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Timestamp: 2020-06-06 15:17:55
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Matched Legal Cases: ['art 5', 'art 5', 'art 5', 'art 5', 'art 5', 'art 5', 'art 5', 'art 5']

Dnvgl Ru Ship Pt5ch4 | Bending | Buckling
DNV Rule
SalvaSalva Dnvgl Ru Ship Pt5ch4 per dopo
Manual for Advanced Design
Local Buckling Analysis Based on DNV-OS-F101 2000
5 Izzuddin, Dowling
06CV33_June2012
1-s2.0-S0263823198000469-main
Crossbeam Calculations
Part 5 Ship types Chapter 4 Passenger ships
© DNV GL AS July 2019
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Part 5 Chapter 4 Changes - current
This document supersedes the July 2018 edition of DNVGL-RU-SHIP Pt.5 Ch.4.
Changes in this document are highlighted in red colour. However, if the changes involve a whole chapter, section or subsection, normally only the title will be in red colour.
Changes July 2019, entering into force 1 January 2020
Passenger vessel rule update
Sec.2 [1.2.2]
When global finite element analysis is required according to [1.2.1], the analysis shall also be used for the strength assessment of the pillars in order to account for both the loads arising from the global hull girder deflection and the local design deck loads. Otherwise, pillar yield- and buckling check according to Pt.3 Ch.6 Sec.6 [3] shall be carried out.
Sec.2 [4.2]
Reduction factor for pillar analysis, local loads, for multi-decks (more than 4), added.
Sec.2 [4]
- title changed to primary supporting members
- clarification of calculation scope for girders
- for compressive loads: how to calculate effective area
tension loads: FP when stress exceed 100 MPa. How to calculate effective weld area
Sec.2 [5.2]
Clarified that the requirement applies to nominal average stress level.
Sec.1 Table 2,
Changed from balcony railing to glass balustrades covering also balcony railings. Minimum requirements to glass type, thickness and securing arrangement.
Sec.1 [3],
Sec.1 [6.1.4],
Sec.1 [6.1.5],
In Sec.1 [3] Balustrades, outer- and inner balustrade has been defined to align the balcony door requirements with the new balustrades requirements.
Sec.2 [7.1]
The regulations for safe return to port are covered in the new class notation SRTP.
Rules for classification: Ships — DNVGL-RU-SHIP Pt.5 Ch.4. Edition July 2019 Passenger ships
Part 5 Chapter 4 Contents
2 Class notations
2.1 Ship type notations
2.2 Additional notations
4.1 Documentation requirements
5 Product certificates
5.1 Certification requirements
6.1 Survey and testing during newbuilding
Section 2 Hull
1.2 Calculation scope
2 Hull girder loads for direct strength analysis
2.1 Longitudinal strength analysis
2.2 Transverse strength analysis
3 Response combination for global- and local strength assessment
4 Primary supporting members
5.1 Global model
5.2 Hull girder yield criteria
5.3 Hull girder buckling
5.4 Local strength analysis
6 Fatigue strength
6.2 Structural details to be assessed using prescriptive analysis
6.3 Structural details to be assessed using finite element analysis with
rule loads
7 Glass structure
7.1 Glass superstructure side
7.2 Balcony doors
7.3 Glass balustrades
7.4 Fixed- and movable glass roofs
Section 3 Systems and equipment
1 Emergency source of electrical power and emergency installations
1.1 Electrical systems
Section 4 Stability
1.1 Intact stability
Part 5 Chapter 4 Section 1
This chapter contains ship type specific requirements for passenger vessels, supplementary to Pt.3 and Pt.4.
This chapter gives ship type specific rules for passenger ships covering:
— hull global- and local strength, including fatigue
— test requirements
— glass structure
— emergency source of electrical power and emergency installations
— intact stability.
1.3.1 This chapter applies to passenger ships with more than 12 persons.
See DNVGL-CG-0138 Direct strength analysis of hull structures in passenger ships for general ship type information, design concepts and a description of an acceptable rule assessment procedure.
1.3.2 For passenger vessels with class notation Ferry, Ch.3 shall be applied for the RO/RO spaces.
2.1.1 Vessels built in compliance with the requirement specified in Table 1 will be assigned the class
notations as follows:
Table 1 Ship type notations
Ship arranged for transport of more than 12 persons.
