I - Part 1 Section 7 A Decks Chapter 1

GL 2007 Page 7–1

Section 7

Decks

A. Strength Deck 2. Connection between strength deck and

sheerstrake

1. General, Definition
2.1 The welded connection between strength
deck and sheerstrake may be performed by fillet welds
1.1 The strength deck is: according to Table 19.3. Where the plate thickness
exceeds approximately 25 mm, a double bevel weld
– the uppermost continuous deck which is forming connection according to Section 19, B.3.2, shall be
the upper flange of the hull structure provided for instead of fillet welds. Bevelling of the
deck stringer to 0,65 times of its thickness in way of
the welded connection is admissible.
– a superstructure deck which extends into 0,4 L
amidships and the length of which exceeds In special cases a double bevel weld connection may
0,15 L also be required, where the plate thickness is less than
25 mm.
– a quarter deck or the deck of a sunk superstruc-
ture which extends into 0,4 L amidships
2.2 Where the connection of deck stringer to
sheerstrake is rounded, the requirements of Section 6,
1.2 In way of a superstructure deck which is to be C.3.3 are to be observed.
considered as a strength deck, the deck below the
superstructure deck is to have the same scantlings as a
2nd deck, and the deck below this deck the same 3. Openings in the strength deck
scantlings as a 3rd deck. The thicknesses of a strength
deck plating are to be extended into the superstructure 3.1 All openings in the strength deck must have
for a distance equal to the width of the deck plating well rounded corners. Circular openings are to be
abreast the hatchway. For strengthening of the stringer edge-reinforced. The sectional area of the face bar is
plate in the breaks, see Section 16, A.3. not to be less than:

1.3 If the strength deck is protected by sheathing Af = 0, 25 ⋅ d ⋅ t [cm 2 ]

a smaller corrosion allowance tk than required by
Section 3, K may be permitted. Where a sheathing
other than wood is used, attention is to be paid that the d = diameter of openings [cm]
sheathing does not affect the steel. The sheathing is to
t = deck thickness [cm]
be effectively fitted to the deck..
The reinforcing face bar may be dispensed with,
where the diameter is less than 300 mm and the small-
1.4 For ships with a speed v0 > 1, 6 L [kn],
est distance from another opening is not less than
additional strengthening of the strength deck and the 5 × diameter of the smaller opening. The distance
sheerstrake may be required. between the outer edge of openings for pipes etc. and
the ship's side is not to be less than the opening diame-
1.5 The following definitions apply throughout ter.
this Section:
3.2 The hatchway corners are to be surrounded
k = material factor according to Section 2, B.2. by strengthened plates which are to extend over at
least one frame spacing fore-and-aft and athwart-
pD = load according to Section 4, B.1. ships. Within 0,5 L amidships, the thickness of the
strengthened plate is to be equal to the deck thickness
abreast the hatchway plus the deck thickness between
pL = load according to Section 4, C.1.
the hatchways. Outside 0,5 L amidships the thickness
of the strengthened plate need not exceed 1,6 times the
tK = corrosion addition according to Section 3, K. thickness of the deck plating abreast the hatch-way.
Chapter 1 Section 7 A Decks I - Part 1
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3.3 The hatchway corner radius is not to be less ⎛ A ⎞

than: c1 = ⎜ fD + ⎟ ⋅ bL
⎝ 750 ⎠
⎛ b⎞ for hatchway corners at deck girders along-
= n ⋅ b ⎜1 −
B ⎟⎠
r
⎝ side the hatchway, adjacent to a closed deck
rmin = 0,1 m area
= 0,4 ⋅ bQ for hatchway corners at cross deck
A strips between hatchways adjacent to
n = a closed deck area
200
nmin = 0,1 ⎛ A ⎞ b 2L ⋅ bQ2
= ⎜ fD + ⋅
nmax = 0,25 ⎝ 750 ⎟⎠ b 2L + bQ2

A = length of hatchway [m] for hatchway corners adjacent to a cross deck

strip
b = breadth [m], of hatchway or total breadth of fD = coefficient for deck configuration
hatchways in case of more than one hatch-
way. b/B need not be taken smaller than 0,4. L
= 0, 25 +
For ships with large hatch openings see 3.6. 2 000

