COMMON STRUCTURAL RULES FOR BULK CARRIERSJ U L Y 20 10

Rule Changes Notice∼
Number 1 to the 2010 Edition
Notes: (1)(2)

These Rule Changes enter into force on 1st July 2012.
This Rule Change Notice should be read in conjunction with the July 2010
consolidated edition of Bulk Carriers CSR.
Copyright in these Common Structural Rules for Bulk Carriers is owned by:American Bureau of Shipping
Bureau Veritas
China Classification Society
Det Norske Veritas
Germanischer Lloyd
Korean Register of Shipping
Lloyd's Register
Nippon Kaiji Kyokai
Registro Italiano Navale
Russian Maritime Register of Shipping
Copyright © 2008
The IACS members, their affiliates and subsidiaries and their respective officers, employees or agentsare, 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.

Common Structural Rules for Bulk Carriers

Edition of July 2010

For technical background for Rule Changes in this present document, reference is made to separate document
Technical Background for Rule Changes Proposal.

Rule Change Notice 1 July 2010 editioni / viCommon Structural Rules for Bulk Carriers

Edition of July 2010

List of changes
CHAPTER 1

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

Section 4

Symbols and Definitions ...................................................................................... 1
3.
3.21

3.22

CHAPTER 2

GENERAL ARRANGEMENT DESIGN ............................................................ 3

Section 1

Subdivision Arrangement ................................................................................... 3
2.
2.1

Collision bulkhead ............................................................................................................ 3
Arrangement of collision bulkhead ..................................................................................... 3
2.1.1............................................................................................................................... 33.
3.1

After peak, machinery space bulkheads and stern tubes .............................................. 3
General ................................................................................................................................ 3
3.1.1
General .................................................................................................................. 3
3.1.2............................................................................................................................... 4
3.1.3............................................................................................................................... 4
3.1.4............................................................................................................................... 4

Section 2

Compartment Arrangement ............................................................................... 42.
2.1

Cofferdams ........................................................................................................................ 4
Cofferdam arrangement ....................................................................................................... 4
2.1.3............................................................................................................................... 4

5.
5.1

Minimum Bow Height ...................................................................................................... 4
General ................................................................................................................................ 4
5.1.1............................................................................................................................... 4

Section 3

Access Arrangement ............................................................................................ 5
2
2.8
2.9
2.10
2.11

Technical provisions for means of access ....................................................................... 5
Access to double side skin tanks of double side skin construction ...................................... 5
Access to vertical structures of cargo holds of single side skin construction ...................... 5
Access to vertical structures of cargo holds of double side skin construction ..................... 5
Access to top side ballast tanks ........................................................................................... 5

CHAPTER 3

STRUCTURAL DESIGN PRINCIPLES ............................................................. 6

Section 3

Corrosion Additions............................................................................................. 6
1.
1.2

ii / vi

Definitions ......................................................................................................................... 1
Single Side Skin and Double Side Skin construction .......................................................... 1
3.21.1 Single side skin construction ................................................................................. 1
3.21.2 Double side skin construction ............................................................................... 1
Bilge .................................................................................................................................... 1
3.22.1 Bilge plating .......................................................................................................... 1

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

Common Structural Rules for Bulk Carriers

Section 5

Edition of July 2010

Corrosion Protection ........................................................................................... 6
1
1.2
1.3

Section 6

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

Structural Arrangement Principles.................................................................... 7
1

Application ........................................................................................................................ 72.
2.3

General principles ............................................................................................................ 8Connections with higher tensile steel .................................................................................. 8
2.3.1
Connections with higher tensile steel .................................................................... 8

4
4.1

Ordinary stiffener............................................................................................................. 8
Profile of stiffeners .............................................................................................................. 8
4.1.1
Stiffener profile with a bulb section ....................................................................... 8

5.
5.2

Primary supporting members ......................................................................................... 8
Stiffening arrangement ........................................................................................................ 8
5.2.1............................................................................................................................... 8
Effective breadth of primary supporting member ................................................................ 9
5.4.1
General .................................................................................................................. 9

5.4

6
6.1

Double bottom................................................................................................................... 9
General ................................................................................................................................ 9
6.1.3
Height of double bottom ........................................................................................ 98.

Single side structure in cargo hold area ....................................................................... 109.
9.2

Deck structure................................................................................................................. 10
General arrangement ......................................................................................................... 10
9.2.3
Deck between hatches.......................................................................................... 10

10.
10.5

Bulkhead structure ......................................................................................................... 10
Non-tight bulkheads .......................................................................................................... 1010.5.1 Non-tight bulkheads not acting as pillars............................................................ 10

CHAPTER 4

DESIGN LOADS .......................................................................................... 12

Section 5External Pressures ............................................................................................. 12
4.
4.1

Section 6

Internal Pressures and Forces .......................................................................... 124.
4.1

CHAPTER 5

Pressure in bow area ...................................................................................................... 12
Bow flare area pressure ..................................................................................................... 12
4.1.1............................................................................................................................. 12

Testing lateral pressure .................................................................................................. 12
Still water pressure ............................................................................................................ 12
4.1.1............................................................................................................................. 12

HULL GIRDER STRENGTH......................................................................... 14

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Section 1

Yielding Check ................................................................................................... 142.
2.2

Hull girder stresses ......................................................................................................... 14
Shear stresses ..................................................................................................................... 14
2.2.2
Simplified calculation of shear stresses induced by vertical shear
forces ................................................................................................................... 14

CHAPTER 6

HULL SCANTLINGS .................................................................................... 15

Section 1

Plating ................................................................................................................. 15
3.
3.2

Section 2

Strength check of plating subjected to lateral pressure .............................................. 15
Plating thickness ................................................................................................................ 15
3.2.3
Net thickness of the corrugations of transverse vertically corrugatedwatertight bulkheads separating cargo holds for flooded conditions.................. 15

Ordinary stiffeners............................................................................................. 15
3.
3.6

Yielding check ................................................................................................................. 15
Scantlings of transverse vertically corrugated watertight bulkheads separatingcargo holds for flooded conditions .................................................................................... 15
3.6.1
Bending capacity and shear capacity of the corrugations of transverse
vertically corrugated watertight bulkheads separating cargo holds ................... 15

4.
4.1

Web stiffeners of primary supporting members .......................................................... 16
Net scantlings .................................................................................................................... 16
4.1.3
Connection ends of web stiffeners ....................................................................... 16

Section 3

Buckling and ultimate strength of ordinary stiffeners and stiffened panels 16
4.
4.2

Buckling criteria of partial and total panels ................................................................ 16
Ultimate strength in lateral buckling mode ....................................................................... 16
4.2.2
4.2.3

Section 4

Evaluation of the bending stress σb ................................................................... 16
Equivalent criteria for longitudinal and transverse ordinary stiffeners
not subjected to lateral pressure ......................................................................... 20

Primary supporting members ........................................................................... 20
1
1.6

General ............................................................................................................................ 20
Flooding check of primary supporting members ............................................................... 20
1.6.1
General ................................................................................................................ 20

5
5.1

Flooding check of primary supporting members......................................................... 21
Net section modulus and net shear sectional area under flooded conditions ..................... 21
5.1.1............................................................................................................................. 21

CHAPTER 7

DIRECT STRENGTH ANALYSIS .................................................................. 22

Section 3

Detailed Stress Assessment................................................................................ 222
2.1

CHAPTER 8

iv / vi

Edition of July 2010

Analysis model ................................................................................................................ 22
Areas to be refined............................................................................................................. 22
2.1.2............................................................................................................................. 22

FATIGUE CHECK OF STRUCTURAL DETAILS ............................................ 23

Rule Change Notice 1 July 2010 edition

Common Structural Rules for Bulk Carriers

Section 1

Edition of July 2010

General Consideration....................................................................................... 23
1.
1.3

Appendix 1
2
2.5

General ............................................................................................................................ 23
Subject members ............................................................................................................... 23
1.3.1............................................................................................................................. 23

Cross Sectional Properties for Torsion ............................................................ 24
Example calculation for a single side hull cross section .............................................. 24
Notes.................................................................................................................................. 24
2.5.1............................................................................................................................. 24

CHAPTER 9

OTHER STRUCTURES................................................................................. 25

Section 1

Fore Part ............................................................................................................. 25
Symbols ....................................................................................................................................... 25
1.
1.1

General ............................................................................................................................ 25
Application ........................................................................................................................ 25
1.1.2............................................................................................................................. 25

2.
2.3

Arrangement ................................................................................................................... 26
Floors and bottom girders .................................................................................................. 26
2.3.2
Solid floors .......................................................................................................... 26
2.3.3
Bottom girder ...................................................................................................... 26

4.
4.2
4.4

Scantlings ........................................................................................................................ 26
Plating................................................................................................................................ 26
Primary supporting members............................................................................................. 27
4.4.4
Deck primary supporting members ..................................................................... 27

5.
5.1

Strengthening of flat bottom forward area .................................................................. 27
Application ........................................................................................................................ 27
5.1.1............................................................................................................................. 27
Bottom plating ................................................................................................................... 28
5.2.1............................................................................................................................. 28
Ordinary stiffeners ............................................................................................................. 28
5.3.1............................................................................................................................. 28
5.3.2............................................................................................................................. 28

5.2
5.3

Section 2

AFT PART.......................................................................................................... 28
Symbols ....................................................................................................................................... 28
4
4.3

Section 3

Machinery Space ................................................................................................ 30
2.
2.1

Section 5

Scantlings ........................................................................................................................ 29
Primary supporting members............................................................................................. 29
4.3.4
Deck primary supporting members ..................................................................... 29

Double bottom................................................................................................................. 30
Arrangement ...................................................................................................................... 30
2.1.5
Side bottom girders in way of machinery seatings ............................................ 30

Hatch Covers ...................................................................................................... 31

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4.
4.2

Load Model ..................................................................................................................... 31
Load Point ......................................................................................................................... 31
4.2.1
Sea pressures ....................................................................................................... 31
4.2.2
Other pressures ................................................................................................... 31

CHAPTER 10

HULL OUTFITTING .................................................................................... 32

Section 1

Rudder and Manoeuvring Arrangement ......................................................... 32
5.
5.1

Rudder body, rudder bearings ...................................................................................... 32
Strength of rudder body ..................................................................................................... 32
5.1.4............................................................................................................................. 32

CHAPTER 11

CONSTRUCTION AND TESTING.................................................................. 33

Section 2

Welding ............................................................................................................... 33
2.
2.2
2.4

Section 3

Types of welded connections .......................................................................................... 33
Butt welding ...................................................................................................................... 33
2.2.2
Welding of plates with different thicknesses ........................................................ 33
Full penetration welds ....................................................................................................... 33
2.4.1
Application .......................................................................................................... 33

Testing of Compartments .................................................................................. 34
3.
3.1

vi / vi

Edition of July 2010

Testing requirements...................................................................................................... 34
General .............................................................................................................................. 34
3.1.1............................................................................................................................. 34

Rule Change Notice 1 July 2010 edition

Common Structural Rules for Bulk Carriers

Edition of July 2010

Chapter 1 General Principles

Section 4

3.
KC 1009

Symbols and Definitions

Definitions
The following definitions are added:

3.21

Single Side Skin and Double Side Skin construction

3.21.1

Single side skin construction
A hold of single side skin construction is bounded by the side shell between the inner bottom platingor the hopper tank plating when fitted, and the deck plating or the topside tank plating when fitted.

3.21.2

Double side skin construction
A hold of double side skin construction is bounded by a double side skin, including hopper tank andtopside tank when fitted.

KC 567

The following definition is added:
3.22

Bilge

3.22.1

Bilge plating
The bilge plating is the curved plating between the bottom shell and side shell. It is to be taken as
follows:• within the cylindrical part of the ship (see Fig.4):
from the start of the curvature at the lower turn of bilge on the bottom to the end of the curvature
at the upper turn of the bilge,• outside the cylindrical part of the ship (see Fig.5):
From the start of the curvature at the lower turn of the bilge on the bottom to the lesser of:• a point on the side shell located 0.2D above the baseline/local centreline elevation.
• the end of the curvature at the upper turn of the bilge.

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Common Structural Rules for Bulk Carriers

Edition of July 2010

Figure 4:vertical extent of bilge plating within the cylindrical part of the hull

Figure 5:vertical extent of bilge plating outside the cylindrical part of the hull

Note: Figure 4 in Ch.1 Sec.4 [4.1.1] and its reference are to be changed into Figure6.

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Common Structural Rules for Bulk Carriers

Edition of July 2010

Chapter 2 General Arrangement Design

Section 1

2.

Collision bulkhead

2.1

Arrangement of collision bulkhead

Subdivision Arrangement

2.1.1
KC 903The current text is replaced by the following one:
Ref. SOLAS Ch. II-1, Part B-2, Reg. 12
A collision bulkhead is to be fitted which is to be watertight up to the bulkhead deck. This bulkhead is
to be located at a distance from the forward perpendicular FPLL of not less than 5 per cent of thelength LLLof the ship 0.05LLL or 10 m, whichever is the less, and, except as may be permitted by theSociety, not more than 8 per cent of LLL 0.08LLL or 0.05LLL+3 m, whichever is the greater.

3.

After peak, machinery space bulkheads and stern tubes
The following titles are modified as follow:

KC 798

3.1

General

3.1.1

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

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Common Structural Rules for Bulk Carriers

Edition of July 2010

The following requirements are added:
3.1.2
The aft peak bulkhead may be stepped below the bulkhead deck, provided that the degree of safety ofthe ship as regards subdivision is not thereby diminished.

3.1.3
The aft peak bulkhead location on ships powered and/or controlled by equipment that does not require
the fitting of a stern tube and/or rudder trunk will also be subject to special consideration.

3.1.4
The aft peak bulkhead may terminate at the first deck above the summer load waterline, provided that
this deck is made watertight to the stern or to a watertight transom floor.

Section 2

2.

Cofferdams

2.1

Cofferdam arrangement

Compartment Arrangement

2.1.3
KC 793This requirement is deleted
Spaces intended for the carriage of flammable liquids are to be separated from accommodation andservice spaces by means of a cofferdam.
Void

5.

Minimum Bow Height

5.1

General

5.1.1
KC 1082

The reference number to ILLC is replaced by the following one:
Ref. ILLC, as amended (Resolution MSC.143(77) 223(82) Reg. 39(1))

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Common Structural Rules for Bulk Carriers

KC 1082

Edition of July 2010

The definition of T1 is replaced by the following one:
T1 : Draught at 85% of the depth for freeboard D1 least moulded depth , in m

The definition of D1 is deleted:
D1: Depth for freeboard, is the moulded depth amidship plus the freeboard deck thickness at side. The
depth for freeboard in a ship having a rounded gunwale with a radius greater than 4% of the breadth(B) or having topsides of unusual form is the depth for freeboard of a ship having a midship section
with vertical topsides and with the same round of beam and area of topside section equal to thatprovided by the actual midship section.

Section 3

2
KC 1009

Access Arrangement

Technical provisions for means of access
The following title is changed as follow:

2.8

Access to double side skin tanks in double side bulk carriers

2.8

Access to double side skin tanks of double side skin construction

KC 1009

The following title is changed as follow:

2.9

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

2.9

Access to vertical structures of cargo holds of single side skin construction

KC 1009

The following title is changed as follow:

2.10

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

2.10

Access to vertical structures of cargo holds of double side skin construction

KC 1009

The following title is changed as follow:

2.11

Access to top side ballast tanks in single side bulk carriers

2.11

Access to top side ballast tanks

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Common Structural Rules for Bulk Carriers

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Chapter 3 Structural Design Principles

Section 3

1.

Corrosion additions

1.2

Corrosion addition determination

1.2.1

Corrosion additions for steel

KC 773

Corrosion Additions

The following text is to be added before the last paragraph:
The corrosion addition of a longitudinal stiffener is determined according to the coordinate of theconnection of the stiffener to the attached plating.

Section 5

Corrosion Protection

1

General1.2

Protection of seawater ballast tanks and void double side skin spaces

1.2.2
NO KC
entry

The first paragraph is modified as follow:
For ships contracted for construction on or after 8 December 2006, the date of IMO adoption of theamended SOLAS regulation II-1/3-2, by which an IMO “Performance standard for protective coatings
for ballast tanks and void spaces” will be made mandatory, the coatings of internal spaces subject tothe amended SOLAS regulation are to satisfy the requirements of the IMO performance standard.

NO KC

The following paragraph is added after the first paragraph:entry

For ships contracted for construction on or after 1 July 2012, the IMO performance standard is to be
applied as interpreted by IACS UI SC 223 and UI SC 227.

In applying IACS UI SC 223,

“Administration” is to be read to be the “Classification Society”.

6 / 34Rule Change Notice 1 July 2010 edition

Common Structural Rules for Bulk Carriers

Edition of July 2010

1.3

Protection of cargo hold space

1.3.3

Side areas to be coatedKC 1009

The third item of the bullet list is modified as follow (the remaining text and figure
are not modified):
The areas to be coated are the internal surfaces of:• the inner side plating• the internal surfaces of the topside tank sloping plates• the internal surfaces of the hopper tank sloping plates for a distance of 300 mm below the frameend bracket for single side bulk carriers holds of single side skin construction, or below the hoppertank upper end for double side bulk carriers holds of double side skin construction.

1.3.4
KC 1009

Transverse bulkhead areas to be coated

The text is modified as follow:
The areas of transverse bulkheads to be coated are all the areas located above an horizontal level
located at a distance of 300 mm below the frame end bracket for single side bulk carriers holds ofsingle side skin construction, or below the hopper tank upper end for double side bulk carriers holdsof double side skin construction.

Section 6

1
KC 414Structural Arrangement Principles

Application
The current text is replaced by the following one:
If not specified otherwise, the requirements of this section apply to the cargo hold area the hull
structure except superstructures and deckhouses. For other areas outside the cargo holds area, therequirements of Ch 9 Sec 1 to Ch 9 Sec 4 are to be applied supplementary requirements are to befound in Ch. 9 Sec 1 to Ch. 9 Sec 3.

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Common Structural Rules for Bulk Carriers

2.

General principles

2.3

Connections with higher tensile steel

2.3.1

Connections with higher tensile steel

Edition of July 2010

KC 207The last sentence of the last paragraph is replaced by the following one:

KC 208The same requirement is generally applicable for non continuous longitudinal stiffeners welded on the

KC 398web of a primary member contributing to the hull girder longitudinal strength as hatch coamings,
stringers and girders.

4

Ordinary stiffener

4.1

Profile of stiffeners

4.1.1

Stiffener profile with a bulb section

KC 1004

The first paragraph is replaced by the following one:
The properties of bulb profile sections are to be determined by exact calculations. If it is not possible,
a bulb section may be taken as equivalent to a built-up section. The dimensions of the equivalent
built-up section are to be obtained, in mm, from the following formulae.

5.

