HULL EQUIPMENT AND SAFETY

RULES FOR CLASSIFICATION OF SHIPS NEWBUILDINGS HULL AND EQUIPMENT MAIN CLASS PART 3 CHAPTER 3 HULL EQUIPMENT AND SAFETY JANUARY 003 CONTENTS PAGE Sec. 1 General Requirements... 7 Sec. Sternframes, Rudders and Steering Gears... 8 Sec. 3 Anchoring and Mooring Equipment... 30 Sec. 4 Masts and Rigging... 44 Sec. 5 Seats for Additional Lifting, Towing or Mooring Equipment... 47 Sec. 6 Openings and Closing Appliances... 50 Sec. 7 Corrosion Prevention... 69 Sec. 8 Protection of the Crew... 7 Sec. 9 Intact Stability... 74 Sec. 10 Fire Safety... 80 Sec. 11 Lifesaving Arrangement... 86 Sec. 1 Internal Communication... 90 App. A Additional Requirements for non duplicated Rudder Actuators... 93 Veritasveien 1, N-13 Høvik, Norway Tel.: +47 67 57 99 00 Fax: +47 67 57 99 11

CHANGES IN THE RULES General The present edition of the rules includes additions and amendments decided by the board as of December 00 and supersedes the January 000 edition of the same chapter (including later amendments). The rule changes come into force 1 July 003. This chapter is valid until superseded by a revised chapter. Supplements will not be issued except for minor amendments and an updated list of corrections presented in Pt.0 Ch.1 Sec.3. Pt.0 Ch.1 is normally revised in January and July each year. Revised chapters will be forwarded to all subscribers to the rules. Buyers of reprints are advised to check the updated list of rule chapters printed Pt.0 Ch.1 Sec.1 to ensure that the chapter is current. Main changes Section Sternframes, Rudders and Steering Gears Items A301, A304 has been amended with requirements to flap rudders. A new item A305 has been inserted with requirements to flap rudders. Items A305 and A306 have been renumbered to A306 and A307. Item J106 has been amended to account for friction losses due to ageing. Item K401 has been amended with respect to overbalanced rudders. Section 3 Anchoring and Mooring Equipment Item C01 has been amended with a guidance note on difference in length on anchor cables between two anchors. Item C05 has been amended to cover fishing vessels. Item D101 has been amended to also cover S.H.H.P. (Super High Holding Power) anchors. New items D105, 106 and 107 covering S.H.H.P. anchors have been inserted. The last sentence in Item D0 dealing with cast and forged steel has been deleted. A new item D04 regarding anchor manufacturing has been inserted. Items D401, 40 and 405 have been amended to cover S.H.H.P anchors. A new item D406 covering test requirements has been inserted. New items D504 and D506 have been inserted to cover S.H.H.P. anchors. Item D601 has been amended to cover S.H.H.P anchors. Item E105 has been modified addressing steel wire rope and chain cable. Section 6 Openings and Closing Appliances This section has been moved from Pt.3 Ch.1 Sec.11 and Pt.3 Ch. Sec.11 to Pt.3 Ch.3 Sec.6. Section 7 Corrosion Prevention This section has been moved from Pt.3 Ch.1 Sec.14 and Pt.3 Ch. Sec.14 to Pt.3 Ch.3 Sec.7. Section 8 Protection of the Crew This section has been moved from Pt.3 Ch.1 Sec.10 and Pt.3 Ch. Sec.10 to Pt.3 Ch.3 Sec.8. Section 9 Intact Stability This section has been moved from Pt.3 Ch.4 to Pt.3 Ch.3 Sec.9. Intact and damage stability requirements have been retained, with some amendments to align with current practice. Section 10 Fire Safety This section that has been moved from Pt.4 Ch.10 to Pt.3 Ch.3 Sec.10. The scope of the class rules has been extensively reduced, focusing on fire zones, protection of stairways and lift trunks and escape routes. Section 11 Lifesaving Arrangement This section has been moved from Pt.3 Ch.6 to Pt.3 Ch.3 Sec.11. The rules have been revised to focus on mustering of crew and passengers, embarkation and launching of survival craft. Section 1 Internal Communication This section that has been moved from Pt.4 Ch.1 Sec. to Pt.3 Ch.3 Sec.1. Corrections and Clarifications In addition to the above stated rule requirements, a number of detected errors, corrections and clarifications have been made in the existing rule text. Comments to the rules may be sent by e-mail to rules@dnv.com For subscription orders or information about subscription terms, please use distribution@dnv.com Comprehensive information about DNV and the Society's services is found at the Web site http://www.dnv.com Det Norske Veritas Computer Typesetting (FM+SGML) by Det Norske Veritas Printed in Norway If any person suffers loss or damage which is proved to have been caused by any negligent act or omission of Det Norske Veritas, then Det Norske Veritas shall pay compensation to such person for his proved direct loss or damage. However, the compensation shall not exceed an amount equal to ten times the fee charged for the service in question, provided that the maximum compensation shall never exceed USD million. In this provision "Det Norske Veritas" shall mean the Foundation Det Norske Veritas as well as all its subsidiaries, directors, officers, employees, agents and any other acting on behalf of Det Norske Veritas.

