abs csr bulkcarriers

8/17/2019 ABS CSR BulkCarriers

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Common Structural Rules for Bulk Carriers

Status and Guidance


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ABS CSR FOR BULK CARRIERS ADVISORY • 1

CSR for Bulk Carriers Advisory

Introduction ......................................................................................................................................2

Definition of Bulk Carriers ................................................................................................................3

CSR-BC Class Notations ....................................................................................................................3

Design Loading Conditions ...............................................................................................................6

Basic Design Parameters ....................................................................................................................7

Loading Instrument ...........................................................................................................................8

Multiple Port Conditions and Block Loading Conditions ...................................................................9

Ballast Holds and Adjacent Ballast Tanks in Heavy Ballast Conditions .............................................11

Steel Mill Products in Flooded Conditions .......................................................................................12

Additional Class Notation GRAB[X] ................................................................................................15

Ballast Water Exchange Procedures..................................................................................................16

FE Mesh Size and Critical Area Screening ........................................................................................18

CSR-BC Fatigue Criteria Change .....................................................................................................19

Weld Toe Grinding and Heavy Duty Work on Double Bottom .........................................................20

Tapering Procedure at Ends .............................................................................................................20

FEA Procedure for Aft and Foremost Cargo Holds ...........................................................................21


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2 • ABS CSR FOR BULK CARRIERS ADVISORY

T

he Common Structural Rules for Bulk Carriers(CSR-BC) were adopted in December 2005

and came into force on 1 April, 2006. It wasan important step in the development of maritimerules. For the first time, comprehensive structuralrules have been unified across the InternationalAssociation of Classification Societies (IACS)combining the knowledge, vast experience, latestpractical and technical knowledge, and the state-of-the-art technology embodied by its members.The rules were developed with the aim of providingmore transparency. The technical background isposted on the IACS website. Several corrigenda

and revisions to the rules have been issued. TheCSR Tracking Database (www.iacs-csrtrack.org.uk) provides an easy and quick access tothe full revision history of the CSR Rules. TheCSR Knowledge Center (KC) contains commoninterpretations as well as questions and answersconcerning the rules in order to assist classificationsocieties and the marine industry in implementingthe CSR rules in a consistent manner.

This reference document has been compiledto provide useful information on certain

common questions and issues raised by ship-owners and operators over the past severalyears.

At the time this document was prepared, thedraft version (July 2012) of the harmonizedCommon Structural Rules (CSR-H) for bulkcarriers and oil tankers had been releasedfor external review. Therefore, references arealso made to certain information from CSR-Hwhere appropriate.

There are 16 sections in this Advisory, eachof which is largely an independent and self-contained topic. Contents range from classnotations to detailed stress analysis.

This document is not intended as a substitutefor the CSR-BC.

Table 1 presents a summary of the ABS CSRbulk carrier fleet at the time of publication.Detailed information on class notations can befound beginning on page 3.

Abbreviations used in this document:

CSR Common Structural Rules

CSR-BC Common Structural Rules forBulk Carriers

CSR-H Harmonized Common StructuralRules

CSR-OT Common Structural Rules for

Double Hull Oil Tankers

FE Finite Element

FEA Finite Element Analysis

IACS International Association ofClassification Societies

IMO International Maritime Organization

KC Knowledge Center

RCN Rule Change Notice

UR IACS Unified Requirement

UI IACS Unified Interpretation

Introduction

Service Feature Number ofShips

CSR Bulk Carriers 530

By Configuration

Single Side Skin Bulk Carriers 507

Double Hull Bulk Carriers 23

By GRAB Notations

Notation GRAB[20] 397



By BC Notations

Notation {BC-A} 530

Notation {BC-B} 0

Notation {BC-C} 0

Notation {no MP} 0Maximum Cargo Density < 3 (t/m3) 0

Table 1. Summary of ABS CSR Bulk Carrier Fleet


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Definition of Bulk CarriersThere are several definitions of bulk carriers indifferent IACS and IMO publications. SOLAScontains the broadest definition of a bulk carrier(thus a wider application), while the CSRdefinition is more restrictive.

CSR-BC, Chapter 1, Section 1 [1.1.2] definesbulk carriers as seagoing self-propelled shipswhich are generally constructed with singledeck, double bottom, hopper side tanks andtopside tanks and with single or double sideskin construction in the cargo length area, andintended primarily to carry dry cargoes in bulk(see Figure 1). Hybrid bulk carriers, whereat least one cargo hold is constructed with ahopper tank and topside tank, are covered by

CSR-BC. The structural strength of members inholds constructed without a hopper tank and/ or topside tank must comply with the strengthcriteria defined in CSR-BC.

The CSR KC has provided further interpretationon the definition of bulk carriers. Per theKnowledge Center, CSR is not applicable toore, combination, cement, wood chip orself-unloading bulk carriers. Furthermore,open configuration or box-type bulk carriersare not required to comply with CSR-BC, andexamples of such configurations are shown inFigure 2.

SOLAS Chapter XII, “Additional Safety Measuresfor Bulk Carriers,” defines a bulk carrier as “aship which is intended primarily to carry drycargo in bulk, including such types as ore carriersand combination carriers” and makes referenceto a number of resolutions. IMO ResolutionMSC.277(85) titled “Clarification of the term

‘Bulk Carrier’” contains guidance for application ofregulations in SOLAS to ships which occasionallycarry dry cargoes in bulk and are not determinedas bulk carriers in accordance with RegulationXII/1.1 and Chapter II-1.

UR Z11.2.2 contains the same definition asCSR-BC. Other Unified Requirements (URs) forthe strength of ships refer to the UR Z11 definitionbut apply to subsets depending on cargo density,length and side arrangement. This Advisory

focuses on CSR bulk carriers. However, certaintopics may also be of interest for owners ofnon-CSR bulk carriers.

CSR-BC Class NotationsClass notations are assigned to vessels to signifythe applicable mandatory and optional Rulerequirements.

There are three primary class notations for aCSR bulk carrier: BC-A, BC-B and BC-C. Theseclass notations are assigned based on the servicefeatures of dry bulk cargo densities and cargohold loading patterns. BC-A, BC-B and BC-Cbulk carriers achieve high, intermediate and lowrobustness levels of service features, respectively.