3.4 Where the hatchway corners are elliptic or for hatchway corners of the strength deck and
parabolic, strengthening according to 3.2 is not re- for decks and coamings above the strength
quired. The dimensions of the elliptical and paraboli- deck
cal corners shall be as shown in Fig. 7.1: L
= 0, 2 +
1 800
a
for the strength deck, decks and coamings
above the strength deck and for decks within
the distance of maximum bL below the
strength deck, if a further deck with the same
c

hatchway corner radius is arranged in a dis-

tance of less than bL below the strength deck.
a ³ 2c
c = r according to 3.3 = 0,1 for lower decks where the distance from
the strength deck exceeds bL
Fig. 7.1 Elliptic or parabolic hatch corner A = relevant length of large deck openings [m]
Where smaller values are taken for a and c, reinforced forward and/or aft of the superstructure
insert plates are required which will be considered in
each individual case. Lmin = 100 m
Lmax = 300 m
3.5 At the corners of the engine room casings,
strengthenings according to 3.2 may also be required, bL = breadth of deck girder alongside the hatch-
depending on the position and the dimensions of the way [m]
casing.
bQ = breadth of cross deck strip between hatch-
3.6 For ships with large deck openings according ways [m]
to Section 5, F. the design of the hatch corners will be
For hatchway corners above or below the strength
specially considered on the basis of the stresses due to
deck bL and bQ are to be taken as the breadths of the
longitudinal hull girder bending, torsion and trans-
verse loads. longitudinal or transverse structural members adjacent
to the hatchway corners.
Approximately the following formulae can be used to
determine the radii of the hatchway corners: M T ( z D − zo ) t
c2 = ⋅ D ⋅ 4 ki
r ≥ c1 ⋅ c2 I y ⋅ 175 ⋅ 10 ⋅ cs
3 ti

rmin = 0,15 m for hatchway corners in the strength tD = plate thickness of the longitudinal structural
deck member [mm]
= 0,1 in all other locations ti = thickness of the hatchway corner plate [mm]
I - Part 1 Section 7 A Decks Chapter 1
GL 2007 Page 7–3

tD σL + σQ ≤ σv
1 ≥ ≥ 0, 625
ti
σv = see Section 5, D.1.2.
MT = total longitudinal bending moment [kNm],
according to Section 5, B.1. at the forward or σL = see Section 5, D.1.
aft edge of the relevant cross deck strip or the
relevant closed deck area
4. Scantlings of strength deck of ships up to
Iy = moment of inertia [m4] of the section accord- 65 m in length
ing to Section 5, A.5. in the hatchway corner
without inserted strengthened plate The scantlings of the strength deck for ships, for
which proof of longitudinal strength is not required,
cs = according to Section 5, C.1.1 for the strength i.e. in general for ships with length L ≤ 65 m, the
deck sectional area of the strength deck within 0,4 L amid-
ships is to be determined such that the requirements
= 1,0 for the lower decks for the minimum midship section modulus according
to Section 5, C.2. are complied with.
z0 = distance of neutral axis of the hull section
from the baseline [m] The thickness within 0,4 L amidships is not to be less
than the minimum thickness according to 6. For the
zD = distance of the relevant hatchway corner from ranges 0,1 L from ends the requirements of 7.1 apply.
the baseline [m]
5. Scantlings of strength deck of ships of
ki = material factor according to Section 2, B. of more than 65 m in length
the relevant hatchway corner
5.1 Deck sectional area
3.7 Stresses due to lateral loads
The deck sectional area abreast the hatchways, if any,
MQ is to be so determined that the section moduli of the
σQ = ⎡ N mm 2 ⎤ cross sections are in accordance with the requirements
W1 ⋅ 103 ⎣ ⎦
of Section 5, C.

