2.

4 Additional requirements for "Bulk Carrier", "Ore

Carrier" or "Bulk-Ore Carrier" Service Notation

For ships with the service notation "Bulk carrier" or "Ore carrier", there are additional features
which require special attention on top of the arrangements provided in Section 2.2 concerning
general cargo ships. Refer to the Rules, Part A.
The traditional designs of bulk carriers and ore carriers are shown in Fig. 4 and Fig.11
respectively.
Unlike general cargo ships which are traditionally built with the transverse framing system,
bulk carriers are traditionally built with a combined system involving transverse side frames in
the hold (to allow easy cargo trimming) and longitudinal framing in deck, bottom, and in the
hopper wing tanks which are a feature of these vessels.
Ore carriers are traditionally built with full depth wing tanks and full longitudinal framing as
shown in Fig.11. These designs look more like a tanker than a cargo ship, except that there is
a hatch and a double bottom in the centre and that they are subject to a much different service
life, resulting in a lot of wear and tear, due to cargo handling unlike a tanker.
Fig.4 - Typical bulk carrier midship section

Where the side framing is transverse and the deck, bottom and hopper tank framing is
longitudinal the connection between the two systems is made through brackets connecting the
side frames to the hopper plating and the longitudinals as highlighted in Fig.4.
The longitudinal hull bending tensile and compressive stresses are highest at deck and
bottom, the shear stresses due to hull bending are highest in the sides and thus there are
important hull shear stresses acting in the region of the transverse framed side shell and the
bracket connection system.
The cargo holds are bounded by the ship side shell, the double bottom and usually by
corrugated transverse bulkheads with supporting stools top and bottom, and having a large
cargo hatchway (see Fig.5).
The presence of the large hatchways can lead to problems from torsion of the hull as well as
the usual stress concentrations at the hatchway corners.
In addition, the stiffeners of transverse bulkheads may under some conditions produce stress
concentrations in the deck structure between hatches.
Where corrugated bulkheads are used, their lack of resistance to transverse loads may result
in problems in the deck structure between hatches.
In the case of single hull bulk carriers, the hold side frames are individual pieces of structure
which, if rendered ineffective, will place additional load on the adjacent frames providing the
possibility of progressive and rapid failure of the hold side panel.
The loadings on the hold side frames and their brackets are complex and are generated in the
transverse direction by cargo loading and hydrostatic loads producing rotation of the hopper
and topside tanks. Cyclic loadings are induced from these load sources by the passage of
waves and the motion of the ship. See
Fig. 6.

a - Original design and construction

Some original design features of the hull arrangement overall such as the span of the
transverse frames in the hold and thus the depth of the top and bottom hopper sides and the
bulkhead arrangement may have some effect on the ability of the hull to withstand operating
loads and conditions and thus the life expectancy of the ship.
Also the design of structural details may affect the local resistance to operating loads and
behaviour under adverse conditions, this is particularly important for the side frame brackets
mentioned in Section 2.4, 1.1.
Coatings applied during construction have an obvious effect on the ability of the structure to
withstand corrosion. This is particularly important in wing tanks of bulk carriers where salt
water ballast is carried during ballast voyages and the tank remains empty but often in a
"humid" condition on the loaded voyages providing an environment for corrosion. The same is
valid for the coatings of holds, specially the frames, brackets and shell side.
b - Operating factors
Several ship operating factors may have particular adverse affects on the hull structure :
b.1 - Maintenance of coatings : When paint coatings start to deteriorate and are not repaired
then corrosion commences and may progress very fast in areas of coating breakdown where
the uncoated areas become anodic to the area still coated.
b.2 - Discharging : The use of heavy grabs (25 tonnes + unladen weight) and bulldozers as
well as hydraulic hammers for cargo trimming can lead to structural damage to hold frames
and brackets, tank top, hopper side plating and hold end bulkheads.
b.3 - Cargo : With coal there comes the problems of high sulphur content and high
temperature of the cargo coupled with condensation which forms on the comparatively cold
ship's side providing an ideal corrosive environment. Because of the trimming of the cargo
this corrosion tends to be concentrated by gravity on the outboard portion of the hold frame
webs and the lower bracket connection to the hopper side. See Fig.7. This corrosion can
sufficiently weaken the local structure to allow fractures to commence and propagate from
the lower bracket to outboard or up the web connection to the side shell (leaving the bracket
intact). The same effect may happen at the connection between side shell and transverse
hold bulkhead.
With ore cargoes the problems may be associated with loading and discharging as
mentioned above but also the combined effects of corrosion, damage and cyclic loading
when carrying ore cargoes is increased because the comparatively small volume of the
cargo itself offers no support to the side structure in resisting the hydrostatic loads at
maximum draught. The rolling motion, due to a lower centre of gravity is quicker, resulting in
increased sea loads.
b.4 - Repair methods : Damages caused by grabs and bulldozers to the hold frames,
brackets, hopper sides, etc. will be inspected after cargo discharge by the owner. In some
ports, the owner can be faced with a decision to either accept the damages as minor
blemishes or to carry out temporary repairs with a view to making permanent repairs later or
possibly to sail to a repair port.
Note : Any significant damages should be dealt with under the attendance of a Surveyor. If a
Surveyor ascertains that repairs where carried out without attendance of a Bureau Veritas
Surveyor, he shall re-examine the area and request additional measures to his satisfaction.

