTH

Symbols

For symbols not defined in this Appendix, refer to the list at Figure 1 : Curve bending moment capacity M
the beginning of this Chapter. versus curvature χ
ReH : Minimum upper yield stress, in N/mm2, of the
material M
IY 4
: Moment of inertia, in m , of the hull transverse MUH Hogging condition
section around its horizontal neutral axis, to be
calculated according to Ch 6, Sec 1, [2.4]
ZAB ,ZAD : Section moduli, in cm3, at bottom and deck,
respectively, defined in Ch 6, Sec 1, [2.3.2]
- χF
s : Spacing, in m, of ordinary stiffeners χ
χF
l : Span, in m, of ordinary stiffeners, measured
between the supporting members (see Ch 4, Sec
3, Fig 2 to Ch 4, Sec 3, Fig 5) Sagging condition MUS

hw : Web height, in mm, of an ordinary stiffener

tw : Web net thickness, in mm, of an ordinary stiff-
ener Each step of the incremental procedure is represented by
the calculation of the bending moment Mi which acts on
bf : Face plate width, in mm, of an ordinary stiffener the hull transverse section as the effect of an imposed cur-
tf : Face plate net thickness, in mm, of an ordinary vature χi.
stiffener For each step, the value χi is to be obtained by summing an
AS : Net sectional area, in cm2, of an ordinary stiff- increment of curvature Δχ to the value relevant to the previ-
ener ous step χi-1.This increment of curvature corresponds to an
increment of the rotation angle of the hull girder transverse
tp : Net thickness, in mm, of the plating attached to
section around its horizontal neutral axis.
an ordinary stiffener.
This rotation increment induces axial strains ε in each hull
structural element, whose value depends on the position of
1 Hull girder ultimate strength check the element. In hogging condition, the structural elements
above the neutral axis are lengthened, while the elements
1.1 Introduction below the neutral axis are shortened. Vice-versa in sagging
condition.
1.1.1 Ch 6, Sec 3, [2] defines the criteria for calculating The stress σ induced in each structural element by the strain
the ultimate bending moment capacities in hogging condi- ε is to be obtained from the load-end shortening curve σ-ε
tion MUH and sagging condition MUS of a hull girder trans- of the element, which takes into account the behaviour of
verse section. the element in the non-linear elasto-plastic domain.
As specified in Ch 6, Sec 3, [2], the ultimate bending The distribution of the stresses induced in all the elements
moment capacities are defined as the maximum values of composing the hull transverse section determines, for each
the curve of bending moment capacity M versus the curva- step, a variation of the neutral axis position, since the rela-
ture χ of the transverse section considered (see Fig 1). tionship σ-ε is non-linear. The new position of the neutral
axis relevant to the step considered is to be obtained by
1.1.2 This Appendix provides the criteria for obtaining the means of an iterative process, imposing the equilibrium
curve M-χ. among the stresses acting in all the hull elements.
Once the position of the neutral axis is known and the rele-
1.2 Criteria for the calculation of the curve vant stress distribution in the section structural elements is
M-χ obtained, the bending moment of the section Mi around the
new position of the neutral axis, which corresponds to the
1.2.1 Procedure curvature χi imposed in the step considered, is to be
The curve M-χ is to be obtained by means of an incremen- obtained by summing the contribution given by each ele-
tal-iterative approach, summarised in the flow chart in Fig 2. ment stress.

January 2013 Bureau Veritas 63

Pt B, Ch 6, App 1

Figure 2 : Flow chart of the procedure for the evaluation of the curve M-χ

Start

First step
χi-1= 0

Calculation of the position of the neutral axis Ni-1

Increment of the curvature

χi = χi-1+ Δχ

Calculation of the strain ε induced on each

structural element by the curvature χi
for the neutral axis position Ni-1

For each structural element; calculation

Curve σ-ε
of the stress σ relevant to the strain ε

Calculation of the new position of the

Ni-1 = Ni neutral axis Ni ,imposing the equilibrium
on the stress resultant F

χi-1 = χi NO F = δ1
δ1 δ2 = specified tolerance on zero value
YES

Check on the position

NO of the neutral axis
Ni - Ni-1 < δ2

YES

Calculation of the bending moments Mi

relevant to the curvature χi summing the Curve M - χ
contribution of each structural element stress

NO χ > χF

YES

End

64 Bureau Veritas January 2013

 Pt B, Ch 6, App 1

1.2.2 Assumption Table 1 : Modes of failure of plate panels

In applying the procedure described in [1.2.1], the follow- and ordinary stiffeners
ing assumptions are generally to be made:
Curve σ−ε
• The ultimate strength is calculated at hull transverse sec- Element Mode of failure
defined in
tions between two adjacent reinforced rings.
Lengthened plate panel or Elasto-plastic [1.3.3]
• The hull girder transverse section remains plane during
ordinary stiffener collapse
each curvature increment.
• The hull material has an elasto-plastic behaviour. Shortened ordinary Beam column [1.3.4]
stiffener buckling
• The hull girder transverse section is divided into a set of
elements, which are considered to act independently. Torsional buckling [1.3.5]
These elements are: Web local buckling [1.3.6]
- transversely framed plating panels and/or ordinary of flanged profiles
stiffeners with attached plating, whose structural Web local buckling [1.3.7]
behaviour is described in [1.3.1] of flat bars
- hard corners, constituted by plating crossing, whose Shortened transversely Plate buckling [1.3.8]
structural behaviour is described in [1.3.2]. framed plate panel
• According to the iterative procedure, the bending Shortened transversely Curved plate [1.3.9]
moment Mi acting on the transverse section at each cur- framed curved plate panel buckling
vature value χi is obtained by summing the contribution
given by the stress σ acting on each element. The stress 1.3.3 Elasto-plastic collapse
σ, corresponding to the element strain ε, is to be The equation describing the load-end shortening curve σ-ε
obtained for each curvature increment from the non-lin- for the elasto-plastic collapse of structural elements com-
ear load-end shortening curves σ-ε of the element. posing the hull girder transverse section is to be obtained
These curves are to be calculated, for the failure mecha- from the following formula, valid for both positive (shorten-
nisms of the element, from the formulae specified in ing) and negative (lengthening) strains (see Fig 3):
[1.3]. The stress σ is selected as the lowest among the
σ = Φ ReH
values obtained from each of the considered load-end
shortening curves σ-ε. where:
• The procedure is to be repeated for each step, until the Φ : Edge function:
value of the imposed curvature reaches the value χF, in Φ = −1 for ε < −1
m−1, in hogging and sagging condition, obtained from
Φ=ε for −1 < ε < 1
the following formula:
Φ=1 for ε>1
M
χ F = ± 0 ,003 ------Y- ε : Relative strain:
EI Y
where: ε
ε = ----E-
εY
MY : The lesser of the values MY1 and MY2 , in
kN.m: εE : Element strain
−3
MY1 = 10 ReH ZAB εY : Strain inducing yield stress in the element:
−3
MY2 = 10 ReH ZAD R eH
ε Y = -------
-
E
If the value χF is not sufficient to evaluate the peaks of
the curve M-χ, the procedure is to be repeated until the
value of the imposed curvature permits the calculation Figure 3 : Load-end shortening curve σ-ε
of the maximum bending moments of the curve. for elasto-plastic collapse

σ
1.3 Load-end shortening curves σ-ε
ReH
1.3.1 Plating panels and ordinary stiffeners
Plating panels and ordinary stiffeners composing the hull
girder transverse sections may collapse following one of the
modes of failure specified in Tab 1.

1.3.2 Hard corners ε

Hard corners are sturdier elements composing the hull
girder transverse section, which collapse mainly according
to an elasto-plastic mode of failure. The relevant load-end
shortening curve σ-ε is to be obtained for lengthened and - ReH
shortened hard corners according to [1.3.3].

January 2013 Bureau Veritas 65

Pt B, Ch 6, App 1

1.3.4 Beam column buckling where:

The equation describing the load-end shortening curve Φ : Edge function defined in [1.3.3]
σCR1-ε for the beam column buckling of ordinary stiffeners
σC2 : Critical stress, in N/mm2:
composing the hull girder transverse section is to be
obtained from the following formula (see Fig 4): σ E2 R eH
σ C2 = ------- for σ E2 ≤ -------
-ε
A S + 10b E t P ε 2
σ CR1 = Φσ C1 ----------------------------
-
R eH ε⎞ R eH
A S + 10st P σ C2 = R eH ⎛⎝ 1 – ----------
- for σ E2 > -------
-ε
4σ E2⎠ 2
where:
Φ : Edge function defined in [1.3.3] σE2 : Euler torsional buckling stress, in N/mm2,
defined in Ch 7, Sec 2, [4.3.3]
σC1 : Critical stress, in N/mm2:
ε : Relative strain defined in [1.3.3]
σ E1 R eH σCP : Buckling stress of the attached plating, in
σ C1 = ------- for σ E1 ≤ -------
-ε
ε 2 N/mm2:
R eH ε⎞ R eH
σ C1 = R eH ⎛ 1 – ----------
- for σ E1 > -------
-ε
⎝ 4σ E1⎠ 2 2 ,25 1 ,25⎞
σ CP = ⎛ ----------- – ----------- R eH for β E > 1 ,25
⎝ βE β E2 ⎠
ε : Relative strain defined in [1.3.3]
σ CP = R eH for β E ≤ 1 ,25
σE1 : Euler column buckling stress, in N/mm2:
βE : Coefficient defined in [1.3.4].
IE
σ E1 = π E ----------
2 - 10 –4
AE l2 Figure 5 : Load-end shortening curve σCR2-ε
IE : Net moment of inertia of ordinary stiffeners, in for flexural-torsional buckling
cm4, with attached shell plating of width bE
σCR2
AE : Net sectional area, in cm2, of ordinary stiffeners
with attached shell plating of width bE
σC2
bE : Width, in m, of the attached shell plating:

2 ,25 1 ,25⎞
b E = ⎛⎝ ----------- – ----------- s for β E > 1 ,25
βE β E2 ⎠
bE = s for β E ≤ 1 ,25

βE : Generalized slenderness parameter:

ε

s εR eH
β E = 10 3 --- ----------
-
tp E
1.3.6 Web local buckling of flanged ordinary
stiffeners
Figure 4 : Load-end shortening curve σCR1-ε
for beam column buckling The equation describing the load-end shortening curve
σCR3-ε for the web local buckling of flanged ordinary stiffen-
ers composing the hull girder transverse section is to be
σCR1 obtained from the following formula:

σC1 10 3 b E t P + h WE t W + b F t F
σ CR3 = ΦR eH -------------------------------------------------------
-
10 3 st P + h W t W + b F t F
where:
Φ : Edge function defined in [1.3.3]
bE : Width, in m, of the attached shell plating,
ε
defined in [1.3.4]
hWE : Effective height, in mm, of the web:
1.3.5 Torsional buckling
2 ,25 1 ,25⎞
h WE = ⎛ ----------- – ----------- h for β W > 1 ,25
The equation describing the load-end shortening curve ⎝ βW βW 2 ⎠ W

σCR2-ε for the lateral-flexural buckling of ordinary stiffeners h WE = h W for β W ≤ 1 ,25

composing the hull girder transverse section is to be
obtained according to the following formula (see Fig 5): h W εR eH
β W = ------
- -----------
A S σ C2 + 10st P σ CP tW E
σ CR2 = Φ -------------------------------------------
A S + 10st P ε : Relative strain defined in [1.3.3].

66 Bureau Veritas January 2013

 Pt B, Ch 6, App 1

1.3.7 Web local buckling of flat bar ordinary 1.3.8 Plate buckling
stiffeners
The equation describing the load-end shortening curve
The equation describing the load-end shortening curve σCR5-ε for the buckling of transversely stiffened panels com-
σCR4-ε for the web local buckling of flat bar ordinary stiffen- posing the hull girder transverse section is to be obtained
ers composing the hull girder transverse section is to be from the following formula:
obtained from the following formula (see Fig 6):
10st P σ CP + A S σ C4 ⎧ ΦR eH
σ CR4 = Φ ------------------------------------------- ⎪
A S + 10st P σ CR5 = min ⎨ s 2 ,25 1 ,25⎞ s 1 2
⎪ ΦR eH - ⎛ ----------- – ----------- + 0 ,1 ⎛ 1 – - ⎞ ⎛ 1 + -----2⎞
where: ⎩ l ⎝ βE β E2 ⎠ ⎝ l⎠ ⎝ βE ⎠
Φ : Edge function defined in [1.3.3]
where:
σCP : Buckling stress of the attached plating, in
N/mm2, defined in [1.3.5] βE : Coefficient defined in [1.3.4].
σC4 : Critical stress, in N/mm2:
1.3.9 Transversely stiffened curved panels
σ E4 R eH The equation describing the load-end shortening curve
σ C4 = ------- for σ E4 ≤ -------
-ε
ε 2 σCR6 − ε for the buckling of transversely stiffened curved
R eH ε⎞ R eH panels is to be obtained from the following formulae:
σ C4 = R eH ⎛ 1 – ----------
- for σ E4 > -------
-ε
⎝ 4σ E4⎠ 2

σE4 : Local Euler buckling stress, in N/mm2: ΦσEC R eH

σ CR6 = ------------
- for σ EC ≤ -------
-ε
ε 2
tW ⎞ 2
σ E4 = 160000 ⎛ ------
- R eH ε R eH
⎝ h W⎠ σ CR6 = ΦR eH ⎛⎝ 1 – ------------⎞⎠ for σ EC > -------
-ε
4σ EC 2
ε : Relative strain defined in [1.3.3].
where:
Figure 6 : Load-end shortening curve σCR4-ε
σEC : Euler buckling stress, to be obtained, in N/mm2,
for web local buckling of flat bars
from the following formula:

σCR4
2
π E t 2
- ⎛ ---⎞ K 3 10 –6
σ EC = -------------------------
2 ⎝ ⎠
12 ( 1 – ν ) b

σC4 b : Width of curved panel, in m, measured on arc

between two adjacent supports
K3 : Buckling factor to be taken equal to:

2 4
⎧ 12 ( 1 – ν )- ------- b - 6⎫
K 3 = 2 ⎨ 1 + 1 + -------------------------
4 2 2
10 ⎬
⎩ π r t ⎭
ε
r : Radius of curvature, in m.

January 2013 Bureau Veritas 67

Pt B, Ch 6, App 1

68 Bureau Veritas January 2013

 Part B
Hull and Stability

Chapter 7

HULL SCANTLINGS

SECTION 1 PLATING

SECTION 2 ORDINARY STIFFENERS

SECTION 3 PRIMARY SUPPORTING MEMBERS

SECTION 4 FATIGUE CHECK OF STRUCTURAL DETAILS

APPENDIX 1 ANALYSES BASED ON THREE DIMENSIONAL MODELS

APPENDIX 2 ANALYSES OF PRIMARY SUPPORTING MEMBERS SUBJECTED

TO WHEELED LOADS

APPENDIX 3 ANALYSES BASED ON COMPLETE SHIP MODELS

January 2013 Bureau Veritas 69

Symbols used in this Chapter
L1, L2 : Lengths, in m, defined in Pt B, Ch 1, Sec 2, x, y, z : X, Y and Z co-ordinates, in m, of the calculation
[2.1.1] point with respect to the reference co-ordinate
E : Young’s modulus, in N/mm2, to be taken equal to: system defined in Pt B, Ch 1, Sec 2, [4]
• for steels in general: N : Z co-ordinate, in m, with respect to the refer-
5
E = 2,06.10 N/mm 2 ence co-ordinate system defined in Pt B, Ch 1,
Sec 2, [4], of the centre of gravity of the hull
• for stainless steels:
transverse section constituted by members con-
E = 1,95.105 N/mm2 tributing to the hull girder longitudinal strength
• for aluminium alloys: considered as having their net scantlings (see Pt
E = 7,0.104 N/mm2 B, Ch 6, Sec 1, [2])
ν : Poisson’s ratio. Unless otherwise specified, a MSW,H : Design still water bending moment, in kN.m, in
value of 0,3 is to be taken into account hogging condition, at the hull transverse section
k : Material factor, defined in: considered, defined in Pt B, Ch 5, Sec 2, [2.2]
• Pt B, Ch 4, Sec 1, [2.3], for steel, MSW,S : Design still water bending moment, in kN.m, in
• Pt B, Ch 4, Sec 1, [4.4], for aluminium sagging condition, at the hull transverse section
alloys considered, defined in Pt B, Ch 5, Sec 2, [2.2]
Ry : Minimum yield stress, in N/mm2, of the mate- MSW,Hmin : Minimum still water bending moment, in kN.m,
rial, to be taken equal to 235/k N/mm2, unless in hogging condition, at the hull transverse sec-
otherwise specified tion considered, without being taken greater
tc : Corrosion addition, in mm, defined in Pt B, Ch than 0,3MWV,S
4, Sec 2, Tab 2 MWV,H : Vertical wave bending moment, in kN.m, in
IY : Net moment of inertia, in m4, of the hull trans- hogging condition, at the hull transverse section
verse section around its horizontal neutral axis, considered, defined in Pt B, Ch 5, Sec 2, [3.1]
to be calculated according to Pt B, Ch 6, Sec 1, MWV,S : Vertical wave bending moment, in kN.m, in
[2.4] considering the members contributing to
sagging condition, at the hull transverse section
the hull girder longitudinal strength as having
considered, defined in Pt B, Ch 5, Sec 2, [3.1]
their net scantlings
MWH : Horizontal wave bending moment, in kN.m, at
IZ : Net moment of inertia, in m4, of the hull trans-
verse section around its vertical neutral axis, to the hull transverse section considered, defined
be calculated according to Pt B, Ch 6, Sec 1, in Pt B, Ch 5, Sec 2, [3.2]
[2.4] considering the members contributing to MWT : Wave torque, in kN.m, at the hull transverse
the hull girder longitudinal strength as having section considered, defined in Pt B, Ch 5, Sec 2,
their net scantlings [3.3].

70 Bureau Veritas January 2013

 Pt B, Ch 7, Sec 1

SECTION 1 PLATING

Symbols

For symbols not defined in this Section, refer to the list at ca : Aspect ratio of the plate panel, equal to:
the beginning of this Chapter.
s 2 s
pS 2
: Still water pressure, in kN/m , see [3.2.2] c a = 1 ,21 1 + 0 ,33 ⎛ - ⎞ – 0 ,69 -
⎝ l⎠ l
pW : Wave pressure and, if necessary, dynamic pres- to be taken not greater than 1,0
sures, in kN/m2 (see [3.2.2]) cr : Coefficient of curvature of the panel, equal to:
pSF, pWF : Still water and wave pressure, in kN/m2, in cr = 1 − 0,5 s / r
flooding conditions, defined in Ch 5, Sec 6, [9] to be taken not less than 0,5
(see [3.2.3])
r : Radius of curvature, in m
FS : Still water wheeled force, in kN, see [4.2.2]
t : Net thickness, in mm, of a plate panel.
FW,Z : Inertial wheeled force, in kN, see [4.2.2]
σX1 : In-plane hull girder normal stress, in N/mm2, 1 General
defined in:
• [3.2.5] for the strength check of plating sub- 1.1 Net thicknesses
jected to lateral pressure
1.1.1 As specified in Ch 4, Sec 2, [1], all thicknesses
• [5.2.2] for the buckling check of plating referred to in this Section are net, i.e. they do not include
τ1 : In-plane hull girder shear stress, in N/mm2, any margin for corrosion.
defined in [3.2.6] The gross thicknesses are obtained as specified in Ch 4, Sec 2.

ReH : Minimum yield stress, in N/mm2, of the plating

material, defined in Ch 4, Sec 1, [2]
1.2 Partial safety factors

l : Length, in m, of the longer side of the plate 1.2.1 The partial safety factors to be considered for the
panel checking of the plating are specified in Tab 1.
s : Length, in m, of the shorter side of the plate
panel 1.3 Elementary plate panel
a, b : Lengths, in m, of the sides of the plate panel, as 1.3.1 The elementary plate panel is the smallest unstiffened
shown in Fig 2 to Fig 4 part of plating.

Table 1 : Plating - Partial safety factors

Strength check of plating subjected to lateral pressure

Buckling
Partial safety factors Sloshing Impact Flooding Testing check
General
covering uncertainties Symbol pressure pressure pressure (1) check
regarding: see [3.2], [3.3.1], see [3.3.2], [3.4.2] see [3.3.3], [3.4.3]
see [5]
[3.4.1], [3.5.1] and [4] and [3.5.2] [3.5.3]
Still water hull girder loads γS1 1,00 0 0 1,00 N.A. 1,00
Wave hull girder loads γW1 1,15 0 0 1,15 N.A. 1,15
Still water pressure γS2 1,00 1,00 1,00 1,00 1,00 N.A.
Wave pressure γW2 1,20 1,05 1,20 1,20 N.A. N.A.
Material γm 1,02 1,02 1,02 1,02 1,02 1,02
Resistance γR 1,20 1,10 1,02 1,05 (2) 1,05 1,10
(1) Applies only to plating to be checked in flooding conditions
(2) For plating of the collision bulkhead, γR =1,25
Note 1: N.A. = not applicable

January 2013 Bureau Veritas 71

Pt B, Ch 7, Sec 1

1.4 Load point Table 2 : Minimum net thickness of plating (in mm)

1.4.1 Unless otherwise specified, lateral pressure and hull Plating Minimum net thickness
girder stresses are to be calculated: Keel 3,8 + 0,040 L k1/2 + 4,5 s
• for longitudinal framing, at the lower edge of the ele- Bottom
mentary plate panel or, in the case of horizontal plating, • longitudinal framing 1,9 + 0,032 L k1/2 + 4,5 s
at the point of minimum y-value among those of the ele- • transverse framing 2,8 + 0,032 L k1/2 + 4,5 s
mentary plate panel considered
Inner bottom
• for transverse framing, at the lower edge of the strake. • outside the engine room (1) 1,9 + 0,024 L k1/2 + 4,5 s
• engine room 3,0 + 0,024 L k1/2 + 4,5 s
2 General requirements Side
• below freeboard deck (1) 2,1 + 0,031 L k1/2 + 4,5 s
2.1 General • between freeboard deck and 2,1 + 0,013 L k1/2 + 4,5 s
strength deck
2.1.1 The requirements in [2.2] to [2.6] are to be applied to
plating in addition of those in [3] to [5]. Inner side
• L < 120 m 1,7 + 0,013 L k1/2+ 4,5 s
2.2 Minimum net thicknesses • L ≥ 120 m 3,6 + 2,20 k1/2 + s
Weather strength deck and trunk
2.2.1 The net thickness of plating is to be not less than the deck, if any (2)
values given in Tab 2. • area within 0,4 L amidships
- longitudinal framing 1,6 + 0,032 L k1/2 + 4,5 s
2.3 Bilge plating - transverse framing 1,6 + 0,040 L k1/2 + 4,5 s
• area outside 0,4 L amidships (3)
2.3.1 The net thickness of the longitudinally framed bilge
plating, in mm, is to be not less than the greater of: • between hatchways 2,1 + 0,013 L k1/2 + 4,5 s
• value obtained from [3.3.1] • at fore and aft part 2,1 + 0,013 L k1/2 + 4,5 s
• value obtained from [5], to be checked as curved panel. Cargo deck
• general 8 s k1/2
2.3.2 The net thickness of the transversely framed bilge • wheeled load only 4,5
plating, in mm, is to be not less than the greater of: Accommodation deck
• t = 0,7 [ γR γm (γS2 pS + γW2 pW) sb ]0,4 R0,6 k1/2 • L < 120 m 1,3 + 0,004 L k1/2 + 4,5 s
where: • L ≥ 120 m 2,1 + 2,20 k1/2 + s
R : Bilge radius, in m Platform in engine room
sb : Spacing of floors or transverse bilge brack- • L < 120 m 1,7 + 0,013 L k1/2 + 4,5 s
ets, in m • L ≥ 120 m 3,6 + 2,20 k1/2 + s
ps : Still water sea pressure, defined in Ch 5, Sec Transv. watertight bulkhead (4)
5, [1] • L < 120 m 1,3 + 0,004 L k1/2 + 4,5 s
pw : Wave pressure, defined in Ch 5, Sec 5, [2] • L ≥ 120 m 2,1 + 2,20 k1/2 + s
for each load case "a", "b", "c" and "d" Longitud. watertight bulkhead (4)
• value obtained from [5], to be checked as curved panel. • L < 120 m 1,7 + 0,013 L k1/2 + 4,5 s
• L ≥ 120 m 3,6 + 2,20 k1/2 + s
2.3.3 The net thickness bilge plating is to be not less than
the actual thicknesses of the adjacent bottom or side plat- Tank and wash bulkheads (4)
ing, whichever is the greater. • L < 120 m 1,7 + 0,013 L k1/2 + 4,5 s
• L ≥ 120 m 3,6 + 2,20 k1/2 + s
2.4 Inner bottom of cargo holds intended to (1) Not applicable to ships with one of the service nota-
carry dry cargo tions passenger ship and ro-ro passenger ship. For such
ships, refer to the applicable requirements of Part D.
2.4.1 For ships with one of the following service notations: (2) Not applicable to ships with one of the following serv-
ice notations (for such ships, refer to the applicable
• general cargo ship, intended to carry dry bulk cargo in requirements of Part D):
holds • ro-ro cargo ship
• bulk carrier • liquefied gas carrier
• passenger ship
• bulk carrier ESP
• ro-ro passenger ship.
• ore carrier ESP (3) The minimum net thickness is to be obtained by linearly
• combination carrier ESP interpolating between that required for the area within
0,4 L amidships and that at the fore and aft part.
the inner bottom net thickness is to be increased by 2 mm (4) Not applicable to ships with the service notation lique-
unless it is protected by a continuous wooden ceiling. fied gas carrier.

72 Bureau Veritas January 2013


2.5 Sheerstrake
2.5.1 Welded sheerstrake
The net thickness of a welded sheerstrake is to be not less
than that of the adjacent side plating, taking into account
higher strength steel corrections if needed.
In general, the required net thickness of the adjacent side
plating is to be taken as a reference. In specific case,
depending on its actual net thickness, this latter may be
required to be considered when deemed necessary by the
Society.
2.5.2 Rounded sheerstrake
The net thickness of a rounded sheerstrake is to be not less
than the actual net thickness of the adjacent deck plating.
2.5.3 Net thickness of the sheerstrake in way of
breaks of long superstructures
The net thickness of the sheerstrake is to be increased in
way of breaks of long superstructures occurring within 0,5L
amidships, over a length of about one sixth of the ship’s
breadth on each side of the superstructure end.
This increase in net thickness is to be equal to 40%, but
need not exceed 4,5 mm.
Where the breaks of superstructures occur outside 0,5L
amidships, the increase in net thickness may be reduced to
30%, but need not exceed 2,5 mm.
2.5.4 Net thickness of the sheerstrake in way of
breaks of short superstructures
The net thickness of the sheerstrake is to be increased in
way of breaks of short superstructures occurring within 0,6L
amidships, over a length of about one sixth of the ship’s
breadth on each side of the superstructure end.
This increase in net thickness is to be equal to 15%, but
need not exceed 4,5 mm.
2.6 Stringer plate
2.6.1 General
The net thickness of the stringer plate is to be not less than
the actual net thickness of the adjacent deck plating.
2.6.2 Net thickness of the stringer plate in way of
breaks of long superstructures
The net thickness of the stringer plate is to be increased in
way of breaks of long superstructures occurring within 0,5L
amidships, over a length of about one sixth of the ship’s
breadth on each side of the superstructure end.
This increase in net thickness is to be equal to 40%, but
need not exceed 4,5 mm.
Where the breaks of superstructures occur outside 0,5 L
amidships, the increase in net thickness may be reduced to
30%, but need not exceed 2,5 mm.
January 2013 Bureau Veritas
Pt B, Ch 7, Sec 1
2.6.3 Net thickness of the stringer plate in way of
breaks of short superstructures
The net thickness of the stringer plate is to be increased in
way of breaks of short superstructures occurring within 0,6L
amidships, over a length of about one sixth of the ship
breadth on each side of the superstructure end.
This increase in net thickness is to be equal to 15%, but
need not exceed 4,5 mm.
2.7 Deck plating protected by wood
sheathing or deck composition
2.7.1 The net thickness of deck plating protected by wood
sheathing, deck composition or other arrangements deemed
suitable by the Society may be reduced on a case by case
basis. In any case this net thickness is to be not less than the
minimum value given in Tab 2.
2.7.2 The sheathing is to be secured to the deck to the satis-
faction of the Society.
2.8 Corrugated bulkhead
2.8.1 Unless otherwise specified, the net plating thickness
of a corrugated bulkhead is to be not less than that obtained
from [3] and [5] with s equal to the greater of b and c,
where b and c are defined in Ch 4, Sec 7, Fig 3.
3 Strength check of plating subjected
to lateral pressure
3.1 General
3.1.1 The requirements of this Article apply for the strength
check of plating subjected to lateral pressure and, for plat-
ing contributing to the longitudinal strength, to in-plane hull
girder normal and shear stresses.
3.2 Load model
3.2.1 General
The still water and wave lateral pressures induced by the
sea and the various types of cargoes and ballast in intact
conditions are to be considered, depending on the location
of the plating under consideration and the type of the com-
partments adjacent to it, in accordance with Ch 5, Sec 1,
[2.4].
The plating which constitute the boundary of compartments
not intended to carry liquid (excluding bottom and side
shell platings) is to be subjected to lateral pressure in flood-
ing conditions.
The wave lateral pressures and hull girder loads are to be
calculated in the mutually exclusive load cases “a”, “b”, “c”
and “d” in Ch 5, Sec 4.
73
Pt B, Ch 7, Sec 1

Table 3 : Hull girder normal stresses

Condition σS1 , in N/mm2 (1) σWV1 , in N/mm2 σWH1 , in N/mm2

γ S1 M SW ,S + 0 ,625γ W1 C FV F D M WV ,S M SW ,S 0 ,625F D M WV ,S
-≥1
------------------------------------------------------------------------------------ -------------- ( z – N ) 10 – 3 ------------------------------------- ( z – N ) 10 –3
γ S1 M SW ,H + 0 ,625 γ W1 C FV M WV ,H IY IY
0 ,625M WH
--------------------------- y 10 –3
γ S1 M SW ,S + 0 ,625γ W1 C FV F D M WV ,S M SW ,H 0 ,625M WV ,H IZ
-<1
------------------------------------------------------------------------------------ --------------- ( z – N ) 10 – 3 -------------------------------- ( z – N ) 10 –3
γ S1 M SW ,H + 0 ,625 γ W1 C FV M WV ,H IY IY

(1) When the ship in still water is always in hogging condition, MSW,S is to be taken equal to 0.
Note 1:
FD : Coefficient defined in Ch 5, Sec 2, [4].

3.2.2 Lateral pressure in intact conditions • for plating contributing to the hull girder longitudinal
The lateral pressure in intact conditions is constituted by strength:
still water pressure and wave pressure. σ X1 = γ S1 σ S1 + γ W1 ( C FV σ WV1 + C FH σ WH1 + C FΩ σ Ω )
Still water pressure (pS) includes: • for plating not contributing to the hull girder longitudi-
• the still water sea pressure, defined in Ch 5, Sec 5, [1] nal strength:
• the still water internal pressure, defined in Ch 5, Sec 6 σX1 = 0
for the various types of cargoes and for ballast.
where:
Wave pressure (pW) includes:
σS1, σWV1, σWH1 : Hull girder normal stresses, in N/mm2,
• the wave pressure, defined in Ch 5, Sec 5, [2] for each defined in Tab 3
load case “a”, “b”, “c” and “d”
σΩ : Absolute value of the warping stress, in N/mm2,
• the inertial pressure, defined in Ch 5, Sec 6 for the vari- induced by the torque 0,625 MWT and obtained
ous types of cargoes and for ballast, and for each load through direct calculation analyses based on a
case “a”, “b”, “c” and “d” structural model in accordance with Ch 6, Sec
• the dynamic pressures, according to the criteria in Ch 5, 1, [2.6]
Sec 6, [2]. CFV, CFH, CFΩ : Combination factors defined in Tab 4.
Sloshing and impact pressures are to be applied to plating
of tank structures, when such tanks are partly filled and if a Table 4 : Combination factors CFV, CFH and CFΩ
risk of resonance exists (see Ch 5, Sec 6, [2]).
Load case CFV CFH CFΩ
3.2.3 Lateral pressure in flooding conditions “a” 1,0 0 0
The lateral pressure in flooding conditions is constituted by “b” 1,0 0 0
the still water pressure pSF and wave pressure pWF defined in
“c” 0,4 1,0 1,0
Ch 5, Sec 6, [9].
“d” 0,4 1,0 0
3.2.4 Lateral pressure in testing conditions
The lateral pressure (pT) in testing conditions is taken equal 3.2.6 In-plane hull girder shear stresses
to: The in-plane hull girder shear stresses to be considered for
• pST − pS for bottom shell plating and side shell plating the strength check of plating, subjected to lateral loads,
which contributes to the longitudinal strength are obtained,
• pST otherwise, in N/mm2, from the following formula:
where: τ 1 = γ S1 τ S1 + 0 ,625C FV γ W1 τ W1
pST : Still water pressure defined in Ch 5, Sec 6, Tab where:
14
CFV : Combination factor defined in Tab 4
pS : Still water sea pressure defined in Ch 5, Sec 5,
τS1 : Absolute value of the hull girder shear stresses,
[1.1.1] for the draught T1 at which the testing is
carried out. in N/mm2, induced by the maximum still water
hull girder vertical shear force in the section
If the draught T1 is not defined by the Designer, considered
it may be taken equal to the light ballast draught
TB defined in Ch 5, Sec 1, [2.4.3]. τW1 : Absolute value of the hull girder shear stresses,
in N/mm2, induced by the maximum wave hull
3.2.5 In-plane hull girder normal stresses girder vertical shear force in the section consid-
The in-plane hull girder normal stresses to be considered for ered.
the strength check of plating are obtained, in N/mm2, from τS1 and τW1 are to be taken not less than the values indicated
the following formulae: in Tab 5.

74 Bureau Veritas January 2013

 Pt B, Ch 7, Sec 1

Table 5 : Hull girder shear stresses 3.3.3 Testing conditions

The plating of compartments or structures as defined in Ch
Structural element τS1, τW1 in N/mm2 5, Sec 6, Tab 14 is to be checked in testing conditions. To
this end, its net thickness is to be not less than the value
Bottom, inner bottom and decks
obtained, in mm, from the following formula:
(excluding possible longitudinal sloping 0
plates) γ S2 p T
t = 14 ,9 c a c r s γ R γ m -----------
-
Bilge, side, inner side and longitudinal Ry
bulkheads (including possible longitudi-
nal sloping plates): 3.4 Transversely framed plating contributing
z to the hull girder longitudinal strength
• 0 ≤ z ≤ 0,25 D τ 0 ⎛⎝ 0 ,5 + 2 ----⎞⎠
D
3.4.1 General
• 0,25 D < z ≤ 0,75 D τ0 The net thickness of laterally loaded plate panels subjected
z
to in-plane normal stress acting on the longer sides is to be
• 0,75 D < z ≤ D τ 0 ⎛ 2 ,5 – 2 ----⎞ not less than the value obtained, in mm, from the following
⎝ D⎠
formula:
Note 1:
γ S2 p S + γ W2 p W
47 ⎧ 6, 3 ⎫ t = 17 ,2 c a c r s γ R γ m ----------------------------------
τ 0 = ------ ⎨ 1 – --------- ⎬ N/mm² λT Ry
k ⎩ L1 ⎭
where:
• for bottom, inner bottom and decks (excluding possible
3.3 Longitudinally framed plating longitudinal sloping plates):
contributing to the hull girder σ x1
λ T = 1 –0 ,89 γ m ------
-
longitudinal strength Ry
• for side, inner side and longitudinal bulkheads (includ-
3.3.1 General ing possible longitudinal sloping plates):
The net thickness of laterally loaded plate panels subjected τ 2 σ x1
λT = 1 – 3 ⎛ γ m ----1-⎞ – 0 ,89γ m -------
to in-plane normal stress acting on the shorter sides is to be ⎝ R y⎠ Ry
not less than the value obtained, in mm, from the following
formula: 3.4.2 Flooding conditions
The plating which constitutes the boundary of compart-
γ S2 p S + γ W2 p W ments not intended to carry liquids (excluding bottom and
t = 14 ,9 c a c r s γ R γ m ----------------------------------
λL Ry side shell platings) is to be checked in flooding conditions.
To this end, its net thickness is to be not less than the value
where:
obtained, in mm, from the following formula:
• for bottom, inner bottom and decks (excluding possible
γ S2 p SF + γ W2 p WF
longitudinal sloping plates): t = 17 ,2 c a c r s γ R γ m --------------------------------------
λT Ry

σ x1⎞ 2 σ x1 where λT is defined in [3.4.1].

λL = 1 – 0 ,95 ⎛⎝ γ m ------- – 0 ,225γ m -------
Ry ⎠ Ry
3.4.3 Testing conditions
• for bilge, side, inner side and longitudinal bulkheads The plating of compartments or structures as defined in Ch
(including possible longitudinal sloping plates): 5, Sec 6, Tab 14 is to be checked in testing conditions. To
this end, its net thickness is to be not less than the value
τ 2 σ x1⎞ 2 σ x1 obtained, in mm, from the following formula:
λL = 1 – 3 ⎛ γ m ----1-⎞ – 0 ,95 ⎛ γ m ------- – 0 ,225γ m -------
⎝ R y⎠ ⎝ Ry ⎠ Ry
γ S2 p T
t = 14 ,9 c a c r s γ R γ m -----------
-
Ry
3.3.2 Flooding conditions
The plating which constitute the boundary of compartments 3.5 Plating not contributing to the hull
not intended to carry liquids (excluding bottom and side girder longitudinal strength
shell platings) is to be checked in flooding conditions. To
this end, its net thickness is to be not less than the value 3.5.1 General
obtained, in mm, from the following formula: The net thickness of plate panels subjected to lateral pres-
sure is to be not less than the value obtained, in mm, from
γ S2 p SF + γ W2 p WF the following formula:
t = 14 ,9 c a c r s γ R γ m --------------------------------------
λL Ry
γ S2 p S + γ W2 p W
t = 14 ,9 c a c r s γ R γ m ----------------------------------
where λL is defined in [3.3.1]. Ry

January 2013 Bureau Veritas 75

Pt B, Ch 7, Sec 1

3.5.2 Flooding conditions A

α = ------T
The plating which constitute the boundary of compartments ls
not intended to carry liquids (excluding bottom and side AT : Tyre print area, in m2. In the case of double or
shell platings) is to be checked in flooding conditions. To triple wheels, AT is the print area of the group of
this end, its net thickness is to be not less than the value wheels. AT is not to be taken greater than the
obtained, in mm, from the following formula:
value given in [4.3.2]
γ S2 p SF + γ W2 p WF l,s : Lengths, in m, of, respectively, the longer and
t = 14 ,9 c a c r s γ R γ m --------------------------------------
Ry the shorter sides of the plate panel
n : Number of wheels on the plate panel, taken
3.5.3 Testing conditions equal to:
The plating of compartments or structures as defined in Ch
• 1 in the case of a single wheel
5, Sec 6, Tab 14 is to be checked in testing conditions. To
this end, its net thickness is to be not less than the value • the number of wheels in a group of wheels
obtained, in mm, from the following formula: in the case of double or triple wheels
P0 : Wheeled force, in kN, taken equal to:
γ S2 p T
t = 14 ,9 c a c r s γ R γ m -----------
- P 0 = γ S2 F S + γ W2 F W ,Z
Ry
λ : Coefficient taken equal to:
4 Strength check of plating subjected • for longitudinally framed plating:
λ = λL as defined in [3.3.1]
to wheeled loads
• for transversely framed plating:
4.1 General λ = λT as defined in [3.4.1].

4.1.1 The requirements of this Article apply for the strength 4.3.2 When the tyre print area is not known, it may be
check of plating subjected to wheeled loads. taken equal to:
nQ A
4.1.2 If needed, the Society may require a fatigue assess- A T = 9, 81 ------------
-
n W pT
ment of plating subjected to wheeled loads.
where:
n : Number of wheels on the plate panel, defined
4.2 Load model
in [4.3.1]
4.2.1 General QA : Axle load, in t
The still water and inertial forces induced by the sea and the nW : Number of wheels for the axle considered
various types of wheeled vehicles are to be considered, pT : Tyre pressure, in kN/m2. When the tyre pressure
depending on the location of the plating. is not indicated by the designer, it may be taken
The inertial forces induced by the sea are to be calculated as defined in Tab 6.
in load case “b”, as defined in Ch 5, Sec 4.
Table 6 : Tyre pressures pT for vehicles
4.2.2 Wheeled forces
The wheeled force applied by one wheel is constituted by Tyre pressure pT , in kN/m2
Vehicle type
still water force and inertial force. Pneumatic tyres Solid rubber tyres
Still water force is the vertical force (FS) defined in Ch 5, Sec Private cars 250 Not applicable
6, [6.1]. Vans 600 Not applicable
Inertial force is the vertical force (FW,Z) defined in Ch 5, Sec Trucks and trailers 800 Not applicable
6, [6.1], for load case “b”. Handling machines 1100 1600

4.3.3 For vehicles with the four wheels of the axle located
4.3 Plating on a plate panel as shown in Fig 1, the net thickness of deck
4.3.1 The net thickness of plate panels subjected to plating is to be not less than the greater of the values
wheeled loads is to be not less than the value obtained, in obtained, in mm, from the following formulae:
mm, from the following formula: t = t1

nP 0 k t = t2 (1 + β2 + β3 + β4)0,5
t = 0,9 C WL -----------
-
λ where:
where: t1 : Net thickness obtained, in mm, from [4.3.1] for
CWL : Coefficient to be taken equal to: n = 2, considering one group of two wheels
located on the plate panel
l l
C WL = 2, 15 – 0, 05 -- + 0 ,02 ⎛ 4 – --⎞ α
0 ,5 0 ,25
⎝
– 1 ,75α t2 : Net thickness obtained, in mm, from [4.3.1] for
s s⎠
n = 1, considering one wheel located on the
where l/s is to be taken not greater than 3 plate panel

76 Bureau Veritas January 2013

 Pt B, Ch 7, Sec 1

β2, β3, β4: Coefficients obtained from the following for- 5 Buckling check
mula, by replacing i by 2, 3 and 4, respectively
(see Fig 1): 5.1 General
• for xi / b < 2:
5.1.1 Application
βi = 0,8 (1,2 − 2,02 αi + 1,17 αi2 − 0,23 αi3)
The requirements of this Article apply for the buckling
• for xi / b ≥ 2: check of plating subjected to in-plane compression stresses,
βi = 0 acting on one or two sides, or to shear stress.
xi : Distance, in m, from the wheel considered to Rectangular plate panels are considered as being simply
supported. For specific designs, other boundary conditions
the reference wheel (see Fig 1)
may be considered, at the Society’s discretion, provided that
b : Dimension, in m, of the plate panel side per- the necessary information is submitted for review.
pendicular to the axle
5.1.2 Compression and bending with or without shear
x
α i = ----i For plate panels subjected to compression and bending
b
along one side, with or without shear, as shown in Fig 2,
side “b” is to be taken as the loaded side. In such case, the
Figure 1 : Four wheel axle located on a plate panel
compression stress varies linearly from σ1 to σ2 = ψ σ1
(ψ ≤ 1) along edge “b”.
X4
X2 X3 5.1.3 Shear
For plate panels subjected to shear, as shown in Fig 3, side
“b” may be taken as either the longer or the shorter side of
b the panel.

5.1.4 Bi-axial compression and shear

2 1 3 4
For plate panels subjected to bi-axial compression along
a sides “a” and “b”, and to shear, as shown in Fig 4, side “a”
is to be taken as the side in the direction of the primary sup-
porting members.