BC-A is the most robust and common classnotation of the three. Ships designed witha BC-A class notation are intended to carrydry bulk cargoes with a density of 1.0 t/m3 orabove in homogeneous, alternate and where

applicable block loading conditions. Emptyholds are allowed at the maximum draughtfor BC-A vessels.

Ships designed with a BC-B class notation areintended to carry homogeneous dry bulk cargoeswith a density of 1.0 t/m3 or above. BC-A andBC-B vessels may also carry cargoes with densitybelow 1.0 t/m3.

BC-C is the least robust class notation. Ships

designed with BC-C class notation are intendedto carry homogeneous dry bulk cargoes with amaximum cargo density less than 1.0 t/m3.

Figure 1. Typical Arrangements of CSR Bulk Carriers

Figure 2. Arrangements of Box-type Bulk Carriers


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Neither BC-B nor BC-C ships allow empty holds atthe maximum draught of cargo conditions, but theydo allow empty holds at a shallow draught of cargoconditions if loading and unloading in multipleports is a service feature of the ship.

Table 2 compares the applicable service featuresof the three primary class notations. In addition

to the three primary class notations, there are fourmore class notations that place limitations on bulkcarrier designs:

• {allowed combination of specified empty holds}for BC-A ships: it specifies which cargo holdscan be empty in alternate loading conditions.

• {maximum cargo density (in t/m3)} for BC-Aand BC-B ships: it signifies the maximum cargodensity if it is less than 3.0 t/m3.

• {no MP} for BC-A, BC-B and BC-C ships: it is assigned to a ship that has not beendesigned for loading and unloading inmultiple ports. Loading and unloading inmultiple ports are assumed permissibleunless this class notation is assigned.

• GRAB[X] mandatory for BC-A and BC-Bships: it indicates an unladen grab weight upto X tons. The minimum grab weight is 20tons for this class notation.

Table 3 shows the applicability of theadditional class notations. There is noadditional class notation to be assigned for amaximum cargo density greater than 3.0 t/m3 in CSR-BC. CSR-H (draft version) containsa change to this. As long as a design cargo

Applicable Service Features

Primary Notations

BC-A BC-B BC-C

Rubustness Level High Intermediate Low

Cargo Density (t/m3) > 1.0 > 1.0 < 1.0

Homogeneous Load (at maximum draught) Yes Yes Yes

Alternate Load (at maximum draught) Yes No No

Block Load (at maximum draught) Yes No No

Multiple Port (at maximum draught) Yes Yes Yes

Additional Class NotationsPrimary Class Notations

BC-A BC-B BC-C

{Allowed Combination of Specified Empty Holds} Yes No No

{Maximum Cargo Density (t/m3)} Yes Yes No

{No MP} Yes Yes Yes

GRAB[X] (madatory or not) Yes No No

Table 2. Applicable Service Features of Primary Class Notations

Table 3. Applicability of Additional Class Notations


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density is different from 3.0 t/m3 for a BC-Aor BC-B ship, the maximum density of thecargo that the ship is allowed to carry is tobe indicated in a class notation, which can bein the form of {allowed combination ofspecified empty holds with maximumcargo density x.y t/m3} for a BC-A vessel, or{maximum cargo density x.y t/m3} for a BC-Bvessel. The cargo density to be used for strength

assessment is to be the maximum cargo densityin this case.

A typical notation of a CSR vessel classed withABS may contain the following class symbolsand notations:

À A1, Bulk Carrier, BC-A (Hold Nos. 2, 4 and6 may be empty),Á, ÀAMS, ÀACCU, TCM,GRAB(20), CSR, AB-CM, POT, PMA, RRDA,ESP, UWILD, CRC, PMP where:

ÀA1 indicates that the hull and equipmenthave been built under ABS survey in accordancewith the hull requirements of the ABS rulesor their equivalent for unrestricted oceanservice.

ÀAMS indicates that machinery has beenbuilt under ABS survey in accordance withthe ABS Rules.

Á indicates that the equipment of anchorsand chain cables is in compliance with therequirements of the Rules.

ÀACCU, or Automatic Centralized ControlUnmanned, is assigned to a vessel having themeans to control and monitor the propulsion-machinery space from the navigation bridge andfrom a centralized control and monitoring stationinstalled within or adjacent to, the propulsionmachinery space.

TCM, or Tailshaft Condition Monitoring, is

assigned to vessels with tailshafts specificallyarranged with oil-lubricated stern tube bearings,complying with the requirements of the ABSGuide for Classification Notation Tailshaft ConditionMonitoring (TCM).

CSR, AB-CM is assigned to vessels designedand built to the requirements of CSR, andin compliance with Appendix 5C-A2, ABSConstruction Monitoring Program of the ABSRules for Building and Classing Steel Vessels.

POT, or Protection of Fuel and Lubricating OilTanks, is assigned to vessels having an aggregatefuel oil capacity of 600 m3 (21,190 ft3) and abovewith fuel oil and lubricating oil tanks arrangedin accordance with the requirements specifiedin 4-6-4/17.5 of the ABS Rules for Building andClassing Steel Vessels.

PMA is assigned to bulk carriers of 20,000 grosstonnage and over constructed on or after 1 January

2006 to signify that the vessel’s means of accessmeets IMO Resolutions MSC.151(78) – “Adoptionof Amendments to the International Convention for


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the Safety Of Life At Sea, 1974” and MSC.158(78)– “Adoption of Amendments to the TechnicalProvisions for Means of Access for Inspections,”and the associated Unified Interpretation (UI)SC 191 for the application of amended SOLASRegulation II-1/3-6 (Resolution MSC.151 (78)) andrevised technical provisions for means of access forinspections (Resolution MSC.158 (78)).

RRDA is assigned to vessels which have beenclassed in compliance with the ABS Guide forRapid Response Damage Assessment.

ESP, or Enhanced Survey Program, is mandatoryfor CSR Bulk Carriers and indicates that thevessels are in compliance with the specifiedsurvey requirements for the ESP notation inthe ABS Rules for Survey After Construction.

CRC signifies that the vessel’s crane(s) is designedand constructed in accordance with Chapter 2 ofthe ABS Guide for Certification of Lifting Appliances.A Register of Lifting Appliances attesting tocompliance with the requirements of the aboveGuide will be issued at the request of the owneror builder upon satisfactory completion of planreview, in-plant survey, installation and testingof the crane to the satisfaction of the attendingsurveyor. Alternatively, for vessels changing classto ABS and having a register issued by a recognized

classification society or recognized cargo gearassociation, suitable evidence of previous designreview is to be submitted.

