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RULES FOR CLASSIFICATION

Ships
Edition July 2023

Part 1 General regulations

Chapter 3 Retroactive requirements

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FOREWORD

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

© DNV AS July 2023

Any comments may be sent by e-mail to [email protected]

This service document has been prepared based on available knowledge, technology and/or information at the time of issuance of this
document. The use of this document by other parties than DNV is at the user's sole risk. Unless otherwise stated in an applicable contract,
or following from mandatory law, the liability of DNV AS, its parent companies and subsidiaries as well as their officers, directors and
employees (“DNV”) for proved loss or damage arising from or in connection with any act or omission of DNV, whether in contract or in tort
(including negligence), shall be limited to direct losses and under any circumstance be limited to 300,000 USD.
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CHANGES – CURRENT

Part 1 Chapter 3 Changes - current

This document supersedes the July 2021 edition of DNV-RU-SHIP Pt.1 Ch.3.
The numbering and/or title of items containing changes is highlighted in red.

Changes July 2023, entering into force 1 January 2024

Topic Reference Description

Re-location of retroactive Sec.1, Re-located retroactive requirements from fleet in service

requirements Sec.2, requirements, Pt.7 Ch.2, to this document as the retroactive
requirements may apply to both newbuilding and in-service
Sec.3
phase.
Updated title from Documentation and certification
requirements, general to Retroactive requirements.

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

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CONTENTS

Part 1 Chapter 3 Contents

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

Section 1 General.................................................................................................... 5
1 Introduction.........................................................................................5
2 Objective..............................................................................................5
3 Scope................................................................................................... 5
4 Application........................................................................................... 5

Section 2 Bi-moment for two-island container ships - revision of the calculation

formula................................................................................................................... 6
1 General................................................................................................ 6
2 Definitions of hull girder stress components....................................... 6
2.1 Longitudinal stress............................................................................6
2.2 Shear stresses................................................................................. 8

Section 3 Container ships with upper hull structure made of 'thick plates'
- correction of NDT scope and clarification of requirements for upper hull
structure brittle crack arrest designs................................................................... 10
1 General.............................................................................................. 10
2 Extent of non-destructive testing (Pt.2 Ch.4 Sec.7 [5])..................... 10
2.1 General..........................................................................................10
3 General (Pt.5 Ch.2 Sec.10)................................................................ 12
3.1 Application..................................................................................... 12
4 Application of thick steel plates (Pt.5 Ch.2 Sec.10)........................... 13
4.1 General..........................................................................................13
4.2 Brittle crack arrest design................................................................13
4.3 Non-destructive testing during construction........................................19
5 Additional requirements for steel strength group NV 47 (Pt.5 Ch.2
Sec.10)................................................................................................. 19
5.1 General..........................................................................................19
5.2 Fatigue.......................................................................................... 19

Changes – historic................................................................................................ 22

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SECTION 1 GENERAL

Part 1 Chapter 3 Section 1

1 Introduction
See Ch.1 Sec.1 Table 2 for definition of retroactive requirements.

2 Objective
The objective of this chapter is to present rule requirements which have retroactive entry into force.

3 Scope
The scope of this document covers retroactive requirements, see Table 1.
The introduced retroactive requirements are valid for newbuilds and conversions with contract for
construction date on or after the entry into force date of the retroactive requirements, see Table 1, 'Entry into
force date'.
After the valid until date, the retroactive requirements are covered by the regular rules, see Table 1, 'Rule
reference'.

Table 1 Retroactive requirements

Rule
Section Topic Publication date Entry into force date Valid until date
reference

Sec.2 Revision of the 2022-07-01 2022-01-01 2022-12-31 Pt.3 Ch.5

calculation formula Sec.3
for the bi-moment for Edition
two-island container July 2022
ships.

Sec.3 Correction of NDT 2022-07-01 2019-01-01 2022-12-31 Pt.2 Ch.4

scope for container Sec.7
ships with upper Pt.5 Ch.2
hull structure made Sec10
of 'thick plates'
Edition
and clarification of
July 2022
requirements for
upper hull structure
brittle crack arrest
designs.

