Bulk Carrier CSR Revision Histort Pdf851

As of 12 April 2010
Bulk Carrier CSR Revision History

(Click Corrigenda # or Rule Changes you wish to see)
Amendment Type / No.

1
Approval Date
Effective Date *
Remark
Reference Rule Edition
Corrigenda 1 Corrigenda 2 Corrigenda 3 Corrigenda 4 Rule Change Notice 1 Rule Change Notice 2 Corrigenda 5
15 May 2006 1 April 2006 29 Jan 2007 1 April 2006 19 July 2007 1 April 2006 3 Sept 2007 1 April 2006 30 Nov 2007 1 April 2008 25 Feb 2008 1 July 2008 TB TB
1 Jan 2006 Edition 1 Jan 2006 edition 1 Jan 2006 edition 1 Jan 2006 edition 1 Jan 2006 edition 1 Jan 2006 edition 1 Jan 2006 edition TB 1 Jan 2006 edition 1 July 2008 consolidated edition 1 July 2008 consolidated edition
2 3 4 5 6 7 8
15 May 2008 1 April 2006 12 Sept 2008 1 July 2009
Rule Change Notice 3 12 Sept 2008 (Urgent) Rule Change Notice 1

(1 July 2008 consolidated edition)
30 Jan 2009
TB
Rule Change Notice 2 10

(1 July 2008 consolidated edition)
12 April 2010 1 July 2010
TB
* For effective date, refer to the implementation statements of the relevant Corrigenda / Rule Changes.
Page 1 of 1
19 May 2006
Bulk Carrier CSR Corrigenda 1
IACS Common Structural Rules for Bulk Carriers, January 2006
Corrigenda 1
May 2006
Reference
Ch 3, Sec 2, [2.1.3]
Before amendment Contents

The ship is to be built at least with the gross scantlings obtained by adding the corrosion additions, specified in Ch 3, Sec 3, to the net scantlings. The thickness for voluntary additions to be added as an
After amendment Contents

The ship is to be built at least with the gross scantlings obtained by adding the corrosion additions, specified in Ch 3, Sec 3, to the net scantlings. The thickness for voluntary addition is to be added as an
Explanation
Editorial correction
extra.
extra.
Ch 3, Sec 2, [3.2]
Add the following requirement after [3.2.6]: 3.2.7
Check of primary supporting members for ships
Addition of a missing information
less than 150 m in length L
The net thickness of plating which constitutes primary supporting
members for ships less than 150 m in length L, to be checked
according to Ch 6, Sec 4, [2], is to be obtained by deducting tC from
the gross thickness.
Ch 3, Sec 3, Tab 1
Corrosion additions for Dry bulk, cargo hold
Corrosion additions for Dry bulk, cargo hold
Transverse bulkhead
Upper part (4) Lower stool sloping and top plate Other parts
Transverse bulkhead
Upper part (4) Lower stool: sloping plate, vertical plate and top plate Other parts
Editorial correction in the third column of Tab 1
Page 1/19
19 May 2006
Reference
Ch 3, Sec 6, [6.5.2]

Bilge keels are not be welded directly to the shell plating. An intermediate flat whose thickness is equal to that of the bilge strake is

Bilge keels are not be welded directly to the shell plating. An intermediate flat is required on the shell plating. The ends of the bilge keel are to be sniped as shown in Fig.18 or rounded with large radius. The ends are to be located in way of transverse bilge stiffeners inside the shell plating and the ends of intermediate flat are not to be located at the block joints. The bilge keel and the intermediate flat are to be made of steel with the same yield stress as the one of the bilge strake. The bilge keel with a length greater than 0.15L is to be made with the same grade of steel as the one of bilge strake. The net thickness of the intermediate flat is to be equal to that of the bilge strake. However, this thickness may generally not be greater than 15 mm. Scallops in the bilge keels are to be avoided.
Explanation
Sentence stated twice in the requirement.
required on the shell plating. The ends of the bilge keel are to be sniped as shown in Fig.18 or rounded with large radius. The ends are to be located in way of transverse bilge stiffeners inside the shell plating and the ends of intermediate flat are not to be located at the block joints. The bilge keel and the intermediate flat are to be made of steel with the same yield stress as the one of the bilge strake. The bilge keel with a length greater than 0.15L is to be made with the same grade of steel as the one of bilge strake. The net thickness of the intermediate flat is to be equal to that of the bilge strake. However, this thickness may generally not be greater than 15 mm. Scallops in the bilge keels are to be avoided.
Ch 4, Sec 3, Figure 1
Figure 1: Sign conventions for shear forces Q and bending moments MSW, MWV, MH
Figure 1: Sign conventions for shear forces Q and bending moments MSW, MWV, MWH
Ch4, Sec5, [1.6.1]
For the positive hydrodynamic pressure at the waterline (in load cases H1, H2, F1, R1, R2 and P1), the hydrodynamic pressure PW,C at the side
2
For the positive hydrodynamic pressure at the waterline (in load cases H1, H2, F2, R1, R2 and P1), the hydrodynamic pressure PW,C
above waterline is given (see Fig 5), in kN/m , by:
at the side above waterline is given (see Fig 5), in kN/m2, by:
.
Ch4, Sec5, [1.6.2]
For the negative hydrodynamic pressure at the waterline (in load
For the negative hydrodynamic pressure at the waterline (in load
cases H1, H2, F2, R1, R2, and P2), the hydrodynamic pressure PW,C, cases H1, H2, F1, R1, R2 and P2), the hydrodynamic pressure
under the waterline is given (see Fig 5), in kN/m2, by: .
PW,C, under the waterline is given (see Fig 5), in kN/m2, by: .
Page 2/19
19 May 2006
Reference
Ch 4, Sec 6, Symbols

C
: Density of the dry bulk cargo, in t/m3, taken equal to:

C
: Density of the dry bulk cargo, in t/m3, taken equal to:
Explanation
the value given in Tab 1 for ships having a length of
the value given in Tab 1 for ships having a length L
150 m and above the maximum density from the loading manual for ships having a length less than 150 m
Ch 4, Sec 6, [1.1.2] where: h1 : Vertical distance obtained from the following formula, see Fig 2. .. VTS : Total volume of transverse stools at bottom of transverse bulkheads within the concerned cargo hold length
H.
of 150 m and above the maximum density from the loading manual for ships having a length L less than 150 m
where: h1 : Vertical distance, in m, obtained from the following formula,
see Fig 2. .. VTS : Total volume, in m3, of transverse stools at bottom of
Editorial correction (Units for h1, VTS and h2)
This
transverse bulkheads within the concerned cargo hold length

H.
volume excludes the part of hopper tank passing through the transverse bulkhead. h2 : Bulk cargo upper surface, depending on y, given by: ............................
This volume excludes the part of hopper tank passing
through the transverse bulkhead. h2 : Bulk cargo upper surface, in m, depending on y, given by:
............................
Ch 4, Sec 7, [1.1] Ch 4, Sec 7, [1.2] Ch 4, Sec 7, [1.2.1]
1.1
Ships having a length less than 150 m
1.1
Ships having a length L less than 150 m
1.2
Ships having a length of 150 m and above
1.2
Ships having a length L of 150 m and above
The requirements in [2] to [4] are applicable to ships having a length of
The requirements in [2] to [4] are applicable to ships having a length L of 150 m and above.
150 m and above.
Editorial correction Editorial correction Editorial correction
Ch 4, Sec 8, [1.2] Ch 4, Sec 8, [2.1.2]
1.2
Ships equal to or greater than 150 m in length
1.2
Ships equal to or greater than 150 m in length L
2.1.2
2.1.2
In addition to [2.1.1], for BC-A, BC-B, and BC-C ships, the loading
In addition to [2.1.1], for BC-A, BC-B and BC-C ships, the loading
Editorial correction Editorial corrections
manual is also to describe:
manual is also to describe:
Page 3/19
19 May 2006
Reference
Ch 4, Sec 8, [2.2.2] 2.2.2


2.2.2 Ships equal to or greater than 150 m in length L
Explanation
Editorial corrections
In addition to [2.2.1], for BC-A, BC-B, and BC-C ships, the following
In addition to [2.2.1], for BC-A, BC-B and BC-C ships, the
loading conditions, ...............
following loading conditions, ................
Ch 4, Sec 8, [3.1.2]
3.1.2
3.1.2
For BC-A, BC-B, and BC-C ships, the loading instrument is .......
For BC-A, BC-B and BC-C ships, the loading instrument is .......
Ch 4, Sec 8, [3.2.2]
3.2.2
3.2.2
In addition, for BC-A, BC-B, and BC-C ships, the approval .......
In addition, for BC-A, BC-B and BC-C ships, the approval .......
Ch 4, App 1, [1.1.1]
The requirements of this Appendix apply to ships of 150 m in length
The requirements of this Appendix apply to ships of 150 m in length
and above.
L and above.
Ch 4, App 1, [2.2.2]
The maximum permissible cargo mass and the minimum required cargo mass corresponding to draught for loading/unloading conditions in harbour may be increased or decreased by 15% of the maximum permissible mass for the cargo hold in seagoing condition. However, maximum permissible mass is in no case to be greater than the maximum permissible cargo mass at designed maximum load draught for each cargo hold.
The maximum permissible cargo mass and the minimum required cargo mass corresponding to draught for loading/unloading conditions in harbour may be increased or decreased by 15% of the maximum permissible mass at the maximum draught for the cargo
hold in seagoing condition. However, maximum permissible mass is in no case to be greater than the maximum permissible cargo mass at designed maximum load draught for each cargo hold.
Ch 4, App 1, [3.2.2]
The maximum permissible cargo mass and minimum required cargo mass corresponding to draught for loading/unloading conditions in harbour may be increased or decreased by 15% of the maximum permissible mass for the cargo hold. However, maximum permissible mass is in no case to be greater than the maximum permissible cargo mass at designed maximum load draught for each cargo hold.
The maximum permissible cargo mass and minimum required cargo mass corresponding to draught for loading/unloading conditions in harbour may be increased or decreased by 15% of the maximum permissible mass at the maximum draught for the cargo hold in
seagoing condition. However, maximum permissible mass is in no
case to be greater than the maximum permissible cargo mass at designed maximum load draught for each cargo hold.
Page 4/19
19 May 2006
Reference
Ch 5, Sec 1, [1.4.2] ..................

..................

if continuous trunks or hatch coamings are taken into account in the calculation of IY , as specified in [1.2.2]:
VD = (zT N ) 0.9 + 0.2 yT zD N B
Explanation
Editorial correction (change Y in the formula into small letter)
if continuous trunks or hatch coamings are taken into account in the calculation of IY , as specified in [1.2.2]:
V D = ( z T N ) 0.9 + 0.2 YT B zD N
..................
..................
Ch 5, Sec 1, Fig 2
Correction of cross-reference
! " # ' 0) 2 &% $

'
) )

( 0)

Ch 5, Sec 1, [5.1.3]
................
................
QP =
120 Y t + QC QWV k S
QP =
120 Y t + QC QWV k S
................
................
Editorial correction (change I in the formula into Italic)
Ch 5, Sec 1, [5.3.3]
................
................
Q P ,F =
................
120 Y t + QC QWV , F k S
QP , F =
................
120 Y t + QC QWV , F k S
Editorial correction (change I in the formula into Italic)
Ch 5, Sec 2, [1.1.1]
The requirements of this Section apply to ships equal to or greater than 150 m in length.
The requirements of this Section apply to ships equal to or greater than 150 m in length L.
Page 5/19
19 May 2006
Reference
Ch5, App1, Symbols IY

: Moment of inertia, in m4, of the hull transverse section around its horizontal neutral axis, to be calculated according to Ch 5, Sec 1, [1.4]

IY : Moment of inertia, in m4, of the hull transverse section around its horizontal neutral axis, to be calculated according to Ch 5, Sec 1, [1.5.1]
Explanation
Correction of cross-reference
Ch5, App1, [2.2.3]
: Edge function, equal to: = -1 = for for < -1 -1 < < 1
: Edge function, equal to: = -1 = for for < -1
1 1
>1
=1
for
>1
=1
for
Ch 6, Sec 1, Symbols
ca
: Aspect ratio of the plate panel, equal to:
ca
: Coefficient of aspect ratio of the plate panel, equal to:
Ch 6, Sec 1, [2.5.3]
...................... This increase in net thickness is to be equal to 40%, but need not
...................... This increase in net thickness is not to be less than 40% of the net
exceed 4.5 mm. ......................
thickness of sheerstrake, but need not exceed 4.5 mm.
......................
Ch 6, Sec 1, [2.6.2]
...................... This increase in net thickness is to be equal to 40%, but need not
...................... This increase in net thickness is not to be less than 40% of the net
exceed 4.5 mm. ......................
thickness of stringer plate, but need not exceed 4.5 mm.
......................
Ch 6, Sec 1, [2.7.2]
.....................
.....................
: Force, in kg, taken equal to:
F = KS
......................
Wn1n 2 , n3
F = KS
......................
Wn1n 2 n3
Editorial correction (comma deleted)
Page 6/19
19 May 2006
Reference
Dunnage

Steel coil

Dunnage
Steel coil
Explanation
Editorial and cross-reference correction
Inn. BTM
n 2 and l' are given by Table 1 and 2
Floor
BTM
n2 and are given by Tables 3 and 4
Inner bottom
Floor
Bottom
Dun n age
St eel coil
Dunnage
Steel coil
In n . BTM
l'
F loor
BTM
Inner bottom
Floor
Bottom
Ch 6, Sec 1, [3.1.5]
X = C C SW
where:
M SW M M ( z N ) + CWV WV ( z N ) CWH WH y 10 3 IY IY IZ
X = C SW
M SW M WV M ( z N ) + CWV ( z N ) CWH WH y 10 3 IY IY IZ
: Coefficient taken equal to:
...
for
C =
x 0.3L
x < 0.3 L
Page 7/19
19 May 2006
Reference
C = 1 .0
C =
..

for

x 0.7 L
x 1 .0 L
Explanation
0 .3
0 .7 <
1 x 1 0.3 L
for
Ch 6, Sec 2, [2.5.3]
Ash =
5aY F ' a sin sin
Ash =
5aY F ' 10 3 a sin sin
where:
Editorial correction in formula and addition of a missing information
where:
: Angle, in deg, between inner bottom plating and hopper sloping plate or inner hull plating.
: Angle, in deg, between inner bottom plating and hopper sloping plate or inner hull plating
: Distance, in m, between load points per elementary plate
panel of inner bottom plate in ship length, sloping plate or
inner hull plating, as defined in Ch 6, Sec 1, [2.7.2].
Ch 6, Sec 2, [3.1.5]
X = C C SW
where:
X = C SW
...
for
C =
x 0.3L
x < 0.3 L
Page 8/19
19 May 2006
Reference
C = 1 .0

for

x 0.7 L
Explanation
0 .3
C =
..
1 x 1 0.3 L
for
0 .7 <
x 1 .0 L
Ch 6, Sec 2, [3.2.4]
3.2.4
Net section modulus of corrugated bulkhead of

3
3.2.4
Net section modulus of corrugated bulkhead of
ballast hold for ships having a length less than 150m
ballast hold for ships having a length L less than 150m
The net section modulus w, in cm , of corrugated bulkhead of ballast hold for ships having a length less than 150m subjected to lateral
The net section modulus w, in cm3, of corrugated bulkhead of ballast hold for ships having a length L less than 150m subjected to lateral
pressure are to be not less than the values obtained from the following formula: ........................
pressure are to be not less than the values obtained from the following formula: ........................
Ch 6, Sec 2, [3.3.3]
..
' t LB
..
1 3
' 2 t LB = t LB tW
t2 = LB tw
3
Ch 6, Sec 2, Tab 6, Note 1 Ch 6, Sec 3, Symbols
: Coefficient defined in [3.2.4]
: Reference stress, taken equal to:
Correction of cross-reference Correction of one parameter
e = 0 .9 E
.
t b
e = 0,9 E
b
t b'
: shorter side of elementary plate panel
Page 9/19
19 May 2006
Reference
Ch 6, Sec 3, Tab 2

Row of buckling load case 8:

Row of buckling load case 8:
Explanation
Add line in third column
8
sx
t ab
sx
===
2 3 2 < 3
K = 6.97
8
sx
t
K=
+ 2.5 + 5 2
sx
===
2 3
K = 6.97
ab
<
2 3
K=
+ 2.5 + 5 2
Ch 6, Sec 3, [3.1.2]
Each term of the above conditions must be less than 1.0. The reduction factors x and y are given in Tab 2 and/or Tab 3. The coefficients e1, e2 and e3 are defined in Tab 4.
Each term of the above conditions must be less than 1.0. The reduction factors x and y are given in Tab 2 and/or Tab 3 The coefficients e1, e2 and e3 are defined in Tab 4. For the
Information missing
determination of e3, y is to be taken equal to 1 in case of
longitudinally framed plating and x is to be taken equal to 1 in case
of transversely framed plating.
Ch 6, Sec 3, [4.2.2] Ch 6, Sec 3, [4.2.2]
ta
: Gross offered thickness of attached plate, in mm
ta
: Net thickness offered of attached plate, in mm
Ax , Ay : Net sectional area, in mm2, of the longitudinal or transverse

stiffener respectively without attached plating
Ax , Ay : Net sectional area, in mm2, of the longitudinal or

transverse stiffener respectively without attached plating
1 = t ReH E
m1 a
2
m2 b
2
1 = t ReH E
m1 a
2
m2 b2
Editorial correction Editorial correction (line under formula deleted)
Ch 6, Sec 3, [4.2.3]
Longitudinal and transverse ordinary stiffeners not subjected to lateral pressure are considered as complying with the requirement of [4.2.1] if their gross moments of inertia Ix and Iy , in cm4, are not less than the
Longitudinal and transverse ordinary stiffeners not subjected to lateral pressure are considered as complying with the requirement of [4.2.1] if their net moments of inertia Ix and Iy , in cm4, are not less
value obtained by the following formula: .
than the value obtained by the following formula: .
Page 10/19
19 May 2006
Reference
Ch 6, Sec 3, [6.1.1]

c =E c =
ReH 3 1 ReH 4 3 E for E for > ReH 2 3 ReH

c =E
for E
Explanation
Editorial corrections (1st line subscript E into Italic, and 2nd line: add subscript E) Editorial correction
ReH 2 3
2 3
c =
1.2
ReH 3
ReH 4 3 E
for E >
ReH 2 3
Ch 6, Sec 4, [1.2]
1.2
Primary supporting members for ships less than
Primary supporting members for ships less than
150 m in length
150 m in length L
Ch 6, Sec 4, [1.2.1]
For primary supporting members for ships having a length less than 150
For primary supporting members for ships having a length L less
m, the strength check of such members is to be carried out according to the provisions specified in [2] and [4].
than 150 m, the strength check of such members is to be carried out according to the provisions specified in [2] and [4].
Ch 6, Sec 4, [1.3]
1.3
Primary supporting members for ships of 150 m or
1.3
Primary supporting members for ships of 150 m
more in length
or more in length L
Ch 6, Sec 4, [1.3.1]
For primary supporting members for ships having a length of 150 m or
For primary supporting members for ships having a length L of 150
more, the direct strength analysis is to be carried out according to the provisions specified in Ch 7. In addition, ............
m or more, the direct strength analysis is to be carried out according to the provisions specified in Ch 7. In addition, ............
Ch 6, Sec 4, [2]
2.
Scantling of primary supporting members for ships of less than 150 m in length
2.
Scantling of primary supporting members for ships of less than 150 m in length L
Ch 6, Sec 4, [2.1.5]
X = C C SW
where:
X = C SW
...
for
C =
x 0.3L
x < 0.3 L
Page 11/19
19 May 2006
Reference
C = 1 .0

for

x 0.7 L
Explanation
0 .3
C =
..
1 x 1 0.3 L
for
0 .7 <
x 1 .0 L
Ch 6, Sec 4, [2.6.3]
..
..
t w = 1.75 3
where:
hw a Ash 10 C 5
t w = 1.75 3
where:
h w a 10 4 C 5
Ash
Ch 6, Sec 4, [3.1.3]
Ag
: Sectional area, in mm2, of the girder panel adjacent to the
Ag
: Net sectional area, in mm2, of the girder panel adjacent to
stool (or transverse bulkhead, if no stool is fitted)
the stool (or transverse bulkhead, if no stool is fitted)
Ch 6, Sec 4, [3.1.4]
: Pressure, in kN/m2 , to be obtained from the following formulae:
: Pressure, in kN/m2 , to be obtained from the following formulae:
X =
for dry bulk cargoes, the lesser of:

Z + g (z F 0.1D1 hF )
X =
for dry bulk cargoes, the lesser of:

Z + g (z F 0.1D1 hF ) 1+
Editorial correction (Correction of comma and small letter)
( perm 1) 1+ C
( perm 1) C
X = Z + g (z F 0,1D1 hF perm )
X = Z + g (z F 0.1D1 hF perm )
X =
for steel mill products:

Z + g (z F 0.1D1 hF )
X =
for steel mill products:

Z + g (z F 0.1D1 hF ) 1
1 C
..
..
Page 12/19
19 May 2006
Reference
hf

: Inner bottom flooding head is the distance, in m, measured vertically with the ship in the upright position, from the inner bottom to a level located at a distance zF, in m, from the baseline. hF

: Inner bottom flooding head is the distance, in m, measured vertically with the ship in the upright position, from the inner bottom to a level located at a distance zF, in m, from the baseline.
Explanation
Ch 7, Sec 1, Fig 1
Bulk Carrier > 150 m
Bulk Carrier 150 m
Editorial and cross-reference corrections
..........................
Fatigue Assessment (Sec 3 & Ch 8)
..........................
Fatigue Assessment (Sec 4 & Ch 8)
Ch 7, Sec 2, [2.5.4]
2.5.4
Influence of local loads.
2.5.4
Influence of local loads
Ch7, App 2, Symbols
: Coefficient taken equal to: for 4-node buckling panel: C =
C=
E 2(1 )
2
E 2(1 2 )
Editorial correction (comma deleted) Editorial correction
for 8-node buckling panel: C =
E 4(1 2 )
Ch 7, App 2 [2.2.2]
LC 3: shear
LC 5: shear:
4 i =1
= 0.25
1 + 2 + 3 + 4
4
Page 13/19
19 May 2006
Reference
Ch7, App 2, [2.2.3] 2.2.3

8-node buckling panel (Figure)

2.2.3 8-node buckling panel Stress displacement relationship for a 8-node buckling panel (compressive stresses are positive) (Figure) Figure 2: 8-node buckling panel
Explanation
Text was not in the right place
Stress displacement relationship for a 8-node buckling panel (compressive stresses are positive) Figure 2: 8-node buckling panel
Ch7, App 2, [2.2.3], Fig 2
1 to 4: Displ. & Stress Nodes 5 & 6: Stress Nodes

5 to 8: Displacement Nodes
Ch7, App 2, [2.2.3]
The term in line 15 / column 12 of the matrix is 6m/b.
The term in line 15 / column 12 of the matrix is to be replaced by 6m/a.
The term in line 5 / right end column is u2
The term in line 5 / right end column is to be replaced by u3
Ch 7, App 2 [2.2.3]
LC 1: longitudinal compression
LC 1: longitudinal compression
Page 14/19
19 May 2006
Reference
Before amendment Contents + 4 x 6 x + 5x 2 x + 3x l = Max 1x , , 2 2 2 1 l = ( 4 x 1x + 5 x 6 x + 3 x 2 x ) 3 x = l + 0.5 l
l = Max
l =
After amendment Contents 1x + 4 x 6 x + 5 x 2 x + 3 x

2 , 2 , 2
Explanation
1 ( 4 x 1x 5 x + 6 x + 3 x 2 x ) 3 x = l + 0.5 l
x = 1 l / x
Ch 7, App 2 [2.2.3]
x = 1 l / x
LC 5: shear
LC 5: shear
=
m , j
1 6
6 i =1
i
m ,1
= Max
1 + 4 + 5 + 6 2 + 3 + 5 + 6
4 , 4
Ch 8, Sec 2, [2.3.2]
: Local hot spot mean stress, in N/mm2, in the condition j, obtained from the following formulae:
: Local hot spot mean stress, in N/mm2, in the condition 1, obtained from the following formulae: if 0.6 W , 1 2.5ReH :
ReH 0.6 W , 1
for res + mean, 1 + 0.6 W , 1 > ReH for res + mean, 1 + 0.6 W , 1 ReH for 0.6 W , 1 ReH
for m,1 mean, 1 + mean, j 0.24 W , j > ReH for m,1 mean, 1 + mean, j 0.24 W , j ReH for 0.6 W , j ReH
m, 1 = mean,1 + res 0.18 W , 1

m, j ( j 1) m ,1 mean, 1 + mean, j = ReH + 0.24 W , j 0.18 W , j
m, 1 = 0.18 W , 1
if 0.6 W , 1 < 2.5ReH :
Coefficient in the third condition corrected from 0.6 to 0.24 and rearrangement of the conditional statements
m, 1 = ReH 0.6 W , 1
0.6 W , 1 > ReH res mean , 1
for
m , 1 = mean ,1 + res
0.6 W , 1 ReH res mean , 1
for
m , j
: Local hot spot mean stress, in N/mm2, in the condition j, obtained from the following formulae: if 0.24 W , j ReH :
Page 15/19
19 May 2006
Reference

m, j ( j 1) = 0.18 W , j
if 0.24 W , j < ReH :
Explanation
m, j ( j 1) = ReH + 0.24 W , j
for
0.24 W , j > ReH + m ,1 mean , 1 + mean , j
m, j ( j 1) = m ,1 mean , 1 + mean , j
for
0.24 W , j ReH + m ,1 mean , 1 + mean , j
Ch 8, Sec 3, [3.2.1]
LW ,i1( k ) , LW ,i 2( k ) : As defined in 2.2.1

Net thickness, in mm
LW ,i1( k ) , LW ,i 2( k ) : As defined in 2.2.1

Line under formula deleted.
Ch 9, Sec 1, Tab 2
Intact conditions
t = 15.8c a c r s
p S + pW 0.7 RY
Intact conditions
t = 15.8c a c r s
p S + pW 0.9 RY
Bow flare area
t = 15.8c a c r s
p FB 0.7 RY
Bow flare area
t = 15.8c a c r s
p FB 0.9 RY
Editorial correction in the formulae for intact conditions and bow flare area
Testing conditions
t = 15.8c a c r s
pT 1.05RY
Testing conditions
t = 15.8c a c r s
pT 1.05RY
Editorial correction (comma)
Ch 9, Sec 1, Tab 3
Formula for net section modulus of stiffeners in bow flare area:

w= pFB s 2 3 10 0,9mRY
Cs PSL ReH
Formula for net section modulus of stiffeners in bow flare area:

w= pFB s 2 3 10 0.9mRY
Cs pSL ReH
Ch 9, Sec 1, [5.2.1]
t = 15.8CaCr s
t = 15.8Ca Cr s
Editorial correction (small letter)
Page 16/19
19 May 2006
Reference
Ch 9, Sec 1, [5.3.1]
w= Cs PSL s 2 3 10 16 ReH
5 3 PSL s ( 0.5s ) ReH sin

w= Cs p SL s 2 3 10 16 ReH
5 3 p SL s( 0.5s ) ReH sin
Explanation
Editorial correction (small letter) Editorial correction (small letter) Correction of cross-reference and correction in order to comply with IACS UR S28 Rev.2 Sept. 2005
Ch 9, Sec 1, [5.3.2]
A=
A=
Ch 9, Sec 1, [7.1.1]
An enclosed forecastle is to be fitted on the freeboard deck. The aft bulkhead of the enclosed forecastle is to be fitted in way or aft of the forward bulkhead of the foremost hold, as shown in Fig 3.
An enclosed forecastle is to be fitted on the freeboard deck. The aft bulkhead of the enclosed forecastle is to be fitted in way or aft of the forward bulkhead of the foremost hold, as shown in Fig 2.
However, if this requirement hinders hatch cover operation, the aft
bulkhead of forecastle may be fitted forward of the forward bulkhead
of the foremost cargo hold provided the forecastle length is not less
than 7% of ship length for freeboard as specified in Ch 1, Sec 4,
[3.2] abaft the fore side of stem.
Ch 9, Sec 2, Tab 2
Intact conditions
t = 15.8c a c r s
p S + pW 0.7 RY
Intact conditions
t = 15.8c a c r s
p S + pW 0.9 RY
Testing conditions
Editorial correction in the formula for intact conditions
t = 15.8c a c r s
pT 1.05RY
Testing conditions
t = 15.8c a c r s
pT 1.05RY
Ch 9, Sec 5, [2.4.3]
Hold accesses located on the weather deck are to be provided with watertight metallic hatch covers, unless they are protected by a closed
Hold accesses located on the weather deck are to be provided with weathertight metallic hatch covers, unless they are protected by a
superstructure. The same applies to accesses located on the forecastle deck and leading directly to a dry cargo hold through a trunk.
closed superstructure. The same applies to accesses located on the forecastle deck and leading directly to a dry cargo hold through a trunk.
Ch 9, Sec 5, [4.1.3] Ch 9, Sec 5, [4.2.1]
If applicable, the still water and wave lateral pressures are .........
If applicable, the static and dynamic lateral pressures are .........
The wave lateral pressure to be considered as acting on each hatch
The wave lateral pressure to be considered as acting on each hatch
cover is to be calculated at a point located:
Editorial correction Editorial correction
Page 17/19
19 May 2006
Reference


Explanation
longitudinally, at the hatch cover mid-length transversely, on the longitudinal plane of symmetry of the ship vertically, at the top of the hatch coaming.
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.
Ch 9, Sec 5, [6.3.2]
w = 1.21
cSH :
p C sl 2 10 3 mc p ReH
Coefficient which accounts for the absence of sheer, if
w = 1.21
p C s 2103 mc p ReH
Ch 9, Sec 6, [5.4.2]
CSH :
Coefficient which accounts for the absence of sheer, if
applicable, to be taken equal to: cSH = 1.0 in the case of standard sheer or sheer greater than standard
applicable, to be taken equal to: CSH = 1.0 in the case of standard sheer or sheer greater than standard
Editorial correction (l to ) Editorial correction
sheer cSH = 1.5 in the case of no sheer
sheer CSH = 1.5 in the case of no sheer
Ch 10, Sec 1, Fig20 Ch 10, Sec 2, [2.1.1]
t = plate thickness in accordance with Section 14, E.3.1 [mm]
t = thickness of rudder plating, in mm
................ Bulwarks are to be aligned with the beams located below or are to be
................ Stay and brackets of bulwarks are to be aligned with the beams
Editorial correction Editorial corrections
connected to them by means of local transverse stiffeners. As an alternative, the lower end of the stay may be supported by a longitudinal stiffener.
located below or are to be connected to them by means of local transverse stiffeners. As an alternative, the lower end of the stay and bracket may be
supported by a longitudinal stiffener.
Ch 10, Sec 3, [3.7.6]
A windlass brake is to be provided having sufficient capacity to stop the anchor and chain cable when paying out the latter with safety, in the
A windlass brake is to be provided having sufficient capacity to stop the anchor and chain cable when paying out the latter with safety, in
Page 18/19
19 May 2006
Reference

event of failure of the power supply

the event of failure of the power supply to the prime mover.
Explanation
to the prime mover. Windlasses not actuated by steam are also to be
Windlasses not actuated by steam are also to be provided with a non-return device.
provided with a non-return device.
Ch 10, Sec 3, [3.7.8]
For ships of length 80 m or more, where the height of the exposed deck
Where the height of the exposed deck in way of the item .....................
in way of the item .....................
Ch 11, Sec 2, Table 1
(2) Leg length of fillet welds is made fine adjustments corresponding to the corrosion addition tC specified in Ch 3, Sec 3, Tab 1 as
(2) Leg length of fillet welds is made fine adjustments corresponding to the corrosion addition tC specified in Ch 3, Sec
follows:
3, Tab 1 as follows:
Ch 13, Sec 2, Symbol
tc
: Corrosion addition, in mm, defined in Ch 3, Sec3
tC
: Corrosion addition, in mm, defined in Ch 3, Sec3
. tvoluntary_addition : Voluntary thickness addition; Thickness, in mm, voluntarily added as the Owners extra margin for corrosion wastage in addition to tc
. tvoluntary_addition : Voluntary thickness addition; Thickness, in mm, voluntarily added as the Owners extra margin for corrosion wastage in addition to tC
Editorial correction (capital letter in tC)
Page 19/19
CORRIGENDA 2
COMMON STRUCTURAL RULES FOR BULK CARRIERS
Common Structural Rules for Bulk Carriers, January 2006
Corrigenda 2 Rule Editorials
Notes: (1) These Rule Corrigenda enter into force on 1 April 2006. (2) This document contains a copy of the affected rule along with the editorial change or clarification noted as applicable.
Copyright in these Common Structural Rules for Bulk Carriers is owned by: American Bureau of Shipping Bureau Veritas China Classification Society Det Norske Veritas Germanischer Lloyd Korean Register of Shipping Lloyd's Register Nippon Kaiji Kyokai Registro Italiano Navale Russian Maritime Register of Shipping Copyright 2006
The IACS members, their affiliates and subsidiaries and their respective officers, employees or agents are, individually and collectively, referred to in this clause as the IACS Members. The IACS Members, individually and collectively, assume no responsibility and shall not be liable to any person for any loss, damage or expense caused by reliance on the information or advice in this document or howsoever provided, unless that person has signed a contract with the relevant IACS Member entity for the provision of this information or advice and in that case any responsibility or liability is exclusively on the terms and conditions set out in that contract.
PAGE 1 OF 32
CORRIGENDA 2
CHAPTER 3 STRUCTURAL DESIGN PRINCIPLES

SECTION 6 STRUCTURAL ARRANGEMENT PRINCIPLES
7.
7.1 7.1.1
Double side structure

Application The requirement of this article applies to longitudinally or transversely framed side structure. The transversely framed side structures are built with transverse frames possibly supported by horizontal side girders. The longitudinally framed side structures are built with longitudinal ordinary stiffeners supported by vertical primary supporting members. The side within the hopper and topside tanks is, in general, to be longitudinally framed. It may be transversely framed when this accepted for the double bottom and the deck according to 6.1.1 6.1.2 and 9.1.1 respectively.
Reason for the Rule Clarification: Editorial correction incorrect reference.
10.
10.4
Bulkhead structure
Corrugated bulkheads For ships of 190m of length L and above, the transverse vertically corrugated watertight bulkheads are to be fitted with a lower stool, and generally with an upper stool below the deck. For ships less than 190m in length L, In ships less than 150 m in length, corrugations may extend from the inner bottom to the deck provided the global strength of hull structures are satisfactorily proved for ships having ship length L of 150m and above by DSA as required by Ch 7 of the Rules.
10.4.1 General
Reason for the Rule Clarification: The correction is made to be in line with IACS UR S18.
PAGE 2 OF 32
CORRIGENDA 2
10.4.8 Upper stool The upper stool, when fitted, is to have a height in general between two and three times the depth of corrugations. Rectangular stools are to have a height in general equal to twice the depth of corrugations, measured from the deck level and at the hatch side girder. The upper stool of transverse bulkhead is to be properly supported by deck girders or deep brackets between the adjacent hatch end beams. The width of the upper stool bottom plate is generally to be the same as that of the lower stool top plate. The stool bottom top of non-rectangular stools is to have a width not less than twice the depth of corrugations. The thickness and material of the stool bottom plate are to be the same as those of the bulkhead plating below. The thickness of the lower portion of stool side plating is to be not less than 80% of that required for the upper part of the bulkhead plating where the same material is used. The ends of stool side ordinary stiffeners when fitted in a vertical plane, are to be attached to brackets at the upper and lower end of the stool. The stool is to be fitted with diaphragms in line with and effectively attached to longitudinal deck girders extending to the hatch end coaming girders or transverse deck primary supporting members as the case may be, for effective support of the corrugated bulkhead. Scallops in the brackets and diaphragms in way of the connection to the stool bottom plate are to be avoided. Reason for the Rule Clarification: Editorial correction
PAGE 3 OF 32
CORRIGENDA 2
CHAPTER 4 DESIGN LOADS

SECTION 3 HULL GIRDER LOADS
1.
1.1 1.1.1
General
Sign conversions of bending moments and shear forces Absolute values are to be taken for bending moments and shear forces introduced in this Section. The sign of bending moments and shear forces is to be considered according to Sec 4, Tab 3. The sign conventions of vertical bending moments, horizontal bending moments and shear forces at any ship transverse section are as shown in Fig 1, namely: the vertical bending moments MSW and MWV are positive when they induce tensile stresses in the strength deck (hogging bending moment) and are negative in the opposite case (sagging bending moment) the horizontal bending moment MWH is positive when it induces tensile stresses in the starboard and is negative in the opposite case. the vertical shear forces Q QSW, QWV is are positive in the case of downward resulting forces preceding and upward resulting forces following the ship transverse section under consideration, and is negative in the opposite case.
Q Aft MSW, MWV Aft MWH
( +)
Fore
Q QSW, QWV Aft MSW, MWV Fore Aft MWH
( +)
Fore
( +)
( +)
Fore
( +)
Figure 1:
( +)
Sign conventions for shear forces Q QSW, QWV and bending moments MSW, MWV and MWH
Reason for the Rule Clarification: Editorial correction
PAGE 4 OF 32
CORRIGENDA 2
CHAPTER 5 HULL GIRDER STRENGTH

SECTION 1 YIELDING CHECK
2.
2.2 2.2.2
Hull girder stresses

Shear stresses Simplified calculation of shear stresses induced by vertical shear force The shear stresses induced by the vertical shear forces in the calculation point are obtained, in N/mm2, from the following formula: .
QC
Full hold
Empty hold QC = pT1 Corrected shear force
Shear force obtained as specified in Ch 4, Sec 3
QC
Full hold
Empty hold QC = TLC Corrected shear force
Figure 2 :
Shear force correction QC
Reason for the Rule Clarification: Editorial correction correction of equation in Figure 2
PAGE 5 OF 32
CORRIGENDA 2
4.
4.4 4.4.1
Section modulus and moment of inertia

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

The correction is made to be in line with IACS UR.
PAGE 6 OF 32
CORRIGENDA 2

APPENDIX 1 HULL GIRDER ULTIMATE STRENGTH
2.
2.2 2.2.4
Criteria for the calculation of the curve M-

Load-end shortening curves - Beam column buckling The equation describing the load-end shortening curve CR1- for the beam column buckling of ordinary stiffeners composing the hull girder transverse section is to be obtained from the following formula (see Fig 3):
CR1 = C1
where:
AStif + 10b E t p AStif + 10st p
: Edge function defined in [2.2.3]
AStif : Net sectional area of the stiffener, in cm2, without attached plating
C1 : Critical stress, in N/mm2, equal to:

C1 = E1
R eH 4 E1
for E1 for E1 >
R eH 2
C1 = R eH 1
R eH 2
: Relative strain defined in [2.2.3]

IE AE l 2
E1 : Euler column buckling stress, in N/mm2, equal to:

E1 = 2 E
IE
10 4
: 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:
b E1 =
E R eH
E
for E > 1.0
b E1 = s
for E 1.0
E = 10 3
s tp
AE : Net sectional area, in cm2, of ordinary stiffeners with attached shell plating of width bE bE
: Effective width, in m, of the attached shell plating, equal to:
2.25 1.25 bE = 2 s E E
for E > 1.25
PAGE 7 OF 32
CORRIGENDA 2
bE = s
for E 1.25
Figure 3
Load-end shortening curve CR1- for beam column buckling

Editorial correction of formula.
2.2.5
Torsional Buckling
The equation describing the load-end shortening curve CR2- for the flexural-torsional buckling of ordinary stiffeners composing the hull girder transverse section is to be obtained according to the following formula (see Fig 4).
CR 2 =
where:
AStif C 2 + 10st p CP AStif + 10st p
C2 : Critical stress, in N/mm2, equal to: C2 = E2

R eH 4 E2
for E 2 for E 2 >
R eH 2 R eH 2
C 2 = R eH 1
E2 : Euler torsional buckling stress, in N/mm2, defined in Ch 6, Sec 3, [4.3]

CP : Buckling stress of the attached plating, in N/mm2, equal to:

CP = 2 R eH E E 2.25 1.25
for E > 1.25 for E 1.25
CP = R eH E : Coefficient defined in [2.2.4]
PAGE 8 OF 32
CORRIGENDA 2
Figure 4
Load-end shortening curve CR2- for flexural-torsional buckling

2.2.7
Web local buckling of ordinary stiffeners made of flat bars
The equation describing the load-end shortening curve CR4- for the web local buckling of flat bar ordinary stiffeners composing the hull girder transverse section is to be obtained from the following formula (see Fig 5):
CR 4 =
where:
10st P CP + AStif C 4
AStif + 10st P
CP : Buckling stress of the attached plating, in N/mm2, defined in [2.2.5] C4 : Critical stress, in N/mm2, equal to: C4 = E4
R eH 4 E4
for E 4 for E 4 >
R eH 2 R eH 2
C 4 = R eH 1
E4 : Local Euler buckling stress, in N/mm2, equal to:

E4
t = 160000 w h w
2
: Relative strain defined in [2.2.3].
PAGE 9 OF 32
CORRIGENDA 2
Figure 5
Load-end shortening curve CR4- for web local buckling
PAGE 10 OF 32
CORRIGENDA 2
CHAPTER 6 HULL SCANTLINGS

SECTION 1 PLATING
2.
2.5 2.5.1
General requirements
Sheerstrake Welded sheerstrake
The net thickness of a welded sheerstrake is to be not less than the actual net thicknesses of the adjacent 2 m width side plating, taking into account higher strength steel corrections if needed.
SECTION 2 ORDINARY STIFFENERS
3.
3.3 3.3.2
Yielding check
Strength criteria for single span ordinary stiffeners other than side frames of single side bulk carriers Supplementary strength requirements
In addition to [3.3.1], the net moment of inertia, in cm4, of the 3 side frames located immediately abaft the collision bulkhead is to be not less than the value obtained from the following formula:
= 0.18
where:
(pS + p W )l 4
n
Side frame span, in m Number of frames from the bulkhead to the frame in question, taken equal to 1, 2 or 3 Frame spacing, in m
n s
: : :
As an alternative, supporting structures, such as horizontal stringers, are to be fitted between the collision bulkhead and a side frame which is in line with transverse webs fitted in both the topside tank and hopper tank, maintaining the continuity of forepeak stringers within the foremost hold.

Editorial correction definition of frame spacing is deleted.
PAGE 11 OF 32
CORRIGENDA 2
3.4 3.4.2
Upper and lower connections of side frames of single side bulk carriers
The net connection area, Ai, in cm2, of the bracket to the i-th longitudinal stiffener supporting the bracket is to be obtained from the following formula:
Ai = 0.4 where: wi :
w i s k bkt 2 l 1 k lg ,i Net section modulus, in cm3, of the i-th longitudinal stiffener of the side or sloped bulkheads that support the lower or the upper end connecting bracket of the side frame, as applicable As defined in [3.4.1] Material factor for the bracket Material factor for the i-th longitudinal stiffener
Frame spacing, in m
1 kbkt klg,i
s
: : :
:
PAGE 12 OF 32
CORRIGENDA 2
4.
4.1 4.1.3
Web stiffeners of primary supporting members

Net scantlings Connection ends of web stiffeners
The stress at ends of web stiffeners of primary supporting members in water ballast tanks, in N/mm2, is to comply with the following formula when no bracket is fitted: .
bs b' b'
Standard shapes of the end of the stiffener
bs
bs
b'
Shape of the end of the stiffener considering fatigue strength in comparison with the standard shape
bs
bs
bs
b'
b'
Standard shapes of the end of the stiffener
b'
Shape of the end of the stiffener considering fatigue strength in comparison with the standard shape
Figure 9 : Reason for the Rule Clarification:
Shape of the end of the web stiffener
Editorial correction correction of the indication of the smallest breadth (b') shown in the lefthand figure
PAGE 13 OF 32
CORRIGENDA 2
SECTION 3 BUCKLING & ULTIMATE STRENGTH OF ORDINARY STIFFENERS AND STIFFENED PANELS
1.
1.1 1.1.2
General
The buckling checks have to be performed for the following elements: a) according to requirements of [2], [3] and [4] and for all load cases as defined in Ch 4, Sec 4 in intact condition:

Elementary plate panels and ordinary stiffeners in a hull transverse section analysis, Elementary plate panels modeled in FEM as requested in Ch 7. transverse vertically corrugated watertight bulkheads for BC-A and BC-B ships.
b) according to requirements of [6] and only in flooded condition:
4.
4.2 4.2.2
Buckling criteria of partial and total panels

Ultimate strength in lateral buckling mode Evaluation of the bending stress b
The bending stress b , in N/mm2, in the stiffeners is equal to:
b =
with: M0
M 0 + M1 Wst 10 3
: Bending moment, in N.mm, due to the deformation w of stiffener, taken equal to:
M 0 = FKi pz w c f pz
with c f p z > 0
M1
: Bending moment, in N.mm, due to the lateral load p, taken equal to:
M1 = pba 2 24 10 3
for longitudinal stiffeners
PAGE 14 OF 32
CORRIGENDA 2
pa(n b )2 for transverse stiffeners, with n equal to 1 for ordinary 8c S 10 3 transverse stiffeners. M1 = Wst
: Net section modulus of stiffener (longitudinal or transverse), in cm3, including effective width of plating according to 5, taken equal to:
if a lateral pressure is applied on the stiffener:

Wst is the net section modulus calculated at flange if the lateral pressure is applied on the same side as the stiffener. Wst is the net section modulus calculated at attached plate if the lateral pressure is applied on the side opposite to the stiffener.
if no lateral pressure is applied on the stiffener:

Wst is the minimum net section modulus among those calculated at flange and attached plate
cS
: Factor accounting for the boundary conditions of the transverse stiffener

cS = 1.0 for simply supported stiffeners cS = 2.0 for partially constraint stiffeners
p FKi
: Lateral load in kN/m2 , as defined in Ch 4, Sec5 and Ch 4, Sec 6 calculated at the load point as defined in Ch 6, Sec 2, [1.4.21.4] : Ideal buckling force, in N, of the stiffener, taken equal to:
FKix = FKiy =
2
a2
EI x 10 4
(nb )2
EI y 10 4 for transverse stiffeners
Ix , Iy
: Net moments of inertia, in cm4, of the longitudinal or transverse stiffener including effective width of attached plating according to 5. Ix and Iy are to comply with the following criteria: Ix Iy bt 3 12 10 4 at 3 12 10 4
pz
: Nominal lateral load, in N/mm2, of the stiffener due to x , y and p zx = ta b ta a

b 2 xl + 2c y y + 1 2 for longitudinal stiffeners a

2 A 2c x xl + y a 1 + y + 1 2 for transverse stiffeners at nb a
p zy =
xl = x 1 +
Ax bt a
ta
: Net thickness offered of attached plate, in mm
PAGE 15 OF 32
CORRIGENDA 2
cx , cy
: Factor taking into account the stresses vertical to the stiffener's axis and distributed variable along the stiffener's length taken equal to:
0.5 (1 + ) for 0.5 1

for
0 1
<0
Ax , Ay : Net sectional area, in mm2, of the longitudinal or transverse stiffener
respectively without attached plating
1 = t R eH E

m1 m 2 + 2 0 2 b a
m1, m2 : Coefficients taken equal to: for longitudinal stiffeners:
for transverse stiffeners:
a 2.0 : b a < 2.0 : b a 0 .5 nb a < 0.5 nb
m1 = 1.47 m 2 = 0.49 m1 = 1.96 m 2 = 0.37

1.96 n2 1.47 : m1 = 0.49 m 2 = 2 n : m1 = 0.37 m 2 =
w = w 0 + w1 w0 : Assumed imperfection, in mm, taken equal to:
w 0 = min(
a b , ,10) 250 250
w 0 = min(
a nb , ,10) 250 250
for transverse stiffeners
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: w1 = w1 =
cf
pba 4 384 10 7 EI x 5ap(nb ) 4 2 384 10 7 EI y c S
for longitudinal stiffeners for transverse stiffeners
: Elastic support provided by the stiffener, in N/mm2, taken equal to: for longitudinal stiffeners c f = FKix
2 (1 + c px ) a2
PAGE 16 OF 32
CORRIGENDA 2
c px =
1 12 10 4 I x 0.91 1 3 t b 1+ c xa : Coefficient taken equal to : a 2b c xa = + 2b a

2
c xa
for
2
a 2b
c xa
a 2 = 1 + 2b
for
a < 2b
for transverse. stiffeners :
c f = c S FKiy
c py =
(n b )2
1
(1 + c )
py
12 10 4 I y 0.91 1 3 t a 1+ c ya : Coefficient taken equal to : nb 2 a c ya = + 2a nb

2
c ya
for
2
nb 2 a
c ya
nb 2 = 1 + 2a
for
nb < 2 a

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

Editorial correction of symbols in formulae. w0y and w0z corrected to w0.
4.3 4.3.1
Torsional buckling Longitudinal stiffeners
The longitudinal ordinary stiffeners are to comply with the following criteria:
xS 1.0 T R eH T
T = 1.0 for T 0.2

T =
1
2 + 2 T
for T > 0.2
2 = 0.5 1 + 0.21(T 0.2 ) + T
: Reference degree of slenderness taken equal to:
T = KiT =
IP IT I
KiT
E IP 2 I 10 2 + 0.385I T a2
, in N/mm2
R eH
: Net polar moment of inertia of the stiffener, in cm4, defined in Tab 5, and related to the point C as shown in Fig 2 : Net St. Venant's moment of inertia of the stiffener, in cm4, defined in Tab 5, : Net sectorial moment of inertia of the stiffener, in cm6, defined in Tab 5, related to the point C as shown in Fig 2 : Degree of fixation taken equal to:
= 1 + 10 3
a4 3 4 b I w 3 + 4h w 3 3t w 4 t
Aw Af
: Net web area equal to: Aw = h w t w : Net flange area equal to: A f = b f t f
PAGE 18 OF 32
CORRIGENDA 2
e f = hw +
tf
, in mm
bf tw tw bf tw
b1
bf tw b1 b2 C
hw
ef
ef = h w + t f / 2
Figure 2: Table 5:
Profile Flat bar IP
3 hwt w 3 10 4
Dimensions of stiffeners Moments of inertia

IT
3 hwt w 3 10 4
3 hwt w 3 10 4
ta
tf
Iw
t 1 0.63 w hw t 1 0.63 w hw
+
3 3 hwt w 36 10 6
for bulb and angle sections:
Sections with bulb or flange
2 Aw h w 2 4 3 + A f e f 10
A f e 2 b 2 A f + 2.6 A w f f 12 10 6 A f + Aw
for tee-sections
b f t3 t f 1 0.63 f 4 bf 3 10
b3 t f e2 f f
12 10 6
Editorial correction delete the definition in the figure.
6.
Transverse vertical corrugated watertight bulkhead in flooded conditions for BC-A and BC-B ships
PAGE 19 OF 32
CORRIGENDA 2
SECTION 4 PRIMARY SUPPORTING MEMBERS
3.
3.1 3.1.4
Additional requirements for primary supporting members of BC-A and BC-B ships
Evaluation of double bottom capacity and allowable hold loading in flooded conditions Allowable hold loading
The allowable hold loading is to be obtained, in t, from the following formula:

W = CV
1 F
where:
F
: Coefficient to be taken equal to: F = 1.1 in general F = 1.05 for steel mill products : Volume, in m3, occupied by cargo at a level hB : Level of cargo, in m2, to be obtained from the following formula: X hB = C g : Pressure, in kN/m2, to be obtained from the following formulae:
V hB
for dry bulk cargoes, the lesser of: Z + g (zF 0.1D1 hF ) X= 1+ (perm 1)
X = Z + g(zF 0.1D1 hF perm )
for steel mill products: Z + g(zF 0.1D1 hF ) X= 1
D1 hf
: Distance, in m, from the base line to the freeboard deck at side amidships : Inner bottom flooding head is the distance, in m, measured vertically with the ship in the upright position, from the inner bottom to a level located at a distance zF, in m, from the baseline. : Flooding level, in m, defined in Ch 4, Sec 6, [3.3.3 3.4.3] : Permeability of cargo, which need not be taken greater than 0.3 : Pressure, in kN/m2, to be taken as the lesser of: CH Z= ADB ,H CE Z= ADB ,E
zF perm Z
PAGE 20 OF 32
CORRIGENDA 2
CH
: Shear capacity of the double bottom, in kN, to be calculated according to [3.1.1], considering, for each floor, the lesser of the shear strengths Sf1 and Sf2 (see [3.1.2]) and, for each girder, the lesser of the shear strengths Sg1 and Sg2 (see [3.1.3]) : Shear capacity of the double bottom, in kN, to be calculated according to [3.1.1], considering, for each floor, the shear strength Sf1 (see [3.1.2]) and, for each girder, the lesser of the shear strengths Sg1 and Sg2 (see [3.1.3])

CE
ADB ,H = ADB ,E =
S B
i =1 n i i =1 i
DB ,i
S (B
DB
s)
n Si BDB,i
: Number of floors between stools (or transverse bulkheads, if no stool is fitted) : Space of i-th floor, in m : Length, in m, to be taken equal to : BDB,i = BDB - s for floors for which Sf1 < Sf2 (see [3.1.2]) BDB,i = BDB,h for floors for which S f 1 S f 2 (see [3.1.2]) : Breadth, in m, of double bottom between the hopper tanks (see Fig 3) : Distance, in m, between the two openings considered (see Fig 3) : Spacing, in m, of inner bottom longitudinal ordinary stiffeners adjacent to the hopper tanks.
BDB BDB,h s
Reason for the Rule Clarification: Editorial correction error in reference
PAGE 21 OF 32
CORRIGENDA 2
CHAPTER 7 DIRECT STRENGTH ANALYSIS