PMP, or Preventive Maintenance Program, isassigned to vessels that are in compliance withthe requirements for the Preventive MaintenanceProgram in the ABS Rules for Survey AfterConstruction.

Design Loading Conditions

The design loading conditions required to beincluded in the loading manual are specified inCSR-BC, Chapter 4, Section 8. The “StandardLoading Conditions” listed in the tables inChapter 4, Appendix 2 are intended for thestrength assessment by direct strength analysis.The combinations of the loading patterns and thetarget still water bending moments in Chapter 4,Appendix 2 are rule design conditions that may notreflect realistic loading scenarios in operation, andso these loading conditions are not required to be

included in the loading manual.

Short voyage conditions may involve reducedbunkers and increased cargoes weight such that theship is loaded to the maximum draught. It is notmandatory to include the short voyage conditionsin the loading manual if the ship is not intendedto make short voyages. As a result, the ship willnot be able to operate on short voyages with moresevere loading conditions than those specified inthe loading manual. If the owner requests specific

loading conditions for short voyages which includeshort voyage conditions with more severe fillingthan the minimum loading condition mentioned


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in CSR-BC, Chapter 4, Section 7 [2.1.1] and[2.1.4], the loading conditions should beincluded in the loading manual and the strengthchecks for such a severe loading conditionbe analyzed in accordance with the CSR-BCrequirements.

For BC-A and BC-B ships, a cargo density of3.0 t/m3 is required as a design basis (Chapter4, Section 7 [2.1]). Based on the designloading conditions specified in Chapter 4,Section 7, hold mass curves are to be createdaccording to Chapter 4, Section 7 [3.7], whichwill control the loading and unloading ofthe vessel in operation. Unless the additionalnotation {maximum cargo density (in t/m3)}is assigned, there is no limitation on cargodensities in operation as long as the maximum

allowable cargo mass in each hold, still waterbending moment and still water shear forceare met. Readers can refer to IMO document“International Maritime Solid Bulk Cargoes(IMSBC) Code,” 2012 Edition, for cargodensities of various bulk cargo materials.

As previously stated in the CSR-BC ClassNotations section, CSR-H is expected to changethe approach for maximum cargo densitiesabove 3.0 t/m3.

In the design specification, a clause canbe added to require that all anticipatedloading conditions are included in theloading manual. These may include,but are not limited to, the followingconditions:

1. For BC-A bulk carriers, in additionto alternate loading of high densitycargoes (density of 3.0 t/m3) andhomogeneous loading of lower density

cargoes (0.9 t/m3

), there should alsobe alternate loading conditions in theloading manual, for example, densitiesof 1.3 t/m3 and 1.78 t/m3, as theseconditions with higher cargo loadingheights can impose extra dry cargoloads on transverse bulkheads.

2. If cement load in alternate loadingpattern will be carried in operation,it should be included in the loadingmanual. In such a case, bulkheads

need to be assessed due to increasedpressure loads from cement (25degrees of angle of repose).

3. All possible severe block loading conditionsshould be included in the loading manualfor BC-A vessels intended for block loadingoperations. For more information, see page 9.

4. If steel mill products are to be carried, aclause for adequate hull girder strength under

flooded conditions should be included forhot coils and other steel mill products at aspecified deadweight. For more information,see page 12.

Because CSR-H (draft version) requires strengthassessment of the actual maximum cargo density,steel mill product loading should be covered,especially under flooded conditions.

Basic Design Parameters

The basic design parameters should be indicatedin a vessel’s design specification, includingthe general arrangement and midship sectiondrawings. These generally include vesseldimensions (overall length, freeboard length,length between parpendiculars, scantling length,breadth, depth, design draught, scantlingdraught, block coefficient at scantling draught),design speed, displacement at scantling draught,deadweight at scantling draught, maximum


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allowable still water bending moment and shearforce for intact and flooded conditions, light andheavy ballast condition, ballast water exchangemethod, maximum cargo weight in each cargohold, maximum load on inner bottom in eachhold, maximum cargo density (if applicable),steel coil loading (if applicable), GRAB notation,etc. The smallest normal ballast draught atforward parpendicular should be indicated in

the shell expansion drawing.

Loading Instrument

A loading instrument consists of software andhardware on which it runs. CSR-BC defines aloading instrument as “an instrument which iseither analog or digital and by means of whichit can be easily and quickly ascertained that,at specified read-out points, the still waterbending moments, shear forces, in any load or

ballast condition, do not exceed the specifiedpermissible values.”

Bulk carriers of 150 m in length and upwardsshall be fitted with a loading instrument capableof providing information on hull girder shearforces and bending moments (SOLAS ChapterXII, Regulation 11).

Bulk carriers of less than 150 m in lengthconstructed on or after 1 July 2006 shall be fitted

with a loading instrument capable of providinginformation on the ship’s stability in the intactcondition (SOLAS Chapter XII, Regulation 11).

CSR-BC, Chapter 4, Section 8 requires thatfor all ships, a loading instrument capableof checking the compliance of still watershear forces and bending moments in anycargo and ballast condition be provided.In addition, it requires that for BC-A, BC-Band BC-C ships of 150 m in length andlonger, the loading instrument be capableof checking the still water shear forces andbending moments in flooded conditions aswell as the mass of cargo and double bottomcontents as a function of draught for a singlehold and two adjacent holds.

The loading instrument may also be usedto perform stability checks if it incorporatesstability software. If stability software isinstalled on board vessels contracted on orafter 1 July 2005, it should cover all stabilityrequirements applicable to the vessel (as per

UR L5) and is to be approved by ABS.

For vessels on a dedicated trade, the loadingmanual/trim and stability booklet may bedeveloped to cover all anticipated loadingconditions. In such a case, any additionalloading conditions need to be verifiedfor structural and stability compliance bysubmitting them to the flag Administrationor Recognized Organization, unless suchverification is permitted to be performed on

board in accordance with the ABS approvalletters and approved documents andsoftware.


