CORRIGENDA 5

COMMON STRUCTURAL RULES FOR BULK CARRIERS

Common Structural Rules for
Bulk Carriers, January 2006

Corrigenda 5
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 theeditorial 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 andAnswers and Common Interpretations‘.

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, individuallyand collectively, assume no responsibility and shall not be liable to any person for any loss, damage or expensecaused 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 thatcase any responsibility or liability is exclusively on the terms and conditions set out in that contract.

PAGE 1 OF 40

COMMON STRUCTURAL RULES FOR BULK CARRIERSCORRIGENDA 5

CHAPTER 1 – GENERAL PRINCIPLESSECTION 4 SYMBOLS AND DEFINITIONS
2.

Symbols

2.1

Ship’s main data

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

Reason for the Rule Clarification:
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

COMMON STRUCTURAL RULES FOR BULK CARRIERSCHAPTER 2 – GENERAL ARRANGEMENT DESIGNSECTION 3 ACCESS ARRANGEMENT
2.

Technical provisions for means of access

2.3

Construction of ladders

2.3.2

Inclined ladders

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

Reason for the Rule Clarification:
Editorial correction.

PAGE 3 OF 40

COMMON STRUCTURAL RULES FOR BULK CARRIERSCORRIGENDA 5

CHAPTER 3 – STRUCTURAL DESIGN PRINCIPLESSECTION 1 MATERIAL
2.

Hull structural steel

2.3

Grades of steel

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

Reason for the Rule Clarification:
Editorial correction.

PAGE 4 OF 40

CORRIGENDA 5

COMMON STRUCTURAL RULES FOR BULK CARRIERS

Table 4 Application of material classes and grades
Material class
Within 0.4L
Outside 0.4L
amidshipamidship

Structural member category

SECONDARYLongitudinal 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 inbulk carriers, ore carriers, combination carriers and otherII
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 havebreadths, in m, not less than 0.8 + 0.005L, need not be greater than 1.8 m, unless limited by thegeometry 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 shelland bilge hopper sloping plate are not to be less than grade D/DH, l being the frame span.

Reason for the Rule Clarification:
The editorial correction is made to clarify the application of structural members. (Refer to KC ID 502)

PAGE 5 OF 40

COMMON STRUCTURAL RULES FOR BULK CARRIERSCORRIGENDA 5

SECTION 6 STRUCTURAL ARRANGEMENT PRINCIPLES

8.

Single side structure

8.3

Side frames

8.3.1 General
Frames are to be built-up symmetrical sections with integral upper and lower brackets and are to be arranged
with soft toes.
The side frame flange is to be curved (not knuckled) at the connection with the end brackets. The radius ofcurvature is not to be less than r, in mm, given by:r=

0.3b 2ft f + tCr=

0.4b 2ft 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.

Bulkhead structure

10.4

Corrugated bulkhead

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

Reason for the Rule Clarification:
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

COMMON STRUCTURAL RULES FOR BULK CARRIERSThe 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 thecorrugation.
The ends of stool side ordinary stiffeners, when fitted in a vertical plane, are to be attached to brackets at theupper 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 accordancewith 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 havea 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 casemay be, for effective support of the corrugated bulkhead. Scallops in the brackets and diaphragms in way of theconnections 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 tothe 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.

Reason for the Rule Clarification:
This correction is made to be in line with IACS UR S18. (Refer to KC ID 337)

PAGE 7 OF 40

COMMON STRUCTURAL RULES FOR BULK CARRIERSCORRIGENDA 5

CHAPTER 4 – DESIGN LOADSSECTION 5 EXTERNAL PRESSURES AND FORCES
3.

External pressures on superstructures and deckhouses

3.2

Exposed wheel house tops

3.2.1
The lateral pressure for exposed wheel house tops, in kN/m2, is not to be taken less than:p = 2.5

p = 12.5

Reason for the Rule Clarification:
Editorial correction regarding the minimum pressure for superstructures, etc. is made because it is a typo (Refer
to KC ID 478).

3.4

End Superstructure end bulkheads of superstructure and deckhouse

3.4.1
The lateral pressure, in kN/m2, for determining the scantlings is to be obtained from the greater of the following
formulae:p A = nc[bC − ( z − T )]p A = p A min

where:n: Coefficient defined in Tab 7, depending on the tier level.
The lowest tier is normally that tier which is directly situated above the uppermost continuous deck towhich 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 superstructureheight 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 tierc

: Coefficient taken equal to:bc = 0.3 + 0.7 1
B1

For exposed parts of machinery casings, c is not to be taken less than 1.0
b1: Breadth of deckhouse at the position considered

B1: Actual maximum breadth of ship on the exposed weather deck at the position considered.
b1 B1 is not to be taken less than 0.25b

: Coefficient defined in Tab 8x: X co-ordinate, in m, of the calculation point for the bulkhead considered. When determining sides of a
deckhouse, the deckhouse is to be subdivided into parts of approximately equal length, not exceeding
0.15 L each, and x is to be taken as the X co-ordinate of the centre of each part considered.

z: Z co-ordinate, in m, of the midpoint of stiffener span, or to the middle of the plate field

PAGE 8 OF 40

CORRIGENDA 5l

COMMON STRUCTURAL RULES FOR BULK CARRIERS: Span, in m, to be taken as the superstructure height or deckhouse height respectively, and not less than
2.0 m

pAmin

: Minimum lateral pressure, in kN/m2, defined in Tab 9.