Figure 2 : Buckling of a simply supported rectangular plate panel subjected to compression and bending,
with and without shear
a a
τ
σ1 σ1 σ1 σ1

b b

σ2 σ2 σ2 σ2

Figure 3 : Buckling of a simply supported Figure 4 : Buckling of a simply supported

rectangular plate panel subjected to shear rectangular plate panel subjected to
bi-axial compression and shear
τ σb

Primary
a or b

supporting
τ τ members
Ordinary
σa

stiffeners

τ
a or b
b

January 2013 Bureau Veritas 77

Pt B, Ch 7, Sec 1

Table 7 : Hull girder normal compression stresses

Condition σS1 in N/mm2 (1) σWV1 in N/mm2 σWH1 in N/mm2

M SW ,S 0 ,625F D M WV ,S
z≥N -------------- ( z – N )10 – 3 ------------------------------------- ( z – N )10 –3
IY IY 0 ,625M WH –3
– --------------------------- y 10
M SW ,H 0 ,625MWV ,H IZ
z<N --------------- ( z – N )10 – 3 -------------------------------- ( z – N )10 –3
IY IY

(1) When the ship in still water is always in hogging condition, σS1 for z ≥ N is to be obtained, in N/mm2, from the following for-
mula, unless σX1 is evaluated by means of direct calculations (see [5.2.2]):
M SW ,H min
- ( z – N )10 –3
σ S1 = ---------------------
IY

Note 1:
FD : Coefficient defined in Ch 5, Sec 2, [4].

5.2 Load model 5.2.4 Combined in-plane hull girder and local
compression normal stresses
5.2.1 Sign convention for normal stresses The combined in-plane compression normal stresses to be
The sign convention for normal stresses is as follows: considered for the buckling check of plating are to take into
account the hull girder stresses and the local stresses resulting
• tension: positive
from the bending of the primary supporting members. These
• compression: negative. local stresses are to be obtained from a direct structural analy-
sis using the design loads given in Part B, Chapter 5.
5.2.2 In-plane hull girder compression normal
stresses With respect to the reference co-ordinate system defined in
Ch 1, Sec 2, [4.1], the combined stresses in x and y direc-
The in-plane hull girder compression normal stresses to be
tion are obtained, in N/mm2, from the following formulae:
considered for the buckling check of plating contributing to
the longitudinal strength are obtained, in N/mm2, from the σ X = σ X1 + γ S2 σ X2 ,S + γ W2 σ X2 ,W
following formula: σ Y = γ S2 σ Y2 ,S + γ W2 σ Y2 ,W
σ X1 = γ S1 σ S1 + γ W1 ( C FV σ WV1 + C FH σ WH1 + C FΩ σ Ω ) where:
σX1 : Compression normal stress, in N/mm2, induced
where:
by the hull girder still water and wave loads,
σS1, σWV1, σWH1 : Hull girder normal stresses, in N/mm2, defined in [5.2.2]
defined in Tab 7
σX2,S,σY2,S: Compression normal stress in x and y direction,
σΩ : Compression warping stress, in N/mm2, respectively, in N/mm2, induced by the local
induced by the torque 0,625MWT and obtained bending of the primary supporting members
through direct calculation analyses based on a and obtained from a direct structural analysis
structural model in accordance with Ch 6, Sec using the still water design loads given in Part B,
1, [2.6] Chapter 5
CFV, CFH, CFΩ :Combination factors defined in Tab 4. σX2,W,σY2,W: Compression normal stress in x and y direction,
σX1 is to be taken as the maximum compression stress on respectively, in N/mm2, induced by the local
the plate panel considered. bending of the primary supporting members
and obtained from a direct structural analysis
In no case may σX1 be taken less than 30/k N/mm2. using the wave design loads given in Part B,
When the ship in still water is always in hogging condition, Chapter 5.
σX1 may be evaluated by means of direct calculations when
5.2.5 Combined in-plane hull girder and local shear
justified on the basis of the ship’s characteristics and stresses
intended service. The calculations are to be submitted to
The combined in-plane shear stresses to be considered for
the Society for approval.
the buckling check of plating are to take into account the
Where deemed necessary, the buckling check is to be carried hull girder stresses and the local stresses resulting from the
out in harbour conditions by considering a reduced wave bending of the primary supporting members. These local
bending moment equal to 0,1MWV given in Ch 5, Sec 2, [3.1]. stresses are to be obtained from a direct structural analysis
using the design loads given in Part B, Chapter 5.
5.2.3 In-plane hull girder shear stresses
The combined stresses are obtained, in N/mm2, from the
The in-plane hull girder shear stresses to be considered for following formula:
the buckling check of plating are obtained as specified in
[3.2.6] for the strength check of plating subjected to lateral τ = τ 1 + γ S2 τ 2 ,S + γ W2 τ 2 ,W
pressure, which contributes to the longitudinal strength. where:

78 Bureau Veritas January 2013

 Pt B, Ch 7, Sec 1

τ1 : Shear stress, in N/mm2, induced by the hull ε : Coefficient to be taken equal to:
girder still water and wave loads, defined in • ε = 1,00 for α ≥ 1
[5.2.3]
• ε = 1,05 for α < 1 and side “b” stiffened by
τ2,S : Shear stress, in N/mm2, induced by the local flat bar
bending of the primary supporting members • ε = 1,10 for α < 1 and side “b” stiffened by
and obtained from a direct structural analysis bulb section
using the still water design loads given in Part B, • ε = 1,21 for α < 1 and side “b” stiffened by
Chapter 5 angle or T-section
τ2,W : Shear stress, in N/mm2, induced by the local • ε = 1,30 for α < 1 and side “b” stiffened by
bending of the primary supporting members and primary supporting members.
obtained from a direct structural analysis using with α = a / b.
the wave design loads given in Part B, Chapter 5.
5.3.2 Shear for plane panel
The critical shear buckling stress is to be obtained, in
5.3 Critical stresses N/mm2, from the following formulae:

5.3.1 Compression and bending for plane panel R eH

τ c = τE for τ E ≤ ----------
-
2 2 3
The critical buckling stress is to be obtained, in N/mm ,
from the following formulae: R eH ⎛ R eH ⎞ R eH
τ c = ------- - for τ E > ----------
- 1 – --------------- -
3⎝ 4 3τ E⎠ 2 3

R eH where:
σc = σE for σ E ≤ -------
-
2 τE : Euler shear buckling stress, to be obtained, in
R eH ⎞ R eH N/mm2, from the following formula:
σc = R eH ⎛⎝ 1 - for σ E > -------
– -------- -
4σ E⎠ 2
π 2 E - ⎛ --t-⎞ 2 –6
τ E = ------------------------- K 2 10
where: 12 ( 1 – ν 2 ) ⎝ b⎠
K2 : Buckling factor to be taken equal to:
σE : Euler buckling stress, to be obtained, in N/mm2,
from the following formula: 4
K 2 = 5 ,34 + ------2 for α > 1
α
π2 E t 2
- ⎛ ---⎞ K 1 ε10 –6
σ E = ------------------------- 5 ,34
K 2 = ----------- + 4 for α ≤ 1
12 ( 1 – ν ) b 2 ⎝ ⎠
2
α
K1 : Buckling factor defined in Tab 8 α : Coefficient defined in [5.3.1].

Table 8 : Buckling factor K1 for plane panels

Load pattern Aspect ratio Buckling factor K1

8 ,4 -
α≥1 ------------------
ψ + 1 ,1
0≤ψ≤1
⎛α 1 2 2 ,1
α<1 + ---⎞ -------------------
⎝ α⎠ ψ + 1 ,1
′ ″
−1<ψ<0 ( 1 + ψ )K 1 – ψK 1 + 10ψ ( 1 + ψ )

1–ψ 2 1–ψ 2
α ------------- ≥ --- 23 ,9 ⎛ -------------⎞
2 3 ⎝ 2 ⎠

ψ≤−1 ⎛ ⎞
1–ψ 2 ⎜ 1 ,87 1 – ψ 2⎟ 1 – ψ 2
α ------------- < --- ⎜ 15 ,87 + -------------------------2 + 8 ,6 ⎛⎝ α -------------⎞⎠ ⎟ ⎛⎝ -------------⎞⎠
2 3 ⎜ ⎛α1 –ψ 2 ⎟ 2
⎝
-------------⎞ ⎠
⎝ 2 ⎠

Note 1:
σ
ψ = -----2
σ1

K 1′ : Value of K1 calculated for ψ = 0

K 1″ : Value of K1 calculated for ψ = − 1

January 2013 Bureau Veritas 79

Pt B, Ch 7, Sec 1

5.3.3 Bi-axial compression and shear for plane panel τE : Euler shear buckling stress, to be obtained, in
N/mm2, from the following formula:
The critical buckling stress σc,a for compression on side “a”
of the panel is to be obtained, in N/mm2, from the following π 2 E - ⎛ --t-⎞ 2 –6
formula: τ E = ------------------------- K 10
12 ( 1 – ν 2 ) ⎝ b⎠ 4

2 ,25 1 ,25⎞
σ c ,a = ⎛ ----------- – ----------- R eH
K4 : Buckling factor to be taken equal to:
⎝ β β ⎠
2

12 ( 1 – ν 2 ) ⎛ b2
- 5 + ----- 10 2⎞
K 4 = -------------------------
where: π 2 ⎝ rt ⎠

β : Slenderness of the panel, to be taken equal to: b, r : Defined above.

3 a R eH 5.3.5 Compression for corrugation flanges

β = 10 --- -------
-
t E
The critical buckling stress is to be obtained, in N/mm2,
without being taken less than 1,25. from the following formulae:

The critical buckling stress σc,b for compression on side “b”

R eH
of the panel is to be obtained, in N/mm2, from the formulae σc = σE for σ E ≤ -------
-
2
in [5.3.1].
R eH ⎞ R eH
σ c = R eH ⎛ 1 – --------
- for σ E > -------
-
⎝ 4σ E⎠ 2
The critical shear buckling stress is to be obtained, in
N/mm2, from the formulae in [5.3.2].
where:
5.3.4 Compression and shear for curved panels σE : Euler buckling stress, to be obtained, in N/mm2,
from the following formula:
The critical buckling stress of curved panels subjected to
compression perpendicular to curved edges is to be π 2 E - ⎛ --- tf ⎞ 2
obtained, in N/mm2, from the following formulae: σ E = ------------------------- - K 5 10 – 6
12 ( 1 – ν ) V 2 ⎝ ⎠

R eH
K5 : Buckling factor to be taken equal to:
σ c = σE for σ E ≤ -------
-
2 • for the first flange of the corrugation con-
R eH ⎞ R eH nected to a bulkhead plating or similar
σc = R eH ⎛ 1 - for σ E > -------
– -------- -
⎝ 4σ E⎠ 2
K5 = 4
where: • for the other flanges of the corrugation
σE : Euler buckling stress, to be obtained, in N/mm , 2
2
t ⎧ V′ V′ ⎫
from the following formula: K 5 = ⎛ 1 + ---w-⎞ ⎨ 3 + 0 ,5 ----- – 0 ,33 ⎛ -----⎞ ⎬
⎝ tf ⎠ ⎩ V ⎝ V⎠
⎭
π 2 E - ⎛ --t-⎞ 2 –6
σ E = ------------------------- K 10 tf : Net thickness, in mm, of the corrugation flange
12 ( 1 – ν 2 ) ⎝ b⎠ 3
tw : Net thickness, in mm, of the corrugation web
b : Width of curved panel, in m, measured on arc
between two adjacent supports V, V’ : Dimensions of a corrugation, in m, shown in Fig
5.
K3 : Buckling factor to be taken equal to:
Figure 5 : Dimensions of a corrugation
⎧ 12 ( 1 – ν 2 )- ------- b 4- 6 ⎫
K 3 = 2 ⎨ 1 + 1 + ------------------------- 10 ⎬
⎩ π 4
r 2 2
t ⎭

r : Radius of curvature, in m.

The critical shear buckling stress is to be obtained, in V

N/mm2, from the following formulae: σ

R eH
τc = τE for τ E ≤ ----------
-
2 3 tw tf
R eH ⎛ R eH ⎞ R eH
τ c = ------- - for τ E > ----------
- 1 – --------------- -
V'
3⎝ 4 3 τ E⎠ 2 3

where:

80 Bureau Veritas January 2013

 Pt B, Ch 7, Sec 1

5.4 Checking criteria where:

5.4.1 Acceptance of results Ki = K2 , defined in [5.3.2] for a plane panel

The net thickness of plate panels is to be such as to satisfy Ki = K4 , defined in [5.3.4] for a curved panel.
the buckling check, as indicated in [5.4.2] to [5.4.5]
depending on the type of stresses acting on the plate panel 5.4.4 Compression, bending and shear
considered. When the buckling criteria is exceeded, the
For plate panels subjected to compression, bending and
scantlings may still be considered as acceptable, provided
shear, the combined critical stress is to comply with the fol-
that the stiffeners located on the plate panel satisfy the
lowing formulae:
buckling and the ultimate strength checks as specified in Ch
7, Sec 2, [4] and Ch 7, Sec 2, [5].
σ comb R eH
F≤1 - ≤ -------------
for ------------ -
5.4.2 Compression and bending F 2γ R γ m
For plate panels subjected to compression and bending on 4σ comb ⎛ σ comb ⎞ σ comb R eH
F ≤ ----------------------
- 1 – ---------------------- - > -------------
- for ------------ -
one side, the critical buckling stress is to comply with the R eH ⁄ γ R γ m ⎝ R eH ⁄ γ R γ m⎠ F 2γ R γ m
following formula:
where:
σc
---------- ≥ σb
γR γm σ co mb = σ 12 + 3τ 2
where:
1+ψ σ ⎛3 –ψ σ 2 2
τ 2
σc : Critical buckling stress, in N/mm2, defined in F = γ R γ m ------------- -------1- + -------------⎞ ⎛ -----1⎞ + ⎛ ----⎞
4 σE ⎝ 4 ⎠ ⎝ σ E⎠ ⎝ τ E⎠
[5.3.1], [5.3.4] or [5.3.5], as the case may be
σb : Compression stress, in N/mm2, acting on side σE : Euler buckling stress, in N/mm2, defined in
“b” of the plate panel, to be calculated, as spec- [5.3.1], [5.3.4] or [5.3.5] as the case may be
ified in [5.2.2] or [5.2.4], as the case may be.
τE : Euler shear buckling stress, in N/mm2, defined
In equivalence to the previous criteria on the critical buck- in [5.3.2] or [5.3.4], as the case may be
ling stress, the net thickness, in mm, is to comply with the
following formulae: σ
ψ = -----2
σ1
2
b 12γ R γ m σ b ( 1-ν ) 3 R eH σ1, σ2 and τ are defined in Fig 2 and are to be calculated, in
- 10
t = --- ------------------------------------------- for σ E ≤ -------
-
π EK i ε 2
N/mm2, as specified in [5.2].
2 2
b 3R eH ( 1-ν ) 3 R eH
- 10 for σ E > -------
t = --- ----------------------------------------------- -
π EK i ε ( R eH -γ R γ m σ b ) 2 5.4.5 Bi-axial compression, taking account of shear
stress
where:
For plate panels subjected to bi-axial compression and
Ki = K1 , defined in [5.3.1] for a plane panel shear, the critical buckling stresses are to comply with the
Ki = K3 , defined in [5.3.4] for a curved panel. following formula:

5.4.3 Shear γR γm σa 1, 9
+ γ----------------
R γm σb
1.9
+ γ-------------
R γm τ
1.9
≤1
----------------- - -
For plate panels subjected to shear, the critical shear buck- σ c ,a σ c ,b τc
ling stress is to comply with the following formula: where:
τc σc,a : Critical buckling stress for compression on side
---------- ≥ τb
γR γm “a”, in N/mm2, defined in [5.3.3]
where:
σc,b : Critical buckling stress for compression on side
τc : Critical shear buckling stress, in N/mm2, defined “b”, in N/mm2, defined in [5.3.3]
in [5.3.2] or [5.3.4], as the case may be
σa : Compression stress acting on side “a”, in
τb : Shear stress, in N/mm2, acting on the plate
N/mm2, to be calculated as specified in [5.2.2]
panel, to be calculated as specified in [5.2.3] or
or [5.2.4], as the case may be
[5.2.5], as the case may be.
In equivalence to the previous criteria on the critical shear σb : Compression stress acting on side “b”, in
buckling stress, the net thickness, in mm, is to comply with N/mm2, to be calculated as specified in [5.2.2]
the following formulae: or [5.2.4], as the case may be
α=a/b
2
b 12γ R γ m τ b ( 1-ν ) 3 R eH
- 10 for τ E ≤ ----------
t = --- ------------------------------------------ - τ : Shear stress, in N/mm2, to be calculated as
π EK i 2 3
specified in [5.2.3] or [5.2.5], as the case may
2 2
b R eH ( 1-ν ) 3 R eH be
- 10 for τ E > ----------
t = --- -------------------------------------------- -
π R 2 3
EK i ⎛ ------- eH
- -γ R γ m τ b ⎞ τc : Critical shear buckling stress, in N/mm2, defined
⎝ ⎠
3 in [5.3.2].

January 2013 Bureau Veritas 81

Pt B, Ch 7, Sec 2

SECTION 2 ORDINARY STIFFENERS

Symbols

For symbols not defined in this Section, refer to the list at
the beginning of this Chapter.
pS : Still water pressure, in kN/m2, see [3.3.2] and
[5.3.2]
pW : Wave pressure and, if necessary, dynamic pres-
sures, according to the criteria in Ch 5, Sec 5,
[2] and Ch 5, Sec 6, [2], in kN/m2 (see [3.3.2]
and [5.3.2])
pSF, pWF : Still water and wave pressures, in kN/m2, in
flooding conditions, defined in Ch 5, Sec 6, [9]
FS : Still water wheeled force, in kN, see [3.3.5]
FW,Z : Inertial wheeled force, in kN, see [3.3.5]
σX1 : Hull girder normal stress, in N/mm2, defined in:
• [3.3.6] for the yielding check of ordinary
stiffeners
• [4.2.2] for the buckling check of ordinary
stiffeners
• [5.3.3] for the ultimate strength check of
ordinary stiffeners
ReH,P : Minimum yield stress, in N/mm2, of the plating
material, defined in Ch 4, Sec 1, [2]
ReH,S : Minimum yield stress, in N/mm2, of the stiffener
material, defined in Ch 4, Sec 1, [2]
s : Spacing, in m, of ordinary stiffeners
l : Span, in m, of ordinary stiffeners, measured
between the supporting members, see Ch 4, Sec
3, [3.2]
hw : Web height, in mm
tw : Net web thickness, in mm
bf : Face plate width, in mm
tf : Net face plate thickness, in mm
bp : Width, in m, of the plating attached to the stiff-
ener, for the yielding check, defined in Ch 4,
Sec 3, [3.3.1]
be : Width, in m, of the plating attached to the stiff-
ener, for the buckling check, defined in [4.1]
bU : Width, in m, of the plating attached to the stiff-
ener, for the ultimate strength check, defined in
[5.2]
tp : Net thickness, in mm, of the attached plating
w : Net section modulus, in cm3, of the stiffener,
with an attached plating of width bp , to be cal-
culated as specified in Ch 4, Sec 3, [3.4]
2
A : Net sectional area, in cm , of the stiffener with-
out attached plating
AS : Net sectional area, in cm2, of the stiffener with
attached plating of width s
Ae : Net sectional area, in cm2, of the stiffener with
attached plating of width be
AU : Net sectional area, in cm2, of the stiffener with
attached plating of width bU
ASh : Net shear sectional area, in cm2, of the stiffener,
to be calculated as specified in Ch 4, Sec 3,
[3.4]
I : Net moment of inertia, in cm4, of the stiffener
without attached plating, about its neutral axis
parallel to the plating (see Ch 4, Sec 3, Fig 4 and
Ch 4, Sec 3, Fig 5)
IS : Net moment of inertia, in cm4, of the stiffener
with attached shell plating of width s, about its
neutral axis parallel to the plating
Ie : Net moment of inertia, in cm4, of the stiffener
with attached shell plating of width be , about its
neutral axis parallel to the plating
IU : Net moment of inertia, in cm4, of the stiffener
with attached shell plating of width bU , about
its neutral axis parallel to the plating
ρS : Radius of gyration, in cm, of the stiffener with
attached plating of width s
ρU : Radius of gyration, in cm, of the stiffener with
attached plating of width bU .
1 General
1.1 Net scantlings
1.1.1 As specified in Ch 4, Sec 2, [1], all scantlings referred
to in this Section are net, i.e. they do not include any mar-
gin for corrosion.
The gross scantlings are obtained as specified in Ch 4, Sec 2.
1.2 Partial safety factors
1.2.1 The partial safety factors to be considered for the
checking of ordinary stiffeners are specified in Tab 1.
1.3 Load point
1.3.1 Lateral pressure
Unless otherwise specified, lateral pressure is to be calcu-
lated at mid-span of the ordinary stiffener considered.

82 Bureau Veritas January 2013

 Pt B, Ch 7, Sec 2

Table 1 : Ordinary stiffeners - Partial safety factors

Yielding check Ultimate

Partial safety factors Buckling
Sloshing Impact Flooding Testing strength
covering uncertainties Symbol General check
pressure pressure pressure (1) check check
regarding:
(see [3.3] to [3.7]) (see [3.8]) (see [3.9]) (see [4]) (see [5])
Still water hull girder loads γS1 1,00 0 0 1,00 N.A. 1,00 1,00
Wave hull girder loads γW1 1,15 0 0 1,15 N.A. 1,15 1,30
Still water pressure γS2 1,00 1,00 1,00 1,00 1,00 N.A. 1,00
Wave pressure γW2 1,20 1,10 1,00 1,05 N.A. N.A. 1,40
Material γm 1,02 1,02 1,02 1,02 1,02 1,02 1,02
Resistance γR 1,02 1,02 1,02 1,02 (2) 1,20 1,10 1,02
(1) Applies only to ordinary stiffeners to be checked in flooding conditions.
(2) For ordinary stiffeners of the collision bulkhead, γR =1,25.
Note 1: N.A. = Not applicable.

1.3.2 Hull girder stresses Figure 1 : Net dimensions of a flat bar

For longitudinal ordinary stiffeners contributing to the hull
girder longitudinal strength, the hull girder normal stresses
are to be calculated in way of the attached plating of the
stiffener considered.

tw
hw
1.4 Net dimensions of ordinary stiffeners

1.4.1 The requirements relative to the net dimensions of

ordinary stiffeners, as indicated in [1.4.2] to [1.4.3], are
applicable when the buckling assessment is not carried out
for such stiffeners in accordance with [4].

1.4.2 Flat bar Figure 2 : Net dimensions of a T-section

The net dimensions of a flat bar ordinary stiffener (see Fig 1)
are to comply with the following requirement:
hw
------ ≤ 20 k
tw
tw
hw

1.4.3 T-section
The net dimensions of a T-section ordinary stiffener (see Fig 2)
are to comply with the following requirements: tf
hw
------ ≤ 55 k
tw
b bf
----f ≤ 33 k
tf
hw tw Figure 3 : Net dimensions of an angle
b f t f ≥ ----------
-
6

1.4.4 Angle
The net dimensions of an angle ordinary stiffener (see Fig 3)
are to comply with the following requirements:
hw

hw tw
------ ≤ 55 k
tw tf
bf
---- ≤ 16 ,5 k
tf
hw tw bf
b f t f ≥ ----------
-
6

January 2013 Bureau Veritas 83

Pt B, Ch 7, Sec 2

2 General requirements 2.5 Deck ordinary stiffeners in way of

launching appliances used for survival
2.1 General craft or rescue boat

2.1.1 The requirements in [2.2] and [2.3] are to be applied 2.5.1 The scantlings of deck ordinary stiffeners are to be
to ordinary stiffeners in addition of those in [3] to [5]. determined by direct calculations.

2.2 Minimum net thicknesses 2.5.2 The loads exerted by launching appliance are to cor-
respond to the SWL of the launching appliance.
2.2.1 The net thickness of the web of ordinary stiffeners is
to be not less than the lesser of: 2.5.3 The combined stress, in N/mm2, is not to exceed the
• the value obtained, in mm, from the following formulae: smaller of ReH/2,2 and Rm/4,5 where Rm is the ultimate mini-
mum tensile strength of the ordinary stiffener material, in
tMIN = 0,8 + 0,004 L k1/2 + 4,5 s for L < 120 m
N/mm2.
tMIN = 1,6 + 2,2 k1/2 + s for L ≥ 120 m
• the net as built thickness of the attached plating.
3 Yielding check
2.3 Struts connecting ordinary stiffeners
3.1 General
2.3.1 The sectional area ASR, in cm2, and the moment of
inertia ISR about the main axes, in cm4, of struts connecting 3.1.1 The requirements of this Article apply for the yielding
ordinary stiffeners are to be not less than the values check of ordinary stiffeners subjected to lateral pressure or
obtained from the following formulae: to wheeled loads and, for ordinary stiffeners contributing to
the hull girder longitudinal strength, to hull girder normal
p SR s l
A SR = ------------
- stresses.
20
2
0 ,75s l ( p SR1 + p SR2 )A ASR l SR 3.1.2 When tanks are partly filled and if a risk of resonance
I SR = -------------------------------------------------------------------
-
47 ,2A ASR – s l ( p SR1 + p SR2 ) exists, the yielding check of vertical ordinary stiffeners of
where: tank structures subjected to sloshing and impact pressures is
to be carried out by direct calculation.
pSR : Pressure to be taken equal to the greater of the
values obtained, in kN/m2, from the following 3.1.3 The yielding check is also to be carried out for ordi-
formulae: nary stiffeners subjected to specific loads, such as concen-
pSR = 0,5 (pSR1 + pSR2) trated loads.
pSR = pSR3
pSR1 : External pressure in way of the strut, in kN/m2, 3.2 Structural model
acting on one side, outside the compartment in
which the strut is located, equal to: 3.2.1 Boundary conditions
pSR1 = γS2 pS + γW2 pW The requirements in [3.4], [3.7.3], [3.7.4] and [3.8] apply to
pSR2 : External pressure in way of the strut, in kN/m2, stiffeners considered as clamped at both ends, whose end
acting on the opposite side, outside the com- connections comply with the requirements in [3.2.2].
partment in which the strut is located, equal to: The requirements in [3.5] and [3.7.5] apply to stiffeners
pSR2 = γS2 pS + γW2 pW considered as simply supported at both ends. Other bound-
pSR3 : Internal pressure at mid-span of the strut, in ary conditions may be considered by the Society on a case
kN/m2, in the compartment in which the strut is by case basis, depending on the distribution of wheeled
located, equal to: loads.
pSR3 = γS2 pS + γW2 pW For other boundary conditions, the yielding check is to be
considered on a case by case basis.
l : Span, in m, of ordinary stiffeners connected by
the strut (see Ch 4, Sec 3, [3.2.2])
3.2.2 Bracket arrangement
lSR : Length, in m, of the strut
The requirements of this Article apply to ordinary stiffeners
AASR : Actual net sectional area, in cm2, of the strut. without end brackets, with a bracket at one end or with two
end brackets, where the bracket length is not greater than
2.4 Corrugated bulkhead 0,2 l.

2.4.1 Unless otherwise specified, the net section modulus
and the net shear sectional area of a corrugation are to be
not less than those obtained from [3] to [5] with s equal to
the greater of (a + b), where a and b are defined in Ch 4, Sec
7, Fig 3.
In the case of ordinary stiffeners with end brackets of length
greater than 0,2 l, the determination of normal and shear
stresses due to design loads and the required section modu-
lus and shear sectional area are considered by the Society
on a case by case basis.

84 Bureau Veritas January 2013


3.3 Load model
3.3.1 General
The still water and wave lateral loads induced by the sea
and the various types of cargoes and ballast in intact condi-
tions are to be considered, depending on the location of the
ordinary stiffener under consideration and the type of com-
partments adjacent to it, in accordance with Ch 5, Sec 1,
[2.4].
Ordinary stiffeners located on platings which constitute the
boundary of compartments not intended to carry liquids
(excluding those on bottom and side shell platings) are to be
subjected to the lateral pressure in flooding conditions.
The wave lateral loads and hull girder loads are to be calcu-
lated in the mutually exclusive load cases “a”, “b”, “c” and
“d” in Ch 5, Sec 4.
3.3.2 Lateral pressure in intact conditions
The lateral pressure in intact conditions is constituted by
still water pressure and wave pressure.
Still water pressure (pS) includes:
• the still water sea pressure, defined in Ch 5, Sec 5, [1]
• the still water internal pressure, defined in Ch 5, Sec 6
for the various types of cargoes and for ballast.
Wave pressure (pW) includes:
• the wave pressure, defined in Ch 5, Sec 5, [2] for each
load case “a”, “b”, “c” and “d”
• the inertial pressure, defined in Ch 5, Sec 6 for the vari-
ous types of cargoes and for ballast, and for each load
case “a”, “b”, “c” and “d”
• the dynamic pressures, according to the criteria in Ch 5,
Sec 6, [2].
Sloshing and impact pressures are to be applied to ordinary
stiffeners of tank structures, when such tanks are partly filled
and if a risk of resonance exists (see Ch 5, Sec 6, [2]).
3.3.3 Lateral pressure in flooding conditions
The lateral pressure in flooding conditions is constituted by
the still water pressure pSF and wave pressure pWF defined in
Ch 5, Sec 6, [9].
3.3.4 Lateral pressure in testing conditions
The lateral pressure (pT) in testing conditions is taken equal
to:
• pST − pS for bottom shell plating and side shell plating
• pST otherwise,
where:
pST : Still water pressure defined in Ch 5, Sec 6, Tab
14
pS : Still water sea pressure defined in Ch 5, Sec 5,
[1.1.1] for the draught T1 at which the testing is
carried out.
If the draught T1 is not defined by the Designer,
it may be taken equal to the light ballast draught
TB defined in Ch 5, Sec 1, [2.4.3].
January 2013
Pt B, Ch 7, Sec 2
3.3.5 Wheeled forces
The wheeled force applied by one wheel is constituted by
still water force and inertial force:
• Still water force is the vertical force (FS) defined in Ch 5,
Sec 6, [6.1]
• Inertial force is the vertical force (FW,Z) defined in Ch 5,
Sec 6, [6.1], for load case “b”.
3.3.6 Hull girder normal stresses
The hull girder normal stresses to be considered for the
yielding check of ordinary stiffeners are obtained, in
N/mm2, from the following formulae:
• for longitudinal stiffeners contributing to the hull girder
longitudinal strength and subjected to lateral pressure:
σX1 = γS1 σS1 + γW1 (CFV σWV1 + CFH σWH1 + CFΩ σΩ)
to be taken not less than 60/k
• for longitudinal stiffeners contributing to the hull girder
longitudinal strength and subjected to wheeled loads:
σX1,Wh = Max (σX1H ; σX1S)
to be taken not less than 60/k
• for longitudinal stiffeners not contributing to the hull
girder longitudinal strength:
σX1 = 0
• for transverse stiffeners:
σX1 = 0
where:
σS1, σWV1, σWH1 : Hull girder normal stresses, in N/mm2,
defined in Tab 2
σΩ : Absolute value of the warping stress, in N/mm2,
induced by the torque 0,625 MWT and obtained
through direct calculation analyses based on a
structural model in accordance with Ch 6, Sec
1, [2.6]
σX1H, σX1S: Hull girder normal stresses, in N/mm2, respec-
tively in hogging and in sagging, defined in Tab
3
CFV, CFH, CFΩ : Combination factors defined in Tab 4.
3.4 Normal and shear stresses due to lateral
pressure in intact conditions
3.4.1 General
Normal and shear stresses, induced by lateral pressures, in
ordinary stiffeners are to be obtained from the formulae in:
• [3.4.2] in the case of single span longitudinal and trans-
verse stiffeners
• [3.4.3] in the case of single span vertical stiffeners
• [3.4.4] in the case of multispan stiffeners.
Bureau Veritas 85
Pt B, Ch 7, Sec 2

Table 2 : Hull girder normal stresses - Ordinary stiffeners subjected to lateral pressure

Condition σS1 , in N/mm2 (1) σWV1 , in N/mm2 σWH1 , in N/mm2

Lateral pressure applied on the side

opposite to the ordinary stiffener, with
respect to the plating:

M SW ,S 0 ,625F D M WV ,S
• z≥N -------------- ( z – N ) 10 –3 ------------------------------------- ( z – N ) 10 –3
IY IY

M SW ,H 0 ,625M WV ,H
• z<N --------------- ( z – N ) 10 – 3 -------------------------------- ( z – N ) 10 –3
IY IY 0 ,625M WH
--------------------------- y 10 –3
IZ
Lateral pressure applied on the same side
as the ordinary stiffener:

M SW ,H 0 ,625M WV ,H
• z≥N --------------- ( z – N ) 10 – 3 -------------------------------- ( z – N ) 10 –3
IY IY

M SW ,S 0 ,625F D M WV ,S
• z<N -------------- ( z – N ) 10 –3 ------------------------------------- ( z – N ) 10 –3
IY IY

(1) When the ship in still water is always in hogging condition, MSW,S is to be taken equal to 0.
Note 1:
FD : Coefficient defined in Ch 5, Sec 2, [4].

Table 3 : Hull girder normal stresses - Ordinary stiffeners subjected to wheeled loads

Condition Hull girder normal stresses, in N/mm2

M SW ,H 0 ,625M WV ,H 0 ,625M WH
• Hogging - ( z – N )10 –3 + γ W1 ⎛ C FV -------------------------------
σ X1 H = γ S1 -------------- - y10 –3 + C FΩ σ Ω⎞
- ( z – N )10 –3 + C FH ---------------------------
IY ⎝ IY IZ ⎠

M SW ,S 0 ,625F D M WV ,S 0 ,625M WH
• Sagging (1) - ( z – N )10 – 3 + γ W1 ⎛ C FV ------------------------------------
σ X1 S = γ S1 ------------- - y10 –3 + C FΩ σ Ω⎞
- ( z – N )10 – 3 + C FH ---------------------------
IY ⎝ IY IZ ⎠

(1) When the ship in still water is always in hogging condition, MSW,S is to be taken equal to 0.
Note 1:
FD : Coefficient defined in Ch 5, Sec 2, [4].

Table 4 : Combination factors CFV , CFH and CFΩ 3.4.2 Single span longitudinal and transverse
ordinary stiffeners
Load case CFV CFH CFΩ The maximum normal stress σ and shear stress τ are to be
obtained, in N/mm2, from the following formulae:
“a” 1,0 0 0
γ S2 p S + γ W2 p W ⎛ s
1 – ------⎞ s l 10 + σ X1
2 3
“b” 1,0 0 0 σ = β b ----------------------------------
12w ⎝ 2 l⎠
“c” 0,4 1,0 1,0 γ S2 p S + γ W2 p W ⎛ s
τ = 5β s ---------------------------------- 1 – ------⎞ s l
A Sh ⎝ 2 l⎠
“d” 0,4 1,0 0
where:
βb , βs : Coefficients defined in Tab 5.
Table 5 : Coefficients βb and βs
3.4.3 Single span vertical ordinary stiffeners
Brackets at Bracket The maximum normal stress σ and shear stress τ are to be
βb βs
ends lengths obtained, in N/mm2, from the following formulae:
0 − 1 1 γ S2 p S + γ W2 p W ⎛ s
1 – ------⎞ s l 10
2 3
σ = λ b β b ----------------------------------
12w ⎝ 2 l⎠
1 lb ⎛1 l 2
l
– -----b-⎞ 1 – -----b- γ S2 p S + γ W2 p W ⎛ s
⎝ 2 l⎠ 2l τ = 5λ s β s ---------------------------------- 1 – ------⎞ s l
A Sh ⎝ 2 l⎠
2 lb1 ; lb2 ⎛1 l
b1 l
b 2⎞
2
l
b1 b2 l where:
– ------
- – ------
- 1 – ------
- – ------
-
⎝ 2 l 2 l⎠ 2l 2l
βb , βs : Coefficients defined in [3.4.2]

86 Bureau Veritas January 2013

 Pt B, Ch 7, Sec 2

λb : Coefficient taken equal to the greater of the fol- αw : Coefficient taking account of the number of
lowing values: wheels per axle considered as acting on the
γ S2 ( p Sd – p Su ) + γ W2 ( p Wd – p Wu )
stiffener, defined in Tab 6
λ b = 1 + 0 ,2 -----------------------------------------------------------------------------
-
KS , KT : Coefficients taking account of the number of
γ S2 ( p Sd + p Su ) + γ W2 ( p Wd + p Wu )
γ S2 ( p Sd – p Su ) + γ W2 ( p Wd – p Wu ) axles considered as acting on the stiffener,
λ b = 1 – 0, 2 -----------------------------------------------------------------------------
- defined in Tab 7.
γ S2 ( p Sd + p Su ) + γ W2 ( p Wd + p Wu )
λs : Coefficient taken equal to the greater of the fol- Table 6 : Wheeled loads - Coefficient αW
lowing values:
Configuration αW
γ S2 ( p Sd – p Su ) + γ W2 ( p Wd – p Wu )
λ s = 1 + 0 ,4 -----------------------------------------------------------------------------
-
γ S2 ( p Sd + p Su ) + γ W2 ( p Wd + p Wu ) Single wheel
γ S2 ( p Sd – p Su ) + γ W2 ( p Wd – p Wu )
λ s = 1 – 0, 4 -----------------------------------------------------------------------------
-
γ S2 ( p Sd + p Su ) + γ W2 ( p Wd + p Wu )
1
pSd : Still water pressure, in kN/m2, at the lower end
of the ordinary stiffener considered
pSu : Still water pressure, in kN/m2, at the upper end
of the ordinary stiffener considered
Double wheels
pWd : Wave pressure, in kN/m2, at the lower end of
the ordinary stiffener considered
pWu : Wave pressure, in kN/m2, at the upper end of y
y
the ordinary stiffener considered. 2 ⎛⎝ 1 – ---⎞⎠
s
3.4.4 Multispan ordinary stiffeners
The maximum normal stress σ and shear stress τ in a multi- s
span ordinary stiffener are to be determined by a direct cal-
culation taking into account: Triple wheels
• the distribution of still water and wave pressure and
forces, to be determined on the basis of the criteria
specified in Ch 5, Sec 5 and Ch 5, Sec 6 y
y
• the number and position of intermediate supports 3 – 2 ---
s
(decks, girders, etc.)
• the condition of fixity at the ends of the stiffener and at
intermediate supports s
• the geometrical characteristics of the stiffener on the
intermediate spans. Note 1:
y : Distance, in m, from the external wheel of a
group of wheels to the stiffener under considera-
3.5 Normal and shear stresses due to
tion, to be taken equal to the distance from the
wheeled loads external wheel to the centre of the group of
wheels.
3.5.1 General
Normal and shear stresses, induced by the wheeled loads, in Table 7 : Wheeled loads - Coefficients KS and KT
ordinary stiffeners are to be obtained from the formulae in:
• [3.5.2] in the case of single span longitudinal and trans- Configuration
Coefficient
verse stiffeners Single axle Double axles
• [3.5.3]in the case of multispan stiffeners. • if d ≤ l ⁄ 3
3.5.2 Single span longitudinal and transverse 2 4
172
ordinary stiffeners subjected to wheeled loads ---------- – 4d
------- – d
----- + d
-----
81 3 l l2 l 4
The maximum normal stress σ and shear stress τ are to be KS 1
obtained, in N/mm2, from the following formulae:
• if d > l ⁄ 3
P0 l 3
σ = α W K S -------
- 10 + σ X1, Wh
4 4d 3d 8d
2 3
6w --- – ------- + --------
- – --------3-
3 3l l
2
3l
10P
τ = α W K T ------------0
A Sh 2 3
d 3d d
KT 1 2 – ------ – --------2- + ----3-
where: 2l 2l l
P0 : Wheeled force, in kN, taken equal to: Note 1:
P0 = γS2 FS + γW2 FW,Z d : Distance, in m, between two axles (see Fig 4).

January 2013 Bureau Veritas 87

Pt B, Ch 7, Sec 2

Figure 4 : Wheeled load on stiffeners - Double axles 3.7.2 Groups of equal ordinary stiffeners
Where a group of equal ordinary stiffeners is fitted, it is
acceptable that the minimum net section modulus in [3.7.1]
is calculated as the average of the values required for all the
d stiffeners of the same group, but this average is to be taken
not less than 90% of the maximum required value.
The same applies for the minimum net shear sectional area.

3.7.3 Single span longitudinal and transverse

ordinary stiffeners subjected to lateral pressure
The net section modulus w, in cm3, and the net shear sec-
 tional area ASh , in cm2, of longitudinal or transverse ordi-
nary stiffeners subjected to lateral pressure are to be not less
3.5.3 Multispan ordinary stiffeners subjected to than the values obtained from the following formulae:
wheeled loads
γ S2 p S + γ W2 p W ⎛ s
The maximum normal stress σ and shear stress τ in a multi- - 1 – ------⎞ s l 2 10 3
w = γ R γ m β b ------------------------------------------
12 ( R y – γ R γ m σ X1 ) ⎝ 2 l⎠
span ordinary stiffener are to be determined by a direct cal-
culation taking into account: γ S2 p S + γ W2 p W ⎛ s
A Sh = 10γ R γ m β s ---------------------------------- 1 – ------⎞ s l
Ry ⎝ 2 l⎠
• the distribution of still water forces and inertial forces
applying on the stiffener, to be determined according to where:
[3.3.5]
βb, βs : Coefficients defined in [3.4.2].
• the number and position of intermediate supports (gird-
ers, bulkheads, etc.) 3.7.4 Single span vertical ordinary stiffeners
• the condition of fixity at the ends of the stiffener and at subjected to lateral pressure
intermediate supports The net section modulus w, in cm3, and the net shear sec-
• the geometrical characteristics of the stiffener on the tional area ASh , in cm2, of vertical ordinary stiffeners sub-
intermediate spans. jected to lateral pressure are to be not less than the values
obtained from the following formulae:
3.6 Checking criteria
γ S2 p S + γ W2 p W ⎛ s
1 – ------⎞ s l 10
2 3
w = γ R γ m λ b β b ----------------------------------
12R y ⎝ 2 l⎠
3.6.1 General
It is to be checked that the normal stress σ and the shear γ S2 p S + γ W2 p W ⎛ s
A Sh = 10γ R γ m λ s β s ---------------------------------- 1 – ------⎞ s l
stress τ, calculated according to [3.4] and [3.5], are in com- Ry ⎝ 2 l⎠
pliance with the following formulae:
where:
Ry
---------- ≥σ βb, βs : Coefficients defined in [3.4.2]
γR γm
Ry λb, λs : Coefficients defined in [3.4.3].
0 ,5 ---------- ≥τ
γR γ m
3.7.5 Single span ordinary stiffeners subjected to
wheeled loads
3.7 Net section modulus and net shear The net section modulus w, in cm3, and the net shear sec-
sectional area of ordinary stiffeners, tional area ASh , in cm2, of ordinary stiffeners subjected to
complying with the checking criteria wheeled loads are to be not less than the values obtained
from the following formulae:
3.7.1 General
The requirements in [3.7.3] and [3.7.4] provide the mini- αW KS P 0 l
- 10 3
w = γ R γ m ----------------------------------------------
mum net section modulus and net shear sectional area of 6 ( R y – γ R γ m σ X1, Wh )
single span ordinary stiffeners subjected to lateral pressure αW KT P0
A Sh = 20γ R γ m -------------------
in intact conditions, complying with the checking criteria Ry
indicated in [3.6].
where:
The requirements in [3.7.5] provide the minimum net sec-
tion modulus and net shear sectional area of single span P0 : Wheeled force, in kN, defined in [3.5.2]
ordinary stiffeners subjected to wheeled loads, complying αW, KS, KT: Coefficients defined in [3.5.2].
with the checking criteria indicated in [3.6].
The requirements in [3.7.6] provide the minimum net sec- 3.7.6 Multispan ordinary stiffeners
tion modulus and net shear sectional area of multispan The minimum net section modulus and the net shear sec-
ordinary stiffeners subjected to lateral pressure in intact tional area of multispan ordinary stiffeners are to be
condition or to wheeled loads, complying with the check- obtained from [3.4.4] or [3.5.3], as applicable, taking
ing criteria indicated in [3.6]. account of the checking criteria indicated in [3.6].

