DNV-RU-SHIP Pt.5 Ch.4 Passenger ships

RULES FOR CLASSIFICATION

Ships

Edition July 2021

Part 5 Ship types

Chapter 4 Passenger ships

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FOREWORD

DNV rules for classification contain procedural and technical requirements related to obtaining andretaining a class certificate. The rules represent all requirements adopted by the Society as basisfor classification.

© DNV AS July 2021

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CHANGES – CURRENT

This document supersedes the July 2020 edition of DNVGL-RU-SHIP Pt.5 Ch.4.The numbering and/or title of items containing changes is highlighted in red.

Changes July 2021, entering info force 1 January 2022

Topic Reference Description

Rebranding to DNV All This document has been revised due to the rebranding of DNVGL to DNV. The following have been updated: the companyname, material and certificate designations, and references toother documents in the DNV portfolio. Some of the documentsreferred to may not yet have been rebranded. If so, please seethe relevant DNV GL document. No technical content has beenchanged.

Editorial correctionsIn addition to the above stated changes, editorial corrections may have been made.

Part 5 Chapter 4 Changes - current

Rules for classification: Ships — DNV-RU-SHIP Pt.5 Ch.4. Edition July 2021 Passenger ships

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CONTENTS

Changes – current.................................................................................................. 3

Section 1 General....................................................................................................61 Introduction.........................................................................................61.1 Objective......................................................................................... 61.2 Scope..............................................................................................61.3 Application....................................................................................... 6

2 Class notations.................................................................................... 62.1 Ship type notations.......................................................................... 62.2 Additional notations.......................................................................... 7

3 Definitions........................................................................................... 73.1 Terms..............................................................................................7

4 Documentation.....................................................................................84.1 Documentation requirements............................................................. 8

5 Compliance documents........................................................................ 95.1 Required compliance documentation................................................... 9

6 Testing.................................................................................................96.1 Survey and testing during newbuilding................................................9

Section 2 Hull........................................................................................................111 General.............................................................................................. 111.1 Arrangement.................................................................................. 111.2 Calculation scope............................................................................ 11

2 Hull girder loads for direct strength analysis.....................................122.1 Longitudinal strength analysis.......................................................... 122.2 Transverse strength analysis............................................................ 12

3 Response combination for global- and local strength assessment......133.1 General..........................................................................................13

4 Primary supporting members............................................................ 134.1 Girders.......................................................................................... 134.2 Pillars............................................................................................ 13

5 Finite element analysis......................................................................155.1 Global model..................................................................................155.2 Hull girder yield criteria...................................................................155.3 Hull girder buckling.........................................................................155.4 Local strength analysis.................................................................... 15

6 Fatigue strength................................................................................ 16

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6.1 General..........................................................................................166.2 Structural details to be assessed using prescriptive analysis................. 166.3 Structural details to be assessed using finite element analysis withrule loads............................................................................................17

7 Glass structure.................................................................................. 177.1 Glass superstructure side.................................................................177.2 Balcony doors.................................................................................177.3 Glass balustrades............................................................................177.4 Fixed- and movable glass roofs........................................................ 19

Section 3 Systems and equipment........................................................................ 211 Emergency source of electrical power and emergencyinstallations.......................................................................................... 211.1 Electrical systems........................................................................... 211.2 Lighting......................................................................................... 22

Section 4 Stability................................................................................................. 231 Stability............................................................................................. 231.1 Intact stability................................................................................ 23

Changes – historic................................................................................................24

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SECTION 1 GENERAL

1 Introduction

1.1 ObjectiveThis chapter contains ship type specific requirements for passenger vessels, supplementary to Pt.3 and Pt.4.

1.2 ScopeThis 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 Application

1.3.1 This chapter applies to passenger ships with more than 12 persons.See DNV-CG-0138 Direct strength analysis of hull structures in passenger ships for general ship typeinformation, 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 Class notations

2.1 Ship type notations

2.1.1 Vessels built in compliance with the requirement specified in Table 1 will be assigned the classnotations as follows:

Table 1 Ship type notations

Class notation Description QualifierDesign

requirements,rule references

Passenger ship Ship arranged for transport of more than 12 persons. <none> Sec.1 to Sec.4

Ship arranged for transport of more than 12 personsand arranged for carriage of vehicles on encloseddecks.