Sec.1 to Sec.4
Ship arranged for transport of more than 12 persons and arranged for carriage of vehicles on enclosed decks.
Sec.1 to Sec.4,
A Ch.3 for RO/RO spaces
Ship arranged for transport of more than 12 persons and arranged for carriage of vehicles on weather deck only.
B Ch.3 for RO/RO spaces
2.2.1 The following additional notations, as specified in Table 2, are typically applied to passenger ships with ship type notations according to Table 1:
Table 2 Additional notations
Vessels designed for enhanced comfort by improving noise and vibration and indoor climate.
Pt.6 Ch.8 Sec.1
Ship meets specified vibrations level criteria measured at pre-defined positions for machinery, components, equipment and structure.
Pt.6 Ch.8 Sec.2
Covers the scope of the SOLAS regulations for safe return to port and orderly evacuation and abandonment (SOLAS II-1/Reg.8-1.2, II-2/21 and
Pt.6 Ch.2 Sec.11
Mandatory for passenger ships to which SOLAS II-1/Reg.8-1.2, II-2/21 and 22 applies
Battery used as main or additional source of power
Pt.6 Ch.2 Sec.1
Gas fuelled engine installations
Pt.6 Ch.2
Ships planned for, and partly prepared for, later conversion to liquefied natural gas fuel
Pt.6 Ch.2 Sec.8
Increased availability of propulsion and steering
Pt.6 Ch.2 Sec.7
Pt.6 Ch.5 Sec.4
Pt.6 Ch.2 Sec.3
Documentation of hazardous materials used on board
Pt.6 Ch.7 Sec.4
Glass barrier supported by stanchions on exposed decks for protection of crew and passengers.
Outer balustrade
Balustrades on the outer periphery of the exposed deck.
Inner balustrade
Balustrades on the inner periphery of the exposed deck.
4.1.1 General General requirements for documentation, including definition of the info codes, see DNVGL-CG-0550 Sec.6 and DNVGL-CG-0550 Sec.5.
Table 4 Documentation requirements
H081 - Global strength analysis
When required by Sec.2 [1.2].
Ship hull structure
H085 - Fatigue analysis
H050 - Structural drawing
Connections between door frames and bulkheads.
H080 - Strength analysis
Z261 - Test report
Prefabricated balconies, see [6.1.2].
Balcony doors, see [6.1.3].
Impact test, see [6.1.4].
Balustrades, see [6.1.5].
Glass walls, see [6.1.6].
Shall be submitted prior to detail design plans.
Z070 - Failure mode description
Not required for ships built to the safe return to port regulations.
See also IACS UR M69.
Products shall be certified as required by Table 5.
Table 5 Certification requirements
Cargo securing devices, fixed
DNVGL-CP-0068
Cargo securing devices, portable
If certified by the Society, DNVGL-CP-0068, shall be applied.
For general certification requirements, see DNVGL-CG-0550 Sec.4.
For a definition of the certification types, see DNVGL-CG-0550 Sec.3.
Survey and testing requirements are given in Pt.2.
6.1.2 Prefabricated balcony module
Prefabricated balcony modules shall be structurally tested with a test load of 0.25 t/m 2 . No visual damage or permanent deflections upon removal of the test load shall occur. A test report (TR), as defined in Pt.1 Ch.1 Sec.4 [2.1.1], signed by the manufacturer, shall be submitted to the Society.
6.1.3 Balcony doors
Strength test of balcony doors shall be carried out in accordance with the following procedure:
The balcony door together with its frame shall be supported the same way as on board the ship.
The testing pressure is equal to the design rule pressure and shall be applied uniformly over the entire
area of the door as far as this is practicable. The load shall remain for at least five (5) minutes.
The test will be successful if no visible damage or permanent deformation to the door and its frame
occurs. A test report shall be provided to the society.
6.1.4 Impact test An impact test according to EN 12600, or equivalent, shall be carried out with a drop height not less than 1.2 m and repeated minimum three (3) times. The following test criteria shall be fulfilled:
— For monolithic glass, the glass shall not break and no cracks shall form.