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

The distribution of hull girder shear force and bending moment induced by local loads applied on the model are calculated using a simple beam theory for the hull girder. Reaction forces at both ends of the model and distributions of shearing forces and bending moments induced by local loads can be determined by following formulae: r r ( x i x aft ) f i z r r RV _ fore = i RV _ aft = f i z + RV _ fore x fore x aft i
R H _ fore =
(x
i
r r x aft ) f i y R H _ aft = r r fi z r r i y
x fore x aft
f
i
r r i y + R H _ fore
QV _ FEM ( x ) = RV _ aft
i i
when x i < x when x i < x
Q H _ FEM ( x ) = R H _ aft +
MV _ FEM ( x ) = ( x x aft )RV _ aft
i i
r r (x xi ) f i z
i
when x i < x when x i < x
M H _ FEM ( x ) = ( x x aft )R H _ aft + where: x aft

x fore
(x x ) f
r r i y
: Location of the aft end support : Location of the fore end support : Considered location and aft ends
RV _ aft , RV _ fore , R H _ aft and R H _ fore : Vertical and horizontal reaction forces at the fore
QV _ FEM , Q H _ FEM , MV _ FEM and M H _ FEM : Vertical and horizontal shear forces and
r fi
bending moments created by the local loads applied on the FE model. Sign of QV_FEM, MV_FEM and MH_FEM is in accordance with the sign convention defined in Ch 4, Sec 3. The sign convention for reaction forces is that a positive creates a positive shear force. : Applied force on node i due to all local loads
PAGE 22 OF 32
CORRIGENDA 2
xi
: Longitudinal coordinate of node i
Reason for the Rule Clarification: Clarification of sign convention
2.5.6 Direct method

In direct method the effect of hull girder loads are directly considered in 3D FE model. The equilibrium loads are to be applied at both model ends in order to consider the hull girder loads as specified in [2.5.2] and [2.5.3] and influence of local loads as specified in [2.5.4]. In order to control the shear force at the target locations, two sets of enforced moments are applied at both ends of the model. These moments are calculated by following formulae: MY _ aft _ SF = MY _ fore _ SF = M Z _ aft _ SF = M Z _ fore _ SF =
( x fore x aft )
2
[Q
V _ T ( x eq ) QV _ FEM ( x eq )
( x fore x aft )
2
[Q
H _ T ( x eq ) Q H _ FEM ( x eq )
In order to control the bending moments at the target locations, another two sets of enforced moments are applied at both ends of the model. These moments are calculated by following formulae:
x eq x aft 1 MY _ aft _ BM = MY _ fore _ BM = MV _ T ( x eq ) MV _ FEM ( x eq ) MY _ aft _ SF 2 x fore x aft
x eq x aft 1 M Z _ aft _ BM = M Z _ fore _ BM = M H _ T ( x eq ) M H _ FEM ( x eq ) M Z _ aft _ SF 2 x fore x aft where: x eq : Considered location for the hull girder loads evaluation,
QV _ FEM , Q H _ FEM , MV _ FEM , M H _ FEM : As defined in [2.5.4] QV _ T , Q H _ T , MV _ T , M H _ T : Target vertical and horizontal shear forces and bending moments, defined in Tab 3 or Tab 4, at the location x eq . Sign of QV_T, MV_T
and MH_T is in accordance with sign convention defined in Ch 4, Sec 3.
M Y _ aft _ SF , M Y _ fore _ SF , M Y _ aft _ BM , M Y _ fore _ BM : Enforced moments to apply at the aft

and fore ends for vertical shear force and bending moment control, positive for clockwise around y-axis. The sign convention for MY_aft_SF, MY_fore_SF, MY_aft_BM and MY_fore_BM is that of the FE model axis. The sign convention for other bending moment, shear forces and reaction forces is in accordance with the sign convention defined in Ch 4, Sec 3.
M Z _ aft _ SF , M Z _ fore _ SF , M Z _ aft _ BM , M Z _ fore _ BM : Enforced moments to apply at the aft

and fore ends for horizontal shear force and bending moment control, positive for clockwise around z-axis. The sign convention for MZ_aft_SF,
PAGE 23 OF 32
CORRIGENDA 2
MZ_fore_SF, MZ_aft_BM and MZ_fore_BM is that of the FE model axis. The sign convention for other bending moment, shear forces and reaction forces is in accordance with the sign convention defined in Ch 4, Sec 3.
The enforced moments at the model ends can be generated by one of the following methods: to apply distributed forces at the end section of the model, with a resulting force equal to zero and a resulting moment equal to the enforced moment. The distributed forces are applied to the nodes on the longitudinal members where boundary conditions are given according to Tab 1. The distributed forces are to be determined by using the thin wall beam theory to apply concentrated moments at the independent points defined in [2.3.1].
Reason for the Rule Clarification: Clarification of sign conventions
PAGE 24 OF 32
CORRIGENDA 2
CHAPTER 8 FATIGUE CHECK OF STRUCTURAL DETAILS

SECTION 2 FATIGUE STRENGTH ASSESSMENT
3. 3.2
3.2.1
Calculation of fatigue damage Long-term distribution of stress range

The cumulative probability density function of the long-term distribution of combined notch stress ranges is to be taken as a two-parameter Weibull distribution:
x F( x ) = 1 exp W , j x F( x ) = 1 exp E , j
where: :
(ln N R ) 1 (ln N R )
Weibull shape parameter, taken equal to 1.0 Number of cycles, taken equal to 104.
NR :
Reason for the Rule Clarification: Editorial correction - correction of error in formula
PAGE 25 OF 32
CORRIGENDA 2
SECTION 4 STRESS ASSESSMENT OF STIFFENERS
3. 3.3
3.3.2
Hot spot mean stress Mean stress according to the superimposition method
The hot spot stress due to still water bending moment, in N/mm2, in loading condition (k) is to be obtained with the following formula:
GS , ( k ) = K gh
where: MS , (k) :
M S , ( k ) (z N ) IY
10 3
Still water vertical bending moment, in kN.m, defined in Sec 3, [3.2.13.2.2].
Reason for the Rule Clarification: Editorial correction error in reference.
PAGE 26 OF 32
CORRIGENDA 2
APPENDIX1 CROSS SECTIONAL PROPERTIES FOR TORSION
1. 1.4
Calculation formulae Computation of cross sectional properties for the entire cross section
Asymmetric cross section: Symmetric cross section (only half of the section is modeled)
A ys zs Iy Iz
= =
= = =
A S A S A I Az I Ay
z y y z
zs Iy Iz
= = =
2 s 2 s
S A 2( I A z ) 2( I A y ) 2( I A y )
y y
2 s
2 s
I yz
= =
yz
Ay
zs
IT
st3 3
IT
st3 + 2 A yi i 3 Cell i
0
I y
I z
= = = =
S A I A y I A z
y z s s
I y
yM zM I
I z I z I y I yz
2 I y I z I yz
= =
I z I yz I y I y
2 I y I z I yz
zM
2 0
= =
I y Iz
m
I A
+ z m I y y M I z
I + z
I y
Editorial correction correction of error in formula
PAGE 27 OF 32
CORRIGENDA 2
CHAPTER 9 OTHER STRUCTURES

SECTION 1 FORE PART
3.
3.2 3.2.2
Load model
Pressure in bow area Lateral pressure in testing conditions
The lateral pressure pT in testing conditions is defined in Ch 4, Sec 6, [4] taken equal to:

pST pS pT = pST pS pT = pST for bottom shell plating and side shell plating otherwise
where: : Testing pressure defined in Ch 4, Sec 6, [4] : Pressure taken equal to:
if the testing is carried out afloat: hydrostatic pressure defined in Ch 4, Sec 5, [1] for the draught T1, defined by the Designer, at which the testing is carried out. If T1 is not defined, the testing is considered as being not carried out afloat. if the testing is not carried out afloat: pS = 0 Reason for the Rule Clarification:
Editorial correction this correction is made to be consistent with Ch 6, Sec 1, [3.1.4] and Ch 6, Sec 2, [3.1.4]
PAGE 28 OF 32
CORRIGENDA 2
SECTION 2 AFT PART
2.
2.2 2.2.2
Load model
Lateral pressures Lateral pressure in testing conditions
The lateral pressure pT in testing conditions is defined in Ch 4, Sec 6, [4] taken equal to:

pST pS pT = pST pS pT = pST for bottom shell plating and side shell plating otherwise
where: : Testing pressure defined in Ch 4, Sec 6, [4] : Pressure taken equal to:
if the testing is carried out afloat: hydrostatic pressure defined in Ch 4, Sec 5, [1] for the draught T1, defined by the Designer, at which the testing is carried out. If T1 is not defined, the testing is considered as being not carried out afloat. if the testing is not carried out afloat: pS = 0 Reason for the Rule Clarification:
Editorial correction this correction is made to be consistent with Ch 6, Sec 1, [3.1.4] and Ch 6, Sec 2, [3.1.4]
PAGE 29 OF 32
CORRIGENDA 2
SECTION 3 MACHINERY SPACE
7.
7.2 7.2.1
Main machinery seating

Minimum scantlings
The net scantlings of the structural elements in way of the internal combustion engine seatings are to be obtained from the formulae in Tab 2. Table 1: Minimum scantlings of the structural elements in way of machinery seatings
Scantling minimum value
Scantling minimum value
Net cross-sectional area, in the seatings
cm2,
of each bedplate of
40 + 70
P nr LE
Bedplate net thickness, in m mm
Bedplates supported by two or more girders:

240 + 175 P nr LE P nr LE
Bedplates supported by one girder:

5 + 240 + 175
Total web net thickness, in mm, of girders fitted in way of machinery seatings

320 + 215
P nr LE

Web net thickness, in mm, of floors fitted in way of machinery seatings
55 + 40
Editorial correction correction of unit
PAGE 30 OF 32
CORRIGENDA 2
SECTION 5 HATCH COVERS
4.
4.1 4.1.2
Load model
Lateral pressures and forces Sea pressure
The still water and wave lateral pressures are to be considered and are to be taken equal to:

still water pressure: p S = 0 wave pressure pW , as defined in Ch 4, Sec 5 [2.25.2].
Editorial correction error in reference
5.
5.2 5.2.2
Strength check
Plating Minimum net thickness
Ref. ILLC, as amended (Resolution MSC.143(77) Reg. 16 (5, c))
In addition to [5.2.1], the net thickness, in mm, of the plating forming the top of the hatch cover is to be not less than the greater of the following values:
t = 0.01s
t = 10s t=6 Reason for the Rule Clarification:
PAGE 31 OF 32
CORRIGENDA 2
CHAPTER 10 HULL OUTFITTING

SECTION 1 RUDDER AND MANOEUVRING ARRANGEMENT
4.
4.5 4.5.1
Rudder couplings
Cone couplings with special arrangements for mounting and dismounting the couplings
Where the stock diameter exceeds 200 mm, the press fit is recommended to be effected by a hydraulic pressure connection. In such cases the cone is to be more slender, c 1 : 2 c 1 : 12 to 1 : 20 .
PAGE 32 OF 32
CORRIGENDA 3
Notes: (1) These Rule Corrigenda enter into force on 1 April 2006 (2) This document contains a copy of the affected rule along with the editorial change or clarification noted as applicable.
PAGE 1 OF 2
CORRIGENDA 3
CHAPTER 6
Symbols
e
e = 0.9 E
t b
The reference stress, e , is to be corrected as follows:
Reference stress, to be the following for LC 1 and 2:
b'
: shorter side of elementary plate panel
Reference stress, to be the following for LC 3 through 10:

Editorial correction correction of error in the definition.
***
PAGE 2 OF 2
CORRIGENDA 4
Notes: (1) These Rule Corrigenda enter into force on 1 April 2006 (2) This document contains a copy of the affected rule along with the editorial change or clarification noted as applicable.
PAGE 1 OF 35
CORRIGENDA 4
CHAPTER 2 GENERAL ARRANGEMENT DESIGN

SECTION 1 SUBDIVISION ARRANGEMENT
2.
2.1 2.1.2
Collision bulkhead
Arrangement of collision bulkhead
Ref. SOLAS Ch. II-1, Part B, Reg. 11 Where any part of the ship below the waterline extends forward of the forward perpendicular, e.g. a bulbous bow, the distances, in metres, stipulated in [2.1.1] are to be measured from a point either: at the mid-length of such extension, or at a distance 1.5 per cent of the length LLL of the ship forward of the forward perpendicular, or at a distance 3 metres forward of the forward perpendicular, , whichever gives the smallest measurement.

This editorial correction is made to be in accordance with SOLAS Ch II-1, Regulation 11.
PAGE 2 OF 35
CORRIGENDA 4

SECTION 1 MATERIAL
2.
2.3
Hull structural steel

Grades of steel
Table 3 Material grade requirements for classes I, II and III Class I As-built Tthickness (mm) NSS HSS t 15 A AH 15 < t 20 A AH 20 < t 25 A AH 25 < t 30 A AH 30 < t 35 B AH 35 < t 40 B AH 40 < t 50 D DH Notes : NSS : Normal strength steel HSS : Higher strength steel II NSS A A B D D D E HSS AH AH AH DH DH DH EH NSS A B D D E E E III HSS AH AH DH DH EH EH EH
PAGE 3 OF 35
CORRIGENDA 4
Table 4 Application of material classes and grades Structural member category Material class Within 0.4L Outside 0.4L amidship amidship
SECONDARY Longitudinal bulkhead strakes, other than that belonging to the Primary category I A/AH Deck Plating exposed to weather, other than that belonging to the Primary or Special category Side plating (7) PRIMARY Bottom plating, including keel plate Strength deck plating, excluding that belonging to the Special category Continuous longitudinal members above strength deck, II A/AH excluding hatch coamings Uppermost strake in longitudinal bulkhead Vertical strake (hatch side girder) and uppermost sloped strake in top wing tank SPECIAL Sheer strake at strength deck (1), (6) Stringer plate in strength deck (1), (6) Deck strake at longitudinal bulkhead (6) Strength deck plating at corners of cargo hatch openings in bulk carriers, ore carriers, combination carriers and other II ships with similar hatch openings configuration (2) III (I outside 0.6L Bilge strake (3), (4), (6) amidships) Longitudinal hatch coamings of length greater than 0.15L (5) Lower bracket of side frame of single side bulk carriers having additional service feature BC-A or BC-B (5) End brackets and deck house transition of longitudinal cargo hatch coamings (5) Notes: (1) Not to be less than grade E/EH within 0.4L amidships in ships with length exceeding 250 m. (2) Not to be less than class III within 0.6L amidships and class II within the remaining length of the cargo region. (3) May be of class II in ships with a double bottom over the full breadth and with length less than 150 m. (4) Not to be less than grade D/DH within 0.4L amidships in ships with length exceeding 250 m. (5) Not to be less than grade D/DH. (6) Single strakes required to be of class III or of grade E/EH and within 0.4L amidships are to have breadths, in m, not less than 0.8 + 0.05L 0.8 + 0.005L, need not be greater than 1.8 m, unless limited by the geometry of the ship's design. (7) For BC-A and BC-B ships with single side skin structures, side shell strakes included totally or partially between the two points located to 0.125l above and below the intersection of side shell and bilge hopper sloping plate are not to be less than grade D/DH, l being the frame span.
2.3.5
PAGE 4 OF 35
CORRIGENDA 4
The steel grade is to correspond to the as-built gross thickness when this is greater than the gross thickness obtained from the net thickness required by the Rules.
2.3.6
Steel grades of plates or sections of as-builtgross thickness greater than the limiting thicknesses in Tab 3 are considered by the Society on a case by case basis.
2.3.11
In highly stresses area, the Society may require that plates of gross thickness greater than 20mm are of grade D/DH or E/EH. Table 6 Material grade requirements for class I at low temperature -20 / -25 C -26 / -35 C -36 / -45 C -45 / -55 C As-built Tthickness NSS HSS NSS HSS NSS HSS NSS HSS (mm) t 10 A AH B AH D DH D DH 10 < t 15 B AH D DH D DH D DH 15 < t 20 B AH D DH D DH E EH 20 < t 25 D DH D DH D DH E EH 25 < t 30 D DH D DH E EH E EH 30 < t 35 D DH D DH E EH E EH 35 < t 45 D DH E EH E EH FH 45 < t 50 E EH E EH FH FH Note: NSS and HSS mean, respectively Normal Strength Steel and Higher Strength Steel Table 7 Material grade requirements for class II at low temperature -20 / -25 C -26 / -35 C -36 / -45 C -45 / -55 C As-built Thickness NSS HSS NSS HSS NSS HSS NSS HSS (mm) t 10 B AH D DH D DH E EH 10 < t 20 D DH D DH E EH E EH 20 < t 30 D DH E EH E EH FH 30 < t 40 E EH E EH FH FH 40 < t 45 E EH FH FH 45 < t 50 E EH FH FH Note: NSS and HSS mean, respectively Normal Strength Steel and Higher Strength Steel Table 8 Material grade requirements for class III at low temperature -20 / -25 C -26 / -35 C -36 / -45 C -45 / -55 C As-built Tthickness NSS HSS NSS HSS NSS HSS NSS HSS (mm) t 10 D DH D DH E EH E EH 10 < t 20 D DH E EH E EH FH 20 < t 25 E EH E EH FH FH 25 < t 30 E EH E EH FH FH 30 < t 40 E EH FH FH 40 < t 45 E EH FH FH 45 < t 50 FH FH Note: NSS and HSS mean, respectively Normal Strength Steel and Higher Strength Steel
PAGE 5 OF 35
CORRIGENDA 4
2.4 Structures exposed to low air temperature

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

The editorial correction is made to clarify the plate thickness for the application of steel grade, i.e., thickness is replaced by as-built thickness. As the grades of steel in highly stressed area specified in requirement of 2.3.11 are covered by Table 4 and the requirement of 2.3.2, the requirement of 2.3.11 is not necessary. Note (6) of Table 4 and the formula in 2.4.6 are typo.
PAGE 6 OF 35
CORRIGENDA 4
SECTION 2 NET SCANTLING APPROACH
3.
3.1 3.1.4
Net scantling approach

Net scantling definition Net section modulus for stiffener
The net transverse section scantling is to be obtained by deducting tC from the gross thickness offered of the elements which constitute the stiffener profile as shown in Fig.1. For bulb profiles, an equivalent angle profile, as specified in Ch 3, Sec 6 [4.1.1], may be considered. The net strength characteristics are to be calculated for the net transverse section. In assessing the net strength characteristics of stiffeners reflecting the hull girder stress and stress due to local bending of the local structure such as double bottom structure, the section modulus of hull girder or rigidity of structure is obtained by deducting 0.5tC from the gross thickness offered of the related elements.
bf
tf
hw tw
tp
bp
Shadow area is corrosion addition. For attached plate, the half of the considered corrosion addition specified in 3.2 is deducted from both sides of the attached plate. Fig. 1 Net scantling of stiffener

To clarify the requirement that the net transverse section scantling is to be obtained by deducting tC from the gross thickness offered of the elements which constitute the stiffener profile, the figure indicating how to deduct the corrosion additions from the gross thickness is added.
PAGE 7 OF 35
CORRIGENDA 4
SECTION 4 LIMIT STATES
2.
2.4 2.4.3
Strength criteria
Accidental limit state Bulkhead structure
Bulkhead structure in cargo hold flooded condition is to be assessed in accordance with Ch. 6 Sec4 Sec 1, Sec 2 and Sec 3.

Reference number is corrected
PAGE 8 OF 35
CORRIGENDA 4
SECTION 5 CORROSION PROTECTION
1.
1.1 1.1.2
General Structures to be protected
Void double side skin spaces in cargo length area for vessels having a length (LLL) of not less than 150 m are to be coated in accordance with [1.2].
1.2 1.2.1
Protection of seawater ballast tanks and void double skin spaces
All dedicated seawater ballast tanks anywhere on the ship ( excluding ballast hold) for vessels having a length (L) of not less than 90m and void double side skin spaces in the cargo length area for vessels having a length (LLL) of not less than 150m are to have an efficient corrosion prevention system, such as hard protective coatings or equivalent, applied in accordance with the manufacturers recommendation. The coatings are to be of a light colour, i.e. a colour easily distinguishable from rust which facilitates inspection. Where appropriate, sacrificial anodes, fitted in accordance with [2], may also be used.

This editorial correction is made to clarify the extent of void double skin spaces.
PAGE 9 OF 35
CORRIGENDA 4

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

Clarification of the plate thickness
10.
10.4
Bulkhead structure
Corrugated bulkhead
10.4.2 Construction
The main dimensions a, R, c, d, t, and sC of corrugated bulkheads are defined in Fig 28. The bending radius is not to be less than the following values, in mm:
R = 3.0t
where : t : As-built Net thickness, in mm, of the corrugated plate. The corrugation angle shown in Fig 28 is to be not less than 55. The thickness of the lower part of corrugations is to be maintained for a distance from the inner bottom (if no lower stool is fitted) or the top of the lower stool not less than 0.15lC. The thickness of the middle part of corrugations is to be maintained for a distance from the deck (if no upper stool is fitted) or the bottom of the upper stool not greater than 0.3lC. The section modulus of the corrugations in the remaining upper part of the bulkhead is to be not less than 75% of that required for the middle part, corrected for different minimum yield stresses. When welds in a direction parallel to the bend axis are provided in the zone of the bend, the welding procedures are to be submitted to the Society for approval.
Fig.28 Dimensions of a corrugated bulkhead
a tf R c tw d
55 o
sC
PAGE 10 OF 35
CORRIGENDA 4

This correction is made to be in line with IACS UR S18.
PAGE 11 OF 35
CORRIGENDA 4

SECTION 5 EXTERNAL PRESSURES
3. 3.4
3.4.1
External pressures on superstructures and deckhouses Superstructure end bulkheads and deckhouse walls
Table 9:
L
Minimum lateral pressure pAmin

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

This correction is made to be in line with IACS UR S3 Table 1.
PAGE 12 OF 35
CORRIGENDA 4
SECTION 6 INTERNAL PRESSURES AND FORCES
1. 1.3
1.3.1
Lateral pressure due to dry bulk cargo Inertial pressure due to dry bulk cargo
The inertial pressure induced by dry bulk cargo pCW, in kN/m2, for each load case is given by the following formulae. for load case H: for load case F: for load cases R and P:
p CW = C [ 0.25a X (x x G ) + K C a Z (hC + h DB z )] pCW = 0 p CW = C [ 0.25aY ( y y G ) + K C a Z (hC + h DB z )]
(x-xG) is to be taken as 0.25lH in the load case H1 or -0.25lH in the load case H2 for local strength by Ch 6 and fatigue check for longitudinal stiffeners by Ch 8. The total pressure (pCS + pCW ) is not to be negative.
2. 2.2
2.2.1
Lateral pressure due to liquid Inertial pressure due to liquid
The inertial pressure due to liquid pBW, in kN/m2, for each load case is given as follows. When checking ballast water exchange operations by means of the flow through method, the inertial pressure due to ballast water is not to be considered for local strength assessments and direct strength analysis. for load case H: pBW = L [aZ (zTOP z) + aX (x xB)]
(x-xB) is to be taken as 0.75lH in the load case H1 or -0.75lH in the load case H2 for local strength by Ch 6 and fatigue check for longitudinal stiffeners by Ch 8 where: xB yB zB : X co-ordinate, in m, of the aft end of the tank when the bow side is downward, or of the fore end of the tank when the bow side is upward, as defined in Fig 3 : Y co-ordinate, in m, of the tank top located at the most lee side when the weather side is downward, or of the most weather side when the weather side is upward, as defined in Fig 3 : Z co-ordinate of the following point: for completely filled spaces: the tank top for ballast hold: the top of the hatch coaming The reference point B is defined as the upper most point after rotation by the angle between the vertical axis r and the global acceleration vector AG shown in Fig 3. is obtained from the following formulae: load cases H1 and H2: for load case F: for load cases R and P: pBW = 0 pBW = L [aZ (zB z)+ aY (yyB)]
PAGE 13 OF 35
CORRIGENDA 4
= tan 1 (
| aX | ) g cos + a Z
load cases R1(P1) and R2(P2):

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

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

SECTION 1 PLATING
2. 2.2
2.2.1
General requirements Minimum net thickness

The net thickness of plating is to be not less than the values given in Table 2. In addition, in the cargo area, the net thickness of side shell plating, from the normal ballast draught to 0.25 Ts (minimum 2.2 m) above Ts, is to be not less than the value obtained, in mm, from the following formula:
t = 28( s + 0.7)
( BT ) 0.25 ReH
t = 28( s + 0.7)
( BTS ) 0.25 ReH

This editorial correction is made to clarify the definition of draft as scantling basis.
PAGE 15 OF 35
CORRIGENDA 4
SECTION 2 ORDINARY STIFFENERS
4. 4.1
4.1.3
Web stiffeners of primary supporting members Net scantlings

Connection ends of web stiffeners
Where the web stiffeners of primary supporting members are welded to ordinary stiffener face plates, Tthe stress at ends of web stiffeners of primary supporting members in water ballast tanks, in N/mm2, is to comply with the following formula when no bracket is fitted:
175
where:
cos
= 1.1K con K longi K stiff

K con
: Coefficient considering stress concentration, taken equal to:

K con = 3.5 K con = 4.0
for stiffeners in the double bottom or double side space (see Fig 8) for other cases (e.g. hopper tank, top side tank, etc.) (see Fig 8)
K longi : Coefficient considering shape of cross section of the longitudinal, taken equal to:
K longi = 1.0 K longi = 1.3 K stiff
for symmetrical profile of stiffener (e.g. T-section, flat bar) for asymmetrical profile of stiffener (e.g. angle section, bulb profile)
: Coefficient considering the shape of the end of the stiffener, taken equal to:
K stiff = 1.0
K stiff = 0.8
for standard shape of the end of the stiffener (see Fig 9) for the improved shape of the end of the stiffener (see Fig 9)
: As given in Fig 10 : Stress range, in N/mm2, transferred from longitudinals into the end of web stiffener, as obtained from the following formula:
= 0.322h' [( Aw1 2W l 1 ) + ( Aw 2 l 2 )] + As 0
: Dynamic load, in N, as obtained from the following formula:

W = 1000(l 0.5s )sp
: Maximum inertial pressure due to liquid according to Ch 4 Sec 6 [2.2.1], in kN/m2, of the probability level of 10-4.,calculated at mid-span of the ordinary stiffener
: Span of the longitudinal, in m : Spacing of the longitudinal, in m
As 0 , Aw1 , Aw 2 : Geometric parameters as given in Fig 10, in mm2
l 1 , l 2 : Geometric parameters as given in Fig 10, in mm
h'
: As obtained from following formula, in mm:

h ' = h s + h0 '
PAGE 16 OF 35
CORRIGENDA 4
hs h0 '
: As given in Fig 10, in mm : As obtained from the following formula, in mm

h0 ' = 0.636b' h0 ' = 0.216b'+63
for b' 150 for 150 < b'
b'
: Smallest breadth at the end of the web stiffener, in mm, as shown in Fig 910
Fig. 10 Definition of geometric parameters
Note: ts: net thickness of the web stiffener, in mm. tw: net thickness of the collar plate, in mm.

This requirement is also based on the net scantling approach. In addition, the application of this requirement and the pressure to be considered is clarified in order to respond to the industry comment.
PAGE 17 OF 35
CORRIGENDA 4
3. Buckling criteria of elementary plate panel 3.1 Plates

3.1.2 Verification of elementary plate panel in a transverse section analysis
Each elementary plate panel is to comply with the following criteria, taking into account the loads defined in [2.1]:
x S x ReH
longitudinally framed plating

e1
S 3 + ReH
e3
1,0
e3
for stress combination 1 with x = n and = 0,7SF
x S R x eH
e1 S 3 + ReH
1,0 for stress combination 2 with x = 0,7 n and = SF
y S y ReH
transversely framed plating

e2
S 3 + ReH
e3
1,0
for stress combination 1 with y = n and = 0,7SF
x S y ReH
e3 + S 3 1,0 ReH
e2
S y R y eH
e3 S 3 + R 1,0 for stress combination 2 eH
e2
with y = 0,7 n and = SF

Editorial correction. The index of the compression stress in the fourth formula has to be y.
PAGE 18 OF 35
CORRIGENDA 4
APPENDIX 1
BUCKLING & ULTIMATE STRENGTH
1. 1.3
1.3.4
Application of Ch 6, Sec 3 Additional application to FEM analysis

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

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

Correction factor F1 is not used for the buckling load cases 1 and 5 specified in Ch 6 Sec 3 Table 2 as mentioned in the second sentences.
PAGE 19 OF 35
CORRIGENDA 4

SECTION 4 HOT SPOT STRESS ANALYSIS FOR FATIGUE STRENGTH ASSESSMENT
3. 3.2
3.2.1
Hot Spot Stress Evaluation of hot spot stress
The hot spot stress in a very fine mesh is to be obtained using a linear extrapolation. The surface stresses located at 0.5 times and 1.5 times the net plate thickness are to be linearly extrapolated at the hot spot location, as described in Fig 3 and Fig.4. The principal stress at the hot spot location having an angle with the assumed fatigue crack greater than 45 is to be considered as the hot spot stress.

Editorial correction is made for the clarification of the stress obtained by FEA.
PAGE 20 OF 35
CORRIGENDA 4
APPENDIX 2
DISPLACEMENT BASED BUCKLING ASSESSMENT IN FINITE ELEMENT ANALYSIS
2. 2.2
2.2.3
Displacement method Calculation of buckling stresses and edge stress ratios

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

a
(a) Displacement Nodes
ix
3 b vj
2
(b) Stress Nodes
uj
6 4
3
b iy ix

This correction is to clarify the figure.
PAGE 21 OF 35
CORRIGENDA 4

SECTION 5 STRESS ASSESSMENT OF HATCH CORNERS
2. 2.1
2.1.1
Nominal stress range Nominal stress range due to wave torsional moment
The nominal stress range, in N/mm2, due to cross deck bending induced by wave torsion moments is to be obtained from the following formula:
WT = Q BH 2 FS FL 1000 WQ
where:
Q = 1000 u ( B H + bs ) 2.6 B H + 12 EI Q EAQ
: Displacement of hatch corner in longitudinal direction, in m, taken equal to:

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

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

n
Elements to be considered for the determination of AQ, WQ and IQ

Editorial correction for typo Editorial corrections of the definition of symbols are made for clarification
PAGE 23 OF 35
CORRIGENDA 4
APPENDIX 1
CROSS SECTIONAL PROPERTIES FOR TORSION
1. 1.4
Calculation formulae Computation of cross sectional properties for the entire cross section
Asymmetric cross section: Symmetric cross section (only half of the section is modeled)
= =
ys
zs
Iy
= = = = =
Iz I yz IT
A S A S A I Az I Ay I Ay
z y
y z yz
ys
zs
Iy Iz zs
= = =
2 s 2 s s
A S A S A 2( I A z ) 2( I A y )
2
z y
y 2 s z 2 s
st3 3
s t3 3 +Cell i(2 Ayi i )
IT
st3 + 2 A yi i 3 Cell i
0
I y
I z
= = = =
S A I A y I A z
y z s s
I y
yM zM
I I
I z I z I y I yz
2 I y I z I yz
= =
I z I yz I y I y Iy Iz
2 I yz 2 0 2 0
zM
I I
= = =
I y Iz
I A = I A
+ z m I y y M I z
2 I + z m I y
+ z M I y y M I z
2 I + z M I y
I y , I z , I yz are to be computed with relation to the centre of gravity.
S S x , S y , S , I , I y and I z , I are to be computed with relation to shear centre M The sector-coordinate has to be transformed with respect to the location of the shear centre M. For cross sections of type A, 0 is to be added to each i and k as defined in [1.3] For cross sections of type B and C, can be calculated as follows: = O = z M ( y i ) y M (z i )
i = z M yi
PAGE 24 OF 35
CORRIGENDA 4
where:
: Calculated sector co-ordinate with respect to the centre of the coordinate system (O) selected for the calculation according to the formulae for k given in [1.3]
: Transformed sector co-ordinate with respect to shear centre M
y M , z M : Distance between shear centre M and centre of the coordinate system B.
The transformed values of can be obtained by adding to the values of O obtained according to the formulae in [1.3]. The transformed value for is to be equal to zero at intersections of the cross section with the line of symmetry (centreline for ship-sections).

Editorial correction and clarification
PAGE 25 OF 35
CORRIGENDA 4

SECTION 3 MACHINERY SPACE
2. 2.1
2.1.8
Double bottom Arrangement

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

Editorial correction of the reference number
PAGE 26 OF 35
CORRIGENDA 4

SECTION 3 EQUIPMENT
2. 2.1
Equipment number Equipment number

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

PAGE 30 OF 35
CORRIGENDA 4
CHAPTER 11 CONSTRUCTION AND TESTING

SECTION 1 CONSTRUCTION
1. 1.2
1.2.1
Structural details Cold forming
For cold forming (bending, flanging, beading) of plates the minimum average bending radius is to be not less than 3t (t = gross plate thickness as-built thickness). In order to prevent cracking, flame cutting flash or sheering burrs are to be removed before cold forming. After cold forming all structural components and, in particular, the ends of bends (plate edges) are to be examined for cracks. Except in cases where edge cracks are negligible, all cracked components are to be rejected. Repair welding is not permissible.
Table 1 Alignment (t, t1, and t2: as-built thickness) Detail Alignment of butt welds Standard Limit Remarks
a 0.15t a 0.2t
strength other
a 3.0 mm
Alignment of fillet welds
a) Strength and higher tensile steel a t1 / 4 measured on the median a (5t1 3t2) / 6 measured on the heel line Where t2 is less than t1, then t2 should be substituted for t1.
b) Other a t1 / 2 measured on the median a (2 t1 t2) / 2 measured on the heel line Alignment of fillet welds a) Strength and higher tensile steel a t1 / 3 measured on the median
PAGE 31 OF 35
CORRIGENDA 4
Detail
Standard
Limit
Remarks
b) Other a t1 / 2 measured on the heel line
Note: strength means the following elements: strength deck, inner bottom, bottom, lower stool, lower part of transverse bulkhead, bilge hopper and side frames of single side bulk carriers. Alignment of face plates of T longitudinal a 0.04b strength a = 8.0 mm
Alignment of height of T-bar, L-angle bar or bulb a 0.15 t for primary supporting members a 0.2 t for ordinary stiffeners
3.0 mm
Alignment of panel stiffener
d L / 50
Note: strength means the following elements: strength deck, inner bottom, bottom, lower stool, lower part of transverse bulkhead, bilge hopper and side frames of single side bulk carriers.

Editorial correction for clarification of the thickness
PAGE 32 OF 35
CORRIGENDA 4
SECTION 2 WELDING
2. 2.2
2.2.2
Types of welded connection Butt welding

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

Editorial correction for clarification of the thickness
2.6
2.6.1
Fillet welds
Kinds and size of fillet welds and their applications
Kinds and size of fillet welds for as-built thickness of abutting plating up to 50 mm are classed into 5 categories as given in Tab 1 and their application to hull construction is to be as required by Tab 2. In addition, for zones a and b of side frames as shown in Ch 3, Sec 6, Fig 19, the weld throats are to be respectively 0.44t and 0.4t, where t is as-built thickness of the thinner of two connected members.
Table 1 Categories of fillet welds Category Kinds of fillet welds As-built gross thickness of abutting plate, t, in mm (1) Leg length of fillet weld, in mm (2) Length of fillet welds, in mm Pitch, in mm
F0 F1
Double continuous weld Double continuous weld Double continuous weld Double continuous weld
t t 10 10 t < 20 20 t t 10 10 t < 20 20 t t 10 10 t < 20 20 t t 10 10 t < 20
0.7t 0.5t + 1.0 0.4t + 2.0 0.3t + 4.0 0.4t + 1.0 0.3t + 2.0 0.2t + 4.0 0.3t + 1.0 0.2t + 2.0 0.1t + 4.0 0.5t + 1.0 0.4t + 2.0
F2
F3
F4
Intermittent weld
75
300
20 t 0.3t + 4.0 (1) t is as-built thickness of the thinner of two connected members (2) Leg length of fillet welds is made fine adjustments corresponding to the corrosion addition tC specified in Ch 3, Sec 3, Tab 1 as follows: + 1.0 mm for t C > 5 + 0.5 mm - 0.5 mm for 5 tC 4 for tC < 4
5 tC > 4
tC 3
PAGE 33 OF 35
CORRIGENDA 4
Table 2 Application of fillet welds Connection Of To Watertight plate Boundary plating Brackets at ends of members Deep tank bulkheads Ordinary stiffener Cut-out in way of primary supporting members and collar plates General, Web of primary supporting members and collar unless plates otherwise Plating (Except deep tank bulkhead) specified in Web of ordinary At ends (15% of span) Face plates of builtstiffener the table up stiffeners Elsewhere End of primary supporting members Deck plate, shell plate, inner bottom plate, bulkhead plate and ordinary stiffeners Ordinary stiffener Bottom and inner bottom plating Shell plates in strengthened bottom forward Center girder Inner bottom plate and shell plate except the above Side girder including intercostal Bottom and inner bottom plating plate Bottom and Shell plates and At ends, on a length equal to double inner bottom plates two frame spaces bottom Floor Center girder and side girders in way of hopper tanks Elsewhere Bracket on center Center girder, inner bottom and shell plates girder Web stiffener Floor and girder Side and inner side Web of primary Side plating, inner side plating and web of primary in double supporting members supporting members side structure Hull area Category
F1 F1 F3 F2 F4 F2 F4 F0 F3 F1 F2 F3 F2 F2 F3 F2 F3
F2
Side frame of single side structure
Side frame and end bracket Tripping bracket Strength deck t 13 t < 13 Other deck
Side shell plate Side shell plate and side frame Side shell plating within 0.6L midship Elsewhere Side shell plating Side shell plating Ordinary stiffeners Deck plating At corners of hatchways for 15% of the hatch length Elsewhere
F1 See Ch 3 Sec 6 Fig. 19 F1 Deep penetration F1 F1 F2 F4 F3 F1 F2 F4
Deck
Ordinary stiffener and intercostal girder Hatch coamings Web stiffeners
Deck plating Coaming webs
PAGE 34 OF 35
CORRIGENDA 4
Hull area
Connection Of Non-watertight bulkhead structure To
Category
Boundaries Bulkhead plating Shell plating, deck plating, inner bottom plating, bulkhead
Swash bulkheads At ends (25% of span), where no end brackets are fitted At end (15% of span) Elsewhere
F3 F1 F1 F2 F2 F2 F3 F2 F1 F1 F2 F1 F1 F1 F1 F3 F2
Bulkheads
Ordinary stiffener
Primary supporting members
Web plate and girder plate
After peak
Internal members
Seating
Girder and bracket
In tanks, and located within 0.125L from fore peak Face plate Face area exceeds 65 cm2 Elsewhere Boundaries and each other In way of main engine, thrust Bed plate bearing, boiler bearers and main generator engines In way of main engine and Girder plate thrust bearing Inner bottom plate In way of main engine and and shell thrust bearing Deck Heel and head Deck Vertical frames forming main piece Rudder plate Rudder frames except above
Superstructure Pillar Ventilator Rudder
External bulkhead Pillar Coaming Rudder frame

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

Notes: This rule change is to be implemented by IACS Members on ships contracted for construction from a date not later than 1 April 2008.
PAGE 1 OF 4
For technical background for Rule Changes in this present document, reference is made to separate document Technical Background for Rule Change Notice No.1.

APPENDIX 1 HULL GIRDER ULTIMATE STRENGTH
2. 2.2
2.2.4
Criteria for the calculation of the curve M- Load-end shortening curve -

Beam column buckling
The equation describing the load-end shortening curve CR1- for the beam column buckling of ordinary stiffeners composing the hull girder transverse section is to be obtained from the following formula (see Fig 3):
CR1 = C1
where:
AStif + 10bE t p AStif + 10 st p
AStif
: Edge function defined in [2.2.3] : Net sectional area of the stiffener, in cm2, without attached plating : Critical stress, in N/mm2, equal to:
C1
C1 =
E1
ReH 4 E1
for E1
ReH 2
C1 = ReH 1
C1 = ReH 1
ReH 4 E1
for E1 >
ReH 2
E1
: Relative strain defined in [2.2.3] : Euler column buckling stress, in N/mm2, equal to:
E1 = 2 E
IE bE1
IE AE l 2
10 4
: Net moment of inertia of ordinary stiffeners, in cm4, with attached shell plating of width bE1 : Effective width, in m, of the attached shell plating, equal to:
b E1 = s
for E > 1.0 for E 1.0
bE1 = s
E = 10 3
AE
s tp
ReH
E
: Net sectional area, in cm2, of ordinary stiffeners with attached shell plating of width bE
PAGE 2 OF 4
bE

2.25 1.25 bE = 2 s E E bE = s
for E > 1.25 for E 1.25
2.2.5 Torsional buckling

The equation describing the load-end shortening curve CR2- for the flexural-torsional buckling of ordinary stiffeners composing the hull girder transverse section is to be obtained according to the following formula (see Fig 4).
CR 2 =
where:
AStif C 2 + 10 st p CP AStif + 10st p
AStif
C2
C2 =
E2
ReH 4 E 2
for E 2
ReH 2
C 2 = ReH 1
C 2 = ReH 1
ReH 4 E 2
for E 2 >
ReH 2
E2 CP
: Euler torsional buckling stress, in N/mm2, defined in Ch 6, Sec 3, [4.3] : Relative strain defined in [2.2.3] : Buckling stress of the attached plating, in N/mm2, equal to:
2 CP = E E 2.25 1.25 ReH
for E > 1.25 for E 1.25
CP = ReH
2.2.7 Web local buckling of ordinary stiffeners made of flat bars The equation describing the load-end shortening curve CR4- for the web local buckling of flat bar ordinary
stiffeners composing the hull girder transverse section is to be obtained from the following formula (see Fig 5):
CR 4 =
where:
10st P CP + AStif C 4 AStif + 10st P
AStif
: Edge function defined in [2.2.3] : Net sectional area of the stiffener, in cm2, without attached plating : Buckling stress of the attached plating, in N/mm2, defined in [2.2.5]
CP
PAGE 3 OF 4
C4
: Critical stress, in N/mm2, equal to:
C4 =
E4
ReH 4 E 4
for E 4
ReH 2
C 4 = ReH 1
C 4 = ReH 1
ReH 4 E 4
for E 4 >
ReH 2
E4
: Local Euler buckling stress, in N/mm2, equal to:
E 4 = 160000
tw hw
2.2.8 Plate buckling

The equation describing the load-end shortening curve CR5- for the buckling of transversely stiffened panels composing the hull girder transverse section is to be obtained from the following formula:
ReH 2 = min s 2.25 1.25 + 0.11 s 1 + 1 ReH l 2 2 E l E E
CR 5
CR 5
ReH 2 s 2.25 1.25 = min 1 s ReH l 2 + 0.11 l 1 + 2 E E E

: Edge function defined in [2.2.3]. : Coefficient defined in [2.2.4].
where:
PAGE 4 OF 4
TECHNICAL BACKGROUND FOR RCN NO. 1 (NOV 2007)
Technical Background for Rule Change Notice No. 1, November 2007
PAGE 1 OF 8
Technical Background for the Changes in: Chapter 5/Appendix 1

1. Reason for the Rule Change: The original formulae in Appendix 1 of Chapter 5 which are the determination of the load-end shortening curve are some class Rules, however, some formulae is not consistent with the assumption of the method adopted in CSR. This rule change proposal is made to fix the inconsistency. 2. Explanation of the modified formula
2.1 Main assumptions of the method The hull girder is treated as a beam subjected exclusively to bending, excluding shear. It corresponds to the assumption of the cross section remaining plane during loading. The method adopted uses the so-called "component approach" and is based on the following simplifying assumptions: each cross section is made of an assembly of independent elements or components (plates and stiffened plates), transverse cross-sections of the ship hull remain plane after deformation and perpendicular, to the neutral surface, which enables to calculate for any curvature the strain according to the following formula : = z (z distance from the element under consideration to the neutral axis), collapse occurs for panels located between two adjacent transverse primary members, elasto-plastic behaviour of each panel is determined under tension and compression; influence of shear stresses is neglected. The method takes also advantage of the possibility to determine for each panel its load-end shortening curve CR1-, as indicated hereafter. 2.2 Determination of the load-end shortening curve CR1- beam column buckling The Euler column buckling stress is taken as:
E = 2
E I e' 10 4 Ae l 2
where I e' : moment of inertia, in cm4, of the stiffener with attached plating of width be taken as: be' =
1.125 b
Ae : cross sectional area, in cm, of the stiffener with an attached plating of width be taken as:
2.25 1.25 be = 2 b e e b = b e
for for
e 1.25
e =
e < 1.25
b tp
c1
E
tp : thickness of attached plating l: span of stiffeners Since the effective width be of attached plating may be calculated for any strain level by considering the generalized slenderness of plating e ( ) :
PAGE 2 OF 8
2.25 1.25 2 be ( ) = ( ) ( ) b e e b ( ) = b e
for for
e ( ) 1.25 e ( ) < 1.25
the Euler column buckling stress can be expressed as: E I e' ( ) E ( ) = 2 Ae ( ) l 2 where as
I e' = moment of inertia of the stiffener with attached plating of width be' ( ) taken be' ( ) =
1.125 b
e ( )
If we assume that the Johnson-Ostenfeld correction is applicable to any edge stress the maximum stress that the stiffener with attached plate of width be ( ) can sustain is:
max ( ) = 1

= ( ) 1 ( ) Y e e e Y 4 E ( ) 4 E ( )
for for
E ( ) e E ( ) e
> 0.5 0.5
max ( ) = E ( )
where
e ( ) =
e . Y
The e ( ) is defined as e ( ) =
E ( ) , then the above formulae can be expressed as follows. e

for for
max ( ) = e ( ) 1

Y 4 e ( ) 1
e ( ) > 0.5 e ( ) 0.5
max ( ) = e ( ) e ( ) Y
where
e ( ) =
E ( ) e
For any relative strain , the average stress av in the stiffener with attached plate of width
be ( ) is given by
(A
Stif
+ b t p ) av = AStif + be ( ) t p max ( )
av = e ( )
AStif + w ( ) b t p 1 1 4 ( ) Y AStif + b t p e AStif + w ( ) b t p AStif + b t p
for for
e ( ) > 0.5 e ( ) 0.5
av = e ( ) e ( )
CSR for Bulk Carriers, av = CR1 and y = ReH, so the formulae are as follows:
CR1 = e ( )
AStif + w ( ) b t p 1 1 4 ( ) ReH AStif + b t p e
for
e ( ) > 0.5
PAGE 3 OF 8
CR1 = e ( )
AStif + be ( ) t p e 1 ReH AStif + b t p 4 E ( ) AStif + be ( ) t p AStif + b t p
for
E ( ) > 0.5 e
for
CR1 = e ( ) C1
where
E ( ) > 0.5 e
C1 = ReH 1
e and e = ReH 4 E ( )
for for
CR1 = e ( ) C1
where
AStif + be ( ) t p AStif + b t p
ReH 4 E ( )
for
E ( ) >
E ( ) >
ReH 2
ReH 2
ReH 2
modified to
C1 = ReH 1
the
Therefore,
formula
C1
for
E1 >
is
C1 = ReH 1
ReH from C1 = ReH 4 E ( )
ReH 1 4 ( ) E
The formula for C1 for E1
ReH is obtained as follows in the same manner. 2 A + w ( ) b t p CR1 = e ( ) e ( ) S Y for e ( ) 0.5 AS + b t p
CR1 = CR1 = CR1 =
A + be ( ) t p E ( ) e ( ) S ReH e AS + b t p AS + be ( ) t p E ( ) e ( ) ReH ReH AS + b t p AS + be ( ) t p E ( ) e ( ) AS + b t p AS + be ( ) t p AS + b t p
for for for for for
E ( ) 0.5 e E ( ) E ( ) E ( ) E ( )
ReH 2 ReH 2 ReH 2 ReH 2
CR1 = e ( ) C1
where
C1 =
E ( )
Therefore, the modification of formula for C1 for E1
ReH is not necessary. 2
The proposed modification of the formula for the load-end shortening curve of torsional buckling and web local buckling of ordinary stiffeners made of flat bars can be obtained by the same manner mentioned above. 2.3 Determination of the load-end shortening curve CR1- plate buckling The ultimate strength for plate panel element is approximated by the following formula.
PAGE 4 OF 8

2
b cr = a
where
2.25 1.25 b 2 + 0.1 1 a 0 0
1 1 + 2 0
0 =
b Y t E
As for transversely stiffened panels, the above equation can be generalised to any edge stress e according to:
max ( ) = w ( ) e = e ( ) w ( ) Y
where
b w ( ) = a
2.25 1.25 b ( ) 2 ( ) + 0.1 1 a e e
1 1 + 2 ( ) e
e ( ) = 0 e = e ( ) y
In CSR for Bulk Carriers, max = CR5 and y = ReH,, a = l and b = s, so the formula is as follows:
s CR 5 ( ) = e ( ) l
2.25 s 1.25 2 ( ) ( ) + 0.1 1 l e e
1 1 + 2 ( ) e
ReH
In addition, ultimate strength of transversely stiffened panels is controlled by the yielding stress of the material. Therefore, CR 5 is modified to CR 5
from CR 5
{ReH 2 s 2.25 1.25 = min 1 s {ReH l 2 + 0.11 l 1 + 2 E E E
{ReH 2 s 2.25 1.25 = min 1 s {ReH l 2 + 0.11 l 1 + 2 E E E
3.
Impact on Scantling
3.1 The effect due to the modification of formula At first, the investigation was carried out how this modification of the formula affects the load-end shortening curve. The load-shortening curve was calculated for the following stiffened panel and plate. The material of all plates and stiffeners is HT32. Type of stiffener or plate Size of stiffener Size of plate Angle T-Bar Flat Bar 300x17.0 2400x800x25.0 Plate 800x8000x15.0
250x90x10.0/15.0 350x11.0/100x17.0 2400x800x15.0 2400x800x15.0
PAGE 5 OF 8
The Fig.1 shows the results of load-shortening curve. In Fig.1, the solid line is the modified one and the broken line is the current one, and vertical line means the relative stress and horizontal line means the relative strain.
(a) Angle
(b) T-Bar
(c) Flat Bar
(d) Plate
Fig.1 The results of load-shortening curve As shown in Fig. 1 (a), (b) and (c), the load-shortening curve for the longitudinal stiffened panel is not affected by this modification. However, as shown in Fig. 1 (d), the load-shortening curve for the buckling of plate (transversely stiffened panel) is affected by this modification, especially critical stress is decreased. In order to investigate a large decrease in critical stress for the plate due to the modification of the formulae, additional calculation of the load-shortening curve of the plate with different aspect ratio and thickness as given in the table below is carried out. Aspect ratio = 3 2400 * 800*15.0, HT32 2400 * 800*20.0, HT32 Aspect ratio = 5 4000 * 800*15.0, HT32 4000 * 800*20.0, HT32 Aspect ratio = 10 8000 * 800*15.0, HT32 8000 * 800*20.0, HT32
The comparisons on load-shortening curves of plates with 3 different aspect ratio subjected to transverse thrust are shown in Fig.2.
PAGE 6 OF 8
(a) Aspect ratio = 10 (8000*800)
(b) Aspect ratio = 5 (4000*800)
(c) Aspect ratio = 3 (2400*800) Fig.2 The comparison results on load-shortening curves of plates with 3 different aspect ratio
PAGE 7 OF 8
From Fig. 2, it is found that the load-shortening curve for buckling of plate decrease due to the modification of the formulae. From these results, it is obvious that this modification does not give the impact for Double side skin BC with longitudinal framing system. 3.2 Scantling impact due to this modification According to the results specified in 3.1, it was found that this modification affects the scantling of ships with transversely framing system. Then the scantling impact calculation was carried out for the following three kinds of single side skin BCs, i.e., Handy Max, Panamax and Cape size. In addition, the scantling impact calculation was carried out for one double side skin BC for reference. The ultimate bending moment capacities obtained by the modified formula were compared with those of the current one as given in the table below. The scantling impact due to this modification was calculated based on the following assumption. (1) The ultimate bending moment capacity of each ship calculated according to the current formula is equal to the required value. (2) In order to satisfy with the required ultimate bending moment capacity, only the thickness of upper deck plating is increased. Because as the deck plating is located apart from the neutral axis of transverse section, increasing the thickness of deck plating is very effective to improve the ultimate hull girder bending capacity. (3) The scantling calculation is calculated based on the increase of the transverse section area within 0.4 L amidships. The scantling increase due to this modification was also given in the table. Ratio (=Modification/ current) 96.1 % 97.6% 98.4% 100.0% Difference of ultimate bending moment capacities -3.9% -2.4% -1.6% 0.0% Scantling increase 0.82 % 0.68% 0.58% 0.0%
SSS Handy max SSS Panamax SSS Cape size DSS Cape size
*****
End
*****
PAGE 8 OF 8
RULE CHANGE NOTICE 2
Rule Change Notice 2 February 2008

Notes: (1) This Rule change shall apply to ships contracted for construction on or
after 1 July 2008. The Rule change may be adopted before 1 July 2008 at the discretion of the Society.
PAGE 1 OF 7
For technical background for Rule Changes in this present document, reference is made to separate document Technical Background for Rule Change Notice 2.

