RULES FOR

CLASSIFICATION OF

SHIPS
NEWBUILDINGS

HULL AND EQUIPMENT

MAIN CLASS

PART 3 CHAPTER 3

HULL EQUIPMENT AND APPENDAGES

JANUARY 2000

CONTENTS PAGE

Sec. 1 General Requirements ................................................................................................................ 5

Sec. 2 Sternframes, Rudders and Steering Gears ................................................................................. 6
Sec. 3 Anchoring and Mooring Equipment ....................................................................................... 28
Sec. 4 Masts and Rigging .................................................................................................................... 42
Sec. 5 Seats for Additional Lifting, Towing or Mooring Equipment ................................................ 45
App.A Additional Requirements for non - duplicated Rudder Actuators ........................................ 48

DET NORSKE VERITAS

Veritasveien I, N-1322 H~vik, Norway Tel.: +47 67 57 99 00 Fax: +47 67 57 9911
CHANGES IN THE RULES
General
The present edition of the rules includes additions and amendments
decided by the board as of December 1999, and supersedes the Janu-
ary 1996 edition of the same chapter (including later amendments).
The rule changes come into force 1 July 2000.
This chapter is valid until superseded by a revised chapter. Supple-
ments will not be issued except for minor amendments and an updated
list of corrections presented in Pt.O Ch.1 Sec.3. Pt.O Ch.1 is normally
revised in January and July each year.
Revised chapters will be forwarded to all subscribers to the rules.
Buyers of reprints are advised to check the updated list of rule chap-
ters printed Pt.O Ch.I Sec.I to ensure that the chapter is current.
In A204 11 fibre ropes (WY1 has been included in the list of items
requiring DNV Product Certificate (NV) for materials, ISO
10474: Type 3.1 C. Where the "(W)" indicates that a work's cer-
tificate (for materials, ISO 10474 Type-3.) B) from an approved
manufacturer will normally be accepted.
Sec.5 Seats for Additional Lifting, Towing or Mooring
Equipment
In A102 it is now stated that the crane pedestal flanges and bolts
are only subject to approval when CRANE, DSV or Crane
Vessel is requested. The amendment is made to remove any
misunderstanding in regard to the material requirements and ap-
proval of pedestal flanges and bolts.
In A301 the material requirement for pedestal top flanges has
been removed.

Main changes
Sec.3 Anchoring and Mooring Equipment Corrections and Clarifications
In A102 an additional sentence has been added indicating that if In addition to the above stated rule amendments, some detected errors
certification of materials is needed, voluntarily, then this will be have been corrected, and some clarifications have been made in the
done in accordance with A204. existing rule wording.

Comments to the rules may be sent by e-mail to dtp203@dnv.com

For subscription orders or information about subscription terms, please use distribution@dnv.com
Comprehensive information about DNV and the Society1s services is found at the Web site http://www.dnv.com
© Det Norske Veritas AS
Computer Typesetting (FM+SGML) by Division Technology and Products, Det Norske Veritas AS
Printed in Norway by Det Norske Veritas AS January 2000.

If any person sutlers loss or damage whlch is proved to have been caused by any negllgent act or omission of Del Norske Veritas, then Det Norske Veritas shall pay compensation to such person
for his proved direct loss or damage. However, the compensation shall not exceed an amount equal to ten times the fee charged for the service in question, provided that the maximum compen·
sation shall never exceed USD 2 million.
In this provision "Det Norske Veritas" shall mean the Foundation Det Norske Veritas as well as all Its subsidiaries, directors, officers, employees, agents and any other acting on behalf of Del
Norske Veritas. · -

CONTENTS
SEC. 1 GENERAL REQUIREMENTS ........................... 5
A. Classification ......................................................................... 5
A I 00 Application ........................................................................ 5
B. Definitions.............................................................................. 5
B I 00 Symbols ............................................................................ 5
C. Documentation ...................................................................... 5
C 100 General.. ............................................................................ 5
SEC. 2 STERNFRAMES, RUDDERS AND STEERING
GEARS .................................................................. 6
A. General .................................................................................. 6
A 100 Introduction ....................................................................... 6
A 200 Definitions ........................................................................ 6
A 300 Documentation ................................................................. 7
B. Materials ................................................................................ 8
B I 00 Plates and sections ............................................................ 8
B 200 Forgings and castings ........................................................ 8
B 300 Bearing materials .............................................................. 8
B 400 Material certificates .......................................................... 8
B 500 Heat treattnent ................................................................... 8
C. Arrangement and Details ..................................................... 8
C I 00 Stemframes and rudders ................................................... 8
C 200 Steering gears .................................................................... 9
D. Design Loads and Stress Analysis ....................................... 9
D 100 Rudder force and rudder torque, general ......................... 9
D 200 Rudders with stepped contours ....................................... 10
D 300 Stress analysis ................................................................. 11
E. Sternframes and Rudder Horns ........................................ 11
E 100 General ............................................................................ 11
E 200 Propeller posts ................................................................. 11
E 300 Sole pieces ...................................................................... 12
E 400 Rudder homs ................................................................... 12
F. Rudders ................................................................................ 14
F 100 General arrangement and details ..................................... 14
F 200 Rudder plating................................................................. 14
F 300 Rudder bending ............................................................... 14
F 400 Web plates ....................................................................... 15
F 500 Single plate rudders ........................................................ 15
F 600 Mounting of rudder ......................................................... 15
G. Rudder Stocks and Shafts .................................................. 15
G 100 General ............................................................................ 15
G 200 Rudder stock with couplings ........................................... 16
G 300 Rudder shaft .................................................................... 18
G 400 Bearings and pinties ....................................................... 19
H. Propeller Nozzles ................................................................ 20
H 100 General ............................................................................ 20
H 200 Plating ............................................................................. 20
H 300 Nozzle ring stiffness ....................................................... 20
H 400 Welding ........................................................................... 20
H 500 Supports .......................................................................... 21
I. Propeller Shaft Brackets .................................................... 21
I 100 General ............................................................................ 21
I 200 Anangement ................................................................... 21
I 300 Struts ............................................................................... 21
I 400 Welding ........................................................................... 21
I 500 Material ........................................................................... 21
I 600 Testing ............................................................................ 21
J. Steering Gears ..................................................................... 21
J 100 Arrangement and performance ....................................... 21
J 200 Power actuating system, general requirements ............... 22
J 300 Piping systems, relief valve arrangements ...................... 23
J 400 Rudder actuator ............................................................... 23
J 500 Stee~ng gear control and monitoring systems, general ~ C 100
requirements .................................................................... 2::i
DET NORSKE VERITAS
Rules for Ships, January 2000
Pt.3 Ch.3 Contents - Page 3
J 600 Control gear for steering motOis ..................................... 25
J 700 Indications and alarms ................................................... 25
J 800 Power supply and distribution ........................................ 25
J 900 Emergency power supply ............................................... 26
J 1000 Operating instructions ..................................................... 26
J 1100 Additional requirements for oil carriers, chemical carriers
and liquefied gas carriers of 10 000 tons gross and
upwards ........................................................................... 26
K. Testing.................................................................................. 26
K 100 Stemfrarnes ..................................................................... 26
K 200 Rudders and rudder stock connections ..........: ................ 27
K 300 Steering gears .................................................................. 27
K 400 Trials ............................................................................... 27
SEC. 3 ANCHORING AND MOORING
EQUIPMENT ..................................................... 28
A. General................................................................................. 28
A 100 Introduction ..................................................................... 28
A 200 Documentation ................................................................ 28
A 300 Assumptions ................................................. :................. 28
B. Structnral Arrangement for Anchoring Eqnipment. ...... 28
B 100 General ........................................................................... 28
C. Eqnipment Specification .................................................... 29
C 100 Equipment number. ......................................................... 29
C 200 Equipment tables ............................................................ 30
D. Anchors ................................................................................ 31
D I00 General... ......................................................................... 31
D 200 Materials ......................................................................... 31
D 300 Anchor shackle ............................................................... 31
D 400 Testing ............................................................................ 32
D 500 Additional requirements for H.H.P. ("High Holding
Power") anchors .............................................................. 32
D 600 Identification ................................................................... 32
E. Anchor Chain Cables ........................................................ 33
E 100 General... ......................................................................... 33
E 200 Materials ......................................................................... 33
E 300 Heat treatment and material testing ............................... 35
E 400 Breaking test ................................................................... 35
E 500 Proof test... ...................................................................... 35
E 600 Tolerances ....................................................................... 35
E 700 Identification ................................................................... 36
E 800 Repair of defects ............................................................. 36
F. Windlass and Chain Stoppers ........................................... 38
F 100 General design ................................................................ 38
F 200 Materials ......................................................................... 38
F 300 Testing ............................................................................ 39
G. Towlines and Mooring Lines ............................................ 39
G 100 General... ......................................................................... 39
G 200 Materials ......................................................................... 39
G 300 Testing of steel wire ropes .............................................. 39
G 400 Testing of natural fibre ropes .......................................... 40
G 500 Mooring Winches ......................................................... ..41
SEC. 4 MASTS AND RIGGING ................................... 42
A. General ................................................................................. 42
A 100 Introduction ..................................................................... 42
A 200 Assumptions ................................................................... 42
A 300 Definitions ...................................................................... 42
A 400 Documentation ................................................................ 42
B. Materials and Welding .......................................................42
B 100 Materials ······························'······················· .. ················· 42
B 200 Welding ........................................................................... 43
C. Arrangement and Support ................................................. 43
Masts and posts .............................................................. .43
C 200 Standing rigging ............................................................. .43
· Rules for Ships, January 2000
Pt.3 Ch.3 Contents - Page 4
D.Design and Scantlings ......................................................... 43
D 100 General .......................................................................... ..43
D 200 Unstayed masts and posts with derricks ......................... 43
D 300 Stayed masts or posts with derricks with a lifting capacity
not exceeding 10 t .......................................................... .43
D 400 Stayed masts of posts with derricks with a lifting capacity
of 10 tor more, but not exceeding 40 t ........................... 43
D 500 Stayed masts without derricks ........................................ .44
D 600 Shrouds ............................................................................ 44
SEC. 5 SEATS FOR ADDITIONAL LIFTING,
TOWING OR MOORING EQUIPMENT ...... 45
A. Crane Pedestals and Miscellaneous Lifting Posts ........... .45
A 100 Introduction ................................................................... .45
A 200 Documentation ................................................................ 45
A 300 Materials and welding .................................................... .45
A 400 Arrangement. .................................................................. .45
A 500 Design loads ................................................................... .45
A 600 Allowable stresses .......................................................... .46
B. Seatings for Winches, Windlasses and other Pulling
Accessories ........................................................................... 46
B l 00 Introduction.................................................................... .46
B 200 Documentation ................................................................ 46
B 300 Design loads ................................................................... .47
B 400 Calculation of stresses ..................................................... 47
B 500 Allowable stresses. Materials .......................................... 47
DET NORSKE VERITAS
APP. A ADDITIONAL REQUIREMENTS FOR NON -
DUPLICATED RUDDER ACTUATORS ...... 48
A. Introduction........................................::.............................. 48
A 100 Scope ................................................ :............................ ..48
B. Materials .............................................................................. 48
B 100 Special Requirements ...................................................... 48
C.Design ................................................................................... 48
C 100 Design pressure ............................................................... 48
C 200 Analysis .......................................................................... .48
C 300 Dynamic loads for fatigue and fracture mechanics
analysis ............................................................................ 48
C 400 Allowable stresses .......................................................... .48
C 500 Burst test ................................................................ :....... .48
D. Construction Details ........................................................... 48
D l 00 General ........................................................................... .48
D 200 Welds ............................................................................. .48
D 300 Oil seals .......................................................................... .48
D 400 Isolating valves .............................................................. .48
D 500 Relief valves ................................................................... .49
E. Testing .................................................................................. 49
E 100 Non-destructive testing ................................................... 49
E 200 Other testing ................................................................... .49
 Rules for Ships, January 2000
Pt.3 Ch.3 Sec.1 - Page 5

SECTIONl
GENERAL REQUIREMENTS

A. Classification D = Rule depth in m 1)

T = Rule draught in m 1)
A 100 Application ~ = Rule displacement in t 1l
101 The Rules in this chapter apply to steering arrangement Cs = Rule block coefficient 1)
and anchoring, mooring and load handling equipment. V = maximum service speed in knots on draught T
102 Necessary strengthening of the hull structure due to 1) For details see Ch.1 Sec.I B
loads imposed by the equipment and installations are given
where appropriate.

C. Documentation
B. Definitions C 100 General
B 100 Symbols 101 Plans and particulars to be submitted for approval or in-
formation are specified in the respective sections of this chap-
101 ter.
L Rule length in m 1) 102 For instrumentation and automation, including compu-
B = Rule breadth in m l) ter based control and monitoring, see Pt.4 Ch.5 Sec. I.

DET NORSKE VERITAS

Rules for Ships, January 2000
Pt.3 Ch.3 Sec.2 - Page 6

SECTION2
STERNFRAMES, RUDDERS AND STEERING GEARS

A. General I) in the case of electric steering gear, an electric motor and

A 100 Introduction
101 Requirements to side thrusters and other appliances in-
tended for manoeuvring or positioning purposes are given in
Pt.4 Ch.2.
A 200 Deimitions
201 Main steering gear means the machinery, rudder actua-
tor(s), the steering gear power units, if any, and ancillary
equipment and the means of applying torque to the rudder
stock (e.g. tiller or quadrant) necessary for effecting movement
of the rudder for the purpose of steering the ship under normal
service conditions.
202 Auxiliary steering gear means. the equipment other than
any part of the main steering gear necessary to steer.the ship in
the event of failure of the main steering gear but not including
the tiller, quadrant or components serving the same purpose.
203 Steering gear control system means the equipment by
which orders are transmitted from the navigating bridge to the
steering gear power units. Steering gear control systems com-
prise transmitters, receivers, hydraulic control pumps and their
associated motors, motor controllers, piping and cables.
204 Rudder actuator means the component which converts
directly hydraulic pressure into mechanical action to move the
rudder.
205 Steering gear power unit means:
its associated electrical equipment;
2) in the case of electrohydraulic steering gear, an electric
motor and its associated electrical equipment and connect-
ed pump;
3) in the case of other hydraulic steering gear, a driving en-
gine and connected pump.
206 Power actuating system means the hydraulic equipment
provided for supplying power to turn the rudder stock, com-
prising a steering gear power unit or units, together with the as-
sociated pipes and fittings, and a rudder actuator. The power
actuating systems may share common mechanical compo-
nents, i.e. tiller quadrant and rudder stock, or components serv-
ing the sarue purpose.
207 Maximum ahead service speed is the maximum speed
corresponding to maximum nominal shaft RPM and corre-
sponding engine MCR in service at sea on summer load water-
line.
208 Maximum astern speed is the speed which it is estimated
the ship can attain at the designed maximum astern power at
the deepest seagoing draught.
209 Maximum working pressure means the maximum oil
pressure in the system when the steering gear is operated to
comply with Jl02.
210 For terms redundancy and independence see Pt.4 Ch. l
Sec.I.
211 Some terms used for rudder, rudder stock and supporting
structure are shown in Fig. I.

RUDDER CARRIER dso RUDDER STOCK dso

WllH STUFFING SOX

STEERING GEAR FLAT

HOR. FL. COUPLING RUDDER TRUNK

TYPE A \
r--E===tJ

RUDDER BLADE RUDDER BLADE

BALANCE RUDDER WITH SHAFT BALANCE RUDDER WITH HEEL P1NTLE

DET NORSKE VERITAS

 Rules for Ships, January 2000
Pt.3 Ch.3 Sec.2 - Page 7

RUDDER CARRIER dso

WITH STUFFING BOX
STEERING GEAR FLAT

ds RUDDER STOCK

NECK BEARING

HOR. FL. COUPLING

TYPE B

RUDDER HORN
HORN PINTLE

RUDDER BLADE

SEMI-SPADE RUDDER SPADE RUDDER

Fig. I
Rudders

212 Symbols: into account the friction losses and any back pressure in
the return side.
f, = material factor, see B
Pm = maximum bearing surface pressure, see B The plans are to give full details of scantlings and arrangement
FR = design rudder force, see D as well as data necessary for verifying scantling calculations
MTR= design rudder torque, see D together with proposed rated torque. Set pressure for all relief
A total area in m2 of rudder blade valves are to be specified. Material specifications and particu-
H mean rudder height in m. lars about heat treatment are also required.

A 300 Documentation 302 For important components of welded construction (e.g.

301 Plans etc. as specified below are to be submitted for ap-
proval:
sternframe, horn and propeller brackets, outline of the pro-
peller
rudder including details of bearings, shaft, pintles and rud-
der lock arrangement
rudder stock including details of couplings, bolts and keys
rudder carrier
sectional drawing of rudder actuator
dimension drawings for torque transmitting parts and parts
subject to internal hydraulic pressure
foundation bolts and chocks
rudder stoppers
piping (and function) diagram according to Pt.4 Ch.I
schematic diagrams for:
power supply arrangement
motor control systems (detailed requirements for the
diagrams are given in Pt.4 Ch.4 for electrical installa-
tions)
calculations according to K402 and K403 if sea trials are
planned to be carried out in a load condition not providing
fully submerged rudder. Such calculations are at least to
include evaluation of expected trial loads (torque and sup-
port reaction forces) on the actuator versus calculated rud-
der torque fully submerged and at trial conditions taking
rudder, rudder stock, tiller), full details of the joints, welding
procedure, filler metal and heat treatment after welding are to
be specified on the plans.
303 Procedure for stress relieving of nodular cast iron and
cast steel parts, when dimensional stability is important (such
as tiller and rotor, see B502), is to be specified on the plans.
304 Plans of the following items are to be submitted for in-
formation:
general arrangement drawings of steering gear and steer-
ing gear compartment
installation instructions for steering gear (inclusive fitting
to rudder stock)
locking or brake arrangement
steering gear relief valve discharge characteristics (pres-
sure-flow diagram)
total delivery capacity of steering gear hydraulic pumps
operation instructions (according to JIOOO).
305 Steering gear manufacturers who intend their product to
comply with the requirements of the IMO Guidelines for non-
duplicated rudder actuators, see Appendix A, are to submit
documentation as specified in the guidelines when plans are
forwarded for approval.
306 For instrumentation and automation, including compu-
ter based control and monitoring, see PtA Ch.5 Sec.!.