— For laminated glass, the glass may break but shall remain in its frame as one piece.
6.1.5 Balustrades Outer glass balustrades below 1.7C w m above WL at scantling draught shall be subject to a strength test. The balustrade glass pane for testing shall be supported with an similar arrangement as the actual arrangement onboard the vessel. The test pressure shall be 1.1xP bal , as defined in Sec.2 [7.3.2]. The test is considered successful if no visible damage occurs to the glass or its supporting arrangements. A TR shall be submitted to the Society.
6.1.6 Glass superstructure side
For glass side walls which extend between decks, an impact test shall be carried out as per EN 12600
pendulum test, according to [6.1.4]. A TR shall be submitted to the Society. If the glass wall consists of several elements, the elements within one meter from the lowest deck need to be tested. For glass elements that are not supported along all four edges, a strength test shall be carried out. The glass pane for testing shall be supported with an similar arrangement as the actual arrangement on board the vessel. The test pressure shall be the actual design pressure P d as defined in Sec.2 [7.1]. The test pressure shall be achieved gradually within 30 seconds and reduced to zero within 30 seconds. A minimum of three (3) load cycles shall be done. After the load cycles, it shall be kept constant for five (5) minutes (see Figure 1). The test will be considered successful if no visible damage occurs to the glass or its supporting arrangements. A TR shall be submitted to the Society.
Figure 1 Load cycles for testing of side wall glass pane
Part 5 Chapter 4 Section 2
Passenger ships often have multiple decks and long superstructures with many openings. The side and end bulkheads of the superstructure shall be effectively supported. Adequate transition arrangements shall be fitted at the ends of effective continuous longitudinal strength members in the deck and bottom structures.
1.2.1 Global finite element analysis
For passenger ships, the superstructure is normally contributing to the longitudinal strength. In order to determine the effectiveness of the superstructure and the normal- and shear stress distribution for longitudinal and transverse strength of the vessel, direct strength calculations using global finite element analysis will be required on a case-by-case evaluation depending on:
— the novelty of the design
— the arrangement and continuity of the primary longitudinal shear members, i.e. ship side and longitudinal bulkheads
— the continuity and arrangement of the transverse bulkheads above the bulkhead deck
— the arrangement of pillars and other deck supporting structure.
The global direct strength model, when required, shall also be used for the strength assessment of the pillars in order to account for both the loads arising from the global hull girder deflection and the local design deck loads.
1.2.2 Pillar analysis
When global finite element analysis is required according to [1.2.1], the analysis shall also be used for the strength assessment of the pillars in order to account for both the loads arising from the global hull girder deflection and the local design deck loads. Otherwise, pillar yield and buckling check according to Pt.3 Ch.6 Sec.6 [3] shall be carried out.
1.2.3 Local finite element analysis for peak stress and fatigue assessment
To obtain a stress distribution in structural elements with discontinuities or geometrical irregularities, e.g. recesses for doors and windows, knuckles, etc., and to evaluate local peak stress and fatigue stress range, local models with fine mesh are required. Local structural strength analysis as given in Pt.3 Ch.7 Sec.4 applies to evaluate local peak stresses. The fatigue scope is defined in [6].
The required fine mesh analysis and the selection of critical locations will depend on the arrangement of the ship and the level of the global stresses.
1.2.4 Bow impact
For unconventional ship designs with extreme flare angle and where decks in the fore ship have large openings and steps, and with limited continuous longitudinal structure, a direct bow impact analysis may be required, to verify the overall strength of the bow structure.
For bow impact direct analysis, see Pt.3 Ch.10 Sec.1 [3.3.5], for design loads and acceptance criteria.
1.2.5 Docking
For large passenger ships that may have large docking weight, special strength calculation of the bottom structure in way of the docking blocks may be required. See Pt.3 Ch.3 Sec.5 [3.4] regarding requirements for docking.
Acceptance criteria for direct docking analysis based on beam- or finite element (FE) analysis, to be taken according to:
— Beam analysis: Pt.3 Ch.6 Sec.6 [2.2], AC-I.
— FE analysis: Pt.3 Ch.7 Sec.3 Table 1, AC-I.