88 Bureau Veritas January 2013

 Pt B, Ch 7, Sec 2

3.8 Net section modulus and net shear λs : Coefficient taken equal to the greater of the fol-
sectional area of ordinary stiffeners lowing values:
subjected to lateral pressure in flooding γ S2 ( p SFd – p SFu ) + γ W2 ( p WFd – p WFu )
λ s = 1 + 0 ,4 --------------------------------------------------------------------------------------
conditions γ S2 ( p SFd + p SFu ) + γ W2 ( p WFd + p WFu )
γ S2 ( p SFd – p SFu ) + γ W2 ( p WFd – p WFu )
λ s = 1 – 0, 4 --------------------------------------------------------------------------------------
3.8.1 General γ S2 ( p SFd + p SFu ) + γ W2 ( p WFd + p WFu )
The requirements in [3.8.3] to [3.8.5] provide the minimum pSFd : Still water pressure, in kN/m2, in flooding con-
net section modulus and net shear sectional area of ordi- ditions, at the lower end of the ordinary stiffener
nary stiffeners located on platings which constitute the considered
boundary of compartments not intended to carry liquids
pSFu : Still water pressure, in kN/m2, in flooding con-
(excluding stiffeners on bottom and side shell platings) in
ditions, at the upper end of the ordinary stiffener
flooding conditions.
considered

3.8.2 Groups of equal ordinary stiffeners pWFd : Wave pressure, in kN/m2, in flooding condi-
tions, at the lower end of the ordinary stiffener
Where a group of equal ordinary stiffeners is fitted, it is considered
acceptable that the minimum net section modulus in [3.8.1]
pWFu : Wave pressure, in kN/m2, in flooding condi-
is calculated as the average of the values required for all the
stiffeners of the same group, but this average is to be taken tions, at the upper end of the ordinary stiffener
not less than 90% of the maximum required value. considered.

The same applies for the minimum net shear sectional area. 3.8.5 Multispan ordinary stiffeners
The minimum net section modulus and the net shear sec-
3.8.3 Single span longitudinal and transverse tional area of multispan ordinary stiffeners are to be
ordinary stiffeners obtained from [3.4.4], considering the still water pressure
pSF and the wave pressure pWF in flooding conditions, and
The net section modulus w, in cm3, and the net shear sec-
taking account of the checking criteria indicated in [3.6].
tional area ASh , in cm2, of longitudinal or transverse ordi-
nary stiffeners are to be not less than the values obtained
from the following formulae: 3.9 Net section modulus and net shear
sectional area of ordinary stiffeners
γ S2 p SF + γ W2 p WF ⎛ s⎞ 2 3 subjected to lateral pressure in testing
w = γ R γ m β b ------------------------------------------ - s l 10
- 1 – -----
12 ( R y – γ R γ m σ X1 ) ⎝ 2 l⎠ conditions
γ S2 p SF + γ W2 p WF ⎛ s
A Sh = 10γ R γ m β s -------------------------------------- 1 – ------⎞ s l 3.9.1 General
Ry ⎝ 2 l⎠
The requirements in [3.9.3] to [3.9.5] provide the minimum
where: net section modulus and net shear sectional area of ordinary
stiffeners of compartments subject to testing conditions.
βb , βs : Coefficients defined in [3.4.2].
3.9.2 Groups of equal ordinary stiffeners
3.8.4 Single span vertical ordinary stiffeners
Where a group of equal ordinary stiffeners is fitted, it is
The net section modulus w, in cm3, and the net shear sec- acceptable that the minimum net section modulus in [3.9.1]
tional area ASh , in cm2, of vertical ordinary stiffeners are to is calculated as the average of the values required for all the
be not less than the values obtained from the following for- stiffeners of the same group, but this average is to be taken
mulae: not less than 90% of the maximum required value.
The same applies for the minimum net shear sectional area.
γ S2 p SF + γ W2 p WF ⎛ s
1 – ------⎞ s l 10
2 3
w = γ R γ m λ b β b --------------------------------------
12R y ⎝ 2 l⎠ 3.9.3 Single span longitudinal and transverse
γ S2 p SF + γ W2 p WF ⎛ s ordinary stiffeners
A Sh = 10γ R γ m λ s β s -------------------------------------- 1 – ------⎞ s l
Ry ⎝ 2 l⎠ The net section modulus w, in cm3, and the net shear sec-
tional area ASh , in cm2, of longitudinal or transverse ordi-
where: nary stiffeners are to be not less than the values obtained
βb , βs : Coefficients defined in [3.4.2] from the following formulae:

λb : Coefficient taken equal to the greater of the fol- γ S2 p T ⎛ s-⎞ 2 3

w = γ R γ m β b -----------
- 1 – ----- s l 10
lowing values: 12R y ⎝ 2 l⎠
γ S2 p T ⎛ s
γ S2 ( p SFd – p SFu ) + γ W2 ( p WFd – p WFu ) - 1 – ------⎞ s l
A Sh = 10 γ R γ m β s -----------
λ b = 1 + 0 ,2 -------------------------------------------------------------------------------------- Ry ⎝ 2 l⎠
γ S2 ( p SFd + p SFu ) + γ W2 ( p WFd + p WFu )
γ S2 ( p SFd – p SFu ) + γ W2 ( p WFd – p WFu ) where:
λ b = 1 – 0, 2 --------------------------------------------------------------------------------------
γ S2 ( p SFd + p SFu ) + γ W2 ( p WFd + p WFu ) βb , βs : Coefficients defined in [3.4.2].

January 2013 Bureau Veritas 89

Pt B, Ch 7, Sec 2

3.9.4 Single span vertical ordinary stiffeners • where local buckling occurs on the attached plating (see
Ch 7, Sec 1, [5.4.1]):
The net section modulus w, in cm3, and the net shear sec-
tional area ASh , in cm2, of vertical ordinary stiffeners are to 2 ,25 1 ,25⎞
b e = ⎛ ----------- – ----------- s
be not less than the values obtained from the following for- ⎝ βe β e2 ⎠
mulae:
to be taken not greater than s
γ S2 p T ⎛ s
1 – ------⎞ s l 10
2 3
w = γ R γ m λ b β b ------------ where:
12R y ⎝ 2 l⎠
γ S2 p T ⎛ s
- 1 – ------⎞ s l
A Sh = 10γ R γ m λ s β s ----------- s σ 3
Ry ⎝ 2 l⎠ β e = --- -----b 10
tp E
where:
σb : Compression stress σX or σY, in N/mm2, acting
βb , βs : Coefficients defined in [3.4.2] on the plate panel, defined in Ch 7, Sec 1,
[5.2.4], according to the direction x or y consid-
λb : Coefficient taken equal to the greater of the fol- ered.
lowing values:

p T d – p Tu 4.2 Load model

λ b = 1 + 0 ,2 ---------------------
p Td + p Tu
p Td – p T u 4.2.1 Sign convention for normal stresses
λ b = 1 – 0, 2 ---------------------
p Td + p Tu
The sign convention for normal stresses is as follows:
λs : Coefficient taken equal to the greater of the fol- • tension: positive
lowing values:
• compression: negative.
p T d – p Tu
λ s = 1 + 0 ,4 ---------------------
p T d + p Tu
4.2.2 Hull girder compression normal stresses
p T d – p Tu
λ s = 1 – 0, 4 --------------------- The hull girder compression normal stresses to be consid-
p Td + p Tu
ered for the buckling check of ordinary stiffeners contribut-
pTd : Still water pressure, in kN/m2, in testing condi- ing to the hull girder longitudinal strength are obtained, in
tions, at the lower end of the ordinary stiffener N/mm2, from the following formula:
considered
σX1 = γS1 σS1 + γW1 (CFV σWV1 + CFH σWH1 + CFΩ σΩ)
2
pTu : Still water pressure, in kN/m , in testing condi-
where:
tions, at the upper end of the ordinary stiffener
considered. σS1, σWV1, σWH1 : Hull girder normal stresses, in N/mm2,
defined in Tab 8
3.9.5 Multispan ordinary stiffeners
σΩ : Compression warping stress, in N/mm2, induced
The minimum net section modulus and the net shear sec- by the torque 0,625MWT and obtained through
tional area of multispan ordinary stiffeners are to be direct calculation analyses based on a structural
obtained from [3.4.4], considering the pressure in testing model in accordance with Ch 6, Sec 1, [2.6]
conditions and taking account of the checking criteria indi-
CFV, CFH, CFΩ : Combination factors defined in Tab 4.
cated in [3.6].
For longitudinal stiffeners, σX1 is to be taken as the maxi-
mum compression stress on the stiffener considered.
4 Buckling check
In no case may σX1 be taken less than 30/k N/mm2.

4.1 Width of attached plating When the ship in still water is always in hogging condition,
σX1 may be evaluated by means of direct calculations when
4.1.1 The width of the attached plating to be considered for justified on the basis of the ship’s characteristics and
the buckling check of ordinary stiffeners is to be obtained, intended service. The calculations are to be submitted to
in m, from the following formulae: the Society for approval.

• where no local buckling occurs on the attached plating Where deemed necessary, the buckling check is to be car-
(see Ch 7, Sec 1, [5.4.1]): ried out in harbour conditions by considering a reduced
wave bending moment equal to 0,1MWV given in Ch 5, Sec
be = s 2, [3.1]

90 Bureau Veritas January 2013

 Pt B, Ch 7, Sec 2

Table 8 : Hull girder normal compression stresses

Condition σS1 in N/mm2 (1) σWV1 in N/mm2 σWH1 in N/mm2

M SW ,S 0 ,625F D M WV ,S
z≥N -------------- ( z – N )10 –3 ------------------------------------- ( z – N )10 –3
IY IY 0 ,625M WH –3
– --------------------------- y 10
M SW ,H 0 ,625M WV ,H IZ
z<N --------------- ( z – N )10 –3 -------------------------------- ( z – N )10 –3
IY IY

(1) When the ship in still water is always in hogging condition, σS1 for z ≥ N is to be obtained, in N/mm2, from the following for-
mula, unless σX1 is evaluated by means of direct calculations (see [4.2.2]):
M SW ,Hmin
- ( z – N )10 – 3
σ S1 = ---------------------
IY

Note 1:
FD : Coefficient defined in Ch 5, Sec 2, [4].

4.3 Critical stress • for flat bars:

h w3 t w3 – 6
4.3.1 General I w = -----------
- 10
36
The critical buckling stress is to be obtained, in N/mm2, • for T-sections:
from the following formulae:
t f b f3 h w2 – 6
- 10
I w = ---------------
12
R eH ,S
σc = σE for σ E ≤ ----------
- • for angles and bulb sections:
2
R eH ,S⎞ R eH ,S b f3 h w2
σ c = R eH ,S ⎛ 1 – ----------
- for σ E > ----------
- - [t ( b 2 + 2b f h w + 4h w2 )
I w = ------------------------------
⎝ 4σ E ⎠ 2 12 ( b f + h w ) 2 f f
–6
+ 3t w b f h w ] 10
where:
Ip : Net polar moment of inertia, in cm4, of the stiff-
σE = Min (σE1, σE2, σE3) ener about its connection to the attached plating:
σE1 : Euler column buckling stress, in N/mm2, given • for flat bars:
in [4.3.2] h w3 t w –4
I p = ----------
- 10
3
σE2 : Euler torsional buckling stress, in N/mm2, given
in [4.3.3] • for stiffeners with face plate:

σE3 : Euler web buckling stress, in N/mm2, given in h w3 t w

I p = ⎛ ----------
- + h w2 b f t f⎞ 10 –4
⎝ 3 ⎠
[4.3.4].
It : St. Venant’s net moment of inertia, in cm4, of the
4.3.2 Column buckling of axially loaded stiffeners stiffener without attached plating:
The Euler column buckling stress is obtained, in N/mm2, • for flat bars:
from the following formula:
h w t w3 – 4
I t = ----------
- 10
Ie 3
-2 10 – 4
σ E = π 2 E ----------
Ae l • for stiffeners with face plate:
1 t
I t = --- h w t w3 + b f t f3 ⎛ 1 – 0 ,63 ----f ⎞ 10
–4
4.3.3 Torsional buckling of axially loaded stiffeners 3 ⎝ b f⎠
The Euler torsional buckling stresses is obtained, in N/mm2, m : Number of half waves, to be taken equal to the
from the following formula: integer number such that (see also Tab 9):
2 2 2 2
π 2 EI w ⎛ K C I m ( m – 1 ) ≤ KC < m ( m + 1 )
-2 -------2 + m 2⎞ + 0 ,385 E ---t
σ E = -----------------
10 I p l ⎝ m ⎠
4
Ip 4
C0 l
- 106
K C = -------------
where: π 4 EI w
C0 : Spring stiffness of the attached plating:
Iw : Net sectorial moment of inertia, in cm6, of the
stiffener about its connection to the attached Et p3
- 10 – 3
C 0 = -------------
plating: 2 ,73 s

January 2013 Bureau Veritas 91

Pt B, Ch 7, Sec 2

Table 9 : Torsional buckling of • for σ ≤ ReH,P / 2:

axially loaded stiffeners - Number m of half waves
4
⎛-⎞ – 4 l
st p ⎝ s⎠
3
KC 0 ≤ KC < 4 4 ≤ KC < 36 36 ≤ KC < 144 I = ---------- ----------------------- ( σ – σ E ,0 )
485 σ E ,1 – σ E ,0
m 1 2 3

• for σ > ReH,P / 2:

4.3.4 Web buckling of axially loaded stiffeners
4
The Euler buckling stress of the stiffener web is obtained, in ⎛ -l⎞ –4
st
3 ⎝ s⎠ R eH ,P
N/mm2, from the following formulae: p
I = ---------- ----------------------- - – σ E ,0
-----------------------------
485 σ E ,1 – σ E ,0 σ
4 1 – -----------⎞
⎛
• for flat bars: ⎝ R eH ,P⎠

tW ⎞ 2 4
σ E = 16 ⎛ ------
- 10 where:
⎝ h W⎠

l/s : Ratio to be taken not less than 1,41

• for stiffeners with face plate:
σE,0 : Euler buckling stress, in N/mm2, of the unstiff-
tW ⎞ 2 4 ened plate taken equal to:
σ E = 78 ⎛⎝ ------
- 10
h W⎠
π E
2
t 2
- ⎛ ---p⎞ εK 1 ,0 10 –6
σ E ,0 = -------------------------
2 ⎝ ⎠
12 ( 1 – ν ) l
4.4 Checking criteria
K1,0 : Coefficient defined in Ch 7, Sec 1, Tab 8 for:
4.4.1 Stiffeners parallel to the direction of 0 ≤ Ψ ≤ 1 and α = a / l
compression
ε : Coefficient defined in Ch 7, Sec 1, [5.3.1]
The critical buckling stress of the ordinary stiffener is to
comply with the following formula: σE,1 : Euler buckling stress, in N/mm2, of the plate
panel taken equal to:
σc
---------- ≥ σb 2 2
γR γm π E t
- ⎛ ---p⎞ εK 1 ,1 10 –6
σ E ,1 = -------------------------
12 ( 1 – ν ) ⎝ l ⎠
2

where:
K1,1 : Coefficient defined in Ch 7, Sec 1, Tab 8 for:
σc : Critical buckling stress, in N/mm2, as calculated
in [4.3.1] 0 ≤ Ψ ≤ 1 and α = s / l.

σb : Compression stress σxb or σyb , in N/mm2, in the

Figure 6 : Buckling of stiffeners perpendicular
stiffener, as calculated in [4.2.2]. to the direction of compression

Figure 5 : Buckling of stiffeners parallel to a

the direction of compression σ σ
a
σ σ s


b
Where intercostal stiffeners are fitted, as shown in Fig 7, the
check of the moment of inertia of stiffeners perpendicular to
the direction of compression is to be carried out with the
equivalent net thickness teq,net , in mm, obtained from the
following formula:
4.4.2 Stiffeners perpendicular to the direction of
compression s 2
1 + ⎛⎝ ----⎞⎠
4 l1
The net moment of inertia of stiffeners, in cm , is to be not t eq ,net = ---------------------2- t net
less than the greatest value obtained from the following for- s
1 + ⎛-⎞
⎝ l⎠
mulae:

• I = 360 l2 where l1 is to be taken not less than s.

92 Bureau Veritas January 2013

 Pt B, Ch 7, Sec 2

Figure 7 : Buckling of stiffeners perpendicular to
the direction of compression (intercostal stiffeners)
a
σ σ
ordinary stiffener under consideration and the type of com-
partments adjacent to it, in accordance with Ch 5, Sec 1,
[2.4].
The wave lateral pressures and hull girder loads are to be
calculated in the mutually exclusive load cases “a”, “b”, “c”
and “d” in Ch 5, Sec 4.

5.3.2 Lateral pressure

Lateral pressure is constituted by still water pressure and


wave pressure.
1

Still water pressure (pS) includes:

• the still water sea pressure, defined in Ch 5, Sec 5, [1]
s
• the still water internal pressure, defined in Ch 5, Sec 6
for the various types of cargoes and for ballast.
5 Ultimate strength check of ordinary Wave induced pressure (pW) includes:
stiffeners contributing to the hull • the wave pressure, defined in Ch 5, Sec 5, [2] for each
girder longitudinal strength load case “a”, “b”, “c” and “d”
• the inertial pressure, defined in Ch 5, Sec 6 for the vari-
5.1 Application ous types of cargoes and for ballast, and for each load
case “a”, “b”, “c” and “d”.
5.1.1 The requirements of this Article apply to ships equal
to or greater than 170 m in length. For such ships, the ulti- 5.3.3 Hull girder compression normal stresses
mate strength of stiffeners subjected to lateral pressure and The hull girder compression normal stresses σX1 to be con-
to hull girder normal stresses is to be checked. sidered for the ultimate strength check of stiffeners contrib-
uting to the longitudinal strength are those given in [4.2.2],
5.2 Width of attached plating where the partial safety factors are those specified in Tab 1
for the ultimate strength check.
5.2.1 The width of the attached plating to be considered for
the ultimate strength check of ordinary stiffeners is to be
5.4 Ultimate strength stress
obtained, in m, from the following formulae:
• if βU ≤ 1,25: 5.4.1 The ultimate strength stress σU is to be obtained, in
bU = s N/mm2, from the formulae in Tab 10, for resultant lateral
• if βU > 1,25: pressure acting either on the side opposite to the ordinary
stiffener, with respect to the plating, or on the same side as
2 ,25 1 ,25⎞
b U = ⎛ ----------- – ----------- s the ordinary stiffener.
⎝ βU β U2 ⎠

where: 5.5 Checking criteria

s σ X1E 3 5.5.1 The ultimate strength stress of the ordinary stiffener is
β U = --- ---------
- 10
tp E to comply with the following formula:
σX1E : Stress defined in Tab 10. σU
---------- ≥ σ X1
γ R γm
5.3 Load model where:
5.3.1 General σU : Ultimate strength stress, in N/mm2, as calcu-
The still water and wave lateral pressures induced by the sea lated in [5.4.1]
and the various types of cargoes and ballast in intact condi- σX1 : Compression stress, in N/mm2, as calculated in
tions are to be considered, depending on the location of the [5.3.3].

January 2013 Bureau Veritas 93

Pt B, Ch 7, Sec 2

Table 10 : Ultimate strength stress

Resultant load pressure acting on the side opposite to the Resultant load pressure acting on the same side as
Symbol
ordinary stiffener, with respect to the plating, in N/mm2 the ordinary stiffener, in N/mm2

A s
σU f ------U ⎛⎝ 1 – -------------⎞⎠ R eH ,P ReH,S f
AS 10b U

ζ ζ2 1–μ
f --- – ----- – --------------------------2-
2 4 ( 1 + η P )λ U

1 + ηP + η
1 – μ- --------------------------
ζ -------------- + -
1 + η P ( 1 + η P )λ U2

125ps l 2 d P ,U
--------------------------------------------- 41, 7ps l 2 d F ,S
μ s ---------------------------------
R eH ,P I U ⎛ 1 – -------------⎞ R eH ,S I S
⎝ 10b U⎠

⎛δ 13ps l 4 4 d P ,U- 1, 5ps l 4 4 d F ,-S

η + ------------------ 10 ⎞ -------- ⎛ 0, 577δ 0 + --------------------- 10 ⎞ -------
⎝ 0 ET IS ⎠ ρU 2 ⎝ ET IS ⎠ ρ S2

1 1 d P ,U
ηP d P A ⎛ ------ – -----⎞ --------
- 0
⎝ A U A S⎠ ρ 2
U

31 ,8 l- R eH ,P ⎛ s -⎞ 18 ,4 l R eH ,S
λU -------------- ----------
- 1 – ------------ --------------- -----------
ρU ET ⎝ 10b U⎠ ρS ET

Note 1:
dP,U : Distance, in cm, between the neutral axis of the cross-section of the stiffener with attached plating of width bU and the
fibre at half-thickness of the plating
dF,S : Distance, in cm, between the neutral axis of the cross-section of the stiffener with attached plating of width s and the
fibre at half-thickness of the face plate of the stiffener
dP : Distance, in cm, between the neutral axis of the ordinary stiffener without attached plating and the fibre at half-thickness
of the attached plating
p : Lateral pressure acting on the stiffener, equal to: p = γS2 pS + γW2U pW
δ0 : Pre-deformation, in cm, of the ordinary stiffener, to be assumed, in the absence of more accurate evaluation: δ0 = 0,2 l
ET : Structural tangent modulus, equal to:

σ X1E ⎛ σ X1E ⎞
E T = 4E ----------- - for σ X1E > 0 ,5R eH ,P
1 – ----------
R eH ,P ⎝ R eH ,P⎠
ET = E for σ X1E ≤ 0 ,5R eH ,P

σX1E : Stress to be obtained, in N/mm2, from the following formulae:

2
⎧
22 ,5st 22 ,5s t 2
⎪ – -------------------P + ⎛ ------------------P-⎞ + 4A ( A + 10st P ) σ X1 + -------------------P ⎪
12 ,5s t ⎫
⎪ α ⎝ α ⎠ α2 ⎪ 1 ,25
σ X1E = ⎨ ---------------------------------------------------------------------------------------------------------------------------------------------------- ⎬ if α > ---------------
⎪
2A ⎪ σ X1
⎪ ⎪
⎩ ⎭
1 ,25
σ X1E = σ X1 if α ≤ ---------------
σ X1

s
α = 1000 -----------
tP E

σX1 : Compression stress, in N/mm2, acting on the stiffener, as defined in [5.3.3].

94 Bureau Veritas January 2013

 Pt B, Ch 7, Sec 3

SECTION 3 PRIMARY SUPPORTING MEMBERS

Symbols

For symbols not defined in this Section, refer to the list at 1.1.2 Structural models
the beginning of this Chapter.
Depending on the service notation and structural arrange-
pS : Still water pressure, in kN/m2, see [3.4.2] and ment, primary structural models are to be modelled as spec-
[3.4.4] ified in Tab 1.

pW : Wave pressure, in kN/m2, see [3.4.2] and Table 1 : Selection of structural models
[3.4.4]
Ship length,
pSF, pWF : Still water and wave pressures, in kN/m2, in Service notation Calculation model
in m
flooding conditions, defined in Ch 5, Sec 6, [9]
Ro-ro cargo ship L ≤ 120 Isolated beam model,
σX1 : Hull girder normal stress, in N/mm2, defined in Ro-ro passenger or three dimensional
[3.4.5] ship beam model for gril-
Passenger ship lage or complex
s : Spacing, in m, of primary supporting members arrangement
Container ship
l : Span, in m, of primary supporting members, General cargo ship 120 < L ≤ 170 Three dimensional
with large deck beam model
measured between the supporting elements, see
openings
Ch 4, Sec 3, [4.1] L > 170 Complete ship model
Other ships L ≤ 120 Isolated beam model,
bp : Width, in m, of the plating attached to the pri-
or three dimensional
mary supporting member, for the yielding
beam model for gril-
check, defined in Ch 4, Sec 3, [4.2] lage or complex
arrangement
w : Net section modulus, in cm3, of the primary
supporting member, with an attached plating of 120 < L ≤ 170 Three dimensional
width bp , to be calculated as specified in Ch 4, beam model
Sec 3, [4.3] L > 170 Three dimensional
finite element model
ASh : Net shear sectional area, in cm2, of the primary
supporting member, to be calculated as speci-
1.1.3 Yielding check
fied in Ch 4, Sec 3, [4.3]
The yielding check is to be carried out according to:
m : Boundary coefficient, to be taken equal to:
• [3] for primary supporting members analysed through
• m = 10 in general isolated beam models
• m = 12 for bottom and side primary sup- • [4] for primary supporting members analysed through
porting members three dimensional beam or finite element models
I : Net moment of inertia, in cm4, of the primary • [5] for primary supporting members analysed through
supporting member without attached plating, complete ship models.
about its neutral axis parallel to the plating.
1.1.4 Buckling check
1 General The buckling check is to be carried out according to [6], on
the basis of the stresses in primary supporting members cal-
culated according to [3], [4] or [5], depending on the struc-
1.1 Application tural model adopted.

1.1.1 Analysis criteria 1.1.5 Minimum net thicknesses

The requirements of this Section apply for the yielding and In addition to the above, the scantlings of primary support-
buckling checks of primary supporting members. ing members are to comply with the requirements in [2].

January 2013 Bureau Veritas 95

Pt B, Ch 7, Sec 3

1.2 Analysis documentation
1.2.1 The following documents are to be submitted to the
Society for review of the three dimensional beam or finite
element structural analyses:
• reference to the calculation program used with identifi-
cation of the version number and results of the valida-
tion text, if the results of the program have not been
already submitted to the Society approval
• extent of the model, element types and properties,
material properties and boundary conditions
• loads given in print-out or suitable electronic format. In
particular, the method used to take into account the
interaction between the overall, primary and local load-
ings is to be described. The direction and intensity of
pressure loads, concentrated loads, inertia and weight
loads are to be provided
• stresses given in print-out or suitable electronic format
• buckling checks as required in [6]
• fatigue checks of structural details, as required in Ch 7,
Sec 4
• identification of the critical areas, where the results of
the checkings exceed 97,5% of the permissible rule cri-
teria in [4.3] or [5.3] and [6].
1.2.2 According to the results of the submitted calcula-
tions, the Society may request additional runs of the model
with structural modifications or local mesh refinements in
highly stressed areas.
1.3 Net scantlings
1.3.1 As specified in Ch 4, Sec 2, [1], all scantlings referred
to in this Section are net, i.e. they do not include any mar-
gin for corrosion.
The gross scantlings are obtained as specified in Ch 4, Sec 2.
1.4 Partial safety factors
1.4.1 The partial safety factors to be considered for check-
ing primary supporting members are specified in:
• Tab 2 for analyses based on isolated beam models
• Tab 3 for analyses based on three dimensional models
• Tab 4 for analyses based on complete ship models.

Table 2 : Primary supporting members analysed through isolated beam models - Partial safety factors

Yielding check Buckling check

Partial safety factors
covering uncertainties Symbol General Flooding pressure (1) Plate panels Pillars
regarding:
(see [3.4] to [3.7]) (see [3.8]) (see [6.1]) (see [6.2] and [6.3])
Still water hull girder loads γS1 1,00 1,00 1,00 1,00
Wave hull girder loads γW1 1,15 1,15 1,15 1,15
Still water pressure γS2 1,00 1,00 1,00 1,00
Wave pressure γW2 1,20 1,05 1,20 1,20
Material γm 1,02 1,02 1,02 1,02
Resistance γR 1,02 in general 1,02 (2) 1,10 for [6.2]: see Tab 13
1,15 for bottom and side girders for [6.3]: 1,15
(1) Applies only to primary supporting members to be checked in flooding conditions
(2) For primary supporting members of the collision bulkhead, γR = 1,25

Table 3 : Primary supporting members analysed through three dimensional models - Partial safety factors

Yielding check (see [4]) Buckling check

Partial safety factors
covering uncertainties Symbol Plate panels Pillars
regarding: General Flooding pressure (1)
(see [6.1]) (see [6.2] and [6.3])
Still water hull girder loads γS1 1,00 1,00 1,00 1,00
Wave hull girder loads γW1 1,05 1,05 1,05 1,05
Still water pressure γS2 1,00 1,00 1,00 1,00
Wave pressure γW2 1,10 1,10 1,10 1,10
Material γm 1,02 1,02 1,02 1,02
Resistance γR defined in Tab 5 defined in Tab 5 1,02 (2) for [6.2]: see Tab 13
for [6.3]: 1,15
(1) Applies only to primary supporting members to be checked in flooding conditions
(2) For corrugated bulkhead platings, γR = 1,10
Note 1: For primary supporting members of the collision bulkhead, γR = 1,25

96 Bureau Veritas January 2013

 Pt B, Ch 7, Sec 3

Table 4 : Primary supporting members analysed through complete ship models - Partial safety factors

Partial safety factors covering Yielding check Buckling check

Symbol
uncertainties regarding: (see [5]) Plate panels (see [6.1]) Pillars (see [6.2] and [6.3])
Still water hull girder loads γS1 1,00 1,00 1,00
Wave hull girder loads γW1 1,10 1,10 1,10
Still water pressure γS2 1,00 1,00 1,00
Wave pressure γW2 1,10 1,10 1,10
Material γm 1,02 1,02 1,02
Resistance γR defined in Tab 5 1,02 (1) for [6.2]: see Tab 13
for [6.3]: 1,15
(1) For corrugated bulkhead platings, γR = 1,10

Table 5 : Primary supporting members analysed Table 6 : Minimum net thicknesses of webs
through three dimensional or complete ship models of double bottom primary supporting members
Resistance partial safety factor
Minimum net thickness, in mm
Resistance partial safety factor γR Primary supporting
Type of three Area within Area outside
member
dimensional model (see [4.3] and [5.3]) 0,4L amidships 0,4L amidships
(see Ch 7, App 1) General Flooding pressure Centre girder 2,0 L1/3 k1/6 1,7 L1/3 k1/6
Beam model 1,20 1,02 Side girders 1,4 L1/3 k1/6 1,4 L1/3 k1/6
Coarse mesh finite Floors 1,5 L1/3 k1/6 1,5 L1/3 k1/6
1,20 1,02
element model
Girder bounding a 1,5 + 0,8 L 1/2 k 1/4 1,5 + 0,8 L1/2 k1/4
Fine mesh finite ele- duct keel (1)
1,05 1,02
ment model
Margin plate L1/2 k1/4 0,9 L1/2 k1/4
Very fine mesh finite
1,05 1,02 (1) The minimum net thickness is to be taken not less than
element model
that required for the centre girder.

2 General requirements
Table 7 : Minimum net thicknesses of webs and
flanges of single bottom primary supporting members
2.1 Minimum thicknesses
Minimum net thickness, in mm
Primary supporting
2.1.1 General Area within Area outside
member
The net thickness of plating which forms the webs of pri- 0,4L amidships 0,4L amidships
mary supporting members is to be not less than the value Centre girder 6,0 + 0,05 L2 k1/2 4,5 + 0,05 L2 k1/2
obtained, in mm, from the following formulae:
Floors and side girders 5,0 + 0,05 L2 k1/2 3,5 + 0,05 L2 k1/2
1/2
tMIN = 3,7 + 0,015 L k for L < 120 m
2.2 Deck primary members in way of
tMIN = 3,7 + 1,8 k1/2 for L ≥ 120 m
launching appliances used for survival
craft or rescue boat
2.1.2 Double bottom
In addition to the requirements in [2.1], the net thickness of 2.2.1 The scantlings of deck primary supporting members
plating which forms the webs of primary supporting mem- are to be determined by direct calculations.
bers of the double bottom is to be not less than the values
given in Tab 6. 2.2.2 The loads exerted by launching appliance are to cor-
respond to the SWL of the launching appliance.
2.1.3 Single bottom
In addition to the requirements in [2.1], the net thickness of 2.2.3 The combined stress, in N/mm2, is not to exceed the
plating which forms the webs and the flanges of primary smaller of ReH/2,2 and Rm/4,5 where Rm is the ultimate mini-
supporting members of the single bottom is to be not less mum tensile strength of the primary supporting member
than the values given in Tab 7. material, in N/mm2.

January 2013 Bureau Veritas 97

Pt B, Ch 7, Sec 3

3 Yielding check of primary supporting Still water pressure (pS) includes:

members analysed through an
isolated beam structural model
3.1 General
3.1.1 The requirements of this Article apply for the yielding
check of primary supporting members subjected to lateral
pressure or to wheeled loads and, for those contributing to
the hull girder longitudinal strength, to hull girder normal
stresses, which may be analysed through an isolated beam
model, according to [1.1.2].
• the still water sea pressure, defined in Ch 5, Sec 5, [1]
• the still water internal pressure, defined in Ch 5, Sec 6
for the various types of cargoes and for ballast.
Wave pressure (pW) includes:
• the wave pressure, defined in Ch 5, Sec 5, [2] for each
load case “a”, “b”, “c” and “d”
• the inertial pressure, defined in Ch 5, Sec 6 for the vari-
ous types of cargoes and for ballast, and for each load
case “a”, “b”, “c” and “d”.

3.1.2 The yielding check is also to be carried out for pri-
mary supporting members subjected to specific loads, such
as concentrated loads.
3.2 Bracket arrangement
3.2.1 The requirements of this Article apply to primary sup-
porting members with brackets at both ends of length not
greater than 0,2 l.
In the case of a significantly different bracket arrangement,
the determination of normal and shear stresses due to
design loads and the required section modulus and shear
sectional area are considered by the Society on a case by
case basis.
3.3 Load point
3.3.1 Lateral pressure
Unless otherwise specified, lateral pressure is to be calcu-
lated at mid-span of the primary supporting member con-
sidered.
3.4.3 Lateral pressure in flooding conditions
The lateral pressure in flooding conditions is constituted by
the still water pressure pSF and the wave pressure pWF
defined in Ch 5, Sec 6, [9].
3.4.4 Wheeled loads
For primary supporting members subjected to wheeled
loads, the yielding check may be carried out according to
[3.5] to [3.7] considering uniform pressures equivalent to
the distribution of vertical concentrated forces, when such
forces are closely located.
For the determination of the equivalent uniform pressures,
the most unfavourable case, i.e. where the maximum
number of axles is located on the same primary supporting
member according to Fig 1 to Fig 3, is to be considered.
The equivalent still water pressure and inertial pressure are
indicated in Tab 8.
Table 8 : Wheeled loads
Equivalent uniform still water and inertial pressures

3.3.2 Hull girder normal stresses Still water pressure pS

Load
For longitudinal primary supporting members contributing Ship condition and inertial pressure pW,
case
to the hull girder longitudinal strength, the hull girder nor- in kN/m2
mal stresses are to be calculated in way of the neutral axis Still water condition pS = peq
of the primary supporting member with attached plating.
Upright condition “a” No inertial pressure

3.4 Load model “b” pW = α peq aZ1 / g

Inclined condition “c” The inertial pressure may
3.4.1 General be disregarded
The still water and wave lateral pressures induced by the
“d” pW = α peq aZ2 / g
sea and the various types of cargoes and ballast in intact
conditions are to be considered, depending on the location Note 1:
of the primary supporting member under consideration and nV Q X 1 + X 2⎞
p eq = 10 -------------A- ⎛⎝ 3 – -----------------
-
the type of compartments adjacent to it, in accordance with ls s ⎠
Ch 5, Sec 1, [2.4].
nV : Maximum number of vehicles possible located
Primary supporting members of bulkheads or inner side
on the primary supporting member
which constitute the boundary of compartments not
QA : Maximum axle load, in t, defined in Ch 5, Sec 6,
intended to carry liquids are to be subjected to the lateral
Tab 9
pressure in flooding conditions.
X1 : Minimum distance, in m, between two consecu-
The wave lateral pressures and hull girder loads are to be tive axles (see Fig 2 and Fig 3)
calculated in the mutually exclusive load cases “a”, “b”, “c”
X2 : Minimum distance, in m, between axles of two
and “d” in Ch 5, Sec 4.
consecutive vehicles (see Fig 3)
3.4.2 Lateral pressure in intact conditions α : Coefficient taken equal to:
The lateral pressure in intact conditions is constituted by • 0,5 in general
still water pressure and wave pressure. • 1,0 for landing gears of trailers

98 Bureau Veritas January 2013

 Pt B, Ch 7, Sec 3

Figure 1 : Wheeled loads - Distribution of vehicles For arrangements different from those shown in Fig 1 to Fig 3,
on a primary supporting member the yielding check of primary supporting members is to be
carried out by a direct calculation, taking into account the
distribution of concentrated loads induced by vehicle wheels.

3.4.5 Hull girder normal stresses

The hull girder normal stresses to be considered for the
yielding check of primary supporting members are
obtained, in N/mm2, from the following formulae:
• for longitudinal primary supporting members contribut-
ing to the hull girder longitudinal strength:
σX1 = γS1 σS1 + γW1 (CFV σWV1 + CFH σWH1 + CFΩ σΩ)
• for longitudinal primary supporting members not con-
 tributing to the hull girder longitudinal strength:
σX1 = 0
Figure 2 : Wheeled loads • for transverse primary supporting members:
Distance between two consecutive axles
σX1 = 0

where:
σS1, σWV1, σWH1 : Hull girder normal stresses, in N/mm2,
defined in:
• Tab 9 for primary supporting members sub-
jected to lateral pressure
• Tab 10 for primary supporting members sub-
jected to wheeled loads
σΩ : absolute value of the warping stress, in N/mm2,
induced by the torque 0,625 MWT and obtained
s X1
in accordance with Ch 6, Sec 1, [2.6]
CFV, CFH, CFΩ : Combination factors defined in Tab 11.
Figure 3 : Wheeled loads
Distance between axles of two consecutive vehicles
3.5 Normal and shear stresses due to lateral
pressure in intact conditions
3.5.1 General
Normal and shear stresses, induced by lateral pressures, in
primary supporting members are to be determined from the
formulae given in:
• [3.5.2] in the case of longitudinal and transverse stiffen-
X1
ers
X2
• [3.5.3] in the case of vertical stiffeners.

Table 9 : Hull girder normal stresses - Primary supporting members subjected to lateral pressure

Condition σS1 , in N/mm2 (1) σWV1 , in N/mm2 σWH1 , in N/mm2

Lateral pressure applied on M SW ,S 0 ,625F D M WV ,S
z≥N -------------- ( z – N ) 10 –3 ------------------------------------- ( z – N ) 10 – 3
the side opposite to the pri- IY IY 0 ,625M WH
mary supporting member, --------------------------- y 10 –3
IZ
with respect to the plating: M SW ,H 0 ,625M WV ,H
z<N --------------- ( z – N ) 10 –3 -------------------------------- ( z – N ) 10 – 3
IY IY

Lateral pressure applied on M SW ,H 0 ,625M WV ,H

z≥N --------------- ( z – N ) 10 –3 -------------------------------- ( z – N ) 10 – 3
the same side as the primary IY IY
supporting member:
M SW ,S 0 ,625F D M WV ,S
z<N -------------- ( z – N ) 10 –3 ------------------------------------- ( z – N ) 10 – 3
IY IY

(1) When the ship in still water is always in hogging condition, MSW,S is to be taken equal to 0.
Note 1:
FD : Coefficient defined in Ch 5, Sec 2, [4].

January 2013 Bureau Veritas 99

Pt B, Ch 7, Sec 3

Table 10 : Hull girder normal stresses - Primary supporting members subjected to wheeled loads

Condition σS1 in N/mm2 (1) σWV1 in N/mm2 σWH1 in N/mm2

M SW ,H 0 ,625M WV ,H
z≥N --------------- ( z – N ) 10 –3 -------------------------------- ( z – N ) 10 –3
IY IY
0 ,625M WH
--------------------------- y 10 – 3
M SW ,S 0 ,625F D M WV ,S IZ
z<N -------------- ( z – N ) 10 –3 ------------------------------------- ( z – N ) 10 –3
IY IY

(1) When the ship in still water is always in hogging condition, MSW,S is to be taken equal to 0.
Note 1:
FD : Coefficient defined in Ch 5, Sec 2, [4].

Table 11 : Combination factors CFV, CFH and CFΩ λs : Coefficient taken equal to the greater of the fol-
lowing values:
Load case CFV CFH CFΩ
γ S2 ( p Sd – p Su ) + γ W2 ( p Wd – p Wu )
“a” 1,0 0 0 λ s = 1 + 0 ,4 -----------------------------------------------------------------------------
-
γ S2 ( p Sd + p Su ) + γ W2 ( p Wd + p Wu )
“b” 1,0 0 0 γ S2 ( p Sd – p Su ) + γ W2 ( p Wd – p Wu )
λ s = 1 – 0, 4 -----------------------------------------------------------------------------
-
“c” 0,4 1,0 1,0 γ S2 ( p Sd + p Su ) + γ W2 ( p Wd + p Wu )
“d” 0,4 1,0 0
pSd : Still water pressure, in kN/m2, at the lower end
of the primary supporting member considered
3.5.2 Longitudinal and transverse primary
supporting members pSu : Still water pressure, in kN/m2, at the upper end
The maximum normal stress σ and shear stress τ are to be of the primary supporting member considered
obtained, in N/mm2, from the following formulae:
pWd : Wave pressure, in kN/m2, at the lower end of
γ S2 p S + γ W2 p W 2 3 the primary supporting member considered
σ = β b ---------------------------------- s l 10 + σ X1
mw
pWu : Wave pressure, in kN/m2, at the upper end of
γ S2 p S + γ W2 p W
τ = 5β s ---------------------------------- sl the primary supporting member considered
A Sh

where: σA : Axial stress, to be obtained, in N/mm2, from the

following formula:
2
l l
β b = ⎛ 1 – ------
b1 b2⎞
- – ------
-
F
⎝ 2 l 2 l⎠ σ A = 10 ----A-
A
l l
β s = 1 – ------
b1 b2
- – ------
-
2l 2l
FA : Axial load (still water and wave) transmitted to
lb1 , lb2 : Lengths of the brackets at ends, in m. the vertical primary supporting members by the
structures above. For multideck ships, the crite-
3.5.3 Vertical primary supporting members ria in [6.2.1] for pillars are to be adopted
The maximum normal stress σ and shear stress τ are to be A : Net sectional area, in cm2, of the vertical pri-
obtained, in N/mm2, from the following formulae: mary supporting members with attached plating
γ S2 p S + γ W2 p W 2 3 of width bP.
σ = λ b β b ---------------------------------- s l 10 + σ A
mw
γ S2 p S + γ W2 p W 3.6 Checking criteria
τ = 5λ s β s ---------------------------------- sl
A Sh

where: 3.6.1 General

βb, βs : Coefficients defined in [3.5.2] It is to be checked that the normal stress σ and the shear
λb : Coefficient taken equal to the greater of the fol- stress τ, calculated according to [3.5], are in compliance
lowing values: with the following formulae:

γ S2 ( p Sd – p Su ) + γ W2 ( p Wd – p Wu ) Ry
λ b = 1 + 0 ,2 -----------------------------------------------------------------------------
- ---------- ≥σ
γ S2 ( p Sd + p Su ) + γ W2 ( p Wd + p Wu ) γR γ m
γ S2 ( p Sd – p Su ) + γ W2 ( p Wd – p Wu ) Ry
λ b = 1 – 0, 2 -----------------------------------------------------------------------------
- 0 ,5 ---------- ≥τ
γ S2 ( p Sd + p Su ) + γ W2 ( p Wd + p Wu ) γ R γm

100 Bureau Veritas January 2013

 Pt B, Ch 7, Sec 3

3.7 Net section modulus and net sectional 3.8.2 Longitudinal and transverse primary
supporting members
shear area complying with the checking
criteria The net section modulus w, in cm3, and the net shear sec-
tional area ASh , in cm2, of longitudinal or transverse primary
3.7.1 General supporting members are to be not less than the values
obtained from the following formulae:
The requirements in [3.7.2] and [3.7.3] provide the mini-
mum net section modulus and net shear sectional area of γ S2 p SF + γ W2 p WF 2 3
w = γ R γ m β b -------------------------------------- s l 10
primary supporting members subjected to lateral pressure in m ( R y – γ m σ X1 )
intact conditions, complying with the checking criteria indi- γ S2 p SF + γ W2 p WF
A Sh = 10 γ R γ m β s -------------------------------------- sl
cated in [3.6]. Ry

where:
3.7.2 Longitudinal and transverse primary
supporting members βb, βs : Coefficients defined in [3.5.2].