DET NORSKE VERITAS

· Rules for Ships, January 2000
Pt3 Ch.3 Sec.2 - Page 8

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

combination with steel or bronze liners on the axle, pintle or
B 100 Plates and sections stock
101 Selection of material grades for plates and sections is to The difference in hardness of bushing and liners is not to be
be based on material thickness. NV-steel grades as given in Ta- less than 65 Brine!!. 13% Chromium steel is to be avoided.
ble B 1 will normally be accepted. 302 Synthetic bearing bushing materials are to be of an ap-
proved type. For this type of bushing, adequate supply oflubri-
Table Bl Plate material grades
cation to the bearing for cooling/lubrication purposes is to be
Thickness in mm Normal strength High strength struc- provided.
structural steel tural steel
t530 A A 303 The maximum surface .pressure Pm for the various bear-
ing combinations is to be taken as given in Table B2.
30<t540 B A
40<t5120 D D .Table B2 Bearing surface pressures
102 The material factor f 1 included in the various formulae Bearing material Pm (kN!m2 )
for structures may be taken as: Lignum vitae 2500
f 1 =1,0 for NV-NS steel White metal, oil lubricated 4500
Synthetic material with hardness between 60 5500 2)
f 1 =1,08 forNV-27 steel and 70 Shore D
f 1 =1,28 for NV-32 steel Steel I) and bronze and hot-pressed bronze-
graphite materials 7000
f1 = 1,39 for NV-36 steel
l) Stainless and wear-resistant steel in an approved combination with
f 1 =1,43 forNV-40 steel stock liner
2) Surface pressure exceeding the specified limit may be accepted for rud-
B 200 Forgings and castings der bearing applications in accordance with bearing manufacturer's
specification and when verified by tests and/or service experience.
201 Rudder stocks, pintles, coupling bolts, keys and cast
parts of rudders are to be made of rolled, forged or cast carbon Surface pressure exceeding the values in Table B2 may be ac-
manganese steel in accordance with Pt.2. cepted for rudder actuator bearings in accordance with bearing
For rudder stocks, pintles, keys and bolts the minimum yield manufacturer's specification and when verified by tests.
stress is not to be less than 200 N/mm2.
B 400 Material certificates
202 Nodular cast iron may be accepted in certain parts after
special considerations. Materials with minimum specified ten- 401 «Det Norske Veritas Product Certificate» (NV) will be
sile strength lower than 400 N/mm2 or higher than 900 N/mm2 required for:
will normally not be accepted in rudder stocks, axle or pintles,
keys and bolts. stemframe structural parts
rudder structural parts
203 Ram cylinders, pressure housings of rotary vane type ac- rudder shaft or pintles
tuators, hydraulic power piping, valves, flanges and fittings, rudder stock
and all steering gear components transmitting mechanical forc-
rudder carrier
es to the rudder stock (such as tillers, quadrants, or similar
components) are to be of steel or other approved ductile mate- tiller or rotor
rial, duly tested in accordance with the requirements of Pt.2. In crosshead
general, such material is to have an elongation of not less than cylinders/rams
12 % nor a tensile strength in excess of 650 N/mm2 • rotor housing
manifolds.
Grey cast iron may be accepted for redundant parts with low
stress level, excluding cylinders, upon special consideration. 402 "Works certificate" C:Wl will be accepted for:
204 The material factor f 1 for forgings (including rolled
round bars) and castings may be taken as: bolts and pins
stoppers
steering gear covers
steering gear pistons.
B 500 Heat treatment
O'f = minimum upper yield stress in N/mm2, not to be taken
greater than 70% of the ultimate tensile strength. If not 501 Fabricated parts in the steering gear are to be fully an-
specified on the drawings, O'f is taken as 50% of the ul- nealed after welding.
timate tensile strength. 502 Nodular cast iron and cast steel parts for transmission of
a = 0,75 for O'f > 235 rudder torque by means of keyless conical or cylindrical con-
= 1,0 for O'f < 235 nections are to be stress relieved.
205 Before significant reductions in rudder stock diameter
due to the application of steels with yield stresses exceeding
235 N/mm2 are granted, the Society may require the evaluation C. Arrangement and Details
of the rudder stock deformations. Large deformations should
be avoided in order to avoid excessive edge pressures in way C 100 Sternframes and rndders
of bearings. The slope of the stock should be related to the
bearing clearance, see G405. 101 Relevant types of rudder arrangements are shown in Fig.
I. Other combinations of couplings and bearings may be ap-
B 300 Bearing materials plied.
301 Bearing materials for bushings are to be stainless steel, 102 Suitable arrangement to prevent the rudder from lifting
bronze, white metal, synthetic material or lignum vitae. Stain- and accidental unshipping is to be provided. The arrangement

DET NORSKE VERITAS


is to effectively limit vertical movement of rudder in case of
extreme (accidental) vertical load on rudder.
103 Effective means are to be provided for supporting the
weight of the rudder without excessive bearing pressure, e.g.
by a rudder carrier attached to the upper part of the rudder
stock. The hull structure in way of the rudder carrier is to be
suitably strengthened.
104 If the rudder trunk is open to the sea, a seal or stuffing
box is to be fitted above the deepest load waterline, to prevent
water from entering the steering gear compartment and the lu-
bricant from being washed away from the rudder carrier.
An additional seal of approved type is required when the rud-
der carrier is below the summer load waterline.
105
Guidance note:
The after body should be so shaped as to ensure a proper flow of
water to the propeller, and _so as to prevent uneven fonnation of
eddies as far as possible. The apex of the waterlines in front of
the propeller should have the least possible radius, together with
a relatively small angle <J>. Plane or approximately plane parts
above the propeller tip should be avoided.
The strength of pressure impulses from propeller to hull will nor-
mally decrease with increasing clearances. However, even with
large clearances to the propeller, a hull may be exposed to strong
impulses if the propeller is subject to heavy cavitation.
For a moderately cavitating propeller, the following minimum
clearances are proposed (see Table Cl and Fig. 2):_
Table Cl Minimum clearances
For single screw ships: For twin screw ships:
a;e0,2R (m)
b;, (0,7 -0,04 Zp) R (m)
c > (0,48 - 0,02 Zp) R (m) c > (0,6 -0,02 Zp) R (m)
e;, 0,07 R (m)
R =propeller radius in m
Zp ;;;;nwnber of propeller blades.
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
Fig. 2
Propeller clearances
106
Guidance note:
Rudders (one or more) working directly behind a propeller
should preferably have a total area not less than:
DET NORSKE VERITAS.
Rules for Ships, January 2000
Pt.3 Ch.3 Sec.2 - Page 9
A = TL [1 + SOC
100
2
B L
2 2
] (m ) (!!)
For ships which frequently manoeo\lre iri harbours, canals or oth-
er narrow waters, the rudder area determined by the formula
should be increased. For ships with a streamlined rudder post,
half of the lateral area of the post may be included in the rudder
area. For ships with a rudder horn, the whole area of the horn lay-
ing below a horizontal line from the top of the rudder may be in-
cluded.
Rudders not working directly behind a propeller should have the
area as given above, increased by at least 30o/o.
Rudders with special profiles or special configurations (e.g. flaps
or nozzles) giving increased efficiency may have smaller total ar-
eas.
For ships with large freeboard and/or high continuous super-
structures an increase of the rudder area ought tO be considered.
Larger rudder area may result in excessive heeling angle when
using the rudder in extreme position at full speed ahead. This is
particularly relevant for passenger vessels, ferries, vehicle ro/ro
carriers and other vessels where the combination of speed,
draught, vertical centre of gravity and metacentric height may re-
sult in excessive heeling angle in case of smaller turning circles.
For estimating the result aiJ.gle of heel, reference is made to Pt.5
Ch.2 Sec.2 K400.
In cases where the resulting angle of heel may exceed 10 degrees,
the Master should be provided with warning about this in the sta-
bility manual.
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
107
Guidance note:
In order to minimise vibrations, the balancing and design of the
rudders should be carried out as follows:
the balanced portion should not be greater than 23% of the
total area of the rudder
the length of the balanced part at any horizontal section
should noWhere be greater than 35% of the total length of
the rudder
the widest part of the rudder section should preferably be at
least 30% aft of the leading edge of the rudder section con-
sidered.
---e-n-d---of---G-u-i-d-a-n-c-e---n-0-t-e---
108 Over-balanced rudders are subject to special considera-
tion with respect to type of steering gear and risk of an unex-
pected and uncontrolled sudden large movement of rudder
causing severe change of ship's pre-set course. See J106.
Guidance note:
A rudder shall be considered over-balanced, when balanced por-
tion exceed 30% in any actual load condition. Special rudder
types, such as flap rudders, are subject to special consideration.
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
C 200 Steering gears
201 F()r arrangement and details of steering gear see subsec-
tion J.
D. Design Loads and Stress Analysis
D 100 Rudder force and rudder torque, general
101 The rudder force upon which the rudder scantlings are to
be based is to be detennined fromthe following formula:
FR= 0,044 k1 k2 k3 A V2 (kN)
A = area of rudder blade in m 2, including area of flap.
= vertical projected area of nozzle rudder
Rules for Ships, January 2000
Pt.3 Ch.3 Sec.2 - Page 1O

coefficient depending on rudder profile type (see Fig. lar rudders, may be considered as basis for rudder torque
3): estimation.

Table Dl Rudder profile type - coefficient

Profile type Ahead Astern ~NACA­
GOttingen
NACA - Gottingen 1,1 0,8
Hollow profile l) 1,35 0,9
Flatsided 1, 1 0,9
Profile with «fish tail» 1,4 0,8 ------------·--->-.Hollow
Rudder with flap 1,65 1,3
Nozzle rudder 1,9 1,5
I) Profile where the width somewhere along the length is 75% or less of
the width of a flat side profile with same nose radius and a straight line
tangent to after end

coefficient depending on rudder/nozzle arrangement

-----=======~=====) Flatsided
= 1,0 in general
= 0,8 for rudders which at no angle of helm work in the
propeller slip stream
I, 15 for rudders behind a fixed propeller nozzle
H2
-EES=~· ======~
:::=- Fish tail
- + 2 not to be taken greater than 4 Rudder profiles.
A,
H mean height in m of the rudder area. Mean height and
mean breadth B of rudder area to be calculated as Fig. 3
Rudder proflles
shown in Fig. 4
total area of rudder blade in m 2 including area of flap
and area of rudder post or rudder horn, if any, within
the height H.
D 200 Rudders with stepped contours
v = maximum service speed (knots) with the ship on sum- 201 The total rudder force FR is to be calculated according to
mer load waterline. When the speed is less than IO IOI, with height and area taken for the whole rudder.
knots, V is to be replaced by the expression:
202 The pressure distribution over the rudder area may be
determined by dividing the rudder into relevant rectangular or
trapezoidal areas, see e.g. Fig. 5. The rule rudder torque may
V-=V+20
min 3 be determined by:
For the astern ·condition the maximum _astern -speed· is to be
used, however, in no case less than:
n
Vastem = 0,5 V
The maximum service speed corresponds to tl!e maximum
MTR = L (FRixei) (kNm)
i = 1
continuous rating (MCR) of the engine. In special ship types
(such as tugs) the maximum output of the propelling machin-
ery may exceed MCR by more than 15%. In such cases Vis to = minimum 0, 1 FR Xem
be increased by the following percentage:
n = number of parts
Table D2 Percentage increase in MCR vs V = integer
.
Maximum engine output
20 25 30 35 40
A.
above nonnal (%)
15 FRi = -2F
A R
V increase(%) 3 5 7 9 . 11 12
x ei = Bi (a -Js)
102 The rule rudder torque is to be calculated for both the
ahead and astern condition according to the formula: ~ (AA;B;)
Xem= L.
MTR= FR Xe (kNm) i = 1
=minimum 0,1 FR B A; = partial area in m 2
Bi = mean breadth of part area, see Fig. 4
FR = as given in IOI for ahead and astern conditions a as given in 102
x. = B (a-k) (m)
B = mean breadth of rudder area, see Fig. 4 For parts of a rudder behind a fixed structure such as a
a = 0,33 for ahead condition rudder horn: ·
= 0,66 for astern condition a = 0,25 for ahead condition
AF = 0,55 for astern condition
k =
A
Ap = area in m2 of the portion of the rudder blade area situ~
ated ahead of the center line of the rudder stock
A = rudder blade area as given in IOI. A iF = rudder part area forward of rudder stock centre line,
see Fig. 5
For special rudder designs (such as flap rudders) direct calcu-
lations of rudder torque, supported by measurements on simi- FR and A as given in I02.

DET NORSKEVERITAS
 Rules for Ships, January 2000
Pt.3 Ch.3 Sec.2 - Page 11

E. Sternframes and Rudder Horns

z E 100 General
~ B-'' mean breadth of rudder
101 Stemfrarnes and rudder horns are to be effectively at-
+Z1-Z2
I H mean heLght of rudder tached to the surrounding hull structures. In particular the stem
Z3 2
4 bearing or vertical coupling flange for rudder axle is to be ap-
I propriately attached to the transom floor adjacent to the rudder
i stock.
---T·--r.
i
For semi-spade and spade rudder arrangements structural con-
. ;_,3 tinuity in the transverse as well as the longitudinal direction is
to be specially observed.

,,_,__ B --r,.-.i 102 Cast steel stemfrarnes and welded stemfrarnes are to be
strengthened by transverse webs.
Castings are to be of simple design, and sudden changes of sec-
tion are to be avoided. Where shell plating, floors or other
---·--- -- - - -- ___ ::(_~_ structural parts are welded to the stemfrarne, there is to be a
gradual thickness reduction towards the joint.
x Steel forgings and castings for stemfrarnes, rudder horns and
rudders are to be in accordance with the requirements in Pt.2
Fig.4 Ch.2 Sec.5 Band Sec.7 B for general applications.
Rudder dimensions
103 Depending on casting facilities, larger cast steel propel-
ler posts are to be made in two or more pieces. Sufficient
strength is to be maintained at connections. The plates of weld-
ed propeller posts may be welded to a suitable steel bar at the
after end of the propeller post.
104 Stresses determined by direct calculations as indicated
in D300 are normally not to exceed the following values:
Normal stress: CJ= 80 f 1 (N/mm2)
Shear stress : "'=50 f 1 (N/mm2)
Equivalent stress : a0 = 120 f1 (N/mm2)

E 200 Propeller posts

201 The boss thickness at the bore for the stem tube is not to
be less than:

t = 5 )dp - 60 (mm)

Fig. 5 dp = rule diameter of propeller shaft in mm.

Rudder area distribution
202 The scantlings of fabricated propeller posts are not to be
less than:
D 300 Stress analysis
l = 53JL (mm)
301 The rudder force and resulting rudder torque as given in
100 and 200, causes bending moments and shear forces in the
rudder body, bending moments and torques in the rudder stock, b = 37JL (mm)
supporting forces in pintle bearings and rudder stock bearings
and bending moments, shear forces and torques in rudder t = 2, 4JL (mm)
horns and heel pieces.
The bending moments, shear forces and torques as well as the
Fi
l, b and t are as shown in Fig. 6 Alt. I.
reaction forces are to be determined by a direct calculation or
by approximate simplified formulae as given in the following. Where the section adopted differs from the above, the section
modulus about the longitudinal axis is not to be less than:
For rudders supported by sole pieces or rudder horns these
structures are to be included in the calculation model in order
to account for the elastic support of the rudder body. Z w -_ 1, 35LJL (cm 3)
fl
Acceptable direct calculation methods are given in Classifica- 203 The scantlings of cast steel propeller posts are not to be
tion Note No. 32.1 "Strength Analysis of Rudder Arrange- less than:
ments". For rudder horns, see also E404.
302 Allowable stresses for the various strength members are l = 40JL (mm)
given in subsections E to J.
For evaluation of angular deflections, see B205 and 0405. b = 30JL (mm)

DET NORSKE VERITAS

Rules for Ships, January 2000
Pt.3 Ch.3 Sec.2 - Page 12

303 The section modulus of the sole piece about a horizontal

t1 = 3 ,jL (mm) axis abaft the forward edge of the propeller post is in no place
to be less than:
Jfi
t2 = 3, 7 ,jL (mm)
Jfi
l, b, t 1 and t 2 are as shown in Fig. 6 Alt. II. 304 The sectional area of the sole piece is not to be less than:
Where the section adopted differs from the above, the section 0, !FR 2
modulus about the longitudinal axis is not to be .less than: As= - - (cm)
fl
Zc -_ I, 3L,}L (cm 3) E 400 Rudder horns
fl
When calculating the section modulus, adjoining shell plates 401 The section modulus requirement of the rudder horn
within a width equal to 53 ,JL from the after end of the post about a longitudinal axis is given by:
may be included.

ALT. I

---·--- b

lh = vertical distance in m from the middle of the horn pin-

tle bearing to the section in question
Yh = vertical distance in m from the middle of the rule pintie
bearing to the middle of the neck bearing
F Ri = part of rudder force acting on the i-th part of the rudder
area, see 0202
y ei = vertical distance in m from the centroid of the i-th part
of the rudder area to the middle of the neck bearing
n = number of rudder parts

b For the straight part of the rudder horn the section modulus
may be taken for the total sectional area of the horn.
When the connection between the rudder horn and the hull
structure is designed as a curved transition into the hull plating
the section modulus requirement as given above is to be satis-
fied by the transverse web plates as follows:
Fig.6
Propeller posts n 3
L bi ti

E 300 Sole pieces = i=I 2' 0, 45Z

301 The sole piece is to be sloped in order to avoid pressure
from keel blocks when docking. The sole piece is to extend at
least two frame spaces forward of forward edge of the propel-
ler boss. The cross section of this extended part may be gradu-
ally reduced to the cross section necessary for an efficient
connection to the plate keel.
302 The section modulus requirement of the sole piece about
a vertical axis abaft the forward edge of the propeller post is
given by:
6, 25FRls 3 curved part, see Fig. 7).
Z1 = (cm )
fl
l, = distance in m from the centre line of the rudder stock
to the section in question. l, is not to be taken less than
half the free length of the sole piece.
6000bmax
n ;:: number of transverse webs
bi = effective breadth in mm of web no. i. (including the
flange thickness)
~ = thickness in mm of web no. i
bmax = largest bi.
Z, bi and bmax are to be taken at a horizontal section 0, 7 r above
the point where the curved transition starts (r = radius of
The formula for Zw is based on the material in web plates and
shell plate being of the same strength.
For a cast rudder horn any vertical extension of the side plating
(see Fig. 8) may be included in the section modulus.

DET NORSKE VERITAS

 Rules for Ships, January 2000
Pt.3 Ch.3 Sec.2 - Page 13

402 . The rudder horn thickness requirement is given by:

l!OkFReh
t = ~~~c·(mm)
f1As ..

50
k =
RANSITION AREA

eh horizontal projected distance in m from the centre line

of the horn pintle to the centroid of As
As area in crn2 in horizontal section enclosed by the horn.
For a curved transition between horn plating and shell plating
the thickness of the transition zone plate is not to be less than:
2
t = 0, 15(s -40) Z (mm)
c r ZA

s ;;;: spacing between transverse webs in mm

b
= radius of curved transition in mm
= section modulus at section immediately below the
transition zone
b z section modulus requirement in same section, as given
in 401.
·bi
403 The vertical parts of the rudder horn participating in the
strength against transverse shear are to have a total area in hor-
izontal section given by:

0, 3FR 2
Aw= C - - (cm)
fl
SECTION A-A
(A+ AH)AH)
Fig. 7 c =
(1+ A2 at upper end of horn
Curved plate transition rudder horn/shell plating
= 1,0 at lower end
AH = area of horn in m2. At intermediate sections AH should
be taken for part of horn below section
A = total area of rudder in m2.
In a curved transition zone the thickness of the transverse web
plates is not to be less than:
1r=0,8J;, (mm)
10 = thickness of curved plate
In the transition zone the curved shell plate is to be welded to
the web plates by full penetration weld or by a fillet weld with
throat thickness not less than:
t = 0,55 f 1 1r (mm)
404 A direct stress analysis of the rudder horn, if carried out,
is to be based on a finite element method.
For a curved transition to the hull structure the maximum al-
lowable normal and equivalent stresses as given in 104, may in
the curved plate be increased to:
er= 120 f1 N/mm2
<Ye= 180 f1 N/mm2
A fine-mesh finite element calculation will be considered as an
acceptable method.
In the web plates the normal stresses should not exceed
er= 130 f 1 N/mm2. .
Fig.8
Curved cast transition rudder horn/shell plating 405 For a curved transition between the horn side plating and
the shell plating, the side plate thicknesses given in 401 to 404
are to be extended to the upper tangent line of the curved part.

