IACS Common Structural Rules For Bulk Carriersp4 - s2 - Alert

COMMON STRUCTURAL RULES FOR BULK CARRIERS
J U L Y 20 10
Rule Changes Notice

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Number 1 to the 2010 Edition
Notes: (1) These Rule Changes enter into force on 1st July 2012.
(2) This Rule Change Notice should be read in conjunction with the July 2010
consolidated edition of Bulk Carriers CSR.
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 © 2008
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
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exclusively on the terms and conditions set out in that contract.
Common Structural Rules for Bulk Carriers Edition of July 2010
For technical background for Rule Changes in this present document, reference is made to separate document
Technical Background for Rule Changes Proposal.
Rule Change Notice 1 July 2010 edition i / vi

List of changes
CHAPTER 1 GENERAL PRINCIPLES ................................................................................ 1
Section 4 Symbols and Definitions ...................................................................................... 1

3. Definitions ......................................................................................................................... 1
3.21 Single Side Skin and Double Side Skin construction .......................................................... 1
3.21.1 Single side skin construction ................................................................................. 1
3.21.2 Double side skin construction ............................................................................... 1
3.22 Bilge .................................................................................................................................... 1
3.22.1 Bilge plating .......................................................................................................... 1
CHAPTER 2 GENERAL ARRANGEMENT DESIGN ............................................................ 3
Section 1 Subdivision Arrangement ................................................................................... 3

2. Collision bulkhead ............................................................................................................ 3
2.1 Arrangement of collision bulkhead ..................................................................................... 3
2.1.1 ............................................................................................................................... 3
3. After peak, machinery space bulkheads and stern tubes .............................................. 3

3.1 General ................................................................................................................................ 3
3.1.1 General .................................................................................................................. 3
3.1.2 ............................................................................................................................... 4
3.1.3 ............................................................................................................................... 4
3.1.4 ............................................................................................................................... 4
Section 2 Compartment Arrangement ............................................................................... 4

2. Cofferdams ........................................................................................................................ 4
2.1 Cofferdam arrangement ....................................................................................................... 4
2.1.3 ............................................................................................................................... 4
5. Minimum Bow Height ...................................................................................................... 4

5.1 General ................................................................................................................................ 4
5.1.1 ............................................................................................................................... 4
Section 3 Access Arrangement ............................................................................................ 5

2 Technical provisions for means of access ....................................................................... 5
2.8 Access to double side skin tanks of double side skin construction ...................................... 5
2.9 Access to vertical structures of cargo holds of single side skin construction ...................... 5
2.10 Access to vertical structures of cargo holds of double side skin construction ..................... 5
2.11 Access to top side ballast tanks ........................................................................................... 5
CHAPTER 3 STRUCTURAL DESIGN PRINCIPLES ............................................................. 6
Section 3 Corrosion Additions............................................................................................. 6

1. Corrosion additions .......................................................................................................... 6
1.2 Corrosion addition determination ........................................................................................ 6
1.2.1 Corrosion additions for steel ................................................................................. 6
ii / vi Rule Change Notice 1 July 2010 edition

Section 5 Corrosion Protection ........................................................................................... 6

1 General .............................................................................................................................. 6
1.2 Protection of seawater ballast tanks and void double side skin spaces ................................ 6
1.2.2 ............................................................................................................................... 6
1.3 Protection of cargo hold space............................................................................................. 7
1.3.3 Side areas to be coated .......................................................................................... 7
1.3.4 Transverse bulkhead areas to be coated ............................................................... 7
Section 6 Structural Arrangement Principles.................................................................... 7

1 Application ........................................................................................................................ 7
2. General principles ............................................................................................................ 8

2.3 Connections with higher tensile steel .................................................................................. 8
2.3.1 Connections with higher tensile steel .................................................................... 8
4 Ordinary stiffener............................................................................................................. 8
4.1 Profile of stiffeners .............................................................................................................. 8
4.1.1 Stiffener profile with a bulb section ....................................................................... 8
5. Primary supporting members ......................................................................................... 8

5.2 Stiffening arrangement ........................................................................................................ 8
5.2.1 ............................................................................................................................... 8
5.4 Effective breadth of primary supporting member................................................................ 9
5.4.1 General .................................................................................................................. 9
6 Double bottom................................................................................................................... 9
6.1 General ................................................................................................................................ 9
6.1.3 Height of double bottom ........................................................................................ 9
8. Single side structure in cargo hold area ....................................................................... 10
9. Deck structure................................................................................................................. 10
9.2 General arrangement ......................................................................................................... 10
9.2.3 Deck between hatches.......................................................................................... 10
10. Bulkhead structure ......................................................................................................... 10

10.5 Non-tight bulkheads .......................................................................................................... 10
10.5.1 Non-tight bulkheads not acting as pillars............................................................ 10
CHAPTER 4 DESIGN LOADS .......................................................................................... 12
Section 5 External Pressures ............................................................................................. 12

4. Pressure in bow area ...................................................................................................... 12
4.1 Bow flare area pressure ..................................................................................................... 12
4.1.1 ............................................................................................................................. 12
Section 6 Internal Pressures and Forces .......................................................................... 12

4. Testing lateral pressure .................................................................................................. 12
4.1 Still water pressure ............................................................................................................ 12
4.1.1 ............................................................................................................................. 12
CHAPTER 5 HULL GIRDER STRENGTH......................................................................... 14
Rule Change Notice 1 July 2010 edition iii / vi

Section 1 Yielding Check ................................................................................................... 14

2. Hull girder stresses ......................................................................................................... 14
2.2 Shear stresses ..................................................................................................................... 14
2.2.2 Simplified calculation of shear stresses induced by vertical shear
forces ................................................................................................................... 14
CHAPTER 6 HULL SCANTLINGS .................................................................................... 15
Section 1 Plating ................................................................................................................. 15

3. Strength check of plating subjected to lateral pressure .............................................. 15
3.2 Plating thickness ................................................................................................................ 15
3.2.3 Net thickness of the corrugations of transverse vertically corrugated
watertight bulkheads separating cargo holds for flooded conditions.................. 15
Section 2 Ordinary stiffeners............................................................................................. 15

3. Yielding check ................................................................................................................. 15
3.6 Scantlings of transverse vertically corrugated watertight bulkheads separating
cargo holds for flooded conditions .................................................................................... 15
3.6.1 Bending capacity and shear capacity of the corrugations of transverse
vertically corrugated watertight bulkheads separating cargo holds ................... 15
4. Web stiffeners of primary supporting members .......................................................... 16

4.1 Net scantlings .................................................................................................................... 16
4.1.3 Connection ends of web stiffeners ....................................................................... 16
Section 3 Buckling and ultimate strength of ordinary stiffeners and stiffened panels 16
4. Buckling criteria of partial and total panels ................................................................ 16
4.2 Ultimate strength in lateral buckling mode ....................................................................... 16
4.2.2 Evaluation of the bending stress σb ................................................................... 16
4.2.3 Equivalent criteria for longitudinal and transverse ordinary stiffeners
not subjected to lateral pressure ......................................................................... 20
Section 4 Primary supporting members ........................................................................... 20

1 General ............................................................................................................................ 20
1.6 Flooding check of primary supporting members ............................................................... 20
1.6.1 General ................................................................................................................ 20
5 Flooding check of primary supporting members......................................................... 21

5.1 Net section modulus and net shear sectional area under flooded conditions ..................... 21
5.1.1 ............................................................................................................................. 21
CHAPTER 7 DIRECT STRENGTH ANALYSIS .................................................................. 22
Section 3 Detailed Stress Assessment................................................................................ 22

2 Analysis model ................................................................................................................ 22
2.1 Areas to be refined............................................................................................................. 22
2.1.2 ............................................................................................................................. 22
CHAPTER 8 FATIGUE CHECK OF STRUCTURAL DETAILS ............................................ 23
iv / vi Rule Change Notice 1 July 2010 edition

Section 1 General Consideration....................................................................................... 23

1. General ............................................................................................................................ 23
1.3 Subject members ............................................................................................................... 23
1.3.1 ............................................................................................................................. 23
Appendix 1 Cross Sectional Properties for Torsion ............................................................ 24

2 Example calculation for a single side hull cross section .............................................. 24
2.5 Notes.................................................................................................................................. 24
2.5.1 ............................................................................................................................. 24
CHAPTER 9 OTHER STRUCTURES................................................................................. 25
Section 1 Fore Part ............................................................................................................. 25

Symbols ....................................................................................................................................... 25
1. General ............................................................................................................................ 25
1.1 Application ........................................................................................................................ 25
1.1.2 ............................................................................................................................. 25
2. Arrangement ................................................................................................................... 26
2.3 Floors and bottom girders .................................................................................................. 26
2.3.2 Solid floors .......................................................................................................... 26
2.3.3 Bottom girder ...................................................................................................... 26
4. Scantlings ........................................................................................................................ 26
4.2 Plating................................................................................................................................ 26
4.4 Primary supporting members............................................................................................. 27
4.4.4 Deck primary supporting members ..................................................................... 27
5. Strengthening of flat bottom forward area .................................................................. 27

5.1 Application ........................................................................................................................ 27
5.1.1 ............................................................................................................................. 27
5.2 Bottom plating ................................................................................................................... 28
5.2.1 ............................................................................................................................. 28
5.3 Ordinary stiffeners ............................................................................................................. 28
5.3.1 ............................................................................................................................. 28
5.3.2 ............................................................................................................................. 28
Section 2 AFT PART.......................................................................................................... 28

Symbols ....................................................................................................................................... 28
4 Scantlings ........................................................................................................................ 29
4.3 Primary supporting members............................................................................................. 29
4.3.4 Deck primary supporting members ..................................................................... 29
Section 3 Machinery Space ................................................................................................ 30

2. Double bottom................................................................................................................. 30
2.1 Arrangement ...................................................................................................................... 30
2.1.5 Side bottom girders in way of machinery seatings ............................................ 30
Section 5 Hatch Covers ...................................................................................................... 31
Rule Change Notice 1 July 2010 edition v / vi

4. Load Model ..................................................................................................................... 31

4.2 Load Point ......................................................................................................................... 31
4.2.1 Sea pressures ....................................................................................................... 31
4.2.2 Other pressures ................................................................................................... 31
CHAPTER 10 HULL OUTFITTING .................................................................................... 32
Section 1 Rudder and Manoeuvring Arrangement ......................................................... 32

5. Rudder body, rudder bearings ...................................................................................... 32
5.1 Strength of rudder body ..................................................................................................... 32
5.1.4 ............................................................................................................................. 32
CHAPTER 11 CONSTRUCTION AND TESTING.................................................................. 33
Section 2 Welding ............................................................................................................... 33

2. Types of welded connections .......................................................................................... 33
2.2 Butt welding ...................................................................................................................... 33
2.2.2 Welding of plates with different thicknesses ........................................................ 33
2.4 Full penetration welds ....................................................................................................... 33
2.4.1 Application .......................................................................................................... 33
Section 3 Testing of Compartments .................................................................................. 34

3. Testing requirements...................................................................................................... 34
3.1 General .............................................................................................................................. 34
3.1.1 ............................................................................................................................. 34
vi / vi Rule Change Notice 1 July 2010 edition

Chapter 1 General Principles
Section 4 Symbols and Definitions
3. Definitions
KC 1009 The following definitions are added:

3.21 Single Side Skin and Double Side Skin construction
3.21.1 Single side skin construction
A hold of single side skin construction is bounded by the side shell between the inner bottom plating
or the hopper tank plating when fitted, and the deck plating or the topside tank plating when fitted.
3.21.2 Double side skin construction
A hold of double side skin construction is bounded by a double side skin, including hopper tank and
topside tank when fitted.
KC 567 The following definition is added:

3.22 Bilge
3.22.1 Bilge plating
The bilge plating is the curved plating between the bottom shell and side shell. It is to be taken as
follows:
• within the cylindrical part of the ship (see Fig.4):

from the start of the curvature at the lower turn of bilge on the bottom to the end of the curvature
at the upper turn of the bilge,
• outside the cylindrical part of the ship (see Fig.5):
From the start of the curvature at the lower turn of the bilge on the bottom to the lesser of:
• a point on the side shell located 0.2D above the baseline/local centreline elevation.
• the end of the curvature at the upper turn of the bilge.
Rule Change Notice 1 July 2010 edition 1 / 34

Figure 4: vertical extent of bilge plating within the cylindrical part of the hull
Figure 5: vertical extent of bilge plating outside the cylindrical part of the hull
Note: Figure 4 in Ch.1 Sec.4 [4.1.1] and its reference are to be changed into Figure
6.
2 / 34 Rule Change Notice 1 July 2010 edition

Chapter 2 General Arrangement Design
Section 1 Subdivision Arrangement
2. Collision bulkhead
2.1 Arrangement of collision bulkhead
2.1.1
KC 903 The current text is replaced by the following one:

Ref. SOLAS Ch. II-1, Part B-2, Reg. 12
A collision bulkhead is to be fitted which is to be watertight up to the bulkhead deck. This bulkhead is
to be located at a distance from the forward perpendicular FPLL of not less than 5 per cent of the
length LLLof the ship 0.05LLL or 10 m, whichever is the less, and, except as may be permitted by the
Society, not more than 8 per cent of LLL 0.08LLL or 0.05LLL+3 m, whichever is the greater.
3. After peak, machinery space bulkheads and stern tubes
KC 798 The following titles are modified as follow:

3.1 General
3.1.1 General
The current text is replaced by the following one:

Ref. SOLAS Ch. II-1, Part B, Reg. 11
An after peak bulkhead, and bulkheads dividing the machinery space from the cargo spaces forward
and aft, are also to be fitted and made watertight up to the freeboard deck. The after peak bulkhead
may, however, be stepped below the bulkhead deck, provided the degree of safety of the ship as
regards subdivision is not thereby diminished.
An aft peak bulkhead, enclosing the stern tube and rudder trunk in a watertight compartment, is to be
provided. Where the shafting arrangements make enclosure of the stern tube in a watertight
compartment impractical alternative arrangements will be specially considered.

The following requirements are added:

3.1.2
The aft peak bulkhead may be stepped below the bulkhead deck, provided that the degree of safety of
the ship as regards subdivision is not thereby diminished.
3.1.3
The aft peak bulkhead location on ships powered and/or controlled by equipment that does not require
the fitting of a stern tube and/or rudder trunk will also be subject to special consideration.
3.1.4
The aft peak bulkhead may terminate at the first deck above the summer load waterline, provided that
this deck is made watertight to the stern or to a watertight transom floor.
Section 2 Compartment Arrangement
2. Cofferdams
2.1 Cofferdam arrangement
2.1.3
KC 793 This requirement is deleted

Spaces intended for the carriage of flammable liquids are to be separated from accommodation and
service spaces by means of a cofferdam.
Void
5. Minimum Bow Height
5.1 General
5.1.1
KC 1082 The reference number to ILLC is replaced by the following one:

Ref. ILLC, as amended (Resolution MSC.143(77) 223(82) Reg. 39(1))

KC 1082 The definition of T1 is replaced by the following one:

T1 : Draught at 85% of the depth for freeboard D1 least moulded depth , in m
The definition of D1 is deleted:
D1 : Depth for freeboard, is the moulded depth amidship plus the freeboard deck thickness at side. The
depth for freeboard in a ship having a rounded gunwale with a radius greater than 4% of the breadth
(B) or having topsides of unusual form is the depth for freeboard of a ship having a midship section
with vertical topsides and with the same round of beam and area of topside section equal to that
provided by the actual midship section.
Section 3 Access Arrangement
2 Technical provisions for means of access
KC 1009 The following title is changed as follow:

2.8 Access to double side skin tanks in double side bulk carriers
2.8 Access to double side skin tanks of double side skin construction

2.9 Access to vertical structures of cargo holds in single side bulk carriers
2.9 Access to vertical structures of cargo holds of single side skin construction

2.10 Access to vertical structures of cargo holds in double side bulk carriers
2.10 Access to vertical structures of cargo holds of double side skin construction

2.11 Access to top side ballast tanks in single side bulk carriers
2.11 Access to top side ballast tanks

Chapter 3 Structural Design Principles
Section 3 Corrosion Additions
1. Corrosion additions
1.2 Corrosion addition determination
1.2.1 Corrosion additions for steel
KC 773 The following text is to be added before the last paragraph:

The corrosion addition of a longitudinal stiffener is determined according to the coordinate of the
connection of the stiffener to the attached plating.
Section 5 Corrosion Protection
1 General
1.2 Protection of seawater ballast tanks and void double side skin spaces
1.2.2
NO KC The first paragraph is modified as follow:

entry
For ships contracted for construction on or after 8 December 2006, the date of IMO adoption of the
amended SOLAS regulation II-1/3-2, by which an IMO “Performance standard for protective coatings
for ballast tanks and void spaces” will be made mandatory, the coatings of internal spaces subject to
the amended SOLAS regulation are to satisfy the requirements of the IMO performance standard.
NO KC The following paragraph is added after the first paragraph:

entry For ships contracted for construction on or after 1 July 2012, the IMO performance standard is to be
applied as interpreted by IACS UI SC 223 and UI SC 227. In applying IACS UI SC 223,
“Administration” is to be read to be the “Classification Society”.

1.3 Protection of cargo hold space
1.3.3 Side areas to be coated
KC 1009 The third item of the bullet list is modified as follow (the remaining text and figure
are not modified):
The areas to be coated are the internal surfaces of:
• the inner side plating

• the internal surfaces of the topside tank sloping plates
• the internal surfaces of the hopper tank sloping plates for a distance of 300 mm below the frame
end bracket for single side bulk carriers holds of single side skin construction, or below the hopper
tank upper end for double side bulk carriers holds of double side skin construction.
1.3.4 Transverse bulkhead areas to be coated
KC 1009 The text is modified as follow:

The areas of transverse bulkheads to be coated are all the areas located above an horizontal level
located at a distance of 300 mm below the frame end bracket for single side bulk carriers holds of
single side skin construction, or below the hopper tank upper end for double side bulk carriers holds
of double side skin construction.
Section 6 Structural Arrangement Principles
1 Application

If not specified otherwise, the requirements of this section apply to the cargo hold area the hull
structure except superstructures and deckhouses. For other areas outside the cargo holds area, the
requirements of Ch 9 Sec 1 to Ch 9 Sec 4 are to be applied supplementary requirements are to be
found in Ch. 9 Sec 1 to Ch. 9 Sec 3.

2. General principles
2.3 Connections with higher tensile steel
2.3.1 Connections with higher tensile steel
KC 207 The last sentence of the last paragraph is replaced by the following one:
KC 208 The same requirement is generally applicable for non continuous longitudinal stiffeners welded on the
KC 398 web of a primary member contributing to the hull girder longitudinal strength as hatch coamings,
stringers and girders.
4 Ordinary stiffener
4.1 Profile of stiffeners
4.1.1 Stiffener profile with a bulb section
KC 1004 The first paragraph is replaced by the following one:

The properties of bulb profile sections are to be determined by exact calculations. If it is not possible,
a bulb section may be taken as equivalent to a built-up section. The dimensions of the equivalent
built-up section are to be obtained, in mm, from the following formulae.
5. Primary supporting members
5.2 Stiffening arrangement
5.2.1
KC 328 The third paragraph is modified as follow:

The net thickness of web stiffeners and brackets, in mm, are not to be less than the minimum net
thickness of the primary members on which they are fitted. the value obtained from the following
formula:
t = 3 + 0.015 L2
where:
L2 : Rule length L, but to be taken not greater than 300 m

The last paragraph is modified as follows:

Depth of stiffener of flat bar type is in general to be more than 1/12 of stiffener length. A smaller
KC 760
depth of stiffener may be accepted based on calculations showing compliance with Ch 6 Sec 2 [2.3.1],
Ch 6 Sec 2 [4] and Ch 6 Sec 3 [4].
5.4 Effective breadth of primary supporting member
5.4.1 General

The effective breadth bp of the attached plating of a primary supporting member to be considered in
the actual net section modulus for the yielding check is to be taken as the mean spacing between
adjacent primary supporting members is to be determined according to [4.3.1].
6 Double bottom
6.1 General
6.1.3 Height of double bottom
KC 758 The first paragraph of the requirement is modified as follow.

Unless otherwise specified, the height of double bottom is not to be less than B/20 or 2 m whichever
is the lesser.
Where a double bottom is required to be fitted the inner bottom shall be continued transversely in such
a manner as to protect the bottom to the turn of the bilge.
Such protection will be deemed satisfactory if the inner bottom is not lower at any part than a plane
parallel with the keel line and which is located not less than a vertical distance h measured from the
keel line, as calculated by the formula:
h = B/20
However, in no case is the value of h to be less than 760 mm, and need not be taken as more than
2,000 mm.

The following title is changed as follow:
KC 414
7. Double side structure in cargo hold area
The following title is changed as follow:

KC 414
8. Single side structure in cargo hold area
9. Deck structure
9.2 General arrangement
9.2.3 Deck between hatches
KC 630 The first paragraph is to be replaced by the following one:

Inside the line of openings, a transversely framed structure is to be generally adopted for the cross
deck structures., hHatch end beams and cross deck beams are to be adequately supported by girders
and extended up outward to the second longitudinal from the hatch side girders towards the bulwark
the deck side. Where this is impracticable, intercostal stiffeners are to be fitted between the hatch side
girder and the second longitudinal.
If the extension of beams outward to the second longitudinal is not achievable, structural checks of the
structure are to be performed in compliance with the requirements in Ch.7 or by means deemed
appropriate by the Society.
10. Bulkhead structure
10.5 Non-tight bulkheads
10.5.1 Non-tight bulkheads not acting as pillars
KC 417 The following paragraph is added before the current last one:
The net thickness of bulkhead stiffener, in mm, is not to be less than the value obtained from the
following formula:
t = 3 + 0.015 L2

where:
L2 : Rule length L, but to be taken not greater than 300 m
KC 760 The last paragraph is modified as follows:

The depth of bulkhead stiffener of flat bar type is in general not to be less than 1/12 of stiffener length.
A smaller depth of stiffener may be accepted based on calculations showing compliance with Ch 6
Sec 2 [2.3.1], Ch 6 Sec 2 [4] and Ch 6 Sec 3 [4]. The net thickness of bulkhead stiffener is not to be
less than the minimum thickness required for the considered bulkhead plate.

Chapter 4 Design Loads
Section 5 External Pressures
4. Pressure in bow area
4.1 Bow flare area pressure
4.1.1
KC 653 The definition of p is replaced by the following one:

pS, pW : Hydrostatic pressure and maximum hydrodynamic pressures among load cases H, F, R
and P, calculated in normal ballast condition at TB at considered point of the hull in
normal ballast condition. Minimum ballast draught in ballast condition TB defined in Ch 1,
Sec 4, [2.1.1] is to be considered as TLCi for the calculation of hydrostatic pressure and
hydrodynamic pressures.
Section 6 Internal Pressures and Forces
4. Testing lateral pressure
4.1 Still water pressure
4.1.1
KC 966 In Table 2, the text concerning ballast hold and the notes at the bottom of the table
are changed as follow:
Table 2 Testing load height
Compartment or structure to be tested Testing load height, in m

… …

Compartment or structure to be tested Testing load height, in m

where:
zml : Z co-ordinate, in m, of the margin line bulkhead deck at side.
zh : Z co-ordinate, in m, of the top of hatch coaming.
zF : As defined in [3.2.1].
zfd : Z co-ordinate, in m, of the freeboard deck.
pPV : Setting pressure, in bar, of safety valves.

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
KC 1009 The text is modified as follow in the first column of the table 1(the remaining text
and figures are unchanged):
Table 1: Shear stresses induced by vertical shear forces
Ship typology Location t, in mm δ

Single side ship skin Sides tS 0,5
construction
Double side ship skin Sides tS 0.5(1 − φ )
construction
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(i ti) / Σi, where i 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

Chapter 6 Hull Scantlings
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

p : pressure pF or resultant pressure p, in kN/m2, as defined in Ch 4, Sec 6 [3.3.6] and [3.3.7],
respectively
Section 2 Ordinary stiffeners
3. Yielding check
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

F : force FF or resultant force F, in kN, to be calculated according to Ch 4, Sec 6, [3.3.6] and
[3.3.7], respectively
pG : pressure pF or resultant pressure p, 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, [3.3.6] and [3.3.7],
respectively

4. Web stiffeners of primary supporting members
4.1 Net scantlings
4.1.3 Connection ends of web stiffeners
KC 764 The second formula is modified as follow (new formula in red box):
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:
∆σ
σ = 1.1K con K longi K stiff
cos θ
∆σ
σ = K con K longi K stiff
cos θ
Section 3 Buckling and ultimate strength of ordinary stiffeners and

stiffened panels
4. Buckling criteria of partial and total panels
4.2 Ultimate strength in lateral buckling mode
4.2.2 Evaluation of the bending stress σb
KC 768 The requirement is modified as follow (all the text is included here for the sake of the
editor but only the changes are to be considered):
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 )
− pz > 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
pa(n ⋅ b )2
M1 = for transverse stiffeners, with n equal to 1 for ordinary transverse
8c S 10 3
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.
Note: For stiffeners sniped at both ends, Wst is the net section modulus calculated
at attached plate. However, if M1 is larger than M0 and the lateral pressure
is applied on the same side as the stiffener, Wst is the net section modulus
calculated at flange.
• if no lateral pressure is applied on the stiffener:
Wst is the minimum net section modulus among those calculated at flange and
attached plate
Note: For stiffeners sniped at both ends, Wst is the net section modulus calculated
at 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]
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
I x, I y : 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 σx, σy σ x , σy

and τ
t a  
2
π b
p zx = σ xl   + 2c y σ y + τ 1 2  for longitudinal stiffeners
b  a  
 
 
 2c σ + σ  π a  1 + y 
2
ta A
p zy =   + τ 1 2  for transverse stiffeners
a  x xl y
 nb   at a  
 
 Ax 
σ xl = σ x 1 + 

 b ⋅ ta 
ta : Net thickness offered of attached plate, in mm
c x, c y : 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
A x, A y : Net sectional area, in mm2, of the longitudinal or transverse stiffener respectively

without attached plating
  m1 m2  
τ 1 = τ − t ReH E  + 2  ≥ 0
 a
2
b  
m1, m2 : Coefficients taken equal to:

a
≥ 2,0 : m1 = 1.47 m2 = 0.49
b
for longitudinal stiffeners:
a
< 2,0 : m1 = 1.96 m2 = 0.37
b
a 1.96
≥ 0,5 : m1 = 0.37 m2 = 2
n⋅b n
for transverse stiffeners:
a 1.47
< 0,5 : m1 = 0.49 m2 = 2
n⋅b n
w = w0 + w1 generally
w = w0 − w1 for stiffeners sniped at both ends, on which the same side lateral pressure as the
stiffener is applied.
w0 : Assumed imperfection, in mm, taken equal to:

a b
w0 = min( , ,10) for longitudinal stiffeners
250 250
a n⋅b
w0 = 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
1
c px =
 12 ⋅ 10 4 I x 
0.91 − 1
 3 
1+  t b 
c xa
cxa : 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:
π2
c f = c S FKiy (1 + c py )
(n ⋅ b )2
1
c py =
 12 ⋅ 10 4 I y 
0.91 − 1 
 t 3
a 
1+  
c ya
cya : Coefficient taken equal to:

2
 nb 2a 
c ya =  +  for nb ≥ 2a
 2a nb 
2
  nb  2 
c ya = 1 +    for nb < 2a
  2a  
4.2.3 Equivalent criteria for longitudinal and transverse ordinary stiffeners not subjected to lateral
pressure
KC 800 The requirement is modified as follow (all the text is included here for the sake of the
editor but only the changes are to be considered):
Longitudinal and transverse ordinary stiffeners not subjected to lateral pressure, except for sniped
stiffeners, 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:
 
p zx a 2  w0 h w a 2 
• For longitudinal stiffener : I x = 2 4  + 2 
π 10  R eH − σ π E
 x 
 S 
 
p zy (nb ) 2  w0 h w (nb ) 2 
• For transverse stiffener : Iy =  + 
π 2 10 4  R eH − σ π 2E 
 y 
 S 
Section 4 Primary supporting members
1 General
KC 654 The following article is added:

1.6 Flooding check of primary supporting members
1.6.1 General
Flooding check of primary supporting members is to be carried out according to the requirements in
[5].

The following article is added:
KC 654
5 Flooding check of primary supporting members
5.1 Net section modulus and net shear sectional area under flooded conditions
5.1.1
The net section modulus w , in cm3, the net shear sectional area Ash , in cm2 subjected to flooding are
to be not less than the values obtained from the following formulae:
p F s 2
w= 10 3
16αλ S RY
5 p F s
Ash =
ατ a sin φ
Where :
α: Coefficient taken equal to:
α = 0.95 for the primary supporting member of collision bulkhead,
α = 1.15 for the primary supporting member of other watertight boundaries of

compartments.
λS : Coefficient defined in Ch 6, Sec 4 Table 11, determined by considering σX in flooded condition.
pF : Pressure, in kN/m2, in flooded conditions, defined in Ch 4, Sec 6, [3.2.1].

Chapter 7 Direct Strength Analysis
Section 3 Detailed Stress Assessment
2 Analysis model
2.1 Areas to be refined
2.1.2
KC 1009 The text is modified as follow in the second column of the table 2 (the remaining text
and figures are unchanged):
Table 1: Typical details to be refined
Structural
Area of interest Additional specifications Description
member
Refining of the most
stressed transverse
primary supporting
members located in:
Most stressed • double bottom
transverse primary
supporting member • hopper tank
for double skin
• double skin side
side bulk carriers
skin constructions • topside tank
Primary
supporting
member Refining of the most
stressed transverse
primary supporting
Most stressed members located in:
transverse primary • double bottom
supporting member • hopper tank
for single skin side
bulk carriers skin • topside tank
constructions side shell frame with end
brackets and connections
to hopper tank and topside
tank

Chapter 8 Fatigue Check of Structural Details
Section 1 General Consideration
1. General
1.3 Subject members
1.3.1
KC 854 The current text is replaced by the following one before Table 1:
Fatigue strength is to be assessed, in cargo hold area, for members described in Tab 1, at the
considered locations. for all the connected members at the considered locations described in Tab 1.
Section 4 Stress Assessment of Stiffeners
2. Hot spot stress range
2.3 Stress range according to the simplified procedure

2.3.5 Stress due to dry bulk cargo pressure
KC 571 The definition of pcw,ij(k) is replaced by the following one:

pCW , i j(k) : Inertial pressure, in kN/m2, due to dry bulk cargo specified in Ch 4, Sec 6, [1.3] for a
cargo density ρC specified in Ch.4 Annex 3,, and with fp = 0.5, in load case “i1” and “i2”
for loading condition “(k)”

Appendix 1 Cross Sectional Properties for Torsion
2 Example calculation for a single side hull cross section
2.5 Notes
2.5.1
KC 1009 The first sentence of the requirement is modified as follow (the remaining text of the
requirement is unchanged):
For single side bulk carriers holds of single side skin construction,, the hull cross section normally can
be simplified in a section with four boxes (cell 1 cargo hold, cell 2 and 3 wing tanks and cell 4 hopper
tanks and double bottom as shown in the calculation example) whereas the cross section of a double
side bulk carriers holds of double side skin construction, can be simplified to a cross section with two
closed cells only (cell 1 cargo hold, cell 2 double hull).

Chapter 9 Other Structures
Section 1 Fore Part
Symbols
KC 666 The symbols’ values and definitions are modified as follow:

m : Coefficient taken equal to:
m = 10 for vertical stiffeners, vertical primary supporting members
m = 12 for other stiffeners, other primary supporting members
s : Spacing, in m, of ordinary stiffeners or primary supporting members, measured at mid-span

along the chord
l : Span, in m, of ordinary stiffeners or primary supporting members, measured along the chord
between the supporting members, see Ch 3, Sec 6, [4.2] or [5.3] respectively.
1. General
1.1 Application
KC 524 The following text is added:

1.1.2
Fore part structures which form the boundary of spaces not intended to carry liquids, and which do not
belong to the outer shell, are to be subjected to lateral pressure in flooding conditions. Their scantlings
are to be determined according to the relevant criteria in Ch.6.

2. Arrangement
2.3 Floors and bottom girders
2.3.2 Solid floors
KC 759 The item is amended as follows:

In case of transverse framing, solid floors are to be fitted at every frame.
In case of the longitudinal framing, the spacing of solid floors is not to be greater than 3.5m or four
transverse frame spaces, whichever is the smaller. Larger spacing of solid floors may be accepted,
provided that the structure is verified by means of FEA deemed appropriate by the Society.
2.3.3 Bottom girder
KC 759 The item is amended as follows:

In case of transverse framing, the spacing of bottom girders is not to exceed 2.5m.
In case of longitudinal framing, the spacing of bottom girders is not to exceed 3.5m.
Larger spacing of bottom girders may be accepted, provided that the structure is verified by means of
FEA deemed appropriate by the Society.
4. Scantlings
4.2 Plating
4.2.1
KC 494 The last row is added to Table 1 as follow:
Table 1 Net minimum thickness of plating
Minimum net thickness, in mm

Bottom 5.5 + 0.03L
Side 0.85L1/2
Inner bottom 5.5 + 0.03L
Strength deck 4.5 + 0.02L
Platform and wash bulkhead 6.5
Transverse and longitudinal 0.6L1/2
watertight bulkheads

4.4 Primary supporting members
4.4.4 Deck primary supporting members
Scantlings of deck primary supporting members are to be in accordance with Ch 6, Sec 4, considering
the loads in [3.2] and [3.3].
The net scantlings of deck primary supporting members are to be not less than those obtained from
the formulae in Table 5. The design pressures in the formulae are taken from intact conditions and
testing conditions respectively as stated in [3.2]. For a complex deck structure, a calculation deemed
appropriate by the Society may be carried out in lieu of the formulae.
Table 5 Net scantlings of deck primary supporting members
Condition Net section modulus w, in Net sectional shear area Ash,

cm3 in cm2
Primary supporting members ( pS+ pW )s 2 3 5( p S + pW )s
subjected to lateral pressure in w= 10 Ash =
0.9mRY τ a sin φ
intact conditions
Primary supporting members p T s 2 5 p T s
subjected to lateral pressure in w= 10 3 Ash =
1.05mRY 1.05τ a sin φ
testing conditions
where:
φ : Angle, in deg, between the primary supporting member’s web and the shell plate,
measured at the middle of the primary supporting member’s span; the correction is to be
applied when φ is less than 75.
The subsequent existing Table 5 to Table 7 shall be renumbered accordingly.
KC 567 The title is replaced modified as follow:
5. Strengthening of flat bottom forward area
5.1 Application
5.1.1

The flat bottom forward area to be reinforced is the flat part of the ship's bottom extending forward of
0.2V L from the fore perpendicular end, up to a height of 0.05TB or 0.3 m above base line, whichever
is the smaller.