ASec.1 to Sec.4,Ch.3 for RO/ROspaces

FerryShip arranged for transport of more than 12 personsand arranged for carriage of vehicles on weather deckonly.

BSec.1 to Sec.4,Ch.3 for RO/ROspaces

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2.2 Additional notations

2.2.1 The following additional notations, as specified in Table 2, are typically applied to passenger ships withship type notations according to Table 1:

Table 2 Additional notations

Class notation Description Rule reference

COMF Vessels designed for enhanced comfort by improving noise and vibrationand indoor climate. Pt.6 Ch.8 Sec.1

VIBR Ship meets specified vibrations level criteria measured at pre-definedpositions for machinery, components, equipment and structure. Pt.6 Ch.8 Sec.2

SRTP

Covers the scope of the SOLAS regulations for safe return to port andorderly evacuation and abandonment (SOLAS II-1/Reg.8-1.2, II-2/21 and22)Mandatory for passenger ships to which SOLAS II-1/Reg.8-1.2, II-2/21and 22 applies

Pt.6 Ch.2 Sec.11

Battery Battery used as main or additional source of power Pt.6 Ch.2 Sec.1

Gas fuelled Gas fuelled engine installations Pt.6 Ch.2

Gas ready Ships planned for, and partly prepared for, later conversion to liquefiednatural gas fuel Pt.6 Ch.2 Sec.8

RP Increased availability of propulsion and steering Pt.6 Ch.2 Sec.7

F Additional fire protection Pt.6 Ch.5 Sec.4

FC Fuel cell installations Pt.6 Ch.2 Sec.3

Recyclable Documentation of hazardous materials used on board Pt.6 Ch.7 Sec.4

3 Definitions

3.1 TermsTable 3 Definitions

Terms Definition

Balustrade Glass barrier supported by stanchions on exposed decks for protection ofcrew and passengers.

Outer balustrade Balustrades on the outer periphery of the exposed deck.

Inner balustrade Balustrades on the inner periphery of the exposed deck.



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4 Documentation

4.1 Documentation requirements4.1.1 GeneralGeneral requirements for documentation, including definition of the info codes, see DNV-CG-0550 Sec.6 andDNV-CG-0550 Sec.5.

Table 4 Documentation requirements

Object Documentation type Additional description Info

H081 - Global strengthanalysis

When required by Sec.2 [1.2]. FI

H085 - Fatigue analysis When required by Sec.2 [1.2]. FIShip hull structure

H050 - Structural drawing Connections between door frames and bulkheads. AP

H080 - Strength analysis Glass roofs. FI

Z261 - Test report Prefabricated balconies, see [6.1.2]. FI

Z261 - Test report Balcony doors, see [6.1.3]. FI

Z261 - Test report Impact test, see [6.1.4]. FI

Z261 - Test report Balustrades, see [6.1.5]. FI

Superstructure

Z261 - Test report Glass walls, see [6.1.6]. FI

Propulsion and steering Z070 - Failure modedescription

Shall be submitted prior to detail design plans.

Not required for ships built to the safe return toport regulations.

See also IACS UR M69.

FI



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5 Compliance documents

5.1 Required compliance documentation5.1.1 GeneralProducts shall have compliance documents as required by Table 5.

Table 5 Compliance documents

ObjectCompliancedocumenttype

Issued by Compliancestandard Additional description

Cargo securing devices,fixed PC The Society DNV-CP-0068

Cargo securing devices,portable PD Manufacturer If certified by the Society, DNV-CP-0068, shall

be applied.

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.