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Multiple Port Conditionsand Block Loading ConditionsCSR-BC, Chapter 4, Section 7 specifies the loadingconditions to be considered in the structuralanalysis. Multiple port conditions are specified in[3.3.3] and [3.3.4], and block loading conditionsare specified in [3.4.3]. Chapter 4, Appendix 2specifies standard multiple port and block loadingconditions for direct strength analysis.

Although multiple port conditions and blockloading conditions have similar loading patterns,i.e., they are both non-homogeneous cargo loadingconditions with various alternate block loadingpatterns, it is important to understand that manydifferences exist between them per the definitionsin CSR-BC.

General

• Additional service features: multiple portconditions are applicable to all three primarynotations BC-A, BC-B and BC-C, while blockloading conditions are only applicable toBC-A vessels.

• Draughts: multiple port conditions arepartial load conditions defined at partialdraughts which are fractions of the scantling

draught TS (0.67 TS and 0.75 TS for maximumallowable and minimum required cargo holdmasses, respectively), while block loadingconditions are full load conditions defined atscantling draught TS for maximum allowablecargo hold masses.

• Loading patterns: multiple port conditionscan reflect two basic loading patterns, i.e., twoadjacent cargo holds are loaded (Chapter 4,Section 7, [3.3.3]) and two adjacent cargo holdsare empty (Chapter 4, Section 7, [3.3.4]), while

block loading conditions only reflect one basicloading pattern, i.e., two adjacent cargo holdsare loaded (Chapter 4, Section 7, [3.4.3]).

Strength Check

• Application conditions: all bulk carriers areto have multiple port conditions includedin their loading manual unless the notation{no MP} is assigned to a vessel, i.e., whenmultiple port loading and unloading areallowed, while block loading conditions arerequired only if they are included in the loadingmanual of a BC-A vessel.

• Cargo weights: multiple port conditions uselight cargo weight MFULL, while block loadingconditions use the actual heavy cargo masses

MBLK specified in the loading manual.• Cargo densities: light cargo density is applied

to multiple port conditions, while heavy cargodensity is applied to block loading conditions.

As an example for the direct strength analysis,Figure 3 shows the two adjacent loaded and emptycargo holds of multiple port conditions, and Figure4 below shows the two adjacent loaded cargo holdsof a block loading condition. The cargo holds in thefigures from the left to right-hand sides represent

the holds from aft to forward in a three-hold lengthfinite element model.

The combination of multiple port and blockloading conditions leads to four possible cases,as shown in Table 4. The draughts, cargo holdmasses and primary notations of the four casescan be found in Table 5.

THB in the table is the deepest ballast draughtwhen the two adjacent holds are empty, and the

TE means that the draught depends on the envelopeof Cases #2 and #3. Because the block loadingconditions do not reflect the loading case of twoadjacent empty holds, the minimum required cargo

Table 4. Combination Case Numbers

Figure 3. Multiple Port Conditions

Figure 4. Block Loading Condition

Without With

With 1 2

Without 3 4

Block Loading

{no MP}


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hold masses are defined through heavy ballastcondition and its draught THB as shown in the table.

Figure 5 combines cargo hold mass curves(not drawn to scale) of two adjacent holds in

seagoing conditions for the four cases, and clearlydemonstrates the cargo carrying capacities of thefour cases. There are two curves for each case. Theupper curve represents the maximum allowablecargo mass in the two adjacent holds, and thelower curve represents the minimum requiredcargo mass in the two adjacent holds. The higherthe upper curve is, the higher the requirement is,and the lower the lower curve is, the higher therequirement is.

It can readily be seen from Figure 5 that:

Case #1 Establishes the lowest strengthrequirements for both loaded and emptycargo holds.

Case #2 Establishes the highest requirement

for loaded cargo holds at scantling draughtTS, but its requirement of loaded cargoholds at 0.67 TS may be lower than thatof Case #3, and its requirement for emptycargo holds is the same as that in Case #1.

Case #3 May establish the highest requirementof loaded cargo holds at 0.67 TS, andestablishes the highest requirement forempty cargo holds.

Table 5. Details of Combination Cases

CaseNo.

Maximum Allowable Mass Minimum Required MassAdditional

Service FeaturesDraught Mass Draught Mass

1 TS MFULL THB 0.0 BC-A, BC-B, BC-C

2 TS MBLK THB 0.0 BC-A

3 0.67 TS MFULL 0.75 TS 0.0 BC-A, BC-B, BC-C

4 TE MBLK 0.75 TS 0.0 BC-A

Figure 5. Cargo Hold Mass Curves in Seagoing Conditions


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Case #4 Represents the envelope of Case #2and Case #3. It establishes the highestrequirements and thus the most robustcargo carrying capacity for both loadedand empty cargo holds. TE in Table 3.2is the draught corresponding to theknuckle point of the upper curve ofCase #4.

It is apparent from the figure that Case #4(without {no MP} and with block loading)establishes the most flexible designs.

Having this background information in mind,the owner should discuss with the designer at anearly stage of design review to clarify intendedoperational flexibility of the vessel regarding suchloading operations. For bulk carriers intended formultiple port loading and unloading operations,special attention is to be given to the descriptionof notation {no MP}. For bulk carriers intendedfor block loading operations, the loading manualis to include all possible severe block loadingconditions foreseen for operations. Chapter 4,

Appendix 2 covers the standard multiple portand block loading conditions for direct strengthanalysis, which are intended to provide a designenvelope for vessels that undertake multiple portand/or block loading operations.

The clauses in CSR-H related to multiple portloading conditions are the same as those in CSR-BC, while the design load cases have not beenfinalized at the time this document was prepared.

If the owners are contemplating short tripsbetween loading and discharge ports, thenthe need for consumables, fuel oil and fresh

water, may be reduced. It is often possible totake advantage of less consumables and increase

the cargo carrying capacity. Therefore, the hullstructure may be better designed to carry the fullydeclared deadweight plus some additional cargocorresponding to a fraction, e.g., 50 percent, of thetotal consumable. In this situation, block loadingconditions with full deadweight and short voyageprovision should be specifically identified as thedesign loading conditions and included in theloading manual.

Block loading operation enhances the safety and

flexibility in loading in association with additionalstrengthening. The combination of specified emptyholds in the block loading conditions is to beindicated with the additional service feature, suchas {holds 2, 5...may be empty}, {holds 1, 4…maybe empty}, etc.