The net section modulus w, in cm3, and the net shear sec-
3.8.3 Vertical primary supporting members
tional area ASh , in cm2, of longitudinal or transverse primary
supporting members are to be not less than the values The net section modulus w, in cm3, and the net shear sec-
obtained from the following formulae: tional area ASh , in cm2, of vertical primary supporting mem-
bers are to be not less than the values obtained from the
γ S2 p S + γ W2 p W following formulae:
- s l 2 10 3
w = γ R γ m β b ----------------------------------------
m ( R y – γ R γ m σ X1 )
γ S2 p S + γ W2 p W γ S2 p SF + γ W2 p WF 2 3
A Sh = 10γ R γ m β s ---------------------------------- sl w = γ R γ m λ b β b -------------------------------------- s l 10
Ry mR y
γ S2 p SF + γ W2 p WF
A Sh = 10 γ R γ m λ s β s -------------------------------------- sl
where βb and βs are the coefficients defined in [3.5.2]. Ry

where:
3.7.3 Vertical primary supporting members

The net section modulus w, in cm3, and the net shear sec- βb, βs : Coefficients defined in [3.5.2]
tional area ASh , in cm2, of vertical primary supporting mem- λb : Coefficient taken equal to the greater of the fol-
bers are to be not less than the values obtained from the lowing values:
following formulae:
γ S2 ( p SFd – p SFu ) + γ W2 ( p WFd – p WFu )
λ b = 1 + 0 ,2 --------------------------------------------------------------------------------------
γ S2 p S + γ W2 p W 2 3 γ S2 ( p SFd + p SFu ) + γ W2 ( p WFd + p WFu )
w = γ R γ m λ b β b --------------------------------------
- s l 10
m ( R y – γ R γm σ A ) γ S2 ( p SFd – p SFu ) + γ W2 ( p WFd – p WFu )
λ b = 1 – 0, 2 --------------------------------------------------------------------------------------
γ S2 p S + γ W2 p W γ S2 ( p SFd + p SFu ) + γ W2 ( p WFd + p WFu )
A Sh = 10γ R γ m λ s β s ---------------------------------- sl
Ry
λs : Coefficient taken equal to the greater of the fol-
where: lowing values:

βb, βs : Coefficients defined in [3.5.2] γ S2 ( p SFd – p SFu ) + γ W2 ( p WFd – p WFu )

λ s = 1 + 0 ,4 --------------------------------------------------------------------------------------
γ S2 ( p SFd + p SFu ) + γ W2 ( p WFd + p WFu )
λb, λs : Coefficients defined in [3.5.3]
γ S2 ( p SFd – p SFu ) + γ W2 ( p WFd – p WFu )
λ s = 1 – 0, 4 --------------------------------------------------------------------------------------
σA : Defined in [3.5.3]. γ S2 ( p SFd + p SFu ) + γ W2 ( p WFd + p WFu )

pSFd : Still water pressure, in kN/m2, in flooding con-

3.8 Net section modulus and net shear ditions, at the lower end of the primary support-
sectional area of primary supporting ing member considered
members subjected to lateral pressure pSFu : Still water pressure, in kN/m2, in flooding con-
in flooding conditions ditions, at the upper end of the primary support-
ing member considered
3.8.1 General pWFd : Wave pressure, in kN/m2, in flooding condi-
The requirements in [3.8.2] and [3.8.3] provide the mini- tions, at the lower end of the primary supporting
mum net section modulus and net shear sectional area of member considered
primary supporting members of bulkheads or inner side pWFu : Wave pressure, in kN/m2, in flooding condi-
which constitute the boundary of compartments not tions, at the upper end of the primary support-
intended to carry liquids, in flooding conditions. ing member considered.

January 2013 Bureau Veritas 101

Pt B, Ch 7, Sec 3

4 Yielding check of primary supporting
members analysed through a three
dimensional structural model
4.1 General
4.1.1 The requirements of this Article apply for the yielding
check of primary supporting members subjected to lateral
pressure or to wheeled loads and, for those contributing to
the hull girder longitudinal strength, to hull girder normal
stresses, which are to be analysed through a three dimen-
sional structural model.
be investigated through a very fine mesh structural detail
analysis according to Ch 7, App 1, [3.4.4], and both follow-
ing criteria are to be checked:
a) The average Von Mises equivalent stress σVM-av as defined
in [4.3.4] is to comply with the following formula:
σ VM – av ≤ σ M ASTER
b) The equivalent stress σVM of each element is to comply
with the following formulae:
• for elements not adjacent to the weld:
σ VM ≤ 1, 53σ MAST ER

4.1.2 The yielding check is also to be carried out for pri- • for elements adjacent to the weld:
mary supporting members subjected to specific loads, such
as concentrated loads. σ VM ≤ 1, 34σ MAST ER

4.2 Analysis criteria 4.3.4 Stress averaging on very fine mesh

The average Von Mises equivalent stress σVM-av , in N/mm2,

4.2.1 The analysis of primary supporting members based on is to be obtained from the following formula:
three dimensional models is to be carried out according to:
n
• the requirements in Ch 7, App 1 for primary supporting
members subjected to lateral pressure ∑A σ i VM – i

σ VM – av = --------------------------
1
n
-
• the requirements in Ch 7, App 2 for primary supporting
members subjected to wheeled loads. ∑A i

These requirements apply for:

where:
• the structural modelling
σVM-i : Von Mises stress at the centre of the i-th element
• the load modelling within the considered area, in N/mm2

• the stress calculation. Ai : Area of the i-th element within the considered
area, in mm2
4.3 Checking criteria n : Number of elements within the considered area.

Stress averaging is to be performed over an area defined as

4.3.1 Master allowable stress
follows:
The master allowable stress, σMASTER, in N/mm2, is to be
obtained from the following formula: • the area considered for stress averaging is to have a size
not above the relevant spacing of ordinary stiffeners
RY (s x s)
σ M ASTER = ----------
γR γm
• for very fine mesh along rounded edges (openings,
rounded brackets) the area considered for stress averag-
4.3.2 General ing is to be limited only to the first ring of border ele-
ments, over a length not greater than the relevant
For all types of analysis, according to Ch 7, App 1, [2], it is
to be checked that the equivalent stress σVM calculated spacing of ordinary stiffeners (see Fig 4 and Fig 5)
according to Ch 7, App 1, [5] is in compliance with the fol- • the area considered for stress averaging is to include an
lowing formula: entire number of elements
σ VM ≤ σ MAST ER • the area considered for stress averaging is not to be
defined across structural discontinuities, web stiffeners
4.3.3 Structural detail analysis based on very fine or other abutting structure
mesh finite elements models
• for regions where several different stress averaging areas
In a fine mesh model as defined in Ch 7, App 1, [3.4.3], may be defined, the worst is to be considered for the
high stress areas for which σVM exceeds 0,95 σMASTER are to calculation of average Von Mises equivalent stress.

102 Bureau Veritas January 2013

 Pt B, Ch 7, Sec 3

Figure 4 : Example of stress averaging area
at opening rounded edge
5.1.2 A complete ship structural model is to be carried out,
when deemed necessary by the Society, to analyse primary
supporting members of ships with one or more of the fol-
lowing characteristics:
• ships having large deck openings
• ships having large space arrangements
• multideck ships having series of openings in side or lon-
gitudinal bulkheads, when the stresses due to the differ-
ent contribution of each deck to the hull girder strength
are to be taken into account.

5.1.3 Based on the criteria in [5.1.2], analyses based on

Figure 5 : Example of stress averaging area
at rounded bracket edge
complete ship models may be required, in general, for the
following ship types:
• ships with the service notation general cargo ship, hav-
ing large deck openings
• ships with the service notation container ship
• ships with the service notation ro-ro cargo ship
• ships with the service notation passenger ship
• ships with the service notation ro-ro passenger ship.
5.2 Analysis criteria

5.2.1 The analysis of primary supporting members based

on complete ship models is to be carried out according to
Ch 7, App 3.
These requirements apply for:
• the structural modelling
• the load modelling
• the stress calculation.

5.3 Checking criteria

5.3.1 General
It is to be checked that the equivalent stress σVM , calculated
according to Ch 7, App 3, [4] is in compliance with the fol-
4.3.5 Particular requirements
lowing formula:
For very fine mesh regions located on bracket webs in the
vicinity of bracket toes, where an equivalent (s x s) area can- Ry
---------- ≥ σ VM
not be defined, the yielding check is to be based only on γ R γm
the criteria given in [4.3.3], item b).
Other structural details having shapes not allowing the 5.3.2 Additional criteria for elements modelled with
stress averaging as required in [4.3.4] are to be specially fine meshes
considered by the Society, on a case by case basis. Fine meshes are defined with reference to Ch 7, App 3,
[2.4].
5 Yielding check of primary supporting For all the elements modelled with fine meshes, it is to be
members analysed through a checked that the normal stresses σ1 and σ2 and the shear
complete ship structural model stress τ12 , calculated according to Ch 7, App 3, [4], are in
compliance with the following formulae:
5.1 General Ry
---------- ≥ max(σ 1 ,σ 2)
5.1.1 The requirements of this Article apply for the yielding γ R γm
check of primary supporting members which are to be ana- Ry
0 ,5 ---------- ≥ τ12
lysed through a complete ship structural model. γR γm

January 2013 Bureau Veritas 103

Pt B, Ch 7, Sec 3

6 Buckling check Table 12 : Coefficient f

6.1 Local buckling of plate panels Boundary conditions of the pillar f

Both ends fixed
6.1.1 A local buckling check is to be carried out, for plate
panels which constitute primary supporting members
and/or corrugated bulkheads, according to:
0,5
• Ch 7, App 1, [6] in case of buckling check based on a
fine mesh element model
• Ch 7, Sec 1, [5] in other cases, calculating the stresses
in the plate panels according to [3] or [5], depending on
the structural model. One end fixed, one end pinned

6.2 Buckling of pillars subjected to

compression axial load
2
-------
2
6.2.1 Compression axial load
Where pillars are in line, the compression axial load in a
pillar is obtained, in kN, from the following formula:
N
F A = A D ( γ S2 p S + γ W2 p W ) + ∑ r (γi S2 Q i ,S + γ W2 Q i ,W ) Both ends pinned
i=1

where:
AD : Area, in m2, of the portion of the deck or plat-
1
form supported by the pillar considered
ri : Coefficient which depends on the relative posi-
tion of each pillar above the one considered, to
be taken equal to:
• ri = 0,9 for the pillar immediately above that
considered (i = 1) 6.2.3 Critical torsional buckling stress of built-up
• ri = 0,9i for the ith pillar of the line above the pillars
pillar considered, to be taken not less than The critical torsional buckling stress of built-up pillars is to
0,478 be obtained, in N/mm2, from the following formulae:
Qi,S , Qi,W : Still water and wave loads, respectively, in kN, R eH
from the ith pillar of the line above the pillar σ cT = σ E2 for σ E2 ≤ -------
-
2
considered. R eH ⎞ R eH
σ cT = R eH ⎛ 1 – ----------
- for σ E2 > -------
-
⎝ 4σ E2⎠ 2
6.2.2 Critical column buckling stress of pillars
The critical column buckling stress of pillars is to be where:
obtained, in N/mm2, from the following formulae: σE2 : Euler torsional buckling stress, to be obtained,
in N/mm2, from the following formula:
R eH
σ cB = σ E1 for σ E1 ≤ -------
- π 2 EI w I
2 σ E2 = -----------------
-2 + 0 ,41 E ---t
10 4 I p l Ip
R eH ⎞ R eH
σ cB = R eH ⎛ 1 – ----------
- for σ E1 > -------
-
⎝ 4σ E1⎠ 2 Iw : Net sectorial moment of inertia of the pillar, to
be obtained, in cm6, from the following formula:
where:
t f b f3 h w2 –6
σE1 : Euler column buckling stress, to be obtained, in I w = ---------------
24
- 10
N/mm2, from the following formula:
hW : Web height of built-up section, in mm
I tW : Net web thickness of built-up section, in mm
σ E1 = π 2 E ----------------2 10 –4
A (f l)
bF : Face plate width of built-up section, in mm
I : Minimum net moment of inertia, in cm4, of the tF : Net face plate thickness of built-up section, in
pillar mm
A : Net cross-sectional area, in cm2, of the pillar Ip : Net polar moment of inertia of the pillar, to be
l : Span, in m, of the pillar obtained, in cm4, from the following formula:
f : Coefficient, to be obtained from Tab 12. Ip = IXX + IYY

104 Bureau Veritas January 2013

 Pt B, Ch 7, Sec 3

IXX : Net moment of inertia about the XX axis of the t 2 4

pillar section (see Fig 6) • σ E4 = 78 ⎛ ---2⎞ 10
⎝ b⎠

IYY : Net moment of inertia about the YY axis of the

t 2 4
pillar section (see Fig 6) • σ E4 = 78 ⎛ ---1⎞ 10
⎝ h⎠
It : St. Venant’s net moment of inertia of the pillar, to
be obtained, in cm4, from the following formula: b : Length, in mm, of the shorter side of the section

1 t2 : Net web thickness, in mm, of the shorter side of

I t = --- [ h w t w3 + 2b f t f3 ]10 –4 the section
3
h : Length, in mm, of the longer side of the section
Figure 6 : Reference axes for the calculation t1 : Net web thickness, in mm, of the longer side of
of the moments of inertia of a built-up section the section.

Y 6.2.6 Checking criteria

The net scantlings of the pillar loaded by the compression
axial stress FA defined in [6.2.1] are to comply with the for-
mulae in Tab 13.
X X
6.3 Buckling of pillars subjected to
compression axial load and bending
moments
Y
6.3.1 Checking criteria
In addition to the requirements in [6.2], the net scantlings of
6.2.4 Critical local buckling stress of built-up pillars the pillar loaded by the compression axial load and bend-
The critical local buckling stress of built-up pillars is to be ing moments are to comply with the following formula:
obtained, in N/mm2, from the following formulae:
1 Φe 3 M max⎞ R eH
10F ⎛ ---- + --------⎞ + ⎛ 10 -----------
- ≤ ----------
⎝A wP ⎠ ⎝ w P ⎠ γ R γm
R eH
σ cL = σ E3 for σ E3 ≤ -------
-
2 where:
R eH ⎞ R eH F : Compression load, in kN, acting on the pillar
σ cL = R eH ⎛ 1 – ----------
- for σ E3 > -------
-
⎝ 4σ E3⎠ 2
A : Net cross-sectional area, in cm2, of the pillar
where: e : Eccentricity, in cm, of the compression load
σE3 : Euler local buckling stress, to be taken equal to with respect to the centre of gravity of the cross-
the lesser of the values obtained, in N/mm2, section
from the following formulae: 1
Φ = ---------------------
tW ⎞ 2 10F
1 – ------------
• σ E3 = 78 ⎛⎝ ------
- 10 4 σ E1 A
h W⎠
2
σE1 : Euler column buckling stress, in N/mm2,
t
32 ⎛⎝ ----F-⎞⎠
4
• σ E3 = 10 defined in [6.2.2]
bF
wP : Minimum net section modulus, in cm3, of the
tW, hW, tF, bF : Dimensions, in mm, of the built-up section, cross-section of the pillar
defined in [6.2.3].
Mmax : Max (M1, M2, M0)
6.2.5 Critical local buckling stress of pillars having M1 : Bending moment, in kN.m, at the upper end of
hollow rectangular section the pillar
The critical local buckling stress of pillars having hollow M2 : Bending moment, in kN.m, at the lower end of
rectangular section is to be obtained, in N/mm2, from the the pillar
following formulae:
0 ,5 ( 1 + t 2 ) ( M 1 + M 2 )
M 0 = ---------------------------------------------------------
-
R eH cos ( u )
σ cL = σ E4 for σ E4 ≤ -------
-
2 10F
u = 0 ,5π ------------
R eH ⎞
σ cL = R eH ⎛ 1 – ----------
R eH
- for σ E4 > -------
- σ E1 A
⎝ 4σ E4⎠ 2
1 M2 – M 1⎞
t = ----------------- ⎛ --------------------
-
where: tan ( u ) ⎝ M 2 + M 1⎠
σE4 : Euler local buckling stress, to be taken equal to provided that:
the lesser of the values obtained, in N/mm2, M 2 – M1
– tan2 u ≤ --------------------
- ≤ tan2 u
from the following formulae: M2 + M 1

January 2013 Bureau Veritas 105

Pt B, Ch 7, Sec 3

Table 13 : Buckling check of pillars subject to compression axial load

Pillar Column Torsional Local Geometric

cross-section buckling check buckling check buckling check condition
Built-up

bF
σ cB F σ cT F σ cL F bF
---------- ≥ 10 ----A- ---------- ≥ 10 ----A- ---------- ≥ 10 ----A- • ----- ≤ 40
tF γR γ m A γR γ m A γR γm A tF
hW
tW

Hollow tubular

t d
σ cB F • --- ≤ 55
---------- ≥ 10 ----A- Not required Not required t
γR γ m A
d
• t ≥ 5,5 mm

Hollow rectangular

b b
• --- ≤ 55
t2

t2 σ cB F σ cL F h
t1 ---------- ≥ 10 ----A- Not required ---------- ≥ 10 ----A- • --- ≤ 55
γR γ m A γR γm A t1
h
• t1 ≥ 5,5 mm
• t2 ≥ 5,5 mm

Note 1:
σcB : Critical column buckling stress, in N/mm2, defined in [6.2.2]
σcT : Critical torsional buckling stress, in N/mm2, defined in [6.2.3]
σcL : Critical local buckling stress, in N/mm2, defined in [6.2.4] for built-up section or in [6.2.5] for hollow rectangular sec-
tion
γR : Resistance partial safety factor, equal to:
• 1,15 for column buckling
• 1,05 for torsional and local buckling
FA : Compression axial load in the pillar, in kN, defined in [6.2.1]
A : Net sectional area, in cm2, of the pillar.

106 Bureau Veritas January 2013


SECTION 4 FATIGUE CHECK OF STRUCTURAL DETAILS
Symbols
For symbols not defined in this Section, refer to the list at
the beginning of this Chapter.
pS : Still water pressure, in kN/m2, see [2.2]
pW : Wave pressure, in kN/m2, see [2.2]
i : Index which denotes the load case “a”, “b”, “c”
or “d”
j : Index which denotes the loading condition
“Full load” or “Ballast”
Kh, Kl : Stress concentration factors, defined in Ch 12,
Sec 2 for the special structural details there
specified
KF : Fatigue notch factor, defined in [4.3.1]
Km : Stress concentration factor, taking account of
misalignment, defined in [4.3.1]
KS : Coefficient taking account of the stiffener sec-
tion geometry, defined in [6.2.2]
T1 : Draught, in m, corresponding to the loading
condition considered.
1 General
1.1 Application
1.1.1 General
The requirements of this Section apply to ships equal to or
greater than 170 m in length.
1.1.2 Structural details to be checked
The requirements of this Section apply for the fatigue check
of special structural details defined in Ch 12, Sec 2,
depending on the ship type and on the hull area where the
detail are located.
The Society may require other details to be checked, when
deemed necessary on the basis of the detail geometry and
stress level.
In case of a hot spot located in a plate edge without any
welded joint, the SN curve to be used is to be considered
on a case by case basis by the Society.
1.1.3 Categorisation of details
With respect to the method to be adopted to calculate the
stresses acting on structural members, the details for which
the fatigue check is to be carried out may be grouped as fol-
lows:
• details where the stresses are to be calculated through a
three dimensional structural model (e.g. connections
between primary supporting members)
• details located at ends of ordinary stiffeners, for which
an isolated structural model can be adopted.
January 2013 Bureau Veritas
Pt B, Ch 7, Sec 4
1.1.4 Details where the stresses are to be calculated
through a three dimensional structural model
The requirements of Ch 7, App 1, [7] apply, in addition of
those of [1] to [5] of this Section.
1.1.5 Details located at ends of ordinary stiffeners
The requirements of [1] to [6] of this Section apply.
1.1.6 Other details
In general, for details other than those in [1.1.3], the stresses
are to be calculated through a method agreed by the Soci-
ety on a case by case basis, using the load model defined in
[2].
The checking criteria in [5] is generally to be applied.
1.2 Net scantlings
1.2.1 As specified in Ch 4, Sec 2, [1], all scantlings referred
to in this Section are net, i.e. they do not include any mar-
gin for corrosion.
The gross scantlings are obtained as specified in Ch 4, Sec 2.
1.3 Sign conventions
1.3.1 Bending moments
The sign conventions of bending moments at any ship trans-
verse section are the following ones:
• the vertical bending moment is positive when it induces
tensile stresses in the strength deck (hogging bending
moment); it is negative in the opposite case (sagging
bending moment)
• the horizontal bending moment is positive.
1.3.2 Stresses
The sign conventions of stresses are the following ones:
• tensile stresses are positive
• compressive stresses are negative.
1.4 Definitions
1.4.1 Hot spots
Hot spots are the locations where fatigue cracking may
occur. They are indicated in the relevant figures of special
structural details in Ch 12, Sec 2 (see [1.1.2]).
1.4.2 Nominal stress
Nominal stress is the stress in a structural component taking
into account macro-geometric effects but disregarding the
stress concentration due to structural discontinuities and to
the presence of welds (see Fig 1).
107
Pt B, Ch 7, Sec 4

Figure 1 : Nominal, hot spot and notch stresses 2 Load model

notch 2.1 General

stress

hot spot 2.1.1 Load point

stress
Unless otherwise specified, design loads are to be deter-
mined at points defined in:

nominal • Ch 7, Sec 2, [1.3] for ordinary stiffeners

stress
• Ch 7, Sec 3, [1] for primary supporting members.

t
2.1.2 Local and hull girder loads
hot spot
The fatigue check is based on the stress range induced at the
0,5 t
hot spot by the time variation of the local pressures and hull
1,5 t
girder loads in each load case “a”, “b”, “c” and “d” defined
in [2.2] for the loading conditions defined in [2.1.4] and
[2.1.3] (see Fig 2).
1.4.3 Hot spot stress For the purpose of fatigue check, each load case “a”, “b”,
Hot spot stress is a local stress at the hot spot taking into “c” and “d” is divided in two cases “-max” and “-min” for
which the local pressures and corresponding hull girder
account the influence of structural discontinuities due to the
loads are defined in [2.2] and [2.3] respectively.
geometry of the detail, but excluding the effects of welds
(see Fig 1).
Figure 2 : Stress range
1.4.4 Notch stress
σ
Notch stress is a peak stress in a notch such as the root of a
weld or the edge of a cut-out. This peak stress takes into σmax
account the stress concentrations due to the presence of
notches (see Fig 1). Δσ

1.4.5 Elementary stress range σmin time

Elementary stress range is the stress range determined for

one of the load cases “a”, “b”, “c” or “d” (see Ch 5, Sec 4,
[2]) and for either of the loading conditions (see Ch 5, Sec 2.1.3 Loading conditions for details where the
1, [2.4] and Ch 5, Sec 1, [2.5]). stresses are to be calculated through a three
dimensional structural model

1.5 Partial safety factors The most severe full load and ballast conditions for the
detail concerned are to be considered in accordance with
Ch 5, Sec 1, [2.5].
1.5.1 The partial safety factors to be considered for the
fatigue check of structural details are specified in Tab 1.
2.1.4 Loading conditions for details located at ends
of ordinary stiffeners
Table 1 : Fatigue check - Partial safety factors
The cargo and ballast distribution is to be considered in
accordance with Ch 5, Sec 1, [2.4].
Value
Partial safety factors
covering uncertainties Symbol Details at 2.1.5 Spectral fatigue analysis
regarding: General ends of ordi-
nary stiffeners For ships with non-conventional shapes or with restricted
navigation, the Society may require a spectral fatigue analy-
Still water hull girder γS1 1,00 1,00
sis to be carried out.
loads
Wave hull girder loads γW1 1,05 1,15 In this analysis, the loads and stresses are to be evaluated
through long-term stochastic analysis taking into account
Still water pressure γS2 1,00 1,00
the characteristics of the ship and the navigation notation.
Wave pressure γW2 1,10 1,20
The load calculations and fatigue analysis are to be submit-
Resistance γR 1,02 1,02 ted to the Society for approval.

108 Bureau Veritas January 2013

 Pt B, Ch 7, Sec 4

2.2 Local lateral pressures No internal inertial pressures are considered.

2.2.1 General 2.2.3 Load cases “b-max” and “b-min”, in upright

The still water and wave lateral pressures induced by the ship condition
sea and various types of cargoes and ballast are to be con-
Still water pressure (pS) includes:
sidered.
Lateral pressure is constituted by still water pressure and • the still water sea pressure defined in Ch 5, Sec 5, [1]
wave pressure.
• the still water internal pressure, defined in Ch 5, Sec 6
2.2.2 Load cases “a-max” and “a-min”, in upright for the various types of cargoes and for ballast.
ship condition
The still water sea pressure (pS) is defined in Ch 5, Sec 5, Dynamic pressure (pW) is constituted by internal inertial
[1.1.1]. pressures defined in Tab 4.
The wave pressure (pW) is defined in Tab 2. No sea wave dynamic pressures are considered.

Table 2 : Wave pressure in load case a

Wave pressure p W, in kN/m2

Location
a-max a-min

1⁄4 ρgh 1 T 1 + z
Bottom and sides below the –α ------------ ---------------
1 ⁄ 4 ρgh T1 + z 2 T1
waterline α ------------1 --------------
-
2 T1 γ
(z ≤ T1) without being taken less than -----S- ρg ( z – T 1 )
γW

Sides above the waterline 1⁄4

ρg ( T 1 + α h1 – z ) 0,0
(z > T1)

Note 1:
α = T1 / T

Table 3 : Wave pressure in inclined ship conditions (load cases “c” and “d”)

Wave pressure pW, in kN/m2 (1)

Location
c-max / d-max c-min / d-min

1⁄4 y T1 + z
– C F2 α ρgh 2 ------- --------------
1⁄4 y T1 + z BW T1
y≥0 C F2 α ρgh 2 ------- --------------
BW T1 γ
without being taken less than -----S- ρg ( z – T 1 )
Bottom and sides γW
below the waterline
(z ≤ T1) 1⁄4 y T1 + z
– C F2 α ρgh 2 ------- --------------
BW T1 1⁄4 y T1 + z
y<0 C F2 α ρgh 2 ------- --------------
γ BW T1
without being taken less than -----S- ρg ( z – T 1 )
γW

1⁄4 y-
y≥0 ρg T1 + 2C F2 α ------ h –z 0,0
Sides BW 2
above the waterline
(z > T1) 1⁄4 y-
y<0 0,0 ρg T1 + 2C F2 α ------ h –z
BW 2

(1) In the formulae giving the wave pressure pW, the ratio |y| / BW is not to be taken greater than 0,5.
Note 1:
α = T1 / T
CF2 : Combination factor, to be taken equal to:
• CF2 = 1,0 for load case “c”
• CF2 = 0,5 for load case “d”
BW : Moulded breadth, in m, measured at the waterline at draught T1 , at the hull transverse section considered
h2 : Reference value, in m, of the relative motion in the inclined ship condition, defined in Ch 5, Sec 3, [3.3.2] and not to be
taken greater than the minimum of T1 and (D − 0,9 T1).

January 2013 Bureau Veritas 109

Pt B, Ch 7, Sec 4

Table 4 : Inertial pressures

Cargo Load case Inertial pressures, in kN/m2 (1)

Liquids b-max p W = ρ L [ – 0, 5a X1 l B – a Z1 ( z T OP – z ) ]

b-min p W = ρ L [ 0, 5a X1 l B + a Z1 ( z T OP – z ) ]

c-max
p W = ρ L [ 0, 7C FA a Y2 ( y – y H ) + ( – 0, 7C FA a Z2 – g ) ( z – z H ) + g ( z – z TOP ) ]
d-max
c-min
p W = ρ L [ – 0, 7C FA a Y2 ( y – y H ) + ( 0, 7C FA a Z2 – g ) ( z – z H ) + g ( z – z TOP ) ]
d-min
Dry bulk cargoes
⎧ ϕ 2
2⎫
tan ⎛ 45 – ---⎞
2 o
b-max p W = – ρ B a Z1 ( z B – z ) ⎨ ( sin α ) + ( cos α ) ⎬
⎝ 2⎠
⎩ ⎭

⎧ ϕ 2
2⎫
tan ⎛ 45 – ---⎞
2 o
b-min p W = ρ B a Z1 ( z B – z ) ⎨ ( sin α ) + ( cos α ) ⎬
⎝ 2⎠
⎩ ⎭

The inertial pressure transmitted to the hull structures in inclined condition may gen-
c-max and c-min
erally be disregarded. Specific cases in which this simplification is not deemed per-
d-max and d-min
missible by the Society are considered individually.
(1) The symbols used in the formulae of inertial pressures are defined in Ch 5, Sec 6.
Note 1:
CFA : Combination factor, to be taken equal to:
• CFA = 0,7 for load case “c”
• CFA = 1,0 for load case “d”.

2.2.4 Load cases “c-max” and “c-min”, in inclined • for members not contributing to the hull girder longitu-
ship condition dinal strength:
Still water pressure (pS) includes: σh = 0
• the still water sea pressure defined in Ch 5, Sec 5, [1]
where:
• the still water internal pressure, defined in Ch 5, Sec 6
for the various types of cargoes and for ballast. σSW : Still water hull girder normal stresses, in
N/mm2, taken equal to:
Wave pressure (pW) includes:
M SW
• the wave pressure obtained from Tab 3 - ( z – N )10–3
σ SW = ----------
IY
• the inertial pressure obtained from Tab 4 for the various
types of cargoes and ballast. MSW : Still water bending moment for the loading con-
dition considered
2.2.5 Load cases “d-max” and “d-min”, in inclined
ship condition σWV, σWV, σWH: Hull girder normal stresses, in N/mm2,
defined in Tab 5
Still water pressure (pS) includes:
• the still water sea pressure defined in Ch 5, Sec 5, [1] Table 5 : Nominal hull girder normal stresses
• the still water internal pressure, defined in Ch 5, Sec 6
for the various types of cargoes and for ballast. Load
σWV, in N/mm2 σWH, in N/mm2
case
Wave pressure (pW) includes:
0 ,625M WV ,H
• the wave pressure obtained from Tab 3 a-max ------------------------------- ( z – N )10 –3 0
IY
• the inertial pressure obtained from Tab 4 for the various
types of cargoes and ballast. 0 ,625F D M WV ,S
a-min ------------------------------------ ( z – N )10 –3 0
IY
2.3 Nominal hull girder normal stresses b-max
0 0
b-min
2.3.1 The nominal hull girder normal stresses are obtained,
in N/mm2, from the following formulae: c-max 0 ,625M WH –3
0 – --------------------------- y10
d-max IZ
• for members contributing to the hull girder longitudinal
strength: c-min 0 ,625M WH
0 --------------------------- y10–3
σ h = γ S1 σ SW + γ W1 ( C FV σ WV + C FH σ WH + C FΩ σ Ω ) d-min IZ

110 Bureau Veritas January 2013

 Pt B, Ch 7, Sec 4

σΩ : Warping stresses, in N/mm2, induced by the Nt : Number of cycles, to be taken equal to:
torque 0,625MWT and obtained through direct
631 α 6
calculation analyses based on a structural N t = ----------------0 10
TA
model in accordance with Ch 6, Sec 1, [2.6]
CFV, CFH, CFΩ: Combination factors defined in Tab 6. 31, 55α 0 T FL 6
N tFL = -----------------------------
- 10
TA
Table 6 : Combination factors CFV, CFH and CFΩ α0 : Sailing factor, taken equal to 0,85
TA : Average period, in seconds, to be taken equal
Load case CFV CFH CFΩ
to:
“a” 1,0 0 0
TA = 4 log L
“b” 1,0 0 0
TFL : Increased design fatigue life, in years, having a
“c” 0,4 1,0 1,0
value between 25 and 40
“d” 0,4 1,0 0
pR = 10−5

3 Fatigue damage ratio ΓN[X+1,νij]:Incomplete Gamma function, calculated for

X = 3 / ξ or X = 5 / ξ and equal to:
ν ij
3.1 General
∫
X –t
Γ N [ X + 1 ,ν ij ] = t e dt
0

3.1.1 Elementary fatigue damage ratio Values of ΓN[X+1,νij] are also indicated in Tab 7.
The elementary fatigue damage ratio is to be obtained from For intermediate values of X and νij, ΓN may be
the following formula: obtained by linear interpolation
3 ΓC[X+1] : Complete Gamma function, calculated for
N ( Δσ N ,ij ) 3
- μ Γ --- + 1
D ij = -----t ------------------------- X = 3 / ξ, equal to:
K p ( – ln p R ) 3 ⁄ ξ ij C ξ
500

∫
X –t
where: ΓC [ X + 1] = t e dt
0

ΔσN,ij : Elementary notch stress range, in N/mm2,

Values of ΓC[X+1] are also indicated in Tab 8.
defined in [4.3.1]
For intermediate values of X, ΓC may be
3 5 –2 ⁄ ξ
obtained by linear interpolation.
Γ N --- + 1 ,ν ij – Γ N --- + 1 ,ν ij ν ij
ξ ξ
μ ij = 1 – --------------------------------------------------------------------------------------- 3.1.2 Cumulative damage ratio
3
Γ C --- + 1
ξ The cumulative damage ratio is to be obtained from the fol-
z–T lowing formula:
ξ = ξ 0 ⎛ 1, 04 – 0, 14 ----------------1-⎞ without being less than 0,9 ξ 0
⎝ D – T1 ⎠
K co r
- [ αD F + ( 1 – α )D B ]
D = --------
73 – 0 ,07L β IF
ξ 0 = ---------------------------- C FL without being less than 0,85
60
where:
T1 : Draught, in m, corresponding to the loading
condition “Full load” or “Ballast” α : Part of the ship’s life in full load condition, given
in Tab 9 for various ship types
CFL : • in general: CFL = 1
βIF : Fatigue life improvement factor for improve-
• when the additional class notation VeriS- ment tehnique, if any, as defined in:
TAR- HULL DFL xx years is assigned, xx
• [3.1.3] in case of grinding
being equal to TFL:
• [3.1.4] for improvement techniques other
log [ 0, 2 log ( N tFL ) ] than grinding
C FL = ----------------------------------------------
-
log [ 0, 2 log ( N t ) ]
DF : Cumulative damage ratio for ship in “Full load”
Sq ⎞ ξ condition, taken equal to:
ν ij = – ⎛ -------------
- ln p R
⎝ Δσ N ,ij⎠
1 1 1 1
–7 1 ⁄ 3
D F = --- D aF + --- D bF + --- D cF + --- D dF
S q = ( K p 10 ) 6 6 3 3
0 ,9
22
K p = 5 ,802 ⎛ ------⎞ 10
12 DB : Cumulative damage ratio for ship in “Ballast”
⎝ t ⎠ condition, taken equal to:

t : Net thickness, in mm, of the element under 1 1 1

D B = --- D aB + --- D bB + --- D cB
consideration not being taken less than 22 mm 3 3 3

January 2013 Bureau Veritas 111

Pt B, Ch 7, Sec 4

Table 7 : Function ΓN [X+1, νij]

Value of νij
X
1,5 2,0 2,5 3,0 3,5 4,0 4,5 5,0 5,5 6,0 6,5 7,0 7,5 8,0
2,5 0,38 0,73 1,13 1,53 1,90 2,22 2,48 2,70 2,86 2,99 3,08 3,15 3,20 3,24
2,6 0,38 0,75 1,19 1,63 2,04 2,41 2,71 2,96 3,16 3,31 3,42 3,51 3,57 3,61
2,7 0,39 0,78 1,25 1,73 2,20 2,62 2,97 3,26 3,49 3,67 3,81 3,91 3,99 4,04
2,8 0,39 0,80 1,31 1,85 2,38 2,85 3,26 3,60 3,87 4,09 4,25 4,37 4,46 4,53
2,9 0,39 0,83 1,38 1,98 2,57 3,11 3,58 3,98 4,30 4,56 4,75 4,90 5,01 5,10
3,0 0,39 0,86 1,45 2,12 2,78 3,40 3,95 4,41 4,79 5,09 5,33 5,51 5,65 5,75
3,1 0,40 0,89 1,54 2,27 3,01 3,72 4,35 4,89 5,34 5,70 5,99 6,21 6,37 6,49
3,2 0,40 0,92 1,62 2,43 3,27 4,08 4,81 5,44 5,97 6,40 6,74 7,01 7,21 7,36
3,3 0,41 0,95 1,72 2,61 3,56 4,48 5,32 6,06 6,68 7,20 7,61 7,93 8,17 8,36
3,4 0,41 0,99 1,82 2,81 3,87 4,92 5,90 6,76 7,50 8,11 8,60 8,99 9,29 9,51
3,5 0,42 1,03 1,93 3,03 4,22 5,42 6,55 7,55 8,42 9,15 9,74 10,21 10,57 10,85
3,6 0,42 1,07 2,04 3,26 4,60 5,97 7,27 8,45 9,48 10,34 11,05 11,62 12,06 12,41
3,7 0,43 1,12 2,17 3,52 5,03 6,59 8,09 9,47 10,68 11,71 12,56 13,25 13,79 14,21
3,8 0,43 1,16 2,31 3,80 5,50 7,28 9,02 10,63 12,06 13,28 14,30 15,13 15,80 16,31
3,9 0,44 1,21 2,45 4,10 6,02 8,05 10,06 11,94 13,63 15,09 16,31 17,32 18,12 18,76
4,0 0,45 1,26 2,61 4,43 6,59 8,91 11,23 13,43 15,42 17,16 18,63 19,85 20,83 21,61
4,1 0,45 1,32 2,78 4,80 7,22 9,87 12,55 15,12 17,47 19,54 21,31 22,78 22,98 24,94
4,2 0,46 1,38 2,96 5,20 7,93 10,95 14,05 17,05 19,82 22,29 24,41 26,19 27,65 28,83
4,3 0,47 1,44 3,16 5,63 8,70 12,15 15,73 19,24 22,51 25,45 28,00 30,16 31,93 33,38
4,4 0,48 1,51 3,37 6,11 9,56 13,50 17,64 21,74 25,60 29,10 32,16 34,77 36,94 38,71
4,5 0,49 1,57 3,60 6,63 10,52 15,01 19,79 24,58 29,14 33,31 36,99 40,15 42,79 44,96
4,6 0,49 1,65 3,85 7,20 11,57 16,70 22,23 27,82 33,20 38,17 42,59 46,41 49,63 52,29
4,7 0,50 1,73 4,12 7,82 12,75 18,59 24,98 31,53 37,88 43,79 49,10 53,72 57,65 60,91
4,8 0,52 1,81 4,40 8,50 14,04 20,72 28,11 35,75 43,25 50,29 56,66 62,26 67,05 71,05
4,9 0,52 1,90 4,71 9,25 15,49 23,11 31,64 40,57 49,42 57,81 65,47 72,24 78,08 82,98
5,0 0,53 1,99 5,04 10,07 17,09 25,78 35,65 46,08 56,53 66,52 75,72 83,92 91,03 97,05
5,1 0,55 2,09 5,40 10,97 18,86 28,79 40,19 52,39 64,71 76,61 87,66 97,58 106,3 113,6
5,2 0,56 2,19 5,79 11,95 20,84 32,17 45,34 59,60 74,15 88,32 101,6 113,6 124,2 133,2
5,3 0,57 2,30 6,21 13,03 23,03 35,96 51,19 67,85 85,02 101,9 117,8 132,4 145,3 156,4
5,4 0,58 2,41 6,66 14,21 25,46 40,23 57,83 77,29 97,56 117,7 136,8 154,4 170,1 183,8
5,5 0,59 2,54 7,14 15,50 28,17 45,03 65,37 88,11 112,0 136,0 159,0 180,3 199,4 216,2
5,6 0,61 2,67 7,67 16,92 31,18 50,42 73,93 100,5 128,8 157,3 184,9 210,7 234,0 254,6
5,7 0,62 2,80 8,23 18,48 34,53 56,49 83,66 114,7 148,1 182,0 215,2 246,4 274,8 300,1
5,8 0,64 2,95 8,84 20,19 38,25 63,33 94,73 131,0 170,4 210,9 250,7 288,4 323,1 354,1
5,9 0,65 3,10 9,50 22,07 42,39 71,02 107,3 149,8 196,2 244,4 292,2 337,9 380,2 418,2
6,0 0,67 3,26 10,21 24,13 47,00 79,69 121,6 171,2 226,1 283,5 340,9 396,2 447,7 494,4
6,1 0,68 3,44 10,98 26,39 52,14 89,45 138,0 195,9 260,6 329,0 398,0 464,9 527,7 585,0
6,2 0,70 3,62 11,82 28,87 57,86 100,5 156,5 224,2 300,6 382,1 464,9 546,0 622,5 692,8
6,3 0,72 3,81 12,71 31,60 64,24 112,9 177,7 256,8 347,0 444,0 543,5 641,6 734,9 821,1
6,4 0,73 4,02 13,68 34,60 71,34 126,9 201,7 294,3 400,7 516,3 635,8 754,5 868,3 974,0
6,5 0,75 4,23 14,73 37,90 79,25 142,6 229,2 337,3 463,0 600,6 744,2 887,9 1026,6 1156,3
6,6 0,77 4,46 15,87 41,52 88,07 160,4 260,5 386,9 535,2 699,2 871,6 1045,5 1214,6 1373,8

112 Bureau Veritas January 2013

 Pt B, Ch 7, Sec 4

Table 8 : Function ΓC [X+1] • the relevant grinding procedure, according to Ch 12,

Sec 2, [3], is to be submitted to the Society by the
X ΓC [X+1] X ΓC [X+1] designer for review

2,5 3,323 3,3 8,855 • the fatigue life improvement factor for grinding βIF may,
generally, be taken equal to 2,2 provided that a perma-
2,6 3,717 3,4 10,136 nent protective coating is applied on the ground weld.
2,7 4,171 3,5 11,632 Otherwise, the value of βIF may be considered by the
2,8 4,694 3,6 13,381 Society on a case by case basis.

2,9 5,299 3,7 15,431 3.1.4 Improvement techniques other than grinding
3,0 6,000 3,8 17,838 of welds
3,1 6,813 3,9 20,667 Improving fatigue life by using improvement techniques
other than grinding is to be regarded as an exceptional
3,2 7,757 4,0 24,000
measure. Such improvement techniques may be considered
by the Society on a case by case basis. In such a case, the
Table 9 : Part of the ship’s life in full load condition fatigue life improvement factor βIF is to be duly justified by
the designer.
Service notation Coefficient α
Oil tanker ESP 4 Stress range
Chemical tanker ESP
Liquefied gas carrier
4.1 General
Tanker 0,60
Bulk carrier 4.1.1 Calculation point
Ore carrier ESP
Combination carrier ESP Unless otherwise specified, stresses are to be determined at
the hot spots indicated, for each detail, in the relevant fig-
Others 0,75 ures in Ch 12, Sec 2.

DaF, DbF, DcF, DdF: Elementary damage ratios for load cases
“a”, “b”, “c” and ”d”, respectively, in “Full
load” condition, defined in [3.1.1]
DaB, DbB, DcB: Elementary damage ratios for load cases “a”,
“b”, and “c”, respectively, in “Ballast” condi-
tion, defined in [3.1.1]
Kcor : Corrosion factor, taken equal to:
• Kcor = 1,5 for cargo oil tanks
4.1.2 Stress components
For the details in [1.1.3], the stresses to be used in the
fatigue check are the normal stresses in the directions indi-
cated, for each detail, in the relevant figures in Ch 12, Sec
2.
Where the fatigue check is required for details other than
those in [1.1.3], the stresses to be used are the principal
stresses at the hot spots which form the smallest angle with
the crack rising surface.