6 Testing

6.1 Survey and testing during newbuilding6.1.1 GeneralSurvey and testing requirements are given in Pt.2.

6.1.2 Prefabricated balcony modulePrefabricated balcony modules shall be structurally tested with a test load of 0.25 t/m2. No visual damage orpermanent deflections upon removal of the test load shall occur. A test report (TR), as defined in Pt.1 Ch.1Sec.4 [2.1.1], signed by the manufacturer, shall be submitted to the Society.

6.1.3 Balcony doorsStrength test of balcony doors shall be carried out in accordance with the following procedure:

1) The balcony door together with its frame shall be supported the same way as on board the ship.2) 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.3) The load shall remain for at least five (5) minutes.4) The test will be successful if no visible damage or permanent deformation to the door and its frame

occurs.5) A test report shall be provided to the society.

6.1.4 Impact testAn impact test according to EN 12600, or equivalent, shall be carried out with a drop height not less than 1.2m 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.



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6.1.5 BalustradesOuter glass balustrades below 1.7Cw m above WL at scantling draught shall be subject to a strength test. Thebalustrade glass pane for testing shall be supported with an similar arrangement as the actual arrangementonboard the vessel. The test pressure shall be 1.1xPbal, as defined in Sec.2 [7.3.2]. The test is consideredsuccessful if no visible damage occurs to the glass or its supporting arrangements. A TR shall be submitted tothe Society.

6.1.6 Glass superstructure side

1) For glass side walls which extend between decks, an impact test shall be carried out as per EN 12600pendulum test, according to [6.1.4]. A TR shall be submitted to the Society. If the glass wall consists ofseveral elements, the elements within one meter from the lowest deck need to be tested.

2) For glass elements that are not supported along all four edges, a strength test shall be carried out. Theglass pane for testing shall be supported with an similar arrangement as the actual arrangement onboard the vessel. The test pressure shall be the actual design pressure Pd as defined in Sec.2 [7.1]. Thetest pressure shall be achieved gradually within 30 seconds and reduced to zero within 30 seconds. Aminimum 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 glassor its supporting arrangements. A TR shall be submitted to the Society.

Figure 1 Load cycles for testing of side wall glass pane



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SECTION 2 HULL

1 General

1.1 ArrangementPassenger ships often have multiple decks and long superstructures with many openings. The side and endbulkheads of the superstructure shall be effectively supported. Adequate transition arrangements shall befitted at the ends of effective continuous longitudinal strength members in the deck and bottom structures.

1.2 Calculation scope1.2.1 Global finite element analysisFor passenger ships, the superstructure is normally contributing to the longitudinal strength. In orderto determine the effectiveness of the superstructure and the normal- and shear stress distribution forlongitudinal and transverse strength of the vessel, direct strength calculations using global finite elementanalysis 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 longitudinalbulkheads

— 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 pillarsin order to account for both the loads arising from the global hull girder deflection and the local design deckloads.

1.2.2 Pillar analysisWhen global finite element analysis is required according to [1.2.1], the analysis shall also be used for thestrength assessment of the pillars in order to account for both the loads arising from the global hull girderdeflection and the local design deck loads. Otherwise, pillar yield and buckling check according to Pt.3 Ch.6Sec.6 [3] shall be carried out.

1.2.3 Local finite element analysis for peak stress and fatigue assessmentTo 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.4applies 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 theship and the level of the global stresses.

1.2.4 Bow impactFor unconventional ship designs with extreme flare angle and where decks in the fore ship have largeopenings and steps, and with limited continuous longitudinal structure, a direct bow impact analysis may berequired, 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 DockingFor large passenger ships that may have large docking weight, special strength calculation of the bottomstructure in way of the docking blocks may be required. See Pt.3 Ch.3 Sec.5 [3.4] regarding requirements fordocking.



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Acceptance criteria for direct docking analysis based on beam- or finite element (FE) analysis, to be takenaccording 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 loadingDecks exposed to trolleys used in the handling of luggage shall satisfy the requirements given in Pt.3 Ch.10Sec.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 determinethe required section modulus.