5.2 Bottom plating
5.2.1

The net thickness, in mm, of the flat bottom forward area, is not to be less than:
5.3 Ordinary stiffeners
5.3.1

The net section modulus, in cm3, of transverse or longitudinal ordinary stiffeners of the flat bottom
forward area is not to be less than:
5.3.2

The net shear area, in cm2, of transverse or longitudinal ordinary stiffeners of the flat bottom forward
area is not to be less than:
Section 2 AFT PART
Symbols
KC 666 The symbols’ values and definitions are modified as follow:

m : Coefficient taken equal to:
m = 10 for vertical stiffeners, vertical primary supporting members
m = 12 for other stiffeners, other primary supporting members
s : Spacing, in m, of ordinary stiffeners or primary supporting members, measured at mid-span

along the chord
l : Span, in m, of ordinary stiffeners or primary supporting members, measured along the chord
between the supporting members, see Ch 3, Sec 6, [4.2] or [5.3] respectively.

4 Scantlings
4.1 Plating
4.1.1
KC 494 The last row is added to Table 1 as follow:
Table 1 Net minimum thickness of plating
Minimum net thickness, in mm

Bottom 5.5 + 0.03L
Side 0.85L1/2
Inner bottom 5.5 + 0.03L
Strength deck 4.5 + 0.02L
Platform and wash bulkhead 6.5
Transverse and longitudinal 0.6L1/2
watertight bulkheads
4.3 Primary supporting members
4.3.4 Deck primary supporting members
Scantlings of deck primary supporting members are to be in accordance with Ch 6, Sec 4, considering
the loads in [2.2].
The net scantlings of deck primary supporting members are to be not less than those obtained from
the formulae in Table 5. The design pressures in the formulae are taken from intact conditions and
testing conditions respectively as stated in [2.2]. For a complex deck structure, a direct strength
calculation may be carried out in lieu of the formulae.

Table 5 Net scantlings of deck primary supporting members
Condition Net section modulus w, in Net sectional shear area Ash,

cm3 in cm2
Primary supporting members ( pS+ pW )s 2 3 5( p S + pW )s
subjected to lateral pressure in w= 10 Ash =
0.9mRY τ a sin φ
intact conditions
Primary supporting members p T s 2 5 p T s
subjected to lateral pressure in w= 10 3 Ash =
1.05mRY 1.05τ a sin φ
testing conditions
where:
φ : Angle, in deg, between the primary supporting member’s web and the shell plate,
measured at the middle of the primary supporting member’s span; the correction is to be
applied when φ is less than 75.
The subsequent existing Table 5 and Table 6 shall be renumbered accordingly.
Section 3 Machinery Space
2. Double bottom
2.1 Arrangement
2.1.5 Side bottom girders in way of machinery seatings
KC 836 The current text for the fourth paragraph is replaced by the following one:
Forward of the machinery space forward bulkhead, the bottom girders are to be generally tapered for
at least three frame spaces and are to be effectively connected to the hull structure.

Section 5 Hatch Covers
4. Load Model
4.2 Load Point
KC 304 The title and the requirement are changed as follow:

4.2.1 Wave lateral pressure for hatch covers on exposed decks
4.2.1 Sea pressures
The wave lateral pressure to be considered as acting on each hatch 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
• vertically, at the top of the hatch cover.
KC 304 The title is changed as follow:

4.2.2 Lateral pressures other than the wave pressure
4.2.2 Other pressures
The lateral pressure is to be calculated:
• in way of the geometrical centre of gravity of the plate panel, for plating
• at mid-span, for ordinary stiffeners and primary supporting members.
KC 304 The following text is added to the requirement:

Internal dynamic lateral pressure to be considered as acting on the bottom of a hatch cover is to be
calculated at a point located:
• longitudinally, at the hatch cover mid-length
• transversely, at hatchway side
• Vertically, at the top of the hatch coaming for internal ballast water pressures

Chapter 10 Hull Outfitting
Section 1 Rudder and Manoeuvring Arrangement
5. Rudder body, rudder bearings
5.1 Strength of rudder body
5.1.4
KC 568 In the article, the current values are replaced by the following ones:
• bending stress, N/mm , due to MR:
2
σb = 90 75
• equivalent stress, in N/mm2, due to bending and shear and equivalent stress due to bending and
torsion:
σ v1 = σ b2 + 3τ 2 = 120100

Chapter 11 Construction and Testing
Section 2 Welding
2. Types of welded connections
2.2 Butt welding
2.2.2 Welding of plates with different thicknesses
KC 938 The text of this item is replaced by the following one:

In the case of welding of plates with a difference in 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 as-built thickness.
2.4 Full penetration welds
2.4.1 Application
KC 848 The last item in the list is replaced by the following one:
• abutting plate panels with as-built thickness less than or equal to 12mm, forming boundaries to the
sea below the summer load water line. For as-built thickness greater than 12mm, deep penetration
weld with a maximum root face length f = T/3 is acceptable (see Fig.2).

Section 3 Testing of Compartments
3. Testing requirements
3.1 General
3.1.1
KC 966 In Table 1, the line No 4 and note 2 are changed as follow:

Item Structural to Type of testing Structural test pressure Remarks
number be tested
… … … … …
4 Ballast holds Structural testing (1) The greater of the
following:
• head of water up to the
top of overflow, or
• 0.9 head of water
above top of hatch top
of hatch coaming
… … … … …

COMMON STRUCTURAL RULES FOR BULK CARRIERS
J U LY 2 0 1 0
Rule Changes Notice Technical Background

∼
Number 1 to the 2010 Edition
Notes: (1) These Rule Changes enter into force on July 2012.
(2) This Rule Change Notice Technical Background should be read in conjunction with the July
2010 consolidated edition of Bulk Carriers CSR.
Copyright in these Common Structural Rules for Bulk Carriers is owned by:
Bureau Veritas
Det Norske Veritas
Germanischer Lloyd
Lloyd's Register
Nippon Kaiji Kyokai
Copyright © 2010
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.
Table of contents
1. Introduction ........................................................................... 1
1.1 Scope of application....................................................................................................... 1
1.2 Content of the document ................................................................................................ 1
1.3 Cross references ............................................................................................................. 1
2. Change descriptions.............................................................. 6
2.1 PSPC application ........................................................................................................... 6
2.2 KC 207, 208 & 398 – Connection with high tensile steel .............................................. 6
2.3 KC 304 – Load Calculation point for Hatch Cover ....................................................... 7
2.4 KC 328 – Net thickness of web stiffeners and brackets of primary supporting
members ......................................................................................................................... 8
2.5 KC 414 – Application of structural arrangement principles ........................................ 10
2.6 KC 417 –Net thickness of non-tight bulkhead stiffeners not acting as pillars ............. 11
2.7 KC 494 –Transverse and longitudinal watertight bulkheads minimum net
thickness ...................................................................................................................... 14
2.8 KC 524 – Fore Part structures in flooding condition ................................................. 15
2.9 KC 565 – Scantlings of transverse vertically corrugated watertight bulkhead
separating cargo holds for flooded conditions ............................................................. 15
2.10 KC 567 – Bilge definition ............................................................................................ 16
2.11 KC 568 – Strength of Rudder Body ............................................................................. 17
2.12 KC 571 – Cargo mass in fatigue stress assessment ...................................................... 17
2.13 KC 590 – Effective breadth of attached plating for primary supporting
members ....................................................................................................................... 18
2.14 KC 630 – Deck between hatches ................................................................................. 18
2.15 KC 653 – Bow flare area pressure ............................................................................... 19
2.16 KC 654 – Primary supporting members under flooded condition. .............................. 20
2.17 KC 666 – Deck Primary Supporting Members ............................................................ 20
2.18 KC 758 – Height of double bottom.............................................................................. 22
2.19 KC 759 – Spacing of solid floors ................................................................................. 22
2.20 KC 760 – Depth of web stiffener ................................................................................. 23
2.21 KC 764 – Connection ends of web stiffeners............................................................... 23
2.22 KC 768 & KC 800 – Ultimate Strength in Lateral Buckling Mode ............................. 24
2.23 KC 773 – Corrosion addition of longitudinal stiffeners ............................................... 25
2.24 KC 793 – Cofferdam arrangement ............................................................................... 25
2.25 KC 798 – SOLAS Subdivision arrangement ............................................................... 26
2.26 KC 836 – Side bottom girders in way of machinery seatings ...................................... 27
2.27 KC 848 – Harmonisation of welding of abutting plates below the waterline .............. 27
2.28 KC 854 – Members subjected to fatigue strength assessment ..................................... 28
Technical Background of Rule Change Notice 1 July 2010 edition i / iv

2.29 KC 903 – Collision Bulkhead ...................................................................................... 28

2.30 KC 938 – Harmonisation of tapering between abutting plates .................................... 29
2.31 KC 966 – Load Testing Height .................................................................................... 29
2.32 KC 1004 – Bulb stiffener’s properties ......................................................................... 30
2.33 KC 1009 – Single side and double side definitions ..................................................... 31
2.34 KC 1082 – Minimum bow height ................................................................................ 33
Appendix 1. KC666 related documents .................................................. 34

App.1.1. Introduction.................................................................................................................. 34
App.1.2. Fore peak area .............................................................................................................. 35
App.1.3. Aft peak area ................................................................................................................ 38
App.1.4. Conclusion ................................................................................................................... 40
Appendix 2. KC 328 related documents ................................................. 41
Appendix 3. KC 798 Related documents ................................................ 45

App.3.1. SOLAS Chapter II-1 – Part B – Regulation 10 ............................................................ 46
App.3.2. SOLAS Chapter II-1 – Part B – Regulation 11 ............................................................ 47
App.3.3. SOLAS Chapter II-1 – Part B-2 – Regulation 12 ........................................................ 48
Appendix 4. KC 966 related document .................................................. 49

App.4.1. IACS Guideline for Procedures of Testing Tanks and Tight Boundaries .................... 50
Appendix 5. KC 1009 related documents ............................................... 57

App.5.1. SOLAS Chapter IX – Regulation 1.............................................................................. 57
App.5.2. SOLAS Chapter XII – Regulation 1 ............................................................................ 57
App.5.3. Resolution MSC.79(70) ............................................................................................... 58
App.5.4. SOLAS/CONF.4 – Resolution 6 .................................................................................. 59
App.5.5. UR Z10.2- Rev. 27 (March 2009) ................................................................................ 60
App.5.6. UR Z10.5- Rev. 9 (March 2009) .................................................................................. 61
Appendix 6. KC 1082 related documents ............................................... 62

App.6.1. SOLAS Chapter IX – Regulation 1.............................................................................. 62
List of Tables
Table 1 – KC per rule references ................................................................................................... 1

Table 2 – Changes applied per KC entries ..................................................................................... 3
Table 3 – KC 328 – offered net scantlings of the web stiffeners which satisfy the
requirement in Chaper3, Section 6, [5.2.1], Chaper6, Section 2, [4.1.1] and
[4.1.2]............................................................................................................................. 9
ii / iv Technical Background of Rule Change Notice 1 July 2010 edition

Table 4 – KC 328 – offered net scantlings of the web stiffeners which satisfy the
requirement of the proposed Rule Change ................................................................... 10
Table 5 – KC 417 – Investigation data about the net thickness of bulkhead stiffener of
non-tight bulkheads not acting as pillars...................................................................... 11
Table 6 – KC 417 – Comparison for the required net thickness of bulkhead stiffener
of non-tight bulkheads not acting as pillars in CSR and the proposed Rule
Change ......................................................................................................................... 13
Table 7 – KC 666 – Comparison of current scantlings requirements for PSM ............................ 21
Table 8 – KC 1009 – Double-side skin width equivalent to a single-side skin as per
SOLAS XII. ................................................................................................................. 31
Table 9 – KC 666 – Main characteristics of typical bulk carriers ................................................ 34
Table 10 – KC 666 – Allowable stresses ....................................................................................... 34
Table 11 – KC 666 – Fore peak arrangements for typical bulk carriers ........................................ 35
Table 12 – KC 666 – Fore peak, net section modulus with the current rules ................................ 36
Table 13 – KC 666 – Fore peak, net section modulus with the proposed change .......................... 36
Table 14 – KC 666 – Fore peak, net shear area with the current rules .......................................... 37
Table 15 – KC 666 – Fore peak, net shear area with the proposed change.................................... 37
Table 16 – KC 666 – Aft peak, net section modulus with the current rules .................................. 39
Table 17 – KC 666 – Aft peak, net section modulus with the proposed change ............................ 39
Table 18 – KC 666 – Aft peak, net shear area with the current rules ............................................ 39
Table 19 – KC 666 – Aft peak, net shear area with the proposed change...................................... 39
Table 20 – KC 328 - net thickness of web stiffeners and brackets on double bottom
floor ............................................................................................................................. 41
Table 21 – KC 238 net thickness of web stiffeners and brackets on double bottom
girder ............................................................................................................................ 42
Table 22 – KC 328 – net thickness of web stiffeners and brackets on PSM in bilge
hopper tanks ................................................................................................................. 43
Table 23 – KC 328 – net thickness of web stiffeners and brackets on PSM in topside
tanks ............................................................................................................................. 44
List of Figures
Figure 1 – KC 417 – Comparison for the net offered thickness of bulkhead stiffener of
non-tight bulkheads not acting as pillars and net min required thickness in
CSR-BC and the proposed Rule Change ..................................................................... 12
Figure 2 – KC 417 – Comparison for the required net thickness of bulkhead stiffener
of non-tight bulkheads not acting as pillars in CSR and the proposed Rule
Change ......................................................................................................................... 14
Figure 3 – KC 567 – ambiguous bilge area in the fore part. ......................................................... 16
Figure 4 – KC 768 & 800 – Moment and forces on a snipped stiffener in lateral
buckling. ...................................................................................................................... 24
Figure 5 – KC 666 – Possible fore peak arrangements ................................................................. 35
Figure 6 – KC 666 – used aft peak arrangements ........................................................................ 38
Figure 7 – KC 328 - Comparison for net offered thickness of PSM web
stiffener/bracket and net minimum required thickness in CSR-BC and the
proposed Rule Change on double bottom floor ........................................................... 41
Technical Background of Rule Change Notice 1 July 2010 edition iii / iv

Figure 8 – KC 328 – Comparison for net offered thickness of PSM web

proposed Rule Change on double bottom girder.......................................................... 42
Figure 9- KC 328 – Comparison for net offered thickness of PSM web
proposed Rule Change on PSM in bilge hopper tanks ................................................. 43
Figure 10 – KC 328 – Comparison for net offered thickness of PSM web
proposed Rule Change on PSM in topside tanks ......................................................... 44
iv / iv Technical Background of Rule Change Notice 1 July 2010 edition

1. INTRODUCTION
1.1 Scope of application

This Technical Background is intended for the understanding of the following Rule Change Notice:
• Rule Change Notice number : Number 1 to the 2010 Edition
• Entry into force of the Rule Change Notice : July 2012
• Concerned rules : Common Structural Rules for Bulk Carriers
• Edition date of the rules : July 2010
1.2 Content of the document

As the changes are initiated by questions in the IACS Knowledge Centre (KC), this document presents all
the KC entries that lead to rules changes and give for each the following elements:
• The description of the change ,
• The modifications made accordingly,
• The scantling impacts.
It is to be pointed up that a KC entry may lead to changes in more than one item in the text and that any
item in the text may be affected by more than one KC entry.
1.3 Cross references

Table 1 gives the list of KC leading to a change in each modified item in the rules.
Table 2 gives the list of rule changes induced by each KC entry.
Table 1 – KC per rule references
KC ref.
Chapter Section Sub.1 Sub.2 Sub.3 Table Figure
‘click to go’
1 4 3 21 1 1009
2 1009
22 1 567
Technical Background of Rule Change Notice 1 July 2010 edition 1 / 63

KC ref.
‘click to go’
2 1 2 1 1 903
3 1 1 798
2 2 1 3 793
4 793
5 1 1 KC 1082
3 2 8 1009
9 1009
10 1009
11 1009
3 3 1 2 1 773
5 1 2 2 PSPC
application
3 3 1009
4 1009
6 1 414
2 3 1 207
208
398
4 1 1 1004
5 2 1 328
760
4 1 590
6 1 3 758
2 966
7 414
8 414
9 2 3 630
10 5 1 417
760
4 5 4 1 1 653
5 1 2 2 2 1 653
6 1 3 2 3 565
2 3 6 1 565
4 1 3 764
3 4 2 2 768
3 800
4 1 6 1 654
5 1 654
7 3 2 1 2 2 1009
8 1 1 3 1 854
4 2 3 5 571
2 / 63 Technical Background of Rule Change Notice 1 July 2010 edition

KC ref.
‘click to go’
A1 2 5 1 1009
9 1 Symbols 666
1 494
1 1 2 524
2 3 2 759
4 4 4 666
5 1 1 567
2 1 567
3 1 567
2 567
2 Symbols 666
1 494
4 3 1 666
3 4 666
3 2 1 5 836
5 4 2 1 304
2 304
10 1 5 1 4 568
11 2 2 2 2 938
4 1 848
3 1 966
Table 2 – Changes applied per KC entries
KC ref.
‘click to Chapter Section Sub.1 Sub.2 Sub.3 Table Figure
go’
PSPC 3 5 1 2 2
207 3 6 2 3 1
208 3 6 2 3 1
304 9 5 4 2 1
328 3 6 5 2 1
398 3 6 2 3 1
414 3 6 1
417 3 6 10 5 1
494 9 1 1

KC ref.
go’
2 1
524 9 1 1 1 2
565 6 1 3 2 3
2 3 6 1
567 1 4 3 22 1
9 1 5 1 1
2 1
3 1
568 10 1 5 1 4
571 8 4 2 3 5
590 3 6 5 4 1
630 3 6 9 2 3
653 5 1 2 2 2
654 6 4 1 6 1
5 1
666 9 1 Symbols
4 4 4
2 Symbols
4 3 1
758 3 6 6 1 3
759 9 1 2 3 2
760 3 6 5 2 1
10 5 1
764 6 2 4 1 3
773 3 6 1 2 1
798 2 1 3 1 1
800 6 3 4 2 2
836 9 3 2 1 5
848 11 2 2 4 1
854 8 1 1 3 1
903 2 1 2 1 1
938 11 2 2 2 2
966 3 6 2

KC ref.
go’
11 3 1
1004 3 6 4 1 1
1009 1 4 3 21 1
2 3 2 8
10
11
3 5 1 3 3
7 3 2 1 2
8 A1 2 5 1
KC 1082 2 2 5 1 1

2. CHANGE DESCRIPTIONS
2.1 PSPC application

2.1.1 Rule Change description
This change is not based on a KC question.
The proposed amendment is to indicate the adoption date of the Performance standard for protective
coatings for ballast tanks and void spaces by IMO, and to reference the IACS Unified Interpretation UI
SC223 and SC227 for transparent application by IACS members.
2.1.2 Applied change
2.1.2.1. Chapter 3 Section 5 [1.2.2]

Details are added about the application of PCPC to CSR BC.
2.1.3 Impact on scantling

There is no impact on scantlings.
2.2 KC 207, 208 & 398 – Connection with high tensile steel
The requirement in Chapter 3 Section 6 [2.3.1] is of general scope. As the stress level due to hull girder
bending in longitudinal member not contributing to hull girder longitudinal strength, is verified in order to
satisfy the requirement in Ch 5, Sec 1, [3.1.1], application of the requirements in Ch 3, Sec 6, [2.3.1]
might be mitigated.
In addition, designs where non continuous stiffeners made of mild steel are welded on girders made of
high tensile steels are already accepted by classification societies.
The requirement is made less mandatory for non-continuous longitudinal stiffeners by adding the word
“generally”.
2.2.2.1. Chapter 3 Section 6 [2.3.1]

The word “generally” is added in the last sentence of the item between “The same requirement” and “is
applicable”.

This requirement is about the steel grade to be used for non-continuous longitudinal stiffeners when they
are welded on the web of a primary supporting member contributing to the hull girder longitudinal
strength. As the scantling of these stiffeners is assessed in the hull girder strength, there is no valuable
modification of the scantling or the steel weight.

2.3 KC 304 – Load Calculation point for Hatch Cover
Currently, the load model used for hatch covers defines a single load calculation point in Chapter 9
Section 5 [4.2.1] for sea pressures or internal ballast water pressures.
In addition the wording “Wave lateral pressure” may lead to some confusion, as it is used for “dynamic
pressure” (induced by the sea waves).
The main intention of this rule change is to differentiate the actions of
• external sea loads acting on the top of the hatch cover and which effects are described initially by
ILLC,
• internal ballast water acting on the bottom of hatch covers.
The current requirement in Chapter 9 Section 5 [4.2.1] defines the load calculation point for external sea
pressures only. As the ILLC approach used in these rules is based only on the longitudinal position of the
hatch cover, the requirement is modified to refer only to the longitudinal position.
For the other pressures acting on a hatch cover, the current requirement in Chapter 9 Section 5 [4.2.2]
defines the load calculation point for “other lateral pressures” for plating, ordinary stiffeners or primary
supporting members.
The particular case of internal water ballast pressure is added with the definition of the load calculation
point to be considered on the inner face of the hatch cover. The calculated pressure is then to be used over
the different structural elements of the hatch cover at the positions defined in the requirement.
This changes intents to clarify all these points in the rules by:
• changing the title of Chapter 9 Section 5 [4.2.1] to “Sea pressures”
• changing the title of Chapter 9 Section 5 [4.2.2] to “Other pressures”
• adding the definition of the load calculation point on the bottom of the hatch coaming as follow:
• longitudinally, at the hatch cover mid-length,
• transversely, at hatchway side,
• vertically, at the top of the hatch coaming.
2.3.2.1. Chapter 9 Section 5 [4.2.1]

The title is changed to “Sea pressures” in order to clearly state this is about sea pressures only. The
requirement is simplified to refer only to the longitudinal position, which is used in the ILLC formula.
2.3.2.2. Chapter 9 Section 5 [4.2.2]

The title is changed to clearly state this is about “other pressures”.
The particular case of the internal water ballast pressure acting on the bottom of the hatch cover is
considered by adding the definition of the coordinates of the load calculation point to the existing
requirement.
The proposed change has consequences only onto the values of the pressure to be considered acting on
the bottom of the hatch cover.

2.4 KC 328 – Net thickness of web stiffeners and brackets of primary

supporting members
The requirement in the third paragraph of Chapter 3 Section 6 [5.2.1] stating that the net thickness of web
stiffeners and brackets is not to be less than the minimum net thickness of the primary supporting member
on which they are fitted, is quite severe, especially for the stiffener with Bulb, Angle or T shape section.
According to the CSR BC Technical Background, this regulation was established referring to the rules of
various classification Societies.
In order to investigate the net thickness of web stiffeners and brackets, corresponding data is gathered,
which includes 4 types of non-CSR Bulk Carriers, Handysize, Handymax, Panamax and Capsize, 16
ships totally, all of them are well in service.
2.4.1.1. Description of study

According to the investigation about the net thickness of web stiffeners and brackets on representative
PSMs such as:
• double bottom floor,
• double bottom girder,
• PSM in bilge hopper tank and in topside tank,
it is found that the net offered thickness of web stiffeners and brackets for some bulk carriers are thinner
than the minimum required net thickness of the PSM on which they are fitted.
On the basis of the requirement of ordinary stiffener in Chapter 6, Section 2, [2.2.1]:
t = 3 + 0.015 L2,
a study about the proposed rule change is carried out for the requirement in Chapter 3 Section 6 [5.2.1].
In addition, it is to be noted that the scantlings of web stiffener on PSM are to satisfy the requirements in
Chapter 6, Section 2, [4.1.1] and/or [4.1.2] also.
The investigation data are summarized in Appendix 2, where the net offered thickness is equal to that the
gross thickness diminished of the corrosion addition given in Chapter 3, Section 3, Table 1.
2.4.1.2. Conclusion of study

The conclusion is as follow.
1. Double bottom floor
The net offered thickness of web stiffener in three types, Panamax-1, Capesize-1 and Capesize-3, is
less than the requirement in Chapter 3 Section 6 [5.2.1], but greater than that in the proposed Rule
Change.
2. Double bottom Girder
The net offered thickness of web stiffener in four types, Panamax-2, Capesize-1, Capesize-2 and
Capesize-3, is less than the requirement in Chapter 3 Section 6 [5.2.1], but greater than that in the
proposed Rule Change.
3. PSM in bilge hopper tanks
The net offered thickness of web stiffener/bracket in six types, Handysize-1, Handysize-2, Panamax-
1, Panamax-2, Capesize-1 and Capesize-3, is less than the requirement in Chapter 3 Section 6 [5.2.1],
but greater than that in the proposed Rule Change.
4. PSM in topside tanks
The net offered thickness of web stiffener/bracket in seven types, Handysize-1, Handysize-2,
Handymax-1, Panamax-1, Panamax-2, Capesize-1 and Capesize-3, is less than the requirement in
Chapter 3 Section 6 [5.2.1], but greater than that in the proposed Rule Change except only the web
stiffener in Panamax-1.

Based on the above investigation, it is reasonable and realistic that the requirement in the third paragraph
of Chapter 3 Section 6 [5.2.1] is modified as that the net thickness of web stiffeners and brackets are not
to be less than (3 + 0.015 L2), in mm.
This requirement is similar to those of Chapter 6, Section 2, [2.2.1] and is added in the article for the
convenience of the reader with all the needed definitions.
2.4.2.1. Chapter 3 Section 6 [5.2.1]

The formula given in Chapter 6, Section 2, [2.2.1], third paragraph, replaces the current requirement. The
definition of L2 is also given.
Because a web stiffener is to satisfy the requirements in Chaper3, Section 6, [5.2.1], Chaper6, Section 2,
[4.1.1] and [4.1.2], the impact on scantling can be ignored for flat bar (FB), but the requirements are less
than those before the proposed rule change for the stiffener with Bulb, Angle or T shape section.
2.4.3.1. Example definition

1. Basic data
• Rule length: L = 280.33 m
• Corrosion addition: tC = 3.0 mm (The web stiffener is in a ballast tank.)
• web net thickness of PSM: t = 10.0 mm
2. Web stiffener
• k1 = 0.225,
• p = 358.56 N/m2
• s = 0.84 m,
• l = 2.73 m (The symbols are the same as Chaper6, Section2, [4.1.1].)
• s = 1.794 m,
• Ss = 0.84 m (The symbols are the same as Chaper6, Section 2, [4.1.2].)
2.4.3.2. Comparison of current an proposed requirements

1. Requirements in Chaper3, Section 6, [5.2.1]
Web net thickness of the web stiffener: tW=10.0 mm (Chaper3, Section 6, [5.2.1])
2. Requirements of the proposed Rule Change
Web net thickness of the web stiffener: tW=7.0 mm
3. Requirements in Chaper6, Section 2, [4.1.1] and [4.1.2]
The net sectional area of the web stiffener: A=18.50 cm2 (Chaper6, Section 2, [4.1.1])
The net s section modulus of the web stiffener: W=56.77 cm3 (Chaper6, Section 2, [4.1.2])
4. Offered scantling of the web stiffener
In order to satisfy the requirement in Chaper3, Section 6, [5.2.1], the web net thickness of the web
stiffener is to be 10.0 mm. In addition, the requirements in Chaper6, Section 2, [4.1.1] and [4.1.2]
have to be considered. The results are listed in Table 3.
Table 3 – KC 328 – offered net scantlings of the web stiffeners which satisfy the requirement in Chaper3,
Section 6, [5.2.1], Chaper6, Section 2, [4.1.1] and [4.1.2]
Dimension Ch3/Sec6/[5.2.1] Ch6/Sec2/[4.1.1] Ch6/Sec2/[4.1.2]

Type 2
mm×mm tW (mm) A (cm ) W (cm3)

185×13 FB 10.0 18.50 57.04

300×13 HP 10.0 42.90 351.88
300×13+90×17 L 10.0 41.54 356.36
2.4.3.3. Application of the rule change

According to the proposed rule change, the required net thickness is applied to web stiffeners, 7.0 mm,
the results are listed in Table 4.
Table 4 – KC 328 – offered net scantlings of the web stiffeners which satisfy the requirement of the
proposed Rule Change
Dimension Ch3/Sec6/[5.2.1] Ch6/Sec2/[4.1.1] Ch6/Sec2/[4.1.2]

Type 2
mm×mm tW (mm) A (cm ) W (cm3)
185×10 FB 7.0 12.95 39.93
220×10 HP 7.0 21.75 130.72
250×10+90×15 L 7.0 27.73 223.37
2.4.3.4. Conclusion
For flat bar, although the required web net thickness is less in the proposed rule change, the values of A
and W in Table 2 are less than the values in point 3 of 2.4.3.2 (Requirements in Chapter 6, Section 2,
[4.1.1] and [4.1.2]).
Because the requirements in Chaper6, Section 2, [4.1.1] and [4.1.2] are to be satisfied, the impact on the
dimension of the web stiffener can be ignored.
For the stiffener with Bulb, Angle or T shape section, the dimensions of web stiffener given by this rule
change are lower than those given in the 2010 edition.
Last, this rule change for the net thickness of web stiffeners and brackets of the primary supporting
members is in line with the current practice.
2.5 KC 414 – Application of structural arrangement principles

The structural arrangement principles defined in Chapter 3 Section 6 are applicable to the complete hull
structure except superstructures and deckhouses; in addition several references in Chapter 3 Section 6 are
made to areas outside the cargo holds.
Specific additional requirements for other areas (fore part, aft part, machinery space, superstructures,
deckhouses, hatch covers, openings) are found in Chapter 9.
The scope of application of the general principles in Chapter 3 Section 6 is extended to the complete hull
structure and references are made to specific requirements from Chapter 9.
2.5.2.1. Chapter 3 Section 6 [1]

The article is changed to extend the scope of this section to the whole hull structure, except deckhouses or
superstructures. Supplementary requirements of Chapter 9 are mentioned.

The title of this article is changed to indicate the limitation of its scope to the cargo hold area.


The title of this article is changed to indicate the limitation of its scope to the cargo hold area.

Under the assumption that none of the requirements in Ch. 3 Sec. 6 with respect to end brackets, tripping
brackets, steel grade has been fulfilled outside the cargo hold area previously, one may expect a minor
scantling increase.
In general the scantling impact can be ignored.
2.6 KC 417 –Net thickness of non-tight bulkhead stiffeners not acting

as pillars
The requirement in the last sentence of Chapter 3 Section 6 [10.5.1], that the net thickness of bulkhead
stiffener is not to be less than the minimum thickness required for the considered bulkhead plate, is quite
severe, especially for the stiffener with Bulb, Angle or T shape sections.
In order to investigate the net thickness of web stiffeners and brackets, corresponding data is gathered,
which includes 4 types of non-CSR Bulk Carriers, Handysize, Handymax, Panamax and Capsize, 16
ships totally, all of them are well in service.
According to the investigation about the net thickness of bulkhead stiffeners on non-tight bulkheads not
acting as pillars such as wash bulkheads, it is found that the net offered thickness of bulkhead stiffeners
for some bulk carriers are thinner than the minimum required net thickness of the bulkheads. So, a
proposed Rule Change is carried out for the requirement in Chapter 3 Section 6 [10.5.1].
The investigation data are summarized in the following Table 5 and Figure 1.
Table 5 – KC 417 – Investigation data about the net thickness of bulkhead stiffener of non-tight
bulkheads not acting as pillars

Figure 1 – KC 417 – Comparison for the net offered thickness of bulkhead stiffener of non-tight bulkheads
not acting as pillars and net min required thickness in CSR-BC and the proposed Rule Change
The conclusion is following:

The net offered thickness of bulkhead stiffener in three types, Handysize-1, Panamax-1 and Capesize-1, is
less than both the requirements in Chapter 3 Section 6 [10.5.1] and the proposed Rule Change.
Based on the above investigation, it is reasonable and realistic that the requirement in the last sentence of
the last paragraph of Chapter 3 Section 6 [10.5.1] is modified as that the net thickness of bulkhead
stiffeners are not to be less than (3 + 0.015 L2), in mm.
2.6.2.1. Chapter 3 Section 6 [10.5.1]

The last sentence of the last paragraph is to be changed to “The net thickness of bulkhead stiffeners are
not to be less than the minimum net thickness defined in Chapter 6, Section 2, [2.2.1], i.e. 3 + 0.015 L2, in
mm.”
There are some changes on the scantlings of bulkhead stiffeners of non-tight bulkheads not acting as
pillars before and after this rule change.
 For ships with rule length L from 90m to 216m, the required net thickness of the proposed Rule
Change is less than that before.
 For ships with rule length L from 217 to 249m, there is no change before and after the proposed
Rule Change.
 For ships with rule length L 250m or above, the required net thickness of the proposed Rule Change
is greater than that before.
The comparison data are summarized in the Table 6 and Figure 2,

Table 6 – KC 417 – Comparison for the required net thickness of bulkhead stiffener of non-tight
bulkheads not acting as pillars in CSR and the proposed Rule Change

Figure 2 – KC 417 – Comparison for the required net thickness of bulkhead stiffener of non-tight
bulkheads not acting as pillars in CSR and the proposed Rule Change
2.7 KC 494 –Transverse and longitudinal watertight bulkheads

minimum net thickness
Chapter 9 Section 1 Table 1 and Chapter 9 Section 2 Table 1 give the minimum net thicknesses for
plating of several structural members. These tables are extracts of Table 6.1.2 but without values for the
transverse and longitudinal watertight bulkheads.
The corresponding lines are added and the same minimum net thickness as in table 6.1.2 is required.
2.7.2.1. Chapter 9 Section 1 [Table 1]

The line corresponding to the transverse and longitudinal watertight bulkheads is copied from Chapter 6
Section 1 Table 2 to Chapter 9 Section 1 Table 1.