Pt.3 Ch.3 Contents Page 3 CONTENTS SEC. 1 GENERAL REQUIREMENTS... 7 A. Classification...7 A 100 Application...7 B. Definitions...7 B 100 Symbols...7 C. Documentation...7 C 100 General...7 SEC. STERNFRAMES, RUDDERS AND STEERING GEARS... 8 A. General...8 A 100 Introduction...8 A 00 Definitions...8 A 300 Documentation...9 B. Materials...10 B 100 Plates and sections...10 B 00 Forgings and castings...10 B 300 Bearing materials...10 B 400 Material certificates...10 B 500 Heat treatment...11 C. Arrangement and Details...11 C 100 Sternframes and rudders...11 C 00 Steering gears...1 D. Design Loads and Stress Analysis...1 D 100 Rudder force and rudder torque, general...1 D 00 Rudders with stepped contours...1 D 300 Stress analysis...13 E. Sternframes and Rudder Horns...13 E 100 General...13 E 00 Propeller posts...13 E 300 Sole pieces...14 E 400 Rudder horns...14 F. Rudders...16 F 100 General arrangement and details...16 F 00 Rudder plating...16 F 300 Rudder bending...16 F 400 Web plates...17 F 500 Single plate rudders...17 F 600 Mounting of rudder...17 G. Rudder Stocks and Shafts...17 G 100 General...17 G 00 Rudder stock with couplings...18 G 300 Rudder shaft...0 G 400 Bearings and pintles...1 H. Propeller Nozzles... H 100 General... H 00 Plating... H 300 Nozzle ring stiffness... H 400 Welding... H 500 Supports...3 I. Propeller Shaft Brackets...3 I 100 General...3 I 00 Arrangement...3 I 300 Struts...3 I 400 Welding...3 I 500 Material...3 I 600 Testing...3 J. Steering Gears...3 J 100 Arrangement and performance...3 J 00 Power actuating system, general requirements...4 J 300 Piping systems, relief valve arrangements...5 J 400 Rudder actuator...5 J 500 Steering gear control and monitoring systems, general requirements...7 J 600 Control gear for steering motors...7 J 700 Indications and alarms...7 J 800 Power supply and distribution...7 J 900 Emergency power supply...8 J 1000 Operating instructions...8 J 1100 Additional requirements for oil carriers, chemical carriers and liquefied gas carriers of 10 000 tons gross and upwards...8 K. Testing... 8 K 100 Sternframes...8 K 00 Rudders and rudder stock connections...8 K 300 Steering gears...9 K 400 Trials...9 SEC. 3 ANCHORING AND MOORING EQUIPMENT... 30 A. General... 30 A 100 Introduction...30 A 00 Documentation...30 A 300 Assumptions...30 B. Structural Arrangement for Anchoring Equipment... 30 B 100 General...30 C. Equipment Specification... 31 C 100 Equipment number...31 C 00 Equipment tables...3 D. Anchors... 33 D 100 General...33 D 00 Materials...33 D 300 Anchor shackle...34 D 400 Testing...34 D 500 Additional requirements for H.H.P. and S.H.H.P. anchors...34 D 600 Identification...35 E. Anchor Chain Cables... 35 E 100 General...35 E 00 Materials...35 E 300 Heat treatment and material testing...37 E 400 Breaking test...37 E 500 Proof test...37 E 600 Tolerances...37 E 700 Identification...38 E 800 Repair of defects...38 F. Windlass and Chain Stoppers... 40 F 100 General design...40 F 00 Materials...40 F 300 Testing...41 G. Towlines and Mooring Lines... 41 G 100 General...41 G 00 Materials...41 G 300 Testing of steel wire ropes...41 G 400 Testing of natural fibre ropes...4 G 500 Mooring Winches...43 SEC. 4 MASTS AND RIGGING... 44 A. General... 44 A 100 Introduction...44 A 00 Assumptions...44 A 300 Definitions...44 A 400 Documentation...44 B. Materials and Welding... 44 B 100 Materials...44 B 00 Welding...45 C. Arrangement and Support... 45 C 100 Masts and posts...45 C 00 Standing rigging...45

Pt.3 Ch.3 Contents Page 4 D. Design and Scantlings... 45 D 100 General...45 D 00 Unstayed masts and posts with derricks...45 D 300 Stayed masts or posts with derricks with a lifting capacity not exceeding 10 t...45 D 400 Stayed masts of posts with derricks with a lifting capacity of 10 t or more, but not exceeding 40 t...45 D 500 Stayed masts without derricks...46 D 600 Shrouds...46 SEC. 5 SEATS FOR ADDITIONAL LIFTING, TOWING OR MOORING EQUIPMENT... 47 A. Crane Pedestals and Miscellaneous Lifting Posts...47 A 100 Introduction...47 A 00 Documentation...47 A 300 Materials and welding...47 A 400 Arrangement...47 A 500 Design loads...47 A 600 Allowable stresses...48 B. Seatings for Winches, Windlasses and other Pulling Accessories...48 B 100 Introduction...48 B 00 Documentation...48 B 300 Design loads...49 B 400 Calculation of stresses...49 B 500 Allowable stresses. Materials...49 SEC. 6 OPENINGS AND CLOSING APPLIANCES. 50 A. General...50 A 100 Application...50 A 00 Definitions...50 A 300 Documentation...50 A 400 Testing...51 B. Access Openings in Superstructures and Freeboard Deck...51 B 100 Doors...51 B 00 Sill heights...51 B 300 Access openings in freeboard and superstructure decks.5 C. Side and Stern Doors...5 C 100 General....5 C 00 Structural arrangement...5 C 300 Design loads...53 C 400 Plating...53 C 500 Stiffeners...53 C 600 Girders...53 C 700 Closing arrangement, general...54 C 800 Closing arrangement, strength...54 C 900 Closing arrangement, system for operation and indication/monitoring...54 D. Hatchway Coamings...55 D 100 General...55 D 00 Coaming heights...55 D 300 Scantlings...55 E. Hatch Covers...55 E 100 General...55 E 00 Design loads...56 E 300 Plating...57 E 400 Stiffeners...57 E 500 Girders...58 E 600 Stiffness of cover edges...58 E 700 Structural analysis...58 F. Hatchway Tightness Arrangement and Closing Devices 59 F 100 General...59 F 00 Design and tightness requirements...59 F 300 Securing devices in general...60 F 400 Securing arrangement for weathertight hatch covers...60 F 500 Securing arrangement for deep tank or cargo oil tank hatch covers...60 F 600 Securing arrangement for hatch covers carrying deck cargo...60 F 700 Drainage arrangement...61 G. Internal Doors and Hatches for Watertight Integrity...61 G 100 General...61 G 00 Operation...61 G 300 Strength...61 H. Ventilators...6 H 100 Coamings and closing arrangements...6 H 00 Thickness of coamings...6 H 300 Arrangement and support...6 I. Tank Access, Ullage and Ventilation Openings...6 I 100 General...6 I 00 Hatchways...6 I 300 Air Pipes...6 J. Machinery Space Openings...63 J 100 Openings...63 K. Scuppers, Inlets and Discharges...63 K 100 Inlets and discharges...63 K 00 Pipe thickness...65 K 300 Scuppers...65 K 400 Periodically unmanned machinery space...65 L. Side Scuttles, Windows and Skylights...65 L 100 Side Scuttles, Windows and Skylights...65 L 00 Glass dimensions, side scuttles and windows...66 M. Freeing Ports...67 M 100 Definitions...67 M 00 Freeing port area...67 M 300 Location and protection of openings...67 M 400 Multiple wells...67 M 500 Free flow area...67 M 600 Type «A», «B-100» and «B-60» ships...68 N. Special Requirements for Type A Ships...68 N 100 Machinery casings...68 N 00 Gangway and access...68 N 300 Hatchways...68 N 400 Freeing arrangements...68 SEC. 7 CORROSION PREVENTION... 69 A. General...69 A 100 Definitions...69 A 00 Documentation...69 B. Corrosion prevention systems...70 B 100 General...70 B 00 Coatings...70 B 300 Cathodic protection...71 SEC. 8 PROTECTION OF THE CREW... 7 A. Protection of the Crew...7 A 100 Guard rails...7 A 00 Gangways, walkways and passageways...7 SEC. 9 INTACT STABILITY... 74 A. Application, Definitions and Document Requirements...74 A 100 Application...74 A 00 Terms...74 A 300 Documentation for approval...74 B. Surveys and Tests...74 B 100 General...74 C. General Requirements...75 C 100 Stability book...75 C 00 Fixed Ballast...75 C 300 Draught Marks...75 C 400 Loading Computer System...75 D. Intact Stability Criteria...75 D 100 General stability criteria...75 D 00 Weather criterion...76 D 300 Assumptions concerning intact stability criteria and calculations...78

