CSR BC Corr February 2009

Bulk Carrier CSR – Revision History
(Click Corrigenda # or Rule Changes you wish to see)
Feb 2009
Amendment Type / Approval Effective Remark Reference

No. Date Date * Rule Edition
15 May 1 Jan 2006

1 Corrigenda 1 1 Apr. 2006
2006 edition
1 Jan 2006
2 Corrigenda 2 29 Jan 2007 1 Apr. 2006
edition
1 Jan 2006
3 Corrigenda 3 19 July 2007 1 Apr. 2006
edition
1 Jan 2006
4 Corrigenda 4 3 Sept 2007 1 Apr. 2006
edition
1 Jan 2006
5 Rule Change Notice 1 30 Nov 2007 1 Apr. 2008 TB
edition
1 Jan 2006
6 Rule Change Notice 2 25 Feb 2008 1 July 2008 TB edition
15 May 1 Jan 2006

7 Corrigenda 5 1 April 2006
2008 edition
Rule Change Notice 3 12 Sept 12 Sept 1 Jan 2006

8 TB
(Urgent) 2008 2008 edition
Rule Change Notice 1 1 July 2008

9 (1 July 2008 consolidated 27 Jan 2009 1 July 2009 TB consolidated
edition) edition
* For effective date, refer to the implementation statements of

relevant Corrigenda / Rule Changes.
19 May 2006 Bulk Carrier CSR Corrigenda 1
IACS Common Structural Rules for Bulk Carriers, January 2006
Corrigenda 1
May 2006
Before amendment After amendment

Reference Explanation
Contents Contents
Ch 3, Sec 2, The ship is to be built at least with the gross scantlings obtained by The ship is to be built at least with the gross scantlings obtained by Editorial
[2.1.3] correction
adding the corrosion additions, specified in Ch 3, Sec 3, to the net adding the corrosion additions, specified in Ch 3, Sec 3, to the net
scantlings. The thickness for voluntary additions to be added as an scantlings. The thickness for voluntary addition is to be added as an
extra. extra.
Ch 3, Sec 2, Add the following requirement after [3.2.6]: Addition of a
[3.2] missing
3.2.7 Check of primary supporting members for ships
information
less than 150 m in length L
The net thickness of plating which constitutes primary supporting
members for ships less than 150 m in length L, to be checked
according to Ch 6, Sec 4, [2], is to be obtained by deducting tC from
the gross thickness.
Ch 3, Sec 3, Corrosion additions for “Dry bulk, cargo hold” Corrosion additions for “Dry bulk, cargo hold” Editorial
Tab 1 correction in
the third
Upper part (4) Upper part (4) column of Tab
Transverse Lower stool sloping and top Transverse Lower stool: sloping plate, 1
bulkhead plate bulkhead vertical plate and top plate
Other parts Other parts
Page 1/19

Contents Contents
Ch 3, Sec 6, Bilge keels are not be welded directly to the shell plating. An Bilge keels are not be welded directly to the shell plating. An Sentence
[6.5.2] stated twice in
intermediate flat whose thickness is equal to that of the bilge strake is intermediate flat is required on the shell plating. The ends of the
the
required on the shell plating. The ends of the bilge keel are to be sniped bilge keel are to be sniped as shown in Fig.18 or rounded with large requirement.
as shown in Fig.18 or rounded with large radius. The ends are to be radius. The ends are to be located in way of transverse bilge
located in way of transverse bilge stiffeners inside the shell plating and stiffeners inside the shell plating and the ends of intermediate flat are
the ends of intermediate flat are not to be located at the block joints. not to be located at the block joints.
The bilge keel and the intermediate flat are to be made of steel with the The bilge keel and the intermediate flat are to be made of steel with
same yield stress as the one of the bilge strake. The bilge keel with a the same yield stress as the one of the bilge strake. The bilge keel
length greater than 0.15L is to be made with the same grade of steel as with a length greater than 0.15L is to be made with the same grade
the one of bilge strake. of steel as the one of bilge strake.
The net thickness of the intermediate flat is to be equal to that of the The net thickness of the intermediate flat is to be equal to that of the
bilge strake. However, this thickness may generally not be greater than bilge strake. However, this thickness may generally not be greater
15 mm. than 15 mm.
Scallops in the bilge keels are to be avoided. Scallops in the bilge keels are to be avoided.
Ch 4, Sec 3, Figure 1: Sign conventions for shear forces Q and bending Figure 1: Sign conventions for shear forces Q and Editorial
Figure 1 moments MSW, MWV, MH bending moments MSW, MWV, MWH correction
Ch4, Sec5, For the positive hydrodynamic pressure at the waterline (in load cases For the positive hydrodynamic pressure at the waterline (in load Editorial
[1.6.1] correction
H1, H2, F1, R1, R2 and P1), the hydrodynamic pressure PW,C at the side cases H1, H2, F2, R1, R2 and P1), the hydrodynamic pressure PW,C
2
above waterline is given (see Fig 5), in kN/m , by: at the side above waterline is given (see Fig 5), in kN/m2, by:
…………………. ………………….
Ch4, Sec5, For the negative hydrodynamic pressure at the waterline (in load For the negative hydrodynamic pressure at the waterline (in load Editorial
[1.6.2] correction
cases H1, H2, F2, R1, R2, and P2), the hydrodynamic pressure PW,C, cases H1, H2, F1, R1, R2 and P2), the hydrodynamic pressure
under the waterline is given (see Fig 5), in kN/m2, by: PW,C, under the waterline is given (see Fig 5), in kN/m2, by:
…………………. ………………….
Page 2/19

Contents Contents
Ch 4, Sec 6, ρC : Density of the dry bulk cargo, in t/m3, taken equal to: ρC : Density of the dry bulk cargo, in t/m3, taken equal to: Editorial
Symbols correction
• the value given in Tab 1 for ships having a length of • the value given in Tab 1 for ships having a length L
150 m and above of 150 m and above
• the maximum density from the loading manual for • the maximum density from the loading manual for
ships having a length less than 150 m ships having a length L less than 150 m
Ch 4, Sec 6, where: where: Editorial
[1.1.2] correction
h1 : Vertical distance obtained from the following formula, see Fig h1 : Vertical distance, in m, obtained from the following formula,
(Units for h1,
2. see Fig 2. VTS and h2)
………….. …………..
VTS : Total volume of transverse stools at bottom of transverse VTS : Total volume, in m3, of transverse stools at bottom of
bulkheads within the concerned cargo hold length H. This transverse bulkheads within the concerned cargo hold length
volume excludes the part of hopper tank passing through the H. This volume excludes the part of hopper tank passing
transverse bulkhead. through the transverse bulkhead.
h2 : Bulk cargo upper surface, depending on y, given by: h2 : Bulk cargo upper surface, in m, depending on y, given by:
............................ ............................
Ch 4, Sec 7, 1.1 Ships having a length less than 150 m 1.1 Ships having a length L less than 150 m Editorial
[1.1] correction
Ch 4, Sec 7, 1.2 Ships having a length of 150 m and above 1.2 Ships having a length L of 150 m and above Editorial
[1.2] correction
Ch 4, Sec 7, The requirements in [2] to [4] are applicable to ships having a length of The requirements in [2] to [4] are applicable to ships having a Editorial
[1.2.1] correction
150 m and above. length L of 150 m and above.
Ch 4, Sec 8, 1.2 Ships equal to or greater than 150 m in length 1.2 Ships equal to or greater than 150 m in length L Editorial
[1.2] correction
Ch 4, Sec 8, 2.1.2 Ships equal to or greater than 150 m in length 2.1.2 Ships equal to or greater than 150 m in length L Editorial
[2.1.2] corrections
In addition to [2.1.1], for BC-A, BC-B, and BC-C ships, the loading In addition to [2.1.1], for BC-A, BC-B and BC-C ships, the loading
manual is also to describe: manual is also to describe:
Page 3/19

Contents Contents
[2.2.2] corrections
In addition to [2.2.1], for BC-A, BC-B, and BC-C ships, the following In addition to [2.2.1], for BC-A, BC-B and BC-C ships, the
loading conditions, ............... following loading conditions, ................
[3.1.2] corrections
For BC-A, BC-B, and BC-C ships, the loading instrument is ....... For BC-A, BC-B and BC-C ships, the loading instrument is .......
[3.2.2] corrections
In addition, for BC-A, BC-B, and BC-C ships, the approval ....... In addition, for BC-A, BC-B and BC-C ships, the approval .......
Ch 4, App 1, The requirements of this Appendix apply to ships of 150 m in length The requirements of this Appendix apply to ships of 150 m in length Editorial
[1.1.1] corrections
and above. L and above.
Ch 4, App 1, The maximum permissible cargo mass and the minimum required cargo The maximum permissible cargo mass and the minimum required Editorial
[2.2.2] correction
mass corresponding to draught for loading/unloading conditions in cargo mass corresponding to draught for loading/unloading
harbour may be increased or decreased by 15% of the maximum conditions in harbour may be increased or decreased by 15% of the
permissible mass for the cargo hold in seagoing condition. However, maximum permissible mass at the maximum draught for the cargo
maximum permissible mass is in no case to be greater than the hold in seagoing condition. However, maximum permissible mass is
maximum permissible cargo mass at designed maximum load draught in no case to be greater than the maximum permissible cargo mass at
for each cargo hold. designed maximum load draught for each cargo hold.
Ch 4, App 1, The maximum permissible cargo mass and minimum required cargo The maximum permissible cargo mass and minimum required cargo Editorial
[3.2.2] correction
mass corresponding to draught for loading/unloading conditions in mass corresponding to draught for loading/unloading conditions in
harbour may be increased or decreased by 15% of the maximum harbour may be increased or decreased by 15% of the maximum
permissible mass for the cargo hold. However, maximum permissible permissible mass at the maximum draught for the cargo hold in
mass is in no case to be greater than the maximum permissible cargo seagoing condition. However, maximum permissible mass is in no
mass at designed maximum load draught for each cargo hold. case to be greater than the maximum permissible cargo mass at
designed maximum load draught for each cargo hold.
Page 4/19

Contents Contents
Ch 5, Sec 1, .................. .................. Editorial
[1.4.2] correction
• if continuous trunks or hatch coamings are taken into • if continuous trunks or hatch coamings are taken (change “Y” in
account in the calculation of IY , as specified in [1.2.2]: into account in the calculation of IY , as specified in [1.2.2]: the formula
into small
YT yT letter)
V D = ( z T − N ) 0.9 + 0.2 ≥ zD − N VD = (zT − N ) 0.9 + 0.2 ≥ zD − N
B B
.................. ..................
Ch 5, Sec 1, Correction of

Fig 2 cross-reference

∆
∆ α

!

Ch 5, Sec 1, ................ ................ Editorial
[5.1.3] correction
120 Ι Y t 120 Ι Y t (change “I” in
QP = ε + ∆QC − QWV QP = ε + ∆QC − QWV
kδ S kδ S the formula
into Italic)
................ ................
Ch 5, Sec 1, ................ ................ Editorial
[5.3.3] correction
120 Ι Y t 120 Ι Y t (change “I” in
Q P ,F = ε + ∆QC − QWV , F QP , F = ε + ∆QC − QWV , F
kδ S kδ S the formula
into Italic)
................ ................
Ch 5, Sec 2, The requirements of this Section apply to ships equal to or greater than The requirements of this Section apply to ships equal to or greater Editorial
[1.1.1] correction
150 m in length. than 150 m in length L.
Page 5/19

Contents Contents
Ch5, App1, IY : Moment of inertia, in m4, of the hull transverse section IY : Moment of inertia, in m4, of the hull transverse section Correction of
Symbols cross-reference
around its horizontal neutral axis, to be calculated according around its horizontal neutral axis, to be calculated
to Ch 5, Sec 1, [1.4] according to Ch 5, Sec 1, [1.5.1]
Ch5, App1, Φ : Edge function, equal to: Φ : Edge function, equal to: Editorial
[2.2.3] correction
= -1 for < -1 = -1 for < -1
= for -1 < < 1 = for −1 ≤ ε ≤ 1
=1 for >1 =1 for >1
Ch 6, Sec 1, ca : Aspect ratio of the plate panel, equal to: ca : Coefficient of aspect ratio of the plate panel, equal to: Editorial
Symbols correction
…………… ……………
Ch 6, Sec 1, ...................... ...................... Editorial
[2.5.3] correction
This increase in net thickness is to be equal to 40%, but need not This increase in net thickness is not to be less than 40% of the net
exceed 4.5 mm. thickness of sheerstrake, but need not exceed 4.5 mm.
...................... ......................
Ch 6, Sec 1, ...................... ...................... Editorial
[2.6.2] correction
This increase in net thickness is to be equal to 40%, but need not This increase in net thickness is not to be less than 40% of the net
exceed 4.5 mm. thickness of stringer plate, but need not exceed 4.5 mm.
...................... ......................
Ch 6, Sec 1, ..................... ..................... Editorial
[2.7.2] correction
F : Force, in kg, taken equal to: F : Force, in kg, taken equal to:
(comma
Wn1n 2 Wn1n 2 deleted)
F = KS , F = KS
n3 n3
...................... ......................
Page 6/19

Contents Contents
Ch 6, Sec 1, Dunnage Steel coil Editorial and
Figure 3 Dunnage Steel coil cross-reference
correction
Inn. BTM
Floor Inner bottom
n 2 and l' are given by n2 and ′ are given by
Table 1 and 2
Floor Bottom
BTM Tables 3 and 4
Ch 6, Sec 1, Dun n age St eel coil Editorial

Figure 4 Dunnage Steel coil correction
In n . BTM
l' F loor
′ Inner bottom
Floor
BTM Bottom
Ch 6, Sec 1, ……………: ……………: Editorial

[3.1.5] correction
M SW M M M SW M WV M
σ X = C C SW ( z − N ) + CWV WV ( z − N ) − CWH WH y 10 −3 σ X = C SW ( z − N ) + CWV ( z − N ) − CWH WH y 10 −3
IY IY IZ IY IY IZ
where:
.……..
C : Coefficient taken equal to:
x x
C = for 0≤ < 0.3
0.3L L
Page 7/19

Contents Contents
x
C = 1 .0 for 0 .3 ≤ ≤ 0.7
L
1 x x
C = 1− for 0 .7 < ≤ 1 .0
0.3 L L
………..
Ch 6, Sec 2, …………… …………… Editorial
[2.5.3] correction in
5aY F ' 5aY F ' formula and
Ash = Ash = 10− 3
τ a sin ϕ sin φ τ a sin ϕ sin φ addition of a
missing
where: information
…………… where:
ϕ : Angle, in deg, between inner bottom plating and hopper ……………
sloping plate or inner hull plating. ϕ : Angle, in deg, between inner bottom plating and hopper
sloping plate or inner hull plating
’ : Distance, in m, between load points per elementary plate
panel of inner bottom plate in ship length, sloping plate or
inner hull plating, as defined in Ch 6, Sec 1, [2.7.2].
Ch 6, Sec 2, ……………: ……………: Editorial
[3.1.5] correction
IY IY IZ IY IY IZ
where:
.……..
x x
C = for 0≤ < 0.3
0.3L L
Page 8/19

Contents Contents
x
C = 1 .0 for 0 .3 ≤ ≤ 0.7
L
1 x x
C = 1− for 0 .7 < ≤ 1 .0
0.3 L L
………..
Ch 6, Sec 2, 3.2.4 Net section modulus of corrugated bulkhead of 3.2.4 Net section modulus of corrugated bulkhead of Editorial
[3.2.4] correction
ballast hold for ships having a length less than 150m ballast hold for ships having a length L less than 150m
3
The net section modulus w, in cm , of corrugated bulkhead of ballast The net section modulus w, in cm3, of corrugated bulkhead of ballast
hold for ships having a length less than 150m subjected to lateral hold for ships having a length L less than 150m subjected to lateral
pressure are to be not less than the values obtained from the following pressure are to be not less than the values obtained from the
formula: following formula:
........................ ........................
Ch 6, Sec 2, …………….. …………….. Editorial
[3.3.3] correction
( )
1 1
' 2
' t2 3
t LB = t LB tW 3
t LB = LB
tw
Ch 6, Sec 2, α : Coefficient defined in [3.2.4] α : Coefficient defined in [3.2.5] Correction of

Tab 6, Note 1 cross-reference
Ch 6, Sec 3, ………………. ………………. Correction of
Symbols one parameter
σe : Reference stress, taken equal to: σe : Reference stress, taken equal to:
2 2
t t
σ e = 0 .9 E σ e = 0,9 ⋅ E
b b'
………………. b’ : shorter side of elementary plate panel

……………….
Page 9/19

Contents Contents
Ch 6, Sec 3, Row of buckling load case 8: Row of buckling load case 8: Add line in
Tab 2 third column
8 2 K = 6.97 8 2
sx sx
α≥ sx sx
α≥ K = 6.97
3 1 3
=== 2 K= + 2.5 + 5α 2 ===
t α< α2 t 1
b
3 2 K= + 2.5 + 5α 2
α< α2
a·b a·b 3
Ch 6, Sec 3, ……………… ……………… Information

[3.1.2] missing
Each term of the above conditions must be less than 1.0. Each term of the above conditions must be less than 1.0.
The reduction factors κx and κy are given in Tab 2 and/or Tab 3. The reduction factors κx and κy are given in Tab 2 and/or Tab 3
The coefficients e1, e2 and e3 are defined in Tab 4. The coefficients e1, e2 and e3 are defined in Tab 4. For the
determination of e3, κy is to be taken equal to 1 in case of
longitudinally framed plating and κx is to be taken equal to 1 in case
of transversely framed plating.
Ch 6, Sec 3, ta : Gross offered thickness of attached plate, in mm ta : Net thickness offered of attached plate, in mm Editorial
[4.2.2] correction
Ch 6, Sec 3, Ax , Ay : Net sectional area, in mm2, of the longitudinal or transverse Ax , Ay : Net sectional area, in mm2, of the longitudinal or Editorial
[4.2.2] correction
stiffener respectively without attached plating transverse stiffener respectively without attached plating (line under
formula
m1 m2 m1 m2 deleted)
τ 1 = τ − t ReH E + ≥0 τ 1 = τ − t ReH E + ≥0
a2 b2 a 2
b2
Ch 6, Sec 3, Longitudinal and transverse ordinary stiffeners not subjected to lateral Longitudinal and transverse ordinary stiffeners not subjected to Editorial
[4.2.3] correction
pressure are considered as complying with the requirement of [4.2.1] if lateral pressure are considered as complying with the requirement of
4
their gross moments of inertia Ix and Iy , in cm , are not less than the [4.2.1] if their net moments of inertia Ix and Iy , in cm4, are not less
value obtained by the following formula: than the value obtained by the following formula:
…………………. …………………….
Page 10/19

Contents Contents
Ch 6, Sec 3, ReH ReH Editorial
[6.1.1] τc =τE for τ E ≤ τc =τE for τ E ≤ corrections
2 3 2 3
(1st line
ReH ReH ReH subscript “E”
τc = 1− for τ > ReH ReH ReH
3 4 3τ E 2 3 τc = 1− for τ E > into Italic, and
3 4 3τ E 2 3 2nd line: add
subscript “E”)
Ch 6, Sec 4, 1.2 Primary supporting members for ships less than 1.2 Primary supporting members for ships less than Editorial
[1.2] correction
150 m in length 150 m in length L
Ch 6, Sec 4, For primary supporting members for ships having a length less than 150 For primary supporting members for ships having a length L less Editorial
[1.2.1] correction
m, the strength check of such members is to be carried out according to than 150 m, the strength check of such members is to be carried out
the provisions specified in [2] and [4]. according to the provisions specified in [2] and [4].
Ch 6, Sec 4, 1.3 Primary supporting members for ships of 150 m or 1.3 Primary supporting members for ships of 150 m Editorial
[1.3] correction
more in length or more in length L
Ch 6, Sec 4, For primary supporting members for ships having a length of 150 m or For primary supporting members for ships having a length L of 150 Editorial
[1.3.1] correction
more, the direct strength analysis is to be carried out according to the m or more, the direct strength analysis is to be carried out according
provisions specified in Ch 7. In addition, ............ to the provisions specified in Ch 7. In addition, ............
Ch 6, Sec 4, 2. Scantling of primary supporting members for ships 2. Scantling of primary supporting members for Editorial
[2] correction
of less than 150 m in length ships of less than 150 m in length L
Ch 6, Sec 4, ……………: ……………: Editorial
[2.1.5] correction
IY IY IZ IY IY IZ
where:
.……..
x x
C = for 0≤ < 0.3
0.3L L
Page 11/19

Contents Contents
x
C = 1 .0 for 0 .3 ≤ ≤ 0.7
L
1 x x
C = 1− for 0 .7 < ≤ 1 .0
0.3 L L
………..
Ch 6, Sec 4, ……………….. ……………….. Editorial
[2.6.3] correction
hwτ a h wτ a
t w = 1.75 ⋅ 3 Ash t w = 1.75 ⋅ 3 Ash
10 C 5 10 4 C 5
where: where:
………… …………
Ch 6, Sec 4, Ag : Sectional area, in mm2, of the girder panel adjacent to the Ag : Net sectional area, in mm2, of the girder panel adjacent to Editorial
[3.1.3] correction
stool (or transverse bulkhead, if no stool is fitted) the stool (or transverse bulkhead, if no stool is fitted)
2
Ch 6, Sec 4, X : Pressure, in kN/m , to be obtained from the following X : Pressure, in kN/m2 , to be obtained from the following Editorial
[3.1.4] correction
formulae: formulae:
(Correction of
• for dry bulk cargoes, the lesser of: • for dry bulk cargoes, the lesser of: comma and
small letter)
Z + ρg (z F − 0.1D1 − hF ) Z + ρg (z F − 0.1D1 − hF )
X = X =
ρ ρ
1+ ( perm − 1) 1+ ( perm − 1)
ρC ρC
X = Z + ρg (z F − 0,1D1 − hF perm ) X = Z + ρg (z F − 0.1D1 − hF perm )
• for steel mill products: • for steel mill products:

Z + ρg (z F − 0.1D1 − hF ) Z + ρg (z F − 0.1D1 − hF )
X = X =
ρ ρ
1− 1−
ρC ρC
……….. ………..
Page 12/19

Contents Contents
hf : Inner bottom flooding head is the distance, in m, measured hF : Inner bottom flooding head is the distance, in m,
vertically with the ship in the upright position, from the inner measured vertically with the ship in the upright position,
bottom to a level located at a distance zF, in m, from the from the inner bottom to a level located at a distance zF, in
baseline. m, from the baseline.
Ch 7, Sec 1, Editorial and
Fig 1 cross-reference
Bulk Carrier > 150 m Bulk Carrier ≥ 150 m corrections
.......................... ..........................
Fatigue Assessment Fatigue Assessment

(Sec 3 & Ch 8) (Sec 4 & Ch 8)
Ch 7, Sec 2, 2.5.4 Influence of local loads. 2.5.4 Influence of local loads Editorial
[2.5.4] correction
(comma
deleted)
Ch7, App 2, C : Coefficient taken equal to: C : Coefficient taken equal to: Editorial
Symbols correction
E E
C= 2
for 4-node buckling panel: C =
2(1 − ν ) 2(1 − ν 2 )
E
for 8-node buckling panel: C =
4(1 − ν 2 )
Ch 7, App 2 LC 3: shear LC 5: shear: Editorial

[2.2.2] 4 corrections
τ = 0.25 τi τ1 + τ 2 +τ 3 +τ 4
i =1 τ=
4
Page 13/19

Contents Contents
Ch7, App 2, Text was not
[2.2.3] 2.2.3 8-node buckling panel 2.2.3 8-node buckling panel in the right
(Figure) Stress displacement relationship for a 8-node buckling panel place
(compressive stresses are positive)
Stress displacement relationship for a 8-node buckling panel
(compressive stresses are positive) (Figure)
Figure 2: 8-node buckling panel Figure 2: 8-node buckling panel
Ch7, App 2, Editorial

[2.2.3], Fig 2 correction
1 to 4: Displ. & Stress Nodes

5 & 6: Stress Nodes
5 to 8: Displacement Nodes
Ch7, App 2, The term in line 15 / column 12 of the matrix is 6m/b. The term in line 15 / column 12 of the matrix is to be replaced by Editorial
[2.2.3] corrections
The term in line 5 / right end column is u2 6m/a.
The term in line 5 / right end column is to be replaced by u3
Ch 7, App 2 LC 1: longitudinal compression LC 1: longitudinal compression Editorial
[2.2.3] correction
Page 14/19

Contents Contents
σ + σ 4 x σ 6 x + σ 5x σ 2 x + σ 3x σ 1x + σ 4 x σ 6 x + σ 5 x σ 2 x + σ 3 x
σ l = Max 1x , , σ l = Max , ,
2 2 2 2 2 2
1 1
∆σ l = (σ 4 x − σ 1x + σ 5 x − σ 6 x + σ 3 x − σ 2 x ) ∆σ l = (σ 4 x − σ 1x − σ 5 x + σ 6 x + σ 3x − σ 2 x )
3 3
σ x = σ l + 0.5 ∆σ l σ x = σ l + 0.5 ∆σ l
ψ x = 1 − ∆σ l / σ x ψ x = 1 − ∆σ l / σ x
Ch 7, App 2 LC 5: shear LC 5: shear Editorial

[2.2.3] 1 6
τ1 + τ 4 + τ 5 + τ 6 τ 2 + τ 3 + τ 5 + τ 6 correction
τ= τi τ = Max ,
6 i =1
4 4
Ch 8, Sec 2, σm , j : Local hot spot mean stress, in N/mm2, in the condition “j”, σm ,1 : Local hot spot mean stress, in N/mm2, in the condition Coefficient in
[2.3.2] the third
obtained from the following formulae: “1”, obtained from the following formulae: condition
ReH − 0.6∆σ W , 1 for σ res + σ mean, 1 + 0.6∆σ W , 1 > ReH • if 0.6∆σ W , 1 ≥ 2.5ReH : corrected from
0.6 to 0.24 and
σ m, 1 = σ mean,1 + σ res for σ res + σ mean, 1 + 0.6∆σ W , 1 ≤ ReH σ m, 1 = −0.18∆σ W , 1 rearrangement
− 0.18∆σ W , 1 for 0.6∆σ W , 1 ≥ ReH of the
• if 0.6∆σ W , 1 < 2.5ReH : conditional
σ m ,1 − σ mean, 1 + σ mean, j for σ m,1 − σ mean, 1 + σ mean, j − 0.24∆σ W , j > − ReH statements
σ m, j ( j ≠1) = − ReH + 0.24∆σ W , j for σ m,1 − σ mean, 1 + σ mean, j − 0.24∆σ W , j ≤ − ReH σ m, 1 = ReH − 0.6∆σ W , 1 for
− 0.18∆σ W , j for 0.6∆σ W , j ≥ ReH
0.6∆σ W , 1 > ReH − σ res − σ mean , 1
σ m , 1 = σ mean ,1 + σ res for
0.6∆σ W , 1 ≤ ReH − σ res − σ mean , 1
σm , j : Local hot spot mean stress, in N/mm2, in the condition “j”,

obtained from the following formulae:
• if 0.24∆σ W , j ≥ ReH :
Page 15/19

Contents Contents
σ m, j ( j ≠1) = −0.18∆σ W , j
• if 0.24∆σ W , j < ReH :
σ m, j ( j ≠1) = − ReH + 0.24∆σ W , j for
0.24∆σ W , j > ReH + σ m ,1 − σ mean , 1 + σ mean , j
σ m, j ( j ≠1) = σ m ,1 − σ mean , 1 + σ mean , j for
0.24∆σ W , j ≤ ReH + σ m ,1 − σ mean , 1 + σ mean , j
Ch 8, Sec 3, …………. …………. Line under

[3.2.1] formula
σ LW ,i1( k ) , σ LW ,i 2( k ) : As defined in 2.2.1 σ LW ,i1( k ) , σ LW ,i 2( k ) : As defined in 2.2.1 deleted.
Ch 9, Sec 1, Net thickness, in mm Net thickness, in mm Editorial
Tab 2 correction in
Intact conditions p S + pW Intact conditions p S + pW
t = 15.8c a c r s t = 15.8c a c r s the formulae
0.7 RY 0.9 RY for intact
conditions and
Bow flare area p FB Bow flare area
t = 15.8c a c r s p FB bow flare area
0.7 RY t = 15.8c a c r s
0.9 RY
Testing conditions pT
t = 15.8c a c r s Testing conditions pT
1.05RY t = 15.8c a c r s
1.05RY
Ch 9, Sec 1, Formula for net section modulus of stiffeners in bow flare area: Formula for net section modulus of stiffeners in bow flare area: Editorial
Tab 3 correction
pFB s 2 3 pFB s 2 3 (comma)
w= 10 w= 10
0,9mRY 0.9mRY
Ch 9, Sec 1, Cs PSL Cs pSL Editorial

[5.2.1] t = 15.8CaCr s t = 15.8Ca Cr s correction
ReH ReH
(small letter)
Page 16/19

Contents Contents
Ch 9, Sec 1, Cs PSL s 2 3 Cs p SL s 2 3 Editorial
[5.3.1] w= 10 w= 10 correction
16 ReH 16 ReH
(small letter)
Ch 9, Sec 1, 5 3 PSL s ( − 0.5s ) 5 3 p SL s( − 0.5s ) Editorial
[5.3.2] A= A= correction
ReH sin φ ReH sin φ
(small letter)
Ch 9, Sec 1, An enclosed forecastle is to be fitted on the freeboard deck. An enclosed forecastle is to be fitted on the freeboard deck. Correction of
[7.1.1] cross-reference
The aft bulkhead of the enclosed forecastle is to be fitted in way or aft The aft bulkhead of the enclosed forecastle is to be fitted in way or
and correction
of the forward bulkhead of the foremost hold, as shown in Fig 3. aft of the forward bulkhead of the foremost hold, as shown in Fig 2. in order to
comply with
However, if this requirement hinders hatch cover operation, the aft
IACS UR S28
bulkhead of forecastle may be fitted forward of the forward bulkhead Rev.2 Sept.
2005
of the foremost cargo hold provided the forecastle length is not less
than 7% of ship length for freeboard as specified in Ch 1, Sec 4,
[3.2] abaft the fore side of stem.
Ch 9, Sec 2, Net thickness, in mm Net thickness, in mm Editorial
Tab 2 correction in
Intact conditions p S + pW Intact conditions p S + pW
t = 15.8c a c r s t = 15.8c a c r s the formula for
0.7 RY 0.9 RY intact
conditions
Testing conditions pT Testing conditions
t = 15.8c a c r s pT
1.05RY t = 15.8c a c r s
1.05RY
Ch 9, Sec 5, Hold accesses located on the weather deck are to be provided with Hold accesses located on the weather deck are to be provided with Editorial
[2.4.3] correction
watertight metallic hatch covers, unless they are protected by a closed weathertight metallic hatch covers, unless they are protected by a
superstructure. The same applies to accesses located on the forecastle closed superstructure. The same applies to accesses located on the
deck and leading directly to a dry cargo hold through a trunk. forecastle deck and leading directly to a dry cargo hold through a
trunk.
Ch 9, Sec 5, If applicable, the still water and wave lateral pressures are ......... If applicable, the static and dynamic lateral pressures are ......... Editorial
[4.1.3] correction
Ch 9, Sec 5, The wave lateral pressure to be considered as acting on each hatch The wave lateral pressure to be considered as acting on each hatch Editorial
[4.2.1] correction
cover is to be calculated at a point located: cover is to be calculated at a point located:
Page 17/19

Contents Contents
cover is to be calculated at a point located: cover is to be calculated at a point located:
• longitudinally, at the hatch cover mid-length • longitudinally, at the hatch cover mid-length
• transversely, on the longitudinal plane of symmetry of the ship • transversely, on the longitudinal plane of symmetry of the
• vertically, at the top of the hatch coaming. ship
vertically, at the top of the hatch cover.
Ch 9, Sec 5, p C sl 2 10 3 p C s 2103 Editorial

[6.3.2] w = 1.21 w = 1.21 correction
mc p ReH mc p ReH
(l to )
Ch 9, Sec 6, cSH : Coefficient which accounts for the absence of sheer, if CSH : Coefficient which accounts for the absence of sheer, if Editorial
[5.4.2] correction
applicable, to be taken equal to: applicable, to be taken equal to:
cSH = 1.0 in the case of standard sheer or sheer greater than standard CSH = 1.0 in the case of standard sheer or sheer greater than standard
sheer sheer
cSH = 1.5 in the case of no sheer CSH = 1.5 in the case of no sheer
Ch 10, Sec 1, t = plate thickness in accordance with Section 14, E.3.1 [mm] t = thickness of rudder plating, in mm Editorial
Fig20 correction
Ch 10, Sec 2, ................ ................ Editorial
[2.1.1] corrections
Bulwarks are to be aligned with the beams located below or are to be Stay and brackets of bulwarks are to be aligned with the beams
connected to them by means of local transverse stiffeners. located below or are to be connected to them by means of local
As an alternative, the lower end of the stay may be supported by a transverse stiffeners.
longitudinal stiffener. As an alternative, the lower end of the stay and bracket may be
supported by a longitudinal stiffener.
Ch 10, Sec 3, A windlass brake is to be provided having sufficient capacity to stop the A windlass brake is to be provided having sufficient capacity to stop Editorial
[3.7.6] correction
anchor and chain cable when paying out the latter with safety, in the the anchor and chain cable when paying out the latter with safety, in
Page 18/19

Contents Contents
event of failure of the power supply the event of failure of the power supply to the prime mover.
to the prime mover. Windlasses not actuated by steam are also to be Windlasses not actuated by steam are also to be provided with a
provided with a non-return device. non-return device.
Ch 10, Sec 3, For ships of length 80 m or more, where the height of the exposed deck Where the height of the exposed deck in way of the Editorial
[3.7.8] correction
in way of the item ..................... item .....................
Ch 11, Sec 2, (2) Leg length of fillet welds is made fine adjustments corresponding (2) Leg length of fillet welds is made fine adjustments Editorial
Table 1 correction
to the corrosion addition tC specified in Ch 3, Sec 3, Tab 1 as corresponding to the corrosion addition tC specified in Ch 3, Sec
follows: 3, Tab 1 as follows:
Ch 13, Sec 2, tc : Corrosion addition, in mm, defined in Ch 3, Sec3 tC : Corrosion addition, in mm, defined in Ch 3, Sec3 Editorial
Symbol correction
………………. ……………….
(capital letter
tvoluntary_addition : Voluntary thickness addition; Thickness, in mm, tvoluntary_addition : Voluntary thickness addition; Thickness, in mm, in tC)
voluntarily added as the Owner’s extra margin for voluntarily added as the Owner’s extra margin for
corrosion wastage in addition to tc corrosion wastage in addition to tC
Page 19/19
CORRIGENDA 2 COMMON STRUCTURAL RULES FOR BULK CARRIERS
Common Structural Rules for

Bulk Carriers, January 2006
Corrigenda 2
Rule Editorials
Notes: (1) These Rule Corrigenda enter into force on 1 April 2006.
(2) This document contains a copy of the affected rule along with the
editorial change or clarification noted as applicable.
Copyright in these Common Structural Rules for Bulk Carriers is owned by:
American Bureau of Shipping
Bureau Veritas
China Classification Society
Det Norske Veritas
Germanischer Lloyd
Korean Register of Shipping
Lloyd's Register
Nippon Kaiji Kyokai
Registro Italiano Navale
Russian Maritime Register of Shipping
Copyright © 2006
The IACS members, their affiliates and subsidiaries and their respective officers, employees or agents are,
individually and collectively, referred to in this clause as the ‘IACS Members’. The IACS Members, individually
and collectively, assume no responsibility and shall not be liable to any person for any loss, damage or expense
caused by reliance on the information or advice in this document or howsoever provided, unless that person has
signed a contract with the relevant IACS Member entity for the provision of this information or advice and in that
case any responsibility or liability is exclusively on the terms and conditions set out in that contract.
PAGE 1 OF 32
COMMON STRUCTURAL RULES FOR BULK CARRIERS CORRIGENDA 2
CHAPTER 3 – STRUCTURAL DESIGN PRINCIPLES

SECTION 6 STRUCTURAL ARRANGEMENT PRINCIPLES
7. Double side structure
7.1 Application
7.1.1
The requirement of this article applies to longitudinally or transversely framed side
structure.
The transversely framed side structures are built with transverse frames possibly
supported by horizontal side girders.
The longitudinally framed side structures are built with longitudinal ordinary
stiffeners supported by vertical primary supporting members.
The side within the hopper and topside tanks is, in general, to be longitudinally
framed. It may be transversely framed when this accepted for the double bottom and
the deck according to 6.1.1 6.1.2 and 9.1.1 respectively.
Reason for the Rule Clarification:

Editorial correction – incorrect reference.
10. Bulkhead structure
10.4 Corrugated bulkheads

10.4.1 General
For ships of 190m of length L and above, the transverse vertically corrugated
watertight bulkheads are to be fitted with a lower stool, and generally with an upper
stool below the deck. For ships less than 190m in length L, In ships less than 150 m
in length, corrugations may extend from the inner bottom to the deck provided the
global strength of hull structures are satisfactorily proved for ships having ship
length L of 150m and above by DSA as required by Ch 7 of the Rules.

The correction is made to be in line with IACS UR S18.
PAGE 2 OF 32
10.4.8 Upper stool

The upper stool, when fitted, is to have a height in general between two and three
times the depth of corrugations. Rectangular stools are to have a height in general
equal to twice the depth of corrugations, measured from the deck level and at the
hatch side girder.
The upper stool of transverse bulkhead is to be properly supported by deck girders or
deep brackets between the adjacent hatch end beams.
The width of the upper stool bottom plate is generally to be the same as that of the
lower stool top plate. The stool bottom top of non-rectangular stools is to have a
width not less than twice the depth of corrugations.
The thickness and material of the stool bottom plate are to be the same as those of the
bulkhead plating below. The thickness of the lower portion of stool side plating is to
be not less than 80% of that required for the upper part of the bulkhead plating where
the same material is used.
The ends of stool side ordinary stiffeners when fitted in a vertical plane, are to be
attached to brackets at the upper and lower end of the stool.
The stool is to be fitted with diaphragms in line with and effectively attached to
longitudinal deck girders extending to the hatch end coaming girders or transverse
deck primary supporting members as the case may be, for effective support of the
corrugated bulkhead.
Scallops in the brackets and diaphragms in way of the connection to the stool bottom
plate are to be avoided.

Editorial correction
PAGE 3 OF 32
CHAPTER 4 – DESIGN LOADS

SECTION 3 HULL GIRDER LOADS
1. General
1.1 Sign conversions of bending moments and shear forces

1.1.1
Absolute values are to be taken for bending moments and shear forces introduced in
this Section. The sign of bending moments and shear forces is to be considered
according to Sec 4, Tab 3. The sign conventions of vertical bending moments,
horizontal bending moments and shear forces at any ship transverse section are as
shown in Fig 1, namely:
• the vertical bending moments MSW and MWV are positive when they induce tensile
stresses in the strength deck (hogging bending moment) and are negative in the
opposite case (sagging bending moment)
• the horizontal bending moment MWH is positive when it induces tensile stresses in
the starboard and is negative in the opposite case.
• the vertical shear forces Q QSW, QWV is are positive in the case of downward
resulting forces preceding and upward resulting forces following the ship
transverse section under consideration, and is negative in the opposite case.
Q (+) QQSW, QWV (+)
Aft Fore Aft Fore
MSW, MWV (+) MSW, MWV (+)
Aft Fore Aft Fore
MWH (+) MWH (+)
Figure 1: Sign conventions for shear forces Q QSW, QWV and bending moments
MSW, MWV and MWH

PAGE 4 OF 32
CHAPTER 5 – HULL GIRDER STRENGTH

SECTION 1 YIELDING CHECK
2. Hull girder stresses
2.2 Shear stresses

2.2.2 Simplified calculation of shear stresses induced by vertical shear force
The shear stresses induced by the vertical shear forces in the calculation point are
obtained, in N/mm2, from the following formula:
…………….
∆QC
Full hold Empty hold

∆QC = pαT1
Corrected
shear force
Shear force obtained as

specified in Ch 4, Sec 3
∆QC
Full hold Empty hold

∆QC = ραTLC
Corrected
shear force
Shear force obtained as

Figure 2 : Shear force correction ∆QC

Editorial correction – correction of equation in Figure 2
PAGE 5 OF 32
4. Section modulus and moment of inertia
4.4 Midship section moment of inertia

4.4.1
The net midship section moment of inertia about its horizontal neutral axis is to be
not less than the value obtained, in m4, from the following formula:
I YR = 3Z R' , MIN L ⋅ 10 −2
where Z’R,MIN is the required net midship section modulus ZR,MIN, in m3, calculated as
specified in [4.2.1] or [4.2.2], but assuming k = 1.

The correction is made to be in line with IACS UR.
PAGE 6 OF 32

APPENDIX 1 HULL GIRDER ULTIMATE STRENGTH
2. Criteria for the calculation of the curve M-χ
2.2 Load-end shortening curves σ-ε

2.2.4 Beam column buckling
The equation describing the load-end shortening curve σCR1-ε for the beam column
buckling of ordinary stiffeners composing the hull girder transverse section is to be
obtained from the following formula (see Fig 3):
AStif + 10b E t p
σ CR1 = Φσ C1
AStif + 10st p
where:
Φ : Edge function defined in [2.2.3]
AStif : Net sectional area of the stiffener, in cm2, without attached plating
σC1 : Critical stress, in N/mm2, equal to:
σ E1 R eH
σ C1 = for σ E1 ≤ ε
ε 2
⎛ Φ R eH ε ⎞ R eH
σ C1 = R eH ⎜⎜1 − ⎟
⎟ for σ E1 > ε
⎝ 4 σ E1 ⎠ 2
ε : Relative strain defined in [2.2.3]

σE1 : Euler column buckling stress, in N/mm2, equal to:
IE
σ E1 = π 2 E 10 − 4
AE l 2
IE : Net moment of inertia of ordinary stiffeners, in cm4, with attached shell plating
of width bE1
bE1 : Effective width, in m, of the attached shell plating, equal to:
s
b E1 = for β E > 1.0
βE
b E1 = s for β E ≤ 1.0
s εR eH
β E = 10 3
tp E
AE : Net sectional area, in cm2, of ordinary stiffeners with attached shell plating of
width bE
bE : Effective width, in m, of the attached shell plating, equal to:
⎛ 2.25 1.25 ⎞
b E = ⎜⎜ − 2 ⎟⎟s for β E > 1.25
⎝ βE βE ⎠
PAGE 7 OF 32
bE = s for β E ≤ 1.25
Figure 3 Load-end shortening curve σCR1-ε for beam column buckling

Editorial correction of formula.
2.2.5 Torsional Buckling

The equation describing the load-end shortening curve σCR2-ε for the flexural-torsional
buckling of ordinary stiffeners composing the hull girder transverse section is to be
obtained according to the following formula (see Fig 4).
AStif σ C 2 + 10st pσ CP
σ CR 2 = Φ
AStif + 10st p
where:
σ E2 R eH
σ C2 = for σ E 2 ≤ ε
ε 2
σ C 2 = R eH ⎜⎜1 − ⎟
⎟ for σ E 2 > ε
⎝ 4 σ E2 ⎠ 2
σE2 : Euler torsional buckling stress, in N/mm2, defined in Ch 6, Sec 3, [4.3]

σCP : Buckling stress of the attached plating, in N/mm2, equal to:
⎛ 2.25 1.25 ⎞
σ CP = ⎜⎜ − 2 ⎟⎟ R eH for β E > 1.25
⎝ β E βE ⎠
σ CP = R eH for β E ≤ 1.25
βE : Coefficient defined in [2.2.4]
PAGE 8 OF 32
Figure 4 Load-end shortening curve σCR2-ε for flexural-torsional buckling

2.2.7 Web local buckling of ordinary stiffeners made of flat bars

The equation describing the load-end shortening curve σCR4-ε for the web local
buckling of flat bar ordinary stiffeners composing the hull girder transverse section is
to be obtained from the following formula (see Fig 5):
10st P σ CP + AStif σ C 4
σ CR 4 = Φ
AStif + 10st P
where:
σCP : Buckling stress of the attached plating, in N/mm2, defined in [2.2.5]
σ E4 R eH
ε 2
σ C 4 = R eH ⎜⎜1 − ⎟
⎟ for σ E 4 > ε
⎝ 4 σ E4 ⎠ 2
σE4 : Local Euler buckling stress, in N/mm2, equal to:

2
⎛t ⎞
σ E4 = 160000⎜⎜ w ⎟⎟
⎝ hw ⎠
ε : Relative strain defined in [2.2.3].
PAGE 9 OF 32
Figure 5 Load-end shortening curve σCR4-ε for web local buckling

PAGE 10 OF 32
CHAPTER 6 – HULL SCANTLINGS

SECTION 1 PLATING
2. General requirements
2.5 Sheerstrake
2.5.1 Welded sheerstrake
The net thickness of a welded sheerstrake is to be not less than the actual net
thicknesses of the adjacent 2 m width side plating, taking into account higher strength
steel corrections if needed.

SECTION 2 ORDINARY STIFFENERS
3. Yielding check
3.3 Strength criteria for single span ordinary stiffeners other than side frames of single
side bulk carriers
3.3.2 Supplementary strength requirements
In addition to [3.3.1], the net moment of inertia, in cm4, of the 3 side frames located
immediately abaft the collision bulkhead is to be not less than the value obtained
from the following formula:
(pS + p W )l 4
Ι = 0.18
n
where:
ℓ : Side frame span, in m
n : Number of frames from the bulkhead to the frame in question, taken equal
to 1, 2 or 3
s : Frame spacing, in m
As an alternative, supporting structures, such as horizontal stringers, are to be fitted
between the collision bulkhead and a side frame which is in line with transverse webs
fitted in both the topside tank and hopper tank, maintaining the continuity of
forepeak stringers within the foremost hold.

Editorial correction – definition of frame spacing is deleted.
PAGE 11 OF 32
3.4 Upper and lower connections of side frames of single side bulk carriers
3.4.2
The net connection area, Ai, in cm2, of the bracket to the i-th longitudinal stiffener
supporting the bracket is to be obtained from the following formula:
w i s k bkt
Ai = 0.4
l 12 k lg ,i
where:
wi : Net section modulus, in cm3, of the i-th longitudinal stiffener of the side or
sloped bulkheads that support the lower or the upper end connecting
bracket of the side frame, as applicable
ℓ1 : As defined in [3.4.1]
kbkt : Material factor for the bracket
klg,i : Material factor for the i-th longitudinal stiffener
s : Frame spacing, in m

PAGE 12 OF 32
4. Web stiffeners of primary supporting members
4.1 Net scantlings

4.1.3 Connection ends of web stiffeners
The stress at ends of web stiffeners of primary supporting members in water ballast
tanks, in N/mm2, is to comply with the following formula when no bracket is fitted:
…………….
bs bs bs
b'
b'
b'
Shape of the end of the

Standard shapes of the end of
stiffener considering fatigue
the stiffener
strength in comparison with
the standard shape
bs bs bs
b'
b'
b'
Shape of the end of the

Standard shapes of the end of
stiffener considering fatigue
the stiffener
strength in comparison with
the standard shape
Figure 9 : Shape of the end of the web stiffener

Editorial correction – correction of the indication of the smallest breadth (b') shown in the left-
hand figure
PAGE 13 OF 32
SECTION 3 BUCKLING & ULTIMATE STRENGTH OF ORDINARY STIFFENERS

AND STIFFENED PANELS
1. General
1.1
1.1.2
The buckling checks have to be performed for the following elements:
a) according to requirements of [2], [3] and [4] and for all load cases as defined in
Ch 4, Sec 4 in intact condition:
• Elementary plate panels and ordinary stiffeners in a hull transverse section
analysis,
• Elementary plate panels modeled in FEM as requested in Ch 7.
b) according to requirements of [6] and only in flooded condition:
• transverse vertically corrugated watertight bulkheads for BC-A and BC-B
ships.

4. Buckling criteria of partial and total panels
4.2 Ultimate strength in lateral buckling mode

4.2.2 Evaluation of the bending stress σ b
The bending stress σ b , in N/mm2, in the stiffeners is equal to:

M 0 + M1
σb =
Wst 10 3
with:
M0 : Bending moment, in N.mm, due to the deformation w of stiffener, taken
equal to:
pz w
M 0 = FKi
c f − pz
(
with c f − p z > 0)
M1 : Bending moment, in N.mm, due to the lateral load p, taken equal to:
pba 2
M1 = for longitudinal stiffeners
24 ⋅10 3
PAGE 14 OF 32
pa(n ⋅ b )2
M1 = for transverse stiffeners, with n equal to 1 for ordinary
8c S 10 3
transverse stiffeners.
Wst : Net section modulus of stiffener (longitudinal or transverse), in cm3,
including effective width of plating according to 5, taken equal to:
• if a lateral pressure is applied on the stiffener:
Wst is the net section modulus calculated at flange if the lateral pressure
is applied on the same side as the stiffener.
Wst is the net section modulus calculated at attached plate if the lateral
pressure is applied on the side opposite to the stiffener.
• if no lateral pressure is applied on the stiffener:
Wst is the minimum net section modulus among those calculated at
flange and attached plate
cS : Factor accounting for the boundary conditions of the transverse stiffener
cS = 1.0 for simply supported stiffeners
cS = 2.0 for partially constraint stiffeners
p : Lateral load in kN/m2 , as defined in Ch 4, Sec5 and Ch 4, Sec 6 calculated
at the load point as defined in Ch 6, Sec 2, [1.4.21.4]
FKi : Ideal buckling force, in N, of the stiffener, taken equal to:
π2
FKix = EI x 10 4 for longitudinal stiffeners
a2
π2
FKiy = EI y 10 4 for transverse stiffeners
(nb )2
Ix , Iy : Net moments of inertia, in cm4, of the longitudinal or transverse stiffener
including effective width of attached plating according to 5. Ix and Iy are to
comply with the following criteria:
bt 3
Ix ≥
12 ⋅10 4
at 3
Iy ≥
12 ⋅ 10 4
pz : Nominal lateral load, in N/mm2, of the stiffener due to σ x , σ y and τ
ta ⎛ ⎛ π b ⎞2 ⎞
p zx = ⎜ σ xl ⎜ ⎟ + 2c yσ y + τ 1 2 ⎟ for longitudinal stiffeners
b ⎜ ⎝ a ⎠ ⎟
⎝ ⎠
⎛ ⎞
⎜ 2c xσ xl + σ y ⎛⎜ π a ⎞⎟ ⎛⎜1 + y ⎞⎟ + τ 1 2 ⎟ for transverse stiffeners
ta
2
A
p zy = ⎜ ⎟
a ⎜ ⎝ nb ⎠ ⎝ at a ⎠ ⎟
⎝ ⎠
⎛ Ax ⎞
σ xl = σ x ⎜⎜1 + ⎟⎟
⎝ bt a ⎠
ta : Net thickness offered of attached plate, in mm
PAGE 15 OF 32
cx , cy : Factor taking into account the stresses vertical to the stiffener's axis and
distributed variable along the stiffener's length taken equal to:
0.5 (1 + ψ ) for 0 ≤ψ ≤ 1
0.5
for ψ <0
1 −ψ
Ax , Ay : Net sectional area, in mm2, of the longitudinal or transverse stiffener
respectively without attached plating
⎡ ⎛ m1 m 2 ⎞ ⎤
τ 1 = ⎢τ − t R eH E⎜ + 2 ⎟⎥ ≥ 0
⎝a b ⎠ ⎦⎥
2
⎣⎢
m1, m2 : Coefficients taken equal to:
a
≥ 2.0 : m1 = 1.47 m 2 = 0.49
b
for longitudinal stiffeners:
a
< 2.0 : m1 = 1.96 m 2 = 0.37
b
a 1.96
≥ 0 .5 : m1 = 0.37 m 2 =
n⋅b n2
for transverse stiffeners:
a 1.47
< 0 .5 : m1 = 0.49 m 2 = 2
n⋅b n
w = w 0 + w1
w0 : Assumed imperfection, in mm, taken equal to:
a b
w 0 = min( , ,10) for longitudinal stiffeners
250 250
a n⋅b
w 0 = min( , ,10) for transverse stiffeners
250 250
For stiffeners sniped at both ends w0 must not be taken less than the
distance from the midpoint of attached plating to the neutral axis of the
stiffener calculated with the effective width of its attached plating.
w1 : Deformation of stiffener, in mm, at midpoint of stiffener span due to lateral
load p. In case of uniformly distributed load the following values for w1
may be used:
pba 4
w1 = for longitudinal stiffeners
384 ⋅10 7 EI x
5ap(nb ) 4
w1 = for transverse stiffeners
384 ⋅10 7 EI y c S2
cf : Elastic support provided by the stiffener, in N/mm2, taken equal to:
• for longitudinal stiffeners

π2
c f = FKix (1 + c px )
a2
PAGE 16 OF 32
1
c px =
⎛ 12 ⋅10 4 I x ⎞
0.91⎜⎜ − 1⎟⎟
⎝ t b
3
1+ ⎠
c xa
c xa : Coefficient taken equal to :

2
⎡ a 2b ⎤
c xa = ⎢ + ⎥ for a ≥ 2b
⎣ 2b a ⎦
2
⎡ ⎛ a ⎞2 ⎤
c xa = ⎢1 + ⎜ ⎟ ⎥ for a < 2b
⎢⎣ ⎝ 2b ⎠ ⎥⎦
• for transverse. stiffeners :
c f = c S FKiy
π2
(n ⋅ b )2
(1 + c )
py
1
c py =
⎛ 12 ⋅10 4 I y ⎞
0.91⎜ − 1⎟
⎜ t a 3 ⎟
1+ ⎝ ⎠
c ya
c ya : Coefficient taken equal to :

2
⎡ nb 2 a ⎤
c ya = ⎢ + ⎥ for nb ≥ 2 a
⎣ 2a nb ⎦
2
⎡ ⎛ nb ⎞ 2 ⎤
c ya = ⎢1 + ⎜ ⎟ ⎥ for nb < 2 a
⎢⎣ ⎝ 2 a ⎠ ⎥⎦

Editorial correction – error in reference
4.2.3 Equivalent criteria for longitudinal and transverse ordinary stiffeners not
subjected to lateral pressure
Longitudinal and transverse ordinary stiffeners not subjected to lateral pressure are
considered as complying with the requirement of [4.2.1] if their net moments of
inertia Ix and Iy , in cm4, are not less than the value obtained by the following formula:
• For longitudinal stiffener :
⎛ ⎞ ⎛ ⎞
p zx a 2 ⎜ w0 x h w a2 ⎟ p zx a 2 ⎜ w 0 h w a 2 ⎟
Ix = 2 4 ⎜ + 2 ⎟ Ix = 2 4 ⎜ + 2 ⎟
π 10 ⎜ ReH − σ π E⎟ π 10 ⎜ R eH − σ π E⎟
⎜ x ⎟ ⎜ x ⎟
⎝ S ⎠ ⎝ S ⎠
PAGE 17 OF 32
• For transverse stiffener :

⎛ ⎞ ⎛ ⎞
p zy (nb ) 2 ⎜ w 0 y h w (nb ) 2 ⎟ p zy (nb ) 2 ⎜ w 0 h w (nb ) 2 ⎟
Iy = ⎜ + 2 ⎟ Iy = ⎜ + 2 ⎟
π 2 10 4 ⎜ R eH − σ π E ⎟ π 2 10 4 ⎜ R eH − σ π E⎟
⎜ y ⎟ ⎜ y ⎟
⎝ S ⎠ ⎝ S ⎠

Editorial correction of symbols in formulae. w0y and w0z corrected to w0.
4.3 Torsional buckling

4.3.1 Longitudinal stiffeners
The longitudinal ordinary stiffeners are to comply with the following criteria:
σ xS
≤ 1.0
κ T R eH
κT : Coefficient taken equal to:
κ T = 1.0 for λT ≤ 0.2
1
κT = for λT > 0.2
Φ + Φ 2 − λT2
(
Φ = 0.5 1 + 0.21(λT − 0.2 ) + λT2 )
λT : Reference degree of slenderness taken equal to:
R eH
λT =
σ KiT
E ⎛ π 2 I ω 10 2 ⎞
σ KiT = ⎜ ε + 0.385I T ⎟⎟ , in N/mm2
IP ⎜ a2
⎝ ⎠
IP : Net polar moment of inertia of the stiffener, in cm4, defined in Tab 5, and
related to the point C as shown in Fig 2
IT : Net St. Venant's moment of inertia of the stiffener, in cm4, defined in Tab 5,
Iω : Net sectorial moment of inertia of the stiffener, in cm6, defined in Tab 5,
related to the point C as shown in Fig 2
ε : Degree of fixation taken equal to:
a4
ε = 1 + 10 −3
3 4 ⎛b ⎞
π I w ⎜ 3 + 4h w 3⎟
4 ⎝ t 3t w ⎠
Aw : Net web area equal to: Aw = h w t w
Af : Net flange area equal to: A f = b f t f
PAGE 18 OF 32
tf
e f = hw + , in mm
2
bf bf bf
tf
tw tw tw tw
hw
b1 b1 b2
ef
C C C C
ta
ef = h w + t f / 2
Figure 2: Dimensions of stiffeners
Table 5: Moments of inertia

Profile IP IT Iw
h w3 t w h w t w3 ⎛ t ⎞ h w3 t w3
Flat bar ⎜⎜1 − 0.63 w ⎟⎟
3 ⋅10 4 3 ⋅ 10 4 ⎝ hw ⎠ 36 ⋅ 10 6
for bulb and angle sections:
h w t w3 ⎛ t ⎞
⎜⎜1 − 0.63 w ⎟⎟ A f e 2f b 2f ⎛ A f + 2.6 Aw ⎞
3 ⋅ 10 4 ⎝ hw ⎠ ⎜ ⎟
Sections with bulb ⎛ Aw h w2 2 ⎞
12 ⋅ 10 6 ⎜⎝ A f + Aw ⎟
⎠
⎜ ⎟ −4
⎜ 3 + A f e f ⎟10
+
or flange
⎝ ⎠ b f t 3f ⎛ t ⎞ for tee-sections
⎜1 − 0.63 f ⎟ b 3f t f e 2f
4 ⎜ ⎟
3 ⋅ 10 ⎝ bf ⎠
12 ⋅10 6

Editorial correction – delete the definition in the figure.
6. Transverse vertical corrugated watertight bulkhead in flooded conditions for

BC-A and BC-B ships

PAGE 19 OF 32
SECTION 4 PRIMARY SUPPORTING MEMBERS
3. Additional requirements for primary supporting members of BC-A and BC-B

ships
3.1 Evaluation of double bottom capacity and allowable hold loading in flooded
conditions
3.1.4 Allowable hold loading

The allowable hold loading is to be obtained, in t, from the following formula:
1
W = ρ CV
F
where:
F : Coefficient to be taken equal to:
F = 1.1 in general
F = 1.05 for steel mill products
V : Volume, in m3, occupied by cargo at a level hB
hB : Level of cargo, in m2, to be obtained from the following formula:
X
hB =
ρC g
X : Pressure, in kN/m2, to be obtained from the following formulae:
• for dry bulk cargoes, the lesser of:
Z + ρg(zF − 0.1D1 − hF )
X=
ρ
1+ (perm − 1)
ρC
X = Z + ρg(zF − 0.1D1 − hF perm )
• for steel mill products:

Z + ρg(zF − 0.1D1 − hF )
X=
ρ
1−
ρC
D1 : Distance, in m, from the base line to the freeboard deck at side amidships
hf : Inner bottom flooding head is the distance, in m, measured vertically with
the ship in the upright position, from the inner bottom to a level located at a
distance zF, in m, from the baseline.
zF : Flooding level, in m, defined in Ch 4, Sec 6, [3.3.3 3.4.3]
perm : Permeability of cargo, which need not be taken greater than 0.3
Z : Pressure, in kN/m2, to be taken as the lesser of:
CH
Z=
ADB ,H
CE
Z=
ADB ,E
PAGE 20 OF 32
CH : Shear capacity of the double bottom, in kN, to be calculated according to

[3.1.1], considering, for each floor, the lesser of the shear strengths Sf1 and
Sf2 (see [3.1.2]) and, for each girder, the lesser of the shear strengths Sg1 and
Sg2 (see [3.1.3])
CE : Shear capacity of the double bottom, in kN, to be calculated according to
[3.1.1], considering, for each floor, the shear strength Sf1 (see [3.1.2]) and, for
each girder, the lesser of the shear strengths Sg1 and Sg2 (see [3.1.3])
n
• ADB ,H = ∑S B
i =1
i DB ,i
n
• ADB ,E = ∑ S (B
i =1
i DB − s)
n : Number of floors between stools (or transverse bulkheads, if no stool is

fitted)
Si : Space of i-th floor, in m
BDB,i : Length, in m, to be taken equal to :
BDB,i = BDB - s for floors for which Sf1 < Sf2 (see [3.1.2])
BDB,i = BDB,h for floors for which S f 1 ≥ S f 2 (see [3.1.2])
BDB : Breadth, in m, of double bottom between the hopper tanks (see Fig 3)
BDB,h : Distance, in m, between the two openings considered (see Fig 3)
s : Spacing, in m, of inner bottom longitudinal ordinary stiffeners adjacent to
the hopper tanks.