Ballast Holds and Adjacent BallastTanks in Heavy Ballast ConditionsCSR-BC, Chapter 4, Section 8 [2.2] specifies the

“Conditions of approval” for a loading manual.[2.2.2] of the same section provides a list of theloading conditions to be included in a loadingmanual for ships equal to or greater than 150 min length and with BC-A, BC-B or BC-C classnotations. Special attention should be given toballast holds under the following heavy ballastloading condition:

“For ships having ballast holds adjacent to topsidewing, hopper and double bottom tanks, it shall be

strengthwise acceptable that the ballast holds arefilled when the topside wing, hopper and doublebottom tanks are empty.”


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This requirement reflects one of the “Designloading conditions for local strength” describedin Chapter 4, Section 7 [3.5]:

“3.5.1 Cargo holds, which are designed asballast water holds, are to be capable of being100 percent full of ballast water including

hatchways, with all double bottom tanks inway of the cargo hold being 100 percent full,at any heavy ballast draught. For ballast holdsadjacent to topside wing, hopper and doublebottom tanks, it shall be strengthwise acceptablethat the ballast holds are filled when thetopside wing, hopper and double bottomtanks are empty.”

The above quoted [3.5.1] implies two differentheavy ballast conditions under the minimumheavy ballast draught(s) if the ballast hold isadjacent to the topside wing, hopper and doublebottom tanks:

Condition A: The ballast hold is loaded with theadjacent ballast tanks loaded, asshown in Figure 6 of a three-holdlength model with the ballast holdin the center.

Condition B: The ballast hold is loaded with theadjacent ballast tanks empty, asshown in Figure 7 of a three-hold

length model with the ballast holdin the center.

Both loading conditions are included as “standardloading conditions for direct strength analysis”in CSR-BC Chapter 4, Appendix 2, Table 1(mid-hold is the empty hold: No. 13 and 14);Table 3 (mid-hold is the loaded hold: No. 13and 14); and Table 5 (BC-B and BC-C: No. 10and 11). However, as stated in Remark 13 ofTable 1, Remark 13 of Table 3 and Remark 11

of Table 5, loading condition B “is not requiredwhen such a condition is explicitly prohibited inthe loading manual.” As a consequence, loading

condition B may not be considered in the designstage unless it is specifically requested by theowner.

Therefore, it is necessary for the owner to confirmwith the designer in writing the design intentwhen such a loading condition is not included

or prohibited in the loading manual. To furtherenhance the vessel’s operational flexibility,the heavy ballast conditions in the owner’sspecifications should include both loadingconditions A and B.

Steel Mill Productsin Flooded ConditionsFor the assessment of structural strength inCSR-BC, the carriage of various types of steelmill products (i.e., steel coils, steel slabs andsteel billets) should ideally be considered inthe details for:

• Hull-girder longitudinal strength requirements

• Local structural scantling requirements

Under:

• Intact conditions

• Flooded (damage) conditions

The loads of steel mill products largely dependon the variations of the loading patterns of steelmill products. Therefore, the handling of steel millproducts involves more complicated factors thanthose of typical bulk cargoes (e.g., grains, cementand ore) in the structural strength assessment.This is particularly true when flooded conditionsare involved.

For bulk carrier designs with scantling lengthsequal to or greater than 150 m, the coverage of

steel mill product carriage and its related floodedconditions need to comply with four categories ofrequirements in CSR-BC as given in Table 6.

Although the steel coil loading condition isspecified in the CSR-BC sections (A and Bin Table 4.1), and is normally included as astandard condition in the loading manual andstability information with damage longitudinalstrength calculations as per UR S17 (hull-girderlongitudinal strength under flooding conditions),

other steel product loading conditions such as steelslabs and steel billets are not normally includedin these manuals. The maximum allowable cargo

Figure 6. Adjacent Ballast Tanks Loaded

Figure 7. Adjacent Ballast Tanks Empty


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weight for these products is not normally

registered in the loading manuals. There areinstances where charterers request the loadingof such cargoes to the full deadweight. However,if these cargo conditions are checked underdamaged flooding criteria, as per UR S17, theymay not comply with the hull-girder strengthrequirements, as the still water bending momentand shear force may exceed their permissiblevalues for the flooded condition.

The problem of overloading is mainly due to the

fact that dry cargoes with higher densities willgenerally result in higher amounts of ingressseawater during flooding. This unfavorable effectcan be demonstrated through a comparison of twotypes of dry cargo cases in the same flooded cargohold: a typical ore cargo; and a steel mill productcargo. In both cases, the total mass MTOTAL in thecargo hold can be written as the sum of dry cargomass MHD and ingress seawater mass M WATER

MTOTAL = MHD + M WATER

And the seawater mass M WATER can be expressed as:

M WATER = ρ[VTOTAL – (1-p) MHD / ρC]

where ρ is seawater density, ρC is dry cargo

density, p is dry cargo permeability, and VTOTAL is the volume of the hold below the floodedline. According to CSR-BC, ρC = 3.00 t/m3 andp = 0.3 for ore cargo, and ρC = 7.85 t/m3 andp = 0.0 for steel mill product cargo.

It can be concluded from the above formulasthat if the dry cargo mass (MHD) is the samefor the two cases, i.e., if the same amount ofdry cargo weight is loaded into the hold for oreand steel mill products, the mass of the ingress

seawater will be about 0.109*MHD greater in thecase of the steel mill product cargo. This extraamount of seawater can impose additional hull-girder scantling requirements.

Looking at this in another way, if the total mass(MTOTAL) of cargo and flooding is to be the samefor the two cases, there must be about 12.5percent less dry cargo mass in the case of thesteel mill product cargo. This means that if thehull-girder strength requirements under flooded

conditions are based on typical ore cargoloading conditions, the steel mill product cargocannot be loaded to the full deadweight.

Table 6. Steel Mill Product Coverage in CSR-BC

CategoryCSR-BC

SelectionDescription

Label Requirement

AHull-GirderStrength

Chapter 4,Section 3 [2.4.2]

Still water bending moment and shear force for steel mill product cargoesin flooded conditions (For BC-A, BC-B and BC-C ships).

Chapter 5,Section 1 [5.3]

Permissible still water bending moment and shear forces inflooded conditions (For BC-A and BC-B ships).