1.2.6 Wheel loading
Decks exposed to trolleys used in the handling of luggage shall satisfy the requirements given in Pt.3 Ch.10 Sec.5. The trolleys shall be regarded as cargo handling vehicles in harbour condition.
If one stiffener is subject to more than one load area, a direct strength analysis shall be used to determine the required section modulus.
For passenger vessels the hull girder stresses in finite element analysis may normally be determined by consideration of the most severe combinations of static and dynamic vertical hull girder bending moments and shear forces, corresponding to design load scenario 2 in Pt.3 Ch.4 Sec.7 Table 1.
For special design where the torsional response is considered critical, oblique sea conditions will be required.
2.1.1 Load application
Acceptable methods for load application are described in DNVGL-CG-0138 Direct strength analysis of hull structures in passenger ships.
The applied loads on the FE model should be controlled against the achieved still water- and wave bending moment and shear force curves to ensure agreement with the rule required bending moment and shear force distributions. However, when direct dynamic load application method is applied, the calculated wave bending moment and shear force curves outside 0.4 L amidship are accepted.
2.2.1 Static loads for transverse strength analysis
Deck loads shall be applied as pressure loads to all decks above the bulkhead deck or life boat embarkation deck such that the sum of the ships steel weight and deck loads equal the displacement at the considered loading condition.
2.2.2 Direct dynamic loads
The design wave load cases which shall be used to evaluate the transverse strength of the ship structure are the beam sea load cases, heeling both sides, which maximizes the transverse acceleration at upper deck level. The load case shall be established using a recognized wave load software.
Alternatively, rule envelope acceleration, a y-env , according to Pt.3 Ch.4 Sec.3 [3.3.2] at upper deck level, may be applied as target value to establish the dynamic load case for racking analysis.
2.2.3 Rule dynamic loads
For ship designs with evenly distributed transverse bulkheads below bulkhead deck and the lower structure can be considered stiff with respect to transverse displacement, the rule transverse envelope acceleration can be applied directly on all decks above bulkhead deck.
The principle of stress superposition shall be applied, when required in accordance with [2.1.1], to combine the stresses from individual load cases to obtain the total stress response of a complete load case. Where applied loads for individual load cases defer from rule requirements, the stresses for these load cases shall be corrected before they are superimposed to check yield and buckling requirements.
4.1 Girders
4.1.1 Load combination
For PSM grillage analysis global and local loads shall be combined according to relevant design load sets given in Pt.3 Ch.6 Sec.2 Table 2.
4.1.2 Beam analysis of internal decks
With reference to Pt.3 Ch.6 Sec.2 Table 2 and Ch.3 Sec.2 [3.3.3], the P dl-d may be based on envelope acceleration according to Pt.3 Ch.4 Sec.3 [3.3] in combination with maximum hull girder vertical bending moments for the relevant design load sets.
4.2 Pillars
4.2.1 Reduced pillar load for buckling assessment
With reference to [1.2.2], when it is considered un-realistic to achieve full deck design load on all decks simultaneously, the buckling check of multiple deck supporting pillars may be based on a pillar load reduction factor, K p-f , defined as:
K p-f = 0.9 n
n = number of deck supported by the actual pillar in a vertical pillar row, minimum 4.
4.2.2 Below deck connection under compressive loads
Smooth transmission of forces between pillars above and below deck shall be provided. The stress in the effective contact area shall not exceed the yield stress of the material under the pillar loads. The effective contact area shall be calculated according to Figure 1, unless direct calculations are carried out.
Figure 1 Effective contact area in compression for pillars landing on PSM
4.2.3 Below deck connection under tension loads For pillars under tension loads, the average stress based on the effective weld contact area shall not exceed the values given in Pt.3 Ch.6 Sec.6 [3.2]. Full penetration welding shall be used for connections of local elements when the stress in effective weld area exceeds 100 MPa. Effective weld contact area for pillars on girders shall be calculated according to Figure 2, unless direct calculations are carried out.
When full penetration weld is used, t leg1 can be substituted by t 1 .
Figure 2 Effective contact area in tension
For model extent, mesh arrangement, model idealisation and boundary conditions, see DNVGL-CG-0138
Boundary conditons for transverse strength assessment
If the transverse strength analysis is based on dynamic loadcase established using a wave load software as described in [2.2.2], standard boundary conditions as specified in Pt.3 Ch.7 Sec.2 [2] should be applied.