4 Application
The retroactive requirements in this chapter are applicable as specified in each section.

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SECTION 2 BI-MOMENT FOR TWO-ISLAND CONTAINER SHIPS -

Part 1 Chapter 3 Section 2

REVISION OF THE CALCULATION FORMULA

1 General
Multiple global strength finite element assessments following the procedures as laid down in the additional
class notation RSD and DNV-CG-0127 and DNV-CG-0131 have shown that the prescriptive formula to
calculate the ship hull torsion induced bi-moment and respective warping stresses is very conservative for
container ships of two-island design. A reconsideration of the prescriptive approach was planned for the
July 2021 edition of Pt.3 Ch.5 Sec.3 [3], but was delayed due to COVID 19. The modified formula for the
calculation of the bi-moment is reduced by approx. 20% and is still considered conservative.
The following subsection defines the rule changes of the reference section Pt.3 Ch.5 Sec.3 [3].

2 Definitions of hull girder stress components

2.1 Longitudinal stress

2.1.1 Longitudinal stresses induced by still water vertical hull girder bending
2
The longitudinal stresses, in N/mm , induced by acting vertical still water bending moment in seagoing
condition at the transverse section being considered, are obtained from the following formula:

2.1.2 Longitudinal stresses induced by dynamic hull girder bending

2
The longitudinal stresses, in N/mm , induced by acting vertical and horizontal wave bending moment for a
dynamic load case and at the transverse section being considered, are obtained from the following formula:

2.1.3 Longitudinal warping stresses induced by wave and still water hull girder torsion
2
The longitudinal warping stress, in N/mm , induced by acting still water torsional moment in seagoing
condition at the transverse section being considered, are obtained from the following formula:

2
The longitudinal warping stress, in N/mm , induced by acting wave torsional moment for a dynamic load case
and at the transverse section being considered, is obtained from the following formula:

where:

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2
Mσ‐st = still water bi-moment related to longitudinal warping stress, in kNm , at the transverse section

Part 1 Chapter 3 Section 2

being considered, in seagoing condition, to be taken as:

Mσ‐wt‐LC = dynamic bi-moment related to longitudinal warping stress, in kNm2, for a dynamic load case and
at the transverse section being considered, to be taken as:

2
ωi‐n50 = net sectorial coordinate, in m , of the point being considered
-1
λ = warping factor, in m , to be taken as:

cd = distribution coefficient along the length L, to be taken as:

for

for

for

for

for

xΑ = longitudinal distance, in m, between the aft end of the length L and the engine room front
bulkhead, to be taken neither less than 0.15 L nor more than 0.25 L, see also Figure 1
cLC = sign coefficient, to be taken as:
CLC = ‐1 for OST-1S, OST-2P, OSA-1P and OSA-2S
CLC = 1 for all other dynamic load cases
ℓc = characteristic torsion length, in m, to be taken as:

fD‐st = design factor for still water bi-moment related to longitudinal warping stress, to be taken as:
fD‐st = 0.5 in general
fD‐st = 0.4 for two-island design container ships
fD‐wt = design factor for dynamic bi-moment related to longitudinal warping stress, to be taken as:
for strength assessment:
fD‐wt = 0.85 in general
fD‐wt = 0.70 for two-island design container ships
for fatigue assessment:
fD‐wt = 0.85 in general.

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The bi-moments, Mσ-st and Mσ-wt-LC, are applicable to container ships with typical design. For other vessels

Part 1 Chapter 3 Section 2

(e.g. twin-island container ships and open hatch bulk carriers with wide cross decks) the bi-moments may be
determined by direct calculations.

Figure 1 Factor xA

2.2 Shear stresses

2.2.1 Shear stresses induced by still water vertical hull girder shear force
2
The shear stresses, in N/mm , induced by vertical still water shear force in seagoing condition at the
transverse section being considered, are obtained from the following formulae:

2.2.2 Shear stresses induced by dynamic vertical hull girder shear force
2
The shear stress, in N/mm , induced by dynamic vertical shear force for a dynamic load case at the
transverse section being considered is obtained from the following formula:

2.2.3 Warping shear stresses induced by wave and still water hull girder torsion
2
The warping shear stress, in N/mm , induced by still water torsional moment in seagoing condition at the
transverse section being considered are obtained from the following formula:

2
The warping shear stress, in N/mm , induced by wave torsional moment for a dynamic load case at the
transverse section being considered is obtained from the following formula:

where:

Mτ‐st = warping component of still water torsional moment related to warping shear stress
induced by static torsion, in kNm, at the transverse section being considered, in seagoing
condition, to be taken as:

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Mτ‐st = Mst

Part 1 Chapter 3 Section 2

Mτ‐wt‐LC = warping component of wave induced torsional moment related to warping shear stress
induced by wave torsion, in kNm, for a dynamic load case at the transverse section being
considered, to be taken as:

for

for

for

for

cr = reduction coefficient, to be taken as:

where:

ch = reduction coefficient due to horizontal shear force, to be taken as:

ch = 0.7
Mwt‐LC‐0.45L = to be taken as: Mwt‐LC at x = 0.45 L
Mwt‐LC‐0.6L = to be taken as: Mwt‐LC at x = 0.6 L

The warping components of torsional moments, Mτ‐st and Mτ‐wt‐LC, are applicable to container ships with
typical design. For other vessels (e.g. twin-island container ships and open hatch bulk carriers with wide
cross decks) the warping components of torsional moments may be determined by direct calculations.

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SECTION 3 CONTAINER SHIPS WITH UPPER HULL STRUCTURE

Part 1 Chapter 3 Section 3

MADE OF 'THICK PLATES' - CORRECTION OF NDT SCOPE AND
CLARIFICATION OF REQUIREMENTS FOR UPPER HULL STRUCTURE
BRITTLE CRACK ARREST DESIGNS

1 General
In the July 2018 edition of the rules, the material and NDT requirements for plates of the upper hull structure
of container ships with a thickness above 50 mm and made of NV 47 (VL 47) material were moved from Pt.5
Ch.2 Sec.10 to Pt.2 Ch.4 Sec.7.
With this move the intention and the scope of the original requirements, based on IACS UR S33, changed
unintentionally. The requirements for NV 47 (VL 47) became applicable to a larger amount of upper hull
structure welding seams.
This is now corrected with the introduction of these retroactive rule changes.

2 Extent of non-destructive testing (Pt.2 Ch.4 Sec.7 [5])

2.1 General
2.1.1 The extent of testing will depend on the type of vessel and the location of the joints.

2.1.2 The basic requirements for all vessel types are that all welds are subject to 100% visual testing carried
out by the builder’s qualified personnel before any other NDT is applied. In addition, welds shall be subjected
to testing with other test methods as given in the Table 1 below.
The extent may be extended further depending on quality of welds and failure rate, see Pt.2 Ch.4 Sec.7
[6.2.2].
The Society reserves the right to alter the test positions and/or to extend the scope of NDT against the NDT
plan in case of doubts about proper workmanship.

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2.1.3 The locations and areas to be examined shall be incorporated into the NDT plan. The NDT plan shall

Part 1 Chapter 3 Section 3

clearly identify the critical areas as defined in [2.1.4] including longitudinal structural members of container
ships belonging to the upper hull and built with NV 36, NV 40 or NV 47 material.

Table 1 Minimum non-destructive testing extent (in % of weld seam length) for structural welds

Testing method
Area Type of connection
1) 2)
MT/PT [%] RT/UT [%]

All ship types

Butt welds and T-joints, full penetration 2 2

General areas T-joints, partial penetration 2 -
Fillet welds - -

Butt welds and T-joints, full penetration 5 5

Deck/bottom plating
T-joints, partial penetration 5 -
within 0.4L amidship
Fillet welds - -

Butt welds and T-joints, full penetration 20 20

Critical areas T-joints, partial penetration 20 -
Fillet welds 20 -

Additional for container ships

All block-to-block butt joints of all

upper hull longitudinal structural 3)
100 100
members including attached
5)
Upper hull longitudinal stiffeners
longitudinal structural
members of container Transversely or vertically orientated
ships with leading weld joints (partial and full penetration 20 --
8)
plate thickness of 50 butt joints, T-joint and fillet welds)
< t ≤ 100 mm made Longitudinally orientated weld joints in
7)
of NV 40 or NV 47 the vicinity of the block-to-block joints 20 --
or 85 < t ≤ 100 mm (approx. 250 mm)
8)
4) 6)
made of NV 36
Transversely or vertically orientated
3)
full penetration weld joints (plate butt -- 20
8)
welds)

1) Only MT shall be applied for ferro magnetic materials. Duplex is not regarded as ferro magnetic material.
2) RT shall not be applied for T-joints.
3) Only UT shall be performed.
4) The extent of additional NDT depends on the steel strength group, the thickness and the selected measure for
prevention of brittle crack initiation. Details of the prescribed NDT methods are given in Table 2, [4.2.1] and [4.2.5].
Upper hull longitudinal structural members are defined in Figure 1.
5) NDT method and scope shall be applied for structure shown in Figure 1.
6) The leading plate is defined as the thicker plate of the hatch side and horizontal coaming structure.
7) NDT requirements for attachments on hatch coaming top plate are given in [5.2.4] d).
8) This scope applies for the full length of the coaming structure. For the remaining upper hull longitudinal structural
members it applies within 0.4L amidships.

