RULES FOR

CLASSIFICATION OF

SHIPS

NEWBUILDINGS

SPECIAL SERVICE AND TYPE

ADDITIONAL CLASS

PART 5 CHAPTER 1

SHIPS FOR NAVIGATION IN ICE

JANUARY 2003

CONTENTS PAGE
Sec. 1 General Requirements ................................................................................................................ 5
Sec. 2 Basic Ice Strengthening.............................................................................................................. 6
Sec. 3 Ice Strengthening for the Northern Baltic .................................................................................. 8
Sec. 4 Vessels for Arctic and Ice Breaking Service ........................................................................... 19
Sec. 5 Sealers ..................................................................................................................................... 37

This is a re-print with the relevant amendments and corrections,

shown in the current Pt.0 Ch.1 Sec.3, inserted into the body of the text.

DET NORSKE VERITAS

Veritasveien 1, N-1322 Høvik, Norway Tel.: +47 67 57 99 00 Fax: +47 67 57 99 11
CHANGES IN THE RULES
General — The new rules contain new minimum output requirements for
propulsion for the Ice Classes: ICE-1C and ICE-1B based on
The present edition of the rules includes additions and amendments ship’s resistance in channels with brash ice, which was intro-
decided by the Board in March 2003 and supersedes the January 2001 duced in the 2001 rules for Ice Classes ICE-1A and ICE-1A*,
edition of the same chapter. and which have now been amended. The amendments include,
The rule changes come into force 1 July 2003. amongst others, validity ranges for certain “ship parameters”
used in the calculation of ice resistance.
This chapter is valid until superseded by a revised chapter. Supple- — FMA’s requirement in their Bulletin No. 16/27.11.2002 give the
ments will not be issued except for minor amendments and an updated “minimum engine output” in the Class Certificate, this has also
list of corrections presented in Pt.0 Ch.1 Sec.3. Pt.0 Ch.1 is normally been included into these rules.
revised in January and July each year.
— Structural strength requirements have also been amended, result-
Revised chapters will be forwarded to all subscribers to the rules. ing in a slightly thicker ice belt for longitudinally framed ships.
Buyers of reprints are advised to check the updated list of rule chap- — In addition, DNV have included an amendment where frames
ters printed in Pt.0 Ch.1 Sec.1 to ensure that the chapter is current. perpendicular to the shell, which are of unsymmetrical profiles,
are to have tripping preventions at a distance not exceeding 2.6
meters (not included in FMA amendments).
Main changes — Item J304 has been amended to take into account the difference
in the “material factor” between stainless steel and other materi-
• Sec.3 Ice Strengthening for the Northern Baltic als.
— Implements the new Finnish-Swedish Ice Class Rules, published
in Bulletin No. 13/1.10.2002 from the Finnish Maritime Admin-
istration (FMA). Corrections and Clarifications
— The new Finnish-Swedish Ice Class Rules entered into force on
1 October 2002 and will be applied to ships of which the keel is In addition to the above stated rule requirements, a number of detect-
laid or which is at similar stage of construction on or after 1 Sep- ed errors, corrections and clarifications have been made in the exist-
tember 2003. ing rule text.

Comments to the rules may be sent by e-mail to [email protected]

For subscription orders or information about subscription terms, please use [email protected]
Comprehensive information about DNV and the Society's services is found at the Web site http://www.dnv.com
© Det Norske Veritas
Computer Typesetting (FM+SGML) by Det Norske Veritas
Printed in Norway

If any person suffers loss or damage which is proved to have been caused by any negligent act or omission of Det Norske Veritas, then Det Norske Veritas shall pay compensation to such person
for his proved direct loss or damage. However, the compensation shall not exceed an amount equal to ten times the fee charged for the service in question, provided that the maximum compen-
sation shall never exceed USD 2 million.
In this provision "Det Norske Veritas" shall mean the Foundation Det Norske Veritas as well as all its subsidiaries, directors, officers, employees, agents and any other acting on behalf of Det
Norske Veritas.
 Rules for Ships, January 2003
Pt.5 Ch.1 Contents – Page 3

CONTENTS

SEC. 1 GENERAL REQUIREMENTS .......................... 5 J 300 Propeller..........................................................................16

J 400 Shafting ...........................................................................17
A. Classification..........................................................................5 J 500 Thrust bearing and reduction gear .................................17
A 100 Application........................................................................5 J 600 Miscellaneous machinery requirements..........................18
A 200 Class notations ..................................................................5
SEC. 4 VESSELS FOR ARCTIC AND ICE BREAKING
B. Definitions ..............................................................................5 SERVICE ........................................................... 19
B 100 Symbols.............................................................................5
B 200 Terms ................................................................................5 A. General ................................................................................ 19
A 100 Classification ..................................................................19
C. Documentation ......................................................................5 A 200 Scope...............................................................................19
C 100 General ..............................................................................5 A 300 Design principles and assumptions.................................19
A 400 Definitions.......................................................................20
SEC. 2 BASIC ICE STRENGTHENING ....................... 6 A 500 Documentation................................................................21
A. General...................................................................................6 B. Materials and Corrosion Protection................................. 22
A 100 Classification.....................................................................6 B 100 Design temperatures........................................................22
B 200 Structural categories........................................................23
B. Hull Arrangement and Scantlings .......................................6 B 300 Selection of steel grades..................................................23
B 100 Shell plating ......................................................................6 B 400 Coatings ..........................................................................24
B 200 Ordinary frames ................................................................6 B 500 Corrosion additions.........................................................24
B 300 Intermediate ice frames.....................................................6 B 600 Equipment .......................................................................24
B 400 Ice stringer.........................................................................6
B 500 Weld connections..............................................................6 C. Ship Design and Arrangement.......................................... 24
B 600 Sternframe and rudder ......................................................6 C 100 Hull form.........................................................................24
C 200 Appendages.....................................................................24
C. Machinery ..............................................................................7 C 300 Mooring equipment.........................................................24
C 100 Output of propulsion machinery .......................................7
C 200 Design of propeller and propeller shaft ............................7 D. Design Loads ...................................................................... 24
C 300 Sea suctions and discharges ..............................................7 D 100 Ice impact forces on the bow ..........................................24
D 200 Beaching forces...............................................................25
SEC. 3 ICE STRENGTHENING FOR THE D 300 Ice compression loads amidships....................................25
NORTHERN BALTIC ......................................... 8 D 400 Local ice pressure ...........................................................25
D 500 Accelerations...................................................................26
A. General...................................................................................8
A 100 Classification.....................................................................8 E. Global Strength .................................................................. 26
A 200 Assumptions......................................................................8 E 100 General............................................................................26
A 300 Definitions.........................................................................8 E 200 Longitudinal strength ......................................................26
A 400 Documentation ..................................................................8 E 300 Transverse strength amidships........................................27
E 400 Overall strength of substructure in the foreship..............27
B. Design Loads .........................................................................9
B 100 Height of load area............................................................9 F. Local Strength .................................................................... 28
B 200 Ice pressure .......................................................................9 F 100 General............................................................................28
C. Shell Plating ...........................................................................9 F 200 Plating .............................................................................28
C 100 Vertical extension of ice strengthening.............................9 F 300 Longitudinal stiffeners ....................................................28
C 200 Plate thickness in the ice belt ..........................................10 F 400 Other stiffeners................................................................29
F 500 Girders ............................................................................29
D. Frames..................................................................................10
D 100 Vertical extension of ice framing....................................10 G. Rudders, Propeller Nozzles and Steering Gears ............. 30
D 200 Transverse frames ...........................................................10 G 100 General............................................................................30
D 300 Longitudinal frames ........................................................11 G 200 Ice loads on rudders ........................................................30
D 400 Structural details .............................................................11 G 300 Rudder scantlings............................................................31
G 400 Ice loads on propeller nozzles.........................................31
E. Ice Stringers ........................................................................12 G 500 Propeller nozzle scantlings .............................................31
E 100 Stringers within the ice belt ............................................12 G 600 Steering gear ...................................................................31
E 200 Stringers outside the ice belt ...........................................12
E 300 Deck strips ......................................................................12 H. Welding ............................................................................... 31
H 100 General............................................................................31
F. Web Frames........................................................................12 H 200 External welding .............................................................31
F 100 Design load .....................................................................12 H 300 Fillet welds and penetration welds subject to
F 200 Section modulus and shear area ......................................12 high stresses ....................................................................31

G. Bilge Keels............................................................................13 I. Machinery Systems ............................................................ 32

G 100 Arrangement....................................................................13 I 100 Pneumatic starting arrangement......................................32
I 200 Sea inlets and discharges ................................................32
H. Special Arrangement and Strengthening Forward..........13 I 300 Sea cooling water arrangements .....................................32
H 100 Stem, baltic ice strengthening .........................................13 I 400 Ballast system .................................................................32
H 200 Arrangements for towing ................................................13
J. Propulsion Machinery and Propellers ............................. 32
I. Special Arrangement and Strengthening Aft ...................14 J 100 General............................................................................32
I 100 Stern ................................................................................14 J 200 Engine output ..................................................................32
I 200 Rudder and steering arrangements .................................14 J 300 Determination of ice torque ............................................33
J 400 Propeller..........................................................................33
J. Machinery ............................................................................14 J 500 Shafting ...........................................................................33
J 100 Engine output ..................................................................14 J 600 Thrust bearing .................................................................34
J 200 Design loads for propeller and shafting ..........................16 J 700 Reduction gear ...............................................................34

DET NORSKE VERITAS

Rules for Ships, January 2003
Pt.5 Ch.1 Contents – Page 4

J 800 Flexible couplings and clutches ......................................34 SEC. 5 SEALERS .......................................................... 37

J 900 Fixed shaft couplings ......................................................35
J 1000 Propeller fitting ...............................................................35 A. General.................................................................................37
J 1100 Spare parts.......................................................................35 A 100 Classification...................................................................37
A 200 Hull form.........................................................................37
K. Thrusters ............................................................................. 35
B. Strength of Hull and Superstructures...............................37
K 100 General ............................................................................35 B 100 Ship's sides and stem.......................................................37
K 200 Shafting ...........................................................................35 B 200 Superstructures................................................................37
K 300 Reduction gear ................................................................35
K 400 Propeller ..........................................................................35 C. Sternframe, Rudder and Steering Gear ...........................37
C 100 Design rudder force.........................................................37
L. Stability and Watertight Integrity ................................... 35 C 200 Protection of rudder and propeller ..................................37
L 100 Application......................................................................35
L 200 Definitions.......................................................................35 D. Anchoring and Mooring Equipment.................................37
L 300 Documentation ................................................................35 D 100 General ............................................................................37
L 400 Requirements for intact stability .....................................35 E. Machinery............................................................................37
L 500 Requirements for damage stability .................................36 E 100 Output of propulsion machinery .....................................37
L 600 Requirements for beaching stability ...............................36 E 200 Thrust bearing, reduction gear, shafting and propeller ...37
L 700 Requirements to watertight integrity...............................36 E 300 Machinery systems..........................................................37

DET NORSKE VERITAS

 Rules for Ships, January 2003
Pt.5 Ch.1 Sec.1 – Page 5

SECTION 1
GENERAL REQUIREMENTS

A. Classification Ps = maximum continuous output of propulsion machinery

in kW
A 100 Application s = stiffener spacing in m measured along the plating be-
101 The rules in this chapter apply to vessels occasionally or tween ordinary and/or intermediate stiffeners
primarily intended for navigation in waters with ice conditions. s0 = spacing in m of ordinary main frames
The requirements are to be regarded as supplementary to those ss = 0.48 + 0.002 L
given for the assignment of main class. (m) maximum 0.61 m forward of the collision bulk-
head and abaft the afterpeak bulkhead
A 200 Class notations l = stiffener span in m measured along the top flange of
201 Vessels complying with relevant additional require- the member. For definition of span point, see Pt.3 Ch.1
ments of this chapter will be assigned one of the following Sec.3 C100
class notations: S = girder span in m. For definition of span point, see Pt.3
Ch.1 Sec.3 C100.
Table A1 Class notations σF = minimum upper yield stress of material in N/mm2
Notation Reference NV-NS-steel may be taken as having σF = 235 N/mm2
g0 = standard acceleration of gravity (≈ 9.81 m / s2).
ICE-C (See Sec.2)
ICE-1A*F *) For details see Pt.3 Ch.1.
ICE-1A*
ICE-1A (See Sec.3) B 200 Terms
ICE-1B
ICE-1C 201 Load waterline, LWL:
ICE - 05(or - 10 or - 15) The waterline corresponding to winter load line. For ships
POLAR - 10(or - 20 or - 30) (See Sec.4) trading in the Baltic during winter at summer load line, the ice
Icebreaker strengthening is to be based on the summer load line, see also
Sealer (See Sec.5) Sec.3 A300.
202 Ballast waterline, BWL:
To be determined in such a way that the propeller, if possible,
B. Definitions is completely submerged, see also Sec.3 A300.
B 100 Symbols
101 General
C. Documentation
L = rule length in m *)
B = rule breadth in m *) C 100 General
D = rule depth in m *)
T = rule draught in m *) 101 Details related to additional classes regarding design, ar-
∆ = rule displacement in t *) rangement and strength are in general to be included in the
CB = block coefficient *) plans specified for the main class.
∆f = displacement in t in fresh water (density 1.0 t/m3) at ice 102 Additional documentation not covered by the main class
class draught are specified in appropriate sections of this chapter.

DET NORSKE VERITAS

Rules for Ships, January 2003
Pt.5 Ch.1 Sec.2 – Page 6

SECTION 2
BASIC ICE STRENGTHENING

A. General 2
L so 3
A 100 Classification Z =  --------- + 10 ---- (cm )
 160 s
s
101 The requirements in this section apply to passenger and
cargo vessels intended for service in waters with light ice con- — abaft collision bulkhead:
ditions.
102 Vessels built in compliance with the following require- 2 so
L 3
ments may be given the class notation ICE-C. Z =  --------- + 20 ---- (cm )
 100 s
s
103 In cases where the structural requirements of Sec.3
(ICE-1C) give smaller scantlings than Sec.2, Sec.3 may be ap- The required section modulus of intermediate frames forward
plied. of the collision bulkhead is based on a frame span equal to 2 m.
For different spans, the requirement is modified in direct pro-
104 Vessels with longitudinal framing are to have scantlings
for plating and longitudinals as for class notation ICE-1C, us- portion. Intermediate frames need in no case have a section
ing 0.9 times the ice pressure as given in Sec.3. The extent of modulus larger than 75% of that of the ordinary frames.
ice strengthening is to be as specified in B100 and B300. 303 The ends of intermediate ice frames are to be connected
to horizontal carlings between ordinary frames. These carlings
are not to form a continuous stringer. Where intermediate ice
frames extend to a deck or inner bottom, it may have sniped
B. Hull Arrangement and Scantlings ends. Acceptable types of intermediate frame ends are shown
in Fig. 1.
B 100 Shell plating
101 From stem to a distance B abaft F.P. and within a belt ex-
tending vertically from 0.5 m above LWL to 0.5 m below
BWL, the shell plating thickness is not to be less than:
t = 6 + 0.11 L + ∆ t (mm), maximum 25 mm
∆ t = 20 (so − ss) (mm), minimum zero.
102 Abaft the area mentioned in 101, the shell plating thick-
ness within the specified ice belt may be gradually reduced to
normal thickness at the position where the waterlines attain
their full breadth.
B 200 Ordinary frames
201 Ordinary frames in fore peak are to have a section mod-
ulus not less than: Fig. 1
Z = 0.25 L T (cm3) Acceptable types of intermediate frame ends

The distance between ordinary frames in fore peak is not to ex-

ceed 0.61 m. B 400 Ice stringer
202 From collision bulkhead to 1.5 B abaft F.P., the section 401 In single deck ships, an ice stringer is to be fitted 0.2 to
modulus of ordinary main frames is not to be less than: 0.3 m below LWL from stem to a distance 2 B abaft F.P.
Z = 0.4 L so T (cm3)
Forward of the collision bulkhead, the ice stringer is to be a
B 300 Intermediate ice frames girder with scantlings as an ordinary girder on the ship's side.
Abaft the collision bulkhead, the ice stringer is to consist of a
301 In the region from stem to 1.5 B abaft F.P., intermediate series of tripping brackets fitted to the frames.
frames are to be fitted. The intermediate ice frames are to ex-
tend from 0.62 m above LWL to 1.0 m below BWL. B 500 Weld connections
Bottom plating forward situated less than 0.5 m below BWL is 501 Weld connections to shell in fore peak are to be double
to have intermediate stiffening between floors. Intermediate continuous.
ice frames may be omitted, if the spacing of the ordinary
frames is not exceeding: B 600 Sternframe and rudder
— 0.37 m forward of collision bulkhead 601 The section modulus of sternframe, rudder horn and sole
— (0.288 + 0.0012 L), maximum 0.42 m abaft collision bulk- piece is to be 7.5% greater than required for the main class.
head.
602 Scantlings of rudders, rudder stocks and rudder shafts
302 The intermediate ice frames are to have a section modu- are to be based on a rudder force 25% greater than a design val-
lus not less than: ue calculated according to Pt.3 Ch.3 Sec.2 D101, with k1 = k2
= 1.0 irrespective of condition, rudder profile type and arrange-
— forward of collision bulkhead: ment.