Primary supporting members

5.2

Stiffening arrangement

5.2.1
KC 328The third paragraph is modified as follow:
The net thickness of web stiffeners and brackets, in mm, are not to be less than the minimum net
thickness of the primary members on which they are fitted. the value obtained from the following
formula:t = 3 + 0.015 L2
where:
L2 : Rule length L, but to be taken not greater than 300 m

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Common Structural Rules for Bulk Carriers

Edition of July 2010

The last paragraph is modified as follows:
Depth of stiffener of flat bar type is in general to be more than 1/12 of stiffener length. A smaller

KC 760depth of stiffener may be accepted based on calculations showing compliance with Ch 6 Sec 2 [2.3.1],
Ch 6 Sec 2 [4] and Ch 6 Sec 3 [4].

5.4

Effective breadth of primary supporting member

5.4.1

GeneralKC 590The current text is replaced by the following one:The effective breadth bp of the attached plating of a primary supporting member to be considered in
the actual net section modulus for the yielding check is to be taken as the mean spacing between
adjacent primary supporting members is to be determined according to [4.3.1].

KC 758

6

Double bottom

6.1

General

6.1.3

Height of double bottom

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

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Common Structural Rules for Bulk Carriers

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The following title is changed as follow:
KC 414

7.

Double side structure in cargo hold area
The following title is changed as follow:

KC 4148.

Single side structure in cargo hold area

9.

Deck structure

9.2

General arrangement

9.2.3

Deck between hatches

KC 630The first paragraph is to be replaced by the following one:
Inside the line of openings, a transversely framed structure is to be generally adopted for the crossdeck structures., hHatch end beams and cross deck beams are to be adequately supported by girders
and extended up outward to the second longitudinal from the hatch side girders towards the bulwark
the deck side. Where this is impracticable, intercostal stiffeners are to be fitted between the hatch side
girder and the second longitudinal.
If the extension of beams outward to the second longitudinal is not achievable, structural checks of thestructure are to be performed in compliance with the requirements in Ch.7 or by means deemed
appropriate by the Society.

KC 417

10.

Bulkhead structure

10.5

Non-tight bulkheads

10.5.1

Non-tight bulkheads not acting as pillars

The following paragraph is added before the current last one:
The net thickness of bulkhead stiffener, in mm, is not to be less than the value obtained from thefollowing formula:t = 3 + 0.015 L2

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Rule Change Notice 1 July 2010 edition

Common Structural Rules for Bulk Carriers

Edition of July 2010

where:
L2 : Rule length L, but to be taken not greater than 300 m
KC 760The last paragraph is modified as follows:
The depth of bulkhead stiffener of flat bar type is in general not to be less than 1/12 of stiffener length.
A smaller depth of stiffener may be accepted based on calculations showing compliance with Ch 6
Sec 2 [2.3.1], Ch 6 Sec 2 [4] and Ch 6 Sec 3 [4]. The net thickness of bulkhead stiffener is not to beless than the minimum thickness required for the considered bulkhead plate.

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Common Structural Rules for Bulk Carriers

Edition of July 2010

Chapter 4 Design Loads

Section 5

4.

Pressure in bow area

4.1

Bow flare area pressure

External Pressures

4.1.1
KC 653The definition of p is replaced by the following one:pS, pW: Hydrostatic pressure and maximum hydrodynamic pressures among load cases H, F, R
and P, calculated in normal ballast condition at TB at considered point of the hull innormal ballast condition. Minimum ballast draught in ballast condition TB defined in Ch 1,
Sec 4, [2.1.1] is to be considered as TLCi for the calculation of hydrostatic pressure andhydrodynamic pressures.

Section 6

4.

Testing lateral pressure

4.1

Still water pressure

Internal Pressures and Forces

4.1.1
KC 966In Table 2, the text concerning ballast hold and the notes at the bottom of the table
are changed as follow:
Table 2

Testing load height

Compartment or structure to be tested…

12 / 34

Testing load height, in m…

Rule Change Notice 1 July 2010 edition

Common Structural Rules for Bulk Carriers

Edition of July 2010

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

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Common Structural Rules for Bulk Carriers

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Chapter 5 Hull Girder Strength

Section 1

Yielding Check2.

Hull girder stresses

2.2

Shear stresses

2.2.2

Simplified calculation of shear stresses induced by vertical shear forces

KC 1009

The text is modified as follow in the first column of the table 1(the remaining text
and figures are unchanged):
Table 1:

Shear stresses induced by vertical shear forces

Ship typology

Locationt, in mmδSingle side ship skinconstruction
Double side ship skinconstruction

Sides

tS

0,5

Sides

tS

0.5(1 − φ )Inner sides

tIS

0.5φ

where:
tS, tIS : Minimum net thicknesses, in mm, of side and inner side, respectivelytSM, tISM : Mean net thicknesses, in mm, over all the strakes of side and inner side , respectively. They
are calculated as Σ(i ti) / Σi, where i and ti are the length, in m, and the net thickness, in
mm, of the ith strake of side and inner side.

φ

14 / 34t: Coefficient taken equal to: φ = 0.275 + 0.25 ISM
t SM

Rule Change Notice 1 July 2010 edition

Common Structural Rules for Bulk Carriers

Edition of July 2010

Chapter 6 Hull Scantlings

Section 1

Plating

3.

Strength check of plating subjected to lateral pressure

3.2

Plating thickness

3.2.3

Net thickness of the corrugations of transverse vertically corrugated watertight bulkheads
separating cargo holds for flooded conditions

KC 565The definition of p is replaced by the following one:p

: pressure pF or resultant pressure p, in kN/m2, as defined in Ch 4, Sec 6 [3.3.6] and [3.3.7],
respectively

Section 2

Ordinary stiffeners

3.

Yielding check

3.6

Scantlings of transverse vertically corrugated watertight bulkheads separating cargoholds for flooded conditions

3.6.1

Bending capacity and shear capacity of the corrugations of transverse vertically corrugatedwatertight bulkheads separating cargo holds

KC 565The definition of p is replaced by the following one:F

: force FF or resultant force F, in kN, to be calculated according to Ch 4, Sec 6, [3.3.6] and[3.3.7], respectivelypG: pressure pF or resultant pressure p, in kN/m², to be calculated in way of the middle of theshedders or gusset plates, as applicable, according to Ch 4, Sec 6, [3.3.6] and [3.3.7],
respectively

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Common Structural Rules for Bulk Carriers

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Web stiffeners of primary supporting members

4.1

Net scantlings

4.1.3

Connection ends of web stiffeners

KC 764The second formula is modified as follow (new formula in red box):
Where the web stiffeners of primary supporting members are welded to ordinary stiffener face plates,
the stress at ends of web stiffeners of primary supporting members in water ballast tanks, in N/mm2, isto comply with the following formula when no bracket is fitted:

σ ≤ 175
where:
σ = 1.1K con K longi K stiff

σ = K con K longi K stiff

∆σ
cos θ

Section 3

KC 768∆σcos θBuckling and ultimate strength of ordinary stiffeners andstiffened panels

4.

Buckling criteria of partial and total panels

4.2

Ultimate strength in lateral buckling mode

4.2.2

Evaluation of the bending stress σb

The requirement is modified as follow (all the text is included here for the sake of theeditor but only the changes are to be considered):
The bending stress σ b , in N/mm2, in the stiffeners is equal to:σb =M 0 + M1
Wst 10 3

with:
M0

:

Bending moment, in N.mm, due to the deformation w of stiffener, taken equal to:

M 0 = FKiWith

16 / 34pz w
c f − pz(c f − p z ) > 0
Rule Change Notice 1 July 2010 edition

Common Structural Rules for Bulk Carriers

M1:

Edition of July 2010

Bending moment, in N.mm, due to the lateral load p, taken equal to:

M1 =

pba 2

for longitudinal stiffeners

24 ⋅ 10 3M1 =pa(n ⋅ b )2
8c S 10 3

for transverse stiffeners, with n equal to 1 for ordinary transverse

stiffeners.
Wst:

Net section modulus of stiffener (longitudinal or transverse), in cm3, including
effective width of plating according to [5], taken equal to:• if a lateral pressure is applied on the stiffener:
Wst is the net section modulus calculated at flange if the lateral pressure is appliedon the same side as the stiffener.
Wst is the net section modulus calculated at attached plate if the lateral pressure isapplied on the side opposite to the stiffener.
Note: For stiffeners sniped at both ends, Wst is the net section modulus calculated
at attached plate. However, if M1 is larger than M0 and the lateral pressure
is applied on the same side as the stiffener, Wst is the net section modulus
calculated at flange.
• if no lateral pressure is applied on the stiffener:
Wst is the minimum net section modulus among those calculated at flange andattached plate
Note: For stiffeners sniped at both ends, Wst is the net section modulus calculated
at attached plate.

cS:

Factor accounting for the boundary conditions of the transverse stiffenercS = 1.0 for simply supported stiffeners
cS = 2.0 for partially constraint stiffenersp:

Lateral load in kN/m2 , as defined in Ch 4, Sec5 and Ch 4, Sec 6 calculated at the load
point as defined in Ch 6, Sec 2, [1.4]FKi:

Ideal buckling force, in N, of the stiffener, taken equal to:

FKix =
FKiy =
I x, I y:

π2

EI x 10 4for longitudinal stiffeners

π2
EI y 10 4(nb )2for transverse stiffeners

a2

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 thefollowing criteria:

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Common Structural Rules for Bulk Carriers

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bt 3

Ix ≥

12 ⋅ 10 4
at 3

Iy ≥
pz

Nominal lateral load, in N/mm2, of the stiffener due to σx, σy σ x , σ and τ

:

y



σ xl = σ x 1 +

ta

12 ⋅ 10 4:

c x, c y :

2

t 
π b
p zx = a  σ xl 
 + 2c y σ y + τ 1 2 

b
 a 



for longitudinal stiffeners

2

Ay 
t 
 π a  
 + τ 1 2 
p zy = a  2c xσ xl + σ y  1 +
a 
 nb   at a for transverse stiffeners

Ax b ⋅ t a 

Net thickness offered of attached plate, in mm
Factor taking into account the stresses vertical to the stiffener's axis and distributed
variable along the stiffener's length taken equal to:

A x, A y :0.5 (1 + ψ )for0 ≤ψ ≤1

0.5
1 −ψ

for

ψ <0

Net sectional area, in mm2, of the longitudinal or transverse stiffener respectively
without attached plating m1 m2  + 2  ≥ 02b  
aτ 1 = τ − t ReH E m1, m2 :Coefficients taken equal to:for longitudinal stiffeners:a≥ 2,0 : m1 = 1.47 m2 = 0.49ba
< 2,0 : m1 = 1.96 m2 = 0.37b

for transverse stiffeners:a1.96≥ 0,5 : m1 = 0.37 m2 = 2
n⋅b
n
a
1.47
< 0,5 : m1 = 0.49 m2 = 2n⋅bnw = w0 + w1

generallyw = w0 − w1for stiffeners sniped at both ends, on which the same side lateral pressure as thestiffener is applied.

w0

18 / 34:

Assumed imperfection, in mm, taken equal to:

Rule Change Notice 1 July 2010 edition

Common Structural Rules for Bulk Carriers

Edition of July 2010

w0 = min(ab,,10) for longitudinal stiffeners
250 250

w0 = min(a n⋅b,,10) for transverse stiffeners
250 250

For stiffeners sniped at both ends w0 must not be taken less than the distance from the
midpoint of attached plating to the neutral axis of the stiffener calculated with theeffective 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

for longitudinal stiffeners

384 ⋅ 10 7 EI x
5ap (nb) 4

for transverse stiffeners

384 ⋅ 10 7 EI y c S2Elastic support provided by the stiffener, in N/mm2, taken equal to:•for longitudinal stiffeners:c f = FKixc px =π2(1 + c px )a2
1

 12 ⋅ 10 4 I x

0.91
− 1
3


t b


1+
c xa

cxa : Coefficient taken equal to :
 a 2b c xa =  + 
 2b a 2  a 2 c xa = 1 +     2b  •fora ≥ 2bfora < 2b2

for transverse. stiffeners:c f = c S FKiyc py =

π2(n ⋅ b )2(1 + c py )1
 12 ⋅ 10 4 I y

0.91
−
1
3


t
a


1+
c ya

cya : Coefficient taken equal to:

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Common Structural Rules for Bulk Carriers

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 nb 2a 
c ya =  + 
 2a nb 2  nb  2 
c ya = 1 +     2a  

4.2.3

for

nb ≥ 2afor

nb < 2a2

Equivalent criteria for longitudinal and transverse ordinary stiffeners not subjected to lateralpressure

The requirement is modified as follow (all the text is included here for the sake of theeditor but only the changes are to be considered):

KC 800Longitudinal and transverse ordinary stiffeners not subjected to lateral pressure, except for sniped
stiffeners, are considered as complying with the requirement of [4.2.1] if their net moments of inertia
Ix and Iy , in cm4, are not less than the value obtained by the following formula:

•

•



2 
p zx a 2  w0 h w
a
For longitudinal stiffener : I x = 2 4 + 2 
π 10  R eH − σ
π E


x
 S


For transverse stiffener :p zy (nb ) 2  w0 h w(nb ) 2 

Iy =
+ 2 
π 2 10 4  R eH − σ
π E 


y
 S


Section 4

1

Primary supporting members

GeneralThe following article is added:

KC 654

1.6

Flooding check of primary supporting members

1.6.1

GeneralFlooding check of primary supporting members is to be carried out according to the requirements in[5].

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Rule Change Notice 1 July 2010 edition

Common Structural Rules for Bulk Carriers

Edition of July 2010

The following article is added:
KC 654

5

Flooding check of primary supporting members

5.1

Net section modulus and net shear sectional area under flooded conditions

5.1.1
The net section modulus w , in cm3, the net shear sectional area Ash , in cm2 subjected to flooding are
to be not less than the values obtained from the following formulae:w=

p F s 2
10 316αλ S RY

Ash =5 p F sατ a sin φWhere :
α:

Coefficient taken equal to:

α = 0.95

for the primary supporting member of collision bulkhead,

α = 1.15

for the primary supporting member of other watertight boundaries ofcompartments.

λS :Coefficient defined in Ch 6, Sec 4 Table 11, determined by considering σX in flooded condition.

pF :Pressure, in kN/m2, in flooded conditions, defined in Ch 4, Sec 6, [3.2.1].

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Common Structural Rules for Bulk Carriers

Edition of July 2010

Chapter 7 Direct Strength Analysis

Section 3

2

Analysis model

2.1

Areas to be refined

Detailed Stress Assessment

2.1.2
KC 1009

The text is modified as follow in the second column of the table 2 (the remaining text
and figures are unchanged):
Table 1:
StructuralmemberArea of interest

Typical details to be refined

Additional specifications

Description

Refining of the moststressed transverse
primary supporting
members located in:• double bottom

Most stressedtransverse primary
supporting member •for double skin•side bulk carriers
skin constructions •Primary
supporting
memberhopper tankdouble skin side
topside tankRefining of the moststressed transverse
primary supporting
members located in:
Most stressedtransverse primary • double bottom
supporting member • hopper tankfor single skin sidebulk carriers skin • topside tankconstructions
side shell frame with end

brackets and connections
to hopper tank and topsidetank…

22 / 34

Rule Change Notice 1 July 2010 edition

Common Structural Rules for Bulk Carriers

Edition of July 2010

Chapter 8 Fatigue Check of Structural Details

Section 1

1.

General1.3

Subject members

General Consideration

1.3.1
KC 854The current text is replaced by the following one before Table 1:
Fatigue strength is to be assessed, in cargo hold area, for members described in Tab 1, at theconsidered locations. for all the connected members at the considered locations described in Tab 1.

Section 4

KC 571Stress Assessment of Stiffeners

2.

Hot spot stress range

2.3

Stress range according to the simplified procedure

2.3.5

Stress due to dry bulk cargo pressure

The definition of pcw,ij(k) is replaced by the following one:pCW , i j(k) : Inertial pressure, in kN/m2, due to dry bulk cargo specified in Ch 4, Sec 6, [1.3] for acargo density ρC specified in Ch.4 Annex 3,, and with fp = 0.5, in load case “i1” and “i2”for loading condition “(k)”Rule Change Notice 1 July 2010 edition

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Common Structural Rules for Bulk Carriers

Edition of July 2010

Appendix 1 Cross Sectional Properties for Torsion

2

Example calculation for a single side hull cross section

2.5

Notes

2.5.1
KC 1009

The first sentence of the requirement is modified as follow (the remaining text of therequirement is unchanged):
For single side bulk carriers holds of single side skin construction,, the hull cross section normally canbe simplified in a section with four boxes (cell 1 cargo hold, cell 2 and 3 wing tanks and cell 4 hoppertanks and double bottom as shown in the calculation example) whereas the cross section of a doubleside bulk carriers holds of double side skin construction, can be simplified to a cross section with two
closed cells only (cell 1 cargo hold, cell 2 double hull).

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Rule Change Notice 1 July 2010 edition

Common Structural Rules for Bulk Carriers

Edition of July 2010

Chapter 9 Other Structures

Section 1

Fore Part

Symbols
The symbols’ values and definitions are modified as follow:

KC 666m :Coefficient taken equal to:m = 10 for vertical stiffeners, vertical primary supporting members
m = 12 for other stiffeners, other primary supporting memberss : Spacing, in m, of ordinary stiffeners or primary supporting members, measured at mid-span
along the chordl : Span, in m, of ordinary stiffeners or primary supporting members, measured along the chord
between the supporting members, see Ch 3, Sec 6, [4.2] or [5.3] respectively.

1.

General1.1

Application

KC 524

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

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Common Structural Rules for Bulk Carriers

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2.

Arrangement

2.3

Floors and bottom girders

2.3.2

Solid floors

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

2.3.3
KC 759Bottom girder

The item is amended as follows:In case of transverse framing, the spacing of bottom girders is not to exceed 2.5m.
In case of longitudinal framing, the spacing of bottom girders is not to exceed 3.5m.
Larger spacing of bottom girders may be accepted, provided that the structure is verified by means of
FEA deemed appropriate by the Society.

4.

Scantlings

4.2

Plating

4.2.1
KC 494The last row is added to Table 1 as follow:
Table 1

Net minimum thickness of plating
Minimum net thickness, in mm

26 / 34

Bottom

5.5 + 0.03L

Side

0.85L1/2

Inner bottom

5.5 + 0.03L

Strength deck

4.5 + 0.02L

Platform and wash bulkhead

6.5

Transverse and longitudinalwatertight bulkheads

0.6L1/2

Rule Change Notice 1 July 2010 edition

Common Structural Rules for Bulk Carriers

Edition of July 2010

4.4

Primary supporting members

4.4.4

Deck primary supporting members

KC 666The current text is replaced by the following one:
Scantlings of deck primary supporting members are to be in accordance with Ch 6, Sec 4, considering
the loads in [3.2] and [3.3].
The net scantlings of deck primary supporting members are to be not less than those obtained fromthe formulae in Table 5. The design pressures in the formulae are taken from intact conditions andtesting conditions respectively as stated in [3.2]. For a complex deck structure, a calculation deemed
appropriate by the Society may be carried out in lieu of the formulae.
Table 5Net scantlings of deck primary supporting members

Condition
Primary supporting members
subjected to lateral pressure inintact conditions
Primary supporting members
subjected to lateral pressure in
testing conditions

Net section modulus w, in
cm3
w=

Net sectional shear area Ash,in cm25( p S + pW )sτ a sin φ( p S + pW )s 2 10 3Ash =p T s 2
10 3
1.05mRY

Ash =w=

0.9mRY

5 p T s
1.05τ a sin φwhere:

φ: Angle, in deg, between the primary supporting member’s web and the shell plate,measured at the middle of the primary supporting member’s span; the correction is to be
applied when φ is less than 75.