9. 9.5
9.5.2
Deck structure Hatch supporting structure

Clear of openings, adequate continuity of strength of longitudinal hatch coamings is to be ensured by under deck girders. The connection of hatch end beams to longitudinal girders and web frames is to be ensured. Hatch end beams are to be aligned with transverse web frames in top side tanks.
9.5.3 Clear of openings, adequate continuity of strength of longitudinal hatch coamings is to be ensured by under deck girders. At hatchway corners, the face plate of hatch coamings and longitudinal deck girders or their extension parts provided under deck in line with hatch coamings and the face plates of hatch end beams girders on both sides are to be effectively connected so as to maintain the continuity in strength.
9.6
9.6.3
Openings in the strength deck

Corner of hatchways For hatchways located within the cargo area, insert plates, whose thickness is to be determined according to the formula given after, are generally to be fitted in way of corners where the plating cut-out has a circular profile. The radius of circular corners is to be not less than 5% of the hatch width, where a continuous longitudinal deck girder is fitted below the hatch coaming. Corner radius, in the case of the arrangement of two or more hatchways athwartship, is considered by the Society on a case by case basis. For hatchways located within the cargo area, insert plates are, in general, not required in way of corners where the plating cut-out has an elliptical or parabolic profile and the half axes of elliptical openings, or the half lengths of the parabolic arch, are not less than: 1/20 of the hatchway width or 600 mm, whichever is the lesser, in the transverse direction
PAGE 2 OF 7
twice the transverse dimension, in the fore and aft direction. Where insert plates are required, their net thickness is to be obtained, in mm, from the following formula:
t INS = (0.8 + 0.4l / b ) t without being taken less than t or greater than 1.6t where:
l : b : t :
Width, in m, in way of the corner considered, of the cross deck strip between two consecutive hatchways, measured in the longitudinal direction (see Fig 23) Width, in m, of the hatchway considered, measured in the transverse direction (see Fig 23) Actual net thickness, in mm, of the deck at the side of the hatchways.
For the extreme corners of end hatchways, the thickness of insert plates is to be 60% greater than the actual thickness of the adjacent deck plating. A lower thickness may be accepted by the Society on the basis of calculations showing that stresses at hatch corners are lower than permissible values. Where insert plates are required, the arrangement is shown in Fig 25, in which d1, d2, d3 and d4 are to be greater than the ordinary stiffener spacing. For hatchways located outside the cargo area, a reduction in the thickness of the insert plates in way of corners may be considered by the Society on a case by case basis. For ships having length L of 150 m or above, the corner radius, the thickness and the extent of insert plate may be determined by the results of a direct strength assessment according to Ch 7, Sec 2 and Sec 3, including buckling check and fatigue strength assessment of hatch corners according to Ch 8, Sec 5.
Figure 25:
Hatch corner insert plate
PAGE 3 OF 7

SECTION 3 HULL GIRDER LOADS
2. 2.1
2.1.2
Still water loads General

Partially filled ballast tanks in ballast loading conditions Ballast loading conditions involving partially filled peak and/or other ballast tanks at departure, arrival or during intermediate conditions are not permitted to be used as design conditions unless: design stress limits are satisfied for all filling levels between empty and full, and for BC-A and BC-B ships, longitudinal strength of hull girder in flooded condition according to Ch 5, Sec 1, [2.1.3] is complied with for all filling levels between empty and full.
However, for the purpose of design, it is acceptable if, in each condition at departure, arrival and, where required by [2.1.1], any intermediate condition, the tanks intended to be partially filled are assumed to be empty and full. In addition, the specified partly filled level in the intended condition is to be considered. To demonstrate compliance with all filling levels between empty and full, it will be acceptable if, in each condition at departure, arrival, and where required by [2.1.1], any intermediate condition, the tanks intended to be partially filled are assumed to be: empty full partially filled at intended level
Where multiple tanks are intended to be partially filled, all combinations of empty, full or partially filled at intended level for those tanks are to be investigated.
2.1.4
Sequential ballast water exchange Requirements of [2.1.2] and [2.1.3] are not applicable to ballast water exchange using the sequential method.
PAGE 4 OF 7

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

Connection of aft peak structures with the rudder horn
5.1.3
Hull structures Between the horn intersection with the shell and the peak tank top, the vertical extension of the hull structures is to be not less than the horn height, defined as the distance from the horn intersection with the shell to the mid-point of the lower horn gudgeon. The vertical extension of hull structure to support the rudder horn between the horn intersection with the shell and the peak tank top is in accordance with the requirements of Ch 10, Sec 1, [9.2.6] and [9.2.7]. The thickness of the structures adjacent to the rudder horn, such as shell plating, floors, platforms and side girders, the centreline bulkhead and any other structures, is to be adequately increased in relation to the horn scantlings.
SECTION 4 SUPERSTRUCTURES AND DECKHOUSES
5.
5.1 5.1.1
Superstructure end bulkheads and deckhouse walls End bulkheads of superstructure and deckhouse
Application
The requirements in 5.2 and 5.3 apply to end bulkhead of superstructure and deckhouse superstructure end bulkheads and deckhouse walls forming the only protection for openings, are required by ILLC as amended, and for accommodation.
5.3
Scantling
5.3.1
Stiffeners The section modulus w, in cm3, and the shear area Ash, in cm2, of the stiffeners is not to be less than the value obtained from the following formula:
w = 0.35kp A sl 2 This requirement assume the webs of lowest tier stiffeners to be efficiently welded to the decks. Scantlings for other types of end connections may be specially considered.
PAGE 5 OF 7
The section modulus of deckhouse side stiffeners needs not to be greater than that of side frames on the deck situated directly below; taking account of spacing s and span l.
PAGE 6 OF 7
CHAPTER 13 SHIPS IN OPERATION, RENEWAL CRITERIA

SECTION 1 MAINTENANCE OF CLASS
1.
1.2
General
Definitions
1.2.2
Substantial corrosion Substantial corrosion is an extent of corrosion such that assessment of the corrosion pattern indicates a wastage in excess of 75% of allowable margins but within acceptable limits gauged (or measured) thickness between trenewal and trenewal + treserve. The allowable margin is the total corrosion addition tC, as defined in Ch 3, Sec 3.
PAGE 7 OF 7
TECHNICAL BACKGROUND FOR RULE CHANGE NOTICE 2
Technical Background for Rule Change Notice 2 February 2008
PAGE 1 OF 7
Technical Background for the Changes in: Chapter 3/Section 6/9.5.2

1. Reason for the Rule Change:
Chapter 3/Section 6/9.5.2 This change is made to clarify the requirement. In order to clarify the requirement, the first sentence is moved to 9.5.3. 2. Impact on Scantling
There is no change in terms of the steel weight by comparing that before and after the proposed Rule change.
Chapter 3/Section 6/9.5.3

Chapter 3/Section 6/9.5.3 The change is made to clarify the requirement. The word the face plate of was deleted, taking into account the current design of BC. 2. Impact on Scantling
PAGE 2 OF 7

Corner of hatchways
Chapter 3/Section 6/9.6.3 For ships having length L of 150 m and above, FEA including buckling check, hull girder ultimate strength check and fatigue check of hatch corners are required by the CSR for bulk carriers. Therefore, it is considered that the extent of insert plate can be determined based on such evaluation result in lieu of the requirement of this sub-section.
2.
Impact on Scantling
There may be slight change in terms of the steel weight by comparing that before and after the proposed Rule change. In any case, however, there is no influence for on the structural integrity of the ship.
PAGE 3 OF 7
Chapter 4/Section 3/2.1.2 and 2.1.4

Chapter 4/Section 3/2.1.2 and 2.1.4 This rule change is made to be in line with the revision 5 (Jan 2005) of IACS UR S11. The last 2 sentences of [2.1.2] and new paragraph [2.1.4] correspond to the applicable parts of IACS UR S11.2.1.3 and S11.2.1.5 respectively.
2.
Impact on Scantling
The rule change proposal has no impact on scantling as the IACS UR S11 should have been applied by designer. No consequence assessment is considered necessary.
PAGE 4 OF 7

Hull structures
Chapter 9/Section 2/5.1.3 A significant number of questions and comments have been raised with respect to the vertical extension of the internals in way of the rudder horn (e.g., aft peak floors). When the vertical extension is required not to be less than the horn height, defined as the distance from the horn intersection with the shell to the mid-point of the lower horn gudgeon, it is quite different from the current designs and designers have indicated that this is excessive. The change is made so that the required vertical extension becomes practical and a cross reference to the floor and girder requirements of Ch.10, Sec.1 [9.2.6] and 9.2.7] is provided. The requirements of Ch.10, Sec.1 [9.2.6] through [9.2.10] include general prescriptive requirements for the strengthening and alignment of floors and girders in way of the rudder horn. These prescriptive requirements have been shown to provide adequate stiffness in the stern construction area in order to support the rudder forces and to prevent unfavourable hull vibration due to the propeller wake, as they are similar to the existing rules which have resulted in sufficient structure. The aft peak structure in the vicinity of the attachment of horn, peak tank plate and closely spaced floors, can fairly distribute rudder force into hull structures. As is the case with any other part of the structure, unless there is some unusual or novel arrangement, further detailed analytical checks are not considered necessary. The connection of the rudder horn is handled in CSR for Double Hull Oil Tankers 8/5.2.2.3 and are fairly similar to the above mentioned Ch.10 Sec. 1 [9.2.6] through [9.2.10].
2.
Impact on Scantling
There may be slight change in terms of the steel weight by comparing that before and after the proposed Rule change. In any case, however, there is no influence on the structural integrity of the ship.
Chapter 9/Section 4/5 & 5.1.1
Application
Considering the comments from Technical Committee, the editorial correction of the title of Ch 9 Sec 4 [5] and the text of Ch 9 Sec 4 [5.1.1] is made to be in line with IACS UR S 3.
Stiffeners
There is no formula for required shear area for stiffeners of end bulkheads of superstructure and deckhouses. Therefore, the corresponding words are deleted.
PAGE 5 OF 7
There is no formula for required shear area for stiffeners of superstructure end bulkheads and deckhouses wall. Therefore, the corresponding words are deleted. 2. Impact on Scantling
PAGE 6 OF 7

Substantial corrosion
Chapter 13/Section 1/1.2.2 This change is made to be consistent with Chapter 13/Section 2/3.2.2 and IACS UR Z10.2.1.2.11 (Rev. 22 June 2006).
2.
Impact on Scantling
*****
End
*****
PAGE 7 OF 7
CORRIGENDA 5
Notes: (1) These Rule Corrigenda enter into force on 1 April 2006 (2) This document contains a copy of the affected rule along with the editorial change or clarification noted as applicable. (3) Users are reminded that the formula in Chapter 5, Appendix 1, 2.2.8, was corrected by Rule Change Notice No.1, November 2007.
Details about the IACS CSR Knowledge Centre (KC) ID Numbers can be found on the IACS CSR web site (www.iacs.org.uk) under the headings of Questions and Answers and Common Interpretations.
PAGE 1 OF 40
CORRIGENDA 5
CHAPTER 1 GENERAL PRINCIPLES

SECTION 4 SYMBOLS AND DEFINITIONS
2.
2.1 2.1.1
V : Maximum ahead service speed, in knots, means the greatest speed which the ship is designed to maintain in service at her deepest seagoing draught at the maximum propeller RPM and corresponding engine MCR (Maximum Continuous Rating).
Symbols
Ships main data

This editorial correction is made to be in line with the definition in the IACS Common Structural Rules for Double Hull Oil Tankers. (Refer to KC ID 514)
PAGE 2 OF 40
CORRIGENDA 5

SECTION 3 ACCESS ARRANGEMENT
2.
2.3 2.3.2
Technical provisions for means of access

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

Editorial correction.
PAGE 3 OF 40
CORRIGENDA 5

SECTION 1 MATERIAL
2.
2.3

Grades of steel
2.3.7
In specific cases, such as [2.3.6] [2.3.8], with regard to stress distribution along the hull girder, the classes required within 0.4L amidships may be extended beyond that zone, on a case by case basis.

PAGE 4 OF 40
CORRIGENDA 5
Table 4 Application of material classes and grades Structural member category Material class Within 0.4L Outside 0.4L amidship amidship
SECONDARY Longitudinal bulkhead strakes, other than that belonging to the Primary category I A/AH Deck Plating exposed to weather, other than that belonging to the Primary or Special category Side plating (7) PRIMARY Bottom plating, including keel plate Strength deck plating, excluding that belonging to the Special category Continuous longitudinal members above strength deck, II A/AH excluding hatch coamings Uppermost strake in longitudinal bulkhead Vertical strake (hatch side girder) and uppermost sloped strake in top wing tank SPECIAL Sheer strake at strength deck (1), (6) Stringer plate in strength deck (1), (6) Deck strake at longitudinal bulkhead (6) Strength deck plating at corners of cargo hatch openings in bulk carriers, ore carriers, combination carriers and other II ships with similar hatch openings configuration (2) III (I outside 0.6L Bilge strake (3), (4), (6) amidships) Longitudinal hatch coamings of length greater than 0.15L (5) Web of lower bracket of side frame of single side bulk carriers having additional service feature BC-A or BC-B (5) End brackets and deck house transition of longitudinal cargo hatch coamings (5) Notes: (1) Not to be less than grade E/EH within 0.4L amidships in ships with length exceeding 250 m. (2) Not to be less than class III within 0.6L amidships and class II within the remaining length of the cargo region. (3) May be of class II in ships with a double bottom over the full breadth and with length less than 150 m. (4) Not to be less than grade D/DH within 0.4L amidships in ships with length exceeding 250 m. (5) Not to be less than grade D/DH. (6) Single strakes required to be of class III or of grade E/EH and within 0.4L amidships are to have breadths, in m, not less than 0.8 + 0.005L, need not be greater than 1.8 m, unless limited by the geometry of the ship's design. (7) For BC-A and BC-B ships with single side skin structures, side shell strakes included totally or partially between the two points located to 0.125l above and below the intersection of side shell and bilge hopper sloping plate are not to be less than grade D/DH, l being the frame span.

The editorial correction is made to clarify the application of structural members. (Refer to KC ID 502)
PAGE 5 OF 40
CORRIGENDA 5
8.
8.3
Single side structure

Side frames
8.3.1 General
Frames are to be built-up symmetrical sections with integral upper and lower brackets and are to be arranged with soft toes. The side frame flange is to be curved (not knuckled) at the connection with the end brackets. The radius of curvature is not to be less than r, in mm, given by:
r= 0.3b 2 f t f + tC
r=
0.4b 2 f t f + tC
where: tC : Corrosion addition, in mm, specified in Ch 3, Sec 3
bf and tf : Flange width and net thickness of the curved flange, in mm. The end of the flange is to be sniped. In ships less than 190 m in length, mild steel frames may be asymmetric and fitted with separate brackets. The face plate or flange of the bracket is to be sniped at both ends. Brackets are to be arranged with soft toes. The dimensions of side frames are defined in Fig 19.
Reason for the Rule Clarification: This correction is made to be in line with IACS UR S12. (Refer to KC ID 564)
10.
10.4
Bulkhead structure
Corrugated bulkhead
10.4.4 Span of corrugations

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

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

The lower stool, when fitted, is to have a height in general not less than 3 times the depth of the corrugations.
PAGE 6 OF 40
CORRIGENDA 5
The net thickness and material of the stool top plate are to be not less than those required for the bulkhead plating above. The thickness and material properties of the upper portion of vertical or sloping stool side plating within the depth equal to the corrugation flange width from the stool top are to be not less than the required flange plate thickness and material to meet the bulkhead stiffness requirement at the lower end of the corrugation. The ends of stool side ordinary stiffeners, when fitted in a vertical plane, are to be attached to brackets at the upper and lower ends of the stool. The distance d from the edge of the stool top plate to the surface of the corrugation flange is to be in accordance with Fig 30. The stool bottom is to be installed in line with double bottom floors or girders as the case may be, and is to have a width not less than 2.5 times the mean depth of the corrugation. The stool is to be fitted with diaphragms in line with the longitudinal double bottom girders or floors as the case may be, for effective support of the corrugated bulkhead. Scallops in the brackets and diaphragms in way of the connections to the stool top plate are to be avoided. Where corrugations are cut at the lower stool, corrugated bulkhead plating is to be connected to the stool top plate by full penetration welds. The stool side plating is to be connected to the stool top plate and the inner bottom plating by either full penetration or deep penetration welds. The supporting floors are to be connected to the inner bottom by either full penetration or deep penetration weld. The weld of corrugations and stool side plating to the stool top plate are to be full penetration one. The weld of stool side plating and supporting floors to the inner bottom plating are to be full penetration or deep penetration welds.

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

SECTION 5 EXTERNAL PRESSURES AND FORCES
3. 3.2
3.2.1
The lateral pressure for exposed wheel house tops, in kN/m2, is not to be taken less than:
External pressures on superstructures and deckhouses Exposed wheel house tops
p = 2.5
p = 12.5

Editorial correction regarding the minimum pressure for superstructures, etc. is made because it is a typo (Refer to KC ID 478).
3.4
3.4.1
End Superstructure end bulkheads of superstructure and deckhouse
The lateral pressure, in kN/m2, for determining the scantlings is to be obtained from the greater of the following formulae:
p A = nc[bC ( z T )] p A = p A min
where: n : Coefficient defined in Tab 7, depending on the tier level. The lowest tier is normally that tier which is directly situated above the uppermost continuous deck to which the depth D is to be measured. However, where the actual distance (D-T) exceeds the minimum non-corrected tabular freeboard according to ILLC as amended by at least one standard superstructure height as defined in Ch 1, Sec 4, [3.18.1], this tier may be defined as the 2nd tier and the tier above as the 3rd tier c : Coefficient taken equal to:
c = 0.3 + 0.7 b1 B1
For exposed parts of machinery casings, c is not to be taken less than 1.0
b1 B1
: Breadth of deckhouse at the position considered : Actual maximum breadth of ship on the exposed weather deck at the position considered.
b1 B1 is not to be taken less than 0.25
b x
: Coefficient defined in Tab 8 : X co-ordinate, in m, of the calculation point for the bulkhead considered. When determining sides of a deckhouse, the deckhouse is to be subdivided into parts of approximately equal length, not exceeding
0.15 L each, and x is to be taken as the X co-ordinate of the centre of each part considered.
: Z co-ordinate, in m, of the midpoint of stiffener span, or to the middle of the plate field
PAGE 8 OF 40
CORRIGENDA 5
: Span, in m, to be taken as the superstructure height or deckhouse height respectively, and not less than 2.0 m : Minimum lateral pressure, in kN/m2, defined in Tab 9.
pAmin
Table 7 : Coefficient n (Note: Change in title only, no change in Tab 7)
Table 8 : Coefficient b (Note: Change in title only, no change in Tab 8)
Table 9 : Minimum lateral pressure pAmin pAmin, in kN/m2

L
Lowest tier of unprotected fronts

25 + L 10
Elsewhere (1)
90 < L 250
L > 250
th
12.5 +
25
L 20
50
(1) For the 4 tier and above, p A min is to be taken equal to 2.5 12.5kN/m2.

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

4.1Bow flare area pressure 4.1.1
The bow pressure, in kN/m2, to be considered for the reinforcement of the bow flare area is to be obtained from the following formula:
p FB = K ( p S + pW )
where: p S, p W K : Hydrostatic pressure and maximum hydrodynamic pressures among load cases H, F, R and P, calculated in normal ballast condition at TB : Coefficient taken equal to:
K= c FL 0.2V + 0.6 L
2 20 x 42C (C B + 0.7 )1 + 0.7 CB L
(10 + z TB ) to be taken not less than 1.0
cFL
: Coefficient taken equal to: cFL = 0.8

c FL = 0.4 1.2 1.09 sin
in general where the flare angle is greater than 40
PAGE 9 OF 40
CORRIGENDA 5
Where, the flare angle at the load calculation point is to be measured in plane of the frame between a vertical line and the tangent to the side shell plating. (see Fig 7)
Plane of the frame
Flare angle
load calculation point
z
TB
C L
tangent to the side shell
Figure 7: The definition of the flare angle

Clarification of the definition of flare angle (Refer to KC ID 533)
PAGE 10 OF 40
CORRIGENDA 5

SECTION 1 YIELDING CHECK
3. 3.1
3.1.1
It is to be checked that the normal stresses 1 calculated according to [2.1.2] and, when applicable, [2.1.3] are in compliance with the following formula:
Checking criteria Normal stresses
1 1,ALL
where:
1,ALL
: Allowable normal stress, in N/mm2, obtained from the following formulae:
130 1, ALL = k 2 190 1500 x 1, ALL = 0 .3 k k L 190 1, ALL = k 2 190 1500 x 1, ALL 0 .7 k k L 130 1, ALL = k
for for for for for
x 0 .1 L x 0 .1 < < 0 .3 L x 0 .3 0 .7 L x 0 .7 < < 0 .9 L x 0 .9 L
1, ALL = 1, ALL 1, ALL 1, ALL 1, ALL
130 k 2 190 1500 x = 0.3 k k L 190 = k 2 190 1500 x = 0.7 k k L 130 = k
for for for for for
x 0.1 L x 0.1 < < 0.3 L x 0.3 0.7 L x 0.7 < < 0.9 L x 0.9 L

4. 4.5
4.5.1
Section modulus and moment of inertia Extent of higher strength steel
When a material factor for higher strength steel is used in calculating the required section modulus at bottom or deck according to [4.2] or [4.3], the relevant higher strength steel is to be adopted for all members contributing to the longitudinal strength (see [1]), at least up to a vertical distance, in m, obtained from the following formulae: above the baseline (for section modulus at bottom):
VHB =
1B k 1, ALL z 1B + 1D D
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CORRIGENDA 5
below a horizontal line located at a distance VD (see [1.4.2]) above the neutral axis of the hull transverse section (for section modulus at deck):
VHD =
where:
1D k 1, ALL (N + VD ) 1B + 1D
1B, 1D : Normal stresses, in N/mm2, at bottom and deck, respectively, calculated according to [2.1.2]
zD
: Z co-ordinate, in m, of the strength deck defined in [1.3], with respect to the reference co-ordinate system defined in Ch 1, Sec 4, [4]

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

2. CRITERIA FOR THE CALCULATION OF THE CURVE M-

2.1 Simplified method based on incremental-iterative approach 2.1.2 Assumption
In applying the procedure described in [2.1.1], the following assumptions are generally to be made:
the ultimate strength is calculated at hull transverse sections between two adjacent transverse webs. the hull girder transverse section remains plane during each curvature increment. the hull material has an elasto-plastic behaviour. the hull girder transverse section is divided into a set of elements, which are considered to act independently. These elements are: transversely framed plating panels and/or ordinary stiffeners with attached plating, whose structural behaviour is described in [2.2.1] hard corners, constituted by plating crossing, whose structural behaviour is described in [2.2.2].
according to the iterative procedure, the bending moment Mi acting on the transverse section at each curvature value i is obtained by summing the contribution given by the stress acting on each element. The stress , corresponding to the element strain , is to be obtained for each curvature increment from the nonlinear load-end shortening curves - - of the element. These curves are to be calculated, for the failure mechanisms of the element, from the formulae specified in [2.2]. The stress is selected as the lowest among the values obtained from each of the considered load-end shortening curves - .
The procedure is to be repeated until the value of the imposed curvature reaches the value F, in m-1, in hogging and sagging condition, obtained from the following formula:
F = 0.003
where:
MY EI Y
MY : the lesser of the values MY1 and MY2, in kN.m: MY1 = 10-3 ReH ZAB MY1 = 103 ReH ZAB
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CORRIGENDA 5
MY2 =10-3 ReH ZAD
MY2 =103 ReH ZAD
If the value F is not sufficient to evaluate the peaks of the curve M-, the procedure is to be repeated until the value of the imposed curvature permits the calculation of the maximum bending moments of the curve.

2.2 Load-end shortening curves - 2.2.6 Web local buckling of ordinary stiffeners made of flanged profiles
The equation describing the load-end shortening curve CR1- CR3- for the web local buckling of flanged ordinary stiffeners composing the hull girder transverse section is to be obtained from the following formula:
10 3 bE t p + hwe t w + b f t f 10 3 st p + hw t w + b f t f
CR 3 = ReH
where
bE hwe
: Edge function defined in [2.2.3] : Effective width, in m, of the attached shell plating, defined in [2.2.4] : Effective height, in mm, of the web, equal to:
2.25 1.25 2 hw hwe = w w hwe = hw
for w > 1.25 for w 1.25
w =
hw tw
ReH
E

2.2.8 Plate buckling

The equation describing the load-end shortening curve CR5- for the buckling of transversely stiffened panels composing the hull girder transverse section is to be obtained from the following formula:
ReH 2 = min s 2.25 1.25 + 0.11 s 1 + 1 ReH l 2 2 E l E E
CR 5
where:
: Edge function defined in [2.2.3].

: Coefficient defined in [2.2.4].
E = 10 3
s tp
ReH
E
s: plate breadth, in m, taken as the spacing between the ordinary stiffeners
PAGE 14 OF 40
CORRIGENDA 5
l: longer side of the plate, in m.

Clarification of the formula (Refer to KC ID 428) Note: Users are reminded that the formula in Chapter 5, Appendix 1, 2.2.8, was corrected by Rule Change Notice No.1, November 2007.
PAGE 15 OF 40
CORRIGENDA 5

SECTION 1 PLATING
2. 2.5 Sheer strake Welded sheer strake
2.5.3 Net thickness of the sheer strake in way of breaks of long effective superstructures
The net thickness of the sheer strake is to be increased in way of breaks of long effective superstructures occurring within 0.5L amidships, over a length of about one sixth of the ships breadth on each side of the superstructure end. This increase in net thickness is to be equal to 40% of the net thickness of sheer strake, but need not exceed 4.5 mm. Where the breaks of superstructures occur outside 0.5L amidships, the increase in net thickness may be reduced to 30%, but need not exceed 2.5 mm.
2.5.4 Net thickness of the sheer strake in way of breaks of short non-effective superstructures
The net thickness of the sheer strake is to be increased in way of breaks of short non-effective superstructures occurring within 0.6L amidships, over a length of about one sixth of the ships breadth on each side of the superstructure end. This increase in net thickness is to be equal to 15% of the net thickness of sheer strake, but need not exceed 4.5 mm.

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

3.1 Load model 3.1.3 Lateral pressure in flooded conditions
The lateral pressure in flooded conditions pF is defined in Ch 4, Sec 6, [3.2.1].

This correction is made for the clarification of the lateral pressure in flooding condition to be considered. (Refer to KC ID 402)
PAGE 16 OF 40
CORRIGENDA 5
SECTION 2 - ORDINARY STIFFENERS 3. YIELDING CHECK

3.1 Load model 3.1.3 Lateral pressure in flooded conditions
The lateral pressure in flooded conditions pF is defined in Ch 4, Sec 6, [3.2.1].

This correction is made for the clarification of the lateral pressure in flooding condition to be considered. (Refer to KC ID 402)
3.4 Upper and lower connections of side frames of single side bulk carriers 3.4.1
The section moduli of the:
side shell and hopper tank longitudinals that support the lower connecting brackets, side shell and topside tank longitudinals that support the upper connecting brackets
are to be such that the following relationship is separately satisfied for each lower and upper connecting bracket (see also Ch 3, Sec 6, Fig 22):
2 ( p S + pW )l 2 l 1
w d
i n
16 RY
where: n : Number of the longitudinal stiffeners of side shell and hopper / topside tank that support the lower / upper end connecting bracket of the side frame, as applicable wi di : Net section modulus, in cm3, of the i-th longitudinal stiffener of the side shell or hopper / topside tank that support the lower / upper end connecting bracket of the side frame, as applicable : Distance, in m, of the above i-th longitudinal stiffener from the intersection point of the side shell and hopper /topside tank l1 Ry : Spacing, in m, of transverse supporting webs in hopper / topside tank, as applicable : Lowest value of equivalent yield stress, in N/mm2, among the materials of the longitudinal stiffeners of side shell and hopper / topside tanks that support the lower / upper end connecting bracket of the side frame
T = 150 for the longitudinal stiffeners supporting the lower connecting brackets T = 75 for the longitudinal stiffeners supporting the upper connecting brackets
l : Side frame span, in m, as defined in [3.3.1].
pS , pW : Still water and wave pressures as those for the side frame.
PAGE 17 OF 40
CORRIGENDA 5

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

4.1 Net scantlings 4.1.3 Connection ends of web stiffeners
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 :
175
where:
cos
= 1.1K con K longi K stiff

K con
: Coefficient considering stress concentration, taken equal to:

K con = 3.5 K con = 4.0
for stiffeners in the double bottom or double side space (see Fig 8) for other cases (e.g. hopper tank, top side tank, etc.) (see Fig 8)
K longi : Coefficient considering shape of cross section of the longitudinal, taken equal to:
K longi = 1.0 K longi = 1.3 K stiff
for symmetrical profile of stiffener (e.g. T-section, flat bar) for asymmetrical profile of stiffener (e.g. angle section, bulb profile)
: Coefficient considering the shape of the end of the stiffener, taken equal to:
K stiff = 1.0
K stiff = 0.8
for standard shape of the end of the stiffener (see Fig 9) for the improved shape of the end of the stiffener (see Fig 9)
: As given in Fig 10 : Stress range, in N/mm2, transferred from longitudinals into the end of web stiffener, as obtained from the following formula:
= 2W 0.322h' [( Aw1 l 1 ) + ( Aw 2 l 2 )] + As 0
: Dynamic load, in N, as obtained from the following formula:

W = 1000(l 0.5s )sp
: Maximum inertial pressure due to liquid in the considered compartment where the web stiffener
is located according to Ch 4 Sec 6 [2.2.1], in kN/m2, of the probability level of 10-4, calculated at mid-span of the ordinary stiffener
l
: Span of the longitudinal, in m : Spacing of the longitudinal, in m
As 0 , Aw1 , Aw 2 : Geometric parameters as given in Fig 10, in mm2 l 1 , l 2 : Geometric parameters as given in Fig 10, in mm
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CORRIGENDA 5
h'
: As obtained from following formula, in mm:

h ' = h s + h0 '
hs h0 '
: As given in Fig 10, in mm : As obtained from the following formula, in mm

h0 ' = 0.636b' h0 ' = 0.216b'+63
for b' 150 for 150 < b'
b'
: Smallest breadth at the end of the web stiffener, in mm, as shown in Fig 10

This correction is made for the clarification of the pressure to be applied in the calculation of dynamic load transferred from the ordinary stiffeners to the ends of web stiffeners of the primary supporting members in water ballast tanks. (Refer to KC ID 327)
PAGE 19 OF 40
CORRIGENDA 5
Symbols
For symbols not defined in this Section, refer to Ch 1, Sec 4. In this section, compressive and shear stresses are to be taken positive, tension stresses are to be taken negative. a : Length in mm of the longer side of the partial plate field in general or length in mm of the side of the partial plate field according Table 2, BLC 3 - 10 b : Length in mm of the shorter side of the partial plate field in general or length in mm of the side of the partial plate field according Table 2, BLC 3 - 10
: Aspect ratio of elementary plate panel, taken equal to:
=
n
a b
long. stiffener single field partial field
: Number of elementary plate panel breadths within the partial or total plate panel
bm
a y x
transverse stiffener
longitudinal : stiffener in the direction of the length a transverse : stiffener in the direction of the breath b
Figure 1:
General arrangement of panel

This correction is made for the clarification of the definition of the dimensions a and b.Refer to KC ID 360
PAGE 20 OF 40
b b
am
nb
CORRIGENDA 5
Table 3: Buckling and reduction factor for curved plate panel with R/t 2500 1
BucklingLoad Case 1a
b sx
Aspect ratio
b
Buckling factor K
R
Reduction factor
b R 1.63 R t
sx
K=
b Rt
+3
(R t )0.175
b 0.35
R t
1b
b with sx = R pe t pe R t
x =1 x = 1.274 0.686 x =
b R > 1.63 R t 0.65
for 0.4 2 for 0.4 < 1.2 for > 1.2
K = 0.3
R2 + 2.25 bt R2 b2
pe = external pressure in [N/mm2]
1a
b sx
R t sx
b R 1.63 R t
K=
b Rt
+3
(R t )0.175
b 0.35
1b
b with p R sx = e t R pe t
x =1 x = 1.274 0.686 x =
0.65
for 0.4 2 for 0.4 < 1.2 for > 1.2
b R > 1.63 R t
R2 K = 0.3 2 + 2.25 bt R b2
pe = external pressure in [N/mm2]
2
b sy R t sy
b R 0 .5 R t
K = 1+
2 b2 3 Rt
y =1
t R
for 0.25
3
K = 0.267 b R > 0.5 R t b R b > R R t R t 0.4 K=
b2 b 3 Rt R
y = 1.233 0.933
for 0.25 < 1 for 1 < 1.5 for > 1.5
y = 0.3 /
b2 Rt
y = 0.2 / 2
3
b sx
0.6 b
Rt
2
Rt b
0.3
Rt b2
R t sx
R2 b K = 0.3 2 + 0.291 bt R
K = K
as in load case 1a
4
b t
3
0.5
b R 8.7 R t
0.67 b 3 K = 28.3 + 1.5 1.5 R t

K = 0.28 b
2
= 1 = 1.274 0.686
for 0.4 for 0.4 < 1.2 for > 1.2
0.65
b R > 8.7 R t
R Rt
PAGE 21 OF 40
CORRIGENDA 5
Explanations for boundary conditions
- - - - - plate edge free plate edge simply supported plate edge clamped
For curved plate fields with a very large radius the -value need not to be taken less than for the expanded plane field For curved single fields, e.g. bilge strake, which are located within plane partial or total fields, the reduction factor may taken as follow: 0.8 0.65 Load case 2: y = 2 1.0 Load case 1b: x = 2 1,0

This correction is made for the clarification of the buckling check for the curved plate. (Refer to KC ID 483)
PAGE 22 OF 40
CORRIGENDA 5
SECTION 4 - PRIMARY SUPPORTING MEMBERS 1. GENERAL

1.1 Application 1.1.1
The requirements of this Section apply to the strength check of pillars and primary supporting members, subjected to lateral pressure and/or hull girder normal stresses for such members contributing to the hull girder longitudinal strength. The yielding check is also to be carried out for such members subjected to specific loads.

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

Editorial correction is made for the clarification of application of the primary supporting members. (Refer to KC ID 373)
2. 2.3
Scantling of primary supporting members for ships of less than 150m in length (L) Floors
2.3.1 Net web thickness

The net thickness of floors in the double bottom structure, in mm, is not to be less than the greatest of either of the values t1 to t3 specified in the followings according to each location:
t1 = C 2 pSB DB (d 0 d 1 ) a 2y B' DB 1 2 x x c l DB
2
, where x xc is less than 0.25l DB , x xc is to be taken as
' 0.25l DB , and where y is less than BDB / 4 , y is to be taken as b / 4 BDB / 4 ,
t 2 = 1.75 3 t3 = 8.5S 2 k
H 2 a 2 a t1 C2
where :
PAGE 23 OF 40
CORRIGENDA 5
S d0
: Spacing of solid floors, in m : Depth of the solid floor at the point under consideration in m : Depth of the opening, if any, at the point under consideration in m : Distance between toes of hopper tanks at the position of the solid floor under consideration, in m : Coefficient obtained from Tab 5 depending on B DB / l DB . For intermediate values of B DB / l DB , C 2 is to be obtained by linear interpolation
d1
' B DB
C2
p , BDB , x c , l DB : As defined in [2.2.1]
: Depth of the solid floor at the point under consideration, in m. However, where horizontal stiffeners are fitted on the floor, a is the distance from the horizontal stiffener under consideration to the bottom shell plating or the inner bottom plating or the distance between the horizontal stiffeners under consideration
S1 C2
: Spacing, in m, of vertical ordinary stiffeners or girders

: Coefficient given in Tab 6 depending on S1 / d 0 . For intermediate values of S1 / d 0 , C2 is to be
determined by linear interpolation.
: Value obtained from the following formulae: a) where openings with reinforcement or no opening are provided on solid floors: 1) where slots without reinforcement are provided:
H = 4.0 d2 1.0 , without being taken less than 1.0 S1
2) where slots with reinforcement are provided: H = 1.0 b) where openings without reinforcement are provided on solid floors: 1) where slots without reinforcement are provided:
H = 1 + 0.5 d0 d 4.0 2 1.0 , without being taken less than 1 + 0.5 S1 d0
2) where slots with reinforcement are provided:

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

PAGE 24 OF 40
CORRIGENDA 5

SECTION 4 HOT SPOT STRESS ANALYSIS FOR FATIGUE STRENGTH ASSESSMENT
3. 3.3
3.3.1
Table 1:
Hot Spot Stress Simplified method for the bilge hopper knuckle part
Stress concentration factor K0
Plate net thickness in Angle of hopper slope plate to the horizontal (deg.) FE model 40 45 50 90 t (mm) 16 3.0 3.2 3.4 4.2 18 2.9 3.1 3.3 4.0 20 2.8 3.0 3.2 3.8 22 2.7 2.9 3.1 3.6 24 2.6 2.8 3.0 3.5 26 2.6 2.7 2.9 3.4 28 2.5 2.7 2.8 3.3 30 2.4 2.6 2.7 3.2 Note: Alternatively, K0 can be determined by the following formula. 0.14 (1.15 0.0033 ) K0 = (0.5t ) ( 0.2 + 0.0028 )

Editorial correction is made for the clarification of the plate thickness. (Refer to KC ID 287)
PAGE 25 OF 40
CORRIGENDA 5

SECTION 5 STRESS ASSESSMENT OF HATCH CORNERS
2. Nominal stress range 2.1 Nominal stress range due to wave torsional moment
2.1.1
The nominal stress range, in N/mm2, due to cross deck bending induced by wave torsion moments is to be obtained from the following formula:
WT = Q BH 2 FS FL 1000 WQ
where:
Q = 1000 u ( B H + bs ) 2.6 B H + 12 EI Q EAQ
: Displacement of hatch corner in longitudinal direction, in m, taken equal to:

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

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

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

3.1.1
The hot spot stress range, in N/mm, is to be obtained from the following formula: W = K gh WT where, : Stress concentration factor for the hatch corner, taken equal to: Kgh
K gh
r + 2rb = a 3ra
K gh
0.65 0.22lCD b , to be taken not less than 1.0 1 + 1.23l + 0.8b r CD a 0.65 r + 2rb 0.22lCD 2b , to be taken not less than 1.0 = a 1 + 1.23l + 1.6b r 3ra CD a
where: ra : Radius, in m, in major axis

rb l CD b
: Radius, in m, in minor axis (if the shape of corner is a circular arc, rb is to be equal to ra) : Length of cross deck, in m, in longitudinal direction : Distance, in m, from the edge of hatch opening to the ships side

Editorial Correction of a typo in the formula of Kgh. (Refer to KC ID 386.)
PAGE 27 OF 40
CORRIGENDA 5

SECTION 1 FORE PART
3. 3.2
3.2.1
where: pS, pW : Hydrostatic pressure and maximum hydrodynamic pressures among load cases H, F, R and P, according to Ch 4, Sec 5, or internal still water and inertial pressures according to Ch 4, Sec 6, [2], to be
considered among load cases H, F, R and P.
Load model Pressure in bow area

Lateral pressure in intact condition
The pressure in bow area, in kN/m2, is to be taken equal to (pS+ pW).

Editorial correction is made for the clarification of the lateral pressure in bow area. (Refer to KC ID 495)
5. 5.4
5.4.1
Strengthening of flat bottom forward area Primary supporting members

Girders
The net thickness of girders in double bottom forward area, in mm, is not to be less than the greatest of either of the value t1 to t3 specified in the followings according to each location:
t1 = c A p SL Sl 2(d 0 d 1 ) a
3
t 2 = 1.75 C1a k
H 2 a 2 a t1 C
1
t3 =
where: cA : Coefficient taken equal to: cA = 3/A, with 0.3 c A 1.0 A : Loaded area, in m2, between the supports of the structure considered, obtained from the following formula: A=Sl pSL S : As defined in [3.4] : Spacing of centre or side girders under consideration, in m : Spacing Span of floors centre or side girders between floors under consideration, in m : Depth of the centre or side girder under consideration, in m : Depth of the opening, if any, at the point under consideration, in m : Value obtained from the following formulae:
PAGE 28 OF 40
l
d0 d1 H
CORRIGENDA 5
(a) (b)
Where the girder is provided with an unreinforced opening: H = 1 + 0.5 In other cases: H = 1.0
: Major diameter of the openings, in m : The greater of a or S1 , in m. : Depth of girders at the point under consideration, in m, Where, however, if horizontal stiffeners are fitted on the girder, a is the distance from the horizontal stiffener under consideration to the bottom shell plating or inner bottom plating, or the distance between the horizontal stiffeners under consideration
S1 C1 C1
: Spacing, in m, of vertical ordinary stiffeners or floors

: Coefficient obtained from Tab 5 depending on S1 / a . For intermediate values of S1 / a , C1 is to be

: Coefficient obtained from Tab 6 depending on S1 / a . For intermediate values of S1 / a , C1 is to be
obtained by linear interpolation.
5.4.2 Floors
The net thickness of floors in double bottom forward area, in mm, is not to be less than the greatest of either of the value t1 to t3 specified in the followings according to each location:
t1 = c A p SL Sl 2(d 0 d1 ) a H 2 a 2 a t1 C2
t 2 = 1.75 3 t3 = 8.5S 2 k
where : cA cA : As defined in [5.4.1] : Coefficient taken equal to: cA = 3/A, with 0.3 c A 1.0 A : Loaded area, in m2, between the supports of the structure considered, obtained from the following formula: A=Sl pSL
S
: As defined in [3.4] : Spacing of solid floors under consideration, in m : Spacing of girders Span of floors between centre girder and side girder or side girders under consideration, in m
l
d0
: Depth of the solid floor at the point under consideration in m : Depth of the opening, if any, at the point under consideration in m : Value obtained from the following formulae: c) Where openings with reinforcement or no opening are provided on solid floors:
d1 H
PAGE 29 OF 40
CORRIGENDA 5
3) Where slots without reinforcement are provided:

H = 4.0 d2 1.0 , without being taken less than 1.0 S1
4) Where slots with reinforcement are provided: H = 1.0 d) Where openings without reinforcement are provided on solid floors: 3) Where slots without reinforcement are provided:
H = 1 + 0.5 d0 d 4.0 2 1.0 , without being taken less than 1 + 0.5 S1 d0
4) Where slots with reinforcement are provided:

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

Editorial correction is made for the clarification of spacing and span of primary supporting members. (Refer to KC ID 500)
PAGE 30 OF 40
CORRIGENDA 5
SECTION 2 AFT PART

2. 2.2
2.2.1
where: p S, p W : Hydrostatic pressure and maximum hydrodynamic pressures among load cases H, F, R and P, according to Ch 4, Sec 5, or internal still water and inertial pressures according to Ch 4, Sec 6, [2], to be
considered among load cases H, F, R and P.
Load model Lateral pressures

Lateral pressure in intact condition
The aft part lateral pressure in intact conditions, in kN/m2, is to be taken equal to (pS + pW).

Editorial correction is made for the clarification of the lateral pressure in the aft part, similar to the same clarification made in the bow area in Ch. 9, Sec.1 [3.2.1]. (Refer to KC ID 495)
4. SCANTLINGS
4.1 Side plating Plating
PAGE 31 OF 40
CORRIGENDA 5
SECTION 3 MACHINERY SPACE 1. GENERAL 1. GENERAL

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

PAGE 32 OF 40
CORRIGENDA 5
SECTION 4 SUPERSTRUCTURES AND DECKHOUSES 1. GENERAL

1.1 Definitions
1.1.3 Long deckhouse

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

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

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

The definition for Effective superstructure is added for clarification. In addition, considering the ships length of CSR application, unnecessary wording 12m which is always less than 0.15L or 0.2L is deleted.
PAGE 33 OF 40
CORRIGENDA 5

SECTION 1 RUDDER AND MANOEUVRING ARRANGEMENT
3. Scantlings of the rudder stock
3.1 Rudder stock diameter 3.1.1

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

3.3
Analysis
3.3.2 Data for the analysis

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

pR10 = pR 20 CR2 l 10 103 C R1 = l 20 103
CR, CR1, CR2 : As defined in [2.1] and [2.2]
PAGE 34 OF 40
CORRIGENDA 5
: Spring constant, in kN/m, of support in the sole piece or rudder horn respectively: for the support in the sole piece (see Fig 3):
Z=
6.18 I 50
l3 50
for the support in the rudder horn (see Fig 4):

Z=
1 fb + ft
fb
: Unit displacement of rudder horn, in m/kN, due to a unit force of 1 kN acting in the centre of support
fb=
1.3 d 3 10 8 3E In
d3 In
f b = 0.21
(guidance value for steel)
In ft
: Moment of inertia of rudder horn, in cm4, around the x-axis at d/2 (see Fig 4) : Unit displacement due to a torsional moment of the amount 1, in m/kN
ft = d e2 G Jt d e2
ft =
/ ti
3.17 10 8 FT2
ft =
d e 2 ui / ti 3.14 10 8 FT2
for steel
: Modulus of rigity, kN/m2:

G = 7.92 10 7 for steel
Jt FT ui ti e, d
: Torsional moment of inertia, in m4 : Mean sectional area of rudder horn, in m2 : Breadth, in mm, of the individual plates forming the mean horn sectional area : Plate thickness of individual plate having breadth ui, in mm : Distances, in m, according to Fig 4
K11, K22, K12 : Rudder horn compliance constants calculated for rudder horn with 2-conjugate elastic supports (Fig 5).The 2-conjugate elastic supports are defined in terms of horizontal displacements, yi, by the following equations: at the lower rudder horn bearing: y1 = K12 FA2 K22 FA1 y2 = K11 FA2 K12 FA1 where y1, y2 : Horizontal displacements, in m, at the lower and upper rudder horn bearings, respectively
:Horizontal
y1 = K12 B2 K22 B1 y2 = K11 B2 K12 B1
at the upper rudder horn bearing:
FA1, FA2 B1,B2
support forces, in kN, at the lower and upper rudder horn bearings, respectively
K11, K22, K12 : Obtained, in m/kN, from the following formulae:

K 11 = 1.3
3
3EJ 1h
e 2 GJ th
PAGE 35 OF 40
CORRIGENDA 5
3 2 (d ) e 2 + K 12 = 1.3 + 2 EJ 1h GJ th 3EJ 1h 3 2 (d ) (d )2 (d )3 e 2 d K 22 = 1.3 + + + + EJ 1h EJ 1h 3EJ 2 h GJ th 3EJ 1h
: Height of the rudder horn, in m, defined in Fig 5. This value is measured downwards from the upper rudder horn end, at the point of curvature transition, till the mid-line of the lower rudder horn pintle
: Length, in m, as defined in Fig 5. This length is measured downwards from the upper rudder horn end, at the point of curvature transition, till the mid-line of the upper rudder horn bearing. For = 0, the above formulae converge to those of spring constant Z for a rudder horn with 1-elastic support, and assuming a hollow cross section for this part
e J1h
: Rudder-horn torsion lever, in m, as defined in Fig 5 (value taken at z = d/2) : Moment of inertia of rudder horn about the x axis, in m4, for the region above the upper rudder horn bearing. Note that J1h is an average value over the length (see Fig 5) : Moment of inertia of rudder horn about the x axis, in m4, for the region between the upper and lower rudder horn bearings. Note that J2h is an average value over the length d (see Fig 5) : Torsional stiffness factor of the rudder horn, in m4 For any thin wall closed section
J th =
J2h
Jth
4 FT2 ui ti i
FT ui ti
: Mean of areas enclosed by outer and inner boundaries of the thin walled section of rudder horn, in m2 : Length, in mm, of the individual plates forming the mean horn sectional area : Thickness, in mm, of the individual plates mentioned above.
Note that the Jth value is taken as an average value, valid over the rudder horn height.
B2 B3
B1
Figure 5 Semi-spade rudder (with 2-conjugate elastic supports)
PAGE 36 OF 40
CORRIGENDA 5

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

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

PAGE 37 OF 40
CORRIGENDA 5
5.2 5.2.1
Rudder plating
The thickness of the rudder plating, in mm, is to be determined according to the following formula:
t P = 1.74a p R k + 2.5
where:
p R = 10T + CR 10 3 A
t P = 1.74a p R k + 2.5
, in kN/m2
: Smaller unsupported width of a plate panel, in m.
The influence of the aspect ratio of the plate panels may be taken into account according to Ch 3.
a = 1.1 0.5 b
b
max, 1.00, if
b 2.5 a
greatest unsupported width of a plate panel, in m.
However, the thickness is to be not less than the thickness of the shell plating at aft part according to Ch 9, Sec 2. Regarding dimensions and welding, [10.1.1] is to be comply with.

Editorial correction is made to be in line with IACS UR S10 (Refer to KC 569)
10.
Rudder coupling flanges
10.1.3
D
R 100 R 100
mm
mm
a 1 1 = b 3 5
a 1 1 = to b a3= 1 5 1 b 3 5
b
R
final machining after welding
R
final machining after welding
8 mm
30
30
2 mm
Figure 21 Welded joint between rudder stock and coupling flange

PAGE 38 OF 40
2 mm
8 mm
5m
5m
CORRIGENDA 5

SECTION 2 WELDING
2. 2.6 Types of welded connection Fillet welds
Table 1 Categories of fillet welds Category Kinds of fillet welds As-built thickness of abutting plate, t, in mm (1) Leg length of fillet weld, in mm (2) Length of fillet welds, in mm Pitch, in mm
F0 F1
Double continuous weld Double continuous weld Double continuous weld Double continuous weld
t t 10 10 t < 20 20 t t 10 10 t < 20 20 t t 10 10 t < 20 20 t t 10 10 t < 20
0.7t 0.5t + 1.0 0.4t + 2.0 0.3t + 4.0 0.4t + 1.0 0.3t + 2.0 0.2t + 4.0 0.3t + 1.0 0.2t + 2.0 0.1t + 4.0 0.5t + 1.0 0.4t + 2.0
F2
F3
F4
Intermittent weld
75
300
20 t 0.3t + 4.0 (1) t is as-built thickness of the thinner of two connected members (2) Leg length of fillet welds is made fine adjustments corresponding to the corrosion addition tC specified in Ch 3, Sec 3, Tab 1 as follows: + 1.0 mm for t C > 5 + 0.5 mm + 0.0 mm - 0.5 mm for 5 tC > 4 for 4 t C > 3 for
tC 3
(3) The weld sizes are to be rounded to the nearest half millimeter.