Pt.3 Ch.3 Contents Page 5 E. Damage Stability...78 E 100 Damage stability...78 F. Determination of Lightweight Data...78 F 100 Application...78 F 00 Procedure...78 F 300 Lightweight Survey...79 SEC. 10 FIRE SAFETY... 80 A. Scope...80 A 100 General...80 B. Classification...80 B 100 Application...80 B 00 Rule references...80 C. Definitions...80 C 100 Definitions...80 D. Documentation...83 D 100 Plans and particulars...83 E. Protection of Stairways and Lift Trunks...83 E 100 Protection of stairways and lift trunks in accommodation spaces, service spaces and control stations...83 F. Means of Escape...83 F 100 Purpose...83 F 00 General...83 F 300 Means of escape from accommodation spaces, service spaces and control stations...83 F 400 Means of escape from machinery spaces...84 F 500 Means of escape from ro-ro spaces...84 G. Fire Control Plans...84 G 100 Fire Control Plans...84 H. Fire Safety Measures for Cargo Ships less than 500 Gross Tonnage...84 H 100 Application...84 H 00 Documentation...84 H 300 Fire pumps...84 H 400 Water distribution system...85 H 500 Portable fire extinguishers...85 H 600 Non-portable fire extinguishers...85 H 700 Fire-fighter's outfit...85 SEC. 11 LIFESAVING ARRANGEMENT... 86 A. Classification...86 A 100 Application...86 B. Documentation...86 B 100 Plans and particulars...86 C. Survival Craft Muster and Embarkation Arrangements...86 C 100 (SOLAS Regulation III/11)...86 D. Launching Stations...86 D 100 (SOLAS Reg. III/1)...86 E. Stowage of Survival Craft...87 E 100 (SOLAS Reg. III/13)...87 F. Stowage of Rescue Boats...87 F 100 (SOLAS Reg. III/14)...87 G. Stowage of Marine Evacuation Systems... 87 G 100 (SOLAS Reg. III/15)...87 H. Survival Craft Launching and Recovery Arrangements 87 H 100 (SOLAS Reg. III/16)...87 I. Rescue Boat Embarkation, Launching and Recovery Arrangement... 88 I 100 (SOLAS Reg. III/17)...88 J. Survival Craft and Rescue Boats... 88 J 100 (SOLAS Reg. III/31)...88 K. Survival Craft Embarkation and Launching Arrangements... 89 K 100 (SOLAS Reg. III/33)...89 SEC. 1 INTERNAL COMMUNICATION... 90 A. General Requirements... 90 A 100 Application...90 A 00 Classification...90 A 300 Design documentation...90 A 400 ATOS or certification at the manufacturer...90 A 500 Onboard survey or functional testing...90 A 600 Terms, definitions and abbreviations...90 B. Ship Requirements - Main Class... 90 B 100 Two way voice communication...90 B 00 Public address system/general alarm...91 B 300 Electrical requirements...91 C. Ship Requirements - Additional Class... 91 C 100 Fishing vessels...91 C 00 Oil production and storage vessels...91 C 300 Periodically unattended machinery space...9 C 400 Dynamic positioning systems...9 C 500 Nautical safety...9 APP. A ADDITIONAL REQUIREMENTS FOR NON DUPLICATED RUDDER ACTUATORS... 93 A. Introduction... 93 A 100 Scope...93 B. Materials... 93 B 100 Special Requirements...93 C. Design... 93 C 100 Design pressure...93 C 00 Analysis...93 C 300 Dynamic loads for fatigue and fracture mechanics analysis...93 C 400 Allowable stresses...93 C 500 Burst test...93 D. Construction Details... 93 D 100 General...93 D 00 Welds...93 D 300 Oil seals...93 D 400 Isolating valves...93 D 500 Relief valves...94 E. Testing... 94 E 100 Non-destructive testing...94 E 00 Other testing...94

Pt.3 Ch.3 Contents Page 6

Pt.3 Ch.3 Sec.1 Page 7 SECTION 1 GENERAL REQUIREMENTS A. Classification A 100 Application 101 The Rules in this chapter apply to steering arrangement and anchoring, mooring and load handling equipment. 10 Necessary strengthening of the hull structure due to loads imposed by the equipment and installations are given where appropriate. B 100 Symbols 101 L = Rule length in m 1) B = Rule breadth in m 1) B. Definitions D = Rule depth in m 1) T = Rule draught in m 1) = Rule displacement in t 1) C B = Rule block coefficient 1) V = maximum service speed in knots on draught T 1) For details see Ch.1 Sec.1 B C. Documentation C 100 General 101 Plans and particulars to be submitted for approval or information are specified in the respective sections of this chapter. 10 For instrumentation and automation, including computer based control and monitoring, see Pt.4 Ch.9 Sec.1.