The line corresponding to the transverse and longitudinal watertight bulkheads is copied corresponding
line from Chapter 6 Section 1 Table 2 to Chapter 9 Section 2 Table 1.

This correction is adding a minimum required net thickness.
As the final net thickness to consider is greater, there is no impact on scantling or on steel weight.

2.8 KC 524 – Fore Part structures in flooding condition
Ships are to be designed to have sufficient reserve strength to withstand in flooding scenarios as a
functional requirement. However, there is no specific paragraph in fore part referring to need of scantling
assessments in case the fore part is arranged with floodable spaces. The proposed amendment is to clarify
that Chapter 9, Section 2, [1.1.2] is also applicable to the fore part.
2.8.2.1. Chapter 9, Section 1, [1.1.2]

The new paragraph Chapter 9, Section 1, [1.1.2] is added for calculating the scantlings in flooding
conditions.
There is no change in terms of steel weight by comparing that before and after the proposed Rule Change
since the required values is smaller than the one of existing design in general.
2.9 KC 565 – Scantlings of transverse vertically corrugated watertight

bulkhead separating cargo holds for flooded conditions
The proposal is to clarify the pressure and force to be considered when determine the scantlings of
transverse vertically corrugated watertight bulkhead separating cargo holds for flooded conditions. In the
calculation, not only the resultant pressures and forces but also the pressures and forces in flooded empty
holds should be considered.
2.9.2.1. Chapter 6 Section 1 [3.2.3]

Cross reference of Ch 4, Sec 6, [3.3.6] is added into the definition of p.
2.9.2.2. Chapter 6 Section 2 [3.6.1]

Cross reference of Ch 4, Sec 6, [3.3.6] is added into the definitions of F and pG.

This amendment gives more precise application of resultant pressure and force when determine the
scantlings of transverse vertically corrugated watertight bulkhead separating cargo holds for flooded
conditions but is not changing the approach. There is consequently no impact on scantling or steel weight.
2.10 KC 567 – Bilge definition

The definition of the bilge area is not given in the current CSR BC and as shown in Figure 3 below, it
may lead to ambiguities particularly in fore and aft parts where the curved part of the side shell is wider
than in the “central” area.
The CSR OT in 4/1.8.1.1 gives in turn a concrete definition of the bilge plating within the 0.4L amidships
area and outside.
As tankers and bulkers have similar hull shapes, proportions and coefficients and are submitted to similar
sea pressures, it is possible to use a similar definition in CSR BC than in CSR OT.
On this basis, the proposed definition distinguishes:
• the cylindrical part of the hull where the bilge is clearly defined
• The other parts where a maximum height – already defined in CSR OT – is considered in order to
limit the bilge extent even if the curved plating is continuing above.
Figure 3 – KC 567 – ambiguous bilge area in the fore part.
The requirements for the aft and fore parts are to be applied in addition to the ones triggered by this
definition; this applies to the strengthening of the flat bottom area in the fore part in Chapter 9 Section 1
[5.2].
Consequently, the term “flat” is not used anymore in Chapter 9 Section 1 for avoiding misunderstandings,
as the current requirements give a clear definition of the reinforced area.
2.10.2.1. Chapter 1 Section 4 [3.22] and [3.22.1]

A new sub-article and a new requirement are added to incorporate the definition of the bilge plating.
2.10.2.2. Chapter 9 Section 1 [5] [5.1.1] [5.2.1] [5.3.1] [5.3.2]

The word “flat” is removed from the titles or the requirements.

2.10.3.1. Cylindrical area

On the cylindrical part, the bilge definition is matching the current practice and therefore, there is no
impact on scantling or on steel weight.
2.10.3.2. Forward to the cylindrical area

The rule change does not change the definition of the areas to be reinforced in the forward area. There is
consequently no impact on scantling or on steel weight.
2.11 KC 568 – Strength of Rudder Body
The reason to change is to make the rules in line with URS 10.
2.11.2.1. Chapter 10 Section 1 [5.1.4]

Allowable bending and Von Mises stress is changed to be in line with URS 10.
The reduction of allowable stress will result in a minor increase in scantlings.
2.12 KC 571 – Cargo mass in fatigue stress assessment

For fatigue strength assessment, the cargo density used is to be as much “realistic” as possible.
Therefore, the cargo density according to Chapter 4 Appendix 3 should be used for fatigue strength
assessment not only by direct analysis specified in Chapter 8 Section 3, but also simplified method
specified in Chapter 8 Section 4 [2.3.5].
2.12.2.1. Chapter 8 Section 4 [2.3.5]

In the definition of the inertial pressure due to the dry bulk cargo, the value of the cargo density to be
used is added.


There is no impact on scantling or steel weight as this change is intended to clarify the load case to
consider in fatigue strength assessment.
2.13 KC 590 – Effective breadth of attached plating for primary

supporting members
The definition of the effective breadth of attached plating of primary supporting members given in
Chapter 3 Section 6 [5.4.1] does not consider the spacing and is in contradiction with the definition given
in Chapter 6 Section 4 [Symbols] which refers to Chapter 3 Section 6 [4.3.1].
The definition given in Chapter 3 Section 6 [4.3.1] is used. This change is made for clarifying the
requirements.
2.13.2.1. Chapter 3 Section 6 [5.4.1]

The last sentence of the item is modified in order to refer to Chapter 3 Section 6 [4.3.1] for the
determination of the effective breadth of the attached plating.

In Chapter 6 Section 4 [Symbols], the effective breadth bp to consider for primary supporting members is
already defined as per Chapter 3 Section 6 [4.3.1].
For ships having a length L less than 150m, the requirements in Chapter 6 Section 4 are thus made in
accordance with this definition. For ships having a length L greater than 150m, the scantlings of primary
supporting members are to comply with the results of direct calculations that are not concerned by this
definition.
There is consequently no impact on scantling or steel weight.
2.14 KC 630 – Deck between hatches

Firstly, regarding the structural arrangement, the definition of the beams under consideration in this item
is clarified: these are hatch end beams and cross deck beams. In addition, the term “bulwark” is replaced
by “deck side” in order to match the designs where a bulwark is not fitted.
Secondly, as some designs are not able to comply with these prescriptive requirements, the use of a direct
strength analysis as per Chapter 7 in these rules is now allowed.
2.14.2.1. Chapter 3 Section 6 [9.2.3]

First change: the general term “beams” is replaced by “hatch end beams and cross deck beams” and the
term “bulwark” is replaced by “deck side”.
Second change: addition of the sentence which allows the use of direct strength analysis for the
arrangements that do not comply with the prescriptive requirements in this sub-article.


The first correction has no impact on scantling.
The designs concerned by the direct strength analysis are supposed to be made of less structural elements
than those complying with the prescriptive requirements in this item.
Consequently, this change does not increase the steel weight induced by this requirement. In addition, the
use of a direct strength analysis is not supposed to affect the scantlings.
2.15 KC 653 – Bow flare area pressure
In Ch 4, Sec 5, [4.1.1], bow flare area pressure is specified but calculation point and draft to be
considered are not clearly specified.
According to the background of this requirement, the following assumptions are to be considered for this
requirement:
(1) Hydrostatic pressure and hydrodynamic pressures among load cased H, F, R and P, calculated in
normal ballast condition
(2) TB, minimum ballast draught at midship in normal ballast condition as specified in Ch 1, Sec 4,
[2.1.1] is to be considered for the calculation of hydrostatic pressure and hydrodynamic pressures
(3) Any considered point of the hull is to be used for a calculation point
To be in line with the above, the definitions of hydrostatic pressure and hydrodynamic pressures are
modified.
2.15.2.1. Chapter 4 Section 5 [4.1.1]

The definitions of hydrostatic pressure and hydrodynamic pressures are modified in order to make the
calculation points and draught to be considered clear.
This change is intended to clarify the definitions of hydrostatic pressure and hydrodynamic pressures and
does not include any scantling requirement. This change does not affect the scantlings or the steel weight.

2.16 KC 654 – Primary supporting members under flooded condition.
Under flooding condition, the scantlings of collision bulkhead and other watertight boundaries are
calculated according to Chapter 6, Section 1, [3.2.2] for bulkhead plating and Chapter 6, Section 2, [3.2.5]
for ordinary stiffeners.
However, there is no specific requirement for the primary supporting members (PSM). Hence a new
requirement for PSM’s has been developed based on similar method as for ordinary stiffeners considering
the parameter “α”.
The α parameter set to 1.15 leads to lower values of net section modulus and net shear sectional area
lower than in intact condition (see Chapter 6, Section 4, [2.6.3]).
2.16.2.1. Chapter 6, Section 4, [1.6.1]

A new paragraph is added giving a reference to flooding requirements for PSM
2.16.2.2. Chapter 6, Section 5

The new section is added for calculation of scantlings for primary supporting members under flooded
conditions. The formula is based on similar requirement given in Chapter 6, Section 2, [3.2.5] for
ordinary stiffeners.
The new requirement will have an impact on watertight structure which is not normally subject to liquid
load. Typical examples are collision bulkhead, engine room bulkhead and other watertight boundaries
which is not part of a liquid tank boundary.
There is little or no change in terms of steel weight by comparing that before and after the proposed Rule
Change since the required values is in general smaller than the one of existing design in general. Details
of calculation results can be found in Annex I.
2.17 KC 666 – Deck Primary Supporting Members
2.17.1 Rule change description
As stated in Pt. 9 Sec. 1 [4.4.4] and Pt. 9 Sec. 2 [4.3.4], scantlings of deck PSM in fore and aft peak areas
are currently to be determined according to Ch. 6, Sec. 4.
This has created some confusion in application of scantlings requirements for PSM in fore and aft peaks
which are different from those of side PSM as shown in the following table.
This rule change is to align the scantlings requirements of deck PSM in fore and aft peaks to those of side
PSM. Reference is made to the TB Document of CSR 2006 edition.

Table 7 – KC 666 – Comparison of current scantlings requirements for PSM
Fore and aft peaks

Cargo area (Ch.9 Sec.1 & Sec.2)
Item Requirement
(Ch.6. Sec.4) Deck Side
Min.
thickness
Web thickness of PSM
t = 0.6 L2 t = 0.7 L2 (*1) t = 0.7 L2 (*1)
Section
w=
( pS + pW )s 2 103 λS = 0.8 λS = 0.8 λS = 0.9
modulus
mλS RY m = 10 m = 10 m = 10 (*2)
5( p S + pW )s RY
Shear area Ash = τ a = 0.4 RY τ a = 0.4 RY τa =
τ a sin φ 3
(*1) Minimum web thickness for PSM is stated in fore peak area. In aft peak area, similar requirement applies
only to floors.
(*2) The m-coefficients stated in Ch.9 Sec.1 and Sec.2 [Symbols] are specified only for stiffeners.
2.17.2.1. Chapter 9 Section 1 [Symbols]

1. The m-coefficient is specified explicit for PSM.
2. Span and spacing are re-defined to cover both stiffeners and PSM.
2.17.2.2. Chapter 9 Section 1 [4.4.4]

1. The scantlings formulae and allowable stresses of deck PSM in fore peak area are specified explicit
in the new Table 5.
2. The allowable normal stress and the allowable shear stress are taken from ordinary stiffeners same as
side PSM.
3. Reference to bow flare area pressure in [3.3] is taken out which is not relevant for deck PSM.
4. For complex deck structure, opening for a direct calculation is included to replace the scantlings
formulae.
2.17.2.3. Chapter 9 Section 2 [Symbols]

1. The m-coefficient is specified explicit for PSM.
2. Span and spacing are re-defined to cover both stiffeners and PSM.
2.17.2.4. Chapter 9 Section 2 [4.3.4]

1. The scantlings formulae and allowable stresses of deck PSM in aft peak area are specified explicit in
the new Table 5.
2. The allowable normal stress and the allowable shear stress are taken from ordinary stiffeners same as
side PSM.
For complex deck structure, opening for a direct calculation is included to replace the scantlings
formulae.
2.17.3 Impact on scantlings
According to the rule change, allowable stresses of deck PSM in intact conditions will increase in fore
and aft peak areas, i.e., normal stress by +11% and shear stress by +44%. In addition, requirements in
testing conditions are introduced for deck PSM. Consequently, required scantlings of deck PSM in intact

conditions will be reduced as shown in the Appendix. Impact on steel weight is not expected because
actual scantlings are normally above the requirements.
2.18 KC 758 – Height of double bottom

The last version of the SOLAS Ch. II-1, Part B-2, Reg. 9 (2) entered in application in January 2009 is to
be considered and thus replaces the first paragraph of the requirement.
2.18.2.1. Chapter 3 Section 6 [6.1.3]

The text of the first paragraph is replaced by an adapted version of the herein referenced SOLAS
regulation.

The main change induced by this modification is the addition of a lower limit of 0.76m for the double-
bottom height.
It can be considered that this lower limit is far below the current practices, even in the moulded parts of
the hull.
There is consequently no impact on steel weight or on scantling.
2.19 KC 759 – Spacing of solid floors
In Ch.9 Sec.1 [2.3.2], prescriptive requirement is given with respect to spacing of solid floors in case of
longitudinal framing. However, it was agreed in KC 759 that a larger spacing may be acceptable, when
the bottom structure is verified by FEA deemed appropriate by the Society.
2.19.2.1. Chapter 9 Section 1 [2.3.2]

In the second paragraph which is applicable for longitudinal framing, a new sentence is inserted so that a
larger spacing of solid floors may be acceptable based on FEA.

2.20 KC 760 – Depth of web stiffener
The requirement to depth of web stiffeners is based on a simplified assessment of the buckling strength of
the stiffener. The formulation is derived based on the assumptions that the web stiffener is of flat bar type,
and that the web stiffener length is approximately the same as the shorter side of the web plate.
The requirement is a simple, conservative means to proportion web stiffeners, however, it has been found
to be too conservative for cases where the above mentioned assumptions are not satisfied.
Based on the above, it was agreed in KC 760 that Ch3 Sec 6 [5.2.1] is only applicable to web stiffeners of
flat bar type. The rule text has been modified accordingly.
As an alternative to the simple conservative descriptive requirement, the rule text has been amended to
allow a more advanced buckling check in accordance with Ch6 Sec3, given that the slenderness
requirement in Ch 6 Sec 2 [2.3.1] and specific web stiffener requirements in Ch 6 Sec 2 [4] are satisfied.
The rule change as described above is also to be applicable for non-tight bulkheads.
2.20.2.1. Chapter 3 Section 6 [5.2.1]

It is clarified that the requirement to depth of web stiffener depth is only applicable to flat bar type
stiffeners.
The rule text has been amended to allow a more advanced buckling check in accordance with Ch6 Sec3.
Chapter 3 Section 6 [10.5.1]

It is clarified that the requirement to depth of web stiffener depth is only applicable to flat bar type
stiffeners.
The rule text has been amended to allow a more advanced buckling check in accordance with Ch6 Sec3.
The rule proposal is made to align the Rules with well proven industry practice. Impact on steel weight is
considered negligible.
2.21 KC 764 – Connection ends of web stiffeners
The formula for evaluating the stress at the ends of web stiffeners of primary supporting members in
water ballast tanks comes from the NK rules – Guidance Part C C1.1.14 (1) of the 2010 edition – in
which the coefficient of 1.1 is a “Correction coefficient for corrosion”.
As the CSR BC uses the net scantling approach, this coefficient should not be considered and the formula
is amended accordingly.

2.21.2.1. Chapter 6 Section 2 [4.1.3]

The coefficient 1.1 is removed from the formula giving the stress.
Removing this coefficient decreases the calculated stress of 9%. In turn, this allows the stress range ∆𝜎 to
be increased of 10% for the same design. This stress range ∆𝜎 is a function of several dimensions and of
the stiffening arrangement through the dynamic load W.
In addition, this requirement is intended to ensure that the connection of stiffeners to longitudinals have
sufficient fatigue strength.
2.22 KC 768 & KC 800 – Ultimate Strength in Lateral Buckling Mode

2.22.1.1. Ch. 6 Sec. 3 [4.2.2]

Relevant KC ID : 768
In Ch.6 Sec.3 [4.2.2], it is not clear about how to calculate net section modulus of stiffeners snipped at
both ends.
When a stiffener snipped at both ends is under compression, compressive stress is induced at the attached
plate by a moment due to eccentricity of a compression force off the neutral axis of the stiffener.
Consequently the net section modulus is in general calculated at the attached plate.
Figure 4 – KC 768 & 800 – Moment and forces on a snipped stiffener in lateral buckling.
However, when a stiffener snipped at both ends is subject to lateral pressure acting on the stiffener side,
and when M1 induced by lateral pressure is larger than M0 induced by the deformation, the flange is in
compression. Therefore the net section modulus is calculated at the flange.
When a stiffener snipped at both ends is subject to lateral pressure acting on the stiffener side, M0 and M1
are in opposite direction. Therefore the deformation w shall be the absolute value of difference between
w0 and w1.
2.22.1.2. Ch. 6 Sec. 3 [4.2.3]

In Ch.6 Sec.3 [4.2.3], it is not clear about whether this requirement is applicable to stiffeners snipped at
both ends or not.
It is clarified by KC800 that Ch.6 Sec.3 [4.2.3] is applicable to stiffeners other than snipped at both ends.

2.22.2.1. Ch. 6 Sec. 3 [4.2.2]

In the definition of net section modulus Wst, it is clarified about how to calculate for stiffeners snipped at
both ends.
In the definition of deformation w, it is clarified about how to calculate for stiffeners snipped at both ends.
2.22.2.2. Ch. 6 Sec. 3 [4.2.3]

A note is inserted in order to clarify that Ch.6 Sec.3 [4.2.3] is applicable only to stiffeners other than
snipped at both ends.

The scantling impact is negligible in terms of steel weight.
2.23 KC 773 – Corrosion addition of longitudinal stiffeners

When a longitudinal stiffener is concerned by different corrosion additions (e.g. the face plate of the
stiffener is within the 3m below the tank top and the web plate is outside this area), the severest corrosion
addition is to be applied. This principle is not easy to apply, particularly for prescriptive softwares, as the
stiffener’s properties are evaluated on the basis of the coordinate of the connection point between the
stiffener and the attached plating.
The same approach is kept for the corrosion addition to consider for a longitudinal stiffener: it is the value
at the coordinate of its connection point to the attached plating.
2.23.2.1. Chapter 3 Section 3 [1.2.1]

A sentence is added to specify that the corrosion addition of a longitudinal stiffener is based on the
coordinates of its connection point to the plating.

There is no impact on the dimensions obtained from the prescriptive approach, due to the net scantling
approach used in the CSR
The impact on the steel weight is not evaluated.
2.24 KC 793 – Cofferdam arrangement

The requirement in Chapter 2 Section 2 [2.1.3] is about arrangement for fire safety. This is also covered
by SOLAS in Chapter II-2 with extensive details.
Therefore, this requirement is not needed in the CSR BC and is deleted from it. The subsequent
requirement is renumbered.

2.24.2.1. Chapter 2 Section 2 [2.1.3]

This requirement is removed: the text is replaced by “void”.

SOLAS requirements about fire safety are applicable and overrule the deleted requirement. There is
consequently no impact on steel weight or scantling.
2.25 KC 798 – SOLAS Subdivision arrangement

The previous requirement of SOLAS Chapter II-1, Part B, Regulation 11 (cf. App.3.2) is changed to the
new version of SOLAS Ch. II-1, Part B-2, Reg. 12 (9), (cf. App.3.3) applicable from January 2009.
Before January 2009, in SOLAS Chapter II-1, Part B, the arrangement of “Peak and machinery space
bulkheads, shaft tunnels, etc.” was declined in regulation 10 (7) (cf. App.3.1) for passenger ships and in
regulation 11 (8) for cargo ships.
The main difference was the inclusion of an afterpeak bulkhead in the case of passenger ships and of
specific arrangement principles.
While the current reference in CSR BC Chapter 2 Section 1 [3.1.1] is the correct one, the text is from the
regulation 10 (7).
The new version in regulation 12 (9) has merged the former two ones and thus is to be adapted to the case
of bulk carriers.
The relevant part of this new version of the requirement is copied in the CSR BC text and the last
sentence of the requirement regarding the after peak bulkhead is removed as the new SOLAS regulation
makes it clearly intended to passenger ships only.
2.25.2.1. Chapter 2 Section 1 [3.1.1]

The text of this requirement is changed to the relevant parts of the new text of SOLAS Ch. I-1, Part B-2,
Reg. 12 (9).
The last sentence of the initial text is removed.
The symbol L is replaced by the symbol LLL for the consistency with the other requirements in the CSR
BC.
As this is not the complete SOLAS text, the reference to the SOLAS regulation is not added before and
the text is not in italic. The reference to the SOLAS regulation is to be found through the technical
background.

The new text gives more precise requirement for the after peak bulkhead but is not changing the
approach. There is consequently no impact on steel weight or scantling.

2.26 KC 836 – Side bottom girders in way of machinery seatings
In KC 836 it was agreed that the requirement that side bottom girders in way of machinery seatings have
to be tapered for at least three frame spacings forward of the E/R bulkhead is too rigid. In order to ensure
design flexibility, it was agreed that the requirement should be replaced by a more general requirement to
structural continuity.
2.26.2.1. Chapter 9 Section 3 [2.1.5]

The requirement in the fourth paragraph that side bottom girders in way of machinery seatings have to be
tapered for at least three frame spacings forward of the E/R bulkhead has been replaced by a more general
requirement to structural continuity.
In some cases tapering brackets in the double bottom may be avoided. Impact on steel weight is
considered negligible.
2.27 KC 848 – Harmonisation of welding of abutting plates below the

waterline
The requirements of CSR BC for the welding of abutting plate panels forming boundaries to sea water
below the summer waterline differs from those of CSR OT:
• In CSR BC Chapter11 Section 2 [2.4.1], a full penetration weld is to be always applied.
• In CSR OT 6/5.3.4.3 (f), full penetration welding is to be applied only for plate panels having a gross
thickness less than or equal to 12mm.
For thicker plates, partial penetration welding is allowed, provided the root face length is smaller
than the third of the gross thickness of the plates.
Industry is also reporting that full penetration welding is unpractical and unnecessary for thick plates (i.e.
having a gross thickness greater than 12mm).
The current requirements of CSR BC are harmonised with those of CSR OT in order to meet the current
practices of industry.
2.27.2.1. Chapter 11 Section 2 [2.4.1]

In the last item of the list:
• The lower limit of 12mm in as-built thickness is added for the application of the full penetration
welding.
• The application of deep penetration welding to thicker plates is added with a reference to Fig.2 for the
definition of the root face.

Deep penetration welding is considered in Chapter11 Section 2 [2.5] but in a general manner, without a
list of applicable items. Therefore, it has been considered preferable for the sake of the reader to keep the
deep penetration welding requirement in the full penetration section, for this particular kind of plates.

The rules requirement is about the practice of the industry.
The resulting differences on scantling or steel weights are not evaluated.
2.28 KC 854 – Members subjected to fatigue strength assessment

Regarding Tab 1 in Chapter 8, Section 1, the intent at the time of development of the CSR-BC was not to
check the inner bottom only, but the whole connection of inner bottom with sloping and/or vertical plate
of lower stool, which includes all the plates. The whole connection means the connection of plating
members of inner bottom, side of lower stool, girders and floors in DB and diaphragms in lower stool.
In addition, it is to be noted that, when making fatigue assessment of such connection, if fatigue problems
are found in any of the above plating members, then reinforcements are to be considered for all the
concerned plating members. It means that Table 1 concerns all the plating members involved in the inner
bottom/lower stool connection and not only the inner bottom plating.
2.28.2.1. Chapter 8 Section 1 [1.3.1]

The text of this item is modified to indicate that all the connected members are to be checked and that all
connected members are to be reinforced when a problem is found.
Table 1 is kept as it is.

The applied modification is only intended to enforce the understanding of the readers. There is no
modification on the scantling or the steel weight.
2.29 KC 903 – Collision Bulkhead

In order to be in line with the SOLAS requirements, the former text from SOLAS Ch. II-1, Part B, Reg.
11, is replaced by the text from SOLAS Ch. II-1, Part B-2, Reg.12 (1) which was previously the Annex 2
of MSC resolution 216(82).
2.29.2.1. Chapter 2 Section 1 [2.1.1]

The text of this item is changed in order to be inline with the SOLAS text. The initial term
“Administration” in the SOLAS text is replaced by “Society” and is not in italic in order to identify the
change.


The change in the SOLAS text is mainly about the arrangement of this collision bulkhead. There is no
defined scantling. The possible impact on the steel weight is not evaluated.
2.30 KC 938 – Harmonisation of tapering between abutting plates

Tapering is required between plates of different thicknesses in both CSR BC and CSR OT:
• In CSR BC Chapter 11 Section 2 [2.2.2], the criterion for applying tapering is a difference in as-built
thickness equal to or greater than 4mm.
• In CSR OT 6/5.2.2.2, the criterion for applying tapering is a difference “by more than” 4mm.
In order to harmonise these criteria, the CSR BC requirement is modified in order to consider a difference
in thickness between the abutting plates strictly greater than 4mm.
2.30.2.1. Chapter 11 Section 2 [2.2.2]

In the first sentence the term “equal to or greater than” is replaced by “greater than”.

The rules requirement is about the practice and does not give dimensions of the tapering.
The resulting differences on scantling or steel weights are not evaluated.
2.31 KC 966 – Load Testing Height

According to the comment from industry and further investigations, the conclusion is that 0.9 m head of
water above top of hatch is irrational to carry out the structural test of ballast hold. It is very difficult to
keep the testing load height specified because the hatch cover of a ballast hold is generally not watertight
but weathertight. Ballast hold is subject to higher liquid pressure in rough sea and the test itself is not
intended for the hatch covers.
Furthermore, IACS is developing a new version (Rev.4, July 2011) of the UR S14 “Testing Procedures of
Watertight Compartments” on the basis of a guideline (cf. App.4.1) for tight test of compartments. This
document is attached in Appendix 3.
In this new version of UR S14, the load test height for ballast hold is not 0.9m above top of hatch but top
of hatch coaming.
This does not apply to the overhead of 0.9 m used in Chapter 4, Section 6 Table 2, kept as a design
overhead.
In addition, the definitions of the coordinates are clarified in Chapter 3 Section 6 Table 2.
2.31.2 Applied Changes
2.31.2.1. Chapter 3 Section 6 [4.1.1] Table 2

• In the last line of the table, containing the definition:
• In the zml definition, the term “margin line” is changed to “the bulkhead deck at side”

• In the zh definition, the term “hatch” is changed to “hatch coaming”.

• The “0.9m head of water above the highest point of tank” in line 4 column “Structural test pressure” is
replaced by the “head of water above top of hatch coaming”;

The changes are clarifying the terms used in order to match the current practice. There is consequently no
impact on scantling or steel weight.

The main purpose of structural test is not to determine a scantling of structural members but to check the
soundness of the structure. Ballast hold is subject to higher liquid pressure in rough sea and scantling is
determined by pressure in sea going condition.
2.32 KC 1004 – Bulb stiffener’s properties

In some cases, the use of an equivalent angle section for the determination of the characteristics of a bulb
stiffeners leads to significant differences with the exact values.
For example, the inertial moment about the horizontal neutral axis of a bulb 200x10 is:
• Equivalent angle section: I = 1019cm4
• Direct method:
• Holland Profile: I = 1017cm4
• Russian Profile: I = 1083cm4
The use of values obtained by direct methods is requested and in addition, the harmonisation of the two
set of CSR rules is needed.
2.32.2.1. Chapter 3 Section 6 [4.1.1]

A sentence allowing the use of exact values for the dimensions and properties of a bulb section is added
to the text. The use of an equivalent angle section is kept.

As the mass of the bulb profile should be given by the manufacturer and so available to the designers,
there is no impact on the steel weight.

2.33 KC 1009 – Single side and double side definitions
The SOLAS XII Reg.1 has been updated with definitions of single side skin and double side skin bulk
carriers.
As some requirements in the CSR BC are specifically intended to each kind of bulk carriers, these
definitions are added to the rules.
It is to be noted that these definitions are in addition to the definition of a CSR bulk carriers as per
Chapter1 Section 1 [1.1].
2.33.1.1. SOLAS definitions

Definitions of bulk carriers, single side skin and double side skin bulk carriers are given by IMO in
SOLAS regulations and by IACS in UR Z and partially in the CSR BC (cf. Appendix 3).
SOLAS Chapter IX, Regulation 1 (6.) defines the bulk carriers in terms of:
• Intended cargoes: dry cargoes in bulk;
• General design of the cargo space: single deck, top-side tanks, hopper side tanks.
SOLAS Chapter XII, Regulation 1 (1. to 4.) defines the bulk carriers in terms of:
• Intended cargoes: dry cargoes in bulk;
• Single-side skin:
• any part of a cargo hold is bounded by the side shell
• cargo holds bounded by a double-side skin with the following criterion on its width:
Table 8 – KC 1009 – Double-side skin width equivalent to a single-side skin as per SOLAS XII.
Width of the double-side skin Construction period 1

≤ 760 mm Before 1st January 2000
≤ 1000 mm Between 1st January 2000 and 1st July 2006
• Double-side skin when the ship side is made of the side shell and a longitudinal bulkhead connecting
the double-bottom to the deck, including hopper side and top-side tanks if any.
The resolution MSC.79(70) refers to the resolution 6 of the SOLAS Conference 4 held in 1997 about the
interpretation of the definition of a bulk carrier.
In its resolution 6, the SOLAS Conference 4 merged the definition of Chapter IX Regu1ation (6.) and
Chapter XII Regulation 1 by applying the general design to any bulk carrier.
2.33.1.2. IACS definitions

UR Z10.2.1.2.1 defines a bulk carrier similarly as SOLAS Chapter IX Regulation 1 (6.), cf. 2.33.1.1.
UR Z10.2.1.2.2 and UR Z10.5.1.2.1 define a double skin bulk carrier a bulk carrier where all cargo holds
are bounded by a double-side skin, regardless of the width of enclosed space.
2.33.1.3. CSR BC application

As per CSR BC Chapter 1 Section 1 [1.1.1], the CSR BC is applicable to bulk carrier ships contracted for
construction on of after 1st April 2006.
1
SOLAS XII Reg.1 (8) defines the construction as the date when the keel is laid or when the ship is at a
similar stage of construction.

2.33.1.4. Analysis
For bulk carriers contracted for construction after the 1st July 2006, there is no more applicable width
requirement for the consideration of a double-side skin design.
The definitions given by IACS are including the SOLAS definitions and interpretations in terms of
• Intended cargoes: dry cargo in bulk.
• General design of the cargo space: single deck, top-side tanks, hopper side tanks.
• Single-side skin: any part of a cargo hold is bounded by the side shell.
• Double-side skin when the ship side is made of the side shell and a longitudinal bulkhead connecting
the double-bottom to the deck, including hopper side and top-side tanks if any.
CSR BC already uses the above definition of a bulk carrier in terms of intended cargoes and general
design. In addition, it allows hybrid designs where among possible designs, holds of single skin and
double skin constructions can be mixed.
In order to cover all the possibilities, the definitions single-side skin constructions and double-side skin
constructions are added and can be applied to each hold.
The definitions of single-side skin and double-side skin constructions are as follow:
• Single-side skin construction
All the cargo holds are bounded by the side shell between the hopper plating or the inner bottom and
the top-side tank plating or the deck.
• Double-side skin construction
All the cargo holds are bounded by a double-side, including the hopper tank and the top-side tanks
when fitted.
Notes: • Between 1st April and 1st July 2006, width limit of 1000 mm for double-side skin is
applicable and contradicts the above definitions.
Considering that this sibling period is short and that no problem has been reported, it is
decided to not consider this specific case.
• These definitions are not considering the possible needs for access to the double-side
space.
The provisions and technical specifications given SOLAS Chapter II-1 Regulation 3.6 are
applicable and will govern the dimensions and access equipments of the double side space.
It is therefore not needed to add any mention of it in the definition of a double-side skin
bulk carrier.
In addition, the terms “bulk carriers” are replaced accordingly in other locations in the text.
2.33.2.1. Chapter 1 Section 4 [3.21] [3.21.1] [3.21.2]

The new article [3.21] is added for the definitions of holds of single side skin and double side skin
constructions. It contains the following new sub-articles:
• [3.21.1] for the single side skin bulk carriers,
• [3.21.2] for the double side skin bulk carriers.
2.33.2.2. Chapter 2 Section 3 [2.8] [2.9] [2.10] [2.11]

The words “single side bulk carriers” and “double side bulk carriers” are replaced by “holds of single side
skin construction” and “holds of double side skin construction” respectively in the different titles.
2.33.2.3. Chapter 3 Section [5] [1.3.3] [1.3.4]

skin construction” and “holds of double side skin construction” respectively in the different requirements.