2 Hull girder loads for direct strength analysis

2.1 Longitudinal strength analysisFor passenger vessels the hull girder stresses in finite element analysis may normally be determined byconsideration of the most severe combinations of static and dynamic vertical hull girder bending momentsand 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 applicationAcceptable methods for load application are described in DNV-CG-0138 Direct strength analysis of hullstructures in passenger ships.The applied loads on the FE model should be controlled against the achieved still water- and wave bendingmoment and shear force curves to ensure agreement with the rule required bending moment and shear forcedistributions. However, when direct dynamic load application method is applied, the calculated wave bendingmoment and shear force curves outside 0.4 L amidship are accepted.

2.2 Transverse strength analysis2.2.1 Static loads for transverse strength analysisDeck loads shall be applied as pressure loads to all decks above the bulkhead deck or life boat embarkationdeck such that the sum of the ships steel weight and deck loads equal the displacement at the consideredloading condition.

2.2.2 Direct dynamic loadsThe design wave load cases which shall be used to evaluate the transverse strength of the ship structureare the beam sea load cases, heeling both sides, which maximizes the transverse acceleration at upper decklevel. The load case shall be established using a recognized wave load software.Alternatively, rule envelope acceleration, ay-env, according to Pt.3 Ch.4 Sec.3 [3.3.2] at upper deck level, maybe applied as target value to establish the dynamic load case for racking analysis.

2.2.3 Rule dynamic loadsFor ship designs with evenly distributed transverse bulkheads below bulkhead deck and the lower structurecan be considered stiff with respect to transverse displacement, the rule transverse envelope acceleration canbe applied directly on all decks above bulkhead deck.



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3 Response combination for global- and local strength assessment

3.1 GeneralThe principle of stress superposition shall be applied, when required in accordance with [2.1.1], to combinethe stresses from individual load cases to obtain the total stress response of a complete load case. Whereapplied loads for individual load cases defer from rule requirements, the stresses for these load cases shall becorrected before they are superimposed to check yield and buckling requirements.

4 Primary supporting members

4.1 Girders4.1.1 Load combinationFor PSM grillage analysis global and local loads shall be combined according to relevant design load setsgiven in Pt.3 Ch.6 Sec.2 Table 2.

4.1.2 Beam analysis of internal decksWith reference to Pt.3 Ch.6 Sec.2 Table 2 and Ch.3 Sec.2 [3.3.3], the Pdl-d may be based on envelopeacceleration according to Pt.3 Ch.4 Sec.3 [3.3] in combination with maximum hull girder vertical bendingmoments for the relevant design load sets.

4.2 Pillars4.2.1 Reduced pillar load for buckling assessmentWith reference to [1.2.2], when it is considered un-realistic to achieve full deck design load on all deckssimultaneously, the buckling check of multiple deck supporting pillars may be based on a pillar load reductionfactor, Kp-f, defined as:Kp-f = 0.9

n

where:

n = number of deck supported by the actual pillar in a vertical pillar row, minimum 4.

4.2.2 Below deck connection under compressive loadsSmooth transmission of forces between pillars above and below deck shall be provided. The stress in theeffective contact area shall not exceed the yield stress of the material under the pillar loads. The effectivecontact area shall be calculated according to Figure 1, unless direct calculations are carried out.



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Figure 1 Effective contact area in compression for pillars landing on PSM

4.2.3 Below deck connection under tension loadsFor pillars under tension loads, the average stress based on the effective weld contact area shall not exceedthe values given in Pt.3 Ch.6 Sec.6 [3.2]. Full penetration welding shall be used for connections of localelements when the stress in effective weld area exceeds 100 MPa. Effective weld contact area for pillars ongirders shall be calculated according to Figure 2, unless direct calculations are carried out.When full penetration weld is used, tleg1 can be substituted by t1.

Figure 2 Effective contact area in tension



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5 Finite element analysis

5.1 Global model5.1.1 GeneralFor model extent, mesh arrangement, model idealisation and boundary conditions, see DNV-CG-0138 Sec.3.

5.1.2 Boundary conditons for transverse strength assessmentIf the transverse strength analysis is based on dynamic loadcase established using a wave load software asdescribed 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 modelmay be fixed in all freedoms of translation at bulkhead deck.

