RULE S FOR CLASSIFICATION Inland navigation vessels Part 3 ...

RULES FOR CLASSIFICATION

Inland navigation vessels

Edition August 2021

Part 3 Structures, equipment

Chapter 2 Design load principles

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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 August 2021

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CHANGES – CURRENT

This document supersedes the December 2015 edition of DNVGL-RU-INV Pt.3 Ch.2.The numbering and/or title of items containing changes is highlighted in red.

Changes August 2021, entering into force 1 January 2022

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

Part 3 Chapter 2 Changes - current

Rules for classification: Inland navigation vessels — DNV-RU-INV Pt.3 Ch.2. Edition August 2021 Design load principles

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CONTENTS

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

Section 1 General....................................................................................................51 Definitions........................................................................................... 52 Application...........................................................................................5

Section 2 Range of navigation................................................................................ 61 Range of navigation.............................................................................6

Section 3 Local loads.............................................................................................. 71 Symbols............................................................................................... 72 General................................................................................................ 83 Load definition criteria........................................................................ 84 Vessel motions and accelerations........................................................95 External pressure...............................................................................126 Internal pressures............................................................................. 137 Testing pressures.............................................................................. 17

Section 4 Hull girder loads....................................................................................191 General.............................................................................................. 192 Vertical bending moment calculation.................................................19

Changes – historic................................................................................................20

Part 3 Chapter 2 Contents


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SECTION 1 GENERAL

1 Definitions

1.1 Local loadsLocal loads are pressures and forces which are directly applied to the individual structural members: platingpanels, ordinary stiffeners and primary supporting members.

1.2 Hull girder loadsHull girder loads are forces and moments which result as effects of local loads acting on the vessel as a wholewhen considered as a girder.

1.3 Loading conditionA loading condition is a distribution of weights carried in the vessel spaces arranged for their storage.

2 Application

2.1 Fields of application

2.1.1 The design loads defined in these rules shall be used for the determination of the hull girder strengthand structural scantlings in the central part of vessels.

2.1.2 Load direct calculationAs an alternative to the formulae in Ch.3 Sec.10, the designer may provide, under his responsibility, thevalues of hull girder loads. In this case, the justified calculations of these values shall be submitted to theSociety.

Part 3 Chapter 2 Section 1


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SECTION 2 RANGE OF NAVIGATION

1 Range of navigation

1.1 GeneralEach vessel is granted a range of navigation according to its scantlings and other constructionalarrangements.The ranges of navigation considered in these are defined in Pt.1 Ch.2 Sec.1 [4.2]. The significant waveheights corresponding to ranges of navigation are listed in Table 1.

1.2 Navigation coefficientThe navigation coefficient to be used for the determination of vessel scantlings is given by the formula:

n = 0.85 · HH = significant wave height [m] (wave height measured from crest to trough).

1.3 Length-to-depth ratioIn principle, the length-to-depth ratio of the vessel shall be withing the following limits:

for IN(1.2) toIN(2.0) : L/

D ≤ 25

for IN(0.6) : L/D ≤ 35

Vessels having a ratio beyond these limits shall be considered by the Society on a case-by-case basis.

1.4 Ranges of navigation IN(1.2) to IN(2)On vessels assigned the range of navigation IN(1.2) to IN(2), the hatchways shall be fitted with efficientmeans of closing. The openings of the engine room, if there is an engine room, shall be protected by asuperstructure or by a deckhouse.

Table 1 Values of significant wave height [m]

Range of navigation Wave height, H

IN(0) 0

IN(0.6) 0.6

IN(1.2) to IN(2.0) 1.2 to 2.0Part 3 Chapter 2 Section 2


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SECTION 3 LOCAL LOADS

1 SymbolsL = rule length [m], defined in Ch.1 Sec.1 [1]B = breadth [m], defined in Ch.1 Sec.1 [1]D = depth [m], defined in Ch.1 Sec.1 [1]T = draught [m], defined in Ch.1 Sec.1 [1]CB = block coefficient, defined in Ch.1 Sec.1 [1]P = design pressure [kN/m2]x, y, z = x, y and z co-ordinates [m] of the calculation point with respect to the reference co-ordinate

system defined in Ch.1 Sec.1 [1.4]zL = z co-ordinate [m] of the highest point of the liquid