DET NORSKE VERITAS

Rules for Ships, January 2000
Pt.3 Ch.3 Sec.2 - Page 14
The transverse web thicknesses are to be kept to the same level
and are to be welded to the floors above. No notches, scallops
or other openings are to be taken in the transition area.
The alternative design is to carry the side plating of the rudder
horn through the shell plate and connect it to longitudinal gird-
ers (see Fig. 9), or weld it to the shell plate in line with longi-
tudinal girders. In the latter case the welds below and above the
shell plate are to be full penetration welds, and the shell plate
is to be specially checked for lamellar tearing. The transverse
girders are to be connected to/supported by transverse floors.
Floor plating welded to rudder horn web plates is to have a
thickness not less than 75% of the web plate thickness.
406 The lower end of the rudder horn is to be covered by a
horizontal plate with thickness not less than the side plating.
OjO
...................L_ I! _J.,.-,,.,,,.,,,--
T Li
Fig. 9
Shell plating connected to longitudinal girders in line with rudder
horn sides
F. Rudders
F 100 General arrangement and details
101 Rudders are to be double plate type with internal vertical
and horizontal web plates.
The rudder body is to be stiffened by horizontal and vertical
webs enabling it to act as a girder in bending.
Single plate rudders may be applied to smaller vessels of spe-
cial design and with service restrictions, see 500.
102 All rudder bearings are to be accessible for measuring of
wear without lifting or unshipping the rudder.
DET NORSKE VERITAS
Guidance note:
In case cover plates are permanelltly welded to the side plating,
it is recommended to arrange peep holes for inspection of secur-
ing of nuts and pintles.
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e~--
103 Great care is to be taken in highly stressed connections
such as:
welds between rudder side plating and upper heavy par1 of
rudder at stock coupling
welds around cut-outs in semi-spade rudders and openings
for demounting of cone coupling and pintles.
104 Welds between plates and heavy pieces (cast or very
thick plating) are to be made as full penetration welds, prefer-
ably to cast or welded on ribs. Where back welding is impos-
sible welding is to be performed against backing bar or
equivalent.
105 Webs are to be connected to the side plates in accord-
ance with Ch.I Sec.12.
Slot-welding is to be limited as far as possible. Horizontal slots
in side plating in areas with large bending stresses are to be
completely filled by welding.
Normally, slots of length 75 mm and a breadth of 2 t (where t
=rudder plate thickness), with a distance of 125 mm between
ends of slots, will be accepted. In areas where slots are required
to be completely ftlled by welding, more narrow slots with in-
clined sides (mirtimum 15° to the vertical) and a mirtimum
opening of 6 mm at bottom may be used. A continuous slot
weld may, however, in such cases be more practical.
106 Plate edges at corners in cut-outs and openings in rudder
side plating are to be ground smooth in those par1s of the rud-
der where high stresses will occur.
107 Means for draining the rudder completely after pressure
testing or possible leakages is to be provided. Drain plugs are
to be fitted with efficient packing.
108 Internal surfaces are to be covered by a corrosion-resist-
ant coating after pressure-testing and possible stress-relieving.
109 For testing of rudder, see K.
F 200 Rodder plating
201 The thickness requirement of side, top and bottom plat-
ing is given by:
t = S, Skas JT + O, ~FR+ 2, 5 (mm)
Jfi
1, 1-0, s(~)
2
b
maximum 1,0
s = the smaller of the distances between the horizontal or
the vertical web plates in m
b = the larger of the distances between the horizontal or the
vertical web plates in m.
In no case the thickness is to be less than the minimum side
plate thickness as given in Ch. I Sec.7 ClOl or Ch.2 Sec.6
C102.
F 300 Rodder bending
301 Bending moments iii the rudder are to be determined by
direct calculations as indicated in D300.
For some common rudder types the following approximate
formulae may be applied:

For balanced rudders with heel support:
Mmax = 0,125 FR H (kNm)
For semi-spade rudders at the horn pintle:
M -- FRAlhs
A (kNm)
For spade rudders:
A 1 = area in m2 of the rudder part below the cross-section in
question
h, = vertical distance in m from the centroid of the rudder
area A 1 to the section in question.
302 The nominal bending stress distribution in the rudder
may normally be determined on the basis of an effective sec-
tion modulus to be estimated for side plating and web plates
within 40% of the net length (cut-outs or openings deducted)
of the rudder profile. The effective length is not to be taken
greater than 2,5 <ls (<ls = rudder stock diameter at neck bearing)
or the length of the flange coupling at the top of the rudder.
Special attention to be paid to open flange couplings on the
rudder. The external transverse brackets will normally have to
be supplied with heavy flanges to obtain the necessary section
modulus of the rudder immediately below the flange.
As an alternative the bending stress distribution in the rudder
may be determined by a finite element calculation.
303 Nominal bending stresses calculated as given in 301 and
302 are not to exceed:
110 f 1 N/mm2 in general
75 f 1 N/mm2 at sections in way of cut-outs (e.g. semi-
spade rudders) in the rudder.
In case of openings in side plate for access to cone coupling or
pintle nut, a= 90 f 1 to be applied when the comer radius is
greater than 0,15 l ( l =length of opening), a= 60 f 1 when the
radius is smaller.
F 400 Web plates
401 The thickness of vertical and horizontal webs is not to be
less than 70% of the thickness requirement given in 200, in no
case less than 8 mm.
402 The total web area requirement for the vertical webs is
given by:
p 2
Aw= - (cm)
5f1
P = ( 0, 6 - ~)FR for balanced rudder
with heel support
h ing 118 f 1 N/mm2 and shear stress '!'not exceeding 68 f 1 N/
= ~FR for spade rudder or lower part of
semi-spade rudder
h1 = height in m of the smaller of rudder parts below or
above the cross-section in question
h2 = height in m of the rudder part below the cross section
in question.
Shear stresses in web plates determined by direct stress calcu-
lations are not to exceed:
'!' = 50 f 1 (N/mm2)
DET NORSKE VERITAS
Rules for Ships, January 2000
Pt.3 Ch.3 Sec.2 - Page 15
Equivalent stress is not to exceed:
<Ye= Jab2 + 3'!'2
= 120 f 1 N/mm2 in rudder-blaa~; without cut-outs
= 100 f 1 N/mm2 in rudder-blades with cut-outs.
F 500 Single plate rudders
501 Mainpiece diameter
The mainpiece diameter is calculated according to G201. For
spade rudders the lower third may taper down to 0, 75 times
stock diameter.
When calculating the rudder force FR as given in Q!Ol the fac-
tor k 1 may be taken equal to 1,0 in ahead condition.
502 Blade thickness
The blade thickness is not to be less than:
th= 1,5 s V + 2,5 (mm)
s = spacing of stiffening arms in metres, not to exceed 1 m
V = speed in knots, see D IO 1.
503 Arms
The thickness of the arms is not to be less than the blade thick-
ness:
ta= th
The section modulus is not to be less than:
Za = 0,5 s C 12 V 2 (cm3)
C1 = horizontal distance from the aft edge of the rudder to
the centre line of the rudder stock in metres.
For higher tensile steels the material factor according to BlOO
is to be used correspondingly.
F 600 Mounting of rudder
601 For rudder with continuous shaft it is to be checked that
the rudder shaft has the right position in relation to the upper
coupling, both longitudinally and transversely, when the lower
tapered part of the rudder axle bears hard at the heel. The rud-
der shaft is to be securely fastened at the heel before the cou-
pling bolts at the upper end are fitted.
602 Before final mounting of rudder pintles, the contact be-
tween conical surfaces of pintles and their housings is to be
checked by marking with Prussian blue or by similar method.
When mounting the pintles, care is to be taken to ensnre that
packings will not obstruct the contact between mating surfac-
es. The pintle and its nnt are to be so secnred that they cannot
move relatively to each other.
G Rudder Stocks and Shafts
G 100 General
101 Stresses determined by direct calculations as indicated
in D300 are normally to give equivalent stress <Ye not exceed-
mm2. The equivalent stress for axles in combined bending and
torsion may be taken as:
a = bending stress in N/mm2 ·
't' = torsional stress in N/mrn2 .
102 The requirements to diameters are applicable regardless
of liner. Both ahead and astern conditions are to be considered.
Rules for Ships, January 2000
Pt.3 Ch.3 Sec.2 - Page 16

103 A rudder stock cone coupling connection without hy- a) Length/diameter ratio:
draulic arrangement for mounting and dismounting is not to be
applied for spade rudders. Connection Rudder Steering gear
104 An effective sealing is to be provided at each end of the !,id, ;, 1,5 ;, 0,75
cone coupling.
b) Hub/shaft diameter ratio Did,:
G 200 Rudder stock with couplings
Type With key Keyless
201 The diameter requirement is given by:
Did, ;, 1,5 ;, 1,25
I
c) Taper of cone:
d, = 42kb(~~Rr (mm)
Type With key Keyless
kb = 1 above the rudder carrier, except where the rudder taper 1:10 - 1:15 1:;, 15
stock is subjected to bending moment induced by the d) Contact surface roughness in micron:
rudder actuator (bearing arrangement versus rudder
stock bending deflections, or actuator forces acting on Type offitting Dry fitted Oil injection
tiller)
roughness (R ) maximum3,5 maximum 1,6

= [1+ ~(::Rrr at arbitrary cross-section
Ms = calculated bending moment in kNm at the section in
question.
If direct calculations of bending moment distribution are not
carried out, Ms at the neck bearing or the rudder coupling may
be taken as follows:
- for balanced rudder with heel support:
(kNm)
- for semi-spade rudder:
(kNm)
- for spade rudder:
Ms =FR h, (kNm)
h, = vertical distance in m from the centroid of the rudder
area to the middle of the neck bearing or the coupling.
At the bearing above neck bearing Ms = 0, except as follows:
for rotary vane type actuators with two rotor bearings,
which allow only small free deflections, calculation of
bending moment influence may be required if bending de-
flection in way of upper bearing exceeds two times dia-
metrical bearing clearances at full rudder force FR
for actuator force induced bending moment the greater of
the following:
or
Msu=PAhA (kNm)
=vertical distance between force and bearing centre
=according to J404
=bending moment at bearing above neck bearing.
Minimum diameter of the rudder stock between the neck and
the bearing above is not to be less than if tapered with kb= 1,0
at the second bearing.
202 Tapered cone connections between rudder stock and
rudder and steering gear are to have strength equivalent to that
required for rudder stock with respect to transmission of torque
and bending moments as relevant and are to comply with the
following:
contact area minimum 70% evenly distributed (see
K200 for control and testing)
if oil is used for fitting, the design must enable escape
of the oil from between the mating surfaces
the connection is to be secured by a nut which is prop-
erly locked to the shaft.
e) The dimensions at the slugging nut are not to be less than
(see Fig. 10):
external thread diameter:
<lg= 0,65 d,
height of nut:
hn =0,6 <lg
outer diameter of nut:
du= 1,2 d, or dn = 1,5 <lg whichever is the greater.
f) Average surface pressure Pr due to shrinkage for transmis-
sion of torque by means of friction is to be:
6
2T 10
p,;o, frz (N/mm2)
1t'dm /µ
T fr = required torque to be transmitted by means offric-
tion in following couplings:
1) Keyless rudder stock connections to:
- rudder: 3 MTR
- steering gear: 2 Tdes ,<; T fr ;o, 2 MTR
2) Keyed rudder stock connections to:
- rudder: 1,5 MTR (0,5 MTR)
- steering gear: T fr ;o, Tw (0,25 Tw)
(figures in parentheses are subject to special
consideration - see 203)
dm =mean diameter= 0,5 (d, +di) (mm)
l = effective cone length, which may normally be tak-
en as boss length z,, see Fig. 10, (mm)
mu =maximum 0,14 for oil injection fitting
= maximum 0, 17 for dry fitting
MTR =rule rudder torque (kNm), see Dl02 and D202
Tdes = maximum torque corresponding -to steering gear
design pressure, or safety valve opening pressure
(kNm)- see J404 for calculation ofTdes
Tw = effective steering gear torque at maximum working
pressure (kNm).

DET NORSKE VERITAS

 Rules for Ships, January 2000
P.t.3 Ch.3 Sec.2 - Page 17

g) The surface pressure (p) used for calculation of pull-up K = taperof the cone= IJ(d, -cl,)
length is not to be taken less than: Amin =calculated ntinimum shrinkage allowance
Pr$ Pmin ~ 1,25 Pb (N/mm2) .dmax ;;;calculated maximum shrinkage allowance
R Ai = surface roughness RA of shaft (nticron)
and is not to exceed: R Ae =surface roughness RA of hub (nticron).
1- c 2 2 k) Necessary force for pull-up may be estimated as follows:
Pmax $ kaf e Pb (N/mm )
J3 + ce4 F k
~ n:dmlp,( 2 + µpu)10
3
(kN)

k = 0,95 for steel forging and cast steel

= 0,90 for nodular cast iron µ pu = average friction coefficient for pull-up (for oil in-
= 0,50 for keyed connections. jection (usually in the range 0,01 to 0,03).

Variation due to different hub wall thickness is to be con- 203 Tapered key-fitted (keyed) connections aie to be de-
sidered. signed to transntit rudder torque in all normal operating condi-
tions by means of friction in order to avoid mutual movements
Pressure at the bigger end due to bending moment, Mt, between rudder stock and hub. The key is to be regarded as a
may be taken as: securing device.
3 5M 6 2 For calculation of ntinimum and maximum pull-up length see
Pb = -'--b10 (N/mm ) 202 i) and j).
dm i2 Where it is not possible or practicable to obtain above required
ntinimum pull-up, special attention is to be given to fitting of
which may be reduced to zero at a distance l x = 0,5 d or the key in order to ensure tight fit (no free sideways play be-
0,5 l (smaller applies) as follows: tween key and key-way).
2 Tapered key-fitted connections are in addition to comply with
Pbx = Pb1s(1-Jo,?dJ (N/mm ) following:
a) Key-ways shall not be placed in areas with high bending
p bx ;:;; pressure due to bending moment at position x stresses in the rudder stock and are to be provided with suf-
l, = distance from top of cone, see Fig. 10 (mm) ficient fillet radii (r):
d, = ditto shaft diameter at distance I, (mm) r~0,01 d,
Mb = bending moment (kNm).
b) The abutting surface area between the key and key-way in
h) Shrinkage allowance A (mm): the rudder stock and hub respectively, is not to be less
than:
1
A= d[f( + ce: + ve)+
e 1- Ce
~(l1 -+ ci:-vi)]
1 Ci
65T
Aab~~ (cm2)
dmfk
where the torque Tkey is (kNm):
Ei = module of elasticity of shaft (N/mm2)
Ee = module of elasticity of hub (N/mm2) 1,5 Tdes -Tfr $ Tkey ~ 2 MTR -Tfr
vi = Poisson's ratio for shaft based on verification of pull-up force, and
Ve =Poisson's ratio for hub
ci = diameter ratio d/d at considered section 1,5 Tdes-0,7 Ttr $ Tkey ~ 2 MTR -0,7 Tfr
Ce = diameter ratio d/D at considered section based on verification of pull-up distance,
cl, = diameter of centre bore in shaft (mm) but not less than:
d = shaft diameter at considered section (mm)
D = outer diameter of the hub at considered section T key = MTR (kNm).
(mm). Yield strength used for calculation of fk is to exceed the
lowest of:
Minimum shrinkage allowance may be calculated based
on average diameters and the surface pressure (pminJ from CJ'f,key
the above equation. and
However, in case hub wall thickness have large variations 1,5 O"f, hub (for calculation of hub) or
either longitudinally or circumferencially this equation is
not valid. 1,5 O"f, stock (for calculation of stock).
Maximum shrinkage allowance is to be calculated based A ab =effective abutting area of the key-way in stock
on maximum permissible surface pressure (pmax' see g). and hub respectively (cm2)
fk =material factor (see B204)
O"f,hub =yield strength of hub material (N/mm2)
i) Pull-up length, minimum:
O"f,key =yield strength of key material (N/mm2)
°"1in = K ( Amin+ 2 (R Ai + RAel 10-3 ) (mm) O"f stock=yield strength of stock material (N/mm2).
°"1in ~ 2 mm for all keyless rudder - rudder stock connec- c) The height/width ratio of the key is to be:
tions.
j) Pull-up length, maximum: ~<O , i;
b-
/)max= K ( Amax+ 2 (R Ai+ RAel 10-3 ) (mm)
h =height (thickness) of the key
I> = pull-up length (mm) b = width of the key.

DET NORSKE VERITAS

· Rules for Ships, January 2000
Pt.3 Ch.3 Sec.2 - Page 18

Where necessary tapered connections are to be provided with
suitable means (e.g. oil grooves and bores to connect hydraulic
injection oil pump) to facilitate dismantling of the hub.
204 Connection between rudder stock and splitted type of
tiller or quadraot or rotor are to comply with 202 and 203 as ap-
plicable and with the following:
boss halves are to be joined by at least four bolts (two in
each side)
one or two keys
cylindrical connections are to be duly secured with regard
to axial loads.
205 Tiller or rotor joined to rudder stock by means of special
locking assemblies, or by means of tapered connec.tion with in-
termediate sleeve, which traosmit torque aod/or axial forces by
means of friction alone are to comply with the following:
a)
ds = rule diameter of rudder stock at coupling flange in
mm as given in 201
n = number of coupling bolts
e = mean distance in mm from the centre of bolts to the
centre of the bolt system
f ms =material factor (f1) for rudder stock
f mb =material factor (f1) for bolts.
c) Nuts are to be securely fastened by split pins or other effi-
cient means.
d) If the coupling is subjected to bending stresses, the meao
distaoce a from the centre of the bolts to the longitudinal
centre line of the coupling is not to be less thao O,q d,.
e) The width of material outside the bolt holes is not to be
less than 0,67 db.
f) The thickness of coupling flaoges is not to be less thao the
greater of:

2,5 Tdes o; T1r<: 2,5 MTR

T fr = calculated friction torque.
T des and MTR, see 202. db = bolt diameter, calculated for a number of bolts not
b) When number of locking assemblies is less thao three, an exceeding 8
arrangement is to be provided to limit drop of the rudder f mf = material factor (fi) for flange,
and stock in case of a slip in the friction connection.
or

t = 70 Jf3Ms (mm)
afmf

M 6 = bending moment in kNm at coupling

a =mean distance from centre of bolts to the longitudi-
nal centre line of the coupling, in mm
d = diameter as built of rudder stock for stock flange,
breadth of rudder for rudder flaoge, both in mm
f3 = factor to be taken from the following table:
d/a 0,8 0,9 1,0 1,1 1,2 1,3 1,4 1,5 1,6
/3 1,8 1,5 1,25 1,0 0,8 0,6 0,45 0,35 0,25

Ample fillet radius is to be in accordallce with recognised

standards.

G 300 Rudder shaft

301 At the lower bearing, the rudder shaft diameter is not to
be less thao:

(mm)

a+b
Fig.10 c =
Cone coupling 2
l, a aod b are given in Fig. 11 in m.

206 Where the rudder stock is connected to the rudder by
horizontal flaoge coupling the following requirements are to
be complied with:
a) At least 6 coupling bolts are to be used ..
b) The diameter of coupling bolts is not to be less thao:
The diameter d1 below the coupling flaoge is to be 10% greater
thao d 1• If, however, the rudder shaft is protected by a corro-
sion-resistant composition above the upper bearing, c4- may be
equal to d1.
302 The taper, nut, etc. at lower end of rudder shafts, is to be
taken as for rudder stock given in 202 ..
303 The scantlings of the vertical coupling at the upper end
of the rudder shaft are to be as required for horizontal rudder
couplings in 206, inserting the shaft d1 instead of the stock di-
ameter ds in the formula for bolt diameter.

DET NORSKE VERITAS

 Rules for Ships, January 2000
Pt.3 Ch.3 Sec.2 - Page 19

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

various bearings may be taken as given in the following (note
that values given for stem pintle or neck bearing in semi-spade
rudders are minimum values):
a) For balanced rudder with heel support:
TO. BE KEPT AS SMALL
P = 0,6 FR (kN) at heel pintle bearing
AS POSSIBLE
P = 0, 7 FR (kN) at stem pintle or neck bearing
UPPER EDGE·OF
THE LOWEST BOLT P = 0,1 FR (kN) at upper bearing.
d, LARGE
b) For semi-spade rudder (The horn pintle bearing is assumed
to be situated not more than 0,1 H above or below the cen-
FILLET troid of the rudder):
CL
P = 1, 1 FR (kN) at horn pintle bearing
Pmin = 0,4 FR (kN) at stern pintle or 0,3 FR (kN) at neck
bearing
P = 0, 1 FR (kN) at upper bearingc ·
I Lz/2
I c) For spade rudder:
h1 + h2
P = --- (kN) at neck bearing
h2
h1
P = -FR (kN) at upper bearing
h2

h1 = vertical distance from the centroid of rudder area to

the middle of the neck bearing
h2 =vertical distance from the middle of the neck bear-
ing to the middle of the upper bearing.
403 The diameter of pintles is not to be less than:

Lz

p as given in 402.
b
404 The thickness of any bushings in rudder bearings is not
to be less than:

tv = 0, 32,/P (mm)

minimum 8 mm for steel and bronze,

maker1s specification for synthetic materials,
Fig.11
Rudder shaft minimum 22 nun for Lignum Vitae,
other materials are to be especially considered.
G 400 Bearings and pintles P = as given in 402.
401 The height of bearing surfaces is to be taken not greater The bushing is to be effectively secured to the bearing. The
than: thickness of bearing material outside of the bushing is not to
be less than:
hb = 1,2 d,I (nun)
d5 z = diameter in mm of rudder shaft or pintle measured on t = 2, 0 ff (nun)
the outside of liners. ~fl
402 The bearing surface area is not to be less than: P = as given in 402.
405 With metal bearings the clearance on the diameter is
normally not to be less than:
0,001 db+ 1,0 (nun)
db=inner diameter in nun of the bushing.
As = hb d,1
hb and d,1 = as given in 401 If non-metallic bearing material is applied, the bearing clear-
P = calculated reaction force in kN at the bearing in ance is to be specially determined considering the materials'
question swelling and thermal expansion properties. This clearance is
Pm = maximum surface pressure as given in B303. not to be taken less than 1,5 nun on the bearing diameter.

