Pt E, Ch 19, Sec 2

SECTION 2 HULL AND STABILITY

Symbols

LG : Ship’s length, in m, measured at the maximumload waterline

s : Spacing, in m, of ordinary stiffeners.

1 General

1.1 Application

1.1.1 GeneralUnless otherwise specified, the requirements of this Sectionapply to ships with one of the service notations barge, pon-toon and pontoon - crane.

Specific requirements which apply only to ships with theservice notation barge or ships with the service notationpontoon or pontoon - crane are indicated.

Barges with the additional service feature tug combined arealso to comply with the applicable additional requirementsin Ch 14, Sec 3.

1.1.2 Main characteristics of non-propelled unitsThe requirements of this Section are based on the followingassumptions, relevant to the main characteristics of non-propelled units:

• the structural configuration and proportions of non-pro-pelled units are similar to those of propelled ships

• the cargo is homogeneously distributed.

The scantlings of non-propelled units with unusual shapesand dimensional proportions or carrying cargoes which arenot homogeneously distributed, such as containers or heavyloads concentrated in limited areas, are to be considered bythe Society on a case-by-case basis, taking into account theresults of direct calculations, to be carried out according toPt B, Ch 7, App 1.

2 Stability

2.1 Intact stability for ships with service notation “pontoon” or “pontoon-crane”

2.1.1 ApplicationA.749 4.7.1The requirements of this item apply to seagoing ships withone of the service notations pontoon and pontoon-cranewith the following characteristics:

• unmanned

• having a block coefficient not less than 0,9

• having a breadth/depth ratio greater than 3,0

• having no hatchways in the deck except small manholesclosed with gasketed covers.

2.1.2 Trim and stability booklet

A 749 7.7.2.1In addition to the information to be included in the trim andstability booklet specified in Pt B, Ch 3, App 2, [1.1], simpli-fied stability guidance, such as a loading diagram, is to besubmitted to the Society for approval, so that pontoons maybe loaded in compliance with the stability criteria.

2.1.3 Stability calculations

A.749 4.7.2.2Stability calculations may be carried out according to thefollowing criteria:

• no account is to be taken of the buoyancy of deck cargo(except buoyancy credit for adequately secured timber)

• consideration is to be given to such factors as waterabsorption (e.g. timber), trapped water in cargo (e.g.pipes) and ice accretion

• in carrying out wind heel calculations:

- the wind pressure is to be constant and for generaloperations considered to act on a solid mass extend-ing over the length of the deck and to an assumedheight above the deck

- the centre of gravity of the cargo is to be assumed ata point mid-height of the cargo

- the wind lever arm is to be taken from the centre ofthe deck cargo to a point at one half the draught

• calculations are to be carried out covering the full rangeof operating draughts

• the downflooding angle is to be taken as the angle atwhich an opening through which progressive floodingmay take place is immersed. This would not be an open-ing closed by a watertight manhole cover or a vent fittedwith an automatic closure.

2.1.4 Intact stability criteria

A.749 4.7.3The following intact stability criteria are to be compliedwith, for the loading conditions specified in Pt B, Ch 3,App 2, [1.2.1] and Pt B, Ch 3, App 2, [1.2.2]:

• the area under the righting lever curve up to the angle ofmaximum righting lever is to be not less than 0,08 m.rad

• the static angle of heel due to a uniformly distributedwind load of 0,54 kPa (wind speed 30 m/s) may notexceed a heeling angle corresponding to half the free-board for the relevant loading condition, where thelever of wind heeling moment is measured from the cen-troid of the windage area to half the draught

• The minimum range of stability is to be:

- 20° for L < 100 m

- 20° - 0,1° (L - 100) for 100 ≤ L ≤ 150 m

- 15° for L > 150 m.

130 RINA Rules 2003

Pt E, Ch 19, Sec 2

2.2 Additional intact stability criteria for ships with service notation “pontoon - crane”

2.2.1 ApplicationThe requirements of this item apply to ships with the servicenotation pontoon - crane and specify the criteria these shipsare to satisfy during cargo lifting in addition to those in[2.1].