PAGE 21 OF 32
CHAPTER 7 – DIRECT STRENGTH ANALYSIS

SECTION 2 GLOBAL STRENGTH EF ANALYSIS OF CARGO HOLE
STRUCTURES
2. Analysis model
2.5 Consideration of hull girder loads
2.5.4 Influence of local loads

The distribution of hull girder shear force and bending moment induced by local
loads applied on the model are calculated using a simple beam theory for the hull
girder.
Reaction forces at both ends of the model and distributions of shearing forces and
bending moments induced by local loads can be determined by following formulae:
r r
∑
( x i − x aft ) f i ⋅ z
r r
RV _ fore = − i
x fore − x aft
RV _ aft =
i
∑
f i ⋅ z + RV _ fore
r r
∑ (x i − x aft ) f i ⋅ y
r r
R H _ fore = i
x fore − x aft
R H _ aft = − ∑f
i
i ⋅ y + R H _ fore
r r
QV _ FEM ( x ) = RV _ aft − ∑ i
fi ⋅ z when x i < x
r r
Q H _ FEM ( x ) = R H _ aft + ∑f i
i ⋅y when x i < x
r r
MV _ FEM ( x ) = ( x − x aft )RV _ aft − ∑
i
(x − xi ) f i ⋅ z when x i < x
r r
M H _ FEM ( x ) = ( x − x aft )R H _ aft + ∑ (x − x ) f
i
i i ⋅y when x i < x
where:
x aft : Location of the aft end support
x fore : Location of the fore end support
x : Considered location
RV _ aft , RV _ fore , R H _ aft and R H _ fore : Vertical and horizontal reaction forces at the fore
and aft ends
QV _ FEM , Q H _ FEM , MV _ FEM and M H _ FEM : Vertical and horizontal shear forces and
bending moments created by the local loads applied on the FE model. Sign
of QV_FEM, MV_FEM and MH_FEM is in accordance with the sign convention
defined in Ch 4, Sec 3. The sign convention for reaction forces is that a
positive creates a positive shear force.
r
fi : Applied force on node i due to all local loads
PAGE 22 OF 32
xi : Longitudinal coordinate of node i

Clarification of sign convention
2.5.6 Direct method

In direct method the effect of hull girder loads are directly considered in 3D FE model.
The equilibrium loads are to be applied at both model ends in order to consider the
hull girder loads as specified in [2.5.2] and [2.5.3] and influence of local loads as
specified in [2.5.4].
In order to control the shear force at the target locations, two sets of enforced
moments are applied at both ends of the model. These moments are calculated by
following formulae:
( x fore − x aft )
MY _ aft _ SF = MY _ fore _ SF =
2
[Q
V _ T ( x eq ) − QV _ FEM ( x eq ) ]
( x fore − x aft )
M Z _ aft _ SF = M Z _ fore _ SF =
2
[Q ]
H _ T ( x eq ) − Q H _ FEM ( x eq )
In order to control the bending moments at the target locations, another two sets of
enforced moments are applied at both ends of the model. These moments are
calculated by following formulae:
⎡ ⎛ x eq − x aft ⎞⎤
MY _ aft _ BM = − MY _ fore _ BM = − ⎢ MV _ T ( x eq ) − MV _ FEM ( x eq ) − MY _ aft _ SF ⎜ 2 − 1⎟ ⎥
⎢⎣ ⎜ x fore − x aft ⎟⎥
⎝ ⎠⎦
⎡ ⎛ x eq − x aft ⎞⎤
M Z _ aft _ BM = − M Z _ fore _ BM = − ⎢ M H _ T ( x eq ) − M H _ FEM ( x eq ) − M Z _ aft _ SF ⎜ 2 − 1⎟⎥
⎢⎣ ⎜ x fore − x aft ⎟⎥
⎝ ⎠⎦
where:
x eq : Considered location for the hull girder loads evaluation,
QV _ FEM , Q H _ FEM , MV _ FEM , M H _ FEM : As defined in [2.5.4]
QV _ T , Q H _ T , MV _ T , M H _ T : Target vertical and horizontal shear forces and bending

moments, defined in Tab 3 or Tab 4, at the location x eq . Sign of QV_T, MV_T
and MH_T is in accordance with sign convention defined in Ch 4, Sec 3.
M Y _ aft _ SF , M Y _ fore _ SF , M Y _ aft _ BM , M Y _ fore _ BM : Enforced moments to apply at the aft
and fore ends for vertical shear force and bending moment control, positive
for clockwise around y-axis. The sign convention for MY_aft_SF, MY_fore_SF,
MY_aft_BM and MY_fore_BM is that of the FE model axis. The sign convention
for other bending moment, shear forces and reaction forces is in
accordance with the sign convention defined in Ch 4, Sec 3.
M Z _ aft _ SF , M Z _ fore _ SF , M Z _ aft _ BM , M Z _ fore _ BM : Enforced moments to apply at the aft
and fore ends for horizontal shear force and bending moment control,
positive for clockwise around z-axis. The sign convention for MZ_aft_SF,
PAGE 23 OF 32
MZ_fore_SF, MZ_aft_BM and MZ_fore_BM is that of the FE model axis. The sign
convention for other bending moment, shear forces and reaction forces is
in accordance with the sign convention defined in Ch 4, Sec 3.
The enforced moments at the model ends can be generated by one of the following
methods:
• to apply distributed forces at the end section of the model, with a resulting force
equal to zero and a resulting moment equal to the enforced moment. The
distributed forces are applied to the nodes on the longitudinal members where
boundary conditions are given according to Tab 1. The distributed forces are to
be determined by using the thin wall beam theory
• to apply concentrated moments at the independent points defined in [2.3.1].

Clarification of sign conventions
PAGE 24 OF 32
CHAPTER 8 – FATIGUE CHECK OF STRUCTURAL

DETAILS
SECTION 2 FATIGUE STRENGTH ASSESSMENT
3. Calculation of fatigue damage
3.2 Long-term distribution of stress range

3.2.1
The cumulative probability density function of the long-term distribution of
combined notch stress ranges is to be taken as a two-parameter Weibull distribution:
ξ
⎡ ⎛ ⎞ ⎤
x ⎟ (ln N R ) 1ξ ⎥
F( x ) = 1 − exp ⎢− ⎜
⎢ ⎜⎝ ∆σ W , j ⎟
⎠ ⎥
⎣ ⎦
ξ
⎡ ⎛ ⎞ ⎤
x ⎟ (ln N R )⎥
F( x ) = 1 − exp ⎢− ⎜
⎜
⎢ ⎝ ∆σ E , j ⎟ ⎥
⎣ ⎠ ⎦
where:
ξ : Weibull shape parameter, taken equal to 1.0
NR : Number of cycles, taken equal to 104.

Editorial correction - correction of error in formula
PAGE 25 OF 32
SECTION 4 STRESS ASSESSMENT OF STIFFENERS
3. Hot spot mean stress
3.3 Mean stress according to the superimposition method

3.3.2
The hot spot stress due to still water bending moment, in N/mm2, in loading
condition “(k)” is to be obtained with the following formula:
M S , ( k ) (z − N )
σ GS , ( k ) = K gh 10 −3
IY
where:
MS , (k) : Still water vertical bending moment, in kN.m, defined in Sec 3, [3.2.13.2.2].

Editorial correction – error in reference.
PAGE 26 OF 32
APPENDIX1 CROSS SECTIONAL PROPERTIES FOR TORSION
1. Calculation formulae
1.4 Computation of cross sectional properties for the entire cross section
Symmetric cross section
Asymmetric cross section:
(only half of the section is modeled)
A = ∑A A = 2 ∑A
ys =
∑S z
∑A
zs =
∑S y
zs =
∑S y
∑A ∑A
Iy = ∑I −∑Az
y
2
s Iy = 2(∑ I − ∑ A z )y
2
s
Iz ∑I − ∑Ay 2(∑ I − ∑ A y )
2 2
= z s Iz = z s
2(∑ I − ∑ A y )z
2
s
I yz = ∑I yz − ∑Ay s zs
st3 ⎡ ⎤
∑ ∑( )⎥
st3
IT =
3
IT = 2⎢
⎢⎣
∑ 3
+
Cell i
2 A yi Φ i
⎥⎦
ω0 =
∑ Sω
∑A
I ωy = ∑ Iω − ∑ A y ω
y s 0 I ωy = 2 ∑ Iω y
I ωz = ∑ Iω − ∑ A z ω
z s 0
I ωz I z − I ωy I yz
yM =
I y I z − I yz
2
I ωz I yz − I ωy I y I ωy
zM = zM = −
I y I z − I yz
2
Iz
Iω = ∑ Iω − ∑ Aω 2
0 + z m I ωy − y M I ωz Iω = 2 ∑ Iω + z m I ωy

Editorial correction – correction of error in formula
PAGE 27 OF 32
CHAPTER 9 – OTHER STRUCTURES

SECTION 1 FORE PART
3. Load model
3.2 Pressure in bow area

3.2.2 Lateral pressure in testing conditions
The lateral pressure pT in testing conditions is defined in Ch 4, Sec 6, [4] taken equal
to:
• pT = pST – pS for bottom shell plating and side shell plating
• pT = pST otherwise
where:
pST : Testing pressure defined in Ch 4, Sec 6, [4]
pS : Pressure taken equal to:
• if the testing is carried out afloat: hydrostatic pressure defined in Ch 4,
Sec 5, [1] for the draught T1, defined by the Designer, at which the testing
is carried out. If T1 is not defined, the testing is considered as being not
carried out afloat.
• if the testing is not carried out afloat: pS = 0

Editorial correction – this correction is made to be consistent with Ch 6, Sec 1, [3.1.4] and
Ch 6, Sec 2, [3.1.4]
PAGE 28 OF 32
SECTION 2 AFT PART
2. Load model
2.2 Lateral pressures

2.2.2 Lateral pressure in testing conditions
The lateral pressure pT in testing conditions is defined in Ch 4, Sec 6, [4] taken equal
to:
• pT = pST – pS for bottom shell plating and side shell plating
• pT = pST otherwise
where:
pST : Testing pressure defined in Ch 4, Sec 6, [4]
pS : Pressure taken equal to:
• if the testing is carried out afloat: hydrostatic pressure defined in Ch 4,
Sec 5, [1] for the draught T1, defined by the Designer, at which the testing
is carried out. If T1 is not defined, the testing is considered as being not
carried out afloat.
• if the testing is not carried out afloat: pS = 0

Editorial correction – this correction is made to be consistent with Ch 6, Sec 1, [3.1.4] and
Ch 6, Sec 2, [3.1.4]
PAGE 29 OF 32
SECTION 3 MACHINERY SPACE
7. Main machinery seating
7.2 Minimum scantlings

7.2.1
The net scantlings of the structural elements in way of the internal combustion engine
seatings are to be obtained from the formulae in Tab 2.
Table 1: Minimum scantlings of the structural elements in way of machinery

seatings
Scantling minimum value Scantling minimum value
Net cross-sectional area, in cm2, of each bedplate of P
40 + 70
the seatings nr LE
Bedplate net thickness, in m mm Bedplates supported by two or more
girders:
P
240 + 175
nr LE
Bedplates supported by one girder:
P
5 + 240 + 175
nr LE
Total web net thickness, in mm, of girders fitted in Bedplates supported by two or more
way of machinery seatings girders:
P
320 + 215
nr LE
P
95 + 65
nr LE
Web net thickness, in mm, of floors fitted in way of P
machinery seatings 55 + 40
nr LE

Editorial correction – correction of unit
PAGE 30 OF 32
SECTION 5 HATCH COVERS
4. Load model
4.1 Lateral pressures and forces

4.1.2 Sea pressure
The still water and wave lateral pressures are to be considered and are to be taken
equal to:
• still water pressure: p S = 0
• wave pressure pW , as defined in Ch 4, Sec 5 [2.25.2].

5. Strength check
5.2 Plating
5.2.2 Minimum net thickness
Ref. ILLC, as amended (Resolution MSC.143(77) Reg. 16 (5, c))
In addition to [5.2.1], the net thickness, in mm, of the plating forming the top of the hatch
cover is to be not less than the greater of the following values:
t = 0.01s
t = 10s
t=6

PAGE 31 OF 32
CHAPTER 10 – HULL OUTFITTING

SECTION 1 RUDDER AND MANOEUVRING ARRANGEMENT
4. Rudder couplings
4.5 Cone couplings with special arrangements for mounting and dismounting the
couplings
4.5.1
Where the stock diameter exceeds 200 mm, the press fit is recommended to be
effected by a hydraulic pressure connection. In such cases the cone is to be more
slender, c ≈ 1 : 2 c ≈ 1 : 12 to ≈ 1 : 20 .

PAGE 32 OF 32

Corrigenda 3
Rule Editorials
Notes: (1) These Rule Corrigenda enter into force on 1 April 2006
Bureau Veritas
Det Norske Veritas
Germanischer Lloyd
Lloyd's Register
Nippon Kaiji Kyokai
Copyright © 2006
PAGE 1 OF 2
CHAPTER 6
SECTION 3 BUCKLING & ULTIMATE STRENGTH OF ORDINARY
STIFFENERS AND STIFFENED PANELS
Symbols
σe : Reference stress, taken equal to:

2
⎛t⎞
σ e = 0.9 E ⎜ ⎟
⎝b⎠
The reference stress, σ e , is to be corrected as follows:
Reference stress, to be the following for LC 1 and 2:
b' : shorter side of elementary plate panel
Reference stress, to be the following for LC 3 through 10:

Editorial correction – correction of error in the definition.
***
PAGE 2 OF 2

Corrigenda 4
Rule Editorials
Bureau Veritas
Det Norske Veritas
Germanischer Lloyd
Lloyd's Register
Nippon Kaiji Kyokai
Copyright © 2006
PAGE 1 OF 35
CHAPTER 2 – GENERAL ARRANGEMENT DESIGN
SECTION 1 SUBDIVISION ARRANGEMENT
2. Collision bulkhead
2.1 Arrangement of collision bulkhead

2.1.2
Ref. SOLAS Ch. II-1, Part B, Reg. 11
Where any part of the ship below the waterline extends forward of the forward perpendicular, e.g. a bulbous
bow, the distances, in metres, stipulated in [2.1.1] are to be measured from a point either:
• at the mid-length of such extension, or
• at a distance 1.5 per cent of the length LLL of the ship forward of the forward perpendicular, or
• at a distance 3 metres forward of the forward perpendicular,
, whichever gives the smallest measurement.

This editorial correction is made to be in accordance with SOLAS Ch II-1, Regulation 11.
PAGE 2 OF 35
SECTION 1 MATERIAL
2. Hull structural steel
2.3 Grades of steel

Table 3 Material grade requirements for classes I, II and III
Class I II III
As-built Tthickness (mm) NSS HSS NSS HSS NSS HSS
t ≤ 15 A AH A AH A AH
15 < t ≤ 20 A AH A AH B AH
20 < t ≤ 25 A AH B AH D DH
25 < t ≤ 30 A AH D DH D DH
30 < t ≤ 35 B AH D DH E EH
35 < t ≤ 40 B AH D DH E EH
40 < t ≤ 50 D DH E EH E EH
Notes : NSS : Normal strength steel
HSS : Higher strength steel
PAGE 3 OF 35
Table 4 Application of material classes and grades

Material class
Structural member category Within 0.4L Outside 0.4L
amidship amidship
SECONDARY
Longitudinal bulkhead strakes, other than that belonging to
the Primary category
Deck Plating exposed to weather, other than that belonging to I A/AH
the Primary or Special category
Side plating (7)
PRIMARY
Bottom plating, including keel plate
Strength deck plating, excluding that belonging to the Special
category
Continuous longitudinal members above strength deck,
II A/AH
excluding hatch coamings
Uppermost strake in longitudinal bulkhead
Vertical strake (hatch side girder) and uppermost sloped
strake in top wing tank
SPECIAL
Sheer strake at strength deck (1), (6)
Stringer plate in strength deck (1), (6)
Deck strake at longitudinal bulkhead (6)
Strength deck plating at corners of cargo hatch openings in
bulk carriers, ore carriers, combination carriers and other
II
ships with similar hatch openings configuration (2)
III (I outside 0.6L
Bilge strake (3), (4), (6)
amidships)
Longitudinal hatch coamings of length greater than 0.15L (5)
Lower bracket of side frame of single side bulk carriers
having additional service feature BC-A or BC-B (5)
End brackets and deck house transition of longitudinal cargo
hatch coamings (5)
Notes:
(1) Not to be less than grade E/EH within 0.4L amidships in ships with length exceeding 250 m.
(2) Not to be less than class III within 0.6L amidships and class II within the remaining length of the
cargo region.
(3) May be of class II in ships with a double bottom over the full breadth and with length less than
150 m.
(4) Not to be less than grade D/DH within 0.4L amidships in ships with length exceeding 250 m.
(5) Not to be less than grade D/DH.
(6) Single strakes required to be of class III or of grade E/EH and within 0.4L amidships are to have
breadths, in m, not less than 0.8 + 0.05L 0.8 + 0.005L, need not be greater than 1.8 m, unless
limited by the geometry of the ship's design.
(7) For BC-A and BC-B ships with single side skin structures, side shell strakes included totally or
partially between the two points located to 0.125l above and below the intersection of side shell
and bilge hopper sloping plate are not to be less than grade D/DH, l being the frame span.
2.3.5
PAGE 4 OF 35
The steel grade is to correspond to the as-built gross thickness when this is greater than the gross thickness
obtained from the net thickness required by the Rules.
2.3.6
Steel grades of plates or sections of as-builtgross thickness greater than the limiting thicknesses in Tab 3 are
considered by the Society on a case by case basis.
2.3.11
In highly stresses area, the Society may require that plates of gross thickness greater than 20mm are of grade
D/DH or E/EH.
Table 6 Material grade requirements for class I at low temperature

As-built -20 / -25 °C -26 / -35 °C -36 / -45 °C -45 / -55 °C
Tthickness
(mm) NSS HSS NSS HSS NSS HSS NSS HSS
t ≤ 10 A AH B AH D DH D DH
10 < t ≤ 15 B AH D DH D DH D DH
15 < t ≤ 20 B AH D DH D DH E EH
20 < t ≤ 25 D DH D DH D DH E EH
25 < t ≤ 30 D DH D DH E EH E EH
35 < t ≤ 45 D DH E EH E EH - FH
45 < t ≤ 50 E EH E EH - FH - FH
Note: ”NSS” and “HSS” mean, respectively “Normal Strength Steel” and “Higher Strength
Steel”
Table 7 Material grade requirements for class II at low temperature

As-built -20 / -25 °C -26 / -35 °C -36 / -45 °C -45 / -55 °C
Thickness
t ≤ 10 B AH D DH D DH E EH
20 < t ≤ 30 D DH E EH E EH - FH
30 < t ≤ 40 E EH E EH - FH - FH
40 < t ≤ 45 E EH - FH - FH - -
45 < t ≤ 50 E EH - FH - FH - -
Steel”
Table 8 Material grade requirements for class III at low temperature

As-built -20 / -25 °C -26 / -35 °C -36 / -45 °C -45 / -55 °C
Tthickness
t ≤ 10 D DH D DH E EH E EH
10 < t ≤ 20 D DH E EH E EH - FH
20 < t ≤ 25 E EH E EH - FH - FH
25 < t ≤ 30 E EH E EH - FH - FH
30 < t ≤ 40 E EH - FH - FH - -
40 < t ≤ 45 E EH - FH - FH - -
45 < t ≤ 50 - FH - FH - - - -
Steel”
PAGE 5 OF 35
2.4 Structures exposed to low air temperature

2.4.6
Single strakes required to be of class III or of grade E /EH and FH are to have breadths not less than the values,
in m, given by the following formula, but need not to be greater than 1.8 m:
b = 0.05L + 0.8 b = 0.005L + 0.8

The editorial correction is made to clarify the plate thickness for the application of steel grade, i.e., thickness is
replaced by “as-built thickness”.
As the grades of steel in highly stressed area specified in requirement of 2.3.11 are covered by Table 4 and the
requirement of 2.3.2, the requirement of 2.3.11 is not necessary.
Note (6) of Table 4 and the formula in 2.4.6 are typo.
PAGE 6 OF 35
SECTION 2 NET SCANTLING APPROACH
3. Net scantling approach
3.1 Net scantling definition

3.1.4 Net section modulus for stiffener
The net transverse section scantling is to be obtained by deducting tC from the gross thickness offered of the
elements which constitute the stiffener profile as shown in Fig.1.
For bulb profiles, an equivalent angle profile, as specified in Ch 3, Sec 6 [4.1.1], may be considered.
The net strength characteristics are to be calculated for the net transverse section.
In assessing the net strength characteristics of stiffeners reflecting the hull girder stress and stress due to local
bending of the local structure such as double bottom structure, the section modulus of hull girder or rigidity of
structure is obtained by deducting 0.5tC from the gross thickness offered of the related elements.
bf
tf
hw
tw
tp
bp
Shadow area is corrosion addition.

For attached plate, the half of the considered corrosion addition specified in 3.2 is deducted from both sides of
the attached plate.
Fig. 1 Net scantling of stiffener

To clarify the requirement that the net transverse section scantling is to be obtained by deducting tC from the
gross thickness offered of the elements which constitute the stiffener profile, the figure indicating how to deduct
the corrosion additions from the gross thickness is added.
PAGE 7 OF 35
SECTION 4 LIMIT STATES
2. Strength criteria
2.4 Accidental limit state

2.4.3 Bulkhead structure
Bulkhead structure in cargo hold flooded condition is to be assessed in accordance with Ch. 6 Sec4 Sec 1, Sec 2
and Sec 3.

Reference number is corrected
PAGE 8 OF 35
SECTION 5 CORROSION PROTECTION
1. General
1.1 Structures to be protected

1.1.2
Void double side skin spaces in cargo length area for vessels having a length (LLL) of not less than 150 m are to
be coated in accordance with [1.2].
1.2 Protection of seawater ballast tanks and void double skin spaces
1.2.1
All dedicated seawater ballast tanks anywhere on the ship ( excluding ballast hold) for vessels having a length
(L) of not less than 90m and void double side skin spaces in the cargo length area for vessels having a length
(LLL) of not less than 150m are to have an efficient corrosion prevention system, such as hard protective coatings
or equivalent, applied in accordance with the manufacturer’s recommendation.
The coatings are to be of a light colour, i.e. a colour easily distinguishable from rust which facilitates inspection.
Where appropriate, sacrificial anodes, fitted in accordance with [2], may also be used.

This editorial correction is made to clarify the extent of void double skin spaces.
PAGE 9 OF 35
2. General principles
2.2 Structural continuity

2.2.5 Platings
A change in plating thickness in as-built is not to exceed 50% of thicker plate thickness for load carrying
direction. The butt weld preparation is to be in accordance with the requirements of Ch 11, Sec 2, [2.2].

Clarification of the plate thickness
10.4 Corrugated bulkhead

10.4.2 Construction
The main dimensions a, R, c, d, t, ϕ and sC of corrugated bulkheads are defined in Fig 28.
The bending radius is not to be less than the following values, in mm:
R = 3.0t
where :
t : As-built Net thickness, in mm, of the corrugated plate.
The corrugation angle ϕ shown in Fig 28 is to be not less than 55°.
The thickness of the lower part of corrugations is to be maintained for a distance from the inner bottom (if no
lower stool is fitted) or the top of the lower stool not less than 0.15lC.
The thickness of the middle part of corrugations is to be maintained for a distance from the deck (if no upper
stool is fitted) or the bottom of the upper stool not greater than 0.3lC.
The section modulus of the corrugations in the remaining upper part of the bulkhead is to be not less than 75% of
that required for the middle part, corrected for different minimum yield stresses.
When welds in a direction parallel to the bend axis are provided in the zone of the bend, the welding procedures
are to be submitted to the Society for approval.
Fig.28 Dimensions of a corrugated bulkhead
a
c
tf tw
R d
ϕ ≥ 55 o
sC
PAGE 10 OF 35

This correction is made to be in line with IACS UR S18.
PAGE 11 OF 35
SECTION 5 EXTERNAL PRESSURES
3. External pressures on superstructures and deckhouses
3.4 Superstructure end bulkheads and deckhouse walls

3.4.1
Table 9: Minimum lateral pressure pAmin
pAmin, in kN/m2
Lowest tier of
L Elsewhere (1)
unprotected fronts
L
12.5 +
L 10
90 < L ≤ 250 25 +
10 L
12.5 +
20
L > 250 50 25
th
(1) For the 4 tier and above, p A min is to be taken equal to
2.5 kN/m2.

This correction is made to be in line with IACS UR S3 Table 1.
PAGE 12 OF 35
SECTION 6 INTERNAL PRESSURES AND FORCES
1. Lateral pressure due to dry bulk cargo
1.3 Inertial pressure due to dry bulk cargo

1.3.1
The inertial pressure induced by dry bulk cargo pCW, in kN/m2, for each load case is given by the following
formulae.
• for load case H: p CW = ρ C [ 0.25a X (x − x G ) + K C a Z (hC + h DB − z )]
• for load case F: pCW = 0
• for load cases R and P: p CW = ρ C [ 0.25aY ( y − y G ) + K C a Z (hC + h DB − z )]
(x-xG) is to be taken as 0.25lH in the load case H1 or -0.25lH in the load case H2 for local strength by Ch 6 and
fatigue check for longitudinal stiffeners by Ch 8.
The total pressure (pCS + pCW ) is not to be negative.
2. Lateral pressure due to liquid
2.2 Inertial pressure due to liquid

2.2.1
The inertial pressure due to liquid pBW, in kN/m2, for each load case is given as follows. When checking ballast
water exchange operations by means of the flow through method, the inertial pressure due to ballast water is not
to be considered for local strength assessments and direct strength analysis.
• for load case H: pBW = ρL [aZ (zTOP – z) + aX (x – xB)]
(x-xB) is to be taken as 0.75lH in the load case H1 or -0.75lH in the load case H2 for local strength by
Ch 6 and fatigue check for longitudinal stiffeners by Ch 8
• for load case F: pBW = 0
• for load cases R and P: pBW = ρL [aZ (zB –z)+ aY (y–yB)]
where:
xB : X co-ordinate, in m, of the aft end of the tank when the bow side is downward, or of the fore end of
the tank when the bow side is upward, as defined in Fig 3
yB : Y co-ordinate, in m, of the tank top located at the most lee side when the weather side is downward, or
of the most weather side when the weather side is upward, as defined in Fig 3
zB : Z co-ordinate of the following point:
• for completely filled spaces: the tank top
• for ballast hold: the top of the hatch coaming
The reference point B is defined as the upper most point after rotation by the angle ϕ between the vertical axis
r
and the global acceleration vector AG shown in Fig 3. ϕ is obtained from the following formulae:
• load cases H1 and H2:
PAGE 13 OF 35
| aX |
ϕ = tan −1 ( )
g cosΦ + a Z
• load cases R1(P1) and R2(P2):

| aY |
ϕ = tan −1 ( )
g cosθ + a Z
where:
θ : Single roll amplitude, in deg, defined in Ch4, Sec 2, 2.1.1.
Φ : Single pitch amplitude, in deg, defined in Ch4, Sec 2, 2.2.1
The total pressure (pBS + pBW) is not to be negative.

The total internal pressure obtained by adding the static internal pressure to inertial internal pressure is not to be
negative that is the same manner for the external pressure specified in Ch 4 Sec 5 1.1.1.
The editorial correction is made to reflect the original intention on the treatment of the total internal pressure.
PAGE 14 OF 35
SECTION 1 PLATING
2.2 Minimum net thickness

2.2.1
The net thickness of plating is to be not less than the values given in Table 2. In addition, in
the cargo area, the net thickness of side shell plating, from the normal ballast draught to 0.25
Ts (minimum 2.2 m) above Ts, is to be not less than the value obtained, in mm, from the
following formula:
( BT ) 0.25 ( BTS ) 0.25

t = 28( s + 0.7) t = 28( s + 0.7)
ReH ReH

This editorial correction is made to clarify the definition of draft as scantling basis.
PAGE 15 OF 35
SECTION 2 ORDINARY STIFFENERS
4. Web stiffeners of primary supporting members
4.1 Net scantlings

Where the web stiffeners of primary supporting members are welded to ordinary stiffener face plates, Tthe stress
at ends of web stiffeners of primary supporting members in water ballast tanks, in N/mm2, is to comply with the
following formula when no bracket is fitted:
σ ≤ 175
where:
Δσ
σ = 1.1K con K longi K stiff
cos θ
K con : Coefficient considering stress concentration, taken equal to:
K con = 3.5 for stiffeners in the double bottom or double side space (see Fig 8)
K con = 4.0 for other cases (e.g. hopper tank, top side tank, etc.) (see Fig 8)
K longi : Coefficient considering shape of cross section of the longitudinal, taken equal to:
K longi = 1.0 for symmetrical profile of stiffener (e.g. T-section, flat bar)
K longi = 1.3 for asymmetrical profile of stiffener (e.g. angle section, bulb profile)
K stiff : Coefficient considering the shape of the end of the stiffener, taken equal to:
K stiff = 1.0 for standard shape of the end of the stiffener (see Fig 9)
K stiff = 0.8 for the improved shape of the end of the stiffener (see Fig 9)
θ : As given in Fig 10
Δσ : Stress range, in N/mm2, transferred from longitudinals into the end of web stiffener, as obtained from
the following formula:
2W
Δσ =
0.322h' [( Aw1 l 1 ) + ( Aw 2 l 2 )] + As 0
W : Dynamic load, in N, as obtained from the following formula:

W = 1000(l − 0.5s )sp
p : Maximum inertial pressure due to liquid according to Ch 4 Sec 6 [2.2.1], in kN/m2, of the probability
level of 10-4.,calculated at mid-span of the ordinary stiffener
l : Span of the longitudinal, in m
s : Spacing of the longitudinal, in m

As 0 , Aw1 , Aw 2 : Geometric parameters as given in Fig 10, in mm2
l 1 , l 2 : Geometric parameters as given in Fig 10, in mm
h' : As obtained from following formula, in mm:

h ' = h s + h0 '
PAGE 16 OF 35
hs : As given in Fig 10, in mm
h0 ' : As obtained from the following formula, in mm
h0 ' = 0.636b' for b' ≤ 150
h0 ' = 0.216b'+63 for 150 < b'
b' : Smallest breadth at the end of the web stiffener, in mm, as shown in Fig 910
Fig. 10 Definition of geometric parameters
Note:
ts: net thickness of the web stiffener, in mm.
tw: net thickness of the collar plate, in mm.

This requirement is also based on the net scantling approach. In addition, the application of this requirement and
the pressure to be considered is clarified in order to respond to the industry comment.
PAGE 17 OF 35

3. Buckling criteria of elementary plate panel
3.1 Plates
3.1.2 Verification of elementary plate panel in a transverse section analysis
Each elementary plate panel is to comply with the following criteria, taking into account the loads defined in
[2.1]:
• longitudinally framed plating
e3
⎛ σx ⋅S ⎞
e1
⎛τ ⋅S ⋅ 3⎞
⎜ ⎟ +⎜ ⎟ ≤ 1,0 for stress combination 1 with σ x = σ n and τ = 0,7τSF
⎜ κ x ⋅ ReH ⎟ ⎜ κ τ ⋅ ReH ⎟
⎝ ⎠ ⎝ ⎠
e3
⎛ σx ⋅S ⎞
e1
⎛ τ ⋅S ⋅ 3⎞
⎜ ⎟ +⎜ ⎟ ≤ 1,0 for stress combination 2 with σ x = 0,7σ n and τ = τSF
⎜κ ⋅ R ⎟ ⎜ κ τ ⋅ ReH ⎟
⎝ x eH ⎠ ⎝ ⎠
• transversely framed plating
e2
⎛ σy ⋅S ⎞
e3
⎛τ ⋅S ⋅ 3⎞
⎜ ⎟ +⎜ ⎟ ≤ 1,0 for stress combination 1 with σ y = σ n and τ = 0,7τSF
⎜⎜ κ y ⋅ ReH ⎟⎟ ⎜ κ τ ⋅ ReH ⎟
⎝ ⎠ ⎝ ⎠
e2
⎛ σx ⋅S ⎞
e2 e3 ⎛ σ ⋅S ⎞ e3
⎜ ⎟ + ⎛⎜ τ ⋅ S ⋅ 3 ⎞⎟ ≤ 1,0 ⎜ y ⎟ ⎛ τ ⋅S ⋅ 3 ⎞
⎜ ⎟
⎜ κ y ⋅ ReH ⎟ ⎜ κτ ⋅ ReH ⎟ ⎜κ ⋅R ⎟ + ⎜ κ ⋅ R ⎟ ≤ 1,0 for stress combination 2
⎝ ⎠ ⎝ ⎠ ⎜ y eH ⎟ ⎝ τ eH ⎠
⎝ ⎠
with σ y = 0,7σ n and τ = τSF

Editorial correction. The index of the compression stress in the fourth formula has to be “y”.
PAGE 18 OF 35
APPENDIX 1 BUCKLING & ULTIMATE STRENGTH
1. Application of Ch 6, Sec 3
1.3 Additional application to FEM analysis

1.3.4 Buckling assessment of corrugated bulkhead
The transverse elementary plate panel (face plate) is to be assessed using the normal stress parallel to the
corrugation. The slanted elementary plate panel (web plate) is to be assessed using the combination of normal
and shear stresses. The plate panel breadth b is to be measured according to Fig 8.
Fig. 8 Measuring b of corrugated bulkheads
Face plate Web plate
a) Face plate assessment

• F1 = 1.1 is to be used
• The buckling load case 1, according to Ch 6, Sec 3, Tab 2, is to be used
• The size of the buckling field to be considered is b times b ( α = 1 )
• ψ = 1. 0
• The maximum vertical stress in the elementary plate panel is to be considered in applying the criteria
• The plate thickness t to be considered is the one at the location where the maximum vertical stress
occurs
b) Web plate assessment
• F1 = 1.1 is to be used
• The buckling load cases 1 and 5, according to Ch 6, Sec 3, Tab 2, are to be used.
• The size of the buckling field to be considered is 2b times b ( α = 2 )
• ψ = 1.0
• The following two stress combinations are to be considered:
• The maximum vertical stress in the elementary plate panel plus the shear stress and longitudinal
stress at the location where maximum vertical stress occurs
• The maximum shear stress in the elementary plate panel plus the vertical stress and longitudinal
stress at the location where maximum shear stress occurs
• The plate thickness t to be considered is the one at the location where the maximum vertical/shear stress
occurs.

Correction factor F1 is not used for the buckling load cases 1 and 5 specified in Ch 6 Sec 3 Table 2 as mentioned
in the second sentences.
PAGE 19 OF 35
SECTION 4 HOT SPOT STRESS ANALYSIS FOR FATIGUE STRENGTH

ASSESSMENT
3. Hot Spot Stress
3.2 Evaluation of hot spot stress

3.2.1
The hot spot stress in a very fine mesh is to be obtained using a linear extrapolation. The surface stresses located
at 0.5 times and 1.5 times the net plate thickness are to be linearly extrapolated at the hot spot location, as
described in Fig 3 and Fig.4.
The principal stress at the hot spot location having an angle with the assumed fatigue crack greater than 45° is to
be considered as the hot spot stress.

Editorial correction is made for the clarification of the stress obtained by FEA.
PAGE 20 OF 35
APPENDIX 2 DISPLACEMENT BASED BUCKLING ASSESSMENT IN FINITE

ELEMENT ANALYSIS
2. Displacement method
2.2 Calculation of buckling stresses and edge stress ratios

2.2.3 8-node buckling panel
Stress displacement relationship for a 8-node buckling panel (compressive stresses are positive)
Fig.2 8-node buckling panel
8 6 7
4 3
b vj
σiy
1 5 5 6 2 uj
σix
1 to 4: Displ. & Stress Nodes
5 & 6: Stress Nodes
5 to 8: Displacement Nodes
(a) Displacement Nodes
a
4 8 7 3
b vj
1 5 6 2 uj
(b) Stress Nodes

a
6 3
4
b σiy
1 2 σix
5

This correction is to clarify the figure.
PAGE 21 OF 35

DETAILS
SECTION 5 STRESS ASSESSMENT OF HATCH CORNERS
2. Nominal stress range
2.1 Nominal stress range due to wave torsional moment

2.1.1
The nominal stress range, in N/mm2, due to cross deck bending induced by wave torsion moments is to be
obtained from the following formula:
2 Q ⋅ BH
Δσ WT = FS FL
1000 WQ
where:
Q = 1000 u
( B H + bs )³ 2.6 B H
+
12 EI Q EAQ
u : Displacement of hatch corner in longitudinal direction, in m, taken equal to:

31.2 M WT ω
u=
1000 I T E DOC
DOC : Deck opening coefficient, taken equal to:

LC B
DOC = n
∑L
i =1
H ,i B H ,i
MWT : Maximum wave torsional moment, in kN.m, defined in Ch 4, Sec 3, [3.4.1], with fp = 0.5
FS : Stress correction factor, taken equal to:
FS = 5
FL : Correction factor for longitudinal position of hatch corner, taken equal to:
x
FL = 1.75 for 0.57 ≤ x / L ≤ 0.85
L
FL = 1.0 for x/L < 0.57 and x/L > 0.85
BH : Breadth of hatch opening, in m
WQ : Section modulus of the cross deck about z-axis, in m3, including upper stool, near hatch corner (see
Fig 2)
IQ : Moment of inertia of the cross deck about z-axis, in m4, including upper stool, near the hatch corner
(see Fig 2)
AQ : Shear area of the cross deck, in m2, including upper stool, near the hatch corner (see Fig 2)
bS : Breadth of remaining deck strip on one side, in m, beside the hatch opening
PAGE 22 OF 35
IT : Torsion moment of inertia of ships cross section, in m4, calculated within cross deck area by
neglecting upper and lower stool of the bulkhead (see Fig 1). It may be calculated according to App 1
ω : Sector coordinate, in m2, calculated at the same cross section as IT and at the Y and Z location of the
hatch corner (see Fig 1) It may be calculated according to App 1
LCC : Length of cargo area, in m, being the distance between engine room bulkhead and collision bulkhead
BH,i : Breadth of hatch opening of hatch i, in m
LH,i : Length of hatch opening of hatch i, in m
n : Number of hatches.
Elements to be considered for the determination of AQ, WQ and IQ

Editorial correction for typo
Editorial corrections of the definition of symbols are made for clarification
PAGE 23 OF 35
APPENDIX 1 CROSS SECTIONAL PROPERTIES FOR TORSION
1. Calculation formulae
1.4 Computation of cross sectional properties for the entire cross section
Symmetric cross section
Asymmetric cross section:
(only half of the section is modeled)
A = ∑A A = 2∑A
ys
∑S z
ys =
∑S z
∑A
=
∑A
zs =
∑S y
zs =
∑S y
∑A ∑A
Iy = ∑I −∑ Az
y
2
s Iy = 2(∑ I − ∑ A z )y
2
s
Iz = ∑I − ∑Ay
z
2
s Iz = 2(∑ I − ∑ A y )z
2
s
I yz = ∑I − ∑Ay
yz s zs
∑i(2 Ayi Φi )
st3 s t3 ⎡ ⎤
∑( )
st3
IT = ∑ 3
∑ 3 +Cell IT = 2⎢ ∑ + 2 A yi Φ i ⎥
⎣⎢ 3 Cell i ⎦⎥
ω0 =
∑ Sω
∑A
I ωy = ∑ Iω − ∑ A y ω
y s 0 I ωy = 2 ∑ Iω y
I ωz = ∑ Iω − ∑ A z ω
z s 0
I ωz I z − I ωy I yz
yM =
I y I z − I yz
2
I ωz I yz − I ωy I y I ωy
zM = zM = −
Iy Iz − I yz
2
Iz
Iω = ∑ Iω − ∑ Aω 2
0 + z m I ωy − y M I ωz Iω = 2∑ I ω + z m I ωy
Iω = ∑ I ω − ∑ Aω + z M I ωy − y M I ωz Iω 2∑ I ω + z M I ωy
2
0 =
I y , I z , I yz are to be computed with relation to the centre of gravity.
S S x , S y , Sω , I ω , I ωy and I ωz , Iω are to be computed with relation to shear centre M
The sector-coordinate ω has to be transformed with respect to the location of the shear centre M. For cross
sections of type A, ω0 is to be added to each ωi and ω k as defined in [1.3]
For cross sections of type B and C, Δω can be calculated as follows:
Δω i = ω − ω O = z M ( y i ) − y M (z i ) Δωi = z M yi
PAGE 24 OF 35
where:
ωO : Calculated sector co-ordinate with respect to the centre of the coordinate system (O) selected for the
calculation according to the formulae for ω k given in [1.3]
ω : Transformed sector co-ordinate with respect to shear centre M

y M , z M : Distance between shear centre M and centre of the coordinate system B.
The transformed values of ω can be obtained by adding Δω to the values of ω O obtained according to the
formulae in [1.3].
The transformed value for ω is to be equal to zero at intersections of the cross section with the line of symmetry
(centreline for ship-sections).

Editorial correction and clarification
PAGE 25 OF 35

2. Double bottom
2.1 Arrangement
2.1.8 Floors stiffeners
In addition to the requirements in Ch 3, Sec 6, floors are to have web stiffeners sniped at the ends and spaced not
more than approximately 1 m apart.
The section modulus of web stiffeners is to be not less than 1.2 times that required in Ch 6, Sec 2, [4] 4.1.2

Editorial correction of the reference number
PAGE 26 OF 35
SECTION 3 EQUIPMENT
2. Equipment number
2.1 Equipment number
Table 1: Equipment
Equipment number Stockless anchors Stud link chain cables for anchors
EN N (1)
Mass per Diameter, in mm
Total
A < EN ≤ B anchor,
length, in m
A B in kg Grade 1 Grade 2 Grade 3
50 70 2 180 220.0 14.0 12.5
70 90 2 240 220.0 16.0 14.0
90 110 2 300 247.5 17.5 16.0
110 130 2 360 247.5 19.0 17.5
130 150 2 420 275.0 20.5 17.5
150 175 2 480 275.0 22.0 19.0
175 205 2 570 302.5 24.0 20.5
205 240 3 660 302.5 26.0 22.0 20.5
240 280 3 780 330.0 28.0 24.0 22.0
280 320 3 900 357.5 30.0 26.0 24.0
320 360 3 1020 357.5 32.0 28.0 24.0
360 400 3 1140 385.0 34.0 30.0 26.0
400 450 3 1290 385.0 36.0 32.0 28.0
450 500 3 1440 412.5 38.0 34.0 30.0
500 550 3 1590 412.5 40.0 34.0 30.0
550 600 3 1740 440.0 42.0 36.0 32.0
600 660 3 1920 440.0 44.0 38.0 34.0
660 720 3 2100 440.0 46.0 40.0 36.0
720 780 3 2280 467.5 48.0 42.0 36.0
780 840 3 2460 467.5 50.0 44.0 38.0
840 910 3 2640 467.5 52.0 46.0 40.0
910 980 3 2850 495.0 54.0 48.0 42.0
980 1060 3 3060 495.0 56.0 50.0 44.0
1060 1140 3 3300 495.0 58.0 50.0 46.0
1140 1220 3 3540 522.5 60.0 52.0 46.0
1220 1300 3 3780 522.5 62.0 54.0 48.0
1300 1390 3 4050 522.5 64.0 56.0 50.0
1390 1480 3 4320 550.0 66.0 58.0 50.0
1480 1570 3 4590 550.0 68.0 60.0 52.0
1570 1670 3 4890 550.0 70.0 62.0 54.0
1670 1790 3 5250 577.5 73.0 64.0 56.0
1790 1930 3 5610 577.5 76.0 66.0 58.0
PAGE 27 OF 35
Equipment number Stockless anchors Stud link chain cables for anchors
EN N (1)
Mass per Diameter, in mm
Total
A < EN ≤ B anchor,
length, in m
A B in kg Grade 1 Grade 2 Grade 3
1930 2080 3 6000 577.5 78.0 68.0 60.0
2080 2230 3 6450 605.0 81.0 70.0 62.0
2230 2380 3 6900 605.0 84.0 73.0 64.0
2380 2530 3 7350 605.0 87.0 76.0 66.0
2530 2700 3 7800 632.5 90.0 78.0 68.0
2700 2870 3 8300 632.5 92.0 81.0 70.0
2870 3040 3 8700 632.5 95.0 84.0 73.0
3040 3210 3 9300 660.0 97.0 84.0 76.0
3210 3400 3 9900 660.0 100.0 87.0 78.0
3400 3600 3 10500 660.0 102.0 90.0 78.0
3600 3800 3 11100 687.5 105.0 92.0 81.0
3800 4000 3 11700 687.5 107.0 95.0 84.0
4000 4200 3 12300 687.5 111.0 97.0 87.0
4200 4400 3 12900 715.0 114.0 100.0 87.0
4400 4600 3 13500 715.0 117.0 102.0 90.0
4600 4800 3 14100 715.0 120.0 105.0 92.0
4800 5000 3 14700 742.5 122.0 107.0 95.0
5000 5200 3 15400 742.5 124.0 111.0 97.0
5200 5500 3 16100 742.5 127.0 111.0 97.0
5500 5800 3 16900 742.5 130.0 114.0 100.0
5800 6100 3 17800 742.5 132.0 117.0 102.0
6100 6500 3 18800 742.5 120.0 107.0
6500 6900 3 20000 770.0 124.0 111.0
6900 7400 3 21500 770.0 127.0 114.0
7400 7900 3 23000 770.0 132.0 117.0
7900 8400 3 24500 770.0 137.0 122.0
8400 8900 3 26000 770.0 142.0 127.0
8900 9400 3 27500 770.0 147.0 132.0
9400 10000 3 29000 770.0 152.0 132.0
10000 10700 3 31000 770.0 137.0
10700 11500 3 33000 770.0 142.0
11500 12400 3 35500 770.0 147.0
12400 13400 3 38500 770.0 152.0
13400 14600 3 42000 770.0 157.0
14600 16000 3 46000 770.0 162.0
(1)
See [3.2.4].
2.1.2
The equipment number EN is to be obtained from the following formula:
EN = Δ 2/3 2/3+ 2 h B + 0.1 A
where:.
Δ : Moulded displacement of the ship, in t, to the summer load waterline
h : Effective height, in m, from the summer load waterline to the top of the uppermost house, to be
obtained in accordance with the following formula:
h = a + Σ hn
When calculating h, sheer and trim are to be disregarded
a : Freeboard amidships from the summer load waterline to the upper deck, in m
PAGE 28 OF 35
hn : Height, in m, at the centreline of tier “n” of superstructures or deckhouses having a breadth greater
than B/4. Where a house having a breadth greater than B/4 is above a house with a breadth of B/4 or
less, the upper house is to be included and the lower ignored
A : Area, in m2, in profile view, of the parts of the hull, superstructures and houses above the summer load
waterline which are within the length L and also have a breadth greater than B/4
Fixed screens or bulwarks 1.5 m or more in height are to be regarded as parts of houses when determining h and
A. In particular, the hatched area shown in Fig 1 is to be included.
The height of hatch coamings and that of any deck cargo, such as containers, may be disregarded when
determining h and A.
3.7 Windlass
3.7.9 Forces in the securing devices of windlasses due to green sea loads
Forces in the bolts, chocks and stoppers securing the windlass to the deck are to be calculated by considering the
green sea loads specified in [3.7.8].
The windlass is supported by N bolt groups, each containing one or more bolts (see also Fig 3).
The axial force Ri in bolt group (or bolt) i, positive in tension, is to be obtained, in kN, from the following
formulae:
• Rxi = Px hxi Ai / Ix Rxi = Px hxi Ai / Ix
• Ryi = Py hyi Ai / Iy Ryi = Py hyi Ai / Iy
• Ri = Rxi + Ryi – Rsi
where:
Px : Force, in kN, acting normal to the shaft axis
Py : Force, in kN, acting parallel to the shaft axis, either inboard or outboard, whichever gives the greater
force in bolt group i
H h : Shaft height, in cm, above the windlass mounting
xi, yi : X and Y co-ordinates, in cm, of bolt group i from the centroid of all N bolt groups, positive in the
direction opposite to that of the applied force
Ai : Cross-sectional area, in cm2, of all bolts in group I
Ix, Iy : Inertias, for N bolt groups, equal to:
Ix = ΣAi xi2
Iy = ΣAi yi2
Ri Rsi : Static reaction force, in kN, at bolt group i, due to weight of windlass.
Shear forces Fxi , Fyi applied to the bolt group i, and the resultant combined force Fi are to be obtained, in kN,
from the following formulae:
• Fxi = (Pi - α g M) / N Fxi = (Px - α g M) / N
• Fyi = (Py - α g M) / N
• Fi = (Fxi2 + Fyi2 )0,5
where:
α : Coefficient of friction, to be taken equal to 0.5
M : Mass, in t, of windlass
N : Number of bolt groups.
PAGE 29 OF 35
Axial tensile and compressive forces and lateral forces calculated according to these requirements are also to be
considered in the design of the supporting structure.

PAGE 30 OF 35
CHAPTER 11 – CONSTRUCTION AND TESTING
SECTION 1 CONSTRUCTION
1. Structural details
1.2 Cold forming

1.2.1
For cold forming (bending, flanging, beading) of plates the minimum average bending radius is to be not less
than 3t (t = gross plate thickness as-built thickness).
In order to prevent cracking, flame cutting flash or sheering burrs are to be removed before cold forming. After
cold forming all structural components and, in particular, the ends of bends (plate edges) are to be examined for
cracks. Except in cases where edge cracks are negligible, all cracked components are to be rejected. Repair
welding is not permissible.
Table 1 Alignment (t, t1, and t2: as-built thickness)

Detail Standard Limit Remarks
Alignment of butt welds
a ≤ 0.15t strength
a ≤ 3.0 mm
a ≤ 0.2t other
Alignment of fillet welds a) Strength and higher tensile steel

a ≤ t1 / 4 measured on the median
a ≤ (5t1 – 3t2) / 6 measured on the
heel line
Where t2 is less than t1,
then t2 should be
b) Other substituted for t1.

a ≤ (2 t1 – t2) / 2 measured on the
heel line
Alignment of fillet welds a) Strength and higher tensile steel
PAGE 31 OF 35
Detail Standard Limit Remarks

b) Other
a ≤ t1 / 2 measured on the heel line
Note:
“strength” means the following elements: strength deck, inner bottom, bottom, lower stool, lower part of
transverse bulkhead, bilge hopper and side frames of single side bulk carriers.
Alignment of face plates of T
longitudinal
a ≤ 0.04b strength a = 8.0 mm
Alignment of height of T-bar,

L-angle bar or bulb
a ≤ 0.15 t for primary supporting

members 3.0 mm
a ≤ 0.2 t for ordinary stiffeners
Alignment of panel stiffener
d ≤ L / 50
Note:
“strength” means the following elements: strength deck, inner bottom, bottom, lower stool, lower part of
transverse bulkhead, bilge hopper and side frames of single side bulk carriers.

Editorial correction for clarification of the thickness
PAGE 32 OF 35
SECTION 2 WELDING
2. Types of welded connection
2.2 Butt welding

2.2.2 Welding of plates with difference thicknesses
In the case of welding of plates with a difference in gross thickness as-built thickness equal to or greater than 4
mm, the thicker plate is normally to be tapered. The taper has to have a length of not less than 3 times the
difference in gross thickness as-built thickness.