BLocal

Scantlings


Inner bottom and bilge hopper slope (or inner hull) plate requirementsunder steel coil cargo loadings in intact conditions.


Inner bottom and bilge hopper slope (or inner hull) stiffener requirementsunder steel coil cargo loadings in intact conditions.


Double bottom capacity and allowable hold loading in flooded condition.

CHold Mass

CurvesChapter 4,

Appendix 1 [1.1.4]Hold mass curves under steel coil or other heavy cargoes.

DLoading

InstrumentsChapter 4,

Section 8 [3.1.2]Assertion of still water bending moment and shear force in

flooded conditions.


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In some cases, loading manuals includeinstructions to the Master of the ship on howto assess strength using the onboard loadingcomputer in flooded conditions for loading casesinvolving steel mill products. However, these arecomplicated calculations that cannot be easilyperformed on board by the Master of the ship.

In the design specifications, a clause for adequatehull girder strength can be included for the carriageof steel coils and steel mill products at maximum

deadweight. It will be highly beneficial for thedesign loop if curves are drawn depicting theincrease of bending moments and shear forcesafter flooding as a function of the density ofthe dry cargo. Figure 8 and Figure 9 show thesample still water bending moment andshear force curves in a flooded condition forthree different cargo densities. These curvesare made under the assumption that the totalcargo weights for different cargo densitiesremain the same.

Figure 8. Sample Still Water Bending Moment Curves in a Flooded Condition

Figure 9. Sample Still Water Shear Force Curves in a Flooded Condition


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It should be pointed out that, in addition tothe hull girder strength requirement, the steelmill product loadings under flooded conditionsmay also govern the double bottom (floorsand girders) strength requirement specifiedin Chapter 6, Section 4 [3.1] because of theexcessive ingress water compared with the case

of typical dry cargoes.

ABS has developed the Steel Coil CalculatorProgram that facilitates an easy and quickevaluation of the steel coil capacity for variouscombinations of coil size, weight and dunnagearrangement in accordance with CSR-BC. Theprogram is available to shipowners, operatorsand designers upon request. Figure 10 shows asample summary sheet of the program.

Additional ClassNotation GRAB[X]

The application conditions of notation GRAB[X] are specified in Chapter 1, Section 1 [3.2.1], andthe scantling requirements of GRAB[X] arecovered in Chapter 12 of the CSR-BC.

The assignment of the GRAB[X] notation isintended to handle heavy grabs. Therefore,the notation is mandatory for BC-A and BC-Bships only, and optional for all other ships.Furthermore, the scantling requirements asstated in Chapter 12 are to be complied withusing a grab weight of not less than 20 tons.

These deviate from the requirements of UISC208 and SOLAS XII, 6.5.1, where thereare no restrictions for vessels that request thenotation GRAB.

The use of a grab to unload cargo holdstypically involves dropping the grab from acertain height in order to submerge the grabteeth into the cargo. This operation may imposedynamic and impact loads on the sides of thelower part of the hold. As such, the formulas

of required net plating thickness in Chapter12 are applied not only to the inner bottom,but also to the hopper tank sloping plate,transverse lower stool, transverse bulkheadplating, and inner hull up to a height of 3 mabove the inner bottom. The requirementsfor the transverse bulkheads are applicableregardless of their design and function, e.g.,

Figure 10. Sample Summary Sheet from Steel Coil Calculator Program


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the collision bulkhead and the engine roombulkhead. An exception to this is the webs onthe corrugation of a transverse bulkhead. Dueto their configuration, grabs usually do notcontact corrugation webs. Therefore, the grabrequirements are not applicable in such a case.

Since most of the vessels are being designed tooperate with 20 tons of grab weight, attentionshould be paid to heavier grabs, e.g., 25 tonor 30 ton grabs. Chapter 12 states that “thisadditional class notation does not negate theuse of heavier grabs, but the owner and operators

are to be made aware of the increased risk oflocal damage and possible early renewal ofinner bottom plating if heavier grabs are usedregularly or occasionally to discharge cargo.”The additional scantling requirements for heaviergrabs should also be noted. To increase the massof unladen grab from 20 tons to 25 tons, therequired plate thickness increase for concernedstructural members is between 7 percent and 8percent, which is expected to reflect a thicknessaddition between 1.0 mm and 1.25 mm. Table

7 compares the required net thicknesses for sixcombinations of inner bottom and lower hopperconfigurations.

At the time this Advisory was prepared, thedraft paragraphs in the CSR-H that are relevantto grabs remained the same, with the exceptionof using a grab weight of not less than 40 tonsfor ships above 70,000 deadweight tons. It iswell recognized that the additional class notationGRAB[X] for a mass of unladen grab in excessof 20 tons is an important design parameterin the specifications to be agreed on by anowner and a shipyard.

Ballast Water Exchange Procedures

Ballast water exchange (BWE) can be a farreaching topic. ABS published Advisory Noteson Ballast Water Exchange Procedures anda Guide for Ballast Water Exchange. The followingsection includes excerpts from these twodocuments.

Ballast water exchange can be accomplishedby either ‘sequential method’ or ‘flow throughmethod’. The sequential method entails completelyemptying ballast tanks and refilling them with

open-ocean water. The flow through methodinvolves pumping open-ocean water into a fullballast tank.

No.

Inner Bottom Plating Hopper Tank Sloping Plate, Inner Hull and etc.

Spacings (mm) MaterialFactor k

Net

Thicknessfor GRAB[20](mm)

Net


Spacings (mm) MaterialFactor k

Net


Net


1 750 0.72 14.40 15.43 650 0.72 11.88 12.83

2 750 0.78 14.99 16.06 650 0.78 12.36 13.36

3 800 0.72 14.88 15.94 720 0.72 12.50 13.51

4 800 0.78 15.48 16.59 720 0.78 13.01 14.06

5 860 0.72 15.42 16.52 750 0.72 12.76 13.79

6 860 0.78 16.05 17.20 750 0.78 13.28 14.35

Table 7. Required Plate Thickness by Grabs


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The primary considerations in assessingsequential exchange scenarios are usually given

to hull girder strength, vessel stability, propellerimmersion, bridge visibility and list angle. Inaddition, the effects of BWE on slamming, sloshing,and damage stability and survivability also needto be considered. The sequential method requiresconsiderable planning so that the ship will remainwithin the acceptable criteria.