DET NORSKE VERITAS

 Rules for Ships, January 2003
Pt.5 Ch.1 Sec.2 – Page 7

C. Machinery 202 The propeller shaft diameter need not exceed 1.05 times
the rule diameter given for main class, irrespective of the di-
C 100 Output of propulsion machinery mension derived from Sec.3.
101 The maximum continuous output is generally not to be C 300 Sea suctions and discharges
less than:
301 The sea cooling water inlet and discharge for main and
Ps = 0.73 L B (kW) auxiliary engines are to be so arranged so that blockage of
For ships with a bow specially designed for navigation in ice, strums and strainers by ice is prevented. In addition to require-
a reduced output may be accepted. In any case, the output is not ments in Pt.4 Ch.1 and Ch.6 the requirements in 302 and 303
to be less than: are to be complied with.
Ps = 0.59 L B (kW) 302 One of the sea cooling water inlet sea chests is to be sit-
uated near the centre line of the ship and well aft. At least one
102 If the ship is fitted with a controllable pitch propeller, the of the sea chests is to be sufficiently high to allow ice to accu-
output may be reduced by 10%. mulate above the pump suctions.
103 For ships with steam turbines, the astern power is not to 303 A full capacity discharge branched off from the cooling
be less than 70% of the forward power. water overboard discharge line is to be connected to at least
one of the sea inlet chests. At least one of the fire pumps is to
C 200 Design of propeller and propeller shaft be connected to this sea chest or to another sea chest with de-
201 Relevant criteria in Sec.3 are to be applied, assuming the icing arrangements.
ice torque in Nm: Guidance note:
Heating coils may be installed in the upper part of the sea
TICE = 35 200 R2 for open propellers chest(s). Arrangement using ballast water for cooling purposes is
recommended but will not be accepted as a substitute for sea inlet
TICE = 35 200 R2 (0.9 − 0.0622 R-0.5) for ducted propellers chest arrangement as described above.
R = propeller radius (m). ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---

DET NORSKE VERITAS

Rules for Ships, January 2003
Pt.5 Ch.1 Sec.3 – Page 8

SECTION 3
ICE STRENGTHENING FOR THE NORTHERN BALTIC

A. General 206 Assistance from icebreakers is normally assumed when

navigating in ice bound waters.
A 100 Classification
A 300 Definitions
101 The requirements in this section apply to vessels for
service in the northern Baltic in winter or areas with similar ice 301 Maximum draught amidships
conditions. The maximum ice class draught amidships shall be the draught
102 Vessels built in compliance with the following require- on the Fresh Water Load Line in Summer. If the ship has a tim-
ments may be given one of the class notations ICE-1A*, ICE- ber load line, the Fresh Water Timber Load Line in Summer
1A, ICE-1B or ICE-1C whichever is relevant. shall be used.
Guidance note: 302 Maximum and minimum draught fore and aft
The ice class requirements are considered to meet the Finnish- The maximum and minimum ice class draughts fore and aft
Swedish Ice Class Rules 01 October 2002 for corresponding
classes. shall be determined and stated in the classification certificate.
The line defined by the maximum draughts fore, amidships
DNV Ice Class notation Equivalent Finnish-Swedish Ice and aft will henceforth be referred to as LWL. The line may be
Class a broken line. The line defined by the minimum draughts fore
ICE-1A* 1A Super and aft will be referred to as BWL.
ICE-1A 1A
The draught and trim, limited by the LWL, must not be exceed-
ICE-1B 1B
ed when the ship is navigating in ice. The salinity of the sea
ICE-1C 1C water along the intended route is to be taken into account when
loading the ship. Filling of ballast tanks may be necessary to
Revision of these rules concern propulsion power and structural
strength and applies to ships of which the keel is laid, or which is load the ship to the BWL. Any ballast tanks situated fully or
at a similar stage of construction on or after 1 September 2003. partly above the BWL adjacent to the ship's shell are to be
equipped with anti-freezing device(s) to prevent the water
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e--- from freezing, see J603. In determining the BWL, regard shall
be paid to the need for ensuring a reasonable degree of ice go-
103 Vessels built in compliance with the requirements rele- ing capability in ballast. The propeller shall be fully sub-
vant for class ICE-1A* and with the additional requirements merged, if possible entirely below the ice. The minimum
given below may acquire the class notation ICE-1A*F. forward draught shall be at least:
Guidance note: (2 + 0.00025 ∆f) ho (m)
The additional ice class ICE-1A*F is recommended applied to
vessels with relatively high engine power designed for regular but need not exceed 4 ho where
traffic in the northern Baltic and other relevant areas, normally
operating according to rather fixed timetables irrespective of ice ∆f = displacement of the ship (t) on the maximum ice class
conditions and to a certain degree independent of ice breaker as- draught according to 301
sistance. ho = ice thickness according to B101.
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
303 Ice belt regions
A 200 Assumptions The ice belt is divided into regions as follows (see also Fig.1):
201 The method for determining the hull scantlings is based Forward region: From the stem to a line parallel to and 0.04 L
on certain assumptions concerning the nature of the ice load on aft of the forward borderline of the part of the hull where the
the structure. These assumptions rest on full scale observations waterlines run parallel to the centre line. For ice classes ICE-
made in the northern Baltic. 1A*F, ICE-1A* and ICE-1A the overlap of the borderline
202 The formulae given for plating, stiffeners and girders are need not exceed 6 m, for ice classes ICE-1B and ICE-1C this
based on special investigations as to the distribution of ice overlap need not exceed 5 m.
loads from plating to stiffeners and girders as well as redistri- Midship region: From the aft boundary of the Forward region
bution of loads on stiffeners and girders. Special values have to a line parallel to and 0.04 L aft of the aft borderline of the
been given for distribution factors and certain assumptions part of the hull where the waterlines run parallel to the centre
have been made regarding boundary conditions. line. For ice classes ICE-1A*F, ICE-1A* and ICE-1A the
203 For the formulae and values given in this section for the overlap of the borderline need not exceed 6 m, for ice classes
determination of the hull scantlings more sophisticated meth- ICE-1B and ICE-1C this overlap need not exceed 5 m.
ods may be substituted subject to special approval. Aft region: From the aft boundary of the Midship region to the
204 If scantlings derived from these regulations are less than stern.
those required for an unstrengthened ship, the latter shall be
used. A 400 Documentation
205 The frame spacing and spans defined in the following 401 LWL and BWL are to be indicated on the shell expan-
text are normally assumed to be measured in a vertical plane sion plan together with the lines separating the forward, amid-
parallel to the centreline of the ship. However, if the ship’s side ships and aft regions of the ice belt. The machinery,
deviates more than 20° from this plane, the frame distances and displacement, ∆f, and the output of propulsion machinery, Ps,
spans shall be measured along the side of the ship. are to be stated on the shell expansion and/or the framing plan.

DET NORSKE VERITAS

 Rules for Ships, January 2003
Pt.5 Ch.1 Sec.3 – Page 9

The value of c1 is given in Table B3:

Table B3 Values of c1
Region
Ice class
Forward Midship Aft
ICE-1A* 1.0 1.0 0.75
ICE-1A 1.0 0.85 0.65
ICE-1B 1.0 0.70 0.45
ICE-1C 1.0 0.50 0.25
Fig. 1 For ice class ICE-1A*F an additional lower forward ice belt
Ice belt regions
(see C102) is defined with factor c1 = 0.20.
ca = a factor which takes account of the probability that the
full length of the area under consideration will be un-
B. Design Loads der pressure at the same time. It is calculated by the
B 100 Height of load area formula:
101 An ice strengthened ship is assumed to operate in open
sea conditions corresponding to a level ice thickness not ex- 47 – 5l a
c a = ------------------- , maximum 1.0, minimum 0.6
ceeding ho. The design height (h) of the area actually under ice 44
pressure at any particular point of time is, however, assumed to
be only a fraction of the ice thickness. The values for ho and h la is to be taken as given in Table B4.
are given in the following table.
Table B4 Values of la
Table B1 Values of ho and h Structure Type of framing la
Ice class ho (m) h (m) transverse frame spacing
Shell
ICE-1A* 1.0 0.35 longitudinal 2 x frame spacing
ICE-1A 0.8 0.30 transverse frame spacing
ICE-1B 0.6 0.25 Frames
longitudinal span of frame
ICE-1C 0.4 0.22
Ice stringer span of stringer
B 200 Ice pressure Web frame 2 x web frame spacing
201 The design ice pressure (based on a nominal ice pressure
of 5 600 kN/m2) is determined by the formula:
p = 5 600 cd c1 ca (kN/m2) C. Shell Plating
cd = a factor which takes account of the influence of the size C 100 Vertical extension of ice strengthening
and engine output of the ship. It is calculated by the
formula: 101 The vertical extension of the ice belt (see Fig.1) is not to
be less than given in Table C1.
ak + b
c d = --------------- Table C1 Vertical extension of ice belt
1000
Ice class Above LWL (m) Below BWL (m)
∆f Ps ICE 1A* 0.6 0.75
k = --------------- ICE 1A 0.5 0.6
1000 ICE 1B 0.4 0.5
a and b are given in Table B2. ICE 1C 0.4 0.5

Table B2 Values of a and b 102 In addition the following areas shall be strengthened:
Region Fore foot: For ice class ICE-1A* and ICE-1A*F the shell plat-
Forward Midship and aft ing below the ice belt from the stem to a position five main
frame spaces abaft the point where the bow profile departs
k ≤ 12 k > 12 k ≤ 12 k > 12 from the keel line shall have at least the thickness required in
a 30 6 8 2 the ice belt in the midship region, calculated for the actual
b 230 518 214 286 frame spacing.
∆f = displacement (t) as defined in A302 Upper forward ice belt: For ice classes ICE-1A* and ICE-1A
Ps = machinery output (kW) as defined in J101 on ships with an open water service speed equal to or exceed-
c1 = a factor which takes account of the probability that the ing 18 knots, the shell plate from the upper limit of the ice belt
design ice pressure occurs in a certain region of the to 2 m above it and from the stem to a position at least 0.2 L
hull for the ice class in question. abaft the forward perpendicular, is to have at least the thick-
ness required in the ice belt in the midship region, calculated
for the actual frame spacing.
Guidance note:
A similar strengthening of the bow region is advisable also for a
ship with a lower service speed, when it is, e.g. on the basis of the
model tests, evident that the ship will have a high bow wave.
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---

For ice class ICE-1A*F the upper forward ice belt is to be tak-

DET NORSKE VERITAS

Rules for Ships, January 2003
Pt.5 Ch.1 Sec.3 – Page 10

en 3 m above the normal ice belt, extending within the forward

region. 235L- (mm), minimum 10 mm
t = 0.6 ( s + 0.8 ) ------------
Lower forward ice belt: For ice class ICE-1A*F a lower for- σ F
ward ice belt below the normal ice belt is defined covering the
forward region aft of the forefoot and down to the lower turn
of bilge.
103 Sidescuttles are not to be situated in the ice belt. If the D. Frames
weather deck in any part of the ship is situated below the upper
limit of the ice belt (e.g. in way of the well of a raised quarter D 100 Vertical extension of ice framing
deck), the bulwark is to be given at least the same strength as 101 The vertical extension of the ice strengthening of the
is required for the shell in the ice belt. The strength of the con- framing is to be at least as given in Table D1:
struction of the freeing ports is to meet the same requirements.
C 200 Plate thickness in the ice belt Table D1 Vertical extension of ice strengthening of the
framing
201 For transverse framing the thickness of the shell plating
is to be determined by the formula: Ice class Region Above LWL Below BWL
(m) (m)
x 1 p PL to double bot-
t = 21.1s -----------------
- + t c (mm) forward 1.2 tom or below
σ F ICE- 1A*F top of floors
For longitudinal framing the thickness of the shell plating is to midship 1.2 1.6
be determined by the formula: aft 1.2 1.2
from stem to to double bot-
p PL 1.2 tom or below
t = 21.1s -----------
- + t (mm) 0.3 L abaft it
top of floors
x2 σ F c
ICE-1A* abaft 0.3 L from 1.2 1.6
stem
p PL = 0.75 p
p = as given in B200. midship 1.2 1.6
aft 1.2 1.2
4.2 from stem to
x1 = 1.3 – --------------------------------- , maximum 1.0 1.0 1.6
2 0.3 L abaft it
( h ⁄ s + 1.8 )
ICE-1A, abaft 0.3 L from 1.0 1.3
0.4 1B, 1C stem
x2 = 0.6 + ---------------- , when h/s ≤ 1
( h ⁄s) midship 1.0 1.3
aft 1.0 1.0
= 1.4 − 0.4 (h/s); when 1 ≤ h/s < 1.8
= 0.35 + 0.183 (h/s) for 1.8 ≤ h/s < 3 Where an upper forward ice belt is required (see C102), the ice
= 0.9 for h/s > 3 strengthened part of the framing is to be extended at least to the
h = as given in B100 top of this ice belt.
σF = yield stress of the material (N/mm2) 102 Where the ice strengthening would go beyond a deck or
tc = increment for abrasion and corrosion (mm); normally a tank top by not more than 250 mm, it can be terminated at
2 mm. If a special surface coating, by experience that deck or tank top.
shown capable to withstand the abrasion of ice, is ap-
plied and maintained, lower values may be approved. D 200 Transverse frames
201 The section modulus of a main or intermediate trans-
202 For ice class ICE-1A*F the following additional re- verse frame is to be calculated by the formula:
quirements are given:
psh l 3 3
— bottom plating in the forward region (below the lower for- Z = --------------- 10 ( cm )
ward ice belt defined in 102) is to have a thickness not less mt σ F
than:
p = ice pressure as given in B200
235L h = height of load area as given in B100
t = 0.7 ( s + 0.8 ) ------------- (mm), minimum 12 mm
σ F
7m o
mt = ------------------------
7 – 5h ⁄ l
— side and bottom plating in the aft region below the ice belt
is to have a thickness not less than: mo = values as given in Table D2.

DET NORSKE VERITAS

 Rules for Ships, January 2003
Pt.5 Ch.1 Sec.3 – Page 11

er may have the scantlings required for an unstrengthened

Table D2 Values of mo ship and the upper end be connected to the adjacent main
frames by a horizontal member of the same scantlings as
Boundary condi- mo Example the main frame. Such an intermediate frame can also be
tion
extended to the deck above and if this is situated more than
1.8 metre above the ice belt the intermediate frame need
not be attached to that deck, except in the Forward region.
203 Lower end of transverse framing
7 Frames in a bulk carrier with top wing
tanks 1) The lower end of the strengthened part of a main frame and
of an intermediate ice frame is to be attached to a deck,
tank top or ice stringer (see E).
2) Where an intermediate frame terminates below a deck,
tank top or ice stringer which is situated at or below the
lower limit of the ice belt (see C100), the lower end to be
connected to the adjacent main frames by a horizontal
member of the same scantlings as the frames.

Frames extending from the tank top to a D 300 Longitudinal frames

6
single deck 301 The section modulus of a longitudinal frame is to be cal-
culated by the formula:
2
x3 x4 p h l 3 3
Z = -------------------------- 10 ( cm )
m1 σF

The shear area of a longitudinal frame is to be:

Continuous frames between several These formulae assume that the longitudinal frame is attached
5.7 to supporting structure by brackets as required in 401.
decks or stringers
8.7 x 3 p h l 2
A = ------------------------- ( cm )
σF

x3 = factor which takes account of the load distribution to

adjacent frames:
Frames extending between two decks
5 only x3 = (1 − 0.2 h/s)

x4 = factor which takes account of the concentration of load

to the point of support:
The boundary conditions are those for the main and intermedi- x4 = 0.6
ate frames. Possible different conditions for main and interme-
diate frames are assumed to be taken care of by interaction p = ice pressure as given in B200
between the frames and may be calculated as mean values. h = height of load area as given in B100
Load is applied at mid span. m1 = boundary condition factor; m1= 13.3 for a continuous
beam. Where the boundary conditions deviate signifi-
If the ice belt covers less than half the span of a transverse cantly from a continuous beam, a smaller factor may
frame, (b < 0.5 l) the following modified formula may be used be required.
for the section modulus:
Normally m1 = 12 is to be used for longitudinals, tak-
ing into account load variations between adjacent
2
ps h b ( l – b ) 3 3 spans.
Z = ---------------------------------- 10 ( cm )
2
σF l D 400 Structural details
401 Within the ice strengthened area all frames are to be ef-
fectively attached to all supporting structures by brackets.
b = distance in m between upper or lower boundary of the Frames crossing supporting structures such as web frames or
ice belt and the nearest deck or stringer within the ice stringers are to be connected to these structures on both sides
belt. (by collar plates or lugs in way of cut-outs).
Where less than 15% of the span, l, of the frame is situated 402 For ice class ICE-1A*F and ICE-1A*, for ice class ICE-
within the ice-strengthening zone for frames as defined in 1A in the forward and midship regions and for ice classes ICE-
D101, ordinary frame scantlings may be used. 1B and ICE-1C in the forward region, the following shall ap-
ply in the ice strengthened area:
202 Upper end of transverse framing
1) Frames which are not at a straight angle to the shell are to
1) The upper end of the strengthened part of a main frame and be supported against tripping by brackets, intercostals,
of an intermediate ice frame is to be attached to a deck or stringers or similar at a distance preferably not exceeding
an ice stringer (see E). 1.3 m.
2) Where an intermediate frame terminates above a deck or Frames perpendicular to shell which are of unsymmetrical
an ice stringer which is situated at or above the upper limit profiles are to have tripping preventions at a distance not
of the ice belt (see C100) the part above the deck or string- exceeding 2.6 m.