Editorial correction for clarification of the thickness
2.6 Fillet welds

2.6.1 Kinds and size of fillet welds and their applications
Kinds and size of fillet welds for as-built thickness of abutting plating up to 50 mm are classed into 5 categories
as given in Tab 1 and their application to hull construction is to be as required by Tab 2.
In addition, for zones “a” and “b” of side frames as shown in Ch 3, Sec 6, Fig 19, the weld throats are to be
respectively 0.44t and 0.4t, where t is as-built thickness of the thinner of two connected members.
Table 1 Categories of fillet welds

As-built gross Length of
Kinds of fillet Leg length of fillet Pitch, in
Category thickness of abutting fillet welds, in
welds weld, in mm (2) mm
plate, t, in mm (1) mm
Double
F0 t 0.7t - -
continuous weld
t ≤ 10 0.5t + 1.0 - -
Double
F1 10 ≤ t < 20 0.4t + 2.0 - -
continuous weld
20 ≤ t 0.3t + 4.0 - -
t ≤ 10 0.4t + 1.0 - -
Double
F2
continuous weld 10 ≤ t < 20 0.3t + 2.0 - -
20 ≤ t 0.2t + 4.0 - -
t ≤ 10 0.3t + 1.0
Double
F3 10 ≤ t < 20 0.2t + 2.0 - -
continuous weld
20 ≤ t 0.1t + 4.0
t ≤ 10 0.5t + 1.0
F4 Intermittent weld 10 ≤ t < 20 0.4t + 2.0 75 300
20 ≤ t 0.3t + 4.0
(1) t is as-built thickness of the thinner of two connected members
(2) Leg length of fillet welds is made fine adjustments corresponding to the corrosion addition tC specified
in Ch 3, Sec 3, Tab 1 as follows:
+ 1.0 mm for t C > 5
+ 0.5 mm for 5 ≥ tC ≥ 4 5 ≥ tC > 4
- 0.5 mm for tC < 4 tC ≤ 3
PAGE 33 OF 35
Table 2 Application of fillet welds

Connection Category
Hull area
Of To
Watertight plate Boundary plating F1
Brackets at ends of members F1
Deep tank bulkheads F3
Ordinary stiffener Cut-out in way of primary supporting members
General, and collar plates Web of primary supporting members and collar F2
unless plates
otherwise Plating (Except deep tank bulkhead) F4
specified in Web of ordinary
Face plates of built- At ends (15% of span) F2
the table stiffener
up stiffeners Elsewhere F4
End of primary
supporting members Deck plate, shell plate, inner bottom plate, bulkhead
F0
and ordinary plate
stiffeners
Ordinary stiffener Bottom and inner bottom plating F3
Shell plates in strengthened bottom forward F1
Center girder
Inner bottom plate and shell plate except the above F2
Side girder
including intercostal Bottom and inner bottom plating F3
plate
Bottom and
Shell plates and At ends, on a length equal to
double F2
inner bottom plates two frame spaces
bottom
Floor Center girder and side girders in way of hopper
F2
tanks
Elsewhere F3
Bracket on center
Center girder, inner bottom and shell plates F2
girder
Web stiffener Floor and girder F3
Side and
inner side
Web of primary Side plating, inner side plating and web of primary
in double F2
supporting members supporting members
side
structure
F1
Side frame Side frame and end
Side shell plate See Ch 3
of single bracket Sec 6 Fig.
side
19
structure
Tripping bracket Side shell plate and side frame F1
Deep
Side shell plating within 0.6L midship
Strength t ≥ 13 penetration
deck Elsewhere F1
t < 13 Side shell plating F1
Side shell plating F2
Other deck
Ordinary stiffeners F4
Deck Ordinary stiffener
and intercostal Deck plating F3
girder
At corners of hatchways for
F1
Hatch coamings Deck plating 15% of the hatch length
Elsewhere F2
Web stiffeners Coaming webs F4
PAGE 34 OF 35
Connection Category
Hull area
Of To
Non-watertight
Boundaries Swash bulkheads F3
bulkhead structure
Bulkheads
At ends (25% of span), where
Ordinary stiffener Bulkhead plating F1
no end brackets are fitted
Shell plating, deck At end (15% of span) F1
plating, inner
bottom plating, Elsewhere F2
Primary bulkhead
Web plate and
supporting In tanks, and located within
girder plate F2
members 0.125L from fore peak
Face plate
Face area exceeds 65 cm2 F2
Elsewhere F3
After peak Internal members Boundaries and each other F2
In way of main engine, thrust
Bed plate bearing, boiler bearers and F1
main generator engines
Seating Girder and bracket In way of main engine and
Girder plate F1
thrust bearing
Inner bottom plate In way of main engine and
F2
and shell thrust bearing
Super-
External bulkhead Deck F1
structure
Pillar Pillar Heel and head F1
Ventilator Coaming Deck F1
Vertical frames forming main piece F1
Rudder Rudder frame Rudder plate F3
Rudder frames except above F2

(1) Editorial correction for clarification of the thickness
(2) Editorial error for the threshold of corrosion addition. This correction is made to be in line with the technical
background.
(3) The requirement for weld of side frame is in accordance with IACS UR S12.
PAGE 35 OF 35
RULE CHANGE NOTICE NO. 1 (NOV 2007) COMMON STRUCTURAL RULES FOR BULK CARRIERS

Rule Change Notice No. 1

November 2007
Notes: This rule change is to be implemented by IACS Members on ships

contracted for construction from a date not later than 1 April 2008.
Bureau Veritas
Det Norske Veritas
Germanischer Lloyd
Lloyd's Register
Nippon Kaiji Kyokai
Copyright © 2006
PAGE 1 OF 4
For technical background for Rule Changes in this present document, reference is made to
separate document Technical Background for Rule Change Notice No.1.
APPENDIX 1 HULL GIRDER ULTIMATE STRENGTH
2.2 Load-end shortening curve σ-ε

The equation describing the load-end shortening curve σCR1-ε for the beam column buckling of ordinary
stiffeners composing the hull girder transverse section is to be obtained from the following formula (see Fig 3):
AStif + 10bE t p
σ CR1 = Φσ C1
AStif + 10 st p
where:
σ E1 ReH
ε 2
⎛ Φ ReH ε ⎞ ⎛ ReH ε ⎞ ReH

σ C1 = ReH ⎜⎜1 − ⎟⎟ σ C1 = ReH ⎜⎜1 − ⎟ for σ E1 > ε
⎝ 4 σ E1 ⎠ ⎝ 4 σ E1 ⎟⎠ 2

IE
σ E1 = π 2 E 10 − 4
AE l 2
IE : Net moment of inertia of ordinary stiffeners, in cm4, with attached shell plating of width bE1
s
b E1 = for β E > 1.0
βE
bE1 = s for β E ≤ 1.0
s εReH
β E = 10 3
tp E
AE : Net sectional area, in cm2, of ordinary stiffeners with attached shell plating of width bE
PAGE 2 OF 4

⎛ 2.25 1.25 ⎞
bE = ⎜ − 2 ⎟s for β E > 1.25
⎜ βE β E ⎟⎠
⎝
bE = s for β E ≤ 1.25
2.2.5 Torsional buckling

The equation describing the load-end shortening curve σCR2-ε for the flexural-torsional buckling of ordinary
stiffeners composing the hull girder transverse section is to be obtained according to the following formula (see
Fig 4).
AStif σ C 2 + 10 st pσ CP
σ CR 2 = Φ
AStif + 10st p
where:
σ E2 ReH
ε 2

σ C 2 = ReH ⎜⎜1 − ⎟⎟ σ C 2 = ReH ⎜⎜1 − ⎟⎟ for σ E 2 > ε
⎝ 4σ E 2 ⎠ ⎝ 4σ E 2 ⎠ 2

⎛ 2.25 1.25 ⎞
σ CP = ⎜ − 2 ⎟ ReH for β E > 1.25
⎜ β β E ⎟⎠
⎝ E
σ CP = ReH for β E ≤ 1.25

The equation describing the load-end shortening curve σCR4-ε for the web local buckling of flat bar ordinary
10st Pσ CP + AStif σ C 4
σ CR 4 = Φ
AStif + 10st P
where:
PAGE 3 OF 4

σ E4 ReH
ε 2

σ C 4 = ReH ⎜⎜1 − ⎟⎟ σ C 4 = ReH ⎜⎜1 − ⎟⎟ for σ E 4 > ε
⎝ 4σ E 4 ⎠ ⎝ 4σ E 4 ⎠ 2

2
⎛ tw ⎞
σ E 4 = 160000⎜⎜ ⎟⎟
⎝ hw ⎠
2.2.8 Plate buckling

The equation describing the load-end shortening curve σCR5-ε for the buckling of transversely stiffened panels
composing the hull girder transverse section is to be obtained from the following formula:
⎧ ReH Φ
⎪
⎪ ⎡ ⎛ 2⎤
σ CR 5 = min ⎨
⎢ s ⎜ 2.25 1.25 ⎞⎟ ⎛ s ⎞⎛⎜ 1 ⎞⎟ ⎥
⎪ ReH ⎢ l ⎜ β − 2 ⎟ + 0.1⎜1 − l ⎟⎜1 + 2 ⎟ ⎥
βE ⎠ ⎝ ⎠⎝ β E ⎠
⎪⎩ ⎣ ⎝ E ⎦
⎧ ReH Φ
⎪⎪
σ CR 5 = min ⎨ ⎡ s ⎛ 2.25 1.25 ⎞ ⎛ s ⎞⎛ 1 ⎞ ⎤
2
⎪ΦReH ⎢ l ⎜⎜ β − β 2 ⎟⎟ + 0.1⎜1 − l ⎟⎜⎜1 + β 2 ⎟⎟ ⎥

⎪⎩ ⎢⎣ ⎝ E E ⎠ ⎝ ⎠⎝ E ⎠ ⎥ ⎦
where:
Φ : Edge function defined in [2.2.3].
βE : Coefficient defined in [2.2.4].
PAGE 4 OF 4
TECHNICAL BACKGROUND FOR RCN NO. 1 (NOV 2007) COMMON STRUCTURAL RULES FOR BULK CARRIERS

Technical Background for

Rule Change Notice No. 1,
November 2007
Bureau Veritas
Det Norske Veritas
Germanischer Lloyd
Lloyd's Register
Nippon Kaiji Kyokai
Copyright © 2006
PAGE 1 OF 8
Technical Background for the Changes in:
Chapter 5/Appendix 1
1. Reason for the Rule Change:
The original formulae in Appendix 1 of Chapter 5 which are the determination of the
load-end shortening curve are some class Rules, however, some formulae is not consistent
with the assumption of the method adopted in CSR. This rule change proposal is made to fix
the inconsistency.
2. Explanation of the modified formula
2.1 Main assumptions of the method

The hull girder is treated as a beam subjected exclusively to bending, excluding shear. It
corresponds to the assumption of the cross section remaining plane during loading.
The method adopted uses the so-called "component approach" and is based on the following
simplifying assumptions:
• each cross section is made of an assembly of independent elements or components (plates and
stiffened plates),
• transverse cross-sections of the ship hull remain plane after deformation and perpendicular,
to the neutral surface, which enables to calculate for any curvature Ф the strain ε according to
the following formula : Ф = zε (z distance from the element under consideration to the neutral
axis),
• collapse occurs for panels located between two adjacent transverse primary members,
• elasto-plastic behaviour of each panel is determined under tension and compression;
• influence of shear stresses is neglected.
The method takes also advantage of the possibility to determine for each panel its load-end
shortening curve σCR1-ε, as indicated hereafter.
2.2 Determination of the load-end shortening curve σCR1-ε – beam column buckling
The Euler column buckling stress is taken as:

E I e'
σE =π 2 10 −4
Ae l 2
where I e' : moment of inertia, in cm4, of the stiffener with attached plating of width be’ taken
1.125 b
as: be' = ≤b
βe
Ae : cross sectional area, in cm², of the stiffener with an attached plating of width be taken as:
⎧ ⎛ 2.25 1.25 ⎞
⎪be = ⎜⎜ − 2 ⎟⎟b for β e ≥ 1.25
⎪ ⎝ βe βe ⎠
βe =
b σ c1
⎨
⎪b = b tp E
for β e < 1.25
⎪⎩ e
tp : thickness of attached plating
l: span of stiffeners
Since the effective width be of attached plating may be calculated for any strain level by considering
the generalized slenderness of plating β e (ε ) :
PAGE 2 OF 8
⎧ ⎛ 2.25 1.25 ⎞
⎪be (ε ) = ⎜⎜ − 2 ⎟⎟b for β e (ε ) ≥ 1.25
⎪ β
⎝ e (ε ) β (ε ) ⎠
⎨
e
⎪b (ε ) = b for β e (ε ) < 1.25

⎪⎩ e
the Euler column buckling stress can be expressed as:
E I e' (ε )
σ E (ε ) = π 2
Ae (ε ) l 2
where I e' = moment of inertia of the stiffener with attached plating of width be' (ε ) taken
as
1.125 b
be' (ε ) = ≤b
β e (ε )
If we assume that the Johnson-Ostenfeld correction is applicable to any edge stress the
maximum stress that the stiffener with attached plate of width be (ε ) can sustain is:
⎛ σe ⎞ ⎛ ⎞ σ E (ε )
σ max (ε ) = ⎜ 1 − ⎟ σ = Φ (ε ) ⎜ 1 − Φ (ε ) σ Y ⎟σ for > 0.5
⎜ ⎟
4 σ E (ε ) ⎠
e e
⎜ e
4 σ E (ε ) ⎟⎠
Y
σe
⎝ ⎝
σ E (ε )
σ max (ε ) = σ E (ε ) for ≤ 0.5
σe
σe
where Φ e (ε ) = .
σY
σ E (ε )
The φe (ε ) is defined as φ e (ε ) = , then the above formulae can be expressed as follows.
σe
⎛ 1 ⎞
σ max (ε ) = Φ e (ε ) ⎜ 1 − ⎟σ for φ e (ε ) > 0.5
⎜ 4 φ e (ε ) ⎟⎠
Y
⎝
σ max (ε ) = φ e (ε ) Φ e (ε ) σ Y for φ e (ε ) ≤ 0.5
σ E (ε )
where φ e (ε ) =
σe
For any relative strain ε , the average stress σ av in the stiffener with attached plate of width
be (ε ) is given by
(A Stif ( )
+ b t p ) σ av = AStif + be (ε ) t p σ max (ε )
AStif + Φ w (ε ) b t p ⎛ 1 ⎞
σ av = Φ e (ε ) ⎜1 − ⎟ σY for φ e (ε ) > 0.5
⎜ ⎟
AStif + b t p ⎝ 4 φe (ε ) ⎠
AStif + Φ w (ε ) b t p
σ av = φe (ε ) Φ e (ε ) σY for φ e (ε ) ≤ 0.5
AStif + b t p
CSR for Bulk Carriers, σav = σCR1 and σy = ReH, so the formulae are as follows:
AStif + Φ w (ε ) b t p ⎛ 1 ⎞
σ CR1 = Φ e (ε ) ⎜1 − ⎟ for φ e (ε ) > 0.5
AStif + b t p ⎜ 4 φ (ε ) ⎟ ReH
⎝ e ⎠
PAGE 3 OF 8
AStif + be (ε ) t p ⎛ σe ⎞ σ E (ε )
σ CR1 = Φ e (ε ) ⎜⎜1 − ⎟ ReH for > 0.5
AStif + b t p ⎝ 4 σ E (ε ) ⎟⎠ σe
AStif + be (ε ) t p σ E (ε )
σ CR1 = Φ e (ε ) σ C1 for > 0.5
AStif + b t p σe
⎛ σe ⎞
where σ C1 = ReH ⎜⎜1 − ⎟ and σ e = ReH ε
⎝ 4 σ E (ε ) ⎟⎠
AStif + be (ε ) t p ReH ε
σ CR1 = Φ e (ε ) σ C1 for σ E (ε ) >
AStif + b t p 2
⎛ ReH ε ⎞ ReH ε
where σ C1 = ReH ⎜⎜1 − ⎟ for σ E (ε ) >
⎝ 4 σ E (ε ) ⎟⎠ 2
ReH
Therefore, the formula for σ C1 for σ E1 > ε is modified to
2
⎛ ReH ε ⎞ ⎛ ΦReH ε ⎞
σ C1 = ReH ⎜⎜1 − ⎟ from σ C1 = ReH ⎜⎜1 − ⎟⎟
⎝ 4 σ E (ε ) ⎟⎠ ⎝ 4 σ E (ε ) ⎠
ReH
The formula for σ C1 for σ E1 ≤ ε is obtained as follows in the same manner.
2
A + Φ w (ε ) b t p
σ CR1 = φe (ε ) Φ e (ε ) S σY for φ e (ε ) ≤ 0.5
AS + b t p
σ E (ε ) A + be (ε ) t p σ E (ε )
σ CR1 = Φ e (ε ) S ReH for ≤ 0.5
σe AS + b t p σe
σ E (ε ) AS + be (ε ) t p ReH ε
σ CR1 = Φ e (ε ) ReH for σ E (ε ) ≤
ReH ε AS + b t p 2
σ E (ε ) AS + be (ε ) t p ReH ε
σ CR1 = Φ e (ε ) for σ E (ε ) ≤
ε AS + b t p 2
AS + be (ε ) t p ReH ε
σ CR1 = Φ e (ε ) σ C1 for σ E (ε ) ≤
AS + b t p 2
σ E (ε ) ReH ε
where σ C1 = for σ E (ε ) ≤
ε 2
ReH
Therefore, the modification of formula for σ C1 for σ E1 ≤ ε is not necessary.
2
The proposed modification of the formula for the load-end shortening curve of torsional
buckling and web local buckling of ordinary stiffeners made of flat bars can be obtained by
the same manner mentioned above.
2.3 Determination of the load-end shortening curve σCR1-ε – plate buckling
The ultimate strength for plate panel element is approximated by the following formula.
PAGE 4 OF 8
⎡b ⎛ 2.25 1.25 ⎞ ⎛ b⎞ ⎛ 1 ⎞
2
⎤
σ cr = ⎢ ⎜⎜ − 2 ⎟⎟ + 0.1 ⎜ 1 − ⎟ ⎜⎜1 + 2 ⎟⎟ ⎥ σY
⎢⎣ a ⎝ β0 β0 ⎠ ⎝ a⎠ ⎝ β0 ⎠ ⎥⎦
b σY
where β0 =
t E
As for transversely stiffened panels, the above equation can be generalised to any edge stress
σ e according to:
σ max (ε ) = Φ w (ε ) σ e = Φ e (ε ) Φ w (ε ) σ Y
2
⎛ 2.25 1.25 ⎞ ⎛ 1 ⎞
⎟⎟ + 0.1 ⎛⎜ 1 − ⎞⎟
b b
where Φ w (ε ) = ⎜⎜ − 2 ⎜⎜1 + 2 ⎟⎟
a ⎝ β e (ε ) β e (ε ) ⎠ ⎝ a⎠ ⎝ β e (ε ) ⎠
β e (ε ) = β 0 ε
σ e = Φ e (ε )σ y
In CSR for Bulk Carriers, σmax = σCR5 and σy = ReH,, a = l and b = s, so the formula is as follows:
⎡s ⎛ 2.25 1.25 ⎞ ⎛ s⎞ ⎛ 1 ⎞
2
⎤
σ CR 5 (ε ) = Φ e (ε ) ⎢ ⎜ ⎟ ⎜1 + 2 ⎟ ⎥ ReH
⎢⎣ l ⎜ β (ε ) β 2 (ε ) ⎟ + 0.1 ⎜⎝ 1 − l ⎟⎠
− ⎜ β (ε ) ⎟ ⎥⎦
⎝ e e ⎠ ⎝ e ⎠
In addition, ultimate strength of transversely stiffened panels is controlled by the yielding

stress of the material.
⎧{ReH Φ
⎪⎪
Therefore, σ CR 5 is modified to σ CR 5 = min ⎨ ⎡ s ⎛ 2.25 1.25 ⎞ ⎛ s ⎞⎛ 1 ⎞ ⎤
2
⎪{ReH Φ ⎢ l ⎜⎜ β − β 2 ⎟⎟ + 0.1⎜1 − l ⎟⎜⎜1 + β 2 ⎟⎟ ⎥

⎢⎣ ⎝ E E ⎠ ⎝ ⎠⎝ E ⎠ ⎥
⎩⎪ ⎦
⎧{ReH Φ
⎪⎪
from σ CR 5 = min ⎨ ⎡ s ⎛ 2.25 1.25 ⎞ ⎛ s ⎞⎛ 1 ⎞ ⎤
2
⎪{ReH ⎢ l ⎜⎜ β − β 2 ⎟⎟ + 0.1⎜1 − l ⎟⎜⎜1 + β 2 ⎟⎟ ⎥

⎪⎩ ⎢⎣ ⎝ E E ⎠ ⎝ ⎠⎝ E ⎠ ⎥ ⎦
3. Impact on Scantling
3.1 The effect due to the modification of formula
At first, the investigation was carried out how this modification of the formula affects the
load-end shortening curve.
The load-shortening curve was calculated for the following stiffened panel and plate.
The material of all plates and stiffeners is HT32.
Type of stiffener Angle T-Bar Flat Bar Plate

or plate
Size of stiffener 250x90x10.0/15.0 350x11.0/100x17.0 300x17.0 -
Size of plate 2400x800x15.0 2400x800x15.0 2400x800x25.0 800x8000x15.0
PAGE 5 OF 8
The Fig.1 shows the results of load-shortening curve. In Fig.1, the solid line is the modified
one and the broken line is the current one, and vertical line means the relative stress and
horizontal line means the relative strain.
(a) Angle (b) T-Bar
(c) Flat Bar (d) Plate
Fig.1 The results of load-shortening curve
As shown in Fig. 1 (a), (b) and (c), the load-shortening curve for the longitudinal stiffened
panel is not affected by this modification.
However, as shown in Fig. 1 (d), the load-shortening curve for the buckling of plate
(transversely stiffened panel) is affected by this modification, especially critical stress is
decreased.
In order to investigate a large decrease in critical stress for the plate due to the modification
of the formulae, additional calculation of the load-shortening curve of the plate with
different aspect ratio and thickness as given in the table below is carried out.
Aspect ratio = 3 Aspect ratio = 5 Aspect ratio = 10

2400 * 800*15.0, HT32 4000 * 800*15.0, HT32 8000 * 800*15.0, HT32
2400 * 800*20.0, HT32 4000 * 800*20.0, HT32 8000 * 800*20.0, HT32
The comparisons on load-shortening curves of plates with 3 different aspect ratio subjected
to transverse thrust are shown in Fig.2.
PAGE 6 OF 8
(a) Aspect ratio = 10 (8000*800)
(b) Aspect ratio = 5 (4000*800)
(c) Aspect ratio = 3 (2400*800)
Fig.2 The comparison results on load-shortening curves of plates with 3 different aspect ratio
PAGE 7 OF 8
From Fig. 2, it is found that the load-shortening curve for buckling of plate decrease due to
the modification of the formulae.
From these results, it is obvious that this modification does not give the impact for Double
side skin BC with longitudinal framing system.
3.2 Scantling impact due to this modification
According to the results specified in 3.1, it was found that this modification affects the
scantling of ships with transversely framing system. Then the scantling impact calculation
was carried out for the following three kinds of single side skin BCs, i.e., Handy Max,
Panamax and Cape size. In addition, the scantling impact calculation was carried out for one
double side skin BC for reference.
The ultimate bending moment capacities obtained by the modified formula were compared
with those of the current one as given in the table below.
The scantling impact due to this modification was calculated based on the following
assumption.
(1) The ultimate bending moment capacity of each ship calculated according to the current
formula is equal to the required value.
(2) In order to satisfy with the required ultimate bending moment capacity, only the
thickness of upper deck plating is increased. Because as the deck plating is located apart
from the neutral axis of transverse section, increasing the thickness of deck plating is
very effective to improve the ultimate hull girder bending capacity.
(3) The scantling calculation is calculated based on the increase of the transverse section area
within 0.4 L amidships.
The scantling increase due to this modification was also given in the table.
Ratio Difference of ultimate Scantling

(=Modification/ current) bending moment capacities increase
SSS Handy max 96.1 % -3.9% 0.82 %
SSS Panamax 97.6% -2.4% 0.68%
SSS Cape size 98.4% -1.6% 0.58%
DSS Cape size 100.0% 0.0% 0.0%
***** End *****
PAGE 8 OF 8
RULE CHANGE NOTICE 2 COMMON STRUCTURAL RULES FOR BULK CARRIERS

Rule Change Notice 2

February 2008
Notes: (1) This Rule change shall apply to ships contracted for construction on or
after 1 July 2008. The Rule change may be adopted before 1 July 2008 at
the discretion of the Society.
Bureau Veritas
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Germanischer Lloyd
Lloyd's Register
Nippon Kaiji Kyokai
Copyright © 2006
PAGE 1 OF 7
separate document Technical Background for Rule Change Notice 2.

9. Deck structure
9.5 Hatch supporting structure

9.5.2
Clear of openings, adequate continuity of strength of longitudinal hatch coamings is
to be ensured by under deck girders.
The connection of hatch end beams to longitudinal girders and web frames is to be
ensured. Hatch end beams are to be aligned with transverse web frames in top side
tanks.
9.5.3
Clear of openings, adequate continuity of strength of longitudinal hatch coamings is
to be ensured by under deck girders.
At hatchway corners, the face plate of hatch coamings and longitudinal deck girders
or their extension parts provided under deck in line with hatch coamings and the face
plates of hatch end beams girders on both sides are to be effectively connected so as to
maintain the continuity in strength.
9.6 Openings in the strength deck

9.6.3 Corner of hatchways
For hatchways located within the cargo area, insert plates, whose thickness is to be
determined according to the formula given after, are generally to be fitted in way of
corners where the plating cut-out has a circular profile.
The radius of circular corners is to be not less than 5% of the hatch width, where a
continuous longitudinal deck girder is fitted below the hatch coaming.
Corner radius, in the case of the arrangement of two or more hatchways athwartship,
is considered by the Society on a case by case basis.
For hatchways located within the cargo area, insert plates are, in general, not required
in way of corners where the plating cut-out has an elliptical or parabolic profile and
the half axes of elliptical openings, or the half lengths of the parabolic arch, are not
less than:
• 1/20 of the hatchway width or 600 mm, whichever is the lesser, in the transverse
direction
PAGE 2 OF 7
• twice the transverse dimension, in the fore and aft direction.

Where insert plates are required, their net thickness is to be obtained, in mm, from the
following formula:
t INS = (0.8 + 0.4l / b ) t
without being taken less than t or greater than 1.6t

where:
l : Width, in m, in way of the corner considered, of the cross deck strip between
two consecutive hatchways, measured in the longitudinal direction (see Fig 23)
b : Width, in m, of the hatchway considered, measured in the transverse direction
(see Fig 23)
t : Actual net thickness, in mm, of the deck at the side of the hatchways.
For the extreme corners of end hatchways, the thickness of insert plates is to be 60%
greater than the actual thickness of the adjacent deck plating. A lower thickness may
be accepted by the Society on the basis of calculations showing that stresses at hatch
corners are lower than permissible values.
Where insert plates are required, the arrangement is shown in Fig 25, in which d1, d2,
d3 and d4 are to be greater than the ordinary stiffener spacing.
For hatchways located outside the cargo area, a reduction in the thickness of the
insert plates in way of corners may be considered by the Society on a case by case
basis.
For ships having length L of 150 m or above, the corner radius, the thickness and the
extent of insert plate may be determined by the results of a direct strength assessment
according to Ch 7, Sec 2 and Sec 3, including buckling check and fatigue strength
assessment of hatch corners according to Ch 8, Sec 5.
Figure 25: Hatch corner insert plate
PAGE 3 OF 7

SECTION 3 HULL GIRDER LOADS
2. Still water loads
2.1 General
2.1.2 Partially filled ballast tanks in ballast loading conditions
Ballast loading conditions involving partially filled peak and/or other ballast tanks at
departure, arrival or during intermediate conditions are not permitted to be used as
design conditions unless:
• design stress limits are satisfied for all filling levels between empty and full, and
• for BC-A and BC-B ships, longitudinal strength of hull girder in flooded
condition according to Ch 5, Sec 1, [2.1.3] is complied with for all filling levels
between empty and full.
However, for the purpose of design, it is acceptable if, in each condition at departure,
arrival and, where required by [2.1.1], any intermediate condition, the tanks intended
to be partially filled are assumed to be empty and full.
In addition, the specified partly filled level in the intended condition is to be
considered.
To demonstrate compliance with all filling levels between empty and full, it will be
acceptable if, in each condition at departure, arrival, and where required by [2.1.1],
any intermediate condition, the tanks intended to be partially filled are assumed to
be:
• empty
• full
• partially filled at intended level
Where multiple tanks are intended to be partially filled, all combinations of empty,
full or partially filled at intended level for those tanks are to be investigated.
2.1.4 Sequential ballast water exchange

Requirements of [2.1.2] and [2.1.3] are not applicable to ballast water exchange using
the sequential method.
PAGE 4 OF 7

SECTION 2 AFT PART
5. Connection of hull structures with the rudder horn
5.1 Connection of aft peak structures with the rudder horn

5.1.3 Hull structures
Between the horn intersection with the shell and the peak tank top, the vertical
extension of the hull structures is to be not less than the horn height, defined as the
distance from the horn intersection with the shell to the mid-point of the lower horn
gudgeon.
The vertical extension of hull structure to support the rudder horn between the horn
intersection with the shell and the peak tank top is in accordance with the
requirements of Ch 10, Sec 1, [9.2.6] and [9.2.7].
The thickness of the structures adjacent to the rudder horn, such as shell plating,
floors, platforms and side girders, the centreline bulkhead and any other structures, is
to be adequately increased in relation to the horn scantlings.
SECTION 4 SUPERSTRUCTURES AND DECKHOUSES
5. Superstructure end bulkheads and deckhouse walls End bulkheads of

superstructure and deckhouse
5.1 Application
5.1.1
The requirements in 5.2 and 5.3 apply to end bulkhead of superstructure and
deckhouse superstructure end bulkheads and deckhouse walls forming the only
protection for openings, are required by ILLC as amended, and for accommodation.
5.3 Scantling
5.3.1 Stiffeners
The section modulus w, in cm3, and the shear area Ash, in cm2, of the stiffeners is not to
be less than the value obtained from the following formula:
w = 0.35kp A sl 2
This requirement assume the webs of lowest tier stiffeners to be efficiently welded to
the decks. Scantlings for other types of end connections may be specially considered.
PAGE 5 OF 7
The section modulus of deckhouse side stiffeners needs not to be greater than that of
side frames on the deck situated directly below; taking account of spacing s and span
l.
PAGE 6 OF 7
CHAPTER 13 – SHIPS IN OPERATION, RENEWAL

CRITERIA
SECTION 1 MAINTENANCE OF CLASS
1. General
1.2 Definitions
1.2.2 Substantial corrosion
Substantial corrosion is an extent of corrosion such that assessment of the corrosion
pattern indicates a wastage in excess of 75% of allowable margins but within
acceptable limits gauged (or measured) thickness between trenewal and trenewal + treserve.
The allowable margin is the total corrosion addition tC, as defined in Ch 3, Sec 3.
PAGE 7 OF 7
TECHNICAL BACKGROUND FOR RULE CHANGE NOTICE 2 COMMON STRUCTURAL RULES FOR BULK CARRIERS


February 2008
Bureau Veritas
Det Norske Veritas
Germanischer Lloyd
Lloyd's Register
Nippon Kaiji Kyokai
Copyright © 2006
PAGE 1 OF 7
Technical Background for the Changes in:
Chapter 3/Section 6/9.5.2
This change is made to clarify the requirement.
In order to clarify the requirement, the first sentence is moved to 9.5.3.
There is no change in terms of the steel weight by comparing that before and after the
proposed Rule change.
The change is made to clarify the requirement.
The word “the face plate of” was deleted, taking into account the current design of BC.
PAGE 2 OF 7
Chapter 3/Section 6/9.6.3 Corner of hatchways
For ships having length L of 150 m and above, FEA including buckling check, hull girder
ultimate strength check and fatigue check of hatch corners are required by the CSR for bulk
carriers.
Therefore, it is considered that the extent of insert plate can be determined based on such
evaluation result in lieu of the requirement of this sub-section.
There may be slight change in terms of the steel weight by comparing that before and after
the proposed Rule change. In any case, however, there is no influence for on the structural
integrity of the ship.
PAGE 3 OF 7
Chapter 4/Section 3/2.1.2 and 2.1.4
Chapter 4/Section 3/2.1.2 and 2.1.4
This rule change is made to be in line with the revision 5 (Jan 2005) of IACS UR S11.
The last 2 sentences of [2.1.2] and new paragraph [2.1.4] correspond to the applicable parts of
IACS UR S11.2.1.3 and S11.2.1.5 respectively.
The rule change proposal has no impact on scantling as the IACS UR S11 should have been
applied by designer. No consequence assessment is considered necessary.
PAGE 4 OF 7
Chapter 9/Section 2/5.1.3 Hull structures
A significant number of questions and comments have been raised with respect to the
vertical extension of the internals in way of the rudder horn (e.g., aft peak floors). When the
vertical extension is required not to be less than the horn height, defined as the distance from
the horn intersection with the shell to the mid-point of the lower horn gudgeon, it is quite
different from the current designs and designers have indicated that this is excessive.
The change is made so that the required vertical extension becomes practical and a cross
reference to the floor and girder requirements of Ch.10, Sec.1 [9.2.6] and 9.2.7] is provided.
The requirements of Ch.10, Sec.1 [9.2.6] through [9.2.10] include general prescriptive
requirements for the strengthening and alignment of floors and girders in way of the rudder
horn. These prescriptive requirements have been shown to provide adequate stiffness in the
stern construction area in order to support the rudder forces and to prevent unfavourable
hull vibration due to the propeller wake, as they are similar to the existing rules which have
resulted in sufficient structure. The aft peak structure in the vicinity of the attachment of
horn, peak tank plate and closely spaced floors, can fairly distribute rudder force into hull
structures. As is the case with any other part of the structure, unless there is some unusual
or novel arrangement, further detailed analytical checks are not considered necessary.
The connection of the rudder horn is handled in CSR for Double Hull Oil Tankers 8/5.2.2.3
and are fairly similar to the above mentioned Ch.10 Sec. 1 [9.2.6] through [9.2.10].
There may be slight change in terms of the steel weight by comparing that before and after
the proposed Rule change. In any case, however, there is no influence on the structural
integrity of the ship.
Chapter 9/Section 4/5 & 5.1.1 Application
Considering the comments from Technical Committee, the editorial correction of the title of
Ch 9 Sec 4 [5] and the text of Ch 9 Sec 4 [5.1.1] is made to be in line with IACS UR S 3.
Chapter 9/Section 4/5.3.1 Stiffeners
There is no formula for required shear area for stiffeners of end bulkheads of superstructure
and deckhouses. Therefore, the corresponding words are deleted.
PAGE 5 OF 7
There is no formula for required shear area for stiffeners of superstructure end bulkheads
and deckhouses wall.
Therefore, the corresponding words are deleted.
PAGE 6 OF 7
Chapter 13/Section 1/1.2.2 Substantial corrosion
This change is made to be consistent with Chapter 13/Section 2/3.2.2 and IACS UR
Z10.2.1.2.11 (Rev. 22 June 2006).
***** End *****
PAGE 7 OF 7

Corrigenda 5
Rule Editorials
(3) Users are reminded that the formula in Chapter 5, Appendix 1, 2.2.8,
was corrected by Rule Change Notice No.1, November 2007.
• Details about the IACS CSR Knowledge Centre (KC) ID Numbers can be found on
the IACS CSR web site (www.iacs.org.uk) under the headings of ‘Questions and
Answers and Common Interpretations‘.
Bureau Veritas
Det Norske Veritas
Germanischer Lloyd
Lloyd's Register
Nippon Kaiji Kyokai
Copyright © 2006
PAGE 1 OF 40
CHAPTER 1 – GENERAL PRINCIPLES
SECTION 4 SYMBOLS AND DEFINITIONS

2. Symbols
2.1 Ship’s main data

2.1.1
V : Maximum ahead service speed, in knots, means the greatest speed which the ship is designed to maintain in
service at her deepest seagoing draught at the maximum propeller RPM and corresponding engine MCR
(Maximum Continuous Rating).

This editorial correction is made to be in line with the definition in the IACS Common Structural Rules for
Double Hull Oil Tankers.
(Refer to KC ID 514)
PAGE 2 OF 40
CHAPTER 2 – GENERAL ARRANGEMENT DESIGN
SECTION 3 ACCESS ARRANGEMENT

2. Technical provisions for means of access
2.3 Construction of ladders

2.3.2 Inclined ladders
Ref. IMO Technical Provisions, 3.6 (Resolution MSC.158(78))
The width of inclined ladders between stringers is to be not less than 400 mm. The treads are to be equally
spaced at a distance apart, measured vertically, of between 200 mm and 300 mm. When steel is used, the treads
are to be formed of two square bars of not less that than 22 mm by 22 mm in section, fitted to form a horizontal
step with the edges pointing upward. The treads are to be carried through the side stringers and attached thereto
by double continuous welding. All inclined ladders are to be provided with handrails of substantial construction
on both sides, fitted at a convenient distance above the treads.

Editorial correction.
PAGE 3 OF 40
SECTION 1 MATERIAL
2. Hull structural steel
2.3 Grades of steel
2.3.7
In specific cases, such as [2.3.6] [2.3.8], with regard to stress distribution along the hull girder, the classes
required within 0.4L amidships may be extended beyond that zone, on a case by case basis.

PAGE 4 OF 40
Table 4 Application of material classes and grades

Material class
Structural member category Within 0.4L Outside 0.4L
amidship amidship
SECONDARY
Longitudinal bulkhead strakes, other than that belonging to
the Primary category
Deck Plating exposed to weather, other than that belonging to I A/AH
the Primary or Special category
Side plating (7)
PRIMARY
Bottom plating, including keel plate
Strength deck plating, excluding that belonging to the Special
category
Continuous longitudinal members above strength deck,
II A/AH
excluding hatch coamings
Uppermost strake in longitudinal bulkhead
Vertical strake (hatch side girder) and uppermost sloped
strake in top wing tank
SPECIAL
Sheer strake at strength deck (1), (6)
Stringer plate in strength deck (1), (6)
Deck strake at longitudinal bulkhead (6)
Strength deck plating at corners of cargo hatch openings in
bulk carriers, ore carriers, combination carriers and other
II
ships with similar hatch openings configuration (2)
III (I outside 0.6L
Bilge strake (3), (4), (6)
amidships)
Longitudinal hatch coamings of length greater than 0.15L (5)
Web of lower bracket of side frame of single side bulk
carriers having additional service feature BC-A or BC-B (5)
End brackets and deck house transition of longitudinal cargo
hatch coamings (5)
Notes:
(1) Not to be less than grade E/EH within 0.4L amidships in ships with length exceeding 250 m.
(2) Not to be less than class III within 0.6L amidships and class II within the remaining length of the
cargo region.
(3) May be of class II in ships with a double bottom over the full breadth and with length less than
150 m.
(4) Not to be less than grade D/DH within 0.4L amidships in ships with length exceeding 250 m.
(5) Not to be less than grade D/DH.
(6) Single strakes required to be of class III or of grade E/EH and within 0.4L amidships are to have
breadths, in m, not less than 0.8 + 0.005L, need not be greater than 1.8 m, unless limited by the
geometry of the ship's design.
(7) For BC-A and BC-B ships with single side skin structures, side shell strakes included totally or
partially between the two points located to 0.125l above and below the intersection of side shell
and bilge hopper sloping plate are not to be less than grade D/DH, l being the frame span.

The editorial correction is made to clarify the application of structural members. (Refer to KC ID 502)
PAGE 5 OF 40
8. Single side structure
8.3 Side frames
8.3.1 General
Frames are to be built-up symmetrical sections with integral upper and lower brackets and are to be arranged
with soft toes.
The side frame flange is to be curved (not knuckled) at the connection with the end brackets. The radius of
curvature is not to be less than r, in mm, given by:
0.3b 2f 0.4b 2f
r= r=
t f + tC t f + tC
where:
tC : Corrosion addition, in mm, specified in Ch 3, Sec 3
bf and tf : Flange width and net thickness of the curved flange, in mm. The end of the flange is to be sniped.
In ships less than 190 m in length, mild steel frames may be asymmetric and fitted with separate brackets. The
face plate or flange of the bracket is to be sniped at both ends. Brackets are to be arranged with soft toes.
The dimensions of side frames are defined in Fig 19.

This correction is made to be in line with IACS UR S12. (Refer to KC ID 564)
10.4 Corrugated bulkhead
10.4.4 Span of corrugations

The span lC of the corrugations is to be taken as the distance shown in Fig 29.
For the definition of lC, the height of the upper and lower stools may not be taken smaller than the values
specified in [10.4.7] and [10.4.8] the internal end of the upper stool is not to be taken more than a distance from
the deck at the centre line equal to:
- 3 times the depth of corrugation, in general
- 2 times the depth of corrugation, for rectangular stool

This correction is made to be in line with IACS UR S18. (Refer to KC ID 424 & 445)
10.4.7 Lower stool

The lower stool, when fitted, is to have a height in general not less than 3 times the depth of the corrugations.
PAGE 6 OF 40
The net thickness and material of the stool top plate are to be not less than those required for the bulkhead
plating above. The thickness and material properties of the upper portion of vertical or sloping stool side plating
within the depth equal to the corrugation flange width from the stool top are to be not less than the required
flange plate thickness and material to meet the bulkhead stiffness requirement at the lower end of the
corrugation.
The ends of stool side ordinary stiffeners, when fitted in a vertical plane, are to be attached to brackets at the
upper and lower ends of the stool.
The distance d from the edge of the stool top plate to the surface of the corrugation flange is to be in accordance
with Fig 30.
The stool bottom is to be installed in line with double bottom floors or girders as the case may be, and is to have
a width not less than 2.5 times the mean depth of the corrugation.
The stool is to be fitted with diaphragms in line with the longitudinal double bottom girders or floors as the case
may be, for effective support of the corrugated bulkhead. Scallops in the brackets and diaphragms in way of the
connections to the stool top plate are to be avoided.
Where corrugations are cut at the lower stool, corrugated bulkhead plating is to be connected to the stool top
plate by full penetration welds. The stool side plating is to be connected to the stool top plate and the inner
bottom plating by either full penetration or deep penetration welds. The supporting floors are to be connected to
the inner bottom by either full penetration or deep penetration weld. The weld of corrugations and stool side
plating to the stool top plate are to be full penetration one. The weld of stool side plating and supporting floors to
the inner bottom plating are to be full penetration or deep penetration welds.

This correction is made to be in line with IACS UR S18. (Refer to KC ID 337)
PAGE 7 OF 40
SECTION 5 EXTERNAL PRESSURES AND FORCES

3. External pressures on superstructures and deckhouses
3.2 Exposed wheel house tops

3.2.1
The lateral pressure for exposed wheel house tops, in kN/m2, is not to be taken less than:
p = 2.5 p = 12.5
Editorial correction regarding the minimum pressure for superstructures, etc. is made because it is a typo (Refer
to KC ID 478).
3.4 End Superstructure end bulkheads of superstructure and deckhouse

3.4.1
The lateral pressure, in kN/m2, for determining the scantlings is to be obtained from the greater of the following
formulae:
p A = nc[bC − ( z − T )]
p A = p A min
where:
n : Coefficient defined in Tab 7, depending on the tier level.
The lowest tier is normally that tier which is directly situated above the uppermost continuous deck to
which the depth D is to be measured. However, where the actual distance (D-T) exceeds the minimum
non-corrected tabular freeboard according to ILLC as amended by at least one standard superstructure
height as defined in Ch 1, Sec 4, [3.18.1], this tier may be defined as the 2nd tier and the tier above as
the 3rd tier
c : Coefficient taken equal to:
b1
c = 0.3 + 0.7
B1
For exposed parts of machinery casings, c is not to be taken less than 1.0
b1 : Breadth of deckhouse at the position considered
B1 : Actual maximum breadth of ship on the exposed weather deck at the position considered.
b1 B1 is not to be taken less than 0.25
b : Coefficient defined in Tab 8

x : X co-ordinate, in m, of the calculation point for the bulkhead considered. When determining sides of a
deckhouse, the deckhouse is to be subdivided into parts of approximately equal length, not exceeding
0.15 L each, and x is to be taken as the X co-ordinate of the centre of each part considered.
z : Z co-ordinate, in m, of the midpoint of stiffener span, or to the middle of the plate field
PAGE 8 OF 40
l : Span, in m, to be taken as the superstructure height or deckhouse height respectively, and not less than
2.0 m
pAmin : Minimum lateral pressure, in kN/m2, defined in Tab 9.
Table 7 : Coefficient n
(Note: Change in title only, no change in Tab 7)
Table 8 : Coefficient b
(Note: Change in title only, no change in Tab 8)
Table 9 : Minimum lateral pressure pAmin
pAmin, in kN/m2
Lowest tier of
L Elsewhere (1)
unprotected fronts
L L
90 < L ≤ 250 25 + 12.5 +
10 20
L > 250 50 25
(1) For the 4 tier and above, p A min is to be taken equal to 2.5 12.5kN/m2.
th

Editorial correction (Refer to KC ID 478 and 479)
4. PRESSURE IN BOW AREA

4.1Bow flare area pressure
4.1.1
The bow pressure, in kN/m2, to be considered for the reinforcement of the bow flare area is to be obtained from
p FB = K ( p S + pW )
where:
p S, p W : Hydrostatic pressure and maximum hydrodynamic pressures among load cases H, F, R and P,
calculated in normal ballast condition at TB
K : Coefficient taken equal to:
K=
(
c FL 0.2V + 0.6 L )2
(10 + z − TB ) to be taken not less than 1.0

⎛ 20 ⎛ x ⎞ ⎞
2
42C (C B + 0.7 )⎜1 + ⎜ − 0.7 ⎟ ⎟
⎜ CB ⎝ L ⎠ ⎟⎠
⎝
cFL : Coefficient taken equal to:
cFL = 0.8 in general
0.4
c FL = where the flare angle α is greater than 40°
1.2 − 1.09 sin α
PAGE 9 OF 40
Where, the flare angle α at the load calculation point is to be measured in plane of the frame between a
vertical line and the tangent to the side shell plating. (see Fig 7)
Plane of the frame

x
Flare angle
load calculation point

α
z
tangent to the
TB CL side shell
Figure 7: The definition of the flare angle

Clarification of the definition of flare angle (Refer to KC ID 533)
PAGE 10 OF 40
SECTION 1 YIELDING CHECK

3. Checking criteria
3.1 Normal stresses

3.1.1
It is to be checked that the normal stresses σ1 calculated according to [2.1.2] and, when applicable, [2.1.3] are in
compliance with the following formula:
σ1 ≤ σ1,ALL
where:
σ1,ALL : Allowable normal stress, in N/mm2, obtained from the following formulae:
130 x
130 x σ 1, ALL = for ≤ 0.1
σ 1, ALL = for ≤ 0 .1 k L
k L 2
2 190 1500 ⎛ x ⎞ x
σ 1, ALL =
190 1500 ⎛ x
− ⎜ − 0 .3 ⎟
⎞
for
x
0 .1 < < 0 .3 σ 1, ALL = − ⎜ − 0.3 ⎟ for 0.1 < < 0.3
k k ⎝L ⎠ L k k ⎝L ⎠ L
190 x 190 x
σ 1, ALL = for 0 .3 ≤ ≤ 0 .7 σ 1, ALL = for 0.3 ≤ ≤ 0.7
k L k L
2
190 1500 ⎛ x ⎞ x 190 1500 ⎛ x ⎞
2
x
σ 1, ALL − ⎜ − 0 .7 ⎟ for 0 .7 < < 0 .9
σ 1, ALL = − − 0.7 < < 0.9
k k ⎝L ⎠ L ⎜ 0 . 7 ⎟ for
130 x k k ⎝L ⎠ L
σ 1, ALL = for ≥ 0 .9 130 x
k L σ 1, ALL = for ≥ 0.9
k L

4. Section modulus and moment of inertia
4.5 Extent of higher strength steel

4.5.1
When a material factor for higher strength steel is used in calculating the required section modulus at bottom or
deck according to [4.2] or [4.3], the relevant higher strength steel is to be adopted for all members contributing to
the longitudinal strength (see [1]), at least up to a vertical distance, in m, obtained from the following formulae:
• above the baseline (for section modulus at bottom):
σ 1B − kσ 1, ALL
VHB = z
σ 1B + σ 1D D
PAGE 11 OF 40
• below a horizontal line located at a distance VD (see [1.4.2]) above the neutral axis of the hull
transverse section (for section modulus at deck):
σ 1D − kσ 1, ALL
VHD = (N + VD )
σ 1B + σ 1D
where:
σ1B, σ1D : Normal stresses, in N/mm2, at bottom and deck, respectively, calculated according to [2.1.2]
zD : Z co-ordinate, in m, of the strength deck defined in [1.3], with respect to the reference co-ordinate
system defined in Ch 1, Sec 4, [4]

PAGE 12 OF 40
APPENDIX 1 - HULL GIRDER ULTIMATE STRENGTH
Symbols
For symbols not defined in this Appendix, refer to Ch 1, Sec 4.
IY : Moment of inertia, in m4, of the hull transverse section around its horizontal neutral axis, to be
calculated according to Ch 5, Sec 1, [1.5.1]
ZAB, ZAD : Section moduli, in cm3 m3 at bottom and deck, respectively, defined in Ch 5, Sec 1, [1.4.2].

2. CRITERIA FOR THE CALCULATION OF THE CURVE M-Χ

2.1 Simplified method based on incremental-iterative approach
2.1.2 Assumption
In applying the procedure described in [2.1.1], the following assumptions are generally to be made:
• the ultimate strength is calculated at hull transverse sections between two adjacent transverse webs.
• the hull girder transverse section remains plane during each curvature increment.
• the hull material has an elasto-plastic behaviour.
• the hull girder transverse section is divided into a set of elements, which are considered to act
independently.
These elements are:
– transversely framed plating panels and/or ordinary stiffeners with attached plating, whose structural
behaviour is described in [2.2.1]
– hard corners, constituted by plating crossing, whose structural behaviour is described in [2.2.2].
• according to the iterative procedure, the bending moment Mi acting on the transverse section at each
curvature value χi is obtained by summing the contribution given by the stress σ acting on each element. The
stress σ, corresponding to the element strain ε, is to be obtained for each curvature increment from the non-
linear load-end shortening curves σ- ε - of the element.
These curves are to be calculated, for the failure mechanisms of the element, from the formulae specified in
[2.2]. The stress σ is selected as the lowest among the values obtained from each of the considered load-end
shortening curves σ- ε.
• The procedure is to be repeated until the value of the imposed curvature reaches the value χF, in m-1, in
hogging and sagging condition, obtained from the following formula:
MY
χ F = ±0.003
EI Y
where:
MY : the lesser of the values MY1 and MY2, in kN.m:
MY1 = 10-3 ReH ZAB MY1 = 103 ReH ZAB
PAGE 13 OF 40
MY2 =10-3 ReH ZAD MY2 =103 ReH ZAD

If the value χF is not sufficient to evaluate the peaks of the curve M-χ, the procedure is to be repeated until the
value of the imposed curvature permits the calculation of the maximum bending moments of the curve.

2.2.6 Web local buckling of ordinary stiffeners made of flanged profiles

The equation describing the load-end shortening curve σCR1-ε σCR3-ε for the web local buckling of flanged
ordinary stiffeners composing the hull girder transverse section is to be obtained from the following formula:
10 3 bE t p + hwe t w + b f t f
σ CR 3 = ΦReH
10 3 st p + hw t w + b f t f
where
bE : Effective width, in m, of the attached shell plating, defined in [2.2.4]
hwe : Effective height, in mm, of the web, equal to:
⎛ 2.25 1.25 ⎞
hwe = ⎜ − 2 ⎟ hw for β w > 1.25
⎜ βw β w ⎟⎠
⎝
hwe = hw for β w ≤ 1.25
hw ε ReH
βw =
tw E


⎧ ReH Φ
⎪
⎪ ⎡ ⎛ 2⎤
σ CR 5 = min ⎨
⎢ s ⎜ 2.25 1.25 ⎞⎟ ⎛ s ⎞⎛⎜ 1 ⎞⎟ ⎥
⎪ ReH ⎢ l ⎜ β − 2 ⎟ + 0.1⎜1 − l ⎟⎜1 + 2 ⎟ ⎥
βE ⎠ ⎝ ⎠⎝ β E ⎠
⎪⎩ ⎣ ⎝ E ⎦
where:
s εReH
βE : Coefficient defined in [2.2.4]. β E = 10 3
tp E
s: plate breadth, in m, taken as the spacing between the ordinary stiffeners
PAGE 14 OF 40
l: longer side of the plate, in m.

Clarification of the formula (Refer to KC ID 428)
Note: Users are reminded that the formula in Chapter 5, Appendix 1, 2.2.8, was corrected by Rule Change
Notice No.1, November 2007.
PAGE 15 OF 40
SECTION 1 PLATING
2. Sheer strake
2.5 Welded sheer strake
2.5.3 Net thickness of the sheer strake in way of breaks of long effective
superstructures
The net thickness of the sheer strake is to be increased in way of breaks of long effective superstructures
occurring within 0.5L amidships, over a length of about one sixth of the ship’s breadth on each side of the
superstructure end.
This increase in net thickness is to be equal to 40% of the net thickness of sheer strake, but need not exceed
4.5 mm.
Where the breaks of superstructures occur outside 0.5L amidships, the increase in net thickness may be reduced
to 30%, but need not exceed 2.5 mm.
2.5.4 Net thickness of the sheer strake in way of breaks of short non-effective
superstructures
The net thickness of the sheer strake is to be increased in way of breaks of short non-effective superstructures
occurring within 0.6L amidships, over a length of about one sixth of the ship’s breadth on each side of the
superstructure end.
This increase in net thickness is to be equal to 15% of the net thickness of sheer strake, but need not exceed
4.5 mm.

This correction is made to be in line with the definition specified in Ch 9 Sec 4 [1.1.5] (Refer to KC ID 518).
Similar correction is made for “short superstructure”.
3. STRENGTH CHECK OF PLATING SUBJECTED TO LATERAL PRESSURE

3.1 Load model
3.1.3 Lateral pressure in flooded conditions

The lateral pressure in flooded conditions pF is defined in Ch 4, Sec 6, [3.2.1].

This correction is made for the clarification of the lateral pressure in flooding condition to be considered. (Refer
to KC ID 402)
PAGE 16 OF 40
SECTION 2 - ORDINARY STIFFENERS
3. YIELDING CHECK
3.1 Load model
3.1.3 Lateral pressure in flooded conditions

The lateral pressure in flooded conditions pF is defined in Ch 4, Sec 6, [3.2.1].

This correction is made for the clarification of the lateral pressure in flooding condition to be considered. (Refer
to KC ID 402)
3.4 Upper and lower connections of side frames of single side bulk carriers
3.4.1
The section moduli of the:
• side shell and hopper tank longitudinals that support the lower connecting brackets,
• side shell and topside tank longitudinals that support the upper connecting brackets
are to be such that the following relationship is separately satisfied for each lower and upper connecting bracket
(see also Ch 3, Sec 6, Fig 22):
( p S + pW )l 2 l 12
∑w dn
i i ≥ αT
16 RY
where:
n : Number of the longitudinal stiffeners of side shell and hopper / topside tank that support the lower /
upper end connecting bracket of the side frame, as applicable
wi : Net section modulus, in cm3, of the i-th longitudinal stiffener of the side shell or hopper / topside tank
that support the lower / upper end connecting bracket of the side frame, as applicable
di : Distance, in m, of the above i-th longitudinal stiffener from the intersection point of the side shell and
hopper /topside tank
l1 : Spacing, in m, of transverse supporting webs in hopper / topside tank, as applicable
Ry : Lowest value of equivalent yield stress, in N/mm2, among the materials of the longitudinal stiffeners
of side shell and hopper / topside tanks that support the lower / upper end connecting bracket of the
side frame
αT : Coefficient taken equal to:
αT = 150 for the longitudinal stiffeners supporting the lower connecting brackets
αT = 75 for the longitudinal stiffeners supporting the upper connecting brackets
l : Side frame span, in m, as defined in [3.3.1].
pS , pW : Still water and wave pressures as those for the side frame.
PAGE 17 OF 40

This correction is made for the clarification of the pressures for upper and lower connections if side frames.
(Refer to KC ID 216)
4. WEB STIFFENERS OF PRIMARY SUPPORTING MEMBERS

4.1 Net scantlings

Where the web stiffeners of primary supporting members are welded to ordinary stiffener face plates, the stress
at ends of web stiffeners of primary supporting members in water ballast tanks, in N/mm2, is to comply with the
following formula when no bracket is fitted :
σ ≤ 175
where:
Δσ
σ = 1.1K con K longi K stiff
cos θ
K con : Coefficient considering stress concentration, taken equal to:
K con = 3.5 for stiffeners in the double bottom or double side space (see Fig 8)
K con = 4.0 for other cases (e.g. hopper tank, top side tank, etc.) (see Fig 8)
K longi : Coefficient considering shape of cross section of the longitudinal, taken equal to:
K longi = 1.0 for symmetrical profile of stiffener (e.g. T-section, flat bar)
K longi = 1.3 for asymmetrical profile of stiffener (e.g. angle section, bulb profile)
K stiff : Coefficient considering the shape of the end of the stiffener, taken equal to:
K stiff = 1.0 for standard shape of the end of the stiffener (see Fig 9)
K stiff = 0.8 for the improved shape of the end of the stiffener (see Fig 9)
θ : As given in Fig 10
Δσ : Stress range, in N/mm2, transferred from longitudinals into the end of web stiffener, as obtained from
2W
Δσ =
0.322h' [( Aw1 l 1 ) + ( Aw 2 l 2 )] + As 0
W : Dynamic load, in N, as obtained from the following formula:

W = 1000(l − 0.5s )sp
p : Maximum inertial pressure due to liquid in the considered compartment where the web stiffener
is located according to Ch 4 Sec 6 [2.2.1], in kN/m2, of the probability level of 10-4, calculated at
mid-span of the ordinary stiffener
l : Span of the longitudinal, in m
s : Spacing of the longitudinal, in m

As 0 , Aw1 , Aw 2 : Geometric parameters as given in Fig 10, in mm2
l 1 , l 2 : Geometric parameters as given in Fig 10, in mm
PAGE 18 OF 40
h' : As obtained from following formula, in mm:

h ' = h s + h0 '
hs : As given in Fig 10, in mm
h0 ' : As obtained from the following formula, in mm
h0 ' = 0.636b' for b' ≤ 150
h0 ' = 0.216b'+63 for 150 < b'
b' : Smallest breadth at the end of the web stiffener, in mm, as shown in Fig 10

This correction is made for the clarification of the pressure to be applied in the calculation of dynamic load
transferred from the ordinary stiffeners to the ends of web stiffeners of the primary supporting members in water
ballast tanks. (Refer to KC ID 327)
PAGE 19 OF 40

Symbols
For symbols not defined in this Section, refer to Ch 1, Sec 4.
In this section, compressive and shear stresses are to be taken positive, tension stresses are to be taken negative.
a : Length in mm of the longer side of the partial plate field in general or length in mm of the side of the
partial plate field according Table 2, BLC 3 - 10
b : Length in mm of the shorter side of the partial plate field in general or length in mm of the side of the
partial plate field according Table 2, BLC 3 - 10
α : Aspect ratio of elementary plate panel, taken equal to:
a
α=
b
n : Number of elementary plate panel breadths within the partial or total plate panel
long. stiffener single field partial field
n·b
am
bm
bb
y
x
transverse stiffener
longitudinal : stiffener in the direction of the length a

transverse : stiffener in the direction of the breath b
Figure 1: General arrangement of panel

This correction is made for the clarification of the definition of the dimensions a and b.（Refer to KC ID 360）
PAGE 20 OF 40
Table 3: Buckling and reduction factor for curved plate panel with R/t ≤ 2500 1
Buckling- Aspect ratio
b Buckling factor K Reduction factor κ
Load Case R
1a
b
sx
b
≤ 1.63
R
K=
b
+3
(R t )0.175
R t b 0.35
Rt
R
t κx =1 for λ ≤ 0.4 2
sx
κ x = 1.274 − 0.686 ⋅ λ for 0.4 < λ ≤ 1.2
1b 0.65
b with κx = for λ > 1.2
pe · R λ2
sx = 2
t b R ⎛ R2 ⎞
> 1.63 b2
R R t K = 0.3 + 2. 25⎜ ⎟
R2 ⎜ bt ⎟
t ⎝ ⎠
pe
pe = external pressure in
[N/mm2]
1a
b
sx
K=
b
+3
(R t )0.175
b R
≤ 1.63 Rt b 0.35
R R t
t κx =1 for λ ≤ 0.4 2
sx
κ x = 1.274 − 0.686 ⋅ λ for 0.4 < λ ≤ 1.2
1b
with 0.65
b κx = for λ > 1.2
p ·R
sx = e λ2
t 2
b R ⎛ R2 ⎞
> 1.63 b2
R
R t K = 0.3 2 + 2.25⎜⎜ ⎟
⎟
⎝ bt
t R
pe ⎠
pe = external pressure in
[N/mm2]
2 2 b2
b R
b ≤ 0 .5 K = 1+ κy =1 for λ ≤ 0.25 2
R t 3 Rt
sy
κ y = 1.233 − 0.933 ⋅ λ for 0.25 < λ ≤ 1
R b2 ⎡ b t ⎤
K = 0.267 ⎢3 − ⎥ 3
t R t ⎢⎣ R R ⎥⎦ κ y = 0.3 / λ for 1 < λ ≤ 1.5
sy b R
> 0.5 b2 κ y = 0.2 / λ2 for λ > 1.5
R t ≥ 0.4
Rt
3
b R 0.6 ⋅ b Rt Rt
b ≤ K= + − 0.3
sx R t Rt b b2
as in load case 1a
2
b R b 2 ⎛ R2 ⎞
R
> K = 0.3 2 + 0.291⎜⎜ ⎟
⎟
t
sx
R t R ⎝ bt ⎠
4
b K = Kτ 3
b
≤ 8.7
R 0.5 κτ = 1 for λ ≤ 0.4
⎡ 0.67 b 3 ⎤
t R t Kτ = ⎢28.3 + 1.5 1.5 ⎥ κτ = 1.274 − 0.686 ⋅ λ for 0.4 < λ ≤ 1.2
R ⎢⎣ R t ⎥⎦
t 0.65
κτ = for λ > 1.2
b R b 2 λ2
> 8.7 Kτ = 0.28
R t R Rt
PAGE 21 OF 40
Explanations for boundary conditions - - - - - plate edge free

──── plate edge simply supported
▬▬▬ plate edge clamped
1
For curved plate fields with a very large radius the κ-value need not to be taken less than for the
expanded plane field
2
For curved single fields, e.g. bilge strake, which are located within plane partial or total fields, the
reduction factor κ may taken as follow:
0.8 0.65
Load case 1b: κ x = 2 ≤ 1,0 Load case 2: κ y = 2 ≤ 1.0
λ λ

This correction is made for the clarification of the buckling check for the curved plate. (Refer to KC ID 483)
PAGE 22 OF 40
SECTION 4 - PRIMARY SUPPORTING MEMBERS
1. GENERAL
1.1 Application
1.1.1
The requirements of this Section apply to the strength check of pillars and primary supporting members,
subjected to lateral pressure and/or hull girder normal stresses for such members contributing to the hull girder
longitudinal strength.
The yielding check is also to be carried out for such members subjected to specific loads.