DET NORSKE VERITAS

Rules for Ships, January 2000
Pt.3 Ch.3 Sec.2 - Page 20

For spade rudders with large bending moment and induced responding to the ice class requirement for-the after part of the
slope at the neck bearing the clearance should be related to the ship.
calculated angular deflection over the bearing.length. Guidance note:
Due attention should, however, be given to the manufacturer1s In order to prevent corrosion and erosioil of the inner surlace of
recommended clearance. For pressure lubricated bearings the the nozzle, application of a corrosion resistant material in the
clearance will be especially considered. propeller zone is recommended. All but welds should be ground
smooth.
406 Pintles are to have a conical attachment to the gudgeons.
The various dimensions (taper, nut, key) are to be as required When a corrosion resistant material is used, the plate thickness
may be reduced by 15%.
for rudder stock in 202 and 203 inserting the pintle diameter clp
instead of the stock diameter d, in the various formulae. ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
The bending moment, MB may be taken as pintle force P mul-
tiplied by the height from 1/3 of height of bearing to 112 of the H 300 Nozzle ring stiffness
length of cone and MTR may be taken as 0,00025 dbP. 301 In order to obtain a satisfactory stiffness of the .nozzle
ring the following requirement is to be fulfilled:
db ; inner diameter of bushing (mm).
I;2,8kbD3y2 (cm4)
The length of pintle housing is not to be less than the pintle di-
ameter and the thickness of material outside the bushing is not I ; moment of inertia of nozzle section about the neutral
to be less than 0,25 db. axis parallel to centre line
An effective sealing against sea water is to be provided at both 28b
ends of the cone. k ;

JDt:n<n+l)
Im ; mean thickness of nozzle inner and outer shell plating
(mm), in propeller plane
H. Propeller Nozzles b ; length of nozzle, see Fig. 12, in m
H 100 General D ; as given in 201
v ; maximum service speed (knots)
101 The following requirements are applicable to fixed and n ; number of ring webs.
steering nozzles of inner diameter 4 metres or less.
Guidance note:
The requirements may also be applied for the initial design of b
nozzles with diameter exceeding 4 metres.
In that case the scantlings and arrangement should be specially
considered with respect to exciting frequencies from the propel- zone m
ler.
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---

H 200 Plating
201 The thickness of the nozzle shell plating in the propeller zone II propeller zone I
zone is not to be less than: zone
Fig. 12
t ; 10 + 3kas J~ (mm)
Section through nozzle ring

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

N 0,01 Ps D, need not be taken greater than 100
Ps ; maximum continuous output (kW) delivered to the
propeller
D ; inner diameter (m) of nozzle
s distance in m between ring webs, is not to be taken less
than 0,35 metres in the formula
ka aspect ratio correction as given in F201, to be applied
when longitudinal stiffeners.
The thickness in zone I and IT is not to be less than 0,7 t and in
zone Ill not less than 0,6 t, corrected for spacing s.
The propeller zone is to be taken minimum 0,25 b (where b ;
length of nozzle). For steering nozzles the propeller zone is to
cover the variations in propeller position.
On the outer side of the nozzle, zone II is to extend beyond the
aftermost ring web.
202 The thickness of ring webs and fore and aft webs is not
to be taken less than 0,6 t. They are to be increased in thickness
in way of nozzle supports.
203 If the ship is reinforced according to an ice class nota-
tion, the part of the outer shell of the nozzle which is situated
within the ice belt is to have a plate thickness not less than cor-
the parameter V for the requirement in 301 is not to be taken
less than:
V ; 14, 15, 16 and 17 knots for ice class 1C, 18, 1A and
1A*, respectively.
H 400 Welding
401 The inner shell plate is to be welded to the ring webs
with double continuous fillet welding.
402 The outer shell plate is as far as possible to be welded
continuously to the ring webs. Slot welding may be accepted
on the following conditions:
If the web spacing s :;:; 350 mm all welds to outer plating may
be slot welds. If the web spacing s > 350 mm at least two ring
webs are to be welded continuously to the outer shell. A con-
tinuous weld according to Fig. 13 may be accepted.
403 Slot welds are to have a slot length l not less than 75 mm
and a breadth equal to 2t (t ; nozzle shell plate thickness),
maximum 30 mm. More narrow slots.may be applied where
slots are completely filled by welding. The distance between
slots (from centre to centre) is not to exceed 2
l, maximum 250 mm. The slot weld throat thickness is normal-
ly to be 0,7 t.

DET NORSKE VERITAS


H 500 Supports
501 The nozzle is to be supported by at least two supports.
The web plates and shell plates of the support structure are to
be in line with web plates in the nozzle.
6-10 mm
Fig. 13
Connection nozzle shell plate/ring web
I. Propeller Shaft Brackets
I 100 General
101 The following requirements are applicable to propeller
shaft brackets having two struts to support the propeller tail
shaft boss. The struts may be of solid or welded type.
102 The angle between the struts is not to be less than 50 de-
grees.
I 200 Arrangement
201 Solid struts are to be carried continuously through the
shell plating and are to be given satisfactory support by the in-
ternal ship structure.
202 Welded struts may be welded to the shell plating. The
shell plating is to be reinforced, and internal brackets in line
with strut plating are to be fitted. If the struts are built with a
longitudinal centre plate, this plate is to be carried continuous-
ly through the shell plating. The struts are to be well rounded
at fore and aft end at the transition to the hull.
203 The propeller shaft boss is to have well rounded fore and
aft brackets at the connection to the struts.
Regarding length of the propeller shaft boss it is referred to
Pt.4 Ch.2 Sec.6 D800.
204 The strut structure inside the shell is to terminate within
a compartment of limited volume to reduce the effect of flood-
ing in case of damage.
I 300 Struts
301 Solid or built-up struts of propeller shaft brackets are to
comply with the following requirements:
h=0,4d (mm)
A= 0,4 d2 (mm2)
W = 0,12 d3 (mm3)
A = area of strut section
w = section modulus of section. W is to be calculated with
reference to the neutral axis Y-Y as indicated on Fig.
14
h = the greatest thickness of the section
d = Propeller shaft diameter in mm.
The diameter refers to shaft made of steel with a minimum
specified tensile strength of 430 N/mm2.
DET NORSKE VERITAS
Rules for Ships, January 2000
pt.3 Ch.3 Sec.2 - Page 21
Fig.14
Strut section
I 400 Welding
401 Welding between struts and hull and propeller shaft boss
is to be made as full penetration welds.
402 For welded construction full details of the joints, weld-
ing procedure, filler metal and heat treatment after welding are
to be specified on the plans.
I 500 Material
501 Regarding material of brackets reference is made to sub-
section B.
I 600 Testing
601 Ultrasonic and magnetic particle examination of the
welds is to be carried out on the brackets and at the shell pen-
etrations.
J. Steering Gears
J 100 Arrangement and performance
101 Unless expressly provided otherwise, every ship shall be
provided with a main steering gear and an au xiii ary steering
gear to the satisfaction of the requirements in the Rules. The
main steering gear and the auxiliary steering gear shall be so
arranged that the failure of one of them will not render the oth-
er one inoperative.
102 The main steering gear and rudder stock shall be:
a) of adequate strength and capable of steering the ship at
maximum ahead service speed which shall be demonstrat-
ed
b) capable of putting the rudder over from 35° on one side to
35° on the other side with the ship at its deepest seagoing
draught and running ahead at maximum ahead service
speed and, under the same conditions, from 35° on either
side to 30° on the other side in not more than 28 seconds
(20 seconds for class notation Tug or Supply Vessel,
see Pt.5 Ch.7 Sec.2 and Sec.3 and ice classes: ICE 05-15,
POLAR 10-30 and 15 seconds for Icebreaker, see Pt.5
Ch.I Sec.4)
c) operated by power where necessary to meet the require-
ments in b) and in any case when the rules require a rudder
stock of over 120 mm diameter in way of the tiller, exclud-
ing strengthening for navigation in ice
d) so designed that they will not be damaged at maximum
astern speed.
103 The auxiliary steering gear shall be:
a) of adequate strength and capable of steering the ship at
navigable speed and of being brought speedily into action
in an emergency
b) capable of putting the rudder over from 15° on one side to
15° on the other side in not more than 60 seconds with the
ship at its deepest seagoing draught and running ahead at
one half of the maximum ahead service speed or 7 knots,
whichever is the greater
- Rules for Ships, January 2000
Pt3 Ch,3 Sec,2 - Page 22
c) operated by power where necessary to meet the require-
ments in b) and in any case when the rules require a rudder
stock of over 230 mm diameter in way of the tiller, exclud-
ing strengthening for navigation in ice.
Guidance note:
Manually operated gears are only acceptable when the operation
does not require an effort exceeding 160 N under nonnal condi-
tions.
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
104 Where the main steering gear compriSes two or more
identical power units, an auxiliary steering gear need not be fit-
ted, provided that:
a) in a passenger ship, the main steering gear is capable of
operating the rudder as required in 102 b) while any one of
the power units is out of operation
b) in a cargo ship, the main steering gear is capable of oper-
ating the rudder as required in 102 b) while operating with
all power units
c) the main steering gear is so arranged that after a single fail-
ure in its piping system or in one of the power units the de-
fect can be isolated so that steering capability can be
maintained or speedily regained,
Auxiliary gear need not be fitted when the ship is provided
with:
two rudders, each with its own steering gear and capable
of steering the vessel with any one of the rudders out of op-
eration, or
fitted with an approved alternative means of steering, such
as azimuth thruster, capable of steering the vessel with the
rudder out of operation and provided with approved re-
mote control from the bridge or
for non-propelled vessels.
105 In every oil carrier, chemical carrier or liquefied gas car-
rier of 10 000 tons gross tonnage and upwards and in every oth-
er ship of 70 000 tons gross tonnage and upwards, the main
steering gear shall comprise two or more identical power units
complying with the requirements in 104,
106 Steering gears for over-balanced rudders, which are sub-
ject to Cl08, are to be designed to prevent a sudden turn of rud-
der in case ofloss of steering gear torque due to a single failure
in the steering gear power or control systems, inclusive failure
in power supply,
107 Main and auxiliary steering gear power units shall be:
a) arranged to restart automatically when power is restored
after a power failure
b) capable of being brought into operation from a position on
the navigating bridge, In the .event of a power failure to
any one of the steering gear power units, an audible and
visual alarm shall be given on the navigating bridge
c) arranged so that transfer between .units can be readily ef-
fected,
108 Where the steering gear is so arranged that more than
one system (either power or control) can be simultaneously op-
erated, the risk of hydraulic locking caused by a single failure
is tO be considered.
Guidance note:
The "hydraulic locking" is a phenomenon which may be experi-
enced when two hydraulic systems (usually identical) works
against each other.
---e-n-d--~of---G-u-i-d-a-n-c-e---n-o-t-e---
DET NORSKE VERITAS
109 Steering gears are to be mounted on substantial seatings,
which will effectively transmit the rudder torque to the hull
structure, Deck plating under rudder carrier is to be of substan-
tial thickness. Prior to installation all welding Ilear the seatings
have to be completed. The deck underneath is to be efficiently
supported to take the weight of steering gear and rudder with
rudder stock
110 Suitable stopping arrangements are to be provided for
the rudder, The stoppers may be an integral part of the rudder
actuator. Power cut-out to the actuator is to operate at a smaller
angle of helm than those for the rudder, and are to be synchro-
nised with the gear itself and not with the control system,
111 Steering gears, other than of the hydraulic type, will be
accepted provided the standards are considered equivalent to
the requirements of this section.
112 The steering gear compartment shall be:
a) readily accessible and, as far as practicable, separated
from machinery spaces
b) provided with suitable arrangements to ensure working ac-
cess to steering gear machinery and controls,
These arrangements shall include handrails and gratings or
other non-slip surfaces to ensure suitable working condi-
tions in the event of hydraulic fluid leakage,
(SOLAS reg, II-1/29.13)
113 Electrical power units are to be placed on elevated plat-
forms in order to avoid water splash.
114 A means of communication according to PtA Ch,9 Sec-2
B 10 I is to be provided,
J 200 Power actuating systen1, general requirements
201 Rudder actuators other than those covered by the IMO
"Guidelines'' for non-duplicated rudder actuators, see Appen-
dix A, are to be designed in accordance with the relevant re-
quirements of PtA Ch3 for Class I pressure vessels
(notwithstanding any exemptions for hydraulic cylinders),
202 Accumulators, if fitted, are to comply with the rele.vant
requirements of Pt A Ch3,
203 The welding details and welding procedures are to be
approved, All welded joints within the pressure boundary of a
rudder actuator or connecting parts transmitting mechanical
loads are to be full penetration type or of equivalent strength,
204 The construction is to be such as to minimise local con-
centrations of stress.
205 The design pressure for calculations to detennine the
scantlings of piping and other steering gear components sub-
jected to internal hydraulic pressure shall be at least 1,25 times
the maximum working pressure under the operational condi-
tions specified in 102 b) taking into account any pressure
which may exist in the low pressure side of the system. Fatigue
criteria may be applied for the design of piping and compo-
nents, taking into account pulsating pressures due to dynamic
loads (see Appendix A),
206 The permissible primary general membrane stress sub-
ject to 205 is not to exceed the lower of the following values:
(Jb (JV
- or --"'"
A B
ab specified minimum tensile strength of material at am-
bient temperature
O'y = specified minimum yield stress or 0,2 per cent proof
stress of the material, at ambient temperature.

A and B are given by the following table:
Table Jl Permissible primary membrane stress
Steel Cast steel Nodular cast iron
A 3,5 4 5
B 1,7 2 3
207 Special consideration is to be given to the suitability of
any essential component which is not duplicated. Any such es-
sential component shall, where appropriate, utilise anti-friction
bearings such as ball bearings, roller bearings or sleeve bear-
ings which shall be permanently lubricated or provided with
lubrication fittings.
208 All steering gear components transmitting mechanical
forces to the rudder stock, which are not protected against
overload by structural rudder stops or mechanical buffers, are
to have a strength at least equivalent to that of the rule rudder
stock in way of the tiller.
209 Oil seals between non-moving parts, forming part of the
external pressure boundary, should be of the metal upon metal
type or of an equivalent type.
210 Oil seals between moving parts, forming part of the ex-
ternal pressure boundary, should be duplicated, so that the fail-
ure of one seal does not render the actuator inoperative.
Alternative arrangements providing equivalent protection
against leakage may be accepted.
211 Hydraulic power operated steering gears are to be pro-
vided with:
a) arrangements to maintain the cleanliness of the hydraulic
fluid taking into consideration the type and design of the
hydraulic system
b) a fixed storage tank having sufficient capacity to recharge
at least one power actuating system including the reser-
voir, where the main steering gear is required to be power
operated. The storage tank is to be permanently connected
by piping in such a manner that the hydraulic systems can
be readily recharged from a position within the steering
gear compartment and provided with a contents gauge.
212 Hydraulic power supply for steering gear is not to be
used for other purposes.
J 300 Piping systems, relief valve arrangements
301 Piping, joints, valves, flanges and other fittings are to
comply with the requirements of Pt.4 Ch. I. Power piping is to
comply with requirements to class I pipes. The design pressure
is to be in accordance with 205.
302 For all vessels with non-duplicated actuators, isolating
valves, directly fitted on the actuator, are to be provided at the
connection of pipes to the actuator.
303 Main and auxiliary steering gear are to be provided with
separate hydraulic power supply pipes. When main steering
gear is arranged in accordance with 104, each hydraulic power
unit is to be provided with separate power pipes. Interconnec-
tions between power pipes are to be provided with qnick oper-
ating isolating valves.
304 Arrangements for bleeding air from the hydraulic sys-
tem are to be provided, where necessary.
305 Relief valves are to be fitted to any part of the hydraulic
system which can be isolated and in which pressure can be
generated from the power source or from external forces. The
setting of the relief valves is not to exceed the design pressure.
The valves are to be of adequate size and so arranged as to
avoid an undue rise in pressure above the design pressure.
306 Relief valves for protecting any part of the hydraulic
system which can be isolated, as required in 305 are to comply
with the following:
DET NORSKE VERITAS
Rules for Ships, January 2000
Pt.3 Ch.3 Sec.2 - Page 23
a) The setting pressure is not to be-less than 1,25 times the
maximum working pressure.
b) The minimum discharge capa<eity of the relief valve(s) is
not to be less than 110 per cent of the total capacity of the
pumps which can deliver through it (them). Under such
conditions the rise in pressure is not to exceed 10 per cent
of the setting pressure. In this regard, due consideration is
to be given to extreme foreseen ambient conditions in re-
spect of oil viscosity.
307 Flexible hoses of approved type may be installed be-
tween two points where flexibility is required but are not to be
subjected to torsional deflection (twisting) under normal oper-
ating conditions. In general, the hose should be liµrited to the
length necessary to provide for flexibility and for proper oper-
ation of machinery.
308 Hoses are to be high pressure hydraulic hoses according
to recognised standards and snitable for the fluids, pressures,
temperatures and ambient conditions in question. For detailed
requirements for construction and testing of flexible hoses, see
Pt.4 Ch. I Sec.6 D.
J 400 Rudder actuator
401 The actuator housing may be cast or welded construc-
tion. Parts subjected to internal pressure are to satisfy the de-
sign requirements in 200.
402 The structural design is to be chosen with due respect to
transmission of reaction forces to the seatings.
403 The rudder carrier, or in case of an integral unit, the rud-
der actuator and its fastening to foundations, is to be able to
take reaction forces due to bending set up in rudder stock. Side
chocks may be required in addition to fitted bolts.
404 The permissible equivalent stress in tiller arms, rotor
vanes, stoppers, piston rods, rams, guides and other similar
parts, where calculations are based on the rule mdder torque,
MTR is:
2
a.$ 118fi( 1 - ';:') (N/mm )
and where calculated at the design pressure:
2
a.$ 150f1( 1- ';;') (N/mm )
For certain parts, which are not subject to reversed load, per-
missible stress at the design pressure may be increased to:
2
a.$ 185f1( 1 - ';;') (N/mm )
Permissible bending stress in rotor vanes calculated at design
pressure is:
s 1, 5crAB (1 - ()"fit)
2
(J"b (J"f (N/mm )
Fillets are to be smooth and well rounded to give reasonable
low stress concentrations (geometrical stress concentration
(factor) Sl,5).
Relevant stresses due to pretensioning of bolts, or shrink fitting
of hubs, etc. are to be duly considered.
O"e = permissible von Mises equivalent stress in N/mm2
O"f = yield strength of the material in N/mm2 (see B200)
f1 = material factor, see B204 .
O'fit = static stress di.ie to pretension or shrinkage in N/mm2 .
Tangential shrink fitting stress at the hub surface may be taken
as follows:
· Rules for Ships, January 2000
Pt.3 Ch.3 Sec.2 - Page 24

2
afit = p -
(
l+ce
-- I
2
J (N/mm )
2

1-ce

ab = permissible bending stress in N/mm2

a a
smaller of the ; or ~ in 206

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

G200).
Average hub thickness in way of vanes shall normally not be
less than 70% of required vane root thickness.
Design torqueTdes of a rudder actuator for calculation of rud-
der stock connection is to be taken as:

T des = pnAlcos<!>
cose 10
-3 (kNm)

Tdes is not to exceed:

Pu
VP/cos9"Pa
p steering gear design pressure (MPa)
n = number of active pistons or vanes
A = piston or vane (projected) area (mm2) a) ram type
l torque arm (m), see Fig. 15
e = rudder angle
= O'C for rotary vane and linked cylinder type actuator
= maximum permissible rudder angle (normally 35') for
ram type actuator
<P as defined in Fig. 15
= O' for ram and rotary vane type actuator
d = rudder stock minimum diameter below tiller or rotor
(mm)
kb bending moment factor, see G201.
The shearing force based on rule rudder torque in each of the
arms or vanes may be expressed as:
M
p = TR (kN)
A nl
Corresponding bending moment at the root of arms or vanes
may be expressed as:

The effective shear area of arms or vanes is, however, not to be

less than (greater of the values applies):
d 3
A = _s_o_ or~ (mm2)
A 5000nl 50f l

= length of tiller arm measured from centre of rudder

stock to point of action of driving force in m
n = number of arms or vanes (not to be taken greater than
3) ¢
d = diameter of tiller boss, in m
d so = rule diameter of rudder stock at tiller, see G200, in mm
MTR =rule rudder torque, see D200.
1: c) linked
<:ylinder type
The value of l will depend on the design of the tiller or rotor
and also on the angle of helm as illustrated in Fig. 15.
405 Hydraulic cylinder type actuators are to comply with re- Fig.15
quirements for buckling strength given in Pt.4 Ch. I. Steering gears

DET NORSKE VERITAS


J 500 Steering gear control and monitoring systems,
general requirements
501 For instrumentation and automation, including compu-
ter based control and monitoring, the requirements in this
chapter are additional to those given in Pt.4 Ch.5.
502 Steering gear control system is the equipment by which
orders are transmitted from the navigation bridge to the steer-
ing gear power units. Steering gear control systems comprise
transmitters, receivers, hydraulic control pumps and their asso-
ciated motors, motor controllers, piping and cables.
503 Steering gear control shall be provided:
a) for the main steering gear, both on the navigating bridge
and in the steering gear compartment
b) where the main steering gear is arranged in accordance
with 104 by two independent control systems, both opera-
ble from the navigating bridge. This does not require du-
plication of the steering wheel or steering lever. Where the
control system consists of an hydraulic telemotor, a sec-
ond independent system operable from the bridge need not
be fitted, except in an oil carrier, chemical carrier or lique-
fied gas carrier of 10 000 tons gross and upwards
c) for the auxiliary steering gear, in the steering gear com-
partment and, if power operated, it shall also be operable
from the navigating bridge and shall be independent of the
control system for the main steering gear.
504 Any main and auxiliary steering gear control system op-
erable from the navigating bridge shall comply with the fol-
lowing:
a) If electric, it shall be served by its own separate circuit
supplied from a steering gear power circuit from a point
within the steering gear compartmen~ or directly from
switchboard busbars supplying that steering gear power
circuit at a point on the switchboard adjacent to the supply
to the steering gear power circuit.
b) Means shall be provided in the steering gear compartment
for disconnecting any control system operable from the
navigating bridge from the steering gear it serves.
c) The system shall be capable of being brought into opera-
tion from a position on the navigating bridge.
d) In the event of a failure of electrical power supply to the
control system, an audible and visual alarm shall be given
on the navigating bridge.
e) Short circuit protection only shall be provided for steering
gear control supply circuits.
505 The electric power circuits and the steering gear control
systems with their associated components, cables and pipes are
to be separated as far as is practicable throughout their length.
506 When two or more exclusive electric control systems are
used, these are to be kept separated with separate cables and
are not to be located in the same enclosure. Regarding arrange-
ments in steering stands, this requirement may be waived, pro-
vided the systems are securely installed and separated as far as
practicable.
Steering order devices for exclusive electric control systems
may be operated by the same wheel or lever shaft.
Steering mode and steering station selectors for exclusive elec-
tric systems may also be operated by the same shaf' provided
the arrangement is of reliable construction.
507 If additional steering stations are arranged with control
circuits branched off from a main steering station, it is to be
possible to disconnect each such circuit by a multipole switch
on the main steering station.
DET NORSKE VERITAS
Rules for Ships, January 2000
Pt3 Ch.3 Sec.2 - Page 25
J 600 Control gear for steering motors
601 Steering gear motors are to be provided with control
gear according to requirements giv~n in Pt.4 Ch.4 Sec.3 G 100.
The control gear is, however, not to have overcurrent or other
overload releases.
602 Steering gear motors are to be remote controlled from
the bridge and local controlled from the steering gear compart-
ment. When remote control is arranged from two or more po-
sitions, the arrangement is to be such that the motor can be
started independently from any of these positions.
603 The control circuit of each steering gear motor is to be
such that a motor in operation will restart automatically upon
restoration of voltage after a power failure.
J 700 Indications and alarms
701 Alarm and indication requirements are specified in Ta-
ble J2.
702 All alarms associated with steering gear faults are to be
indicated on the navigating bridge and in machinery space
where they can be readily observed.
703 The rudder angle indicating system is to be independent
of any control system and so arranged that a single failure in
power supply or anywhere in the indication system does not
cause loss of rudder angle indication on the bridge.
704 Where hydraulic locking, caused by a single failure,
may lead to loss of steering, an alarm, which identifies the
failed system, is to be provided.
Guidance note:
This alarm should be activated when there is disagreement be-
tween the given order versus control system output/execution.
For instance when:
position of the variable displacement pump control system
does not correspond with given order; or
incorrect position of 3-way full flow valve or similar in con-
stant delivery pump system is detected.
---e-n-d---of---0-u-i-d-a-n-c-e---n-o-t-e---
J 800 Power supply and distribution
801 Power supply is to be arranged with redundancy. For
ships where main source of electric power is arranged without
redundancy, the steering gear is to be arranged in such a way
that steering from the bridge will be possible also after loss of
main electric power, e.g. by means of direct hand-hydraulic
steering.
802 At least two exclusive circuits are to be provided for
each electric or electrohydraulic steering gear arrangement
comprising one or more power units.
803 Each of the exclusive circuits is to be fed from the main
switchboard, however, one circuit may pass through the emer-
gency switchboard.
804 One of these circuits may supply an associated auxiliary
electric or electrohydraulic steering gear.
805 Each of these circuits is to have adequate capacity to
supply all motors which may be connected and operated simul-
taneously.
806 In ships ofless than 1600 gross tonnage, if provided with
an auxiliary steering gear independent of electrical power sup-
ply, the main steering gear may be fed by one circuit from the
main switchboard. ·
807 Where the rudderstock is required to be over 230 mm di-
ameter (excluding ice strengthening) in way of the tiller, an al-
ternative power supply shall be provided automatically within
45 seconds, either from the emergency source of electrical
· Rules for Ships, January 2000
Pt.3 Ch.3 Sec.2 - Page 26

power or from an independent source of power located in the

steering gear compartment.