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

Where double continuous fillet welds in lieu of intermittent welds are applied, leg length of fillet welds is to be of category F2 F3.
PAGE 39 OF 40
CORRIGENDA 5
It is a typo. As its application is limited to weld connection of the secondary member not importance structural members, the lowest double continuous category, e.g., F3, was originally intended in lieu of the intermittent weld. (Refer to KC ID 508)
PAGE 40 OF 40
Common Structural Rules for Bulk Carriers
Rule Change Notice 3

(Ch 8 Sec 2, 2.3 Equivalent notch stress range)
Notes: (1) These Rule Changes enter into force on 12 September 2008.
Page 1 of 15
For technical background for Rule Changes in this present document, reference is made to separate document Technical Background for Rule Change Notice 3
Chapter 8 Fatigue Check of Structural Details
Section 2 FATIGUE STRENGTH ASSESSMENT

2. Equivalent notch stress range
2.3 Equivalent notch stress range
2.3.1 Equivalent notch stress range The equivalent notch stress range, in N/mm2, for each loading condition is to be calculated with the following formula:
eq, j = K f equiv, j
where: equiv , j : Equivalent hot spot stress range, in N/mm2, in loading condition j obtained by [2.3.2]. Kf : Fatigue notch factor defined in Tab 1.
Table 1:
Fatigue notch factors Kf KfNot Grinding Without weld grinding 1.25 1.30 1.00 Grinding With weld grinding (not applicable for ordinary stiffeners and boxing fillet welding*1) 1.10 1.15 *2 -
Subject
Butt welded joint Fillet welded joint Non welded part
Note: *1 Boxing fillet welding is defined as a fillet weld around a corner of a member as an extension of the principal weld. *2 This is applicable for deep penetration welding, or full penetration welding only. In case where grinding is performed, full details regarding grinding standards including the extent, smoothness particulars, final welding profiles, and grinding workmanship as well as quality acceptance criteria are to be submitted to the Society for approval. It is preferred that any grinding is carried out by rotary burrs, is to extend below plate surfaces in order to remove any toe defects and ground areas are to have sufficient corrosion protection. Such treatments are to procedure smooth concave profiles at weld toes with the depth of these depressions penetrating into plate surfaces to at least 0.5mm below the bottom of any visible undercuts. The depth of any grooves produced is to be kept to a minimum and, in general, kept to a maximum of 1mm. Under no circumstances is grinding depth to exceed 2mm or 7 % of plate gross thickness, whichever is smaller. Grinding has to extend to 0.5 longitudinal spacing or 0.5 frame spacing at the each side of hot spot locations.
Page 2 of 15
2.3.2 Equivalent hot spot stress range The equivalent hot spot stress range, in N/mm2, is to be calculated for each loading condition with the following formula:
equiv , j = f mean, j W ,
j
where: fmean , j : Correction factor for mean stress : for hatch corners fmean , j = 0.77 for primary members and longitudinal stiffeners connections, fmean , j corresponding to the condition j taken equal to:
f mean, j
m ,1
1 ln 10 4 m , j = max 0.4, max 0, + 2 W , j 4
0.25
: Local hot spot mean stress, in N/mm2, in the condition 1, obtained from the following formulae: If 0.6 W ,1 2.5 ReH :
0.6 m ,1 = 0.18 W ,1
If 0.6 W ,1 < 2.5 ReH :
m,1 = ReH 0.6 W ,1 m ,1 = mean,1 + res

m , j
If
for for
0.6 W ,1 > ReH res mean,1 0.6 W ,1 ReH res mean,1
: Local hot spot mean stress, in N/mm2, in the condition j, obtained from the following formulae:
0.24 W , j ReH :
m , j ( j 1) = 0.18 W , j
If
0.24 W , j < ReH :
m , j ( j 1) = ReH + 0.24 W , j m, j ( j 1) = m,1 mean,1 + mean, j

res
for for
0.24 W , j > ReH + m,1 mean,1 + mean, j 0.24 W , j ReH + m ,1 mean,1 + mean, j
mean , j : Structural hot spot mean stress, in N/mm2, corresponding to the condition j
: Residual stress, in N/mm2, taken equal to: obtained from the following formulae:
res = max{ res, j ,
j = 1,2,3,4
res = 0.25ReH
for stiffener end connection
Page 3 of 15
res = 0
for non welded part and primary members(cruciform joint or butt weld)
res , j
max ReH , min R eH , res 0 + mean, j + 0.6 W , j mean, j 0.6 W , j for mean, j 0 = min ReH , max R eH , res 0 + mean, j 0.24 W , j mean, j + 0.24 W , j for mean, j < 0
res 0 =
0.25 ReH 0
for
welded joint
for non welded part
Page 4 of 15
Common Structural Rules for Bulk carriers
Technical Background for Rule Change Notice 3
Technical Background for Rule Change Notice 3 (Ch 8 Sec 2, 2.3 Equivalent notch stress range)
Page 5 of 15
Technical Background for the Changes Regarding Equivalent notch stress range:
1. Reason for the Rule Change in Ch 8 Sec 2 2.3:
As specified in Appendix 1, almost all damages are occurred in ballast hold. The reasons that the majority of damage caused by cracks occurs in ballast holds are as follows. Structural members in ballast holds are subject to high internal pressure due to ballast water. However, since they are subject to relatively low external pressure, high tensile stresses (both the mean stress and stress range are large) are placed on those structural members susceptible to low fatigue life such as lower stool connections and bilge knuckle connections as shown in Fig. 3.1, while, the stresses placed on structural members in cargo holds that are other than ballast holds are relatively small or compressive even in cases where their value is large. Therefore, the majority of damage caused by cracks occurs in ballast holds. In the case of bilge knuckle connections in ballast holds under heavy ballast conditions, since the sum of the tensile mean stress and 0.6 times stress range are greater than ReH, the term res 0 does not affect any formula specified in CH 8 Sec 2 [2.3.2] of the current CSR (See the background for the treatment of residual stress specified in Appendix 2. This means that any fatigue assessment results for structural members such as those bilge knuckle connections in which damage occurs are not affected by the value of residual stress. On the other hand, with respect to those structural members in empty and loaded holds that are other than ballast holds, excessive compressive mean stresses or the mean stresses in four loading conditions are compressive or relatively low. Therefore, any fatigue assessments performed according to current rules give results which are far from our experience that less damage caused by cracks of primary members (bilge knuckles and lower stools) in empty and loaded holds other than ballast holds occur The reasons for obtaining such results are due to the assumptions that (1) the tensile residual stresses are generated after any excessive compressive loads are removed, and (2) the existence of initial weld residual stresses of 0.25 ReH. In some cases, the weld residual stress is released due to certain reasons for the primary members. The factors which are the cause of stress release are (i) assembly process (ii) tank test (iii) internal and external loads etc. And we obtained the remark that the weld residual stress is released even if the large compressive load is applied Based on the above knowledge, the calculation formula of the equivalent hot spot stress range is corrected to make weld residual stress zero except the case for ordinary stiffener. Moreover, it is also known that when excessive compression loads are imposed on the welded structure and then removed, it does not lead to production of tensional residual stress. This knowledge has been reflected in the formula. However, the assumption of initial weld residual stress is kept for longitudinal stiffeners, because longitudinal stiffeners penetrate transverse webs at so many locations that the estimation should be left on the safer side. Furthermore, the stress concentration at the hot spots subjected to fatigue strength assessment can be mitigated by grinding as can the stress concentration in primary members. As the CSR for tankers reflects this information, the effects of stress mitigation by grinding have been included in the assessment of primary members except the connection of side frames which the boxing fillet welds are adopted, considering the actual and practical construction procedure.
2. Summary of the Rule Change

2.1 Improvement of the calculation of the equivalent hot spot stress range of primary members to include weld residual stress and excessive compressive stress (1) The current assumption of the initial weld residual stress is to be applied to the fatigue strength assessment for longitudinal stiffeners.
Page 6 of 15
res = 0.25ReH
for ordinary stiffener
(2) As the effects of weld residual stress do not need to be considered for primary members, the assumption of the initial weld residual stress is to be added in a similar way to the current assumption for non welded parts in which the residual stress does not exist. res = 0 , (for non welded part and primary members (cruciform and butt weld)
2.2 Consideration of the effects of grinding In the calculation of hot spot stress, the coefficient for the grinding effect is to be defined with reference to the International Institute of Welding (IIW) Recommendation of IIW Fatigue design welded joint and component and added to Ch8 Sec2 Table1. According to the post welds improvements specified in IIW Recommendations on Post Weld Improvements of Steel and Aluminum Structures, XIII-1965-00, 2004, grinder finishing for the purpose of removing any undercut and /or smoothing any welding beads is recommended to be carried out. The recommended practice for grinder finishing is to the plate surface to a depth of at least 0.5mm from the bottom of the visible undercut but not to exceed 1.0mm. According to the results of experiments specified in several technical papers, the grinder effect on fatigue life is estimated to have a value of 1.3. If a value of 1.0 is used for those surfaces that are not subjected to grinder finishing then this is an improvement. According to IIW Recommendations for Fatigue Design of Welded Joints and Components, 2004, IIW Document XIII-1965-03/XV-1127-03 the grinder effect value is to be taken as 1.25 in order to be on the safe side. For example, (extract of IIW Rec.) No. 511
Two-sided fillets, toe ground: 100MPa Fillet weld(s) as welded : 80MPa (100/80=1.25) The recommended value is based on the results of experiments that used specimens in well controlled conditions. Considering that any actual grinding work on structures is not so well controlled, we feel that, to be even more on the safe side, the grinder effect value should be even further lowered to 1.15 as proposed in Rule Change Notice 3. Table 1 Fatigue notch factors Kf
Subject Grinding KfNot Grinding With weld grinding Without weld grinding (not applicable and boxing fillet welding*1) 1.25 1.10 1.30 1.15*2 1.00 -
Butt welded joint Fillet welded joint Non welded part
Note: *1 Boxing fillet welding is defined as a fillet weld around a corner of a member as an extension of the principal weld. *2 This is applicable for deep penetration welding, or full penetration welding only.
However, to avoid any risk of root cracking, the application of this technique is limited to deep penetration welding or full penetration welding. Furthermore, in order to ensure the effects of the grinding, procedures specified by the International Institute of Welding have been added to the Rules.
3. Effects due to this change

Page 7 of 15
To see the effects of the change to the calculation formulae of the equivalent hot spot stress range for primary members, the fatigue strength assessment of the connections of the inner bottom plate with the bilge hopper sloping plate and the lower stool side plate was carried out. For reference, all the lower stool side plates have slanted configuration. Table 3.1 Considerable ships and cargo holds Type of ship Type of cargo holds Cape (DSS) 170K Ballast hold Empty hold Loaded hold Cape (SSS) 180K Ballast hold Loaded hold Panamax (SSS) 82K Ballast hold Empty hold Panamax (SSS) 110K Ballast hold Loaded hold Handymax (SSS) 57K Ballast hold Empty hold
A B C D E
The equivalent hot spot stress range and mean stress obtained by FEA are shown in Figure 3.1 The following cumulative fatigue damage was calculated from the above equivalent hot spot stress range and mean stress. (1) The cumulative fatigue damage according to the current CSR (2)(a) The cumulative fatigue damage according to the corrected formulae in 2.1 (mod_1 in Figure 3.2) (b) The cumulative fatigue damage according to the corrected formulae in 2.1 with the effect of grinding in 2.2 (mod_1(G) in Figure 3.2) The results of the cumulative fatigue damage are shown in Figure 3.2. From the results in Figure 3.2, the following can be said about the corrected formulae in 2.1. (1) There is no effect on the cumulative fatigue damage at the fatigue assessment points in ballast holds where there was high tensional mean stress. (2) In cargo holds other than ballast holds, the cumulative fatigue damage at the fatigue assessment points was less than that of the current CSR, when there was compressive or low tensional mean stress and the hot spot stress range was large. (3) The relative tendency of the cumulative fatigue damage at the fatigue assessment points in ballast holds and other holds was consistent with the damage record specified in the Appendix. (4) The cumulative fatigue damage with grinding was about 60% of that without grinding.
4. Impact on scantlings Since the results of the fatigue strength assessment depend on various countermeasures such as grinding, additional reinforcement, inset plate or local thickness increase, and other fabrication improvements, the scantling impact due to this change cannot be estimated directly. However, the correction of the calculation formulae mitigates the excessive result on fatigue damage in cargo holds other than ballast holds, where less fatigue cracks have been found in the damage record.
Page 8 of 15
Fig. 3.1 Hot spot stress range and hot spot mean stress
A (DSS Cape)
1065 Stress (N/mm2) 710 355 0 -355 -710
Heavy Homo Normal Alt Heavy Homo Alt Normal Heavy Homo Alt Normal Alt Homo Heavy Normal Heavy Homo Alt Normal Alt Homo Normal Heavy Homo Normal Heavy Alt Homo Heavy Alt Normal Homo Heavy Alt Normal Bilge (Ballast) Lstool_Aft (Ballast) Lstool_Fore (Ballast) Bilge (Loaded) Lstool_Aft (Loaded) Lstool_Fore (Loaded) Bilge (Empty) Lstool_Aft (Empty) Lstool_Fore (Empty)
max min mean
-1065
B (SSS Cape)
1065 Stress (N/mm2) 710 355 0 -355 -710
Alt Alt Alt Alt Alt Homo Homo Homo Homo Homo Heavy Heavy Heavy Heavy Heavy Normal Normal Normal Normal Normal Heavy Homo Alt
max min mean
-1065
Bilge (Ballast)
Lstool_Aft (Ballast)
Lstool_Fore (Ballast)
Bilge (Loaded)
Lstool_Aft (Loaded)
Lstool_Fore (Loaded)
Fig. 3.1 Hot spot stress range and hot spot mean stress (continued)
C (SSS Panamax)
1065 Stress (N/mm2) 710 355 0 -355 -710
Alt Alt Alt Alt Alt Alt Homo Homo Homo Homo Homo Homo Normal Normal Normal Normal Homo Alt
max min mean
-1065
Heavy
Normal
Normal
Normal
Heavy
Heavy
Heavy
Heavy
Bilge (Ballast)
Heavy
Bilge (Ballast)
Bilge (Empty)
Lstool_Aft (Empty)
Lstool_Fore (Empty)
Page 9 of 15
Heavy
Normal
D (SSS Panamax)
1065 Stress (N/mm2) 710 355 0 -355 -710
Alt Alt Alt Alt Heavy Heavy Heavy Alt Alt Heavy Normal Normal Normal Heavy Normal Normal Normal Heavy Homo Homo Homo Homo Homo Homo
max min mean
-1065
Bilge (Ballast)
Bilge (Loaded)
Lstool_Aft (Loaded)
E (SSS Handymax)
1065 Stress (N/mm2) 710 355 0 -355 -710
Normal Normal Normal Normal Normal Normal Homo Homo Homo Homo Homo Homo Alt Alt Alt Heavy Heavy Alt Heavy Heavy Heavy Heavy Alt Alt
max min mean
-1065
Bilge (Ballast)
Bilge (Empty)
Lstool_Aft (Empty)
Lstool_Fore (Empty)
*"Lstool_Aft" and "Lstool_Fore" mean the lower stool of the aft end and fore end of the cargo hold.
Page 10 of 15
Fig. 3.2 Cumulative fatigue damage
A (DSS Cape)
2 Cumulative fatigue damage 1.5 1 0.5 0
Bilge (Ballast) Lstool_Aft Lstool_Fore (Ballast) (Ballast) Bilge (Loaded) Lstool_Aft Lstool_Fore (Loaded) (Loaded) Bilge (Empty) Lstool_Aft Lstool_Fore (Empty) (Empty)
CSR-B mod_1 mod_1(G)
B (SSS Cape)
3 Cumulative fatigue damage 2.5 2 1.5 1 0.5 0
Bilge (Ballast) Lstool_Aft (Ballast) Lstool_Fore (Ballast) Bilge (Loaded) Lstool_Aft (Loaded) Lstool_Fore (Loaded)
C (SSS Panamax)
4 Cumulative fatigue damage 3.5 3 2.5 2 1.5 1 0.5 0
Bilge (Ballast) Lstool_Fore (Ballast) Lstool_Aft (Ballast) Bilge (Ballast) Bilge (Empty) Lstool_Aft (Empty) Lstool_Fore (Empty)
Page 11 of 15
Fig. 3.2 Cumulative fatigue damage (Continued)
D (SSS Panamax)
5 4.5 4 3.5 3 2.5 2 1.5 1 0.5 0 Cumulative fatigue damage
Bilge (Ballast)
Bilge (Loaded)
Lstool_Aft (Loaded)
E (SSS Handymax)
2 Cumulative fatigue damage 1.5 1 0.5 0
Bilge (Ballast) Lstool_Aft (Ballast) Lstool_Fore (Ballast) Bilge (Empty) Lstool_Aft (Empty) Lstool_Fore (Empty)
*"Lstool_Aft" and "Lstool_Fore" mean the lower stool of the aft end and fore end of the cargo hold.
Page 12 of 15
Appendix 1 Damage record

The members and locations specified in Ch 8 Sec 1 of CSR for Bulk Carriers are those that have a potential risk of fatigue damage regardless of the type of hold or damage frequency. We surveyed damage data of the primary members listed below that require fatigue strength assessment in order to comprehend the exact risk of fatigue damage: Connections between inner bottom plating and sloping and/or vertical plate of lower stool (IB/slant of LS) Connections between inner bottom plating and sloping plate of hopper tank (IB/sloping of BH) Connections between inner hull plating and sloping plate of hopper tank (IS/sloping of BH) Connections between transverse bulkhead and sloping plate of lower stool (TB/LS) Connections between transverse bulkhead and sloping plate of upper stool (TB/US) Connections between hold frames and sloping plate of lower wing tank (HF/BH) Connections between hold frames and sloping plate of upper wing tank (HF/TST) The survey was carried out according to the following conditions. (1) Crack damage data reported between 1996 and 2007 in the 3015 ships constructed between 1958 and 2007 (2) Damage that occurred due to design, fatigue, or unknown causes (3) For hold frames, damage of ships complying with IACS S12 (1992) Damage data is classified by the type of hold (ballast hold and cargo hold) and the number of cases of damage is normalized by the number of classified holds per a ship. The results are given in Table A1. Table A1 Number of cases of damage * Ballast hold Cargo hold (No. of cases of damage / No. of cargo holds) 365 0 173 0.4 9 0 92 0.2 63 0.5 15 0 31 0 748 1.1
IB/slant of LS IB/sloping of BH IS/sloping of BH TB/LS TB/US HF/BH HF/TST Total Note * The number of cases of damage per cargo hold is the quotients of number of cargo damage divided by number of cargo holds. As given in Table A1, the damage to members in ballast hold is 99.8% of the total number of the case of damage for primary members and the damage to holds other than ballast hold is 0.2%. About 72% of damage occurred at the connection between inner bottom plating and the sloping plate of the hopper tank and between inner bottom plating and the sloping and/or the vertical plate of the lower stool.
Page 13 of 15
Common Structural Rules for Bulk carriers
Appendix 2 Technical Background for the treatment of mean stress and residual stress
1. It is well and widely known that any initial residual stresses (res), which are tensile and have magnitudes that are normally close to the yield stresses of materials, exist in welded joints (hot spots) or their periphery thereof. In cases where loads are imposed onto hot spots and stresses at such hot spots reach locally yield stresses, any initial residual stresses are relaxed after the removal of such loads. This phenomenon is called the shake-down effect. This shake-down effect occurs in those perfectly elasto plastic models introduced in the Rules. Furthermore, it is also known that static mean stresses (structural mean stresses) influence the fatigue strengths. The effect of any mean stresses influencing the fatigue strengths can be evaluated by the sum of any residual stresses and structural mean stresses. Since the S-N curves with slopes equal to 3, as given by UK-HSE standards, express fatigue strengths of welded structures in those cases where residual welds close to the yield stresses of materials exists, it cannot be used to evaluate the effects of mean stresses. 2. The relaxation of any initial residual stresses at hot spots can be evaluated by using shake-down models based on the assumptions of perfectly elasto plastic models. Those loads to be considered are hydrostatic loads (structural mean stresses) and hydrodynamic loads induced by waves. Since those stress ranges due to hydrodynamic loads induced by waves are random variables in which wave heights are subject to the Gaussian process, any stresses contributing to shake-down effects depend on the periods of duration in navigating under specific loading conditions. Assuming that ships are imposed upon by significant hydrodynamic pressure only in cases where such ships are at sea, these periods of duration for one loading condition can be set to about 10 days (105 cycles). In this case, the magnitude of any stress ranges S dominating mean stress conditions during this period can be expressed by 0.96 5 (Ref. SNAJ 190, November 2001), where 5 is defined as the maximum stress range corresponding to these 105 cycles loads. In those fatigue strength assessment procedures specified in the Rules, reference stresses correspond to 104 cycle loads. In cases where 5 is defined as the maximum stress range corresponding to 105 cycles loads, the relationship between 5 and 4 is: 5 = 1.25 4 Then, we can get the following relationship S = 0.96 5 = 1.2 4 The model regarding initial residual stresses res , mean stresses mean and S can be illustrated as given in Fig. A1 and max is used, in order to evaluate any shake-down effects. From the relationship illustrated by the above figure, we can get the following equation: max = res + mean + 0.5 S = res + mean + 0.6 4 3. As specified above, shake-down effects are to be considered in cases where the max exceeds the yield stress of material (ReH). In such cases, any considered mean stresses can be expressed by the following equation: m = ReH 0.6 4 In those cases where 0.5 S + res + mean is less than ReH: m = mean + res
Page 14 of 15
The above cases are applicable to Condition 1 which is defined the condition in which maximum stress is the largest on the tension side among the loading conditions homogeneous, alternate normal ballast and heavy ballast According to experience as well as some studies regarding fatigue damages of side longitudinals in single hull tankers, initial weld residual stresses for welded joints such as longitudinals are conservatively given the value of 0.25 ReH.
mean res
0
0.6 4 S = 1.2 4
max
Fig. A1 Illustration of the relationship of res , mean and S 4. However, in the cases of fatigue strengths of any of the welded joints of primary members, initial residual stress values of 0.25 ReH are too conservative considering the tendency of fatigue damage, especially, in those cases where mean stresses of all loading conditions are compressions. In the case of weld joints of primary members, any residual stresses after removal of applied loads can be still evaluated by the following equation in order to consider shake-down effects. res ' = m1 mean1 Where, m1 : the mean stress of the Condition 1 considered the shake-down effect mean1 : the structural mean stress in the Condition 1. However, in cases where mean1 is a compression, res ' should be taken to equal 0 considering the damage tendencies of the welded joints of primary members. 5. In conclusion, the treatment of residual stresses of primary members is to be changed as specified by this Rule Change Notice 3.
Page 15 of 15
RULE CHANGE NOTICE NO.1
Common Structural Rules for Bulk Carriers, July 2008
Rule Change Notice No. 1 January 2009
Notes: (1) These Rule Changes enter into force on 1 July 2009.
PAGE 1 OF 171
RULE CHANGE NOTICE NO.1
Table of Contents
Rule Change Notice No.1-1 (Hull Girder Strength) ...3 Technical Background for Rule Change Notice No.1-1(Hull Girder Strength)19 Rule Change Notice No.1-2 (Hatch Covers) ....31 Technical Background for Rule Change Notice No.1-2 (Hatch Covers) .....35 Rule Change Notice No.1-3 (Steel Coil) ..41 Technical Background for Rule Change Notice No.1-3 (Steel Coil) ...51 Rule Change Notice No.1-4 (Minimum Scantling, Side Frame and Grab) ..71 Technical Background for Rule Change Notice No.1-4 (Minimum Scantling, Side Frame and Grab) ....79 Rule Change Notice No.1-5 (Direct Strength Analysis) ...83 Technical Background for Rule Change Notice No.1-5 (Direct Strength Analysis) ....89 Rule Change Notice No.1-6 (Fatigue Check for Longitudinals) ......97 Technical Background for Rule Change Notice No.1-6 (Fatigue Check for Longitudinals) ......119 Rule Change Notice No.1-7 (Corrosion Additions) ....133 Technical Background for Rule Change Notice No.1-7 (Corrosion Additions) .....139 Rule Change Notice No.1-8 (Corrugated Bulkhead) ......143 Technical Background for Rule Change Notice No.1-8 (Corrugated Bulkhead) .......163 Rule Change Notice No.1-9 (Main Engine Foundation) ....167 Technical Background for Rule Change Notice No.1-9 (Main Engine Foundation) 169
PAGE 2 OF 171
RULE CHANGE NOTICE NO.1-1
Rule Change Notice No.1-1 (Hull Girder Strength)

PAGE 3 OF 171
For technical background for Rule Changes in this present document, reference is made to separate document Technical Background for Rule Change Notice No.1-1.

Section 1 YIELDING CHECK
2. Hull girder stresses

2.2 Shear stresses
2.2.2 Simplified calculation of shear stresses induced by vertical shear forces The shear stresses induced by the vertical shear forces in the calculation point are obtained, in N/mm2, from the following formula:
1 = (QSW + QWV QC )
where: t
S IY t
: Minimum net thickness, in mm, of side and inner side plating, as applicable according to Tab 1 : Shear distribution coefficient defined in Tab 1
= sgn (QSW )
QC
: Shear force correction (see Fig 2) at the section considered. The shear force correction is to be considered independently forward and aft of the transverse bulkhead for the hold considered. , which The shear force correction takes into account, when applicable, the portion of loads transmitted by the double bottom girders to the transverse bulkheads: for ships with any non-homogeneous loading conditions, such as alternate hold loading conditions and heavy ballast conditions carrying ballast in hold(s):
QC =
M M TLC QC = TLC ,mh for each non-homogeneous loading condition BH l H BH l H
for other ships and homogeneous loading conditions:
QC = 0
= 1.38 + 1.55
=g
l 0 b0 l 2 + 0 b0
l0 , to be taken not greater than 3.7 b0
PAGE 4 OF 171
l0 , b0 : Length and breadth, respectively, in m, of the flat portion of the double bottom in way of the hold
considered; b0 is to be measured on the hull transverse section at the middle of the hold
lH
BH M
: Length, in m, of the hold considered, measured between the middle of the transverse corrugated bulkheads depth : Ships breadth, in m, measured at the level of inner bottom on the hull transverse section at the middle of the hold considered : Total mass of cargo, in t, in the hold of the section considered Mass, in t, in the considered section. Adjacent cargo hold is loaded in a non homogeneous loading condition for the condition under consideration M is to include the total mass in the hold and the mass of water ballast in double bottom tank, bounded by side girders in way of hopper tank plating or longitudinal bulkhead. Other cases M is the total mass in the hold.
TLC TLC,mh : Draught, in m, measured vertically on the hull transverse section at the middle of the hold considered, from the moulded baseline to the waterline in the loading condition considered.
Bulkhead
Bulkhead
QC QC _ F
Full hold
Empty hold
Corrected shear force
QC _ E QC=TLC
Bulkhead
QC _ F : shear force correction for the full hold QC _ E : shear force correction for the empty hold
Figure 2: Shear force correction QC
PAGE 5 OF 171
Table 1: Shear stresses induced by vertical shear forces Ship typology Single side ship Double side ship Location Sides Sides Inner sides t, in mm tS tS tIS
0,5
0.5(1 )
0.5
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 (li ti) / li, where li and ti are the length, in m, and the net thickness, in mm, of the ith strake of side and inner side.
t ISM t SM
: Coefficient taken equal to: = 0.275 + 0.25
2.2.3 Shear stresses in flooded conditions of BC-A or BC-B ships This requirement applies to BC-A or BC-B ships, in addition to [2.2.1] and [2.2.2]. The shear stresses, in the flooded conditions specified in Ch 4, Sec 3, are to be obtained at the calculation any point, in N/mm2, from the following formula:
1 = (QSW , F + QWV , F QC )
S Y t
= sgn (Q SW ,F )
QC
: Shear force correction, to be calculated according to [2.2.2],where the mass M is to include the mass
of the ingressed water in the hold considered is to be added to M and where the draught TLC TLC,mh is to be measured up to the equilibrium waterline.
: Net thickness, in mm, of the side plating.
5. Permissible still water bending moment and shear force

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

2.1 Simplified method based on a incremental-iterative approach
2.1.1 Procedure The curve M- is to be obtained by means of an incremental-iterative approach, summarised in the flow chart in
Fig 1. In this approach, the ultimate hull girder bending moment capacity MU is defined as the peak value of the curve with vertical bending moment M versus the curvature of the ship cross section as shown in Fig 1. The curve is to be obtained through an incremental-iterative approach. Each step of the incremental procedure is represented by the calculation of the bending moment Mi which acts on the hull transverse section as the effect of an imposed curvature i. For each step, the value i is to be obtained by summing an increment of curvature to the value relevant to the previous step i-1.This increment of curvature corresponds to an increment of the rotation angle of the hull girder transverse section around its horizontal neutral axis. This rotation increment induces axial strains in each hull structural element, whose value depends on the position of the element. In hogging condition, the structural elements above the neutral axis are lengthened, while the elements below the neutral axis are shortened. Vice-versa in sagging condition. The stress induced in each structural element by the strain is to be obtained from the load-end shortening curve - of the element, which takes into account the behaviour of the element in the non-linear elasto-plastic domain. The distribution of the stresses induced in all the elements composing the hull transverse section determines, for each step, a variation of the neutral axis position, since the relationship - is non-linear. The new position of the neutral axis relevant to the step considered is to be obtained by means of an iterative process, imposing the equilibrium among the stresses acting in all the hull elements.
PAGE 8 OF 171
Once the position of the neutral axis is known and the relevant stress distribution in the section structural elements is obtained, the bending moment of the section Mi around the new position of the neutral axis, which corresponds to the curvature i imposed in the step considered, is to be obtained by summing the contribution given by each element stress. The main steps of the incremental-iterative approach described above are summarised as follows (see also Fig 1):
Step 1 Step 2 Step 3
Divide the transverse section of hull into stiffened plate elements. Define stress-strain relationships for all elements as shown in Tab 1 Initialize curvature 1 and neutral axis for the first incremental step with the value of incremental curvature (curvature that induces a stress equal to 1% of yield strength in strength deck) as:
ReH E 1 = = zD N 0.01
where: zD : Z co-ordinate, in m, of strength deck at side, with respect to reference co-ordinate defined in Ch 1, Sec 4, [4]
Step 4
Calculate for each element the corresponding strain i = zi i = (zi-zNA) and the corresponding stress
i
Step 5
Determine the neutral axis zNA_cur at each incremental step by establishing force equilibrium over the whole transverse section as: Ai i = Aj j (i-th element is under compression, j-th element under tension)
Step 6
Calculate the corresponding moment by summing the contributions of all elements as:
MU =
Ui Ai
(zi z NA _ cur )
Step 7
Compare the moment in the current incremental step with the moment in the previous incremental step. If the slope in M- relationship is less than a negative fixed value, terminate the process and define the peak value of MU. Otherwise, increase the curvature by the amount of and go to Step 4.
2.1.3 Modeling of the hull girder cross section
Hull girder transverse sections are to be considered as being constituted by the members contributing to the hull girder ultimate strength. Sniped stiffeners are also to be modeled imaginarily, taking account that they doesnt contribute to the hull girder strength. The structural members are categorized into an ordinary stiffener element, a stiffened plate element or a hard corner element. The plate panel including web plate of girder or side stringer is idealized into either a stiffened plate element, an attached plate of an ordinary stiffener element or a hard corner element. The plate panel is categorized into the following two kinds: - longitudinally stiffened panel of which the longer side is in the longitudinal direction, and - transversely stiffened panel of which the longer side is in the perpendicular direction to the longitudinal direction.
PAGE 9 OF 171
Hard corner element Hard corner elements are sturdier elements composing the hull girder transverse section, which collapse mainly according to an elasto-plastic mode of failure (material yielding); they are generally constituted by two plates not lying in the same plane. The extent of a hard corner element from the point of intersection of the plates is taken equal to 20tp on transversely stiffened panel and to 0.5s on a longitudinally stiffened panel. (See Fig 6) where: tp : Gross offered thickness of the plate, in mm s : Spacing of the adjacent longitudinal stiffener, in m
Bilge, sheer strake-deck stringer elements, girder-deck connections and face plate-web connections on large girders are typical hard corners. Ordinary stiffener element The ordinary stiffener constitutes an ordinary stiffener element together with the attached plate. The attached plate width is in principle: - equal to the mean spacing of the ordinary stiffener when the panels on both sides of the stiffener are longitudinally stiffened, or - equal to the width of the longitudinally stiffened panel when the panel on one side of the stiffener is longitudinally stiffened and the other panel is of the transversely stiffened. (See Fig 6) Stiffened plate element The plate between ordinary stiffener elements, between an ordinary stiffener element and a hard corner element or between hard corner elements is to be treated as a stiffened plate element. (See Fig 6)
s2-(s1+s3)/2
s1=Min(20tp,s /2) 2 s2-s1-s /2 s2

(Transversely stiffened panel)
s4/2
s1
s2
s3
s3
s4
(Longitudinally (Transversely (Longitudinally stiffened panel) stiffened panel) stiffened panel)
(Longitudinally stiffened panel)
Ordinary stiffener element Stiffened plate element Hard corner element

Figure 6: Extension of the breadth of the attached plating and hard corner element
The typical examples of modeling of hull girder section are illustrated in Figs 7 and 8. Notwithstanding the foregoing principle these figures are to be applied to the modeling in the vicinity of upper deck, sheer strake and hatch side girder.
PAGE 10 OF 171

s1 s2 s3
s4/2
s6/2 s1/2 s1/2 s2/2 s2/2 s3/2 s3/2 s7/2 s6/2 s7/2
2 s 8/
s4
s4/2
: Ordinary stiffener element : Hard corner element
2 s 8/
s8
Figure 7: Extension of the breadth of the attached plating and hard corner element
Hard corner element Ordinary stiffener element Stiffened plate element
Figure 8: Examples of the configuration of stiffened plate elements, ordinary stiffener elements and hard corner elements on a hull section
PAGE 11 OF 171
s7
s6
RULE CHANGE NOTICE NO.1-1 (Note)
(1) In case of the knuckle point as shown in Fig 9, the plating area adjacent to knuckles in the plating with an
angle greater than 30 degrees is defined as a hard corner. The extent of one side of the corner is taken equal to 20tp on transversely framed panels and to 0.5s on longitudinally framed panels from the knuckle point.
Knuckle point
Figure 9: The case of plating with knuckle point
(2) Where the plate members are stiffened by non-continuous longitudinal stiffeners, the non-continuous stiffeners are considered only as dividing a plate into various elementary plate panels. (3) Where the opening is provided in the stiffened plate element, the openings are to be considered in accordance with Ch 5 Sec 1, [1.2.7], [1.2.8] and [1.2.9]. (4) Where attached plating is made of steels having different thicknesses and/or yield stresses, an average thickness and/or average yield stress obtained by the following formula are to be used for the calculation.
t=
t1s1 + t 2 s2 , s
Where,
ReHp =
ReHp1t1s1 + ReHp 2t2 s2 ts
ReH1, ReH2, t1, t2, s1, s2 and s are shown in Fig 10.
s s1 t1 ReHp1 s2 t2 ReHp2
Figure 10: Element with different thickness and yield strength
2.2 Load-end shortening curves -

2.2.1 Stiffened plate element Plating panels and ordinary stiffeners element
Stiffened plate element Plating panels and ordinary stiffener, element composing the hull girder transverse sections may collapse following one of the modes of failure specified in Tab 1.
PAGE 12 OF 171
Where the plate members are stiffened by non-continuous longitudinal stiffeners, the stress of the element is to be obtained in accordance with [2.2.3] to [2.2.7], taking into account the non-continuous longitudinal stiffener. In calculating the total forces for checking the hull girder ultimate strength, the area of non-continuous longitudinal stiffener is to be assumed as zero.
Where the opening is provided in the stiffened plate element, the considered area of the stiffened plate element is to be obtained by deducting the opening area from the plating in calculating the total forces for checking the hull girder ultimate strength. The consideration of the opening is in accordance with the requirement in Ch 5 Sec 1, [1.2.7] to [1.2.9].
For stiffened plate element, the effective breadth of plate for the load shortening portion of the stress-strain curve is to be taken as full plate breadth, i.e. to the intersection of other plate or longitudinal stiffener not from the end of the hard corner element nor from the attached plating of ordinary stiffener element, if any. In calculating the total forces for checking the hull girder ultimate strength, the area of the stiffened plate element is to be taken between the hard corner element and the ordinary stiffener element or between the hard corner elements, as applicable.
Table 1:
Modes of failure of stiffened plate element plating panel and ordinary stiffeners element Element Mode of failure Curve defined in
Lengthened stiffened plate element Elasto-plastic collapse transversely framed plating panel or ordinary stiffeners element Shortened ordinary stiffeners element Beam column buckling Torsional buckling Web local buckling of flanged profiles Web local buckling of flat bars Shortened stiffened plate transversely framed plating panel element Plate buckling
[2.2.3]
[2.2.4] [2.2.5] [2.2.6] [2.2.7] [2.2.8]
2.2.2 Hard corners element
Hard corners are sturdier elements composing the hull girder transverse section, which collapse mainly according to an elasto-plastic mode of failure (material yielding). These elements are generally constituted of two plates not lying in the same plane. Bilge, sheer strake-deck stringer elements, girder-deck connections and face plate-web connections on large girders are typical hard corners. The relevant load-end shortening curve - is to be obtained for lengthened and shortened hard corners according to [2.2.3].
PAGE 13 OF 171

2.2.3 Elasto-plastic collapse of structural elements
The equation describing the load-end shortening curve - for the elasto-plastic collapse of structural elements composing the hull girder transverse section is to be obtained from the following formula, valid for both positive (shortening) and negative (lengthening) strains (see Fig 2):
= ReH
where: ReHA
= ReHA
: Equivalent minimum yield stress, in N/mm2, of the considered element, obtained by the following formula
ReHA =
ReHp Ap + ReHs As Ap + As
for < 1 for 1 1 for > 1
: Edge function, equal to: = -1 = =1
: Relative strain, equal to:
E Y
E Y
: Element strain : Strain at yield stress in the element, equal to:
Y =
ReH E
Y =
ReHA E
ReHA
-ReHA
Figure 2: Load-end curve - for elasto plastic collapse 2.2.4 Beam column buckling
The equation describing the load-end shortening curve CR1- for the beam column buckling of ordinary stiffeners composing the hull girder transverse section is to be obtained from the following formula (see Fig 3):
CR1 = C1
AStif + 10bE t p AStif + 10 st p
AS + ApE AS + Ap
CR1 = C1
where:
PAGE 14 OF 171
AStif
C1
C1 =
E1
for
E1 E1 > E1 >
ReH 2 ReH 2 ReHB 2
E1
ReHB 2
C1 = ReH 1
ReH 4 E1
for
C1 = ReHB 1
ReHB
ReHB 4 E1
for
: Equivalent minimum yield stress, in N/mm2, of the considered element, obtained by the following formula
ReHB =
ApE1
ReHp ApE1l pE + ReHs AslsE ApE1l pE + AslsE
: Effective area, in cm2, equal to
ApE1 = 10bE1t p
lpE lsE : Distance, in mm, measured from the neutral axis of the stiffener with attached plate of width bE1 to the bottom of the attached plate : Distance, in mm, measured from the neutral axis of the stiffener with attached plate of width bE1 to the top of the stiffener
E1
: Relative strain defined in [2.2.3] : Euler column buckling stress, in N/mm2, equal to:
E1 = 2 E
IE bE1
IE AE l 2
10 4
b E1 = s
for E > 1.0 for E 1.0
bE1 = s
E = 10 3
s tp
ReH
E
E = 103
s tp
ReHp
E
AE ApE : Net sectional area, in cm2, of ordinary stiffeners with attached shell plating of width bE, equal to:
ApE = 10bE t p
PAGE 15 OF 171
RULE CHANGE NOTICE NO.1-1 bE

2.25 1.25 2 s bE = E E bE = s
for E > 1.25 for E 1.25
Figure 3: Load-end shortening curve CR1- for beam column buckling 2.2.5 Torsional buckling The equation describing the load-end shortening curve CR2- for the flexural-torsional buckling of ordinary
stiffeners composing the hull girder transverse section is to be obtained according to the following formula (see Fig 4).
CR 2 =
where:
AStiff C 2 + 10st p CP AStiff + 10st p
CR 2 =
As C 2 + Ap CP As + Ap
C2
: Edge function defined in [2.2.3] : Critical stress, in N/mm2, equal to:
AStiff : Net sectional area of stiffener, in cm2, without attached plate
C2 =
E2
for
E2
ReH 2
ReH 2
E2
ReHs 2
C 2 = ReH 1
ReH 4 E 2
ReHs 4 E 2
for E 2 >
C 2 = ReHs 1
E2 CP
for
E2 >
ReHs 2
: Euler torsional buckling stress, in N/mm2, defined in Ch 6, Sec 3, [4.3] : Relative strain defined in [2.2.3] : Buckling stress of the attached plating, in N/mm2, equal to:
2.25 1.25 2 ReH CP = E E
CP = 2 ReHp E E
2.25 1.25
for E > 1.25 for E 1.25
CP = ReH
CP = ReHp
PAGE 16 OF 171
Figure 4: Load-end shortening curve CR2- for flexural-torsional buckling 2.2.6 Web local buckling of ordinary stiffeners made of flanged profiles
The equation describing the load-end shortening curve CR3- for the web local buckling of flanged ordinary stiffeners composing the hull girder transverse section is to be obtained from the following formula:
CR 3 = ReH
where
10 3 bE t p + hwe t w + b f t f 10 3 st p + hw t w + b f t f
CR 3 =
103 bE t p ReHp + (hwet w + b f t f ) ReHs 103 st p + hwt w + b f t f
bE hwe
: Edge function defined in [2.2.3] : Effective width, in m, of the attached shell plating, defined in [2.2.4] : Effective height, in mm, of the web, equal to:
2.25 1.25 hwe = 2 hw w w hwe = hw
for w > 1.25 for w 1.25
w =
hw tw
ReH
E
w =
hw ReHs tw E
2.2.7 Web local buckling of ordinary stiffeners made of flat bars
The equation describing the load-end shortening curve CR4- for the web local buckling of flat bar ordinary stiffeners composing the hull girder transverse section is to be obtained from the following formula (see Fig 5):
CR 4 =
where:
10 st P CP + AStiff C 4
AStiff + 10st P
CR 4 =
Ap CP + As C 4 Ap + As
CP C4
: Edge function defined in [2.2.3] : Buckling stress of the attached plating, in N/mm2, defined in [2.2.5] : Critical stress, in N/mm2, equal to:
AStiff : Net sectional area of stiffener, in cm2, without attached plate
C4 =
E4
for E 4
ReH 2
E4
ReHs 2
PAGE 17 OF 171
C 4 = ReH 1
ReH 4 E 4 ReHs 4 E 4
for E 4 >
ReH 2
C 4 = ReHs 1
E4
for
E4 >
ReHs 2
: Local Euler buckling stress, in N/mm2, equal to:
E 4 = 160000
tw hw
Figure 5: Load-end shortening curve CR4- for web local buckling 2.2.8 Plate buckling The equation describing the load-end shortening curve CR5- for the buckling of transversely stiffened panels
composing the hull girder transverse section is to be obtained from the following formula:
CR 5
ReH 2 s 2.25 1.25 = min 1 s ReH l 2 + 0.11 l 1 + 2 E E E ReHp 2 s 2.25 1.25 = min 1 s ReHp l 2 + 0.11 l 1 + 2 E E E
: Edge function defined in [2.2.3].
CR 5
where:
E = 103
s
s tp
ReH
E
E = 103
s tp
ReHp
E
: plate breadth, in m, taken as the spacing between the ordinary stiffeners : longer side of the plate, in m.
PAGE 18 OF 171
TECHNICAL BACKGROUND FOR RULE CHANGE NOTICE NO.1-1
Technical Background for Rule Change Notice No.1-1 (Hull Girder Strength)
PAGE 19 OF 171
Technical Background for the Changes Regarding Hull Girder Strength

1. Reason for the Rule Change in:
1.1 Chapter 5, Section 1, [2.2.2], [2.2.3] and [5.1.3] These changes are made to clarify the requirements (Refer to KC ID 353, 453 and 459). The way to consider any shear force corrections forward and aft of transverse bulkheads is specified in [2.2.2] and [5.1.3]. It is specified that the total mass M in those holds loaded in non-homogeneous loading conditions deadweight such as water ballast and fuel oil tank in double bottom, bounded by side girders in way of hopper tank plating or longitudinal bulkhead. In addition, the symbol TLC defined in Chapter 1 Section 4, [2.1.1] is defined differently in Chapter 5 Section 1. 1.2 Chapter 5, Appendix 1, Symbols, [2.1.1], [2.1.3], [2.2.1] to [2.2.8] These changes are made to clarify the requirements (Refer to KC ID 499, 519 and 520). The position and extent of the hard corners is specified in order to provide the equivalent definition of hard corners used in the CSR for Bulk Carriers regarding hull girder ultimate strength calculations to the one used in the CSR for Oil Tankers. The calculation method is specified for those cases where any attached plating and stiffeners are made of steels having different yield stresses and/or thicknesses. The way to consider non-continuous stiffeners for the hull girder ultimate strength calculation is specified. In cases where attached plating and stiffeners are made of steel having different yield stresses, load end shortening curves are to be separately calculated for the stiffeners and the attached plates, i.e. the method is similar to the weighted average method on area in consideration of the net area of stiffeners and attached plates because this approach is very simple and easy to understand. However, as described in Annex 1, this approach sometimes give a smaller ultimate strength in comparison to the results attained from a 3D non-linear FEA in cases where the yield stress of stiffeners is smaller than that of any attached plates. This is because the area of such attached plates is greater than that of the stiffeners. Normally, such a case is scarcely found in actual designs. From the results of 3D non-linear FEA, it has been found that any underestimation of the load end shortening curves for beam column buckling of such stiffened panels can be resolved by considering the first moment of such stiffened panels. In addition, load end shortening curves for modes of failure other than beam column buckling can be evaluated by using the yield stress of stiffeners and attached plates, respectively.
2. Summary of Rule Changes

2.1 Chapter 5, Section 1, [2.2.2], [2.2.3] and [5.1.3] The shear force correction is to be considered independently forward and aft of transverse bulkheads for any hold considered. In addition, the total mass M may include masses of water ballast in double bottoms tanks, bounded by side girders in way of hopper tank plating or longitudinal bulkheads, if such spaces are loaded for the non-homogeneous loading condition considered. Finally, the symbol TLC is changed to TLC_mh
PAGE 20 OF 171
2.2 Chapter 5, Appendix 1, [2.1.1], [2.1.3], [2.2.1] to [2.2.8] 2.2.1 Chapter 5, Appendix 1, Symbols and [2.1.1] (1) Definitions of necessary symbols are added in order to evaluate stiffened panels in cases where any attached plating and stiffeners are made of steel having different stresses. (2) Editorial correction in [2.1.1] is made. 2.2.2 Ch 5 Appendix 5 [2.1.3] The new paragraph [2.1.3] is added for the modelling of hull girder cross sections. The extent of hard corner elements from corners is taken equal to 20tp on transversely framed panels and to 0.5s on longitudinally framed panels. In cases where attached plating is made of steels having different thicknesses and/or yield stresses, average thickness and/or average yield stress are to be used in calculations. 2.2.3 Ch 5 Appendix 5, [2.2.1] to [2.2.8] The provisions regarding the definition of hard corners specified in [2.2.2] are shifted to a new paragraph [2.1.3]. In addition, the ways to calculate the load-end shortening curves of the following cases are explained: in cases where attached plating and stiffener are made of steels having different yield stresses; in cases where plate members are stiffened by non-continuous longitudinal stiffeners; in cases where openings are provided in stiffened plate elements; and, in cases where stiffened plate elements are provided.
3. Impact on Scantling
3.1 Chapter 5, Section 1, [2.2.2], [2.2.3] and [5.1.3] There is no change in terms of steel weight by comparing that before and after the proposed rule change. 3.2 Chapter 5, Appendix 1, [2.1.1], [2.1.3], [2.2.1] to [2.2.8] There is no change in terms of steel weight by comparing that before and after the proposed rule change.
PAGE 21 OF 171
Annex 1: Evaluation method of the load end shortening curve for stiffened panel where the attached plate and stiffener are made of steel having different yield stresses
1. Introduction
The evaluation methodology of hull girder ultimate strength in CSR-BC is based on Smiths method. In cases where any attached plates and stiffeners are made of steel having different yield stresses, the procedures and formulae for load end shortening curves are not described in the current Rules. The following two methods to deal with such elements were considered. (1) Using lower yield stresses. (2) Considering plate elements and stiffener elements to be separate elements, and calculating the load-end shortening curves for the stiffener and the attached plating separately as follows: For stiffeners: by adding attached plating having the same yield stress as the stiffener and then determining the shortening curve and the stress to be applied to the stiffener only. For attached plating: by adding a stiffener having the same yield stress as the attached plating and then determining the shortening curve and the stress to be applied to the attached plating only. Finally, load end shortening curves for stiffened panels can be obtained by adding the load end shortening curve for the stiffener to the load end shortening curve for the attached plating and dividing the sum by the total area of the stiffened panel. This method is called Method A. It has been confirmed that any load end shortening curve obtained by this method is nearly equal to that obtained by using the average yield stress considering areas of any stiffeners and attached plates. It is obvious that the method specified in (1) above gives a conservative load end shortening curve because the higher yield strengths of stiffeners or panels is not taking into account. On the other hand, because Method A is simple and easy to understand, this method has been indicated in the IACS KC DB 520 as a practicable approach to evaluate the load end shortening curves of stiffened panels with different yield stresses between attached plates and stiffeners However, there are some cases where Method A may give inadequate values of the load end shortening curves of stiffened panels of different materials used for the attached plate and the stiffener. Specifically, in cases where stiffened panel elements consist of attached plates of HT36 and stiffeners of HT 32, the load end shortening curves of such elements are sometimes overestimated in comparison to the results of 3D non-linear FEAs (FEA). On the contrary, in cases where elements consist of attached plates of HT32 and stiffeners of HT36, the load end shortening curves of such stiffened panel elements are sometimes underestimated in comparison to the results of FEA. Although stiffeners with yield stresses lower than that of attached plates are rarely used in actual ship design, any underestimated result obtained by Method A should be resolved. Since the areas of attached plates are larger than that of stiffeners in most cases, the load end shortening curve of the stiffened panel obtained by method A is affected by the yield strength of the attached plating. However, in reality, the yield stress of the stiffener has great impact on its load end shortening curve if beam-column buckling takes place, the parameters other than the areas of stiffeners and attached plates should be considered to accurately estimate the load end shortening curves of stiffened panels of attached plates and stiffeners having different yield stresses In order to reduce the dependency on the areas of attached panels, the first moment of stiffened panels instead of the areas of attached plates and stiffeners are considered. This method is called Method B. For example, using Method B, load end shortening curves of beam column buckling are calculated in the following manner:
PAGE 22 OF 171
ReHs : yield stress of the stiffener As : area of the stiffener
Stiffener As Neutral Axis Attached plate . bE1 ApE lpE lsE
lsE : distance to the top of the stiffener from the neutral axis of the stiffened panel having the attached plate with bE1
ReHp : yield stress of the attached plate bE1 : effective width of the attached plate 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:
ReHB =
ReHp ApE1l pE + ReHs AslsE ApE1l pE + AslsE AS + ApE AS + Ap
The load end shortening curve for the beam column buckling is obtained from the following formula:
CR1 = C1
where:
and : defined in [2.2.3], Ch 5 Appendix 1 of the Rules. C1

: Critical stress, in N/mm2, equal to:
C1 = E1
for
E1 E1 >
ReHB 2 ReHB 2
C1 = ReHB 1
ReHB 4 E1
for
ApE1 : Effective area, in cm2, equal to 10bE1t p
E1
: Euler column buckling stress, in N/mm2, equal to:

E1 = 2 E
IE AE l
2
10 4
IE bE1
b E1 = bE1 = s s
for E > 1.0 for E 1.0
E = 103
s tp
ReHp
E
PAGE 23 OF 171
ApE
: Net sectional area, in cm2, of attached shell plating of width bE, equal to:
ApE = 10bE t p
bE : Effective width, in m, of the attached shell plating, equal to:
2.25 1.25 2 s bE = E E bE = s
for E > 1.25 for 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: Youngs Modulus : E = 206000 N/mm2 Poissons Ratio: n = 0.3 Strain Hardening Rate: =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 Type Size (mm) Length a (mm) 2400 Angle 250x90x12/16 4000 800 5.0 Attached plate Breadth b (mm) 800 Aspect ratio (a/b) 3.0 Thickness tp (mm) 10 15 20 25 10 15 20 25 10 15 20 25 10 15 20 25 10 15 20 25 10 15
3600 T-bar 400x120x13/18 5400 Flat-bar 300x15 2400 4000
900
4.0
900
6.0
800 800
3.0 5.0
PAGE 24 OF 171
20 25
Fig.1 Model of stiffened panel
3. Verification results of the two methods

The results of the FEA, method A and Method B analyses are shown in Fig. 2 to Fig. 7. In these figures, FEA results are indicated by a line, the results of Method A and Method B are indicated by symbols. Generally, it was found that there is good agreement between the results obtained by both methods and those by FEA from these figures except those cases where the plate thickness is 10mm. However, considering the actual thickness of hull transverse members, both methods can be used for the evaluation of ultimate strength.
Fig. 2 Comparison on ultimate strength (Angle a/b=3.0)
PAGE 25 OF 171
Fig. 3 Comparison on ultimate strength (Angle a/b=5.0)
Fig. 4 Comparison on ultimate strength (T-bar a/b=4.0)
Fig. 5 Comparison on ultimate strength (T-bar a/b=6.0)
PAGE 26 OF 171
Fig. 6 Comparison on ultimate strength (Flat-bar a/b=3.0)
Fig. 7 Comparison on ultimate strength (Flat-bar a/b=5.0) In order to discuss the accuracy of the results of Method A and Method B, a ratio obtained by dividing the results of both methods into that of FEA is given in Fig. 8 to Fig. 13. Here, we call attention to the results of Case 2 and Case 3 in cases where any attached plates and stiffeners are made of steels having different yield stresses. The ultimate strengths of all of the calculation conditions in Case 3 evaluated by Method A always are greater than those in Case 3. In addition, the error (difference) becomes greater in those cases where the thickness of the attached plate with large aspect ratio becomes greater. This is because the ultimate strength of the stiffened panels is strongly affected by the yield strengths of attached plates. On the other hand, the error of any results obtained by Method B seems to be smaller than those obtained by Method A, and any tendencies obtained by Method A cannot be observed in the results obtained by Method C.
PAGE 27 OF 171
Fig. 8 Comparison on accuracy of estimation method (Angle a/b=3.0)
Fig. 9 Comparison on accuracy of estimation method (Angle a/b=5.0)
Fig. 10 Comparison on accuracy of estimation method (T-bar a/b=4.0)
PAGE 28 OF 171
Fig. 11 Comparison on accuracy of estimation method (T-bar a/b=6.0)
Fig. 12 Comparison on accuracy of estimation method (Flat-bar a/b=3.0)
Fig. 13 Comparison on accuracy of estimation method (Flat-bar a/b=5.0) For the purpose of confirming the accuracy of any results obtained by Method A and Method B, average values and coefficients of variation (COV) are calculated and those results are given in Figure 14 and 15.
PAGE 29 OF 171
Fig. 14 Averages of Ultimate Strength in Each Case
Fig. 15 Coefficients of Variation in Each Case
From Figure 15, it is obvious that the variance of any results obtained by method B is small. This means the accuracy of any results obtained by Method B is higher than those results obtained by Method A.
4. Conclusion
Two methods to estimate the ultimate strength of stiffened panels in cases where attached plates and stiffeners are made of steel having different yield stresses are considered. One is Method A, where the yield stress used in the estimation of beam-column buckling is calculated so as to be the weighted average value of the yield stresses of the stiffener and the attached plating according to their area. The other is method B, where the yield stress in the estimation of beam-column buckling is set to the weighted average value of the yield stresses of the stiffener and the attached plating according to the product of their areas and their distances from the neutral axis. In order to evaluate the accuracy of the ultimate strength of the stiffened panel obtained by both methods, the results obtained by both methods are compared to those obtained by 3D non-linear FEAs. From these comparison works, the following findings are obtained. (1) The method A is very simple and practicable, but it may overestimated the ultimate strength in the case that the yield strength of the stiffener is lower than that of the attach plating (2) Method B is not as simple and practicable as Method A, but it gives more accurate ultimate strength values for stiffened panels in comparison to those obtained by Method A. Therefore, in cases where attached panels and stiffeners are made of steel having different yield stresses, Method B should be used for the evaluation of the load end shortening curve thereof. The text in the RCP is based on this.
PAGE 30 OF 171
Rule Change Notice No.1-2 (Hatch Covers)

PAGE 31 OF 171

Section 5 HATCH COVERS
Symbols
For symbols not defined in this Section, refer to Ch 1, Sec 4. pS pW pC : Still water pressure, in kN/m2, defined in [4.1] : Wave pressure, in kN/m2, defined in [4.1] : Pressure acting on the hatch coaming, in kN/m2, defined in [6.2]
FS, FW : Coefficients taken equal to: FS = 0 and FW = 0.9 FS = 1.0 and FW = 1.0 s
l
for ballast water loads on hatch covers of the cargo ballast hold in other cases
: Length, in m, of the shorter side of the elementary plate panel : Length, in m, of the longer side of the elementary plate panel : Effective width, in m, of the plating attached to the ordinary stiffener or primary supporting member, defined in [3] : Net section modulus, in cm3, of the ordinary stiffener or primary supporting member, with an attached plating of width bp : Net shear sectional area, in cm2, of the ordinary stiffener or primary supporting member : Boundary coefficient for ordinary stiffeners and primary supporting members, taken equal to: m = 8 , in the case of ordinary stiffeners and primary supporting members simply supported at both ends or supported at one end and clamped at the other end m = 12 , in the case of ordinary stiffeners and primary supporting members clamped at both ends
bp w
Ash m
tC
: Total corrosion addition, in mm, defined in [1.4]
a , a : Allowable stresses, in N/mm2, defined in [1.5]
1. General
1.5 Allowable stresses
1.5.1 Ref. ILLC, as amended (Resolution MSC.143(77) Reg. 15(6) and 16(5))
The allowable stresses a and a, in N/mm2, are to be obtained from Tab 2.
PAGE 32 OF 171

Table 2 Allowable stresses, in N/mm2 Members of Subjected to
a, in N/mm2
0.80 ReH 0.68 ReH 0.90 ReH
a, in N/mm2
0.46 ReH 0.39 ReH 0.51 ReH
Weathertight hatch cover Pontoon hatch cover Weathertight hatch cover and pontoon hatch cover
External pressure, as defined in Ch 4, Sec 5, [2][5.2.1] Other loads, as defined in Ch 4 ,Sec 5, [5.1.1] and Ch 4, Sec 6, [2]
5. Strength check
5.2 Plating
5.2.3 Critical buckling stress check The compressive stress in the hatch cover plating, induced by the bending of primary supporting members,
parallel to the direction of ordinary stiffeners is to comply with the following formula:
0.88 C1 S
where: S : Safety factor defined in Ch 6, Sec 3 : Critical buckling stress, in N/mm2, taken equal to:
C1
C1 = E1 C1 = ReH 1

for
ReH for 4 E1
E1 E1 >
ReH 2 ReH 2
E1 = 3.6 E
t
t 1000 s
: Net thickness, in mm, of plate panel
The compressive stress in the hatch cover plating, induced by the bending of primary supporting members, perpendicular to the direction of ordinary stiffeners is to comply with the following formula:
0.88 C2 S
where: S : Safety factor defined in Ch 6, Sec 3 : Critical buckling stress, in N/mm2, taken equal to:
C2
C2 = E2 C 2 = ReH 1
ReH 4 E 2
for
for
E2 E2 >
ReH 2 ReH 2
E 2 = 0.9 m E
t 1000 s s
PAGE 33 OF 171
RULE CHANGE NOTICE NO.1-2 m : Coefficient taken equal to:

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

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

5.4.2 Minimum net thickness of web The web net thickness of primary supporting members, in mm, is to be not less than the minimum values given
in [5.2.2] 6mm.
PAGE 34 OF 171
Technical Background for Rule Change Notice No.1-2 (Hatch Covers)
PAGE 35 of 171
Technical Background for the Change Regarding Hatch Covers

1. Reason for the Rule Changes
1.1 Symbols To consider the internal pressure due to ballast water in ballast hold, the load combination coefficients are introduced in Symbols. The rule change is made to clarify the application of the symbols Fs and Fw. 1.2 Table 2 Allowable stresses According to ILLC and IACS UR S21, the external pressure is only external wave pressure acting on the hatch cover. However, as the pressure is referred to Ch 4 Sec 5 [2] which are mentioned not only the wave pressure on exposed deck but also other distributed load and concentrated loads. This rule change is made according to the answer in KC ID 537 in order to be in line with ILLC and IACS UR S21. 1.3 5.2.3 Critical buckling stress 1.3.1 Application of buckling check When the bi-axial compression stress in the hatch cover plating calculated by means of finite element analysis, buckling check is to be carried out in accordance with the requirement in Ch 6 Sec 3. This check is alternative check to the buckling check using the compression stress obtained by a grillage analysis as specified in IACS UR S21. This rule change is made according to the answer in KC ID 477 in order to be in line with IACS UR S21. 1.3.2 c or F1 factor for ordinary stiffener of U type There are many hatch covers stiffened by ordinary stiffener of U type. As the ordinary stiffener of U-type has the merit of being more resistant to rotational effect than other ordinary stiffener of flat bar, angle type or T type. However, the coefficient c is taken equal to 1.05 to 1.2 corresponding to the type of stiffener. Regarding this issue, the interpretation is made according to the results as shown in Annex 1. 1.4 5.3.2 Minimum thickness of ordinary stiffener and 5.4.2 Minimum thickness of Primary supporting member The definition of the web minimum thickness of ordinary stiffeners and primary supporting members was linked to the minimum requirements for the hatch cover plating, as defined in URS 21 and ILLC Reg. 16 (5.b). These rules contain no requirement for minimum web thickness for ordinary stiffeners and primary supporting members. But the rules for hatch covers of CSR-BC should have such a minimum requirement, comparable to the approach for the ship structure. The reason is the change to the net thickness concept, which has not taken into account for the stiffeners. Hatch cover manufactures demand that the minimum net thickness of ordinary stiffeners plus the corrosion margin of 2mm has not to be greater than the well proven gross thickness of 6mm. In addition, the relation to the distance between ordinary stiffeners (tmin = 10s) is only valid for the hatch cover plating. The rule change is made in accordance with the answer in KC ID 535.