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2.1.4 The different areas in Table 1 are defined as follow:

Part 1 Chapter 3 Section 3

Upper hull longitudinal structural members in container ships:
— areas as given in [3].
Critical areas:
Areas in way of critical load transfer points and large stress concentrations where a failure will endanger the
safety of the vessel, such as:
— stress concentrations in rudders or intersection between rudder structure and hull
— for twin hull vessels stress concentrations in way of connections between hull and wet deck
— deck beams in open hatch container ships
— strength deck plating at outboard corners of cargo hatch openings in container carriers and other vessels
with similar hatch opening configuration
— other areas where the likelihood of occurrence of detrimental defects is considered to be extra high.
Guidance note:
Areas to be considered for classification under this item are:

— welds produced by welding methods which the yard has little or no user experience
— welds produced by high heat input (> 50 kJ/cm) welding methods
— welds in large thickness (> 50 mm).

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Deck and bottom plating within 0.4 L amidship:

— sheer strake at strength deck
— stringer plate in strength deck
— deck strake at longitudinal bulkhead
— strength deck plating at corners of cargo hatch openings in bulk carriers, ore carriers, combination
carriers and other vessels with similar hatch opening configuration
— bilge strake
— longitudinal hatch coamings of length greater than 0.15 L
— end brackets and deck house transition of longitudinal cargo hatch coamings
— all watertight bulkheads independent of location.
Guidance note:
For vessels with no clearly defined strength deck, e.g. cruise ships, the above extents shall be applied to the decks contributing
most to the hull strength.

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General areas:
Areas not mentioned above.

2.1.5 NDT shall cover start and stop points of automatically welded seams, except for internal stiffeners
where the extent of testing shall be agreed with the Society. Extent is as given in Table 1.

3 General (Pt.5 Ch.2 Sec.10)

3.1 Application
3.1.1 In conjunction to IACS UR W31, IACS UR W33 and IACS UR S33, this section shall be applied to ships
with the class notation Container ship having thick steel plates with thickness exceeding 50 mm, but not
greater than 100 mm, of steel strength groups NV 36, NV 40 and NV 47, for upper hull longitudinal structural
members.

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The application of steel plates with thickness exceeding 100 mm shall be agreed on with the Society on a

Part 1 Chapter 3 Section 3

case-by-case basis.

3.1.2 The requirements given in [5] shall be applied additionally in cases where NV 47 material is applied
according to [3.1.1].

3.1.3 Upper hull longitudinal structural members include uppermost strake of longitudinal bulkhead, sheer
strake, upper deck, hatch side coaming, coaming top plate, and all attached longitudinals. See Figure 1 for
illustrations.

Figure 1 Upper hull longitudinal structural members

4 Application of thick steel plates (Pt.5 Ch.2 Sec.10)

4.1 General
4.1.1 This subsection gives measures for identification and prevention of brittle fractures for ships according
to [3.1.1].

4.1.2 The application of the measures specified in [4.2] and [4.3] shall be according to [4.2.1] during
construction.

4.1.3 Welding procedures (WPS) shall be qualified through welding procedure qualification test (WPQT)
according to Pt.2 Ch.4 Sec.5.

4.1.4 The material grade selection shall be according to Pt.3 Ch.3 Sec.1 [2.3].

4.2 Brittle crack arrest design

4.2.1 Measures for prevention of brittle crack initiation and propagation, which is the same meaning as
brittle crack arrest design, shall be implemented within the cargo hold region, see Table 2.
The measures are distinguished as follows:
Option A: the brittle crack arrest design is predominantly based on a design approach, using a shift in block
joints, a crack arrest plates (insert) or crack arrest holes or equivalent.
Option B: the brittle crack arrest design is predominantly based on welding quality control using high
toughness welds and increased sensitivity NDT or multi-pass increased toughness welds and advanced NDT
or equivalent.