Table J2 Monitoring requirements for steering gear -

Indication
Item Alarm Remarks
subject position
Rudder position Rudder angle Bridge and steering gear
compartment
Steering gear power units Power failure Phase failure Running Bridge and machinery
Motor overload space
Steering gear Hydraulic lock Shall identify failed sys-
tern
Steering gear control sys- Power failure Ready for operation Dis- Bridge Low pressure alarm is re-
tern connection of bridge con- quired when contrcil sys-
trol system tern is not integrated in the
main system
Steering gear hydraulic Low level Low level alarm indication
system oil tanks (each - in- is not to be combined with
elusive steering control other alarms on the bridge
system tanks) 1)

Storage tank Oil level Content gauge on the tank

Auto pilot Failure Running Bridge Alarm on bridge only
1) Low level alann in separate steering gear control system oil tanks may be substituted by low pressure alarm. It is provided that each of the systems is able
to control the main steering gear alone, and that oil leakage in one system has no effect on the other one

J 900 Emergency power supply
901 Where the rudder stock is required to be over 230 mm
diameter in way of the tiller, excluding strengthening for nav-
igation in ice, an alternative power supply, sufficient at least to
supply the steering gear power unit which complies with the
requirements in 103 and also its associated control system and
the rudder angle indicator, shall be provided automatically,
within 45 seconds, either from the emergency source of elec-
trical power or from an independent source of power located in
the steering gear compartment. This independent source of
power shall be used only for this purpose.
902 In every ship of 10 000 gross tonnage and upwards, the
alternative power supply shall have a capacity for at least 30
minutes of continuous operation and in any other ship for at
least 10 minutes.
903 Where the alternative power source is a generator, or an
engine driven pump, starting arrangements are to comply with
the requirements relating to the starting arrangements of emer-
gency generators.
J 1000 Operating instructions
1001 Appropriate operating instructions with a block dia-
gram showing the change-over procedures for steering gear
control systems and steering gear actuating systems are to be
permanently displayed in the wheelhouse and in the steering
gear compartment.
1002 Where the system failure alarms according to 704 are
provided, appropriate instructions are to be given to shut down
the failed system.
J 1100 Additional requirements for oil carriers, chemical
carriers and liquefied gas carriers of 10 000 tons gross and
upwards
1101 Every oil carrier, chemical carrier or liquefied gas car-
rier of 10 000 tons gross and upwards are, subject to 1102 to
comply with the following:
a) The main steering gear is to be so arranged that in the
event of loss of steering capability due to a single failure
in any part of one of the power actuating systems of the
main steering gear, excluding the tiller, quadrant or com-
ponents serving the same purpose, or seizure of the rudder
actuators, steering capability is to be regained in not more
than 45 seconds after the loss of one power actuating sys-
tem.
b) The main steering gear is to comprise either:
two independent and separate power actuating sys-
tems, each capable of meeting the requirements in 102
b), or
at least two identical power actuating systems which,
acting simultaneously in normal operation, are to be
capable of meeting the requirements in 102 b ). Wbere
necessary to comply with this requirement, inter-con-
nection of hydraulic power actuating systems is to be
provided. Loss of hydraulic fluid from one system is
to be capable of being detected and the defective sys-
tem automatically isolated so that the other actuating
system or systems are to remain fully operational.
c) Steering gears other than of the hydraulic type are to
achieve equivalent standards.
1102 For oil carriers, chemical carriers or liquefied gas car-
riers of 10 000 tons gross and upwards, but ofless than 100 000
tonnes deadweight, solutions other than those set out in I IOI,
which need not apply the single failure criterion to the rudder
actuator or actuators, may be permitted provided that an equiv-
alent safety standard is achieved and that:
a) following loss of steering capability due to a single failure
of any part of the piping system or in one of the power
units, steering capability is to be regained within 45 sec-
onds, and
b) where the steering gear includes only a single rudder actu-
ator, special consideration is given to stress analysis for
the design including fatigue analysis and fracture mechan-
ics analysis, as appropriate, to the material used, to the in-
stallation of sealing arrangements and to testing and
inspection and to the provision of effective maintenance.
In consideration of the foregoing, regard will be given to
the IMO «Guidelines» for non-duplicated rudder actua-
tors, given in Appendix A.
K. Testing -.
K 100 Sternframes
101 Built stemframes with closed sections are to be pressure
tested on completion.

DET NORSKE VERITAS


K 200 Rudders and rudder stock connections
201 Rudders are to be hydraulically tested with an internal
pressure:
Po = 10 T (kN/m2), minimum 50 kN/m2
Upon special agreement with the Society the hydraulic test
may be replaced by an air tightness test in compliance with
Ch.1 Sec.ID.
202 Contact area of conical connections is to be (minimum
70%) verified by means of paint test (e.g. tool-maker blue) in
presence of the surveyor.
203 Test pull-up followed by control of contact area may be
required before final assembly for conical keyless connections
intended for injection fitting, if calculations are considered in-
accurate due to a non-symmetric design or other relevant rea-
sons. Pull-up length during test pull-up is not to be less than
final pull-up length.
K 300 Steering gears
301 The requirements of the rules relating to the testing of
class I pressure vessels, piping, and related fittings apply. Test
pressure for internal pressure testing is to be 1,5 times the de-
sign pressure.
302 After installation on board the vessel the steering gear is
to be subjected to the required hydrostatic and running tests.
303 On double rudder installation where the two units are
synchronised by mechanical means, mutual adjustment is to be
tested.
304 For testing and certification of hydraulic, electrical and
instrumentation and/or automation parts and systems, see Pt.4
Ch.I, Pt.4 Ch.4 and Pt.4 Ch.5, respectively.
305 Each type of power unit pump is to be subjected to a type
test. The type test shall be for a duration of nut less than 100
hours, the test arrangements are to be such that the pump may
run in idling conditions, and at maximum delivery capacity at
maximum working pressure. During the test, idling periods are
to be alternated with periods at maximum delivery capacity at
maximum working pressure. The passage from one condition
to another should occur at least as quickly as on board. During
the whole test no abnormal heating, excessive vibration or oth-
er irregularities are permitted. After the test, the pump is to be
dismantled and inspected. Type tests may be waived for a pow-
er unit which has been proven to be reliable in marine service.
K 400 Trials
401 The steering gear is to be tried out on the trial trip in or-
der to demonstrate to the surveyor's satisfaction that the re-
quirements of the rules have been met. (The design
requirement given in Jl 02 d) need not be proved by trials at
maximum astern speed and maximum rudder angles.) The trial
is to include the operation of the following:
a) Trial conditions:
loaded on summer load waterline
running ahead at maximum service speed correspond-
ing to maximum nominal shaft RPM and maximum
continuous rating (MCR) of the main engine(s) and if
equipped with controllable pitch propeller(s), the pro-
DET NORSKE VERITAS
Rules for Ships, January 2000
Pt.3 Ch.3 Sec.2 - Page 27
peller pitch is to be at the maximum design pitch cor-
responding to the nominal shaft RPM and MCR of the
main engine(s).
If the vessel cannot be tested On summer load water-
line, alternative trial conditions may be specially con-
sidered. See 402 and 403.
al) Main steering gear trial:
turning the rudder over from 35° on one side to 35° on
the other side and vice versa
from 35° on either side to 30° on the other sides re-
spectively within required time as given in Jl 02, or if
class notation Tug, Supply Vessel, or Ice Classes
ICE 05-15 or POLAR 10-30, or Icebreaker in the
respective rule sections.
Where main steering gear comprises two or more
identical power units, the steering gear is to be tested
with each power unit individually and all together,
provided these are intended for simultaneous running.
For capacity versus number of power units in opera-
tion, see Jl 04.
a2) Auxiliary steering gear trial:
turning the rudder over from 15° on one side to 15° on
the other side in not more than 60 seconds with the
ship on summer load waterline and running ahead at
one half of the maximum ahead service speed or 7
knots, whichever is the greater.
b) the steering gear power units, including transfer between
steering gear power units
c) the isolation of one power actuating system, checking the
time for regaining steering capability
d) the hydraulic fluid recharging system
e) the emergency power supply required in J900
f) the steering gear controls, including transfer of control and
local control
g) the means of communication between the steering gear
compartment and the wheelhouse, also the engine room, if
applicable
h) the alarms and indicators
i) where steering gear is designed to avoid hydraulic locking
this feature shall be demonstrated.
Test items d), g) and h) may be effected at the dockside.
402 When performance test is carried out with reduced
draught with partly submerged rudder, calculations showing
corresponding rudder force and torque for the trials are to be
submitted on request.
403 Ships fitted with semi-spade rudders are normally to be
tested with the rudders completely submerged. However, when
satisfactory results are proved by sister ships, tests according
to 402 with partly submerged rudder may be accepted. Calcu-
lations of the expected rudder force and torque for the trials are
to be submitted. If test results for sisterships are not available,
steering gear test with rudder partly submerged may be accept-
ed upon special consideration in each case.
Rules for Ships, January 2000
Pt.3 Ch.3 Sec.3 - Page 28
SECTION3
ANCHORING AND MOORING EQUIPMENT
A. General
A 100 Introduction
101 The requirements in this section apply to equipment and
installation for anchoring and mooring.
102 Towlines and mooring lines are not subject to classifica-
tion. Lengths and breaking strength are, however, given in the
equipment tables as guidance. If certification of materials is
needed voluntarily, it shall be done in accordance with 204.
A 200 Documentation
201 The following plans and particulars are to be submitted
for approval:
equipment number calculations
equipment (list) including type of anchor, grade of anchor
chain, type and breaking load of steel and fibre ropes
anchor design if different from standard or previously ap-
proved anchor types. Material specification
windlass design. Material specifications for cable lifters,
shafts, couplings and brakes
chain stopper design. Material specification.
202 The following plans and particulars are to be submitted
for information:
- arrangement of deck equipment.
203 For barges the towline fastening arrangement and de-
tails, stating towing force is to be submitted for approval.
204 Det Norske Veritas Product Certificate (NV) (for mate-
rials, ISO 10474: Type 3.1 C) will be required for the follow-
ing items:
anchor and anchor shackle
anchor chain cable and accessories (shackles, swivels,
etc.)
windlass cable lifter
winch drum and drum flanges
shafts for cable lifter and/or drum
pawl wheel, stopper and couplings
gear shafts and wheels (W)
windlass/winch frame work (W)
brake components
chain stopper
steel wire ropes (W)
fibre ropes (W).
For items above marked with (W), work's certificate (for ma-
terials, ISO 10474: Type 3.1 B) from approved manufacturer
will normally be accepted.
A 300 Assnmptions
301 The anchoring equipment required is the minimum con-
sidered necessary for temporary mooring of a vessel in moder-
ate sea conditions when the vessel is awaiting berth, tide, etc.
The equipment is therefore not designed to hold a vessel off
fully exposed coasts in rough weather or for frequent anchor-
ing operations in open sea. In such conditions the loads on the
anchoring equipment will increase to such a degree that its
components may be damaged or lost owing to the high energy
forces generated.
Guidance note:
If the intended service of the vessel is such that frequent anchor-
ing in open sea is expected, it is advised that the size of anchors
and chains is increased above the rule requirements, taking into
DET NORSKE VERITAS
account the dynamic forces imposed by the vessel moving in
heavy seas. The Equipment Numeral (EN) formula for required
anchoring equipment is based on an assumed current speed of 2,5
mis, wind speed of 25 mis and a scope of chain cable between 6
and 10, the scope being the ratio between length of chain paid out
and water depth.
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
302 The anchoring equipment required by the Rules· is de-
signed to hold a vessel in good holding ground in conditions
such as to avoid dragging of the anchor. In poor holding
ground the holding power of the anchors will be significantly
reduced.
303 It is assumed that under normal circumstances the vessel
will use only one bower anchor and chain cable at a time.
B. Structural Arrangement for Anchoring
Equipment
B 100 General
101 The anchors are normally to be housed in hawse pipes of
suitable size and form to prevent movement of anchor and
chain due to wave action.
The arrangements are to provide an easy lead of the chain cable
from the windlass to the anchors. Upon release of the brake,
the anchor is immediately to start falling by its own wt!ight. At
the upper and lower ends of hawse pipes, there are to be chaf-
ing lips. The radius of curvature is to be such that at least 3
links of chain will bear simultaneously on the rounded parts at
the upper and lower ends of the hawse pipes in those areas
where the chain cable is supported during paying out and hoist-
ing and when the vessel is laying at anchor. Alternatively, roll-
er fairleads of suitable design may be fitted.
Where hawse pipes are not fitted alternative arrangements will
be specially considered.
102 The shell plating in way of the hawse pipes is to be in-
creased in thickness and the framing reinforced as necessary to
ensure a rigid fastening of the hawse pipes to the hull.
103 Ships provided with a bulbous bow, and where it is not
possible to obtain ample clearance between shell plating and
anchors during anchor handling, local reinforcements of bul-
bous bow are to be provided as necessary.
104 The chain locker is to have adequate capacity and a suit-
able form to provide a proper stowage of the chain cable, and
an easy direct lead for the cable into the chain pipes, when the
cable is fully stowed. Port and starboard cables are to have sep-
arate spaces. If 3 bower anchors and 3 hawse pipes are used,
there are to be 3 separate spaces. The chain locker boundaries
and access openings are to be watertight. Provisions are to be
made to minimise the probability of chain locker being flooded
in bad weather. Adequate drainage facilities of the chain locker
are to be adopted.
Provisions are to be made for securing the inboard ends of
chain to the structure. This attachment is to be able to with-
stand a force of not less than 15% nor more than 30% of the
minimum breaking strength of the chain cable. The fastening
of the chain to the ship is to be made in such a way that in case
of emergency when anchor and chain have to be sacrificed, the
chain can be readily made to slip from au accessible position
outside the chain locker.
 Rules for Ships, January 2000
Pt.3 Ch.3 Sec.3 - Page 29

105 The windlass and chain stoppers are to be efficiently
bedded to the deck. The deck plating in way of windlass and
chainstopper is to be increased in thickness and supported by
pillars carried down to rigid structures. See Sec.5 B.
C. Equipment Specification
C 100 Equipment number
101 The equipment number is given by the formula:
EN= ~213 + 2 B H + 0,1 A
H = effective height in m from the summer load waterline
to the top of the uppermost deckhouse, to be measured
as follows:
a :: distance in m from summer load waterline amidships
to the upper deck at side
hi = height in m on the centre line of each tier of houses
having a breadth greater than B/4. For the lowest tier,
hi is to be measured at centre line from the upper deck,
or from a notional deck line where there is local dis-
continuit)' in the upper deck · ··
A area in m 2 in profile view of the hull, superstructures
and houses above the summer load waterline, which is
within L of the ship. Houses of breadth less than B/4
are to be disregarded.
In the calculation of L hi and A sheer and trim are to be ig-
nored.
Windscreens or bulwarks more than 1,5 min height are to be
regarded as parts of superstructures and of houses when deter-
mining H and A. The total area of the mentioned items meas-
ured from the deck, is to be included.
The area of hatch coaruings more than 1,5 m in height above
deck at side is to be included in A.
102 For a barge rigidly connected to a push-tug the equip-
ment number is to be calculated for the combination regarded
as one unit.