2.1 Symbols The use of the coefficients Fs=0 and Fw=0.9 are limited for hatch covers of the ballast hold in case scantling check is done against the ballast water pressure.
PAGE 36 OF 171
2.2 Table 2 The reference is changed to Ch 4 Sec 5 [5.2.1] from Ch 4 Sec 5 [2] and clarification of other load is made. 2.3 5.2.3 Critical buckling stress 2.3.1 Application of buckling check The used stress for buckling check is clarified as follows. For uni-axial compression stress, the stress is obtained by a grillage analysis. For bi-axial compression stress, the stresses are obtained by a FEA 2.3.2 c or F1 factor for ordinary stiffener of U type According to the results specified in Annex 1, the coefficient c for ordinary stiffener of Utype can be taken to higher value than 1.3. However, c value depends on the aspect ratio as shown in Annex 1. Therefore, the coefficient c is taken equal to 1.3 as a minimum, but the higher value may be used if it is verified by buckling strength check of panel using non-linear FEA and deemed
appropriate by the Society.
In addition, the treatment of the different edge stiffeners is added according to Table 1 in Ch 6 Sec 3.
2.4 5.3.2 Minimum thickness of web of ordinary stiffener and 5.4.2 Minimum thickness of Primary supporting member (1) The relation to the distance between ordinary stiffeners (tmin = 10s) is only valid for the hatch cover plating. Therefore this requirement is deleted the reference to the minimum thickness of hatch cover plate for ordinary stiffeners and primary supporting. (2) In addition to the change, described in (1) above, the minimum net web thickness of ordinary stiffener of 6mm has been changed to 4mm. (3) In addition to the change, described in (2) above, the minimum net thickness of 6mm is specified in the requirement for web of primary supporting member, but the value is the same as the current Rule.
3. Effects and impact on scantling due to this definition

3.1 Items in 2.1, 2.2 and 2.3.1 mentioned above As the rule change is only made for the clarification, there is no scantling impact due to these changes. 3.2 Items in 2.3.2 mentioned above Regarding the U-type stiffeners, the coefficient c is to be an appropriate value deemed by the Society because the factor of such stiffeners are not defined in CSR and IACS UR S21. The minimum value is newly defined by this rule change although the used value still depends on the discretion of the Society. Therefore, the scantling impact due to this change can not be estimated. 3.3 Item in 2.4 The minimum web thickness for ordinary stiffeners and primary supporting members is decreased. The impact on scantling can not be estimated in general. Depending on the hatch cover type, the hatch cover size and loads, different design criteria determine the dimensions of the structure. One manufacturer estimates the weight increase when using the current CSR approach with 40% for ordinary stiffeners (KC-ID. 535).
PAGE 37 OF 171
Annex 1: Technical Background for the Changes regarding F1 factor for transverse compressed plate fields in buckling check of hatch cover plating
1. Reason for the Rule Change in Ch 9 Sec 5 [5.2.3]
It was requested to make an interpretation for the factor c in case of U-type stiffener in buckling assessment of hatch covers. The factor c considers the torsion stiffness of the longitudinal stiffener of an elementary plate panel under transverse compression loads. The following values are given in the URS 11:
c = 1.3 when plating is stiffened by primary supporting members c = 1.21 when plating is stiffened by ordinary stiffeners of angle or T type c = 1.1 when plating is stiffened by ordinary stiffeners of bulb type c = 1.05 when plating is stiffened by flat bar
The intention of this RC is to make a proposal for the c factor for U-type stiffener

The derivation of the c-factor for U-type stiffeners based on nonlinear FE-analyses should be treated as a future development, because this work is beyond the capability of CSR PT1. CSR PT1 proposes to make a comparison study to estimate a F1 value by comparing the buckling load case (BLC) 9 (clamped edges) with the reference BLC 2 (simply supported). Both buckling load cases BLC 2 and BLC 9 are theoretical cases and the real boundary condition of the U-Profile is in between these extreme cases. As a short term solution we propose to use the mean buckling reduction factor y value of both BLC's to estimate the cfactor for U-type stiffeners. The following diagrams show the buckling reduction factors of BLC 1 and 9 together with the mean value and the c-factors as a function of c = y(9) / y(1) and c = y(mean) / y(1) for different plate thicknesses and aspect ratios.
PAGE 38 OF 171
Influence of longitudinal stiffeners with high torsional stiffness of the buckling behaviour of transverse loaded plate panels (t=25mm)
2,0 1,8 1,6 1,4 kappa, F1 1,2 1,0 0,8 0,6 0,4 0,2 0,0 1 2 3 4 5 alpha 6 7 8 9 10 kappa BLC2 kappa BLC 9 c=f(BLC2,9) kappa mean c_mean
3,0 2,5 2,0 kappa, F1 1,5 1,0 0,5 0,0 1 2 3 4 5 alpha 6 7 8 9 10 kappa BLC2 kappa BLC 9 c=f(BLC2,9) kappa mean c_mean
PAGE 39 OF 171
4,0 3,5 3,0 kappa, F1 2,5 2,0 1,5 1,0 0,5 0,0 1 2 3 4 5 alpha 6 7 8 9 10 kappa BLC2 kappa BLC 9 c=f(BLC2,9) kappa mean c_mean
The diagrams show the following dependencies With decreasing thickness the c factor increases With decreasing thickness the range of a constant c factor increases Different hatch cover designs show aspect ratios between 3 and 8 with a majority of ratios between 3 and 6. The plate thickness is typically below 10mm. For these parameter ranges a c factor of 2.0 may be assumed. To be in line with the simple definitions of c in URS 11 a constant c value of 1.3 can be used regardless of the thickness and aspect ratio. The diagrams leads to the assumption, that a higher value might be possible, taking the aspect ratio and plate thickness into account. But this has to be verified as a future development for CSR-BC.

The highest value for c, given in the URS 11 is 1.3 for primary supporting members. Higher values are not allowed by IACS up to now. Defining a constant value of 1.3 for Utype stiffeners regardless of plate field aspect ratios or thicknesses, we do not change the result of the plate buckling check for hatch covers and this definition has no impact on scantling. With the selection of a higher c value for such kind of stiffeners, the buckling strength of hatch cover plating, stiffened with U-type stiffeners increases with respect to transverse loaded plate fields.
PAGE 40 OF 171
Rule Change Notice No.1-3 (Steel Coil)

PAGE 41 OF 171

Section 2 SHIP MOTION AND ACCELERATIONS
2. Ship absolute motions and accelerations
2.1 Roll
2.1.1
The roll period TR, in s, and the single roll amplitude , in deg, are given by: 2.3kr TR = GM
9000(1.25 0.025T R ) f p k b
(B + 75)
where: kb : Coefficient taken equal to: kb = 1.2 for ships without bilge keel kb = 1.0 for ships with bilge keel kr GM : Roll radius of gyration, in m, in the considered loading condition. When kr is not known, the values indicated in Tab 1 may be assumed. : Metacentric height, in m, in the considered loading condition. When GM is not known, the values indicated in Tab 1 may be assumed.
Table 1: Values of kr and GM Loading condition (Alternate or homogeneous loading) Full load condition Steel coil loading Normal ballast condition Heavy ballast condition
kr 0.35B 0.42B 0.45B 0.40B
GM 0.12B 0.24B 0.33B 0.25B
PAGE 42 OF 171
CHAPTER 6 HULL SCANTLING
Section 1 PLATING
2. General requirements
2.7 Inner bottom loaded by steel coils on a wooden support
2.7.1 General The net thickness of inner bottom, bilge hopper sloping plate and inner hull for ships intended to carry steel
coils is to comply with [2.7.2] to [2.7.4]. The provision is determined by assuming Fig 2 as the standard means of securing steel coils. In case where steel coils are lined up two or more tier, formulae in [2.7.2] and [2.7.3] can be applied to the case that only lowest tier of steel coils is in contact with hopper sloping plate or inner hull plate. In other cases, scantlings of plate thickness are calculated by direct strength analysis or other procedures.
Figure 2: Inner bottom loaded by steel coils 2.7.1 bis1 Accelerations In order to calculate the accelerations, the following coordinates are to be used for the centre of gravity.
xG sc = 0.75 l forward of aft bulkhead, where the hold of which the mid position is located forward from H
0,45L from A.E.
PAGE 43 OF 171
xG sc = 0.75 l afterward of fore bulkhead, where the hold of which the mid position is located afterward from H
0,45L from A.E.
yG sc =
Bh 4
3 d zG sc = hDB + 1 + (n1 1) sc 2 2
where:
Bh dsc hDB
lH
: 1.0 when a port side structural member is considered , or -1.0 when a starboard side structural member is considered. : breadth in m, at the mid of the hold, of the cargo hold at the level of connection of bilge hopper plate with side shell or inner hull : diameter of steel coils, in m : height of inner bottom, in m : Cargo hold length, in m
Vertical acceleration aZ, in m/s2,.are to be calculated by the formulae defined in Ch 4, Sec 2, [3.2] and tangential acceleration aR due to roll, in m/s2 .is to be calculated by the following formula.
2
aR =
where:
180 TR
y G _ SC + R 2
2
, TR and R: as defined in Ch 4 Sec 2, [3.2].

2.7.2 Inner bottom plating The net thickness of plating of longitudinally framed inner bottom is to be not less than the value obtained, in
mm, from the following formula:

t = K1
(g + aZ )F
P RY
t = K1
where: K1
{g (cos(C ZP )cos(C ZR )) + a z }F
P RY

K1 =
2 1.7 slK 2 0.73s 2 K 2 (l l' )2 2l' (2 s + 2lK 2 )
aZ
: Vertical acceleration, in m/s2, defined in Ch 4, Sec 2, [3.2] [2.7.1 bis1] : Single pitch amplitude, in deg, defined in Ch 4, Sec 2, [2.2] : Single roll amplitude, in deg, defined in Ch 4, Sec 2, [2.1]
CZP,CZR : Load combination factor defined in Ch 4, Sec 4, [2.2]
PAGE 44 OF 171

F

F = KS Wn1n 2 n3 l lS
for n 2 10 and n3 5 for n 2 > 10 or n3 > 5
F = K S n1W
P
KS
: Coefficient defined in Tab 6 : Coefficient taken equal to: KS = 1.4 KS = 1.0 when steel coils are lined up in one tier with a key coil in other cases
W n1 n2
: Mass of one steel coil, in kg : Number of tiers of steel coils : Number of load points per elementary plate panel of inner bottom (See Figs 3 and 4), taken equal to. When n3 5 , n 2 can be obtained from Tab 3 according to the values of n3 and l / l S in case of steel coils loaded as shown in Fig 3, n2 is obtained from Tab 3 according to the values of n3 and l/lS in case of steel coils loaded as shown in Fig 4, n2 = n3
n3
: Number of dunnages supporting one steel coil : Length of a steel coil, in m : Coefficient taken equal to:
s s l K 2 = + + 1.37 l l s
2 2
lS
K2
l' 1 + 2.33 l
: Distance, in m, between outermost load points per elementary plate panel of inner bottom plate in ship length, taken equal to: (See Figs 3 and 4). When n 2 10 and n3 5 , l can be obtained from Tab 4 according to the values of l, lS, n2 and n3. When n 2 > 10 or n3 > 5 , l is to be taken equal to l. in case of steel coils loaded as shown in Fig 3, l is obtained from Tab 4 according to the values of
l, lS, n2 and n3
in case of steel coils loaded as shown in Fig 4, l is the actual value.

2.7.3 Bilge hHopper sloping plate and inner hull plateing The net thickness of plating of longitudinally framed bilge hopper sloping plate and inner hull is to be not less
than the value obtained, in mm, from the following formula:

t = K1
[g cos( 1 2 ) + aY sin 1 ]F
P RY
t = K1
a hopper F '
p Ry
PAGE 45 OF 171
RULE CHANGE NOTICE NO.1-3 where: K1 : Coefficient defined in [2.7.2]
1 h : Angle, in deg, between inner bottom plate and bilge hopper sloping plate or inner hull plateing
2
aY
: Single roll amplitude, in deg, defined in Ch 4, Sec 2, [2.1] : Transverse acceleration, in m/s2, defined in Ch 4, Sec2, [3.2]
yG _ sc ahopper = CYR a R sin tan 1 h + g cos( h CYG ) cos(C XG ) + CYS a sway sin h R
aR asway yG_sc R
F
: tangential acceleration defined in [2.7.1 bis1]. : Transverse acceleration due to sway, in m/s2, defined in Ch 4, Sec 2, [2.4]
CXG, CYS, CYR, CYG: Load combination factors defined in Ch 4, Sec 4, [2.2] : Centre of gravity in transverse direction, in m, defined in [2.7.1 bis1] : Coefficient defined in Ch 4 Sec 2, [3.2.1] : Force, in kg, taken equal to:
F = Wn 2 C k n3 l lS
for n 2 10 and n3 5
F ' = CkW
for n 2 > 10 or n3 > 5 ,
: Coefficient defined in Tab 6
W, n2, n3, and : As defined in [2.7.2]

Ck
: Coefficient taken equal to: Ck = 4.03.2 when steel coils are lined up two or more tier, or when steel coils are lined up one tier and key coil is located second or third from bilge hopper sloping plate or inner hull plate Ck = 2.52.0 for other cases
Steel coil
Dunnage
Inner bottom
n2 and are given by

Tables 3 and 4
Floor
Bottom
Figure 3: Loading condition of steel coils (Example of n 2 = 4 , n3 = 3 )
PAGE 46 OF 171

Dunnage

Steel coil
'
Floor
Inner bottom Bottom
Figure 4: Loading condition of steel coils (Example of n 2 = 3 , n3 = 3 ) 2.7.4 Where the number of load points per elementary plate panel n2 is greater than 10 and/or the number of dunnages n3 is greater than 5, the inner bottom may be considered as loaded by a uniform distributed load. In such a case, the thickness of the inner bottom plating is to be obtained according to [3.2.1]. (void)
PAGE 47 OF 171
Table 3: Number n2 of load points per elementary plate panel n2 1 2 3 4 5 6 7 8 9 10

0<
n3 = 2
l 0.5 lS 0<
n3 = 3
l 0.33 lS 0<
n3 = 4
l 0.25 lS 0<
n3 = 5
l 0.2 lS
0.5 < 1.2 < 1.7 < 2.4 < 2.9 < 3.6 < 4.1 < 4.8 < 5.3 <
l 1.2 lS l 1.7 lS l 2.4 lS l 2.9 lS l 3.6 lS l 4.1 lS l 4.8 lS l 5.3 lS l 6.0 lS
0.33 <
l 0.67 lS l 1.2 lS
0.25 < 0.5 <
l 0.5 lS
0.2 < 0.4 < 0.6 < 0.8 < 1.2 < 1.4 < 1.6 < 1.8 < 2.0 <
l 0.4 lS l 0.6 lS l 0.8 lS l 1.2 lS l 1.4 lS l 1.6 lS l 1.8 lS l 2.0 lS l 2.4 lS
0.67 < 1.2 < 1.53 < 1.87 < 2.4 < 2.73 < 3.07 < 3.6 <
l 0.75 lS l 1.2 lS
l 1.53 lS l 1.87 lS l 2.4 lS
0.75 < 1.2 <
l 1.45 lS l 1.7 lS
1.45 < 1.7 <
l 2.73 lS l 3.07 lS l 3.6 lS
l 1.95 lS l 2.4 lS
1.95 < 2.4 <
l 2.65 lS l 2.9 lS
l 3.93 lS
2.65 <
Table 4: Distance between load points in ship length direction per elementary plate panel of inner bottom n2 1 2 3 4 5 6 7 8 9 10 n3 2 3 Actual breadth of dunnage 0.5lS 0.33lS 1.2lS 0.67lS 1.7lS 1.20lS 2.4lS 1.53lS 2.9lS 1.87lS 3.6lS 2.40lS 4.1lS 2.73lS 4.8lS 3.07lS 5.3lS 3.60lS 4 5
0.25lS 0.50lS 0.75lS 1.20lS 1.45lS 1.70lS 1.95lS 2.40lS 2.65lS
0.2lS 0.4lS 0.6lS 0.8lS 1.2lS 1.4lS 1.6lS 1.8lS 2.0lS
PAGE 48 OF 171
Section 2 ORDINARY STIFFENERS
2.5 Ordinary stiffeners of inner bottom loaded by steel coils on a wooden support
2.5.1 General The requirements of this sub-article apply to the ordinary stiffeners located on inner bottom plate, bilge hopper
sloping plate and inner hull plate when loaded by steel coils on a wooden support (dunnage), as indicated in Fig 2 of Ch 6, Sec 1. In case where steel coils are lined up two or more tier, formulae in [2.5.2] and [2.5.3] can be applied to the case that only lowest tier of steel coils is in contact with hopper sloping plate or inner hull plate. In other cases, scantlings of net section modulus and net shear section area are calculated by direct strength analysis or other procedures.
2.5.2 Ordinary stiffeners located on inner bottom plating The net section modulus w, in cm3, and the net shear sectional area Ash, in cm2, of single span ordinary stiffeners
located on inner bottom plating are to be not less than the values obtained from the following formulae:
w = K3 Ash =
(g + a Z )F
8 S RY
5(g + a Z )F 3 10 a sin
w = K3
[g cos(C ZP ) cos(C ZR ) + a Z ] F
8 S RY
Ash =
5[g cos(C ZP ) cos(C ZR )) + a Z ] F 3 10 a sin
where: K3
aZ
: Coefficient defined in Tab 1. When n 2 is greater than 10, K 3 is to be taken equal to 2l/3 : Vertical acceleration, in m/s2, defined in Ch 4, Sec2, [3.2] Ch 6, Sec 1, [2.7.1 bis1] : Single pitch amplitude, in deg, defined in Ch 4, Sec 2, [2.2] : Single roll amplitude, in deg, defined in Ch 4, Sec 2, [2.1]
CZP,CZR : Load combination factor defined in Ch 4, Sec 4, [2.2]

F
: Force, in kg, defined in Ch 6, Sec 1, [2.7.2] : Coefficient defined in Tab 3 : Angle, in deg, defined in [3.2.3].
PAGE 49 OF 171

2.5.3
Ordinary stiffeners located on bilge hopper sloping plate or inner hull plateing
The net section modulus w , in cm3, and the net shear sectional area Ash , in cm2, of single span ordinary stiffeners located on bilge hopper sloping plate and inner hull plate are to be not less than the values obtained from the following formulae:
w = K3 Ash =
[g cos(1 2 ) + aY sin 1 ]F '

8 S RY
5aY F ' 10 3 a sin sin
w = K3
a hopper F ' 8 S RY
Ash =
where: K3 1, 2
5a hopper F '
a sin
10 3
: Coefficient defined in Tab 1. When n 2 > 10 , K 3 is taken equal to 2l/3. : Angles, in deg, defined in Ch 6, Sec 1, [2.7.3] : Angle, in deg, between inner bottom plate and bilge hopper sloping plate or inner hull plate : Transverse acceleration, in m/s2, defined in Ch 4, Sec 2, [3.2]
h
aY
a hopper : Acceleration, in m/s2, defined in Ch 6 Sec 1, [2.7.3]

F'
: Force, in kg, defined in Ch 6, Sec 1, [2.7.3] : Coefficient defined in Tab 3 : Angle, in deg, defined in [3.2.3] : Angle, in deg, between inner bottom plating and hopper sloping plate or inner hull plating. : Distance, in m, between load points per elementary plate panel of inner bottom plate in ship length, sloping plate or inner hull plating, as defined in Ch 6, Sec 1, [2.7.2].
l'
l
: Distance, in m, between outermost load points per elementary plate panel in ship length
Table 1 : Coefficient K3
n2
K3
1
l
2
l l l
'2
3
l 2l 3l
'2
4
l 5l 9l
'2
5
l l 2l
'2
6
l 7l 15l
'2
7
l 4l 9l
'2
8
l 3l 7l
'2
9
l 5l 12l
'2
10
l 11l ' 2 27l
2.5.4
Where the number of load points per elementary plate panel n2 is greater than 10 and/or the number of dunnages n3 is greater than 5, the inner bottom may be considered as loaded by a uniform distributed load. In such a case, the scantling of the inner bottom ordinary stiffeners is to be obtained according to [3.2.3]. (void)
PAGE 50 OF 171
Technical Background for Rule Change Notice No.1-3 (Steel Coil)
PAGE 51 OF 171
Technical Background for the Change Regarding Scantling Formula for Steel Coil Loading
1. Background of Rule change regarding steel coil loading
1.1 Addition of GM and kr value for steel coil loading to the note of Table 1 in Ch 4, Sec 2, [2.1.1] Roll radius of gyration ( k r ) and metacentric height ( GM ) in the considered loading condition is used for the calculation of the parameters regarding the ships absolute motion and accelerations. When these values are not known, the default values specified in Table 1 in Ch 4, Sec 2, [2.1.1] may be assumed in the current CSR. However, these default values specified in the Table do not correspond to the steel coil loading condition because the steel coil load is normally concentrated near the inner bottom. The rule change is made to set the GM value based on the actual design values given in Table 1 and the averaged values of GM and kr is about 0.24B and 0.42B, respectively. Table 1 Actual GM Value
B Actual GM GM = X*B B Actual GM GM = X*B B Actual GM GM = X*B
32.26 8.05 0.245 27.00 6.88 0.255 23.50 4.95 0.211
32.26 7.76 0.241 26.00 6.38 0.245 22.30 4.65 0.209
31.00 8.34 0.269 23.50 4.95 0.211 27.00 6.89 0.255
29.40 7.99 0.272 24.50 5.78 0.236 27.00 6.93 0.257
23.00 4.39 0.191 24.40 4.93 0.202 32.26 9.30 0.288
19.60 4.12. 0.210 23.70 5.06 0.214 32.26 9.11 0.282
23.50 4.95 0.211 27.0 6.89 0.255 27.20 6.12 0.225
23.70 5.10 0.215 23.700 5.10 0.215 32.26 9.14 0.283
The GM and kr value for steel coil loading are newly added to Table 1 in Ch 4, Sec 2, [2.1.1] as a default value.
1.2 Modification of the requirements in Ch 6, Sec 1, [2.7.1] and Ch 6, Sec 2, [2.5.1] The 3rd sentence and the 4th sentence in Ch 6, Sec 1, [2.7.1] and the 2nd sentence and the 3rd sentence in Ch 6, Sec 2, [2.5.1] are deleted due to the following reasons. (a) As the term of the acceleration in the scantling formula is revised in order to accommodate any loading pattern of steel coil as mentioned in Annex 1, the limitation of the rule application regarding the loading pattern is not necessary. (b) In addition, CSR does not permit overruling the scantling determined by the prescriptive requirement by FEA. 1.3 Clarification of the treatment of centre of gravity for steel coil loading If the actual centre of gravity in steel coil loaded condition is known, it is better to use the actual one in calculating the acceleration. Therefore, this treatment has been added to the text. If the actual centre of gravity is not known, the standard value of the centre of gravity is needed. Then the centre of gravity (x, y, z ) is set up mid hold , Bh 4 , hDB + 1 + (n1 1) 3 2 d SC 2 as a
conservative manner, where Bh is defined as a breadth of the cargo hold and is 1.0 when a port
side structural member is considered, or -1.0 when a starboard side structural member is considered.
PAGE 52 OF 171
1.4 Amendment of the formulae for plating and ordinary stiffeners of inner bottom, bilge hopper and inner hull In the current formulae for inner bottom plating and ordinary stiffeners (inner bottom longitudinals), load cases H and F are only considered but the load cases R and P is not considered. The rule change is made to consider the all load cases. The current formulae for plating and ordinary stiffeners of bilge hopper and inner hull give the excessive scantling due to the account of gravity acceleration in duplicate and conservative coefficient C k . In addition, formula for shear area of the ordinary stiffeners is modified. 1.5 Amendment of the treatment which the number of load points per elementary plate panel is greater than 10 and/or the number of dunnages is greater than 5. In the current requirements, the number of load points per elementary plate panel n 2 is greater than 10 and/or the number of dunnages n3 is greater than 5, the scantling of plating and ordinary stiffeners may be checked by the formulae based on uniform distributed loads. However, this assumption is inappropriate because the scantling formula for steel coil is based on the line load which is transformed from the concentrated loads due to steel coil acting on the most severe locations of an elementary plate panel. Even if the number of load points becomes larger than 10, this assumption for the load model should be kept. Therefore, the texts of Ch 6, Sec 1, [2.7.4] and Ch 6, Sec 2, [2.5.4] are deleted. Furthermore, in order to clarify the treatment where the number of load points per elementary plate panel is greater than 10 and/or the number of dunnages is greater than 5, the relevant text is revised. The technical backgrounds of these modifications are described in Annex 1.

2.1 Ch 4, Sec 2, Table 1 The GM and kr values are added to Table 1 as averaged values based on the investigation results of actual ships data. 2.2 Ch 6, Sec 1, [2.7.1] The 3rd and the 4th sentences are deleted. 2.3 Ch 6, Sec 1, [2.7.2], [2.7.3], [2.7.4] The new paragraph [2.7.1 bis1] is added for calculating the acceleration and the paragraph [2.7.4] is deleted. The tangential acceleration due to roll is added.
aR =
180 TR Where,
y SC + R 2
2
yG_SC: Centre of gravity in transverse direction, in m, is taken equal to yG sc =
Bh 4
from 0,45L from A.E.
R: Coefficient defined in Ch 4 Sec 2, [3.2.1] of the Rules TR: Roll period, in s, defined in Ch 4, Sec 2, [2.1.1] of the Rules Bh: breadth in m, at the mid of the hold. In order to consider the acceleration of pitch, although the effect is very small because the hold length is relative short, the definition of xG_SC is added as follows. xG sc = 0.75 l forward of aft bulkhead, where the hold of which the mid position is located forward
H
PAGE 53 OF 171
xG sc = 0.75l afterward of fore bulkhead, where the hold of which the mid position is located H afterward from 0,45L from A.E The backgrounds of these modifications are described in Annex 1
2.4 Ch 6, Sec 1, [2.7.2] The scantling formula for load cases H and F is revised in order to consider all load cases. In addition, the interpretation of the case where n2>10 or n3>5 is added.
t = K1
{g (cos(CZP ) cos(CZR )) + az }F
P RY
Where, For n2<=10 and n3<=5,

For n2>10 or n3>5
F = K S n1W
Definitions of all symbols are specified in the Rule text. 2.5 Ch 6, Sec 1, [2.7.3] In the current formula, the gravity component is accounted in duplicate because the acceleration ay contains the component of gravity acceleration. The formula is corrected to consider the gravity acceleration component correctly and to correspond to the all load case. In addition, the coefficient ck is changed based on the experimental data.
t = K1 a hopper F '
p Ry
Wn2Ck n3 l F ' = CkW lS F '=

For n2>10 or n3>5
y G _ SC h + g cos(h CYG ) cos(C XG ) + CYS a sway sin h a hopper = CYR a R sin tan 1 R Definitions of all symbols are specified in the Rule text.
2.6 Ch 6, Sec 1, [2.7.4] As the interpretation of the cases where n2>10 and/or n3>5 are added to the paragraph [2.7.3], the paragraph [2.7.4] is deleted. 2.7 Ch 6, Sec 2, [2.5.1] The 2nd and the 3rd sentences are deleted. 2.8 Ch 6, Sec 2, [2.5.2] and [2.5.3] The formulae for all load cases are provided as similar to the revision of the scantling formula for plating in Ch 6 Sec 1. 2.9 Ch 6, Sec 2, [2.5.4] As the interpretation of the cases where n2>10 and/or n3>5 are added to the paragraph [2.5.3], this paragraph is deleted.
PAGE 54 OF 171
3. Scantling impact due to modifications

For scantling of inner bottom plating and ordinary stiffeners there is less impact due to this modification. For thickness of bilge hopper sloping plate and inner hull plate and section modulus of ordinary stiffeners, the conservative scantling required by the current requirement is improved by this modification. Details of the calculation for scantling impact due to these modifications are described in Annex 2.
PAGE 55 OF 171
Annex 1: Background of the formulae for steel coil loading

Ch 6, Sec 1
2.7 Inner bottom loaded by steel coils on a wooden support 2.7.1 General 2.7.1a In dimensioning the plating and ordinary stiffeners, static and dynamic loads due to dry bulk cargoes and liquid acting on the plating and ordinary stiffeners are considered as uniformly distributed loads. On the other hand, as steel coils are loaded on a wooden support (dunnage) provided on the inner bottom plating and bilge hopper plating, the concentrated loads due to steel coils act on the plating through the dunnage. However, as the location of concentrated loads and the distance between concentrated loads depend on the loading pattern and size of dunnage, it is assumed that the concentrated load is transformed to a line load with a small breadth (hereinafter referred to as rectangular load) which acts on the most severe conditions (load point and distance between load points). Based on this assumption, the specific formulae for dimensioning the plating and ordinary stiffeners under steel coil loading are introduced in the Rules separately from those based on uniformly distributed loads. 2.7.1b The specific requirements for plating are specified in Ch 6 Sec 1 [2.7.2] and [2.7.3], and those for ordinary stiffeners are specified in Ch 6 Sec 2 [2.5.2] and [2.5.4]. 2.7.1c The technical background of loads due to steel coils is common for plating and ordinary stiffeners. 2.7.1d These requirements are based on the assumption that steel coils are loaded on a wooden support and secured in the standard manner. These assumptions are given in Figure 2 in Ch 6 Sec 1. 2.7.2 Inner bottom plating 2.7.2a Load model Steel coils are usually secured to each other by means of steel wires. Heavier steel coils are loaded with one or two tiers, and lighter ones are loaded with two or more tiers. Examples of steel coil loading are shown in Figs.1 and 2.
key coil Bilge hopper sloping plating Inner bottom plating

Bilge hopper sloping plating Inner bottom plating
(A) with key coil
(B) without key coil Fig.1 Loading conditions of one tier
Fig.2 Loading conditions of two tiers
PAGE 56 OF 171
The load due to steel coils acts on an elementary plate panel as a concentrated load through dunnages. However, it is difficult to treat concentrated loads directly because the location of concentrated loads and the distance between concentrated loads depend on the loading pattern and size of dunnage. Then, the following assumptions regarding the loads due to steel coils are considered. (1) Loads due to steel coils act along a centreline of a plate panel. (2) A rectangular load instead of concentrated loads is used in order to be on the safer side considering the interaction between concentrated loads.
Steel coil
z l x Floor
Inner bottom plating
Floor
dunnage
s x
Elementary plate panel l
l' l
Fig.3 Convert concentrated loads to rectangular loads As it is the most severe when loads act on the inner bottom vertically, the vertical acceleration is considered for the scantling formula of inner bottom structures. The position of the centre of gravity is given by the following. x direction: (i) for the hold of which the mid position is located forward of 0.45L from A.E.: XG_SC =
0.75 lH forward of aft bulkhead, and (ii) for the hold of which the mid position is located afterward of 0.45L from A.E.: XG_SC= 0.75 lH afterward of fore bulkhead, where lH is a cargo hold length y direction: Bh 4 , measured from the centreline
z direction: h DB + 1 + (n 1) 3 2 d SC 2
Where, d SC : The diameter, in m, of steel coil h DB : The height, in m, of double bottom Bh: breadth, in m, at the mid of the hold
PAGE 57 OF 171
2 3 dSC 2 3 dSC 2
dSC 2 hDB
dSC 2 Inner bottom plating
hDB
Bottom plating
Fig.4 The height of steel coils

2.7.2b Structural model
As mentioned in 2.7.2a, the rectangular load acts along the centreline of the panel. Its length l ' is determined by the panel length l , the length of a steel coil l S , the number of load points n 2 and the number of dunnages supporting one steel coil n3 , and its width 0.3s is derived from dunnage width based on the actual loading data. Of course, the axial stress due to hull girder bending is considered in addition to the lateral rectangular load due to the steel coils. An elementary plate panel is collapsed like Fig.5. The boundary conditions of an elementary plate panel are that all sides are considered fixed.
l
s l'
0.3s
Fig.5 Rectangular load and collapsed mode

2.7.2c Number of load points and distances between load points in ship length direction per elementary plate panel
Tables 3 and 4 in Ch 6, Sec 1 of the Rules give the standard number of load points and distances between load points in ship length direction for the case of n 2 10 and/or n3 5 . For other cases, the current treatment as noted in Ch 6, Sec 1, [2.7.4] stipulates that loads due to steel coils are considered as a uniform distribution load and the scantling of plating is obtained according to Ch 6, Sec 1, [3.2.1]. However, it is considered that the scantlings of plating and ordinary stiffeners under steel coil loads are treated separately from those for distributed loads. Therefore, the instruction in Ch 6, Sec 1, [2.7.4] is not appropriate and it has been deleted. Instead a line load at panel centreline is assumed throughout the panel length.
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The calculation results are shown in Table 1. In this calculation, the coefficient n3 is changed from 3 to 6, the coefficient n 2 is derived from the same procedure gotten from Tables 3 and 4 in Ch 6, Sec 1 of the Rules. The calculation results according to the generic formula for plating and ordinary stiffener specified in Ch 6, Sec 1, [3.2.1] and Sec 2, [3.2.3] of the Rules are calculated by assuming that the loads due to steel coils are treated as uniformly distributed loads defined as (Wl/ls). It is found from this result that the required net thickness and net section modulus for uniform load is greater than those for load model specified in the Rules. In order to eliminate this difference between the case of n2>10 and/or n3>5 and the case of n2<=10 and n3<=5, the treatment of the case n2>10 and/or n3>5 is added to the Rules and current paragraphs [2.7.4] of Ch 6 Sec 1 and [2.5.4] of Ch 6, Sec 2 are deleted. Table 1 Comparison of required scantlings Line load according to Ch 6, Sec 1, [2.7.2] and Uniform load according Sec 2, [2.5.2] to Ch 6, Sec 1, [3.2.1] 2.4 2.4 2.4 2.4 2.4 0.8 0.8 0.8 0.8 0.8 2 2 2 2 5 6 7 9 3 4 5 6 1.5 1.5 1.5 1.5 1.53 1 1.45 1 1.40 1 1.53 1 15000 15000 15000 15000 50000 45000 42000 45000 45000(n2=6) 15.8 15.4 15.0 15.0 17.5 391 400 399 401 432
l (m) s (m) n1 n2 n3 ls (m) l (m) W (kg) F (kg) tnet_req (mm) wnet_req (cm3)
2.7.2d Coefficient KS
When steel coils are lined up in one tier with a key coil as shown in Fig.1 (A), two coils support a key coil. However, it is known that half of the weight of a key coil does not act on the supporting coil due to the frictional resistance between steel coils. In order to investigate the effect of the frictional resistance between steel coils, parametric experiments were carried out by the Shipbuilding Research Association of Japan. If the force due to steel coils is expressed by the following formula, the effect of frictional resistance ( K S ) is given in Table 2. Wn1 n 2 F = KS n3 Where, W : Mass of one steel coil, in kg n1 : Number of tier of steel coils n 2 : Number of load points per elementary panel n : Number of dunnages supporting steel coil
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Table 2 Coefficient K S derived from experiments results

Position of key coil (m-n) 3-3 3-6 1/2 1.40 1.36 a/D 1/3 1.36 1.41 1/6 1.34 1.43
This result shows that the effect of the frictional resistance depends on the diameter of steel coils and distance between the centres of coils. The average value is 1.38, and therefore K S is taken to equal to 1.4 to be on the safe side.
2.7.2e Coefficient K1 and K2 The coefficients K 1 and K 2 are derived from the principle of virtual work based on material physics. 2.7.2f Formula for required thickness of inner bottom plating Finally, the scantling formula for inner bottom plating is given as follows. {g (cos(C ZP )cos(C ZR )) + a z }F t = K1 P RY

For n2>10 or n3>5
F = K S n1W
2.7.3 Bilge hopper sloping plate and inner hull plate

2.7.3a Load model
The load model for hopper sloping and inner hull plating is very complex because the loads are supported by the inner bottom directly or by other steel coils as shown in Fig.6.
Inner hull plating

Inner bottom plating
Fig.6 The examples of steel coil loading conditions The force due to steel coils for bilge hopper sloping plate and inner hull plate is expressed by the following formula considering the effect of frictional resistance between steel coils and the support by the inner bottom. Wn2 C k F'= n3 Where, W , n 2 and n3 are specified in 2.7.2d. C k : The coefficient specified in 2.7.3c.
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This load model is the same for the inner bottom. Although the vertical component of the load is supported by the inner bottom directly or by other coils, only Ck is considered to derive the loads acting on the side wall. As specified in 2.7.3c, the coefficient Ck is introduced based on the experiments. This coefficient Ck is based on the component of the load in the transverse direction. Therefore, the component of the load in transverse direction is only considered in the scantling formula for bilge hopper plate and inner hull plate. In the original formula specified in the current Rule text, it was considered that the equivalent design wave (EDW) R was dominant in the bilge hopper sloping plate or inner hull plate. However, as the acceleration in transverse direction specified in Ch 4 Sec 2, [3.2.1] includes the static component due to roll angle, the static component due to gravity acceleration is counted in duplicate. Therefore, the term related to the transverse acceleration in scantling formula for load case R is revised. In addition, in order to cover all load cases, the term related to the acceleration in the scantling formula is revised as follows, considering the load combination factors. y G _ SC h + g cos( h CYG ) cos(C XG ) + CYS a sway sin h a hopper = CYR a R sin tan 1 R Where: 2 a roll y asway : Acceleration due to roll and sway, in m/s , defined in Ch.4 Sec.2 [3.2]
a R : Tangential roll acceleration, in m/s . (See Fig. 7) 2 2 y G sc 2 + R 2 aR = 180 TR y G sc : Centre of gravity of steel coils in transverse direction, in m. (see Fig, 7) R : Coefficient defined in Ch. 4 Sec. 2 [3.2.1]. (see Fig.7) TR : Roll period, in s, defined in Ch 4, Sec 2, [2.1]
2
Gravity acceleration, in m/s2 h : Angle, in degrees, between inner bottom plating and bilge hopper sloping plate or inner hull plate. (see Fig. 7) : Single roll amplitude, in degrees, defined in Ch 4, Sec 2, [2.1] CYG, CYR, CYS, CXG: Load combination factors defined in Ch 4, Sec 4, [2.2]
g:
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h yG-sc R
aR
h CL Centre of gravity
Fig.7 Definition of the acceleration aR

2.7.3b Structural model
The structural model for bilge hopper sloping plating and inner hull plating is the same for inner bottom plating.
2.7.3c Coefficient Ck
In order to determine the coefficient C k specified in 2.7.3a, experiments were performed by the Shipbuilding Research Association of Japan. According to the report, the experiments were carried out under the following conditions specified in (a) to (d) and as shown in Fig.8.
m Key coil n Dunnage Side shell Strain gauge a D
Note: m and n is the number of coils counted from the key coil. Fig.8 Experiment device and loading condition of steel coils (a) (b) (c) (d) Steel coils were loaded with one tier with key coil Roll angle was 20 degree Roll period was 60 seconds Position of key coil was changed (m in Fig.8 was changed from 1 to 8)
In addition, a theoretical analysis was tried and the results are shown in Fig. 9. According to the results shown in Fig. 9, the following outcomes were obtained.
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i) The Ck value is obtained from the loads on side wall based on the force in transverse direction. ii) The C k value strongly depends on the location of the key coil. iii) The effect of the diameter of steel coils and the length between the gravity centre of steel coils is relatively small compared to the effect of the location of the key coil. iv) The calculation results match the experimental results well. v) In order to be on the safe side, C k = 3.2 is an appropriate value when the key coil is located second or third from the side shell and C k = 2.0 is appropriate in other cases.
Ck :
Coefficient taken to equal: C k = 3.2 when steel coils are lined up in two or more tiers, or steel coils are lined up in one tier and the key coil is located second or third from the bilge hopper sloping plating or inner hull plating C k = 2 .0 for other cases
3.2
Roll angle = 20 (deg)
Ck
Calculation
m-n
Fig.9 Experimental results

2.7.4 2.7.4a The current text is deleted.
Ch 6, Sec 2
2.5 Ordinary stiffeners of inner bottom loaded with steel coils on a wooden support 2.5.1 General
2.5.1a Same as specified in 2.7 for plating.
2.5.2 Ordinary stiffeners located on inner bottom plating 2.5.2a Load model As the structural model for plating is based on the plastic theory, it is too complex to treat the concentrated load. Therefore, a rectangular load is considered in the requirement for plating mentioned in Ch 6, Sec 1, [2.7.2]. On the other hand, the structural model for ordinary stiffeners is based on the simple elastic beam theory. Therefore, the load model for ordinary stiffeners is based on concentrated loads due to steel coils acting through the dunnage.
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The calculation of acceleration is based on the same assumption for plating. The parameter and coefficients are also the same for plating. According to the similar reason specified in 2.7.2c, Ch 6, Sec 2, [2.5.4] has been deleted.
2.5.2b Structural model Structural model of ordinary stiffeners is based on the simple beam theory with the boundary condition that both ends of beams are fixed. 2.5.2c Coefficient K3 The coefficient K 3 is derived from the ratios of moments at ends of ordinary stiffeners against n 2 = 1 when load points of the concentrated loads are located evenly between l ' as shown in Fig.10 When n 2 is over 10, the coefficient K 3 is 2/3.
P P/2 P/2
l' n2=1 P/3 P/3 l' n2=3 P/3 P/4 P/4 l' n2=4 n2=2
P/4
P/4
Fig.10 Load points on an ordinary stiffener

2.5.3 Ordinary stiffeners located on hopper sloping plate or inner hull plating 2.5.3a Load model The concentrated load is considered as specified in 2.5.2a and the acceleration due to roll motion is considered as specified in 2.7.3a of Ch 6, Sec 1. 2.5.3b Structural model Structural model of an ordinary stiffener is specified in 2.5.2b. 2.5.4 2.5.4a This item is deleted.
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Annex 2: Scantling impact due to modifications

Ramification studies In order to quantify the impact due to the modification of the scantling formula for plating and ordinary stiffeners, ramification studies were performed using the following 6 ships listed in Table 2-1. The data of the steel coils listed in Table 2-2 taken from the loading manuals of the considered ships was used for the ramification study.
Table 2-1 Principal dimensions of subject ships Pre-CSR ship CSR ship Ship 2 Ship 3 Ship 4 Ship 5 Ship 6 Small Small Handymax Handymax Handy Table 2-2 Data of steel coils Ship 1 Ship 2 Ship 3 15000 20000 15000 1.5 1.8 1.5 2 1 1 not used used used
Ship 1 Handy max
W (kg) l S (m) Number of tiers Key coil
Ship 4 20000 1.5
Ship 5 15000 1.5
Ship 6 15000 1.5
2 Not used
2 Not used
2 Not used
1. Scantling changes at inner bottom structures

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

2.1 Scantlings of plating Required gross thicknesses of bilge hopper sloping plating are shown in Fig.2-4. This figure shows that the modification improves the formula by providing the appropriate thickness compared to that of inner bottom plating.
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For reference, the required thicknesses of bilge hopper sloping plating was increased by 3 to 4mm compared to those of pre-CSR designs because the corrosion additions specified in CSR are larger by 3 to 4mm than those used in the pre-CSR designs. For CSR ships, the thicknesses of bilge hopper plating are determined by the requirement for steel coil loading, but, the scantling of longitudinal attached to the hopper sloping plate may be determined by the requirement other than that for steel coil loading. As a result, only thickness of hopper sloping plate according to the proposed formula becomes that similar to inner bottom plating and decreased about 4mm for these example cases. If the thicknesses of hopper sloping plate would be determined by the proposed requirement for steel coil loading, the total steel weight is decreased about 20 tons for ship 5 and 15 tons for ship 6 by this change.
2.2 Scantlings of ordinary stiffeners 2.2.1 Section modulus Required net section moduli of ordinary stiffeners attached to bilge hopper sloping plating are shown in Fig. 2-5. This figure shows that the modification improves the formula by providing the appropriate section modulus compared to that of inner bottom longitudinals. Regarding the bilge hopper longitudinal, the difference between the required section modulus and actual one of Pre-CSR designs varies largely depending on the design. For CSR ships, the scantlings of longitudinal attached to hopper sloping plate become about 60% of those required current rules in terms of section modulus by this change. Therefore, the final scantlings of the longitudinal may be determined by other requirements. If the scantling of longitudinals would be determined by the proposed formula, the steel weight will be decreased about 4 tons for ship 5 and 2 tons for ship 6 by this change. 2.2.2 Section area Required net section areas of ordinary stiffeners fitted to the bilge hopper sloping plating are shown in Fig.2-6. The required section area according to modified formulae is larger than those of current CSR. This increase is caused by the correction of a mistake in the formula. For reference, the required shear area according to the modified formula is smaller than the actual one of both pre-CSR designs and CSR ships.
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30
25
Actual CSR Modification
Gross Thickness (mm)
20
15
10
Ship 1
Ship 2
Ship 3
Ship 4
Ship 5
Ship 6
Fig.2-1 Comparison of gross thickness of inner bottom plate

1200
1000
Net Section Modulus (cm3)
800
600
400
200
Ship 1
Ship 2
Ship 3
Ship 4
Ship 5
Ship 6
Fig. 2-2 Comparison of net section moduli of inner bottom longitudinals
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50 45 40 Net Section Area (cm )

2
35 30 25 20 15 10 5 0
Ship 1
Ship 2
Ship 3
Ship 4
Ship 5
Ship 6
Fig.2-3 Comparison of net section area of inner bottom longitudinals

40 35 30 Gross Thickness (mm) 25 20 15 10 5 0
Ship 1
Ship 2
Ship 3
Ship 4
Ship 5
Ship 6
Fig. 2-4 Comparison of gross thickness of bilge hopper sloping plate
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1200
1000 Net Section Modulus (cm )

3
800
600
400
200
Ship 1
Ship 2
Ship 3
Ship 4
Ship 5
Ship 6
Fig.2-5 Comparison of net section moduli of longitudinals attached to bilge hopper sloping plate
50 45 40 Net Section Area (cm )

2
35 30 25 20 15 10 5 0
Ship 1
Ship 2
Ship 3
Ship 4
Ship 5
Ship 6
Fig.2-6 Comparison of net section area of longitudinals attached to bilge hopper sloping plate
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Rule Change Notice No.1-4 (Minimum Scantling, Side Frame and Grab)
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Chapter 6 HULL SCANTLING

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

2.2.3 Maximum net thickness of web of ordinary stiffener The net thickness of the web of ordinary stiffeners, in mm, is to be less than 2 times the net offered thickness of the attached plating.
3. Yielding check
3.3 Strength criteria for side frames of single side bulk carriers
3.3.1 Net section modulus and net shear sectional area of side frames The net section modulus w, in cm3, and the net shear sectional area Ash , in cm2, of side frames subjected to
lateral pressure are to be not less, in the mid-span area, than the values obtained from the following formulae:
w = 1.125 m
( p S + pW )sl 2
m S RY
10 3
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Ash = 1.1 S where:
5( p S + pW )sl l 2l B a sin l
m = 0.42 m = 0.36 S
l
for BC-A ships for other ships
: Coefficient taken equal to 0.9 : Side frame span, in m, defined in Ch 3, Sec 6, Fig 19, to be taken not less than 0.25D : Coefficient taken equal to:
S = 1.1 S = 1.0
lB
for side frames of holds specified to be empty in BC-A ships for other side frames
: Lower bracket length, in m, defined in Fig 7 : Still water and wave pressures, in kN/m, in intact conditions calculated as defined in [1.3] and [1.4.2].
ps, pw
Figure 7 Side frame lower bracket length
In addition to the above provision, for side frames of holds intended to carry ballast water in heavy ballast condition, the net section modulus w, in cm3, and the net shear sectional area Ash, in cm2, all along the span of side frames subjected to lateral pressure in holds intended to carry ballast water are to be in accordance with [3.2.3], l being the span of the side frame as defined in Ch.3 Sec.6 [4.2], with consideration to brackets at ends.
3.3.3 Lower bracket of side frame In addition, aAt the level of lower bracket as shown in Ch 3, Sec 6, Fig 19, the net section modulus of the frame
and bracket, or integral bracket, with associated shell plating, is to be not less than twice the net section modulus w required for the frame mid-span area obtained from [3.3.1]. In addition, for holds intended to carry ballast water in heavy ballast condition, the net section modulus w, in cm3, at the level of lower bracket is to be not less than twice the greater of the net sections moduli obtained from [3.3.1] and [3.2.3].
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The net thickness tLB of the frame lower bracket, in mm, is to be not less than the net thickness of the side frame web plus 1.5 mm. Moreover, the net thickness tLB of the frame lower bracket is to comply with the following formula:

for symmetrically flanged frames:
h LB 87 k t LB h LB 73 k t LB
for asymmetrically flanged frames :
The web depth hLB of lower bracket may be measured from the intersection between the sloped bulkhead of the hopper tank and the side shell plate, perpendicularly to the face plate of the lower bracket (see Ch 3, Sec 6, Fig 22). For the 3 side frames located immediately abaft the collision bulkhead, whose scantlings are increased according to [3.3.2], when tLB is greater than 1.73tw, the thickness tLB may be taken as the value tLB obtained from the following formula:
' t LB = t LB t w 2
where tw is the net thickness of the side frame web, in mm, corresponding to Ash determined in accordance to [3.3.1]. The flange outstand is not to exceed 12k0.5 times the net flange thickness.
3.3.4 Upper bracket of side frame In addition, aAt the level of upper bracket as shown in Ch 3, Sec 6, Fig 19, the net section modulus of the frame
and bracket, or integral bracket, with associated shell plating, is to be not less than twice the net section modulus w required for the frame mid-span area obtained from [3.3.1]. In addition, for holds intended to carry ballast water in heavy ballast condition, the net section modulus w, in cm3, at the level of upper bracket is not to be less than twice the greater of the net sections moduli obtained from [3.2.3] and [3.3.1]. The net thickness tUB of the frame upper bracket, in mm, is to be not less than the net thickness of the side frame web.
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Section 1 FORE PART
4. Scantlings
4.3.3 The net thickness of the web of ordinary stiffeners, in mm, is to be not less than the greater of:
t = 3.0 + 0.015L2 40% of the net offered required thickness of the attached plating, to be determined according to [4.2] and [5.2].
and is to be less than twice the net offered thickness of the attached plating. The net dimensions of ordinary stiffeners are to comply with the requirement in Ch 6, Sec 2, [2.2.2] and [2.3].
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Section 2 AFT PART
4. Scantlings
4.2.3 The net thickness of the web of ordinary stiffeners, in mm, is to be not less than the greater of:
t = 3.0 + 0.015L2 40% of the net offered required thickness of the attached plating, to be determined according to [4.1].
and is to be less than twice the net offered thickness of the attached plating. The net dimensions of ordinary stiffeners are to comply with the requirement in Ch 6, Sec 2, [2.2.2] and [2.3].
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CHAPTER 12 ADDITIONAL CLASS NOTATIONS

Section 1 GRAB ADDITIONAL CLASS NOTATION
2. SCANTLINGS
2.1. Plating
2.1.1
The net thickness of plating of inner bottom, lower strake of hopper tank sloping plate, and transverse lower stool plating, transverse bulkhead plating and inner hull up to a height of 3.0m above the lowest point of the from inner bottom, excluding bilge wells, is to be taken as the greater of the following values:

t , as obtained according to requirements in Ch 6 and Ch 7 tGR , as defined in [2.1.2] and [2.1.3].
2.1.2
The net thickness tGR, in mm, of the inner bottom plating is to be obtained from the following formula:
t GR = 0.28(M GR + 50 ) sk
2.1.3
The net thickness tGR, in mm, within the lower 3 m of hopper tank sloping plate, and of transverse lower stool, transverse bulkhead plating and inner hull up to a height of 3.0m above the lowest point of the inner bottom, excluding bilge wells, is to be obtained from the following formula:
t GR = 0.28(M GR + 42 ) sk
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Technical Background for Rule Change Notice No.1-4 (Minimum Scantling, Side Frame and Grab)
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Technical Background for the Changes Regarding Scantling Requirement for Ordinary stiffener, Side Frame and Grab
1.1 Ch 6, Sec 2, [2.2] The current CSR requires the minimum thickness of webs of ordinary stiffeners is not to be less than 40% of the net offered thickness of the attached plating. However, there are some cases where the thickness of plating is increased due to buckling check of the plating and hull girder strength check and so on. In such cases, the thickness of web of ordinary stiffener is determined by the increased offered thickness of the attached plating and sometimes scantling of the angle type stiffener is remarkable large in order to satisfy with this requirement. This rule change is made to avoid such cases. (KC ID 213).
In addition, the maximum thickness of webs of ordinary stiffeners is mentioned in [2.2.1], although the title of this requirement is minimum thickness requirement. This requirement is based on the consideration of the proportion of thickness between the attached plating and webs of ordinary stiffener. Accordingly, [2.2] will be
modified to be applicable both on minimum and maximum thickness, as follows: Title of [2.2] should be Net thicknesses of webs of ordinary stiffeners Title of [2.2.1] should be Minimum net thicknesses of webs of ordinary stiffeners other than side frames of single side bulk carriers Title of [2.2.2] should be Minimum net thicknesses of side frames of single side bulk carriers New [2.2.3] with the following title: Maximum net thickness of web of ordinary stiffener.
1.2 Ch 6 Sec 2, [3.3.1] This change is made to clarify the requirement by specifying the extent of the span to use and the calculation point for still water and wave pressures (refer to KC ID 216 and 217). It specifies also that the requirements of Ch6. Sec2 [3.2.3] are to be asserted along the whole span of the frames for holds intended to carry ballast water in heavy ballast condition (KC ID 356). 1.3 Ch 6 Sec 2, [3.3.3] This change is made to clarify the requirement by specifying the requirements to be met for side frames lower bracket in holds intended to carry ballast water in heavy ballast condition (KC ID 356). 1.4 Ch 6 Sec 2, [3.3.4] This change is made to clarify the requirement by specifying the requirements to be met for side frames upper bracket in holds intended to carry ballast water in heavy ballast condition (KC ID 356). 1.5 Ch 9 Sec 1, [4.3.3] and Sec 2, [4.2.3] The requirements in Ch 9 Sec 1, [4.3.3] and Sec 2 [4.2.3] are same required in Ch 6 Sec 2, [2.2.1].
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1.6 Ch 12 Sec 1, [2.1] This change is made to clarify the requirement by specifying the areas concerned by this calculation (refer to KC ID 313 and 544).

