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STANDARD
DNV-ST-0511 Edition October 2022
Wind assisted propulsion systems
The PDF electronic version of this document available at the DNV website dnv.com is the official version. If there
are any inconsistencies between the PDF version and any other available version, the PDF version shall prevail.
DNV AS
This copy of the document is intended for use by Matheus Silva only. Downloaded 2023-04-01. No further distribution shall be made.
FOREWORD
DNV standards contain requirements, principles and acceptance criteria for objects, personnel,
organisations and/or operations.
© DNV AS October 2022
Any comments may be sent by e-mail to rules@dnv.com
This service document has been prepared based on available knowledge, technology and/or information at the time of issuance of this
document. The use of this document by other parties than DNV is at the user's sole risk. DNV does not accept any liability or responsibility
for loss or damages resulting from any use of this document.
CHANGES – CURRENT
Changes - current
This document supersedes the November 2019 edition for DNVGL-ST-0511.
The numbering and/or title of items containing changes is highlighted in red.
Changes October 2022
Topic Reference Description
Loads and structural analyses Sec.2, New organization of previous Sec.2 with separated sections for

Sec.3, loads (Sec.3) and strength assessments (Sec.4).
Sec.4
Tilting mechanisms [2.2.4] Introduced topic of tilting mechanism.
Environmental factor, design [3.2.2.2] Introduced new load case 'inertia regular IR' and included an

load for inertia environmental factor which reduces the global loads similar to
main class rules.
Reference wind speed [3.2.3.1] Changed reference wind speed from true wind speed to

apparent wind speed.
Fatigue assessments [4.3] Developed new fatigue assessment approach for combined ship

hull motion and wind loads based on DNV-RU-SHIP Pt.3 Ch.9.
Classification and certification Sec.5 The section has been moved from Sec.3, and has been re-

structured and re-written to reflect new class systematics
(mandatory) and to clarify basic requirements.
Documentation requirements [5.2.1] Refined and revised tables of documentation requirements.
Roll motion damping [A.1.4] Added consideration of roll motion damping.
Installation related aspects, [A.3] Introduced new categories and new topics.

line of sight, navigation lights,
manoeuvrability, towing and
anchoring equipment, lightning
protection, fire protection,
hazardous areas
Crew qualification
EEDI certification App.B Updated current legislation.
Editorial corrections
In addition to the above stated changes, editorial corrections may have been made.
Standard — DNV-ST-0511. Edition October 2022 Page 3

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CONTENTS
Contents
Changes – current.................................................................................................. 3
Section 1 General.................................................................................................... 6
1.1 Introduction......................................................................................6
1.2 Objective...........................................................................................6
1.3 Scope................................................................................................ 6
1.4 Application........................................................................................ 6
1.5 References........................................................................................ 7
1.6 Definitions and abbreviations........................................................... 8
Section 2 Design of WAPS.....................................................................................11

2.1 General........................................................................................... 11
2.2 Design considerations.....................................................................11
2.3 Materials......................................................................................... 12
2.4 Structural calculation principles and design criteria....................... 13
2.5 Machinery systems......................................................................... 13
2.6 Electrical systems........................................................................... 13
2.7 Control and monitoring systems..................................................... 13
Section 3 Loads..................................................................................................... 14
3.1 General........................................................................................... 14
3.2 Design loads................................................................................... 14
3.3 Load combinations.......................................................................... 19
Section 4 Strength assessments........................................................................... 20

4.1 Strength assessments for metallic components (ULS).................... 20
4.2 Strength assessment for composite components (ULS).................. 22
4.3 Fatigue assessments (FLS)............................................................. 22
4.4 Structural joints..............................................................................34
4.5 Resonance effects........................................................................... 35
Section 5 Classification and certification.............................................................. 37
5.1 General........................................................................................... 37
5.2 Procedural requirements for classification......................................37
5.3 Compliance services........................................................................39
Appendix A Physical principles, safety and installation.........................................43
A.1 Physical principles.......................................................................... 43

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A.2 Safety............................................................................................. 44
Contents
A.3 Onboard installation....................................................................... 45
Appendix B EEDI energy efficiency certification................................................... 50
B.1 General........................................................................................... 50
B.2 Carbon intensity............................................................................. 50
B.3 Guidance on treatment of innovative energy efficiency
technologies..........................................................................................50
Changes – historic................................................................................................ 51

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SECTION 1 GENERAL
1.1 Introduction
Wind assisted propulsion systems (WAPS) are entering the shipping industry. Wind is exploited mainly to
support a reduction in use of conventional (fossil) fuel. WAPS have also a positive effect on the energy
efficiency indices EEDI/EEXI/CII.
A WAPS does not replace the main propulsion system, but acts as an auxiliary propulsion system when
weather conditions are favourable.
Typical WAPS are rotor sails, ventilated foils and wing sails, but also other types are available.
1.2 Objective
The objectives of this standard are to:
— serve as an independent technical standard for the design and construction of a WAPS unit
— also serve as procedural and technical basis for the additional class notation WAPS, which is mandatory
when a WAPS unit is installed on board.
1.3 Scope
The standard provides technical requirements for the design and construction of a WAPS unit related to
strength and fatigue assessments of a WAPS unit and its foundation on board. The following WAPS are
explicitly covered by this standard:
— rotor sails
— wing sails
— ventilated foil systems.
Other systems than mentioned above may be covered by this standard, but the applicability shall be agreed
with the Society on a case-by-case basis.
The standard provides procedural requirements to be followed upon certification and classification of a WAPS
unit and for its installation on board a ship, see Sec.5.
The standard provides physical principles and associated safety considerations in App.A when a WAPS unit is
installed on board of a newbuilding or on an existing vessel.
Informative guidance on aspects of WAPS installed on ships is given in App.B.
Guidance note:
When WAPS are designed as a Bermudian rig or similar, provisions of DNV-ST-0412 may be applied, on a case-by-case basis,
hence applying the load specifications according to Sec.3.
---e-n-d---o-f---g-u-i-d-a-n-c-e---n-o-t-e---
1.4 Application
This standard is applicable for the design and manufacturing of a WAPS unit independent of the installation
on board a ship.
This standard is also applicable for WAPS units intended for use on board ships with the mandatory class
notation WAPS, see Sec.5 and DNV-RU-SHIP Pt.6 Ch.2 Sec.12.

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1.5 References
Table 1-1 list DNV references used in this document, relevant for the design of a WAPS unit and/or its
installation on board.
Table 1-1 DNV references
Document code Title
DNV-RU-SHIP Pt.3 Ch.4 Loads
DNV-RU-SHIP Pt.3 Ch.9 Fatigue
DNV-RU-SHIP Pt.4 Systems and components
DNV-RU-SHIP Pt.4 Ch.6 Systems and components - Piping systems
DNV-RU-SHIP Pt.4 Ch.8 Systems and components - Electrical installations
DNV-RU-SHIP Pt.4 Ch.9 Systems and components - Control and monitoring systems
DNV-RU-SHIP Pt.4 Ch.11 Systems and components - Fire safety
DNV-RU-SHIP Pt.6 Ch.2 Wind assisted propulsion systems - WAPS
Sec.12
DNV-CG-0127 Finite element analysis
DNV-CG-0129 Fatigue assessment of ship structures
DNV-CG-0130 Wave loads
DNV-CG-0156 Conversions of ships
DNV-CG-0550 Maritime services - terms and systematics
DNV-CP-0338 Type approval scheme
DNV-RP-C205 Environmental conditions and environmental loads
DNV-ST-0376 Rotor blades for wind turbines
DNV-ST-0377 Shipboard lifting appliances
DNV-ST-0411 Tall ship rigs
DNV-ST-0412 Design and construction of large modern yacht rigs
CSR for OT and BC IACS Common Structural Rules for Bulk Carriers and Oil Tankers
Table 1-2 lists other references used in this document.
Table 1-2 Other references
Document code Title
IIW-18236-07 Hobbacher, A. (2008), Recommendations for fatigue design of welded joints and
components". IIW document IIW-1823-07 ex XIII-2151r4-07/XV-1254r4-07, December
2008
IV-2 Germanischer Lloyd; IV-2 Guidelines for the certification of offshore wind turbines, Ed. 2012

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Document code Title
IEC 61400-1 International Standard; Wind energy generating systems-Part 1: Design Requirements
Edition 4.0 2019-02
Conference proceeding Fatigue assessment of wind assisted propulsion systems
OMAE2022 80511
COLREG 72 Convention on the International Regulations for Preventing Collisions at Sea, 1972
IMO MSC 137(76) Standards for ship manoeuvrability
IMO MSC Circ.1053 Explanatory Notes to the Standards for Ship Manoeuvrability (Adopted on 16 December
2002)
MEPC.1/Circ.850/Rev.3 Guidelines for the determining minimum propulsion power to maintain the manoeuvrability
of ships in adverse conditions
MEPC.1/Circ.896 2021 Guidance on treatment of innovative energy efficiency technologies for calculation and
verification of the attained EEDI and EEXI
SOLAS II-1 Regulation 28 Means of going astern
IMO MSC.1/Circ.1574 Interim Guidelines for use of Fibre reinforced Plastic (FRP) elements within ship Structures:
Fire Safety Issue
1.6 Definitions and abbreviations
1.6.1 Definition of verbal forms
The verbal forms as listed in Table 1-3 are used in this document.
Table 1-3 Definition of verbal forms
Term Description
shall verbal form used to indicate requirements strictly to be followed in order to conform to the
document
should verbal form used to indicate that among several possibilities one is recommended as particularly
suitable, without mentioning or excluding others
may verbal form used to indicate a course of action permissible within the limits of the document
1.6.2 Definition of terms
The terms defined in Table 1-4 are used in this document.
Table 1-4 Definition of terms
Term Description
apparent wind angle wind angle corrected for forward speed of the vessel and relative angle implying the wind angle
a sensor will measure at a specific location
apparent wind speed wind speed corrected for forward speed of the vessel and relative angle implying the wind speed
a sensor will measure at a specific location

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Term Description
bermudian rig fore-and-aft rig that uses triangular sails on a stayed rig with masts and spars
gust factor gust magnification over mean wind speed as per definition in DNV-RP-C205 [2.2.1.5]
See also guidance note in [3.2.2.1].
idle mode physical adaptation and/or control system set-up to minimize wind loads, a safe-guard measure
IEE certificate international energy efficiency certificate issued in accordance with MARPOL Annex VI
mean wind speed wind speed at 10 m above sea level, averaged over 10 min. time span, as per definition in
DNV-RP-C205 [2.1.2.1]
Mean wind speed may also be given at another distance from the sea surface depending on
the wind profile.
rotor sail rotating cylinder generating an aerodynamic lift force perpendicular to the apparent wind
direction, see [A.1.1]
ventilated foil system system icomprised by an aerodynamic foil supported by boundary suction
wind assisted propulsion wind propulsion system including its structures, drives and control systems

system
WAPS structure structural members of the unit itself, adjacent to the WAPS foundation
WAPS drive unit machinery and electrical installation designed to operate the WAPS
WAPS control system assembly of machinery, electrical and automation equipment designed to operate, control and/
or monitor the WAPS
WAPS foundation ship-fixed foundation structure designed to transfer the occurring loads into the ship´s hull
and hull structure
wind profile wind speed distribution as a function of the distance from the sea surface
wing sail 3-dimensional structure equipped with an aerodynamic foil, as opposed to a conventional single
pane membrane sail, see [A.1.2]
wind speed general term
'Wind speed' may include averaging and amplification effects and has different references such
as 'true' or 'apparent' or to a certain altitude.
1.6.3 Abbreviations
The abbreviations described in Table 1-5 are used in this document.
Table 1-5 Abbreviations
Abbreviation Description
AIP approval in principle
BC bulk carrier
CII carbon intensity indicator
CSR common structural rules
EEDI energy efficiency design index

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Abbreviation Description
EEXI energy efficiency existing ship index
FLS fatigue limit state, described in DNV-RU-SHIP Pt.3 Ch.1 Sec.2 [4]
GE extreme green sea incuding spray water loads
IE extreme inertia loads
IR regular inertia loads
OR other loads
OT oil tanker
SE extreme snow and ice loads
TAC type approval certificate
TADC type approval design certificate
ULS ultimate limit state, described in DNV-RU-SHIP Pt.3 Ch.1 Sec.2 [4]
WAPS wind assisted propulsion system
WE extreme wind loads
WR regular wind loads
1.6.4 Symbols
cD = drag coefficient
cL = lift coefficient
cW = wave coefficient as per DNV-RU-SHIP Pt.3 Ch.4 Sec.4 Symbols
hL = height of center of area of WAPS above waterline, in m
HS = significant wave height as per DNV-RU-SHIP Pt.1 Ch.2 Sec.5 Table 1 Symbols
2
pwe = wind pressure, in N/m
2
ReH = yield strength, in N/mm
2
Rp0.2 = 0.2% yield strength, in N/mm
2
Rm = ultimate tensile strength, in N/mm
U = wind speed, in m/s
Umean(10) = wind speed at 10m above sea level, averaged over 10 min. time span, as per definition in DNV-
RP-C205 [2.1.2.1], in m/s
Uwe = wind speed extreme, in m/s.