Pt.3 Ch.3 Sec. Page 8 SECTION STERNFRAMES, RUDDERS AND STEERING GEARS A. General A 100 Introduction 101 Requirements to side thrusters and other appliances intended for manoeuvring or positioning purposes are given in Pt.4 Ch.5. A 00 Definitions 01 Main steering gear means the machinery, rudder actuator(s), the steering gear power units, if any, and ancillary equipment and the means of applying torque to the rudder stock (e.g. tiller or quadrant) necessary for effecting movement of the rudder for the purpose of steering the ship under normal service conditions. 0 Auxiliary steering gear means the equipment other than any part of the main steering gear necessary to steer the ship in the event of failure of the main steering gear but not including the tiller, quadrant or components serving the same purpose. 03 Steering gear control system means the equipment by which orders are transmitted from the navigating bridge to the steering gear power units. Steering gear control systems comprise transmitters, receivers, hydraulic control pumps and their associated motors, motor controllers, piping and cables. 04 Rudder actuator means the component which converts directly hydraulic pressure into mechanical action to move the rudder. 05 Steering gear power unit means: 1) in the case of electric steering gear, an electric motor and its associated electrical equipment; ) in the case of electrohydraulic steering gear, an electric motor and its associated electrical equipment and connected pump; 3) in the case of other hydraulic steering gear, a driving engine and connected pump. 06 Power actuating system means the hydraulic equipment provided for supplying power to turn the rudder stock, comprising a steering gear power unit or units, together with the associated pipes and fittings, and a rudder actuator. The power actuating systems may share common mechanical components, i.e. tiller quadrant and rudder stock, or components serving the same purpose. 07 Maximum ahead service speed is the maximum speed corresponding to maximum nominal shaft RPM and corresponding engine MCR in service at sea on summer load waterline. 08 Maximum astern speed is the speed which it is estimated the ship can attain at the designed maximum astern power at the deepest seagoing draught. 09 Maximum working pressure means the maximum oil pressure in the system when the steering gear is operated to comply with J10. 10 For terms redundancy and independence see Pt.4 Ch.1 Sec.1. 11 Some terms used for rudder, rudder stock and supporting structure are shown in Fig. 1.

Pt.3 Ch.3 Sec. Page 9 Fig. 1 Rudders 1 Symbols: f 1 = material factor, see B p m = maximum bearing surface pressure, see B F R = design rudder force, see D M TR = design rudder torque, see D A = total area in m of rudder blade H = mean rudder height in m. A 300 Documentation 301 Plans etc. as specified below are to be submitted for approval: sternframe, horn and propeller brackets, outline of the propeller rudder including details of bearings, shaft, pintles and rudder lock arrangement rudder stock including details of couplings, bolts and keys rudder carrier sectional drawing of rudder actuator dimension drawings for torque transmitting parts and parts subject to internal hydraulic pressure foundation bolts and chocks rudder stoppers piping (and function) diagram according to Pt.4 Ch.6 schematic diagrams for: power supply arrangement motor control systems (detailed requirements for the diagrams are given in Pt.4 Ch.8 for electrical installations) calculations according to K40 and K403 if sea trials are planned to be carried out in a load condition not providing fully submerged rudder. Such calculations are at least to include evaluation of expected trial loads (torque and support reaction forces) on the actuator versus calculated rudder torque fully submerged and at trial conditions taking into account the friction losses and any back pressure in the return side for flap rudders and others of non-conventional design: calculation of required torque for sea trial condition (a condition with new effectively lubricated bearing bushings) and for normal operational condition (old worn bearing bushings). The plans are to give full details of scantlings and arrangement as well as data necessary for verifying scantling calculations together with proposed rated torque. Set pressure for all relief valves are to be specified. Material specifications and particulars about heat treatment are also required. 30 For important components of welded construction (e.g. rudder, rudder stock, tiller), full details of the joints, welding procedure, filler metal and heat treatment after welding are to be specified on the plans. 303 Procedure for stress relieving of nodular cast iron and cast steel parts, when dimensional stability is important (such as tiller and rotor, see B50), is to be specified on the plans. 304 Plans of the following items are to be submitted for information: general arrangement drawings of steering gear and steering gear compartment installation instructions for steering gear (inclusive fitting to rudder stock) locking or brake arrangement steering gear relief valve discharge characteristics (pressure-flow diagram) total delivery capacity of steering gear hydraulic pumps operation instructions (according to J1000) for flap rudders and others of non-conventional design: torque characteristics (torque versus rudder angle). For the last item it is sufficient to have hydrodynamic torque versus rudder angle documented in homogeneous water stream. 305 For flap rudders, an instruction manual for mounting,