Table 7 : Coefficient n(Note: Change in title only, no change in Tab 7)

Table 8 : Coefficient b(Note: Change in title only, no change in Tab 8)

Table 9 : Minimum lateral pressure pAmin
pAmin, in kN/m2
L

Lowest tier of
unprotected fronts

90 < L ≤ 250

25 +

L > 250

50

L
10

Elsewhere (1)12.5 +

L
20

25

th

(1) For the 4 tier and above, p A min is to be taken equal to 2.5 12.5kN/m2.

Reason for the Rule Clarification:
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 fromthe following formula:p FB = K ( p S + pW )where:
p S, p W: Hydrostatic pressure and maximum hydrodynamic pressures among load cases H, F, R and P,
calculated in normal ballast condition at TB

K: Coefficient taken equal to:
K=

cFL

(

c FL 0.2V + 0.6 L

)

2

2
⎛
20 ⎛ x⎞ ⎞42C (C B + 0.7 )⎜1 +⎜ − 0.7 ⎟ ⎟⎜ CB ⎝ L⎠ ⎟⎠⎝(10 + z − TB ) to be taken not less than 1.0: Coefficient taken equal to:cFL = 0.8
c FL =

0.4
1.2 − 1.09 sin α

in general
where the flare angle α is greater than 40°

PAGE 9 OF 40

COMMON STRUCTURAL RULES FOR BULK CARRIERSCORRIGENDA 5

Where, the flare angle α at the load calculation point is to be measured in plane of the frame between avertical line and the tangent to the side shell plating. (see Fig 7)

Plane of the framexFlare angle

αload calculation point

z
TB

CL

tangent to theside shell

Figure 7: The definition of the flare angle

Reason for the Rule Clarification:
Clarification of the definition of flare angle (Refer to KC ID 533)

PAGE 10 OF 40

CORRIGENDA 5

COMMON STRUCTURAL RULES FOR BULK CARRIERSCHAPTER 5 – HULL GIRDER STRENGTHSECTION 1 YIELDING CHECK
3.

Checking criteria

3.1

Normal stresses

3.1.1
It is to be checked that the normal stresses σ1 calculated according to [2.1.2] and, when applicable, [2.1.3] are incompliance with the following formula:σ1 ≤ σ1,ALL
where:

σ1,ALL: Allowable normal stress, in N/mm2, obtained from the following formulae:

130
σ 1, ALL =k2
190 1500 ⎛ x⎞
σ 1, ALL =−⎜ − 0 .3 ⎟
k
k ⎝L
⎠
190
σ 1, ALL =k2
190 1500 ⎛ x⎞−
σ 1, ALL⎜ − 0 .7 ⎟
k
k ⎝L
⎠
130
σ 1, ALL =
k

for
for
for
for
for

x
≤ 0 .1Lx
0 .1 < < 0 .3
Lx
0 .3 ≤ ≤ 0 .7
Lx
0 .7 < < 0 .9
Lx
≥ 0 .9L

130
k2
190 1500 ⎛ x⎞
σ 1, ALL =−⎜ − 0.3 ⎟
k
k ⎝L
⎠
190
σ 1, ALL =k2
190 1500 ⎛ x⎞
σ 1, ALL =
−
−
0
.
7
⎜
⎟
k
k ⎝L
⎠
130
σ 1, ALL =k

σ 1, ALL =

for
for
for
for
for

x
≤ 0.1
L
x
0.1 < < 0.3Lx
0.3 ≤ ≤ 0.7
Lx
0.7 < < 0.9
L
x
≥ 0.9
L

Reason for the Rule Clarification:
Editorial correction

4.

Section modulus and moment of inertia

4.5

Extent of higher strength steel

4.5.1
When a material factor for higher strength steel is used in calculating the required section modulus at bottom ordeck 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 =σ 1B − kσ 1, ALLz
σ 1B + σ 1D D

PAGE 11 OF 40

COMMON STRUCTURAL RULES FOR BULK CARRIERS•CORRIGENDA 5

below a horizontal line located at a distance VD (see [1.4.2]) above the neutral axis of the hulltransverse section (for section modulus at deck):VHD =σ 1D − kσ 1, ALL(N + VD )σ 1B + σ 1D

where:

σ1B, σ1D : Normal stresses, in N/mm2, at bottom and deck, respectively, calculated according to [2.1.2]
zD: Z co-ordinate, in m, of the strength deck defined in [1.3], with respect to the reference co-ordinate
system defined in Ch 1, Sec 4, [4]Reason for the Rule Clarification:
Editorial correction

PAGE 12 OF 40

CORRIGENDA 5

COMMON STRUCTURAL RULES FOR BULK CARRIERSAPPENDIX 1 - HULL GIRDER ULTIMATE STRENGTH

Symbols
For symbols not defined in this Appendix, refer to Ch 1, Sec 4.
: Moment of inertia, in m4, of the hull transverse section around its horizontal neutral axis, to be

IY

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 :Reason for the Rule Clarification:
Editorial correction

2. CRITERIA FOR THE CALCULATION OF THE CURVE M-Χ
2.1 Simplified method based on incremental-iterative approach
2.1.2 Assumption
In applying the procedure described in [2.1.1], the following assumptions are generally to be made:•the ultimate strength is calculated at hull transverse sections between two adjacent transverse webs.

•

the hull girder transverse section remains plane during each curvature increment.

•

the hull material has an elasto-plastic behaviour.