The subsequent existing Table 5 to Table 7 shall be renumbered accordingly.
The title is replaced modified as follow:

KC 567

5.

Strengthening of flat bottom forward area

5.1

Application

5.1.1
KC 567The current text is replaced by the following one:
The flat bottom forward area to be reinforced is the flat part of the ship's bottom extending forward of
0.2V L from the fore perpendicular end, up to a height of 0.05TB or 0.3 m above base line, whicheveris the smaller.

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Common Structural Rules for Bulk Carriers

5.2

Edition of July 2010

Bottom plating

5.2.1

The first paragraph is replaced by the following one:

KC 567

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

5.3

Ordinary stiffeners

5.3.1

The first paragraph is replaced by the following one:

KC 567

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

5.3.2
KC 567

The first paragraph is replaced by the following one:
The net shear area, in cm2, of transverse or longitudinal ordinary stiffeners of the flat bottom forward
area is not to be less than:

Section 2

AFT PART

Symbols
KC 666The symbols’ values and definitions are modified as follow:m :Coefficient taken equal to:m = 10 for vertical stiffeners, vertical primary supporting members
m = 12 for other stiffeners, other primary supporting memberss : Spacing, in m, of ordinary stiffeners or primary supporting members, measured at mid-span
along the chordl : Span, in m, of ordinary stiffeners or primary supporting members, measured along the chord
between the supporting members, see Ch 3, Sec 6, [4.2] or [5.3] respectively.

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Rule Change Notice 1 July 2010 edition

Common Structural Rules for Bulk Carriers

4

Scantlings

4.1

Plating

Edition of July 2010

4.1.1

The last row is added to Table 1 as follow:

KC 494

Table 1

Net minimum thickness of plating
Minimum net thickness, in mm

KC 666

Bottom

5.5 + 0.03L

Side

0.85L1/2

Inner bottom

5.5 + 0.03L

Strength deck

4.5 + 0.02L

Platform and wash bulkhead

6.5

Transverse and longitudinalwatertight bulkheads

0.6L1/2

4.3

Primary supporting members

4.3.4

Deck primary supporting members

The current text is replaced by the following one:
Scantlings of deck primary supporting members are to be in accordance with Ch 6, Sec 4, considering
the loads in [2.2].
The net scantlings of deck primary supporting members are to be not less than those obtained fromthe formulae in Table 5. The design pressures in the formulae are taken from intact conditions andtesting conditions respectively as stated in [2.2]. For a complex deck structure, a direct strength
calculation may be carried out in lieu of the formulae.

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Common Structural Rules for Bulk Carriers

Table 5

Edition of July 2010

Net scantlings of deck primary supporting members

Condition

Net section modulus w, incm3

Primary supporting members
subjected to lateral pressure inintact conditions
Primary supporting members
subjected to lateral pressure in
testing conditionsw=

Net sectional shear area Ash,in cm25( p S + pW )sτ a sin φ( p S + pW )s 2 10 3Ash =p T s 2
10 3
1.05mRY

Ash =w=

0.9mRY

5 p T s
1.05τ a sin φwhere:

φ: Angle, in deg, between the primary supporting member’s web and the shell plate,measured at the middle of the primary supporting member’s span; the correction is to be
applied when φ is less than 75.

The subsequent existing Table 5 and Table 6 shall be renumbered accordingly.

Section 3

KC 836

Machinery Space2.

Double bottom

2.1

Arrangement

2.1.5

Side bottom girders in way of machinery seatings

The current text for the fourth paragraph is replaced by the following one:
Forward of the machinery space forward bulkhead, the bottom girders are to be generally tapered forat least three frame spaces and are to be effectively connected to the hull structure.

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Rule Change Notice 1 July 2010 edition

Common Structural Rules for Bulk Carriers

Edition of July 2010

Section 5

4.

Load Model

4.2

Load Point

KC 304

Hatch Covers

The title and the requirement are changed as follow:
4.2.1

Wave lateral pressure for hatch covers on exposed decks

4.2.1

Sea pressures
The wave lateral pressure to be considered as acting on each hatch cover is to be calculated at a point
located: longitudinally, at the hatch cover mid-length.
• longitudinally, at the hatch cover mid-length• transversely, on the longitudinal plane of symmetry of the ship
• vertically, at the top of the hatch cover.

KC 304

The title is changed as follow:
4.2.2

Lateral pressures other than the wave pressure

4.2.2

Other pressures
The lateral pressure is to be calculated:• in way of the geometrical centre of gravity of the plate panel, for plating• at mid-span, for ordinary stiffeners and primary supporting members.

KC 304

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

Rule Change Notice 1 July 2010 edition

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Common Structural Rules for Bulk Carriers

Edition of July 2010

Chapter 10 Hull Outfitting

Section 1

Rudder and Manoeuvring Arrangement

5.

Rudder body, rudder bearings

5.1

Strength of rudder body

5.1.4
KC 568In the article, the current values are replaced by the following ones:• bending stress, N/mm , due to MR:2

σb = 90 75• equivalent stress, in N/mm2, due to bending and shear and equivalent stress due to bending andtorsion:σ v1 = σ b2 + 3τ 2 = 120100

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Rule Change Notice 1 July 2010 edition

Common Structural Rules for Bulk Carriers

Edition of July 2010

Chapter 11 Construction and Testing

Section 2

2.

Types of welded connections

2.2

Butt welding

2.2.2

Welding of plates with different thicknesses

KC 938

Welding

The text of this item is replaced by the following one:
In the case of welding of plates with a difference in as-built thickness equal to or greater than 4 mm,
the thicker plate is normally to be tapered. The taper has to have a length of not less than 3 times thedifference in as-built thickness.

KC 8482.4

Full penetration welds

2.4.1

Application

The last item in the list is replaced by the following one:
• abutting plate panels with as-built thickness less than or equal to 12mm, forming boundaries to thesea below the summer load water line. For as-built thickness greater than 12mm, deep penetration
weld with a maximum root face length f = T/3 is acceptable (see Fig.2).

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Common Structural Rules for Bulk Carriers

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Section 3

3.

Testing requirements

3.1

GeneralTesting of Compartments

3.1.1
KC 966In Table 1, the line No 4 and note 2 are changed as follow:
Itemnumber…
4

Structural tobe testedType of testing

Structural test pressure

Remarks…

…

…

…

Ballast holds

Structural testing (1)The greater of thefollowing:• head of water up to the
top of overflow, or•

0.9 head of water
above top of hatch topof hatch coaming…

34 / 34

…

…

…

…

Rule Change Notice 1 July 2010 edition

COMMON STRUCTURAL RULES FOR BULK CARRIERSJ U LY 2 0 1 0Rule Changes Notice Technical Background∼Number 1 to the 2010 Edition
Notes:(1)

These Rule Changes enter into force on July 2012.

(2)

This Rule Change Notice Technical Background should be read in conjunction with the July2010 consolidated edition of Bulk Carriers CSR.

Copyright in these Common Structural Rules for Bulk Carriers is owned by:American Bureau of Shipping
Bureau Veritas
China Classification Society
Det Norske Veritas
Germanischer Lloyd
Korean Register of Shipping
Lloyd's Register
Nippon Kaiji Kyokai
Registro Italiano Navale
Russian Maritime Register of Shipping
Copyright © 2010
The IACS members, their affiliates and subsidiaries and their respective officers, employees or agents are,individually and collectively, referred to in this clause as the ‘IACS Members’. The IACS Members, 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 inthat case any responsibility or liability is exclusively on the terms and conditions set out in that contract.

Common Structural Rules for Bulk Carriers

Edition of July 2010

Table of contents
1.

Introduction ........................................................................... 1

1.1

Scope of application....................................................................................................... 1

1.2

Content of the document ................................................................................................ 1

1.3

Cross references ............................................................................................................. 1

2.

Change descriptions.............................................................. 6

2.1

PSPC application ........................................................................................................... 6

2.2

KC 207, 208 & 398 – Connection with high tensile steel .............................................. 6

2.3

KC 304 – Load Calculation point for Hatch Cover ....................................................... 7

2.4

KC 328 – Net thickness of web stiffeners and brackets of primary supporting
members ......................................................................................................................... 8

2.5

KC 414 – Application of structural arrangement principles ........................................ 10

2.6

KC 417 –Net thickness of non-tight bulkhead stiffeners not acting as pillars ............. 11

2.7

KC 494 –Transverse and longitudinal watertight bulkheads minimum net
thickness ...................................................................................................................... 14

2.8

KC 524 – Fore Part structures in flooding condition ................................................. 15

2.9

KC 565 – Scantlings of transverse vertically corrugated watertight bulkhead
separating cargo holds for flooded conditions ............................................................. 15

2.10

KC 567 – Bilge definition ............................................................................................ 16

2.11

KC 568 – Strength of Rudder Body ............................................................................. 17

2.12

KC 571 – Cargo mass in fatigue stress assessment ...................................................... 17

2.13

KC 590 – Effective breadth of attached plating for primary supporting
members ....................................................................................................................... 18

2.14

KC 630 – Deck between hatches ................................................................................. 18

2.15

KC 653 – Bow flare area pressure ............................................................................... 19

2.16

KC 654 – Primary supporting members under flooded condition. .............................. 20

2.17

KC 666 – Deck Primary Supporting Members ............................................................ 20

2.18

KC 758 – Height of double bottom.............................................................................. 22

2.19

KC 759 – Spacing of solid floors ................................................................................. 22

2.20

KC 760 – Depth of web stiffener ................................................................................. 23

2.21

KC 764 – Connection ends of web stiffeners............................................................... 23

2.22

KC 768 & KC 800 – Ultimate Strength in Lateral Buckling Mode ............................. 24

2.23

KC 773 – Corrosion addition of longitudinal stiffeners ............................................... 25

2.24

KC 793 – Cofferdam arrangement ............................................................................... 25

2.25

KC 798 – SOLAS Subdivision arrangement ............................................................... 26

2.26

KC 836 – Side bottom girders in way of machinery seatings ...................................... 27

2.27

KC 848 – Harmonisation of welding of abutting plates below the waterline .............. 27

2.28

KC 854 – Members subjected to fatigue strength assessment ..................................... 28

Technical Background of Rule Change Notice 1 July 2010 editioni / iv

Common Structural Rules for Bulk Carriers

Edition of July 2010

2.29

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

2.30

KC 938 – Harmonisation of tapering between abutting plates .................................... 29

2.31

KC 966 – Load Testing Height .................................................................................... 29

2.32

KC 1004 – Bulb stiffener’s properties ......................................................................... 30

2.33

KC 1009 – Single side and double side definitions ..................................................... 31

2.34

KC 1082 – Minimum bow height ................................................................................ 33

Appendix 1. KC666 related documents .................................................. 34
App.1.1.

Introduction.................................................................................................................. 34

App.1.2.

Fore peak area .............................................................................................................. 35

App.1.3.

Aft peak area ................................................................................................................ 38

App.1.4.

Conclusion ................................................................................................................... 40

Appendix 2. KC 328 related documents ................................................. 41
Appendix 3. KC 798 Related documents ................................................ 45
App.3.1.

SOLAS Chapter II-1 – Part B – Regulation 10 ............................................................ 46

App.3.2.

SOLAS Chapter II-1 – Part B – Regulation 11 ............................................................ 47

App.3.3.

SOLAS Chapter II-1 – Part B-2 – Regulation 12 ........................................................ 48

Appendix 4. KC 966 related document .................................................. 49
App.4.1.

IACS Guideline for Procedures of Testing Tanks and Tight Boundaries .................... 50

Appendix 5. KC 1009 related documents ............................................... 57
App.5.1.

SOLAS Chapter IX – Regulation 1.............................................................................. 57

App.5.2.

SOLAS Chapter XII – Regulation 1 ............................................................................ 57

App.5.3.

Resolution MSC.79(70) ............................................................................................... 58

App.5.4.

SOLAS/CONF.4 – Resolution 6 .................................................................................. 59

App.5.5.

UR Z10.2- Rev. 27 (March 2009) ................................................................................ 60

App.5.6.

UR Z10.5- Rev. 9 (March 2009) .................................................................................. 61

Appendix 6. KC 1082 related documents ............................................... 62
App.6.1.

SOLAS Chapter IX – Regulation 1.............................................................................. 62

List of Tables

ii / iv

Table 1 –KC per rule references ................................................................................................... 1

Table 2 –Changes applied per KC entries ..................................................................................... 3

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

Common Structural Rules for Bulk Carriers

Edition of July 2010

Table 4 –KC 328 – offered net scantlings of the web stiffeners which satisfy therequirement of the proposed Rule Change ................................................................... 10

Table 5 –KC 417 – Investigation data about the net thickness of bulkhead stiffener of
non-tight bulkheads not acting as pillars...................................................................... 11

Table 6 –KC 417 – Comparison for the required net thickness of bulkhead stiffenerof non-tight bulkheads not acting as pillars in CSR and the proposed Rule
Change ......................................................................................................................... 13

Table 7 –KC 666 – Comparison of current scantlings requirements for PSM ............................ 21

Table 8 –KC 1009 – Double-side skin width equivalent to a single-side skin as per
SOLAS XII. ................................................................................................................. 31

Table 9 –KC 666 – Main characteristics of typical bulk carriers ................................................ 34

Table 10 –KC 666 – Allowable stresses ....................................................................................... 34

Table 11 –KC 666 – Fore peak arrangements for typical bulk carriers ........................................ 35

Table 12 –KC 666 – Fore peak, net section modulus with the current rules ................................ 36

Table 13 –KC 666 – Fore peak, net section modulus with the proposed change .......................... 36

Table 14 –KC 666 – Fore peak, net shear area with the current rules .......................................... 37

Table 15 –KC 666 – Fore peak, net shear area with the proposed change.................................... 37

Table 16 –KC 666 – Aft peak, net section modulus with the current rules .................................. 39

Table 17 –KC 666 – Aft peak, net section modulus with the proposed change ............................ 39

Table 18 –KC 666 – Aft peak, net shear area with the current rules ............................................ 39

Table 19 –KC 666 – Aft peak, net shear area with the proposed change...................................... 39

Table 20 –KC 328 - net thickness of web stiffeners and brackets on double bottom
floor ............................................................................................................................. 41

Table 21 –KC 238 net thickness of web stiffeners and brackets on double bottom
girder ............................................................................................................................ 42

Table 22 –KC 328 – net thickness of web stiffeners and brackets on PSM in bilge
hopper tanks ................................................................................................................. 43

Table 23 –KC 328 – net thickness of web stiffeners and brackets on PSM in topsidetanks ............................................................................................................................. 44

List of Figures
Figure 1 –KC 417 – Comparison for the net offered thickness of bulkhead stiffener of
non-tight bulkheads not acting as pillars and net min required thickness in
CSR-BC and the proposed Rule Change ..................................................................... 12

Figure 2 –KC 417 – Comparison for the required net thickness of bulkhead stiffenerof non-tight bulkheads not acting as pillars in CSR and the proposed Rule
Change ......................................................................................................................... 14

Figure 3 –KC 567 – ambiguous bilge area in the fore part. ......................................................... 16

Figure 4 –KC 768 & 800 – Moment and forces on a snipped stiffener in lateralbuckling. ...................................................................................................................... 24

Figure 5 –KC 666 – Possible fore peak arrangements ................................................................. 35

Figure 6 –KC 666 – used aft peak arrangements ........................................................................ 38

Figure 7 –KC 328 - Comparison for net offered thickness of PSM web
stiffener/bracket and net minimum required thickness in CSR-BC and the
proposed Rule Change on double bottom floor ........................................................... 41

Technical Background of Rule Change Notice 1 July 2010 edition

iii / iv

Common Structural Rules for Bulk Carriers

iv / iv

Edition of July 2010

Figure 8 –KC 328 – Comparison for net offered thickness of PSM web
stiffener/bracket and net minimum required thickness in CSR-BC and the
proposed Rule Change on double bottom girder.......................................................... 42

Figure 9-

KC 328 – Comparison for net offered thickness of PSM web
stiffener/bracket and net minimum required thickness in CSR-BC and the
proposed Rule Change on PSM in bilge hopper tanks ................................................. 43

Figure 10 –KC 328 – Comparison for net offered thickness of PSM web
stiffener/bracket and net minimum required thickness in CSR-BC and the
proposed Rule Change on PSM in topside tanks ......................................................... 44

Technical Background of Rule Change Notice 1 July 2010 edition

Common Structural Rules for Bulk Carriers

Edition of July 2010

1.

INTRODUCTION

1.1

Scope of application
This Technical Background is intended for the understanding of the following Rule Change Notice:

1.2• Rule Change Notice number:

Number 1 to the 2010 Edition• Entry into force of the Rule Change Notice:

July 2012• Concerned rules:

Common Structural Rules for Bulk Carriers• Edition date of the rules:

July 2010

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

1.3

Cross references
Table 1 gives the list of KC leading to a change in each modified item in the rules.
Table 2 gives the list of rule changes induced by each KC entry.

Table 1 –KC per rule references

Section

Sub.1

Sub.2

Sub.3

1

4

3

21

1

1009

2

1009

1

567

22

Technical Background of Rule Change Notice 1 July 2010 edition

Table

FigureKC ref.

Chapter‘click to go’

1 / 63

Common Structural Rules for Bulk Carriers

Edition of July 2010

Section

Sub.1

Sub.2

Sub.3

2

1

2

1

1

903

3

1

1

798

2

1

3

793

4

793

1

KC 1082

2

3

3

Table

FigureKC ref.