If the transverse strength analysis is based on the dynamic loads as described in [2.2.3], the global model may be fixed in all freedoms of translation at bulkhead deck.
The nominal average stresses in plating of all effective hull girder structural members shall not exceed the permissible values as given in Table 1.
Table 1 Permissible stresses for global finite element analysis
Permissible axial and principal stress
Permissible von
110/k
When hull girder buckling check is performed according to Pt.3 Ch.8 Sec.3, reduced effectiveness shall be assumed for the longitudinal structure where elastic buckling of plates occurs, see DNVGL-CG-0128 Sec.2 [2.2] Buckling. This may require the use of anisotropic material properties, see DNVGL-CG-0128 App.A [1.6] Buckling. Alternative ways of modelling the elastic buckling of thin plated structural members may be considered.
5.4.1 Control of peak stresses
In order to control the plastic deformation in corners of deck, bulkhead and wall openings, the peak stresses shall be calculated with the use of fine mesh local models. Peak stresses shall be calculated based on the loads described in [2].
See Pt.3 Ch.7 Sec.4 [4.2] for the maximum acceptable stress criteria for peak stresses. The average equivalent stress within an area defined by a circle with radius 1.5R centered at the location of the highest peak stress element, shall not exceed R eH for AC-II, see Figure 3. R is the radius of the corner/opening.
Figure 3 Defined area for average equivalent stress calculation
5.4.2 Shear stress control To calculate shear stresses in areas with door and window openings or cut-outs, e.g. due to ventilation, piping cable ducts, in longitudinal bulkheads and side and vertical walls, local models with fine mesh shall be made.
See Pt.3 Ch.7 Sec.4 [4.2] for acceptable stress criteria for peak stresses.
For detailed description of the fatigue requirements to main class and fatigue assessment procedure, see Pt.3 Ch.9 and DNVGL-CG-0129 Fatigue assessment of ship structures, respectively. This subsection describes the scope. A prescriptive fatigue assessment procedure for passenger vessel is defined in DNVGL-CG-0138 Direct strength analysis of hull structures in passenger ships.
End connections of longitudinal stiffeners in the outer shell below the freeboard deck shall be assessed according to Pt.3 Ch.9, for ships with L > 150 m. Relative deflections and double hull bending can be ignored.
6.3 Structural details to be assessed using finite element analysis with rule
For vessels, for which direct hull girder strength calculation is required according to [1.2.1], the following areas shall be assessed according to DNVGL-CG-0129 Fatigue assessment of ship structures, based on local FE models for free plate edges and hot spot models for welded details: for free plate edges and hot spot models for welded details:
— corner details of door and window openings in longitudinal bulkheads and side walls
— corners of large deck openings
— corners of openings in side shell
— critical details for racking response, described in Ch.3 Sec.2 [8.3], for combined passenger and RO/RO vessels, i.e. Ferry class notation, with multiple decks and limited extent of transverse bulkheads above bulkhead deck. Loads and methods shall be applied according to Ch.3.
Number of details and possible fatigue assessment requirements to other details will be determined on a case-by-case basis, depending on the nominal stress level from the global FE analysis.
Glass walls which extend between decks shall satisfy the following requirements:
The thickness of the glass pane shall be calculated based on a design pressure, P d , according to Pt.3 Ch.12 Sec.6 [4] as for windows. Glass panes shall be made from toughened safety glass. The glass pane shall be supported along all its four sides. Other supporting arrangements may be accepted provided testing according to Sec.1 [6.1.6] 2) is done.
Hand-railing shall be provided. Alternatively, laminated glass panes shall be used.
The design of the door glass pane and its supporting frame shall be capable of withstanding the design pressure according to Pt.3 Ch.4 Sec.5 [3.3] or Pt.3 Ch.4 Sec.5 [3.4], as applicable. To verify the adequacy of the design, a strength test shall be carried out according to Sec.1 [6.1.3].
Thickness of the door glass pane shall be calculated according to Pt.3 Ch.12 Sec.6 [4].