Table Cl Equipment table, general

Stockless bower Towline Mooring lines 1J
Stud-link chain cables
anchors (guidance) (guidance)
Equip- Mass Total Diameter and steel grade
Steel or fibre ropes Steel or fibre ropes
Equipment per an- length
ment
number letter Number char NV NV NV Mini- Minimum Length Minimum
Kl K2 K3 mum breaking
Number
of each breaking
length strength strength
kg m mm mm mm m kN m kN
30-49 "o 2 120 192,5 12,5 170 88,5 2 80 32
50-69 a 2 180 220 14 12,5 180 98,0 3 80 34
70-89 b 2 240 220 16 14 180 98,0 3 100 37
90-109 c 2 300 247,5 17,5 16 180 98.0 3 110 39
110-129 d 2 360 247,5 19 17,5 180 98 3 110 44
130-149 e 2 420 275 20,5 17,5 180 98 3 120 49
150-174 f 2 480 275 22 19 180 98 3 120 54
175-204 g 2 570 302,5 24 20,5 180 112 3 120 59
205-239 h 2 660 302,5 26 22 20,5 180 129 4 120 64
240-279 i 2 780 330 28 24 22 180 150 4 120 69
280-319 j 2 900 357,5 30 26 24 180 174 4 140 74
320-359 k 2 1020 57,5 32 28 24 180 207 4 140 78
360-399 1 2 1140 385 34 30 26 180 224 4 140 88
400-449 m 2 1290 385 36 32 28 180 250 4 140 98
450-499 n 2 1440 412,5 38 34 30 180 277 4 40 108
500-549 0 2 1590 412,5 40 34 30 190 306 4 160 123
55Cl-599 p 2 1740 440 42 36 32 190 338 4 160 132
600-659 q 2 1920 440 44 38 34 190 371 4 160 147
660-719 r 2 2100 440 46 40 36 190 406 4 160 157
720-779 s 2 2280 467,5 48 42 36 190 441 4 170 172
780-839 t 2 2460 467,5 50 44 38 190 480 4 170 186
840-909 u 2 2640 467,5 52 46 40 190 518 4 170 201
910-979 v 2 2850 495 54 48 42 190 559 4 170 216
980-1059 w 2 3060 495 56 50 44 200 603 4 180 230
1060-1139 x 2 3300 495 58 50 46 200 647 4 180 250
1140-1219 y 2 3540 522,5 60 52 46 200 691 4 180 270
1220-1299 z 2 3780 522,5 62 54 48 200 738 4 180 284
1300-1389 A 2 4050 522,5 64 56 50 200 786 4 180 309
1390-1479 B 2 4320 550 66 58 50 200 836 4 180 324
1480-1569 c 2 4590 550 68 60 52 220 888 5 190 324
157Cl-1669 D 2 4890 550 70 62 54 220 941 5 190 333
1670-1789 E 2 5250 577,5 73 64 56 220 1024 5 190 353
1790-1929 F 2 5610 577,5 76 66 58 220 1109 5 190 378
1930-2079 G 2 6000 577,5 78 68 60 220 1168 5 190 402
2080-2229 H 2 6450 605 81 70 62 240 1259 5 200 422
2230-2379 I 2 6900 605 84 73 64 240 1356 5 200 451
2380-2529 J 2 7350 605 87 76 66 240 1453 5 200 480
2530-2699 K 2 7800 632,5 90 78 68 260 1471 6 200 480
2700-2869 L 2 8300 632,5 92 81 70 260 1471 6 200 490
2870-3039 M 2 8700 632,5 95 84 73 260 1471 6 200 500

DET NORSKE VERITAS

. Rules for Ships, January 2000
Pt.3 Ch.3 Sec.3 - Page 30

Table Cl Equipment table, general (Continued)

Stockless bower Towline Mooring lines 1)
Stud-link chain cables
anchors (guidance) (guidance)
Mass Total Steel brfibre ropes
Equip- Diameter and steel grade Steel or fibre ropes
Equipment per an- length
ment
number char NV NV NV Mini- Minimum Length Minimum
letter Number
Kl K2 K3 mum breaking
Number
of each breaking
length strength strength
kg m mm mm mm m kN m kN
3040-3209 N 2 9300 660 97 84 76 280 1471 6 200 520
3210-3399 0 2 9900 660 100 87 78 280 1471 6 200 554
3400-3599 p 2 10500 660 102 90 78 280 1471 6 200 588
3600-3799 Q 2 lllOO 687,5 105 92 81 300 1471 6 200 618
3800-3999 R 2 11700 687,5 107 95 84 300 1471 6 200 647
4000-4199 s 2 12300 687,5 ll 1 97 87 300 1471 7 200 647
4200-4399 T 2 12900 715 114 100 87 300 1471 7 200 657
4400-4599 u 2 13500 715 117 102 90 300 1471 7 200 667
4600-4799 v 2 14100 715 120 105 92 300 1471 7 200 677
4800-4999 w 2 14700 742,5 122 107 95 300 1471 7 200 686
5000-5199 x 2 15400 742,5 124 111 97 300 1471 8 200 686
5200-5499 y 2 16100 742,5 127 111 97 300 1471 8 200 696
5500-5799 z 2 16900 742,5 130 114 100 300 1471 8 200 706
5800-6099 A* 2 17800 742,5 132 117 102 300 1471 8 200 706
6100-6499 B* 2 18800 742,5 137 120 107 300 1471 9 200 716
6500-6899 C* 2 20000 770 124 111 300 1471 9 200 726
6900-7399 D* 2 21500 770 127 114 300 1471 10 200 726
7400-7899 E* 2 23000 770 132 117 300 1471 ll 200 726
7900-8399 F* 2 24500 770 137 122 300 1471 ll 200 735
8400-8899 G* 2 26000 770 142 127 300 1471 12 200 735
8900-9399 H* 2 27500 770 147 132 300 1471 13 200 735
9400-9999 I* 2 29000 770 152 132 300 1471 14 200 735
10000-10699 J* 2 31000 770 137 15 200 735
10700-ll 499 K* 2 33000 770 142 16 200 735
11500-12399 L* 2 35500 770 147 17 200 735
12400-13399 M* 2 38500 770 152 18 200 735
13400-14599 N* 2 42000 770 157 19 200 735
14600-16000 O* 2 46000 770 162 21 200 735
1) For individual mooring lines with breaking force above 490 kN according to the table, the strength may be reduced by the corresponding increase of the
number of mooring lines and vice versa. The total breaking force of all mooring lines on board should not be less than according to the table. However,
the number of mooring should not be less than 6, and no line should have a breaking force less than 490 kN.

C 200 Equipment tables
201 The equipment is in general to be in accordance with the
requirements given in Table Cl.
The two bower anchors and their cables are to be connected
and stowed in position ready for use. The total length of chain
cable required is to be equally divided between the two an-
chors. The towline and the mooring lines are given as guidance
only, representing a minimum standard, and are not to be con-
sidered as conditions of class.
202 For fishing vessels the equipment is to be in accordance
with the requirements given in Table C2. When the equipment
number is larger than 720, table Cl should be applied.
203 Unmanned barges are only to have equipment consisting
of 2 mooring lines. with length as required by Table CI.
204 For ships and manned barges with restricted service the
equipment specified in Table Cl and C2 may be reduced in ac-
cordance with Table C3. No reductions are given for class no-
tations RO and R1.
205 For ships and manned barges with equipment number
EN less than 205 the anchor and chain equipment specified in
Table Cl and C2 may be reduced, on application from the
Owners, based upon a special consideration of the intended
service area of the vessel. The reduction is not to be more than
given for the service notation R4 in Table C3. In such cases a
minus sign will be given in brackets after the equipment letter
for the vessel in the "Register of vessels classed with DNV",
e.g. f(-).

DET NORSKE VERITAS

 Rules for Ships, January 2000
Pt.3 Ch.3 Sec.3 - Page 31

Table C2 Equipment table for fishing vessels and sealers

Stockless bower Stud-link chain cables
Towline -- Mooring lines
anchors (guidance) (guidance)
Mass per Total Diameter and
Steel or fibre ropes Steel or fibre ropes
Equip- _ Equip- anchor length steel grade
ment ment NV NV Minimum Minimum Length Mini-
number letter Number Kl K2 length breaking of mum
strength Number each breaking
strength
kg m mm mm m kN m kN
30-39 "<Jf1 2 80 165 11 2 50 29
40-49 "<Jf2 2 100 192,5 11 2 60 29
50-59 af1 2 120 192,5 12,5 180 98 3 80 34
60-69 . af2 2 140 192,5 12,5 180 98 3 80 34
70-79 bf1 2 160 220 14 12,5 180 98 3 100 37
80-89 bf2 2 180 220 14 12,5 180 98 3 100 37
90-99 cf1 2 210 220 16 14 180 98 3 110 39
100-109 cf2 2 240 220 16 14 180 98 3 110 39
110-119 df1 2 270 247,5 17,5 16 180 98 3 110 44
120-129 df2 2 300 247,5 17,5 16 180 98 3 110 44
130-139 ef1 2 340 275 19 17,5 180 98 3 120 49
140-149 ef2 2 390 275 19 17,5 180 98 3 120 49
150-174 f 2 480 275 22 19 180 98 3 120 54
175-204 g 2 570 302,5 24 20,5 180 112 3 120 59
205-239 h 2 660 302,5 26 22 180 129 4 120 64
240-279 i 2 780 330 28 24 180 150 4 120 69
280-319 j 2 900 357,5 30 26 180 174 4 140 74
320-359 k 2 1020 357,5 32 28 180 207 4 140 78
360-399 1 2 1140 385 34 30 180 224 4 140 88
400-449 m 2 1290 385 36 32 180 250 4 140 98
450-499 n 2 1440 412,5 38 34 180 277 4 140 108
500-549 0 2 1590 412,5 40 34 190 306 4 160 123
550-599 p 2 1740 440 42 36 190 338 4 160 132
600-659 q 2 1920 440 44 38 190 371 4 160 147
660-720 r 2 2100 440 46 40 190 406 4 160 157

Table C3 Equipment reductions for service restriction 103 The mass of stocked bower anchor, the stock not includ-
notations. (See Table Cl) ed, is not to be less than 80% of the table-value for ordinary
stockless bower anchors. The mass of the stock is to be 25% of
Class Stockless bower Stud-link
chain cables
the total mass of the anchor including the shackle, etc., but ex-
notation anchors
cluding the stock.
Number Mass Length Diameter
change per reduction 104 For anchors approved as H.H.P. anchors, the mass is not
anchor to be less than 75% of the requirements given in C. In such cas-
R2 2 -10% No red. No red. es the letter r will follow the equipment letter entered in the
R3 2 -20% No red. No red. "Register of vessels classed with DNV".
R4 2 -30% -20% -10%
RE 2 -40% -30% -20% D 200 Materials
Alternatively: 201 Anchor heads may be cast, forged or fabricated from
R3 1 +40% -40% Nored. plate materials. Shanks and shackles may be cast or forged.
R4 1 No change -50% Nored. 202 The materials are to comply with relevant specification
RE 1 -20% -60% -10%
given in Pt.2. For cast steel, the requirements are as given for
«Special quality» specified in Pt.2 Ch.2 Sec.7, Table Bl Car-
bon and carbon-manganese steel castings for general applica-
D. Anchors tion. For forged and cast steel with tensile strength higher than
600 N/mm2 specifications of chemical composition and me-
chanical properties are to be submitted for approval for the
D 100 General
equipment in question.
101 Anchor types dealt with are: Plate material in welded anchors is to be of the grades as given
in F200 Table F3.
ordinary stockless bower anchor
ordinary stocked bower anchor
203 Anchors made of nodular cast iron may be accepted in
small dimensions subject to special approval of the manufac-
H.H.P. ("High Holding Power") anchor. turer.
102 The mass of ordinary stockless bower anchors is not to D 300 Anchor shackle
be less than given in C. The mass of individual anchors may
vary by 7% of the table value, provided that the total mass of
301 The diameter of the shackle leg is normally not to be less
than:
anchors is not less than would have been required for anchors
of equal mass. d 8 = 1,4 de
The mass of the head is not to be less than 60% of the table val- = required diameter of stud chain cable with tensile
ue. strength equal to the shackle material, see Table Cl or

DET NORSKE VERrrAS

· Rules for Ships, January 2000
Pt.3 Ch.3 Sec.3 - Page 32
C2. For shackle material different from the steel grades
NV Kl, NV K2 and NV K3, linear interpolation be-
tween table values of de will normally be accepted.
302 The diameter of the shackle pin is normally not to be less
than the greater of:
~=1,5de
dp=0,7 Ip
de = as given in 30 I
1r free length of pin. It is assumed that materials of the
same tensile strength are used in shackle body and pin.
For different materials ~ will be specially considered.
D 400 Testing
401 Ordinary anchors with a mass more than 75 kg, or
H.H.P. anchors with a mass more than 56 kg, are to be subject-
ed to proof testing in a machine specially approved for this pur-
pose.
402 The proof test is to be as given in Table DI, dependent
on the mass of equivalent anchor, defined as follows:
Total mass of ordinary stockless anchors.
- Mass of ordinary stocked anchors excluding the stock.
- 4/3 of the total mass of H.H.P. anchors.
For intermediate values of mass the test load is to be deter-
mined by linear interpolation.
403 The proofload is to be applied on the arm or on the palm
at a distance from the extremity of the bill equal to 1/3 of the
distance between it and the centre of the crown. The shackle is
to be tested with the anchor, but is to meet the requirements for
the intended mooring chain.
404 For stockless anchors. both arms are to be tested simul-
taneously, first on one side of the shank and then on the other
side.
For stocked anchors, each arm is to be tested individually.
40S The anchors are to withstand the specified proof load
without showing signs of defects.
D SOO Additional requirements for H,H.P. ("High Hold-
ing Power'') anchors
SOl H.H.P. anchors are to be designed for effective hold of
the sea bed irrespective of the angle or position at which they
DET NORSKE VERITAS
first settle on the sea bed after dropping from a normal type of
hawse pipe. In case of doubt a demonstration of these abilities
may be required.
S02 The design approval of H.H.P. anchors is normally giv-
en as a type approval, and the anchors are listed in the Register
of Type Approved Products No.3 "Structural Equipment, Con-
tainers, Cargo Handling and Securing Equipment".
S03 H.H.P. anchors for which approval is sought are to be
tested on sea bed to show that they have a holding power per
unit of mass at least twice that of an ordinary stockless bower
anchor.
S04 If approval is sought for a range of anchor sizes, at least
two sizes are to be tested. The mass of the larger anchor to be
tested is not to be less than 1/10 of that of the largest anchor for
which approval is sought. The smaller of the two anchors to be
tested is to have a mass not less than 1/10 of that of the larger.
SOS Each test is to comprise a comparison between at least
two anchors, one ordinary stockless bower anchor and one
H.H.P. anchor. The mass of the anchors are to be as equal as
possible.
506 The tests are to be conducted on at least 3 different types
of bottom, which normally are to be: soft mud or silt, sand or
gravel, and hard clay or similar compacted material.
S07 The tests are normally to be carried out by means of a
tug. The pull is to be measured by dynamometer or determined
from recently verified curves of the tug's bollard pull as func-
tion of propeller r.p.m.
The diameter of the chain cables connected to the anchors is to
be as required for the equipment letter in question. During the
test the length of the chain cable on each anchor is to be suffi-
cient to obtain an approximately horizontal pull on the anchor.
Normally, a horizontal distance between anchor and tug equal
to 10 times the water depth will be sufficient.
D 600 Identification
601 The following marks are to be stamped on one side of
the anchor:
Mass of anchor (excluding possible stock)
H.H.P., when approved as high holding power anchor
Certificate No.
Date of test
Det Norske Veritas' stamp.
 Rules for Ships, January 2000
Pt.3 Ch.3 Sec.3 - Page 33

Table Dl Proof test load for anchors

Mass of Proof Masso/ Proof Masso/ Proof Mass of Proof Mass of Proof· Mass of Proof
anchor test load anchor testoad anchor test load anchor test load anchor test lOad anchor test load
kg kN kg kN kg kN kg kN kg kN kg kN
50 23,2 550 125 2200 376 4800 645 7800 861 17500 1390
55 25,2 600 132 2300 388 4900 653 8000 877 18000 1410
60 27,1 650 140 2400 401 5000 661 8200 892 18500 1440
65 28,9 700 149 2500 414 5100 669 8400 908 19000 1470
70 30,7 750 158 2600 427 5200 677 8600 922 19500 1490
75 32,4 800 166 2700 438 5300 685 8800 936 20000 1520
80 33,9 850 175 2800 450 5400 691 9000 949 21000 1570
90 36,3 900 182 2900 462 5500 699 9200 961 22000 1620
100 39,l 950 191 3000 474 5600 706 9400 975 23000 1670
120 44,3 1000 199 3100 484 5700 713 9600 987 24000 1720
140 49,1 1050 208 3200 495 5800 721 9800 999 25000 1770
160 53,3 1100 216 3300 506 5900 728 10000 1010 26000 1800
180 57,4 1150 224 3400 517 6000 735 10500 1040 27000 1850
200 61,3 1200 231 3500 528 6100 740 11000 1070 28000 1900
225 66,8 1250 239 3600 537 6200 747 11500 1090 29000 1940
250 70,4 1300 247 3700 547 6300 754 12000 1110 30000 1990
275 74,9 1350 255 3800 557 6400 760 12500 1130 31000 2030
300 79,6 1400 262 3900 567 6500 767 13000 1160 32000 2070
325 84,2 1450 270 4000 577 6600 773 13500 1180 34000 2160
350 88,8 1500 278 4100 586 6700 779 14000 1210 36000 2250
375 93,4 1600 292 4200 595 6800 786 14500 1230 38000 2330
400 97,9 1700 307 4300 604 6900 795 15000 1260 40000 2410
425 103 1800 321 4400 613 7000 804 15500 1270 42000 2490
450 107 1900 335 4500 622 7200 818 16000 1300 44000 2570
475 112 2000 349 4600 631 7400 832 16500 1330 46000 2650
500 116 2100 362 4700 638 7600 845 17000 1360 48000 2730

E. Anchor Chain Cables
E 100 General
101 Chain cables are to be made by makers approved by the
Society for the pertinent type of chain cable, size and method
of manufacture.
102 The form and proportion of chain cable links and shack-
les are normally to be in accordance with Fig. 1. Deviation in
accordance with International Standard IS0/1704-1991, will
be generally accepted.
Other design solutions, e.g. short link chain cable or steel wire
rope may be accepted after special consideration.
103 The diameter of stud link chain cable is not to be less
than given in C.
104 If ordinary short link chain cable is accepted instead of
stud link chain cable at least the same proof load will normally
be required.
For fishing vessels with equipment number EN:> 110 the di-
ameter is to be at least 20% in excess of the table value for the
steel grade used.
105 If steel wire rope is accepted instead of stud link chain
cable, at least the same breaking strength will be required. Be-
tween the anchor and the steel wire rope a short length of chain
cable is to be fitted. The length is to be taken as the smaller of
12,5 m and the distance between the anchor in stowed position
and the winch. The anchor weight is to be increased by 25%
and the length of the steel wire rope is to be at least 50% above
the table value for the chain cable. Arrangements applying the
steel wire ropes of trawl winches may be accepted, provided
the strength of the rope is sufficient.
E 200 Materials
201 The chain cable links may be made by electric resistance
butt welding (melt welding), by casting or drop forging.
Shackles and swivels may be cast or forged.
The studs in stud link chain cables are to be made of cast or
forged steel.
Tapered locking pins for shackle bolts are to be made of stain-
less or tinned steel with a lead stopper at the thick end.
202 The materials are to be delivered with Det Norske Ver-
itas1 material certificates in compliance with the specifications
for steel grades NV Kl, K2 and K3.
203 Steel grade NV Kl is normally not to be used in associ-
ation with H.H.P. anchors.
204 Steel grade NV K3 is not to be used for chain diameter
less than 20,5 mm.
205 Ships equipped with chain cable of steel grade NV K2 or
NV K3, will have the letters s or sh, respectively, added to the
equipment letter.

DET NORSKE VERITAS

· Rules for Ships, January 2000
Pt.3 Ch.3 Sec.3 - Page 34

JOINING SHACKLE
LINK

+COMMON I lCOMMON
- LINK T" . -, LINK

7.110

0
N
~

CONNECTION OF CABLE TO ANCHOR

ENO SHACKLE

END LINK

1.20 3.350 1.750 3.4 0

9. 70
0
N
0.90 1.90 40 t.40
ci

"'
0
0
~
"'
0

"'
8.2 0 6.30

COMMON LINK ENLARGED LINK ENO LINK

1.10
_,
0
--<--+~
0 1.20

60 6.50 6.75 0

JOINING SHACKLE, KENTER TV PE

... 420 -1,520

D = de = Rule diameter of chain cables

Fig.1
Standard dimensions of stud link chain cable

DET NORSKE VERITAS


E 300 Heat treatment and material testing
301 All chain cables and accessories for chain cables, re-
gardless of manufacturing process, are to be heat-treated as
specified in Table El. When normalising, care is to be taken to
ensure that no links are lying on top of each other while cool-
ing, and thereby delaying the cooling. A description of the heat
treatment is to be given on the certificate.
302 When a manufacturer of chain cable buys material for
the links from the steel producer, he is to be instructed on the
proper method of heat treatment.
303 After the chain has been heat-treated, the efficiency of
the heat treatruent is to be controlled by testing of the material
in the finished links as stated in 304 to 306.
304 From chain cables of grade NV Kl and NV K2, one set
of 3 impact tests is to be taken from every four 27 ,5 m length
of chain cable or from every 100 m.
The material for the testing is obtained by supplying cable
lengths with extra links. The tests are to satisfy the require-
ments stated in Table El.
Subject to agreement with the Society, a reduction in the
number ofimpact tests may be allowed, provided the manufac-
turer by means of statistical tests data verifies that the impact
requirements in Table.El are consistently met.
305 From chain cables of grade NV K3, one set of tests (1
tensile and 6 impact tests) is to be taken from every four 27 ,5
m length of chain or from every 100 m.
The material for the testing is obtained by supplying the cable
lengths with extra links. The tensile test piece is to be taken
from the base material opposite to the weldment. The tensile
tests results are to satisfy the requirements stated in Table El.
306 For all steel grades, 3 impact test pieces are to be taken
clear of the weld (position of the test pieces, see Fig. 2). For
steel grade K3, there are to be taken 3 additional impact test
pieces from the welded zone, cut with the notch in the middle
of the weld.
Impact test values of specimens taken clear of the weld are to
comply with the requirements given in Table El. Impact test
values (KV) for steel grade K3 of specimens taken from the
weld are to be at least 50 J as average value of 3 tests when the
tests are carried out at 0°C. The surveyor may also require im-
pact tests from more than one length in every four.
E 400 Breaking test
401 A breaking test specimen consists of at least 3 links con-
nected together, and they are to be manufactured at the same
time and in the same way as the chain cable and heat-treated as
this. During the heat treatment the test specimen is to be se-
curely attached to the chain cable.
402 At least one breaking test specimen is to be taken from
every four 27,5 m lengths of chain cable or from every 100 m.
For chain cables of grade NV Kl which is not heat-treated after
welding, breaking test is to be carried out on one specimen
from each 27,5 m length. For cast chain cables (grades NV K2
and NV K3), one breaking test per heat treatruent batch is to be
taken, with a miuimum of one for every four 27,5 m lengths.
The testing may be recognized as having been passed, if frac-
ture has not occured at the minimum breaking strength given
in Tables E2 and E3.
DET NORSKE VERITAS
Rules for Ships, January 2000
Pt.3 Ch.3 Sec.3 - Page 35
403 Other tests may replace the breaking test after agreement
with the Society.
404 Should a breaking load test fail, a further test specimen
may be taken from the same length of chain cable and tested.
The test shall be considered successful if the requirements are
then satisfied.
If the retest fails, the length of chain cable concerned shall be
rejected. If the manufacturer so wishes, the remaining three
lengths belonging to the batch may then be individually sub-
jected to test at the breaking load. If one such test fails to meet
the requirements, the entire batch is rejected.
405 From each manufacturing batch (same grade, size and
heat treatment batch) of 25 units or less of shackles, swivels,
swivel shackles, large links and end links, and from each man-
ufacturing batch of 50 units or less of Kenter shackles, one unit
is to be subjected to the breaking load test. Parts tested in this
way may not to be put to further use.
The Society may waive the breaking load test if:
a) the breaking load has been demonstrated on the occasion
of the approval testing of parts of the same design, and
b) the mechanical properties and the impact energy of each
manufacturing batch are proved, and
c) the parts are subjected to suitable noncdestructive testing.
E 500 Proof test
501 Each length of the chain cable is to be proof tested in a
machine specially approved for that purpose, and is to with-
stand the load given in Tables E2 and E3 for the type, size and
grade of steel concerned, without showing any signs of defects.
All joining shackles, end shackles and swivels are to be tested
with the proof load prescribed for the chain concerned.
502 Should a proofload test fail, the defective link(s) is (are)
to be replaced, a local heat treatruent according to 801 to be
carried out on the new link(s) and the proof load test to be re-
peated. In addition, an investigation is to be made to identify
the cause of the failure.
E 600 Tolerances
601 All required measurements are to be taken after the
proof testing. The measurements are to be carried out to the
satisfaction of the surveyor.
602 The allowable manufacturing minus tolerance on the di-
ameter de of the common links is:
for de :S 40 mm: -1 mm
for 40 < dc:S 84mm :- 2mm
for 84 < de :S 122 mm : - 3 mm
for de> 122 mm: -4 mm.
The allowable manufacturing plus tolerance is 5%. The cross-
sectional area of the link is at least to be the theoretical area for
the nominal diameter.
The calculation of the theoretical area is to be based on the av-
erage of four measurements of the diameter equally spaced
around the circumference. -
Three links from every four 27,5 m length or every 100 m
length of chain cable are to be chosen for measurements of the
diameter.
· Rules for Ships, January 2000
Pt.3 Ch.3 Sec.3 - Page 36