DET NORSKE VERITAS

Rules for Ships, January 2003
Pt.5 Ch.1 Sec.3 – Page 12

2) Frames and girder webs are to be attached to the shell by F. Web Frames
double continuous welds. No scalloping is allowed (ex-
cept when crossing shell plate butts). F 100 Design load
3) The web thickness of the frames is to be at least one half 101 The load transferred to a web frame from an ice stringer
of the thickness of the shell plating and at least 9 mm. or from longitudinal framing shall be calculated by the formu-
Where there is a deck, tank top or bulkhead in lieu of a la:
frame the plate thickness of this is to be as above, to a F = p h s (kN)
depth corresponding to the height of adjacent frames.
p = ice pressure as given in B200, when calculating factor
ca, however, la is to be taken as 2 s
h = height in m of load area as given in B100
E. Ice Stringers
The product ph is not to be taken less than 300.
E 100 Stringers within the ice belt
101 The section modulus of a stringer situated within the ice s = web frame spacing in m
belt (see C100) is to be calculated by the formula:
In case the supported stringer is outside the ice belt, the load F
2 may be multiplied by:
0.9 p h l 3 3
Z = --------------------- 10 ( cm ) h
m1 σ F  1 – -----s
 ls 
The shear area is not to be less than:
as given in E201.
7.8 p h l 2
A = ------------------- ( cm )
σF
p = ice pressure as given in B200
h = height of load area as given in B100
The product p h is not to be taken as less than 300
l = span of stringer (m)
m1 = boundary condition factor as given in D301.
E 200 Stringers outside the ice belt
201 The section modulus of a stringer situated outside the ice
belt but supporting ice strengthened frames is to be calculated
by the formula:
2 hs
0.95 p h l 3 3
Z = ------------------------  1 – ----- 10 ( cm )
m1 σ F  ls 
Fig. 2
The shear area is not to be less than: Web frame

8.2 p h l hs 2
A = -------------------  1 – ----- ( cm )
σF  ls  F 200 Section modulus and shear area
201 For a web frame simply supported at the upper end and
p = ice pressure as given in B200 fixed at the lower end (see Fig.2), the section modulus require-
h = height of load area as given in B100 ment is given by:
The product p h is not to be taken as less than 300.
M 1 3 3
Z = ------ --------------------------10 (cm )
l = span of stringer (m) σF A 2
m1 = boundary condition factor as given in D301 1 –  γ ------
 A 
ls = the distance to the adjacent ice stringer(m) a
hs = the distance to the ice belt (m).
M = maximum calculated bending moment under the load
E 300 Deck strips F, as given in 101
301 Narrow deck strips abreast of hatches and serving as ice
γ = as given in Table F1
stringers are to comply with the section modulus and shear area A = required shear area from 202
requirements in 100 and 200 respectively. In the case of very Aa = actual cross sectional area of web plate.
long hatches the lower limit of the product p h may be reduced 202 With boundary conditions as given in 201, the shear area
to 200. of a web frame is given by:
302 Regard shall be paid to the deflection of the ship's sides
due to ice pressure in way of very long hatch openings, when 17.3α Q 2
A = -------------------- (cm )
designing weatherdeck hatch covers and their fittings. σF

Q = maximum calculated shear force under the load F, as

given in 101
α = factor given in Table F1
Af = cross sectional area of free flange
Aw = cross sectional area of web plate.

DET NORSKE VERITAS

 Rules for Ships, January 2003
Pt.5 Ch.1 Sec.3 – Page 13

203 For other web frame configurations and boundary con- — shear stress: τ = σF ⁄ 3
ditions than given in 201, a direct stress calculation should be
performed. — bending stress: σb = σF
2 2
The concentrated load on the web frame is given in 101. — equivalent stress: σ c = σ b + 3 τ = σF
The point of application is in each case to be chosen in relation
to the arrangement of stringers and longitudinal frames so as to
obtain the maximum shear and bending moments.
Allowable stresses are as follows:

Table F1 Values of α and γ

A
-------f- 0.0 0.2 0.4 0.6 0.8 1.0 1.2 1.4 1.6 1.8 2.0
Aw

α 1.5 1.23 1.16 1.11 1.09 1.07 1.06 1.05 1.05 1.04 1.04
γ 0 0.44 0.62 0.71 0.76 0.80 0.83 0.85 0.87 0.88 0.89

G. Bilge Keels la = spacing of vertical supporting elements (m).

G 100 Arrangement For class ICE-1A*F the front plate and upper part of the bulb
and the stem plate up to a point 3.6 m above LWL (lower part
101 The connection of bilge keels to the hull are to be so de- of bow door included) is to have a minimum thickness of:
signed that the risk of damage to the hull, in case a bilge keel
is ripped off, is minimised.
102 To limit damage when a bilge keel is partly ripped off, it 235L
is recommended that bilge keels are cut up into several shorter t = c ------------- (mm)
independent lengths. σf
103 For class ICE-1A*F bilge keels are normally to be
avoided and should be replaced by roll-damping equipment. c = 2.3 for the stem plate
Specially strengthened bilge keels may be considered. = 1.8 for the bulb plating.

The width of the increased bulb plate is not to be less than 0.2
b on each side of the centre line, b being the breadth of the bulb
H. Special Arrangement and Strengthening For- at F.P.
ward 103 The stem and the part of a blunt bow defined above are
to be supported by floors or brackets spaced not more than 0.6
H 100 Stem, baltic ice strengthening m apart and having a thickness of at least half the plate thick-
101 The stem may be made of rolled, cast or forged steel or ness. The reinforcement of the stem is to be extend from the
of shaped steel plates. A sharp edged stem (see Fig.3) improves keel to a point 0.75 m above LWL or, in case an upper forward
the manoeuvrability of the ship in ice and is recommended par- ice belt is required (C102) to the upper limit of this.
ticularly for smaller ships with length less than 150 m.
H 200 Arrangements for towing
201 A mooring pipe with an opening not less than 250 by
300 mm, a length of at least 150 mm and an inner surface radi-
us of at least 100 mm is to be fitted in the bow bulwark at the
centre line.
202 A bitt or other means for securing a towline, dimen-
sioned to stand the breaking force of the towline of the ship is
to be fitted.
203 On ships with a displacement not exceeding 30 000 tons
the part of the bow which extends to a height of at least 5 m
above the LWL and at least 3 m aft of the stem, is to be
Fig. 3 strengthened to take the stresses caused by fork towing. For
Welded stem
this purpose intermediate frames are to be fitted and the fram-
ing shall be supported by stringers or decks.
102 The plate thickness of a shaped plate stem and in the 204 It shall be noted that for ships of moderate size (displace-
case of a blunt bow, any part of the shell which forms an angle ment not exceeding 30 000 tons) fork towing in many situa-
of 30° or more to the centre line in a horizontal plane, is to be tions is the most efficient way of assisting in ice. Ships with a
calculated according to the formulae in C200 assuming that: bulb protruding more than 2.5 m forward of the forward per-
pendicular are often difficult to tow in this way. The adminis-
s = spacing of elements supporting the plate (m) trations reserve the right to deny assistance to such ships if the
pPL = p (see B200). situation so warrants.

DET NORSKE VERITAS

Rules for Ships, January 2003
Pt.5 Ch.1 Sec.3 – Page 14

I. Special Arrangement and Strengthening Aft 204 Relief valves for hydraulic pressure are to be effective.
The components of the steering gear are to be dimensioned to
I 100 Stern stand the yield torque of the rudder stock. Where possible rud-
der stoppers working on the blade or rudder head are to be fit-
101 The introduction of new propulsion arrangements with ted.
azimuthing thrusters or “podded” propellers, which provide an
improved manoeuvrability, will result in increased ice loading 205 Parts of rudder within the ice belt are to have local thick-
of the aft region and stern area. This fact should be considered ness at least equivalent to the side shell in the afterbody.
in the design of the aft/stern structure.
102 An extremely narrow clearance between the propeller
blade tip and the stern frame is to be avoided as a small clear- J. Machinery
ance would cause very high loads on the blade tip.
103 On twin and triple screw ships the ice strengthening of J 100 Engine output
the shell and framing is to be extended to the double bottom for 101 Definition of engine output
1.5 metre forward and aft of the side propellers.
The engine output PS is the maximum output the propulsion
104 Shafting and stern tubes of side propellers are normally machinery can continuously deliver to the propeller(s). If the
to be enclosed within plated bossings. If detached struts are output of the machinery is restricted by technical means or by
used, their design, strength and attachment to the hull are to be any regulations applicable to the ship, PS shall be taken as the
duly considered. restricted output.
For class ICE-1A*F the skin plating of propeller shaft bossings 102 Documentation on board
is not to be less than:
Minimum engine output corresponding to the ice class shall be
given in the Classification Certificate.
235L 103 Required engine output for ice classes
t = 0.9 ( s + 0.8 ) ------------- (mm).
σf Definitions
105 A wide transom stern extending below the LWL will se- The dimensions of the ship and some other parameters are de-
riously impede the capability of the ship to run astern in ice, fined below:
which is most essential. Therefore a transom stern is not to be
extended below the LWL if this can be avoided. If unavoida- L = length of the ship between the perpendiculars (m)
ble, the part of the transom below the LWL is to be kept as nar- LBOW = length of the bow (m), Fig.4
row as possible. The part of a transom stern situated within the L PAR = length of the parallel midship body (m), Fig.4
ice belt is to be strengthened as for the midship region. B = maximum breadth of the ship (m)
T = actual ice class draughts of the ship (m) according to
I 200 Rudder and steering arrangements A301
201 The scantlings of rudder, rudder post, rudder stock, pin- A wf = area of the waterline of the bow (m2), Fig.4
tles, steering gear etc. as well as the capacity of the steering α = the angle of the waterline at B/4 (°), Fig.4
gear are to be determined according to the rules. The maximum ϕ1 = the rake of the stem at the centreline (°), Fig.4
service speed of the ship to be used in these calculations is, ϕ2 = the rake of the bow at B/4 (°), Fig.4
however, not to be taken less than that stated below: DP = diameter of the propeller or outer diameter of nozzle
for the nozzle propeller, maximum 1.2 times propel-
Table I1 Maximum service speed ler diameter (m)
Ice class Maximum service speed HM = thickness of the brash ice in mid channel (m)
ICE-1A* 20 knots HF = thickness of the brash ice layer displaced by the bow
ICE-1A 18 knots (m).
ICE-1B 16 knots
ICE-1C 14 knots Range of validity
The range of validity of the formulae for powering require-
If the actual maximum service speed of the ship is higher, that ments in 104 is presented in Table J1. When calculating the pa-
speed is to be used. rameter DP/T, T shall be measured at LWL.
When calculating the rudder force according to the formula
given in Pt.3 Ch.3 Sec.2 D and with the speed V in ahead con- Table J 1 Parameter validity range
dition as given above, the factors k1 = k2 = 1.0 irrespective of Parameter Minimum Maximum
condition, rudder profile type or arrangement. In the astern α [degrees] 15 55
condition half the speed values is to be used. ϕ1 [degrees] 25 90
202 For the ice classes ICE-1A* and ICE-1A the rudder ϕ2 [degrees] 10 90
stock and the upper edge of the rudder is to be protected L [m] 65.0 250.0
against ice pressure by an ice knife or equivalent means. B [m] 11.0 40.0
Guidance note: T [m] 4.0 15.0
Upper forward part of rudder and forward part of rudder horn LBOW/L 0.15 0.40
should be protected against abrasion by a special coating or in- LPAR/L 0.25 0.75
crease in thickness.
DP /T 0.45 0.75
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e--- Awf /(L*B) 0.09 0.27

203 For ice classes ICE-1A* and ICE-1A due regard is to be If the ship’s parameter values are beyond the ranges defined in
paid to the excessive loads caused by the rudder being forced Table J1, other methods for determining RCH shall be used as
out of the midship position when backing into an ice ridge. defined in 105.

DET NORSKE VERITAS

 Rules for Ships, January 2003
Pt.5 Ch.1 Sec.3 – Page 15

Fig. 4
Definitions

104 The engine output requirement shall be calculated for

following two draughts: 2
R CH = C 1 + C 2 + C 3 C µ ( H F + H M ) ( B + C ψ H F ) +
— the maximum draught amidship referred to as LWL and
— the minimum draught referred to as BWL, as defined in 2 LT 3A
C 4 LPAR H F + C 5  ------- ---------- (N)
wf
A302.  2 L
B
In the calculations the ship's parameters which depend on the
draught are to be determined at the appropriate draught, but L Cµ = 0.15 cosϕ2 + sinψ sinα ≥ 0.45
and B are to be determined only at the LWL. The engine output Cψ = 0.047ψ − 2.115 and 0 if ψ ≤ 45°
shall not be less than the greater of these two outputs. HF = 0.26 + (HMB)0.5
The engine output PS shall not be less than that determined by HM = 1.0 for ICE-1A and ICE-1A*
the formulae and in no case less than given in Table J3: = 0.8 for ICE-1B
Guidance note: = 0.6 for ICE-1C
“New ships” – see A102 Guidance note. C1 and C2 take into account a consolidated upper layer of the
For “existing ICE-1A and ICE-1A* ships” see Pt.7 Ch.1 Sec.6 F. brash ice and can be taken as zero for ice class ICE-1A, ICE-
1B and ICE-1C.
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
For ice class ICE-1A*:
3 BL
R CH --2- C 1 = f 1 -------------------- + ( 1 + 0 . 021 ϕ 1 ) ( f B + f L
PAR
 -----------
- T 2 3 BOW + f 4 BL BOW )
 1000 2 ---- + 1
P S = K e ----------------- (kW) B
DP
2
T B
C = ( 1 + 0 . 063 ϕ ) ( g + g B ) + g  1 + 1 . 2 ---- -------
2 1 1 2 3 B L
Table J2 Value of factor Ke
For a ship with a bulbous bow, ϕ1 shall be taken as 90°.
Propeller type or machinery
Numbers of
Controllable pitch propeller or
Fixed pitch
f1 = 23 (N/m2)
electric or hydraulic propulsion f2 = 45.8 (N/m)
propellers machinery propeller
f3 = 14.7 (N/m)
1 propeller 2.03 2.26 f4 = 29 (N/m2)
2 propellers 1.44 1.6 g1 = 1 530 (N)
3 propellers 1.18 1.31 g2 = 170 (N/m)
g3 = 400 (N/m1.5)
Table J3 Minimum engine output PS C3 = 845 (kg/(m2s2))
C4 = 42 (kg/(m2s2))
ICE-1A, ICE-B and ICE-C 1 000 kW C5 = 825 (kg/s2)
ICE-1A* 2 800 kW
RCH is the resistance in Newton of the ship in a channel with tan ϕ
ψ = arctan  -------------2-
brash ice and a consolidated layer: sin α
LT 3
The following shall apply: 20 ≥  ------- ≥ 5
 2
B

DET NORSKE VERITAS

Rules for Ships, January 2003
Pt.5 Ch.1 Sec.3 – Page 16

105 Other methods of determining Ke or RCH 302 Propellers are to be of steel or bronze as specified for
For an individual ship, in lieu of the Ke or RCH values defined propeller castings in Pt.2 Ch.2.
in Table J2 and 104, the use of Ke or RCH values based on more 303 Moderately or highly skewed propellers will be espe-
exact calculations or values based on model tests may be ap- cially considered with respect to scantlings.
proved. Such approval will be given on the understanding that
304 The blade thickness of the cylindrical sections at 0.25 R
it can be revoked if experience of the ship’s performance in (fixed pitch propellers only) and at 0.35 R is not to be less than:
practice motivates this.
The design requirement for ice classes shall be a minimum 2RK 1 ( U 2 C 4 + 0.2 ) + K 4
speed of 5 knots in the following brash ice channels (see Table t = C 1 ------------------------------------------------------------
- (mm)
J4): Zc r ( K Mat U 1 – U 2 S r )

Table J4 Values of HM The thickness at 0.6 R is not to be less than:

Ice class HM
0.45c 0.35
ICE-1A* 1.0 m and a 0.1 m thick consolidated layer of ice t = t 0.35 ----------------------
- (mm)
ICE-1A 1.0 m c 0.6
ICE-1B 0.8 m
U1 and U2 = material constants to be taken as given in Pt.4
ICE-1C 0.6 m Ch.5 Sec.1 Table B1.
J 200 Design loads for propeller and shafting 2
2Rn
201 The formulae for scantlings are based on the following Sr =  ------------o- ( C2 θ + C3 )
 100 
loads:
To = mean torque of propulsion engine at maximum con-
tinuous rating in Nm 0.75uT o
K 1 = A 1 d T h o 0.85 + A 2  ---------------------
(If multi-engine plant, To is the mean torque in an  R 
actual branch or after a common point. To is always
referred to engine r.p.m.) For fixed blade propellers
Tho = mean propeller thrust in N at maximum continuous
speed uTo
R = as given in 301. K 1 = A 1 d T h o 1.25 + A 2 ---------
Tice = ice torque in Nm (referred to propeller r.p.m.) and R
found from Table J5.
For controllable pitch propellers
Table J5 Values of Tice
K4 = ki Z Tice sinα
Ice class Open propeller Ducted propeller
ICE-1A* 84 000 R2 62 400 R2 C1, C2, C3, C4 = as given in Table J6.
ICE-1A 62 400 R2 52 000 R2 A = q0 + q1 d + q2 d2 + q3 d3
ICE-1B 52 000 R2 47 600 R2
42 800 R2. R > 3 m q0, q1, q2, q3 = as given in Table J7.
ICE-1C 47 600 R2
40 400 R2. R < 1.5 m 1)
1) For 1.5 m < R < 3 m, Tice may be found by linear interpolation. 2πR
d = ----------- for fixed blade propellers
J 300 Propeller Hr
301 The particulars governing the requirements for scant-
lings are: 2πR
d = -------------- for controllable pitch propellers
0.7H r
R = propeller radius (m)
Hr = pitch in m at radius in question ki = 96 at 0.25 R
θ = rake in degrees at blade tip (backward rake positive) = 92 at 0.35 R
Z = number of blades KMat = 1.0 for stainless steel propellers
t = blade thickness in mm at cylindrical section consid- = 0.8 for other materials
ered
t0.25 = t at 0.25 R 4
t0.35 = t at 0.35 R sin α = ---------------------- at 0.25 R
2
t0.6 = t at 0.6 R d + 16
cr = blade width in m at cylindrical section considered
c0.25 = cr at 0.25 R
c0.35 = cr at 0.35 R
c0.6 = cr at 0.6 R 2.86
= --------------------------- at 0.35 R
u = gear ratio: 2
d + 8.18
engine r.p.m. K1 as given above is only valid for propulsion by diesel en-
u = -------------------------------------------- gines (by about zero speed, it is assumed 85% thrust and 75%
propeller r.p.m.
torque for fixed blade propellers and 125% thrust and 100%
If the shafting system is directly coupled to engine, u = 1. torque for controllable pitch propellers).
no = propeller speed at maximum continuous output, for For turbine, diesel-electric or similar propulsion machinery K1
which the machinery is to be approved, in revolutions will be considered in each particular case.
per minute. The thickness of other sections is governed by a smooth curve

DET NORSKE VERITAS

 Rules for Ships, January 2003
Pt.5 Ch.1 Sec.3 – Page 17

connecting the above section thicknesses. 1

2 ---
 σ b C 0.35 t 0.35
3
Table J6 Values of C1, C2, C3, C4 d p = 11.5  ------------------------------- (mm)
r 0.25 R 0.35 R 0.6 R  σy 
C1 0.278 0.258 0.150
σb = tensile strength of propeller blade material (N/mm2)
C2 0.026 0.025 0.020 σy = yield strength of propeller shaft material (N/mm2)
C3 0.055 0.049 0.034 c0.35 = as defined in 301
C4 1.38 1.48 1.69 t0.35 = as defined in 301.

Table J7 Values of q0, q1, q2, q3 Between the aft and second aft bearing, the shaft may be even-
ly tapered to 1.22 times the diameter of the intermediate shaft,
R q0 q1 q2 q3 as required for the main class.
A1 8.30 0.370 -0.340 0.030
0.25 R A2 63.80 -4.500 -0.640 0.0845 Forward of the after peak bulkhead, the shaft may be evenly ta-
A1 9.55 -0.015 -0.339 0.0322
pered down to 1.05 times the rule diameter of intermediate
0.35 R A2 57.30 -7.470 -0.069 0.0472 shaft, but not less than the actual diameter of the intermediate
shaft.
A1 14.60 -1.720 -0.103 0.0203
0.6 R A2 52.90 -10.300 0.667 0.0 402 The diameter of the intermediate shaft, as required for
the main class, is to be multiplied by the factor:
305 The blade tip thickness at the radius 0.95 R is not to be
less than given by the following formulae: 1
---
1.25T ice I 3
490 KM =  ------------------------ , minimum 1.0
t = ( 20 + 4R ) ---------- (mm)  uT I 
σb o t

u = as defined in 301
For ICE-1A*: I = equivalent mass moment of inertia in kgm2 based on
torque of all parts on engine side of component under
490
t = ( 15 + 4R ) ---------- (mm) consideration.
σb Masses rotating with engine speed to be transformed
according to:
For ICE-1A, ICE-1B or ICE-1C
Iequiv = I actual u2
σb = ultimate tensile strength in N/mm2 of propeller blade In propulsion systems with hydraulic or electromag-
material. netic slip coupling, the masses in front of the coupling
The thickness of the blade edge and the propeller tip is not to are not to be taken into consideration
be less than 50% of minimum t as given above, measured at It = equivalent mass moment of inertia of propulsion sys-
1.25 t from the edge or tip, respectively. For controllable pitch tem in kgm2. (Masses in front of hydraulic or electro-
propellers where the direction of rotation is not reversible, this magnetic slip coupling are not to be taken into
requirement only applies to the leading edge and propeller tip. consideration.)
306 If found necessary by the torsional vibration calcula- Note that Km will have different values forward and aft of a
tions, minor deviations from the dimensions given in 304 and flywheel or reduction gear.
305 may be approved upon special consideration.
J 500 Thrust bearing and reduction gear
307 The section modulus of the blade bolt connection re-
ferred to an axis tangentially to the bolt pitch diameter, is not 501 The thrust bearing is to be dimensioned for a thrust ac-
to be less than: cording to:
T ice
2 b σ 3 Th = 1.3Th o + ---------- (N)
W b = 0.1 c 0.35 t 0.35 ------ ( cm ) R
σy
502 Reduction gears are to satisfy the requirements given in
Pt.4 Ch.4 Sec.2 when KA in the formulae for σH and σF is sub-
σb = tensile strength of propeller blade material (N/mm2) stituted by:
σy = yield stress of bolt material (N/mm2)
T ice I
The propeller blade foot is to have a strength (including stress K Aice = -------------- + K 1
UT0 I t
concentration) not less than that of the bolts.
308 If a key is used for fitting of the propeller, the dimen- K1 = 1.0 for diesel engine driven plants
sions of the key are to be sufficient to transmit the full torque K1 = Tmax / T0 for electric motor driven plants
including the ice torque, without exceeding the yield stresses u = as defined in 301.
in the materials. I and It = as defined in 402.
309 If the propeller is bolted to the propeller shaft, the bolt Guidance note:
connection is to have at least the same bending strength as the It is advised that the sum of nominal torque and ice torque does
propeller shaft. not exceed 85% of the assumed static friction torque Tf of the
clutch, i.e.:
The strength of the propeller shaft flange (including stress con-
centration) is to be at least the same as the strength of the bolts. T ice I
T o + ------------ ≤ 0.85T f
u It
J 400 Shafting
401 The diameter of the propeller shaft at the aft bearing is Tf = static friction torque of the clutch in Nm.
not to be less than:

DET NORSKE VERITAS

Rules for Ships, January 2003
Pt.5 Ch.1 Sec.3 – Page 18

It is advised that the sum of nominal torque and ice torque does 2) As a guidance for design the volume of the chest is to be
not exceed 75% of the maximum allowable impact torque of about one cubic metre for every 750 kW engine output of
elastic couplings, i.e.: the ship including the output of the auxiliary engines nec-
T ice I essary for the ship's service.
T o + ------------ ≤ 0.75T impact 3) To allow for ice accumulation above the pump suction the
u It
height of the sea chest is not to be less than:
Timpact = maximum allowable impact torque of the coupling in h min ≥ 1.5 3 Vs
Nm.
For couplings with emergency drive device, Timpact is to be taken
as the static torque necessary for the device to become active (but Vs = volume of sea chest according to item 2.
not above the allowable impact torque of the elastic coupling). The suction pipe inlet is to be located not higher than hmin/
3 from top of sea chest.
Normally, no reinforcement of crankshafts is considered neces- 4) A pipe for discharge cooling water, allowing full capacity
sary. In certain cases, especially with smaller engines (up to discharge, is to be connected to the chest. Where the sea
1 500 kW) with built-up crankshafts and flywheel at the forward chest volume and height specified in 2 and 3 are not com-
end, the sum of the maximum dynamic torque of the engine and plied with, the discharge is to be connected to both sea
the impact torque chests. At least one of the fire pumps is to be connected to
T ice I this sea chest or to another sea chest with de-icing arrange-
-----------
- ments.
u It 5) The area of the strum holes is to be not less than four (4)
should not exceed 85% of friction torque of the shrink. times the inlet pipe sectional area.
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e--- If there are difficulties in meeting the requirements of 2) and 3)
above, two smaller chests may be arranged for alternating in-
J 600 Miscellaneous machinery requirements take and discharge of cooling water. The arrangement and sit-
uation otherwise is to be as above.
601 Starting arrangements Heating coils may be installed in the upper part of the chest of
The capacity of the air receivers is to be sufficient to provide chests.
without reloading not less than 12 consecutive starts of the pro- Arrangements using ballast water for cooling purposes may be
pulsion engine, if this has to be reversed for going astern, or 6 useful as a reserve in ballast condition but can not be accepted
consecutive starts if the propulsion engine do not have to be re- as a substitute for sea inlet chests as described above.
versed for going astern.
603 Ballast system
If the air receivers serve any other purposes than starting the
propulsion engine, they are to have additional capacity suffi- An arrangement to prevent freezing of the ballast water is to be
cient for these purposes. provided for in ballast tanks located fully or partly above the
BWL, adjacent to the ship's shell, and needed to be filled for
The capacity of the air compressors are to be sufficient for operation in ice conditions according to A302. For this purpose
charging the air receivers from atmospheric to full pressure in the following ambient temperatures are to be taken as design
one (1) hour, except for a ship with the ice class ICE-1A* if its conditions:
propulsion engine has to be reversed for going astern, in which
case the compressors are to be able to charge the receivers in — Sea water temperature: 0°C
half an hour. — Air temperature: –10°C
602 Sea inlet and cooling water systems. Necessary calculations are to be submitted.
The cooling water system is to be designed to ensure supply of When a tank is situated partly above the BWL, an air-bubbling
cooling water when navigating in ice. The sea cooling water arrangement or a vertical heating coil, capable of maintaining
inlet and discharge for main and auxiliary engines is to be so an open hole in the ice layer, will normally be accepted.
arranged that blockage of strums and strainers is prevented. The required heat-balance calculations may then be omitted.
For this purpose at least one cooling water inlet chest shall be Guidance note:
arranged as follows: It is assumed that, before pumping of ballast water is com-
menced, proper functioning of level gauging arrangements is
1) The sea inlet is to be situated near the centre line of the verified and air pipes are checked for possible blockage by ice.
ship and well aft if possible. The inlet grids are to be spe-
cially strengthened. ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---

DET NORSKE VERITAS

 Rules for Ships, January 2003
Pt.5 Ch.1 Sec.4 – Page 19

SECTION 4
VESSELS FOR ARCTIC AND ICE BREAKING SERVICE

A. General
A 100 Classification
101 The requirements in this section apply to icebreakers
and to passenger and cargo vessels intended to operate unas-
sisted in ice-infested waters of sub-Arctic, Arctic and/or Ant-
arctic regions.
102 Vessels intended for ice breaking as their main purpose
and built in compliance with the following requirements may
be given one of the class notations Icebreaker ICE-05 (or -
10 or -15) or Icebreaker POLAR-10 (or -20 or -30), which-
ever is relevant.
Vessels built for another main purpose, while also intended for
ice breaking, may be given the additional class notation ICE-
05 (or -10 or -15) or the notation POLAR-10 (or -20 or -30).
103 Arctic class vessels intended for special services where
intermediate ice condition values are relevant may, upon spe-
cial consideration, be given intermediate notations (e.g. PO-
LAR-25).
104 For POLAR class vessels the design ambient air tem-
perature on which the classification has been based will be giv-
en the special feature notation DAT(—x°C). The highest
temperatures to be applied for year round operations are stated
in B100. For Arctic and/or Antarctic operations with area and
seasonal restrictions higher design ambient air temperatures
may be accepted as basis for the classification.
105 For vessels with the class notation Icebreaker, and for
other POLAR class vessels the maximum operational speed
on which the ramming design requirements have been based
will be stated in the “Appendix to the classification certifi-
cate”. The operational speed is in no case to be taken as smaller
than stated in 300 for the various class notations.

A 200 Scope
201 The following matters are covered by the classification:
— materials in structures exposed to low ambient air temper-
atures
— subdivision, intact and damage stability
— hull girder longitudinal and transverse strength
— local hull structures exposed to ice loads
— rudders and steering gears Fig. 1
— propellers and propulsion machinery Commonly used definitions of temperatures
— sea suctions for cooling water
— air starting systems
MDHT Mean daily high (or maximum) temperature
MDAT Mean daily average temperature
MDLT Mean daily low (or minimum) temperature
MAMDHT Monthly average of MDHT
MAMDAT Monthly average of MDAT
MAMDLT Monthly average of MDLT
MEHT Monthly extreme high temperature (ever record-
ed)
MELT Monthly extreme low temperature (ever record-
ed).
Mean: Statistical mean over observation period (at least 20
years).
Average: Average during one day and night.
A 300 Design principles and assumptions
301 Each class notation is related to a particular ice condition

DET NORSKE VERITAS

Rules for Ships, January 2003
Pt.5 Ch.1 Sec.4 – Page 20

that the vessel is expected to encounter. Relevant design ice Steel grades in underwater hull structures are to be based on a
conditions are as given in Table A1. In case intermediate ice minimum water temperature somewhat lower than expected
conditions are relevant (see 103), nominal ice strength is to be for world wide operation.
related to the selected nominal ice thickness. 304 For ICE class notations no special consideration for low
302 Vessels with the class notation Icebreaker, and other ambient air temperatures are given unless specified by the
POLAR class vessels are expected to encounter pressure ridg- builder.
es and other ice features of significantly greater thickness than
the average thicknesses specified in Table A1. Vessels with the A 400 Definitions
class notation POLAR only are assumed not to make repeated 401 General symbols and terms are also given in Sec.1 B100.
ramming attempts if the ice fails to break during the first (ac-
cidental) ram unless the vessel's speed is kept well below the 402 Symbols
design ramming speed. Vessels with class notation Icebreak-
er may make several consecutive attempts to break the ice at VRAM =design speed in m/s when ramming may occur, see
maximum ramming speed. The design speed in ice infested also 302
waters when ramming may occur, VRAM, is to be specified by σice = nominal strength of ice in N/mm2, see Table A1
the builder. In general this speed is not to be taken less than: hice = average ice thickness in m, see Table A1
EKE = vessel's kinetic energy before ramming
VRAM = VB + VH (m/s)
= 1/2 ∆ (VRAM)2 (kNm)
VB = specified continuous speed, when breaking maximum a, γ = bow shape angles, see Fig.2
average ice thickness CWL = vessel's water line area coefficient on LWL
VH = speed addition in thinner ice s = stiffener spacing in m, measured along the plating.
= hice (see Table A1). Stiffener web thickness may be deducted
l = stiffener span in m, measured along the top flange of
In no case the design ramming speed is to be taken less than: the member.
VRAM (minimum) The depth of stiffener on crossing panel may be de-
ducted when deciding the span.
= 2.0 m/s (3.9 knots) for the notation POLAR-10
For curved stiffeners l may be taken as the chord length
= 3.0 m/s (5.8 knots) for the notation POLAR-20
S = girder span in m. The web height of in-plane girders
= 4.0 m/s (7.8 knots) for the notation POLAR-30. may be deducted
For vessels with the class notation Icebreaker the minimum t = rule thickness of plating in mm
speed is 2 m/s (3.9 knots) but not less than 1.5 times the speed tk = corrosion addition in mm
specified above when POLAR class notation is also specified. tw = rule web thickness in mm
Z = rule section modulus in cm3
303 For POLAR class notations steel grades in exposed
structures are to be based on ambient air temperatures lower AW = rule web area in cm2, defined as the web thickness
than those generally anticipated for world wide operation. The times the web height including thickness of flanges
design temperature for exposed structures is defined as the A = rule cross-sectional area in cm2
lowest mean daily average air temperature in the area of oper- σy = minimum upper yield stress of material in N/mm2.
ation. This temperature is considered to be comparable with NV-NS-steel may be taken as having σy = 235 N/mm2
the lowest monthly mean temperature in the area of operation σ = nominal allowable bending stress in N/mm2 due to lat-
minus 2°C. If operation is restricted to «summer» navigation eral pressure
the lowest monthly mean temperature comparison may only be τ = nominal allowable shear stress in N/mm2.
applied to the warmer half of the month in question. For tem-
perature definition, see 400 and Fig.1.