Chapter‘click to go’

5

1

2

8

1009

9

1009

10

1009

11

1009

3

1

2

1

773

5

1

2

2

PSPC
application

3

3

1009

4

1009

6

1
2

414
3

1

207
208
398

4

1

1

1004

5

2

1

328
760

6

4

1

590

1

3

758
2

966

7

414

8

414

9

2

3

630

10

5

1

417
760

4

5

4

1

1

5

1

2

2

2

6

1

3

2

3

565

2

3

6

1

565

4

1

3

764

4

2

2

768

3

800

1

654

3
4

2 / 63

1

6

5

1

653
1

653

654

7

3

2

1

2

2

1009

8

1

1

3

1

854

4

2

3

5

571

Technical Background of Rule Change Notice 1 July 2010 edition

Common Structural Rules for Bulk Carriers

Chapter

Edition of July 2010

Section

Sub.1

Sub.2

Sub.3

A1

2

5

1

1

Symbols9

Table

Figure

1009
666
1

2

494

1

1

2

524

2

3

2

759

4

4

4

666

5

1

1

567

2

1

567

3

1

567

2

567

Symbols

666
1

4

KC ref.
‘click to
go’

494

3

1

666

3

4

666

3

2

1

5

836

5

4

2

1

304

2

304

10

1

5

1

4

568

11

2

2

2

2

938

4

1

848

3

Table 2 –KC ref.
‘click to go’

1966

Changes applied per KC entries

Chapter

Section

Sub.1

Sub.2

Sub.3

Table

PSPC

3

5

1

2

2

207

3

6

2

3

1

208

3

6

2

3

1

304

9

5

4

2

1

Figure

2
328

3

6

5

2

1

398

3

6

2

3

1

414

3

6

1

5

1

7
8
417

3

6

494

9

1

Technical Background of Rule Change Notice 1 July 2010 edition

10

1

3 / 63

Common Structural Rules for Bulk Carriers

KC ref.
‘click togo’

Edition of July 2010

Chapter

Section

Sub.1

Sub.2

Sub.3

Table

2

1

524

9

1

1

1

2

565

6

1

3

2

3

2

3

6

1

1

4

3

22

1

9

1

5

1

1

2

1

3

1

567

Figure

2
568

10

1

5

1

4

571

8

4

2

3

5

590

3

6

5

4

1

630

3

6

9

2

3

653

5

1

2

2

2

654

6

4

1

6

1

5

1

666

9

1

Symbols
4

2

4

4

3

1

Symbols
44

4 / 63

758

3

6

6

1

3

759

9

1

2

3

2

760

3

6

5

2

1

10

5

1

764

6

2

4

1

3

773

3

6

1

2

1

798

2

1

3

1

1

800

6

3

4

2

2

836

9

3

2

1

5

848

11

2

2

4

1

854

8

1

1

3

1

903

2

1

2

1

1

938

11

2

2

2

2

966

3

6

2

Technical Background of Rule Change Notice 1 July 2010 edition

Common Structural Rules for Bulk Carriers

KC ref.
‘click togo’

Edition of July 2010

Chapter

Section

Sub.1

Sub.2

Sub.3

Table

11

3

1004

3

6

4

1

1

1009

1

4

3

21

1

Figure
1

2
2

3

2

8
9
10
11

3

5

1

3

3
4

KC 1082

7

3

2

1

2

8

A1

2

5

1

2

2

5

1

1

Technical Background of Rule Change Notice 1 July 2010 edition

5 / 63

Common Structural Rules for Bulk Carriers

2.
2.1
2.1.1

Edition of July 2010

CHANGE DESCRIPTIONSPSPC application
Rule Change description
This change is not based on a KC question.
The proposed amendment is to indicate the adoption date of the Performance standard for protective
coatings for ballast tanks and void spaces by IMO, and to reference the IACS Unified Interpretation UISC223 and SC227 for transparent application by IACS members.

2.1.2

Applied change

2.1.2.1. Chapter 3 Section 5 [1.2.2]
Details are added about the application of PCPC to CSR BC.

2.1.3

Impact on scantling
There is no impact on scantlings.

2.2
2.2.1

KC 207, 208 & 398 – Connection with high tensile steel
Rule Change description
The requirement in Chapter 3 Section 6 [2.3.1] is of general scope. As the stress level due to hull girder
bending in longitudinal member not contributing to hull girder longitudinal strength, is verified in order tosatisfy the requirement in Ch 5, Sec 1, [3.1.1], application of the requirements in Ch 3, Sec 6, [2.3.1]
might be mitigated.
In addition, designs where non continuous stiffeners made of mild steel are welded on girders made ofhigh tensile steels are already accepted by classification societies.
The requirement is made less mandatory for non-continuous longitudinal stiffeners by adding the word
“generally”.

2.2.2

Applied change

2.2.2.1. Chapter 3 Section 6 [2.3.1]
The word “generally” is added in the last sentence of the item between “The same requirement” and “isapplicable”.

2.2.3

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

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Technical Background of Rule Change Notice 1 July 2010 edition

Common Structural Rules for Bulk Carriers

2.3
2.3.1

Edition of July 2010

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

2.3.2

longitudinally, at the hatch cover mid-length,transversely, at hatchway side,
vertically, at the top of the hatch coaming.

Applied change

2.3.2.1. Chapter 9 Section 5 [4.2.1]
The title is changed to “Sea pressures” in order to clearly state this is about sea pressures only. The
requirement is simplified to refer only to the longitudinal position, which is used in the ILLC formula.
2.3.2.2. Chapter 9 Section 5 [4.2.2]
The title is changed to clearly state this is about “other pressures”.
The particular case of the internal water ballast pressure acting on the bottom of the hatch cover isconsidered by adding the definition of the coordinates of the load calculation point to the existing
requirement.

2.3.3

Impact on scantling
The proposed change has consequences only onto the values of the pressure to be considered acting on
the bottom of the hatch cover.

Technical Background of Rule Change Notice 1 July 2010 edition

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Common Structural Rules for Bulk Carriers

2.4

2.4.1

Edition of July 2010

KC 328 – Net thickness of web stiffeners and brackets of primary
supporting members
Rule Change description
The requirement in the third paragraph of Chapter 3 Section 6 [5.2.1] stating that the net thickness of web
stiffeners and brackets is not to be less than the minimum net thickness of the primary supporting member
on which they are fitted, is quite severe, especially for the stiffener with Bulb, Angle or T shape section.
According to the CSR BC Technical Background, this regulation was established referring to the rules ofvarious classification Societies.
In order to investigate the net thickness of web stiffeners and brackets, corresponding data is gathered,
which includes 4 types of non-CSR Bulk Carriers, Handysize, Handymax, Panamax and Capsize, 16
ships totally, all of them are well in service.

2.4.1.1. Description of study
According to the investigation about the net thickness of web stiffeners and brackets on representative
PSMs such as:•••

double bottom floor,
double bottom girder,
PSM in bilge hopper tank and in topside tank,

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

Double bottom floor
The net offered thickness of web stiffener in three types, Panamax-1, Capesize-1 and Capesize-3, isless than the requirement in Chapter 3 Section 6 [5.2.1], but greater than that in the proposed Rule
Change.

2.

Double bottom Girder
The net offered thickness of web stiffener in four types, Panamax-2, Capesize-1, Capesize-2 andCapesize-3, is less than the requirement in Chapter 3 Section 6 [5.2.1], but greater than that in the
proposed Rule Change.

3.

PSM in bilge hopper tanks
The net offered thickness of web stiffener/bracket in six types, Handysize-1, Handysize-2, Panamax1, Panamax-2, Capesize-1 and Capesize-3, is less than the requirement in Chapter 3 Section 6 [5.2.1],
but greater than that in the proposed Rule Change.

4.

PSM in topside tanks
The net offered thickness of web stiffener/bracket in seven types, Handysize-1, Handysize-2,
Handymax-1, Panamax-1, Panamax-2, Capesize-1 and Capesize-3, is less than the requirement in
Chapter 3 Section 6 [5.2.1], but greater than that in the proposed Rule Change except only the web
stiffener in Panamax-1.

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Technical Background of Rule Change Notice 1 July 2010 edition

Common Structural Rules for Bulk Carriers

Edition of July 2010

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

2.4.2

Applied change

2.4.2.1. Chapter 3 Section 6 [5.2.1]
The formula given in Chapter 6, Section 2, [2.2.1], third paragraph, replaces the current requirement. The
definition of L2 is also given.

2.4.3

Impact on scantling
Because a web stiffener is to satisfy the requirements in Chaper3, Section 6, [5.2.1], Chaper6, Section 2,[4.1.1] and [4.1.2], the impact on scantling can be ignored for flat bar (FB), but the requirements are lessthan those before the proposed rule change for the stiffener with Bulb, Angle or T shape section.

2.4.3.1. Example definition
1.

Basic data
•
•
•

2.

Rule length:
Corrosion addition:
web net thickness of PSM:

L =
tC =
t =

280.33 m
3.0
mm (The web stiffener is in a ballast tank.)
10.0mm

Web stiffener
•
•
•
•
•
•

k1
p
s
l
s
Ss

=
=
=
=
=
=

0.225,
358.56 N/m2
0.84 m,2.73 m (The symbols are the same as Chaper6, Section2, [4.1.1].)
1.794 m,0.84 m (The symbols are the same as Chaper6, Section 2, [4.1.2].)

2.4.3.2. Comparison of current an proposed requirements
1.

Requirements in Chaper3, Section 6, [5.2.1]
Web net thickness of the web stiffener: tW=10.0 mm (Chaper3, Section 6, [5.2.1])

2.

Requirements of the proposed Rule Change
Web net thickness of the web stiffener: tW=7.0 mm

3.

Requirements in Chaper6, Section 2, [4.1.1] and [4.1.2]
The net sectional area of the web stiffener: A=18.50 cm2 (Chaper6, Section 2, [4.1.1])
The net s section modulus of the web stiffener: W=56.77 cm3 (Chaper6, Section 2, [4.1.2])

4.

Offered scantling of the web stiffener
In order to satisfy the requirement in Chaper3, Section 6, [5.2.1], the web net thickness of the web
stiffener is to be 10.0 mm. In addition, the requirements in Chaper6, Section 2, [4.1.1] and [4.1.2]
have to be considered. The results are listed in Table 3.

Table 3 –KC 328 – offered net scantlings of the web stiffeners which satisfy the requirement in Chaper3,
Section 6, [5.2.1], Chaper6, Section 2, [4.1.1] and [4.1.2]

Dimension
mm×mm

Type

Ch3/Sec6/[5.2.1]

Technical Background of Rule Change Notice 1 July 2010 editiontW (mm)

Ch6/Sec2/[4.1.1]
2

A (cm )

Ch6/Sec2/[4.1.2]
W (cm3)9 / 63

Common Structural Rules for Bulk Carriers

Edition of July 2010

185×13

FB

10.0

18.50

57.04

300×13

HP

10.0

42.90

351.88300×13+90×17

L

10.0

41.54

356.362.4.3.3. Application of the rule change
According to the proposed rule change, the required net thickness is applied to web stiffeners, 7.0 mm,
the results are listed in Table 4.

Table 4 –KC 328 – offered net scantlings of the web stiffeners which satisfy the requirement of the
proposed Rule Change

Dimension
mm×mm

Type

Ch3/Sec6/[5.2.1]
tW (mm)

Ch6/Sec2/[4.1.1]

Ch6/Sec2/[4.1.2]

2

W (cm3)A (cm )

185×10

FB

7.0

12.95

39.93

220×10

HP

7.0

21.75

130.72

250×10+90×15

L

7.0

27.73

223.372.4.3.4. Conclusion
For flat bar, although the required web net thickness is less in the proposed rule change, the values of A
and W in Table 2 are less than the values in point 3 of 2.4.3.2 (Requirements in Chapter 6, Section 2,[4.1.1] and [4.1.2]).
Because the requirements in Chaper6, Section 2, [4.1.1] and [4.1.2] are to be satisfied, the impact on thedimension of the web stiffener can be ignored.
For the stiffener with Bulb, Angle or T shape section, the dimensions of web stiffener given by this rulechange are lower than those given in the 2010 edition.
Last, this rule change for the net thickness of web stiffeners and brackets of the primary supporting
members is in line with the current practice.

2.5
2.5.1

KC 414 – Application of structural arrangement principles
Rule Change description
The structural arrangement principles defined in Chapter 3 Section 6 are applicable to the complete hull
structure except superstructures and deckhouses; in addition several references in Chapter 3 Section 6 are
made to areas outside the cargo holds.
Specific additional requirements for other areas (fore part, aft part, machinery space, superstructures,
deckhouses, hatch covers, openings) are found in Chapter 9.
The scope of application of the general principles in Chapter 3 Section 6 is extended to the complete hull
structure and references are made to specific requirements from Chapter 9.

2.5.2

Applied change

2.5.2.1. Chapter 3 Section 6 [1]The article is changed to extend the scope of this section to the whole hull structure, except deckhouses orsuperstructures. Supplementary requirements of Chapter 9 are mentioned.
2.5.2.2. Chapter 3 Section 6 [7]The title of this article is changed to indicate the limitation of its scope to the cargo hold area.

10 / 63

Technical Background of Rule Change Notice 1 July 2010 edition

Common Structural Rules for Bulk Carriers

Edition of July 2010

2.5.2.3. Chapter 3 Section 6 [8]The title of this article is changed to indicate the limitation of its scope to the cargo hold area.

2.5.3

Impact on scantling
Under the assumption that none of the requirements in Ch. 3 Sec. 6 with respect to end brackets, tripping
brackets, steel grade has been fulfilled outside the cargo hold area previously, one may expect a minor
scantling increase.
In general the scantling impact can be ignored.

2.6

2.6.1

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

Table 5 –KC 417 – Investigation data about the net thickness of bulkhead stiffener of non-tightbulkheads not acting as pillars

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Figure 1 –Edition of July 2010

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

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

2.6.2

Applied change

2.6.2.1. Chapter 3 Section 6 [10.5.1]
The last sentence of the last paragraph is to be changed to “The net thickness of bulkhead stiffeners are
not to be less than the minimum net thickness defined in Chapter 6, Section 2, [2.2.1], i.e. 3 + 0.015 L2, in
mm.”

2.6.3

Impact on scantling
There are some changes on the scantlings of bulkhead stiffeners of non-tight bulkheads not acting as
pillars before and after this rule change.
For ships with rule length L from 90m to 216m, the required net thickness of the proposed Rule
Change is less than that before.

For ships with rule length L from 217 to 249m, there is no change before and after the proposed
Rule Change.

For ships with rule length L 250m or above, the required net thickness of the proposed Rule Change
is greater than that before.

The comparison data are summarized in the Table 6 and Figure 2,

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Table 6 –Edition of July 2010

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

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Figure 2 –

2.7
2.7.1

Edition of July 2010

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

KC 494 –Transverse and longitudinal watertight bulkheads
minimum net thickness
Rule Change description
Chapter 9 Section 1 Table 1 and Chapter 9 Section 2 Table 1 give the minimum net thicknesses forplating of several structural members. These tables are extracts of Table 6.1.2 but without values for thetransverse and longitudinal watertight bulkheads.
The corresponding lines are added and the same minimum net thickness as in table 6.1.2 is required.

2.7.2

Applied change

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

2.7.3

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

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2.8
2.8.1

Edition of July 2010

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

2.8.2

Applied change

2.8.2.1. Chapter 9, Section 1, [1.1.2]
The new paragraph Chapter 9, Section 1, [1.1.2] is added for calculating the scantlings in flooding
conditions.

2.8.3

Impact on scantling
There is no change in terms of steel weight by comparing that before and after the proposed Rule Change
since the required values is smaller than the one of existing design in general.

2.9

2.9.1

KC 565 – Scantlings of transverse vertically corrugated watertightbulkhead separating cargo holds for flooded conditions
Rule Change description
The proposal is to clarify the pressure and force to be considered when determine the scantlings oftransverse vertically corrugated watertight bulkhead separating cargo holds for flooded conditions. In thecalculation, not only the resultant pressures and forces but also the pressures and forces in flooded empty
holds should be considered.

2.9.2

Applied change

2.9.2.1. Chapter 6 Section 1 [3.2.3]
Cross reference of Ch 4, Sec 6, [3.3.6] is added into the definition of p.
2.9.2.2. Chapter 6 Section 2 [3.6.1]
Cross reference of Ch 4, Sec 6, [3.3.6] is added into the definitions of F and pG.

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2.9.3

Edition of July 2010

Impact on scantlingThis amendment gives more precise application of resultant pressure and force when determine thescantlings of transverse vertically corrugated watertight bulkhead separating cargo holds for flooded
conditions but is not changing the approach. There is consequently no impact on scantling or steel weight.

2.10
2.10.1

KC 567 – Bilge definition
Rule Change description
The definition of the bilge area is not given in the current CSR BC and as shown in Figure 3 below, it
may lead to ambiguities particularly in fore and aft parts where the curved part of the side shell is wider
than in the “central” area.
The CSR OT in 4/1.8.1.1 gives in turn a concrete definition of the bilge plating within the 0.4L amidships
area and outside.
As tankers and bulkers have similar hull shapes, proportions and coefficients and are submitted to similarsea pressures, it is possible to use a similar definition in CSR BC than in CSR OT.
On this basis, the proposed definition distinguishes:• the cylindrical part of the hull where the bilge is clearly defined• The other parts where a maximum height – already defined in CSR OT – is considered in order tolimit the bilge extent even if the curved plating is continuing above.

Figure 3 –KC 567 – ambiguous bilge area in the fore part.

The requirements for the aft and fore parts are to be applied in addition to the ones triggered by thisdefinition; this applies to the strengthening of the flat bottom area in the fore part in Chapter 9 Section 1[5.2].
Consequently, the term “flat” is not used anymore in Chapter 9 Section 1 for avoiding misunderstandings,
as the current requirements give a clear definition of the reinforced area.

2.10.2

Applied change

2.10.2.1. Chapter 1 Section 4 [3.22] and [3.22.1]
A new sub-article and a new requirement are added to incorporate the definition of the bilge plating.
2.10.2.2. Chapter 9 Section 1 [5] [5.1.1] [5.2.1] [5.3.1] [5.3.2]
The word “flat” is removed from the titles or the requirements.

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2.10.3

Edition of July 2010

Impact on scantling

2.10.3.1. Cylindrical area
On the cylindrical part, the bilge definition is matching the current practice and therefore, there is no
impact on scantling or on steel weight.
2.10.3.2. Forward to the cylindrical area
The rule change does not change the definition of the areas to be reinforced in the forward area. There isconsequently no impact on scantling or on steel weight.

2.11
2.11.1

KC 568 – Strength of Rudder Body
Rule Change description
The reason to change is to make the rules in line with URS 10.

2.11.2

Applied change

2.11.2.1. Chapter 10 Section 1 [5.1.4]
Allowable bending and Von Mises stress is changed to be in line with URS 10.

2.11.3

Impact on scantling
The reduction of allowable stress will result in a minor increase in scantlings.

2.12
2.12.1

KC 571 – Cargo mass in fatigue stress assessment
Rule Change description
For fatigue strength assessment, the cargo density used is to be as much “realistic” as possible.
Therefore, the cargo density according to Chapter 4 Appendix 3 should be used for fatigue strength
assessment not only by direct analysis specified in Chapter 8 Section 3, but also simplified method
specified in Chapter 8 Section 4 [2.3.5].

2.12.2

Applied change

2.12.2.1. Chapter 8 Section 4 [2.3.5]
In the definition of the inertial pressure due to the dry bulk cargo, the value of the cargo density to be
used is added.

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2.12.3

Edition of July 2010

Impact on scantling
There is no impact on scantling or steel weight as this change is intended to clarify the load case toconsider in fatigue strength assessment.

2.13
2.13.1

KC 590 – Effective breadth of attached plating for primary
supporting members
Rule Change description
The definition of the effective breadth of attached plating of primary supporting members given in
Chapter 3 Section 6 [5.4.1] does not consider the spacing and is in contradiction with the definition given
in Chapter 6 Section 4 [Symbols] which refers to Chapter 3 Section 6 [4.3.1].
The definition given in Chapter 3 Section 6 [4.3.1] is used. This change is made for clarifying therequirements.