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The thickness and the steel strength group shown in the Table 2 apply to the hatch coaming structure, and

Part 1 Chapter 3 Section 3

are the controlling parameters for the application of countermeasures. In case of a thickness step the thicker
plate shall be considered as the leading plate.
If the as-built thickness of the hatch coaming structure is less than the values given in Table 2,
countermeasures are not required regardless of the thickness and steel strength group of the upper deck
plating.

Table 2 Measures depending on thickness of the leading plate and steel strength group of hatch
coaming structures

Steel Thickness of
strength leading plate Option
group [mm]

Measure 1 Measure 2 Measures 3+4 Measure 5

50 < t ≤ 85 - N.A. N.A. N.A. N.A.

NV 36
85 < t ≤ 100 - X N.A. N.A. N.A.

NV 40 50 < t ≤ 85 - X N.A. N.A. N.A.

A X N.A. X X
NV 40 85 < t ≤ 100
B X X N.A. X

NV 40
85 < t ≤ 100 - X N.A. X X
(EGW)

A X N.A. X X
NV 47 50 < t ≤ 100
B X X N.A. X

NV 47
50 < t ≤ 100 - X N.A. X X
(EGW)

Notes:
1) X means to be applied.
2) N.A. means does not need to be applied.
Measures:
1) NDT other than visual inspection on all target block joints, see [4.3].
2) Brittle crack arrest design against straight propagation of brittle crack along weld line by high toughness welds and
increased sensitivity NDT, see [4.2.5] 2) or by increased toughness welds and advanced NDT, see [4.2.5] 3).
3) Brittle crack arrest design against straight propagation of brittle crack along weld line, see [4.2.5] 4), 5) or 6).
4) Brittle crack arrest design against deviation of brittle crack from weld line, see [4.2.5] 1).
5) Brittle crack arrest design against propagation of cracks from other weld areas, see Figure 3, such as fillets and
attachment welds, see, [4.2.5] 1).

4.2.2 The approach given in this subsection applies to the block-to-block joints, but it should be noted that
cracks can initiate and propagate away from such joints. Therefore, appropriate measures shall be considered
according to [4.2.4] b).

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4.2.3 Brittle crack arrest steels is defined as steel plate with measured crack arrest properties according to

Part 1 Chapter 3 Section 3

Pt.2 Ch.2 Sec.2 [7] and applies in this scope to NV 36, NV 40 and NV 47 steels.

4.2.4 Functional requirements of brittle crack arrest design

The propagation of a brittle crack shall be arrested at a proper position to prevent large scale fracture of hull
girder.
The point of a brittle crack initiation shall be considered in the block butt joints both of hatch side coaming
and upper deck.
Guidance note:
Butt weld joints designed to be in a straight line i.e. without a shift for the hatch coaming plate, the upper deck plate, the shear
strake and the upper most strake of the longitudinal bulkhead are considered as block butt joints independent whether they are
planned as assembly or sub assembly joints, see Figure 2.

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Figure 2 Block butt joints

Both of the following cases shall be considered:

a) where the brittle crack may run straight along the butt joint, and
b) where the brittle crack initiates in the butt joint but deviates away from the weld and into the plate, or
where the brittle crack initiates from any other weld and propagates into the plate. For definition of other
welds see Figure 3.

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Part 1 Chapter 3 Section 3
Figure 3 Other weld items

1) Fillet welds between hatch side coaming plating, including top plating, and longitudinals.
2) Fillet welds between hatch side coaming plating, including top plating and longitudinals, and
attachments, e.g., between hatch side top plating and hatch cover pad plating.
3) Fillet welds between hatch side coaming top plating and hatch side coaming plating.
4) Fillet welds between hatch side coaming plating and upper deck plating.
5) Fillet welds between upper deck plating and inner hull/bulkheads.
6) Fillet welds between upper deck plating and longitudinal.
7) Fillet welds between sheer strakes and upper deck plating.

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4.2.5 Concept examples of brittle crack arrest design

Part 1 Chapter 3 Section 3

The following example solutions are considered to be acceptable ways of brittle crack arrest design. The
detail design arrangements shall be submitted for approval. Other measures may be considered and accepted
by the Society on a case-by-case basis.

Brittle crack arrest design for [4.2.4] b):

1) Brittle crack arrest steel in upper deck plating, see [4.2.1] measure 4 and 5.
Brittle crack arrest steel shall be used for the upper deck plating along the cargo hold region in a way
suitable to arrest a brittle crack initiating from the coaming and propagating into the structure below.