MQ = bending moment around the z-axis due to the 5.2 Critical plate thickness, buckling strength
action of the external water pressure accord-
ing to Section 4, B.2 and/or cargo loads 5.2.1 The critical plate thickness is to be deter-
[kNm], stressing the girder consisting of deck mined according to Section 6, B.2. analogously.
strip, longitudinal hatch coaming and effec-
tive parts of longitudinal bulkhead and side 5.2.2 In regard to buckling strength the require-
shell plating ments of Section 6, B.2.2 apply analogously.
W1 = section modulus [m³] of the girder specified
above abreast hatchway around the vertical 5.3 Deck stringer
axis. Longitudinal hatch coamings can only If the thickness of the strength deck plating is less than
be included, if carried sufficiently beyond the that of the side shell plating, a stringer plate is to be
hatchway ends. fitted having the width of the sheerstrake and the
thickness of the side shell plating.
For container ships with hatchway lengths not exceed-
ing approximately 14 m and with transverse box gird-
ers of approximately equal rigidity, σQ may be deter- 6. Minimum thickness
mined by the following formula:
6.1 The thickness of deck plating for 0,4 L amid-
⎛T 3 ⎞ ships outside line of hatchways is not to be less than
⎜ + 0, 25 ⋅ H ⋅ p0 ⎟ A 2L the greater of the two following values:
⎜H ⎟
σQ = ⎝ ⎠ [N / mm 2 ]
7, 2 ⋅ W1 ⋅ 10 3 t min = (4,5 + 0, 05 L) k [mm]

p0 = see Section 4, A.2.2 or

In the hatch corners of ships with large deck openings tE = according to 7.1
according to Section 5, F., the following equation
must be complied with: L need not be taken greater than 200 m.
Chapter 1 Section 7 B Decks I - Part 1
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6.2 When the deck is located above a level of t = c⋅ P ⋅ k + tK [mm]

T + c0 above basis a smaller thickness than tmin may
be accepted if the stress level permits such reduction.
c0 see Section 4, A.2.2. P = load [kN] of one wheel or group of wheels on
a plate panel a ⋅ b considering the accelera-
tion factor av
7. End thickness, thickness inside line of
Q
hatchways = (1 + a v )
n
7.1 The thickness of strength deck plating tE for Q = axle load [kN]
0,1 L from the ends and between hatchways is not to
be less than: For fork lift trucks Q is generally to be taken as the
total weight of the fork lift truck.
t E1 = 1, 21 ⋅ a pD ⋅ k + t K [mm] n = number of wheels or group of wheels per axle
av = see Section 4, C.1.1
t E2 = 1,1 ⋅ a pL ⋅ k + t K [mm]
= 0 for harbour conditions
t E min = ( 5,5 + 0, 02 ⋅ L ) k [mm]
c = factor according to the following formulae:
L need not be taken greater than 200 m. for the aspect ratio b/a = 1:

f
7.2 Between the midship thickness and the end for the range 0 < < 0,3:
thickness, the thicknesses are to be tapered gradually. F
f ⎛ f⎞
c = 1,87 − ⎜ 3, 4 − 4, 4 ⎟
7.3 The deck structure inside line of hatchways is F ⎝ F⎠
to be so designed that the compressive stresses acting
in the ship's transverse direction can be safety trans- f
mitted. Proof of buckling strength is to be provided for the range 0,3 ≤≤ 1, 0:
F
according to Section 3, F.
f
c = 1, 20 − 0, 40
F

for the aspect ratio b/a ≥ 2,5:

B. Lower Decks
f
for the range 0 < < 0,3:
F
1. Thickness of decks for cargo loads
f ⎛ f⎞
c = 2, 00 − ⎜ 5, 2 − 7, 2 ⎟
1.1 The plate thickness is not to be less than: F ⎝ F⎠

f
t = 1,1 a pL ⋅ k + t K [mm] for the range 0,3 ≤ ≤ 1, 0:
F
f
c = 1, 20 − 0,517
t min = (5,5 + 0, 02 L) k [mm] F
for the 2nd deck
for intermediate values of b/a the factor c is to be
obtained by direct interpolation.
= 6,0 mm for other lower decks
f = print area of wheel or group of wheels

L need not be taken greater than 200 m. F = area of plate panel a ⋅ b according to Fig. 7.2
a = width of smaller side of plate panel (in gen-
1.2 For the critical deck thickness see A.5.2. eral beam spacing)
b = width of larger side of plate panel
2. Thickness of decks for wheel loading
F need not be taken greater than 2,5 a²
2.1 The thickness of deck plating for wheel load- In case of narrowly spaced wheels these may be
ing is to be determined by the following formula: grouped together to one wheel print area.
I - Part 1 Section 7 C Decks Chapter 1
GL 2007 Page 7–5

b 1.2 For scantling purposes, other loads (cargo,

snow/ice, etc.) are to be considered simultaneously or
separately, depending on the conditions of operation
to be expected. Where these conditions are not known,
the data contained in 2. may be used as a basis.
a

f 1.3 The following provisions in principle apply

to starting/landing zones on special pillar-supported
landing decks or on decks of superstructures and
Fig. 7.2 Footprint of wheel deckhouses.