2.13.2

Applied change

2.13.2.1. Chapter 3 Section 6 [5.4.1]
The last sentence of the item is modified in order to refer to Chapter 3 Section 6 [4.3.1] for thedetermination of the effective breadth of the attached plating.

2.13.3

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

2.14
2.14.1

KC 630 – Deck between hatches
Rule Change description
Firstly, regarding the structural arrangement, the definition of the beams under consideration in this item
is clarified: these are hatch end beams and cross deck beams. In addition, the term “bulwark” is replacedby “deck side” in order to match the designs where a bulwark is not fitted.
Secondly, as some designs are not able to comply with these prescriptive requirements, the use of a direct
strength analysis as per Chapter 7 in these rules is now allowed.

2.14.2

Applied change

2.14.2.1. Chapter 3 Section 6 [9.2.3]
First change: the general term “beams” is replaced by “hatch end beams and cross deck beams” and theterm “bulwark” is replaced by “deck side”.
Second change: addition of the sentence which allows the use of direct strength analysis for thearrangements that do not comply with the prescriptive requirements in this sub-article.

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2.14.3

Edition of July 2010

Impact on scantling
The first correction has no impact on scantling.
The designs concerned by the direct strength analysis are supposed to be made of less structural elements
than those complying with the prescriptive requirements in this item.
Consequently, this change does not increase the steel weight induced by this requirement. In addition, theuse of a direct strength analysis is not supposed to affect the scantlings.

2.15
2.15.1

KC 653 – Bow flare area pressure
Rule Change description
In Ch 4, Sec 5, [4.1.1], bow flare area pressure is specified but calculation point and draft to beconsidered are not clearly specified.
According to the background of this requirement, the following assumptions are to be considered for thisrequirement:(1) Hydrostatic pressure and hydrodynamic pressures among load cased H, F, R and P, calculated innormal ballast condition(2) TB, minimum ballast draught at midship in normal ballast condition as specified in Ch 1, Sec 4,[2.1.1] is to be considered for the calculation of hydrostatic pressure and hydrodynamic pressures(3) Any considered point of the hull is to be used for a calculation point
To be in line with the above, the definitions of hydrostatic pressure and hydrodynamic pressures are
modified.

2.15.2

Applied change

2.15.2.1. Chapter 4 Section 5 [4.1.1]
The definitions of hydrostatic pressure and hydrodynamic pressures are modified in order to make thecalculation points and draught to be considered clear.

2.15.3

Impact on scantlingThis change is intended to clarify the definitions of hydrostatic pressure and hydrodynamic pressures anddoes not include any scantling requirement. This change does not affect the scantlings or the steel weight.

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2.16
2.16.1

Edition of July 2010

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

2.16.2

Applied change

2.16.2.1. Chapter 6, Section 4, [1.6.1]
A new paragraph is added giving a reference to flooding requirements for PSM
2.16.2.2. Chapter 6, Section 5
The new section is added for calculation of scantlings for primary supporting members under flooded
conditions. The formula is based on similar requirement given in Chapter 6, Section 2, [3.2.5] forordinary stiffeners.

2.16.3

Impact on scantling
The new requirement will have an impact on watertight structure which is not normally subject to liquidload. Typical examples are collision bulkhead, engine room bulkhead and other watertight boundaries
which is not part of a liquid tank boundary.
There is little or no change in terms of steel weight by comparing that before and after the proposed Rule
Change since the required values is in general smaller than the one of existing design in general. Detailsof calculation results can be found in Annex I.

2.17
2.17.1

KC 666 – Deck Primary Supporting Members
Rule change description
As stated in Pt. 9 Sec. 1 [4.4.4] and Pt. 9 Sec. 2 [4.3.4], scantlings of deck PSM in fore and aft peak areas
are currently to be determined according to Ch. 6, Sec. 4.
This has created some confusion in application of scantlings requirements for PSM in fore and aft peaks
which are different from those of side PSM as shown in the following table.
This rule change is to align the scantlings requirements of deck PSM in fore and aft peaks to those of side
PSM. Reference is made to the TB Document of CSR 2006 edition.

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Table 7 –Edition of July 2010

KC 666 – Comparison of current scantlings requirements for PSM
Fore and aft peaks
Cargo area

Item

Requirement(Ch.9 Sec.1 & Sec.2)(Ch.6. Sec.4)

Deck

Side

t = 0.6 L2

t = 0.7 L2 (*1)

t = 0.7 L2 (*1)

( pS + pW )s 2 103

λS = 0.8

λS = 0.8

λS = 0.9mλS RYm = 10m = 10m = 10 (*2)

5( p S + pW )sτ a sin φτ a = 0.4 RY

τ a = 0.4 RY

τa =

Min.
thickness

Web thickness of PSM

Sectionmodulusw=

Shear area

Ash =

RY
3

(*1) Minimum web thickness for PSM is stated in fore peak area. In aft peak area, similar requirement applies
only to floors.
(*2) The m-coefficients stated in Ch.9 Sec.1 and Sec.2 [Symbols] are specified only for stiffeners.

2.17.2

Applied change

2.17.2.1. Chapter 9 Section 1 [Symbols]
1.

The m-coefficient is specified explicit for PSM.

2.

Span and spacing are re-defined to cover both stiffeners and PSM.

2.17.2.2. Chapter 9 Section 1 [4.4.4]
1.

The scantlings formulae and allowable stresses of deck PSM in fore peak area are specified explicitin the new Table 5.

2.

The allowable normal stress and the allowable shear stress are taken from ordinary stiffeners same asside PSM.

3.

Reference to bow flare area pressure in [3.3] is taken out which is not relevant for deck PSM.

4.

For complex deck structure, opening for a direct calculation is included to replace the scantlings
formulae.

2.17.2.3. Chapter 9 Section 2 [Symbols]
1.

The m-coefficient is specified explicit for PSM.

2.

Span and spacing are re-defined to cover both stiffeners and PSM.

2.17.2.4. Chapter 9 Section 2 [4.3.4]
1.

The scantlings formulae and allowable stresses of deck PSM in aft peak area are specified explicit in
the new Table 5.

2.

The allowable normal stress and the allowable shear stress are taken from ordinary stiffeners same asside PSM.

For complex deck structure, opening for a direct calculation is included to replace the scantlings
formulae.

2.17.3

Impact on scantlings
According to the rule change, allowable stresses of deck PSM in intact conditions will increase in fore
and aft peak areas, i.e., normal stress by +11% and shear stress by +44%. In addition, requirements intesting conditions are introduced for deck PSM. Consequently, required scantlings of deck PSM in intact

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Edition of July 2010

conditions will be reduced as shown in the Appendix. Impact on steel weight is not expected because
actual scantlings are normally above the requirements.

2.18
2.18.1

KC 758 – Height of double bottom
Rule Change description
The last version of the SOLAS Ch. II-1, Part B-2, Reg. 9 (2) entered in application in January 2009 is tobe considered and thus replaces the first paragraph of the requirement.

2.18.2

Applied change

2.18.2.1. Chapter 3 Section 6 [6.1.3]
The text of the first paragraph is replaced by an adapted version of the herein referenced SOLAS
regulation.

2.18.3

Impact on scantling
The main change induced by this modification is the addition of a lower limit of 0.76m for the doublebottom height.
It can be considered that this lower limit is far below the current practices, even in the moulded parts of
the hull.
There is consequently no impact on steel weight or on scantling.

2.19
2.19.1

KC 759 – Spacing of solid floors
Rule Change description
In Ch.9 Sec.1 [2.3.2], prescriptive requirement is given with respect to spacing of solid floors in case of
longitudinal framing. However, it was agreed in KC 759 that a larger spacing may be acceptable, when
the bottom structure is verified by FEA deemed appropriate by the Society.

2.19.2

Applied change

2.19.2.1. Chapter 9 Section 1 [2.3.2]
In the second paragraph which is applicable for longitudinal framing, a new sentence is inserted so that alarger spacing of solid floors may be acceptable based on FEA.

2.19.3

Impact on scantling
In general the scantling impact can be ignored.

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2.20
2.20.1

Edition of July 2010

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

2.20.2

Applied change

2.20.2.1. Chapter 3 Section 6 [5.2.1]
It is clarified that the requirement to depth of web stiffener depth is only applicable to flat bar type
stiffeners.
The rule text has been amended to allow a more advanced buckling check in accordance with Ch6 Sec3.
Chapter 3 Section 6 [10.5.1]
It is clarified that the requirement to depth of web stiffener depth is only applicable to flat bar type
stiffeners.
The rule text has been amended to allow a more advanced buckling check in accordance with Ch6 Sec3.

2.20.3

Impact on scantling
The rule proposal is made to align the Rules with well proven industry practice. Impact on steel weight isconsidered negligible.

2.21
2.21.1

KC 764 – Connection ends of web stiffeners
Rule Change description
The formula for evaluating the stress at the ends of web stiffeners of primary supporting members inwater ballast tanks comes from the NK rules – Guidance Part C C1.1.14 (1) of the 2010 edition – inwhich the coefficient of 1.1 is a “Correction coefficient for corrosion”.
As the CSR BC uses the net scantling approach, this coefficient should not be considered and the formulais amended accordingly.

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2.21.2

Edition of July 2010

Applied change

2.21.2.1. Chapter 6 Section 2 [4.1.3]
The coefficient 1.1 is removed from the formula giving the stress.

2.21.3

Impact on scantling
Removing this coefficient decreases the calculated stress of 9%. In turn, this allows the stress range ∆𝜎 tobe increased of 10% for the same design. This stress range ∆𝜎 is a function of several dimensions and of
the stiffening arrangement through the dynamic load W.

In addition, this requirement is intended to ensure that the connection of stiffeners to longitudinals havesufficient fatigue strength.

2.22
2.22.1

KC 768 & KC 800 – Ultimate Strength in Lateral Buckling Mode
Rule Change description

2.22.1.1. Ch. 6 Sec. 3 [4.2.2]
Relevant KC ID : 768
In Ch.6 Sec.3 [4.2.2], it is not clear about how to calculate net section modulus of stiffeners snipped atboth ends.
When a stiffener snipped at both ends is under compression, compressive stress is induced at the attachedplate by a moment due to eccentricity of a compression force off the neutral axis of the stiffener.
Consequently the net section modulus is in general calculated at the attached plate.

Figure 4 –KC 768 & 800 – Moment and forces on a snipped stiffener in lateral buckling.

However, when a stiffener snipped at both ends is subject to lateral pressure acting on the stiffener side,
and when M1 induced by lateral pressure is larger than M0 induced by the deformation, the flange is incompression. Therefore the net section modulus is calculated at the flange.
When a stiffener snipped at both ends is subject to lateral pressure acting on the stiffener side, M0 and M1
are in opposite direction. Therefore the deformation w shall be the absolute value of difference between
w0 and w1.
2.22.1.2. Ch. 6 Sec. 3 [4.2.3]
In Ch.6 Sec.3 [4.2.3], it is not clear about whether this requirement is applicable to stiffeners snipped atboth ends or not.
It is clarified by KC800 that Ch.6 Sec.3 [4.2.3] is applicable to stiffeners other than snipped at both ends.

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2.22.2

Edition of July 2010

Applied change

2.22.2.1. Ch. 6 Sec. 3 [4.2.2]
In the definition of net section modulus Wst, it is clarified about how to calculate for stiffeners snipped atboth ends.
In the definition of deformation w, it is clarified about how to calculate for stiffeners snipped at both ends.
2.22.2.2. Ch. 6 Sec. 3 [4.2.3]
A note is inserted in order to clarify that Ch.6 Sec.3 [4.2.3] is applicable only to stiffeners other thansnipped at both ends.

2.22.3

Impact on scantling
The scantling impact is negligible in terms of steel weight.

2.23
2.23.1

KC 773 – Corrosion addition of longitudinal stiffeners
Rule Change description
When a longitudinal stiffener is concerned by different corrosion additions (e.g. the face plate of thestiffener is within the 3m below the tank top and the web plate is outside this area), the severest corrosion
addition is to be applied. This principle is not easy to apply, particularly for prescriptive softwares, as thestiffener’s properties are evaluated on the basis of the coordinate of the connection point between the
stiffener and the attached plating.
The same approach is kept for the corrosion addition to consider for a longitudinal stiffener: it is the value
at the coordinate of its connection point to the attached plating.

2.23.2

Applied change

2.23.2.1. Chapter 3 Section 3 [1.2.1]
A sentence is added to specify that the corrosion addition of a longitudinal stiffener is based on thecoordinates of its connection point to the plating.

2.23.3

Impact on scantling
There is no impact on the dimensions obtained from the prescriptive approach, due to the net scantling
approach used in the CSR
The impact on the steel weight is not evaluated.

2.24
2.24.1

KC 793 – Cofferdam arrangement
Rule Change description
The requirement in Chapter 2 Section 2 [2.1.3] is about arrangement for fire safety. This is also covered
by SOLAS in Chapter II-2 with extensive details.
Therefore, this requirement is not needed in the CSR BC and is deleted from it. The subsequent
requirement is renumbered.

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2.24.2

Edition of July 2010

Applied change

2.24.2.1. Chapter 2 Section 2 [2.1.3]
This requirement is removed: the text is replaced by “void”.

2.24.3

Impact on scantling
SOLAS requirements about fire safety are applicable and overrule the deleted requirement. There isconsequently no impact on steel weight or scantling.

2.25
2.25.1

KC 798 – SOLAS Subdivision arrangement
Rule Change description
The previous requirement of SOLAS Chapter II-1, Part B, Regulation 11 (cf. App.3.2) is changed to the
new version of SOLAS Ch. II-1, Part B-2, Reg. 12 (9), (cf. App.3.3) applicable from January 2009.
Before January 2009, in SOLAS Chapter II-1, Part B, the arrangement of “Peak and machinery space
bulkheads, shaft tunnels, etc.” was declined in regulation 10 (7) (cf. App.3.1) for passenger ships and in
regulation 11 (8) for cargo ships.
The main difference was the inclusion of an afterpeak bulkhead in the case of passenger ships and of
specific arrangement principles.
While the current reference in CSR BC Chapter 2 Section 1 [3.1.1] is the correct one, the text is from theregulation 10 (7).
The new version in regulation 12 (9) has merged the former two ones and thus is to be adapted to the caseof bulk carriers.
The relevant part of this new version of the requirement is copied in the CSR BC text and the lastsentence of the requirement regarding the after peak bulkhead is removed as the new SOLAS regulation
makes it clearly intended to passenger ships only.

2.25.2

Applied change

2.25.2.1. Chapter 2 Section 1 [3.1.1]
The text of this requirement is changed to the relevant parts of the new text of SOLAS Ch. I-1, Part B-2,
Reg. 12 (9).
The last sentence of the initial text is removed.
The symbol L is replaced by the symbol LLL for the consistency with the other requirements in the CSRBC.
As this is not the complete SOLAS text, the reference to the SOLAS regulation is not added before andthe text is not in italic. The reference to the SOLAS regulation is to be found through the technicalbackground.

2.25.3

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

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2.26
2.26.1

Edition of July 2010

KC 836 – Side bottom girders in way of machinery seatings
Rule Change description
In KC 836 it was agreed that the requirement that side bottom girders in way of machinery seatings haveto be tapered for at least three frame spacings forward of the E/R bulkhead is too rigid. In order to ensure
design flexibility, it was agreed that the requirement should be replaced by a more general requirement tostructural continuity.

2.26.2

Applied change

2.26.2.1. Chapter 9 Section 3 [2.1.5]
The requirement in the fourth paragraph that side bottom girders in way of machinery seatings have to betapered for at least three frame spacings forward of the E/R bulkhead has been replaced by a more general
requirement to structural continuity.

2.26.3

Impact on scantling
In some cases tapering brackets in the double bottom may be avoided. Impact on steel weight isconsidered negligible.

2.27
2.27.1

KC 848 – Harmonisation of welding of abutting plates below thewaterline
Rule Change description
The requirements of CSR BC for the welding of abutting plate panels forming boundaries to sea water
below the summer waterline differs from those of CSR OT:• In CSR BC Chapter11 Section 2 [2.4.1], a full penetration weld is to be always applied.
• In CSR OT 6/5.3.4.3 (f), full penetration welding is to be applied only for plate panels having a grossthickness less than or equal to 12mm.
For thicker plates, partial penetration welding is allowed, provided the root face length is smaller
than the third of the gross thickness of the plates.
Industry is also reporting that full penetration welding is unpractical and unnecessary for thick plates (i.e.
having a gross thickness greater than 12mm).
The current requirements of CSR BC are harmonised with those of CSR OT in order to meet the current
practices of industry.

2.27.2

Applied change

2.27.2.1. Chapter 11 Section 2 [2.4.1]
In the last item of the list:• The lower limit of 12mm in as-built thickness is added for the application of the full penetration
welding.
• The application of deep penetration welding to thicker plates is added with a reference to Fig.2 for thedefinition of the root face.

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

2.27.3

Impact on scantling
The rules requirement is about the practice of the industry.
The resulting differences on scantling or steel weights are not evaluated.

2.28
2.28.1

KC 854 – Members subjected to fatigue strength assessment
Rule Change description
Regarding Tab 1 in Chapter 8, Section 1, the intent at the time of development of the CSR-BC was not tocheck the inner bottom only, but the whole connection of inner bottom with sloping and/or vertical plateof lower stool, which includes all the plates. The whole connection means the connection of plating
members of inner bottom, side of lower stool, girders and floors in DB and diaphragms in lower stool.
In addition, it is to be noted that, when making fatigue assessment of such connection, if fatigue problems
are found in any of the above plating members, then reinforcements are to be considered for all theconcerned plating members. It means that Table 1 concerns all the plating members involved in the inner
bottom/lower stool connection and not only the inner bottom plating.

2.28.2

Applied change

2.28.2.1. Chapter 8 Section 1 [1.3.1]
The text of this item is modified to indicate that all the connected members are to be checked and that allconnected members are to be reinforced when a problem is found.
Table 1 is kept as it is.

2.28.3

Impact on scantling
The applied modification is only intended to enforce the understanding of the readers. There is no
modification on the scantling or the steel weight.

2.29
2.29.1

KC 903 – Collision Bulkhead
Rule Change description
In order to be in line with the SOLAS requirements, the former text from SOLAS Ch. II-1, Part B, Reg.
11, is replaced by the text from SOLAS Ch. II-1, Part B-2, Reg.12 (1) which was previously the Annex 2of MSC resolution 216(82).

2.29.2

Applied change

2.29.2.1. Chapter 2 Section 1 [2.1.1]
The text of this item is changed in order to be inline with the SOLAS text. The initial term
“Administration” in the SOLAS text is replaced by “Society” and is not in italic in order to identify thechange.

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2.29.3

Edition of July 2010

Impact on scantling
The change in the SOLAS text is mainly about the arrangement of this collision bulkhead. There is no
defined scantling. The possible impact on the steel weight is not evaluated.