= zTOP + dAPzTOP = z co-ordinate [m] of the highest point of the tank or compartmentdAP = distance from the top of the air pipe to the top of the tank [m]. For minimum distance for the

top of the air pipe above deck, see Pt.4 Ch.2 Sec.1 [13.1]ppv = setting pressure [kN/m2] of safety valves or maximum pressure [kN/m2] in the tank during

loading/unloading, which ever is the greaterρL = density [t/m3] of the liquid carriedn = navigation coefficient defined in Sec.2

0.85 · H, where H is the significant wave height [m]aB = motion and acceleration parameter

=

hW = wave parameter [m]

=

aSU = surge acceleration [m/s2] defined in [4.2.1]aSW = sway acceleration [m/s2] defined in [4.2.2]aH = heave acceleration [m/s2] defined in [4.2.3]αR = roll acceleration [rad/s2] defined in [4.2.4]αP = pitch acceleration [rad/s2] defined in [4.2.5]αY = yaw acceleration [rad/s2] defined in [4.2.6]TSW = sway period [s] defined in [4.2.2]TR = roll period [s] defined in [4.2.4]TP = pitch period [s] defined in [4.2.5]AR = roll amplitude [rad] defined in [4.2.4]AP = pitch amplitude [rad] defined in [4.2.5]V = maximum ahead service speed [km/h]



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2 General

2.1 Application

2.1.1 The following requirements apply for the definition of local loads to be used for the scantling checks of:

— platings— ordinary stiffeners— primary supporting members.

2.2 Inertial loads

2.2.1 For a range of navigation higher than IN(1.2), inertial local loads induced by vessel relative motionsand accelerations shall be taken into account.

3 Load definition criteria

3.1 Cargo and ballast distributions

3.1.1 When calculating the local loads for determining the structural scantling of an element which separatestwo adjacent compartments, these may not be considered simultaneously loaded. The local loads to be usedare those obtained considering the two compartments individually loaded.For elements of the outer shell, the local loads shall be calculated considering separately:

— the external pressures considered as acting alone without any counteraction from the vessel interior— the differential pressures (internal pressure minus external pressure) considering the compartmentadjacent to the outer shell as being loaded.

3.2 Draught associated with each cargo and ballast distribution

3.2.1 Local loads shall be calculated on the basis of the vessel draught T1 corresponding to the cargo orlightship distribution considered according to the criteria [3.1]. The vessel draught shall be taken as thedistance measured vertically on the hull transverse section at the middle of the length from the base line tothe waterline in:

a) full load condition, when:

— one or more cargo compartments are considered as being loaded and the ballast tanks are consideredas being empty

— the still water and wave external pressures are considered as acting alone without any counteractionfrom the vessel’s interior

b) light ballast condition, when one or more ballast tanks are considered as being loaded and the cargocompartments are considered as being empty.



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4 Vessel motions and accelerations

4.1 General

4.1.1 Vessels motions and accelerations are defined, with their signs, according to the reference co-ordinatesystem in Ch.1 Sec.1 [1.4].

4.1.2 Vessel motions and accelerations are assumed to be periodic. The motion amplitudes are half of thecrest to through amplitudes.

4.1.3 Trough an alternative to the formulae the Society may accept the values of vessel motions andaccelerations derived from direct calculations or obtained from model tests, when justified on the basis of thevessel’s characteristics and intended service.

4.2 Vessel absolute motions and accelerations4.2.1 SurgeThe surge acceleration aSU shall be taken equal to 0.5 m/s2.

4.2.2 SwayThe sway period and acceleration are obtained from the formulae in Table 1.

Table 1 Sway period and acceleration

Period TSW [s] Acceleration aSW [m/s2]

7.6 · aB

4.2.3 HeaveThe heave acceleration is obtained [m/s2] from the following formula:

αH = 9.81 · aB

4.2.4 RollThe roll amplitude, period and acceleration are obtained from the formulae in Table 2.

4.2.5 PitchThe pitch amplitude, period and acceleration are obtained from the formulae in Table 3.

4.2.6 YawThe yaw acceleration is obtained [rad/s2] from the following formula:

4.3 Vessel relative accelerations4.3.1 DefinitionAt any point, the accelerations in X, Y and Z direction are the acceleration components which result from thevessel motions defined from [4.2.1] to [4.2.6].