The minimum glass thickness for doors is 6 mm for doors located:
at 4 th tier and above
from 1.7 C w m above WL at scantling draught
For doors located at lowest weather deck, i.e. first exposed deck above continuous ship side, the minimum thickness is 10 mm.
For other locations the minimum glass thickness for the doors is 8 mm.
C w is defined in Pt.3 Ch.1 Sec.4 [2.3].
7.3.1 General Glass balustrades, including balcony railing, in lieu of bulwark or guard rails, see Pt.3 Ch.11 Sec.3, may be accepted on exposed decks above ICLL position 2, except on mooring deck and in way of lifeboats and life rafts.
Upon acceptance from flag, glass balustrades may be accepted case by case for ICLL position 2
7.3.2 Design pressure
With reference to Pt.3 Ch.4 Sec.5, design pressure, P bal , shall be taken as max (P w , P SI ) for outer balustrades
at lowest weather deck, i.e. first exposed deck above continuous ship side, normally the lifeboat deck.
For higher exposed decks, minimum pressure for outer balustrades shall be taken as:
Below 1.7C w m above WL at scantling draught, P bal = 5 kN/m 2 .
Higher exposed decks, P bal = 2.5kN/m 2 .
7.3.3 Minimum requirements
Minimum glass type, thickness and supporting arrangement to comply with the following:
Minimum thickness of 6.0 mm.
Top rail required, with a minimum section modulus of 17 cm 3*) .
Stanchions shall be fitted, not more than 1.5 m apart, with minimum section modulus of 20 cm 3*) .
Minimum thickness for each glass pane equal to 4 mm.
Stanchions shall be fitted with a distance of 1.5 m apart in general, with minimum section modulus of 20
cm 3*) . Larger distances may be accepted provided that top rail and minimum two glass panels are fitted,
and the section modulus, Z, in cm
, of top rail and stanchions fulfills the following:
l = distance between stanchion in m
*) Based on steel. For other metalic materials, equivalent section modulus to be calculated.
For alternative designs, deviations from above minimum requirements may be accepted upon testing according to Sec.1 [6.1.5].
The glass panes shall be supported at minimum two opposite sides by metallic mounting frames. If not self- supporting, the frames shall be structurally connected as required in Pt.3 Ch.12 Sec.6 [5.1].
In public areas, laminated glass panes are required.
7.3.4 Strength
When glass pane is supported along all four edges, the thickness of the glass pane shall be calculated according to Pt.3 Ch.12 Sec.6 [4] as applicable to windows with a pressure P equal to 0.5P bal . When the glass is continuously supported along two opposite sides, the same formula applies with β equal to 0.75.
In case of alternative securing arrangement, outer balustrades below 1.7C w m above WL at scantling draught, glass thickness and strength of the supporting structure shall be proven by testing according to Sec.1 [6.1.5].
7.3.5 Stanchions
For outer balustrades below 1.7C w above WL at scantling draught, strength of the glass supporting structure shall be calculated based on Pt.3 Ch.6 Sec.6 [2] for AC-II based on P bal .
7.3.6 Testing
An impact test of the balustrade shall be carried out according to Sec.1 [6.1.4].
7.4.1 Design loads
The minimum forces acting on the glass roof and the supporting structure shall normally be taken as:
The pressure P dl , in kN/m 2 , due to this distributed load for the static plus dynamic (S+D) design load scenario shall be derived for each dynamic load case and shall be taken as:
P dl-s
P dl-d
= static pressure, in kN/m 2 , due to the distributed load, shall be defined by the designer. Minimum
0.15 t/m
+ self weight of glass roof
= dynamic pressure, in kN/m 2 , due to the distributed load, in kN/m 2 ,
shall be taken as:
= as defined in Pt.3 Ch.4 Sec.4
Z = vertical envelope acceleration, in m/s 2 , at the centre of gravity of the distributed load, for the considered load case, shall be obtained according to Pt.3 Ch.4 Sec.3 [3.3]
= horizontal projected area of the glass roof in m 2 .
P dl A H
Transverse force on side walls in kN:
= side pressure taken from Pt.3 Ch.4 Sec.5 [3.3]
= transverse projected area of the glass roof in m 2 .