2.30
2.30.1

KC 938 – Harmonisation of tapering between abutting plates
Rule Change description
Tapering is required between plates of different thicknesses in both CSR BC and CSR OT:• In CSR BC Chapter 11 Section 2 [2.2.2], the criterion for applying tapering is a difference in as-built
thickness equal to or greater than 4mm.
• In CSR OT 6/5.2.2.2, the criterion for applying tapering is a difference “by more than” 4mm.
In order to harmonise these criteria, the CSR BC requirement is modified in order to consider a differencein thickness between the abutting plates strictly greater than 4mm.

2.30.2

Applied change

2.30.2.1. Chapter 11 Section 2 [2.2.2]
In the first sentence the term “equal to or greater than” is replaced by “greater than”.

2.30.3

Impact on scantling
The rules requirement is about the practice and does not give dimensions of the tapering.
The resulting differences on scantling or steel weights are not evaluated.

2.31
2.31.1

KC 966 – Load Testing Height
Rule Change description
According to the comment from industry and further investigations, the conclusion is that 0.9 m head ofwater above top of hatch is irrational to carry out the structural test of ballast hold. It is very difficult tokeep the testing load height specified because the hatch cover of a ballast hold is generally not watertightbut weathertight. Ballast hold is subject to higher liquid pressure in rough sea and the test itself is notintended for the hatch covers.
Furthermore, IACS is developing a new version (Rev.4, July 2011) of the UR S14 “Testing Procedures ofWatertight Compartments” on the basis of a guideline (cf. App.4.1) for tight test of compartments. This
document is attached in Appendix 3.
In this new version of UR S14, the load test height for ballast hold is not 0.9m above top of hatch but topof hatch coaming.
This does not apply to the overhead of 0.9 m used in Chapter 4, Section 6 Table 2, kept as a design
overhead.
In addition, the definitions of the coordinates are clarified in Chapter 3 Section 6 Table 2.

2.31.2

Applied Changes

2.31.2.1. Chapter 3 Section 6 [4.1.1] Table 2• In the last line of the table, containing the definition:•

In the zml definition, the term “margin line” is changed to “the bulkhead deck at side”

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

2.31.2.2. Chapter 11 Section 3 [3.1.1] Table 1• The “0.9m head of water above the highest point of tank” in line 4 column “Structural test pressure” isreplaced by the “head of water above top of hatch coaming”;

2.31.3

Impact on scantling

2.31.3.1. Chapter 3 Section 6 [4.1.1] Table 2
The changes are clarifying the terms used in order to match the current practice. There is consequently no
impact on scantling or steel weight.
2.31.3.2. Chapter 11 Section 3 [3.1.1] Table 1
In general the scantling impact can be ignored.
The main purpose of structural test is not to determine a scantling of structural members but to check thesoundness of the structure. Ballast hold is subject to higher liquid pressure in rough sea and scantling isdetermined by pressure in sea going condition.

2.32
2.32.1

KC 1004 – Bulb stiffener’s properties
Rule Change description
In some cases, the use of an equivalent angle section for the determination of the characteristics of a bulb
stiffeners leads to significant differences with the exact values.
For example, the inertial moment about the horizontal neutral axis of a bulb 200x10 is:• Equivalent angle section:• Direct method:••

I = 1019cm4

Holland Profile: I = 1017cm4
Russian Profile: I = 1083cm4

The use of values obtained by direct methods is requested and in addition, the harmonisation of the two
set of CSR rules is needed.

2.32.2

Applied Changes

2.32.2.1. Chapter 3 Section 6 [4.1.1]
A sentence allowing the use of exact values for the dimensions and properties of a bulb section is added
to the text. The use of an equivalent angle section is kept.

2.32.3

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

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2.33
2.33.1

Edition of July 2010

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

2.33.1.1. SOLAS definitions
Definitions of bulk carriers, single side skin and double side skin bulk carriers are given by IMO in
SOLAS regulations and by IACS in UR Z and partially in the CSR BC (cf. Appendix 3).
SOLAS Chapter IX, Regulation 1 (6.) defines the bulk carriers in terms of:• Intended cargoes: dry cargoes in bulk;• General design of the cargo space: single deck, top-side tanks, hopper side tanks.
SOLAS Chapter XII, Regulation 1 (1. to 4.) defines the bulk carriers in terms of:• Intended cargoes: dry cargoes in bulk;• Single-side skin:••

any part of a cargo hold is bounded by the side shellcargo holds bounded by a double-side skin with the following criterion on its width:

Table 8 –KC 1009 – Double-side skin width equivalent to a single-side skin as per SOLAS XII.
Width of the double-side skin
≤ 760

mm

≤ 1000 mm

Construction period 1
Before 1st January 2000
Between 1st January 2000 and 1st July 2006

• Double-side skin when the ship side is made of the side shell and a longitudinal bulkhead connecting
the double-bottom to the deck, including hopper side and top-side tanks if any.
The resolution MSC.79(70) refers to the resolution 6 of the SOLAS Conference 4 held in 1997 about theinterpretation of the definition of a bulk carrier.
In its resolution 6, the SOLAS Conference 4 merged the definition of Chapter IX Regu1ation (6.) and
Chapter XII Regulation 1 by applying the general design to any bulk carrier.
2.33.1.2. IACS definitions
UR Z10.2.1.2.1 defines a bulk carrier similarly as SOLAS Chapter IX Regulation 1 (6.), cf. 2.33.1.1.
UR Z10.2.1.2.2 and UR Z10.5.1.2.1 define a double skin bulk carrier a bulk carrier where all cargo holds
are bounded by a double-side skin, regardless of the width of enclosed space.
2.33.1.3. CSR BC application
As per CSR BC Chapter 1 Section 1 [1.1.1], the CSR BC is applicable to bulk carrier ships contracted forconstruction on of after 1st April 2006.

1

SOLAS XII Reg.1 (8) defines the construction as the date when the keel is laid or when the ship is at asimilar stage of construction.

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2.33.1.4. Analysis
For bulk carriers contracted for construction after the 1st July 2006, there is no more applicable width
requirement for the consideration of a double-side skin design.
The definitions given by IACS are including the SOLAS definitions and interpretations in terms of••••

Intended cargoes: dry cargo in bulk.
General design of the cargo space: single deck, top-side tanks, hopper side tanks.
Single-side skin: any part of a cargo hold is bounded by the side shell.
Double-side skin when the ship side is made of the side shell and a longitudinal bulkhead connecting
the double-bottom to the deck, including hopper side and top-side tanks if any.

CSR BC already uses the above definition of a bulk carrier in terms of intended cargoes and generaldesign. In addition, it allows hybrid designs where among possible designs, holds of single skin anddouble skin constructions can be mixed.
In order to cover all the possibilities, the definitions single-side skin constructions and double-side skinconstructions are added and can be applied to each hold.
The definitions of single-side skin and double-side skin constructions are as follow:• Single-side skin construction
All the cargo holds are bounded by the side shell between the hopper plating or the inner bottom andthe top-side tank plating or the deck.
• Double-side skin construction
All the cargo holds are bounded by a double-side, including the hopper tank and the top-side tanks
when fitted.
Notes:• Between 1st April and 1st July 2006, width limit of 1000 mm for double-side skin isapplicable and contradicts the above definitions.
Considering that this sibling period is short and that no problem has been reported, it isdecided to not consider this specific case.
• These definitions are not considering the possible needs for access to the double-side
space.
The provisions and technical specifications given SOLAS Chapter II-1 Regulation 3.6 areapplicable and will govern the dimensions and access equipments of the double side space.
It is therefore not needed to add any mention of it in the definition of a double-side skinbulk carrier.

In addition, the terms “bulk carriers” are replaced accordingly in other locations in the text.

2.33.2

Applied Changes

2.33.2.1. Chapter 1 Section 4 [3.21] [3.21.1] [3.21.2]
The new article [3.21] is added for the definitions of holds of single side skin and double side skinconstructions. It contains the following new sub-articles:• [3.21.1] for the single side skin bulk carriers,• [3.21.2] for the double side skin bulk carriers.
2.33.2.2. Chapter 2 Section 3 [2.8] [2.9] [2.10] [2.11]
The words “single side bulk carriers” and “double side bulk carriers” are replaced by “holds of single sideskin construction” and “holds of double side skin construction” respectively in the different titles.
2.33.2.3. Chapter 3 Section [5] [1.3.3] [1.3.4]
The words “single side bulk carriers” and “double side bulk carriers” are replaced by “holds of single sideskin construction” and “holds of double side skin construction” respectively in the different requirements.

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2.33.2.4. Chapter 5 Section 1 [Table 1]
The words “single side ships” and “double side ships” are replaced by “single side skin construction” and“double side skin construction” respectively in the first column of the table. This does not affect theformulas or the approach.
2.33.2.5. Chapter 7 Section 3 [Table 2]
The words “bulk carriers” and “bulk carriers” are replaced by “skin construction” and “skin construction”
respectively in the second column of the table. This does not affect the formulas or the approach.
2.33.2.6. Chapter 8 Appendix 1 [2.5.1]
The words “single side bulk carriers” and “double side bulk carriers” are replaced by “holds of single sideskin construction” and “holds of double side skin construction” respectively in the requirement.

2.33.3

Impact on scantlingThis change is intended to clarify the definition of bulk carriers and does not include any scantling
requirement.
This change does not affect the scantlings or the steel weight.

2.34
2.34.1

KC 1082 – Minimum bow height
Rule Change description
The reason to change is to make the rules in line with ILLC (Resolution MSC.223(82)).

2.34.2

Applied change

2.34.2.1. Chapter 2 Section 2 [5.1.1]
The definition of draught T1 is to be replaced by the one as specified in ILLC. (Resolution MSC.223(82))

2.34.3

Impact on scantling
There is no impact on scantling.

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Appendix 1. KC666 related documents
App.1.1.

Introduction
Scantlings of deck PSM in fore and aft peaks have been compared taking actual bulk carriers in three
representative size groups as example, i.e.Handymax, Panamax and Capesize.

Table 9 –App. 1.1.1

KC 666 – Main characteristics of typical bulk carriers

Ship size

Capacity

Applied Rules

Freeboard type

Handymax

55,000 dwt

CSR

B

Panamax

80,000 dwt

Non-CSR

B-60

Capesize

180,000 dwt

CSR

B-60

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

Ps 2 3
10
10σ
5 Ps
Ash =
τ sin φ• Shear area of deck PSM

App. 1.1.2

Allowable stresses
As discussed in KC 666, allowable stresses for PSM are different between cargo area and fore and aftpeak areas and between side PSM and deck PSM. For PSM on side structure, allowable stresses are takenfrom those of ordinary stiffeners as explained in the TB document for CSR 2006 edition. This rule change
is to align the requirements for deck PSM and side PSM in line with ordinary stiffeners. In connection
with this rule change, allowable stresses are newly introduced for testing conditions which are notspecified in the cargo area.

Table 10 –KC 666 – Allowable stresses

Condition

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Intact condition

Testing condition

Current rules

New rules

Normal stress σσ ≤ 0.8RY

σ ≤ 0.9 RY

Shear stress ττ ≤ 0.4 RYτ ≤ RY3

σ ≤ 1.05RYτ ≤ 1.05 RY

3

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Fore peak area

App.1.2.

App. 1.2.1

Target deck structure in fore peak area
Typical deck transverse on fore peak tank top is selected as illustrated below in Table 11 and Figure 5.
Scantlings of deck PSM on the forecastle deck are determined by Ch.9 Sec.4 and therefore are kept
outside the scope of this study.

Table 11 –KC 666 – Fore peak arrangements for typical bulk carriers

Ship size

Capacity

Freeboard type

Arrangement1)

Handymax

55,000 dwt

BType A

Panamax

80,000 dwt

B-60

Type B

Capesize

180,000 dwt

B-60

Type B

Fcle deck
Bosun store
Upp deck

Fcle deck
Bosun store

Pillars

Pillars

Void space

Upp deck
Target
FPT

Type A

Figure 5 –App. 1.2.2

Target
FPT

Type BKC 666 – Possible fore peak arrangements

Applied loads in fore peak area
The following design loads have been considered:
1.
2.
3.

External pressure on exposed deck (4/5.2)
Tank testing pressure (4/6.4)
Hydrostatic and hydrodynamic pressures (4/5.1)
They are not relevant for deck structure.

4.

Inertial pressure of fore peak tank (4/6.2).
Inertial pressure on fore peak tank top is small compared to tank testing pressure and hence
neglected.

5.

Bow flare area pressure (4/5.4)
This is not relevant for deck structure.

6.

Lateral pressure in flooded condition (4/6.3)

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Flooded condition may be relevant for a deck facing dry compartments. This is not applicable tofore peak tank top.
7.

Design load in stores
Design load in store space is not specified except for superstructure and deck house (9/4.3). A
design load of 5 kN/m2 for unexposed decks is insignificant and hence neglected.

App. 1.2.3

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

App. 1.2.4

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

App. 1.2.4.1

Comparison of net section modulus

Table 12 –KC 666 – Fore peak, net section modulus with the current rules

Ship size

Actual net
section modulus
(cm3)
(A)

Required net section modulus(cm3)
Intact condition

Test condition

(B)

(C)

Ratio

Ratio

(A) / (B)(A) / (C)

Handymax

2,663

1,781

NA

1.50

NA

Panamax

7,077

3,919

NA

1.81

NA

Capesize

15,43911,129

NA

1.39

NA

Ratio

Ratio

(A) / (B)(A) / (C)

Table 13 –KC 666 – Fore peak, net section modulus with the proposed change

Ship size

Actual net
section modulus
(cm3)
(A)

Required net section modulus(cm3)
Intact condition

Test condition

(B)

(C)

Handymax

2,663

1,583

826

1.68

3.22

Panamax

7,077

3,483

4,790

2.03

1.48

Capesize

15,4399,892

17,1401.56

0.90*1*1 According to a beam model calculation including deck structures above and connecting pillars,
maximum normal stress of 0.76 RY and maximum shear stress of 0.49 RY are obtained which areacceptable according to the new rules.

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Common Structural Rules for Bulk CarriersApp. 1.2.4.2

Edition of July 2010

Comparison of net shear area

Table 14 –KC 666 – Fore peak, net shear area with the current rules

Ship size

Actual net shear
area (cm2)(A)

Required net shear area (cm2)
Intact condition

Test condition

(B)

(C)

Ratio

Ratio

(A) / (B)(A) / (C)

Handymax

75.1

35.6

NA

2.11

NA

Panamax

114

65.3

NA

1.75

NA

Capesize

182

122

NA

1.49

NA

Ratio

Ratio

(A) / (B)(A) / (C)

Table 15 –KC 666 – Fore peak, net shear area with the proposed change

Ship size

Actual net shear
area (cm2)(A)

Required net shear area (cm2)
Intact condition

Test condition

(B)

(C)

Handymax

75.1

24.7

14.3

3.04

5.25

Panamax

114

45.3

69.1

2.52

1.65

Capesize

182

84.7

163

2.15

1.12*1*1 According to a beam model calculation including deck structures above and connecting pillars,
maximum normal stress of 0.76 RY and maximum shear stress of 0.49 RY are obtained which areacceptable according to the new rules.
App. 1.2.4.3

Comments from the comparative study
The following comments are made from the comparative study:
1.

Actual scantlings of deck PSM in fore peak area are much above the requirements of the current rules.
This is a common observation with the three example ships.

2.

According to the new rules, required section modulus will be further reduced from the current
requirements by 11% which may give rise to a significant reduction in actual scantlings if thestructures are fully optimised according to the new rules.

3.

In case of fore peak with void space (type B arrangement), tank testing condition may be decisive fordeck PSM on fore peak tank top. This condition is missing in the current rules and therefore
comparison is not possible.

4.

Increase of allowable shear stress by 44% has no impact on actual scantlings. In all three example
ships, required minimum web thickness (9/1[4.4.1]) will satisfy the web shear area requirement.

5.

In case of the Capesize bulk carrier with a complex deck structure, a beam model calculation is
performed to confirm that the actual scantlings comply with the rules.

6.

In case of the Handymax bulk carrier, the face plate thickness of the deck PSM is thinner than the
web plate thickness. It is observed that there is no proportional requirement for PSM in general andthat the current minimum thickness requirement of Ch.9 Sec.1 [4.4.1] applies only to web plate ofPSM.

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Aft peak area

App.1.3.

App. 1.3.1

Target deck structure in aft peak area
The same three ships as fore peak area (see Table 9) are used for the study of aft peak area. A typical decktransverse on upper deck is selected as illustrated in Figure 6.

TargetSG roomUpp deck
Pillars

APT

Figure 6 –App. 1.3.2

KC 666 – used aft peak arrangements

Applied loads in aft peak area
The following design loads have been considered:App. 1.3.3

1.

External pressure on exposed deck (4/5.2)

2.

Hydrostatic and hydrodynamic pressures (4/5.1)
This is not relevant for deck structure.

3.

Lateral pressure in flooded condition (4/6.3)
This is not applicable to upper deck where flooded water head is zero.

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

App. 1.3.4

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

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Comparison of net section modulus

Table 16 –KC 666 – Aft peak, net section modulus with the current rules

Ship size

Actual net
section modulus
(cm3)
(A)

Intact condition

Test condition

(B)

(C)

Ratio

Ratio

(A) / (B)(A) / (C)

Handymax

1,142

708

NA

1.61

NA

Panamax

2,952

975

NA

3.03

NA

Capesize

3,325

2,452

NA

1.36

NA

Ratio

Ratio

(A) / (B)(A) / (C)

Table 17 –KC 666 – Aft peak, net section modulus with the proposed change

Ship size

Actual net
section modulus
(cm3)
(A)

App. 1.3.4.2

Required net section modulus(cm3)

Required net section modulus(cm3)
Intact condition

Test condition

(B)

(C)

Handymax

1,142

630

NA

1.81

NA

Panamax

2,952

867

NA

3.40

NA

Capesize

3,325

2,179

NA

1.53

NA

Ratio

Ratio

(A) / (B)(A) / (C)Comparison of net shear area

Table 18 –KC 666 – Aft peak, net shear area with the current rules

Ship size

Actual net shear
area (cm2)(A)

Required net shear area (cm2)
Intact condition

Test condition

(B)

(C)

Handymax

38.4

16.5

NA

2.33

NA

Panamax

60.0

22.7

NA

2.64

NA

Capesize

77.0

37.8

NA

2.04

NA

Ratio

Ratio

(A) / (B)(A) / (C)

Table 19 –KC 666 – Aft peak, net shear area with the proposed change

Ship size

Actual net shear
area (cm2)(A)

Required net shear area (cm2)
Intact condition

Test condition

(B)

(C)

Handymax

38.4

11.4

NA

3.37

NA

Panamax

60.0

15.7

NA

3.82

NA

Capesize

77.0

26.2

NA

2.94

NA

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Edition of July 2010

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

App.1.4.

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Conclusion
The following conclusion may be drawn from this consequence study.
1.

Actual scantlings of deck PSM in fore and aft peak areas are much above the requirements. This is acommon observation with the three example ships. Increase of hull steel weight is therefore not likely
with this rule change.

2.

According to the new rules, required section modulus will be further reduced from the current
requirement by 11% which may give rise to a significant reduction in actual scantlings if thestructures are fully optimised according to the new rules.

3.

In case of fore peak with a large void space above fore peak tank, tank testing condition may bedecisive for deck PSM on fore peak tank top.