The flow through method, on the other hand,will not normally affect as many aspects, butit is important to assess piping and overflow

arrangements to verify that tanks will not beover-pressurized.

In the case of the sequential method, CSR-BC,Chapter 4, Section 8 [2.2.2] requires that thetypical ballast water exchange plan (BWEP)at sea be included in the loading manual. Thelongitudinal strength (still water bending momentsand shear forces) for each step in the BWEshould be within the allowable seagoing limits.The smallest design ballast draught at forward

perpendicular (TBFP) used in the calculation ofdesign bottom slamming pressure per Chapter 4,Section 5 [4.2] should be the minimum ballast

draught among all normal ballast conditions andthe BWE conditions at sea. A draught less than

TBFP in BWEP can only be considered in operationin favorable sea conditions so that the risk ofbottom slamming is minimized. Sloshing loadsin the ballast hold are to be considered for theBWE conditions. Either sloshing calculationsshowing strength compliance are to be submittedto ABS for review or the BWE plan shouldidentify which steps of the exchange may imposesignificant sloshing loads and should be carriedout in favorable sea conditions such that therisk of structural damage is minimized.

In the case of the flow through method, CSR-BC,Chapter 4, Section 6 [2.1] introduces additionalstatic pressure head into ballast water pressurefor local strength assessments and direct strengthanalysis. When checking BWE operations bymeans of the flow through method, the inertialpressure due to ballast water is not to beconsidered for local strength assessments anddirect strength analysis. If the flow throughmethod has not been considered during the

vessel’s CSR review and approval, the flowthrough method will not be allowed to be usedin its operation.


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FE Mesh Size andCritical Area ScreeningFor detailed stress assessment (yielding)and the FE-based simplified fatigue methodfor bilge hopper areas, the typical mesh size(approximately one-quarter of the representativespacing of ordinary stiffeners in the correspondingarea) specified in Chapter 7, Section 3 [2.3.2]in CSR-BC is equivalent to that of the pre-CSRrules (SafeHull). In general, this mesh size isadequate to determine the stress distributions inway of structural connections and discontinuities.A finer mesh size up to plate thickness may beneeded for proper representation of some criticalstructural areas. In such a case, the allowablestress in Chapter 7, Section 3 [3.1.1] applies tothe average stress of all elements included in an

area corresponding to a single element of typicalsize. For FE-based fatigue strength assessment,the required mesh size (t×t defined in Chapter 7,Section 4 [2.1.2]) is in line with the practice ofthe pre-CSR rules (SafeHull).

The fatigue strength of longitudinal stiffenerend connections within the midship area andhatch corners are verified using a conventionalprocedure. Structural connection details listed inTable 8 are subject to FE-based fatigue strength

assessment. Additional critical locations may beadded to this list with due consideration givento vessel-specific arrangements and structuraldetails.

Screening criteria, fine mesh (50 mm x 50 mm)requirements and mandatory locations for finemesh analysis are included in the draft CSR-Hversion released in July 2012.

For owners seeking additional fatigue analysis,a clause can be added to the design specificationrequiring fatigue strength evaluation of a highlystressed area if the calculated stress of a typicalelement size in global FEA exceeds 75 percent ofthe minimum yield stress. Reference may also bemade to the draft CSR-H.

For the yielding strength evaluation of a platepanel with openings, Chapter 7, Section 2 [3.2.1]is to be followed. Specifically, if the effects ofopenings are not considered in the 3-D global FEmodel, the Von Mises equivalent stress is to becalculated using the shear stress corrected basedon the ratio of web height and opening height,and the FEA normal stresses without correction.If this equivalent stress is found in the rangeof 95 to 100 percent of the allowable stress, the

identified opening may be further evaluatedusing a fine mesh FE model.

For the buckling and ultimate strength assessmentof a plate panel with openings, Chapter 7, Section 2[3.3.3], Chapter 6, Section 3, Table 2 and Chapter6, Appendix 1 are to be followed. Specifically, thebuckling factors due to normal stress componentsare to be calculated using Buckling Load Case 1and Buckling Load Case 2 in Chapter 6, Section3, Table 2, disregarding opening, and the buckling

factor due to shear stress component is to becalculated using Buckling Load Case 6 for openingswith da/a < 0.7 and db/b < 0.7 (see CSR-BC,Chapter 6, Section 3, Table 2 for definitions of da,a, db and b). For floors or other high girders withholes with da/a > 0.7 and/or db/b > 0.7, the panelis divided into sub-panels as guided by Chapter 6,Appendix 1 and the buckling strength of these sub-panels is to be checked in lieu of the whole panel.

Member Connection Detail

Inner Bottom PlatingConnection with slopping and/or vertical plate of lower stool

Connection with slopping plate of hopper tank

Inner Side Plating Connection with slopping plate of hopper tank

Transverse BulkheadConnection with slopping plate of lower stool

Connection with slopping plate of upper stool

Hold Frames of Single Side Bulk Carriers Connection with slopping plate of lower wing tank

Connection with slopping plate of upper wing tank

Table 8. Members and Locations Subject to FE Fatigue Assessment


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In the design specifications, a clause can be addedfor evaluating all of the openings in double bottomfloors, girders and stools by very fine mesh FEmodels (minimum 1/10 longitudinal spacing). Notethat this additional analysis should not be expectedto lead to extensive scantling increases, and may beused by a designer to optimize structure in way ofthe openings.

CSR-BC Fatigue Criteria ChangeRCN #3 to CSR-BC 2006 entered into force on12 September 2008, revising the fatigue criteriafor notch stress range calculation as indicated inChapter 8, Section 2 [2.3]. The impact of RCN #3is explained in its Technical Background. Thefirst change in the RCN was the inclusion of theweld grinding effect. Two additional values(1.10 and 1.15) for the fatigue notch factor Kf are introduced. This change is primarily basedon two recommendation documents of theInternational Institute of Welding.