The words “single side ships” and “double side ships” are replaced by “single side skin construction” and
“double side skin construction” respectively in the first column of the table. This does not affect the
formulas or the approach.

The words “bulk carriers” and “bulk carriers” are replaced by “skin construction” and “skin construction”
respectively in the second column of the table. This does not affect the formulas or the approach.
2.33.2.6. Chapter 8 Appendix 1 [2.5.1]

skin construction” and “holds of double side skin construction” respectively in the requirement.
This change is intended to clarify the definition of bulk carriers and does not include any scantling
requirement.
This change does not affect the scantlings or the steel weight.
2.34 KC 1082 – Minimum bow height

The reason to change is to make the rules in line with ILLC (Resolution MSC.223(82)).
2.34.2.1. Chapter 2 Section 2 [5.1.1]

The definition of draught T1 is to be replaced by the one as specified in ILLC. (Resolution MSC.223(82))

There is no impact on scantling.

Appendix 1. KC666 related documents
App.1.1. Introduction
Scantlings of deck PSM in fore and aft peaks have been compared taking actual bulk carriers in three
representative size groups as example, i.e.Handymax, Panamax and Capesize.
Table 9 – KC 666 – Main characteristics of typical bulk carriers
Ship size Capacity Applied Rules Freeboard type

Handymax 55,000 dwt CSR B
Panamax 80,000 dwt Non-CSR B-60
Capesize 180,000 dwt CSR B-60
App. 1.1.1 Comparison of scantlings

With a typical deck transverse, the following requirements are calculated and compared against actual
scantlings.
• Minimum web thickness of deck PSM (fore peak only) t = 0.7 L2

Ps 2 3
• Section modulus of deck PSM w= 10
10σ
5 Ps
• Shear area of deck PSM Ash =
τ sin φ
App. 1.1.2 Allowable stresses

As discussed in KC 666, allowable stresses for PSM are different between cargo area and fore and aft
peak areas and between side PSM and deck PSM. For PSM on side structure, allowable stresses are taken
from those of ordinary stiffeners as explained in the TB document for CSR 2006 edition. This rule change
is to align the requirements for deck PSM and side PSM in line with ordinary stiffeners. In connection
with this rule change, allowable stresses are newly introduced for testing conditions which are not
specified in the cargo area.
Table 10 – KC 666 – Allowable stresses
Intact condition
Condition Testing condition
Current rules New rules
Normal stress σ σ ≤ 0.8RY σ ≤ 0.9 RY σ ≤ 1.05RY

Shear stress τ τ ≤ 0.4 RY τ ≤ RY 3 τ ≤ 1.05 RY 3

App.1.2. Fore peak area
App. 1.2.1 Target deck structure in fore peak area

Typical deck transverse on fore peak tank top is selected as illustrated below in Table 11 and Figure 5.
Scantlings of deck PSM on the forecastle deck are determined by Ch.9 Sec.4 and therefore are kept
outside the scope of this study.
Table 11 – KC 666 – Fore peak arrangements for typical bulk carriers
Ship size Capacity Freeboard type Arrangement1)

Handymax 55,000 dwt B Type A
Panamax 80,000 dwt B-60 Type B
Capesize 180,000 dwt B-60 Type B
Fcle deck
Bosun store
Fcle deck Upp deck
Pillars Bosun store Pillars Void space
Upp deck
Target
Target
FPT FPT
Type A Type B
Figure 5 – KC 666 – Possible fore peak arrangements
App. 1.2.2 Applied loads in fore peak area

The following design loads have been considered:
1. External pressure on exposed deck (4/5.2)
2. Tank testing pressure (4/6.4)
3. Hydrostatic and hydrodynamic pressures (4/5.1)
They are not relevant for deck structure.
4. Inertial pressure of fore peak tank (4/6.2).
Inertial pressure on fore peak tank top is small compared to tank testing pressure and hence
neglected.
5. Bow flare area pressure (4/5.4)
This is not relevant for deck structure.
6. Lateral pressure in flooded condition (4/6.3)

Flooded condition may be relevant for a deck facing dry compartments. This is not applicable to
fore peak tank top.
7. Design load in stores
Design load in store space is not specified except for superstructure and deck house (9/4.3). A
design load of 5 kN/m2 for unexposed decks is insignificant and hence neglected.
App. 1.2.3 Scantlings calculation

For sake of simplicity, effect of longitudinal side girders forming deck grillage is ignored except for C.L.
girder thereby simple rule formulae can be applied. External pressure acting on the forecastle deck is
transmitted to the fore peak tank top by a set of pillars. For sake of simplicity, the external pressure load
supported by the pillars is re-distributed over the deck transverse on the fore peak tank top. In case of the
Capesize bulk carrier, strength of the deck structure had to be checked by a direct calculation due to
complexity of actual construction. For a complex deck structure, a direct strength calculation, typically
beam model type, is considered necessary.

Actual scantlings of deck transverse are compared against required scantlings according to the current
rules and the new rules respectively.
App. 1.2.4.1 Comparison of net section modulus
Table 12 – KC 666 – Fore peak, net section modulus with the current rules
Actual net Required net section modulus

section modulus (cm3) Ratio Ratio
Ship size (cm3) Intact condition Test condition (A) / (B) (A) / (C)
(A) (B) (C)
Handymax 2,663 1,781 NA 1.50 NA
Panamax 7,077 3,919 NA 1.81 NA
Capesize 15,439 11,129 NA 1.39 NA
Table 13 – KC 666 – Fore peak, net section modulus with the proposed change

(A) (B) (C)
Handymax 2,663 1,583 826 1.68 3.22
Panamax 7,077 3,483 4,790 2.03 1.48
Capesize 15,439 9,892 17,140 1.56 0.90*1
*1 According to a beam model calculation including deck structures above and connecting pillars,
maximum normal stress of 0.76 RY and maximum shear stress of 0.49 RY are obtained which are
acceptable according to the new rules.

App. 1.2.4.2 Comparison of net shear area
Table 14 – KC 666 – Fore peak, net shear area with the current rules
Actual net shear Required net shear area (cm2)

area (cm2) Ratio Ratio
Ship size Intact condition Test condition
(A) (A) / (B) (A) / (C)
(B) (C)
Handymax 75.1 35.6 NA 2.11 NA
Panamax 114 65.3 NA 1.75 NA
Capesize 182 122 NA 1.49 NA
Table 15 – KC 666 – Fore peak, net shear area with the proposed change

(A) (A) / (B) (A) / (C)
(B) (C)
Handymax 75.1 24.7 14.3 3.04 5.25
Panamax 114 45.3 69.1 2.52 1.65
Capesize 182 84.7 163 2.15 1.12*1
*1 According to a beam model calculation including deck structures above and connecting pillars,
maximum normal stress of 0.76 RY and maximum shear stress of 0.49 RY are obtained which are
acceptable according to the new rules.
App. 1.2.4.3 Comments from the comparative study

The following comments are made from the comparative study:
1. Actual scantlings of deck PSM in fore peak area are much above the requirements of the current rules.
This is a common observation with the three example ships.
2. According to the new rules, required section modulus will be further reduced from the current
requirements by 11% which may give rise to a significant reduction in actual scantlings if the
structures are fully optimised according to the new rules.
3. In case of fore peak with void space (type B arrangement), tank testing condition may be decisive for
deck PSM on fore peak tank top. This condition is missing in the current rules and therefore
comparison is not possible.
4. Increase of allowable shear stress by 44% has no impact on actual scantlings. In all three example
ships, required minimum web thickness (9/1[4.4.1]) will satisfy the web shear area requirement.
5. In case of the Capesize bulk carrier with a complex deck structure, a beam model calculation is
performed to confirm that the actual scantlings comply with the rules.
6. In case of the Handymax bulk carrier, the face plate thickness of the deck PSM is thinner than the
web plate thickness. It is observed that there is no proportional requirement for PSM in general and
that the current minimum thickness requirement of Ch.9 Sec.1 [4.4.1] applies only to web plate of
PSM.

App.1.3. Aft peak area
App. 1.3.1 Target deck structure in aft peak area

The same three ships as fore peak area (see Table 9) are used for the study of aft peak area. A typical deck
transverse on upper deck is selected as illustrated in Figure 6.
Target
Upp deck
SG room Pillars
APT
Figure 6 – KC 666 – used aft peak arrangements
App. 1.3.2 Applied loads in aft peak area

The following design loads have been considered:
1. External pressure on exposed deck (4/5.2)
2. Hydrostatic and hydrodynamic pressures (4/5.1)
This is not relevant for deck structure.
3. Lateral pressure in flooded condition (4/6.3)
This is not applicable to upper deck where flooded water head is zero.
App. 1.3.3 Scantlings calculation

For sake of simplicity, effect of longitudinal side girders forming deck grillage is ignored except for C.L.
girder thereby simple rule formulae can be applied.

Actual scantlings of deck transverse are compared against required scantlings according to the current
rules and the new rules respectively.

App. 1.3.4.1 Comparison of net section modulus
Table 16 – KC 666 – Aft peak, net section modulus with the current rules

(A) (B) (C)
Handymax 1,142 708 NA 1.61 NA
Panamax 2,952 975 NA 3.03 NA
Capesize 3,325 2,452 NA 1.36 NA
Table 17 – KC 666 – Aft peak, net section modulus with the proposed change

(A) (B) (C)
Handymax 1,142 630 NA 1.81 NA
Panamax 2,952 867 NA 3.40 NA
Capesize 3,325 2,179 NA 1.53 NA
App. 1.3.4.2 Comparison of net shear area
Table 18 – KC 666 – Aft peak, net shear area with the current rules

(A) (A) / (B) (A) / (C)
(B) (C)
Panamax 60.0 22.7 NA 2.64 NA
Capesize 77.0 37.8 NA 2.04 NA
Table 19 – KC 666 – Aft peak, net shear area with the proposed change

(A) (A) / (B) (A) / (C)
(B) (C)
Panamax 60.0 15.7 NA 3.82 NA
Capesize 77.0 26.2 NA 2.94 NA

App. 1.3.4.3 Comments from the comparative study

The following comments are made from the comparative study:
1) Actual scantlings of deck PSM in aft peak area are much above the requirements of the current
rules. This is a common observation with the three example ships.
2) According to the new rules, required section modulus will be further reduced from the current
requirements by 11% which may give rise to a significant reduction in actual scantlings if the
3) Increase of allowable shear stress by 44% has no impact on actual scantlings. In all three
example ships, web shear area requirement will be satisfied if suitable web thickness is
maintained for PSM which should be included in the rules same as fore peak area.
App.1.4. Conclusion
The following conclusion may be drawn from this consequence study.

1. Actual scantlings of deck PSM in fore and aft peak areas are much above the requirements. This is a
common observation with the three example ships. Increase of hull steel weight is therefore not likely
with this rule change.
2. According to the new rules, required section modulus will be further reduced from the current
requirement by 11% which may give rise to a significant reduction in actual scantlings if the
3. In case of fore peak with a large void space above fore peak tank, tank testing condition may be
decisive for deck PSM on fore peak tank top.
4. Increase of allowable shear stress by 44% from the current rules has no impact on actual scantlings
provided minimum web thickness (9/1[4.4.1]) is required for PSM.
5. For a complex deck structure, direct calculation should be acceptable instead of the simple rule
formulae.

Appendix 2. KC 328 related documents

Table 20 – KC 328 - net thickness of web stiffeners and brackets on double bottom floor
Figure 7 – KC 328 - Comparison for net offered thickness of PSM web stiffener/bracket and net minimum
required thickness in CSR-BC and the proposed Rule Change on double bottom floor

Table 21 – KC 238 net thickness of web stiffeners and brackets on double bottom girder
Figure 8 – KC 328 – Comparison for net offered thickness of PSM web stiffener/bracket and net minimum
required thickness in CSR-BC and the proposed Rule Change on double bottom girder

Table 22 – KC 328 – net thickness of web stiffeners and brackets on PSM in bilge hopper tanks
Figure 9- KC 328 – Comparison for net offered thickness of PSM web stiffener/bracket and net minimum
required thickness in CSR-BC and the proposed Rule Change on PSM in bilge hopper tanks

Table 23 – KC 328 – net thickness of web stiffeners and brackets on PSM in topside tanks
Figure 10 – KC 328 – Comparison for net offered thickness of PSM web stiffener/bracket and net minimum
required thickness in CSR-BC and the proposed Rule Change on PSM in topside tanks

Appendix 3. KC 798 Related documents

The following documents are the different versions of the SOLAS regulations affecting the bulkead
arrangement and reflected therefore in the CSR BC. The relevant parts of these texts for KC 798 are
highlighted.

App.3.1. SOLAS Chapter II-1 – Part B – Regulation 10

The initial SOLAS regulation about subdivision arrangement which has served in fact as a basis for the
CSR Chapter 2 Section 1 [3.1.1] is as follow.
Chapter II-1 - Construction - Structure, subdivision and stability, machinery and electrical installations
Part B - Subdivision and stability
Regulation 10 - Peak and machinery space bulkheads, shaft tunnels, etc., in passenger ships
1. A forepeak or collision bulkhead shall be fitted which shall be watertight up to the bulkhead deck. This bulkhead
shall be located at a distance from the forward perpendicular of not less than 5% of the length of the ship and
not more than 3 m plus 5% of the length of the ship.
2. Where any part of the ship below the waterline extends forward of the forward perpendicular, e.g. a bulbous
bow, the distances stipulated in paragraph 1 shall be measured from a point either:
.1. at the mid-length of such extension; or
.2. at a distance 1.5% of the length of the ship forward of the forward perpendicular; or
.3. at a distance 3 m forward of the forward perpendicular;
whichever gives the smallest measurement.
3. Where a long forward superstructure is fitted, the forepeak or collision bulkhead on all passenger ships shall be
extended weathertight to the next full deck above the bulkhead deck. The extension shall be so arranged as to
preclude the possibility of the bow door causing damage to it in the case of damage to, or detachment of, a bow
door.
4. The extension required in paragraph 3 need not be fitted directly above the bulkhead below, provided that all
parts of the extension are not located forward of the forward limit specified in paragraph 1 or paragraph 2.
However, in ships constructed before 1 July 1997:
.1. where a sloping ramp forms part of the extension, the part of the extension, which is more than 2.3 m above
the bulkhead deck, may extend no more than 1 m forward of the forward limits specified in paragraph 1 or
paragraph 2; and
.2. where the existing ramp does not comply with the requirements for acceptance as an extension to the
collision bulkhead and the position of the ramp prevents the siting of such extension within the limits specified
in paragraph 1 or paragraph 2 , the extension may be sited within a limited distance aft of the aft limit specified
in paragraph 1 or paragraph 2. The limited distance aft should be no more than is necessary to ensure non
interference with the ramp. The extension to the collision bulkhead shall open forward and comply with the
requirements of paragraph 3 and shall be so arranged as to preclude the possibility of the ramp causing damage
to it in the case of damage to, or detachment of, the ramp.
5. Ramps not meeting the above requirements shall be disregarded as an extension of the collision bulkhead.
6. In ships constructed before 1 July 1997, the requirements of paragraphs 3 and 4 shall apply not later than the
date of the first periodical survey after 1 July 1997.
7. An afterpeak bulkhead, and bulkheads dividing the machinery space, as defined in regulation 2, from the cargo
and passenger spaces forward and aft, shall also be fitted and made watertight up to the bulkhead deck. The
afterpeak bulkhead may, however, be stepped below the bulkhead deck, provided the degree of safety of the
ship as regards subdivision is not thereby diminished.
8. In all cases stern tubes shall be enclosed in watertight spaces of moderate volume. The stern gland shall be
situated in a watertight shaft tunnel or other watertight space separate from the stern tube compartment and
of such volume that, if flooded by leakage through the stern gland, the margin line will not be submerged.

App.3.2. SOLAS Chapter II-1 – Part B – Regulation 11

The initial SOLAS regulation about subdivision arrangement which should have served as a basis for the
CSR Chapter 2 Section 1 [3.1.1] is as follow.
Part B - Subdivision and stability
Regulation 11 - Peak and machinery space bulkheads and stern tubes in cargo ships
. (Paragraphs 8 and 9 of this regulation apply to ships constructed on or after 1 February 1992)
1. For the purpose of this regulation freeboard deck, length of ship and forward perpendicular have the meanings
as defined in the International Convention on Load Lines in force.
2. A collision bulkhead shall be fitted which shall be watertight up to the freeboard deck. This bulkhead shall be
located at a distance from the forward perpendicular of not less than 5 % of the length of the ship or 10 m,
whichever is the less, and, except as may be permitted by the Administration, not more than 8% of the length of
the ship.
3. Where any part of the ship below the waterline extends forward of the forward perpendicular, e.g. a bulbous
.1. at the mid-length of such extension; or
.2. at a distance 1.5% of the length of the ship forward of the forward perpendicular; or
.3. at a distance 3 m forward of the forward perpendicular;
whichever gives the smallest measurement.
4. The bulkhead may have steps or recesses provided they are within the limits prescribed in paragraph 2 or 3.
Pipes piercing the collision bulkhead shall be fitted with suitable valves operable from above the freeboard deck
and the valve chest shall be secured at the bulkhead inside the forepeak. The valves may be fitted on the after
side of the collision bulkhead provided that the valves are readily accessible under all service conditions and the
space in which they are located is not a cargo space. All valves shall be of steel, bronze or other approved
ductile material. Valves of ordinary cast iron or similar material are not acceptable. No door, manhole,
ventilation duct or any other opening shall be fitted in this bulkhead.
5. Where a long forward superstructure is fitted the collision bulkhead shall be extended weathertight to the deck
next above the freeboard deck. The extension need not be fitted directly above the bulkhead below provided it
is located within the limits prescribed in paragraph 2 or 3 with the exemption permitted by paragraph 6 and the
part of the deck which forms the step is made effectively weathertight.
6. Where bow doors are fitted and a sloping loading ramp forms part of the extension of the collision bulkhead
above the freeboard deck the part of the ramp which is more than 2.3 m above the freeboard deck may extend
forward of the limit specified in paragraph 2 or 3 . The ramp shall be weathertight over its complete length.
7. The number of openings in the extension of the collision bulkhead above the freeboard deck shall be restricted
to the minimum compatible with the design and normal operation of the ship. All such openings shall be
capable of being closed weathertight.
8. Bulkheads shall be fitted separating the machinery space from cargo and passenger spaces forward and aft and
made watertight up to the freeboard deck.
9. Stern tubes shall be enclosed in a watertight space (or spaces) of moderate volume. Other measures to
minimize the danger of water penetrating into the ship in case of damage to stern tube arrangements may be
taken at the discretion of the Administration.

App.3.3. SOLAS Chapter II-1 – Part B-2 – Regulation 12

The current SOLAS regulation about subdivision arrangement which is to be considered from now on in
the CSR Chapter 2 Section 1 [3.1.1] is as follow.
Part B-2 - Subdivision, Watertight and Weathertight Integrity
Regulation 12 - Peak and machinery space bulkheads, shaft tunnels, etc.
1. A collision bulkhead shall be fitted which shall be watertight up to the bulkhead deck. This bulkhead shall be
located at a distance from the forward perpendicular of not less than 0.05L or 10 m, whichever is the less, and,
except as may be permitted by the Administration, not more than 0.08L or 0.05L + 3 m, whichever is the
greater.
2. Where any part of the ship below the waterline extends forward of the forward perpendicular, e.g., a bulbous
.1. at the mid-length of such extension;
.2. at a distance 0.015L forward of the forward perpendicular; or
.3. at a distance 3 m forward of the forward perpendicular,
whichhever gives the smallest measurement.
3. The bulkhead may have steps or recesses provided they are within the limits prescribed in paragraph 1 or 2.
4. No doors, manholes, access openings, ventilation ducts or any other openings shall be fitted in the collision
bulkhead below the bulkhead deck.
5.1. Except as provided in paragraph 5.2, the collision bulkhead may be pierced below the bulkhead deck by not
more than one pipe for dealing with fluid in the forepeak tank, provided that the pipe is fitted with a screw-
down valve capable of being operated from above the bulkhead deck, the valve chest being secured inside the
forepeak to the collision bulkhead. The Administration may, however, authorize the fitting of this valve on the
after side of the collision bulkhead provided that the valve is readily accessible under all service conditions and
the space in which it is located is not a cargo space. All valves shall be of steel, bronze or other approved ductile
material. Valves of ordinary cast iron or similar material are not acceptable.
5.2. If the forepeak is divided to hold two different kinds of liquids the Administration may allow the collision
bulkhead to be pierced below the bulkhead deck by two pipes, each of which is fitted as required by paragraph
5.1, provided the Administration is satisfied that there is no practical alternative to the fitting of such a second
pipe and that, having regard to the additional subdivision provided in the forepeak, the safety of the ship is
maintained.
6. Where a long forward superstructure is fitted the collision bulkhead shall be extended weathertight to the deck
next above the bulkhead deck. The extension need not be fitted directly above the bulkhead below provided it
is located within the limits prescribed in paragraph 1 or 2 with the exception permitted by paragraph 7 and that
the part of the deck which forms the step is made effectively weathertight. The extension shall be so arranged
as to preclude the possibility of the bow door causing damage to it in the case of damage to, or detachment of,
a bow door.
7. Where bow doors are fitted and a sloping loading ramp forms part of the extension of the collision bulkhead
above the bulkhead deck the ramp shall be weathertight over its complete length. In cargo ships the part of the
ramp which is more than 2.3 m above the bulkhead deck may extend forward of the limit specified in paragraph
1 or 2. Ramps not meeting the above requirements shall be disregarded as an extension of the collision
bulkhead.
8. The number of openings in the extension of the collision bulkhead above the freeboard deck shall be restricted
to the minimum compatible with the design and normal operation of the ship. All such openings shall be
capable of being closed weathertight.
9. Bulkheads shall be fitted separating the machinery space from cargo and accommodation spaces forward and
aft and made watertight up to the bulkhead deck. In passenger ships an afterpeak bulkhead shall also be fitted
and made watertight up to the bulkhead deck. The afterpeak bulkhead may, however, be stepped below the
bulkhead deck, provided the degree of safety of the ship as regards subdivision is not thereby diminished.
10. In all cases stern tubes shall be enclosed in watertight spaces of moderate volume. In passenger ships the stern
gland shall be situated in a watertight shaft tunnel or other watertight space separate from the stern tube
compartment and of such volume that, if flooded by leakage through the stern gland, the bulkhead deck will not
be immersed. In cargo ships other measures to minimize the danger of water penetrating into the ship in case
of damage to stern tube arrangements may be taken at the discretion of the Administration.

Appendix 4. KC 966 related document

The following attachment is the IACS guideline as provided in KC 966 in the knowledge centre database.
The relevant parts of these texts for KC 966 are highlighted.

App.4.1. IACS Guideline for Procedures of Testing Tanks and Tight

Boundaries
IACS Guideline for Procedures of Testing Tanks and Tight Boundaries
1. General
These test procedures are to ensure the weathertightness of structures/shipboard outfitting, the
watertightness of tanks and watertight boundaries and structural adequacy of tanks.
Tightness of all tanks and tight boundaries of the ships at the new construction and, when major
conversions or repairs* have been made, those relevant to the major conversions/repairs should be
confirmed by these test procedures prior to delivery of the ship.
* Major repair means a repair affecting structural integrity.
2. Application
2.1 All gravity tanks** and other boundaries required to be watertight or weathertight should be tested
in accordance with this Guideline and proven tight and structurally adequate as follows:
• Gravity Tanks for their tightness and structural adequacy
• Watertight Boundaries Other Than Tank Boundaries for their watertightness, and - Weathertight
Boundaries for their weathertightness
** Gravity tank means a tank having a design working pressure not greater than 70 kPa at the top of
the tank.
2.2 The testing of cargo containment systems of liquefied gas carriers should be in accordance with
standards deemed appropriate by the Administration.
2.3 Testing of structures not listed in Table 1 or 2 should be specially considered.
3. Types of Tests and Definition of Test
3.1 The following two types of test are specified in this requirement:
Structural Test: A test to verify the structural adequacy of the construction of the tanks. This may be a
hydrostatic test or, where the situation warrants, a hydropneumatic test.
Leak Test: A test to verify the tightness of the boundary. Unless a specific test is indicated, this
may be a hydrostatic/hydropneumatic test or air test. Leak test with remark *3 in Table
1 includes hose test as an acceptable medium of the test.
3.2 Definition of each type of test is as follows:

Hydrostatic Test: A test by filling the space with a liquid to specified head.
(Leak and Structural)
Hydropneumatic Test: A test wherein space is partially filled with liquid and air pressure applied on
(Leak and Structural) top of the liquid surface.
Hose Test: A test to verify the tightness of the joint by a jet of water.
(Leak)
Air Tests: A test to verify the tightness by means of air pressure differential and leak
(Leak) detection solution. It includes tank air test and joint air test, such as
compressed air test and vacuum box test.

Compressed Air Fillet An air test of fillet welded tee joint and leak indicating solution applied on the
Weld Test: fillet welds.
(Leak)
Vacuum Box Test: A box over a joint with leak indicating solution appliedon the fillet or butt
(Leak) welds. Vacuum is created inside the box to detect any leaks.
Ultrasonic Test: A test to verify the tightness of a sealing by means of ultrasonic.
(Leak)
Penetration Test: A test to verify that no continuous leakages exist in the boundaries of a
(Leak) compartment by means of low surface tension liquids.
4. Test Procedures
4.1 General
Tests should be carried out in the presence of the Surveyor at a stage sufficiently close to the completion
of the work with all hatches, doors, windows, etc. installed and all penetrations including pipe
connections fitted, and before any ceiling and cement work is applied over the joints. Specific test
requirements are given in 4.4 and Table 1. For the timing of application of coating and provision of safe
access to joints, see 4.5, 4.6 and Table 3.
4.2 Structural Test Procedures
4.2.1 Type and Time of Test
Where a structural test is specified in Table 1 or Table 2, a hydrostatic test in accordance with 4.4.1 will
be acceptable. Where practical limitations (strength of building berth, light density of liquid, etc.) prevent
the performance of a hydrostatic test, a hydropneumatic test in accordance with 4.4.2 may be accepted as
an equivalent method.
Provided the results of a leak test are confirmed satisfactory, a hydrostatic test for confirmation of
structural adequacy may be carried out while the vessel is afloat.
4.2.2 Number of Structural Test
(1) Structural test should be carried out for at least one tank of same construction (i.e., same
design and same workmanship) on each vessel provided all subsequent tanks are tested
for leaks by an air test.
However, where structural adequacy of a tank was verified by structural testing required
in Table 1, the subsequent vessels in the series (i.e., sister ships built in the same
shipyard) may be exempted from such testing for other tanks which have the structural
similarity to the tested tank, provided that the water-tightness in all boundaries of
exempted tanks are verified by leak tests and thorough inspection should be carried out.
For sister ships built several years after the last ship of the series, such exemption may
be reconsidered. In any case, structural testing should be carried out for at least one tank
for each vessel in order to assure structural fabrication adequacy.
(2) For watertight boundaries of spaces other than tanks (excluding chain lockers),
structural testing may be exempted, provided that the water-tightness in all boundaries
of exempted spaces are verified by leak tests and thorough inspection should be carried
out.
(3) These subsequent tanks may require structural test if found necessary after the structural
testing of the first tank.
(4) Tanks for structural test should be selected so that all representative structural members
are tested for the expected tension and compression.

4.3 Leak Test Procedures

For leak test specified in Table 1, tank air test, compressed air fillet weld test, vacuum box test in
accordance with 4.4.3 through 4.4.6, or their combination will be acceptable.
Hydrostatic or hydropneumatic test may also be accepted as leak test provided 4.5 and 4.6 are complied
with. Hose test will also be acceptable for the locations as specified in Table 1 with the foot note *3.
Joint air test may be carried out in the block stage provided all work of the block that may affect the
tightness of the joint is completed before the test. See also 4.5.1 for the application of final coating and
4.6 for safe access to joint and their summary in Table 3.
4.4 Details of Tests
4.4.1 Hydrostatic Test
Unless other liquid is approved, hydrostatic test is to consist of filling the space by fresh water or sea
water, whichever is appropriate for testing of the space, to the level specified in Table 1 or Table 2.
In case a tank for cargoes with higher density is to be tested with fresh water or sea water, the testing
pressure height should be specially considered.
4.4.2 Hydropneumatic Test
Hydropneumatic test where approved should be such that the test condition in conjunction with the
approved liquid level and air pressure will simulate the actual loading as far as practicable. The
requirements and recommendations for tank air tests in 4.4.4 will also apply to hydropneumatic test.
4.4.3 Hose Test
Hose test should be carried out with the pressure in the hose nozzle maintained at least at 2·105 Pa during
the test. The nozzle should have a minimum inside diameter of 12 mm and be at a distance to the joint not
exceeding 1.5meters.
Where hose test is not practical because of possible damage to machinery, electrical equipment insulation
or outfitting items, it may be replaced by a careful visual examination of welded connections, supported
where necessary by means such as a dye penetrant test or ultrasonic leak test or an equivalent.
4.4.4 Tank Air Test
All boundary welds, erection joints and penetrations including pipe connections should be examined in
accordance with the approved procedure and under a pressure differential above atmosphere pressure not
less than 0.15·105 Pa with a leak indication solution applied.
It is recommended that the air pressure in the tank be raised to and maintained at about 0.20·105 Pa for
approximately one hour, with a minimum number of personnel around the tank, before lowered to the test
pressure of 0.15·105 Pa.
A U-tube with a height sufficient to hold a head of water corresponding to the required test pressure
should be arranged. The cross sectional area of the U-tube should be not less than that of the pipe
supplying air to the tank. In addition to U-tube, a master gauge or other approved means to verify the
pressure should be approved.
4.4.5 Compressed Air Fillet Weld Test
In this air test, compressed air is injected from one end of fillet welded joint and the pressure verified at
the other end of joint by a pressure gauge on the opposite side. Pressure gauges should be arranged so that
an air pressure of at least 0.15·105 Pa can be verified at each end of all passages within the portion being
tested.
Note: Where the leak test is required in way of the fabrication applying the partial penetration weld,
compressed air test is also applied in the same manner for fillet weld where the root face is
sufficiently large, i.e., 6 – 8 mm.