Pt.3 Ch.3 Sec. Page 10 dismounting and maintenance shall be submitted for information. In addition to information considered relevant by the manufacturer, such a manual shall contain at least the following: mounting and dismounting procedure (including the flap as a detached component) mounting and dismounting procedures and allowable clearances of bushings for the rudder stock, pintles and flap pins measuring procedure of bearing clearances afloat and in dock bearing lubrication system (as relevant). A copy of the manual shall be made available onboard. This manual may be requested for other rudder types considered being of a non-conventional design. 306 Steering gear manufacturers who intend their product to comply with the requirements of the IMO Guidelines for nonduplicated rudder actuators, see Appendix A, are to submit documentation as specified in the guidelines when plans are forwarded for approval. 307 For instrumentation and automation, including computer based control and monitoring, see Pt.4 Ch.9 Sec.1. B. Materials B 100 Plates and sections 101 Selection of material grades for plates and sections is to be based on material thickness. NV-steel grades as given in Table B1 will normally be accepted. 10 The material factor f 1 included in the various formulae for structures may be taken as: f 1 = 1.0 for NV-NS steel f 1 = 1.08 for NV-7 steel f 1 = 1.8 for NV-3 steel f 1 = 1.39 for NV-36 steel f 1 = 1.43 for NV-40 steel B 00 Forgings and castings 01 Rudder stocks, pintles, coupling bolts, keys and cast parts of rudders are to be made of rolled, forged or cast carbon manganese steel in accordance with Pt.. For rudder stocks, pintles, keys and bolts the minimum yield stress is not to be less than 00 N/mm. 0 Nodular cast iron may be accepted in certain parts after special considerations. Materials with minimum specified tensile strength lower than 400 N/mm or higher than 900 N/mm will normally not be accepted in rudder stocks, axle or pintles, keys and bolts. 03 Ram cylinders, pressure housings of rotary vane type actuators, hydraulic power piping, valves, flanges and fittings, and all steering gear components transmitting mechanical forces to the rudder stock (such as tillers, quadrants, or similar components) are to be of steel or other approved ductile material, duly tested in accordance with the requirements of Pt.. In general, such material is to have an elongation of not less than 1 % nor a tensile strength in excess of 650 N/mm. Grey cast iron may be accepted for redundant parts with low stress level, excluding cylinders, upon special consideration. 04 The material factor f 1 for forgings (including rolled round bars) and castings may be taken as: σ f = minimum upper yield stress in N/mm, not to be taken greater than 70% of the ultimate tensile strength. If not specified on the drawings, σ f is taken as 50% of the ultimate tensile strength. a = 0.75 for σ f > 35 = 1.0 for σ f < 35 05 Before significant reductions in rudder stock diameter due to the application of steels with yield stresses exceeding 35 N/mm are granted, the Society may require the evaluation of the rudder stock deformations. Large deformations should be avoided in order to avoid excessive edge pressures in way of bearings. The slope of the stock should be related to the bearing clearance, see G405. B 300 Bearing materials 301 Bearing materials for bushings are to be stainless steel, bronze, white metal, synthetic material or lignum vitae. Stainless steel or bronze bushings are to be used in an approved combination with steel or bronze liners on the axle, pintle or stock. The difference in hardness of bushing and liners is not to be less than 65 Brinell. 13% Chromium steel is to be avoided. 30 Synthetic bearing bushing materials are to be of an approved type. For this type of bushing, adequate supply of lubrication to the bearing for cooling/lubrication purposes is to be provided. 303 The maximum surface pressure p m for the various bearing combinations is to be taken as given in Table B. Table B1 Plate material grades Thickness in mm Normal strength structural steel High strength structural steel t 30 A A 30 < t 40 B A 40 < t 10 D D Table B Bearing surface pressures Bearing material p m (kn/m ) Lignum vitae 500 White metal, oil lubricated 4500 Synthetic material with hardness between 60 and 70 Shore D Steel 1) and bronze and hot-pressed bronzegraphite materials f 1 Surface pressure exceeding the values in Table B may be accepted for rudder actuator bearings in accordance with bearing manufacturer's specification and when verified by tests. B 400 Material certificates 401 «Det Norske Veritas Product Certificate» (NV) will be required for: sternframe structural parts rudder structural parts rudder shaft or pintles rudder stock rudder carrier tiller or rotor crosshead cylinders/rams rotor housing manifolds. σ f a = -------- 35 5500 ) 7000 1) Stainless and wear-resistant steel in an approved combination with stock liner ) Surface pressure exceeding the specified limit may be accepted for rudder bearing applications in accordance with bearing manufacturer's specification and when verified by tests and/or service experience.

Pt.3 Ch.3 Sec. Page 11 40 Works certificate (W) will be accepted for: bolts and pins stoppers steering gear covers steering gear pistons. B 500 Heat treatment 501 Fabricated parts in the steering gear are to be fully annealed after welding. 50 Nodular cast iron and cast steel parts for transmission of rudder torque by means of keyless conical or cylindrical connections are to be stress relieved. C. Arrangement and Details C 100 Sternframes and rudders 101 Relevant types of rudder arrangements are shown in Fig. 1. Other combinations of couplings and bearings may be applied. 10 Suitable arrangement to prevent the rudder from lifting and accidental unshipping is to be provided. The arrangement is to effectively limit vertical movement of rudder in case of extreme (accidental) vertical load on rudder. 103 Effective means are to be provided for supporting the weight of the rudder without excessive bearing pressure, e.g. by a rudder carrier attached to the upper part of the rudder stock. The hull structure in way of the rudder carrier is to be suitably strengthened. 104 If the rudder trunk is open to the sea, a seal or stuffing box is to be fitted above the deepest load waterline, to prevent water from entering the steering gear compartment and the lubricant from being washed away from the rudder carrier. An additional seal of approved type is required when the rudder carrier is below the summer load waterline. 105 The after body should be so shaped as to ensure a proper flow of water to the propeller, and so as to prevent uneven formation of eddies as far as possible. The apex of the waterlines in front of the propeller should have the least possible radius, together with a relatively small angle φ. Plane or approximately plane parts above the propeller tip should be avoided. The strength of pressure impulses from propeller to hull will normally decrease with increasing clearances. However, even with large clearances to the propeller, a hull may be exposed to strong impulses if the propeller is subject to heavy cavitation. For a moderately cavitating propeller, the following minimum clearances are proposed (see Table C1 and Fig. ): Table C1 Minimum clearances For single screw ships: For twin screw ships: a 0. R (m) b (0.7 0.04 Z P ) R (m) c (0.48 0.0 Z P ) R (m) c (0.6 0.0 Z P ) R (m) e 0.07 R (m) R = propeller radius in m Z P = number of propeller blades. Fig. Propeller clearances 106 Rudders (one or more) working directly behind a propeller should preferably have a total area not less than: TL B A = -------- 1 + 50C 100 B --- L (m ) For ships which frequently manoeuvre in harbours, canals or other narrow waters, the rudder area determined by the formula should be increased. For ships with a streamlined rudder post, half of the lateral area of the post may be included in the rudder area. For ships with a rudder horn, the whole area of the horn laying below a horizontal line from the top of the rudder may be included. Rudders not working directly behind a propeller should have the area as given above, increased by at least 30%. Rudders with special profiles or special configurations (e.g. flaps or nozzles) giving increased efficiency may have smaller total areas. For ships with large freeboard and/or high continuous superstructures an increase of the rudder area ought to be considered. Larger rudder area may result in excessive heeling angle when using the rudder in extreme position at full speed ahead. This is particularly relevant for passenger vessels, ferries, vehicle ro/ro carriers and other vessels where the combination of speed, draught, vertical centre of gravity and metacentric height may result in excessive heeling angle in case of smaller turning circles. For estimating the result angle of heel, reference is made to Pt.5 Ch. Sec. F300. In cases where the resulting angle of heel may exceed 10 degrees, the Master should be provided with warning about this in the stability manual. 107 In order to minimise vibrations, the balancing and design of the rudders should be carried out as follows: - the balanced portion should not be greater than 3% of the total area of the rudder - the length of the balanced part at any horizontal section should nowhere be greater than 35% of the total length of the rudder - the widest part of the rudder section should preferably be at least 30% aft of the leading edge of the rudder section considered. 108 Over-balanced rudders are subject to special consideration with respect to type of steering gear and risk of an unex-