Table El Heat treatment and mechanical properties

Grade Heat treatment -·
Mechanical properties: NV Kl Normalised I) NV K2 Normalised 2 ! NV K3 Quenched and tem-
pered, nonnalised or nor-
malised and tempered
Yield stress R.,n or proof stress Rro 2 N/mm2 Minimum295 Minimum410
Tensile strength, R-..6 N/mm2 370 - 490 490-690 Minimum690
Elongation (Lo = 5d) As % Minimum25 Minimum22 Minimum 17
Reduction of area, Z % minimum 40 3)
Impact values (KV), as an average of 3 tests, J minimum 27; 20 "C minimum 27; 0 °C minimum 60; 0°C
1) Chain cables with diameters up to 50 mm may be supplied without heat treatment after welding, provided that a breaking test is carried out on one spec-
imen from each length, see 402.
2) Cast chain cable, grade NV K2, is to be normalised or may, at option of the manufacturer, be hardened and tempered.
3) 35% for cast links and chain accessories.

603 The allowable manufacturing tolerance on length of 5 E 800 Repair of defects

links is + 2.5 %. The measurements are to be taken while the
chain is loaded to about I 0% of the proof load. Other methods
for the measurements may be agreed upon.
604 The allowable manufacturing tolerance on other dimen-
sions that are described in 602 and 603, is± 2,5%. For common
links, three links from every four 27 ,5 m length or every 100 m
length of chain cable are to be chosen for measurements of out-
side length and width.
E 700 Identification
701 Every 27 ,5 m length of chain cable and all accessories
are to be stamped with:
Chain grade, according to Table El
Certificate No.
Det Norske Veritas' stamp.
801 Links seriously damaged are to be replaced with shack-
les of approved type and grade of steel or with new links cor-
responding to the original ones as regards grade of steel and
specified properties. The use of other material and processes of
manufacture is subject to approval in each case. Each substi-
tute (new link) is to be subjected to a satisfactory method of
heat treatment (normalising, normalising and tempering or
quenching and tempering) as required, without affecting adja-
cent links, if the entire chain is not reheat-treated. Processes for
individual treatment of links are to be tested as to impact prop-
erties (for NV K3 chain also the tensile strength) by testing ex-
tra links which are manufactured and treated in the same way
as the new links in the chain.
The repaired chain length is finally to be subjected to the re-
quired proof testing.
802 Defective accessories for chain cables (shackles and
swivels) are to be replaced by new ones of the same grade as
the chain cable, or better.

DET NORSKE VERITAS

 Rules for Ships, January 2000
Pt.3 Ch.3 Sec.3 - Page 37

Table E2 Test loads and mass. Stud link chain cables

.
Chain of Chain of Chain of
Steel grade NV K2 Steel grade NV K3 · Guidance
Steel grade NV Kl
Diameter of Minimum Minimum
chain mm Proof test load Minimum breaking Proof test load Proof Approximate mass
breaking breaking
strength
strength
test load
strength perm
lcN lcN lcN lcN lcN lcN kg
II 36 51 51 72 72 102
12,5 46 66 66 92 92 132 3,7
14 58 82 82 116 116 165 4,4
16 76 107 107 150 150 216 5,6
17,5 89 127 127 179 179 256 6,8
19 105 150 150 211 211 301 8,0
20,5 123 175 175 244 244 349 9,3
22 140 200 200 280 280 401 10,6
24 167 237 237 332 332 476 12,6
26 194 278 278 389 389 556 14,8
28 225 321 321 449 449 642 17,1
30 257 368 368 514 514 735 19,6
32 291 417 417 583 583 833 22,3
34 328 468 468 655 655 937 25,1
36 366 523 523 732 732 1050 28,1
38 406 581 581 812 812 1160 31,3
40 448 640 640 896 896 1280 34,7
42 492 703 703 981 981 1400 38,2
44 538 769 769 1080 1080 1540 41,9
46 585 837 837 1170 1170 1680 45,8
48 635 908 908 1280 1280 1810 49,8
50 686 981 981 1370 1370 1960 54,0
52 739 1060 1060 1480 1480 2110 58,4
54 794 1140 1140 1590 1590 2270 63,0
56 851 1220 1220 1710 1710 2430 67,8
58 909 1290 1290 1810 1810 2600 72,7
60 969 1380 1380 1940 1940 2770 77,8
62 1030 1470 1470 2060 2060 2940 83,1
64 1100 1560 1560 2190 2190 3130 88,6
66 1160 1660 1660 2310 2310 3300 94,2
68 1230 1750 1750 2450 2450 3500 100,0
70 1290 1840 1840 2580 2580 3690 106,0
73 1390 1990 1990 2790 2790 3990 115,2
76 1500 2150 2150 3010 3010 4300 124,9
78 1580 2260 2260 3160 3160 4500 131,6
81 1690 2410 2410 3380 3380 4820 142,0
84 1810 2580 2580 3610 3610 5160 152,9
87 1920 2750 2750 3850 3850 5500 164,2
90 2050 2920 2920 4090 4090 5840 176,0
92 2130 3040 3040 4260 4260 6080 184,1
95 2260 3230 3230 4510 4510 6440 196,6
97 2340 3350 3350 4680 4680 6690 205,0
100 2470 3530 3530 4940 4940 7060 218,5
102 2560 3660 3660 5120 5120 7320 227
105 2700 3860 3860 5390 5390 7700 241
107 2790 3980 3980 5570 5570 7960 250
111 2970 4250 4250 5940 5940 8480 269
114 3110 4440 4440 6230 6230 8890 284
117 3260 4650 4650 6510 6510 9300 299
120 3400 4860 4860 6810 6810 9720 314
122 3500 5000 5000 7000 7000 9990 326
124 3600 5140 5140 7200 7200 10280 335
127 3750 5350 5350 7490 7490 10710 351
130 3900 5570 5570 7800 7800 11140 367
132 4000 5720 5720 8000 8000 11420 378
137 4260 6080 6080 8510. 8510 12160 408
142 4520 6450 6450 9030 9030 12910 437
147 4790 6840 6840 9560 9560 13660 470
152 5050 7220 7220 10100 10100 14430 500
157 5320 7600 7600 10640 10640 15200 530
162 5590 7990 7990 11170 11170 15970 570

DET NORSKE VERITAS

· Rules for Ships, January 2000
Pt.3 Ch.3 Sec.3. ~ Page 38

Table E3 Test loads for short link chain cables 103 For each chain cable there is normally to be a chain stop-
Breaking load
per, arranged between windlass and hawse pipe. The chain ca-
Diameter of chain Proof load
mm KN KN bles are to reach the hawse pipes through the cable lifter only.
11 22,4 47,7 104 Electrically driven windlasses areto have a torque lim-
12 26,6 53,2 iting device.
13 31,3 62,5
Electric motors are to comply with the requirements of Pt.4
14 36,3 72,5 Ch.4.
15 41,6 83,2
16 47,4 94,7 105 The windlass with prime mover is to be able to exert the
17 53,5 107,0 pull specified by Table Fl directly on the cable lifter. For dou-
18 59,8 119,5 ble windlasses the requirements apply to one side at a time.
19 66,7 133,5
20 73,9 147,5 Table Fl Lifting power
21 81,4 163,0 Lifting force Grade of chain
22 89,6 179,0 and speed Kl K2 K3
23 97,9 195,5 Normal lifting force for
24 106,5 213 30min inN
36,8 d,2 41,7 d, 2 46,6 d,2
25 116,0 231
Mean hoisting speed 9 m/min.
26 125,0 250
27 135,0 270 Maximum lifting force
28 144,5 289 fof 2 minutes (no speed 1,5 x normal lifting force
requirement)
29 155,5 311
30 166,5 333 de = diameter of chain in mm.
31 177,5 355
190,0 Attention is to be paid to stress concentrations in keyways and
32 380
33 201 402 other stress raisers and also to dynamic effects due to sudden
34 214 428 starting or stopping of the prime mover or anchor chain.
35 227 453 106 The capacity of the windlass brake is to be sufficient for
safe stopping of anchor and chain cable when paying out.
The windlass with brakes engaged and release coupling disen-
gaged is to be able to withstand a static pull of 45 % of the chain
APPROX. 1/3 r NOTCH cable minimum breaking strength given in Table E2, without
any permanent deformation of the stressed parts and without
brake slip.
If a chain stopper is not fitted, the windlass is to be able to
withstand a static pull equal to 80% of the minimum breaking
strength of the chain cable, without any permanent deforma-
,., tion of the stressed parts and without brake slip.
107 Calculations indicating compliance with the reqnire-
ments in 105 and 106 may be dispensed with when complete
shop test verification is to be carried out.
108 The chain stoppers and their attachments are to be able
to withstand 80% of the minimum breaking strength of the
chain cable, without any permanent deformation of the
Fig. 2 stressed parts. The chain stoppers are to be so designed that ad-
Position of test pieces
ditional bending of the individual link does not occur and the
links are evenly supported. Bar type chain stoppers stopping
the chain link from one side may be accepted after special con-
sideration and provided that satisfactory strength is demon-
strated by calculation or prototype test.
F. Windlass and Chain Stoppers
Guidance note:
F 100 General design A chain stopper designed to a recognised national or internation-
al standard may be accepted provided its service experience is
101 The anchors are normally to be operated by a specially considered satisfactory by the Society.
designed windlass. For ships with length L<50 m, one of the ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
cargo winches may be accepted as windlass, provided the re-
qnirements to the arrangement and function are satisfied. F 200 Materials
102 The windlass is to have one cable lifter for each anchor 201 Cable lifter shafts and cable lifters with couplings are to
stowed in hawse pipe. be made from materials as stated in Table F2.
The cable lifter is normally to be connected to the driving shaft
Thble F2 Material requirements
by release coupling and provided with brake.
Chain cable diame- Chain cable diame-
The number of pockets in the cable lifter is not to be less than ter :;46 mm ter> 46mm
5. The pockets, including the groove width etc. are to be de- Cable lifters and cou- Nodular cast iron or Ordinary cast steel
signed for the joining shackles/kenter shackles with due atten- plings special cast iron
tion to dimensional tolerances. Cable lifter shaft Forged or rolled steel, ordinary cast steel

When the chain cable diameter is less than 26 mm, only one of 202 Windlass and chain stoppers may be cast components or
the cable lifters need be fitted with release coupling and brake. fabricated from plate materials. The material in cast compo-

DET NORSKE VERITAS

 Rules for Ships, January 2000
Pt.3 Ch.3 Sec.3 - Page 39

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

less than 18%. Plate material in welded parts is to be of grade
as given in Table F3.

Table F3 Plate material grades

Thickness in mm Nonna! strength High strength struc-
structural steel tural steel
t,; 20 A A
20<t<25 B A 6x19.+tFC 6x19+ IWRC
25 <t <40 D D Filler Seale
40<t:>50 E E

F 300 Testing
301 Before assembly the following parts are to be pressure
tested:

housings with covers for hydraulic motors and pumps

hydraulic pipes 6x36+1FC 6x36+ IWRC
valves and fittings Warrington Seale Warrington Seale
pressure vessels
steam cylinders.

The tests are to be carried out in accordance with Pt.4 Ch.1

Sec.5 and Sec.7, and Pt.4 Ch.3. Test pressure for steam cylin-
ders is to be 1,5 times- the working steam pressure.
302 After completion at least one prime mover of the wind-
lass is to be shop tested with respect to required lifting and
braking forces.
If calculations have not previously been approved shop testing
of the complete windlass is to be carried out.
303 After installation of the windlass on board, an anchoring
test is to be carried out to demonstrate that the windlass with
brakes etc. functions satisfactorily.
The mean speed on the chain cable when hoisting the anchor
and cable is not to be less than 9 m/min. and is to be measured
over two shots (55 m) of chain cable during the trial. The trial
should be commenced with 3 shots (82,5 m) of chain cable ful-
ly submerged. Where the depth of water in trial areas is inade-
quate, consideration will be given to acceptance of equivalent
simulated conditions.
G. Towlines and Mooring Lines
G 100 General
101 Steel wire ropes, are to be made by an approved manu-
facturer.
102 The number, length and breaking strength of towlines
and mooring lines are given in C. Note that towlines and
mooring lines are given as· guidance only.
103 The strands of steel wire ropes are to be made in equal
lay construction (stranded in one operation), and are normally
to be divided in groups as follows:
6xl9 Group consists of 6 strands with minimum 16 and
maximum 27 wires in each strand
6x36 Group consists of 6 strands with minimum 27 and
maximum 49 wires in each strand.
Fig. 3 gives examples of rope constructions. Other rope con-
structions may be accepted by the Society upon special consid-
eration.
FC = Fibre core
IWRC = Independent wire
rope core
6x46+ IWRC
Warrington Seale
Fig.3
Constructions of steel wire ropes
104 The diameter of a fibre rope is not to be less than 20 mm.
105 Synthetic fibre ropes will be specially considered with
respect to size, type, material and testing.
G 200 Materials
201 Towlines and mooring lines may be of steel, natural fie
bre or synthetic fibre construction.
202 Wire for steel wire ropes is to be made by open hearth,
electric furnace; LD process or by other processes specially ap-
proved by the Society.
Normally, the tensile strength of the wires is to be 1570 N/mm2
or 1770 N/mm2. The wire is to be galvanised or bright (uncoat-
ed). Galvanised wire is to comply with the specifications in
ISO Standard 2232.
203 The steel core is to be an independent wire rope. Nor-
mally, the wires in a steel core. are to be of similar tensile
strength to that of the main strand, but are not to be less than
1570N/mm2.
The fibre core is to be manufactured from a synthetic fibre.
204 Unless otherwise stated in the approved specification,
all wire ropes are to be lubricated. The lubrications are to have
no injurious effect on the steel wires or on the fibres in the
rope.
G 300 Testing of steel wire ropes
301 Steel wire ropes are to be rested by pulling a portion of
the rope to destruction. The test length which is dependent on
the rope diameter, is given in Table G 1. The breaking load of
the ropes is not to be less than given in Table G2 for the di-
mension concerned.

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· Rules for Ships, January 2000
Pt.3 Ch.3 Sec.3 - Page 40

Table Gl Test lengths

Rope diameter Minimum test length
in mm in mm
d:;;6 300
6<d:;;20 600
d<20 30xd

Table G2 Test load and mass. Steel wire ropes

Construction Norn. Minimum required breaking strength in kN Approximate mass
groups dia. 1570Nlmm2 1770N!mm2 kg!JOOm
mm
FC IWRC FC IWRC FC IWRC
6 x 19 group 14 J02 110 115 124 72,7 82,0
16 133 144 150 162 94,9 107
18 168 182 190 205 120 135
20 208 224 234 253 148 167
22 251 272 283 306 179 202
24 299 323 337 364 214 241
26 351 379 396 428 251 283
28 407 440 459 496 291 328
30 468 505 527 569 334 376
6 x 19 group 32 530 573 598 646 380 428
and 36 671 725 757 817 480 542
6 x 36 group 40 829 895 934 JOJO 593 669
44 JOOO 1080 1130 1220 718 8JO
48 1190 1290 1350 1450 854 964
52 1400 1510 1580 17JO JOOO 1130
56 1620 1750 1830 1980 1160 13JO
60 1860 2010 2JOO 2270 1330 15JO
64 2290 2580 17JO
68 2590 . 2920 1930
6x 36 group 72 2900 3270 2170
76 3230 3640 2420
80 3580 4040 2680
84 3950 4450 2950
88 4330 4880 3240
92 4730 5340 3540
96 5160 58JO 3850
JOO 5590 63JO 4180
104 6050 6820 4520
J08 6520 7360 4880
112 7020 7910 5250
116 7530 8490 5630
120 8060 9080 6020
124 8600 9700 6430
128 9170 J0330 6850
C = fibre core
IWRC = independent wire rope core

302 If facilities are not available for pulling the complete 303 The following individual wire tests are to be performed:
cross section of the rope to destruction, the breaking load may
be determined by testing separately 10% of all wires from each torsion test
strand. The breaking strength of the rope is then considered to - reverse bend test
be: - weight and uniformity of zink coating.
These tests are to be made in accordance with and are to com-
ply with ISO Standard 2232.
f = average breaking strength of one wire in kN
t = total number of wires G 400 Testing of natural fibre ropes
k = lay factor as given in Table G3. 401 Natural fibre ropes are, if possible, to be tested by pull-
ing a piece of the rope to destruction. For qualities 1 and 2, the
Table G3 Lay factor k breaking load is not to be less than given in Table G4.
Rope construction RopewithFC Rope with IWRD
group
6x 19 0,86 0,80
6x36 0,84 0,78

DEf NORSKE VERITAS

 Rules for Ships, January 2000
Pt.3 Ch.3 Sec.3 - Page 41

402 If facilities are not available for making the above test,
Table G4 Breaking loads. - natural fibre ropes the Society may accept testing of a specified number of the
Ci re um- Breaking load (approximately) in kN yarns from the rope. The breaking strength of the rope will then
ference be deduced from these tests.
Three-stranded Four-stranded
mm (hawser-laid) (hawser-laid) G 500 Mooring Winches
Quality I Quality 2 Quality I Quality 2
501
64 31,6 28,2 28,2 24,9
70 37,6 33,4 33,4 29,6 Guidance note:
76 44,8 39,8 39,8 35,3 Each winch should be fitted with drum brakes the strength of
83 52,0 46,3 46,0 41,1 which is sufficient to prevent unreeling of the mooring line when
89 59,5 53,1 52,8 47,1 the rope tension is equal to 80 per cent of the breaking strength
95 68,0 60,5 60,2 53,6 of the rope as fitted on the first layer.
102 76,4 68,0 67,0 60,2 Where this is achieved by the winch being fitted with a pawl and
108 85,2 75,7 75,4 67,0 ratchet or other positive locking device, then the braking mecha-
114 95,4 84,7 84,7 75,2 nism shall be such that the winch drum can be released in con-
trolled manner while the mooring line is under tension.
121 105,l 93,4 93,2 82,7
127 116,1 103,l 103,1 91,6 For powered winches the maximum hauling tension which can
140 139,0 123,5 123,5 109,6 be applied to the mooring line (the reeled first layer) should not
be less than 1/4,5 times the rope's breaking strength and not more
152 163,9 145,5 144,5 128,5 than 1/3 times the rope's breaking strength. For automatic winch-
165 190,8 169,4 169,4 150,5 es these figures shall apply when the winch is set on the maxi-
178 219,7 195,3 195,3 173,3 mum power with automatic control.
203 282,5 251,l 250,2 222,2 The rendering tension which the winch can exert on the mooring
229 353,3 313,9 318,9 279,0 line (reeled 1st layer) should not exceed 1,5 times, nor be less
254 433,0 384,7 383,7 340,7 than 1,05 times the hauling tension for that particular power set-
279 520,2 462,1 461,5 410,2 ting of the winch on automatic control. The winch is to be
305 617,0 548,2 547,2 486,4 marked with the range of rope strength for which it is designed.
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---

DET NORSKE VERITAS

·Rules for Ships, January 2000
Pt.3 Ch.3 Sec.4 - Page 42

SECTION 4
MASTS AND RIGGING

A. General
A 100 Introdnction
Co Co
101 In this section the requirements to strength and support
of masts, derrick posts and standing rigging are given.
102 The derricks and the cargo handling gear, are not subject
to approval.