a - Fractures at hatchway corners

An isolated case may be repaired by veeing and welding after drill stopping the crack. Careful
grinding of the hatch corner radius should be carried out to remove any local stress raisers.
Hatch corner cracking of a systematic nature should be repaired by partial plate renewal
(insert) following all usual welding precautions in this high stress area coupled with
consideration of structural modifications to reduce stress concentration i.e. additional stiffeners
under deck or extensions of underdeck stiffening or hatch coamings or brackets. Welding of
incipient cracks is generally not a successful repair.
b - Plate panel buckling and cracks on transverse deck structure between holds
b.1 - Buckling
Depending on the extent of bulkling ; repairs may be by partial plate renewal or the stiffening
of buckled panels ; a combination of plate partial renewals and the addition of extra
transverse underdeck stiffeners; extension of hatch coaming tapering bracket in a transverse
direction ; or a combination of the proposed solutions.
b.2 - Cracks
Refer to TNS 02, Section 2.4, 2.3.
c - Fractures in hatch coamings
Depending on the case, these may be repaired by veeing and welding. The important point
for systematic or re-occuring fractures is to remove the stress concentration causing the
fractures. Thus each case requires individual consideration.
d - Fractures at connection between tank top and hopper plating
These may generally be repaired by veeing and welding. However, for systematic fractures,
the cause must considered and action taken to re-distribute local stresses by re-alignment of
members or fitting addition stiffeners.
e - Grab damage and bulldozer damage to hold side frames and brackets
Grab damages, etc. are considered as for shell indents and repaired when the depth of
indents exceeds acceptable limits. Fractures and splits require immediate repair.
Damages to hold frames and brackets are to be treated with care as damages to these
elements can seriously weaken the ship side structure.
Surveyors carefully examine the connection of bulkheads to the tank top, which can be
sheared by bulldozer action. This type of damage is very important because flooding of
adjacent holds may lead to the loss of the ship. Similarly the connection of the bulkhead to
the stool and lower wing tank shall be checked.
The Surveyor should also be aware that cargo handing damages are sometimes repaired
without classification survey and even by the crew. Previous repairs are checked for signs of
fracture, etc.
f - Grab damage to tank top, hopper sides and stools
See limits of plate deformations in Mini ISM.
Repairs are always requested when internal stiffeners are buckled. The Surveyor is
reminded that in principle repairs by doubling can only be considered as a temporary
measure (excepted in specific cases, see TNS 14), and therefore are permanently repaired
during renewal surveys.
g - Fractures in hold side frames and brackets

Fractures here may occur in frames without signs of damage or wastage. However damages
and wastage serve to weaken the elements and lead to fractures. When fractures are
detected, adjacent frames are also carefully examined for similar fractures. See Fig. 8 and
Fig. 9.
Systematic fracturing may be best dealt with by reducing frame spans by fitting deeper
brackets or by fitting slightly increased scantling frames, etc.
Fractures resulting from corrosion or damage are dealt with by renewal of wasted parts
where fractured and in other similar locations where wastage is detected.
h - Corrosion of frames and brackets (see Fig. 7)
This should be examined by a close-up inspection. Where wastage is at the limits of
acceptability the Owner may be advised to apply some form of coating. Where wastage is
passed acceptable limits repairs should be requested.
i - Fractures at forward and aft extremities of topside tank structures
Fractures in this location in way of longitudinals may be as a result of stress concentrations,
corrosion or a combination of both.
j - Corrosion in topside tanks
Uncoated tanks corrosion may proceed quite quickly and in areas of high stress local
corrosion will be accelerated. These tanks when empty may remain damp and warm, due to
the heating effect of the sun and are prone to corrosion. On uncoated tanks the effect of
anodes is limited to when tanks are full and even then the upper part may not be completely
protected.
When tanks are coated adequately, corrosion only becomes a problem when the coating
starts to fail. Unfortunately this coating failure is more likely in areas of high stress reversal
thus local corrosion tends to be rapid when the coating starts to fail.