•the hull girder transverse section is divided into a set of elements, which are considered to act
independently.
These elements are:– transversely framed plating panels and/or ordinary stiffeners with attached plating, whose structural
behaviour is described in [2.2.1]–•

hard corners, constituted by plating crossing, whose structural behaviour is described in [2.2.2].

according to the iterative procedure, the bending moment Mi acting on the transverse section at eachcurvature value χi is obtained by summing the contribution given by the stress σ acting on each element. The
stress σ, corresponding to the element strain ε, is to be obtained for each curvature increment from the nonlinear load-end shortening curves σ- ε - of the element.
These curves are to be calculated, for the failure mechanisms of the element, from the formulae specified in[2.2]. The stress σ is selected as the lowest among the values obtained from each of the considered load-end
shortening curves σ- ε.

•

The procedure is to be repeated until the value of the imposed curvature reaches the value χF, in m-1, in
hogging and sagging condition, obtained from the following formula:χ F = ±0.003

MY
EI Y

where:

MY : the lesser of the values MY1 and MY2, in kN.m:
MY1 = 10-3 ReH ZAB

MY1 = 103 ReH ZAB

PAGE 13 OF 40

COMMON STRUCTURAL RULES FOR BULK CARRIERS

MY2 =10-3 ReH ZAD

CORRIGENDA 5

MY2 =103 ReH ZAD

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

Reason for the Rule Clarification:
Editorial correction

2.2 Load-end shortening curves σ-ε2.2.6 Web local buckling of ordinary stiffeners made of flanged profiles
The equation describing the load-end shortening curve σCR1-ε σCR3-ε for the web local buckling of flanged
ordinary stiffeners composing the hull girder transverse section is to be obtained from the following formula:σ CR 3 = ΦReH

10 3 bE t p + hwe t w + b f t f
10 3 st p + hw t w + b f t f

where

Φ

: Edge function defined in [2.2.3]

bE: Effective width, in m, of the attached shell plating, defined in [2.2.4]

hwe: Effective height, in mm, of the web, equal to:

βw =

hw
tw

ε

⎛ 2.25 1.25 ⎞hwe = ⎜
− 2 ⎟ hw
⎜ βw
β w ⎟⎠⎝

for β w > 1.25

hwe = hw

for β w ≤ 1.25

ε ReH
E

: Relative strain defined in [2.2.3]

Reason for the Rule Clarification:
Editorial correction

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

where:

Φ: Edge function defined in [2.2.3].

βE: Coefficient defined in [2.2.4].

β E = 10 3

s
tp

εReH
E

s: plate breadth, in m, taken as the spacing between the ordinary stiffeners

PAGE 14 OF 40

CORRIGENDA 5

COMMON STRUCTURAL RULES FOR BULK CARRIERS

l: longer side of the plate, in m.

Reason for the Rule Clarification:
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

COMMON STRUCTURAL RULES FOR BULK CARRIERSCHAPTER 6 – HULL SCANTLINGSSECTION 1 PLATING
2.

Sheer strake

2.5

Welded sheer strake

2.5.3 Net thickness of the sheer strake in way of breaks of long effective
superstructures
The net thickness of the sheer strake is to be increased in way of breaks of long effective superstructures
occurring within 0.5L amidships, over a length of about one sixth of the ship’s breadth on each side of thesuperstructure end.
This increase in net thickness is to be equal to 40% of the net thickness of sheer strake, but need not exceed
4.5 mm.
Where the breaks of superstructures occur outside 0.5L amidships, the increase in net thickness may be reduced
to 30%, but need not exceed 2.5 mm.

2.5.4 Net thickness of the sheer strake in way of breaks of short non-effective
superstructures
The net thickness of the sheer strake is to be increased in way of breaks of short non-effective superstructures
occurring within 0.6L amidships, over a length of about one sixth of the ship’s breadth on each side of thesuperstructure 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.

Reason for the Rule Clarification:
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].

Reason for the Rule Clarification:
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

COMMON STRUCTURAL RULES FOR BULK CARRIERSSECTION 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].

Reason for the Rule Clarification:
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):∑w d ≥αiniT( p S + pW )l 2 l 12
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 applicablewi: Net section modulus, in cm3, of the i-th longitudinal stiffener of the side shell or hopper / topside tankthat support the lower / upper end connecting bracket of the side frame, as applicabledi: Distance, in m, of the above i-th longitudinal stiffener from the intersection point of the side shell andhopper /topside tankl1

: Spacing, in m, of transverse supporting webs in hopper / topside tank, as applicableRy: Lowest value of equivalent yield stress, in N/mm2, among the materials of the longitudinal stiffenersof side shell and hopper / topside tanks that support the lower / upper end connecting bracket of theside frame

αT: Coefficient taken equal to:

αT = 150 for the longitudinal stiffeners supporting the lower connecting brackets
αT = 75 for the longitudinal stiffeners supporting the upper connecting bracketsl: 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

COMMON STRUCTURAL RULES FOR BULK CARRIERSCORRIGENDA 5

Reason for the Rule Clarification:
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 stressat ends of web stiffeners of primary supporting members in water ballast tanks, in N/mm2, is to comply with thefollowing formula when no bracket is fitted :σ ≤ 175
where:

σ = 1.1K con K longi K stiff
K con

Δσ
cos θ

: Coefficient considering stress concentration, taken equal to:
K con = 3.5

for stiffeners in the double bottom or double side space (see Fig 8)

K con = 4.0

for other cases (e.g. hopper tank, top side tank, etc.) (see Fig 8)

K longi : Coefficient considering shape of cross section of the longitudinal, taken equal to:

K stiff

K longi = 1.0

for symmetrical profile of stiffener (e.g. T-section, flat bar)

K longi = 1.3

for asymmetrical profile of stiffener (e.g. angle section, bulb profile): Coefficient considering the shape of the end of the stiffener, taken equal to:
K stiff = 1.0

for standard shape of the end of the stiffener (see Fig 9)