5.2 Hull girder yield criteriaThe nominal average stresses in plating of all effective hull girder structural members shall not exceed thepermissible values as given in Table 1.

Table 1 Permissible stresses for global finite element analysis

Permissible axialand principal stress Permissible shear stress Permissible von

Mises stress

175/k 110/k 220/k

5.3 Hull girder bucklingWhen hull girder buckling check is performed according to Pt.3 Ch.8 Sec.3, reduced effectiveness shall beassumed for the longitudinal structure where elastic buckling of plates occurs, see DNV-CG-0128 Sec.2[2.2] Buckling. This may require the use of anisotropic material properties, see DNV-CG-0128 App.A [1.6]Buckling. Alternative ways of modelling the elastic buckling of thin plated structural members may beconsidered.

5.4 Local strength analysis5.4.1 Control of peak stressesIn order to control the plastic deformation in corners of deck, bulkhead and wall openings, the peak stressesshall be calculated with the use of fine mesh local models. Peak stresses shall be calculated based on theloads described in [2].See Pt.3 Ch.7 Sec.4 [4.2] for the maximum acceptable stress criteria for peak stresses. The averageequivalent stress within an area defined by a circle with radius 1.5R centered at the location of the highestpeak stress element, shall not exceed ReH for AC-II, see Figure 3. R is the radius of the corner/opening.



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Figure 3 Defined area for average equivalent stress calculation

5.4.2 Shear stress controlTo 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 bemade.See Pt.3 Ch.7 Sec.4 [4.2] for acceptable stress criteria for peak stresses.

6 Fatigue strength

6.1 GeneralFor detailed description of the fatigue requirements to main class and fatigue assessment procedure, see Pt.3Ch.9 and DNV-CG-0129 Fatigue assessment of ship structures, respectively. This subsection describes thescope. A prescriptive fatigue assessment procedure for passenger vessel is defined in DNV-CG-0138 Directstrength analysis of hull structures in passenger ships.

6.2 Structural details to be assessed using prescriptive analysisEnd connections of longitudinal stiffeners in the outer shell below the freeboard deck shall be assessedaccording to Pt.3 Ch.9, for ships with L > 150 m. Relative deflections and double hull bending can be ignored.



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6.3 Structural details to be assessed using finite element analysis with ruleloadsFor vessels, for which direct hull girder strength calculation is required according to [1.2.1], the followingareas shall be assessed according to DNV-CG-0129 Fatigue assessment of ship structures, based on local FEmodels for free plate edges and hot spot models for welded details: for free plate edges and hot spot modelsfor 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/ROvessels, i.e. Ferry class notation, with multiple decks and limited extent of transverse bulkheads abovebulkhead 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 acase-by-case basis, depending on the nominal stress level from the global FE analysis.

7 Glass structure

7.1 Glass superstructure sideGlass walls which extend between decks shall satisfy the following requirements:The thickness of the glass pane shall be calculated based on a design pressure, Pd, according to Pt.3 Ch.12Sec.6 [4] as for windows. Glass panes shall be made from toughened safety glass. The glass pane shallbe supported along all its four sides. Other supporting arrangements may be accepted provided testingaccording to Sec.1 [6.1.6] 2) is done.Hand-railing shall be provided. Alternatively, laminated glass panes shall be used.

7.2 Balcony doorsThe design of the door glass pane and its supporting frame shall be capable of withstanding the designpressure 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 ofthe 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 4th tier and above for L ≤ 150

from 1.7 Cw m above WL at scantling draught for L > 150

For doors located at lowest weather deck, i.e. first exposed deck above continuous ship side, the minimumthickness is 10 mm.For other locations the minimum glass thickness for the doors is 8 mm.Cw is defined in Pt.3 Ch.1 Sec.4 [2.3].

7.3 Glass balustrades7.3.1 GeneralGlass balustrades, including balcony railing, in lieu of bulwark or guard rails, see Pt.3 Ch.11 Sec.3, may beaccepted on exposed decks above ICLL position 2, except on mooring deck and in way of lifeboats and liferafts.