4.4.6 Vacuum Box Test
A box (vacuum tester) with air connections, gauges and inspection window is placed over the joint with
leak indicator applied. The air within the box is removed by an ejector to create a vacuum of 0.20·105 –
0.26·105 Pa inside the box.
4.4.7 Ultrasonic Test
An arrangement of an ultrasonic echoes sender inside of a compartment and a receiver outside. A location
where the sound is detectable by the receiver displays a leakage in the sealing of the compartment.
4.4.8 Penetration Test
A test of butt welds by using of a low surface tension liquid at one side of a compartment boundary. If no
liquid were detected on the opposite sides of the boundaries after expiration of a definite time this means
the verification of tightness of the compartments boundaries.
4.4.9 Other Test
Other methods of testing may be considered by each society upon submission of full particulars prior to
commencement of the testing.
4.5 Application of Coating
4.5.1 Final Coating
For butt joints by automatic process, final coating may be applied anytime before completion of leak test
of the space bounded by the joint.
For all other joints, final coating should be applied after the completion of leak test of the joint. See also
Table 3.
The Surveyor reserves a right to require leak test prior to the application of final coating over automatic
erection butt welds.
4.5.2 Temporary Coating
Any temporary coating which may conceal defects or leaks should be applied at a time as specified for
final coating. This requirement does not apply to shop primer.
4.6 Safe Access to Joints

For leak tests, a safe access to all joints under examination should be provided. See also Table 3.
Table 1
Test Requirements for Tanks and Boundaries
Tank or boundaryto be Test type Test head or pressure Remarks
tested
1 Double bottom tanks*4 Leak &Structural*1 The greater of
- top of the overflow,
- to 2.4m above top of tank *2, or
- to bulkhead deck
2 Double bottom voids*5 Leak See 4.4.4 through 4.4.6, as
applicable
3 Double side tanks Leak & Structural*1 The greater of

Tank or boundaryto be Test type Test head or pressure Remarks

tested
- to bulkhead deck
4 Double side voids Leak See 4.4.4 through 4.4.6, as
Applicable
5 Deep tanks other than Leak & Structural*1 The greater of
those listed elsewhere in - top of the overflow, or
this table - to 2.4m above top of tank *2
6 Cargo oil tanks Leak & Structural*1 The greater of
- to top of tank *2 plus setting of
any pressure relief valve
7 Ballast hold of bulk Leak & Structural*1 The greater of
carriers - top of the overflow, or
- top of cargo hatch coaming
8 Peak tanks Leak & Structural*1 The greater of After peak to be
- top of the overflow, or tested after
- to 2.4m above top of tank *2 installation of
stern tube
9 a. Fore peak voids Leak See 4.4.4 through 4.4.6, as
applicable
b. Aft peak voids Leak See 4.4.4 through 4.4.6, as After peak to be
applicable tested after
installation of
stern tube
10 Cofferdams Leak See 4.4.4 through 4.6, as
applicable
11 a. Watertight bulkheads Leak See 4.4.3 through 4.4.6, as
applicable
b. Superstructure end Leak See 4.4.3 through 4.4.6, as
bulkhead applicable
12 Watertight doors below Leak *6 See 4.4.3 through 4.4.6, as
freeboard or bulkhead applicable
deck
13 Double plate rudder blade Leak See 4.4.4 through 4.4.6, as
applicable
14 Shaft tunnel clear of deep Leak *3 See 4.4.3 through 4.4.6, as
tanks applicable
15 Shell doors Leak *3 See 4.4.3 through 4.4.6, as
applicable
16 Weathertight hatch covers Leak *3 See 4.4.3 through 4.4.6, as Hatch covers
and closing appliances applicable closed by
tarpaulins and
battens excluded
17 Dual purpose tank/dry Leak *3 See 4.4.3 through 4.4.6, as In addition to
cargo hatch cover applicable structural test in
item 6 or 7
18 Chain locker Leak & Structural Top of chain pipe
19 Independent tanks Leak & Structural*1 The greater of
- top of the overflow, or
- to 0.9m above top of tank
20 Ballast ducts Leak & Structural*1 The greater of
- ballast pump maximum
pressure, or
- setting of any pressure relief
valve

Note:
*1 Structural test is to be carried out for at least one tank of same construction (i.e., same design and
same workmanship) on each vessel provided all subsequent tanks are tested for leaks by an air test.
However, where structural adequacy of a tank was verified by structural testing, the subsequent
vessels in the series (i.e., sister ships built in the same shipyard) may be exempted from such
testing for other tanks which have the structural similarity to the tested tank, provided that the
water-tightness in all boundaries of exempted tanks are verified by leak tests and thorough
inspection are to be carried out. In any case, structural testing is to be carried out for at least one
tank for each vessel in order to assure structural fabrication adequacy. (See 4.2.2(1))
*2 Top of tank is deck forming the top of the tank excluding any hatchways.
*3 Hose Test may also be considered as a medium of the test. See 3.2.
*4 Including tanks arranged in accordance with the provisions of SOLAS regulation II-1/9.4
*5 Including duct keels and dry compartments arranged in accordance with the provisions of SOLAS
regulation II-1/9.4
*6 Where water tightness of watertight door has not confirmed by prototype test, testing by filling
watertight spaces with water is to be carried out. See SOLAS regulation II-1/16.2 and
MSC/Circ.1176.
Table 2
Additional Test Requirements for Special Service Ships/Tanks
Type of Structures to be Type of Test Test Head or Pressure Remarks

Ship/Tank tested
1 Liquefied gas Cargo containment See 4.4.1 See 4.4.1 See also Table 1
carrier systems (See for other tanks
remarks) and boundaries
2 Edible liquid Independent tanks Leak & The greater of - top of the
tanks Structural overflow, or - to 0.9m
above top of tank *1
3 Chemical Integral or Leak & The greater of - to 2.4m
carrier independent cargo Structural above top of tank *1, or - to
tanks top of tank *1 plus setting
of any pressure relief valve
Note:
*1 Top of tank is deck forming the top of the tank excluding any hatchways.
Table 3
Application of Leak Test, Coating and Provision of Safe Access For Type of Welded
Joints
Type of Welded Joints Leak Test Coating *1 Safe Access *2
Before After Leak Test Leak Test Structural Test
Leak Test & before
Structural Test
Butt Automatic Not required Allowed N/A Not Not

required required
Manual or Required Not allowed Allowed Required Not

Semi-automatic required
Fillet Boundary Required Not allowed Allowed Required Not
including required
penetrations
Note:

*1 Coating refers to internal (tank/hold coating), where applied, and external (shell/deck) painting. It
does not refer to shop primer.
*2 Temporary means of access for verification of the leak test


The following documents are IMO and IACS definitions and recommendations regarding the definitions
of bulk carriers. The relevant parts of these texts for KC 1009 are highlighted.
App.5.1. SOLAS Chapter IX – Regulation 1
The first definition of a bulk carrier is given in the following SOLAS regulation.
SOLAS - International Convention for the Safety of Life at Sea
Chapter IX - Management for the safe operation of ships
Regulation 1 - Definitions
. For the purpose of this chapter, unless expressly provided otherwise:
1. International Safety Management (ISM) Code means the International Management Code for the Safe
Operation of Ships and for Pollution Prevention adopted by the Organization by resolution A.741(18), as may be
amended by the Organization, provided that such amendments are adopted, brought into force and take effect
in accordance with the provisions of article VIII of the present Convention concerning the amendment
procedures applicable to the annex other than chapter I.
2. Company means the owner of the ship or any other organization or person such as the manager, or the
bareboat charterer, who has assumed the responsibility for operation of the ship from the owner of the ship
and who on assuming such responsibility has agreed to take over all the duties and responsibilities imposed by
the International Safety Management Code.
3. Oil tanker means an oil tanker as defined in regulation II-1/2.22.
4. Chemical tanker means a chemical tanker as defined in regulation VII/8.2.
5. Gas carrier means a gas carrier as defined in regulation VII/11.2.
6. Bulk carrier means a ship which is constructed generally with single deck, top-side tanks and hopper side tanks
in cargo spaces, and is intended primarily to carry dry cargo in bulk, and includes such types as ore carriers and
combination carriers.
(
Refer to resolution MSC.79(70) relating to interpretation of provisions of SOLAS chapter XII on additional safety measures for
bulk carriers.)
7. Mobile offshore drilling unit (MODU) means a vessel capable of engaging in drilling operations for the
exploration for or exploitation of resources beneath the sea-bed such as liquid or gaseous hydrocarbons,
sulphur or salt.
8. High-speed craft means a craft as defined in regulation X/1.
App.5.2. SOLAS Chapter XII – Regulation 1
The second definition of a bulk carrier is given in the following SOLAS regulation
SOLAS - International Convention for the Safety of Life at Sea
Chapter XII - Additional safety measures for bulk carriers
Regulation 1 - Definitions
. For the purpose of this chapter:
1. Bulk carrier means a ship which is intended primarily to carry dry cargo in bulk, including such types as ore
carriers and combination carriers.
Reference is made to:

For ships constructed before 1 July 2006, resolution 6, Interpretation of the definition of bulk carrier, as given in chapter IX
of SOLAS 1974, as amended in 1994, adopted by the 1997 SOLAS Conference.
The Interpretation of the provisions of SOLAS chapter XII on Additional safety measures for bulk carriers, adopted by the
Maritime Safety Committee of the Organization by resolution MSC.79(70).
The application provisions of Annex 1 to the Interpretation of the provisions of SOLAS chapter XII on Additional safety
measures for bulk carriers, adopted by the Maritime Safety Committee of the Organization by resolution MSC.89(71).
2. Bulk carrier of single-side skin construction means a bulk carrier as defined in paragraph 1, in which:
.1. any part of a cargo hold is bounded by the side shell; or
.2. where one or more cargo holds are bounded by a double-side skin, the width of which is less than 760 mm
in bulk carriers constructed before 1 January 2000 and less than 1,000 mm in bulk carriers constructed on or
after 1 January 2000 but before 1 July 2006, the distance being measured perpendicular to the side shell.
Such ships include combination carriers in which any part of a cargo hold is bounded by the side shell.
3. Bulk carrier of double-side skin construction means a bulk carrier as defined in paragraph 1, in which all cargo
holds are bounded by a double-side skin, other than as defined in paragraph 2.2.
4. Double-side skin means a configuration where each ship side is constructed by the side shell and a
longitudinal bulkhead connecting the double bottom and the deck. Hopper side tanks and top-side tanks may,
where fitted, be integral parts of the double-side skin configuration.
5. Length of a bulk carrier means the length as defined in the International Convention on Load Lines in force.
6. Solid bulk cargo means any material, other than liquid or gas, consisting of a combination of particles,
granules or any larger pieces of material, generally uniform in composition, which is loaded directly into the
cargo spaces of a ship without any intermediate form of containment.
7. Bulk carrier bulkhead and double bottom strength standards means "Standards for the evaluation of
scantlings of the transverse watertight vertically corrugated bulkhead between the two foremost cargo holds
and for the evaluation of allowable hold loading of the foremost cargo hold" adopted by resolution 4 of the
Conference of Contracting Governments to the International Convention for the Safety of Life at Sea, 1974 on
27 November 1997, as may be amended by the Organization, provided that such amendments are adopted,
brought into force and take effect in accordance with the provisions of article VIII of the present Convention
concerning the amendment procedures applicable to the Annex other than chapter I.
8. Bulk carriers constructed means bulk carriers the keels of which are laid or which are at a similar stage of
construction.
9. A similar stage of construction means the stage at which:
.1. construction identifiable with a specific ship begins; and
.2. assembly of that ship has commenced comprising at least 50 tonnes or one per cent of the estimated mass
of all structural material, whichever is less.
10. Breadth (B) of a bulk carrier means the breadth as defined in the International Convention on Load Lines in
force.
App.5.3. Resolution MSC.79(70)
Resolution MSC.79(70)
Interpretation of the Provisions of SOLAS Chapter XII on Additional Safety Measures for Bulk Carriers - (adopted
on 11 December 1998)
The Maritime Safety Committee
. RECALLING Article 28(b) of the Convention on the International Maritime Organization concerning the functions
of the Committee,
. NOTING that the 1997 SOLAS Conference adopted new chapter XII of the International Convention for the Safety
of Life at Sea (SOLAS), 1974 concerning additional safety measures for bulk carriers,
. NOTING FURTHER that SOLAS chapter XII is expected to enter into force on 1 July 1999,
. DESIRING to ensure that all Contracting Governments to the 1974 SOLAS Convention implement SOLAS chapter
XII in a consistent and uniform manner,

. RECOGNIZING, therefore, the need to establish, for that purpose, guidance on applications of, and the
interpretation to, the relevant provisions of that chapter,
. RESPONDING to the requests of the 1997 SOLAS Conference, as recorded in Conference resolutions 6 and 8
thereof,
1.. URGES Governments concerned to:
.1. ensure that bulk carriers to which SOLAS chapter XII applies are clearly identified as such, either on the
Safety Management Certificate issued under the provisions of SOLAS chapter IX, or in the booklet required
under the provisions of SOLAS regulation XII/8;
.2. further ensure that where the identification of "bulk carrier" on the Safety Management Certificate issued
under the provisions of SOLAS chapter IX is in question, the interpretation of "bulk carrier" contained in
resolution 6 of the 1997 SOLAS Conference be accepted for the issuance and verification of compliance
with chapter IX;
.3. ensure that ships to which SOLAS regulation XII/4.2 applies are not permitted to be subject to the
provisions of SOLAS regulation XII/9 by means of modifications that would render non watertight one or
more watertight transverse bulkheads; and
.4. interpret the provisions of SOLAS regulation XII/10.2 as follows:
“For bulk carriers of 150 m in length and upwards of single side skin construction constructed before 1 July
1999, any cargo carried on or after the implementation date specified in regulation 3 and declared to have
3
a density within the range of 1250 to 1780 kg/m shall have its density verified by an accredited testing
organization, unless such bulk carriers comply with all the relevant requirements of this chapter applicable
3
to be carriage of solid bulk cargoes having a density of 1780 kg/m and above."; and
2.. INVITES Governments concerned to bring the contents of this resolution to the attention of all parties
concerned.
App.5.4. SOLAS/CONF.4 – Resolution 6
SOLAS/CONF.4
Resolutions of the Conference of Contracting Governments to the International Convention for the Safety of Life
at Sea, 1974 - (November 1997)
Resolution 6 - Interpretation of the definition of “bulk carrier”, as given in chapter IX of SOLAS 1974, as amended
in 1994 - (Adopted on 27 November 1997) - The Conference,
The Conference,
. HAVING ADOPTED amendments to the International Convention for the Safety of Life at Sea (SOLAS), 1974, as
amended, concerning the safety of bulk carriers.
. NOTING that SOLAS chapter IX will enter into force on 1 July 1998,
. NOTING ALSO that bulk carriers will have to comply with the requirements of SOLAS chapter IX by 1 July 1998,
. NOTING FURTHER that the expected entry into force of the new SOLAS chapter XII on 1 July 1999 will make new
requirements mandatory for bulk carriers,
. RECOGNIZING that a number of SOLAS Contracting Governments have identified certain ambiguities in the
definition of the term "bulk carrier", as given in SOLAS regulation IX/1.6, causing diverging interpretations of this
term,
. RECOGNIZING FURTHER the need to establish, for the purpose of the application of the new SOLAS chapter XII,
guidance to Contracting Governments and to the industry as to which ships are subject to the new requirements,
. BEING AWARE of the urgent need to establish, for the purpose of the application of SOLAS chapter IX on 1 July
1998, a clear guidance to Contracting Governments and to the industry as to which specific ships are subject to
the requirements of the International Safety Management (ISM) Code,
. DESIRING to ensure that all Contracting Governments should implement the ISM Code and the new SOLAS
chapter XII in their capacity as flag State or as port State exercising control under the provisions of the

Convention, in a consistent, systematic and harmonized manner, with a view of facilitating international seaborne
trade,
. CONSCIOUS of the fact that SOLAS chapter IX should be applied taking into account Conference resolution 9, as
soon as possible,
1.. URGES SOLAS Contracting Governments to interpret the definition of the term "bulk carrier", given in regulation
IX/1.6, for the purpose of the application of SOLAS regulation IX/2.1.2 and chapter XII to mean:
• ships constructed with single deck, top-side tanks and hopper side tanks in cargo spaces and intended primarily
to carry dry cargo in bulk; or
• ore carriers 1; or
• combination carriers 2;
2.. INVITES the Maritime Safety Committee of the International Maritime Organization to consider, as soon as
possible:
(a). actions necessary to remove the ambiguity which exists in the definition of the term "bulk carrier" as given in
SOLAS regulation IX/1.6; and
(b). any other appropriate action which will facilitate the easy identification of the type of ship by SOLAS Contracting
Governments when exercising their rights of control under the provisions of that Convention.
App.5.5. UR Z10.2- Rev. 27 (March 2009)
The following excerpt gives the definitions of bulk carriers as per IACS UR Z10.2 - Hull Surveys of Bulk
Carriers:
1.2 Definitions
1.2.1 Bulk Carrier
A Bulk Carrier is a ship which is constructed generally with single deck, topside tanks and hopper side tanks in cargo
spaces, and is intended primarily to carry dry cargo in bulk.
3
Combination carriers are included .
1.2.2 Double Skin Bulk Carrier
A Double Skin Bulk Carrier is a ship which is constructed generally with single deck, topside tanks and hopper side
tanks in cargo spaces, and is intended primarily to carry dry cargo in bulk, including such types as ore carriers and
4
combination carriers , in which all cargo holds are bounded by a double-side skin (regardless of the width of the
wing space).
1
Ore carrier means a sea-going single-deck ship having two longitudinal bulkheads and a double bottom
throughout the cargo region and intended for the carriage of ore cargoes in the centre holds only
Combination carrier has the same meaning as in SOLAS regulation II-2/3.27.
2
3
For single skin combination carriers additional requirements are specified in UR Z10.1.
4
For combination carriers with longitudinal bulkheads additional requirements are specified in
UR Z10.1 or UR Z10.4, as applicable.

App.5.6. UR Z10.5- Rev. 9 (March 2009)
The following excerpt gives the definitions of bulk carriers as per IACS UR Z10.5 - hull surveys of
double skin bulk carriers:
1.2 Definitions
1.2.1 Double Skin Bulk Carrier
A Double Skin Bulk Carrier is a ship which is constructed generally with single deck, top-side tanks and hopper side
tanks in cargo spaces, and is intended primarily to carry dry cargo in bulk, including such types as ore carriers and
combination carriers1), in which all cargo holds are bounded by a double-side skin (regardless of the width of the
wing space).

App.6.1. SOLAS Chapter IX – Regulation 1
MSC 82/24/Add.1
ANNEX 9
RESOLUTION MSC.223(82)
(adopted on 8 December 2006)
ADOPTION OF AMENDMENTS TO THE PROTOCOL OF 1988 RELATING TOTHE

INTERNATIONAL CONVENTION ON LOAD LINES, 1966, AS AMENDEDTHE MARITIME
SAFETY COMMITTEE,
RECALLING Article 28(b) of the Convention on the International Maritime Organization

concerning the functions of the Committee,
RECALLING FURTHER article VI of the Protocol of 1988 relating to the International

Convention on Load Lines, 1966 (hereinafter referred to as the “1988 Load Lines Protocol”) concerning
amendment procedures,
HAVING CONSIDERED, at its eighty-second session, amendments to the 1988 Load Lines
Protocol proposed and circulated in accordance with paragraph 2(a) of article VI thereof,
1. ADOPTS, in accordance with paragraph 2(d) of article VI of the 1988 Load Lines Protocol,
amendments to the 1988 Load Lines Protocol, the text of which is set out in the Annex to the present
resolution;
2. DETERMINES, in accordance with paragraph 2(f)(ii)(bb) of article VI of the 1988 Load Lines
Protocol, that the said amendments shall be deemed to have been accepted on 1 January 2008, unless,
prior to that date, more than one third of the Parties to the 1988 Load Lines Protocol or Parties the
combined merchant fleets of which constitute not less than 50% of the gross tonnage of the world’s
merchant fleet, have notified their objections to the amendments;
3. INVITES the Parties concerned to note that, in accordance with paragraph 2(g)(ii) of article VI
of the 1988 Load Lines Protocol, the amendments shall enter into force on 1 July 2008 upon their
acceptance in accordance with paragraph 2 above;
4. REQUESTS the Secretary-General, in conformity with paragraph 2(e) of article VI of the 1988
Load Lines Protocol, to transmit certified copies of the present resolution and the text of the amendments
contained in the Annex to all Parties to the 1988 Load Lines Protocol;
5. FURTHER REQUESTS the Secretary-General to transmit copies of this resolution and its
Annex to Members of the Organization, which are not Parties to the 1988 Load Lines Protocol.
I:\MSC\82\24-Add-1.doc

MSC 82/24/Add.1
ANNEX 9
Page 2
ANNEX
AMENDMENTS TO THE PROTOCOL OF 1988 RELATING TO THE

INTERNATIONAL CONVENTION ON LOAD LINES, 1966, AS AMENDED
ANNEX B
ANNEXES TO THE CONVENTION AS MODIFIED BY THE PROTOCOL OF 1988
RELATING THERETO
ANNEX I
REGULATIONS FOR DETERMINING LOAD LINES
CHAPTER II
CONDITIONS OF ASSIGNMENT OF FREEBOARD
Regulation 22 – Scuppers, inlets and discharges

1 In paragraph (4) of the regulation, the reference to “(2)” is replaced by reference to “(1)”.
CHAPTER III
FREEBOARDS
Regulation 39 – Minimum bow height and reserve buoyancy

2 In paragraph (1) of the regulation, the words “dl is the draught at 85% of the depth D, in metres;”
are replaced by the words “dl is the draught at 85% of the least moulded depth, in metres;”.
***
I:\MSC\82\24-Add-1.doc

Common Structural Rules for
Double Hull Oil Tankers, July 2010
Rule Change Notice 1

(1 July 2010 consolidated edition)
Notes:
(1) These Rule Changes enter into force on 1st July 2012.
(2) The Rule amendments in this document are applicable to the Common Structural Rules for
Double Hull Oil Tankers, July 2010.
Copyright in these Common Structural Rules for Double Hull Oil Tankers is owned by:
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.
RULE CHANGE NOTICE 1 COMMON STRUCTURAL RULES
FOR DOUBLE HULL OIL TANKERS, JULY 2010
COMMON STRUCTURAL RULES FOR

DOUBLE HULL OIL TANKERS, JULY 2010
RULE CHANGE NOTICE 1
This notice contains amendments within the following Sections of the Common Structural Rules for
Double Hull Oil Tankers, July 2010. The amendments are effective on the dates shown:
Section Paragraph/Figure/Table Effective Date

Section 4 2.6.3.6 1 July 2012
Section 4 3.2.5.1 1 July 2012
Section 4 3.4.1.4 1 July 2012
Section 6 1.2.3.1 1 July 2012
Section 6 Table 6.1.3 1 July 2012
Section 6 2.1.1.2 1 July 2012
Section 6 Figure 6.3.1 1 July 2012
Section 6 4.1.2.3 1 July 2012
Section 8 1.1.2.2 1 July 2012
Section 8 1.2.2.2 1 July 2012
Section 8 1.3.2.2 1 July 2012
Section 8 1.3.4.1 1 July 2012
Section 8 1.6.3.1 1 July 2012
Section 8 2.5.7.9 1 July 2012
Section 8 6.3.7.5 1 July 2012
Section 8 6.4.5.1 1 July 2012
Section 8 6.4.7.5 1 July 2012
Section 9 1.1.1.2 1 July 2012
Section 9 2.3.1.1 1 July 2012
Section 9 2.4.5.5 1 July 2012
Section 10 1.1.1.4 1 July 2012
Section 11 Figure 11.1.3 1 July 2012
Section 11 4.1.1.1 1 July 2012
Section 11 5.1.5.1 1 July 2012
Appendix A Miscellaneous paragraphs 1 July 2012
Appendix B 2.4.7.7 and 2.4.7.9 1 July 2012
PAGE 2 OF 48
Section Paragraph/Figure/Table Effective Date

Appendix B 2.5.1.2 1 July 2012
Appendix C 1.4.4.20 1 July 2012
This notice contains editorial amendments within the following Sections of the Common Structural
Rules for Double Hull Oil Tankers, July 2010.
Section Paragraph/Figure/Table Type

Section 6 Figure 6.3.1 Editorial
PAGE 3 OF 48
For technical background for Rule Changes in this present document, reference is made to separate
document Technical Background for Rule Change Notice 1.
SECTION 4 - BASIC INFORMATION
2.6 Geometrical Properties of the Hull Girder Cross-Section
2.6.3 Effective area for calculation of hull girder moment of inertia and section
modulus
2.6.3.6 When several openings are located in or adjacent to the same cross-section, the total
equivalent breadth of the combined openings, Σbded, is to be deducted, see 2.6.3.7 to
2.3.6.8 2.6.3.8 and Figure 4.2.18.
3.2.5 Sniped ends

3.2.5.1 Stiffeners with sniped ends may be used where dynamic loads are small and where
the incidence of vibration is considered to be small, i.e. structure not in the stern area
and structure not in the vicinity of engines or generators, provided the net thickness
of plating supported by the stiffener, tp-net, is not less than:
⎛ s ⎞ sPk
t p −net = c1 ⎜1000l − ⎟ 6
⎝ 2 ⎠ 10
Where:
l stiffener span, in m
s stiffener spacing, in mm, as defined in 2.2
P design pressure for the stiffener for the design load set being
considered, in kN/m². The design load sets and method to derive the
design pressure are to be taken in accordance with the following
criteria, which define the acceptance criteria set to be used:
a) Table 8.2.5 in the cargo tank region
b) Section 8/3.9.2.2 in the area forward of the forward cargo tank, and
in the aft end
c) Section 8/4.8.1.2 in the machinery space
d) Section 8/6.2.4.1 and 6.2.5.3 as applicable for the particular
structure under consideration
k higher strength steel factor, as defined in Section 6/1.1.4
c1 coefficient for the design load set being considered, to be taken as:
=1.2 for acceptance criteria set AC1 and sloshing design load
=1.1 for acceptance criteria set AC2
PAGE 4 OF 48
3.2.6 Air and drain holes and scallops

3.2.6.1 Air, and drain holes, and scallops and block fabrication butts are to be kept at least
200mm clear of the toes of end brackets, end connections and other areas of high
stress concentration measured along the length of the stiffener toward the mid-span
and 50mm measured along the length in the opposite direction. See Figure 4.3.2(b).
Openings that have been fitted with closing plates, such as scallops, may be
permitted in way of block fabrication butts. In areas where the shear stress is less than
60 percent of the allowable limit, alternative arrangements may be accepted.
Openings are to be well-rounded. Figure 4.3.2(a) shows some examples of air and
drain holes and scallops. In general, the ratio of a/b, as defined in Figure 4.3.2(a), is to
be between 0.5 and 1.0. In fatigue sensitive areas further consideration may be
required with respect to the details and arrangements of openings and scallops.
Figure 4.3.2(a)
Examples of Air and Drain Holes and Scallops
b
15mm a
≤ 100mm
25mm
a
15mm
a
b-a
Note
The details shown in this figure are for guidance and illustration only.
PAGE 5 OF 48
Figure 4.3.2(b)
Location of Air and Drain Holes
200 50 200
Openings to be kept clear of these areas.
3.4 Intersections of Continuous Local Support Members and Primary Support

Members
3.4.1 General
3.4.1.4 When, in the following locations, the calculated direct stress, σw, in the primary
support member web stiffener according to 3.4.3.5 exceeds 80% of the permissible
values a soft heel is to be provided in way of the heel of primary support member
web stiffeners:
(a) connection to shell envelope longitudinals below the scantling draught, Tsc
(b) connection to inner bottom longitudinals.
A soft heel is not required at the intersection with watertight bulkheads and
primary support members, where a back bracket is fitted or where the primary
support member web is welded to the stiffener face plate. The soft heel is to have a
keyhole, similar to that shown in Figure 4.3.6(c).
PAGE 6 OF 48
SECTION 6 - MATERIALS AND WELDING

1 STEEL GRADES
1.2 Application of Steel Materials
1.2.3 Operation in areas with low air temperature
1.2.3.1 For ships intended to operate for long periods in areas with a lowest daily mean air
temperature lowest mean daily average temperature below –10 degrees C (i.e.
regular service during winter to Arctic or Antarctic waters) the materials in exposed
structures will be specially considered.
PAGE 7 OF 48
Table 6.1.3
Material Class or Grade of Structural Members
Structural member category Material Class or Grade
Within 0.4L Outside 0.4L
Amidships
Secondary
Longitudinal bulkhead strakes, other than those belonging
to primary category
Class I Grade A(8)/AH
Deck plating exposed to weather other than that belonging
to primary or special category
Side plating
Primary
Bottom plating including keel plate
Strength deck plating, excluding that belonging to the
special category (10) (11)
Grade A(8)
Continuous longitudinal members above strength deck, Class II
/AH
excluding longitudinal hatch coamings (11)
Uppermost strake in longitudinal bulkheads (10)
Vertical strake (hatch side girder) and upper sloped strake
in top wing tank
Special
Sheer strake at strength deck (1)(2)(3)(10) (11)
Stringer plate in strength deck (1)(2)(3)(10) (11)
Class II
Deck strake at longitudinal bulkhead, excluding deck
(Class I
plating in way of inner hull longitudinal bulkhead (2)(4)(10) (11) Class III
outside 0.6L
Strength deck plating at outboard corners of cargo hatch
amidships)
openings (11)
Bilge strake (2)(6)
Continuous longitudinal hatch coamings (11)
Other Categories
Plating for stern frames, rudder horns and shaft brackets – Class II
Longitudinal strength members of strength deck Grade B /AH -
plating for ships with single strength deck (11)
Strength members not referred to in above categories (9) Grade A(8) /AH Grade A(8)
/AH
Note
1. Not to be less than E/EH within 0.4L amidships in vessels with length, L, exceeding 250m.
2. Single strakes required to be of material class III or E/EH are, within 0.4L amidships, to have breadths
not less than 800 + 5L mm, but need not be greater than 1800mm.
3. A radius gunwale plate may be considered to meet the requirements for both the stringer plate and
the sheer strake, provided it extends generally 600mm inboard and vertically.
4. For tankers having a breadth, B, exceeding 70m, the centreline strake and the strakes in way of the
longitudinal bulkheads port and starboard, are to be class III.
5. (void)
6. To be not lower than D/DH within 0.6L amidships of vessels with length, L, exceeding 250m.
7. (void)
8. Grade B/AH to be used for plate thickness more than 40 mm. For engine foundation heavy plates,
Grade B/AH to be used for plate thickness more than 30mm. However, engine foundation heavy
plates outside 0.6L amidships may be of Grade A/AH.
9. The material class used for reinforcement and the quality of material (i.e. whether normal or higher
strength steel) used for welded attachments, such as spill protection bars and bilge keel, is to be
similar to that of the hull envelope plating in way. Where attachments are made to round gunwale
plates, special consideration will be given to the required grade of steel, taking account of the
intended structural arrangements and attachment details.
10. The material class for deck plating, sheer strake and upper strake of longitudinal bulkhead within
0.4L amidships is also to be applied at structural breaks of the superstructure, irrespective of position.
11. To be not lower than B/AH within 0.4L amidships for ships with single strength deck.
PAGE 8 OF 48
2.1 Hull Protection
2.1.1.2 For ships contracted for construction on or after 8 December 2006, the date of IMO
adoption of the amended SOLAS Regulation II-1/3-2, by which an IMO
“Performance standard for protective coatings for ballast tanks and void spaces”
will be made mandatory, the coatings of internal spaces subject to the amended
SOLAS Regulation are to satisfy the requirements of the IMO performance standard.
For ships contracted for construction on or after 1 July 2012, the IMO performance
standard is to be applied as interpreted by IACS UI SC 223 and UI SC 227. In
applying IACS UI SC 223, “Administration” is to be read to be the “Classification
Society”.
PAGE 9 OF 48
3
Figure 6.3.1
Corrosion Addition, tcorr, for Typical Structural Elements Within the Cargo Tank
Long bhd 4.0

Long bhd stiff 4.0

Deck trans web 4.0 Deck 4.0
Internals in Face plate 4.0
upper portion Long stiff 4.0 Sheerstrake 3.5
of WBT 4.0
To 3m Below
CORROSION ADDITIONS
Top of Tank
Long bhd stiff

2.5 Inner Stringer 3.0
Inner
skin 4.0
skin 3.0
Sideshell 3.0
Faceplate 3.5
(see note)
Web 2.5
Long stiff 3.0
PAGE 10 OF 48
Long bhd 2.5 Webplate 3.0
Hopper 3.0 Faceplate 3.5
Long girders 3.0 Bottom and bilge 3.0

Long stiff. 3.0
Inner bottom 4.0
Note
1. Corrosion additions are given for a standard configuration and without heated cargo
2. 0.5mm to be added for side plating in the quay contact region defined in Section 8/Figure 8.2.2
COMMON STRUCTURAL RULES
Figure 6.3.1
Corrosion Addition, tcorr, for Typical Structural Elements Within the Cargo Tank
New Note
Long bhd 4.0
Long bhd stiff 4.0

Deck trans web 4.0 Deck 4.0
Internals in Face plate 4.0
upper portion Long stiff 4.0 Sheerstrake 3.5
of WBT 4.0
To 3m Below
Top of Tank
Long bhd stiff

2.5 Inner Stringer 3.0
Inner
skin 4.0
skin 3.0
Sideshell 3.0
Faceplate 3.5
(see note)
Web 2.5
Long stiff 3.0
PAGE 11 OF 48
Long bhd 2.5 Webplate 3.0
Hopper 3.0 Faceplate 3.5
Long girders 3.0 Bottom and bilge 3.0

Long stiff. 3.0
Inner bottom 4.0
3. The distance 3m below top of tank is to be measure parallel to the deck.