2.2 Where the wheel print area is not known, it Note

may approximately be determined as follows:
For the convenience of the users of these Rules refer-
100 ⋅ P ence is made to the "Guide to Helicopter/Ship Opera-
f = [cm 2 ]
p tions" published by the International Chamber of
Shipping (ICS).
p = specific wheel pressure according to Table 7.1.
2. Design loads
Table 7.1 Specific wheel pressure
The following design load cases (LC) are to be con-
sidered:

Specific wheel pressure p [bar]

Type of vehicle 2.1 LC 1
Solid rubber
Pneumatic tyres helicopter lashed on deck, with the following vertical
tyres
forces acting simultaneously:
private cars 2 –
– wheel and/or skid force P acting at the points
trucks 8 – resulting from the lashing position and distribu-
tion of the wheels and/or supports according to
trailers 8 15 helicopter construction.
fork lift trucks 6 15
P = 0,5 ⋅ G (1 + a v ) [kN]

2.3 In deck beams and girders, the stress is not to

exceed 165/k [N/mm²]. e
P P
3. Machinery decks and accommodation
decks G = maximum permissible take-off weight [kN]
The scantlings of machinery decks and other accom- av = see Section 4, C.1.1
modation decks have to be based on the loads given in
Section 4, C.3. P = evenly distributed force over the contact
area f = 30 × 30 cm for single wheel or
The thickness of the plates is not to be less than: according to data supplied by helicopter
manufacturers; for dual wheels or skids to
t = 1,1 ⋅ a ⋅ p ⋅ k + tK [mm] be determined individually in accordance
with given dimensions.
t min = 5 mm
e = wheel or skid distance according to heli-
copter types to be expected

C. Helicopter Decks – force due to weight of helicopter deck Me as

follows:
1. General
M e (1 + a v ) [kN]
1.1 The starting/landing zone is to be dimen-
sioned for the largest helicopter type expected to use – load p = 2,0 kN/m² evenly distributed over the
the helicopter deck. entire landing deck
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2.2 LC 2 3. Scantlings of structural members

helicopter lashed on deck, with the following horizon-
tal and vertical forces acting simultaneously: 3.1 Stresses and forces in the supporting structure
are to be evaluated by means of direct calculations.
– forces acting horizontally:
3.2 Permissible stresses for stiffeners, girders and
H = 0, 6 (G + M e ) + W [kN] substructure:

W = wind load, taking into account the lashed 235

σzul = [N / mm 2 ]
helicopter; k ⋅ γf
wind velocity vw = 50 m/s
γf = safety factor according to Table 7.2.
– forces acting vertically:

V = G + Me [kN] Table 7.2 Safety factor γf

2.3 LC 3 γf
Structural element
normal landing impact, with the following forces LC 1 LC 3
acting simultaneously: LC 2
– wheel and/or skid load P at two points simulta- stiffeners
(deck beams) 1,25 1,1
neously, at an arbitrary (most unfavourable)
point of the helicopter deck (landing zone +
main girders
safety zone) 1,45 1,45
(deck girders)
P = 0, 75 G [kN] load-bearing structure
(pillar system) 1,7 2,0
– load p = 0,5 kN/m2 evenly distributed
(for taking into account snow or other environ- 3.3 The thickness of the plating is to be deter-
mental loads) mined according to B.2. where the coefficient c may
be reduced by 5 %.
– weight of the helicopter deck

– wind load in accordance with the wind velocity 3.4 Proof of sufficient buckling strength is to be
admitted for helicopter operation (vw). Where carried out in accordance with Section 3, F. for struc-
no data are available, vw = 25 m/s may be used. tures subjected to compressive stresses.