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4.3.2 Vessel conditionsVessel relative motions and accelerations shall be calculated considering the vessel in the followingconditions:

— upright vessel condition:In this condition, the vessel encounters waves which produce vessel motions in the X-Z plane, i.e. surge,heave and pitch.

— inclined vessel condition:In this condition, the vessel encounters waves which produce vessel motions in the X-Y and Y-Z planes,i.e. sway, roll and yaw.

4.3.3 AccelerationsThe reference values of the longitudinal, transverse and vertical accelerations at any point are obtained fromthe formulae in Table 4 for upright and inclined vessel conditions.

Table 2 Roll amplitude, period and acceleration

Amplitude AR [rad] Period TR [s] Acceleration αR [rad/s2]

without being taken greater than 0.35

E =

GM = Distance, in m, from the vessel’s centre of gravity to the transverse metacentre, for the loadingconsidered; when GM is not known, the following values may be, in general, assumed:

— full load: GM = 0.07·B— lightship: GM = 0.18·B

Table 3 Pitch amplitude, period and acceleration

Amplitude AP [rad] Period TP [s] Acceleration αP [rad/s2]



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Rules for classification: Inland navigation vessels —

DNV-RU-INV Pt.3 C

h.2. Edition August 2021

Design load principles

DNV AS

Table 4 Reference values of the accelerations aX, aY and aZ

Direction Upright vessel condition Inclined vessel condition

X - LongitudinalaX1 and aX2 [m/s

2] ax2 = 0

Y - TransverseaY1 and aY2 [m/s

2] aY1 = 0

Z - VerticalaZ1 and aZ2 [m/s

2]

KX =

T1 = draught [m] defined in [3.2].


5 External pressure

5.1 Pressure on sides and bottom

5.1.1 The external pressure at any point of the hull, in [kN/m2], shall be obtained from the followingformulae:

— for z ≤ T:PE = 9.81 (T – z + 0.6 · n)

— for z > T:PE = max (5.9 · n ; 3) + pWD

pWD = specific wind pressure [kN/m2] as defined in Table 5.

Table 5 Specific wind pressure

Navigation Notation Wind pressure pWD [kN/m2]

IN(1.2), IN(2) 0.4·n

IN(0.6), IN(0) 0.25

5.2 Pressure on exposed decks

5.2.1 On exposed decks, the pressure due to the load carried shall be considered. This pressure shall bedefined by the Designer and, in general, it may not be taken less than the values given in Table 6.

Table 6 Pressure [kN/m2] on exposed decks

Exposed deck location pE

Weather deck 3.75 · (n + 0.8)

Exposed deck of superstructure or deckhouse:

— first tier (non public) 2.0

— upper tiers (non public) 1.5

— public 4.0

5.3 Pressure on watertight bulkheads

5.3.1 The still water pressure [kN/m2] to be considered as acting on platings and stiffeners of watertightbulkheads of compartments not intended to carry liquids is obtained from the following formula:

pWB = 9.81 · (zTOP − z)



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6 Internal pressures

6.1 Liquids6.1.1 GeneralThe pressure transmitted to the hull structure [kN/m2] by liquid cargo (pC) or ballast (pB) is the combinationof the still water pressure pS and the inertial pressure pW.

6.1.2 Still water pressure

— Liquid cargothe still water pressure is the greater of the values obtained [kN/m2] from the following formulae:pS = 9.81 · ρL · (zL−z)pS = 9.81 · ρL · (zTOP – z) + 1.15 · ppv

— BallastpS = 9.81 · (zL – z + 1)

6.1.3 Inertial pressureThe inertial pressure is obtained from the formulae in Table 7 and shall be taken such that:

pS + pW ≥ 0

6.2 Dry bulk cargoes6.2.1 GeneralThe pressure transmitted to the hull structure shall be obtained using the formula:

p0 = mean total pressure on the inner bottom (combination of the mean still water pressure pS defined in[6.2.2] and the mean inertial pressure pW defined in [6.2.3])

= pS + pW ≥ 0If n ≤ 1.02: pW = 0

zH = Z co-ordinate [m] of the inner bottom.