K stiff = 0.8

for the improved shape of the end of the stiffener (see Fig 9)

θ: As given in Fig 10

Δσ: Stress range, in N/mm2, transferred from longitudinals into the end of web stiffener, as obtained fromthe following formula:
Δσ =

W

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 )spp: 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 stiffenerl: Span of the longitudinal, in ms

: Spacing of the longitudinal, in m

As 0 , Aw1 , Aw 2 : Geometric parameters as given in Fig 10, in mm2
l 1 , l 2 : Geometric parameters as given in Fig 10, in mm
PAGE 18 OF 40

CORRIGENDA 5h'

COMMON STRUCTURAL RULES FOR BULK CARRIERS: As obtained from following formula, in mm:
h ' = h s + h0 'hs

: As given in Fig 10, in mm

h0 ': As obtained from the following formula, in mmb'h0 ' = 0.636b'

for b' ≤ 150

h0 ' = 0.216b'+63

for 150 < b'

: Smallest breadth at the end of the web stiffener, in mm, as shown in Fig 10

Reason for the Rule Clarification:
This correction is made for the clarification of the pressure to be applied in the calculation of dynamic loadtransferred from the ordinary stiffeners to the ends of web stiffeners of the primary supporting members in waterballast tanks. (Refer to KC ID 327)

PAGE 19 OF 40

COMMON STRUCTURAL RULES FOR BULK CARRIERSCORRIGENDA 5

SECTION 3 BUCKLING & ULTIMATE STRENGTH OF ORDINARYSTIFFENERS AND STIFFENED PANELS

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 thepartial plate field according Table 2, BLC 3 - 10b

: Length in mm of the shorter side of the partial plate field in general or length in mm of the side of thepartial plate field according Table 2, BLC 3 - 10
: Aspect ratio of elementary plate panel, taken equal to:α=: Number of elementary plate panel breadths within the partial or total plate panel
single fieldampartial fieldn·blong. stiffener

y

bb

n

a
b

bm

α

a
y

x

transverse stiffener

longitudinal : stiffener in the direction of the length atransverse : stiffener in the direction of the breath b
Figure 1:

General arrangement of panel

Reason for the Rule Clarification:
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

CORRIGENDA 5

COMMON STRUCTURAL RULES FOR BULK CARRIERS

Table 3: Buckling and reduction factor for curved plate panel with R/t ≤ 2500 1
Buckling-

Aspect ratio

Load Caseb

Buckling factor K

Reduction factor κ

R

1a
b

sx

b
R
≤ 1.63
R
t

K=

R
t

b

+3

Rt

(R t )0.175
b 0.35

κx =1
κ x = 1.274 − 0.686 ⋅ λ

sx

1b

κx =

with

b

sx =

pe · R
t

R
t

pe

b
R
> 1.63Rt

K = 0.3⎛ R2 ⎞⎜⎟
2.
25+⎜ bt ⎟
R2
⎝
⎠
b2

2

0.65

for λ ≤ 0.4 2
for 0.4 < λ ≤ 1.2
for λ > 1.2

λ2

pe = external pressure in[N/mm2]

1a
b

sx

b
R
≤ 1.63
R
t

R
t

K=

b

+3

Rt

(R t )0.175
b 0.35

κx =1
κ x = 1.274 − 0.686 ⋅ λ

sx

1b
with

b

p ·R
sx = e
t
R
t

pe

κx =
b
R
> 1.63Rt⎛ R2 ⎞⎟
K = 0.3 2 + 2.25⎜⎜⎟
R⎝ bt ⎠bR≤ 0 .5Rt

K = 1+

b2

2

0.65

for λ ≤ 0.4 2
for 0.4 < λ ≤ 1.2
for λ > 1.2

λ2

pe = external pressure in[N/mm2]2bsyR

K = 0.267

t
sy

b
R
> 0.5
R
t

3

b
≤
R

b
sx

R
t

sx

b
>
R

R

t

≥ 0.4

b2 ⎡
b
⎢3 −
R t ⎢⎣
R

t ⎤
⎥
R ⎥⎦

b2
Rt

0.6 ⋅ bRt

Rt

⎛ R2 ⎞b⎟
K = 0.3 2 + 0.291⎜⎜⎟R⎝ bt ⎠

b
R
≤ 8.7
R
t

t

b
R
> 8.7
R
t

+

b

− 0.3

for 0.25 < λ ≤ 13

κ y = 0.3 / λfor 1 < λ ≤ 1.5

κ y = 0.2 / λ2for λ > 1.5

b2

2

K = Kτ

κ y = 1.233 − 0.933 ⋅ λ

Rt

K=

Rt

for λ ≤ 0.25 2

κy =1

R
t

4
b

2 b2
3 Rt

as in load case 1a2

3⎡
0.67 b 3 ⎤Kτ = ⎢28.3 + 1.5 1.5 ⎥R t ⎥⎦⎢⎣
Kτ = 0.28

b

0.5

2

R Rt

PAGE 21 OF 40

κτ = 1κτ = 1.274 − 0.686 ⋅ λ
κτ =

0.65

λ2

for λ ≤ 0.4
for 0.4 < λ ≤ 1.2
for λ > 1.2

COMMON STRUCTURAL RULES FOR BULK CARRIERSExplanations for boundary conditions

CORRIGENDA 5- - - - - plate edge free──── plate edge simply supported▬▬▬ plate edge clamped1

For curved plate fields with a very large radius the κ-value need not to be taken less than for the
expanded plane field2

For curved single fields, e.g. bilge strake, which are located within plane partial or total fields, thereduction factor κ may taken as follow:
0.8
0.65
Load case 2: κ y = 2 ≤ 1.0
Load case 1b: κ x = 2 ≤ 1,0λ

λ

Reason for the Rule Clarification:
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

COMMON STRUCTURAL RULES FOR BULK CARRIERSSECTION 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 girderlongitudinal strength.
The yielding check is also to be carried out for such members subjected to specific loads.