2.2.2 Intact stability criteria during cargo lifting(RINA 3.11.4)The following intact stability criteria are to be compliedwith:

• θC ≤ 15°• GZC ≤ GZMAX

• A1 ≥ 0,4 Atot

where:

θC : Heeling angle of equilibrium, corresponding tothe first intersection between heeling and right-ing arms (see Fig 1)

GZC, GZMAX:Defined in Fig 1

A1 : Area, in m.rad, contained between the rightinglever and the heeling arm curves, measuredfrom the heeling angle θC to the heeling angleequal to the lesser of:

• heeling angle θR of loss of stability, corre-sponding to the second intersectionbetween heeling and righting arms (seeFig 1)

• heeling angle θF, corresponding to floodingof unprotected openings as defined in Pt B,Ch 3, Sec 3, [3.3.2] (see Fig 1)

ATOT : Total area, in m.rad, below the righting levercurve.

In the above formula, the heeling arm, corresponding to thecargo lifting, is to be obtained, in m, from the following for-mula:

where:

P : Cargo lifting mass, in t

d : Transversal distance, in m, of lifting cargo to thelongitudinal plane (see Fig 1)

Z : Mass, in t, of ballast used for righting the pon-toon, if applicable (see Fig 1)

z : Transversal distance, in m, of the centre of grav-ity of Z to the longitudinal plane (see Fig 1)

∆ : Displacement, in t, at the loading conditionconsidered.

The above check is to be carried out considering the mostunfavourable situations of cargo lifting combined with thelesser initial metacentric height GM, corrected according tothe requirements in Pt B, Ch 3, Sec 2, [4].

The vertical position of the centre of gravity of cargo liftingis to be assumed in correspondence of the suspensionpoint.

2.2.3 Intact stability criteria in the event of sudden loss of cargo during lifting (1/7/2002)

(RINA 3.11.4)The case of a hypothetical loss of cargo during lifting due toa break of the lifting cable is to be considered.

In this case, the following intact stability criteria are to becomplied with:

•

• θ2 - θ3 ≥ 20°

where:

Figure 1 : Cargo lifting

b Pd Zz–∆

--------------------=

A2

A1

------ 1≥

righting and heeling arms

GZMAX

bGZC

A1

qCqF qR heeling angles

b.cos q

P

d

Z

z

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Pt E, Ch 19, Sec 2

A1 : Area, in m.rad, contained between the rightinglever and the heeling arm curves, measuredfrom the heeling angle θ1 to the heeling angle θC

(see Fig 2),A2 : Area, in m.rad, contained between the righting

lever and the heeling arm curves, measuredfrom the heeling angle θC to the heeling angle θ2

(see Fig 2)A3 : Area, in m.rad, contained between the righting

lever and the heeling arm curves, measuredfrom the heeling angle θC to the heeling angleθ3 (see Fig 2)

θ1 : Heeling angle of equilibrium during lifting (seeFig 2)

θ2 : Heeling angle corresponding to the lesser of θR

and θF

θC : Heeling angle of equilibrium, corresponding tothe first intersection between heeling and right-ing arms (see Fig 2)

θ3 : Maximum heeling angle due to roll, at whichA3 = A1, to be taken not greater than 30° (anglein correspondence of which the loaded cargoon deck is assumed to shift (see Fig 2)

θR : Heeling angle of loss of stability, correspondingto the second intersection between heeling andrighting arms (see Fig 2).

θF : Heeling angle at which progressive floodingmay occur (see Fig 2)

In the above formulae, the heeling arm, induced on the shipby the cargo loss, is to be obtained, in m, from the followingformula:

where Z, z and ∆ are defined in [2.2.2].

2.3 Damage stability

2.3.1 General

No damage stability calculations are required for non-pro-pelled units.

3 Structure design principles

3.1 Hull structure

3.1.1 Framing of ships with one of the service notations “pontoon” and “pontoon - crane”

In general, ships with one of the service notations pontoonand pontoon - crane are to be longitudinally framed.

3.1.2 Supports for docked non-propelled units

Adequate supports are to be fitted on the longitudinal cen-treline in order to carry loads acting on the structure whenthe non-propelled units are in dry dock.

3.1.3 Truss arrangement supporting deck loads

Where truss arrangements are used as supports of the deckloads, including top and bottom girders in association withpillars and diagonal bracing, the diagonal members aregenerally to have angles of inclination with the horizontalof about 45° and cross-sectional area of about 50% that ofthe adjacent pillars.