The second change in the RCN is the revision ofthe weld residual stress effect on the mean stresscorrection factor f mean,j. This change was madeto better match the fatigue calculation with thehistorical damage record of dry cargo holds.The damage record of bulk carriers has shownthat the majority of damages caused by cracks occurin way of inner bottom connections in ballast holds.The reason is that under heavy ballast conditions,the inner bottom tank boundaries are subject tohigh internal pressure due to ballast water, but

the external pressure is relatively low. As a result,these structural members are subject to high tensilestresses in addition to fluctuating stress ranges,

leading to additional fatigue damage. The technicalbackground provided by IACS for RCN #3 includesthe surveyed damage data (see Table 9) of 3,015ships constructed between 1958 and 2007.

According to this data, more than 99 percent of thedamage cases were in ballast holds, among whichmore than 70 percent of damages occurred at innerbottom plating connections. The technical reasonbehind RCN #3 is to align the known damagerecord for dry cargo holds with the mismatchedfatigue results of CSR-BC. It has been observedfrom FE analysis results that the weld residual stressdoes not affect the mean stress correction factorfor ballast hold under heavy ballast condition dueto the high tensile stress experienced by the hold,but the same may have an unfavorable effect ondry cargo holds. Therefore, the RCN removes theeffect of the weld residual stress on the mean stresscorrection factor for all cases except that of ordinarystiffeners.

In its technical background, the RCN compares the

calculated fatigue damage factors before and afterthe RCN for capesize, panamax and handymaxdesigns. The chart in Figure 11 for a single sideskin panamax design reproduced from the technicalbackground compares the results before and afterthe RCN modification. CSR-B represents the resultsbefore the RCN modification, mod_1 represents theresults after the RCN without the grinding effect,and mod_1(G) represents the results after the RCNwith the grinding effect. The calculated fatiguedamage factor reduction due to the RCN can be

clearly seen and it is expected that the RCN willallow scantling reductions for the double bottominsert plates at locations outside ballast holds.

Member Connection DetailNumber of Damage Cases

Ballast Hold Dry Holds*

Inner Bottom PlatingConnection with slopping and/or vertical plate of lower stool 365 0

Connection with slopping plate of hopper tank 173 0.4

Inner Hull Plating Connection with slopping plate of hopper tank 9 0

Transverse BulkheadConnection with slopping plate of lower stool 92 0.2

Connection with slopping plate of upper stool 63 0.5

Hold FramesConnection with slopping plate of lower wing tank 15 0

Connection with slopping plate of upper wing tank 31 0

Table 9. Damage Record (1958-2007)

*Number of damage cases per dry cargo hold.


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Weld Toe Grinding and Heavy

Duty Work on Double Bottom

The effect of weld toe grinding for fatiguestrength improvement is reflected by thefatigue notch factor, Kf , defined in Table 1of Chapter 8, Section 2 [2.3.1]. Quality

control on grinding is to be carried out by therequirements in accordance with Chapter 8,Section 2 [2.3.1].

Grinder finishing for the purpose of removingany undercuts and/or smoothing any weldingbeads is known to improve fatigue strength.The recommendation of the InternationalInstitute of Welding’s “fatigue design welded

joint and component” was referenced in RCN #3as the supporting document. To avoid any risk of

root cracking, the application of this techniqueis limited to deep penetration welding or fullpenetration welding.

For owners concerned about the fatigue lifeof structural details exposed to unloadingequipment such as grabs and bulldozer blades,a clause may be added to the design specificationfor a target fatigue life for details within thecargo holds of 25 years without any post-weldtreatment.

The draft CSR-H released for external reviewon 1 July 2012 requires that the structure withinthe cargo holds of bulk carriers has a fatiguelife of 25 years without considering grindingor other post-weld treatment methods.

Tapering Procedure at EndsIn CSR-BC, the scantlings beyond the cargoblock are often governed by the requirementsfor hull girder bending and shear strength

in Chapter 5, Section 1 as well as hull girderultimate strength in Chapter 5, Section 2. Bothintact and flooding scenarios are required to be

Figure 11. Fatigue Damage Comparison


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evaluated by CSR-BC. In addition, the allowablenormal stress for hull girder bending in CSR-BC has been set to a lower limit outside 0.4Lamidships to force a desired tapering in basichull girder scantlings.

The transition from the cargo block into the

engine room is critical for bulk carrier designs.The general tapering requirements in Chapter9, Section 3 (machinery space) and specificrequirements such as Chapter 9, Section 3[3.1.2] for side structure and Chapter 9, Section2 [2.1.4] form the broad basis for complianceverification.

FEA Procedure for Aftand Foremost Cargo HoldsCSR-BC requires that a 3-D FEA be carried outfor a three cargo hold model in the midshipregion. Many owners have requested additionalanalysis be carried out covering the forwardand aft ends of the cargo block (see Figure 12).Since there is no procedure in CSR-BC to carryout a 3-D FEA at the forward and aft ends of thecargo block, ABS has established the followinggeneral procedure:

• Allowable hold loading considering holdflooding (Chapter 6, Section 4 [3.1.2] andChapter 6, Section 4 [3.1.4]).

• Slamming requirements (Chapter 9, Section 1[5.4.1] and [5.4.2]) for girders and floors.

• Required hopper web thickness at the hopperweb and bottom floor connection areasconsidering access holes.

• Required side frame scantlings in theforemost cargo hold (including first3 side frames) according to Chapter 6,Section 2 [3.3].

• Required local scantlings of inner bottomlongitudinals in the foremost cargo hold.

• Requirements of the web stiffeners onprimary supporting members accordingto Chapter 3, Section 6 [5.2.1].

• Comparison of primary supporting memberarrangements and scantlings with those of themidship holds which reflect the FEA results.

Should the final arrangements and scantlingsof the primary supporting members of the fore-and aft-most holds not be comparable tothose of the midship holds, then additional

engineering analysis is to be carried out.

These locations are subject to higher hullgirder shear stress. Furthermore, shape changesmay lead to increased stiffener spacing onthe shell plating. The hull shape will alsohave an effect on the geometry of transversedeep supporting members. In many cases, thepanel arrangements and locations of openingswill change, which may make some of thesemembers more susceptible to buckling.

The draft CSR-H released on 1 July 2012requires FE analysis extending over the entirecargo hold block. Owners concerned with theaft and fore most cargo holds can include aclause in the specifications requiring an FEAassessment.

Figure 12. Aft and Foremost Cargo Holds


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Tel: 1-281-877-5800 • Fax: 1-281-877-5803

Email: [email protected]

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