Further to the preceding, it follows that surveys of bulk carriers entail checking for these known
problems during the usual examinations.
a - Decks
Particular attention to hatch corners and coamings for fractures and signs of bucklings in
transverse deck panels. Grab damages in hatch coamings.
b - Holds, frames and bulkheads
Particular attention to be paid to the following :
- tank top for grab damages,
- lower hopper side and stools for grab damages,
- corrosion at lower end of the transverse bulkheads (inside/outside stools),
- fractures at tank top and hopper plating connection,
- fractures at bottom of bulkheads caused by bulldozers,
- fractures at connection of corrugations to upper and lower wing tanks,
- fractures in hopper side plating especially adjacent to bottom bracket toes,
- ractures in top side tank hopper side plating, staining or actually leakages are investigated,
- the hold side frames and brackets must be carefully close up inspected, from ladder,
staging or mobile platform (cherry-picker) to check for corrosion and fractures and also for
damages such as buckling of webs and face flats of frames or brackets, and condition of
shedder plates and any tripping brackets.
For side frames (Fig.10) these must be inspected along the line A B C D.
For brackets, the ends A F E D are checked. The frames and brackets are sounded with a
hammer and thickness measurements of the frame webs, shell in way and brackets,
requested where significant corrosion is found.
c - Top side tanks
Particular attention to the condition of the coating, if any, and the extent of any corrosion
particularly concerning deck longitudinals and the main transverse brackets and web-frame
system. Thickness gaugings is requested where deemed necessary or where required by the
Rules.
The forward and aft extremities of these tanks are carefully examined for fractures.

Ore carriers of designs similar to that shown in Fig.11 may experience some of those
problems experienced by bulk carriers and dealt with in Section 2.4, 2., i.e. fast loading,
stevedore damage, corrosion in wing ballast tanks and cyclic wave loading of the ship side.
When compared to typical bulk carriers, the main differences are the hull frames which are not
subject to grab damages or cargo corrosion and the cyclic effect of the waves which produces
a different result in these longitudinally framed vessels.
In this case, the result is wastage and fractures in way of the tie beams, in the cross tie beams
themselves or in the web frames, initiating at longitudinals of the shell side or longitudinal
bulkhead.
The combination of damaged tie beams and fractures in way of the longitudinals serves to
multiply the effect and severe damage can result.

This type of problem may be very localised in the beginning and the remainder of the tank
may be without signs of any deterioration. Thus it is very important for the Surveyor to
specifically examine these areas during each survey.

The scope of survey is given in the Rules, Part A. The extent of survey increases with the age
of the ship. This TNS does not define or limit the scope of surveys but outline the manner in
which surveys are performed.

Refer to Section 2.2, 2. and Annexes 2, 5 and 06.

This includes all the items required for annual surveys for all ships.

4.4.1

The examination of service spaces, machinery spaces and tanks located in way of
machinery spaces is carried out as per renewal survey for all ships.

4.4.2

An overall survey of all ballast tanks and all spaces within the cargo area is carried out
at each renewal survey. Sketches of typical wing tanks, cargo holds, topside tanks,
double bottom tanks are used in order to note fractures, bucking, corrosion, coating
failures, ultrasonic readings, etc.
The Survey Report File maintained on board and the main drawings are consulted, as
well as the hull condition evaluation report issued by the Society after the previous
renewal survey.
The aim of the overall survey is to discover any excessive corrosion, significant
deformation, fracture or other structural defects, and define the extent of close-up
surveys and ultrasonic thickness measurement.

4.4.3

Close-up surveys
During each renewal survey, close-up surveys shall be carried out in order to assess
the condition of bulkheads, shell frames, their end attachments in cargo holds and salt
water ballast tanks.
The minimum requirements for close-up surveys are given in the Rules, Part A.
Thickness measurements of local corrosion areas in shell frames and their end
attachements shall be carried out in connection with close-up surveys in order to
define exactly the actual conditions and required repairs.

The requirements for thickness measurements are given in the Part A of the Rules.
Provisions of Section 2.2, 6. also apply.
The Surveyor's report must state a summary of findings which reflects the scope and extent of
the measurements, including the percentage of thickness reduction and indicate the extent of
repairs.
The full measurements report taken by a certified Company shall be also sent to DNS, after
having been stamped. The points which were verified by the Surveyor (at random) are clearly
identified on this report.

Refer to Part A of the Rules, sub-paragraph 10.5 and to Annex.

Refer to Section 2.2, 3.5. In addition, thickness measurements shall be required as per the
Rules.

Sub-para. 4.7 in Section 2.2 fully applies.

Refer to Section 2.2, 8. and Section 2.3, 10.

The particular characteristics of the ship's type shall be taken into account.
End of Section