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Guidance note:Upon acceptance from flag, glass balustrades may be accepted case by case for ICLL position 2

---e-n-d---o-f---g-u-i-d-a-n-c-e---n-o-t-e---

7.3.2 Design pressureWith reference to Pt.3 Ch.4 Sec.5, design pressure, Pbal, shall be taken as max (Pw, PSI) for outer balustradesat 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:

1) Below 1.7Cw m above WL at scantling draught, Pbal = 5 kN/m2.

2) Higher exposed decks, Pbal = 2.5kN/m2.

7.3.3 Minimum requirementsMinimum glass type, thickness and supporting arrangement to comply with the following:

Monolithic glass:

1) Minimum thickness of 6.0 mm.2) Top rail required, with a minimum section modulus of 17 cm3*).3) Stanchions shall be fitted, not more than 1.5 m apart, with minimum section modulus of 20 cm3*).

Laminated glass:

1) Minimum thickness for each glass pane equal to 4 mm.2) Stanchions shall be fitted with a distance of 1.5 m apart in general, with minimum section modulus of 20

cm3*). Larger distances may be accepted provided that top rail and minimum two glass panels are fitted,and the section modulus, Z, in cm3, of top rail and stanchions fulfills the following:Top rail:

Stanchion:

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 testingaccording 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 StrengthWhen glass pane is supported along all four edges, the thickness of the glass pane shall be calculatedaccording to Pt.3 Ch.12 Sec.6 [4] as applicable to windows with a pressure P equal to 0.5Pbal . When theglass 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 1.7Cw m above WL at scantlingdraught, glass thickness and strength of the supporting structure shall be proven by testing according toSec.1 [6.1.5].

7.3.5 StanchionsFor outer balustrades below 1.7Cw above WL at scantling draught, strength of the glass supporting structureshall be calculated based on Pt.3 Ch.6 Sec.6 [2] for AC-II based on Pbal.



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7.3.6 TestingAn impact test of the balustrade shall be carried out according to Sec.1 [6.1.4].

7.4 Fixed- and movable glass roofs7.4.1 Design loadsThe minimum forces acting on the glass roof and the supporting structure shall normally be taken as:

Vertical force:

The pressure Pdl, in kN/m2, 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:

where:

Pdl‐s = static pressure, in kN/m2, due to the distributed load, shall be defined by the designer. Minimum0.15 t/m2 + self weight of glass roof

Pdl‐d = dynamic pressure, in kN/m2, due to the distributed load, in kN/m2, shall be taken as:

fβ = as defined in Pt.3 Ch.4 Sec.4aZ = vertical envelope acceleration, in m/s2, 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]PV = Pdl AHAH = horizontal projected area of the glass roof in m2.

Transverse force on side walls in kN:

PT = PSI ATPSI = side pressure taken from Pt.3 Ch.4 Sec.5 [3.3]AT = transverse projected area of the glass roof in m2.

Loads for horizontal stoppers in kN:

Combine PVC with PT

PVC = Pdlg0AvAv = vertical projected area of the glass roof in m2.

7.4.2 Operational limitationsIf the roof is intended to be operated in at wind speeds exceeding 15 m/s, additional direct calculations maybe required.



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The restriction shall be stated in the operation manual for the vessel.

7.4.3 Stoppers and locking devicesThe 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.



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SECTION 3 SYSTEMS AND EQUIPMENT

1 Emergency source of electrical power and emergency installations

1.1 Electrical systems1.1.1 GeneralPassenger vessels shall have an electrical installation complying with the requirements in Pt.4 Ch.8 with theclarifications and additions given in this section.

1.1.2 Fire zonesElectrical distribution systems shall be so arranged that fire in any main vertical zone, as defined in Pt.4Ch.11, will not interfere with services essential for safety in any other such zone. This requirement willbe met if main and emergency feeders passing through any such zone are separated both vertically andhorizontally as widely as is practicable.