Pt.3 Ch.3 Sec. Page 1 pected and uncontrolled sudden large movement of rudder causing severe change of ship's pre-set course. See J106. A rudder shall be considered over-balanced, when balanced portion exceed 30% in any actual load condition. Special rudder types, such as flap rudders, are subject to special consideration. C 00 Steering gears 01 For arrangement and details of steering gear see subsection J. D. Design Loads and Stress Analysis D 100 Rudder force and rudder torque, general 101 The rudder force upon which the rudder scantlings are to be based is to be determined from the following formula: F R = 0.044 k 1 k k 3 A V (kn) A k 1 k = area of rudder blade in m, including area of flap. = vertical projected area of nozzle rudder = coefficient depending on rudder profile type (see Fig. 3): Table D1 Rudder profile type - coefficient Profile type Ahead Astern NACA - Göttingen 1.1 0.8 Hollow profile 1) 1.35 0.9 Flatsided 1.1 0.9 Profile with «fish tail» 1.4 0.8 Rudder with flap 1.65 1.3 Nozzle rudder 1.9 1.5 1) Profile where the width somewhere along the length is 75% or less of the width of a flat side profile with same nose radius and a straight line tangent to after end = coefficient depending on rudder/nozzle arrangement = 1.0 in general = 0.8 for rudders which at no angle of helm work in the propeller slip stream = 1.15 for rudders behind a fixed propeller nozzle H A t k 3 = ------ + not to be taken greater than 4 H = mean height in m of the rudder area. Mean height and mean breadth B of rudder area to be calculated as shown in Fig. 4 A t = total area of rudder blade in m including area of flap and area of rudder post or rudder horn, if any, within the height H. V = maximum service speed (knots) with the ship on summer load waterline. When the speed is less than 10 knots, V is to be replaced by the expression: V + 0 V min = --------------- 3 For the astern condition the maximum astern speed is to be used, however, in no case less than: V astern = 0.5 V The maximum service speed corresponds to the maximum continuous rating (MCR) of the engine. In special ship types (such as tugs) the maximum output of the propelling machinery may exceed MCR by more than 15%. In such cases V is to be increased by the following percentage: Table D Percentage increase in MCR vs V Maximum engine output above normal (%) 15 0 5 30 35 40 V increase (%) 3 5 7 9 11 1 10 The rule rudder torque is to be calculated for both the ahead and astern condition according to the formula: M TR = F R x e (knm) = minimum 0.1 F R B F R = as given in 101 for ahead and astern conditions x e = B (α - k) (m) B = mean breadth of rudder area, see Fig. 4 α = 0.33 for ahead condition = 0.66 for astern condition A k = ------ F A A F = area in m of the portion of the rudder blade area situated ahead of the center line of the rudder stock A = rudder blade area as given in 101. For special rudder designs (such as flap rudders) direct calculations of rudder torque, supported by measurements on similar rudders, may be considered as basis for rudder torque estimation. Fig. 3 Rudder profiles D 00 Rudders with stepped contours 01 The total rudder force F R is to be calculated according to 101, with height and area taken for the whole rudder. 0 The pressure distribution over the rudder area may be determined by dividing the rudder into relevant rectangular or trapezoidal areas, see e.g. Fig. 5. The rule rudder torque may be determined by: n M TR = = number of parts n i = 1 ( F Ri x ei ) (knm) = minimum 0.1 F R x em

Pt.3 Ch.3 Sec. Page 13 i = integer F Ri = ----- F A R x ei = B i (α - k i ) n ( A x em = i B i ) --------------- A A i = partial area in m B i = mean breadth of part area, see Fig. 4 α = as given in 10 For parts of a rudder behind a fixed structure such as a rudder horn: α = 0.5 for ahead condition = 0.55 for astern condition k i = A i i = 1 A if -------- A i A if = rudder part area forward of rudder stock centre line, see Fig. 5 F R and A as given in 10. Fig. 4 Rudder dimensions D 300 Stress analysis 301 The rudder force and resulting rudder torque as given in 100 and 00, causes bending moments and shear forces in the rudder body, bending moments and torques in the rudder stock, supporting forces in pintle bearings and rudder stock bearings and bending moments, shear forces and torques in rudder horns and heel pieces. The bending moments, shear forces and torques as well as the reaction forces are to be determined by a direct calculation or by approximate simplified formulae as given in the following. For rudders supported by sole pieces or rudder horns these structures are to be included in the calculation model in order to account for the elastic support of the rudder body. Acceptable direct calculation methods are given in Classification Note No. 3.1 Strength Analysis of Rudder Arrangements. For rudder horns, see also E404. 30 Allowable stresses for the various strength members are given in subsections E to J. For evaluation of angular deflections, see B05 and G405. E. Sternframes and Rudder Horns E 100 General 101 Sternframes and rudder horns are to be effectively attached to the surrounding hull structures. In particular the stern bearing or vertical coupling flange for rudder axle is to be appropriately attached to the transom floor adjacent to the rudder stock. For semi-spade and spade rudder arrangements structural continuity in the transverse as well as the longitudinal direction is to be specially observed. 10 Cast steel sternframes and welded sternframes are to be strengthened by transverse webs. Castings are to be of simple design, and sudden changes of section are to be avoided. Where shell plating, floors or other structural parts are welded to the sternframe, there is to be a gradual thickness reduction towards the joint. Steel forgings and castings for sternframes, rudder horns and rudders are to be in accordance with the requirements in Pt. Ch. Sec.5 and Sec.7 for general applications. 103 Depending on casting facilities, larger cast steel propeller posts are to be made in two or more pieces. Sufficient strength is to be maintained at connections. The plates of welded propeller posts may be welded to a suitable steel bar at the after end of the propeller post. 104 Stresses determined by direct calculations as indicated in D300 are normally not to exceed the following values: Normal stress : σ = 80 f 1 (N/mm ) Shear stress : τ = 50 f 1 (N/mm ) Equivalent stress : σ e = 10 f 1 (N/mm ) σ e = σ 1 + σ σ 1 σ + 3τ E 00 Propeller posts 01 The boss thickness at the bore for the stern tube is not to be less than: t = 5 d p 60 (mm) Fig. 5 Rudder area distribution d p = rule diameter of propeller shaft in mm. 0 The scantlings of fabricated propeller posts are not to be