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SECTION 2 DESIGN OF WAPS
2.1 General
This section provides design principles and technical requirements for the design of a WAPS.
2.2 Design considerations
2.2.1 Conceptual design
A WAPS shall be designed to safely operate in its environment and when installed on a seagoing ship.
It shall be furnished with sufficient strength, safety barriers and redundancies and equipped with control
systems that provide adequate and fast enough response on prevailing conditions within the WAPS
operational profile and also in extreme conditions. This shall include scenarios of de-powering the WAPS or
operating it in a stand-by and out-of-operation mode, or in transition from one to another.
A WAPS and its control systems shall allow fast enough response on changing weather conditions. See also
definition for 'gust factor' in Table 1-4.
The navigation and manoeuvrability of the vessel shall not be compromised by the operation or existence of a
WAPS.
The design concept shall further consider the topics and aspects given in App.A, if found relevant for the
installation, e.g.:
— aerodynamic forces generated by the WAPS, affecting:
— vessel's stability
— dampening effect on roll motion
— manoeuvrability
— operational obstructions
— navigational aspects
— mooring and anchoring equipment
— fire and lightning protection
— installation in 'hazardous areas'.
2.2.2 Risk assessment
A risk assessment is a process for mapping and quantifying risks related to the ship equipped with WAPS.
The goal of the process is to increase confidence that a novel WAPS concept can be built and operated safely
and successfully on a vessel.
A risk assessment addressing all aspects of design, equipment and operation shall be carried out.
The objective of the risk assessment is to review the design of the sail system in order to:
— evaluate the system’s ability to function in a safe and reliable manner
— identify and evaluate risks that may impact project schedule, cost and regulatory issues
— contributing to the understanding of the sail system and the associated risks
— identifying different forms of risk treatment.
The following technical aspects shall be included:
— severe weather (storm, ice)
— control system failure
— component failure
— fire

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— overload
— resonance effects
— static electricity
— nautical aspects
— cargo interference and cargo operations.
Guidance note:
In order to quantify the resulting risks, particularly if an identified risk is considered being of high relevance, it is recommended to
follow up and perform an FMEA.
2.2.3 Environmental conditions
The design shall take relevant environmental conditions into account, such as weather conditions, humidity,
dust, aggressive media, oil and salt-bearing air, exhaust gases and exhaust gas heat and other relevant
environmental conditions.
Design temperatures for structures are defined in DNV-RU-SHIP Pt.3 Ch.1 Sec.2 [3.5.4].
Environmental conditions for machinery, equipment, and electrical installations are defined in DNV-RU-SHIP
Pt.4 Ch.1 Sec.3 [2.2].
Should a vessel be carrying any additional class notation for cold climate according to DNV-RU-SHIP Pt.6
Ch.6 Sec.1 Table 1, the governing design environmental conditions shall be adopted from the relevant section
of DNV-RU-SHIP Pt.6 Ch.6.
2.2.4 Deployment systems
Tilting or retracting systems, as well as systems allowing a repositioning of the WAPS on board the vessel,
may serve for the purpose of reducing the air draft, to limit the exposure to prevailing wind and/or inertia
loads and to allow or improve cargo operation.
For these systems, if fitted, safe operation in all operating modes shall be stipulated.
Limitations of the operational conditions in terms of wind speed, wind direction and ship motions shall be
used for scoping the design criteria. Design of the system shall follow the provisions of DNV-ST-0377 Sec.9,
as far as applicable and possible.
2.3 Materials
2.3.1 General
The designer shall provide the material specifications and properties for the WAPS. DNV-RU-SHIP Pt.2 may
serve as a reference for this purpose.
2.3.2 Steel
The choice of steel materials, its grading and qualification requirements shall be made via a categorization:
1) For hull structural steel, which applies for any components that relate to/or affect the structural strength
of the hull, see:
a) DNV-RU-SHIP Pt.3 Ch.3 Sec.1 Table 1 through DNV-RU-SHIP Pt.3 Ch.3 Sec.1 Table 8.
b) In DNV-RU-SHIP Pt.3 Ch.3 Sec.1 Table 9, the material grade requirements are made for those
different classes, HT/NS and thicknesses.
c) In DNV-RU-SHIP Pt.3 Ch.11 Sec.2 [4.3.1] and DNV-RU-SHIP Pt.2 Ch.2 Sec.2 [4].

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2) For non-hull structural steel, which applies for any components of a WAPS which do not directly affect
hull structural elements, see:
a) DNV-RU-SHIP Pt.3 Ch.11 Sec.2 [4.3.1] and DNV-RU-SHIP Pt.3 Ch.11 Sec.2 [4.3.3].
b) In DNV-RU-SHIP Pt.2 Ch.2 Sec.2 [3] and DNV-RU-SHIP Pt.2 Ch.2 Sec.2 [4] the mechanical
characteristics and testing requirements are given.
2.3.3 Other materials
For materials other than steel, generally DNV-RU-SHIP Pt.2 applies.
2.4 Structural calculation principles and design criteria
WAPS shall withstand the environmental conditions and loads as defined in Sec.3, following their defined
operational envelope, anticipated during their design life.
Structural strength of the WAPS and its foundation shall be verified for the following failure modes:
— yield (metal components)
— ULS (for composite components)
— buckling
— fatigue.
These verification may be done analytically and/or using finite element methods.
The structural strength design of a WAPS shall follow the methodologies described and defined in Sec.4.
2.5 Machinery systems
The machinery systems installed shall follow the objectives outlined in [2.2.1], supported by a risk
assessment according to [2.2.2].
The relevant rules to apply are listed in Table 1-1.
2.6 Electrical systems
The electrical systems installed shall follow the objectives outlined in [2.2.1], supported by a risk assessment
according to [2.2.2].
2.7 Control and monitoring systems
The control and monitoring systems installed shall follow the objectives outlined in [2.2.1], supported by a
risk assessment according to [2.2.2].

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SECTION 3 LOADS
3.1 General
3.1.1 Scope
This subsection defines the design loads for WAPS and their supporting structures on board ships and
substantiates interference effects between the ship's hull and the WAPS structural behaviour and are
categorized in Table 3-1.
Table 3-1 Design loads
Category Description
regular service WAPS in operation with the WAPS at the upper limit of its operational envelope i.e. delivering full
loads capacity aerodynamic forces, for the purpose of ultimate limit state (ULS) strength assessment
according to [2.4], and particularly [4.1] and [4.2].
extreme loads WAPS in stand-by or out of operation for the purpose of ultimate limit state (ULS) strength
assessment according to [2.4], and particularly [4.1] and [4.2].
fatigue loads WAPS in operation: loads are used for fatigue limit state (FLS) strength assessment according to
[2.4], and particularly [4.3].
other loads As applicable, e.g. for transition mode, on a case-by-case basis.
3.1.2 Operating conditions
For the structural design, all loads acting on the WAPS shall be considered, as given by the designer and
defined in Table 3-2.
Table 3-2 Operating conditions
Category Description
in operation WAPS is deployed to generate auxiliary propulsion power.
stand-by WAPS is not generating auxiliary propulsion power, i.e. when de-powered and when experiencing
extreme weather conditions (in idle mode).
out of operation WAPS is not generating auxiliary propulsion power, i.e. in harbor mode or when retracted or tilted
and secured.
transition WAPS during tilting or retraction sequence from unlocked stand-by to unlocked tilted/retracted, if
WAPS can be tilted, retracted or folded.
3.2 Design loads
3.2.1 General
Design loads shall be derived covering all operational conditions as per [3.1.2], and are categorized for the
purpose of relevant strength assessments according to [3.1.1].

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3.2.2 Regular service loads
3.2.2.1 Wind loads - WR
Loads excited by wind are converted to thrust forces supporting the vessel´s propulsion and thus will be one
of the main design characters. Wind loads shall be considered for the WAPS in operation.
Loads on WAPS categorized as regular service loads shall be derived from mean wind speeds U10 as
per definition in DNV-RP-C205 [2.1.2.1] including gust magnification as per definition in DNV-RP-C205
[2.2.1.5] and considering the wind sheer distribution U(z) as per definition in DNV-RP-C205 [2.3.2.8] (with a
coefficient of =0.12), for cases in which the WAPS is in service, i.e. generating assistant thrust forces. The
maximum design wind speed for regular service shall be defined by the designer.
The wind loads shall be determined using aerodynamic relations relevant for the actual WAPS.
The wind loads shall be calculated using the apparent wind speeds and apparent wind directions, including:
— effects of gusts with a magnification over true mean wind speed of at least 1.25 (gust factor) for ULS
calculations as per [2.4] and Sec.4
— dynamic nature of wind for the fatigue strength calculations as defined in [2.4] and Sec.4.
Guidance note:
The 'gust factor' is the derivate of normal turbulence phenomenon of wind, not that of changing weather. The latter which needs to
be reacted on appropriately, based on good seamanship practiced by the operators of the vessel.
Technical evidence shall be provided about pertinent lift- and drag-coefficients and how they are used to
convert air flow into structural loads.
The onboard wind anemometer and vane measuring the apparent wind speed (and direction) shall be located
at a position where the air flow is as undisturbed as possible and where it is representative for the highest
elevation sail element.
3.2.2.2 Inertia loads - IR
Load effects emerging from the self-weight (mass) and dynamic forces on WAPS, excited due to ship motions
in sailing conditions shall be considered.
The design accelerations shall be equal or higher than the envelope accelerations of the ship on which the
WAPS is installed. For the determination of the envelope accelerations in accordance with DNV-RU-SHIP Pt.3
Ch.4 Sec.3 [3.3.4], the factor fP is taken as fPS as given in Figure 3-1.

Figure 3-1 fPS coefficient
The load application shall consider the mass distribution and the uneven acceleration field to accurately
predict the reaction forces and moments in the case of transverse or longitudinal acceleration.

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If the WAPS unit is designed and manufactured not for a particular vessel:
Further to the given recommendations for GM and kr values in DNV-RU-SHIP Pt.3 Ch.4 Sec.3 [2.1.1],
particularly for bulk carriers and oil tankers those values should be chosen to cover different loading
scenarios, i.e., include the ballast condition.
In absence of values for a particular vessel, pertinent generic conservative assumptions shall be obtained
from:
For ULS:
— DNV-RU-SHIP Pt.5 Ch.1 Sec.2 Table 4, for bulk carriers.
— DNV-RU-SHIP Pt.3 Ch.4 Sec.3 [2.1.1], for other ship types, except for tankers, for which the following
values apply:
— full load condition: kr = 0.35B, GM = 0,12B
— ballast condition: kr = 0.45B, GM = 0,33B.
— DNV-RU-SHIP Pt.3 Ch.9 Sec.4 Table 2 for other ship types, if in DNV-RU-SHIP Pt.3 Ch.9 Sec.4 Table 2 GM
values are higher and kr values are lower than in DNV-RU-SHIP Pt.3 Ch.4 Sec.3 [2.1.1].
Guidance note:
Estimating the total mass of the WAPS unit and calculating the transverse acceleration at the center of gravity results in reaction
forces and moments which may underestimate the real reaction forces and moments by more than 10%.
3.2.2.3 Other loads - OR
Characteristic loads, other than WR and IR, shall include, if applicable:
— secondary effects such as gyroscopic forces
— loads applicable for the transition mode, as defined as limit loads by the designer
— interference load effects such as:
— interference of air stream
— wave induced ship vibrations
— global ship deformations.
3.2.3 Extreme loads
3.2.3.1 Wind loads - WE
Extreme wind loads, exceeding the regular service loads shall be derived from a maximum wind speed.
This maximum wind speed (occurring as apparent wind speed), Uwe, in m/s, shall be calculated as a function
of the height according to the following equation:
where:
hL = height of center of area of WAPS above waterline, in m.
The wind forces acting on the exposed elements of the WAPS shall be considered for the most unfavourable
direction(s), including drag and possibly also lift forces.
Extreme wind loads derived from aerodynamic lift of an aerofoil section shall be considered to a certain
extent, even if such a section can be idled with the wind direction (stand by mode). Without further
justification, an angle of attack range of ± 10° shall be taken into account. Depending on directional wind