Table 7 Liquids - inertial pressure

Vessel condition Inertial pressure pW [kN/m2] 1)

Upright

Inclined

1) pW = 0 if n ≤ 1.02

ℓB = longitudinal distance [m] between the transverse tank boundaries, withouttaking into account small recesses in the lower part of the tank (see Figure 1)



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aTY, aTZ = Y and Z components (negative roll angle) [m/s2] of the total acceleration vectordefined as follows:

aTY = aY2aTZ = 9.81 + aZ2

YH, ZH = Y and Z co-ordinates [m] of the highest point of the tank in the direction of thetotal acceleration vector.

Figure 1 Distance ℓB

6.2.2 Mean still water pressure on the inner bottomThe mean still water pressure on the inner bottom is obtained [kN/m2] from the following formula:

LH = length [m] of the hold, to be taken as the longitudinal distance between the transverse bulkheadswhich form boundaries of the hold considered

B1 = breadth [m] of the holdmC = mass of cargo [t] in the hold considered.

6.2.3 Mean inertial pressure on the inner bottomThe mean inertial pressure on the inner bottom is obtained [kN/m2] from the following formula:

where mC, LH and B1 are defined in [6.2.2].

6.3 Heavy dry bulk cargoes6.3.1 Pressure on side and bulkhead structureThe pressure on side and bulkhead structure shall be determined in compliance with [6.2].



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6.3.2 Inner bottom design pressureThe inner bottom design pressure, pMS [kN/m2] is the combination of the still water pressure pS and theinertial pressure pW determined in compliance with [6.3.3] and [6.3.4] respectively.If n ≤ 1.02: pW = 0

6.3.3 Inner bottom still water design pressureThe inner bottom still water design pressure pS is obtained [kN/m2] from the following formula:

kS = coefficient to be determined using the formula:

=

LH = length [m] of the hold, to be taken as the longitudinal distance between the transverse bulkheadswhich form boundaries of the hold considered

ρ = cargo density [t/m3]

ρ ≥ 2.5φ = angle of repose of the bulk cargo considered

φ ≥ 35°

6.3.4 Inner bottom inertial design pressureThe inner bottom inertial design pressure pW is obtained [kN/m2] from the formula given in [6.3.3], usingthe following value of kS:

6.4 Dry uniform cargoes6.4.1 GeneralThe pressure transmitted to the hull structure, pC [kN/m2] is the combination of the still water pressure pSand the inertial pressure pW.

6.4.2 Still water pressureThe value of the still water pressure pS shall be specified by the designer.

6.4.3 Inertial pressureThe inertial pressure pW is obtained [kN/m2] as specified in Table 8.

6.5 Dry unit cargoes6.5.1 GeneralThe force transmitted to the hull structure is the combination of the still water force FS and the inertial forceFW.Account shall be taken of the elastic characteristics of the lashing arrangement and/or the structure whichcontains the cargo.



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Table 8 Dry uniform cargoes - Inertial pressures

Vessel conditionInertial pressure pW

[kN/m2] 1)

Upright(positive heave motion)

in z direction

in y directionInclined(negative roll angle)

in z direction

1) pW = 0 if n ≤ 1.02

6.5.2 Still water forceThe still water force transmitted to the hull structure shall be determined on the basis of the force obtained[kN] from the following formula:

FS = 9.81 · mc

Where mC is the mass [t] of the cargo.

6.5.3 Inertial forcesThe inertial forces are obtained [kN/m2] as specified in Table 9.

Table 9 Dry unit cargoes – Inertial forces

Vessel condition Inertial force FW [kN] 1)

FW,X = mC · aX1 in x directionUpright(positive heave motion) FW,Z = mC · aZ1 in z direction

FW,Y = mC · aY2 in y directionInclined(negative roll angle) FW,Z = mC · aZ2 in z direction

1) FW = 0 if n ≤ 1.02

6.6 Wheeled cargoes6.6.1 Tyred vehiclesThe forces transmitted through the tyres are comparable to pressure uniformly distributed on the tyreprint, the dimensions of which shall be indicated by the designer together with information concerning thearrangement of wheels on axles, the load per axle and the tyre pressures.With the exception of dimensioning of plating, such forces may be considered as concentrated in the tyreprint centre.