3.2 Lifting appliances

3.2.1 Crane or derrick position during navigation

For ships with the service notation pontoon - crane, thecrane boom or the derrick structure is to be lowered andefficiently secured to the pontoon during the voyage.

Figure 2 : Cargo loss (1/7/2002)

b Zz∆

------- θcos=

A3

θ1

θC θ3 θ F θR30˚

Heeling and righting arms

Heelingangles

A2

A1

A : Area between and1

A : Area between and2

A : Area between and3

A = A3 1

θ1 θC

θC θ (in the figure θ = θ ) 2

θC θ3

2 F

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Pt E, Ch 19, Sec 2

4 Hull girder strength

4.1 Yielding check

4.1.1 Small non-propelled units lifted by crane

For small non-propelled units intended to be lifted on boardship by crane, the hull girder strength is to be checked, inthe condition of fully-loaded barge lifted by crane, throughcriteria to be agreed with the Society on a case-by-casebasis.

In any case, in general, the normal stress σ and the shearstress τ induced in the hull girder when lifted by crane areto comply with the following formulae:

σ ≤ 150/k N/mm2

τ ≤ 100/k N/mm2.

4.1.2 Ships with service notation “pontoon” carrying special cargoes

For ships with the service notation pontoon intended for thecarriage of special cargoes, such as parts of offshore units,the hull girder strength is to be checked through criteria tobe agreed with the Society on a case-by-case basis.

Moreover, where these ships are fitted with arrangementsfor launching the above structures, additional calculationsare to be carried out in order to evaluate the stresses duringthe various stages of launching. The Society may acceptstresses higher than those in [4.1.1], to be considered on acase-by-case basis, taking into account favourable sea andweather conditions during launching.

4.1.3 Ships with service notation “pontoon - crane”

For ships with the service notation pontoon - crane havinglength greater than 65 m, the hull girder strength is to bechecked when the lifting appliance, such as a crane or der-rick, is operated, taking into account the various loadingconditions considered, through criteria to be agreed withthe Society on a case-by-case basis.

5 Hull scantlings

5.1 General

5.1.1 Minimum net thicknesses of ships with service notation “barge” carrying liquids

For ships with the service notation barge carrying liquidcargo inside tanks, the net thicknesses of cargo tank platingsare to be not less than the values given in Tab 1.

For other structures or transverse bulkheads not formingboundaries of cargo tanks, the above minimum thicknessesmay be reduced by 1 mm.

In pump rooms, the net thicknesses of plating of exposeddecks, longitudinal bulkheads and associated ordinary stiff-eners and primary supporting members are to be not lessthan the values given in Tab 1.

5.1.2 Minimum net thicknesses of decks forming tank top

Where the decks of non-propelled units form a tank top, theminimum net thicknesses of plating are to be not less thanthose obtained from Tab 1.

Table 1 : Minimum net thickness of plating

5.1.3 Scantlings of plating, ordinary stiffeners and primary supporting members

Where no rudder is fitted, in applying the formulae inPart B, Chapter 7 or Part B, Chapter 8, as applicable, L neednot exceed 0,97 LG.

5.1.4 Net thickness of strength deck plating

BVWithin the cargo area, the net thickness of strength deckplating is to be increased by 1,5 mm with respect to thatcalculated according to Pt B, Ch 7, Sec 1 or Pt B, Ch 8,Sec 3, as applicable.

5.2 Hull scantlings of non-propelled units with the service notation “pontoon” fit-

Plating Minimum net thickness, in mm

Decks, sides,bottom,inner bottom, bulkheads, pri-mary supporting members in the cargo area

• For L ≤ 45m, the greater of:- (4,1 + 0,060 L)k0,5

- 2,8 + 0,060 L• For 45m < L ≤ 200m, the greater of:

- (5,9 + 0,023 L)k0,5

- 4,5 + 0,023 L• For L > 200m, the greater of:

- (8,6 + 0,009 L)k0,5

- 7,2 + 0,009 L

Weather deck, within cargo area outside 0,4 amid-ships

• For L ≤ 200m, the greater of:- 11,3 s k0,5 - 11,3 s - 1,4

• For 200m < L < 250m, the greater of:- (11,3 s + 0,026 (L - 200))k0,5 - 11,3 s + 0,026 s (L - 200) -1,4

• For L ≥ 250m, the greater of:- 12,6 s k0,5 - 12,6 s - 1,4

Plating of ordi-nary stiffeners and otherstructures of cargo tanks

• For L ≤ 45m, the greater of:- (4,1 + 0,060 L)k0,5 - 2,8 + 0,060 L

• For 45m < L ≤ 200m, the greater of:- (5,9 + 0,023 L)k0,5 - 4,5 + 0,023 L

• For L > 200m, the greater of:- 10,0 k0,5 - 8,6

Note 1:k : Material factor for steel, defined in Pt B, Ch 4,

Sec 1, [2.3].