P SI A T
Loads for horizontal stoppers in kN:
Combine P VC with P T
= P dl g 0 A v = vertical projected area of the glass roof in m 2 .
7.4.2 Operational limitations
If the roof is intended to be operated in at wind speeds exceeding 15 m/s, additional direct calculations may be required.
The restriction shall be stated in the operation manual for the vessel.
7.4.3 Stoppers and locking devices The stoppers and locking devices shall be provided such that in the event of failure of the hydraulic system, the roof will remain in open or closed position, respectively.
Part 5 Chapter 4 Section 3
Passenger vessels shall have an electrical installation complying with the requirements in Pt.4 Ch.8 with the clarifications and additions given in this section.
1.1.2 Fire zones
Electrical distribution systems shall be so arranged that fire in any main vertical zone, as defined in Pt.4 Ch.11, will not interfere with services essential for safety in any other such zone. This requirement will be met if main and emergency feeders passing through any such zone are separated both vertically and horizontally as widely as is practicable.
1.1.3 Emergency generator
Where the emergency source of electrical power is a generator, it shall be started automatically.
The emergency power supply system shall have capacity to supply the services listed in Pt.4 Ch.8 Sec.2 Table 1 for a period of 36 hours.
1.1.4 Additional emergency consumers
In addition to the services stated in Pt.4 Ch.8 Sec.2 Table 1, the following services shall be supplied by the emergency power supply system:
For a period of 36 hours:
— emergency lighting in alleyways, stairways and exits giving access to the muster and embarkation stations, as required by SOLAS regulation III/11.5
— the public address system or other effective means of communication which is provided throughout the accommodation, public and service spaces
— the means of communication which is provided between the navigating bridge and the main fire control station
— the fire door holding and release system
— the automatic sprinkler pump, if any
— the emergency bilge pump, and all the equipment essential for the operation of electrically powered remote controlled bilge valves.
For a period of half an hour:
the emergency arrangements to bring the lift cars to deck level for the escape of persons. The passenger lift cars may be brought to deck level sequentially in an emergency.
Transitional source of emergency power
In addition to the services stated in Pt.4 Ch.8 Sec.2 Table 1, the following services shall be supplied by transitional source of power for a period of half an hour:
emergency lighting in alleyways, stairways and exits giving access to the muster and embarkation
stations, as required by SOLAS regulation III/11.5 the fire door holding and release system.
Passenger ships shall be provided with lighting systems as required by Pt.4 Ch.8. In addition, low-location lighting and supplementary lighting shall be installed as follows:
1.2.2 Low-location lighting
Passenger ships shall be provided with low-location lighting (LLL) complying with IMO Res. A.752(18).
1.2.3 Supplementary lighting general
In passenger ships, supplementary lighting shall be provided in all cabins to clearly indicate the exit so that occupants will be able to find their way to the door. Such lighting, which may be connected to an emergency source of power or have a self-contained source of electrical power in each cabin, shall automatically illuminate when power to the normal cabin lighting is lost and remain on for a minimum of 30 min. (SOLAS Ch. II-1/41.6).
1.2.4 Supplementary lighting passenger RO/RO vessels
For RO-RO passenger ships SOLAS regulation II-1/42-1, in addition to the emergency lighting required by SOLAS regulation II-1/42.2, on every passenger ship with ro-ro cargo spaces or special category spaces as defined in SOLAS regulation II-2/3:
All passenger public spaces and alleyways shall be provided with supplementary electric lighting that
can operate for at least three hours when all other sources of electric power have failed and under any condition of heel. The illumination provided shall be such that the approach to the means of escape can be readily seen. The source of power for the supplementary lighting shall consist of accumulator batteries located within the lighting units that are continuously charged, where practicable, from the emergency switchboard. Alternatively, any other means of lighting which is at least as effective may be accepted by the Administration. The supplementary lighting shall be such that any failure of the lamp will be immediately apparent. Any accumulator battery provided shall be replaced at intervals having regard to the specified service life in the ambient conditions that they are subject to in service, and A portable rechargeable battery operated lamp shall be provided in every crew space alleyway, recreational space and every working space which is normally occupied unless supplementary emergency lighting, as required by sub paragraph.1, is provided.