Editorial correction is made for the clarification of application of the primary supporting members. (Refer to KC
ID 525)
1.3 Primary supporting members for ships of 150 m or more in length L
1.3.1
For primary supporting members for ships having a length L of 150 m or more, the direct strength analysis is to
be carried out according to the provisions specified in Ch 7, and the requirements in [4] are also to be complied
with. In addition, the primary supporting members for BC-A and BC-B ships are to comply with the
requirements in [3] and [4].

Editorial correction is made for the clarification of application of the primary supporting members. (Refer to KC
ID 373)
2. Scantling of primary supporting members for ships of less than 150m in

length (L)
2.3 Floors
2.3.1 Net web thickness

The net thickness of floors in the double bottom structure, in mm, is not to be less than the greatest of either of
the values t1 to t3 specified in the followings according to each location:
⎞⎧⎪
2⎫
⎛ 2y ⎛ ⎞
t1 = C 2
pSB DB ⎜ ⎟⎨1 − 2⎜ x − x c ⎟⎟
⎪
⎬ , where x − xc is less than 0.25l DB , x − xc is to be taken as
(d 0 − d1 )τ a ⎜ B' ⎟ ⎜ l
⎝ DB ⎠⎪⎩ ⎝ DB ⎠ ⎪⎭
'
0.25l DB , and where y is less than BDB / 4 , y is to be taken as b ′ / 4 BDB
′ /4,
H 2 a 2τ a
t 2 = 1.75 ⋅ 3 t1
C 2′
8.5S 2
t3 =
k
where :
PAGE 23 OF 40
S : Spacing of solid floors, in m

d0 : Depth of the solid floor at the point under consideration in m
d1 : Depth of the opening, if any, at the point under consideration in m

'
B DB : Distance between toes of hopper tanks at the position of the solid floor under consideration, in m
C2 : Coefficient obtained from Tab 5 depending on B DB / l DB . For intermediate values of B DB / l DB , C 2

is to be obtained by linear interpolation
p , BDB , x c , l DB : As defined in [2.2.1]
a : Depth of the solid floor at the point under consideration, in m. However, where horizontal stiffeners
are fitted on the floor, a is the distance from the horizontal stiffener under consideration to the bottom
shell plating or the inner bottom plating or the distance between the horizontal stiffeners under
consideration
S1 : Spacing, in m, of vertical ordinary stiffeners or girders
C 2′ : Coefficient given in Tab 6 depending on S1 / d 0 . For intermediate values of S1 / d 0 , C2′ is to be

determined by linear interpolation.
H : Value obtained from the following formulae:
a) where openings with reinforcement or no opening are provided on solid floors:
1) where slots without reinforcement are provided:
d2
H = 4.0 − 1.0 , without being taken less than 1.0
S1
2) where slots with reinforcement are provided: H = 1.0

b) where openings without reinforcement are provided on solid floors:
1) where slots without reinforcement are provided:
⎛ φ ⎞ d φ
H = ⎜⎜1 + 0.5 ⎟ 4.0 2 − 1.0 , without being taken less than 1 + 0.5
⎟
⎝ d 0 ⎠ S 1 d 0
2) where slots with reinforcement are provided:

φ
H = 1 + 0.5
d0
d2 : Depth of slots without reinforcement provided at the upper and lower parts of solid floors, in m,
whichever is greater
φ : Major diameter of the openings, in m
S2 : The smaller of S1 or a , in m.

PAGE 24 OF 40
SECTION 4 HOT SPOT STRESS ANALYSIS FOR FATIGUE STRENGTH

ASSESSMENT
3. Hot Spot Stress
3.3 Simplified method for the bilge hopper knuckle part

3.3.1
Table 1: Stress concentration factor K0
Plate net thickness in Angle of hopper slope plate to the horizontal θ(deg.)
FE model
t (mm) 40 45 50 90
16 3.0 3.2 3.4 4.2
18 2.9 3.1 3.3 4.0
20 2.8 3.0 3.2 3.8
22 2.7 2.9 3.1 3.6
24 2.6 2.8 3.0 3.5
26 2.6 2.7 2.9 3.4
28 2.5 2.7 2.8 3.3
30 2.4 2.6 2.7 3.2
Note: Alternatively, K0 can be determined by the following formula.
0.14θ ⋅ (1.15 − 0.0033θ )
K0 =
(0.5t ) ( 0.2 + 0.0028θ )

Editorial correction is made for the clarification of the plate thickness. (Refer to KC ID 287)
PAGE 25 OF 40

DETAILS
SECTION 5 STRESS ASSESSMENT OF HATCH CORNERS

2. Nominal stress range
2.1 Nominal stress range due to wave torsional moment

2.1.1
The nominal stress range, in N/mm2, due to cross deck bending induced by wave torsion moments is to be
2 Q ⋅ BH
Δσ WT = FS FL
1000 WQ
where:
Q = 1000 u
( B H + bs )³ 2.6 B H
+
12 EI Q EAQ
u : Displacement of hatch corner in longitudinal direction, in m, taken equal to:

31.2 M WT ω
u=
1000 I T E DOC
DOC : Deck opening coefficient, taken equal to:

LC B
DOC = n
∑L
i =1
H ,i B H ,i
MWT : Maximum wave torsional moment, in kN.m, defined in Ch 4, Sec 3, [3.4.1], with fp = 0.5
FS : Stress correction factor, taken equal to:
FS = 5
FL : Correction factor for longitudinal position of hatch corner, taken equal to:
x
FL = 1.75 for 0.57 ≤ x / L ≤ 0.85
L
FL = 1.0 for x/L < 0.57 and x/L > 0.85
BH : Breadth of hatch opening, in m
WQ : Section modulus of the cross deck about z-axis, in m3, including upper stool, near hatch corner (see
Fig 2)
IQ : Moment of inertia of the cross deck about z-axis, in m4, including upper stool, near the hatch corner
(see Fig 2)
AQ : Effective shear area of the whole section of the cross deck, in m2, including upper stool, near the hatch
corner (see Fig 2). For the determination of the effective shear area the consideration of only the plate
elements is sufficient, and the stiffeners can be neglected.
bS : Breadth of remaining deck strip, in m, beside the hatch opening
PAGE 26 OF 40
IT : Torsion moment of inertia of ships cross section, in m4, calculated within cross deck area by
neglecting upper and lower stool of the bulkhead (see Fig 1). It may be calculated according to App 1
ω : Sector coordinate, in m2, calculated at the same cross section as IT and at the Y and Z location of the
hatch corner (see Fig 1) It may be calculated according to App 1
LC : Length of cargo area, in m , being the distance between engine room bulkhead and collision bulkhead
BH,i : Breadth of hatch opening of hatch i, in m
LH,i : Length of hatch opening of hatch i, in m
n : Number of hatches.

Editorial correction is made for the clarification of the shear area of the cross-deck. (Refer to KC ID 355)
3. Hot spot stress
3.1 Hot spot stress range

3.1.1
The hot spot stress range, in N/mm², is to be obtained from the following formula:
Δσ W = K gh ⋅ Δσ WT
where,
Kgh : Stress concentration factor for the hatch corner, taken equal to:
r + 2rb ⎧⎪ ⎛ b 0.22lCD ⎞ ⎫⎪
0.65
K gh = a ⋅ ⎨1 + ⎜⎜ ⎟⎟ ⎬ , to be taken not less than 1.0

3ra ⎪⎩ ⎝ 1.23lCD + 0.8b ra ⎠ ⎪⎭
ra + 2rb ⎧⎪ ⎛ 0.22lCD ⎞ ⎫⎪
0.65
2b
K gh = ⋅ ⎨1 + ⎜⎜ ⎟⎟ ⎬ , to be taken not less than 1.0
3ra ⎪⎩ ⎝ 1.23lCD + 1.6b ra ⎠ ⎪⎭
where:
ra : Radius, in m, in major axis
rb : Radius, in m, in minor axis (if the shape of corner is a circular arc, rb is to be equal to ra)
l CD : Length of cross deck, in m, in longitudinal direction
b : Distance, in m, from the edge of hatch opening to the ship’s side

Editorial Correction of a typo in the formula of Kgh. (Refer to KC ID 386.)
PAGE 27 OF 40
SECTION 1 FORE PART

3. Load model
3.2 Pressure in bow area

3.2.1 Lateral pressure in intact condition
The pressure in bow area, in kN/m2, is to be taken equal to (pS+ pW).
where:
pS, pW : Hydrostatic pressure and maximum hydrodynamic pressures among load cases H, F, R and P,
according to Ch 4, Sec 5, or internal still water and inertial pressures according to Ch 4, Sec 6, [2], to be
considered among load cases H, F, R and P.

Editorial correction is made for the clarification of the lateral pressure in bow area. (Refer to KC ID 495)
5. Strengthening of flat bottom forward area
5.4 Primary supporting members

5.4.1 Girders
The net thickness of girders in double bottom forward area, in mm, is not to be less than the greatest of either of
the value t1 to t3 specified in the followings according to each location:
c A p SL Sl
t1 =
2(d 0 − d 1 )τ a
H 2 a 2τ a
t 2 = 1.75 3 t1
C′ 1
C1′′a
t3 =
k
where:
cA : Coefficient taken equal to:
cA = 3/A, with 0.3 ≤ c A ≤ 1.0
A : Loaded area, in m2, between the supports of the structure considered, obtained from the following
formula:
A=Sl
pSL : As defined in [3.4]
S : Spacing of centre or side girders under consideration, in m
l : Spacing Span of floors centre or side girders between floors under consideration, in m
d0 : Depth of the centre or side girder under consideration, in m
d1 : Depth of the opening, if any, at the point under consideration, in m
PAGE 28 OF 40
φ
(a) Where the girder is provided with an unreinforced opening: H = 1 + 0.5
α
(b) In other cases: H = 1.0
φ : Major diameter of the openings, in m
α : The greater of a or S1 , in m.
a : Depth of girders at the point under consideration, in m, Where, however, if horizontal stiffeners are
fitted on the girder, “a” is the distance from the horizontal stiffener under consideration to the bottom
shell plating or inner bottom plating, or the distance between the horizontal stiffeners under
consideration
S1 : Spacing, in m, of vertical ordinary stiffeners or floors
C1′ : Coefficient obtained from Tab 5 depending on S1 / a . For intermediate values of S1 / a , C1′ is to be
C1′′ : Coefficient obtained from Tab 6 depending on S1 / a . For intermediate values of S1 / a , C1′′ is to be
obtained by linear interpolation.
5.4.2 Floors
The net thickness of floors in double bottom forward area, in mm, is not to be less than the greatest of either of
the value t1 to t3 specified in the followings according to each location:
c A p SL Sl
t1 =
2(d 0 − d1 )τ a
H 2 a 2τ a
t 2 = 1.75 ⋅ 3 t1
C 2′
8.5S 2
t3 =
k
where :
cA : As defined in [5.4.1]
cA : Coefficient taken equal to:
cA = 3/A, with 0.3 ≤ c A ≤ 1.0
A : Loaded area, in m2, between the supports of the structure considered, obtained from the following
formula:
A=Sl
pSL : As defined in [3.4]
S : Spacing of solid floors under consideration, in m
l : Spacing of girders Span of floors between centre girder and side girder or side girders under
consideration, in m
d0 : Depth of the solid floor at the point under consideration in m
d1 : Depth of the opening, if any, at the point under consideration in m

c) Where openings with reinforcement or no opening are provided on solid floors:
PAGE 29 OF 40
3) Where slots without reinforcement are provided:
d2
H = 4.0 − 1.0 , without being taken less than 1.0
S1
4) Where slots with reinforcement are provided: H = 1.0

d) Where openings without reinforcement are provided on solid floors:
3) Where slots without reinforcement are provided:
⎛ φ ⎞ d φ
H = ⎜⎜1 + 0.5 ⎟ 4.0 2 − 1.0 , without being taken less than 1 + 0.5
⎟
⎝ d0 ⎠ S1 d0
4) Where slots with reinforcement are provided:

φ
H = 1 + 0.5
d0
d2 : Depth of slots without reinforcement provided at the upper and lower parts of solid floors, in m,
whichever is greater
S1 : Spacing, in m, of vertical ordinary stiffeners or girders
φ : Major diameter of the openings, in m.
a : Depth of the solid floor at the point under consideration, in m, Where, however, if horizontal
stiffeners are fitted on the floor, “a” is the distance from the horizontal stiffener under consideration
to the bottom shell plating or the inner bottom plating or the distance between the horizontal stiffeners
under consideration
S2 : The smaller of S1 or a , in m
C 2′ : Coefficient given in Tab 7 depending on S1 / d 0 . For intermediate values of S1 / d 0 , C2′ is to be


Editorial correction is made for the clarification of spacing and span of primary supporting members. (Refer to
KC ID 500)
PAGE 30 OF 40
SECTION 2 AFT PART

2. Load model
2.2 Lateral pressures

2.2.1 Lateral pressure in intact condition
The aft part lateral pressure in intact conditions, in kN/m2, is to be taken equal to (pS + pW).
where:
p S, p W : Hydrostatic pressure and maximum hydrodynamic pressures among load cases H, F, R and P,
according to Ch 4, Sec 5, or internal still water and inertial pressures according to Ch 4, Sec 6, [2], to be
considered among load cases H, F, R and P.

Editorial correction is made for the clarification of the lateral pressure in the aft part, similar to the same
clarification made in the bow area in Ch. 9, Sec.1 [3.2.1]. (Refer to KC ID 495)
4. SCANTLINGS
4.1 Side plating Plating

PAGE 31 OF 40
1. GENERAL
1. GENERAL
1.2 Scantlings
1.2.1 Net scantlings
As specified in Ch 3, Sec 2 all scantlings referred to in this Section are net, i.e. they do not include any margin
for corrosion.
The gross scantlings are obtained as specified in Ch 3, Sec 3 Sec 2, 3.1[3.1].

PAGE 32 OF 40
SECTION 4 SUPERSTRUCTURES AND DECKHOUSES
1. GENERAL
1.1 Definitions
1.1.3 Long deckhouse

A long deckhouse is a deckhouse the length of which within 0.4L amidships exceeds 0.2L or 12 m, whichever is
the greater. The strength of a long deckhouse is to be specially considered.
1.1.5 Non-effective superstructure

For the purpose of this section, all superstructures being located beyond 0.4L amidships or having a length of
less than 0.15L or less than 12 m are considered as non-effective superstructures.
1.1.7 Effective superstructure

Effective superstructure is a superstructure not covered by the definition given in [1.1.5].

The definition for “Effective superstructure” is added for clarification.
In addition, considering the ship’s length of CSR application, unnecessary wording “12m” which is always less
than 0.15L or 0.2L is deleted.
PAGE 33 OF 40
SECTION 1 – RUDDER AND MANOEUVRING ARRANGEMENT

3. Scantlings of the rudder stock
3.1 Rudder stock diameter
3.1.1
The diameter of the rudder stock, in m mm, for transmitting the rudder torque is not to be less than:
Dt = 4.2 3 QR k r
where:
QR : As defined in [2.1.2], [2.2.2] and [2.2.3]
The related torsional stress, in N/mm2, is:
68
τt =
kr
where:
kr : As defined in [1.4.2] and[1.4.3].

3.3 Analysis
3.3.2 Data for the analysis

l 10 ,.., l 50 : Lengths, in m, of the individual girders of the system
I10 ,.., I 50 : Moments of inertia of these girders, in cm4
For rudders supported by a sole piece the length l 20 is the distance between lower edge of rudder body and
centre of sole piece, and I 20 is the moment of inertia of the pintle in the sole piece.
Load on rudder body, in kN/m, (general):
CR
pR =
l 10 ⋅ 10 3
Load on semi-spade rudders, in kN/m:

CR 2
pR10 =
l 10 ⋅ 103
C R1
pR 20 =
l 20 ⋅ 103
CR, CR1, CR2 : As defined in [2.1] and [2.2]
PAGE 34 OF 40
Z : Spring constant, in kN/m, of support in the sole piece or rudder horn respectively:
for the support in the sole piece (see Fig 3):
6.18 I 50
Z=
l 350
for the support in the rudder horn (see Fig 4):
1
Z=
fb + ft
fb : Unit displacement of rudder horn, in m/kN, due to a unit force of 1 kN acting in the centre of support
1.3 d 3 10 8
fb=
3E In
d3
f b = 0.21 (guidance value for steel)
In
In : Moment of inertia of rudder horn, in cm4, around the x-axis at d/2 (see Fig 4)
ft : Unit displacement due to a torsional moment of the amount 1, in m/kN
d e2
ft =
G Jt
d e2 ∑u i / ti d e 2 ∑ ui / ti
ft = ft = for steel
3.17 ⋅ 10 8 FT2 3.14 ⋅ 10 8 FT2
G : Modulus of rigity, kN/m2:
G = 7.92 ⋅ 10 7 for steel
Jt : Torsional moment of inertia, in m4
FT : Mean sectional area of rudder horn, in m2
ui : Breadth, in mm, of the individual plates forming the mean horn sectional area
ti : Plate thickness of individual plate having breadth ui, in mm
e, d : Distances, in m, according to Fig 4
K11, K22, K12 : Rudder horn compliance constants calculated for rudder horn with 2-conjugate elastic supports
(Fig 5).The 2-conjugate elastic supports are defined in terms of horizontal displacements, yi, by the
following equations:
at the lower rudder horn bearing:
y1 = − K12 FA2 − K22 FA1 y1 = − K12 B2 − K22 B1
at the upper rudder horn bearing:
y2 = − K11 FA2 − K12 FA1 y2 = − K11 B2 − K12 B1
where
y1, y2 : Horizontal displacements, in m, at the lower and upper rudder horn bearings, respectively
FA1, FA2 B1,B2 :Horizontal support forces, in kN, at the lower and upper rudder horn bearings, respectively
K11, K22, K12 : Obtained, in m/kN, from the following formulae:
λ3 e 2λ
K 11 = 1.3 +
3EJ 1h GJ th
PAGE 35 OF 40
⎡ λ3 λ2 (d − λ ) ⎤ e 2 λ
K 12 = 1.3⎢ + ⎥+
⎢⎣ 3EJ 1h 2 EJ 1h ⎥⎦ GJ th
⎡ λ3 λ2 (d − λ ) λ (d − λ )2 (d − λ )3 ⎤ e 2 d
K 22 = 1.3⎢ + + + ⎥+
⎣⎢ 3EJ 1h EJ 1h EJ 1h 3EJ 2 h ⎦⎥ GJ th
d : Height of the rudder horn, in m, defined in Fig 5. This value is measured downwards from the upper
rudder horn end, at the point of curvature transition, till the mid-line of the lower rudder horn pintle
λ : Length, in m, as defined in Fig 5. This length is measured downwards from the upper rudder horn end,
at the point of curvature transition, till the mid-line of the upper rudder horn bearing. For λ = 0, the
above formulae converge to those of spring constant Z for a rudder horn with 1-elastic support, and
assuming a hollow cross section for this part
e : Rudder-horn torsion lever, in m, as defined in Fig 5 (value taken at z = d/2)
J1h : Moment of inertia of rudder horn about the x axis, in m4, for the region above the upper rudder horn
bearing. Note that J1h is an average value over the length λ (see Fig 5)
J2h : Moment of inertia of rudder horn about the x axis, in m4, for the region between the upper and lower
rudder horn bearings. Note that J2h is an average value over the length d − λ (see Fig 5)
Jth : Torsional stiffness factor of the rudder horn, in m4
For any thin wall closed section
4 FT2
J th =
ui
∑
i
ti
FT : Mean of areas enclosed by outer and inner boundaries of the thin walled section of rudder horn, in m2
ui : Length, in mm, of the individual plates forming the mean horn sectional area
ti : Thickness, in mm, of the individual plates mentioned above.
Note that the Jth value is taken as an average value, valid over the rudder horn height. B2
B3
B1
Figure 5 Semi-spade rudder (with 2-conjugate elastic supports)
PAGE 36 OF 40

Editorial correction is made to be in line with IACS UR S10. (Refer to KC ID 558)
3.4 Rudder trunk
3.4.4
The weld at the connection between the rudder trunk and the shell or the bottom of the skeg is to be full
penetration.
The fillet shoulder radius r, in mm, is to be as large as practicable and to comply with the following formulae:
r = 60 when σ ≥ 40 / k N/mm2
r = 0.1D1 , without being less than 30, when σ < 40 / k N/mm2
without being less than 30,
where D1 is defined in [3.2.1].
The radius may be obtained by grinding. If disk grinding is carried out, score marks are to be avoided in the
direction of the weld.
The radius is to be checked with a template for accuracy. Four profiles at least are to be checked. A report is to
be submitted to the Surveyor.

5. Rudder body, rudder bearings
5.1 Strength of rudder body
5.1.3
For rudder bodies without cut-outs the permissible stress are limited to:
• bending stress, in N/mm2, due to MR defined in [3.3.3]:
σ b = 110
• shear stress, in N/mm2, due to Q1 defined in [3.3.3]:
τ t = 50
• equivalent stress, in N/mm2, due to bending and shear:
2
σv = σ + 3τ 2 = 120 σ v = σ b 2 + 3τ 2 = 120
b
In case of openings in the rudder plating for access to cone coupling or pintle nut the permissible stresses
according to [5.1.4] apply. Smaller permissible stress values may be required if the corner radii are less than
0.15ho , where ho is the height of opening.

PAGE 37 OF 40
5.2 Rudder plating
5.2.1
The thickness of the rudder plating, in mm, is to be determined according to the following formula:
t P = 1.74a p R k + 2.5 t P = 1.74aβ p R k + 2.5

where:
CR
p R = 10T + , in kN/m2
10 3 A
a : Smaller unsupported width of a plate panel, in m.
The influence of the aspect ratio of the plate panels may be taken into account according to Ch 3.
2
⎛a⎞ b
β = 1.1 − 0.5⎜ ⎟ max, 1.00, if ≥ 2.5
⎝b⎠ a
b greatest unsupported width of a plate panel, in m.
However, the thickness is to be not less than the thickness of the shell plating at aft part according to Ch 9, Sec 2.
Regarding dimensions and welding, [10.1.1] is to be comply with.

Editorial correction is made to be in line with IACS UR S10 (Refer to KC 569)
10. Rudder coupling flanges
10.1.3
D D
R ≥ 100 R ≥ 100
mm mm
a 1 1
a 1 1 = to
= ÷
b 3 5
b ab3= 13 ÷5 15
R R
b
≥4 ≥4
5m 5m
≤ 8 mm
≤ 8 mm
final machining m final machining m

after welding after welding
° °
≥ 30 a ≥ 30 a
2 mm
2 mm
8 8
R R
Figure 21 Welded joint between rudder stock and coupling flange

PAGE 38 OF 40
CHAPTER 11 –CONSTRUCTION AND TESTING
SECTION 2 WELDING
2. Types of welded connection
2.6 Fillet welds

Table 1 Categories of fillet welds
As-built thickness of Length of
Kinds of fillet Leg length of fillet Pitch, in
Category abutting plate, t, in fillet welds, in
welds weld, in mm (2) mm
mm (1) mm
Double
F0 t 0.7t - -
continuous weld
t ≤ 10 0.5t + 1.0 - -
Double
F1 10 ≤ t < 20 0.4t + 2.0 - -
continuous weld
20 ≤ t 0.3t + 4.0 - -
t ≤ 10 0.4t + 1.0 - -
Double
F2 10 ≤ t < 20 0.3t + 2.0 - -
continuous weld
20 ≤ t 0.2t + 4.0 - -
t ≤ 10 0.3t + 1.0
Double
F3 10 ≤ t < 20 0.2t + 2.0 - -
continuous weld
20 ≤ t 0.1t + 4.0
t ≤ 10 0.5t + 1.0
F4 Intermittent weld 10 ≤ t < 20 0.4t + 2.0 75 300
20 ≤ t 0.3t + 4.0
(1) t is as-built thickness of the thinner of two connected members
(2) Leg length of fillet welds is made fine adjustments corresponding to the corrosion addition tC specified
in Ch 3, Sec 3, Tab 1 as follows:
+ 1.0 mm for t C > 5
+ 0.5 mm for 5 ≥ tC > 4
+ 0.0 mm for 4 ≥ t C > 3
- 0.5 mm for tC ≤ 3
(3) The weld sizes are to be rounded to the nearest half millimeter.

Editorial correction is made for clarification of the weld size in order to harmonize the CSR for double hull oil
tanker. (Refer to KC ID 507)
2.6.2 Intermittent welds

Where double continuous fillet welds in lieu of intermittent welds are applied, leg length of fillet welds is to be
of category F2 F3.
PAGE 39 OF 40
It is a typo. As its application is limited to weld connection of the secondary member not
importance structural members, the lowest double continuous category, e.g., F3, was
originally intended in lieu of the intermittent weld. (Refer to KC ID 508)
PAGE 40 OF 40
Common Structural Rules for Bulk Carriers Rule Change Notice 3


(Ch 8 Sec 2, 2.3 Equivalent notch stress range)
Notes: (1) These Rule Changes enter into force on 12 September 2008.
Bureau Veritas
Det Norske Veritas
Germanischer Lloyd
Lloyd's Register
Nippon Kaiji Kyokai
Copyright © 2006
The IACS members, their affiliates and subsidiaries and their respective officers, employees or agents are, individually and
collectively, referred to in this clause as the ‘IACS Members’. The IACS Members, individually and collectively, assume no
responsibility and shall not be liable to any person for any loss, damage or expense caused by reliance on the information or
advice in this document or howsoever provided, unless that person has signed a contract with the relevant IACS Member
entity for the provision of this information or advice and in that case any responsibility or liability is exclusively on the terms
and conditions set out in that contract.
Page 1 of 15
Rule Change Notice 3 Common Structural Rules for Bulk Carriers
separate document Technical Background for Rule Change Notice 3
Chapter 8 Fatigue Check of Structural Details
Section 2 – FATIGUE STRENGTH ASSESSMENT

2. Equivalent notch stress range
2.3 Equivalent notch stress range
2.3.1 Equivalent notch stress range

The equivalent notch stress range, in N/mm2, for each loading condition is to be calculated with the following
formula:
∆σ eq, j = K f ∆σ equiv, j
where:
∆σequiv , j : Equivalent hot spot stress range, in N/mm2, in loading condition “j” obtained by [2.3.2].
Kf : Fatigue notch factor defined in Tab 1.
Table 1: Fatigue notch factors Kf

Grinding
KfNot Grinding With weld grinding
Subject (not applicable for
Without weld grinding
ordinary stiffeners and
boxing fillet welding*1)
Butt welded joint 1.25 1.10
Fillet welded joint 1.30 1.15 *2
Non welded part 1.00 -
Note:
*1 Boxing fillet welding is defined as a fillet weld around a corner of a member as an extension of the principal
weld.
*2 This is applicable for deep penetration welding, or full penetration welding only.
In case where grinding is performed, full details regarding grinding standards including the extent,
smoothness particulars, final welding profiles, and grinding workmanship as well as quality acceptance
criteria are to be submitted to the Society for approval.
It is preferred that any grinding is carried out by rotary burrs, is to extend below plate surfaces in order
to remove any toe defects and ground areas are to have sufficient corrosion protection.
Such treatments are to procedure smooth concave profiles at weld toes with the depth of these
depressions penetrating into plate surfaces to at least 0.5mm below the bottom of any visible
undercuts.
The depth of any grooves produced is to be kept to a minimum and, in general, kept to a maximum of
1mm.
Under no circumstances is grinding depth to exceed 2mm or 7 % of plate gross thickness, whichever
is smaller.
Grinding has to extend to 0.5 longitudinal spacing or 0.5 frame spacing at the each side of hot spot
locations.
Page 2 of 15
Common Structural Rules for Bulk Carriers Rule Change Notice 3
2.3.2 Equivalent hot spot stress range

The equivalent hot spot stress range, in N/mm2, is to be calculated for each loading condition with the following
formula:
∆σ equiv , j = f mean, j ⋅ ∆σ W , j
where:
fmean , j : Correction factor for mean stress :
• for hatch corners fmean , j = 0.77
• for primary members and longitudinal stiffeners connections, fmean , j corresponding to the condition
“j” taken equal to:
⎫
⎧
( )
0.25
⎪ ⎡ ⎛ 1 − ln 10 − 4 σ m , j ⎞⎤ ⎪
f mean, j = max ⎨0.4, ⎢max⎜ 0, + ⎟⎥ ⎬
⎢⎣ ⎜ 2 4 ∆σ W , j ⎟⎥
⎪⎩ ⎝ ⎠⎦ ⎪⎭
σm ,1 : Local hot spot mean stress, in N/mm2, in the condition “1”, obtained from the following formulae:
• If 0.6∆σ W ,1 ≥ 2.5 ReH :
0.6∆σ m ,1 = −0.18∆σ W ,1
• If 0.6∆σ W ,1 < 2.5 ReH :
σ m ,1 = ReH − 0.6∆σ W ,1 for 0.6∆σ W ,1 > ReH − σ res − σ mean,1
σ m ,1 = σ mean,1 + σ res for 0.6∆σ W ,1 ≤ ReH − σ res − σ mean,1

σm , j : Local hot spot mean stress, in N/mm2, in the condition “j”, obtained from the following formulae:
• If 0.24σ W , j ≥ ReH :
σ m , j ( j ≠1) = −0.18∆σ W , j
• If 0.24σ W , j < ReH :
σ m , j ( j ≠1) = − ReH + 0.24∆σ W , j for 0.24∆σ W , j > ReH + σ m,1 − σ mean,1 + mean, j
σ m, j ( j ≠1) = σ m,1 − σ mean,1 + σ mean, j for 0.24∆σ W , j ≤ ReH + σ m ,1 − σ mean ,1 + σ mean , j

σmean , j : Structural hot spot mean stress, in N/mm2, corresponding to the condition “j”
σres : Residual stress, in N/mm2, taken equal to: obtained from the following formulae:
σ res = max{σ res, j , j = 1,2,3,4 }
σ res = 0.25ReH for stiffener end connection
Page 3 of 15
Rule Change Notice 3 Common Structural Rules for Bulk Carriers
σ res = 0 for non welded part and primary members(cruciform joint or butt weld)
[ { }
⎧max − ReH , min R eH , σ res 0 + σ mean, j + 0.6∆σ W , j − σ mean, j − 0.6∆σ W , j]
⎪ for σ mean, j ≥ 0
⎪
σ res , j =⎨
[ { }
⎪min ReH , max − R eH , σ res 0 + σ mean, j − 0.24∆σ W , j − σ mean, j + 0.24∆σ W , j ]
⎪ for σ mean, j < 0
⎩
⎧0.25 ReH for welded joint
σ res 0 = ⎨
⎩0 for non welded part
Page 4 of 15
Common Structural Rules for Bulk carriers Technical Background for Rule Change Notice 3


(Ch 8 Sec 2, 2.3 Equivalent notch stress range)
Bureau Veritas
Det Norske Veritas
Germanischer Lloyd
Lloyd's Register
Nippon Kaiji Kyokai
Copyright © 2006
The IACS members, their affiliates and subsidiaries and their respective officers, employees or
agents are, individually and collectively, referred to in this clause as the ‘IACS Members’. The
IACS Members, individually and collectively, assume no responsibility and shall not be liable to
any person for any loss, damage or expense caused by reliance on the information or advice in this
document or howsoever provided, unless that person has signed a contract with the relevant IACS
Member entity for the provision of this information or advice and in that case any responsibility or
liability is exclusively on the terms and conditions set out in that contract.
Page 5 of 15
Technical Background for Rule Change Notice 3 Common Structural Rules for Bulk Carriers
Technical Background for the Changes Regarding Equivalent notch

stress range:
1. Reason for the Rule Change in Ch 8 Sec 2 2.3:
As specified in Appendix 1, almost all damages are occurred in ballast hold.
The reasons that the majority of damage caused by cracks occurs in ballast holds are as follows.
Structural members in ballast holds are subject to high internal pressure due to ballast water.
However, since they are subject to relatively low external pressure, high tensile stresses (both the
mean stress and stress range are large) are placed on those structural members susceptible to low
fatigue life such as lower stool connections and bilge knuckle connections as shown in Fig. 3.1,
while, the stresses placed on structural members in cargo holds that are other than ballast holds are
relatively small or compressive even in cases where their value is large.
Therefore, the majority of damage caused by cracks occurs in ballast holds. In the case of bilge
knuckle connections in ballast holds under heavy ballast conditions, since the sum of the tensile
mean stress and 0.6 times stress range are greater than ReH, the term σ res 0 does not affect any
formula specified in CH 8 Sec 2 [2.3.2] of the current CSR (See the background for the treatment of
residual stress specified in Appendix 2.
This means that any fatigue assessment results for structural members such as those bilge knuckle
connections in which damage occurs are not affected by the value of residual stress.
On the other hand, with respect to those structural members in empty and loaded holds that are
other than ballast holds, excessive compressive mean stresses or the mean stresses in four loading
conditions are compressive or relatively low.
Therefore, any fatigue assessments performed according to current rules give results which are far
from our experience that less damage caused by cracks of primary members (bilge knuckles and
lower stools) in empty and loaded holds other than ballast holds occur
The reasons for obtaining such results are due to the assumptions that (1) the tensile residual
stresses are generated after any excessive compressive loads are removed, and (2) the existence of
initial weld residual stresses of 0.25 ReH.
In some cases, the weld residual stress is released due to certain reasons for the primary
members. The factors which are the cause of stress release are (i) assembly process (ii) tank test (iii)
internal and external loads etc. And we obtained the remark that the weld residual stress is released
even if the large compressive load is applied
Based on the above knowledge, the calculation formula of the equivalent hot spot stress range
is corrected to make weld residual stress zero except the case for ordinary stiffener. Moreover, it is
also known that when excessive compression loads are imposed on the welded structure and then
removed, it does not lead to production of tensional residual stress. This knowledge has been
reflected in the formula.
However, the assumption of initial weld residual stress is kept for longitudinal stiffeners,
because longitudinal stiffeners penetrate transverse webs at so many locations that the estimation
should be left on the safer side.
Furthermore, the stress concentration at the hot spots subjected to fatigue strength assessment
can be mitigated by grinding as can the stress concentration in primary members. As the CSR for
tankers reflects this information, the effects of stress mitigation by grinding have been included in
the assessment of primary members except the connection of side frames which the boxing fillet
welds are adopted, considering the actual and practical construction procedure.
2. Summary of the Rule Change

2.1 Improvement of the calculation of the equivalent hot spot stress range of primary
members to include weld residual stress and excessive compressive stress
(1) The current assumption of the initial weld residual stress is to be applied to the fatigue strength
assessment for longitudinal stiffeners.
Page 6 of 15
Common Structural Rules for Bulk Carriers Technical Background for Rule Change Notice 3
σ res = 0.25ReH for ordinary stiffener

(2) As the effects of weld residual stress do not need to be considered for primary members, the
assumption of the initial weld residual stress is to be added in a similar way to the current
assumption for non welded parts in which the residual stress does not exist.
σ res = 0 , (for non welded part and primary members (cruciform and butt weld)
2.2 Consideration of the effects of grinding

In the calculation of hot spot stress, the coefficient for the grinding effect is to be defined with
reference to the ‘International Institute of Welding (IIW) Recommendation of IIW “Fatigue design
welded joint and component”’ and added to Ch8 Sec2 Table1.
According to the post welds improvements specified in “IIW Recommendations on Post Weld
Improvements of Steel and Aluminum Structures, XIII-1965-00, 2004”, grinder finishing for the
purpose of removing any undercut and /or smoothing any welding beads is recommended to be
carried out.
The recommended practice for grinder finishing is to the plate surface to a depth of at least
0.5mm from the bottom of the visible undercut but not to exceed 1.0mm.
According to the results of experiments specified in several technical papers, the grinder effect
on fatigue life is estimated to have a value of 1.3. If a value of 1.0 is used for those surfaces that are
not subjected to grinder finishing then this is an improvement.
According to “IIW Recommendations for Fatigue Design of Welded Joints and Components,
2004, IIW Document XIII-1965-03/XV-1127-03” the grinder effect value is to be taken as 1.25 in
order to be on the safe side. For example, (extract of IIW Rec.) No. 511
Two-sided fillets, toe ground: 100MPa

Fillet weld(s) as welded : 80MPa
(100/80=1.25)
The recommended value is based on the results of experiments that used specimens in well
controlled conditions.
Considering that any actual grinding work on structures is not so well controlled, we feel that, to
be even more on the safe side, the grinder effect value should be even further lowered to 1.15 as
proposed in Rule Change Notice 3.
Table 1 Fatigue notch factors Kf
Grinding
KfNot Grinding With weld grinding
Subject
Without weld grinding (not applicable and boxing
fillet welding*1)
Butt welded joint 1.25 1.10
Fillet welded joint 1.30 1.15*2
Non welded part 1.00 -
Note:
*1 Boxing fillet welding is defined as a fillet weld around a corner of a member as an extension of the principal weld.
*2 This is applicable for deep penetration welding, or full penetration welding only.
However, to avoid any risk of root cracking, the application of this technique is limited to deep
penetration welding or full penetration welding.
Furthermore, in order to ensure the effects of the grinding, procedures specified by the International
Institute of Welding have been added to the Rules.
3. Effects due to this change
Page 7 of 15
To see the effects of the change to the calculation formulae of the equivalent hot spot stress
range for primary members, the fatigue strength assessment of the connections of the inner bottom
plate with the bilge hopper sloping plate and the lower stool side plate was carried out. For
reference, all the lower stool side plates have slanted configuration.
Table 3.1 Considerable ships and cargo holds

Type of ship Type of cargo holds
A Cape (DSS) 170K Ballast hold Empty hold Loaded hold
B Cape (SSS) 180K Ballast hold Loaded hold
C Panamax (SSS) 82K Ballast hold Empty hold
D Panamax (SSS) 110K Ballast hold Loaded hold
E Handymax (SSS) 57K Ballast hold Empty hold
The equivalent hot spot stress range and mean stress obtained by FEA are shown in Figure 3.1
The following cumulative fatigue damage was calculated from the above equivalent hot spot stress
range and mean stress.
(1) The cumulative fatigue damage according to the current CSR
(2)(a) The cumulative fatigue damage according to the corrected formulae in 2.1 (“mod_1” in
Figure 3.2)
(b) The cumulative fatigue damage according to the corrected formulae in 2.1 with the effect of
grinding in 2.2 (“mod_1(G) in Figure 3.2)
The results of the cumulative fatigue damage are shown in Figure 3.2.
From the results in Figure 3.2, the following can be said about the corrected formulae in 2.1.
(1) There is no effect on the cumulative fatigue damage at the fatigue assessment points in ballast
holds where there was high tensional mean stress.
(2) In cargo holds other than ballast holds, the cumulative fatigue damage at the fatigue assessment
points was less than that of the current CSR, when there was compressive or low tensional mean
stress and the hot spot stress range was large.
(3) The relative tendency of the cumulative fatigue damage at the fatigue assessment points in
ballast holds and other holds was consistent with the damage record specified in the Appendix.
(4) The cumulative fatigue damage with grinding was about 60% of that without grinding.
4. Impact on scantlings
Since the results of the fatigue strength assessment depend on various countermeasures such as
grinding, additional reinforcement, inset plate or local thickness increase, and other fabrication
improvements, the scantling impact due to this change cannot be estimated directly. However, the
correction of the calculation formulae mitigates the excessive result on fatigue damage in cargo
holds other than ballast holds, where less fatigue cracks have been found in the damage record.
Page 8 of 15
Fig. 3.1 Hot spot stress range and hot spot mean stress
A (DSS Cape)
1065
max
710 min
Stress (N/mm2)
355 mean
0
-355
-710
-1065
Alt
Alt
Alt
Alt
Alt
Alt
Alt
Alt
Alt
Heavy
Heavy
Heavy
Heavy
Heavy
Heavy
Heavy
Heavy
Heavy
Normal
Normal
Normal
Normal
Normal
Normal
Normal
Normal
Normal
Homo
Homo
Homo
Homo
Homo
Homo
Homo
Homo
Homo
Bilge Lstool_Aft Lstool_Fore Bilge Lstool_Aft Lstool_Fore Bilge Lstool_Aft Lstool_Fore
(Ballast) (Ballast) (Ballast) (Loaded) (Loaded) (Loaded) (Empty) (Empty) (Empty)
B (SSS Cape)
1065
max
710 min
Stress (N/mm2)
355 mean
0
-355
-710
-1065
Alt
Alt
Alt
Alt
Alt
Alt
Homo
Homo
Homo
Homo
Homo
Homo
Heavy
Heavy
Heavy
Heavy
Heavy
Heavy
Normal
Normal
Normal
Normal
Normal
Normal
Bilge (Ballast) Lstool_Aft (Ballast) Lstool_Fore Bilge (Loaded) Lstool_Aft (Loaded) Lstool_Fore
(Ballast) (Loaded)
Fig. 3.1 Hot spot stress range and hot spot mean stress (continued)
C (SSS Panamax)
1065
max
710 min
Stress (N/mm2)
mean
355
0
-355
-710
-1065
Alt
Alt
Alt
Alt
Alt
Alt
Alt
Homo
Homo
Homo
Homo
Homo
Homo
Homo
Normal
Normal
Normal
Normal
Normal
Normal
Normal
Heavy
Heavy
Heavy
Heavy
Heavy
Heavy
Heavy
Bilge (Ballast) Lstool_Fore Lstool_Aft Bilge (Ballast) Bilge (Empty) Lstool_Aft Lstool_Fore
(Ballast) (Ballast) (Empty) (Empty)
Page 9 of 15
D (SSS Panamax)
1065
max
710 min
Stress (N/mm2)
mean
355
0
-355
-710
-1065
Alt
Alt
Alt
Alt
Alt
Alt
Heavy
Heavy
Heavy
Heavy
Heavy
Heavy
Normal
Normal
Normal
Normal
Normal
Normal
Homo
Homo
Homo
Homo
Homo
Homo
Bilge (Ballast) Lstool_Aft (Ballast) Lstool_Fore Bilge (Loaded) Lstool_Aft Lstool_Fore
(Ballast) (Loaded) (Loaded)
E (SSS Handymax)
1065
max
710 min
Stress (N/mm2)
355 mean
0
-355
-710
-1065
Normal
Normal
Normal
Normal
Normal
Normal
Homo
Homo
Homo
Homo
Homo
Homo
Alt
Alt
Alt
Alt
Alt
Alt
Heavy
Heavy
Heavy
Heavy
Heavy
Bilge (Ballast) Lstool_Aft Lstool_Fore Bilge (Empty) Lstool_Aft Lstool_Fore Heavy

*"Lstool_Aft" and "Lstool_Fore" mean the lower stool of the aft end and fore end of the cargo hold.
Page 10 of 15
Fig. 3.2 Cumulative fatigue damage
A (DSS Cape)
2
CSR-B
Cumulative fatigue damage
mod_1
1.5 mod_1(G)
0.5
0
Bilge Lstool_Aft Lstool_Fore Bilge Lstool_Aft Lstool_Fore Bilge Lstool_Aft Lstool_Fore
(Ballast) (Ballast) (Ballast) (Loaded) (Loaded) (Loaded) (Empty) (Empty) (Empty)
B (SSS Cape)
3
CSR-B
2.5 mod_1
mod_1(G)
2
1.5
0.5
0
Bilge (Ballast) Lstool_Aft Lstool_Fore Bilge (Loaded) Lstool_Aft Lstool_Fore
(Ballast) (Ballast) (Loaded) (Loaded)
C (SSS Panamax)
4
3.5 CSR-B
mod_1
3 mod_1(G)
2.5
2
1.5
1
0.5
0
Bilge (Ballast) Lstool_Fore Lstool_Aft Bilge (Ballast) Bilge (Empty) Lstool_Aft Lstool_Fore
Page 11 of 15
Fig. 3.2 Cumulative fatigue damage (Continued)
D (SSS Panamax)
5
4.5 CSR-B
mod_1
4 mod_1(G)
3.5
3
2.5
2
1.5
1
0.5
0
Bilge (Ballast) Lstool_Aft Lstool_Fore Bilge (Loaded) Lstool_Aft Lstool_Fore
(Ballast) (Ballast) (Loaded) (Loaded)
E (SSS Handymax)
2
CSR-B
mod_1
1.5 mod_1(G)
0.5
0
Bilge (Ballast) Lstool_Aft Lstool_Fore Bilge (Empty) Lstool_Aft (Empty) Lstool_Fore
(Ballast) (Ballast) (Empty)
*"Lstool_Aft" and "Lstool_Fore" mean the lower stool of the aft end and fore end of the cargo hold.
Page 12 of 15
Appendix 1 Damage record

The members and locations specified in Ch 8 Sec 1 of CSR for Bulk Carriers are those that have a
potential risk of fatigue damage regardless of the type of hold or damage frequency.
We surveyed damage data of the primary members listed below that require fatigue strength
assessment in order to comprehend the exact risk of fatigue damage:
• Connections between inner bottom plating and sloping and/or vertical plate of lower stool
(IB/slant of LS)
• Connections between inner bottom plating and sloping plate of hopper tank
(IB/sloping of BH)
• Connections between inner hull plating and sloping plate of hopper tank
(IS/sloping of BH)
• Connections between transverse bulkhead and sloping plate of lower stool (TB/LS)
• Connections between transverse bulkhead and sloping plate of upper stool (TB/US)
• Connections between hold frames and sloping plate of lower wing tank (HF/BH)
• Connections between hold frames and sloping plate of upper wing tank (HF/TST)
The survey was carried out according to the following conditions.
(1) Crack damage data reported between 1996 and 2007 in the 3015 ships constructed
between 1958 and 2007
(2) Damage that occurred due to design, fatigue, or unknown causes
(3) For hold frames, damage of ships complying with IACS S12 (1992)
Damage data is classified by the type of hold (ballast hold and cargo hold) and the number of
cases of damage is normalized by the number of classified holds per a ship.
The results are given in Table A1.
Table A1 Number of cases of damage *

Ballast hold Cargo hold
(No. of cases of damage / No. of cargo
holds)
IB/slant of LS 365 0
IB/sloping of BH 173 0.4
IS/sloping of BH 9 0
TB/LS 92 0.2
TB/US 63 0.5
HF/BH 15 0
HF/TST 31 0
Total 748 1.1
Note
* The number of cases of damage per cargo hold is the quotients of number of cargo damage
divided by number of cargo holds.
As given in Table A1, the damage to members in ballast hold is 99.8% of the total number of
the case of damage for primary members and the damage to holds other than ballast hold is 0.2%.
About 72% of damage occurred at the connection between inner bottom plating and the sloping
plate of the hopper tank and between inner bottom plating and the sloping and/or the vertical plate
of the lower stool.
Page 13 of 15
Common Structural Rules for Bulk carriers Technical Background for Rule Change Notice 3
Appendix 2 Technical Background for the treatment of mean stress and

residual stress
1. It is well and widely known that any initial residual stresses (σres), which are tensile and have
magnitudes that are normally close to the yield stresses of materials, exist in welded joints (hot
spots) or their periphery thereof.
In cases where loads are imposed onto hot spots and stresses at such hot spots reach locally
yield stresses, any initial residual stresses are relaxed after the removal of such loads. This
phenomenon is called the shake-down effect. This shake-down effect occurs in those perfectly
elasto plastic models introduced in the Rules.
Furthermore, it is also known that static mean stresses (structural mean stresses) influence the
fatigue strengths.
The effect of any mean stresses influencing the fatigue strengths can be evaluated by the sum of
any residual stresses and structural mean stresses.
Since the S-N curves with slopes equal to 3, as given by UK-HSE standards, express fatigue
strengths of welded structures in those cases where residual welds close to the yield stresses of
materials exists, it cannot be used to evaluate the effects of mean stresses.
2. The relaxation of any initial residual stresses at hot spots can be evaluated by using shake-down
models based on the assumptions of perfectly elasto plastic models. Those loads to be considered
are hydrostatic loads (structural mean stresses) and hydrodynamic loads induced by waves.
Since those stress ranges due to hydrodynamic loads induced by waves are random variables in
which wave heights are subject to the Gaussian process, any stresses contributing to shake-down
effects depend on the periods of duration in navigating under specific loading conditions.
Assuming that ships are imposed upon by significant hydrodynamic pressure only in cases
where such ships are at sea, these periods of duration for one loading condition can be set to about
10 days (105 cycles).
In this case, the magnitude of any stress ranges σ S dominating mean stress conditions during
this period can be expressed by 0.96∆σ 5 (Ref. SNAJ 190, November 2001), where ∆σ 5 is defined
as the maximum stress range corresponding to these 105 cycles loads.
In those fatigue strength assessment procedures specified in the Rules, reference stresses
correspond to 104 cycle loads. In cases where ∆σ 5 is defined as the maximum stress range
corresponding to 105 cycles loads, the relationship between ∆σ 5 and ∆σ 4 is:
∆σ 5 = 1.25∆σ 4
Then, we can get the following relationship：
σ S = 0.96∆σ 5 = 1.2∆σ 4
The model regarding initial residual stresses σ res , mean stresses σ mean and σ S can be
illustrated as given in Fig. A1 and σ max is used, in order to evaluate any shake-down effects.
From the relationship illustrated by the above figure, we can get the following equation:
σ max = σ res + σ mean + 0.5σ S = σ res + σ mean + 0.6∆σ 4
3. As specified above, shake-down effects are to be considered in cases where the σ max exceeds the
yield stress of material (ReH).
In such cases, any considered mean stresses can be expressed by the following equation:
σ m = ReH − 0.6∆σ 4
In those cases where 0.5σ S + σ res + σ mean is less than ReH:
σ m = σ mean + σ res
Page 14 of 15
The above cases are applicable to “Condition 1” which is defined the condition in which
maximum stress is the largest on the tension side among the loading conditions “homogeneous”,
“alternate” “normal ballast” and “heavy ballast”
According to experience as well as some studies regarding fatigue damages of side
longitudinals in single hull tankers, initial weld residual stresses for welded joints such as
longitudinals are conservatively given the value of 0.25 ReH.
0.6∆σ 4
σ S = 1.2∆σ 4
σ mean
σ max
σ res
0
Fig. A1 Illustration of the relationship of σ res , σ mean and σ S
4. However, in the cases of fatigue strengths of any of the welded joints of primary members,
initial residual stress values of 0.25 ReH are too conservative considering the tendency of fatigue
damage, especially, in those cases where mean stresses of all loading conditions are compressions.
In the case of weld joints of primary members, any residual stresses after removal of applied
loads can be still evaluated by the following equation in order to consider shake-down effects.
σ res ' = σ m1 − σ mean1
Where,
σ m1 : the mean stress of the “Condition 1” considered the shake-down effect
σ mean1 : the structural mean stress in the “Condition 1”.
However, in cases where σ mean1 is a compression, σ res ' should be taken to equal 0 considering the
damage tendencies of the welded joints of primary members.
5. In conclusion, the treatment of residual stresses of primary members is to be changed as

specified by this Rule Change Notice 3.
Page 15 of 15
COMMON STRUCTURAL RULES FOR BULK CARRIERS RULE CHANGE NOTICE NO.1

Bulk Carriers, July 2008
Rule Change Notice No. 1

January 2009
Notes: (1) These Rule Changes enter into force on 1 July 2009.
Bureau Veritas
Det Norske Veritas
Germanischer Lloyd
Lloyd's Register
Nippon Kaiji Kyokai
Copyright © 2006
PAGE 1 OF 171
RULE CHANGE NOTICE NO.1 COMMON STRUCTURAL RULES FOR BULK CARRIERS
Table of Contents
Rule Change Notice No.1-1 (Hull Girder Strength) …………………...…………………3

Technical Background for Rule Change Notice No.1-1(Hull Girder Strength)…………19
Rule Change Notice No.1-2 (Hatch Covers) ………………………………………....…31

Technical Background for Rule Change Notice No.1-2 (Hatch Covers) …………..…...35
Rule Change Notice No.1-3 (Steel Coil) …………………………………….…….……41

Technical Background for Rule Change Notice No.1-3 (Steel Coil) ……..…………….51
Rule Change Notice No.1-4 (Minimum Scantling, Side Frame and Grab) ………..……71
Technical Background for Rule Change Notice No.1-4
(Minimum Scantling, Side Frame and Grab) ………....79
Rule Change Notice No.1-5 (Direct Strength Analysis) ………………………..……….83

Technical Background for Rule Change Notice No.1-5 (Direct Strength Analysis) ...….89
Rule Change Notice No.1-6 (Fatigue Check for Longitudinals) …...………………...…97

Technical Background for Rule Change Notice No.1-6
(Fatigue Check for Longitudinals) ……...…...………119
Rule Change Notice No.1-7 (Corrosion Additions) …...……………………………….133

Technical Background for Rule Change Notice No.1-7 (Corrosion Additions) …....….139
Rule Change Notice No.1-8 (Corrugated Bulkhead) ……...………………………..….143

Technical Background for Rule Change Notice No.1-8 (Corrugated Bulkhead) ......….163
Rule Change Notice No.1-9 (Main Engine Foundation) ……………....………………167

Technical Background for Rule Change Notice No.1-9 (Main Engine Foundation) … 169
PAGE 2 OF 171
COMMON STRUCTURAL RULES FOR BULK CARRIERS RULE CHANGE NOTICE NO.1-1

Rule Change Notice No.1-1

(Hull Girder Strength)
Bureau Veritas
Det Norske Veritas
Germanischer Lloyd
Lloyd's Register
Nippon Kaiji Kyokai
Copyright © 2006
PAGE 3 OF 171
RULE CHANGE NOTICE NO.1-1 COMMON STRUCTURAL RULES FOR BULK CARRIERS
separate document Technical Background for Rule Change Notice No.1-1.
CHAPTER 5 HULL GIRDER STRENGTH
Section 1 YIELDING CHECK
2. Hull girder stresses

2.2 Shear stresses
2.2.2 Simplified calculation of shear stresses induced by vertical shear forces
The shear stresses induced by the vertical shear forces in the calculation point are obtained, in N/mm2, from the
following formula:
S
τ 1 = (QSW + QWV − εΔQC ) δ
IY t
where:
t : Minimum net thickness, in mm, of side and inner side plating, as applicable according to Tab 1
δ : Shear distribution coefficient defined in Tab 1
ε = sgn (QSW )
ΔQC : Shear force correction (see Fig 2) at the section considered. The shear force correction is to be
considered independently forward and aft of the transverse bulkhead for the hold considered. , which
The shear force correction takes into account, when applicable, the portion of loads transmitted by the
double bottom girders to the transverse bulkheads:
• for ships with any non-homogeneous loading conditions, such as alternate hold loading conditions
and heavy ballast conditions carrying ballast in hold(s):
M M
ΔQC = α − ρTLC ΔQC = α − ρTLC ,mh for each non-homogeneous loading condition
BH l H BH l H
• for other ships and homogeneous loading conditions:

ΔQC = 0
l0
ϕ = 1.38 + 1.55 , to be taken not greater than 3.7
b0
l 0 b0
α=g
l
2 +ϕ 0
b0
PAGE 4 OF 171
l0 , b0 : Length and breadth, respectively, in m, of the flat portion of the double bottom in way of the hold
considered; b0 is to be measured on the hull transverse section at the middle of the hold
lH : Length, in m, of the hold considered, measured between the middle of the transverse corrugated
bulkheads depth
BH : Ship’s breadth, in m, measured at the level of inner bottom on the hull transverse section at the middle
of the hold considered
M : Total mass of cargo, in t, in the hold of the section considered Mass, in t, in the considered section.
• Adjacent cargo hold is loaded in a non homogeneous loading condition for the condition under
consideration
M is to include the total mass in the hold and the mass of water ballast in double bottom tank,
bounded by side girders in way of hopper tank plating or longitudinal bulkhead.
• Other cases
M is the total mass in the hold.
TLC TLC,mh : Draught, in m, measured vertically on the hull transverse section at the middle of the hold
considered, from the moulded baseline to the waterline in the loading condition considered.
Bulkhead Bulkhead
ΔQC ΔQC _ F Full hold Empty hold
ΔQC _ E ΔQC=ραTLC
Corrected
shear force
Bulkhead Shear force obtained as

ΔQC _ F : shear force correction for the full hold

ΔQC _ E : shear force correction for the empty hold
Figure 2: Shear force correction ΔQC
PAGE 5 OF 171
Table 1: Shear stresses induced by vertical shear forces

Ship typology Location t, in mm δ
Single side ship Sides tS 0,5
Double side ship Sides tS 0.5(1 − φ )
Inner sides tIS 0.5φ
where:
tS, tIS : Minimum net thicknesses, in mm, of side and inner side, respectively
tSM, tISM : Mean net thicknesses, in mm, over all the strakes of side and inner side , respectively. They are calculated
as Σ(li ti) / Σli, where li and ti are the length, in m, and the net thickness, in mm, of the ith strake of side
and inner side.
t ISM
φ : Coefficient taken equal to: φ = 0.275 + 0.25
t SM
2.2.3 Shear stresses in flooded conditions of BC-A or BC-B ships

This requirement applies to BC-A or BC-B ships, in addition to [2.2.1] and [2.2.2].
The shear stresses, in the flooded conditions specified in Ch 4, Sec 3, are to be obtained at the calculation any
point, in N/mm2, from the following formula:
τ 1 = (QSW , F + QWV , F − εΔQC )

S
δ
ΙY t
ε = sgn (Q SW ,F )
ΔQC : Shear force correction, to be calculated according to [2.2.2],where the mass M is to include the mass
of the ingressed water in the hold considered is to be added to M and where the draught TLC TLC,mh is to
be measured up to the equilibrium waterline.
t : Net thickness, in mm, of the side plating.
5. Permissible still water bending moment and shear force

5.1 Permissible still water bending moment and shear force stresses
5.1.3 Permissible still water shear force - Simplified calculation
Where the shear stresses are obtained through the simplified procedure in [2.2.2], the permissible positive or
negative still water shear force in intact condition at any hull transverse section is obtained, in kN, from the
following formula:
⎛ 120 Ι Y t ⎞
QP = ε ⎜ + ΔQC ⎟ − QWV
⎝ k δ S ⎠
where:
ε = sgn (QSW )
δ : Shear distribution coefficient defined in Tab 1
PAGE 6 OF 171
t : Minimum net thickness, in mm, of side and inner side plating, as applicable according to Tab 1
ΔQC : Shear force corrections defined in [2.2.2], to be considered independently forward and aft of the
transverse bulkhead.
A lower value of the permissible still water shear force may be considered, if requested by the Shipbuilder.
PAGE 7 OF 171
Appendix 1 - HULL GIRDER ULTIMATE STRENGTH
Symbols
For symbols not defined in this Appendix, refer to Ch 1, Sec 4.
IY : Moment of inertia, in m4, of the hull transverse section around its horizontal neutral axis, to be
calculated according to Ch 5, Sec 1, [1.5.1]
ZAB, ZAD : Section moduli, in m3, at bottom and deck, respectively, defined in Ch 5, Sec 1, [1.4.2].
ReHs : Minimum yield stress, in N/mm2, of the material of the considered stiffener.
ReHp : Minimum yield stress, in N/mm2, of the material of the considered plate.
As : Net sectional area, in cm2, of stiffener, without attached plating
Ap : Net sectional area, in cm2, of attached plating

2.1 Simplified method based on a incremental-iterative approach
2.1.1 Procedure
The curve M-χ is to be obtained by means of an incremental-iterative approach, summarised in the flow chart in
Fig 1.
In this approach, the ultimate hull girder bending moment capacity MU is defined as the peak value of the curve
with vertical bending moment M versus the curvature χ of the ship cross section as shown in Fig 1. The curve is
to be obtained through an incremental-iterative approach.
Each step of the incremental procedure is represented by the calculation of the bending moment Mi which acts on
the hull transverse section as the effect of an imposed curvature χi.
For each step, the value χi is to be obtained by summing an increment of curvature Δχ to the value relevant to the
previous step χi-1.This increment of curvature corresponds to an increment of the rotation angle of the hull girder
transverse section around its horizontal neutral axis.
This rotation increment induces axial strains ε in each hull structural element, whose value depends on the
position of the element. In hogging condition, the structural elements above the neutral axis are lengthened,
while the elements below the neutral axis are shortened. Vice-versa in sagging condition.
The stress σ induced in each structural element by the strain ε is to be obtained from the load-end shortening
curve σ-ε of the element, which takes into account the behaviour of the element in the non-linear elasto-plastic
domain.
The distribution of the stresses induced in all the elements composing the hull transverse section determines, for
each step, a variation of the neutral axis position, since the relationship σ-ε is non-linear. The new position of the
neutral axis relevant to the step considered is to be obtained by means of an iterative process, imposing the
equilibrium among the stresses acting in all the hull elements.
PAGE 8 OF 171
Once the position of the neutral axis is known and the relevant stress distribution in the section structural
elements is obtained, the bending moment of the section Mi around the new position of the neutral axis, which
corresponds to the curvature χi imposed in the step considered, is to be obtained by summing the contribution
given by each element stress.
The main steps of the incremental-iterative approach described above are summarised as follows (see also Fig
1):
Step 1 Divide the transverse section of hull into stiffened plate elements.
Step 2 Define stress-strain relationships for all elements as shown in Tab 1
Step 3 Initialize curvature χ1 and neutral axis for the first incremental step with the value of incremental
curvature (curvature that induces a stress equal to 1% of yield strength in strength deck) as:
ReH
0.01
χ 1 = Δχ = E
zD − N
where:
zD : Z co-ordinate, in m, of strength deck at side, with respect to reference co-ordinate defined in Ch
1, Sec 4, [4]
Step 4 Calculate for each element the corresponding strain εi = χ zi εi = χ (zi-zNA) and the corresponding stress
σi
Step 5 Determine the neutral axis zNA_cur at each incremental step by establishing force equilibrium over the
whole transverse section as:
ΣAi σi = ΣAj σj (i-th element is under compression, j-th element under tension)
Step 6 Calculate the corresponding moment by summing the contributions of all elements as:
MU = ∑σ Ui Ai (zi − z NA _ cur )
Step 7 Compare the moment in the current incremental step with the moment in the previous incremental
step. If the slope in M-χ relationship is less than a negative fixed value, terminate the process and
define the peak value of MU. Otherwise, increase the curvature by the amount of Δχ and go to Step 4.
2.1.3 Modeling of the hull girder cross section

Hull girder transverse sections are to be considered as being constituted by the members contributing to the hull
girder ultimate strength.
Sniped stiffeners are also to be modeled imaginarily, taking account that they doesn’t contribute to the hull
girder strength.
The structural members are categorized into an ordinary stiffener element, a stiffened plate element or a hard
corner element.
The plate panel including web plate of girder or side stringer is idealized into either a stiffened plate element, an
attached plate of an ordinary stiffener element or a hard corner element.
The plate panel is categorized into the following two kinds:
- longitudinally stiffened panel of which the longer side is in the longitudinal direction, and
- transversely stiffened panel of which the longer side is in the perpendicular direction to the longitudinal
direction.
PAGE 9 OF 171
• Hard corner element
Hard corner elements are sturdier elements composing the hull girder transverse section, which collapse
mainly according to an elasto-plastic mode of failure (material yielding); they are generally constituted by
two plates not lying in the same plane.
The extent of a hard corner element from the point of intersection of the plates is taken equal to 20tp on
transversely stiffened panel and to 0.5s on a longitudinally stiffened panel. (See Fig 6)
where:
tp : Gross offered thickness of the plate, in mm

s : Spacing of the adjacent longitudinal stiffener, in m
Bilge, sheer strake-deck stringer elements, girder-deck connections and face plate-web connections on large
girders are typical hard corners.
• Ordinary stiffener element

The ordinary stiffener constitutes an ordinary stiffener element together with the attached plate.
The attached plate width is in principle:
- equal to the mean spacing of the ordinary stiffener when the panels on both sides of the stiffener are
longitudinally stiffened, or
- equal to the width of the longitudinally stiffened panel when the panel on one side of the stiffener is
longitudinally stiffened and the other panel is of the transversely stiffened. (See Fig 6)
• Stiffened plate element
The plate between ordinary stiffener elements, between an ordinary stiffener element and a hard corner
element or between hard corner elements is to be treated as a stiffened plate element. (See Fig 6)
s1=Min(20tp,s2/2)
s2-s1-s３/2 s4/2
s2-(s1+s3)/2
s2 s3 s4
s1 s2 s3 (Longitudinally
(Transversely
(Longitudinally (Transversely (Longitudinally stiffened panel)
stiffened panel)
stiffened panel) stiffened panel) stiffened panel)
Ordinary stiffener element

Stiffened plate element
Hard corner element
Figure 6: Extension of the breadth of the attached plating and hard corner element
The typical examples of modeling of hull girder section are illustrated in Figs 7 and 8.
Notwithstanding the foregoing principle these figures are to be applied to the modeling in the vicinity of upper
deck, sheer strake and hatch side girder.
PAGE 10 OF 171
s1 s2 s3
s6/2
s4/2
s6
s4
s6/2
s1/2 s3/2
s4/2
s1/2 s2/2 s2/2 s3/2
s7/2
s7
: Ordinary stiffener element
s7/2
: Hard corner element
2
s 8/
2
s 8/
s8
Figure 7: Extension of the breadth of the attached plating and hard corner element
Hard corner element
Ordinary stiffener element
Stiffened plate element
Figure 8: Examples of the configuration of stiffened plate elements, ordinary stiffener elements
and hard corner elements on a hull section
PAGE 11 OF 171
(Note)
(1) In case of the knuckle point as shown in Fig 9, the plating area adjacent to knuckles in the plating with an
angle greater than 30 degrees is defined as a hard corner. The extent of one side of the corner is taken equal
to 20tp on transversely framed panels and to 0.5s on longitudinally framed panels from the knuckle point.
Knuckle point
α
Figure 9: The case of plating with knuckle point
(2) Where the plate members are stiffened by non-continuous longitudinal stiffeners, the non-continuous
stiffeners are considered only as dividing a plate into various elementary plate panels.
(3) Where the opening is provided in the stiffened plate element, the openings are to be considered in
accordance with Ch 5 Sec 1, [1.2.7], [1.2.8] and [1.2.9].
(4) Where attached plating is made of steels having different thicknesses and/or yield stresses, an average
thickness and/or average yield stress obtained by the following formula are to be used for the calculation.
t1s1 + t 2 s2 ReHp1t1s1 + ReHp 2t2 s2

t= , ReHp =
s ts
Where,
ReH1, ReH2, t1, t2, s1, s2 and s are shown in Fig 10.
s
s1 s2
t1 t2
ReHp1 ReHp2
Figure 10: Element with different thickness and yield strength
2.2.1 Stiffened plate element Plating panels and ordinary stiffeners element
Stiffened plate element Plating panels and ordinary stiffener, element composing the hull girder transverse
sections may collapse following one of the modes of failure specified in Tab 1.
PAGE 12 OF 171
• Where the plate members are stiffened by non-continuous longitudinal stiffeners, the stress of the element is
to be obtained in accordance with [2.2.3] to [2.2.7], taking into account the non-continuous longitudinal
stiffener.
In calculating the total forces for checking the hull girder ultimate strength, the area of non-continuous
longitudinal stiffener is to be assumed as zero.
• Where the opening is provided in the stiffened plate element, the considered area of the stiffened plate
element is to be obtained by deducting the opening area from the plating in calculating the total forces for
checking the hull girder ultimate strength. The consideration of the opening is in accordance with the
requirement in Ch 5 Sec 1, [1.2.7] to [1.2.9].
• For stiffened plate element, the effective breadth of plate for the load shortening portion of the stress-strain
curve is to be taken as full plate breadth, i.e. to the intersection of other plate or longitudinal stiffener – not
from the end of the hard corner element nor from the attached plating of ordinary stiffener element, if any.
In calculating the total forces for checking the hull girder ultimate strength, the area of the stiffened plate
element is to be taken between the hard corner element and the ordinary stiffener element or between the
hard corner elements, as applicable.
Table 1: Modes of failure of stiffened plate element plating panel and ordinary stiffeners
element
Element Mode of failure Curve σ−ε

defined in
Lengthened stiffened plate element Elasto-plastic collapse [2.2.3]

transversely framed plating panel or ordinary
stiffeners element
Shortened ordinary stiffeners element Beam column buckling [2.2.4]

Torsional buckling [2.2.5]
Web local buckling of flanged profiles [2.2.6]
Web local buckling of flat bars [2.2.7]
Shortened stiffened plate element Plate buckling [2.2.8]

transversely framed plating panel
2.2.2 Hard corners element

Hard corners are sturdier elements composing the hull girder transverse section, which collapse mainly
according to an elasto-plastic mode of failure (material yielding). These elements are generally constituted of
two plates not lying in the same plane. Bilge, sheer strake-deck stringer elements, girder-deck connections and
face plate-web connections on large girders are typical hard corners.
The relevant load-end shortening curve σ-ε is to be obtained for lengthened and shortened hard corners
according to [2.2.3].
PAGE 13 OF 171
2.2.3 Elasto-plastic collapse of structural elements

The equation describing the load-end shortening curve σ-ε for the elasto-plastic collapse of structural elements
composing the hull girder transverse section is to be obtained from the following formula, valid for both positive
(shortening) and negative (lengthening) strains (see Fig 2):
σ = Φ ReH σ = Φ ReHA
where:
ReHA : Equivalent minimum yield stress, in N/mm2, of the considered element, obtained by the following
formula
ReHp Ap + ReHs As
ReHA =
Ap + As
Φ : Edge function, equal to:

Φ = -1 for ε < −1
Φ=ε for −1 ≤ ε ≤ 1
Φ=1 for ε > 1
ε : Relative strain, equal to:
εE
ε=
εY
εE : Element strain
εY : Strain at yield stress in the element, equal to:
ReH ReHA
εY = εY =
E E
ReHA
-ReHA
Figure 2: Load-end curve σ-ε for elasto plastic collapse

The equation describing the load-end shortening curve σCR1-ε for the beam column buckling of ordinary
AStif + 10bE t p AS + ApE
σ CR1 = Φσ C1 σ CR1 = Φσ C1
AStif + 10 st p AS + Ap
where:
PAGE 14 OF 171

σ E1 ReH ReHB
σ C1 = for σ E1 ≤ ε σ E1 ≤ ε
ε 2 2
⎛ ReH ε ⎞ ReH
σ C1 = ReH ⎜⎜1 − ⎟⎟ for σ E1 > ε
⎝ 4 σ E1 ⎠ 2
⎛ ReHB ε ⎞ ReHB
σ C1 = ReHB ⎜⎜1 − ⎟⎟ for σ E1 > ε
⎝ 4 σ E1 ⎠ 2
ReHB : Equivalent minimum yield stress, in N/mm2, of the considered element, obtained by the following
formula
ReHp ApE1l pE + ReHs AslsE
ReHB =
ApE1l pE + AslsE
ApE1 : Effective area, in cm2, equal to
ApE1 = 10bE1t p
lpE : Distance, in mm, measured from the neutral axis of the stiffener with attached plate of width bE1 to the
bottom of the attached plate
lsE : Distance, in mm, measured from the neutral axis of the stiffener with attached plate of width bE1 to
the top of the stiffener
IE
σ E1 = π 2 E 10 −4
AE l 2
s
b E1 = for β E > 1.0
βE
bE1 = s for β E ≤ 1.0
s εReH s εReHp
β E = 10 3 β E = 103
tp E tp E
AE ApE : Net sectional area, in cm2, of ordinary stiffeners with attached shell plating of width bE, equal to:
ApE = 10bE t p
PAGE 15 OF 171

⎛ 2.25 1.25 ⎞
bE = ⎜ − 2 ⎟s for β E > 1.25
⎜ β β E ⎟⎠
⎝ E
bE = s for β E ≤ 1.25
Figure 3: Load-end shortening curve σCR1-ε for beam column buckling
2.2.5 Torsional buckling

The equation describing the load-end shortening curve σCR2-ε for the flexural-torsional buckling of ordinary
stiffeners composing the hull girder transverse section is to be obtained according to the following formula (see
Fig 4).
AStiff σ C 2 + 10st pσ CP Asσ C 2 + Apσ CP
σ CR 2 = Φ σ CR 2 = Φ
AStiff + 10st p As + Ap
where:
AStiff : Net sectional area of stiffener, in cm2, without attached plate
σ E2 ReH ReHs
σ C2 = for σ E2 ≤ ε σ E2 ≤ ε
ε 2 2
⎛ ReH ε ⎞ ReH
σ C 2 = ReH ⎜⎜1 − ⎟⎟ for σ E 2 > ε
⎝ 4σ E 2 ⎠ 2
⎛ ReHs ε ⎞ ReHs
σ C 2 = ReHs ⎜⎜1 − ⎟⎟ for σ E2 > ε
⎝ 4σ E 2 ⎠ 2

⎛ 2.25 1.25 ⎞ ⎛ 2.25 1.25 ⎞

σ CP = ⎜
⎜ β
− 2 ⎟ ReH σ CP = ⎜⎜ − 2 ⎟⎟ ReHp for β E > 1.25
⎝ E β E ⎟⎠ ⎝ βE βE ⎠
σ CP = ReH σ CP = ReHp for β E ≤ 1.25
PAGE 16 OF 171
Figure 4: Load-end shortening curve σCR2-ε for flexural-torsional buckling
2.2.6 Web local buckling of ordinary stiffeners made of flanged profiles

The equation describing the load-end shortening curve σCR3-ε for the web local buckling of flanged ordinary
stiffeners composing the hull girder transverse section is to be obtained from the following formula:
10 3 bE t p + hwe t w + b f t f 103 bE t p ReHp + (hwet w + b f t f ) ReHs

σ CR 3 = ΦReH σ CR 3 = Φ
10 3 st p + hw t w + b f t f 103 st p + hwt w + b f t f
where
bE : Effective width, in m, of the attached shell plating, defined in [2.2.4]
hwe : Effective height, in mm, of the web, equal to:
⎛ 2.25 1.25 ⎞
hwe = ⎜ − 2 ⎟ hw for β w > 1.25
⎜ βw β w ⎟⎠
⎝
hwe = hw for β w ≤ 1.25
hw ε ReH hw ε ReHs
βw = βw =
tw E tw E

The equation describing the load-end shortening curve σCR4-ε for the web local buckling of flat bar ordinary
10 st Pσ CP + AStiff σ C 4 Apσ CP + Asσ C 4
σ CR 4 = Φ σ CR 4 = Φ
AStiff + 10st P Ap + As
where:
AStiff : Net sectional area of stiffener, in cm2, without attached plate
σ E4 ReH ReHs
σ C4 = for σ E 4 ≤ ε σ E4 ≤ ε
ε 2 2
PAGE 17 OF 171
⎛ ReH ε ⎞ ReH
σ C 4 = ReH ⎜⎜1 − ⎟ for σ E 4 > ε
⎝ 4σ E 4 ⎟⎠ 2
⎛ ReHs ε ⎞ ReHs
σ C 4 = ReHs ⎜⎜1 − ⎟⎟ for σ E4 > ε
⎝ 4σ E 4 ⎠ 2

2
⎛ tw ⎞
σ E 4 = 160000⎜⎜ ⎟⎟
⎝ hw ⎠
Figure 5: Load-end shortening curve σCR4-ε for web local buckling

⎧ ReH Φ
⎪⎪
σ CR 5 = min ⎨ ⎡ s ⎛ 2.25 1.25 ⎞ ⎛ s ⎞⎛ 1 ⎞ ⎤
2
⎪ΦReH ⎢ l ⎜⎜ β − β 2 ⎟⎟ + 0.1⎜1 − l ⎟⎜⎜1 + β 2 ⎟⎟ ⎥

⎪⎩ ⎢⎣ ⎝ E E ⎠ ⎝ ⎠⎝ E ⎠ ⎥ ⎦
⎧ ReHp Φ
⎪⎪
σ CR 5 = min ⎨ ⎡ s ⎛ 2.25 1.25 ⎞ ⎛ s ⎞⎛ 1 ⎞ ⎤
2
⎪ΦReHp ⎢ l ⎜⎜ β − β 2 ⎟⎟ + 0.1⎜1 − l ⎟⎜⎜1 + β 2 ⎟⎟ ⎥

⎪⎩ ⎢⎣ ⎝ E E ⎠ ⎝ ⎠⎝ E ⎠ ⎥ ⎦
where:
s εReH s εReHp
β E = 103 β E = 103
tp E tp E
s : plate breadth, in m, taken as the spacing between the ordinary stiffeners

l : longer side of the plate, in m.
PAGE 18 OF 171
COMMON STRUCTURAL RULES FOR BULK CARRIERS TECHNICAL BACKGROUND FOR RULE CHANGE NOTICE NO.1-1


(Hull Girder Strength)
Bureau Veritas
Det Norske Veritas
Germanischer Lloyd
Lloyd's Register
Nippon Kaiji Kyokai
Copyright © 2006
signed a contract with the relevant IACS Member entity for the provision of this information or advice and in
that case any responsibility or liability is exclusively on the terms and conditions set out in that contract.
PAGE 19 OF 171
TECHNICAL BACKGROUND FOR RULE CHANGE NOTICE NO.1-1 COMMON STRUCTURAL RULES FOR BULK CARRIERS
Technical Background for the Changes Regarding Hull Girder

Strength
1. Reason for the Rule Change in:

1.1 Chapter 5, Section 1, [2.2.2], [2.2.3] and [5.1.3]
These changes are made to clarify the requirements (Refer to KC ID 353, 453 and 459).
The way to consider any shear force corrections forward and aft of transverse bulkheads is
specified in [2.2.2] and [5.1.3].
It is specified that the total mass M in those holds loaded in non-homogeneous loading
conditions deadweight such as water ballast and fuel oil tank in double bottom, bounded by
side girders in way of hopper tank plating or longitudinal bulkhead.
In addition, the symbol “TLC” defined in Chapter 1 Section 4, [2.1.1] is defined differently in
Chapter 5 Section 1.
1.2 Chapter 5, Appendix 1, Symbols, [2.1.1], [2.1.3], [2.2.1] to [2.2.8]

These changes are made to clarify the requirements (Refer to KC ID 499, 519 and 520).
The position and extent of the hard corners is specified in order to provide the equivalent
definition of hard corners used in the CSR for Bulk Carriers regarding hull girder ultimate
strength calculations to the one used in the CSR for Oil Tankers.
The calculation method is specified for those cases where any attached plating and stiffeners
are made of steels having different yield stresses and/or thicknesses.
The way to consider non-continuous stiffeners for the hull girder ultimate strength calculation
is specified.
In cases where attached plating and stiffeners are made of steel having different yield stresses,
load end shortening curves are to be separately calculated for the stiffeners and the attached
plates, i.e. the method is similar to the “weighted average method on area” in consideration of
the net area of stiffeners and attached plates because this approach is very simple and easy to
understand.
However, as described in Annex 1, this approach sometimes give a smaller ultimate strength
in comparison to the results attained from a 3D non-linear FEA in cases where the yield stress
of stiffeners is smaller than that of any attached plates. This is because the area of such
attached plates is greater than that of the stiffeners. Normally, such a case is scarcely found in
actual designs.
From the results of 3D non-linear FEA, it has been found that any underestimation of the load
end shortening curves for beam column buckling of such stiffened panels can be resolved by
considering the first moment of such stiffened panels. In addition, load end shortening curves
for modes of failure other than beam column buckling can be evaluated by using the yield
stress of stiffeners and attached plates, respectively.
2. Summary of Rule Changes

The shear force correction is to be considered independently forward and aft of transverse
bulkheads for any hold considered.
In addition, the total mass M may include masses of water ballast in double bottoms tanks,
bounded by side girders in way of hopper tank plating or longitudinal bulkheads, if such
spaces are loaded for the non-homogeneous loading condition considered.
Finally, the symbol “TLC” is changed to “TLC_mh”
PAGE 20 OF 171
2.2 Chapter 5, Appendix 1, [2.1.1], [2.1.3], [2.2.1] to [2.2.8]

2.2.1 Chapter 5, Appendix 1, Symbols and [2.1.1]
(1) Definitions of necessary symbols are added in order to evaluate stiffened panels in cases
where any attached plating and stiffeners are made of steel having different stresses.
(2) Editorial correction in [2.1.1] is made.
2.2.2 Ch 5 Appendix 5 [2.1.3]
The new paragraph [2.1.3] is added for the modelling of hull girder cross sections.
The extent of hard corner elements from corners is taken equal to 20tp on transversely framed
panels and to 0.5s on longitudinally framed panels.
In cases where attached plating is made of steels having different thicknesses and/or yield
stresses, average thickness and/or average yield stress are to be used in calculations.
2.2.3 Ch 5 Appendix 5, [2.2.1] to [2.2.8]
The provisions regarding the definition of hard corners specified in [2.2.2] are shifted to a
new paragraph [2.1.3].
In addition, the ways to calculate the load-end shortening curves of the following cases are
explained: in cases where attached plating and stiffener are made of steels having different
yield stresses; in cases where plate members are stiffened by non-continuous longitudinal
stiffeners; in cases where openings are provided in stiffened plate elements; and, in cases
where stiffened plate elements are provided.

There is no change in terms of steel weight by comparing that before and after the proposed
rule change.
3.2 Chapter 5, Appendix 1, [2.1.1], [2.1.3], [2.2.1] to [2.2.8]

There is no change in terms of steel weight by comparing that before and after the proposed
rule change.
PAGE 21 OF 171
Annex 1: Evaluation method of the load end shortening curve for

stiffened panel where the attached plate and stiffener are made of
steel having different yield stresses
1. Introduction
The evaluation methodology of hull girder ultimate strength in CSR-BC is based on Smith’s method.
In cases where any attached plates and stiffeners are made of steel having different yield stresses,
the procedures and formulae for load end shortening curves are not described in the current Rules.
The following two methods to deal with such elements were considered.
(1) Using lower yield stresses.
(2) Considering plate elements and stiffener elements to be separate elements, and calculating the
load-end shortening curves for the stiffener and the attached plating separately as follows:
For stiffeners: by adding attached plating having the same yield stress as the stiffener and then
determining the shortening curve and the stress to be applied to the stiffener
only.
For attached plating: by adding a stiffener having the same yield stress as the attached plating
and then determining the shortening curve and the stress to be applied to the
attached plating only.
Finally, load end shortening curves for stiffened panels can be obtained by adding the load end
shortening curve for the stiffener to the load end shortening curve for the attached plating and
dividing the sum by the total area of the stiffened panel.
This method is called “Method A”. It has been confirmed that any load end shortening curve
obtained by this method is nearly equal to that obtained by using the average yield stress considering
areas of any stiffeners and attached plates.
It is obvious that the method specified in (1) above gives a conservative load end shortening curve
because the higher yield strengths of stiffeners or panels is not taking into account. On the other hand,
because Method A is simple and easy to understand, this method has been indicated in the IACS KC
DB 520 as a practicable approach to evaluate the load end shortening curves of stiffened panels with
different yield stresses between attached plates and stiffeners
However, there are some cases where Method A may give inadequate values of the load end
shortening curves of stiffened panels of different materials used for the attached plate and the stiffener.
Specifically, in cases where stiffened panel elements consist of attached plates of HT36 and
stiffeners of HT 32, the load end shortening curves of such elements are sometimes overestimated in
comparison to the results of 3D non-linear FEAs (FEA). On the contrary, in cases where elements
consist of attached plates of HT32 and stiffeners of HT36, the load end shortening curves of such
stiffened panel elements are sometimes underestimated in comparison to the results of FEA.
Although stiffeners with yield stresses lower than that of attached plates are rarely used in actual
ship design, any underestimated result obtained by Method A should be resolved.
Since the areas of attached plates are larger than that of stiffeners in most cases, the load end
shortening curve of the stiffened panel obtained by method A is affected by the yield strength of the
attached plating. However, in reality, the yield stress of the stiffener has great impact on its load end
shortening curve if beam-column buckling takes place, the parameters other than the areas of stiffeners
and attached plates should be considered to accurately estimate the load end shortening curves of
stiffened panels of attached plates and stiffeners having different yield stresses
In order to reduce the dependency on the areas of attached panels, the first moment of stiffened
panels instead of the areas of attached plates and stiffeners are considered.
This method is called “Method B”.
For example, using Method B, load end shortening curves of beam column buckling are calculated
in the following manner:
PAGE 22 OF 171
ReHs : yield stress of the stiffener

As : area of the stiffener
Stiffener lsE : distance to the top of the stiffener from the neutral
axis of the stiffened panel having the attached plate
lsE with bE1
As
Neutral Axis
Attached plate lpE

ReHp : yield stress of the attached plate
. bE1 : effective width of the attached plate
bE1 ApE ApE : area of the attached plate with effective

breadth bE1.
lpE : distance to the bottom of the attached plate from
the neutral axis of the stiffened panel having the
attached plate with bE1
Equivalent yield stress ReHB of the stiffened panel can be expressed by the following formula:
ReHp ApE1l pE + ReHs AslsE
ReHB =
ApE1l pE + AslsE
The load end shortening curve for the beam column buckling is obtained from the following
formula:
AS + ApE
σ CR1 = Φσ C1
AS + Ap
where:
Φ andε : defined in [2.2.3], Ch 5 Appendix 1 of the Rules.
σ E1 ReHB
ε 2
⎛ ReHB ε ⎞ ReHB
σ C1 = ReHB ⎜⎜1 − ⎟⎟ for σ E1 > ε
⎝ 4 σ E1 ⎠ 2
ApE1 : Effective area, in cm2, equal to 10bE1t p

IE
σ E1 = π 2 E 2
10 −4
AE l
s
b E1 = for β E > 1.0
βE
bE1 = s for β E ≤ 1.0
s εReHp
β E = 103
tp E
PAGE 23 OF 171
ApE : Net sectional area, in cm2, of attached shell plating of width bE, equal to:
ApE = 10bE t p
⎛ 2.25 1.25 ⎞
bE = ⎜ − 2 ⎟s for β E > 1.25
⎜ βE β E ⎟⎠
⎝
bE = s for β E ≤ 1.25
3D non-linear FEAs are carried out for the purpose of verifying the accuracy of the ultimate strength
of stiffened panels obtained by Method B as well as Method A.
2. FEA
96 cases of the collapse analyses of the stiffened panels with non-linear FEM have been performed.
The scantlings of stiffened plates analysed are listed in Table 1. As seen in Fig.1, the stiffened panels
are modelled in the range of double span – double bay. Periodical continuous conditions are imposed
along the edges of the model in the longitudinal and transverse directions. The material properties used
in the analyses are as follows:
Young’s Modulus : E = 206000 N/mm2
Poisson’s Ratio: n = 0.3
Strain Hardening Rate: Η’=0
Case 1 : 315 N/mm2 for attached plate and 315 N/mm2 for stiffener
Case 2 : 315 N/mm2 for attached plate and HT 355 N/mm2for stiffener (Different material case)
Case 3 : 355 N/mm2 for attached plate and HT 315 N/mm2 for stiffener (Different material case)
Case 4 : 355 N/mm2 for attached plate and 355 N/mm2 for stiffener
Table 1 Scantling and yield strength of each analysis case

Stiffener Attached plate
Length Breadth Aspect ratio Thickness
Type Size (mm)
a (mm) b (mm) (a/b) tp (mm)
10
2400 800 3.0 15
20
Angle 250x90x12/16 25
10
4000 800 5.0 15
20
25
10
3600 900 4.0 15
20
25
T-bar 400x120x13/18
10
15
5400 900 6.0
20
25
Flat-bar 300x15 10
15
2400 800 3.0
20
25
4000 800 5.0 10
15
PAGE 24 OF 171
20
25
Fig.1 Model of stiffened panel
3. Verification results of the two methods

The results of the FEA, method A and Method B analyses are shown in Fig. 2 to Fig. 7. In these
figures, FEA results are indicated by a line, the results of Method A and Method B are indicated by
symbols.
Generally, it was found that there is good agreement between the results obtained by both methods
and those by FEA from these figures except those cases where the plate thickness is 10mm.
However, considering the actual thickness of hull transverse members, both methods can be used
for the evaluation of ultimate strength.
Fig. 2 Comparison on ultimate strength (Angle a/b=3.0)
PAGE 25 OF 171
Fig. 3 Comparison on ultimate strength (Angle a/b=5.0)
Fig. 4 Comparison on ultimate strength (T-bar a/b=4.0)
Fig. 5 Comparison on ultimate strength (T-bar a/b=6.0)
PAGE 26 OF 171
Fig. 6 Comparison on ultimate strength (Flat-bar a/b=3.0)
Fig. 7 Comparison on ultimate strength (Flat-bar a/b=5.0)
In order to discuss the accuracy of the results of Method A and Method B, a ratio obtained by
dividing the results of both methods into that of FEA is given in Fig. 8 to Fig. 13.
Here, we call attention to the results of Case 2 and Case 3 in cases where any attached plates and
stiffeners are made of steels having different yield stresses.
The ultimate strengths of all of the calculation conditions in Case 3 evaluated by Method A always
are greater than those in Case 3.
In addition, the error (difference) becomes greater in those cases where the thickness of the attached
plate with large aspect ratio becomes greater. This is because the ultimate strength of the stiffened
panels is strongly affected by the yield strengths of attached plates.
On the other hand, the error of any results obtained by Method B seems to be smaller than those
obtained by Method A, and any tendencies obtained by Method A cannot be observed in the results
obtained by Method C.
PAGE 27 OF 171
Fig. 8 Comparison on accuracy of estimation method (Angle a/b=3.0)
Fig. 9 Comparison on accuracy of estimation method (Angle a/b=5.0)
Fig. 10 Comparison on accuracy of estimation method (T-bar a/b=4.0)
PAGE 28 OF 171
Fig. 11 Comparison on accuracy of estimation method (T-bar a/b=6.0)
Fig. 12 Comparison on accuracy of estimation method (Flat-bar a/b=3.0)
Fig. 13 Comparison on accuracy of estimation method (Flat-bar a/b=5.0)
For the purpose of confirming the accuracy of any results obtained by Method A and Method B,
average values and coefficients of variation (COV) are calculated and those results are given in Figure
14 and 15.
PAGE 29 OF 171
Fig. 14 Averages of Ultimate Strength in Each Case Fig. 15 Coefficients of Variation in Each Case
From Figure 15, it is obvious that the variance of any results obtained by method B is small.
This means the accuracy of any results obtained by Method B is higher than those results obtained by
Method A.
4. Conclusion
Two methods to estimate the ultimate strength of stiffened panels in cases where attached plates and
stiffeners are made of steel having different yield stresses are considered.
One is Method A, where the yield stress used in the estimation of beam-column buckling is
calculated so as to be the weighted average value of the yield stresses of the stiffener and the attached
plating according to their area.
The other is method B, where the yield stress in the estimation of beam-column buckling is set to the
weighted average value of the yield stresses of the stiffener and the attached plating according to the
product of their areas and their distances from the neutral axis.
In order to evaluate the accuracy of the ultimate strength of the stiffened panel obtained by both
methods, the results obtained by both methods are compared to those obtained by 3D non-linear FEAs.
From these comparison works, the following findings are obtained.

(1) The method A is very simple and practicable, but it may overestimated the ultimate strength in
the case that the yield strength of the stiffener is lower than that of the attach plating
(2) Method B is not as simple and practicable as Method A, but it gives more accurate ultimate
strength values for stiffened panels in comparison to those obtained by Method A.
Therefore, in cases where attached panels and stiffeners are made of steel having different yield
stresses, Method B should be used for the evaluation of the load end shortening curve thereof.
The text in the RCP is based on this.
PAGE 30 OF 171


(Hatch Covers)
Bureau Veritas
Det Norske Veritas
Germanischer Lloyd
Lloyd's Register
Nippon Kaiji Kyokai
Copyright © 2006
PAGE 31 OF 171
CHAPTER 9 OTHER STRUCTURES
Section 5 HATCH COVERS
Symbols
pS : Still water pressure, in kN/m2, defined in [4.1]
pW : Wave pressure, in kN/m2, defined in [4.1]
pC : Pressure acting on the hatch coaming, in kN/m2, defined in [6.2]
FS, FW : Coefficients taken equal to:
FS = 0 and FW = 0.9 for ballast water loads on hatch covers of the cargo ballast hold
FS = 1.0 and FW = 1.0 in other cases
s : Length, in m, of the shorter side of the elementary plate panel
l : Length, in m, of the longer side of the elementary plate panel
bp : Effective width, in m, of the plating attached to the ordinary stiffener or primary supporting member,
defined in [3]
w : Net section modulus, in cm3, of the ordinary stiffener or primary supporting member, with an attached
plating of width bp
Ash : Net shear sectional area, in cm2, of the ordinary stiffener or primary supporting member
m : Boundary coefficient for ordinary stiffeners and primary supporting members, taken equal to:
m = 8 , in the case of ordinary stiffeners and primary supporting members simply supported at both
ends or supported at one end and clamped at the other end
m = 12 , in the case of ordinary stiffeners and primary supporting members clamped at both ends
tC : Total corrosion addition, in mm, defined in [1.4]
σa , τa : Allowable stresses, in N/mm2, defined in [1.5]
1. General
1.5 Allowable stresses
1.5.1
Ref. ILLC, as amended (Resolution MSC.143(77) Reg. 15(6) and 16(5))
The allowable stresses σa and τa, in N/mm2, are to be obtained from Tab 2.
PAGE 32 OF 171
Table 2 Allowable stresses, in N/mm2

Members of Subjected to σa, in N/mm2 τa, in N/mm2
Weathertight hatch cover External pressure, as defined in Ch 0.80 ReH 0.46 ReH
Pontoon hatch cover 4, Sec 5, [2][5.2.1] 0.68 ReH 0.39 ReH
Weathertight hatch cover and pontoon Other loads, as defined in Ch 4 ,Sec 0.90 ReH 0.51 ReH
hatch cover 5, [5.1.1] and Ch 4, Sec 6, [2]
5. Strength check
5.2 Plating
5.2.3 Critical buckling stress check
The compressive stress σ in the hatch cover plating, induced by the bending of primary supporting members,
parallel to the direction of ordinary stiffeners is to comply with the following formula:
0.88
σ≤ σ C1
S
where:
S : Safety factor defined in Ch 6, Sec 3
σC1 : Critical buckling stress, in N/mm2, taken equal to:
ReH
σ C1 = σ E1 for σ E1 ≤
2
⎛ ReH ⎞ ReH
σ C1 = ReH ⎜⎜1 − ⎟ for σ E1 >
⎝ 4σ E1 ⎟⎠ 2
2
⎛ t ⎞
σ E1 = 3.6 E ⎜ ⎟
⎝ 1000 s ⎠
t : Net thickness, in mm, of plate panel
The compressive stress σ in the hatch cover plating, induced by the bending of primary supporting members,
perpendicular to the direction of ordinary stiffeners is to comply with the following formula:
0.88
σ≤ σ C2
S
where:
S : Safety factor defined in Ch 6, Sec 3
σC2 : Critical buckling stress, in N/mm2, taken equal to:
ReH
σ C2 = σ E2 for σ E2 ≤
2
⎛ ReH ⎞ ReH
σ C 2 = ReH ⎜⎜1 − ⎟⎟ for σ E2 >
⎝ 4σ E 2 ⎠ 2
2
⎛ t ⎞
σ E 2 = 0.9 m E ⎜⎜ ⎟
⎟
⎝ 1000 s s ⎠
PAGE 33 OF 171
m : Coefficient taken equal to:

2
⎡ ⎛s ⎞
2⎤
2.1
m = c ⎢1 + ⎜⎜ s ⎟
⎟
⎥
⎢ ⎝ls ⎠ ⎥ ψ + 1.1
⎣ ⎦
t : Net thickness, in mm, of plate panel
ss : Length, in m, of the shorter side of the plate panel
ls : Length, in m, of the longer side of the plate panel
ψ : Ratio between smallest and largest compressive stress
c = 1.3 when plating is stiffened by primary supporting members
c = 1.21 when plating is stiffened by ordinary stiffeners of angle or T type
c = 1.1 when plating is stiffened by ordinary stiffeners of bulb type
c = 1.05 when plating is stiffened by flat bar
c = 1.30 when plating is stiffened by ordinary stiffeners of U type. The higher c value but not greater
than 2.0 may be taken if it is verified by buckling strength check of panel using non-linear FEA and
deemed appropriate by the Society.
An averaged value of c is to be used for plate panels having different edge stiffeners.
In addition, Tthe bi-axial compression stress in the hatch cover plating, when calculated by means of finite
element analysis, is to comply with the requirements in Ch 6, Sec 3.
5.3 Ordinary stiffeners

5.3.2 Minimum net thickness of web
The web net thickness of the ordinary stiffener, in mm, is to be not less than the minimum values given in [5.2.2]
4mm.
5.4 Primary supporting members

5.4.2 Minimum net thickness of web
The web net thickness of primary supporting members, in mm, is to be not less than the minimum values given
in [5.2.2] 6mm.
PAGE 34 OF 171


(Hatch Covers)
Bureau Veritas
Det Norske Veritas
Germanischer Lloyd
Lloyd's Register
Nippon Kaiji Kyokai
Copyright © 2006
The IACS members, their affiliates and subsidiaries and their respective officers, employees or agents are, individually
and collectively, referred to in this clause as the ‘IACS Members’. The IACS Members, individually and collectively,
assume no responsibility and shall not be liable to any person for any loss, damage or expense caused by reliance on the
information or advice in this document or howsoever provided, unless that person has signed a contract with the
relevant IACS Member entity for the provision of this information or advice and in that case any responsibility or
PAGE 35 of 171
Technical Background for the Change Regarding Hatch Covers
1. Reason for the Rule Changes
1.1 Symbols
To consider the internal pressure due to ballast water in ballast hold, the load combination
coefficients are introduced in Symbols. The rule change is made to clarify the application of the
symbols Fs and Fw.
1.2 Table 2 Allowable stresses

According to ILLC and IACS UR S21, the external pressure is only external wave pressure
acting on the hatch cover. However, as the pressure is referred to Ch 4 Sec 5 [2] which are
mentioned not only the wave pressure on exposed deck but also other distributed load and
concentrated loads.
This rule change is made according to the answer in KC ID 537 in order to be in line with ILLC and
IACS UR S21.
1.3 “5.2.3 Critical buckling stress”

1.3.1 Application of buckling check
When the bi-axial compression stress in the hatch cover plating calculated by means of finite
element analysis, buckling check is to be carried out in accordance with the requirement in Ch 6 Sec
3. This check is alternative check to the buckling check using the compression stress obtained by a
grillage analysis as specified in IACS UR S21.
This rule change is made according to the answer in KC ID 477 in order to be in line with IACS UR
S21.
1.3.2 “c” or “F1” factor for ordinary stiffener of U type
There are many hatch covers stiffened by ordinary stiffener of U type. As the ordinary stiffener
of U-type has the merit of being more resistant to rotational effect than other ordinary stiffener of
flat bar, angle type or T type. However, the coefficient “c” is taken equal to 1.05 to 1.2
corresponding to the type of stiffener. Regarding this issue, the interpretation is made according to
the results as shown in Annex 1.
1.4 5.3.2 Minimum thickness of ordinary stiffener and 5.4.2 Minimum thickness of Primary
supporting member
The definition of the web minimum thickness of ordinary stiffeners and primary supporting
members was linked to the minimum requirements for the hatch cover plating, as defined in URS
21 and ILLC Reg. 16 (5.b). These rules contain no requirement for minimum web thickness for
ordinary stiffeners and primary supporting members. But the rules for hatch covers of CSR-BC
should have such a minimum requirement, comparable to the approach for the ship structure.
The reason is the change to the net thickness concept, which has not taken into account for the
stiffeners. Hatch cover manufactures demand that the minimum net thickness of ordinary stiffeners
plus the corrosion margin of 2mm has not to be greater than the well proven gross thickness of 6mm.
In addition, the relation to the distance between ordinary stiffeners (tmin = 10s) is only valid for
the hatch cover plating.
The rule change is made in accordance with the answer in KC ID 535.
2.1 Symbols
The use of the coefficients Fs=0 and Fw=0.9 are limited for hatch covers of the ballast hold in
case scantling check is done against the ballast water pressure.
PAGE 36 OF 171
2.2 Table 2
The reference is changed to Ch 4 Sec 5 [5.2.1] from Ch 4 Sec 5 [2] and clarification of “other
load” is made.
2.3 “5.2.3 Critical buckling stress”

2.3.1 Application of buckling check
The used stress for buckling check is clarified as follows.
For uni-axial compression stress, the stress is obtained by a grillage analysis.
For bi-axial compression stress, the stresses are obtained by a FEA
2.3.2 “c” or “F1” factor for ordinary stiffener of U type
According to the results specified in Annex 1, the coefficient “c” for ordinary stiffener of U-
type can be taken to higher value than 1.3. However, “c” value depends on the aspect ratio as shown
in Annex 1. Therefore, the coefficient “c” is taken equal to 1.3 as a minimum, but the higher value
may be used if it is verified by buckling strength check of panel using non-linear FEA and deemed
appropriate by the Society.
In addition, the treatment of the different edge stiffeners is added according to Table 1 in Ch 6
Sec 3.
2.4 “5.3.2 Minimum thickness of web of ordinary stiffener” and “5.4.2 Minimum thickness of
Primary supporting member”
(1) The relation to the distance between ordinary stiffeners (tmin = 10s) is only valid for the hatch
cover plating. Therefore this requirement is deleted the reference to the minimum thickness of
hatch cover plate for ordinary stiffeners and primary supporting.
(2) In addition to the change, described in (1) above, the minimum net web thickness of ordinary
stiffener of 6mm has been changed to 4mm.
(3) In addition to the change, described in (2) above, the minimum net thickness of 6mm is
specified in the requirement for web of primary supporting member, but the value is the same as
the current Rule.
3. Effects and impact on scantling due to this definition
3.1 Items in 2.1, 2.2 and 2.3.1 mentioned above

As the rule change is only made for the clarification, there is no scantling impact due to these
changes.
3.2 Items in 2.3.2 mentioned above

Regarding the U-type stiffeners, the coefficient “c” is to be an appropriate value deemed by the
Society because the factor of such stiffeners are not defined in CSR and IACS UR S21. The
minimum value is newly defined by this rule change although the used value still depends on the
discretion of the Society. Therefore, the scantling impact due to this change can not be estimated.
3.3 Item in 2.4

The minimum web thickness for ordinary stiffeners and primary supporting members is
decreased.
The impact on scantling can not be estimated in general. Depending on the hatch cover type, the
hatch cover size and loads, different design criteria determine the dimensions of the structure. One
manufacturer estimates the weight increase when using the current CSR approach with 40% for
ordinary stiffeners (KC-ID. 535).
PAGE 37 OF 171
Annex 1: Technical Background for the Changes regarding F1

factor for transverse compressed plate fields in buckling check of
hatch cover plating
1. Reason for the Rule Change in Ch 9 Sec 5 [5.2.3]
It was requested to make an interpretation for the factor “c” in case of U-type stiffener in
buckling assessment of hatch covers. The factor “c” considers the torsion stiffness of the
longitudinal stiffener of an elementary plate panel under transverse compression loads. The
following values are given in the URS 11:
c = 1.3 when plating is stiffened by primary supporting members
c = 1.21 when plating is stiffened by ordinary stiffeners of angle or T type
c = 1.1 when plating is stiffened by ordinary stiffeners of bulb type
c = 1.05 when plating is stiffened by flat bar
The intention of this RC is to make a proposal for the “c” factor for U-type stiffener

The derivation of the “c”-factor for U-type stiffeners based on nonlinear FE-analyses
should be treated as a future development, because this work is beyond the capability of CSR
PT1. CSR PT1 proposes to make a comparison study to estimate a F1 value by comparing the
buckling load case (BLC) 9 (clamped edges) with the reference BLC 2 (simply supported).
Both buckling load cases BLC 2 and BLC 9 are theoretical cases and the real boundary
condition of the U-Profile is in between these extreme cases. As a short term solution we
propose to use the mean buckling reduction factor κy value of both BLC's to estimate the “c”-
factor for U-type stiffeners.
The following diagrams show the buckling reduction factors of BLC 1 and 9 together with
the mean value and the “c”-factors as a function of c = κy(9) / κy(1) and c = κy(mean) / κy(1)
for different plate thicknesses and aspect ratios.
PAGE 38 OF 171
Influence of longitudinal stiffeners

with high torsional stiffness of the buckling behaviour of
transverse loaded plate panels (t=25mm)
2,0
1,8 kappa BLC2
1,6 kappa BLC 9
c=f(BLC2,9)
1,4
kappa mean
1,2
kappa, F1
c_mean
1,0
0,8
0,6
0,4
0,2
0,0
1 2 3 4 5 6 7 8 9 10
alpha

3,0
kappa BLC2
2,5
kappa BLC 9
c=f(BLC2,9)
2,0 kappa mean
kappa, F1
c_mean
1,5
1,0
0,5
0,0
1 2 3 4 5 6 7 8 9 10
alpha
PAGE 39 OF 171

4,0
3,5 kappa BLC2

kappa BLC 9
3,0 c=f(BLC2,9)
kappa mean
2,5
kappa, F1
c_mean
2,0
1,5
1,0
0,5
0,0
1 2 3 4 5 6 7 8 9 10
alpha
The diagrams show the following dependencies

• With decreasing thickness the “c” factor increases
• With decreasing thickness the range of a constant “c” factor increases
Different hatch cover designs show aspect ratios between 3 and 8 with a majority of ratios
between 3 and 6. The plate thickness is typically below 10mm. For these parameter ranges a
“c” factor of 2.0 may be assumed.
To be in line with the simple definitions of “c” in URS 11 a constant “c” value of 1.3 can
be used regardless of the thickness and aspect ratio. The diagrams leads to the assumption,
that a higher value might be possible, taking the aspect ratio and plate thickness into account.
But this has to be verified as a future development for CSR-BC.

The highest value for “c”, given in the URS 11 is 1.3 for primary supporting members.
Higher values are not allowed by IACS up to now. Defining a constant value of 1.3 for U-
type stiffeners regardless of plate field aspect ratios or thicknesses, we do not change the
result of the plate buckling check for hatch covers and this definition has no impact on
scantling.
With the selection of a higher “c” value for such kind of stiffeners, the buckling strength
of hatch cover plating, stiffened with U-type stiffeners increases with respect to transverse
loaded plate fields.
PAGE 40 OF 171


(Steel Coil)
Bureau Veritas
Det Norske Veritas
Germanischer Lloyd
Lloyd's Register
Nippon Kaiji Kyokai
Copyright © 2006
PAGE 41 OF 171
CHAPTER 4 DESIGN LOADS
Section 2 SHIP MOTION AND ACCELERATIONS
2. Ship absolute motions and accelerations

2.1 Roll
2.1.1
The roll period TR, in s, and the single roll amplitude θ, in deg, are given by:
2.3kr
TR =
GM
9000(1.25 − 0.025T R ) f p k b
θ=
(B + 75)π
where:
kb : Coefficient taken equal to:
kb = 1.2 for ships without bilge keel
kb = 1.0 for ships with bilge keel
kr : Roll radius of gyration, in m, in the considered loading condition. When kr is not known, the values
indicated in Tab 1 may be assumed.
GM : Metacentric height, in m, in the considered loading condition. When GM is not known, the values
indicated in Tab 1 may be assumed.
Table 1: Values of kr and GM

Loading condition kr GM
(Alternate or homogeneous loading) 0.35B 0.12B
Full load condition
Steel coil loading 0.42B 0.24B
Normal ballast condition 0.45B 0.33B
Heavy ballast condition 0.40B 0.25B
PAGE 42 OF 171
CHAPTER 6 HULL SCANTLING
Section 1 PLATING
2.7 Inner bottom loaded by steel coils on a wooden support
2.7.1 General
The net thickness of inner bottom, bilge hopper sloping plate and inner hull for ships intended to carry steel
coils is to comply with [2.7.2] to [2.7.4].
The provision is determined by assuming Fig 2 as the standard means of securing steel coils. In case where steel
coils are lined up two or more tier, formulae in [2.7.2] and [2.7.3] can be applied to the case that only lowest tier
of steel coils is in contact with hopper sloping plate or inner hull plate. In other cases, scantlings of plate
thickness are calculated by direct strength analysis or other procedures.
Figure 2: Inner bottom loaded by steel coils
2.7.1 bis1 Accelerations

In order to calculate the accelerations, the following coordinates are to be used for the centre of gravity.
xG − sc = 0.75 l forward of aft bulkhead, where the hold of which the mid position is located forward from
H
0,45L from A.E.
PAGE 43 OF 171
xG − sc = 0.75 l afterward of fore bulkhead, where the hold of which the mid position is located afterward from
H
0,45L from A.E.