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speed and the reaction time in which a WAPS can adopt to its idling position, the scenarios and assumptions
will be handled on a case-by-case basis.
Extreme wind loads acting on the WAPS in out of operation mode or when tilted or retracted, shall be
considered appropriately.
3.2.3.2 Inertia loads - IE
Load effects emerging from the self-weight (mass) and dynamic forces on WAPS, excited due to ship motions
in sailing conditions shall be considered.
The design accelerations shall be equal or higher than the envelope accelerations of the ship on which the
WAPS is installed. For the determination of the envelope accelerations in accordance with DNV-RU-SHIP Pt.3
Ch.4 Sec.3 [3.3.4], the factor fP is taken as fPS = 1.
If the WAPS is designed and manufactured not for a particular vessel:
Further to the given recommendations for GM and kr values in DNV-RU-SHIP Pt.3 Ch.4 Sec.3 [2.1.1],
particularly for bulk carriers and oil tankers those values should be chosen to cover different loading
scenarios, i.e., include the ballast condition.
In absence of values for a particular vessel, pertinent generic conservative assumptions shall be obtained
from:
For ULS:
— DNV-RU-SHIP Pt.5 Ch.1 Sec.2 Table 4, for bulk carriers.
— DNV-RU-SHIP Pt.3 Ch.4 Sec.3 [2.1.1], for other ship types, except for tankers, for which the following
values apply:
— full load condition: kr = 0.35B, GM = 0,12B
— ballast condition: kr = 0.45B, GM = 0,33B.
— DNV-RU-SHIP Pt.3 Ch.9 Sec.4 Table 2 for other ship types, if in DNV-RU-SHIP Pt.3 Ch.9 Sec.4 Table 2 GM
values are higher and kr values are lower than in DNV-RU-SHIP Pt.3 Ch.4 Sec.3 [2.1.1].
3.2.3.3 Snow and ice loads - SE
The manufacturer shall specify in agreement with the customer if, and to what extent, snow and ice loads
shall be considered for individual operating conditions. Ice accretion shall be expected also outside polar
waters. Where ice accretion shall be considered and no empiric or specified values are available, a general ice
accretion of all vertical and horizontal surfaces shall be assumed for all parts of the construction which are
exposed to the weather conditions:
— 30 kg/m2 below a level of z = 1.7 x Hs above scantling draft waterline
— 9.5 kg/m2 above a level of z = 1.7 x Hs above scantling draft waterline
where:
HS = significant wave height as defined in DNV-RU-SHIP Pt.1 Ch.2 Sec.5 Table 1 (with H S = 1.0 CW for
unrestricted service).
cW = wave coefficient according DNV-RU-SHIP Pt.3 Ch.4 Sec.4 Symbols (when sailing in sheltered
waters, the wave coefficient may be reduced using a reduction factor in association with [3.2.3.4]).
Guidance note 1:
Ice accretion should be avoided by adapting weather routing, reducing speed and avoiding significant head seas. Consequences
of ice accretion do not only arise from decreased stability but also for the restrictions of WAPS trimming, reefing and retraction
operations.

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Guidance note 2:
This assumption for ice accretion is slightly more conservative than the generic ice accretion used in the Polar Code for means of
stability evaluation (only).
3.2.3.4 Green sea loads - GE
A WAPS shall withstand a design pressure caused by spray water and green sea, if they are predicted
to occur (based on elevation of the WAPS above ship's waterline). Spray water and green sea loads are
considered being extreme loads. Reduction factors accounting for the shape may be considered on a case-by-
case basis.
For local scantlings like plates and stiffeners the design pressure shall be determined according to DNV-RU-
SHIP Pt.3 Ch.4 Sec.5 [2.2]. The design pressure PD shall be the maximum value obtained from DNV-RU-SHIP
Pt.3 Ch.4 Sec.5 [2.2.3] and DNV-RU-SHIP Pt.3 Ch.4 Sec.5 [2.2.4], where PD-min may be disregarded.
On a case-by-case basis, the design pressure for primary supporting members (e.g. foundation, cradle
supports, central main structures, grillages) may be reduced for the consideration of more global loading
characteristics, for primary supporting members.
If the WAPS unit can be tilted or retracted, or elements of the WAPS are lowered only when entering
sheltered waters, the consideration of green sea and spray water loads acting on the WAPS may be partly or
completely neglected. For this case, the design pressure may be reduced based on a defined significant wave
height HS, representing this operational area.
This design characteristic and its operational restrictions and/or derivates shall be included in the WAPS´ and
ship's operational manual.
Guidance note:
Significant wave heights for this kind of special operations may be taken from DNV-RU-SHIP Pt.1 Ch.2 Sec.5 Table 1 as per the
restricted areas R4 or RE depending on the intended operation areas.
3.2.3.5 Thermal loads - TE
Thermal loads for structural elements shall be considered for the defined environmental conditions as given
in [2.2.3].
3.2.3.6 Other extreme loads - OE
Wind directional instability (magnitude and rate) will be critical for some type of WAPS in certain conditions
and shall be addressed when relevant. Reference can be obtained from IEC 61400-1, [6.3.3.5] and [6.3.3.6].
3.2.4 Fatigue loads
3.2.4.1 General
For the purpose of fatigue assessment, the dynamic effects of wind and inertia due to ship motions shall be
seen in correlation. Methodologies for this combination are given in [4.3.3].
3.2.4.2 Wind loads - WF
For the purpose of fatigue assessments, the quality of wind turbulence, rather than the speed, is a driving
design parameter, see [4.3.3.4].
3.2.4.3 Inertia loads - IF
For the purpose of fatigue assessments, the inertia loads are defined in [4.3.3.3].
3.2.4.4 High frequency loads - HF
For the purpose of fatigue assessments, the high frequency cyclic loads are defined in [4.3.3.6].

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3.3 Load combinations
Loads shall be considered to occur in combination, as listed in Table 3-3, and shall encompass all operational
conditions as per [3.1.2].
If further load combinations are relevant, those shall be considered.
Table 3-3 Load combinations
Regular
Loads loads Extreme loads (ULS) Fatigue loads (FLS)
(ULS)
Load
combination R1 E1 E2 E3 E4 E5 E6 F1 F2
case
1)
Wind WR WE WE WE WE WF
Inertia IR IE IE IF
Ice and snow SE
Temperatures TE
Green sea and
GE
spray
High frequency HF
Others OR OE OR
1)
= In load combination E3, the wind speed defined as 'WE', may be reduced to 26 m/s, similar to the value underlying
the IMO weather criteria for intact stability.

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SECTION 4 STRENGTH ASSESSMENTS
4.1 Strength assessments for metallic components (ULS)
4.1.1 Stress calculations
4.1.1.1 Reference yield strength
4.1.1.1.1 General
The strength analyses according to this standard refer to the yield of the material as a failure criterion.
For metallic materials without distinct yield strength ReH, the yield strength Rp0.2 shall be used instead.
To avoid brittle fracture, the materials used shall be sufficiently ductile.
For materials with a small ratio of ultimate tensile strength Rm over yield strength ReH, additional safety
against reaching or exceeding the ultimate tensile strength is stipulated by taking into consideration a
reduced value for the yield strength - the reference yield strength .
Rm = ultimate tensile strength [N/mm2]
ReH = yield strength [N/mm2]
Rp 0.2 = 0.2%-yield strength [N/mm2].
The respective mechanical properties shall be chosen as the minimum of the base material or the weld.
4.1.1.1.2 Steels
The reference yield strength shall be determined as follows:
4.1.1.1.3 Aluminium alloys
If aluminium alloys suitable for seawater according to DNV-RU-SHIP Pt.2 Ch.2 Sec.10 are used, the reference
yield strength shall be determined as follows:
4.1.1.2 Permissible stresses
Permissible stresses are defined as follows:
where:
fm =
= 1.48 - stress coefficient for regular loads, see [3.2.2]
1.22 - stress coefficient for extreme loads, see [3.2.3]
= 1.1 - generic reduction factor for material variance

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= factor accounting for the method of structural analysis
1.0 - for analysis based on engineering first principles (e.g. beam or panel theory) or FE analysis
using course mesh, see DNV-RU-SHIP Pt.3 Ch.7 Sec.3 [4]
1.22 - for analysis based on FE analysis using fine mesh; addressing local design, see DNV-RU-SHIP
Pt.3 Ch.7 Sec.3 [4].
4.1.1.3 Structural stresses
Structural stresses are defined as , and for all metal components of a WAPS unit subject to the loads as
specified in [3.1]. The von Mises stress shall be calculated according to the following formulae:
2-dimensional:
Uniaxial:
where:
= axial stresses generated by pure tension, compression and bending
= shear stresses generated by pure shear or torsion
= von Mises stresses
4.1.2 Structural safety and acceptance criteria
4.1.2.1 General
Structural stresses for all metal components of a WAPS unit subject to the loads as specified in Sec.3 shall
not exceed the permissible stresses as defined in [4.1.1.2].
The following strength analyses shall be carried out:
— structural stress, see [4.1.2.2]
— stability (buckling), see [4.1.2.3]
— fatigue, see [4.3].
4.1.2.2 Structural stress analysis
4.1.2.2.1 General
Structural stresses as defined in [4.1.1.3] shall be determined for the loads and load combinations as listed
in Sec.3.
When using analysis techniques involving first principles of engineering, stresses from global and local loads
shall be covered, e.g. in way of areas of stress concentrations and/or local load introductions.
4.1.2.2.2 Equivalent stresses
Where normal and shear stresses act simultaneously in a cross-section, the equivalent stress shall be
calculated from the respective allocated stresses.

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4.1.2.2.3 Strength criteria
Structural stresses , , as defined in [4.1.1.3] shall not exceed permissible stresses as defined in
[4.1.1.2].
4.1.2.3 Stability (Buckling)
Buckling calculations shall be conducted according to recognized calculation principles, for example:
— stability for steel constructions may be conducted according to Eurocode 3 (EN 1993-1-1, EN 1993-1-3,
EN 1993-1-6, EN 1993-1-5, EN 1993-1-7)
— stability for aluminium alloy constructions may be conducted according to Eurocode 9 (EN 1999-1-1, EN
1999-1-4, EN 1999-1-5)
— stability for constructions made of austenitic steel may be conducted according to Eurocode 3 (EN
1993-1-4).
When applying Eurocodes for stability checks, the following shall be taken into consideration:
— stability is based on a geometrically non-linear FEA, (not necessarily implying material non-linearities)
— instead of safety factor according to the Eurocode, the value according to [4.1.1.2] shall be used
— instead of the yield strength, the reference yield strength according to [4.1.1.1] shall be used.
When interaction between local loads and global loads (overturning moment) occur on a pedestal at a
location with uneven stiffening, nonlinear FEA with nonlinear material properties may be regarded an
appropriate option as prescriptive formulation for buckling strength may be inaccurate to cover the local
effects.
4.2 Strength assessment for composite components (ULS)
Calculations related to structural strength shall preferably be based on DNV-ST-0376: DNV-ST-0376 [2.5],
DNV-ST-0376 [2.5.1], DNV-ST-0376 [2.5.2], DNV-ST-0376 [2.5.4], DNV-ST-0376 [2.5.5], DNV-ST-0376
[2.5.15] using a load factor = 1.2 for regular load cases and = 1.0 for extreme load cases.
4.3 Fatigue assessments (FLS)
4.3.1 General
The following fatigue methodologies are applicable to both the WAPS unit as well as its foundation, which is
considered being part of the ship's hull.
The fatigue assessment procedure described in this section apply to both metal and fibre reinforced plastics
(FRP) structures but may also be relevant for slewing bearings and other machinery components being part
of the WAPS unit.
There may be additional deck outfitting details supporting the WAPS unit in tilted position. These additional
supports are not loaded from inertia loads and wind loads when the WAPS unit is in standby or in operation.
These additional supports may be subject to fatigue assessment from hull girder loading if located close to
midship, if the ship length is more than 150 m and if the stress concentration factor on deck associated with
the wave bending moment is above 1.7.
For more details on fatigue, see DNV-RU-SHIP Pt.3 Ch.9 and DNV-CG-0129.
The fatigue calculation process is schematically illustrated in Figure 4-1.