Reason for the Rule Clarification:
Editorial correction is made for the clarification of application of the primary supporting members. (Refer to KC
ID 525)

1.3

Primary supporting members for ships of 150 m or more in length L

1.3.1
For primary supporting members for ships having a length L of 150 m or more, the direct strength analysis is tobe carried out according to the provisions specified in Ch 7, and the requirements in [4] are also to be compliedwith. In addition, the primary supporting members for BC-A and BC-B ships are to comply with therequirements in [3] and [4].

Reason for the Rule Clarification:
Editorial correction is made for the clarification of application of the primary supporting members. (Refer to KC
ID 373)

2.

Scantling of primary supporting members for ships of less than 150m in
length (L)2.3

Floors

2.3.1 Net web thickness
The net thickness of floors in the double bottom structure, in mm, is not to be less than the greatest of either ofthe values t1 to t3 specified in the followings according to each location:
t1 = C 22⎛ x − x c ⎞ ⎫⎪pSB DB ⎛⎜ 2 y ⎞⎟⎧⎪⎟⎟ ⎬ , where x − xc is less than 0.25l DB , x − xc is to be taken as
⎜⎜
−
1
2
⎨
'
⎟
(d 0 − d1 )τ a ⎜⎝ B DB
⎝ l DB ⎠ ⎪⎭
⎠⎪⎩

'
′ /4,
0.25l DB , and where y is less than BDB/ 4 , y is to be taken as b ′ / 4 BDB

t 2 = 1.75 ⋅ 3t3 =H 2 a 2τ at1
C 2′

8.5S 2kwhere :
PAGE 23 OF 40

COMMON STRUCTURAL RULES FOR BULK CARRIERSCORRIGENDA 5

S: Spacing of solid floors, in m

d0

: Depth of the solid floor at the point under consideration in m

d1

: Depth of the opening, if any, at the point under consideration in m'
B DB

: Distance between toes of hopper tanks at the position of the solid floor under consideration, in m

C2

: Coefficient obtained from Tab 5 depending on B DB / l DB . For intermediate values of B DB / l DB , C 2
is to be obtained by linear interpolationp , BDB , x c , l DB : As defined in [2.2.1]

a: Depth of the solid floor at the point under consideration, in m. However, where horizontal stiffeners
are fitted on the floor, a is the distance from the horizontal stiffener under consideration to the bottom
shell plating or the inner bottom plating or the distance between the horizontal stiffeners underconsideration

S1: Spacing, in m, of vertical ordinary stiffeners or girders

C 2′: Coefficient given in Tab 6 depending on S1 / d 0 . For intermediate values of S1 / d 0 , C2′ is to be
determined by linear interpolation.

H: Value obtained from the following formulae:a)where openings with reinforcement or no opening are provided on solid floors:
1) where slots without reinforcement are provided:
H = 4.0

d2− 1.0 , without being taken less than 1.0
S12) where slots with reinforcement are provided: H = 1.0b)where openings without reinforcement are provided on solid floors:
1) where slots without reinforcement are provided:
⎛
d
φ ⎞
φ
H = ⎜⎜1 + 0.5 ⎟⎟ 4.0 2 − 1.0 , without being taken less than 1 + 0.5
d
S
d
0 ⎠
1
0
⎝

2) where slots with reinforcement are provided:
H = 1 + 0.5

d2

φ
d0

: Depth of slots without reinforcement provided at the upper and lower parts of solid floors, in m,
whichever is greaterφ: Major diameter of the openings, in m

S2

: The smaller of S1 or a , in m.

Reason for the Rule Clarification:
Editorial correction

PAGE 24 OF 40

CORRIGENDA 5

COMMON STRUCTURAL RULES FOR BULK CARRIERSCHAPTER 7 – DIRECT STRENGTH ANALYSISSECTION 4 HOT SPOT STRESS ANALYSIS FOR FATIGUE STRENGTHASSESSMENT
3.

Hot Spot Stress

3.3

Simplified method for the bilge hopper knuckle part3.3.1
Table 1:Stress concentration factor K0

Plate net thickness inAngle of hopper slope plate to the horizontal θ(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.
0.14θ ⋅ (1.15 − 0.0033θ )K0 =(0.5t ) ( 0.2 + 0.0028θ )Reason for the Rule Clarification:
Editorial correction is made for the clarification of the plate thickness. (Refer to KC ID 287)

PAGE 25 OF 40

CORRIGENDA 5

COMMON STRUCTURAL RULES FOR BULK CARRIERSCHAPTER 8 – FATIGUE CHECK OF STRUCTURALDETAILS
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 beobtained from the following formula:Δσ WT =Q ⋅ BH
2
FS FL
WQ
1000

where:
Q = 1000 uu( B H + bs )³ 2.6 B H+
12 EI Q
EAQ: Displacement of hatch corner in longitudinal direction, in m, taken equal to:u=

DOC

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

LC B
n

∑L B
H ,i

H ,i

i =1

MWT

: Maximum wave torsional moment, in kN.m, defined in Ch 4, Sec 3, [3.4.1], with fp = 0.5