2.1 Ch 6, Sec 2, [2.2.1], [2.2.3], Ch 9 Sec 1, [4.3.3] and Sec 2, [4.2.3] (1) The net offered thickness is changed to net required thickness and the required thickness is determined according to Ch 6 Sec 1. (2) The maximum net offered thickness is deleted from the requirement in [2.2.1] and the formula with the same meaning are added to new paragraph [2.2.3]. (3) The requirements in Ch 9 Sec 1, [4.3.3] and Sec 2, [4.2.3] are revised in order to be same for Ch 6 Sec 2, [2.2.1]. 2.2 Ch 6, Sec 2, [3.3.1] (1) The definition of the pressures for side frames is added. (2) For side frames in ballast hold, the scantling check is carried out as an ordinary stiffener with span defined in Ch 3 Sec 6 [4.2]. 2.3 Ch 6, Sec 2, [3.3.3] and [3.3.4] For lower and upper brackets of side frame in ballast hold, the net section modulus at the level of brackets of side frame is to be not less than twice of the net section moduli obtained by the requirements for both side frames and ordinary stiffeners.
2.4 Ch 12 Sec 1, [2.1]
Inner hull up to a height of 3.0m from the lowest point of inner bottom is applied to this requirement.
3.1 Ch 6, Sec 2, [2.2.1], [2.2.3], Ch 9 Sec 1, [4.3.3] and Sec 2, [4.2.3]
Regarding the minimum thickness requirement of webs of ordinary stiffeners, the scantling impact depends on the stiffener type used. If the angle type stiffener is used, the scantling is decrease by this change but steel weight decrease is negligible.
3.2 Ch 6 Sec 2 [3.3.1], [3.3.3] and [3.3.4]
3.3 Ch 12 Sec 1, [2.1]
For double side skin bulk carrier having the height of the bilge hopper tanks less than 3.0m or hybrid bulk carrier with cargo hold without hopper tank, it is considered that the thickness of inner hull may be increased by this rule change. However, as there is no CSR ships with such design, the scantling impact cannot be compared that before and after the proposed Rule change.
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Rule Change Notice No.1-5 (Direct Strength Analysis)

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COMMON STRUCTURAL RULES FOR BULK CARIIERS

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

2.3.1 Both ends of the model are to be simply supported according to Tab 1 and Tab 2. The nodes on the longitudinal
members at both end sections are to be rigidly linked to independent points at the neutral axis on the centreline as shown in Tab 1. The independent points of both ends are to be fixed as shown in Tab 2.
Table 1: Rigid-link of both ends Translational Dx Dy Dz Rx All longitudinal members RL RL RL RL means rigidly linked to the relevant degrees of freedom of the independent point Nodes on longitudinal members at both ends of the model Rotational Ry Rz -
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Table 2: Support condition of the independent point Location of the independent point Dx Fix Translational Dy Dz Fix Fix Fix Fix Rx - Fix Fix Rotational Ry Rz -
Independent point on aft end of model Independent point on fore end of model
3. Analysis criteria
3.2 Yielding strength assessment
3.2.1 Reference stresses Reference stress is Von Mises equivalent stress at the centre of a plane element (shell or membrane) or axial
stress of a line element (bar, beam or rod) obtained by FE analysis through considering hull girder loads according to [2.5.4] or [2.5.5]. Where the effects of openings are not considered in the FE model, the reference stresses in way of the openings are to be properly modified with adjusting shear stresses in proportion to the ratio of web height and opening height. Where elements under assessment are smaller than the standard mesh size specified in [2.2.4] or [2.2.5], the reference stress may be obtained from the averaged stress over the elements within the standard mesh size.
3.4 Deflection of primary supporting members

The relative deflection, max in mm, in the outer bottom plate obtained by FEA is not to exceed the following criteria: The maximum relative deflection between the double bottom and the forward (or afterward) transverse bulkhead obtained from the FE analysis is not to exceed the following criteria:
max
where:
li 150
max
: Maximum relative deflection, in mm, obtained by the following formula, and not including secondary deflection between the double bottom and the forward (or afterward) transverse bulkhead, in mm
max = max( B1 , B 2 )
where, B1 and B2 are shown in Fig 3.

li
: Length or breadth of the flat part of the double bottom, in mm, whichever is the shorter.
PAGE 85 OF 171
li
B1 B2
li
B2
Figure 3: Definition of relative deflection
B1
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Section 3 DETAILED STRESS ASSESSMENT
1. General
1.1 Application
1.1.1 This Section describes the procedure for the detailed stress assessment with refined meshes to evaluate highly
stressed areas of primary supporting members. Where the global cargo hold analysis of Sec 2 is carried out using a model complying with the modelling criteria of Sec 2, [2.2.4], the areas listed in Tab 1 are to be refined at the locations whose calculated stresses exceed 95% for non-orthotropic elements or 85 % for orthotropic element but do not exceed 100% of the allowable stress as specified in Sec 2, [3.2.3].
PAGE 87 OF 171
PAGE 88 OF 171
Technical Background for Rule Change Notice No.1-5 (Direct Strength Analysis)
PAGE 89 OF 171
Technical Background for the Changes Regarding the Direct Strength Analysis:
1.1 Ch 7, Sec 2, [2.2.4] and [3.2.1] In a transverse ring in bilge hopper tank, there are some cases where the web height is smaller than the space between ordinary stiffeners. Where the web is divided by three elements, the element size is relative small. In addition, the element sometimes becomes smaller so that the aspect ratio of element does not exceed 1:4. It is not considered that such smaller elements are appropriate for applying the global strength analysis of cargo hold structures. Therefore this rule change is made to clarify the requirements according to the interpretation in KC ID 149. 1.2 Ch 7, Sec 2, Table 2 The boundary condition in FEA, which restricts rotation along x-axis at fore end of FE model but allow free rotation at aft end, specified in Table 2. However, this boundary condition may cause unexpected warping deformation under beam sea condition because the one end of FE model is rotated about x-axis. It has been noticed that the stress level induced by the warping deformation is sometimes unreasonable severe, especially, in case of smaller bulk carrier as handy size and Panamax BCs. This rule change is an interim solution made to avoid the unexpected rotation in FEA due to this boundary condition. (Refer to KC ID 340). A definitive agreement on boundary conditions has later to be made through further studies that will use same basis in order to make effective comparisons and impact evaluations. 1.3 Ch 7, Sec 2, [3.2.1] Stress level of all elements in FE model should be within the allowable criteria specified in the Rules, in principle. However, the elements having relative small size are often used in FEA. In this case, the averaged stresses among these elements are normally used where deemed reasonable by the Society. This change is made to clarify the requirements for such a case.(Refer to KC ID 340) 1.4 Ch 7, Sec 2, [3.4] The maximum relative deflection is not clear in the current text. In order to clarify the relative deflection, which does not include the deflection of ordinary stiffeners, the editorial correction is made and new figure which gives a definition of the deflection of the outer bottom plate is added. 1.5 Ch 7, Sec 3, [1.1.1] This rule change is made to clarify the requirement for the application of the detailed stress assessment. (Refer to KC ID 341)
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2. Summary of Rule Change

2.1 Ch 7, Sec 2, [2.2.4] Considering the actual design for the transverses in bilge hopper or topside tank, the height of transverse web is smaller than the spacing between longitudinals. In order to avoid the smaller mesh size in such structural members as far as practicable, the rule change is so made that two shell elements can be accepted. 2.2 Ch 7, Sec 2, [2.3.1] Table 2 As an interim solution the rotational boundary condition RX of independent point on at end of model is changed to Fix from -. 2.3 Ch 7, Sec 2, [3.2.1] Reference stresses Where the cargo hold FE model includes the smaller mesh size than the standard mesh size specified in the Rules, the reference stress can be obtained from the averaged stress over the elements within the standard mesh size. 2.4 Ch 7, Sec 2 [3.4] Deflection of primary supporting members In order to clarify the definition of the relative deflection of outer bottom structure, the figure is added in the text and the relevant texts are modified. 2.5 Ch 7, Sec 3, [1.1] Where the stresses calculated according to the global strength analysis of cargo hold structures specified in Ch 7 Sec 2 exceed 95% for non-orthotropic elements or 85% for orthotropic elements but not exceed allowable stress, detailed stress analysis specified in Sec 3 is required.
3.1 Impact on scantling due to the change in Ch 7, Sec 2, [2.2.4], [3.2.1], [3.4] and Sec 3, [1.1] As these rule changes specified in 2.1, 2.3, 2.4 and 2.5 above are made for the clarification, there is no scantling impact due to these changes. 3.2 Impact on scantling due to the changes in Ch 7, Sec 2, Table 2 regarding the correction of the boundary conditions The cargo hold FEA using the boundary condition specified in the current text gives too unreasonable stress in cross deck. Due to the unreasonable stresses, the required thickness for cross deck may be than that for upper deck plating. For example, the required thickness for cross deck is 22.5mm (AH32) and 15mm (AH32) for upper deck according to KC ID 343. From the engineering point of view, this result caused by the boundary condition which gives unrealistic warping effect in FE model obviously. Therefore, the scantling impact due to this change is not carried out. However, the unreasonable and excessive stresses around the hatch opening and in cross deck are improved drastically by this modification. The details of the effect due to the modification of the boundary condition are mentioned in Annex 1.
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Annex 1: Details of the effect due to the modification of the boundary conditions
1. FE Analysis and results In order t to examine the effect due to the modification of the boundary condition regarding the rotational restriction Rx along x-axe, the FE analysis for one Handy max buck carrier is carried out as a typical example. Applied boundary condition is given in Table 1-1. Table 1-1 Applied boundary condition Boundary condition as per CSR
Dx Fix Translational Dy Fx Fix Translational Dy Fx Fix Dz Fix Fix Rx Fix Rotational Ry Rotational Ry Rz -
(1) Case-1
Independent Point Aft End of Model Fore End of Model
(2) Case-2
Modified boundary condition

Dx Fix Dz Fix Fix Rx Fix Fix Rz -
Independent Point Aft End of Model Fore End of Model
Applied loading condition and load case are full load homogeneous condition and EDW P1. As the effect due to the boundary condition is mainly appeared in the stresses of structures around the hatch opening and cross deck under beam sea condition, the calculated stresses in cross deck and deformations for full load condition under beam sea (P1) as a typical example. The sampling point of the stress of cross deck is shown in Fig. 1-1.
P
6 7
4 5
1 2
9 10
12 13
14 15
C.L
11
16
Fig. 1-1 Sampling Point
PAGE 92 OF 171
The stresses of the sampling points for case 1 and case 2 are shown in Table 1-2. The stress level in cross deck is given in Figure 1-2 and the deformation of the FE model is given in Fig. 1-3.
Table 1-2 Stresses at the sampling points in Cross Deck in full load condition under beam sea (P1)
allowable ID 1 2 3 4 5 6 7 8 (N/mm2) 326 235 235 326 235 326 235 235
e (N/mm2) Case-1 Case-2 (CSR) (Modified) 41 229 103 145 165 137 145 109 195 168 246 94 167 112 144 153
allowable ID 9 10 11 12 13 14 15 16 (N/mm2) 326 235 235 326 235 326 235 235
e (N/mm2) Case-1 Case-2 (CSR) (Modified) 439 224 213 141 153 134 201 132 249 174 108 68 103 91 205 150
PAGE 93 OF 171
NG
(1) Case -1
(1) Case 1
Fig-5 Deformation (Case-2 / Boundary Condition of CSR)
(2) Case 2
Fig. 1-2 Stress level in the cross deck in full load condition under beam sea (P1)
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(1) Case 1
(2) Case 2 Fig. 1-3 Deformation for FE model at the full load condition under beam sea (P1)
PAGE 95 OF 171
2. Conclusion According to Fig 1-3(1), the deformation of FE model is warped unreasonably due to the boundary condition that is the aft end of FE model is free. Hence, the stress distribution in cross deck forward the mid hold of FE model is different from that of afterward the mid hold and the stress value in cross deck seems to be excessive as shown in Fig 1-2(1) and Table 1-1. On the other hand, the deformation of FE model for case 2 is not observed the unreasonable warp because the rotational restriction of both ends of FE model is applied, as shown in Fig 13(2). Hence, the stress distribution in forward cross deck forward the mid hold of FE model is similar to that afterward the mid hold and excessive stress values are not appeared in cross deck as shown in Fig. 1-2(2) and Table 1-1.
Then, it is concluded that (1) The boundary in current text gives excessive and unreasonable results. (2) The corrected boundary condition does not give excessive and unreasonable results. In order to evaluate the FEA results properly, the incorrect boundary condition should be revised to avoid the unreasonable warping deformation in FE model.
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Rule Change Notice No.1-6 (Fatigue Check for Longitudinals)

PAGE 97 OF 171

Section 5 EXTERNAL PRESSURES
2. External pressures on exposed decks

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

2.1 Pressure due to liquid in still water
2.1.3 For fatigue strength assessment, the liquid pressure in still water pBS, in kN/m2, is given by the following formula.
pBS = L g ( zTOP z )
If the pBS is negative, pBS is to be taken equal to 0. Where the considered load point is located in the fuel oil, other oils or fresh water tanks, liquids are assumed to be fulfilled up to the half height of the tanks and zTOP is taken to the Z coordinate of the liquid surface at the upright condition
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Section 1 GENERAL CONSIDERATION
1. General
1.3 Subject members
1.3.1 Fatigue strength is to be assessed, in cargo hold area, for members described in Tab 1, at the considered
locations.
Table 1: Members and locations subjected to fatigue strength assessment Members Details
Inner bottom plating Inner side plating Transverse bulkhead Hold frames of single side bulk carriers Ordinary stiffeners in double side space Ordinary stiffeners in upper and lower wing tank Ordinary stiffeners in double bottom Hatch corners
Connection with sloping and /or vertical plate of lower stool Connection with sloping plate of hopper tank Connection with sloping plate of hopper tank Connection with sloping plate of lower stool Connection with sloping plate of upper stool Connection to the upper and lower wing tank Connection of longitudinal stiffeners with web frames and transverse bulkhead Connection of transverse stiffeners with stringer or similar Connection of longitudinal stiffeners with web frames and transverse bulkhead Connection of longitudinal stiffeners with floors and floors in way of lower stool or transverse bulkhead Free edges of hatch corners
3. Loading
3.1 Loading condition
3.1.1 The loading conditions to be considered are defined in Tab 2 depending on the ship type. The standard loading
conditions illustrated in Ch 4, App 3 are to be considered.
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Table 2: Ship type BC-A BC-B BC-C
Loading conditions Ballast condition Normal ballast Heavy ballast
Full load condition Homogeneous Alternate
-----
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Section 4 STRESS ASSESSMENT OF STIFFENERS
1. General
1.1 Application
1.1.1 Hot spot stress ranges and structural hot spot mean stresses of longitudinal stiffeners are to be assessed in line
with the requirements of this Section.

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

2.3 Stress range according to the simplified procedure
2.3.1 Hot spot stress ranges The hot spot stress range, in N/mm2, due to dynamic loads in load case i of loading condition (k) is to be
obtained from the following formula:

W , i ( k ) = GW , i1( k ) + W 1, i1( k ) W 2, i1( k ) + d , i1( k ) GW , i 2( k ) + W 1, i 2( k ) W 2, i 2( k ) + d , i 2( k )
) (
where
GW , i1(k), GW , i2(k) : Stress due to hull girder moment, defined in [2.3.2] W1 , i1(k), W1 , i2(k) : Stress LW ,i j(k) , CW ,i j (k) and LCW , i j (k) due to hydrodynamic or inertial pressure when the
pressure is applied on the same side as the ordinary stiffener depending on the considered case
W2 , i1(k), W2 , i2(k) : Stress LW , i j(k) , CW , i j (k) and LCW , i j (k) due to hydrodynamic or inertial pressure when the
pressure is applied on the side opposite to the stiffener depending on the considered case
LW , i1(k), LW , i2(k) : Stresses due to wave pressure, defined in [2.3.3] CW , i1(k), CW , i2(k) : Stresses due to liquid pressure, defined in [2.3.4] LCW , i1(k), LCW , i2(k) : Stresses due to dry bulk cargo pressure, defined in [2.3.5]
PAGE 102 OF 171
d , i1(k), d , i2(k)
: Stress due to relative displacement of transverse bulkhead or floor in way of stools, defined in [2.3.6].
2.3.2 Stress due to hull girder moments The hull girder hot spot stress, in N/mm2, in load case i1 and i2 for loading condition (k) is to be obtained
from the following formula:
GW , i j ( k ) = K gh (CWV , i j WV , i j CWH , i j WH , ( k ) )
( j = 1, 2)
where: Kgh : Geometrical stress concentration factor for nominal hull girder stress depending on the detail of end connection as defined in Tab 1. Kgh is given in Tab 1 and Tab 2 for the longitudinal end connection specified in [1.1.2](1) and [1.1.2](2), respectively. The stress concentration factor can be evaluated directly by the FE analysis. CWV , i1 , CWV , i2 , CWH , i1 , CWH , i2 : Load combination factors for each load case defined in Ch 4, Sec 4, [2.2]
WV , i1 , WV , i2 , WH , (k)
: Nominal hull girder stresses, in N/mm2, defined in Sec 3, [2.2.2]
2.3.3 Stress due to wave pressure The hot spot stress, in N/mm2, due to the wave pressure in load case i1 and i2 for loading condition (k) is
to be obtained from the following formula:
LW , i j ( k )
6x f 6x f 2 K gl K s C NE , i j ( k ) pW , i j ( k ) sl 2 1 + 2 l l 3 10 = 12w 6x f 6x f 2 K gl K s pCW , i j ( k ) sl 1 + 2 l l = 12 w
2
( j = 1, 2)
LW , i j ( k )
10 3
( j = 1, 2)
2C NE , i1( k ) pW , i1( k ) ; C NE , i1( k ) < 0.5 pCW , i1( k ) = ; C NE , i1( k ) 0.5 pW , i1( k ) ; 0 pCW , i 2( k ) = (2C NE , i 2( k ) 1) pW , i 2( k ) C NE , i 2( k ) < 0.5 ; C NE , i 2( k ) 0.5
where: pW , i j(k) : Hydrodynamic pressure, in kN/m2, specified in Ch 4, Sec 5, [1.3], [1.4] and [1.5] , with fp = 0.5, in load case i1 and i2 for loading condition (k). When the location of the considered member is above the waterline, the hydrodynamic pressure is to be taken as the pressure at waterline. Kgl : Geometrical stress concentration factor for stress due to lateral pressure depending on the detail of end connection as defined in Tab 1. Kgl is given in Tab. 1 and Tab. 2 for the longitudinal end connection specified in [1.1.2] (1) and [1.1.2] (2), respectively The stress concentration factor can be evaluated directly by the FE analysis when the detail of end connection is not defined in Tab 1.
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RULE CHANGE NOTICE NO.1-6 Ks
: Geometrical stress concentration factor due to stiffener geometry

t f (a 2 b 2 ) b 1 K s =1 + 2 wb bf wb 3 1 + w 10 a
a,b
: Eccentricity, in mm, of the face plate as defined in Fig 1. For angle profile, b is to be taken as half the net actual thickness of the web.
tf, bf
: thickness and breadth of face plate, in mm, respectively, as defined in Fig 1
wa , wb : Net section modulus in A and B respectively(see Fig.1), in cm3, of the stiffener about the neutral axis parallel to Z axis without attached plating. CNE , i j(k) : Correction factor for the non linearity of the wave pressure range in load case i1 and i2 of loading condition (k)
pW , i j ( k ), WL z TLC ( k ) + g exp pW , i j ( k ), WL = ( ln 0.5)12.5 g 1.0
2.5
C NE , i j ( k )
for for
z > TLC ( k )
pW , i j ( k ), WL
z TLC ( k )
pW , i j ( k ), WL
TLC(k) z s
l
: Draught, in m, of the considered loading condition (k)
pW , i j(k) , WL : Hydrodynamic pressure, in kN/m2, at water line in load case i1 and i2 of loading condition (k) : Z co-ordinate, in m, of the point considered : Stiffener spacing, in m : Span, in m, to be measured as shown in Fig 2. The ends of the span are to be taken at points where the depth of the end bracket, measured from the face plate of the stiffener is equal to half the depth of the stiffener. xf w : Distance, in m, to the hot spot from the closest end of the span l (see Fig 2) : Net section modulus, in cm3, of the considered stiffener. The section modulus w is to be calculated considering an effective breadth se, in m, of attached plating obtained from the following formulae:
l 1 1 / 3 for 0.67 s sin 2s 6 se = 0.67 s for
l 6 s 1 1/ 3 l 6 > s 1 1/ 3
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Z bf b tf B a A tw hw tp
O
bp
Figure 1: Sectional parameters of a stiffener
l
Trans. hot spot d/2 Trans.
d/2 d
xf
Figure 2: Span and hot spot of longitudinal stiffeners
PAGE 105 OF 171
2.3.4 Stress due to liquid pressure The hot spot stress, in N/mm2, due to the liquid pressure in load case i1 and i2 for loading condition (k) is
to be obtained from the following formula:

6x f 6x f 2 K gl K s C NI , i j ( k ) p BW , i j ( k ) sl 2 1 + 2 l l = 12 w
CW , i j ( k )
where:
10 3
( j = 1, 2)
pBW , i j(k) : Inertial pressure, in kN/m2, due to liquid specified in Ch 4, Sec 6, [2.2], with fp = 0.5, in load case i1 and i2 for loading condition (k). Where the considered location is located in fuel oil, other oil or fresh water tanks, no inertial pressure is considered for the tank top longitudinals and when the location of the considered member is above the liquid surface in static and upright condition, the inertial pressure is to be taken at the liquid surface line. CNI , i j(k) : Correction factor for the non linearity of the inertial pressure range due to liquid in load case i1 and i2 for loading condition (k)
p BW , i j ( k ), SF z z SF + g exp p = BW , i j ( k ), SF ( ln 0.5)1 2.5 g 1.0
2.5
C NI , i j ( k )
for
for
z > z SF
p BW , i j ( k ), SF
z z SF
p BW , i j ( k ), SF
zSF
: Z co-ordinate, in m, of the liquid surface. In general, it is taken equal to ztop defined in Ch 4 Sec 6. If the considered location is located in fuel oil, other oil or fresh water tanks, it may be taken as the distance to the half height of the tank. In general, it is taken as the distance to the top of the tank. In case of fuel oil tank, it may be taken as the distance to the half height of the tank
: Z co-ordinate, in m, of the point considered
pBW , i j(k) , SF : Inertial pressure due to liquid, in kN/m2, taken at the liquid surface in load case i1 and i2 for loading condition (k). In calculating the inertial pressure according to Ch 4 Sec 6, [2.2.1], x and y coordinates of the reference point are to be taken as liquid surface instead of tank top. Kgl, Ks : the stress concentration factor defined in [2.3.3]
2.3.6 Stress due to relative displacement of transverse bulkhead or floor in way of transverse bulkhead or stool For longitudinal end connection specified in [1.1.2] (2), tThe additional hot spot stress, in N/mm2, due to the
relative displacement in the transverse direction perpendicular to the attached plate between the transverse bulkhead or floor in way of stools and the adjacent transverse web or floor in load case i1 and i2 for loading condition (k) is to be obtained from the following formula.
K dF a dF a , i j ( k ) + K dA a dA a , i j ( k ) K dF f dF f , i j ( k ) + K dA f dA f , i j ( k )
d , i j(k ) =
where: a,f
for point " a" for point " f "
( j = 1, 2)
: Suffix which denotes the location considered as indicated in Tab 12.
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COMMON STRUCTURAL RULES FOR BULK CARRIERS A,F
: Suffix which denotes the direction, forward (F) and afterward (A), of the transverse web or floor where the relative displacement is occurred as indicated in Tab 12.(see Fig 3) : Additional stress at point a and f , in N/mm2, due to the
dF-a , i j(k) , dA-a , i j(k) , dF-f , i j(k) , dA-f , i j(k)
relative displacement between the transverse bulkhead or floors in way of stools and the forward (F) and afterward (A) transverse web or floor respectively in load case i1 and i2 for loading condition (k)
1 1.15 x fA w A l F (l A I F + l F I A ) lA
3.9 F , i j ( k ) EI A I F
dF a , i j ( k ) =
10 5 0.9 A, i j ( k ) EI A x fA wAl A3 10 5 10 5
dAa , i j ( k ) =
3.9 A, i j ( k ) EI A I F
1 1.15 x fA w A l A (l A I F + l F I A ) lA 3.9 F , i j ( k ) EI A I F 1 1.15 x fF wF l F (l A I F + l F I A ) lF

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

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

3.3 Mean stress according to the simplified procedure
3.3.1 Hot spot mean stresses The structural hot spot mean stress, in N/mm2, in loading condition (k) regardless of load case i is to be
obtained from the following formula:
mean, ( k ) = GS , ( k ) + S1, ( k ) S 2, ( k ) + dS , ( k )
where
GS , (k) : Stress due to still water hull girder moment, defined in [3.3.2] S1 , (k) : Stress due to static pressure when the pressure is applied on the same side as the ordinary stiffener
depending on the considered case, with consideration of the stresses defined in [3.3.3] to [3.3.5]
S2 , (k) : Stress due to static pressure when the pressure is applied on the side opposite to the stiffener
depending on the considered case, with consideration of the stresses defined in [3.3.3] to [3.3.5]
LS , (k) : Stress due to hydrostatic pressure, defined in [3.3.3] CS , (k) : Stress due to liquid pressure in still water, defined in [3.3.4] LCS , (k) : Stress due to dry bulk cargo pressure in still water, defined in [3.3.5] dS , (k) : Stress due to relative displacement of transverse bulkhead in still water, defined in [3.3.6].
PAGE 108 OF 171
3.3.2 Stress due to still water hull girder moment The hot spot stress due to still water bending moment, in N/mm2, in loading condition (k) is to be obtained
with the following formula:
GS , ( k ) = K gh
where: MS , (k)
M S , ( k ) (z N ) IY
10 3
: Still water vertical bending moment, in kN.m, defined in Sec 3, [3.2.2].
3.3.3 Stress due to hydrostatic and hydrodynamic pressure The hot spot stress due to hydrostatic and hydrodynamic pressure, in N/mm2, in loading condition (k) is to be
obtained with the following formula:

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

6xf 6 xf 2 + K gl K s pCS, ( k )sl 2 1 l l2 = 12w 10 3
CS, ( k )
where: pCS ,(k) : Liquid pressure in still water, in kN/m2, in loading condition (k) specified in Ch 4, Sec 6, [2.1]. Where the considered location is located in fuel oil, other oil or fresh water tanks, dAP and PPV defined in Ch 4 Sec 6 are to be taken equal to 0 and zTOP specified in Ch 4 Sec 6, [2.1] is to be taken equal to zSF specified in [2.3.4].
PAGE 109 OF 171
Table 1: Stress concentration factors for the stiffener end connection Structural type Assessed point Collar plate Bracket size Stress concentration factors Kgl Kgh KdF KdA
1 watertight A nonwatertight F 2 watertight A nonwatertight F 3 watertight a nonwatertight f 4 a watertight watertight watertight watertight ----1.65 1.1 ------------1.5 1.1 1.15 1.5
----dw d<1.5dw 1.5dw d dw d<1.5dw 1.5dw d dw d<1.5dw 1.5dw d dw d<1.5dw 1.5dw d dw d<1.5dw 1.5dw d dw d<1.5dw 1.5dw d dw d<1.5dw 1.5dw d dw d<1.5dw 1.5dw d dw d<1.5dw 1.5dw d dw d<1.5dw 1.5dw d dw d<1.5dw 1.5dw d dw d<1.5dw 1.5dw d
1.1 1.45 1.4 1.55 1.5 1.1 1.05 1.4 1.35 1.5 1.45 1.05 1.05 1.1 1.05 1.3 1.3 1.4 1.4 1.1 1.05 1.3 1.3 1.35 1.35
1.05 1.1 1.05 1.1 1.05 1.05 1.05 1.1 1.05 1.1 1.05 1.05 1.05 1.05 1.05 1.1 1.05 1.1 1.05 1.05 1.05 1.1 1.05 1.1 1.05
1.55 1.15 1.15 --------1.15 1.1 1.1 1.05 --------1.1 1.05 1.05 1.05 1.35 1.3 --------1.05 1.05 1.55 1.5 ---------
1.05 1.4 1.35 --------1.1 1.05 1.35 1.3 --------1.05 1.05 1.25 1.2 1.05 1.05 --------1.2 1.15 1.1 1.05 ---------
watertight f nonwatertight 5 a watertight
watertight f nonwatertight
PAGE 110 OF 171
Table 1: Stress concentration factors for the stiffener end connection (continued) Structural type Assessed point Collar plate Bracket size Stress concentration factors Kgl Kgh KdF KdA
6 watertight a nonwatertight f 7 watertight a nonwatertight f 8 watertight a nonwatertight f 9 a watertight watertight watertight watertight
dw d<1.5dw 1.5dw d dw d<1.5dw 1.5dw d dw d<1.5dw 1.5dw d dw d<1.5dw 1.5dw d dw d<1.5dw 1.5dw d dw d<1.5dw 1.5dw d dw d<1.5dw 1.5dw d dw d<1.5dw 1.5dw d dw d<1.5dw 1.5dw d
1.1 1.05 1.15 1.1 1.05 1.05 1.1 1.05 1.15 1.1 1.05 1.05 1.1 1.05 1.1 1.05 1.05 1.05
1.05 1.05 1.05 1.05 1.05 1.05 1.05 1.05 1.05 1.05 1.05 1.05 1.1 1.05 1.1 1.05 1.05 1.05
1.05 1.05 --------1.1 1.05 1.05 1.05 --------1.05 1.05 1.05 1.05 --------1.1 1.05
1.1 1.05 --------1.05 1.05 1.2 1.15 --------1.05 1.05 1.15 1.1 --------1.05 1.05
-----
1.4
1.05
1.05
1.75
f 10 a
watertight
-----
1.6
1.05
1.7
1.05
watertight
-----
1.3
1.05
1.05
1.75
watertight
-----
1.55
1.05
1.3
1.05
PAGE 111 OF 171
Table 1: Stress concentration factors for the stiffener end connection (continued) Structural type Assessed point Collar plate Bracket size Stress concentration factors Kgl Kgh KdF KdA
11 a watertight ----1.1 1.05 1.05 1.2
f 12 a
watertight
-----
1.75
1.05
1.4
1.05
watertight
-----
1.1
1.05
1.05
1.2
f 13 a
watertight
-----
1.3
1.05
1.05
1.05
watertight
-----
1.05
1.05
1.05
1.15
f 14 a
watertight
-----
1.95
1.05
1.55
1.05
watertight
-----
1.05
1.05
1.05
1.15
watertight
-----
1.7
1.05
1.15
1.05
PAGE 112 OF 171
Table 1: Stress concentration factors for non-watertight longitudinal end connection at transverse webs or floors other than transverse bulkheads or floors in way of stools Bracket type Assessed point Bracket size Stress concentration factors Kgl Kgh
1
A F
a ----1.65 1.1
2
A F
a 1.5dw d 1.5 1.05 dw d < 1.5dw 1.55 1.1
3
A F
a 1.5dw d 1.45 1.05 dw d < 1.5dw 1.5 1.1
4
A F
f 1.5dw d 1.4 1.05 dw d < 1.5dw 1.4 1.1
5
A F
f 1.5dw d 1.35 1.05 dw d < 1.5dw 1.35 1.1
6
A F
a 1.5dw d 1.1 1.05 dw d < 1.5dw 1.15 1.05
PAGE 113 OF 171
Table 1: Stress concentration factors for non-watertight longitudinal end connection at transverse webs or floors other than transverse bulkheads or floors in way of stools (continued) Bracket type Assessed point Bracket size Stress concentration factors Kgl Kgh
7
A F
a
dw d < 1.5dw
1.15
1.05
1.5dw d
1.1
1.05
8
A F
a 1.5dw d 1.05 1.05 dw d < 1.5dw 1.1 1.1
9
Tripping bracket
F
a d 2h 1.45 1.1
10
Tripping bracket
F
a d 2.5h 1.35 1.1
11
Tripping bracket
a d1 2h and h d2
1.15
1.1
1.85
1.1
12
Tripping bracket
d1 2.5h and h d2
1.15
1.1
1.35
1.1
13
Tripping bracket
a d1 2h and h d2
1.1
1.1
2.05
1.1
14
Tripping bracket
d1 2.5h and h d2
1.1
1.1
1.8
1.1
PAGE 114 OF 171
Table 2: Stress concentration factors for watertight longitudinal end connection at transverse bulkheads and floors in way of stools Bracket type Assessed point Bracket size Stress concentration factors Kgl Kgh KdF KdA
1
A F
-----
1.5
1.1
1.15
1.5
----dw d<1.5dw 1.5dw d
1.1
1.05
1.55
1.05
2
A F
1.45 1.4 1.1 1.05 1.4 1.35 1.05 1.05 1.1 1.05 1.3 1.3 1.1 1.05 1.3 1.3 1.1 1.05 1.05 1.05
1.1 1.05 1.05 1.05 1.1 1.05 1.05 1.05 1.05 1.05 1.1 1.05 1.05 1.05 1.1 1.05 1.05 1.05 1.05 1.05
1.15 1.15 1.15 1.1 1.1 1.05 1.1 1.05 1.05 1.05 1.35 1.3 1.05 1.05 1.55 1.5 1.05 1.05 1.1 1.05
1.4 1.35 1.1 1.05 1.35 1.3 1.05 1.05 1.25 1.2 1.05 1.05 1.2 1.15 1.1 1.05 1.1 1.05 1.05 1.05
dw d<1.5dw 1.5dw d
3
A F
dw d < 1.5dw 1.5dw d
dw d<1.5dw 1.5dw d
4
A F
dw d<1.5dw 1.5dw d
5
A F
6
A F
PAGE 115 OF 171
Table 2: Stress concentration factors for watertight longitudinal end connection at transverse bulkheads and floors in way of stools (continued) Bracket type Assessed point Bracket size Kgl Stress concentration factors Kgh KdF KdA
7
A F
dw d<1.5dw 1.5dw d
1.1 1.05 1.05 1.05 1.1 1.05 1.05 1.05
1.05 1.05 1.05 1.05 1.1 1.05 1.05 1.05
1.05 1.05 1.05 1.05 1.05 1.05 1.1 1.05
1.2 1.15 1.05 1.05 1.15 1.1 1.05 1.05
8
A F
dw d<1.5dw 1.5dw d
9
Tripping bracket
a d 2h f
1.4
1.05
1.05
1.75
1.6
1.05
1.7
1.05
10
Tripping bracket
a d 2.5h f
1.3
1.05
1.05
1.75
1.55
1.05
1.3
1.05
11
Tripping bracket
d1 2h and h d2
1.1
1.05
1.05
1.2
1.75
1.05
1.4
1.05
12
Tripping bracket
d1 2.5h and h d2
1.1
1.05
1.05
1.2
1.3
1.05
1.05
1.05
13
Tripping bracket
d1 2h and h d2
1.05
1.05
1.05
1.15
1.95
1.05
1.55
1.05
PAGE 116 OF 171
14
Tripping bracket
d1 2.5h and h d2
1.05
1.05
1.05
1.15
1.7
1.05
1.15
1.05
PAGE 117 OF 171
PAGE 118 OF 171
Technical Background for Rule Change Notice No.1-6 (Fatigue Check for Longitudinals)
PAGE 119 OF 171
Technical Background for the Changes Regarding Fatigue Check for Longitudinals
1. Reason for the Rule Change in:
1.1 Chapter 4, Section 5, [2.1.1] Since the external pressures on exposed deck are set up in order to check the local scantling considering the effect on green water and are not referenced in the pressures specified in Ch 8 Sec 4, [2.3.3], the clarification is made that these pressures are not necessary to consider for the fatigue check. 1.2 Chapter 4, Section 6, [2.1.3] For fatigue strength assessment, the filling height of liquid in the tank is to consider the average one because the fatigue strength of the structures is dominant to the most frequent condition in the representative loading condition. Generally, for water ballast tanks, the most frequent condition is assumed that the upper surface of liquid matches to upper level of the tank according to KC ID 359. 1.3 Chapter 8, Section 1, Table 1 and [3.1.1] These changes are made in order to clarify the requirements. 1.4 Chapter 8, Section 4, [2.3.3] and [3.3.3] To consider the nonlinear relation between wave pressure and wave height, the correction factor of the pressure range is specified in Ch8 Sec4 [2.3.3] of the current CSR. This correction factor is introduced to define an equivalent linear long term distribution of stress range which gives a fatigue damage equivalent to the damage according to the nonlinear distribution of stress range. However, the consideration of this nonlinearity on the evaluation of mean stress was not included. This consideration is naturally necessary to consider the nonlinear effect of wave pressure on the fatigue damage of side longitudinals. Consequently, Ch8 Sec4 [2.3.3] is to be modified so that this consideration can be taken into account. And Ch8 Sec4 [3.3.3] is also to be modified so that the mean stress considering the nonlinear effect can be evaluated. 1.5 Chapter 8, Section 4, [2.3.4] and [3.3.4] The interpretation is added to the text for the case where the considered locations are located in fuel oil tank, other oil tank or fresh water tank, according to KC ID 359. 1.6 Chapter 8, Section 4, [2.3.6] The clarification is made for the relative displacement according to the answer in KC ID 342. 1.7 Chapter 8, Section 4, Table 1 The table gives the stress concentration factors for representative stiffener end connections. However, some types of stiffener end connection not defined in the table are used for non watertight transverses and size of bracket was not defined in the table. The modification of the table is made to clarify the application of the types of stiffener end connections and the size of bracket based on the investigation result of actual ship design, according to KC IDs 255, 256, 257, 258 and 259.

2.1 Chapter 4, Section 5, [2.1.1] The sentence regarding the external pressure on exposed deck is added to the paragraph [2.1.1].
PAGE 120 OF 171
2.2 Chapter 4, Section 6, [2.1.3] The new paragraph [2.1.3] regarding the liquid pressure in still water is added. 2.3 Chapter 8, Section 1, Table 1 and [3.1.1] The word floors in way of lower stool is added to the details for ordinary stiffener in double bottom in Table 1 and the sentence regarding standard loading condition for fatigue strength assessment is added to [3.1.1]. 2.4 Chapter 8, Section 4, [2.3.3] and [3.3.3] In order to consider the nonlinearity on the evaluation of mean stress, the formulae are modified as follows. (1) [2.3.3] 6x f 6x f 2 2 K gl K s C NE , i j ( k ) pW , i j ( k ) sl 1 + 2 l l 3 10 ( j = 1, 2) LW , i j ( k ) = 12w 6x f 6x f 2 K gl K s pCW , i j ( k ) sl 1 + 2 l l = 12 w
2
LW , i j ( k )
10 3
( j = 1, 2)
2C NE ,i1( k ) pW ,i1( k ) ; C NE ,i1( k ) < 0.5 pCW ,i1( k ) = ; C NE ,i1( k ) 0.5 pW ,i1( k ) 0 pCW ,i 2 ( k ) = (2C NE ,i 2( k ) 1) pW ,i 2( k ) (2) [3.3.3]
6x f 6x f 2 + 2 K gl K s p S , ( k ) sl 2 1 l l = 12 w
; C NE ,i 2( k ) < 0.5 ; C NE ,i 2( k ) 0.5
LS , ( k )
10 3
LS , ( k )
2 pCW , i 1( k ) + pCW , i 2( k ) 2 6 x f 6 x f 1 + 2 K gl K s p S , ( k ) + sl l 2 l = 12w
10 3
In addition, the texts referring to Table 1 and Table 2 are changed according to the modification of these tables. The background of these formulae is given in Annex 1.
2.5 Chapter 8, Section 4, [2.3.4] and [3.3.4] Where the considered locations are located in fuel oil tank, other oil tank or fresh water tank, ZSF may be taken as the distance to the half height of the tank. In addition, where the hydrostatic pressure of the considered member located in fuel oil tank, other oil tank or fresh water tank is calculated according to Ch 4 Sec 6 [2.1.1], dAP and PPV defined in Ch 4 Sec 6 are to be taken equal to 0. 2.6 Chapter 8, Section 4, [2.3.6] The text on the definition of relative displacement is added.
PAGE 121 OF 171
2.7 Chapter 8, Section 4 Table 1 The current Table 1 is divided into two tables. One is for stress concentration factor for nonwatertight longitudinal end connection and the other is for stress concentration factor for watertight longitudinal connection. In addition, the bracket size is added based on the actual design.
3. Effect due to this change

3.1 Clarification of the rules specified in 2.1, 2.2, 2.4 and 2.5 As these changes are made for clarification, there is no scantling impact due to this clarification. 3.2 Chapter 8, Section 4, [2.3.3] and [3.3.3] The effect on assessed fatigue damage due to the modification was examined. Sample ships are listed in Table G1. Fatigue damages of side longitudinal stiffener with as-built scantling according to the current rule and the modified proposal were assessed and compared in Figs. 1(a) and (b). Assessed fatigue damages are well improved to agree with the current experiences that the side longitudinal stiffeners were hardly fatigue damaged.
Table 1: List of Examined Ships

Vessel ID Type Lpp (Rule) B D Max. Homo. Alt. d N.B. H.B. NA
D1 25
D1 D2 D3 Cape Handymax Handymax 275.48 178.48 178.29 45.00 32.20 31.00 24.30 16.50 16.50 17.80 11.68 11.66 17.80 11.68 11.66 17.80 11.68 11.66 7.59 5.87 6.19 8.67 9.78 7.91 10.56 6.16 6.08
D2
S1 S3 Cape Handymax 275.00 182.85 45.00 32.26 24.40 17.80 17.93 12.45 17.93 12.45 17.93 12.45 8.06 5.02 9.14 8.02 7.00 11.31
D3
S7 Cape 286.91 50.00 24.10 17.88 17.88 17.88 7.01 8.92 10.67
20 V erti Locati (m ) cal on V erti Locati (m ) cal on
15 V erti Locati (m ) cal on
15
15
10
10
10
C urrent M odi ed fi
0 0. 0 0. 5 1. 0 1. 5 Fati D am age gue 2. 0 2. 5
0 0. 0 1. 0 2. 0 3. 0 Fati D am age gue 4. 0 5. 0
0 0. 0 1. 0 2. 0 Fati D am age gue 3. 0 4. 0
Fig. 1(a) Comparison of Fatigue Damages of DSS BCs
PAGE 122 OF 171
S1 25
S3 25
S7
20 V erti Locati (m ) cal on V erti Locati (m ) cal on
15 V erti Locati (m ) cal on
20
15
15
10
10
10
0 0. 0 1. 0 2. 0 Fati D am age gue 3. 0
0 0. 0 1. 0 2. 0 Fati D am age gue 3. 0 4. 0
0 0. 0 2. 0 4. 0 Fati D am age gue 6. 0
Fig. 1(b) Comparison of Fatigue Damages of SSS BCs

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

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

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

2. Correct Treatment of Mean Stress Since the negative pressure is not acting at the position above waterline due to the wave fluctuation, the actual fluctuation of nonlinear pressure is illustrated as Fig. 1-3.
PAGE 125 OF 171
Fig. 1-3 Actual Condition of Fluctuating Non Linear Pressure In order to reflect above mentioned condition of fluctuating nonlinear pressure, the equation specified in Ch 8, Sec 4, [2.3.3] is to be modified as below:
6x f 6x f 2 + 2 K gl K s pCW , i j ( k ) sl 2 1 l l 103 LW , i j ( k ) = 12 w 2C NE , i1( k ) pW , i1( k ) ; C NE , i1( k ) < 0.5 pCW , i1( k ) = ; C NE , i1( k ) 0.5 pW , i1( k ) 0 pCW , i 2( k ) = 2C NE , i 2( k ) 1 pW , i 2( k )
( j = 1, 2)
; C NE , i 2( k ) < 0.5 ; C NE , i 2( k ) 0.5
According to this modification, the evaluated wave induced stress condition of the stiffeners can be illustrated as Fig. 1-4. The magnitude of stress range hold same as the one by current rule. Only the evaluation of mean stress considering the non linearity of the wave pressure has been improved.
45
Negative Mean Stress
Stress Range LWL
- 10
-5
10
15
20
Fig. 1-4 Wave induced Stress Condition along Ship Side In order to take the nonlinear fluctuating pressure condition into account in the evaluation of mean stress, the equation specified in Ch 8, Sec 4, [3.3.3] is to be modified as below:
PAGE 126 OF 171
2 p CW , i 1( k ) + p CW , i 2( k ) 2 6 x f 6 x f K gl K s p S , ( k ) + sl 1 + 2 2 l l LS , ( k ) = 10 3 12 w p + p CW , i 2( k ) If fluctuating pressure is linear, p S , ( k ) + CW , i 1( k ) = p S , ( k ) , then, above equation would 2
be same as the current equation.
PAGE 127 OF 171
Annex 2: Technical background of stress concentration factors for the stiffeners end connection
SCFs(Stress Concentration Factors) in Table 1 of Ch 8, Sec 4, CSR for Bulker are the ratio of the hot spot stress obtained by the very fine FE analysis to the nominal stress calculated by the simple formulae.
1. FE analysis Considering difference of the stiffener end connection detail, following 2 kinds of hot spot stress are calculated for each detail Nos.1-14. : hot spot stress due to out-of-plane load gl_hotspot : hot spot stress due to forced displacement dF_hotspot, dA_hotspot 1.1 Analysis model The T type longitudinal stiffener with shell penetrating Transverse Bulkhead is considered. According to each detail number in Table 1 of Ch 8, Sec 4, CSR for Bulker, the hot spot stresses (position a and position f) at stiffener end connection are calculated. Fig. 2-1 shows the analysis model and the size of stiffener. Fig. 2-2 shows the stiffener end connection of each detail No.
(a) Analysis model

Stiffener Size (mm) h tw wf Tf 500 12.5 150 22
S 850
ts 18
Moment of inertia I= 99,482 (cm4) Section modulus Z= 2,507 (cm3) Span length l0= 5,000 (mm)
(b) Stiffener shape and size Fig. 2-1 Analysis model and Stiffener details
PAGE 128 OF 171
Flat Bar Part
detail no 1 3 4 5 6 7 8
a/b 1.0 0.4 1.0 1.0 0.36 0.4 0.4
b/h R1/b 0.4 1.0 0.4 0.4 1.1 1.0 1.0 0.7
c/d
d/h R2/d
0.7 0.7
1.0 1.0 1.0 1.0 1.0
0.7 0.7 0.7 0.7 0.7
1.3
1.3
r mm 30 50 50 50 50 50 50
detail no 9 10 11 12 13 14
a/b 0.29 0.33 0.29 0.33 0.29 0.33
b/h 1.4 1.2 1.4 1.2 1.4 1.2
Tripping Bracket Part e/b c/d d/h R1/b
R2/d
1.5 1.5 1.5
0.75 0.75 0.75 1.0 1.0 1.0 1.0 1.0 1.0 0.9 0.9
1.22 1.22
r(mm) 50 50 50 50 50 50
Fig. 2-2 Stiffener end connection of each detail number 1.2 Loads
a) Out-of-plane loading A certain out-of-plane uniformly distributing load is loaded, which makes the nominal stress of stiffener end connection 200N/mm2 in tension side at l0=5m, xf=0. Fig. 2-3 shows the loading condition of a). Considering the bracket size (shown in Fig. 2-2), the hot spot stress of stiffener end connection, gl_hotspot, is analyzed for each detail No. b) Forced displacement Forced displacement (23.7mm) is added to the position (A) or (E) in Fig. 2-1, which makes also the nominal stress of stiffener end connection 200N/mm2 in tension side at l0=5m, xf=0. Considering the bracket size, the hot spot stresses of stiffener end connection, dF_hotspot, dA_hotspot, are analyzed for each detail No (shown in Fig. 2-2).
Fig. 2-3 Loading condition