• Kcor = 1,1 for ballast tanks having an effec- 4.2 Hot spot stress range
tive coating protection.
4.2.1 Elementary hot spot stress range
3.1.3 Grinding of welds The elementary hot spot stress range ΔσG,ij is to be obtained,
In principle, grinding technique for improving fatigue life is in N/mm2, in accordance with:
applicable only to full penetration welds; applicability is • Ch 7, App 1, [7] for details where the stresses are to be
indicated in Tab 11 depending on the weld configuration. calculated through a three dimensional structural mod-
For welds other than full penetration welds, grinding may els
be considered on a case by case basis.
• [6.2] for details located at ends of ordinary stiffeners.
When applicable, grinding of welds is to be regarded as an
exceptional measure considered case by case, and only 4.3 Notch stress range
when the design fatigue life cannot be achieved by the
design (such as improvement of the shape of cut-outs, sof- 4.3.1 Elementary notch stress range
tening of bracket toes and local increase in thickness) and
geometry of the structural detail. The elementary notch stress range is to be obtained, in
N/mm2, from the following formula:
In such a case:
ΔσN,ij = KC,ij ΔσN0,ij
• the information "grinding of welds", with indication of
with:
the toe to be ground, is to be specified by the designer
on drawings ΔσN0,ij = 0,7 KF Km ΔσG,ij

January 2013 Bureau Veritas 113

Pt B, Ch 7, Sec 4

where: θ : Mean weld toe angle, in degrees, without being

taken less than 30°. Unless otherwise specified,
KF : Fatigue notch factor, equal to: θ may be taken equal to:
• 30° for butt joints
θ
K F = λ ------ • 45° for T joints or cruciform joints
30
Km : Stress concentration factor, taking account of
for flame-cut edges, KF may be taken equal to misalignment, defined in Tab 10, and to be
the values defined in Tab 12, depending on the taken not less than 1,0
cutting quality, post treatment and control qual- ΔσG,ij : Elementary hot spot stress range, defined in
ity [4.2.1]
λ : Coefficient depending on the weld configura- 0 ,4R eH
tion, and given in Tab 11 - + 0 ,6 with 0,8 ≤ K C ,ij ≤ 1
K C ,ij = ----------------
Δσ N0 ,ij

Table 10 : Stress concentration factor Km for misalignment

Geometry Km (1)
Axial misalignment between flat plates

t m
3 ( m – m0 )
1 + --------------------------
t

Axial misalignment between flat plates of different thicknesses

3⁄2
6 ( m – m0 ) t 1
1 + -------------------------- ----------------------
3⁄2 3⁄2
-
t1 t1 + t2

t2 m t1

Axial misalignment in fillet welded cruciform joints

m–m
1 + -----------------0-
t+h

m
t

(1) When the actual misalignment m is lower than the permissible misalignment m0, Km is to be taken equal to 1.
Note 1:
m : Actual misalignment between two abutting members
m0 : Permissible misalignment for the detail considered, given in Ch 12, Sec 2.

114 Bureau Veritas January 2013

 Pt B, Ch 7, Sec 4

Table 11 : Weld coefficient λ

Weld configuration Grinding

Coefficient λ
Type Description Stress direction Figure applicable

Parallel to the weld 2,10 yes

Butt weld

Perpendicular to
2,40 yes
the weld

Parallel to the weld 1,80 yes

Continuous

Perpendicular to
2,15 yes
the weld (1)

Fillet weld Perpendicular to

Well contoured end 2,15 yes
the weld

Not continuous Parallel to the weld 2,90 yes

Axial loading
Lap weld out of plane and
4,50 no
(root cracking) perpendicular to
the weld

Perpendicular to
Full penetration 2,10 yes
the weld

Cruciform
joint
Toe cracking:
yes
2,10
Perpendicular to
Partial penetration
the weld
Root cracking:
no
4,50

(1) This case includes the hot spots indicated in the sheets of special structural details in Ch 12, Sec 2 relevant to the connections
of longitudinal ordinary stiffeners with transverse primary supporting members.

January 2013 Bureau Veritas 115

Pt B, Ch 7, Sec 4

Table 12 : KF values where:

σG (i-max) = KN (Kh σh + Kl KS σl)(i-max)

Flame-cut edge description KF
σG (i-min) = KN (Kh σh + Kl KS σl)(i-min)
Machine gas cut edges, with subsequent machining,
1,4
dressing or grinding ΔσDEF, ij : Nominal stress range due to the local deflection
Machine thermally cut edges, corners removed, no of the ordinary stiffener to be obtained, in
1,6
crack by inspection N/mm2, from the following formula:
Manually thermally cut edges, free from cracks and 4 ( Δδ )EI –5
2,0 Δσ D EF ,ij = --------------------
- 10
severe notches 2
wl
Manually thermally cut edges, uncontrolled, no
2,5 σh : Nominal hull girder stress for the load case “i-
notch deeper than 0,5 mm
max” or “i-min” considered, to be determined
as indicated in [2.3.1]
5 Checking criteria
σl : Nominal local stress for the load case “i-max”
5.1 Damage ratio or “i-min” considered, to be determined as indi-
cated in [6.2.1]
5.1.1 The cumulative damage ratio D calculated according KN : Coefficient taking account of North Atlantic
to [3.1.2], is to comply with the following formula: navigation, taken equal to 1,0
1 KS : Coefficient taking account of the stiffener sec-
D ≤ ----
γR tion geometry, equal to:
2 2
tf ( a – b ) b w
1 – ------------ ⎛ 1 + ------B-⎞ 10
–3
6 Structural details located at ends of K S = 1 + ------------------------
2w B a + b⎝ w A⎠
ordinary stiffeners
without being taken less than 1,0

6.1 General a, b : Eccentricities of the stiffener, in mm, defined in

Fig 3
6.1.1 For the fatigue check of connections located at ends Bulb sections are to be taken as equivalent to an
of ordinary stiffeners, the elementary hot spot stress range angle profile, as defined in Ch 4, Sec 3, [3.1.2]
ΔσG,ij may be calculated as indicated in [6.2]. with a = 0,75 bf and b = 0,25 bf

6.2 Determination of elementary hot spot Figure 3 : Geometry of a stiffener section

stress range b a

6.2.1 Nominal local stress B A

For each load case “a”, “b”, “c” and “d”, “-max” and “-min”,
the nominal local stress σl applied to the ordinary stiffener, tf
is to be obtained, in N/mm2, from the following formula:

γ S2 p S + γ W2 p W ⎛ s
1 – ------⎞ s l 10
2 3
σ l = ---------------------------------- ⎝
12w 2 l⎠

where:
w : Net section modulus, in cm3, of the stiffener,
with an attached plating of width bp , to be cal-
culated as specified in Ch 4, Sec 3, [3.4] tf : Face plate net thickness, in mm
s : Spacing, in m, of ordinary stiffeners bf : Face plate width, in mm
l : Span, in m, of ordinary stiffeners, measured wA, wB : Net section moduli of the stiffener without
between the supporting members, see Ch 4, Sec attached plating, in cm3, respectively in A and B
3, [3.2]. (see Fig 3), about its neutral axis parallel to the
stiffener web
6.2.2 Elementary hot spot stress range
Δδ : Local range of deflection, in mm, of the ordi-
For each load case “a”, “b”, “c” and “d”, the elementary hot nary stiffener
spot stress range ΔσG,ij is to be obtained, in N/mm2, from the
I : Net moment of inertia, in cm4, of the ordinary
following formula:
stiffener with an attached plating of width bp , to
ΔσG, ij = | σG (i-max) − σG (i-min) | + Kl ΔσDEF, ij be calculated as specified in Ch 4, Sec 3, [3.4].

116 Bureau Veritas January 2013

 Pt B, Ch 7, App 1

APPENDIX 1 ANALYSES BASED ON THREE DIMENSIONAL

MODELS

Symbols

For symbols not defined in this Appendix, refer to the list at Figure 1 : Application procedure of the analyses
the beginning of this Chapter. based on three dimensional models
ρ : Sea water density, taken equal to 1,025 t/m3
Demand Capability of the
g : Gravity acceleration, in m/s2: hull strucuture

g = 9,81 m/s2
h1 : Reference values of the ship relative motions in Loading conditions 3D model
the upright ship condition, defined in Ch 5, Sec Load cases

3, [3.3]
h2 : Reference values of the ship relative motions in Boundary conditions
Light weight
the inclined ship conditions, defined in Ch 5, Still water loads
Sec 3, [3.3] Wave loads
Calculation of :
T - deformations,
α = -----1 - stresses.
T
T1 : Draught, in m, corresponding to the loading Strenght criteria :
condition considered - yielding,
- buckling.
MSW : Still water bending moment, in kN.m, at the
hull transverse section considered
Adjustment of Yes
MWV : Vertical wave bending moment, in kN.m, at the scantlings
hull transverse section considered, defined in
Ch 5, Sec 2, [3.1], having the same sign as MSW
QSW : Still water shear force, in kN, at the hull trans-
Calculation of hot
verse section considered spot stress ranges

QWV : Vertical wave shear force, in kN, at the hull

transverse section considered, defined in Ch 5,
Fatigue analysis
Sec 2, [3.4], having sign:
• where MWV is positive (hogging condition):
positive for x < 0,5 L Adjustment of Yes
local details
negative for x ≥ 0,5 L
• where MWV is negative (sagging condition):
END
negative for x < 0,5 L of
analysis
positive for x ≥ 0,5 L
γS1, γW1 : Partial safety factors, defined in Ch 7, Sec 3.
1.1.2 This Appendix deals with that part of the structural
analysis which aims at:
1 General • calculating the stresses in the primary supporting mem-
bers in the midship area and, when necessary, in other
1.1 Application areas, which are to be used in the yielding and buckling
checks
1.1.1 The requirements of this Appendix apply for the anal- • calculating the hot spot stress ranges in the structural
ysis criteria, structural modelling, load modelling and stress details which are to be used in the fatigue check.
calculation of primary supporting members which are to be
analysed through three dimensional structural models, 1.1.3 The yielding and buckling checks of primary support-
according to Ch 7, Sec 3. ing members are to be carried out according to Ch 7, Sec 3.
The analysis application procedure is shown graphically in The fatigue check of structural details is to be carried out
Fig 1. according to Ch 7, Sec 4.

January 2013 Bureau Veritas 117

Pt B, Ch 7, App 1
2 Analysis criteria
2.1 General
2.1.1 All primary supporting members in the midship
regions are normally to be included in the three dimen-
sional model, with the purpose of calculating their stress
level and verifying their scantlings.
When the primary supporting member arrangement is such
that the Society can accept that the results obtained for the
midship region are extrapolated to other regions, no addi-
tional analyses are required. Otherwise, analyses of the
other regions are to be carried out.
2.2 Finite element model analyses
2.2.1 The analysis of primary supporting members is to be
carried out on fine mesh models, as defined in [3.4.3].
2.2.2 Areas which appear, from the primary supporting
member analysis, to be highly stressed may be required to
be further analysed through appropriately meshed structural
models, as defined in [3.4.4].
2.3 Beam model analyses
2.3.1 Beam models may be adopted in cases specified in
Ch 7, Sec 3, [1.1.2], provided that:
• primary supporting members are not so stout that the
beam theory is deemed inapplicable by the Society
• their behaviour is not substantially influenced by the
transmission of shear stresses through the shell plating.
In any case, finite element models are to be adopted when
deemed necessary by the Society on the basis of the ship’s
structural arrangement.
2.4 Structural detail analysis
2.4.1 Structural details in Ch 7, Sec 4, [1.1.4], for which a
fatigue analysis is to be carried out, are to be modelled as
specified in [7].
3 Primary supporting members
structural modelling
3.1 Model construction
3.1.1 Elements
The structural model is to represent the primary supporting
members with the plating to which they are connected.
Ordinary stiffeners are also to be represented in the model
in order to reproduce the stiffness and inertia of the actual
hull girder structure. The way ordinary stiffeners are repre-
sented in the model depends on the type of model (beam or
finite element), as specified in [3.4] and [3.5].
118 Bureau Veritas
3.1.2 Net scantlings
All the elements in [3.1.1] are to be modelled with their net
scantlings according to Ch 4, Sec 2. Therefore, also the hull
girder stiffness and inertia to be reproduced by the model
are those obtained by considering the net scantlings of the
hull structures.
3.2 Model extension
3.2.1 The longitudinal extension of the structural model is
to be such that:
• the hull girder stresses in the area to be analysed are
properly taken into account in the structural analysis
• the results in the areas to be analysed are not influenced
by the unavoidable inaccuracy in the modelling of the
boundary conditions.
3.2.2 In general, for multitank/hold ships more than 170 m
in length, the conditions in [3.2.1] are considered as being
satisfied when the model is extended over at least three
cargo tank/hold lengths.
For the analysis of the midship area, this model is to be such
that its aft end corresponds to the first transverse bulkhead
aft of the midship, as shown in Fig 2. The structure of the
fore and aft transverse bulkheads located within the model,
including the bulkhead plating, is to be modelled.
Figure 2 : Model longitudinal extension
Ships more than 170 m in length
CL
Length of the model
3.2.3 For ships less than 170 m in length, the model may
be limited to one cargo tank/hold length (one half cargo
tank/hold length on either side of the transverse bulkhead;
see Fig 3).
However, larger models may need to be adopted when
deemed necessary by the Society on the basis of the ship’s
structural arrangement.
Figure 3 : Model longitudinal extension
Ships less than 170 m in length
CL
Length of the model
3.2.4 In the case of structural symmetry with respect to the
ship’s centreline longitudinal plane, the hull structures may
be modelled over half the ship’s breadth.
January 2013
 Pt B, Ch 7, App 1

3.3 Finite element modelling criteria 3.3.2 Modelling of the most highly stressed areas
The areas which appear from the analyses based on fine
3.3.1 Modelling of primary supporting members mesh models to be highly stressed may be required to be
The analysis of primary supporting members based on fine further analysed, using the mesh accuracy specified in
mesh models, as defined in [3.4.3], is to be carried out by [3.4.4].
applying one of the following procedures (see Fig 4),
depending on the computer resources: 3.4 Finite element models
• an analysis of the whole three dimensional model based
on a fine mesh 3.4.1 General
• an analysis of the whole three dimensional model based Finite element models are generally to be based on linear
on a coarse mesh, as defined in [3.4.2], from which the assumptions. The mesh is to be executed using membrane
nodal displacements or forces are obtained to be used or shell elements, with or without mid-side nodes.
as boundary conditions for analyses based on fine mesh Meshing is to be carried out following uniformity criteria
models of primary supporting members, e.g.: among the different elements.
- transverse rings
Most of quadrilateral elements are to be such that the ratio
- double bottom girders between the longer side length and the shorter side length
- side girders does not exceed 2. Some of them may have a ratio not
exceeding 4. Their angles are to be greater than 60° and less
- deck girders than 120°. The triangular element angles are to be greater
- primary supporting members of transverse bulk- than 30° and less than 120°.
heads Further modelling criteria depend on the accuracy level of
- primary supporting members which appear from the the mesh, as specified in [3.4.2] to [3.4.4].
analysis of the whole model to be highly stressed.
3.4.2 Coarse mesh
Figure 4 : Finite element modelling criteria The number of nodes and elements is to be such that the
stiffness and inertia of the model properly represent those of
the actual hull girder structure, and the distribution of loads
Whole three dimensional model Whole three dimensional model among the various load carrying members is correctly taken
FINE MESH COARSE MESH
into account.
To this end, the structural model is to be built on the basis of
Models of primary supporting the following criteria:
members
FINE MESH
• ordinary stiffeners contributing to the hull girder longitu-
dinal strength and which are not individually repre-
sented in the model are to be modelled by rod elements
and grouped at regular intervals
Application of boundary
conditions derived from coarse • webs of primary supporting members may be modelled
mesh model analysis with only one element on their height
• face plates may be simulated with bars having the same
cross-section
Strength criteria : • the plating between two primary supporting members
- yielding check, may be modelled with one element stripe
- buckling check
of primary supporting members • holes for the passage of ordinary stiffeners or small pipes
may be disregarded
(When necessary)
• manholes (and similar discontinuities) in the webs of
primary supporting members may be disregarded, but
Mesh for the analysis of the element thickness is to be reduced in proportion to
highly stressed areas the hole height and the web height ratio.

In some specific cases, some of the above simplifications

may not be deemed acceptable by the Society in relation to
Boundary conditions the type of structural model and the analysis performed.
derived from fine mesh
model analysis
3.4.3 Fine mesh
The ship’s structure may be considered as finely meshed
Strength criteria : when each longitudinal ordinary stiffener is modelled; as a
yielding check of consequence, the standard size of finite elements used is
highly stressed areas
based on the spacing of ordinary stiffeners.

January 2013 Bureau Veritas 119

Pt B, Ch 7, App 1

The structural model is to be built on the basis of the follow- • for open section beams (see Fig 5):
ing criteria:
1
∑ ( t l )10
3 –4
I T = ---
• webs of primary members are to be modelled with at 3 i i

i
least three elements on their height
• for box-type section beams, e.g. those with which hop-
• the plating between two primary supporting members is
per tanks and lower stools are modelled (see Fig 6):
to be modelled with at least two element stripes
2
• the ratio between the longer side and the shorter side of 4Ω –4
I T = ----------- 10
elements is to be less than 3 in the areas expected to be li
highly stressed ∑ ---
ti
i

• holes for the passage of ordinary stiffeners may be disre- • for beams of double skin structures (see Fig 7):
garded.
2
t 1 t 2 ( b 1 + b 2 )H D –4
In some specific cases, some of the above simplifications - 10
I T = --------------------------------------
2 ( t1 + t2 )
may not be deemed acceptable by the Society in relation to
the type of structural model and the analysis performed. where:

3.4.4 Very fine mesh for the analysis of structural Σi : Sum of all the profile segments that constitute
details the beam section

In order to obtain an accurate representation of stresses in t i , li : Net thickness and length, respectively, in mm,
the area of interest, the structural model is to be built on the of the i-th profile segment of the beam section
basis of the following criteria: (see Fig 5 and Fig 6)
• the mesh dimensions are to be such as to enable a faith- Ω : Area, in mm2, of the section enclosed by the
ful representation of the stress gradients beam box profile (see Fig 6)
• the size of elements in the area of interest is not to be t1 , t2 : Net thickness, in mm, of the inner and outer
greater than 50 mm x 50 mm plating, respectively, (see Fig 7)
• the extent of the refined area is to be at least of 10 ele- b1 , b2 : Distances, in mm, from the beam considered to
ments in any direction around its centre the two adjacent beams (see Fig 7)
• the use of membrane elements is only allowed when HD : Height, in mm, of the double skin (see Fig 7).
significant bending effects are not present; in the other
cases, elements with general behaviour are to be used Figure 5 : Open section beams
• the use of linear triangular elements is to be avoided as
much as possible in high stress area; quadrilateral ele-
ments are to have 90° angles as much as possible, or
angles between 60° and 120°; the aspect ratio is to be
close to 1; when the use of a linear triangular element
cannot be avoided, its edges are to have the same length
• the local fine mesh can either be included directly into
the global model or belong to a separate sub-model; the Ji

gradient of mesh size must be reasonably low.

i
3.5 Beam models

3.5.1 Beams representing primary supporting

members Figure 6 : Box-type section beams

Primary supporting members are to be modelled by beam

elements with shear strain, positioned on their neutral axes,
whose inertia characteristics are to be calculated as speci-
Ji
i
fied in Ch 4, Sec 3, [4].

3.5.2 Torsional moments of inertia

Whenever the torsional effects of the modelling beams are Ω
to be taken into account (e.g. for modelling the double bot-
tom, hopper tanks and lower stools), their net torsional
moments of inertia are obtained, in cm4, from the following
formulae:

120 Bureau Veritas January 2013

 Pt B, Ch 7, App 1

Figure 7 : Beams of double skin structures Table 1 : Symmetry and anti-symmetry conditions
b1 b2 in way of the ship’s centreline longitudinal plane

t1
Boundary DISPLACEMENTS in directions (1)
conditions X Y Z
HD Symmetry free fixed free
Anti-symmetry fixed free fixed

t2
Boundary ROTATION around axes (1)
conditions X Y Z
3.5.3 Variable cross-section primary supporting
members Symmetry fixed free fixed
In the case of variable cross-section primary supporting
Anti-symmetry free fixed free
members, the inertia characteristics of the modelling beams
may be assumed as a constant and equal to their average (1) X, Y and Z directions and axes are defined with respect
value along the length of the elements themselves. to the reference co-ordinate system in Ch 1, Sec 2, [4].

3.5.4 Modelling of primary supporting members ends 3.6.2 Structural models extended over one cargo
The presence of end brackets may be disregarded; in such tank/hold length
case their presence is also to be neglected for the evaluation
of the beam inertia characteristics. Symmetry conditions are to be applied at the fore and aft
ends of the model, as specified in Tab 2.
Rigid end beams are generally to be used to connect ends
of the various primary supporting members, such as:
Table 2 : Symmetry conditions
• floors and side vertical primary supporting members at the model fore and aft ends
• bottom girders and vertical primary supporting members
of transverse bulkheads DISPLACEMENTS ROTATION
• cross ties and side/longitudinal bulkhead primary sup- in directions (1): around axes (1):
porting members. X Y Z X Y Z
fixed free free free fixed fixed
3.5.5 Beams representing hull girder characteristics
(1) X, Y and Z directions and axes are defined with respect
The stiffness and inertia of the hull girder are to be taken
to the reference co-ordinate system in Ch 1, Sec 2, [4].
into account by longitudinal beams positioned as follows:
• on deck and bottom in way of side shell and longitudi-
nal bulkheads, if any, for modelling the hull girder bend- When the hull structure is modelled over half the ship's
ing strength breadth (see [3.2.4]), in way of the ship’s centreline longitu-
dinal plane, symmetry or anti-symmetry boundary condi-
• on deck, side shell, longitudinal bulkheads, if any, and
tions as specified in Tab 1 are to be applied, depending on
bottom for modelling the hull girder shear strength.
the loads applied to the model (symmetrical or anti-sym-
metrical, respectively).
3.6 Boundary conditions of the whole three
dimensional model Vertical supports are to be fitted at the nodes positioned in
way of the connection of the transverse bulkheads with lon-
3.6.1 Structural model extended over at least three gitudinal bulkheads, if any, or with sides.
cargo tank/hold lengths
The whole three dimensional model is assumed to be fixed
at one end, while shear forces and bending moments are 4 Primary supporting members load
applied at the other end to ensure equilibrium (see [4]). model
At the free end section, rigid constraint conditions are to be
applied to all nodes located on longitudinal members, in 4.1 General
such a way that the transverse section remains plane after
deformation.
4.1.1 Loading conditions and load cases in intact
When the hull structure is modelled over half the ship's conditions
breadth (see [3.2.4]), in way of the ship’s centreline longitu-
dinal plane, symmetry or anti-symmetry boundary condi- The still water and wave loads are to be calculated for the
tions as specified in Tab 1 are to be applied, depending on most severe loading conditions as given in the loading man-
the loads applied to the model (symmetrical or anti-sym- ual, with a view to maximising the stresses in the longitudi-
metrical, respectively). nal structure and primary supporting members.

January 2013 Bureau Veritas 121

Pt B, Ch 7, App 1

The following loading conditions are generally to be con- 4.2 Local loads
sidered:
4.2.1 General
• homogeneous loading conditions at draught T
Still water loads include:
• non-homogeneous loading conditions at draught T,
when applicable • the still water sea pressure, defined in Ch 5, Sec 5, [1]

• partial loading conditions at the relevant draught • the still water internal loads, defined in Ch 5, Sec 6 for
the various types of cargoes and for ballast.
• ballast conditions at the relevant draught.
Wave loads include:
The wave local and hull girder loads are to be calculated in
the mutually exclusive load cases “a”, “b”, “c” and “d” in • the wave pressure, defined in [4.2.2] for each load case
Ch 5, Sec 4. “a”, “b”, “c” and “d”

• the inertial loads, defined in Ch 5, Sec 6 for the various

4.1.2 Loading conditions and load cases in flooding
conditions
When applicable, the pressures in flooding conditions are
to be calculated according to Ch 5, Sec 6, [9].
In the particular case of ships having the service notation
container ship, the inertial pressure pW,F needs not to be
considered.
4.1.3 Lightweight
The structure weight of the modelled portion of the hull is to
be included in the static loads. In order to obtain the actual
longitudinal distribution of the still water bending moment,
the lightweight is to be uniformly distributed over the length
of the model.
4.1.4 Models extended over half ship’s breadth
When the ship is symmetrical with respect to her centreline
longitudinal plane and the hull structure is modelled over
half the ship's breadth, non-symmetrical loads are to be
broken down into symmetrical and anti-symmetrical loads
and applied separately to the model with symmetry and
anti-symmetry boundary conditions in way of the ship’s
centreline longitudinal plane (see [3.6]).
types of cargoes and for ballast, and for each load case
“a”, “b”, “c” and “d”.
4.2.2 Wave loads
The wave pressure at any point of the model is obtained
from the formulae in Tab 3 for upright ship conditions (load
cases “a” and “b”) and in Tab 4 for inclined ship conditions
(load cases “c” and “d”).
In the particular case of ships having the service notation
container ship and assessed under flooding conditions, the
wave loads need not to be considered.
4.2.3 Distributed loads
Distributed loads are to be applied to the plating panels.
In the analyses carried out on the basis of membrane finite
element models or beam models, the loads distributed per-
pendicularly to the plating panels are to be applied on the
ordinary stiffeners proportionally to their areas of influence.
When ordinary stiffeners are not modelled or are modelled
with rod elements (see [3.4]), the distributed loads are to be
applied to the primary supporting members actually sup-
porting the ordinary stiffeners.

Table 3 : Wave pressure in upright ship conditions (load cases “a” and “b”)

Wave pressure pW, in kN/m2

Location
crest trough (1)
–2 π ( T 1 – z )
Bottom and sides below the – 2π ( T1 – z ) 1⁄4
------------------------------
αL
waterline ------------------------------ – C F1 α ρ gh 1 e
1⁄4 αL
C F1 α ρgh 1 e
(z ≤ T1)
without being taken less than ρ g (z − T1)
1⁄4
Sides above the waterline ρg ( T1 + C F1 α h1 – z )
0,0
(z > T1)
without being taken, for case “a” only, less than 0,15L
(1) The wave pressure for load case “b, trough” is to be used only for the fatigue check of structural details (see Ch 7, Sec 4).
Note 1:
CF1 : Combination factor, to be taken equal to:
• CF1 = 1,0 for load case “a”
• CF1 = 0,5 for load case “b”.

122 Bureau Veritas January 2013

 Pt B, Ch 7, App 1

Table 4 : Wave pressure in inclined ship conditions (load cases “c” and “d”)

Wave pressure pW, in kN/m2 (negative roll angle) (1)

Location
y≥0 y<0
– 2π ( T 1 – z ) –π (T1 – z )
Bottom and sides below the 1⁄4 y ------------------------------ ---------------------------
y
–2 π ( T – z )
1
------------------------------
–π ( T – z )
1
--------------------------
-
C F2 α ρg ------- h 1 e αL + A R ye αL
waterline C F2 α
1⁄4
ρg ------- h 1 e αL + A R ye α L BW
(z ≤ T1) BW
without being taken less than ρ g (z − T1)

1 ⁄ 4⎛ y
Sides above the waterline ρg T1 + C F2 α ------- h 1 + A R y⎞ – z
⎝ BW ⎠
0,0
(z > T1)
without being taken, for case “c” only, less than 0,15L
(1) In the formulae giving the wave pressure pW, the ratio (y / BW) is not to be taken greater than 0,5.
Note 1:
CF2 : Combination factor, to be taken equal to:
• CF2 = 1,0 for load case “c”
• CF2 = 0,5 for load case “d”
BW : Moulded breadth, in m, measured at the waterline at draught T1 , at the hull transverse section considered
AR : Roll amplitude, defined in Ch 5, Sec 3, [2.4.1].

4.2.4 Concentrated loads and are to be applied at the model free end section. The
When the elements directly supporting the concentrated shear forces are to be distributed on the plating according to
loads are not represented in the structural model, the loads the theory of bidimensional flow of shear stresses.
are to be distributed on the adjacent structures according to
the actual stiffness of the structures which transmit them. These loads are to be applied for the following two conditions:
In the analyses carried out on the basis of coarse mesh finite • maximal bending moments at the middle of the central
element models or beam models, concentrated loads applied
tank/hold within 0,4 L amidships: the hull girder loads
in five or more points almost equally spaced inside the same
applied at the free end section are to be such that the
span may be applied as equivalent linearly distributed loads.
values of the hull girder loads in Tab 5 are obtained
4.2.5 Cargo in sacks, bales and similar packages
• maximal shear forces in way of the aft transverse bulk-
The vertical loads are comparable to distributed loads. The
loads on vertical walls may be disregarded. head of the central tank/hold: the hull girder loads
applied at the free end section are to be such that the
4.2.6 Other cargoes values of the hull girder loads in Tab 6 are obtained.
The modelling of cargoes other than those mentioned under
[4.2.3] to [4.2.5] will be considered by the Society on a In the particular case of ships having the service notation
case by case basis. container ship and assessed under flooding conditions, the
wave vertical bending moment and the wave shear forces
4.3 Hull girder loads need not to be considered.
4.3.1 Structural model extended over at least three
cargo tank/hold lengths 4.3.2 Structural model extended over one cargo
The hull girder loads are constituted by: tank/hold length
• the still water and wave vertical bending moments The normal and shear stresses induced by the hull girder
• the horizontal wave bending moment loads in Tab 7 are to be added to the stresses induced in the
• the still water and wave vertical shear forces, primary supporting members by local loads.

Table 5 : Hull girder loads - Maximal bending moments at the middle of the central tank/hold

Vertical bending moments at the Horizontal wave bending Vertical shear forces at the
Ship
Load case middle of the central tank/hold moment at the middle middle of the central tank/hold
condition
Still water Wave of the central tank/hold Still water Wave
Upright “a” crest γS1 MSW 0,625 γW1 MWV,H 0 0 0
“a” trough γS1 MSW 0,625 γW1 FD MWV,S 0 0 0
“b” γS1 MSW 0,625 γW1 FD MWV,S 0 0 0
Inclined “c” γS1 MSW 0,250 γW1 MWV 0,625 γW1 MWH 0 0
“d” γS1 MSW 0,250 γW1 MWV 0,625 γW1 MWH 0 0
Note 1: Hull girder loads are to be calculated at the middle of the central tank/hold.

January 2013 Bureau Veritas 123

Pt B, Ch 7, App 1

Table 6 : Hull girder loads - Maximal shear forces in way of the aft bulkhead of the central tank/hold

Vertical bending moments in way of Vertical shear forces in way of

Ship condition Load case the aft bulkhead of the central tank/hold the aft bulkhead of the central tank/hold
Still water Wave Still water Wave
Upright “a” crest γS1 MSW 0,40 γW1 MWV γS1 QSW 0,625 γW1 QWV
“a” trough γS1 MSW 0,40 γW1 MWV γS1 QSW 0,625 γW1 QWV
“b” γS1 MSW 0,40 γW1 MWV γS1 QSW 0,625 γW1 QWV
Inclined “c” γS1 MSW 0,25 γW1 MWV γS1 QSW 0,250 γW1 QWV
“d” γS1 MSW 0,25 γW1 MWV γS1 QSW 0,250 γW1 QWV
Note 1: Hull girder loads are to be calculated in way of the aft bulkhead of the central tank/hold.

Table 7 : Hull girder loads for a structural model extended over one cargo tank/hold length

Vertical bending moments at the Horizontal wave bending Vertical shear forces at the
Ship middle of the model
Load case moment at the middle middle of the model
condition
Still water Wave of the model Still water Wave
Upright “a” crest γS1 MSW 0,625 γW1 MWV,H 0 γS1 QSW 0,625 γW1 QWV
“a” trough γS1 MSW 0,625 γW1 FD MWV,S 0 γS1 QSW 0,625 γW1 QWV
“b” γS1 MSW 0,625 γW1 FD MWV,S 0 γS1 QSW 0,625 γW1 QWV
Inclined “c” γS1 MSW 0,250 γW1 MWV 0,625 γW1 MWH γS1 QSW 0,250 γW1 QWV
“d” γS1 MSW 0,250 γW1 MWV 0,625 γW1 MWH γS1 QSW 0,250 γW1 QWV
Note 1: Hull girder loads are to be calculated at the middle of the model.

4.4 Additional requirements for the load Figure 8 : Concentrated loads

assignment to beam models equivalent to non-modelled distributed loads

4.4.1 Vertical and transverse concentrated loads are to be

applied to the model, as shown in Fig 8, to compensate the
portion of distributed loads which, due to the positioning of
beams on their neutral axes, are not modelled.

In this figure, FY and FZ represent concentrated loads equiv-

alent to the dashed portion of the distributed loads which is
not directly modelled.
Fy

5 Stress calculation
Fz

5.1 Analyses based on finite element

models 5.1.2 Stress components
Stress components are generally identified with respect to
5.1.1 Stresses induced by local and hull girder loads the element co-ordinate system, as shown, by way of exam-
ple, in Fig 9. The orientation of the element co-ordinate sys-
When finite element models extend over at least three cargo tem may or may not coincide with that of the reference co-
tank/hold lengths, both local and hull girder loads are to be ordinate system in Ch 1, Sec 2, [4].
directly applied to the model, as specified in [4.3.1]. In this
The following stress components are to be calculated at the
case, the stresses calculated by the finite element program
centroid of each element:
include the contribution of both local and hull girder loads.
• the normal stresses σ1 and σ2 in the directions of the ele-
When finite element models extend over one cargo ment co-ordinate system axes
tank/hold length, only local loads are directly applied to the • the shear stress τ12 with respect to the element co-ordi-
structural model, as specified in [4.3.2]. In this case, the nate system axes
stresses calculated by the finite element program include • the Von Mises equivalent stress, obtained from the fol-
the contribution of local loads only. Hull girder stresses are lowing formula:
to be calculated separately and added to the stresses
2 2 2
induced by local loads. σ VM = σ 1 + σ 2 – σ 1 σ 2 + 3τ 12

124 Bureau Veritas January 2013

 Pt B, Ch 7, App 1

Figure 9 : Reference and element co-ordinate systems 6 Buckling assessment based on fine
mesh element model
Z 2
X 6.1 Buckling panel properties

6.1.1 Yield stress

The buckling panel yield stress ReH is taken as the minimum
Element value of the elements yield stresses.

6.1.2 Thickness
In order to carry out the critical stresses according to Ch 7,
Sec 1, [5.3], the net thickness of the buckling panel is to be
obtained by deducting tC from the gross thickness.
1 Where the thickness is not constant across a buckling panel
X, Y, Z : defined by a number of finite plate elements, an equivalent
Y reference co-ordinate system average thickness is calculated according to the following
formula:
n

∑A t i i

5.1.3 Stress calculation points 1

t avr = ----------------
n
Stresses are generally calculated by the computer programs
for each element. The values of these stresses are to be used
∑ 1
Ai

for carrying out the checks required. where:

5.2 Analyses based on beam models
5.2.1 Stresses induced by local and hull girder loads
Since beam models generally extend over one cargo
tank/hold length (see [2.3.1] and [3.2.3]), only local loads
are directly applied to the structural model, as specified in
[4.3.2]. Therefore, the stresses calculated by the beam pro-
gram include the contribution of local loads only. Hull
girder stresses are to be calculated separately and added to
the stresses induced by local loads.
5.2.2 Stress components
The following stress components are to be calculated:
• the normal stress σ1 in the direction of the beam axis
• the shear stress τ12 in the direction of the local loads
applied to the beam
ti : Thickness, in mm, of the element i
Ai : Area, in mm2, of the element i.
6.2 Reference stresses
6.2.1 Where the buckling panel is meshed by several finite
plate elements, the stresses of the buckling panel are
obtained by the following methodology:
• For each finite element, the stresses (σx e∗, σy e∗, τe∗)
expressed in the element co-ordinate system are pro-
jected in the co-ordinate system of the buckling panel to
obtained the stresses (σx e , σy e , τe) (see Fig 10).
• For the buckling panel, the stresses are calculated
according to the following formulae:
n n

• the Von Mises equivalent stress, obtained from the fol- ∑A σ i x ei ∑A σ i y ei

i i
lowing formula: n
-≥0
σ x = --------------------- σ y = ---------------------
n
-≥0

σ VM =
2
σ 1 + 3τ 12
2 ∑ Ai ∑A i
i i

5.2.3 Stress calculation points n

Stresses are to be calculated at least in the following points ∑A τ i ei

of each primary supporting member: i

τ = ------------------ ≥0
n
• in the primary supporting member span where the max-
imum bending moment occurs ∑A i
i
• at the connection of the primary supporting member
with other structures, assuming as resistant section that where:
formed by the member, the bracket (if any and if repre- σx ei , σy ei : Stresses, in N/mm2, of the element i, taken
sented in the model) and the attached plating equal to 0 in case of tensile stress
• at the toe of the bracket (if any and if represented in the τ ei : Shear stress, in N/mm2, of the element i
model) assuming as resistant section that formed by the
member and the attached plating. Ai : Area, in mm2, of the element i.

The values of the stresses are to be used for carrying out the 6.2.2 The edge stress ratio for the stresses (σx , σy) is equal
checks required. to 1.

January 2013 Bureau Veritas 125

Pt B, Ch 7, App 1

Figure 10 : Definition of the buckling panel

σy

Stiffeners
Primary

σx
σx

supporting

S
members
Co-ordinate system of
the buckling panel

Finite
element

σy

6.3 Checking criteria The requirements for:

6.3.1 The buckling check is to be carried out for four type
of solicitations (see Fig 11 and Fig 12):
a) compression according to Ch 7, Sec 1, [5.4.2]
b) shear according to Ch 7, Sec 1, [5.4.3]
c) compression and shear according to Ch 7, Sec 1, [5.4.4]
d) bi-axial compression taking into account of shear stress
according to Ch 7, Sec 1, [5.4.5].
7 Fatigue analysis
7.1 Elementary hot spot stress range
calculation
7.1.1 General
The requirements of this Article apply for calculating the
elementary hot spot stress range for the fatigue check of
structural details at the connections of primary supporting
members analysed through a three dimensional structural
model. The fatigue check of these details is to be carried out
in accordance with the general requirements of Ch 7, Sec 4,
[1] to Ch 7, Sec 4, [5].
The definitions in Ch 7, Sec 4, [1.4] apply.
7.1.2 Net scantlings
The three dimensional structural model is to be built con-
sidering all the structures with their net scantlings according
to Ch 4, Sec 2.
7.1.3 Hot spot stresses directly obtained through
finite element analyses
Where the structural detail is analysed through a finite ele-
ment analysis based on a very fine mesh, the elementary
hot spot stress range may be obtained as the difference
between the maximum and minimum stresses induced by
the wave loads in the hot spot considered.
• the finite element modelling, and
• the calculation of the hot spot stresses and the hot spot
stress range
are specified in [7.2].
7.1.4 Hot spot stresses directly obtained through
the calculation of nominal stresses
Where the structural detail is analysed through a finite ele-
ment analysis based on a mesh less fine than that in [7.1.3],
the elementary hot spot stress range may be obtained by mul-
tiplying the nominal stress range, obtained as the difference
between the maximum and minimum nominal stresses
induced by the wave loads in the vicinity of the hot spot con-
sidered, by the appropriate stress concentration factors.
The requirements for:
• the finite element modelling
• the calculation of the nominal stresses and the nominal
stress range
• the stress concentration factors
• the calculation of the hot spot stresses and the hot spot
stress range
are specified in [7.3].
7.2 Hot spot stresses directly obtained
through finite element analyses
7.2.1 Finite element model
In general, the determination of hot spot stresses necessi-
tates carrying out a very fine mesh finite element analysis,
further to a coarser mesh finite element analysis. The
boundary nodal displacements or forces obtained from the
coarser mesh model are applied to the very fine mesh
model as boundary conditions.
The model extension is to be such as to enable a faithful
representation of the stress gradient in the vicinity of the hot
spot and to avoid it being incorrectly affected by the appli-
cation of the boundary conditions.