Pt.3 Ch.3 Sec. Page 14 less than: l, b and t are as shown in Fig. 6 Alt. I. Where the section adopted differs from the above, the section modulus about the longitudinal axis is not to be less than: 03 The scantlings of cast steel propeller posts are not to be less than: l, b, t 1 and t are as shown in Fig. 6 Alt. II. Where the section adopted differs from the above, the section modulus about the longitudinal axis is not to be less than: When calculating the section modulus, adjoining shell plates within a width equal to 53 L from the after end of the post may be included. Fig. 6 Propeller posts l = 53 L (mm) b = 37 L (mm) t.4 L = --------------- (mm) f 1 1.35L L Z W = ---------------------- (cm 3 ) f 1 l = 40 L (mm) b = 30 L (mm) 3 L t 1 = ---------- (mm) f 1 3.7 L t = --------------- (mm) f 1 1.3L L Z C = ------------------- (cm 3 ) f 1 E 300 Sole pieces 301 The sole piece is to be sloped in order to avoid pressure from keel blocks when docking. The sole piece is to extend at least two frame spaces forward of forward edge of the propeller boss. The cross section of this extended part may be gradually reduced to the cross section necessary for an efficient connection to the plate keel. 30 The section modulus requirement of the sole piece about a vertical axis abaft the forward edge of the propeller post is given by: 6.5F R l s Z 1 = --------------------- (cm 3 ) f 1 l s = distance in m from the centre line of the rudder stock to the section in question. l s is not to be taken less than half the free length of the sole piece. 303 The section modulus of the sole piece about a horizontal axis abaft the forward edge of the propeller post is in no place to be less than: 304 The sectional area of the sole piece is not to be less than: E 400 Rudder horns 401 The section modulus requirement of the rudder horn about a longitudinal axis is given by: M V l h = n i = 1 F Ri y ei A S Z Z 1 Z = ----- (cm 3 ) = 0.1F -------------- R (cm ) f 1 15M V l h = ------------------- (cm 3 ) y h f 1 = vertical distance in m from the middle of the horn pintle bearing to the section in question y h = vertical distance in m from the middle of the rule pintle bearing to the middle of the neck bearing F Ri = part of rudder force acting on the i-th part of the rudder area, see D0 y ei = vertical distance in m from the centroid of the i-th part of the rudder area to the middle of the neck bearing n = number of rudder parts For the straight part of the rudder horn the section modulus may be taken for the total sectional area of the horn. When the connection between the rudder horn and the hull structure is designed as a curved transition into the hull plating the section modulus requirement as given above is to be satisfied by the transverse web plates as follows: Z W n i = 1 b i 3 ti = ----------------------- 0.45Z 6000b max n = number of transverse webs b i = effective breadth in mm of web no. i. (including the flange thickness) t i = thickness in mm of web no. i b max =largest b i. Z, b i and b max are to be taken at a horizontal section 0.7 r above the point where the curved transition starts (r = radius of curved part, see Fig. 7). The formula for Z W is based on the material in web plates and shell plate being of the same strength.

Pt.3 Ch.3 Sec. Page 15 For a cast rudder horn any vertical extension of the side plating (see Fig. 8) may be included in the section modulus. 40 The rudder horn thickness requirement is given by: 110kF R e h t = ------------------------ (mm) f 1 A S k = 50 -------------------------------------------------------- 4000 1500( Z Z A ) e h = horizontal projected distance in m from the centre line of the horn pintle to the centroid of A S A S = area in cm in horizontal section enclosed by the horn. For a curved transition between horn plating and shell plating the thickness of the transition zone plate is not to be less than: 0.15( s 40) t c = -------------------------------- ------ Z (mm) r s = spacing between transverse webs in mm r = radius of curved transition in mm Z A = section modulus at section immediately below the transition zone Z = section modulus requirement in same section, as given in 401. 403 The vertical parts of the rudder horn participating in the strength against transverse shear are to have a total area in horizontal section given by: Z A A W = C 0.3F R -------------- (cm ) f 1 Fig. 7 Curved plate transition rudder horn/shell plating Fig. 8 Curved cast transition rudder horn/shell plating ( A + A C = H )A H 1 + ------------------------------- A at upper end of horn = 1.0 at lower end A H = area of horn in m. At intermediate sections A H should be taken for part of horn below section A = total area of rudder in m. In a curved transition zone the thickness of the transverse web plates is not to be less than: t r = 0.8 t c (mm) t c = thickness of curved plate In the transition zone the curved shell plate is to be welded to the web plates by full penetration weld or by a fillet weld with throat thickness not less than: t = 0.55 f 1 t r (mm) 404 A direct stress analysis of the rudder horn, if carried out, is to be based on a finite element method. For a curved transition to the hull structure the maximum allowable normal and equivalent stresses as given in 104, may in the curved plate be increased to: σ = 10 f 1 N/mm σ e = 180 f 1 N/mm A fine-mesh finite element calculation will be considered as an acceptable method. In the web plates the normal stresses should not exceed σ = 130 f 1 N/mm. 405 For a curved transition between the horn side plating and the shell plating, the side plate thicknesses given in 401 to 404 are to be extended to the upper tangent line of the curved part.