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Figure 4-1 Schematic illustration of the fatigue calculation process
4.3.2 Design criteria
Fatigue assessment shall be based on world-wide operation for both the foundation, see DNV-RU-SHIP Pt.6
Ch.2 Sec.12 [2.2.3] and for the WAPS unit, see DNV-RU-SHIP Pt.6 Ch.2 Sec.12 [2.1].
The target design fatigue life shall be 25 years unless a higher value is specified by the designer. The
calculated fatigue life shall exceed the target design fatigue life. This target design life is valid even if a
WAPS unit will be retrofit to a vessel, with less remaining life time, as this WAPS unit could be re-used on a
different vessels for its remaining life time.
If a vessel is a 'CSR-vessel', then conditions in [4.3.4.2.3] shall be used.
The calculated miner sum for cumulative fatigue damage shall be less than or equal to 1.0 during the target
design fatigue life.
For certain elements of the WAPS unit relevant for fatigue, but where the designer require the element to be
replaced at regular intervals due to tear and wear, a reduced target design fatigue life may be accepted by
the Society on a case-by-case basis.
Guidance note:
For WAPS foundation and units installed as a retrofit a reduced target design fatigue life may be accepted by the Society on a case-
by-case basis based on the greater of 10 years and 25 years minus the vessel age. WAPS units may be subject to reuse as part of
modularization in a circular economy, hence for the WAPS units intended for reuse the minimum target design life should not be
taken less than 25 years even if the foundation may have a reduced target design fatigue life.
4.3.3 Fatigue loads
4.3.3.1 General
The cyclic loads acting on a WAPS unit are a result of:
Category W = wind gusts (or turbulence)
Category I = inertia effects induced by ship motions
Category HF = high frequency revolutions of a rotor sail drum.

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These loads shall be included in the fatigue assessment of the WAPS unit and its foundation.
Excessive vibrations shall be mitigated, see [4.5].
For the supporting foundation, it may occur that the worst details are a result of combined vertical stress
from the overturning moment of the rig and horizontal stress in the deck due to global wave bending of the
hull girder. In those cases these details shall be considered based on also the hull girder loading.
For the foundation, the hot spots details associated with the foundation, but not significantly affected by the
inertia and wind loads applied to the WAPS unit, may be assessed as for the hull structure without the inertia
and wind loads present, but with the hull girder loads contributing to the fatigue damage.
Guidance note:
This may be applicable to details related to discontinuities of longitudinal structure like corners of deck openings and deck
penetrations like a trunk, or to other longitudinal details with hot spots dominated by vertical wave bending moment.
4.3.3.2 Load spectrum
4.3.3.2.1 General
The load spectrum in terms of stress (or strain) shall be calculated or chosen. Three load spectra are
considered relevant, A, S7 and C, see Figure 4-2.

Figure 4-2 Stress spectra for inertia and wind loads
Guidance note:
The straight-line spectrum A should be used for inertia loads, but if Weibull slope is calculated it may not be straight.
The spectrum S7 may be used for control system limiting the wind loads to a threshold.
The spectrum C represents a calculated spectrum up to a threshold given by the S7.
For wind loads with no operational upper limit on wind speed, the spectrum A may be used based on worst case scenario also for
the highest design wind.
4.3.3.2.2 Average zero up-crossing period (Categories W and I)
The number of fatigue cycles, n0, is derived based on the roll period, , from DNV-RU-SHIP Pt.3 Ch.4 Sec.3
[2.1.1], with:
The number of cycles is based on the fraction time at sea, f0, see DNV-RU-SHIP Pt.3 Ch.9, where f0 may
differ for different ship types.

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The number of cycles n0 during the lifetime is given by:
The minimum target design life of 25 years may be increased by the owner/designer.
An alternative is to establish time series of the wind and inertia from more advanced calculations and
perform Rainflow counting on the resulting broad band stress response yielding both stress histogram and
cycles.
Guidance note:
The cycles are based on the roll period assumed to be the same as wind gust period. The gust amplification is based on this roll
period. The roll radius of gyration and the GM may be taken from DNV-RU-SHIP Pt.3 Ch.9 Sec.4 Table 2
4.3.3.2.3 Average zero up-crossing period (Category HF)
The number of fatigue cycles, n0, shall be derived based on the average revolutions of a rotating component,
over its life time. The number of cycles is based on the fraction time at sea, f0, see DNV-RU-SHIP Pt.3
Ch.9, where f0 may differ for different ship types. Alternatively, f0 may also be taken as the fraction time in
operation/rotation, but shall not fall below 0.6. The number of cycles n0 during the life time is given by:
where:
RPMav = revolutions per minute, averaged
The minimum target design life of 25 years may be increased by the owner/designer.
4.3.3.3 Inertia loads
4.3.3.3.1 General
The inertia loads shall be established by one of the three different ways below:
— envelope acceleration
— equivalent design wave approach
— direct hydrodynamic calculations.
4.3.3.3.2 Envelope acceleration
A conservative simplistic approach is to apply and combine the rule vertical-, longitudinal- and transverse
envelope accelerations, see DNV-RU-SHIP Pt.3 Ch.4 Sec.3 [3.3.4], in the most unfavourable combination
with respect to wind heading.
If the WAPS unit is designed and manufactured not for a particular vessel, pertinent generic conservative
assumptions shall be obtained from DNV-RU-SHIP Pt.3 Ch.9 Sec.4 Table 2. The ratio between draught at a
loading condition and scantling draught fT may be taken as 0.5.
Guidance note 1:
This can be useful when the wind loads are dominating, and the mast structure is light. Or it can be convenient when fatigue is not
an issue.
-8
The extreme accelerations ay-env , ax-env and az-env are calculated at probability level of exceedance of 10 .
This results in a stress level that gives the left extreme point in Figure 4-2, .
The downscaling factor fp from DNV-RU-SHIP Pt.3 Ch.4 Sec.3 [2.2.4] is calculated as:

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where:
fR = see [4.3.3.5]
B = moulded breadth of ship
fT = ratio between draught at a loading condition and scantling draught.
The Weibull slope parameter is calculated from DNV-CG-0129 App.C [1] as:
-8
Based on , the number of cycles n and the 10 extreme response , the inertia induced stress histogram
shall be established as indicated in Figure 4-2.
Guidance note 2:
Note that the acceleration provide a stress amplitude, but that the fatigue stress is related to 2 times this amplitude to define the
stress range as a difference between crest and trough phase.
The stress histogram is established via the stress range as:
Where n is the number of cycles exceeding and n0, see [4.3.3.2.2], is the reference number of cycles
associated with the extreme stress range .
As an alternative to using the load spectrum, the inertia and wind loads may be derived by the fp factor at
-2
10 probability level of exceedance and combined with the 0.6 factor, see [4.3.3.5.2], and used as input into
the fatigue damage calculations in DNV-CG-0129 Sec.3 [3.3]. This is provided that it is documented that the
-2
wind induced fatigue damage is also dominated at 10 probability level of exceedance, so that the Weibull
shape parameter still can be set to 1.0.
-2
Different headings may have to be considered in order to justify that 10 probability level is a suitable
compromise.
4.3.3.3.3 Equivalent design wave approach
An alternative approach, associated with the ship hull structure rules, is to apply the vertical-, transverse-
-8
and longitudinal- accelerations in the extreme case (10 probability level of exceedance) from the equivalent
design waves in the rules, see DNV-RU-SHIP Pt.3 Ch.4 Sec.3 [3.2]. This implies several sectors for inertia
where the C factors in DNV-RU-SHIP Pt.3 Ch.4 Sec.2 [2.2.1] represent load combination factors to achieve
scaled values (compared to maximum values for each acceleration component) and signs to represent
phasing between the inertia components.
When this approach is selected the maximum accelerations shall be corrected and aligned to the predictions
by the envelope accelerations.
Guidance note 1:
The equivalent design wave, EDW, accelerations are lower than the envelope accelerations. The former is intended for ballast and
cargo fluid pressure within the hull structure, while the envelope accelerations are intended for equipment on deck far from the
'roll centre'.
These equivalent design waves represent 8 sectors of 45 degrees:
— HSM – head sea
— HSA – bow quartering sea from port and starboard
— BSR – beam sea from port and starboard side

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— OST – oblique following sea from port and starboard
— FMS – following sea.
For each equivalent design wave there is a crest (Hogging) and a trough (Sagging) case where the difference
is used to represent the stress range.
Within a sector the inertia may be considered as constant, or it may be interpolated between sectors to a
finer resolution on headings.
Calculate the downscaling factor fp from [4.3.3.3.2].
Guidance note 2:
For head and following sea the fp factor may be calculated from DNV-RU-SHIP Pt.3 Ch.4 Sec.3 [2.2.1].
The Weibull slope parameter and the stress history for each heading is calculated as in [4.3.3.3.2]. The
probability for each heading and loading condition shall be considered when summarizing the damages from
each heading and loading condition.
4.3.3.3.4 Direct hydrodynamic calculations
Another alternative approach is the use of coupled direct hydrodynamic calculations and ship structure
response calculations. The accelerations at any point may be calculated and time series of the inertia induced
stress may be established. For direct calculations, see DNV-CG-0130.
Guidance note:
A benefit of direct calculation is to use ship specific calculations with improved phase relations and amplitudes and choosing
frequent loading conditions when inertia dominates the fatigue damage. It may also be carried out for a specific trade based
on improved environmental description and combination of wind and wave induced stress. A GM value which gives a roll period
that matches the energy in the scatter diagram may give the highest roll induced accelerations for ULS, but this GM may not be
relevant for fatigue unless it is related to a frequent loading condition.
4.3.3.4 Wind loads
4.3.3.4.1 Global Wind Probability Matrix for worldwide service
The Global Wind Probability Matrix, see IMO MEPC.1/Circ.896 appendix 2 of the IMO circular, represents
world-wide operation. It represents mean wind speed at 10 m above the sea surface with probability for
different 'wind states' characterized by true wind speed and true heading (relative to the ship and with 0°
means the ship's bow = head wind, 90° its starboard side, 180° the stern and 270° port side) with a 5
degree resolution. For further information, see IMO MEPC 62/INF. 34.
Guidance note:
Wind direction and wave direction as well as hydrodynamic definition may differ. Head wind is mainly 0 degree, and head waves
mainly 180 degrees which needs to be considered when considering data bases and calculations. Using global north or ship system
as reference do also matter.
The wind speed in the global wind probability matrix corresponds to the mean wind speed U0. In additions there is a wind profile,
gusts and forward speed effect changing it into an apparent wind speed. The gust is based on the mean wind speed.
4.3.3.4.2 Wind profile and gust factor
The wind profile refers to the wind speed, Uz in m/s, increasing as a function of increasing distance from the
sea surface.
An acceptable wind profile is the power law profile, see DNV-RP-C205 [2.3.2.8]:

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where:
= 0.12 for wind on open sea with waves
z = distance from sea surface, in m
Umean(10)
= reference wind speed, see [1.6.4]
The gust factor for fatigue, GR (Romar's gust factor), which is set to a fraction of the mean wind speed, is
dependent on the wind speed U(z) and the roll period and is specified as:
The validity is between z = 10 m and z = 100 m above the sea surface, between 1 m/s and 50 m/s wind
speed and between 5 seconds and 25 seconds roll period.
Guidance note:
The gust factor may be taken as constant over the height z based on the mean wind speed at the midspan (vertically) of the sail.
The dynamic stress from a wind gust is then estimated as the stress range between the apparent wind speed of (1+GR)·U(z) and
apparent wind speed of (1-GR)·U(z).
The gust factor may alternatively be directly calculated based on theory outlined in conference proceeding OMAE2022 80511.
4.3.3.4.3 Vessel speed
For wave induced loads and inertia the vessel speed used for fatigue damage predictions are taken as 2/3 of
the maximum service speed, see DNV-CG-0130.
For correction of wind speed, the vessel speed shall be assumed as 2/3 of the maximum service speed from
head to ± 67.5° off head sea.
For other wind headings, the vessel speed shall be assumed as the maximum service speed.
Guidance note:
Especially head to bow quartering waves imply involuntary speed reduction increasing with wave height.
4.3.3.4.4 True vs. apparent wind heading
The Global Wind Probability Matrix provides the true relative wind heading. In operation the vessel operates
with a forward speed and combined with the true wind heading the apparent wind speed and the apparent
wind heading shall be calculated as basis for load calculations for heading analysis, see [4.3.3.5.3].
Guidance note:
The wind speed increases with distance from the sea surface and may also change the apparent wind angle as a function of the
distance from the sea surface.
4.3.3.4.5 Wind load application
Both lift and drag forces from the WAPS unit shall be considered in the fatigue analysis.
Guidance note:
The drag may be insignificant for traditional sails for certain wind headings, but for other headings drag may provide thrust.
The lift force, FL , and drag force, FD , may be expressed as:

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where:
2
A = sail area in m
cL = lift coefficient
cD = drag coefficient
3
= air density, which may be assumed as 1.226 kg/m for dry air at 15° C for worldwide operation, see
DNV-RP-C205 [5.2.1].
The lift and drag coefficient as well as the cord length or area A may depend on the sail design and its
characteristics, and shall be provided by the designer/manufacturer.
The wind loads on the sails shall be summarized for the entire operational sail area when applied for load
application to the structure to calculate stress (or strain) through the structural analysis.
For simplification, the wind speed U, including gust and forward speed effect, as basis for the lift and drag
may be calculated at the midspan (vertically) of the sail.
Guidance note:
For soft sails of traditional design, the 'centre of effort' may be as low as 0.38 of the sail height. For the foundation, the moment
is the basis for calculating the equivalent height where the wind speed may be predicted and is regarded as representative for the
whole sail height.
The forward speed of the vessel changes the wind speed into apparent wind speed, which needs to be considered for the
calculation of the wind force.
4.3.3.4.6 Wind correction due to obstructions
The ship's hull and its superstructures may affect apparent wind speed and direction. This may be predicted
or accounted for using CFD calculations, model test or be estimated crudely by formulations of wind blowing
past simplified geometries. It is however acceptable to disregard this effect.
4.3.3.4.7 Change of wind forces induced by ship motions
The sails representing a WAPS unit are regarded of moderate to small size compared to the vessel size, and
the dampening effect of the sails is assumed to have limited effect on the ship motions.
The ship motions will induce additional wind on the sails. It is however acceptable to disregard this effect.
Guidance note:
On a case-by-case basis a correction for the acceleration for inertia loads may be accepted by the Society based on the damping
effect of the sail system on the ship motions.
4.3.3.4.8 Shielding and amplification effects
The use of several sails in combination may induce both shielding but potentially also amplification effects.
For the individual sail, it is however acceptable to disregard this effect.
4.3.3.4.9 Tacking and gybing
For a sailing yacht tacking may occur frequently. For a ship with a WAPS unit onboard tacking is less frequent
in operation. The tacking process for WAPS units onboard ships is regarded as a low cycle process. The stress
cycles will be defined by the mean wind as a static load as well as the gust and inertia process on top as a
high cycle process and with apparent wind heading coming in on port and star board side every second time.
This may be assessed by the low cycle fatigue approach in DNV-CG-0129 App.H.
Tacking may be disregarded in the fatigue assessment.
Guidance note:
For ferries going between port A and B, with short sailing time between ports (multiple port visits per day), and with prevailing
beam wind, tacking and low cycle fatigue for the WAPS unit and foundation should be considered in the design. In such cases also
the operational limits of the ferry itself should be considered as this may be limiting compared to the WAPS unit itself.

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4.3.3.4.10 WAPS in operation versus standby or out of operation
The intention of WAPS is to provide forward thrust.
When a WAPS unit does not provide forward thrust, it is assumed to be in standby or out of operation.
The effect of standby or out of operation may be accounted for in the fatigue calculations and is regarded
heading-dependent. The apparent wind heading of standby or out of operation shall be evident in the
calculation documentation and in the intended operational profile.
The drag effect of a standby sail shall be accounted for in the fatigue assessment.
Guidance note:
Standby or out of operation may imply reefing (completely), folding down, changing angle of sail system to minimize drag ('flag' or
'idle' mode) or stopping revolutions of a rotating sail.
The drag may be small in standby depending on sail design, and the standby may be dominated by inertia forces.
The out of operation may be neglected both with respect to drag and inertia forces when these are insignificant, but the time spent
in this case may be reflected in the fraction time at sea, f0 beyond the time that the vessel is regarded to be out at sea.
Fatigue in transition between standby and out of operation may be neglected and regarded as time out of operation. For certain
structural elements they may only be loaded during the transition phase. This is regarded as low cycle fatigue and may be
disregarded provided strength and yield analysis is done.
Certain WAPS may have different operational modes. It could be related to limiting the angle of attack
or reefing part of the sail, de-powering part of the sail to avoid lift and minimize drag or having a sensor
monitoring system to limit the forces on the foundations or limit acceleration levels etc. Different operational
modes shall be defined in the operational profile to be used for the fatigue calculations.
It is acceptable from a fatigue assessment point of view to be conservative in definition of the operational
profile to simplify the procedure to establish the load history.
4.3.3.5 Combination of wind and inertia loads
4.3.3.5.1 General
There are three approaches to combine wind and inertia loads:
— superposition
— heading analysis
— direct analysis.
The global wind probability matrix refers to worldwide operation. The inertia rule loads refer to North Atlantic.
For fatigue, worldwide trade is acceptable, see DNV-RU-SHIP Pt.3 Ch.9 except for CSR ships.
The inertia loads shall be combined with the environmental factor fe = 0.8, see [4.3.4.2.3].
The inertia loads are calculated for the extreme loads. For fatigue loads a routing factor fR = 0.76 shall be
applied to the inertia-based stress, see DNV-RU-SHIP Pt.3 Ch.9 Sec.4 [4.3].
The stresses shall be calculated for a specific hot spot separately for inertia and wind before they are
combined.
The hot spots below and above the rotational bearing may experience quite different loading. The hot spots
below are fixed to the ship coordinate system, while the hot spots above is fixed to the mast coordinate
system. Both hot spots below and above shall be considered.
4.3.3.5.2 Superposition
The maximum wind and inertia load independent of heading may be assumed to occur simultaneously in
worst possible combination. The worst of the envelope accelerations may then be applied independent of
heading to reduce the number of load combinations.
The total load (stress) history of the wind and the inertia may be established for each stress block, ,
based on their combined stress calculated by:

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The time in this situation may be set to f0 = 0.5, i.e. 50% of the lifetime, and the worst loading condition
may be used.
Guidance note:
This may imply that wind comes from one direction and inertia comes from another direction like wind without wind sea and swell
from another direction.
For some designs the consequence of not optimizing the weight of the mast structure may be limited for the overall lifetime cost
and benefit of the sail system. At the same time, it may offer a robust design associated with low risks.
Laden (full load) condition may imply considerable part time and less inertia loads as well as less load cycles than ballast condition,
so only using ballast condition is conservative.
4.3.3.5.3 Heading analysis
The wind and wave induced inertia process may be assumed almost independent.
The true wind and the incident waves are assumed to act from the same direction.
Due to the forward speed of the vessel and the drag component, the moment for the wind will act around a
different axis than assumed from the inertia. This shall be considered.
The load (stress) history of the wind and the inertia may be established for each heading separately and for
each stress block, , based on their combined stress calculated by:
A heading profile shall be established with probability for each heading and confirmation if thrust is provided
in each heading as well as standby or out of operation for other headings. The fatigue damage for target
fatigue life may be calculated for each heading separately and then summarised based on weighting with the
probabilities for each heading from the global wind probability matrix.
4.3.3.5.4 Direct analysis
Given a wind spectrum and wave spectrum, see DNV-CG-0130, the time series of a random realization of
the stress response from the inertia and the wind can be generated and added for a given heading. This may
result in a broad banded process (even two peaked response spectrum) from which Rainflow counting can be
used to calculate the fatigue damage.
The probability between the wind and the waves may be taken from AIS-based data matched with global
environmental data where the wind data and the wave data can be retrieved jointly. Alternatively, the wind
and wave data may be related through the Beaufort scale and with randomness on the wave period.
Guidance note:
For a vessel with low service speed, the software Sesam Wind Manager with associated tools may be used to combine inertia and
wind loads for the WAPS unit and its foundation.
4.3.3.6 High frequency cyclic loads for rotor sails
Cyclic stress occurs where highly revolving structure also is exposed to static loads, e.g. a stationary
pressure field on a rotor drum of a rotor sail.
The relevant stress range spectrum can be derived by determining the wind pressure field around a rotor,
based on wind speeds adopted from the global wind probability matrix, see [4.3.3.4.1], modified by using
75% of the design ship speed to derive into a apparent wind speed matrix.
The derivation of the stress range spectrum shall be done in at least steps of 2 m/s wind speed to result in a
representative step function.

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The revolutions and the inertia and gust process define a two-frequency regime and the damages may be
combined according to DNV-RP-C203 [F.3].
4.3.4 Fatigue of metal structures
4.3.4.1 General
This subsection is applicable to steel and aluminum structures.
For steel hull the net thickness approach is used. For aluminum hull, corrosion deductions are not applicable.
For the WAPS unit the gross scantlings approach is used.
The factors to be used to correct the fatigue stress range in combination with S-N curves for steel and
aluminium are defined in [4.3.4.2].
4.3.4.2 Design fatigue factors
4.3.4.2.1 General
Design fatigue factor, DFF, or principal safety factor is set to 1.0.
Guidance note:
In special cases based on agreement with the Society a higher DFF may be used. A DFF of 2 implies 50 years design life rather
than 25 years but then imply a doubling of the inspection interval. For a fatigue life of more than 100 years, the detail on the
WAPS unit may not be subject to any NDT inspection within a 25 year life time. Condition monitoring may justify extended
inspection intervals with respect to fatigue cracking of the WAPS unit. This may be utilised if the WAPS unit is also relocated later
on another vessel as part of modularisation and circular economy.
4.3.4.2.2 Scantling approach factor fc
When finite element model of the foundation is based on gross scantlings, tgr, the fc factor shall be taken as
1.0, see DNV-CG-0129 Sec.3 [2.2].
For analysis with beam models the gross scantlings shall be used in the fatigue analysis without any
deduction for corrosion addition, and fc shall be taken as 1.0.
Guidance note:
Corrosion is regarded applicable for steel foundation above deck, but the corrosion deduction is small and regarded as 1.5 mm
and is neglected for fatigue. For structure below deck, the corrosion margin may have to be considered depending on environment
below deck.
4.3.4.2.3 Environmental factor fe
For Worldwide operation, fe = 0.8, shall be applied, see DNV-RU-SHIP Pt.3 Ch.9.
Guidance note:
If the vessel is a CSR vessel, then North Atlantic applies to the fatigue loading with fe = 1.0 to be assigned to the inertia loading.
If Global Wind Probability Matrix is used to define the stress range histogram for the wind forces of CSR vessels, then a factor of
1/0.8 should be multiplied with the stress range of the wind loads.
4.3.4.2.4 Mean stress fmean
A mean stress factor, fmean = 1.0 shall be applied, see DNV-CG-0129 Sec.2 [4].
4.3.4.2.5 Thickness effect fthick
For steel plates with thickness less than 25 mm, the fthick = 1.0.

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For thicker steel plates, see DNV-CG-0129 Sec.2 [6].
4.3.4.2.6 Material factor fmaterial
The material factor for free plate edges is defined in DNV-CG-0129 Sec.2 [6] for high tensile steel. fmaterial =
1.0 for normal steel and welded details.
4.3.4.2.7 Post-weld treatment factor fw
fw = 1.0 shall be applied at the design phase. Arc brazing is only acceptable for the supports used in tilted
position.
Guidance note:
Post weld treatment may be accepted by the Society on a case-by-case basis, see also DNV-RU-SHIP Pt.3 Ch.9 Sec.4 [4.6].
4.3.4.2.8 Misalignment factor Km
The misalignment may not be included in the structural analysis by beam or finite element analysis, and
additional misalignment effect shall be included for simple cruciform joints, see DNV-CG-0129 Sec.6 [6]. For
beam models the tabulated stress concentration factor may already include standard misalignment.
Guidance note:
The mast can have significant bending leading to compression on one side and tension on the other. For highly utilized steel in
tension, the steel should be continuing through deck, but the deck may be highly utilized as well, hence the mast pedestal may
not be continuing through deck to the foundation below deck. In such cases with high tensile stress through the thickness Z-
quality steels should be used, see DNV-RU-SHIP Pt.2 Ch.2 Sec.2 [6]. Eccentricities may occur and should be controlled during
construction.
The weld between deck and pedestal should be full penetration welds, see DNV-RU-SHIP Pt.3 Ch.13 Sec.1 [2.4.5].
4.3.4.3 Fatigue stress range
2
The fatigue stress range, , in N/mm to be used in the assessment is based on the calculated stress
range, , times several of correction factors.
The calculated stress range is estimated as:
from beam model. A tabulated stress concentration factor shall also be considered
from from FE model according to DNV-CG-0129 Sec.6 [4] for standard details
according to DNV-CG-0129 Sec.6 [5] for tuned details like web stiffened
cruciform joints
from FE model according to DNV-CG-0129 Sec.6 [6] for simple cruciform joints
where:
stress from mean wind plus gust, or crest phase for inertia
stress from mean wind minus gust, or trough phase for inertia.
4.3.4.4 S-N curve
For steel, S-N curve for free plate edge or welded details shall be used according to DNV-CG-0129 Sec.2
[2.3].
— For welded steel: D curve FAT 90 shall be used.