PAGE 129 OF 171
1.3 Boundary condition The boundary conditions at each position in each analysis load condition are shown in Table 2-1. In this Table, (a) means out-of-plane loading, and the others mean forced displacement. The position (A) to (E) is shown in Fig. 2-1. Table 2-1 Boundary condition Position
Load condition (a) (b1) (b2)
(A) Complete restraint Y: Forced displacement Complete restraint
(B) Symmetry Symmetry Symmetry
(C) Complete restraint Complete restraint Complete restraint
(D) Y: Rotation restraint Y: Rotation restraint Y: Rotation restraint
(E) Complete restraint Complete restraint Y: Forced displacement
2. Simple beam formulae The beam model shown in Fig. 2-1 and Fig. 2-2 is considered as well as FE analysis, whose nominal stress of the stiffener end connection is set 200N/mm2 in tension side at l0=5m, xf=0 by out-of-plane load or forced displacement. Considering the effect of modified span length (lf) and change of hot spot position by xf specified in Ch 8, Sec 4, CSR for Bulker, following 2 kinds of modified nominal stress are calculated for each detail No.1-14. : modified nominal stress due to out-of-plane load gl_nominal : modified nominal stress due to forced displacement dF_nominal, dA_nominal a) Out-of-plane loading Considering the bracket size (shown in Fig. 2-2), the modified nominal stress, gl_nominal, for each detail No is calculated according to the following equation. 2 2 l f 6x f 6x f gl no min al = 0 1 + 2 ( 0 = 200 N / mm2 , l0 = 5.0m) l l0 l0 0 b) Forced displacement Considering the bracket size (shown in Fig. 2-2), the modified nominal stresses, dF_nominal, dA_nominal, are calculated according to the following equations. The value of relative displacement (F, A) is 23.7mm. x 1.95 F EI 1 1.15 fA 10 5 dF a _ no min al = 2 lf wl f x 0.9 AEI x fA 5 1.95 A EI 1 1.15 fA 10 5 dA a _ no min al = 10 2 3 lf wl f wl f x 0.9 FEI x fA 5 1.95 F EI 1 1.15 fF 10 5 dF a _ no min al = 10 2 3 lf wl f wl f x 1.95 A EI 1 1.15 fF 10 5 dA f _ no min al = 2 lf wl f Usually, the dimension and the length of the stiffener fitted at fore of transverse bulkhead is the same of those fitted at after of transverse bulkhead, but there are some cases where they are different between fore part and after part. Then, taking into account the cases of l f l a and
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I A I F in order to generalize to the formula mentioned above, the equations specified in 3.3.6 of Ch 8, Sec 4, CSR for Bulker can be obtained.
3. Results and SCF calculation
Table 2-2 shows the hot spot stress obtained by FE analysis and the modified nominal stress calculated by simple formulae. As the values of SCFs for web stiffener connection depend on the analytical model, boundary condition, definition of hot spot stress, etc., each classification society specifies the different SCFs. In CSR for Bulker, in order to set up the single SCFs, we decided that the SCFs for Kgl_in detail No. 1 to 8 specified in BV rule were used. (See Table 2-2) The other SCFs in detail No. 1 to 8 were obtained by multiplying the ratio (5) in Table 2 by the value calculated by FEA. For SCFs for tripping brackets connections in detail No. 9 to 14, the averaged ratio (5) in Table 2 which is equal to 0.83 was considered. Furthermore, the modified SCFs value obtained by multiplying the SCFs specified in Table 2 by the correction factor is modified by the following manner. (a) Minimum value is set to 1.05 (b) All values are expressed by 0.05 unit Finally, SCFs of each detail No. can be obtained as shown in Table 2-3 whose values are used for Table 1 of Ch 8, Sec 4, CSR for Bulker.
Table 2-3 Stress concentration factor
detail No. 1 3 4 5 6 7 8 point point 'a' point 'f' point 'a' point 'f' point 'a' point 'f' point 'a' point 'f' point 'a' point 'f' point 'a' point 'f' point 'a' point 'f' Kgl 1.50 1.10 1.35 1.05 1.05 1.30 1.05 1.30 1.05 1.05 1.05 1.05 1.05 1.05 KdF 1.15 1.55 1.05 1.05 1.05 1.30 1.05 1.50 1.05 1.10 1.05 1.05 1.05 1.10 KdA 1.50 1.05 1.30 1.05 1.20 1.05 1.15 1.05 1.05 1.05 1.15 1.05 1.10 1.05 detail No. 9 10 11 12 13 14 point point 'a' point 'f' point 'a' point 'f' point 'a' point 'f' point 'a' point 'f' point 'a' point 'f' point 'a' point 'f' Kgl 1.40 1.60 1.30 1.55 1.10 1.75 1.10 1.30 1.05 1.95 1.05 1.70 KdF 1.05 1.70 1.05 1.30 1.05 1.40 1.05 1.05 1.05 1.55 1.05 1.15 KdA 1.75 1.05 1.75 1.05 1.20 1.05 1.20 1.05 1.15 1.05 1.15 1.05
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Detail No. 1 3 4 5 6
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point point 'a' point 'f' point 'a' point 'f' point 'a' point 'f' point 'a' point 'f' point 'a' point 'f' point 'a' point 'f' point 'a' point 'f' point 'a' point 'f' point 'a' point 'f' point 'a' point 'f' point 'a' point 'f' point 'a' point 'f' point 'a' point 'f'
gl_hot (1) 297.7 217.5 299.8 122.6 175.6 275.8 150.5 271.3 184.5 155.3 182.9 129.3 151.0 129.9 311.9 106.5 312.2 42.8 150.6 161.3 152.7 69.2 116.6 159.3 119.0 70.2
gl_nom (2) 184.3 184.3 179.1 129.0 136.5 169.6 123.3 176.7 123.9 123.9 132.1 116.7 119.1 122.6 200.0 55.5 200.0 22.9 113.9 77.4 113.9 44.7 113.7 67.5 113.7 34.9
NKs SCF (3) =(1)/(2) 1.62 1.18 1.67 0.95 1.29 1.63 1.22 1.54 1.49 1.25 1.38 1.11 1.27 1.06 1.56 1.92 1.56 1.87 1.32 2.08 1.34 1.55 1.03 2.36 1.05 2.01
Table 2-2 Stress obtained by FE analysis or simple formulae BVs Ratio Modified SCF Modified SCF dF_hot dF_nom NKs
SCF (4) 1.5 1.35 (5) (6) (7) 167.1 167.1 172.0 158.4 174.6 181.6 163.7 174.3 190.0 186.8 179.7 171.7 168.3 165.0 154.0 119.3 154.0 109.4 186.3 167.7 186.3 153.3 162.4 142.3 162.4 130.3
(=(4)/(3))
SCF (6)/(7) 1.23 1.68 1.30 1.27 1.15 1.63 1.17 1.78 1.19 1.37 1.17 1.20 1.16 1.25 1.29 2.12 1.26 1.55 1.01 1.69 1.03 1.17 1.03 1.88 1.06 1.35 1.14(1.23*0.93) 1.55(1.68*0.93) 1.05(1.30*0.81) 1.02(1.27*0.81) 0.92(1.15*0.80) 1.30(1.63*0.80) 0.99(1.17*0.84) 1.51(1.78*0.84) 0.88(1.19*0.74) 1.01(1.37*0.74) 0.88(1.17*0.76) 0.91(1.20*0.76) 0.96(1.16*0.83) 1.03(1.25*0.83) 1.07(1.29*0.83) 1.76(2.12*0.83) 1.05(1.26*0.83) 1.29(1.55*0.83) 0.84(1.01*0.83) 1.40(1.69*0.83) 0.85(1.03*0.83) 0.97(1.17*0.83) 0.85(1.03*0.83) 1.56(1.88*0.83) 0.88(1.06*0.83) 1.12(1.35*0.83)
dA_hot (8) 270.1 150.3 272.4 170.8 253.6 210.1 214.6 210.0 268.5 208.8 264.0 188.1 219.8 181.3 320.6 135.4 323.0 121.6 263.7 182.0 263.2 147.8 219.0 172.4 219.3 143.8
dA_no
m
(9) 167.1 167.1 172.0 162.3 171.7 181.6 159.4 174.3 186.8 190.0 176.8 176.1 163.9 169.1 154.0 129.2 154.0 122.2 182.0 176.1 182.0 165.8 157.3 151.7 157.3 143.1
NKs SCF (8)/(9) 1.62 0.90 1.58 1.05 1.48 1.16 1.35 1.20 1.44 1.10 1.49 1.07 1.34 1.07 2.08 1.05 2.10 1.00 1.45 1.03 1.45 0.89 1.39 1.14 1.39 1.00
Modified SCF
0.93 0.81
1.50 1.09(1.18*0.93) 1.35 0.77(0.95*0.81) 1.03(1.29*0.80) 1.30 1.03(1.22*0.84) 1.30 1.10 0.93(1.25*0.74) 1.05 0.84(1.11*0.76) 1.05 0.88(1.06*0.83) 1.30(1.56*0.83) 1.60(1.92*0.83) 1.29(1.56*0.83) 1.55(1.87*0.83) 1.10(1.32*0.83) 1.73(2.08*0.83) 1.11(1.34*0.83) 1.29(1.55*0.83) 0.85(1.03*0.83) 1.96(2.36*0.83) 0.87(1.05*0.83) 1.67(2.01*0.83)
205.5 280.5 223.7 200.5 200.2 295.7 190.9 311.0 226.3 255.3 209.9 206.8 194.7 206.0 198.5 253.5 193.8 169.8 189.0 282.7 192.2 178.6 167.9 267.8 172.1 176.1
1.50(1.62*0.93) 0.83(0.90*0.93) 1.28(1.58*0.81) 0.85(1.05*0.81) 1.12(1.40*0.80) 0.93(1.16*0.80) 1.13(1.35*0.84) 1.01(1.20*0.84) 1.07(1.44*0.74) 0.81(1.10*0.74) 1.13(1.49*0.76) 0.81(1.07*0.76) 1.11(1.34*0.83) 0.89(1.07*0.83) 1.73(2.08*0.83) 0.87(1.05*0.83) 1.74(2.10*0.83) 0.83(1.00*0.83) 1.20(1.45*0.83) 0.85(1.03*0.83) 1.20(1.45*0.83) 0.74(0.89*0.83) 1.15(1.39*0.83) 0.95(1.14*0.83) 1.15(1.39*0.83) 0.83(1.00*0.83)
1.30 1.30 1.10 1.05 1.05
0.80 0.84 0.74 0.76 0.83
7 8 9 10 11 12 13 14
Note: (1) For detail No. 2, the ratio is taken to 0.93. (2) For detail No. 9-14, the coefficient 0.83 is the average value obtained from the ratios for detail No. 1 to 8.
Rule Change Notice No.1-7 (Corrosion Additions)

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Section 3 CORROSION ADDITIONS
1. Corrosion additions
1.2 Corrosion addition determination
1.2.1 Corrosion additions for steel The corrosion addition for each of the two sides of a structural member, tC1 or tC2, is specified in Tab 1.
The total corrosion addition tC, in mm, for both sides of the structural member is obtained by the following formula:
t C = Roundup 0.5 (t C1 + t C 2 ) + t reserve
For an internal member within a given compartment, the total corrosion addition tC is obtained from the following formula:
t C = Roundup 0.5 (2t C1 ) + t reserve
where tC1 is the value specified in Tab 1 for one side exposure to that compartment. When a structural member is affected by more than one value of corrosion addition (e.g. a plate in a dry bulk cargo hold extending above the lower zone), the scantling criteria are generally to be applied considering the severest value of corrosion addition applicable to the member. In addition, the total corrosion addition tC is not to be taken less than 2 mm, except for web and face plate of ordinary stiffeners.
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Table 1: Corrosion addition on one side of structural members Corrosion addition, tC1 or tC2 in mm BC-A or BC-B Other ships with L 150 m
Compartment Type
Structural member
Ballast water tank (2)
Face plate of primary members Other members
Transverse bulkhead
Within 3m below the top of tank (3) Elsewhere Within 3 m below the top of tank (3) Elsewhere Upper part (4) Lower stool: sloping plate, vertical plate and top plate Other parts Upper part
(4)
2.0 1.5 1.7 1.2 2.4 5.2 3.0 1.0 2.6 1.5
Dry bulk cargo hold (1)
Other members
Webs and flanges of the upper end brackets of side frames of single side bulk carriers Webs and flanges of lower brackets of side frames of single side bulk carriers Other parts
1.8
1.0
2.2 2.0
1.2 1.2
Sloped plating of Continuous wooden ceiling 2.0 1.2 hopper tank, inner No continuous wooden ceiling 3.7 2.4 bottom plating Horizontal member and weather deck (5) 1.7 Exposed to atmosphere Non horizontal member 1.0 (7) Exposed to sea water 1.0 Fuel oil tanks and lubricating oil tanks (2) 0.7 Fresh water tanks 0.7 Spaces not normally accessed, e.g. access only Void spaces (6) 0.7 through bolted manholes openings, pipe tunnels, etc. Internal of deck houses, machinery spaces, stores Dry spaces 0.5 spaces, pump rooms, steering spaces, etc. Other compartments than above 0.5 Notes (1) Dry bulk cargo hold includes holds, intended for the carriage of dry bulk cargoes, which may carry water ballast. (2) The corrosion addition of a plating between water ballast and heated fuel oil tanks is to be increased by 0.7 mm. (3) This is only applicable to ballast tanks with weather deck as the tank top .This is not to be applied to structural members of inner bottom and located below inner bottom. (4) Upper part of the cargo holds corresponds to an area above the connection between the top side and the inner hull or side shell. If there is no top side, the upper part corresponds to the upper one third of the cargo hold height. (5) Horizontal member means a member making an angle up to 20 as regard as a horizontal line. (6) The corrosion addition on the outer shell plating in way of pipe tunnel is to be considered as water ballast tank. (7) Outer side shell between normal ballast draught and scantling draught is to be increased by 0.5 mm.
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Section 4 SUPERSTRUCTURES AND DECKHOUSES
Symbols
For symbols not defined in this Section, refer to Ch 1, Sec 4. L2 pD pSI k s

l
: Rule length L, but to be taken not greater than 300 m : Lateral pressure for decks, in kN/m2, as defined in [3.2.1] : Lateral pressure for sides of superstructures, in kN/m2, as defined in [3.2.3] : Material factor, defined in Ch 3, Sec 1, [2.2] : Spacing, in m, of ordinary stiffeners, measured at mid-span along the chord : Span, in m, of ordinary stiffeners, measured between the supporting members, see Ch 3, Sec 6, [4.2] : Corrosion addition, defined in Ch 3, Sec 3 : Coefficient taken equal to: c = 0.75 for beams, girders and transverses which are simply supported on one or both ends c = 0.55 in other cases
tC c
ma

2 s s s ma = 0.204 4 , with 1 l l l
4. Scantlings
4.1 Side plating of non-effective superstructures
4.1.1 The gross thickness, in mm, of the side plating of non-effective superstructures is not to be less than the greater
of the following values:
t = 1.21s kp SI + t C
t = 0.8 kL
t = 1.21s kp SI + 1.5
4.2 Deck plating of non-effective superstructures

4.2.1 The gross thickness, in mm, of deck plating of non-effective superstructures is not to be less than the greater of
the following values:
t = 1.21s kp D + t C
t = 1.21s kp D + 1.5
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t = (5.5 + 0,02 L ) k
where L is not to be taken greater than 200 m.

4.2.2 Where additional superstructures are arranged on non-effective superstructures located on the freeboard deck,
the gross thickness required by [4.2.1] may be reduced by 10%.

4.2.3 Where plated decks are protected by sheathing, the gross thickness of the deck plating according to [4.2.1] and
[4.2.2] may be reduced by tC 1.5mm. However, such deck plating is not to be less than 5 mm. Where a sheathing other than wood is used, attention is to be paid that the sheathing does not affect the steel. The sheathing is to be effectively fitted to the deck.
4.5 Decks of short deckhouses

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

5.3 Scantlings
5.3.2 Plate thickness The gross thickness of the plating, in mm, is not to be less than the greater of the values obtained from the
following formulae: t = 0.9 s kp + t C
t = 0.9 s kp + 1.5
L t min = 5.0 + 2 k , for the lowest tier 100

L t min = 4.0 + 2 k , for the upper tiers, without being less than 5.0 mm. 100
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Technical Background for Rule Change Notice No.1-7 (Corrosion Additions)
The IACS members, their affiliates and subsidiaries and their respective officers, employees or agents are, individually and collectively, referred to in this clause as the IACS Members. The IACS Members, individually and collectively, assume no responsibility and shall not be liable to any person for any loss, damage or expense caused by reliance on the information or advice in this document or howsoever provided, unless that person has signed a contract with the relevant IACS Member entity for the provision of this information or advice and in that case any responsibility or liability is exclusively on the terms and conditions set out in that contract. PAGE 139 OF 171
Technical Background for Changes Regarding Corrosion Additions:

1. Reason for the Rule Change
1.1 Note (3) in Table 1 of Ch 3, Sec 3: The corrosion additions for structural members located within 3m below the top of the tank are enhanced considering the high temperature effect where the tank top is exposed. Moreover, in the upper part of the bilge hopper tank not connected to the topside tank, the corrosion additions of structural members in such locations are enhanced considering the possible effect due to flushing in an air and water mixture environment as specified in KC ID 206. Hence, the note (3) of Table 1 of the Rules is provided so that the enhanced corrosion addition is applicable to the structural members in the upper part of the bilge hopper tank. However, this effect was not evaluated by the statistical thickness measurement data. In order to evaluate this effect, the corrosion diminutions of the structural members in the upper part and other parts of the bilge hopper tank not connected to the topside tank are re-examined using the statistical data which is used for setting up the corrosion additions specified in CSRs. In the statistical data, 6 ships from among 108 ships have bilge hopper tanks not connected to the topside tank. The difference of thickness diminution between the structural members in the upper and lower parts of the bilge hopper tank is given in Table 1.
Table 1 Difference of thickness diminution of structural members in bilge hopper tank . 95 percentile value (mm) Average (mm) (Upper) (Lower) (Upper) (Lower) A (21-years) -0.14 -0.9 B (16-years) -0.20 -0.8 C (8-years) 0.10 0.1 C (16-years) 0.00 0.0 D (12-years) -0.04 -0.4 E (11-years) -0.07 -0.4 F (9-years) 0.00 -0.1 The results in Table 1 show that the thickness diminution of structural members in the upper part of the bilge hopper tank is rather small compared to those in the lower part. Therefore, the note (3) of Table 1 of the Rules should be revised according to this result.
1.2 Ch 9, Sec 4 According to the requirements in Ch 3, Sec 2, [2.1.1] and Ch 9, Sec 4, [1.2.1], the scantlings of structural members in superstructures and deckhouses are gross. However, corrosion additions based on the net scantling approach specified in Ch 3, Sec 1, [2.2] are referred in Symbols and required thickness formula. This was not the intention of these requirements which come from GL rules.

2.1 Note (3) in Table 1 of Ch 3, Sec 3 The structural members located within 3m below the top of the tank where the tank top is exposed to the weather deck is applicable to the enhanced corrosion additions specified in Table 1 of the Rules.
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2.2 Ch 9, Sec 4 In all required thickness formulae, tc is changed to the absolute value, i.e., 1.5mm. In addition, the word thickness is changed to gross thickness for clarification.
3. Impact on scantlings
3.1 Note (3) in Table 1 of Ch 3, Sec 3 As the corrosion additions on one side of structural members within 3m below the top of the bilge hopper tank is changed to 1.2mm from 1.7mm, thicknesses of side shell and sloping plate and scantlings of longitudinals and transverses within 3m of the bilge hopper tank are reduced accordingly. 3.2 Ch 9, Sec 4 The gross thicknesses in superstructures and deckhouses are reduced by 0.5mm.
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Rule Change Notice No.1-8 (Corrugated Bulkhead)

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

10.4 Corrugated bulkheads
10.4.2 Construction
The main dimensions a, R, c, d, t, and sC of corrugated bulkheads are defined in Fig 28. The bending radius is not to be less than the following values, in mm: R = 3.0t where : t : As-built thickness, in mm, of the corrugated plate. The corrugation angle shown in Fig 28 is to be not less than 55. The thickness of the lower part of corrugations is to be maintained for a distance from the inner bottom (if no lower stool is fitted) or the top of the lower stool not less than 0.15lC. The thickness of the middle part of corrugations is to be maintained for a distance from the deck (if no upper stool is fitted) or the bottom of the upper stool not greater than 0.3lC. The section modulus of the corrugations in the remaining upper part of the bulkhead is to be not less than 75% of that required for the middle part, corrected for different minimum yield stresses. When welds in a direction parallel to the bend axis are provided in the zone of the bend, the welding procedures are to be submitted to the Society for approval.
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a tf R c tw d
55 o
sC
Figure 28: Dimensions of a corrugated bulkhead
10.4.5 Structural arrangements The strength continuity of corrugated bulkheads is to be ensured at the ends of corrugations.
Where corrugated bulkheads are cut in way of primary supporting members, attention is to be paid to ensure correct alignment of corrugations on each side of the primary member. Where vertically corrugated transverse bulkheads or longitudinal bulkheads are welded on the inner bottom plate, floors or girders are to be fitted in way of flanges of corrugations, respectively and the net thickness and materials of floors and girders are to be not less than those adjacent corrugation face plate. In general, the first vertical corrugation connected to the boundary structures is to have a width not smaller than typical width of corrugation flange. Where stools are fitted at the lower part of transverse bulkheads, the net thickness of adjacent floors is to be not less than that of the stool plating.
10.4.6 Bulkhead stools Plate diaphragms or web frames are to be fitted in bottom stools in way of the double bottom longitudinal girders
or plate floors, as the case may be. Brackets or deep webs are to be fitted to connect the upper stool to the deck transverse or hatch end beams, as the case may be. The continuity of the corrugated bulkhead with the stool plating is to be adequately ensured. In particular, upper strake of the lower stool is to be of the same net thickness and yield stress as those of the lower strake of the bulkhead.
10.4.7 Lower stool The lower stool, when fitted, is to have a height in general not less than 3 times the depth of the corrugations.
The net thickness and material of the stool top plate are to be not less than those required for the bulkhead plating above. The thickness and material properties of the upper portion of vertical or sloping stool side plating within the depth equal to the corrugation flange width from the stool top are to be not less than the required flange plate thickness and material to meet the bulkhead stiffness requirement at the lower end of the corrugation. The ends of stool side ordinary stiffeners, when fitted in a vertical plane, are to be attached to brackets at the upper and lower ends of the stool. The distance d from the edge of the stool top plate to the surface of the corrugation flange is to be in accordance with Fig 30.
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The stool bottom is to be installed in line with double bottom floors or girders as the case may be, and is to have a width not less than 2.5 times the mean depth of the corrugation. The stool is to be fitted with diaphragms in line with the longitudinal double bottom girders or floors as the case may be, for effective support of the corrugated bulkhead. Scallops in the brackets and diaphragms in way of the connections to the stool top plate are to be avoided. Where corrugations are cut at the lower stool, corrugated bulkhead plating is to be connected to the stool top plate by full penetration welds. The stool side plating is to be connected to the stool top plate and the inner bottom plating by either full penetration or deep penetration welds. The supporting floors are to be connected to the inner bottom by either full penetration or deep penetration weld.
Figure 30: Permitted distance, d, from the edge of the stool top plate to the surface of the corrugation flange 10.4.8 Upper stool
The upper stool, when fitted, is to have a height in general between two and three times the depth of corrugations. Rectangular stools are to have a height in general equal to twice the depth of corrugations, measured from the deck level and at the hatch side girder. The upper stool of transverse bulkhead is to be properly supported by deck girders or deep brackets between the adjacent hatch end beams. The width of the upper stool bottom plate is generally to be the same as that of the lower stool top plate. The stool top of non-rectangular stools is to have a width not less than twice the depth of corrugations. The thickness and material of the stool bottom plate are to be the same as those of the bulkhead plating below. The thickness of the lower portion of stool side plating is to be not less than 80% of that required for the upper part of the bulkhead plating where the same material is used. The ends of stool side ordinary stiffeners when fitted in a vertical plane, are to be attached to brackets at the upper and lower end of the stool. The stool is to be fitted with diaphragms in line with and effectively attached to longitudinal deck girders extending to the hatch end coaming girders or transverse deck primary supporting members as the case may be, for effective support of the corrugated bulkhead. Scallops in the brackets and diaphragms in way of the connection to the stool bottom plate are to be avoided.
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10.4.9 Alignment At deck, if no upper stool is fitted, two transverse or longitudinal reinforced beams as the case may be, are to be
fitted in line with the corrugation flanges. At bottom, if no lower stool is fitted, the corrugation flanges are to be in line with the supporting floors or girders. The weld of corrugations and floors or girders to the inner bottom plating are to be full penetration ones. The thickness and material properties of the supporting floors or girders are to be not less than those of the corrugation flanges. Moreover, Tthe cut-outs for connections of the inner bottom longitudinals to double bottom floors are to be closed by collar plates. The supporting floors or girders are to be connected to each other by suitably designed shear plates. Stool side plating is to be aligned with the corrugation flanges. Lower stool side vertical stiffeners and their brackets in the stool are to be aligned with the inner bottom structures as longitudinals or similar, to provide appropriate load transmission between these stiffening members. Lower stool side plating is not to be knuckled anywhere between the inner bottom plating and the stool top plate.
10.4.13 Section modulus at the lower end of corrugations
(void) a) The section modulus at the lower end of corrugations (Fig 31 to Fig 35) is to be calculated with the compression flange having an effective flange width bef not larger than that indicated in [10.4.10]. b) Webs not supported by local brackets Except in case e), if the corrugation webs are not supported by local brackets below the stool top plate (or below the inner bottom) in the lower part, the section modulus of the corrugations is to be calculated considering the corrugation webs 30% effective. c) Effective shedder plates Provided that effective shedder plates, as defined in [10.4.11], are fitted (see Figs 31 and 32), when calculating the section modulus of corrugations at the lower end (cross sections 1 in Figs 31 and 32), the area of flange plates may be increased by the value obtained, in cm2, from the following formula:
I SH = 2.5a t f t SH
without being taken greater than 2.5atf, where: a : Width, in m, of the corrugation flange (see Fig 28)
tSH : Net shedder plate thickness, in mm tf : Net flange thickness, in mm. d) Effective gusset plates Provided that effective gusset plates, as defined in [10.4.12], are fitted (see Figs 33 to 35), when calculating the section modulus of corrugations at the lower end (cross-sections 1 in Figs 33 to 35), the area of flange plates may be increased by the value obtained, in cm2, from the following formula:
I G = 7hG t f
where: hG : Height, in m, of gusset plates (see Figs 33 to 35), to be taken not greater than (10/7)SGU
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RULE CHANGE NOTICE NO.1-8 SGU : Width, in m, of gusset plates tf e) : Net flange thickness, in mm Sloping stool top plate
If the corrugation webs are welded to a sloping stool top plate which has an angle not less than 45 with the horizontal plane, the section modulus of the corrugations may be calculated considering the corrugation webs fully effective. For angles less than 45, the effectiveness of the web may be obtained by linear interpolation between 30% for 0 and 100% for 45. Where effective gusset plates are fitted, when calculating the section modulus of corrugations the area of flange plates may be increased as specified in d) above. No credit may be given to shedder plates only.
hG
shedder plate
lower stool
Figure 31: Symmetrical shedder plates (void)
shedder plate hG
lower stool
Figure 32: Asymmetrical shedder plates (void)
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gusset plate
hG
lower stool
Figure 33: Symmetrical gusset/shedder plates (void)
gusset plate
hG
lower stool
Figure 34: Asymmetrical gusset/shedder plates (void)
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hG
= = lower stool
Figure 35: Asymmetrical gusset/shedder plates (void)
10.4.14 Section modulus at sections other than the lower end of corrugations (void)
The section modulus is to be calculated with the corrugation webs considered effective and the compression flange having an effective flange width, bef, not larger than that obtained in [10.4.10].
10.4.15 Shear area
(void) The shear area is to be reduced in order to account for possible non-perpendicularity between the corrugation webs and flanges. In general, the reduced shear area may be obtained by multiplying the web sectional area by (sin ), being the angle between the web and the flange (see Fig 28).
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CHAPTER 6 HULL SCANTLING
Section 1 PLATING
3. Strength check of plating subjected to lateral pressure
3.2 Plating thickness
3.2.3 Net thickness of the corrugations of transverse vertically corrugated watertight bulkheads separating cargo holds for flooded conditions The net plate thickness t, in mm, of transverse vertically corrugated watertight bulkheads separating cargo holds
is to be not less than that obtained from the following formula:

t = 14.9s 1.05 p ReH
p s
: Resultant pressure, in kN/m2, as defined in Ch 4, Sec 6, [3.3.7] : plate width, in m, to be taken equal to the width of the corrugation flange or web, whichever is greater.
For built-up corrugation bulkheads, when the thicknesses of the flange and web are different: the net thickness of the narrower plating is to be not less than that obtained, in mm, from the following formula:
t N = 14.9s 1.05 p ReH
: plate width, in m, of the narrower plating the net thickness of the wider plating is not to be less than the greater of those obtained, in mm, from the following formulae:
tW = 14.9s 1.05 p ReH
tW =
462 s 2 p 2 t NP ReH
where: tNP : Actual net thickness of the narrower plating, in mm, to be not taken greater than:
t NP = 14.9 s 1.05 p ReH
: plate width, in m, to be taken equal to the width of the corrugation flange or web, whichever is greater.
The net thickness of the lower part of corrugations is to be maintained for a distance from the inner bottom (if no lower stool is fitted) or the top of the lower stool not less than 0.15lC, where lC is the span of the corrugations, in m, to be obtained according to Ch 3, Sec 6, [10.4.4]. The net thickness is also to comply with the requirements in [3.2.1], Sec 2, [3.6.1 & 3.6.2], and Sec 3, [6].
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The net thickness of the middle part of corrugations is to be maintained for a distance from the deck (if no upper stool is fitted) or the bottom of the upper stool not greater than 0.3lC. The net thickness is also to comply with the requirements in [3.2.1] and Sec 2, [3.6.1& 3.6.2].
Figure 5: Parts of Corrugation
3.2.3 bis1 Net thickness of lower stool and upper stool The net thickness and material of the stool top plate of lower stool are to be not less than those for the corrugated
bulkhead plating above required by [3.2.3]. The net thickness and material of the upper portion of vertical or sloping stool side plating of lower stool within the depth equal to the corrugation flange width from the stool top are to be not less than the flange plate at the lower end of the corrugation required by [3.2.3], as applicable, whichever is the greater. The net thickness and material of the stool bottom plate of upper stool are to be the same as those of the bulkhead plating below required by [3.2.3], as applicable, whichever is the greater. The net thickness of the lower portion of stool side plating is to be not less than 80% of the upper part of the bulkhead plating required by [3.2.3], as applicable, whichever is the greater, where the same material is used. The net thicknesses of lower stool and upper stool are to be not less than those required by [3.2.1], [3.2.2] and [3.2.4].
3.2.3 bis2 Net thickness of supporting floors of corrugated bulkhead The net thickness and material of the supporting floors and pipe tunnel beams of corrugated bulkhead, when no
stool is fitted, are to be not less than those of the corrugation flanges required by [3.2.3] When a lower stool is fitted, the net thickness of supporting floors are to be not less than that of the stool side plating required by the first sentence of [3.2.2].
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3.2.4 Testing conditions The plating of compartments or structures as defined in Ch 4, Sec 6, [4] is to be checked in testing conditions. To
this end, its net thickness is to be not less than the value obtained, in mm, from the following formula:
t = 15.8ca cr s pT 1.05RY
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2.1 Corrugated bulkhead (void)
2.1.1
(void) Unless otherwise specified, the net section modulus and the net shear sectional area of a corrugation are to be not less than those obtained for an ordinary stiffener with s equal sC, as defined in Fig 2.
a tf R c tw d
55 o
sC
Figure 2: Corrugated bulkhead (void)
3. Yielding check
3.2 Strength criteria for single span ordinary stiffeners other than side frames of single side bulk carriers
3.2.4 Net section modulus of corrugated bulkhead of ballast hold for ships having a length L less than 150m
The net section modulus w, in cm3, of corrugated bulkhead of ballast hold for ships having a length L less than 150m subjected to lateral pressure are to be not less than the values obtained from the following formula:
w=K
( p S + pW )s C l 2
m S RY
10 3
where: K : Coefficient given in Tab 4 and 5, according to the type of end connection. When dH < 2.5d0 , both section modulus per half pitch of corrugated bulkhead and section modulus of lower stool at inner bottom are to be calculated. sC S : Half pitch length, in m, of the corrugation, defined in [2.1.1] Ch 3, Sec 6, Fig 28 : Length, in m, between the supports, as indicated in Fig 6 : Coefficient defined in Tab 3.
The effective width of the corrugation flange in compression is to be considered according to Ch3, Sec 6, [10.4.10] when the net section modulus of corrugated bulkhead is calculated.
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Table 4: Values of K, in case d H 2.5d 0 Upper end Lower end Supported by girders Welded directly to deck
Welded to stool efficiently supported by ship structure
Supported by girders or welded directly to decks or inner bottoms Welded to stool efficiently supported by ship structure
0.83 1.25
1.25 1.00
1.25 0.83
Upper end support Supported by girders Welded directly to deck Welded to stool efficiently supported by ship structure
1.25
1.00
Table 5: Values of K, in case d H < 2.5d 0
0.83
Upper end support Section modulus of corrugated bulkhead Section modulus of stool at bottom
Supported by girders
Connected to deck
Connected to stool
0.83 0.83
0.71 1.25
0.65 1.13
Section modulus of Supported by girders Corrugated bulkhead Stool at bottom
Upper end support Connected to Deck Connected to stool
0.83 0.83
0.71 1.25
0.65 1.13
d H 2.5d 0
d H < 2.5d 0
B A e A
B e
d0
d0
dH
e = A(1 d 0 / 2 B )
dH
Figure 6: Measurement of l
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3.2.6 Bending capacity and shear capacity of the corrugations of transverse vertically corrugated watertight bulkheads separating cargo holds for flooded conditions (void) The bending capacity and the shear capacity of the corrugations of watertight bulkheads between separating
cargo holds are to comply with the following formulae:

0.5W LE + W M
M 10 3 0.95ReH
ReH 2
where: M : Bending moment in a corrugation, to be obtained, in kN.m, from the following formula: M = FlC / 8 F : Resultant force, in kN, to be calculated according to Ch 4, Sec 6, [3.3.7]
lC : Span of the corrugations, in m, to be obtained according to Ch 3, Sec 6, [10.4.4]
WLE : Net section modulus, in cm3, of one half pitch corrugation, to be calculated at the lower end of the corrugations according to Ch 3, Sec 6, [10.4.13], without being taken greater than the value obtained from the following formula:
2 Q hG 0.5hG sC pG 3 10 WLE , M = WG + ReH
WG : Net section modulus, in cm3, of one half pitch corrugation, to be calculated in way of the upper end of shedder or gusset plates, as applicable, according to Ch 3, Sec 6, [10.4.1413] Q : Shear force in a corrugation, to be obtained, in kN, from the following formula: Q = 0.8F hG : Height, in m, of shedders or gusset plates, as applicable (see Ch 3, Sec 6, Fig 31 to Fig 35) pG : Resultant pressure, in kN/m2, to be calculated in way of the middle of the shedders or gusset plates, as applicable, according to Ch 4, Sec 6, [3.3.7] sC : Spacing of the corrugations, in m, to be taken according to Fig 2 WM : Net section modulus, in cm3, of one half pitch corrugation, to be calculated at the mid-span of corrugations according to Ch 3, Sec 6, [10.4.14], without being taken greater than 1.15WLE : Shear stress in the corrugation, in N/mm2, to be obtained from the following formula:
= 10
Q Ash
Ash : Shear area, in cm2, calculated according to Ch 3, Sec 6, [10.4.15].

3.2.7 Net section modulus and net shear sectional area of single span ordinary stiffeners under testing conditions
The net section modulus w, in cm3, and the net shear sectional area Ash, in cm2, of single span ordinary stiffeners subjected to testing are to be not less than the values obtained from the following formulae:
w= p T sl 2 10 3 1.05mRY
Ash =
5 p T sl 1.05 a sin
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COMMON STRUCTURAL RULES FOR BULK CARRIERS where: : Angle, in deg, defined in [3.2.3].
3.6 Scantlings of transverse vertically corrugated watertight bulkheads separating cargo holds for flooded conditions
3.6.1 Bending capacity and shear capacity of the corrugations of transverse vertically corrugated watertight bulkheads separating cargo holds The bending capacity and the shear capacity of the corrugations of watertight bulkheads between separating
cargo holds are to comply with the following formulae:

0.5W LE + W M
M 10 3 0.95ReH
ReH 2
where: M : Bending moment in a corrugation, to be obtained, in kN.m, from the following formula: M = FlC / 8 F
lC
: Resultant force, in kN, to be calculated according to Ch 4, Sec 6, [3.3.7] : Span of the corrugations, in m, to be obtained according to [3.6.2] : Net section modulus, in cm3, of one half pitch corrugation, to be calculated at the lower end of the corrugations according to [3.6.2], without being taken greater than the value obtained from the following formula:
2 Q hG 0.5hG sC pG 3 10 WLE , M = WG + ReH
WLE
WG Q
: Net section modulus, in cm3, of one half pitch corrugation, to be calculated in way of the upper end of shedder or gusset plates, as applicable, according to [3.6.2] : Shear force at the lower end of a corrugation, to be obtained, in kN, from the following formula: Q = 0.8F
hG pG sC WM
: Height, in m, of shedders or gusset plates, as applicable (see Fig 11 to Fig 15) : Resultant pressure, in kN/m2, to be calculated in way of the middle of the shedders or gusset plates, as applicable, according to Ch 4, Sec 6, [3.3.7] : Spacing of the corrugations, in m, to be taken according to Ch 3, Sec 6, Fig 28 : Net section modulus, in cm3, of one half pitch corrugation, to be calculated at the mid-span of corrugations according to [3.6.2] without being taken greater than 1.15WLE : Shear stress in the corrugation, in N/mm2, to be obtained from the following formula:
= 10
Ash
Q Ash
: Shear area, in cm2, calculated according to the followings. The shear area is to be reduced in order to account for possible non-perpendicular between the corrugation webs and flanges. In general, the reduced shear area may be obtained by multiplying the
PAGE 157 OF 171
web sectional area by (sin ), being the angle between the web and the flange (see Ch 3, Sec 6, Fig 28). The actual net section modulus of corrugations is to be calculated according to [3.6.2]. The net section modulus of the corrugations upper part of the bulkhead, as defined in Sec 1, Fig 5, is to be not less than 75% of that of the middle part complying with this requirement and Sec 1, [3.2.1], corrected for different minimum yield stresses.
3.6.2 Net Section modulus at the lower end of corrugations a) The net section modulus at the lower end of corrugations (Fig 11 to Fig 15) is to be calculated with the
compression flange having an effective flange width bef not larger than that indicated in Ch 3, Sec 6, [10.4.10] b) Webs not supported by local brackets Except in case e), if the corrugation webs are not supported by local brackets below the stool top plate (or below the inner bottom) in the lower part, the section modulus of the corrugations is to be calculated considering the corrugation webs 30% effective. c) Effective shedder plates Provided that effective shedder plates, as defined in Ch 3, Sec 6, [10.4.11] are fitted (see Fig 11 and Fig 12), when calculating the section modulus of corrugations at the lower end (cross sections 1 in Fig 11 and Fig 12), the net area of flange plates may be increased by the value obtained, in cm2, from the following formula:
I SH = 2.5a t f t SH
where: a tSH tf
without being taken greater than 2.5atf,
: Width, in m, of the corrugation flange (see Ch 3, Sec 6, Fig 28) : Net shedder plate thickness, in mm : Net flange thickness, in mm.
d) Effective gusset plates Provided that effective gusset plates, as defined in Ch 3, Sec 6, [10.4.12], are fitted (see Fig 13 to Fig 15), when calculating the net section modulus of corrugations at the lower end (cross-sections 1 in Fig 13 to Fig 15), the area of flange plates may be increased by the value obtained, in cm2, from the following formula: IG = 7hGtf where: hG tf : Height, in m, of gusset plates (see Fig 13 to Fig 15), to be taken not greater than (10/7)SGU : Net flange thickness, in mm
SGU : Width, in m, of gusset plates e) Sloping stool top plate If the corrugation webs are welded to a sloping stool top plate which has an angle not less than 45 with the horizontal plane, the section modulus of the corrugations may be calculated considering the corrugation webs fully effective. For angles less than 45, the effectiveness of the web may be obtained by linear interpolation between 30% for 0 and 100% for 45. Where effective gusset plates are fitted, when calculating the net section modulus of corrugations the net area of flange plates may be increased as specified in d) above. No credit may be given to shedder plates only.
PAGE 158 OF 171
shedder plate
hG
shedder plate
hG
lower stool
lower stool
Figure 11: Symmetrical shedder plates
Figure 12: Asymmetrical shedder plates
gusset plate
hG gusset plate
hG lower stool
lower stool
Figure 13: Symmetrical gusset/shedder plates
Figure 14: Asymmetrical gusset/shedder plates
PAGE 159 OF 171
hG
= = lower stool
Figure 15: Asymmetrical gusset/shedder plates
3.6.3 Stiffeners in lower stool and upper stool
The net section modulus of stiffeners in lower stool and upper stool is to be greater of the values obtained from the following formula or required by [3.2.5].
w=
Where, p
psl 2 103 16s RY

: Pressure, in kN/m2, as defined in Ch 4 Sec 6, [3.3.7]
and s : defined in [3.2.5]
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Section 3 BUCKLING & ULTIMATE STRENGTH OF ORDINARY STIFFENERS AND STIFFENED PANELS
6. Transverse vertically corrugated watertight bulkhead in flooded condition

6.1 General
6.1.1 Shear buckling check of the bulkhead corrugation webs
The shear stress , calculated according to Ch 6, Sec 2, [3.6.1 3.2.6], is to comply with the following formula:
C
where: C : Critical shear buckling stress to be obtained, in N/mm2, from the following formulae:
C = E
for E

ReH 2 3
R eH 2 3
C =
E
ReH 1 ReH 3 4 3 E
for E >
: Euler shear buckling stress to be obtained, in N/mm2, from the following formula:
E = 0 .9 k t E
kt tW c
tw 3 10 c
: Coefficient, to be taken equal to 6.34 : Net thickness, in mm, of the corrugation webs : Width, in m of the corrugation webs (see Ch 3, Sec 6, Fig 28Ch 6, Sec 2, Fig 2).
PAGE 161 OF 171
PAGE 162 OF 171
Technical Background for Rule Change Notice No.1-8 (Corrugated Bulkhead)
PAGE 163 OF 171
Technical Background for the Changes regarding Corrugated Bulkhead:

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

2.1 Ch 3, Sec 6, [6.4.2] and Ch 6, Sec 1, [3.2.3 bis2] The thickness requirement in Ch 3, Sec 6, [6.4.2] is shifted to Ch 6, Sec 1, [3.2.3 bis2] with partly modification. 2.2 Ch 3 Sec 6, [10.4.2] Construction and Ch 6 Sec 1 [3.2.3] The scantling requirements in Ch 3, Sec 6, [10.4.2] are deleted and shifted to Ch 6, Sec 1, [3.2.3]. Further in Ch 6, Sec 1, [3.2.3], taking account of the answer in KC ID 332, - net scantling basis is clarified, and - the definition of c is added, - it is clarified that the net thickness of lowest part of corrugation is to comply with the requirements in [3.2.1], Ch 6, Sec 2, [3.6.1] & [3.6.2] and Ch 6, Sec 3, [6], and, - it is clarified that the net thickness of middle part of corrugation is to comply with the requirements in [3.2.1], Ch 6 and Sec 2, [3.6.1 & 3.6.2] 2.3 Ch 3, Sec 6, [10.4.5], [10.4.6] and [10.4.7], Ch 6, Sec 1, [3.2.3 bis1] and [3.2.4] The scantling requirements in Ch 3, Sec 6, [10.4.5], [10.4.6] and [10.4.7] are deleted and shifted to Ch 6, Sec 1, [3.2.3 bis1], and net scantling basis is clarified and in line with the answer in KC ID 450 the shifted rule text is modified. Taking account of the answer in KC ID 332, it is clarified that the required corrugation flange net plate thickness is according to [3.2.3] or [3.2.4].
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2.4 Ch 3, Sec 6, [10.4.8] Upper stool and Ch 6, Sec 1, [3.2.3 bis1] The scantling requirements are deleted and shifted to Ch 6, Sec 1 [3.2.3 bis1] and net scantling basis is clarified. Taking account of the answer in KC ID 332, it is clarified that the bulkhead plating below the upper stool bottom plating and upper part of the bulkhead plating are according to [3.2.3] or [3.2.4]. 2.5 Ch 3, Sec 6, [10.4.9] Alignment and Ch 6, Sec 1, [3.2.3 bis2] The scantling requirements in Ch 3, Sec 6, [10.4.9] are deleted and shifted to Ch 6, Sec 1, [3.2.3 bis2], considering the consistency with the requirement in Ch 3, Sec 6, [6.4.2] and net scantling basis is clarified. 2.6 Ch 3, Sec 6, [10.4.13] Section modulus at the lower end of corrugations and Ch 6, Sec 2, [3.6.2] The requirement in Ch 3, Sec 6, [10.4.13] is deleted and shifted to the new paragraph Ch 6, Sec 2, [3.6.2] since it is only related to the scantling requirements for flooded condition. Further in the new paragraph figure nos. are corrected from 31 thru 35 to 11 thru 15 accordingly and the cross references in the text are modified. 2.7 Ch 3, Sec 6, [10.4.14] Section modulus at sections other than the lower end of corrugations and Ch 3, Sec 6, [10.4.15] Shear area The requirement in Ch 3, Sec 6, [10.4.14] is deleted and shifted to the new paragraph Ch 6, Sec 2, [3.6.2] (a). The requirement in Ch 3, Sec 6, [10.4.15] is deleted and shifted to the new paragraph Ch 6, Sec 2, [3.6.1]. 2.8 Ch 6, Sec 2, [2.1.1] Figure 2 is only applicable when section modulus of corrugated bulkhead is investigated according to Ch 6, Sec 2, [3.2.4]. Figure 2 is same as Ch 3, Sec 6, and Figure 28. In order to avoid users misinterpretation Ch 6, Sec 2, [2.1.1] is deleted together with Figure 2. 2.9 Ch 6, Sec 2, [3.2.4], Tables 4 and 5 The definition of the effective width of the corrugation flange is added and Tables 4 and 5 are clarified. 2.10 Ch 6, Sec 2, [3.2.6], Bending capacity and shear capacity of the corrugations of transverse vertically corrugated watertight bulkheads separating cargo holds for flooded conditions and [3.6] This paragraph is deleted and shifted to the new paragraph Ch 6, Sec 2, [3.6.2] so that all requirements related to flooded condition are unified together in the new paragraph Ch 6, Sec 2, [3.6] and the paragraph Ch 6, Sec 2, [3.6] is newly provided so that the UR S18 requirements can be clearly collected and identified therein. In addition, for determining the net section modulus of stiffeners in lower stool and upper stool, as it is necessary to consider the pressure specified in Ch 4, Sec 6, [3.3.7] which comes from IACS UR S18, the new paragraph [3.6.3] is added. 2.11 Ch 6, Sec 3, [6.1.1] The reference is changed, according to the modification of Ch 6, Sec 2.
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Since the subject revisions to the text are: a) the clarification of the text in line with the original intention, or b) the clarification of the texts. For a) it is not necessary to perform impact study. For b) it is not possible to perform impact study because the basis is not identified clearly.
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Rule Change Notice No.1-9 (Main Engine Foundation)

PAGE 167 OF 171
Section 3 MACHINERY SPACE
7. Main machinery seating

7.2 Minimum scantlings
7.2.1 The net scantlings of the structural elements in way of the internal combustion engine seatings are to be obtained
from the formulae in Tab 2. However, the net cross-sectional area of each bedplate of the seatings may be determined by the engine manufacturers, provided the information regarding permissible foundation stiffness considering the engine characteristics and engine room arrangement, etc..
Table 2: Minimum scantlings of the structural elements in way of machinery seatings Scantling minimum value Net cross-sectional area, in cm2, of each bedplate of the seatings Scantling minimum value
40 + 70
P nr LE
P nr LE P nr LE
Bedplate net thickness, in mm

240 + 175

5 + 240 + 175
Total web net thickness, in mm, of girders fitted in way of machinery seatings

320 + 215 P nr LE

Web net thickness, in mm, of floors fitted in way of machinery seatings
55 + 40
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Technical Background for Rule Change Notice No.1-9 (Main Engine Foundation)
PAGE 169 OF 171
Technical Background for the Changes Regarding Main Engine Foundations

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

1.40 1.20 1.00 0.80 0.60 0.40 0.20 0.00
Net Area of Seating
1.00 0.80 0.60 0.40 0.20 0.00 0 50 100 150 200 Ship's Length (L) (m) 250 300
1.00 0.80 0.60 0.40 0.20 0.00 0 5000 10000 Engine power (kW) 15000 20000
0.0
5.0
10.0
15.0 P/(Nr*Le)
20.0
25.0
Fig.1 Cross-sectional area of engine seating

Net Thickness of Seating
1.60 1.40 1.20
Actual / Required 1.60 1.40 1.20 1.00 0.80 0.60 0.40 0.20 0.00

1.60 1.40 1.20 Actual / Required 1.00 0.80 0.60 0.40 0.20 0.00
0 5000 10000 Engine power (kW) 15000 20000
Actual / Required
1.00 0.80 0.60 0.40 0.20 0.00 0 50 100 150 200 Ship's Length (L) (m) 250 300
0.0
5.0
10.0
15.0 P/(Nr*Le)
20.0
25.0
Fig.2 Net thickness of engine seating

Net Thickness of Girder
1.60 1.40 1.20 Actual / Required

1.60 1.40 1.20 Actual / Required
Actual / Required

1.60 1.40 1.20 1.00 0.80 0.60 0.40 0.20 0.00
1.00 0.80 0.60 0.40 0.20 0.00 0 50 100 150 200 Ship's Length (L) (m) 250 300
1.00 0.80 0.60 0.40 0.20 0.00 0 5000 10000 Engine power (kW) 15000 20000
0.0
5.0
10.0
15.0 P/(Nr*Le)
20.0
25.0
Fig.3 Total net thickness of girders

Net Thickness of Floor
1.60 1.40 1.20 Actual / Required 1.00 0.80 0.60 0.40 0.20 0.00 0 50 100 150 200 Ship's Length (L) (m) 250 300
Actual / Required 1.60 1.40 1.20

1.60 1.40 1.20 Actual / Required 1.00 0.80 0.60 0.40 0.20 0.00
1.00 0.80 0.60 0.40 0.20 0.00 0 5000 10000 Engine power (kW) 15000 20000
0.0
5.0
10.0
15.0 P/(Nr*Le)
20.0
25.0
Fig.4 Net thickness of floors
PAGE 170 OF 171
From these results, it is necessary to clarify the dealing with the formula for cross-sectional area of engine seatings. In this regard, we considered that it is possible to deal with the drawings supplied by the engine manufactures with information regarding permissible foundation stiffness considering the engine characteristics and engine room arrangement, etc..

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

The following table gives an overview of the scantling impact regarding the cross-sectional area of engine seatings.
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COMMON STRUCTURAL RULES FOR BULK CARRIERS JULY 2008
Rule Change Notice No. 2 April 2010

Notes: (1) (2) These Rule Changes enter into force on 1st July 2010. This Rule Change Notice should be read in conjunction with the July 2008 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
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Rule Change Notice No. 2
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Edition of July 2008
Table of contents1
Rule Change Notice No. 2-2 Loads on exposed decks considering UR S21 and loads on non-exposed decks .................................................................................................................................... 3 Technical Background For Rule Change Notice No. 2-2 Loads on exposed decks considering UR S21 and loads on non-exposed decks .............................................................................. 7 Rule Change Notice No. 2-3 Hatch cover .............................................................................................. 11 Technical Background For Rule Change Notice No. 2-3 Hatch Cover.................................................. 15 Rule Change Notice No. 2-4 Rudder Area Recommendation ................................................................ 19 Technical Background For Rule Change Notice No. 2-4 Rudder Area Recommendation .................... 23 Rule Change Notice No. 2-5 Lightweight .............................................................................................. 27 Technical Background For Rule Change Notice No. 2-5 Lightweight .................................................. 31 Rule Change Notice No. 2-6 Protection Measure From Grab Wire ....................................................... 35 Technical Background For Rule Change Notice No. 2-6 Protection Measure From Grab Wire................................................................................................................................................ 39 Rule Change Notice No. 2-7 PMA......................................................................................................... 43 Technical Background For Rule Change Notice No. 2-7 PMA ............................................................. 47 Rule Change Notice No. 2-9 Recommendation No. 47 ......................................................................... 51 Technical Background For Rule Change Notice No. 2-9 Recommendation No 47 ............................... 57 Rule Change Notice No. 2-11 Welding.................................................................................................. 61 Technical Background For Rule Change Notice No. 2-11 Welding ...................................................... 67 Rule Change Notice No. 2-12 Hold Mass Curves .................................................................................. 71 Technical Background For Rule Change Notice No. 2-12 Hold Mass Curves ...................................... 83 Rule Change Notice No. 2-13 Use of Steel Grades for Hull Members .................................................. 87 Technical Background For Rule Change Notice No. 2-13 Use of steel grades for hull member ................................................................................................................................................... 95
Note: Rule Change Proposals 2-1, 2-8, 2-10, 2-14 and 2-16 are not included in this Rule Change Notice document pending further consideration by IACS following feedback during the review process.
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Rule Change Notice No. 2-2 Loads on exposed decks considering UR S21 and loads on non-exposed decks
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For technical background for Rule Changes in this present document, reference is made to separate document Technical Background for Rule Change Notice No. 2-2.
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Section 5 External Pressures 2.

2.2 2.2.1
The external pressure pD, for load cases H1, H2, F1 and F2, at any point of an exposed deck is to be obtained, in kN/m2, from the following formula:
External pressures on exposed decks

Load cases H1, H2, F1 and F2
pD pW
where: : Pressure obtained from the formulae in Tab 4 pW : Coefficient defined in Tab 5 Table 4: Pressures on exposed decks for H1, H2, F1 and F2 Pressure pW, in kN/m2 LLL 100 m LLL < 100 m
34.3
x 34.3 14.8 LLL 100 4 LL 3 L LL
Location 0 xLL/LLL 0.75 0.75 < xLL/LLL < 1
14.9 0.195 LLL
12.2
LLL x LL x 5 2 3.6 LL 9 LLL LLL
where: : Coefficient taken equal to: = 0.0726 for Type B freeboard ships = 0.356 for Type B-60 or Type B-100 freeboard ships. xLL: X coordinate of the load point measured from the aft end of the freeboard length LLL.
Table 5: Coefficient for pressure on exposed decks Exposed deck location Freeboard deck and forecastle deck Superstructure deck, excluding forecastle deck including forecastle deck 1st tier of deckhouse 2 tier of deckhouse 3 tier of deckhouse 4 tier of deckhouse 5 tier of deckhouse 6 tier of deckhouse 7th tier of deckhouse and above
th th th rd nd
1.00 0.75 0.56 0.42 0.32 0.25 0.20 0.15 0.10
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Section 4 SUPERSTRUCTURES AND DECKHOUSES 3.