A 200 Assumptions
201 The cargo handling systems are assumed only to be op-
erated in harbours or in sheltered waters.
202 The formulae for determining the scantlings of stayed
masts, post and standing rigging are based on a symmetrical ar-
rangement of stays and shrouds related to a vertical longitudi-
nal plane through the mast or post.
Fig.1
Steel wire ropes. for shrouds are assumed with a modulus of Arrangement of shrouds.
elasticity equal to 7 ,5 x 106 N/mm2.

A 300 Definitions A 400 Documentation

301 Symbols: 401 The following plans and information are to be submit-
ted:
p = load int which may be lifted by the derrick
Id= length of derrick in m. Where the working position of Arrangement plan showing location of mast or derrick
the derrick is such that the angle between the centre post, standing rigging and cargo handling gear. Informa-
line of the derrick and the horizontal always exceeds tion about the operation of the derrick booms, if provided,
15°, Id is taken as the greatest horizontal projection of i.e. how the derricks are intended to be worked, for in-
the derrick stance, if more than one derrick is intended to simultane-
I, = length of shrouds in m ously serve one hatch. Safe working load and working
Im = length of mast in m from deck or top of mast house to position for each provided derrick.
hounds Plan showing proposed scantlings of mast, derrick post
H = height of derrick heel above deck or top of mast house and standing rigging.
inm Plan showing supporting structures aud strengthening of
a = athwartship distance in m from the mast to the deck at- hull in way of mast, post and standing rigging fastenings.
tachment of shroud in question, see Fig. l Specification of the steel wire ropes intended to be used
c longitudinal distance in m from the mast to the deck at- for standing rigging, indicating rope construction, scant-
tachment of shroud in question, see Fig.l lings and minimum breaking strength.
With reference to a transverse plane through the mast,
c is to be taken negative (-) for shrouds fitted on the
same side as the derricks in question and positive (+) B. Materials and Welding
for those fitted on the opposite side
e = horizontal distance in m from the mast to the deck at- B 100 Materials
tachment of shroud in question, see Fig. 1.
101 Selection of material grades for plates and sections is to
aa. co and e0 refer to the shrouds nearest the transverse be based on material thickness. NV-steel grades as given in Ta-
plane through the mast. c0 is not to be taken greater ble B 1 will normally be accepted.
thanB/4.
L summation of: Table Bl Plate material grades
Thickness Nonnal strength High strength
a) Load functions for derricks simultaneously serv- in mm structural steel structural steel
ing one hatch.
t520 A A
b) Support functions for effective shrouds when 20<t525 B A
loads are as indicated in a), i.e. all shrouds forward 25 <t,; 40 D D
or aft of the mast whichever is opposite to the
hatch in question. 40 <t,; 50 E E

c) Load functions for derricks simultaneously work-
ing outboard.
d) Support functions for effective shrouds when
loads are as indicated inc), i.e. all shrouds on one
side of the ship, however the attachment to the
deck is not to exceed 0,3 B forward or aft of the
mast.
102 The tensile strength of wire ropes intended for shrouds
and stays is normally to be minimum 1570 or 1770 N/mm2 (see
Table G2 of Sec.3) and should not exceoed 2200 N/mm2.
103 Material certificates for standing rigging are to be issued
by the manufacturer, confirming that the delivered products
are manufactured and tested according to the Rules (see Sec.3
G) or another approved specification.

DET NORSKE VERITAS

 Rules for Ships, January 2000
Pt.3 Ch.3 Sec.4 - Page 43

B 200 Welding
201 Welding of important connections is to be carried out by
welders approved by the Society.
202 Filler metals (electrodes) for welding are to be approved
by the Society.
203 Important welds are to be inspected by radiography as Minimum thickness of plating t = 7,5 mm.
required by the surveyor. Ultrasonic testing and magnetic-par- Masts with outriggers on unusual spread will be specially con-
ticle testing may also be required. sidered.
Radiographs are generally to meet the requirements to mark 4
(blue) according to «IIW Collection of Reference Radiographs D 300 Stayed masts or posts with derricks with a lifting
of Welds». However, scattered porosity according to mark 3 capacity not exceeding 10 t
(green) may be accepted. 301 The outer diameter of masts or posts is not to be less
than:
1
C. Arrangement and Support 3
d 0 = 140L/Pld) (mm)
C 100 Masts and posts
302 The plate thickness of masts or posts is not to be less
101 Masts and posts are to be efficiently supported and con- than:
nected to at least two decks or to one deck and a mast house top
above. If the latter arrangement is adopted, the mast house top t0 = 0,014 d 0 mm, minimum 7,5 mm
is to be of sufficient size and adequately stiffened. A winch 303 The moment of inertia of masts or posts is not to be less
house of usual size and scantlings is not considered to meet the than:
requirements.
l 2 f 2
I = 240-m-~ (Pld)-1500/m ~ _.£._a (cm )
C 200 Standing rigging 3 4

201 The mast or post is to have at least two shrouds on each l -H..::., ..::., l 3
m s
side of the centre line of the ship. The attachment of shrouds to
mast is to be carefully made so as to reduce torsional strains as a 0,5 for derricks with a lifting capacity of 5 tor less
far as possible. = 1,0 for derricks with a lifting capacity of 10 t. Between
202 At fastenings for standing rigging and for guys and top- 5 and 10 t, a is determined by linear interpolation.
ping lifts, the deck is to be securely stiffened and reinforced for
the additional loading. f
v 2
lOOq (cm )

V = breaking strength of shrouds in N

D. Design and Scantlings q = tensile strength of shrouds in N/mm2 .

D 100 General D 400 Stayed masts of posts with derricks with a lifting
capacity of 10 t or more, but not exceeding 40 t
101 The requirements to diameter do and plate thickness to
for masts and posts given in the following are to be maintained 401 The required outer diameter do in mm of masts or posts,
for a distance not less than I m above the derrick heel fitting. measured at deck or top of mast house, is detennined from the
Above this level, the diameter and the plate thickness may be expression:
gradually reduced to 0,75 d 0 and 0,75 to at the hounds. Mini-
d t 2
1 ~i 2' 1, 5'L,P + 10/m
mum thickness is 7 ,5 mm. F
102 Where masthead span blocks are attached to outriggers,
the section modulus of the mast at the level of the outrigger is to = plate thickness of mast in mm at diameter d0
not to be less than: F = the greater of:
Z= 120rQ (cm3)
r =: horizontal distance in m from mast to masthead span ~ fc and !~f(l, 7a+ c)
blocks on outrigger ..::., l 3 2..::- l 3
s s
402 The plate thickness of masts or posts is in no place to be
less than 7 ,5 mm.
403 The moment of inertia of masts or posts is not to be less
than:
LP total load in t which may be lifted by the derricks
on one side of the centre line of the ship
n 1, 2, 3 etc. for single, double and triple blocks etc.,
respectively.
103 Masts and posts are to be increased in tltickness or rein- G the smaller of
forced with doubling at the heel, deck and hounds.
2 2
D 200 Unstayed masts and posts with derricks
201 The section modulus and moment of inertia of masts and
L,~ and !~f(l, 7a+c)
4.<:,, l 3
l 3
posts with derricks are not, at decks, to be less than: s s

DET NORSKE VERITAS

· Rules tor Ships, January 2000
Pt.3 Ch.3 Sec.4 - Page 44

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

than: 100/ml
do= - 3 - (mm)

3
(cm ) d 1 = 0,75 do (mm)
do and d1 are the diameter at deck and hounds respectively.
G = as defined in 403. l ml = length of mast in m measured from deck to hounds.
405 Where derricks are fitted both forward and aft of the 502 The plate thickness is not to be less than:
mast, the section modulus is further not to be less than: t = 2,5 + 0,35 l ml (mm)
D 600 Shrouds
3
(cm ) 601 Shrouds for masts or posts with derricks are t<> have
breaking strength not less than:

10, SgolmL Pld

K V= ((kN)
(Im-Hi(!+ ~)Le
L P 1 l di and L P 2 l dZ refer to derricks on either side ofa trans- Permanent centre line stays may be included in L e when rele-
verse plane through the mast. vant.
L P 1 l di is to be the smaller of these products. 602 Shrouds for masts without derricks are to have circum-
ference of steel wire rope not less than 63 mm.
D 500 Stayed masts without derricks
501 The diameter of stayed masts without derricks is not to
be less than:

DET NORSKE VERITAS

 Rules for Ships, January 2000
Pt3 Ch.3 Sec.5 - Page 45

SECTIONS
SEATS FOR ADDITIONAL LIFTING, TOWING OR MOORING EQUIPMENT

A. Crane Pedestals and Miscellaneous Lifting A 400 Arrangement

Posts 401 For large loads see Fig.1 and Fig.2.
A 100 Introdnction
101 In this subsection the requirements for strength and sup-
port of crane pedestals, support of davits, A-frames and other
lifting posts are given. The requirements are enforced for safe
working load (SWL) > 30 kN or resulting bending moment on I
seat > 100 kNm.
102 The crane including pedestal flange and bolts or the lift- -- - - I
ing gear itself is not subject to approval, unless class notation
CRANE, DSV or Crane Vessel is requested. -- ---
Guidance note:
If n..o certification of lifting appliances is requested and DNV is
to issue the certificate, approval of documentation will be re-
quired. See Rules for Certification of Lifting Appliances. Fig.1
Not recommended support.
-
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---

A 200 Documentation
201 The following plans and information are to be submit-
ted:
Plans:
arrangement
- pedestal/post with scantlings and grades of material
- hull reinforcements.
For cranes on rails, also:

support of rails
end buffers
parking position with locking arrangement and hull rein-
forcements.
Information:
SWL
- weight and weight moment of installation, in various lift-
ing positions. Fig.2
Recommended support.
For crane to be used offshore, also:

- dynaruic coefficient on working load A 500 Design loads

- intended sea state for operation.
A 300 Materials and welding
301 For pedestal/posts to be used in harbour only, selection
of material grade for plates and sections is to be based on Table
Bl ofSec.4.
302 When intended for offshore use, the selection of materi-
als is to be based on the Rules for Certification of Lifting Ap-
pliances.
The design temperature T 0 , for determination of the impact
test temperature, is to be taken not less than -20°C, if not oth-
erwise specified.
303 When a pedestal subjected to bending is not slotted
through a deck plating with t > 10 mm, the following applies:
either Z-quality material (Pt.2 Ch.2 Sec.1 E400) is to be
used in the deck plating
or an ultrasonic laruination test after the welding has been
completed, is to be carried out in tension exposed areas.
501 For operation of crane or lifting gear in harbour SWL to
be multiplied by a dynaruic coefficient 1,3, if not otherwise
specified.
502 For cranes and lifting gears for offshore use, the follow-
ing is to be taken into account:
The dynaruic coefficient on SWL, specified by designer
and checked against the minimum values of the Rules for
Certification of Lifting Appliances.
Vertical and horizontal accelerations for the specified sea
state. a,,, "t and a 1 to be taken as a safe fraction of the ex-
treme values given in Ch. l Sec.4 B. Accelerations to be
combined as indicated for deck equipment in Ch. l Sec.4
C500.
Guidance note:
When the significant wave height Hs is known,

DET NORSKE VERITAS

· Rules for Ships, January 2000
Pt.3 Ch.3 Sec.5 - Page 46

may be inserted in the formulae of Ch.1 Sec.4 B. An appropriate moment of inertia is left to designers discre-
tion. ·
Wind forces for the specified wind velocity, according to the
Rules for Certification of Lifting Appliances. Guidance note:
Buckling strength requirements for circular columns will usually
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e--- be satisfied when thickness~ 0,01 x diameter.
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
503 When the transit condition is considered critical, the de-
sign loads are to be taken as given for idle deck equipment in
Ch. I Sec.4 C500.
For non-compact units wind and icing are to be taken into ac-
count as appropriate.
Standard ice load for North Sea winter conditions may be taken
as 5 cm ice deposit on wind and weather exposed surfaces. SWL
504 For survival craft davits, the dynamic coefficient is to be
taken as 2.2.
505 · For man-overboard boats, davits to withstand a horizon-
tal towing force.

A 600 Allowable stresses - e-P

601 Allowable stresses in structural steel elements will in
,_M
principle be: (j\
O'a or 'ta = -(•.Yciccel"'d"o"'r--'I,b=uccckli=·n"g"-=linu=·t") (any hull stresses) I:I
5k I, 5 ,,
when elastic analysis is applied. Yield limit for high strength a b
steel is to be taken as 235 fl> unless a fatigue control is carried
out. For definition off1 see Ch.I Sec.2. l
k 1,0 for davit supports made of high tensile steel
= 0,85 for davit supports made of mild steel.
In cases of combined stresses, the equivalent stress (von
Mises) is to be applied for the yield control.
Guidance note:
For lifting operation in harbour supported by a single girder in
lifting direction the following simplified calculation procedure
may be applied (see Fig. 3):
Total load: P = 1,3 SWL + crane weight _M_ _M_
Crane moment:M ':= i,3 MsWL + Mweight l l
Shear force diagrams as induced by P and M are given in Fig. 3.
I M
Total shear forces given by: I d
Left side of crane: Ql = - + -
M bP L
l l

Right side of crane: Q, = lM + laP Fig. 3

Crane support girder.

Maximum bending moments:

B. Seatings for Winches, Windlasses and other
Pulling Accessories
Leftside: M1 = Qz(a-~)
B 100 Introduction.
101 In this subsection requirements for seatings for pulling,
Right side: M, = Q,(b - ~) towing and mooring equipment in general are given. This
equipment is usually not subject to classification, unless in
connection with an additional class notation (i.e. towing equip-
1 Q orQ, ment for tugs).
Required shear area: A = --"---'
~. 102 Seatings for bow anchor equipment has been dealt with
in Sec.3 B.
M 1orM,
Required section modulus: Z = B 200 Documentation
O'a
201 When breaking load of wire or chain is > 150 kN, the
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e--- following plans and information are to be submitted:

DET NORSKE VERITAS

 Rules for Ships, January 2000
Pt.3 Ch.3 Sec.5 - Page 47

Plans: 1,5 x brake moment/ 1,5 x brake holding force on first lay-
er, based on standard friction coefficient 0,3
arrangement, indicating 80 % of breaking load for a mooring, or towing wire/chain
when no pin/stopper . ·
location of brake, motor and any wire pin or chain 45 % when a wire pin or chain stopper is fitted.
stopper
top or bottom entrance of wire to drum With pin or stopper in action:

seating, with quality of materials - 80 % of breaking load of wire/chain.

hull reinforcements. B 400 Calculation of stresses
Information: 401
Guidance note:
- design loads. A wire force will oscillate between drum bearings, whereas the
moment will be held at the motor or brake end, whichever is in
B 300 Design loads action, and carried to their respective seatings.
301 Design loads were dealt with for ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---

- bow anchor windlasses and chain stoppers in Sec.3 F

B 500 Allowable stresses. Materials
- mooring winches in Sec.3 G.
501 Allowable stresses in structural steel will be as for lifting
302 In general the following may have to be considered: equipment, A600. Grades of material will be considered.
With motor in action: 502 Materials of elements to be welded to the deck are pref-
erably to be of ship quality steel of the same strength group as
rated motor moment the deck itself. Deck doublers to be avoided if tension perpen-
SWL x dynamic coefficient (for lifting devices) or maxi- dicular to deck occurs. When deck plating is subjected to ten-
mum pulling force. sion in the thickness direction, either z-quality material (Pt.2
Ch.2 Sec. I E400) or a lamination test after finished welding
With brake in action: may be required. Full penetration welds may be considered.

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Rules for Ships, January 2000
Pt.3 Ch.3 App.A - Page 48

APPENDIX A
ADDITIONAL REQUIREMENTS FOR NON - DUPLICATED RUDDER
ACTUATORS

A. Introdnction O'b $ 1,5 f

O'J + O'b $ 1,5 f
A 100 Scope
101 The requirements given in this Appendix are in compli- O'm + O'b $ 1,5 f
ance with IMO «Guidelines» for the acceptance of non-dupli- \Vhere
cated rudder actuators for oil carriers, chemical carriers and
liquefied gas carriers of 10 000 tons gross and upwards but of O'm = equivalent primary general membrane stress
less than 100 000 tonnes deadweight. cr1 equivalent primary local membrane stress
crb = equivalent primary bending stress
at at
f the lesser of As or B
B. Materials
B 100 Special Requirements a ts specified minimum tensile strength of material at am-
bient temperature
101 Parts subject to internal hydraulic pressure or transmit- O'f = specified minimum yield stress or 0,2 % proof stress of
ting mechanical forces to the rudder-stock are to be made of material at ambient temperature.
duly tested ductile materials complying with recognised stand-
ards. Materials for pressure retaining components are to be in A and B are as follows:
accordance with recognised pressure vessel standards. These
materials are not to have an elongation less than 12% nor a ten- Table Cl Permissible primary membrane stress
sile strength in excess of 650 N/mm2 . Steel Cast steel Nodular cast iron
A 4 4,6 5,8
B 2 2,3 3,5
C. Design C 500 Burst test
C 100 Design pressure 501 Pressure retaining parts not requiring fatigue analysis
101 The design pressurt: should be assu1ned to be at least
and fracture mechanics analysis may be accepted on the basis
of a certified burst test and the detailed stress analysis required
equal to the greater of the following: by 200 need not be provided.
1,25 times the maximum working pressure to be expected The minimum bursting pressure is to be calculated as follows:
under the operating conditions required in Sec.2 Jl02.b)
the relief valve(s) setting. Pa = PA c;ta
C 200 Analysis c;ts
201 In order to analyse the design the following are required: where
The manufacturers of rudder actuators should submit de- Pa = minimum bursting pressure
tailed calculations showing the suitability of the design for P = design pressure as defined in 100
the intended service. A = as from table in 400
A detailed stress analysis of the pressure retaining parts of c; ta = actual tensile strength
the actuator should be carried out to determine the stresses c; ts = tensile strength as defined in 400.
at the design pressure.
Where considered necessary because of the design com-
plexity or manufacturing procedures, a fatigue analysis
and fracture mechanics analysis may be required. In con- D. Construction Details
nection with these analyses, all foreseen dynamic loads
should be taken into account. Experimental stress analysis D 100 General
may be required in addition to, or in lieu of, theoretical cal-
culations depending upon the complexity of the design. 101 The construction should be such as to minimise local
concentrations of stress.
C 300 Dynamic loads for fatigue and fracture mechan-
ics analysis D200 Welds
301 The assumptions for dynamic loading for fatigue and 201 The welding details and welding procedures should be
fracture mechanics analyses where required in 200 and in approved. All welded joints within the pressure boundary of a
Sec.2 J205, JI 102 are to be submitted for appraisal. Both the rudder actuator or connection parts transmitting mechanical
case of high cycle and cumulative fatigue are to be considered. loads should be full penetration type or of equivalent strength.

C 400 Allowable stresses D 300 Oil seals

401 For the purpose of determining the general scantlings of 301 Oil seals forming part of the external pressure boundary
parts of rudder actuators subject to internal hydraulic pressure are to comply with Sec.2 J209 and J2!{).
the allowable stresses are not to exceed: D 400 Isolating valves
$f
O'm Isolating valves are to be fitted at the connection of pipes to the
cr1Sl,5f actuator, and should be directly mounted on the actuator.

DET NORSKE VERITAS


D 500 Relief valves
501 Relief valves for protecting the rudder actuator against
overpressure as required in Sec.2 J305 are to comply with the
following:
The setting pressure is not to be less than 1,25 times the
maximum working pressure expected under operating
conditions required by Sec.2 J102.b).
The minimum discharge capacity of the relief valve(s) is
to be not less than 110% of the total capacity of all pumps
which provide power for the actuator. Under such condi-
tions the rise in pressure should not exceed 10% of the set-
ting pressure. In this regard due consideration should be
given to extreme foreseen ambient conditions in respect of
oil viscosity.
DET NORSKE VERITAS
Rules for Ships, January 2000
Pt.3 Ch.3 App.A - Page 49
E. Testing.
E 100 Non-destructive testing
oe
101 The rudder actuator should subjected to suitable and
complete non-destructive testing to detect both surface flaws
and volumetric flaws. The procedure and acceptance criteria
for non-destructive testing should be in accordance with re-
quirements of recognised standards. If found necessary, frac-
ture mechanics analysis may be used for determining
maximum allowable flaw size.
E 200 Other testing
201 Tests, including hydrostatic tests, of all pressure parts at
1,5 times the design pressure should be carried out.
202 When installed on board the ship, the rudder actuator
should be subjected to a hydrostatic test and a running test.