Part 5 Chapter 4 Section 4
1.1.1 Intact stability criteria
Passenger ships shall comply with Pt.3 Ch.15 with the supplementing requirements as given in IMO 2008 Intact Stability Code (IMO Res. MSC.267(85)) Part A Ch. 3.1.1 and 3.1.2.
1.1.2 Loading conditions
Compliance with the stability requirements shall be documented for the standard loading conditions given in IMO 2008 Intact Stability Code (IMO Res. MSC.267(85)) Part B Ch. 3.4.1.1.
Part 5 Chapter 4 Changes – historic
Changes July 2018, entering into force 1 January 2019
Dynamic load application clarification and hull girder wave bending moment UR S11
Sec.2 [2.1.1]
With the clarification of the two different dynamic load application methods, i.e rule based and direct in DNVGL- CG-0138, it is underlined that when "direct" load application method is applied, the calculated values outside 0.4L will be accepted for bending moment and shear force.
Sec.2 [1.2.1]
More detailed explanation for when a global finite element analysis (FEA) is required. Clarified structural triggers including transverse strength.
Sec.2 [1.2.3]
The content of this subsection has been transferred to Sec.2
[1.2.1].
FEA scaling factor to ensure target values for hull girder bending moment and shear force
Sec.2 [3]
chapter related to response combination for global- and local
strength assessment has been added, stating that component stresses from the different load cases mut be corrected prior to superimposition for yield- and buckling check. In the DNVGL- CG-0138 the subchapter for "correction factors" has been modified, explaining the differences between scaling of sections that remains plane (linear scaling) and sections that does not remain plane, for which the latter will require an appropriate method.
Elastic buckling of hull girder members
Sec.2 [5.3]
separate subchapter related to hull girder buckling has
been added, pointing out that reduced effectiveness must be accounted for when elastic buckling occurs for hull girder members.
Allowable extent of peak stress criteria, i.e yield exceedence
Sec.2 [5.4.1]
To limit the extent of extensive yielding in way of corners of openings, an area and 1.5R x 1.5R has been defined for which the average equivalent stress shall not exceed yield stress.
Testing of balcony railing of glass
Sec.1 [5.1.4]
Clarified test requirements according to EN 12600.
Changes January 2018, entering into force 1 July 2018.
Clarifications of Global FE procedure with respect to racking
Sec.2 [2.2.2]
The dynamic load cases for racking, ultimate limit state (ULS), has been updated, no longer referring to the beam sea roll (BSR) equivalent design wave (EDW).
The new dynamic racking load cases shall either be based on hydrodynamic analysis to establish the racking design specific EDW targeting max transverse acceleration at top deck, or as an alternative and simplification use a y-env as target value for the hydrodynamic analysis.
Sec.2 [2.2.3]
For designs with evenly distributed racking constraining structure, a y-env may be applied directly on all decks above bulkhead deck, without any hydrodynamic analysis.
Sec.2 [4.1]
Sec.2 [4.1.2] describes the boundary conditions for transverse strength assessment when the loads are either based on direct dynamic loads (Sec.2 [2.2.2]) or rule a y-env accelerations (Sec.2 [2.2.3]).
Balcony door and supporting frames
Sec.2 [6.2]
Design pressure for which the balcony door and its supporting frames shall withstand is defined, together with test requirements.
Amendments July 2017
• Sec.3 Systems and equipment
— Sec.3 [1.1.3]: Paragraph has been deleted.
— Sec.3 [1]: All paragraphs except paragraph 1.3.9 have been deleted.
— Sec.3 [1]: New paragraph 1.1.5 has been added.
Main changes January 2017, entering into force July 2017
• Sec.1 General
— Sec.1 [5.1.4]: Test requirements for glass side walls consiting of more than one element and glass side walls not supported on all four edges have been specified.
• Sec.2 Hull
— Sec.2 [6.1]: Acceptance of glass side walls not supported on all four sides has been implemented.
Main changes January 2016, entering into force as from date of publication
— [1.2.3] and [2.2]: Scope and load combinations for global FE transverse strength analysis is clarified
— [6.3]: More detailed requirements to balcony railings included
The rules enter into force 1 January 2016.
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