Table A1 Ice conditions

Class notation Type of ice encountered Nominal ice strength Nominal ice thickness Limiting impact conditions

σice(N/mm2) hice (m)

ICE-05 4.2 0.5
ICE-10 Winter ice with pressure ridges 5.6 1.0 No ramming anticipated
ICE-15 7.0 1.5
POLAR-10 Winter ice with pressure ridges and multi-year 7.0 1.0
POLAR-20 ice-floes and glacial ice inclusions 8.5 2.0 Accidental ramming
POLAR-30 10.0 3.0
Icebreaker As above As above As above Repeated ramming

403 External structure is defined, with respect to design tem- of years of observations (= MDAT).
perature, as the plating with stiffening to a distance of 0.5 me-
tre from the shell plating, exposed decks and exposed sides and Monthly mean temperature is the average of the mean daily
ends of superstructure and deckhouses. temperature for the month in question (= MAMDAT).

404 Temperature terms (see also Fig.1): Lowest mean daily temperature is the lowest value on the an-
nual mean daily temperature curve for the area in question. For
Design temperature is a reference temperature used as a crite- seasonally restricted service the lowest value within the time of
rion for the selection of steel grades. operation applies.
Mean daily average temperature is the statistical mean aver- Lowest monthly mean temperature is the monthly mean tem-
age temperature for a specific calendar day, based on a number perature for the coldest month of the year.

DET NORSKE VERITAS

 Rules for Ships, January 2003
Pt.5 Ch.1 Sec.4 – Page 21

0.2 L aft of amidships, whichever is the aftermost.

LW L F.P .
Vertically from a line defined by a distance zlm below BWL,

1
to a line defined by a distance zua above LWL.

m
Bottom area
C E N T R E LIN E
Longitudinally aft of 0.3 L from F.P. and transversely over the
α flat bottom including deadrise. For ships with bow ice knife,
the bottom area may be extended forward to the ice knife.
K γ Lower bow transition area
LW L
T OC E
UT LI N
B
EM
Transition area between the stem area and the side/bottom ar-
B A SE LIN E ST eas.
Stern area
Fig. 2
Bow shape angles Longitudinally from the midship area and the lower transition
area to the stern.
Vertically from a line defined by a distance zla below BWL, to
405 The hull structure (shell plating with stiffening) to be re- a line defined by a distance zua above LWL.
inforced against local ice loads is divided into 6 different areas.
The areas are defined as follows (see also Fig.3): Upper transition area
Bow area Over the full length of the vessel.

Longitudinally from stem to a line parallel to and 0.04 L aft of Above the bow/midship/stern areas a distance of zut.
the border line of flat side of hull forward. If the hull breadth is LWL and BWL are defined in Sec.1 B200.
increased over a limited length forward of the flat side the bow
area need normally not extend aftwards beyond the widest sec- Values of zla, zlm, zua, zuf and zut are given for various class no-
tion of each waterline. tations in Table A2.

The bow area need not extend aftwards beyond 0.3 L from the
forward perpendicular. Table A2 Vertical extent of ice reinforced areas
Vertically from a line defined by a distance zlm below BWL Class notation Parameters for vertical extent (m)
(aft) and the intersection between the keel line and the stem zla zlm1) zua zuf zut
line (forward) to a line defined by the distances zua (aft) and zuf ICE-05 1.7 1.1 0.8 1.3 0.3
(forward) above LWL. For ships with an ice knife fitted, the ICE-10 2.2 1.6 1.0 1.6 0.5
line of the lower vertical extension may be drawn to a point ICE-15 4.6 3.7 1.9 2.5 0.7
0.04 L aft of the upper end of the knife and further down to the POLAR-10 2.9 2.3 1.4 1.9 0.5
base line (see also Fig.3). POLAR-20 6.0 4.6 2.8 3.7 1.0
POLAR-30 11.9 9.2 5.5 7.4 1.9
1) zlm (maximum) = the vertical distance from the BWL to the
point on the frame contour amidships
where the tangent is at 45 degrees.
Zuf
Zua

A 500 Documentation
LWL 501 LWL and BWL as well as the border line of flat side are
BWL
to be indicated on the shell expansion plan together with the ice
reinforced areas as given in Fig.4.
Zlm

0.04 L
502 Maximum design ramming speed (VRAM) in ice infested
0.3 L waters as well as design speed for continuous ice breaking op-
erations (VB) are to be stated on the midship section plan for
ships with class notations POLAR or Icebreaker.
Fig. 3 503 For documentation in connection with stability and wa-
Extension of bow area tertight integrity, see L300.
504 Applicable special limitations to the operation of the
Stem area vessel in ice infested waters are to be stated in the ship's load-
ing manual, see Pt.3 Ch.1 Sec.1 C100.
The part of the bow area between the stem line and a line 0.06
L aft of the stem line or 0.125 B outboard from the centre line, Possible limitations are:
whichever is first reached. — allowable draughts, maximum and minimum
Vertically from a line defined by a distance zla below BWL, to — loading conditions with respect to strength and stability
a line defined by a distance zua above LWL. — ambient temperature
Bow side area — design speed
— instruction for filling of ballast tanks
The part of the bow area not defined as the stem area.
Midship area 505 Where ice exposed plating is fitted with a special wear
addition, the plate thickness including wear addition is to be
Longitudinally from the bow area to a line parallel to and 0.04 given on the shell expansion plan in addition to the net thick-
L forward of the border line of flat side of hull aft, or to a line ness required by the rules.

DET NORSKE VERITAS

Rules for Ships, January 2003
Pt.5 Ch.1 Sec.4 – Page 22

UPPER
T R A N S ITIO N M ID S H IP A R E A BOW AREA
AREA
B O TT O M LO W ER BOW
S TE R N A R E A
AREA T R A N S ITIO N A R E A

B O R D E R L IN E O F F L A T S ID E 0 .0 6 L
0 .0 4 L 0 .0 4 L (m a x.)
zut
z ut
z uf
z lm LW L
z ua z ua
z la BWL
z la
T R A N S ITIO N S ID E /B O TT O M

A .P . 0 .2 L 0 .3 L
L O W E R T U R N O F TH E B IL G E F .P .
0 .1 2 5 B
(m a x.)

B O R D E R L IN E O F FL A T S ID E
( at LW L )

Fig. 4
Ice reinforced areas

B. Materials and Corrosion Protection ified areas and/or time of year, the design temperature is not to
be taken higher than in accordance with Table B1.
B 100 Design temperatures
101 Steel grades to be used in hull structural members are Table B1 Design temperature for exposed structures
to be determined based on the design temperature for the struc- Corresponding ex-
ture in question. Class notation Design temperature treme low tempera-
ture
102 For external structures above BWL the design tempera- POLAR-10 - 30°C ( - 50°C)
ture may normally be taken as the lowest mean daily average
POLAR-20 - 35°C ( - 55°C)
air temperature in the area of operation. Unless a service re-
striction notation is also given, limiting the navigation to spec- POLAR-30 - 40°C ( - 60°C)

DET NORSKE VERITAS

 Rules for Ships, January 2003
Pt.5 Ch.1 Sec.4 – Page 23

— Foundations and support structures for heavy machinery

and equipment.
Table B2 Classification of longitudinal and transverse
strength members, plating Class II:
Structural member Within 0.2 L Elsewhere — Structures contributing to longitudinal and/or transverse
aft of amid-
ships and 0.3 hull girder strength in general.
L forward of — Structures for subdivisions.
amidships — Structures for cargo, bunkers and ballast containment.
Deck plating exposed to weather, in — Internal members (stiffeners, girders) on plating exposed
general to external low temperatures where class III and IV is re-
quired.
Side plating
II II Class I:
Longitudinal bulkhead plating, in
general — Local members in general unless upgraded due to special
considerations of loading rate, level and type of stress,
Transverse bulkhead plating stress concentrations and load transfer points and/or con-
Bottom plating including keel plate sequences of failure.
Strength deck plating 2) 202 Hull girder plating in vessels of conventional design is
normally classified as specified in Table B2. Single strakes re-
Continuous longitudinal members quired to be of class IV or of grade NV E/EH are to have
above strength deck excluding lon- III 5) II breadths not less than (800+5 L) mm, maximum 1 800 mm.
gitudinal hatch coamings
203 The material class requirement may be reduced by one
Upper strake in longitudinal bulk- class for:
head
— laterally loaded plating having a thickness exceeding 1.25
Upper strake in top wing tank times the requirement according to design formulas,
Sheer strake at strength deck6) — laterally loaded stiffeners and girders having section mod-
ulus exceeding 1.5 times the requirement according to de-
Stringer plate in strength6) deck sign formulas
Deck strake at longitudinal bulk- 204 Structural materials for stern frames, rudder horns, rud-
head 1) IV III 4)
ders and shaft brackets are not to be of lower grades than cor-
Bilge strake 3) responding to class III.

Continuous longitudinal hatch B 300 Selection of steel grades

coamings7) 301 Plating materials for various structural categories as de-
1) In ships with breadth exceeding 70 m at least three deck fined in 200 of exposed members above the ballast waterline
strakes are to be class IV amidships. of vessels with class notation POLAR are not to be of lower
2) Plating at corners of large hatch openings is to be specially grades than obtained from Fig.5 using design temperatures as
considered. Class IV is to be applied in positions where high defined in 100.
local stresses may occur.
Plating materials of non-exposed members and of vessels with
3) May be of class III amidships in ships with a double bottom class notation ICE are not to be of lower grade than obtained
over the full breadth and with length less than 150 m. according to Pt.3 Ch.1 Sec.2 B200, Table B1.
4) May be class II outside 0.6 L amidships.
5) May be class II if relevant midship section modulus as built
is not less than 1.5 times the rule midships section modulus,
and the excess is not credited in local strength calculations.
6) Not to be less than grade NV E/EH in ships with length ex-
ceeding 250 m.
7) Not to be less than grade NV D/DH.

B 200 Structural categories

201 Structural strength members or areas are classified in 4
different classes for the purpose of selecting required material
grades. The classes are generally described as follows:
Class IV:
— Strakes in the strength deck and shell plating amidships in-
tended as crack arrestors.
— Highly stressed elements in way of longitudinal strength Fig. 5
Required steel grades
member discontinuities.
Class III:
302 Steels for hull plating are to satisfy the requirements in
— Plating chiefly contributing to the longitudinal strength Pt.2.
amidships. Materials deviating from those specified in Pt.2 may be accept-
— Appendages of importance for the main functions of the ed as equivalent subject to consideration in each separate case.
vessel. Charpy-V impact energy levels equivalent to those given in

DET NORSKE VERITAS

Rules for Ships, January 2003
Pt.5 Ch.1 Sec.4 – Page 24

Pt.2 are shown in Fig.6. ice effectively when the vessel is going ahead.
Guidance note: 104 Masts, rigging, superstructures, deck houses and other
The manganese contents of normal strength steel and high items on deck are to be designed and arranged so that excessive
strength steel should not exceed 1.2%. accumulation of ice is avoided. The rigging is to be kept at a
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
minimum, and the surfaces of erections on deck are to be as
even as possible.
105 Weathertight doors are to be suitably designed for use in
low temperature environment with respect to:
— strength of cleats and the choice of steel with adequate
ductility
— flexibility of packing material
— ease of maintenance, e.g. interior accessible grease fittings
— ease of operations, e.g. low weight and preference to cen-
tral handwheel operated cleats.
106 Air pipe closures are to be designed so that icing or
freezing will not make them inoperable.
107 Freeing ports are to be designed so that blocking by ice
is avoided as far as possible and so that they are easily acces-
sible for removal of ice should blocking occur.
C 200 Appendages
201 In vessels with class notation Icebreaker and in other
Fig. 6 POLAR class vessels an ice knife may be required forward to
CVN test results equivalent to NV specifications avoid excessive beaching and submersion of the deck aft. This
requirement will be based on consideration of design speed
and freeboard, and may result in additional requirements re-
B 400 Coatings garding accelerations and strength.
401 Wear resistant coating is assumed used for the external 202 Ice horns are to be fitted directly abaft each rudder in
surfaces of plating in ice reinforced areas. such a manner that:
B 500 Corrosion additions — the upper edge of the rudder is protected within two de-
501 Hull structures are in general to be given a corrosion ad- grees to each side of midposition when going astern, and
dition tk as required by the main class, see Table B3. — ice is prevented from wedging between the top of the rud-
der and the vessel's hull.
B 600 Equipment
C 300 Mooring equipment
601 Structural materials in windlasses (when exposed) are to
be of class III. Design temperature to be −20°C for POLAR 301 The housing arrangement for anchors is to be designed
class notations, 0°C elsewhere. so that possible icing will not prevent the anchor from falling
when released.
Table B3 Corrosion addition tk
Compartment Structure
Shell plating Internal struc-
D. Design Loads
(mm) ture
(mm) D 100 Ice impact forces on the bow
Ballast tank 1.0 1.5 101 The vertical design force component due to head on
Dry cargo hold which may be 0.5 1.0 ramming (not applicable to vessels with class notation ICE on-
used as ballast tank ly) is given by:
Dry compartment 0.0 0.0 P ZR = PR FEL (kN)
C R E IMP 0.6 0.4
P R = 28  -------------------- ( σ ice tan α ) in general
 tan γ 

0.1
B
For spoon bows: tan α = 1.2 ---------------
cos γ
C. Ship Design and Arrangement 2
tan γ
C 100 Hull form E IMP = E KE ---------------------------
2
tan γ + 2.5
101 The bow is to be shaped so that it can break level ice ef-
fectively and at continuous speed, up to a thickness as indicat-
ed in Table A1 for the various class notations. E IMP
F EL = -----------------------------------
-
2
102 Vessels with class notation Icebreaker, and other PO- E IMP + C L P R
LAR class vessels are to have a bow shape so that the bow will
ride up on the ice when encountering pressure ridges or similar 3
ice features that will not break on the first ramming. L
C L = --------------------------
10
103 The stern is to be shaped so that it can displace broken 3 × 10 I V

DET NORSKE VERITAS

 Rules for Ships, January 2003
Pt.5 Ch.1 Sec.4 – Page 25

CR = 1 for the class notation POLAR only

= 2 for the class notation Icebreaker 165 1.5
q = ----------- ( h ice ) (kN/m)
EKE, σice, α and γ as defined in A400. sin β
L as defined in Sec.1 B100. hice = average ice thickness as defined in A400
IV = moment of inertia in m4 about the horizontal neutral axis β = angle of outboard flare at the waterlevel. Need not to
of the midship section. be taken as less than 10 degrees.
102 The total design force normal to the shell plating in the D 400 Local ice pressure
bow area due to an oblique impact with an ice feature is given
by: 401 All vessels are to withstand local ice pressure as defined
for the different ice class notations and as applied to the differ-
P ZR F SIDE ent ice reinforced areas. The design pressure is to be applied
P OI = ------------------------- (kN) over a corresponding contact area reflecting the type of load in
cos γ question.
1.9 σ ice 0.05 402 The basic ice pressure is in general to be taken as:
F SIDE = -----------------------  ---------- in general po = 1 000 FA σice (kN/m2)
0.4  E 
( tan α ) KE
FA = correction factor for ice reinforced area in question
0.1 = 1.0 for bow and stem area in general.
B
tan α = 1 .2 --------------- for spoon shaped bows = 1.3 for stem area in ships with wedge-shaped bows and
cos γ class notation POLAR or Icebreaker. For other bow
types the factor will be specially considered
PZR = vertical ramming load as given in 101 = 0.6 for midship area in general
= 0.5 for midship area if ship breadth in bow area larger
than ship breadth in midship area
L and B as defined in Sec.1 B100. = 0.6 for stern area in general
EKE, σice, α and γ as defined in A400. = 0.8 for stern area in ships with class notation Ice-
breaker
D 200 Beaching forces = 0.25 for bottom area.
201 The vertical design force resulting from beaching on a FA = 1.0 for stern area in ships with the class notation:
large ice feature (not applicable to vessels with class notation Icebreaker, fitted with pod and or thruster propulsion units.
ICE only) is in general given by:
For the lower transition areas 2/3 of the FA-value for the adja-
cent area above may be used.
P ZB = G B k b E KE LB (kN) For the upper transition area half the FA-value for adjacent ar-
eas to be used.
σice as defined in A400.
C WL ( C WL – 0.5 )
GB = ------------------------------------------- 403 The design pressure is in general to be taken as:
( C WL + 1 )
p = FB po (m2)
kb = 2 go (1 − rfw)
rfw = reduction factor due to energy lost in friction and FB = correction factor for size of design contact area AC
waves 0.58 2
= 0.3. = ------------------- for AC ≤ 1.0 m
0.5
( AC )
EKE, σice, CWL, γ and α as defined in A400.
0.58 2
L, B and go as defined in Sec.1 B100. = ---------------------- for AC > 1.0 m
0.15
202 For vessels with vertical ram bow the vertical design ( AC )
force in beaching need not be taken larger than:
AC = ho w (m2)
ho = h in general
10.6C WL BLX tan γ = s, maximum for longitudinals
P ZB = ------------------------------------------------------ (kN) = l, maximum for non-longitudinal frames
2
1 + 15 [ 0.55 – (X ⁄ L) ] = 1.4 l, maximum for connection area of non-longitudi-
nal frames
X = horizontal distance from FPICE to centre of ver- = S, maximum for girders supporting longitudinals
tical ram bow in m = l, maximum for stringers supporting non-longitudinal
FPICE = intersection point of stem line and deepest ice- frames
breaking waterline h = effective height of contact area in m
C WL = waterline area coefficient. = 0.4 hice (m) in general
= 0.8 hice (m) in stem area in general
L and B as defined in Sec.1 B100. 0.5
2
P  0.6  tan γ + tan 2α
D 300 Ice compression loads amidships =  ------------------
- ---------------------------------
-
 
 645 σ  tan α
ice  
301 All vessels are to withstand line loads acting simultane-
ously in the horizontal plane at the water level on both sides of in stem area for vessels with class notation POLAR or
the hull. These loads are assumed to arise when a vessel is Icebreaker
trapped between moving ice floes. = 0.8 hstem (m) in bow area outside stem area
302 The design line loads are to be taken as: hstem = h as given for stem area.