3.2 3.2.1
Load model
Loads Lateral pressure for decks
The lateral pressure for decks of superstructures and deckhouses, in kN/m2, is to be taken equal to: the external pressure pD defined in Ch 4, Sec 5, [2.1] for exposed decks, 5kN/m for unexposed decks.
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Technical Background For Rule Change Notice No. 2-2 Loads on exposed decks considering UR S21 and loads on non-exposed decks
Notes: (1) (2) These Rule Changes enter into force on 1st July 2010. The Rule Change Notice should be read in conjunction with the July 2008 consolidated edition of Bulk Carriers CSR.
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This document gives the technical background of the Rule Change Notice No. 2-2 of the July 2008 edition of the Common Structural Rules for Bulk Carriers.
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1 Reason for the Rule Changes

1.1 Chapter 4, Section 5, Table 4
KC references: question id 628 and 671 External pressures on exposed decks for load case H1, H2, F1 and F2 are calculated based on x/LLL where LLL is a freeboard length as defined in Chapter 1, Section 4, [3.2], while x is the X co-ordinate of the load calculation point from the aft end of the rule length L. The aft end (AE) in Chapter 1, Section 4, Figure 4 is relevant to the rule length L only despite the fact that positions of the aft end and fore end in L are not the same as those in LLL. This is not in line with the text in IACS UR S21 and the amended ILLC. The distance x should be modified in order to reflect this difference.
1.2
Chapter 4, Section 5, Table 5

KC reference: question id 628 Table 5 in Chapter 4, Section 5 gives the exact values of pressures for hatch covers in position 1, as stated in ILLC Reg. 16.2 (1966 and protocol 1988, as amended in 2003). Regarding the pressure on forecastle deck, it has been noticed that it is too severe to apply the same pressure as for hatch covers in position 1. Table 5 should be modified in order to lower the value of the pressure on forecastle deck.
1.3
Chapter 9, Section 4, [3.2.1]

KC references: question id 693 and 785 The lateral pressure for decks of superstructures and deckhouses is defined in Chapter 9, Section 4, [3.2.1]. This requirement refers to the external pressure pD defined in Chapter 4, Section 5, [2.1], which is a pressure for exposed deck. In case of non-exposed decks of superstructure and deckhouses, no internal pressure is defined. Such pressure should be added Chapter 9, Section 4, [3.2.1], and should be a value including static and dynamic effects, as it is in the Common Structural Rules for Oil Tankers.
2 Summary of Rule Changes

The definition of the distance x is modified and replaced by the new distance xLL which is measured from the aft end of freeboard length LLL: then Chapter 4, Section 5, [2.2.1] is in line with the text in the amended ILLC and IACS UR S21.
2.2

Since it is severe to apply the same pressure on forecastle deck as for hatch cover in position 1, Table 5 is modified by deleting the words and forecastle deck in the first line and deleting the word excluding forecastle deck in the second line: a reduction factor of 0.75 is used to determine the pressure on forecastle.
2.3

As the scantling formulae are coming from GL Rules and in order to keep consistency, the value of the pressure for non-exposed decks of superstructures and deckhouses should also be based on GL Rules. This pressure value is equal to 3.5 kN/m in GL Rules. However, it is a static value and when dynamic load effects are included, it gives a total pressure of 5 kN/m. Moreover, the load on the unexposed deck is always an internal one because it is not exposed to weather.
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3 Impact on Scantling
There is no change in term of steel weight by comparing that before and after the proposed Rule Change.
3.2

It will be a change in terms of steel weight by comparing that before and after the proposed Rule Change: the calculated pressure on forecastle deck after the Rule Change will be lower than before, but in line with the designs of CSR bulk carriers. No scantling impact study is required to evaluate such modification.
3.3

The scantling impact, if any, cannot be evaluated as no pressure on non-exposed deck was defined before.
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Rule Change Notice No. 2-3 Hatch cover

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Section 5 HATCH COVERS 7.

7.3 7.3.5
Weathertightness, closing arrangement, securing devices and stoppers

Closing arrangement, securing devices and stoppers Area of securing devices
The gross net cross area of each securing device is to be not less than the value obtained, in cm2, from the following formula: 235 A 1 .4 S S R eH where: : Spacing, in m, of securing devices SS : Coefficient taken equal to: = 0.75 for ReH > 235 N/mm2 = 1.0 for ReH 235 N/mm2 In the above calculations, ReH may not be taken greater than 0.7Rm. Between hatch cover and coaming and at cross-joints, a packing line pressure sufficient to obtain weathertightness is to be maintained by securing devices. For packing line pressures exceeding 5 N/mm, the net cross area A is to be increased in direct proportion. The packing line pressure is to be specified. In the case of securing arrangements which are particularly stressed due to the unusual width of the hatchway, the net cross area A of the above securing arrangements is to be determined through direct calculations.
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Technical Background For Rule Change Notice No. 2-3 Hatch Cover
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Reason for the Rule Changes

Chapter 9, Section 5, [7.3.5] is the copy of a part of UR S21.5.1 which specifies A as net sectional area. In light of UR S21.5.1, gross cross area is a typo which should be corrected. As it is referred to the sectional area of securing devices, it is to be understood that the net sectional area is the nominal sectional area.
Summary of Rule Changes

In the first part of Chapter 9, Section 5, [7.3.5], the general formula for determining the gross cross area A of each securing device is given. Then, in the second part of [7.3.5], some special cases are specified and the corresponding net cross area A. However, Chapter 9, Section 5, [7.3.5] is based on UR S21.5.1, in which only net cross area is used. To be fully consistent with UR S21, the gross cross area is to be replaced by net cross area. In addition, to avoid any misunderstanding, it is specified that the net cross area of the securing device is the nominal cross area.
Impact on Scantling
There is no change in term of steel weight by comparing that before and after the proposed Rule Change.
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Rule Change Notice No. 2-4 Rudder Area Recommendation

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Section 1 RUDDER AND MANOEUVRING ARRANGEMENT 1

1.1 1.1.1
Each ship is to be provided with a manoeuvring arrangement which will guarantee sufficient manoeuvring capability. The manoeuvring arrangement includes all parts from the rudder and steering gear to the steering position necessary for steering the ship.
General
Manoeuvring arrangement
1.3
Size of rudder area (void)

In order to achieve sufficient manoeuvring capability the size of the movable rudder area A is recommended to be not less than obtained, in m2, from the following formula:
A c1c 2c 3 c 4 1.75LT 100
where: c1 = Factor taken equal to 0.9 c2 = Factor for the rudder type: c2 = 1.0 in general c2 = 0.9 for semi-spade rudders c2 = 0.7 for high lift rudders c3 = Factor for the rudder profile: c3 = 1.0 for NACA-profiles and plate rudder c3 = 0.8 for hollow profiles and mixed profiles c4 = Factor for the rudder arrangement: c4 = 1.0 for rudders in the propeller jet c4 = 1.5 for rudders outside the propeller jet For semi-spade rudders 50% of the projected area of the rudder horn may be included into the rudder area A. Where more than one rudder is arranged the area of each rudder can be reduced by 20%. In estimating the rudder area A, [2.1] is to be considered. (void)
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Technical Background For Rule Change Notice No. 2-4 Rudder Area Recommendation
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1
1.1
Reasons for the Rule Changes

Chapter 10, Section 1, [1.1.1] and [1.3]
KC reference: question id 744 The formula, given in Ch 10, Sec 1, [1.3], is only a recommendation, which gives a minimum size based on some major parameters, and is not mandatory. The size and efficiency of the rudder has to be proven by the ITTC manoeuvring trials and the questions relevant to manoeuvrability should not be included in structural Rules.
2
2.1

[1.3] and the first sentence of [1.1.1] are deleted to avoid any misleading use of the Area Recommendation formula.
3
3.1
Impact on Scantling
The now deleted formula in [1.3] is only a recommendation and not a requirement; hence there is no change in terms of the steel weight by comparing that before and after the proposed Rule Change.
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Rule Change Notice No. 2-5 Lightweight

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Section 4 SYMBOLS AND DEFINITIONS 3.

3.7 3.7.1
The lightweight is the displacement, in t, without cargo, fuel, lubricating oil, ballast water, fresh water and feed water in tanks, consumable stores and passengers and crew and their effects, but including liquids in piping.
Definitions
Lightweight
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Technical Background For Rule Change Notice No. 2-5 Lightweight

Notes: (1) (2) These Rule Changes enter into force on 1st July 2010. These Technical Background for Rule Change Notice should be read in conjunction with the July 2008 consolidated edition of Bulk Carriers CSR.
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1
1.1

KC reference: question id 713 The definition of lightweight is made to be in line with the definition in the Reg.3.22 Chapter II-1 of SOLAS.
2
2.1

According to Reg.3.22 Chapter II-1 of SOLAS, Lightweight is the displacement of a ship in tonnes without cargo, fuel, lubricating oil, ballast water, fresh water and feedwater in tanks, consumable stores, and passengers and crew and their effects., the rule change is made to be in line with the definition in it.
3
3.1
Impact on Scantling
There is no change in terms of the steel weight by comparing that before and after the proposed Rule Change.
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Rule Change Notice No. 2-6 Protection Measure From Grab Wire
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Section 6 STRUCTURAL ARRANGEMENT PRINCIPLES 9.

9.5 9.5.4
For ships with holds designed for loading/discharging by grabs and having the additional class notation GRAB[X], Wwire rope grooving in way of cargo holds openings is to be prevented by fitting suitable protection such as half-round bar on the hatch side girders (i.e. upper portion of top side tank plates)/hatch end beams in cargo hold or and upper portion of hatch coamings.
Deck structure
Hatch supporting structures
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Technical Background For Rule Change Notice No. 2-6 Protection Measure From Grab Wire
Notes: (1) (2) These Rule Changes enter into force on 1st July 2010. This Technical Background For Rule Change Notice should be read in conjunction with the July 2008 consolidated edition of Bulk Carriers CSR.
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1
1.1

SOLAS XII/6.5.1 applies to ships having length L of 150m or above and carrying the cargoes of 1 t/m3 and above, i.e. BC-A and BC-B ships. Accounting for the reality, protection measure from loading/discharge equipment wire, such as grab, should be taken for bulk carriers. In the CSR for BC, the additional class notation "GRAB" is mandatory for BC-A and BC-B ships and is voluntary for ships other than BC-A and BC-B ships. Therefore, this requirement should apply to ships having the additional class notation GRAB [X] including those ships other than BC-A and BC-B ships To be in line with SC 208, the position to fit protection bars is specified.
2
2.1

The application of [9.5.4] is added, referring to those ships having the additional class notation GRAB[X]. The conjunction or is changed to and.
3
3.1
Impact on Scantling
There is no change in terms of steel weight by comparing that before and after the proposed Rule Change.
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Rule Change Notice No. 2-7 PMA

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Section 3 FUNCTIONAL REQUIREMENTS 2.

2.5 2.5.1
Ship structures subject to overall and close-up inspection and thickness measurements are to be provided with means capable of ensuring safe access to the structures. The means of access are to be described in a Ship Structure Access Manual for bulk carriers of 20,000 gross tonnage and over. Reference is made to SOLAS, Chapter II-1, Regulation 3-6.
Definition of functional requirements

Means of access
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Section 3 ACCESS ARRANGEMENT 1.

1.0 1.0.1
This section applies to ships of 20,000 gross tonnage and over.
General
Application
1.1 1.1.1
Means of access to cargo and other spaces
Ref. SOLAS Reg.II-1/3-6 .2.1 (Resolution MSC.151(78)) Each space is to be provided with means of access to enable, throughout the life of a ship, overall and close-up inspections and thickness measurements of the ships structures. Such means of access are to comply with [1.3] and [2].
1.1.2
Ref. SOLAS Reg.II-1/3-6 .2.2 (Resolution MSC.151(78)) Where a permanent means of access may be susceptible to damage during normal cargo loading and unloading operations or where it is impracticable to fit permanent means of access, the Administration may allow, in lieu thereof, the provision of movable or portable means of access, as specified in [2], provided that the means of attaching, rigging, suspending or supporting the portable means of access forms a permanent part of the ships structure. All portable equipment are to be capable of being readily erected or deployed by ships personnel.
1.1.3
Ref. SOLAS Reg.II-1/3-6 .2.3 (Resolution MSC.151(78)) The construction and materials of all means of access and their attachment to the ships structure are to be to the satisfaction of the Society.
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Technical Background For Rule Change Notice No. 2-7 PMA

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1
1.1

KC reference: question id 351 The change is made to be in line with the SOLAS II-1/3-6.
1.2
Chapter 2, Section 3, [1]

KC references: questions id 351 & 853 These changes are made to be in line with the SOLAS II-1/3-6 and the Resolution MSC.151/158(78).
2
2.1

According to the SOLAS II-1/3-6, the requirement is to be applied to bulk carriers of 20,000 gross tonnage and above, the application of the requirement for PMA is specified in a new sub-article named Application, referring to the whole section 3.
2.2

According to the SOLAS II-1/3-6 and the Resolution MSC.151/158 (78), the requirements are to be applied to bulk carriers of 20000 gross tonnage and above.
3
3.1
Impact on Scantling
3.2

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Rule Change Notice No. 2-9 Recommendation No. 47

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Section 1 CONSTRUCTION 1.
1.2 1.2.1
For cold forming (bending, flanging, beading) of plates corrugated bulkhead the minimum average inside bending radius is to be not less than 32t (t = as-built thickness). In order to prevent cracking, flame cutting flash or sheering burrs are to be removed before cold forming. After cold forming all structural components and, in particular, the ends of bends (plate edges) are to be examined for cracks. Except in cases where edge cracks are negligible, all cracked components are to be rejected. Repair welding is not permissible.
Structural details
Cold forming
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1.3 1.3.1
Assembly, alignment
Table 1: Alignment (t, t1 and t2: as-built thickness) Detail Alignment of butt welds Standard Limit Remarks
a 0.15t strength a 0.2t other
a 3.0 mm a 0.15t strength member a 0.2t other but maximum 4.0 mm
t is the lesser plate thickness
Alignment of fillet welds
a) Strength and higher tensile steel a t1 / 4 measured on the median a (5t1 3t2) / 6 measured on the heel line b) Other a t1 / 2 measured on the median a (2 t1 t2) / 2 measured on the heel line
Strength member and higher stress member: a t1/3 Other: a t1/2
Alternatively, heel line can be used to check the alignment. Where t2 t3 is less than t1, then t2 t3 should be substituted for t1.
Alignment of fillet welds a) Strength and higher tensile steel a t1 / 3 measured on the median b) Other a t1 / 2 measured on the heel line Strength member and higher stress member: a t1/3 Other: a t1/2 Alternatively, heel line can be used to check the alignment. Where t3 is less than t1, then t3 should be substitute for t1.
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Alignment of face plates of T longitudinal Strength member a 0.04b strength a = 8.0 mm
Alignment of height of T-bar, L-angle bar or bulb
Strength member a 0.15 t for primary supporting members Other a 0.2 t for ordinary stiffeners
a = 3.0 mm
Alignment of panel stiffener
d L / 50
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Technical Background For Rule Change Notice No. 2-9 Recommendation No 47

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1
1.1

These changes are made to be in line with the Revision 4 of IACS Recommendation No.47.
1.2

These changes are made to be in line with the Revision 4 of IACS Recommendation No.47.
2
2.1

The plates is changed to corrugated bulkhead; the 3t is changed to 2t.
2.2

These changes are made according to the Revision 4 of IACS Recommendation No.47.
3
3.1
Impact on Scantling
3.2

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Rule Change Notice No. 2-11 Welding

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Section 2 WELDING 2.
2.6 2.6.1
Types of welded connections

Fillet welds Kinds and size of fillet welds and their applications
Kinds and size of fillet welds for as-built thickness of abutting plating up to 50 mm are classed into 5 categories as given in Tab 1 and their application to hull construction is to be as required by Tab 2. In addition, for zones a and b of side frames as shown in Ch 3, Sec 6, Fig 19, the weld throats are to be respectively 0.44t and 0.4t, where t is as-built thickness of the thinner of two connected members. Table 1: Categories of fillet welds Length of fillet welds, in mm -
Category F0 F1
Kinds of fillet welds Double continuous weld Double continuous weld Double continuous weld Double continuous weld
As-built thickness of abutting plate, t, in mm

(1)
Leg length of fillet weld, in mm (2), (3) 0.7t 0.5t + 1.0 0.4t + 2.0 0.3t + 4.0 0.4t + 1.0 0.3t + 2.0 0.2t + 4.0 0.3t + 1.0 0.2t + 2.0 0.1t + 4.0 0.5t + 1.0 0.4t + 2.0
Pitch, in mm -
t t 10 10 t < 20 20 t t 10 10 t < 20 20 t t 10 10 t < 20 20 t t 10 10 t < 20
F2
F3
F4
Intermittent weld
75
300
20 t 0.3t + 4.0 (1) t is as-built thickness of the thinner of two connected members the abutting plate, in mm. In case of cross joint as specified in Fig 1, t is the thinner thickness of the continuous member and the abutting plate, to be considered independently for each abutting plate. (2) Leg length of fillet welds is made fine adjustments corresponding to the corrosion addition tC specified in Ch 3, Sec 3, Tab 1 as follows: + 1.0 mm for tC > 5 + 0.5 mm for 5 tC > 4 + 0.0 mm for 4 tC > 3 - 0.5 mm for tC 3 (3) The weld sizes are to be rounded to Leg length is rounded to the nearest half millimetre.
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Table2: Application of fillet welds Hull area Connection Of To Watertight plate Boundary plating Brackets at ends of members Deep tank bulkheads Ordinary stiffener and Web of primary supporting members and collar plate collar plates Plating (Except deep tank bulkhead) Face plates of At ends (15% of span) Web of ordinary stiffener built-up Elsewhere stiffeners End of primary supporting Deck plate, shell plate, inner bottom plate, members and ordinary bulkhead plate stiffeners without brackets End of primary supporting Deck plate, shell plate, inner bottom plate, members and ordinary bulkhead plate stiffeners with brackets Ordinary stiffener Bottom and inner bottom plating Shell plates in strengthened bottom forward Center girder Inner bottom plate and shell plate except the above Side girder including intercostal plate Bottom and double bottom Floor Bottom and inner bottom plating Shell plates and inner At ends, on a length equal to bottom two frame spaces plates Center girder and side girders in way of hopper tanks Elsewhere Center girder, inner bottom and shell plates Floor and girder Side plating, inner side plating and web of primary supporting members Category F1 F1 F3 F2 F4 F2 F4 F0 F1 F3 F1 F2 F3
General, unless otherwise specified in the table (1)
F2 F2 F3 F2 F3 F2 Sea Ch 3 Sec 6 Fig. 19 F1 Deep penetration F1 F1 F2 F4 F3
Bracket on center girder Web stiffener Side and inner side in double side structure Side frame of single side structure Web of primary supporting members
Side frame and end bracket Tripping bracket Strength deck Other deck t 13 t < 13
Side shell plate Side shell plate and side frame Side shell plating within 0.6L midship Elsewhere Side shell plating Side shell plating Ordinary stiffeners Deck plating Deck plating Coaming webs At corners of hatchways for 15% of the hatch length Elsewhere
Deck
Ordinary stiffener and intercostal girder Hatch coamings Web stiffeners
F1 F2 F4
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Hull area
Connection Of Non-watertight bulkhead structure Ordinary stiffener To Boundaries Bulkhead plating Shell plating, deck plating, inner bottom plating, bulkhead Swash bulkheads At ends (25% of span), where no end brackets are fitted At end (15% of span)
Category F3 F1 F1
Bulkheads
Primary supporting members (1)
Elsewhere
F2
Web plate and girder plate
After peak
Internal members
Seating
Girder and bracket
External bulkhead Superstructure and deck houses Ordinary stiffeners End section of ordinary stiffener and Primary supporting member Pillar
In tanks, and located within 0.125L from fore peak Face plate Face area exceeds 65 cm2 Elsewhere Boundaries and each other In way of main engine, thrust Bed plate bearing, boiler bearers and main generator engines In way of main engine and Girder plate thrust bearing Inner In way of main engine and bottom plate thrust bearing and shell Deck Side wall At end (15% of span) and deck Elsewhere plate Without brackets Side wall and web of primary With bracket supporting members
F2 F2 F3 F2 F1 F1 F2 F1 F3 F4(2) F1 F2
Heel and F1 head Ventilator Coaming Deck F1 Vertical frames forming main piece F1 Rudder Rudder frame Rudder plate F3 Rudder frames except above F2 (1) For Hatch cover, weld sizes F1, F2 and F3 instead of F0, F1 and F2, respectively, are to be used. Pillar (2) Where the one side continuous welding is applied, the weld size F3 is to be applied. (3) The interior bulkheads are not included in this category. The welding of the interior bulkheads is to be subjected to the discretion of the Society.
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Technical Background For Rule Change Notice No. 2-11 Welding

Notes: (1) (2) These Rule Changes enter into force on 1st July 2010. The Technical Background For Rule Change Notice should be read in conjunction with the July 2008 consolidated edition of Bulk Carriers CSR.
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KC references: questions id 507, 651, 669, 672, 781 and 803 The note (3) of Table 1 regarding rounding operation for determining the weld size is added for clarification. Table 2 is revised for clarifying the application of primary supporting members and end connection of ordinary stiffener and primary supporting members with bracket in accordance with the KC # 651 and #672. In addition, the applications for one side welding, which is normally applied to the connection of ordinary stiffener with the wall or deck of superstructure or deckhouses and for welding of hatch cover, are added for clarification according to KC #781 and #803.
2
2.1

Table 1
Fillet weld size should be determined by rounding the value obtained by this Table.
2.2
Table 2
1) Categories for the case where a bracket is provided at the end connection of ordinary stiffener and primary supporting member are added and weld size of such connection is F1. 2) Primary supporting member is clarified. 3) Weld size of ordinary stiffener and primary supporting members in superstructures and deckhouses is added. 4) Application of weld size for hatch cover is added as a note of Table 2.
Impact on Scantling
Weld size where the thickness of abutting plate is different may be bigger, but the impact may be less because the current weld design is determined based on the abutting plate thickness as proposed by this RCP.
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Rule Change Notice No. 2-12 Hold Mass Curves

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Appendix 1 HOLD MASS CURVES Symbols

h ha hf MH MFull MHD MD MBLK THB Ti VH Vf and Va Tmin : : : : : : : : : : : : : : Vertical distance from the top of inner bottom plating to the lowest point of the upper deck plating at the ships centreline, in m. Vertical distance from the top of inner bottom plating to the lowest point of the upper deck plating at the ships centreline of the aft cargo hold in a block loading, in m. Vertical distance from the top of inner bottom plating to the lowest point of the upper deck plating at the ships centreline of the fore cargo hold in a block loading, in m. As defined in Ch 4, Sec 7 As defined in Ch 4, Sec 7 As defined in Ch 4, Sec 7 The maximum cargo mass given for each cargo hold, in t The maximum cargo mass in a cargo hold according to the block loading condition in the loading manual, in t As defined in Ch 4, Sec 7 Draught in loading condition No. i, at mid-hold position of cargo hold length H , in m As defined in Ch 4, Sec 6 Volume of the forward and after cargo hold excluding volume of the hatchway part, in m3. 0.75TS or draught in ballast conditions with the two adjacent cargo holds empty, whichever is greater, in m. The sum of masses of two adjacent cargo holds
2
2.1 2.1.1
Maximum and minimum masses of cargo in each hold

Maximum permissible mass and minimum required masses of single cargo hold in seagoing condition General
The cargo mass curves of single cargo hold in seagoing condition are defined in [2.1.2] to [2.1.5]. However if the ship structure is checked for more severe loading conditions than the ones considered in Ch 4, Sec 7, [3.7.1], the minimum required cargo mass and the maximum allowable cargo mass can be based on those corresponding loading conditions.
2.1.2
BC-A ship not having {No MP} assigned
For loaded holds The maximum permissible mass (Wmax(Ti)) at various draughts (Ti) is obtained, in t, by the following formulae:
Wmax (TS ) M HD 0.1M H
Ti h However, Wmax(Ti) is in no case to be greater than MHD. Wmax (Ti ) M HD 0.1M H 1.025V H
TS
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The minimum required cargo mass (Wmin(Ti)) at various draughts (Ti) is obtained, in t, by the following formulae:
Wmin (Ti ) 0
Wmin (Ti ) 1.025VH
for
Ti 0.83TS TS Ti 0.83TS
Ti 0.83TS
h
for
For empty holds which can be empty at the maximum draught
The maximum permissible mass Wmax(Ti) at various draughts Ti is obtained, in t, by the following formulae:
Wmax (Ti ) M Full

Wmax (Ti ) M Full 1.025VH
for
TS Ti 0.67TS Ti 0.67TS
0.67TS Ti
h
for
The minimum required mass (Wmin(Ti)) is obtained, in t, by the following formula:
Wmin (Ti ) 0
for
Ti TS
Examples for mass curve of loaded cargo hold and cargo hold which can be empty at the maximum draught for BC-A ships not having {No MP} assigned are shown in Fig 1.
1.15 (MHD + 0.1MH) M HD+0.1 M H M HD Harbour Cargo mass 0.15 M 0.15(M HD +0.1 M H) Cargo mass 0.15M Full Harbour 1.15 MFull M Full
Seagoing
Seagoing
0.67T S 0.83T S (a) Loaded hold
TS
Draught
0.67TS
TS
Draught
(b) Cargo hold which can be empty at the maximum draught
Figure 1: Example of mass curve for BC-A ships not having {No MP} assigned
2.1.3
BC-A ship with {No MP} having {No MP} assigned
For loaded holds
The maximum permissible mass (Wmax(Ti)) at various draughts (Ti) is the same specified in [2.1.2]. The minimum required mass (Wmin(Ti)) is obtained, in t, by the following formulae:
Wmin (Ti ) 0
Wmin (Ti ) 1.025VH
for
Ti THB TS Ti THB or
TS Ti
Ti THB
h
for for
Wmin (Ti ) 0.5M H 1.025VH
TS Ti 0
h
For empty hold which can be empty at the maximum draught
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The maximum permissible mass (Wmax(Ti)) and the minimum required mass (Wmin(Ti)) at various draughts ( Ti ) are the same specified in [2.1.2]. The maximum permissible mass (Wmax(Ti)) at various draughts (Ti) is obtained, in t, by the following formulae:
TS Ti
h
Wmin (Ti ) 0
for
Ti TS
Examples for mass curve of cargo hold for BC-A ships, having {No MP} assigned are shown in Fig 2.
1.15 MHD + 0.1MH M HD+0.1M H M HD
1.15MFull MFull Harbour
Harbour Cargo mass 0.15 M 0.15(M HD +0.1M H)
Cargo mass
0.15MFull
Seagoing
0.5M H
Seagoing
T HB
0.67 T S
TS
0
Draught
0.67TS
TS
Draught
(a) Loaded hold
(b) Cargo hold which can be empty at the maximum draught
Figure 2: Example of mass curve for BC-A ships having {No MP} assigned
2.1.4
BC-B and BC-C ships not having {No MP} assigned

The maximum permissible mass (Wmax(Ti)) at various draughts (Ti) is obtained, in t, by the following formulae:
Wmax (Ti ) M Full

for
0.67TS Ti
h
for
Wmin (Ti ) 0
Wmin (Ti ) 1.025VH
for
Ti 0.83TS
h
for
Example for mass curve of cargo hold for BC-B and BC-C ships is shown in Fig. 3.
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1.15MFull Harbour MFull
Cargo mass
0.15MFull
Seagoing
0.67TS 0.83TS
TS
Draught
Figure 3: Example of mass curve for BC-B and BC-C ships not having {No MP} assigned
2.1.5
BC-B and BC-C ships with having {No MP} assigned

The maximum permissible mass (Wmax(Ti)) at various draughts ( Ti ) is the same specified in [2.1.4]. The maximum permissible mass (Wmax(Ti)) at various draughts Ti is obtained, in t, by the following formulae:
TS Ti
h
Wmin (Ti ) 0
Wmin (Ti ) 1.025VH
for
Ti THB TS Ti THB or
Ti THB
h
for
h
Wmin (Ti ) 0.5M H 1.025VH
TS Ti
for
TS Ti
Wmin(Ti) 0.0 Examples for mass curve of cargo hold for BC-B or BC-C ships with {No MP} areis shown in Fig 24.
1.15MFull MFull Harbour Cargo mass Cargo mass Harbour 1.15MFull MFull
Seagoing
Seagoing
0.67TS 0.83TS
TS
Draught
THB 0.67TS
TS
Draught
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1.15MFull MFull Harbour Cargo mass
0.15MFull
Seagoing
0.5MH
THB
0.67TS
TS
Draught
Figure 2 4: Example of mass curve for BC-B or BC-C ships Example of mass curve for BC-B and BC-C ships having {No MP} assigned
2.2 2.2.1
Maximum permissible mass and minimum required masses of single cargo hold in harbour condition General
The cargo mass curves of single cargo hold in harbour condition are defined in [2.2.2]. However if the ship structure is checked for more severe loading conditions than ones considered in Ch 4, Sec 7, [3.7.1], the minimum required cargo mass and the maximum allowable cargo mass can be based on those corresponding loading conditions.
2.2.2
All ships
The maximum permissible cargo mass and the minimum required cargo mass corresponding to draught for loading/unloading conditions in harbour may be increased or decreased by 15% of the maximum permissible mass at the maximum draught for the cargo hold in seagoing condition. However, maximum permissible mass is in no case to be greater than the maximum permissible cargo mass at designed maximum load draught for each cargo hold.
2.2.3
BC-A ship not having {No MP} assigned

The maximum permissible mass (Wmax(Ti)) at various draughts Ti in harbour condition is also to be checked by the following formulae in addition to the requirements in [2.1.2]: For loaded hold
Wmax Ti M HD 0.1M H 1.025VH 0.67TS Ti h
Wmax (Ti ) M HD
for for
Ti 0.67TS
Ti 0.67T S
2.2.4
BC-A ship having {No MP} assigned

The maximum permissible mass (Wmax(Ti)) at various draughts Ti in harbour condition is also to be checked by the following formulae in addition to the requirements in [2.1.3]: For empty hold which can be empty at the maximum draught
Wmax (Ti ) M Full
for for
0.67TS Ti
h
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2.2.5
BC-B and BC-C ships having {No MP} assigned

The maximum permissible mass (Wmax(Ti)) at various draughts Ti in harbour condition is also to be checked by the following formulae in addition to the requirements in [2.2.2]:
Wmax (Ti ) M Full

for
0.67TS Ti
h
for
3
3.1 3.1.1
Maximum and minimum masses of cargo of two adjacent holds

Maximum permissible mass and minimum required masses of two adjacent holds in seagoing condition General
The cargo mass curves of two adjacent cargo holds in seagoing condition are defined in [3.1.2] and [3.1.3]. However if the ship structure is checked for more severe loading conditions than ones considered in Ch 4, Sec 7, [3.7.1], the minimum required cargo mass and the maximum allowable cargo mass can be based on those corresponding loading conditions.
3.1.2
BC-A ships with Block loading and not having {No MP} assigned
The maximum permissible cargo mass (Wmax(Ti)) and the minimum required cargo mass (Wmin(Ti)) for the adjacent two holds at various draughts (Ti) are determined, in t, by the following formulae:
W max (Ti ) 2M Full or M HD 0.1M H , whichever is the greater
Wmax (Ti ) Wmax (0.67TS ) 1.025 V f Va

Wmin (Ti ) 0
0.67ThS Ti
for TS Ti 0.67TS for Ti 0.67TS for Ti 0.75TS
Wmin (Ti ) 1.025 V f Va
Ti 0h.75TS
for TS Ti 0.75TS
The maximum permissible mass (Wmax(Ti)) at various draughts (Ti) is obtained, in t, by the greater of the following formulae:
V f Va Wmax (Ti ) ( M BLK 0.1M H ) 1.025 (Ts Ti ) h ha f

V f Va Wmax (Ti ) M Full 1.025 (0.67Ts Ti ) h ha f
However, Wmax(Ti) is no case to be greater than MBLK.
or
Wmin (Ti ) 0
for for
Vf V Wmin (Ti ) 1.025 a (Ti 0.75TS ) h f ha
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3.1.2 bis BC-A ships with Block loading and having {No MP} assigned
The maximum permissible mass Wmax(Ti) at various draughts Ti is obtained, in t, by the following formula:
V f Va Wmax (Ti ) ( M BLK 0.1M H ) 1.025 (Ts Ti ) h f ha

However, Wmax(Ti) is no case to be greater than MBLK. The minimum required cargo mass Wmin(Ti) at various draughts Ti is obtained, in t, by the following formulae:
Wmin (Ti ) 0
for for
Ti T HB TS Ti T HB
V f Va (Ti THB ) Wmin (Ti ) 1.025 h f ha
Examples for mass curve of cargo hold for BC-A with block loading ships are shown in Fig 5.
Harbour
(MBLK +0.1MH) (MBLK ) (MFull)

Cargo mass
(MBLK +0.1MH) (MBLK )

Harbour
Cargo mass
0.15 (MBLK +0.1MH)
Seagoing
0.15 (MBLK +0.1MH)
Seagoing
0.67TS 0.75TS
(a) without {No MP]
TS
Draught
THB
(b) with {No MP}
TS
Draught
Figure 5: Example of mass curve for BC-A ships with Block loading
3.1.3
BC-B and BC-C ships (void)

The maximum permissible mass (Wmax(Ti)) and the minimum required mass (Wmin(Ti)) at various draughts (Ti) are obtained, in t, by the following formulae:
Wmax (Ti ) 2M Full
Wmax (Ti ) Wmax (0.67TS ) 1.025 V f Va

Wmin (Ti ) 0
0.67ThS Ti
for Ti 0.67TS for Ti 0.67TS for Ti 0.75TS
Wmin (Ti ) 1.025 V f Va
Ti 0h.75TS
for TS Ti 0.75TS
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Figure 3: Example of mass curve for BC-B or BC-C ships
(void)
3.1.4
BC-A ships without Block loading and BC-B, BC-C ships, not having {No MP} assigned
The maximum permissible mass (Wmax(Ti)) at various draughts Ti is obtained, in t, by the following formulae:
Wmax (Ti ) M Full

Wmax Ti
for for
Full
Vf V 1.025 a 0.67TS Ti hf ha
The minimum required cargo mass (Wmin(Ti)) at various draughts Ti is obtained, in t, by the following formulae:
Wmin (Ti ) 0
for for
V f Va Ti 0.75TS Wmin Ti 1.025 h f ha
3.1.5
BC-A ships without Block loading and BC-B, BC-C ships, having {No MP} assigned
The maximum permissible mass (Wmax(Ti)) at various draughts Ti is obtained, in t, by the following formulae:
Wmax Ti
Full
Vf V 1.025 a TS Ti hf ha
for
Ti TS
The minimum required cargo mass (Wmin(Ti)) at various draughts Ti is obtained, in t, by the following formulae:
Wmin (Ti ) 0
for for
Ti T HB TS Ti T HB
V f Va Wmin Ti 1.025 Ti THB h f ha
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Examples for mass curve of cargo hold for BC-A without block loading and BC-B or BC-C are shown in Fig 6.
(1.15MFull)
Harbour
(1.15MFull) (MFull)
Harbour Cargo mass
(MFull)
Cargo mass
0.15 (MFull )
Seagoing
Seagoing
0.15 (MFull )
0.67TS 0.75TS
(a) without {No MP]
TS
Draught
THB
0.67TS
TS
Draught
(b) with {No MP}
Figure 6: Example of mass curve for BC A-ship without block loading and BC-B or BC-C ships
3.2 3.2.1
Maximum permissible mass and minimum required masses of two adjacent cargo holds in harbour condition General
The cargo mass curves of two adjacent cargo holds in harbour condition are defined in [3.2.2]. However if the ship structure is checked for more severe loading conditions than ones considered in Ch 4, Sec 7, [3.7.1], the minimum required cargo mass and the maximum allowable cargo mass can be based on those corresponding loading conditions.
3.2.2
All ships
The maximum permissible cargo mass and minimum required cargo mass corresponding to draught for loading/unloading conditions in harbour may be increased or decreased by 15% of the maximum permissible mass at the maximum draught for the cargo hold in seagoing condition. However, maximum permissible mass is in no case to be greater than the maximum permissible cargo mass at designed maximum load draught for each cargo hold.
3.2.3
BC-A ships with Block loading and having {No MP} assigned
The maximum permissible mass (Wmax(Ti)) at various draughts Ti in harbour condition is also to be checked by the following formulae in addition to the requirements in [3.1.2 bis]:
V f Va 0.67TS Ti Wmax Ti M Full 1.025 h ha f
Wmax (Ti ) M BLK
3.2.4
BC-A ships without Block loading and BC-B, BC-C ships, having {No MP} assigned
The maximum permissible mass (Wmax(Ti)) at various draughts Ti in harbour condition is also to be checked by the following formulae in addition to the requirements in [3.1.5]:
Wmax (Ti ) M Full
for
TS Ti 0.67TS
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V f Va 0.67TS Ti Wmax Ti M Full 1.025 h f ha
for
Ti 0.67TS
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Technical Background For Rule Change Notice No. 2-12 Hold Mass Curves
Notes: (1) (2)
These Rule Changes enter into force on 1st July 2010. The Technical Background For Rule Change Notice should be read in conjunction with the July 2008 consolidated edition of Bulk Carriers CSR.
Copyright 2006
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The requirements for hold mass curves in Chapter 4 Appendix 1 came from IACS UR S25. The current requirements are not specific for a ship with a variety of class notations. Rule change requests have been raised on KC #515 and #633. This rule change refers to the request on KC #633 and also corresponds to the one on KC #515.
Summary of the Rule Changes

This Rule Change is to revise the requirements corresponding to each class notation. 5) Maximum permissible mass and minimum required mass of single cargo hold Maximum permissible mass and minimum required mass of single cargo hold regulated in Chapter 4 Appendix 1, paragraph 2 are based on following design loading conditions regulated in Chapter 4 Section 7, [3.2] to [3.6], except [3.5.1]. Sea going Max Ch4 Sec7, 3.2.1 {No MP}not assigned in Ch4 App1, 2.1.4 TS, MFull Min Ch4 Sec7, 3.2.2 TS, MH/2 Ch4 Sec7, 3.2.3 THB, empty Ch4 Sec7, 3.3.1 67%TS, MFull {No MP}assigned in Ch4 App1, 2.1.5
BC-A (Additional cases)
Harbour(1) Max Min -
BC-B and BC-C
Ch4 Sec7, 3.3.2 83%TS, empty Ch4 Sec7, 3.2.2 TS, MH/2 Ch4 Sec7, 3.2.3 THB, empty Ch4 Sec7, 3.6.1 67%TS, MFull -
Ch4 Sec7, 3.2.1 TS, MFull
Cases in Hold addition of Ch4 Sec7, 3.4.2 Ch4 Sec7, 3.6.1 loaded in those alternate TS, MHD+0.1MH 67%TS, MHD defined Hold above for Ch4 Sec7, 3.4.1 empty in BC-B and BC-C alternate TS, empty (1) Maximum permissible mass and minimum required mass in harbour condition are generally increased or decreased by 15% of the maximum permissible mass at the maximum draught in seagoing condition as stipulated in Chapter 4 Appendix 1, 2.2.2 and based on Chapter 4 Section 7, 3.6.3. The notes for harbour in this table show only the additional conditions based on Chapter 4 Section 7, 3.6.1. 6) Maximum permissible mass and minimum required mass of two adjacent holds Maximum permissible mass and minimum required mass of two adjacent holds regulated in Chapter 4 Appendix 1, paragraph 3 are based on following design loading conditions regulated in Chapter 4 Section 7, [3.2] to [3.6], except [3.5.1].
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Sea going Max Ch4 Sec7, 3.3.3 Ch4 Sec7, 3.4.3 67%Ts, (Mfull) Ts, (MBLK+0.1MH) Ch4 Sec7, 3.4.3 Ts, (MBLK+0.1MH) Ch4 Sec7, 3.3.3 67%TS, (MFull) Ch4 Sec7, 3.2.1 Min Ch4 Sec7, 3.3.4 -
Harbour (2) Max Min -
BC-A with "Block loading" in Ch4 App1, 3.1.2
without {No MP}
75%TS, empty Ch4 Sec7, 3.2.3 THB, empty Ch4 Sec7, 3.3.4 75%TS, empty Ch4 Sec7, 3.2.3
Ch4 Sec7, 3.6.2 67%TS, (MFull) Ch4 Sec7, 3.6.2
with {No MP} without {No MP} with {No MP}
BC-A without "Block loading", BC-B and BC-C in Ch4 App1, 3.1.3 (2)
TS, (MFull) THB, empty 67%TS, (MFull) Maximum permissible mass and minimum required mass in harbour condition are generally increased or decreased by 15% of the maximum permissible mass at the maximum draught in seagoing condition as stipulated in Chapter 4 Appendix 1, 3.2.2 and based on Chapter 4 Section 7, 3.6.3. The notes for harbour in this table show only the additional conditions based on Chapter 4 Section 7, 3.6.2.
Impact on Scantling
As this rule change is so made for the clarification corresponding to each class notation or simple correction of typo and scantling check is carried out based on the requirement in Ch 4 Sec 7 which is the same of IACS UR S25, there is no scantling impact due to this change.
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Rule Change Notice No. 2-13 Use of Steel Grades for Hull Members
Notes: (1) (2)
These Rule Changes enter into force on 1st July 2010. This Rule Change Notice should be read in conjunction with the July 2008 consolidated edition of Bulk Carriers CSR.
Copyright 2006
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Section 1 MATERIAL 2.
2.3 2.3.1
Steel materials in the various strength members are not to be of lower grade than those corresponding to classes I, II and III, as given in Tab 3 for the material classes and grades given in Tab 4 Tab 4-1, while additional requirements for ships with length (L) exceeding 150m and 250m, BC-A and BC-B ships are given in Tab 4-2 to Tab 4-4., For strength members not mentioned in Tab 3 in Tab 4-1 to Tab 4-4, grade A/AH may be used.
Table 3: Material grade requirements for classes I, II and III

Grades of Steel
Class I As-built thickness NSS HSS (mm) t 15 A AH 15 < t 20 A AH 20 < t 25 A AH 25 < t 30 A AH 30 < t 35 B AH 35 < t 40 B AH 40 < t 50 D DH Notes : NSS : Normal strength steel HSS : Higher strength steel
II NSS A A B D D D E HSS AH AH AH DH DH DH EH NSS A B D D E E E
III HSS AH AH DH DH EH EH EH
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Table 4: Application of material classes and grades (void)

Material class Within 0.4L Outside 0.4L amidship amidship
Structural member category
SECONDARY Longitudinal bulkhead strakes, other than that belonging to the Primary category Deck Plating exposed to weather, other than that belonging to the Primary or Special I category (7) Side plating PRIMARY Bottom plating, including keel plate Strength deck plating, excluding that belonging to the Special category II Continuous longitudinal members above strength deck, excluding hatch coamings Uppermost strake in longitudinal bulkhead Vertical strake (hatch side girder) and uppermost sloped strake in top wing tank SPECIAL Sheer strake at strength deck (1), (6) Stringer plate in strength deck (1), (6) Deck strake at longitudinal bulkhead (6) Strength deck plating at corners of cargo hatch openings in bulk carriers, ore carriers, combination carriers and other ships with similar hatch openings configuration (2) III Bilge strake (3), (4), (6) Longitudinal hatch coamings of length greater than 0.15L (5) Lower bracket of side frame of single side bulk carriers having additional service feature BC-A or BC-B (5) End brackets and deck house transition of longitudinal cargo hatch coamings (5) Notes: (1) Not to be less than grade E/EH within 0.4L amidships in ships with length exceeding 250 m. (3) May be of class II in ships with a double bottom over the full breadth and with length less than 150 m. (4) Not to be less than grade D/DH within 0.4L amidships in ships with length exceeding 250 m. (5) Not to be less than grade D/DH.
A/AH
A/AH
II (I outside 0.6L amidships)
(2) Not to be less than class III within 0.6L amidships and class II within the remaining length of the cargo region.
(6) Single strakes required to be of class III or of grade E/EH and within 0.4L amidships are to have breadths, in m, not less than 0.8 + 0.05L, need not be greater than 1.8 m, unless limited by the geometry of the ship's design. (7) For BC-A and BC-B ships with single side skin structures, side shell strakes included totally or partially between the two points located to 0.125 above and below the intersection of side shell and bilge hopper sloping plate are not to be less than grade D/DH, being the frame span.
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Table 4-1: - Material Classes and Grades for ships in general Structural member category Material class/grade
SECONDARY: A1 Longitudinal bulkhead strakes, other than that belonging to the Primary category A2 Deck plating exposed to weather, other than that belonging to the Primary or Special category A3 Side plating PRIMARY: B1 Bottom plating, including keel plate B2 Strength deck plating, excluding that belonging to the Special category B3 Continuous longitudinal members above strength deck, excluding hatch coamings. B4 Uppermost strake in longitudinal bulkhead B5 Vertical strake (hatch side girder) and uppermost sloped strake in top wing tank SPECIAL: C1. Sheer strake at strength deck (1) C2 Stringer plate in strength deck (1) C3 Deck strake at longitudinal bulkhead, excluding deck plating in way of inner-skin bulkhead of double-hull ships (1) Strength deck plating at corners of cargo hatch openings Bilge strake in ships with double bottom over the full breadth and length less than 150 m (1) Bilge strake in other ships (1)
- Class I within 0.4L amidships - Grade A/AH outside 0.4L amidships
- Class II within 0.4L amidships - Grade A/AH outside 0.4L amidships
- Class III within 0.4L amidships - Class II outside 0.4L amidships - Class I outside 0.6L amidships
C5 C6 C7
- Class III within 0.6L amidships - Class II within rest of cargo region - Class II within 0.6L amidships - Class I outside 0.6L amidships - Class III within 0.4L amidships - Class II outside 0.4L amidships - Class I outside 0.6L amidships - Class III within 0.4L amidships - Class II outside 0.4L amidships - Class I outside 0.6L amidships - Not to be less than Grade D/DH
C8 C9
Longitudinal hatch coamings of length greater than 0.15L End brackets and deck house transition of longitudinal cargo hatch coamings (2)
(1)
Single strakes required to be of Class III within 0.4L amidships are to have breadths not less than 800+5L (mm), and need not be greater than 1800 (mm), unless limited by the geometry of the ships design. Applicable to bulk carriers having the longitudinal hatch coaming of length greater than 0.15L.
(2)
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Table 4-2: Minimum material grades for ships with ships length (L) exceeding 150m and single strength deck Structural member category Longitudinal strength members of strength deck plating Continuous longitudinal strength members above strength deck Single side strakes for ships without inner continuous longitudinal bulkheads between bottom and the strength deck Material Grade Grade B/AH within 0.4L amidships
Grade B/AH within 0.4L amidships Grade B/AH within cargo region
Table 4-3: Minimum Material Grades for ships with ships length (L) exceeding 250m Structural member category Material Grade Shear strake at strength deck (1) Grade E/EH within 0.4L amidships Stringer plate in strength deck (1) Grade E/EH within 0.4L amidships Bilge strake (1) Grade D/DH within 0.4L amidships (1) Single strakes required to be of Class III within 0.4L amidships are to have breadths not less than 800 + 5L (mm), and need not be greater than 1800 (mm), unless limited by the geometry of the ships design Table 4-4: Minimum material grades for BC-A and BC-B ships Structural member category Material Grade Lower bracket of ordinary side frame(1), (2) Grade D/DH Side shell strakes included totally or partially Grade D/DH between the two points located to 0.125 l above and below the intersection of side shell and bilge hopper sloping plate or inner bottom plate (2) (1) The term lower bracket means webs of lower brackets and webs of the lower part of side frames up to the point 0.125 l above the intersection of side shell and bilge hopper sloping plate or inner bottom plate. (2) The span of the side frame, l, is defined as the distance between the supporting structure (See Ch. 3 Sec 6 Fig.19)
2.3.2
Plating materials for stern frames, rudders, rudder horns and shaft brackets are in general not to be of lower grades than corresponding to class II. For rudder and rudder body plates subjected to stress concentrations (e.g. in way of lower support of semi-spade rudders or at upper part of spade rudders) class III is to be applied.
2.3.3
Bedplates of seats for propulsion and auxiliary engines inserted in the inner bottom within 0.6L amidships are to be of class I. In other cases, the steel is to be at least of grade A/AH.
2.3.4
Plating at corners of large hatch openings on decks located below the strength deck, in the case of hatches of holds for refrigerated cargoes, and insert plates at corners of large openings on side shell plating are generally to be of class III. (void)
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2.3.5
The steel grade is to correspond to the as-built thickness.
2.3.6
Steel grades of plates or sections of as-built thickness greater than the limiting thicknesses in Table 3 are considered by the Society on a case by case basis.
2.3.7
In specific cases, such as [2.3.8], with regard to stress distribution along the hull girder, the classes required within 0.4L amidships may be extended beyond that zone, on a case by case basis.
2.3.8
The material classes required for the strength deck plating, the sheerstrake and the upper strake of longitudinal bulkheads within 0.4L amidships are to be maintained for an adequate length across the poop front and at the ends of the bridge, where fitted.
2.3.9
Rolled products used for welded attachments of length greater than 0.15L on outside of hull plating, such as gutter bars, are to be of the same grade as that used for the hull plating in way.
2.3.10
In the case of full penetration welded joints located in positions where high local stresses may occur perpendicular to the continuous plating, the Society may, on a case by case basis, require the use of rolled products having adequate ductility properties in the through thickness direction, such as to prevent the risk of lamellar tearing (Z type steel).
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Technical Background For Rule Change Notice No. 2-13 Use of steel grades for hull member
Notes: (1) (2)
These Rule Changes enter into force on 1st July 2010. The Technical Background For Rule Change Notice should be read in conjunction with the July 2008 consolidated edition of Bulk Carriers CSR.
Copyright 2006
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1
1.1

KC references: question id 787 The requirement in Ch. 3 Sec. 1 [2.3.1] is based on IACS UR S6 Rev. 4, July 2003. This UR has been revised and issued as Rev. 5 in September 2007. The Rule change is made in order to be in line with IACS UR Rev.5.
1.2
Chapter 3, Section 1, 2.3.4

As no bulk carrier has a large hatch opening on deck located below the strength deck, this requirement is not applicable to bulk carriers.
1.3
Chapter 3, Section 1, 2.3.9

KC references: question id 617 and 720 The rolled products used for welded attachment on hull plating seem vague, although the example as gutter bars is mentioned in the text. Because rolled products cover all most all members such as coamings for deck machineries or spill coaming for air pipes, bulwark stay, hatch coaming stay, etc. and even longitudinals which they are not exposed to the weather fitted to inside of hull plating. In order to be clear the applicable members, the requirement is revised.
2
2.1

Ch 3 Sec 1, [2.3.1]
The requirements in IACS UR S6 Rev.5 applicable to bulk carriers are taken into the CSR.
2.2
Ch 3 Sec 1 [2.3.4]
This paragraph is deleted.
2.3
Ch 3 Sec 1 [2.3.9]
The applicable role products welded attachment is clarified to that with length more than 0.15L and fitted to outside of hull plating.
2.4
Others
The correction is made for the paragraph number and reference due to the deletion of [2.3.4].
Impact on Scantling
There is no scantling impact due to this change but steel grade is affected. The steel grade of side shell for single side skin BC and of outer shell of ships with ice strengthening is enhanced, but as IACS UR S6 Rev. 5 is already implemented by all Class, the effect due to this change is ignored.
97 / 97

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Bulk Carrier CSR Revision Histort Pdf851

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As of 12 April 2010

Bulk Carrier CSR Revision History

Amendment Type / No.

Reference Rule Edition

15 May 2008 1 April 2006 12 Sept 2008 1 July 2009

Rule Change Notice 3 12 Sept 2008 (Urgent) Rule Change Notice 1

Rule Change Notice 2 10

12 April 2010 1 July 2010

Bulk Carrier CSR Corrigenda 1

IACS Common Structural Rules for Bulk Carriers, January 2006

Before amendment Contents

After amendment Contents

Add the following requirement after [3.2.6]: 3.2.7

Check of primary supporting members for ships

Addition of a missing information

less than 150 m in length L

The net thickness of plating which constitutes primary supporting

members for ships less than 150 m in length L, to be checked

according to Ch 6, Sec 4, [2], is to be obtained by deducting tC from

the gross thickness.

Corrosion additions for Dry bulk, cargo hold

Corrosion additions for Dry bulk, cargo hold

Editorial correction in the third column of Tab 1

Bulk Carrier CSR Corrigenda 1

Before amendment Contents

After amendment Contents

Ch4, Sec5, [1.6.1]

above waterline is given (see Fig 5), in kN/m , by:

For the negative hydrodynamic pressure at the waterline (in load

For the negative hydrodynamic pressure at the waterline (in load

under the waterline is given (see Fig 5), in kN/m2, by: .

Bulk Carrier CSR Corrigenda 1

Before amendment Contents

After amendment Contents

the value given in Tab 1 for ships having a length of

the value given in Tab 1 for ships having a length L

see Fig 2. .. VTS : Total volume, in m3, of transverse stools at bottom of

Editorial correction (Units for h1, VTS and h2)

transverse bulkheads within the concerned cargo hold length

This volume excludes the part of hopper tank passing

Ch 4, Sec 7, [1.1] Ch 4, Sec 7, [1.2] Ch 4, Sec 7, [1.2.1]

Ships having a length less than 150 m

Ships having a length L less than 150 m

Ships having a length of 150 m and above

Ships having a length L of 150 m and above

The requirements in [2] to [4] are applicable to ships having a length of

150 m and above.

Editorial correction Editorial correction Editorial correction

Ch 4, Sec 8, [1.2] Ch 4, Sec 8, [2.1.2]

Ships equal to or greater than 150 m in length

Ships equal to or greater than 150 m in length L

Ships equal to or greater than 150 m in length

Ships equal to or greater than 150 m in length L

Editorial correction Editorial corrections

manual is also to describe:

manual is also to describe:

Bulk Carrier CSR Corrigenda 1

Before amendment Contents

After amendment Contents

In addition to [2.2.1], for BC-A, BC-B and BC-C ships, the

loading conditions, ...............

following loading conditions, ................

Ships equal to or greater than 150 m in length

! " # ' 0) 2 &% $