Brittle crack arrest design for [4.2.4] a):

2) High toughness welds and increased sensitivity NDT, see [4.2.1] measure 2.
Where high toughness welds are applied, as an equivalent alternative to 4), 5) and 6), increased
sensitivity NDT shall be carried out in accordance with [4.3.2].
High toughness welds are defined as multi-pass welds qualified with additional CTOD tests in
accordance with Pt.2 Ch.4 Sec.5 [8.2.3]. For high toughness welds CTOD requirements of the extended
procedure qualification tests may be fulfilled by application of COD grade material in accordance with
Pt.2 Ch.2 Sec.2 [8], qualified for welding as specified in Pt.2 Ch.4 Sec.5 [6].
Guidance note:
Flux-cored arc welding (FCAW) is considered as high toughness welding for the coaming structure, while submerged arc
welding (SAW) may be applied for upper deck and horizontal coaming plate butt weld joints. Electro gas welding (EGW) is
not considered as high toughness welding method.
The CTOD tests required for high toughness welds may be carried out by recognized laboratory. CTOD tests qualified
during material and welding consumables manufacturer approval may be accepted as described in Pt.2 Ch.4 Sec.5 [8.2.3].

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3) Multi-pass increased toughness welds and advanced NDT, see [4.2.1] measure 2.
Where multi-pass increased toughness welds and advanced NDT are applied as an equivalent
alternative to 4), 5) and 6), advanced NDT shall be carried out in accordance with [4.3.3].
Multi-pass increased toughness welds are defined as multi-pass welds made by FCAW or SAW, see
guidance note, with welding procedure qualification tests fulfilling the toughness requirements in
accordance with Pt.2 Ch.4 Sec.5 [5.4.1] and Pt.2 Ch.4 Sec.5 [7.1.4]. Butt welds containing EGW pass
are not considered as multi-pass increased weld.
Guidance note:
Flux-cored arc welding (FCAW) is considered as increased toughness welding for the coaming structure Table 2, while
submerged arc welding (SAW) may be applied for upper deck and horizontal coaming plate butt weld joints. Electro gas
welding (EGW) is not considered as a increased toughness welding method.

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4) Block shift, see [4.2.1] measure 3.

Where the block butt welds of the hatch side coaming and those of the upper deck are shifted, this
shift shall not be less than 300 mm, see Figure 4. Brittle crack arrest steel shall be used for the hatch
side coaming plating.
The longitudinal weld joints from hatch side coaming to upper deck and from longitudinal bulkhead to
upper deck, in vicinity of block joints, are important in brittle crack arrest design.
Guidance note:
Such longitudinal weld joints may be made as partial penetration welds with a root face of 50% of the abutting plate
thickness, in vicinity of the block joints, between 300 mm aft and 300 mm forward in ship’s longitudinal direction, see
Figure 4.

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Part 1 Chapter 3 Section 3
Figure 4 Block shift with partial penetration weld

5) Crack arrest holes, see [4.2.1] measure 3.

Where crack arrest holes are provided in way of the block butt welds at the region where hatch side
coaming welds meets the deck welds, the fatigue strength of the lower end of the butt welds shall be
assessed. Additional countermeasures shall be taken against brittle crack running away from the weld
line into upper deck or hatch side coaming. These counter measures shall include the application of
brittle crack arrest steel in hatch side coaming plating.
6) Crack arrest insert plates, see [4.2.1] measure 3.
Where insert plates of brittle crack arrest steel or weld metal inserts with high crack arrest toughness
properties are provided in way of the block butt welds at the region where hatch side coaming welds
meets the deck welds, additional countermeasures shall be taken against brittle crack running away
from the weld line into upper deck or hatch side coaming. These countermeasures shall include the
application of brittle crack arrest steel in hatch side coamings plating.

4.2.6 Selection of brittle crack arrest steels

The brittle crack arrest steels fitted in the upper deck region of container ships shall comply with Table 3
where suffixes BCA1 and BCA2 are defined in Pt.2 Ch.2 Sec.2 [7].
The brittle crack arrest steel property shall be selected for each individual structural member with thickness
above 50 mm according to Table 3.
When brittle crack arrest steels as specified in Table 3 are used, the weld joints between the hatch coaming
side and the upper deck shall be partial penetration weld details approved by the Society.
In the vicinity of ship block joints, alternative weld details may be used for the deck and hatch coaming side
connection provided additional means for preventing the crack propagation are implemented and agreed by
the Society in this connection area.