126 Bureau Veritas January 2013

 Pt B, Ch 7, App 1

Figure 11 : Buckling check criteria: types a) and b)

σy

Primary Primary
supporting supporting
members members
σx Ordinary Ordinary

σx
a) stiffeners stiffeners

σy
τ

Primary
supporting
members
Ordinary
b) stiffeners

τ
Type a) : Compression according to Ch 7, Sec 1, [5.4.2]
Type b) : Shear according to Ch 7, Sec 1, [5.4.3]

Figure 12 : Buckling check criteria: types c) and d)

σy

τ τ

Primary Primary
supporting supporting
members members
Ordinary Ordinary
σx

σx

c) stiffeners stiffeners

τ τ

σy
σy

τ
Primary
supporting
members
Ordinary
σx

σx

d) stiffeners

σy

Type c): Compression and shear according to Ch 7, Sec 1, [5.4.4]

Type d): Bi-axial compression taking into account of shear stress according to Ch 7, Sec 1, [5.4.5]

January 2013 Bureau Veritas 127

Pt B, Ch 7, App 1
7.2.2 Finite element modelling criteria
The finite element model is to be built according to the fol-
lowing requirements:
• the detail may be considered as being realised with no
misalignment
• the size of finite elements located in the vicinity of the
hot spot is to be about once to twice the thickness of the
structural member. Where the details is the connection
between two or more members of different thickness,
the thickness to be considered is that of the thinnest
member
• the centre of the first element adjacent to a weld toe is
to be located between the weld toe and 0,4 times the
thickness of the thinnest structural member connected
by the weld
• plating, webs and face plates of primary and secondary
members are to be modelled by 4-node thin shell or 8-
node solid elements. In the case of a steep stress gradi-
ent, 8-node thin shell elements or 20-node solid ele-
ments are recommended
• when thin shell elements are used, the structure is to be
modelled at mid-face of the plates
• the aspect ratio of elements is to be not greater than 2.
7.2.3 Calculation of hot spot stresses
When the detail is located at a structural discontinuity
where a large stress gradient is expected the hot spot
stresses are normally obtained by linear extrapolation. The
stress components must be evaluated at a distance of 0,5
and 1,5 times the thickness of the plating from the weld toe
and linearly extrapolated to the weld toe. The two evalua-
tion points must be located in two different finite elements.
In other cases or when extrapolation can not be used the
hot spot stresses are to be calculated at the centroid of the
first element adjacent to the hot spot. The size of this ele-
ment has to be determined according to the requirements in
[7.2.2].
Where the detail is the free edge of an opening (e.g. a cut-
out for the passage of an ordinary stiffener through a pri-
mary supporting member), the hot spot stresses have to be
calculated at the free edge. The stresses can be obtained by
linear extrapolation or using fictitious truss elements with
minimal stiffness fitted along the edge.
The stress components to be considered are those specified
in Ch 7, Sec 4, [4.1.2]. They are to be calculated at the sur-
face of the plate in order to take into account the plate
bending moment, where relevant.
128 Bureau Veritas
7.2.4 Calculation of the elementary hot spot stress
range
The elementary hot spot stress range is to be obtained, in
N/mm2, from the following formula:
Δσ S ,ij = σ S ,ij ,max – σ S ,ij ,min
where:
σS,ij,max , σS,ij,min: Maximum and minimum values of the hot
spot stress, induced by the maximum and mini-
mum loads, defined in Ch 7, Sec 4, [2.2] and
Ch 7, Sec 4, [2.3]
i : Denotes the load case
j : Denotes the loading condition.
7.3 Hot spot stresses obtained through the
calculation of nominal stresses
7.3.1 Finite element model
A finite element is to be adopted, to be built according to
the requirements in [3.3] and [3.4]. The areas in the vicinity
of the structural details are to be modelled with fine mesh
models, as defined in [3.4.3].
7.3.2 Calculation of the elementary nominal stress
range
The elementary nominal stress range is to be obtained, in
N/mm2, from the following formula:
Δσ n ,ij = σ n ,ij ,max – σ n ,ij ,min
where:
σn,ij,max, σn,ij,min: Maximum and minimum values of the nom-
inal stress, induced by the maximum and mini-
mum loads, defined in Ch 7, Sec 4, [2.2] and
Ch 7, Sec 4, [2.3]
i : Denotes the load case
j : Denotes the loading condition.
7.3.3 Calculation of the elementary hot spot stress
range
The elementary hot spot stress range is to be obtained, in
N/mm2, from the following formula:
ΔσS,ij = KS Δσn,ij
where:
KS : Stress concentration factor, defined in Ch 12,
Sec 2, [2], for the relevant detail configuration
Δσn,ij : Elementary nominal stress range, defined in
[7.3.2].
January 2013

APPENDIX 2 ANALYSES OF PRIMARY SUPPORTING MEMBERS
SUBJECTED TO WHEELED LOADS
1 General
1.1 Scope
1.1.1 The requirements of this Appendix apply to the anal-
ysis criteria, structural modelling, load modelling and stress
calculation of primary supporting members subjected to
wheeled loads which are to be analysed through three
dimensional structural models, according to Ch 7, Sec 3.
1.1.2 The purpose of these structural analyses is to deter-
mine:
• the distribution of the forces induced by the vertical
acceleration acting on wheeled cargoes, among the var-
ious primary supporting members of decks, sides and
possible bulkheads
• the behaviour of the above primary supporting members
under the racking effects due to the transverse forces
induced by the transverse acceleration acting on
wheeled cargoes, when the number or location of trans-
verse bulkheads are not sufficient to avoid such effects,
and to calculate the stresses in primary supporting mem-
bers.
The above calculated stresses are to be used in the yielding
and buckling checks.
In addition, the results of these analyses may be used,
where deemed necessary by the Society, to determine the
boundary conditions for finer mesh analyses of the most
highly stressed areas.
1.1.3 When the behaviour of primary supporting members
under the racking effects, due to the transverse forces
induced by the transverse acceleration, is not to be deter-
mined, the stresses in deck primary supporting members
may be calculated according to the simplified analysis in
[6], provided that the conditions for its application are ful-
filled (see [6.1]).
1.1.4 The yielding and buckling checks of primary support-
ing members are to be carried out according to Ch 7, Sec 3,
[4.3].
1.2 Application
1.2.1 The requirements of this Appendix apply to ships
whose structural arrangement is such that the following
assumptions may be considered as being applicable:
January 2013
Pt B, Ch 7, App 2
• primary supporting members of side and possible bulk-
heads may be considered fixed in way of the double
bottom (this is generally the case when the stiffness of
floors is at least three times that of the side primary sup-
porting members)
• under transverse inertial forces, decks behave as beams
loaded in their plane and supported at the ship ends;
their effect on the ship transverse rings (side primary
supporting members and deck beams) may therefore be
simulated by means of elastic supports in the transverse
direction or transverse displacements assigned at the
central point of each deck beam.
1.2.2 When the assumptions in [1.2.1] are considered by
the Society as not being applicable, the analysis criteria are
defined on a case by case basis, taking into account the
ship’s structural arrangement and loading conditions. In
such cases, the analysis is generally to be carried out on the
basis of a finite element model of the whole ship, built
according to the requirements in Ch 7, App 1, as far as
applicable.
1.3 Information required
1.3.1 To perform these structural analyses, the following
characteristics of vehicles loaded are necessary:
• load per axle
• arrangement of wheels on axles
• tyre dimensions.
1.4 Lashing of vehicles
1.4.1 The presence of lashing for vehicles is generally to be
disregarded, but may be given consideration by the Society,
on a case by case basis, at the request of the interested par-
ties.
2 Analysis criteria
2.1 Finite element model analyses
2.1.1 For ships greater than 200 m in length, finite element
models, built according to Ch 7, App 1, [3.4], are generally
to be adopted.
The analysis of primary supporting members is to be carried
out on fine mesh models, as defined in Ch 7, App 1, [3.4.3].
2.1.2 Areas which appear, from the primary supporting
member analysis, to be highly stressed may be required to
be further analysed through appropriately meshed structural
models, as defined in Ch 7, App 1, [3.4.4].
Bureau Veritas 129
Pt B, Ch 7, App 2

2.2 Beam model analyses 3.3.2 Boundary conditions at the fore and aft ends
of the model
2.2.1 For ships less than 200 m in length, beam models, Symmetry conditions are to be applied at the fore and aft
built according to Ch 7, App 1, [3.5], may be adopted in ends of the model, as specified in Tab 1.
lieu of the finite element models in [2.1], provided that:
• primary supporting members are not so stout that the Table 1 : Symmetry conditions
beam theory is deemed inapplicable by the Society at the model fore and aft ends
• their behaviour is not substantially influenced by the DISPLACEMENTS ROTATION
transmission of shear stresses through the shell plating. in directions (1): around axes (1):
2.2.2 In any case, finite element models may need to be X Y Z X Y Z
adopted when deemed necessary by the Society on the fixed free free free fixed fixed
basis of the ship’s structural arrangement.
(1) X, Y and Z directions and axes are defined with respect
to the reference co-ordinate system in Ch 1, Sec 2, [4].
3 Primary supporting members
structural modelling 3.3.3 Additional boundary conditions at the fore and
aft ends of models subjected to transverse
loads
3.1 Model construction
When the model is subjected to transverse loads, i.e. when
3.1.1 Elements the loads in inclined ship conditions (as defined in Ch 5,
Sec 4) are applied to the model, the transverse displace-
The structural model is to represent the primary supporting
ments of the deck beams are to be obtained by means of a
members with the plating to which they are connected. In
racking analysis and applied at the fore and aft ends of the
particular, the following primary supporting members are to
model, in way of each deck beam.
be included in the model:
• deck beams For ships with a traditional arrangement of fore and aft
parts, a simplified approximation may be adopted, when
• side primary supporting members deemed acceptable by the Society, defining the boundary
• primary supporting members of longitudinal and trans- conditions without taking into account the racking calcula-
verse bulkheads, if any tion and introducing springs, acting in the transverse direc-
• pillars tion, at the fore and aft ends of the model, in way of each
deck beam (see Fig 1). Each spring, which simulates the
• deck beams, deck girders and pillars supporting ramps
effects of the deck in way of which it is modelled, has a stiff-
and deck openings, if any.
ness obtained, in kN/m, from the following formula:
3.1.2 Net scantlings 24EJ D s a 10
3

All the elements in [3.1.1] are to be modelled with their net R D = -----------------------------------------------------------------------------------------------
JD ⎞
2x – 4L D x + L D ⎛ x + 15 ,6 ------
4 3 2 2 3
scantlings according to Ch 4, Sec 2, [1]. + LD x
⎝ A D⎠

where:
3.2 Model extension
JD : Net moment of inertia, in m4, of the average
3.2.1 The structural model is to represent a hull portion cross-section of the deck, with the attached side
which includes the zone under examination and which is shell plating
repeated along the hull. The non-modelled hull parts are to
be considered through boundary conditions as specified in Figure 1 : Springs at the fore and aft ends
[3.3]. of models subjected to transverse loads
In addition, the longitudinal extension of the structural
model is to be such that the results in the areas to be ana- RDN
lysed are not influenced by the unavoidable inaccuracy in
the modelling of the boundary conditions.

3.2.2 Double bottom structures are not required to be

included in the model, based on the assumptions in [1.2.1].
RD3

3.3 Boundary conditions of the three RD2

dimensional model
RD1
3.3.1 Boundary conditions at the lower ends of the
model
The lower ends of the model (i.e. the lower ends of primary
supporting members of side and possible bulkheads) are to
be considered as being clamped in way of the inner bottom.

130 Bureau Veritas January 2013

 Pt B, Ch 7, App 2

AD : Net area, in m2, of the average cross-section of Wave induced loads include:
deck plating • the wave pressure, defined in Ch 5, Sec 5, [2] for load
sa : Spacing of side vertical primary supporting cases “b” and “d”
members, in m • the inertial forces defined in Ch 5, Sec 6, Tab 9 for load
x : Longitudinal distance, in m, measured from the cases “b” and “d”.
transverse section at mid-length of the model to
any deck end When the ship’s decks are also designed to carry dry uni-
LD : Length of the deck, in m, to be taken equal to form cargoes, local loads also include the still water and
inertial pressures defined in Ch 5, Sec 6, [4]. Inertial pres-
the ship’s length. Special cases in which such
sures are to be calculated for load cases “b” and “d”.
value may be reduced will be considered by the
Society on a case by case basis.
4.2.2 Tyred vehicles
For the purpose of primary supporting members analyses,
4 Load model the forces transmitted through the tyres may be considered
as concentrated loads in the tyre print centre.
4.1 General The forces acting on primary supporting members are to be
4.1.1 Hull girder and local loads determined taking into account the area of influence of
each member and the way ordinary stiffeners transfer the
Only local loads are to be directly applied to the structural
forces transmitted through the tyres.
model.
The stresses induced by hull girder loads are to be calcu- 4.2.3 Non-tyred vehicles
lated separately and added to the stresses induced by local The requirements in [4.2.2] also apply to tracked vehicles.
loads. In this case, the print to be considered is that below each
4.1.2 Loading conditions and load cases: wheeled wheel or wheelwork.
cargoes For vehicles on rails, the loads transmitted are to be applied
The still water and wave loads are to be calculated for the as concentrated loads.
most severe loading conditions as given in the loading man-
ual, with a view to maximising the stresses in primary sup- 4.2.4 Distributed loads
porting members. In the analyses carried out on the basis of beam models or
The loads transmitted by vehicles are to be applied taking membrane finite element models, the loads distributed per-
into account the most severe axle positions for the ship pendicularly to the plating panels are to be applied on the
structures. primary supporting members proportionally to their areas of
influence.
The wave local loads and hull girder loads are to be calcu-
lated in the mutually exclusive load cases “b” and “d” in
Ch 5, Sec 4. Load cases “a” and “c” may be disregarded for 4.3 Hull girder loads
the purposes of the structural analyses dealt with in this
Appendix. 4.3.1 The normal stresses induced by the hull girder loads
in Tab 2 are to be added to the stresses induced in the pri-
4.1.3 Loading conditions and load cases: dry mary supporting members by local loads.
uniform cargoes
When the ship’s decks are also designed to carry dry uni- Table 2 : Hull girder loads
form cargoes, the loading conditions which envisage the
transportation of such cargoes are also to be considered. Vertical bending Horizontal
The still water and wave loads induced by these cargoes are moments at the middle wave bending
Ship Load of the model
to be calculated for the most severe loading conditions, moment at the
condition case
with a view to maximising the stresses in primary support- Still middle of the
Wave model
ing members. water
The wave local loads and hull girder loads are to be calcu- Upright “b” MSW 0,625 FD MWV,S 0
lated in the mutually exclusive load cases “b” and “d” in Ch
Inclined “d” MSW 0,25 MWV 0,625 MWH
5, Sec 4. Load cases “a” and “c” may be disregarded for the
purposes of the structural analyses dealt with in this Appen- Note 1:
dix. MSW : Still water bending moment at the middle of the
model, for the loading condition considered
4.2 Local loads MWV,S : Sagging wave bending moments at the middle
of the model, defined in Ch 5, Sec 2
4.2.1 General MWV : Wave bending moment at the middle of the
Still water loads include: model, defined in Ch 5, Sec 2, having the same
• the still water sea pressure, defined in Ch 5, Sec 5, [1] sign as MSW
• the still water forces induced by wheeled cargoes, MWH : Horizontal wave bending moment at the middle
defined in Ch 5, Sec 6, Tab 9. of the model, defined in Ch 5, Sec 2.

January 2013 Bureau Veritas 131

Pt B, Ch 7, App 2

5 Stress calculation
5.1 Stresses induced by local and hull
girder loads
5.1.1 Only local loads are directly applied to the structural
model, as specified in [4.1.1]. Therefore, the stresses calcu-
lated by the program include the contribution of local loads
only. Hull girder stresses are to be calculated separately and
added to the stresses induced by local loads.
5.2 Analyses based on finite element models
5.2.1 Stress components
Stress components are generally identified with respect to
the element co-ordinate system, as shown, by way of exam-
ple, in Fig 2. The orientation of the element co-ordinate sys-
tem may or may not coincide with that of the reference co-
ordinate system in Ch 1, Sec 2, [4].
Figure 2 : Reference and element co-ordinate systems
Z to be used for carrying out the checks required.
2
X
• the normal stress σ1 in the direction of the beam axis
• the shear stress τ12 in the direction of the local loads
applied to the beam
• the Von Mises equivalent stress, obtained from the fol-
lowing formula:
2 2
σ VM = σ 1 + 3τ 12
5.3.2 Stress calculation points
Stresses are to be calculated at least in the following points
of each primary supporting member:
• in the primary supporting member span where the max-
imum bending moment occurs
• at the connection of the primary supporting member
with other structures, assuming as resistant section that
formed by the member, the bracket (if any and if repre-
sented in the model) and the attached plating
• at the toe of the bracket (if any and if represented in the
model) assuming as resistant section that formed by the
member and the attached plating.
The values of the stresses calculated in the above points are

6 Grillage analysis of primary

supporting members of decks
Element
6.1 Application

6.1.1 For the sole purpose of calculating the stresses in

1 induced by the vertical accelerations acting on wheeled
X, Y, Z :
Y reference co-ordinate system
The following stress components are to be calculated at the
centroid of each element:
• the normal stresses σ1 and σ2 in the directions of ele-
ment co-ordinate system axes
• the shear stress τ12 with respect to the element co-ordi-
nate system axes
deck primary supporting members, due to the forces
cargoes, these members may be subjected to the simplified
two dimensional analysis described in [6.2].
This analysis is generally considered as being acceptable for
usual structural typology, where there are neither pillar
lines, nor longitudinal bulkheads.
6.2 Analysis criteria
6.2.1 Structural model

• the Von Mises equivalent stress, obtained from the fol- The structural model used to represent the deck primary
lowing formula: supporting members is a beam grillage model.

σ VM =
2 2
σ 1 + σ 2 – σ 1 σ 2 + 3τ 12
2 6.2.2 Model extension
The structural model is to represent a hull portion which
5.2.2 Stress calculation points includes the zone under examination and which is repeated
along the hull. The non-modelled hull parts are to be con-
Stresses are generally calculated by the computer programs sidered through boundary conditions as specified in [3.3].
for each element. The values of these stresses are to be used
for carrying out the checks required.
6.3 Boundary conditions
5.3 Analyses based on beam models 6.3.1 Boundary conditions at the fore and aft ends
of the model
5.3.1 Stress components
Symmetry conditions are to be applied at the fore and aft
The following stress components are to be calculated: ends of the model, as specified in Tab 1.

132 Bureau Veritas January 2013

 Pt B, Ch 7, App 2

6.3.2 Boundary conditions at the connections of 6.4 Load model

deck beams with side vertical primary
supporting members 6.4.1 Hull girder and local loads are to be calculated and
applied to the model according to [4].
Vertical supports are to be fitted at the nodes positioned in
way of the connection of deck beams with side primary Wave loads are to be calculated considering load case “b”
supporting members. only.

The contribution of flexural stiffness supplied by the side 6.5 Stress calculation
primary supporting members to the deck beams is to be
simulated by springs, applied at their connections, having 6.5.1 Stress components are to be calculated according to
rotational stiffness, in the plane of the deck beam webs, [5.1] and [5.3].
obtained, in kN.m/rad, from the following formulae:
Figure 3 : Heights of ‘tweendecks for grillage analysis
• for intermediate decks: of deck primary supporting members

3E ( J 1 + J 2 ) ( l 1 + l 2 ) –5
2 2
- 10
R F = ----------------------------------------------
l 1 + l 2 – l1 l2

• for the uppermost deck:

6EJ –5
R F = ----------1- 10
l1 2
deck under examination
where:

l1 , l 2 : Height, in m, of the ‘tweendecks, respectively 1

below and above the deck under examination
(see Fig 3)

J1, J2 : Net moments of inertia, in cm4, of side primary

supporting members with attached shell plating,
relevant to the ‘tweendecks, respectively below
and above the deck under examination.

January 2013 Bureau Veritas 133

Pt B, Ch 7, App 3
APPENDIX 3 ANALYSES BASED ON COMPLETE SHIP
MODELS
Symbols
g : Gravity acceleration, equal to 9,81 m/s2
Δ : Moulded displacement in seawater, in t
B : Moulded breadth, in m
L : Rule length, in m
TR : Roll period, in s, defined in Ch 5, Sec 3, [2.4.1]
F : Froude’s number, defined in Part B, Chapter 5,
calculated at the maximum service speed
γS1 ,γW1 ,γS2 ,γW2 : Partial safety factors defined in Ch 7, Sec 3
λ : Wave length, in m.
1 General
1.1 Application
1.1.1 The requirements of this Appendix apply for the anal-
ysis criteria, structural modelling, load modelling and stress
calculation of primary supporting members which are to be
analysed through a complete ship model, according to Ch
7, Sec 3.
1.1.2 This Appendix deals with that part of the structural
analysis which aims at calculating the stresses in the pri-
mary supporting members and also in the hull plating, to be
used for yielding and buckling checks.
1.1.3 The yielding and buckling checks of primary support-
ing members are to be carried out according to Ch 7, Sec 3.
2 Structural modelling
2.1 Model construction
2.1.1 Elements
The structural model is to represent the primary supporting
members with the plating to which they are connected.
Ordinary stiffeners are also to be represented in the model
in order to reproduce the stiffness and the inertia of the
actual hull girder structure.
2.1.2 Net scantlings
All the elements in [2.1.1] are to be modelled with their net
scantlings according to Ch 4, Sec 2. Therefore, also the hull
girder stiffness and inertia to be reproduced by the model
are those obtained by considering the net scantlings of the
hull structures.
134
2.2 Model extension
2.2.1 The complete ship is to be modelled so that the cou-
pling between torsion and horizontal bending is properly
taken into account in the structural analysis.
Superstructures are to be modelled in order to reproduce
the correct lightweight distribution.
Long superstructures of ships with one of the service nota-
tions passenger ship or ro-ro passenger ship are to be mod-
elled in order to also reproduce the correct hull global
strength, in particular the contribution of each superstruc-
ture deck to the hull girder longitudinal strength.
2.2.2 In the case of structural symmetry with respect to the
ship’s centreline longitudinal plane, the hull structures may
be modelled over half the ship’s breadth.
2.3 Finite element modelling criteria
2.3.1 Modelling of primary supporting members
The analyses of primary supporting members are to be
based on fine mesh models, as defined in Ch 7, App 1,
[3.4.3].
Such analyses may be carried out deriving the nodal dis-
placements or forces, to be used as boundary conditions,
from analyses of the complete ship based on coarse
meshes, as defined in Ch 7, App 1, [3.4.2].
The areas for which analyses based on fine mesh models
are to be carried out are listed in Tab 1 for various types of
ships.
Other areas may be required to be analysed through fine
mesh models, where deemed necessary by the Society,
depending on the ship’s structural arrangement and loading
conditions as well as the results of the coarse mesh analysis.
2.3.2 Modelling of the most highly stressed areas
The areas which appear from the analyses based on fine
mesh models to be highly stressed may be required to be
further analysed, using the mesh accuracy specified in Ch 7,
App 1, [3.4.4].
Bureau Veritas January 2013

Table 1 : Areas to be analysed
through fine mesh models
Service notation Areas
Container ship • typical transverse reinforced frames
• hatch corners and hatch coamings of
the strength deck
• connection of the cross-deck box
beams to the longitudinal bulkheads
and hatch coamings
• connection of the longitudinal deck
girders to the transverse bulkheads
• end connections of hatch coamings
including connection with the fore
front of the superstructures, if any
• cut-outs in the longitudinal bulkheads,
longitudinal deck girders, hatch coam-
ings, and cross-deck box beams.
Ro-ro cargo ship • typical reinforced transverse rings
• typical deck girders
• areas of structural discontinuity (e.g.
ramp areas).
Passenger ship • areas in way of typical side and deck
openings
• areas of significant discontinuity in
primary supporting member arrange-
ments (e.g. in way of lounges, large
public spaces, theatres).
Ro-ro passenger • typical reinforced transverse rings
ship • typical deck girders
• areas of structural discontinuity (e.g.
ramp areas)
• areas in way of typical side and deck
openings
• areas of significant discontinuity in
primary supporting member arrange-
ments (e.g. in way of lounges, large
public spaces).
2.4 Finite element models
2.4.1 General
Finite element models are generally to be based on linear
assumptions. The mesh is to be executed using membrane
or shell elements, with or without mid-side nodes.
Meshing is to be carried out following uniformity criteria
among the different elements.
In general, for some of the most common elements, the
quadrilateral elements are to be such that the ratio between
the longer side length and the shorter side length does not
exceed 4 and, in any case, is less than 2 for most elements.
Their angles are to be greater than 60° and less than 120°.
The triangular element angles are to be greater than 30° and
less than 120°.
Further modelling criteria depend on the accuracy level of
the mesh, as specified in [2.4.2] to [2.4.4].
January 2013 Bureau Veritas
Pt B, Ch 7, App 3
2.4.2 Coarse mesh
The number of nodes and elements is to be such that the
stiffness and the inertia of the model represent properly
those of the actual hull girder structure, and the distribution
of loads among the various load carrying members is cor-
rectly taken into account.
To this end, the structural model is to be built on the basis of
the following criteria:
• ordinary stiffeners contributing to the hull girder longitu-
dinal strength and which are not individually repre-
sented in the model are to be modelled by rod elements
and grouped at regular intervals
• webs of primary supporting members may be modelled
with only one element on their height
• face plates may be simulated with bars having the same
cross-section
• the plating between two primary supporting members
may be modelled with one element stripe
• holes for the passage of ordinary stiffeners or small pipes
may be disregarded
• manholes (and similar discontinuities) in the webs of
primary supporting members may be disregarded, but
the element thickness is to be reduced in proportion to
the hole height and the web height ratio.
In some specific cases, some of the above simplifications
may not be deemed acceptable by the Society in relation to
the type of structural model and the analysis performed.
2.4.3 Fine mesh
The ship’s structure may be considered as finely meshed
when each longitudinal secondary stiffener is modelled; as
a consequence, the standard size of finite elements used is
based on the spacing of ordinary stiffeners.
The structural model is to be built on the basis of the follow-
ing criteria:
• webs of primary members are to be modelled with at
least three elements on their height
• the plating between two primary supporting members is
to be modelled with at least two element stripes
• the ratio between the longer side and the shorter side of
elements is to be less than 3 in the areas expected to be
highly stressed
• holes for the passage of ordinary stiffeners may be disre-
garded.
In some specific cases, some of the above simplifications
may not be deemed acceptable by the Society in relation to
the type of structural model and the analysis performed.
2.4.4 Mesh for the analysis of structural details
The structural modelling is to be accurate; the mesh dimen-
sions are to be such as to enable a faithful representation of
the stress gradients. The use of membrane elements is only
allowed when significant bending effects are not present; in
other cases, elements with bending behaviour are to be
used.
135
Pt B, Ch 7, App 3

2.5 Boundary conditions of the model 3 Load model

2.5.1 In order to prevent rigid body motions of the overall

3.1 General
model, the constraints specified in Tab 2 are to be applied.

3.1.1 Design wave method

2.5.2 When the hull structure is modelled over half the
ship's breadth (see [2.2.2]), in way of the ship’s centreline The various load components which occur simultaneously
longitudinal plane, symmetry or anti-symmetry boundary may be combined by setting the characteristics of regular
conditions as specified in Tab 3 are to be applied, depend- waves that maximise the dominant load parameters given in
Ch 5.
ing on the loads applied to the model (respectively symmet-
rical or anti-symmetrical). Any other method may be used provided that relevant doc-
umentation is submitted to the Society for review.
Table 2 : Boundary conditions
to prevent rigid body motion of the model A recommended procedure to compute the characteristics
of the design wave is provided in [3.2].
Boundary conditions DISPLACEMENTS
in directions (1) 3.1.2 Loads

X Y Z Still water loads include:

One node on the fore end of the ship free fixed fixed • the still water sea pressure, defined in Ch 5, Sec 5, [1]
One node on the port side shell at fixed free fixed
aft end of the ship (2) • the still water internal loads, defined in Ch 5, Sec 6 for
the various types of cargoes and for ballast.
One node on the starboard side shell free fixed fixed
at aft end of the ship (2)
Wave loads, determined by mean of hydrodynamic calcula-
tions according to [3.2], include:
Boundary conditions ROTATION
around axes (1) • the wave pressure

X Y Z • the inertial loads.

One node on the fore end of the ship free free free
3.1.3 Lightweight
One node on the port side shell at free free free
aft end of the ship (2) The lightweight of the ship is to be distributed over the
One node on the starboard side shell free free free model length, in order to obtain the actual longitudinal dis-
at aft end of the ship (2) tribution of the still water bending moment.
(1) X, Y and Z directions and axes are defined with respect
to the reference co-ordinate system in Ch 1, Sec 2, [4]. 3.1.4 Models extended over half ship’s breadth
(2) The nodes on the port side shell and that on the star-
board side shell are to be symmetrical with respect to
When the ship is symmetrical with respect to her centreline
the ship’s longitudinal plane of symmetry. longitudinal plane and the hull structure is modelled over
half the ship's breadth, non-symmetrical loads are to be
broken down into symmetrical and anti-symmetrical loads
Table 3 : Symmetry and anti-symmetry conditions and applied separately to the model with symmetry and
in way of the ship’s centreline longitudinal plane anti-symmetry boundary conditions in way of the ship’s
centreline longitudinal plane (see [2.5.2]).
Boundary DISPLACEMENTS in directions (1)
conditions X Y Z 3.2 Procedure for the selection of design
Symmetry free fixed free waves
Anti-symmetry fixed free fixed
3.2.1 Summary of the loading procedure
Boundary ROTATION around axes (1) Applicable cargo loading conditions given in Part D are
conditions X Y Z analysed through:

Symmetry fixed free fixed • the computation of the characteristics of the finite ele-
Anti-symmetry free fixed free ment model under still water loads (see [3.3.1])
(1) X, Y and Z directions and axes are defined with respect • the selection of the load cases critical for the strength of
to the reference co-ordinate system in Ch 1, Sec 2, [4]. the resistant structural members (see [3.3.2]).

136 Bureau Veritas January 2013

 Pt B, Ch 7, App 3

The determination of the design wave characteristics for 3.2.4 Design waves
each load case includes the following steps:
For each load case, the ship is considered to encounter a
• computation of the response operators (amplitude and regular wave, defined by its parameters:
phase) of the dominant load effect
• wave length λ or period T
• selection of the wave length and heading according to
the guidelines in [3.3] • heading angle α (see Fig 1)

• determination of the wave phase such that the dominant • wave height (double amplitude)
load effect reaches its maximum
• wave phase (see Fig 1).
• computation of the wave amplitude corresponding to
the design value of the dominant load effect. Figure 1 : Wave heading

3.2.2 Dominant load effects

Wave propagation
Each critical load case maximises the value of one of the α = 90˚ direction
nine following load effects having a dominant influence on
Y CR
the strength of some parts of the structure: ES
T

• vertical wave bending moment in hogging condition at λ

ξc
midship section
α = 0˚ α α = 180˚
• vertical wave bending moment in sagging condition at
F X
midship section CR
ES
T
• vertical wave shear force on transverse bulkheads
• horizontal wave bending moment at midship section Phase angle (degrees) = ξ c . 360
λ
• wave torque within cargo area of ships with large deck F : center of rotation
openings
• vertical acceleration in midship and fore body sections The wave length λ and the wave period T are linked by the
• transverse acceleration at deck at sides at midship sec- following relation:
tion
λ = g T2/ 2 π
• wave pressure at bottom at centreline in upright ship
condition, at midship section The range of variation of design wave period is between T1
and 22 seconds, where T1 is equal to:
• wave pressure at bottom at side in inclined ship condi-
tion, at midship section. πB
T1 = 2 -------
g
3.2.3 Response Amplitude Operators
The possible wave height H, in m, is limited by the maxi-
The Response Amplitude Operators (RAO’s) and associated mum wave steepness according to the relation (see Fig 2):
phase characteristics are to be computed for wave periods
between 4 and 22 seconds, using a seakeeping program, for H = 0,02 g T2
the following motions and load effects:
• heave, sway, pitch, roll and yaw motions Figure 2 : Allowable range of design waves
• vertical wave bending moment at 0,50L or at the longi-
tudinal position where the bending moment RAO is Wave height (m)

maximum
• vertical wave shear force at 0,25L and 0,50L 40
• horizontal wave bending moment at 0,50L
T2
2g

30
• wave torque at 0,25L, 0,50L and 0,75L (for ships with
0.0

DESIGN
large deck openings). WAVE
20 ALLOWABLE

The response amplitude operators are to be calculated for 2 √ πgB RANGE

10
wave headings ranging from following seas (0 degree) to
5
head seas (180 degrees) by increment of 15 degrees, using a
ship speed of 60% of the maximum service speed. 5 10 15 20 22 Period (s)
The amplitude and phase of other dominant load effects
39 156 351 625 756 Wave
may be computed at relevant wave period, using the RAO’s length (m)

listed above.

January 2013 Bureau Veritas 137

Pt B, Ch 7, App 3

3.2.5 Design wave amplitude 3.2.7 Finite element model loading

The amplitude of the design wave is obtained by dividing
the design value of the dominant load effect by the value of
the response amplitude operator of this effect computed for
the relevant heading and wave length.
The design values of load effect, heading and wave length
are given for each load case in [3.3.2].
The loads are applied to the finite element model according
to the following indications:
a) For fatigue analysis of structural members located in the
vicinity of the mean waterline, the sum of the wave and
hydrostatic parts of the pressure is zero above the
deformed wave profile and varies linearly between the
mean waterline and the wave crest levels.

When positioning the finite element model of the ship on
the design wave, the amplitude of the wave is to be cor-
rected to obtain the design value of the dominant load
effect in order to take into account the non linear effects
due to the hull shape and to the pressure distribution above
the mean water line given in [3.2.7].
The design wave phase is the phase of the dominant load
effect.
b) The fluid pressure in tanks is affected by the change of
direction of the total acceleration vector defined in Ch
5, Sec 6, [1.1.3].
c) For dry unit cargoes, the inertial forces are computed at
the centre of mass, taking into account the mass
moment of inertia.
d) Inertial loads for structure weight and dry uniform cargo
are computed using local accelerations calculated at
their location.

3.2.6 Combined load cases 3.2.8 Equilibrium check

The finite element model is to be in equilibrium condition

For the wave characteristics and crest position selected
with all the still water and wave loads applied.
according to [3.2.5], the value of the wave-induced
motions, accelerations and other load effects is obtained by The unbalanced forces in the three axes are not to exceed
the following formula: 2% of the displacement.
The unbalanced moments are not to exceed 2% of Δ.B
Ei = RAOi a cos(ϕd − ϕi)
around y and z axes and 0,2% of Δ.B around x axis.
where:

Ei : Value of amplitude of the load component i

3.3 Load cases

RAOi : Response amplitude operator of the load com- 3.3.1 Hydrostatic calculation
ponent i computed for the design heading and
wave length For each cargo loading condition given in the relevant
chapter of Part E, the longitudinal distribution of still water
a : Design wave amplitude shear force and bending moment is to be computed and
ϕd : Phase of the dominant load effect checked by reference to the approved loading manual (see
Ch 11, Sec 2).
ϕi : Phase of the load component i. The convergence of the displacement, trim and vertical
As a rule, the amplitude of the load components computed bending moment is deemed satisfactory if within the follow-
ing tolerances:
above are not to exceed their rule reference value by a fac-
tor Cmax given in Tab 4. • 2% of the displacement
• 0,1 degrees of the trim angle
Table 4 : Values of factor Cmax • 10% of the still water bending moment.

Load component Cmax 3.3.2 Value of load effects

Wave bending moments and wave torque
1,10 The wave length and heading which maximise each domi-
(see Ch 5, Sec 2, [3])
nant load effect are specified in Tab 5. Where two values of
Wave shear forces heading angle are indicated in the table, the angle which
1,40
(see Ch 5, Sec 2, [3]) corresponds to the highest peak value of the load effect’s
RAO is to be considered. The wave length and heading may
Roll angle, vertical and horizontal accelerations
1,10 have to be adjusted in order to fulfil the requirements given
(see Ch 5, Sec 3, [2]) in [3.3.2].
Wave pressure
1,20 The design value of dominant load effects is specified in Tab
(see Ch 7, App 1, [4.2.2]) 6.

138 Bureau Veritas January 2013

 Pt B, Ch 7, App 3

Table 5 : Load cases and load effect values

Wave parameters (1)

Load
Dominant load effect Heading Location(s) Notes
case λ
angle
1 Vertical wave bending peak value of vertical wave 180° Midship section
moment in hogging bending moment RAO without
condition being less than 0,9L
2 Vertical wave bending same as load case 1 180° Midship section
moment in sagging
condition
3 Vertical wave shear peak value of vertical wave 0° or Each transverse
force shear force RAO: 180° bulkhead
at 0,5L for 0,35L < x < 0,65L
at 0,25L elsewhere
4 Horizontal wave bend- peak value of horizontal wave 120° or Midship section Select the heading such that
ing moment bending moment RAO or 0,5L 135° the value of Cmax for vertical
wave bending moment is not
exceeded
5 Wave torque peak value of wave torque RAO 60° or Vicinity of 0,25 L Select the heading such that
or 0,5L 75° Midship section the value of Cmax for vertical
wave bending moment is not
exceeded
6 Wave torque peak value of wave torque RAO 90° Midship section Wave amplitude may have
within the allowable range to be limited such that the
value of Cmax for transverse
acceleration and vertical rel-
ative motion at sides are not
exceeded
7 Wave torque same as load case 5 105° or Vicinity of 0,75 L Select the heading such that
120 ° Midship section the value of Cmax for vertical
wave bending moment is not
exceeded
8 Vertical acceleration in 12 ,3 C β Δ 90° or Midship section
inclined ship condition λ = ---------------------- 105°
BLC W

where:
Cβ = 1,0 for 90° heading
1,15 for 105° heading
CW : Waterplane coefficient at
load waterline
9 Vertical acceleration in λ = 1,6 L (0,575 + 0,8 F)2 180° From forward end
upright ship condition of cargo area to F.P.
10 Transverse acceleration λ = 1,35 g TR2 / (2π) 90° Midship section
without being taken greater than
756 m
11 Wave pressure at bot- 0,7 L 180° or Midship section λ may have to be increased
tom at centreline in 0° to keep the wave steepness
upright ship condition below wave breaking limit
12 Wave pressure at bot- λ = 0,35 g TR2 / (2π) 90° Midship section
tom at side in inclined without being taken less than
ship condition 2,0B
(1) The forward ship speed is to be taken equal to 0,6 V.

January 2013 Bureau Veritas 139

Pt B, Ch 7, App 3

Table 6 : Dominant load effect values

Combined load
Dominant load effect Design value References
components
Vertical wave bending moment in hog-
0,625 γW1 MWV ,H MWV,H defined in Ch 5, Sec 2, [3.1.1]
ging condition
−
Vertical wave bending moment in sag- MWV,S defined in Ch 5, Sec 2, [3.1.1]
0,625 γW1 FD MWV ,S
ging condition FD defined in Ch 5, Sec 2, [4.2.1]
Vertical wave shear force 0,625 γW1 QWV − QWV defined in Ch 5, Sec 2, [3.4]
Horizontal wave bending moment 0,625 γW1 MWH − MWH defined in Ch 5, Sec 2, [3.2.1]
Horizontal wave bending
Wave torque (1) 0,625 γW1 MWT MT defined in Ch 5, Sec 2, [3.3]
moment
Vertical acceleration at centreline in Vertical relative motion at
γW2 aZ1 aZ1 defined in Ch 5, Sec 3, [3.4.1]
upright ship condition sides at F.E.
Vertical acceleration at deck at sides in
γW2 aZ2 − aZ2 defined in Ch 5, Sec 3, [3.4.1]
inclined ship condition
Transverse acceleration at deck at sides γW2 aY2 Roll angle aY2 defined in Ch 5, Sec 3, [3.4.1]
Wave pressure at bottom at centreline Vertical wave bending pW defined in Ch 7, App 1, Tab 3 for
γW2 pW
in upright ship condition moment at midship case “a”
Wave pressure at bottom at side in pW defined in Ch 7, App 1, Tab 4 for
γW2 pW −
inclined ship condition case “c”
(1) This load effect is to be considered for ships with large deck openings only.

4 Stress calculation
Figure 3 : Reference and element co-ordinate systems
4.1 Stress components
4.1.1 Stress components are generally identified with
Z 2
respect to the element co-ordinate system, as shown, by X
way of example, in Fig 3. The orientation of the element co-
ordinate system may or may not coincide with that of the
reference co-ordinate system in Ch 1, Sec 2, [4].
The following stress components are to be calculated at the Element
centroid of each element:
• the normal stresses σ1 and σ2 in the directions of ele-
ment co-ordinate system axes
• the shear stress τ12 with respect to the element co-ordi-
nate system axes
1
• the Von Mises equivalent stress, obtained from the fol- X, Y, Z :
lowing formula: Y reference co-ordinate system

2 2 2
σ VM = σ 1 + σ 2 – σ 1 σ 2 + 3τ 12

140 Bureau Veritas January 2013

 Part B
Hull and Stability

Chapter 8

SHIPS LESS THAN 65 M IN LENGTH

SECTION 1 GENERAL - DESIGN LOADS

SECTION 2 HULL GIRDER STRENGTH

SECTION 3 PLATING

SECTION 4 ORDINARY STIFFENERS

SECTION 5 PRIMARY SUPPORTING MEMBERS

January 2013 Bureau Veritas 141

Symbols used in this Chapter
E : Young’s modulus, in N/mm2,to be taken equal k : Material factor, defined in:
to: • Pt B, Ch 4, Sec 1, [2.3], for steel
• for steels in general: • Pt B, Ch 4, Sec 1, [4.4], for aluminium
E = 2,06.105 N/mm2 alloys
• for stainless steels: Ry : Minimum yield stress, in N/mm2, of the mate-
E = 1,95.105 N/mm2 rial, to be taken equal to 235/k N/mm2, unless
• for aluminium alloys: otherwise specified
E = 7,0.104 N/mm2 tc : Corrosion addition, in mm, defined in Pt B, Ch
4, Sec 2, Tab 2
ν : Poisson’s ratio. Unless otherwise specified, a
value of 0,3 is to be taken into account g : Gravity acceleration, in m/s2:
g = 9,81 m/s2
x, y, z : X, Y and Z co-ordinates, in m, of the calculation
point with respect to the reference co-ordinate
system defined in Pt B, Ch 1, Sec 2, [4].

142 Bureau Veritas January 2013

 Pt B, Ch 8, Sec 1

SECTION 1 GENERAL - DESIGN LOADS

Symbols

For symbols not defined in this Section, refer to the list at • Still water local loads are constituted by the hydrostatic
the beginning of this Chapter. external sea pressures and the static pressures and
n, n1 : Navigation coefficients, defined in [1.4] forces induced by the weights carried in the ship spaces.
C : Wave parameter: • Wave local loads are constituted by the external sea
pressures due to waves and the inertial pressures and
L
C = ( 118 – 0 ,36L ) ------------- forces induced by the ship accelerations applied to the
1000
weights carried in the ship spaces.
F : Froude’s number:
For the structures which form the boundary of spaces not
V
F = 0 ,164 ------- intended to carry liquids and which do not belong to the
L
outer shell, the still water and wave pressures in flooding
V : Maximum ahead service speed, in knots, conditions are also to be considered.
aB : Motion and acceleration parameter:
1.1.4 Loading condition
h W⎞
a B = n ⎛ 0 ,76F + 1 ,875 ------
- A loading condition is a distribution of weights carried in
⎝ L⎠
the ship spaces arranged for their storage.
hW : Wave parameter, in m:
3 1.1.5 Load case
L – 250
h W = 11 ,44 – ------------------- A load case is a state of the ship structures subjected to a
110
combination of hull girder and local loads.
h1 : Reference value of the ship relative motion, in
m, defined in [2.3.1]
1.2 Application criteria
aX1, aZ1 : Reference values of the accelerations, in m/s2,
defined in [2.3.2], calculated in way of: 1.2.1 Requirements applicable to all types of ships
• the centre of gravity of the compartment, in The still water and wave loads defined in this Section are to
general be used for the determination of the structural scantlings in
• the centre of gravity of any dry unit cargo, in the central part (see Ch 1, Sec 1) of:
the case of this type of cargo • ships less than 65 m in length, and
dAP : Distance from the top of air pipe to the top of • category II ships less than 90 m in length in which the
compartment, in m deadweight does not exceed 30% of the displacement
d0 : Distance, in m, to be taken equal to: at the summer loadline draught,
• d0 = 0,02L if L > 50 m
according to the requirements in Ch 8, Sec 2, Ch 8, Sec 3,
• d0 = 1 if L ≤ 50 m. Ch 8, Sec 4 and Ch 8, Sec 5.

1 General 1.2.2 Requirements applicable to specific ship

types
The design loads applicable to specific ship types are to be
1.1 Definitions defined in accordance with the requirements in Part D.
1.1.1 Still water loads
1.2.3 Requirements applicable to ships not covered
Still water loads are those acting on the ship at rest in calm by the SOLAS convention
water. The design loads and scantlings of ships not covered by the
1.1.2 Wave loads SOLAS convention, including cargo ships of less than 500
gross tonnage, are given in Part D, Chapter 21.
Wave loads are those due to wave pressures and ship
motions, which can be assumed to have the same wave
encounter period. 1.3 Local loads

1.1.3 Local loads 1.3.1 General

Local loads are pressures and forces which are directly The local loads defined in [1.1.3] are to be calculated as
applied to the individual structural members: plating pan- specified in [1.3.2] for the elements of the outer shell and in
els, ordinary stiffeners and primary supporting members. [1.3.3] for the other elements.

January 2013 Bureau Veritas 143

Pt B, Ch 8, Sec 1

1.3.2 Local loads for the elements of the outer shell 2.2 Ship absolute motions and accelerations
The local loads are to be calculated considering separately:
2.2.1 Surge
• the still water and wave external sea pressures, defined
in [3] The surge acceleration aSU is to be taken equal to 0,5 m/s2.

• the still water and wave internal pressure, defined in [4],

2.2.2 Heave
considering the compartment adjacent to the outer shell
as being loaded. The heave acceleration is obtained, in m/s2, from the fol-
lowing formula:
1.3.3 Local loads for elements other than those of
the outer shell aH = aB g

The local loads are to be calculated considering the still

2.2.3 Pitch
water and wave internal pressure, defined in [4].
The pitch amplitude, period and acceleration are obtained
When calculating the local loads for the structural scantling from the formulae in Tab 2.
of an element which separates two adjacent compartments,
the latter may not be considered simultaneously loaded.
Table 2 : Pitch amplitude, period and acceleration
The local loads to be used are those obtained considering
the two compartments individually loaded.
Period TP, Acceleration
Amplitude AP, in rad
1.3.4 Flooding conditions in s αP, in rad/s2

The still water and wave pressures in flooding conditions h W⎞ ⎛ 0 ,6⎞ 0 ,75 2π 2
0 ,328 a B ⎛ 1 ,32 – ------
- -------- 0 ,575 L A p ⎛ -------⎞
⎝ L ⎠ ⎝ CB ⎠ ⎝ Tp ⎠
are specified in [4.8].

1.3.5 Testing conditions 2.3 Ship relative motion and accelerations

The still water pressure in testing conditions is specified in
[4.9].
1.4 Navigation coefficients
1.4.1 The navigation coefficients, which appear in the for-
mulae of this Section for the definition of wave hull girder
and local loads, are defined in Tab 1 depending on the
assigned navigation notation.
2.3.1 Ship relative motion
The ship relative motion is the vertical oscillating translation
of the sea waterline on the ship side. It is measured, with its
sign, from the waterline at draught T and can be assumed as
being symmetrical on the ship sides.
The reference value of the relative motion is obtained, at
any hull transverse section, from the formulae in Tab 3.