DET NORSKE VERITAS

Rules for Ships, January 2003
Pt.5 Ch.1 Sec.4 – Page 26

0.1 FX = 1.5 at F.P.

B = 0.25 at midships
For spoon bows: tan α = 1.2 ---------------
cos γ = 0.5 at A.P.
Linear interpolation is to be applied between specified posi-
P = the largest of PZR and PZB as given in D100 and D200. tions.
w = critical width of contact area in m
= l for longitudinals POI as derived in 100.
= s for non-longitudinal frames ∆ as defined in Sec.1 B100.
= 1.4 l for connection area for longitudinals
= l for vertical girders supporting longitudinal main 504 The maximum longitudinal acceleration is taken to be
frames the same at any point along the hull girder.
= S for stringers supporting vertical main frames.
l, S, α and γ as defined in A400. 1.1P ZR tan ( γ + φ ) 7P ZR H 2
a l = -------------------------------------------- + ------------------ ( m ⁄s )
The relations are illustrated in Fig.7. ∆ ∆L

ϕ = maximum friction angle (between steel and ice), nor-

IC E
mally taken as 10°
h ice h
SHEET H = distance in m from lowest waterline to position consid-
ered.
W
PZR as derived in 100.
V E R T IC A L G IR D E R S
∆ as defined in Sec.1 B100.
γ as defined in A400.

E. Global Strength
l l
E 100 General
101 Hull girder shear forces and bending moments as stipu-
LO N G IT U D IN A L S T R IN G E R S lated in this subsection are to be combined with relevant still-
water conditions as stipulated for the main class. Wave load
conditions as stipulated for the main class need not be regarded
as occurring simultaneously with the shear forces and bending
moments resulting from ramming and beaching.
S 102 The shear forces and bending moments are to be regard-
Fig. 7 ed as the design values at probability level equivalent to the
Design contact areas maximum load in a service life of 20 years.
103 In addition to the maximum stress requirements given in
this subsection, individual elements are to be checked with re-
D 500 Accelerations spect to buckling under the ramming and beaching load condi-
501 Substructures, equipment and supporting structures are tions, according to accept criteria as stipulated for the main
to withstand accelerations arising as a result of impacts with class.
ice features.
E 200 Longitudinal strength
502 The combined vertical acceleration at any point along
the hull girder (not applicable to vessels with class notation 201 The following requirements are applicable to vessels
ICE only) may be taken as: with class notation Icebreaker and other POLAR class ves-
sels (i.e. not to vessels with class notation ICE only).
2.5P ZR 2
a v = ------------------ F X ( m ⁄ s ) 202 The design vertical shear force at any position of the hull
∆ girder due to ramming and/or beaching is given by:
FX = 1.3 at F.P. QICE = kiq P (kN)
= 0.1 at midships
= 0.4 at A.P. k iq = 0.4 at F.P.
= 1.0 between 0.05 L and 0.1 L from F.P.
Linear interpolation is to be applied between specified posi-
tions. = 0.4 between 0.7 L and 0.2 L from A.P.
= 0.0 at A.P.
PZR as derived in 100.
∆ as defined in Sec.1 B100. Between specified positions kiq is to be varied linearly. Values
of kiq may also be obtained from Fig.8.
av does not include the acceleration of gravity.
503 The combined transverse acceleration at any point along P = PZR as given in D100 or
the hull girder may be taken as: = PZB as given in D200, whichever is the greater.
The thickness requirements for side shell and possible longitu-
3P OI dinal bulkhead platings are to be calculated for different cargo
2
a t = ------------ F X (m ⁄ s ) and ballast conditions as stipulated in Pt.3 Ch.1 Sec.5 D replac-
∆ ing QW with QICE as calculated above.

DET NORSKE VERITAS

 Rules for Ships, January 2003
Pt.5 Ch.1 Sec.4 – Page 27

P = P ZR or PZB as given in D100 or D200 for ramming and

beaching load conditions respectively.
L as defined in Sec.1 B100.
204 The design vertical hogging bending moment at any po-
sition of the hull girder due to vibration following the initial
ramming is given by:
MICE H = 0.6 MICE SR (kNm)
MICE SR = as given in 203 for ramming load condition.
205 The section modulus requirement about the transverse
neutral axis is given by:
M S + M ICE 3 3
Z = ---------------------------- 10 ( cm )
180f 1
Fig. 8
Distribution of vertical shear force due to ramming and beaching MS = design stillwater bending moments according to
Pt.3 Ch.1 Sec.5 B
MICE = design bending moment due to ramming and/or
beaching, see 203 and 204.
The most unfavourable combinations of stillwater and ram-
ming/beaching bending moments are to be applied.
f1 = material factor depending on material strength group
= 1.00 for NV-NS steel
= 1.08 for NV-27 steel
= 1.28 for NV-32 steel
= 1.39 for NV-36 steel.
For steel other than NV steel the factor f1 may generally be tak-
en as:
σ 0.75
f 1 =  ---------
y
 235
Fig. 9
Distribution of vertical bending moment due to ramming σy = yield stress as defined in A400.
206 The buckling strength of longitudinal strength members
in bottom, side and deck as well as longitudinal bulkheads sub-
ject to compressive and/or shearing loads is to be checked ac-
cording to Pt.3 Ch.1 Sec.14.
E 300 Transverse strength amidships
301 The line loads specified in D300 are to be applied at dif-
ferent water levels including LWL and BWL as found neces-
sary depending on the structural arrangement of the vessel.
302 The line loads are to be applied over one full hold/tank
length or as found necessary to assess the structural strength of
transverse bulkheads and decks supporting the ice reinforced
regions.
303 The calculations of transverse strength amidships are to
be based on the most severe realistic combination of ice com-
pression loads and static load conditions.
Fig. 10 304 Recognised structural idealisation and calculation meth-
Distribution of vertical bending moment due to beaching
ods are to be applied. Effects to be considered are indicated in
Pt.3 Ch.1 Sec.13 D200.
203 The design vertical sagging bending moment at any po- 305 The calculated stresses are not to exceed allowable
sition of the hull girder due to ramming and/or beaching is giv- stresses as stipulated in Pt.3 Ch.1 Sec.13 B400.
en by:
E 400 Overall strength of substructure in the foreship
MICE S = 0.25 kim P L (kNm)
401 The total impact forces as stipulated in D100 may have
k im = 0.0 at F.P. and A.P. a decisive effect on primary structural systems in the foreship.
= 1.0 between 0.25 L from F.P. to 0.35 L from A.P. for The loads are assumed to be evenly distributed in such a man-
ramming load condition ner that local pressures will not exceed those stipulated for lo-
= 1.0 between 0.3 L and 0.5 L from F.P. for beaching cal members directly exposed to the load as given in D402.
load condition. 402 The design ramming load (not applicable to vessels with
class notation ICE only) taken as
Between specified positions kim is to be varied linearly. Values
of kim may also be obtained from Fig.9 and Fig.10 for ramming PZR/cosγ
and beaching load conditions respectively. is to be applied with its center on the stem line at the water line

DET NORSKE VERITAS

Rules for Ships, January 2003
Pt.5 Ch.1 Sec.4 – Page 28

forward. The most unfavourable design draught forward is to s, l and σy as defined in A400.
be assumed with regard to positioning of the load.
F 300 Longitudinal stiffeners
403 The design bow side impact load taken as POI should be
positioned at various positions within bow side area consid- 301 Stiffeners in the bow-, midship- and stern ice reinforced
ered critical for the overall strength of the substructure. areas which are largely parallel to the waterline are defined as
longitudinals.
Such parts of the bow side area which are aft of the border line
of the flat side need normally not be considered with respect to 302 The web sectional area of stiffeners in ice reinforced ar-
POI. eas is not to be less than:
1–α
404 Recognised structural idealisation and calculation meth- 3.7 ( l – 0.5s ) h o p o 2
ods are to be applied. Effects to be considered are indicated in A W = ----------------------------------------------------- + A K ( cm )
α
Pt.3 Ch.1 Sec.13 D200. τ sin β l
405 The equivalent stress as defined in Pt.3 Ch.1 Sec.13 and the web thickness is not to be less than:
B400 is not to exceed 235 f1. This is normally achieved for
girder type members when the bending stress is not exceeding po 0.67 hw ho 0.33
t w = 1.5  -----------------   -----------
- + tk (mm)
210 f1 and the mean shear stress over a web cross-section is not  σ sin β  t 
exceeding 110 f1 with f1 as defined in 205. y s

for flanged profiles.

F. Local Strength Table F1 Parameters for local strength formulas (general

application)
F 100 General r mp me
101 The requirements in this subsection apply to members 0.05 27.4 112.20
that may be directly exposed to local ice pressure. 0.10 14.25 58.74
102 The buckling strength of web plates and face plates in 0.15 9.87 40.67
girders and stringers subject to ice loads is to be checked ac- 0.20 7.69 31.71
cording to methods given in Pt.3 Ch.1 Sec.14 or equivalent. 0.25 6.40 26.40
103 In curved regions of ice exposed plating, the stiffening is 0.30 5.57 22.89
normally to be in the direction of the maximum curvature. 0.35 4.95 20.80
104 Framing in ice reinforced areas are in general to have 0.40 4.50 18.63
symmetrical cross—section with the web to the extent possible 0.45 4.09 17.29
positioned at right angle to the plane of the plate. The bending
efficiency and tripping capacity of frames are to be document- 0.50 3.77 16.22
ed by calculations according to recognised methods as consid- 0.60 3.31 14.74
ered necessary. 0.70 3.02 13.83
105 Ice exposed knuckles are in general to be supported by 0.80 2.83 13.28
carlings or equivalent structures. 0.90 2.72 12.99
106 Plate fields adjacent to stem and possible knuckles in the 1.00 2.68 12.90
forward shoulder are to be supported so as to be of square For intermediate values of r the parameters may be obtained by
shape or otherwise locally strengthened to equivalent standard. linear interpolation.

F 200 Plating The section modulus is not to be less than:

201 The thickness of plating exposed to patch load is gener- 1–α 2–α
ally not to be less than: 41h o l po wk 3
Z = ----------------------------------------------- ( cm )
σ sin β
0.75 The stiffener connection area ao as defined in Pt.3 Ch.1 Sec.12
s kw p o C400 is not to be less than:
t = 23k a --------------- ------------- + t (mm)
ho
0.25 mp σy k
1–α
10cP 6.5 c h 0 ( l – 0.5s )p 0 2
ka = aspect ratio factor for plate field a 0 = --------------- = -------------------------------------------------------- ( cm )
τ sin β τ sin β ( 1.4l )
α
= 1.1 − 0.25 s/ l, maximum 1.0, minimum 0.85
kw = influence factor for narrow strip of load (perpendicu-
lar to s) ho = h, see D400
= s, whichever is smaller
4.2 hw = height of web in mm
= 1.3 – ------------------------------- , maximum 1.0
( a ⁄s + 1.8 )
2 po = basic ice pressure in kN/m2 as calculated in D400
τ = 110 f1
mp = bending moment factor σ = 210 f1
= f(b/s), see Table F1 (taking r as b/s) ts = shell plate thickness in mm.
a = s in general
= ho for transversely stiffened panels s, l and σy as defined in A400.
ho = h, see D400
= s, whichever is the smaller AK = tk hw 10 -2 (cm2)
b = s in general wk = section modulus corrosion factor, see Pt.3 Ch.1 Sec.3
= ho for longitudinally stiffened plating C1004
po = basic ice pressure in kN/m2 as calculated in D400 c = factor as given in Table C4 of Pt.3 Ch.1 Sec.12 C400.
tk = corrosion addition as given in B500. α = 0.5 for AC ≤ 1.0

DET NORSKE VERITAS

 Rules for Ships, January 2003
Pt.5 Ch.1 Sec.4 – Page 29

= 0.15 for AC > 1.0 AC = as given in D403

AC = as defined in D403 β = angle of web with shell plating.
β = angle of web with shell plating.
F 500 Girders
F 400 Other stiffeners
501 Within ice reinforced areas, girder structures supporting
401 The web sectional area is not to be less than: shell stiffeners are to be considered for ice loading. The ice
1–α load area to be applied for the girder system will depend on the
5.8ks ( h o s ) ( l – 0.5s )p o 2 structure considered, its position and orientation etc. The ice
AW = ------------------------------------------------------------------- + A K (cm ) pressure load and load area are generally to be taken as given
τ l sin β
in D403.
and the web thickness is not to be less than: 502 For girders being part of a complex system of primary
structures, analysis by direct calculation may be required. For
po 0.67 h s 0.33
such girder structures in the foreship, the requirements given in
t w = 1.5  -----------------  --------
w 
- + tk (mm)
 σ sin β  t  E400 apply.
y s
for flanged profiles. 503 The following requirements apply to evenly spaced gird-
ers for which the ends may be considered as fixed, simply sup-
The section modulus is not to be less than: ported or constrained due to repetitive continuation of the
2 1–α girder beyond the support. The stiffness of supported members
520l s po wk 3 (frames or longitudinals) is assumed to be much smaller than
Z = ----------------------------------------- ( cm ) the stiffness of the girder considered.
α
m e σ h o sin β
The web sectional area at any point along a girder is not to be
The connection area ao as defined in Pt.3 Ch.1 Sec.12 C400 is less than:
not to be less than: 5.8 k s a b p o 2
2 A W = ----------------------------- + A K ( cm )
α
1 – α h1  1–α τ sin β A C
5.8cs 1 – 0.1 -------- ( l – 0.5s )h o po
2
 l  2
a 0 = --------------------------------------------------------------------------------------------------- ( cm ) and the section modulus is not to be less than:
τ l sin β 2
550S bp o w k
3 2 Z = -----------------------------------
( C 1 + 0.5h o ) ( C 1 + 0.5h o ) m e σ sin β A C
α
ks = 1 + 0.5 ---------------------------------- – 1.5 ----------------------------------
3 2
l l ks = shear factor, see Table F2 (taking r as (a+s)/S)
= 0.69 minimum s = spacing of secondary members in m
me = bending moment factor
C1 = arm length of bracket in m
ho = h, see D400 = f(a/S) in case of a continuous member, see Table F1
= l, whichever is the smaller (taking r as a/S)
h1 = h 24
= 1.4 l, whichever is the smaller = ------------------------------ in case of fixed ends
hw = web height in mm  3 –  -- a  2 a
- ---
me = bending moment factor   S  S
= f (ho/ l), see Table F1 (taking r=ho/ l) in general
8
8 = --------------------------- in case of simply supported ends
= --------------------------  2 –  -- a-  --a-
h h   S  S
 2 – ----o- ----o-
 l l
a = S in general
for stiffener with simply supported ends = ho, maximum for girders supporting longitudinals
b = l in general
po = basic ice pressure in kN/m2, see D400 = ho, maximum for girders supporting non-longitudinal
τ = 110 f1 frames
σ = 210 f1 in general ho = h, see D400
= 190 f1 when both ends are simply supported po = basic ice pressure in kN/m2 as given in D400
ts = shell plate thickness in mm.
τ = 110 f1
s, l and σy as defined in A400. σ = 210 f1 in general
= 190 f1 when both ends are simply supported
AK = tk hw 10-2 (cm2) α = 0.5 for AC ≤ 1.0
wk = section modulus corrosion factor, see Pt.3 Ch.1 Sec.3 = 0.15 for AC > 1.0
C1004 AC = as given in D403
c = factor as given in Table C4 of Pt.3 Ch.1 Sec.12 C400 β = angle of web with shell plating.
α = 0.5 for AC ≤ 1.0
= 0.15 for AC > 1.0 l and S as defined in A400.