Bh
yG − sc = ε
4
⎧ 3⎫ d
zG − sc = hDB + ⎨1 + (n1 − 1) ⎬ sc
⎩ 2 ⎭ 2
where:
ε : 1.0 when a port side structural member is considered , or -1.0 when a starboard side structural member
is considered.
Bh : breadth in m, at the mid of the hold, of the cargo hold at the level of connection of bilge hopper plate
with side shell or inner hull
dsc : diameter of steel coils, in m
hDB : height of inner bottom, in m
lH : Cargo hold length, in m
Vertical acceleration aZ, in m/s2,.are to be calculated by the formulae defined in Ch 4, Sec 2, [3.2] and tangential
acceleration aR due to roll, in m/s2 .is to be calculated by the following formula.
2
π ⎛ 2π ⎞
aR = θ ⎜ ⎟ 2
y G _ SC + R 2
180 ⎜⎝ TR ⎟⎠
where:
θ, TR and R: as defined in Ch 4 Sec 2, [3.2].
2.7.2 Inner bottom plating

The net thickness of plating of longitudinally framed inner bottom is to be not less than the value obtained, in
mm, from the following formula:
t = K1
(g + aZ )F
λP RY
t = K1
{g (cos(C ZP Φ )cos(C ZRθ )) + a z }F
λ P RY
where:
K1 : Coefficient taken equal to:
1.7 slK 2 − 0.73s 2 K 22 − (l − l' )2

K1 =
2l' (2 s + 2lK 2 )
aZ : Vertical acceleration, in m/s2, defined in Ch 4, Sec 2, [3.2] [2.7.1 bis1]

Φ : Single pitch amplitude, in deg, defined in Ch 4, Sec 2, [2.2]
θ : Single roll amplitude, in deg, defined in Ch 4, Sec 2, [2.1]
CZP,CZR : Load combination factor defined in Ch 4, Sec 4, [2.2]
PAGE 44 OF 171
F : Force, in kg, taken equal to:

Wn1n 2
F = KS for n 2 ≤ 10 and n3 ≤ 5
n3
l
F = K S n1W for n 2 > 10 or n3 > 5
lS
λP : Coefficient defined in Tab 6

KS : Coefficient taken equal to:
KS = 1.4 when steel coils are lined up in one tier with a key coil
KS = 1.0 in other cases
W : Mass of one steel coil, in kg
n1 : Number of tiers of steel coils
n2 : Number of load points per elementary plate panel of inner bottom (See Figs 3 and 4), taken equal to.
When n3 ≤ 5 , n 2 can be obtained from Tab 3 according to the values of n3 and l / l S
• in case of steel coils loaded as shown in Fig 3, n2 is obtained from Tab 3 according to the values of
n3 and l/lS
• in case of steel coils loaded as shown in Fig 4, n2 = n3
n3 : Number of dunnages supporting one steel coil
lS : Length of a steel coil, in m
K2 : Coefficient taken equal to:

2 2 2
s ⎛s⎞ ⎛l⎞ ⎛ l' ⎞
K 2 = − + ⎜ ⎟ + 1.37⎜ ⎟ ⎜1 − ⎟ + 2.33
l ⎝ ⎠
l ⎝s⎠ ⎝ l⎠
l’ : Distance, in m, between outermost load points per elementary plate panel of inner bottom plate in ship
length, taken equal to: (See Figs 3 and 4). When n 2 ≤ 10 and n3 ≤ 5 , l’ can be obtained from Tab 4
according to the values of l, lS, n2 and n3. When n 2 > 10 or n3 > 5 , l’ is to be taken equal to l.
• in case of steel coils loaded as shown in Fig 3, l’ is obtained from Tab 4 according to the values of
l, lS, n2 and n3
• in case of steel coils loaded as shown in Fig 4, l’ is the actual value.
2.7.3 Bilge hHopper sloping plate and inner hull plateing

The net thickness of plating of longitudinally framed bilge hopper sloping plate and inner hull is to be not less
than the value obtained, in mm, from the following formula:
t = K1
[g cos(θ 1 − θ 2 ) + aY sin θ 1 ]F ′
λ P RY
a hopper F '
t = K1
λ p Ry
PAGE 45 OF 171
where:
K1 : Coefficient defined in [2.7.2]
θ 1 θ h : Angle, in deg, between inner bottom plate and bilge hopper sloping plate or inner hull plateing
θ2 : Single roll amplitude, in deg, defined in Ch 4, Sec 2, [2.1]
aY : Transverse acceleration, in m/s2, defined in Ch 4, Sec2, [3.2]
⎛ yG _ sc ⎞
ahopper = −CYR a R sin ⎜ tan −1 − θ h ⎟ + g cos(θ h − CYGθ ) cos(C XG Φ ) + CYS a sway sin θ h
⎜ R ⎟
⎝ ⎠
aR : tangential acceleration defined in [2.7.1 bis1].

asway : Transverse acceleration due to sway, in m/s2, defined in Ch 4, Sec 2, [2.4]
CXG, CYS, CYR, CYG: Load combination factors defined in Ch 4, Sec 4, [2.2]
yG_sc : Centre of gravity in transverse direction, in m, defined in [2.7.1 bis1]
R : Coefficient defined in Ch 4 Sec 2, [3.2.1]
F′ : Force, in kg, taken equal to:
Wn 2 C k
F′ = for n 2 ≤ 10 and n3 ≤ 5
n3
l
F ' = CkW for n 2 > 10 or n3 > 5 ,
lS
λP : Coefficient defined in Tab 6
W, n2, n3, Φ and θ : As defined in [2.7.2]
Ck : Coefficient taken equal to:

Ck = 4.03.2 when steel coils are lined up two or more tier, or when steel coils are lined up one tier
and key coil is located second or third from bilge hopper sloping plate or inner hull plate
Ck = 2.52.0 for other cases
Dunnage Steel coil
Inner bottom
n2 and ℓ’ are given by
Floor Bottom
Tables 3 and 4
Figure 3: Loading condition of steel coils (Example of n 2 = 4 , n3 = 3 )
PAGE 46 OF 171
Dunnage Steel coil
Inner bottom
ℓ'
Floor Bottom
Figure 4: Loading condition of steel coils (Example of n 2 = 3 , n3 = 3 )
2.7.4
Where the number of load points per elementary plate panel n2 is greater than 10 and/or the number of dunnages
n3 is greater than 5, the inner bottom may be considered as loaded by a uniform distributed load. In such a case,
the thickness of the inner bottom plating is to be obtained according to [3.2.1]. (void)
PAGE 47 OF 171
Table 3: Number n2 of load points per elementary plate panel

n2 n3 = 2 n3 = 3 n3 = 4 n3 = 5
l l l l
1 0< ≤ 0.5 0< ≤ 0.33 0< ≤ 0.25 0< ≤ 0.2
lS lS lS lS
l l l l
2 0.5 < ≤ 1.2 0.33 < ≤ 0.67 0.25 < ≤ 0.5 0.2 < ≤ 0.4
lS lS lS lS
l l l l
3 1.2 < ≤ 1.7 0.67 < ≤ 1.2 0.5 < ≤ 0.75 0.4 < ≤ 0.6
lS lS lS lS
l l l l
4 1.7 < ≤ 2.4 1.2 < ≤ 1.53 0.75 < ≤ 1.2 0.6 < ≤ 0.8
lS lS lS lS
l l l l
5 2.4 < ≤ 2.9 1.53 < ≤ 1.87 1.2 < ≤ 1.45 0.8 < ≤ 1.2
lS lS lS lS
l l l l
6 2.9 < ≤ 3.6 1.87 < ≤ 2.4 1.45 < ≤ 1.7 1.2 < ≤ 1.4
lS lS lS lS
l l l l
7 3.6 < ≤ 4.1 2.4 < ≤ 2.73 1.7 < ≤ 1.95 1.4 < ≤ 1.6
lS lS lS lS
l l l l
8 4.1 < ≤ 4.8 2.73 < ≤ 3.07 1.95 < ≤ 2.4 1.6 < ≤ 1.8
lS lS lS lS
l l l l
9 4.8 < ≤ 5.3 3.07 < ≤ 3.6 2.4 < ≤ 2.65 1.8 < ≤ 2.0
lS lS lS lS
l l l l
10 5.3 < ≤ 6.0 3.6 < ≤ 3.93 2.65 < ≤ 2.9 2.0 < ≤ 2.4
lS lS lS lS
Table 4: Distance between load points in ship length direction

per elementary plate panel of inner bottom
n3
n2
2 3 4 5
1 Actual breadth of dunnage
2 0.5lS 0.33lS 0.25lS 0.2lS
3 1.2lS 0.67lS 0.50lS 0.4lS
4 1.7lS 1.20lS 0.75lS 0.6lS
5 2.4lS 1.53lS 1.20lS 0.8lS
6 2.9lS 1.87lS 1.45lS 1.2lS
7 3.6lS 2.40lS 1.70lS 1.4lS
8 4.1lS 2.73lS 1.95lS 1.6lS
9 4.8lS 3.07lS 2.40lS 1.8lS
10 5.3lS 3.60lS 2.65lS 2.0lS
PAGE 48 OF 171
Section 2 ORDINARY STIFFENERS
2.5 Ordinary stiffeners of inner bottom loaded by steel coils on a wooden
support
2.5.1 General
The requirements of this sub-article apply to the ordinary stiffeners located on inner bottom plate, bilge hopper
sloping plate and inner hull plate when loaded by steel coils on a wooden support (dunnage), as indicated in Fig
2 of Ch 6, Sec 1.
In case where steel coils are lined up two or more tier, formulae in [2.5.2] and [2.5.3] can be applied to the case
that only lowest tier of steel coils is in contact with hopper sloping plate or inner hull plate. In other cases,
scantlings of net section modulus and net shear section area are calculated by direct strength analysis or other
procedures.
2.5.2 Ordinary stiffeners located on inner bottom plating

The net section modulus w, in cm3, and the net shear sectional area Ash, in cm2, of single span ordinary stiffeners
located on inner bottom plating are to be not less than the values obtained from the following formulae:
w = K3
(g + a Z )F
8λ S RY
5(g + a Z )F −3
Ash = 10
τ a sin φ
w = K3
[g ⋅ cos(C ZP Φ )⋅ cos(C ZRθ ) + a Z ]⋅ F
8 ⋅ λ S RY
5[g ⋅ cos(C ZP Φ ) ⋅ cos(C ZR θ )) + a Z ]⋅ F −3

Ash = 10
τ a sin φ
where:
K3 : Coefficient defined in Tab 1. When n 2 is greater than 10, K 3 is to be taken equal to 2l/3
aZ : Vertical acceleration, in m/s2, defined in Ch 4, Sec2, [3.2] Ch 6, Sec 1, [2.7.1 bis1]

Φ : Single pitch amplitude, in deg, defined in Ch 4, Sec 2, [2.2]
θ : Single roll amplitude, in deg, defined in Ch 4, Sec 2, [2.1]
CZP,CZR : Load combination factor defined in Ch 4, Sec 4, [2.2]
F : Force, in kg, defined in Ch 6, Sec 1, [2.7.2]
λS : Coefficient defined in Tab 3
φ : Angle, in deg, defined in [3.2.3].
PAGE 49 OF 171
2.5.3 Ordinary stiffeners located on bilge hopper sloping plate or inner hull plateing
The net section modulus w , in cm3, and the net shear sectional area Ash , in cm2, of single span ordinary
stiffeners located on bilge hopper sloping plate and inner hull plate are to be not less than the values obtained
from the following formulae:
w = K3
[g cos(θ1 − θ 2 ) + aY sin θ1 ]F '
8λ S RY
5aY F '
Ash = 10 −3
τ a sin ϕ sin φ
a hopper F '
w = K3
8λ S RY
5a hopper F '
Ash = 10 −3
τ a sin φ
where:
K3 : Coefficient defined in Tab 1. When n 2 > 10 , K 3 is taken equal to 2l/3.
θ1, θ2 : Angles, in deg, defined in Ch 6, Sec 1, [2.7.3]

θh : Angle, in deg, between inner bottom plate and bilge hopper sloping plate or inner hull plate
aY : Transverse acceleration, in m/s2, defined in Ch 4, Sec 2, [3.2]

a hopper : Acceleration, in m/s2, defined in Ch 6 Sec 1, [2.7.3]
F' : Force, in kg, defined in Ch 6, Sec 1, [2.7.3]

λS : Coefficient defined in Tab 3
φ : Angle, in deg, defined in [3.2.3]

φ : Angle, in deg, between inner bottom plating and hopper sloping plate or inner hull plating.
l' : Distance, in m, between load points per elementary plate panel of inner bottom plate in ship length,
sloping plate or inner hull plating, as defined in Ch 6, Sec 1, [2.7.2].
l′ : Distance, in m, between outermost load points per elementary plate panel in ship length
Table 1 : Coefficient K3
n2 1 2 3 4 5 6 7 8 9 10
'2 '2 '2 '2
l '2
2l '2
5l '2
l '2
7l 4l 3l 5l 11l ' 2
K3 l l− l− l− l− l− l− l− l− l−
l 3l 9l 2l 15l 9l 7l 12l 27l
2.5.4
Where the number of load points per elementary plate panel n2 is greater than 10 and/or the number of dunnages
n3 is greater than 5, the inner bottom may be considered as loaded by a uniform distributed load. In such a case,
the scantling of the inner bottom ordinary stiffeners is to be obtained according to [3.2.3]. (void)
PAGE 50 OF 171


(Steel Coil)
Bureau Veritas
Det Norske Veritas
Germanischer Lloyd
Lloyd's Register
Nippon Kaiji Kyokai
Copyright © 2006
PAGE 51 OF 171
Technical Background for the Change Regarding Scantling Formula

for Steel Coil Loading
1. Background of Rule change regarding steel coil loading
1.1 Addition of GM and kr value for steel coil loading to the note of Table 1 in Ch 4, Sec 2,
[2.1.1]
Roll radius of gyration ( k r ) and metacentric height ( GM ) in the considered loading condition is
used for the calculation of the parameters regarding the ship’s absolute motion and accelerations.
When these values are not known, the default values specified in Table 1 in Ch 4, Sec 2, [2.1.1]
may be assumed in the current CSR.
However, these default values specified in the Table do not correspond to the steel coil loading
condition because the steel coil load is normally concentrated near the inner bottom.
The rule change is made to set the GM value based on the actual design values given in Table 1 and
the averaged values of GM and kr is about 0.24B and 0.42B, respectively.
Table 1 Actual GM Value

B 32.26 32.26 31.00 29.40 23.00 19.60 23.50 23.70
Actual GM 8.05 7.76 8.34 7.99 4.39 4.12. 4.95 5.10
GM = X*B 0.245 0.241 0.269 0.272 0.191 0.210 0.211 0.215
B 27.00 26.00 23.50 24.50 24.40 23.70 27.0 23.700
Actual GM 6.88 6.38 4.95 5.78 4.93 5.06 6.89 5.10
GM = X*B 0.255 0.245 0.211 0.236 0.202 0.214 0.255 0.215
B 23.50 22.30 27.00 27.00 32.26 32.26 27.20 32.26
Actual GM 4.95 4.65 6.89 6.93 9.30 9.11 6.12 9.14
GM = X*B 0.211 0.209 0.255 0.257 0.288 0.282 0.225 0.283
The GM and kr value for steel coil loading are newly added to Table 1 in Ch 4, Sec 2, [2.1.1] as
a default value.
1.2 Modification of the requirements in Ch 6, Sec 1, [2.7.1] and Ch 6, Sec 2, [2.5.1]

The 3rd sentence and the 4th sentence in Ch 6, Sec 1, [2.7.1] and the 2nd sentence and the 3rd
sentence in Ch 6, Sec 2, [2.5.1] are deleted due to the following reasons.
(a) As the term of the acceleration in the scantling formula is revised in order to accommodate any
loading pattern of steel coil as mentioned in Annex 1, the limitation of the rule application
regarding the loading pattern is not necessary.
(b) In addition, CSR does not permit overruling the scantling determined by the prescriptive
requirement by FEA.
1.3 Clarification of the treatment of centre of gravity for steel coil loading
If the actual centre of gravity in steel coil loaded condition is known, it is better to use the actual
one in calculating the acceleration. Therefore, this treatment has been added to the text.
If the actual centre of gravity is not known, the standard value of the centre of gravity is needed.
( ( )
Then the centre of gravity (x, y, z ) is set up mid − hold , εBh 4 , hDB + 1 + (n1 − 1) 3 2 d SC 2 as a)
conservative manner, where Bh is defined as a breadth of the cargo hold and ε is 1.0 when a port
side structural member is considered, or -1.0 when a starboard side structural member is
considered.
PAGE 52 OF 171
1.4 Amendment of the formulae for plating and ordinary stiffeners of inner bottom, bilge
hopper and inner hull
In the current formulae for inner bottom plating and ordinary stiffeners (inner bottom
longitudinals), load cases H and F are only considered but the load cases R and P is not considered.
The rule change is made to consider the all load cases.
The current formulae for plating and ordinary stiffeners of bilge hopper and inner hull give the
excessive scantling due to the account of gravity acceleration in duplicate and conservative
coefficient C k . In addition, formula for shear area of the ordinary stiffeners is modified.
1.5 Amendment of the treatment which the number of load points per elementary plate panel
is greater than 10 and/or the number of dunnages is greater than 5.
In the current requirements, the number of load points per elementary plate panel n 2 is greater
than 10 and/or the number of dunnages n3 is greater than 5, the scantling of plating and ordinary
stiffeners may be checked by the formulae based on uniform distributed loads. However, this
assumption is inappropriate because the scantling formula for steel coil is based on the line load
which is transformed from the concentrated loads due to steel coil acting on the most severe
locations of an elementary plate panel. Even if the number of load points becomes larger than 10,
this assumption for the load model should be kept.
Therefore, the texts of Ch 6, Sec 1, [2.7.4] and Ch 6, Sec 2, [2.5.4] are deleted.
Furthermore, in order to clarify the treatment where the number of load points per elementary
plate panel is greater than 10 and/or the number of dunnages is greater than 5, the relevant text is
revised.
The technical backgrounds of these modifications are described in Annex 1.

2.1 Ch 4, Sec 2, Table 1
The GM and kr values are added to Table 1 as averaged values based on the investigation results
of actual ships’ data.
2.2 Ch 6, Sec 1, [2.7.1]

The 3rd and the 4th sentences are deleted.
2.3 Ch 6, Sec 1, [2.7.2], [2.7.3], [2.7.4]

The new paragraph [2.7.1 bis1] is added for calculating the acceleration and the paragraph [2.7.4]
is deleted. The tangential acceleration due to roll is added.
2
π ⎛ 2π ⎞
aR = θ ⎜ ⎟ 2
y SC + R 2
180 ⎜⎝ TR ⎟⎠
Where,
Bh
yG_SC: Centre of gravity in transverse direction, in m, is taken equal to yG − sc = ε
4
R: Coefficient defined in Ch 4 Sec 2, [3.2.1] of the Rules
TR: Roll period, in s, defined in Ch 4, Sec 2, [2.1.1] of the Rules
Bh: breadth in m, at the mid of the hold.
In order to consider the acceleration of pitch, although the effect is very small because the hold
length is relative short, the definition of xG_SC is added as follows.
xG − sc = 0.75 l forward of aft bulkhead, where the hold of which the mid position is located forward
H
from 0,45L from A.E.
PAGE 53 OF 171
xG − sc = 0.75l afterward of fore bulkhead, where the hold of which the mid position is located
H
afterward from 0,45L from A.E
The backgrounds of these modifications are described in Annex 1
2.4 Ch 6, Sec 1, [2.7.2]

The scantling formula for load cases H and F is revised in order to consider all load cases. In
addition, the interpretation of the case where n2>10 or n3>5 is added.
t = K1
{g (cos(CZP Φ ) ⋅ cos(CZRθ )) + az }F
λP RY
Where,
Wn1n 2
For n2<=10 and n3<=5, F = KS
n3
l
For n2>10 or n3>5 F = K S n1W
lS
Definitions of all symbols are specified in the Rule text.
2.5 Ch 6, Sec 1, [2.7.3]

In the current formula, the gravity component is accounted in duplicate because the acceleration
“ay” contains the component of gravity acceleration. The formula is corrected to consider the
gravity acceleration component correctly and to correspond to the all load case. In addition, the
coefficient ck is changed based on the experimental data.
a hopper F '
t = K1
λ p Ry
Where,
Wn2Ck
For n2<=10 and n3<=5, F '=
n3
l
For n2>10 or n3>5 F ' = CkW
lS
⎛ y G _ SC ⎞
a hopper = −CYR a R sin ⎜⎜ tan −1 − θ h ⎟⎟ + g cos(ϑh − CYGθ ) cos(C XG Φ ) + CYS a sway sin θ h
⎝ R ⎠
Definitions of all symbols are specified in the Rule text.
2.6 Ch 6, Sec 1, [2.7.4]

As the interpretation of the cases where n2>10 and/or n3>5 are added to the renumbered
paragraph [2.7.3], the paragraph [2.7.4] is deleted.
2.7 Ch 6, Sec 2, [2.5.1]

The 2nd and the 3rd sentences are deleted.
2.8 Ch 6, Sec 2, [2.5.2] and [2.5.3]

The formulae for all load cases are provided as similar to the revision of the scantling formula for
plating in Ch 6 Sec 1.
2.9 Ch 6, Sec 2, [2.5.4]

As the interpretation of the cases where n2>10 and/or n3>5 are added to the paragraph [2.5.3], this
paragraph is deleted.
PAGE 54 OF 171
3. Scantling impact due to modifications

For scantling of inner bottom plating and ordinary stiffeners there is less impact due to this
modification.
For thickness of bilge hopper sloping plate and inner hull plate and section modulus of ordinary
stiffeners, the conservative scantling required by the current requirement is improved by this
modification.
Details of the calculation for scantling impact due to these modifications are described in Annex
2.
PAGE 55 OF 171
Annex 1: Background of the formulae for steel coil loading
Ch 6, Sec 1
2.7 Inner bottom loaded by steel coils on a wooden support
2.7.1 General
2.7.1a In dimensioning the plating and ordinary stiffeners, static and dynamic loads due to dry
bulk cargoes and liquid acting on the plating and ordinary stiffeners are considered as
uniformly distributed loads. On the other hand, as steel coils are loaded on a wooden
support (dunnage) provided on the inner bottom plating and bilge hopper plating, the
concentrated loads due to steel coils act on the plating through the dunnage. However,
as the location of concentrated loads and the distance between concentrated loads
depend on the loading pattern and size of dunnage, it is assumed that the concentrated
load is transformed to a line load with a small breadth (hereinafter referred to as
“rectangular load”) which acts on the most severe conditions (load point and distance
between load points). Based on this assumption, the specific formulae for
dimensioning the plating and ordinary stiffeners under steel coil loading are introduced
in the Rules separately from those based on uniformly distributed loads.
2.7.1b The specific requirements for plating are specified in Ch 6 Sec 1 [2.7.2] and [2.7.3],
and those for ordinary stiffeners are specified in Ch 6 Sec 2 [2.5.2] and [2.5.4].
2.7.1c The technical background of loads due to steel coils is common for plating and
ordinary stiffeners.
2.7.1d These requirements are based on the assumption that steel coils are loaded on a
wooden support and secured in the standard manner. These assumptions are given in
Figure 2 in Ch 6 Sec 1.
2.7.2 Inner bottom plating

2.7.2a Load model
Steel coils are usually secured to each other by means of steel wires. Heavier steel coils
are loaded with one or two tiers, and lighter ones are loaded with two or more tiers.
Examples of steel coil loading are shown in Figs.1 and 2.
key coil
Bilge hopper Bilge hopper

sloping plating sloping plating
Inner bottom plating Inner bottom plating
(A) with key coil (B) without key coil
Fig.1 Loading conditions of one tier
Bilge hopper
sloping plating
Inner bottom plating
Fig.2 Loading conditions of two tiers
PAGE 56 OF 171
The load due to steel coils acts on an elementary plate panel as a concentrated load
through dunnages. However, it is difficult to treat concentrated loads directly because
the location of concentrated loads and the distance between concentrated loads depend
on the loading pattern and size of dunnage. Then, the following assumptions regarding
the loads due to steel coils are considered.
(1) Loads due to steel coils act along a centreline of a plate panel.
(2) A rectangular load instead of concentrated loads is used in order to be on the safer
side considering the interaction between concentrated loads.
Steel coil
z Inner bottom plating

l
x
dunnage
Floor Floor
y s
Elementary plate panel l'
x l l
Fig.3 Convert concentrated loads to rectangular loads
As it is the most severe when loads act on the inner bottom vertically, the vertical
acceleration is considered for the scantling formula of inner bottom structures. The
position of the centre of gravity is given by the following.
x direction: (i) for the hold of which the mid position is located forward of 0.45L from A.E.: XG_SC =
0.75 lH forward of aft bulkhead, and (ii) for the hold of which the mid position is located afterward of
0.45L from A.E.: XG_SC= 0.75 lH afterward of fore bulkhead, where lH is a cargo hold length
y direction: εBh 4 , measured from the centreline
( )
z direction: h DB + 1 + (n − 1) 3 2 d SC 2
Where,
d SC : The diameter, in m, of steel coil
h DB : The height, in m, of double bottom
Bh: breadth, in m, at the mid of the hold
PAGE 57 OF 171
2 3 dSC
2
3 dSC
2
dSC dSC
2 2
Inner bottom
plating
hDB hDB
Bottom plating
Fig.4 The height of steel coils
2.7.2b Structural model
As mentioned in 2.7.2a, the rectangular load acts along the centreline of the panel. Its
length l ' is determined by the panel length l , the length of a steel coil l S , the number of
load points n 2 and the number of dunnages supporting one steel coil n3 , and its width
0.3s is derived from dunnage width based on the actual loading data. Of course, the
axial stress due to hull girder bending is considered in addition to the lateral rectangular
load due to the steel coils. An elementary plate panel is collapsed like Fig.5. The
boundary conditions of an elementary plate panel are that all sides are considered fixed.
s 0.3s
l'
Fig.5 Rectangular load and collapsed mode
2.7.2c Number of load points and distances between load points in ship length direction per
elementary plate panel
Tables 3 and 4 in Ch 6, Sec 1 of the Rules give the standard number of load points and
distances between load points in ship length direction for the case of n 2 ≤ 10 and/or
n3 ≤ 5 . For other cases, the current treatment as noted in Ch 6, Sec 1, [2.7.4] stipulates
that loads due to steel coils are considered as a uniform distribution load and the
scantling of plating is obtained according to Ch 6, Sec 1, [3.2.1]. However, it is
considered that the scantlings of plating and ordinary stiffeners under steel coil loads
are treated separately from those for distributed loads. Therefore, the instruction in Ch
6, Sec 1, [2.7.4] is not appropriate and it has been deleted. Instead a line load at panel
centreline is assumed throughout the panel length.
PAGE 58 OF 171
The calculation results are shown in Table 1. In this calculation, the coefficient n3 is
changed from 3 to 6, the coefficient n 2 is derived from the same procedure gotten from
Tables 3 and 4 in Ch 6, Sec 1 of the Rules.
The calculation results according to the generic formula for plating and ordinary
stiffener specified in Ch 6, Sec 1, [3.2.1] and Sec 2, [3.2.3] of the Rules are calculated
by assuming that the loads due to steel coils are treated as uniformly distributed loads
defined as (Wl/ls).
It is found from this result that the required net thickness and net section modulus for
uniform load is greater than those for load model specified in the Rules. In order to
eliminate this difference between the case of n2>10 and/or n3>5 and the case of n2<=10
and n3<=5, the treatment of the case n2>10 and/or n3>5 is added to the Rules and
current paragraphs [2.7.4] of Ch 6 Sec 1 and [2.5.4] of Ch 6, Sec 2 are deleted.
Table 1 Comparison of required scantlings

Line load according to Ch 6, Sec 1, [2.7.2] and Uniform load according
Sec 2, [2.5.2] to Ch 6, Sec 1, [3.2.1]
l (m) 2.4 2.4 2.4 2.4 2.4
s (m) 0.8 0.8 0.8 0.8 0.8
n1 2 2 2 2 -
n2 5 6 7 9 -
n3 3 4 5 6
ls (m) 1.5 1.5 1.5 1.5
l’ (m) 1.53 1 1.45 1 1.40 1 1.53 1
W (kg) 15000 15000 15000 15000
F (kg) 50000 45000 42000 45000 45000(n2=6)
tnet_req (mm) 15.8 15.4 15.0 15.0 17.5
wnet_req (cm3) 391 400 399 401 432
2.7.2d Coefficient KS
When steel coils are lined up in one tier with a key coil as shown in Fig.1 (A), two
coils support a key coil. However, it is known that half of the weight of a key coil does
not act on the supporting coil due to the frictional resistance between steel coils. In
order to investigate the effect of the frictional resistance between steel coils,
parametric experiments were carried out by the Shipbuilding Research Association of
Japan.
If the force due to steel coils is expressed by the following formula, the effect of
frictional resistance ( K S ) is given in Table 2.
Wn1 n 2
F = KS
n3
Where,
W : Mass of one steel coil, in kg
n1 : Number of tier of steel coils
n 2 : Number of load points per elementary panel
n : Number of dunnages supporting steel coil
PAGE 59 OF 171
Table 2 Coefficient K S derived from experiments results

Position of a/D
key coil (m-n) 1/2 1/3 1/6
3-3 1.40 1.36 1.34
3-6 1.36 1.41 1.43
This result shows that the effect of the frictional resistance depends on the diameter of
steel coils and distance between the centres of coils. The average value is 1.38, and
therefore K S is taken to equal to 1.4 to be on the safe side.
2.7.2e Coefficient K1 and K2

The coefficients K 1 and K 2 are derived from the principle of virtual work based on
material physics.
2.7.2f Formula for required thickness of inner bottom plating

Finally, the scantling formula for inner bottom plating is given as follows.
t = K1
{g (cos(C ZP Φ )cos(C ZRθ )) + a z }F
λP RY
Where,
Wn1n 2
For n2<=10 and n3<=5, F = KS
n3
l
For n2>10 or n3>5 F = K S n1W
lS
2.7.3 Bilge hopper sloping plate and inner hull plate

2.7.3a Load model
The load model for hopper sloping and inner hull plating is very complex because the
loads are supported by the inner bottom directly or by other steel coils as shown in Fig.6.
Inner hull
plating
Bilge hopper
sloping plating
Inner bottom plating Inner bottom plating
Fig.6 The examples of steel coil loading conditions
The force due to steel coils for bilge hopper sloping plate and inner hull plate is
expressed by the following formula considering the effect of frictional resistance
between steel coils and the support by the inner bottom.
Wn2 C k
F'=
n3
Where,
W , n 2 and n3 are specified in 2.7.2d.
C k : The coefficient specified in 2.7.3c.
PAGE 60 OF 171
This load model is the same for the inner bottom. Although the vertical component of the
load is supported by the inner bottom directly or by other coils, only Ck is considered to
derive the loads acting on the side wall.
As specified in 2.7.3c, the coefficient Ck is introduced based on the experiments. This
coefficient Ck is based on the component of the load in the transverse direction.
Therefore, the component of the load in transverse direction is only considered in the
scantling formula for bilge hopper plate and inner hull plate.
In the original formula specified in the current Rule text, it was considered that the
equivalent design wave (EDW) “R” was dominant in the bilge hopper sloping plate or
inner hull plate. However, as the acceleration in transverse direction specified in Ch 4
Sec 2, [3.2.1] includes the static component due to roll angle, the static component due to
gravity acceleration is counted in duplicate. Therefore, the term related to the transverse
acceleration in scantling formula for load case R is revised.
In addition, in order to cover all load cases, the term related to the acceleration in the
scantling formula is revised as follows, considering the load combination factors.
⎛ y G _ SC ⎞
a hopper = −CYR a R sin ⎜⎜ tan −1 − θ h ⎟⎟ + g cos(θ h − CYGθ ) cos(C XG Φ ) + CYS a sway sin θ h
⎝ R ⎠
Where:
2
a roll y asway : Acceleration due to roll and sway, in m/s , defined in Ch.4 Sec.2 [3.2]
2
a R : Tangential roll acceleration, in m/s . (See Fig. 7)
2
π ⎛ 2π ⎞ 2
aR = θ ⎜
⎜ ⎟
⎟ y G − sc + R 2
180 ⎝ TR ⎠
y G − sc : Centre of gravity of steel coils in transverse direction, in m. (see Fig, 7)

R : Coefficient defined in Ch. 4 Sec. 2 [3.2.1]. (see Fig.7)
TR : Roll period, in s, defined in Ch 4, Sec 2, [2.1]
g: Gravity acceleration, in m/s2

θ h : Angle, in degrees, between inner bottom plating and bilge hopper sloping plate or
inner hull plate. (see Fig. 7)
θ : Single roll amplitude, in degrees, defined in Ch 4, Sec 2, [2.1]
CYG, CYR, CYS, CXG: Load combination factors defined in Ch 4, Sec 4, [2.2]
PAGE 61 OF 171
θh
yG-sc R
aR
θh
CL
Centre of gravity
Fig.7 Definition of the acceleration aR

The structural model for bilge hopper sloping plating and inner hull plating is the same
for inner bottom plating.
2.7.3c Coefficient Ck
In order to determine the coefficient C k specified in 2.7.3a, experiments were
performed by the Shipbuilding Research Association of Japan. According to the report,
the experiments were carried out under the following conditions specified in (a) to (d)
and as shown in Fig.8.
m Key coil n
Dunnage
Side shell
Strain gauge
a
D
Note: m and n is the number of coils counted from the key coil.
Fig.8 Experiment device and loading condition of steel coils
(a) Steel coils were loaded with one tier with key coil
(b) Roll angle was 20 degree
(c) Roll period was 60 seconds
(d) Position of key coil was changed (“m” in Fig.8 was changed from 1 to 8)
In addition, a theoretical analysis was tried and the results are shown in Fig. 9.
According to the results shown in Fig. 9, the following outcomes were obtained.
PAGE 62 OF 171
i) The Ck value is obtained from the loads on side wall based on the force in transverse
direction.
ii) The C k value strongly depends on the location of the key coil.
iii) The effect of the diameter of steel coils and the length between the gravity centre of
steel coils is relatively small compared to the effect of the location of the key coil.
iv) The calculation results match the experimental results well.
v) In order to be on the safe side, C k = 3.2 is an appropriate value when the key coil is
located second or third from the side shell and C k = 2.0 is appropriate in other cases.
Ck : Coefficient taken to equal:

C k = 3.2 when steel coils are lined up in two or more tiers, or steel coils are lined up
in one tier and the key coil is located second or third from the bilge hopper
sloping plating or inner hull plating
C k = 2 .0 for other cases
3.2
Roll angle = 20 (deg)

Ck
Calculation
m-n
Fig.9 Experimental results
2.7.4
2.7.4a The current text is deleted.
Ch 6, Sec 2
2.5 Ordinary stiffeners of inner bottom loaded with steel coils on a wooden support
2.5.1 General
2.5.1a Same as specified in 2.7 for plating.
2.5.2 Ordinary stiffeners located on inner bottom plating

2.5.2a Load model
As the structural model for plating is based on the plastic theory, it is too complex to
treat the concentrated load. Therefore, a rectangular load is considered in the
requirement for plating mentioned in Ch 6, Sec 1, [2.7.2].
On the other hand, the structural model for ordinary stiffeners is based on the simple
elastic beam theory. Therefore, the load model for ordinary stiffeners is based on
concentrated loads due to steel coils acting through the dunnage.
PAGE 63 OF 171
The calculation of acceleration is based on the same assumption for plating.

The parameter and coefficients are also the same for plating.
According to the similar reason specified in 2.7.2c, Ch 6, Sec 2, [2.5.4] has been
deleted.

Structural model of ordinary stiffeners is based on the simple beam theory with the
boundary condition that both ends of beams are fixed.
2.5.2c Coefficient K3
The coefficient K 3 is derived from the ratios of moments at ends of ordinary stiffeners
against n 2 = 1 when load points of the concentrated loads are located evenly between l '
as shown in Fig.10 When n 2 is over 10, the coefficient K 3 is 2/3.
P
P/2 P/2
l'
n2=1 n2=2
P/3 P/3 P/3

P/4 P/4 P/4 P/4
l' l'
n2=3 n2=4
Fig.10 Load points on an ordinary stiffener
2.5.3 Ordinary stiffeners located on hopper sloping plate or inner hull plating
2.5.3a Load model
The concentrated load is considered as specified in 2.5.2a and the acceleration due to
roll motion is considered as specified in 2.7.3a of Ch 6, Sec 1.

Structural model of an ordinary stiffener is specified in 2.5.2b.
2.5.4
2.5.4a This item is deleted.
PAGE 64 OF 171
Annex 2: Scantling impact due to modifications

Ramification studies
In order to quantify the impact due to the modification of the scantling formula for plating
and ordinary stiffeners, ramification studies were performed using the following 6 ships listed
in Table 2-1.
The data of the steel coils listed in Table 2-2 taken from the loading manuals of the
considered ships was used for the ramification study.
Table 2-1 Principal dimensions of subject ships

Pre-CSR ship CSR ship
Ship 1 Ship 2 Ship 3 Ship 4 Ship 5 Ship 6
Handy max Small Small Handymax Handymax Handy
Table 2-2 Data of steel coils

W (kg) 15000 20000 15000 20000 15000 15000
l S (m) 1.5 1.8 1.5 1.5 1.5 1.5
Number of tiers 2 1 1 2 2 2
Key coil not used used used Not used Not used Not used
1. Scantling changes at inner bottom structures

Where the number of load points is not greater than 10 and/or number of dunnages is not
greater than 5, the scantling formulae for inner bottom plating and ordinary stiffeners are not
changed by the Rule Change proposal 3. However, as the calculation point of acceleration is
modified and the default value of GM and k r are newly added, the scantling impact
calculations were carried out in order to grasp the changes.
Calculation results are shown in Figs.2-1 to 2-3. These results show that the required
scantlings are not that different between the current CSR and the modification because the
vertical acceleration in EDW “H” which is dominant for the scantlings of inner bottom plating
and longitudinals is not affected by the y- and z- coordinate of the gravity centre.
For reference, the required thickness of inner bottom plating was increased by 3 to 4mm
compared to that of pre-CSR designs because the corrosion additions specified in CSR are
larger by 3 to 4 mm than those used in Pre-CSR designs.
Regarding inner bottom longitudinals, the difference between the required section
modulus and the actual one of pre-CSR designs varies largely depending on the design.
The required shear area is smaller than the actual one of pre-CSR designs.
On the other hand, as the offered scantlings of inner bottom structure for CSR design
ships are greater than those determined by the requirement for steel coil loading, they may be
determined by the requirement other than that for steel coil loading.
Therefore, there is no scantling impact for inner bottom plate and longitudinals due to his
change.
2. Scantling changes at bilge hopper and inner hull structures

2.1 Scantlings of plating
Required gross thicknesses of bilge hopper sloping plating are shown in Fig.2-4. This
figure shows that the modification improves the formula by providing the appropriate
thickness compared to that of inner bottom plating.
PAGE 65 OF 171
For reference, the required thicknesses of bilge hopper sloping plating was increased by
3 to 4mm compared to those of pre-CSR designs because the corrosion additions specified in
CSR are larger by 3 to 4mm than those used in the pre-CSR designs.
For CSR ships, the thicknesses of bilge hopper plating are determined by the
requirement for steel coil loading, but, the scantling of longitudinal attached to the hopper
sloping plate may be determined by the requirement other than that for steel coil loading. As
a result, only thickness of hopper sloping plate according to the proposed formula becomes
that similar to inner bottom plating and decreased about 4mm for these example cases.
If the thicknesses of hopper sloping plate would be determined by the proposed
requirement for steel coil loading, the total steel weight is decreased about 20 tons for ship 5
and 15 tons for ship 6 by this change.
2.2 Scantlings of ordinary stiffeners

2.2.1 Section modulus
Required net section moduli of ordinary stiffeners attached to bilge hopper sloping
plating are shown in Fig. 2-5. This figure shows that the modification improves the formula
by providing the appropriate section modulus compared to that of inner bottom longitudinals.
Regarding the bilge hopper longitudinal, the difference between the required section
modulus and actual one of Pre-CSR designs varies largely depending on the design.
For CSR ships, the scantlings of longitudinal attached to hopper sloping plate become
about 60% of those required current rules in terms of section modulus by this change.
Therefore, the final scantlings of the longitudinal may be determined by other requirements.
If the scantling of longitudinals would be determined by the proposed formula, the steel
weight will be decreased about 4 tons for ship 5 and 2 tons for ship 6 by this change.
2.2.2 Section area

Required net section areas of ordinary stiffeners fitted to the bilge hopper sloping plating
are shown in Fig.2-6. The required section area according to modified formulae is larger than
those of current CSR. This increase is caused by the correction of a mistake in the formula.
For reference, the required shear area according to the modified formula is smaller than
the actual one of both pre-CSR designs and CSR ships.
PAGE 66 OF 171
30
Actual
CSR
25 Modification
20
Gross Thickness (mm)
15
10
0
Fig.2-1 Comparison of gross thickness of inner bottom plate
1200
Actual
CSR
1000 Modification
Net Section Modulus (cm3)
800
600
400
200
0
Fig. 2-2 Comparison of net section moduli of inner bottom longitudinals
PAGE 67 OF 171
50
45
Actual
CSR
40 Modification
35
Net Section Area (cm )
2
30
25
20
15
10
0
Fig.2-3 Comparison of net section area of inner bottom longitudinals
40
Actual
CSR
35
Modification
30
Gross Thickness (mm)
25
20
15
10
0
Fig. 2-4 Comparison of gross thickness of bilge hopper sloping plate
PAGE 68 OF 171
1200
Actual
CSR
1000 Modification
Net Section Modulus (cm )
3
800
600
400
200
0
Fig.2-5 Comparison of net section moduli of longitudinals attached to bilge hopper sloping
plate
50
Actual
45 CSR
Modification
40
35
Net Section Area (cm )
2
30
25
20
15
10
0
Fig.2-6 Comparison of net section area of longitudinals attached to bilge hopper sloping plate
PAGE 69 OF 171
PAGE 70 OF 171


(Minimum Scantling, Side Frame
and Grab)
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PAGE 71 OF 171
Chapter 6 HULL SCANTLING
2.2 Minimum nNet thicknesses of webs of ordinary stiffeners

2.2.1 Minimum net thicknesses of webs of oOrdinary stiffeners other than side frames of
single side bulk carriers
The net thickness of the web of ordinary stiffeners, in mm, is to be not less than the greater of:
• t = 3.0 + 0.015L2
• 40% of the net required offered thickness of the attached plating, to be determined according to Ch.6, Sec.1.
and is to be less than 2 times the net offered thickness of the attached plating
2.2.2 Minimum net thicknesses of sSide frames of single side bulk carriers
The net thickness of side frame webs within the cargo area, in mm, is to be not less than the value obtained from
tMIN = 0.75α (7 + 0.03L)
where:
α : Coefficient taken equal to:
α = 1.15 for the frame webs in way of the foremost hold
α = 1.00 for the frame webs in way of other holds.
2.2.3 Maximum net thickness of web of ordinary stiffener

The net thickness of the web of ordinary stiffeners, in mm, is to be less than 2 times the net offered thickness of
the attached plating.
3. Yielding check
3.3 Strength criteria for side frames of single side bulk carriers
3.3.1 Net section modulus and net shear sectional area of side frames
The net section modulus w, in cm3, and the net shear sectional area Ash , in cm2, of side frames subjected to
lateral pressure are to be not less, in the mid-span area, than the values obtained from the following formulae:
( p S + pW )sl 2
w = 1.125α m 10 3
mλ S RY
PAGE 72 OF 171
5( p S + pW )sl ⎛ l − 2l B ⎞
Ash = 1.1α S ⎜ ⎟
τ a sin φ ⎝ l ⎠
where:
αm : Coefficient taken equal to:
αm = 0.42 for BC-A ships
αm = 0.36 for other ships
λS : Coefficient taken equal to 0.9
l : Side frame span, in m, defined in Ch 3, Sec 6, Fig 19, to be taken not less than 0.25D
αS : Coefficient taken equal to:
αS = 1.1 for side frames of holds specified to be empty in BC-A ships
αS = 1.0 for other side frames
lB : Lower bracket length, in m, defined in Fig 7
ps, pw : Still water and wave pressures, in kN/m², in intact conditions calculated as defined in [1.3] and
[1.4.2].
l l
Figure 7 Side frame lower bracket length
In addition to the above provision, for side frames of holds intended to carry ballast water in heavy ballast
condition, the net section modulus w, in cm3, and the net shear sectional area Ash, in cm2, all along the span of
side frames subjected to lateral pressure in holds intended to carry ballast water are to be in accordance with
[3.2.3], l being the span of the side frame as defined in Ch.3 Sec.6 [4.2], with consideration to brackets at ends.
3.3.3 Lower bracket of side frame

In addition, aAt the level of lower bracket as shown in Ch 3, Sec 6, Fig 19, the net section modulus of the frame
and bracket, or integral bracket, with associated shell plating, is to be not less than twice the net section modulus
w required for the frame mid-span area obtained from [3.3.1].
In addition, for holds intended to carry ballast water in heavy ballast condition, the net section modulus w, in
cm3, at the level of lower bracket is to be not less than twice the greater of the net sections moduli obtained from
[3.3.1] and [3.2.3].
PAGE 73 OF 171
The net thickness tLB of the frame lower bracket, in mm, is to be not less than the net thickness of the side frame
web plus 1.5 mm.
Moreover, the net thickness tLB of the frame lower bracket is to comply with the following formula:
h LB
• for symmetrically flanged frames: ≤ 87 k
t LB
h LB
• for asymmetrically flanged frames : ≤ 73 k
t LB
The web depth hLB of lower bracket may be measured from the intersection between the sloped bulkhead of the
hopper tank and the side shell plate, perpendicularly to the face plate of the lower bracket (see Ch 3, Sec 6,
Fig 22).
For the 3 side frames located immediately abaft the collision bulkhead, whose scantlings are increased according
to [3.3.2], when tLB is greater than 1.73tw, the thickness tLB may be taken as the value t’LB obtained from the
following formula:
'
t LB ( 2
= t LB t w )
1
3
where tw is the net thickness of the side frame web, in mm, corresponding to Ash determined in accordance to
[3.3.1].
The flange outstand is not to exceed 12k0.5 times the net flange thickness.
3.3.4 Upper bracket of side frame

In addition, aAt the level of upper bracket as shown in Ch 3, Sec 6, Fig 19, the net section modulus of the frame
and bracket, or integral bracket, with associated shell plating, is to be not less than twice the net section modulus
w required for the frame mid-span area obtained from [3.3.1].
In addition, for holds intended to carry ballast water in heavy ballast condition, the net section modulus w, in
cm3, at the level of upper bracket is not to be less than twice the greater of the net sections moduli obtained from
[3.2.3] and [3.3.1].
The net thickness tUB of the frame upper bracket, in mm, is to be not less than the net thickness of the side frame
web.
PAGE 74 OF 171
Section 1 FORE PART
4. Scantlings
4.3.3
• t = 3.0 + 0.015L2
• 40% of the net offered required thickness of the attached plating, to be determined according to [4.2] and
[5.2].
and is to be less than twice the net offered thickness of the attached plating.
The net dimensions of ordinary stiffeners are to comply with the requirement in Ch 6, Sec 2, [2.2.2] and [2.3].
PAGE 75 OF 171
Section 2 AFT PART
4. Scantlings
4.2.3
• t = 3.0 + 0.015L2
• 40% of the net offered required thickness of the attached plating, to be determined according to [4.1].
and is to be less than twice the net offered thickness of the attached plating.
The net dimensions of ordinary stiffeners are to comply with the requirement in Ch 6, Sec 2, [2.2.2] and [2.3].
PAGE 76 OF 171
CHAPTER 12 ADDITIONAL CLASS NOTATIONS
Section 1 GRAB ADDITIONAL CLASS NOTATION
2. SCANTLINGS
2.1. Plating
2.1.1
The net thickness of plating of inner bottom, lower strake of hopper tank sloping plate, and transverse lower
stool plating, transverse bulkhead plating and inner hull up to a height of 3.0m above the lowest point of the
from inner bottom, excluding bilge wells, is to be taken as the greater of the following values:
• t , as obtained according to requirements in Ch 6 and Ch 7
• tGR , as defined in [2.1.2] and [2.1.3].
2.1.2
The net thickness tGR, in mm, of the inner bottom plating is to be obtained from the following formula:
t GR = 0.28(M GR + 50 ) sk
2.1.3
The net thickness tGR, in mm, within the lower 3 m of hopper tank sloping plate, and of transverse lower stool,
transverse bulkhead plating and inner hull up to a height of 3.0m above the lowest point of the inner bottom,
excluding bilge wells, is to be obtained from the following formula:
t GR = 0.28(M GR + 42 ) sk
PAGE 77 OF 171
PAGE 78 OF 171


(Minimum Scantling, Side Frame and
Grab)
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PAGE 79 OF 171
Technical Background for the Changes Regarding Scantling

Requirement for Ordinary stiffener, Side Frame and Grab
1.1 Ch 6, Sec 2, [2.2]

The current CSR requires the minimum thickness of webs of ordinary stiffeners is not to
be less than 40% of the net offered thickness of the attached plating. However, there are some
cases where the thickness of plating is increased due to buckling check of the plating and hull
girder strength check and so on. In such cases, the thickness of web of ordinary stiffener is
determined by the increased offered thickness of the attached plating and sometimes scantling
of the angle type stiffener is remarkable large in order to satisfy with this requirement. This
rule change is made to avoid such cases. (KC ID 213).
In addition, the maximum thickness of webs of ordinary stiffeners is mentioned in [2.2.1],

although the title of this requirement is minimum thickness requirement.
This requirement is based on the consideration of the proportion of thickness
between the attached plating and webs of ordinary stiffener. Accordingly, [2.2] will be
modified to be applicable both on minimum and maximum thickness, as follows:
• Title of [2.2] should be “Net thicknesses of webs of ordinary stiffeners”
• Title of [2.2.1] should be “Minimum net thicknesses of webs of ordinary stiffeners
other than side frames of single side bulk carriers”
• Title of [2.2.2] should be “Minimum net thicknesses of side frames of single side bulk
carriers”
• New [2.2.3] with the following title: “Maximum net thickness of web of ordinary
stiffener”.
1.2 Ch 6 Sec 2, [3.3.1]

This change is made to clarify the requirement by specifying the extent of the span to use
and the calculation point for still water and wave pressures (refer to KC ID 216 and 217).
It specifies also that the requirements of Ch6. Sec2 [3.2.3] are to be asserted along the whole
span of the frames for holds intended to carry ballast water in heavy ballast condition (KC ID
356).
1.3 Ch 6 Sec 2, [3.3.3]

This change is made to clarify the requirement by specifying the requirements to be met
for side frame’s lower bracket in holds intended to carry ballast water in heavy ballast
condition (KC ID 356).
1.4 Ch 6 Sec 2, [3.3.4]

This change is made to clarify the requirement by specifying the requirements to be met
for side frame’s upper bracket in holds intended to carry ballast water in heavy ballast
condition (KC ID 356).
1.5 Ch 9 Sec 1, [4.3.3] and Sec 2, [4.2.3]

The requirements in Ch 9 Sec 1, [4.3.3] and Sec 2 [4.2.3] are same required in Ch 6 Sec 2,
[2.2.1].
PAGE 80 OF 171
1.6 Ch 12 Sec 1, [2.1]

This change is made to clarify the requirement by specifying the areas concerned by this
calculation (refer to KC ID 313 and 544).

2.1 Ch 6, Sec 2, [2.2.1], [2.2.3], Ch 9 Sec 1, [4.3.3] and Sec 2, [4.2.3]
(1) The “net offered thickness” is changed to “net required thickness” and the required
thickness is determined according to Ch 6 Sec 1.
(2) The maximum net offered thickness is deleted from the requirement in [2.2.1] and the
formula with the same meaning are added to new paragraph [2.2.3].
(3) The requirements in Ch 9 Sec 1, [4.3.3] and Sec 2, [4.2.3] are revised in order to be same
for Ch 6 Sec 2, [2.2.1].
2.2 Ch 6, Sec 2, [3.3.1]

(1) The definition of the pressures for side frames is added.
(2) For side frames in ballast hold, the scantling check is carried out as an ordinary stiffener
with span defined in Ch 3 Sec 6 [4.2].
2.3 Ch 6, Sec 2, [3.3.3] and [3.3.4]

For lower and upper brackets of side frame in ballast hold, the net section modulus at the
level of brackets of side frame is to be not less than twice of the net section moduli obtained
by the requirements for both side frames and ordinary stiffeners.
2.4 Ch 12 Sec 1, [2.1]

Inner hull up to a height of 3.0m from the lowest point of inner bottom is applied to this
requirement.
3.1 Ch 6, Sec 2, [2.2.1], [2.2.3], Ch 9 Sec 1, [4.3.3] and Sec 2, [4.2.3]

Regarding the minimum thickness requirement of webs of ordinary stiffeners, the
scantling impact depends on the stiffener type used. If the angle type stiffener is used, the
scantling is decrease by this change but steel weight decrease is negligible.
3.2 Ch 6 Sec 2 [3.3.1], [3.3.3] and [3.3.4]

3.3 Ch 12 Sec 1, [2.1]

For double side skin bulk carrier having the height of the bilge hopper tanks less than
3.0m or hybrid bulk carrier with cargo hold without hopper tank, it is considered that the
thickness of inner hull may be increased by this rule change. However, as there is no CSR
ships with such design, the scantling impact cannot be compared that before and after the
PAGE 81 OF 171
PAGE 82 OF 171


(Direct Strength Analysis)
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PAGE 83 OF 171
RULE CHANGE NOTICE NO.1-5 COMMON STRUCTURAL RULES FOR BULK CARIIERS
CHAPTER 7 DIRECT STRENGTH ANALYSIS
Section 2 GLOBAL STRENGTH FE ANALYSIS OF CARGO

HOLD STRUCTURES
2. Analysis model
2.2 Finite element modeling
2.2.4
When orthotropic elements are not used in FE model:
• mesh size is to be equal to or less than the representative spacing of longitudinal stiffeners or transverse side
frames
• stiffeners are to be modeled by using rod and/or beam/bar elements
• where a double hull is fitted, webs of primary supporting members are to be divided by at least three
elements height-wise. However, for transverse primary supporting members inside hopper tank and top side
tank, which are less in height than the space between ordinary longitudinal stiffeners, two elements on the
height of primary supporting members are accepted.
• where no double hull construction is fitted, side shell frames and their end brackets are to be modeled by
using shell elements for web and shell/beam/rod elements for face plate. Webs of side shell frames need not
be divided along the direction of depth
• aspect ratio of elements is not to exceed 1:4.
An example of typical mesh is given in App 1.
2.3 Boundary conditions

2.3.1
Both ends of the model are to be simply supported according to Tab 1 and Tab 2. The nodes on the longitudinal
members at both end sections are to be rigidly linked to independent points at the neutral axis on the centreline
as shown in Tab 1. The independent points of both ends are to be fixed as shown in Tab 2.
Table 1: Rigid-link of both ends

Nodes on longitudinal members Translational Rotational
at both ends of the model Dx Dy Dz Rx Ry Rz
All longitudinal members RL RL RL - - -
RL means rigidly linked to the relevant degrees of freedom of the independent point
PAGE 84 OF 171
Table 2: Support condition of the independent point

Translational Rotational
Location of the independent point
Dx Dy Dz Rx Ry Rz
Independent point on aft end of model - Fix Fix - Fix - -
Independent point on fore end of model Fix Fix Fix Fix - -
3. Analysis criteria
3.2 Yielding strength assessment
3.2.1 Reference stresses
Reference stress is Von Mises equivalent stress at the centre of a plane element (shell or membrane) or axial
stress of a line element (bar, beam or rod) obtained by FE analysis through considering hull girder loads
according to [2.5.4] or [2.5.5].
Where the effects of openings are not considered in the FE model, the reference stresses in way of the openings
are to be properly modified with adjusting shear stresses in proportion to the ratio of web height and opening
height.
Where elements under assessment are smaller than the standard mesh size specified in [2.2.4] or [2.2.5], the
reference stress may be obtained from the averaged stress over the elements within the standard mesh size.
3.4 Deflection of primary supporting members

The relative deflection, δmax in mm, in the outer bottom plate obtained by FEA is not to exceed the following
criteria:
The maximum relative deflection between the double bottom and the forward (or afterward) transverse bulkhead
obtained from the FE analysis is not to exceed the following criteria:
li
δ max ≤
150
where:
δ max : Maximum relative deflection, in mm, obtained by the following formula, and not including secondary
deflection between the double bottom and the forward (or afterward) transverse bulkhead, in mm
δ max = max( δ B1 , δ B 2 )
where, δB1 and δB2 are shown in Fig 3.

li : Length or breadth of the flat part of the double bottom, in mm, whichever is the shorter.
PAGE 85 OF 171
li
δB1
δB2
li
δB2 δB1
Figure 3: Definition of relative deflection
PAGE 86 OF 171
Section 3 DETAILED STRESS ASSESSMENT
1. General
1.1 Application
1.1.1
This Section describes the procedure for the detailed stress assessment with refined meshes to evaluate highly
stressed areas of primary supporting members.
Where the global cargo hold analysis of Sec 2 is carried out using a model complying with the modelling criteria
of Sec 2, [2.2.4], the areas listed in Tab 1 are to be refined at the locations whose calculated stresses exceed 95%
for non-orthotropic elements or 85 % for orthotropic element but do not exceed 100% of the allowable stress as
specified in Sec 2, [3.2.3].
PAGE 87 OF 171
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(Direct Strength Analysis)
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PAGE 89 OF 171
Technical Background for the Changes Regarding the Direct

Strength Analysis:
1.1 Ch 7, Sec 2, [2.2.4] and [3.2.1]

In a transverse ring in bilge hopper tank, there are some cases where the web height is
smaller than the space between ordinary stiffeners. Where the web is divided by three
elements, the element size is relative small. In addition, the element sometimes becomes
smaller so that the aspect ratio of element does not exceed 1:4. It is not considered that such
smaller elements are appropriate for applying the global strength analysis of cargo hold
structures.
Therefore this rule change is made to clarify the requirements according to the
interpretation in KC ID 149.
1.2 Ch 7, Sec 2, Table 2

The boundary condition in FEA, which restricts rotation along x-axis at fore end of FE
model but allow free rotation at aft end, specified in Table 2. However, this boundary
condition may cause unexpected warping deformation under beam sea condition because the
one end of FE model is rotated about x-axis.
It has been noticed that the stress level induced by the warping deformation is sometimes
unreasonable severe, especially, in case of smaller bulk carrier as handy size and Panamax
BCs.
This rule change is an interim solution made to avoid the unexpected rotation in FEA due
to this boundary condition. (Refer to KC ID 340).
A definitive agreement on boundary conditions has later to be made through further
studies that will use same basis in order to make effective comparisons and impact
evaluations.
1.3 Ch 7, Sec 2, [3.2.1]

Stress level of all elements in FE model should be within the allowable criteria specified
in the Rules, in principle. However, the elements having relative small size are often used in
FEA. In this case, the averaged stresses among these elements are normally used where
deemed reasonable by the Society.
This change is made to clarify the requirements for such a case.(Refer to KC ID 340)
1.4 Ch 7, Sec 2, [3.4]

The maximum relative deflection is not clear in the current text.
In order to clarify the relative deflection, which does not include the deflection of
ordinary stiffeners, the editorial correction is made and new figure which gives a definition of
the deflection of the outer bottom plate is added.
1.5 Ch 7, Sec 3, [1.1.1]

This rule change is made to clarify the requirement for the application of the detailed
stress assessment. (Refer to KC ID 341)
PAGE 90 OF 171
2. Summary of Rule Change
2.1 Ch 7, Sec 2, [2.2.4]

Considering the actual design for the transverses in bilge hopper or topside tank, the
height of transverse web is smaller than the spacing between longitudinals. In order to avoid
the smaller mesh size in such structural members as far as practicable, the rule change is so
made that two shell elements can be accepted.
2.2 Ch 7, Sec 2, [2.3.1] Table 2

As an interim solution the rotational boundary condition RX of independent point on at
end of model is changed to “Fix” from “-“.
2.3 Ch 7, Sec 2, [3.2.1] Reference stresses

Where the cargo hold FE model includes the smaller mesh size than the standard mesh
size specified in the Rules, the reference stress can be obtained from the averaged stress over
the elements within the standard mesh size.
2.4 Ch 7, Sec 2 [3.4] Deflection of primary supporting members

In order to clarify the definition of the relative deflection of outer bottom structure, the
figure is added in the text and the relevant texts are modified.
2.5 Ch 7, Sec 3, [1.1]

Where the stresses calculated according to the global strength analysis of cargo hold
structures specified in Ch 7 Sec 2 exceed 95% for non-orthotropic elements or 85% for
orthotropic elements but not exceed allowable stress, detailed stress analysis specified in Sec
3 is required.
3.1 Impact on scantling due to the change in Ch 7, Sec 2, [2.2.4], [3.2.1], [3.4] and Sec 3,
[1.1]
As these rule changes specified in 2.1, 2.3, 2.4 and 2.5 above are made for the
clarification, there is no scantling impact due to these changes.
3.2 Impact on scantling due to the changes in Ch 7, Sec 2, Table 2 regarding the
correction of the boundary conditions
The cargo hold FEA using the boundary condition specified in the current text gives too
unreasonable stress in cross deck.
Due to the unreasonable stresses, the required thickness for cross deck may be than that
for upper deck plating.
For example, the required thickness for cross deck is 22.5mm (AH32) and 15mm (AH32)
for upper deck according to KC ID 343.
From the engineering point of view, this result caused by the boundary condition which
gives unrealistic warping effect in FE model obviously.
Therefore, the scantling impact due to this change is not carried out.
However, the unreasonable and excessive stresses around the hatch opening and in cross
deck are improved drastically by this modification.
The details of the effect due to the modification of the boundary condition are mentioned in
Annex 1.
PAGE 91 OF 171
Annex 1: Details of the effect due to the modification of the

boundary conditions
1. FE Analysis and results
In order t to examine the effect due to the modification of the boundary condition regarding
the rotational restriction Rx along x-axe, the FE analysis for one Handy max buck carrier is
carried out as a typical example.
Applied boundary condition is given in Table 1-1.
Table 1-1 Applied boundary condition