6.6.2 Non-tyred vehiclesThe requirements of [6.6.3] also apply to tracked vehicles; in this case the print to be considered is thatbelow each wheel or wheelwork.For vehicles on rails, all the forces transmitted shall be considered as concentrated at the contact areacentre.



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6.6.3 Still water forceThe still water force transmitted to the hull structure by one wheel shall be determined on the basis of theforce obtained [kN] from the formula:

Fs = 9.81 · mC

mc= QA /nW

QA = axle load [t]. For fork-lift trucks, the value of QA shall be taken equal to the total mass of thevehicle, including that of the cargo handled, applied to one axle only

nw = number of wheels for the axle considered

6.6.4 Inertial forcesThe inertial forces are obtained [kN] as specified in Table 10.

6.7 AccommodationThe still water pressures transmitted to the deck structures are obtained [kN/m2] as specified in Table 11.

6.8 Helicopter loads6.8.1 Landing loadThe landing load transmitted through one tyre to the deck shall be obtained [kN] from the following formula:

FCR = 7.36 · WH

WH = maximum weight of the helicopter [t]

Where the upper deck of a superstructure or deckhouse is used as a helicopter deck and the spaces beloware quarters, bridge, control room or other normally manned service spaces, the value of FCR shall bemultiplied by 1.15.

6.8.2 Emergency landing loadThe emergency load resulting from the crash of the helicopter shall be obtained [kN] from the followingformula:

FCR = 29.43 · WH

6.8.3 Helicopter having landing devices other than wheelsIn the case of a deck intended for the landing of helicopters having landing devices other than wheels (e.g.skates), the landing load and the emergency landing load shall be examined by the Society on a case-by-case basis.

7 Testing pressures

7.1 Still water pressures

7.1.1 The still water pressures to be considered as acting on plates and stiffeners subject to tank testing arespecified in Ch.3 Sec.3 [3].



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Table 10 Wheeled cargoes - inertial forces

Vessel condition Inertial force FW [kN] 2)

Upright(positive heave motion) FW,Z = mC · aZ1 in z direction

FW,Y = mC · aY2 in y directionInclined(negative roll angle) 1) FW,Z = mC · aZ2 in z direction

1) This condition shall be considered for the racking analysis of vessels with the type and service Notation Ro/Ro ship orwith the additional class Notation Ferry, with mC taken equal to the mass [t] of wheeled loads located on the structuralmember under consideration.

2) FW = 0 if n ≤ 1.02

Table 11 Deck pressure in accommodation compartments

Type of accommodation compartment p [kN/m2]

Large spaces (such as: restaurants, halls, cinemas, lounges,kitchen, service spaces, games and hobbies rooms, hospitals) 4.0

Cabins 3.0

Other compartments 2.5



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SECTION 4 HULL GIRDER LOADS

1 General

1.1 Definition and convention1.1.1 DefinitionThe hull girder loads are forces and moments which result as effects of local loads acting on the vessel as awhole when considered as a girder.

1.1.2 Sign conventionThe vertical bending moment is positive when it induces tensile stresses in the deck (hogging bendingmoment); it is negative in the opposite case (sagging bending moment).

2 Vertical bending moment calculation

2.1 Still water vertical bending moments

2.1.1 The design still water vertical bending moments are the maximum still water bending momentscalculated, in hogging and sagging conditions at the midship transverse section for the loading conditionsspecified in [2.1.2].

2.1.2 Loading conditionsFor all vessels, the following loading conditions shall be considered:

— light ship— fully loaded vessel— loading and unloading transitory conditions, where applicable

2.1.3 The design still water vertical bending moments shall be obtained from formulae given in Ch.3 Sec.10.

2.2 Additional bending moments

2.2.1 For vessels assigned the IN(0.6) or IN(1.2) to IN(2) range of navigation defined in the Pt.1 Ch.2Sec.1 [4.2], an additional vertical bending moment, calculated according to Ch.3 Sec.10 [7] shall be addedto the still water hogging and sagging bending moments, under both loaded and light conditions, for thedetermination of the hull girder strength and structural scantlings.



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CHANGES – HISTORIC

December 2015 editionThis is a new document.The rules enter into force 1 July 2016.

Part 3 Chapter 2 Changes – historic


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