1.1.3 Emergency generatorWhere 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 Table2 for a period of 36 hours.

1.1.4 Additional emergency consumersIn addition to the services stated in Pt.4 Ch.8 Sec.2 Table 2, the following services shall be supplied by theemergency power supply system:

1) For a period of 36 hours:

— emergency lighting in alleyways, stairways and exits giving access to the muster and embarkationstations, as required by SOLAS regulation III/11.5

— the public address system or other effective means of communication which is provided throughoutthe accommodation, public and service spaces

— the means of communication which is provided between the navigating bridge and the main firecontrol 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 poweredremote controlled bilge valves.

2) For a period of half an hour:

— the emergency arrangements to bring the lift cars to deck level for the escape of persons. Thepassenger lift cars may be brought to deck level sequentially in an emergency.

1.1.5 Transitional source of emergency powerIn addition to the services stated in Pt.4 Ch.8 Sec.2 Table 2, the following services shall be supplied bytransitional source of power for a period of half an hour:

1) emergency lighting in alleyways, stairways and exits giving access to the muster and embarkationstations, as required by SOLAS regulation III/11.5

2) the fire door holding and release system.



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1.2 Lighting1.2.1 GeneralPassenger ships shall be provided with lighting systems as required by Pt.4 Ch.8. In addition, low-locationlighting and supplementary lighting shall be installed as follows:

1.2.2 Low-location lightingPassenger ships shall be provided with low-location lighting (LLL) complying with IMO Res. A.752(18).

1.2.3 Supplementary lighting generalIn passenger ships, supplementary lighting shall be provided in all cabins to clearly indicate the exit so thatoccupants will be able to find their way to the door. Such lighting, which may be connected to an emergencysource of power or have a self-contained source of electrical power in each cabin, shall automaticallyilluminate when power to the normal cabin lighting is lost and remain on for a minimum of 30 min. (SOLASCh. II-1/41.6).

1.2.4 Supplementary lighting passenger RO/RO vesselsFor RO-RO passenger ships SOLAS regulation II-1/42-1, in addition to the emergency lighting required bySOLAS regulation II-1/42.2, on every passenger ship with ro-ro cargo spaces or special category spaces asdefined in SOLAS regulation II-2/3:

1) All passenger public spaces and alleyways shall be provided with supplementary electric lighting thatcan operate for at least three hours when all other sources of electric power have failed and under anycondition of heel. The illumination provided shall be such that the approach to the means of escapecan be readily seen. The source of power for the supplementary lighting shall consist of accumulatorbatteries located within the lighting units that are continuously charged, where practicable, from theemergency switchboard. Alternatively, any other means of lighting which is at least as effective may beaccepted by the Administration. The supplementary lighting shall be such that any failure of the lamp willbe immediately apparent. Any accumulator battery provided shall be replaced at intervals having regardto the specified service life in the ambient conditions that they are subject to in service, and

2) 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 emergencylighting, as required by sub paragraph.1, is provided.



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SECTION 4 STABILITY

1 Stability

1.1 Intact stability1.1.1 Intact stability criteriaPassenger ships shall comply with Pt.3 Ch.15 with the supplementing requirements as given in IMO 2008Intact Stability Code (IMO Res. MSC.267(85)) Part A Ch. 3.1.1 and 3.1.2.

1.1.2 Loading conditionsCompliance with the stability requirements shall be documented for the standard loading conditions given inIMO 2008 Intact Stability Code (IMO Res. MSC.267(85)) Part B Ch. 3.4.1.1.



DNV AS

CHANGES – HISTORIC

July 2020 edition

Changes July 2020, entering into force 1 January 2021Only editorial corrections have been made.

July 2019 edition

Changes July 2019, entering into force 1 January 2020Topic Reference Description

Sec.2 [1.2.2] When global finite element analysis is required accordingto [1.2.1], the analysis shall also be used for the strengthassessment of the pillars in order to account for both the loadsarising from the global hull girder deflection and the localdesign deck loads. Otherwise, pillar yield- and buckling checkaccording 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 [4.2] - title changed to primary supporting members

- clarification of calculation scope for girders

- pillars

- for compressive loads: how to calculate effective area

- tension loads: FP when stress exceed 100 MPa. How tocalculate effective weld area

- reduction factor.