DET NORSKE VERITAS

Rules for Ships, January 2003
Pt.5 Ch.1 Sec.4 – Page 30

AK and wk, see 302. zbl = distance from rudder bottom to the ballast waterline in
m
Table F2 Shear factor ks L = as defined in Sec.1 B100
po = as given in D400.
The rudder force FR gives rise to a rudder torque (MTR) and a
r bending moment in the rudder stock (MB), which both will
vary depending on the position of the assumed ice load area,
and on the rudder type and arrangement used.
0.0 1.00 1.00 1.00 In general the load giving the most severe combination of FR,
0.1 0.99 0.99 0.95 MTR and MB with respect to the structure under consideration
is to be applied in a direct calculation of the rudder structure.
0.2 0.96 0.98 0.90
0.3 0.92 0.96 0.85 The design value of MTR is given by:
0.4 0.87 0.93 0.80 M TR = FR (0.6 l r − XF) (kNm)
0.5 0.81 0.89 0.75
0.6 0.75 0.85 0.70 = 0.15 FR l r minimum
0.7 0.69 0.80 0.65
0.8 0.62 0.74 0.60 XF = longitudinal distance in m from the leading edge of the
0.9 0.56 0.69 0.55 rudder to the centre line of the rudder stock.
1.0 0.50 0.63 0.50
1.1 0.5-0.05 i 0.63-0.06 i 0.5-0.05 i In lieu of direct calculation design values of MB and FR, appli-
cable for the rudder stock diameter at the lower end, may nor-
1.2 0.5-0.10 i 0.63-0.12 i 0.5-0.10 i
mally be taken as:
1.3 0.5-0.15 i 0.63-0.18 i 0.5-0.15 i
1.4 0.5-0.20 i 0.63-0.24 i 0.5-0.20 i
1.5 0.5-0.25 i 0.63-0.30 i 0.5-0.25 i Spade rudders:
i = b/2s. maximum = 1.0 FR = 0.2 ( h l r)0.85 po (kN)
MB = FR HB (kNm)
Semi spade rudders:
G. Rudders, Propeller Nozzles and Steering FR = 0.2 ( h l r)0.85 po (kN)
Gears MB = 0.5 FR HP (kNm)
G 100 General Balanced rudders:
101 Sternframes, rudders, propeller nozzles and steering HB
0.85 
gears are in general to be designed according to the rules given F R = 0.2 ( hl r ) 1 + ------------------------------- p o (kN)
in Pt.3 Ch.3 Sec.2.  2z bl – 0.02L
102 Additional requirements for ice reinforced vessels are MB = 0.25 FR HH (kNm)
given in the following. For vessels with rudders which are not
located behind the propeller, special consideration will be HB = distance (m) from lower end of rudder to middle of
made with respect to the longitudinal ice load. neck bearing
103 Plating materials in rudders, propeller nozzles and rud- HP = distance (m) from lower end of rudder to middle of
der horns are to be in accordance with B. Forged or cast mate- pintle bearing
rials in structural members subject to lower design HH = distance (m) from centre of heel bearing to centre of
temperatures than –10°C according to B100 are to be impact neck bearing
tested as stipulated in Pt.2 Ch.2 Sec.5 and Sec.7, respectively. h = as given in D403.
104 The rudder stock and upper edge of the rudder are to be 202 An additional ice load area is defined on the uppermost
effectively protected against ice pressure. part of the rudder including ice knife with a length equal to the
105 Aft of the rudder an ice knife with depth minimum = 0.8 rudder (including ice knife) ( lr) and height below the hull
hice or an equivalent arrangement is to be arranged. equal to the nominal ice height (hice). This gives rise to a force
(F) given by:
106 Exposed seals for rudder stock are assumed to be de-
signed for the given environmental conditions such as: F = k p hice l r (kN)
— ice formation p = design ice pressure in kN/m2 in stern area as given in
— specified design temperature. D400
k = 0.7 in general
G 200 Ice loads on rudders = 1.0 for vessels with class notations POLAR or Ice-
201 An ice load area is defined on the rudder with a length breaker.
equal to the length of the rudder profile lr and height equal to
the effective ice load height (h). The general design rudder The force F is to be divided between rudder and ice knife ac-
force (FR) is given by the following formula: cording to their support position. The force acting on the ice
knife may generally be taken as:
FR = 0.2 (h lr)0.85 K po (kN)
F ( X – XF )
z F K = --------------------------
K = 1 + ---------------------------- ( XK – XF )
z bl – 0.01L
z = distance from rudder bottom to centre of the assumed X = distance from leading edge of rudder to point of attack
ice load area in m of the force F

DET NORSKE VERITAS

 Rules for Ships, January 2003
Pt.5 Ch.1 Sec.4 – Page 31

= 0.5 l r (m) minimum seconds, when the vessel is running ahead at maximum service
= 0.67 l r (m) maximum speed (corresponding to MCR) and at deepest ice draught.
XK = distance in m from leading edge of rudder to centre of 602 For the additional class notation Icebreaker the above
ice knife. time is not to exceed 15 seconds.
G 300 Rudder scantlings 603 The effective holding torque of the rudder actuator, at
301 The scantlings of rudders, rudder stocks and shafts, pin- safety valve set pressure, is to be capable of holding the rudder
tles, rudder horns and rudder actuators are to be calculated in the preset position, when backing in ice, unless arranged in
from the formulae given in Pt.3 Ch.3 Sec.2, inserting the rud- accordance with 302 and 604.
der torque MTR, bending moments MB and rudder force FR as The holding torque means the rudder torque the actuator is ca-
given in 201, all reduced by factor 0.7. pable to withstand before the safety valve discharges.
302 Provided an effective torque relief arrangement is in- The holding torque need normally not exceed the values given
stalled for the steering gear, and provided effective ice stop- in Table G1.
pers are fitted, the design rudder torque need not be taken
greater than: Table G1 Values of holding torque
M TR = MTRO ICE-05 to -15 POLAR-10 to -30 Icebreaker
0.5 MTR 0.75 MTR MTR
MTRO =steering gear relief torque in kNm.
MTR = as given in 201.
303 For rudder plating the ice load thickness is to be calcu-
lated as given in F200 using the design ice pressure as given 604 The torque relief arrangement, when installed, shall pro-
for the stern area reduced linearly to half value at the lower end vide protection against excessive rudder ice peak torque, e.g.
of the rudder. when backing towards ice ridges.
The arrangement is to be such that steering capability is either
304 Scantlings of rudder, rudder stock, rudder horn, rudder
maintained or speedily regained after activation of such ar-
stoppers and ice knife as applicable are also to be calculated for rangement.
the rudder force given in 202 acting on the rudder and ice
knife, with respect to bending and shear. Allowable stresses as 605 All hydraulic rudder actuators are to be protected by
given in F400. means of relief valves. Discharge capacity at set pressure is not
to be less than given in Table G2.
G 400 Ice loads on propeller nozzles
401 A transverse ice load area positioned at the level of the Table G2 Relief valve discharge capacity
nozzle center is defined on the nozzle with a length equal to the ICE-05 to -15 POLAR-10 to Icebreaker
nozzle length and a height equal to the ice load height h given -30
by: Rudder speed 4.5 5 6.5
(degrees/s)
h = 0.8 hice in general
= 0.6 hice for nozzle directly inside of protecting struc- 606 Where practicable rudder stoppers working on the rud-
tures, e.g. other nozzle or propeller. der blade or head are to be fitted.
402 The following two alternative longitudinal ice load areas
are to be considered:
H. Welding
— an area positioned at the lower edge of the nozzle with a
width equal to 0.65 D and a height equal to the height of H 100 General
the nozzle profile 101 The requirements in this subsection apply to members
— an area on both sides of the nozzle at the propeller shaft that may be directly exposed to local ice pressure and support
level, with a transverse width equal to the height of the structures for these. Otherwise weld dimensions are to be in ac-
nozzle profile and with a height equal to 0.35 D. Both cordance with the rules for main class.
symmetric and asymmetric loading are to be checked.
H 200 External welding
D = nozzle diameter.
201 The welding of ice strengthened external plating to stiff-
403 The design ice pressure p (in kN/m2) for the stern area eners and to webs and bulkheads fitted in lieu of stiffeners is in
as given in D400 is to be assumed for the ice load areas speci- any case to have a double continuous weld with throat thick-
fied under 401 and 402 giving rise to a force (F) given by: ness which is not less than:
F = k p A (kN)
0.75 s p o
A = ice load area as defined in 401 and 402 t = ------------------------- + 0.5t k (mm)
σ
k = 0.7 in general
= 1.0 for vessels with class notations POLAR or Ice- σ = 210 fw
breaker. fw = material factor for weld deposit
G 500 Propeller nozzle scantlings σ fw
 --------
0.75
501 The scantlings of the propeller nozzle and its supports in = -
 235
the hull are to be calculated for the ice loads given in 400, with
stresses not exceeding allowable values given in F400. For σ fw = yield strength in N/mm2 of weld deposit.
nozzle plating the ice load thickness is to be taken as given in
F200 using the design ice pressure as given for the stern area. H 300 Fillet welds and penetration welds subject to high
stresses
G 600 Steering gear 301 In structural parts where high tensile stresses due to local
601 The main steering gear is to be capable of putting the ice load act through an intermediate plate, the throat thickness
rudder over from 35° on one side to 30° on the other side in 20 of double continuous welds is not to be less than given by Pt.3

DET NORSKE VERITAS

Rules for Ships, January 2003
Pt.5 Ch.1 Sec.4 – Page 32

Ch.1 Sec.12 C202, with σ = 0.77 σi. Sec.5 are to be arranged outstream from the cooling water tank.
σi = calculated maximum tensile stress in abutting plate due 305 The sea water cooling pumps are to be of the self-prim-
to ice load in N/mm2. ing type or connected to a central priming system.
302 Where high shear stresses in web plates due to local ice 306 The sea water cooling and ballast piping is to be ar-
load, double continuous boundary fillet welds are to have ranged so that water in the cooling water tank can be circulated
throat thickness not less than given by Pt.3 Ch.1 Sec.12 C302 through the ballast tanks for the purpose of spare cooling ca-
with τ = 0.77 τi. pacity in the case of blocked sea chests.
307 Arrangements providing additional cooling capacity
τi = calculated maximum shear stress due to ice load in N/ equivalent to that specified in 301 through 306 may be consid-
mm2. ered.
I 400 Ballast system
I. Machinery Systems 401 Arrangement to prevent freezing is to be provided for
ballast tanks where found necessary.
I 100 Pneumatic starting arrangement Guidance note:
101 In addition to the requirements given in Pt.4 Ch.6 Sec.5 Double bottom tanks are normally not required to be provided
for a vessel having a propulsion engine(s), which has to be re- with arrangement to prevent freezing.
versed for going astern, the compressors are to have the capac- ---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
ity to charge the receivers in half an hour.
I 200 Sea inlets and discharges
201 The sea cooling water inlet and discharge for main and J. Propulsion Machinery and Propellers
auxiliary engines is to be so arranged that blockage of strums
and strainers by ice is prevented. J 100 General
In addition, the requirements in Pt.4 Ch.6 Sec.5 B302 and 101 Special cold climate environmental conditions are to be
B303 are to be complied with. taken into consideration in machinery design.
202 At least one of the sea chests is to be sufficiently high to 102 In general, materials used in propellers, propeller shafts
allow ice to accumulate above the pump suctions and cooling and other components exposed to sea temperature are subject
water tank inlet, arranged as follows: to Charpy V-notch impact testing at —10°C. The impact ener-
gy is not to be less than 4/5 of that required at 20°C, minimum
1) The sea inlet is to be situated near the centre line of the 20 J.
ship and well aft if possible. The inlet grids are to be spe-
cially strengthened. 103 Grey cast iron is normally not accepted for components
subject to ice shocks, as e.g. thrust bearing housings.
2) As a guidance for design the volume of the chest is to be
about one cubic metre for every 750 kW engine output of 104 Shafting systems equipped with specially designed me-
the ship including the output of the auxiliary engines nec- chanical torque limiting devices are subject to special consid-
essary for the ship's service. eration. Such devices, when accepted, are to comply with
redundancy type R2 in Pt.4 Ch.1 Sec.1 B108.
3) To allow for ice accumulation above the pump suction the
height of the sea chest is not to be less than: The torque limit is normally not less than 1.5 KA TO .
For KA and TO, see 500.
h min ≥ 1.5 3 V s 105 Ice induced vibrations (repetitive ice chocks) in the
shafting system are to be considered.
Vs =volume of sea chest according to item 2. Forced torsional vibration calculations are to include an evalu-
The suction pipe inlet is to be located not higher than hmin/ ation of transient vibrations excited by ice on the propeller.
3 from top of sea chest.
106 For non-reversible machinery plants, special means are
4) The area of the strum holes is to be not less than four (4) to be provided for reversing the propellers stuck in ice.
times the inlet pipe sectional area.
J 200 Engine output
Heating coils may be installed in the upper part of the chests.
201 The maximum continuous output of propulsion machin-
203 A full capacity discharge branched off from the cooling ery is not to be less than:
water overboard discharge line is to be connected to the sea
chests. At least one of the fire pumps is to be connected to this P = 1.5 cs cp I N B [ 1 + 1.6 T + 27 (0.1 I N / T0.25)0.5 ] (kW)
sea chest or to another sea chest with de-icing arrangement.
cs = 1.0 for vessels with conventional «icebreaker stem»
I 300 Sea cooling water arrangements = 0.9 + γ / 200; minimum 1.0, but need not exceed 1.2
cp = 1.0 for controllable pitch propeller
301 The sea cooling water inlets and discharges for main and = 1.1 for fixed pitch propeller
auxiliary engines are to be connected to a cooling water double IN = ice class number (figure added to class notation)
bottom tank having direct supply from the sea chests. The B = moulded breadth at waterline (m), local increase in
cross-sectional area of the supply line between each sea chest way of stem area is normally not to be taken into ac-
and the cooling water tank is to be twice that of all pump suc- count
tions connected to the tank. T = rule draught (m)
302 Vessels with the class notation Icebreaker or POLAR γ = stem angle (see Fig.2).
are to comply with 303 to 307.
202 When the vessel is provided with special means which
303 The cooling water tank volume in m3 is to be at least will improve her performance in ice (e.g. air bubbling system),
0.01 times the output in kW of the main and auxiliary engines. the input rating of machinery used for such purpose may be
304 The sea water suction line strainers required in Pt.4 Ch.6 added to the actual rating of propulsion machinery.

DET NORSKE VERITAS

 Rules for Ships, January 2003
Pt.5 Ch.1 Sec.4 – Page 33

The propeller rating is, however, not to be less than 85% of that 2
required in 201. σn cr tr –6
F ICE = 0.3 --------------------------------------- 10 (kN)
203 When the vessel is provided with a nozzle of efficient D [ 0.9 – R R ⁄ R ]
design, a reduction of required engine output corresponding to
increase of thrust in ice conditions will be considered. The re- This load is to be applied on the blade at a radius 0.9 R and at
duction is, however, not to exceed 20% of required output in an offset from blade centre axis of 2/3 le.
201 and 202.
204 Additional reduction of the required output may be con- σn = 0.37 σb + 0.6 σy
sidered for a vessel having design features improving her per- σb = ultimate tensile strength of the blade (N/mm2)
formance in ice conditions. Such features are to be σy = the blade yield stress or 0.2% offset point (N/mm2)
documented, either by means of model tests or full scale meas- cr = the length of the blade section at RR radius (mm)
urements. tr = the corresponding thickness (mm)
D = propeller diameter (m)
It is understood that such approval can be revoked, if experi- R = D/2 (m)
ence motivates it. RR = radius to a blade section taken at the termination of the
blade root fillet (rounded upwards to the nearest R/20),
J 300 Determination of ice torque ref. cr and tr (m)
301 Ice torque (TICE), used for determination of scantlings in le = distance from axis of rotation of the blade to the lead-
propellers and shafting systems, is to be taken as follows: ing or trailing edge, whichever is the greater, at a radi-
us of 0.9 R.
TICE = m D2 (kNm)
The factor m is given in Table J1 as function of ice class: 405 Propeller blade bolts are to have a section modulus, re-
ferred to an axis tangential to the bolt pitch diameter, not less
Table J1 Values of m
than:
Ice class m Icebreaker m
2 σ n 0.9 – R B ⁄ R 3
ICE-05 16 ICE-05 21 W BS = 0 .15 S cr t r ------ ----------------------------- ( mm )
σ y 0.9 – R R ⁄ R
ICE-10 21 ICE-10 30
ICE-15 27 ICE-15 30
POLAR 33 POLAR 40 S = 1.0 for CP-propellers
= 1.25 for FP-propellers
D = propeller diameter in m. σy = yield stress of bolt material (N/mm2)
302 For propellers running in nozzles of satisfactory design, RB = radius to bolt plan (m).
the ice torque will be considered based on on submitted docu- cr, tr and σn as given in 404.
mentation, e.g. measurements carried out on similar vessels.
However, if nothing else is documented, the following may be
used: The bolts are to have a design which minimises stress concen-
trations in transition zones to threads and bolt head as well as
TICE = (0.9 - 0.01 m D-0.5) m D2 (kNm) in way of the threads, and reduces risk for plastic deformations
Large fragments of ice are not to have free access into or to- in the threads.
wards the front of the nozzle. 406 For all parts in the pitch control mechanism, which are
subject to variable ice loads, stress concentration is to be taken
J 400 Propeller into consideration.
401 The blade scantling requirements given in Sec.3 apply, 407 The blade fitting and other parts in the pitch control
except as given below. In calculations involving the ice torque, mechanism are to be designed to withstand all forces produced
TICE according to 300 is to be applied. by the pitch control system at its maximum power. The forces
Propeller blade scantlings of martensitic — austenitic and fer- are to be assumed to act towards one blade at a time.
ritic — martensitic stainless steel may be specially considered. Guidance note:
402 Arrangement of propellers in ice classes ICE-15 and The pitch control mechanism shall be designed for the following
dynamic ice loads:
POLAR-10 to -30 is to be such that large fragments of ice do
not have free access into the front of the propeller disc within FLE = TICE / 0.9 R (kN) at leading edge,
0.7 radius.
F TE = - 0.5 FLE at trailing edge,
403 The blade tip thickness at the radius 0.95 R is not to be
less than: applied at the 0.9 radius perpendicular to the blade plane at the
respective blade edges.
490- (mm) Number of load cycles to be considered shall not be taken less
t = ( m + 2D ) -------- than one million for ice classes ICE-05 to -15 and infinitive for
σb POLAR-10 to -30 and class notation Icebreaker. The design
pressure of the hydraulic system shall not be taken less than twice
D and σb as given in 404. the pressure needed to produce the blade spindle torque based on
σb is not to be taken higher than 2.5 σy. the above forces. The forces are assumed to act on one blade at a
time only.
For propellers running in nozzles blade tip thickness smaller
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
than above may be accepted. The tip thickness, however, is not
to be less than 3/4 of the above value.
J 500 Shafting
The thickness at the blade edges and the tip to be as determined
in Sec.3. 501 Symbols:
404 The fitting of the propeller blades and the pitch control P = rated power (kW)
mechanism is to withstand a design static load not less than: np = propeller speed (rpm) at a rated power