4.

Increase of allowable shear stress by 44% from the current rules has no impact on actual scantlings
provided minimum web thickness (9/1[4.4.1]) is required for PSM.

5.

For a complex deck structure, direct calculation should be acceptable instead of the simple rule
formulae.

Technical Background of Rule Change Notice 1 July 2010 edition

Common Structural Rules for Bulk Carriers

Edition of July 2010

Appendix 2. KC 328 related documents
Table 20 –KC 328 - net thickness of web stiffeners and brackets on double bottom floor

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

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Edition of July 2010

Table 21 –KC 238 net thickness of web stiffeners and brackets on double bottom girder

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

Technical Background of Rule Change Notice 1 July 2010 edition

Common Structural Rules for Bulk Carriers

Edition of July 2010

Table 22 –KC 328 – net thickness of web stiffeners and brackets on PSM in bilge hopper tanks

Figure 9-

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

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Edition of July 2010

Table 23 –KC 328 – net thickness of web stiffeners and brackets on PSM in topside tanks

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

Technical Background of Rule Change Notice 1 July 2010 edition

Common Structural Rules for Bulk Carriers

Edition of July 2010

Appendix 3. KC 798 Related documents
The following documents are the different versions of the SOLAS regulations affecting the bulkead
arrangement and reflected therefore in the CSR BC. The relevant parts of these texts for KC 798 arehighlighted.

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Common Structural Rules for Bulk Carriers

App.3.1.

Edition of July 2010

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

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App.3.2.

Edition of July 2010

SOLAS Chapter II-1 – Part B – Regulation 11
The initial SOLAS regulation about subdivision arrangement which should have served as a basis for the
CSR Chapter 2 Section 1 [3.1.1] is as follow.
Chapter II-1 - Construction - Structure, subdivision and stability, machinery and electrical installations
Part B - Subdivision and stability
Regulation 11 - Peak and machinery space bulkheads and stern tubes in cargo ships. (Paragraphs 8 and 9 of this regulation apply to ships constructed on or after 1 February 1992)1.

For the purpose of this regulation freeboard deck, length of ship and forward perpendicular have the meanings
as defined in the International Convention on Load Lines in force.

2. A collision bulkhead shall be fitted which shall be watertight up to the freeboard deck. This bulkhead shall belocated at a distance from the forward perpendicular of not less than 5 % of the length of the ship or 10 m,
whichever is the less, and, except as may be permitted by the Administration, not more than 8% of the length of
the ship.
3. Where any part of the ship below the waterline extends forward of the forward perpendicular, e.g. a bulbous
bow, the distances stipulated in paragraph 2 shall be measured from a point either:.1. at the mid-length of such extension; or.2. at a distance 1.5% of the length of the ship forward of the forward perpendicular; or.3. at a distance 3 m forward of the forward perpendicular;
whichever gives the smallest measurement.
4. The bulkhead may have steps or recesses provided they are within the limits prescribed in paragraph 2 or 3.
Pipes piercing the collision bulkhead shall be fitted with suitable valves operable from above the freeboard deckand the valve chest shall be secured at the bulkhead inside the forepeak. The valves may be fitted on the afterside of the collision bulkhead provided that the valves are readily accessible under all service conditions and thespace in which they are located is not a cargo space. All valves shall be of steel, bronze or other approved
ductile material. Valves of ordinary cast iron or similar material are not acceptable. No door, manhole,
ventilation duct or any other opening shall be fitted in this bulkhead.
5. Where a long forward superstructure is fitted the collision bulkhead shall be extended weathertight to the decknext above the freeboard deck. The extension need not be fitted directly above the bulkhead below provided it
is located within the limits prescribed in paragraph 2 or 3 with the exemption permitted by paragraph 6 and thepart of the deck which forms the step is made effectively weathertight.
6. Where bow doors are fitted and a sloping loading ramp forms part of the extension of the collision bulkhead
above the freeboard deck the part of the ramp which is more than 2.3 m above the freeboard deck may extend
forward of the limit specified in paragraph 2 or 3 . The ramp shall be weathertight over its complete length.
7. The number of openings in the extension of the collision bulkhead above the freeboard deck shall be restricted
to the minimum compatible with the design and normal operation of the ship. All such openings shall becapable of being closed weathertight.
8. Bulkheads shall be fitted separating the machinery space from cargo and passenger spaces forward and aft andmade watertight up to the freeboard deck.
9. Stern tubes shall be enclosed in a watertight space (or spaces) of moderate volume. Other measures tominimize the danger of water penetrating into the ship in case of damage to stern tube arrangements may betaken at the discretion of the Administration.

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App.3.3.

Edition of July 2010

SOLAS Chapter II-1 – Part B-2 – Regulation 12
The current SOLAS regulation about subdivision arrangement which is to be considered from now on in
the CSR Chapter 2 Section 1 [3.1.1] is as follow.
Chapter II-1 - Construction - Structure, subdivision and stability, machinery and electrical installations
Part B-2 - Subdivision, Watertight and Weathertight Integrity
Regulation 12 - Peak and machinery space bulkheads, shaft tunnels, etc.
1. A collision bulkhead shall be fitted which shall be watertight up to the bulkhead deck. This bulkhead shall belocated at a distance from the forward perpendicular of not less than 0.05L or 10 m, whichever is the less, and,except as may be permitted by the Administration, not more than 0.08L or 0.05L + 3 m, whichever is thegreater.
2. Where any part of the ship below the waterline extends forward of the forward perpendicular, e.g., a bulbous
bow, the distances stipulated in paragraph 1 shall be measured from a point either:.1. at the mid-length of such extension;.2. at a distance 0.015L forward of the forward perpendicular; or.3. at a distance 3 m forward of the forward perpendicular,
whichhever gives the smallest measurement.
3. The bulkhead may have steps or recesses provided they are within the limits prescribed in paragraph 1 or 2.
4. No doors, manholes, access openings, ventilation ducts or any other openings shall be fitted in the collisionbulkhead below the bulkhead deck.
5.1. Except as provided in paragraph 5.2, the collision bulkhead may be pierced below the bulkhead deck by not
more than one pipe for dealing with fluid in the forepeak tank, provided that the pipe is fitted with a screwdown valve capable of being operated from above the bulkhead deck, the valve chest being secured inside theforepeak to the collision bulkhead. The Administration may, however, authorize the fitting of this valve on theafter side of the collision bulkhead provided that the valve is readily accessible under all service conditions andthe space in which it is located is not a cargo space. All valves shall be of steel, bronze or other approved ductile
material. Valves of ordinary cast iron or similar material are not acceptable.
5.2. If the forepeak is divided to hold two different kinds of liquids the Administration may allow the collisionbulkhead to be pierced below the bulkhead deck by two pipes, each of which is fitted as required by paragraph5.1, provided the Administration is satisfied that there is no practical alternative to the fitting of such a second
pipe and that, having regard to the additional subdivision provided in the forepeak, the safety of the ship ismaintained.
6. Where a long forward superstructure is fitted the collision bulkhead shall be extended weathertight to the decknext above the bulkhead deck. The extension need not be fitted directly above the bulkhead below provided it
is located within the limits prescribed in paragraph 1 or 2 with the exception permitted by paragraph 7 and thatthe part of the deck which forms the step is made effectively weathertight. The extension shall be so arranged
as to preclude the possibility of the bow door causing damage to it in the case of damage to, or detachment of,a bow door.
7. Where bow doors are fitted and a sloping loading ramp forms part of the extension of the collision bulkhead
above the bulkhead deck the ramp shall be weathertight over its complete length. In cargo ships the part of theramp which is more than 2.3 m above the bulkhead deck may extend forward of the limit specified in paragraph
1 or 2. Ramps not meeting the above requirements shall be disregarded as an extension of the collisionbulkhead.
8. The number of openings in the extension of the collision bulkhead above the freeboard deck shall be restricted
to the minimum compatible with the design and normal operation of the ship. All such openings shall becapable of being closed weathertight.
9. Bulkheads shall be fitted separating the machinery space from cargo and accommodation spaces forward andaft and made watertight up to the bulkhead deck. In passenger ships an afterpeak bulkhead shall also be fitted
and made watertight up to the bulkhead deck. The afterpeak bulkhead may, however, be stepped below thebulkhead deck, provided the degree of safety of the ship as regards subdivision is not thereby diminished.
10. In all cases stern tubes shall be enclosed in watertight spaces of moderate volume. In passenger ships the sterngland shall be situated in a watertight shaft tunnel or other watertight space separate from the stern tube
compartment and of such volume that, if flooded by leakage through the stern gland, the bulkhead deck will not
be immersed. In cargo ships other measures to minimize the danger of water penetrating into the ship in caseof damage to stern tube arrangements may be taken at the discretion of the Administration.

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Edition of July 2010

Appendix 4. KC 966 related document
The following attachment is the IACS guideline as provided in KC 966 in the knowledge centre database.
The relevant parts of these texts for KC 966 are highlighted.

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Edition of July 2010

IACS Guideline for Procedures of Testing Tanks and Tight
Boundaries

App.4.1.

IACS Guideline for Procedures of Testing Tanks and Tight Boundaries

1.

General

These test procedures are to ensure the weathertightness of structures/shipboard outfitting, thewatertightness of tanks and watertight boundaries and structural adequacy of tanks.
Tightness of all tanks and tight boundaries of the ships at the new construction and, when major
conversions or repairs* have been made, those relevant to the major conversions/repairs should be
confirmed by these test procedures prior to delivery of the ship.
*

2.

Major repair means a repair affecting structural integrity.

Application

2.1

All gravity tanks** and other boundaries required to be watertight or weathertight should be tested
in accordance with this Guideline and proven tight and structurally adequate as follows:• Gravity Tanks for their tightness and structural adequacy• Watertight Boundaries Other Than Tank Boundaries for their watertightness, and - Weathertight
Boundaries for their weathertightness**

Gravity tank means a tank having a design working pressure not greater than 70 kPa at the top of
the tank.

2.2
The testing of cargo containment systems of liquefied gas carriers should be in accordance withstandards deemed appropriate by the Administration.
2.3

Testing of structures not listed in Table 1 or 2 should be specially considered.

3.

Types of Tests and Definition of Test

3.1

The following two types of test are specified in this requirement:

Structural Test: A test to verify the structural adequacy of the construction of the tanks. This may be ahydrostatic test or, where the situation warrants, a hydropneumatic test.
Leak Test:

3.2

A test to verify the tightness of the boundary. Unless a specific test is indicated, thismay be a hydrostatic/hydropneumatic test or air test. Leak test with remark *3 in Table
1 includes hose test as an acceptable medium of the test.

Definition of each type of test is as follows:

Hydrostatic Test:

A test by filling the space with a liquid to specified head.

(Leak and Structural)
Hydropneumatic Test:(Leak and Structural)

A test wherein space is partially filled with liquid and air pressure applied on
top of the liquid surface.

Hose Test:

A test to verify the tightness of the joint by a jet of water.

(Leak)
Air Tests:(Leak)

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A test to verify the tightness by means of air pressure differential and leakdetection solution. It includes tank air test and joint air test, such ascompressed air test and vacuum box test.

Technical Background of Rule Change Notice 1 July 2010 edition

Common Structural Rules for Bulk Carriers

Compressed Air Fillet
Weld Test:

Edition of July 2010

An air test of fillet welded tee joint and leak indicating solution applied on thefillet welds.

(Leak)
Vacuum Box Test:(Leak)

A box over a joint with leak indicating solution appliedon the fillet or butt
welds. Vacuum is created inside the box to detect any leaks.

Ultrasonic Test:

A test to verify the tightness of a sealing by means of ultrasonic.

(Leak)
Penetration Test:

A test to verify that no continuous leakages exist in the boundaries of acompartment by means of low surface tension liquids.

(Leak)

4.

Test Procedures

4.1

GeneralTests should be carried out in the presence of the Surveyor at a stage sufficiently close to the completionof the work with all hatches, doors, windows, etc. installed and all penetrations including pipe
connections fitted, and before any ceiling and cement work is applied over the joints. Specific test
requirements are given in 4.4 and Table 1. For the timing of application of coating and provision of safe
access to joints, see 4.5, 4.6 and Table 3.

4.2

Structural Test Procedures

4.2.1

Type and Time of Test

Where a structural test is specified in Table 1 or Table 2, a hydrostatic test in accordance with 4.4.1 will
be acceptable. Where practical limitations (strength of building berth, light density of liquid, etc.) preventthe performance of a hydrostatic test, a hydropneumatic test in accordance with 4.4.2 may be accepted as
an equivalent method.
Provided the results of a leak test are confirmed satisfactory, a hydrostatic test for confirmation of
structural adequacy may be carried out while the vessel is afloat.

4.2.2

Number of Structural Test
(1)

Structural test should be carried out for at least one tank of same construction (i.e., same
design and same workmanship) on each vessel provided all subsequent tanks are tested
for leaks by an air test.
However, where structural adequacy of a tank was verified by structural testing requiredin Table 1, the subsequent vessels in the series (i.e., sister ships built in the same
shipyard) may be exempted from such testing for other tanks which have the structuralsimilarity to the tested tank, provided that the water-tightness in all boundaries of
exempted tanks are verified by leak tests and thorough inspection should be carried out.
For sister ships built several years after the last ship of the series, such exemption may
be reconsidered. In any case, structural testing should be carried out for at least one tankfor each vessel in order to assure structural fabrication adequacy.

(2)

For watertight boundaries of spaces other than tanks (excluding chain lockers),
structural testing may be exempted, provided that the water-tightness in all boundaries
of exempted spaces are verified by leak tests and thorough inspection should be carried
out.

(3)

These subsequent tanks may require structural test if found necessary after the structural
testing of the first tank.

(4)

Tanks for structural test should be selected so that all representative structural members
are tested for the expected tension and compression.

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4.3

Edition of July 2010

Leak Test Procedures

For leak test specified in Table 1, tank air test, compressed air fillet weld test, vacuum box test inaccordance with 4.4.3 through 4.4.6, or their combination will be acceptable.
Hydrostatic or hydropneumatic test may also be accepted as leak test provided 4.5 and 4.6 are compliedwith. Hose test will also be acceptable for the locations as specified in Table 1 with the foot note *3.
Joint air test may be carried out in the block stage provided all work of the block that may affect thetightness of the joint is completed before the test. See also 4.5.1 for the application of final coating and
4.6 for safe access to joint and their summary in Table 3.

4.4

Details of Tests

4.4.1

Hydrostatic Test

Unless other liquid is approved, hydrostatic test is to consist of filling the space by fresh water or sea
water, whichever is appropriate for testing of the space, to the level specified in Table 1 or Table 2.
In case a tank for cargoes with higher density is to be tested with fresh water or sea water, the testingpressure height should be specially considered.

4.4.2

Hydropneumatic Test

Hydropneumatic test where approved should be such that the test condition in conjunction with theapproved liquid level and air pressure will simulate the actual loading as far as practicable. The
requirements and recommendations for tank air tests in 4.4.4 will also apply to hydropneumatic test.

4.4.3

Hose Test

Hose test should be carried out with the pressure in the hose nozzle maintained at least at 2·105 Pa during
the test. The nozzle should have a minimum inside diameter of 12 mm and be at a distance to the joint notexceeding 1.5meters.
Where hose test is not practical because of possible damage to machinery, electrical equipment insulationor outfitting items, it may be replaced by a careful visual examination of welded connections, supported
where necessary by means such as a dye penetrant test or ultrasonic leak test or an equivalent.

4.4.4

Tank Air Test

All boundary welds, erection joints and penetrations including pipe connections should be examined inaccordance with the approved procedure and under a pressure differential above atmosphere pressure notless than 0.15·105 Pa with a leak indication solution applied.
It is recommended that the air pressure in the tank be raised to and maintained at about 0.20·105 Pa for
approximately one hour, with a minimum number of personnel around the tank, before lowered to the test
pressure of 0.15·105 Pa.
A U-tube with a height sufficient to hold a head of water corresponding to the required test pressure
should be arranged. The cross sectional area of the U-tube should be not less than that of the pipe
supplying air to the tank. In addition to U-tube, a master gauge or other approved means to verify thepressure should be approved.

4.4.5

Compressed Air Fillet Weld Test

In this air test, compressed air is injected from one end of fillet welded joint and the pressure verified at
the other end of joint by a pressure gauge on the opposite side. Pressure gauges should be arranged so thatan air pressure of at least 0.15·105 Pa can be verified at each end of all passages within the portion being
tested.
Note: Where the leak test is required in way of the fabrication applying the partial penetration weld,
compressed air test is also applied in the same manner for fillet weld where the root face issufficiently large, i.e., 6 – 8 mm.

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4.4.6

Edition of July 2010

Vacuum Box Test

A box (vacuum tester) with air connections, gauges and inspection window is placed over the joint withleak indicator applied. The air within the box is removed by an ejector to create a vacuum of 0.20·105 –0.26·105 Pa inside the box.

4.4.7

Ultrasonic Test

An arrangement of an ultrasonic echoes sender inside of a compartment and a receiver outside. A location
where the sound is detectable by the receiver displays a leakage in the sealing of the compartment.

4.4.8

Penetration Test

A test of butt welds by using of a low surface tension liquid at one side of a compartment boundary. If noliquid were detected on the opposite sides of the boundaries after expiration of a definite time this means
the verification of tightness of the compartments boundaries.

4.4.9

Other Test

Other methods of testing may be considered by each society upon submission of full particulars prior tocommencement of the testing.

4.5

Application of Coating

4.5.1

Final Coating

For butt joints by automatic process, final coating may be applied anytime before completion of leak testof the space bounded by the joint.
For all other joints, final coating should be applied after the completion of leak test of the joint. See also
Table 3.
The Surveyor reserves a right to require leak test prior to the application of final coating over automatic
erection butt welds.

4.5.2

Temporary Coating

Any temporary coating which may conceal defects or leaks should be applied at a time as specified forfinal coating. This requirement does not apply to shop primer.

4.6 Safe Access to Joints
For leak tests, a safe access to all joints under examination should be provided. See also Table 3.