(1) Case-1 Boundary condition as per CSR
Independent Point
Dx Dy Dz Rx Ry Rz
Aft End of Model - Fx Fix - - -
Fore End of Model Fix Fix Fix Fix - -
(2) Case-2 Modified boundary condition
Independent Point
Dx Dy Dz Rx Ry Rz
Aft End of Model - Fx Fix Fix - -
Fore End of Model Fix Fix Fix Fix - -
Applied loading condition and load case are full load homogeneous condition and EDW “P1”.
As the effect due to the boundary condition is mainly appeared in the stresses of structures
around the hatch opening and cross deck under beam sea condition, the calculated stresses in
cross deck and deformations for full load condition under beam sea (P1) as a typical example.
The sampling point of the stress of cross deck is shown in Fig. 1-1.
6 4 1 9 12 14
7 5 2 10 13 15
C.L 8 3 11 16
Fig. 1-1 Sampling Point
PAGE 92 OF 171
The stresses of the sampling points for case 1 and case 2 are shown in Table 1-2. The stress
level in cross deck is given in Figure 1-2 and the deformation of the FE model is given in Fig.
1-3.
Table 1-2 Stresses at the sampling points in Cross Deck in full load condition under beam sea (P1)
σallowable σe (N/mm2) σallowable σe (N/mm2)

ID Case-1 Case-2 ID Case-1 Case-2
(N/mm2) (N/mm2)
(CSR) (Modified) (CSR) (Modified)
1 326 41 229 9 326 439 224
2 235 103 145 10 235 213 141
3 235 165 137 11 235 153 134
4 326 145 109 12 326 201 132
5 235 195 168 13 235 249 174
6 326 246 94 14 326 108 68
7 235 167 112 15 235 103 91
8 235 144 153 16 235 205 150
PAGE 93 OF 171
NG
(1) Case -1
(1) Case 1
Fig-5 Deformation (Case-2 / Boundary Condition of CSR)
(2) Case 2
Fig. 1-2 Stress level in the cross deck in full load condition under beam sea (P1)
PAGE 94 OF 171
(1) Case 1
(2) Case 2
Fig. 1-3 Deformation for FE model at the full load condition under beam sea (P1)
PAGE 95 OF 171
2. Conclusion
According to Fig 1-3(1), the deformation of FE model is warped unreasonably due to the
boundary condition that is the aft end of FE model is free. Hence, the stress distribution in
cross deck forward the mid hold of FE model is different from that of afterward the mid hold
and the stress value in cross deck seems to be excessive as shown in Fig 1-2(1) and Table 1-1.
On the other hand, the deformation of FE model for case 2 is not observed the unreasonable
warp because the rotational restriction of both ends of FE model is applied, as shown in Fig 1-
3(2). Hence, the stress distribution in forward cross deck forward the mid hold of FE model is
similar to that afterward the mid hold and excessive stress values are not appeared in cross
deck as shown in Fig. 1-2(2) and Table 1-1.
Then, it is concluded that

(1) The boundary in current text gives excessive and unreasonable results.
(2) The corrected boundary condition does not give excessive and unreasonable results.
In order to evaluate the FEA results properly, the incorrect boundary condition should be
revised to avoid the unreasonable warping deformation in FE model.
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Det Norske Veritas
Germanischer Lloyd
Lloyd's Register
Nippon Kaiji Kyokai
Copyright © 2006
PAGE 97 OF 171
CHAPTER 4 DESIGN LOADS
Section 5 EXTERNAL PRESSURES
2. External pressures on exposed decks

2.1 General
2.1.1
The external pressures on exposed decks are to be applied for the local scantling check of the structures on
exposed deck but not applied for fatigue strength assessment.
If a breakwater is fitted on the exposed deck, no reduction in the external pressures defined in [2.2] and [2.3] is
allowed for the area of the exposed deck located aft of the breakwater.
PAGE 98 OF 171
Section 6 INTERNAL PRESSURES AND FORCES
2. Lateral pressure due to liquid

2.1 Pressure due to liquid in still water
2.1.3
For fatigue strength assessment, the liquid pressure in still water pBS, in kN/m2, is given by the following formula.
pBS = ρ L g ( zTOP − z )
If the pBS is negative, pBS is to be taken equal to 0.
Where the considered load point is located in the fuel oil, other oils or fresh water tanks, liquids are assumed to
be fulfilled up to the half height of the tanks and zTOP is taken to the Z coordinate of the liquid surface at the
upright condition
PAGE 99 OF 171
CHAPTER 8 FATIGUE CHECK OF STRUCTURAL

DETAILS
Section 1 GENERAL CONSIDERATION
1. General
1.3 Subject members
1.3.1
Fatigue strength is to be assessed, in cargo hold area, for members described in Tab 1, at the considered
locations.
Table 1: Members and locations subjected to fatigue strength assessment

Members Details
Connection with sloping and /or vertical plate of lower stool
Inner bottom plating
Connection with sloping plate of hopper tank
Inner side plating Connection with sloping plate of hopper tank
Connection with sloping plate of lower stool
Transverse bulkhead
Connection with sloping plate of upper stool
Hold frames of single side bulk carriers Connection to the upper and lower wing tank
Connection of longitudinal stiffeners with web frames and
Ordinary stiffeners in double side space transverse bulkhead
Connection of transverse stiffeners with stringer or similar
Ordinary stiffeners in upper and lower Connection of longitudinal stiffeners with web frames and
wing tank transverse bulkhead
Connection of longitudinal stiffeners with floors and floors in way
Ordinary stiffeners in double bottom
of lower stool or transverse bulkhead
Hatch corners Free edges of hatch corners
3. Loading
3.1 Loading condition
3.1.1
The loading conditions to be considered are defined in Tab 2 depending on the ship type. The standard loading
conditions illustrated in Ch 4, App 3 are to be considered.
PAGE 100 OF 171

Table 2: Loading conditions

Full load condition Ballast condition
Ship type
Homogeneous Alternate Normal ballast Heavy ballast
BC-A 9 9 9 9
BC-B 9 --- 9 9
BC-C 9 --- 9 9
PAGE 101 OF 171

Section 4 STRESS ASSESSMENT OF STIFFENERS
1. General
1.1 Application
1.1.1
Hot spot stress ranges and structural hot spot mean stresses of longitudinal stiffeners are to be assessed in line
with the requirements of this Section.
1.1.2
The hot spot stress ranges and structural hot spot mean stresses of longitudinal stiffeners are to be evaluated at
the face plate of the longitudinal considering the type of longitudinal end connection and the following locations.
(1) Transverse webs or floors other than those at transverse bulkhead of cargo hold or in way of stools, such that
additional hot spot stress due to the relative displacement may not be considered. These longitudinal end
connections are defined in Tab 1. When transverse webs or floors are watertight, the coefficients Kgl and Kgh
as defined in Tab 2 are to be considered instead of those defined in Tab 1
(2) Transverse webs or floors at transverse bulkhead of cargo hold in way of stools, such that additional hot spot
stress due to the relative displacement should be considered. These longitudinal end connections are defined
in Tab 2. When transverse webs or floors at transverse bulkhead of cargo hold or in way of stools are not
watertight, the coefficients Kgl and Kgh as defined in Tab 1 are to be considered instead of those defined in
Tab 2.
2. Hot spot stress range

2.3 Stress range according to the simplified procedure
2.3.1 Hot spot stress ranges
The hot spot stress range, in N/mm2, due to dynamic loads in load case “i” of loading condition “(k)” is to be
( ) (
Δσ W , i ( k ) = σ GW , i1( k ) + σ W 1, i1( k ) − σ W 2, i1( k ) + σ d , i1( k ) − σ GW , i 2( k ) + σ W 1, i 2( k ) − σ W 2, i 2( k ) + σ d , i 2( k ) )
where
σGW , i1(k), σGW , i2(k) : Stress due to hull girder moment, defined in [2.3.2]
σW1 , i1(k), σW1 , i2(k) : Stress σLW ,i j(k) , σCW ,i j (k) and σLCW , i j (k) due to hydrodynamic or inertial pressure when the
pressure is applied on the same side as the ordinary stiffener depending on the considered
case
σW2 , i1(k), σW2 , i2(k) : Stress σLW , i j(k) , σCW , i j (k) and σLCW , i j (k) due to hydrodynamic or inertial pressure when the
pressure is applied on the side opposite to the stiffener depending on the considered case
σLW , i1(k), σLW , i2(k) : Stresses due to wave pressure, defined in [2.3.3]
σCW , i1(k), σCW , i2(k) : Stresses due to liquid pressure, defined in [2.3.4]
σLCW , i1(k), σLCW , i2(k) : Stresses due to dry bulk cargo pressure, defined in [2.3.5]
PAGE 102 OF 171

σd , i1(k), σd , i2(k) : Stress due to relative displacement of transverse bulkhead or floor in way of stools,
defined in [2.3.6].
2.3.2 Stress due to hull girder moments

The hull girder hot spot stress, in N/mm2, in load case “i1” and “i2” for loading condition “(k)” is to be obtained
from the following formula:
σ GW , i j ( k ) = K gh ⋅ (CWV , i j σ WV , i j − CWH , i j σ WH , ( k ) ) ( j = 1, 2)
where:
Kgh : Geometrical stress concentration factor for nominal hull girder stress depending on the detail of end
connection as defined in Tab 1. Kgh is given in Tab 1 and Tab 2 for the longitudinal end connection
specified in [1.1.2](1) and [1.1.2](2), respectively.
The stress concentration factor can be evaluated directly by the FE analysis.
CWV , i1 , CWV , i2 , CWH , i1 , CWH , i2 : Load combination factors for each load case defined in Ch 4, Sec 4, [2.2]
σWV , i1 , σWV , i2 , σWH , (k) : Nominal hull girder stresses, in N/mm2, defined in Sec 3, [2.2.2]
2.3.3 Stress due to wave pressure

The hot spot stress, in N/mm2, due to the wave pressure in load case “i1” and “i2” for loading condition “(k)” is
to be obtained from the following formula:
⎛ 6x f 6x f 2 ⎞
K gl K s C NE , i j ( k ) pW , i j ( k ) sl 2 ⎜1 − + 2 ⎟
⎜ l l ⎟⎠ 3
σ LW , i j ( k ) = ⎝ 10 ( j = 1, 2)
12w
⎛ 6x f 6x f 2 ⎞
K gl K s pCW , i j ( k ) sl ⎜1 −
2
+ 2 ⎟
⎜ l l ⎟
σ LW , i j ( k ) = ⎝ ⎠ 10 3 ( j = 1, 2)
12 w
⎧⎪2CNE,i 1( k ) pW ,i 1( k ) ; CNE,i 1( k ) < 0.5
pCW ,i 1( k ) = ⎨
⎪⎩ pW ,i 1( k ) ; CNE ,i 1( k ) ≥ 0.5
⎧⎪0 ; CNE,i 2( k ) < 0.5

pCW ,i 2( k ) = ⎨
⎪⎩(2CNE,i 2( k ) − 1)pW ,i 2( k ) ; CNE ,i 2( k ) ≥ 0.5
where:
pW , i j(k) : Hydrodynamic pressure, in kN/m2, specified in Ch 4, Sec 5, [1.3], [1.4] and [1.5] , with fp = 0.5, in
load case “i1” and “i2” for loading condition “(k)”. When the location of the considered member is
above the waterline, the hydrodynamic pressure is to be taken as the pressure at waterline.
Kgl : Geometrical stress concentration factor for stress due to lateral pressure depending on the detail of end
connection as defined in Tab 1. Kgl is given in Tab. 1 and Tab. 2 for the longitudinal end connection
specified in [1.1.2] (1) and [1.1.2] (2), respectively
The stress concentration factor can be evaluated directly by the FE analysis when the detail of end
connection is not defined in Tab 1.
PAGE 103 OF 171

Ks : Geometrical stress concentration factor due to stiffener geometry

⎡ t f (a 2 − b 2 ) ⎤ ⎡ b ⎛ wb ⎞ ⎤ − 3
K s =1 + ⎢ ⎥ ⎢1 − ⎜1 + ⎟
⎢⎣ 2 wb ⎥⎦ ⎣⎢ b f ⎜ w ⎟ ⎥ 10
⎝ a ⎠⎥⎦
a,b : Eccentricity, in mm, of the face plate as defined in Fig 1. For angle profile, “b” is to be taken as half
the net actual thickness of the web.
tf, bf : thickness and breadth of face plate, in mm, respectively, as defined in Fig 1
wa , wb : Net section modulus in A and B respectively(see Fig.1), in cm3, of the stiffener about the neutral axis
parallel to Z axis without attached plating.
CNE , i j(k) : Correction factor for the non linearity of the wave pressure range in load case “i1” and “i2” of loading
condition “(k)”
⎧ ⎡ ⎛ ⎞
2.5 ⎤
⎪ ⎢ ⎜ pW , i j ( k ), WL ⎟ ⎥
⎪ ⎢ ⎜ z − T LC ( k ) + ⎟ ⎥ pW , i j ( k ), WL
⎪exp ⎢− ⎜ ρg
⎟ ⎥ for z > TLC ( k ) −
⎪ ⎢ ⎜ pW , i j ( k ), WL ⎟ ⎥ ρg
C NE , i j ( k ) =⎨ ⎢ ⎜
⎜ (− ln 0.5)−12.5 ⎟⎟ ⎥
⎪ ⎢ ⎝ ρg ⎠ ⎥⎦
⎪ ⎣
⎪ pW , i j ( k ), WL
⎪ 1.0 for z ≤ TLC ( k ) −
⎩ ρg
TLC(k) : Draught, in m, of the considered loading condition “(k)”
pW , i j(k) , WL : Hydrodynamic pressure, in kN/m2, at water line in load case “i1” and “i2” of loading condition “(k)”
z : Z co-ordinate, in m, of the point considered
s : Stiffener spacing, in m
l : Span, in m, to be measured as shown in Fig 2. The ends of the span are to be taken at points where the
depth of the end bracket, measured from the face plate of the stiffener is equal to half the depth of the
stiffener.
xf : Distance, in m, to the hot spot from the closest end of the span l (see Fig 2)
w : Net section modulus, in cm3, of the considered stiffener. The section modulus w is to be calculated
considering an effective breadth se, in m, of attached plating obtained from the following formulae:
⎧
⎪0.67 s ⋅ sin ⎢ ⎜
(
⎡ π ⎛ l 1 − 1 / 3 ⎞⎤ )
⎟⎥ for l
≤
6
⎪ ⎢ 6 ⎜ 2 s ⎟⎥ s 1 − 1/ 3
se = ⎨ ⎣ ⎝ ⎠⎦
⎪0.67 s l 6
⎪ for >
⎩ s 1 − 1/ 3
PAGE 104 OF 171

Z
bf
b a
tf B A
tw
hw
tp
X
O
bp
Figure 1: Sectional parameters of a stiffener
Trans. Trans.
hot spot
d/2 d/2
d
xf
l
Figure 2: Span and hot spot of longitudinal stiffeners
PAGE 105 OF 171

2.3.4 Stress due to liquid pressure

The hot spot stress, in N/mm2, due to the liquid pressure in load case “i1” and “i2” for loading condition “(k)” is
to be obtained from the following formula:
⎛ 6x f 6x f 2 ⎞
K gl K s C NI , i j ( k ) p BW , i j ( k ) sl 2 ⎜1 − + 2 ⎟
⎜ l l ⎟
⎝ ⎠
σ CW , i j ( k ) = ⋅10 3 ( j = 1, 2)
12 w
where:
pBW , i j(k) : Inertial pressure, in kN/m2, due to liquid specified in Ch 4, Sec 6, [2.2], with fp = 0.5, in load case “i1”
and “i2” for loading condition “(k)”. Where the considered location is located in fuel oil, other oil or
fresh water tanks, no inertial pressure is considered for the tank top longitudinals and when the
location of the considered member is above the liquid surface in static and upright condition, the
inertial pressure is to be taken at the liquid surface line.
CNI , i j(k) : Correction factor for the non linearity of the inertial pressure range due to liquid in load case “i1” and
“i2” for loading condition “(k)”
⎧ ⎡ ⎛ ⎞
2.5 ⎤
⎪ ⎢ ⎜ p BW , i j ( k ), SF ⎟ ⎥
⎪ ⎢ ⎜ z − z SF + ρg ⎟ ⎥ p BW , i j ( k ), SF
⎪exp ⎢− ⎜ ⎟ ⎥ for z > z SF −
⎪⎪ ⎢ ⎜ p ⎟ ⎥ ρg
C NI , i j ( k ) = ⎨ ⎢ ⎜ BW , i j ( k ), SF (− ln 0.5)−1 2.5 ⎟⎟ ⎥
⎪ ⎢ ⎜⎝ ρg ⎠ ⎥
⎪ ⎣ ⎦
⎪ p BW , i j ( k ), SF
⎪ 1.0 for z ≤ z SF −
⎩⎪ ρg
zSF : Z co-ordinate, in m, of the liquid surface. In general, it is taken equal to “ztop” defined in Ch 4 Sec 6.
If the considered location is located in fuel oil, other oil or fresh water tanks, it may be taken as the
distance to the half height of the tank. In general, it is taken as the distance to the top of the tank. In
case of fuel oil tank, it may be taken as the distance to the half height of the tank
z : Z co-ordinate, in m, of the point considered
pBW , i j(k) , SF : Inertial pressure due to liquid, in kN/m2, taken at the liquid surface in load case “i1” and “i2” for
loading condition “(k)”. In calculating the inertial pressure according to Ch 4 Sec 6, [2.2.1], x and y
coordinates of the reference point are to be taken as liquid surface instead of tank top.
Kgl, Ks : the stress concentration factor defined in [2.3.3]
2.3.6 Stress due to relative displacement of transverse bulkhead or floor in way of transverse
bulkhead or stool
For longitudinal end connection specified in [1.1.2] (2), tThe additional hot spot stress, in N/mm2, due to the
relative displacement in the transverse direction perpendicular to the attached plate between the transverse
bulkhead or floor in way of stools and the adjacent transverse web or floor in load case “i1” and “i2” for loading
condition “(k)” is to be obtained from the following formula.
⎧ K dF − aσ dF − a , i j ( k ) + K dA− a σ dA− a , i j ( k ) for point " a"
σ d , i j (k ) = ⎨ ( j = 1, 2)
⎩ K dF − f σ dF − f , i j ( k ) + K dA− f σ dA− f , i j ( k ) for point " f "
where:
a,f : Suffix which denotes the location considered as indicated in Tab 12.
PAGE 106 OF 171

A,F : Suffix which denotes the direction, forward (F) and afterward (A), of the transverse web or floor
where the relative displacement is occurred as indicated in Tab 12.(see Fig 3)
σdF-a , i j(k) , σdA-a , i j(k) , σdF-f , i j(k) , σdA-f , i j(k) : Additional stress at point “a” and “f ”, in N/mm2, due to the
relative displacement between the transverse bulkhead or floors in way of stools and the forward (F)
and afterward (A) transverse web or floor respectively in load case “i1” and “i2” for loading condition
“(k)”
⎛
3.9δ F , i j ( k ) EI A I F ⎞
σ dF −a , i j ( k ) = ⎜1 − 1.15 x fA ⎟10 −5
w A l F (l A I F + l F I A ) ⎜ lA ⎟
⎝ ⎠
⎡ 3.9δ ⎛ ⎞ 0.9δ A, i j ( k ) EI A x fA ⎤
σ dA−a , i j ( k ) = ⎢
A, i j ( k ) EI A I F ⎜1 − 1.15 x fA ⎟− ⎥ 10 −5
⎢ w A l A (l A I F + l F I A ) ⎜ lA ⎟ wAl A3 ⎥
⎣ ⎝ ⎠ ⎦
⎡ 3.9δ ⎛ ⎞ 0.9δ F , i j ( k ) EI F x fF ⎤
σ dF − f , i j ( k ) = ⎢
F , i j ( k ) EI A I F ⎜1 − 1.15 x fF ⎟− ⎥ 10 −5
⎢ w F l F (l A I F + l F I A ) ⎜ lF ⎟ wF l F 3 ⎥
⎣ ⎝ ⎠ ⎦
⎛
3.9δ A, i j ( k ) EI A I F ⎞
σ dA− f , i j ( k ) = ⎜1 − 1.15 x fF ⎟ 10 −5
wF l A (l A I F + l F I A ) ⎜ lF ⎟
⎝ ⎠
δF , i j(k) , δA , i j(k) : Relative displacement, in mm, in the transverse direction perpendicular to the attached plate
between the transverse bulkhead or floor in way of stools and the forward (F) and afterward (A)
transverse web or floor in load case “i1” and “i2” for loading condition “(k)” (see Fig 3)
(a) For longitudinals penetrating floors in way of stools
Relative displacement is defined as the displacement of the longitudinal in relation to the line
passing through the stiffener end connection at the base of the stool measured at the first floor
forward (F) or afterward (A) of the stool.
(b) For longitudinals other than (a)
Relative displacement is defined as the displacement of the longitudinal in relation to its original
position measured at the first forward (F) or afterward (A) of the transverse bulkhead.
Where the stress of the face of longitudinal at the assessment point due to relative displacement is
tension, the sign of the relative displacement is positive.
IF , IA : Net moment of inertia, in cm4, of forward (F) and afterward (A) longitudinal
KdF-a , KdA-a , KdF-f , KdA-f : Stress concentration factor for stiffener end connection at point “a” and “f “ subject
to relative displacement between the transverse bulkhead and the forward (F) and afterward (A)
transverse web or floors in way of stool respectively as defined in Tab 12. The stress concentration
can be evaluated directly by the FE analysis when the detail of end connection is not defined in Tab
12.
lF , lA : Span, in m, of forward (F) and afterward (A) longitudinal to be measured as shown in Fig 2
xfF , xfA : Distance, in m, to the hot spot from the closest end of lF and lA respectively (see Fig 2).
PAGE 107 OF 171

Aft Fore
A F
a f
Trans. T.BHD Trans.
Aft Fore
IA IF
δA δF
a f
lA lF
Trans. T. BHD Trans.
Figure 3 Relative displacement between the transverse bulkhead and the transverse web or
floor Definition of the relative displacement (Example of the side longitudinal)
3. Hot Spot Mean Stress

3.3 Mean stress according to the simplified procedure
3.3.1 Hot spot mean stresses
The structural hot spot mean stress, in N/mm2, in loading condition “(k)” regardless of load case “i” is to be
σ mean, ( k ) = σ GS , ( k ) + σ S1, ( k ) − σ S 2, ( k ) + σ dS , ( k )
where
σGS , (k) : Stress due to still water hull girder moment, defined in [3.3.2]
σS1 , (k) : Stress due to static pressure when the pressure is applied on the same side as the ordinary stiffener
depending on the considered case, with consideration of the stresses defined in [3.3.3] to [3.3.5]
σS2 , (k) : Stress due to static pressure when the pressure is applied on the side opposite to the stiffener
depending on the considered case, with consideration of the stresses defined in [3.3.3] to [3.3.5]
σLS , (k) : Stress due to hydrostatic pressure, defined in [3.3.3]
σCS , (k) : Stress due to liquid pressure in still water, defined in [3.3.4]
σLCS , (k) : Stress due to dry bulk cargo pressure in still water, defined in [3.3.5]
σdS , (k) : Stress due to relative displacement of transverse bulkhead in still water, defined in [3.3.6].
PAGE 108 OF 171

3.3.2 Stress due to still water hull girder moment

The hot spot stress due to still water bending moment, in N/mm2, in loading condition “(k)” is to be obtained
with the following formula:
M S , ( k ) (z − N )
σ GS , ( k ) = K gh 10 −3
IY
where:
MS , (k) : Still water vertical bending moment, in kN.m, defined in Sec 3, [3.2.2].
3.3.3 Stress due to hydrostatic and hydrodynamic pressure

The hot spot stress due to hydrostatic and hydrodynamic pressure, in N/mm2, in loading condition “(k)” is to be
obtained with the following formula:
⎛ 6x f 6x f 2 ⎞
K gl K s p S , ( k ) sl 2 ⎜1 − + 2 ⎟
⎜ l l ⎟
⎝ ⎠
σ LS , ( k ) = 10 3
12 w
pCW , i 1( k ) + pCW , i 2 ( k ) ⎫ 2 ⎛ 6 x f 6 x f ⎞
2
⎧ ⎜ ⎟
K gl K s ⎨ p S , ( k ) + ⎬ sl ⎜ 1 − + 2
⎩ 2 ⎭ ⎝ l l ⎟
σ LS , ( k ) = ⎠ ⋅ 10 3
12 w
where:
pS , (k) : Hydrostatic pressure, in kN/m2, in loading condition “(k)” specified in Ch 4, Sec 5, [1.2].
pCW , i j(k): Corrected hydrodynamic pressure, in kN/m2, according to [2.3.3], with fp = 0.5, in load case “i1” and
“i2” for loading condition “(k)”
i : Suffix which denotes the load case specified in Sec 2 [2.1.1], when calculating the mean stress, "I" is
to be used.
3.3.4 Stress due to liquid pressure in still water

The structural hot spot mean stress due to liquid pressure, in N/mm2, in loading condition “(k)” is to be obtained
with the following formula:
⎛ 6xf 6 xf 2 ⎞
K gl K s pCS, ( k )sl 2 ⎜1 − + ⎟
⎜ l l2 ⎟
σ CS, ( k ) = ⎝ ⎠ 10 3
12w
where:
pCS ,(k) : Liquid pressure in still water, in kN/m2, in loading condition “(k)” specified in Ch 4, Sec 6, [2.1].
Where the considered location is located in fuel oil, other oil or fresh water tanks, dAP and PPV defined
in Ch 4 Sec 6 are to be taken equal to 0 and zTOP specified in Ch 4 Sec 6, [2.1] is to be taken equal to
zSF specified in [2.3.4].
PAGE 109 OF 171

Table 1: Stress concentration factors for the stiffener end connection
Assessed Collar Stress concentration factors

Structural type Bracket size
point plate Kgl Kgh KdF KdA
1
watertight ----- 1.5 1.1 1.15 1.5
A
non-
----- 1.65 1.1 ----- -----
watertight
F watertight ----- 1.1 1.05 1.55 1.05
2 dw ≤ d<1.5dw 1.45 1.1 1.15 1.4

watertight
1.5dw ≤ d 1.4 1.05 1.15 1.35
A
non- dw ≤ d<1.5dw 1.55 1.1 ----- -----
watertight 1.5dw ≤ d 1.5 1.05 ----- -----
dw ≤ d<1.5dw 1.1 1.05 1.15 1.1
F watertight
1.5dw ≤ d 1.05 1.05 1.1 1.05
3 dw ≤ d<1.5dw 1.4 1.1 1.1 1.35
watertight
1.5dw ≤ d 1.35 1.05 1.05 1.3
a
non- dw ≤ d<1.5dw 1.5 1.1 ----- -----
watertight 1.5dw ≤ d 1.45 1.05 ----- -----
dw ≤ d<1.5dw 1.05 1.05 1.1 1.05
f watertight
1.5dw ≤ d 1.05 1.05 1.05 1.05
4 dw ≤ d<1.5dw 1.1 1.05 1.05 1.25
a watertight
1.5dw ≤ d 1.05 1.05 1.05 1.2
dw ≤ d<1.5dw 1.3 1.1 1.35 1.05
watertight
1.5dw ≤ d 1.3 1.05 1.3 1.05
f
non- dw ≤ d<1.5dw 1.4 1.1 ----- -----
watertight 1.5dw ≤ d 1.4 1.05 ----- -----
5 dw ≤ d<1.5dw 1.1 1.05 1.05 1.2
a watertight
1.5dw ≤ d 1.05 1.05 1.05 1.15
dw ≤ d<1.5dw 1.3 1.1 1.55 1.1
watertight
1.5dw ≤ d 1.3 1.05 1.5 1.05
f
non- dw ≤ d<1.5dw 1.35 1.1 ----- -----
watertight 1.5dw ≤ d 1.35 1.05 ----- -----
PAGE 110 OF 171

Table 1: Stress concentration factors for the stiffener end connection (continued)

6 dw ≤ d<1.5dw 1.1 1.05 1.05 1.1
watertight
1.5dw ≤ d 1.05 1.05 1.05 1.05
a
non- dw ≤ d<1.5dw 1.15 1.05 ----- -----
watertight 1.5dw ≤ d 1.1 1.05 ----- -----
dw ≤ d<1.5dw 1.05 1.05 1.1 1.05
f watertight
1.5dw ≤ d 1.05 1.05 1.05 1.05
7 dw ≤ d<1.5dw 1.1 1.05 1.05 1.2
watertight
1.5dw ≤ d 1.05 1.05 1.05 1.15
a
non- dw ≤ d<1.5dw 1.15 1.05 ----- -----
watertight 1.5dw ≤ d 1.1 1.05 ----- -----
dw ≤ d<1.5dw 1.05 1.05 1.05 1.05
f watertight
1.5dw ≤ d 1.05 1.05 1.05 1.05
8 dw ≤ d<1.5dw 1.1 1.1 1.05 1.15
watertight
1.5dw ≤ d 1.05 1.05 1.05 1.1
a
non- dw ≤ d<1.5dw 1.1 1.1 ----- -----
watertight 1.5dw ≤ d 1.05 1.05 ----- -----
dw ≤ d<1.5dw 1.05 1.05 1.1 1.05
f watertight
1.5dw ≤ d 1.05 1.05 1.05 1.05
9
a watertight ----- 1.4 1.05 1.05 1.75
f watertight ----- 1.6 1.05 1.7 1.05
10
a watertight ----- 1.3 1.05 1.05 1.75
f watertight ----- 1.55 1.05 1.3 1.05
PAGE 111 OF 171

Table 1: Stress concentration factors for the stiffener end connection (continued)

11
a watertight ----- 1.1 1.05 1.05 1.2
f watertight ----- 1.75 1.05 1.4 1.05
12
a watertight ----- 1.1 1.05 1.05 1.2
f watertight ----- 1.3 1.05 1.05 1.05
13
a watertight ----- 1.05 1.05 1.05 1.15
f watertight ----- 1.95 1.05 1.55 1.05
14
a watertight ----- 1.05 1.05 1.05 1.15
f watertight ----- 1.7 1.05 1.15 1.05
PAGE 112 OF 171

Table 1: Stress concentration factors for non-watertight longitudinal end connection at

transverse webs or floors other than transverse bulkheads or floors in way of stools
Assessed Stress concentration factors

Bracket type Bracket size
point Kgl Kgh
1
A F
a
----- 1.65 1.1
2
A F dw ≤ d < 1.5dw 1.55 1.1
a
1.5dw ≤ d 1.5 1.05
3
A F dw ≤ d < 1.5dw 1.5 1.1
a
1.5dw ≤ d 1.45 1.05
4
A F dw ≤ d < 1.5dw 1.4 1.1
f
1.5dw ≤ d 1.4 1.05
5
A F dw ≤ d < 1.5dw 1.35 1.1
f
1.5dw ≤ d 1.35 1.05
6
A F dw ≤ d < 1.5dw 1.15 1.05
1.5dw ≤ d 1.1 1.05
PAGE 113 OF 171

Table 1: Stress concentration factors for non-watertight longitudinal end connection at transverse
webs or floors other than transverse bulkheads or floors in way of stools (continued)
point Kgl Kgh
7 dw ≤ d < 1.5dw 1.15 1.05
A F
a
1.5dw ≤ d 1.1 1.05
8
A F dw ≤ d < 1.5dw 1.1 1.1
a
1.5dw ≤ d 1.05 1.05
9 A F
Tripping
bracket a
d ≤ 2h 1.45 1.1
10 A F
Tripping
bracket a 1.35 1.1
d ≤ 2.5h
11 A F a 1.15 1.1
Tripping
bracket
d1 ≤ 2h
and
f h ≤ d2 1.85 1.1
12 A F a
Tripping 1.15 1.1
d1 ≤ 2.5h
bracket
and
f h ≤ d2 1.35 1.1
13 A F a 1.1 1.1
Tripping d1 ≤ 2h
bracket and
f 2.05 1.1
h ≤ d2
14 A F
Tripping a 1.1 1.1
bracket d1 ≤ 2.5h
and
f h ≤ d2
1.8 1.1
PAGE 114 OF 171

Table 2: Stress concentration factors for watertight longitudinal end connection at transverse
bulkheads and floors in way of stools

point Kgl Kgh KdF KdA
1
a
A F ----- 1.5 1.1 1.15 1.5
f
----- 1.1 1.05 1.55 1.05
2 dw ≤ d<1.5dw 1.45 1.1 1.15 1.4

a
A F
1.5dw ≤ d 1.4 1.05 1.15 1.35
dw ≤ d<1.5dw 1.1 1.05 1.15 1.1

f
1.5dw ≤ d 1.05 1.05 1.1 1.05
3 dw ≤ d < 1.5dw 1.4 1.1 1.1 1.35

a
A F
1.5dw ≤ d 1.35 1.05 1.05 1.3
dw ≤ d<1.5dw 1.05 1.05 1.1 1.05

f
1.5dw ≤ d 1.05 1.05 1.05 1.05
4 dw ≤ d<1.5dw 1.1 1.05 1.05 1.25

a
A F
1.5dw ≤ d 1.05 1.05 1.05 1.2
dw ≤ d < 1.5dw 1.3 1.1 1.35 1.05

f
1.5dw ≤d 1.3 1.05 1.3 1.05
5 dw ≤ d < 1.5dw 1.1 1.05 1.05 1.2

a
A F
1.5dw ≤ d 1.05 1.05 1.05 1.15
dw ≤ d < 1.5dw 1.3 1.1 1.55 1.1

f
1.5dw ≤ d 1.3 1.05 1.5 1.05
6 dw ≤ d < 1.5dw 1.1 1.05 1.05 1.1

A a
F
1.5dw ≤ d 1.05 1.05 1.05 1.05
dw ≤ d < 1.5dw 1.05 1.05 1.1 1.05

f
1.5dw ≤ d 1.05 1.05 1.05 1.05
PAGE 115 OF 171

Table 2: Stress concentration factors for watertight longitudinal end connection at transverse
bulkheads and floors in way of stools (continued)
Bracket type Assessed Stress concentration factors
Bracket size
point Kgl Kgh KdF KdA
7 dw ≤ d<1.5dw 1.1 1.05 1.05 1.2
a
A F
1.5dw ≤ d 1.05 1.05 1.05 1.15
dw ≤ d < 1.5dw 1.05 1.05 1.05 1.05

f
1.5dw ≤ d 1.05 1.05 1.05 1.05
8 dw ≤ d<1.5dw 1.1 1.1 1.05 1.15

a
A F
1.5dw ≤ d 1.05 1.05 1.05 1.1
dw ≤ d < 1.5dw 1.05 1.05 1.1 1.05

f
1.5dw ≤ d 1.05 1.05 1.05 1.05
9 A F a
Tripping 1.4 1.05 1.05 1.75
bracket
d ≤ 2h
f
1.6 1.05 1.7 1.05
10 A F
a
1.3 1.05 1.05 1.75
Tripping
bracket
d ≤ 2.5h
f
1.55 1.05 1.3 1.05
11 A F
Tripping a
bracket d1 ≤ 2h 1.1 1.05 1.05 1.2
and
f h ≤ d2
1.75 1.05 1.4 1.05
12 A F
Tripping a d1 ≤ 2.5h
bracket
1.1 1.05 1.05 1.2
and
h ≤ d2
f
1.3 1.05 1.05 1.05
13 A F
Tripping a
bracket d1 ≤ 2h 1.05 1.05 1.05 1.15
and
f h ≤ d2
1.95 1.05 1.55 1.05
PAGE 116 OF 171

14 A F
a
Tripping d1 ≤ 2.5h 1.05 1.05 1.05 1.15
bracket
and
h ≤ d2
f 1.7 1.05 1.15 1.05
PAGE 117 OF 171

PAGE 118 OF 171



(Fatigue Check for Longitudinals)
Bureau Veritas
Det Norske Veritas
Germanischer Lloyd
Lloyd's Register
Nippon Kaiji Kyokai
Copyright © 2006
PAGE 119 OF 171

Technical Background for the Changes Regarding Fatigue Check for

Longitudinals
1. Reason for the Rule Change in:
1.1 Chapter 4, Section 5, [2.1.1]

Since the external pressures on exposed deck are set up in order to check the local scantling
considering the effect on green water and are not referenced in the pressures specified in Ch 8 Sec 4,
[2.3.3], the clarification is made that these pressures are not necessary to consider for the fatigue
check.

For fatigue strength assessment, the filling height of liquid in the tank is to consider the average
one because the fatigue strength of the structures is dominant to the most frequent condition in the
representative loading condition. Generally, for water ballast tanks, the most frequent condition is
assumed that the upper surface of liquid matches to upper level of the tank according to KC ID 359.
1.3 Chapter 8, Section 1, Table 1 and [3.1.1]

These changes are made in order to clarify the requirements.
1.4 Chapter 8, Section 4, [2.3.3] and [3.3.3]

To consider the nonlinear relation between wave pressure and wave height, the correction factor
of the pressure range is specified in Ch8 Sec4 [2.3.3] of the current CSR. This correction factor is
introduced to define an equivalent linear long term distribution of stress range which gives a fatigue
damage equivalent to the damage according to the nonlinear distribution of stress range. However,
the consideration of this nonlinearity on the evaluation of mean stress was not included.
This consideration is naturally necessary to consider the nonlinear effect of wave pressure on
the fatigue damage of side longitudinals. Consequently, Ch8 Sec4 [2.3.3] is to be modified so that
this consideration can be taken into account. And Ch8 Sec4 [3.3.3] is also to be modified so that the
mean stress considering the nonlinear effect can be evaluated.

The interpretation is added to the text for the case where the considered locations are located in
fuel oil tank, other oil tank or fresh water tank, according to KC ID 359.

The clarification is made for the relative displacement according to the answer in KC ID 342.
1.7 Chapter 8, Section 4, Table 1

The table gives the stress concentration factors for representative stiffener end connections.
However, some types of stiffener end connection not defined in the table are used for non watertight
transverses and size of bracket was not defined in the table.
The modification of the table is made to clarify the application of the types of stiffener end
connections and the size of bracket based on the investigation result of actual ship design, according
to KC IDs 255, 256, 257, 258 and 259.

The sentence regarding the external pressure on exposed deck is added to the paragraph [2.1.1].
PAGE 120 OF 171


The new paragraph [2.1.3] regarding the liquid pressure in still water is added.
2.3 Chapter 8, Section 1, Table 1 and [3.1.1]

The word “floors in way of lower stool” is added to the details for ordinary stiffener in double
bottom in Table 1 and the sentence regarding standard loading condition for fatigue strength
assessment is added to [3.1.1].

In order to consider the nonlinearity on the evaluation of mean stress, the formulae are modified as
follows.
(1) [2.3.3]
⎛ 6x f 6x f 2 ⎞
2⎜
K gl K s C NE , i j ( k ) pW , i j ( k ) sl 1 − + 2 ⎟
⎜ l l ⎟⎠ 3
σ LW , i j ( k ) = ⎝ 10 ( j = 1, 2)
12w
⎛ 6x f 6x f 2 ⎞
K gl K s pCW , i j ( k ) sl ⎜1 −
2
+ 2 ⎟
⎜ l l ⎟
σ LW , i j ( k ) = ⎝ ⎠ 10 3 ( j = 1, 2)
12w
⎧⎪2C NE ,i1( k ) pW ,i1( k ) ; C NE ,i1( k ) < 0.5
pCW ,i1( k ) = ⎨
⎪⎩ pW ,i1( k ) ; C NE ,i1( k ) ≥ 0.5
⎧⎪0 ; C NE ,i 2( k ) < 0.5

pCW ,i 2 ( k ) = ⎨
⎪⎩(2C NE ,i 2( k ) − 1) pW ,i 2( k ) ; C NE ,i 2( k ) ≥ 0.5
(2) [3.3.3]
⎛ 6x f 6x f 2 ⎞
K gl K s p S , ( k ) sl 2 ⎜1 − + 2 ⎟
⎜ l l ⎟
⎝ ⎠
σ LS , ( k ) = 10 3
12 w
pCW , i 1( k ) + pCW , i 2( k ) ⎫ 2 ⎛ 6 x f 6 x f ⎞
2
⎧ ⎜ ⎟
K gl K s ⎨ p S , ( k ) + ⎬ sl ⎜ 1 − + 2
⎩ 2 ⎭ ⎝ l l ⎟
σ LS , ( k ) = ⎠ ⋅ 10 3
12w
In addition, the texts referring to Table 1 and Table 2 are changed according to the modification of
these tables. The background of these formulae is given in Annex 1.

Where the considered locations are located in fuel oil tank, other oil tank or fresh water tank, ZSF
may be taken as the distance to the half height of the tank.
In addition, where the hydrostatic pressure of the considered member located in fuel oil tank,
other oil tank or fresh water tank is calculated according to Ch 4 Sec 6 [2.1.1], dAP and PPV defined
in Ch 4 Sec 6 are to be taken equal to 0.

The text on the definition of relative displacement is added.
PAGE 121 OF 171

2.7 Chapter 8, Section 4 Table 1

The current Table 1 is divided into two tables. One is for stress concentration factor for non-
watertight longitudinal end connection and the other is for stress concentration factor for watertight
longitudinal connection. In addition, the bracket size is added based on the actual design.
3. Effect due to this change
3.1 Clarification of the rules specified in 2.1, 2.2, 2.4 and 2.5
As these changes are made for clarification, there is no scantling impact due to this clarification.

The effect on assessed fatigue damage due to the modification was examined. Sample ships are
listed in Table G1. Fatigue damages of side longitudinal stiffener with as-built scantling according
to the current rule and the modified proposal were assessed and compared in Figs. 1(a) and (b).
Assessed fatigue damages are well improved to agree with the current experiences that the side
longitudinal stiffeners were hardly fatigue damaged.
Table 1: List of Examined Ships

Vessel ID D1 D2 D3 S1 S3 S7
Type Cape Handymax Handymax Cape Handymax Cape
Lpp (Rule) 275.48 178.48 178.29 275.00 182.85 286.91
B 45.00 32.20 31.00 45.00 32.26 50.00
D 24.30 16.50 16.50 24.40 17.80 24.10
Max. 17.80 11.68 11.66 17.93 12.45 17.88
Homo. 17.80 11.68 11.66 17.93 12.45 17.88
Alt. 17.80 11.68 11.66 17.93 12.45 17.88
d
N.B. 7.59 5.87 6.19 8.06 5.02 7.01
H.B. 9.78 7.91 8.67 9.14 8.02 8.92
NA 10.56 6.16 6.08 11.31 7.00 10.67
D1 D2 D3
25
15 15
20
V erticalLocation (m )
15
10 10
10
C urrent C urrent C urrent
M odified M odified M odified
5 5
5
0 0 0
0.0 0.5 1.0 1.5 2.0 2.5 0.0 1.0 2.0 3.0 4.0 5.0 0.0 1.0 2.0 3.0 4.0
Fatigue D am age Fatigue D am age Fatigue D am age
Fig. 1(a) Comparison of Fatigue Damages of DSS BCs
PAGE 122 OF 171

S1 S3 S7
25 25
15
20 20
15 15
10
10 10
C urrent C urrent C urrent
M odified M odified M odified
5
5 5
0 0 0
0.0 1.0 2.0 3.0 0.0 1.0 2.0 3.0 4.0 0.0 2.0 4.0 6.0
Fatigue D am age Fatigue D am age Fatigue D am age
Fig. 1(b) Comparison of Fatigue Damages of SSS BCs
3.3 Scantling impact due to the change in Chapter 8, Section 4, [2.3.3] and [3.3.3]
3.3.1 Procedure for impact calculation
(1) Original scantlings of side longitudinals are checked by the requirement of Ch 6, Sec 2 of the
Rules. If the original scantlings do not meet the requirement of Ch 6, Sec 2, the modified
scantlings are considered.
(2) Fatigue check for the longitudinals with modified scantlings is carried out by the current CSR.
(3) Scantling impact in terms of sectional area due to fatigue check is evaluated.
(4) Fatigue check for the longitudinal with the modified scantling is carried out by the proposed
requirement.
(5) Scantling impact in terms of sectional area due to the proposed fatigue check requirement is
evaluated.
3.3.2 Scantling impact due to proposed fatigue check requirement
The scantling impact in terms of sectional area of longitudinal is evaluated according to the
procedure mentioned above for D1 ship and S1 ship for an example and the results are given in
Table 2 and 3.
Table 2 Scantling impact of side longitudinals for D1 ships
ID Scantling impact Current Rule Proposed Rule Scantling
according to the Cumulative Scantling effect due Cumulative Scantling effect due to impact due to
requirement in Ch fatigue to fatigue check fatigue fatigue check modification
6 Sec 2 damage damage
1 (Upper) 0.0% 1.25 0.0% (IA to T-type) 0.79 0.0% (T-type to IA) 0.0%
2 0.0% 0.64 0.0% 0.45 0.0% 0.0%
3 0.0% 1.09 +2.3% 0.62 -2.3% -2.3%
4 0.0% 0.94 0.0% 0.50 0.0% 0.0%
5 0.0% 0.94 0.0% 0.27 0.0% 0.0%
6 0.0% 1.25 +9.3% 0.11 -9.3% -9.3%
7 0.0% 1.92 +23.7% 0.39 -23.7% -23.7%
8 0.0% 2.21 +20.6% 0.45 -20.6% -20.6%
9 0.0% 2.35 +23.9% 0.48 -23.9% -23.9%
10 0.0% 1.85 +13.7% 0.49 -13.7% -13.7%
11 0.0% 1.15 +4.9% 0.41 -4.9% -4.9%
12 0.0% 0.95 0.0% 0.34 0.0% 0.0%
13 0.0% 0.61 0.0% 0.23 0.0% 0.0%
14 0.0% 0.23 0.0% 0.04 0.0% 0.0%
15 0.0% 0.16 0.0% 0.04 0.0% 0.0%
16 0.0% 0.17 0.0% 0.05 0.0% 0.0%
17 0.0% 0.18 0.0% 0.06 0.0% 0.0%
18 0.0% 0.39 0.0% 0.40 0.0% 0.0%
19 0.0% 0.53 0.0% 0.55 0.0% 0.0%
20 0.0% 0.08 0.0% 0.09 0.0% 0.0%
21(Lower) 0.0% 0.62 0.0% 0.65 0.0% 0.0%
Average 0.0% - 4.3% up - -4.3% -4.3%
PAGE 123 OF 171

Table 2 Scantling impact of side longitudinals for S1 ships

ID Current Rule Proposed Rule Scantling
Scantling impact Cumulative Scantling Cumulative Scantling effect impact due to
according to the fatigue damage effect due to fatigue damage due to fatigue modification
requirement in Ch 6 Sec 2 fatigue check check
1 (Upper) +8.4% 0.64 0.0% 0.52 0.0% 0.0%
2 +5.8% 0.54 0.0% 0.42 0.0% 0.0%
3 +27.9% 0.81 0.0% 0.54 0.0% 0.0%
4 +23.8% 0.74 0.0% 0.45 0.0% 0.0%
5 +28.0% 0.76 0.0% 0.53 0.0% 0.0%
6 +29.0% 1.21 +5.3% 1.21 +5.3% 0.0%
7 +26.5% 1.10 +3.2% 1.10 +3.2% 0.0%
8 +26.5% 1.20 +6.2% 1.20 +6.2% 0.0%
9 +30.9% 1.54 +17.0% 1.54 +17.0 0.0%
10(Lower) +30.9% 1.33 +12.1% 1.33 +12.1% 0.0%
Average 23.8% up - +4.4% - +4.4% 0.0%
For double side skin bulk carrier whose side structure is longitudinal frame system, scantlings
of a few side longitudinals located below the load water line are affected by the rule change
proposal.
For singe side skin bulk carriers, fatigue check result for side longitudinals in top side tank
located above load water line are affected by the rule change proposal, however, there is no
scantling impact due to the rule change proposal where side longitudinals have the scantlings
satisfied with the requirements of Ch 6, Sec 2.
4．Technical Background
Technical backgrounds of nonlinear effect on wave pressure and stress concentration factor of
longitudinal end connection are described in Annex 1 and Annex 2, respectively.
PAGE 124 OF 171

Annex 1: Technical background of nonlinear effect on wave pressure

1. Current Treatment of mean stress
In the current rule, correction factor for the non linearity of the wave pressure range is
introduced to define an equivalent linear long term distribution of stress range which gives a fatigue
damage equivalent to the damage according to the nonlinear distribution of stress range. Fig. 1-1
shows the calculated correction factor in accordance with the distance from the base line.
Fig. 1-1 Correction Factor for Non Linearity of the Wave Pressure Range
By multiplying this correction factor by the linear wave pressures for wave crest and wave
trough conditions, wave pressure range considering non linear effect can be obtained from the
difference of both pressures. In the current rule, because the mean value of the fluctuating pressure
is evaluated as the mean of the pressures for wave crest and wave trough conditions, negative
pressure will work at the position above water line as shown in Fig. 1-2.
Fig. 1-2 Current Condition of Fluctuating Non Linear Pressure
2. Correct Treatment of Mean Stress

Since the negative pressure is not acting at the position above waterline due to the wave
fluctuation, the actual fluctuation of nonlinear pressure is illustrated as Fig. 1-3.
PAGE 125 OF 171

Fig. 1-3 Actual Condition of Fluctuating Non Linear Pressure
In order to reflect above mentioned condition of fluctuating nonlinear pressure, the equation
specified in Ch 8, Sec 4, [2.3.3] is to be modified as below:
⎛ 6x f 6x f 2 ⎞
K gl K s pCW , i j ( k ) sl 2 ⎜1 − + 2 ⎟
⎜ l l ⎟⎠
σ LW , i j ( k ) = ⎝ ⋅10 3 ( j = 1, 2)
12 w
⎧2C NE , i1( k ) pW , i1( k ) ; C NE , i1( k ) < 0.5
pCW , i1( k ) = ⎨
⎩ pW , i1( k ) ; C NE , i1( k ) ≥ 0.5
⎧0 ; C NE , i 2( k ) < 0.5
pCW , i 2( k ) = ⎨
( )
⎩ 2C NE , i 2( k ) − 1 pW , i 2( k ) ; C NE , i 2( k ) ≥ 0.5
According to this modification, the evaluated wave induced stress condition of the stiffeners can
be illustrated as Fig. 1-4. The magnitude of stress range hold same as the one by current rule. Only
the evaluation of mean stress considering the non linearity of the wave pressure has been improved.
45
Negative
Mean Stress
Stress Range
LWL
- 10 -5 0 5 10 15 20
Fig. 1-4 Wave induced Stress Condition along Ship Side
In order to take the nonlinear fluctuating pressure condition into account in the evaluation of
mean stress, the equation specified in Ch 8, Sec 4, [3.3.3] is to be modified as below:
PAGE 126 OF 171

p CW , i 1( k ) + p CW , i 2( k ) ⎫ 2 ⎛ 6 x f 6 x f ⎞
2
⎧ ⎜ ⎟
K gl K s ⎨ p S , ( k ) + s
⎬ ⎜
l 1 − + 2 ⎟
⎩ 2 ⎭ ⎝ l l ⎠
σ LS , ( k ) = ⋅ 10 3
12w
p + p CW , i 2( k )
If fluctuating pressure is linear, p S , ( k ) + CW , i 1( k ) = p S , ( k ) , then, above equation would
2
be same as the current equation.
PAGE 127 OF 171

Annex 2: Technical background of stress concentration factors for the

stiffeners end connection
SCFs(Stress Concentration Factors) in Table 1 of Ch 8, Sec 4, CSR for Bulker are the ratio of the
hot spot stress obtained by the very fine FE analysis to the nominal stress calculated by the simple
formulae.
1. FE analysis
Considering difference of the stiffener end connection detail, following 2 kinds of hot spot stress
are calculated for each detail Nos.1-14.
σgl_hotspot : hot spot stress due to out-of-plane load
σdF_hotspot, σdA_hotspot : hot spot stress due to forced displacement
1.1 Analysis model

The T type longitudinal stiffener with shell penetrating Transverse Bulkhead is considered.
According to each detail number in Table 1 of Ch 8, Sec 4, CSR for Bulker, the hot spot stresses
(position ‘a’ and position ‘f’) at stiffener end connection are calculated.
Fig. 2-1 shows the analysis model and the size of stiffener. Fig. 2-2 shows the stiffener end
connection of each detail No.
(a) Analysis model
Stiffener Size (mm)

h tw wf Tf S ts
500 12.5 150 22 850 18
Moment of inertia I= 99,482 (cm4)

Section modulus Z= 2,507 (cm3)
Span length l0= 5,000 (mm)
(b)
Stiffener shape and size
Fig. 2-1 Analysis model and Stiffener details
PAGE 128 OF 171

Flat Bar Part

r
detail no a/b b/h c/d d/h （mm
R1/b R2/d ）
1 1.0 0.4 30
3 0.4 1.0 0.7 50
4 1.0 0.4 1.0 0.7 50
5 1.0 0.4 1.0 0.7 1.3 50
6 0.36 1.1 1.0 0.7 50
b
7 0.4 1.0 0.7 1.0 0.7 50
8 0.4 1.0 0.7 1.0 0.7 1.3 50
Tripping Bracket Part

detail no a/b b/h e/b R1/b c/d d/h R2/d r(mm)
9 0.29 1.4 50
10 0.33 1.2 1.5 0.75 50
11 0.29 1.4 1.0 1.0 50
b 12 0.33 1.2 1.5 0.75 1.0 1.0 50
13 0.29 1.4 1.0 0.9 1.22 50
14 0.33 1.2 1.5 0.75 1.0 0.9 1.22 50
Fig. 2-2 Stiffener end connection of each detail number
1.2 Loads
a) Out-of-plane loading
A certain out-of-plane uniformly distributing load is loaded, which makes the nominal stress of
stiffener end connection 200N/mm2 in tension side at l0=5m, xf=0. Fig. 2-3 shows the loading
condition of a).
Considering the bracket size (shown in Fig. 2-2), the hot spot stress of stiffener end connection,
σgl_hotspot, is analyzed for each detail No.
b) Forced displacement
Forced displacement (23.7mm) is added to the position (A) or (E) in Fig. 2-1, which makes also
the nominal stress of stiffener end connection 200N/mm2 in tension side at l0=5m, xf=0.
Considering the bracket size, the hot spot stresses of stiffener end connection, σdF_hotspot, σdA_hotspot,
are analyzed for each detail No (shown in Fig. 2-2).
Fig. 2-3 Loading condition
PAGE 129 OF 171

1.3 Boundary condition

The boundary conditions at each position in each analysis load condition are shown in Table 2-1.
In this Table, (a) means out-of-plane loading, and the others mean forced displacement. The
position (A) to (E) is shown in Fig. 2-1.
Table 2-1 Boundary condition

Position
Load
(A) (B) (C) (D) (E)
condition
Complete Complete Y: Rotation Complete
(a) Symmetry
restraint restraint restraint restraint
Y: Forced Complete Y: Rotation Complete
(b1) Symmetry
displacement restraint restraint restraint
Complete Complete Y: Rotation Y: Forced
(b2) Symmetry
restraint restraint restraint displacement
2. Simple beam formulae

The beam model shown in Fig. 2-1 and Fig. 2-2 is considered as well as FE analysis, whose
nominal stress of the stiffener end connection is set 200N/mm2 in tension side at l0=5m, xf=0 by
out-of-plane load or forced displacement. Considering the effect of modified span length (lf) and
change of hot spot position by xf specified in Ch 8, Sec 4, CSR for Bulker, following 2 kinds of
modified nominal stress are calculated for each detail No.1-14.
σgl_nominal : modified nominal stress due to out-of-plane load
σdF_nominal, σdA_nominal : modified nominal stress due to forced displacement
a) Out-of-plane loading
Considering the bracket size (shown in Fig. 2-2), the modified nominal stress, σgl_nominal, for each
detail No is calculated according to the following equation.
2
⎛ l f ⎞ ⎛⎜ 6 x f 6 x f ⎞⎟
2
σ gl − no min al = σ 0 ⎜⎜ ⎟⎟ 1 − + 2 (σ 0 = 200 N / mm2 , l0 = 5.0m)

⎝ l0 ⎠ ⎝ ⎜ l0 l0 ⎠ ⎟
b) Forced displacement
Considering the bracket size (shown in Fig. 2-2), the modified nominal stresses, σdF_nominal,
σdA_nominal, are calculated according to the following equations. The value of relative
displacement (δF, δA) is 23.7mm.
1.95δ F EI ⎛⎜ x fA ⎞ − 5
⎟10
σ dF − a _ no min al = 1 − 1 . 15
wl f
2
⎜ lf ⎟
⎝ ⎠
1.95δ A EI ⎛⎜ x fA ⎞ − 5 0.9δ AEI x fA − 5
⎟10 −
σ dA − a _ no min al = 1 − 1 . 15 10
wl f
2
⎜ lf ⎟ wl
3
⎝ ⎠ f
1.95δ F EI ⎛⎜ x fF ⎞ − 5 0.9δ FEI x fA − 5

⎟10 −
σ dF − a _ no min al = 1 − 1 . 15 10
wl f
2
⎜ lf ⎟ wl
3
⎝ ⎠ f
1.95δ A EI ⎛⎜ x fF ⎞ − 5
⎟10
σ dA − f _ no min al = 1 − 1 . 15
wl f
2
⎜ lf ⎟
⎝ ⎠
Usually, the dimension and the length of the stiffener fitted at fore of transverse bulkhead is the
same of those fitted at after of transverse bulkhead, but there are some cases where they are
different between fore part and after part. Then, taking into account the cases of l f ≠ l a and
PAGE 130 OF 171

I A ≠ I F in order to generalize to the formula mentioned above, the equations specified in 3.3.6 of
Ch 8, Sec 4, CSR for Bulker can be obtained.
3. Results and SCF calculation

Table 2-2 shows the hot spot stress obtained by FE analysis and the modified nominal stress
calculated by simple formulae.
As the values of SCFs for web stiffener connection depend on the analytical model, boundary
condition, definition of hot spot stress, etc., each classification society specifies the different SCFs.
In CSR for Bulker, in order to set up the single SCFs, we decided that the SCFs for Kgl_in detail
No. 1 to 8 specified in BV rule were used. (See Table 2-2) The other SCFs in detail No. 1 to 8 were
obtained by multiplying the ratio (5) in Table 2 by the value calculated by FEA.
For SCFs for tripping brackets connections in detail No. 9 to 14, the averaged ratio (5) in Table 2
which is equal to 0.83 was considered.
Furthermore, the modified SCFs value obtained by multiplying the SCFs specified in Table 2 by
the correction factor is modified by the following manner.
(a) Minimum value is set to 1.05
(b) All values are expressed by 0.05 unit
Finally, SCFs of each detail No. can be obtained as shown in Table 2-3 whose values are used for
Table 1 of Ch 8, Sec 4, CSR for Bulker.
Table 2-3 Stress concentration factor
detail point Kgl KdF KdA detail point Kgl KdF KdA
No. No.
point 'a' 1.50 1.15 1.50 9 point 'a' 1.40 1.05 1.75
1
point 'f' 1.10 1.55 1.05 point 'f' 1.60 1.70 1.05
point 'a' 1.35 1.05 1.30 10 point 'a' 1.30 1.05 1.75
3
point 'f' 1.05 1.05 1.05 point 'f' 1.55 1.30 1.05
point 'a' 1.05 1.05 1.20 11 point 'a' 1.10 1.05 1.20
4
point 'f' 1.30 1.30 1.05 point 'f' 1.75 1.40 1.05
point 'a' 1.05 1.05 1.15 12 point 'a' 1.10 1.05 1.20
5
point 'f' 1.30 1.50 1.05 point 'f' 1.30 1.05 1.05
point 'a' 1.05 1.05 1.05 13 point 'a' 1.05 1.05 1.15
6
point 'f' 1.05 1.10 1.05 point 'f' 1.95 1.55 1.05
point 'a' 1.05 1.05 1.15 14 point 'a' 1.05 1.05 1.15
7
point 'f' 1.05 1.05 1.05 point 'f' 1.70 1.15 1.05
point 'a' 1.05 1.05 1.10
8
point 'f' 1.05 1.10 1.05
PAGE 131 OF 171

TECHNICAL BACKGROUND FOR RULE CHANGE NOTICE NO.1-6
Table 2-2 Stress obtained by FE analysis or simple formulae
σgl_hot σgl_nom NK’s SCF BV’s Ratio Modified SCF σdF_hot σdF_nom NK’s Modified SCF σdA_hot σdA_no NK’s Modified SCF
Detail (1) (2) (3) SCF (5) (6) (7) SCF (8) SCF
point m
No. =(1)/(2) (4) (6)/(7) (9) (8)/(9)
(=(4)/(3))
1
point 'a' 297.7 184.3 1.62 1.5 0.93 1.50 205.5 167.1 1.23 1.14(1.23*0.93) 270.1 167.1 1.62 1.50(1.62*0.93)
point 'f' 217.5 184.3 1.18 1.09(1.18*0.93) 280.5 167.1 1.68 1.55(1.68*0.93) 150.3 167.1 0.90 0.83(0.90*0.93)
3
point 'a' 299.8 179.1 1.67 1.35 0.81 1.35 223.7 172.0 1.30 1.05(1.30*0.81) 272.4 172.0 1.58 1.28(1.58*0.81)
point 'f' 122.6 129.0 0.95 0.77(0.95*0.81) 200.5 158.4 1.27 1.02(1.27*0.81) 170.8 162.3 1.05 0.85(1.05*0.81)
point 'a' 175.6 136.5 1.29 1.03(1.29*0.80) 200.2 174.6 1.15 0.92(1.15*0.80) 253.6 171.7 1.48 1.12(1.40*0.80)
4
point 'f' 275.8 169.6 1.63 1.30 0.80 1.30 295.7 181.6 1.63 1.30(1.63*0.80) 210.1 181.6 1.16 0.93(1.16*0.80)
point 'a' 150.5 123.3 1.22 1.03(1.22*0.84) 190.9 163.7 1.17 0.99(1.17*0.84) 214.6 159.4 1.35 1.13(1.35*0.84)
5
point 'f' 271.3 176.7 1.54 1.30 0.84 1.30 311.0 174.3 1.78 1.51(1.78*0.84) 210.0 174.3 1.20 1.01(1.20*0.84)
6
point 'a' 184.5 123.9 1.49 1.10 0.74 1.10 226.3 190.0 1.19 0.88(1.19*0.74) 268.5 186.8 1.44 1.07(1.44*0.74)
point 'f' 155.3 123.9 1.25 0.93(1.25*0.74) 255.3 186.8 1.37 1.01(1.37*0.74) 208.8 190.0 1.10 0.81(1.10*0.74)
point 'a' 182.9 132.1 1.38 1.05 0.76 1.05 209.9 179.7 1.17 0.88(1.17*0.76) 264.0 176.8 1.49 1.13(1.49*0.76)
PAGE 132 OF 171
7
point 'f' 129.3 116.7 1.11 0.84(1.11*0.76) 206.8 171.7 1.20 0.91(1.20*0.76) 188.1 176.1 1.07 0.81(1.07*0.76)
8
point 'a' 151.0 119.1 1.27 1.05 0.83 1.05 194.7 168.3 1.16 0.96(1.16*0.83) 219.8 163.9 1.34 1.11(1.34*0.83)
point 'f' 129.9 122.6 1.06 0.88(1.06*0.83) 206.0 165.0 1.25 1.03(1.25*0.83) 181.3 169.1 1.07 0.89(1.07*0.83)
point 'a' 311.9 200.0 1.56 1.30(1.56*0.83) 198.5 154.0 1.29 1.07(1.29*0.83) 320.6 154.0 2.08 1.73(2.08*0.83)
9
point 'f' 106.5 55.5 1.92 1.60(1.92*0.83) 253.5 119.3 2.12 1.76(2.12*0.83) 135.4 129.2 1.05 0.87(1.05*0.83)
point 'a' 312.2 200.0 1.56 1.29(1.56*0.83) 193.8 154.0 1.26 1.05(1.26*0.83) 323.0 154.0 2.10 1.74(2.10*0.83)
10
COMMON STRUCTURAL RULES FOR BULK CARRIERS

point 'f' 42.8 22.9 1.87 1.55(1.87*0.83) 169.8 109.4 1.55 1.29(1.55*0.83) 121.6 122.2 1.00 0.83(1.00*0.83)
point 'a' 150.6 113.9 1.32 1.10(1.32*0.83) 189.0 186.3 1.01 0.84(1.01*0.83) 263.7 182.0 1.45 1.20(1.45*0.83)
11
point 'f' 161.3 77.4 2.08 1.73(2.08*0.83) 282.7 167.7 1.69 1.40(1.69*0.83) 182.0 176.1 1.03 0.85(1.03*0.83)
point 'a' 152.7 113.9 1.34 1.11(1.34*0.83) 192.2 186.3 1.03 0.85(1.03*0.83) 263.2 182.0 1.45 1.20(1.45*0.83)
12
point 'f' 69.2 44.7 1.55 1.29(1.55*0.83) 178.6 153.3 1.17 0.97(1.17*0.83) 147.8 165.8 0.89 0.74(0.89*0.83)
point 'a' 116.6 113.7 1.03 0.85(1.03*0.83) 167.9 162.4 1.03 0.85(1.03*0.83) 219.0 157.3 1.39 1.15(1.39*0.83)
13
point 'f' 159.3 67.5 2.36 1.96(2.36*0.83) 267.8 142.3 1.88 1.56(1.88*0.83) 172.4 151.7 1.14 0.95(1.14*0.83)
point 'a' 119.0 113.7 1.05 0.87(1.05*0.83) 172.1 162.4 1.06 0.88(1.06*0.83) 219.3 157.3 1.39 1.15(1.39*0.83)
14
point 'f' 70.2 34.9 2.01 1.67(2.01*0.83) 176.1 130.3 1.35 1.12(1.35*0.83) 143.8 143.1 1.00 0.83(1.00*0.83)
Note:
(1) For detail No. 2, the ratio is taken to 0.93.
(2) For detail No. 9-14, the coefficient 0.83 is the average value obtained from the ratios for detail No. 1 to 8.