Pt.3 Ch.3 Sec. Page 16 The transverse web thicknesses are to be kept to the same level and are to be welded to the floors above. No notches, scallops or other openings are to be taken in the transition area. The alternative design is to carry the side plating of the rudder horn through the shell plate and connect it to longitudinal girders (see Fig. 9), or weld it to the shell plate in line with longitudinal girders. In the latter case the welds below and above the shell plate are to be full penetration welds, and the shell plate is to be specially checked for lamellar tearing. The transverse girders are to be connected to/supported by transverse floors. Floor plating welded to rudder horn web plates is to have a thickness not less than 75% of the web plate thickness. 406 The lower end of the rudder horn is to be covered by a horizontal plate with thickness not less than the side plating. In case cover plates are permanently welded to the side plating, it is recommended to arrange peep holes for inspection of securing of nuts and pintles. 103 Great care is to be taken in highly stressed connections such as: welds between rudder side plating and upper heavy part of rudder at stock coupling welds around cut-outs in semi-spade rudders and openings for demounting of cone coupling and pintles. 104 Welds between plates and heavy pieces (cast or very thick plating) are to be made as full penetration welds, preferably to cast or welded on ribs. Where back welding is impossible welding is to be performed against backing bar or equivalent. 105 Webs are to be connected to the side plates in accordance with Ch.1 Sec.1. Slot-welding is to be limited as far as possible. Horizontal slots in side plating in areas with large bending stresses are to be completely filled by welding. Normally, slots of length 75 mm and a breadth of t (where t = rudder plate thickness), with a distance of 15 mm between ends of slots, will be accepted. In areas where slots are required to be completely filled by welding, more narrow slots with inclined sides (minimum 15 to the vertical) and a minimum opening of 6 mm at bottom may be used. A continuous slot weld may, however, in such cases be more practical. 106 Plate edges at corners in cut-outs and openings in rudder side plating are to be ground smooth in those parts of the rudder where high stresses will occur. 107 Means for draining the rudder completely after pressure testing or possible leakages is to be provided. Drain plugs are to be fitted with efficient packing. 108 Internal surfaces are to be covered by a corrosion-resistant coating after pressure-testing and possible stress-relieving. 109 For testing of rudder, see K. F 00 Rudder plating 01 The thickness requirement of side, top and bottom plating is given by: t = 5.5 ------- k a s T 0.1F R + -------------- +.5 (mm) A f 1 Fig. 9 Shell plating connected to longitudinal girders in line with rudder horn sides k a = 1.171 0.5 s b -- maximum 1.0 F. Rudders F 100 General arrangement and details 101 Rudders are to be double plate type with internal vertical and horizontal web plates. The rudder body is to be stiffened by horizontal and vertical webs enabling it to act as a girder in bending. Single plate rudders may be applied to smaller vessels of special design and with service restrictions, see 500. 10 All rudder bearings are to be accessible for measuring of wear without lifting or unshipping the rudder. s b = the smaller of the distances between the horizontal or the vertical web plates in m = the larger of the distances between the horizontal or the vertical web plates in m. In no case the thickness is to be less than the minimum side plate thickness as given in Ch.1 Sec.7 C101 or Ch. Sec.6 C10. F 300 Rudder bending 301 Bending moments in the rudder are to be determined by direct calculations as indicated in D300. For some common rudder types the following approximate formulae may be applied:

Pt.3 Ch.3 Sec. Page 17 For balanced rudders with heel support: M max = 0.15 F R H (knm) For semi-spade rudders at the horn pintle: For spade rudders: A 1 = area in m of the rudder part below the cross-section in question h s = vertical distance in m from the centroid of the rudder area A 1 to the section in question. 30 The nominal bending stress distribution in the rudder may normally be determined on the basis of an effective section modulus to be estimated for side plating and web plates within 40% of the net length (cut-outs or openings deducted) of the rudder profile. The effective length is not to be taken greater than.5 d s (d s = rudder stock diameter at neck bearing) or the length of the flange coupling at the top of the rudder. Special attention to be paid to open flange couplings on the rudder. The external transverse brackets will normally have to be supplied with heavy flanges to obtain the necessary section modulus of the rudder immediately below the flange. As an alternative the bending stress distribution in the rudder may be determined by a finite element calculation. 303 Nominal bending stresses calculated as given in 301 and 30 are not to exceed: σ = 110 f 1 N/mm in general = 75 f 1 N/mm at sections in way of cut-outs (e.g. semispade rudders) in the rudder. In case of openings in side plate for access to cone coupling or pintle nut, σ = 90 f 1 to be applied when the corner radius is greater than 0.15 l ( l = length of opening), σ = 60 f 1 when the radius is smaller. F 400 Web plates 401 The thickness of vertical and horizontal webs is not to be less than 70% of the thickness requirement given in 00, in no case less than 8 mm. 40 The total web area requirement for the vertical webs is given by: P = M M max = A W F R A 1 h s ------------------ (knm) A = F R A 1 h ------------------ s (knm) A P ------- (cm ) 5f 1 0.6 ---- FR for balanced rudder H with heel support h h 1 = = ---- F for spade rudder or lower part of H R semi-spade rudder h 1 = height in m of the smaller of rudder parts below or above the cross-section in question h = height in m of the rudder part below the cross section in question. Shear stresses in web plates determined by direct stress calculations are not to exceed: τ = 50 f 1 (N/mm ) Equivalent stress is not to exceed: σ e = σ b + 3τ = 10 f 1 N/mm in rudder-blades without cut-outs = 100 f 1 N/mm in rudder-blades with cut-outs. F 500 Single plate rudders 501 Mainpiece diameter The mainpiece diameter is calculated according to G01. For spade rudders the lower third may taper down to 0.75 times stock diameter. When calculating the rudder force F R as given in D101 the factor k 1 may be taken equal to 1.0 in ahead condition. 50 Blade thickness The blade thickness is not to be less than: t b = 1.5 s V +.5 (mm) s = spacing of stiffening arms in metres, not to exceed 1 m V = speed in knots, see D101. 503 Arms The thickness of the arms is not to be less than the blade thickness: t a = t b The section modulus is not to be less than: Z a = 0.5 s C 1 V (cm 3 ) C 1 = horizontal distance from the aft edge of the rudder to the centre line of the rudder stock in metres. For higher tensile steels the material factor according to B100 is to be used correspondingly. F 600 Mounting of rudder 601 For rudder with continuous shaft it is to be checked that the rudder shaft has the right position in relation to the upper coupling, both longitudinally and transversely, when the lower tapered part of the rudder axle bears hard at the heel. The rudder shaft is to be securely fastened at the heel before the coupling bolts at the upper end are fitted. 60 Before final mounting of rudder pintles, the contact between conical surfaces of pintles and their housings is to be checked by marking with Prussian blue or by similar method. When mounting the pintles, care is to be taken to ensure that packings will not obstruct the contact between mating surfaces. The pintle and its nut are to be so secured that they cannot move relatively to each other. G. Rudder Stocks and Shafts G 100 General 101 Stresses determined by direct calculations as indicated in D300 are normally to give equivalent stress σ e not exceeding 118 f 1 N/mm and shear stress τ not exceeding 68 f 1 N/ mm. The equivalent stress for axles in combined bending and torsion may be taken as: σ e = σ + 3τ (N/mm ) σ = bending stress in N/mm τ = torsional stress in N/mm. 10 The requirements to diameters are applicable regardless of liner. Both ahead and astern conditions are to be considered. 103 A rudder stock cone coupling connection without hy-