Note
1. Corrosion additions are given for a standard configuration and without heated cargo
2. 0.5mm to be added for side plating in the quay contact region defined in Section 8/Figure 8.2.2
COMMON STRUCTURAL RULES
4 FABRICATION
4.1 General
4.1.2 Fabrication standard
4.1.2.3 The fabrication standard is to include information, to establish the range and the
tolerance limits, for the items specified as follows:
(a) Cutting edge
• the slope of the cut edge and the roughness of the cut edges
(b) Flanged longitudinals and brackets and built-up sections
• the breadth of flange and depth of web, angle between flange and web, and
straightness in plane of flange or at the top of face plate
(c) Pillars
• the straightness between decks, and cylindrical structure diameter
(d) Brackets and small stiffeners
• the distortion at the free edge line of tripping brackets and small stiffeners
(e) Sub-assembly stiffeners
• details of snipe end of secondary face plates and stiffeners
(f) Plate assembly
• for flat and curved blocks the dimensions (length and breadth), distortion and
squareness, and the deviation of interior members from the plate
(g) Cubic assembly
• in addition to the criteria for plate assembly, twisting deviation between upper
and lower plates, for flat and curved cubic blocks
(h) Special assembly
• the distance between upper and lower gudgeons, distance between aft edge of
propeller boss and aft peak bulkhead, twist of stern frame assembly, deviation
of rudder from shaft centreline, twist of rudder plate, and flatness, breadth and
length of top plate of main engine bed. Where The final boring out of the
propeller boss and stern frame, skeg or solepiece is carried out at a late stage of
construction, it is to be carried out after completing the major part of the
welding of the aft part of the ship. Where block boring is used, the shaft
alignment is to be carried out using a method and sequence submitted to and
recognized by the Classification Society. , and tThe fit-up and alignment of the
rudder, pintles and axles, are to be carried out after completing the major part
of the welding of the aft part of the ship. The contacts between the conical
surfaces of pintles, rudder stocks and rudder axles are to be checked before the
final mounting.
(i) Butt joints in plating
• alignment of butt joint in plating
(j) Cruciform joints
PAGE 12 OF 48
• alignment measured on the median line and measured on the heel line of
cruciform joints
(k) Alignment of interior members
• alignments of flange of T longitudinals, alignment of panel stiffeners, gaps in T
joints and lap joints, and distance between scallop and cut outs for continuous
stiffeners in assembly and in erection joints
(l) Keel and bottom sighting
• deflections for whole length of the ship, and for the distance between two
adjacent bulkheads, cocking-up of fore body and of aft body, and rise of floor
amidships
(m) Dimensions
• dimensions of length between perpendiculars, moulded breadth and depth at
midship, and length between aft edge of propeller boss and main engine
(n) Fairness of plating between frames
• deflections between frames of shell, tank top, bulkhead, upper deck,
superstructure deck, deck house deck and wall plating
(o) Fairness of plating in way of frames
• deflections of shell, tank top, bulkhead, strength deck plating and other
structures measured in way of frames
PAGE 13 OF 48
SECTION 7 - LOADS
6 COMBINATION OF LOADS
6.2 Design Load Combination
6.2.1 General
6.2.1.1 The design load combinations are given in Table 7.6.1.
Table 7.6.1
Design Load Combinations
Design Load Combination
S S+D A
Load components
Mv-total Msw-harb Msw-sea + Mwv -
Mh-total - Mh -
Q Qsw-harb Qsw-sea + Qwv -
Weather Deck - Pwdk-dyn -
Pex Hull envelope Phys Phys +Pwv-dyn -
the greater of
Ballast tanks (BWE with
a) Pin-test Pin-tk+Pin-dyn Pin-flood
sequential filling method)
b) Pin-air + Pdrop
the greater of
Ballast tanks (BWE with flow-
a) Pin-test Pin-air+ Pdrop + Pin-dyn Pin-flood
through method)
b) Pin-air + Pdrop
Pin Cargo tanks including cargo the greater of Pin-tk+Pin-dyn
tanks designed for filling with a) Pin-test Pin-tk+ P valve - 25+ -
water ballast b) Pin-tk + Pvalve Pin-dyn
the greater of
Other tanks with liquid filling a) Pin-test Pin-tk+Pin-dyn Pin-flood
b) Pin-air
Watertight boundaries - - Pin-flood
Internal decks for dry spaces Pstat Pstat + Pdk-dyn -
Pdk
Decks for heavy units Fstat Fstat + Fdk-dyn -
PAGE 14 OF 48
Table 7.6.1 (Continued)

Design Load Combinations
Note:
1. Separate load requirements may be specified in strength assessment (FEM) and scantling
requirements.
Where:
Mv-total design vertical bending moment, in kNm
Msw-perm-harb permissible hull girder hogging and sagging still water bending
see 2.1.1
moment envelopes for harbour/sheltered water operation, in kNm
Msw-perm-sea permissible hull girder hogging and sagging still water bending
see 2.1.1
moment envelopes for seagoing operation, in kNm
Mwv vertical wave bending moment for a considered dynamic load case, see 6.3.2.1
in kNm
Mh-total design horizontal bending moment, in kNm
Mh horizontal wave bending moment for a considered dynamic load see 6.3.3.1
case, in kNm
Q design vertical shear force, in kN
Qsw-perm-harb permissible hull girder positive and negative still water shear force
see 2.1.3
limits for harbour/sheltered water operation, in kN
Qsw-perm-sea permissible hull girder positive and negative still water shear force
see 2.1.3
limits for seagoing operation, in kN
Qwv vertical wave shear force for a considered dynamic load case, in kN see 6.3.4.1
Pex design sea pressure, in kN/m2
Phys static sea pressure at considered draught, in kN/m2 see 2.2.2.1
Pwv-dyn dynamic wave pressure for a considered dynamic load case, in see 6.3.5
kN/m2
Pwdk-dyn green sea load for a considered dynamic load case, in kN/m2 see 6.3.6
Pin design tank pressure, in kN/m2
Pin-test tank testing pressure, in kN/m2 see 2.2.3.5
Pin-air static tank pressure in the case of overfilling or filling during flow see 2.2.3.2
through ballast water exchange, in kN/m2
Pdrop added overpressure due to liquid flow through air pipe or see 2.2.3.3
overflow pipe, in kN/m2
Pvalve setting of pressure relief valve, in kN/m2 see 2.2.3.5
Pin-tk static tank pressure, in kN/m2 see 2.2.3.1
Pin-dyn dynamic tank pressure for a considered dynamic load case, in see 6.3.7
kN/m2
Pin-flood pressure in compartments and tanks in flooded or damaged
see 2.2.3.4
condition, in kN/m2
Pstat static pressure on decks and inner bottom, in kN/m2 see 2.2.4.1
Pdk design deck pressure, in kN/m2
Pdk-dyn dynamic deck pressure on decks, inner bottom and hatch covers
see 6.3.8.1
for a considered dynamic load case, in kN/m2
Fstat load acting on supporting structures and securing systems for
see 2.2.5.1
heavy units of cargo, equipment or structural components, in kN
dynamic load acting on supporting structures and securing
Fdk-dyn
systems for heavy units of cargo, equipment or structural see 6.3.8.2
components, in kN
PAGE 15 OF 48
SECTION 8 - SCANTLING REQUIREMENTS

1 LONGITUDINAL STRENGTH
1.1 Loading Guidance
1.1.2 Loading Manual
1.1.2.2 The following loading conditions and design loading and ballast conditions upon
which the approval of the hull scantlings is based are, as a minimum, to be included
in the Loading Manual:
(a) Seagoing conditions including both departure and arrival conditions
• homogeneous loading conditions including a condition at the scantling draft
(homogeneous loading conditions shall not include filling of dry and clean
ballast tanks at departure condition)
• a normal ballast condition where:
the ballast tanks may be full, partially full or empty. Where partially full
options are exercised, the conditions in 1.1.2.5 are to be complied with
all cargo tanks are to be empty including cargo tanks suitable for the
carriage of water ballast at sea
the propeller is to be fully immersed, and
the trim is to be by the stern and is not to exceed 0.015L, where L is as
defined in Section 4/1.1.1
• a heavy ballast condition where:
the draught at the forward perpendicular is not to be less than that for the
normal ballast condition
ballast tanks in the cargo tank region or aft of the cargo tank region may be
full, partially full or empty. Where the partially full options are exercised,
the conditions in 1.1.2.5 are to be complied with
the fore peak water ballast tank is to be full. If upper and lower fore peak
tanks are fitted, the lower is required to be full. The upper fore peak tank
may be full, partially full or empty.
all cargo tanks are to be empty including cargo tanks suitable for the
carriage of water ballast at sea
the propeller is to be fully immersed
the trim is to be by the stern and is not to exceed 0.015L, where L is as
defined in Section 4/1.1.1
• any specified non-uniform distribution of loading
• conditions with high density cargo including the maximum design cargo
density, when applicable
• mid-voyage conditions relating to tank cleaning or other operations where
these differ significantly from the ballast conditions
• conditions covering ballast water exchange procedures with the calculations
of the intermediate conditions just before and just after ballasting and/or
deballasting any ballast tank
PAGE 16 OF 48
(b) Harbour/sheltered water conditions

• conditions representing typical complete loading and unloading operations
• docking condition afloat
• propeller inspection afloat condition, in which the propeller shaft centre line is
at least Dprop/4 above the waterline in way of the propeller, where Dprop is the
propeller diameter
(c) Additional design conditions
• a design ballast condition in which all segregated ballast tanks in the cargo
tank region are full and all other tanks are empty including fuel oil and fresh
water tanks.
Guidance Note
The design condition specified in (c) is for assessment of hull strength and is not intended for ship
operation. This condition will also be covered by the IMO 73/78 SBT condition provided the
corresponding condition in the Loading Manual only includes ballast in segregated ballast tanks
in the cargo tank region.
1.2.2 Minimum requirements
1.2.2.2 At the midship cross section the net vertical hull girder section modulus, Zv-min, at
the deck and keel is not to be less than the rule minimum hull girder section
modulus, Zv-min, defined as:
Zv−min = 0.9 kC wv L2 B(C b + 0.7 ) ⋅ 10 −6 m3
Where:
Cwv wave coefficient as defined in Table 8.1.2
L rule length, in m, as defined in Section 4/1.1.1.1
B moulded breadth, in m, as defined in Section 4/1.1.3.1
Cb block coefficient, as defined in Section 4/1.1.11.1 1.1.9.1 but is
not to be taken as less than 0.70
1.3 Assessment of hull girder shear strength
1.3.2 Hull Girder Shear Strength
1.3.2.2 The permissible positive and negative still water shear forces for seagoing and
harbour/sheltered water operations, Qsw-perm-sea and Qsw-perm-harb are to satisfy:
Qsw− perm ≤ Qv−net50 − Qwv− pos kN
for maximum permissible positive shear force
Qsw− perm ≥ − Q v−net50 − Qwv−neg kN
for minimum permissible negative shear force
Where:
PAGE 17 OF 48
Qsw-perm permissible hull girder still water shear force as given in Table
8.1.4, in kN
Qv-net50 net hull girder vertical shear strength to be taken as the
minimum for all plate elements that contribute to the hull
girder shear capacity
τ ij− permt ij−net50
= kN
1000q v
τij-perm permissible hull girder shear stress, τperm, as given in Table
8.1.4, in N/mm2 , for plate ij
Qwv-pos positive vertical wave shear force, in kN, as defined in Table
8.1.4
Qwv-neg negative vertical wave shear force, in kN, as defined in Table
8.1.4
tij-net50 equivalent net thickness, tnet50, for plate ij, in mm. For
longitudinal bulkheads between cargo tanks, tnet50 is to be
taken as tsfc-net50 and tstr-k as appropriate, see 1.3.3.1 and 1.3.4.1
tnet50 net thickness of plate, in mm
= t grs − 0.5tcorr
tgrs gross plate thickness, in mm. The gross plate thickness for
corrugated bulkheads is to be taken as the minimum of tw-grs
and tf-grs, in mm
tw-grs gross thickness of the corrugation web, in mm
tf-grs gross thickness of the corrugation flange, in mm
tcorr corrosion addition, in mm, as defined in Section 6/3.2
qv unit shear flow per mm for the plate being considered and
based on the net scantlings. Where direct calculation of the
unit shear flow is not available, the unit shear flow may be
taken equal to:
⎛q ⎞
= f i ⎜⎜ 1−net50 ⎟⎟ ⋅ 10 −9 mm-1
⎝ I v−net50 ⎠
fi shear force distribution factor for the main longitudinal hull
girder shear carrying members being considered. For
standard structural configurations fi is as defined in Figure
8.1.2
q1-net50 first moment of area, in cm2 cm3 ,about the horizontal neutral
axis of the effective longitudinal members between the
vertical level at which the shear stress is being determined
and the vertical extremity, taken at the section being
considered. The first moment of area is to be based on the net
thickness, tnet50
Iv-net50 net vertical hull girder section moment of inertia, in m4, as
defined in Section 4/2.6.1.1
PAGE 18 OF 48
1.3.4 Shear force correction due to loads from transverse bulkhead stringers
1.3.4.1 In way of transverse bulkhead stringer connections, within areas as specified in
Figure 8.1.6, the equivalent net thickness of plate used for calculation of the hull
girder shear strength, tstr-k, where the index k refers to the identification number of
the stringer, is not to be taken greater than:
⎛ τ ⎞
tstr −k = tsfc −net50 ⎜ 1 − str ⎟ mm
⎜ τ ij − perm ⎟⎠
⎝
Where:
tsfc-net50 effective net plating thickness, in mm, as defined in 1.3.3.1 and
calculated at the transverse bulkhead for the height
corresponding to the level of the stringer
τij-perm permissible hull girder shear stress, τperm, for plate ij
= 120/kij N/mm2
kij higher strength steel factor, k, for plate ij as defined in Section
6/1.1.4
τstr Qstr-k
= N/mm2
lstr tsfc −net50
lstr connection length of stringer, in m, see Figure 8.1.5

Qstr-k shear force on the longitudinal bulkhead from the stringer in
loaded condition with tanks abreast full
⎛ z − hdb ⎞ ⎛ z −h ⎞
= 0.8Fstr-k ⎜⎜ 1 − str ⎟⎟ = 0.8Fstr-k ⎜⎜1 − str db ⎟⎟ kN
⎝ hbhd ⎠ ⎝ hblk ⎠
Fstr-k total stringer supporting force, in kN, as defined in 1.3.4.2

hdb the double bottom height, in m, as shown in Figure 8.1.6
hblk height of bulkhead, in m, defined as the distance from inner
bottom to the deck at the top of the bulkhead, as shown in
Figure 8.1.6
zstr the vertical distance from baseline to the considered stringer,
in m.
PAGE 19 OF 48
1.6 Tapering and Structural Continuity of Longitudinal Hull Girder Elements
1.6.3 Vertical extent of higher strength steel

1.6.3.1 The vertical extent of higher strength steel, zhts, used in the deck or bottom and
measured from the moulded deck line at side or keel is not to be taken less than the
following, see also Figure 8.1.10.
⎛ 190 ⎞
zhts = z1 ⎜⎜ 1 − ⎟ m
⎝ σ 1 ki ⎟⎠
⎛ σ perm ⎞
z hts = z1 ⎜⎜1 − ⎟
⎟ m
⎝ σ1 ⎠
Where:
z1 distance from horizontal neutral axis to moulded deck line
or keel respectively, in m
σ1 to be taken as σdk or σkl for the hull girder deck and keel
respectively, in N/mm2
σdk hull girder bending stress at moulded deck line given by:
M sw− perm−sea + M wv−v
= ( zdk −side − zNA−net50 ) ⋅ 10 −3 N/mm2
I v−net50
σkl hull girder bending stress at keel given by:

M sw− perm−sea + M wv−v
= ( zNA−net50 − zkl ) ⋅ 10 −3 N/mm2
I v−net50
σperm permissible hull girder bending stress as given in Table 8.1.3

for design load combination S+D, in N/mm2
Msw-perm-sea permissible hull girder still water bending moment for
seagoing operation, in kNm, as defined in Section 7/2.1.1
Mwv-v hogging and sagging vertical wave bending moments, in
kNm, as defined in Section 7/3.4.1
Mwv-v is to be taken as:
Mwv-hog for assessment with respect to hogging vertical wave
bending moment
Mwv-sag for assessment with respect to sagging vertical wave
bending moment
Iv-net50 net vertical hull girder moment of inertia, in m4, as defined
in Section 4/2.6.1.1
zdk-side distance from baseline to moulded deck line at side, in m
zkl vertical distance from the baseline to the keel, in m
zNA-net50 distance from baseline to horizontal neutral axis, in m
ki higher strength steel factor for the area i defined in Figure
8.1.10. The factor, k, is defined in Section 6/1.1.4
PAGE 20 OF 48
2 CARGO TANK REGION

2.5 Bulkheads
2.5.7 Vertically corrugated bulkheads
2.5.7.9 For ships with a moulded depth, see Section 4/1.1.4, less than 16m, the lower stool
may be eliminated provided the following requirements, in addition to the
requirements of 2.5.7.6, are complied with:
(a) general:
• double bottom floors or girders are to be fitted in line with the corrugation
flanges for transverse or longitudinal bulkheads, respectively
• brackets/carlings are to be fitted below the inner bottom and hopper tank in
line with corrugation webs. Where this is not practicable gusset plates with
shedder plates are to be fitted, see item (c) below and Figure 8.2.3
• the corrugated bulkhead and its supporting structure is to be assessed by
Finite Element (FE) analysis in accordance with Section 9/2. In addition the
local scantlings requirements of 2.5.6.4 and 2.5.6.5 and the minimum
corrugation depth requirement of 2.5.7.4 are to be applied.
(b) inner bottom and hopper tank plating:
• the inner bottom and hopper tank in way of the corrugation is to be of at least
the same material yield strength as the attached corrugation, and ‘Z’ grade
steels as given in Section 6/1.1.5 are to be used unless plate through thickness
properties are documented for approval.
(c) supporting structure:
• within the region of the corrugation depth below the inner bottom the net
thickness of the supporting double bottom floors or girders is not to be less
than the net thickness of the corrugated bulkhead flange at the lower end and
is to be of at least the same material yield strength
• the upper ends of vertical stiffeners on supporting double bottom floors or
girders are to be bracketed to adjacent structure
• brackets/carlings arranged in line with the corrugation web are to have a
depth of not less than 0.5 times the corrugation depth and a net thickness not
less than 80% of the net thickness of the corrugation webs and are to be of at
least the same material yield strength
• cut outs for stiffeners in way of supporting double bottom floors and girders
in line with corrugation flanges are to be fitted with full collar plates
• where support is provided by gussets with shedder plates, the height of the
gusset plate, see hg in Figure 8.2.3, is to be at least equal to the corrugation
depth, and gussets with shedder plates are to be arranged in every
corrugation. The gusset plates are to be fitted in line with and between the
corrugation flanges. The net thickness of the gusset and shedder plates are
not to be less than 100% and 80%, respectively, of the net thickness of the
corrugation flanges and are to be of at least the same material yield strength.
Also see 2.5.7.11.
• scallops in brackets, gusset plates and shedder plates in way of the
connections to the inner bottom or corrugation flange and web are not
permitted.
PAGE 21 OF 48
Table 8.2.3
Values of Ci
Bulkhead At lower end of lcg At mid length of lcg At upper end of lcg
0.80Cm1
Transverse Bulkhead C1 Cm1
0.65Cm1
Longitudinal Bulkhead C3 Cm3 0.65Cm3
Where:
Adt but is not to be taken as less than 0.60
= a1 + b1
bdk
C1 Adt
= a1 − b1 for transverse bulkhead with no lower stool, but is not to be taken
bdk
as less than 0.55
0.41
= 0.95 -
a1 R bt
= 0.6 1.0 for transverse bulkhead with no lower stool
0.078
= −0.20 +
b1 Rbt
= 0.13 for transverse bulkhead with no lower stool
Adt but is not to be taken as less than 0.55
= am1 + bm1
bdk
Cm1 Adt
= a m1 − bm1 for transverse bulkhead with no lower stool, but is not to be taken
bdk
as less than 0.60
0.25
= 0.63 +
am1 Rbt
= 0.96 0.85 for transverse bulkhead with no lower stool
0.11
= −0.25 −
bm1 Rbt
= 0.34 for transverse bulkhead with no lower stool
Adl but is not to be taken as less than 0.60
= a3 + b3
ldk
C3 Adl
= a3 − b3 for longitudinal bulkhead with no lower stool, but is not to be
l dk
taken as less than 0.55
0.35
= 0.86 −
a3 Rbl
= 0.6 1.0 for longitudinal bulkhead with no lower stool
PAGE 22 OF 48

Values of Ci
0.10
= −0.17 +
b3 Rbl
= 0.13 for longitudinal bulkhead with no lower stool
Adl but is not to be taken as less than 0.55
= am3 + bm3
ldk
Cm3 Adl
= a m3 − bm3 for longitudinal bulkhead with no lower stool, but is not to be
l dk
taken as less than 0.60
0.24
= 0.32 +
am3 Rbl
= 0.9 0.85 for longitudinal bulkhead with no lower stool
0.10
= −0.12 −
bm3 Rbl
= 0.19 for longitudinal bulkhead with no lower stool
Abt ⎛ l ⎞⎛ b ⎞ for transverse bulkheads
Rbt = ⎜⎜ 1 + ib ⎟⎟⎜⎜ 1 + av − t ⎟⎟
bib ⎝ bib ⎠⎝ hst ⎠
Abl ⎛ l ⎞⎛ b ⎞ for longitudinal bulkheads
Rbl = ⎜⎜ 1 + ib ⎟⎟⎜⎜ 1 + av − l ⎟⎟
lib ⎝ b ib ⎠⎝ h sl ⎠
Adt cross sectional area enclosed by the moulded lines of the transverse bulkhead upper
stool, in m2
= 0 if no upper stool is fitted
Adl cross sectional area enclosed by the moulded lines of the longitudinal bulkhead upper
stool, in m2
= 0 if no upper stool is fitted
Abt cross sectional area enclosed by the moulded lines of the transverse bulkhead lower
stool, in m2
Abl cross sectional area enclosed by the moulded lines of the longitudinal bulkhead lower
stool, in m2
bav-t average width of transverse bulkhead lower stool, in m. See Figure 8.2.3
bav-l average width of longitudinal bulkhead lower stool, in m. See Figure 8.2.3
hst height of transverse bulkhead lower stool, in m. See Figure 8.2.3
hsl height of longitudinal bulkhead lower stool, in m. See Figure 8.2.3
bib breadth of cargo tank at the inner bottom level between hopper tanks, or between the
hopper tank and centreline lower stool, in m. See Figure 8.2.3
bdk breadth of cargo tank at the deck level between upper wing tanks, or between the
upper wing tank and centreline deck box or between the corrugation flanges if no
upper stool is fitted, in m. See Figure 8.2.3
lib length of cargo tank at the inner bottom level between transverse lower stools, in m.
See Figure 8.2.3
ldk length of cargo tank at the deck level between transverse upper stools or between the
corrugation flanges if no upper stool is fitted, in m. See Figure 8.2.3
PAGE 23 OF 48
3.4 Deck Structure
3.4.1 Deck plating

3.4.1.1 The thickness of the deck plating is to comply with the requirements in 3.9.2.1 with
the applicable lateral pressure, green sea and deck loads.
3.4.1.2 (void)
PAGE 24 OF 48
6 EVALUATION OF STRUCTURE FOR SLOSHING AND IMPACT LOADS
6.3 Bottom Slamming
6.3.7 Primary support members
6.3.7.5 The net web thickness, tw-net, of primary support members adjacent to the shell is not
to be less than:
s σ yd s σ yd
t w −net = t w−net = w mm
70 235 70 235
Where:
sw plate breadth, in mm, taken as the spacing between the web

stiffening
σyd specified minimum yield stress of the material, in N/mm2
6.4 Bow Impact
6.4.5 Side shell stiffeners

6.4.5.1 The effective net plastic section modulus, Zpl-net, of each stiffener, in association with
the effective plating to which it is attached, is not to be less than:
Pim sl bdg 2
Z pl −net = cm3
f bdg C s σ yd
Where:
Pim bow impact pressure as given in Section 7/4.4 and calculated at
the load calculation point defined in Section 3/5.2.2, in kN/m2
s stiffener spacing, in mm, as defined in Section 4/2.2
lbdg effective bending span, as defined in Section 4/2.1.1, in m
fbdg bending moment factor
⎛ n ⎞
= 8⎜ 1 + s ⎟
⎝ 2 ⎠
ns = 2.0 for continuous stiffeners or where stiffeners are
bracketed at both ends
see 6.3.3.1 6.4.3.2 for alternative arrangements
Cs permissible bending stress coefficient
= 0.9 for acceptance criteria set AC3
PAGE 25 OF 48
6.4.7 Primary support members
6.4.7.5 The net section modulus of each primary support member, Znet50, is not to be less
than:
2
f bdg − pt Pim bslm f slm lbdg
Z net50 = 1000 cm3
f bdg Cs σ yd
Where:
fbdg-pt correction factor for the bending moment at the ends and
considering the patch load
= 3 f slm 3 − 8 f slm 2 + 6 f slm
fslm patch load modification factor
lslm
=
lbdg
lslm extent of bow impact load area along the span

= Aslm m, but not to be taken as greater than lbdg
Aslm bow impact load area, in m2, as defined in 6.4.6.1

lbdg effective bending span, as defined in Section 4/2.1.4, in m
Pim bow impact pressure as given in Section 7/4.4 and calculated at
the load calculation point defined in Section 3/5.3.3 5.3.1, in
kN/m2
bslm breadth of impact load area supported by the primary support
member, to be taken as the spacing between primary support
members as defined in Section 4/2.2.2, but not to be taken as
greater than lslm, in m
fbdg bending moment factor
= 12 for primary support members with end fixed continuous
face plates, stiffeners or where stiffeners are bracketed in
accordance with Section 4/3.3 at both ends
Cs permissible bending stress coefficient
= 0.8 for acceptance criteria set AC3
PAGE 26 OF 48
SECTION 9 - DESIGN VERIFICATION

1 HULL GIRDER ULTIMATE STRENGTH
1.1 General
1.1.1 Application
1.1.1.2 The scantling requirements in this Sub-Section are to be applied within 0.4L
amidships to any cross section along the entire vessel’s length and are in addition to
all other requirements within the rules.
2 STRENGTH ASSESSMENT (FEM)
2.3 Local Fine Mesh Structural Strength Analysis
2.3.1 Objective and scope

2.3.1.1 For tankers of conventional arrangements, as a minimum requirement, the
following areas in the midship cargo region are to be investigated:
(a) main bracket toes and openings at critical locations and upper hopper knuckle
joint of a typical transverse web frame located in the midship tank. Where a
wash bulkhead is fitted, main bracket toes and openings at critical locations of
transverse and vertical webs
(b) main bracket toes and openings at critical locations on a typical transverse web
frame adjacent to a transverse bulkhead in way of the transverse bulkhead
horizontal stringers
(c) main bracket toes, heels and openings at critical locations of horizontal stringers,
connection of transverse bulkhead to double bottom girder or buttress of a
typical transverse bulkhead
(d) connections of transverse and longitudinal corrugated bulkheads to bottom
stool or inner bottom and double bottom supporting structure if a lower stool is
not fitted. If a gusset plate is fitted the connection between the corrugation and
the upper corners of the gusset are to be assessed
(e) end brackets and attached web stiffeners of typical longitudinal stiffeners of
double bottom and deck, and adjoining vertical stiffener of transverse bulkhead.
If longitudinal stiffeners are fitted above the deck then the connection in way of
the transverse bulkhead are to be assessed.
2.3.1.2 The selection of critical locations on the structural members described in 2.3.1.1 to
perform fine mesh analysis is to be in accordance with Appendix B/3.1.
2.3.1.3 Where the stress level in areas of stress concentration on structural members not
specified in 2.3.1.1 exceeds the acceptance criteria of the cargo tank analysis, a fine
mesh analysis is to be carried out to demonstrate satisfactory scantlings.
2.3.1.4 Where the geometry can not be adequately represented in the cargo tank finite
element model, a fine mesh analysis may be used to demonstrate satisfactory
scantlings. In such cases the average stress within an area equivalent to that
specified in the cargo tank analysis (typically s by s) is to comply with the
requirement given in Table 9.2.1. See also Note 1 of Table 9.2.3.
PAGE 27 OF 48
2.4.5 Application of scantlings to side shell, longitudinal bulkheads and inner

hull longitudinal bulkheads
2.4.5.1 The scantlings of plating and longitudinal stiffeners of side shell, longitudinal
bulkheads and inner longitudinal bulkheads within 0.15D from the deck are to be
maintained longitudinally within 0.4L amidships. The scantlings of plating and
longitudinal stiffener at a given height are not to be less than the maximum of that
required for the corresponding vertical location along the length of the middle tanks
of the cargo tank finite element model required by Appendix B/1.1.1.5. Outside 0.4L
amidships, the scantlings of the plating and stiffeners within 0.15D from the deck
may be tapered to that required by Section 8 at the ends of the cargo tank region.
2.4.5.2 The plate thickness of side shell, longitudinal bulkheads and inner hull longitudinal
bulkheads, including hopper plating, outside 0.15D from the deck may vary along
the length and height of a tank. The plate thickness away from the transverse
bulkheads is not to be less than that required for the corresponding location of the
middle tanks of the cargo tank finite element model required by Appendix B/1.1.1.5.
These scantlings are to be maintained for all tanks within the cargo region, other
than the fore-most and aft-most cargo tanks. For the fore-most and aft-most cargo
tanks, the minimum net thickness of the side shell, longitudinal bulkheads or inner
hull longitudinal bulkheads (including hopper plating) plating outside 0.15D from
the deck is given by:
s
tnet = t net −mid mm
smid
Where:
tnet-mid required net thickness for corresponding location in the
midship tank, in mm
s spacing between longitudinal stiffeners at location under
consideration, in mm
smid spacing between longitudinal stiffeners at corresponding
location in midship tank, in mm
2.4.5.3 The plate thickness of side shell, longitudinal bulkheads and inner hull longitudinal
bulkheads, including hopper plating, in way of transverse bulkheads required for
strengthening against hull girder shear loads is not to be less than that required by
Appendix B/1.1.1.6, B/1.1.1.7 and B/1.1.1.8. Within 0.15D from the deck, the plate
thicknesses in way of transverse bulkheads are not to be taken as less than that
required by 2.4.5.1. Outside 0.15D from the deck, the plate thicknesses in way of
transverse bulkheads are not to be taken as less than that required by 2.4.5.2.
2.4.5.4 The scantlings of longitudinal stiffeners of side shell, longitudinal bulkheads, inner
longitudinal bulkheads and hopper plate at a given height, outside 0.15D from the
deck, are not to be less than that required for the corresponding vertical location of
the middle tanks of the cargo tank finite element model as required by Appendix
B/1.1.1.5. These scantlings are to be maintained for all tanks within the cargo region.
2.4.5.5 The plate thickness required for strengthening against hull girder shear loads of the
side shell, longitudinal bulkheads and inner hull longitudinal bulkheads in way of a
transverse bulkhead is to be taken as the greater from the corresponding vertical
location of the forward and aft transverse bulkhead of the middle tanks of the cargo
tank finite element model as required by Appendix B/1.1.1.5. All relevant
requirements in other sections of the Rules are also to be complied with.
PAGE 28 OF 48
SECTION 10 BUCKLING AND ULTIMATE STRENGTH
1 GENERAL
1.1 Strength Criteria
1.1.1 Scope
1.1.1.4 The strength criteria are to be based on the following assumptions and limitations in
respect to buckling and ultimate strength control in design:
(a) the buckling strength of stiffeners is to be greater than the plate panels they
support
(b) the primary support members supporting stiffeners are to have sufficient inertia
to prevent out of plane buckling of the primary member, see 2.3.2.3
(c) all stiffeners with their associated effective plate are to have moments of inertia
to provide adequate lateral stability, see 2.2.2
(d) the proportions of local support members and primary support members are to
be such that local instability is prevented
(e) tripping of primary support members (e.g. torsional instability) is to be
prevented by fitment of tripping brackets or equivalents, see in 2.3.3
(f) the web plate of primary support members is to be such that elastic buckling of
the plate between web stiffeners is prevented
(g) for plates with openings, the buckling strength of the areas surrounding the
opening or cut out and any edge reinforcements are adequate, see 3.4.23.4.1 and
2.4.3.
PAGE 29 OF 48
SECTION 11 GENERAL REQUIREMENT
1 HULL OPENINGS AND CLOSING ARRANGEMENTS
1.4 DECK HOUSES AND COMPANIONWAYS
1.4.10 Exposed bulkhead plating

1.4.10.1 The gross thickness of plating, tblk-grs, is not to be less than that calculated from
1.4.10.2 and that given by:
tblk-grs = 3s k hdes mm
Where:
s spacing of stiffeners, in m
hdes design head, in m:
C 4 [(C 5 f ) − z ] c
but is not to be taken less than given below for the specified
location:
2.5 + L1 / 100 unprotected front bulkheads on the lowest tier
1.25 + L2 / 200 elsewhere
L1 rule length, L, as defined in Section 4/1.1.1.1, but is not to be
taken greater than 250m
L2 rule length, L, as defined in Section 4/1.1.1.1, but is not to be
taken greater than 300m
C4 coefficient as given in Table 11.1.6
C5 coefficient:
⎡ (x/L ) − 0.45 ⎤
2
1.0 + ⎢ ⎥ where x/L ≤ 0.45
⎣ C b1 + 0.2 ⎦
2
⎡ (x/L ) − 0.45 ⎤
1.0 + 1.5 ⎢ ⎥ where x/L > 0.45
⎣ C b1 + 0.2 ⎦
Cb1 block coefficient as defined in Section 4/1.1.9.1, but is not to be
taken as less than 0.60 or greater than 0.80. For aft end
bulkheads forward of amidships, Cb1 may be taken as 0.80
x distance between the A.P. and the bulkhead being considered,
in m. Deck house side bulkheads are to be divided into equal
parts not exceeding 0.15L in length, and x is to be measured
from the A.P. to the centre of each part considered
L rule length, as defined in Section 4/1.1.1.1
PAGE 30 OF 48
f as defined in Table 11.1.7

z vertical distance from the summer load waterline measured to
the middle of the plate, in m
c 0.3 + 0.7 bdh /B1
but is not to be taken as less than 1.0 for exposed machinery
casing bulkheads and in no case is bdh/B1 to be taken as less
than 0.25
bdh breadth of deck house at the position being considered, in m
B1 actual breadth of the vessel at the freeboard deck at the
position being considered, in m
Table 11.1.6
Values of ‘C4’
Bulkhead location Value of ‘C4’
Unprotected front, lowest tier 2.0 + L2/120
Unprotected front, 2nd tier 1.0 + L2/120
Unprotected front, 3rd tier and above 0.5 + L2/150
Protected front, all tiers 0.5 + L2/150
Sides, all tiers 0.5 + L2/150
Aft ends, aft of amidships, all tiers 0.7 + (L2/1000) − 0.8x/L
Aft ends, forward of amidships, all tiers 0.5 + (L2/1000) − 0.4x/L
Table 11.1.7
Values of ‘f’
L, in m f, in m
90 6.00
100 6.61
120 7.68
140 8.65
160 9.39
180 9.88
200 10.27
220 10.57
240 10.78
260 10.93
280 11.01
≥ 300 11.03
Note
1. This Table is based on the equations given
in Table 11.1.8
Table 11.1.8
Origin of ‘f’ Values
L, in m f, in m
− L / 300
L ≤ 150 (L /10)( e ) − [1 − (L /150) 2 ]
150 < L < 300 (L /10)( e − L / 300 )
L ≥ 300 11.03
PAGE 31 OF 48
1.5 Prevention of water passing inboard
1.5.3 For acceptable arrangements for discharges and scuppers, see Figure 11.1.3.
Figure 11.1.3
Diagrammatic Arrangement of Discharge and Scupper Systems
Discharges coming from enclosed spaces below the Discharges coming from
freeboard deck or on the freeboard deck other spaces
General requirement Discharges Alternatives where inboard end is outboard end > 450mm otherwise
where through below FB deck or
inboard end < 0.01L machinery > 0.01L above SWL > 0.02L above SWL < 600mm above SWL
above SWL space
Superstructure or
Deckhouse Deck
FB FB FB FB FB FB
Deck Deck Deck Deck Deck Deck 14
12 13
TWL
SWL SWL SWL SWL SWL 9 10 11 SWL
/control of the valves are to be

in an approved position
1 2 3 4 5 6 7 8
/
Symbols: non return valve without positive remote control
means of closing
inboard end of pipes normal thickness
non return valve with positive means
outboard end of pipes of closing controlled locally substantial thickness
pipes terminating on the open deck valve controlled locally
“L” in Figure 11.1.3 to be amended to “LL”
PAGE 32 OF 48
4 EQUIPMENT
4.1 Equipment Number Calculation
4.1.1 Requirements
4.1.1.1 Anchors and chains are to be in accordance with Table 11.4.1 and the quantity, mass
and sizes of these are to be determined by the equipment number (EN), given by:
EN = ∆ 2 / 3 + 2 Bhdk + 0.1A
Where:
∆ moulded displacement, in tonnes, as defined in Section 4/1.1.7.1
B moulded breadth, in m, as defined in Section 4/1.1.3.1
hdk hFB + h1 + h2 + h3 + . . ., as shown in Figure 11.4.1. In the
calculation of h, sheer, camber and trim may be neglected
hFB freeboard from the summer load waterline amidships, in m
h1, h2, height on the centreline of each tier of houses having a breadth
h3 … hn greater than B/4, in m.
A profile area of the hull, superstructure and houses above the
summer load waterline which are within the length L, in m2.
Superstructures or deck houses having a breadth equal to or
less than B/4 at any point may be excluded. With regard to
determining A, when a screen or bulwark is more than 1.5m
high, the area shown in Figure 11.4.2 as A2 is to be included in A
L rule length, as defined in Section 4/1.1.1.1
Notes
(a) Screens or bulwarks 1.5 m or more in height are to be regarded as parts of houses
when determining h and A.
(b) If a house having a breadth greater than B/4 is above a house with a breadth of B/4
or less then the wide house is to be included but the narrow house ignored.
5 TESTING PROCEDURES
5.1 TANK TESTING
5.1.5 Leak testing