Table 1 : Navigation coefficients Table 3 : Reference values of the ship relative motion

Navigation Navigation Reference value of the relative motion

Navigation notation Location
coefficient n coefficient n1 h1 , in m

Unrestricted navigation 1,00 1,00 4 ,35

0 ,7 ⎛ ----------- – 3 ,25⎞ h 1 ,M if C B < 0 ,875
⎝ ⎠
x=0 CB
Summer zone 0,90 0,95
h 1 ,M if C B ≥ 0 ,875
Tropical zone 0,80 0,90
Coastal area 0,80 0,90 h 1 ,AE – h 1 ,M x
0 < x < 0,3L h 1 ,AE – --------------------------- ----
0 ,3 L
Sheltered area 0,65 0,80
0,42 n C (CB + 0,7)
0,3L ≤ x ≤ 0,7L without being taken greater than the mini-
2 Ship motions and accelerations mum of T and D − 0,9 T

h 1 ,FE – h 1 ,M ⎛ x
2.1 General 0,7L < x < L - ---- – 0 ,7⎞
h 1 ,M + --------------------------
0 ,3 ⎝L ⎠

2.1.1 Ship motions and accelerations are defined, with ⎛4 ,35

----------- – 3 ,25⎞⎠ h 1 ,M
x=L ⎝
their sign, according to the reference co-ordinate system in CB
Ch 1, Sec 2, [4]. Note 1:
h1,AE : Reference value h1 calculated for x = 0
2.1.2 Ship motions and accelerations are assumed to be
h1,M : Reference value h1 calculated for x = 0,5 L
periodic. The motion amplitudes, defined by the formulae
of this Article, are half of the crest to through amplitudes. h1,FE : Reference value h1 calculated for x = L.

144 Bureau Veritas January 2013

 Pt B, Ch 8, Sec 1

Table 4 : Reference value of the accelerations 2.3.2 Accelerations

aX1 and aZ1
The accelerations in X and Z direction are the acceleration
Direction Accelerations, in m/s2 components which result from the ship motions defined in
[2.2]. Their reference values at any point are obtained from
2 2
X - Longitudinal a X1 = a SU + [ A P g + α p ( z – T 1 ) ] the formulae in Tab 4.
Z - Vertical a Z1 = a H2 + α p2 K X L 2

Note 1:
aSU : Surge acceleration, in m/s2, defined in [2.2.1]
aH : Heave acceleration, in m/s2, defined in [2.2.2] 3 Sea pressures
AP, αP : Pitch amplitude, in rad, and acceleration, in
rad/s2, defined in [2.2.3]
3.1 Still water and wave pressures
x 2 x
K X = 1 ,2 ⎛ ---⎞ – 1 ,1 --- + 0 ,2
⎝ L⎠ L
3.1.1 The still water and wave pressures are obtained, in
without being taken less than 0,018. kN/m2, as specified in Tab 5 (see also Fig 1).

Figure 1 : Still water and wave pressures

h1

T
T

Still water pressure Wave pressure

Table 5 : Still water and wave pressures

Still water pressure pS,

Location Wave pressure pW , in kN/m2
in kN/m2
Bottom and side below the waterline – 2π ( T – z )
ρ g (T − z) ρgh 1 e
---------------------------
L
z≤T
Side above the waterline
0 ρ g (T + h1 − z) without being taken less than 0,15 L
z>T
Exposed decks Pressure due to the load
17 ,5nϕ 1 ϕ 2 for 0 ≤ x ≤ 0 ,5L
carried (1)
⎧ 19 ,6 H F – 17 ,5 x
⎛ --- ⎫
⎨ 17 ,5 + ----------------------------------------
- - – 0 ,5⎞ ⎬nϕ 1 ϕ 2 for 0 ,5L < x < 0 ,75L
0 ,25 ⎝L ⎠
⎩ ⎭

19 ,6nϕ 1 ϕ 2 H for 0 ,75L ≤ x ≤ L

(1) The pressure due to the load carried is to be defined by the designer and, in general, may not be taken less than 10 ϕ1 ϕ2 kN/m2.
The Society may accept pressure values lower than 10 ϕ1 ϕ2 kN/m2 when considered appropriate on the basis of the intended
use of the deck.
Note 1:
ρ : Sea water density, in t/m3: ρ = 1,025 t/m3
HF : Value of H calculated at x = 0,75L
V : Contractual service speed, in knots, to be taken not less than 13 knots
ϕ1 : Defined in Tab 6
ϕ2 : Coefficient taken equal to:
L
ϕ 2 = ---------- if L ≥ 50m
120
ϕ 2 = 0 ,42 if L < 50m

2
x VL- – ( z – T ) , without being taken less than 0,8
H = 2 ,66 ⎛ --- – 0 ,7⎞ + 0 ,14 ------
⎝L ⎠ CB

January 2013 Bureau Veritas 145

Pt B, Ch 8, Sec 1

Table 6 : Coefficient for pressure on exposed decks 4 Internal pressures and forces
Exposed deck location ϕ1
4.1 Liquids
Freeboard deck 1,00
Top of lowest tier 0,75 4.1.1 Watertight bulkheads
Top of second tier 0,56 The still water and inertial pressures are obtained, in kN/m2,
as specified in Tab 7.
Top of third tier 0,42
Top of fourth tier 0,32 4.1.2 Swash bulkheads
Top of fifth tier 0,25 The still water and inertial pressures are obtained, in kN/m2,
as specified in Tab 8.
Top of sixth tier 0,20
Top of seventh tier 0,15
4.2 Dry bulk cargoes
Top of eighth tier and above 0,10
4.2.1 Still water and inertial pressures
Table 7 : Watertight bulkheads of liquid compartments The still water and inertial pressures (excluding those acting
Still water and wave pressures on the sloping plates of wing tanks, which may be taken
Still water pressure pS , Inertial pressure pW , equal to zero) are obtained, in kN/m2, as specified in Tab 9.
in kN/m2 in kN/m2 Table 8 : Swash bulkheads in liquid compartments
The greater of the values obtained lB Still water and inertial pressures
from the following formulae: ρ L a X1 ---- + a Z1 ( z T OP – z )
2
ρL g (zL − z) Still water pressure pS and inertial
ρL g (zTOP − z) + 100 pPV Swash bulkhead
pressure pW, in kN/m2
to be taken not less than:
Transverse bulkhead pS = 2,2 δ lC (1 − α) AP
0, 8L 1 ⎞
ρ L g ⎛ --------------------
- without being less than 0,4 g d0
⎝ 420 – L 1⎠

Note 1: pW = 2,2 δ lC (1 − α) AP
ρL : Density, in t/m3, of the liquid cargo carried without being less than 0,4 g d0
zTOP : Z co-ordinate, in m, of the highest point of the Longitudinal bulkhead pS = 2,2 δ bC (1 − α) 0,35
tank in the z direction
without being less than 0,4 g d0
zL : Z co-ordinate, in m, of the highest point of the liquid:
zL = zTOP + 0,5 (zAP − zTOP) pW = 2,2 δ bC (1 − α) 0,35
zAP : Z co-ordinate, in m, of the top of air pipe, to be without being less than 0,4 g d0
taken not less than zTOP
pPV : Setting pressure, in bar, of safety valves Note 1:
lB : Longitudinal distance, in m, between the trans- α : Ratio of lightening hole area to the bulkhead
verse tank boundaries. area, not to be taken greater than 0,3.

Table 9 : Dry bulk cargoes - Still water and inertial pressures

Still water pressure pS , in kN/m2 Inertial pressure pW , in kN/m2

⎧ ϕ 2
2⎫ ⎧ ϕ 2
2⎫
tan ⎛ 45 – ---⎞ tan ⎛ 45 – ---⎞
2 o 2 o
ρ B g ( z B – z ) ⎨ ( sin α ) + ( cos α ) ⎬ ρ B a Z1 ( z B – z ) ⎨ ( sin α ) + ( cos α ) ⎬
⎝ 2⎠ ⎝ 2⎠
⎩ ⎭ ⎩ ⎭

Note 1:
ρB : Density, in t/m3, of the dry bulk cargo carried, to be taken equal to:
p DB
ρ B = ---------------------------
-
g ( z B – h DB )

pDB : Design pressure, in kN/m2, on the double bottom

zB : Z co-ordinate, in m, of the rated upper surface of the bulk cargo (horizontal ideal plane of the volume filled by the
cargo), to be taken equal to:
zB = 0,9 (D − hDB) + hDB
hDB : Height, in m, of the double bottom, to be taken as the vertical distance from the baseline to the inner bottom
α : Angle, in degrees, between the horizontal plane and the surface of the hull structure to which the calculation point belongs
ϕ : Angle of repose, in degrees, of the dry bulk cargo carried (considered drained and removed); in the absence of more pre-
cise evaluation, the following values may be taken:
• ϕ = 30o in general
• ϕ = 35o for iron ore
• ϕ = 25o for cement.

146 Bureau Veritas January 2013

 Pt B, Ch 8, Sec 1

4.3 Dry uniform cargoes Table 12 : Wheeled cargoes

Still water and inertial forces
4.3.1 Still water and inertial pressures
The still water and inertial pressures transmitted to the deck Still water forces FS ,
Inertial forces FW , in kN
structures are obtained, in kN/m2, as specified in Tab 10. in kN
FS = Mg • sea condition:
Table 10 : Dry uniform cargoes FW,Z = α M a Z1 in z direction
Still water and inertial pressures
• loading/unloading condition:
FW,Z = 0,1 M g in z direction
Inertial pressure
Still water pressure pS , in kN/m2 Note 1:
pW , in kN/m2
M : Force applied by one wheel, obtained, in t, from
The value of pS is in general defined by a Z1 the following formula:
the designer; in any case, it may not be p S -------
g
Q
taken less than 10 kN/m2. M = ------A-
nW
When the value of pS is not defined by
the designer, it may be taken, in kN/m2 QA : Axle load, in t. For fork-lift trucks, the value of
equal to 6,9 hTD , where hTD is the com- QA is to be taken equal to the total mass of the
partment ‘tweendeck height at side, in m. vehicle, including that of the cargo handled,
applied to one axle only.
4.4 Dry unit cargoes nW : Number of wheels for the axle considered
α : Coefficient taken equal to:
4.4.1 Still water and inertial forces • 0,5 in general
• 1,0 for landing gears of trailers.
The still water and inertial forces transmitted to the hull
structures are to be determined on the basis of the forces
obtained, in kN, as specified in Tab 11, taking into account In the case of tracked vehicles, the print to be considered is
the elastic characteristics of the lashing arrangement and/or that below each wheel.
the structure which contains the cargo.
For vehicles on rails, all the forces transmitted are to be con-
Table 11 : Dry unit cargoes sidered as concentrated.
Still water and inertial forces

Still water forces FS , in kN Inertial forces FW , in kN 4.6 Accommodation

FS = Mg FW,X = M a X1 in x direction
4.6.1 Still water and inertial pressures
FW,Z = M a Z1 in z direction
Note 1: The still water and inertial pressures transmitted to the deck
M : Mass, in t, of a dry unit cargo carried. structures are obtained, in kN/m2, as specified in Tab 13.

4.5 Wheeled cargoes Table 13 : Accommodation

Still water and inertial pressures
4.5.1 Still water and inertial forces
Caterpillar trucks and unusual vehicles are considered by Inertial pressure
Still water pressure pS , in kN/m2
the Society on a case by case basis. pW, in kN/m2
The value of pS is defined in Tab 14
The load supported by the crutches of semi-trailers, han- a Z1
depending on the type of the accom- p S -------
dling machines and platforms is considered by the Society g
modation compartment
on a case by case basis.
Loading/ unloading condition is to be taken into account
Table 14 : Still water deck pressure
only for fork-lift trucks.
in accommodation compartments
The forces transmitted through the tyres are comparable to
pressure uniformly distributed on the tyre print, whose Type of accommodation compartment pS , in kN/m2
dimensions are to be indicated by the Designer together
Large public spaces, such as: 5,0
with information concerning the arrangement of wheels on
axles, the load per axles and the tyre pressures. restaurants, halls, cinemas, lounges
Large rooms, such as: 3,0
With the exception of dimensioning of plating, such forces
• rooms with fixed furniture
may be considered as concentrated in the tyre print centre.
• games and hobbies rooms, hospitals
The still water and inertial forces transmitted to the hull
Cabins 3,0
structures are to be determined on the basis of the forces
obtained, in kN, as specified in Tab 12. Other compartments 2,5

January 2013 Bureau Veritas 147

Pt B, Ch 8, Sec 1

4.7 Machinery No inertial pressure is to be considered as acting on plates

and stiffeners subject to tank testing.
4.7.1 Still water and inertial pressures
The still water and inertial pressures transmitted to the deck Table 17 : Still water pressures
structures are obtained, in kN/m2, from formulae in Tab 15.

Table 15 : Machinery Compartment or

Still water pressure pST , in kN/m2
Still water and inertial pressures structure to be tested
Double bottom tanks The greater of the following:
Still water pressure pS, Inertial pressure pW,
pST = 10 [(zTOP − z) + dAP]
in kN/m2 in kN/m2
pST = 10 (zml − z)
a Z1 where:
10 p S -------
g zml : Z co-ordinate, in m, of
the margin line (1)
4.8 Flooding
Double side tanks, fore The greater of the following:
4.8.1 Still water and inertial pressures and after peaks used as pST = 10 [(zTOP − z) + dAP]
tank, cofferdams pST = 10 [(zTOP − z) + 0,3 H]
The still water and inertial pressures to be considered as act-
ing on platings (with exception of bottom and side shell H : Height, in m, of a tank,
platings) which constitute boundaries of compartments not with: 0,9 ≤ 0,3 H ≤ 2,4
intended to carry liquids are obtained, in kN/m2, from the For ships greater than 40 m, 0,3 H
formulae in Tab 16. is not to be taken less than 2,4 m
Tank bulkheads, deep The greatest of the following:
Table 16 : Flooding - Still water and inertial pressures
tanks, fuel oil bunkers pST = 10 [(zTOP − z) + dAP]
Still water pressure pSF , Inertial pressure pWF , pST = 10 [(zTOP − z) + 0,3 H]
in kN/m2 in kN/m2 pST = 10 [(zTOP − z) + 10 pPV]
where:
ρ g (zF − z) 0,6 ρ a Z1 (zF − z)
pPV : Setting pressure, in bar,
without being taken less than without being taken less than
of the safety relief
0,4 g d0 0,4 g d0
valves, where relevant
Note 1:
Fore peak not used as The greater of the following:
zF : Z co-ordinate, in m, of the freeboard deck at
tank pST = 10 (zF − z)
side in way of the transverse section considered.
Where the results of damage stability calcula- pST = 10 (zml − z)
tions are available, the deepest equilibrium where:
waterline may be considered in lieu of the free- zF : As defined in Tab 16
board deck; in this case, the Society may require zml : Z co-ordinate, in m, of
transient conditions to be taken into account. the margin line (1)
Chain locker (if aft of pST = 10 (zTOP − z)
4.9 Testing collision bulkhead)
4.9.1 Still water pressure (1) The margin line is a line drawn at least 76mm below the
The still water pressure to be considered as acting on plates upper surface of:
and stiffeners subject to tank testing is obtained, in kN/m2, • the bulkhead deck at side for passenger ships
from the formulae in Tab 17. • the freeboard deck at side for cargo ships.

148 Bureau Veritas January 2013

 Pt B, Ch 8, Sec 2

SECTION 2 HULL GIRDER STRENGTH

Symbols

For symbols not defined in this Section, refer to the list at AEFF = ALG a
the beginning of this Chapter.
where:
IY : Moment of inertia, in m4, of the hull transverse
ALG : Sectional area, in m2, of longitudinal girders
section defined in [1.1] about its horizontal
neutral axis a : Coefficient:
ZA 3
: Section modulus, in m , at any point of the hull • for longitudinal girders effectively supported
transverse section, to be calculated according to by longitudinal bulkheads or primary sup-
[1.3.1] porting members:

ZAB,ZAD : Section moduli, in m3, at bottom and deck, a=1

respectively, to be calculated according to • for longitudinal girders not effectively sup-
[1.3.2] ported by longitudinal bulkheads or primary
n1 : Navigation coefficient defined in Ch 8, Sec 1, supporting members and having dimensions
Tab 1. and scantlings such that l0 / r ≤ 60:
0 ,5
s
a = 0 ,6 ⎛⎝ ----- + 0 ,15⎞⎠
1 Basic criteria b1

• for longitudinal girders not effectively sup-

1.1 Hull girder transverse sections ported by longitudinal bulkheads or primary
supporting members and having dimensions
1.1.1 General and scantlings such that l0 / r > 60:
Hull girder transverse sections are constituted by the mem- a=0
bers contributing to the hull girder longitudinal strength, i.e.
l0 : Span, in m, of longitudinal girders, to be taken
all continuous longitudinal members below the strength
as shown in Fig 1
deck defined in [1.2], taking into account the requirements
in [1.1.2] to [1.1.9]. r : Minimum radius of gyration, in m, of the longi-
tudinal girder transverse section
These members are to be considered as having gross scant-
lings. s, b1 : Dimensions, in m, defined in Fig 1.

1.1.2 Continuous trunks and continuous Figure 1 : Longitudinal girders between hatchways
longitudinal hatch coamings
Continuous trunks and continuous longitudinal hatch 0
coamings may be included in the hull girder transverse sec-
tions, provided they are effectively supported by longitudi-
nal bulkheads or primary supporting members.
b1

1.1.3 Longitudinal ordinary stiffeners or girders

welded above the decks
Longitudinal ordinary stiffeners or girders welded above the s s
b1

decks (including the deck of any trunk fitted as specified in

[1.1.2]) may be included in the hull girder transverse sec-
tions.

1.1.4 Longitudinal girders between hatchways

Where longitudinal girders are fitted between hatchways, 1.1.5 Longitudinal bulkheads with vertical
the sectional area that can be included in the hull girder corrugations
transverse sections is obtained, in m2, from the following Longitudinal bulkheads with vertical corrugations may not
formula: be included in the hull girder transverse sections.

January 2013 Bureau Veritas 149

Pt B, Ch 8, Sec 2

1.1.6 Members in materials other than steel Where the total breadth of small openings ΣbS does not ful-
Where a member contributing to the longitudinal strength is fil the above criteria, only the excess of breadth is to be
made in material other than steel with a Young’s modulus E deducted from the sectional areas included in the hull
equal to 2,06.105 N/mm2, the steel equivalent sectional girder transverse sections.
area that may be included in the hull girder transverse sec-
tions is obtained, in m2, from the following formula: 1.1.9 Lightening holes, draining holes and single
scallops
E
A SE = ----------------------5 A M Lightening holes, draining holes and single scallops in lon-
2 ,06.10
gitudinals need not be deducted if their height is less than
where:
0,25 hW 10−3, without being greater than 75 mm, where hW
AM : Sectional area, in m2, of the member under con- is the web height, in mm, defined in Ch 4, Sec 3.
sideration.
Otherwise, the excess is to be deducted from the sectional
1.1.7 Large openings area or compensated.
Large openings are:
• elliptical openings exceeding 2,5 m in length or 1,2 m 1.2 Strength deck
in breadth
• circular openings exceeding 0,9 m in diameter. 1.2.1 The strength deck is, in general, the uppermost con-
tinuous deck.
Large openings and scallops, where scallop welding is
applied, are always to be deducted from the sectional areas In the case of a superstructure or deckhouses contributing
included in the hull girder transverse sections. to the longitudinal strength, the strength deck is the deck of
the superstructure or the deck of the uppermost deckhouse.
1.1.8 Small openings
Smaller openings than those in [1.1.7] in one transverse 1.2.2 A superstructure extending at least 0,15L within 0,4L
section in the strength deck or bottom area need not be amidships may generally be considered as contributing to
deducted from the sectional areas included in the hull the longitudinal strength. For other superstructures and for
girder transverse sections, provided that: deckhouses, their contribution to the longitudinal strength
ΣbS ≤ 0,06 (B − Σb) is to be assessed on a case by case basis.
where: The presence of openings in the side shell and longitudinal
ΣbS : Total breadth of small openings, in m, in the bulkheads is to be taken into account in the analysis. This
strength deck or bottom area at the transverse may be done by assigning to the plate panel between the
section considered, determined as indicated in side frames beside each opening an equivalent thickness, in
Fig 2 mm, obtained from the following formula:
Σb : Total breadth of large openings, in m, at the 2 –1
Gh 1
t EQ = 10 l P ⎛ ------------- + -----⎞
3
transverse section considered, determined as ⎝ 12EI J A J⎠
indicated in Fig 2.
where (see Fig 3):
Figure 2 : Calculation of Σb and ΣbS
lP : Longitudinal distance, in m, between the frames
beside the opening
h : Height, in m, of openings
b1
IJ : Moment of inertia, in m4, of the opening jamb
30° about the transverse axis y-y
AJ : Shear area, in m2, of the opening jamb in the
direction of the longitudinal axis x-x
Hull transverse section
under consideration Figure 3 : Side openings

Side frames

y
30°
b2
h x x

y
p Cross section of
b1 and b2 included in Σb and Σbs the opening jamb

150 Bureau Veritas January 2013

 Pt B, Ch 8, Sec 2

G : Coulomb’s modulus, in N/mm2, of the material • if longitudinal ordinary stiffeners or girders

used for the opening jamb, to be taken equal to: welded above the strength deck are taken
• for steels: into account in the calculation of IY, as spec-
ified in [1.1.3], VD is to be obtained from the
G = 8,0.104 N/mm2,
formula given above for continuous trunks
• for aluminium alloys: or hatch coamings. In this case, yT and zT
G = 2,7.104 N/mm2. are the Y and Z co-ordinates, in m, of the
top of the longitudinal ordinary stiffeners or
1.3 Section modulus girders with respect to the reference co-ordi-
nate system defined in Ch 1, Sec 2, [4].
1.3.1 The section modulus at any point of a hull transverse
section is obtained, in m3, from the following formula:
2 Section modulus and moment of
IY
Z A = ---------------
z–N
- inertia
where:
2.1 General
z : Z co-ordinate, in m, of the calculation point
with respect to the reference co-ordinate system
defined in Ch 1, Sec 2, [4] 2.1.1 The requirements in [2.2] and [2.3] provide the mini-
mum hull girder section modulus and the midship section
N : Z co-ordinate, in m, of the centre of gravity of moment of inertia required to ensure sufficient hull girder
the hull transverse section defined in [1.1], with rigidity.
respect to the reference co-ordinate system
defined in Ch 1, Sec 2, [4].
2.2 Section modulus
1.3.2 The section moduli at bottom and at deck are
obtained, in m3, from the following formulae: 2.2.1 The gross section moduli ZAB and ZAD at the midship
• at bottom: section are to be not less than the value obtained, in m3,
I from the following formula:
Z AB = ---Y-
N ZR,MIN = n1 C L2 B (CB + 0,7) k 10−6
• at deck:
IY 2.2.2 The k material factors are to be defined with respect
Z AD = ------ to the materials used for the bottom and deck members
VD
contributing to the hull girder longitudinal strength accord-
where: ing to [1].
N : Defined in [1.3.1]
2.2.3 Where the total breadth ΣbS of small openings, as
VD : Vertical distance, in m:
defined in [1.1.8], is deducted from the sectional areas
• in general: included in the hull girder transverse sections, the value
VD = zD - N ZR,MIN defined in [2.2.1] may be reduced by 3%.
where:
zD : Z co-ordinate, in m, of strength 2.2.4 Scantlings of members contributing to the longitudi-
nal strength (see [1]) are to be maintained within 0,4L amid-
deck, defined in [1.2] with
ships.
respect to the reference co-ordi-
nate system defined in Ch 1, Sec
2, [4] 2.2.5 Scantlings of members contributing to the hull girder
longitudinal strength (see [1]) may be gradually reduced,
• if continuous trunks or hatch coamings are outside 0,4L amidships, to the minimum required for local
taken into account in the calculation of IY, strength purposes at fore and aft parts, as specified in Part B,
as specified in [1.1.2]: Chapter 9.
y
V D = ( z T – N ) ⎛ 0 ,9 + 0 ,2 ----T-⎞ ≥ z D – N
⎝ B⎠ 2.3 Midship section moment of inertia
where:
yT, zT : Y and Z co-ordinates, in m, of 2.3.1 The gross midship section moment of inertia about its
the top of continuous trunk or horizontal neutral axis is to be not less than the value
hatch coaming with respect to obtained, in m4, from the following formula:
the reference co-ordinate system IYR = 3 Z’R,MIN L 10−2
defined in Ch 1, Sec 2, [4]; yT
and zT are to be measured for where Z’R,MIN is the required midship section modulus
the point which maximises the ZR,MIN, in m3, calculated as specified in [2.2.1], but assum-
value of VD ing k = 1.

January 2013 Bureau Veritas 151

Pt B, Ch 8, Sec 3

SECTION 3 PLATING

Symbols
For symbols not defined in this Section, refer to the list at 1 General
the beginning of this Chapter.

pS : Still water pressure, in kN/m2, see [3.2.2] 1.1 Net thicknesses

pW : Wave pressure, in kN/m2, see [3.2.2]
pSF, pWF : Still water and wave pressure, in kN/m2, in
flooding conditions, defined in Ch 8, Sec 1,
[4.8]
1.1.1 As specified in Ch 4, Sec 2, [1], all thicknesses
referred to in this Section are net, i.e. they do not include
any margin for corrosion.
The gross thicknesses are obtained as specified in Ch 4, Sec 2.

FS : Still water wheeled force, in kN, see [4.2.2] 1.2 Partial safety factors

FW,Z : Inertial wheeled force, in kN, see [4.2.2] 1.2.1 The partial safety factors to be considered for the
checking of the plating are specified in Tab 1.
ReH : Minimum yield stress, in N/mm2, of the plating
material, defined in Ch 4, Sec 1, [2] 1.3 Elementary plate panel
l : Length, in m, of the longer side of the plate 1.3.1 The elementary plate panel is the smallest unstiffened
panel part of plating.
s : Length, in m, of the shorter side of the plate
panel 1.4 Load point
ca : Aspect ratio of the plate panel, equal to: 1.4.1 Unless otherwise specified, lateral pressure is to be
calculated:
s 2 s • for longitudinal framing, at the lower edge of the ele-
c a = 1 ,21 1 + 0 ,33 ⎛ --⎞ – 0 ,69 --
⎝ l⎠ l mentary plate panel or, in the case of horizontal plating,
at the point of minimum y-value among those of the ele-
to be taken not greater than 1,0 mentary plate panel considered
• for transverse framing, at the lower edge of the strake.
cr : Coefficient of curvature of the panel, equal to:

cr = 1 − 0,5 s / r 2 General requirements

to be taken not less than 0,5
2.1 General
r : Radius of curvature, in m
2.1.1 The requirements in [2.2] to [2.6] are to be applied to
tnet : Net thickness, in mm, of a plate panel. plating in addition of those in [3] to [4].

Table 1 : Plating - Partial safety factors

Strength check of plating subjected to lateral pressure

Partial safety factors
General Flooding pressure (1) Testing check
covering uncertainties Symbol
regarding: see [3.2], [3.3.1], [3.4.1], see [3.3.2], [3.4.2] see [3.3.3], [3.4.3]
[3.5.1] and [4] and [3.5.2] and [3.5.3]
Still water hull girder loads γS1 Not applicable Not applicable Not applicable
Wave hull girder loads γW1 Not applicable Not applicable Not applicable
Still water pressure γS2 1,00 1,00 1,00
Wave pressure γW2 1,20 1,20 Not applicable
Material γm 1,02 1,02 1,02
Resistance γR 1,20 1,05 (2) 1,05
(1) Applies only to plating to be checked in flooding conditions
(2) For plating of the collision bulkhead, γR =1,25

152 Bureau Veritas January 2013

 Pt B, Ch 8, Sec 3

2.2 Minimum net thicknesses 2.3 Bilge plating

2.2.1 The net thickness of plating is to be not less than the 2.3.1 The net thickness of the longitudinally framed bilge
values given in Tab 2. plating is to be not less than the value obtained, in mm,
from [3.3.1].
Table 2 : Minimum net thickness of plating
2.3.2 The net thickness of the transversely framed bilge
Minimum net plating is to be not less than the value obtained, in mm,
Plating
thickness, in mm from the following formula:
Keel 4,3 + 0,029 L k1/2 + 4,5 s t = 0,7 [ γR γm (γS2 pS + γW2 pW) sb ]0,4 R0,6 k1/2
Bottom where:
• longitudinal framing 2,3 + 0,026 L k1/2 + 4,5 s R : Bilge radius, in m
• transverse framing 3,3 + 0,026 L k1/2 + 4,5 s sb : Spacing of floors or transverse bilge brackets, in
Inner bottom m
• outside the engine room (1) 1,5 + 0,026 L k1/2 + 4,5 s ps : Still water sea pressure, defined in Ch 8, Sec 1,
• engine room 3,0 + 0,026 L k 1/2
+ 4,5 s
[3]

Side pw : Wave pressure, defined in Ch 8, Sec 1, [3].

• below freeboard deck (1) 3,1 + 0,017 L k1/2 + 4,5 s 2.3.3 The net thickness bilge plating is to be not less than
• between freeboard deck and 3,0 + 0,004 L k1/2 + 4,5 s the actual thicknesses of the adjacent bottom or side plat-
strength deck ing, whichever is the greater.
Inner side 1,7 + 0,013 L k1/2 + 4,5 s
Weather strength deck and trunk
2.4 Inner bottom of cargo holds intended to
deck, if any (2) carry dry cargo
• area within 0,4L amidships 2.4.1 For ships with one of the following service notations:
- longitudinal framing 2,1 + 0,032 L k1/2 + 4,5 s • general cargo ship, intended to carry dry bulk cargo in
- transverse framing 2,1 + 0,040 L k1/2 + 4,5 s holds
• area outside 0,4 L amidships (3) • bulk carrier
• between hatchways 2,1 + 0,013 L k1/2 + 4,5 s • bulk carrier ESP
• at fore and aft part 2,1 + 0,013 L k 1/2
+ 4,5 s • ore carrier ESP
Cargo deck • combination carrier ESP,
• general 9,7 s k 1/2
the inner bottom net thickness is to be increased by 2 mm
• wheeled load only 4,5 unless it is protected by a continuous wooden ceiling.
Accommodation deck 1,3 + 0,004 L k1/2 + 4,5 s
Platform in engine room 1,7 + 0,013 L k1/2 + 4,5 s 2.5 Sheerstrake
Transverse watertight bulkhead (4) 1,3 + 0,004 L k1/2 + 4,5 s 2.5.1 Welded sheerstrake
Longitud. watertight bulkhead (4) 1,7 + 0,013 L k1/2 + 4,5 s The net thickness of a welded sheerstrake is to be not less
Tank and wash bulkhead (4) 1,7 + 0,013 L k1/2 + 4,5 s than that of the adjacent side plating, taking into account
higher strength steel corrections if needed.
(1) Not applicable to ships with one of the service notations
passenger ship and ro-ro passenger ship. For such ships, In general, the required net thickness of the adjacent side
refer to the applicable requirements of Part D. plating is to be taken as a reference. In specific case, depend-
(2) Not applicable to ships with one of the following service ing on its actual net thickness, this latter may be required to
notations: be considered when deemed necessary by the Society.
• ro-ro cargo ship
• liquefied gas carrier 2.5.2 Rounded sheerstrake
• passenger ship The net thickness of a rounded sheerstrake is to be not less
• ro-ro passenger ship. than the actual net thickness of the adjacent deck plating.
For such ships, refer to the applicable requirements of
Part D. 2.5.3 Net thickness of the sheerstrake in way of
(3) The minimum net thickness is to be obtained by linearly breaks of long superstructures
interpolating between that required for the area within The net thickness of the sheerstrake is to be increased in
0,4 L amidships and that at the fore and aft part. way of breaks of long superstructures occurring within 0,5L
(4) Not applicable to ships with the service notation lique- amidships, over a length of about one sixth of the ship’s
fied gas carrier breadth on each side of the superstructure end.

January 2013 Bureau Veritas 153

Pt B, Ch 8, Sec 3
This increase in net thickness is to be equal to 40%, without
exceeding 4,5 mm.
Where the breaks of superstructures occur outside 0,5L
amidships, the increase in net thickness may be reduced to
30%, without exceeding 2,5 mm.
2.5.4 Net thickness of the sheerstrake in way of
breaks of short superstructures
The net thickness of the sheerstrake is to be increased in
way of breaks of short superstructures occurring within 0,6L
amidships, over a length of about one sixth of the ship’s
breadth on each side of the superstructure end.
This increase in net thickness is to be equal to 15%, without
exceeding 4,5 mm.
2.6 Stringer plate
2.6.1 General
The net thickness of the stringer plate is to be not less than
the actual net thickness of the adjacent deck plating.
2.6.2 Net thickness of the stringer plate in way of
breaks of long superstructures
The net thickness of the stringer plate is to be increased in
way of breaks of long superstructures occurring within 0,5L
amidships, over a length of about one sixth of the ship’s
breadth on each side of the superstructure end.
This increase in net thickness is to be equal to 40%, without
exceeding 4,5 mm.
Where the breaks of superstructures occur outside 0,5L
amidships, the increase in net thickness may be reduced to
30%, without exceeding 2,5 mm.
2.6.3 Net thickness of the stringer plate in way of
breaks of short superstructures
The net thickness of the stringer plate is to be increased in
way of breaks of short superstructures occurring within 0,6L
amidships, over a length of about one sixth of the ship’s
breadth on each side of the superstructure end.
This increase in net thickness is to be equal to 15%, without
exceeding 4,5 mm.
2.7 Deck plating protected by wood sheath-
ing or deck composition
2.7.1 The net thickness of deck plating protected by wood
sheathing, deck composition or other arrangements deemed
suitable by the Society may be reduced on a case by case
basis. In any case this net thickness is to be not less than the
minimum value in Tab 2.
2.7.2 The sheathing is to be secured to the deck to the satis-
faction of the Society.
154 Bureau Veritas
2.8 Corrugated bulkhead
2.8.1 Unless otherwise specified, the net plating thickness
of a corrugated bulkhead is to be not less than that obtained
from [3] with s equal to the greater of b and c, where b and
c are defined in Ch 4, Sec 7, Fig 3.
3 Strength check of plating subjected
to lateral pressure
3.1 General
3.1.1 The requirements of this Article apply for the strength
check of plating subjected to lateral pressure and, for plat-
ing contributing to the longitudinal strength, to hull girder
normal stresses.
3.2 Load model
3.2.1 General
The still water and wave lateral pressures induced by the
sea and the various types of cargoes and ballast in intact
conditions are to be considered, depending on the location
of the plating under consideration and the type of the com-
partments adjacent to it, in accordance with Ch 8, Sec 1,
[1.3].
The plating which constitute the boundary of compartments
not intended to carry liquids (excluding bottom and side
shell platings) is to be subjected to lateral pressure in flood-
ing conditions.
3.2.2 Lateral pressure in intact conditions
The lateral pressure in intact conditions is constituted by
still water pressure and wave pressure.
Still water pressure (pS) includes:
• the still water sea pressure, defined in Ch 8, Sec 1, [3]
• the still water internal pressure, defined in Ch 8, Sec 1,
[4.1] to Ch 8, Sec 1, [4.7] for the various types of car-
goes and for ballast.
Wave pressure (pW) includes:
• the wave pressure, defined in Ch 8, Sec 1, [3]
• the inertial pressure, defined in Ch 8, Sec 1, [4.1] to Ch
8, Sec 1, [4.7] for the various types of cargoes and for
ballast.
3.2.3 Lateral pressure in flooding conditions
The lateral pressure in flooding conditions is constituted by
the still water pressure pSF and wave pressure pWF defined in
Ch 8, Sec 1, [4.8].
3.2.4 Lateral pressure in testing conditions
The lateral pressure in testing conditions is constituted by
the still water pressure pST defined in Ch 8, Sec 1, [4.9].
January 2013
 Pt B, Ch 8, Sec 3

3.3 Longitudinally framed plating contributing σ X1

λ T = 1 –0 ,89 γ m -------
-
to the hull girder longitudinal strength Ry

σX1 is defined in [3.3.1].

3.3.1 General
Within 0,4 L amidships, the net thickness of laterally loaded Outside 0,4 L amidships, see Ch 8, Sec 2, [2.2.5].
plate panels subjected to in-plane normal stress acting on
the shorter sides is to be not less than the value obtained, in 3.4.2 Flooding conditions
mm, from the following formula:
Within 0,4 L amidships, the plating which constitute the
boundary of compartments not intended to carry liquids
γ S2 p S + γ W2 p W
t = 14 ,9 c a c r s γ R γ m ---------------------------------- (excluding bottom and side shell platings) is to be checked
λL Ry
in flooding conditions. To this end, its net thickness is to be
where: not less than the value obtained, in mm, from the following
formula:
σ X1⎞ 2 σ X1
λL = 1 – 0 ,95 ⎛ γ m -------
- – 0 ,225γ m -------
-
⎝ Ry ⎠ Ry γ S2 p SF + γ W2 p WF
t = 17 ,2 c a c r s γ R γ m --------------------------------------
λT Ry
100 z
σ X1 = ---------- ⎛ 1 – -------------⎞ for 0 ≤ z ≤ 0 ,5D
k ⎝ 0 ,5D⎠ where λT is defined in [3.4.1].
100 z Outside 0,4 L amidships, see Ch 8, Sec 2, [2.2.5].
σ X1 = ---------- ⎛⎝ ------------- – 1⎞⎠ for 0 ,5D < z ≤ D
k 0 ,5D
3.4.3 Testing conditions
σX1 is not to be taken less than 65/k N/mm2.
The plating of compartments or structures as defined in Ch
Outside 0,4 L amidships, see Ch 8, Sec 2, [2.2.5]. 8, Sec 1, Tab 17 is to be checked in testing conditions. To
this end, its net thickness is to be not less than the value
3.3.2 Flooding conditions obtained, in mm, from the following formula:
Within 0,4 L amidships, the plating which constitute the
boundary of compartments not intended to carry liquids γ S2 p ST
t = 14 ,9 c a c r s γ R γ m -------------
-
(excluding bottom and side shell platings) is to be checked Ry
in flooding conditions. To this end, its net thickness is to be
not less than the value obtained, in mm, from the following
formula: 3.5 Plating not contributing to the hull
girder longitudinal strength
γ S2 p SF + γ W2 p WF
t = 14 ,9 c a c r s γ R γ m --------------------------------------
λL Ry 3.5.1 General
where λL is defined in [3.3.1]. The net thickness of plate panels subjected to lateral pres-
sure is to be not less than the value obtained, in mm, from
Outside 0,4 L amidships, see Ch 8, Sec 2, [2.2.5]. the following formula:
3.3.3 Testing conditions γ S2 p S + γ W2 p W
t = 14 ,9 c a c r s γ R γ m ----------------------------------
The plating of compartments or structures as defined in Ch Ry
8, Sec 1, Tab 17 is to be checked in testing conditions. To
this end, its net thickness is to be not less than the value 3.5.2 Flooding conditions
obtained, in mm, from the following formula:
The plating which constitute the boundary of compartments
γ S2 p ST not intended to carry liquids (excluding bottom and side
t = 14 ,9 c a c r s γ R γ m -------------
- shell platings) is to be checked in flooding conditions. To
Ry
this end, its net thickness is to be not less than the value
obtained, in mm, from the following formula:
3.4 Transversely framed plating contributing
to the hull girder longitudinal strength γ S2 p SF + γ W2 p WF
t = 14 ,9 c a c r s γ R γ m --------------------------------------
Ry
3.4.1 General
Within 0,4 L amidships, the net thickness of laterally loaded 3.5.3 Testing conditions
plate panels subjected to in-plane normal stress acting on The plating of compartments or structures as defined in Ch
the longer sides is to be not less than the value obtained, in 8, Sec 1, Tab 17 is to be checked in testing conditions. To
mm, from the following formula: this end, its net thickness is to be not less than the value
obtained, in mm, from the following formula:
γ S2 p S + γ W2 p W
t = 17 ,2 c a c r s γ R γ m ----------------------------------
λT Ry
γ S2 p ST
t = 14 ,9 c a c r s γ R γ m -------------
-
where: Ry

January 2013 Bureau Veritas 155

Pt B, Ch 8, Sec 3

4 Strength check of plating subjected • for transversely framed plating:

to wheeled loads λ = λT as defined in [3.4.1].