Table 1
Test Requirements for Tanks and Boundaries

Tank or boundaryto betestedTest type

Test head or pressure

1

Double bottom tanks*4

Leak &Structural*1

The greater of- top of the overflow,- to 2.4m above top of tank *2, or- to bulkhead deck2

Double bottom voids*5

Leak

See 4.4.4 through 4.4.6, asapplicable3

Double side tanks

Leak & Structural*1

The greater of- top of the overflow,

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Remarks

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Tank or boundaryto betestedEdition of July 2010

Test type

Test head or pressure

Remarks- to 2.4m above top of tank *2, or- to bulkhead deck

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4

Double side voids

Leak

See 4.4.4 through 4.4.6, as
Applicable

5

Deep tanks other thanthose listed elsewhere inthis table

Leak & Structural*1

The greater of- top of the overflow, or- to 2.4m above top of tank *2

6

Cargo oil tanks

Leak & Structural*1

The greater of- top of the overflow,- to 2.4m above top of tank *2, or- to top of tank *2 plus setting ofany pressure relief valve

7

Ballast hold of bulk
carriers

Leak & Structural*1

The greater of- top of the overflow, or- top of cargo hatch coaming

8

Peak tanks

Leak & Structural*1

The greater of- top of the overflow, or- to 2.4m above top of tank *2

9a. Fore peak voids

Leak

See 4.4.4 through 4.4.6, asapplicableb. Aft peak voids

Leak

See 4.4.4 through 4.4.6, asapplicable

10

Cofferdams

Leak

See 4.4.4 through 4.6, asapplicable

11

a. Watertight bulkheads

Leak

See 4.4.3 through 4.4.6, asapplicableb. Superstructure end
bulkheadLeak

See 4.4.3 through 4.4.6, asapplicable

12

Watertight doors below
freeboard or bulkheaddeck

Leak *6

See 4.4.3 through 4.4.6, asapplicable13

Double plate rudder blade

Leak

See 4.4.4 through 4.4.6, asapplicable

14

Shaft tunnel clear of deep
tanks

Leak *3

See 4.4.3 through 4.4.6, asapplicable

15

Shell doors

Leak *3

See 4.4.3 through 4.4.6, asapplicable

16

Weathertight hatch covers
and closing appliances

Leak *3

See 4.4.3 through 4.4.6, asapplicable

Hatch covers
closed bytarpaulins andbattens excluded

17

Dual purpose tank/dry
cargo hatch cover

Leak *3

See 4.4.3 through 4.4.6, asapplicable

In addition to
structural test in
item 6 or 7

18

Chain locker

Leak & Structural

Top of chain pipe

19

Independent tanks

Leak & Structural*1

The greater of- top of the overflow, or- to 0.9m above top of tank

20

Ballast ducts

Leak & Structural*1

The greater of- ballast pump maximum
pressure, or- setting of any pressure relief
valve

After peak to betested after
installation ofstern tube

After peak to betested after
installation ofstern tube

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Common Structural Rules for Bulk Carriers

Note:Edition of July 2010

*1

Structural test is to be carried out for at least one tank of same construction (i.e., same design andsame workmanship) on each vessel provided all subsequent tanks are tested for leaks by an air test.
However, where structural adequacy of a tank was verified by structural testing, the subsequent
vessels in the series (i.e., sister ships built in the same shipyard) may be exempted from suchtesting for other tanks which have the structural similarity to the tested tank, provided that thewater-tightness in all boundaries of exempted tanks are verified by leak tests and thoroughinspection are to be carried out. In any case, structural testing is to be carried out for at least one
tank for each vessel in order to assure structural fabrication adequacy. (See 4.2.2(1))*2

Top of tank is deck forming the top of the tank excluding any hatchways.

*3

Hose Test may also be considered as a medium of the test. See 3.2.

*4

Including tanks arranged in accordance with the provisions of SOLAS regulation II-1/9.4*5

Including duct keels and dry compartments arranged in accordance with the provisions of SOLAS
regulation II-1/9.4*6

Where water tightness of watertight door has not confirmed by prototype test, testing by filling
watertight spaces with water is to be carried out. See SOLAS regulation II-1/16.2 andMSC/Circ.1176.

Table 2
Additional Test Requirements for Special Service Ships/Tanks
Type ofShip/Tank
Liquefied gas
carrier12

Edible liquid
tanks

3

Chemicalcarrier

Structures to betestedCargo containment
systems (Seeremarks)
Independent tanks

Type of Test

Test Head or Pressure

Remarks

See 4.4.1

See 4.4.1

Leak &
Structural

Integral or
independent cargotanks

Leak &
Structural

The greater of - top of theoverflow, or - to 0.9m
above top of tank *1
The greater of - to 2.4m
above top of tank *1, or - totop of tank *1 plus settingof any pressure relief valve

See also Table 1
for other tanks
and boundaries

Note:
*1

Top of tank is deck forming the top of the tank excluding any hatchways.

Table 3
Application of Leak Test, Coating and Provision of Safe Access For Type of Welded
JointsType of Welded Joints

Leak Test

BeforeLeak Test

Coating *1
After Leak Test
& before
Structural Test

Safe Access *2
Leak Test
Structural Test

Butt

Automatic

Not required

Allowed

N/A

Not
requiredNot
required

Required

Not allowed

AllowedRequired

FilletManual or
Semi-automatic
Boundary
includingpenetrations

Required

Not allowed

AllowedRequiredNot
requiredNot
required

Note:

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*1

Coating refers to internal (tank/hold coating), where applied, and external (shell/deck) painting. It
does not refer to shop primer.

*2

Temporary means of access for verification of the leak test

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Appendix 5. KC 1009 related documents
The following documents are IMO and IACS definitions and recommendations regarding the definitionsof bulk carriers. The relevant parts of these texts for KC 1009 are highlighted.

App.5.1.

SOLAS Chapter IX – Regulation 1
The first definition of a bulk carrier is given in the following SOLAS regulation.
SOLAS - International Convention for the Safety of Life at Sea
Chapter IX - Management for the safe operation of ships
Regulation 1 - Definitions. For the purpose of this chapter, unless expressly provided otherwise:
1. International Safety Management (ISM) Code means the International Management Code for the Safe
Operation of Ships and for Pollution Prevention adopted by the Organization by resolution A.741(18), as may beamended by the Organization, provided that such amendments are adopted, brought into force and take effectin accordance with the provisions of article VIII of the present Convention concerning the amendment
procedures applicable to the annex other than chapter I.
2. Company means the owner of the ship or any other organization or person such as the manager, or the
bareboat charterer, who has assumed the responsibility for operation of the ship from the owner of the ship
and who on assuming such responsibility has agreed to take over all the duties and responsibilities imposed by
the International Safety Management Code.
3. Oil tanker means an oil tanker as defined in regulation II-1/2.22.
4. Chemical tanker means a chemical tanker as defined in regulation VII/8.2.
5. Gas carrier means a gas carrier as defined in regulation VII/11.2.
6. Bulk carrier means a ship which is constructed generally with single deck, top-side tanks and hopper side tanks
in cargo spaces, and is intended primarily to carry dry cargo in bulk, and includes such types as ore carriers andcombination carriers.
(

Refer to resolution MSC.79(70) relating to interpretation of provisions of SOLAS chapter XII on additional safety measures forbulk carriers.)

7. Mobile offshore drilling unit (MODU) means a vessel capable of engaging in drilling operations for the
exploration for or exploitation of resources beneath the sea-bed such as liquid or gaseous hydrocarbons,sulphur or salt.
8. High-speed craft means a craft as defined in regulation X/1.

App.5.2.

SOLAS Chapter XII – Regulation 1
The second definition of a bulk carrier is given in the following SOLAS regulation
SOLAS - International Convention for the Safety of Life at Sea
Chapter XII - Additional safety measures for bulk carriers
Regulation 1 - Definitions. For the purpose of this chapter:1.

Bulk carrier means a ship which is intended primarily to carry dry cargo in bulk, including such types as ore
carriers and combination carriers.
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For ships constructed before 1 July 2006, resolution 6, Interpretation of the definition of bulk carrier, as given in chapter IX
of SOLAS 1974, as amended in 1994, adopted by the 1997 SOLAS Conference.
The Interpretation of the provisions of SOLAS chapter XII on Additional safety measures for bulk carriers, adopted by the
Maritime Safety Committee of the Organization by resolution MSC.79(70).
The application provisions of Annex 1 to the Interpretation of the provisions of SOLAS chapter XII on Additional safetymeasures for bulk carriers, adopted by the Maritime Safety Committee of the Organization by resolution MSC.89(71).

2.

Bulk carrier of single-side skin construction means a bulk carrier as defined in paragraph 1, in which:.1. any part of a cargo hold is bounded by the side shell; or.2. where one or more cargo holds are bounded by a double-side skin, the width of which is less than 760 mm
in bulk carriers constructed before 1 January 2000 and less than 1,000 mm in bulk carriers constructed on orafter 1 January 2000 but before 1 July 2006, the distance being measured perpendicular to the side shell.
Such ships include combination carriers in which any part of a cargo hold is bounded by the side shell.

3.

Bulk carrier of double-side skin construction means a bulk carrier as defined in paragraph 1, in which all cargoholds are bounded by a double-side skin, other than as defined in paragraph 2.2.

4.

Double-side skin means a configuration where each ship side is constructed by the side shell and alongitudinal bulkhead connecting the double bottom and the deck. Hopper side tanks and top-side tanks may,where fitted, be integral parts of the double-side skin configuration.

5.

Length of a bulk carrier means the length as defined in the International Convention on Load Lines in force.

6.

Solid bulk cargo means any material, other than liquid or gas, consisting of a combination of particles,
granules or any larger pieces of material, generally uniform in composition, which is loaded directly into thecargo spaces of a ship without any intermediate form of containment.

7.

Bulk carrier bulkhead and double bottom strength standards means "Standards for the evaluation ofscantlings of the transverse watertight vertically corrugated bulkhead between the two foremost cargo holds
and for the evaluation of allowable hold loading of the foremost cargo hold" adopted by resolution 4 of theConference of Contracting Governments to the International Convention for the Safety of Life at Sea, 1974 on
27 November 1997, as may be amended by the Organization, provided that such amendments are adopted,
brought into force and take effect in accordance with the provisions of article VIII of the present Convention
concerning the amendment procedures applicable to the Annex other than chapter I.

8.

Bulk carriers constructed means bulk carriers the keels of which are laid or which are at a similar stage of
construction.

9.

A similar stage of construction means the stage at which:.1. construction identifiable with a specific ship begins; and.2. assembly of that ship has commenced comprising at least 50 tonnes or one per cent of the estimated massof all structural material, whichever is less.

10.

App.5.3.

Breadth (B) of a bulk carrier means the breadth as defined in the International Convention on Load Lines inforce.

Resolution MSC.79(70)Resolution MSC.79(70)Interpretation of the Provisions of SOLAS Chapter XII on Additional Safety Measures for Bulk Carriers - (adopted
on 11 December 1998)

The Maritime Safety Committee. RECALLING Article 28(b) of the Convention on the International Maritime Organization concerning the functionsof the Committee,. NOTING that the 1997 SOLAS Conference adopted new chapter XII of the International Convention for the Safetyof Life at Sea (SOLAS), 1974 concerning additional safety measures for bulk carriers,. NOTING FURTHER that SOLAS chapter XII is expected to enter into force on 1 July 1999,. DESIRING to ensure that all Contracting Governments to the 1974 SOLAS Convention implement SOLAS chapter
XII in a consistent and uniform manner,

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. RECOGNIZING, therefore, the need to establish, for that purpose, guidance on applications of, and theinterpretation to, the relevant provisions of that chapter,. RESPONDING to the requests of the 1997 SOLAS Conference, as recorded in Conference resolutions 6 and 8
thereof,1..

URGES Governments concerned to:.1. ensure that bulk carriers to which SOLAS chapter XII applies are clearly identified as such, either on the
Safety Management Certificate issued under the provisions of SOLAS chapter IX, or in the booklet required
under the provisions of SOLAS regulation XII/8;.2. further ensure that where the identification of "bulk carrier" on the Safety Management Certificate issued
under the provisions of SOLAS chapter IX is in question, the interpretation of "bulk carrier" contained inresolution 6 of the 1997 SOLAS Conference be accepted for the issuance and verification of compliancewith chapter IX;.3. ensure that ships to which SOLAS regulation XII/4.2 applies are not permitted to be subject to theprovisions of SOLAS regulation XII/9 by means of modifications that would render non watertight one ormore watertight transverse bulkheads; and.4. interpret the provisions of SOLAS regulation XII/10.2 as follows:“For bulk carriers of 150 m in length and upwards of single side skin construction constructed before 1 July
1999, any cargo carried on or after the implementation date specified in regulation 3 and declared to have3
a density within the range of 1250 to 1780 kg/m shall have its density verified by an accredited testingorganization, unless such bulk carriers comply with all the relevant requirements of this chapter applicable3
to be carriage of solid bulk cargoes having a density of 1780 kg/m and above."; and2..

App.5.4.

INVITES Governments concerned to bring the contents of this resolution to the attention of all parties
concerned.

SOLAS/CONF.4 – Resolution 6
SOLAS/CONF.4
Resolutions of the Conference of Contracting Governments to the International Convention for the Safety of Lifeat Sea, 1974 - (November 1997)
Resolution 6 - Interpretation of the definition of “bulk carrier”, as given in chapter IX of SOLAS 1974, as amended
in 1994 - (Adopted on 27 November 1997) - The Conference,

The Conference,. HAVING ADOPTED amendments to the International Convention for the Safety of Life at Sea (SOLAS), 1974, as
amended, concerning the safety of bulk carriers.
. NOTING that SOLAS chapter IX will enter into force on 1 July 1998,. NOTING ALSO that bulk carriers will have to comply with the requirements of SOLAS chapter IX by 1 July 1998,. NOTING FURTHER that the expected entry into force of the new SOLAS chapter XII on 1 July 1999 will make newrequirements mandatory for bulk carriers,. RECOGNIZING that a number of SOLAS Contracting Governments have identified certain ambiguities in thedefinition of the term "bulk carrier", as given in SOLAS regulation IX/1.6, causing diverging interpretations of thisterm,
. RECOGNIZING FURTHER the need to establish, for the purpose of the application of the new SOLAS chapter XII,
guidance to Contracting Governments and to the industry as to which ships are subject to the new requirements,. BEING AWARE of the urgent need to establish, for the purpose of the application of SOLAS chapter IX on 1 July
1998, a clear guidance to Contracting Governments and to the industry as to which specific ships are subject tothe requirements of the International Safety Management (ISM) Code,. DESIRING to ensure that all Contracting Governments should implement the ISM Code and the new SOLAS
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Convention, in a consistent, systematic and harmonized manner, with a view of facilitating international seaborne
trade,. CONSCIOUS of the fact that SOLAS chapter IX should be applied taking into account Conference resolution 9, assoon as possible,
1.. URGES SOLAS Contracting Governments to interpret the definition of the term "bulk carrier", given in regulation
IX/1.6, for the purpose of the application of SOLAS regulation IX/2.1.2 and chapter XII to mean:• ships constructed with single deck, top-side tanks and hopper side tanks in cargo spaces and intended primarily
to carry dry cargo in bulk; or• ore carriers 1; or• combination carriers 2;
2.. INVITES the Maritime Safety Committee of the International Maritime Organization to consider, as soon as
possible:(a). actions necessary to remove the ambiguity which exists in the definition of the term "bulk carrier" as given in
SOLAS regulation IX/1.6; and(b). any other appropriate action which will facilitate the easy identification of the type of ship by SOLAS Contracting
Governments when exercising their rights of control under the provisions of that Convention.

App.5.5.

UR Z10.2- Rev. 27 (March 2009)
The following excerpt gives the definitions of bulk carriers as per IACS UR Z10.2 - Hull Surveys of Bulk
Carriers:
1.2 Definitions
1.2.1 Bulk Carrier
A Bulk Carrier is a ship which is constructed generally with single deck, topside tanks and hopper side tanks in cargospaces, and is intended primarily to carry dry cargo in bulk.
3
Combination carriers are included .

1.2.2 Double Skin Bulk Carrier
A Double Skin Bulk Carrier is a ship which is constructed generally with single deck, topside tanks and hopper sidetanks in cargo spaces, and is intended primarily to carry dry cargo in bulk, including such types as ore carriers and4
combination carriers , in which all cargo holds are bounded by a double-side skin (regardless of the width of thewing space).

1

Ore carrier means a sea-going single-deck ship having two longitudinal bulkheads and a double bottom
throughout the cargo region and intended for the carriage of ore cargoes in the centre holds only
2
3
4

Combination carrier has the same meaning as in SOLAS regulation II-2/3.27.

For single skin combination carriers additional requirements are specified in UR Z10.1.

For combination carriers with longitudinal bulkheads additional requirements are specified in
UR Z10.1 or UR Z10.4, as applicable.

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App.5.6.

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

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Appendix 6. KC 1082 related documents
App.6.1.

SOLAS Chapter IX – Regulation 1
MSC 82/24/Add.1
ANNEX 9RESOLUTION MSC.223(82)(adopted on 8 December 2006)
ADOPTION OF AMENDMENTS TO THE PROTOCOL OF 1988 RELATING TOTHE
INTERNATIONAL CONVENTION ON LOAD LINES, 1966, AS AMENDEDTHE MARITIMESAFETY COMMITTEE,RECALLING Article 28(b) of the Convention on the International Maritime Organization
concerning the functions of the Committee,
RECALLING FURTHER article VI of the Protocol of 1988 relating to the International
Convention on Load Lines, 1966 (hereinafter referred to as the “1988 Load Lines Protocol”) concerning
amendment procedures,
HAVING CONSIDERED, at its eighty-second session, amendments to the 1988 Load Lines
Protocol proposed and circulated in accordance with paragraph 2(a) of article VI thereof,
1.
ADOPTS, in accordance with paragraph 2(d) of article VI of the 1988 Load Lines Protocol,
amendments to the 1988 Load Lines Protocol, the text of which is set out in the Annex to the present
resolution;
2.
DETERMINES, in accordance with paragraph 2(f)(ii)(bb) of article VI of the 1988 Load Lines
Protocol, that the said amendments shall be deemed to have been accepted on 1 January 2008, unless,prior to that date, more than one third of the Parties to the 1988 Load Lines Protocol or Parties the
combined merchant fleets of which constitute not less than 50% of the gross tonnage of the world’s
merchant fleet, have notified their objections to the amendments;
3.
INVITES the Parties concerned to note that, in accordance with paragraph 2(g)(ii) of article VIof the 1988 Load Lines Protocol, the amendments shall enter into force on 1 July 2008 upon theiracceptance in accordance with paragraph 2 above;
4.
REQUESTS the Secretary-General, in conformity with paragraph 2(e) of article VI of the 1988
Load Lines Protocol, to transmit certified copies of the present resolution and the text of the amendments
contained in the Annex to all Parties to the 1988 Load Lines Protocol;
5.
FURTHER REQUESTS the Secretary-General to transmit copies of this resolution and its
Annex to Members of the Organization, which are not Parties to the 1988 Load Lines Protocol.
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MSC 82/24/Add.1
ANNEX 9Page 2ANNEX
AMENDMENTS TO THE PROTOCOL OF 1988 RELATING TO THE
INTERNATIONAL CONVENTION ON LOAD LINES, 1966, AS AMENDED
ANNEX BANNEXES TO THE CONVENTION AS MODIFIED BY THE PROTOCOL OF 1988
RELATING THERETOANNEX IREGULATIONS FOR DETERMINING LOAD LINES
CHAPTER II
CONDITIONS OF ASSIGNMENT OF FREEBOARD
Regulation 22 – Scuppers, inlets and discharges
1

In paragraph (4) of the regulation, the reference to “(2)” is replaced by reference to “(1)”.
CHAPTER III
FREEBOARDS

Regulation 39 – Minimum bow height and reserve buoyancy
2
In paragraph (1) of the regulation, the words “dl is the draught at 85% of the depth D, in metres;”are replaced by the words “dl is the draught at 85% of the least moulded depth, in metres;”.
***
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