Table 3 Brittle crack arrest steel requirement in function of structural members and thickness

1)
Structural members plating Thickness in mm Brittle crack arrest steel requirement

Steel grade NV 36 or
Upper deck 50 < t ≤ 100
40 with suffix BCA1

Steel grade NV 40 or
Hatch coaming side 50 < t ≤ 80
47 with suffix BCA1

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1)
Structural members plating Thickness in mm Brittle crack arrest steel requirement

Part 1 Chapter 3 Section 3

Steel grade NV 40 or
80 < t ≤ 100
47 with suffix BCA2
1)
Excluding their attached longitudinals.

4.3 Non-destructive testing during construction

4.3.1 Where non-destructive testing (NDT) during construction is required according to [4.2.1], NDT shall be
carried out according to [2] and DNV-CG-0051 Non-destructive testing. The scope of NDT is given in Table 1.

4.3.2 Where increased sensitivity NDT as specified in [4.2.5] 2) is applied, standard UT technique with
increased sensitivity and stricter defect size acceptance limits shall be carried out according to Pt.2 Ch.4
Sec.7 Table 6 and DNV-CG-0051 Non-destructive testing.

4.3.3 Where advanced NDT as specified in [4.2.5] 3) is applied, advanced NDT shall be carried out with
stricter defect size acceptance limits according to Pt.2 Ch.4 Sec.7 Table 6 in lieu of standard UT technique.
In particular, TOFD (time of flight diffraction) or PAUT (phase array ultrasonic testing) UT techniques are
considered as advanced NDT. Advanced NDT procedures, shall be submitted for qualification and acceptance
prior to their application.

4.3.4 Target Joints

NDT shall be carried out on all block-to-block butt joints of all upper hull longitudinal structural members as
defined in [3.1.3].

5 Additional requirements for steel strength group NV 47 (Pt.5 Ch.2

Sec.10)

5.1 General
5.1.1 This subsection gives requirements for ships according to [3.1.2], in addition to requirements specified
in [4].

5.1.2 NV 47 material shall not have lower grade than E according to Pt.3 Ch.3 Sec.1.

5.2 Fatigue
5.2.1 Butt welded joints
The butt welds in the hatch side coaming and in the upper deck shall be kept away from hatch corners as far
as practical.
Guidance note:
The distance between such a butt weld to the termination point of the hatch corner curvature should be at least 500 mm in the
ship's longitudinal and transverse directions respectively.

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Butt welded joints in the hatch side coaming top plate shall be analysed to show sufficient fatigue life
according to Pt.5 Ch.2 Sec.3. The stress concentration factor shall be calculated according to DNV-CG-0129
App.A Table 3.

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5.2.2 Hatch corners

Part 1 Chapter 3 Section 3

Hatch corners in the hatch side coaming top plate and in the upper deck shall be analysed to show
acceptable fatigue strength according to Pt.5 Ch.2 Sec.3, based on global finite element analysis (FEA).

5.2.3 Grinding
The free edge of hatch side coaming top plate shall not have any defects such as notches.
The upper and lower edges of hatch side coaming top plate in way of the butt welds shall be ground smooth
by edge chamfer or radius, see Figure 5. The grinding shall be done minimum 100 mm forwards and aft of
the butt welds.
For longitudinals on the hatch side coaming top plate, the grinding shall be carried out similarly as described
above.
For hatch corners, the grinding shall be applied to the whole hatch corner curvature and shall be extended to
a point minimum 100 mm away from the termination of the hatch corner curvature.