DET NORSKE VERITAS

Rules for Ships, January 2003
Pt.5 Ch.1 Sec.4 – Page 34

TO = torque (kNm) in the actual component

1
TICE = ice torque (kNm) according to 300 2 ---
D = propeller diameter (m)  0.9 σ n c r t 
3
u = gear ratio (if no reduction gear, or for components on d p = 1.16  --------------------------------------------- (mm)
the propeller side of a reduction gear use u = 1)  [ 0.9 – ( R R ⁄ R ) ] σ y
I = mass moment of inertia (kgm2) (referred to propeller
speed) of all rotating masses *) on the engine side of cr t2 = actual value of blade section considered at the termina-
the actual component tion of the blade root fillet (rounded upwards to nearest
IT = mass moment of inertia (kgm2) (referred to propeller 1/20 of R).
speed) of the entire *) rotating mass system σy refers to the shaft material.
d = shaft diameter (mm)
f = 560 / (σb + 160) material factor σn refers to the blade material, see 404.
σb = ultimate tensile stress (N/mm2) of the shafting material cr and t as given in 404.
σy = yield or 0.2% proof stress of the shafting material The propeller shaft diameter may be evenly tapered to 1.15
(N/mm2) times the required intermediate shaft diameter between the aft
σn = according to 404. bearing and the second aft bearing. Forward of this bearing the
*) The system is «cut» in a hydrodynamic coupling, i.e. all propeller shaft diameter may be reduced to 1.05 times the re-
masses on the engine side of such a coupling are disregarded. quired diameter of the intermediate shaft (using material factor
valid for propeller shaft).
502 Application factor for diesel/turbine machinery: The propeller shaft flange thickness (propeller fitting) is to be
T ICE I at least 0.3 times the actual shaft diameter. The fillet radius is
K A = 1 + ---------------- to be at least 0.125 times the actual shaft diameter.
uT O I T 506 The diameter of the intermediate shaft is not to be less
503 Application factor for electric motor machinery or diesel than:
machinery with hydrodynamic torque converter: 1
---
P f KA 3
1) Diesel engine with torque converter: dm = 90k  ---------------- (mm)
 n u 
T ice I T TCmax p
K A = 1 + ------------- ≤ -------------------
uT 0 I t T0 k = as given in Pt.4 Ch.4 Sec.1.
TTC max = transmitted torque through converter.
J 600 Thrust bearing
601 Support and construction of the thrust bearing is to be
2) Electro motor drive: designed to avoid excessive axial shaft movements caused by
T max T ICE I heavy axial forces when the propeller hits ice.
K A = ------------ + ---------------- 602 The thrust bearing shall have static strength designed for
TO uT O I T not less than the nominal thrust plus the static ice force as de-
fined in 404. The ice force is assumed to act in the axial direc-
Tmax = motor peak torque (steady state condition). tion. Both forward and astern directions are to be considered.
603 The basic static load ratings of roller bearings are not to
For electric motor machinery analysis of KA by means of be less than 2 times the load according to 602.
shock simulation technique is in general advised.
604 For calculation of the bearing pressures in the ice condi-
504 As an upper limit as well as substitute in lack of suffi- tions, the following thrust force applies:
cient data of the plant, the following application factor may be
used: T HI = 1.1 TH + 0.25 FLE ± 0.75 FLE (kN)
F LE = according to 407
CA m TH = mean «bollard thrust» of the propeller or 1.25 times the
KA = 1 + ---------------------- mean thrust at maximum continuous ahead speed, in
0.6 0.2
p np kN.

CA = 8.0 for diesel machinery with hydrodynamic coupling 605 Calculated lifetime (B10) of roller bearings is to be min-
= 24 for diesel and turbine machinery imum 40 000 h, by applying the load THI.
= 32 for electric motor or diesel with hydrodynamic J 700 Reduction gear
torque converter to be specially considered
m = as given in 301. 701 The reduction gear is to meet the requirements in Pt.4
Ch.4 Sec.2, utilizing the application factor KA in accordance
For nozzle propellers the factor m may be reduced in accord- with 500.
ance with 302. 702 Axial ice load according to 600, when applicable, is to
Guidance note: be considered with respect to bearing arrangement and stiff-
The application factor KA, calculated from 504, is normally to be ness of the gear housing.
used in the predesign phase only. It is based on conservative as-
sumptions of the mass relations and propeller diameter. Accord- J 800 Flexible couplings and clutches
ingly KA is normally exceeding considerably the KA-values 801 Clutches and flexible couplings are to be designed to
calculated according to 502 and 503.
withstand a torque of:
---e-n-d---of---G-u-i-d-a-n-c-e---n-o-t-e---
1.2 TO KA
505 The diameter of the propeller shaft in way of aft bearing without slipping or imposing excessive loading on the shafting
and at least a length 2.5 times the required diameter forward of by reaching twist limits, or reaching the approved permissible
propeller flange or hub, is not to be less than: impact torque of the elastic coupling.

DET NORSKE VERITAS

 Rules for Ships, January 2003
Pt.5 Ch.1 Sec.4 – Page 35

802 The couplings are to withstand a low frequency ampli- and additional requirements given here.
tude:
K 200 Shafting
0.5 (KA – 1) TO
201 Maximum peak torque, which may occur due to ice in
at an average torque of: the propeller, is to be taken into consideration.
0.5 TO (KA + 1) 202 The load F in 401 is to be considered for the propeller
which is not to exceed an approved nominal coupling torque. shaft.
Maximum permissible equivalent stress is 80% of the yield
J 900 Fixed shaft couplings stress or 0.2% proof stress of materials.
901 Shrink fit couplings are to have a safety against friction
slip of minimum 1.5. Both torque and axial force components K 300 Reduction gear
are to be considered. 301 Application factor (KA) is to be taken as minimum 1.2.
902 For calculation of torque and axial force components the
following applies: K 400 Propeller
T = TO KA (torque) 401 The propeller blade is to be designed to withstand a peak
load, without exceeding 80% of blade material yield or 0.2%
F = TH + 1.5 FLE (axial load, ahead) proof stress of:
F = 0.8 TH + FLE (axial load, astern) T
F = ------------------------------------- (kN)
The axial load F is to be applied on the propeller side of the 0.85R sin α 0.85
thrust bearing.
TH and FLE according to 600 and 400. T = maximum peak torque of prime mover (kNm)
KA is given in 502 to 504. α0.85 = pitch angle at radius 0.85 R
R = propeller radius (m).
903 Key connections are to be able to transmit a torque:
The load F is assumed to apply at 0.85 R, perpendicular to the
T = 1.2 TO KA blade plane.
without yielding.
J 1000 Propeller fitting
1001 Propeller fitting is to comply with the requirements in
L. Stability and Watertight Integrity
900 applying sea water temperature 0°C and safety factor 1.8. L 100 Application
Maximum permissible stresses are to be in accordance with
Pt.4 Ch.5 Sec.1. 101 Vessels with class notation Icebreaker or POLAR are
to comply with the requirements of Pt.3 Ch.3 Sec.9 as well as
1002 A strong locking device is to be fitted on the propeller the requirements of this subsection.
nut.
102 Definitions and general requirements related to damage
1003 If the propeller is bolted to the propeller shaft, the bolt stability approval for passenger ships are to be applied as far as
connection is to have at least the same bending strength as the applicable.
propeller shaft.
L 200 Definitions
J 1100 Spare parts
201 Symbols
1101 For single propulsion plants, a spare set of rubber ele-
ments for each type of elastic coupling in the propulsion shaft Pzb =vertical beaching force, see D200.
line is to be kept onboard.
202 Terms
Beaching lever = beaching moment divided by the vessel's dis-
placement.
K. Thrusters
203 More definitions are given in Pt.3 Ch.3 Sec.9 A.
K 100 General
L 300 Documentation
101 The following requirements apply to auxiliary thrusters.
Azimuth thrusters, which are used for propulsion purpose, are 301 Documentation for approval
to comply with the relevant requirements in J. — preliminary damage stability calculations
102 Steering gear for azimuth thrusters is to be designed to — final damage stability calculations
withstand all relevant ice loads. Both ice loads on propeller (not required in case of approved limit curves, or if ap-
nozzle (G400) and on propeller blade (J400) are to be consid- proved lightweight data are not less favourable than esti-
ered. mated lightweight data).
103 Special cold climate environmental conditions are to be 302 Documentation for information
taken into consideration in the thruster design.
104 In general, materials used in propellers, shafting and — internal watertight integrity plan.
structural parts exposed to sea water are subject to Charpy V-
notch impact testing at –10°C. The impact energy is not to be 303 Details of above documentation are given in Classifica-
less than 4/5 of that required at 20°C, minimum 20 J. tion Note No. 20.1.
105 Means for heating and circulation of lubrication and hy- L 400 Requirements for intact stability
draulic oil are to be provided. 401 The initial metacentric height GM is not to be less than
106 Requirements in Pt.4 Ch.5 Sec.3 apply with exceptions 0.5 m.

DET NORSKE VERITAS

Rules for Ships, January 2003
Pt.5 Ch.1 Sec.4 – Page 36

L 500 Requirements for damage stability — GZ after damage has at least 10° positive range be-
501 The damage assumptions in 502 to 506 and the criteria yond equilibrium
in 507 and 508 are to be the basis of damage stability calcula- — maximum GZ of at least 0.05 m within 10° beyond the
tions. maximum equilibrium position.
502 Maximum extent of side damage is given by: 509 A maximum allowable VCG curve with respect to dam-
age stability is to be included in the stability manual. Other-
– longitudinal: 1/3 L2 /3 or 14.5 m whichever is less wise the damage stability approval shall be limited to the
– vertical: 3.00 m presented loading conditions.
– transverse: 1.50 m. L 600 Requirements for beaching stability
503 Maximum extent of bottom damage is given by: 601 The vessel's stability is to be assessed when beaching on
a large ice feature, assuming maximum allowable VCG. The
– longitudinal: 5.00 m assumptions in 602 and 603 and criteria in 604 and 605 are to
– transverse: 3.00 m be the basis of such assessment.
– vertical: 0.76 m. 602 Centric beaching assumption:
504 If damage of lesser extent than that specified above re- The vertical beaching force PZB in D200 is to be assumed at
sults in a more severe condition, such lesser extent is to be as- the F.P., 1.0 m below the waterline, at the longitudinal centre
sumed. line of the vessel.
505 For pipes, ducts or tunnels situated within the assumed 603 Eccentric beaching assumption:
extent of damage, see 700. The vertical beaching force PZB in D200 is to be assumed at
506 The following permeability factors are to be assumed: the F.P., 1.0 m below the waterline, 0.125 B off the longitudi-
nal centre line of the vessel.
– store rooms: 0.60 604 Centric beaching criteria:
– machinery spaces: 0.85
– tanks and other spaces: 0.95 — the GM is to be positive
– partially filled ballast tanks: consistent with minimum — the aft deck edge is not to be submerged.
tank content. However, for vessels built with an ice knife positioned in such
507 Damage criteria at the final stage of flooding: a way that the aft deck edge can not be submerged, the latter
criterion does not need to be considered.
— the final equilibrium waterline after damage is to be below 605 Eccentric beaching criteria:
the edge of any non-watertight opening
— the final equilibrium heel angle after damage is not to ex- — the GM is to be positive
ceed 15°. This may be increased to 17° if the deck edge is — the beaching lever, calculated as 0.125 B x PZB/displace-
not submerged ment, is not to exceed 0.5 times the maximum GZ.
— residual stability criteria at final stage
— GZ after damage has at least 20° positive range be- L 700 Requirements to watertight integrity
yond equilibrium 701 As far as practicable, tunnels, ducts or pipes which may
— maximum GZ of at least 0.10 m within 20° beyond the cause progressive flooding in case of damage, are to be avoid-
maximum equilibrium position. ed in the damage penetration zone. If this is not possible, ar-
rangements are to be made to prevent progressive flooding to
508 Damage criteria at the intermediate stages of flooding: volumes assumed intact. Alternatively, these volumes are to be
assumed flooded in the damage stability calculations.
— the waterline after damage is to be below the edge of any
non-weathertight opening 702 The scantlings of tunnels, ducts, pipes, doors, staircases,
— the heel angle after damage is not to exceed 25°. This may bulkheads and decks, forming watertight boundaries, are to be
be increased to 30° if the deck edge is not submerged adequate to withstand pressure heights corresponding to the
— residual stability criteria at intermediate stages deepest equilibrium waterline in damaged condition.

DET NORSKE VERITAS

 Rules for Ships, January 2003
Pt.5 Ch.1 Sec.5 – Page 37

SECTION 5
SEALERS

A. General side plating stated in 201. The top of intermediate frames is to

be connected to a horizontal girder of same depth as the frames
A 100 Classification and with a flange area not less than 10 cm2. The horizontal
101 The requirements in this Section apply to vessels spe- girder is to be attached to all side frames.
cially built for catching.
102 Vessels built in compliance with the following require-
ments may be given the class notation Sealer. C. Sternframe, Rudder and Steering Gear
A 200 Hull form C 100 Design rudder force
201 The hull form of the vessel is to be suitable for naviga- 101 The scantlings are to be based on a rudder force 3 times
tion in pack ice and is to be such that the ship cannot be pressed the design rudder force for main class.
down by ice. The sides of the hull are to be convex, with the
greatest breadth at the first continuous deck above the design C 200 Protection of rudder and propeller
waterline. The angle between the tangent to the ship's side at 201 Ice fins are to be fitted for protecting rudder and propel-
the deck and the vertical is not to be less than 5 degrees. ler.

B. Strength of Hull and Superstructures D. Anchoring and Mooring Equipment

B 100 Ship's sides and stem D 100 General
101 The scantlings of shell plating, frames, girders and stem
are at least to be as required for ice class ICE–05, see Sec.4. 101 The equipment may be as required for fishing vessels.

B 200 Superstructures
201 Side plating in superstructures is to have increased E. Machinery
thickness in an area extending not less than 1 m above the load
waterline of the vessel or above deck if the vessel has no free- E 100 Output of propulsion machinery
board mark. In the mentioned area the plate thickness forward
of 0.25 L from F.P. is not to be less than: 101 The output is not to be less than 735 kW. If the vessel has
a controllable pitch propeller, the output requirement may be
t = 10 + 0.08 L (mm) reduced by 10%.
Aft of 0.25 L from F.P. the plate thickness is not to be less than:
E 200 Thrust bearing, reduction gear, shafting and pro-
t = 7.5 + 0.06 L (mm) peller
202 Frames in superstructures in way of crew accommoda- 201 The scantlings are at least to be as required for class no-
tion are to have a section modulus at least 50% in excess of the tation ICE–05, see Sec.4.
requirement for main class. The frames are to have brackets at
both ends. E 300 Machinery systems
203 Intermediate frames with section modulus as for frames 301 For requirements to sea inlets and cooling water system,
according to 202, are to be fitted in way of the strengthened see Sec.3 J602.

DET NORSKE VERITAS