RINA Rules 2003 133

Pt E, Ch 19, Sec 2

ted with arrangements and systems for launching operations

5.2.1 Additional information

In addition to the documentation specified in Pt B, Ch 1,Sec 3, the following information is to be submitted to theSociety:

• maximum draught of the ship during the different stagesof the launching operations

• operating loads and their distribution

• launching cradle location.

5.2.2 Scantlings of plating, ordinary stiffeners and primary supporting members

In applying the formulae in Part B, Chapter 7 or Part B,Chapter 8, as applicable, T is to be taken equal to the maxi-mum draught during the different stages of launching andtaking into account, where appropriate, the differentialstatic pressure.

5.2.3 Deck scantlings

The net scantlings of decks are to be in accordance withPart B, Chapter 7 or Part B, Chapter 8, considering the max-imum loads acting on the launching cradle.

The net thickness of deck plating in way of launch groundways is to be suitably increased if the cradle may be placedin different positions.

The scantlings of decks in way of pivoting and end areas ofthe cradle are to be obtained through direct calculations, tobe carried out according to the criteria in Pt B, Ch 7, App 1.

5.2.4 Launching cradles

The launching cradles are to be adequately connected todeck structures and arranged, as far as possible, in way oflongitudinal bulkheads or at least of girders.

5.3 Hull scantlings of non-propelled units with service notation “pontoon - crane”

5.3.1 Loads transmitted by the lifting appliances

The forces and moments transmitted by the lifting appli-ances to the ship’s structures, during both lifting service andnavigation, are to be obtained by means of criteria to beconsidered by the Society on a case-by-case basis.

5.3.2 Ship’s structures

The ship’s structures, subjected to the forces transmitted bythe lifting appliances, are to be reinforced to the Society’ssatisfaction.

5.3.3 Lifting appliances

The check of the behaviour of the lifting appliances at sea isoutside the scope of the classification and is under the

responsibility of the Designer. However, where the require-ments in [3.2.1] may not be complied with (i.e. sailing withboom or derrick up) or where, exceptionally, trips with sus-pended load are envisaged, the Designer is to submit thecheck of the lifting appliances during navigation to the Soci-ety for information.

The Society may check these calculations following a spe-cific request, while also reserving the right to do so, whendeemed necessary, without any such request.

6 Other structures

6.1 Reinforcement of the flat bottom forward area of ships with one of the service notations “pontoon” and “pontoon - crane”

6.1.1 Area to be reinforced

The structures of the flat bottom forward area are to be ableto sustain the dynamic pressure due to the bottom impact.

The flat bottom forward area is:

• longitudinally, over the bottom located from the foreend to 0,15 L aft of the fore end

• transversely, over the whole flat bottom, and the adja-cent zones up to a height, from the base line, not lessthan 2L, in mm. In any case, this height need not begreater than 300 mm.

6.1.2 Bottom impact

The bottom dynamic impact pressure is to be considered if:

TF < 0,04 L,

where TF is the minimum forward draught, in m, amongthose foreseen in operation in ballast conditions or condi-tions of partial loading.

If TF is less than 0,025 L, strengthening of the flat bottomforward is to be considered by the Society on a case-by-case basis.

Table 2 : Reinforcements of the flat bottom forward area - Partial safety factors

Partial safety factors covering uncertain-

ties regarding:

Partial safety factors

Symbol Plating Ordinary stiffeners

Still water pressure γS2 1,00 1,00

Wave pressure γW2 1,10 1,10

Material γm 1,02 1,02

Resistance γR 1,30 1,15

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Pt E, Ch 19, Sec 2

Table 3 : Reinforcements of plating and ordinary stiffeners of the flat bottom forward area

6.1.3 Partial safety factors

The partial safety factors to be considered for checking thereinforcements of the flat bottom forward area are specifiedin Tab 2.