Figure 5 Grinding of hatch side coaming top plate

5.2.4 Outfitting details

To improve the fatigue life, outfitting details shall be applied as followings:
a) Welding for fixing outfitting to the hatch coaming top plate shall be avoided in the area close to hatch
corner to the extent 500 mm away from the termination of hatch corner curvature, in the ship’s
longitudinal and transverse directions respectively. See Figure 6.
This may be achieved by applying flexible hatch cover pads without attachments to the hatch coaming
top plate.
Such a welding may be accepted, provided that the calculations based on global FE analysis according
to Pt.5 Ch.2 Sec.3 show sufficient fatigue life at the weld toe on hatch coaming top plate. In such a
case, weld profile shall be ground smooth with weld toe burr grinding according to DNV-CG-0129 Fatigue
assessment of ships structures, or treated in alternative equivalent means accepted by the Society.
b) For hatch cover pads welded to hatch coaming top plate, when the thickness of pads exceeds 25 mm,
a chamfering of pads not exceeding 1:3 shall be applied in order to reduce the stress concentration on
hatch coaming top plate.
c) For weld connections of smaller outfitting such as holders to hatch side coaming, if the welding is in a
rectangular or polygonal or similar shape where good workmanship is difficult to achieve in the corners,
circular doubling plates shall be applied in order to achieve good workmanship. See Figure 7. The
doubling plates shall be designed with a diameter, d, and a thickness, t, as small as practical, e.g., t ≤ 10
mm and d ≤ 150 mm. The minimum required material grade for these doubling plates is AH32.
This material requirement may be waived, for round outfitting when d ≤ 50 mm and with welding in
a circular shape on hatch side coaming, e.g., hand grip or hand rail stanchions, and for flat bar type
attachments oriented in ship’s transverse or vertical direction.

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d) If outfitting details, transverse plates or brackets are located within 250 mm from a block-to-block joint,

Part 1 Chapter 3 Section 3

the weld quality shall be proven by 100% NDT (MT/PT).
Guidance note:
In case of outfitting details or transverse plates or brackets are located outside 250 mm from a block joint, the NDT scope may be
reduced in accordance with Table 1.

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Figure 6 Top plate of hatch coaming

Figure 7 Doubling plate for holders

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CHANGES – HISTORIC

Part 1 Chapter 3 Changes – historic

July 2021 edition

Changes July 2021, entering into force 1 January 2022

Topic Reference Description

Rebranding to DNV All This document has been revised due to the rebranding of DNV
GL to DNV. The following have been updated: the company
name, material and certificate designations, and references to
other documents in the DNV portfolio. Some of the documents
referred to may not yet have been rebranded. If so, please see
the relevant DNV GL document. No technical content has been
changed.

July 2019 edition

Changes July 2019, entering into force 1 January 2020

This document has been replaced by DNVGL-CG-0550.

July 2018 edition

Changes July 2018, entering into force 1 January 2019

Topic Reference Description of change

Additional definition of Sec.1 Definitions of the concepts related to targets, activity methods,
concepts standards, lifecycle phases and authorization.
Additional revised description
Sec.2 The process for handling of documentation has been further
related to handling of
specified.
documentation

Revise definition of Sec.3 [2] Revised documentation types for non-destructive testing and
documentation types new documentation types for construction monitoring and for
permanent magnet machines.

Revise definitions of Sec.4 Introducing new sub-sections: Certificate hierarchy.

certification requirements

Revise compliance document Sec.5 New compliance document: Type approval design certificate
types for components (TADC). New product test report (PTR) and material test report
(MTR) replacing previous test report (TR).

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Part 1 Chapter 3 Changes – historic
January 2018 edition

Changes January 2018, entering into force 1 July 2018.

Topic Reference Description

NDT procedures to be Sec.3 [2] The documentation type H135 - Non-destructive testing (NDT)
approved procedure has been added.

January 2017 edition

Amendments July 2017

• General
— Sec.3 [2]: Editorial changes to the documentation types - G040, I080, I140, T060, Z261, Z262, Z263,
Z264, Z266 and new documentation type S170 - Ship energy efficiency management plan (SEEMP), is
introduced.

Main changes January 2017, entering into force 1 July 2017

• Sec.2 Documentation Requirements, General

— Sec.2 [2.1.1]: included documentation requirements given by ship type notations.

July 2016 edition

This document supersedes the October 2015 edition.

Main changes July 2016, entering into force 1 January 2017

• Sec.3 Documentation types

— Sec.3 [2]: Discipline E - E080: added list of content for document.
— Sec.3 [2]: Discipline G - G130: added specification for diagram.
— Sec.3 [2]: Discipline P - P030: added specification for calculations.
— Sec.3 [2]: Discipline S - S015: added specification for diagram.
— Sec.3 [2]: Discipline Z - Z220: corrections in heading.
— Sec.3 [2]: Discipline Z - Z221: corrections in heading.
— Sec.3 [2]: Discipline Z - Z222: corrections in heading.
— Sec.3 [2]: Discipline Z - Z223: added PWOM.

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Part 1 Chapter 3 Changes – historic
October 2015 edition
This is a new document.
The rules enter into force 1 January 2016.

Amendments January 2016

• General
— Only editorial corrections have been made.

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