4.3.2 When the tyre print area is not known, it may be

4.1 General
taken equal to:
4.1.1 The requirements of this Article apply for the strength nQ A
check of plating subjected to wheeled loads. A T = 9, 81 ------------
-
n W pT

where:
4.2 Load model
n : Number of wheels on the plate panel, defined
4.2.1 General in [4.3.1]
The still water and inertial forces induced by the sea and the QA : Axle load, in t
various types of wheeled vehicles are to be considered,
depending on the location of the plating. nW : Number of wheels for the axle considered
pT : Tyre pressure, in kN/m2. When the tyre pressure
4.2.2 Wheeled forces is not indicated by the designer, it may be taken
The wheeled force applied by one wheel is constituted by as defined in Tab 3.
still water force and inertial force.
Table 3 : Tyre pressures pT for vehicles
Still water force is the vertical force (FS) defined in Ch 8, Sec
1, [4.5].
Inertial force is the vertical force (FW,Z) defined in Ch 8, Sec Tyre pressure pT , in kN/m2
Vehicle type
1, [4.5], for load case “b”, with the acceleration aZ1 calcu- Pneumatic tyres Solid rubber tyres
lated at x = 0,5L. Private cars 250 Not applicable
Vans 600 Not applicable
4.3 Plating
Trucks and trailers 800 Not applicable
4.3.1 The net thickness of plate panels subjected to Handling machines 1100 1600
wheeled loads is to be not less than the value obtained, in
mm, from the following formula: 4.3.3 For vehicles with the four wheels of the axle located
on a plate panel as shown in Fig 1, the net thickness of deck
nP 0 k
t = 0, 9C WL -----------
- plating is to be not less than the greater of the values
λ obtained, in mm, from the following formulae:
with: t = t1
CWL : Coefficient to be taken equal to:
t = t2 (1 + β2 + β3 + β4) 0,5
l l⎞
C WL = 2, 15 – 0, 05 -- + 0 ,02 ⎛ 4 – -- α
0 ,5 0 ,25
– 1 ,75α where:
s ⎝ s⎠
t1 : Net thickness obtained from [4.3.1] for n = 2,
where l/s is to be taken not greater than 3
considering one group of two wheels located on
A the plate panel
α = ------T
ls
t2 : Net thickness obtained from [4.3.1] for n = 1,
AT : Tyre print area, in m2. In the case of double or considering one wheel located on the plate
triple wheels, AT is the print area of the group of panel
wheels. AT is not to be taken greater than the
β2, β3, β4: Coefficients obtained from the following for-
value given in [4.3.2]
mula, by replacing i by 2, 3 and 4, respectively
l,s : Lengths, in m, of, respectively, the longer and (see Fig 1):
the shorter sides of the plate panel
• for xi / b < 2:
n : Number of wheels on the plate panel, taken
equal to: βi = 0,8 (1,2 − 2,02 αi + 1,17 αi2 − 0,23 αi3)
• 1 in the case of a single wheel • for xi / b ≥ 2:
• the number of wheels in a group of wheels βi = 0
in the case of double or triple wheels
xi : Distance, in m, from the wheel considered to
P0 : Wheeled force, in kN, taken equal to: the reference wheel (see Fig 1)
P0 = γS2 FS + γW2 FW,Z b : Dimension, in m, of the plate panel side per-
λ : Coefficient taken equal to: pendicular to the axle
• for longitudinally framed plating: x
α i = ----i
λ = λL as defined in [3.3.1]] b

156 Bureau Veritas January 2013

 Pt B, Ch 8, Sec 3

Figure 1 : Four wheel axle located on a plate panel

X4
X2 X3

2 1 3 4

January 2013 Bureau Veritas 157

Pt B, Ch 8, Sec 4

SECTION 4 ORDINARY STIFFENERS

Symbols

For symbols not defined in this Section, refer to the list at 1 General
the beginning of this Chapter.
pS : Still water pressure, in kN/m2, see [3.3.2]
1.1 Net scantlings
pW : Wave pressure, in kN/m2, see [3.3.2]
pSF, pWF : Still water and wave pressure, in kN/m2, in 1.1.1 As specified in Ch 4, Sec 2, [1], all scantlings referred
flooding conditions, defined in Ch 8, Sec 1, to in this section are net, i.e. they do not include any margin
[4.8] for corrosion.
FS : Still water wheeled force, in kN, see [3.3.5]
The gross scantlings are obtained as specified in Ch 4, Sec
FW,Z : Inertial wheeled force, in kN, see [3.3.5] 2.
ReH : Minimum yield stress, in N/mm2, of the stiffener
material, defined in Ch 4, Sec 1, [2] 1.2 Partial safety factors
s : Spacing, in m, of ordinary stiffeners
l : Span, in m, of ordinary stiffeners, measured 1.2.1 The partial safety factors to be considered for the
between the supporting members, see Ch 4, Sec checking of the ordinary stiffeners are specified in Tab 1.
3, [3.2]
hw : Web height, in mm 1.3 Load point
tw : Net web thickness, in mm
bf : Face plate width, in mm 1.3.1 Lateral pressure
tf : Net face plate thickness, in mm Unless otherwise specified, lateral pressure is to be calcu-
bp : Width, in m, of the plating attached to the stiff- lated at mid-span of the ordinary stiffener considered.
ener, for the yielding check, defined in Ch 4,
Sec 3, [3.3.1] 1.4 Net dimensions of ordinary stiffeners
tp : Net thickness, in mm, of the attached plating
w : Net section modulus, in cm3, of the stiffener, 1.4.1 Flat bar
with an attached plating of width bp , to be cal-
The net dimensions of a flat bar ordinary stiffener (see Fig 1)
culated as specified in Ch 4, Sec 3, [3.4] are to comply with the following requirements:
ASh : Net shear sectional area, in cm2, of the stiffener,
to be calculated as specified in Ch 4, Sec 3, hw
------ ≤ 20 k
[3.4]. tw

Table 1 : Ordinary stiffeners - Partial safety factors

Partial safety factors Yielding check

covering uncertainties Symbol General Flooding pressure (1) Testing check
regarding: see [3.3] to [3.5] see [3.6] see [3.7]
Still water hull girder loads γS1 Not applicable Not applicable Not applicable
Wave hull girder loads γW1 Not applicable Not applicable Not applicable
Still water pressure γS2 1,00 1,00 1,00
Wave pressure γW2 1,20 1,05 Not applicable
Material γm 1,02 1,02 1,02
Resistance γR 1,02 1,02 (2) 1,20
(1) Applies only to ordinary stiffeners to be checked in flooding conditions
(2) For ordinary stiffeners of the collision bulkhead, γR =1,25

158 Bureau Veritas January 2013

 Pt B, Ch 8, Sec 4

Figure 1 : Net dimensions of a flat bar Figure 3 : Net dimensions of an angle

hw
tw
hw

tw
tf

bf

1.4.2 T-section
The net dimensions of a T-section ordinary stiffener (see Fig 2.2 Minimum net thicknesses
2) are to comply with the following requirements:
2.2.1 The net thickness of the web of ordinary stiffeners is
hw to be not less than the lesser of:
------ ≤ 55 k
tw • the value obtained, in mm, from the following formula:
bf tMIN = (0,8 + 0,004 L k1/2 + 4,5 s) cT
---- ≤ 33 k
tf
• the net as built thickness of the attached plating,
hw tw
b f t f ≥ ----------
-
6 where cT is a coefficient equal to:

3T
Figure 2 : Net dimensions of a T-section c T = 0 ,7 + ------- for L ≤ 25m
L
2T
c T = 0 ,85 + ------- for 25 m < L ≤ 40m
L
c T = 1 ,0 for L > 40m

cT may be taken not greater than 1,0.

tw
hw

2.3 Minimum section modulus of side

vertical ordinary stiffeners
tf 2.3.1 The section modulus of side vertical ordinary stiffen-
ers is to be not less than:
wMIN = α s l B1,5
bf
where:
α : Coefficient taken equal to:
α = 0,75 for side vertical ordinary stiffeners
1.4.3 Angle
located below the freeboard deck
The net dimensions of an angle ordinary stiffener (see Fig 3) α = 0,65 for side vertical ordinary stiffeners
are to comply with the following requirements: located above the freeboard deck
hw Between the collision bulkhead and 0,2L aft of
------ ≤ 55 k
tw the fore perpendicular, α is to be increased by
bf 10%
---- ≤ 16 ,5 k
tf B : Breadth of the ship, in m, with:
hw tw 6m < B < 9m for ships less than or equal to 50m
b f t f ≥ ----------
-
6 in length
L/7 < B < L/6 for ships more than 50m in length.
2 General requirements
2.4 Struts connecting ordinary stiffeners

2.1 General 2.4.1 The sectional area ASR , in cm2, and the moment of
inertia ISR about the main axes, in cm4, of struts connecting
2.1.1 The requirements in [2.2] to [2.4] are to be applied to ordinary stiffeners are to be not less than the values
ordinary stiffeners in addition of those in [3]. obtained from the following formulae:

January 2013 Bureau Veritas 159

Pt B, Ch 8, Sec 4

p SR s l
A SR = ------------
-
3 Yielding check
20
2
0 ,75s l ( p SR1 + p SR2 )A ASR l SR 3.1 General
I SR = -------------------------------------------------------------------
-
47 ,2A ASR – s l ( p SR1 + p SR2 )

where: 3.1.1 The requirements of this Article apply for the yielding
check of ordinary stiffeners subjected to lateral pressure or
pSR : Pressure to be taken equal to the greater of the wheeled loads and, for those contributing to the hull girder
values obtained, in kN/m2, from the following longitudinal strength, to hull girder normal stresses.
formulae:
3.1.2 The yielding check is also to be carried out for ordi-
pSR = 0,5 (pSR1 + pSR2)
nary stiffeners subjected to specific loads, such as concen-
pSR = pSR3 trated loads.

pSR1 : External pressure in way of the strut, in kN/m2,

acting on one side, outside the compartment in 3.2 Structural model
which the strut is located, equal to:
3.2.1 Boundary conditions
pSR1 = γS2 pS + γW2 pW
The requirements in [3.4] and [3.6] apply to stiffeners con-
pSR2 : External pressure in way of the strut, in kN/m2, sidered as clamped at both ends, whose end connections
acting on the opposite side, outside the com- comply with the requirements in [3.2.2].
partment in which the strut is located, equal to:
The requirements in [3.5] apply to stiffeners considered as
pSR2 = γS2 pS + γW2 pW simply supported at both ends. Other boundary conditions
may be considered by the Society on a case by case basis,
pSR3 : Internal pressure at mid-span of the strut, in depending on the distribution of wheeled loads.
kN/m2, in the compartment in which the strut is
located, in the equal to: For other boundary conditions, the yielding check will be
considered on a case by case basis.
pSR3 = γS2 pS + γW2 pW
l : Span, in m, of ordinary stiffeners connected by 3.2.2 Bracket arrangement
the strut (see Ch 4, Sec 3, [3.2.2]) The requirements of this Article apply to ordinary stiffeners
without end brackets, with a bracket at one end or with two
lSR : Length, in m, of the strut
end brackets, where the bracket length is not less than 0,1l.
AASR : Actual net sectional area, in cm2, of the strut.
In the case of significantly different bracket arrangement,
the minimum section modulus and shear sectional area are
2.5 Corrugated bulkhead considered by the Society on a case by case basis.

2.5.1 Unless otherwise specified, the net section modulus 3.3 Load model
and the net shear sectional area of a corrugation are to be
not less than those obtained from [3] with s equal to the 3.3.1 General
greater of (a + b), where a and b are defined in Ch 4, Sec 7,
Fig 3. The still water and wave lateral loads induced by the sea
and the various types of cargoes and ballast in intact condi-
tions are to be considered, depending on the location of the
2.6 Deck ordinary stiffeners in way of ordinary stiffener under consideration and the type of the
launching appliances used for survival compartments adjacent to it, in accordance with Ch 8, Sec
craft or rescue boat 1, [1.3].
Ordinary stiffeners located on platings which constitute the
2.6.1 The scantlings of deck ordinary stiffeners are to be boundary of compartments not intended to carry liquids
determined by direct calculations. (excluding those on bottom and side shell platings) are to be
subjected to the lateral pressure in flooding conditions.
2.6.2 The loads exerted by launching appliance are to cor-
respond to the SWL of the launching appliance. 3.3.2 Lateral pressure in intact conditions
Lateral pressure in intact conditions is constituted by still
2.6.3 The combined stress, in N/mm2, is not to exceed the
water pressure and wave pressure.
smaller of:
Still water pressure (pS) includes:
100 54- • the still water sea pressure, defined in Ch 8, Sec 1, [3]
---------- R eH and --------- R
235 235 m
• the still water internal pressure, defined in Ch 8, Sec 1,
where Rm is the ultimate minimum tensile strength of the [4.1] to Ch 8, Sec 1, [4.7] for the various types of car-
stiffener material, in N/mm2. goes and for ballast.

160 Bureau Veritas January 2013

 Pt B, Ch 8, Sec 4

Wave pressure (pW) includes:

100 z
• the wave pressure, defined in Ch 8, Sec 1, [3] σ X1 = ---------- ⎛ 1 – -------------⎞ for 0 ≤ z ≤ 0 ,5D
k ⎝ 0 ,5D⎠
• the inertial pressure, defined in Ch 8, Sec 1, [4.1] to Ch 100 z
σ X1 = ---------- ⎛ ------------- – 1⎞ for 0 ,5D < z ≤ D
8, Sec 1, [4.7] for the various types of cargoes and for k ⎝ 0 ,5D ⎠
ballast.
σX1 is not to be taken less than 65/k N/mm2.
3.3.3 Lateral pressure in flooding conditions
For ordinary stiffeners not contributing to longitudinal
The lateral pressure in flooding conditions is constituted by strength, σX1 is to be taken equal to 0.
the still water pressure pSF and wave pressure pWF defined in
Ch 8, Sec 1, [4.8]. Outside 0,4 L amidships, see Ch 8, Sec 2, [2.2.5].

3.3.4 Lateral pressure in testing conditions Table 2 : Coefficients βb and βs

The lateral pressure in testing conditions is constituted by
the still water pressure pST defined in Ch 8, Sec 1, [4.9]. Brackets at ends βb βs
0 1 1
3.3.5 Wheeled forces
1 0,90 0,95
The wheeled force applied by one wheel is constituted by
2 0,81 0,90
the following forces:
Note 1: The length of the brackets is to be not less than 0,1 l.
• the still water force, equal to the vertical force (FS)
defined in Ch 8, Sec 1, [4.5]
3.4.4 Vertical ordinary stiffeners
• the inertial force, equal to the vertical force (FW,Z)
defined in Ch 8, Sec 1, [4.5]. The net section modulus w, in cm3, and the net shear sec-
tional area ASh , in cm2, of vertical ordinary stiffeners are to
be not less than the values obtained from the following for-
3.4 Net section modulus and net shear mulae:
sectional area of ordinary stiffeners
subjected to lateral pressure in intact γ S2 p S + γ W2 p W ⎛ s
1 – ------⎞ s l 10
2 3
w = γ R γ m λ b β b ----------------------------------
12R y ⎝ 2 l⎠
conditions
γ S2 p S + γ W2 p W ⎛ s
A Sh = 10 γ R γ m λ s β s ---------------------------------- 1 – ------⎞ s l
3.4.1 General Ry ⎝ 2 l⎠
The requirements in [3.4.3] and [3.4.4] provide the required
where:
net section modulus and net shear sectional area of ordi-
nary stiffeners subjected to lateral pressure in intact condi- βb , βs : Coefficients defined in Tab 2
tions.
λb : Coefficient taken equal to the greater of the fol-
3.4.2 Groups of equal ordinary stiffeners lowing values:

Where a group of equal ordinary stiffeners is fitted, it is γ S2 ( p Sd – p Su ) + γ W2 ( p Wd – p Wu )

λ b = 1 + 0 ,2 -----------------------------------------------------------------------------
-
acceptable that the minimum net section modulus in [3.4.1] γ S2 ( p Sd + p Su ) + γ W2 ( p Wd + p Wu )
is calculated as the average of the values required for all the γ S2 ( p Sd – p Su ) + γ W2 ( p Wd – p Wu )
stiffeners of the same group, but this average is to be taken λ b = 1 – 0, 2 -----------------------------------------------------------------------------
-
γ S2 ( p Sd + p Su ) + γ W2 ( p Wd + p Wu )
not less than 90% of the maximum required value.
λs : Coefficient taken equal to the greater of the fol-
The same applies for the minimum net shear sectional area. lowing values:

3.4.3 Longitudinal and transverse ordinary γ S2 ( p Sd – p Su ) + γ W2 ( p Wd – p Wu )

λ s = 1 + 0 ,4 -----------------------------------------------------------------------------
-
stiffeners γ S2 ( p Sd + p Su ) + γ W2 ( p Wd + p Wu )
Within 0,4 L amidships, the net section modulus w, in cm3, γ S2 ( p Sd – p Su ) + γ W2 ( p Wd – p Wu )
λ s = 1 – 0, 4 -----------------------------------------------------------------------------
-
and the net shear sectional area ASh, in cm2, of longitudinal γ S2 ( p Sd + p Su ) + γ W2 ( p Wd + p Wu )
or transverse ordinary stiffeners are to be not less than the
pSd : Still water pressure, in kN/m2, at the lower end
values obtained from the following formulae:
of the ordinary stiffener considered
γ S2 p S + γ W2 p W ⎛ s
- 1 – ------⎞ s l 2 10 3
w = γ R γ m β b ------------------------------------------ pSu : Still water pressure, in kN/m2, at the upper end
12 ( R y – γ R γ m σ X1 ) ⎝ 2 l⎠
of the ordinary stiffener considered
γ S2 p S + γ W2 p W ⎛ s
A Sh = 10γ R γ m β s ---------------------------------- 1 – ------⎞ s l pWd : Wave induced pressure, in kN/m2, at the lower
Ry ⎝ 2 l⎠
end of the ordinary stiffener considered
where:
pWu : Wave induced pressure, in kN/m2, at the upper
βb and βs: Coefficients defined in Tab 2 end of the ordinary stiffener considered.

January 2013 Bureau Veritas 161

Pt B, Ch 8, Sec 4

3.5 Net section modulus and net shear Table 4 : Wheeled loads - Coefficients KS and KT
sectional area of ordinary stiffeners
Configuration
subjected to wheeled loads
Single axle Double axles
3.5.1 Within 0,4 L amidships, the net section modulus w,
• if d ≤ l ⁄ 3
in cm3, and the net shear sectional area ASh , in cm2, of ordi-
nary stiffeners subjected to wheeled loads are to be not less 172 4d d
2
d
4
---------- – ------- – ----2- + ----4-
than the values obtained from the following formulae: 81 3 l l l
KS 1
αW KS P0 l 3
w = γ R γ m --------------------------------------- 10 • if d > l ⁄ 3
6 ( R y – γ R γ m σ X1 )
αW KT P0 2 3
A Sh = 20γ R γ m ------------------- 4 4d 3d 8d
--- – ------- + --------
- – --------3-
Ry 3 3l 2
l 3l
where: 2 3
d 3d d
KT 1 2 – ------ – --------2- + ----3-
σX1 : Defined in [3.4.3] 2l 2l l
P0 : Wheeled force, in kN, taken equal to: Note 1:
P0 = γS2 FS + γW2 FW,Z d : Distance, in m, between two axles (see Fig 4).

αW : Coefficient taking account of the number of Figure 4 : Wheeled load on stiffeners - Double axles
wheels per axle considered as acting on the
stiffener, defined in Tab 3
KS , K T : Coefficients taking account of the number of
axles considered as acting on the stiffener, d
defined in Tab 4.
Outside 0,4 L amidships, see Ch 8, Sec 2, [2.2.5].

Table 3 : Wheeled load on stiffeners - Coefficient αW

Configuration αW
Single wheel 

1
3.6 Net section modulus and net shear
sectional area of ordinary stiffeners
subjected to lateral pressure in flooding
conditions
Double wheels
3.6.1 General
y The requirements in [3.6.3] to [3.6.4] provide the minimum
y net section modulus and net shear sectional area of ordi-
2 ⎛ 1 – ---⎞
⎝ s⎠ nary stiffeners located on platings which constitute the
boundary of compartments not intended to carry liquids
(excluding stiffeners on bottom and side shell platings) in
s flooding conditions.
Triple wheels 3.6.2 Groups of equal ordinary stiffeners
Where a group of equal ordinary stiffeners is fitted, it is
y acceptable that the minimum net section modulus in [3.6.1]
y is calculated as the average of the values required for all the
3 – 2 ---
s stiffeners of the same group, but this average is to be taken
not less than 90% of the maximum required value.
s The same applies for the minimum net shear sectional area.

Note 1: 3.6.3 Longitudinal and transverse ordinary stiffeners

y : Distance, in m, from the external wheel of a group Within 0,4 L amidships, the net section modulus w, in cm3,
of wheels to the stiffener under consideration, to and the net shear sectional area ASh , in cm2, of longitudinal
be taken equal to the distance from the external or transverse ordinary stiffeners are to be not less than the
wheel to the centre of the group of wheels. values obtained from the following formulae:

162 Bureau Veritas January 2013

 Pt B, Ch 8, Sec 4

γ S2 p SF + γ W2 p WF ⎛ s 3.7.2 Groups of equal ordinary stiffeners

- 1 – ------⎞ s l 2 10 3
w = γ R γ m β b ------------------------------------------
12 ( R y – γ R γ m σ X1 ) ⎝ 2 l⎠
Where a group of equal ordinary stiffeners is fitted, it is
γ S2 p SF + γ W2 p WF ⎛ s acceptable that the minimum net section modulus in [3.7.1]
A Sh = 10γ R γ m β s -------------------------------------- 1 – ------⎞ s l
Ry ⎝ 2 l⎠ is calculated as the average of the values required for all the
stiffeners of the same group, but this average is to be taken
where:
not less than 90% of the maximum required value.
βb, βs : Coefficients defined in Tab 2
The same applies for the minimum net shear sectional area.
σX1 : Defined in [3.4.3].
Outside 0,4 L amidships, see Ch 8, Sec 2, [2.2.5]. 3.7.3 Longitudinal and transverse ordinary stiffeners
3.6.4 Vertical ordinary stiffeners The net section modulus w, in cm3, and the net shear sec-
The net section modulus w, in cm3, and the net shear sec- tional area ASh , in cm2, of longitudinal or transverse ordi-
tional area ASh , in cm2, of vertical ordinary stiffeners are to be nary stiffeners are to be not less than the values obtained
not less than the values obtained from the following formulae: from the following formulae:

γ S2 p SF + γ W2 p WF ⎛ s γ S2 p ST ⎛ s
1 – ------⎞ s l 10
2 3
w = γ R γ m λ b β b -------------------------------------- - 1 – ------⎞ s l 2 10 3
w = γ R γ m β b -------------
12R y ⎝ 2 l⎠ 12R y ⎝ 2 l⎠
γ S2 p SF + γ W2 p WF ⎛ s γ S2 p ST ⎛ s
A Sh = 10γ R γ m λ s β s -------------------------------------- 1 – ------⎞ s l - 1 – ------⎞ s l
A Sh = 10 γ R γ m β s -------------
Ry ⎝ 2 l⎠ Ry ⎝ 2 l⎠
where:
where:
βb, βs : Coefficients defined in Tab 2
βb , βs : Coefficients defined in Tab 2
λb : Coefficient taken equal to the greater of the fol-
lowing values:
3.7.4 Vertical ordinary stiffeners
γ S2 ( p SFd – p SFu ) + γ W2 ( p WFd – p WFu )
λ b = 1 + 0 ,2 -------------------------------------------------------------------------------------- The net section modulus w, in cm3, and the net shear sec-
γ S2 ( p SFd + p SFu ) + γ W2 ( p WFd + p WFu )
γ S2 ( p SFd – p SFu ) + γ W2 ( p WFd – p WFu ) tional area ASh , in cm2, of vertical ordinary stiffeners are to be
λ b = 1 – 0, 2 -------------------------------------------------------------------------------------- not less than the values obtained from the following formulae:
γ S2 ( p SFd + p SFu ) + γ W2 ( p WFd + p WFu )
λs : Coefficient taken equal to the greater of the fol- γ S2 p ST ⎛ s
- 1 – ------⎞ s l 2 103
w = γ R γ m λ b β b -------------
lowing values: 12R y ⎝ 2 l⎠
γ S2 ( p SFd – p SFu ) + γ W2 ( p WFd – p WFu ) γ S2 p ST ⎛ s-⎞
λ s = 1 + 0 ,4 -------------------------------------------------------------------------------------- A Sh = 10 γ R γ m λ s β s -------------
- 1 – ----- sl
γ S2 ( p SFd + p SFu ) + γ W2 ( p WFd + p WFu ) Ry ⎝ 2 l⎠
γ S2 ( p SFd – p SFu ) + γ W2 ( p WFd – p WFu )
λ s = 1 – 0, 4 -------------------------------------------------------------------------------------- where:
γ S2 ( p SFd + p SFu ) + γ W2 ( p WFd + p WFu )
pSFd : Still water pressure, in kN/m2, in flooding con- βb , βs : Coefficients defined in Tab 2
ditions, at the lower end of the ordinary stiffener
λb : Coefficient taken equal to the greater of the fol-
considered
lowing values:
pSFu : Still water pressure, in kN/m2, in flooding con-
ditions, at the upper end of the ordinary stiffener p ST d – p STu
λ b = 1 + 0 ,2 -------------------------
considered p STd + p STu
pWFd : Wave pressure, in kN/m2, in flooding condi- p STd – p ST u
λ b = 1 – 0, 2 -------------------------
tions, at the lower end of the ordinary stiffener p STd + p STu
considered
λs : Coefficient taken equal to the greater of the fol-
pWFu : Wave pressure, in kN/m2, in flooding condi- lowing values:
tions, at the upper end of the ordinary stiffener
considered. p ST d – p STu
λ s = 1 + 0 ,4 -------------------------
p ST d + p STu
3.7 Net section modulus and net shear p ST d – p STu
λ s = 1 – 0, 4 -------------------------
sectional area of ordinary stiffeners p STd + p STu
subjected to lateral pressure in testing
pSTd : Still water pressure, in kN/m2, in testing condi-
conditions tions, at the lower end of the ordinary stiffener
considered
3.7.1 General
The requirements in [3.7.3] and [3.7.4] provide the minimum pSTu : Still water pressure, in kN/m2, in testing condi-
net section modulus and net shear sectional area of ordinary tions, at the upper end of the ordinary stiffener
stiffeners of compartments subject to testing conditions. considered.

January 2013 Bureau Veritas 163

Pt B, Ch 8, Sec 5

SECTION 5 PRIMARY SUPPORTING MEMBERS

Symbols

For symbols not defined in this Section, refer to the list at 1 General
the beginning of this Chapter.
pS : Still water pressure, in kN/m2, see [3.4.2] and
[3.4.4]
1.1 Application
pW : Wave pressure, in kN/m2, see [3.4.2] and
1.1.1 Analysis criteria
[3.4.4]
pSF, pWF : Still water and wave pressures, in kN/m2, in The requirements of this Section apply for the yielding and
flooding conditions, defined in Ch 8, Sec 1, buckling checks of primary supporting members and ana-
[4.7] lysed through an isolated beam structural model.
s : Spacing, in m, of the primary supporting mem-
bers 1.1.2 Direct calculations

l : Span, in m, of the primary supporting members,
measured between the supporting members,
see Ch 4, Sec 3, [4.1]
hw : Web height of the primary supporting members,
in mm
bp : Width, in m, of the plating attached to the pri-
mary supporting member, for the yielding
check, as defined in Ch 4, Sec 3, [4.2]
w : Net section modulus, in cm3, of the primary
supporting member, with an attached plating of
width bp, to be calculated as specified in Ch 4,
Sec 3, [4.3]
ASh : Net shear sectional area, in cm2, of the primary
supporting member, to be calculated as speci-
fied in Ch 4, Sec 3, [4.3]
m : Boundary coefficient, to be taken equal to:
• m = 10 for transverse primary members
• m = 12 for longitudinal primary members.
Direct calculations may be required by the Society when
deemed necessary on the basis of the ship’s structural
arrangement and load conditions. When required, these
analyses are to be carried out according to the applicable
requirements in Ch 7, Sec 3, Ch 7, App 1 or Ch 7, App 2.
1.2 Net scantlings
1.2.1 As specified in Ch 4, Sec 2, [1], all scantlings referred
to in this section are net, i.e. they do not include any margin
for corrosion.
The gross scantlings are obtained as specified in Ch 4, Sec
2.
1.3 Partial safety factors
1.3.1 The partial safety factors to be considered for check-
ing primary supporting members are specified in Tab 1.

Table 1 : Primary supporting members - Partial safety factors

Partial safety factors Yielding check

Buckling check of pillars
covering uncertainties Symbol General Flooding pressure (1)
regarding: (see [3.4] and [3.5]) (see [3.6]) (see [4.1])
Still water hull girder loads γS1 Not applicable Not applicable 1,00
Wave hull girder loads γW1 Not applicable Not applicable 1,15
Still water pressure γS2 1,00 1,00 1,00
Wave pressure γW2 1,20 1,05 1,20
Material γm 1,02 1,02 1,02
Resistance γR 1,02 in general 1,02 (2) Defined in Tab 6
1,15 for bottom and side girders
(1) Applies only to primary supporting members to be checked in flooding conditions
(2) For primary supporting members of the collision bulkhead, γR = 1,25

164 Bureau Veritas January 2013

 Pt B, Ch 8, Sec 5

2 Minimum net thicknesses 3 Yielding check

2.1 General 3.1 General

2.1.1 The net thickness of plating which forms the webs of
primary supporting members, with the exception of double
bottom girders and floors for which specific requirements
are given in [2.2], is to be not less than the lesser of:
• the value obtained, in mm, from the following formula:
tMIN = (3,7 + 0,015 L k1/2) cT
• the thickness of the attached plating
3.1.1 The requirements of this Article apply for the yielding
check of primary supporting members subjected to lateral
pressure or to wheeled loads and, for those contributing to
the hull girder longitudinal strength, to hull girder normal
stresses.
3.1.2 The yielding check is also to be carried out for pri-
mary supporting members subjected to specific loads, such
as concentrated loads.

where cT is a coefficient equal to: 3.2 Bracket arrangement

3T 3.2.1 The requirements of this Article apply to primary sup-

c T = 0 ,7 + ------- for L ≤ 25m
L porting members with brackets at both ends of lengths not
2T less than 0,1 l.
c T = 0 ,85 + ------- for 25 m < L ≤ 40m
L In the case of a significantly different bracket arrangement,
c T = 1 ,0 for L > 40m the section modulus and shear sectional area are consid-
ered by the Society on a case by case basis.
cT may not be taken greater than 1,0.

3.3 Load point

2.2 Double bottom
3.3.1 Lateral pressure
2.2.1 In addition to the requirements in [2.1], the net thick- Unless otherwise specified, lateral pressure is to be calcu-
ness of plating which forms the webs of primary supporting lated at mid-span of the primary supporting member con-
members of the double bottom is to be not less than the val- sidered.
ues given in Tab 2.
3.4 Load model
Table 2 : Minimum net thicknesses of webs
of double bottom primary supporting members 3.4.1 General
The still water and wave lateral loads induced by the sea
Minimum net thickness, in mm
Primary supporting and the various types of cargoes and ballast in intact condi-
member Area within 0,4L Area outside 0,4L tions are to be considered, depending on the location of the
amidships amidships primary supporting member under consideration and the
Centre girder 1,9 L1/3 k1/6 1,5 L1/3 k1/6 type of compartments adjacent to it, in accordance with Ch
8, Sec 1, [1.3].
Side girders 1,2 L1/3 k1/6 1,2 L1/3 k1/6
Primary supporting members of bulkheads or inner side
Floors 1,3 L1/3 k1/6 1,3 L1/3 k1/6 which constitute the boundary of compartments not
intended to carry liquids are to be subjected to the lateral
2.3 Single bottom pressure in flooding conditions.

2.3.1 In addition to the requirements in [2.1], the net thick- 3.4.2 Lateral pressure in intact conditions
ness of plating which forms the webs and the flanges of pri- Lateral pressure in intact conditions is constituted by still
mary supporting members of the single bottom is to be not water pressure and wave pressure.
less than the values given in Tab 3.
Still water pressure (pS) includes:

Table 3 : Minimum net thicknesses of webs and • the still water sea pressure, defined in Ch 8, Sec 1, [3]
flanges of single bottom primary supporting members • the still water internal pressure, defined in Ch 8, Sec 1,
[4.1] to Ch 8, Sec 1, [4.7] for the various types of car-
Primary Minimum net thickness, in mm goes and for ballast.
supporting Area within 0,4L Area outside 0,4L Wave pressure (pW) includes:
member amidships amidships
• the wave pressure, defined in Ch 8, Sec 1, [3]
Centre girder (6,0 + 0,05 L k1/2) cT (4,5 + 0,05 L k1/2) cT
• the inertial pressure, defined in Ch 8, Sec 1, [4.1] to Ch
Floors and 8, Sec 1, [4.7] for the various types of cargoes and for
(5,0 + 0,05 L k1/2) cT (3,5 + 0,05 L k1/2) cT
side girders ballast.

January 2013 Bureau Veritas 165

Pt B, Ch 8, Sec 5

3.4.3 Lateral pressure in flooding conditions Table 4 : Wheeled loads

The lateral pressure in flooding conditions is constituted by Equivalent uniform still water and inertial pressures
the still water pressure pSF and the wave pressure pWF
defined in Ch 8, Sec 1, [4.8]. Still water pressure pS , Inertial pressure pW,
in kN/m2 in kN/m2
3.4.4 Wheeled loads peq α peq aZ1 / g
For primary supporting members subjected to wheeled
Note 1:
loads, the yielding check may be carried out according to
[3.5] considering uniform pressures equivalent to the distri- nV Q X 1 + X 2⎞
p eq = 10 -------------A- ⎛ 3 – -----------------
-
bution of vertical concentrated forces, when such forces are ls ⎝ s ⎠
closely located. nV : Maximum number of vehicles possible located
For the determination of the equivalent uniform pressures, on the primary supporting member
the most unfavourable case, i.e. where the maximum QA : Maximum axle load, in t, as defined in Ch 8, Sec
number of axles are located on the same primary support- 1, [4.5]
ing member, according to Fig 1 to Fig 3, is to be considered. X1 : Minimum distance, in m, between two consecu-
The equivalent still water pressure and inertial pressure are tive axles (see Fig 2 and Fig 3)
indicated in Tab 4. X2 : Minimum distance, in m, between axles of two
consecutive vehicles (see Fig 3)
Figure 1 : Wheeled loads - Distribution of vehicles α : Coefficient taken equal to:
on a primary supporting member • 0,5 in general
• 1,0 for landing gears of trailers.

3.5 Net section modulus and net sectional

shear area of primary supporting
members subjected to lateral pressure
in intact conditions

3.5.1 General
The requirements in [3.5.2] and [3.5.3] provide the mini-
mum net section modulus and net shear sectional area of
primary supporting members subjected to lateral pressure in
 intact conditions.

3.5.2 Longitudinal and transverse primary

Figure 2 : Wheeled loads supporting members
Distance between two consecutive axles
Within 0,4 L amidships, the net section modulus w, in cm3,
and the net shear sectional area ASh , in cm2, of longitudinal
or transverse primary supporting members are to be not less
than the values obtained from the following formulae:
γ S2 p S + γ W2 p W
- s l 2 10 3
w = γ R γ m β b ----------------------------------------
m ( R y – γ R γ m σ X1 )
γ S2 p S + γ W2 p W
A Sh = 10γ R γ m β s ---------------------------------- sl
Ry

where:
s X1 βb = 0,81
βs = 0,90
Figure 3 : Wheeled loads
Distance between axles of two consecutive vehicles 100 z
σ X1 = ---------- ⎛⎝ 1 – --------------⎞⎠ for 0 ≤ z ≤ 0, 5D
k 0, 5D
100 z
σ X1 = ---------- ⎛ ------------- – 1⎞ for 0, 5D < z ≤ D
k ⎝ 0 ,5D ⎠

σX1 is not to be taken less than 65/k N/mm2.

For primary supporting members not contributing to longi-
tudinal strength σX1 is to be taken equal to 0.
X1 X2
Outside 0,4 L amidships, see Ch 8, Sec 2, [2.2.5].

166 Bureau Veritas January 2013

 Pt B, Ch 8, Sec 5

3.5.3 Vertical primary supporting members 3.6.2 Longitudinal and transverse primary
The net section modulus w, in cm , and the net shear sec- 3 supporting members
tional area ASh , in cm2, of vertical primary supporting mem- Within 0,4 L amidships, the net section modulus w, in cm3,
bers are to be not less than the values obtained from the and the net shear sectional area ASh , in cm2, of longitudinal
following formulae: or transverse primary supporting members are to be not less
than the values obtained from the following formulae:
γ S2 p S + γ W2 p W 2 3
w = γ R γ m λ b β b --------------------------------------
-s l 10
m ( R y – γ R γm σ A ) γ S2 p SF + γ r2 p WF 2 3
w = γ R γ m β b ----------------------------------------
- s l 10
γ S2 p S + γ W2 p W m ( R y – γ R γ m σ X1 )
A Sh = 10γ R γ m λ s β s ---------------------------------- sl
Ry γ S2 p SF + γ W2 p WF
A Sh = 10 γ R γ m β s --------------------------------------s l
where: Ry
βb, βs : Coefficients defined in [3.5.2] where:
λb : Coefficient taken equal to the greater of the fol-
βb, βs : Coefficients defined in [3.5.2].
lowing values:
σX1 is defined in [3.5.2].
γ S2 ( p Sd – p Su ) + γ W2 ( p Wd – p Wu )
λ b = 1 + 0 ,2 -----------------------------------------------------------------------------
-
γ S2 ( p Sd + p Su ) + γ W2 ( p Wd + p Wu ) Outside 0,4 L amidships, see Ch 8, Sec 2, [2.2.5].
γ S2 ( p Sd – p Su ) + γ W2 ( p Wd – p Wu )
λ b = 1 – 0, 2 -----------------------------------------------------------------------------
-
γ S2 ( p Sd + p Su ) + γ W2 ( p Wd + p Wu ) 3.6.3 Vertical primary supporting members
λs : Coefficient taken equal to the greater of the fol- The net section modulus w, in cm3, and the net shear sec-
lowing values: tional area ASh , in cm2, of vertical primary supporting mem-
γ S2 ( p Sd – p Su ) + γ W2 ( p Wd – p Wu ) bers are to be not less than the values obtained from the
λ s = 1 + 0 ,4 -----------------------------------------------------------------------------
- following formulae:
γ S2 ( p Sd + p Su ) + γ W2 ( p Wd + p Wu )
γ S2 ( p Sd – p Su ) + γ W2 ( p Wd – p Wu ) γ S2 p SF + γ W2 p WF 2 3
λ s = 1 – 0, 4 -----------------------------------------------------------------------------
- w = γ R γ m λ b β b --------------------------------------s l 10
γ S2 ( p Sd + p Su ) + γ W2 ( p Wd + p Wu ) mR y
pSd : Still water pressure, in kN/m2, at the lower end γ S2 p SF + γ W2 p WF
A Sh = 10 γ R γ m λ s β s -------------------------------------- sl
of the primary supporting member considered Ry
pSu : Still water pressure, in kN/m2, at the upper end where:
of the primary supporting member considered
βb, βs : Coefficients defined in [3.5.2]
pWd : Wave pressure, in kN/m2, at the lower end of
the primary supporting member considered λb : Coefficient taken equal to the greater of the fol-
pWu : Wave pressure, in kN/m , at the upper end of 2 lowing values:
the primary supporting member considered γ S2 ( p SFd – p SFu ) + γ W2 ( p WFd – p WFu )
λ b = 1 + 0 ,2 --------------------------------------------------------------------------------------
σA : Axial stress, to be obtained, in N/mm2, from the γ S2 ( p SFd + p SFu ) + γ W2 ( p WFd + p WFu )
following formula: γ S2 ( p SFd – p SFu ) + γ W2 ( p WFd – p WFu )
λ b = 1 – 0, 2 --------------------------------------------------------------------------------------
γ S2 ( p SFd + p SFu ) + γ W2 ( p WFd + p WFu )
F
σ A = 10 ----A-
A λs : Coefficient taken equal to the greater of the fol-
FA : Axial load (still water and wave) transmitted to lowing values:
the vertical primary supporting members by the
γ S2 ( p SFd – p SFu ) + γ W2 ( p WFd – p WFu )
structures above. For multideck ships, the crite- λ s = 1 + 0 ,4 --------------------------------------------------------------------------------------
γ S2 ( p SFd + p SFu ) + γ W2 ( p WFd + p WFu )
ria in [4.1.1] for pillars are to be adopted
γ S2 ( p SFd – p SFu ) + γ W2 ( p WFd – p WFu )
A : Net sectional area, in cm2, of the vertical pri- λ s = 1 – 0, 4 --------------------------------------------------------------------------------------
γ S2 ( p SFd + p SFu ) + γ W2 ( p WFd + p WFu )
mary supporting members with attached plating
of width bP. pSFd : Still water pressure, in kN/m2, in flooding con-
ditions, at the lower end of the primary support-
3.6 Net section modulus and net shear ing member considered
sectional area of primary supporting pSFu : Still water pressure, in kN/m2, in flooding con-
members subjected to lateral pressure ditions, at the upper end of the primary support-
in flooding conditions ing member considered
pWFd : Wave pressure, in kN/m2, in flooding condi-
3.6.1 General
tions, at the lower end of the primary supporting
The requirements in [3.6.2] to [3.6.3] provide the minimum member considered
net section modulus and net shear sectional area of primary
supporting members of bulkheads or inner side which con- pWFu : Wave pressure, in kN/m2, in flooding condi-
stitute the boundary of compartments not intended to carry tions, at the upper end of the primary support-
liquids, in flooding conditions. ing member considered.

January 2013 Bureau Veritas 167

Pt B, Ch 8, Sec 5

4 Buckling check σE2 : Euler torsional buckling stress, to be obtained,

in N/mm2, from the following formula:
4.1 Buckling of pillars subjected to π 2 EI w I
σ E2 = -----------------
-2 + 0 ,41 E ---t
compression axial load 10 4 I p l Ip

Iw : Net sectorial moment of inertia of the pillar, to

4.1.1 Compression axial load
be obtained, in cm6, from the following formula:
Where pillars are in line, the compression axial load in a
pillar is obtained, in kN, from the following formula: t f b f3 h w2 –6
I w = ---------------
- 10
24
N
hW : Web height of built-up section, in mm
F A = A D ( γ S2 p S + γ W2 p W ) + ∑ r (γi S2 Q i ,S + γ W2 Q i ,W )
i=1 tW : Net web thickness of built-up section, in mm
where: bF : Face plate width of built-up section, in mm
AD : Area, in m2, of the portion of the deck or plat- tF : Net face plate thickness of built-up section, in
form supported by the pillar considered mm
ri : Coefficient which depends on the relative posi- Ip : Net polar moment of inertia of the pillar, to be
tion of each pillar above the one considered, to obtained, in cm4, from the following formula:
be taken equal to: Ip = IXX + IYY
• ri = 0,9 for the pillar immediately above IXX : Net moment of inertia about the XX axis of the
that considered (i = 1) pillar section (see Fig 4)
• ri = 0,9i for the ith pillar of the line above the IYY : Net moment of inertia about the YY axis of the
pillar considered, to be taken not less than pillar section (see Fig 4)
0,478 It : St. Venant’s net moment of inertia of the pillar, to
Qi,S , Qi,W : Still water and wave loads, respectively, in kN, be obtained, in cm4, from the following formula:
from the ith pillar of the line above the pillar 1
considered. I t = --- [ h w t w3 + 2b f t f3 ]10 –4
3

4.1.2 Critical column buckling stress of pillars Table 5 : Coefficient f

The critical column buckling stress of pillars is to be
obtained, in N/mm2, from the following formulae: Condition of fixation of the pillar f
Both ends fixed
R eH
σ cB = σ E1 for σ E1 ≤ -------
-
2
R eH ⎞ R eH
σ cB = R eH ⎛ 1 – ----------
- for σ E1 > -------
-
⎝ 4σ E1⎠ 2 0,5

where:
σE1 : Euler column buckling stress, to be obtained, in
N/mm2, from the following formula:
I One end fixed, one end pinned
σ E1 = π 2 E ----------------2 10 –4
A (f l)
I : Minimum net moment of inertia, in cm4, of the
pillar
2
-------
A : Net cross-sectional area, in cm2, of the pillar 2
l : Span, in m, of the pillar
f : Coefficient, to be obtained from Tab 5.

4.1.3 Critical torsional buckling stress of built-up

Both ends pinned
pillars
The critical torsional buckling stress of built-up pillars is to
be obtained, in N/mm2, from the following formulae:

R eH 1
σ cT = σ E2 for σ E2 ≤ -------
-
2
R eH ⎞ R eH
σ cT = R eH ⎛ 1 – ----------
- for σ E2 > -------
-
⎝ 4σ E2⎠ 2

where:

168 Bureau Veritas January 2013

 Pt B, Ch 8, Sec 5

Figure 4 : Reference axes for the calculation

R eH
of the moments of inertia of a built-up section σ cL = σ E3 for σ E3 ≤ -------
-
2
Y
R eH ⎞ R eH
σ cL = R eH ⎛ 1 – ----------
- for σ E3 > -------
-
⎝ 4σ E3⎠ 2

where:
X X σE3 : Euler local buckling stress, to be taken equal to
the lesser of the values obtained, in N/mm2,
from the following formulae:
tW ⎞ 2 4
• σ E3 = 78 ⎛⎝ ------
- 10
Y h W⎠

t 2 4
• σ E3 = 32 ⎛ ----F-⎞ 10
4.1.4 Critical local buckling stress of built-up pillars ⎝ b F⎠

The critical local buckling stress of built-up pillars is to be tW, hW, tF, bF : Dimensions, in mm, of the built-up section
obtained, in N/mm2, from the following formulae: defined in [4.1.3].

Table 6 : Buckling check of pillars subject to compression axial load

Column buckling Torsional buckling Local buckling Geometric

Pillar cross-section
check check check condition
Built-up

bF
σ cB F σ cT F σ cL F bF
---------- ≥ 10 ----A- ---------- ≥ 10 ----A- ---------- ≥ 10 ----A- • ----- ≤ 40
tF γR γ m A γR γm A γR γm A tF
hW
tW

Hollow tubular

d
--- ≤ 55
t σ cB F •
---------- ≥ 10 ----A- Not required Not required t
γR γ m A
d
• t ≥ 5,5 mm

Hollow rectangular

b
b • --- ≤ 55
t2

t2 σ cB F σ cL F h
---------- ≥ 10 ----A- Not required ---------- ≥ 10 ----A- • --- ≤ 55
t1 γR γ m A γR γm A t1
h
• t1 ≥ 5,5 mm
• t2 ≥ 5,5 mm

Note 1:
σcB : Critical column buckling stress, in N/mm2, defined in [4.1.2]
σcT : Critical torsional buckling stress, in N/mm2, defined in [4.1.3]
σcL : Critical local buckling stress, in N/mm2, defined in [4.1.4] for built-up section or in [4.1.5] for hollow rectangular section
γR : Resistance partial safety factor, equal to:
• 1,15 for column buckling
• 1,05 for torsional and local buckling
FA : Compression axial load in the pillar, in kN, defined in [4.1.1]
A : Net sectional area, in cm2, of the pillar.

January 2013 Bureau Veritas 169

Pt B, Ch 8, Sec 5

4.1.5 Critical local buckling stress of pillars having t 2 4

hollow rectangular section • σ E4 = 78 ⎛ ---2⎞ 10
⎝ b⎠

The critical local buckling stress of pillars having hollow t 2 4

rectangular section is to be obtained, in N/mm2, from the • σ E4 = 78 ⎛ ---1⎞ 10
⎝ h⎠
following formulae:
b : Length, in mm, of the shorter side of the section
t2 : Net web thickness, in mm, of the shorter side of
R eH
σ cL = σ E4 for σ E4 ≤ -------
- the section
2
R eH ⎞ R eH h : Length, in mm, of the longer side of the section
σ cL = R eH ⎛ 1 – ----------
- for σ E4 > -------
-
⎝ 4σ E4⎠ 2 t1 : Net web thickness, in mm, of the longer side of
the section.
where:
4.1.6 Checking criteria
σE4 : Euler local buckling stress, to be taken equal to The net scantlings of the pillar loaded by the compression
the lesser of the values obtained, in N/mm2, axial stress FA defined in [4.1.1] are to comply with the for-
from the following formulae: mulae in Tab 6.

170 Bureau Veritas January 2013