FS: Stress correction factor, taken equal to:
FS = 5FL: Correction factor for longitudinal position of hatch corner, taken equal to:
FL = 1.75

xL

FL = 1.0

for 0.57 ≤ x / L ≤ 0.85
for x/L < 0.57 and x/L > 0.85

BH

: Breadth of hatch opening, in m

WQ

: Section modulus of the cross deck about z-axis, in m3, including upper stool, near hatch corner (seeFig 2)

IQ: Moment of inertia of the cross deck about z-axis, in m4, including upper stool, near the hatch corner(see Fig 2)

AQ: Effective shear area of the whole section of the cross deck, in m2, including upper stool, near the hatch
corner (see Fig 2). For the determination of the effective shear area the consideration of only the plateelements 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

COMMON STRUCTURAL RULES FOR BULK CARRIERS: Torsion moment of inertia of ships cross section, in m4, calculated within cross deck area byITneglecting 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 theω

hatch corner (see Fig 1) It may be calculated according to App 1
LC: Length of cargo area, in m , being the distance between engine room bulkhead and collision bulkhead

BH,i: Breadth of hatch opening of hatch i, in m

LH,i

: Length of hatch opening of hatch i, in mn

: Number of hatches.

Reason for the Rule Clarification:
Editorial correction is made for the clarification of the shear area of the cross-deck. (Refer to KC ID 355)

3. Hot spot stress
3.1 Hot spot stress range
3.1.1
The hot spot stress range, in N/mm², is to be obtained from the following formula:Δσ W = K gh ⋅ Δσ WTwhere,: Stress concentration factor for the hatch corner, taken equal to:
Kgh0.65
ra + 2rb ⎧⎪ ⎛0.22lCD ⎞ ⎫⎪b⎟⎟ ⎬ , to be taken not less than 1.0
K gh =⋅ ⎨1 + ⎜⎜3ra⎪⎩ ⎝ 1.23lCD + 0.8b ra ⎠ ⎪⎭0.65
ra + 2rb ⎧⎪ ⎛0.22lCD ⎞ ⎫⎪2b⎟⎟ ⎬ , to be taken not less than 1.0⋅ ⎨1 + ⎜⎜K gh =
3ra⎪⎩ ⎝ 1.23lCD + 1.6b ra ⎠ ⎪⎭where:ra: Radius, in m, in major axis
rb

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

Reason for the Rule Clarification:
Editorial Correction of a typo in the formula of Kgh. (Refer to KC ID 386.)

PAGE 27 OF 40

COMMON STRUCTURAL RULES FOR BULK CARRIERSCORRIGENDA 5

CHAPTER 9 – OTHER STRUCTURESSECTION 1 FORE PART
3.

Load model

3.2

Pressure in bow area

3.2.1

Lateral pressure in intact condition

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

Reason for the Rule Clarification:
Editorial correction is made for the clarification of the lateral pressure in bow area. (Refer to KC ID 495)

5.

Strengthening of flat bottom forward area

5.4

Primary supporting members

5.4.1

Girders

The net thickness of girders in double bottom forward area, in mm, is not to be less than the greatest of either ofthe value t1 to t3 specified in the followings according to each location:
t1 =c A p SL Sl
2(d 0 − d 1 )τ at 2 = 1.75 3H 2 a 2τ a
t1
C′
1

t3 =

C1′′a
k

where:cA: Coefficient taken equal to:cA = 3/A, with 0.3 ≤ c A ≤ 1.0

A: Loaded area, in m2, between the supports of the structure considered, obtained from the following
formula:A=Sl

pSL: As defined in [3.4]S: Spacing of centre or side girders under consideration, in ml

: Spacing Span of floors centre or side girders between floors under consideration, in m

d0

: Depth of the centre or side girder under consideration, in m

d1

: Depth of the opening, if any, at the point under consideration, in m

H

: Value obtained from the following formulae:
PAGE 28 OF 40

CORRIGENDA 5

COMMON STRUCTURAL RULES FOR BULK CARRIERS(a)Where the girder is provided with an unreinforced opening: H = 1 + 0.5(b)

In other cases: H = 1.0φαφ: Major diameter of the openings, in mα

: The greater of a or S1 , in m.

a: Depth of girders at the point under consideration, in m, Where, however, if horizontal stiffeners are
fitted on the girder, “a” is the distance from the horizontal stiffener under consideration to the bottom
shell plating or inner bottom plating, or the distance between the horizontal stiffeners underconsideration

S1: Spacing, in m, of vertical ordinary stiffeners or floors

C1′: Coefficient obtained from Tab 5 depending on S1 / a . For intermediate values of S1 / a , C1′ is to be
determined by linear interpolation.
: Coefficient obtained from Tab 6 depending on S1 / a . For intermediate values of S1 / a , C1′′ is to be

C1′′

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 ofthe value t1 to t3 specified in the followings according to each location:
t1 =c A p SL Sl
2(d 0 − d1 )τ at 2 = 1.75 ⋅ 3t3 =H 2 a 2τ at1
C 2′

8.5S 2kwhere :cA

: As defined in [5.4.1]

cA: Coefficient taken equal to:cA = 3/A, with 0.3 ≤ c A ≤ 1.0

A: Loaded area, in m2, between the supports of the structure considered, obtained from the following
formula:A=Sl

pSL: As defined in [3.4]S: Spacing of solid floors under consideration, in ml

: Spacing of girders Span of floors between centre girder and side girder or side girders underconsideration, in m

d0

: Depth of the solid floor at the point under consideration in m

d1

: Depth of the opening, if any, at the point under consideration in m

H

: Value obtained from the following formulae:c)Where openings with reinforcement or no opening are provided on solid floors:

PAGE 29 OF 40

COMMON STRUCTURAL RULES FOR BULK CARRIERSCORRIGENDA 53) Where slots without reinforcement are provided:
H = 4.0

d2− 1.0 , without being taken less than 1.0
S14) Where slots with reinforcement are provided: H = 1.0d)Where openings without reinforcement are provided on solid floors:
3) Where slots without reinforcement are provided:
⎛
d
φ ⎞
φ
H = ⎜⎜1 + 0.5 ⎟⎟ 4.0 2 − 1.0 , without being taken less than 1 + 0.5
d0 ⎠
S1
d0
⎝

4) Where slots with reinforcement are provided:
H = 1 + 0.5
d2

φ
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 girdersφ: Major diameter of the openings, in m.

a: Depth of the solid floor at the point under consideration, in m, Where, however, if horizontal
stiffeners are fitted on the floor, “a” is the distance from the horizontal stiffener under consideration
to the bottom shell plating or the inner bottom plating or the distance between the horizontal stiffeners
under consideration

S2: The smaller of S1 or a , in m

C 2′

: Coefficient given in Tab 7 depending on S1 / d 0 . For intermediate values of S1 / d 0 , C2′ is to be
determined by linear interpolation.

Reason for the Rule Clarification:
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

COMMON STRUCTURAL RULES FOR BULK CARRIERSSECTION 2 AFT PART
2.

Load model

2.2

Lateral pressures

2.2.1

Lateral pressure in intact condition

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

Reason for the Rule Clarification:
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
Reason for the Rule Clarification:
Editorial correction.

PAGE 31 OF 40

COMMON STRUCTURAL RULES FOR BULK CARRIERSCORRIGENDA 5

SECTION 3 MACHINERY SPACE
1. GENERAL
1. GENERAL
1.2

Scantlings

1.2.1

Net scantlings

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

Reason for the Rule Clarification:
Editorial correction

PAGE 32 OF 40

CORRIGENDA 5

COMMON STRUCTURAL RULES FOR BULK CARRIERSSECTION 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 isthe 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 ofless 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].

Reason for the Rule Clarification:
The definition for “Effective superstructure” is added for clarification.
In addition, considering the ship’s length of CSR application, unnecessary wording “12m” which is always lessthan 0.15L or 0.2L is deleted.

PAGE 33 OF 40

COMMON STRUCTURAL RULES FOR BULK CARRIERSCORRIGENDA 5

CHAPTER 10 – HULL OUTFITTINGSECTION 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:

τt =

68
kr

where:
kr: As defined in [1.4.2] and[1.4.3].

Reason for the Rule Clarification:
Editorial correction

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 andcentre 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:
CR 2
l 10 ⋅ 103
C R1
pR 20 =
l 20 ⋅ 103
pR10 =

CR, CR1, CR2 : As defined in [2.1] and [2.2]

PAGE 34 OF 40

CORRIGENDA 5

ZCOMMON STRUCTURAL RULES FOR BULK CARRIERS: 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

l 350

for the support in the rudder horn (see Fig 4):
Z=

fb

1
fb + ft: Unit displacement of rudder horn, in m/kN, due to a unit force of 1 kN acting in the centre of supportfb=

1.3 d 3 10 8
3E In

f b = 0.21

d3
In

(guidance value for steel)In: Moment of inertia of rudder horn, in cm4, around the x-axis at d/2 (see Fig 4)ft: Unit displacement due to a torsional moment of the amount 1, in m/kN
ft =

ft =

G

d e2
G Jt
d e2

∑u / tii

ft =3.17 ⋅ 10 8 FT2

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: Torsional moment of inertia, in m4

FT: Mean sectional area of rudder horn, in m2

ui: Breadth, in mm, of the individual plates forming the mean horn sectional areati

: Plate thickness of individual plate having breadth ui, in mme, d: Distances, in m, according to Fig 4

K11, K22, K12 : Rudder horn compliance constants calculated for rudder horn with 2-conjugate elastic supports(Fig 5).The 2-conjugate elastic supports are defined in terms of horizontal displacements, yi, by thefollowing equations:at the lower rudder horn bearing:y1 = − K12 FA2 − K22 FA1

y1 = − K12 B2 − K22 B1

at the upper rudder horn bearing:y2 = − K11 FA2 − K12 FA1

y2 = − K11 B2 − K12 B1

wherey1, y2: Horizontal displacements, in m, at the lower and upper rudder horn bearings, respectively

FA1, FA2 B1,B2:Horizontal support forces, in kN, at the lower and upper rudder horn bearings, respectively

K11, K22, K12 : Obtained, in m/kN, from the following formulae:
K 11 = 1.3

λ3
3EJ 1h

+

e 2λ
GJ th

PAGE 35 OF 40

COMMON STRUCTURAL RULES FOR BULK CARRIERSCORRIGENDA 5⎡ λ3
λ2 (d − λ ) ⎤ e 2 λK 12 = 1.3⎢+⎥+
2 EJ 1h ⎥⎦ GJ th⎢⎣ 3EJ 1h⎡ λ3
λ2 (d − λ ) λ (d − λ )2 (d − λ )3 ⎤ e 2 d
K 22 = 1.3⎢
+
+
+
⎥+
EJ 1h
EJ 1h
3EJ 2 h ⎦⎥ GJ th⎣⎢ 3EJ 1hd: Height of the rudder horn, in m, defined in Fig 5. This value is measured downwards from the upper
rudder horn end, at the point of curvature transition, till the mid-line of the lower rudder horn pintle