5.1.5.1 All boundary welds, erection joints, and penetrations including pipe connections,
except welds made by automatic processes are to be examined in accordance with the
approved procedure and under a pressure of at least 0.15bar with a leak indicating
solution (e.g. soapy water solution). Pressures greater than 0.20bar are not
recommended.
PAGE 33 OF 48
Table 11.5.1
Testing Requirements for Tanks and Boundaries
Structures to be Type of Hydrostatic testing head or Remarks
tested testing pressure
1 Double Bottom Tanks Structural(1) The greater of Tank boundaries
- to the top of overflow, or tested from at least
- to the bulkhead deck one side
2 Double Side Tanks Structural(1) The greater of Tank boundaries
- to the top of overflow, or tested from at least
- to 2.4m above top of tank(2) one side
3 Cargo Tanks Structural(1) The greatest of Tank boundaries
- to the top of overflow, tested from at least
- to 2.4m above top of tank(2), one side
or
Fuel Oil Bunkers Structural(1) - to the top of tank(2) plus setting
of any pressure relief valve
4 Cofferdams Structural(3) The greater of
- to the top of overflow, or
- to 2.4m above top of
cofferdam
5a Peak Tanks Structural The greater of Aft peak tank test to
- to the top of overflow, or be carried out after
- to 2.4m above top of tank(2) installation of stern
tube.
5b Fore Peak not used as Refer to
a tank SOLAS II.1
Reg.14
5c Aft Peak not used as a Leak
tank
6 Watertight Bulkheads Hose(4) Including steps and
in way of dry space recesses
7 Watertight Doors Hose For testing before
below freeboard or installation(5)
bulkhead deck
8 (void)
9 Watertight hatch Structural The greater of: At least every second
covers of tanks on testing - to 2.4m above the top of hatch cover is to be
combination carriers hatch cover, or tested
- setting pressure of the pressure
relief valve
10 Weathertight Hatch Hose(4)
Covers, Doors and
other Closing
Appliances
11 Shell plating in way of Visual To be carefully
pump room examination examined with the
vessel afloat
PAGE 34 OF 48

Testing Requirements for Tanks and Boundaries
Structures to be Type of Hydrostatic testing head or Remarks
tested testing pressure
12 Chain Locker (aft Structural To the top of chain locker
Collision Bulkhead) spurling pipe
13 Independent Tanks Structural The greater of
- to the top of overflow, or
- to 0.9 m above top of tank
14 Ballast Ducts Structural Ballast pump maximum
pressure or setting of any relief
valve for the ballast duct if that
is less
15 Hawse Pipes Hose
Note
1. Leak or hydropneumatic testing may be accepted under the conditions specified in 5.1.5,
provided that at least one tank for each type is structurally tested, and selected in
connection with the approval of the design. In general, the structural testing need not be
repeated for subsequent vessels of a series of identical new buildings unless the Surveyor
deems the repetition necessary. The structural testing of cargo space boundaries and tanks
for segregated cargoes or pollutants on subsequent vessels of a series of identical new
buildings are to be in accordance with the requirements of the individual Classification
Society.
2. Top of tank is defined as the deck forming the top of the tank excluding hatchways.
3. Leak testing in accordance with 5.1.5 may be accepted, except that hydropneumatic testing
may be required in consideration of the construction techniques and welding procedures
employed.
4. Where hose testing is impractical due to the stage of outfitting (machinery, cables,
switchboard, insulation etc.), it may be replaced at the individual Society’s discretion, by a
careful visual examination of all the crossings and welded joints. A dye penetrant test, leak
test or ultrasonic leak test may be required.
5. Before installation (i.e. normally at manufacture) the watertight access doors or hatches are
to be hydrostatically tested with a head of water equivalent to the bulkhead deck at centre,
from the side which is most prone to leakage. The acceptance criteria are as follows:
• no leakage for doors or hatches with gaskets
• a maximum water leakage of one litre per minute for doors or hatches with metallic
sealing.
6. If leak or hydropneumatic testing is carried out, arrangements are to be made to ensure that
no pressure in excess of 0.30 bar is applied.
PAGE 35 OF 48
Appendix A – Hull Girder Ultimate Strength
2 CALCULATION OF HULL GIRDER ULTIMATE CAPACITY

2.2 Simplified Method Based on an Incremental-iterative Approach
2.2.2 Assumptions and modelling of the hull girder cross-section

2.2.2.1 In applying the procedure described in 2.2.1, the following assumptions are to be
made:
(a) The ultimate strength is calculated at a hull girder transverse section between
two adjacent transverse webs.
(b) The hull girder transverse section remains plane during each curvature
increment.
(c) The material properties of steel are assumed to be elastic, perfectly plastic.
(d) The hull girder transverse section can be divided into a set of elements which act
independently of each other.
2.2.2.2 The elements making up the hull girder transverse section are:
(a) longitudinal stiffeners with attached plating, the structural behaviour is given in
2.3.1
(b) transversely stiffened plate panels, the structural behaviour is given in 2.3.1
(c) hard corners, as defined in 2.2.2.3, the structural behaviour is given in 2.3.2
2.2.2.3 The following structural areas are to be defined as hard corners:
(a) the plating area adjacent to intersecting plates
(b) the plating area adjacent to knuckles in the plating with an angle greater than 30
degrees.
(c) plating comprising rounded gunwales
An illustration of hard corner definition for girders on longitudinal bulkheads is
given in Figure A.2.3. The hard corner size is defined in 2.2.2.4.
2.2.2.4 The size and modelling of hard corner elements is to be as follows:
(a) it is to be assumed that the hard corner extends up to s/2 from the plate
intersection for longitudinally stiffened plate, where s is the stiffener spacing
(b) it is to be assumed that the hard corner extends up to 20tgrs from the plate
intersection for transversely stiffened plates, where tgrs is the gross plate
thickness.
Note
(a) For transversely stiffened plate, the effective breadth of plate for the load shortening portion of the
stress-strain curve is to be taken as the full plate breadth, i.e. to the intersection of other plates –
not from the end of the hard corner if any. The area on which the value of σCR5 defined in 2.3.8.1
applies is to be taken as the breadth between the hard corners, i.e. excluding the end of the hard
corner if any.
(b) For longitudinally stiffened plate, the effective breadth of attached plate is 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 breadth 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.
PAGE 36 OF 48
2.2.2.5 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.
2.2.2.6 Openings are to be considered in accordance with Section 4/2.6.3.
2.2.2.7 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 s 2
(a) t=
s
σ ydp1t1s1 + σ ydp 2 t 2 s 2
(b) σ ydp =
ts
Where:
t1, s1, t2, s2, σydp1, σydp2, s, see Figure A.1.X.
Figure A.1.X
Definitions
2.3 Stress-strain Curves σ-ε (or Load-end Shortening Curves)
2.3.1 Plate panels and stiffeners

2.3.1.1 Plate panels and stiffeners are assumed to fail according to one of the modes of
failure specified in Table A.2.1. The relevant stress-strain curve σ-ε is to be obtained for
lengthening and shortening strains according to Table A.2.1.
2.3.1.2 Where the plate members are stiffened by non-continuous longitudinal stiffeners, the
stress of the element is to be obtained in accordance with 2.3.3 to 2.3.7, 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.
2.3.1.3 Where openings are provided in the plate panel, the considered area of the element is
to be obtained by deducting the opening area from the plating in calculating the total force
for checking the hull girder ultimate strength. Openings are to be considered in accordance
with Section 4/2.6.3.
PAGE 37 OF 48
2.3.3 Elasto-plastic failure of structural elements

2.3.3.1 The equation describing the stress-strain curve σ-ε or the elasto-plastic failure of
structural elements is to be obtained from the following formula, valid for both
positive (compression or shortening) of hard corners and negative (tension or
lengthening) strains of all elements (see Figure A.2.4):
σ = Φ σyd
σ = Φ σydA
Where:
Φ edge function:
Φ = -1 for ε < -1
Φ = ε for -1 < ε < 1
Φ = 1 for ε>1
ε relative strain:
εE
ε=
ε yd
εE element strain
ε yd strain corresponding to yield stress in the element:
σ yd
ε yd =
E
σ ydA
ε yd =
E

σydA equivalent minimum yield stress of the considered element,
in N/mm2
σ ydp Ap − net 50 + σ yds As − net 50
σ ydA =
Ap − net 50 + As − net 50
σydp specified minimum yield stress of the material of the plate, in

N/mm2
σyds specified minimum yield stress of the material of the stiffener,
in N/mm2
Ap-net50 net sectional area of attached plating, in cm2
As-net50 net sectional area of the stiffener without attached plating, in
cm2
Note
The signs of the stresses and strains in this Appendix are opposite to those in the rest of
the Rules
PAGE 38 OF 48
Figure A.2.4
Example of Stress Strain Curves σ-ε
a) Stress strain curve σ-ε for elastic, perfectly plastic failure of a hard corner
σydA σyd
compression or
shortening
tension or
lengthening
-σyd -σydA
b) Typical stress strain curve σ-ε for elasto-plastic failure of a stiffener
σydA σyd
compression or
shortening
ε
tension or
lengthening
-σyd -σydA
PAGE 39 OF 48
2.3.4 Beam column buckling

2.3.4.1 The equation describing the shortening portion of the stress strain curve σCR1-ε for
the beam column buckling of stiffeners is to be obtained from the following formula:
⎛ A s − net 50 + 10 −2 b eff − p t net 50 ⎞
σ CR 1 = Φσ C 1 ⎜ ⎟ N/mm2
⎜ A s − net 50 + 10 − 2 st net 50 ⎟
⎝ ⎠
Where:
Φ edge function defined in 2.3.3.1
As-net50 net area of the stiffener, in cm2, without attached plating
σC1 critical stress, in N/mm2:
σ E1 σ yd
σ C1 = for σ E1 ≤ ε
ε 2
⎛ σ yd ε ⎞ σ yd
σ C1 = σ yd ⎜⎜1 − ⎟ for σ E1 > ε
⎝ 4σ E1 ⎟⎠ 2
σ E1 σ ydB
ε 2
⎛ σ ydB ε ⎞ σ ydB
σ C1 = σ ydB ⎜⎜1 − ⎟
⎟ for σ E1 > ε
⎝ 4σ E1 ⎠ 2
ε relative strain defined in 2.3.3.1

σE1 Euler column buckling stress, in N/mm2:
I
σ E1 = π 2 E E − net 502 10 − 4
AE − net 50lstf
E modulus of elasticity, 2.06 x 105 N/mm2

IE-net50 net moment of inertia of stiffeners, in cm4, with attached plating
of width beff-s
beff-s effective width, in mm, of the attached plating for the stiffener:
s
b eff −s = for β p > 1.0
βp
b eff −s = s for β p ≤ 1.0
βp s εσ yd
=
t net 50 E
s εσ ydp
=
t net 50 E
s plate breadth, in mm, taken as the spacing between the

stiffeners, as defined in Section 4/2.2.1
tnet50 net thickness of attached plating, in mm
AE-net50 net area, in cm2, of stiffeners with attached plating of width beff-p
lstf span of stiffener, in m, equal to spacing between primary
support members
PAGE 40 OF 48
beff-p effective width, in mm, of the plating:

⎛ 2.25 1.25 ⎞
b eff − p = ⎜⎜ − 2 ⎟⎟s for β p > 1.25
⎝ βp βp ⎠
b eff − p = s for β p ≤ 1.25
σydB equivalent minimum yield stress of the considered element, in

N/mm2
σ ydp ApE − net 50 l pE + σ yds As − net 50 l sE
σ ydB =
A pE − net 50 l pE + As − net 50 l sE
ApE-net50 effective area, in cm2

ApE − net 50 = 10 −2 beff − s t net 50

N/mm2
σyds specified minimum yield stress of the material of the stiffener, in
N/mm2
lpE distance, in mm, measured from the neutral axis of the stiffener
with attached plate of width, beff-s, to the bottom of the attached
plate
lsE distance, in mm, measured from the neutral axis of the stiffener
with attached plate of width, beff-s, to the top of the stiffener
2.3.5 Torsional buckling of stiffeners

2.3.5.1 The equation describing the shortening portion of the stress-strain curve σCR2-ε for
the lateral-flexural buckling of stiffeners is to be obtained according to the following
formula:
A s − net 50 σ C 2 + 10 −2 st net 50 σ CP
σ CR 2 = Φ N/mm2
A s − net 50 + 10 − 2 st net 50
Where:
As-net50 net area of the stiffener, in cm2, without attached plating
σ E2 σ yd
σC2 = for σ E 2 ≤ ε
ε 2
σ C 2 = σ yd ⎜⎜1 − ⎟ for σ E 2 > ε
⎝ 4σ E 2 ⎟⎠ 2
σ E2 σ yds
ε 2
⎛ σ ydsε ⎞ σ yds
σ C 2 = σ yds ⎜⎜1 − ⎟ for σ E 2 > ε
⎝ 4σ E 2 ⎟⎠ 2
σE2 Euler torsional buckling stress, in N/mm2

σE2=σET
PAGE 41 OF 48
σET reference stress for torsional buckling, in N/mm2, defined in

Section 10/3.3.3.1, calculated based on gross thickness minus
the corrosion addition 0.5tcorr.
σCP ultimate strength of the attached plating for the stiffener, in
N/mm2:
⎛
2.25 1.25 ⎞
σ CP = ⎜⎜ − 2 ⎟⎟σ yd for β p > 1.25
⎝ βp βp ⎠
σ CP = σ yd for β p ≤ 1.25
⎛ 2.25 1.25 ⎞
σ CP = ⎜ − 2 ⎟σ ydp for β p > 1.25
⎜ βp β p ⎟⎠
⎝
σ CP = σ ydp for β p ≤ 1.25
βp coefficient defined in 2.3.4

N/mm2
in N/mm2
2.3.6 Web local buckling of stiffeners with flanged profiles

2.3.6.1 The equation describing the shortening portion of the stress strain curve σCR3-ε for
the web local buckling of flanged stiffeners is to be obtained from the following
formula:
⎛ beff − ptnet 50 + d w − eff t w − net 50 + b f t f − net 50 ⎞

σ CR 3 = Φσ yd ⎜⎜ ⎟
⎟
N/mm2
⎝ st net 50 + d w t w − net 50 + b f t f − net 50 ⎠
σ CR 3 = Φ
( )
beff − ptnet 50σ ydp + d w − eff tw − net 50 + b f t f − net 50 σ yds
N/mm2
stnet 50 + d wtw − net 50 + b f t f − net 50
Where:
beff-p effective width, in mm, of the plating, defined in 2.3.4
tnet50 net thickness of plate, in mm
dw depth of the web, in mm
tw-net50 net thickness of web, in mm
bf breadth of the flange, in mm
tf-net50 net thickness of flange, in mm
PAGE 42 OF 48

dw-eff effective depth of the web, in mm:
⎛ 2.25 1.25 ⎞
d w − eff = ⎜⎜ − 2 ⎟⎟d w for β w > 1.25
⎝ βw βw ⎠
d w − eff = d w for β w ≤ 1.25
βw dw εσ yd
t w − net 50 E
dw εσ yds
t w − net 50 E

Ε modulus of elasticity, 2.06 x 105 N/mm2
N/mm2
in N/mm2
2.3.7 Web local buckling of flat bar stiffeners

the web local buckling of flat bar stiffeners is to be obtained from the following
formula:
⎛ st σ + 10 −2 A s −net 50 σ C 4 ⎞
σ CR 4 = Φ⎜⎜ net 50 CP ⎟
⎟
⎝ st net 50 + 10 − 2 A s − net 50 ⎠
Where:
σCP ultimate strength of the attached plating, in N/mm2, defined
in 2.3.5
σ E4 σ yd
ε 2
σ C 4 = σ yd ⎜⎜1 − ⎟ for σ E 4 > ε
⎝ 4σ E 4 ⎟⎠ 2
σ E4 σ yds
σ C4 = for σ E 4 ≤ ε
ε 2
⎛ σ yds ε ⎞ σ yds
σ C 4 = σ yds ⎜⎜1 − ⎟ for σ E 4 > ε
⎝ 4σ E 4 ⎟⎠ 2
σE4 Euler buckling stress, in N/mm2:

2
⎛t ⎞
σ E4 = 160000 ⎜⎜ w − net 50 ⎟⎟
⎝ dw ⎠
ε relative strain defined in 2.3.3.1.
PAGE 43 OF 48
As-net50 net area of stiffener, in cm2, see 2.3.5.1

tw-net50 net thickness of web, in mm
dw depth of the web, in mm
in N/mm2
2.3.8 Buckling of transversely stiffened plate panels

the buckling of transversely stiffened panels is to be obtained from the following
formula:
⎧ ⎡ ⎛ 2.25 1.25 ⎞ ⎛ ⎞⎛ ⎞
2⎤
⎪ Φσ ⎢ s ⎜ − 2 ⎟ + 0.1⎜1 −
s ⎟⎜1 + 1 ⎟ ⎥
⎪ yd ⎢
1000lstf ⎜ βp βp ⎠⎟ ⎜ ⎟⎜ β 2 ⎟ ⎥
⎪⎪ ⎢⎣ ⎝ ⎝ 1000lstf ⎠⎝ p ⎠
⎥⎦
σ CR5 = min ⎨ N/mm2
⎪
⎪ σ yd Φ
⎪
⎩⎪
⎧ ⎡ ⎛ 2.25 1.25 ⎞ ⎛ ⎞⎛ ⎞
2⎤
⎪ Φσ ⎢ s ⎜ − 2 ⎟ + 0.1⎜1 −
s ⎟⎜1 + 1 ⎟ ⎥
⎪ ydp ⎢
1000l stf ⎜ βp β ⎟ ⎜ 1000l ⎟⎜ β ⎟ 2 ⎥
⎪⎪ ⎣⎢ ⎝ p ⎠ ⎝ stf ⎠⎝ p ⎠
⎦⎥
σ CR5 = min ⎨ N/mm2
⎪
⎪ σ ydp Φ
⎪
⎩⎪
Where:
βp coefficient defined in 2.3.4.1
s plate breadth, in mm, taken as the spacing between the stiffeners,
as defined in Section 4/2.2.1
lstf stiffener span, in m, equal to spacing between primary support
members
N/mm2
PAGE 44 OF 48
Appendix B – Structural Strength Assessment

2 CARGO TANK STRUCTURAL STRENGTH ANALYSIS
2.4 Application of Loads
2.4.7 Pressure in cargo and ballast tanks
2.4.7.7 The following are to be considered when calculating the static tank pressure in
cargo tanks for harbour/tank testing load cases (design combination S) as required
by Section 7/Table 7.6.1:
• Maximum setting of pressure relief valve, Pvalve as defined in Section 7/2.2.3.5, of all
cargo tanks and, where applicable, maximum hair, as defined in Section 7/2.2.3.2
and Figure 7.2.3, of all cargo tanks in the cargo region are to be considered in the
calculation of Pin-test, see Section 7/2.2.3.5.
2.4.7.9 Maximum setting of pressure relief valve, Pvalve, as defined in Section 7/2.2.3.5 are to
be considered in design combination S and S+D as required by Section 7/Table 7.6.1.
2.5 Procedure to Adjust Hull Girder Shear Forces and Bending Moments
2.5.1 General
2.5.1.1 The procedure described in this section is to be applied to adjust the hull girder
horizontal bending moment, vertical shear force and vertical bending moment
distributions on the three cargo tanks FE model to achieve the required values.
2.5.1.2 Vertical distributed loads are applied to each frame position, together with a
vertical bending moment applied to the model ends to produce the required value
of vertical shear force at both the forward and aft bulkhead of the middle tank of the
FE model, and the required value of vertical bending moment at a section within
the length of the middle tank of the FE model. The required values are specified in
2.4.5.
2.5.1.3 A horizontal bending moment is applied to the ends of the model to produce the
required target value of horizontal bending moment at a section within the length of
the middle tank of the FE model. The required values are specified in 2.4.6.
2.5.2 Shear force and bending moment due to local loads

2.5.2.1 The vertical shear forces generated by the local loads are to be calculated at the
transverse bulkhead positions of the middle tank of the FE model. The maximum
absolute shear force at the bulkhead position of the middle tank of the FE model is
to be used to obtain the required adjustment in shear forces at the transverse
bulkhead, see 2.5.3. The vertical bending moment distribution generated by the
local loads is to be calculated along the length of the middle tank of the three cargo
tank FE model. The FE model can be used to calculate the shear forces and bending
moments. Alternatively, a simple beam model representing the length of the 3-tank
FE model with simply supported ends may be used to determine the shear force
and bending moment values.
PAGE 45 OF 48
2.5.2.2 For beam and oblique sea conditions, the horizontal bending moment distribution
due to dynamic sea pressure and dynamic tank pressure is to be calculated along
the length of the middle tank of the FE model.
2.5.2.3 The following local loads are to be applied for the calculation of hull girder shear
forces and bending moments:
(a) ship structural weight distribution over the length of the 3-tank model (static
loads). Where a simple beam model is used, the weight of the structure of each
tank can be distributed evenly over the length of the cargo tank. The structural
weight is to be calculated based on a thickness deduction of 0.5tcorr, as used in
the construction of the cargo tank FE model, see 2.2.1.5.
(b) weight of cargo and ballast (static loads)
(c) static sea pressure, dynamic wave pressure and, where applicable, green sea
load. For the Design Load Combination S (harbour/tank testing load cases),
only static sea pressure needs to be applied
(d) dynamic tank pressure load for Design Load Combination S+D (seagoing load
cases).
2.5.3 Procedure to adjust vertical shear force distribution

2.5.3.1 The required adjustment in shear forces at the transverse bulkhead positions (∆Qaft
and ∆Qfwd as shown in Figure B.2.10) are to be generated by applying vertical load at
the frame positions as shown in Figure B.2.11. It is to be noted that vertical correction
loads are not to be applied to any transverse tight bulkheads, any frames forward of
the forward tank and any frames aft of the aft tank of the FE model. The sum of the
total vertical correction loads applied is equal to zero.
2.5.3.2 The required adjustment in shear forces at the aft and forward transverse bulkheads
of the middle tank of the FE model in order to generate the required shear forces at
the bulkheads are given by:
∆Qaft = - Q targ - Q aft
∆Qfwd = Q targ - Q fwd
Where:
∆Qaft required adjustment in shear force at aft bulkhead of middle
tank based on the maximum absolute shear force at the
bulkhead
∆Qfwd required adjustment in shear force at fore bulkhead of the
middle tank based on the maximum absolute shear force at
the bulkhead
Q targ required shear force value to be achieved at forward bulkhead
of middle tank, see 2.4.5.
Q aft shear force due to local loads at aft bulkhead of middle tank,
see 2.5.2
Qfwd shear force due to local loads at fore bulkhead of middle tank,
see 2.5.2
PAGE 46 OF 48
Figure B.2.10
Position of Target Shear Force and Required Shear Force Adjustment
at Transverse Bulkhead Positions
Target Aft Bkhd Fore Bkhd
Condition Bkhd
BM SF SF ∆Qaft SF ∆Qfwd
pos
Bkhd Bkhd Bkhd Bkhd

Target BM
-Target SF (hogging)
-Qtarg - Q aft
Qtarg – Qfwd
Qtarg (-ve)
-Qtarg
Qfwd
Fore
∆Qaft
Hog
-ve
∆Qfwd
Qaft
Target SF (-ve)
Target BM
(hogging)
Bkhd -Target SF Bkhd Bkhd
∆Qaft
Qaft
-Qtarg – Qaft
Qtarg – Qfwd
Qtarg (-ve)
-Qtarg
Fore
Hog
-ve
Qfwd
∆Qfwd
Bkhd
Target SF (-ve)
Bkhd Bkhd Bkhd

Target SF (+ve)
∆Qfwd
Qfwd
-Qtarg - Qaft
Qtarg - Qfwd
Qtarg (+ve)
-Qtarg
Fore
+ve
Sag
Qaft
∆Qaft
Bkhd
-Target SF
Target BM
(sagging)
Bkhd Bkhd Bkhd Bkhd
Target SF (+ve)
-Qtarg - Qaft
Qtarg - Qfwd
Qaft
Qtarg (+ve)
∆Qfwd
-Qtarg
Fore
+ve
Sag
∆Qaft Qfwd
-Target SF Target BM
(sagging)
Note
For definition of symbols, see 2.5.3.2.
PAGE 47 OF 48
Appendix C – Fatigue Strength Assessment
1.4.4.20 The stress range combination factors, f1, f2, f3 and f4, which are to be applied to the
following zones, are given in Tables C.1.2 to C.1.4 Tables C.1.3 to C.1.5:
(a) Zone M: Midship region. This zone extends over the full length of all tanks
where the tank LCG lies between 0.35L and 0.8L from AP.
(b) Zone A: Aft region. This zone starts at the middle of the tank immediately aft of
Zone M and extends aftwards to include all the aftmost tanks.
(c) Zone F: Forward region. This zone starts at the middle of the tank immediately
forward of Zone M and extends forwards to include all the foremost tanks.
(d) Zone AT: Aft transition region between Zone M and Zone A. The stress range
combination factors are to be calculated by linear interpolation between the
stress range combination factors for Zones M and A.
(e) Zone FT: Forward transition region between Zone M and Zone F. The stress
range combination factors are to be calculated by linear interpolation between
the stress range combination factors for Zones M and F.
Note
Where ballast tanks, centre and wing cargo tanks do not have the same lengths e.g. if slop tank is
present, the middle position is to be taken at the middle of the longer tank.
0000
PAGE 48 OF 48
Common Structural Rules for
Double Hull Oil Tankers, July 2010
Technical Background for

Rule Change Notice 1
(1 July 2010 consolidated edition)
Notes:
(1) These Rule Changes enter into force on 1st July 2012.
(2) The Rule amendments in this document are applicable to the Common Structural
Rules for Double Hull Oil Tankers, July 2010.
Copyright in these Common Structural Rules for Double Hull Oil Tankers is owned by:
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.
TECHNICAL BACKGROUND COMMON STRUCTURAL RULES
FOR RULE CHANGE NOTICE 1 FOR DOUBLE HULL OIL TANKERS, JULY 2010
SECTION 4 - BASIC INFORMATION

Section 4/2.6.3.6
1. Background
The proposed amendment is to correct the cross reference.
Section 4/3.2.5.1
1. Background
The proposal is to clarify that the requirements for sniped stiffeners are also applicable to
structure subjected to sloshing loads. The amendment is also in line with the principle in
Section 2/5.4.1.8.
The proposed amendment is in line with the answer provided in the IACS CSR Knowledge
Centre KC ID: 946:
Question #946: Q1. Is Section 4/3.2.5.1 applicable to sloshing pressure in
accordance with Section 8/6.2.4.1 and 8/6.2.5.3? In this connection, please note
that our major concern is web stiffeners on the primary support members since
there are many such stiffeners with sniped ends. Please also note that the
definition of "P" in Section 4/3.2.5.1 refer to Table 8.2.5, Section 8/3.9.2.2 and
8/4.8.1.2 but neither 8/6.2.4.1 nor 8/6.2.5.3. Please clarify. If affirmative, the rule
text needs to be updated.
Q2. If the above answer is affirmative, please also clarify which "C1" factor is to
be used for sloshing pressure (e.g. 1.2 for AC1 or 1.0 for AC2)?
Answer #946:
A1: The requirements are applicable to sloshing pressure. The Rules will be
amended to clarify this.
A2: On the basis of the principle in Section 2/5.4.1.8 a C1 factor of C1=1.2 should
be utilised.
2. Impact on scantlings
There is no impact on scantlings as the Rule change proposal clarifies the application of the
requirements.
PAGE 2 OF 36
Section 4/3.4.1.4
1. Background
Section 4/3.4.1.4 indicates "a soft heel is not required at the intersection with watertight
bulkheads, where a back bracket is fitted or where the primary support member web is
welded to the stiffener face plate".
In this connection, while the above sentence specifies permissible omission of soft heel at
intersection with "watertight bulkheads", the proposal is to apply the same provision for the
intersection with ordinary primary support members, where a back bracket is fitted or where
the primary support member web is welded to the stiffener face plate.
Centre KC ID: 985:
RCP #985:
Section 4/3.4.1.4 indicates "a soft heel is not required at the intersection with
watertight bulkheads, where a back bracket is fitted or where the primary
support member web is welded to the stiffener face plate".
In this connection, while the above sentence specifies permissible omission of soft
heel at intersection with "watertight bulkheads", we presume that the same
provision can be also applied for the intersection with ordinary primary support
members, where a back bracket is fitted or where the primary support member
web is welded to the stiffener face plate, Please note that the last part of the
above sentence also indicates "primary support member web is welded to the
stiffener face plate", which may not be at "watertight bulkheads".
Please confirm, and update the Rule text, as appropriate. If it should be limited to
watertight bulkhead intersection only, please advise the reason.
Answer #985:
We agree with your interpretation. The Rules will be amended at the next
opportunity.
requirements.
PAGE 3 OF 36
SECTION 6 - MATERIALS AND WELDING

Section 6/1.2.3.1
1. Background
The proposed amendment is to correct the definition of the temperature.
Section 6/Table 6.1.3, category “Special”

1. Background
The proposed amendment is to bring the Rules in line with Table 1 of IACS UR S6 Rev.5.
Centre KC ID: 942:
RCP #942:
RCP regarding the material class specified in Table 6.1.3 of CSR Tanker.
In table 6.1.3 of CSR Tanker, deck strakes at longitudinal bulkheads are defined
as "SPECIAL".
On the other hand, according to IACS UR S6 Rev. 5, deck strakes at longitudinal
bulkheads, excluding deck plating in way of the inner skin bulkheads of double
hull ships are defined as "SPECIAL"
Hence, the material class is required to be Class III for deck strakes at
longitudinal bulkheads including inner skin bulkhead within 0.4L amidships by
CSR Tanker, while it is required to be Class II for deck strakes in way of the inner
skin bulkheads of double hull ships within 0.4L amidships by IACS UR S6 Rev.5
because such members are defined as "PRIMARY".
We believe it is reasonable that deck strakes in way of the inner skin bulkheads
of double hull ships is defined as "PRIMARY" not "SPECIAL" because such
members are located very close to stringer plates and sheer strakes compared to
deck plates at other longitudinal bulkheads.
Therefore, we would like to propose that table 6.1.3 be amended so that it is in
line with Table 1 of IACS UR S6 Rev.5.
Answer #942:
Your proposal is agreed with and will be considered at the next Rule Change
Proposal.
PAGE 4 OF 36
Section 6/2.1.1.2
1. Background
The proposed amendment is to indicate the adoption date of the Performance standard for
protective coatings for ballast tanks and void spaces by IMO, and to reference the IACS Unified
Interpretation UI SC223 and SC227 for transparent application by IACS members.
Section 6/Table 6.1.3, Note 8

1. Background
The proposed amendment is to harmonise the requirements for the engine bed plates
between the CSR for Double Hull Oil Tankers and the CSR for Bulk Carriers.
The requirement regarding the application of materials for engine bed plates are not
specified in any IACS Unified Requirements. The requirements in CSR BC and OT are based
on the requirements of the developing societies behind the CSRs.
Considering pre-CSR service history, plan approval practice, and discussions in the IACS
Hull Panel, the following was agreed to be proposed:
Material Class or Grade
Rules Thickness
0.4L Outside 0.6L
< 40 mm A/AH A/AH
CSR Tanker
> 40 mm B/AH A/AH
CSR Bulker
- Class I
KC ID 711
CSR Bulker within 0,6L