6.1.4 Scantlings of plating and ordinary stiffeners

Where TF is less than 0,03 L, the net scantlings of platingand ordinary stiffeners of the flat bottom forward area, asdefined in [6.1.1], are to be not less than those obtainedaccording to Pt B, Ch 9, Sec 1, [2] and those obtained fromTab 3.

Where TF is between 0,03 L and 0,04 L, the net scantlings ofplating and ordinary stiffeners are to be obtained by linearinterpolation between those obtained according to Pt B,Ch 9, Sec 1, [2] and those obtained from Tab 3.

6.1.5 Tapering

Outside the flat bottom forward area, scantlings are to begradually tapered so as to reach the values required for theareas considered.

6.1.6 Floor spacing

In the area to be reinforced, defined in [6.1.1], the floorspacing is to be not greater than 0,68 L1/4.

7 Hull outfitting

7.1 Equipment

7.1.1 Manned non-propelled unitsThe equipment of anchors, chain cables and ropes to be fit-ted on board manned non-propelled units is to comply withPt B, Ch 10, Sec 4, unless otherwise required by the Society.

Chain cables for anchors may be replaced by steel ropeshaving the same breaking load. The ropes are to be con-nected to the anchors by approximately 10 m of chain cablecomplying with Pt B, Ch 10, Sec 4.

Non-propelled units continuously assisted by a tug mayhave only one anchor, complying with Pt B, Ch 10, Sec 4,and a chain rope having length neither less than 75% of thelength obtained according to Pt B, Ch 10, Sec 4, nor lessthan 220 m.

7.1.2 Manned non-propelled units with navigation notation “sheltered area”

For non-propelled units with the navigation notation shel-tered area, the equipment is not required for classificationpurposes.

However, in this case, the equipment to be fitted may beobtained from Pt B, Ch 10, Sec 4, based on the value ofequipment number EN equal to 50% of that obtained fromthe applicable formulae in Pt B, Ch 10, Sec 4, [2].

Element Formula Minimum value

Plating Net thickness, in mm: Net minimum thickness, to be taken, in mm, not less than:t = 0,03L + 5,5 - cE

nor than the lesser of:t = 16t = 6,3 (s - 0,228 L1/4) + 0,063 L + 3,5where s is to be taken not less than 0,182 L1/4

Ordi-nary stiffen-ers

Net section modulus, in cm3, to be taken as the lesser of:

Web net minimum thickness, in mm, to be not less than the lesser of:

•

• the thickness of the attached plating.

Net shear sectional area, in cm2:

Note 1:cE : coefficient, to be taken equal to:

cE = 1 for L ≤ 65 mcE = 3 - L / 32,5 for 65 m < L < 90 mcE = 0 for L ≥ 90 m

cP : Ratio of the plastic section modulus to the elastic section modulus of the ordinary stiffeners with an attached shell plat-ing, to be taken equal to 1,16 in the absence of more precise evaluation

γR, γm, γS2, γW2:Partial safety factors, defined in Tab 2pBI : Bottom dynamic impact pressure, defined in Pt B, Ch 9, Sec 1, [3.2].

t 13 9ca, crs γRγmγW2pBI

Ry

---------------=

w γRγmβbγW2pBI

16cPRy

------------------ 1 s2�------–

s�2103=

w γRγmβbγS2T6Ry

----------s�2104=

t 1 5L21 3⁄,=

ASh 10γRγmβsγW2pBI

Ry---------------- 1 s

2�------–

s�=

RINA Rules 2003 135

Pt E, Ch 19, Sec 2

7.1.3 Unmanned non-propelled unitsFor unmanned non-propelled units, the equipment is notrequired for classification purposes. The scantlings ofanchors, chain cables and ropes to be fitted on board arethe responsibility of the Designer.

7.1.4 Towing arrangementsNon-propelled units are to be fitted with suitable arrange-ments for towing, with scantlings under the responsibility ofthe Designer.The Society may, at the specific request of the interestedparties, check the above arrangements and the associatedhull strengthening; to this end, the maximum pull for whichthe arrangements are to be checked is to be specified on theplans.

136 RINA Rules 2003