λ: Length, in m, as defined in Fig 5. This length is measured downwards from the upper rudder horn end,
at the point of curvature transition, till the mid-line of the upper rudder horn bearing. For λ = 0, theabove formulae converge to those of spring constant Z for a rudder horn with 1-elastic support, andassuming a hollow cross section for this parte

: Rudder-horn torsion lever, in m, as defined in Fig 5 (value taken at z = d/2)

J1h

: Moment of inertia of rudder horn about the x axis, in m4, for the region above the upper rudder hornbearing. Note that J1h is an average value over the length λ (see Fig 5)

J2h: Moment of inertia of rudder horn about the x axis, in m4, for the region between the upper and lower
rudder horn bearings. Note that J2h is an average value over the length d − λ (see Fig 5)

Jth: Torsional stiffness factor of the rudder horn, in m4
For any thin wall closed section
J th =

4 FT2
ui
ti
i

∑

FT

: Mean of areas enclosed by outer and inner boundaries of the thin walled section of rudder horn, in m2

ui: Length, in mm, of the individual plates forming the mean horn sectional areati

: 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)

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CORRIGENDA 5

COMMON STRUCTURAL RULES FOR BULK CARRIERS

Reason for the Rule Clarification:
Editorial correction is made to be in line with IACS UR S10. (Refer to KC ID 558)

3.4

Rudder trunk

3.4.4
The weld at the connection between the rudder trunk and the shell or the bottom of the skeg is to be full
penetration.
The fillet shoulder radius r, in mm, is to be as large as practicable and to comply with the following formulae:r = 60when σ ≥ 40 / k N/mm2

r = 0.1D1 , without being less than 30,

when σ < 40 / k N/mm2

without being less than 30,
where D1 is defined in [3.2.1].
The radius may be obtained by grinding. If disk grinding is carried out, score marks are to be avoided in the
direction of the weld.
The radius is to be checked with a template for accuracy. Four profiles at least are to be checked. A report is tobe submitted to the Surveyor.

Reason for the Rule Clarification:
Editorial correction

5.

Rudder body, rudder bearings

5.1

Strength of rudder body

5.1.3
For rudder bodies without cut-outs the permissible stress are limited to:•bending stress, in N/mm2, due to MR defined in [3.3.3]:

σ b = 110•shear stress, in N/mm2, due to Q1 defined in [3.3.3]:

τ t = 50•

equivalent stress, in N/mm2, due to bending and shear:

σv = σ2+ 3τ 2 = 120b

σ v = σ b 2 + 3τ 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.

Reason for the Rule Clarification:
Editorial correction

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COMMON STRUCTURAL RULES FOR BULK CARRIERS

5.2

CORRIGENDA 5

Rudder plating

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

t P = 1.74a p R k + 2.5
where:
p R = 10T +aCR, in kN/m2

10 3 A: Smaller unsupported width of a plate panel, in m.

The influence of the aspect ratio of the plate panels may be taken into account according to Ch 3.

⎛a⎞β = 1.1 − 0.5⎜ ⎟
⎝b⎠
b

2

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.

Reason for the Rule Clarification:
Editorial correction is made to be in line with IACS UR S10 (Refer to KC 569)

10.

Rudder coupling flanges

10.1.3DR ≥ 100

mm

m

°

≥ 30

8

5m

m

°

≥ 30

a

2 mm

R

final machining
after welding≥4≤ 8 mm≤ 8 mm

5m

final machining
after welding

R

b

≥4

b

a 1 1
= to
b ab3= 13 ÷5 15

a 1 1
= ÷
b 3 5

R

mm

R

8

a

2 mm

R ≥ 100

D

Figure 21 Welded joint between rudder stock and coupling flange

Reason for the Rule Clarification:
Editorial correction

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CORRIGENDA 5

COMMON STRUCTURAL RULES FOR BULK CARRIERSCHAPTER 11 –CONSTRUCTION AND TESTINGSECTION 2 WELDING
2.

Types of welded connection

2.6

Fillet welds
Table 1 Categories of fillet welds

Category

Kinds of fillet
welds

As-built thickness ofabutting plate, t, in
mm (1)

Leg length of fillet
weld, in mm (2)Length offillet welds, inmm

Pitch, inmm

F0Doublecontinuous weld

t

0.7t

-

-

F1

Doublecontinuous weldt ≤ 1010 ≤ t < 2020 ≤ t0.5t + 1.0
0.4t + 2.0
0.3t + 4.0--

t ≤ 100.4t + 1.0

-

-

F2

Doublecontinuous weld

10 ≤ t < 20

0.3t + 2.0--

Doublecontinuous weld

0.2t + 4.0
0.3t + 1.0
0.2t + 2.0
0.1t + 4.0
0.5t + 1.0-

F3

20 ≤ tt ≤ 1010 ≤ t < 2020 ≤ tt ≤ 10--F4Intermittent weld

10 ≤ t < 20

0.4t + 2.0

75

300

20 ≤ t0.3t + 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 mmfor 5 ≥ tC > 4+ 0.0 mmfor 4 ≥ t C > 3- 0.5 mmfortC ≤ 3(3) The weld sizes are to be rounded to the nearest half millimeter.

Reason for the Rule Clarification:
Editorial correction is made for clarification of the weld size in order to harmonize the CSR for double hull oiltanker. (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 beof category F2 F3.

Reason for the Rule Clarification:

PAGE 39 OF 40

COMMON STRUCTURAL RULES FOR BULK CARRIERSCORRIGENDA 5

It is a typo. As its application is limited to weld connection of the secondary member notimportance structural members, the lowest double continuous category, e.g., F3, wasoriginally intended in lieu of the intermittent weld. (Refer to KC ID 508)

PAGE 40 OF 40