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— For free plate edges: curve C FAT 125 shall be used.
Guidance note 1:
For free plate edges, curve B2 may be accepted by the Society on a case-by-case basis.
For aluminum, the following S-N curve shall be used.
— FAT 36 for aluminum seams: m = 3.
— FAT 40 for free plate edges with edge treatment: m = 4.
— FAT 36 for free plate edges without edge treatment: m = 3.5.
— FAT 71 for seamless aluminum without defects: m = 5.
Guidance note 2:
7
Knuckle is located at 1*10 cycles, and slope at lower load levels is m+2.
FAT 71 is ideal case, and FAT 40 should be used in practice.
Combination of aluminum mast to steel hull should not be used for connections with high tensile stress.
For aluminum seams, FAT36, the calculated or tabulated stress concentration factor may have to be included. Tabulated factors
may be found in IIW-1823-07. .
4.3.4.5 Corrosion and degradation
For steel, corrosion is neglected provided the steel is coated with suitable coating quality and the details are
not located in a compartment with corrosive environment.
Guidance note:
For foundation details below deck, they should be analyzed as belonging to the hull, see DNV-RU-SHIP Pt.3 Ch.9.
For aluminum, corrosion is neglected.
4.3.5 FRP fatigue
For structural components made of FRP, methodologies for fatigue analysis from DNV-ST-0376 [2.5.3] shall
be used.
In addition to the simplified design values for glass-fibre reinforcement layers according to DNV-ST-0376
[3.5.5], for carbon-fibre reinforced layers the following strain limits apply for the same reasoning:
in tensile strain
in compressive strain.
Guidance note:
Alternatively, S-N curves may be accepted on a case-by-case basis provided that documented S-N curves for the specific details,
material combination, fibre direction, load direction and production method are provided. A safety margin may be applied to
account for material age deterioration.
4.4 Structural joints
4.4.1 Welded joints
The design of welded joints shall be in accordance with DNV-RU-SHIP Pt.3 Ch.13.

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4.4.2 Bolted connections
The design of bolted connections shall be in accordance with DNV-ST-0377 [4.8.2], where the reference to
the fatigue stress range spectrum shall be replaced by [4.3.3].
4.4.3 Special structural elements
The design of special structural elements such as:
— flange connection with pre-stressed bolts
— hydraulic cylinders
— large cylindric pipes
— shear connection of circular structural elements
— eye plates and eye rods
— stairs, ladders, platforms and railings
shall be in accordance with DNV-ST-0377 [4.9], where the reference to the fatigue stress range spectrum
shall be replaced by [4.3.3].
4.5 Resonance effects
4.5.1 General
Resonance effects are primarily a concern for fatigue but may also be contributing to the extreme loading.
Sufficient safety versus resonance effects shall be achieved by predictive calculations or via the installation of
an appropriate monitoring system which shall be permanently installed to detect structural vibration response
in all possible sea states, loading and operational conditions.
Guidance note:
Predictive calculations considering engine and propeller-induced vibration can be carried out with reasonable effort. Hull girder
'whipping' induced vibration, vortex induced vibration and flutter are more difficult to evaluate and interpret.
4.5.2 Ship borne resonance effects
Ship-borne excitation of vibrations are usually related to:
— combustion engine excitations
— propeller blade excitations
— global dynamic ship hull deformation (global bending modes and, to a limited degree, global torsional
modes).
Guidance note 1:
A natural frequency (springing frequency) of the hull girder may be in the order of 0.3 Hz - 2 Hz but is both ship size and loading
condition dependent, and if the WAPS unit has natural frequencies in the same order of magnitude, this should be carefully
considered d.
Level of vibrations shall be confirmed through in-service measurements during sea trials, see DNV-RU-SHIP
Pt.6 Ch.2 Sec.12 [3.2].
Excessive vibration levels shall be mitigated.

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Guidance note 2:
Measurements may be carried out with a permanent system according to HMON notation, see DNV-RU-SHIP Pt.6 Ch.9 Sec.3, and
for the purpose of condition and performance monitoring as part of Smart notation, see DNV-RU-SHIP Pt.6 Ch.5 Sec.24.
4.5.3 Vortex shedding
Critical Eigenfrequencies of the WAPS in the risk of resonance with vortex shedding shall be carefully
considered.
4.5.4 Flutter
Flutter is a phenomenon encountered by rigid flexible structures subjected to aero- or hydrodynamic forces.
This includes aircraft, buildings, telegraph wires and bridges, especially where one end of the structure is free
and the other restrained/fixed like a tall slender structure standing on deck.
Flutter occurs as a result of interactions between aero-/hydrodynamics, stiffness and inertial forces on a
structure.
In flutter conditions, resonant vortex induced vibration may rise to extreme levels at a point at which the
structural damping is insufficient to damp out the motions which are increasing due to aero-/hydrodynamic
energy being added to the structure. The resulting resonance can cause structural failure.
This phenomenon shall be carefully considered.
Guidance note:
Flutter can be avoided by ensuring that critical Eigenfrequencies of the WAPS are not in resonance with vortex shedding
frequencies of the WAPS.

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SECTION 5 CLASSIFICATION AND CERTIFICATION
5.1 General
5.1.1 Classification
For use of this standard for classification purposes, the requirements in [5.2] shall be applied, in addition to
the rules for the additional class notation WAPS, see DNV-RU-SHIP Pt.6 Ch.2 Sec.12.
5.1.2 Compliance services
For use of this standard for verification and/or certification purposes with the Society, the requirements of
[5.3] shall be applied.
5.2 Procedural requirements for classification
5.2.1 Documentation requirements
Documentation shall be submitted as required by Table 5-1.
Table 5-1 Documentation requirements
Object Documentation type Additional description Info
C020 - Assembly or arrangement Including size, weights, centre of gravity,
AP
drawing materials.
C030 - Detailed drawings AP
Z050 - Design philosophy AP
Z051 - Design basis AP
Z060 - Functional description AP
G010 - Risk analysis E.g. HAZID. AP
Z070 - Failure mode description AP
Z071 - Failure mode and effect analysis
WAPS AP
(FMEA)
C010 - Design criteria AP
C040 - Design analysis AP
H080 - Strength analysis AP
H085 - Fatigue analysis AP
M010 - Material specification, metals FI
M030 - Material specification, non-
FI
metallic materials
Z100 - Specification For components. AP

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Object Documentation type Additional description Info
Instruction for the purpose of safe and reliable
handling under all aspects addressed in this
Z161 - Operation manual standard. FI
Shall include operational window and restrictions
for WAPS operation
Rotor sail Z250 - Procedure For rotational weight balancing of rotor sail. FI
Control and
monitoring I200 - Control and monitoring system
Including emergency stop, remote start/stop. AP
system for documentation
WAPS
Rotor for rotor C060 - Mechanical component
FI
sail documentation
Rotor sail C060 - Mechanical component
AP
rotation documentation
bearings Z100 - Specification Including lubrication system. FI
C020 - Assembly or arrangement
FI
drawing
Deployment C030 - Detailed drawing AP
and trimming
C060 - Mechanical component
arrangement If not explicitly covered by C020 and C030. FI
documentation
for wing rig and
ventilated foil E170 - Electrical schematic drawing AP
system,
E240 - Electrical assembly functional
Tilting AP
description
arrangement
S010 - Piping diagram (PD) For hydraulic system, if applicable. AP
Z100 - Specification For components AP
Z163 - Maintenance manual FI
Maintenance
Z164 - Inspection manual FI
and inspection
Z270 - Rig log template See DNV-RU-SHIP Pt.6 Ch.2 Sec.12 Table 3. FI
AP = for approval, FI = for information
For general requirements to documentation, including definition of the info codes, see DNV-CG-0550 Sec.6.
For a definition of the documentation types, see DNV-CG-0550 Sec.5.
5.2.2 Compliance documentation
For classification purposes, there are no requirements to component certification on a WAPS unit.

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5.3 Compliance services
5.3.1 General
For WAPS units, the compliance services described in [5.3.2], [5.3.3], [5.3.4] and [5.3.5] may be offered
based on this standard.
5.3.2 Approval in principle - AIP
An approval in principle is an independent assessment of a concept within an agreed framework, intended
to confirm that the design is feasible, and that no significant obstacles are identified to prevent the concept
from being realised.
The basic design and operational concept will be reviewed and approved. The functionality of the system and
restrictions of operation will be assessed and approved.
The Society may, on a case-by-case basis, recommend to perform an AIP for novel designs before engaging
in type approval design or other certification activities.
The assessments are following provisions of subsections [2.2.1] and [2.2.2]. Documentation requirements
are given in Table 5-2.
5.3.3 Type approval design - TAD
A type approval design certificate (TADC) is a compliance document issued by the Society. To obtain a TADC,
compliance with documentation requirements in Table 5-1 and requirements of Sec.2, Sec.3 and Sec.4 are
required. For general requirements to the type approval process, see DNV-CP-0338.
Guidance note:
A type approval design may also be appropriate for a design not representing a series of builds, but a single system or a prototype.
A type approval design of a WAPS is not necessarily linked to a certain vessel or vessel type but may include certain design aspects
which are characteristic for a certain vessel or vessel type. These design aspects are designer's choice and will be listed in the
certificate and thus will form restrictions and limitations.
5.3.4 Type approval - TA
A type approval certificate (TAC) is a compliance document issued by the Society. To obtain a type approval
certificate, compliance with documentation requirements in Table 5-2, compliance documents in Table 5-3
and requirements of Sec.2, Sec.3 and Sec.4 are required. For general requirements to the type approval
process, see DNV-CP-0338.
The scope shall cover:
— design assessment
— production assessment
— survey of at least one sample from production.
Guidance note:
A type approval of a WAPS is not necessarily linked to a certain vessel or vessel type but may include certain design aspects which
are characteristic for a certain vessel or vessel type. These design aspects are designer´s choice and will be listed in the certificate
and thus will form restrictions and limitations.

DNV AS
5.3.5 Product certification - PC
A product certificate (PC) is a compliance document issued by the Society. To obtain a product certificate,
compliance with the documentation requirements in Table 5-2 and compliance documents in Table 5-3 and
requirements of Sec.2, Sec.3 and Sec.4 are required.
The scope shall cover:
— design assessment
— production assessment
— compliance documents according to TAC of WAPS unit
— survey and test of complete unit.
5.3.6 Documentation requirements for verification and certification
Documents shall be submitted as required by Table 5-2 for compliance services according to [5.3.2], [5.3.4]
and [5.3.5].
Table 5-2 Documentation requirements
Info
Object Documentation type Additional description
AIP TAC/PC
C020 - Assembly or Including size, weights, centre
AP AP
arrangement drawing of gravity, materials.
C030 - Detailed drawings AP
Z050 - Design philosophy AP AP
Z051 - Design basis AP AP
Z060 - Functional description AP AP
G010 - Risk Analysis E.g. HAZID. AP AP
Z070 - Failure mode description AP AP
Z071 - Failure mode and effect
AP AP
analysis (FMEA)
WAPS
C010 - Design criteria AP AP
C040 - Design analysis AP
H080 - Strength analysis AP
H085 - Fatigue analysis AP
H130 - Fabrication specification FI
M010 - Material specification,
AP
metals
M030 - Material specification,
AP
non-metallic materials
Z100 - Specification For components. FI AP

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Instruction for the purpose of
safe and reliable handling under
all aspects addressed in this
Z161 - Operation manual standard. AP
Shall include operational
window and restrictions for
WAPS operation.
Z252 - Test procedure at
AP
manufacturer
Z262 - Report from test at
AP
manufacturer
Z266 - Measurement report AP
For rotational weight balancing
Rotor sail Z250 - Procedure AP
of rotor sail.
Control and monitoring I200 - Control and monitoring Including emergency stop,