Sec.2 [5.2] Clarified that the requirement applies to nominal average stresslevel.

Passenger vessel rule update

Sec.1 Table 2,

Sec.1 [3],

Sec.1 [6.1.4],

Sec.1 [6.1.5],

Sec.2,

Sec.2 [7.1]

Changed from balcony railing to glass balustrades covering alsobalcony railings. Minimum requirements to glass type, thicknessand securing arrangement.

In Sec.1 [3] Balustrades, outer- and inner balustrade has beendefined to align the balcony door requirements with the newbalustrades requirements.

The regulations for safe return to port are covered in the newclass notation SRTP.

Part 5 Chapter 4 Changes – historic


DNV AS

July 2018 edition

Changes July 2018, entering into force 1 January 2019Topic Reference Description

Dynamic load applicationclarification and hull girderwave bending moment UR S11

Sec.2 [2.1.1] With the clarification of the two different dynamic loadapplication methods, i.e rule based and direct in DNVGL-CG-0138, it is underlined that when "direct" load applicationmethod is applied, the calculated values outside 0.4L will beaccepted for bending moment and shear force.

Sec.2 [1.2.1] More detailed explanation for when a global finite elementanalysis (FEA) is required. Clarified structural triggers includingtransverse strength.

General clarification

Sec.2 [1.2.3] The content of this subsection has been transferred to Sec.2[1.2.1].

FEA scaling factor to ensuretarget values for hull girderbending moment and shearforce

Sec.2 [3] A chapter related to response combination for global- and localstrength assessment has been added, stating that componentstresses from the different load cases mut be corrected prior tosuperimposition for yield- and buckling check. In the DNVGL-CG-0138 the subchapter for "correction factors" has beenmodified, explaining the differences between scaling of sectionsthat remains plane (linear scaling) and sections that does notremain plane, for which the latter will require an appropriatemethod.

Elastic buckling of hull girdermembers

Sec.2 [5.3] A separate subchapter related to hull girder buckling hasbeen added, pointing out that reduced effectiveness mustbe accounted for when elastic buckling occurs for hull girdermembers.

Allowable extent of peak stresscriteria, i.e yield exceedence

Sec.2 [5.4.1] To limit the extent of extensive yielding in way of corners ofopenings, an area and 1.5R x 1.5R has been defined for whichthe average equivalent stress shall not exceed yield stress.

Testing of balcony railing ofglass

Sec.1 [5.1.4] Clarified test requirements according to EN 12600.



DNV AS

January 2018 edition

Changes January 2018, entering into force 1 July 2018.Topic Reference Description

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 onhydrodynamic analysis to establish the racking design specificEDW targeting max transverse acceleration at top deck, or asan alternative and simplification use ay-env as target value forthe hydrodynamic analysis.

Clarifications of Global FEprocedure with respect toracking

Sec.2 [2.2.3] For designs with evenly distributed racking constrainingstructure, ay-env may be applied directly on all decks abovebulkhead deck, without any hydrodynamic analysis.

Clarifications of Global FEprocedure with respect toracking

Sec.2 [4.1] Sec.2 [4.1.2] describes the boundary conditions for transversestrength assessment when the loads are either based on directdynamic loads (Sec.2 [2.2.2]) or rule ay-env accelerations(Sec.2 [2.2.3]).

Balcony door and supportingframes

Sec.2 [6.2] Design pressure for which the balcony door and its supportingframes shall withstand is defined, together with testrequirements.



DNV AS

July 2017 edition

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 sidewalls 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.

January 2016 edition

Main changes January 2016, entering into force as from date ofpublication

• Sec.2 Hull— [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

October 2015 edition

GeneralThis is a new document.The rules enter into force 1 January 2016.



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DNV-RU-SHIP Pt.5 Ch.4 Passenger ships

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Transcript of DNV-RU-SHIP Pt.5 Ch.4 Passenger ships