A/AH
Proposal RCP2 Class I
Harmonised < 30 mm A/AH A/AH

CSR > 30 mm B/AH A/AH
Section 6/Figure 6.3.1

1. Background
The proposed amendment is to clarify how the 3 metre line from top of tank should be
measured.
There is no impact on scantlings as the purpose of the Rule change proposal is to clarify top
of tank and the “3m line”.
PAGE 5 OF 36
Section 6/4.1.2.3
1. Background
The proposed amendment is to provide clarification for the requirements for in-place boring
and block boring method. This proposed amendment is based on questions raised by
shipyards which traditionally perform block boring.
Centre KC ID 1083:
Question #1083:
Section 6/4.1.2.3(h) requires "The final boring out of the propeller boss and stern
frame, skeg or solepeice fit-up and alignment of the rudder, pintles and axles, are
to be carried out after completing the major part of the welding of the aft part of
the ship. The contact between the conical surfaces of the pintles, rudder stock and
rudder axles are to be checked before the final mounting."
We note that the first sentence of this comes from the LR Rules Pt. 3, Ch. 1,
Sec.8.2.3 (July 2001 Edition).
Regarding the first sentence, "The final boring out of the propeller boss and stern
frame, skeg or solepeice fit-up and alignment of the rudder, pintles and axles, are
to be carried out after completing the major part of the welding of the aft part of
the ship." We note that one major shipbuilder carries out shaft alignment work in
block stage and has done this successfully for many years.
We contend the above be open to alternative procedures. Further such items as
indicated in the requirements "The final boring out of the propeller boss and
stern frame, skeg or solepeice fit-up and alignment of the rudder, pintles and
axles, are to be carried out after completing the major part of the welding of the
aft part of the ship. The contact between the conical surfaces of the pintles,
rudder stock and rudder axles are to be checked before the final mounting.", are
fabrication issues that need not be specifically addressed in the Common
Structural Rules. It is believed that this text should be removed from the Rules or
that the Rules clearly permit alternative procedures for confirming such
alignment.
Your prompt reply on this matter would be highly appreciated.
Answer #1083:
The Rules state that alignment should be carried out after completing the major
part of the welding of the aft part of the ship. An alternative procedure to the
shaft alignment may be accepted and should be reviewed by the Classification
Society. As for the pintle this is a local system which would be relatively
unaffected by block assembly and floating out provided all the work in the block
has been completed.
PAGE 6 OF 36
SECTION 7 - LOADS
Section 7/7.6.1
1. Background
A minimum setting of pressure relief valve is given in the Rules as 25 kN/m2. The minimum
value is applied in design load combination “S” only.
The Rules are not clear how to apply a proposed setting of the pressure relief valve value
higher than the Rule minimum. The proposal clarifies this aspect.
Centre KC ID: 1110:
Interpretation Request #1110:
As per Table 7.6.1 and Appendix B/2.4.7.7 of the Rules with the referenced
section 7/2.2.3.5, we understand that the relief valve pressures are subject to
static conditions only for local scantlings & FE analysis requirements respectively,
i.e setting pressure relief valve does not need to be considered in static +
dynamic conditions.
We understand that the same is true even though the designed setting pressure
of relief value is higher than 25KN/m2.
In that case, does any dynamic effect of the excessive pressure have to be
considered? For instance, if the setting of pressure relief is 70 KN/m2, do we
have to consider the additional 45 KN/m2 in S+D conditions?
Answer #1110:
The Rule minimum relief valve pressure is Pvalve=25kN/m2.
Yes; the additional pressure above the Rule minimum is to be considered so
pressure relief valve of 70 KN/m2 for "S" and 45 KN/m2 for "S+D" conditions.
PAGE 7 OF 36
SECTION 8 - SCANTLING REQUIREMENTS

Section 8/1.1.2.2
1. Background
The requirement of not having any dry or clean ballast for the seagoing homogeneous
loading condition at scantling draft only applies to the departure condition. Ballast may be
used in mid-voyage and arrival conditions to correct the trim due to reduction of fuel oil.
Centre KC ID: 947:
RCP #947:
With regard to the loading conditions, including both departure and arrival, to
be included in the Loading Manual, CSR Tanker Sec.8/1.1.2.2(a) specifies that
homogeneous loading conditions at the scantling draft shall not include the
filling of dry and clean ballast tanks.
However, paragraph 1.1.2.c of the Technical Background for Section 8/1 of CSR
Tanker is as follows:
“The requirement of not having any dry or clean ballast for the seagoing
homogeneous loading condition at scantling draft only applies to the departure
condition. Ballast may be used in mid-voyage and arrival conditions to correct
the trim due to reduction of fuel oil”
Therefore, the application of the requirement is not clear because of the
discrepancy between the current requirement and the Technical Background.
Our understanding is that it is appropriate to apply the requirement only to the
departure condition according to the Technical Background. Please confirm.
If necessary, please amend the rule’s text to clarify this.
Answer #947:
Your proposal has been agreed with. The Rules will be amended at the next
opportunity.
There is no impact on scantlings as the purpose of the Rule change proposal is to clarify the
loading conditions to be included in the Loading Manual.
PAGE 8 OF 36
Section 8/1.2.2.2
1. Background
Section 8/1.3.2.2
1. Background
The proposed amendment is to correct the unit of q1-net50.
Section 8/1.3.4.1
1. Background
The proposed amendment is to correct a misprint.
Section 8/1.6.3.1
1. Background
The modification is proposed to apply the varying allowable stress along the ship length for
the calculation of vertical extent of higher strength steel, instead of “190/k”.
In case of checking the vertical extent of higher strength steel at 0.1L (or 0.9L), “140/k”, not
“190/k”, would be applied. This is consistent with the intention of the Rules; the permissible
hull girder stresses are given in Table 8.1.3.
Centre KC ID: 909:
8/1.6.3 Vertical extent of higher strength steel: We have been checking this
requirement even for outside of 0.4L area. However, since permissible hull girder
bending stress for outside 0.4L area is not 190/k as shown in Table 8.1.3, we
checked vertical extent of higher strength steel zone modifying the formula of
190/k1 in 8/1.6.3.1 with the permissible hull girder bending stress at the check
point required in Table 8.1.3. Please clarify and change the rule if it is necessary.
Answer #947:
For the application of 8/1.6.3.1, the permissible hull girder bending stress for
outside 0.4L amidships is to be in accordance with the Table 8.1.3. We will
update the Rules to clarify the application.
There is no impact on scantlings as the proposal is in line with intention of the Rules.
PAGE 9 OF 36
Section 8/2.5.7.9
1. Background
Corrugated bulkheads are generally utilised as the boundary between cargo tanks of small
and medium sized product or chemical tankers. The corrugation provides benefits such as
simplified cleaning which is highly desirable due to the operational profile of these vessel
types. The last decade has seen significant innovation in the application of corrugated
bulkheads to tanker design.
In particular the use of corrugated bulkheads has extended to Aframax size and the size of
tankers where corrugated bulkheads are fitted without bulkhead stools has also increased.
The complexity of structural configuration and difficulties of manufacture can lead to
significant defects occurring which may be costly to repair. Particularly for the connection of
corrugated bulkheads at the inner bottom or hopper plating the special consideration need to
be given to the use of special material with specified through thickness properties
considering the potential lamellar tearing problem.
Lamellar tearing can be caused by strain in the through-thickness direction that arises from
the shrinkage of the weld metal as it cools. It is generally increased where free movement is
restrained, as is the case for the connection between corrugated bulkheads and inner bottom
plates. The heavier the weld, the greater is the susceptibility to lamellar tearing. Lamellar
tearing will normally occur at the new building stage, but it can not be detected fully until
the defects have propagated to the surface due to imposed stress during welding in
production stage or operation with actual cargo loads.
There is no impact on scantlings as the proposal is mandating the use of Z-quality steel in
areas with high strains in the thickness direction.
PAGE 10 OF 36
Section 8/Table 8.2.3

1. Background
Table 8.2.3 provides requirements for bulkheads with no lower stool. For bulkheads with no
lower stool further investigations and service feedback highlighted that the coefficients for
the bending moment distribution are not satisfactory. An investigation was carried out
covering:
• Bending moments based on prescriptive requirements were compared with BM
calculated from FE results for 3 different bulkheads
• Maximum S+D FE condition (A4-5A) was compared with prescriptive requirements
applicable for S+D pressures
• FE results for L/Bhd. 1 and T/Bhd. 2 are based on actual project with variable thickness
along the height (see figure below)
• FE results for L/Bhd. 3 are based on actual project with constant thickness along the
height
Three vertically corrugated bulkheads without stool tanks have been considered, one
transverse bulkhead with variable thickness, and two longitudinal bulkheads. One of the
longitudinal bulkheads has variable thickness and one has constant thickness over the height.
There is significant disagreement between bending moment distribution obtained from the
current prescriptive requirements versus values calculated by FE analysis, especially at the
ends.
The proposed update and a simple beam expression give good fit with the cases with
variable thickness, but for the case with constant thickness these expressions over predict the
bending moment at lower end (30%) and under predicts the bending moment at midspan
(-12%).
Three cases or vertically corrugated bulkheads are applied, of which this comparison covers
type C:
A) Bulkheads with upper stool and lower stool
B) Bulkheads with lower stool only
C) Bulkheads without stool
The proposed updated bending moment coefficients gives good fit for bulkheads of type C
with variable thickness.
PAGE 11 OF 36
A consequence assessment has been carried, for the ship detailed in Table 1, and results
shown in the tables below:
Transverse vertically corrugated bulkhead without lower and upper stools.
• Table 2: Input data
• Table 3: Results
Longitudinal vertically corrugated bulkhead without lower and upper stools
• Table 4: Input data
• Table 5: Results
Table 1 Ship Data

Ship length 150 m
Ship depth 15000 mm
Corrugation flange a 1200 mm
Corrugation depth d 1250 mm
Double bottom height at ship's side 1950 mm
Double bottom height at C.L. 1800 mm
Camber at ship C.L. 550 mm
Table 2 Input data – Transverse vertically corrugated bulkhead without lower and upper
stools
t gross 24 mm
Corrosion allowance 2.5 mm
Projection of the web 500 mm
Corrugation length at ship's side 13.05 m
Corrugation length at C.L. 13.75 m
Corrugation length used in the calculation 13.75 m corrugation length at ship's side
Pressure at lower end p l 383.54 MPa the cargo density is 1.85 t/m3
Pressure at upper end p u 26.33 Mpa the cargo density is 1.85 t/m3
Mean pressure p 204.94 MPa the cargo density is 1.85 t/m3
Yield stress sy 315 MPa
Modulus of Elasticity E 206000 MPa
Cs-cg 0.90 - for lower end
Cs-cg 0.77 - for midspan
Adt 0
bdk 0
PAGE 12 OF 36
Table 3 Results – Transverse vertically corrugated bulkhead without lower and upper stools
t offered net 21.5 mm
spacing s 1700 mm
web c 1346.29 mm
offered net SM 22155 cm3
Coefficient β 2.18 -
Coefficient Ce 0.7685 -
Coefficient for lower end C1 1.0 -
Coefficient for midspan Cm1 0.75 -
B.M. at lower end Mcg (Current) 3293 kNm
B.M. at lower end Mcg (Proposal) 5489 kNm
B.M. at midspan Mcg (Current) 5269 kNm
B.M. at midspan Mcg (Proposal) 4117 kNm
SM required at lower end (Current) 11617 cm3
SM required at lower end (Proposal) 19362 cm3
SM required at midspan (Current) 21768 cm3
SM required at midspan (Proposal) 17006 cm3
SM offered net / SM required 1.3028 -
required t 18.79 mm
NOTES:
• Cl calculated by the equation Cl = a1-b1(Adt/bdk)0.5
• Cm1 Calculated by the equation Cm1= am1-bm1(Adt/Bdk)0.5
• Offered net SM calculated by the formula SM = d (3atf + ctw)/6
• min Cm1 = 0.60
• min Cl = 0.55
• In this case Adt = 0 because there is no deck box
• If t f = t w = t , the required t is calculated by the formula:
• t = 6SM / [d (3a+c)]
PAGE 13 OF 36
Table 4 Input data – Longitudinal vertically corrugated bulkhead without lower and upper
stools
t gross 24 mm
Corrosion allowance 2.5 mm
Projection of the web 500 mm
Corrugation length at C.L. 13.75 m
Corrugation length used in the calculation 13.75 m corrugation length at ship's side
Pressure at lower end p l 377.45 MPa the cargo density is 1.85 t/m3
Pressure at upper end p u 41.77 Mpa the cargo density is 1.85 t/m3
Mean pressure p 209.61 MPa the cargo density is 1.85 t/m3
Yield stress sy 315 MPa
Modulus of Elasticity E 206000 MPa
Cs-cg 0.90 - for lower end
Cs-cg 0.73 - for midspan
Adl 0
ldk 0
Table 5 Results – Longitudinal vertically corrugated bulkhead without lower and upper stools
t offered net 21.5 mm
spacing s 1800 mm
web c 1346.29 mm
offered net SM 23499 cm3
Coefficient β 2.36 -
Coefficient Ce 0.728 -
Coefficient for lower end C3 0.9 -
Coefficient for midspan Cm3 0.85 -
B.M. at lower end Mcg (Current) 3567 kNm
B.M. at lower end Mcg (Proposal) 5350 kNm
B.M. at midspan Mcg (Current) 5355 kNm
B.M. at midspan Mcg (Proposal) 5053 kNm
SM required at lower end (Current) 12681 cm3
SM required at lower end (Proposal) 18871 cm3
SM required at midspan (Current) 23353 cm3
SM required at midspan (Proposal) 22033 cm3
SM offered net / SM required 1.0665 -
required t 20.16 mm
NOTES:
• C3 calculated by the equation C3 = a3-b3(Adl/ldk)0.5
• Cm3 calculated by the equation Cm3= am3-bm3(Adl/ldk)0.5
• Offered net SM calculated by the formula SM = d (3atf + ctw)/6
• min Cm3 = 0.60
• min C3 = 0.55
• In this case Adl = 0 because there is no deck box
• If t f = t w = t , the required t is calculated by the formula:
t = 6SM / [d (3a+c)]
PAGE 14 OF 36
Section 8/6.3.7.5
1. Background
The proposed amendment is to make an editorial amendment.
Section 8/6.4.5.1, 6.4.7.5

1. Background
PAGE 15 OF 36
SECTION 9 - DESIGN VERIFICATION

Section 9/1.1.1.2
1. Background
In the current CSR for Tanker Rules the hull girder ultimate strength requirements are to be
applied within 0.4L amidships. In the CSR for Bulk Carriers the same requirements is
applicable to the entire ship.
The Rules stipulate in paragraph 1.1.1.3 that “the plate and stiffeners may be gradually
reduced towards the local requirements at the ends”. Recognising the difficulty in tapering
ultimate strength requirements for plate and stiffeners, and considering that currently the
tapering procedure is only applicable for (side shell and deck) plating thickness we are
proposing to apply the hull girder ultimate strength requirements to the entire vessel.
The bending moments are greatest within the 0.4L amidships, so it is essential that this
region is evaluated for ultimate strength. Outside the 0.4L amidships the bending moments
taper towards the ends and likewise the strength of the cross section decrease as the hull
narrows towards the ends.
If the longitudinal stiffening is maintained outside the 0.4L there will be no or minimal
impact considering that the bending moments tapers outside 0.4L.
If there is some transversely stiffened plates there may be a small localised impact
considering the reduced ultimate strength capacity of transversely stiffened plates.
Section 9/2.3.1.1
1. Background
Section 9/2.3.1.1(e) requires fine mesh analysis for typical conventional arrangement:
"(e) end brackets and attached web stiffeners of typical longitudinal stiffeners of double
bottom and deck, and adjoining vertical stiffener of transverse bulkhead."
Similarly in Appendix B/Figure B.3.3 shows the areas that require fine mesh analysis in way
of deck, inner bottom and bottom longitudinal and transverse bulkhead vertical stiffeners.
Feedback has highlighted that the paragraph together with the figure is being interpreted in
such a way that fine mesh analysis is not required where longitudinal stiffeners are fitted
above the deck.
Centre KC ID: 924:
Interpretation request #924:
Regarding over deck longitudinal stiffening.
Rule reference Section 9/2.3.1.1(e) requires fine mesh analysis for typical
conventional arrangement:
"(e)end brackets and attached web stiffeners of typical longitudinal stiffeners of
double bottom and deck, and adjoining vertical stiffener of transverse bulkhead."
Does the same requirement apply to over deck longitudinal stiffening?
PAGE 16 OF 36
Answer #924:
We can confirm that over deck longitudinals are to be investigated by local fine
mesh structural analysis.
There is no impact on scantlings as the purpose of the Rule change proposal is to clarify the
fine mesh requirements and that longitudinals fitted above deck are to be treated in a similar
manner to conventional deck longitudinals (under deck).
PAGE 17 OF 36
Section 9/2.4.5.5
1. Background
In calculating the vertical shear force distribution from the local loads applied to the FE
model, there is a step in the vertical shear force at a transverse bulkhead position due to the
weight of the transverse bulkhead structure.
The Rules are not clear which shear force value (i.e. maximum or minimum) should be used
as a basis to determine the adjustment required to meet the target value.
The proposed amendment to the Rules is to clarify the application of this requirement and to
ensure uniform application.
Centre KC ID: 953:
Interpretation request #953:
Appendix B, 2.5, 2.5.1.2 and 2.5.3.2
In calculating the vertical shear force distribution from the local loads applied to
the FE model, it is noted that there is a step in the vertical shear force at a
transverse bulkhead postion due to the weight of the transverse bulkhead
structure. It is not clear which shear force value (i.e. maximum or minimum)
should be used as a basis to determine the adjustment required to meet the target
value.
Answer #953:
The vertical distribution loads are to be applied to produce the required shear
force (Qtarg) at both the forward and aft bulkheads of the middle tank of the FE
model. It is to be noted that the required adjustment shear forces (∆Qfwd and
∆Qaft) are the same at the forward and aft bulkheads if the FE model is
symmetrical about mid-position of the middle tank, i.e. fore and aft tanks of the
FE model is the same length and arrangement.
The adjustment shear forces (∆Qfwd and ∆Qaft) should be based on the
maximum (absolute) shear force due to local loads at the bulkhead location. The
reasons for this choice are as follows:
(1) The shear force after adjustment will not exceed the required value. If the
minimum (absolute) shear force due to local loads is used as a basis for deriving
the adjustment shear force then the final shear force will exceed the required
value at certain locations
(2) The areas with high shear stress are the elements located forward and aft of
the transverse bulkheads. Among these areas, the area forward of the transverse
bulkhead in way of the transverse bulkhead stringers has highest shear stress
(3) The intention is that (a) sagging case (+ve shear force at forward bulkhead)
covers the forward region of the forward bulkhead and aft region of the aft
bulkhead and (b) hogging case (-ve shear force at forward bulkhead) covers the
forward region of the aft bulkhead and aft region of the forward bulkhead. The
scantlings in way of the bulkheads are to be based on the maximum from both
bulkhead positions. See attached Figures.
PAGE 18 OF 36
- Qtarget
(+ve)
Qaft = - Qtarget - Qaft
Qaft Hogging
Case
Qfwd
Qfwd = Qtarget - Qfwd
Qtarget (-ve)
Feedback highlighted that the Rules were being applied in different ways. There is no impact
on scantlings as the Rule change proposal is to clarify the text to be in line with the original
intention. If the minimum shear force value is used as the basis to determine the adjustment
required to meet the target value then the target value will be exceeded and this is not in line
with the original intention.
PAGE 19 OF 36
SECTION 10 - BUCKLING AND ULTIMATE STRENGTH

Section 10/1.1.1.4
1. Background
PAGE 20 OF 36
SECTION 11 – GENERAL REQUIREMENTS

1. Background
In CSR Tanker Section 11/1.4.10.1, the coefficient "C4" for "unprotected front" is specified
only up to 3rd tier, and is not specified for higher tiers than the 3rd tier.
The proposed amendment is to specify “C4” for tiers above 3rd tier.
Centre KC ID: 882:
Question #882:
In CSR Tanker Section 11/1.4.10.1, the coefficient "C4" for "unprotected front" is
specified only up to 3rd tier, and is not specified for higher tiers than the 3rd tier.
In this connection, since this coefficient for side and aft is specified for "all" tiers,
it is presumed that the current text "unprotected front, 3rd tier" should read as
"unprotected front, 3rd tier and above". Please confirm.
Answer #882:
Yes, the rule text will be revised accordingly.
requirements.
Section 11/Figure 11.1.3

1. Background
The ship length defined by the International Convention on Load Lines (ILLC) is symbolized
as LL in CSR for Tankers. On the other hand, length defined as the ship length by CSR for
Tankers is symbolized as L.
The requirements based on ILLC stipulated in CSR are proposed amended to LL.
Centre KC ID: 868:
RCP #868:
The ship length defined by the International Convention on Load Lines (ILLC) is
symbolized as "LLL" in CSR for Bulkers and "LL" in CSR for Tankers. On the
other hand, length defined as the ship length by CSR for Bulkers and for Tankers
is symbolized as "L".
Having reviewed the requirements based on ILLC stipulated in CSR, we consider
that some of "L"s should be replaced by either "LLL" or "LL".
For your easy reference, the "L"s that could be found by our review are as follows:
CSR for Bulkers:
- Ch2 Sec2 [5.1.1],[5.1.2],[5.1.4],[5.1.5],[Figure 1] and [Figure 2]
- Ch9 Sec6 [4.2.1]
CSR for Tankers:
- Sec11 [Figure 11.1.3]
Please correct the above editorial error.
PAGE 21 OF 36
Answer #868:
CSR/Bulk Carriers:
A clear difference must be made between CSR length and ILLC length.
For the sake of the reading, the CSR rule length as defined in Ch.1 Sec.4 [3.1.1] is
kept as L and the freeboard length (from ILLC) is kept as LLL (the 2 last "L" are
subscripted).
A corrigenda will be issued to correct the typos.
CSR/Tankers:
We agree that length L should replaced with length LL in the CSR for Tankers,
Section 11/Figure 11.1.3.
There is no impact on scantlings due to this change.
Section 11/4.1.1.1
1. Background
The proposed modification is to clarify the Rule with regards to screens or bulwarks of 1.5
metres or higher. This text has inadvertently been omitted when included from IACS UR A1.
Centre KC ID: 775:
The formula for Equipment Numbers of CSR_Bulk Carrier and CSR_Tankers are
not different from each other. But meanings of symbol ‘h’ in formula are different
from each other.(See attach files) In case of CSR_Bulk Carriers, meaning of ‘h’ is
similar to that of IACS UR A1.(Screens or bulwarks 1.5 m or more in height are to
be regarded as parts of houses when determining h.) But in case of CSR_Tankers,
text related with screens or bulwarks 1.5 m or more in height is not existed. We
need common interpretation for continuity of CSR Rules.
Answer #775:
CSR Tankers should be in line with UR A1. We will update the rules accordingly.
Section 11/5.1.5.1
1. Background
The proposed amendment is for testing of butt weld erection joints which are made by
automatic and FCAW semi-automatic welding. The matter of tank testing is covered by
IACS Unified Requirement S14 and the wording in this UR for leak testing states that leak
testing is to be carried out on all fillet weld connections …… excepting welds made by
automatic processes.
This wording is similar to the wording of CSR Bulk Carriers Chapter 11, Section 3, 2.2.6.
The proposed amendment is to amend the text to follow the IACS UR S14 and harmonised
with CSR Bulk Carriers.
Centre KC ID: 957:
PAGE 22 OF 36
RCP #957:
The requirement for testing of butt weld erection joints which are made by
automatic and FCAW semi-automatic welding are a little misleading.
The matter of tank testing is covered by IACS Unified Requirement S14 which all
societies are supposed to follow and the wording in this UR for leak testing states
that leak testing is to be carried out on all fillet weld connections …… excepting
welds made by automatic processes.
This wording is similar to the wording of CSR Bulk Carriers Chapter 11, Section
3, 2.2.6.
We propose that the text is amended to follow the IACS UR S14 and harmonised
with CSR BC.
Answer #957:
Your proposal is agreed with.

1. Background
The proposed amendment is for the footnote [1] to be applicable to Fuel Oil Bunker
tanks.
The main requirement of Table 11.5.1 requires structural testing for all tanks of given
categories, and the footnote [1] initially accepts leak or hydro-pneumatic testing,
provided at least one tank for each type is structurally tested. However, the required
structural testing of one tank of each type is then waived for subsequent vessels in a
series of identical new buildings unless the Surveyor deems the repetition necessary.
In some cases the structural testing is to be in accordance with the requirements of the
individual classification society.
Structural testing is for proving the strength of the structure as built. It is not a higher
order tightness test.
The option to limit the structural testing to one tank of each type, is based on the
understanding that the design approval, in combination with the site inspection during
construction ensures a homogenous strength standard and construction quality.
Consequently the structural test result obtained for one tank of a type is seen as an
effective proof of the strength of the other tanks of the same type and the leak testing is
sufficient test for tightness.
PAGE 23 OF 36
APPENDIX A – HULL GIRDER ULTIMATE STRENGTH

1. Background
The current Rules for the hull girder ultimate strength calculation are not clear regarding the
following cases;
• Where plate members are stiffened by non-continuous longitudinal stiffeners, how
should the non-continuous stiffeners be considered?
• Where openings are provided in stiffened plate elements, how should the openings be
considered?
• Where attached plating is made of steels having different thicknesses and/or yield
stresses, which kind of thickness and/or yield stress should be used?
• Where attached plating and stiffeners are made of steels having different yield stresses,
how should the load-end shortening curves be calculated?
The proposed rule changes are for the clarification of the rule requirement and in line with
the modifications to Chapter 5/Appendix 1 in CSR Bulk Carrier RCN1 to July 08.
The ways to consider non-continuous stiffeners and openings are specified and formulas for
calculating average thickness and average yield stress of attached plating with more than
two different thicknesses and/or yield stresses are added. And, the calculation methods of
load-end shortening curves are specified for the case in which the yield stress of attached
plating is different from stiffeners.
In case of stiffened panels with different yield stresses between attached plates and stiffeners,
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
practicable.
This approach, however, may sometimes produce a smaller ultimate strength in terms of
beam column buckling compared with the results of non-linear FEA when the yield stress of
stiffeners is less than attached plates, because the area of such attached plates is greater than
the stiffeners.
This underestimation of the load-end shortening curves for beam column buckling of such
stiffened panel can be resolved by using the first moment of the panel. For other failure
modes besides beam column buckling, load-end shortening curves can be calculated by
using the yield stress of stiffeners and attached plates, respectively.
A detailed verification of the above methods is described in the Annex.
PAGE 24 OF 36
2. Summary of Rule Changes
Appendix A/2.2.2.4 Note

For the case in which one side panel of stiffener is longitudinally stiffened and the other
panel is transversely stiffened, additional Note is made in order to clarify the effective
breadth of attached plating for the stiffener.
Appendix A/2.2.2.5 & 2.2.2.6

For the hull girder ultimate strength calculation, it is clarified how to consider non-
continuous stiffener and opening in the plate panel.
Appendix A/2.2.2.7
In case that attached plating consists of more than two different thicknesses and/or yield
stresses, the representative thickness and/or yield stress of the attached plating is
specifically defined by providing new formulas and figure, which are depicting average
thickness and average yield stress based on the proportion of cross sectional area.
Appendix A/2.3.1.2 & 2.3.1.3

For the hull girder ultimate strength calculation, it is clarified how to consider non-
continuous stiffener and opening in the plate panel.
Appendix A/2.3.3 to 2.3.8

In case that attached plating and stiffener consist of steels having different yield stresses, it is
specifically explained how the load-end shortening curves should be calculated. To be
concrete, the concept of equivalent minimum yield stress is newly introduced and load-end
shortening curves, which are to be separately calculated for the stiffener and the attached
plating, are specified. Furthermore, related formulas and notations are added or modified.
(It is possible that the area deduction due to non-continuous stiffener and/or opening, if any,
causes a slight increase of scantling, but it is negligible.)
PAGE 25 OF 36
Annex
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 26 OF 36
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.
σC1 : Critical stress, in N/mm2, equal to:
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
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
bE1 = for β E > 1.0
βE
bE1 = s for β E ≤ 1.0
s εReHp
β E = 103
tp E
ApE : Net sectional area, in cm2, of attached shell plating of width bE, equal to:
PAGE 27 OF 36
ApE = 10bE t p
bE : Effective width, in m, of the attached shell plating, equal to:
⎛ 2.25 1.25 ⎞
bE = ⎜ − 2 ⎟s for β E > 1.25
⎜ β β E ⎟⎠
⎝ 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
10
15
2400 800 3.0
20
25
Flat-bar 300x15
10
15
4000 800 5.0
20
25
PAGE 28 OF 36
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)
Fig. 3 Comparison on ultimate strength (Angle a/b=5.0)
PAGE 29 OF 36
Fig. 4 Comparison on ultimate strength (T-bar a/b=4.0)
Fig. 5 Comparison on ultimate strength (T-bar a/b=6.0)
Fig. 6 Comparison on ultimate strength (Flat-bar a/b=3.0)
PAGE 30 OF 36
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 B.
Fig. 8 Comparison on accuracy of estimation method (Angle a/b=3.0)
PAGE 31 OF 36
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)
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)
PAGE 32 OF 36
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.
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
PAGE 33 OF 36
(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 Rule Change Proposal is based on this.
PAGE 34 OF 36
APPENDIX B – STRUCTURAL STRENGTH ASSESSMENT

Appendix B/2.4.7.7 & 2.4.7.9
1. Background
See background for Section 7/Table 7.6.1
Appendix B/2.5.1.2, 2.5.2.1 & 2.5.3.2

1. Background
See background for Section 9/2.4.5
PAGE 35 OF 36
APPENDIX C – FATIGUE STRENGTH ASSESSMENT

Appendix C/1.4.4.20
1. Background
0000
PAGE 36 OF 36

IACS Common Structural Rules For Bulk Carriersp4 - s2 - Alert

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COMMON STRUCTURAL RULES FOR BULK CARRIERS

Rule Changes Notice

Rule Change Notice 1 July 2010 edition i / vi

CHAPTER 1 GENERAL PRINCIPLES ................................................................................ 1

Section 4 Symbols and Definitions ...................................................................................... 1

CHAPTER 2 GENERAL ARRANGEMENT DESIGN ............................................................ 3

Section 1 Subdivision Arrangement ................................................................................... 3

3. After peak, machinery space bulkheads and stern tubes .............................................. 3

Section 2 Compartment Arrangement ............................................................................... 4

5. Minimum Bow Height ...................................................................................................... 4

Section 3 Access Arrangement ............................................................................................ 5

CHAPTER 3 STRUCTURAL DESIGN PRINCIPLES ............................................................. 6

Section 3 Corrosion Additions............................................................................................. 6

ii / vi Rule Change Notice 1 July 2010 edition

Section 5 Corrosion Protection ........................................................................................... 6

Section 6 Structural Arrangement Principles.................................................................... 7

2. General principles ............................................................................................................ 8

5. Primary supporting members ......................................................................................... 8

8. Single side structure in cargo hold area ....................................................................... 10

10. Bulkhead structure ......................................................................................................... 10

CHAPTER 4 DESIGN LOADS .......................................................................................... 12

Section 5 External Pressures ............................................................................................. 12

Section 6 Internal Pressures and Forces .......................................................................... 12

CHAPTER 5 HULL GIRDER STRENGTH......................................................................... 14

Rule Change Notice 1 July 2010 edition iii / vi

Section 1 Yielding Check ................................................................................................... 14

CHAPTER 6 HULL SCANTLINGS .................................................................................... 15

Section 1 Plating ................................................................................................................. 15

Section 2 Ordinary stiffeners............................................................................................. 15

4. Web stiffeners of primary supporting members .......................................................... 16

Section 4 Primary supporting members ........................................................................... 20

5 Flooding check of primary supporting members......................................................... 21

CHAPTER 7 DIRECT STRENGTH ANALYSIS .................................................................. 22

Section 3 Detailed Stress Assessment................................................................................ 22

CHAPTER 8 FATIGUE CHECK OF STRUCTURAL DETAILS ............................................ 23

iv / vi Rule Change Notice 1 July 2010 edition

Section 1 General Consideration....................................................................................... 23

Appendix 1 Cross Sectional Properties for Torsion ............................................................ 24

CHAPTER 9 OTHER STRUCTURES................................................................................. 25

Section 1 Fore Part ............................................................................................................. 25

5. Strengthening of flat bottom forward area .................................................................. 27

Section 2 AFT PART.......................................................................................................... 28

Section 3 Machinery Space ................................................................................................ 30

Section 5 Hatch Covers ...................................................................................................... 31

Rule Change Notice 1 July 2010 edition v / vi

4. Load Model ..................................................................................................................... 31

CHAPTER 10 HULL OUTFITTING .................................................................................... 32

Section 1 Rudder and Manoeuvring Arrangement ......................................................... 32

CHAPTER 11 CONSTRUCTION AND TESTING.................................................................. 33

Section 2 Welding ............................................................................................................... 33

Section 3 Testing of Compartments .................................................................................. 34

vi / vi Rule Change Notice 1 July 2010 edition

Chapter 1 General Principles

Section 4 Symbols and Definitions

KC 1009 The following definitions are added:

3.21.1 Single side skin construction

3.21.2 Double side skin construction

KC 567 The following definition is added:

3.22.1 Bilge plating

• within the cylindrical part of the ship (see Fig.4):

Rule Change Notice 1 July 2010 edition 1 / 34

2 / 34 Rule Change Notice 1 July 2010 edition

Chapter 2 General Arrangement Design