FI AP
system for WAPS system documentation remote start/stop.
Rotor for rotor sail FI AP
documentation
Rotor sail rotation AP
documentation
bearings
Z100 - Specification Including lubrication system. AP
C020 - Assembly or
AP
arrangement drawing
For structural parts. If not
included in 'rotor' or ´foil´,
C030 - Detailed drawing AP
'rotor or foil foundation', 'spar'
or 'spar foundation'.
Rotation driver for
rotor sail, suction E170 - Electrical schematic
system for ventilated AP
drawing
foil
E240 - Electrical assembly
FI
functional description
For hydraulic system, if
S010 - Piping diagram (PD) AP
applicable.
Z100 - Specification For drive unit components. AP
C020 - Assembly or
FI AP
arrangement drawing
C030 - Detailed drawing AP
Deployment and
trimming arrangement C060 - Mechanical component If not explicitly covered by C020
for wing rig and AP
documentation and C030.
ventilated foil system,
E170 - Electrical schematic
Tilting arrangement FI AP
drawing
E240 - Electrical assembly
FI AP
functional description

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For hydraulic system, if
S010 - Piping diagram (PD) FI AP
applicable.
Z100 - Specification For components. FI AP
Z163 - Maintenance manual FI
Maintenance and Z164 - Inspection manual
inspection
See DNV-RU-SHIP Pt.6 Ch.2
Z270 - Rig log template FI
Sec.12 Table 3.
AP = for approval, FI = for information
5.3.7 Compliance documentation
Upon request, the WAPS unit and its components may be delivered with compliance documents as listed by
Table 5-3.
Table 5-3 Compliance documents
Compliance Compliance
Object 1) Additional description
document type standard
AIP [5.3.2]
TADC See [5.3.3]
WAPS unit
TAC See [5.3.4]
PC See [5.3.5]
Applicable to units subject to certification according to TAC and PC only
Structural material MC
All electrical equipment serving essential or
As required by DNV-RU- important services shall be delivered with DNV
Electrical DNV-RU-SHIP Pt.4
SHIP Pt.4 Ch.8 Sec.3 product certificate and/or DNV type approval
equipment Ch.8 Sec.3 Table 3
Table 3 certificate as required by DNV-RU-SHIP Pt.4 Ch.8
Sec.3 Table 3.
As required by DNV-RU- DNV-RU-SHIP Pt.4 System shall be handled as important control

Control systems
SHIP Pt.4 Ch.9 Ch.9 system as per DNV-RU-SHIP Pt.4 Ch.9.
Machinery and
components
1) Unless otherwise specified the compliance standard is this standard.
MC = material certificate, TAC = type approval certificate , TADC = type approval design certificate, AIP = approval in
principle, PC = product certificate
For general compliance documentation requirements, see DNV-CG-0550 Sec.4. For a definition of the
compliance document types, see DNV-CG-0550 Sec.3.

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APPENDIX A PHYSICAL PRINCIPLES, SAFETY AND INSTALLATION
A.1 Physical principles
A.1.1 Rotor sails
A.1.1.1 The rotor sail is a rotating cylinder generating an aerodynamic lift force perpendicular to the
apparent wind direction. This force is excited by the pressure difference on windward and leeward side of the
rotor, when it rotates. This effect is called the Magnus effect.
The force direction reverses when the rotation reverses.
A.1.1.2 The portion of the resultant force which is pointing in ship's longitudinal direction is the driving
force, the portion perpendicular to this is the side force, usually experienced as a parasitic force. This side
force causes heeling and leeway, and possibly also yawing moments, depending on the arrangement of the
rotors on-board.
A.1.1.3 The rotors are ineffective as propulsion assistance when the vessel is pointing into the wind
direction or running exactly with it, within a certain angle range.
A.1.1.4 When performing a tack or a jibe and the apparent wind direction changes from one tack to the
other, the rotation of the cylinders shall be reversed to maintain positive driving forces.
A.1.1.5 The rotational speed of the cylinders can be optimized depending on wind speed and -direction, to
optimize and/or limit power output.
A.1.1.6 When standing still, the rotor is subject to only the normal lateral drag resistance.
A.1.2 Wing rigs
A.1.2.1 The wing rig is a 3-dimensional structure equipped with an aerodynamic foil, as opposed to a
conventional single pane membrane sail. A wingsail can consist of rigid or soft elements spanning the foil's
aerodynamic surface. A wingsail can be a single aerodynamic body or equipped with means to vary the
camber (e.g. by means of adjustable flaps).
The wingsail is typically mounted around a spar, with which or about which it can rotate for the purpose to
adapt to the pertinent wind direction.
Wingsail rigs are typically only supported by its cantilevered foundation and not by standing rigging staying
the rig.
A.1.2.2 The portion of the resultant force which is pointing in ship's longitudinal direction is the driving
force, the portion perpendicular to this is the side force, usually experienced as a parasitic force. This side
force causes heeling and leeway, and possibly also yawing moments, depending on the arrangement of the
rig on board.
A.1.2.3 The wingsail shall be adjusted in its angle of attack vs. the pertinent apparent wind direction to
provide full efficiency, or in order to de-power.
A.1.2.4 When adjusting the wind angle of attack on the sails and when performing a 'tack' or a 'jibe', the
wingsail shall be rotated about its vertical axis, if a symmetric airfoil is used. If means to vary the camber
(e.g. adjustable flaps) exists, also the camber shall be 'inverted' (e.g. change the side of the adjustable flap).
A.1.2.5 Aligning the cord of a wingsail with the wind direction (zero Angle of Attack) it produces zero lift
(only drag) if it is a symmetric airfoil or if the means to vary the camber are positioned at a position that

DNV AS
ensure no camber (a flap, aligned with the cord of the sail). If assymetric airfoils are used or means to vary
the camber cannot be aligned with chord, wind direction shall be aligned with the 'zero-lift axis' or 'zero-lift
line' (not corresponding to angle of attack 0º) to ensure no lift is produced. See also [3.2.3.1].
A.1.3 Wind load sheltering coefficients
For the determination of wind loads acting on WAPS, it is normally sufficient to use simplified coefficients.
The effect of wind load reductions of areas arranged behind one another may be considered as described in
DNV-ST-0377 App.C.
A.1.4 Sails dampening effect on roll motion
Sail systems are deemed to have the ability to dampen the rolling motion of a ship. Such damping is caused
by two effects: the sail or wing surface aligned somewhat parallel with the ship's longitudinal axis plus the
dynamic airflow around these sails or wings.
For small sail systems on large vessels, this dampening effect is deemed to be marginal, where
comparatively large sail system can almost completely dampen the roll motion (sailing yacht sailing upwind).
So far, this standard requires a sail system installed on a ship to withstand the inertia forces taken from
the rules, see DNV-RU-SHIP Pt.3 Ch.4 Sec.3. Those accelerations are the result of a statistical analysis of
ship motion characteristics and pertinent worst-case scenario seaways. These values do not include any
dampening effects/allowances except for the installation of a bilge keel, which by default reduces the heeling
angle, which will be used to determine the roll acceleration, by 20%.
In order to be able to dampen the rolling motion of a ship, a sail system is considered to evolve forces which
counteract the roll motion direction, by the change of the airflow parameters such as apparent wind speed
and angle of attack, and perhaps others.
There is no simplistic analytical methodology covering a quantification of this effect, which in turn would
allow the reduction of the design envelope roll acceleration.
Indications are however given in [2], and it may be calculated by direct calculations.
As known from yachting, sails can also have an exaggerating effect on the rolling motion. This effect is
known for membrane ('soft') sails in their 'drag' mode, when sailing dead downwind. This effect is addressed
in [1].
Literature sources:
— [1] C. A. Marchaj: Seaworthiness: The Forgotten Factor.
— [2] The Society of Naval Architects of Japan: Second International Conference on Stability of Ships and
Ocean Vehicles; Tokyo, October 1982; Session VIIIb-1b.
A.2 Safety
A.2.1 Operational effects due to aerodynamic forces
A.2.1.1 Due to the resultant aerodynamic side forces, the vessel must cope with a side force and resulting
heeling moments. See also [A.3.3] and [A.3.4].
A.2.1.2 Due to the resultant aerodynamic side forces, the vessel must cope with a certain resultant
leeway and possibly also yaw. Depending on the arrangement of the WAPS, part of this action can/shall be
compensated by weather helm or lee helm. See also [A.3.3].
A.2.1.3 Due to the fact, that a WAPS is generating aerodynamic forces depending on the wind speed, it is
feasible that particularly rolling motions can be influenced by this effect (dampened or amplified, modified
amplitude and frequency). See also [A.1.4].

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A.2.1.4 Rotor sails: rotating masses are causing a gyroscopic effect. It is feasible that ship motions will be
influenced by this effect (dampened or amplified, modified amplitude and frequency). See also [A.1.4].
A.2.1.5 Heeling moments excited by aerodynamic forces can possibly be counteracted using adaptive
ballasting systems. The ballast shall however not compromise the safety of the vessel, i.e. the intact stability.
See also [A.3.4].
A.2.1.6 Manoeuvrability can be influenced by the above-mentioned effects in an active (possibly improve
manoeuvrability by selective action of multiple WAPS) or a passive way (parasitic forces lead to more difficult
manoeuvrability). See also [A.3.4].
A.2.1.7 Wingsails: assessment shall be made for the case that a wingsail cannot be 'reefed', i.e. reduced in
effective size in heavy weather conditions.
A.2.2 General operational obstructions
A.2.2.1 Due to the existence of large WAPS structures, navigation can be influenced by obstructed view
from the navigation deck ('line of sight'). Relevant regulations, i.e. by the IMO or flag state regulations shall
be regarded or interpretation or exceptions shall be inquired. See also [A.3.1] and [A.3.2].
A.2.2.2 Cargo handling may be obstructed by the physical existence of tall over deck structures.
A.2.2.3 Bridge clearance can be influenced by tall over deck structures.
A.2.2.4 Damage on the rotor can obstruct ship´s operation and safety of navigation.
A.2.2.5 The vessel and its systems and structures shall cope with occurring permanent heel of the vessel.
A.3 Onboard installation
A.3.1 Navigation, line of sight
A.3.1.1 General
The visibility from the bridge in the forward direction is of top importance for the safe navigation of a ship.
Bridge visibility is regulated by SOLAS V/22 for all ships of not less than 55 m in length, for following
aspects:
— the line of sight (the view of the sea surface from the bridge conning position shall not be obscured by
more than 2 x LOA (max 500 m) in front of the bow
— the amount of horizontal blind sectors caused by any obstructions outside the wheelhouse (e.g. by cargo,
cranes, masts, sails)
— mast- and sail constructions forward of the bridge may result in blind sectors for human eyes but may
also result in blind sectors to the radar installations or navigation- and signal lights.
If a vessel has additional nautical class notations such as NAUT(NAV), NAUT(OC), NAUT(AW) or
NAUT(OSV) the rules for visibility are even stricter.
The bridge visibility for a newbuilt vessel, or if alterations are carried out, is subject to a drawing approval
by the Society. Any deviations from SOLAS V/22 may only be accepted/exempted by the relevant flag state
authority on a case-by-case basis.
Flag acceptance depends largely on the number of blind sectors, whether only temporary or permanent,
compensating measures to achieve a similar safety level, voyage area, unconventional design etc.
A.3.1.2 Camera systems

DNV AS
Camera systems may be accepted as an equivalence to the human eye by the flag state authority on a case-
by-case basis.
It is highly recommended to design such a system together with the flag state authority and the Society.
A.3.2 Navigation lights arrangement
Mast- and sail constructions forward of the bridge may also result in blind sectors of navigation- and signal
lights (COLREG 72) and need separate considerations. This is very likely concerning the centric 'masthead
lights' as regulated in COLREG 72 Regulations 21, 22, 23, 38 and Annex 1. In some cases, also the 'side
lights' and others are affected.
A.3.3 Manoeuvrability criteria and minimum propulsion power
The manoeuvrability of a vessel can be influenced with installed WAPS. It shall be demonstrated that the
manoeuvrability of the vessel is not compromised, i.e. by showing that the installed rudders/appendages
together with the main propulsion system can counteract all occurring effects appropriately under all
operational and environmental conditions in a non-critical way.
Standards for manoeuvrability are stipulated in IMO MSC 137(76). Particularly indicated in paragraph 1.2 of
this standard, new technology propulsion systems are treated on a case-by-case basis and it is recommended
to lead early discussion with the relevant flag state authority.
Guidance note:
IMO MSC/Circ.1053 provides explanatory notes.
Further, MEPC.1/Circ.850/Rev.3 provides a framework for required minimum power.
Further, SOLAS II-1 Regulation 28 regulates astern manoeuvrability criteria.
The additional class notation SRTP contains a paragraph with regards to a minimum speed under associated weather conditions.
The application of the above-mentioned rules and regulations is subject to the flag state authority evaluation.
A.3.4 Towing and anchoring equipment
A.3.4.1 General
An installation of a wind-exposed structure on deck of seagoing ships is increasing the aerodynamic forces on
anchors, chain cables, tow- and mooring lines.
When at anchor or at dock, those systems are in many cases in their 'out of operation' or in their 'idle' mode.
If not tilted or tiltable, in upright condition, rotor sails are completely stopped in rotation, wing sails are set
to 'active idling' mode, leaving the wind exposure to pure drag resistance, with low fraction of occurring
aerodynamic lift forces.
The anchoring, towing and mooring equipment is based on the equipment number (see DNV-RU-SHIP Pt.3
Ch.11 Sec.1 [3.1.1] and DNV-RU-SHIP Pt.3 Ch.11 Sec.1 [3.1.2]). The equipment number is based on the
side projected area A.
WAPS with a width of less than B/4 do not need to be taken into account in the calculation of A.
In order to facilitate safe anchoring, towing and mooring operations, the Society however recommends to
consider wind propulsion systems, even if they do not exceed a breadth of B/4. In most cases, the equipment
number for usual configurations will then increase by a margin of 2% - 4%. Idled, tilted or folded systems
are considered in their relevant configuration.
For ship conversions, see DNV-CG-0156 Sec.2 [5].
A.3.4.2 Anchoring system
In order to provide a conservative determination for the anchoring equipment number, wind assisted
propulsion systems shall be regarded as 'superstructure and houses', with:

DNV AS
2
A = side projected area in m , of the hull, superstructures and houses above the summer load
waterline, which is within L of the ship. Houses of breadth of B/4 or less shall be disregarded.
A.3.4.3 Towing and mooring system
In order to provide a conservative determination for the towing and mooring equipment number, wind
assisted propulsion systems shall be regarded as 'deck cargo', if they are significantly exposed to beam wind,
with:
2
A = side projected area in m , of the hull, superstructures, houses and funnels, as defined in DNV-RU-
SHIP Pt.3 Ch.11 Sec.1 [3.1.2], including deck cargo in nominal capacity condition.
A.3.5 Lightning protection
Suitable lightning protection, especially for sail systems made of non-conductive material shall be
established.
Basic requirements are given in DNV-RU-SHIP Pt.4 Ch.8 Sec.2 [9.6]. It is recommended to consider the
guidance provided in the draft guideline on Lightning protection of super yacht carbon masts and rigging.
This document is available on request.
A.3.6 Fire protection
There are hazards from fire due to different parts or components of a WAPS, e.g. electrical installations,
friction in bearings, lightning, as well as a fire hazard occurring in the vicinity of a WAPS.
Class requirements and SOLAS II-2 shall apply with the understanding that a WAPS is:
— part of the ship
— a piece of deck equipment
— located within the cargo deck area
— a piece of equipment from which a risk of ignition arises.
As a reference document, IMO MSC.1/Circ.1574 should be observed and followed where appropriate.
A.3.7 Hazardous areas and requirements
A.3.7.1 General
For ship types, where hazardous areas are defined, the WAPS installations shall comply with the related class
requirements.
The general definitions and the extents of hazardous zones are given:
— for oil tankers in DNV-RU-SHIP Pt.5 Ch.5 Sec.8 (according to the principles of IEC 60079-10 and IEC
60092-502)
— for chemical tankers in DNV-RU-SHIP Pt.5 Ch.6 Sec.12 (according to the principle of IEC 60079-10 and
IEC 60092-502)
— for gas tankers in DNV-RU-SHIP Pt.5 Ch.7 Sec.10 (according to the principles of IEC 60079-10 and IEC
60092-502)
— for ships other than those listed above that may have hazardous zones, e.g. those with additional class
notation Gas fueled, DG or Battery in the respective class notations
Other ships generally don’t have hazardous areas above deck unless they are certified for carriage of
dangerous goods. For those, the hazardous areas are defined in DNV-RU-SHIP Pt.6 Ch.5 Sec.10 Table 3.
When ammonia is used as refrigerant, or for paint stores and battery rooms, see DNV-RU-SHIP Pt.4 Ch.6
Sec.7 [2.3] and DNV-RU-SHIP Pt.4 Ch.8 Sec.11 [3.2.4].

DNV AS
A.3.7.2 WAPS on oil, chemical and gas tankers
Particularly on oil, chemical and gastankers, the premise for the hazardous zone classification is unrestricted
gas dispersion. WAPS may obstruct the dispersion of gas, which may result in more product or cargo vapours
accumulating in the deck area in way of the WAPS (fwd./downstream) or even inside a WAPS.
If in doubt, a risk analysis in form of a 'gas dispersion analysis' may support the judgement of the effect of
gas dispersion.
A.3.7.3 Equipment requirements
General equipment requirements for hazardous zones with regards to IP rating and ex-equipment are given
in DNV-RU-SHIP Pt.4 Ch.6 Sec.7 [2.3] and DNV-RU-SHIP Pt.4 Ch.8 Sec.11, further for oil tankers in DNV-RU-
SHIP Pt.5 Ch.5 Sec.8, for chemical tankers in DNV-RU-SHIP Pt.5 Ch.6 Sec.12 and gas tankers in DNV-RU-
SHIP Pt.5 Ch.7 Sec.10.
Requirements for ventilation (arrangements) for gas carriers are given in DNV-RU-SHIP Pt.5 Ch.7 Sec.8, for
oil tankers in DNV-RU-SHIP Pt.5 Ch.5 Sec.6 and for chemical tankers in DNV-RU-SHIP Pt.5 Ch.6 Sec.10.
A.3.7.4 Considerations for WAPS installations
A case-by-case assessment or a risk analysis for the installation of a WAPS shall consider the following
aspects:
For oil, chemical and gas tankers:
— Power-off mode of WAPS during loading and unloading of the vessel.
— Temperature sensor equipment with temperature sensors at locations that are prone to heat development.
Coupling of those sensors with the control system to allow shut off of system.
— Ex-protection of any equipment of the WAPS, else they will have to be located in 'non-hazardous' zones.
— Earthing of the WAPS, considering the possibility of building of static electricity.
— Lightning protection of the WAPS.
— Equipment with gas detection device(s), if WAPS is not an enclosed volume.
— Depending on the sources of ignition within a WAPS, sprinkler system may need to be installed, following
a risk analysis.
— Areas where explosive gas atmospheres may occur. See for example DNV-RU-SHIP Pt.5 Ch.5 Sec.8 and
example in DNV-RU-SHIP Pt.5 Ch.5 Sec.12.
— Cargo tank venting arrangements interference such that the WAPS do not interfere with the operation
of the pressure relief devices from cargo tanks and mast risers. The pressure relief device outlets are
typically located 2 m above deck on oil tankers and 3 m for chemical tankers (3 m above gangway). The
premise is that the discharge jet when it opens (30 m/s - 100 m/s) is unrestricted as it would otherwise
impair the vertical dispersion of the gas jet. Note that (oil and gas) tankers typically have an open mast
riser (ca. 6 m above deck).
For all ships:
— Some cargoes have a requirement for gas measurement in adjacent enclosed spaces to cargo holds,
sometimes also ventilation before entry. This is usually done with portable measurement equipment and
portable ventilation fans. No extra installation is needed.
— WAPS under deck installations: if this installation space under deck is not connected to the cargo holds
but a completely separate space with gastight boundaries to cargo holds, there is no influence on the
list of cargoes allowed to be carried in cargo holds. It is assumed that the space is not categorized a
machinery space of category A. If there is a connection form the space to cargo holds requirements for
electrical equipment installed in that space would be at least IIC T4 IP 55 or electrical equipment shall be
isolated and secured against reconnection during the voyage.
— WAPS above deck installations: for installations on deck sources of ignition should be kept more than 3
m away from cargo hold ventilation (inlet, outlet), see DNV-RU-SHIP Pt.6 Ch.5 Sec.10 [1.6.2]. The same
applies for ammonia refrigeration, battery rooms, paint stores, welding bottle stores, see DNV-RU-SHIP
Pt.4 Ch.6 Sec.6 [4.1.12] and DNV-RU-SHIP Pt.4 Ch.8 Sec.11 [3.2.4]).
— If dangerous goods shall be carried on deck there is a stowage requirement for some cargoes that they
shall be stowed 2.4 m away from sources of ignition, class 1 even shall be stowed 6 m away in the IMDG

DNV AS
Code such IMDG Code requirements always shall be observed in addition to the certificate DNV issues and
will not be mentioned in detail on the certificate.
A.3.8 Crew qualification
Even though many sail systems are to a large degree automated, some basic knowledge of sailing physics is
recommended for safe operation in regular service and in emergency cases.

DNV AS
APPENDIX B EEDI ENERGY EFFICIENCY CERTIFICATION
B.1 General
All ships of 400 gross tonnage and more, except ships expressly excluded, shall have an energy efficiency
certificate on board as defined in MARPOL Annex VI. In chapter 4 of this regulation the energy efficiency
design index (EEDI) and the energy efficiency existing ship index (EEXI) are defined. Both indices are design
values describing the carbon intensity, meaning the carbon emission related to the transport work.
B.2 Carbon intensity
st
For all new ships ordered on or after 1 of January 2013, the EEDI is calculated and stated in the IEE
st
Certificate. All existing ships are subject to the EEXI which enters into force on 1 January 2023. The
attained EEXI is stated in a reviewed IEE Certificate, issued after the first annual survey in 2023.
Installation of WAPS improves the carbon intensity and reduces the EEDI or EEXI value in accordance with
the calculation guideline, given in MEPC.1/Circ.896.
B.3 Guidance on treatment of innovative energy efficiency
technologies
The IMO circular MEPC.1/Circ.896 describes the calculation and verification of effects of WAPS on the EEDI
and EEXI. The calculation procedure allows comparison between different WAPS. The calculation is based on
the global wind probability matrix in appendix 2 of the IMO circular. For all ships with WAPS installations the
same environmental conditions are taken into account.
For each WAPS a force matrix shall be determined. This matrix gives the thrust delivered by the WAPS
depending on wind speed and direction. The force matrix can be determined by wind tunnel model tests, by
numerical calculation or by full-scale tests and requires the approval by the EEDI/EEXI verifier. DNV performs
verification of the EEDI/EEXI as recognized organization on behalf of the respective flag state.

DNV AS
CHANGES – HISTORIC
Changes – historic
November 2019 edition
Amendments October 2021
Topic Reference Description
Rebranding to DNV All This document has been revised due to the rebranding of DNV

GL to DNV. The following have been updated: the company
name, material and certificate designations, and references to
other documents in the DNV portfolio. Some of the documents
referred to may not yet have been rebranded. If so, please see
the relevant DNV GL document. No technical content has been
changed.
Changes November 2019
This is a new document.

DNV AS
About DNV
DNV is the independent expert in risk management and assurance, operating in more than 100
countries. Through its broad experience and deep expertise DNV advances safety and sustainable
performance, sets industry benchmarks, and inspires and invents solutions.
Whether assessing a new ship design, optimizing the performance of a wind farm, analyzing sensor
data from a gas pipeline or certifying a food company’s supply chain, DNV enables its customers and
their stakeholders to make critical decisions with confidence.
Driven by its purpose, to safeguard life, property, and the environment, DNV helps tackle the
challenges and global transformations facing its customers and the world today and is a trusted
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WHEN TRUST MATTERS

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Topic Reference Description

Loads and structural analyses Sec.2, New organization of previous Sec.2 with separated sections for

Tilting mechanisms [2.2.4] Introduced topic of tilting mechanism.

Environmental factor, design [3.2.2.2] Introduced new load case 'inertia regular IR' and included an

Reference wind speed [3.2.3.1] Changed reference wind speed from true wind speed to

Fatigue assessments [4.3] Developed new fatigue assessment approach for combined ship

Classification and certification Sec.5 The section has been moved from Sec.3, and has been re-

Documentation requirements [5.2.1] Refined and revised tables of documentation requirements.

Roll motion damping [A.1.4] Added consideration of roll motion damping.

Installation related aspects, [A.3] Introduced new categories and new topics.

EEDI certification App.B Updated current legislation.

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Section 2 Design of WAPS.....................................................................................11

Section 4 Strength assessments........................................................................... 20

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wind assisted propulsion wind propulsion system including its structures, drives and control systems

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Object Documentation type Additional description Info

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Rotor sail Z250 - Procedure For rotational weight balancing of rotor sail. FI

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Control and monitoring I200 - Control and monitoring Including emergency stop,

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As required by DNV-RU- DNV-RU-SHIP Pt.4 System shall be handled as important control

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