(Corrosion Additions)
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PAGE 133 OF 171

CHAPTER 3 STRUCTURAL DESIGN

PRINCIPLES
Section 3 CORROSION ADDITIONS
1. Corrosion additions
1.2 Corrosion addition determination
1.2.1 Corrosion additions for steel
The corrosion addition for each of the two sides of a structural member, tC1 or tC2, is specified in Tab 1.
The total corrosion addition tC, in mm, for both sides of the structural member is obtained by the following
formula:
t C = Roundup 0.5 (t C1 + t C 2 ) + t reserve
For an internal member within a given compartment, the total corrosion addition tC is obtained from the
following formula:
t C = Roundup 0.5 (2t C1 ) + t reserve
where tC1 is the value specified in Tab 1 for one side exposure to that compartment.
When a structural member is affected by more than one value of corrosion addition (e.g. a plate in a dry bulk
cargo hold extending above the lower zone), the scantling criteria are generally to be applied considering the
severest value of corrosion addition applicable to the member.
In addition, the total corrosion addition tC is not to be taken less than 2 mm, except for web and face plate of
ordinary stiffeners.
PAGE 134 OF 171

Table 1: Corrosion addition on one side of structural members

Corrosion addition, tC1 or tC2
in mm
Compartment
Structural member BC-A or BC-B
Type
ships with Other
L ≥ 150 m
Within 3m below the top of
Face plate of 2.0
tank (3)
primary members
Ballast water Elsewhere 1.5
tank (2) Within 3 m below the top of
1.7
Other members tank (3)
Elsewhere 1.2
Upper part (4) 2.4 1.0
Transverse Lower stool: sloping plate,
5.2 2.6
bulkhead vertical plate and top plate
Other parts 3.0 1.5
Upper part (4)
Webs and flanges of the upper 1.8 1.0

Dry bulk cargo end brackets of side frames of
hold (1) single side bulk carriers
Other members
Webs and flanges of lower
brackets of side frames of single 2.2 1.2
side bulk carriers
Other parts 2.0 1.2
Sloped plating of Continuous wooden ceiling 2.0 1.2
hopper tank, inner
bottom plating No continuous wooden ceiling 3.7 2.4
Exposed to Horizontal member and weather deck (5) 1.7
atmosphere Non horizontal member 1.0
Exposed to sea water (7)
1.0
Fuel oil tanks and lubricating oil tanks (2) 0.7
Fresh water tanks 0.7
Spaces not normally accessed, e.g. access only
Void spaces (6) 0.7
through bolted manholes openings, pipe tunnels, etc.
Internal of deck houses, machinery spaces, stores
Dry spaces 0.5
spaces, pump rooms, steering spaces, etc.
Other compartments than above 0.5
Notes
(1) Dry bulk cargo hold includes holds, intended for the carriage of dry bulk cargoes, which may carry water
ballast.
(2) The corrosion addition of a plating between water ballast and heated fuel oil tanks is to be increased by
0.7 mm.
(3) This is only applicable to ballast tanks with weather deck as the tank top .This is not to be applied to
structural members of inner bottom and located below inner bottom.
(4) Upper part of the cargo holds corresponds to an area above the connection between the top side and the
inner hull or side shell. If there is no top side, the upper part corresponds to the upper one third of the
cargo hold height.
(5) Horizontal member means a member making an angle up to 20° as regard as a horizontal line.
(6) The corrosion addition on the outer shell plating in way of pipe tunnel is to be considered as water ballast
tank.
(7) Outer side shell between normal ballast draught and scantling draught is to be increased by 0.5 mm.
PAGE 135 OF 171

Section 4 SUPERSTRUCTURES AND DECKHOUSES
Symbols
L2 : Rule length L, but to be taken not greater than 300 m
pD : Lateral pressure for decks, in kN/m2, as defined in [3.2.1]
pSI : Lateral pressure for sides of superstructures, in kN/m2, as defined in [3.2.3]
k : Material factor, defined in Ch 3, Sec 1, [2.2]
s : Spacing, in m, of ordinary stiffeners, measured at mid-span along the chord
l : Span, in m, of ordinary stiffeners, measured between the supporting members, see Ch 3, Sec 6, [4.2]
tC : Corrosion addition, defined in Ch 3, Sec 3
c = 0.75 for beams, girders and transverses which are simply supported on one or both ends
c = 0.55 in other cases
ma : Coefficient taken equal to:
s ⎡ ⎛s⎞ ⎤
2
s
ma = 0.204 ⎢4 − ⎜ ⎟ ⎥ , with ≤ 1
l ⎢⎣ ⎝ l ⎠ ⎥⎦ l
4. Scantlings
4.1 Side plating of non-effective superstructures
4.1.1
The gross thickness, in mm, of the side plating of non-effective superstructures is not to be less than the greater
of the following values:
t = 1.21s kp SI + t C t = 1.21s kp SI + 1.5
t = 0.8 kL
4.2 Deck plating of non-effective superstructures

4.2.1
The gross thickness, in mm, of deck plating of non-effective superstructures is not to be less than the greater of
the following values:
t = 1.21s kp D + t C t = 1.21s kp D + 1.5
PAGE 136 OF 171

t = (5.5 + 0,02 L ) k
where L is not to be taken greater than 200 m.
4.2.2
Where additional superstructures are arranged on non-effective superstructures located on the freeboard deck,
the gross thickness required by [4.2.1] may be reduced by 10%.
4.2.3
Where plated decks are protected by sheathing, the gross thickness of the deck plating according to [4.2.1] and
[4.2.2] may be reduced by tC 1.5mm. However, such deck plating is not to be less than 5 mm.
Where a sheathing other than wood is used, attention is to be paid that the sheathing does not affect the steel. The
sheathing is to be effectively fitted to the deck.
4.5 Decks of short deckhouses

4.5.1 Plating
The thickness, in mm, of weather deck of short deckhouses and is not to be less than:
t = 8s k + t C t = 8s k + 1.5
For weather decks of short deckhouses protected by sheathing and for decks within deckhouses, the gross
thickness may be reduced by tC 1.5mm. However, such deck plating is not to be less than 5 mm.
5. Superstructure end bulkheads and deckhouse walls

5.3 Scantlings
5.3.2 Plate thickness
The gross thickness of the plating, in mm, is not to be less than the greater of the values obtained from the
following formulae:
t = 0.9 s kp Α + t C t = 0.9 s kp Α + 1.5
⎛ L ⎞
t min = ⎜ 5.0 + 2 ⎟ k , for the lowest tier
⎝ 100 ⎠
⎛ L ⎞
t min = ⎜ 4.0 + 2 ⎟ k , for the upper tiers, without being less than 5.0 mm.
⎝ 100 ⎠
PAGE 137 OF 171

PAGE 138 OF 171



(Corrosion Additions)
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PAGE 139 OF 171

Technical Background for Changes Regarding Corrosion Additions:

1. Reason for the Rule Change
1.1 Note (3) in Table 1 of Ch 3, Sec 3:
The corrosion additions for structural members located within 3m below the top of the tank are
enhanced considering the high temperature effect where the tank top is exposed.
Moreover, in the upper part of the bilge hopper tank not connected to the topside tank, the corrosion
additions of structural members in such locations are enhanced considering the possible effect due
to flushing in an air and water mixture environment as specified in KC ID 206.
Hence, the note (3) of Table 1 of the Rules is provided so that the enhanced corrosion addition
is applicable to the structural members in the upper part of the bilge hopper tank.
However, this effect was not evaluated by the statistical thickness measurement data.
In order to evaluate this effect, the corrosion diminutions of the structural members in the upper
part and other parts of the bilge hopper tank not connected to the topside tank are re-examined using
the statistical data which is used for setting up the corrosion additions specified in CSRs.
In the statistical data, 6 ships from among 108 ships have bilge hopper tanks not connected to
the topside tank. The difference of thickness diminution between the structural members in the
upper and lower parts of the bilge hopper tank is given in Table 1.
Table 1 Difference of thickness diminution of structural members in bilge hopper tank

.
Average (mm) 95 percentile value (mm)
(Upper) – (Lower) (Upper) – (Lower)
A (21-years) -0.14 -0.9
B (16-years) -0.20 -0.8
C (8-years) 0.10 0.1
C (16-years) 0.00 0.0
D (12-years) -0.04 -0.4
E (11-years) -0.07 -0.4
F (9-years) 0.00 -0.1
The results in Table 1 show that the thickness diminution of structural members in the upper
part of the bilge hopper tank is rather small compared to those in the lower part.
Therefore, the note (3) of Table 1 of the Rules should be revised according to this result.
1.2 Ch 9, Sec 4
According to the requirements in Ch 3, Sec 2, [2.1.1] and Ch 9, Sec 4, [1.2.1], the scantlings of
structural members in superstructures and deckhouses are gross. However, corrosion additions
based on the net scantling approach specified in Ch 3, Sec 1, [2.2] are referred in “Symbols” and
required thickness formula. This was not the intention of these requirements which come from GL
rules.
2.1 Note (3) in Table 1 of Ch 3, Sec 3

The structural members located within 3m below the top of the tank where the tank top is
exposed to the weather deck is applicable to the enhanced corrosion additions specified in Table 1
of the Rules.
PAGE 140 OF 171

2.2 Ch 9, Sec 4
In all required thickness formulae, “tc” is changed to the absolute value, i.e., 1.5mm. In addition,
the word “thickness” is changed to “gross thickness” for clarification.
3. Impact on scantlings
3.1 Note (3) in Table 1 of Ch 3, Sec 3
As the corrosion additions on one side of structural members within 3m below the top of the bilge
hopper tank is changed to 1.2mm from 1.7mm, thicknesses of side shell and sloping plate and
scantlings of longitudinals and transverses within 3m of the bilge hopper tank are reduced
accordingly.
3.2 Ch 9, Sec 4
The gross thicknesses in superstructures and deckhouses are reduced by 0.5mm.
PAGE 141 OF 171

PAGE 142 OF 171



(Corrugated Bulkhead)
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PAGE 143 OF 171

CHAPTER 3 STRUCTURAL DESIGN

PRINCIPLES
Section 6 STRUCTURAL ARRANGEMENT PRINCIPLES
6. Double bottom
6.4 Floors
6.4.2 Floors in way of transverse bulkheads
Where transverse bulkhead is provided with lower stool, solid floors are to be fitted in line with both sides of
lower stool. Where transverse bulkhead is not provided with lower stool, solid floors are to be fitted in line with
both flanges of the vertically corrugated transverse bulkhead or in line of plane transverse bulkhead.
The net thickness and material properties of the supporting floors and pipe tunnel beams are to be not less than
those required for the bulkhead plating or, when a stool is fitted, of the stool side plating.

10.4 Corrugated bulkheads
10.4.2 Construction
The main dimensions a, R, c, d, t, ϕand sC of corrugated bulkheads are defined in Fig 28.
The bending radius is not to be less than the following values, in mm:
R = 3.0t
where :
t : As-built thickness, in mm, of the corrugated plate.
The corrugation angle ϕ shown in Fig 28 is to be not less than 55°.
The thickness of the lower part of corrugations is to be maintained for a distance from the inner bottom (if no
lower stool is fitted) or the top of the lower stool not less than 0.15lC.
The thickness of the middle part of corrugations is to be maintained for a distance from the deck (if no upper
stool is fitted) or the bottom of the upper stool not greater than 0.3lC.
The section modulus of the corrugations in the remaining upper part of the bulkhead is to be not less than 75% of
that required for the middle part, corrected for different minimum yield stresses.
When welds in a direction parallel to the bend axis are provided in the zone of the bend, the welding procedures
are to be submitted to the Society for approval.
PAGE 144 OF 171

a
c
tf tw
R d
ϕ ≥ 55 o
sC
Figure 28: Dimensions of a corrugated bulkhead
10.4.5 Structural arrangements

The strength continuity of corrugated bulkheads is to be ensured at the ends of corrugations.
Where corrugated bulkheads are cut in way of primary supporting members, attention is to be paid to ensure
correct alignment of corrugations on each side of the primary member.
Where vertically corrugated transverse bulkheads or longitudinal bulkheads are welded on the inner bottom
plate, floors or girders are to be fitted in way of flanges of corrugations, respectively and the net thickness and
materials of floors and girders are to be not less than those adjacent corrugation face plate.
In general, the first vertical corrugation connected to the boundary structures is to have a width not smaller than
typical width of corrugation flange.
Where stools are fitted at the lower part of transverse bulkheads, the net thickness of adjacent floors is to be not
less than that of the stool plating.
10.4.6 Bulkhead stools

Plate diaphragms or web frames are to be fitted in bottom stools in way of the double bottom longitudinal girders
or plate floors, as the case may be.
Brackets or deep webs are to be fitted to connect the upper stool to the deck transverse or hatch end beams, as
the case may be.
The continuity of the corrugated bulkhead with the stool plating is to be adequately ensured. In particular, upper
strake of the lower stool is to be of the same net thickness and yield stress as those of the lower strake of the
bulkhead.
10.4.7 Lower stool

The lower stool, when fitted, is to have a height in general not less than 3 times the depth of the corrugations.
The net thickness and material of the stool top plate are to be not less than those required for the bulkhead
plating above. The thickness and material properties of the upper portion of vertical or sloping stool side plating
within the depth equal to the corrugation flange width from the stool top are to be not less than the required
flange plate thickness and material to meet the bulkhead stiffness requirement at the lower end of the corrugation.
The ends of stool side ordinary stiffeners, when fitted in a vertical plane, are to be attached to brackets at the
upper and lower ends of the stool.
The distance d from the edge of the stool top plate to the surface of the corrugation flange is to be in accordance
with Fig 30.
PAGE 145 OF 171

The stool bottom is to be installed in line with double bottom floors or girders as the case may be, and is to have
a width not less than 2.5 times the mean depth of the corrugation.
The stool is to be fitted with diaphragms in line with the longitudinal double bottom girders or floors as the case
may be, for effective support of the corrugated bulkhead. Scallops in the brackets and diaphragms in way of the
connections to the stool top plate are to be avoided.
Where corrugations are cut at the lower stool, corrugated bulkhead plating is to be connected to the stool top
plate by full penetration welds. The stool side plating is to be connected to the stool top plate and the inner
bottom plating by either full penetration or deep penetration welds. The supporting floors are to be connected to
the inner bottom by either full penetration or deep penetration weld.
Figure 30: Permitted distance, d, from the edge of the stool top plate to the surface of the
corrugation flange
10.4.8 Upper stool
The upper stool, when fitted, is to have a height in general between two and three times the depth of corrugations.
Rectangular stools are to have a height in general equal to twice the depth of corrugations, measured from the
deck level and at the hatch side girder.
The upper stool of transverse bulkhead is to be properly supported by deck girders or deep brackets between the
adjacent hatch end beams.
The width of the upper stool bottom plate is generally to be the same as that of the lower stool top plate. The
stool top of non-rectangular stools is to have a width not less than twice the depth of corrugations.
The thickness and material of the stool bottom plate are to be the same as those of the bulkhead plating below.
The thickness of the lower portion of stool side plating is to be not less than 80% of that required for the upper
part of the bulkhead plating where the same material is used.
The ends of stool side ordinary stiffeners when fitted in a vertical plane, are to be attached to brackets at the
upper and lower end of the stool.
The stool is to be fitted with diaphragms in line with and effectively attached to longitudinal deck girders
extending to the hatch end coaming girders or transverse deck primary supporting members as the case may be,
for effective support of the corrugated bulkhead.
Scallops in the brackets and diaphragms in way of the connection to the stool bottom plate are to be avoided.
PAGE 146 OF 171

10.4.9 Alignment
At deck, if no upper stool is fitted, two transverse or longitudinal reinforced beams as the case may be, are to be
fitted in line with the corrugation flanges.
At bottom, if no lower stool is fitted, the corrugation flanges are to be in line with the supporting floors or
girders.
The weld of corrugations and floors or girders to the inner bottom plating are to be full penetration ones. The
thickness and material properties of the supporting floors or girders are to be not less than those of the
corrugation flanges. Moreover,
Tthe cut-outs for connections of the inner bottom longitudinals to double bottom floors are to be closed by collar
plates. The supporting floors or girders are to be connected to each other by suitably designed shear plates.
Stool side plating is to be aligned with the corrugation flanges. Lower stool side vertical stiffeners and their
brackets in the stool are to be aligned with the inner bottom structures as longitudinals or similar, to provide
appropriate load transmission between these stiffening members.
Lower stool side plating is not to be knuckled anywhere between the inner bottom plating and the stool top plate.
10.4.13 Section modulus at the lower end of corrugations
(void)
a) The section modulus at the lower end of corrugations (Fig 31 to Fig 35) is to be calculated with the
compression flange having an effective flange width bef not larger than that indicated in [10.4.10].
b) Webs not supported by local brackets
Except in case e), if the corrugation webs are not supported by local brackets below the stool top plate (or
below the inner bottom) in the lower part, the section modulus of the corrugations is to be calculated
considering the corrugation webs 30% effective.
c) Effective shedder plates
Provided that effective shedder plates, as defined in [10.4.11], are fitted (see Figs 31 and 32), when
calculating the section modulus of corrugations at the lower end (cross sections 1 in Figs 31 and 32), the area
of flange plates may be increased by the value obtained, in cm2, from the following formula:
I SH = 2.5a t f t SH
without being taken greater than 2.5atf,
where:
a : Width, in m, of the corrugation flange (see Fig 28)
tSH : Net shedder plate thickness, in mm
tf : Net flange thickness, in mm.
d) Effective gusset plates
Provided that effective gusset plates, as defined in [10.4.12], are fitted (see Figs 33 to 35), when calculating
the section modulus of corrugations at the lower end (cross-sections 1 in Figs 33 to 35), the area of flange
plates may be increased by the value obtained, in cm2, from the following formula:
I G = 7hG t f
where:
hG : Height, in m, of gusset plates (see Figs 33 to 35), to be taken not greater than (10/7)SGU
PAGE 147 OF 171

SGU : Width, in m, of gusset plates

tf : Net flange thickness, in mm
e) Sloping stool top plate
If the corrugation webs are welded to a sloping stool top plate which has an angle not less than 45° with the
horizontal plane, the section modulus of the corrugations may be calculated considering the corrugation
webs fully effective. For angles less than 45°, the effectiveness of the web may be obtained by linear
interpolation between 30% for 0° and 100% for 45°.
Where effective gusset plates are fitted, when calculating the section modulus of corrugations the area of
flange plates may be increased as specified in d) above. No credit may be given to shedder plates only.
hG shedder plate
①
lower stool
Figure 31: Symmetrical shedder plates (void)
shedder plate
hG
①
lower stool
Figure 32: Asymmetrical shedder plates (void)
PAGE 148 OF 171

gusset plate
hG
①
lower stool
Figure 33: Symmetrical gusset/shedder plates (void)
gusset plate
hG
①
lower stool
Figure 34: Asymmetrical gusset/shedder plates (void)
PAGE 149 OF 171

hG =
① =
lower stool
Figure 35: Asymmetrical gusset/shedder plates (void)
10.4.14 Section modulus at sections other than the lower end of corrugations
(void)
The section modulus is to be calculated with the corrugation webs considered effective and the compression
flange having an effective flange width, bef, not larger than that obtained in [10.4.10].
10.4.15 Shear area
(void)
The shear area is to be reduced in order to account for possible non-perpendicularity between the corrugation
webs and flanges. In general, the reduced shear area may be obtained by multiplying the web sectional area by
(sin ϕ), ϕ being the angle between the web and the flange (see Fig 28).
PAGE 150 OF 171

CHAPTER 6 HULL SCANTLING
Section 1 PLATING
3. Strength check of plating subjected to lateral pressure

3.2 Plating thickness
3.2.3 Net thickness of the corrugations of transverse vertically corrugated watertight bulkheads
separating cargo holds for flooded conditions
The net plate thickness t, in mm, of transverse vertically corrugated watertight bulkheads separating cargo holds
is to be not less than that obtained from the following formula:
1.05 p
t = 14.9s
ReH
p : Resultant pressure, in kN/m2, as defined in Ch 4, Sec 6, [3.3.7]
s : plate width, in m, to be taken equal to the width of the corrugation flange or web, whichever is greater.
For built-up corrugation bulkheads, when the thicknesses of the flange and web are different:
• the net thickness of the narrower plating is to be not less than that obtained, in mm, from the following
formula:
1.05 p
t N = 14.9s
ReH
s : plate width, in m, of the narrower plating

• the net thickness of the wider plating is not to be less than the greater of those obtained, in mm, from the
following formulae:
1.05 p
tW = 14.9s
ReH
462 s 2 p 2
tW = − t NP
ReH
where:
tNP : Actual net thickness of the narrower plating, in mm, to be not taken greater than:
1.05 p
t NP = 14.9 s
ReH
s : plate width, in m, to be taken equal to the width of the corrugation flange or web, whichever is greater.
The net thickness of the lower part of corrugations is to be maintained for a distance from the inner bottom (if no
lower stool is fitted) or the top of the lower stool not less than 0.15lC, where lC is the span of the corrugations,
in m, to be obtained according to Ch 3, Sec 6, [10.4.4]. The net thickness is also to comply with the requirements
in [3.2.1], Sec 2, [3.6.1 & 3.6.2], and Sec 3, [6].
PAGE 151 OF 171

The net thickness of the middle part of corrugations is to be maintained for a distance from the deck (if no upper
stool is fitted) or the bottom of the upper stool not greater than 0.3lC. The net thickness is also to comply with
the requirements in [3.2.1] and Sec 2, [3.6.1& 3.6.2].
Figure 5: Parts of Corrugation
3.2.3 bis1 Net thickness of lower stool and upper stool

The net thickness and material of the stool top plate of lower stool are to be not less than those for the corrugated
bulkhead plating above required by [3.2.3].
The net thickness and material of the upper portion of vertical or sloping stool side plating of lower stool within
the depth equal to the corrugation flange width from the stool top are to be not less than the flange plate at the
lower end of the corrugation required by [3.2.3], as applicable, whichever is the greater.
The net thickness and material of the stool bottom plate of upper stool are to be the same as those of the
bulkhead plating below required by [3.2.3], as applicable, whichever is the greater.
The net thickness of the lower portion of stool side plating is to be not less than 80% of the upper part of the
bulkhead plating required by [3.2.3], as applicable, whichever is the greater, where the same material is used.
The net thicknesses of lower stool and upper stool are to be not less than those required by [3.2.1], [3.2.2] and
[3.2.4].
3.2.3 bis2 Net thickness of supporting floors of corrugated bulkhead

The net thickness and material of the supporting floors and pipe tunnel beams of corrugated bulkhead, when no
stool is fitted, are to be not less than those of the corrugation flanges required by [3.2.3]
When a lower stool is fitted, the net thickness of supporting floors are to be not less than that of the stool side
plating required by the first sentence of [3.2.2].
PAGE 152 OF 171

3.2.4 Testing conditions

The plating of compartments or structures as defined in Ch 4, Sec 6, [4] is to be checked in testing conditions. To
this end, its net thickness is to be not less than the value obtained, in mm, from the following formula:
pT
t = 15.8ca cr s
1.05 RY
PAGE 153 OF 171

2.1 Corrugated bulkhead (void)
2.1.1
(void)
Unless otherwise specified, the net section modulus and the net shear sectional area of a corrugation are to be not
less than those obtained for an ordinary stiffener with s equal sC, as defined in Fig 2.
a
c
tf tw
R d
ϕ ≥ 55 o
sC
Figure 2: Corrugated bulkhead (void)
3. Yielding check
3.2 Strength criteria for single span ordinary stiffeners other than side frames
of single side bulk carriers
3.2.4 Net section modulus of corrugated bulkhead of ballast hold for ships having a length L
less than 150m
The net section modulus w, in cm3, of corrugated bulkhead of ballast hold for ships having a length L less than
150m subjected to lateral pressure are to be not less than the values obtained from the following formula:
( p S + pW )s C l 2
w=K 10 3
mλ S RY
where:
K : Coefficient given in Tab 4 and 5, according to the type of end connection. When dH < 2.5d0 , both
section modulus per half pitch of corrugated bulkhead and section modulus of lower stool at inner
bottom are to be calculated.
sC : Half pitch length, in m, of the corrugation, defined in [2.1.1] Ch 3, Sec 6, Fig 28
λ : Length, in m, between the supports, as indicated in Fig 6
λS : Coefficient defined in Tab 3.
The effective width of the corrugation flange in compression is to be considered according to Ch3, Sec 6,
[10.4.10] when the net section modulus of corrugated bulkhead is calculated.
PAGE 154 OF 171

Table 4: Values of K, in case d H ≥ 2.5d 0
Upper end
Lower end Supported by Welded directly Welded to stool efficiently
girders to deck supported by ship structure
Supported by girders or welded
0.83 1.25 1.25
directly to decks or inner bottoms
Welded to stool efficiently
1.25 1.00 0.83
supported by ship structure
Upper end support

Supported by girders Welded directly to deck Welded to stool efficiently
supported by ship structure
1.25 1.00 0.83
Table 5: Values of K, in case d H < 2.5d 0
Upper end support Supported by girders Connected to deck Connected to stool

Section modulus of corrugated
0.83 0.71 0.65
bulkhead
Section modulus of stool at
0.83 1.25 1.13
bottom
Upper end support

Section modulus of
Supported by girders Connected to Deck Connected to stool
Corrugated bulkhead 0.83 0.71 0.65
Stool at bottom 0.83 1.25 1.13
d H ≥ 2.5d 0 d H < 2.5d 0
B B
e e
A A
d0 l d0
l
dH dH
e = A(1 − d 0 / 2 B )
Figure 6: Measurement of l
PAGE 155 OF 171

3.2.6 Bending capacity and shear capacity of the corrugations of transverse vertically
corrugated watertight bulkheads separating cargo holds for flooded conditions (void)
The bending capacity and the shear capacity of the corrugations of watertight bulkheads between separating
cargo holds are to comply with the following formulae:
M
0.5W LE + W M ≥ 10 3
0.95ReH
ReH
τ≤
2
where:
M : Bending moment in a corrugation, to be obtained, in kN.m, from the following formula:
M = FlC / 8
F : Resultant force, in kN, to be calculated according to Ch 4, Sec 6, [3.3.7]
lC : Span of the corrugations, in m, to be obtained according to Ch 3, Sec 6, [10.4.4]
WLE : Net section modulus, in cm3, of one half pitch corrugation, to be calculated at the lower end of the
corrugations according to Ch 3, Sec 6, [10.4.13], without being taken greater than the value obtained from
⎛ Q hG − 0.5hG2 sC pG ⎞ 3
WLE ,M = WG + ⎜ ⎟ 10
⎜ R ⎟
⎝ eH ⎠
WG : Net section modulus, in cm3, of one half pitch corrugation, to be calculated in way of the upper end of
shedder or gusset plates, as applicable, according to Ch 3, Sec 6, [10.4.1413]
Q : Shear force in a corrugation, to be obtained, in kN, from the following formula:
Q = 0.8F
hG : Height, in m, of shedders or gusset plates, as applicable (see Ch 3, Sec 6, Fig 31 to Fig 35)
pG : Resultant pressure, in kN/m2, to be calculated in way of the middle of the shedders or gusset plates, as
applicable, according to Ch 4, Sec 6, [3.3.7]
sC : Spacing of the corrugations, in m, to be taken according to Fig 2
WM : Net section modulus, in cm3, of one half pitch corrugation, to be calculated at the mid-span of corrugations
according to Ch 3, Sec 6, [10.4.14], without being taken greater than 1.15WLE
τ : Shear stress in the corrugation, in N/mm2, to be obtained from the following formula:
Q
τ = 10
Ash
Ash : Shear area, in cm2, calculated according to Ch 3, Sec 6, [10.4.15].

3.2.7 Net section modulus and net shear sectional area of single span ordinary stiffeners under
testing conditions
The net section modulus w, in cm3, and the net shear sectional area Ash, in cm2, of single span ordinary stiffeners
subjected to testing are to be not less than the values obtained from the following formulae:
p T sl 2
w= 10 3
1.05mRY
5 p T sl
Ash =
1.05τ a sin φ
PAGE 156 OF 171

where:
φ : Angle, in deg, defined in [3.2.3].
3.6 Scantlings of transverse vertically corrugated watertight bulkheads

separating cargo holds for flooded conditions
3.6.1 Bending capacity and shear capacity of the corrugations of transverse vertically
corrugated watertight bulkheads separating cargo holds
The bending capacity and the shear capacity of the corrugations of watertight bulkheads between separating
cargo holds are to comply with the following formulae:
M
0.5W LE + W M ≥ 10 3
0.95ReH
ReH
τ≤
2
where:
M : Bending moment in a corrugation, to be obtained, in kN.m, from the following formula:
M = FlC / 8
F : Resultant force, in kN, to be calculated according to Ch 4, Sec 6, [3.3.7]
lC : Span of the corrugations, in m, to be obtained according to [3.6.2]
WLE : Net section modulus, in cm3, of one half pitch corrugation, to be calculated at the lower end of the
corrugations according to [3.6.2], without being taken greater than the value obtained from the
following formula:
⎛ Q hG − 0.5hG2 sC pG ⎞ 3
WLE ,M = WG + ⎜ ⎟ 10
⎜ ReH ⎟
⎝ ⎠
WG : Net section modulus, in cm3, of one half pitch corrugation, to be calculated in way of the upper end of
shedder or gusset plates, as applicable, according to [3.6.2]
Q : Shear force at the lower end of a corrugation, to be obtained, in kN, from the following formula:
Q = 0.8F
hG : Height, in m, of shedders or gusset plates, as applicable (see Fig 11 to Fig 15)
pG : Resultant pressure, in kN/m2, to be calculated in way of the middle of the shedders or gusset plates, as
applicable, according to Ch 4, Sec 6, [3.3.7]
sC : Spacing of the corrugations, in m, to be taken according to Ch 3, Sec 6, Fig 28
WM : Net section modulus, in cm3, of one half pitch corrugation, to be calculated at the mid-span of
corrugations according to [3.6.2] without being taken greater than 1.15WLE
τ : Shear stress in the corrugation, in N/mm2, to be obtained from the following formula:
Q
τ = 10
Ash
Ash : Shear area, in cm2, calculated according to the followings.

The shear area is to be reduced in order to account for possible non-perpendicular between the
corrugation webs and flanges. In general, the reduced shear area may be obtained by multiplying the
PAGE 157 OF 171

web sectional area by (sin ϕ), ϕ being the angle between the web and the flange (see Ch 3, Sec 6, Fig
28).
The actual net section modulus of corrugations is to be calculated according to [3.6.2].
The net section modulus of the corrugations upper part of the bulkhead, as defined in Sec 1, Fig 5, is
to be not less than 75% of that of the middle part complying with this requirement and Sec 1, [3.2.1],
corrected for different minimum yield stresses.
3.6.2 Net Section modulus at the lower end of corrugations

a) The net section modulus at the lower end of corrugations (Fig 11 to Fig 15) is to be calculated with the
compression flange having an effective flange width bef not larger than that indicated in Ch 3, Sec 6, [10.4.10]
b) Webs not supported by local brackets
Except in case e), if the corrugation webs are not supported by local brackets below the stool top plate (or
below the inner bottom) in the lower part, the section modulus of the corrugations is to be calculated
considering the corrugation webs 30% effective.
c) Effective shedder plates
Provided that effective shedder plates, as defined in Ch 3, Sec 6, [10.4.11] are fitted (see Fig 11 and Fig 12),
when calculating the section modulus of corrugations at the lower end (cross sections 1 in Fig 11 and Fig 12),
the net area of flange plates may be increased by the value obtained, in cm2, from the following formula:
I SH = 2.5a t f t SH without being taken greater than 2.5atf,
where:
a : Width, in m, of the corrugation flange (see Ch 3, Sec 6, Fig 28)
tSH : Net shedder plate thickness, in mm
tf : Net flange thickness, in mm.
d) Effective gusset plates
Provided that effective gusset plates, as defined in Ch 3, Sec 6, [10.4.12], are fitted (see Fig 13 to Fig 15),
when calculating the net section modulus of corrugations at the lower end (cross-sections 1 in Fig 13 to Fig
15), the area of flange plates may be increased by the value obtained, in cm2, from the following formula:
IG = 7hGtf
where:
hG : Height, in m, of gusset plates (see Fig 13 to Fig 15), to be taken not greater than (10/7)SGU
SGU : Width, in m, of gusset plates
tf : Net flange thickness, in mm
e) Sloping stool top plate
If the corrugation webs are welded to a sloping stool top plate which has an angle not less than 45° with the
horizontal plane, the section modulus of the corrugations may be calculated considering the corrugation webs
fully effective. For angles less than 45°, the effectiveness of the web may be obtained by linear interpolation
between 30% for 0° and 100% for 45°.
Where effective gusset plates are fitted, when calculating the net section modulus of corrugations the net area
of flange plates may be increased as specified in d) above. No credit may be given to shedder plates only.
PAGE 158 OF 171

shedder plate
hG shedder plate hG
① ①
lower stool lower stool
Figure 11: Symmetrical shedder plates Figure 12: Asymmetrical shedder plates
gusset plate
hG
gusset plate
①
hG
lower stool
①
lower stool
Figure 13: Symmetrical gusset/shedder plates
Figure 14: Asymmetrical gusset/shedder plates
PAGE 159 OF 171

hG =
① =
lower stool
Figure 15: Asymmetrical gusset/shedder plates
3.6.3 Stiffeners in lower stool and upper stool

The net section modulus of stiffeners in lower stool and upper stool is to be greater of the values obtained from
the following formula or required by [3.2.5].
psl 2
w= 103
16αλs RY
Where,
p : Pressure, in kN/m2, as defined in Ch 4 Sec 6, [3.3.7]
α and λs : defined in [3.2.5]
PAGE 160 OF 171

Section 3 BUCKLING & ULTIMATE STRENGTH OF

ORDINARY STIFFENERS AND STIFFENED PANELS
6. Transverse vertically corrugated watertight bulkhead in flooded

condition
6.1 General
6.1.1 Shear buckling check of the bulkhead corrugation webs
The shear stress τ, calculated according to Ch 6, Sec 2, [3.6.1 3.2.6], is to comply with the following formula:
τ ≤ τC
where:
τC : Critical shear buckling stress to be obtained, in N/mm2, from the following formulae:
ReH
τC =τ E for τ E ≤
2 3
ReH ⎛⎜ ReH ⎞
⎟ R eH
τC = 1− for τ E >
⎜
3 ⎝ 4 3τ E ⎟ 2 3
⎠
τE : Euler shear buckling stress to be obtained, in N/mm2, from the following formula:
2
⎛ tw ⎞
τ E = 0 .9 k t E ⎜ 3
⎟
⎝ 10 c ⎠
kt : Coefficient, to be taken equal to 6.34
tW : Net thickness, in mm, of the corrugation webs
c : Width, in m of the corrugation webs (see Ch 3, Sec 6, Fig 28Ch 6, Sec 2, Fig 2).
PAGE 161 OF 171

PAGE 162 OF 171



(Corrugated Bulkhead)
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Copyright © 2006
PAGE 163 OF 171

Technical Background for the Changes regarding Corrugated

Bulkhead:

There are paragraphs in Ch 3, Sec 6, [10.4] and Ch 6, Sec 1 & 2 where requirements are
specified to transverse vertically corrugated watertight bulkheads separating cargo holds.
However, there are obscure scantling requirements in their application.
It is due to that;
- the scantling requirements are included in both chapters which incurs confusion to the
user, and
- the application of the requirements is not clearly identified especially for flooded
condition although it was the original intention that IACS UR S18 requirements were to
be incorporated explicitly.
The rule change is prepared in order to resolve this issue by;
- shifting the scantling requirements in Ch 3, Sec 6, [10.4] to the appropriate paragraphs in
Ch 6, Sec 2, and
- collecting together the scantling requirements for flooded conditions in the new
paragraph to be in line with IACS UR S18 requirements, and
- only requirements to structural arrangement being remained in Ch 3, Sec 6, [10.4], and
- clarifying the cross reference of the related paragraphs.
The answers or interpretations in KC IDs 332, 354, 450 and 580 are taken into
consideration for preparation of this rule change.
In addition, the thickness requirement in Ch 3, Sec 6, [6.4.2] is shifted to Ch 6, Sec 1.

2.1 Ch 3, Sec 6, [6.4.2] and Ch 6, Sec 1, [3.2.3 bis2]
The thickness requirement in Ch 3, Sec 6, [6.4.2] is shifted to Ch 6, Sec 1, [3.2.3 bis2]
with partly modification.
2.2 Ch 3 Sec 6, [10.4.2] “Construction” and Ch 6 Sec 1 [3.2.3]

The scantling requirements in Ch 3, Sec 6, [10.4.2] are deleted and shifted to Ch 6, Sec 1,
[3.2.3]. Further in Ch 6, Sec 1, [3.2.3], taking account of the answer in KC ID 332,
- “net” scantling basis is clarified, and
- the definition of λc is added,
- it is clarified that the net thickness of lowest part of corrugation is to comply with the
requirements in [3.2.1], Ch 6, Sec 2, [3.6.1] & [3.6.2] and Ch 6, Sec 3, [6], and,
- it is clarified that the net thickness of middle part of corrugation is to comply with the
requirements in [3.2.1], Ch 6 and Sec 2, [3.6.1 & 3.6.2]
2.3 Ch 3, Sec 6, [10.4.5], [10.4.6] and [10.4.7], Ch 6, Sec 1, [3.2.3 bis1] and [3.2.4]
The scantling requirements in Ch 3, Sec 6, [10.4.5], [10.4.6] and [10.4.7] are deleted and
shifted to Ch 6, Sec 1, [3.2.3 bis1], and “net” scantling basis is clarified and in line with the
answer in KC ID 450 the shifted rule text is modified.
Taking account of the answer in KC ID 332, it is clarified that the required corrugation
flange net plate thickness is according to [3.2.3] or [3.2.4].
PAGE 164 OF 171

2.4 Ch 3, Sec 6, [10.4.8] Upper stool and Ch 6, Sec 1, [3.2.3 bis1]

The scantling requirements are deleted and shifted to Ch 6, Sec 1 [3.2.3 bis1] and “net”
scantling basis is clarified.
Taking account of the answer in KC ID 332, it is clarified that the bulkhead plating below
the upper stool bottom plating and upper part of the bulkhead plating are according to [3.2.3]
or [3.2.4].
2.5 Ch 3, Sec 6, [10.4.9] Alignment and Ch 6, Sec 1, [3.2.3 bis2]

The scantling requirements in Ch 3, Sec 6, [10.4.9] are deleted and shifted to Ch 6, Sec 1,
[3.2.3 bis2], considering the consistency with the requirement in Ch 3, Sec 6, [6.4.2] and
“net” scantling basis is clarified.
2.6 Ch 3, Sec 6, [10.4.13] Section modulus at the lower end of corrugations and Ch 6, Sec
2, [3.6.2]
The requirement in Ch 3, Sec 6, [10.4.13] is deleted and shifted to the new paragraph Ch 6,
Sec 2, [3.6.2] since it is only related to the scantling requirements for flooded condition.
Further in the new paragraph figure nos. are corrected from “31 thru 35” to “11 thru 15”
accordingly and the cross references in the text are modified.
2.7 Ch 3, Sec 6, [10.4.14] Section modulus at sections other than the lower end of
corrugations and Ch 3, Sec 6, [10.4.15] Shear area
Sec 2, [3.6.2] (a).
Sec 2, [3.6.1].
2.8 Ch 6, Sec 2, [2.1.1]

Figure 2 is only applicable when section modulus of corrugated bulkhead is investigated
according to Ch 6, Sec 2, [3.2.4]. Figure 2 is same as Ch 3, Sec 6, and Figure 28. In order to
avoid user’s misinterpretation Ch 6, Sec 2, [2.1.1] is deleted together with Figure 2.
2.9 Ch 6, Sec 2, [3.2.4], Tables 4 and 5

The definition of the effective width of the corrugation flange is added and Tables 4 and 5
are clarified.
2.10 Ch 6, Sec 2, [3.2.6], Bending capacity and shear capacity of the corrugations of
transverse vertically corrugated watertight bulkheads separating cargo holds for
flooded conditions and [3.6]
This paragraph is deleted and shifted to the new paragraph Ch 6, Sec 2, [3.6.2] so that all
requirements related to flooded condition are unified together in the new paragraph Ch 6, Sec
2, [3.6] and the paragraph Ch 6, Sec 2, [3.6] is newly provided so that the UR S18
requirements can be clearly collected and identified therein. In addition, for determining the
net section modulus of stiffeners in lower stool and upper stool, as it is necessary to consider
the pressure specified in Ch 4, Sec 6, [3.3.7] which comes from IACS UR S18, the new
paragraph [3.6.3] is added.
2.11 Ch 6, Sec 3, [6.1.1]

The reference is changed, according to the modification of Ch 6, Sec 2.
PAGE 165 OF 171

Since the subject revisions to the text are:
a) the clarification of the text in line with the original intention, or
b) the clarification of the texts.
For a) it is not necessary to perform impact study.
For b) it is not possible to perform impact study because the basis is not identified clearly.
PAGE 166 OF 171



(Main Engine Foundation)
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Germanischer Lloyd
Lloyd's Register
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Copyright © 2006
PAGE 167 OF 171

Section 3 MACHINERY SPACE
7. Main machinery seating

7.2 Minimum scantlings
7.2.1
The net scantlings of the structural elements in way of the internal combustion engine seatings are to be obtained
from the formulae in Tab 2. However, the net cross-sectional area of each bedplate of the seatings may be
determined by the engine manufacturers, provided the information regarding permissible foundation stiffness
considering the engine characteristics and engine room arrangement, etc..
Table 2: Minimum scantlings of the structural elements in way of machinery seatings

Scantling minimum value Scantling minimum value
Net cross-sectional area, in cm2, of each bedplate of the seatings P
40 + 70
nr LE
Bedplate net thickness, in mm Bedplates supported by two or more girders:
P
240 + 175
nr LE
P
5 + 240 + 175
nr LE
Total web net thickness, in mm, of girders fitted in way of Bedplates supported by two or more girders:
machinery seatings
P
320 + 215
nr LE
P
95 + 65
nr LE
Web net thickness, in mm, of floors fitted in way of machinery P
seatings 55 + 40
nr LE
PAGE 168 OF 171



(Main Engine Foundation)
Bureau Veritas
Det Norske Veritas
Germanischer Lloyd
Lloyd's Register
Nippon Kaiji Kyokai
Copyright © 2006
PAGE 169 OF 171

TECHNICAL BACKGROUND FOR RULE CHANGE NOTICE NO.1-9 COMMON STRUCTURAL RULES FOR BULK CARIIERS
Technical Background for the Changes Regarding Main Engine

Foundations
1. Reason for the Rule Change in Ch 9, Sec 3, [7.2]
PT1 was requested to make an interpretation for the usage of Table 2 of the Rule (KC-ID 413).
The scantling according this table leads to very large scantlings, especially the net cross-
sectional area of engine seatings. This was not the intention of these requirements.
However, the scantling formula except for cross-sectional area of engine seatings specified in
Table 2 of the Rules are considered reasonable according to the investigation results of
existing BCs as given in Figure 1 to Figure 4.
Net Area of Seating Net Area of Seating Net Area of Seating
1.40 1.40 1.40
1.20 1.20 1.20
1.00 1.00 1.00

Actual / Required
Actual / Required
Actual / Required
0.80 0.80 0.80
0.60 0.60 0.60
0.40 0.40 0.40
0.20 0.20 0.20
0.00 0.00 0.00

0 50 100 150 200 250 300 0 5000 10000 15000 20000 0.0 5.0 10.0 15.0 20.0 25.0
Ship's Length (L) (m) Engine power (kW) P/(Nr*Le)
Fig.1 Cross-sectional area of engine seating

Net Thickness of Seating Net Thickness of Seating Net Thickness of Seating
1.60 1.60 1.60
1.40 1.40 1.40
1.20 1.20 1.20

Actual / Required
Actual / Required
Actual / Required
1.00 1.00 1.00
0.80 0.80 0.80
0.60 0.60 0.60
0.40 0.40 0.40
0.20 0.20 0.20
0.00 0.00 0.00

0 50 100 150 200 250 300 0 5000 10000 15000 20000 0.0 5.0 10.0 15.0 20.0 25.0
Fig.2 Net thickness of engine seating

Net Thickness of Girder Net Thickness of Girder Net Thickness of Girder
1.60 1.60 1.60
1.40 1.40 1.40
1.20 1.20 1.20

Actual / Required
Actual / Required
Actual / Required
1.00 1.00 1.00
0.80 0.80 0.80
0.60 0.60 0.60
0.40 0.40 0.40
0.20 0.20 0.20
0.00 0.00 0.00

0 50 100 150 200 250 300 0 5000 10000 15000 20000 0.0 5.0 10.0 15.0 20.0 25.0
Fig.3 Total net thickness of girders

Net Thickness of Floor Net Thickness of Floor Net Thickness of Floor
1.60 1.60 1.60
1.40 1.40 1.40
1.20 1.20 1.20

Actual / Required
Actual / Required
Actual / Required
1.00 1.00 1.00
0.80 0.80 0.80
0.60 0.60 0.60
0.40 0.40 0.40
0.20 0.20 0.20
0.00 0.00 0.00

0 50 100 150 200 250 300 0 5000 10000 15000 20000 0.0 5.0 10.0 15.0 20.0 25.0
Fig.4 Net thickness of floors
PAGE 170 OF 171

From these results, it is necessary to clarify the dealing with the formula for cross-sectional
area of engine seatings.
In this regard, we considered that it is possible to deal with the drawings supplied by the
engine manufactures with information regarding permissible foundation stiffness considering
the engine characteristics and engine room arrangement, etc..

The scantling of the combustion engine foundation is generally determined by not only the
results of the calculations or experiments for the required foundation stiffness, derived by the
engine manufacturer but also the engine room arrangements. It is not the intention of the CSR
for bulk carrier to establish requirements for the combustion engine foundation, which are
more severe than the requirements from the engine manufacturer.
The following examples give an overview of the scantling impact
Therefore, we propose to add the following sentence after the present text of Ch 9, Sec 3,
[7.2.1]
<Quote>
However, the net cross-sectional area of each bedplate of the seatings may be determined by
the engine manufacturers, provided the information regarding permissible foundation stiffness
considering the engine characteristics and engine room arrangement, etc..
<Unquote>
The following table gives an overview of the scantling impact regarding the cross-sectional
area of engine seatings.
PAGE 171 OF 171

CSR BC Corr February 2009

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Bulk Carrier CSR – Revision History

(Click Corrigenda # or Rule Changes you wish to see)

Amendment Type / Approval Effective Remark Reference

15 May 1 Jan 2006

15 May 1 Jan 2006

Rule Change Notice 3 12 Sept 12 Sept 1 Jan 2006

Rule Change Notice 1 1 July 2008

* For effective date, refer to the implementation statements of

IACS Common Structural Rules for Bulk Carriers, January 2006

Before amendment After amendment

Before amendment After amendment

Before amendment After amendment

Before amendment After amendment

Before amendment After amendment

Before amendment After amendment

Before amendment After amendment

Ch 6, Sec 1, Dun n age St eel coil Editorial

Ch 6, Sec 1, ……………: ……………: Editorial

Before amendment After amendment

Before amendment After amendment

Ch 6, Sec 2, α : Coefficient defined in [3.2.4] α : Coefficient defined in [3.2.5] Correction of

………………. b’ : shorter side of elementary plate panel

Before amendment After amendment

Ch 6, Sec 3, ……………… ……………… Information

Before amendment After amendment

Before amendment After amendment

• for steel mill products: • for steel mill products:

Before amendment After amendment

Fatigue Assessment Fatigue Assessment

Ch 7, App 2 LC 3: shear LC 5: shear: Editorial

Before amendment After amendment

Ch7, App 2, Editorial

1 to 4: Displ. & Stress Nodes

Before amendment After amendment

Ch 7, App 2 LC 5: shear LC 5: shear Editorial

σ m , 1 = σ mean ,1 + σ res for

0.6∆σ W , 1 ≤ ReH − σ res − σ mean , 1

σm , j : Local hot spot mean stress, in N/mm2, in the condition “j”,

Before amendment After amendment

• if 0.24∆σ W , j < ReH :

σ m, j ( j ≠1) = − ReH + 0.24∆σ W , j for

0.24∆σ W , j > ReH + σ m ,1 − σ mean , 1 + σ mean , j

σ m, j ( j ≠1) = σ m ,1 − σ mean , 1 + σ mean , j for

0.24∆σ W , j ≤ ReH + σ m ,1 − σ mean , 1 + σ mean , j

Ch 8, Sec 3, …………. …………. Line under

Ch 9, Sec 1, Cs PSL Cs pSL Editorial

Before amendment After amendment

Before amendment After amendment

Ch 9, Sec 5, p C sl 2 10 3 p C s 2103 Editorial

Before amendment After amendment

Common Structural Rules for

CHAPTER 3 – STRUCTURAL DESIGN PRINCIPLES

7. Double side structure

Reason for the Rule Clarification:

10. Bulkhead structure

10.4 Corrugated bulkheads

Reason for the Rule Clarification:

10.4.8 Upper stool

Reason for the Rule Clarification:

CHAPTER 4 – DESIGN LOADS

1.1 Sign conversions of bending moments and shear forces

Q (+) QQSW, QWV (+)

Aft Fore Aft Fore